Professional Documents
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Man 48 60
Man 48 60
Engine
Operating Instructions
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . V 48/60
Plant No. . . . . . . . . . . . . . . . . . . . . . . . . .
6646-- 1
MAN B&W Diesel AG : D-86135 Augsburg : Postfach 10 00 80 : Telefon (0821) 3 22-0 : Telex 5 37 96-0 man d
All copyrights reserved for reprinting, photomechanical, reproduction (photocopying/microcopying) and translation of
this documents or part of it.
N 1 Introduction
: : : N 1.1 Preface
: : : N 1.2 Product Liability
: : N 1.3 How the Operating Instruction Manual is organized, and how to use it
: : N 1.4 Addresses/Telephone numbers
N 2 Technical details
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
N 3 Operation/Operating media
N 3.1 Prerequisites
: : N 3.1.1 Prerequisites/Warranty
N 3.2 Safety regulations
: : N 3.2.1 General remarks
: : : N 3.2.2 Destination/suitability of the engine
: : : N 3.2.3 Risks/dangers
: : : N 3.2.4 Safety instructions
: : : N 3.2.5 Safety regulations
N 3.3 Operating media
: : N 3.3.2 Quality requirements for Marine Diesel Fuel (MDO)
: : N 3.3.3 Quality requirements for heavy fuel oil (HFO)
: : N 3.3.4 Viscosity/Temperature diagram for fuel oils
: : N 3.3.5 Quality requirements for lube oil
: : N 3.3.6 Quality requirements for lube oil
: : N 3.3.7 Quality requirements for cooling water
: N 3.3.8 Analyses of operating media
: : N 3.3.10 Water quality requirements for fuel--water emulsion
N 3.4 Engine operation I -- Starting the engine
: : N 3.4.1 Preparations for start/ Engine starting and stopping
: : N 3.4.2 Change--over from Diesel fuel oil to heavy fuel oil and vice versa
: : N 3.4.3 Admissible outputs and speeds
: : : N 3.4.4 Engine Running--in
N 3.5 Engine operation II -- Control the operating media
: : N 3.5.1 Control the engine/ perform routine jobs
: : N 3.5.2 Engine log book/ Engine diagnosis/Engine management
: : N 3.5.3 Load curve during acceleration/manoeuvring
: : N 3.5.4 Part--load operation
: N 3.5.5 Determine the engine output and design point
: : N 3.5.6 Engine operation at reduced speed
: : N 3.5.7 Equipment for optimising the engine to special operating conditions
: N 3.5.8 Bypassing of charge air
: N 3.5.9 Condensed water in charge air pipes and pressure vessels
: : N 3.5.10 Load application
: N 3.5.11 Exhaust gas blow--off
: N 3.5.12 Charge air blow--off
N 3.6 Engine operation III -- Operating faults
: : N 3.6.1 Faults/Deficiencies and their causes (Trouble Shooting)
: : N 3.6.2 Emergency operation with one cylinder failing
: : N 3.6.3 Emergency operation on failure of one turbocharger
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
N 4 Maintenance/Repair
N 5 Annex
: : N 5.1 Designations/Terms
: : N 5.2 Formulae
: : N 5.3 Units of measure/ Conversion of units of measure
: : N 5.4 Symbols and codes
: : N 5.5 Brochures
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
N 1 Introduction
: : : N 1.1 Preface
: : : N 1.2 Product Liability
: : N 1.3 How the Operating Instruction Manual is organized, and how to use it
: : N 1.4 Addresses/Telephone numbers
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
Characteristics of engines, Engines produced by MAN B&W Diesel AG have evolved from periods of
justified expectations, continuous, successful research and development work. They satisfy high
prerequisites standards or performance and have ample redundancy of withstanding
adverse or detrimental influences. However, to meet all the requirements
of practical service, they have to be used to purpose and serviced
properly. Only with these prerequisites can unrestricted efficiency and long
useful life be expected.
Purpose of the operating and The operating instructions as well as the working instructions (working
working instructions cards) are thought to assist you in becoming familiar with the engine and
the equipment. They are also thought to provide answers to questions that
may turn up later on, and to serve as a guidance in your activities of
engine operation, checking and servicing. Furthermore, we attach
importance to familiarising you with the functions, relations, causes and
consequences, and to conveying the empirical knowledge we have. Not
the least, in providing the technical documentation including the operating
and working instructions, we comply with our legal duty of warning the
user of the hazards which can be caused by the engine or its components
- in spite of a high level of development and much constructive efforts - or
which an inappropriate or wrong use of our products involve.
Condition 1 The technical management and also the persons in charge of servicing
works (possibly on order) have to be familiar with the operating
instructions and working instructions (work cards). These should all times
be available.
Condition 2 The servicing and overhaul of modern four-stroke engines will in each
case require previous training of the personnel in charge. The level of
knowledge that is acquired during such training is a prerequisite to using
the operating instructions and working instructions (work cards). No
warranty claims can be derived from the fact that a corresponding note is
missing in these.
Condition 3 The technical documentation is valid for one certain order only. There can
be considerable differences to other plants. Informations valid in one case
can lead to problems in others.
1 Introduction
2 Technical details
3 Operation/Operating media,
4 Maintenance/Repair, and
5 Annex
The operating manual is limited to the vital subjects. It mainly focuses on:
- Understanding the functions/coherences;
- Starting and stopping the engine,
operating it in routine and emergency modes;
- Planning engine operation, controlling it in compliance with operating
results and economic criteria,
ensuring operational prerequisites on the engine and the peripheral
systems,
selecting, preparing and treating operating media and
- Maintaining the operability of the engine,
carrying out preventive or scheduled maintenance work,
doing unsophisticated repair work, and contracting and supervising
more difficult work.
The sheet “Scope of supply” The content of the operating manual and structural details of it can be
seen at a glance from the table of contents. We would like to draw your
particular attention to the sheet “Scope of supply” in Section 2. The sheet
named “Scope of supply” lists and briefly describes all the items that were
supplied by MAN B&W Diesel AG. This sheet shows for which
components you may expect to receive assistance and spare parts
supplies from us. This is the scope to which our information, our
maintenance schedules and specifications refer to. Where problems are
encountered with systems for which we have supplied but a few items, it
will possibly be more helpful to consult the system supplier directly, unless
MAN B&W’s scope of supply is mainly concerned, or similar, obvious
reasons apply.
Engine design The operating manual will be continually updated, and matched to the
design of the engine as ordered. There may nevertheless be deviations
between the sheets of a primiarily describing/illustrating content and the
definite design.
Maintenance schedule/ The maintenance schedule is closely related to the work cards of Volume
work cards B2. The work cards describe how a job is to be done, and which tools and
facilities are required for doing it. The maintenance schedule, on the other
hand, gives the periodical intervals and the average requirements in
personnel and time.
Addresses Table 1 contains the addresses of Works of the MBD and of the Technical
Branch Office in Hamburg. The addresses of MAN B&W service centers,
agencies and authorised repair workshops can be looked up in the
brochure “Diesel and Turbocharger Service Worldwide” in Volume A1.
Company Address
Work Augsburg MAN B&W Diesel AG
Stadtbachstraße 1
D--86135 Augsburg
Phone (0821) 322--0
Fax (0821) 322--3382
Work Hamburg MAN B&W Diesel AG
Service Center, Werk Hamburg
Rossweg 6
D--20457 Hamburg
Phone (040) 7409--0
Fax (o40) 7409--104
Technical Branch Office Hamburg MAN B&W Diesel AG
Vertriebsbüro Hamburg
Admiralitätstraße
D--20459 Hamburg
Phone (040) 378515--0
Fax (040) 378515--10
MAN B&W Service Center, Please look up in the brochure
agencies and authorised repair “Diesel and Turbocharger Service
workshops Worldwide”
Table 1. Companies and addresses of the MAN B&W Diesel AG
Contact Table 2 contains the names, telephone and fax numbers of the competent
persons who can give advise and render assistance to you if required.
Your contact
Work Augsburg Work Hamburg MAN B&W Service
Service Center Center, agencies,
Phone (0821) 322-- ... Phone (040) 7409-- ... authorised repair
Fax (0821) 322-- ... Fax (o40) 7409-- ... workshops
Service Engines Waschezek ST Taucke ST4 Look up in the brochure
Phone ... -- 3930 Phone ... -- 149 “Diesel and Turbochar-
Fax ... -- 3838 Fax ... -- 104 ger
g Service Worldwide”
Service Turcharger Nickel AS i V
in Volume
l A1
Phone ... -- 3994
Fax ... -- 3998
Service Spare parts Stadler SK
Phone ... -- 3580
Fax ... -- 3574
Table 2. Persons to be contacted, telepone and fax numbers
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
N 2 Technical details
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
Items supplied The next page is a list of the items we have supplied. We are giving you
this list to ensure that you contact the right partner for obtaining
information/assistance.
For all items supplied by us ... For all questions you have on items supplied by us, please contact
- MAN B&W Diesel AG in Augsburg,
and for typical service questions,
- MAN B&W service centers,
- agencies and
- authorised repair workshops all over the world.
For all items not supplied by us ... For all items not supplied by us, please directly contact the subsuppliers,
except the components/systems supplied by MAN B&W Diesel AG are
concerned to a major extent or similar, obvious reasons apply.
Engine 48/60 -- an important Engines with the designation 48/60 are supercharged 4 stroke engines of
member of the middle--speed in--line or V design with 480 mm cylinder bore and 600 mm piston stroke
range -- 138 engines sold (as at They are used as energy generators in ship drive systems and in statio-
09/98) nary power stations. The engines have a series of structural features
which are also used in the other members of the middle--speed range.
They are therefore based on the broad experience of 760 engines (as at
09/98).
Overview characteristics V engines 48/60 consist for the most part of static elements such as
crankcase, cylinder liners and cylinder heads and of moving elements
such as crankshaft with piston, geared drive and camshaft and also fuel
pump and valve drive. The turbochargers serve the purposes of fresh air
compression and transport of exhaust gases. The charge pipes are out-
side the cylinder heads, the exhaust pipes between the cylinder rows.
The camshafts are in troughs on the outer sides of the engine. They ope-
rate the inlet and exhaust valves and drive the fuel injection pumps. The
injection timing can be changed using a manual or electric regulating de-
vice.
The turbocharger and charge air cooler are generally on the coupling end
in the case of propeller operation, and in the case of generator operation
arranged on the opposite side to the coupling. Using a drive unit at the free
end of the engine, cooling water and lubricating oil pumps can be run.
Engines of series 48/60 have a large stroke--bore ratio and a high com-
pression ratio. These values facilitate optimum combustion chamber confi-
guration and contribute to good partial load behaviour and a high operating
ratio.
Figure 1. 14 cylinder four-stroke engine V 48/60, viewed from the coupling end
Crankcase
Crankcase/main bearing/tie rod The engine crankcase (4) is made of cast iron (see Fig. 1 ). It is made in
one piece and designed to be very rigid. Tie rods (3) reach from the lower
edge of the suspended crankshaft bearing to the upper edge of the
crankcase and from the upper edge of the cylinder head (1) to the
diaphragm. The bearing caps (6) of the main bearing are in addition
laterally tensioned using the casing. The camshaft drive cogs and the
oscillation damper casing are integrated in the crankcase.
1 Cylinder head
2 Backing ring
3 Tie rods
4 Crankcase
5 Crankshaft
6 Main bearing
cap
7 Cross rods
Cooling water/lubrication oil The crankcase does not have any water passages. The cooling water
supply and outlet pipes are between the cylinder rows. The cylinder liners
and cylinder heads are cooled via these pipes. The lubricating oil supply
pipe is in the V chamber of the crankcase. These pipes supply the
crankshaft and camshaft bearings, the geared drive, the cylinder
lubrication pumps and the turbocharger.
Access Through large covers on the side walls (see Fig. 2 ) the motor parts are
easily accessible. The crankcase covers of the B side are generally
equipped with safety valves in marine engines, and partially euipped with
safety valves in stationary engines
Oil sump
The oil sump is welded from sheet steel. It catches oil which drips from the
engine and feeds it into the lower--lying lubrication oil tank. In engines with
a rigid or semi--elastic bearing arrangement, an oil sump without fittings (a)
is used. In engines with an elastic bearing arrangement, a reinforced oil
sump (b) is used (see Figure 3 ).
Crankshaft bearing
Bearing cap/tie rods The main bearing covers (6) are arranged in a suspended position (see
Fig. 4 ). They are held by the contiuous tie rods (3). The cross--tension is
maintained by the cross rods (7). They stabilize the form of the bearing
box and prevent lateral yielding of the crankcase under the effective
ignition pressures.
Locating bearing The locating bearing, which establishes the axial position of the
crankshaft, is arranged on the coupling end. It consists of the bipartite
camshaft drive cog on the crankshaft and of wearing rings, which rest on
the first thrust bearings.
Crankshaft
Fly wheel The fly wheel is arranged on the flange of the crankshaft on the side of the
coupling. The engine can be turned during maintenance work by a turning
gear using its rim gear.
Connecting rod
Connecting rod with two parting The connecting rod parting line lies below the eye of the connecting rod
lines (see Fig. 7 ). Therefore the connecting rod bearing does not have to be
opened when removing the piston. This has advantages for operational
The bearing cap and connecting rod head are both screwed together with
anti--fatigue bolts (stud bolts). The small end bearing bush is pressed in.
Piston
Constructive characteristics Basically, the piston consists of two parts (see Fig. 9 ). The piston crown
(9) is forged from high--quality materials. The lower part consists of
aluminium alloy. The choice of materials and the constructive design
produce a high level of resistance to the ignition pressures which are
created and allow close piston play. Close piston play as well as the
method of construction of the piston as a differential piston reduce the
mechanical load on the piston rings (11), prevent the ingress of abrasive
particles and protect the oil film from combustion gases.
Cooling The special form of the piston crown (9) makes effective cooling easier.
Cooling is carried out using oil. It is supported by the shaker effect inside
and outside as well as by an additional row of cooling holes on the piston
egde. In this way the temperatures are adjusted so that the thermal /
mechanical stresses can be controlled and cold condition corrosion in the
ring grooves can simultaneously be avoided. The ring grooves are
inductively hardened. Subsequent machining is possible.
9 Piston crown
10 Anti--fatigue bolt
11 Compression ring
12 Oil control ring
20 Piston pin bore
“Differential piston” Compared to the remaining running surface, the piston crown (9) has a
somewhat smaller diameter. Pistons of this design are called differential
pistons. An explanation on the purpose of the step can be found under the
following point ”Cylinder liner”.
Piston rings The upper and lower parts are connected with one another using
anti--fatigue bolts (10). There are 3 compression rings (11) and an oil
control ring (12) to seal between the piston and the cylinder liner. The 1st
compression ring has a chrome--ceramic coating. The 2nd and 3rd rings
are chrome coated. All the compression rings are arranged in the
wear--resistant and well cooled steel crown.
Piston pin The piston pin (20) is on a floating bearing in the piston and fixed axially to
the safety rings. There are no bore holes to affect the formation of an oil
film or rigidity.
Cylinder liner
Cylinder liner/backing ring/top The upper area of the special cast iron cylinder liners (15) is surrounded
land ring by a spheroidal graphite iron backing ring (see Fig. 10 ). This is centred in
the crankcase (4). The lower area of the cylinder liner is guided by the
diaphragm of the crankcase. There is a top land ring on (14) the cylinder
liner join.
The division into 3 components, i.e. into cylinder liner, backing ring and top
land ring means the best possible design with regard to safety from
distortion, cooling and the guarantee of minimal temperatures of certain
parts.
Figure 10. Cylinder liner, top land ring and backing ring
Combined effect of differential The top land ring (14) which protrudes opposite the cylinder liner bore hole
piston/top land ring works together with the recessed piston crown (9) of the differential piston,
so that any coke coatings on the piston crown do not come into contact
with the running surface of the cylinder liner (15)(see Fig. 11 ). This thus
avoids bare polished areas on which lubricating oil adheres badly.
2 Backing ring
9 Piston crown
14 Top land ring
15 Cylinder liner
Figure 11. Combined effect of top land ring and differential piston
Cooling The cooling water reaches the cylinder liner via a pipeline which is
connected to the backing ring. The water cools the upper part of the
cylinder liner, flows through the bore holes in the top land ring (jet-cooling)
and flows through holes in the backing ring back to the cooling chambers
of the cylinder head. The cylinder head, backing ring and top land ring can
be drained as one.
The top land ring, cylinder liner and cylinder head can be checked for gas
tightness and cooling water leakages using the bore holes in the backing
ring.
Figure 13. Steps in removing the cylinder liner - top land ring/piston/cylinder liner (here engine L 32/40 -- applies in principle to
larger engines also)
The cylinder heads are made from spheroidal graphite iron. They are held
against the top land ring by eight stud bolts. The strong floor of the
cylinder heads cooled by bore holes as well as the inner part strengthened
with ribs guarantee a high degree of designed strength.
Valves in the cylinder head The cylinder head has 2 inlet (16) and exhaust valves (17). The exhaust
valves are built into the valve cages (19). In addition, there is 1 starting
valve, and also 1 indicator valve and (in marine engines) 1 safety valve in
each case. The fuel injection valve (18) is positioned between the valves in
a central location. It is surrounded by a sleeve, the lower section of which,
1 Cylinder head
16 Inlet valve
17 Exhaust valve
18 Fuel injection valve
19 Valve cage
Connections The connections between the cylinder heads and the exhaust pipe are
made with the help of quick--acting closures.
Rocker arm casing/valve drive The cylinder head is locked upwards by the rocker arm casing and a
cover, through which the valves and the injection valve are easily
accessible (see Fig. 15 ).
Figure 15. Rocker arm casing (inlet valve on left, exhaust valve on right)
Arrangement of the camshaft The camshaft drive is integrated in the crankcase (see Fig. ). It is
drive and the intermediate placed on the coupling end between the first main bearings. The drive of
wheels the camshaft wheel is carried out over two spur toothed intermediate
wheels through a gear rim on the crankshaft (1). The first intermediate
wheel has a large rim gear on the drive side and a small one on the power
take–off side. The second intermediate wheel drives the camshaft (2) over
a press–on wheel.
1 Crankshaft 2 Camshaft
The intermediate wheels run on axes which are inserted and screwed from
the outside.
Lubrication oil supply The bearing bushes of the cogs are supplied with lubrication oil by the
axes which supply the meshing using spray nozzles.
Camshaft
Camshaft The engine has two off two or more–part camshafts, which activate the
gas exchange and the injection pumps (see Figure ). The cams are
shrunk on hydraulically. The connection of the shaft pieces is established
using conical sleeves.
The camshafts are together with the cam follower shafts and the cam
followers in a shaped trough. The bearing caps of the camshafts are in a
vertical arrangement. The bearings are two–component bearing shells.
There is one injection (3), one intake (4), one
exhaust (5) and one starting cam (6) per cylinder (see Figure ).
Thrust bearing There is one axial bearing in each case for longitudinal positioning of the
camshafts. These are arranged on the coupling end.
3 Injection cam
4 Inlet cam
5 Exhaust cam
6 Starter cam
7 Pulse pipe of the
starting air pilot valve
8 Rocker arm
9 Eccentric shaft
Valve drive
Camshaft cam follower push– The push–rod drive for the inlet and exhaust valves is carried out by the
rods camshaft by means of inlet and exhaust rockers (8), which are carried on
short shaft pieces and pick up the cam movement through a coil (see Fig.
).
Activating the valves The movement of the inlet valve push–rod is transferred through an
articulated lever to the valves. The exhaust valves are driven via an
intermediate lever. The rocker arms are carried in the casing on full
floating axles (see Fig. ).
Valves
Valves/valve guides There are two inlet (11) and 2 exhaust valves (12) per cylinder head. They
are guided by pressed–in valve guides (15) (see Figure ). The exhaust
valves are arranged in valve cages. This facilitates maintenance work.
10 Cylinder head
11 Inlet valve
12 Exhaust valve
13 Injection valve
14 Valve cage
15 Valve guide
Valves/seat rings The exhaust valve cone and the associated seat ring are equipped with
armouring (see Figure ). The exhaust valve cage is cooled using water.
Valve rotator The inlet valves (11) are turned using valve rotators (see Fig. ). The
exhaust valves (12) have propeller blades on the shaft above the plate
which turn the valves using the passing gas flow. The rotation is enabled
by the thrust bearing at the valve shaft end.
Speed governor
System components The mechanical-hydraulic speed and performance control system consists
of the mechanical speed governor with the hydraulic final positioning
device (16), the remote speed adjuster and the stop device (see Fig. ).
The speed sensors (31) are required for the emergency shut–down.
16 Speed governor
17 Connector
18 Control shaft
31 Speed sensor
Working principle Using the mechanical speed governor, or the electronic control device, the
difference between the target speed and the actual value is evaluated.
Where there is a discrepancy, the connecting rod (17) is moved
hydraulically and thus the control shaft (18) and the control rods of the fuel
injection pumps are moved, i.e. the amount of fuel injected into the
cylinder is changed.
Using the injection timing adjusting device, the injection timing can be
adapted to different fuel qualities. The eccentric shafts which are
connected to each other by means of a propeller shaft are turned, and the
cam followers of the injection pumps are pushed in the direction of early
or late. The activation is carried out either mechanically (see Fig. ) or
electrically. See also section 2.4.5.
Arrangement/drive The fuel injection pumps (see Fig. and ) are arranged on the control
shaft trough. The drive through the fuel pump cams is carried out using
cam followers (8). The stroke movement of the cam follower is transferred
to the spring–loaded pump piston (22) via a tappet with a roller (33).
Method of operation The fuel is fed to the pump cylinder (19) in the middle area through an
annulus. The baffle screws (20) are also arranged there. They can be
Charge setting The quantity to be pumped is achieved in accordance with the required
performance–speed combination by turning the pump piston and the
control edges. This can be done using a sleeve toothed on the outside
which grips the smooth shoulder of the pump piston. The sleeve is turned
by the toothed regulating rod (23) (see Fig. ). Each fuel injection pump
has an air activated emergency stop piston. The depth of the end cover
limits the available performance.
Fuel is prevented from entering the lubrication oil by a leakage fuel pipe
under the baffle screws
Charge/regulating rods
Final positioning device activa- The filling rods are activated by the speed governor or the associated final
tes control shaft positioning device. Its leverage movement is transferred to the control
shaft (18). This is in bearing blocks, which are screwed to the crankcase
outside the injection pumps. The rotation moves the control rods (23) of
the injection pumps (30)
(see Figure ).
18 Control shaft
23 Regulating rod
24 Articulated lever
30 Fuel injection pump
Articulated lever Due to their spring loaded rocking mechanism, the articulated levers (24)
can stop as well as start the engine when the regulating rod is blocked.
Charge display The position of the rods can be displayed using signals which are created
by an inductive position pick–up.
Injection pipes
The fuel is conveyed to the injection valves through the fuel injection pipes
with protecting tubes (25). Any fuel which emerges is collected in the
protecting tube and transferred away through a common leakage fuel pipe.
Figure 10. Injection pump with fuel injection pipes (here engine L 58/64)
Injection valve
Fuel feed The injection valve (13) is arranged centrally in the cylinder head (see
Fig. ). Fuel is supplied from the control end via a lance (26) which
leads through the cylinder head (27) and is screwed to the nozzle body
(28) (see Figure ). The fuel is injected straight into the combustion
chamber (29).
26 Lance
27 Cylinder head
28 Nozzle body
29 Combustion chamber
32 Injection nozzle
Cooling The injection valve is cooled using water (as a rule) or diesel oil. Coolant
entry and exit lie in the centre area of the valve. Water is supplied and
removed separately from the cylinder cooling system by means of pipes
Supercharged system/turbocharger
1 Turbocharger
2 Diffuser
3 Charge air cooler
4 Charge air pipe
5 Exhaust pipe
A Fresh air
B Exhaust
The fresh air induction is carried out through an effective sound damper
(8) or air intake fitting. The rotor of the turbocharger runs on both sides in
rotating plain bearing bushes (9) These are connected to the lubricating oil
system of the engine.
The fresh air sucked in and compressed by the turbocharger (1) goes
through a double diffuser into the casing before the charge air cooler (3)
(see Fig. 1 ). In the charge air cooler or (in the case of stationary
installations) in an air--to--air cooler, it is cooled down and fed through the
charge air pipe (4) to the cylinders. The charge air cooler is designed in
two stages for impinging with fresh water.
The charge air pipe consists of cylinder--length sections. These are joined
together with special clips and are screwed onto the cylinder head
cover.
Figure 3. Clips
The exhaust pipe lagging consists of elements, each extending over one
cylinder. The sheets have insulating mats on the inside and they can be
removed after loosening a few screws (see Fig. 5 ).
Lubricating oil inlet/lubricating All lubrication points of the engine are connected to a common hydraulic
oil route oil string. The lubricating oil inlet flange is located at the free end of the
Other stub pipes supply the camshaft bearing, the cam followers, the
injection pumps and the rocker arms.
The spray nozzles for the camshaft drive cogs, the turbocharger and the
speed governor are supplied with oil from a distributing pipe on the
coupling end.
The lubricating oil system is equipped with a pressure control valve which
keeps the oil pressure before the engine constant, independent of the
engine speed. See also section 2.4.6.
Lubricating the cylinder liners The lubrication of running surfaces of the cylinder liners is carried out
using splash lubrication and oil vapour. The piston ring package is supplied
with oil from below via bore holes in the cylinder liner. The electric oil
pumps arranged on the opposite side to the coupling, which suck
lubricating oil from the distributing pipe and conduct it to hydraulically
controlled block distributors to the individual lubrication points, serve this
purpose. (see Figure 6 ).
Figure 6. Feed pump and block distributor on the opposite side to the coupling
Lubrication of the valve seats Two comparable pump-distributor units are arranged on the coupling end.
They serve the purpose of lubricating the valve seats. The infed oil is
sprayed into the intake channels.
Fuel pipes
Fuel inlet/fuel return The engine is supplied with fuel via distribution pipes arranged outside
each of the injection pumps. The injection pumps are supplied with fuel
from these pipes. Superfluous fuel is collected in parallel return distribution
pipes. The connections of both pipes lie at the free end of the engine. The
pressure maintenance valve is also arranged there if necessary. The
buffer pistons at the end of both distribution pipes reduce shock pressure
in the system. The pressure maintenance valve in the fuel return pipe
keeps the system on the side of the engine under pressure, so that no
vapour bubbles arise.
The fuel collection pipes are heated by the steam flow pipe situated in the
middle. The steam return pipe heats the leakage oil pipe which is used to
take away leakages. See also section 2.4.3.
The following are cooled: the The charge air cooler level 1 (HT) is supplied with fresh water and the
cylinders, the charge air cooler, backing rings of the cylinder liners and the cylinder heads are supplied
the injection nozzles with the outflow water. The charge air cooler level 2 (NT) can be impinged
with fresh water, raw water or sea water. The cooling of the injection
nozzles is carried out through a separate fresh water system (see Fig.
7 ).
10 Cylinder cooling
13 Backing ring
22 Supply line to the
charge air cooler
Cooling water inlet/Cooling wa- The cooling water drains of charge air cooler level 1 are merged in the
ter return cylinder cooling water supply pipe (usual arrangement -- other
connections possible). This is positioned together with the return pipe in
the V chamber above the crankcase. The following are cooled with water
from the supply pipe:
- the upper part of the cylinder liner,
- the bore holes of the top land ring and
- the cylinder head with the exhaust valve cages.
Route of the cylinder cooling Cooling of the cylinder head (16) occurs away from the annulus around the
water base of the cylinder head (see Fig. 8 ). From here, the water flows
through bore holes in the annulus between the injection valve gun and the
inner part of the cylinder head. From this annulus, the remaining large
cooling chambers of the cylinder head are filled and the exhaust valve
cages are cooled. The water is drained via the upper area of the cylinder
head by means of a transitional piece to the backing ring. The return pipe
conducts the heated water back into the system.
The distribution pipes for the injection valve cooling water system are
behind the cylinder head covers. Stub pipes lead to the upper surfaces of
the cylinder heads. See also section 2.4.7.
Venting/drainage Permanent venting pipes are connected at the uppermost points of the
cylinder heads and the charge air cooler. The draining of the cylinder
heads and backing rings can take place via distribution pipes behind the
fuel injection pumps.
The water which is produced through compressing and cooling the air after
the charge cooler, and is also produced in the charge pipe, is discharged
through external pipes. This occurs through a drainage valve (float valve)
and an overflow pipe which must be monitored.
Crankcase venting
Venting valve The crankcase venting connection (17) is at the end of the crankcase (on
the opposite side to the coupling) (see Figure 9 ). The pipe section with
the inside fitting serves the purposes of evening out the pressure to the
atmosphere. Excess pressure in the crankcase is released by lifting the
curved valve shell. On the other hand, the bearing shell prevents inflow of
air in the case of an engine fire. Oil from leakages which has collected in
the fitting is fed back to the crankcase.
Relief valve Additional relief valves are arranged in the covers of the crankcase. They
permit fast release of pressure in the case of an explosion in the engine.
Starting device
The engine is started using compressed air. It is fed into the impinged
cylinder and presses the piston down. Before reaching the bottom dead
centre, the flow of air is interrupted and the process continued with the
next cylinders. This continues until the ignition speed is reached.
Main starter valve The connection from the air bottles to the starting valves in the cylinder
heads is opened/closed by the interposed main starter valve. To activate
these valves, control air pipelines and control valves are required. The
main starter valve is located on the free end of the crankcase (see Fig.
10 ). The starting air pipe is situated above the cylinder cooling water
pipes.
Starting valve Stub cables lead from the starter air line to the starting valves in the
cylinder heads. The opening and closing of the starting valves is triggered
by piston valves whose setting is affected by the starting control damper.
Starting control damper The starting control dampers are located next to the fuel injection pumps.
See also section 2.4.2.
Ships’ engines: Standardised The control and monitoring of modern ships’ engines is carried out using
control box pre--produced system components built into a control box. Dependent on
any delivery specification restrictions, this includes the following
components:
- Remote control system with a device for manual remote
starting/remote stopping, including start blocking/start release and
clutch control,
- security system including, amongst other things, devices for
manual/automatic emergency stop, automatic power reduction and
override command,
- alarm system with limit value monitoring, open--circuit monitoring and
equipment failure monitoring,
- display system for operational values and operational statuses (see
Fig. 12 ) and
- diverse controls for accessory apparatus such as for the charge
bypass, cylinder lubrication, temperature control, etc. as well as
- serial interfaces to ship alarm installations (log printer, shared alarm,
hooter, etc.) and to the MAN B&W engine diagnostic system, EDS.
Indicator board for operation The data processing for these input and output signals takes place in
and monitoring programmable compact controls. Using an indicator board (operator
station) (see Fig. 13 ), built into the control box door, the engine can be
operated and monitored and the constructed functions can be controlled.
To do this, there are two keypads and a display. The display shows
operation values and operation and control statuses in plain writing.
Figure 13. Indicator board (operator station) with keypads and display
Arrangement variants Should the control box not be in the engine control room but in the engine
room, the operator station can be built into a desk in the machine control
room.
The connection between the main engine terminal box and the control box
is made using ready--made collective cables which can be plugged in at
both ends.
Stationary engines ... With stationary installations, this pre--produced system which can be
tested in part with the engine is only used on occasion. It is natural here to
combine the control and monitoring part of the engine with that of the total
installation and to leave it up to a supplier. Therefore generally only one
terminal box is supplied with the desired controls for the accessory
devices.
This device serves the purpose of blowing off charge air into the engine
room before or after the charge air cooler is removed. In certain situations,
it restricts the ignition pressure at full load or overload. See section 3.5.
This device supports the increase in boost pressure under partial load of
main marine engines. It consists essentially of a connecting pipe between
the charge air pipe and exhaust pipe, which can be controlled by a flap.
Using the adjusting device, the injection timing can be adapted to different
fuel qualities. This can take place using a manual or an electric drive
mechanism. Adjusting the injection timing influences the ignition pressure.
The device enables a slow turning of the engine over approx. 2 revolutions
with the aim of testing whether all the cylinder cavities are free of fluids for
starting. The device is based on the available starting system and works
with a reduced starting air pressure of approx. 8 bar.
Rigid bearings -- indirect elastic The bedding of the engine on the foundations is carried out in the simplest
bearings -- semi--elastic bearings manner by using a rigid connection for both fixed installations and ship
-- elastic bearings installations.
Figure 2. Two--part casing on the free end for crankshaft extension without built--
on pumps
The standard unit, arranged on the free end, is required for driving cooling
water and/or lubricating oil pumps. It consists of a cog which is fastened in
front of the torsional vibration damper on the free end of the crankshaft.
2 cooling water pumps (282) and 2 oil pumps (284) can be added.
The oil pumps, a regenerative gear pump, is fitted in the casing below on
the free end. The drive wheel engages the spur wheel fitted on the
crankshaft end in front of the vibration damper.
The cooling water pumps are single stage centrifugal pumps with
independently lubricated bearings and are built into the casing on the free
end at the top. The drive occurs through the spur wheel on the camshaft
end.
Figure 4. Pumps fitted on the engine (cooling water top/lubrication oil bottom)
The temperatures of the main bearing are recorded just under the bearing
shells in the bearing caps. Oil--tight fitted resistance temperature gauges
are used (Pt 100) (see Fig. 5 ). The measurement cables run in the
crankcase up to the height of the cable channel at the exhaust end and
then run to the outside to terminal boxes.
The exhaust route The exhaust leaves the cylinder head on the opposite side to the charge
pipe. It is collected in the exhaust manifold (18) and fed to the turbine side
of the turbocharger. Thermoelements in the cylinder heads both before
and after the turbocharger are used for monitoring the temperature. The
exhaust manifold consists of cylinder--length elements. The connection to
the cylinder head is made using a clamping connection. To connect with
one another and to the turbocharger, corrugated tube compensators are
used. The exhaust gases flow radially away from the turbine wheel.
Condensed water On the casing of the charge air cooler and at the start of the charge pipe,
there are connected condensation water pipes. Any water occurring is led
through the float valve (16). The blockable overspill pipe (17) must be
monitored on site.
Cleaning the charge coolers On the air side charge-air coolers can be cleaned with cleaning fluids
without dismantling. To do this, blind disks must be inserted after the
turbocharger and before the charge pipe. These are part of the special
tools.
Cleaning the turbocharger: There are nozzles (19) fitted in the intake casing and the sound dampers
the compressor side using water for the regular cleaning of the compressor wheel and compressor casing.
Water is sprayed in through the nozzles. The cleaning effect results from
the high impact speed of the drops of water compared to the rotating
wheel.
Figure 2. Compressor cleaning using charge air (left) or pressure spray (right)
The water is either filled into the tank (21) and blown out using the charge
air pressure to connection A (variant 1 in Fig. 2 ) or is used to fill a
pressure spray (22), placed under pressure using an air pump (23) and
displaced by a cushion of air (variant 2).
Cleaning the turbocharger: Cleaning the turbine side is preferably carried out using water (see Fig.
the turbine side using water 3 ). The water is sprayed into the exhaust manifold in front of the
or using solid matter Alternatively or additionally, cleaning can take place using soft, granulated
material. The cleaning agent is blown using compressed air to the same
point (C) in the exhaust manifold.
3 Turbocharger
C Turbine cleaning
J Exhaust from engine
D Waste water
”Jet Assist” acceleration device The ”Jet Assist” acceleration device is fed by the 30-bar compressed air
system. The flow of air is fed to the compressor casing and directed to the
compressor wheel through bore holes (30) distributed around the outside.
In this way, the volume of air is increased and the turbocharger
accelerated which results in the desired increase in charge pressure. See
section 3 -- “Adapting the engine to ...”
The pressure and throughput are set using the reducing valve and the
choke cover (31). Control guarantees that sufficient air is available for
starting procedures (see Fig. 4 ).
4 Compressor
5 Turbine
30 Flow hole
31 Choke cover
M Compressed air
O Control air
Charge air blower The charge air blower (variant 1 in Fig. 5 ) is used to improve the partial
load performance of the engine (see also section 3.5.8). When the
butterfly valve (40) is open, charge air flows through the blower pipe (41)
into the exhaust pipe. This leads to an increase in turbine performance
and a resultant increase in the charge pressure. The valve is activated
using a control cylinder (42) impinged with control air.
3 Turbocharger
40 Butterfly valve
41 Blower pipe
42 Control cylinder
43 Relief pipe
Tip! For explanations of the symbols and letters used, see section 5.
Compressed air is required for starting the engine and for a number of
pneumatic controls. For starting, $ 30 bar is required. For the controls, 30
bar, 8 bar or lower pressures are required.
17 Booster servomotor
22 Fuel injection pump
23 Emergency stop piston
(shut--off piston)
28 Camshaft
34a Speed governor,
mechanical
34b Speed governor,
electronic (not started
with compressed air)
35 Admission rods
Compressed air route The compressed air flows via pipe 7171 to the main starting valve (7) (see
figure 1 , 2 and 3 ) and via pneumatically controlled starting valves
(13) to the cylinders. To ensure problem--free operation of the control
valves if the pressure in one of the compressed air tanks is reduced due to
previous starting operations, marine main engines also have a second
7172 compressed air connection. Control air can be supplied from a
separate compressed air tank via this connection. Non--return valves
prevent pressure compensation.
If the shut--off valve on the compressed air tank is open, compressed air
will flow to the main starting valve (7) and through the pipe (8) to control
valve M317 (9). At the same time, compressed air will flow through air filter
M462 (2) and the pipe (1) to pilot valve M329/1 (26), the emergency stop
valve M329/2 (19) and blocking valve M306 (turning gear) (25) (see figure
1 ).
13 Starting valve
30 Cylinder head
31 Inlet valve
32 Exhaust valve
36 Backing ring
37 Top land ring
If blocking valve M306 (25) is open, i.e. the turning gear is disengaged and
starting is not blocked from the safety control system (only in the case of
stationary engines), the air will flow on to pilot valve M329/1 (26). As soon
as a starting command is received from the automatic system or the
control station (16), it can switch to feed--through and open up the route to
the starting air pilot valves (21), control valve M317 (9) and the booster
servomotor (17). In case of an emergency, pilotvalve M329/1 (26) can
In the case of V-type engines, only the A series is fitted with starting val-
ves.
Starting air pilot valve According to the setting of the camshaft (28), the air vent of the starting
air pilot valve (21) on one cylinder is covered by the starter cam (27) (see
Fig. 6 ). Thus a piston in the starting air pilot valve opens the passage,
and air flows over the control pipe (15) to the starting valve affected and
opens it. The compressed air present flows into the cylinder and presses
the piston down, i.e. the crankshaft starts to turn. When the starter cam
moves out of the area of the pulse pipe, the starting air pilot valve (21) clo-
ses, the air feed is interrupted and the pipe (15) is vented. The start pe-
riods of individual cylinders overlap in order to guarantee certain starting at
each crankshaft setting.
Admission limit The admission limit during the start procedure and shortly after the start is
controlled in normal mode by the governor from the automatic device and
in emergency mode manually directly on the governor.
Flame trap A flame trap is installed in each branch pipe (14) in order to prevent the
flashback of flames if the starting valve is damaged.
Drainage A relief tap is fitted at the lowest point of the pipe connecting the
compressed air tank to the feed pipe (6). This tap must be opened at
regular intervals in order to release any condensed water from the pipes. It
is also used for venting the pipes before assembly work. The relief tap on
the main starting valve serves the same purpose and is arranged parallel
to the relief pipe of the venting valve.
Relieving the pipe Before starting maintenance work, the relief tap must be opened. This
before assembly work prevents pressure building up in front of the main starting valve through
leaks in the pressure vessel shut--off devices.
Emergency stop There is an emergency stop device for the fastest possible stop to the
engine in the case of an emergency. When operated, the emergency stop
Blow through Before starting the engine, the combustion chambers must be blown
through using compressed air. This is done by initiating the start procedure
with open indicator valves. In doing so, admission to the fuel pumps must
be at zero/the emergency stop button must be depressed.
Turning over with slow-turn In the case of engines which are started in automatic operation, the
device opening of the indicator valves is not guaranteed. Before starting, the
slow-turn device is activated. This is carried out by control valve M359.
Figure 1. Fuel diagram (figure shows engine L58/64 -- applies also to L+V 48/60)
The fuel is fed from a free-standing pump through a filter into the
distributor pipe (3) (see Fig. 1 ). From here, an supply pipe (11) branches
to each fuel injection pump (15) with a stop cock (10) (see also Fig. 2 ).
The return of excess fuel is carried out through the manifold (1) which is
also connected through return pipes (13) with stop cocks (14) to the
injection pumps. In this way, each individual pump can be blocked from the
fuel inlet and removed without the whole pipe system having to be drained.
Buffer piston A small venting pipe (6) is connected to the manifold (1) so that no air
cushions can form. The buffer pistons (16) attached to the pipes (1 and 3)
dampen the shock pressures which occur in the pipes (see Fig. 3 ).
Pressure control valve The excess fuel flows back over the pressure control valve (17) at the end
of the manifold to the mix container (see diagram, Fig. 1 ). This
arrangement means that pre-heated fuel can be pumped around to warm
the pipe system and the fuel injection pumps before starting the engine.
Heat pipe The heat pipe (2) for the heavy oil mode arranged between the distributor
and the manifold is also used for compensating heat losses. The heat
return pipes serve the purpose to heat the leakage fuel pipe.
Fuel injection pipe/ The fuel injection pumps (15) feed the fuel in the injection pipes (12) to the
Leakage fuel pipe injection valves (5) (see Fig. 4 ). The leakage fuel (B) running from the
injection valves and fuel injection pumps is collected in the leakage
collector pipe (4) and fed to the manifold (8) at the foot of the fuel injection
pumps (see diagram, Fig. 1 ).
With automatic installations, the injection pipes (12) are monitored for
leaking fuel. For this purpose, the injection pipes are encased. The leaking
fuel resulting from untight screw fittings or damaged pipes runs into the
sleeve pipes to the leakage collector pipes (9) and on to the leakage
collector pipe (7). It is possible to attach to this pipe a container with level
monitoring to trigger an alarm.
Pressure system The higher end temperature required of high viscosity heavy oils needs a
(for ships’ engines) pressure system to prevent de-gasing problems in which the system
pressure is 1 bar above the evaporation pressure of water. All components
between the feed pump (23) and the pressure control valve (31) as well as
the mix container (29) are under this pressure (see Fig. 5 ).
Heavy oil route One pipe leads to the three-way cock (33) from each of the operating
containers for heavy oil (19) and diesel oil (20). From there, the fuel flows
through the double filter (21) to the feed pumps (23) and through the
automatic filter (25) or the reserve filter (26) to the mix container (29). It
flows on through the booster pump (30), the final pre-heater (32), the
viscosity measuring and control device (36) and the double filter (37) to the
distributor pipe on the engine.
Figure 5. Fuel system, installation side (pressure system for ships’ engines)
Switching over from diesel to Using the three-way cock (33), it is possible to switch from diesel to heavy
heavy oil mode and vice versa oil modes and back again. The return pipe (35) and both shut-off valves
(39 and 40) allow the return of diesel oil to the diesel oil service tank (20).
The required system pressure is set and maintained at the pressure
regulating valves (24 and 31). When the feed pumps are running with the
engine out of operation, the whole delivery is fed through the pressure
regulating valve (24) back to the inlet side of the pumps. In this way, the
cooler (22) built into the return pipe prevents excessive heating of the fuel.
In normal cases, the automatic filter (25) is used as the operational filter.
The reserve filter (26), which has to be cleaned manually, should only be
used if the automatic filter should fail (maintenance, repair). In the mix
container (29), the diesel oil located in the tank after converting from diesel
oil to heavy oil is mixed with the subsequent heavy oil until only heavy oil
is present in the system. The reverse happens on switching from heavy oil
to diesel oil. In this way the transfer from one type of fuel to the other and
the associated temperature change is achieved slowly. In addition, during
commissioning the gas-air mixture present in the system collects in the
mix container (29). The necessity for manual degasing is indicated by
means of a float switch which triggers an alarm in good time. The final
pre-heater (32) and viscosity measurement and control device (36) are
used in heavy oil operation to maintain the fuel temperature required for
the prescribed injection viscosity.
Excess fuel Only part of the fuel supplied is used by the engine. The excess is fed
back to the mix container (29) through the return pipe (35). In the case of
prolonged diesel operation, the shut-off valves (39 and 40) must be
switched so that excess diesel oil flows back through the pressure
regulating valve (31) and the return pipe (38) to the diesel oil service tank
(20). In this way the diesel oil can be heated reliably (see also sheet
3.4.1).
Flushing the systems The three-way cock (34) and the flush pipe (27) allow the heavy oil present
in the system to be flushed out using diesel oil. For this purpose, the
three-way cock (33) is set to diesel mode and the three-way cock (34) set
to flush and 1 pump for each (23 and 30) are maintained in operation until
the system is filled with diesel oil. The fuel flowing out is led to the service
tank for heavy oil (19).
Open system With stationary engines, the demands on the system reservoir are not
(for stationary engines) quite so great as in ship installations. Here a so-called open system is
generally used. All components between the feed pump (44) and the
pressure control valve (17) are under the required system pressure (see
Fig. 6 ). The mix container (42) is depressurized.
Figure 6. Fuel system, on the installation side (open system for stationary engines)
Tasks/contexts
The most important tasks The following tasks have to be carried out in the context of engine power
and engine speed:
- parameters have to be changed or
- kept constant,
- there must be certain reactions to disturbances,
- values must be limited and
- if there are several engines in an installation, then these have to be
balanced to one another.
Systems involved These tasks cannot be managed by one element/one system alone.
Depending on the design of the installation, the following are required in
different levels of completeness:
- a speed and power limitation system,
- a speed and power control system, possibly
- a synchronization system,
- a load distribution system and
- a frequency control system.
Everything is carried out through It is only possible to actively influence the engine speed and the engine
the filling setting. power through the capacity setting of the fuel pumps. This is done using
the control rod assembly and the speed governor. Certain capacity
settings (filling settings) produce,
- in engines which drive generators, a certain power point on the
(constant) nominal speed line -
f A Pvar / nconst;
- in the case of engines which drive fixed propellers, a point on the
propeller curve and
- in the case of engines which drive adjustable pitch propellers, a point
on the combiner curve/in the propeller characteristic diagram.
In these two cases, the following applies:
f A Pvar / nvar.
Speed and power control system The speed and power control system compares the actual speed to the
target speed. To do so, an actual value must be recorded and a target
value or, under certain circumstances, a selected target value, must be
stated. The controller determines the required correction signal. In
addition, through its setting it establishes the reaction ratios of the control
and it limits speeds and thus power.
Synchronization device A synchronization device is required in engines which drive rotary current
generators. Rotary current systems may only be interconnected if
frequencies (speeds), voltages and phase position agree and if the energy
producing engines have the same power efficiency. The first conditions
must be created by influencing the generator (voltage) and the engine
(frequency/speed and phase position). The second condition must be
fulfilled by conscientious setting of the speed governor.
Frequency control system The load distribution system is usually combined with a frequency control
system in generator units. In this, the busbar frequency must be compared
to the pre-stated frequency (e.g. 50 Hz or 60 Hz) and, in the event of
discrepancies, compensated through pulses on the speed controls.
Components The hydraulic speed and power control system -- or, more simply named,
the speed controller -- is used mainly in stationary installations and
consists in a restricted sense of the remote speed adjuster (setpoint
generator), the mechanical speed governor (4) with the hydraulic final
positioning device and the stop device (see Fig. 1 and 2 ). When used
in main ship’s engine, this list also includes the fill limits.
2 Pulse detector
4 Speed governor with
final positioning device
5 Rods
6 Control shaft
12 Inductive position pick-up
14 Booster servomotor
15 Tacho machine
Arrangement The speed governor is located on the coupling end. It is driven by the
control shaft drive and is mechanically connected via the rods (5) to the
control shaft (6) of the fuel injection pumps (see Fig. 2 ). The actual
speed governor is located on the hydraulic final positioning device (4). The
booster servomotor (14) supports the final positioning device. It assures
the oil pressure necessary for starting the engine. The remote adjustment
and stopping device is installed either on the engine or remote from it, as
required.
17 Speed spring
18 Governor weights
The force of the governor weights attempts to lift the slide valve whilst the
force of the speed spring works against this. When the engine is running
at a constant speed, the forces are counterbalanced and the governor
weights are vertical. Any change in the balance of forces leads to a
movement in the slide valve. This movement is converted into a rotation
and thus moves the control rods of the fuel pumps. This changes the
amount of fuel injected into the combustion chambers.
Articulated lever The control rods of the fuel pumps are connected to the control shaft using
articulated levers. The articulated lever is designed so that it can bend in
either direction of movement if a certain controlling torque is exceeded
(see Fig. 4 ). This means that a jammed control rod or a control rod pump
piston unable to rotate cannot block the other fuel injection pumps.
Normally, the divided lever is held in its bearings by an extension spring.
1 Control shaft
2 Articulated lever
3 Tension spring
4 Adjustable joint rod
5 Control rod
(shown in rotated
position)
Figure 4. Effect of the articulated lever (a Starting position, b Control rod blocked in ZERO position, c Control rod blocked in
FULL position)
Starting and accelerating On starting and accelerating the engine, certain amounts of fill must not be
(fill limit) exceeded, e.g. to guarantee an accelerating which is as free as possible of
smoke, or manoevring without overstraining. To do this, the charge air
pressure is fed directly into the limiting device in the speed governor.
Stopping the engine Normally, the engine is stopped on setting the charge back to ”Zero”. This
can be done using the remote control device or at the operator’s stand.
Emergency shut-down In cases of emergency, the engine can be stopped by feeding control air to
the emergency stop piston of the fuel injection pumps (see section 2.4.2).
Charge display/charge sensor At the end of the control shaft, its deflection is transfered to an inductive
position pick-up (12) (see Fig. 2 ). In this way, 4-20 mA signals are
created, which permit a remote display or another type of processing. At
the control rods of the fuel injection pumps, the charge can be read off the
impressed scale.
22 Oil cooler
23 Switch-over device
(mechanical --
electronic)
Arrangement/Mode of operation Three pulse detectors are arranged radially to the camshaft drive, two of
which supply the actual speed value to the electronic control device (see
Fig. 6 ). The third is used to check the engine speed for the emergency
shut-down.
In the electronic control device, the difference between the actual and
target speeds is evaluated. In this, the amount and the direction of the
deviation, the duration and the speed of change is taken into
consideration. As a result, a correction signal is transferred in the form of
an electric variable to the final positioning device and there converted,
using an electro-hydraulic converter, into the force required to adjust the
filling rods.
Starting and accelearting (fill The limit curves can be freely programmed in the controller. This is done
limit) using a small programming device or at the generator itself.
Stopping the engine On stopping, electronic impulses are fed to the control electrics. In cases
of emergency, the engine can be stopped by feeding control air to the
emergency stop piston of the fuel injection pumps (see section 2.4.2).
Functioning The cam follower (6) which transmits the cam movement to the injection
pump is supported on the eccentric shaft (7) (see Figure 2 ). The
torsional action can take place by means of a worm gear pair (10) (see
Figure 1 ). This changes the position of the cam follower in relation to the
camshaft (8).
Adjustment of Depending on the direction in which shifting takes place, the injection
injection timing timing is brought forwards or set back. By these means, the injection
timing can easily be adapted to different fuel qualities. By adjusting in the
direction of “early”, an increase in ignition pressure to the design value is
possible in the service field.
On the other hand, by adjusting in the direction of “late”, in conjunction
with a drop in ignition pressure, there is a considerable reduction in
nitrogen oxide emissions. The relevant setting can be seen on the
graduated collar (3).
Functioning With electrical injection timing adjustment, the worm gear pair (10) is
adjusted by a 3--phase gear motor (9). The engine is arranged in axle
direction and can if necessary be manually operated (see Figure 3 ). In
order to comply with the IMO regulation, two positions can be approached.
These can be defined by two infinitely adjustable end switches (11)
situated on the housing. The full load position is in the “early” field, and the
partial load position in the “late” field.
Brake On the coupling end and the opposite side to the coupling (independent of
cylinder number) of the eccentric shaft, there are hydraulic brakes, which
keep it in position. On the coupling end, the hydraulic brake is in the gear
housing (12). On the opposite side to the coupling, this is placed
separately on the eccentric shaft (17) (see Figure 4 ).
Lubrication oil pipes on the The first main bearing between the coupling flange and the control drive is
coupling end supplied with oil from the distributing pipe (1) and through the distributing
pipe (8). Oil flows on from the distributing pipe through the branch conduits
(12, 14, 15, 16 and 17) to the intermediate wheel bearings (11) and to the
spray nozzles of the meshing. In addition, branch conduits (13) lead to the
camshaft thrust bearings and, where these are present, to the injection
timing adjusting devices. The pipe (18) to the governor drive is connected
to the distributing pipe (6) of cylinder A1.
Lubrication oil pipes per cylinder In addition, there is one pipe (5) connected to the distributing pipe (1) per
cylinder pair, from which, in each case, one distributing pipe (6) leads to
the corresponding cylinder of series A and to that of series B. The
following branch out from these distributing pipes per cylinder: the pipe
(25) to the injection pump drive, two pipes (26) to the camshaft bearings,
the pipe (27) to the cam followers for the valve and injection pump drives
and the pipe (23) to the rocker arms in the cylinder head with a short
branch conduit (24) to the injection pump (28).
In addition, branch conduits (20) lead from the pipes (5) to the bores for
the crankshaft bearing bolts (7) in the cylinder crankcase. This achieves
damping of vibrations in the long bearing bolts. In the upper area of the
cylinder crankcase, the oil flows out of these bores again and flows freely
into the crankcase.
The oil flowing from the rocker arm bearings collects on the respective
cylinder head and flows through the push--rod protecting tube into the
camshaft trough and, from there, back into the crankcase.
Speed governor turbocharger oil If the turbochargers are arranged on the coupling end, the supply pipe (10)
supply, also branches out from the distributing pipe (1). By means of the pressure
from fitted pumps regulating valve (9), the oil pressure for the turbocharger is reduced. If the
turbocharger is to be fitted on the opposite side to the coupling, the oil
supply pipe is also situated there.
The speed governor (19) has its own lubricating oil circulation and is thus
not connected to the lubricating oil circulation of the engine. In marine
engines, a branch conduit leads to the load regulating pilot valves in the
speed governor and a drainage pipe back into the crankcase again.
Where a lubrication oil pump is fitted, the drive bearing of this pump is
supplied with lubrication oil through the branch conduit (29).
Oil sump The oil sump serves as a collecting tank for the lubrication oil dripping from
the bearing points. On the coupling end and the opposite side to the
coupling, on the front surface, drainage pipes are connected through
which the oil flows into the storage container.
Lubricating the The lubrication of running surfaces of the cylinder liners is carried out
cylinder liners‹ using splash lubrication and oil vapour. The piston ring package is supplied
with oil from below via bore holes in the cylinder liner (36). The electric oil
pumps (43) arranged on the opposite side to the coupling, which suck
lubrication oil from the distributing pipe and conduct it through hydraulically
controlled block distributors (46) to the individual lubrication points, serve
this purpose (see Figure 2 ).
35 Cylinder liner
36 Lubrication bore hole
37 Cylinder crankcase
38 Lubrication bore hole
39 Connection pipe
40 Connection pipe
41 Inlet pipe
42 Drainage pipe
43 Oil pump
44 Inlet pipe
45 Drainage pipe
46 Block distributor
47 Proximity switch
48 Drainage pipe
The movements of the main piston of the block distributor are monitored
by a proximity switch (47) and a pulse evaluation device. Superfluous oil
transported is carried through the drainage pipes (45 and 48) back to the
oil pump or through the drainage pipe (42) into the cylinder crankcase (see
Figure 3 ).
Figure 3. Feed pump and block distributor on the opposite side to the coupling
24 Main bearing
cover
49 Crankshaft
50 Resistance tempera-
ture gauge
51 Collection chamber
52 Separator
53 Detector
54 Transmitting LED
55 Automatic control
switch
56 Temperature gauge
57 Air filter
58 Infra--red filter
59 Receiving diode
60 Measured section
61 Air jet pump
62 Control and monitoring
unit
C from the crankcase to
the collection chamber
D from the separator to
the detector
E to the air jet pump
F Air jet
Overview
Circulation/coolant To guarantee the lowest possible thermal stresses, the following must be
cooled
- the components which form the combustion chambers and
(through a separate system)
- the fuel injection valves.
The charge air heated up in the turbocharger is cooled down again using
the charge air cooler (5). This serves the purpose of increasing the air
mass required for combustion.
Prepared fresh water is used for cooling. The charge air coolers are also
cooled using fresh water, and in a few cases using sea water or untreated
water. With two--stage charge air coolers, the first stage has engine
cooling water flow through (high temperature circulation), and the second
stage has fresh water from the low temperature circulation (see Fig. 1 ).
Other circuits are possible.
Figure 1. Cooling water system for engines with two--stage charge air cooler
Route of the cooling water The cylinder water is supplied to the engine by means of a distributing
pipe (5). It is arranged in the V chamber of the engine. The supply pipe (6)
leads from this pipe to the backing ring (9) of each cylinder (see Figure
2 ). The water is carried upwards round the upper part of the cylinder
liner (10) and the top land ring (13) in the backing ring. The
Valve cages The water passages into the exhaust valve cages are sealed with O--ring
seals. In order that leakage in the direction of the combustion chamber is
detected in time, each exhaust valve has a leakage check
bore (20) on the outside wall of the cylinder head.
Drainage For cooling water drainage, open the stop cocks (18) on the outside of
each cylinder row, the stop cocks (2 and 3) of the distributor and manifold
and the stop cock (32) of the injection valve cooling system (see Figure
4 ).
6 Inlet pipe
7 Manifold
8 Drainage pipe
9 Backing ring
10 Cylinder liner
11 Exhaust valve
12 Inlet valve
13 Top land ring
15 Cylinder head
16 Drainage pipe
The fuel injection valves are cooled in their own fresh water circulation.
The cooling water flows to the distributing pipes (33) on the opposite side
to the coupling. It flows through the supply pipes (35) into the cooling
spaces of the injection valves (14) and from these through the drainage
pipes (36) back to the manifolds (34). To monitor the injection valve
cooling system, pressure gauge and pressure switch can be connected at
the inlet.
Charge air cooler Water from two cooling water circulations flows through the charge air
cooler:
- stage I, high temperature water coming from the engine,
- stage II, low temperature water.
Water is supplied and drained in the high temperature circulation using
pipes (23 and 22) (see Fig. 5 ). There are sealing plugs available (21 and
29) for venting and draining. Condensed water which can occur in
considerable amounts in charg air coolers and charge pipes under certain
circumstances is fed to the condensed water discharge (28) through a
float valve. Above the float valve there is an overspill pipe branch which
leads to a tank with level monitoring. The additional condensed water
discharge (24) at the other end of the charge pipe must be opened by
hand if required.
21 Venting screw
22 Drainage pipe
23 Inlet pipe
24 Condensed water
discharge
25 Turbocharger
26 Charge air cooler
27 Waste water drain
28 Condensed water
discharge
29 Drainage screw
I High temperature
circulation
II Low temperature
circulation
Figure 5. Pipes/connections to charge air cooler and turbocharger (in principle also applies to V engines)
The waste water drainage (27) at the lower turbine housing and on its end
surface serve the purpose of draining water out of the gas space. The
connections should be opened when the turbine is cleaned.
A Charge air
B Cooling water
c inlet air temperature
d Charge air temperature
ST Engine speed
GT Fuel pump fill
TE1 inlet air temperature
TE2 Charge air temperature
TC Temperature controller
The charge air temperature is increased continually from a certain inlet air
temperature. The engine speed and the pump fill are taken into
consideration. The control is active in all operational modes in which no
charge air pre--heating takes place.
Designations/work numbers
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Works number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Works number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see the name plate
Turbocharging method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . constant pressure
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Operation/monitoring Correct
Automatic remote control . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Remote control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Central control/unmanned operation . . . . . . . . . . . . . . . ..............
Standard monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Technical data
Service temperatures*
Starting air/control air Starting air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min. approx. 15, max. 30 bar
Control air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8, min. 5.5 bar
Exhaust gas Exhaust gas downstream of turbocharger . . . new condition max. 30 mbar
service condition max. 50 mbar
Cooling water Engine cooling water and charge air cooler, HT . . . . . . . . . . . . . . 3 ... 4 bar
Nozzling cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 ... 5 bar
Charge air cooler, LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ... 4 bar
Fuel oil Fuel oil upstream of engine (pressurised system) . . . . . . . . . . . . . 4 ... 8 bar
* Applicable at rated outputs and speeds. For conclusive reference values, see test run or commissioning record in Volume B5 and “List of
measuring and control units” in volume D.
80 Controlled temperature.
Components from top Rocker arm casing with rocker arms . . . . . . . . . . . . . . . . . . . . . . . . . . . 618 kg
downwards Rocker arm casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 kg
Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1302 kg
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1024 kg
Inlet valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 kg
Exhaust valve with cage and flange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 kg
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 691 kg
Backing ring of cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 829 kg
Top land ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 kg
Piston with connecting rod big end and piston pin . . . . . . . . . . . . . . . . 584 kg
Piston without piston pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337 kg
Piston pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 kg
Connecting rod (conrod shank, connecting rod big end,
big-end bearing cap) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 655 kg
Connecting rod big end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139 kg
Connecting rod shank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289 kg
Big-end bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152 kg
Main bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 516 kg
Main bearing shell (shell half) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 kg
Crankshaft with balance weight . . . . 12V 48/60 . . . . . . . . . . . . . 20018 kg
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14V 48/60 . . . . . . . . . . . . . 22943 kg
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16V 48/60 . . . . . . . . . . . . . 25877 kg
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18V 48/60 . . . . . . . . . . . . . 28812 kg
Balance weight of the crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 525 kg
Crankshaft gear wheel (two parts) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 518 kg
Torsional vibration damper (crankshaft) . . . . . . . . . . . . . . . approx. 6311 kg
Damper mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 1780 kg
Note: Decimal commas are used instead of decimal points, and an ellipsis (”...”) means “from – to”, following German usage.
Erläuterungen Explanations
Die nachstehende Tabelle ist geordnet nach dem The table below has been organised by the MAN sub-
MAN--Baugruppensystem, d.h. nach den fett gedruck- assembly group system, i.e. by the subassembly
ten, in den Zwischentiteln rechts angeordneten Bau- group numbers in bold face entred at the right of the
gruppennummern. intermediate titles.
Toleranzangaben werden aus drucktechnischen Grün- For convenience of printing, tolerances are not given
den nicht wie üblich like
+0,080 +0.080
200 200
+0,055 +0.055
A * -- **
A 480 -0,060 -- --
B -- 0,520 ... 0,660 *
C 375 -0,100 -- --
D -- 0,500 ... 0,760 0,95
* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeits- zone of maximum loading. For criterias of replacement
karte 000.11. see work card 000.11.
A 415 -0,040 -- --
B -- 0,360 ... 0,500 *
C 220 +0,320/+0,250 -- --
D -- 0,250 ... 0,340 0,45
E 220 -0,025 -- --
F -- 1,500 ... 2,100 --
* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeits- zone of maximum loading. For criterias of replacement
karte 000.11. see work card 000.11.
A 220 +0,080/+0,055 -- --
B -- 0,055 ... 0,105 0,12
C 220 -0,025 -- --
* Die Außendurchmesser sind infolge der ballig--ova- * Checking the outer dimensions of the piston is ra-
len Form nur schwer zu kontrollieren. Auf die Angabe ther difficult due to its crowned, oval form. Exact di-
genauer Maße wurde verzichtet, da die Lebensdauer mensions are not listed because normaly the life of the
des Kolbens normalerweise durch den Verschleiß der piston is, in any case, determined by the wear of the
Ringnuten bestimmt wird. ring grooves.
A 8 +0,230/+0,200 -- --
B -- 0,213 ... 0,265 0,60
C 8 -0,013/-0,035 -- --
D 8 +0,200/+0,170 -- --
E -- 0,183 ... 0,235 0,32
F 12 +0,060/+0,040 -- --
G -- 0,056 ... 0,100 0,12
H 12 -0,016/-0,040 -- --
J* -- 0,800 ... 1,200 --
J** -- 0,800 ... 1,350 --
Note: Decimal commas are used instead of decimal points, and an ellipsis (”...”) means “from – to”, following German usage.
Maße A, B, C gültig für Zylinderbuchse, nicht für Dimensions A, B, C apply to cylinder liner, not to top
Feuerstegring. land ring.
Das Maß A wird im oberen Umkehrpunkt des ersten The dimension A is measured at the point of reversal
Kolbenringes quer und längs zur Motorlängsachse ge- of the top ring parallel with and at right angles to the
messen. longitudinal engine axis.
A 689 -- --
B 816 -- --
C 1053 -- --
D 670 -- --
E 1866 -- --
F/G M56x4 -- --
A 185 -- --
B -- 0,159 ... 0,246 *
C 185 -0,029 -- --
D -- 0,168 ... 0,266 *
E 185 +0,237/+0,168 -- --
F -- 0,200 ... 0,450 --
* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeitskarte zone of maximum loading. For criterias of replacement
000.11. see work card 000.11
A 66 +0,062/+0,003 -- --
B -- 0,063 ... 0,141 0,16
C 66 -0,060/-0,079 -- --
D 60 +0,120/+0,100 -- --
E -- 0,067 ... 0,100 0,13
F 60 +0,033/+0,020 -- --
G -- 0,200 ... 0,500 --
A 60 +0,046 -- --
B -- 0,030 ... 0,106 0,11
C 60 --0,030/-0,060 -- --
D 85 +0,094/+0,072 -- --
E -- 0,108 ... 0,165 0,21
F 85 -0,036/-0,072 -- --
G -- 0,400 ... 0,840 --
H -- 0,400 ... 0,740 --
J* -- 0,161 ... 0,243 --
K* -- 0,150 ... 0,500 --
A -- 0,2 +0,100 --
A 10 +0,100/0,080 -- --
B -- 0,130 ... 0,180 --
C 9,95 -0,03 -- --
D 45 +0,062 -- --
E -- 0,020 ... 0,023 --
F 45,2 -0,050 -- --
G 78 +0,046 -- --
H -- 0,030 ... 0,106 0,11
J 78 -0,030/-0,060 -- --
A 90 +0,160/+0,090 -- --
B -- 0,090 ... 0,182 0,21
C 90 -0,022 -- --
D 75 +0,140/+0,120 -- --
E -- 0,081 ... 0,120 0,16
F 75 +0,039/+0,020 -- --
G 75 +0,100/+0,080 -- --
H -- 0,041 ... 0,080 0,10
J -- 0,900 ... 1,150 --
K -- 0,500 ... 0,700 --
L 185 +0,046 -- --
M -- 0,050 ... 0,142 0,15
N 185 -0,050/-0,096 -- --
O -- 0,500 ... 0,900 --
A* -- 1,2 +0,050 --
B** -- -- --
C 531 -- --
D 87,7 -- --
Antrieb für am Motor angebaute Pumpen Drive for engine-mounted pumps 300/350
A -- 1,0 --
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
N 3 Operation/Operating media
N 3.1 Prerequisites
: : N 3.1.1 Prerequisites/Warranty
N 3.2 Safety regulations
: : N 3.2.1 General remarks
: : : N 3.2.2 Destination/suitability of the engine
: : : N 3.2.3 Risks/dangers
: : : N 3.2.4 Safety instructions
: : : N 3.2.5 Safety regulations
N 3.3 Operating media
: : N 3.3.2 Quality requirements for Marine Diesel Fuel (MDO)
: : N 3.3.3 Quality requirements for heavy fuel oil (HFO)
: : N 3.3.4 Viscosity/Temperature diagram for fuel oils
: : N 3.3.5 Quality requirements for lube oil
: : N 3.3.6 Quality requirements for lube oil
: : N 3.3.7 Quality requirements for cooling water
: N 3.3.8 Analyses of operating media
: : N 3.3.10 Water quality requirements for fuel--water emulsion
N 3.4 Engine operation I -- Starting the engine
: : N 3.4.1 Preparations for start/ Engine starting and stopping
: : N 3.4.2 Change--over from Diesel fuel oil to heavy fuel oil and vice versa
: : N 3.4.3 Admissible outputs and speeds
: : : N 3.4.4 Engine Running--in
N 3.5 Engine operation II -- Control the operating media
: : N 3.5.1 Control the engine/ perform routine jobs
: : N 3.5.2 Engine log book/ Engine diagnosis/Engine management
: : N 3.5.3 Load curve during acceleration/manoeuvring
: : N 3.5.4 Part--load operation
: N 3.5.5 Determine the engine output and design point
: : N 3.5.6 Engine operation at reduced speed
: : N 3.5.7 Equipment for optimising the engine to special operating conditions
: N 3.5.8 Bypassing of charge air
: N 3.5.9 Condensed water in charge air pipes and pressure vessels
: : N 3.5.10 Load application
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
Day-to-day prerequisites
Warranty
Item 4
“The warranty shall not cover normal wear and parts which, owing to their
inherent material properties or the use they are intended for, are subject to
premature wear; damage caused by improper storage, handling or
treatment, overloading, the use of unsuitable fuels, oils etc., faulty
construction work or foundations, unsuitable building ground, chemical,
electrochemical or electrical influences.”
Item 5
“The Purchaser may only claim the warranty of MAN B&W Diesel AG if
- the equipment was installed and put into operation by personnel of
MAN B&W Diesel AG,
- MAN B&W Diesel AG have been advised in writing of the claimed
defect immediately, but not later than two months after expiry of the
warranty period,
- the Purchaser has observed the instructions issued by MAN B&W
Diesel AG in respect of the handling and maintenance of the equipment
and, in particular, has duly carried out any specified checks,
- no subsequent adustments have been carried out without the approval
of MAN B&W Diesel AG,
- no spare parts of outside make have been used.”
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
Safe use German laws and standards as well as guidelines of the European
Community (EC) require that technical products ensure the necessary
safety for the users and that they are in conformity with the technical rules.
In this connection, it is emphasised that the safe use and the safety of
machines is to be guaranteed by proper planning and design and that this
cannot be reached by means of restrictive rules of conduct.
Intended use The technical documentation must contain statements regarding the
“intended use” and concerning restrictions in the use.
MAN B&W Diesel AG’s These requirements are adhered to by MAN B&W Diesel AG by special
contribution efforts in development, design and execution and by drawing up the
technical documentation accordingly, especially by the remarks contained
in this section. The compilation (partially in key words) does, however, not
release the operating personnel from observing the respective sections of
the technical documentation. Please also note that incorrect behaviour
might result in the loss of warranty claims.
Situation/characteristic on condition of
(Marine engine) for operation at full load in arctic waters or Charge-air blow-off device
(stationary engines) operated temporarily at overload
Part-load operation with improved acceleration ability Charge-air blow-by device
Safe operation in the upper load range with part-load optimised Charge-air blow-off device
turbochargers
Fast and to a large extent soot-free acceleration Jet-assist device
Part-load operation with improved combustion and reduced Two-stage charge-air cooler
formation of residues
Operation with optimised part-load operating values by means of Timing adjustment device
timing adjustment
Operation with optimised injection timing Injection timer
Slow turning prior to starting (in case of automatic operation) Slow-turn device
Low-vibration and low-noise (structure-borne) operation Semi-elastic/elastic support
Output on the free engine end Crankshaft extension
Cleaning of the turbocharger/s (during operation) Cleaning device/s
Cleaning of the charge-air cooler/s Cleaning device
Supplementary, the following Persons responsible for the operational control must be in possession of a
applies qualification certificate (patent) which is in accordance with the national
requirements and international agreements (STCW). The number of
required persons and their minimum qualification are, as a rule, specified
by national requirements, otherwise by international agreements (STCW).
Supplementary, the following For persons responsible for the operational control and for persons
applies carrying out/supervising maintenance and repair work, proof must be
furnished in Germany in accordance with the power economy law
(Energiewirtschaftsgesetz = EnWG) that, among other things, the
technical operation is ensured by a sufficient number of qualified
personnel. In other countries, comparable laws/guidelines are to be
observed. Deficiencies regarding personnel/level of training cannot be
compensated by other efforts.
Tables 3 and 4 Dangers do not only result from components and systems but also from
certain operating conditions or actions taken. Dangers of this type are
listed in the Tables 3 and 4, which contain additional instructions to the
listing in key--words in Section 3.2.2.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to
the State of California to cause cancer, birth defects, and other
reproductive harm.
This includes wearing of protective working clothing and safety shoes, the
use of a safety helmet, safety goggles, ear protection and gloves.
Turning gear (3) Toothed rim//area of gear meshing Body/limbs may get caught, squeezed
Insulation and jacketing of fuel and Hot surfaces, inflammable medium, parts under high Burning, squirting out of fuel, under certain circumstances in
injection pipes (9) internal pressure piercing jets
Exhaust pipe and jacketing of the Hot surfaces, parts under internal pressure, filled with
Burning, escape of hot gases, danger of fire
exhaust pipe (10) hot gas
Measuring, control and regulating Electric shock, burning, risk of lightning; in case of incorrect
Under voltage
V 48/60
Hydraulic tensioning tools, Parts under high internal pressure may tear, break,
Injuries due to coming off/coming loose parts, due to escaping
6646
Operation at reduced speed Increase in torque, negative influence on operating Contamination, wear, overloading of components,
(marine main engines) values turbocharger surging
Idling operation or low--load Operation beyond the operating range, deterioration
Incomplete combustion, residues in the combustion chamber
operation of the operating values
6646
Taking into operation of the Initial damage on components, negative influence on Increased wear, permanent damage, influence on the oil
engine/of parts without running in running faces consumption, in the extreme case piston seizure
Operation with impaired operating
Overheating due to lack of cooling and air, seizure due to lack
media/voltage supply (including Failure of operating media or voltage supply
6646
of lube oil
black--out and black--out test)
Operation within barred speed Increasecd, under certain conditions resonance--like
Endangering of components and screw connections
3.2.3--01 E
Characterisation/danger scale
Characterisation According to the relevant laws, guidelines and standards, attention must
be drawn to dangers by means of safety instructions. This applies to the
marking used on the product and in the technical documentation. In this
connection, the following information is to be provided:
The statements and tables in Section 3.2.3 follow this regulation, just as
the other safety instructions in the technical documentation do.
Danger scale The imminence/extent of danger is characterised by a five--step scale as
follows:
Examples
▲▲▲ Danger! The flywheel can catch body/limbs so that they are
squashed or hit.
Do not remove the flywheel enclosure. Keep your hands out of the
operating area.
Prerequisites
Personnel The engine and its system may only be started, operated and stopped by
authorised personnel. The personnel has to be trained for this purpose,
possess complete understanding of the plant and should be aware of the
existing potential dangers.
Technical documentation The personnel must be familiar with the technical documentation of the
plant, in particular the operating manual of the engine and the accessories
required for engine operation, particularly the safety regulations contained
therein.
Service log book It is advisable to keep a service log book into which all the essential jobs
and deadlines for their performance, the operating results and special
events can be entered. The purpose of this log book is that in the event of
a change in personnel the successors are in a position to duly continue
operation using this data log. Moreover, the log book permits to derive a
certain trend analysis and to trace back faults in operation.
Regulations for accident pre- The regulations for accident prevention valid for the plant should be
vention observed during engine operation as well as during maintenance and
overhaul work. It is advisable to post those regulations conspicuously in
the engine room and to stress the danger of accidents over and over
again.
Following advice The following advice covers the measures against moving of running gear
parts and general precautions for work/occurrences on the engine, its
neighbouring systems and in the engine room. It does not claim to be
complete. Safety requirements mentioned in other passages of the
technical documentation are valid supplementarily and are to be observed
in the same way.
Opening of crankcase doors Crankcase doors must not be opened prior to ten minutes after an alarm/
engine stop, due to excessive bearing temperatures or oil vapour
concentration.
Opening of pipes/pressure Before opening pipes, flanges, screwed connections or fittings, check if
vessels the system is depressurized/emptied.
Use of hydraulic tensioning When using hydraulic tensioning tools, observe the particular safety
tools regulations in work card 000.33.
Releasing compression springs For releasing compression springs, use the devices provided (refer to the
work cards that apply).
Coverings Following assembly work, check whether all the coverings over moving
parts and laggings over hot parts have been mounted in place again.
Engine operation with coverings removed is only permissible in special
cases, e.g. if the valve rotator is to be checked for proper performance.
Use of cleaning agents When using cleaning agents, observe the suppliers instructions with
respect to use, potential risks and disposal.
Use of high-pressure cleaning When using high-pressure cleaning equipment, be careful to apply this
equipment properly. Shaft ends including ones with lip seal rings, controllers, splash
water protected monitoring equipment, cable entries and sound/heat
insulating parts covered by water-permeable materials have to be
appropriately covered or excluded from high-pressure cleaning.
Other precautions
Failure of the governor/ In case of governor or overspeed governor failure, the engine has to be
overspeed governor stopped immediately. Engine operation with the governor and/overspeed
governor failing can only be tolerated in emergency situations and is the
operators responsibility.
Fire hazard The use of fuel and lube oils involves an inherent fire hazard in the engine
room. Fuel and lube oil pipes must not be installed in the vicinity of
unlagged, hot engine components (exhaust pipe, turbocharger). After
carrying out overhaul work on exhaust gas pipes and turbochargers, all
insulations and coverings must be carefully refitted completely. The
tightness of all fuel oil and oil pipes should be checked regularly. Leaks are
to be repaired immediately.
In case of fire, the supply of fuel and lube oil must be stopped immediately
(stop the engine, stop the supply pumps, shut the valves), and the fire
must be attempted to be extinguished using the portable fire-fighting
equipment. Should these attempts be without success, or if the engine
room is no longer accessible, all openings are to be locked, thus cutting off
the admission of air to quench the fire. It is a prerequisite for success that
all openings are efficiently sealed (doors, skylights, ventilators, chimney as
far as possible). Fuel oil rquires much oxygen for combustion, and the
isolation from air is one of the most effective measures of fighting the fire.
Temperature in the engine room The engine room temperatures should not drop below +5 C. Should the
temperature drop below this value, the cooling water spaces must be
emptied unless anti-freeze has been added to the cooling water.
Otherwise, material cracks/damage to components might occur due to
freezing.
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
Other designations Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel.
Specification
The usability of a fuel depends upon the engine design and available
cleaning facilities as well as on the conformity of the key properties with
those listed in the table below which refer to the condition on delivery.
The key properties have been established to a great extent on the basis of
ISO 8217--1987 and CIMAC--1990. The key properties are based on the
test methods specified.
Supplementary information
The Pour Point indicates the temperature at which the oil will refuse to
flow. The lowest temperature the fuel oil may assume in the system,
should lie approx. 10C above the pour point so as to ensure it can still be
pumped.
Sea water, in particular, tends to increase corrosion in the fuel oil system
and hot corrosion of exhaust valves and in the turbocharger. It is also the
cause of insufficient atomization and thus poor mixture formation and
combustion with a high proportion of combustion residues.
Solid foreign matter increase the mechanical wear and formation of ash in
the cylinder space.
Investigations
Fuel analyses are carried out in our chemical laboratory for our customers
at cost price. For examination a sample of approx. 1 dm3 is required.
Prerequisites
Provenance/refining process The quality of the heavy fuel oil is largely determined by the crude oil
grade (provenance) and the refining process applied. This is the reason
why heavy fuel oils of the same viscosity may differ considerably,
depending on the bunker places. Heavy fuel oil normally is a mixture of
residue oil and distillates. The components of the mixture usually come
from state-of-the-art refining processes such as visbreaker or catalytic
cracking plants. These processes may have a negative effect on the
stability of the fuel and on its ignition and combustion properties. In the
essence, these factors also influence the heavy fuel oil treatment and the
operating results of the engine.
Bunker places where heavy fuel oil grades of standardised quality are
offered should be given preference. If fuels are supplied by independent
traders, it is to be made sure that these, too, keep to the international
specifications. The responsibility for the choice of appropriate fuels rests
with the engine operator.
Specifications Mineral oil companies have internally established specifications for heavy
fuel oils, and experience shows that these specifications are observed
worldwide and are within the limits of international specifications (e.g. ISO
8217, CIMAC, British Standards MA-100). As a rule, the engine builders
expect that fuels satisfying these specifications are being used.
Blends The admixing of engine oils (used oils), of non-mineral oil constituents
(such as coal oil) and of residual products from refining or other processes
(such as solvents) is not permitted. The reasons are, for example: the
abrasive and corrosive effects, the adverse combustion properties, a poor
compatibility with mineral oils and, last but not least, the negative
environmental effects. The order letter for the fuel should expressly
mention what is prohibited, as this constraint has not yet been
incorporated in the commonly applied fuel specifications.
The admixing of engine oil (used oil) to the fuel involves a substantial
danger because the lube oil additives have an emulsifying effect and keep
Leaked oil collectors Leaked oil collectors into which leaked oil and residue pipes as well as
overflow pipes of the lube oil system, in particular, must not have any
connection to fuel tanks. Leaked oil collectors should empty into sludge
tanks.
Specifications
Fuel can be used after consulting MAN B&W Diesel AG. Con-
sultation is necessary if the fuel exceeds the specified limit
values.
The heavy fuel oils ISO F--RMK 35/45/55, with a maximum density of 1010
kg/m, can only be used if appropriate modern separators are available.
In the fuel ordering form, the limit values as per Table 2, which have an
influence on the engine operation, should be specified, for example in the
bunkering or charter clause. Please note the entries in the last column of
Table 2, because they provide important background information.
Supplementary remarks
The following remarks are thought to outline the relations between heavy
fuel oil grade, heavy fuel oil treatment, engine operation and operating
results.
Economic operation on heavy fuel oil with the limit values specified in
Table 2 is possible under normal service conditions, with properly working
systems and regular maintenance. Otherwise, if these requirements are
not met, shorter TBO’s (times between overhaul), higher wear rates and a
higher demand in spare parts must be expected. Alternatively, the
2. Viscosity/injection viscosity
Heavy fuel oils if having a higher viscosity may be of lower qualtiy. The
maximum permissible viscosity depends on the existing preheating
equipment and the separator rating (throughput).
The higher the viscosity of the heavy fuel oil, the higher will the density
and the foreign particles concentration be, according to our experience.
The viscosity and density will influence the cleaning effect, which has to be
taken into consideration when designing and setting the the cleaning
equipment.
Settling tank The heavy fuel oil is preceleaned in the settling tank. This precleaning is
all the more effective the longer the fuel remains in the tank and the lower
the viscosity of the heavy fuel oil is (maximum preheating temperature
75C to prevent formation of asphalt in the heavy fuel oil). One settling
tank will generally be sufficient for heavy fuel oil viscosities below 380
mm2/s at 50C. If the concentration of foreign matter in the heavy fuel oil is
excessive, or if a grade according to CIMAC H/K35, H/K45 or H/K55 is
preferred, two settling tanks will be required, each of which must be
adequately rated to ensure trouble-free settling within a period of not less
than 24 hours. Prior to separating the content into the service tank, the
water and sludge have to be drained from the settling tank.
Separators of the new generation are to be used exclusively; they are fully
efficient over a large density range without requiring any switchover, and
Table 3 shows what is essential in designing the heavy fuel oil cleaning
equipment.
It is common practise to use the stand-by separator for heavy fuel oil
cleaning as well, which allows fuel oil separation at a 50% admission rate.
Water Attention is to be paid to very thorough water separation, since the water
is not a finely distributed emulsion but in the form of adversely large
droplets. Water in this form promotes corrosion and sludge formation also
in the fuel system, which has an adverse effect on the delivery and
atomisation and thus also on the combustion of the heavy fuel oil. If the
water involved is sea water, harmful sodium chloride and other salts
dissolved in the water will enter the engine.
The water-containing sludge must be removed from the settling tank prior
to each separating process, and at regular intervals from the service tank.
The venting system of the tanks must be designed in such a way that
condensate cannot flow back into the tanks.
If the sodium content is lower than 30% of the vadium content, the risk of
high-temperature corrosion will be small. It must also be prevented that
sodium in the form of sea water enters the engine together with the intake
air.
Ash Heavy fuel oils with a high ash content in the form of foreign particles such
as sand, corrosion and catalyst residues, promote the mechanical wear in
the engine. There may be catalyst fines (catfines) in heavy fuel oils coming
from catalytic cracking processes. In most cases, these catfines will be
aluminium silicate, which causes high wear in the injection system and in
the engine. The aluminium content found multiplied by 5–8 (depending on
the catalyst composition) will approximately correspond to the content of
catalyst materials in the heavy fuel oil.
WESTFALIA separators
Marine and stationary
application:
Connected in parallel
1 Unitrol for 100% throughput
1 Unitrol (standby) for 100%
throughput
Figure 1. Heavy fuel oil cleaning/separator layout
Pourpoint The pour point is the temperature at which the fuel is no longer fluid
(pumpable). Since many of the low-viscosity heavy fuel oils have a pour
point greater than 0C, too, the bunkering system has to be preheated
unless fuel in accordance with CIMAC A10 is used. The entire bunkering
system should be designed so as to permit preheating of the heavy fuel oil
Cloudpoint to approx. 10C above the pour point. For filter clogging, the cloud point is
of interest.
6. Pumpability
Difficulties will be experienced with pumping if the fuel oil has a viscosity
higher than 1000 mm2/s (cSt) or a termperature less than approx. 10C
above the pour point. Please also refer to item 5.
An asphalt content higher than 2/3 of the carbon residue (Conradson) may
lead to delayed combustion, which involves increased residue formation,
such as deposits on and in the injection nozzles, increased smoke
formation, reduced power and increased fuel consumption, as well as a
rapid rise of the ignition pressure and combustion close to the cylinder wall
(thermal overloading of the lube oil film). If the ratio of asphaltenes to
carbon residues reaches the limit value 0.66, and the asphaltene content
also exceeds 8%, additional analyses of the heavy fuel oil concerned by
means of thermogravimetric analysis (TGA) must be performed by MAN
B&W to evaluate the usability. This tendency will also be promoted by the
blend constituents of the heavy fuel oil being incompatible, or by different
and incompatible bunkerings being mixed together. As a result, there is an
increased separation of asphalt (see also item 10).
8. Ignition quality
Fuel oils of insufficient ignition qualities will show extended ignition lag and
delayed combustion, which may lead to thermal overloading of the oil film
on the cylinder liner and excessive pressures in the cylinder. Ignition lag
and the resultant pressure rise in the cylinder are also influenced by the
final temperature and pressure of compression, i.e. by the compression
ratio, the charge-air pressure and charge--air temperature.
The ignition quality is a key property of the fuel. The reason why it does
not appear in the international specifications is the absence of a
standardised testing method. Therefore, parameters such as the
Calculated Carbon Aromaticity Index (CCAI) are resorted to as an aid,
which are derived from determinable fuel properties. We have found this to
be an appropriate method of roughly assessing the ignition quality of the
heavy fuel oil used.
As the fluid constituent in the heavy fuel oil is the determining factor for its
ignition quality and the viscous constituent is decisive for the combustion
quality, it is the responsibility of the bunkering company to supply a heavy
fuel oil grade of quality matched to the Diesel engine. Please refer to
Figure 2.
If the lube oil quality and engine cooling meet the respective requirements,
the TBN values given in Sheet 6628 3.3.6 will be adequate, depending on
the sulphur concentration in the heavy fuel oil.
The supplier has to guarantee that the heavy fuel oil remains homogenous
and stable even after the usual period of storage. If different bunker oils
are mixed, separation may occur which results in sludge formation in the
fuel system, large quantities of sludge in the separator, clogging of filters,
insufficient atomisation and high-residue combustion.
In such cases, one refers to incompatibility or instability. The heavy fuel oil
storage tanks should therefore be emptied as far as possible prior to
rebunkering in order to preclude incompatibility.
If, for instance, heavy fuel for the main engine and gas oil (MGO) are
blended to achieve the heavy fuel oil quality or viscosity specified for the
auxiliary engines, it is essential that the constiuents are compatible (refer
to item 10).
A Normal operating
conditions
B Difficulties may be
encountered
C Problems encountered
may increase up to
engine damage after a
short time of operation
1 Engine type
2 The combining straight
line across density and
viscosity of a heavy
fuel oil results in CCAI.
Figure 2. Nomogram for the determination of CCAI (suitable for heavy fuel oil viscosities 180 mm2/s at 50 C) --
Assignment of CCAI ranges to engine types
CCAI can also be calculated with the aid of the following formula:
CCAI = D -- 141 log log (V+0.85) -- 81.
Additives currently in use for Diesel engines are listed below together with
their effect on engine operation:
Examinations
Analyse samples The samples received from the bunkering company are frequently not
identical with the heavy fuel oil bunkered. It is also appropriate to verify the
heavy fuel oil properties stated in the bunker documents, such as density,
viscosity, pour point. If these values should deviate from those of the
heavy fuel oil bunkered, one runs the risk that the heavy fuel oil separator
and the preheating temperature are not set correctly for the given injection
viscosity. The criteria for an economic engine operation with regard to
heavy fuel oil and lubricating oil may be determined with the help of the
MAN B&W Fuel and Lub Analysis Set”.
Our department for fuels and lube oils (Augsburg Works, Department
QCB) will be glad to furnish further information if required.
Example: Heavy fuel oil of A vertical line is drawn starting from a reference temperature of 50C and
180 mm2/s at 50 C a horizontal line (a) starting from a viscosity of 180 mm2/s. From the point
of intersection of both these lines, a line is drawn parallel to the diagonals
entered in the diagram (b). This line represents the viscosity-temperature
line of a heavy fuel oil with 180 mm2/s at 50C.
A heavy fuel oil of 180 mm2/s at 50C reaches a viscosity of 1000 mm2/s
at 24C (line e) which is the max. permissible viscosity with respect to the
pumpability of the fuel.
HFO temperature Using a state-of-the-art final preheater a heavy fuel oil outlet temperature
of 152 C will be obtained at 8 bar saturated steam. Higher temperatures
involve the risk of increased residue formation in the preheater, resulting in
a reduction of the heating power and thermal overloading of the heavy fuel
oil. This causes new asphalt to form, i.e. a deterioration of quality.
Injection viscosity The fuel pipes from the final preheater outlet up to the injection valve must
be insulated adequately ensuring that a temperature drop will be limited to
max. 4 C. Only then can the prescribed injection viscosity of max.
14 mm2/s be achieved with a heavy fuel oil of a reference viscosity of 700
mm2/s = cSt/50 C (representing the maximum viscosity of international
specifications such as ISO, CIMAC or British Standard). If a heavy fuel oil
of a lower reference viscosity is used, an injection viscosity of 12 mm2/s
should be aimed at, ensuring improved heavy fuel oil atomisation, and
consequently a heavy fuel oil combustion in the engine with less residues.
Gas oil or Diesel oil (Marine Diesel fuel) must neither show a too low
viscosity or a higher viscosity than that specified for the fuel oil as entering
the injection pump. With a too low viscosity, insufficient lubricity may cause
the seizure of the pump plungers or the nozzle needles. This can be
avoided if the fuel temperature is kept to
- max. 50 C for gas oil operation and
- max. 60 C for Marine Diesel Fuel operation.
Lube oil for operation on gas oil and diesel oil (MGO/MDO)
The specific power output offered by today’s Diesel engines and the use of
fuels which more and more often approach the limit in quality increase the
requirements placed on the lube oil and make it imperative that the lube oil
is chosen carefully. Doped lube oils (HD oils) have proven to be suitable
for lubricating the running gear, the cylinder, the turbocharger and for the
cooling of the pistons. Doped lube oils contain additves which, amongst
other things, provide them with sludge carrying, cleaning and neutralization
capabilities.
Specifications
Base oil The base oil (doped lube oil = basic oil + additives) must be a narrow
distillation cut and must be refined in accordance with modern procedures.
Brightstocks, if contained, must neither adversely affect the thermal nor
the oxidation stability. The base oil must meet the limit values as specified
below, particularly as concerns its aging stability.
Doped lube oils (HD--oils) The base oil with which additives have been mixed (doped lube oil) must
demonstrate the following characteristics:
Additives The additives must be dissolved in the oil and must be of such a
composition that an absolute minimum of ash remains as residue after
combustion. The ash must be soft. If this prerequisite is not complied with,
increased deposits are to be expected in the combustion chamber,
especially at the outlet valves and in the inlet housing of the turbochargers.
Hard additive ash promotes pitting on the valves seats, as well as
burnt-out valves and increased mechanical wear.
Additives must not facilitate clogging of the filter elements, neither in their
active nor in their exhausted state.
Neutralization capacity The neutralization capacity (ASTM-D2896) must be so high that the acidic
products which result during combustion are neutralized. The reaction time
of the additives must be matched to the process in the combustion
chamber.
Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil
consumption is adversely affected.
Further conditions The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASTM--D1410 test after one hour.
Doped grade Doped lube oils (HD oils) corresponding to international specifications
MIL-L 2104 or API-CD, and having a total base number (TBN) of 12-15 mg
KOH/g are recommended by us.
(Designation for armed forces of Germany: O-278)
The content of additves included in the lube oil depends upon the
conditions under which the engine is operated, and the quality of fuel
used. If marine Diesel fuel is used, which has a sulphur content of up to
2.0 weight % as per ISO-F DMC, and coke residues of up to 2.5 weight %
as per Conradson, a TBN of approx. 20 is of advantage. Ultimately, the
operating results are the decisive criterion as to which content of additives
ensures the most economic mode of engine operation.
Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and
the cylinder liner are supplied with lube oil by means of a separate oil
pump. The oil supply rate is factory-set to conform to both the quality of
the fuel to be used in service and to the anticipated operating conditions.
Work Card 302.02 is to be complied with when the lube oil rate is
changed.
A lube oil as specified above is to be used for the cylinder and the
circulating lubrication.
Lube-oil additives We advise against subsequently adding additives to the lube oil, or mixing
the different makes (brands) of the lube oil, as the performance of the
carefully matched package of additives which is suiting itself and adapted
to the base oil, may be upset. Also, the lube oil company (oil supplier) is
no longer responsible for the oil.
Selection of lube oils/ Most of the mineral oil companies are in close and permanent consultation
warranty with the engine manufacturers and are therefore in a the position to quote
the oil from their own product line that has been aproved by the engine
manufacturer for the given application. Independent of this release, the
lube oil manufacturers are in any case responsible for quality and
performance of their products. In case of doubt, we are more than willing
to provide you with further information.
Investigations
We carry out the investigations on lube oil in our laboratories for our
customers who need only pay the self-costs (net-costs). A representative
sample of about 1 dm3 is required for investigations.
The specific power output offered by today’s Diesel engines and the use of
fuels which more and more often approach the acceptable limit in quality
increase the requirements placed on the lube oil and make it imperative
that the lube oil is chosen carefully. Medium-alkaline lube oils have proven
to be suitable for lubricating the running gear, the cylinders, the
turbocharger and, if applicable, for the cooling of the pistons.
Medium-alkaline oils contain additives which, amongst other things,
provided them with a higher neutralising capacity than doped (HD) engine
oils have.
Requirements
Base oil The base oil (medium-alkaline lube oil = base oil + additives) must be a
narrow distillation cut and must be refined in accordance with modern
procedures. Brightstocks, if contained, must neither adversely affect the
thermal nor the oxidation stabiltiy.
The base oil must meet the limit values of the following Table, particularly
as concerns its aging stability.
Medium-alkaline lube oil The base oil with which additives have been mixed must demonstrate the
following characteristics:
Additives The additives must be dissolved in the oil and must be of such a
composition that an absolute minimum of ash remains as residue after
combustion, even though the engine were run on distillate fuel temporarily.
The ash must be soft. If this prerequisite is not complied with, increased
Additives must not facilitate clogging of the filter elements, neither in their
active nor in their exhausted state.
Detergency The detergency must be so high that the build-up of coke and tar-like
residues on combustion of the HFO is precluded.
Diesel-Performance The Diesel performance (without taking the neutralisation ability into
consideration) must, at least, comply with MIL-L-21014 D resp. API-CD.
Neutralization capacity The neutralisation capacity (ASTM-D2896) must be so high that the acidic
products of combustion are neutralised at the lube oil consumption rate
that is specific for the engine. The reaction time of the additives must be
matched to the process in the comubstion chamber. Hints concerning the
selection of the TBN are given in Table 3.
Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil
consumption is adversely affected.
Further conditions The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASTM--D1410 test after one hour. The
foaming behaviour (ASTM-D892) must meet the following conditions: after
10 minutes < 20 ml. The lube oil must not contain agents to improve
viscosity index. Fresh oil must contain no water and no containments.
Neutralisation property (TBN) Medium-alkaline lube oils having differently high levels of neutralisation
capacity (TBN) are available on the market. According to the present-day
state of knowledge, operating conditions to be expected and TBN can be
correlated as shown in Table 3 below. The operating resulting will in the
essence be the decisive criterion as to which TBN will ensure the most
economic mode of engine operation.
Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and
the cylinder liner are supplied with lube oil by means of a separate oil
pump. The oil supply rate is factory-set to conform to both the quality of
the fuel to be used in service and to the anticipated operating conditions.
Work Card 302.02 is to be complied with when the lube oil rate is
changed.
A lube oil as specified above is to be used for the cylinder and the
circulating lubrication.
Lube-oil additives We advise against subsequently adding additives to the lube oil, or mixing
the different makes (brands) of the lube oil, as the performance of the
carefully matched package of additives which is suiting itself and adapted
to the base oil, may be upset. Also, the lube oil company (oil supplier) is
no longer responsible for the oil.
Selection of lube oils/ Most of the mineral oil companies are in close and permanent consultation
warranty with the engine manufacturers and are therefore in a the position to quote
the oil from their own product line that has been aproved by the engine
manufacturer for the given application. Independent of this release, the
lube oil manufacturers are in any case responsible for quality and
performance of their products. In case of doubt, we are more than willing
to provide you with further information.
Investigations
We carry out the investigations on lube oil in our laboratories for our
customers who need only pay the self-costs (net-costs). A representative
sample of about 1 dm3 is required for investigations.
Preliminary remarks
The engine cooling water, like the fuel and lubricating oil, is a medium
which must be carefully selected, treated and controlled. Otherwise,
corrosion, erosion and cavitation may occur on the walls of the cooling
system in contact with water and deposits may form. Deposits impair the
heat transfer and may result in thermal overload on the components to be
cooled. The treatment with an anti-corrosion agent has to be effected
before the first commissioning of the plant. During subsequent operations
the concentration specified by the engine manufacturer must always be
ensured. In particular, this applies if a chemical additive is used.
Requirements
Limiting values The characteristics of the water used must be within the following limits:
Test device The MAN B&W water test kit includes devices permitting, i.a., to determine
the above-mentioned water characteristics in a simple manner. Moreover,
the manufacturer of anti-corrosion agents are offering test devices that are
easy to operate. As to checking the cooling water condition, refer to work
card 000.07.
Supplementary information
Water with more than 10 dH (German total hardness) must be mixed with
distillate or be softened. A rehardening of excessively soft water is only
necessary to suppress foaming if an emulsifiable corrosion inhibiting oil is
used.
Flow cavitation Flow cavitation may occur in regions of high flow velocity and turbulance.
If the evaporation pressure is fallen below, steam bubbles will form which
then collapse in regions of high pressure, thus producing material
destruction in closely limited regions.
Treatment before operating the Treatment with an anti-corrosive agent should be done before the engine
engine for the first time is operated for the first time so as to prevent irreparable initial damage.
Permission required No other additives than those approved by MAN B&W and listed in Tables
2 to 5 are permitted to be used. The suppliers are to warrant the
A cooling water additive can be approved for use if it has been tested
according to the latest rules of the Forschungsvereinigung Verbrennungs-
kraftmaschinen (FVV), ”Testing the suitability of coolant additives for
cooling liquids of internal combustion engines” (FVV publication R
443/1986). The test report is to be presented if required. The necessary
testing is carried out by Staatliche Materialprüfanstalt, Department
Oberflächentechnik, Grafenstraße 2, 64283 Darmstadt on request.
To be used only in closed circuits Additives can only be used in closed circuits where no appreciable
consumption occurs except leakage and evaporation losses.
1 Chemical additives
Additives based on sodium nitrite and sodium borate, etc. have given good
results. Galvanised iron pipes or zinc anodes providing cathodic protection
in the cooling systems must not be used. Please note that this kind of
corrosion protection, on the one hand, is not required since cooling water
treatment is specified and, on the other hand, considering the cooling
water temperatures commonly practiced nowadays, it may lead to
potential inversion. If necessary, the pipes must be dezinced.
2 Anti-corrosion oil
The manufacturer must guarantee the stability of the emulsion with the
water available or has to prove this stability by presenting empirical values
from practical operation. If a completely softened water is used, the
possibility of preparing a stable non-foaming emulsion must be checked in
cooperation with the supplier of the anti-corrosion oil or by the engine user
himself. Where required, it is recommended adding an anti-foam agent or
hardening (see work card 000.07).
3 Anti-freeze agent
For the disposal of cooling water treated with additives, observe the
environmental protection regulations. For information, contact the
suppliers of the additives.
Before starting the engine for the first time and after repairs to the piping
system, it must be ensured that the pipes, tanks, coolers and other
equipment outside the engine are free from rust and other deposits
because dirt will reduce the efficiency of the additive. The entire system
has therefore to be cleaned using an appropriate cleaning agent with the
engine shut down (refer to work cards 000.03 and 000.08).
The agent used for cleaning must not attack the materials and the
sealants in the cooling system. This work is in most cases done by the
supplier of the cooling water additive, at least the supplier can make
available the suitable products for this purpose. If this work is done by the
engine user it is advisable to make use of the services of an expert of the
cleaning agent supplier. The cooling system is to be flushed thoroughly
after cleaning. The engine cooling water is to be treated with an
anti-corrosive agent immediately afterwards. After re-starting the engine,
the cleaned system has to be checked for any leakages.
Concentrations that are too low may promote corrosive effects and have
therefore to be avoided. Concentrations that are too high do not cause
If excessive concentrations of solids (rust) are found, the water charge has
to be renewed completely, and the entire system has to be thoroughly
cleaned.
Protective measures
If chemicals have splashed into the eyes, wash with plenty of water and
consult a doctor.
Initial dose
Manufacturer Product designation per 1000 l Minimum concentration
Texaco Havoline Extended
Technologiepark Life Corrosion 75 l 7.5 %
B-9052 Zwijnaarde Inhibitor (ETX 6282)
Belgium
Table 3. Chemical additives -- free from nitrite
Producer Product
(Designation)
BP Marine, Breakspear Way, Hemel Hempstead, Diatsol M
Herts HP2 4UL Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3
DEA Mineralöl AG, Überseering 40, 22297 Hamburg Targon D
Deutsche Shell AG, Überseering 35, Dromus B/Donax
22284 Hamburg CC Oil 9156
Texaco Soluble Oil CX
Technologiepark - Zwijnaarde 2 Soluble Oil D
B-9052 Gent/Zwijnaarde
Table 4. Emulsifiable anti-corrosion oils
Producer Product
(Designation)
BASF, Carl-Bosch-Str., 67063 Ludwigshafen, Rhein Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Antifreeze
BP, Britannic Tower, Moor Lane, Antifrost X 139
London EC2Y 9B, UK anti-frost
DEA Mineralöl AG, Überseering 40, 22297 Hamburg Kühlerfrostschutz
Deutsche Shell AG, Überseering 35, Glycoshell
22284 Hamburg
Höchst AG, Werk Gendorf, 84508 Burgkirchen Genatin extra
(8021 S)
Mobil Oil AG, Steinstraße 5, 20095 Hamburg Frostschutz 500
Table 5. Anti-freeze agents with corrosion inhibiting effect
Checking is important
The engine oil and cooling water require checking during engine operation
because contamination and acidification set limits to the useful life of the
lube oil, and inadequate water quality or insufficient concentrations of the
corrosion inhibitor in the cooling water may cause damage to the engine.
Test kit
of interest for
P
Property
t Fuel Water Lubricati P
Propertyt is
i indicative
i di ti off Testt
T
on oil or decisive for kit
Density x x Separator setting A
Viscosity x x Separating temperature, injection A*
viscosity, lube oil dilution
Ignition performance x Ignition and combustion behaviour, A
CCAI/CII ignition pressure, pressure increase
rate, starting behaviour
Water content x x Fuel oil supplyy and atomisation,, A
Checking for sea water x x corrosion
i tendency
t d A
Total Base Number (TBN) x Remaining neutralisation capacity A
pH value x B
Pour point x x Storing capacity/pumpability A
Water hardness x Cooling water treatment B
Chloride ion concentration x Salt deposits in the cooling system B
Concentration of corrosion x Corrosion protection in the cooling **
inhibiting oil system
in the cooling water
Drop test x Total contamination of lube oil A
Spot Test (ASTM-D2781) x Compatibility of HFO blending A
components
* Test kit A contains the Viscomar unit that allows the viscosity to be measured at various reference temperatures. In combination with the
Calcumar processing unit, the viscosity/temperature interdependence can be determined (e.g. injection and pumping temperatures).
Refills of the chemicals that are used are available. Each test kit includes
a comprehensive User’s Guide containing everything you need to know
about its use.
Lube Oil Tec To determine the water content, the Total Base Number (TBN) and the
viscosity of lube oils (scaled down alternative to test kit A)
port-A-lab For testing lube oil. Tests comparable to those performed by Lube Oil Tec.
Refractometer For monitoring how much anti-freeze is dispensed (in stationary systems).
Sources
Source Address
1 MAN B&W Diesel AG, Augsburg, Dept. SK
2 Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg
3 Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg
4 Supplier of corrosion inhibitor
5 Müller Gerätebau GmbH, Rangerdinger Straße 35, 72414 Höfendorf
Prerequisites
The water for the fuel-water emulsion is an operating medium that must be
selected, conditioned if necessary, and monitored carefully. Otherwise,
deposits, corrosion, erosion, and cavitation may occur on the components
of the fuel system that come into contact with the fuel-water emulsion.
Specifications
Limit values The characteristic values of the water used must lie within the following
limits:
Testing equipment The MAN B&W Water Testing Kit contains equipment enabling the above-
mentioned characteristics, int. al., to be determined easily.
Supplementary remarks
Distilled water If distilled water (from the fresh-water generator, for example) or fully
demineralized water (from an ion exchanger) is available, it is preferable to
use this for the fuel-water emulsion. Such water is free of calcium and
metal salts.
Hardness The total hardness of the water comprises the temporary hardness plus
the permanent hardness. It is determined largely by the calcium and mag-
nesium salts. The hydrogen and carbon component of the calcium and
magnesium salts provides the temporary hardness. The permanent hard-
ness can be determined from the remaining calcium and magnesium salts
(sulphates).
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
Activate/control the systems Switch on pumps for fuel oil, lube oil and cooling water unless mounted on
the engine. Prime the engine. After downtimes exceeding 8 hours,
additionally open the indicator valves and move the running gear by
2.5 revolutions using the turning gear, or purge the cylinders by inducing a
starting procedure. On engines which are started automatically, activate
the slow-turn instead. Check whether the cooling water and lube oil have
been preheated (if possible). Ensure that the shut-off elements of all
systems have been set to in-service position. The engine is then ready to
be started.
The engine can also be started on heavy fuel oil provided the necessary
heating equipment is available. Proceed as follows:
Steps - Switch on the pump for cylinder cooling water, and then the preheater.
Temperature required: approx. 60C.
- Switch on the pump for the injection valve cooling water, and
subsequently the preheater. Temperature required: approx. 55C.
- Switch on the preheater for lube oil (heating coil in the service tank) or
preheat the lube oil in by-pass (separator circuit). Temperature
required: approx. 40C.
Important! The lube oil service pump and/or stand-by pump must
not be switched on until approx. 10 minutes prior to engine start to avoid
that the turbocharger(s) is/are overlubricated because of the absence of
sealing air at standstill.
- Switch on the fuel oil supply pump, and subsequently the heating
equipment for the mixing tank, HFO piping and final preheater. The
heavy fuel oil in the service tank has to be permanently kept at a
temperature of approx. 75C.
- When the necessary temperatures have been reached and the
viscosity of the heavy fuel oil as entering the injection pumps is correct
(refer to Section 3.3), the engine can be started.
For restarting the engine after overhaul work or after prolonged downtimes
(several weeks) the following work has to be done:
Fuel oil system - Drain and top up the settling tank and service tank.
- Drain the filters and clean the elements.
- Set all the shut-off elements to in-service position.
For starting HFO-operated engines on Diesel fuel:
Switch on the three-way cock so that Diesel fuel flows from the service
tank to the mixing tank (see the system-specific fuel oil diagram).
- Switch on the supply pump and evacuate air from the injection pumps,
pipes and filters.
- Check the zero admission on the control rod of each injection pump
and verify that the linkage moves easily.
- For HFO operation: Start the heating equipment (unless permanently
on) and check it.
- Switch the supply pump and the heating for the final preheater off again
(danger of overheating).
Cooling water system - Remove sludge from cooling water tank, coolers, pumps and pipes
(engine, injection valves, charge-air cooler).
- Top up the cooling water, check the concentration of the anti-corrosion
agent.
- Switch on the cooling water pumps or stand-by pumps (engine and
injection valves).
- Evacuate air from the cooling water spaces and check all connections
for tightness.
- Check, i.e. open the leaked water drain from the cylinder liner sealing in
the backing ring and from the charge-air cooler casing to verify that
they are tight.
- Check the cooling water pressure and the water volume in the
compensating tank.
- Check the compensating tank for separations of anti-corrosion oil
(cylinder cooling) and fuel oil (injection valve cooling).
- Switch off the cooling water pumps.
Lube oil system - Pump the lube oil out of (oil sump and) storage tank and clean the oil
spaces (make sure not to forget the exhaust gas turbocharger).
- Clean the oil filters, separators and oil coolers.
Top up new lube oil, or separate the oil charge in use.
- Set all the cocks to in-service position and switch on the electrically
driven lube oil pump or stand-by pump.
- Check the running gear as well as the injection pump drive and the
valve gear to verify that oil is supplied to all bearing points.
- Check the pipe connections and pipes for leakages.
- Check the lube oil pressure upstream of the engine and upstream of
the exhaust gas turbocharger.
- With the indicator valves opened, move the running gear by
2 revolutions using the turning gear, or purge the cylinders by inducing
a starting procedure. Watch the indicator valves whether any liquid is
issuing.
- Disengage the turning gear again and switch off the lube oil pump.
Starting system - Drain the compressed air tank and check the pressure, top up if
necessary.
- Check the shut-off valves for ease of movement.
- Check the starting valves in the cylinder heads for tightness
1 Indication
2 Admission lever
3 Push-button
4 Actuating lever
Figure 1. Operating equipment (plant equipped with PGG speed governor, with
admission adjusted to 100%)
1 Indication
3 Push-button
4 Actuating lever
1 Indication
2 Admission lever
3 Push-button
4 Actuating lever
5 Fine regulating valve
1 Indication
3 Push-button
4 Actuating lever
5 Fine regulating valve
Steps - Set the actuating lever (4) to “Normal operation with electric governor”.
- Prior to starting, adjust the nominal speed to approx. 30% using the
fine regulating valve (5). - Refer to Figure 4 .
- Verify whether indication (1) “Do not start” is glowing.
- Press the push-button (3) “Start” until the engine starts running.
- Adjust the nominal speed on the fine regulating valve (5).
▲ Attention! Observe the remarks in Sections 3.4 to 3.7, Operational
control!
For engine shut-down directly from HFO operation, the following points are
to be observed (refer to system-specific fuel oil diagram, Section 2).
- If the engine is to be restarted after a few minutes, it is sufficient to
keep the heating equipment and one supply pump operating.
- In case of longer engine downtime, switch the three-way cock (15) to
Diesel fuel operation and the three-way cock (16) to flushing. The
supply pump is to be kept operating until the heavy fuel oil has been
repumped into the HFO service tank, and the piping system carries
Diesel fue oil. Subsequently, reswitch the three-way cock (16) to
normal operation and switch off the supply pump.
Important! If cock (16) is left in the flushing position, Diesel fuel oil
is pumped into the HFO service tank on engine restart.
- The injection pipes from the injection pumps to the injection valves, and
the injection nozzles proper, cannot be flushed. The remainders of
heavy fuel oil congeal sooner or later, depending on the viscosity of the
fuel used. It may become necessary prior to re-starting that these
components have to be dismantled, heated and emptied unless special
heating equipment for engine starting on heavy fuel oil is available.
Emergency stop
At the same time, the governor is induced to move the control linkage to
zero admission, too.
Preliminary remarks In the case of engines equipped with a pressurised fuel oil system for HFO
operation, there exists the risk that on prolonged operation on Diesel fuel
oil the maximum admissible Diesel fuel temperature is exceeded due to
hot Diesel fuel being recirculated into the mixing tank. Excessive
temperatures imply low viscosity and lubricity involving corresponding
danger for the injection pumps. Therefore, the shut-off valves in the return
pipe have in this case to be switched so that the Diesel fuel oil is returned
to the service tank instead of the mixing tank (refer to Section 2.4 or the
system-specific fuel oil diagram).
Steps - Switch on the heaters for the mixing tank and heavy fuel oil pipes, if
available.
- Switch the three-way cock to HFO operation (refer to system-specific
fuel oil diagram).
- For engine systems equipped with viscosity measuring system and
manual control of preheating temperature: Adjust the heating capacity
of the final preheater in accordance with the viscosimeter data so that
the viscosity shown in the viscosity/temperature diagram is obtained at
the injection pumps (depending on the heavy fuel oil used).
- In case of engine systems with automatic heavy fuel oil viscosity
control: The viscosity control system is adjusted on initial putting into
operation of the engine, and should not be changed normally.
- The temperature of the cooling water as leaving the cylinder is to be
maintained at approx. 80C. In the case of heavy fuel oils with a high
sulphur concentration, in particular, make sure that the temperature
does not drop below this value.
Steps - Switch the three-way cock (please refer to system-specific fuel oil
diagram) to Diesel fuel oil approx. 30 minutes prior to engine
shut-down.
- Final preheaters controlled by hand have to be switched off.
- When the heavy fuel oil carried in the piping system has been used up
and replaced by Diesel fuel oil, the engine may be shut down.
- Switch off all heating equipment (as far as required).
Important! A change-over to Diesel fuel oil offers the advantage
that the engine is ready to be started at any time without previous system
heating for several hours being required. Maintenance and overhaul work
is substantially facilitated if the piping and injection system is filled with
Diesel fuel oil.
Background
Power, speed ... The following relationships exist between engine power, speed, torque and
mean effective pressure:
1200 ô P e
pe
and
VH ô n ô z
9550 ô P e
Md
n
Where
Mean pressure The mean effective pressure is the mean value of the cylinder pressure
over the whole four-stroke cycle. It is proportional to the power and the
torque and inversely proportional to the speed. If the mechanical efficiency
hmech is known, it can be calculated from the mean value of the indicated
pressures:
p e
pi ô ®mech
n
60pô f
Where
Operating points/characteristic Stable engine operating points are only obtained when there is a balance
curves between output, speed and the feed rate setting of the fuel pumps (filling).
The energy supply must correspond to the energy requirements.
In service, the maximum speed and torque have to be limited in the first
approximation to 100 %, the continuous output in diesel operation to
between 0 and 100 %, and in HFO mode to between 151) and 100 %. This
is to some extent achieved through design measures but must be
supplemented by operational techniques.
The permitted operating ranges for marine engines are shown in Figure 1.
Figure 1. Permitted output-speed ranges for single-engine systems with fixed-pitch propellers (left) and for single-engine
systems with variable-pitch propellers without shaft generator (right)
1) 15 % not applicable for L/V 20/27 and 25/30, for which 20 % is the lower limit for continuous part-load operation.
- Engines that are being used as the main source of propulsion for
fixed-pitch or variable-pitch propellers are blocked at 100 % output.
They may be operated with a maximum of 10 % reduction in speed.
- Engines being used as the diesel-electric source of propulsion for
fixed-pitch or variable-pitch propellers are blocked at 110 % output.
Output 100 % may be applied temporarily for acceleration purposes.
- Engines being used for dredging operation are blocked at between 100
and 90 % output depending on engine size and may be operated with a
maximum of 30 % reduction in speed.
- Engines used in fishing boots or tugs are blocked at 100 % output and
may be operated with a 20 % reduction in speed.2)
The above information is for guidance purposes only. The procedures to
be used under operational conditions will be agreed between the
purchaser, shipyard/planning office and engine manufacturer.
Preconditions
Supplementary information
Adjustment required Rough patches on the surfaces of the piston rings and the cylinder liner
contact surface are smoothed out during the running--in process. The
process is ended when the first piston ring forms a complete seal with the
combustion chamber, i.e. the first piston ring exhibits a regular running
surface around its entire circumference. If the engine is subjected to a
higher load before this occurs, the hot exhaust gases will escape between
the piston rings and the cylinder liner contact surface. The film of oil will be
destroyed at these locations. The consequence will be material destruction
(e.g. scald marks) on the ring contact surfaces and the cylinder liner and
increased wear and higher oil consumption as time passes.
Operating media
Fuel Diesel oil or heavy fuel oil can be used for the running--in process. The fuel
used must satisfy the quality requirements (section 3.3) and be
appropriate for the type of fuel system.
The gas that is to be later used under operational conditions is best used
when running--in Otto gas engines. Dual-fuel engines are run--in in diesel
mode using the oil that will be later be used as ignition oil.
Lubrication oil The lube oil to be used while running-in the engine must satisfy the quality
requirements (section 3.3) for the relevant fuel.
Operation at variable speed Running-in can be carried out with fixed--pitch, variable--pitch or
zero--thrust pitch propellers.
During the entire running--in period, the engine output should lie within the
marked area shown in Figure 1, i.e. below the theoretical propeller curve.
Critical speed ranges can be left blank.
A Variable--pitch propel-
ler
B Fixed--pitch propeller
C Engine output
(specified range)
D Running--in time [hrs]
E Engine speed and out-
put in [%]
Running-in of a new engine With a few exceptions, four--stroke engines are always subjected to a test
following a previous test run run in the factory so that the engine will usually already be run in. A
shortened run--in procedure will nevertheless be necessary at its final
place of installation as the pistons and bearings are usually removed after
the test run for inspection; the engine will also be partly or completely
dismantled for transportation.
The engine should be run--in at the rated speed and full load for a period
of 4 to 6 hours depending on engine size. Observe the notes in the above
paragraphs and Figure 1.
Running--in following an over- The engine will have to be run--in again if cylinder liners, pistons and/or
haul piston rings have been replaced during overhaul work. Running in will also
be necessary if just the rings on one piston have been replaced. The
run--in procedure must be performed in accordance with Figure 1 or
according to the relevant instructions.
The cylinder liner should be rehoned in accordance with work card 050.05
if it has not been renewed. A portable honing machine can be obtained
from our Service Centers.
Running in following low load Continuous operation at low load levels can lead to extensive internal
operation contamination of the engine. Residues from the combustion of fuel and
lube oil can accumulate on the piston top lands, in the ring slots and even
in the intake ports. The charge air and exhaust pipes, the charge air
cooler, the turbocharger and the waste--heat boiler may also be
contaminated with oil.
As the piston rings will have adapted themselves to the cylinder liner
according to the loads they have been subjected to, running up the engine
too quickly will result in increased wear and possibly cause other types of
engine damage (piston ring blow by, piston seizure).
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
It is the operator’s duty to carry out the checks listed below, at least during
the warranty period. However, they should be continued after the warranty
term expires. The expense in time and costs is low compared to that
incurred for remedying faults or damage that was not recognised in time.
Results, observations and actions taken in connection with such checks
are to be entered in an engine log book. Reference values should be
defined to make an objective assessment of findings possible.
Regular checks The regular checks should include the following measures:
(every hour/daily)
- Assess the operating status of the propulsion system, check for alarms
and shut-downs,
- visual and audible assessment of the systems,
- checking performance and consumption data,
- checking the contents of all tanks containing operating media,
- checking the most essential engine operating data and ambient
conditions,
- checking the engine, turbocharger, generator/propeller for smooth
running.
Periodic checks in addition to the regular checks, further checks should be made at
(daily/every week) somewhat longer intervals for the following purposes:
- Determine the operating hours logged, and verify the balancing of
operating times in case of multi-engine systems,
- evaluate the number of starting events,
- check the printers or recording instruments,
- check all the relevant engine operating data,
- evaluate the stability of the governor and control linkage,
- check the engine systems for unusual vibrations and extraordinary
noise,
- check all the systems, units and main components for proper
performance,
- check the condition of operating media.
The following routine jobs are to be carried out at appropriate intervals with
due regard to their importance:
Fuel oil system - Check the service tanks (diesel fuel and heavy fuel oil) and top up in
time. Prior to changeover to another tank, drain the water from the
latter.
- Never run the service tank completely dry. This would permit air to
enter the piping so that the injection system would have to be vented.
- Regularly drain or exhaust water and sludge from the service tanks.
Otherwise sediments could rise up to the outlet connection level.
- Clean the filters and separators at regular intervals.
- Ensure cleanliness during fuel pumping. Perform a spot test of the fuel
on every bunkering (see work card in Section 4) and keep these
together with the engine operating data logs. The fuel has to meet the
quality specifications.
Engines operated on heavy fuel oil:
- Heat the heavy oil to a temperature at which the prescribed viscosity
will be attained at the entry into the injection pumps. Refer to Figure 1.
Supplementary information is given in the viscosity/
temperature diagram, Section 3.3.4
- Do not mix heavy oils of different viscosities, and do not blend heavy oil
with distillate as instability may occur and cause engine operating
trouble.
- Submit the heavy fuel oil to one-stage or two-stage separation,
depending on the system layout.
Lube oil system - Check the lube oil level in the service tank and top up if necessary.
- Check the lube oil temperatures upstream and downstream of the
cooler.
- Monitor the lube oil pressure at the control console and, if necessary,
adjust to the specified service pressure. If the oil pressure rises above
normal when starting the cold engine, this is of no significance as the
oil pressure will drop to the specified service pressure as the oil heats
up.
▲ Attention! The engine must be shut down immediately if the oil
pressure drops.
Supplementary jobs/notes
Operating values - Although the cylinders develop the same output, the exhaust gas
temperatures may vary slightly. It is not admissible to adjust the
cylinders to the same exhaust gas temperatures.
- The cylinders should be loaded as evenly as possible. This can be
verified by comparison of the ignition pressures and the control linkage
position of the injection pumps.
Since the opinions on what should be contained in the engine log book
differ widely, we have abstained from making proposals. However, we
would gladly assist you if desired, especially in fixing the reference values.
The information sources of reference should be the test run and
commissioning records as well as the “List of measuring and control units”.
Visual and audible checks of the engine plant, entries in the engine log
book and evaluations on the basis of the operating time serve for the
conventional way of determining the present and/or future condition.
Information at a higher level can be obtained by using a portable ignition
pressure and injection pressure measuring unit, e.g. the Baewert HLV-94.
Using this device, the pressure (if required, of several engines) at the
indicator connection is recorded and indicated on an LC display in form of
a diagram over the crank angle or in form of a table. The appertaining
mean indicated pressures are also calculated. Via a connection cable, the
measuring results can also be printed or made accessible to computer
evaluation via a COM1 or COM2 interface. In a similar way, the injection
pressure is recorded and delivered. For this purpose, however, DMS
sensors are required which are to be attached to the injection pipes.
Trend The trend analysis graphically represents the registered and memorised
changes in condition. It is a very helpful method for early diagnosis of
irregularities in an engine’s operating condition.
Figure 4. CoCoS-EDS trend - operating values are displayed over a certain period
of time
Diagnosis Every five minutes, the so-called tentative diagnosis is made, enabling
recognition and display of deviations of an operating value from its normal
value, independent from the present load point and from external
influences.
The three modules provide the user with the necessary information on the
actual condition of the engine, and all the experience gained by the MAN
B&W engine developers and service engineers.
It is not permitted to apply load to and withdraw load from Diesel engines
as quickly as desired. Instead, allowance is to be made for
- thermal and mechanical loads,
- exhaust gas colouration, and
- the turbocharger capacity.
The shortest possible load application and load reduction for marine
propulsion engines is shown in Figure 1.
Acceleration In the AHEAD direction, 60% of the engine output are permitted to be
applied only after 15 seconds have elapsed under emergency
manoeuvring conditions or 30 seconds resp. under normal manoeuvring
conditions. 100% engine output is not allowed to be reached earlier than
after 30 seconds or 3 minutes resp. Diagram, part 3.
Load reduction At least 15 seconds must elapse during load reduction from FULL AHEAD
to STOP, at least 10 seconds during load reduction from FULL ASTERN to
STOP. Diagram, part 1/4. In case of faster load reduction, the
turbocharger may start surging
Besides, please note ... Marine main engines in preheated condition should be operated at a
speed not exceeding approx 75% or a load not exceeding approx. 40%, if
possible. Operation at full load is admissible after the service temperatures
have been reached.
In fixing the load application and load reduction times it should be noted
that the time constants for the dynamic behaviour of the engine relative to
the prime mover and/or the vessel may be wide apart. Ratios of 1:100 are
encountered in the case of marine propulsion engines. This means that
the engine responds much faster than the ship does. Faster load
application and load reduction rates will therefore have but a minor effect
on the ship’s behaviour during manoeuvring (except, e.g. tug boats and
ferries).
Correlations The ideal operating conditions for the engine prevail under even loading at
60% to 90% of the full-load output. All the systems have been rated for
this range and/or the maximum rating. In the idling mode, or during
low-load engine operation, combustion in the cylinders is not ideal,
because of the low quantities of fuel injected. Deposits are building up in
the combustion space, with contamination of the cylinders and negative
effects on the exhaust. Moreover, in part-load operation and during
manoeuvring of ships, the cooling water temperatures cannot be regulated
optimally high for all load conditions. However, this is a particularly
important point in heavy fuel oil operation.
Better conditions Engines are genuinely better equipped for part-load operation if
- they have special part-load cams on a shiftable camshaft and/or
- they have a two-stage charge-air cooler, the second stage of which can
be switched off for operating data improvement.
Operation on heavy fuel oil Because of the aformentioned reasons, the part-load operation (below
15% of full load) on heavy fuel oil is subjected to certain limitations. The
engine must subsequently be operated at full load or relatively high load
(>70 %) for a certain period of time so as to burn away the solids that have
deposited in the cylinders. For part-load operation which necessarily lasts
longer than for the time of operation as specified (see Figure 1), the
engine has to be switched over to Diesel fuel operation, and load has to be
applied again as soon as possible.
Operation on Diesel fuel oil For the part-load operation on Diesel fuel oil, the following rules are valid:
- A continuous operation below 15% of load is to be avoided, if possible.
If this is absolutely necessary, MAN B&W Diesel AG has to be
consulted for special arrangements (e.g. using part-load injection
nozzles).
- A no-load operation, especially with nominal speed (generator
operation) is only permitted for a maximum period of 1 ... 2 hours.
No limitations are required for loads above 15%.
Explanations Figure on the left: Time limits for low-load operation on heavy fuel oil.
Right hand figure: Necessary operation time at >70 % output after
low-load operation on heavy fuel oil. Acceleration time from low-load to
70% output not less than 15 minutes.
Preliminary remarks
How to proceed
In the case of marine The effective engine output Pe cannot be easily measured on marine
propulsion engines propulsion engines. Torque measurements and conversion would be
necessary for this purpose. The indicated output Pi, on the other hand, can
be determined from indicator diagrams by planimetering. However, even
this output Pi is only useful under certain conditions because all outputs/
output limits are referred to the effective output. The values for Pe and Pi
differ by the mechanical efficiency ®PHFK of the engine.
P e
Pi ô ®mech
In case of Diesel generator sets The effective engine output for generator sets can be determined relatively
precisely from the effective generator output Pw, which is measured
continually, and from the generator efficency ®gen, which varies but slightly
within the usual operating range. This method, however, does not permit
any judgement to be made of changes that may occur on the engine or
generator. As an alternative or additional method, design points can be
determined as outlined above, and the results obtained can be compared.
Preliminaries
The mean value of fuel settings plotted over the output is recorded during
the engine works trials and included as a curve in the acceptance
For stationary engines, only the fuel pump settings of the acceptance
certificate are to be copied into the form sheet.
Important! Diesel fuel oil (MDF) is used for the engine trials as a
rule. In HFO operation, pump settings are 3-4% lower.
Example (marine propulsion Determining the design point and the engine output are to be carried out
engine) using the example shown in Figure 1, where:
Generator sets The method can be applied to generator sets in the same way. Design
points are in this case only found on the 100% speed line, or close to it.
Evaluation of results
The design point that has been determined is to be within the admissible
service range - for marine propulsion engines, with a new vessel and new
engine, to the right of the theoretical propeller curve.
The shifting of design points towards the left, with the other basic
conditions being the same, is attributable to the increased resistance of
Figure 2. Form sheet for determining the design point and engine output (on the next page)
Under these conditions, the engine will still reach the full torque but no
longer the full speed -- at least not with the admissible rated output.
Operation of the engine under these conditions of reduced speed/
fuel-limited speed is limited as follows:
Overview
Table 1 lists the equipment for adapting the engine to special operating
conditions/for optimising the operating performance. It also lists the
preferred fields of application. This table is intended to provide you with a
summary of the existing possibilities and their object.
Brief descriptions
Charge air blow-off device When engines are operated at full load at low intake temperature, the high
air density involves the danger of excessive charge air pressure leading to
an inadmissibly high ignition pressure. In order to avoid such conditions,
the excessive charge air is withdrawn upstream or downstream of the
charge air cooler and blown off into the engine room. This is achieved by
means of an electro-pneumatically controlled or spring-loaded throttle flap.
See Section 2.4.1 and 3.5.12.
Charge air bypass device The charge air pipe is connected to the exhaust pipe via a reduced
diameter pipe and a bypass flap. The flap is closed in normal operation.
During propeller operation between 25 and 60% load, the volume of air
which is available for the engine is relatively small and the charge air
pressure is relatively low. To increase the air volume that is available for
Device for raising the High air temperatures during part-load operation contribute to improved
charge air temperature combustion and, consequently, reduced exhaust gas discoloration. This
(two-stage charge air cooler) condition can be achieved if a two-stage charge air cooler is used and the
charge air is heated by means of the low-temperature (LT) stage during
part-load operation (20 to 60% load).
Control of the charge air The charge air temperature control CHATCO reduces the amount of
temperature (CHATCO) condensed water that accumulates during engine operation under tropical
conditions. In this connection, the charge air temperature is kept constant
up to a certain intake temperature. If this value is exceeded, the charge air
temperature is constantly raised. Please refer to Section 2.4.7.
Device for accelerating the This equipment is used where special demands exist regarding fast
turbocharger (jet assist) acceleration and/or load application. In such cases, compressed air is
drawn from the starting air vessels and reduced to a pressure of approx.
4 bar before being passed into the compressor casing of the turbocharger
to be admitted to the compressor wheel via inclined bored passages. In
this way, additional air is supplied to the compressor which in turn is
accelerated, thereby increasing the charge air pressure. Operation of the
accelerating system is initiated by a control, and limited to a fixed load
range. Please refer to the figure in Section 2.4.1.
Device for blowing off the By blowing off exhaust gas upstream of the turbine and returning it to the
exhaust gas (waste gate) exhaust pipe downstream of the turbine, an exhaust gas pressure
reduction on the turbocharger and/or a drop in turbine speed at full load is
effected. This measure is necessary if the turbocharger has been
designed for optimised part load operation. See section 3.5.11.
Device for adjusting the valve Two twin cams per cylinder are arranged on the camshaft. In each case,
timing (for 32/40 engines only) the cam track on the coupling side is in mesh under full-load conditions.
During operation, the camshaft is shifted by a hydro-pneumatic control
system (similar to reversible engines).
This equipment enables the timing, i.e. the valve overlap, to be adapted to
the prevailing load. As a result, the charge renewal is optimised and the
engine operating data is improved during part-load operation. For details,
please refer to Section 2.4.5.
Device for adjusting the injection Adjustment on the 32/40 engine is achieved by means of a camshaft that
timing permits adjustment relative to the direction of rotation using a turning,
axially moving and helically toothed bushing which is in mesh with the
toothing provided on the camshaft. A shifting of the bush causes the
camshaft to be turned, whereby the injection timing is changed. For
details, please refer to Section 2.4.5.
Technical layout
This equipment for the bypassing of charge air essentially consists of the
connection between the charge air pipe (1) and the exhaust pipe (8), the
throttle flap (4) and the associated electropneumatic control.
The rate of air flow through the interconnecting pipe can be limited by a
diaphragm (2). The throttle flap is pneumatically operated. The end
positions of the power cylinders can be fixed by adjusting screws (5). The
compensator (7) serves to absorb deformations/displacements in the
interconnecting pipe.
Functional description
The supply of air to the pneumatic drive is controlled by the 4/2-way valve
(6) and its solenoid valve. The passage 1 - 2 to open the flap is cleared
when the solenoid valve is energised. The valve is switched over to
passage 1 - 3 for closing the flap when the valve is de-energised. The
switching condition of the solenoid valve (energised) is determined by the
following conditions:
- engine speed > 60 ... < 85%*,
- pump rack setting > 25 ... < 65%*,
- engine is not started/engine is not connected (stable load condition).
* The upper limit depends on the engine size and number of cylinders (up to 95 or 75% respectively)
Figure 2. Output/speed range for the bypassing of charge air (example, valid for
fixed-pitch propeller drive)
The bypassing of charge air into the exhaust pipe causes the charge air
pressure and specific air/exhaust gas volume to be increased, and the
exhaust gas temperature upstream and downstream of the turbine to be
reduced.
Setting
The settings of all elements are fixed during the engine test run and/or
during sea trials/commissioning. They must not be changed during the
warranty period without the approval of MAN B&W Diesel AG.
If necessary, the 4/2-way valve can be switched over by hand using the
lever (9) on the underside of the valve. The throttle flap can be turned
through the slot provided in the shaft end (10). See Figure 3.
9 Lever for
4/2-way valve
10 Slotted shaft end
Figure 3. Actuation of the 4/2-way valve and the throttle flap in case of emergency
Background
Air contains finely dispersed water in the form of steam. Some of this
water condenses out as the air is compressed and cooled by the
turbocharger and charge air cooler, and this also happens with the
compressed air in air vessels. Condensation increases as
- the air temperature rises,
- the air humidity rises,
- the charge air pressure rises, and
- the charge air temperature drops.
Up to 1000 kg of water per hour can accumulate under certain conditions,
and on large engines, in the charge air pipe downstream of the charge air
cooler. This is due to the large volume of air and the relatively high charge
air pressures.
Example 1 -- Determine the amount of water accumulating in the charge air pipe
3rd step The difference between I and II is the condensed water amount A.
A
I II
0.033 0.021
0.012 kg of water/kg of air.
Q A
A ô P ô le
0.012 ô 12, 400 ô 7.1
1.055 kg water/h
1 t water/h.
Example 2 -- Determine the amount of water condensing in the compressed air vessel
3rd step The difference between I and III is the condensed water amount B.
B
I III
0.033 0.0015
0.0315 kg of water/kg of air.
4th step Multiplied by the air volume m in the vessel, the amount of water, QB, is
obtained which accumulates as the pressure vessel is filled.
Q B
B ô m.
m is calculated as follows:
pôV
m
.
RôT
Legend
Absolute pressure in the vessel, pabs 31 ô 10 5 Nm2,
volume V of the pressure vessel 4000 dm3 = 4 m3,
gas constant R for air 287 Nm/kgôK,
temperature T of the air in the vessel 40 C = 313 K.
m
31 ô 10 ô 4
5
138 kg of air.
287 ô 313
Final result
Q B
B ô m
0.0315 ô 138 kg
4.35 kg of water.
* The specific air flow rate depends on the engine type and engine loading. To obtain a rough estimate of the condensed water volume, the
following approximate values can be used:
Isolated operation
Application of load dependent Large applications of load, such as occur in a ship’s auxiliary engine in the
on medium pressure ship network or in stationary engines in isolated operation, cannot be dealt
with in one step. According to the International Association of
Classification Societies (IACS) and the internationally valid standard ISO
8528-5, applications of load must be carried out in stages. See Figure 1.
The number of stages and their level depend on the effective medium
pressure of the engine.
1 1. Stage
2 2. Stage
3 3. Stage
Pe Application of load as a
% of continuous power
pe medium effective
pressure in continuous
power
For the 32/40, 40/54, 48/60 and 58/64 engines with medium pressures
between 21.9 ... 24.9 bar, the following load stages apply:
1. Stage 33%,
2. Stage 23%,
3. Stage 18%,
4. Stage 26%.
Larger load stages can possibly be achieved using special layouts. These
will require the written agreement of MAN B&W Diesel AG.
Application of load dependent The diagram in Figure 2 applies for applications of load based on the
on the actual power current value.
Pe C Application of load
Pe Constant load
Reference pressure pe =
24.8 bar
Load shedding Even at load shedding of up to 100% of the nominal power, the following
can be guaranteed:
Details of the connecting of load and load shedding must be agreed with
MAN B&W Diesel AG in the planning stage. They require approval.
In parallel mode with engines using other high power current generators,
basic jumps in load do not occur. The course of engine loading is not
determined here through external influences but through its own
measurements. The loading/unloading of the engine are controlled by the
regulations in section 3.5.3.
Technical layout
The device for blowing off the exhaust gas essentially consists of the
connection between the exhaust pipe upstream of the turbocharger (11)
and the exhaust pipe downstream of the turbocharger (9), the blow-off flap
(1) and its electro-pneumatic control.
Figure 2. Arrangement of the exhaust gas blow-off pipe (illustration shows the
V 48/60 engine type)
Figure 3. Arrangement of the exhaust gas blow-off pipe (illustration shows the
V 48/60 engine type)
The air supply to the pneumatic drive of the flap is controlled by the
5/2-way solenoid valve (M367). The way 1 - 4 for opening the flap is clear
when the solenoid valve is excited. In de-excited condition, the way 1 - 2
for closing the flap is clear.
Technical layout
The device for blowing off the charge air essentially consists of the
blow-off pipe on the charge air cooler, the blow-off flap (1) and its
electro-pneumatic control.
Operating principle
The air supply to the pneumatic drive of the flap is controlled by the
5/2-way solenoid valve (M367). The way 1 - 4 for opening the flap is clear
when the solenoid valve is excited. In de-excited condition, the way 1 - 2
for closing the flap is clear.
The admission serves as a criterion for the activation of the blow-off flap.
If the admission is lower than the limit value, the blow-off flap is closed. In
case the admission is higher and the intake air temperature is lower than
the limit values, the flap control causes the blow-off flap to be opened.
Figure 2. Arrangement of the charge air blow-off pipe (illustration shows V 48/60
engine type)
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
Explanatory remarks
Trouble shooting with the aid of Tables 1--3 contain a number of potential operating faults and their
Tables 1--3 possible causes. They are intended to contribute to reliable fault diagnosis
and efficient elimination of their causes.
Example The code number 15, for example, appears at three different points in the
tables (marked by -). The meaning behind it: Supposed the injection
timing is too far in the “late“ direction, the following possible effects must
be expected:
- The engine does not reach the full output/speed,
- the exhaust gas temperatures are excessive, and
- the exhaust plume is visible, of dark colour.
Trouble shooting on the To be noted: The operating instruction manual for the turbocharger
turbocharger contains its own table for trouble shooting.
Order of entries The order of entries does not permit to draw conclusions on the probability
of causes. The order rather follows the principle: Causes related to
engine operating media and operating media systems in the first place,
followed by engine, turbocharger, and possibly ship.
Crankshaft does not turn on start, turns too slowly, or swings back
Compressed air system Pressure in the compressed air vessel too low 01
Main starting valve defective 162.xx 02
Starting valve defective 161.xx 03
Starting air pilot valve defective 160.xx 05
Control and monitoring Fault in the pneumatic or electronic control system 63
system
Remote starting interlocked 83
Turning gear Turning gear not completely disengaged 79
Noise coming from the valve or injection pump gear (noise depending on speed)
Injection pump/IP drive Injection pump plunger sticking, spring broken 200.xx 17
Follower defective, or spring broken 111.xx, 200.xx 46
Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.xx, 114.xx 26
valve not tight
Excessive valve clearance 113.xx, 114.xx 90
Smoke issuing from crankcase/crankcase vent, hollow- sounding noise coming from the crankcase
Lube oil Oil contains too much water 3.3, 000.05 81
Engine Crankcase vent blocked 93
Piston/piston rings Piston rings stuck or broken 034.xx 32
Running gear/crankshaft Piston or bearing runs hot or starts seizing 2.4, 3.5 31
Emergency operation with one Even if the engine is operated with adequate care, serious faults occuring
or two cylinders failing
- on the injection system or injection pump gear,
- on the inlet or exhaust valves or the gear of these,
- on the cylinder head, or
- on the connecting rod, piston or cylinder liner
cannot be completely ecxluded. If such a fault occurs, the engine has to
be stopped and the damage has to be remedied. If this is not possible, the
possibilities of emergency operation are to be checked and the necessary
provisions are to be made, if any. The engine can then be further operated
under certain conditions, and at reduced output in most cases. If for some
important reason the engine cannot be stopped, it should at least be
attempted to take all appropriate measures for avoiding consequential
damage.
Table 1 lists such emergency cases, the relevant conditions and counter
measures. The texts following after the table describe the exemplary
cases of emergency in more details and give supplementary hints.
Case 1 Operating faults which necessitate the switching off of the injection pump
(fuel admission = zero) but permit operation of the cylinder/piston involved
against the normal compression resistance, such as
- fault in the injection system due to a defective nozzle,
- fault on the cylinder head due to a defective valve, due to gas leaking
at the cylinder head, due to a broken cylinder head bolt.
Case 2 Operating faults which necessitate the removing of rocker arms and push
rods and the switching off of the injection pump (fuel admission = zero) but
permit operation of the respective cylinder/piston to be continued against
compression (valves closed), such as
- fault in the valve timing gear,
- fault on the cylinder head due to gas leaking on the sealing rings, due
to max. two broken cylinder head bolts2).
Important! Cases 1 and 2 are less problematic from the vibrations
point of view than case 3 is, because the running gear components remain
in place.
Case 3 Operating faults making the removing of a complete running gear (piston,
connecting rod, push rods) necessary.
Case 4 Operating faults making the removing of two complete running gears
(piston connecting rod, push rods) necessary.
2) Operation of the 32/40 engine with two cylinder head bolts broken is not permitted.
5 Reduce the engine output (and speed) in accordance with the instruction
plate attached to the control console. Theoretically available output and/or
speed in accordance with circumstances on the next page.
8 Due to one piston being removed, problems in engine starting may occur
at certain crankshaft positions.
10 Mass balancing upset. Critical vibrations may occur on the engine or in the
ship’s hull (natural hull frequencies) also outside the speed ranges which
have been barred as a result of the torsional vibration calculation. Such
ranges should be avoided/passed quickly. The engine output is to be
reduced to 50%.
Derating/speed reduction
¯Z--1
Z
0.89 0.91 0.93 0.94 0.94 0.95 0.96 0.96 0.97 0.97
Table 2. Factors to determine the speed reduction required when a cylinder fails
Barred ranges/ Switching off the injection pump on one cylinder may result in critical
Torsional vibrations speeds requiring further restrictions of the operating speed range. The
barred ranges to be observed under these abnormal operating conditions
are given on the instruction plates.
Preliminary remarks
Means available The following means are availabe for emergency operation of the engine
with the turbochargers defective:
Code number
Engine stop not permitted for compulsory reasons
Nothing is changed on the turbocharger 1-3
Engine may be stopped (temporarily)
NR turbocharger
● Dismantle the rotor and bearing housing (cartridge), mount the end cover on 1-7
the rear of the turbine (see turbocharger operating manual and relevant work
cards). Gas renewal of the engine is through the partly stripped turbocharger
on the air side and exhaust side.
Explanations
3 With the rotor arrested or dismantled, cut off the lube oil supply to avoid
fouling and fire hazards.
5 In-line engines:
6 V-type engines
7 V-type engines
Separate the exhaust gas inlet side of the defective turbocharger from the
gas flow of the second turbocharger by fitting a blind flange.
The term “black out” designates the sudden failure of the electrical mains
supply. As a result, the cooling water, lube oil and fuel oil supply pumps
will fail, too, unless they are driven by the engine proper. However, other
vital supply equipment and measuring, control and regulating units are
affected, too.
If black out occurs at high engine output, the cooling water which now is
no longer circulating is heated by engine components that are subject to
high thermal loading, and steam bubbles may form locally. Therefore, be
careful with venting and discharge pipes!
This applies to all cases, where the pumps cannot start operation again
within a few seconds, which is possible if a spare unit automatically takes
over the electric power supply. This emergency stop process can, in the
case of marine main engines, be cancelled for a limited period of time, at
the worst, according to the requirement “ship takes precedence over
engine”. On engines with disengaging coupling, the engines are to be
disconnected. On ships equipped with a controllable--pitch propeller, the
pitch is to be set to zero immediately in order to prevent propeller reverse
power. These processes must automatically be triggered in case of
decreasing lube oil pressure.
Emergency lubrication equip- The oil supply of engines equipped with a directly connected,
ment engine-driven lube oil pump (and an electrically driven stand-by pump) is
maintained by this pump on black out.
Marine engines, which are equipped with two electrically driven lube oil
pumps, involving the potential risk that the engine is operated on reverse
power while the ship is gradually run down, are to be equipped with an
emergency lubrication oil tank. From this elevated tank, the oil supply is to
be ensured (temporarily) during this phase.
Stationary engines equipped with two electrically driven pumps are set to
“Zero” admission on black out. Emergency lubrication of the engine during
the relatively short (1 ... 3 minutes) coasting without load is dispensed with
as a rule.
The turbocharger(s) is/are supplied with oil for some time during the
run-down period from an attached oil tank on rigidly mounted engines, or
from a separate oil tank is case of resiliently mounted engines, irrespective
of the lube oil system layout.
Automatically operated systems After the normal supply of electrical power has been restored, the pumps
and ventilators have to be started automatically and in the order as stated:
1. Lube oil pump and fuel oil supply pump,
2. cooling water pump,
3. engine room ventilation system,
4. sea water pump.
▲ Attention! Under no circumstances must the engine be allowed
to start up automatically after black out.
Manually operated engine plants Manually operated engines have to be immediately stopped after black out
so as to avoid severe damage as a result of lubrication failure or thermal
overloading. After the electrical power supply has been restored, proceed
as in the case of automatic operation. It is essential in this case, too, that
the engine is restarted and load is applied gradually.
Putting into operation of the Depending on the load at which the engine was being operated prior to the
engine after black out sudden shut-down, the cooling water which then is no longer circulating is
heated to high temperatures by the hot engine components, possibly
leading to the accumulation of steam in the cooling spaces of the cylinder
head.
1 Indication
2 Admission lever
3 Push-button
4 Operating lever
5 Fine regulating valve M 128
1 Indication
2 Admission lever
3 Push-button
4 Operating lever
In the case of twin-engine plants which drive a shaft, only one engine is
run in manual operation.
▲ Attention! Observe the remarks in Sections 3.4 to 3.7, Engine
operation!
General remarks
Operating values/limit values Operating values, e.g. temperatures, pressures, flow resistances and all
other safety--relevant values/characteristics, must be kept within the range
of nominal values. Limit values must not be exceeded. Binding reference
values are contained in the test run and commissioning records (in
Volume B5) and in the “List of measuring and control devices” (in
Volume D).
Alarms, reduction and stop Depending on the extent to which values are exceeded and on the
signals potential risks, alarms, reduction or stop signals are released for the more
important operating values. This is effected by means of the alarm system
and the safety controls. Reduction signals cause a reduction of the engine
output on vessel plants. This is effected by reducing the pitch of
controllable--pitch propeller plants. Stop signals cause an engine stop.
Behaviour in emergency cases -- Acoustic or visual warnings can be acknowledged. The displays remain
technical possibilities active until the malfunction is eliminated. Reduction or stop signals can in
the case of vessel plants be suppressed by means of the override function
of the valuation “ship takes precedence over engine”. For stationary
plants, this possibility is not provided. For these, there is also no reducing
function.
Fixing alarm and limit values For fixing the alarm and the safety--relevant limit values, the requirements
of the classification societies and the own assessment are decisive.
Examples Stop criteria are, e.g., overspeed, too low lube oil pressure and too high
temperatures of the main bearing. In case the oil mist detector reacts, a
stop is usually effected as well. The occurrence of too high cooling water
temperatures causes a reduction in output of vessel plants.
Legal situation
Alarm, reduction and safety signals serve the purpose of warning against
dangers or of avoiding them. Their causes are to be traced with the
necessary care. The sources of malfunctions are to be eliminated
consistently. They must not be ignored or suppressed, except on
instructions from the management or in cases of a more severe danger.
Oil mist The oil mist concentration in the crankcase is monitored by an oil mist
detector. It increases in cases of damage to bearings and piston seizures
and in the case of blow-through from the combustion chamber. In these
cases, an alarm is triggered and the red alarm LED starts to flash on the
oil mist detector.
Danger to people and property! ▲▲▲ Danger! When the oil mist concentration is too high, there is
acute danger to people and property. An explosion in the crankcase
may occur, and the engine, crankshaft and running gear
components may be seriously damaged.
Turn off the engine immediately! ▲▲ Warning! When the oil mist concentration is too high, the
engine is switched off by the safety controls. If this does not occur
or if this is not planned, then the engine must be switched off
manually. This must be done within a matter of seconds.
If the oil mist detectors are not functioning correctly, the engine is not
monitored. Damage which starts to occur cannot be recognised or only
recognised too late.
Checking the oil mist detector After an oil mist detector alarm occurs, the function of the oil mist detector
must be tested according to the manufacturer’s operating instructions. The
engine must not be restarted for testing.
The measuring cell should be checked for traces of water as part of these
tests, as water vapour can trigger a false alarm. The measuring cell should
be cleaned if traces of water are detected. The engine should then be
blown through with compressed air, checking at the same time that the
runnung gear turns easily. If water can be eliminated as the cause of the
alarm, the following checks are to be performed:
Internal check of running gear After a wait of 10 minutes -- required because of possible dangers of
explosion on the entry of air (see safety regulations) -- all crankcase
covers are to be removed. The subsequent checks include:
- measuring of all bearing temperatures,
- a visual examination of the running gear components and oil sump for
chips, discolouration or material deposits and
- a visual examination of all piston skirts and cylinder liners. Piston skirts
made of aluminium alloys suffer damage due to friction at an early
stage already. Grey cast iron skirts are less easily damaged.
External checks of running gear The camshaft cover should then be opened and the following checks
performed:
- measuring the temperature of all camshaft bearings, including the
external bearing,
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
For longer periods of engine shut down (e.g. when the engine is put in
stock) it must be emptied, cleaned and preserved. The relevant
information is given in work card 000.14 “Corrosion inhibitors/preservation
of Diesel engines”. The necessary preliminaries, preservation proper and
the appropriate preservation agents are described.
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
N 4 Maintenance/Repair
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
Maintenance schedule/ The jobs to be done are shown in the maintenance schedule, which
maintenance intervals/ contains
personnel and time required
- a brief description of the job,
- the intervals of repetition,
- the personnel and time required, and it makes reference to
- the corresponding work cards/instructions.
Preliminary remarks
Maintenance schedule on paper The maintenance schedule of the engine comprises work to be done on
and diskette components of peripherical systems and components/subassemblies of
the engine itself (refer to Section 4.7). The maintenance schedule for the
turbocharger is part of Volume C1 of the Technical Documentation.
Validity of the maintenance The maintenance schedules 4.7.1 and 4.7.2 are valid together. They
schedule comprise jobs to be done in regular intervals up to 36,000 operating hours.
After 30,000 or 36,000 operating hours an inspection of the main
components is to be carried out. During this process the cylinder head and
valves, the cylinder liner and pistons as well as the running gear and
bearings, in particular, should be checked for wear and replaced if
necessary. It is recommended to entrust one of our service bases with this
comprehensive task.
Adaption of the maintenance The maintenance schedule has been drawn up for standard operating
schedule conditions. After a critical evaluation of the operating values and conditions
shorter intervals may become necessary provided external operating
conditions as timetable/
timetable of ships/inspection time for plants allow it. In case of favourable
operating values and conditions longer intervals may become necessary.
Preliminary remarks
Standard tools The following comprehensive standard set of tools comes supplied with
the engine:
- basic tools,
- hydraulic tensioning tools, and
- special tools.
This set of tools permits normal maintenance work to be carried out. A list
specifying the extent and designations of these tools is contained in
Volume B6 of the technical documentation. The tools set intended for the
turbocharger(s) is contained in one case, and a table of contents is also
included.
Special tools Certain jobs, which are rather repair jobs than maintenance jobs, require
special expert knowledge, experience and supplementary equipment/
accessories. Further special tools are made available to our service
bases, and possibly also our authorised workshops, for such purposes.
We therefore recommend that you consult these partners, or entrust them
to do jobs for you whenever your own capacities in terms of time,
qualification or personnel are inadequate.
Tools Explanations
Device for removing/fitting the For maintenance work such as checking the main bearing or replacing the
main bearing cap bearing shells, the main bearing cap has only to be lowered; it need not be
removed. Removal of the main bearing cap is only necessary in special
cases. This tool is provided for this purpose.
Device for removing/fitting the Maintenance jobs such as the checking of spring assemblies can be done
torsional vibration damper without the complete vibration damper having to be disassembled.
(on the crankshaft) Removal of the torsional vibration damper is only necessary in special
cases. This tool is provided for this purpose.
Pneumatic honing tool Cylinder liners require rehoning when piston rings are replaced or when
for the cylinder liner the roughness of the running surface has become insufficient. This job
can be contracted to a service base or done by the user himself using the
honing tool.
Tool for milling the exhaust Rough or damaged seats can be remachined by hand using this tool with
valve seats in the cylinder head a wheel-type milling cutter. For checking the required residual gap, a dial
gauge (standard tool) is available.
Suspension device for For maintenance work on the camshaft, only the cover on the camshaft
removing/fitting the camshaft covering has to be taken off. Dismantling the camshaft covering is only
covering (for Vee-type engines necessary in special cases (removal of the camshaft). This tool is
only) provided for this purpose.
Electric valve cone grinder Similarly to valve seats, valve cones showing minimum deficiencies can be
corrected by hand using grinding paste. Where no satisfactory result can
be achieved by this method, mechanical remaching is necessary.
Tool for grinding the seats on A grinding ring is supplied to allow manual regrinding of the seats on the
the valve cage shroud valve cage shroud. Adhesive grinding discs provide an effective way of
reworking the seats.
Device for removing/installing For removing/installing the fuel injection pump, the charge air pipe
the fuel injection pump with segment has to be dismantled beforehand if the standard tool is used. In
attached charge air pipe case the tool which is mentioned on the left is employed, dismantling the
segment charge air pipe segment is not required.
Device for pulling the drive gear Pumps driven by the Diesel engine directly require no regular
of directly driven lube oil or maintenance. If it becomes necessary to disassemble a pump, the drive
cooling water pumps gear has to be pulled. This tool is provided for this purpose.
Baewert indicator system to The accurate measuring and evaluating of ignition (and injection)
measure and evaluate ignition pressures using the Baewert indicator system which consists of a quartz
and injection pressures crystal sensor and an instrument for evaluation furnishes useful
information on the condition of the engine and potential areas for
improvement. A serial interface and a PC program permit computer-aided
evaluation. For devices from other manufacturers, see section 3.5.2.
Maihak indicator for recording A ”classical” accessory for recording the engine’s compression and ignition
the cylinder pressures pressures.
Information on tools required for engine accessories such as, e.g., the oil
mist detector and for systems accessories such as filters, separators, fuel
and lube oil treating modules, water softening equipment, etc. can be
gathered from the documents contained in volumes E1 to E... of the
technical documentation.
Tip! Maintenance and repair work can only be carried out properly if
the necessary spare parts are available.
The information given below is thought to assist you in quickly and reliably
finding the correct information source in case of need.
Spare parts for engines and turbochargers can be identified using the
spare parts catalogues in Volumes B3 and C3 or the technical
documentation. The illustration sheets enclosed are provided with item
numbers permit to identify the ordering number.
Complete tools can be ordered using the tools list in Volume B6 of the
technical documentation, or the index included in the tools case for
turbochargers. The ordering numbers are also given on the respective
work cards in Volumes B2 and C2. In this way, it is also possible to order
components of tools alone.
When ordering tools, the engine type, the engine works number and the
six-digit tool number which simultaneously serves as ordering number
should be indicated as usual. The first three digits of the tool number stand
for the subassembly for which the tool is used. Tools which are suited for
general use have a figure below 010 instead of the subassembly group
number.
Spare parts for measuring, control and regulating systems, and for engine and systems accessories
Components of high value which have become defective or worn and the
reconditioning or repair of which requires special know-how or facilities can
be replaced by the “Reconditioned-for-old” principle. These include
- piston crowns,
- valve cages and valves,
- fuel injection nozzles and injection pumps,
- governors,
- compressed-air starters, and
- completely assembled rotors of turbochargers (cartridges).
Such components are available from stock as a rule. If not, they will be
reconditioned/repaired and returned to your address. If need arises,
please enquire a corresponding offer from MAN B&W Diesel AG or the
nearest Service Center.
Required personnel
Groups of maintenance works In case of the maintenance schedule (systems) the maintenance works
are grouped according to systems/functional groups whereas in the main-
tenance schedule (engine) they are grouped according to subassemblies.
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
014 Ölprobe untersuchen (Tropfenprobe) Examine oil sample (spot test) 000.05 1 0.15 Motor X
Engine
015 Ölprobe analysieren lassen Take oil sample to be analysed 000.04 1 0.25 Motor X
Engine
016 Ölfüllung wechseln (entsprechend Change oil filling (depending on results 000.04 015 Nil 1 1 1 1 1 1 1 1 1 1 1
Analyse), Behälter reinigen of analysis), clean the tank
017 Ölablauf kontrollieren (Sichtprüfung) Check oil drainage of piston, big--end A 018 1 0.2 Zyl./ X
bei Kolben, Pleuel-- und and main bearings, on the gear box 112 Einheit
Kurbelwellenlagern, am Rädertrieb und and the turbocharger (visually) -- refer Cyl./unit
am Turbolader -- siehe auch 401 to 401
018 Ölablauf kontrollieren (Sichtprüfung) Check oil drainage of camshaft A 017 1 2 Motor X
bei Nockenwellenlagern, bearings, injection pumps and valve Engine
Einspritzpumpen und am Ventilantrieb gear in the rocker arm casing (visually)
(im Kipphebelgehäuse) -- siehe auch -- refer to 401
401
020 Schmierölpumpe überholen Overhaul the lube oil pump 300.01 2 10 Pumpe 1 1 1 1 1 1 1 1 1 1 1
Pump
022 Zylinderschmierölaggregat bzw. Check the cylinder lube oil unit or 302.01 1 4 Einheit X
--pumpe, Blockverteiler und pump, the block distributor and the Unit
Überwachungsgeräte überholen monitoring systems
023 Schmieröl--Automatikfilter reinigen Clean the lube oil service filter B 024 1 3 Filter 1 1 1 1 1 1 1 1 1 1 1
(abhängig von Spülintervallen) (depending on scavenging intervals) Filter
024 Schmieröl--Indikatorfilter reinigen Clean the lube oil indicating filter B 023 1 2 Filter 1 1 1 1 1 1 1 1 1 1 1
(abhängig vom Differenzdruck) (depending on differential pressure) Filter
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
025 Schmieröl--Vorwärmer reinigen Clean the lube oil preheater (depending B 1 4 Einheit 1 1 1 1 1 1 1 1 1 1 1
(abhängig von der Separiertemperatur on separating temperature at the flow Unit
bei erforderlichem Durchsatz). rate required).
Reinigung evtl. durch Spezialfirma Cleaning should be carried out by a
special company if possible
026 Schmieröl--Separator Check, clean and overhaul the lube oil B 1 4 Einheit 1 1 1 1 1 1 1 1 1 1 1
(selbstaustragend) kontrollieren, separator (residue--selfdischarging) Unit
reinigen, überholen
027 Schmieröl--Kühler reinigen, evtl. durch Clean the lube oil cooler. C Nil 1 1 1 1 1 1 1 1 1 1 1
Spezialfirma Cleaning should be carried out by a
special company if possible
Kühlwassersystem (Zylinder- und Düsenkühlung) Cooling water system (Cylinder an injection valve cooling)
031 Ausgleichsbehälter: Kühlwasserstand Compensating tanks: Check the A 032 1 0.2 Motor X
kontrollieren cooling water level Engine
032 Düsenkühlwasserablauf kontrollieren Check the injection valve cooling water A 031 1 0.1 Motor X
(auf freien Ablauf und eventuelle system for free drainage and fuel Engine
Kraftstoffspuren) leckages
033 Kühlwasser: Korrosionsschutz Check the corrosion protection of the 000.07 1 0.5 Motor X
kontrollieren -- siehe auch 401 cooling water -- refer to 401 Engine
035 Kühlräume kontrollieren, System Check the cooling water spaces, clean 000.08 Nil 1 1 1 1 1 1 1 1 1 1 1
chemisch reinigen (Zylinder-- und the system chemically (cylinder and
Düsenkühlung). injection valve cooling system).
Reinigung evtl. durch Spezialfirma Cleaning should be carried out by a
special company if possible
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
1, x
12000
18000
36000
72000
90000
1500
3000
6000
2, per
250
500
24
3 y
1, x
12000
18000
36000
72000
90000
1500
3000
6000
2, per
250
500
24
3 y
124 Alle Lagerschalen erneuern Replace all bearing shells 021.xx 2 3 Lager X
Bearing
1, x
12000
18000
36000
72000
90000
1500
3000
6000
2, per
250
500
24
3 y
153 Alle Kolben ausbauen, reinigen und Remove, clean and check all pistons. 034.01 154 3 2 Zyl. X
kontrollieren. Schulterspiel (nicht bei Measure shoulder clearance (not in 034.02 155 Cyl.
40/54 und 48/60) und Ringnuten case of 40/54 and 48/60) and ring 050.05 163
vermessen. Alle Kolbenringe erneuern. grooves. Replace all piston rings. 173
Achtung: Wenn Kolbenringe erneuert Caution: If piston rings are replaced
werden, ist die Zylinderbuchse the cylinder liner is to be rehoned!
nachzuhonen!
154 1 Kolbenbolzen (bei V Motor je Remove one piston pin (in case of V 034.03 152 2 0.25 Zyl. X
Zylinderreihe) ausbauen, engines per cylinder bank). Check 155 Cyl.
Kolbenbolzenbuchse kontrollieren, piston pin bush, measure the
Spiel messen. clearance.
155 1 Kolben (bei V Motor je Zylinderreihe) Disassemble one piston (in case of V 034.02 152 3 2 Zyl. X
zerlegen. Bauteile reinigen. Kühlräume engine per cylinder bank). Clean 034.03 154 Cyl.
und Kühlbohrungen auf Koksansatz components. Check cooling spaces 034.04
kontrollieren. Bei Schichtdicken über 1 and cooling passages for coke
mm alle Kolben zerlegen. deposits. If thickness of layer exceeds
1 mm, disassemble all pistons.
157 Alle Kolben zerlegen. Bauteile reinigen. Disassemble all piston. Clean 034.02 153 3 2 Zyl. X
Regenerierte Kolbenoberteile components. Install reconditioned 034.03 Cyl.
einbauen. piston crowns. 034.04
158 Alle Kolben zerlegen. Bauteile reinigen. Disassemble all pistons. Clean 034.02 153 3 2 Zyl. X
Kolbenoberteile und Kolbenbolzenlager components. Replace piston crowns 034.03 Cyl.
erneuern. and piston pin bearings. 034.04
1, x
12000
18000
36000
72000
90000
1500
3000
6000
2, per
250
500
24
3 y
163 Alle Zylinderbuchsen vermessen und Measure all cylinder liners and rehone 050.02 153 2 3 Zyl. X
nachhonen 050.05 173 Cyl.
164 Alle Zylinderbuchsen ausbauen, Remove, clean and check all cylinder 050.01 157 3 4.5 Zyl. X
reinigen und kontrollieren. Dichtringe liners. Replace sealing rings 050.04 Cyl.
erneuern
165 Alle Zylinderbuchsen mit Dichtringen Replace all cylinder liners and sealing 050.01 3 4.5 Zyl. X
erneuern. rings. 050.04 Cyl.
1, x
12000
18000
36000
72000
90000
1500
3000
6000
2, per
250
500
24
3 y
1, x
12000
18000
36000
72000
90000
1500
3000
6000
2, per
250
500
24
3 y
1, x
12000
18000
36000
72000
90000
1500
3000
6000
2, per
250
500
24
3 y
243 Alle Auslaßventile ausbauen. Remove all exhaust valves. Check 113.02 173 2 4.5 Ventil X
Ventilsitze kontrollieren und valve seats and regrind. Check valve 113.03 235 Valve
nachschleifen. Ventilführungen guides 113.04
kontrollieren 113.05
114.01
244 Alle Auslaßventile ausbauen, Remove all exhaust valves, replace 113.02 173 2 1.5 Ventil X
Ventilkegel und Ventilsitze valve cones and valve seats. 114.01 236 Valve
austauschen.
1, x
12000
18000
36000
72000
90000
1500
3000
6000
2, per
250
500
24
3 y
1, x
12000
18000
36000
72000
90000
1500
3000
6000
2, per
250
500
24
3 y
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
N 5 Annex
: : N 5.1 Designations/Terms
: : N 5.2 Formulae
: : N 5.3 Units of measure/ Conversion of units of measure
: : N 5.4 Symbols and codes
: : N 5.5 Brochures
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
Standards The terms commonly used in the field of engine building have been
defined in the standard DIN 6265, and in the International Standards ISO
1205--1972 and ISO 2276--1972, and in MAN Quality Specification
Q10.09211--3050. A selection of these terms appearing in the technical
documentation for our Diesel engines is explained in more detail below.
Engines
Dual-fuel engines Dual-fuel engines can be either operated on liquid fuels, or on gaseous
ones (natural gas, town gas, sewage gas etc.), a small amount of fuel
called pilot fuel being injected for ignition.
Otto gas engines Otto gas engines are operated on gas (natural gas, town gas, sewage gas
etc.) and have electric spark ignition.
Left-hand engine/ The terms left-hand (LH) engine and right-hand engine are determined by
Right-hand the exhaust side of the engine. Viewing onto the coupling end, a left-hand
engine engine has the exhaust side at the left, and a right-hand engine at the
right. Figure 1 . This definition can normally only be applied to in-lines
engines.
Sense of rotation Viewing onto the coupling end, right-hand (RH) engines are rotating
clockwise, and left-hand (LH) ones counter-clockwise.
Designation of cylinders The cylinders are consecutively numbered 1, 2, 3, etc. if viewing from the
coupling end. On V-type engines, the cylinder bank which is the left as
viewed from the coupling end is designated A, and the right one B
(A1--A2--A3 or B1, B2, B3 etc.), Figure 2 .
Designation of crank pins, The crank pins and big end bearings are designated (starting from the
journals and bearings coupling end) 1, 2, 3 etc., and the journals and crankshaft bearings 1, 2, 3
etc. Where an additional bearing is provided between the coupling flange
and the toothed gear for the camshaft drive, this bearing and the
associated journal are designated 01 (see Figure 3 ). For this
designation, it is irrelevant which of the bearings is a locating bearing.
On V-type engines where two connecting rods are associated with one
crank pin, the big end bearings and the cylinders are termed A1, B1, A2
etc.
Coupling end KS The coupling end is the principal power take-off of the engine, to which the
propeller, the generator or any other machine is connected.
Free engine end KGS The free engine end is opposite the coupling end of the engine.
Left-hand side The left-hand side is the exhaust side on the left-hand engine, and the
cylinder bank A side on the V-type engine.
Right-hand side The right-hand side is the exhaust side on the right-hand engine, and the
cylinder bank B side on the V-type engine.
Camshaft side SS The camshaft side is the longitudinal side of the engine on which the
injection pumps and the camshaft are mounted (opposite the exhaust gas
side).
Exhaust gas side AS The exhaust gas side is the longitudinal side of the engine on which the
exhaust gas pipe is mounted (opposite the camshaft side). The
designations camshaft side and exhaust side are in common use for in-line
engines only.
Exhaust gas counterside AGS On engines having two camshafts, one on the exhaust side and one on
the opposite side, the term camshaft side would not be unambiguous. The
term exhaust gas counterside is used in such a case, together with the
term exhaust gas side.
Engine
pe ô V H ô n ô z
Effective engine output Pe Pe
1200
1200 ô P e
Mean effective pressure pe pe
VH ô n ô z
VH
D ô ¶ ô s
2
Swept volume VH
4
9550 ô P e
Torque Md Md
n
Overall efficiency ®e ® e
3600
Hu ô be
Propeller
P1 n 3
Propeller law
13
P2 n2
M d1 n 2
12
M d2 n2
Generator
Synchronous speed n
60pô f
Legend
D Cylinder diameter dm
f Frequency Hz
n Speed rpm
P Rating kW
s Stroke dm
z Number of cylinders /
®e Overall efficiency /
Swept volume
Use
Explanation The letter entered at point 1 represents a quantity of the second column of
the table. It can be supplemented by D, F or Q, in which case the meaning
corresponds to the entry in the third column of the table. Second or third in
the combination are letters of the fourth column, if required. Multiple
nominations are possible in this case. The order of use is Q, I, R, C, S, Z,
A. A supplementation by + (upper limit/on/open) or -- is possible; however,
only after O, S, Z and A.
SI units
CoCoS EDS
CoCoS SPC