PG M-Iii L2131 PDF
PG M-Iii L2131 PDF
Table of contents
L21/31_GenSet-III
I 00 Introduction
Introduction to project guide I 00 00 0 1643483-5.5
D 10 General information
List of capacities D 10 05 0 1689479-1.7
2018-01-08 - en
MAN Diesel & Turbo
Index
Table of contents Page 2 (5)
Guidelines regarding MAN Diesel & Turbo GenSets operating on low sulphurB 11 00 0 1699177-5.1
fuel oil
2018-01-08 - en
MAN Diesel & Turbo
Index
Page 3 (5) Table of contents
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) 010.000.023-11
Specification of lube oil (SAE 40) for operation with gas oil, diesel oil (MGO/ 010.000.023-07
MDO) and biofuels
2018-01-08 - en
MAN Diesel & Turbo
Index
Table of contents Page 4 (5)
Actuators B 17 01 2 1689484-9.0
Combined box with prelubricating oil pump, preheater and el turning device E 19 07 2 3700290-3.0
B 20 Foundation
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MAN Diesel & Turbo
Index
Page 5 (5) Table of contents
B 21 Test running
Shop test programme for marine GenSets B 21 01 1 1356501-5.11
E 23 Spare parts
Weight and dimensions of principal parts E 23 00 0 1689483-7.3
P 24 Tools
Introduction to spare part plates for tools P24000,
3700496-5.0
Additional tools P 24 03 9,
3700066-4.10
Hand tools P 24 05 1,
3700414-0.0
B 50 Alternator
Alternators for GenSets B 50 00 0 1699895-2.1
B 52 Diesel-electric propulsion
B52000_3700088-0 Diesel-electric propulsion plants
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MAN Diesel & Turbo
I 00 Introduction
Page 1 (1) I 00 Introduction
2018-01-08 - en
MAN Diesel & Turbo
1643483-5.5
Page 1 (2) Introduction to project guide I 00 00 0
All data provided in this document is non-binding. This data serves informational purposes only and is especially not
guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be
assessed and determined individually for each project. This will depend on the particular characteristics of each
individual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation, the Eng-
lish text shall prevail.
Original instructions
2016.01.06
MAN Diesel & Turbo
1643483-5.5
I 00 00 0 Introduction to project guide Page 2 (2)
Code letter: The code letter indicates the contents of the documents:
B : Basic Diesel engine / built-on engine
D : Designation of plant
E : Extra parts per engine
G : Generator
I : Introduction
P : Extra parts per plant
Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil sys-
tem, monitoring equipment, foundation, test running, etc.
Sub-function: This figure occurs in variants from 0-99.
Choice number: This figure occurs in variants from 0-9:
0 : General information 1 : Standard
2-8 : Standard optionals 9 : Optionals
Further, there is a table of contents for each chapter and the pages follow immediately afterwards.
Drawing No: Each document has a drawing number including revision number i.e. 1643483-5.5.
Release date: The release date of the document Year.Month.Date. This is the date the document has been
created.
Notice: When refering to a document, please state both Drawing No including revision No and Release
date.
Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
2016.01.06
MAN Diesel & Turbo
1689461-0.4
Page 1 (1) Engine programme - MAN four-stroke marine GenSets I 00 02 0
2016.02.19 - Tier II
MAN Diesel & Turbo
1609526-0.8
Page 1 (1) Key for engine designation I 00 05 0
2015.11.27
MAN Diesel & Turbo
1607568-0.2
Page 1 (1) Designation of cylinders I 00 15 0
2016.08.24
MAN Diesel & Turbo
1687100-5.5
Page 1 (3) Code identification for instruments I 00 20 0
L Level D Differential
P Pressure E Element
T Temperature I Indicating
U Voltage L Low
X Sound T Transmitting
Z Position X Failure
V Valve, Actuator
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MAN Diesel & Turbo
1687100-5.5
I 00 20 0 Code identification for instruments Page 2 (3)
Diesel engine/alternator
LT water system
01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler
02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler
03 outlet from lub. oil cooler 06 outlet from fresh water cooler 09
(SW)
HT water system
10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler
10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler
11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater
12 outlet from engine 15 outlet from HT system 19A inlet to prechamber
13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber
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1687100-5.5
Page 3 (3) Code identification for instruments I 00 20 0
Load speed
80 overspeed air 84 engine stop 88 index - fuel injection pump
81 overspeed 85 microswitch for overload 89 turbocharger speed
82 emergency stop 86 shutdown 90 engine speed
83 engine start 87 ready to start
Miscellaneous
91 natural gas - inlet to engine 95 voltage 99 common alarm
92 oil mist detector 96 switch for operating location 100 inlet to MDO cooler
93 knocking sensor 97 remote 101 outlet to MDO cooler
94 cylinder lubricating 98 alternator winding 102 alternator cooling air
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MAN Diesel & Turbo
1655279-1.1
Page 1 (10) Symbols for piping I 00 25 0
2015.11.17
MAN Diesel & Turbo
1655279-1.1
I 00 25 0 Symbols for piping Page 2 (10)
3.28 Cock, straight through, with bottom 4.10 Manual (at pneumatic valves)
conn.
3.29 Cock, angle, with bottom connec- 4.11 Push button
tion
3.30 Cock, three-way, with bottom con- 4.12 Spring
nection
3.31 Thermostatic valve 4.13 Solenoid
3.32 Valve with test flange 4.14 Solenoid and pilot directional valve
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1655279-1.1
Page 3 (10) Symbols for piping I 00 25 0
5.17 Water trap with manual control 7.4 Distance level indicator
5.19 Silencer
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1655279-1.1
I 00 25 0 Symbols for piping Page 4 (10)
Pipe dimenesions
A : Welded or seamless steel pipes. B : Seamless precision steel pipes or Cu-pipes.
Normal Outside Wall Stated: Outside diameter and wall thickness i.e. 18 x 2
Diameter Diameter Thickness Piping
DN mm mm
: Built-on engine/Gearbox
: Yard supply
Items connected by thick lines are built-on engine/ gearbox.
15 21.3 In accordance
20 26.9 with classifica-
25 33.7 tion or other
32 42.4 rules
40 48.3
50 60.3
65 76.1
80 88.9
90 101.6
100 114.3
125 139.7
150 168.3
175 193.7
200 219.1
General
Pump, general DIN 2481 Ballcock
Centrifugal pump with electric DIN 2481 Double-non-return valve DIN 74.253
motor
Gear pump DIN 2481 Spectacle flange DIN 2481
Screw pump with electric DIN 2481 Spectacle flange, closed DIN 2481
motor
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1655279-1.1
Page 5 (10) Symbols for piping I 00 25 0
General
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MAN Diesel & Turbo
1655279-1.1
I 00 25 0 Symbols for piping Page 6 (10)
Where dublicated measurements are carried out, i.e. multiple similar devices are measuring the same parameter,
the ID specification is followed by a letter (A, B, ...etc.), in order to be able to separate the signals from each other.
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1655279-1.1
Page 7 (10) Symbols for piping I 00 25 0
2229 Mass
Basic Symbol
Valves 584 585 593 588 592 590 591 604 605 579
L - bored
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MAN Diesel & Turbo
1655279-1.1
I 00 25 0 Symbols for piping Page 8 (10)
2229 Mass
Basic Symbol
Valves 594 595 586 587 599 600 601 602 607 608 606
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1655279-1.1
Page 9 (10) Symbols for piping I 00 25 0
6.25 Air venting to the outside 771 Tank with conical ends
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MAN Diesel & Turbo
1655279-1.1
I 00 25 0 Symbols for piping Page 10 (10)
2015.11.17
MAN Diesel & Turbo
D 10 General
information D 10 General information
Page 1 (1)
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MAN Diesel & Turbo
1689479-1.7
Page 1 (2) List of capacities D 10 05 0
L21/31
Capacities
5L: 200 kW/cyl., 6L-9L: 220kW/cyl. at 900 rpm, 1-String 5 6 7 8 9
Engine output kW 1000 1320 1540 1760 1980
Speed rpm 900 900 900 900 900
External (from engine to system)
1-string cooling water (mix) °C 52.4 56.4 59.1 61.6 64.2
Heat to be dissipated 3)
Cooling water cylinder kW 208 289 347 405 464
Charge air cooler; cooling water HT kW 346 435 490 542 590
Charge air cooler; cooling water LT kW 198 244 274 303 332
Lubricating oil cooler kW 176 238 281 324 368
Heat radiation engine kW 49 65 76 87 98
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage) m3/h 55 55 55 55 55
LT circuit (lube oil + charge air cooler LT stage) m3/h 55 55 55 55 55
Lubrication oil m3/hh 31 31 41 41 41
External (from engine to system)
HT water flow (at 40°C inlet) m3/h 11.1 14.1 16.0 17.8 19.5
LT water flow (at 38°C inlet) m3/h 55 55 55 55 55
Air data
Temperature of charge air at charge air cooler outlet °C 52 56 58 60 62
Air flow rate m3/h 5) 6656 8786 10250 11714 13178
kg/kWh 7.28 7.28 7.28 7.28 7.28
Charge air pressure bar 4.58 4.61 4.63 4.64 4.66
Air required to dissipate heat radiation (eng.) m3/h 17980 23800 27600 31500 35300
(t2-t1= 10°C)
L21/31
Conditions
Reference condition : Tropic
Air temperature °C 45
LT water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis:
Set point HT cooling water engine outlet 1) °C 79°C nominal
(Range of mech. thermostatic element 77-85°C)
Set point LT cooling water engine outlet 2) °C 35°C nominal
(Range of mech. thermostatic element 29-41°C)
Set point lubrication oil inlet engine °C 66°C nominal
(Range of mech. thermostatic element 63-72°C)
Remarks to capacities
1) HT cooling water flows first through HT stage charge air cooler, then through water jacket and cylinder head, water
temperature outlet engine regulated by mechanical thermostat.
2) LT cooling water flows first through LT stage charge air cooler, then through lube oil cooler, water temperature
outlet engine regulated by mechanical thermostat.
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4) Basic values for layout of the coolers.
5) Under above mentioned reference conditions.
6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-
tions.
8) Tolerance of the pumps' delivery capacities must be considered by the manufactures.
9) In order to ensure sufficient flow through the engine fuel system the capacity of the fuel oil circulation pumps must
be minimum 3 times the full load consumption of the installed engines
L21/31
Capacities
5L:200 kW/cyl., 6L-9L: 220 kW/cyl. at 1000 rpm, 1-String 5 6 7 8 9
External (from engine to system)
1-String coding water (mix) °C 50.6 54.1 56.4 58.6 60.8
Engine output kW 1000 1320 1540 1760 1980
Speed rpm 1000 1000 1000 1000 1000
Heat to be dissipated 3)
Cooling water cylinder kW 206 285 342 399 456
Charge air cooler; cooling water HT kW 321 404 455 503 548
Charge air cooler; cooling water LT kW 192 238 266 294 321
Lubricating oil cooler kW 175 236 279 322 365
Heat radiation engine kW 49 65 76 87 98
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage) m3/h 61 61 61 61 61
LT circuit (lube oil + charge air cooler LT stage) m3/h 61 61 61 61 61
Lubrication oil m3/h 34 34 46 46 46
External (from engine to system)
HT water flow (at 40°C inlet) m3/h 10.7 13.5 15.4 17.1 18.8
LT water flow (at 38°C inlet) m3/h 61 61 61 61 61
Air data
Temperature of charge air at charge air cooler outlet °C 51 55 57 59 60
Air flow rate m3/h 5) 6647 8774 10237 11699 13161
kg/kWh 7.27 7.27 7.27 7.27 7.27
Charge air pressure bar 4.25 4.28 4.29 4.30 4.31
Air required to dissipate heat radiation (eng.) m3/h 17980 23800 27600 31500 35300
(t2-t1= 10°C)
L21/31
Conditions
Reference condition : Tropic
Air temperature °C 45
LT water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis:
Set point HT cooling water engine outlet 1) °C 79°C nominal
(Range of mech. thermostatic element 77-85°C)
Set point LT cooling water engine outlet 2) °C 35°C nominal
(Range of mech. thermostatic element 29-41°C)
Set point lubrication oil inlet engine °C 66°C nominal
(Range of mech. thermostatic element 63-72°C)
Remarks to capacities
1) HT cooling water flows first through HT stage charge air cooler, then through water jacket and cylinder head, water
temperature outlet engine regulated by mechanical thermostat.
2) LT cooling water flows first through LT stage charge air cooler, then through lube oil cooler, water temperature
outlet engine regulated by mechanical thermostat.
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4) Basic values for layout of the coolers.
5) Under above mentioned reference conditions.
6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-
tions.
8) Tolerance of the pumps' delivery capacities must be considered by the manufactures.
9) In order to ensure sufficient flow through the engine fuel system the capacity of the fuel oil circulation pumps must
be minimum 3 times the full load consumption of the installed engines
Crosswise (y)
100
Longitudinal (x)
100
2017.12.14
MAN Diesel & Turbo
3700395-8.3
D 10 24 0 Vibration limits and measurements Page 2 (2)
Vibration acceleration measuring point, see the project guide for turbocharger.
Crosswise (y)
100
Longitudinal (x)
100
2017.12.14
MAN Diesel & Turbo
1609510-3.5
Page 1 (1) Description of sound measurements D 10 25 0
Measuring conditions
All measurements are carried out in one of MAN
Diesel & Turbo's test bed facilities.
During measurements, the exhaust gas is led out-
side the test bed through a silencer. The GenSet is
placed on a resilient bed with generator and engine
on a common base frame.
Sound Power is normally determined from Sound Figure 1: .
Pressure measurements.
New measurement of exhaust sound is carried out
at the test bed, unsilenced, directly after turbo-
charger, with a probe microphone inside the
exhaust pipe.
Previously used method for measuring exhaust
sound are DS/ISO 2923 and DIN 45635, here is
measured on unsilenced exhaust sound, one meter
from the opening of the exhaust pipe, see fig.1.
2016.02.22
MAN Diesel & Turbo
1671754-6.2
Page 1 (1) Description of structure-borne noise D 10 25 0
References
References and guidelines according to ISO 9611
and ISO 11689.
Operating condition
Levels are valid for standard resilient mounted Gen-
Sets on flexible rubber support of 55° sh (A) on rela-
tively stiff and well-supported foundations.
Frequency range
The levels are valid in the frequency range 31.5 Hz
to 4 kHz.
2016.02.22
MAN Diesel & Turbo
1655210-7.3
Page 1 (2) Exhaust gas components D 10 28 0
Carbon monoxide CO
Carbon monoxide (CO) is formed during incomplete
combustion.
In MAN Diesel & Turbo four-stroke diesel engines,
optimisation of mixture formation and turbocharging
process successfully reduces the CO content of the
exhaust gas to a very low level.
2016.02.22
MAN Diesel & Turbo
1655210-7.3
D 10 28 0 Exhaust gas components Page 2 (2)
Carbon monoxide CO 3)
0.006 - 0.011 0.4 - 0.8
Hydrocarbons HC4) 0.01 - 0.04 0.4 - 1.2
Total < 0.25 26
1)
SOX, according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5% by weight.
2)
NOX according to ISO-8178 or US EPA method 7E, total NOX emission calculated as NO2.
3)
CO according to ISO-8178 or US EPA method 10.
4)
HC according to ISO-8178 or US EPA method 25A.
5)
PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
6)
Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01% and an ash content of the lube oil of 1.5%.
7)
Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1% and an ash content of the lube oil of 4.0%.
8)
Pure soot, without ash or any other particle-borne constituents.
2016.02.22
MAN Diesel & Turbo
1689474-2.1
Page 1 (1) NOx emission D 10 28 0
L21/31
Maximum allowed emission value NOx
IMO Tier II
Rated output kW/cyl. 5L : 200 kW/cyl. 5L : 200 kW/cyl.
6L-9L : 220 kW/cyl. 6L-9L : 220 kW/cyl.
Rated speed rpm 900 1000
NOX 2) 4) 5)
2)
Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or
MDO)
3)
Maximum allowed NOX emissions for marine diesel engines according to IMO Tier II:
130 ≤ n ≤ 2000 ➝ 44 * n -0,23 g/kWh (n = rated engine speed in rpm)
4)
Calculated as NO2:
D2:Test cycle for “Constant-speed auxiliary engine” application
E2: Test cycle for “Constant-speed main propulsion” application including diesel-electric drive and all con-
trollable pitch propeller installations)
E3: Test cycle for “Propeller-law-operated main and propeller-law operated auxiliary engine” application
5)
Contingent to a charge air cooling water temperature of max. 32°C at 25°C sea water temperature.
Note!
The engine´s certification for compliance with the NOX limits will be carried out during factory acceptance test,
FAT as a single or a group certification.
2010.09.27. - Tier II
MAN Diesel & Turbo
1693502-6.2
Page 1 (1) Moment of inertia D 10 30 0
L21/31S, L21/31
GenSet
Eng. type Moments of inertia Flywheel
Number of Continuous Moments Engine + Moments of Mass Required
cylinders rating required total damper inertia moment of
Jmin inertia after
flywheel *)
kW Kgm2 Kgm2 Kgm2 kg Kgm2
n = 900 rpm
5L21/31 1100 324 95 164 890 65
6L21/31 1320 389 104 164 890 121
7L21/31 1540 454 113 164 890 177
8L21/31 1760 519 145**) 164 890 210
9L21/31 1980 584 154**) 164 890 266
n = 1000 rpm
5L21/31 1100 263 95 164 890 4
6L21/31 1320 315 104 164 890 47
7L21/31 1540 368 113 164 890 91
8L21/31 1760 420 145**) 164 890 111
9L21/31 1980 473 154**) 164 890 155
*) Required moment of inertia after flywheel is based on 164 Kgm2 flywheel, and the most common damper.
The calucation is based on 42% engine acceleration.
Larger flywheel means lower alternator inertia demand, as total GenSet inertia is the final demand.
Selection of bigger flywheel for having lower alternator inertia demand, have to be approved by a torsional
vibration calculation.
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MAN Diesel & Turbo
1679798-5.2
Page 1 (1) Inclination of engines D 10 32 0
1)
Athwartships and fore and aft inclinations may occur simultaneously.
2)
Depending on length L of the ship.
Note:
For higher requirements contact MAN Diesel & Turbo. Arrange engines always lengthwise of the ship.
2014.06.02
MAN Diesel & Turbo
1699985-1.1
Page 1 (1) Green Passport D 10 33 0
2015.11.26
MAN Diesel & Turbo
3700336-1.1 Overhaul recommendation, Maintenance and Expected
Page 1 (2) D 10 35 0
life time
L21/31S, L21/31
L21/31S, L21/31
2) Parallel running with public grid, up to 100 % load.
3) See working card for fuel injection valve in the instruction manual, section 514/614 for GenSet and section 1.20.
4) Time can be adjusted acc. to performance observations.
Note: Time between overhaul for Crude oil is equal to HFO
Time between overhaul for Biofuel is equal to MDO, except for fuel equipment case by case, depending on TAN
number
L21/31S, L21/31
L21/31S, L21/31
2) Parallel running with public grid, up to 100 % load.
3) See working card for fuel injection valve in the instruction manual, section 514/614 for GenSet and section 1.20.
4) Time can be adjusted acc. to performance observations.
Note: Time between overhaul for Crude oil is equal to HFO
Time between overhaul for Biofuel is equal to MDO, except for fuel equipment case by case, depending on TAN
number
2018-01-08 - en
MAN Diesel & Turbo
1689496-9.0
Page 1 (3) Power, outputs, speed B 10 01 1
L21/31
Engine ratings
900 rpm 1000 rpm
Engine type
No of cylinders 900 rpm Available turning 1000 rpm Available turning
direction direction
kW CW 1) kW CW 1)
5L21/31 1000 Yes 1000 Yes
6L21/31 1320 Yes 1320 Yes
7L21/31 1540 Yes 1540 Yes
8L21/31 1760 Yes 1760 Yes
9L21/31 1980 Yes 1980 Yes
1)
CW clockwise
Relative humidity Φr % 30
Cooling water temperature upstream charge air cooler Tcr K/°C 298/25
2010.09.06 - Tier II
MAN Diesel & Turbo
1689496-9.0
B 10 01 1 Power, outputs, speed Page 2 (3)
L21/31
Available outputs
PApplication Remarks
Available output Fuel stop power Max. allowed Tropic
in percentage (Blocking) speed reduction conditions
from ISO- at maximum tr/tcr/pr=100 kPa
Standard-Output torque 1)
According to DIN ISO 8528-1 overload > 100% is permissible only for a short time to compensate frequency deviations.
2)
This additional engine output must not be used for the supply of electric consumers.
De-rating
1) No de-rating due to ambient conditions is nee-
ded as long as following conditions are not
exceeded:
No de-rating up to stated Special calculation needed
reference conditions if following values are
(Tropic) exceeded
Air temperature before turbocharger Tx ≤ 318 K (45 °C) 333 K (60 °C)
2010.09.06 - Tier II
MAN Diesel & Turbo
1689496-9.0
Page 3 (3) Power, outputs, speed B 10 01 1
L21/31
2) De-rating due to ambient conditions and nega- ▪ any requirements of MAN Diesel & Turbo men-
tive intake pressure before compressor or tioned in the Project Guide can not be kept
exhaust gas back pressure after turbocharger.
with U ≥ 0
with O ≥ 0
2010.09.06 - Tier II
MAN Diesel & Turbo
3700498-9.0
Page 1 (2) Power take-off (PTO) B1001 1
There need to be performed a full torsional vibra- Figure 5: PTO on alternator - external pump
tion analysis for engine, PTO and driven equip-
ment.
Please contact MAN Diesel & Turbo for support
and assistance.
L21/31S, L21/31
General Engine frame
The engine is a turbocharged, single-acting four- The monobloc cast iron engine frame is designed to
stroke diesel engine of the trunk type with a cylinder be very rigid. All the components of the engine
bore of 210 mm and a stroke of 310 mm. The frame are held under compression stress. The
crankshaft speed is 900 or 1000 rpm. frame is designed for an ideal flow of forces from
The engine can be delivered as an in- line engine the cylinder head down to the crankshaft and gives
with 5 to 9 cylinders. the outer shell low surface vibrations.
For easy maintenance the cylinder unit consists of: Two camshafts are located in the engine frame. The
the cylinder head, water jacket, cylinder liner, piston valve camshaft is located on the exhaust side in a
and connecting rod which can be removed as com- very high position and the injection camshaft is
plete assemblies with possibility for maintenance by located on the service side of the engine.
recycling. This allows shoreside reconditioning work The main bearings for the underslung crankshaft
which normally yields a longer time between major are carried in heavy supports by tierods from the
overhauls. intermediate frame floor, and are secured with the
The engine is designed for an unrestricted load pro- bearing caps. These are provided with side guides
file on HFO, low emission, high reliability and simple and held in place by means of studs with hydrauli-
installation. cally tightened nuts. The main bearing is equipped
with replaceable shells which are fitted without
scraping.
On the sides of the frame there are covers for
access to the camshafts and crankcase. Some
covers are fitted with relief valves which will operate
if oil vapours in the crankcase are ignited (for
instance in the case of a hot bearing).
Base frame
The engine and alternator are mounted on a rigid
base frame. The alternator is considered as an inte-
gral part during engine design. The base frame,
which is flexibly mounted, acts as a lubricating oil
reservoir for the engine.
Cylinder liner
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MAN Diesel & Turbo
3700149-2.1
B 10 01 1 General description Page 2 (7)
L21/31S, L21/31
Cooling
The coolant reaches the cylinder liner via a line that
is connected to the cooling water jacket. The cool-
ant flows through trimmed ducts in the cooling
water jacket to the cooling areas in the cylinder
liner, and top land ring, and through holes on to the
cooling chambers in the cylinder heads. The cylin-
der head, cooling water jacket and top land ring
can be drained together.
The top land ring and cylinder head can be checked
by using check holes in the cooling water jacket for
gas and coolant leaks.
Cylinder head
The cylinder head is of cast iron with an integrated
charge air receiver, made in one piece. It has a
bore-cooled thick walled bottom. It has a central
bore for the fuel injection valve and 4 valve cross
flow design, with high flow coefficient. Intensive
water cooling of the nozzle tip area made it possible
to omit direct nozzle cooling. The valve pattern is
Figure 9: Cylinder liner with top land ring.
turned about 20° to the axis and achieves a certain
intake swirl.
Interaction stepped piston/top land ring
The cylinder head is tightened by means of 4 nuts
The top land ring which projects above the cylinder and 4 studs which are screwed into the engine
liner bore works together with the recessed piston frame. The nuts are tightened by means of hydraulic
crown of the stepped piston to ensure that burnt jacks.
carbon deposits on the piston crown do not come The cylinder head has a screwed-on top cover. It
into contact with the running surface of the cylinder has two basic functions: oil sealing of the rocker
liner. This prevents bore polishing where lube oil chamber and covering of the complete head top
would not adhere properly. face.
2015.11.26
MAN Diesel & Turbo
3700149-2.1
Page 3 (7) General description B 10 01 1
L21/31S, L21/31
The complete injection equipment including injec-
Air inlet and exhaust valves tion pumps and high pressure pipes is well
enclosed behind removable covers.
The valve spindles are made of heat-resistant mate-
rial and the spindle seats are armoured with wel-
ded-on hard metal.
Piston
All valve spindles are fitted with valve rotators which The piston, which is oil-cooled and of the compo-
turn the spindles each time the valves are activated. site type, has a body made of nodular cast iron and
The turning of the spindles ensures even tempera- a crown made of forged deformation resistant steel.
ture levels on the valve discs and prevents deposits It is fitted with 2 compression rings and 1 oil scraper
on the seating surfaces. ring in hardened ring grooves.
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B 10 01 1 General description Page 4 (7)
L21/31S, L21/31
At the flywheel end the crankshaft is fitted with a
gear wheel which, through two intermediate wheels,
drives the camshafts.
Also fitted here is a flexible disc for the connection
of an alternator. At the opposite end (front end)
there is a gear wheel connection for lub. oil and
water pumps.
Lubricating oil for the main bearings is supplied
through holes drilled in the engine frame. From the
main bearings the oil passes through bores in the
crankshaft to the big-end bearings and then
through channels in the connecting rods to lubricate
the piston pins and cool the pistons.
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3700149-2.1
Page 5 (7) General description B 10 01 1
L21/31S, L21/31
Governor
The engine speed is controlled by an electronic
governor with hydraulic actuators. In some cases a
hydraulic governor can be used as an alternative.
Turbocharger system
The turbocharger system of the engine, which is a
constant pressure system, consists of an exhaust
gas receiver, a turbocharger, a charge air cooler
and a charge air receiver.
The turbine wheel of the turbocharger is driven by
the engine exhaust gas, and the turbine wheel
drives the turbocharger compressor, which is
mounted on the common shaft. The compressor
draws air from the engine room through the air fil-
ters.
Figure 14: Twin camshafts.
The turbocharger forces the air through the charge
The two camshafts and the governor are driven by air cooler to the charge air receiver. From the
the main gear train which is located at the flywheel charge air receiver the air flows to each cylinder
end of the engine. They rotate with a speed which through the inlet valves.
is half that of the crankshaft. The charge air cooler is a compact two-stage tube-
The camshafts are located in bearing bushes which type cooler with a large cooling surface. The high
are fitted in bores in the engine frame; each bearing temperature water is passed through the first stage
is replaceable. of the charging air cooler and the low temperature
water is passed through the second stage. At each
stage of the cooler the water is passed two times
Front-end box through the cooler, the end covers being designed
The front-end box is fastened to the front end of the with partitions which cause the cooling water to
engine. It contains all pipes for cooling water and turn.
lubricating oil systems and also components such From the exhaust valves, the exhaust gas is led
as pumps, filters, coolers and valves. through to the exhaust gas receiver where the pul-
The components can be exchanged by means of satory pressure from the individual cylinders is
the clip on/clip off concept without removing any equalized and passed on to the turbocharger as a
pipes. This also means that all connections for the constant pressure, and further to the exhaust outlet
engine, such as cooling water and fuel oil, are to be and silencer arrangement.
connected at the front end of the engine to ensure The exhaust gas receiver is made of pipe sections,
simple installation. one for each cylinder, connected to each other by
means of compensators to prevent excessive stress
in the pipes due to heat expansion.
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B 10 01 1 General description Page 6 (7)
L21/31S, L21/31
To avoid excessive thermal loss and to ensure a The water in the low temperature system passes
reasonably low surface temperature the exhaust through the low temperature circulating pump
gas receiver is insulated. which drives the water through the second stage of
the charge air cooler and then through the lubricat-
Compressed air system ing oil cooler before it leaves the engine together
with the high temperature water.
The engine is started by means of a built-on air
The high temperature cooling water system passes
driven starter.
through the high temperature circulating pump and
The compressed air system comprises a dirt then through the first stage of the charge air cooler
strainer, main starting valve and a pilot valve which before it enters the cooling water jacket and the cyl-
also acts as an emergency valve, making it possible inder head. Then the water leaves the engine with
to start the engine in case of a power failure. the low temperature water.
Both the low and high temperature water leaves the
Fuel oil system engine through separate three-way thermostatic
The built-on fuel oil system consists of inlet pipes for valves which control the water temperature.
fuel oil, mechanical fuel pump units, high-pressure The low temperature system (LT) is bleeded to high
pipes as well as return pipes for fuel oil. temperature system (HT) and the HT system is
Fuel oil leakages are led to a leakage alarm which is automatically bleeded to expansion tank.
heated by means of the inlet fuel oil. It should be noted that there is no water in the
engine frame.
Lubricating oil system
All moving parts of the engine are lubricated with oil
circulating under pressure.
The lubricating oil pump is of the helical gear type.
A pressure control valve is built into the system. The
pressure control valve reduces the pressure before
the filter with a signal taken after the filter to ensure
constant oil pressure with dirty filters.
The pump draws the oil from the sump in the base
frame, and on the pressure side the oil passes
through the lubricating oil cooler and the full-flow
depth filter with a nominel fineness of 15 microns.
Both the oil pump, oil cooler and the oil filter are
placed in the front end box. The system can also be
equipped with a centrifugal filter.
Cooling is carried out by the low temperature cool-
ing water system and temperature regulation effec-
ted by a thermostatic 3-way valve on the oil side.
The engine is as standard equipped with an electri-
cally driven prelubricating pump.
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Page 7 (7) General description B 10 01 1
L21/31S, L21/31
Tools
The engine can be delivered with all necessary tools
for the overhaul of each specific plant. Most of the
tools can be arranged on steel plate panels.
Turning
The engine is equipped with a manual turning
device.
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Page 1 (1) Cross section B 10 01 1
L21/31S, L21/31
Cross section
2014.11.14
MAN Diesel & Turbo
1699263-7.2
Page 1 (1) Main particulars B 10 01 1
L21/31
Main Particulars
Cycle : 4-stroke
Configuration : In-line
Cyl. nos available : 5-6-7-8-9
Power range : 1000 - 1980 kW
Speed : 900 / 1000 rpm
Bore : 210 mm
Stroke : 310 mm
Stroke/bore ratio : 1.48 : 1
Piston area per cyl. : 346 cm2
swept volume per cyl. : 10.7 ltr
Compression ratio : 16.5 : 1
Max. combustion pressure : 210 bar (in combustion chamber)
Turbocharging principle : Constant pressure system and intercooling
Fuel quality acceptance : HFO (up to 700 cSt/50º C, RMK700)
MDO (DMB) - MGO (DMA, DMZ)
according ISO8217-2010
L21/31S, L21/31
General
1 bearing
Cyl. no A (mm) * B (mm) * C (mm) H (mm) ** Dry WEight
GenSet (t)
5 (900 rpm) 3959 1820 5779 3183 22.5
5 (1000 rpm) 3959 1870 5829 3183 22.5
2 bearings
Cyl. no A (mm) * B (mm) * C (mm) H (mm) ** Dry weight
GenSet (t)
5 (900/1000 rpm) 4507 2100 6607 3183 22.5
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2400 mm (without gallery) and 2600 mm (with gallery)
* Depending on alternator
** Weight included a standard alternator
All dimensions and masses are approximate, and subject to changes without prior notice.
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MAN Diesel & Turbo
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Page 1 (1) Centre of gravity B 10 01 1
L21/31S, L21/31
Description
Engine type X - mm Y - mm Z - mm
5L21/31 1205 1235 0
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1683381-0.1
Page 1 (2) Overhaul areas B 10 01 1
L21/31S, L21/31
Dismantling height
Unit dismantled:
Cylinder liner, water jacket,
connecting rod and piston: 3245 3505
2014.06.03
MAN Diesel & Turbo
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B 10 01 1 Overhaul areas Page 2 (2)
L21/31S, L21/31
Dismantling space
It must be taken into consideration that there is suf-
ficient space for pulling the charge air cooler ele-
ment, lubricating oil cooler, lubricating oil filter car-
tridge, lubricating pump and water pumps.
Figure 17: Overhaul areas for charge air cooler element, lub. oil cooler and lub. oil filter cartridge.
2014.06.03
MAN Diesel & Turbo
3700085-5.4
Page 1 (1) Firing pressure comparison B 10 01 1
L21/31S, L21/31
Firing pressure comparison
2015.09.11
MAN Diesel & Turbo
1607566-7.2
Page 1 (1) Engine rotation clockwise B 10 11 1
2014.05.19
MAN Diesel & Turbo
B 11 Fuel oil system
Page 1 (1) B 11 Fuel oil system
2018-01-08 - en
MAN Diesel & Turbo
3700162-2.1
Page 1 (2) Internal fuel oil system B 11 00 0
L21/31S, L21/31
Internal fuel oil system
Figure 18: Diagram for fuel oil system (for guidance only, please see the plant specific engine diagram)
Running-in filter
Pipe description The running-in filter has a fineness of 50 microns
(sphere passing mesh) and is placed in the fuel inlet
A1 Fuel oil inlet DN20
pipe. Its function is to remove impurities in the fuel
A2 Fuel oil outlet DN20 pipe between safety filter and the engine in the run-
A3A Clean leak oil to service tank DN15 ning-in period.
A3B Waste oil outlet to sludge tank DN15 Note: The filter must be removed before ship deliv-
ery or before handling over to the customer.
Table 5: Flange connections are as standard according to DIN It is adviced to install the filter every time the extern
2501 fuel pipe system has been dismantled, but it is
important to remove the filter again when the extern
fuel oil system is considered to be clean for any
General impurities.
The internal built-on fuel oil system as shown in fig.
1 consists of the following parts: Fuel oil filter duplex (Safety filter)
▪ the running-in filter GenSets with conventional fuel injection system or
▪ the high-pressure injection equipment common rail fuel systems are equipped with a fuel
oil filter duplex, with a fineness of max. 25 microns
▪ the waste oil system
(sphere passing mesh) The fuel oil filter duplex is
with star-pleated filter elements and allows change-
over during operation without pressure-loss. The fil-
ter is compact and easy to maintain, requiring only
manual cleaning when maximum allowable pressure
drop is reached. When maximum pressure drop is
L21/31S, L21/31
reached the standby filter chamber is brought on through the leakage alarm unit in order to keep this
line simultaneously as the dirty one is isolated by heated up, thereby ensuring free drainage passage
means of the change-over valve. After venting, the even for high-viscous waste/leak oil.
dirty element can be removed, cleaned and refilled Waste and leak oil from the hot box is drained into
to be the standby filter chamber. the sludge tank.
D010.000.023-25-0001
General information
The specified flow rate of fuel oil (FO) through the engines is essential for
them to function reliably. If the minimum flow is not reached for each engine,
problems such as stuck fuel injection pumps may result. The reason for this
is that an inadequate flow rate deteriorates the cooling and lubrication prop-
erties of fuel, leading to laquering and seizing during HFO operation, or seiz-
ing alone in MDO/MGO operation.
It is important to remember that even if plant-related fuel pumps are correctly
designed as per the project guide, this does not guarantee the minimum flow
through each engine. The entire fuel oil system must be commissioned care-
fully, as even a single incorrectly adjusted valve can hinder fuel flow through
the engines. The system diagram shown should be regarded as an example
of the system setting. The relevant requirements for the engine type are set
out in the pertinent project guide.
Based on the MAN Diesel & Turbo uni-fuel system, this guideline explains
how the correct setting is performed and how each engine is supplied with
its required fuel flow and pressure, as set out in the project specification for
reliable operation. This guideline can also be applied to fuel systems for Gen-
Sets alone, without MDT two-stroke engines. It applies to MAN Diesel &
Turbo marine GenSets with a conventional injection system.
▪ The main engine and all GenSets are in standby mode (i.e. are not run-
ning).
D010.000.023-25-0001 EN 1 (4)
010.000.023-25 MAN Diesel & Turbo
D010.000.023-25-0001
the circulating and supply pump is adjusted according to the pump man-
ufacturer’s specifications and whether the valves remain shut during nor-
mal operation.
▪ Set the correct pressure at fuel oil inlet of the main engine by setting the
pressure control valve (3) parallel to the supply pump (set point approx. 4
bars). This results in a counter-pressure also amounting to approx. 4 bar
in the main engine fuel outlet.
2 (4) D010.000.023-25-0001 EN
MAN Diesel & Turbo 010.000.023-25
D010.000.023-25-0001
Safety valves
The safety valves of the circulating and supply pump are exclusively
intended as safety devices for the pumps in which they are installed.
The safety valves of the booster and supply pump must not be used to
set the system or pump supply pressure.
If the flow rate at “FM4” is too high, close the flow balancing valve (5) until
the required flow rate is reached.
▪ Continue with the next GenSet again if the flow rate at “FM4” is too low.
▪ If the flow rate at “FM5” is too high, close the flow balancing valve (6) until
the required flow rate is reached.
▪ Then, start working at “FM3” again and repeat this procedure until each
GenSet reaches its respective minimum flow rate.
D010.000.023-25-0001 EN 3 (4)
010.000.023-25 MAN Diesel & Turbo
▪ If the inlet pressure on a GenSet becomes too high during this proce-
dure, open the pressure control valve (3) until the required pressure is
D010.000.023-25-0001
reached again.
2017-07-21 - de
4 (4) D010.000.023-25-0001 EN
MAN Diesel & Turbo
1655209-7.17
Page 1 (5) Fuel oil diagram B 11 00 0
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MAN Diesel & Turbo
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B 11 00 0 Fuel oil diagram Page 2 (5)
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B 11 00 0 Fuel oil diagram Page 4 (5)
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Page 5 (5) Fuel oil diagram B 11 00 0
Sampling points
Points for taking fuel oil samples are to be provided
upstream and downstream of each filter and each
separator to verify the effectiveness of the system
components.
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Page 1 (2) Part-load optimisation - PLO B1100 0
D010.000.023-05-0001
Prerequisites
MAN Diesel & Turbo four-stroke diesel engines can be operated with any
heavy fuel oil obtained from crude oil that also satisfies the requirements in
table The fuel specification and corresponding characteristics for heavy fuel
oil providing the engine and fuel processing system have been designed
accordingly. To ensure that the relationship between the fuel, spare parts
and repair / maintenance costs remains favourable at all times, the following
points should be observed.
D010.000.023-05-0001 EN 1 (10)
010.000.023-05 MAN Diesel & Turbo
Blends The addition of engine oils (old lubricating oil, ULO – used lubricating oil) and
D010.000.023-05-0001
additives that are not manufactured from mineral oils, (coal-tar oil, for exam-
ple), and residual products of chemical or other processes such as solvents
(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.
If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine sus-
pension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.
Leak oil collector Leak oil collectors that act as receptacles for leak oil, and also return and
overflow pipes in the lube oil system, must not be connected to the fuel tank.
Leak oil lines should be emptied into sludge tanks.
Viscosity (at 50 °C) mm2/s (cSt) max. 700 Viscosity/injection viscosity
Viscosity (at 100 °C) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
Flash point °C min. 60 Flash point
(ASTM D 93)
Pour point (summer) max. 30 Low-temperature behaviour
(ASTM D 97)
Pour point (winter) max. 30 Low-temperature behaviour
(ASTM D 97)
Coke residue (Conrad- Weight % max. 20 Combustion properties
son)
Sulphur content 5 or Sulphuric acid corrosion
legal requirements
Specification of heavy fuel oil (HFO)
2 (10) D010.000.023-05-0001 EN
MAN Diesel & Turbo 010.000.023-05
D010.000.023-05-0001
(ULO) cating oil (ULO = used lubricat-
ing oil, old oil). Fuel is consid-
ered as contaminated with
lubricating oil when the follow-
ing concentrations occur:
Ca > 30 ppm and Zn > 15
ppm or Ca > 30 ppm and P >
15 ppm.
Asphaltene content Weight % 2/3 of coke residue Combustion properties
(according to Conradson)
Sodium content mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil processing
Sodium <100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or poly-
mers.
Table 1: The fuel specification and corresponding characteristics for heavy fuel oil
Additional information
The purpose of the following information is to show the relationship between
the quality of heavy fuel oil, heavy fuel oil processing, the engine operation
and operating results more clearly.
Selection of heavy fuel oil Economical operation with heavy fuel oil within the limit values specified in
the table entitled The fuel specification and corresponding properties for
heavy fuel oil is possible under normal operating conditions, provided the
system is working properly and regular maintenance is carried out. If these
requirements are not satisfied, shorter maintenance intervals, higher wear
and a greater need for spare parts is to be expected. The required mainte-
nance intervals and operating results determine which quality of heavy fuel oil
should be used.
It is an established fact that the price advantage decreases as viscosity
increases. It is therefore not always economical to use the fuel with the high-
est viscosity as in many cases the quality of this fuel will not be the best.
Viscosity/injection viscosity Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-
mum permissible viscosity depends on the preheating system installed and
the capacity (flow rate) of the separator. Specification of heavy fuel oil (HFO)
The prescribed injection viscosity of 12 – 14 mm2/s (for GenSets, L16/24,
L21/31, L23/30H, L27/38, L28/32H: 12 – 18 cSt) and corresponding fuel
temperature upstream of the engine must be observed. This is the only way
to ensure efficient atomisation and mixture formation and therefore low-resi-
due combustion. This also prevents mechanical overloading of the injection
system. For the prescribed injection viscosity and/or the required fuel oil tem-
perature upstream of the engine, refer to the viscosity temperature diagram.
Heavy fuel oil processing Whether or not problems occur with the engine in operation depends on how
carefully the heavy fuel oil has been processed. Particular care should be
taken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-
2016-10-04 - de
cles, rust, sand) are effectively removed. It has been shown in practice that
wear as a result of abrasion in the engine increases considerably if the alumi-
num and silicium content is higher than 15 mg/kg.
General
Viscosity and density influence the cleaning effect. This must be taken into
account when designing and making adjustments to the cleaning system.
D010.000.023-05-0001 EN 3 (10)
010.000.023-05 MAN Diesel & Turbo
Settling tank Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in
D010.000.023-05-0001
the tank and the lower the viscosity of heavy fuel oil is, the more effective the
precleaning process will be (maximum preheating temperature of 75 °C to
prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient
for heavy fuel oils with a viscosity of less than 380 mm2/s at 50 °C. If the
heavy fuel oil has a high concentration of foreign matter, or if fuels in accord-
ance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks
will be required one of which must be sized for 24-hour operation. Before the
content is moved to the service tank, water and sludge must be drained from
the settling tank.
Separators A separator is particularly suitable for separating material with a higher spe-
cific density – such as water, foreign matter and sludge. The separators must
be self-cleaning (i.e. the cleaning intervals must be triggered automatically).
Only new generation separators should be used. They are extremely effective
throughout a wide density range with no changeover required, and can sep-
arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.
Table Achievable contents of foreign matter and water (after separation)
shows the prerequisites that must be met by the separator. These limit val-
ues are used by manufacturers as the basis for dimensioning the separator
and ensure compliance.
The manufacturer's specifications must be complied with to maximize the
cleaning effect.
One separator for 100% flow rate One separator (reserve) for 100% flow
rate
stated in the table entitled Achievable contents of foreign matter and water
for inorganic foreign matter and water in heavy fuel oil will be achieved at the
engine inlet.
General
4 (10) D010.000.023-05-0001 EN
MAN Diesel & Turbo 010.000.023-05
Results obtained during operation in practice show that the wear occurs as a
D010.000.023-05-0001
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum
lube oil treatment process must be ensured.
Definition Particle size Quantity
Inorganic foreign matter < 5 µm < 20 mg/kg
including catalyst particles
Al+Si content – < 15 mg/kg
Water content – < 0.2 vol.%
Table 2: Achievable contents of foreign matter and water (after separation)
Water It is particularly important to ensure that the water separation process is as
thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge formation in the fuel system and therefore impairs the supply, atomi-
sation and combustion of the heavy fuel oil. If the water absorbed in the fuel
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
at regular intervals. The tank's ventilation system must be designed in such a
way that condensate cannot flow back into the tank.
Vanadium/Sodium If the vanadium/sodium ratio is unfavourable, the melting point of the heavy
fuel oil ash may fall in the operating area of the exhaust-gas valve which can
lead to high-temperature corrosion. Most of the water and water-soluble
sodium compounds it contains can be removed by pretreating the heavy fuel
oil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the sodium content is one
third of the vanadium content or less. It must also be ensured that sodium
does not enter the engine in the form of seawater in the intake air.
If the sodium content is higher than 100 mg/kg, this is likely to result in a
higher quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (including the suction func-
tion of the turbocharger).
Under certain conditions, high-temperature corrosion can be prevented by
using a fuel additive that increases the melting point of heavy fuel oil ash (also
Specification of heavy fuel oil (HFO)
see Additives for heavy fuel oils).
Ash Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above section for more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g. sand, corrosion com-
pounds and catalyst particles, accelerate the mechanical wear in the engine.
Catalyst particles produced as a result of the catalytic cracking process may
be present in the heavy fuel oils. In most cases, these catalyst particles are
aluminium silicates causing a high degree of wear in the injection system and
the engine. The aluminium content determined, multiplied by a factor of
between 5 and 8 (depending on the catalytic bond), is roughly the same as
2016-10-04 - de
D010.000.023-05-0001 EN 5 (10)
010.000.023-05 MAN Diesel & Turbo
Flash point (ASTM D 93) National and international transportation and storage regulations governing
D010.000.023-05-0001
the use of fuels must be complied with in relation to the flash point. In gen-
eral, a flash point of above 60 °C is prescribed for diesel engine fuels.
Low-temperature behaviour The pour point is the temperature at which the fuel is no longer flowable
(ASTM D 97) (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher
than 0 °C, the bunker facility must be preheated, unless fuel in accordance
with RMA or RMB is used. The entire bunker facility must be designed in
such a way that the heavy fuel oil can be preheated to around 10 °C above
the pour point.
Pump characteristics If the viscosity of the fuel is higher than 1000 mm2/s (cSt), or the temperature
is not at least 10 °C above the pour point, pump problems will occur. For
more information, also refer to paragraph Low-temperature behaviour (ASTM
D 97.
Combustion properties If the proportion of asphalt is more than two thirds of the coke residue (Con-
radson), combustion may be delayed which in turn may increase the forma-
tion of combustion residues, leading to such as deposits on and in the injec-
tion nozzles, large amounts of smoke, low output, increased fuel consump-
tion and a rapid rise in ignition pressure as well as combustion close to the
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
system is higher. These problems can also occur when using unstable heavy
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
increased deposition of asphalt (see paragraph Compatibility).
Ignition quality Nowadays, to achieve the prescribed reference viscosity, cracking-process
products are used as the low viscosity ingredients of heavy fuel oils although
the ignition characteristics of these oils may also be poor. The cetane num-
ber of these compounds should be > 35. If the proportion of aromatic hydro-
carbons is high (more than 35 %), this also adversely affects the ignition
quality.
The ignition delay in heavy fuel oils with poor ignition characteristics is longer;
the combustion is also delayed which can lead to thermal overloading of the
oil film at the cylinder liner and also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the cylinder are also influenced by
the end temperature and compression pressure, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.
The disadvantages of using fuels with poor ignition characteristics can be
Specification of heavy fuel oil (HFO)
limited by preheating the charge air in partial load operation and reducing the
output for a limited period. However, a more effective solution is a high com-
pression ratio and operational adjustment of the injection system to the igni-
tion characteristics of the fuel used, as is the case with MAN Diesel & Turbo
piston engines.
The ignition quality is one of the most important properties of the fuel. This
value does not appear in the international specifications because a standar-
dised testing method has only recently become available and not enough
experience has been gathered at this point in order to determine limit values.
The parameters, such as the calculated carbon aromaticity index (CCAI), are
2016-10-04 - de
therefore aids that are derived from quantifiable fuel properties. We have
established that this method is suitable for determining the approximate igni-
tion quality of the heavy fuel oil used.
General
6 (10) D010.000.023-05-0001 EN
MAN Diesel & Turbo 010.000.023-05
The instrument measures the ignition delay to determine the ignition quality
D010.000.023-05-0001
of fuel and this measurement is converted into an instrument-specific cetane
number (FIA-CN or EC). It has been established that in some cases, heavy
fuel oils with a low FIA cetane number or ECN number can cause operating
problems.
As the liquid components of the heavy fuel oil decisively influence the ignition
quality, flow properties and combustion quality, the bunker operator is
responsible for ensuring that the quality of heavy fuel oil delivered is suitable
for the diesel engine. Also see figure entitled Nomogram for determining the
CCAI – assigning the CCAI ranges to engine types.
General
D010.000.023-05-0001 EN 7 (10)
010.000.023-05 MAN Diesel & Turbo
D010.000.023-05-0001
tion.
1 Engine type 2 The CCAI is obtained from
the straight line through the
density and viscosity of the
heavy fuel oils.
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
Figure 2: Nomogram for determining the CCAI and assigning the CCAI ranges to
engine types
Sulphuric acid corrosion The engine should be operated at the coolant temperatures prescribed in the
2016-10-04 - de
operating handbook for the relevant load. If the temperature of the compo-
nents that are exposed to acidic combustion products is below the acid dew
point, acid corrosion can no longer be effectively prevented, even if alkaline
lube oil is used.
General
8 (10) D010.000.023-05-0001 EN
MAN Diesel & Turbo 010.000.023-05
Compatibility The supplier must guarantee that the heavy fuel oil is homogeneous and
D010.000.023-05-0001
remains stable, even after the standard storage period. If different bunker oils
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and a large amount of resi-
due as a result of combustion.
This is due to incompatibility or instability of the oils. Therefore heavy fuel oil
as much as possible should be removed in the storage tank before bunker-
ing again to prevent incompatibility.
Blending the heavy fuel oil If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see paragraph Compatibility).
Additives for heavy fuel oils MAN Diesel & Turbo SE engines can be operated economically without addi-
tives. It is up to the customer to decide whether or not the use of additives is
beneficial. The supplier of the additive must guarantee that the engine opera-
tion will not be impaired by using the product.
The use of heavy fuel oil additives during the warranty period must be avoi-
ded as a basic principle.
Additives that are currently used for diesel engines, as well as their probable
effects on the engine's operation, are summarised in the table below Addi-
tives for heavy fuel oils and their effects on the engine operation.
Precombustion additives ▪ Dispersing agents/stabilisers
▪ Emulsion breakers
▪ Biocides
Combustion additives ▪ Combustion catalysts
(fuel savings, emissions)
Post-combustion additives ▪ Ash modifiers (hot corrosion)
▪ Soot removers (exhaust-gas system)
Table 3: Additives for heavy fuel oils and their effects on the engine operation
Heavy fuel oils with low From the point of view of an engine manufacturer, a lower limit for the sul-
sulphur content phur content of heavy fuel oils does not exist. We have not identified any
problems with the low-sulphur heavy fuel oils currently available on the mar-
ket that can be traced back to their sulphur content. This situation may
change in future if new methods are used for the production of low-sulphur Specification of heavy fuel oil (HFO)
heavy fuel oil (desulphurisation, new blending components). MAN Diesel &
Turbo will monitor developments and inform its customers if required.
If the engine is not always operated with low-sulphur heavy fuel oil, corre-
sponding lubricating oil for the fuel with the highest sulphur content must be
selected.
D010.000.023-05-0001 EN 9 (10)
010.000.023-05 MAN Diesel & Turbo
D010.000.023-05-0001
Tests
Sampling To check whether the specification provided and/or the necessary delivery
conditions are complied with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the engine's warranty period).
To ensure that the samples taken are representative of the bunker oil, a sam-
ple should be taken from the transfer line when starting up, halfway through
the operating period and at the end of the bunker period. "Sample Tec" by
Mar-Tec in Hamburg is a suitable testing instrument which can be used to
take samples on a regular basis during bunkering.
Analysis of samples To ensure sufficient cleaning of the fuel via the separator, perform regular
functional check by sampling up- and downstream of the separator.
Analysis of HFO samples is very important for safe engine operation. We can
analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServLab.
Specification of heavy fuel oil (HFO)
2016-10-04 - de
General
10 (10) D010.000.023-05-0001 EN
MAN Diesel & Turbo 010.000.023-04
D010.000.023-04-0001
Marine diesel oil
Other designations Marine diesel oil, marine diesel fuel.
Origin Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-
DMB) exclusively for marine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-mineral oil products.
Specification
The suitability of a fuel depends on the engine design and the available
cleaning options as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217 standard in the
current version as the basis. The properties have been specified using the
stated test procedures.
Properties Unit Test procedure Designation
ISO-F specification – – DMB
Density at 15 °C kg/m3 ISO 3675 < 900
Kinematic viscosity at 40 °C mm /s ≙ cSt
2
ISO 3104 > 2.0
< 11 1)
Pour point, winter grade °C ISO 3016 <0
Pour point, summer grade °C ISO 3016 <6
Flash point (Pensky Martens) °C ISO 2719 > 60
Total sediment content weight % ISO CD 10307 0.10
Water content Vol. % ISO 3733 < 0.3
Sulphur content weight % ISO 8754 < 2.0
Ash content weight % ISO 6245 < 0.01
Coke residue (MCR) weight % ISO CD 10370 < 0.30
Cetane index and cetane number - ISO 4264 > 35
ISO 5165
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5
Specification of diesel oil (MDO)
system.
D010.000.023-04-0001 EN 1 (2)
010.000.023-04 MAN Diesel & Turbo
D010.000.023-04-0001
Additional information
During reloading and transfer, MDO is treated like residual oil. It is possible
that oil is mixed with high-viscosity fuel or heavy fuel oil, for example with res-
idues of such fuels in the bunker vessel, which can markedly deteriorate the
properties. Admixtures of biodiesel (FAME) are not permissible!
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.
The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).
Fuel is considered as contaminated with lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
The pour point specifies the temperature at which the oil no longer flows. The
lowest temperature of the fuel in the system should be roughly 10 °C above
the pour point to ensure that the required pumping characteristics are main-
tained.
A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 °C.
Seawater causes the fuel system to corrode and also leads to hot corrosion
of the exhaust valves and turbocharger. Seawater also causes insufficient
atomisation and therefore poor mixture formation accompanied by a high
proportion of combustion residues.
Solid foreign matters increase mechanical wear and formation of ash in the
cylinder space.
We recommend the installation of a separator upstream of the fuel filter. Sep-
aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalyst
particles) and water can be removed, and the cleaning intervals of the filter
elements can be extended considerably.
Specification of diesel oil (MDO)
Analyses
Analysis of fuel oil samples is very important for safe engine operation. We
General
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.
2 (2) D010.000.023-04-0001 EN
MAN Diesel & Turbo 010.000.023-01
D010.000.023-01-0001
Diesel oil
Other designations Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Military specification
Diesel fuels that satisfy the NATO F-75 or F-76 specifications may be used if
they adhere to the minimum viscosity requirements.
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
The DIN EN 590 standard and the ISO 8217 standard (Class DMA or Class
DMZ) in the current version have been extensively used as the basis when
defining these properties. The properties correspond to the test procedures
stated.
Properties Unit Test procedure Typical value
Density at 15 °C kg/m 3
ISO 3675 ≥ 820.0
≤ 890.0
Kinematic viscosity at 40 °C mm2/s (cSt) ISO 3104 ≥2
≤ 6.0
Filtering capability 1)
in summer and °C DIN EN 116 must be indicated
in winter °C DIN EN 116
Flash point in enclosed crucible °C ISO 2719 ≥ 60
Sediment content (extraction method) weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content ISO 8754 ≤ 1.5
Ash weight % ISO 6245 ≤ 0.01
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Specification of gas oil/diesel oil (MGO)
D010.000.023-01-0001 EN 1 (2)
010.000.023-01 MAN Diesel & Turbo
D010.000.023-01-0001
Additional information
Use of diesel oil If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behav-
iour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity To ensure sufficient lubrication, a minimum viscosity must be ensured at the
fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.
The pour point indicates the temperature at which the oil stops flowing. To
ensure the pumping properties, the lowest temperature acceptable to the
fuel in the system should be about 10 ° C above the pour point.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.
Analyses
Analysis of fuel oil samples is very important for safe engine operation. We
Specification of gas oil/diesel oil (MGO)
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.
2017-07-11 - de
General
2 (2) D010.000.023-01-0001 EN
MAN Diesel & Turbo 010.000.023-02
D010.000.023-02-0001
Biofuel
Other designations Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat.
Origin Biofuel is derived from oil plants or old cooking oil.
Provision
Transesterified and non-transesterified vegetable oils can be used.
Transesterified biofuels (biodiesel, FAME) must comply with the standard EN
14214.
Non-transesterified biofuels must comply with the specifications listed in
table Specification of non-transesterified bio fuel.
These specifications are based on experience to date. As this experience is
limited, these must be regarded as recommended specifications that can be
adapted if necessary. If future experience shows that these specifications are
too strict, or not strict enough, they can be modified accordingly to ensure
safe and reliable operation.
When operating with bio-fuels, lubricating oil that would also be suitable for
operation with diesel oil.
See 010.005 Engine - Operating Instructions section 010.000.023-07.
Properties/features Properties/unit Testing method
Density at 15 °C 900–930 kg/m3 DIN EN ISO 3675,
EN ISO 12185
Flash point > 60 °C DIN EN 22719
Lower calorific value > 35 MJ/kg DIN 51900-3
(typically: 37 MJ/kg)
Viscosity/50 °C < 40 cSt (corresponds to DIN EN ISO 3104
viscosity/40 °C< 60 cSt) ASTM D7042
Estimated cetane number > 40 IP 541
Coke residue < 0.4% DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation resistance (110 °C) >5h EN ISO 6886, EN 14112
Monoglyceride content < 0.70% (m/m) EN14105
Diglyceride content < 0.20% (m/m) EN14105
Triglyceride content < 0.20% (m/m) EN14105
Specification of bio fuel
D010.000.023-02-0001 EN 1 (2)
010.000.023-02 MAN Diesel & Turbo
Analyses
Analysis of fuel oil samples is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.
Specification of bio fuel
2017-07-11 - de
General
2 (2) D010.000.023-02-0001 EN
MAN Diesel & Turbo
3700063-9.0
Page 1 (2) Explanatory notes for biofuel B 11 00 0
Caution:
Not transesterified biofuel with a pour point above
20° C carries a risk of flocculation and may clog up
pipes and filters unless special precautions are
taken.
Therefore the standard layout of fuel oil system for
HFO-operation has to be modified concerning fol-
lowing aspects:
▪ In general no part of the fuel oil system must be
cooled down below pour point of the used bio-
fuel.
2015.11.26
MAN Diesel & Turbo
3700063-9.0
B 11 00 0 Explanatory notes for biofuel Page 2 (2)
Please be aware
▪ Depending on the quality of the biofuel, it may
be necessary to carry out one oil change per
year (this is not taken into account in the details
concerning lubricating oil consumption).
▪ An addition to the fuel oil consumption is neces-
sary:
2 g/kWh addition to fuel oil consumption (see
chapter fuel oil consumption)
▪ Engine operation with fuels of low calorific value
like biofuel, requires an output reduction:
– LCV ≥ 38 MJ/kg Power reduction 0%
– LCV ≥ 36 MJ/kg Power reduction 5%
– LCV ≥ 35 MJ/kg Power reduction 10%
2015.11.26
MAN Diesel & Turbo
3700246-2.0
Page 1 (1) Crude oil specification B 11 00 0
2015.07.20
MAN Diesel & Turbo 010.000.023-06
D010.000.023-06-0001
Explanations of viscosity-temperature diagram
General
D010.000.023-06-0001 EN 1 (2)
010.000.023-06 MAN Diesel & Turbo
D010.000.023-06-0001
Viscosity
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the
engine must be at least 1.9 mm2/s. If the viscosity is too low, this may
cause seizing of the pump plunger or nozzle needle valves as a result
of insufficient lubrication.
This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it
must never exceed the following values:
▪ 45 °C at the most with MGO (DMA) and MDO (DMB)
2016-09-26 - de
2 (2) D010.000.023-06-0001 EN
MAN Diesel & Turbo
1699177-5.1 Guidelines regarding MAN Diesel & Turbo GenSets
Page 1 (1) B 11 00 0
operating on low sulphur fuel oil
2015.11.27
MAN Diesel & Turbo B 11 01 0
Description
3700405-6.2
1 (5)
V28/32S-DF; L28/32S-DF; L28/32DF; L23/30S-DF; L23/30DF; V28/32S;
L28/32S; L27/38S; L23/30S; L21/31S; L16/24S; L16/24; L21/31;
L23/30H; L27/38; L28/32H EN
B 11 01 0 MAN Diesel & Turbo
Calculation of specific fuel oil consumption (SFOC)
Leak oil
Please find below diagram for different engine types running on MGO.
The mentioned values are measured under controlled condition on a test bed
using new fuel injection pump / fuel injection valve, and taking into considera-
tion that temperature, viscosity, clearance, oil condition, oil quality etc can
differ and thereby affect the leak oil amount.
Tolerance of the values is +/-25%.
2017-05-03 - en
Figure 1: Leak oil on full load for MGO operation (for guidance only)
Description
3700405-6.2
2 (5)
V28/32S-DF; L28/32S-DF; L28/32DF; L23/30S-DF; L23/30DF; V28/32S;
L28/32S; L27/38S; L23/30S; L21/31S; L16/24S; L16/24; L21/31;
L23/30H; L27/38; L28/32H EN
MAN Diesel & Turbo B 11 01 0
Example
Description
3700405-6.2
Reference values:
br = 200 g/kWh, tr = 25°C, tbar = 40°C, pr = 1.0 bar
At site:
tx = 45°C, tbax = 50°C, px = 0.9 bar
3 (5)
V28/32S-DF; L28/32S-DF; L28/32DF; L23/30S-DF; L23/30DF; V28/32S;
L28/32S; L27/38S; L23/30S; L21/31S; L16/24S; L16/24; L21/31;
L23/30H; L27/38; L28/32H EN
B 11 01 0 MAN Diesel & Turbo
ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023
Calculation of specific fuel oil consumption (SFOC)
Engine type
L23/30H/S/DF/S-DF,
L28/32H/S/DF/S-DF,
V28/32S/S-DF
Increased exhaust gas back pressure after turbine leads to increased fuel oil
consumption, calculated as increased air temperature before turbocharger:
O = (pExhaust after turbine [mbar] – 30 [mbar] ) x 0.25 [K/mbar] with O ≥ 0
4 (5)
V28/32S-DF; L28/32S-DF; L28/32DF; L23/30S-DF; L23/30DF; V28/32S;
L28/32S; L27/38S; L23/30S; L21/31S; L16/24S; L16/24; L21/31;
L23/30H; L27/38; L28/32H EN
MAN Diesel & Turbo B 11 01 0
SFOC can in some case also be reduced by inverted fuel values of MGO.
2017-05-03 - en
Description
3700405-6.2
5 (5)
V28/32S-DF; L28/32S-DF; L28/32DF; L23/30S-DF; L23/30DF; V28/32S;
L28/32S; L27/38S; L23/30S; L21/31S; L16/24S; L16/24; L21/31;
L23/30H; L27/38; L28/32H EN
MAN Diesel & Turbo
1689497-0.2
Page 1 (2) Fuel oil consumption for emissions standard B 11 01 0
L21/31
L21/31 at 900 rpm
5L21/31: 200 kW/cyl., 6-9L21/31: 220 kW/cyl.
% Load 100 851) 75 50 25
Spec. fuel consumption (g/kWh) with HFO/MDO 192 189 1)
189 193 207
without attached pumps 2) 3)
1)
Fuel consumption at 85% MCR
2)
Tolerance +5%. Please note that the additions to fuel consumption must be considered before the tolerance is taken
into account.
3)
Based on reference conditions, see "Reference conditions"
All data provided in this document is non-binding and serves informational purposes only. Depending on the
subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and
determined individually for each project. This will depend on the particular characteristics of each individual
project, especially specific site and operational conditions.
2014.06.04 - Tier II
MAN Diesel & Turbo
1689497-0.2
B 11 01 0 Fuel oil consumption for emissions standard Page 2 (2)
L21/31
Increased negative intake pressure before compressor leads to increased fuel oil consumption, calculated as
increased air temperature before turbocharger:
U = ( -20 [mbar] – pAir before compressor [mbar] ) x 0.25 [K/mbar] with U ≥ 0
Increased exhaust gas back pressure after turbine leads to increased fuel oil consumption, calculated as
increased air temperature before turbocharger:
O = ( pExhaust after turbine [mbar] – 30 [mbar] ) x 0.25 [K/mbar] with O ≥ 0
Charge air blow-off for exhaust gas temperature control (plants with catalyst) leads to increased fuel oil con-
sumption:
For every increase of the exhaust gas temperature by 1°C, due to activation of charge air blow-off device, an
addition of 0.05 g/kWh to be considered.
Reference conditions
Reference conditions (according to ISO 3046-1: 2002; ISO 1550: 2002)
Air temperature before turbocharger tr °C 25
Relative humidity Φr % 30
Engine type specific reference charge air temperature before cylinder tbar 1)
°C 40
with 25°C LT cooling water temperature before charge air cooler (according to ISO)
All data provided in this document is non-binding and serves informational purposes only. Depending on the
subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and
determined individually for each project. This will depend on the particular characteristics of each individual
project, especially specific site and operational conditions.
2014.06.04 - Tier II
MAN Diesel & Turbo
3700222-2.0
Page 1 (1) Fuel injection valve B 11 00 0
2015.11.27
MAN Diesel & Turbo
1683324-8.1
Page 1 (1) Fuel injection pump B 11 02 1
2015.11.27
MAN Diesel & Turbo
1679744-6.7
Page 1 (1) Fuel oil filter duplex E 11 08 1
2015.11.27
MAN Diesel & Turbo
1689458-7.3
Page 1 (3) MDO / MGO cooler E 11 06 1
2016.03.03
MAN Diesel & Turbo
1689458-7.3
E 11 06 1 MDO / MGO cooler Page 2 (3)
2016.03.03
MAN Diesel & Turbo
1689458-7.3
Page 3 (3) MDO / MGO cooler E 11 06 1
2016.03.03
MAN Diesel & Turbo
1624467-7.3
Page 1 (2) HFO/MDO changing valves (V1 and V2) E 11 10 1
Figure 25: Pneumatic diagram for 3-way changing valves V1 & V2.
The fuel change-over system consists of two Valve control box
remote controlled and interconnected 3-way valves,
which are installed immediately before each Gen- The electrical power supply to the valve control box
Set. The 3-way valves “V1-V2” are operated by an is 3 x 400 Volt - 50 Hz, or 3 x 440 Volt - 60 Hz,
electrica/pneumatic actuator of the simplex type, depending on the plant specification, and is estab-
with spring return and a common valve control box lished in form of a single cable connection from the
for all GenSets. switchboard.
The flexibility of the system makes it possible, if Due to a built-in transformer, the power supply volt-
necessary, to operate the GenSets on either diesel age will be converted to a 24 V DC pilot voltage for
oil or heavy fuel oil, individually by means of the L- serving the relays, contactors, and indication lamps.
bored 3-way valves “V1-V2”. Furthermore the 24 V DC pilot voltage is used for
The control box can be placed in the engine room operating the fuel changing valves with an electri-
or in the engine control room. cally/pneumatically operated actuator of the simplex
type with spring return.
To maintain re-circulation in the HFO flow line, when
the GenSet is operated on MDO, is a by-pass valve The mode of valve operation is:
installed between the fuel inlet valve “V1” and the HFO-position: Energized
fuel outlet valve “V2” at each GenSet as shown in MDO-position: De-energized
fig 1.
2015.11.27
MAN Diesel & Turbo
1624467-7.3
E 11 10 1 HFO/MDO changing valves (V1 and V2) Page 2 (2)
2015.11.27
MAN Diesel & Turbo P 11 02 1
Filter specification
Range of application : Heavy fuel oil 700 cSt @ 50°C
Description
1609536-7.2
Specification L16/24
1000 rpm Booster circuit
Qty. engines 5L16/24 6L16/24 7L16/24 8L16/24 9L16/24
1 DN40 DN40 DN40 DN40 DN40
2 DN40 DN40 DN40 DN40 DN40
3 DN40 DN40 DN40 DN65 DN65
4 DN40 DN65 DN65 DN65 DN65
Specification L21/31
900 rpm Booster circuit
Qty. engines 5L21/31 6L21/31 7L21/31 8L21/31 9L21/31
1 DN40 DN40 DN40 DN40 DN65
2 DN65 DN65 DN65 DN65 DN65
3 DN65 DN65 DN65 DN65 DN80
4 DN65 DN65 DN80 DN80 DN80
Specification L23/30H
720/750 rpm Booster circuit
Qty. engines 5L23/30H 6L23/30H 7L23/30H 8L23/30H
1 DN40 DN40 DN40 DN40
2 DN40 DN40 DN40 DN65
3 DN40 DN65 DN65 DN65
4 DN65 DN65 DN65 DN65
Description
1609536-7.2
Specification L28/32H
720 rpm Booster circuit
Qty. engines 5L28/32H 6L28/32H 7L28/32H 8L28/32H 9L28/32H
1 DN40 DN40 DN40 DN40 DN40
2 DN40 DN65 DN65 DN65 DN65
3 DN65 DN65 DN65 DN65 DN65
4 DN65 DN65 DN65 DN65 DN80
2015-07-17 - en
Description
1609536-7.2
Description
1609536-7.2
2015-07-17 - en
Description
1609536-7.2
Description
1609536-7.2
2015-07-17 - en
Description
1609536-7.2
Description
3700397-1.0
Filter specification
Range of application : Heavy fuel oil 700 cSt @ 50°C
2015-07-17 - en
Description
3700397-1.0
filter size A01 12/6 A01 12/6 A01 16/8 A01 16/8 A01
Description
3700397-1.0
Specification L21/31
900 rpm Booster circuit
Qty. engines 5L21/31 6L21/31 7L21/31 8L21/31 9L21/31
1 Outlet flow 0.89 1.18 1.37 1.57 1.76
Inlet flow 1.14 1.43 1.62 1.85 2.07
Recommended FM-152-DE 8/4 FM-152-DE 8/4 FM-152-DE 8/4 FM-152-DE 8/4 FM-152-DE
filter size A01 A01 A01 A01 12/6 A01
2 Outlet flow 1.78 2.36 2.74 3.14 3.52
Inlet flow 2.09 2.78 3.22 3.69 4.14
Recommended FM-152-DE FM-152-DE FM-152-DE FM-152-DE FM-152-DE
filter size 12/6 A01 12/6 A01 16/8 A01 16/8 A01 24/12 A01
3 Outlet flow 2.67 3.54 4.11 4.71 5.28
Inlet flow 3.14 4.16 4.84 5.54 6.21
Recommended FM-152-DE FM-152-DE FM-152-DE FM-152-DE FM-152-DE
filter size 16/8 A01 24/12 A01 24/12 A01 24/12 A01 30/12 A01
4 Outlet flow 3.56 4.72 5.48 6.28 7.04
Inlet flow 4.19 5.55 6.45 7.39 8.28
Recommended FM-152-DE FM-152-DE FM-152-DE FM-152-DE FM-152-DE
filter size 24/12 A01 24/12 A01 30/12 A01 60/24 A01 60/24 A01
filter size 24/12 A01 24/12 A01 30/12 A01 60/24 A01 60/24 A01
Description
3700397-1.0
Description
3700397-1.0
Specification L27/38
720 rpm Booster circuit
Qty. engines 5L27/38 6L27/38 7L27/38 8L27/38 9L27/38
1 Outlet flow 1.06 1.4 1.63 1.87 2.1
Inlet flow 1.31 1.65 1.92 2.20 2.47
Recommended FM-152-DE 8/4 FM-152-DE 8/4 FM-152-DE FM-152-DE FM-152-DE
filter size A01 A01 12/6 A01 12/6 A01 12/6 A01
2 Outlet flow 2.12 2.8 3.26 3.74 4.2
Inlet flow 2.49 3.29 3.84 4.40 4.94
Recommended FM-152-DE FM-152-DE FM-152-DE FM-152-DE FM-152-DE
filter size 12/6 A01 16/8 A01 24/12 A01 24/12 A01 24/12 A01
3 Outlet flow 3.18 4.2 4.89 5.61 6.3
Inlet flow 3.74 4.94 5.75 6.60 7.41
Recommended FM-152-DE FM-152-DE FM-152-DE FM-152-DE FM-152-DE
filter size 16/8 A01 24/12 A01 30/12 A01 30/12 A01 60/24 A01
4 Outlet flow 4.24 5.6 6.52 7.48 8.4
Inlet flow 4.99 6.59 7.67 8.80 9.88
Recommended FM-152-DE FM-152-DE FM-152-DE FM-152-DE FM-152-DE
filter size 24/12 A01 30/12 A01 60/24 A01 60/24 A01 60/24 A01
filter size 24/12 A01 30/12 A01 60/24 A01 60/24 A01 60/24 A01
Description
3700397-1.0
filter size 16/8 A01 24/12 A01 24/12 A01 30/12 A01 30/12 A01
Description
3700397-1.0
FM-152-DE 8/4
2015-07-17 - en
Description
3700397-1.0
Description
3700397-1.0
FM-152-DE 24/12
2015-07-17 - en
Description
3700397-1.0
Description
3700397-1.0
FM-152-DE 60/24
2015-07-17 - en
Description
3700397-1.0
2018-01-08 - en
MAN Diesel & Turbo
1683379-9.7
Page 1 (3) Internal lubricating oil system B 12 00 0
L21/31S, L21/31
Internal lubricating oil system
Pipe description
C3 Lubricating oil from separator DN25
C4 Lubricating oil to separator DN25
C13 Oil vapour discharge* DN65
C15 Lubricating oil overflow DN50
C30 Venting pipe turbocharger DN40
bearings
2016.09.29
MAN Diesel & Turbo
1683379-9.7
B 12 00 0 Internal lubricating oil system Page 2 (3)
L21/31S, L21/31
System flow
General The lubricating oil pump draws oil from the oil sump
As standard the lubricating oil system is based on and presses the oil through the cooler and filter to
wet sump lubrication. the main lubricating oil bore, from where the oil is
distributed to the various lubricating points. From
All moving parts of the engine are lubricated with oil
the lubricating points the oil returns by gravity to the
circulating under pressure in a closed system.
oil sump. The oil pressure is controlled by an adjust-
The lubricating oil is also used for the purpose of able spring-loaded relief valve built in the system.
cooling the pistons and turbocharger.
The main groups of components to be lubricated
The standard engine is equipped with: are:
▪ Engine driven lubricating oil pump 1. Turbocharger
▪ Lubricating oil cooler 2. Main bearings, big-end bearing etc.
▪ Lubricating oil thermostatic valve 3. Camshaft drive
▪ Duplex full-flow depth filter 4. Governor drive
▪ Pre-lubricating oil pump 5. Rocker arms
▪ Centrifugal by-pass filter 6. Camshaft
Lubricating oil consumption The connecting rods have bored channels for
supply of oil from the big-end bearings to the
The lubricating oil consumption, see "Specific lubri- small-end bearings, which has an inner circum-
cating oil consumption - SLOC, B 12 15 0 / ferential groove, and a bore for distribution of oil
504.07" to the piston.
It should, however, be observed that during the run- From the front main bearings channels are
ning in period the lubricating oil consumption may bored in the crankshaft for lubricating of the
exceed the values stated. damper.
3. The lubricating oil pipes for the camshaft drive
Quality of oil gear wheels are equipped with nozzles which
Only HD lubricating oil (Detergent Lubricating Oil) are adjusted to apply the oil at the points where
should be used, characteristic stated in "Lubricating the gear wheels are in mesh.
Oil Specification, 010.000.023". 4. The lubricating oil pipe for the gear wheels are
adjusted to apply the oil at the points where the
gear wheels are in mesh.
2016.09.29
MAN Diesel & Turbo
1683379-9.7
Page 3 (3) Internal lubricating oil system B 12 00 0
L21/31S, L21/31
5. The lubricating oil to the rocker arms is led Pre-lubricating
through bores in the engine frame to each cylin-
der head. The oil continuous through bores in As standard the engine is equipped with an electric-
the cylinder head and rocker arm to the mova- driven pre-lubricating pump mounted parallel to the
ble parts to be lubricated at the rocker arm and main pump. The pump is arranged for automatic
valve bridge. operation, ensuring stand-still of the pre-lubricating
pump when the engine is running, and running dur-
6. Through a bores in the frame lubricating oil is ing engine stand-still in stand-by position by the
led to camshafts bearings. engine control system.
2016.09.29
MAN Diesel & Turbo
1699270-8.7
Page 1 (2) Crankcase ventilation B 12 00 0
2015.04.15 - (* Mk2)
MAN Diesel & Turbo
1699270-8.7
B 12 00 0 Crankcase ventilation Page 2 (2)
Example :
Engine with a mechanical output of 880 kW and
combustion air consumption of 6000 [kg/h] corre-
sponds to :
2015.04.15 - (* Mk2)
MAN Diesel & Turbo
1655289-8.10
Page 1 (2) Prelubricating pump B 12 07 0
2015.11.27 - NG
MAN Diesel & Turbo
1655289-8.10
B 12 07 0 Prelubricating pump Page 2 (2)
2015.11.27 - NG
MAN Diesel & Turbo 010.000.023-11
Specification of lubricating oil (SAE 40) for heavy fuel operation (HFO)
D010.000.023-11-0001
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Medium alkalinity lubricating oils have a proven track record as lubricants for
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralization reserve than with fully com-
pounded engine oils (HD oils).
International specifications do not exist for medium alkalinity lubricating oils.
A test operation is therefore necessary for a corresponding long period in
accordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. See table Approved lubricating oils for HFO-operated MAN Diesel &
Turbo four-stroke engines.
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the limit values in the table below, particularly
in terms of its resistance to ageing:
Properties/Characteristics Unit Test method Limit value
Make-up – – Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 –15
Flash point (Cleveland) °C ASTM D 92 > 200
operation (HFO)
Additives The additives must be dissolved in oil and their composition must ensure that
as little ash as possible is left over after combustion, even if the engine is pro-
visionally operated with distillate fuel.
D010.000.023-11-0001 EN 1 (5)
010.000.023-11 MAN Diesel & Turbo
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
D010.000.023-11-0001
(BN) ties (BN) are available on the market. At the present level of knowledge, an
interrelation between the expected operating conditions and the BN number
can be established. However, the operating results are still the overriding fac-
tor in determining which BN number provides the most efficient engine oper-
ation.
Table Base number to be used for various operating conditions indicates the
relationship between the anticipated operating conditions and the BN num-
ber.
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
content of less than 0.5 %.
2017-07-11 - de
operation (HFO)
30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.
General
2 (5) D010.000.023-11-0001 EN
MAN Diesel & Turbo 010.000.023-11
D010.000.023-11-0001
of fresh oil
(mg KOH/g oil)
40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-
sponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation providing the sulphur content is over 1.5 %.
50 32/40, 32/44CR, 32/44K, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).
Table 3: Base number to be used for various operating conditions
Operation with low-sulphur To comply with the emissions regulations, the sulphur content of fuels used
fuel nowadays varies. Fuels with low-sulphur content must be used in environ-
mentally-sensitive areas (e.g. SECA). Fuels with higher sulphur content may
be used outside SECA zones. In this case, the BN number of the lube oil
selected must satisfy the requirements for operation using fuel with high-sul-
phur content. A lube oil with low BN number may only be selected if fuel with
a low sulphur content is used exclusively during operation.
However, the practical results demonstrate that the most efficient engine
operation is the factor ultimately determining the permitted additive content.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Oil for mechanical/hydraulic Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
speed governors lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.
The military specification applied for these oils is NATO O-236.
Experience with the drive engine L27/38 has shown that the operating tem-
are in any case responsible for the quality and characteristics of their prod-
ucts. If you have any questions, we will be happy to provide you with further
information.
General
D010.000.023-11-0001 EN 3 (5)
010.000.023-11 MAN Diesel & Turbo
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
D010.000.023-11-0001
speed engines. The oil properties must be analysed monthly. As long as the
oil properties are within the defined threshold values, the oil may be further
used. See table Limit values for used lubricating oil.
The quality of the oil can only be maintained if it is cleaned using suitable
equipment (e.g. a separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1,000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value Procedure
Viscosity at 40 °C 110 – 220 mm²/s ISO 3104 or ASTM D 445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 °C ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
Specification of lubricating oil (SAE 40) for heavy fuel
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat- –
ing conditions
Guide value only
Fe max. 50 ppm
Cr max. 10 ppm –
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 4: Limit values for used lubricating oil
Tests
2017-07-11 - de
operation (HFO)
A monthly analysis of lube oil samples is mandatory for safe engine opera-
tion. We can analyse fuel for customers in the MAN Diesel & Turbo Prime-
ServLab.
General
4 (5) D010.000.023-11-0001 EN
MAN Diesel & Turbo 010.000.023-11
D010.000.023-11-0001
Manufacturer
20-25 30 40 50-55
AEGEAN – Alfamar 430 Alfamar 440 Alfamar 450
AVIN OIL S.A. – AVIN ARGO S 30 SAE AVIN ARGO S 40 SAE AVIN ARGO S 50 SAE
40 40 40
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA – Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40
(Texaco, Caltex) Taro 20DP40X Taro 30DP40X Taro 40XL40X Taro 50XL40X
EXXONMOBIL Mobilgard M420 Mobilgard M430 Mobilgard M440 Mobilgard M50
Gulf Oil Marine GulfSea Power 4020 GulfSea Power 4030 GulfSea Power 4040 GulfSea Power 4055
Ltd. MDO Gulfgen Supreme 430 Gulfgen Supreme 440 Gulfgen Supreme 455
Gulfgen Supreme 420
Idemitsu Kosan Daphne Marine Oil Daphne Marine Oil Daphne Marine Oil –
Co.,Ltd. SW30/SW40/MV30/ SA30/SA40 SH40
MV40
LPC S.A. – CYCLON POSEIDON CYCLON POSEIDON CYCLON POSEIDON
HT 4030 HT 4040 HT 4050
LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40
Navigo TPEO 55/40
Motor Oil Hellas – EMO ARGO S 30 SAE EMO ARGO S 40 SAE EMO ARGO S 50 SAE
S.A. 40 40 40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 –
PT Pertamina Medripal 420 Medripal 430 Medripal 440 Medripal 450/455
(PERSERO)
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 –
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40
Argina S2 40 Argina S3 40 Argina S4 40 Argina S5 40
operation (HFO)
General
D010.000.023-11-0001 EN 5 (5)
MAN Diesel & Turbo 010.000.023-07
Specification of lubricating oil (SAE 40) for operation with MGO/MDO and
D010.000.023-07-0001
biofuels
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-
cating oils contain additives that, amongst other things, ensure dirt absorp-
tion capability, cleaning of the engine and the neutralisation of acidic com-
bustion products.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the following limit values, particularly in terms
of its resistance to ageing.
Properties/Characteristics Unit Test method Limit value
Make-up – – Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 –15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
D010.000.023-07-0001 EN 1 (5)
010.000.023-07 MAN Diesel & Turbo
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
D010.000.023-07-0001
table Lube oils approved for use in MAN Diesel & Turbo four-stroke engines
that run on gas oil and diesel fuel. Lube oils not listed here may only be used
after consultation with MAN Diesel & Turbo.
The operating conditions of the engine and the quality of the fuel determine
the additive content the lube oil should contain. If marine diesel oil is used,
which has a high sulphur content of 1.5 up to 2.0 weight %, a base number
(BN) of appr. 20 should be selected. However, the operating results that
ensure the most efficient engine operation ultimately determine the additive
content.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
MGO/MDO and biofuels
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Oil for mechanical/hydraulic Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
2017-07-13 - de
speed governors lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
General
2 (5) D010.000.023-07-0001 EN
MAN Diesel & Turbo 010.000.023-07
Experience with the drive engine L27/38 has shown that the operating tem-
D010.000.023-07-0001
perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the oil manufacturers are in close regular contact with engine manu-
warranty facturers, and can therefore provide information on which oil in their specific
product range has been approved by the engine manufacturer for the partic-
ular application. Irrespective of the above, the lubricating oil manufacturers
are in any case responsible for the quality and characteristics of their prod-
ucts. If you have any questions, we will be happy to provide you with further
information.
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be analysed monthly. As long as the
oil properties are within the defined threshold values, the oil may be further
used. See table Limit values for used lubricating oil.
The quality of the oil can only be maintained if it is cleaned using suitable
equipment (e.g. a separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1,000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
Tests
MGO/MDO and biofuels
A monthly analysis of lube oil samples is mandatory for safe engine opera-
tion. We can analyse fuel for customers in the MAN Diesel & Turbo Prime-
2017-07-13 - de
ServLab.
General
D010.000.023-07-0001 EN 3 (5)
010.000.023-07 MAN Diesel & Turbo
4 (5) D010.000.023-07-0001 EN
MAN Diesel & Turbo 010.000.023-07
D010.000.023-07-0001
Guide value only .
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm –
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with biofuels: max. 12 % FT-IR
biofuel fraction
Table 4: Limit values for used lubricating oil
General
D010.000.023-07-0001 EN 5 (5)
MAN Diesel & Turbo B 12 15 0
Description
Please note
▪ Only maximum continuous rating (PMCR (kW)) should be used in order to
evaluate the SLOC.
▪ During engine running-in the SLOC may exceed the values stated.
The following formula is used to calculate the SLOC:
the present lubricating oil temperature in the base frame. The following for-
1607584-6.11
Description
1 (3)
L28/32H; L27/38; L23/30H; L21/31; L16/24; V28/32S; V28/32H;
L28/32DF; L23/30DF; L16/24S; L21/31S; L27/38S; L28/32S; L23/30S EN
B 12 15 0 MAN Diesel & Turbo
The engine maximum continuous design rating (PMCR) must always be used in
Specific lubricating oil consumption - SLOC
2016-12-13 - en
1607584-6.11
Description
2 (3)
L28/32H; L27/38; L23/30H; L21/31; L16/24; V28/32S; V28/32H;
L28/32DF; L23/30DF; L16/24S; L21/31S; L27/38S; L28/32S; L23/30S EN
MAN Diesel & Turbo B 12 15 0
1607584-6.11
Description
3 (3)
L28/32H; L27/38; L23/30H; L21/31; L16/24; V28/32S; V28/32H;
L28/32DF; L23/30DF; L16/24S; L21/31S; L27/38S; L28/32S; L23/30S EN
MAN Diesel & Turbo
1643494-3.11
Page 1 (9) Treatment and maintenance of lubricating oil B 12 15 0
Operation flow
In order to calculate the required operation flow
through the separator unit, MDT recommends to
apply the following formula:
Figure 28: .
Example 1
For multi-engine plants, one separator unit per
engine in operation is recommended.
For example, for a 1,000 kW engine operating on
HFO and connected to a self-cleaning separator
Figure 29: . unit, with a daily effective separating period of 23.5
hours, the calculation is as follows:
This minimum contamination level is obtained by
employing a suitable flow rate that is only a fraction
of the stated maximum capacity of the centrifuge
(see the centrifuge manual).
MAN Diesel & Turbo
1643494-3.11
B 12 15 0 Treatment and maintenance of lubricating oil Page 4 (9)
Stokes' law
The operating principles of centrifugal separation
are based on Stokes’ Law.
Flow rate
It is known that separation efficiency is a function of
the separator unit’s flow rate. The higher the flow
rate, the more particles are left in the oil and there-
fore the lower the separation efficiency. As the flow
rate is reduced, the efficiency with which particles
are removed increases and cleaning efficiency thus
Operating parameters
improves. It is, however, essential to know at what
Various operating parameters affect separation effi- capacity adequate separation efficiency is reached
ciency. These include temperature, which controls in the specific case.
both lubricating oil viscosity and density, flow rate
In principle, there are three ways to control the flow:
and maintenance.
▪ Adjustment of the built-in safety valve on the
pump.
Temperature of lubricating oil before
This method is NOT recommended since the
separator unit
built-on valve is nothing but a safety valve.
It is often seen that the lubricating oil pre-heaters
The opening pressure is often too high and its
are undersized, have very poor temperature control,
characteristic far from linear.
the steam supply to the pre-heater is limited or the
temperature set point is too low. In addition, circulation in the pump may result in
oil emulsions and cavitation in the pump.
Often the heater surface is partly clogged by depos-
its. These factors all lead to reduced separation ▪ A flow regulating valve arrangement on the
temperature and hence the efficiency of the separa- pressure side of the pump, which bypasses the
tor unit. In order to ensure that the centrifugal forces separator unit and re-circulates part of the
separate the heavy contaminants in the relatively untreated lubricating oil back to the treated oil
limited time that they are present in the separator return line, from the separator unit and NOT
directly back to the suction side of the pump.
MAN Diesel & Turbo
1643494-3.11
B 12 15 0 Treatment and maintenance of lubricating oil Page 8 (9)
Water washing
Water washing of HD oils (heavy duty) must not be
carried out.
2015.11.27
MAN Diesel & Turbo
1609533-1.7
B 12 15 0 Criteria for cleaning/exchange of lubricating oil Page 2 (2)
7. Metal content
Metal content Remarks Attention limits
Iron Depend upon max. 50 ppm
Chromium engine type and max. 10 ppm
Copper operating condi- max. 15 ppm
Lead tions max. 20 ppm
Tin max. 10 ppm
Aluminium max. 20 ppm
Silicon max. 20 ppm
2015.11.27
MAN Diesel & Turbo
3700509-9.1
Page 1 (9) By-pass depth filter E1215 1
Filter specification
Range of application : Diesel engine lube oils
Max. operating pressure : 7 bar
Test pressure : According to class rule
Max. operating tempera- : 120°C
ture
Nominal width of con- : DN25
nection flanges
Filter to be replaced at a : 2.1 bar
pressure drop Figure 32: Clean and dirty filter insert
Grade of filtration : 3 μm absolute:
98.7% of all solid particles
>3 μm
L16/24 - HFO operation
0.8 μm nominal:
50% of all solid particles >
0.8 μm are retained in each
pass.
HDU 1x27/108S
HDU 2x27/108S
HDU 3x27/108S
2018-01-08 - en
MAN Diesel & Turbo 010.000.023-13
Requirements
Limit values The properties of untreated coolant must correspond to the following limit
values:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign mat- –
ter
Total hardness max. 6 dGH1)
pH value 6.5 – 8 –
Chloride ion content max. 50 mg/l2)
Table 1: Properties of coolant that must be complied with
1 dGH (German
1)
≙ 10 mg CaO in litre of water ≙ 17.9 mg CaCO3/l
hardness)
≙ 0.357 mval/l ≙ 0.179 mmol/l
2)
1 mg/l ≙ 1 ppm
Additional information
Distillate If distilled water (from a fresh water generator, for example) or fully desalina-
ted water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine coolant. These waters are free of lime and
salts, which means that deposits that could interfere with the transfer of heat
to the coolant, and therefore also reduce the cooling effect, cannot form.
2017-07-11 - de
However, these waters are more corrosive than normal hard water as the
thin film of lime scale that would otherwise provide temporary corrosion pro-
tection does not form on the walls. This is why distilled water must be han-
engines)
dled particularly carefully and the concentration of the additive must be regu-
General
larly checked.
D010.000.023-13-0001 EN 1 (7)
010.000.023-13 MAN Diesel & Turbo
Hardness The total hardness of the water is the combined effect of the temporary and
Quality guidelines (conventional and Common Rail engines)
The engine may not be brought into operation without treating the
coolant.
engines)
General
2 (7) D010.000.023-13-0001 EN
MAN Diesel & Turbo 010.000.023-13
Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri-
bed coolant treatment and electrochemical potential reversal that may occur
due to the coolant temperatures which are usual in engines nowadays. If
necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with additives for corrosion protec-
tion. A thin protective film of oil forms on the walls of the cooling system. This
prevents corrosion without interfering with heat transfer, and also prevents
limescale deposits on the walls of the cooling system.
Antifreeze agents
If temperatures below the freezing point of water in the engine cannot be
excluded, an antifreeze agent that also prevents corrosion must be added to
the cooling system or corresponding parts. Otherwise, the entire system
must be heated.
Sufficient corrosion protection can be provided by adding the products listed
2017-07-11 - de
in the table entitled Antifreeze agent with slushing properties (Military specifi-
cation: Federal Armed Forces Sy-7025), while observing the prescribed mini-
mum concentration. This concentration prevents freezing at temperatures
engines)
D010.000.023-13-0001 EN 3 (7)
010.000.023-13 MAN Diesel & Turbo
Biocides
If you cannot avoid using a biocide because the coolant has been contami-
nated by bacteria, observe the following steps:
▪ You must ensure that the biocide to be used is suitable for the specific
application.
▪ The biocide must be compatible with the sealing materials used in the
coolant system and must not react with these.
▪ The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products con-
tain chloride or sulphate ions are not permitted.
▪ Biocides that cause foaming of coolant are not permitted.
Quality guidelines (conventional and Common Rail
ity is high.
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the coolant additive will be able to
engines)
General
carry out this work and, if this is not possible, will at least be able to provide
suitable products to do this. If this work is carried out by the engine operator,
he should use the services of a specialist supplier of cleaning agents. The
cooling system must be flushed thoroughly after cleaning. Once this has
4 (7) D010.000.023-13-0001 EN
MAN Diesel & Turbo 010.000.023-13
been done, the engine coolant must be immediately treated with anticorro-
Protective measures
2017-07-11 - de
D010.000.023-13-0001 EN 5 (7)
010.000.023-13 MAN Diesel & Turbo
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
Quality guidelines (conventional and Common Rail engines)
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.
Auxiliary engines
If the coolant system used in a MAN Diesel & Turbo two-stroke main engine
is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38 or 28/32H,
the coolant recommendations for the main engine must be observed.
Analysis
The MAN Diesel & Turbo can analyse antifreeze agent for their customers in
the chemical laboratory PrimeServLab. A 0.5 l sample is required for the test.
6 (7) D010.000.023-13-0001 EN
MAN Diesel & Turbo 010.000.023-13
engines)
General
D010.000.023-13-0001 EN 7 (7)
MAN Diesel & Turbo 010.000.002-03
Coolant
Tools/equipment required
Equipment for checking the The following equipment can be used:
fresh water quality ▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg).
Equipment for testing the When using chemical additives:
concentration of additives ▪ Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
engines)
General
M010.000.002-03-0001 EN 1 (2)
010.000.002-03 MAN Diesel & Turbo
Quality guidelines (conventional and Common Rail engines)
2017-03-21 - de
engines)
General
2 (2) M010.000.002-03-0001 EN
MAN Diesel & Turbo 010.000.002-04
Coolant system
Cleaning
The coolant system must be checked for contamination at regular intervals.
Cleaning is required if the degree of contamination is high. This work should
ideally be carried out by a specialist who can provide the right cleaning
agents for the type of deposits and materials in the cooling circuit. The clean-
ing should only be carried out by the engine operator if this cannot be done
by a specialist.
Oil sludge Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled Cleaning agents
for removing oil sludge. Products by other manufacturers can be used pro-
viding they have similar properties. The manufacturer's instructions for use
must be strictly observed.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew HDE - 777 4 – 5% 4 h at 50 – 60 °C
Nalfleet MaxiClean 2 2 – 5% 4 h at 60 °C
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
engines)
Products that remove limescale deposits are generally suitable for removing
General
rust. Suitable cleaning agents are listed alphabetically in the table entitled
Cleaning agents for removing limescale and rust deposits. Products by other
manufacturers can be used providing they have similar properties. The man-
M010.000.002-04-0001 EN 1 (3)
010.000.002-04 MAN Diesel & Turbo
check whether the cleaning agent is suitable for the materials to be cleaned.
The products listed in the table entitled Cleaning agents for removing lime-
scale and rust deposits are also suitable for stainless steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew SAF-Acid 5 – 10 % 4 h at 60 – 70 °C
Descale-IT 5 – 10 % 4 h at 60 – 70 °C
Ferroclean 10 % 4 – 24 h at 60 – 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 °C
Unitor Descalex 5 – 10 % 4 – 6 h at approx. 60 °C
Vecom Descalant F 3 – 10 % ca. 4 h at 50 – 60 °C
Table 2: Cleaning agents for removing lime scale and rust deposits
In emergencies only Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
▪ Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid should be added to water in a concentration of 3 – 5 %. The tem-
perature of the solution should be 40 – 50 °C.
▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-
chloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutral-
ised and flushed. This residual acid promotes pitting. We therefore rec-
ommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
Quality guidelines (conventional and Common Rail
are provided for orientation in the table entitled Cleaning agents for removing
limescale and rust deposits.
Following cleaning The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
pipes prevent the air from escaping and may cause thermal overload
of the engine.
engines)
General
2 (3) M010.000.002-04-0001 EN
MAN Diesel & Turbo 010.000.002-04
engines)
General
M010.000.002-04-0001 EN 3 (3)
MAN Diesel & Turbo 010.000.023-16
Specifications
Limit values The characteristic values of the water used must be within the following limit
values:
Properties/ Characteristic value Unit
Characteristic
Water type Distillate or fresh water, free of foreign matter. -
Total hardness max. 10 ºdH*
pH value 6.5 - 8 -
Chloride ion content max. 50 mg/l
Table 1: Fuel-water emulsion - characteristic values to be observed
Testing instruments The MAN Diesel water testing kit contains instruments that allow the water
characteristics referred to above (and others) to be easily determined.
Additional information
Distillate If distillate (e.g. from the fresh water generator) or fully desalinated water (ion
exchanger) is available, this should ideally be used for the fuel-water emul-
sion. These types of water are free of lime and salts.
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. It is largely determined by the calcium and magnesium
salts. The temporary hardness depends on the hydrocarbonate content in Specification of water for fuel-water emulsions
the calcium and magnesium salts. The lasting (permanent) hardness is deter-
mined by the remaining calcium and magnesium salts (sulphates).
Water with hardness greater than 10°dH (German total hardness) must be
blended or softened with distillate. It is not necessary to increase the hard-
ness of extremely soft water.
General
D010.000.023-16-0001 EN 1 (1)
MAN Diesel & Turbo
1643496-7.6
Page 1 (1) Internal cooling water system B 13 00 0
System lay-out
MAN Diesel's standard for the internal cooling water
system is shown on our Basic Diagram.
Temperature regulation in the HT and LT systems
takes place in the internal system where also the
pumps are situated. This means that it is only nes-
sesary with two main pipes for cooling of the
engine. The only demand is that the FW inlet tem-
perature is between 10 and 40°C.
To be able to match every kind of external systems,
the internal system can as optional be arranged
with a FW cooler for an external SW system.
2012.05.07 - NG
MAN Diesel & Turbo
3700143-1.1
Page 1 (2) Internal cooling water system B 13 00 3
L21/31
Internal cooling water system
Figure 33: Diagram for internal cooling water system with internal preheater unit (for guidance only, please see the plant specific engine
diagram)
and 40°C and so the engine can be integrated in
Pipe description the ship's cooling water system as a stand-alone
unit. This is a simple solution with low installation
F3 Venting to expansion tank DN 25 costs, which also can be interesting in case of
repowering, where the engine power is increased,
F4 HT fresh water from preheater DN 25
and the distance to the other engines is larger.
G1 LT fresh water inlet DN 80
G2 LT fresh water outlet DN 80 Low temperature circuit
Table 14: Flange connections are standard according to DIN The components for circulation and temperature
regulation are placed in the internal system.
2501
The charge air cooler and the lubricating oil cooler
are situated in serial order. After the LT water has
Description passed the lubricating oil cooler, it is let to the ther-
The system is designed as a single circuit with only mostatic valve and depending on the water temper-
two flange connections to the external centralized ature, the water will either be re-circulated or led to
cooling water system. the external system.
L21/31
Data
For heat dissipation and pump capacities, see D 10
05 0, "List of Capacities".
Set points and operating levels for temperature and
pressure are stated in B 19 00 0, "Operating Data
and Set Points".
Other design data are stated in B 13 00 0, "Design
Data for the External Cooling Water System".
L21/31
Internal cooling water system
Figure 34: Diagram for internal cooling system with internal preheater unit (for guidance only, please see the plant specific engine diagram)
Description
Pipe description The system is designed as a two string circuit with
four flange connections to the external centralized
F1 HT fresh water inlet DN 80
cooling water system.
F2 HT fresh water outlet DN 80
The engine is equipped with a self-controlling tem-
F3 Venting to expansion tank DN 25 perature water circuit. This is a simple solution with
F4 HT fresh water for preheating DN 25
low installation costs, which also can be interesting
in case of repowering.
G1 LT fresh water inlet DN 80
G2 LT fresh water outlet DN 80 Low temperature circuit
Table 15: Flange connections are standard according to DIN The components for circulation and temperature
regulation are placed in the internal system.
2501
The charge air cooler and the lubricating oil cooler
are situated in serial order. After the LT water has
passed the lubricating oil cooler, it is let to the ther-
L21/31
mostatic valve and depending on the water temper-
ature, the water will either be re-circulated or led to
the external system.
The engine on the cooling water side only requires
fresh water between 10 and 40°C.
Data
For heat dissipation and pump capacities, see D 10
05 0, "List of Capacities".
Set points and operating levels for temperature and
pressure are stated in B 19 00 0, "Operating Data
and Set Points".
Other design data are stated in B 13 00 0, "Design
Data for the External Cooling Water System".
L21/31S, L21/31
General The venting pipe must be made with continuous
upward slope of minimum 5°, even when the ship
This data sheet contains data regarding the neces- heel or trim (static inclination).
sary information for dimensioning of auxiliary machi-
nery in the external cooling water system for the The venting pipe must be connected to the expan-
L21/31 type engine(s).The stated data are for one sion tank below the minimum water level; this pre-
engine only and are specified at MCR. vents oxydation of the cooling water caused by
"splashing" from the venting pipe. The expansion
The cooling water inlet pipe line has the function as tank should be equipped with venting pipe and
preheating line during standstill. flange for filling of water and inhibitors.
Note: make sure that this pipe line always is open Minimum recommended tank volume: 0.1 m³.
for this function. For multi plants the tank volume should be min.:
For heat dissipation and pump capacities see D 10 V = 0.1 + (exp. vol. per extra eng.) [m³]
05 0 "List of Capacities". Set points and operating
levels for temperature and pressure are stated in B On engines equipped with 1-string cooling water
19 00 0 "Operating Data and Set Points". system, the LT system is vented via the HT system.
This means that both systems are connected to the
same expansion tank.
Cooling water pressure
On engines equipped with 2-string cooling water
Max. cooling water inlet pressure before engine is system, separate expansion tanks for the LT sys-
2.5 bar. tem and HT system must be installed. This to
accommodate for changes of volume due to vary-
External pipe velocitiy ing temperatures and possible leakage in the LT
system and/or the HT system. The separated HT
For external pipe connections we prescribe the fol-
system and LT system facilitates trouble shooting.
lowing maximum water velocity:
Fresh water : 3.0 m/s
Data for external preheating system
The capacity of the external preheater should be
Pressure drop across engine
2.5-3.0 kW/cyl. The flow through the engine should
The engines have an attached centrifugal pump for for each cylinder be approx. 4.0 l/min with flow from
both LT and HT cooling water. The pressure drop top and downwards and 25 l/min with flow from
across the engine's system is approximately 0.5 bottom and upwards. See also table 1 below.
bar. Therefore the internal pressure drops are negli-
gible for the cooling water pumps in the external Cyl. No 5 6 7 8 9
system. For engines installed in closed cooling Quantity of water in eng:
water systems, without any external cooling HT and LT system (litre) 110 130 150 170 190
water pumps, the pressure drop in the external
Expansion vol. (litre) 6 7 8 9 10
system should not exceed 1.0 bar.
Table 16: Showing cooling water data which are depending on
Expansion tank the number of cylinders.
To provide against volume changes in the closed
jacket water cooling system caused by changes in
temperature or leakage, an expansion tank must be
installed.
As the expansion tank also provides a certain suc-
tion head for the fresh water pump to prevent cavi-
tation, the lowest water level in the tank should be
minimum 8-10 m above the center line of the crank-
shaft.
2015.01.05
MAN Diesel & Turbo
1655290-8.1
Page 1 (1) External cooling water system B 13 00 0
2001.01.08
MAN Diesel & Turbo
1643498-0.10
Page 1 (3) 1 string central cooling water system B 13 00 3
2015.09.14
MAN Diesel & Turbo
1643498-0.10
B 13 00 3 1 string central cooling water system Page 2 (3)
2015.09.14
MAN Diesel & Turbo
1643498-0.10
Page 3 (3) 1 string central cooling water system B 13 00 3
2015.09.14
MAN Diesel & Turbo
3700394-6.1
Page 1 (3) 1.5 string central cooling water system B 13 00 4
2015.09.14
MAN Diesel & Turbo
3700394-6.1
B 13 00 4 1.5 string central cooling water system Page 2 (3)
2015.09.14
MAN Diesel & Turbo
3700394-6.1
Page 3 (3) 1.5 string central cooling water system B 13 00 4
2015.09.14
MAN Diesel & Turbo
1699992-2.2
Page 1 (5) 2 string central cooling water system B 13 00 6
2015.09.14
MAN Diesel & Turbo
1699992-2.2
B 13 00 6 2 string central cooling water system Page 2 (5)
2015.09.14
MAN Diesel & Turbo
1699992-2.2
Page 3 (5) 2 string central cooling water system B 13 00 6
2015.09.14
MAN Diesel & Turbo
1699992-2.2
B 13 00 6 2 string central cooling water system Page 4 (5)
2015.09.14
MAN Diesel & Turbo
1699992-2.2
Page 5 (5) 2 string central cooling water system B 13 00 6
2015.09.14
MAN Diesel & Turbo
1613419-0.5
Page 1 (1) Expansion tank B 13 00 0
Volume
Engine type Expansion volume Recommended tank volume
litre* m3**
5L23/30H, 5L23/30H Mk2, 5L23/30S, 5L23/30DF 11 0.1
6L23/30H, 6L23/30H Mk2, 6L23/30S, 6L23/30DF 13 0.1
7L23/30H, 7L23/30H Mk2, 7L23/30S, 7L23/30DF 15 0.1
8L23/30H, 8L23/30H Mk2, 8L23/30S, 8L23/30DF 17 0.1
5L28/32H, 5L28/32S, 5L28/32DF 28 0.15
6L28/32H, 6L28/32S, 6L28/32DF 33 0.15
7L28/32H, 7L28/32S, 7L28/32DF 39 0.15
8L28/32H, 8L28/32S, 8L28/32DF 44 0.15
9L28/32H, 9L28/32S, 9L28/32DF 50 0.15
12V28/32S, 12V28/32S-DF, 12V28/32H 66 0.3
16V28/32S, 16V28/32S-DF, 16V28/32H 88 0.3
18V28/32S, 18V28/32S-DF, 18V28/32H 99 0.3
5L16/24, 5L16/24S 4 0.1
6L16/24, 6L16/24S 5 0.1
7L16/24, 7L16/24S 5 0.1
8L16/24, 8L16/24S 5 0.1
9L16/24, 9L16/24S 6 0.1
5L21/31, 5L21/31S 6 0.1
6L21/31, 6L21/31S 7 0.1
7L21/31, 7L21/31S 8 0.1
8L21/31, 8L21/31S 9 0.1
9L21/31, 9L21/31S 10 0.1
5L27/38, 5L27/38S 10 0.15
6L27/38, 6L27/38S 12 0.15
7L27/38, 7L27/38S 13 0.15
8L27/38, 8L27/38S 15 0.15
9L27/38, 9L27/38S 20 0.15
6L32/40 13 0.5
7L32/40 15 0.5
8L32/40 18 0.5
9L32/40 20 0.5
Table 17: Expansion volume for cooling water system and recommended volume of expansion tank.
* Per engine
** Common expansion tank
2016.02.24
MAN Diesel & Turbo
3700159-9.0
Page 1 (1) Preheater arrangement in high temperature system B 13 23 1
L21/31S, L21/31
General
The built-on cooling water preheating unit consists
of a thermostat-controlled el-preheating element
built onto the outlet connection on the thermostat
housing on the engine's front end box. The pipe is
connected below the non-return valve on the pipe
to expansion tank.
Cyl. No. Preheater
3x400V/3x440V
kW
5-6 1 x 12
7-9 1 x 15
Operation
Engines starting on HFO and engines in stand-by
position must be preheated. It is therefore recom-
mended that the preheater is arranged for auto-
matic operation, so that the preheater is disconnec-
ted when the engine is running and connected
when the engine is in stand-by position. The ther-
mostat setpoint is adjusted to 70°C, that gives a
temperature of app. 50°C at the top cover.
2015.11.27
MAN Diesel & Turbo
1671771-3.5
Page 1 (2) Expansion tank pressurized T 13 01 1
Table 18: Expansion volume for cooling water system and recommended volume of expansion tank.
2016.02.24
MAN Diesel & Turbo
1671771-3.5
T 13 01 1 Expansion tank pressurized Page 2 (2)
2016.02.24
MAN Diesel & Turbo
B 14 Compressed
air system B 14 Compressed air system
Page 1 (1)
2018-01-08 - en
MAN Diesel & Turbo 010.000.023-21
Requirements
Compressed air quality of The starting air must fulfil at least the following quality requirements accord-
starting air system ing to ISO 8573-1:2010.
Purity regarding solid particles Quality class 6
Particle size > 40µm max. concentration < 5 mg/m3
Purity regarding moisture Quality class 7
Residual water content < 0.5 g/m3
Purity regarding oil Quality class X
For catalysts
The following specifications are valid unless otherwise defined by any other
relevant sources:
Compressed air quality for Compressed air for soot blowing must meet at least the following quality
soot blowing requirements according to ISO 8573-1:2010.
▪ Purity regarding solid particles Quality class 3
2016-10-27 - de
Compressed air quality for Compressed air for atomisation of the reducing agent must fulfil at least the
General
D010.000.023-21-0001 EN 1 (2)
010.000.023-21 MAN Diesel & Turbo
Clogging of catalysts
To prevent clogging of catalysts and catalyst lifetime shortening, the
compressed air specification must always be observed.
2016-10-27 - de
engines)
General
2 (2) D010.000.023-21-0001 EN
MAN Diesel & Turbo
3700145-5.1
Page 1 (2) Compressed air system B 14 00 0
L21/31S, L21/31
Compressed air system
Figure 44: Diagram for compressed air system (for guidance only, please see the plant specific engine diagram)
General
Air supply! The compressed air system on the engine consists
of a starting system, starting control system and
safety system. Further, the system supplies air to
the jet system and the stop cylinders on each fuel
injection pump.
The compressed air is supplied from the starting air
Air supply must not be interrupted when engine receivers. Max. inlet pressure at starter unit is 8 bar
is running to the engine.
To avoid dirt particles in the internal system, a
strainer is mounted in the inlet line to the engine.
Pipe description
Pipe description Starting system
K1 Compressed air inlet DN 40 The engine is started by means of a built-on air
starter, safety clutch and drive shaft with pinion.
Table 19: Flange connections are standard according to DIN Further, there is a main starting valve.
2501
L21/31S, L21/31
Control system
The air starter is activated electrically with a pneu-
matic 3/2-way solenoid valve. The valve can be
activated manually from the starting box on the
engine, and it can be arranged for remote control,
manual or automatic.
For remote activation the starting coil is connected
so that every starting signal to the starting coil goes
through the safe start function which is connected
to the basemodule mounted on the engine.
Further, the starting valve also acts as an emer-
gency starting valve which makes it possible to acti-
vate the air starter manually in case of power failure.
Safety system
Air supply must not be interrupted when the
engine is running.
As standard the engine is equipped with a pneu-
matic/mechanical stop cylinder, which starts to
operate if the safety system is activated. The sys-
tem is activated electrically. One stop cylinder for
each cylinder is intergrated in each fuel injection
pump.
Optionals
Besides the standard components, the following
standard optional can be built-on:
▪ Main valve, inlet engine.
Installation
In order to protect the engine's starting and control
equipment against condensation water, the follow-
ing should be observed:
▪ The air receiver(s) should always be installed
with good drainage facilities. Receiver(s)
arranged in horizontal position must be installed
with a slope downwards of min. 3°-5°.
▪ Pipes and components should always be trea-
ted with rust inhibitors.
2015.11.27 - NG
MAN Diesel & Turbo
B 15 Combustion air
system B 15 Combustion air system
Page 1 (1)
2018-01-08 - en
MAN Diesel & Turbo
3700047-3.1
Page 1 (2) Combustion air system B 15 00 0
L21/31
General
2011.09.26 - Tier II
MAN Diesel & Turbo
3700047-3.1
B 15 00 0 Combustion air system Page 2 (2)
L21/31
Lambda controller
The purpose of the lambda controller is to prevent
injection of more fuel in the combustion chamber
than can be burned during a momentary load in-
crease. This is carried out by controlling the relation
between the fuel index and the charge air pressure.
The lambda controller has the following advantages:
▪ Reduction of visible smoke in case of sudden
momentary load increases.
▪ Improved load ability.
▪ Less fouling of the engine's exhaust gas ways.
▪ Limitation of fuel oil index during starting proce-
dure.
The above states that the working conditions are
improved under difficult circumstances and that the
maintenance costs for an engine, working with
many and major load changes, will be reduced.
Data
For charge air heat dissipation and exhaust gas
data, see D 10 05 0 "List of Capacities".
Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data
and Set Points".
2011.09.26 - Tier II
MAN Diesel & Turbo 010.000.023-17
Requirements
Liquid fuel engines: As minimum, inlet air (combustion air) must be cleaned
by a G3 class filter as per EN779, if the combustion air is drawn in from
inside (e.g. from the machine room/engine room). If the combustion air is
drawn in from outside, in the environment with a risk of higher inlet air con-
tamination (e.g. due to sand storms, due to loading and unloading grain
cargo vessels or in the surroundings of cement plants), additional measures
must be taken. This includes the use of pre-separators, pulse filter systems
and a higher grade of filter efficiency class at least up to M5 according to EN
779.
Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned by a G3 class filter as per EN779, if the combustion air is
drawn in from inside (e.g. from machine room/engine room). Gas engines or
dual-fuel engines must be equipped with a dry filter. Oil bath filters are not
D010.000.023-17-0001 EN 1 (2)
010.000.023-17 MAN Diesel & Turbo
2017-01-10 - de
engines)
General
2 (2) D010.000.023-17-0001 EN
MAN Diesel & Turbo
1699110-4.1
Page 1 (1) Engine room ventilation and combustion air B 15 00 0
Ventilator capacity
The capacity of the air ventilators must be large
enough to cover:
▪ The combustion air requirements of all consum-
ers.
▪ The air required for carrying off the heat emis-
sion.
See "List of Capacities" section D 10 05 0 for infor-
mation about required combustion air quantity and
heat emission.
For minimum requirements concerning engine room
ventilation see applicable standards such as ISO
8861.
2015.07.30
MAN Diesel & Turbo
1639499-6.0
Page 1 (1) Water washing of turbocharger - compressor B 15 05 1
2016.01.05
MAN Diesel & Turbo
B 16 Exhaust gas
system B 16 Exhaust gas system
Page 1 (1)
2018-01-08 - en
MAN Diesel & Turbo
1655213-2.6
Page 1 (4) Exhaust gas system B 16 00 0
2015.01.14
MAN Diesel & Turbo
1655213-2.6
B 16 00 0 Exhaust gas system Page 2 (4)
Expansion bellows
The expansion bellows, which is supplied sepa-
rately, must be mounted directly on the exhaust gas
outlet, see also E 16 01 1-2.
Exhaust silencer
The position of the silencer in the exhaust gas pip-
ing is not decisive for the silencing effect. It would
be useful, however, to fit the silencer as high as
possible to reduce fouling. The necessary silencing
depends on the loudness of the exhaust sound and
the discharge from the gas outlet to the bridge
wing.
The exhaust silencer, see E 16 04 2-3-5-6, is sup-
plied loose with counterflange, gaskets and bolts.
2015.01.14
MAN Diesel & Turbo
1655213-2.6
Page 3 (4) Exhaust gas system B 16 00 0
2015.01.14
MAN Diesel & Turbo
1655213-2.6
B 16 00 0 Exhaust gas system Page 4 (4)
Operating pressure Δpexh, range with increase of fuel consumption 30 ... 60 mbar
Operating pressure Δpexh, where a customized engine matching is needed > 60 mbar
Operating pressure Δpintake, range with increase of fuel consumption –20 ... –40 mbar
Operating pressure Δpintake, where a customized engine matching is needed < –40 mbar
Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure before
turbocharger
Operating pressure Δpexh + Abs(Δpintake), standard 0 ... 50 mbar
Operating pressure Δpexh + Abs(Δpintake), range with increase of fuel consumption 50 ... 100 mbar
Operating pressure Δpexh + Abs(Δpintake), where a customized engine matching is needed > 100 mbar
Table 23: Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure before turbocharger
▪ At the same time the pressure drop Δpintake in
Maximum exhaust gas pressure drop – Layout the intake air path must be kept below stated
▪ Shipyard and supplier of equipment in exhaust standard operating pressure at all operating
gas line have to ensure that pressure drop Δpexh conditions and including aging over lifetime.
over entire exhaust gas piping incl. pipe work,
scrubber, boiler, silencer, etc. must stay below
stated standard operating pressure at all oper-
ating conditions.
▪ It is recommended to consider an additional
10 mbar for consideration of aging and possible
fouling/staining of the components over lifetime.
▪ Possible counter measures could be a proper
dimensioning of the entire flow path including all
installed components or even the installation of
an exhaust gas blower if necessary.
2015.01.14
MAN Diesel & Turbo
1624460-4.2
Page 1 (2) Pressure droop in exhaust gas system B 16 00 0
Figure 48: Nomogram for pressure drop in exhaust gas piping system.
2015.11.27
MAN Diesel & Turbo
1624460-4.2
B 16 00 0 Pressure droop in exhaust gas system Page 2 (2)
The exhaust system is correctly designed since the permissible total resistance of 30 mbar is not exceeded.
* This formula is only valid between -20° to 60°C.
Density of air Example
Density of air can be determined by following At ambient air conditions 20°C and pressure 0.98
empiric, formula*: bar, the density is:
2015.11.27
MAN Diesel & Turbo
3700546-9.0
Page 1 (3) Equipment to optimize performance B1600 0
SCR technology
MAN Diesel & Turbo decided to develop it's own SCR technology to be able
to optimise the emissions technology and the engine performance in addition
with the MAN Diesel & Turbo own SCR control programme to the utmost
customer benefit.
Common SCR systems require constantly high exhaust gas temperatures.
The MAN Diesel & Turbo SCR system however is an integrated system
(engine + SCR) that is automatically adjusting the exhaust gas temperature in
an optimal way to ensure ideal operation of both engine and SCR. For exam-
ple, the engine is operating at optimum condition, however the system is
registering an increasing backpressure over the SCR reactor. To resolve this,
the regeneration feature of the integrated SCR system is activated and the
wastegate engaged to increase exhaust gas temperature. After a short time,
the SCR system is regenerated and the engine can continue operation in the
design point area. Thus the SCR assures ideal engine operation by regener-
ating the SCR system whenever necessary to achieve minimum fuel oil con-
sumption. Nevertheless, the SCR system complies with the IMO Tier III regu-
lations on NOX emissions at any time.
Description
3700467-8.1
1 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
B 16 00 0 MAN Diesel & Turbo
SCR (Selective Catalytic Reduction)
Certification of engine
Description
3700467-8.1
2 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
MAN Diesel & Turbo B 16 00 0
System overview The MAN Diesel & Turbo SCR system is available in different sizes to cover
the whole medium speed engine portfolio. The SCR system consists of the
reactor, the mixing unit, the urea supply system, the pump module, the dos-
ing unit, the control unit and the soot-blowing system.
After initial start-up of the engine, the SCR system operates continuously in
automatic mode. The amount of urea injection into the SCR system depends
on the operating conditions of the engine. Since the control unit of the SCR
system is connected to the engine control system all engine related informa-
tions are continuously and currently available. This is one of the important
benefits of the MAN Diesel & Turbo SCR system.
2016-04-12 - en
The urea is sprayed into the mixing unit which is part of the exhaust gas
duct. Entering the reactor the reducing agent starts to react with NOx coming
Description
3700467-8.1
from the combustion. The amount of reducing agent is controlled by the dos-
ing unit, which is supported by a pump connected to an urea tank. It further-
more regulates the compressed air flow for the injector.
Each reactor is equipped with a soot blowing system to prevent blocking of
the SCR catalyst by ashes and soot.
3 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
B 16 00 0 MAN Diesel & Turbo
SCR (Selective Catalytic Reduction)
Scope of supply ▪ Engine in standard configuration according stated emission level (see
above).
▪ Engine attached equipment for control of the temperature after turbine.
▪ Engine SaCoS software including functions for control of temperature
after turbine and for optimising engine + SCR performance.
▪ IMO Tier III Certificate.
▪ MAN Diesel & Turbo will act as "Applicant" within the meaning of the
IMO.
Enhanced operation
The MAN Diesel & Turbo SCR system assures ideal engine operation, regen-
erating the SCR system whenever necessary to account for a minimum fuel
oil consumption while complying with IMO Tier III emission limits at all times.
Dependent on the ambient conditions it may be needed to adapt the engine
load during the regeneration phase.
2016-04-12 - en
Description
3700467-8.1
4 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
MAN Diesel & Turbo B 16 00 0
Boundary conditions for SCR Please consider following boundary conditions for the SCR operation:
Performance coverage for ▪ Performance guarantee for engine plus SCR within defined in section
SCR system Boundary conditions for SCR operation.
2016-04-12 - en
▪ Guarantee for engine plus SCR for marine applications to meet IMO Tier
Description
for SCR operation (details will be handled within the relevant contracts).
5 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
B 16 00 0 MAN Diesel & Turbo
Please be aware
SCR (Selective Catalytic Reduction)
All statements in this document refer to MAN Diesel & Turbo SCR
systems only.
MAN Diesel & Turbo can only deliver an IMO Tier III certificate and act
as “Applicant” (within the meaning of the IMO) if the engine plus SCR
system is supplied by MAN Diesel & Turbo.
If the engine is supplied without MAN Diesel & Turbo SCR system, only
a standard warranty for a single engine will be given. No guarantee
regarding minimum exhaust gas temperature after turbine or emissions
after third party SCR or suitability of the engine in conjunction with a
third party SCR system can be given.
If the engine is supplied without MAN Diesel & Turbo SCR system, no
optimisation function within SaCoS can be applied and as maximum
exhaust gas temperature after turbine only will be possible:
▪320 °C (25 % load – 100 % load).
2016-04-12 - en
Description
3700467-8.1
6 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
MAN Diesel & Turbo B 16 00 0
SCR reactor
No. kW mm mm mm mm kg min. mm
Description
3700467-8.1
7 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
B 16 00 0 MAN Diesel & Turbo
cab. imately (Total length) (Without insu- (Without insu- (With anchor- structurally1)
lation) lation) age)
No. kW mm mm mm mm kg min. mm
5 3,651 – 4,900 3,200 2,000 2,000 2,680 5,050 750
6 4,901 – 6,000 3,400 2,350 2,350 2,930 6,550 750
7 6,001 – 7,800 3,600 2,900 2,350 2,930 8,000 750
8 7,801 – 9,000 3,600 2,900 2,900 3,430 9,600 750
9 9,001 – 12,000 3,900 3,400 2,900 3,430 11,450 750
10 12,001 – 13,700 3,900 3,400 3,400 4,030 13,300 750
11 13,701 – 15,000 4,100 3,950 3,400 4,030 15,300 750
12 15,001 – 17,000 4,100 3,950 3,950 4,630 17,450 750
13 17,001 – 20,000 4,300 4,450 3,950 4,630 19,700 750
14 20,001 – 21,600 4,300 4,450 4,450 5,130 21,950 750
DRW 11686100042 D-001
1)
See section .
Table 1: SCR reactor
8 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
MAN Diesel & Turbo B 16 00 0
Dosing unit
Dosing unit Height Width Depth Weight
No. mm mm mm kg
1 800 800 300 80
Table 3: Dosing unit
Pump module
Pump module Height Width Depth Weight
No. mm mm mm kg
1 1,300 700 300 120
Table 5: Pump module
No. mm mm mm kg
1 1,050 1,500 500 250
Table 6: Compressed air reservoir module
9 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
B 16 00 0 MAN Diesel & Turbo
SCR (Selective Catalytic Reduction)
Waste gate
Temperature after turbine The waste gate is used to by-pass the turbine of the turbocharger with a part
control by continuously of the exhaust gas. This leads to a charge air pressure reduction and the
adjustable waste gate (see temperature after turbine is increased.
flap 7 in figure 4) For plants with an SCR catalyst, waste gate is necessary in order to ensure
proper performance of SCR.
In case the temperature before SCR falls below the set minimum exhaust
gas temperature value, the waste gate is opened gradually in order to blow-
off exhaust gas before the turbine until the exhaust gas temperature before
the SCR catalyst has reached the required level.
2016-04-12 - en
Description
3700467-8.1
10 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
MAN Diesel & Turbo B 16 00 0
The overall SCR system is designed for one of the two possible urea
solution qualities (32.5 % AdBlue® or 40 % concentration) as listed in
the tables below. This must be taken into account when ordering. The
mixture of the both different solutions is not permissible!
Density at 20 °C [g/cm ]
3
1.087-1.093 DIN EN ISO 12185
Description
11 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
B 16 00 0 MAN Diesel & Turbo
[%]
31.8 - 33.2
Insolubles [mg/kg] max. 20 ISO 22241-2 Annex G
Phosphorus (as PO4) max. 0.5 ISO 22241-2 Annex H
[mg/kg]
Calcium [mg/kg] max. 0.5 ISO 22241-2 Annex I
Iron [mg/kg] max. 0.5 ISO 22241-2 Annex I
Magnesium [mg/kg] max. 0.5 ISO 22241-2 Annex I
Sodium [mg/kg] max. 0.5 ISO 22241-2 Annex I
Potassium [mg/kg] max. 0.5 ISO 22241-2 Annex I
Copper [mg/kg] max. 0.2 ISO 22241-2 Annex I
Zinc [mg/kg] max. 0.2 ISO 22241-2 Annex I
Chromium [mg/kg] max. 0.2 ISO 22241-2 Annex I
Table 8: Urea 32.5 % solution specification
2016-04-12 - en
Description
3700467-8.1
12 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
MAN Diesel & Turbo B 16 00 0
SCR system
General The SCR system uses aqueous urea solution and a catalyst material to trans-
form the pollutant nitrogen oxides into harmless nitrogen and water vapor.
The main components of the SCR system are described in the following sec-
tion.
For further information read section "SCR - Special notes".
As-delivered conditions and All components will be delivered and packaged in a seaworthy way (with dry
packaging agent, wooden boxing, shrink wrapped). Black carbon steel components will
be coated with an anti-corrosive painting. Stainless steel components will not
be coated.
The original packaging should not be removed until the date of installation.
The physical integrity of the packaging must be checked at the date of deliv-
ery.
Transportation and handling Compressed air reservoir module (MOD-085)
Transport of the compressed air reservoir module can be organised by
crane, via installed metal eyelets on the top side or fork‐lifter.
The metal eyelets are designed to carry only the segments of the
mixing unit, further weights are not allowed (e.g. complete welded
mixing pipe).
Transport of the reactor can be organised by crane, via installed metal eye-
Description
13 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
B 16 00 0 MAN Diesel & Turbo
Storage Compressed air reservoir module (MOD‐085), urea pump module (MOD‐
SCR (Selective Catalytic Reduction)
084), dosing unit (MOD‐082), SCR control unit and sensor elements have to
be stored in dry and weather‐resistant conditions.
Catalyst elements shall be handled free from shocks and vibrations. Further-
more, catalyst elements have to be stored in dry and weather‐resistant con-
ditions. Keep oils or chemicals away from catalyst elements. Seaworthy
packaging is only a temporary protection.
Components and assemblies Catalyst elements
of the SCR system The catalyst elements are placed in metallic frames, so called modules. Due
to the honeycomb structure of the catalyst elements, the catalytic surface is
increased. The active component Vanadium pentoxide (V2O5) in the surface
supports the reduction of NOx to harmless nitrogen.
The effectivity of the catalytic material decreases over time because of poi-
soning via fuel oil components or thermal impact. The durability depends on
the fuel type and conditions of operation.
The status of catalyst deactivation is monitored continuously and the amount
of urea injected is adapted according to the current status of the catalyst.
loss of 2 bar. One urea pump module can supply up to four SCR systems.
Description
3700467-8.1
14 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
MAN Diesel & Turbo B 16 00 0
Description
3700467-8.1
15 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
B 16 00 0 MAN Diesel & Turbo
SCR (Selective Catalytic Reduction)
2016-04-12 - en
Description
3700467-8.1
16 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
MAN Diesel & Turbo B 16 00 0
by catalyst poisons derived from this material. In this case, exchanging the
catalyst modules may be necessary.
Description
3700467-8.1
Urea tank Store this material in cool, dry, well-ventilated areas. Do not store at temper-
atures below 10 °C and above 55 °C. The storage capacity of the urea tank
should be designed depending on ship load profile and bunker cycle.
17 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
B 16 00 0 MAN Diesel & Turbo
The urea supply line should be provided with a strainer and a non-return
SCR (Selective Catalytic Reduction)
valve in order to assure a correct performance for the suction of the urea
pump, which is installed downstream the tank. A level switch with the possi-
bility to read out the signal will protect the pump of a dry run. A return line
from the urea pump module over a pressure relief valve is entering the tank.
Urea solution quality Use of good quality urea is essential for the operation of an SCR catalyst.
Using urea not complying with the specification below e.g. agricultural urea,
can either cause direct operational problems or long term problems like
deactivation of the catalyst. For quality requirements, see section Specifica-
tion of urea solution.
Insulation The quality of the insulation has to be in accordance with the safety require-
ments. All insulations for service and maintenance spaces have to be dis-
mountable. The delivered modules have no fixations, if fixations are neces-
sary take care about the permissible material combination. Regarding max.
permissible thermal loss see section Boundary conditions for SCR operation.
Water trap Water entry into the reactor housing must be avoided, as this can cause
damage and clogging of the catalyst. Therefore a water trap has to be instal-
led, if the exhaust pipe downstream of the SCR reactor is facing upwards.
2016-04-12 - en
Description
3700467-8.1
18 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
MAN Diesel & Turbo B 16 00 0
General details for Tier III MAN Diesel & Turbo recommends that the SCR reactor housing should be
SCR system duct mounted before all other components (e.g. boiler, silencer) in the exhaust
2016-04-12 - en
arrangement duct, coming from the engine side. A painting on the inside wall of the
exhaust duct in front of the the SCR system is not allowed.
Description
3700467-8.1
All of the spaces/openings for cleaning and maintenance on the entire unit,
including air reservoir module, dosing unit and reactor housing with soot-
blowers must be accessible.
19 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
B 16 00 0 MAN Diesel & Turbo
for the maintenance personal and/or for the temporary storage of the catalyst
honeycombs has to be foreseen (see section SCR System).
Catalyst elements could reach a weight of 25 kg, the reactor openings could
reach a total weight of about 70 kg, MAN Diesel & Turbo strongly recom-
mends a lifting capability above the reactors.
A very important point is the transportation way and storage space of the
catalyst honeycombs within the funnel for supply of the SCR reactor during
maintenance or catalyst refreshment, one reactor could contain more than
100 elements.
To avoid time-consuming or implementation of a scaffolding, MAN Diesel &
Turbo strongly recommends at minimum a lifting device in the funnel or any
kind of material elevator. A porthole from outside rooms on level with the
reactor housing is also a possibility, as far as those rooms could be supplied
with the catalyst honeycombs.
2016-04-12 - en
Description
3700467-8.1
20 (20)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L27/38; L27/38S;
L28/32H; L28/32S; V28/32S EN
MAN Diesel & Turbo
3700152-6.2
Page 1 (4) Exhaust gas velocity B 16 01 0
Flow area
DN D1 D2 T A
Nominal diameter mm mm mm 10-3 m2
300 323.9 309.7 7.1 75.331
350 355.6 339.6 8.0 90.579
400 406.4 388.8 8.8 118.725
450 457.0 437.0 10.0 149.987
500 508.0 486.0 11.0 185.508
550 559.0 534.0 12.5 223.961
600 610.0 585.0 12.5 268.783
650 660.0 650.0 5.0 331.830
2017.01.24
MAN Diesel & Turbo
3700418-8.1
B 16 01 3 Cleaning the turbocharger in service - turbine side Page 2 (6)
2017.01.24
MAN Diesel & Turbo
3700418-8.1
Page 3 (6) Cleaning the turbocharger in service - turbine side B 16 01 3
2017.01.24
MAN Diesel & Turbo
3700418-8.1
B 16 01 3 Cleaning the turbocharger in service - turbine side Page 4 (6)
2017.01.24
MAN Diesel & Turbo
3700418-8.1
Page 5 (6) Cleaning the turbocharger in service - turbine side B 16 01 3
2017.01.24
MAN Diesel & Turbo
3700418-8.1
B 16 01 3 Cleaning the turbocharger in service - turbine side Page 6 (6)
Figure 51: .
2017.01.24
MAN Diesel & Turbo
3700048-5.0
Page 1 (1) Position of gas outlet on turbocharger B 16 02 0
L21/31S, L21/31
Dimensions
Dimensions
Engine type A B C
5-7L21/31 792 740 2182.5
2015.11.27 - Tier II
MAN Diesel & Turbo
B 17 Speed control
system B 17 Speed control system
Page 1 (1)
2018-01-08 - en
MAN Diesel & Turbo
1655204-8.8
Page 1 (1) Starting of engine B 17 00 0
2015.12.15
MAN Diesel & Turbo
3700383-8.2
Page 1 (6) Power Management - Alternator protection B 17 00 0
2015.11.17
MAN Diesel & Turbo
3700383-8.2
B 17 00 0 Power Management - Alternator protection Page 2 (6)
2015.11.17
MAN Diesel & Turbo
3700383-8.2
Page 3 (6) Power Management - Alternator protection B 17 00 0
2015.11.17
MAN Diesel & Turbo
3700383-8.2
B 17 00 0 Power Management - Alternator protection Page 4 (6)
2015.11.17
MAN Diesel & Turbo
3700383-8.2
Page 5 (6) Power Management - Alternator protection B 17 00 0
2015.11.17
MAN Diesel & Turbo
3700383-8.2
B 17 00 0 Power Management - Alternator protection Page 6 (6)
2015.11.17
MAN Diesel & Turbo
3700225-8.0
Page 1 (1) Load curves for diesel electric propulsion B 17 00 0
Figure 52: .
When using the GenSet as diesel electric propulsion Windmilling protection
the curves in fig. 1 is to be followed.
If no loaded engines (fuel admission at zero) are
During Diesel Electrical Propulsion normally the being driven by the propeller, this is called "windmil-
Generators are running in isochronous load sharing ling". The permissible period for windmilling is short,
to improve load sharing during high load transients. as windmilling may result in opening circuit breaker
A proper load curve is to be set in the propulsion due to reverse power. The vessels total hotel con-
system to get as smooth load sharing and engine sumption might very well be lower that the reverse
performance as possible. power set point for the connected GenSets.
Isochronous load sharing is done on two possible Please be aware that fuel admission below “0” can-
ways. not be controlled by the governors or load sharing
device.
1. Using the standard system where the engine
control system is working as speed governor.
For load sharing a load sharing devise is used
for fast and proper load sharing.
2. An external speed governor is used for speed
control and proper load control.
Both systems requires additional interface to the
power management system and the main switch-
board.
2013.03.26
MAN Diesel & Turbo
1689459-9.0
Page 1 (2) Engine operation under arctic conditions B 17 00 0
2015.11.27
MAN Diesel & Turbo
1689459-9.0
B 17 00 0 Engine operation under arctic conditions Page 2 (2)
2015.11.27
MAN Diesel & Turbo
1689484-9.0
Page 1 (1) Actuators B 17 01 2
Actuator signal
Actuator input signal
Regulateurs Europa, 0-1 A nominal operating
type 2800 range
Woodward, 4-20mA nominal operating
type UG25+ range
Droop
Droop is adjustable in SaCoSone.
2015.11.27 - SaCoSone
MAN Diesel & Turbo
B 19 Safety and
control system B 19 Safety and control system
Page 1 (1)
2018-01-08 - en
MAN Diesel & Turbo B 19 00 0
inlet engine
3700060-3.10
Description
SaCoSone 1 (5)
L21/31S; L21/31 EN
B 19 00 0 MAN Diesel & Turbo
Description Normal value at full Acc. Alarm set point Delay Auto stop of engine
Operation data and set points
Alternator
Cooling water leakage LAH LAH 98 switch 3
98
Winding temperature °C TI 98 100 TAH 98 130 3
Miscellaneous
Start failure sec < 10 SX 83 switch 10
(G)
2017-10-11 - en
(F)
Description
2 (5) SaCoSone
L21/31S; L21/31 EN
MAN Diesel & Turbo B 19 00 0
Description Normal value at full Acc. Alarm set point Delay Auto stop of engine
If applicant:
LAH 92 High oil mist level
TAH 58 Splash oil temperature - high
TDAH 58 Splash oil temperature deviation alarm - high
TAH 29 Main bearing temperature - high
By soft shut down the ships power management system must start the next
standby engine and transfer the load to this, following the engine with alarm
is shutting down.
The read outs of lubricating oil pressure has an offset adjustment because of
3700060-3.10
the transmitter placement. This has to be taken into account in case of test
Description
SaCoSone 3 (5)
L21/31S; L21/31 EN
B 19 00 0 MAN Diesel & Turbo
F. Start interlock
The following signals are used for start interlock/blocking:
1. Turning must not be engaged
2. Engine must not be running
3. "Remote" must be activated
4. No shutdowns must be activated.
5. The prelub. oil pressure must be OK, 20 min. after stop.
6. "Stop" signal must not be activated
G. Start failure
If remote start is activated and the engine is in blocking or local mode or
turning is engaged the alarm time delay is 2 sec.
Start failure will be activated if revolutions are below 50 rpm within 5 sec.
from start or revolutions are below 210 rpm 10 sec. from start.
Start failure alarm will automatically be released after 30 sec. of activation.
H. Alarm hysterese
On all alarm points (except prelub. oil pressure) a hysterese of 0.5% of full
scale are present. On prelub. oil pressure alarm the hysterese is 0.2%.
4 (5) SaCoSone
L21/31S; L21/31 EN
MAN Diesel & Turbo B 19 00 0
L. Turbocharger speed
Normal value at full load of the turbocharger is dependent on engine type
(cyl. no) and engine rpm. The value given is just a guide line. Actual values
can be found in the acceptance test protocol or name plate on turbocharger.
M. Crankcase protection
For engines above 2250 kW or bore > 300 mm, crankcase protection is
standard for marine application. The system is optional for smaller engines.
This will be done by an oil mist detector (LAH/LSH 92) as standard or with a
splash oil/crankcase protection system (TAH/TSH/TDAH/TDSH 58 + TAH/
TSH 29) as option.
3700060-3.10
Description
SaCoSone 5 (5)
L21/31S; L21/31 EN
ENGINE AUTOMATION
Revision 1.5
System description
SaCoSone GENSET GS
Revision History
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System description
SaCoSone GENSET GS
Table of Contents
1 General information .................................................................................................... 4
1.1 Control Unit ................................................................................................................... 4
1.2 Connection Box ............................................................................................................. 5
1.3 System bus .................................................................................................................... 6
1.4 Technical data ............................................................................................................... 7
2 System description ..................................................................................................... 7
2.1 Safety system ................................................................................................................ 8
2.2 Alarm/monitoring system ............................................................................................. 9
2.3 Speed Control System .................................................................................................. 9
3 Interfaces to external systems ................................................................................. 11
3.1 Overview ...................................................................................................................... 11
3.2 Data Machinery Interface ............................................................................................ 12
3.3 Generator Control ....................................................................................................... 12
3.4 Power Management ..................................................................................................... 12
3.5 Remote control ............................................................................................................ 12
3.6 Ethernet interface ........................................................................................................ 12
3.7 Serial interface............................................................................................................. 12
3.8 Power supply ............................................................................................................... 12
3.9 Crankcase Monitoring Unit (optional) ........................................................................ 13
SaCoSone.GENSET_System description_m_en_V1.5.docx
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Released:
System description
SaCoSone GENSET GS
1 General information
This document is valid for the following engine types:
L16/24
L21/31
L27/38
The monitoring and safety system SaCoSone GENSET serves for complete engine operation,
control, monitoring and safety of GenSets. All sensors and operating devices are wired to the
engine-attached units.
The SaCoSone design is based on high reliable and approved components as well as modules
specially designed for installation on medium speed engines. The used components are
harmonised to a homogenously system. The whole system is attached to the engine cushioned
against vibration.
SaCoSone.GENSET_System description_m_en_V1.5.docx
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System description
SaCoSone GENSET GS
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System description
SaCoSone GENSET GS
Sensors Sensors
at engine at engine
Control Unit
Connection Box
Control Module
to generator
to ship
alarm system
to ship
Display Module alarm system terminal block
el.-hydraulic
actuator
SaCoSone.GENSET_System description_m_en_V1.5.docx
display
display
operation module Ethernet system
safety system configuration
safety system
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System description
SaCoSone GENSET GS
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System description
SaCoSone GENSET GS
2 System description
2.1 Safety system
Safety functions
The safety system monitors all operating data of the engine and initiates the required actions,
i.e. engine shut-down, in case the limit values are exceeded. The safety system is integrated
the Display Module.
The safety system directly actuates the emergency shut-down device and the stop facility of
the speed governor.
Auto shutdown
Auto shutdown is an engine shutdown initiated by any automatic supervision of engine internal
parameters.
Emergency stop
Emergency stop is an engine shutdown initiated by an operator manual action like pressing an
emergency stop button. An emergency stop button is placed at the Control Unit on engine. For
connection of an external emergency stop button there is one input channel at the Connection
Box.
Engine shutdown
If an engine shutdown is triggered by the safety system, the emergency stop signal has an
immediate effect on the emergency shut-down device and the speed control. At the same time
the emergency stop is triggered, SaCoSone issues a signal resulting in the generator switch to
be opened.
SaCoSone.GENSET_System description_m_en_V1.5.docx
Shutdown criteria
Engine overspeed
Failure of both engine speed sensors
Lube oil pressure at engine inlet low
HT cooling water temperature outlet too high
High bearing temperature/deviation from Crankcase Monitoring System. (optional)
High oilmist concentration in crankcase. (optional)
Remote Shutdown. (optional)
o Differential protection (optional)
o Earth connector closed (optional)
o Gas leakage (optional)
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System description
SaCoSone GENSET GS
Self-monitoring
SaCoSone carries out independent self-monitoring functions. Thus, for example the connected
sensors are checked constantly for function and wire break. In case of a fault SaCoSone reports
the occurred malfunctions in single system components via system alarms.
Control
SaCoSone controls all engine-internal functions as well as external components, for example:
Start/stop sequences:
Local and remote start/stop sequence for the GenSet.
Activation of start device. Control (auto start/stop signal) regarding prelubrication oil
pump.
Monitoring and control of the acceleration period.
Jet system:
For air fuel ratio control purposes, compressed air is lead to the turbocharger at start
and at load steps.
Engine overspeed
Low lub. oil pressure inlet engine
High cooling water temperature outlet engine
Speed adjustment
Local, manual speed setting is possible at the Control Unit with a turn switch.
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System description
SaCoSone GENSET GS
Remote speed setting is either possible via 4-20mA signal or by using hardwired lower/raise
commands.
Droop
Adjustable by parameterisation tool from 0-5% droop.
Load distribution
By droop setting.
Engine stop
Engine stop can be initiated local at the display module and remote via a hardware channel or
the bus interface.
SaCoSone.GENSET_System description_m_en_V1.5.docx
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System description
SaCoSone GENSET GS
TC Speed TC Speed
Emergency Emergency
SaCoSone.GENSET_System description_m_en_V1.5.docx
* = option
** = only 32/40
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System description
SaCoSone GENSET GS
For a detailed description of these protocols see the document “SaCoSone GENSET,
Communication from the GenSet”.
The Ethernet interface at the Display Module can be used for the connection of SaCoSone
EXPERT.
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System description
SaCoSone GENSET GS
main emergency
switchboard switchboard
AC 24VDC AC
Yard supply
DC DC
24VDC uninterruptible
power supply
10 A
16 A
MAN supply
Control Module
Display Module
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MAN Diesel & Turbo
SaCoSone GENSET
SaCoSone GENSET
Communication from GenSet
Revision history
Revision history
ESPP
ESPP
ESPP
EESPD
Table of Contents
Table of Contents
1 Data Bus Interface (Machinery Alarm System) ................................................................ 1
2 Modbus RTU protocol ......................................................................................................... 2
2.1 Settings ..................................................................................................................................... 2
2.2 Function Codes ......................................................................................................................... 2
2.3 Message Frame Separation ....................................................................................................... 3
2.4 Provided Data ........................................................................................................................... 3
2.4.1 Contents of List of Signals ......................................................................................................... 3
2.4.2 Live Bit ...................................................................................................................................... 3
The Modbus RTU protocol is the standard protocol used for the communica-
tion from the GenSet. For the integration in older automation system, Mod-
bus ASCII is also available. Modbus TCP is only available for the connection
of CoCoS-EDS via Gateway Module.
1
MAN Diesel & Turbo
Important
For serial Modbus communication the following hardware require-
ments must be observed:
Control Module S: Modbus RTU and Modbus ASCII possible
Gateway Module: only Modbus RTU available
2.1 Settings
The communication parameters are set as follows:
Modbus Slave SaCoS
Modbus Master Machinery alarm system
Slave ID (default) 1
Data rate (default) 57600 baud
Data rate 4800 baud
(optionally available) 9600 baud
19200 baud
38400 baud
115200 baud
Data bits 8
Stop bits 1
Parity None
SaCoSone.GENSET_Communication_m_en_1.7
2
MAN Diesel & Turbo
For detailed information about the transferred data, please refer to the ”list of
signals“ of the engine’s documentation set. This list contains the following in-
formation:
Field Description
Address The address (e.g.: MW15488) is the software address used in the
Control Module Small.
HEX The hexadecimal value (e.g.: 3C80) of the software address that has
to be used by the Modbus master when collecting the specific data.
Bit Information of alarms, reduce load, shutdown, etc. are available as
single bits. Bits in each register are counted 0 to 15.
Meas. Point The dedicated denomination of the measuring point or limit value as
SaCoSone.GENSET_Communication_m_en_1.7
3
MAN Diesel & Turbo
3.1 General
The communication setup is: 9600 baud, 8 databits, 1 stopbit, no parity.
The Modbus protocol accepts one command (Function Code 03) for reading
analogue and digital input values one at a time, or as a block of up to 32 in-
puts.
The following chapter describes the commands in the Modbus protocol,
which are implemented, and how they work.
In response to the message frame, the slave (CMS) must answer with ap-
propriate data. If this is not possible, a package with the most important bit
in FCT set to 1 will be returned, followed by an exception code, where the
following is supported:
– 01: Illegal function
– 02: Illegal data address
– 03: Illegal data value
– 06: BUSY. Message rejected
4
MAN Diesel & Turbo
FCT = 03H: Read n words The master transmits an inquiry to the slave (CMS) to read a number (n) of
datawords from a given address. The slave (CMS) replies with the required
number (n) of datawords. To read a single register (n) must be set to 1. To
read block type register (n)
must be in the range 1...32.
Request (master):
[DATA] = [ADR][n]
[ADR]=Word stating the address in HEX.
[n]=Word stating the number of words to be read.
Answer (slave-CMS):
[DATA] = [bb][1. word][2. word]....[n. word]
[bb]=Byte, stating number of subsequent bytes.
[1. word]=1. dataword
[2. word]=2. dataword
[n. word]=No n. dataword
FCT = 10H: Write n words The master sends data to the slave (CMS/DM) starting from a particular ad-
dress. The slave (CMS/DM) returns the written number of bytes, plus echoes
the address.
Answer (slave-CMS/DM):
SaCoSone.GENSET_Communication_m_en_1.7
[DATA] = [ADR][bb*2]
Modbus ASCII protocol
5
MAN Diesel & Turbo
For this example we assume that the following alarms have been triggered:
Signal fault SS83 : Remote start,
Signal fault LAL28 : Lube oil level low,
Signal fault ZS97 : Remote switch,
Signal fault LAH92 : OMD alarm,
Signal fault TAH 29-27 : CCMON alarm,
Signal fault : Emergency generator mode,
Signal fault : Switch isochronous / droop mode
6
MAN Diesel & Turbo
In the next step these Hexadecimal values are interpreted as ASCII-signs (ex-
tract from ASCII table):
Hexadecimal ASCII
30 0
31 1
32 2
33 3
34 4
35 5
36 6
37 7
38 8
39 9
41 A
42 B
43 C
44 D
45 E
45 F
When the ship alarm system recalls MW113, it receives the following data
embedded in the Modbus message: 31 35 43 39
SaCoSone.GENSET_Communication_m_en_1.7
7
MAN Diesel & Turbo
Register addresses The new register addresses for the extended operating hour counter:
Low word: MW 130
High word: MW 131
The new register addresses for the extended overload hour counter:
Low word: MW 132
High word: MW 133
Data type The data type used at these registers is unsigned integer of size 16 bit.
To use the extended operating hour counter, connected systems must con-
catenate two Modbus register addresses in the following way:
MW 130 LW
MW 131 HW
Extended operating hour counters via MODBUS
MW 132 LW SaCoSone.GENSET_Communication_m_en_1.7
MW 133 HW
8
MAN Diesel & Turbo
5 Modbus list
The Modbus list is valid for Modbus ASCII and Modbus RTU. The list can be
found in the document “SaCoS-
one.GENSET_SignListMan_MP_EN_xx.xx.pdf” where “xx.xx” means the ac-
tual revision.
SaCoSone.GENSET_Communication_m_en_1.7
Modbus list
9
MAN Diesel & Turbo
3700054-4.0
Page 1 (5) Modbus list B 19 00 0
2015.11.27
MAN Diesel & Turbo
3700054-4.0
B 19 00 0 Modbus list Page 2 (5)
2015.11.27
MAN Diesel & Turbo
3700054-4.0
Page 3 (5) Modbus list B 19 00 0
2015.11.27
MAN Diesel & Turbo
3700054-4.0
B 19 00 0 Modbus list Page 4 (5)
2015.11.27
MAN Diesel & Turbo
3700054-4.0
Page 5 (5) Modbus list B 19 00 0
MW 126 7E 0 Load reduction request: VIT emergency mode error active=1 DM binary
1 Load reduction request overridden : VIT emerg. active=1 DM binary
mode error
MW 127 7F Start of spare
2015.11.27
MAN Diesel & Turbo
1699190-5.0
Page 1 (1) Oil mist detector B 19 22 1
Technical data
Power supply : 24 V DC +30% / -25%
Power consumption :1A
Operating temperature : 0°C....+70°C
2015.11.27
MAN Diesel & Turbo
3700290-3.0 Combined box with prelubricating oil pump, preheater
Page 1 (2) E 19 07 2
and el turning device
2013.04.19
MAN Diesel & Turbo
Combined box with prelubricating oil pump, preheater 3700290-3.0
E 19 07 2 Page 2 (2)
and el turning device
2013.04.19
MAN Diesel & Turbo
1631477-3.3
Page 1 (2) Prelubricating oil pump starting box E 19 11 0
2015.11.27
MAN Diesel & Turbo
1631477-3.3
E 19 11 0 Prelubricating oil pump starting box Page 2 (2)
2015.11.27
MAN Diesel & Turbo
B 20 Foundation
Page 1 (1) B 20 Foundation
2018-01-08 - en
MAN Diesel & Turbo
1687109-1.1 Recommendations concerning steel foundations for
Page 1 (2) B 20 01 0
resilient mounted GenSets
L21/31
Foundation recommendations
2013.01.29
MAN Diesel & Turbo
Recommendations concerning steel foundations for 1687109-1.1
B 20 01 0 Page 2 (2)
resilient mounted GenSets
L21/31
2013.01.29
MAN Diesel & Turbo
1687110-1.1
Page 1 (2) Resilient mounting of generating sets B 20 01 3
L21/31
Resilient Mounting of Generating Sets 2) The support can also be made by means of
two steel shims, at the top a loose steel shim
On resiliently mounted generating sets, the diesel of at least 75 mm and below a steel shim of at
engine and the alternator are placed on a common least 10 mm which are adjusted for each coni-
rigid base frame mounted on the ship's/machine cal mounting and then welded to the founda-
house's foundation by means of resilient supports, tion.
Conical type.
All connections from the generating set to the exter-
nal systems should be equipped with flexible con-
nections and pipes. Gangway etc. must not be wel-
ded to the external part of the installation.
Resilient Support
A resilient mounting of the generating set is made
with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. These conical mountings are bolted to
the top flange of the base frame (see fig 1).
The setting from unloaded to loaded condition is
normally between 5-11 mm for the conical mount-
ing.
The support of the individual conical mounting can
be made in one of the following three ways:
2010.08.15
MAN Diesel & Turbo
1687110-1.1
B 20 01 3 Resilient mounting of generating sets Page 2 (2)
L21/31
Irrespective of the method of support, the 75 mm
steel shim is necessary to facilitate a possible future
replacement of the conical mountings, which are
always replaced in pairs.
2010.08.15
MAN Diesel & Turbo
B 21 Test running
Page 1 (1) B 21 Test running
2018-01-08 - en
MAN Diesel & Turbo
1356501-5.11
Page 1 (4) Shop test programme for marine GenSets B 21 01 1
2016.03.16
MAN Diesel & Turbo
1356501-5.11
B 21 01 1 Shop test programme for marine GenSets Page 2 (4)
The operating values to be measured and recorded during the acceptance test have been specified in accord-
ance with ISO 3046-1:2002 and with the rules of the classification societies.
The operation values are to be confirmed by the customer or his representative and the person responsible for
the acceptance test by their signature on the test report. After the acceptance test components will be
checked so far it is possible without dismantling. Dismantling of components is carried out on the customer's
or his representative's request.
According to the diagram in Fig. 1 the maximum allowable load application steps are defined in the table
below. (24.4 bar mean effective pressure has been determined as a mean value for the listed engine types.)
Note: Our small bore GenSets has normally a better load responce than required by IACS and therefore a
standard load responce test where three load steps (3 x 33%) is applied will be demostrated at factory accept-
ance test.
Minimum requirements concerning dynamic speed drop, remaining speed variation and recovery time during
load application are listed below.
2016.03.16
MAN Diesel & Turbo
1356501-5.11
Page 3 (4) Shop test programme for marine GenSets B 21 01 1
Engine bmep (bar) * 1 st step 2nd step 3th step 4th step
L16/24 22.4/23.6 -20.7/22.8
L23/30H 18.2 - 18.1 - 17.9 IACS 33% IACS 23% IACS 18% IACS 26%
L21/31 24.9/27.3 -22.4/24.6 MDT 34% MDT 33% MDT 33%
Fig. 2. maximum allowable load application steps (higher load steps than listed are not possible as a standard)
Momentum speed variation (m) must not vary more than 10% max. deviation from steady speed 1 %. Perma-
nent speed variation (p) must not be higher than 5%.
2016.03.16
MAN Diesel & Turbo
1356501-5.11
B 21 01 1 Shop test programme for marine GenSets Page 4 (4)
bmep: Must be found in product guide. For most classification sociaties 3 x 33% load application will be
accepted. Actual classification society rules must be observed.
34 - 67
67 - 100
2016.03.16
MAN Diesel & Turbo
E 23 Spare parts
Page 1 (1) E 23 Spare parts
2018-01-08 - en
MAN Diesel & Turbo
1689483-7.3
Page 1 (6) Weight and dimensions of principal parts E 23 00 0
L21/31S, L21/31
L21/31S, L21/31
Front end box for GenSet approx 1465 kg Front end box for propulsion
Please note: 5 cyl. only for GenSet
L21/31S, L21/31
Base frame Length (L)* [mm] Weight [kg]
for GenSet
5 cyl. 4529 2978
6 cyl. 5015.5 3063
7 cyl. 5423 3147
8 cyl. 6700 3300
9 cyl. 7000 3500
Width: 1400 mm
* Depending on alternator type
L21/31S, L21/31
Valve camshaft Length (L) [mm] Weight [kg]
5 cyl. 1994.5 130
6 cyl. 2349.5 150
7 cyl. 2704.5 170
8 cyl. 3059.5 190
9 cyl. 3414.5 209
L21/31S, L21/31
Frame Length (L) [mm] Weight (kg)
5 cyl. 2105.5 3435
6 cyl. 2460.5 3981
7 cyl. 2815.5 4527
8 cyl. 3170.5 5073
9 cyl. 3525.5 5619
L21/31S, L21/31
Please note: 5 cyl. only for GenSet
L21/31S, L21/31
General
Spare parts for unrestricted service, according to the classification societies requirements/recommendations
and/or MAN Diesel & Turbo standard. The following list is in accordance with MAN standard components and
plate and item may vary if optional components are selected.
1. Plate and Item No. refer to the spare part plates in the instruction manual.
2. Quantity is in force per engine type per plant.
Notice:
Scope of this list are subject to change and therefore the latest version of this document should always be
used, please see MAN Diesel & Turbo homepage or Extranet. Spare parts listed may also vary if optional com-
ponents are selected.
Please notice that the content of spare parts for specific projects may vary from the list of standard
spare parts.
2016.01.15
MAN Diesel & Turbo
P 24 Tools
Page 1 (1) P 24 Tools
2018-01-08 - en
MAN Diesel & Turbo P 24 00 0
Additional tools
This tool package can be ordered as a whole or partly in addition to the
standard tool package. The tool package consists of special tools needed in
addition to the standard tool in case a major overhaul or a part of this is to be
carried out on board the vessel.
Hand Tools
This tool package can be ordered as a whole or partly in addition to the
standard tool package. The tool package consists of ordinary hand tools
needed in addition to the delivered standard tool for normal maintenance, in
connection with the daily maintenance as well as major overhauls.
2016-11-16 - en
Description
3700496-5.0
1 (1)
L16/24; L16/24S; L21/31; L21/31S; L23/30H; L23/30S; L23/30DF;
L27/38; L27/38S; L28/32S; V28/32S; L28/32DF; L28/32H EN
MAN Diesel & Turbo P 24 01 1
Description
3700064-0.4
2016-10-18 - en
Description
3700064-0.4
Description
3700064-0.4
2016-10-18 - en
Description
3700064-0.4
Description
3700064-0.4
2016-10-18 - en
Description
3700064-0.4
Description
3700064-0.4
Description
3700064-0.4
Hydraulic tools
Name Sketch Supply per ship Drawing Remarks
Working Spare Item no
Hydraulic tools complete
consisting of the following
3 boxes: 806
Pressure pump box 1,
consisting of: 633
2016-10-18 - en
Description
3700064-0.4
2016-10-18 - en
Description
3700064-0.4
Additional tools
Additional tools
Cylinder head
Name Sketch Supply per ship Drawing Remarks
Working Spare Item no
Grinding tool for cylinder
head/liner 1 126
3700066-4.10
Description
1 (11)
L21/31; L21/31S EN
P 24 03 9 MAN Diesel & Turbo
2017-02-23 - en
3700066-4.10
Description
2 (11)
L21/31; L21/31S EN
MAN Diesel & Turbo P 24 03 9
Additional tools
Working Spare Item no
Grinding machine for valve
spindle, complete 1 285
Grinding wheel hub 1 820
Balancing apparatus 1 832
Grinding wheel dresser 1 844
Grinding wheel,
grain size 46 1 856
Grinding wheel,
grain size 80 1 868
Stabilizer
(valve stem ø10-18 mm) 1 881
Fit and removing device
for valve guides 1 258
Extractor for
valve seat rings 1 329
Plate
(used with item 329) 1 317
2017-02-23 - en
3700066-4.10
Description
3 (11)
L21/31; L21/31S EN
P 24 03 9 MAN Diesel & Turbo
2017-02-23 - en
3700066-4.10
Description
4 (11)
L21/31; L21/31S EN
MAN Diesel & Turbo P 24 03 9
Additional tools
Piston, connecting rod and cylinder liner
Name Sketch Supply per ship Drawing Remarks
Working Spare Item no
Fit and removal device for 1 069
connecting rod bearing, incl
eye screws (2 pcs)
3700066-4.10
Description
5 (11)
L21/31; L21/31S EN
P 24 03 9 MAN Diesel & Turbo
6 (11)
L21/31; L21/31S EN
MAN Diesel & Turbo P 24 03 9
Additional tools
Working Spare Item no
Testing mandrel for piston 1 163
ring grooves, 5.43 mm
3700066-4.10
Description
7 (11)
L21/31; L21/31S EN
P 24 03 9 MAN Diesel & Turbo
Additional tools
2017-02-23 - en
3700066-4.10
Description
8 (11)
L21/31; L21/31S EN
MAN Diesel & Turbo P 24 03 9
Additional tools
Turbocharger system
Name Sketch Supply per ship Drawing Remarks
Working Spare Item no
Eye crew for lifting of 2 036
charge air cooler/ lubricat-
ing oil cooler
3700066-4.10
Description
9 (11)
L21/31; L21/31S EN
P 24 03 9 MAN Diesel & Turbo
Additional tools
10 (11)
L21/31; L21/31S EN
MAN Diesel & Turbo P 24 03 9
Additional tools
Hydraulic tools
Name Sketch Supply Drawing Remarks
per ship
Working Spare Item no
Resetting device for 1 092
hydraulic cylinder
3700066-4.10
Description
11 (11)
L21/31; L21/31S EN
MAN Diesel & Turbo P 24 05 1
Hand tools
Hand tools
Hand tools
Name Sketch Supply per ship Drawing Remarks
Working Spare Item no
Set of tools, consists of: 1 019
Item 01 Ratchet
Item 02 Extension, 125 mm
Item 03 Extension, 250 mm
Item 04 Universal
Item 05, Sockets
double hexagon, 10 mm
double hexagon, 13 mm
double hexagon, 17 mm
double hexagon, 19 mm
double hexagon, 22 mm
internal hexagon, 5 mm
internal hexagon, 6 mm
internal hexagon, 7 mm
internal hexagon, 8 mm
internal hexagon, 10 mm
internal hexagon, 12 mm
screw driver, 1.6x10 mm
cross head screw, 2 mm
cross head screw, 3 mm
cross head screw, 4 mm
Combination spanner,
10 mm 1 032
Combination spanner,
12 mm 1 044
Combination spanner,
13 mm 1 056
Combination spanner,
14 mm 1 068
Combination spanner,
17 mm 1 081
Combination spanner,
19 mm 1 093
Combination spanner,
22 mm 1 103
Combination spanner,
24 mm 1 115
Combination spanner,
30 mm 1 127
Combination spanner,
16 mm 1 223
Description
Combination spanner,
3700414-0.0
18 mm 1 235
Tee handle 1/2" square 1 139
drive
2015.10.14 1 (3)
L16/24; L16/24S; L21/31; L21/31S; L27/38; L27/38S EN
P 24 05 1 MAN Diesel & Turbo
2 (3) 2015.10.14
L16/24; L16/24S; L21/31; L21/31S; L27/38; L27/38S EN
MAN Diesel & Turbo P 24 05 1
Hand tools
Working Spare Item no
Torque spanner,
20-120 Nm - 1/2" 1 272
Torque spanner,
40-200 Nm - 1/2" 1 284
Torque spanner,
30-320 Nm - 1/2" 1 296
Hexagon key 7 mm 1 331
Hexagon key 8 mm 1 343
Hexagon key 10 mm 1 355
Hexagon key 12 mm 1 367
Hexagon key 14 mm 1 379
Hexagon key 17 mm 1 380
Hexagon key 19 mm 1 392
Description
3700414-0.0
2015.10.14 3 (3)
L16/24; L16/24S; L21/31; L21/31S; L27/38; L27/38S EN
MAN Diesel & Turbo
B 50 Alternator
Page 1 (1) B 50 Alternator
2018-01-08 - en
MAN Diesel & Turbo
1699895-2.1
Page 1 (2) Alternators for GenSets B 50 00 0
2015.11.27
MAN Diesel & Turbo
1699895-2.1
B 50 00 0 Alternators for GenSets Page 2 (2)
2015.11.27
MAN Diesel & Turbo
1699865-3.4
Page 1 (3) Alternator cable installation BG 50 00 0
2014.04.07
MAN Diesel & Turbo
1699865-3.4
BG 50 00 0 Alternator cable installation Page 2 (3)
2014.04.07
MAN Diesel & Turbo
1699865-3.4
Page 3 (3) Alternator cable installation BG 50 00 0
2014.04.07
MAN Diesel & Turbo
3700084-3.10
Page 1 (2) Combinations of engine- and alternator layout BG 50 00 0
For a GenSet the engine and alternator are fixed on Comments to possible combinations:
a common base frame, which is flexibly installed.
This is to isolate the GenSet vibration-wise from the • : Standard
environment. As part of the GenSet design a full # : Option
FEM calculation has been done and due to this and X : Not recommended
our experience some combinations of engine type 1) : Only in combination with "top bracing" between
and alternator type concerning one - or two bear- engine crankcase and alternator frame
ings must be avoided. In the below list all combina- 2) : Need for 'topbracing' to be evaluated case by
tions can be found. case
2017.04.26
MAN Diesel & Turbo
3700084-3.10
BG 50 00 0 Combinations of engine- and alternator layout Page 2 (2)
2017.04.26
MAN Diesel & Turbo
B 52 Diesel-electric
propulsion B 52 Diesel-electric propulsion
Page 1 (1)
2018-01-08 - en
MAN Diesel & Turbo B 52 00 0
- Lower fuel consumption and emissions due to the possibility to optimize the loading of diesel engines / gensets.
The gensets in operation can run on high loads with high efficiency. This applies especially to vessels which have
a large variation in load demand, for example for an offshore supply vessel, which divides its time between transit
and station-keeping (DP) operation.
- High reliability, due to multiple engine redundancy. Even if an engine / genset malfunctions, there will be suffi-
cient power to operate the vessel safely. Reduced vulnerability to single point of failure providing the basis to fulfill
high redundancy re-quirements.
- Reduced life cycle cost, resulting form lower operational and maintenance costs.
- Improved manoeuvrabilty and station-keeping ability, by deploying special propulsors such as azimuth thrusters
or pods. Precise control of the electrical propulsion motors controlled by frequency converters.
- Increased payload, as diesel-electric propulsion plants take less space.
- More flexibility in location of diesel engine / gensets and propulsors. The propulsors are supplied with electric
power through cables. They do not need to be adjacent to the diesel engines / gensets.
- Low propulsion noise and reduced vibrations. For example a slow speed E-motors allows to avoid gearboxes
and propulsors like pods keep most of the structure bore noise outside of the hull.
- Efficient performance and high motor torques, as the system can provide maximum torque also at slow speeds,
which gives advantages for example in icy conditions.
Description
3700088-0.0
Tier II 1 (25)
L27/38; L21/31 EN
B 52 00 0 MAN Diesel & Turbo
Diesel-electric propulsion plants
2 (25) Tier II
L27/38; L21/31 EN
MAN Diesel & Turbo B 52 00 0
Legend
Tier II 3 (25)
L27/38; L21/31 EN
B 52 00 0 MAN Diesel & Turbo
Diesel-electric propulsion plants
• Type of vessel
• Propulsion type: Shaft line, thruster, pod, …
• Propeller type: FPP, CPP
• Operational profile
• Class notation: Propulsion redundancy, ice class, …
• Frequency choice: 50 / 60 Hz
• Voltage choice: Low voltage, medium voltage
• Number of switchboard sections
• Alternator parameters: cos ϕ, xd”
4 (25) Tier II
L27/38; L21/31 EN
MAN Diesel & Turbo B 52 00 0
The requirements of a project will be considered in an application specific design, taking into account the technical
No Item Unit
For the detailed selection of the type and number of engines furthermore the operational profile of the vessel, the
maintenance strategy of the engines and the boundary conditions given by the general arrangement have to be con-
sidered. For the optimal cylinder configuration of the engines often the power conditions in port is decisive.
Description
3700088-0.0
Tier II 5 (25)
L27/38; L21/31 EN
B 52 00 0 MAN Diesel & Turbo
Diesel-electric propulsion plants
Total installed alternator power [MWe] Voltage [V] Breaking capacity of CB [kA]
< 10 - 12 440 100
(and: Single propulsion motor < 3,5 MW)
< 13 - 15 690 100
( and: Single propulsion motor < 4,5 MW)
< 48 6600 30
< 130 11000 50
- The design of the alternators and the electric plant always has to be balanced between voltage choice, availabil-
ity of reactive power, short circuit level and allowed total harmonic distortion (THD)
- On the one hand side a small xd” of the alternators increases the short circuit current Isc”, which also increase
the forces the switchboard has to withstand (F ~ Isc” ^ 2). This may lead to the need of a higher voltage. On the
other side a small xd” gives a lower THD. As a rule of thumb a xd”=16% is a good figure for low voltage applica-
tions and a xd”=14% is good for medium voltage applications.
- For a rough estimation of the short circuit currents the following formulas can be used:
Description
3700088-0.0
6 (25) Tier II
L27/38; L21/31 EN
MAN Diesel & Turbo B 52 00 0
- The dimensioning of the panels in the main switchboard is usually done accordingly to the rated current for each
incoming and outgoing panel. For a concept evaluation the following formulas can be used:
- The choice of the type of the E-motor depends on the application. Usually induction motors are used up to a
power of 7 MW (ηMotor: typically = 0.96). If it comes to power applications above 7 MW per E-motor often syn-
chronous machines are used. Also in applications with slow speed E-motors (without a reduction gearbox), for
ice going or pod-driven vessels often synchronous E- motors (ηMotor: typically = 0.97) are used.
Description
3700088-0.0
Tier II 7 (25)
L27/38; L21/31 EN
B 52 00 0 MAN Diesel & Turbo
- In plants with frequency converters based on VSI-technology (PWM type) the converter themselves can deliver
reactive power to the E-motor. So often a power factor cos ϕ = 0.9 is a good figure to design the alternator rat-
Diesel-electric propulsion plants
ing. Nevertheless there has to be sufficient reactive power for the ship consumers, so that a lack in reactive
power does not lead to unnecessary starts of (standby) alternators.
- The harmonics can be improved (if necessary) by using supply transformers for the frequency converters with a
30° phase shift between the two secondary windings, which cancel the dominant 5th and 7th harmonic currents.
Also an increase in the pulse number leads to lower THD. Using a 12-pulse configuration with a PWM type of
converter the resulting harmonic distortion will normally be below the limits defined by the classification societies.
When using a transformer less solution with a converter with an Active Front End (Sinusoidal input rectifier) or in a
6-pulse configuration usually THD-filters are necessary to mitigate the THD on the sub-distributions.
The final layout of the electrical plant and the components has always to be based on a detailed analysis and a calcu-
lations of the short circuit levels, the load flows and the THD levels as well as on an economical evaluation.
8 (25) Tier II
L27/38; L21/31 EN
MAN Diesel & Turbo B 52 00 0
Main switchboard:
- Over– and under-voltage
- Earth fault
Description
3700088-0.0
Tier II 9 (25)
L27/38; L21/31 EN
B 52 00 0 MAN Diesel & Turbo
Alternator:
Diesel-electric propulsion plants
- Short circuit
- Over-current
- Stator earth fault
- Reverse power
- Phase unbalance, Negative phase sequence
- Differential protection
- Over- and under-frequency
- Over- and under-voltage
- Alternator windings and bearings over-temperature
- Alternator cooling air/water temperature
- Synchronizing check
- Over- and under-excitation (Loss of excitation)
Transformer feeder:
- Short circuit
- Over-current
- Earth fault
- Thermal overload/image
- Under-voltage
- Differential protection (for large transformers)
Motor feeder:
- Short circuit
- Over-current
- Earth fault
- Under-voltage
- Thermal overload/image
- Motor start: Stalling I2t, number of starts
- Motor windings and bearings over-temperature
- Motor cooling air/water temperature
Description
3700088-0.0
10 (25) Tier II
L27/38; L21/31 EN
MAN Diesel & Turbo B 52 00 0
The drive control system normally interfaces with the propulsion control system, the power management system, the
dynamic position system and several other ship control and automation systems. The functionality of the drive control
system depends on the plant configuration and the operational requirements.
The main tasks of the drive control system can be summarized as follows:
- Control of the converters / drives, including the speed reference calculation
- Control of drive / propeller speed according to the alternator capability, including anti-overload prevention
- Control of power and torque. It takes care of the limits
- Control of the converter cooling
For some applications (e.g. for ice going vessels, for rough sea conditions, etc, where load torque varies much and
fast) often a power control mode is applied, which reduces the disturbances on the network and smoothens the load
application on the diesel engines.
Tier II 11 (25)
L27/38; L21/31 EN
B 52 00 0 MAN Diesel & Turbo
The detailed power management functionality always depends on the plant configuration, the operational require-
Diesel-electric propulsion plants
ments but also on general philosophy and preferred solution of the owner. The parameters when to stat or to stop a
genset / alternator have always to be evaluated individually. The following figure shows that in principle:
Description
3700088-0.0
12 (25) Tier II
L27/38; L21/31 EN
MAN Diesel & Turbo B 52 00 0
For example the load depending start / stop of gensets / alternators is shown in the next table. It can be seen that
No of alternators connected Alternator load Available power (Power reserve) via load Time to accept
pick-up by the running GenSets load
2 85% 2 x 15% = 30% 0....10 sec
3 87% 3 x 13% = 39% 0....10 sec
4 90% 4 x 10% = 40% 0....10 sec
No of alternators connected Alternator load Available power (Power reserve) by starting Time to accept
a standby*) GenSets load
2 70 2 x 30% = 60% < 1 min
3 75 3 x 25% = 75% < 1 min
4 80 4 x 20% = 80% < 1 min
*) preheated, prelubricated, etc. starting conditions see belonging MAN Diesel & Turbo Engine Project Guide.
The available power for this example could look like this:
Description
3700088-0.0
Tier II 13 (25)
L27/38; L21/31 EN
B 52 00 0 MAN Diesel & Turbo
Derived from the above mentioned main tasks of a power management system the following functions are typical:
All questions regarding the functionality of the power management system have to be clarified with MAN Diesel &
Turbo at an early project stage.
Description
3700088-0.0
14 (25) Tier II
L27/38; L21/31 EN
MAN Diesel & Turbo B 52 00 0
The term “Offshore Service & Supply Vessel” includes a large class of vessel types, such as Platform Supply Vessels
(PSV), Anchor Handling/Tug/Supply (AHTS), Offshore Construction Vessel (OCV), Diving Support Vessel (DSV), Multi-
purpose Vessel, etc.
Electric propulsion is the norm in ships which frequently require dynamic positioning and station keeping capability.
Initially these vessels mainly used variable speed motor drives and fixed pitch propellers. Now they mostly deploy var-
iable speed thrusters and they are increasingly being equipped with hybrid diesel-mechanical and diesel-electric pro-
pulsion.
In modern applications often frequency converters with an Active Front End are used, which give specific benefits in
the space consumption of the electric plant, as it is possible to get rid of the heavy and bulky supply transformers.
Type of conveter / drive Supply transformer Type of E-motor Pros & cons
+ Transformer less solution
Active Front End - Induction + Less space and weight
- THD filter required
Description
3700088-0.0
Tier II 15 (25)
L27/38; L21/31 EN
B 52 00 0 MAN Diesel & Turbo
LNG Carriers
Diesel-electric propulsion plants
A propulsion configuration with two high speed E-motors (e.g. 600 RPM or 720 RPM) and a reduction gearbox
(Twin-in-single-out) is a typical configuration, which is used at LNG carriers where the installed alternator power is in
the range of about 40 MW. The electrical plant fulfils high redundancy requirements. Due to the high propulsion
power which is required and higher efficiencies synchronous E-motors are used.
Example: DE-configuration (redundant) of a LNG carrier with geared transmission, single screw and FP propeller
Type of conveter / drive Supply transformer Type of E-motor Pros & cons
+ High propulsion power
VSI with PWM 24pulse Synchronous + High drive & motor efficiency
+ Low harmonics
- Heavy E-plant configuration
For ice going carriers and tankers also podded propulsion is a robust solution, which has been applied in several
vessels.
Description
3700088-0.0
16 (25) Tier II
L27/38; L21/31 EN
MAN Diesel & Turbo B 52 00 0
Type of conveter / drive Supply transformer Type of E-motor Pros & cons
+ Highly redundant & reliable
VSI with PWM 24pulse Synchronous (slow speed + High drive & motor efficiency
150 rpm) + Low noise & vibration
- Complex E-plant configuration
For cruise liners often also geared transmission is applied as well as pods.
Description
3700088-0.0
Tier II 17 (25)
L27/38; L21/31 EN
B 52 00 0 MAN Diesel & Turbo
For a RoPax ferry almost the same requirements are valid as for a cruise liner.
Diesel-electric propulsion plants
The figure below shows an electric propulsion plant with a “classical” configuration, consisting of high speed E-
motors (900 RPM or 1200 RPM), geared transmission, frequency converters and supply transformers.
Type of conveter / drive Supply transformer Type of E-motor Pros & cons
12 pulse, two + Robust & reliable technology
VSI-type secondary Induction + No THD filters
(with PWM technology) windings, 30° - More space & weight (compared
phase shift to transfprmer less solution)
Description
3700088-0.0
18 (25) Tier II
L27/38; L21/31 EN
MAN Diesel & Turbo B 52 00 0
Advanced applications
In many cases a combination of an E-propulsion motor, running on two constants speeds (Medium, high) and a pitch
controllable propeller (CPP) gives a high reliable and compact solution with low electrical plant losses.
Type of conveter / drive Supply transformer Type of E-motor Pros & cons
+ Highly reliable & compact
Sinusoidal drive (Patended Induction + Low losses
by STADT AS) - + Transformer less solution
+ Low THD (No THD filters needed)
- Only applicable with a CP propeller
Description
3700088-0.0
Tier II 19 (25)
L27/38; L21/31 EN
B 52 00 0 MAN Diesel & Turbo
Diesel-electric propulsion plants
General data
Name _________________________________________________________________________________
Address _________________________________________________________________________________
Phone _________________________________________________________________________________
E-mail _________________________________________________________________________________
Project _________________________________________________________________________________
Propulsion principle:
□ Diesel-electric □ CODLAD □ CODLAG
Main particulars:
20 (25) Tier II
L27/38; L21/31 EN
MAN Diesel & Turbo B 52 00 0
Ambient conditions:
Tier II 21 (25)
L27/38; L21/31 EN
B 52 00 0 MAN Diesel & Turbo
Diesel-electric propulsion plants
22 (25) Tier II
L27/38; L21/31 EN
MAN Diesel & Turbo B 52 00 0
Tier II 23 (25)
L27/38; L21/31 EN
B 52 00 0 MAN Diesel & Turbo
Diesel-electric propulsion plants
24 (25) Tier II
L27/38; L21/31 EN
MAN Diesel & Turbo B 52 00 0
Tier II 25 (25)
L27/38; L21/31 EN
MAN Diesel & Turbo
3700463-0.0
Page 1 (6) Cooling water system, 1-string B 52 00 0
L21/31, L27/38
Cooling water system (DE-propulsion)
1 Seachest low 9 Overboard discharge valve 29 Expansion tank G1 LT cooling water - Inlet
2 Seachest high 10 LT pump 38 Preheating pump G2 LT cooling water - outlet
3 Sea water filter 17 LT thermostatic valve 39 Preheating element F3 HT cooling water from expansion tank
4 Sea water pump 18 Central cooler
Figure 67: .
L21/31, L27/38
Freshwater Suction pipe: 1.0 - 2.0 m/s
Cooling water system Delivery pipe: 2.0 - 3.5 m/s
Layout of 1-string cooling water system is the sim- Sea water Suction pipe: 1.0 - 1.5 m/s
plest system for cooling the engine.
Delivery pipe: 1.5 - 2.5 m/s
The engine is designed for freshwater cooling only.
Therefore the cooling water system has to be
arranged as a centralised or closed cooling water Central cooling water system
system. All recommendable types are described in
the following. Sea water filter, item 3
The engine design is almost pipeless, i.e. the water
flows through internal cavities inside the front-end Design data:
box and the cylinder units. The front-end box con- Capacity: See sea water pump
tains all large pipe connections. On the aft-end, the
Pressure drop across Max 0.05 bar
water to the gear oil cooler has to be connected by
clean filter:
the yard.
Pressure drop across Max 0.1 bar
The engine is equipped with built-on freshwater dirty filter:
pumps for both the high and low temperature cool-
ing water systems. To facilitate automatic start-up Mesh size: ø3 - ø5 mm
of stand-by pumps, non-return valves are standard. Free filter hole area: Min two times the
Thermostatic valve elements, which control the high normal pipe area
and low temperature cooling water system, are also
integrated parts of the front-end box. Sea water pumps, item 4
As alternative the build-on freshwater pumps and The pumps should always be installed below sea
thermostatic valve element can be replaced by water level when the ship is unloaded.
"dummies" inside the front-end box. Then these
functions can be arranged in the external systems
according to the customized demands.
The engine is equipped with a two stage charge air
cooler. The first stage is placed in the high tempera-
ture cooling water system. The charging air temper-
ature after the turbocharger is at its maximum, mak-
ing a higher degree of heat recovery possible, when
the heat is dissipated to the high temperature cool-
ing water.
The second stage of the charge air cooler is placed
in the low temperature system. It will cool the
charging air further down before entering the com-
bustion chamber. Figure 68: Pump characteristic
For special applications i.e. sailing in arctic waters
with low air temperatures and direct air intake from The pumps in parallel, layout point 2 (see fig 2), are
deck, a regulating system can be applied to control as standard designed to fulfill:
the water flow to the second stage of the charge air
cooler in order to increase the charging air tempera- Capacity: Determined by the cooler manufacturer.
ture, at low load. Approx 100 - 175% of fresh water flow in
the cooler, depending on the central
Velocity recommendations for freshwater and sea cooler
water pipes:
Pressure: 1.8 - 2.0 bar
Sea water Max 32oC
temperature:
L21/31, L27/38
The volume of sea water required to circulate Pressure drop LT: Max 0.5 bar
through a known sized cooler to remove a known
Pressure drop SW: Max 0.5 bar standard
amount of heat, is very sensitive and dependent on
Max 1.0 bar if HT cooler
the sea water temperature. is in LT system
The relation between sea water temperature and
the necessary water flow in the central cooler is
shown in fig 3.
Two central coolers in parallel
For an extra investment of 20-25% for the central
cooler a much greater safety margin can be ach-
ieved by installing two central coolers each of 50%
required capacity, operating in parallel instead of
one cooler at 100% capacity.
With such flexibility it is possible to carry out repair
and maintenance during a voyage especially in tem-
perate climates where the sea water temperature is
below the design temperature.
L21/31, L27/38
that the temperature is ≥ 60°C at the top cover (see Engine type Heating power
thermometer TI12), and approximately 25 to 45°C
6L21/31 12 kW
at outlet of the cylinders (see thermometer TI10).
When working out the external cooling water sys- 7L21/31 15 kW
tem it must be ensured, that no cold cooling water 8L21/31 15 kW
is pressed through the engine and thus spoiling the
9L21/31 15 kW
preheating during stand-by. The diesel engine has
no built-in shut-off valve in the cooling water sys- 6L27/38 15 kW
tem. Therefore the designer of the external cooling 7L27/38 24 kW
water system must make sure that the preheating
of the GenSets is not disturbed. 8L27/38 24 kW
9L27/38 24 kW
Preheating of stand-by auxiliary engines The figures are based on raising and maintain the
during sea operation engine temperature to 50°C (L21/31) / 40oC
Auxiliary engines in stand-by position are preheated (L27/38) (20 - 60°C) for a period of at least 10 hours
via the venting pipe (F3), leading to the expansion including the cooling water contained within the
tank, with HT water from the operating auxiliary engine.
engines. We will be pleased to make calculations for other
During preheating the non-return valve on the pre- conditions on request.
heated auxiliary engine will open due to the pres- The preheater can be of the electrical type. If suffi-
sure difference. The HT pumps on the operating cient central heating capacity is available, a plate
auxiliary engines will force the HT water down- type heat exchanger can be installed. It is important
wards, through the stand-by auxiliary engine, out of that the inhibited fresh water, used in the main
the (F1) HT inlet and back to the operating auxiliary engine cooling system, is not mixed with water from
engines, via the bypass manifold which intercon- the central heating system.
nect all the (F1) HT inlet lines.
Cyl. No. 5 6 7 8 9
The on/off valve can be controlled by "engine run"
signal or activated by lub. oil pressure. MAN can Quantity of water
deliver valves suitable for purpose. in eng: HT and
LT system (litre) 150 180 210 240 270
Please note that preheating pipe mounted before
on/off valve (size 3/4"-1" for guidance) connected to Expansion vol.
(litre) 10 12 13 15 20
either preheat unit (optional) or directly to expansion
tank pipe. This will deliver preheating water to Table 25: Showing cooling water data which are depending on
stand-by engine via (F3).
the number of cylinders.
The non-return valve in the venting pipe (F3) is
closed when the auxiliary engine is operating, and
deaerating to the expansion tank flows through the Circulating pump for preheater, item 38
small ø3 bore in the non-return valve disc. For preheating the engine a pump should be instal-
The small ø3 bore in the non-return valve disc will led to circulate high temperature cooling water
also enable the auxiliary engine to keep the recom- through the preheater.
mended cooling water temperature in the HT-sys-
tem during low load operation which is essential for Data for external preheating system, item
the combustion of HFO.
39
Preheating element, build-in High pressure from external cooling water pumps
may disturb the preheating of the engine. In order to
The preheating power required for electrical pre- avoid this, it is in most cases necessary to install
heating is stated below: automatic shut off valve at cooling water inlet, which
close when the engine is stopped.
L21/31, L27/38
The capacity of the external preheater should be remains with the yard and the shipowner. We
3.0-3.5 kW/cyl. The flow through the engine should reserve the right not to accept proposed coolers,
for each cylinder be approx. 4 l/min with flow from which seems to be insufficient for its purpose.
top and downwards and 25 l/min with flow from Also when using other types of closed cooling
bottom and upwards. water systems the HT and LT cooling water sys-
tems have to be separated.
Different arrangements of central cooling
systems Box cooler
There are many variations of centralised cooling The box cooling system has through many years
systems and we are available to discuss various proven to be a reliable closed cooling water system.
changes to suit an owner’s or builder’s specific The box cooler is a pre-manufactured tube bundle
wishes. for mounting in a sea chest.
For each plant, special consideration should be The movement of the sea water across the heat
given to the following design criteria: Sea water exchanger is initiated by the movement of the
temperatures, pressure loss in coolers, valves and heated sea water upwards because of the lower
pipes, pump capacities etc, for which reason these density compared with that of the surrounding
components have not been specified in this guide. water. This means that the heat transfer is less
dependant on the ship’s speed, compared to cool-
Closed cooling systems ers mounted on the shell of the vessel. However the
speed of the vessel does have some influence on
Several systems have been developed to avoid sea the cooling area. For vessels sailing at below 3
water. The benefits are: knots at MCR, ie tugs, dredgers etc, the speed has
▪ Minimising the use of expensive corrosion to be considered when designing the cooler.
resistant pipes, valves and pumps The temperature of the sea water has influence on
▪ Sea water pumps at reasonable costs the heat exchanger efficiency as well. We recom-
▪ No cleaning of plate type central heat exchang- mend that a temperature of 25°C or 32°C is used,
ers depending on the vessel’s operating area.
Such systems are advantageous in the following The tube bundle is normally of corrosion resistant
conditions: material with a non-metallic coating. The coating
protects the vessel from galvanic corrosion
▪ Sailing in shallow waters between the sea chest and the box cooler. Uncoa-
▪ Sailing in very cold waters ted coolers may be used, but special consideration
has to be given to the galvanic separation of the
▪ Sailing in corrosive waters (eg some harbours)
box cooler and the hull.
▪ Sailing in water with high contents of solids
In waters with mussels and shell fish these might
(dredging and some rivers)
want to live on the tube bundle, which the different
A disadvantage of most closed cooling water sys- box cooler manufacturers have different solutions to
tems is the poor heat transfer coefficient. avoid.
LT coolers with very small temperature differences If the box cooler is supplied by us, it consists of a
between the cooling water and the sea or raw steel frame for welding to the hull, a tube bundle
water, require a relatively large heat exchanger to and a topbox, delivered complete with counter
enable sufficient heat transfer. flanges, gaskets and bolts.
The L21/31 and L27/38 engine are a high efficient Design data:
main engine calling for high efficient coolers. There-
fore some designs cannot be recommended. Heat transfer: See planning data
We are available to offer advice for specific cooler Pressure drop Max 0.5 bar
types, but the final responsibility for design, pres- through all coolers:
sure losses, strength and system maintenance Min vessel Normally more than 3 knots
speed at MCR:
L21/31, L27/38
Other cooler types
Some traditional, low efficient coolers fitted to the
hull and often referred to as keel cooling, skin cool-
ing or tank cooling is not recommended for the
L21/31 and L27/38 engines. The layout of such
coolers is difficult and changes due to lack of effi-
ciency is very complicated and expensive. The low
temperature difference between the sea water and
the LT cooling water results in a very large cooling
water surface. Depending on the design of the
cooler, the waterflow around the hull and to the
propeller will be disturbed, causing increased hull
resistance and lower speed for the same power.
L21/31, L27/38
Cooling water system (DE-propulsion)
1 Seachest low 9 Overboard discharge valve 29 Expansion tank G1 LT cooling water - Inlet
2 Seachest high 10 LT pump 35 Heat recovery G2 LT cooling water - outlet
3 Sea water filter 17 LT thermostatic valve 38 Preheating pump F2 HT cooling water - outlet
4 Sea water pump 18 Central cooler 39 Preheating element F3 HT cooling water from expansion tank
Figure 70: .
L21/31, L27/38
the water flow to the second stage of the charge air
Cooling water system cooler in order to increase the charging air tempera-
ture, at low load.
Layout of 1.5-string cooling water system is much
Velocity recommendations for freshwater and sea
similar to 1-string. An additional high temperature
water pipes:
outlet connection for e.g. waste heat recovery is
added. Freshwater Suction pipe: 1.0 - 2.0 m/s
Only part of the high temperature water energy can Delivery pipe: 2.0 - 3.5 m/s
be used by 1.5 string. Full recovery of energy in
high temperature water can be obtained by 2-string Sea water Suction pipe: 1.0 - 1.5 m/s
layout. Delivery pipe: 1.5 - 2.5 m/s
The engine is designed for freshwater cooling only.
Therefore the cooling water system has to be
Central cooling water system
arranged as a centralised or closed cooling water
system. All recommendable types are described in
the following. Sea water filter, item 3
The engine design is almost pipeless, i.e. the water Design data:
flows through internal cavities inside the front-end
box and the cylinder units. The front-end box con- Capacity: See sea water pump
tains all large pipe connections. On the aft-end, the Pressure drop across Max 0.05 bar
water to the gear oil cooler has to be connected by clean filter:
the yard. Pressure drop across Max 0.1 bar
The engine is equipped with built-on freshwater dirty filter:
pumps for both the high and low temperature cool- Mesh size: ø3 - ø5 mm
ing water systems. To facilitate automatic start-up
Free filter hole area: Min two times the
of stand-by pumps, non-return valves are standard.
normal pipe area
Thermostatic valve elements, which control the high
and low temperature cooling water system, are also
integrated parts of the front-end box. Sea water pumps, item 4
As alternative the build-on freshwater pumps and The pumps should always be installed below sea
thermostatic valve element can be replaced by water level when the ship is unloaded.
"dummies" inside the front-end box. Then these
functions can be arranged in the external systems
according to the customized demands.
The engine is equipped with a two stage charge air
cooler. The first stage is placed in the high tempera-
ture cooling water system. The charging air temper-
ature after the turbocharger is at its maximum, mak-
ing a higher degree of heat recovery possible, when
the heat is dissipated to the high temperature cool-
ing water.
The second stage of the charge air cooler is placed
in the low temperature system. It will cool the
charging air further down before entering the com-
bustion chamber. Figure 71: Pump characteristic
L21/31, L27/38
Capacity: Determined by the cooler manufacturer. Central cooler(s), item 18
Approx 100 - 175% of fresh water flow in
the cooler, depending on the central If we are to supply the central cooler(s), it will be a
cooler plate cooler with titanium plates.
Pressure: 1.8 - 2.0 bar Design data:
Sea water Max 32 C o
Heat transfer: List of capacities
temperature:
Pressure drop LT: Max 0.5 bar
The volume of sea water required to circulate Pressure drop SW: Max 0.5 bar standard
through a known sized cooler to remove a known Max 1.0 bar if HT cooler
amount of heat, is very sensitive and dependent on is in LT system
the sea water temperature.
The relation between sea water temperature and Two central coolers in parallel
the necessary water flow in the central cooler is
shown in fig 3. For an extra investment of 20-25% for the central
cooler a much greater safety margin can be ach-
ieved by installing two central coolers each of 50%
required capacity, operating in parallel instead of
one cooler at 100% capacity.
With such flexibility it is possible to carry out repair
and maintenance during a voyage especially in tem-
perate climates where the sea water temperature is
below the design temperature.
L21/31, L27/38
the prolonged life time of the engines' wearing Preheating element, build-in
parts. Therefore it is recommended that the pre-
heating is arranged for automatic operation, so that The preheating power required for electrical pre-
the preheating is disconnected when the engine is heating is stated below:
running, and connected when the engine is in Engine type Heating power
stand-by position. The preheating is adjusted so
that the temperature is ≥ 60°C at the top cover (see 6L21/31 12 kW
thermometer TI12), and approximately 25 to 45°C 7L21/31 15 kW
at outlet of the cylinders (see thermometer TI10).
8L21/31 15 kW
When working out the external cooling water sys-
9L21/31 15 kW
tem it must be ensured, that no cold cooling water
is pressed through the engine and thus spoiling the 6L27/38 15 kW
preheating during stand-by. The diesel engine has
7L27/38 24 kW
no built-in shut-off valve in the cooling water sys-
tem. Therefore the designer of the external cooling 8L27/38 24 kW
water system must make sure that the preheating 9L27/38 24 kW
of the GenSets is not disturbed.
The figures are based on raising and maintain the
engine temperature to 50°C (L21/31) / 40oC
Preheating of stand-by auxiliary engines
(L27/38) (20 - 60°C) for a period of at least 10 hours
during sea operation including the cooling water contained within the
Auxiliary engines in stand-by position are preheated engine.
via the venting pipe (F3), leading to the expansion We will be pleased to make calculations for other
tank, with HT water from the operating auxiliary conditions on request.
engines.
The preheater can be of the electrical type. If suffi-
During preheating the non-return valve on the pre- cient central heating capacity is available, a plate
heated auxiliary engine will open due to the pres- type heat exchanger can be installed. It is important
sure difference. The HT pumps on the operating that the inhibited fresh water, used in the main
auxiliary engines will force the HT water down- engine cooling system, is not mixed with water from
wards, through the stand-by auxiliary engine, out of the central heating system.
the (F1) HT inlet and back to the operating auxiliary
engines, via the bypass manifold which intercon- Cyl. No. 5 6 7 8 9
nect all the (F1) HT inlet lines. Quantity of water
The on/off valve can be controlled by "engine run" in eng: HT and
signal or activated by lub. oil pressure. MAN can LT system (litre) 150 180 210 240 270
deliver valves suitable for purpose. Expansion vol.
Please note that preheating pipe mounted before (litre) 10 12 13 15 20
on/off valve (size 3/4"-1" for guidance) connected to Table 26: Showing cooling water data which are depending on
either preheat unit (optional) or directly to expansion
tank pipe. This will deliver preheating water to the number of cylinders.
stand-by engine via (F3).
The non-return valve in the venting pipe (F3) is Circulating pump for preheater, item 38
closed when the auxiliary engine is operating, and
For preheating the engine a pump should be instal-
deaerating to the expansion tank flows through the
led to circulate high temperature cooling water
small ø3 bore in the non-return valve disc.
through the preheater.
The small ø3 bore in the non-return valve disc will
also enable the auxiliary engine to keep the recom-
mended cooling water temperature in the HT-sys-
tem during low load operation which is essential for
the combustion of HFO.
L21/31, L27/38
Data for external preheating system, item The L21/31 and L27/38 engine are a high efficient
39 main engine calling for high efficient coolers. There-
fore some designs cannot be recommended.
High pressure from external cooling water pumps
We are available to offer advice for specific cooler
may disturb the preheating of the engine. In order to
types, but the final responsibility for design, pres-
avoid this, it is in most cases necessary to install
sure losses, strength and system maintenance
automatic shut off valve at cooling water inlet, which
remains with the yard and the shipowner. We
close when the engine is stopped.
reserve the right not to accept proposed coolers,
The capacity of the external preheater should be which seems to be insufficient for its purpose.
3.0-3.5 kW/cyl. The flow through the engine should
Also when using other types of closed cooling
for each cylinder be approx. 4 l/min with flow from
water systems the HT and LT cooling water sys-
top and downwards and 25 l/min with flow from
tems have to be separated.
bottom and upwards.
Box cooler
Different arrangements of central cooling
systems The box cooling system has through many years
proven to be a reliable closed cooling water system.
There are many variations of centralised cooling The box cooler is a pre-manufactured tube bundle
systems and we are available to discuss various for mounting in a sea chest.
changes to suit an owner’s or builder’s specific
wishes. The movement of the sea water across the heat
exchanger is initiated by the movement of the
For each plant, special consideration should be heated sea water upwards because of the lower
given to the following design criteria: Sea water density compared with that of the surrounding
temperatures, pressure loss in coolers, valves and water. This means that the heat transfer is less
pipes, pump capacities etc, for which reason these dependant on the ship’s speed, compared to cool-
components have not been specified in this guide. ers mounted on the shell of the vessel. However the
speed of the vessel does have some influence on
Closed cooling systems the cooling area. For vessels sailing at below 3
knots at MCR, ie tugs, dredgers etc, the speed has
Several systems have been developed to avoid sea
to be considered when designing the cooler.
water. The benefits are:
The temperature of the sea water has influence on
▪ Minimising the use of expensive corrosion
the heat exchanger efficiency as well. We recom-
resistant pipes, valves and pumps
mend that a temperature of 25°C or 32°C is used,
▪ Sea water pumps at reasonable costs depending on the vessel’s operating area.
▪ No cleaning of plate type central heat exchang- The tube bundle is normally of corrosion resistant
ers material with a non-metallic coating. The coating
Such systems are advantageous in the following protects the vessel from galvanic corrosion
conditions: between the sea chest and the box cooler. Uncoa-
ted coolers may be used, but special consideration
▪ Sailing in shallow waters has to be given to the galvanic separation of the
▪ Sailing in very cold waters box cooler and the hull.
▪ Sailing in corrosive waters (eg some harbours) In waters with mussels and shell fish these might
▪ Sailing in water with high contents of solids want to live on the tube bundle, which the different
(dredging and some rivers) box cooler manufacturers have different solutions to
avoid.
A disadvantage of most closed cooling water sys-
tems is the poor heat transfer coefficient. If the box cooler is supplied by us, it consists of a
steel frame for welding to the hull, a tube bundle
LT coolers with very small temperature differences and a topbox, delivered complete with counter
between the cooling water and the sea or raw flanges, gaskets and bolts.
water, require a relatively large heat exchanger to
enable sufficient heat transfer.
L21/31, L27/38
Design data:
Heat transfer: See planning data
Pressure drop Max 0.5 bar
through all coolers:
Min vessel Normally more than 3 knots
speed at MCR:
L27/38, L21/31
Cooling water system (DE-propulsion)
Figure 73: .
L27/38, L21/31
Freshwater Suction pipe: 1.0 - 2.0 m/s
Cooling water system Delivery pipe: 2.0 - 3.5 m/s
Layout of 2-string cooling water system is total sep- Sea water Suction pipe: 1.0 - 1.5 m/s
aration of low temperature water and high tempera-
Delivery pipe: 1.5 - 2.5 m/s
ture water. Normally high temperature water is used
for waste heat recovery.
The engine is designed for freshwater cooling only. Central cooling water system
Therefore the cooling water system has to be
arranged as a centralised or closed cooling water Sea water filter, item 3
system. All recommendable types are described in
the following. Design data:
The engine design is almost pipeless, i.e. the water Capacity: See sea water pump
flows through internal cavities inside the front-end
Pressure drop across Max 0.05 bar
box and the cylinder units. The front-end box con-
clean filter:
tains all large pipe connections. On the aft-end, the
water to the gear oil cooler has to be connected by Pressure drop across Max 0.1 bar
the yard. dirty filter:
L27/38, L21/31
The volume of sea water required to circulate Pressure drop LT: Max 0.5 bar
through a known sized cooler to remove a known
Pressure drop SW: Max 0.5 bar standard
amount of heat, is very sensitive and dependent on
Max 1.0 bar if HT cooler
the sea water temperature. is in LT system
The relation between sea water temperature and
the necessary water flow in the central cooler is
shown in fig 3.
Two central coolers in parallel
For an extra investment of 20-25% for the central
cooler a much greater safety margin can be ach-
ieved by installing two central coolers each of 50%
required capacity, operating in parallel instead of
one cooler at 100% capacity.
With such flexibility it is possible to carry out repair
and maintenance during a voyage especially in tem-
perate climates where the sea water temperature is
below the design temperature.
L27/38, L21/31
that the temperature is ≥ 60°C at the top cover (see Engine type Heating power
thermometer TI12), and approximately 25 to 45°C
6L21/31 12 kW
at outlet of the cylinders (see thermometer TI10).
When working out the external cooling water sys- 7L21/31 15 kW
tem it must be ensured, that no cold cooling water 8L21/31 15 kW
is pressed through the engine and thus spoiling the
9L21/31 15 kW
preheating during stand-by. The diesel engine has
no built-in shut-off valve in the cooling water sys- 6L27/38 15 kW
tem. Therefore the designer of the external cooling 7L27/38 24 kW
water system must make sure that the preheating
of the GenSets is not disturbed. 8L27/38 24 kW
9L27/38 24 kW
Preheating of stand-by auxiliary engines The figures are based on raising and maintain the
during sea operation engine temperature to 50°C (L21/31) / 40oC
Auxiliary engines in stand-by position are preheated (L27/38) (20 - 60°C) for a period of at least 10 hours
via the venting pipe (F3), leading to the expansion including the cooling water contained within the
tank, with HT water from the operating auxiliary engine.
engines. We will be pleased to make calculations for other
During preheating the non-return valve on the pre- conditions on request.
heated auxiliary engine will open due to the pres- The preheater can be of the electrical type. If suffi-
sure difference. The HT pumps on the operating cient central heating capacity is available, a plate
auxiliary engines will force the HT water down- type heat exchanger can be installed. It is important
wards, through the stand-by auxiliary engine, out of that the inhibited fresh water, used in the main
the (F1) HT inlet and back to the operating auxiliary engine cooling system, is not mixed with water from
engines, via the bypass manifold which intercon- the central heating system.
nect all the (F1) HT inlet lines.
Cyl. No. 5 6 7 8 9
The on/off valve can be controlled by "engine run"
signal or activated by lub. oil pressure. MAN can Quantity of water
deliver valves suitable for purpose. in eng: HT and
LT system (litre) 150 180 210 240 270
Please note that preheating pipe mounted before
on/off valve (size 3/4"-1" for guidance) connected to Expansion vol.
(litre) 10 12 13 15 20
either preheat unit (optional) or directly to expansion
tank pipe. This will deliver preheating water to Table 27: Showing cooling water data which are depending on
stand-by engine via (F3).
the number of cylinders.
The non-return valve in the venting pipe (F3) is
closed when the auxiliary engine is operating, and
deaerating to the expansion tank flows through the Circulating pump for preheater, item 38
small ø3 bore in the non-return valve disc. For preheating the engine a pump should be instal-
The small ø3 bore in the non-return valve disc will led to circulate high temperature cooling water
also enable the auxiliary engine to keep the recom- through the preheater.
mended cooling water temperature in the HT-sys-
tem during low load operation which is essential for Data for external preheating system, item
the combustion of HFO.
39
Preheating element, build-in High pressure from external cooling water pumps
may disturb the preheating of the engine. In order to
The preheating power required for electrical pre- avoid this, it is in most cases necessary to install
heating is stated below: automatic shut off valve at cooling water inlet, which
close when the engine is stopped.
L27/38, L21/31
The capacity of the external preheater should be remains with the yard and the shipowner. We
3.0-3.5 kW/cyl. The flow through the engine should reserve the right not to accept proposed coolers,
for each cylinder be approx. 4 l/min with flow from which seems to be insufficient for its purpose.
top and downwards and 25 l/min with flow from Also when using other types of closed cooling
bottom and upwards. water systems the HT and LT cooling water sys-
tems have to be separated.
Different arrangements of central cooling
systems Box cooler
There are many variations of centralised cooling The box cooling system has through many years
systems and we are available to discuss various proven to be a reliable closed cooling water system.
changes to suit an owner’s or builder’s specific The box cooler is a pre-manufactured tube bundle
wishes. for mounting in a sea chest.
For each plant, special consideration should be The movement of the sea water across the heat
given to the following design criteria: Sea water exchanger is initiated by the movement of the
temperatures, pressure loss in coolers, valves and heated sea water upwards because of the lower
pipes, pump capacities etc, for which reason these density compared with that of the surrounding
components have not been specified in this guide. water. This means that the heat transfer is less
dependant on the ship’s speed, compared to cool-
Closed cooling systems ers mounted on the shell of the vessel. However the
speed of the vessel does have some influence on
Several systems have been developed to avoid sea the cooling area. For vessels sailing at below 3
water. The benefits are: knots at MCR, ie tugs, dredgers etc, the speed has
▪ Minimising the use of expensive corrosion to be considered when designing the cooler.
resistant pipes, valves and pumps The temperature of the sea water has influence on
▪ Sea water pumps at reasonable costs the heat exchanger efficiency as well. We recom-
▪ No cleaning of plate type central heat exchang- mend that a temperature of 25°C or 32°C is used,
ers depending on the vessel’s operating area.
Such systems are advantageous in the following The tube bundle is normally of corrosion resistant
conditions: material with a non-metallic coating. The coating
protects the vessel from galvanic corrosion
▪ Sailing in shallow waters between the sea chest and the box cooler. Uncoa-
▪ Sailing in very cold waters ted coolers may be used, but special consideration
has to be given to the galvanic separation of the
▪ Sailing in corrosive waters (eg some harbours)
box cooler and the hull.
▪ Sailing in water with high contents of solids
In waters with mussels and shell fish these might
(dredging and some rivers)
want to live on the tube bundle, which the different
A disadvantage of most closed cooling water sys- box cooler manufacturers have different solutions to
tems is the poor heat transfer coefficient. avoid.
LT coolers with very small temperature differences If the box cooler is supplied by us, it consists of a
between the cooling water and the sea or raw steel frame for welding to the hull, a tube bundle
water, require a relatively large heat exchanger to and a topbox, delivered complete with counter
enable sufficient heat transfer. flanges, gaskets and bolts.
The L21/31 and L27/38 engine are a high efficient Design data:
main engine calling for high efficient coolers. There-
fore some designs cannot be recommended. Heat transfer: See planning data
We are available to offer advice for specific cooler Pressure drop Max 0.5 bar
types, but the final responsibility for design, pres- through all coolers:
sure losses, strength and system maintenance Min vessel Normally more than 3 knots
speed at MCR:
L27/38, L21/31
Other cooler types
Some traditional, low efficient coolers fitted to the
hull and often referred to as keel cooling, skin cool-
ing or tank cooling is not recommended for the
L21/31 and L27/38 engines. The layout of such
coolers is difficult and changes due to lack of effi-
ciency is very complicated and expensive. The low
temperature difference between the sea water and
the LT cooling water results in a very large cooling
water surface. Depending on the design of the
cooler, the waterflow around the hull and to the
propeller will be disturbed, causing increased hull
resistance and lower speed for the same power.
2018-01-08 - en
MAN Diesel & Turbo
1679794-8.2
Page 1 (1) Lifting instruction P 98 05 1
2015.02.04