当前位置:首页 >> 电力/水利 >>

船舶主机说明书L70MCC之一


MAN B&W Diesel A/S

L70MC-C Project Guide

6

L

70 MC - C

Mk 7
Mark: engine version Design C Compact engine, if applicable C Camsh

aft controlled Concept E Engine programme Diameter of piston in cm S Stroke/bore ratio L Super long stroke approximately 4.0 Long stroke approximately 3.3 approximately 2.8 Electronically controlled

K Short stroke Number of cylinders

Fig. 1.01: Engine type designation

430 100 100

198 32 62

1.01

MAN B&W Diesel A/S

L70MC-C Project Guide

Power, Speed and SFOC
L70MC-C Bore: 700 mm Stroke: 2360 mm

Power

L1

L3 L2 L4

Speed

Power and speed
Mean effective pressure bar 19.0 15.2 19.0 15.2 4 12440 16880 9920 10480 8360 5 15550 21100 12400 13100 10450 Power kW BHP

Engine speed Layout r/min L1 L2 L3 L4 108 108 91 91

Number of cylinders 6 18660 25320 14880 15720 12540 7 21770 29540 17360 18340 14630 8 24880 33760 19840 20960 16720

Fuel and lubricating oil consumption
Specific fuel oil consumption At load Layout point With high efficiency turbocharger 100% L1 L2 L3 L4 170 125 163 170 163 80% 167 g/kWh g/BHPh With conventional turbocharger 100% 172 127 165 172 165 80% 169 Lubricating oil consumption System oil Approximate kg/cyl. 24 hours Cylinder oil g/kWh g/BHPh Mechanical MAN B&W Alpha cyl. cyl. lubricator lubricator 5-6.5 0.8-1.2 0.6-0.9 0.7-1.1 0.5-0.8

160 167 160

162 169 162

178 49 00-8.0

Fig. 1.02: Fuel and lubricating oil consumption

402 000 100

198 32 63

1.02

MAN B&W Diesel A/S

L70MC-C Project Guide

Engine Power Range and Fuel Consumption
Engine Power
The table contains data regarding the engine power, speed and specific fuel oil consumption of the L70MC-C. Engine brake power is specified in kW and in metric horsepower (1 BHP= 75 kpm/s), in rounded figures, for each cylinder number and layout points L1, L2, L3 and L4: L1 designates nominal maximum continuous rating (nominal MCR), at 100% engine power and 100% engine speed. L2, L3 and L4 designate layout points at the other three corners of the layout area, chosen for easy reference. The mean effective pressure is: L1 - L3 bar kp/cm2 19.0 19.3 L2 - L4 15.2 15.5 Although the engine will develop the power specified up to tropical ambient conditions, specific fuel oil consumption varies with ambient conditions and fuel oil lower calorific value. For calculation of these changes, see the following pages.

SFOC guarantee The figures given in this project guide represent the values obtained when the engine and turbocharger are matched with a view to obtaining the lowest possible SFOC values and fulfilling the IMO NOx emission limitations. The Specific Fuel Oil Consumption (SFOC) is guaranteed for one engine load (power-speed combination), this being the one in which the engine is optimised. The guarantee is given with a margin of 5%. As SFOC and NOx are interrelated parameters, an engine offered without fulfilling the IMO NOx limitations is subject to a tolerance of only 3% of the SFOC.

Overload corresponds to 110% of the power at MCR, and may be permitted for a limited period of one hour every 12 hours. The engine power figures given in the tables remain valid up to tropical conditions at sea level, as stated in IACS M28 ’Ambient Reference Conditions (1978)’, i.e.: Tropical conditions: Blower inlet temperature . . . . . . . . . . . . . . . . 45 °C Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar Seawater temperature . . . . . . . . . . . . . . . . . . 32 °C Relative humidity . . . . . . . . . . . . . . . . . . . . . . 60%

Lubricating oil data The cylinder oil consumption figures stated in the tables are valid under normal conditions. During running-in periodes and under special conditions, feed rates of up to 1.5 times the stated values should be used.

Specific fuel oil consumption (SFOC) Specific fuel oil consumption values refer to brake power, and the following reference conditions: ISO 3046/1-1995: Blower inlet temperature . . . . . . . . . . . . . . . . 25 °C Blower inlet pressure . . . . . . . . . . . . . . 1000 mbar Charge air coolant temperature . . . . . . . . . . . 25 °C Fuel oil lower calorific value . . . . . . . . 42,707 kJ/kg (10,200 kcal/kg)

400 000 060

198 32 64

1.03

MAN B&W Diesel A/S

L70MC-C Project Guide
r/min 120 110 100 90 bar 20 18 16 14 bar(abs)

Engine speed

Mean effective pressure

160 140 120

12

Maximum pressure

100 80

P-Max

bar (abs) 4.

Compression pressure 60 40

P-Comp

3.

dg.C Scavenge air pressure Exhaust gas temperature inlet to turbocharger 400 350 2.

T-Exhaust gas

300 Exhaust gas temperature outlet from turbocharger 250

1.

200 g/kWh 180 Specified fuel oil consumption 170 160 150 50% 1555 75% 2333 100% 3110 LOAD kW/CYL
178 24 53-9.0

Fig. 1.03: Performance curves

430 100 500

1.04

P-Scav.
198 32 65

MEP

MAN B&W Diesel A/S

L70MC-C Project Guide

Description of Engine
The engines built by our licensees are in accordance with MAN B&W drawings and standards. In a few cases, some local standards may be applied; however, all spare parts are interchangeable with MAN B&W designed parts. Some other components can differ from MAN B&W’s design because of production facilities or the application of local standard components. In the following, reference is made to the item numbers specified in the ‘Extent of Delivery’ (EoD) forms, both for the basic delivery extent and for any options mentioned.

Thrust Bearing
The chain drive and the thrust bearing are located in the aft end. The thrust bearing is of the B&W-Michell type, and consists, primarily, of a thrust collar on the crankshaft, a bearing support, and segments of steel with white metal. The thrust shaft is thus an integrated part of the crankshaft. The propeller thrust is transferred through the thrust collar, the segments, and the bedplate, to the engine seating and end chocks. The thrust bearing is lubricated by the engine’s main lubricating oil system.

Bedplate and Main Bearing
The bedplate is made in one part with the chain drive placed at the thrust bearing in the aft end of the engine. The bedplate consists of high, welded, longitudinal girders and welded cross girders with cast steel bearing supports. For fitting to the engine seating, long, elastic holding-down bolts, and hydraulic tightening tools, can be supplied as an option: 4 82 602 and 4 82 635, respectively. The bedplate is made without taper if mounted on epoxy chocks (4 82 102), or with taper 1:100, if mounted on cast iron chocks, option 4 82 101. The oil pan, which is made of steel plate and is welded to the bedplate, collects the return oil from the forced lubricating and cooling oil system. The oil outlets from the oil pan are normally vertical (4 40 101) and are provided with gratings. Horizontal outlets at both ends can be arranged as an option: 4 40 102. The main bearings consist of thin walled steel shells lined with bearing metal. The bottom shell can, by means of special tools, and hydraulic tools for lifting the crankshaft, be rotated out and in. The shells are kept in position by a bearing cap.

Turning Gear and Turning Wheel
The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The turning wheel is driven by a pinion on the terminal shaft of the turning gear, which is mounted on the bedplate. The turning gear is driven by an electric motor with built-in gear and chain drive with brake. The electric motor is provided with insulation class B and enclosure IP44. The turning gear is equipped with a blocking device that prevents the main engine from starting when the turning gear is engaged. Engagement and disengagement of the turning gear is effected manually by an axial movement of the pinion. A control device for turning gear, consisting of starter and manual remote control box, with 15 metres of cable, can be ordered as an option: 4 80 601.

Frame Box
The frame box is of welded design. On the exhaust side, it is provided with relief valves for each cylinder while, on the camhaft side, it is provided with a large hinged door for each cylinder. The crosshead guides are welded on to the frame box.

430 100 042

198 32 67

1.05

MAN B&W Diesel A/S
The frame box is attached to the bedplate with screws. The frame box, bedplate and cylinder frame are tightened together by twin stay bolts. The stay bolts are made in one part. Two part stay bolts is an option: 4 30 132.

L70MC-C Project Guide

Cylinder Cover
The cylinder cover is of forged steel, made in one piece, and has bores for cooling water. It has a central bore for the exhaust valve and bores for fuel valves, safety valve, starting valve and indicator valve. The cylinder cover is attached to the cylinder frame with 8 studs and nuts tightened by hydraulic jacks.

Cylinder Frame, Cylinder Liner and Stuffing Box
The cylinder frame is cast with integrated camshaft frame and the chain drive located at the aft end. It is made of cast iron and is attached to the frame box with screws. The cylinder frame is provided with access covers for cleaning the scavenge air space and for inspection of scavenge ports and piston rings from the camshaft side. Together with the cylinder liner it forms the scavenge air space. The cylinder frame has ducts for piston cooling oil inlet. The scavenge air receiver, chain drive, turbocharger, air cooler box and gallery brackets are located at the cylinder frame. At the bottom of the cylinder frame there is a piston rod stuffing box, which is provided with sealing rings for scavenge air, and with oil scraper rings which prevent oil from coming up into the scavenge air space. Drains from the scavenge air space and the piston rod stuffing box are located at the bottom of the cylinder frame. The cylinder liner is made of alloyed cast iron and is suspended in the cylinder frame with a low-situated flange. The top op the cylinder liner is bore-cooled and, just below a short cooling jacket is fitted. The cylinder liner has scavenge ports and drilled holes for cylinder lubrication. The camshaft is embedded in bearing shells lined with white metal in the camshaft frame.

Exhaust Valve and Valve Gear
The exhaust valve consists of a valve housing and a valve spindle. The valve housing is of cast iron and arranged for water cooling. The housing is provided with a bottom piece of steel with a flame hardened seat. The bottom piece is water cooled. The spindle is made of Nimonic. The housing is provided with a spindle guide. The exhaust valve is tightened to the cylinder cover with studs and nuts. The exhaust valve is opened hydraulically and closed by means of air pressure. In operation, the valve spindle slowly rotates, driven by the exhaust gas acting on small vanes fixed to the spindle. The hydraulic system consists of a piston pump mounted on the roller guide housing, a high-pressure pipe, and a working cylinder on the exhaust valve. The piston pump is activated by a cam on the camshaft. Sealing oil for the exhaust valve spindle guide is provided.

Fuel Valves, Starting Valve, Safety Valve and Indicator Valve
Each cylinder cover is equipped with two fuel valves, one starting valve, one safety valve, and one indicator valve. The opening of the fuel valves is controlled by the fuel oil high pressure created by the fuel pumps, and the valve is closed by a spring. An automatic vent slide allows circulation of fuel oil through the valve and high pressure pipes, and prevents the compression chamber from being filled up with fuel oil in the event that the valve spindle is sticking when the engine is stopped. Oil from the

430 100 042

198 32 67

1.06

MAN B&W Diesel A/S
vent slide and other drains is led away in a closed system. The starting valve is opened by control air from the starting air distributor and is closed by a spring. The safety valve is spring-loaded.

L70MC-C Project Guide

Axial Vibration Damper
The engine is fitted with an axial vibration damper, which is mounted on the fore end of the crankshaft. The damper consists of a piston and a split-type housing located forward of the foremost main bearing. The piston is made as an integrated collar on the main journal, and the housing is fixed to the main bearing support. A mechanical device for check of the functioning of the vibration damper is fitted. 4,5 and 6 cylinder engines are equipped with an axial vibration monitor (4 31 117). Plants equipped with Power Take Off at the fore end are also to be equipped with the axial vibration monitor, option: 4 31 116.

Indicator Drive
In its basic execution, the engine is not fitted with an indicator drive, it is an option: 4 30 141 The indicator drive consists of a cam fitted on the camshaft and a spring-loaded spindle with roller which moves up and down, corresponding to the movement of the piston within the engine cylinder. At the top, the spindle has an eye to which the indicator cord is fastened after the indicator has been mounted on the indicator valve.

Connecting Rod
The connecting rod is made of forged or cast steel and provided with bearing caps for the crosshead and crankpin bearings. The crosshead and crankpin bearing caps are secured to the connecting rod by studs and nuts which are tightened by hydraulic jacks. The crosshead bearing consists of a set of thin-walled steel shells, lined with bearing metal. The crosshead bearing cap is in one piece, with an angular cut-out for the piston rod. The crankpin bearing is provided with thin-walled steel shells, lined with bearing metal. Lube oil is supplied through ducts in the crosshead and connecting rod.

Crankshaft
The crankshaft is of the semi-built type. The semi-built type is made from forged or cast steel throws. The crankshaft incorporates the thrust shaft. At the aft end, the crankshaft is provided with a flange for the turning wheel and for coupling to the intermediate shaft. At the front end, the crankshaft is fitted with a flange for the fitting of a tuning wheel and/or counterweights for balancing purposes, if needed. The flange can also be used for a power take-off, if so desired. The power take-off can be supplied at extra cost, option: 4 85 000. Coupling bolts and nuts for joining the crankshaft together with the intermediate shaft are not normally supplied. These can be ordered as an option: 4 30 602.

Piston, Piston Rod and Crosshead
The piston consists of a piston crown and piston skirt. The piston crown is made of heat-resistant steel and has four ring grooves which are hard- chrome plated on both the upper and lower surfaces of the grooves. The piston crown is with ‘high topland’, i.e. the distance between the piston top and the upper piston ring has been increased.

430 100 042

198 32 67

1.07

MAN B&W Diesel A/S
The upper piston ring is a CPR type (Controlled Pressure Relief) whereas the other three piston rings are with an oblique cut. The uppermost piston ring is higher than the lower ones. The piston skirt is of cast iron. The piston rod is of forged steel and is surfacehardened on the running surface for the stuffing box. The piston rod is connected to the crosshead with four screws. The piston rod has a central bore which, in conjunction with a cooling oil pipe, forms the inlet and outlet for cooling oil. The crosshead is of forged steel and is provided with cast steel guide shoes with white metal on the running surface. The telescopic pipe for oil inlet and the pipe for oil outlet are mounted on the guide shoes.

L70MC-C Project Guide
The fuel oil pumps are provided with a puncture valve, which prevents high pressure from building up during normal stopping and shut down. The fuel oil high-pressure pipes are equipped with protective hoses and are neither heated nor insulated.

Camshaft and Cams
The camshaft is made in one or two pieces depending on the number of cylinders, with fuel cams, exhaust cams, thrust disc and chain wheel shrunk onto the shaft. The exhaust cams and fuel cams are of steel, with a hardened roller race. They can be adjusted and dismantled hydraulically.

Fuel Pump and Fuel Oil High-Pressure Pipes
The engine is provided with one fuel pump for each cylinder. The fuel pump consists of a pump housing of nodular cast iron, a centrally placed pump barrel, and plunger of nitrated steel. In order to prevent fuel oil from being mixed with the lubricating oil, the pump actuator is provided with a sealing arrangement. The pump is activated by the fuel cam, and the volume injected is controlled by turning the plunger by means of a toothed rack connected to the regulating mechanism. In the basic design the adjustment of the pump lead is effected by inserting shims between the top cover and the pump housing. As an option: (4 35 104) the engine can be fitted with fuel pumps with Variable Injection Timing (VIT) for optimised fuel economy at part load. The VIT principle uses the fuel regulating shaft position as the controlling parameter. The roller guide housing is provided with a manual lifting device (4 35 130) which, during turning of the engine, can lift the roller guide free of the cam.

Chain Drive
The camshaft is driven from the crankshaft by two chains. The chain wheel is bolted on to the side of the thrust collar. The chain drive is provided with a chain tightener and guide bars to support the long chain lengths.

Reversing
Reversing of the engine takes place by means of an angular displaceable roller in the driving mechanism for the fuel pump of each engine cylinder. The reversing mechanism is activated and controlled by compressed air supplied to the engine. The exhaust valve gear is not reversible.

2nd order Moment Compensators
These are relevant only for 4, 5 or 6-cylinder engines, and can be mounted either on the aft end or on both fore end and aft end. The aft-end compensator consists of balance weights built into the camshaft chain drive, option: 4 31 203.

430 100 042

198 32 67

1.08

MAN B&W Diesel A/S
The fore-end compensator consists of balance weights driven from the fore end of the crankshaft, option: 4 31 213.

L70MC-C Project Guide
The lubricators have built-in capability for adjustment of the oil quantity. They are of the ‘Sight Feed Lubricator’ type and are provided with a sight glass for each lubricating point.

Tuning Wheel/Torsional Vibration Damper
A tuning wheel, option: 4 31 101 or torsional vibration damper, option: 4 31 105 is to be ordered separately based upon the final torsional vibration calculations. All shaft and propeller data are to be forwarded by the yard to the engine builder, see chapter 7.

Manoeuvring System (prepared for Bridge Control)
The engine is provided with a pneumatic/electric manoeuvring and fuel oil regulating system. The system transmits orders from the separate manoeuvring console to the engine. The regulating system makes it possible to start, stop, and reverse the engine and to control the engine speed. The speed control handle on the manoeuvring console gives a speed-setting signal to the governor, dependent on the desired number of revolutions. At a shut down function, the fuel injection is stopped by activating the puncture valves in the fuel pumps, independent of the speed control handle’s position. Reversing is effected by moving the speed control handle from ‘Stop’ to ‘Start astern’ position. Control air then moves the starting air distributor and, through an air cylinder, the displaceable roller in the driving mechanism for the fuel pump, to the ‘Astern’ position. The engine is provided with engine side mounted control console and instrument panel.

Governor
The engine is to be provided with an electronic/mechanical governor of a make approved by MAN B&W Diesel A/S, i.e.: Lyngs? Marine A/S type EGS 2000 or 2100 . . . . . . . . option: 4 65 172 Kongsberg Norcontrol Automation A/S type DGS 8800e . . . . . . . . . . . . . option: 4 65 174 Siemens type SIMOS SPC 33 . . . . . . . . . . option: 4 65 177 The speed setting of the actuator is determined by an electronic signal from the electronic governor based on the position of the main engine regulating handle.

Cylinder Lubricators
The cylinder lubricating system can be of either the MAN B&W Alpha (4 42 105) or the Hans Jensen mechanical (4 42 110) type. The MAN B&W Alpha cylinder lubricating system is designed to supply cylinder oil intermittently, e.g. every four, five, six, etc. engine revolutions, at a contant pressure and with electronically controlled timing and dosage at a defined position. The Hans Jensen mechanical cylinder lubricating system is both speed and load change dependent. The lubricators are controlled by the engine revolutions, and are mounted at the fore end of the engine.

430 100 042

198 32 67

1.09

MAN B&W Diesel A/S

L70MC-C Project Guide
4 59 301-309. The turbocharger is equipped with an electronic tacho system with pick-ups, converter and indicator for mounting in the engine control room.

Gallery Arrangement
The engine is provided with gallery brackets, stanchions, railings and platforms (exclusive of ladders). The brackets are placed at such a height that the best possible overhauling and inspection conditions are achieved. The upper gallery platform on the camshaft side is provided with two overhauling holes for piston. The engine is prepared for top bracings on the exhaust side (4 83 110), or on the camshaft side, option 4 83 111.

Scavenge Air Cooler
The engine is fitted with air cooler(s) of the monoblock type, one per turbocharger for a seawater cooling system designed for a pressure of up to 2.0-2.5 bar working pressure (4 54 130) or central cooling with freshwater of maximum 4.5 bar working pressure, option: 4 54 132. The air cooler is so designed that the difference between the scavenge air temperature and the water inlet temperature (at the optimising point) can be kept at a maximum of 12°C. The end covers are of coated cast iron (4 54 150), or alternatively of bronze, option: 4 54 151 The cooler is provided with equipment for cleaning of: Air side: Standard showering system (cleaning pump unit including tank and filter, yard supply) Water side: Cleaning brush

Scavenge Air System
The air intake to the turbocharger takes place direct from the engine room through the intake silencer of the turbocharger. From the turbocharger, the air is led via the charging air pipe, air cooler and scavenge air receiver to the scavenge ports of the cylinder liners. The charging air pipe between the turbocharger and the air cooler is provided with a compensator and is heat insulated on the outside. See chapter 6.09.

Exhaust Turbocharger
The engine can be fitted with MAN B&W (4 59 101, 4 59 101a) ABB (4 59 102) or Mitsubishi (4 59 103) turbochargers arranged on the exhaust side of the engine. Alternatively, the turbocharger can be located on the aft end, option: 4 59 124. The turbocharger is provided with: a) Equipment for water washing of the compressor side . b) Equipment for dry cleaning of the turbine side. c) Water washing on the turbine side is mounted for the MAN B&W and ABB turbochargers. The gas outlet can be 15°/30°/45°/60°/75°/90° from vertical, away from the engine. See either of options

Exhaust Gas System
From the exhaust valves, the gas is led to the exhaust gas receiver where the fluctuating pressure from the individual cylinders is equalised, and the total volume of gas led further on to the turbocharger at a constant pressure. Compensators are fitted between the exhaust valves and the receiver, and between the receiver and the turbocharger. The exhaust gas receiver and exhaust pipes are provided with insulation, covered by galvanized steel plating.

430 100 042

198 32 67

1.10

MAN B&W Diesel A/S
There is a protective grating between the exhaust gas receiver and the turbocharger. After the turbocharger, the gas is led via the exhaust gas outlet transition piece, option: 4 60 601 and a compensator, option: 4 60 610 to the external exhaust pipe system, which is yard’s supply. See also chapter 6.10.

L70MC-C Project Guide
The electrical control panel and starters for two auxiliary blowers can be delivered as an option: 4 55 650.

Piping Arrangements
The engine is delivered with piping arrangements for: Fuel oil Heating of fuel oil pipes Lubricating and piston cooling oil Cylinder lubricating oil Lubricating of turbocharger Cooling water to scavenge air cooler Jacket and turbocharger cooling water Cleaning of turbocharger Fire extinguishing for scavenge air space Starting air Control air Safety air Oil mist detector Various drain

Auxiliary Blower
The engine is provided with two electrically-driven blowers (4 55 150). The suction side of the blowers is connected to the scavenge air space after the air cooler. Between the air cooler and the scavenge air receiver, non-return valves are fitted which automatically close when the auxiliary blowers supply the air. Both auxiliary blowers will start operating before the engine is started and will ensure sufficient scavenge air pressure to obtain a safe start. During operation of the engine, both auxiliary blowers will start automatically each time the engine load is reduced to about 30-40%, and they will continue operating until the load again exceeds approximately 40-50%. In cases where one of the auxiliary blowers is out of service, the other auxiliary blower will automatically compensate without any manual adjustment of the valves, thus avoiding any engine load reduction. This is achieved by the automatically working non-return valves in the pressure side of the blowers. The electric motors are of the totally enclosed, fan cooled, single speed type, with insulation min. class B and enclosure minimum IP44.

All piping arrangements are made of steel piping, except the control air, safety air and steam heating of fuel pipes which are made of copper. The pipes for sea cooling water to the air cooler are of: Galvanised steel . . . . . . . . . . . . . . . . . 4 45 130, or Thick-walled, galvanised steel, option 4 45 131, or Aluminium brass, . . . . . . . . . . . option 4 45 132, or Copper nickel, . . . . . . . . . . . . . . . . option 4 45 133

In the case of central cooling, the pipes for freshwater to the air cooler are of steel. The pipes are provided with sockets for local instruments, alarm and safety equipment and, furthermore, with a number of sockets for supplementary signal equipment.

430 100 042

198 32 67

1.11

MAN B&W Diesel A/S
The inlet and return fuel oil pipes (except branch pipes) are heated with: Steam tracing . . . . . . . . . . . . . . . . . . . 4 35 110, or Electrical tracing . . . . . . . . . . . option: 4 35 111, or Thermal oil tracing . . . . . . . . . . . . option: 4 35 112 The fuel oil drain pipe is heated by jacket cooling water. The above heating pipes are normally delivered without insulation, (4 35 120). If the engine is to be transported as one unit, insulation can be mounted as an option: 4 35 121. The engine’s external pipe connections are in accordance with DIN and ISO standards: ? Sealed, without counterflanges in one end, and with blank counterflanges and bolts in the other end of the piping (4 30 201), or ? With blank counterflanges and bolts in both ends of the piping, option: 4 30 202, or ? With drilled counterflanges and bolts, option: 4 30 203 A fire extinguishing system for the scavenge air box will be provided, based on: Steam . . . . . . . . . . . . . . . . . . . . . . . . . 4 55 140, or Water mist . . . . . . . . . . . . . . . . option: 4 55 142, or CO2 (excluding bottles). . . . . . . . . option: 4 55 143

L70MC-C Project Guide

Starting Air Pipes
The starting air system comprises a main starting valve, a non-return valve, a bursting disc on the branch pipe to each cylinder, a starting air distributor, and a starting valve on each cylinder. The main starting valve is connected with the manoeuvring system, which controls the start of the engine. See also chapter 6.08. A slow turning valve with actuator can be ordered as an option: 4 50 140. The starting air distributor regulates the supply of control air to the starting valves so they supply the engine cylinders with starting air in the correct firing order. The starting air distributor has one set of starting cams for ‘Ahead’ and one set for ‘Astern’, as well as one control valve for each cylinder.

430 100 042

198 32 67

1.12

MAN B&W Diesel A/S

L70MC-C Project Guide

178 49 02-1.0

Fig.1.04: Engine cross section

430 100 018

198 32 68

1.13

MAN B&W Diesel A/S

L70MC-C Project Guide

2 Engine Layout and Load Diagrams
Introduction
The effective brake power ‘Pb’ of a diesel engine is proportional to the mean effective pressure pe and engine speed ‘n’, i.e. when using ‘c’ as a constant: Pb = c x pe x n so, for constant mep, the power is proportional to the speed: Pb = c x n1 (for constant mep) When running with a Fixed Pitch Propeller (FPP), the power may be expressed according to the propeller law as: Pb = c x n3 (propeller law) Thus, for the above examples, the brake power Pb may be expressed as a power function of the speed ‘n’ to the power of ‘i’, i.e.: Pb = c x ni Fig. 2.01a shows the relationship for the linear functions, y = ax + b, using linear scales. The power functions Pb = c x ni, see Fig. 2.01b, will be linear functions when using logarithmic scales. log (Pb) = i x log (n) + log (c)

178 05 40-3.0

Fig. 2.01b: Power function curves in logarithmic scales

Thus, propeller curves will be parallel to lines having the inclination i = 3, and lines with constant mep will be parallel to lines with the inclination i = 1. Therefore, in the Layout Diagrams and Load Diagrams for diesel engines, logarithmic scales are used, making simple diagrams with straight lines.

Propulsion and Engine Running Points
Propeller curve The relation between power and propeller speed for a fixed pitch propeller is as mentioned above described by means of the propeller law, i.e. the third power curve: Pb = c x n3 , in which: Pb = engine power for propulsion n = propeller speed c = constant

Propeller design point Normally, estimations of the necessary propeller power and speed are based on theoretical calculations for loaded ship, and often experimental tank tests, both assuming optimum operating conditions, i.e. a clean hull and good weather. The combination of speed and power obtained may be called the ship’s propeller design point (PD), placed on the

178 05 40-3.0

Fig. 2.01a: Straight lines in linear scales

402 000 004

198 32 69

2.01

MAN B&W Diesel A/S
light running propeller curve 6. See Fig. 2.02. On the other hand, some shipyards, and/or propeller manufacturers sometimes use a propeller design point (PD’) that incorporates all or part of the so-called sea margin described below.

L70MC-C Project Guide
When determining the necessary engine power, it is therefore normal practice to add an extra power margin, the so-called sea margin, which is traditionally about 15% of the propeller design (PD) power. When determining the necessary engine speed considering the influence of a heavy running propeller for operating at large extra ship resistance, it is recommended - compared to the clean hull and calm weather propeller curve 6 - to choose a heavier propeller curve 2 for engine layout, and the propeller curve for clean hull and calm weather in curve 6 will be said to represent a ‘light running’ (LR) propeller. Compared to the heavy engine layout curve 2 we recommend to use a light running of 3.0-7.0% for design of the propeller.

Fouled hull

Continuous service rating (S) The Continuous service rating is the power at which the engine is normally assumed to operate, and point S is identical to the service propulsion point (SP) unless a main engine driven shaft generator is installed.

Line 2 Propulsion curve, fouled hull and heavy weather (heavy running), recommended for engine layout Line 6 Propulsion curve, clean hull and calm weather (light running), for propeller layout MP Specified MCR for propulsion SP Continuous service rating for propulsion PD Propeller design point HR Heavy running LR Light running
178 05 41-5.4

Engine margin Besides the sea margin, a so-called ‘engine margin’ of some 10% is frequently added. The corresponding point is called the ‘specified MCR for propulsion’ (MP), and refers to the fact that the power for point SP is 10% lower than for point MP. Point MP is identical to the engine’s specified MCR point (M) unless a main engine driven shaft generator is installed. In such a case, the extra power demand of the shaft generator must also be considered. Note: Light/heavy running, fouling and sea margin are overlapping terms. Light/heavy running of the propeller refers to hull and propeller deterioration and heavy weather and, – sea margin i.e. extra power to the propeller, refers to the influence of the wind and the sea. However, the degree of light running must be decided upon experience from the actual trade and hull design.

Fig. 2.02: Ship propulsion running points and engine layout

When the ship has sailed for some time, the hull and propeller become fouled and the hull’s resistance will increase. Consequently, the ship speed will be reduced unless the engine delivers more power to the propeller, i.e. the propeller will be further loaded and will be heavy running (HR). As modern vessels with a relatively high service speed are prepared with very smooth propeller and hull surfaces, the fouling after sea trial, therefore, will involve a relatively higher resistance and thereby a heavier running propeller. If, at the same time the weather is bad, with head winds, the ship’s resistance may increase compared to operating at calm weather conditions.

402 000 004

198 32 69

2.02

MAN B&W Diesel A/S
Constant ship speed lines The constant ship speed lines a, are shown at the very top of Fig. 2.02, indicating the power required at various propeller speeds in order to keep the same ship speed, provided that, for each ship speed, the optimum propeller diameter is used, taking into consideration the total propulsion efficiency.

L70MC-C Project Guide
The optimising point O is the rating at which the turbocharger is matched, and at which the engine timing and compression ratio are adjusted.

Optimising point (O) for engine with VIT The engine can be fitted with VIT fuel pumps, option: 4 35 104, in order to improve the SFOC. The optimising point O is placed on line 1 of the load diagram, and the optimised power can be from 85 to 100% of point M's power, when turbocharger(s) and engine timing are taken into consideration. When optimising between 93.5% and 100% of point M's power, overload running will still be possible (110% of M). The optimising point O is to be placed inside the layout diagram. In fact, the specified MCR point M can, in special cases, be placed outside the layout diagram, but only by exceeding line L1-L2, and of course, only provided that the optimising point O is located inside the layout diagram and provided that the MCR power is not higher than the L1 power.

Engine Layout Diagram
An engine’s layout diagram is limited by two constant mean effective pressure (mep) lines L1-L3 and L2-L4, and by two constant engine speed lines L1-L2 and L3-L4, see Fig. 2.02. The L1 point refers to the engine’s nominal maximum continuous rating. Within the layout area there is full freedom to select the engine’s specified MCR point M which suits the demand of propeller power and speed for the ship. On the horizontal axis the engine speed and on the vertical axis the engine power are shown in percentage scales. The scales are logarithmic which means that, in this diagram, power function curves like propeller curves (3rd power), constant mean effective pressure curves (1st power) and constant ship speed curves (0.15 to 0.30 power) are straight lines.

Load Diagram
Definitions

Specified maximum continuous rating (M) Based on the propulsion and engine running points, as previously found, the layout diagram of a relevant main engine may be drawn-in. The specified MCR point (M) must be inside the limitation lines of the layout diagram; if it is not, the propeller speed will have to be changed or another main engine type must be chosen. Yet, in special cases point M may be located to the right of the line L1-L2, see ‘Optimising Point’ below. The load diagram, Fig. 2.03, defines the power and speed limits for continuous as well as overload operation of an installed engine having an optimising point O and a specified MCR point M that confirms the ship’s specification. Point A is a 100% speed and power reference point of the load diagram, and is defined as the point on the propeller curve (line 1), through the optimising point O, having the specified MCR power. Normally, point M is equal to point A, but in special cases, for example if a shaft generator is installed, point M may be placed to the right of point A on line 7. The service points of the installed engine incorporate the engine power required for ship propulsion and shaft generator, if installed.

Optimising point (O) = specified MCR (M) for engine without VIT The engine type is in its basic design not fitted with VIT fuel pumps, so the specified MCR is the point at which the engine is optimised – point M coincides with point O.

402 000 004

198 32 69

2.03

MAN B&W Diesel A/S
Limits for continuous operation The continuous service range is limited by four lines: Line 3 and line 9: Line 3 represents the maximum acceptable speed for continuous operation, i.e. 105% of A. If, in special cases, A is located to the right of line L1-L2, the maximum limit, however, is 105% of L1. During trial conditions the maximum speed may be extended to 107% of A, see line 9. The above limits may in general be extended to 105%, and during trial conditions to 107%, of the nominal L1 speed of the engine, provided the torsional vibration conditions permit. The overspeed set-point is 109% of the speed in A, however, it may be moved to 109% of the nominal speed in L1, provided that torsional vibration conditions permit. Running above 100% of the nominal L1 speed at a load lower than about 65% specified MCR is, however, to be avoided for extended periods. Only plants with controllable pitch propellers can reach this light running area. Line 4: Represents the limit at which an ample air supply is available for combustion and imposes a limitation on the maximum combination of torque and speed. Line 5: Represents the maximum mean effective pressure level (mep), which can be accepted for continuous operation. Line 7: Represents the maximum power for continuous operation.

L70MC-C Project Guide

A M O Line 1 Line 2 Line 3 Line 4 Line 5 Line 6 Line 7 Line 8 Line 9

100% reference point Specified MCR point Optimising point Propeller curve through optimising point (i = 3) (engine layout curve) Propeller curve, fouled hull and heavy weather – heavy running (i = 3) Speed limit Torque/speed limit (i = 2) Mean effective pressure limit (i = 1) Propeller curve, clean hull and calm weather – light running (i = 3), for propeller layout Power limit for continuous running (i = 0) Overload limit Speed limit at sea trial

Point M to be located on line 7 (normally in point A)

178 39 18-4.1

Fig. 2.03a: Engine load diagram for engine without VIT

178 05 42-7.3

Fig. 2.03b: Engine load diagram for engine with VIT

402 000 004

198 32 69

2.04

MAN B&W Diesel A/S
Limits for overload operation The overload service range is limited as follows: Line 8: Represents the overload operation limitations.

L70MC-C Project Guide
It is therefore of utmost importance to consider, already at the project stage, if the specification should be prepared for a later power increase. This is to be indicated in item 4 02 010 of the Extent of Delivery.

Examples of the use of the Load Diagram
The area between lines 4, 5, 7 and the heavy dashed line 8 is available for overload running for limited periods only (1 hour per 12 hours). In the following are some examples illustrating the flexibility of the layout and load diagrams and the significant influence of the choice of the optimising point O. The upper diagrams of the examples show engines without VIT fuel pumps, i.e. point A = O, the lower diagrams show engines with VIT fuel pumps for which the optimising point O is normally different from the specified MCR point M as this can improve the SFOC at part load running. Example 1 shows how to place the load diagram for an engine without shaft generator coupled to a fixed pitch propeller. In example 2 are diagrams for the same configuration, here with the optimising point to the left of the heavy running propeller curve (2) obtaining an extra engine margin for heavy running. Example 3 shows the same layout for an engine with fixed pitch propeller (example 1), but with a shaft generator. Example 4 shows a special case with a shaft generator. In this case the shaft generator is cut off, and the GenSets used when the engine runs at specified MCR. This makes it possible to choose a smaller engine with a lower power output. Example 5 shows diagrams for an engine coupled to a controllable pitch propeller, with or without a shaft generator. Example 6 shows where to place the optimising point for an engine coupled to a controllable pitch propeller. For a project, the layout diagram shown in Fig. 2.10 may be used for construction of the actual load diagram.

Recommendation Continuous operation without limitations is allowed only within the area limited by lines 4, 5, 7 and 3 of the load diagram, except for CP propeller plants mentioned in the previous section. The area between lines 4 and 1 is available for operation in shallow waters, heavy weather and during acceleration, i.e. for non-steady operation without any strict time limitation. After some time in operation, the ship’s hull and propeller will be fouled, resulting in heavier running of the propeller, i.e. the propeller curve will move to the left from line 6 towards line 2, and extra power is required for propulsion in order to keep the ship’s speed. In calm weather conditions, the extent of heavy running of the propeller will indicate the need for cleaning the hull and possibly polishing the propeller. Once the specified MCR (and the optimising point) has been chosen, the capacities of the auxiliary equipment will be adapted to the specified MCR, and the turbocharger etc. will be matched to the optimised power. If the specified MCR (and/or the optimising point) is to be increased later on, this may involve a change of the pump and cooler capacities, retiming of the engine, change of the fuel valve nozzles, adjusting of the cylinder liner cooling, as well as rematching of the turbocharger or even a change to a larger size of turbocharger. In some cases it can also require larger dimensions of the piping systems.

402 000 004

198 32 69

2.05

MAN B&W Diesel A/S

L70MC-C Project Guide

Example 1: Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
Without VIT

178 39 20-6.1

With VIT

M S O A MP SP

Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion

Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) is equal to line 2 Line 7 Constant power line through specified MCR (M) Point A Intersection between line 1 and 7
178 05 44-0.6

Fig. 2.04a: Example 1, Layout diagram for normal running conditions, engine with FPP, without shaft generator

Fig. 2.04b: Example 1, Load diagram for normal running conditions, engine with FPP, without shaft generator

For engines without VIT, the optimising point O will have the same power as point M and its propeller curve 1 for engine layout will normally be selected on the engine service curve 2 (for fouled hull and heavy weather), as shown in the upper diagram of Fig. 2.04a.

For engines with VIT, the optimising point O and its propeller curve 1 will normally be selected on the engine service curve 2, see the lower diagram of Fig. 2.04a. Point A is then found at the intersection between propeller curve 1 (2) and the constant power curve through M, line 7. In this case point A is equal to point M.

402 000 004

198 28 26

2.06

MAN B&W Diesel A/S

L70MC-C Project Guide

Example 2: Special running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
Without VIT

178 39 23-1.0

With VIT

M S O A MP SP

Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion

Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) is equal to line 2 Line 7 Constant power line through specified MCR (M) Point A Intersection between line 1 and 7
178 15 46-4.6

Fig. 2.05a: Example 2, Layout diagram for special running conditions, engine with FPP, without shaft generator

Fig. 2.05b: Example 2, Load diagram for special running conditions, engine with FPP, without shaft generator

Once point A has been found in the layout diagram, the load diagram can be drawn, as shown in Fig. 2.04b and hence the actual load limitation lines of the diesel engine may be found by using the inclinations from the construction lines and the %-figures stated.

A similar example 2 is shown in Fig. 2.05. In this case, the optimising point O has been selected more to the left than in example 1, obtaining an extra engine margin for heavy running operation in heavy weather conditions. In principle, the light running margin has been increased for this case.

402 000 004

198 32 69

2.07

MAN B&W Diesel A/S

L70MC-C Project Guide

Example 3: Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
Without VIT

178 39 25-5.1

With VIT

M S O A=O MP SP SG

Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion Shaft generator power

Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) Line 7 Constant power line through specified MCR (M) Point A Intersection between line 1 and 7

178 05 48-8.6

Fig. 2.06a: Example 3, Layout diagram for normal running conditions, engine with FPP, without shaft generator

Fig. 2.06b: Example 3, Load diagram for normal running conditions, engine with FPP, with shaft generator

In example 3 a shaft generator (SG) is installed, and therefore the service power of the engine also has to incorporate the extra shaft power required for the shaft generator’s electrical power production. In Fig. 2.06a, the engine service curve shown for heavy running incorporates this extra power.

The optimising point O will be chosen on the engine service curve as shown, but can, by an approximation, be located on curve 1, through point M. Point A is then found in the same way as in example 1, and the load diagram can be drawn as shown in Fig. 2.06b.

402 000 004

198 32 69

2.08

MAN B&W Diesel A/S

L70MC-C Project Guide

Example 4: Special running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
Without VIT

178 39 28-0.1

With VIT

M S O A MP SP SG

Specified MCR of engine Continuous service rating of engine Optimising point of engine Reference point of load diagram Specified MCR for propulsion Continuous service rating of propulsion Shaft generator

Point A of load diagram is found: Line 1 Propeller curve through optimising point (O) or point S Point A Intersection between line 1 and line L1 - L3 Point M Located on constant power line 7 through

point A. (A = O if the engine is without VIT) and with MP's speed.

178 06 35-1.6

See text on next page. Fig. 2.07a: Example 4. Layout diagram for special running conditions, engine with FPP, with shaft generator Fig. 2.07b: Example 4. Load diagram for special running conditions, engine with FPP, with shaft generator

402 000 004

198 32 69

2.09

MAN B&W Diesel A/S
Example 4: Also in this special case, a shaft generator is installed but, compared to Example 3, this case has a specified MCR for propulsion, MP, placed at the top of the layout diagram, see Fig. 2.07a. This involves that the intended specified MCR of the engine M’ will be placed outside the top of the layout diagram. One solution could be to choose a larger diesel engine with an extra cylinder, but another and cheaper solution is to reduce the electrical power production of the shaft generator when running in the upper propulsion power range.

L70MC-C Project Guide
In choosing the latter solution, the required specified MCR power can be reduced from point M’ to point M as shown in Fig. 2.07a. Therefore, when running in the upper propulsion power range, a diesel generator has to take over all or part of the electrical power production. However, such a situation will seldom occur, as ships are rather infrequently running in the upper propulsion power range. Point A, having the highest possible power, is then found at the intersection of line L1-L3 with line 1, see Fig. 2.07a, and the corresponding load diagram is drawn in Fig. 2.07b. Point M is found on line 7 at MP’s speed.

402 000 004

198 32 69

2.10

MAN B&W Diesel A/S

L70MC-C Project Guide

Example 5: Engine coupled to controllable pitch propeller (CPP) with or without shaft generator

Without VIT M S Specified MCR of engine Continuous service rating of engine

With VIT O A Optimising point of engine Reference point of load diagram
178 39 31-4.1

Fig. 2.08: Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator

Fig. 2.08 shows two examples: on the left diagrams for an engine without VIT fuel pumps (A = O = M), on the right, for an engine with VIT fuel pumps (A = M). Layout diagram - without shaft generator If a controllable pitch propeller (CPP) is applied, the combinator curve (of the propeller) will normally be selected for loaded ship including sea margin. The combinator curve may for a given propeller speed have a given propeller pitch, and this may be heavy running in heavy weather like for a fixed pitch propeller. Therefore it is recommended to use a light running combinator curve as shown in Fig. 2.08 to obtain an increased operation margin of the diesel engine in heavy weather to the limit indicated by curves 4 and 5. Layout diagram - with shaft generator The hatched area in Fig. 2.08 shows the recommended speed range between 100% and 96.7% of the specified MCR speed for an engine with shaft generator running at constant speed. The service point S can be located at any point within the hatched area.

The procedure shown in examples 3 and 4 for engines with FPP can also be applied here for engines with CPP running with a combinator curve. The optimising point O for engines with VIT may be chosen on the propeller curve through point A = M with an optimised power from 85 to 100% of the specified MCR as mentioned before in the section dealing with optimising point O. Load diagram Therefore, when the engine’s specified MCR point (M) has been chosen including engine margin, sea margin and the power for a shaft generator, if installed, point M may be used as point A of the load diagram, which can then be drawn. The position of the combinator curve ensures the maximum load range within the permitted speed range for engine operation, and it still leaves a reasonable margin to the limit indicated by curves 4 and 5. Example 6 will give a more detailed description of how to run constant speed with a CP propeller.

402 000 004

198 32 69

2.11

MAN B&W Diesel A/S
Example 6: Engines with VIT fuel pumps running at constant speed with controllable pitch propeller (CPP) Fig. 2.09a Constant speed curve through M, normal and correct location of the optimising point O Irrespective of whether the engine is operating on a propeller curve or on a constant speed curve through M, the optimising point O must be located on the propeller curve through the specified MCR point M or, in special cases, to the left of point M. The reason is that the propeller curve 1 through the optimising point O is the layout curve of the engine, and the intersection between curve 1 and the maximum power line 7 through point M is equal to 100% power and 100% speed, point A of the load diagram - in this case A=M. In Fig. 2.09a the optimising point O has been placed correctly, and the step-up gear and the shaft generator, if installed, may be synchronised on the constant speed curve through M. Fig. 2.09b: Constant speed curve through M, wrong position of optimising point O If the engine has been service-optimised in point O on a constant speed curve through point M, then the specified MCR point M would be placed outside the load diagram, and this is not permissible. Fig. 2.09c: Recommended constant speed running curve, lower than speed M In this case it is assumed that a shaft generator, if installed, is synchronised at a lower constant main engine speed (for example with speed equal to O or lower) at which improved CP propeller efficiency is obtained for part load running. In this layout example where an improved CP propeller efficiency is obtained during extended periods of part load running, the step-up gear and the shaft generator have to be designed for the applied lower constant engine speed.

L70MC-C Project Guide

Constant speed service curve through M Fig. 2.09 a: Normal procedure

Constant speed service curve through M Fig. 2.09 b: Wrong procedure

Constant speed service curve with a speed lower than M Fig. 2.09 c: Recommended procedure

Logarithmic scales M: Specified MCR O: Optimised point A: 100% power and speed of load diagram (normally A=M) Fig. 2.09: Running at constant speed with CPP

178 19 69-9.0

402 000 004

198 32 69

2.12

MAN B&W Diesel A/S

L70MC-C Project Guide

Fig. 2.10 contains a layout diagram that can be used for construction of the load diagram for an actual project, using the %-figures stated and the inclinations of the lines.
178 08 21-9.0

Fig. 2.10: Diagram for actual project

402 000 004

198 32 69

2.13

MAN B&W Diesel A/S

L70MC-C Project Guide

Specific Fuel Oil Consumption
High efficiency/conventional turbochargers The high efficiency turbocharger is applied to the engine in the basic design with the view to obtaining the lowest possible Specific Fuel Oil Consumption (SFOC) values. With a conventional turbocharger the amount of air required for combustion purposes can, however, be adjusted to provide a higher exhaust gas temperature, if this is needed for the exhaust gas boiler. The matching of the engine and the turbocharging system is then modified, thus increasing the exhaust gas temperature by 20 °C. This modification will lead to a 7-8% reduction in the exhaust gas amount, and involve an SFOC penalty of up to 2 g/BHPh. So this engine is available in two versions with respect to the SFOC, see Fig. 2.11. ? (A) With conventional turbocharger, option: 4 59 107 ? (B) With high efficiency turbocharger, option: 4 59 104 The calculation of the expected specific fuel oil consumption (SFOC) can be carried out by means of Fig. 2.12 for fixed pitch propeller and 2.13 for controllable pitch propeller, constant speed. Throughout the whole load area the SFOC of the engine depends on where the optimising point O is chosen.

SFOC at reference conditions The SFOC is based on the reference ambient conditions stated in ISO 3046/1-1986: 1,000 mbar ambient air pressure 25 °C ambient air temperature 25 °C scavenge air coolant temperature and is related to a fuel oil with a lower calorific value of 10,200 kcal/kg (42,700 kJ/kg). For lower calorific values and for ambient conditions that are different from the ISO reference conditions, the SFOC will be adjusted according to the conversion factors in the below table provided that the maximum combustion pressure (Pmax) is adjusted to the nominal value (left column), or if the Pmax is not re-adjusted to the nominal value (right column).
With Pmax adjusted SFOC Condition change change Without Pmax adjusted SFOC change

Parameter Scav. air coolant per 10 °C rise temperature Blower inlet temperature Blower inlet pressure Fuel oil lower calorific value per 10 °C rise

+ 0.60% + 0.41% + 0.20% + 0.71%

per 10 mbar rise - 0.02% - 0.05% rise 1% (42,700 kJ/kg) -1.00% - 1.00%

178 47 08-1.1

With for instance 1 °C increase of the scavenge air coolant temperature, a corresponding 1 °C in crease of the scavenge air temperature will occur and involves an SFOC increase of 0.06% if Pmax is adjusted.

Fig. 2.11: Example of part load SFOC curves for the two engine versions

402 000 004

198 32 69

2.14

MAN B&W Diesel A/S
SFOC guarantee The SFOC guarantee refers to the above ISO reference conditions and lower calorific value, and is guaranteed for the power-speed combination in which the engine is optimised (O) and fulfilling the IMO NOx emission limitations. The SFOC guarantee is given with a margin of 5%. As SFOC and NOx are interrelated paramaters, an engine offered without fulfilling the IMO NOx limitations only has a tolerance of 3% of the SFOC.

L70MC-C Project Guide

Examples of graphic calculation of SFOC
Diagram 1 in figs. 2.12 and 2.13 valid for fixed pitch propeller and constant speed, respectively, shows the reduction in SFOC, relative to the SFOC at nominal rated MCR L1. The solid lines are valid at 100, 80 and 50% of the optimised power (O). The optimising point O is drawn into the abovementioned Diagram 1. A straight line along the constant mep curves (parallel to L1-L3) is drawn through the optimising point O. The line intersections of the solid lines and the oblique lines indicate the reduction in specific fuel oil consumption at 100%, 80% and 50% of the optimised power, related to the SFOC stated for the nominal MCR (L1) rating at the actually available engine version. The SFOC curve for an engine with conventional turbocharger is identical to that for an engine with high efficiency turbocharger, but located at 2 g/BHPh higher level. In Fig. 2.14 an example of the calculated SFOC curves are shown on Diagram 2, valid for two alternative engine ratings: O1 = 100% M and O2 = 85%M.

Without/with VIT fuel pumps This engine type is in its basic design fitted with fuel pumps without Variable Injection Timing (VIT), so the optimising point ‘O’ has then to be at the specified MCR power ‘M’. VIT fuel pumps can, however, be fitted as an option: 4 35 104, and in that case they can be optimised between 85-100% of the specified MCR, point ‘M’, as for the other large MC engine types. Engines with VIT fuel pumps can be part-load optimised between 85-100% (normally at 93.5%) of the specified MCR. To facilitate the graphic calculation of SFOC we use the same diagram 1 for guidance in both cases, the location of the optimising point is the only difference. The exact SFOC calculated by our computer program will in the part load area from approx. 60-95% give a slightly improved SFOC compared to engines without VIT fuel pumps.

402 000 004

198 32 69

2.15

MAN B&W Diesel A/S

L70MC-C Project Guide

178 22 99-4.0

Data at nominal MCR (L1): L70MC-C 100% Power: 100% Speed: High efficiency turbocharger: Conventional turbocharger: Data of optimising point (O) Power: 100% of (O) Speed: 100% of (O) SFOC found: kW r/min g/kWh
178 24 50-3.0

108 170 172

kW r/min g/kWh g/kWh

Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power

Fig. 2.12: SFOC for engine with fixed pitch propeller

178 23 44-9.0

402 000 004

198 32 69

2.16

MAN B&W Diesel A/S

L70MC-C Project Guide

178 22 98-2.0

Data at nominal MCR (L1): L70MC-C 100% Power: 100% Speed: High efficiency turbocharger: Conventional turbocharger: Data of optimising point (O) Power: 100% of (O) Speed: 100% of (O) SFOC found: kW r/min g/kWh
178 24 50-3.0

108 170 172

kW r/min g/kWh g/kWh

Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power

Fig. 2.13: SFOC for engine with constant speed

178 23 44-9.0

402 000 004

198 32 69

2.17

MAN B&W Diesel A/S

L70MC-C Project Guide

178 23 17-5.0

Data at nominal MCR (L1): 6L70MC-C 100% Power: 18,660 kW 108 r/min 100% Speed: 170 g/kWh High efficiency turbocharger:

Data of optimising point (O) Power: 100% of O Speed: 100% of O SFOC found:

O1

O2 13,323 kW 94.0 r/min 163.7 g/kWh
178 24 51-5.0

15,674 kW 99.4 r/min 166.9 g/kWh

Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power

O1: Optimised in M O2: Optimised at 85% of power M Point 3: is 80% of O2 = 0.80 x 85% of M = 68% M Point 4: is 50% of O2 = 0.50 x 85% of M = 42.5% M
178 49 03-3.0

Fig. 2.14: Example of SFOC for 6L70MC-C with fixed pitch propeller, high efficiency turbocharger and VIT fuel pumps

402 000 004

198 32 69

2.18

MAN B&W Diesel A/S

L70MC-C Project Guide

Fuel Consumption at an Arbitrary Load
Once the engine has been optimised in point O, shown on this Fig., the specific fuel oil consumption in an arbitrary point S1, S2 or S3 can be estimated based on the SFOC in points ‘1’ and ‘2’. These SFOC values can be calculated by using the graphs in Fig. 2.12 for the propeller curve I and Fig. 2.13 for the constant speed curve II, obtaining the SFOC in points 1 and 2, respectively. Then the SFOC for point S1 can be calculated as an interpolation between the SFOC in points ‘1’ and ‘2’, and for point S3 as an extrapolation. The SFOC curve through points S2, to the left of point 1, is symmetrical about point 1, i.e. at speeds lower than that of point 1, the SFOC will also increase. The above-mentioned method provides only an approximate figure. A more precise indication of the expected SFOC at any load can be calculated by using our computer program. This is a service which is available to our customers on request.

178 05 32-0.1

Fig. 2.15: SFOC at an arbitrary load

402 000 004

198 32 69

2.19

MAN B&W Diesel A/S

L70MC-C Project Guide

Emission Control
IMO NOx limits, i. e. 0-30% NOx reduction All MC engines are delivered so as to comply with the IMO speed dependent NOx limit, measured according to ISO 8178 Test Cycles E2/E3 for Heavy Duty Diesel Engines. The primary method of NOx control, i.e. engine adjustment and component modification to affect the engine combustion process directly, enables reductions of up to 30% to be achieved. The Specific Fuel Oil Consumption (SFOC) and the NOx are interrelated parameters, and an engine offered with a guaranteed SFOC and also guaranteed to comply with the IMO NOx limitation will be subject to a 5% fuel consumption tolerance. turbocharger(s) in order to have the optimum working temperature for the catalyst. More detailed information can be found in our publications: P. 331: ‘Emissions Control, Two-stroke Low-speed Engines’ P. 333: ‘How to deal with Emission Control’ The publications are also available at the Internet address: www.manbw.dk under ‘Libraries’, from where they can be downloaded.

30-50% NOx reduction Water emulsification of the heavy fuel oil is a well proven primary method. The type of homogenizer is either ultrasonic or mechanical, using water from the freshwater generator and the water mist catcher. The pressure of the homogenised fuel has to be increased to prevent the formation of the steam and cavitation. It may be necessary to modify some of the engine components such as the fuel pumps, camshaft, and the engine control system.

Up to 95-98% NOx reduction This reduction can be achieved by means of secondary methods, such as the SCR (Selective Catalytic Reduction), which involves an after-treatment of the exhaust gas. Plants designed according to this method have been in service since 1990 on four vessels, using Haldor Tops?e catalysts and ammonia as the reducing agent, urea can also be used. The compact SCR unit can be located separately in the engine room or horizontally on top of the engine. The compact SCR reactor is mounted before the

402 000 004

198 32 69

2.20

MAN B&W Diesel A/S 3 Turbocharger Choice and Exhaust Gas By-pass
Turbocharger Choice
The engines are designed for the application of either MAN B&W, ABB or Mitsubishi (MHI) turbochargers, and the engines and turbochargers are matched to comply with the IMO NO x emission limitations, Annex VI of MARPOL 73/78 measured according to ISO 8178 Test Cycles E2/E3 for Heavy Duty Diesel Engines. The turbocharger choice is made with a view to obtaining the lowest possible Specific Fuel Oil Consumption (SFOC) values at the nominal MCR by applying high efficiency turbochargers, see the table in Fig 3.01a and turbocharger choice diagrams Fig. 3.02 to 3.05. If a higher exhaust gas temperature is needed for the exhaust gas boiler, than that stated in the list of capacities, see Section 6.01, it is possible to adjust the scavenge air amount and increase the exhaust gas temperature by about 20 °C.

L70MC-C Project Guide

In this case the ‘conventional’ turbocharger, option: 4 59 107, is to be applied, see Fig. 3.01b and turbocharger choice diagrams Fig. 3.06 to 3.09. The SFOC is then about 2 g/KWh higher than that stated in Section 2. For a Specified MCR point (M) different from the Nominal MCR (L1), the diagrams in Figs. 3.02 to 3.09 should be used for the application of MAN B&W type TCA and type NA, ABB type TPL and MHI type MET turbochargers, respectively. The engines are, as standard, equipped with as few turbochargers as possible, and they are located on the exhaust side of the engine. One more turbocharger can be applied, than the number stated in the tables, if this is desirable due to space requirements, or for other reasons. Additional costs are to be expected. The turbocharger cleaning systems to be applied are described in Section 6.10.

Cyl. 4 5 6 7 8

MAN B&W 1 x TCA77-21 1 x TCA88-21 1 x TCA88-21 1 x TCA99-21 2 x TCA77-21

MAN B&W 1 x NA70/T9 1 x NA70/T9 1 x NA57/T9 1 X NA57/T9 1 X NA70/T9

ABB 1 x TPL80-B12 1 x TPL85-B11 1 x TPL85-B12 1 x TPL91-B12 1 x TPL80-B12

MHI 1 x MET71SE 1 x MET83SE 1 x MET83SE 1 x MET90SE 1 x MET90SE
178 45 94-0.1

Fig. 3.01a: High efficiency turbochargers

Cyl. 4 5 6 7 8

MAN B&W 1 x TCA77-21 1 x TCA77-21 1 x TCA88-21 1 x TCA88-21 1 x TCA99-21

MAN B&W 1 x NA57/T9 1 x NA70/T9 1 x NA70/T9 1 X NA57/T9 1 X NA57/T9

ABB 1 x TPL80-B11 1 x TPL85-B11 1 x TPL85-B11 1 x TPL91-B12 1 x TPL91-B12

MHI 1 x MET66SE II 1 x MET71SE II 1 x MET83SD II 1 x MET83SE II 1 x MET90SE
178 49 04-5.0

Fig. 3.01b: Conventional turbochargers, option: 4 59 107

459 100 250

198 32 70

3.01

MAN B&W Diesel A/S
The following diagrams show how to determine the number and size of high efficiency as well as conventional turbochargers: 6L70MC-C ? Nominal MCR = L1 100% power = 18,660 kW (25,320 BHP) 100% speed = 108 r/min ? Specified MCR = M 80% power = 14,928 kW (20,256 BHP) 95% speed = 102.6 r/min The procedure for determining the turbocharger size for specified MCR is as follows: Find the specified MCR point M in diagram 1 by entering the 80% power on the vertical scale, and the 95% engine speed on the oblique scale.
% speed of L1 100 90
8 7 6 5 4

L70MC-C Project Guide
Go left to diagram 2, to the intersection with the vertical 95% engine speed scale. Offset the point on (go along) the oblique curves within diagram 2, and then move horizontally in diagram 3 to the relevant number of cylinder, in this case a six-cylinder engine, and then move down vertically to diagram 4. In diagram 4 the line intersects the curves for two and one turbochargers. Going horizontally to the right you will find the intersections (points M) with the vertical line from diagram 1 for high efficiency MAN B&W turbochargers, Fig. 3.02 shows that if one turbocharger is applied it should be type TCA88-21 and if two are applied they should be type TCA66-21. Using the same procedure for 6L70MC-C with nominal MCR (L1), it can be seen that in this case either 1 x TCA88-21 or 2 x TCA66-21 can be used.
% of L1 power 100
100

Number of cylinders

%s

p

o eed
M

f L1

90

95

90

80
85

70 M
TCA66-21 TCA77-21

L1

2
TCA88-21

M L1
TCA99-21

1

Number of turbochargers
178 49 11-6.0

Fig. 3.02: Choice of high efficiency turbochargers, make MAN B&W, type TCA

459 100 250

198 32 70

3.02

MAN B&W Diesel A/S

L70MC-C Project Guide

Number of cylinders
8 7 6 5 4

% speed of L1 100 90

% of L1 power 100
100

%s

p

o eed
M

f L1

90

95

90

80
85

70 M
NA57/T9

L1

2
NA70/T9

M L1
1

Number of turbochargers

178 49 12-8.0

Examples:

6L70MC-C Nominal MCR (L1) 100% power, 100% speed: 2 x NA57/T9 Specified MCR (M) 80% power, 95% speed: 1 x NA70/T9 or 2 x NA57/T9

Fig. 3.03: Choice of high efficiency turbochargers, make MAN B&W, Type NA

459 100 250

198 32 70

3.03

MAN B&W Diesel A/S

L70MC-C Project Guide

Number of cylinders
8 7 6 5 4

% speed of L1 100 90

% of L1 power 100
100

%s

p

o eed
M

f L1

90

95

90

80
85

70
TPL77-B11 TPL77-B12 TPL80-B11 TPL80-B12

M

L1

2

TPL85-B11

M L1

TPL85-B12

TPL91-B12

1

Number of turbochargers

178 49 14-1.0

Examples:

6L70MC-C Nominal MCR (L1) 100% power, 100% speed: 1 x TPL91-B12 or 2 x TPL77-B12 Specified MCR (M) 80% power, 95% speed: 1 x TPL85-B11 or 2 x TPL77-B11

Fig. 3.04: Choice of high efficiency turbochargers, make ABB, type TPL

459 100 250

198 32 70

3.04

MAN B&W Diesel A/S

L70MC-C Project Guide

Number of cylinders
8 7 6 5 4

% speed of L1 100 90

% of L1 power 100
100

%s

p

o eed
M

f L1

90

95

90

80
85

70 M

MET53SE II MET66SE MET66SE II MET71SE II

L1

2
MET83SE MET83SE II

M L1

1

MET90SE

Number of turbochargers

178 49 15-3.0

Examples:

6L70MC-C Nominal MCR (L1) 100% power, 100% speed: 1 x MET83SE II or 2 x MET66SE ll Specified MCR (M) 80% power, 95% speed: 1 x MET71SE II or 2 x MET53SE ll

Fig. 3.05: Choice of high efficiency turbochargers, make MHI

459 100 250

198 32 70

3.05

MAN B&W Diesel A/S

L70MC-C Project Guide

Number of cylinders
8 7 6 5 4

% speed of L1 100 90

% of L1 power 100
100

%s

p

o eed
M

f L1

90

95

90

80
85

70
TCA55-21 TCA66-21

M

L1

TCA77-21

2

M L1

TCA88-21

1
TCA99-21

Number of turbochargers

178 49 16-5.0

Examples:

6L70MC-C Nominal MCR (L1) 100% power, 100% speed: 1 x TCA88-21 or 2 x TCA66-21 Specified MCR (M) 80% power, 95% speed: 1 x TCA77-21 or 2 x TCA55-21

Fig. 3.06: Choice of conventional turbochargers, make MAN type TCA

459 100 250

198 32 70

3.06

MAN B&W Diesel A/S

L70MC-C Project Guide

Number of cylinders
8 7 6 5 4

% speed of L1 100 90

% of L1 power 100
100

%s

p

o eed
M

f L1

90

95

90

80
85

70
NA48/S

M

L1

NA57/T9

2

M L1

NA70/T9

1

Number of turbochargers

178 49 17-7.0

Examples:

6L70MC-C Nominal MCR (L1) 100% power, 100% speed: 1 x NA70/T9 or 2 x NA57/T9 Specified MCR (M) 80% power, 95% speed: 1 x NA70/T9 or 2 x NA48/S

Fig. 3.07: Choice of conventional turbochargers, make MAN B&W, type NA

459 100 250

198 32 70

3.07

MAN B&W Diesel A/S

L70MC-C Project Guide

Number of cylinders
8 7 6 5 4

% speed of L1 100 90

% of L1 power 100
100

%s

p

o eed
M

f L1

90

95

90

80
85

70
TPL73-B12 TPL77-B11 TPL77-B12 TPL80-B11 TPL80-B12

M

L1

2
TPL85-B11

M L1

TPL85-B12

1
TPL91-B12

Number of turbochargers

178 49 18-9.0

Examples:

6L70MC-C Nominal MCR (L1) 100% power, 100% speed: 1 x TPL85-B11 or 2 x TPL77-B11 Specified MCR (M) 80% power, 95% speed: 1 x TPL85-B11 or 2 x TPL73-B12

Fig. 3.08: Choice of conventional turbochargers, make ABB type TPL

459 100 250

198 32 70

3.08

MAN B&W Diesel A/S

L70MC-C Project Guide

Number of cylinders
8 7 6 5 4

% speed of L1 100 90

% of L1 power 100
100

%s

p

o eed
M

f L1

90

95

90

80
85

70
MET53SD MET53SE II MET66SD MET66SE II

M

L1

2
MET71SE II MET83SD

M L1

1

MET83SE II

MET90SE

Number of turbochargers

178 49 19-0.0

Examples:

6L70MC-C Nominal MCR (L1) 100% power, 100% speed: 1 x MET83SD II or 2 x MET53SE II Specified MCR (M) 80% power, 95% speed: 1 x MET66SE II or 2 x MET53SD

Fig. 3.09: Choice of conventional turbochargers, make MHI

459 100 250

198 32 70

3.09

MAN B&W Diesel A/S
Turbocharger Exhaust Gas By-pass system
Some improvements of the engine performance can be obtained by using one of the following exhaust gas by-pass systems. Please note that if one of the below systems is applied the turbocharger size and specification has to be determined by other means than stated in this section.

L70MC-C Project Guide
Exhaust gas receiver with variable by-pass option: 4 60 118 This arrangement ensures that only part of the exhaust gas goes via the gas turbine of the turbocharger, thus giving less energy to the compressor which in turn reduces the air supply to the engine. This system is normally preferred to the scavenge air by-pass, as the normal air compressor/gas turbine energy balance will be maintained. For further information about the emission control we refer to our publication: P.331: ‘Emission Control Two-Stroke Low-Speed Diesel Engines’ For your information, this publication is also available at the Internet address www.manbw.dk under 'Libraries', from where it can be downloaded.

Engine Operating under Extreme Ambient Conditions
As mentioned in Section 1, the engine power figures are valid for tropical conditions at sea level: 45 °C air at 1000 mbar and 32 °C sea water, whereas the ref erence fuel consumption is given at ISO conditions: 25 °C air at 1000 mbar and 25 °C sea water. Marine diesel engines are, however, exposed to greatly varying climatic temperatures winter and summer in arctic as well as tropical areas. These variations cause changes of the scavenge air pressure, the maximum combustion pressure, the exhaust gas amount and temperatures as well as the specific fuel oil consumption. Some of the possible countermeasures are briefly described in the following, and in more detail in our publication: P.311: ‘Influence of Ambient Temperature Conditions of Main Engine Operation’ This publication is also avaible at the Internet address: www. manbw.dk under ‘Libraries’, from where it can be downloaded.

Exhaust gas receiver with total by-pass flange and blank counterflange Option: 4 60 119 For emergency running without turbocharger. By-pass of the total amount of exhaust gas round the turbocharger, is only used for emergency running in case of turbocharger failure, see Fig.3.10. This enables the engine to run at a higher load than with a locked rotor under emergency conditions. The engine’s exhaust gas receiver will in this case be fitted with a by-pass flange of the same diameter as the inlet pipe to the turbocharger. The emergency pipe is yard’s delivery.

Arctic running condition For air inlet temperatures below -10 °C the precau tions to be taken depend very much on the operating profile of the vessel. The selection of one of the following alternative countermeasures may be possible, but this must be evaluated in each individual case.

Engine with Selective Catalytic Reduction System Option: 4 60 135 The NOx in the exhaust gas can be reduced with primary or secondary reduction methods. Primary methods affect the engine combustion process direct, whereas secondary methods reduce the emission level without changing the engine performance using equipment that does not form part of the engine itself.

459 100 250

198 32 70

3.10

MAN B&W Diesel A/S
If a reduction between 50 and 98% of NOx is required, the Selective Catalytic Reduction (SCR) system has to be applied by adding ammonia or urea to the exhaust gas before it enters a catalytic converter. The exhaust gas must be mixed with ammonia before passing through the catalyst, and in order to encourage the chemical reaction the temperature level has to be between 300 and 400 °C. During this process the NOx is reduced to N2 and water. This means that the SCR unit has to be located before the turbocharger on two-stroke engines because of their high thermal efficiency and thereby a relatively low exhaust gas temperature. The amount of ammonia injected into the exhaust gas is controlled by a process computer and is based on the NOx production at different loads measured during the testbed running, see Fig. 3.11. As the ammonia is a combustible gas, it is supplied through a double-walled pipe system, with appropriate venting and fitted with an ammonia leak detector which shows a simplified system layout of the SCR installation.

L70MC-C Project Guide

178 06 72-1.1

Fig. 3.10: Total by-pass of exhaust for emergency running

459 100 250

198 32 70

3.11

MAN B&W Diesel A/S

L70MC-C Project Guide

Air

Process computer Evaporator Ammonia tank

SCR reactor Air outlet Air intake Exhaust gas outlet Deck Support Static mixer

NOx and O2 analysers

Air

Orifice

High efficiency turbocharger

Preheating and sealing air

Engine

198 99 27-1.0

Fig. 3.11: Layout of SCR system

459 100 250

198 32 70

3.12

MAN B&W Diesel A/S

L70MC-C Project Guide

4 Electricity Production
Introduction
Next to power for propulsion, electricity production is the largest fuel consumer on board. The electricity is produced by using one or more of the following types of machinery, either running alone or in parallel: ? Auxiliary diesel generating sets ? Main engine driven generators ? Steam driven turbogenerators ? Emergency diesel generating sets. The machinery installed should be selected based on an economical evaluation of first cost, operating costs, and the demand of man-hours for maintenance. In the following, technical information is given regarding main engine driven generators (PTO) and the auxiliary diesel generating sets produced by MAN B&W. The possibility of using a turbogenerator driven by the steam produced by an exhaust gas boiler can be evaluated based on the exhaust gas data. Within each PTO system, several designs are available, depending on the positioning of the gear: BW I: Gear with a vertical generator mounted onto the fore end of the diesel engine, without any connections to the ship structure. BW II: A free-standing gear mounted on the tank top and connected to the fore end of the diesel engine, with a vertical or horizontal generator. BW III: A crankshaft gear mounted onto the fore end of the diesel engine, with a side-mounted generator without any connections to the ship structure. On this type of engine, special attention has to be paid to the space requirements for the BWIII system if the turbocharger is located on the exhaust side. BW IV: A free-standing step-up gear connected to the intermediate shaft, with a horizontal generator. The most popular of the gear based alternatives are the type designated BW III/RCF for plants with a fixed pitch propeller (FPP) and the BW IV/GCR for plants with a controllable pitch propeller (CPP). The BW III/RCF requires no separate seating in the ship and only little attention from the shipyard with respect to alignment. PTO/GCR (Power Take Off/Gear Constant Ratio): Generator coupled to a constant ratio step-up gear, used only for engines running at constant speed. The DMG/CFE (Direct Mounted Generator/Constant Frequency Electrical) and the SMG/CFE (Shaft Mounted Generator/Constant Frequency Electrical) are special designs within the PTO/CFE group in which the generator is coupled directly to the main engine crankshaft and the intermediate shaft, respectively, without a gear. The electrical output of the generator is controlled by electrical frequency control.

Power Take Off (PTO)
With a generator coupled to a Power Take Off (PTO) from the main engine, the electricity can be produced based on the main engine’s low SFOC and use of heavy fuel oil. Several standardised PTO systems are available, see Fig. 4.01 and the designations on Fig. 4.02: PTO/RCF (Power Take Off/Renk Constant Frequency): Generator giving constant frequency, based on mechanical-hydraulical speed control. PTO/CFE (Power Take Off/Constant Frequency Electrical): Generator giving constant frequency, based on electrical frequency control.

485 600 100

198 32 71

4.01

MAN B&W Diesel A/S

L70MC-C Project Guide

Alternative types and layouts of shaft generators

Design

Seating

Total efficiency (%)

1a

1b

BW I/RCF

On engine (vertical generator)

88-91

PTO/RCF

2a

2b

BW II/RCF

On tank top

88-91

3a

3b

BW III/RCF

On engine

88-91

4a

4b

BW IV/RCF

On tank top

88-91

5a
PTO/CFE

5b

DMG/CFE

On engine

84-88

6a

6b

SMG/CFE

On tank top

84-88

7

BW I/GCR

On engine (vertical generator)

92

PTO/GCR

8

BW II/GCR

On tank top

92

9

BW III/GCR

On engine

92

10

BW IV/GCR

On tank top

92

178 19 66-3.1

Fig. 4.01: Types of PTO

485 600 100

198 32 71

4.02

MAN B&W Diesel A/S
For further information please refer to our publication: P. 364: ‘Shaft Generators Power Take Off from the Main Engine’

L70MC-C Project Guide

This publication is available at the Internet address www.manbw.dk under ‘Libraries’ from where it can be downloaded.

Power take off: BW III L70-C/RCF

700-60 50: 50 Hz 60: 60 Hz kW on generator terminals RCF: Renk constant frequency unit CFE: Electrically frequency controlled unit GCR: Step-up gear with constant ratio Engine type on which it is applied Layout of PTO: See Fig. 4.01 Make: MAN B&W

Fig. 4.02: Designation of PTO

178 45 49-8.0

485 600 100

198 32 71

4.03

MAN B&W Diesel A/S

L70MC-C Project Guide
clutch, hydraulic pump and motor, and a standard generator, see Fig. 4.03. For marine engines with controllable pitch propellers running at constant engine speed, the hydraulic system can be dispensed with, i.e. a PTO/GCR design is normally used. Fig. 4.03 shows the principles of the PTO/RCF arrangement. As can be seen, a step-up gear box

PTO/RCF
Side mounted generator, BWIII/RCF (Fig. 4.01, Alternative 3) The PTO/RCF generator systems have been developed in close cooperation with the German gear manufacturer Renk. A complete package solution is offered, comprising a flexible coupling, a step-up gear, an epicyclic, variable-ratio gear with built-in

178 23 22-2.0

Fig. 4.03: Power Take Off with Renk constant frequency gear: BW III/RCF, option: 4 85 253

485 600 100

198 32 71

4.04

MAN B&W Diesel A/S
(called crankshaft gear) with three gear wheels is bolted directly to the frame box of the main engine. The bearings of the three gear wheels are mounted in the gear box so that the weight of the wheels is not carried by the crankshaft. In the frame box, between the crankcase and the gear drive, space is available for tuning wheel, counterweights, axial vibration damper, etc. The first gear wheel is connected to the crankshaft via a special flexible coupling made in one piece with a tooth coupling driving the crankshaft gear, thus isolating it against torsional and axial vibrations. By means of a simple arrangement, the shaft in the crankshaft gear carrying the first gear wheel and the female part of the toothed coupling can be moved forward, thus disconnecting the two parts of the toothed coupling. The power from the crankshaft gear is transferred, via a multi-disc clutch, to an epicyclic variable-ratio gear and the generator. These are mounted on a common bedplate, bolted to brackets integrated with the engine bedplate. The BWIII/RCF unit is an epicyclic gear with a hydrostatic superposition drive. The hydrostatic input drives the annulus of the epicyclic gear in either direction of rotation, hence continuously varying the gearing ratio to keep the generator speed constant throughout an engine speed variation of 30%. In the standard layout, this is between 100% and 70% of the engine speed at specified MCR, but it can be placed in a lower range if required. The input power to the gear is divided into two paths – one mechanical and the other hydrostatic – and the epicyclic differential combines the power of the two paths and transmits the combined power to the output shaft, connected to the generator. The gear is equipped with a hydrostatic motor driven by a pump, and controlled by an electronic control unit. This keeps the generator speed constant during single running as well as when running in parallel with other generators. The multi-disc clutch, integrated into the gear input shaft, permits the engaging and disengaging of the epicyclic gear, and thus the generator, from the main engine during operation.

L70MC-C Project Guide
An electronic control system with a Renk controller ensures that the control signals to the main electrical switchboard are identical to those for the normal auxiliary generator sets. This applies to ships with automatic synchronising and load sharing, as well as to ships with manual switchboard operation. Internal control circuits and interlocking functions between the epicyclic gear and the electronic control box provide automatic control of the functions necessary for the satisfactory operation and protection of the BWIII/RCF unit. If any monitored value exceeds the normal operation limits, a warning or an alarm is given depending upon the origin, severity and the extent of deviation from the permissible values. The cause of a warning or an alarm is shown on a digital display.

Extent of delivery for BWIII/RCF units The delivery comprises a complete unit ready to be built-on to the main engine. Fig. 4.04 shows the required space and the standard electrical output range on the generator terminals. Standard sizes of the crankshaft gears and the RCF units are designed for 700, 1200, 1800 and 2600 kW, while the generator sizes of make A. van Kaick are: Type DSG 62 62 62 74 74 74 74 86 86 86 99 440V 1800 kVA 707 855 1056 1271 1432 1651 1924 1942 2345 2792 3222 60Hz r/min kW 566 684 845 1017 1146 1321 1539 1554 1876 2234 2578 380V 1500 kVA 627 761 940 1137 1280 1468 1709 1844 2148 2542 2989 50Hz r/min kW 501 609 752 909 1024 1174 1368 1475 1718 2033 2391
178 34 89-3.1

M2-4 L1-4 L2-4 M1-4 M2-4 L1-4 L2-4 K1-4 M1-4 L2-4 K1-4

In the case that a larger generator is required, please contact MAN B&W Diesel A/S.

485 600 100

198 32 71

4.05

MAN B&W Diesel A/S
If a main engine speed other than the nominal is required as a basis for the PTO operation, this must be taken into consideration when determining the ratio of the crankshaft gear. However, this has no influence on the space required for the gears and the generator. The PTO can be operated as a motor (PTI) as well as a generator by adding some minor modifications. Yard deliveries are: 1. Cooling water pipes to the built-on lubricating oil cooling system, including the valves. 2. Electrical power supply to the lubricating oil stand-by pump built on to the RCF unit. 3. Wiring between the generator and the operator control panel in the switch-board.

L70MC-C Project Guide

4. An external permanent lubricating oil filling-up connection can be established in connection with the RCF unit. The system is shown in Fig. 4.07 ‘Lubricating oil system for RCF gear’. The dosage tank and the pertaining piping are to be delivered by the yard. The size of the dosage tank is stated in the table for RCF gear in ‘Necessary capacities for PTO/RCF’ (Fig. 4.06). The necessary preparations to be made on the engine are specified in Figs. 4.05a and 4.05b.

Additional capacities required for BWIII/RCF The capacities stated in the ‘List of capacities’ for the main engine in question are to be increased by the additional capacities for the crankshaft gear and the RCF gear stated in Fig. 4.06.

485 600 100

198 32 71

4.06

MAN B&W Diesel A/S

L70MC-C Project Guide

178 36 29-6.0

kW Generator 700 A B C D F G H S 3003 633 3663 4060 1683 2620 1925 400 25250 23250 1200 3003 633 3663 4060 1803 2620 2427 460 29500 26850 1800 3143 633 3943 4340 1923 3000 2812 550 41100 36800 2600 3143 633 3943 4340 2033 3000 4142 640 56550 51350

System masses (kg) with generator: System masses (kg) without generator:

The stated kW, which is at generator terminals, is available between 70% and 100% of the engine speed at specified MCR Space requirements have to be investigated case by case on plants with 2600 kW generator. Dimension H: This is only valid for A. van Kaick generator type DSG, enclosure IP23, frequency = 60 Hz, speed = 1800 r/min
178 45 53-3.0

Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BWlll L70-C/RCF

485 600 100

198 32 71

4.07

MAN B&W Diesel A/S

L70MC-C Project Guide

178 14 12-7.1

Fig. 4.05a: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)

485 600 100

198 32 71

4.08

MAN B&W Diesel A/S

L70MC-C Project Guide

Pos. Pos. Pos. Pos. Pos. Pos. Pos. Pos. Pos.

1 2 3 4 5 6 7 8 9

Special face on bedplate and frame box Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator housing Machined washers placed on frame box part of face to ensure, that it is flush with the face on the bedplate Rubber gasket placed on frame box part of face Shim placed on frame box part of face to ensure, that it is flush with the face of the bedplate Distance tubes and long bolts Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO maker Flange of crankshaft, normally the standard execution can be used Studs and nuts for crankshaft flange Free flange end at lubricating oil inlet pipe (incl. blank flange) Oil outlet flange welded to bedplate (incl. blank flange) Face for brackets Brackets Studs for mounting the brackets Studs, nuts, and shims for mounting of RCF-/generator unit on the brackets Shims, studs and nuts for connection between crankshaft gear and RCF-/generator unit Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO Intermediate shaft between crankshaft and PTO Oil sealing for intermediate shaft Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box Plug box for electronic measuring instrument for check of condition of axial vibration damper

Pos. 10 Pos. 11 Pos. 12 Pos. 13 Pos. 14 Pos. 15 Pos. 16 Pos. 17 Pos. 18 Pos. 19 Pos. 20 Pos. 21

Pos. No: BWIII/RCF BWIII/GCR, BWIII/CFE BWII/RCF BWII/GCR, BWII/CFE BWI/RCF BWI/GCR, BWI/CFE DMG/CFE

1 A A

2 A A

3 A A

4 A A

5

6 B B

7

8 A A A A

9 B B A A B B B

10 11 12 13 14 15 16 17 18 19 20 21 A A A A A A A A A A B B B B A A A A A A A A A A A A A A A A A A A A

A A A

A A A

A A

A A A

B B B C

A A A

A: Preparations to be carried out by engine builder B: Parts supplied by PTO-maker C: See text of pos. No.
178 33 84-9.0

Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)

485 600 100

198 32 71

4.09

MAN B&W Diesel A/S

L70MC-C Project Guide

Crankshaft gear lubricated from the main engine lubricating oil system. The figures are to be added to the main engine capacity list:
Nominal output of generator
Lubricating oil flow Heat dissipation kW m3/h kW 700 4.1 12.1 1200 4.1 20.8 1800 4.9 31.1 2600 6.2 45.0

RCF gear with separate lubricating oil system: Nominal output of generator
Cooling water quantity Heat dissipation El. power for oil pump Dosage tank capacity El. power for Renk-controller kW m3/h kW kW m3 700 14.1 55 11.0 0.40 1200 22.1 92 15.0 0.51 1800 30.0 134 18.0 0.69 24V DC ± 10%, 8 amp 2600 39.0 180 21.0 0.95

From main engine:
Design lube oil pressure: 2.25 bar Lube oil pressure at crankshaft gear: min. 1 bar Lube oil working temperature: 50 °C Lube oil type: SAE 30 Cooling water inlet temperature: 36 °C Pressure drop across cooler: approximately 0.5 bar Fill pipe for lube oil system store tank (~?32) Drain pipe to lube oil system drain tank (~?40) Electric cable between Renk terminal at gearbox and operator control panel in switchboard: Cable type FMGCG 19 x 2 x 0.5

178 33 85-0.0

Fig. 4.06: Necessary capacities for PTO/RCF, BW III/RCF system

485 600 100

198 32 71

4.10

MAN B&W Diesel A/S

L70MC-C Project Guide

The letters refer to the ‘List of flanges’, which will be extended by the engine builder, when PTO systems are built on the main engine

178 06 47-1.0

Fig. 4.07: Lubricating oil system for RCF gear

485 600 100

198 32 71

4.11

MAN B&W Diesel A/S
DMG/CFE Generators Option: 4 85 259 Fig. 4.01 alternative 5, shows the DMG/CFE (Direct Mounted Generator/Constant Frequency Electrical) which is a low speed generator with its rotor mounted directly on the crankshaft and its stator bolted on to the frame box as shown in Figs. 4.08 and 4.09. The DMG/CFE is separated from the crankcase by a plate, and a labyrinth stuffing box. The DMG/CFE system has been developed in cooperation with the German generator manufacturers Siemens and STN Atlas, but similar types of genera-

L70MC-C Project Guide
tors can be supplied by others, e.g. Fuji, Nishishiba and Shinko in Japan. For generators in the normal output range, the mass of the rotor can normally be carried by the foremost main bearing without exceeding the permissible bearing load (see Fig. 4.09), but this must be checked by the engine manufacturer in each case. If the permissible load on the foremost main bearing is exceeded, e.g. because a tuning wheel is needed, this does not preclude the use of a DMG/CFE.

178 06 73-3.1

Fig. 4.08: Standard engine, with direct mounted generator (DMG/CFE)

485 600 100

198 32 71

4.12

MAN B&W Diesel A/S

L70MC-C Project Guide

178 06 63-7.1

Fig. 4.09: Standard engine, with direct mounted generator and tuning wheel

178 56 55-3.1

Fig. 4.10: Diagram of DMG/CFE with static converter

485 600 100

198 32 71

4.13

MAN B&W Diesel A/S
In such a case, the problem is solved by installing a small, elastically supported bearing in front of the stator housing, as shown in Fig. 4.09. As the DMG type is directly connected to the crankshaft, it has a very low rotational speed and, consequently, the electric output current has a low frequency – normally in order of 15 Hz. Therefore, it is necessary to use a static frequency converter between the DMG and the main switchboard. The DMG/CFE is, as standard, laid out for operation with full output between 100% and 70% and with reduced output between 70% and 50% of the engine speed at specified MCR.

L70MC-C Project Guide
Yard deliveries are: 1. Installation, i.e. seating in the ship for the synchronous condenser unit, and for the static converter cubicles 2. Cooling water pipes to the generator if water cooling is applied 3. Cabling. The necessary preparations to be made on the engine are specified in Figs. 4.05a and 4.05b.

SMG/CFE Generators Static converter The static frequency converter system (see Fig. 4.10) consists of a static part, i.e. thyristors and control equipment, and a rotary electric machine. The DMG produces a three-phase alternating current with a low frequency, which varies in accordance with the main engine speed. This alternating current is rectified and led to a thyristor inverter producing a three-phase alternating current with constant frequency. Since the frequency converter system uses a DC intermediate link, no reactive power can be supplied to the electric mains. To supply this reactive power, a synchronous condenser is used. The synchronous condenser consists of an ordinary synchronous generator coupled to the electric mains. The PTO SMG/CFE (see Fig. 4.01 alternative 6) has the same working principle as the PTO DMG/CFE, but instead of being located on the front end of the engine, the alternator is installed aft of the engine, with the rotor integrated on the intermediate shaft. In addition to the yard deliveries mentioned for the PTO DMG/CFE, the shipyard must also provide the foundation for the stator housing in the case of the PTO SMG/CFE. The engine needs no preparation for the installation of this PTO system.

Extent of delivery for DMG/CFE units The delivery extent is a generator fully built-on to the main engine inclusive of the synchronous condenser unit, and the static converter cubicles which are to be installed in the engine room. If required, the DMG/CFE can be made so it can be operated both as a generator and as a motor (PTI).

485 600 100

198 32 71

4.14

MAN B&W Diesel A/S

L70MC-C Project Guide

PTO BW II/GCR, Power Take Off/Gear Constant Ratio
The PTO system type BWII/GCR illustrated in Fig. 4.01 alternative 8 can generate electrical power on board ships equipped with a controllable pitch propeller, running at constant speed. The PTO unit is mounted on the tank top at the fore end of the engine see Fig. 4.11. The PTO generator is activated at sea, taking over the electrical power production on board when the main engine speed has stabilised at a level corresponding to the generator frequency required on board. The installation length in front of the engine, and thus the engine room length requirement, naturally exceeds the length of the engine aft end mounted shaft generator arrangements. However, there is some scope for limiting the space requirement, depending on the configuration chosen.

PTO BW IV/GCR Power Take Off/Gear Constant Ratio
The shaft generator system, type PTO BW IV/GCR, installed in the shaft line (Fig. 4.01 alternative 10) can generate power on board ships equipped with a controllable pitch propeller running at constant speed. The PTO-system can be delivered as a tunnel gear with hollow flexible coupling or, alternatively, as a generator step-up gear with thrust bearing and flexible coupling integrated in the shaft line. The main engine needs no special preparation for mounting these types of PTO systems as they are connected to the intermediate shaft. The PTO-system installed in the shaft line can also be installed on ships equipped with a fixed pitch propeller or controllable pitch propeller running incombinator mode. This will, however, require an

178 18 22-5.0

Fig. 4.11: Power Take Off (PTO) BW II/GCR

485 600 100

198 32 71

4.15

MAN B&W Diesel A/S
additional Renk Constant Frequency gear (Fig. 4.01 alternative 4) or additional electrical equipment for maintaining the constant frequency of the generated electric power.

L70MC-C Project Guide
Generator step-up gear and flexible coupling integrated in the shaft line For higher power take off loads, a generator step-up gear and flexible coupling integrated in the shaft line may be chosen due to first costs of gear and coupling. The flexible coupling integrated in the shaft line will transfer the total engine load for both propulsion and electricity and must be dimensioned accordingly. The flexible coupling cannot transfer the thrust from the propeller and it is, therefore, necessary to make the gear-box with an integrated thrust bearing. This type of PTO-system is typically installed on ships with large electrical power consumption, e.g. shuttle tankers.

Tunnel gear with hollow flexible coupling This PTO-system is normally installed on ships with a minor electrical power take off load compared to the propulsion power, up to approximately 25% of the engine power. The hollow flexible coupling is only to be dimensioned for the maximum electrical load of the power take off system and this gives an economic advantage for minor power take off loads compared to the system with an ordinary flexible coupling integrated in the shaft line. The hollow flexible coupling consists of flexible segments and connecting pieces, which allow replacement of the coupling segments without dismounting the shaft line, see Fig. 4.12.

Fig. 4.12: BW IV/GCR, tunnel gear

178 18 25-0.0

485 600 100

198 32 71

4.16

MAN B&W Diesel A/S
Auxiliary Propulsion System/Take Home System From time to time an Auxiliary Propulsion System/Take Home System capable of driving the CP-propeller by using the shaft generator as an electric motor is requested. MAN B&W Diesel can offer a solution where the CP-propeller is driven by the alternator via a two-speed tunnel gear box. The electric power is produced by a number of GenSets. The main engine is disengaged by a conical bolt clutch (CB-Clutch) made as an integral part of the shafting. The clutch is installed between the tunnel gear box and the main engine, and conical bolts are used to connect and disconnect the main engine and the shafting. See Figure 4.13. The CB-Clutch is operated by hydraulic oil pressure which is supplied by the power pack used to control the CP-propeller. A thrust bearing, which transfers the auxiliary propulsion propeller thrust to the engine thrust bearing when the clutch is disengaged, is built into the

L70MC-C Project Guide
CB-Clutch. When the clutch is engaged, the thrust is transferred statically to the engine thrust bearing through the thrust bearing built into the clutch. To obtain high propeller efficiency in the auxiliary propulsion mode, and thus also to minimise the auxiliary power required, a two-speed tunnel gear, which provides lower propeller speed in the auxiliary propulsion mode, is used. The two-speed tunnel gear box is made with a friction clutch which allows the propeller to be clutched in at full alternator/motor speed where the full torque is available. The alternator/motor is started in the de-clutched condition with a start transformer. The system can quickly establish auxiliary propulsion from the engine control room and/or bridge, even with unmanned engine room. Re-establishment of normal operation requires attendance in the engine room and can be done within a few minutes.

178 47 02-0.0

Fig. 4.13: Auxiliary propulsion system

485 600 100

198 32 71

4.17

MAN B&W Diesel A/S

L70MC-C Project Guide

L16/24 Holeby GenSet Data
Bore: 160 mm 1200 r/min Eng. kW 500 600 700 800 900 Power lay-out 60 Hz 1000 r/min Gen. kW Eng. kW 475 450 570 540 665 630 760 720 855 810 Stroke: 240 mm 50 Hz Gen. kW 430 515 600 680 770

5L16/24 6L16/24 7L16/24 8L16/24 9L16/24

178 23 03-1.0

Cyl. no 5 (1000 rpm) 5 (1200 rpm) 6 (1000 rpm) 6 (1200 rpm) 7 (1000 rpm) 7 (1200 rpm) 8 (1000 rpm) 8 (1200 rpm) 9 (1000 rpm) 9 (1200 rpm)

A (mm) 2751 2751 3026 3026 3301 3301 3576 3576 3851 3851

* B (mm) 1400 1400 1490 1490 1585 1585 1680 1680 1680 1680

* C (mm) 4151 4151 4516 4516 4886 4886 5256 5256 5531 5531

H (mm) 2226 2226 2226 2226 2226 2266 2266 2266 2266 2266

**Dry weight GenSet (t) 9.5 9.5 10.5 10.5 11.4 11.4 12.4 12.4 13.1 13.1
178 33 87-4.3

P Free passage between the engines, width 600 mm and height 2000 mm. Q Min. distance between engines: 1800 mm. * Depending on alternator ** Weight incl. standard alternator (based on a Leroy Somer alternator) All dimensions and masses are approximate, and subject to changes without prior notice.

Fig. 4.14a: Power and outline of L16/24

485 600 100

198 32 71

4.18

MAN B&W Diesel A/S

L70MC-C Project Guide

L16/24 Holeby GenSet Data
Max. continuous rating at 1000/1200 r/min 1000/1200 r/min ENGINE DRIVEN PUMPS HT cooling water pump** LT cooling water pump** Lubricating oil EXTERNAL PUMPS Fuel oil feed pump Fuel booster pump COOLING CAPACITIES Lubricating oil kW Charge air LT kW *Flow LT at 36°C inlet and 44°C outlet engine m 3/h Jacket cooling Charge air HT GAS DATA Exhaust gas flow Exhaust gas temp. Max. allowable back press. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Alternator kW kW 11/12 13/15 15/17 17/20 19/22 (see separate data from the alternator maker) Nm3 0.80 0.96 1.12 1.28 1.44 kg/h °C bar kg/h 3321/3675 3985/4410 4649/5145 5314/5880 5978/6615 330 330 330 330 330 0.025 0.025 0.025 0.025 0.025 3231/3575 3877/4290 4523/5005 5170/5720 5816/6435 kW kW 79/85 43/50 13.1/14.6 107/125 107/114 95/102 51/60 15.7/17.5 129/150 129/137 110/119 60/70 18.4/20.4 150/175 150/160 126/136 68/80 21.0/23.3 171/200 171/182 142/153 77/90 23.6/26.2 193/225 193/205 (4 bar) (8 bar) m3/h m3/h 0.14/0.15 0.41/0.45 0.16/0.18 0.49/0.54 0.19/0.21 0.57/0.63 0.22/0.24 0.65/0.72 0.24/0.27 0.73/0.81 (2.0/3.2 bar) m3/h (1.7/3.0 bar) m3/h (3-5.0 bar) m3/h 10.9/13.1 15.7/17.3 21/25 12.7/15.2 18.9/20.7 23/27 14.5/17.4 22.0/24.2 24/29 16.3/19.5 25.1/27.7 26/31 18.1/21.6 28.3/31.1 28/33 50/60 Hz CYL. Engine kW Gen. kW 5 450/500 430/475 6 540/600 515/570 7 630/700 600/665 8 720/800 680/760 9 810/900 770/855

The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition. * The outlet temperature of the HT water is fixed to 80°C, and 44°C for LT water. At different inlet temperatures the flow will change accordingly. Example: if the inlet temperature is 25°C, then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original flow. The HT flow will change to (80-36)/(80-25)*100 = 80% of the original flow. If the temperature rises above 36°C, then the LT outlet will rise accordingly. ** Max. permission inlet pressure 2.0 bar.

178 33 88-6.1

Fig. 4.14b: List of capacities for L16/24

485 600 100

198 32 71

4.19

MAN B&W Diesel A/S

L70MC-C Project Guide

L21/31 GenSet Data
Bore: 210 mm 900 r/min Eng. kW 950 1140 1330 1520 1710 Power lay-out 60 Hz 1000 r/min Gen. kW Eng. kW 905 1000 1085 1200 1265 1400 1445 1600 1625 1800 Stroke: 310 mm 50 Hz Gen. kW 950 1140 1330 1520 1710

5L21/31 6L21/31 7L21/31 8L21/31 9L21/31

178 23 04-3.0

Cyl. No. 5 (900 rpm) 5 (1000 rpm) 6 (900 rpm) 6 (1000 rpm) 7 (900 rpm) 7 (1000 rpm) 8 (900 rpm) 8 (1000 rpm) 9 (900 rpm) 9 (1000 rpm)

* C (mm) 5860 5860 6300 6300 6760 6760 7210 7210 7660 7660

H (mm) 3050 3050 3100 3100 3100 3100 3100 3100 3250 3250

**Dry weight GenSet (t) 21.3 21.3 24.3 24.3 27.3 27.3 30.3 30.3 33.3 33.3
178 48 08-7.1

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 galley) * Depending on alternator ** Weight incl. standard alternator (based on a Uljanik alternator) All dimensions and masses are approximate, and subject to changes without prior notice.

Fig. 4.15a: Power and outline of L21/31

485 600 100

198 32 71

4.20

MAN B&W Diesel A/S

L70MC-C Project Guide

L21/31 GenSet Data
Max. continuous rating at 900/1000 r/min 900/1000 r/min ENGINE DRIVEN PUMPS LT cooling water pump HT cooling water pump Lubricating oil EXTERNAL PUMPS Max. delivery pressure of cooling water pumps Fuel oil feed pump Fuel booster pump COOLING CAPACITIES Lubricating oil Charge air LT *Flow LT at 36°C inlet and 44°C outlet Jacket cooling Charge air HT *Flow HT at 36°C inlet and 80°C outlet GAS DATA Exhaust gas flow Exhaust gas temp. Max. allowable back press. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Alternator kW kW (see separate data from the alternator maker)
178 48 09-9.0

Cyl. 60/50 Hz Eng. kW Gen. kW

5 950/1000 905/950

6

7

8 1520/1600 1445/1520

9 1710/1800 1625/1710

1140/1200 1330/1400 1085/1140 1265/1330

(1.0/2.5 bar) ** m3/h (1.0/2.5 bar)** m3/h (3.0-5.0 bar) m3/h

55/61 55/61 31/34

55/61 55/61 31/34

55/61 55/61 41/46

55/61 55/61 41/46

55/61 55/61 41/46

bar (4.0 bar) m3/h m3/h

2.5 0.29/0.30 0.87/0.91

2.5 0.35/0.37 1.04/1.10

2.50 0.41/0.43 1.22/1.28

2.5 0.46/0.49 1.39/1.46

2.5 0.52/0.55 1.56/1.65

kW kW m 3/h kW kW m 3/h

199/209 137 23.9/24.4 148/156 244 9.4/9.5

239/251 165 28.7/29.3 178/187 293 11.2/11.4

278/293 192 33.5/34.2 207/218 341 13.1/13.4

318/335 220 38.3/39.0 237/249 390 15.0/15.3

358/377 247 65.0/67.0 266/280 439 16.8/17.2

kg/h °C bar kg/h

6551/6896 7861/8275 9172/9654 10482/11034 11792/12413 350 350 350 350 350 0.025 0.025 0.025 0.025 0.025 6365/6700 7638/8040 8911/9380 10184/10720 11457/12060

Nm3

0.7

0.8

0.9

1.0

1.1

The stated heat balances are based on tropical conditions, the flows and exhaust gas temp. are based on ISO ambient condition. * The outlet temperature of the HT water is fixed to 80°C, and 44°C for LT water. At different inlet temperatures the flow will change accordingly. Example: if the inlet temperature is 25°C, then the LT flow will change to (44-36)/(44-25)*100 = 53% of the original flow. The HT flow will not change. ** Max. permission inlet pressure 2.0 bar.
178 23 05-5.0

Fig. 4.15b: List of capacities for L21/31

485 600 100

198 32 71

4.21

MAN B&W Diesel A/S

L70MC-C Project Guide

L23/30H Holeby GenSet Data
Bore: 225 mm 720 r/min Eng. kW 650 780 910 1040 60 Hz Gen. kW 615 740 865 990 Power lay-out 750 r/min 50 Hz Eng. kW Gen. kW 675 645 810 770 945 900 1080 1025 Stroke: 300 mm 900 r/min Eng. kW 800 960 1120 1280 60 Hz Gen. kW 910 1060 1215

5L23/30H 6L23/30H 7L23/30H 8L23/30H

178 23 06-7.0

Cyl. no 5 (720 rpm) 5 (750 rpm) 6 (720 rpm) 6 (750 rpm) 6 (900 rpm) 7 (720 rpm) 7 (750 rpm) 7 (900 rpm) 8 (720 rpm) 8 (750 rpm) 8 (900 rpm)

A (mm) 3369 3369 3738 3738 3738 4109 4109 4109 4475 4475 4475

* B (mm) 2155 2155 2265 2265 2265 2395 2395 2395 2480 2480 2340

* C (mm) 5524 5524 6004 6004 6004 6504 6504 6504 6959 6959 6815

H (mm) 2383 2383 2383 2383 2815 2815 2815 2815 2815 2815 2815

**Dry weight GenSet (t) 18.0 17.6 19.7 19.7 21.0 21.4 21.4 22.8 23.5 22.9 24.5
178 34 53-7.1

P Free passage between the engines, width 600 mm and height 2000 mm. Q Min. distance between engines: 2250 mm. * Depending on alternator ** Weight included a standard alternator, make A. van Kaick All dimensions and masses are approximate, and subject to changes without prior notice. Fig. 4.16a: Power and outline of L23/30H

485 600 100

198 32 71

4.22

MAN B&W Diesel A/S

L70MC-C Project Guide

L23/30H Holeby GenSet Data
Max. continuous rating at 720/750 r/min 900 r/min 720/750 r/min 900 r/min ENGINE-DRIVEN PUMPS Fuel oil feed pump LT cooling water pump HT cooling water pump Lube oil main pump SEPARATE PUMPS Fuel oil feed pump*** LT cooling water pump* LT cooling water pump** HT cooling water pump Lube oil stand-by pump COOLING CAPACITIES LUBRICATING OIL Heat dissipation LT cooling water quantity* SW LT cooling water quantity** Lube oil temp. inlet cooler LT cooling water temp. inlet cooler CHARGE AIR Heat dissipation LT cooling water quantity LT cooling water inlet cooler JACKET COOLING Heat dissipation HT cooling water quantity HT cooling water temp. inlet cooler GAS DATA Exhaust gas flow Exhaust gas temp. Max. allowable back. press. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Generator kW kW 21/26 25/32 29/37 (See separate data from generator maker) 34/42 Nm3 2.0 2.0 2.0 2.0 kg/h °C bar kg/h 5510/6980 310/325 0.025 5364/6732 6620/8370 310/325 0.025 6444/8100 7720/9770 310/325 0.025 7524/9432 8820/11160 310/325 0.025 8604/10800 kW m3/h m3/h °C °C kW m3/h °C kW m3/h °C 69/97 5.3/6.2 18 67 36 251/310 30/38 36 182/198 20/25 77 84/117 6.4/7.5 18 67 36 299/369 36/46 36 219/239 24/30 77 98/137 7.5/8.8 18 67 36 348/428 42/53 36 257/281 28/35 77 112/158 8.5/10.1 25 67 36 395/487 48/61 36 294/323 32/40 77 Cyl. Engine kW Engine kW Gen. kW Gen. kW 5 650/675 800 615/645 6 780/810 960 740/770 910 1.0/1.3 55/69 36/45 16/20 0.23/0.29 42/52 54/63 24/30 15/17 7 910/945 1120 865/900 1060 1.0/1.3 55/69 36/45 20/20 0.27/0.34 48/61 60/71 28/35 16/18 8 1040/1080 1280 990/1025 1215 1.0/1.3 55/69 36/45 20/20 0.30/0.39 55/70 73/85 32/40 17/19

60/50 Hz 60 Hz

720, 750/900 r/min (5.5-7.5 bar) m3/h (1-2.5 bar) m3/h (1-2.5 bar) m3/h 3 (3-5/3.5-5 bar) m /h (4-10 bar) (1-2.5 bar) (1-2.5 bar) (1-2.5 bar) (3-5/3.5-5 bar) m3/h m3/h m3/h m3/h m3/h

1.0/1.3 55/69 36/45 16/20 0.19/0.24 35/44 48/56 20/25 14/16

The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pump capacities at 750 RPM are 4% higher than stated. If LT cooling are sea water, the LT inlet is 32° C instead of 36°C. Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions. These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions * Only valid for engines equipped with internal basic cooling water system no 1 and 2. ** Only valid for engines equipped with combined coolers, internal basic cooling water system no 3. *** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumption is multiplied by 1.45.
178 34 54-5.2

Fig. 4.16b: List of capacities for L23/30H

485 600 100

198 32 71

4.23

MAN B&W Diesel A/S

L70MC-C Project Guide

L27/38 Holeby GenSet Data
Bore: 270 mm 720 r/min Eng. kW 1500 1800 2100 2400 2700 Power lay-out 60 Hz 750 r/min Gen. kW Eng. kW 1425 1600 1710 1920 1995 2240 2280 2560 2565 2880 Stroke: 380 mm 50 Hz Gen. kW 1520 1825 2130 2430 2735

5L27/38 6L27/38 7L27/38 8L27/38 9L27/38

178 23 07-9.0

Cyl. no 5 5 6 6 7 7 8 8 9 9 (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm)

A (mm) 4346 4346 4791 4791 5236 5236 5681 5681 6126 6126

* B (mm) 2486 2486 2766 2766 2766 2766 2986 2986 2986 2986

* C (mm) 6832 6832 7557 7557 8002 8002 8667 8667 9112 9112

H (mm) 3705 3705 3705 3717 3717 3717 3717 3717 3797 3797

**Dry weight GenSet (t) 42.0 42.3 45.8 46.1 52.1 52.1 56.5 58.3 61.8 63.9
178 33 89-8.2

P Free passage between the engines, width 600 mm and height 2000 mm. Q Min. distance between engines: 3000 mm. (without gallery) and 3400 mm. (with gallery) * Depending on alternator ** Weight included a standard alternator All dimensions and masses are approximate, and subject to changes without prior notice. Fig. 4.17a: Power and outline of L27/38

485 600 100

198 32 71

4.24

MAN B&W Diesel A/S

L70MC-C Project Guide

L27/38 GenSet Data
Max. continuous rating at 720/750 r/min 720/750 r/min 60/50 Hz ENGINE DRIVEN PUMPS LT cooling water pump HT cooling water pump Lubricating oil pump EXTERNAL PUMPS Max. delivery pressure of cooling water pump Fuel oil feed pump (4.0 bar) Fuel booster pump (8.0 bar) COOLING CAPACITIES Lubricating oil Charge air LT *Flow LT at 36°C inlet and 46°C outlet Jacket cooling Charge air HT *Flow HT at 36°C inlet and 80°C outlet GAS DATA Exhaust gas flow Exhaust gas temp. Max. allowable back press. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Alternator kW kW 54/57 64/69 75/80 86/92 97/103 (see separate data from the alternator maker)
178 33 90-8.2

Cyl. 5 Engine kW 1500/1600 Gen. kW 1425/1520

6 1800/1920 1710/1825

7 2100/2240 1995/2130

8 2400/2560 2280/2430

9 2700/2880 2565/2735

(1.0-2.5 bar) m3/h (1.0-2.5 bar) m3/h (3.0-4.5 bar) m3/h

36/39 36/39 30/32

44/46 44/46 36/38

51/54 51/54 42/45

58/62 58/62 48/51

65/70 65/70 54/58

bar m3/h m3/h

2.50 0.45/0.48 1.35/1.44

2.50 0.54/0.58 1.62/1.73

2.50 0.63/0.67 1.89/2.02

2.50 0.72/0.77 2.16/2.30

2.50 0.81/0.86 2.43/2.59

kW kW m 3/h kW kW m 3/h

264/282 150/160 35.8/38.2 264/282 299/319 11.1/11.8

317/338 180/192 42.9/45.8 317/338 359/383 13.3/14.2

370/395 210/224 50.1/53.4 370/395 419/447 15.5/16.5

423/451 240/256 57.2/61.1 423/451 479/511 17.7/18.9

476/508 270/288 64.4/68.7 476/508 539/575 19.9/21.2

kg/h °C bar kg/h

11500/12064 13786/14476 16087/16889 18371/19302 20670/21715 283/281 283/281 283/281 283/281 283/281 0.025 0.025 0.025 0.025 0.025 11214/11744 13443/14093 15686/16442 17914/18790 20156/21139

Nm3

5.0

5.5

6.0

6.5

7.0

The stated heat balances are based on tropical conditions, the flows and exhaust gas temp. are based on ISO ambient condition. * The outlet temperature of the HT water is fixed to 80°C, and 44°C for LT water. At different inlet tempera ture the flow will change accordingly.

Example: if the inlet temperature is 25°C then the LT flow will change to (46-36)/(44-25)*100 = 53% of the original flow. The HT flow will change to (80-36)/(80-25)*100 = 80% of the original flow.

178 23 08-0.0

Fig. 4.17b: List of capacities for L27/38

485 600 100

198 32 71

4.25

MAN B&W Diesel A/S

L70MC-C Project Guide

L28/32H Holeby GenSet Data
Bore: 280 mm 720 r/min Eng. kW 1050 1260 1470 1680 1890 Power lay-out 60 Hz 750 r/min Gen. kW Eng. kW 1000 1100 1200 1320 1400 1540 1600 1760 1800 1980 Stroke: 320 mm 50 Hz Gen. kW 1045 1255 1465 1670 1880

5L28/32H 6L28/32H 7L28/32H 8L28/32H 9L28/32H

178 23 09-2.0

Cyl. no 5 5 6 6 7 7 8 8 9 9 (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm)

A (mm) 4279 4279 4759 4759 5499 5499 5979 5979 6199 6199

* B (mm) 2400 2400 2510 2510 2680 2680 2770 2770 2690 2690

* C (mm) 6679 6679 7269 7269 8179 8179 8749 8749 8889 8889

H (mm) 3184 3184 3184 3184 3374 3374 3374 3374 3534 3534

**Dry weight GenSet (t) 32.6 32.3 36.3 36.3 39.4 39.4 40.7 40.6 47.1 47.1

P Free passage between the engines, width 600 mm and height 2000 mm. Q Min. distance between engines: 2655 mm. (without gallery) and 2850 mm. (with gallery) * Depending on alternator ** Weight included a standard alternator, make A. van Kaick All dimensions and masses are approximate, and subject to changes without prior notice.

178 33 92-1.3

Fig. 4.18a: Power and outline of L28/32H

485 600 100

198 32 71

4.26

MAN B&W Diesel A/S

L70MC-C Project Guide

L28/32H Holeby GenSet Data
Max. continuous rating at 720/750 r/min 720/750 r/min ENGINE-DRIVEN PUMPS Fuel oil feed pump LT cooling water pump HT cooling water pump Lube oil main pump SEPARATE PUMPS Fuel oil feed pump*** LT cooling water pump* LT cooling water pump** HT cooling water pump Lube oil stand-by pump COOLING CAPACITIES LUBRICATING OIL Heat dissipation LT cooling water quantity* SW LT cooling water quantity** Lube oil temp. inlet cooler LT cooling water temp. inlet cooler CHARGE AIR Heat dissipation LT cooling water quantity LT cooling water inlet cooler JACKET COOLING Heat dissipation HT cooling water quantity HT cooling water temp. inlet cooler GAS DATA Exhaust gas flow Exhaust gas temp. Max. allowable back. press. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Generator kW kW 26 32 38 44 50 (See separate data from generator maker) Nm
3

Cyl. 60/50 Hz (5.5-7.5 bar) (1-2.5 bar) (1-2.5 bar) (3-5 bar) (4-10 bar) (1-2.5 bar) (1-2.5 bar) (1-2.5 bar) (3-5 bar) Engine kW Gen. kW m /h 3 m /h 3 m /h 3 m /h m /h 3 m /h 3 m /h 3 m /h 3 m /h
3 3

5 1050/1100 1000/1045 1.4 45 45 24 0.31 45 65 37 22

6 1260/1320 1200/1255 1.4 60 45 24 0.36 54 73 45 23

7 1470/1540 1400/1465 1.4 75 60 33 0.43 65 95 50 25

8 1680/1760 1600/1670 1.4 75 60 33 0.49 77 105 55 27

9 1890/1980 1800/1880 1.4 75 60 33 0.55 89 115 60 28

kW 3 m /h m /h °C °C kW 3 m /h °C kW 3 m /h °C kg/h °C bar kg/h
3

105 7.8 28 67 36 393 37 36 264 37 77 9260 305 0.025 9036 2.5

127 9.4 28 67 36 467 45 36 320 45 77 11110 305 0.025 10872 2.5

149 11.0 40 67 36 541 55 36 375 50 77 12970 305 0.025 12672 2.5

172 12.7 40 67 36 614 65 36 432 55 77 14820 305 0.025 14472 2.5

194 14.4 40 67 36 687 75 36 489 60 77 16670 305 0.025 16308 2.5

The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 r/min. Heat dissipation gas and pump capacities at 750 r/min are 4% higher than stated. If LT cooling is sea water, the LT inlet is 32° C instead of 36°C.
These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions. * Only valid for engines equipped with internal basic cooling water system no 1 and 2. ** Only valid for engines equipped with combined coolers, internal basic cooling water system no 3. *** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumption is multiplied by 1.45. 178 06 47-1.0

Fig. 4.18b: List of capacities for L28/32H

485 600 100

198 32 71

4.27

MAN B&W Diesel A/S

L70MC-C Project Guide

L32/40 Holeby GenSet Data
Bore: 320 mm 720 r/min Eng. kW 2880 3360 3840 4320 Power lay-out 60 Hz 750 r/min Gen. kW Eng. kW 2750 2880 3210 3360 3665 3840 4125 4320 Stroke: 400 mm 50 Hz Gen. kW 2750 3210 3665 4125

6L32/40 7L32/40 8L32/40 9L32/40

178 23 10-2.0

Cyl. no 6 6 7 7 8 8 9 9 (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm) (720 rpm) (750 rpm)

A (mm) 6340 6340 6870 6870 7400 7400 7930 7930

* B (mm) 3415 3415 3415 3415 3635 3635 3635 3635

* C (mm) 9755 9755 10285 10285 11035 11035 11565 11565

H (mm) 4510 4510 4510 4510 4780 4780 4780 4780

**Dry weight GenSet (t) 75.0 75.0 79.0 79.0 87.0 87.0 91.0 91.0
178 34 55-7.3

P Free passage between the engines, width 600 mm and height 2000 mm. Q Min. distance between engines: 2835 mm. (without gallery) and 3220 mm. (with gallery) * Depending on alternator ** Weight included an alternator, Type B16, Make Siemens All dimensions and masses are approximate, and subject to changes without prior notice.

Fig. 4.19a: Power and outline of 32/40

485 600 100

198 32 71

4.28

MAN B&W Diesel A/S

L70MC-C Project Guide

L32/40 Holeby GenSet Data
480 kW/Cyl. - two stage air cooler Max. continuous rating at 750 r/min 50 Hz 720 r/min 60 Hz ENGINE-DRIVEN PUMPS LT cooling water pump HT cooling water pump oil main pump SEPARATE PUMPS Fuel oil feed pump Fuel oil booster pump Prelubricating oil pump LT cooling water pump HT cooling water pump COOLING CAPACITIES LT charge air Lubricating oil Flow LT at 36° C HT charge air Jacket cooling Flow HT 80° C outlet engine GAS DATA Exhaust gas flow Exhaust gas temp. Max. allowable back. press. Air consumption STARTING AIR SYSTEM Air consumption per start HEAT RADIATION Engine Generator kW kW 137 160 183 206 (See separate data from generator maker) Nm3 2.50 2.63 2.75 2.85 kg/h °C bar kg/h 22480 350 0.025 21956 26227 350 0.025 25615 29974 350 0.025 29275 33720 350 0.025 32934 kW kW m 3/h kW kW m?/h 303 394 36 801 367 36 354 460 42 934 428 42 405 526 48 1067 489 48 455 591 54 1201 550 54 (4 bar) (8 bar) (8 bar) (3 bar) (3 bar) m3/h m3/h m3/h m3/h m3/h 0.9 2.6 19 36 36 1.0 3.0 22 42 42 1.2 3.5 26 48 48 1.3 3.9 29 54 54 (3 bar) (3 bar) (8 bar) m3/h m3/h m3/h 36 36 75 42 42 88 48 48 100 54 54 113 Cyl. Engine kW Gen. kW 6 2880 2750 7 3360 3210 8 3840 3665 9 4320 4125

178 34 56-9.2

The stated heat balances are based on 100% load and tropical condition, the flows are based on ISO ambient condition. Pump capacities of engine-driven pumps at 750 RPM are 4% higer than stated.
178 23 11-4.0

Fig. 4.19b: List of capacities for L32/40

485 600 100

198 32 71

4.29

MAN B&W Diesel A/S

Project Guide

5

Installation Aspects

5.01 Space Requirements and Overhaul Heights 5.02 Engine Outline, Galleries and Pipe Connections 5.03 Engine Seating and Holding Down Bolts 5.04 Engine Top Bracings 5.05 MAN B&W Controllable Pitch Propeller (CPP), Remote Control and Earthing Device

MAN B&W Diesel A/S

L70MC-C Project Guide

5.01 Space requirements and overhaul heights
Installation Aspects
The figures shown in this chapter are intended as an aid at the project stage. The data is subject to change without notice, and binding data is to be given by the engine builder in the ‘Installation Documentation’ mentioned in section 10. Please note that the newest version of most of the drawings of this section can be downloaded from our website on www.manbw.dk under ‘Products’, ‘Marine Power’, ‘Two-stroke Engines’ where you then choose the engine type. Only a 2 x 2.5 tons double-jib crane can be used for the L70MC-C engine as this crane has been individually designed for the engine. The capacity of a normal engine room crane has to be minimum 5.0 tons. For the recommended area to be covered by the engine room crane and regarding crane for dismantling the turbochargers, see figs. 5.01.01d and 5.01.01c. The overhaul tools for the engine are designed to be used with a crane hook according to DIN 15400, June 1990, material class M and load capacity 1Am and dimensions of the single hook type according to DIN 15401, part 1.

Space Requirements for the Engine
The space requirements stated in Figs. 5.01.01a and 5.01.01b are valid for engines rated at nominal MCR (L1). Additional space needed for engines equipped with PTO is stated in section 4. If, during the project stage, the outer dimensions of the turbocharger seem to cause problems, it is possible, for the same number of cylinders, to use turbochargers with smaller dimensions by increasing the indicated number of turbochargers by one.

Overhaul of Engine
The overhaul heights stated from the centre of the crankshaft to the crane hook are for normal lifting proceduce comprising vertical lift of the relevant components or reduced height lifting proceduce, see note F in Fig. 5.01.01b. A lower overhaul height is, however, available by using the MAN B&W Double-Jib Crane, built by Danish Crane Building A/S, shown in Figs. 5.01.02 and 5.01.03. Please note that the height given by using a double-jib crane is from the centre of the crankshaft to the lower edge of the deck beam, see note E in Fig. 5.01.01b.

430 100 034

198 32 72

5.01.01

MAN B&W Diesel A/S

L70MC-C Project Guide

178 24 57-6.0

Normal centreline distance for twin engine installation: 6850 mm. Please note that there must be a free space (100 x 80) at the outer part of the bedplate-frame box connection reqired for alignment of the engine on board by laser/piano wire, etc.

The dimensions given in the table are in mm and are for guidance only.

If dimensions cannot be fulfilled, please contact MAN B&W Diesel A/S or our local representative.

Fig. 5.01.01a: Space requirement for the engine, turbocharger on exhaust side (4 59 122)

430 100 034

198 32 73

5.01.02

MAN B&W Diesel A/S

L70MC-C Project Guide

Cyl. No. A

4

5

6

7

8

min. 7118 8308 9498 10688 11878 Fore end: A minimum shows basic engine A maximum shows engine with built-on tuning wheel max. 7631 8821 10011 11201 12391 For PTO: See corresponding space requirement 5365 5365 4925 B 4925 5365 4925 3947 4862 4688 3877 5365 MAN B&W NA turbocharger 4925 ABB TPL turbocharger Mitsubishi turbocharger Dimensions according to turbocharger choice at nominal MCR The required space to the engine room casing includes mechanical top bracing

3825 4230 3747 C 3626 4203 4403 3671 4076 4334 D E F 10475 G H 7241 J K V 3700 7280 460 3672 3752 3832 10250 11300

4325 MAN B&W NA turbocharger 4126 ABB TPL turbocharger 4988 Mitsubishi turbocharger 3947 The dimension includes a cofferdam of 600 mm and must fulfil minimum height to tank top according to classification rules The minimum distance from crankshaft centreline to lower edge of deck beam, when using MAN B&W Double-Jib Crane Minimum overhaul height, normal lifting procedure Minimum overhaul height, reduced height lifting procedure See “top bracing arrangement”, if top bracing fitted on camshaft side

7280 -

-

MAN B&W NA turbocharger Dimensions according to turbocharger choice at nominal MCR

7241 ABB TPL turbocharger Mitsuibishi turbocharger

Space for tightening control of holding-down bolts K must be equal to or larger than the propeller shaft, if the propeller shaft is to be drawn into the engine room Max. 30° when engine room has min. headroom above the turbocharger

See text 0°, 15°, 30°, 45°, 60°, 75°, 90°

178 24 57-6.0

Fig. 5.01.01b: Space requirement for the engine, turbocharger on exhaust side (4 59 122)

430 100 034

198 32 73

5.01.03

MAN B&W Diesel A/S

L70MC-C Project Guide

MAN B&W turbocharger related figures: Type NA 48 57 W kg 1000 2000 HB mm 1700 1800 ABB turbocharger related figures: Type TPL 73 77 80 W kg 1000 1000 1500 HB mm 800 900 1000

70 3000 2300

85 2200 1200

MHI turbocharger related figures: Type MET 53SD 66SD 71SD 53SE 66SE 71SE W kg 1500 3000 4000 HB mm 1500 1800 ~2000
178 32 20-8.0

83SD 83SE 6000 2200

The table indicates the position of the crane beam(s) in the vertical level related to the centre of the turbocharger(s). The crane beam location in horizontal direction

For the overhaul of a turbocharger, a crane beam with trolleys is required at each end of the turbocharger. Two trolleys are to be available at the compressor end and one trolley is needed at the gas inlet end. The crane beam can be omitted if the main engine room crane also covers the turbocharger area. The crane beam is used for lifting the following components: - Exhaust gas inlet casing - Turbocharger inlet silencer - Compressor casing - Turbine rotor with bearings The sketch shows a turbocharger and a crane beam that can lift the components mentioned. The crane beam(s) is/are to be located in relation to the turbocharger(s) so that the components around the gas outlet casing can be removed in connection with overhaul of the turbocharger(s).

*) Engines with the turbocharger(s) located on the exhaust side. The letter ‘a’ indicates the distance between vertical centrelines of the engine and the turbocharger(s).

*) Engines with the turbocharger located on the aft
end of engine. The letter ‘a’ indicates the distance between vertical centrelines of the aft cylinder and the turbocharger. The figures ‘a’ are stated on the ‘Engine Outline’ drawing The crane beam can be bolted to brackets that are fastened to the ship structure or to columns that are located on the top platform of the engine. The lifting capacity of the crane beam is indicated in the table for the various turbocharger makes. The crane beam shall be dimensioned for lifting the weight ‘W’ with a deflection of some 5 mm only.

Fig. 5.01.01c: Crane beam for overhaul of turbocharger

178 88 48-0.0

430 100 034

198 32 73

5.01.04

MAN B&W Diesel A/S

L70MC-C Project Guide

178 23 34-2.0

1)

The lifting tools for the engine are designed to fit together with a standard crane hook with a lifting capacity in accordance with the figure stated in the table. If a larger crane hook is used, it may not fit directly to the overhaul tools, and the use of an intermediate shackle or similar between the lifting tool and the crane hook will affect the requirements for the minimum lifting height in the engine room (dimension B). The hatched area shows the height where an MAN B&W DoubleJib Crane has to be used.

2)

Weight in kg inclusive lifting tools

Normal crane Crane Crane capacity Height to crane hook operating in tons in mm width Selected in accordance with in mm Reduced Normal DIN and JIS height lifting lifting standard procedure procedure capacities involving tilting af main components (option) B1/B2 Minimum height from centreline crankshaft to centreline crane hook

MAN B&W Double Jib crane

Building-in height in mm

A Cylinder Cylinder Piston Normal MAN crane B&W Minimum with liner cover Double- distance piston with complete Jib cooling rod and with crane exhaust jacket stuffing box valve

D C Additional height Minimum required for height from removal of centreline exhaust valve crankshaft to underside deck without removing any exhaust beam valve stud 10250 700

4150

4150

2375

5.0

2.5

2850

11300

10475

The crane hook travelling area must cover at least the full length of the engine and a width in accordance with dimension A given on the drawing, see cross-hatched area. It is furthermore recommended that the engine room crane can be used for transport of heavy spare parts from the engine room hatch to the spare part stores and to the engine. See example on this drawing. Fig. 5.01.01d: Engine room crane

The crane hook should at least be able to reach down to a level corresponding to the centreline of the crankshaft. For overhaul of the turbocharger(s), trolley mounted chain hoists must be installed on a separate crane beam or, alternatively, in combination with the engine room crane structure, see Fig. 5.01.01c with information about the required lifting capacity for overhaul of turbocharger(s).
178 23 35-4.0

430 100 034

198 32 73

5.01.05

MAN B&W Diesel A/S

L70MC-C Project Guide

Deck beam

MAN B&W Double Jib Crane

The double-jib crane can be delivered by: Danish Crane Building A/S P.O. Box 54 ?sterlandsvej 2 DK-9240 Nibe, Denmark Telephone: + 45 98 35 31 33 Telefax: + 45 98 35 30 33 E-mail: dcb@dcb.dk

Centreline crankshaft

178 06 25-5.3

Fig. 5.01.02: Overhaul with double-jib crane

488 701 050

198 32 74

5.01.06

MAN B&W Diesel A/S

L70MC-C Project Guide

178 24 06-2.0

Fig. 5.01.03: MAN B&W Double-Jib Crane 2 x 2.5 t, option: 4 88 701

488 701 010

198 32 75

5.01.07

MAN B&W Diesel A/S

L70MC-C Project Guide

5.02 Engine Outline, Galleries and Pipe Connections
Engine Outline
The total length of the engine at the crankshaft level may vary depending on the equipment to be fitted on the fore end of the engine, such as adjustable counterweights, tuning wheel, moment compensators PTO, which are shown as alternatives in Fig. 5.02.01a and 5.02.01b.

Engine Masses and Centre of Gravity
The partial and total engine masses appear from Chapter 9, ‘Dispatch Pattern’, to which the masses of water and oil in the engine, Fig. 5.02.03 are to be added. The centre of gravity is shown in Fig. 5.02.02, including the water and oil in the engine, but without moment compensators or PTO.

Gallery Outline
Figs. 5.02.04a, 5.02.04b and 5.02.04c show the gallery outline for engines rated at nominal MCR (L1).

Engine Pipe Connections
The position of the external pipe connections on the engine are stated in Figs. 5.02.05a, 5.02.05b and 5.02.05c, and the corresponding lists of counterflanges for pipes and turbocharger in Figs. 5.02.06a, 5.02.06b, 5.02.06c and 5.02.07 respectively. The flange connection on the turbocharger gas outlet is rectangular, but a transition piece to a circular form can be supplied as an option: 4 60 601.

430 100 061

198 32 76

5.02.01

MAN B&W Diesel A/S

L70MC-C Project Guide

178 49 05-7.0

Fig. 5.02.01a: Engine outline with two turbochargers, 6L70MC-C

483 100 084

198 32 77

5.02.02

MAN B&W Diesel A/S

L70MC-C Project Guide

178 49 06-9.0

Turbocharger MANB&W ABB MHI NA48/S TPL80-B11/12 MET53SD/SE

a 3087 3078 3095

b 7280 7241 7295

c1 2105 2045 2167

c2 5675 5615 5737

d 3961 3898 3993

e 4660 4660 4660

Please note: The dimensions are in mm and subject to revision without notice For platform dimensions see ‘Gallery outline’

Fig. 5.02.01b: Engine outline with two turbochargers, 6L70MC-C

483 100 084

198 32 77

5.02.03

MAN B&W Diesel A/S

L70MC-C Project Guide

Z Centre of gravity

Y

X

Centre of crankshaft Centre of cylinder 1
178 17 28-0.0

The masses are stated on ‘Dispatch Pattern’ pages 9.08 *Depends on turbocharger and scavenge air cooler makes, types and location
No. of cylinders Distance X mm Distance Y mm Distance Z mm* 4 2380 3210 105 5 2951 3290 105 6 3590 3290 130 7 4210 3270 130 8 5020 3340 135

All dimensions are approximate

Fig. 5.02.02: Centre of gravity

430 100 046

198 32 79

5.02.04

MAN B&W Diesel A/S

L70MC-C Project Guide

Mass of water and oil in engine in service Mass of water No. of cylinders Freshwater kg 4 5 6 7 8 770 930 1100 1270 1430 Seawater kg 500 500 640 640 870 Total kg 1270 1430 1740 1910 2300 Engine system kg 730 900 1190 1350 1520 Mass of oil in Oil pan * kg 600 860 1210 1090 1380 Total kg 1330 1760 2400 2440 2900

*

The stated values are only valid for horizontal engine

178 45 39-1.0

Fig. 5.02.03: Water and oil in engine

430 100 059

198 32 80

5.02.05

MAN B&W Diesel A/S

L70MC-C Project Guide

178 49 09-4.0

Fig. 5.02.04a: Gallery outline with two turbochargers, 6L70MC-C

483 100 080

198 32 81

5.02.06

MAN B&W Diesel A/S

L70MC-C Project Guide

178 49 10-4.0

Turbocharger MAN B&W ABB MHI NA57/T09 TPL... MET66SD/SE

a 3087 3078 3095

b 7280 7241 7295

c1 2105 2045 2167

c2 5675 5615 5737

e 4660 4660 4660

Please note: The dimensions are in mm and subject to revision without notice For platform dimensions see ‘Gallery outline’

Fig. 5.02.04b: Gallery outline with two turbochargers, 6L70MC-C

483 100 080

198 32 81

5.02.07

MAN B&W Diesel A/S

L70MC-C Project Guide

178 49 11-6.0

Fig. 5.02.04c: Gallery outline with two turbochargers, 6L70MC-C

483 100 080

198 32 81

5.02.08

MAN B&W Diesel A/S

L70MC-C Project Guide

Cyl. no 5 6 7 8

p 1020 1020 1020 1020

q 4080 4080

r 4080 4080 6120 7140 c1 c2 5675 5615 5737 f 5466 5466 5540 n 7496 – 7811 s1 1578 – 568 s2 5149 – 5328 k 285 285 830

MAN B&W ABB MHI

NA57/T09 TPL80-B MET66SE/SD

2105 2045 2167

Fig. 5.02.05a: Engine pipe connections, one turbocharger located on exhaust side of engine

178 24 04-9.0

483 100 082

198 32 82

5.02.09

MAN B&W Diesel A/S

L70MC-C Project Guide

a MAN B&W NA57/T09 ABB MHI TPL80-B MET66SE/SD 3087 3078 3095

b 7280 7241 7295

d 8068 8008 7981

e 3281 3284 3279

h 2370 – 7209

g 4242 4223 4246

p 5616 5616 5710

q 4419 4419 4428

r 109 109 4159

The letters refer to ‘List of flanges’ Some of the pipes can be connected fore or aft as shown and the engine builder has to be informed which end to be used For engine dimensions see ‘Engine outline’ and ‘Gallery outline’ Fig. 5.02.05b: Engine pipe connections, one turbocharger located on exhaust side of engine
178 24 04-9.0

483 100 082

198 32 82

5.02.10

MAN B&W Diesel A/S

L70MC-C Project Guide

Fig. 5.02.05c: Engine pipe connections, one turbocharger located on exhaust side of engine

178 24 04-9.0

483 100 082

198 32 82

5.02.11

MAN B&W Diesel A/S

L70MC-C Project Guide

Reference A B C D

Cyl. No. 4-8 4-8 4-8 MET 53 MET 66 MET 83 NA48 NA57 NA70

Flange Diam. PCD

Bolts ThickDiam. ness No. Starting air inlet Control air inlet Safety air inlet Exhaust gas outlet 4 4 4 6 6 4 4 8 8 8 8 8 12 8 12 8 12 8 12 12 12 8 Fuel oil outlet Jacket cooling water inlet Jacket cooling water outlet Cooling water de-aeration 24 28 24 28 24 24 24 24 28 28 20 M20 M20 M20 M20 M20 M20 M20 M20 M20 M20 M16 Cooling water inlet to air cooler (Sea water) Cooling water outlet from air cooler (Sea water) Cooling water inlet to air cooler (central cooling) Cooling water outlet from air cooler (central cooling) System oil outlet to bottom tank Lubricating and cooling oil (system oil) Fuel oil inlet Venting of lub. oil discharge pipe for MAN B&W turbocharger Venting of lub. oil discharge pipe for MHI MET turbocharger M12 M16 M16 M12 M12 M16 M16 M16 M20 M16 M20 Description

Flange for pipe 168.3 x 7.1 Coupling for 20 mm pipe Coupling for 16 mm pipe See figures, drawing, page 5.02.20 125 140 180 140 140 210 165 250 285 250 285 340 395 340 395 285 340 285 340 395 445 200 130 145 145 114 114 170 125 210 240 210 240 295 350 295 350 240 295 240 295 350 400 160 14 14 14 16 16 16 20 22 24 22 24

E

F K L M N P N P S RU X

4-8 4-6 7-8 4-6 7-8 4-8 4-5 6-8 4-5 6-8 4-6 7-8 4-6 7 4-8 4-5 6-8 4-8

Coupling for 1 1/4”

See special drawing of oil outlet

178 24 56-4.0

Fig. 5.02.06a: List of counterflanges, option: 4 30 202

430 200 152

198 32 83

5.02.12

MAN B&W Diesel A/S

L70MC-C Project Guide

Reference

Cyl. No. 1xTPL77, 80 1xTPL85 2xTPL77, 80 2xTPL85 1xNA57 1xNA70 2xNA48 2xNA57 2xNA70 1xMET66/83 2xMET66 2xMET53 1xTPL77, 80 1xTPL85 2xTPL77, 80 2xTPL85 1xNA57 1xNA70 2xNA48, 57 2xNA70 1xMET66 1xMET83 2xMET66 2xMET53

Flange Diam. 140 185 165 220 150 165 165 185 220 165 185 165 200 220 220 250 185 220 220 285 220 250 285 210 PCD 100 145 125 180 110 125 125 145 180 125 145 125 160 180 180 210 145 180 180 240 180 210 240 251

Bolts ThickDiam. ness 18 18 18 22 18 20 20 18 22 20 18 20 20 22 22 22 18 22 22 24 22 22 24 22 M16 M16 M16 M16 M16 M16 M16 M16 M16 M16 M16 M16 M16 M16 M16 M16 M16 M16 M16 M20 M16 M16 M20 M16 No. 4 4 4 8 4 4 4 4 8 4 4 4 8 8 8 8 4 8 8 8 8 8 8 8 Lubricating oil outlet from turbocharger MAN B&W, MHI MET and ABB TPL Lubricating oil inlet to turbocharger MAN B&W, MHI MET and ABB TPL Description

AA

AB

178 24 56-4.0

Fig. 5.02.06b: List of counterflanges, option: 4 30 202

430 200 152

198 32 83

5.02.13

MAN B&W Diesel A/S

L70MC-C Project Guide

Reference AC AD AE AF AG AH AK AL AL AM AM AN AP AR AS AT AV BD BX BF BV

Cyl. No. 4-8 4-8 4-8 4-8 4-8 4-8 4-8 1 x A. C. 2 x A. C. 1 x A. C. 2 x A. C. 4-8 4-8 4-8 4-8 4-8 4-8 4-8 4-8 4-8 4-8

Flange Diam. PCD

Bolts ThickDiam. ness 14 16 16 16 16 18 20 18 20 M12 M16 M16 M16 M16 M16 M16 M16 M16 No. Description Lubricating oil inlet to cylinder lubricators 4 4 4 4 4 4 4 4 4 Fuel oil from umbrella sealing Drain from bedplate/cleaning turbocharger Fuel oil to draintank Drain oil from piston rod stuffing boxes Fresh cooling water drain Inlet cleaning air cooler Outlet air cooler/water mist catcher Outlet air cooler/water mist catcher Outlet air cooler to chemical cleaning tank Outlet air cooler to chemical cleaning tank Water inlet for cleaning of turbocharger Air inlet for dry cleaning of turbocharger M16 4 4 M16 4 Oil vapour discharge Cooling water drain air cooler Extinguishing of fire in scavenge air box Drain from scavenge air box to closed drain tank Fresh water outlet for heating fuel oil drain pipes Steam inlet for heating fuel oil pipes Steam outlet for heating fuel oil pipes Steam inlet for cleaning drain of scavenge air box

Coupling for 25 mm pipe 115 140 140 140 140 150 165 150 165 85 100 100 100 100 110 125 110 125

Coupling for 30 mm pipe

Coupling for 30 mm pipe Coupling for 30 mm pipe 165 125 18 Coupling for 30 mm pipe Coupling for 30 mm pipe 185 145 18 Coupling for 16 mm pipe Coupling for 16 mm pipe Coupling for 16 mm pipe Coupling for 16 mm pipe

A. C. = Air cooler

178 24 56-4.0

Fig. 5.02.06c: List of counterflanges, option: 4 30 202

430 200 152

198 32 83

5.02.14

MAN B&W Diesel A/S

L70MC-C Project Guide

Thickness of flanges: 25 mm Fig. 5.02.07: List of counterflanges, turbocharger exhaust outlet (yard’s supply)
178 24 05-0.0

430 200 152

198 32 83

5.02.15

MAN B&W Diesel A/S

L70MC-C Project Guide

5.03 Engine Seating and Holding Down Bolts
Engine Seating and Arrangement of Holding Down Bolts
The dimensions of the seating stated in Figs. 5.03.01 and 5.03.02a, 5.03.02b and 5.03.02c are for guidance only. The engine is basically mounted on epoxy chocks 4 82 102 in which case the underside of the bed-plate’s lower flanges has no taper. The epoxy types approved by MAN B&W Diesel A/S are: ‘Chockfast Orange PR 610 TCF’ from ITW Philadelphia Resins Corporation, USA, and ‘Epocast 36’ from H.A. Springer – Kiel, Germany The engine may alternatively, be mounted on cast iron chocks (solid chocks 4 82 101), in which case the underside of the bedplate’s lower flanges is with taper 1:100.

482 100 000

198 32 84

5.03.01

MAN B&W Diesel A/S

L70MC-C Project Guide

178 24 00-1.0

For details of chocks and bolts see special drawings. For securing of supporting chocks see special drawing. This drawing may, subject to the written consent of the actual engine builder concerned, be used as a basis for marking-off and drilling the holes for holding down bolts in the top plates, provided that:

1)

The engine builder drills the holes for holding down bolts in the bedplate while observing the toleranced locations indicated on MAN B&W Diesel A/S drawings for machining the bedplate 2) The shipyard drills the holes for holding down bolts in the top plates while observing the toleranced locations given on the present drawing 3) The holding down bolts are made in accordance with MAN B&W Diesel A/S drawings of these bolts

Fig. 5.03.01: Arrangement of epoxy chocks and holding down bolts

482 600 015

198 32 85

5.03.02

MAN B&W Diesel A/S

L70MC-C Project Guide

178 24 01-3.0

Holding down bolts, option: 4 82 602 include: 1 2 3 4 5 6 Fig.5.03.02a: Profile of engine seating with vertical lubricating oil outlet Protecting cap Spherical nut Spherical washer Distance pipe Round nut Holding down bolt

482 600 010

198 32 86

5.03.03

MAN B&W Diesel A/S

L70MC-C Project Guide

Side chock liners, option: 4 82 620 includes: Liner for side chock 2 Lock plate 3 Washer 4 Hexagon socket 5 set screw Side chock brackets, option: 4 82 622 includes: 1 Side chock brackets

Fig.5.03.02b: Profile of engine seating, side chocks

End chock bolts, option: 4 82 610 includes: Stud for end chock bolt 1 Round nut 2 Round nut 3 Spherical washer 4 Spherical washer 5 Protecting cap 6 End chock liners, option: 4 82 612 includes: 7 Liner for end chocks End chock brackets, option: 4 82 614 includes: 8 End chock brackets

178 24 02-5.0

Fig.5.03.02c: Profile of engine seating, end chocks

482 600 010

198 32 86

5.03.04

MAN B&W Diesel A/S

L70MC-C Project Guide

5.04 Engine top Bracings
The so-called guide force moments are caused by the transverse reaction forces acting on the crossheads due to the connecting rod/crankshaft mechanism. When the piston of a cylinder is not exactly in its top or bottom position, the gas force from the combustion, transferred through the connecting rod will have a component acting on the crosshead and the crankshaft perpendicularly to the axis of the cylinder. Its resultant is acting on the guide shoe (or piston skirt in the case of a trunk engine), and together they form a guide force moment. The moments may excite engine vibrations moving the engine top athwartships and causing a rocking (excited by H-moment) or twisting (excited by X-moment) movement of the engine. For engines with fewer than seven cylinders, this guide force moment tends to rock the engine in transverse direction, and for engines with seven cylinders or more, it tends to twist the engine. Both forms are shown in the chapter dealing with vibrations. The guide force moments are harmless to the engine, however, they may cause annoying vibrations in the superstructure and/or engine room, if proper countermeasures are not taken. As this system is difficult to calculate with adequate accuracy, MAN B&W Diesel recommend that top bracing is installed between the engine’s upper platform brackets and the casing side. The top bracing is designed as a stiff connection which allows adjustment in accordance with the loading conditions of the ship. Without top bracing, the natural frequency of the vibrating system comprising engine, ship’s bottom, and ship’s side, is often so low that resonance with the excitation source (the guide force moment) can occur close the the normal speed range, resulting in the risk of vibration. With top bracing, such a resonance will occur above the normal speed range, as the top bracing increases the natural frequency of the abovementioned vibrating system. The top bracing is normally placed on the exhaust side of the engine (4 83 110), but it can alternatively be placed on the camshaft side, option: 4 83 111, see Figs. 5.04.01a and 5.04.03. The top bracing is to be made by the shipyard in accordance with MAN B&W instructions.

Mechanical top bracing The forces and deflections for calculating the transverse top bracing’s connection to the hull structure are: Force per bracing. . . . . . . . . . . . . . . . . . . ± 126 kN Minimum horizontal rigidity at the link's points of attachment to the hull . . . . . . . 170 MN/m Tightening torque at hull side. . . . . . . . . . . 280 Nm Tightening torque at engine side. . . . . . . 1,400 Nm

Hydraulic top bracing They hydraulic trop bracings are available in Following design: With pump station, option 4 83 122 See Figs. 5.04.03a, and 5.04.03b. The hydraulically adjustable top bracing is an alternative to our standard top bracing and is intended for application in vessels where hull deflection is foreseen to exceed the usual level. Similar to our standard mechanical top bracing, this hydraulically adjustable top bracing is intended for one side mounting, either the exhaust side (alternative 1), or the camshaft side (alternative 2). Force per brazing . . . . . . . . . . . . . . . . . . . ±127 kN Maximum horizontal deflection at the link’s points of attachment to the hull for four cylinders . . . . . . . . . . . . . . . . . . . 0.51 mm for two cylinders . . . . . . . . . . . . . . . . . . . . 0.36 mm It should be noted that only two hydraulic cylinders are to be installed for engines with 4 to 7 cylinders and four hydraulic cylinders are to be installed for engines with 8 cylinders.

483 110 061

198 32 87

5.04.01

MAN B&W Diesel A/S

L70MC-C Project Guide

178 23 60-4.0

Top bracing should only be installed on one side, either the exhaust side or the maneuvering side. If top bracing has to be installed on maneuvering side, please contact MAN B&W Diesel Horizontal vibrations on top of engine are caused by the guide force moments. For 4-7 cylinders engines the H-moment is the major excitation source and for larger cylinder numbers an X-moment is the major excitation source. For engines with vibrations excited by an X-moment, bracing at the center of the engine are only minor importance. If the minimum built-in length can not be fulfilled, please contact MAN B&W Diesel A/S or our local representative. The complete arrangement to be delivered by the shipyard.

Horizontal distance between top bracing fix point and centerline cylinder 1: a = 595 b = 1785 c = 2975 d = 4165 e = 5355 f = 6545 g = 7735 h = 8925

Turbocharger NA57/T09 NA70/T09 MET66SE/SD MET83SE/SD TPL80D

Q 3980 4380 3980 4380 3980

R 4925 5365 4925 5365 4925

Fig. 5.04.01a: Mechanical top bracing arrangement, turbocharger located on exhaust side of engine

483 110 007

198 32 88

5.04.02

MAN B&W Diesel A/S

L70MC-C Project Guide

178 23 61-6.0

Fig. 5.04.02: Mechanical top bracing outline, option: 4 83 112

483 110 007

198 32 88

5.04.03

MAN B&W Diesel A/S

L70MC-C Project Guide

178 23 59-4.0

The hydraulic cylinders are located as shown below: Top bracing should only be installed on one side, either the exhaust side (alternative 1), or the camshaft side (alternative 2).

Horizontal distance between top bracing fix point and centerline cylinder 1: a = 595 d = 4165 e = 5355 f = 6545 g = 7735 h = 8925

Turbocharger NA57/T09 NA70/T09 TPL80D MET66SE/SD MET83SE/SD

R 5135 5625 5625 5135 5625

Fig. 5.04.03: Hydraulic top bracing arrangement, turbocharger located on exhaust side of engine

483 110 008

198 32 89

5.04.04

MAN B&W Diesel A/S

L70MC-C Project Guide

With hydraulic cylinders and pump station

Hydraulic cylinders Accumulator unit

Pump station including: two pumps oil tank filter relief valve and control box

Pipe: Electric wiring:

The hydraulically adjustable top bracing system consists basically of two or four hydraulic cylinders, two accumulator units and one pump station
178 16 68-0.0

Fig. 5.04.03a: Hydraulic top bracing layout of system with pump station, option: 4 83 122

Valve block with solenoid valve and relief valve

Hull side

Engine side

Inlet

Outlet

The hydraulic cylinder will provide a constant force between engine and hull, and will as such, act as a detuner of the double bottom/main engine system. The valve block prevents excessive forces from being transferred through the cylinder, and the two spherical bearings absorb the relative vertical and longitudinal movements between engine and hull.
178 16 48-8.0

Fig. 5.04.03b: Hydraulic cylinder for option: 4 83 122

483 110 008

198 32 89

5.04.05

MAN B&W Diesel A/S

L70MC-C Project Guide

5.05 MAN B&W Controllable Pitch Propeller (CPP), Remote Control and Earthing Device
MAN B&W Controllable Pitch Propeller
The standard propeller programme,fig. 5.05.01 and 5.05.02 shows the VBS type features, propeller blade pitch setting by a hydraulic servo piston integrated in the propeller hub. The figures stated after VBS indicate the propeller hub diameter, i.e. VBS1940 indicates the propeller hub diameter to be 1940 mm. Standard blade/hub materials are Ni-Al-bronze. Stainless steel is available as an option. The propellers are based on ‘no ice class’ but are available up to the highest ice classes.

9000 8000 7000 6000 5000 4000 3000 2000 1000 0 0 2 6 10 14 18 22 26 30 Engine Power [1000 kW]
178 22 23-9.0

VBS1 940 VBS18 00 VBS1 68 VBS15 0 VBS1 60 4 VBS1 60 3 VBS1 80 2 VBS1 80 VBS 180 10 VBS 80 980 VB S86 0 VB S74 0

Fig. 5.05.01: Controllable pitch propeller diameter (mm)

420 600 000

198 32 90

5.05.01

MAN B&W Diesel A/S

L70MC-C Project Guide

178 22 24-0.0

Cyl. 4 5 6

kW

Propeller speed (r/min)

D (mm)

Hub VBS (mm)

Q (mm)

R (mm)

Wmin (mm)

Propeller mass* (ton)

Data available upon request

178 49 26-1.0

Fig. 5.05.02: MAN B&W controllable pitch propeller

420 600 000

198 32 90

5.05.02

MAN B&W Diesel A/S

L70MC-C Project Guide

Data Sheet for Propeller

Identification: Type of vessel:

178 22 36-0.0

For propeller design purposes please provide us with the following information: 1. S: W: I: mm mm mm (as shown above)

7. 8.

Maximum rated power of shaft generator: kW Optimisation condition for the propeller : To obtain the highest propeller efficiency please identify the most common service condition for the vessel. Ship speed: kn Engine service load: Service/sea margin: Shaft generator service load: Draft: m

2. 3. 4.

Stern tube and shafting arrangement layout Propeller aperture drawing Complete set of reports from model tank (resistance test, self-propulsion test and wake measurement). In case model test is not available the next page should be filled in. Drawing of lines plan Classification Society: Ice class notation:

% % kW

5. 6.

9.

Comments:

Fig. 5.05.03a: Data sheet for propeller design purposes

420 600 000

198 32 90

5.05.03

MAN B&W Diesel A/S
Main Dimensions Symbol LPP LWL B TF TA o CB CM CWL S LCB H AB

L70MC-C Project Guide

Length between perpendiculars Length of load water line Breadth Draft at forward perpendicular Draft at aft perpendicular Displacement Block coefficient (LPP) Midship coefficient Waterplane area coefficient Wetted surface with appendages Centre of buoyancy forward of LPP/2 Propeller centre height above baseline Bulb section area at forward perpendicular

Unit m m m m m m3 m2 m m m2

Ballast

Loaded

178 22 97-0.0

Fig. 5.05.03b: Data sheet for propeller design purposes, in case model test is not available this table should be filled in

Propeller Clearance To reduce emitted pressure impulses and vibrations from the propeller to the hull, MAN B&W recommend a minimum tip clearance as shown in fig. 5.05.04. For ships with slender aft body and favourable inflow conditions the lower values can be used whereas full after body and large variations in wake field causes the upper values to be used. In twin-screw ships the blade tip may protrude below the base line. Hub
VBS 1560 VBS 1680 VBS 1800 VBS 1940 Dismantling of cap X mm 480 570 620 Data available upon requst
178 84 27-3.0

D
X

Y

Baseline

High skew propeller Y mm

Non-skew propeller Y mm

Baseline clearance Z mm

Z

178 22 37-2.0

15-20% of D 20-25% of D Min.50-100

Fig. 5.05.04: Propeller clearance

420 600 000

198 32 90

5.05.04

MAN B&W Diesel A/S

L70MC-C Project Guide

178 22 38-4.0

Fig. 5.05.05: Servo oil system for VBS propeller equipment

Servo Oil System The principle design of the servo oil system for VBS is shown in Fig. 5.05.05. The VBS system consists of a servo oil tank unit – Hydra Pack, and a coupling flange with electrical pitch feed–back box and oil distributor ring. The electrical pitch feed–back box measures continuously the position of the pitch feed–back ring and compares this signal with the pitch order signal. If deviation occurs, a proportional valve is actuated. Hereby high pressure oil is fed to one or the other side of the servo piston, via the oil distributor ring, until the desired propeller pitch has been reached. The pitch setting is normally remote controlled, but local emergency control is possible.

420 600 000

198 32 90

5.05.05

MAN B&W Diesel A/S

L70MC-C Project Guide

178 22 39-6.0

Fig. 5.05.06: Hydra Pack - Servo oil tank unit

Hydra Pack The servo oil tank unit – Hydra Pack (Fig. 5.05.06), consists of an oil tank with all other components top mounted, to facilitate installation at yard. Two electrically driven pumps draw oil from the oil tank through a suction filter and deliver high pressure oil to the proportional valve. One of two pumps are in service during normal operation, while the second will start up at powerful manoeuvring. A servo oil pressure adjusting valve ensures minimum servo oil pressure at any time hereby minimizing the electrical power consumption.

Maximum system pressure is set on the safety valve. The return oil is led back to the tank via a thermostatic valve, cooler and paper filter. The servo oil unit is equipped with alarms according to the Classification Society as well as necessary pressure and temperature indication. If the servo oil unit cannot be located with maximum oil level below the oil distribution ring the system must incorporate an extra, small drain tank complete with pump, located at a suitable level, below the oil distributor ring drain lines.

420 600 000

198 32 90

5.05.06

MAN B&W Diesel A/S
Main Control Station (Center)
RPM Pitch RPM

L70MC-C Project Guide

Bridge Wing
RPM Pitch

Bridge Wing
Pitch

Operator Panel (*)

ES

Operator Panel

BU

ES

ES: Emergency Stop BU: Back-Up Control

Operator Panel (*)

ES

Duplicated Network Handles Interface

Bridge

Ship’s Alarm System
System failure alarm, Load reduction, Load red. Cancel alarm

RPM

Pitch

Operator Panel

Engine Control Room Engine Room
Start/Stop/Slow turning, Start blocking, Remote/Local Governor limiter cancel Speed Set Fuel Index
I I

Shaft Generator / PMS

Charge Air Press. Engine overload (max. load)

Local engine control
(in Governor)

Propulsion Control System
Pitch Set
Remote/Local

Auxiliary Control Equipment

STOP

START

STOP Propeller Pitch Closed Loop Control Box

STOP

Back-up selected Engine speed Shut down, Shut down reset/cancel

Coordinated Control System

PI
Terminals for engine monitoring sensors

PI
Ahead/ Astern

Pitch

I
PI

Engine safety system

Terminals for propeller monitoring sensors

I
Pitch

178 22 40-6.0

Fig. 5.05.07: Remote control system - Alphatronic 2000

Remote Control System The remote control system is designed for control of a propulsion plant consisting of the following types of plant units: ? Diesel engine ? Tunnel gear with PTO/PTI, or PTO gear ? Controllable pitch propeller As shown on fig. 5.05.07, the propulsion remote control system comprises a computer controlled system with interconnections between control stations via a redundant bus and a hard wired back-up control system for direct pitch control at constant shaft speed. The computer controlled system contains functions for:

? Machinery control of engine start/stop, engine load limits and possible gear clutches. ? Thrust control with optimization of propeller pitch and shaft speed. Selection of combinator, constant speed or separate thrust mode is possible. The rates of changes are controlled to ensure smooth manoeuvres and avoidance of propeller cavitation. ? A Load control function protects the engine against overload. The load control function contains a scavenge air smoke limiter, a load programme for avoidance of high thermal stresses in the engine, an automatic load reduction and an engineer controlled limitation of maximum load. ? Functions for transfer of responsibility between the local control stand, engine control room and control locations on the bridge are incorporated in the system.

420 600 000

198 32 90

5.05.07

MAN B&W Diesel A/S

L70MC-C Project Guide

288

144

PROPELLER RPM

PROPELLER PITCH

288

BACK UP CONTROL ON/OFF

IN CONTROL

TAKE
CONTROL

178 22 41-8.0

Fig. 5.05.08: Main bridge station standard layout

Propulsion Control Station on the Main Bridge For remote control a minimum of one control station located on the bridge is required. This control station will incorporate three modules, as shown on fig. 5.05.08: ? A propulsion control panel with push buttons and indicators for machinery control and a display with information of condition of operation and status of system parameter.

? A propeller monitoring panel with back-up instruments for propeller pitch and shaft speed. ? A thrust control panel with control lever for thrust control, an emergency stop button and push buttons for transfer of control between control stations on the bridge.

420 600 000

198 32 90

5.05.08

MAN B&W Diesel A/S
Alpha Clutcher - for Auxilliary Propulsion Systems The Alpha Clutcher is a new shaftline de-cluching device for auxilliary propulsion systems which meets the class notations for redundant propulsion. It facilitates reliable and simple “take home” and “take away” functions in two-stroke engine plants. See section 4.

L70MC-C Project Guide

Earthing Device
In some cases, it has been found that the difference in the electrical potential between the hull and the propeller shaft (due to the propeller being immersed in seawater) has caused spark erosion on the main bearings and journals of the engine. A potential difference of less than 80 mV is harmless to the main bearings so, in order to reduce the potential between the crankshaft and the engine structure (hull), and thus prevent spark erosion, we recommend the installation of a highly efficient earthing device. The sketch Fig. 5.05.09 shows the layout of such an earthing device, i.e. a brush arrangement which is able to keep the potential difference below 50 mV. We also recommend the installation of a shaft-hull mV-meter so that the potential, and thus the correct functioning of the device, can be checked.

420 600 010

198 32 92

5.05.09

MAN B&W Diesel A/S

L70MC-C Project Guide

Cross section must not be smaller than 45 mm2 and the length of the cable must be as short as possible Hull Slipring solid silver track
Voltmeter for shaft-hull potential difference

Silver metal graphite brushes

Rudder Propeller

Voltmeter for shafthull potential difference
Main bearing

Intermediate shaft Earthing device Propeller shaft Current

Fig. 5.05.09: Earthing device, (yard supply)

178 32 07-8.1

420 600 010

198 32 92

5.05.10


相关文章:
更多相关标签: