Escolar Documentos
Profissional Documentos
Cultura Documentos
Two-stroke Engines
This book describes the general technical features of the S80MC-C engine,
including some optional features and/or equipment.
As differences may appear in the individual suppliers extent of delivery, please
contact the relevant engine supplier for a confirmation of the actual execution and
extent of delivery.
A List of Updates will be updated continuously. Please ask for the latest issue,
to be sure that your Project Guide is fully up to date.
The "list of Updates" is also available on the internet at http:\\www.manbw.dk
under the section "library".
This Project Guide is available on a CD ROM.
1st Edition
October 1998
The engine types of the MC programme are identified by the following letters and figures:
80
MC -
Compact design
Engine programme
Diameter of piston in cm
Stroke/bore ratio
approximately 3.8
Long stroke
approximately 3.2
Short stroke
approximately 2.8
Number of cylinders
178 36 50-9.0
178 60 53
1.01
L1
L3
S80MC-C
Bore:
800 mm
Stroke: 3200 mm
L2
L4
Speed
kW
BHP
Engine
speed
Mean
effective
pressure
r/min
bar
L1
76
19.0
23280
31680
27160
36960
31040
42240
L2
76
12.2
14880
20280
17360
23660
19840
27040
L3
57
19.0
17460
23760
20370
27720
23280
31680
L4
57
12.2
11160
15180
13020
17710
14880
20240
Layout
point
Number of cylinders
g/kWh
g/BHPh
At load
Layout point
100%
80%
L1
167
123
165
121
L2
155
114
152
112
L3
167
123
165
121
L4
155
114
152
112
Cylinder oil
g/kWh
g/BHPh
1.1-1.6
13
0.8-1.2
178 36 53-4.0
178 61 08
1.02
ISO 3046/1-1986:
Blower inlet temperature . . . . . . . . . . . . . . . . 25 C
Blower inlet pressure . . . . . . . . . . . . . . 1000 mbar
Charge air coolant temperature . . . . . . . . . . 25 C
Fuel oil lower calorific value . . . . . . . 42,700 kJ/kg
(10,200 kcal/kg)
Although the engine will develop the power specified up to tropical ambient conditions, specific fuel
oil consumption varies with ambient conditions and
fuel oil lower calorific value. For calculation of these
changes, see the following pages.
bar
kp/cm2
L1 - L3
19.0
18.3
L2 - L4
15.2
15.5
SFOC guarantee
The Specific Fuel Oil Consumption (SFOC) is guaranteed for one engine load (power-speed combination),
this being the one in which the engine is optimised.
The guarantee is given with a margin of 3%.
Tropical conditions:
Blower inlet temperature . . . . . . . . . . . . . . . . 45 C
Blower inlet pressure . . . . . . . . . . . . . . 1000 mbar
Seawater temperature . . . . . . . . . . . . . . . . . 32 C
178 60 54
1.03
178 36 64-2.0
178 60 55
1.04
Description of Engine
The engines built by our licensees are in accordance
with MAN B&W drawings and standards. In a few
cases, some local standards may be applied; however, all spare parts are interchangeable with MAN
B&W designed parts. Some other components can
differ from MAN B&Ws design because of production facilities or the application of local standard
components.
Thrust Bearing
The chain drive and the thrust bearing are located
in the aft end. The thrust bearing is of the B&W-Michell type, and consists, primarily, of a thrust collar
on the crankshaft, bearing supports, and segments
of steel with white metal. The segment collar is
omitted. The thrust shaft is thus an integrated part
of the crankshaft.
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 any
options mentioned.
For fitting to the engine seating, long, elastic holding-down bolts, and hydraulic tightening tools, can
be supplied as an option: 4 82 602 and 4 82 635,
respectively.
A control device for turning gear, consisting of starter and manual remote control box, with 15 meters
of cable, can be ordered as an option: 4 80 601.
Frame Box
The frame box is of welded design. On the exhaust
side, it is provided with relief valves for each cylinder
while, on the camhaft side, it is provided with a large
hinged door for each cylinder.
178 60 56
1.05
178 60 56
1.06
Indicator Drive
In its basic execution, the engine is fitted with an
indicator drive.
Connecting Rod
The indicator drive consists of a cam fitted on the
camshaft and a spring-loaded spindle with roller
which moves up and down, corresponding to the
movement of the piston within the engine cylinder.
At the top, the spindle has an eye to which the
indicator cord is fastened after the indicator has
been mounted on the indicator valve.
Crankshaft
The crankshaft is of the semi-built type. The semibuilt type is made from forged or cast steel throws.
The crankshaft incorporates the thrust shaft.
The piston rod is of forged steel and is surface-hardened on the running surface for the stuffing box. The
178 60 56
1.07
The camshaft is made in one or two pieces depending on the number of cylinders, with fuel cams,
exhaust cams, indicator cams, thrust disc and chain
wheel shrunk onto the shaft.
The telescopic pipe for oil inlet and the pipe for oil
outlet are mounted on the guide shoes.
Chain Drive
Fuel Pump and Fuel Oil
High-Pressure Pipes
Reversing
Reversing of the engine takes place by means of an
angular displaceable roller in the driving mechanism
for the fuel pump of each engine cylinder. The
reversing mechanism is activated and controlled by
compressed air supplied to the engine.
The fore-end compensator consists of balanceweights driven from the fore end of the crankshaft,
option: 4 31 213.
178 60 56
1.08
A tuning wheel, option: 4 31 101 or torsional vibration damper, option: 4 31 105 is to be ordered
seperately based upon the final torsional vibration
calculations. All shaft and propeller data are to be
forwarded by the yard to the engine builder, see
chapter 7.
Governor
Manoeuvring System (prepared for
Bridge Control)
The engine is to be provided with an electronic/mechanical governor of a make approved by MAN B&W
Diesel A/S, i.e.:
Cylinder Lubricators
The standard cylinder lubricators are both speed
dependent (4 42 111) and load change dependent
(4 42 120). They are controlled by the engine revolutions, and are mounted on the fore end of the
engine.
The engine is provided with a side mounted emergency control console and instrument panel.
Gallery Arrangement
The engine is provided with gallery brackets, stanchions, railings and platforms (exclusive of ladders).
The brackets are placed at such a height that the
best possible overhauling and inspection conditions
are achieved. Some main pipes of the engine are
suspended from the gallery brackets, and the upper
gallery platform on the camshaft side is provided
178 60 56
1.09
Exhaust Turbocharger
Auxiliary Blower
The engine is provided with two electrically-driven
blowers (4 55 150). The suction side of the blowers
is connected to the scavenge air space after the air
cooler.
178 60 56
1.10
The pipes for sea cooling water to the air cooler are of:
In the case of central cooling, the pipes for freshwater to the air cooler are of steel.
The pipes are provided with sockets for local instruments, alarm and safety equipment and, furthermore, with a number of sockets for supplementary
signal equipment.
The inlet and return fuel oil pipes (except branch
pipes) are heated with:
Piping Arrangements
Fuel oil
Heating of fuel oil pipes
Lubricating and piston cooling oil pipes
Cylinder lubricating oil
Lubricating of turbocharger
Cooling water to scavenge air cooler
Jacket and turbocharger cooling water
Cleaning of turbocharger
Fire extinguishing for scavenge air space
Starting air
Control air
Safety air
Oil mist detector
Various drain pipes
4 30 203.
178 60 56
1.11
178 60 56
1.12
178 37 69-7.0
178 60 57
1.13
Fig. 2.01a shows the relationship for the linear functions, y = ax + b, using linear scales.
Propeller curve
Pb = c x n3 , in which:
Pb = engine power for propulsion
n = propeller speed
c = constant
1780540-3.0
178 60 58
2.01
When determining the necessary engine speed considering the influence of a heavy running propeller
for operating at large extra ship resistance, it is
recommended - compared to the clean hull and
calm weather propeller curve 6 - to choose a 2.5 5.0% heavier propeller curve 2, and the propeller
curve for clean hull and calm weather curve 6 will be
said to represent a light running (LR) propeller.
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 and, sea margin i.e. extra power to
the propeller, refers to the influence of the wind and
the sea. Based on feedback from service, it seems
reasonable to design the propeller for 2.5-5% light
running. However, the degree of light running must
be decided upon experience from the actual trade
and hull design.
178 60 58
2.02
Optimising point O
Load Diagram
On the horizontal axis the engine speed and on the
vertical axis the engine power are shown in percentage scales. The scales are logarithmic which means
that, in this diagram, power function curves like
propeller curves (3rd power), constant mean effective
pressure curves (1st power) and constant ship speed
curves (0.15 to 0.30 power) are straight lines.
Definitions
The load diagram, Fig. 2.03, defines the power and
speed limits for continuous as well as overload
operation of an installed engine having an optimising point O and a specified MCR point M that
confirms the ships specification.
The service points of the installed engine incorporate the engine power required for ship propulsion
and shaft generator, if installed.
178 60 58
2.03
A
M
O
Line 1
Line 2
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.
Line 5:
Represents the maximum mean effective pressure
level (mep), which can be accepted for continuous
operation.
1780542-7.2
Line 7:
Represents the maximum power for continuous
operation.
178 60 58
2.04
Recommendation
Continuous operation without limitations is allowed
only within the area limited by lines 4, 5, 7 and 3 of
the load diagram, except for CP propeller plants
mentioned in the previous section.
In calm weather conditions, the extent of heavy running of the propeller will indicate the need for cleaning
the hull and possibly polishing the propeller.
178 60 58
2.05
Example 1:
Normal running conditions Engine coupled to
fixed pitch propeller (FPP) and without shaft
generator
M
S
O
A
MP
SP
1780544-0.5
178 60 58
2.06
Example 2:
Special running conditions Engine coupled to
fixed pitch propeller (FPP) and without shaft
generator
M=O
S
O
A
MP
SP
1780546-4.5
178 60 58
2.07
Example 3:
Normal running conditions Engine coupled to
fixed pitch propeller (FPP) and with shaft
generator
M=O
S
O
A=O
MP
SP
SG
1780548-8.5
1780548-8.5
178 60 58
2.08
Example 4:
Special running conditions Engine coupled to
fixed pitch propeller (FPP) and with shaft
generator
M
S
O
A
MP
SP
SG
Line 1
Point A
Point M
1780635-1.5
Also in this special case, a shaft generator is installed but, compared to Example 3, this case has
a specified MCR for propulsion, MP, placed at the
top of the layout diagram, see Fig. 2.07a.
178 60 58
2.09
Example 5:
Engine coupled to controllable pitch propeller
(CPP) with or without shaft generator
Fig. 2.08: Example 5. Engine with Controllable Pitch Propeller (CPP), with or without shaft generator
178 60 58
2.10
Fig. 2.09 a
Fig. 2.09 b
Fig. 2.09 c
In this layout example where an improved CP propeller efficiency is obtained during extended
periods of part load running, the step-up gear and
the shaft generator have to be designed for the
corresponding low constant engine speed.
Logarithmic scales
M: Specified MCR
O: Optimised point
A: 100% power and speed of load
diagram (normally A=M)
1781969-9.0
178 60 58
2.11
Fig. 2.10 contains a layout diagram that can be used for construction of the load diagram for an acutal project, using the
%-figures stated and the inclinations of the lines.
178 06 37-5.1
178 60 58
2.12
SFOC guarantee
The SFOC guarantee refers to the above ISO reference conditions and lower calorific value, and is
guaranteed for the power-speed combination in
which the engine is optimised (O).
The SFOC guarantee is given with a margin of 3%.
The SFOC is based on the reference ambient conditions stated in ISO 3046/1-1986:
The solid lines are valid for engines with high efficiency or conventional turbochargers at 100, 80 and
50% of the optimised power, but with a different
SFOC reference value at nominal MCR.
Parameter
Scav. air coolant
temperature
Blower inlet
temperature
Blower inlet
pressure
Fuel oil lower
calorific value
Condition change
SFOC
Change
per 10 C rise
+ 0.60%
per 10 C rise
+ 0.20%
- 0.02%
-1.00%
The optimising point O is drawn into the abovementioned Diagram 1. A straight line along the constant mep curves (parallel to L1-L3) is drawn through
the optimising point O. The line intersections of the
solid lines and the oblique lines indicate the reduction in specific fuel oil consumption at 100%, 80%
and 50% of the optimised power, related to the
SFOC stated for the nominal MCR (L1) rating at the
actually available engine version.
178 60 58
2.13
Emission Control
turbocharger(s) in order to have the optimum working temperature for the catalyst.
178 60 58
2.14
178 15 92-3.0
BHP
BHP
76 r/min
r/min
Nominal SFOC:
123 g/BHPh
SFOC found:
g/BHPh
178 11 68-5.0
178 60 58
2.15
178 15 91-1.0
BHP
BHP
76 r/min
r/min
Nominal SFOC:
123 g/BHPh
SFOC found:
g/BHPh
178 11 68-5.0
178 60 58
2.16
178 15 88-8.0
31,680 BHP
26,295 BHP
22,335 BHP
76 r/min
68.4 r/min
64.6 r/min
121.1 g/BHPh
118.7 g/BHPh
Nominal SFOC:
123 g/BHPh
SFOC found:
O1
O2
O1: Optimised in M
O2: Optimised at 85% of power in M
Point 3: is 80% of O2 = 0.80 x 0.85 of M = 68% M
Point 4: is 50% of O2 = 0.50 x 0.85 of M = 42.5% M
178 34 62-8.0
Fig. 2.13: Example of SFOC for 6S80MC-C with fixed pitch propeller
178 60 58
2.17
The above-mentioned method provides only an approximate figure. A more precise indication of the
expected SFOC at any load can be calculated by
using our computer program. This is a service which
is available to our customers on request.
1781474-9.0
178 60 58
2.18
3. Turbocharger Choice
For other layout points than L1, the number or size
of turbochargers may be different, depending on the
point at which the engine is to be optimised.
Turbocharger Makes
The MC engines are designed for the application of
the following makes of turbochargers:
MAN B&W
Asea Brown Boveri, Ltd. (ABB)
Mitsubishi Heavy Industries, Ltd. (MHI)
Cleaning of turbochargers
The engine is equipped with two or three turbochargers located on the exhaust side.
Turbocharger types
The relevant type designations of the turbochargers
applied on these engines are:
Cyl. MAN B&W
ABB
MHI
ABB
178 60 59
3.01
178 37 13-4.1
178 60 59
3.02
178 37 18-3.1
178 60 59
3.03
178 37 15-8.1
178 60 59
3.04
178 37 20-5.2
178 60 59
3.05
cut-out
Reduced heat load on essential engine compo-
178 06 72-1.1
178 06 93-6.0
178 60 59
3.06
4 Electricity Production
PTO/GCR
(Power Take Off/Gear Constant Ratio):
Generator coupled to a constant ratio step-up
gear, used only for engines running at constant
speed.
Introduction
Next to power for propulsion, electricity production
is the largest fuel consumer on board. The electricity
is produced by using one or more of the following
types of machinery, either running alone or in parallel:
Within each PTO system, several designs are available, depending on the positioning of the gear:
BW I:
Gear with a vertical generator mounted onto the
fore end of the diesel engine, without any connections to the ship structure.
In the following, technical information is given regarding main engine driven generators (PTO) and
the auxiliary diesel generating sets produced by
MAN B&W.
BW II:
A free-standing gear mounted on the tank top and
connected to the fore end of the diesel engine,
with a vertical or horizontal generator.
BW III:
A crankshaft gear mounted onto the fore end of
the diesel engine, with a side-mounted generator
without any connections to the ship structure.
BW IV:
A free-standing step-up gear connected to the
intermediate shaft, with a horizontal generator.
The most popular of the gear based alternatives is
the type designated BWIII/RCF, as it requires no
separate seating in the ship and only little attention
from the shipyard with respect to alignment.
PTO/RCF
(Power Take Off/Renk Constant Frequency):
Generator giving constant frequency, based on
mechanical-hydraulical speed control.
PTO/CFE
(Power Take Off/Constant Frequency Electrical):
Generator giving constant frequency, based on
electrical frequency control.
178 60 60
4.01
Design
Seating
Total
efficiency (%)
1a
1b
BW I/RCF
On engine
(vertical
generator)
88 -91
2a
2b
BW II/RCF
On tank top
88 - 91
3a
3b
BW III/RCF
On engine
88 - 91
4a
4b
BW IV/RCF
On tank top
88 - 91
5a
5b
DMG/CFE
On engine
84 - 88
6a
6b
SMG/CFE
On tank top
84 - 88
BW I/GCR
On engine
(vertical
generator)
92
BW II/GCR
On tank top
92
BW III/GCR
On engine
92
10
BW IV/GCR
On tank top
92
PTO/GCR
PTO/CFE
PTO/RCF
178 19 66-3.1
178 60 60
4.02
III
S80-C/RCF
PTO
1100-60
50: 50 Hz
60: 60 Hz
kW on generator terminals
RCF: Renk constant frequency unit
CFE: Electrically frequency controlled unit
GCR: Step-up gear with constant ratio
Engine type on which it is applied
Layout of PTO: See Fig. 4.01
Make: MAN B&W
178 36 74-9.1
178 60 60
4.03
PTO/RCF
Fig. 4.03 shows the principles of the PTO/RCF arrangement. As can be seen, a step-up gear box
(called crankshaft gear) with three gear wheels is
bolted directly to the frame box of the main engine.
The bearings of the three gear wheels are mounted
in the gear box so that the weight of the wheels is
not carried by the crankshaft. In the frame box,
between the crankcase and the gear drive, space is
available for tuning wheel, counterweights, axial
vibration damper, etc.
For marine engines with controllable pitch propellers running at constant engine speed, the hydraulic
system can be dispensed with, i.e. a PTO/GCR
design is normally used.
178 00 45-5.1
Fig. 4.03: Power Take Off with Renk constant frequency gear: BWIII/RCF, option: 4 85 253
178 60 60
4.04
The BWIII/RCF unit is an epicyclic gear with a hydrostatic superposition drive. The hydrostatic input
drives the annulus of the epicyclic gear in either
direction of rotation, hence continuously varying the
gearing ratio to keep the generator speed constant
throughout an engine speed variation of 30%. In the
standard layout, this is between 100% and 70% of
the engine speed at specified MCR, but it can be
placed in a lower range if required.
Type
DSG
62
62
62
74
74
74
74
86
86
86
99
M2-4
L1-4
L2-4
M1-4
M2-4
L1-4
L2-4
K1-4
M1-4
L2-4
K1-4
440V
1800
kVA
60Hz
r/min
kW
380V
1500
kVA
50Hz
r/min
kW
707
855
1056
1271
1432
1651
1924
1942
2345
2792
3222
566
684
845
1017
1146
1321
1539
1554
1875
2234
2578
627
761
940
1137
1280
1468
1709
1844
2148
2542
2989
501
609
752
909
1024
1174
1368
1475
1718
2033
2391
178 34 89-3.0
178 60 60
4.05
4. An external permanent lubricating oil filling-up connection can be established in connection with the
RCF unit. The system is shown in Fig. 4.07 Lubricating oil system for RCF gear. The dosage tank
and the pertaining piping are to be delivered by the
yard. The size of the dosage tank is stated in the
table for RCF gear in Necessary capacities for
PTO/RCF (Fig. 4.06).
178 60 60
4.06
178 36 29-6.0
kW generator - 60 Hz frequency
700 kW
1200 kW
1800 kW
2600 kW
3396
3396
3536
3536
747
747
747
747
4056
4056
4336
4336
4450
4450
4730
4730
1797
1917
2037
2147
2797
2797
3197
3197
1801
2303
2638
3968
390
480
520
660
36500
49600
66550
33850
45300
61350
The stated kW, which is at generator terminals, is available between 70% and 100% of the engine speed
at specified MCR
Dimension H: This is only valid for A. van Kaick generator type DSG, enclosure IP23,
frequency = 60 Hz, speed = 1800 r/min
178 36 75-0.0
Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BWlll S80-C/RCF
178 60 60
4.07
178 14 12-7.1
178 60 60
4.08
1
2
Pos.
Pos.
Pos.
Pos.
Pos.
4
5
6
7
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
8
9
10
11
12
13
14
15
16
17
18
19
20
21
Pos. no:
BWIII/RCF
BWIII/GCR, BWIII/CFE
BWII/RCF
BWII/GCR, BWII/CFE
BWI/RCF
BWI/GCR, BWI/CFE
DMG/CFE
1
A
A
2
A
A
3
A
A
4
A
A
A
A
A
A
A
A
A
A
A
A
6
B
B
B
B
B
8
A
A
A
A
A
A
A
9
B
B
A
A
B
B
B
10 11 12 13 14 15 16 17 18 19 20 21
A A A A A B B A
A
A A A A A B B A
A
A A A A
A A A A
A
A
A A
A
A
A
A
178 33 84-9.0
Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)
178 60 60
4.09
Crankshaft gear lubricated from the main engine lubricating oil system
The figures are to be added to the main engine capacity list:
Nominal output of generator
Lubricating oil flow
Heat dissipation
kW
700
1200
1800
2600
m3/h
4.1
4.1
4.9
6.2
kW
12.1
20.8
31.1
45.0
kW
700
1200
1800
2600
m3/h
14.1
22.1
30.0
39.0
kW
55
92
134
180
kW
11.0
15.0
18.0
21.0
m3
0.40
0.51
0.69
24V DC 10%, 8 amp
0.95
178 33 85-0.0
178 60 60
4.10
178 06 47-1.0
178 60 60
4.11
DMG/CFE Generators
Option: 4 85 259
Fig. 4.01 alternative 5, shows the DMG/CFE (Direct
Mounted Generator/Constant Frequency Electrical)
which is a low speed generator with its rotor mounted directly on the crankshaft and its stator bolted on
to the frame box as shown in Figs. 4.08 and 4.09.
178 06 73-3.1
178 60 60
4.12
178 06 63-7.0
Fig. 4.09: Standard engine, with direct mounted generator and tuning wheel
178 56 55-3.1
178 60 60
4.13
Static converter
The static converter (see Fig. 4.10) consists of a
static part, i.e. thyristors and control equipment, and
a rotary electric machine.
1. Installation, i.e. seating in the ship for the synchronous condenser unit, and for the static converter cubicles
The DMG produces a three-phase alternating current with a low frequency, which varies in accordance with the main engine speed. This alternating
current is rectified and led to a thyristor inverter
producing a three-phase alternating current with
constant frequency.
178 60 60
4.14
160 mm
Stroke: 240 mm
Power lay-out
60 Hz
1000 r/min
Gen. kW
Eng. kW
475
570
540
665
630
760
720
855
810
1200 r/min
Eng. kW
500
600
700
800
900
5L16/24
6L16/24
7L16/24
8L16/24
9L16/24
50 Hz
Gen. kW
515
600
680
770
Cyl. No
A
mm
B
mm
*C
mm
D
mm
E
mm
F
mm
G
mm
H
mm
***
** Dry mass
Engine/frame Alternator
t
t
5 (1200 r/min)
2745
1399
4145
1365
810
2175
1000
738
6.5
8.4
6 (1000/1200 r/min)
3020
1489
4509
1365
810
2175
1000
738
7.6
9.7
7 (1000/1200 r/min)
3295
1584
4880
1405
810
2215
1000
843
8.2
10.6
8 (1000/1200 r/min)
3570
1679
5250
1405
810
2215
1000
843
8.6
11.3
9 (1000 r/min)
3845
1679
5525
1405
810
2215
1000
843
9.4
12.1
9 (1200 r/min)
3845
1679
5525
1505
810
2315
1000
903
9.4
12.1
178 33 87-4.1
*
**
***
All dimensions and masses are approximate, and subject to changes without prior notice.
178 60 60
4.15
Cyl.
5 (1200 r/min)
1000/1200 r/min
kW
500
540/600
630/700
720/800
810/900
m3/h
m3/h
m3/h
13.1
17.3
25
12.7/15.2
18.9/20.7
23/27
14.5/17.4
22.0/24.2
24/29
16.3/19.5
25.1/27.7
26/31
18.1/21.6
28.3/31.1
28/33
m3/h
m3/h
0.15
0.45
0.16/0.18
0.49/0.54
0.19/0.21
0.57/0.63
0.22/0.24
0.65/0.72
0.24/0.27
0.73/0.81
Lubricating oil
Charge air LT
*Flow LT at 36C inlet and 44C outlet
kW
kW
m3/h
115
45
17.3
127/138
48/54
18.9/20.7
148/161
56/63
22.0/24.2
169/184
64/72
25.2/27.6
190/207
72/81
28.3/31.1
Jacket cooling
Charge air HT
*Flow HT at 36C inlet and 80C outlet
kW
kW
m3/h
109
104
4.2
113/130
116/125
4.5/5.0
132/152
135/146
5.2/5.8
151/174
154/167
6.0/6.7
170/195
174/188
6.7/7.5
kg/h
C
bar
kg/h
3358
345
0.025
3258
3627/4029
345
0.025
3519/3909
4232/4701
345
0.025
4106/4561
4837/5373
345
0.025
4693/5213
5441/6044
345
0.025
5279/5864
Nm3
0.18
0.21
0.25
0.28
0.32
24
27/28
31/33
35/38
(see separate data from the alternator maker)
40/42
(2.0/3.2 bar) **
(1.7/3.0 bar) **
(3-4.5 bar)
EXTERNAL PUMPS
Fuel oil feed pump
Fuel booster pump
(4 bar)
(8 bar)
COOLING CAPACITIES
GAS DATA
Exhaust gas flow
Exhaust gas temp.
Max. allowable back press.
Air consumption
STARTING AIR SYSTEM
Air consumption per start
HEAT RADIATION
Engine
Alternator
kW
kW
The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.
* The outlet temperature of the HT water is fixed to 80C, and 44C for LT water. At different inlet temperatures the flow will change
accordingly.
Example: if the inlet temperature is 25C, then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original flow. The HT flow
will change to (80-36)/(80-25)*100 = 80% of the original flow. If the temperature rises above 36C, then the LT outlet will rise accordingly.
** See the curve for the pump in data sheet B 13 18 1.
Power lay-out
Speed
Mean piston speed
Mean effective pressure
Specific fuel oil consumption*
MCR version
r/min
1000
1200
m/sec.
9.6
bar
22.4
20.7
g/kWh
189
188
* According to ISO + 5%
tolerance without engine
driven pump.
178 33 88-6.0
178 60 60
4.16
225 mm
5L23/30H
6L23/30H
7L23/30H
8L23/30H
SFOC*
Stroke: 300 mm
720 r/min
60Hz
Eng. kW
Gen. kW
650
615
780
740
910
865
1040
990
191 g/kWh
Power lay-out
750 r/min
50Hz
Eng. kW
Gen. kW
675
645
810
770
945
900
1080
1025
192 g/kWh
900 r/min
Eng. kW
60Hz
Gen. kW
960
910
1120
1060
1280
1215
196 g/kWh
L1*
L2
L3
L 4*
L5****
B1*
H1
mm
mm
mm
mm
mm
mm
3925
1070
3350
2155
2340
5 (900 r/min)
3885
1070
3350
2135
4505
1070
3720
6 (900 r/min)
4445
1070
4745
7 (900 r/min)
* According to
ISO 3046/conditions
without pumps.
mm
Dry
mass**
t
Dry mass
Genset***
t
1380
1583
12.2
16.8
2340
1380
1583
12.2
16.8
2385
2710
1380
1583
12.9
18.7
3720
2325
2710
1380
2015
12.9
18.7
1070
4090
2270
3080
1600
2015
14.3
19.2
4745
1070
4090
2270
3080
1600
2015
14.3
19.2
5225
1070
4460
2380
3450
1600
2015
15.8
23.7
8 (900 r/min)
5180
1070
4460
2355
3450
1600
2015
15.8
23.7
Cyl. no.
A
*
***
Free passage between the engines, width 600 mm and height 2000 mm.
Depending on alternator
Mass included a standard alternator, make A. van Kaick
**
****
178 34 53-3.1
All dimensions and masses are approximately, and subject to change without notice.
178 60 60
4.17
60/50 Hz
60 Hz
ENGINE-DRIVEN PUMPS
Cyl.
Engine kW
Engine kW
Gen. kW
Gen. kW
650/675
780/810
960
740/770
910
910/945
1120
865/900
1060
1040/1080
1280
990/1025
1215
615/645
1.0/1.3
55/69
36/45
16/20
1.0/1.3
55/69
36/45
16/20
1.0/1.3
55/69
36/45
20/20
1.0/1.3
55/69
36/45
20/20
m3/h
m3/h
m3/h
m3/h
35/44
48/56
20/25
14/16
42/52
54/63
24/30
15/17
48/61
60/71
28/35
16/18
55/70
73/85
32/40
17/19
LUBRICATING OIL
Heat dissipation
LT cooling water quantity*
SW LT cooling water quantity**
Lub. oil temp. inlet cooler
LT cooling water temp. inlet cooler
kW
m3/h
m3/h
C
C
69/97
5.3/6.2
18
67
36
84/117
6.4/7.5
18
67
36
98/137
7.5/8.8
18
67
36
112/158
8.5/10.1
25
67
36
CHARGE AIR
Heat dissipation
LT cooling water quantity
LT cooling water inlet cooler
kW
m3/h
C
251/310
30/38
36
299/369
36/46
36
348/428
42/53
36
395/487
48/61
36
JACKET COOLING
Heat dissipation
HT cooling water quantity
HT cooling water temp. inlet cooler
kW
m3/h
C
182/198
20/25
77
219/239
24/30
77
257/281
28/35
77
294/323
32/40
77
kg/h
C
bar
kg/h
5510/6980
310/325
0.025
5364/6732
6620/8370
310/325
0.025
6444/8100
7720/9770
310/325
0.025
7524/9432
8820/11160
310/325
0.025
8604/10800
Nm3
0.30
0.35
0.40
0.45
kW
kW
21/26
GAS DATA
Exhaust gas flow
Exhaust gas temp.
Max. allowable back. press.
Air consumption
STARTING AIR SYSTEM
Air consumption per start
HEAT RADIATION
Engine
Generator
25/32
29/37
34/42
(See separate data from generator maker)
Please note that for the 750 r/min engine the heat dissipation, capacities of gas and engine-driven pumps are 4% higher than stated
at the 720 r/min engine.
If LT cooling is sea water, the LT inlet is 32 C instead of 36C.
These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
*Only valid for engines equipped with internal basic cooling water system no 1 and 2.
**Only valid for engines equipped with combined coolers, internal basic cooling water system no 3.
178 34 54-5.1
178 60 60
4.18
270 mm
Stroke: 380 mm
Power lay-out
720 r/min
60Hz
750 r/min
50Hz
Eng. kW
Gen. kW
Eng. kW
Gen. kW
1500
1425
1600
1520
1800
1710
1920
1825
2100
1995
2240
2130
2400
2280
2560
2430
2700
2565
2880
2735
183.8 g/kWh
185.3 g/kWh
5L27/38
6L27/38
7L27/38
8L27/38
9L27/38
SFOC*
*C
mm
mm
mm
mm
5 (720 r/min)
5 (750 r/min)
4331
4331
2486
2486
6817
6817
6 (720 r/min)
6 (750 r/min)
4776
4776
2766
2486
7 (720 r/min)
7 (750 r/min)
5221
5221
8 (720 r/min)
8 (750 r/min)
9 (720 r/min)
9 (750 r/min)
mm
** Dry mass
Engine/frame
t
***
Alternator
t
3635
3635
2195
2195
31.3
31.3
10.8
10.8
7542
7262
3635
3635
2195
2195
35.4
35.4
11.5
10.8
2766
2766
7987
7987
3635
3635
2195
2195
39.1
39.1
12.5
11.5
5666
5666
2986
2986
8652
8652
3635
3635
2195
2195
43.8
43.8
14.0
14.0
6111
6111
2986
2986
9097
9097
3865
3865
2445
2445
47.3
47.3
14.5
14.0
Cyl. no.
Free passage between the engines, width 600 mm and height 2000 mm.
*
**
* According to ISO + 5%
tolerance without engine
driven pump.
Depending on alternator
Engine and engine base frame
***
178 33 89-8.1
All dimensions and masses are approximately, and subject to change without notice.
178 60 60
4.19
Cyl.
Engine kW
Gen. kW
1500
1425
1800
1710
2100
1995
2400
2280
2700
2565
(1-2.5 bar)
(1-2.5 bar)
(3-4.5 bar)
m3/h
m3/h
m3/h
36
36
30
44
44
36
51
51
42
58
58
48
65
65
54
(4 bar)
(8 bar)
m3/h
m3/h
0.45
1.35
0.54
1.62
0.63
1.89
0.72
2.16
0.81
2.43
Lubricating oil
Charge air LT
*Flow LT at 36C inlet and 44C outlet
kW
kW
m3/h
264
150
35.8
317
180
42.9
370
210
50.1
423
240
57.2
476
270
64.4
Jacket cooling
Charge air HT
*Flow HT at 36C inlet and 80C outlet
kW
kW
m3/h
264
299
11.1
317
359
13.3
370
419
15.5
423
479
17.7
476
539
19.9
kg/h
C
bar
kg/h
11310
350
0.025
11010
13572
350
0.025
13212
15834
350
0.025
15414
18096
350
0.025
17616
20358
350
0.025
19818
Nm3
0.63
0.75
0.88
1.00
1.13
kW
kW
54
720 r/min
720 r/min
60 Hz
GAS DATA
Exhaust gas flow
Exhaust gas temp.
Max. allowable back press.
Air consumption
STARTING AIR SYSTEM
Air consumption per start
HEAT RADIATION
Engine
Generator
64
75
86
(see separate data from the generator maker)
97
The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.
178 33 90-8.1
178 60 60
4.20
280 mm
Stroke: 320 mm
Power lay-out
720 r/min
60Hz
750 r/min
50Hz
Eng. kW
Gen. kW
Eng. kW
Gen. kW
1050
1000
1100
1045
1260
1200
1320
1255
1470
1400
1540
1465
1680
1600
1760
1670
1890
1800
1980
1880
190 g/kWh
191 g/kWh
5L28/32H
6L28/32H
7L28/32H
8L28/32H
9L28/32H
SFOC*
L1*
L2
L3
L4*
L5****
B1*
H1
mm
mm
mm
mm
mm
mm
4753
1240
4140
2400
2980
5343
1240
4620
2510
5920
1240
5100
6470
1240
6890
1240
Cyl. no.
A
C
*
***
* According to
ISO 3046/conditions
without pumps.
mm
Dry
mass**
t
Dry mass
Genset***
t
1600
2185
18.2
25.5
3460
1600
2185
20.8
28.7
2680
4200
1800
2375
22.6
32.8
5580
2770
4640
1800
2375
24.9
36.3
6060
2690
4900
1800
2535
27.8
39.2
Free passage between the engines, width 600 mm and height 2000 mm.
Without gangway min. 2655 mm, with gangway min. 2850 mm.
Depending on alternator
Mass included a standard alternator, make A. van Kaick
**
****
178 33 92-1.1
All dimensions and masses are approximately, and subject to change without notice.
178 60 60
4.21
Cyl.
Engine kW
Gen. kW
1050/1100
1000/1045
1260/1320
1200/1255
1470/1540
1400/1465
1680/1760
1600/1670
1890/1980
1800/1880
(5.5-7.5 bar)
(1-2.5 bar)
(1-2.5 bar)
(3-5 bar)
m3/h
m3/h
m3/h
m3/h
1.4
45
45
24
1.4
60
45
24
1.4
75
60
33
1.4
75
60
33
1.4
75
60
33
(1-2.5 bar)
(1-2.5 bar)
(1-2.5 bar)
(3-5 bar)
m3/h
m3/h
m3/h
m3/h
45
65
37
22
54
73
45
23
65
95
50
25
77
105
55
27
89
115
60
28
LUBRICATING OIL
Heat dissipation
LT cooling water quantity*
SW LT cooling water quantity**
Lub. oil temp. inlet cooler
LT cooling water temp. inlet cooler
kW
m3/h
m3/h
C
C
105
7.8
28
67
36
127
9.4
28
67
36
149
11.0
40
67
36
172
12.7
40
67
36
194
14.4
40
67
36
CHARGE AIR
Heat dissipation
LT cooling water quantity
LT cooling water inlet cooler
kW
m3/h
C
393
37
36
467
45
36
541
55
36
614
65
36
687
75
36
JACKET COOLING
Heat dissipation
HT cooling water quantity
HT cooling water temp. inlet cooler
kW
m3/h
C
264
37
77
320
45
77
375
50
77
432
55
77
489
60
77
kg/h
C
bar
kg/h
9260
305
0.025
9036
11110
305
0.025
10872
12970
305
0.025
12672
14820
305
0.025
14472
16670
305
0.025
16308
Nm3
0.7
0.8
0.9
1.0
1.1
kW
kW
26
32
38
44
(See separate data from generator maker)
50
720/750 r/min
720/750 r/min
60/50 Hz
ENGINE-DRIVEN PUMPS
Fuel oil feed pump
LT cooling water pump
HT cooling water pump
Lub. oil main pump
SEPARATE PUMPS
LT cooling water pump*
LT cooling water pump**
HT cooling water pump
Lub. oil stand-by pump
COOLING CAPACITIES
GAS DATA
Exhaust gas flow
Exhaust gas temp.
Max. allowable back. press.
Air consumption
STARTING AIR SYSTEM
Air consumption per start
HEAT RADIATION
Engine
Generator
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 r/min. Heat dissipation gas and pump
capacities at 750 r/min are 4% higher than stated. If LT cooling is sea water, the LT inlet is 32 C instead of 36C.
These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
*Only valid for engines equipped with internal basic cooling water system no 1 and 2.
**Only valid for engines equipped with combined coolers, internal basic cooling water system no 3.
178 33 93-3.1
178 60 60
4.22
320 mm
5L32/40
6L32/40
7L32/40
8L32/40
9L32/40
SFOC*
Stroke: 400 mm
Power lay-out
720 r/min
60Hz
750 r/min
50Hz
Eng. kW
Gen. kW
Eng. kW
Gen. kW
2290
2185
2290
2185
2750
2625
2750
2625
3205
3060
3205
3060
3665
3500
3665
3500
4120
3935
4120
3935
182 g/kWh
182 g/kWh
L1*
L2
L3
L4*
L5*
B1
H1
H2
mm
mm
mm
mm
mm
mm
mm
7205
1785
5395
3830
3610
2584
7735
1785
5925
3830
4140
8265
1785
6455
3830
9015
1785
6985
9545
1785
7515
Cyl. no
mm
Dry
mass**
t
Dry mass
Genset***
t
3357
795
54
67
2584
3010
795
60
75
4670
2584
3010
795
64
79
4050
5200
2584
3280
835
70
87
4050
5730
2584
3280
835
73
91
178 34 55-7.1
A
C
*
**
***
Free passage between the engines, width 600 mm and height 2000 mm.
Min. distance beteeen engines: 2835 mm. (without gallery) and 3220 mm. (with gallery)
Depending on alternator
Engine and engine base frame
Mass included an alternator, Type B16, Make Siemens.
All dimensions and masses are approximately, and subject to change without notice.
178 60 60
4.23
Cyl.
60 Hz
Engine kW
Gen. kW
2290
2185
2748
2625
3206
3060
3664
3500
4122
3935
(3 bar)
(3 bar)
(8 bar)
m3/h
m3/h
m3/h
30
30
63
36
36
75
42
42
88
48
48
100
54
54
113
(4 bar)
(8 bar)
(3 bar)
(3 bar)
(8 bar)
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
0.7
2.1
30
30
63
16
0.8
2.5
36
36
75
19
1.0
2.9
42
42
88
22
1.1
3.3
48
48
100
26
1.2
3.7
54
54
113
29
LT charge air
Lubricating oil
Flow LT at 36 C
kW
kW
m3/h
227
309
30
273
370
36
318
432
42
363
494
48
409
555
54
HT charge air
Jacket cooling
Flow HT 80 C outlet engine
kW
kW
m/h
623
284
30
747
341
36
872
398
42
997
455
48
1121
512
54
kg/h
C
bar
kg/h
17857
360
0.025
17440
21429
360
0.025
20928
25000
360
0.025
24417
28571
360
0.025
27905
32143
360
0.025
31393
Nm3
0.81
0.97
1.13
1.29
1.45
kW
kW
106
720 r/min
720 r/min
ENGINE-DRIVEN PUMPS
LT cooling water pump
HT cooling water pump
Lub. oil main pump
SEPARATE PUMPS
Fuel oil feed pump
Fuel oil booster pump
LT cooling water pump
HT cooling water pump
Lub. oil stand-by pump
Prelubricating oil pump
COOLING CAPACITIES
GAS DATA
Exhaust gas flow
Exhaust gas temp.
Max. allowable back. press.
Air consumption
STARTING AIR SYSTEM
Air consumption per start
HEAT RADIATION
Engine
Generator
128
149
170
(See separate data from generator maker)
192
The stated heat balances are based on 100% load and tropical condition, the flows are based on ISO ambient condition.
178 34 56-9.0
178 60 60
4.24
Installation Aspects
Installation Aspects
Space requirement for the engine
Overhaul with double jib crane
Engine and Gallery outline
Centre of gravity
Water and oil in engine
Engine pipe connections
List of counterflanges
Arrangement of holding down bolts
Profile of engine seating
Top bracing
Earthing device
178 50 15
5 Installation Aspects
The figures shown in this chapter are intended as an
aid at the project stage. The data is subject to
change without notice, and binding data is to be
given by the engine builder in the Installation Documentation mentioned in Chapter 10.
Overhaul of Engine
The distances stated from the centre of the crankshaft to the crane hook are for vertical or tilted lift,
see note F in Figs. 5.01.
A lower overhaul height is, however, available by using
the MAN B&W double-jib crane, built by Danish Crane
Building ApS, shown in Fig. 5.03.
Please note that the distance given by using a
double-jib crane is from the centre of the crankshaft
to the lower edge of the deck beam, see note E in
Fig. 5.01.
Only a 2 x 5.0 ton double-jib crane can be used as
this crane has been individually designed for this
engine type.
178 60 61
5.01
Top Bracing
The so-called guide force moments are caused by
the transverse reaction forces acting on the crossheads due to the connecting rod/crankshaft mechanism. When the piston of a cylinder is not exactly
in its top or bottom position, the gas force from the
combustion, transferred through the connecting rod
will have a component acting on the crosshead and
the crankshaft perpendicularly to the axis of the
cylinder. Its resultant is acting on the guide shoe (or
piston skirt in the case of a trunk engine), and
together they form a guide force moment.
The moments may excite engine vibrations moving
the engine top athwartships and causing a rocking
(excited by H-moment) or twisting (excited by
X-moment) movement of the engine.
For engines with fewer than seven cylinders, this
guide force moment tends to rock the engine in
transverse direction, and for engines with seven
cylinders or more, it tends to twist the engine. Both
forms are shown in the chapter dealing with vibrations. The guide force moments are harmless to the
engine, however, they may cause annoying vibra-
178 60 61
5.02
Earthing Device
178 60 61
5.03
11229
12653
4225
4032
6585
6595
6365
6545
4425
4232
4730
4537
4546
4581
4661
min
E
F
G
H
J
K
13025
8
Fore end:
14077 A minimum shows basic engine
For PTO: see corresponding Space requirement
MAN B&W NA70
ABB VTR714
The required space to the engine room casing
includes
top bracing
ABB TPL85
Mitsubishi MET83
MAN B&W NA70
Dimensions according to Turbocharger choice
at nominal MCR
ABB VTR714
The dimension includes a cofferdam of 600 mm and must fulfil minimum height to
tanktop according to classification rules
The distance from crankshaft centre line to lower edge of deck beam, when
using MAN B&W double jib crane
14225
Vertical lift of piston, piston rod passes between cylinder cover studs
13275
Tilted lift of piston, piston rod passes between cylinder cover studs
4100
See Top bracing arrangement, if top bracing fitted on camshaft side
8850
MAN B&W NA70
Dimensions according to Turbocharger choice
at nominal MCR
8620
ABB VTR714
492
Space for tightening control of holding down bolts
Must be equal to or larger than the propeller shaft if the propeller shaft is to be drawn into the engine room
178 19 94-7.1
178 60
5.04
63
Units
kg
NA40
1000
NA48
1000
NA57
2000
NA70
3000
HB
mm
1300
1700
1800
2300
Type
Units TPL77 TPL80
kg
HB mm
TPL85
VTR564 VTR714
2000
2500
3000
2000
3000
1600
1800
200
1700
2200
Units
kg
MET66SE
2500
MET83SE
5000
HB
mm
1800
2200
1783220-8.0
178 60 63
5.05
178 33 64-6.0
Weight in kg
inclusive lifting tools
Cylinder Cylinder
liner with
cover
complete cooling
jacket
with
exhaust
valve
7200
7900
Piston
with
stuffing
box
3600
Crane capacity
in tons
Height in mm
when using
normal crane
(vertical lift of
piston/tilted
lift of piston)
D
C
B1/B2
Normal MAN B&W
A
Additional height
Minimum
Minimum
crane Double Jib Minimum
distance height from height from which makes overhaul
Crane
of exhaust valve
crankshaft to crankshaft
in mm
feasible without
crane hook to underside
deck beam removal of any studs
10.0
2 x 5.0
2900
The crane hook travelling area must cover at least the full
length of the engine and a width in accordance with
dimension A given on the drawing.
It is furthermore recommended that the engine room
crane can be used for transport of heavy spare parts from
the engine room hatch to the spare part stores and to the
engine. See example on this drawing.
14225/13275
13025
178 35 43-2.0
178 60 63
5.06
Deck beam
MAN B&W
double-jib crane
178 06 25-5.2
178 60 64
5.07
178 37 72-0.1
178 60 65
5.08
178 37 27-8.0
Turbocharger type
c1
c2
MAN B&W
NA70 T9
3570
8850
2160
7856
5330
ABB
VTR714D
3530
8620
2110
7806
5320
Cyl. no.
ABB
3390
8450
2384
8079
5130
8544
MHI
MET83SD/SE
3460
8500
2485
8181
5200
9968
Please note:
The dimensions are in mm and subject to revision without notice.
178 60 66
5.09
178 37 27-8.0
178 60 66
5.10
Centre
of gravity
Centre of
cylinder 1
Centre of
Crankshaft
178 32 14-9.0
Distance X mm
4180
4800
5560
Distance Y mm
3580
3550
3550
Distance Z mm
100
130
150
178 37 32-5.0
Scavenge air
cooling water
kg
kg
10 000
7
8
No. of
cylinders
Mass of oil in
* Total
Oil pan
Total
kg
Engine
system
kg
kg
kg
1 080
11 080
2 200
1 620
3 820
11 700
1 080
12 780
2 500
1 500
4 000
13 400
1 080
14 480
3 100
1 700
4 800
* The stated values are approximate and are only valid for horizontal engine
178 37 34-9.0
178 60 67
5.11
Note:
Engine pipe connections are available on request, please inform the following:
Number of cylinders chosen
Power and engine speed chosen for Specified MCR and Optimised point
Make and type of turbocharger chosen:
TPL
ABB
VTR
MHI
MET
178 60 70
5.12
Note:
Engine pipe connections are available on request, please inform the following:
Number of cylinders chosen
Power and engine speed chosen for Specified MCR and Optimised point
Make and type of turbocharger chosen:
TPL
ABB
VTR
MHI
MET
178 60 70
5.13
Note:
Engine pipe connections are available on request, please inform the following:
Number of cylinders chosen
Power and engine speed chosen for Specified MCR and Optimised point
Make and type of turbocharger chosen:
TPL
ABB
VTR
MHI
MET
178 60 70
5.14
AB
AC
AD
AE
AF
AG
AH
AK
AL
AM
AN
AP
AR
AS
AT
AV
BA
BB
BD
BX
BF
BV
Cyl.
No.
6-8
6-8
6-8
6-8
NA57
NA70
MET66
MET83
6-8
6-8
6-8
6-8
6
7-8
6
7-8
6-7
8
6-7
8
6-8
6-7
8
6-8
6-8
2x NA57
/ MET66
3x NA57
/ MET66
2x NA70
/ MET 83
3x NA70
/ MET83
6-8
6-8
6-8
6-8
6-8
6-8
6-8
6-8
6-8
6-8
6-8
6-8
6-8
6-8
6-8
6-8
6-8
6-8
6-8
6-8
6-8
Flange
Bolts
Dia. PCD Thickn. Dia.
No.
325 275
38
M24
12
Coupling for 20 mm pipe
Coupling for 16 mm pipe
See figures
Nom. dia. 50 mm pipe
Nom. dia. 65 mm pipe
Nom. dia. 65 mm pipe
Nom. dia. 80 mm pipe
200 165
16
M16
4
385 345
22
M20
8
385 345
22
M20
8
Coupling for 30 mm pipe
320 280
20
M20
8
385 345
22
M20
12
320 280
20
M20
8
385 345
22
M20
12
385 345
22
M20
12
430 390
22
M20
12
385 345
22
M20
12
430 390
22
M20
12
See speciel drawing of oil outlet
430 390
22
M20
12
480 435
24
M22
12
200 165
16
M16
8
200 165
16
M12
4
200
165
16
M16
200
165
16
M16
200
165
16
M16
235
200
16
M16
155 130
14
M12
155 130
14
M12
155 130
14
M12
155 130
14
M12
155 130
14
M12
155 130
14
M12
Coupling for 30 mm pipe
165 125
18
M16
165 125
18
M16
Coupling for 30 mm pipe
Coupling for 30 mm pipe
185 145
18
M16
Coupling for 30 mm pipe
150 110
16
M16
220 185
20
M16
Coupling for 8 mm pipe
Coupling for 10 mm pipe
Coupling for 16 mm pipe
Coupling for 16 mm pipe
Coupling for 16 mm pipe
Coupling for 16 mm pipe
4
4
4
4
4
4
4
4
4
4
8
Description
Starting air inlet
Control air inlet
Safety air inlet
Exhaust gas outlet
Venting of lubricating oil discharge pipe for MAN B&W
and MHI turbocharger.
Fuel oil outlet
Fresh cooling water inlet
Fresh cooling water outlet
Fresh cooling water de-aeration
Cooling water inlet to air cooler (central cooling water)
Cooling water outlet from air cooler (central cooling water)
Cooling water inlet to air cooler (sea water)
Cooling water outlet from air cooler (sea water)
System oil outlet to bottom tank
Lubricating oil inlet (System oil)
Fuel oil inlet
Lubricating oil inlet to camshaft
178 60 71
5.15
ABB VTR564E
ABB VTR714E
ABB TPL85
Thickness of flanges: 25 mm
178 37 70-7.0
178 60 71
5.16
178 19 81-7.0
2)
3)
178 60 72
5.17
4 Distance pipe
5 Round nut
178 19 80-5.0
178 60 73
5.18
178 19 82-9.0
178 60 73
5.19
T/C: Turbocharger
C: Chain drive
Turbocharger
NA57
NA70
VTR564
VTR714
f = 7832
g = 9256
h = 10680
Q
4480
4490
4260
4440
R
6585
6595
6365
6545
178 19 84-2.0
178 60 75
5.20
1780963-3.2
1781373-1.0
178 60 75
5.21
Hydraulic
cylinders
Pump station
including
two pumps
oil tank
filter
relief valves
and
control box
Accumulator
unit
Piping
Electric wiring
1780677-0.2
Fig. 5.15a: Hydraulic top bracing layout of system with pump station, option: 4 83 122
Bleed lines
Control
box
Fill line
Air supply
Bleed lines
Air supply
Piping
Fill line
Air supply
Electric wiring
Bleed lines
Fill line
Air supply
Bleed lines
Air supply
Fill line
1781861-9.0
Air supply
Fig. 5.15b: Hydraulic top bracing layout of system without pump station, option: 4 83 123
178 60 75
5.22
T/C: Turbocharger
C: Chain drive
Turbocharger
NA70/T9
VTR714E
TPL85
MET83SE
f = 7832
g = 9256
h = 10680
Q
5330
5320
5130
5200
R
5805
5795
5605
5675
178 19 83-0.0
178 60 76
5.23
Silver metal
graphite brushes
Rudder
Propeller
Intermediate shaft
Earthing device
Propeller shaft
Current
1783207-8.0
178 60 77
5.24
Heat radiation
178 11 26-4.1
178 11 27-6.1
178 60 78
6.01.01
Nominal MCR
at 76 r/min
Cyl.
kW
23280
27160
31040
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
9.6
5.7
220
200
200
200
680
670
670
670
440
440
440
445
11.2
6.7
250
230
230
230
780
780
780
780
510
510
510
510
12.7
7.6
285
265
265
265
900
900
900
890
580
590
590
580
m3/h
10.4
12.1
13.9
kW
m3/h
8540
420
9970
490
11390
560
1)
2)
3)
4)
kW
kW
kW
kW
1770
1880
1880
1790
2300
2540
2540
2320
1)
2)
3)
4)
m3/h
m3/h
m3/h
m3/h
260
250
250
250
2040
2150
2150
2060
See Main lubricating oil pump above
300
290
290
290
1)
2)
3)
4)
kW
kW
kW
kW
3590
3430
3430
3430
4740
4580
4580
4580
m3/h
m3/h
m3/h
m3/h
260
250
250
250
4160
4000
4000
4000
See Jacket cooling water pump above
300
290
290
290
Pumps
1)
2)
3)
4)
1)
2)
3)
4)
1)
2)
3)
4)
Coolers
340
340
340
330
340
340
340
330
kW
250
295
335
kg/h
206400
240800
275200
kg/s
56.3
65.6
75.0
For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or
torsional vibration damper, the engines capacities must be increased by those stated for the actual system
**
The exahust gas amount and temperature must be adjusted according to the actual plant specification
Turbocharger types: 1) MAN B&W, 2) ABB, type TPL, 3) ABB, type VTR, 4) MHI
178 37 44-5.1
Fig. 6.01.03: List of capacities, S80MC-C with seawater cooling
178 60 78
6.01.02
6
23280
9.6
5.7
220
200
200
200
580
570
570
570
660
660
660
660
440
440
440
445
10.4
7
27160
11.2
6.7
250
230
230
230
670
660
660
660
770
770
770
770
510
510
510
510
12.1
8
31040
12.7
7.6
285
265
265
265
760
760
760
750
880
880
880
870
580
590
590
580
13.9
kW
m3/h
8470
318
9890
371
11300
424
1)
2)
3)
4)
kW
kW
kW
kW
1770
1880
1880
1790
2300
2540
2540
2320
1)
2)
3)
4)
m3/h
m3/h
m3/h
m3/h
262
252
252
252
2040
2150
2150
2060
See Main lubricating oil pump above
299
289
289
289
1)
2)
3)
4)
kW
kW
kW
kW
3590
3430
3430
3430
4160
4000
4000
4000
See Jacket cooling water pump above
See Central cooling water pump above
4740
4580
4580
4580
kW
kW
kW
kW
13830
13780
13780
13690
18340
18420
18420
18200
kW
kg/h
kg/s
250
206400
56.3
16090
16040
16040
15950
See Central cooling water pump above
See Seawater cooling pump above
295
240800
65.6
Nominal MCR
at 76 r/min
Pumps
1)
2)
3)
4)
Central cooling water pump* 1)
2)
3)
4)
Seawater cooling pump*
1)
2)
3)
4)
Main lubricating oil pump*
1)
2)
3)
4)
Booster pump for camshaft
Scavenge air cooler
Heat dissipation approx.
Central cooling w. quantity
Coolers
336
336
336
326
335
275200
75.0
For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or
torsional vibration damper, the engines capacities must be increased by those stated for the actual system
**
The exahust gas amount and temperature must be adjusted according to the actual plant specification
Turbocharger types: 1) MAN B&W, 2) ABB, type TPL, 3) ABB, type VTR, 4) MHI
178 37 45-7.1
178 60 78
6.01.03
m3
m3/h
2 x 12.0
720
2 x 12.0
720
2 x 12.5
750
m3
m3/h
2 x 6.5
390
2 x 6.5
390
2 x 6.5
390
178 3747-0.0
Fig. 6.01.05 Capacities of starting air receivers and compressors for main engine
178 06 56-6.1
178 06 55-6.1
178 08 07-7.0
178 60 78
6.01.04
Pump capacities
The pump capacities given in the List of Capacities refer to engines rated at nominal MCR (L1).
For lower rated engines, only a marginal saving in
the pump capacities is obtainable.
Pump pressures
Irrespective of the capacities selected as per the
above guidelines, the below-mentioned pump pressures at the mentioned maximum working temperatures for each system shall be kept:
bar
Fuel oil supply pump
Fuel oil circulating pump
Lubricating oil pump
Booster pump for camshaft
Seawater pump
Central cooling water pump
Jacket water pump
4
10
4.5
3
2.5
2.5
3
Max.
working
temp. C
100
150
60
60
50
60
100
Flow velocities
For external pipe connections, we prescribe the
following maximum velocities:
Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s
Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s
Lubricating oil . . . . . . . . . . . . . . . . . . . . . . . 1.8 m/s
Cooling water . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
178 60 78
6.01.05
Example 1:
6S80MC-C with MAN B&W turbocharger
with seawater cooling system and derated :
Specified MCR (M) . . . . . . . . . . . 80% power of L1
90% speed of L1
Optimised Power (O) . . . . . . . . . 93.5% power of M
Nominal MCR (L1):
23,280 kW = 31,680 BHP (100%) at 76.0 r/min (100%)
Specified MCR (M):
18,624 kW = 25,344 BHP (80%) at 68.4 r/min (90%)
Optimised power (O):
17,413 kW = 23,697 BHP (74.8%) at 66.9 r/min (88%)
The method of calculating the reduced capacities
for point M is shown below.
The values valid for the nominal rated engine are
found in the List of Capacities Fig. 6.01.03, and
are listed together with the result in Fig. 6.01.09.
Heat dissipation of scavenge air cooler
Fig. 6.01.06 which is an approximate indicates a
73% heat dissipation:
8540 x 0.73 = 6234 kW
Heat dissipation of lub. oil cooler
Fig. 6.01.07 indicates a 91% heat dissipation:
1770 x 0.91 = 1611 kW
Heat dissipation of jacket water cooler
Fig. 6.01.06 indicates a 84% heat dissipation:
3590 x 0.84 = 3016 kW
Jacket water pump
According to Fig.6.01.07, the factor 0.84 should be
applied. However, as this is lower than the stated
limit of 90%, the latter is to be used:
220 x 0.90 = 198.0 m3/h
Seawater pump
Scavenge air cooler: 420 x 0.73 = 306.6 m3/h
3
Lubricating oil cooler: 260 x 0.91 = 236.6 m /h
543.2 m3/h
Total:
178 60 78
6.01.06
23,280 kW at 76 r/min
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
9.6
5.7
220
680
440
10.4
9.6
5.7
198.0
543.2
440
10.4
kW
m3/h
8540
420
6234
306.6
kW
m3/h
m3/h
1770
440
260
1611
440
236.6
kW
m3/h
m3/h
3590
220
260
3016
198
236.6
kW
250
250
kg/sec.
kg/h
C
55.4
206400
240
44.0
161700
231
m3
m3/h
2 x 12.0
720
2 x 12.0
720
m3
m3/h
2 x 6.5
390
2 x 6.5
390
Fig. 6.01.09: Example 1 Capacities of derated 6S80MC-C with seawater cooling and MAN B&W turbocharger
178 60 78
6.01.07
Freshwater Generator
If a freshwater generator is installed and is utilising
the heat in the jacket water cooling system, it should
be noted that the actual available heat in the jacket
cooling water system is lower than indicated by the
heat dissipation figures valid for nominal MCR (L1)
given in the List of Capacities. This is because the
latter figures are used for dimensioning the jacket
water cooler and hence incorporate a safety margin
which can be needed when the engine is operating
under conditions such as, e.g. overload. Normally,
this margin is 10% at nominal MCR.
For a derated diesel engine, i.e. an engine having a
specified MCR (M) and/or an optimising point (O)
different from L1, the relative jacket water heat dissipation for point M and O may be found, as previously described, by means of Fig. 6.01.07.
With reference to the above, the heat actually available for a derated diesel engine may then be found
as follows:
1. Engine power between optimised and specified
power.
For powers between specified MCR (M) and
optimised power (O), the diagram Fig. 6.01.07 is
to be used, i.e. giving the percentage correction
factor qjw% and hence
Qjw = QL1 x
qjw%
x 0.9
100
(0.87)
[1]
Qjw = Qjw,O x kp
[2]
where
Qjw = jacket water heat dissipation
QL1 = jacket water heat dissipation at nominal
MCR (L1)
qjw% = percentage correction factor from
Fig. 6.01.07
Qjw,O = jacket water heat dissipation at optimised
power (O), found by means of equation [1]
kp = correction factor from Fig. 6.01.10
0.9 = factor for overload margin, tropical
ambient conditions
The heat dissipation is assumed to be more or less
independent of the ambient temperature conditions,
yet the overload factor of about 0.87 instead of 0.90
will be more accurate for ambient conditions corresponding to ISO temperatures or lower.
178 06 64-3.0
178 60 78
6.01.08
178 16 79-9.2
Fig. 6.01.11: Freshwater generators. Jacket cooling water heat recovery flow diagram
Valve A: ensures that Tjw < 80 C
Valve B: ensures that Tjw >80 5 C = 75 C
Valve B and the corresponding by-pass may be omitted if, for example, the freshwater generator is equipped with an
automatic start/stop function for too low jacket cooling water temperature
If necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature control
system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level
t/24h
[3]
where
Mfw is the freshwater production in tons per 24 hours
When using a normal freshwater generator of the singleeffect vacuum evaporator type, the freshwater pro-
and
Qjw is to be stated in kW
178 60 78
6.01.09
PL1:
PM:
PO:
PS:
qjw%
x 0.87
100
= 3590 x
80.0
x 0.87 = 2499 kW
100
kp
178 60 78
6.01.10
The partial calculations based on the above influencing factors have been summarised in equations [4] and
[5], see Fig. 6.01.12.
Calculation method
To enable the project engineer to estimate the actual
exhaust gas data at an arbitrary service rating, the
following method of calculation may be used.
Mexh = ML1 x
PO mO%
Mamb%
ms%
PS%
x
x (1 +
) x (1 +
) x
kg/h
PL1
100
100
100
100
[4]
[5]
where, according to List of capacities, i.e. referring to ISO ambient conditions and 300 mm WC backpressure and optimised in L1:
ML1: exhaust gas amount in kg/h at nominal MCR (L1)
TL1:
178 30 58-0.0
Fig. 6.01.12: Summarising equations for exhaust gas amounts and temperatures
178 06 59-1.1
178 06 60-1.1
178 60 78
6.01.11
Parameter
Change
Change of exhaust
gas temperature
Change of exhaust
gas amount
+ 10 C
+ 16.0 C
4.1%
+ 10 mbar
+ 0.1 C
0.3%
+ 10 C
+ 1.0 C
+ 1.9%
+ 100 mm WC
+ 5.0 C
1.1%
178 30 59-2.0
Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
Mamb%
= -0.41 x (Tair 25) - 0.03 x (pbar 1000) + 0.19 x (TCW 25 ) - 0.011 x (pO 300)
[6]
Tamb
= 1.6 x (Tair 25) + 0.01 x (pbar 1000) +0.1 x (TCW 25) + 0.05 x (pO 300)
[7]
Tamb:
= pM x (PO/PM)2
[8]
where,
PM:
pM:
178 30 60-2.0
Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure
178 60 78
6.01.12
178 06 73-3.0
178 06 74-5.0
Ts in C at part load
TS:
178 60 78
6.01.13
= 97.6 %
TO
= - 8.9 C
17413
= 262 mm WC
18624
= 300 x
Tamb
= - 10.5 C
= + 3.2%
TS
= - 3.6 C
= 206400 kg/h
Mexh
= 206400 x
(1 +
17413 97.6
0.75
x
x (1 +
)x
23280 100
100
80
3.2
)x
= 125333 kg/h
100 100
17413
=
x 100 = 74.8%
23280
nO%
66.9
x 100 = 88.0%
76
178 60 78
6.01.14
= 240 C
Texh
Texh
= 217 C -/+15 C
PM
18624
x 100% =
x 100% = 107.0%
PO
17413
and for ISO ambient reference conditions, the corresponding calculations will be as follows:
Mexh,M
= 206400 x
(1+
17413 97.6
0.42
x
x (1 +
)x
23280 100
100
0.1 107.0
)
= 161741 kg/h
100 100
Mexh,M
= 161700 kg/h
Texh,M
Texh,M
= 231 C
178 60 78
6.01.15
No.
No.
2.17
1.1
Pipe
2.18
1.2
2.19
Orifice
1.3
1.4
Appliances
3.1
1.5
3.2
Valves, angle
3.3
2.1
3.4
2.2
3.5
2.3
Tee pipe
3.6
2.4
Flexible pipe
3.7
2.5
3.8
2.6
Joint, screwed
3.9
Flap, angle
2.7
Joint, flanged
3.10
Reduction valve
2.8
Joint, sleeve
3.11
Safety valve
2.9
Joint, quick-releasing
3.12
2.10
3.13
Self-closing valve
2.11
Expansion pipe
3.14
Quick-opening valve
2.12
Cap nut
3.15
Quick-closing valve
2.13
Blank flange
3.16
Regulating valve
2.14
Spectacle flange
3.17
Kingston valve
2.15
3.18
Ballvalve (cock)
2.16
178 60 78
6.01.16
No.
No.
3.19
Butterfly valve
4.6
Piston
3.20
Gate valve
4.7
Membrane
3.21
4.8
Electric motor
3.22
4.9
Electro-magnetic
3.23
3.24
5.1
Mudbox
3.25
5.2
Filter or strainer
3.26
5.3
Magnetic filter
3.27
Cock, angle
5.4
Separator
2.28
5.5
Steam trap
3.29
5.6
Centrifugal pump
3.30
5.7
3.31
5.8
3.32
5.9
Ejector
3.33
5.10
3.34
5.11
Piston pump
Appliances
Fittings
4.1
Hand-operated
6.1
Funnel
4.2
Remote control
6.2
4.3
Spring
6.3
Air pipe
4.4
Mass
6.4
4.5
Float
6.5
178 30 61-4.0
178 60 78
6.01.17
No.
No.
6.6
6.7
7.1
6.8
7.2
Observation glass
6.9
7.3
Level indicator
6.10
7.4
6.11
7.5
7.6
Recorder
The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19
178 30 61-4.0
178 60 78
6.01.18
a)
b)
Diesel oil
Heavy fuel oil
Heated pipe with insulation
Tracing fuel oil lines of max. 150 C
Tracing drain lines: by jacket cooling
water max. 90 C, min. 50 C
178 14 70-1.2
178 60 79
6.02.01
178 34 65-3.0
178 60 79
6.02.02
178 30 68-7.1
178 60 79
6.02.03
178 30 69-9.0
178 60 79
6.02.04
178 30 70-9.1
Mounting
Mounting of the insulation is to be carried out in accordance with the suppliers instructions.
178 60 79
6.02.05
Fuel oils
Units
3
Value
Density at 15C
kg/m
Kinematic viscosity
at 100 C
at 50 C
cSt
cSt
> 55
> 700
Flash point
> 60
Pour point
> 30
Carbon residue
% mass
> 22
Ash
% mass
>
0.15
% mass
>
0.10
Water
% volume
>
1.0
Sulphur
% mass
>
5.0
Vanadium
mg/kg
> 600
Aluminum + Silicon
mg/kg
> 80
< 991*
178 60 79
6.02.06
CIMAC K-grades).
For the latter specific gravities, the manufacturers
have developed special types of centrifuges, e.g.:
Alfa-Laval . . . . . . . . . . . . . . . . . . . . . . . . . . . Alcap
Westfalia . . . . . . . . . . . . . . . . . . . . . . . . . . . Unitrol
Mitsubishi . . . . . . . . . . . . . . . . . . . . . . . E-Hidens II
The centrifuge should be able to treat approximately
the following quantity of oil:
fuel oil
Increased fuel oil consumption, in connection with
The size of the centrifuge has to be chosen according to the suppliers table valid for the selected
viscosity of the Heavy Fuel Oil. Normally, two centrifuges are installed for Heavy Fuel Oil (HFO), each
with adequate capacity to comply with the above
recommendation.
178 60 79
6.02.07
178 06 28-0.1
178 60 79
6.02.08
Note:
Absolute fineness corresponds to a nominal fineness of approximately 30mm at a retaining rate of
90%.
178 60 79
6.02.09
Modular units
The pressurised fuel oil system is preferable when
operating the diesel engine on high viscosity fuels.
When using high viscosity fuel requiring a heating
temperature above 100 C, there is a risk of boiling
and foaming if an open return pipe is used, especially if moisture is present in the fuel.
The pressurised system can be delivered as a modular unit including wiring, piping, valves and instruments, see Fig. 6.02.08 below.
Engine type
6S80MC-C
7S80MC-C
8S80MC-C
Units
60 Hz
50 Hz
3 x 440V
3 x 380V
F - 11.0 - 6.9 - 6
F - 11.9 - 6.8 - 5
F - 14.6 - 8.3 - 6
F - 12.9 - 9.5 - 5
F - 15.8 - 11.6 - 6
F - 15.5 - 9.5 - 5
F 7.9 5.2 6
5 = 50 Hz, 3 x 380V
6 = 60 Hz, 3 x 440V
Capacity of fuel oil supply pump
in m3/h
Capacity of fuel oil circulating
pump in m3/h
Fuel oil supply unit
178 30 73-4.0
Fig. 6.02.08: Fuel oil supply unit, MAN B&W Diesel/C.C. Jensen, option: 4 35 610
435 600 025
178 60 79
6.02.10
178 15 84-0.0
178 60 80
6.03.01
178 31 06-8.1
178 35 71-8.1
178 60 80
6.03.02
178 31 01-1.0
For external pipe connections, we prescribe a maximum oil velocity of 1.8 m/s.
178 31 07-2.0
Fig. 6.03.05: Lubricating oil pipes for camshaft and exhaust valve actuator
178 60 80
6.03.03
178 34 86-8.0
Fig. 6.03.06: Lubricating oil pipes for MAN B&W, MHI and ABB type TPL turbochargers
178 60 80
6.03.04
Circulating oil
SAE 30/TBN 5-10
Atlanta Marine D3005
Energol OE-HT-30
Marine CDX-30
Veritas 800 Marine
Exxmar XA
Alcano 308
Mobilgard 300
Melina 30/30S
Doro AR 30
178 60 80
6.03.05
rate of 90%
The flow capacity is to be within a tolerance of:
0 to 12%.
The full-flow filter is to be located as close as possible
to the main engine. If a double filter (duplex) is installed,
it should have sufficient capacity to allow the specified
full amount of oil to flow through each side of the
filter at a given working temperature, with a pressure
drop across the filter of maximum 0.2 bar (clean
filter).
If a filter with back-flushing arrangement is installed,
it should be noted that the required oil flow, specified in the List of capacities should be increased
by the amount of oil used for the back-flushing, so
that the lubricating oil pressure at the inlet to the
main engine can be maintained during cleaning.
In those cases where an automatically-cleaned filter
is installed, it should be noted that in order to
activate the cleaning process, certain makes of filter
require a greater oil pressure at the inlet to the filter
than the pump pressure specified. Therefore, the
pump capacity should be adequate for this purpose,
too.
178 60 80
6.03.06
Engine type
Units
60Hz
3 x 440 V
50Hz
3 x 380 V
6S80MC-C
B - 11.4 - 6
B - 11.9 - 5
7S80MC-C
B - 14.4 - 6
B - 13.4 - 5
8S80MC-C
B - 14.4 - 6
B - 18.5 - 5
178 37 36-7.0
178 14 87-0.0
178 07 41-6.0
178 60 80
6.03.07
178 19 91-3.0
Athwartships
Note:
Provided that the system outside the engine is so executed that part of the oil quantity is drained back to the
tank, when pumps are stopped, the height of the bottom
tank indicated on the drawing is to be increased corresponding to this quantity.
Cylinder
No.
6
7
8
Drain at
D0
D1
cylinder No.
2-5
1x325 2x450
2-5-7
1x325 2x475
2-5-8
1x350 2x475
Static
Dynamic
Static
Dynamic
15
22.5
7.5
7 cyl.
8 cyl.
27.9 m3
32.1 m3
37.0 m3
D2
D3
H0
H1
H2
H3
OL
Qm3
150
150
150
2x225
2x250
2x250
1215
1250
1330
450
475
475
90
95
95
400
600
600
600
700
700
10400
11200
12800
1115
1155
1230
39.4
43.7
53.3
178 19 91-3.1
178 60 80
6.03.08
178 0614-7.2
Company
Cylinder oil
SAE 50/TBN 70
Elf-Lub.
BP
Castrol
Chevron
Exxon
Fina
Mobil
Shell
Texaco
Talusia HR 70
CLO 50-M
S/DZ 70 cyl.
Delo Cyloil Special
Exxmar X 70
Vegano 570
Mobilgard 570
Alexia 50
Taro Special
Cylinder Lubrication
The size of the cylinder oil service tank depends on
the owners and yards requirements, and it is normally dimensioned for minimum two days consumption.
Cylinder Oils
Each cylinder liner has a number of lubricating orifices (quills), through which the cylinder oil is introduced into the cylinders, see Fig. 6.04.02. The oil is
delivered into the cylinder via non-return valves,
when the piston rings during the upward stroke pass
the lubricating orifices.
178 60 81
6.04.01
178 31 21-4.0
Cylinder Lubricators
The speed dependent as well as the mep dependent lubricator is equipped with a Load Change
Dependent system (4 42 120), such that the cylinder feed oil rate is automatically increased during
starting, manoeuvring and, preferably, during sudden load changes, see Fig. 6.04.04.
Standard
the electronic governor
Optional
a special control box is normally used on plants
with mechanical-hydraulic governor, if applied.
178 60 81
6.04.02
Type: 10F010
For alarm for low level and no flow
178 10 83-1.1
Type: 10F001
For alarm for low level and alarm and slow down for no flow
Required by: ABS, GL, RINa, RS and recommended by IACS
178 36 47-5.0
178 60 81
6.04.03
178 36 48-7.0
178 60 81
6.04.04
178 06 13-5.3
Fig. 6.05.01: Optional cleaning system of piston rod, stuffing box drain oil
178 60 82
6.05.01
Tank 002
m3
Capacity of pump
option 4 43 640
at 2 bar
m3/h
1 x HDU 427/54
0.6
0.7
0.2
1 x HDU 427/81
or
1 x HDU 327/108
0.9
1.0
0.3
No. of cylinders
C.J.C. Filter
004
7-8
178 36 82-1.0
No. of
cylinders
3 x 440 volts
60 Hz
3 x 380 volts
50 Hz
PR 0.2 6
PR 0.2 5
7-8
PR 0.3 6
PR 0.3 5
178 36 84-5.0
178 30 86-6.0
178 60 82
6.05.02
178 30 87-8.0
Fig. 6.05.05.: Piston rod drain oil unit, MAN B&WDiesel/C. C. Jensen, option: 4 43 610
178 60 82
6.05.03
tenance cost
Expensive seawater piping of non-corrosive ma-
178 60 83
6.06.01
178 60 83
6.06.02
178 31 11-8.0
178 31 10-6.0
Fig. 6.06.02b: Cooling water pipes, air cooler, two turbochargers, option 4 59 112
178 60 83
6.06.03
178 60 83
6.06.04
178 12 41-3.2
178 60 83
6.06.05
178 31 25-1.1
178 31 26-3.1
Fig. 6.06.04b: Jacket water cooling pipes, ABB turbochargers, type VTR
178 31 27-5.1
Fig. 6.06.04c: Jacket water cooling pipes, MHI type MET and ABB type TPL
178 60 83
6.06.06
The total expansion tank volume has to be approximate 10% of the total jacket cooling water amount
in the system.
178 60 83
6.06.07
178 16 63-1.0
In exceptional circumstances where it is not possible to comply with the abovementioned recommendation, a minimum of 20 C can be accepted
before the engine is started and run up slowly to
90% of specified MCR speed.
178 60 83
6.06.08
0.16 m3
300 m3/h
200
150
500
1195
500
520
ND 80
ND 50
178 07 37-0.1
178 60 83
6.06.09
10 C, whereby the temperature follows the outboard seawater temperature when this exceeds 10 C.
For further information about common cooling water
system for main engines and MAN B&W Holeby
auxiliary engines please refer to our publication:
P.281 Uni-concept Auxiliary Systems for Two-stroke
Main Engine and Four-stroke Auxiliary Engines.
For external pipe connections, we prescribe the
following maximum water velocities:
Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s
Seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
178 60 84
6.07.01
178 60 84
6.07.02
178 60 84
6.07.03
178 35 09-8.0
The air consumption for control air, safety air, turbocharger cleaning, sealing air for exhaust valve
and for fuel valve testing unit and starting of auxiliary
engines is covered by the capacities stated for the
air receivers and compressors in the List of Capacities.
An arrangement common for main engine and MAN
B&W Holeby auxiliary engines is available on request.
P. 281
Uni-concept Auxiliary Systems for Twostroke Main Engine and Four-stroke Auxiliary Engines
178 60 85
6.08.01
178 31 35-8.0
178 31 32-2.0
178 60 85
6.08.02
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
axial movement of the pinion.
The turning gear is driven by an electric motor with
a built-in gear and brake. The size of the electric
motor is stated in Fig. 6.08.04. The turning gear is
equipped with a blocking device that prevents the
main engine from starting when the turning gear is
engaged.
178 60 85
6.08.03
Electric motor
3 x 440V 60Hz
Brake power supply 240V 60Hz
Electric motor
3 x 380V 50Hz
Brake power supply 220V 50Hz
Current
Current
No. of
cylinders
Power
kW
Start
Amp.
Normal
Amp.
No. of
cylinders
Power
kW
Start
Amp.
Normal
Amp.
6-8
6.6
58.5
10.1
6-8
5.5
67.9
11.7
178 36 86-9.0
178 31 30-9.0
178 60 85
6.08.04
178 07 27-4.1
Auxiliary Blowers
The engine is provided with two electrically driven
auxiliary blowers (see Fig. 6.09.02). Between the
sca-venge air cooler and the scavenge air receiver,
non-return valves are fitted which close automatically when the auxiliary blowers start supplying the
scavenge air.
The auxiliary blowers start operating consecutively
before the engine is started and will ensure complete scavenging of the cylinders in the starting
phase, thus providing the best conditions for a safe
start.
During operation of the engine, the auxiliary blowers
will start automatically whenever the engine load is
reduced to about 30-40% and will continue operating until the load again exceeds approximately
40-50%.
178 60 87
6.09.01
Emergency running
If one of the auxiliary blowers is out of action, the
other auxiliary blower will function in the system,
without any manual readjustment of the valves being
necessary. This is achieved by automatically working non-return valves.
178 31 47-8.0
Maximum stand-by
heating element
3 x 380 V
50 Hz
W
mm
H
mm
D
mm
W
mm
H
mm
D
mm
18 - 80 A
9 - 40 kW
300
460
150
400
600
300
100 W
63 - 250 A
80 - 250 A
67 - 155 kW 40 - 132 kW
300
460
150
600
600
350
250 W
18 - 80 A
11 - 45 kW
178 31 43-0.0
Fig. 6.09.03a: Electrical panel for auxiliary blowers inclusive starters, option: 4 55 650
178 60 87
6.09.02
PSC 418: Pressure switch for control of scavenge air auxiliary blowers. Start at 0.55 bar. Stop at 0.7 bar
PSA 419: Low scavenge air pressure switch for alarm. Upper switch point 0.56 bar. Alarm at 0.45 bar
G: Mode selector switch. The OFF and ON modes are independent of K1, K2 and PSC 418
K1: Switch in telegraph system. Closed at finished with engine
K2: Switch in safety system. Closed at shut down
K3: Lamp test
178 31 44-2.0
Fig. 6.09.03b: Control panel for two auxiliary blowers inclusive starters, option 4 55 650
178 60 87
6.09.03
Current
Number of
cylinders
Power
kW
Start Amp.
Nom. Amp.
Mass
kg
6
7
8
2 x M2CA280SA
2 x M2CA280SMA
2 x M2CA280MB
2 x 90
2 x 105
2 x 125
1 x 917
1 x 1,027
1 x 1,463
2 x 139
2 x 163
2 x 190
2 x 490
2 x 545
2 x 580
Enclosure IP44
Insulation class: minimum B
Speed of fan: about 3540 r/min for 60Hz
The electric motors are delivered with and fitted onto the engine
Missing data are available on request
178 36 54-6.0
178 60 87
6.09.04
178 35 15-7.0
178 06 15-9.1
7-8 cyl.
0.6 m3
0.9 m3
2 m3/h
3 m3/h
d: Nominal diameter
50 mm
50 mm
178 36 58-3.0
178 60 87
6.09.05
178 31 46-6.1
0.4 m3
7-8
0.7 m3
178 36 60-5.0
The drain line for the air cooler system is, during
running, used as a permanent drain from the air
cooler water mist catcher. The water is led though
an orifice to prevent major losses of scavenge air.
The system is equipped with a drain box, where a
level switch LSA 434 is mounted, indicating any
excessive water level.
The system delivered with and fitted onto the engine is shown in Fig. 6.09.08 Scavenge air space,
drain pipes.
178 06 16-0.0
178 60 87
6.09.06
178 06 17-2.0
178 12 89-3.0
178 35 21-6.0
178 60 87
6.09.07
178 07 27-4.1
178 60 88
6.10.01
178 31 50-1.0
178 60 88
6.10.02
178 31 53-7.1
178 60 88
6.10.03
178 33 46-7.0
178 60 88
6.10.04
178 36 89-4.0
Fig. 6.10.06: ISOs NR curves and typical sound pressure levels from diesel engines exhaust gas system
The noise levels refer to nominal MCR and a distance of 1 metre from the edge of the exhaust gas pipe opening
at an angle of 30 degrees to the gas flow and valid for an exhaust gas system without boiler and silencer, etc.
178 60 88
6.10.05
Spark arrester
To prevent sparks from the exhaust gas from being
spread over deck houses, a spark arrester can be
fitted as the last component in the exhaust gas
system.
It should be noted that a spark arrester contributes
with a considerable pressure drop, which is often a
disadvantage.
It is recommended that the combined pressure loss
across the silencer and/or spark arrester should not
be allowed to exceed 100 mm WC at specified MCR
depending, of course, on the pressure loss in the
remaining part of the system, thus if no exhaust gas
boiler is installed, 200mm WC could be possible.
273
x 1.015 in kg/m3
273 + T
The factor 1.015 refers to the average back-pressure of 150 mm WC (0.015 bar) in the exhaust gas
system.
178 60 88
6.10.06
4
M
x
in m/sec
x D2
where the expression after 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 1 x diameter length
whereas the positive influence of the up-draught in
the vertical pipe is normally negligible.
178 60 88
6.10.07
Change-over valves
Change-over valve of
type with constant
cross section
a = 0.6 to 1.2
b = 1.0 to 1.5
c = 1.5 to 2.0
Change-over valve of
type with volume
a = b = about 2.0
R=D
R = 1.5D
R = 2D
= 0.28
= 0.20
= 0.17
R=D
R = 1.5D
R = 2D
= 0.16
= 0.12
= 0.11
= 0.05
R=D
R = 1.5D
R = 2D
= 0.45
= 0.35
= 0.30
= 0.14
Outlet from
top of exhaust
gas uptake
Inlet
(from
turbocharger)
178 32 09-1.0
= 1.00
= 1.00
178 06 85-3.0
178 60 88
6.10.08
Engine
Specified
MCR
in kW
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
22000
24000
26000
28000
30000
32000
1
TC
1050
1100
1100
1150
1200
1250
1300
2
TC
750
750
800
850
850
900
900
950
950
1000
1050
1100
1100
1150
1200
1250
D4
in mm
1050
1100
1100
1150
1200
1250
1300
1300
1350
1400
1450
1500
1600
1650
1700
1750
6
10.6
3.4
7
10.9
3.6
Type
M1 Nm
M3 Nm
F1 N
F2 N
F3 N
W kg
NA57
4300
3000
7000
7000
3000
2000
NA70
5300
3500
8800
8800
3500
3000
TPL77
3200
1600
1200
2600
1800
TPL80
4400
2000
1300
3000
2000
TPL85
7100
3100
1600
3700
2500
8
11.1
3.8
Type
M1 Nm
M3 Nm
F1 N
F2 N
F3 N
W
kg
Type
M1 Nm
M3 Nm
F1 N
F2 N
F3 N
W kg
VTR564
5000
3300
6700
3800
2800
2000
VTR714
7200
4700
8000
5400
4000
3000
MET83SE
9800
4900
11700
4100
3700
10500
F1
M1
F2
M3
Expansion joint
D4
F3
D4
D0
H1
Transition
piece
option: 4 60 601
DA
DR
Centreline
turbocharger
178 31 57-4.0
178 60 88
6.10.09
Slow turning
The basic diagram is applicable for reversible engines, i.e. those with fixed pitch propeller (FPP).
The engine is, as standard, provided with a pneumatic/electronic manoeuvring system, see diagram
Fig. 6.11.01.
The lever on the Engine side manoeuvring console
can be set to either Manual or Remote position.
In the Manual position the engine is controled from
the Engine Side Manoeuvring console by the push
buttons START, STOP, and the AHEAD/ASTERN.
The speed set is by the Emergency speed setting
by the handwheel Fig. 6.11.03.
In the Remote position all signals to the engine are
electronic, the START, STOP, AHEAD and ASTERN
signals activate the solenoid valves EV684, EV682,
EV683 and EV685 respectively Figs. 6.11.01 and
6.11.05, and the speed setting signal via the electronic governor and the actuator E672.
Governor
When selecting the governor, the complexity of the
installation has to be considered. We normally distinguish between conventional and advanced
marine installations.
The governor consists of the following elements:
Actuator
The actuator, revolution transmitter and the pressure transmitter are mounted on the engine.
Options
178 60 89
6.11.01
Conventional plants
Advanced plants
178 60 89
6.11.02
178 36 92-8.0
Fig. 6.11.01: Diagram of manoeuvring system for reversible engine with FPP, with bridge control
178 60 89
6.11.03
Pos.
Qty.
Description
28
78
Additional components for slow turning are the slow turning valve in by-pass and items 28 and 78
The pos. numbers refer to List of instruments
The piping is delivered with and fitted onto the engine
The letter refer to List of flanges
178 12 61-6.1
Fig. 6.11.02: Starting air system, with slow turning, option: 4 50 140
178 60 89
6.11.04
178 09 77-7.0
178 60 89
6.11.05
Start button
Stop button
178 15 67-3.0
178 60 89
6.11.06
178 19 45-9.0
Fig. 6.11.05: Components for remote control for reversible engine with FPP with bridge control
178 60 89
6.11.07
178 30 45-9.0
Fig. 6.11.06: Instruments and pneumatic components for engine control room console, yards supply
178 60 89
6.11.08
178 08 65-1.0
178 60 89
6.11.09
7 Vibration Aspects
The natural frequency of the hull depends on the hulls
rigidity and distribution of masses, whereas the vibration level at resonance depends mainly on the magnitude of the external moment and the engines position
in relation to the vibration nodes of the ship.
D
The external unbalanced moments and guide force
moments are illustrated in Fig. 7.01.
A
B
C
D
Combustion pressure
Guide force
Staybolt force
Main bearing force
178 60 90
7.01
178 06 92-4.0
Several solutions, as shown in Fig. 7.03, are available to cope with the 2nd order moment, out of
which the most cost efficient one can be chosen in
the individual case, e.g.:
178 60 90
7.02
Briefly, it can be stated that compensators positioned in a node or close to it, will be inefficient. In
such a case, solution (4) should be considered.
A decision regarding the vibrational aspects and the
possible use of compensators must be taken at the
contract stage. If no experience is available from sister
ships, which would be the best basis for deciding
whether compensators are necessary or not, it is
advisable to make calculations to determine which of
the solutions (1), (2), (3) or (4) should be applied.
178 60 90
7.03
178 06 80-4.0
178 60 90
7.04
178 36 66-6.0
PRU Nm/kW
Need for compensator
from 0 to 60 . . . . . . . . . . . . . . . . . . . . not relevant
from 60 to 120 . . . . . . . . . . . . . . . . . . . . . . unlikely
from 120 to 220 . . . . . . . . . . . . . . . . . . . . . . . likely
above 220 . . . . . . . . . . . . . . . . . . . . . . . most likely
External moment
Engine power
Nm/kW
nA
n1
MA = M1 x
kNm
178 60 90
7.05
178 06 81-6.0
Top bracing
The mechanical top bracing, option: 4 83 112 comprises stiff connections (links) with friction plates
and alternatively a hydraulic top bracing, option: 4
83 122 which allow adjustment to the loading conditions of the ship. With both types of top bracing
above-mentioned natural frequency will increase
to a level where resonance will occur above the
normal engine speed. Details of the top bracings
are shown in chapter 5.
178 60 90
7.06
Axial Vibrations
owner/yard requirements.
Plants with 8 cylinder engines.
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 as 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 considered. 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., five cycles per revolution
on a five 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 torsional vibration damper,
option: 4 31 105.
178 60 90
7.07
Undercritical running
Overcritical running
end
Please note:
We do not include any tuning wheel, option: 4 31
101 or torsional vibration damper, option: 4 31 105
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 decision has been taken if and where a barred
speed range might be acceptable.
178 60 90
7.08
1-5-3-4-2-6
1-7-2-54-3-6
1-8-3-47-2-5-6
External forces in kN
252
847
3405 b
988
1st
2nd
3rd
4th
0
0
0
0
0
0
0
0
0
0
0
0
5th
6th
7th
8th
0
2118
0
0
0
0
1628
0
0
0
0
1122
9th
10th
11th
0
0
0
0
0
0
0
0
0
12th
117
182
610
2nd
3rd
517
1395
150
1526
0
1956
4th
5th
6th
7th
1023
0
0
0
2906
241
41
0
1181
3025
0
91
8th
9th
10th
11th
211
289
63
0
16
32
180
107
0
29
0
137
12th
34
2nd
Guide force H-moments in kNm
Order:
a
b
1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers
6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore ends,
eliminating the 2nd order external moment
178 36 72-5.0
178 60 90
7.09
8 Instrumentation
The instrumentation on the diesel engine can be
roughly divided into:
Sensors for
Remote Indication Instruments
Local Instruments
The basic local instrumentation on the engine comprises thermometers and pressure gauges located
on the piping or mounted on panels on the engine,
and an engine tachometer located at the engine side
control panel.
Control Devices
The control devices mainly include the position switches, called ZS, incorporated in the manoeuvring
system, and the solenoid valves (EV), which are listed
in Fig. 8.05 and positioned as shown in Fig. 8.04.
178 60 91
8.01
Oil leaking oil from the high pressure fuel oil pipes
is collected in a drain box (Fig. 8.11a), which is
equipped with a level alarm, LSA 301, option 4 35 105.
178 60 91
8.02
CoCoS
The PMI systems permit the measuring and monitoring of the engines main parameters, such as cylinder pressure, fuel oil injection pressure, scavenge air
pressure, engine speed, etc., which enable the engineer to run the diesel engine at its optimum performance.
CoCoS-MPS:
Maintenance Planning System.
CoCoS-MPS assists in the planning and initiating of
preventive maintenance.
Key features are: scheduling of inspections and
overhaul, forecasting and budgeting of spare part
requirements, estimating of the amount of work
hours needed, work procedures, and logging of
maintenance history.
CoCoS-SPC:
Spare Part Catalogue.
CoCoS-SPC assists in the identification of spare
part.
Key features are: multilevel part lists, spare part
information, and graphics.
CoCoS-SPO:
Stock Handling and Spare Part Ordering.
CoCoS-SPO assists in managing the procurement
and control of the spare part stock.
Key features are: available stock, store location,
planned receipts and issues, minimum stock, safety
stock, suppliers, prices and statistics.
Power supply: 24 V DC
CoCoS MPS, SPC, and SPO can communicate with
one another, or they can be used as separate standalone system. These three applications can also
handle non-MAN B&W Diesel technical equipment;
for instance pumps and separators.
Fig. 8.03 shows the maximum extent of additional
sensors recommended to enable on-line diagnostics if CoCoS-EDS is ordered.
178 60 91
8.03
Identification of instruments
PS - SHD
PS - SLD
PSA
PSC
PE
PEA
PEI
The measuring instruments are identified by a combination of letters and a position number:
LSA 372 high
Level:
high/low
Where:
in which medium
(lub. oil, cooling water...)
location (inlet/outlet engine)
PE - SLD
Output signal:
SE
SEA
SSA
SS - SHD
TI
TSA
TSC
TS - SHD
TS - SLD
TE
TEA
A: alarm
I : indicator (thermometer,
manometer...)
SHD: shut down (stop)
SLD: slow down
How: by means of
E: analog sensor (element)
S: switch
(pressurestat, thermostat)
What is measured:
D:density
F: flow
L: level
P: pressure
PD: pressure difference
S: speed
T: temperature
V: viscosity
W: vibration
Z: position
TEI
TE - SLD
VE
VEI
Functions
DSA
DS - SLD
E
EV
ESA
FSA
FS - SLD
LSA
PDEI
PDI
PDSA
PDE
PI
PS
VI
ZE
ZS
WEA
WI
WS - SLD
178 60 91
8.04
Thermometer
stem type
Description
TI 302
TE 302
TI 311
TE 311
TI 317
TI 349
TI 369
TE 317
TE 349
TE 369
Point of location
Fuel oil
Fuel oil, inlet engine
Lubricating oil
Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper,
piston cooling oil, camshaft lub. oil, exhaust valve actuators and turbochargers
Piston cooling oil outlet/cylinder
Thrust bearing segment
Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
Low temperature cooling water:
seawater or freshwater for central cooling
Cooling water inlet, air cooler
Cooling water outlet, air cooler/air cooler
TE 375
TE 379
TI 385
TI 387A
TI 393
TI 411
TI 412
TI 413
TE 411
TE 412
TE 413
Scavenge air
Scavenge air before air cooler/air cooler
Scavenge air after air cooler/air cooler
Scavenge air receiver
TE 425
TE 426
Exhaust gas
Exhaust gas inlet turbocharger/turbocharger
Exhaust gas after exhaust valves/cylinder
Thermometers
dial type
TI 375
TI 379
TI 425
TI 426
178 30 05-3.1
Fig. 8.02a: Local standard thermometers on engine (4 75 124) and option: 4 75 127 remote indication sensors sensors
178 60 91
8.05
Pressure gauges
(manometers)
PI 305
PE 305
Fuel oil
Fuel oil , inlet engine
PI 326
PI 330
PI 357
PI 371
PE 326
PE 330
PE 357
PE 371
Lubricating oil
Piston cooling oil inlet
Lubricating oil inlet to main bearings thrust bearing and axial vibration damper
Lubricating oil inlet to camshaft and to exhaust valve actuators
Lubricating oil inlet to turbochager with slide bearings/turbocharger
PI 382
PE 382
PI 386
PI 435B
PE 386
PI 401
PI 403
PI 405
PE 401
PE 403
PI 417
PE 417
Point of location
Scavenge air
Scavenge air receiver
PI 424
PI 435A
PI 435B
Exhaust gas
Exhaust gas receiver
Air inlet for dry cleaning of turbocharger
Water inlet for cleaning of turbocharger
PI 668
Manoeuvring system
Pilot pressure to actuator for V.I.T. system
Differential pressure gauges
Pressure drop across air cooler/air cooler
Pressure drop across blower filter of turbocharger
(For ABB turbochargers only)
Tachometers
PDI 420
PDI 422
SI 438
SE 438
Engine speed
178 30 05-3.1
Fig. 8.02b: Local standard manometers and tachometers on engine (4 75 124) and option: 4 75 127 remote indication
470 100 025
178 60 91
8.06
Use sensor
Point of location
PE 305
PDE 308
TE 309
TE 311
Lubricating oil inlet, to main bearings, thrust bearing, axial vibration damper, piston cooling oil,
camshaft lub. oil, exhaust valve actuators and turbochargers
TE 317
PE 326
PE 330
Lubricating oil inlet to main bearings and thrust bearing and axial vibration damper
TE 349
TE 355
PE 357
TE 369
PE 371
178 30 06-5.0
178 60 91
8.07
Use sensor
Point of location
PE 382
TE 379
TE 385
PE 386
TE 387A
PDSA 391
TE 393
PDE 398
TE 336
PE 337
PDE 338
TE 411
TE 412
TE 412A
TE 413
PE 417
PDE 420
PDE 422
ZS 669
178 30 06-5.0
178 60 91
8.08
Use sensor
Point of location
ZE 364
PE 424
TE 425A
TE 426
TE 432
PE 433A
SE 439
Turbocharger speed/turbocharger
PDE 441
PE 325
SE 438
Engine speed
ZE 477
ZE 478
VIT index/cylinder
ZE 479
Governor index
E 480
Engine torque
N Numerical input
1) Originated by alarm/monitoring system
2) Manual input can alternatively be used
3) Yards supply
178 30 06-5.0
178 60 91
8.09
178 30 38-8.0
178 60 91
8.10
178 30 38-8.0
178 60 91
8.11
178 30 38-8.0
178 60 91
8.12
Description
Symbol/Position
PSC
418
438
Reversing Astern/cylinder
ZS
650
Reversing Ahead/cylinder
ZS
651
ZS
652
ZS
653
PSC
654
Disconnect Reset and Cancel from safety system during Emergency Control
PSC
655
EV
656
EV
658
ZS
659
660
ZS
663
ZS
664
ZS
666/667
670
671
672
PSC
675
PSC
680
EV
682
EV
683
EV
684
EV
685
EV
686
Manoeuvring system
Engine speed detector
178 30 08-9.1
178 60 91
8.13
1783009-0.1
Fig. 8.06: Pipes on engine for basic pressure gauges and pressure switches
178 60 91
8.14
178 30 10-0.0
Fig. 8.07: Panels and sensors for alarm and safety systems
178 60 91
8.15
Use sensor
MAN B&W
IACS
RS
RINa
NKK
LR
GL
DnVC
BV
ABS
Function
Point of location
Fuel oil system
1
1
TE 311
TE 311
TE 317
PE326
PE 330
TE 349
TE 311
PE 357
1
1
1
1
1
PE 371
a)
TE 311
a)
a)
178 36 49-9.2
178 60 91
8.16
Use sensor
MAN B&W
IACS
RS
RINa
NKK
LR
GL
DnVC
BV
ABS
Function
Point of location
Cooling water system
1
1
1
1
TE 375
PE 382
PE 386
TE 385
PE 401
PE 403
1
1
1
1
RS
RINa
NKK
LR
GL
DnVC
BV
ABS
1
1
TE 413
Use sensor
MAN B&W
IACS
1
1
Function
Point of location
178 36 49-9.2
178 60 91
8.17
Use sensor
MAN B&W
IACS
RS
RINa
NKK
LR
GL
DnVC
BV
ABS
Function
Point of location
Fuel oil system
1
1
1
1
TEA 425A
TE 426
TE 432
Manoeuvring system
1
1* ESA low
1* ESA low
1* ESA
1* ESA
1* ESA
A*
SEA 439
SE 438
Engine speed
SE 439
Turbocharger speed
178 36 49-9.2
178 60 91
8.18
1
1
1
1
1
1
1
Use sensor
Function
FS 320
PE 326
PE 330
1
1
1
1
1
1
1
1
1
1
1
PS 368
1
1
Point of Location
MAN B&W
IACS
RS
RINa
NKK
LR
GL
DnVC
BV
ABS
TE SLD 431
TE 426
1* DS SLD437 high
Or alarm for overheating of main, crank, crosshead and chain drive bearings, option: 4 75 134
The tables are liable to change without notice,
and are subject to latest class requirements.
178 34 50-8.2
178 60 91
8.19
1
1
Function
Point of location
PS SHD
329 low
1*
PS SHD
335 low
1*
TS SHD
352 high
1*
PS SHD
359 low
1*
PS SHD
374 low
PS SHD
384b low
SE SHD
438 high
1
1
Use sensor
MAN B&W
NKK
LR
1
IACS
RS
RINa
GL
DnVC
BV
ABS
1*
178 60 91
8.20
178 30 14-8.0
Fig. 8.11a: Heated drain box with fuel oil leakage alarm, option: 4 35 105
178 30 16-1.0
Qty.
1
1
1
Description
Pressure switch
5/2-way valve
Diaphragm
Pos.
132
133
134
Qty.
1
1
1
Description
Non-return valve
Ball valve
Non-return valve
Fig. 8.11b: Fuel oil leakage cut out, per cylinder, option: 4 35 106
470 100 025
178 60 91
8.21
178 30 17-3.0
Fig. 8.11c: Fuel oil leakage with automatic lift of fuel pump roller guide per cylinder, option: 4 35 107
178 60 91
8.22
178 30 18-5.0
Fig. 8.12a: Oil mist detector pipes on engine, from Kidde Fire Protection, Graviner, type MK 5 (4 75 161)
178 30 19-7.0
Fig. 8.12b: Oil mist detector pipes on engine, from Schaller, type Visatron VN215 (4 75 163)
178 60 91
8.23
When determining the degree of dismantling, consideration should be given to the lifting capacities
and number of crane hooks available at the engine
maker and, in particular, at the yard (purchaser).
Dispatch Pattern
Short distance transportation (A) is limited by a duration of a few days from delivery ex works until installation, or a distance of approximately 1,000 km and
short term storage.
178 60 92
9.01
Spare Parts
Tools
This amount is to be considered as minimum safety
stock for emergency situations.
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), a service year
being assumed to be 6,000 running hours.
178 60 92
9.02
Components to be painted
before shipment from workshop
Type of paint
No. of
coats/
Total dry
film
thickness
m
Colour:
RAL 840HR
DIN 6164
MUNSELL
2/80
Free
1/30
White:
RAL 9010
DIN N:0:0.5
MUNSELL N-9.5
2/80
Free
1/30
Light green:
RAL 6019
DIN 23:2:2
MUNSELL10GY
8/4
2/60
Alu:
RAL 9006
DIN N:0:2
MUNSELL N-7.5
2/75
Free
2/80
Free
2/60
Orange red:
RAL 2004
DIN 6:7:2
MUNSELL
N-7.5r 6/12
2/60
Light grey:
RAL 7038
DIN:24:1:2
MUNSELL N-7.5
178 30 20-7.1
Note:
All paints are to be of good quality. Paints according to builders standard may be used provided they at least fulfil the
above demands.
Delivery standard for point 2, is a primed and finally painted condition, unless otherwise stated in the contract.
Fig. 9.01: Specification for painting of main engine: 4 81 101
481 100 010
178 60 93
9.03
Dispatch Patterns
Class A:
Short distance transportation limited by a duration
of a few days or distance of approximately 1,000 km
and short term storage. Duration from engine delivery to installation must not exceed 8 weeks.
Dismounting must be limited as much as possible.
Class A comprises the following basic variants:
A1 Option: 4 12 021
Engine
Turbocharger
Remaining parts.
Engine section
A2
A2 Option: 4 12 022
Top section including camshaft complete,
cylinder covers complete, scavenge air receiver,
galleries and pipes
Frame section complete with galleries and
pipes
Bedplate with crankshaft, thrust bearing, main
bearing and bearing caps
Air cooler
Exhaust gas receiver
Turbocharger
Remaining parts.
Top section
Bedplate section
Crankshaft section
A3 Option: 4 12 023
Top section including camshaft
Frame section complete with galleries and pipes
Bedplate with main bearings and bearing caps
Crankshaft with turning wheel
Scavenge air receiver
Air cooler
Exhaust gas receiver
Turbocharger
Remaining parts.
A3
Top section
Crankshaft section
Bedplate section
178 35 82-6.0
178 60 94
9.04
Dispatch Patterns
B1
Class B:
Overseas or other long distance transportation, or
long term storage. Dismounting is effected with the
aim of reducing the transport volume to a suitable
extent. Long term preservation and seaworthy
packing must always be used.
Class B comprises the following basic variants:
B1 Option: 4 12 031
Engine
Scavenge air receiver
Air cooler
Exhaust gas receiver
Turbocharger
Remaining parts.
B2
B2 Standard: 4 12 032
Top section including camshaft but without
galleries and pipes
Frame section without galleries and pipes
Bedplate with main bearings and bearing caps
Crankshaft with turning wheel
Scavenge air receiver
Air cooler
Exhaust gas receiver
Turbocharger
Remaining parts.
Top section
Crankshaft section
Bedplate section
Remarks:
The engine supplier is responsible for the necessary
lifting tools and lifting instructions for transportation
purposes to the yard. The delivery extent of tools,
ownership and lend/lease condition is to be stated
in the contract.
178 35 82-6.0
178 60 94
9.05
+
Pattern
6 cylinder
Section
Engine complete
7 cylinder
8 cylinder
Mass.
in t
Length
in m
Mass.
in t
Length
in m
Mass.
in t
Length
in m
Height
in m
Width
in m
872
12.4
981
13.8
1088
15.2
14.3
9.3
A1
Engine
Turbocharger each
Remaining parts
856.5
7.0
1.5
12.4
965.5
7.0
1.5
13.8
1072.5
7.0
1.5
15.2
14.3
9.3
A2
Top section
Frame box section
Bedplate/crankshaft
Air cooler each
Exhaust receiver
Turbocharger each
Remaining parts
250.7
117.3
327.0
4.5
14.9
7.0
142.0
11.3
12.4
12.0
284.8
127.8
365.4
4.5
16.4
7.0
162.0
13.0
13.8
13.2
319.4
138.2
403.7
5.6
17.9
7.0
182.0
13.8
15.2
14.6
6.9
4.1
4.3
9.2
7.0
4.8
12.6
3.5
2.0
Top section
Frame box section
Bedplate section
Crankshaft section
Air cooler each
Scavenge air receiver
Exhaust receiver
Turbocharger each
Remaining parts
210.4
117.3
145.5
181.5
4.5
40.3
14.9
7.0
142.0
12.0
12.4
11.5
11.6
242.3
127.8
159.1
206.3
4.5
42.6
16.4
7.0
162.0
13.4
13.8
12.7
12.8
286.6
143.2
172.7
231.1
5.6
44.8
17.9
7.0
182.0
14.9
15.2
14.1
14.2
6.0
4.1
4.2
4.3
4.8
7.0
4.8
4.3
14.0
12.6
2.8
3.5
4.4
2.0
Engine section
Scavenge air receiver
Air cooler each
Exhaust receiver
Turbocharger each
Remaining parts
792.0
40.3
4.5
14.9
7.0
4.7
12.4
11.3
892.3
42.6
4.5
16.4
7.0
5.1
13.8
13.0
1009.9
44.8
5.6
17.9
7.0
5 .6
15.2
14.0
14.3
2.8
6.1
4.4
12.6
3.5
2.0
Top section
Frame box section
Bedplate section
Crankshaft section
Air cooler each
Scavenge air receiver
Exhaust receiver
Turbochager each
Remaining parts
207.9
114.9
145.5
181.5
4.5
40.3
14.9
7.0
151.3
10.3
10.5
11.5
11.6
240.2
119.4
159.1
206.3
4.5
42.6
16.4
7.0
172.3
11.7
11.9
12.7
12.8
284.4
134.0
172.7
231.1
5.6
44.8
17.9
7.0
193.4
13.1
13.4
14.1
14.2
6.0
4.1
4.2
4.3
3.8
4.7
4.8
4.3
14.0
12.6
2.8
3.5
4.4
2.0
A3
B1
B2
10.3
11.3
11.3
10.3
11.3
10.3
11.2
13.0
11.2
11.2
13.0
11.2
The weights are for standard engines with semi-built crankshaft of forged throws, integrated crosshead guides in frame box
and MAN B&W turbochargers. All masses and dimensions are approximate and without packing and lifting tools. The masses
of turning wheel and turbocharger specified in dispatch pattern outline can vary, and should be checked. Moment compensators
and tuning wheel are not included in dispatch pattern outline. Turning wheel is supposed to be of 9.8 ton
178 37 83-9.0
178 60 92
9.06
Governor test
(guaranteed SFOC)
or
0.50 hour at 90% of specified MCR
if SFOC is guaranteed at specified MCR
Before leaving the factory, the engine is to be carefully tested on diesel oil in the presence of representatives of Yard, Shipowner, Classification Society,
and MAN B&W Diesel.
178 30 24-4.0
178 60 95
9.07
Class recommendations
CCS:
GL:
KR:
NKK:
RINa:
RS:
ABS:
BV:
DNVC:
LR:
178 30 25-6.1
178 60 96
9.08
For easier maintenance and increased security in operation, beyond class requirements
Cylinder cover, section 90101
Cooling jacket
1
50% O-ring for cooling jackets
50% Sealing between cylinder cover and liner
Spring housing for fuel valve
4
Studs for exhaust valve
4
Nut for exhaust valve studs
4
Fig. 9.06a: Additional spare parts recommended by MAN B&W, option: 4 87 603
178 60 97
9.09
Top cover
Plunger/barrel, complete
Suction valve
Puncture valve
Sealings, O-rings, gaskets and lock washers
Safety
valve,
section
91101
100%
2
178 33 97-0.1
Fig. 9.06b: Additional spare parts recommended by MAN B&W, option: 4 87 603
178 60 97
9.10
Table A
Group No.
Section
Qty.
Descriptions
90201
90205
90205
90302
90801
90801
90801
90801
90805
10
90901
11
90910
1 set
1 set
1 set
1 set
1 set
1 set
1
1 set
1 set
1 set
1 set
1
1 set
1 set
1 set
1 set
1
2
1 set
1
1 set
1 set
1 set
1
1
1 set
1
1
1 set
1
1
1 set
2
12
13
14
The wearing parts are divided into 14 groups, each including the components stated in table A.
The average expected consumption of wearing parts is stated in tables B for 1,2,3... 10 years service of a new engine, a
service year being assumed to be of 6000 hours.
In order to find the expected consumption for a 6 cylinder engine during the first 18000 hours service, the extent stated for
each group in table A is to be multiplied by the figures stated in the table B (see the arrow), for the cylinder No. and service
hours in question.
178 37 05-1.0
178 60 99
9.11
Table B
Service hours
Group
No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
0-6000
0-12000
Number of cylinders
8
6
Description
0
0
6
0
0
0
0
7
0
0
0
0
8
0
0
0
0
12
0
0
0
0
14
0
0
0
0
16
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Table B
Service hours
Group
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
0-18000
Number of cylinders
7
8
6
0-24000
Description
12
14
16
12
14
16
0
0
18
6
0
0
0
21
7
0
0
0
24
8
0
0
0
24
6
0
0
0
28
7
0
0
0
32
8
0
0
12
0
0
0
0
14
0
0
0
0
16
0
0
0
0
12
1
0
1
0
14
1
0
1
0
16
1
0
1
178 37 05-1.0
178 60 99
9.12
Table B
Service hours
Group
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
0-30000
0-36000
Number of cylinders
8
6
Description
12
14
16
18
21
24
12
14
16
18
21
24
0
0
30
12
0
0
0
35
14
0
0
0
40
16
0
0
6
36
12
6
0
7
42
14
7
0
8
48
16
8
0
12
1
0
1
0
14
1
0
1
0
16
1
0
1
6
24
1
1
1
7
28
1
1
1
8
32
1
1
1
Table B
Service hours
Group
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
0-42000
0-48000
Number of cylinders
8
6
Description
18
21
24
24
28
32
18
21
24
24
28
32
12
14
16
12
14
16
0
6
42
18
6
0
7
49
21
7
0
8
56
24
8
0
6
48
18
6
0
7
56
21
7
0
8
64
24
8
6
24
1
1
1
7
28
1
1
1
8
32
1
1
1
6
36
2
1
2
7
42
2
1
2
8
48
2
1
2
178 37 05-1.0
178 60 99
9.13
Table B
Service hours
Group
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
0-54000
0-60000
Number of cylinders
8
6
Description
24
28
32
30
35
40
24
28
32
30
35
40
12
14
16
18
21
24
0
6
54
24
6
0
7
63
28
7
0
8
72
32
8
0
6
60
24
6
0
7
70
28
7
0
8
80
32
8
6
36
2
1
2
7
42
2
1
2
8
48
2
1
2
6
36
2
1
2
7
42
2
1
2
8
48
2
1
2
178 37 05-1.0
178 60 99
9.14
Exhaust valve
1700 kg
Piston complete
with piston rod and
3426 kg
178 61 00
9.15
178 35 91-2.1
178 61 01
9.16
1 set
1 set
1 set
1 set
1 set
1 set
1 set
1 set
1 set
1 set
1 set
1 set
1 set
1
1 set
1
1
913.3 Miscellaneous
Pull-lift and tackle
Shackle
Eye-bolt
Foot grating
Indicator with cards
Feeler blade
Crankshaft alignment indicator
Cylinder gauge
178 35 91-2.1
178 61 01
9.17
Pos.
Sec
Description
Mass in kg
901
901
540
902
50
902
135
902
90
902
50
178 35 93-4.1
178 61 01
9.18
Pos.
Sec
Description
Mass in kg
902
902
903
10
903
11
904
12
12
904
13
175
25
178 35 93-4.1
178 61 01
9.19
Pos.
Sec
Description
Mass in kg
13
905
14
906
15
906
16
905
85
17
905
150
18
905
20
178 35 93-4.1
178 61 01
9.20
Section: 908
Standard
Section: 915
Option: 4 88 610
Mass 550 kg
Mass 450 kg
178 14 69-3.1
178 61 01
9.21
Sec.
Description
Mass in kg
909
100
178 13 50-1.0
178 61 01
9.22
Sec.
Description
Mass in kg
913
25
178 34 38-1.1
178 61 01
9.23
Pos.
No.
901
907
911
Cylinder cover
Starting air system
Safety equipment
902
903
908
909
906
904
905
Description
Tools for main section 907 and 911 are being delivered on tool panel
under main section 901
Tools for main section. 903 are being delivered on tool panel under main
section 902
178 34 80-7.1
178 61 01
9.24
10 Documentation
MAN B&W Diesel is capable of providing a wide
variety of support for the shipping and shipbuilding
industries all over the world.
The knowledge accumulated over many decades by
MAN B&W Diesel covering such fields as the selection of the best propulsion machinery, optimisation
of the engine installation, choice and suitability of a
Power Take Off for a specific project, vibration aspects, environmental control etc., is available to shipowners, shipbuilders and ship designers alike.
Part of this knowledge is presented in the book
entitled Engine Selection Guide, other details can
be found in more specific literature issued by MAN
B&W Diesel, such as Project Guides similar to the
present, and in technical papers on specific subjects, while supplementary information is available
on request. An Order Form for such printed matter
listing the publications currently in print, is available
from our agents, overseas offices or directly from
MAN B&W Diesel A/S, Copenhagen.
The selection of the ideal propulsion plant for a
specific newbuilding is a comprehensive task. However, as this selection is a key factor for the profitability of the ship, it is of the utmost importance for
the end-user that the right choice is made.
Project Guides
For each engine type 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 contract, depending 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:
Turbocharger choice
Instrumentation
Dispatch pattern
Testing
Spares and
Tools.
178 61 02
10.01
Project Support
Further customised documentation can be obtained
from MAN B&W Diesel A/S, and for this purpose we
have developed a Computerised Engine Application System, by means of which specific calculations can be made during the project stage, such
as:
Extent of Delivery
The Extent of Delivery (EOD) sheets have been
compiled in order to facilitate communication between owner, consultants, yard and engine maker
during the project stage, regarding the scope of
supply and the alternatives (options) available for
MAN B&W two-stroke MC engines.
There are two versions of the EOD:
Extent of Delivery for 98 - 50 type engines, and
Extent of Delivery for 46 - 26 type engines.
General information
4 00 xxx
General information
4 02 xxx
Rating
4 03 xxx
Direction of rotation
4 06 xxx
Rules and regulations
4 07 xxx
Calculation of torsional and
axial vibrations
4 09 xxx
Documentation
4 11 xxx
Electrical power available
4 12 xxx
Dismantling and packing of engine
4 14 xxx
Testing of diesel engine
4 17 xxx
Supervisors and advisory work
Diesel engine
4 30 xxx
Diesel engine
4 31 xxx
Torsional and axial vibrations
4 35 xxx
Fuel oil system
4 40 xxx
Lubricating oil system
4 42 xxx
Cylinder lubricating oil system
4 43 xxx
Piston rod stuffing box drain system
4 45 xxx
Low temperature cooling water system
4 46 xxx
Jacket cooling water system
4 50 xxx
Starting and control air systems
4 54 xxx
Scavenge air cooler
4 55 xxx
Scavenge air system
4 59 xxx
Turbocharger
4 60 xxx
Exhaust gas system
4 65 xxx
Manoeuvring system
4 70 xxx
Instrumentation
4 75 xxx
Safety, alarm and remote indi. system
4 78 xxx
Electrical wiring on engine
Miscellaneous
4 80 xxx
Miscellaneous
4 81 xxx
Painting
4 82 xxx
Engine seating
4 83 xxx
Galleries
4 84 xxx
Turbo Compound System
4 85 xxx
Power Take Off
4 87 xxx
Spare parts
4 88 xxx
Tools
Remote control system
4 95 xxx
Bridge control system
178 61 02
10.02
Installation Documentation
The Extent of Delivery (EOD) is the basis for specifying the scope of supply for a specific order.
This includes:
178 61 02
10.03
178 61 02
10.04
178 61 02
10.05
178 61 02
10.06
178 61 02
10.07
178 34 22-2.0
178 61 03
11.01
178 34 22-2.0
178 61 03
11.02