Professional Documents
Culture Documents
Two-stroke Engines
This book describes the general technical features of the S70MC-C engine, including
some optional features and/or equipment.
As differences may appear in the individual suppliers extent of delivery, please contact the relevant engine supplier for a confirmation of the actual execution and extent
of delivery.
A List of Updates will be updated continuously. Please ask for the latest issue, to be
sure that your Project Guide is fully up to date.
The list of Updates is also available on the Internet at http:\\www.manbw.dk under
the section Library.
This Project Guide is available on a CD ROM.
2nd Edition
September 1999
70 MC - C
C Compact engine
Design
S
Stationary plant
C Camshaft controlled
Concept
E
Long stroke
approximately 3.2
K Short stroke
approximately 2.8
Engine programme
Diameter of piston in cm
Stroke/bore ratio
Number of cylinders
178 34 39-1.0
198 19 04
1.01
Power
S70MC-C
Bore:
700 mm
Stroke: 2800 mm
L1
L3
L2
L4
Speed
Engine speed
Layout
Power
Mean effective
pressure
kW
BHP
Number of cylinders
r/min
bar
L1
91
19.0
12420
16880
15525
21100
18630
25320
21735
29540
24840
33760
L2
91
12.2
7940
10800
9925
13500
11910
16200
13895
18900
15880
21600
L3
68
19.0
9320
12660
11650
15825
13980
18990
16310
22155
18640
25320
L4
68
12.2
5960
8100
7450
10125
8940
12150
10430
14175
11920
16200
At load
Layout point
g/kWh
g/BHPh
With conventional
turbocharger
100%
80%
100%
80%
L1
169
124
166
122
171
126
169
124
L2
156
115
155
114
159
117
158
116
L3
169
124
166
122
171
126
169
124
L4
156
115
155
114
159
117
158
116
System oil
Approximate
kg/cyl. 24 hours
Cylinder oil
g/kWh
g/BHPh
10
1.1-1.6
0.8-1.2
175 34 40-1.0
198 19 05
1.02
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
bar
kp/cm2
L1 L3
19.0
19.3
L2 L4
12.2
12.4
Tropical conditions:
Blower inlet temperature . . . . . . . . . . . . . . . . 45 C
Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar
Seawater temperature . . . . . . . . . . . . . . . . . . 32 C
The cylinder oil consumption figures stated in the tables are valid under normal conditions. During running-in periods and under special conditions, feed
rates of up to 1.5 times the stated values should be
used.
ISO 3046/1-1986:
Blower inlet temperature. . . . . . . . . . . . . . . . . 25C
Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar
Charge air coolant temperature . . . . . . . . . . . 25 C
Fuel oil lower calorific value . . . . . . . . 42,700 kJ/kg
(10,200 kcal/kg)
198 19 06
1.03
Performance curves
178 18 26-2.0
Fig. 1.03: Performance curves for S70MC-C, without VIT fuel pumps
430 100 500
198 19 07
1.04
Description of Engine
The engines built by our licensees are in accordance
with MAN B&W drawings and standards. In a few
cases, some local standards may be applied; however, all spare parts are interchangeable with MAN
B&W designed parts. Some other components can
differ from MAN B&Ws design because of production facilities or the application of local standard
components.
Thrust Bearing
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.
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.
198 19 08
1.05
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.
198 19 08
1.06
Indicator Drive
Connecting Rod
The connecting rod is made of forged or cast steel
and provided with bearing caps for the crosshead
and crankpin bearings.
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.
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.
198 19 08
1.07
The piston rod is of forged steel and is surface-hardened 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 telescopic pipe for oil inlet and the pipe for oil
outlet are mounted on the guide shoes.
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
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.
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.
198 19 08
1.08
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.:
Cylinder Lubricators
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.
198 19 08
1.09
Gallery Arrangement
The engine is provided with gallery brackets, stanchions, railings and platforms (exclusive of ladders).
The brackets are placed at such a height that the
best possible overhauling and inspection conditions are achieved. Some main pipes of the engine
are suspended from the gallery brackets, and the
upper gallery platform on the camshaft side is provided 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.
Exhaust Turbocharger
Water side:
Cleaning brush
198 19 08
1.10
Piping Arrangements
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%.
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.
198 19 08
1.11
The pipes are provided with sockets for local instruments, alarm and safety equipment and, furthermore, with a number of sockets for supplementary
signal equipment.
Steam . . . . . . . . . . . . . . . . . . . . . . . . . 4 55 140, or
Water mist . . . . . . . . . . . . . . . . option: 4 55 142, or
CO2 (excluding bottles). . . . . . . . . option: 4 55 143
198 19 08
1.12
178 44 14-4.1
198 19 09
1.13
178 05 40-3.0
Pb = c x n3 (propeller law)
Therefore, in the Layout Diagrams and Load Diagrams for diesel engines, logarithmic scales are
used, making simple diagrams with straight lines.
Pb = c x ni
Fig. 2.01a shows the relationship for the linear functions, y = ax + b, using linear scales.
Propeller curve
Pb = c x n3 , in which:
Pb = engine power for propulsion
n = propeller speed
c = constant
178 05 40-3.0
198 19 10
2.01
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 engines 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.
178 05 41-5.3
When the ship has sailed for some time, the hull and
propeller become fouled and the hulls 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).
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.
198 19 10
2.02
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.
Load Diagram
Definitions
The service points of the installed engine incorporate the engine power required for ship propulsion
and shaft generator, if installed.
198 19 10
2.03
A
M
O
Line 1
Line 2
Line 3
Line 4
Line 5
Line 6
Line 7
Line 8
Line 9
178 39 18-4.1
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.
178 05 42-7.3
198 19 10
2.04
Recommendation
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.
After some time in operation, the ships 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 ships
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.
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.
198 19 10
2.05
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
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.
198 18 57
2.06
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
178 15 46-4.6
198 19 10
2.07
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
178 05 48-8.6
198 19 10
2.08
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
178 06 35-1.6
198 19 10
2.09
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.
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.
Example 4:
198 19 10
2.10
Example 5:
Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
Without VIT
M
Specified MCR of engine
S
Continuous service rating of engine
With VIT
O
A
178 39 31-4.1
Fig. 2.08: Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator
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.
Load diagram
Therefore, when the engines 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.
198 19 10
2.11
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.
Logarithmic scales
M: Specified MCR
O: Optimised point
A: 100% power and speed of load
diagram (normally A=M)
178 19 69-9.0
198 19 10
2.12
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 06 86-5.0
198 19 10
2.13
So this engine is available in two versions with respect to the SFOC, see Fig. 2.11.
With
Pmax
adjusted
SFOC
Condition change change
Without
Pmax
adjusted
SFOC
change
Parameter
Scav. air coolant
per 10 C rise
temperature
+ 0.60% + 0.41%
Blower inlet
temperature
per 10 C rise
+ 0.20% + 0.71%
Blower inlet
pressure
rise 1%
(42,700 kJ/kg)
-1.00%
- 1.00%
178 15 22-9.0
Fig. 2.11: Example of part load SFOC curves for the two
engine versions
198 19 10
2.14
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 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.
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.
198 19 10
2.15
178 15 92-3.0
91
124
126
BHP
r/min
g/BHPh
g/BHPh
Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power
BHP
r/min
g/BHPh
178 43 64-0.0
178 43 63-9.0
198 19 10
2.16
178 15 91-1.0
91
124
126
BHP
r/min
g/BHPh
g/BHPh
Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power
BHP
r/min
g/BHPh
178 43 64-0.0
178 43 63-9.0
198 19 10
2.17
178 15 88-8.0
O1
100% Power:
25,320 BHP
91 r/min
100% Speed:
124 g/BHPh
High efficiency turbocharger:
Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power
O2
178 43 66-4.0
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 43 67-6.0
Fig. 2.14: Example of SFOC for 6S70MC-C with fixed pitch propeller, high efficiency turbocharger and VIT fuel pumps
198 19 10
2.18
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
198 19 10
2.19
Emission Control
turbocharger(s) in order to have the optimum working temperature for the catalyst.
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.
198 19 10
2.20
3. Turbocharger Choice
Turbocharger Types
For other layout points than L1, the size of turbocharger may be different, depending on the point at
which the engine is to to be optimised, see the following layout diagrams.
Fig. 3.02 shows the approximate limits for application of the MAN B&W turbochargers, Figs. 3.03 and
3.04 for ABB types TPL and VTR, respectively, and
Fig. 3.05 for MHI turbochargers.
Cyl.
MAN B&W
ABB
ABB
MHI
1 x NA70/T9
1 xTPL80-B12
1 x VTR714D
1 x MET71SE
1 x NA70/T9
1 x TPL85-B11
1 x VTR714D
1 x MET83SE
2 x NA57/T9
1 x TPL85-B12
2 x VTR564D
1 x MET83SE
2 X NA70/T9
2 x TPL80-B11
2 x VTR714D
1 x MET90SE
2 X NA70/T9
2 x TPL80-B12
2 x VTR714D
2 x MET71SE
178 45 94-0.0
MAN B&W
ABB
ABB
MHI
1 x NA70/T9
1 xTPL80-B11
1 x VTR714D
1 x MET66SD
1 x NA70/T9
1 x TPL85-B11
1 x VTR714D
1 x MET83SD
1 x NA70/T9
1 x TPL85-B11
2 x VTR564D
1 x MET83SD
2 X NA57/T9
1 x TPL85-B12
2 x VTR564D
1 x MET90SE
2 X NA70/T9
2 x TPL80-B11
2 x VTR714D
1 x MET90SE
178 45 92-2.0
198 19 11
3.01
178 45 98-8.0
198 19 11
3.02
178 44 50-2.0
Fig. 3.02b: Choice of conventional turbochargers, make MAN B&W, option: 4 59 107
198 19 11
3.03
178 44 53-8.0
Fig. 3.03a: Choice of high efficiency turbochargers, make ABB, type TPL
198 19 11
3.04
178 44 55-1.0
Fig. 3.03b: Choice of conventional turbochargers, make ABB, type TPL, option: 4 59 107
198 19 11
3.05
178 44 58-7.0
Fig. 3.04a: Choice of high efficiency turbochargers, make ABB, type VTR
198 19 11
3.06
178 44 59-9.0
Fig. 3.04b: Choice of conventional turbochargers, make ABB, type VTR, option: 4 59 107
198 19 11
3.07
178 44 62-2.0
198 19 11
3.08
178 44 63-4.0
198 19 11
3.09
The increased scavenge air pressure permits running without auxiliary blowers down to 20-30% of
specified MCR, instead of 30-40%, thus saving
electrical power.
178 06 93-6.0
198 19 11
3.10
178 06 72-1.1
178 06 69-8.0
198 19 11
3.11
4 Electricity Production
Introduction
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.
Within each PTO system, several designs are available, depending on the positioning of the gear:
BW I:
Gear with a vertical generator mounted onto the
fore end of the diesel engine, without any connections to the ship structure.
In the following, technical information is given regarding main engine driven generators (PTO) and
the auxiliary diesel generating sets produced by
MAN B&W.
BW II:
A free-standing gear mounted on the tank top
and connected to the fore end of the diesel engine, with a vertical or horizontal generator.
BW III:
A crankshaft gear mounted onto the fore end of
the diesel engine, with a side-mounted generator
without any connections to the ship structure.
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.
198 19 13
4.01
Design
Seating
Total
efficiency (%)
1a
1b
BW I/RCF
On engine
(vertical generator)
88-91
2a
2b
BW II/RCF
On tank top
88-91
3a
3b
BW III/RCF
On engine
88-91
4a
4b
BW IV/RCF
On tank top
88-91
5a
5b
DMG/CFE
On engine
84-88
6a
6b
SMG/CFE
On tank top
84-88
BW I/GCR
On engine
(vertical generator)
92
BW II/GCR
On tank top
92
BW III/GCR
On engine
92
10
BW IV/GCR
On tank top
92
PTO/GCR
PTO/CFE
PTO/RCF
178 19 66-3.1
198 19 13
4.02
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
178 45 49-8.0
198 19 13
4.03
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
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.
178 00 45-5.0
Fig. 4.03: Power Take Off with Renk constant frequency gear: BW III/RCF, option: 4 85 253
198 19 13
4.04
The BWIII/RCF unit is an epicyclic gear with a hydrostatic superposition drive. The hydrostatic input
drives the annulus of the epicyclic gear in either direction of rotation, hence continuously varying the
gearing ratio to keep the generator speed constant
throughout an engine speed variation of 30%. In the
standard layout, this is between 100% and 70% of
the engine speed at specified MCR, but it can be
placed in a lower range if required.
440 V
1800
kVA
707
855
1056
1271
1432
1651
1924
1942
2345
2792
3222
60 Hz
r/min
kW
566
684
845
1017
1146
1321
1539
1554
1876
2234
2578
380 V
1500
kVA
627
761
940
1137
1280
1468
1709
1844
2148
2542
2989
50 Hz
r/min
kW
501
609
752
909
1024
1174
1368
1475
1718
2033
2391
178 34 89-3.1
198 19 13
4.05
198 19 13
4.06
178 36 29-6.0
kW Generator
A
700
1200
1800
2600
3073
3073
3213
3213
633
633
633
633
3733
3733
4013
4013
4130
4130
4410
4410
1683
1803
1923
2033
2658
2658
3038
3038
1887
2389
2774
4104
400
460
550
640
30500
42600
58550
27850
38300
53350
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
178 45 52-1.0
Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BWlll S70/RCF
198 19 13
4.07
178 40 42-8.0
198 19 13
4.08
Pos.
Pos.
Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator
housing
Pos.
Machined washers placed on frame box part of face to ensure, that it is flush with the face on the
bedplate
Pos.
Pos.
Shim placed on frame box part of face to ensure, that it is flush with the face of the bedplate
Pos.
Pos.
Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO
maker
Pos.
Pos.
Pos. 10
Free flange end at lubricating oil inlet pipe (incl. blank flange)
Pos. 11
Pos. 12
Pos. 13
Brackets
Pos. 14
Pos. 15
Studs, nuts, and shims for mounting of RCF-/generator unit on the brackets
Pos. 16
Shims, studs and nuts for connection between crankshaft gear and RCF-/generator unit
Pos. 17
Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO
Pos. 18
Pos. 19
Pos. 20
Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box
Pos. 21
Plug box for electronic measuring instrument for check of condition of axial vibration damper
Pos. no:
10 11 12 13 14 15 16 17 18 19 20 21
BWIII/RCF
BWIII/GCR, BWIII/CFE
BWII/RCF
BWII/GCR, BWII/CFE
BWI/RCF
BWI/GCR, BWI/CFE
DMG/CFE
B
B
A
A
A
Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)
198 19 13
4.09
Crankshaft gear lubricated from the main engine lubricating oil system
The figures are to be added to the main engine capacity list:
Nominal output of generator
kW
700
1200
1800
2600
m3/h
4.1
4.1
4.9
6.2
kW
12.1
20.8
31.1
45.0
kW
700
1200
1800
2600
m3/h
14.1
22.1
30.0
39.0
Heat dissipation
kW
55
92
134
180
kW
11.0
15.0
18.0
21.0
m3
0.40
0.51
0.69
0.95
178 33 85-0.0
198 19 13
4.10
198 19 13
4.11
DMG/CFE Generators
Option: 4 85 259
The DMG/CFE system has been developed in cooperation with the German generator manufacturers
Siemens and AEG, but similar types of generators
178 06 73-3.1
198 19 13
4.12
178 06 63-7.1
Fig. 4.09: Standard engine, with direct mounted generator and tuning wheel
178 56 55-3.1
198 19 13
4.13
1. Installation, i.e. seating in the ship for the synchronous condenser unit, and for the static converter cubicles
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.
3. Cabling.
The necessary preparations to be made on the engine are specified in Figs. 4.05a and 4.05b.
Static converter
The static converter (see Fig. 4.10) consists of a
static part, i.e. thyristor 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.
198 19 13
4.14
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. 4.11.
178 18 25-0.0
198 19 13
4.15
The BW II/GCR cannot, as standard, be mechanically disconnected from the main engine, but a hydraulically activated clutch, including hydraulic
pump, control valve and control panel, can be fitted
as an option.
178 18 22-5.0
198 19 13
4.16
The application of a TCS system has to be investigated by MAN B&W Diesel case by case, as it depends on the layout of the turbocharger for the specific project.
Further the power turbine has to match the turbocharger, we therefore recommand that they shall be
of the same make. Today only power turbines from
MAN B&W AG are available.
198 19 13
4.17
160 mm
Stroke: 240 mm
Power lay-out
60 Hz
1000 r/min
Gen. kW
Eng. kW
475
450
570
540
665
630
760
720
855
810
1200 r/min
Eng. kW
500
600
700
800
900
5L16/24
6L16/24
7L16/24
8L16/24
9L16/24
50 Hz
Gen. kW
430
515
600
680
770
Cyl. no
A (mm)
* B (mm)
* C (mm)
H (mm)
**Dry weight
GenSet (t)
5 (1000 rpm)
5 (1200 rpm)
2751
2751
1400
1400
4151
4151
2226
2226
9.5
9.5
6 (1000 rpm)
6 (1200 rpm)
3026
3026
1490
1490
4516
4516
2226
2226
10.5
10.5
7 (1000 rpm)
7 (1200 rpm)
3301
3301
1585
1585
4886
4886
2226
2266
11.4
11.4
8 (1000 rpm)
8 (1200 rpm)
3576
3576
1680
1680
5256
5256
2266
2266
12.4
12.4
9 (1000 rpm)
9 (1200 rpm)
3851
3851
1680
1680
5531
5531
2266
2266
13.1
13.1
P
Q
Free passage between the engines, width 600 mm and height 2000 mm.
Min. distance between engines: 1800 mm.
*
**
Depending on alternator
Weight incl. standard alternator (based on a Leroy Somer alternator)
178 33 87-4.2
All dimensions and masses are approximate, and subject to changes without prior notice.
178 19 13
4.18
Cyl.
Engine kW
Gen. kW
450/500
430/475
540/600
515/570
630/700
600/665
720/800
680/760
810/900
770/855
(2.0/3.2 bar)
(1.7/3.0 bar)
(3-5.0 bar)
m3/h
m3/h
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
(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
Lubricating oil
Charge air LT
*Flow LT at 36C inlet and 44C outlet engine
kW
kW
m3/h
79/85
43/50
13.1/14.6
95/102
51/60
15.7/17.5
110/161
60/63
18.4/24.2
126/136
68/80
21.0/23.3
142/153
77/90
23.6/26.2
Jacket cooling
Charge air HT
*Flow HT at 36C inlet and 80C outlet engine
kW
kW
m3/h
107/125
107/114
4.2/4.7
129/150
129/137
5.0/5.6
150/152
150/146
5.9/5.8
171/200
171/182
6.7/7.5
193/225
193/205
7.6/8.4
kg/h
C
bar
kg/h
3321/3675
330
0.025
3231/3575
3985/4410
330
0.025
3877/4290
4649/4701
330
0.025
4523/4561
5314/5880
330
0.025
5170/5720
5978/6615
330
0.025
5816/6435
Nm3
0.19
0.23
0.27
0.31
0.35
kW
kW
11/12
13/15
15/17
17/20
(see separate data from the alternator maker)
19/22
1000/1200 r/min
1000/1200 r/min
50-60 Hz
GAS DATA
Exhaust gas flow
Exhaust gas temp.
Max. allowable back press.
Air consumption
STARTING AIR SYSTEM
Air consumption per start
HEAT RADIATION
Engine
Alternator
The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.
* The outlet temperature of the HT water is fixed to 80C, and 44C for LT water. At different inlet temperatures the flow will change
accordingly.
Example: if the inlet temperature is 25C, then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original flow. The HT flow
will change to (80-36)/(80-25)*100 = 80% of the original flow. If the temperature rises above 36C, then the LT outlet will rise accordingly.
** Max. permission inlet pressure 2.0 bar.
178 33 88-6.0
178 19 13
4.19
225 mm
5L23/30H
6L23/30H
7L23/30H
8L23/30H
720 r/min
Eng. kW
650
780
910
1040
Stroke: 300 mm
60Hz
Gen. kW
615
740
865
990
Power lay-out
750 r/min
50Hz
Eng. kW
Gen. kW
675
645
810
770
945
900
1080
1025
900 r/min
Eng. kW
60Hz
Gen. kW
960
1120
1280
910
1060
1215
Cyl. no
A (mm)
* B (mm)
* C (mm)
H (mm)
**Dry weight
GenSet (t)
5 (720 rpm)
5 (750 rpm)
3369
3369
2155
2155
5524
5524
2383
2383
18.0
17.6
6 (720 rpm)
6 (750 rpm)
6 (900 rpm)
3738
3738
3738
2265
2265
2265
6004
6004
6004
2383
2383
2815
19.7
19.7
21.0
7 (720 rpm)
7 (750 rpm)
7 (900 rpm)
4109
4109
4109
2395
2395
2395
6504
6504
6504
2815
2815
2815
21.4
21.4
22.8
8 (720 rpm)
8 (750 rpm)
8 (900 rpm)
4475
4475
4475
2480
2480
2340
6959
6959
6815
2815
2815
2815
23.5
22.9
24.5
178 34 53-3.1
P
Q
Free passage between the engines, width 600 mm and height 2000 mm.
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.
178 19 13
4.20
60/50 Hz
60 Hz
ENGINE-DRIVEN PUMPS
Cyl.
Engine kW
Engine kW
Gen. kW
Gen. kW
650/675
780/810
960
740/770
910
910/945
1120
865/900
1060
1040/1080
1280
990/1025
1215
615/645
(5.5-7.5 bar)
(1-2.5 bar)
(1-2.5 bar)
(3-5/3.5-5 bar)
m3/h
m3/h
m3/h
m3/h
1.0/1.3
55/69
36/45
16/20
1.0/1.3
55/69
36/45
16/20
1.0/1.3
55/69
36/45
20/20
1.0/1.3
55/69
36/45
20/20
m3/h
m3/h
m3/h
m3/h
m3/h
0.19
35/44
48/56
20/25
14/16
0.23/0.29
42/52
54/63
24/30
15/17
0.27/0.34
48/61
60/71
28/35
16/18
0.30/0.39
55/70
73/85
32/40
17/19
LUBRICATING OIL
Heat dissipation
LT cooling water quantity*
SW LT cooling water quantity**
Lub. oil temp. inlet cooler
LT cooling water temp. inlet cooler
kW
m3/h
m3/h
C
C
69/97
5.3/6.2
18
67
36
84/117
6.4/7.5
18
67
36
98/137
7.5/8.8
18
67
36
112/158
8.5/10.1
25
67
36
CHARGE AIR
Heat dissipation
LT cooling water quantity
LT cooling water inlet cooler
kW
m3/h
C
251/310
30/38
36
299/369
36/46
36
348/428
42/53
36
395/487
48/61
36
JACKET COOLING
Heat dissipation
HT cooling water quantity
HT cooling water temp. inlet cooler
kW
m3/h
C
182/198
20/25
77
219/239
24/30
77
257/281
28/35
77
294/323
32/40
77
kg/h
C
bar
kg/h
5510/6980
310/325
0.025
5364/6732
6620/8370
310/325
0.025
6444/8100
7720/9770
310/325
0.025
7524/9432
8820/11160
310/325
0.025
8604/10800
Nm3
0.30
0.35
0.40
0.45
kW
kW
21/26
25/32
29/37
34/42
(See separate data from generator maker)
COOLING CAPACITIES
GAS DATA
Exhaust gas flow
Exhaust gas temp.
Max. allowable back. press.
Air consumption
STARTING AIR SYSTEM
Air consumption per start
HEAT RADIATION
Engine
Generator
Please note that for the 750 r/min engine the heat dissipation, capacities of gas and engine-driven pumps are 4% higher than stated
at the 720 r/min engine. If LT cooling is sea water, the LT inlet is 32 C instead of 36C.
These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
*
**
***
Only valid for engines equipped with internal basic cooling water system no 1 and 2.
Only valid for engines equipped with combined coolers, internal basic cooling water system no 3.
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 54-5.1
178 19 13
4.21
270 mm
Stroke: 380 mm
720 r/min
Eng. kW
1500
1800
2100
2400
2700
5L27/38
6L27/38
7L27/38
8L27/38
9L27/38
Power lay-out
60Hz
750 r/min
Gen. kW
Eng. kW
1425
1600
1710
1920
1995
2240
2280
2560
2565
2880
50Hz
Gen. kW
1520
1825
2130
2430
2735
Cyl. no
A (mm)
* B (mm)
* C (mm)
H (mm)
**Dry weight
GenSet (t)
5 (720 rpm)
5 (750 rpm)
4346
4346
2486
2486
6832
6832
3705
3705
42.0
42.3
6 (720 rpm)
6 (750 rpm)
4791
4791
2766
2766
7557
7557
3705
3717
45.8
46.1
7 (720 rpm)
7 (750 rpm)
5236
5236
2766
2766
8002
8002
3717
3717
52.1
52.1
8 (720 rpm)
8 (750 rpm)
5681
5681
2986
2986
8667
8667
3797
3797
56.5
58.3
9 (720 rpm)
9 (750 rpm)
6126
6126
2986
2986
9112
9112
3797
3797
61.8
63.9
178 33 89-8.1
P
Q
Free passage between the engines, width 600 mm and height 2000 mm.
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.
178 19 13
4.22
Cyl.
Engine kW
Gen. kW
1500/1600
1425/1520
1800/1920
1710/1825
2100/2240
1995/2130
2400/2560
2280/2430
2700/2880
2565/2735
(1-2.5 bar)
(1-2.5 bar)
(4.5-5.5 bar)
m3/h
m3/h
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
(4 bar)
(8 bar)
m3/h
m3/h
0.45/0.48
1.35/1.44
0.54/0.58
1.62/1.73
0.63/0.67
1.89/2.02
0.72/0.77
2.16/2.30
0.81/0.86
2.43/2.59
Lubricating oil
Charge air LT
*Flow LT at 36C inlet and 44C outlet
kW
kW
m3/h
264/282
150/160
35.8/38.2
317/338
180/192
42.9/45.8
370/395
210/224
50.1/53.4
423/451
240/256
57.2/61.1
476/508
270/288
64.4/68.7
Jacket cooling
Charge air HT
*Flow HT at 36C inlet and 80C outlet
kW
kW
m3/h
264/282
299/319
11.1/11.8
317/338
359/383
13.3/14.2
370/395
419/447
15.5/16.5
423/451
479/511
17.7/18.9
476/508
539/575
19.9/21.2
720/750 r/min
720/750 r/min
60/50 Hz
GAS DATA
Exhaust gas flow
Exhaust gas temp.
Max. allowable back press.
Air consumption
kg/h
C
bar
kg/h
Nm3
1.78
kW
kW
54/57
1.82
1.86
1.90
1.94
HEAT RADIATION
Engine
Generator
64/69
75/80
86/92
(see separate data from the generator maker)
97/103
The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.
178 19 13
4.23
280 mm
Stroke: 320 mm
720 r/min
Eng. kW
1050
1260
1470
1680
1890
5L28/32H
6L28/32H
7L28/32H
8L28/32H
9L28/32H
Power lay-out
60Hz
750 r/min
Gen. kW
Eng. kW
1000
1100
1200
1320
1400
1540
1600
1760
1800
1980
50Hz
Gen. kW
1045
1255
1465
1670
1880
Cyl. no
A (mm)
* B (mm)
* C (mm)
H (mm)
**Dry weight
GenSet (t)
5 (720 rpm)
5 (750 rpm)
4279
4279
2400
2400
6679
6679
3184
3184
32.6
32.3
6 (720 rpm)
6 (750 rpm)
4759
4759
2510
2510
7269
7269
3184
3184
36.3
36.3
7 (720 rpm)
7 (750 rpm)
5499
5499
2680
2680
8179
8179
3374
3374
39.4
39.4
8 (720 rpm)
8 (750 rpm)
5979
5979
2770
2770
8749
8749
3374
3374
40.7
40.6
9 (720 rpm)
9 (750 rpm)
6199
6199
2690
2690
8889
8889
3534
3534
47.1
47.1
178 33 92-1.2
P
Q
Free passage between the engines, width 600 mm and height 2000 mm.
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 19 13
4.24
Cyl.
Engine kW
Gen. kW
1050/1100
1000/1045
1260/1320
1200/1255
1470/1540
1400/1465
1680/1760
1600/1670
1890/1980
1800/1880
(5.5-7.5 bar)
(1-2.5 bar)
(1-2.5 bar)
(3-5 bar)
m3/h
m3/h
m3/h
m3/h
1.4
45
45
24
1.4
60
45
24
1.4
75
60
33
1.4
75
60
33
1.4
75
60
33
(4-10 bar)
(1-2.5 bar)
(1-2.5 bar)
(1-2.5 bar)
(3-5 bar)
m3/h
m3/h
m3/h
m3/h
m3/h
0.31
45
65
37
22
0.36
54
73
45
23
0.43
65
95
50
25
0.49
77
105
55
27
0.55
89
115
60
28
LUBRICATING OIL
Heat dissipation
LT cooling water quantity*
SW LT cooling water quantity**
Lub. oil temp. inlet cooler
LT cooling water temp. inlet cooler
kW
m3/h
m3/h
C
C
105
7.8
28
67
36
127
9.4
28
67
36
149
11.0
40
67
36
172
12.7
40
67
36
194
14.4
40
67
36
CHARGE AIR
Heat dissipation
LT cooling water quantity
LT cooling water inlet cooler
kW
m3/h
C
393
37
36
467
45
36
541
55
36
614
65
36
687
75
36
JACKET COOLING
Heat dissipation
HT cooling water quantity
HT cooling water temp. inlet cooler
kW
m3/h
C
264
37
77
320
45
77
375
50
77
432
55
77
489
60
77
kg/h
C
bar
kg/h
9260
305
0.025
9036
11110
305
0.025
10872
12970
305
0.025
12672
14820
305
0.025
14472
16670
305
0.025
16308
Nm3
0.7
0.8
0.9
1.0
1.1
kW
kW
26
32
38
44
(See separate data from generator maker)
50
720/750 r/min
720/750 r/min
60/50 Hz
ENGINE-DRIVEN PUMPS
Fuel oil feed pump
LT cooling water pump
HT cooling water pump
Lub. oil main pump
SEPARATE PUMPS
Fuel oil feed pump***
LT cooling water pump*
LT cooling water pump**
HT cooling water pump
Lub. oil stand-by pump
COOLING CAPACITIES
GAS DATA
Exhaust gas flow
Exhaust gas temp.
Max. allowable back. press.
Air consumption
STARTING AIR SYSTEM
Air consumption per start
HEAT RADIATION
Engine
Generator
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 r/min. Heat dissipation gas and pump
capacities at 750 r/min are 4% higher than stated. If LT cooling is sea water, the LT inlet is 32 C instead of 36C.
These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
*
**
***
Only valid for engines equipped with internal basic cooling water system no 1 and 2.
Only valid for engines equipped with combined coolers, internal basic cooling water system no 3.
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 33 93-3.1
178 19 13
4.25
320 mm
Stroke: 400 mm
720 r/min
Eng. kW
2290
2750
3205
3665
4120
5L32/40
6L32/40
7L32/40
8L32/40
9L32/40
Power lay-out
60Hz
750 r/min
Gen. kW
Eng. kW
2185
2290
2625
2750
3060
3205
3500
3665
3935
4120
50Hz
Gen. kW
2185
2625
3060
3500
3935
Cyl. no
A (mm)
* B (mm)
* C (mm)
H (mm)
**Dry weight
GenSet (t)
6 (720 rpm)
6 (750 rpm)
6340
6340
3415
3415
9755
9755
4510
4510
75.0
75.0
7 (720 rpm)
7 (750 rpm)
6870
6870
3415
3415
10285
10285
4510
4510
79.0
79.0
8 (720 rpm)
8 (750 rpm)
7400
7400
3635
3635
11035
11035
4780
4780
87.0
87.0
9 (720 rpm)
9 (750 rpm)
7930
7930
3635
3635
11565
11565
4780
4780
91.0
91.0
P
Q
Free passage between the engines, width 600 mm and height 2000 mm.
Min. distance between engines: 2835 mm. (without gallery) and 3220 mm. (with gallery)
*
**
Depending on alternator
Weight included an alternator, Type B16, Make Siemens
178 34 55-7.1
All dimensions and masses are approximate, and subject to changes without prior notice.
178 19 13
4.26
Cyl.
60 Hz
Engine kW
Gen. kW
2880
2750
3360
3210
3840
3665
4320
4125
(3 bar)
(3 bar)
(8 bar)
m3/h
m3/h
m3/h
36
36
75
42
42
88
48
48
100
54
54
113
(4 bar)
(8 bar)
(8 bar)
(8 bar)
(3 bar)
(3 bar)
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
0.9
2.6
75
19
36
36
1.0
3.0
88
22
42
42
1.2
3.5
100
26
48
48
1.3
3.9
113
29
54
54
LT charge air
Lubricating oil
Flow LT at 36 C
kW
kW
m3/h
303
394
36
354
460
42
405
526
48
455
591
54
HT charge air
Jacket cooling
Flow HT 80 C outlet engine
kW
kW
m/h
801
367
36
934
428
42
1067
489
48
1201
550
54
kg/h
C
bar
kg/h
22480
360
0.025
21956
26227
360
0.025
25615
29974
360
0.025
29275
33720
360
0.025
32934
Nm3
0.97
1.13
1.29
1.45
kW
kW
137
160
183
(See separate data from generator maker)
720 r/min
720 r/min
ENGINE-DRIVEN PUMPS
LT cooling water pump
HT cooling water pump
Lub. oil main pump
SEPARATE PUMPS
Fuel oil feed pump
Fuel oil booster pump
Lub. oil stand-by pump
Prelubricating oil pump
LT cooling water pump
HT cooling water pump
COOLING CAPACITIES
GAS DATA
Exhaust gas flow
Exhaust gas temp.
Max. allowable back. press.
Air consumption
STARTING AIR SYSTEM
Air consumption per start
HEAT RADIATION
Engine
Generator
206
The stated heat balances are based on 100% load and tropical condition, the flows are based on ISO ambient condition.
178 34 56-9.0
178 19 13
4.27
Installation Aspects
Installation Aspects
Space requirement for the engine
Overhaul with double jib crane
Engine outline
Centre of gravity
Water and oil in engine
Gallery ouline
Engine pipe connections
List of counterflanges
Arrangement of holding down bolts
Profile of engine seating
Top bracing
Earthing device
178 50 15
5 Installation Aspects
The figures shown in this chapter are intended as an
aid at the project stage. The data is subject to
change without notice, and binding data is to be
given by the engine builder in the Installation Documentation mentioned in Chapter 10.
Please note that the newest version of most of the
drawings of this chapter can be downloaded from
our website on www.manbw.dk under 'Products,
'Marine Power', 'Two-stroke Engines' where you
then choose S70MC-C.
A special crane beam for dismantling the turbocharger must be fitted, see Fig. 5.01c. The lifting capacity of the crane beam for dismantling the
turbocharger is stated in Fig. 6.10.08.
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.
Overhaul of Engine
The distances stated from the centre of the crankshaft to the crane hook are for vertical or tilted lift,
see note F in Fig. 5.01b.
198 19 14
5.01
Top Bracing
The top bracing is to be made by the shipyard in accordance with MAN B&W instructions.
198 19 14
5.02
Earthing Device
The forces and deflections for calculating the transverse top bracings connection to the hull structure
are:
Force per bracing . . . . . . . . . . . . . . . . . . 126 kN
Minimum horizontal rigidity at the links
points of attachment to the hull . . . . . . . 170 MN/m
Tightening torque at hull side. . . . . . . . . . . 280 Nm
Tightening torque at engine side . . . . . . . 1400 Nm
198 19 14
5.03
178 19 15
5.04
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
B
5790
6190
5790
3947
3932
3845
4202
4267
E
F
G
H
11250
12400
11525
3700
7710
7919
7970 7970
7970
7725
460
See text
178 45 29-5.0
178 19 15
5.05
W
HB
Units
kg
mm
TPL73
1000
800
TPL77
1000
900
TPL80
2500
1800
NA70
3000
2300
VTR714
3000
2200
TPL85
3000
2000
178 32 20-8.0
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.
178 19 15
5.06
1)
2)
Weight in kg
inclusive lifting tools
Cylinder
Cylinder
liner with
cover
cooling
complete
jacket
with
exhaust
valve
4625
5400
Piston
with
stuffing
box
2550
Crane capacity
in tons
Normal Crane
Crane
operating Height in mm
(vertical lift of
width
piston/tilted
in mm
lift of piston)
6.3
2 x 3.0
2850
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.
Building-in height in mm
MAN B&W double-jib crane
D
C
B1/B2
Additional height
Minimum
Minimum
height from height from which makes overhaul
of exhaust valve
centre line
centre line
feasible without
crankshaft to crankshaft
removal of any
crane hook to underside
exhaust valve stud
deck beam
12400/11525
11250
550
178 19 15
5.07
1780625-5.2
178 19 16
5.08
178 19 17
5.09
178 45 35-9.0
198 19 18
5.10
Turbocharger type
MAN
B&W
ABB
MHI
c1
NA57/TO9
3087
7710
2105
3961
NA70/TO9
3387
8010
2165
4547
VTR564
3091
7680
2030
3947
VTR564E/D
3091
7680
2027
3947
VTR714
3308
7919
2123
4403
VTR714E/D
3308
7919
2118
4498
TPL85D
3210
7850
2368
4240
MET66SE/SD
3095
7725
2167
3993
MET83SE/SD
3307
7970
2395
4442
Please note:
The dimensions are in mm and subject to revision without notice
For platform dimensions see Gallery outline
178 45 32-9.0
198 19 18
5.11
178 45 33-0.0
Fig. 5.04c: Engine outline, with one turbocharger on aft end, option: 4 59 124 for 4,5,6 cylinders engines only
198 19 18
5.12
Please note:
The dimensions are in mm and subject to revision without notice
For platform dimensions see Gallery outline
178 45 33-0.0
Fig. 5.04d: Engine outline, with one turbocharger on aft end, option: 4 59 124 for 4,5,6 cylinder engines only
198 19 18
5.13
178 45 34-2.0
198 19 18
5.14
Turbocharger type
c1
NA57/T09
3087
7710
2105
5675
VTR564E/D
3091
7680
2027
5597
Please note:
The dimensions are in mm and subject to revision without notice
For platform dimensions see Gallery outline
178 45 34-2.0
198 19 18
5.15
178 45 35-4.0
198 19 18
5.16
Turbocharger type
c1
NA57/T09
3087
7710
2105
5675
VTR564E/D
3091
7680
2027
5597
TPL80D
3078
7671
2143
5713
Please note:
The dimensions are in mm and subject to revision without notice
For platform dimensions see Gallery outline
178 45 35-4.0
198 19 18
5.17
178 45 36-6.0
198 19 18
5.18
Turbocharger type
c1
c2
NA57/TO9
3087
7710
2105
6865
4560
NA70/TO9
3387
8010
2165
6925
5150
VTR564E/D
3091
7680
2027
6787
4560
VTR714E/D
3308
7919
2118
6878
5150
TPL80
3078
7850
2368
6903
5150
MET66SE/SD
3095
7621
2143
6927
4560
MET83SE/SD
3307
7970
2395
7155
5150
Please note:
The dimensions are in mm and subject to revision without notice
For platform dimensions see Gallery outline
178 45 36-6.0
198 19 18
5.19
Cyl. 1
Z
Centre of
gravity
Centre of
cylinder 1
Centre of
crankshaft
178 17 28-0.0
Distance X mm
2380
2951
3590
4210
5020
Distance Y mm
3210
3290
3290
3270
3340
Distance Z mm*
105
105
130
130
135
198 19 19
5.20
Mass of oil in
Oil pan
*
kg
Total
kg
Engine
system
kg
500
1270
730
600
1330
930
500
1430
900
860
1760
1100
640
1740
1190
1210
2400
1270
640
1910
1350
1090
2440
1430
870
2300
1520
1380
2900
Freshwater
Seawater
Total
kg
kg
770
kg
178 45 39-1.0
178 19 20
5.21
Turbocharger type
NA70/TO9
NA57/T09
VTR714
VTR714/E/D
VTR564
VTR56E/D
MET66SE/SD
MET83SE/SD
5 cyl.
6 cyl.
5 cyl.
6 cyl.
5 cyl.
6 cyl.
5 cyl.
6 cyl.
5 cyl.
6 cyl.
5 cyl.
6 cyl.
5 cyl.
6 cyl.
5 cyl.
6 cyl.
3387
8010
2165
3087
7710
2105
3308
7919
2123
3308
7919
2118
3091
7680
2030
3091
7680
2027
3095
7725
2167
3307
7970
2395
4760
9439
5950
10629
4760
9439
5950
10629
4760
9439
5950
10629
4760
9439
5950
10629
4760
9439
5950
10629
4760
9439
5950
10629
4760
9439
5950
10629
4760
9439
5950
10629
5130
5505
5150
4632
5007
4660
5130
5505
5150
5130
5505
5150
4632
5007
4660
4632
5007
4660
4632
5007
4660
5130
5505
5150
178 45 40-1.0
198 19 21
5.22
178 45 40-1.0
198 19 21
5.23
178 45 40-1.0
198 19 21
5.24
Turbocharger type
VTR564D/E
a
3091
b
7680
c1
2027
c2
5597
NA57/T09
3087
7710
2105
5675
178 45 41-3.0
198 19 21
5.25
178 45 41-3.0
198 19 21
5.26
178 45 41-3.0
198 19 21
5.27
Turbocharger type
VTR546D/E
a
3091
b
7680
c1
2027
c2
5597
NA57/T09
3087
7710
2105
5675
TPL80
3078
7671
2143
5713
178 45 42-5.0
198 19 21
5.28
178 45 42-5.0
198 19 21
5.29
178 45 42-5.0
198 19 21
5.30
Turbocharger type
c1
c2
NA57/T09
3087
7710
2105
6865
4660
NA70/T09
3387
8010
2165
6925
5150
VTR564E/D
3091
7680
2027
6787
4560
VTR714E/D
3308
7919
2118
6878
5150
TPL80
3078
7850
2368
6903
5150
MET66SE/SD
3095
7621
2143
6927
4660
MET83SE/SD
3307
7970
2395
7155
5150
178 45 43-7.0
198 19 21
5.31
178 45 43-7.0
198 19 21
5.32
178 45 43-7.0
198 19 21
5.33
MAN
B&W
ABB
MHI
Cyl. no
Not decided
4760
1190
4760
1967
5950
1190
4760
c1
s1
NA57/T09
2105
1474
NA70/T09
2165
1632
1967
VTR564
2030
VTR564E/D
2027
VTR714
2123
VTR714E/D
2118
MET66SE/SD
2167
568
Not decided
MET83SE/SD
2395
619
795
417
178 45 44-9.0
198 19 22
5.34
MAN
B&W
ABB
MHI
NA57/T09
NA70/T09
VTR564
VTR564E/D
VTR714
VTR714E/D
MET66SE/SD
MET83SE/SD
n1
h1
3087
7710
8498
3281
6975
2887
3387
8010
8976
3629
7039
3210
6665
4700
6180
4400
3091
7680
8294
3239
3091
7680
8294
3239
3308
7919
8652
3500
3308
7919
8652
3500
3095
7725
8411
3262
8241
7209
3307
7970
8839
3508
8998
7970
Not decided
Not decided
6659
4700
6202
4427
178 45 44-9.0
198 19 22
5.35
198 19 22
5.36
c1
c2
VTR564D/E
2027
5597
NA57/T09
2105
5675
178 45 45-0.0
198 19 22
5.37
VTR564D/E
3091
7680
8294
3256
NA57/T09
3087
7710
8498
3281
198 19 22
5.38
178 45 45-0.0
198 19 22
5.39
c1
c2
VTR564D/E
2027
5597
NA57/T09
2105
5675
TPL80D
2143
5713
178 45 46-2.0
198 19 22
5.40
VTR564D/E
3091
7680
8294
3239
NA57/T09
3087
7710
8498
3281
TPL80D
3078
7671
8438
3284
198 19 22
5.41
178 45 46-2.0
198 19 22
5.42
Cyl.
No.
Dia.
Bolts
.
Dia.
No.
Description
4-8
4-8
4-8
D
E1
E2
F
K
L
M
N
P
N
P
S
MET 53
r125
MET 66
r140
145
14
M16
MET 83
180
145
14
M16
130
14
M12
1xNA57
185
145
16
M16
1xNA70
220
180
22
M16
2xNA48
220
180
22
M16
2xNA57
220
180
22
M16
2xNA70
285
240
24
M16
4-8
165
125
20
M16
4-6
250
210
22
M16
7-8
285
240
24
M20
4-6
250
210
22
M16
7-8
285
240
24
M20
4-8
4-7
340
295
24
M20
395
350
28
M20
12
4-7
340
295
24
M20
395
350
28
M20
12
4-7
285
240
24
M20
340
295
24
M20
12
4-7
285
240
24
M20
340
295
24
M20
12
4-8
4-5
395
350
28
M20
12
6-8
445
400
28
M20
12
4-8
200
160
20
M16
4-8
115
85
14
M12
RU
AA
77, 80
140
100
18
M16
1xNA57
150
110
18
M16
1xNA70
165
125
20
M16
2xNA48
165
125
20
M16
2xNA57
185
145
18
M16
2xNA70
220
180
22
M16
1xMET66/83
165
125
20
M16
2xMET66
185
145
18
M16
2xMET53
165
125
20
M16
178 45 47-4.0
198 19 23
5.43
AB
Cyl.
No.
Dia.
1xTPL
200
160
Bolts
.
Dia.
No.
20
M16
2xTPL
220
180
24
M16
1xNA57
185
145
18
M16
1xNA70
220
180
22
M16
2xNA48,57
220
180
22
M16
2xNA70
285
240
24
M20
1xMET66
220
180
22
M16
1xMET83
250
210
22
M16
2xMET66
285
240
24
M20
250
210
22
M16
2xMET53
Description
AC
4-8
AD
4-8
115
85
14
M12
AE
4-8
140
100
16
M16
AF
4-8
140
100
16
M16
AG
4-8
140
100
16
M16
AH
4-8
140
100
16
M16
AK
4-8
AL
1 x A.C.
110
18
M16
AL
2 x A.C.
165
125
20
M16
AM
1 x A.C.
150
110
18
M16
AM
2 x A.C.
165
125
20
M16
AN
4-8
AP
4-8
AR
4-8
AS
4-8
AT
4-8
165
185
125
145
18
18
M16
AV
4-8
BD
4-8
BX
4-8
BF
4-8
BV
4-8
178 45 47-4.0
198 19 23
5.44
ABB
Mitsubishi
NA70/TO9
VTR564 E/D
VTR714
VTR564
VTR714 E/D
TPL77
TPL80
MET66 SD/SE
MET83 SD/SE
198 19 23
5.45
178 18 38-2.2
2)
3)
Cyl.
Lmin
6591
7781
8971
10161 11350
198 19 25
5.46
198 19 26
5.47
View from X
198 19 26
5.48
Horizontal distance
between top bracing
fix point and centreline Cyl .1.
a = 595
b = 1785
c = 2975
d = 4165
e = 5355
f = 6545
g = 7735
h = 8925
Turbocharger
R***
5790
6190
5790
6190
5790
6190
5790
4860
NA57/T09
3980
NA70/TO9
4380
VTR564E/D
3980
VTR714E/D
4380
MET66SE/SD
3980
MET83SE/SD
4380
TPL80D
3980
5350
4860
5350
4860
5350
4860
178 18 36-9.1
Fig. 5.16: Mechanical top bracing arrangement, turbocharger located on exhaust side of engine
198 19 27
5.49
1780963-3.2
198 19 27
5.50
Turbocharger
NA57/T09
4660
5135
NA70/TO9
5150
5625
VTR564E/D
4660
5135
VTR714E/D
5150
5625
TPL80D
5150
5625
MET66SE/SD
4660
5135
MET83SE/SD
5150
5625
Horizontal distance between top bracing fix point and centreline cyl. 1.
a = 595
d = 4165
e = 5355
f = 6545
g = 7735
h = 8925
178 18 63-2.1
Fig. 5.18: Hydraulic top bracing arrangement, turbocharger located exhaust side of engine
198 19 28
5.51
With pneumatic/hydraulic
cylinders only
Hydraulic cylinders
Accumulator unit
Pump station
including:
two pumps
oil tank
filter
releif valves and
control box
The hydraulically adjustable top bracing system consists basically of two or four hydraulic cylinders, two
accumulator units and one pump station
Pipe:
Electric wiring:
178 16 68-0.0
Fig. 5.19a: Hydraulic top bracing layout of system with pump station, option: 4 83 122
Hull
side
Engine
side
Inlet
Outlet
178 16 47-6.0
198 19 28
5.52
With pneumatic/hydraulic
cylinders only
178 18 60-7.0
Fig. 5.20a: Hydraulic top bracing layout of system without pump station, option: 4 83 123
178 15 73-2.0
198 19 28
5.53
Silver metal
graphite brushes
Rudder
Propeller
Main bearing
Intermediate shaft
Earthing device
Propeller shaft
Current
178 32 07-8.0
198 19 29
5.54
17 18 93-1.2
Fig. 6.01.01: Example of part load SFOC curves for the available three engine versions
198 19 30
6.01.01
Heat radiation
The capacities for the starting air receivers and the
compressors are stated in Fig. 6.01.05
A detailed specification of the various components
is given in the description of each system. If a freshwater generator is installed, the water production
can be calculated by using the formula stated later
in this chapter and the way of calculating the exhaust gas data is also shown later in this chapter.
The air consumption is approximately 98% of the
calculated exhaust gas amount.
178 11 26-4.1
178 11 27-6.1
198 19 30
6.01.02
Pumps
Nominal MCR
Cyl.
at 91 r/min
kW
12420
15525
18630
21735
24840
11.0
m3/h
5.5
6.9
8.3
9.6
m3/h
3.1
3.9
4.6
5.4
6.2
m3/h
1)
2)
3)
4)
110
105
110
105
140
130
135
130
165
155
160
155
190
180
190
180
225
205
215
205
Seawater pump*
m3/h
1)
2)
3)
4)
405
405
400
400
500
510
500
500
610
610
600
600
710
710
700
700
810
810
800
800
m3/h
1)
2)
3)
4)
265
260
250
265
325
325
315
325
390
390
380
390
455
460
440
455
530
520
500
530
m3/h
2.0
2.5
3.0
3.5
4.0
kW
5070
6330
7600
8870
10130
269
336
404
471
538
980
1030
880
970
1200
1320
1100
1200
1440
1540
1320
1420
1660
1840
1540
1680
1950
2060
1760
1970
m /h
Coolers
kW
Lubricating oil**
m3/h
Seawater
1)
2)
3)
4)
m /h
1)
2)
3)
4)
136
136
131
131
164
174
164
164
206
206
196
196
239
239
229
229
272
272
262
262
kW
1)
2)
3)
4)
1880
1800
1890
1800
2330
2250
2340
2250
2830
2700
2830
2700
3280
3150
3340
3150
3760
3600
3790
3600
m3/h
Seawater
m3/h
kW
145
180
220
250
290
kg/h
117600
147000
176400
205800
235200
235
235
235
235
235
kg/s
32.1
40.1
48.1
56.1
64.1
Gases
Exhaust gas flow**
Exhaust gas temperature
Air consumption
*
For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper, the engines capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
178 45 60-4.0
Fig. 6.01.03a: List of capacities, S70MC-C with high efficiency turbocharger and seawater cooling system, stated at the
nominal MCR power (L1) for engines complying with IMO's NOx emission limitations
198 19 30
6.01.03
Capacity
Pumps
Nominal MCR
at 91 r/min
Cyl.
kW
Pumps:
Fuel oil circulating pump
Fuel oil supply pump
Jacket cooling water pump
m3/h
m3/h
m3/h
m3/h
Seawater pump*
m3/h
m3/h
m3/h
Lubricating oil*
Central cooling water
m3/h
m3/h
kW
m3/h
m3/h
kW
m3/h
m3/h
kW
kW
m3/h
kW
kg/h
C
kg/s
1)
2)
3)
4)
1)
2)
3)
4)
1)
2)
3)
4)
1)
2)
3)
4)
1)
2)
3)
4)
1)
2)
3)
4)
1)
2)
3)
4)
1)
2)
3)
4)
4
12420
5
15525
6
18630
7
21735
8
24840
5.5
3.1
110
105
110
105
310
310
305
305
380
375
375
375
265
260
250
265
2.0
6.9
3.9
140
130
135
130
385
385
380
380
470
470
465
465
325
325
315
325
2.5
8.3
4.6
165
155
160
155
465
460
455
455
570
560
560
560
390
390
380
390
3.0
9.6
5.4
190
180
190
180
540
540
530
530
660
660
650
650
460
460
440
455
3.5
11.0
6.2
225
205
215
205
620
620
610
610
750
750
750
750
530
520
500
530
4.0
5030
173
980
1030
880
980
6290
7540
8800
10060
216
259
302
345
1200
1440
1660
1950
1320
1540
1840
2060
1100
1320
1540
1740
1200
1420
1680
1970
See the above-mentioned pump capacity
137
169
206
238
275
137
169
201
238
275
132
164
196
228
265
132
164
196
228
265
1880
2330
2830
3280
3760
1800
2250
2700
3150
3600
1890
2340
2830
3340
3790
1800
2250
2700
3150
3600
See the above-mentioned pump capacity
See the above-mentioned pump capacity
7890
9820
11810
13740
15770
7860
9860
11780
13790
15720
7800
9730
11690
13680
15610
7810
9740
11660
13630
15630
See the above-mentioned pump capacity
See the seawater capacity under "Lubricating oil cooler"
145
180
220
250
290
117600
235
32.1
147000
235
40.1
176400
235
48.1
205800
235
56.1
235200
235
64.1
For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper, the engines capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
178 45 61-6.0
Fig. 6.01.03b: List of capacities, S70MC-C with high efficiency turbocharger and central cooling system, stated at the nominal
MCR power (L1) for engines complying with IMO's NOx emission limitations
198 19 30
6.01.04
Nominal MCR
Pumps
at 91 r/min
kW
12420
15525
18630
21735
24840
6.9
3.9
140
130
135
130
490
490
485
485
325
325
315
325
2.5
8.3
4.6
165
155
160
155
590
590
580
580
390
390
380
390
3.0
9.6
5.4
190
180
190
180
680
680
680
680
455
455
440
455
3.5
11.0
6.2
215
205
215
205
780
780
780
780
520
520
500
520
4.0
5990
321
7190
385
8390
449
9590
513
m /h
m3/h
m3/h
Seawater pump*
m3/h
m3/h
m3/h
5.5
3.1
110
105
105
105
390
390
385
390
260
260
250
260
2.0
kW
m3/h
4790
257
Coolers
Cyl.
Lubricating oil*
Seawater
kW
m3/h
m3/h
kW
m3/h
m3/h
kW
kg/h
C
kg/s
1)
2)
3)
4)
1)
2)
3)
4)
1)
2)
3)
4)
1)
2)
3)
3)
1)
2)
3)
4)
1)
2)
3)
4)
940
1030
880
950
1200
1440
1660
1880
1320
1540
1760
2060
1100
1320
1540
1760
1200
1420
1680
1900
See the above-mentioned pump capacity
133
169
205
231
267
133
169
205
231
267
128
164
195
231
267
133
164
195
231
267
1870
2330
2830
3280
3730
1800
2550
2700
3150
3600
1860
2340
2790
3280
3730
1800
2250
2700
3150
3600
See the above-mentioned pump capacity
See the seawater capacity under "Lubricating oil cooler"
145
180
220
250
290
108780
255
29.6
135795
255
37.0
163170
255
44.4
190365
255
51.8
217560
255
59.2
For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper, the engines capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
178 45 65-3.0
Fig. 6.01.04a: List of capacities, S70MC-C with conventional turbocharger and seawater cooling system, stated at the
nominal MCR power (L1) for engines complying with IMO's NOx emission limitations
198 19 30
6.01.05
Nominal MCR
at 91 r/min
Pumps
Cyl.
kW
m3/h
m3/h
m3/h
m3/h
Seawater pump*
m3/h
m3/h
m3/h
kW
m3/h
Coolers
Lubricating oil*
kW
m3/h
m3/h
1)
2)
3)
4)
1)
2)
3)
4)
1)
2)
3)
4)
1)
2)
3)
4)
kW
m3/h
m3/h
kW
m3/h
m3/h
kW
kg/h
C
kg/s
1)
2)
3)
4)
1)
2)
3)
4)
1)
2)
3)
4)
1)
2)
3)
4)
4
12420
5
15525
6
18630
7
21735
8
24840
5.5
3.1
110
105
105
105
300
300
295
295
360
365
360
360
260
260
250
260
2.0
6.9
3.9
140
130
135
130
375
375
370
370
455
455
450
450
325
325
315
325
2.5
8.3
4.6
165
155
160
155
450
450
440
445
550
540
540
540
390
390
380
390
3.0
9.6
5.4
190
180
190
180
520
520
520
520
630
630
630
630
455
455
440
455
3.5
11.0
6.2
215
205
215
205
600
600
590
590
720
730
720
720
520
520
500
520
4.0
4760
164
5950
205
7130
246
8320
287
9510
328
940
1030
880
950
1200
1440
1660
1880
1320
1540
1760
2060
1100
1320
1540
1760
1200
1420
1680
1900
See the above-mentioned pump capacity
136
170
204
233
272
136
170
204
233
272
131
165
194
233
262
131
165
194
233
262
1870
2330
2830
3280
3730
1800
2250
2700
3150
3600
1860
2340
2790
3280
3730
1800
2250
2700
3150
3600
See the above-mentioned pump capacity
See the central cooling water capacity under "Lubricating oil cooler"
7570
9480
11400
13260
15120
7590
9520
11370
13230
15170
7500
9390
11240
13140
15000
7510
9400
11250
13150
15010
See the above-mentioned pump capacity
See the above-mentioned pump capacity
145
180
220
250
290
108780
255
29.6
135975
255
37.0
163170
255
44.4
190365
255
51.8
217560
255
59.2
For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper, the engines capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
178 45 66-5.0
Fig. 6.01.04b: List of capacities, S70MC-C with conventional turbocharger and central cooling system, stated at the
nominal MCR power (L1) for engines complying with IMO's NOx emission limitations
198 19 30
6.01.06
m3
m3/h
2 x 7.0
420
2 x 7.5
450
2 x 8.0
480
2 x 8.0
480
2 x 8.0
480
m3
m3/h
2 x 3.5
210
2 x 4.0
240
2 x 4.5
270
2 x 4.5
270
2 x 4.5
270
178 45 967-.70
Fig. 6.01.05 Capacities of starting air receivers and compressors for main engine S70MC-C
178 06 56-6.1
178 06 55-6.1
178 08 07-7.0
198 19 30
6.01.07
Max.
working
temp. C
100
10
150
4.3
60
60
Seawater pump
2.5
50
2.5
60
100
Flow velocities
For external pipe connections, we prescribe the following maximum velocities:
Marine diesel oil
Heavy fuel oil
Lubricating oil
Cooling water
1.0 m/s
0.6 m/s
1.8 m/s
3.0 m/s
198 19 30
6.01.08
Example 1:
Derated 6S70MC-C with high efficiency MAN B&W turbocharger with fixed pitch propeller, seawater
cooling system and without VIT fuel pumps.
The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.
As the engine is without VIT fuel pumps the specified MCR (M) is identical to the optimised power (O)
PL1:
(100.0%)
PM:
(80.0%)
81.9 r/min
(90.0%)
PO:
(80.0%)
81.9 r/min
(88.0%)
91
r/min (100.0%)
Example 1:
The method of calculating the reduced capacities
for point M is shown below.
The values valid for the nominal rated engine are
found in the List of Capacities Fig. 6.01.03a, and
are listed together with the result in Fig. 6.01.09.
Heat dissipation of scavenge air cooler
Fig. 6.01.05 which is approximate indicates a 73%
heat dissipation:
7600 x 0.73 = 5548 kW
Heat dissipation of jacket water cooler
Fig. 6.01.07 indicates a 84% heat dissipation:
2830 x 0.84 = 2377 kW
Heat dissipation of lube. oil cooler
Fig. 6.01.08 indicates a 91% heat dissipation:
1440 x 0.91 = 1310 kW
Seawater pump
Scavenge air cooler: 404 x 0.73 = 294.9 m3/h
3
Lubricating oil cooler: 206 x 0.91 = 187.5 m /h
482.4 m3/h
Total:
If the engine were fitted with VIT fuel pumps, the
M would not coincide with O, and in the figure the
data for the specified MCR (M) should be used.
198 19 30
6.01.09
Example 1
Specified MCR (M)
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
8.3
4.6
165
610
390
3.0
8.3
4.6
165
482.4
390
3.0
kW
m3/h
7600
404
5548
294.9
kW
m3/h
m3/h
1440
390
206
1310
390
187.5
kW
m3/h
m3/h
kW
2830
165
206
220
2377
165
187.5
220
kg/h
C
kg/sec.
176400
235
48.1
138200
226
37.6
2 x 8.0
480
2 x 8.0
480
2 x 4.5
270
2 x 4.5
270
Reversible engine
Receiver volume (12 starts)
m3
Compressor capacity, total
m3/h
Non-reversible engine
Receiver volume (6 starts)
m3
Compressor capacity, total
m3/h
Exhaust gas tolerances: temperature -/+ 15 C and amount +/- 5%
14,904 kW
at 81.9 r/min
The air consumption and exhaust gas figures are expected and refer to 100% specified MCR, ISO ambient
reference conditions and the exhaust gas back pressure 300 mm WC
The exhaust gas temperatures refer to after turbocharger
* Calculated in example 3, in this chapter
178 45 72-4.0
Fig. 6.01.09: Example 1 Capacities of derated 6S70MC-C with high efficiency MAN B&W turbocharger and seawater
cooling system.
198 19 30
6.01.10
Freshwater Generator
If a freshwater generator is installed and is utilising
the heat in the jacket water cooling system, it should
be noted that the actual available heat in the jacket
cooling water system is lower than indicated by the
heat dissipation figures valid for nominal MCR (L1)
given in the List of Capacities. This is because the
latter figures are used for dimensioning the jacket
water cooler and hence incorporate a safety margin
which can be needed when the engine is operating
under conditions such as, e.g. overload. Normally,
this margin is 10% at nominal MCR.
For a derated diesel engine, i.e. an engine having a
specified MCR (M) and/or an optimising point (O)
different from L1, the relative jacket water heat dissipation for point M and O may be found, as previously described, by means of Fig. 6.01.07.
With reference to the above, the heat actually available for a derated diesel engine may then be found
as follows:
1. Engine power between optimised and specified
power.
For powers between specified MCR (M) and optimised power (O), the diagram Fig. 6.01.07 is to
be used,i.e. giving the percentage correction
factor qjw% and hence
q jw%
Qjw = QL1 x
x 0.9 (0.87)
[1]
100
2. Engine power lower than optimised power.
For powers lower than the optimised power, the
value Qjw,O found for point O by means of the
above equation [1] is to be multiplied by the correction factor kp found in Fig. 6.01.10 and hence
Qjw = Qjw,O x kp
[2]
where
Qjw = jacket water heat dissipation
QL1 = jacket water heat dissipation at nominal
MCR (L1)
qjw%= percentage correction factor from Fig.
6.01.07
Qjw,O = jacket water heat dissipation at optimised
power (O), found by means of equation [1]
kp = correction factor from Fig. 6.01.10
0.9 = factor for overload margin, tropical
ambient conditions
178 06 64-3.0
198 19 30
6.01.11
Fig. 6.01.11: Freshwater generators. Jacket cooling water heat recovery flow diagram
perature control system may consist, e.g., of a special by-pass pipe installed in the jacket cooling
water system, see Fig. 6.01.11, or a special built-in
temperature control in the freshwater generator,
e.g., an automatic start/stop function, or similar. If
such a special temperature control is not applied,
we recommend limiting the heat utilised to maximum 50% of the heat actually available at specified
MCR, and only using the freshwater generator at engine loads above 50%.
t/24h
[3]
where
Mfw is the freshwater production in tons per 24
hours
and
Qjw is to be stated in kW
198 19 30
6.01.12
Example 2:
Freshwater production from a derated 6S70MC-C with high efficiency MAN B&W turbocharger, without
VIT fuel pumps and with fixed pitch propeller.
Based on the engine ratings below, this example will show how to calculate the expected available jacket
cooling water heat removed from the diesel engine, together with the corresponding freshwater
production from a freshwater generator.
The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.
As the engine is without VIT fuel pumps the specified MCR (M) is identical to the optimised power (O)
Nominal MCR, (L1)
PL1:
(100.0%)
PM:
(80.0%)
81.9 r/min
PO:
(80.0%)
81.9 r/min
(90.0%)
PS:
(64.0%)
76.0 r/min
(83.5%)
= 2830 x
The exhaust gas data to be expected in practice depends, primarily, on the following three factors:
a) The optimising point of the engine (point O):
PO: power in kW (BHP) at optimising point
nO: speed in r/min at optimising point
b) The ambient conditions, and exhaust gas
back-pressure:
x 0.87
84.0
x 0.87 = 2068 kW
100
kp
(90.0%)
Influencing factors
Q jw,O = QL1 x
d) Whether a Turbo Compound System (TCS) is installed: Please contact MAN B&W Diesel A/S for
this calculation.
198 19 30
6.01.13
Calculation Method
To enable the project engineer to estimate the actual exhaust gas data at an arbitrary service rating,
the following method of calculation may be used.
Mexh: exhaust gas amount in kg/h, to be found
Texh: exhaust gas temperature in C, to be found
The partial calculations based on the above influencing factors have been summarised in equations
[4] and [5], see Fig. 6.01.12.
The partial calculations based on the influencing
factors are described in the following:
Mexh = ML1 x
PO m o%
DMamb%
Dm s%
P
x
x (1 +
) x (1 +
) x S%
PL1 100
100
100
100
kg/h
[4]
[5]
where, according to List of capacities, i.e. referring to ISO ambient conditions and 300 mm WC
back-pressure and optimised in L1:
ML1: exhaust gas amount in kg/h at nominal MCR (L1)
TL1: exhaust gas temperatures after turbocharger in C at nominal MCR (L1)
178 30 58-0.0
Fig. 6.01.12: Summarising equations for exhaust gas amounts and temperatures
178 06 59-1.1
178 06 60-1.1
198 19 30
6.01.14
Parameter
Change
+ 10 C
+ 16.0 C
4.1%
+ 10 mbar
+ 0.1 C
0.3%
+ 10 C
+ 1.0 C
+ 1.9%
+ 100 mm WC
+ 5.0 C
1.1%
178 30 59-2.0
Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
DMamb%
= -0.41 x (Tair 25) - 0.03 x (pbar 1000) + 0.19 x (TCW 25 ) - 0.011 x (DpO 300)
[6]
DTamb
= 1.6 x (Tair 25) + 0.01 x (pbar 1000) +0.1 x (TCW 25) + 0.05 x (DpO 300)
[7]
=DpM x (PO/PM)2
[8]
where,
PM:
DpM:
178 30 60-2.0
Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure
198 19 30
6.01.15
178 06 74-5.0
178 06 73-3.0
DTs:
198 19 30
6.01.16
Example 3:
Expected exhaust data for a derated 6S70MC-C with high efficiency MAN B&W turbocharger, with fixed pitch
propeller and with VIT fuel pumps.
In order to show the calculation in worst case we have chosen an engine with VIT fuel pump.
Based on the engine ratings below, and by means of an example, this chapter will show how to calculate the
expected exhaust gas amount and temperature at service rating , and corrected to ISO conditions
The calculation is made for the service rating (S) being 80% of the optimised power of the diesel engine.
PL1:
PM:
(80.0%)
81.9 r/min
(90.0%)
PO:
(74.8%)
80.1 r/min
(88.0%)
PS:
(59.8%)
74.3 r/min
(81.7%)
Reference conditions:
Mamb% = + 0.75%
DTamb
DTamb
= - 10.5 C
80.1
x 100 = 88.0%
91
= 97.6 %
DTO
= - 8.9 C
= + 3.2%
DTS
= - 3.6 C
DmS%
ML1
= 176400 kg/h
Mexh
= 176400 x
(1 +
13935 2
= 300 x
= 262 mm WC
14904
Mexh
13935 97.6
0.75
x
x (1 +
)x
18630 100
100
3.2
80
)x
= 107117 kg/h
100 100
198 19 30
6.01.17
= 235 C
Texh
Texh
= 212 C -/+15 C
PS%
PM
14904
x 100% =
x 100% = 107.0%
PO
13935
and for ISO ambient reference conditions, the corresponding calculations will be as follows:
Mexh,M = 176400 x
(1 +
13935 97.6
0.42
x
x (1 +
)x
18630 100
100
-0.1 107.0
)x
= 138233 kg/h
100
100
= 37.6 kg/sec
198 19 30
6.01.18
No.
No.
Symbol
Symbol designation
2.17
1.1
Pipe
2.18
1.2
2.19
Orifice
1.3
1.4
Appliances
3.1
1.5
3.2
Valves, angle
3.3
2.1
3.4
2.2
3.5
2.3
Tee pipe
3.6
2.4
Flexible pipe
3.7
2.5
3.8
2.6
Joint, screwed
3.9
Flap, angle
2.7
Joint, flanged
3.10
Reduction valve
2.8
Joint, sleeve
3.11
Safety valve
2.9
Joint, quick-releasing
3.12
2.10
3.13
Self-closing valve
2.11
Expansion pipe
3.14
Quick-opening valve
2.12
Cap nut
3.15
Quick-closing valve
2.13
Blank flange
3.16
Regulating valve
2.14
Spectacle flange
3.17
Kingston valve
2.15
3.18
Ballvalve (cock)
2.16
178 30 61-4.0
198 19 30
6.01.19
No.
No. Symbol
Symbol designation
3.19
Butterfly valve
4.6
Piston
3.20
Gate valve
4.7
Membrane
3.21
4.8
Electric motor
3.22
4.9
Electro-magnetic
3.23
3.24
5.1
Mudbox
3.25
5.2
Filter or strainer
3.26
5.3
Magnetic filter
3.27
Cock, angle
5.4
Separator
2.28
5.5
Steam trap
3.29
5.6
Centrifugal pump
3.30
5.7
3.31
5.8
3.32
5.9
Ejector
3.33
5.10
3.34
Appliances
Piston pump
Fittings
4.1
Hand-operated
6.1
Funnel
4.2
Remote control
6.2
4.3
Spring
6.3
Air pipe
4.4
Mass
6.4
4.5
Float
6.5
178 30 61-4.0
198 19 30
6.01.20
No.
Symbol
Symbol designation
No.
Symbol
Symbol designation
6.6
6.7
7.1
6.8
Observation glass
6.9
7.3
Level indicator
6.10
7.4
6.11
7.5
7.6
Recorder
The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19
178 30 61-4.0
198 19 30
6.01.21
Diesel oil
a)
b)
178 17 12-3.0
Number of auxiliary engines, pumps, coolers, etc. Subject to alterations according to the actual plants specification
198 19 31
6.02.01
178 43 71-1.0
198 19 31
6.02.02
198 19 31
6.02.03
For external pipe connections, we prescribe the following maximum flow velocities:
Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s
Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s
For arrangement common for main engine and auxiliary engines from MAN B&W Holeby, please refer
to our publication:
P.240 Operation on Heavy Residual Fuels MAN
B&W Diesel Two-stroke Engines and MAN
B&W Diesel Four-stroke Holeby GenSets.
178 43 72-3.0
Fig. 6.02.03: Fuel oil pipes heating for engines without VIT fuel pumps
198 19 31
6.02.04
Mounting
Mounting of the insulation is to be carried out in accordance with the suppliers instructions.
178 43 73-5.0
198 19 31
6.02.05
Fuel oils
Units
3
Value
< 991*
Density at 15C
kg/m
Kinematic viscosity
at 100 C
at 50 C
cSt
cSt
> 55
> 700
Flash point
>
60
Pour point
>
30
Carbon residue
% mass
>
22
Ash
% mass
> 0.15
% mass
> 0.10
Water
% volume
> 1.0
Sulphur
% mass
> 5.0
Vanadium
mg/kg
> 600
Aluminum + Silicon
mg/kg
>
80
198 19 31
6.02.06
198 19 31
6.02.07
178 06 28-0.1
198 19 31
6.02.08
178 38 38-1.0
4-8 cyl.
D1
400 mm
D2
100 mm
H1
1200 mm
178 43 77-2.0
198 19 31
6.02.09
Modular units
The pressurised fuel oil system is preferable when
operating the diesel engine on high viscosity fuels.
When using high viscosity fuel requiring a heating
temperature above 100 C, there is a risk of boiling
and foaming if an open return pipe is used, especially if moisture is present in the fuel.
The pressurised system can be delivered as a modular unit including wiring, piping, valves and instruments, see Fig. 6.02.07 below.
Engine type
4S70MC-C
5S70MC-C
6S70MC-C
7S70MC-C
8S70MC-C
Units
60 Hz
50 Hz
3 x 440 V
3 x 380 V
F - 5.5 - 4.0 - 6
F - 6.4 - 4.8 - 5
F - 7.9 - 5.2 - 6
F - 8.9 - 6.8 - 5
F - 9.2 - 5.2 - 6
F - 8.9 - 6.8 - 5
F - 11.0 - 6.9 - 6 F - 11.9 - 6.8 - 5
F - 11.0 - 6.9 - 6 F - 11.9 - 6.8 - 5
F 7.9 5.2 6
The fuel oil supply unit is tested and ready for service supply connections.
5 = 50 Hz, 3 x 380V
6 = 60 Hz, 3 x 440V
Capacity of fuel oil supply pump
in m3/h
Capacity of fuel oil circulating
pump in m3/h
Fuel oil supply unit
Fig. 6.02.07: Fuel oil supply unit, MAN B&W Diesel/C.C. Jensen, option: 4 35 610
178 30 73-4.0
198 19 31
6.02.10
198 19 32
6.03.01
178 38 44-0.1
178 38 43-9.1
198 19 32
6.03.02
178 45 00-6.0
Fig. 6.03.03c: Lub. oil pipes for ABB turbocharger type TPL
Manual cleaning centrifuges can only be used for attended machinery spaces (AMS). For unattended
machinery spaces (UMS), automatic centrifuges with
total discharge or partial discharge are to be used.
The nominal capacity of the centrifuge is to be according to the suppliers recommendation for lubricating oil, based on the figures:
0.136 l/kWh = 0.1 l/BHPh
The Nominal MCR is used as the total installed effect.
Circulating oil
SAE 30/TBN 5-10
Elf-Lub.
BP
Castrol
Chevron
Exxon
Fina
Mobil
Shell
Texaco
198 19 32
6.03.03
198 19 32
6.03.04
Before starting the engine for the first time, the lubricating oil system on board has to be cleaned in accordance with MAN B&Ws recommendations:
Flushing of Main Lubricating Oil System, which is
available on request.
The full-flow filter is to be located as close as possible to the main engine. If a double filter (duplex) is installed, it should have sufficient capacity to allow
the specified full amount of oil to flow through each
side of the filter at a given working temperature, with
a pressure drop across the filter of maximum 0.2 bar
(clean filter).
If a filter with back-flushing arrangement is installed,
the following should be noted:
The required oil flow, specified in the List of capacities should be increased by the amount of oil
used for the back-flushing, so that the lubricating
oil pressure at the inlet to the main engine can be
maintained during cleaning.
198 19 32
6.03.05
Engine type
Units
60 Hz
3 x 440 V
50 Hz
3 x 380 V
4S70MC-C
B - 4.3 - 6
B - 3.5 - 5
5S70MC-C
B - 4.3 - 6
B - 4.7 - 5
6S70MC-C
B - 4.3 - 6
B - 4.7 - 5
7S70MC-C
B - 5.8 - 6
B - 6.3 - 5
8S70MC-C
B - 5.8 - 6
B - 6.3 - 5
A protecting ring position 1.-4 is to be installed if required, by class rules, and is placed loose on the tanktop and
guided by the hole in the flange.
In the vertical direction it is secured by means of screws position 4 so as to prevent wear of the rubber plate.
178 07 41-6.0
198 19 32
6.03.06
178 45 90-3.0
Note:
When calculating the tank heights, allowance has not
been made for the possibility that part of the oil quantity
from the system outside the engine may, when the pumps
are stopped, be returned to the bottom tank.
Provided that the system outside the engine is so executed,
that a part of the oil quantity is drained back to the tank when
the pumps are stopped, the height of the bottom tank indicated on the drawing is to be increased to this quantity.
If space is limited other proposals are possible.
* Based on 50 mm thickness of supporting chocks
Cylinder
No.
4
5
6
7
8
Drain at
cylinder No.
2-4
2-5
2-5
2-5-7
2-5-8
D0
D1
D2
H0
H1
H2
H3
250
275
300
325
325
475
550
600
650
650
65
100
100
100
125
995
1075
1165
1205
1270
475
550
600
650
650
95
110
110
120
120
400
400
400
400
600
500
500
500
600
700
OL
6400 894
7200 974
8800 1060
9600 1101
11200 1168
Qm3
17.5
21.5
28.5
32.4
40.0
178 42 23-8.1
198 19 32
6.03.07
178 44 47-9.0
198 19 32
6.03.08
Company
Cylinder oil
SAE 50/TBN 70
Elf-Lub.
BP
Castrol
Chevron
Exxon
Fina
Mobil
Shell
Texaco
Talusia HR 70
CLO 50-M
S/DZ70 cyl.
Delo Cyloil Special
Exxmar X 70
Vegano 570
Mobilgard 570
Alexia 50
Taro Special
Cylinder Lubrication
Each cylinder liner has a number of lubricating orifices (quills), through which the cylinder oil is introduced into the cylinders, see Fig. 6.04.02. The oil is
delivered into the cylinder via non-return valves,
when the piston rings pass the lubricating orifices,
during the upward stroke.
Cylinder Oils
Cylinder oils should, preferably, be of the SAE 50
viscosity grade.
Modern high rated two-stroke engines have a relatively great demand for the detergency in the cylinder oil. Due to the traditional link between high
detergency and high TBN in cylinder oils, we recommend the use of a TBN 70 cylinder roil in combina-
198 19 34
6.04.01
4 cylinder engines
5-6 cylinder engines
7-8 cylinder engines
1 lubricators
2 lubricators
3 lubricators
178 43 80-6.0
Cylinder Lubricators
The cylinder lubricator(s) are mounted on the fore
end of the engine. The lubricator(s) have a 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.
The lubricators are fitted with:
198 19 34
6.04.02
Type: 9F010
For alarm for low level and no flow
178 36 47-5.1
Electrical C :
4S70MC-C: 2 lubricators, 16 glasses of 2 x 75 watt
5S70MC-C: 2 lubricators, 20 glasses of 2 x 100 watt
6S70MC-C: 2 lubricators, 24 glasses of 2 x 125 watt
7S70MC-C: 3 lubricators, 19 glasses of 3 x 100 watt
8S70MC-C: 3 lubricators, 2 x 22 + 1 x 20 glasses of
3 x 125 watt
198 19 34
6.04.03
178 45 03-1.0
198 19 34
6.04.04
178 17 14-7.0
198 19 35
6.05.01
Tank 002
m3
Capacity of pump
option 4 43 640
at 2 bar
m3/h
1 x HDU 427/54
0.6
0.7
0.2
1 x HDU 427/54
0.9
1.0
0.3
No. of cylinders
C.J.C. Filter
004
4-6
78
178 38 28-5.0
No. of
cylinders
3 x 440 volts
60 Hz
3 x 380 volts
50 Hz
4-6
PR 0.2 6
PR 0.2 5
7-8
PR 0.3 6
PR 0.3 5
178 38 29-7.0
178 30 86-6.0
198 19 35
6.05.02
178 30 87-8.0
Fig. 6.05.05.: Piston rod drain oil unit, MAN B&W Diesel/C. C. Jensen, option: 4 43 610
198 19 35
6.05.03
198 19 37
6.06.01
The lowest possible cooling water inlet temperature to the lubricating oil cooler in order to obtain
the cheapest cooler. On the other hand, in order
to prevent the lubricating oil from stiffening in cold
services, the inlet cooling water temperature should
not be lower than 10 C
The lowest possible cooling water inlet temperature to the scavenge air cooler, in order to keep
the fuel oil consumption as low as possible.
The piping delivered with and fitted onto the engine is, for your guidance shown on Fig.
6.06.02.
198 19 37
6.06.02
178 43 86-7.0
The capacity must be fulfilled with a tolerance of between 0% to +10% and covers the cooling of the
main engine only.
198 19 37
6.06.03
178 17 51-7.1
198 19 37
6.06.04
178 43 87-9.0
178 43 88-0.0
198 19 37
6.06.05
The total expansion tank volume has to be approximate 10% of the total jacket cooling water amount
in the system.
198 19 37
6.06.06
In exceptional circumstances where it is not possible to comply with the abovementioned recommendation, a minimum of 20 C can be accepted before
the engine is started and run up slowly to 90% of
specified MCR speed.
However, before exceeding 90% specified MCR
speed, a minimum engine temperature of 50 C
should be obtained and, increased slowly i.e. over
a period of least 30 minutes.
The time period required for increasing the jacket
water temperature from 20 C to 50 C will depend
on the amount of water in the jacket cooling water
system, and the engine load.
Note:
The above considerations are based on the assumption that the engine has already been well
run-in.
198 19 37
6.06.07
0.05 m3
0.16 m3
120 m3/h
300 m3/h
125
200
150
150
300
500
F78
910
1195
300
500
320
520
ND 50
ND 80
ND 32
ND 50
178 06 27-9.0
178 07 37-0.1
198 19 37
6.06.08
178 17 21-8.0
Uni-concept Auxiliary Systems for Twostroke Main Engine and Four-stroke Auxiliary Engines.
For external pipe connections, we prescribe the following maximum water velocities:
Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s
Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
178 19 38
6.07.01
178 19 38
6.07.02
178 19 38
6.07.03
198 19 39
6.08.01
178 43 90-2.0
198 19 39
6.08.02
Fig. 6.08.03: Air spring and sealing air pipes for exhaust valves
The sealing air for the exhaust valve spindle comes from the manoeuvring system, and is activated by the control air pressure, see Fig. 6.08.03.
198 19 39
6.08.03
Turning gear
The turning wheel has cylindrical teeth and is fitted
to the thrust shaft. The turning wheel is driven by a
pinion on the terminal shaft of the turning gear,
which is mounted on the bedplate. Engagement and
disengagement of the turning gear is effected by axial movement of the pinion.
The turning gear is driven by an electric motor
with a built-in gear and brake. The size of the
electric motor is stated in Fig. 6.08.04. The turning
gear is equipped with a blocking device that prevents the main engine from starting when the turning gear is engaged.
198 19 39
6.08.04
Electric motor
3 x 440 V 60 Hz
Brake power supply 220 V 60 Hz
Electric motor
3 x 380 V 50 Hz
Brake power supply 220 V 50 Hz
Current
Current
No. of
cylinders
Power
kW
Start
Amp.
Normal
Amp.
No. of
cylinders
Power
kW
Start
Amp.
Normal
Amp.
4-8
4.0
43.6
7.9
4-8
4.0
50.6
9.2
178 43 92-6.0
178 31 30-9.0
198 19 39
6.08.05
178 07 27-4.1
198 19 40
6.09.01
Auxiliary Blowers
Emergency running
If one of the auxiliary blowers is out of action, the
other auxiliary blower will function in the system,
without any manual readjustment of the valves being
necessary.
178 44 70-5.0
198 19 40
6.09.02
Fig. 6.09.02a: Scavenge air pipes, for engine with one turbocharger exhaust side, make MAN B&W
Fig. 6.09.02b: Scavenge air pipes, for engine with one turbocharger on exhaust side, make ABB or MHI
3 x 380 V
50 Hz
Maximum stand-by
heating element
W
mm
H
mm
D
mm
W
mm
H
mm
D
mm
18 - 80 A 18 - 80 A
11 - 45 kW 9 - 40 kW
300
460
150
400
600
300
100 W
63 - 250 A
80 - 250 A
67 - 155 kW 40 - 132 kW
300
460
150
600
600
350
250 W
178 31 47-8.0
Fig. 6.09.03a: Electrical panel for two auxiliary blowers including starters, option 4 55 650
198 19 40
6.09.03
PSC 418: Pressure switch for control of scavenge air auxiliary blowers. Start at 0.55 bar. Stop at 0.7 bar
PSA 419: Low scavenge air pressure switch for alarm. Upper switch point 0.56 bar. Alarm at 0.45 bar
G: Mode selector switch. The OFF and ON modes are independent of K1, K2 and PSC 418
K1: Switch in telegraph system. Closed at finished with engine
K2: Switch in safety system. Closed at shut down
K3: Lamp test
178 31 44-2.0
Fig. 6.09.03b: Control panel for two auxiliary blowers inclusive starters, option 4 55 650
198 19 40
6.09.04
Current
Number of
cylinders
Power
kW
Start Amp.
Nominal Amp.
Mass
kg
2 x M2AA225SMB
2 x 54
1 x 550
2 x 86
2 x 235
2 x M2AA225SMB
2 x 54
1 x 550
2 x 86
2 x 235
2 x M2CA280SA
2 x 90
1 x 931
2 x 139
2 x 480
2 x M2CA280SMA
2 x 105
1 x 1076
2 x 163
2 x 545
2 x M2CA280SMA
2 x 105
1 x 1076
2 x 163
2 x 545
Number of
cylinders
Power
kW
Start Amp.
Nominal Amp.
Mass
kg
2 x M2AA250SMA
2 x 57
1 x 667
2 x 101
2 x 285
2 x M2AA250SMA
2 x 57
1 x 667
2 x 101
2 x 285
2 x M2CA280SMA
2 x 90
1 x 1065
2 x 159
2 x 545
2 x M2CA280SMA
2 x 90
1 x 1065
2 x 159
2 x 545
2 x M2CA315SA
2 x 110
1 x 1394
2 x 202
2 x 695
Current
Enclosure IP44
Insulation class: minimum B
Speed of fan: about 240 and 3540 r/min for 50Hz and 60Hz respectively
The electric motors are delivered with and fitted onto engine
178 43 99-9.1
198 19 40
6.09.05
178 44 68-3.0
Number of cylinders
4-7
Chemical tank
capacity
0.6 m3
0.9 m3
Circulating pump
capacity at 3 bar
2 m3/h
3 m3/h
d: Nominal diameter
50 mm
50 mm
178 44 09-7.0
178 06 15-9.1
198 19 40
6.09.06
178 06 16-0.0
No. of cylinders
4-6
7-9
178 44 06-1.0
198 19 40
6.09.07
178 06 17-2.0
178 38 65-5.0
198 19 40
6.09.08
178 07 27-4.1
198 19 41
6.10.01
178 38 70-2.0
Fig. 6.10.02: Exhaust gas pipes, with turbocharger located on exhaust side of engine (4 59 122)
178 31 53-7.1
198 19 41
6.10.02
1.
All makes of turbochargers are fitted with an arrangement for water washing of the compressor
side, and soft blast cleaning of the turbine side, see
Figs. 6.10.03. Washing of the turbine side is only applicable on MAN B&W and ABB turbochargers.
Fig. 6.10.03b: ABB turbocharger water washing of turbine and compressor side on VTR types
198 19 41
6.10.03
178 31 52-7.0
Fig. 6.10.04a: Soft blast cleaning of turbine side and water washing of compressor side for MAN B&W and ABB, VTR
turbochargers
178 44 32-3.0
Fig. 6.10.04b: Soft blast cleaning of turbine side and water washing of compressor side for ABB, TPL turbochargers
198 19 41
6.10.04
Silencer
Spark arrester
Expansion joints
Pipe bracings.
198 19 41
6.10.05
178 33 46-7.1
Expansion joints.
198 19 41
6.10.06
178 17 99-7.0
Fig. 6.10.06: ISOs NR curves and typical sound pressure levels from diesel engines exhaust gas system
The noise levels refer to nominal MCR and a distance of 1 metre from the edge of the exhaust gas pipe opening
at an angle of 30 degrees to the gas flow and valid for an exhaust gas system without boiler and silencer, etc.
460 600 025
198 19 41
6.10.07
Spark arrester
To prevent sparks from the exhaust gas from being
spread over deck houses, a spark arrester can be
fitted as the last component in the exhaust gas system.
It should be noted that a spark arrester contributes
with a considerable pressure drop, which is often a
disadvantage.
It is recommended that the combined pressure loss
across the silencer and/or spark arrester should not
be allowed to exceed 100 mm WC at specified MCR
depending, of course, on the pressure loss in the
remaining part of the system, thus if no exhaust gas
boiler is installed, 200mm WC could be possible.
198 19 41
6.10.08
273
x 1.015 in kg/m3
273 + T
The factor 1.015 refers to the average back-pressure of 150 mm WC (0.015 bar) in the exhaust gas
system.
in m/sec
For a pipe element, like a bend etc., with the resistance coefficient z, the corresponding pressure loss
is:
Dr = z x r v 2 x
1
in mm WC
9 .81
where the expression after z is the dynamic pressure of the flow in the pipe.
The friction losses in the straight pipes may, as a
guidance, be estimated as :
1 mm WC per 1 x diameter length
whereas the positive influence of the up-draught in
the vertical pipe is normally negligible.
198 19 41
6.10.09
Change-over valves
Change-over valve of
type with constant
cross section
a = 0.6 to 1.2
b = 1.0 to 1.5
c = 1.5 to 2.0
Change-over valve of
type with volume
a = b = about 2.0
R=D
R = 1.5D
R = 2D
= 0.28
= 0.20
= 0.17
R=D
R = 1.5D
R = 2D
= 0.16
= 0.12
= 0.11
= 0.05
R=D
R = 1.5D
R = 2D
= 0.45
= 0.35
= 0.30
= 0.14
= 1.00
Outlet from
top of exhaust
gas uptake
Inlet
(from
turbocharger)
= 1.00
178 06 85-3.0
198 19 41
6.10.10
Type
NA48
NA57
NA70
M1
Nm
3600
4300
5300
M3
Nm
2400
3000
3500
F1
6000
7000
8800
F2
6000
7000
8800
F3
2400
3000
3500
kg
1000
2000
3000
M1
Nm 3500
M3
Nm 2300
5000
7200
4400
7100
3300
4700
2000
3100
F1
5500
6700
8000
1300
1600
F2
2700
3800
5400
3000
3700
F3
1900
2800
4000
2000
2500
kg
1000
2000
3000
MET66SE
6800
3400
9300
3200
3000
5200
MET83SE
9800
4900
11700
4100
3700
10500
178 09 39-5.0
198 19 41
6.10.11
Slow turning
The basic diagram is applicable for reversible engines, i.e. those with fixed pitch propeller (FPP).
The engine is, as standard, provided with a pneumatic/electronic manoeuvring system, see diagram
Fig. 6.11.01, which also shows the options:
The slow turning valve allows the starting air to partially bypass the main starting valve. During slow
turning the engine will rotate so slowly that, in the
event that liquids have accumulated on the piston
top, the engine will stop before any harm occurs.
Governor
When selecting the governor, the complexity of the
installation has to be considered. We normally distinguish between conventional and advanced
marine installations.
The governor consists of the following elements:
Actuator
Shutdown system
The engine is stopped by activating the puncture valve
located in the fuel pump either at normal stopping or at
shutdown by activating solenoid valve EV658.
198 19 42
6.11.01
Conventional plants
Non-reversible engine
Option: 4 30 104:
If a controllable pitch propeller is coupled to the
engine, a manoeuvring system according to Fig.
6.11.02 is to be used.
The fuel pump roller guides are provided with
non-displaceable rollers.
Advanced plants
The advanced marine installations, are for example:
Geared installations
Plants with disengageable clutch for disconnecting the propeller
Plants with shaft generator requiring great frequency accuracy.
For these plants the electronic governors have to be
tailor-made, and the specific layout of the system
has to be mutually agreed upon by the customer,
the governor supplier and the engine builder.
It should be noted that the shutdown system, the
governor and the remote control system must be
compatible if an integrated solution is to be obtained.
198 19 42
6.11.02
Manoeuvring Console
The manoeuvring handle for the Engine Control
Room is delivered as a separate item with the engine.
The components for the manoeuvring console are
shown in Figs. 6.11.06 and 6.11.07 for the reversible
or non-reversible engines respectively
198 19 42
6.11.03
178 44 39-6.1
Fig. 6.11.01: Diagram of manoeuvring system for reversible engine with FPP prepared for remote control including options
198 19 42
6.11.04
178 44 41-8.0
Fig. 6.11.02: Diagram of manoeuvring system, non-reversible engine with CPP prepared for remote control
198 19 42
6.11.05
178 44 43-1.0
Fig. 6.11.03: Starting air system, with slow turning, option: 4 50 140
198 19 42
6.11.06
178 44 83-7.0
Fig. 6.11.04b: Diagram of engine side control console, for reversible engine
178 44 83-7.0
198 19 42
6.11.07
178 44 84-9.0
178 44 84-9.0
Fig. 6.11.05b: Diagram of engine side control console, for non-reversible engine
198 19 42
6.11.08
178 44 85-0.0
Fig. 6.11.06a: Manoeuvring console for Engine Control Room, reversible engine
178 44 86-2.0
Fig. 6.11.06a: Wiring diagram for control room console for reversible engine with FPP and bridge control
198 19 42
6.11.09
178 44 87-4.0
Fig. 6.11.07a: Manoeuvring console for Engine Control Room, non-reversible engine
178 44 88-6.0
Fig. 6.11.07a: Wiring diagram for control room console for non-reversible engine with bridge control
198 19 42
6.11.10
Ahead
Astern
Manual control
0- 4 bar
PE 417
0- 4 bar
PE 330
0- 4 bar
PE 326
0- 4 bar
PE 386
PE 382
PE 357
0-10 bar
Remote control
0-10 bar
PE 305
Shutdown
0-30 bar
PE 401
(Spare)
0-10 bar
PE 403
Lamp test
Thermometer for:
0-100 C
TE 385
0-100 C
TE 311
Revolution counter
Switch and lamps for auxiliary blowers
Free space for mounting of bridge control
equipment for main engine
Switch and lamp for canceling of
limiters for governor
*Yards supply
178 44 44-3.0
Fig. 6.11.08: Minimum extent of instruments and pneumatic components for manoeuvring console, option: 4 65 640
198 19 42
6.11.11
When the shaft generator is disconnected, the slow down will be effectuated after a
prewarning of 6-8 sec.
Demand for quick passage of barred speed range will have an influence on the slow down
procedure
Revised diagram including restart from bridge is available on request.
178 08 65-1.1
Fig. 6.11.09: Sequence diagram for fixed pitch propeller, with shaft generator type GCR
198 19 42
6.11.12
When the shaft generator is disconnected, the slow down will be effectuated after a
prewarning of 6-8 sec.
Demand for quick passage of barred speed range will have an influence on the slow down
procedure
Revised diagram including restart from bridge is available on request.
178 08 66-3.1
Fig. 6.11.10: Sequence diagram for controllable pitch propeller, with shaft generator type GCR
198 19 42
6.11.13
7 Vibration Aspects
The natural frequency of the hull depends on the
hulls rigidity and distribution of masses, whereas
the vibration level at resonance depends mainly
on the magnitude of the external moment and the
engines position in relation to the vibration nodes
of the ship.
C
C
A
B
C
D
Combustion pressure
Guide force
Staybolt force
Main bearing force
1st
2nd
order moment
vertical 1 cycle/rev
order moment
Vertical 2 cycle/rev
1st
Of these moments, the 1st order (one cycle per revolution) and the 2nd order (two cycles per revolution)
need to be considered for engines with a low number
of cylinders. On 7-cylinder engines, also the 4th order
external moment may have to be examined. The inertia forces on engines with more than 6 cylinders tend,
more or less, to neutralise themselves.
order moment,
horizontal 1 cycle/rev.
178 06 82-8.0
198 19 43
7.01
Adjustable
counterweights
1st order moments act in both vertical and horizontal direction. For our two-stroke engines with standard balancing these are of the same magnitudes.
Aft
Fore
Fixed
counterweights
Adjustable
counterweights
Fixed
counterweights
178 16 78-7.0
178 06 84-1.0
Fig. 7.02: Statistics of tankers and bulk carriers with 4 cylinder MC engines
198 19 43
7.02
178 06 76-9.0
178 06 92-4.0
198 19 43
7.03
Several solutions are shown in Fig. 7.06 for compensation or elimination of the 2nd order moment.
The most cost efficient solution must be found in
each case, e.g.:
1)
2)
3)
4)
198 19 43
7.04
178 06 80-4.0
198 19 43
7.05
178 17 75-7.0
External moment
Engine power
Nm/kW
In the table at the end of this chapter, the external
moments (M1) are stated at the speed (n1) and MCR
rating in point L1 of the layout diagram. For other
speeds (nA), the corresponding external moments
(MA) are calculated by means of the formula:
n
MA = M1 A kNm
n1
(The tolerance on the calculated values is 2.5%).
198 19 43
7.06
178 06 81-6.0
The mechanical top bracing, option: 4 83 112 comprises stiff connections (links) with friction plates
and alternatively a hydraulic top bracing, option: 4
83 122 to allow adjustment to the loading conditions of the ship. With both types of top bracing
the above-mentioned natural frequency will increase to a level where resonance will occur above
the normal engine speed. Details of the top bracings are shown in chapter 5.
198 19 43
7.07
Axial Vibrations
When the crank throw is loaded by the gas pressure
through the connecting rod mechanism, the arms of
the crank throw deflect in the axial direction of the
crankshaft, exciting axial vibrations. Through the
thrust bearing, the system is connected to the ship`s
hull.
Generally, only zero-node axial vibrations are of interest. Thus the effect of the additional bending
stresses in the crankshaft and possible vibrations of
the ship`s structure due to the reaction force in the
thrust bearing are to be considered.
Torsional Vibrations
The reciprocating and rotating masses of the engine
including the crankshaft, the thrust shaft, the intermediate shaft(s), the propeller shaft and the propeller are for calculation purposes considered as a
system of rotating masses (inertia) interconnected
by torsional springs. The gas pressure of the engine
acts through the connecting rod mechanism with a
varying torque on each crank throw, exciting torsional vibration in the system with different frequencies.
198 19 43
7.08
Overcritical running
Please note:
We do not include any tuning wheel, option: 4 31
101 or torsional vibration damper, option: 4 31 105
in the standard scope of supply, as the proper countermeasure has to be found after torsional vibration
calculations for the specific plant, and after the decision has been taken if and where a barred speed
range might be acceptable.
198 19 43
7.09
No. of cyl.:
Firing order:
1-3-2-4
1-4-3-2-5
1-5-3-4-2-6
1-7-2-5-4-3-6
1-8-3-4-7-2-5-6
271
3131 c
19
0
2178 c
147
161
632
417
542
0
170
1805
160
1387
67
1802
766
External forces in kN
194
455
469
82
0
43
319
198
10
0
3
23
0
316
847
636
0
0
0
138
198
46
0
0
116
92
927
1807
151
26
0
11
22
131
75
5
388
0
1188
734
1889
0
57
0
20
0
96
18
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers
b) By means of the adjustable counterweights on four-cylinder engines, 70% of the 1st order moment can be
moved from horizontal to vertical direction or vice versa, if required
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore ends, eliminating the 2nd order external moment.
178 44 37-2.0
198 19 43
7.10
8 Instrumentation
The instrumentation on the diesel engine can be
roughly divided into:
Sensors for
Remote Indication Instruments
Analog sensors for remote indication can be ordered as options 4 75 127, 4 75 128 or for CoCoS as
4 75 129, see Fig. 8.03. These sensors can also be
used for Alarm or Slow Down simultaneously.
It is required that the system for shut down is electrically separated from the other systems.
Local Instruments
The basic local instrumentation on the engine comprises thermometers and pressure gauges located
on the piping or mounted on panels on the engine,
and an engine tachometer located at the engine side
control panel.
Figs. 8.08, 8.09 and 8.10 show the classification societies requirements for UMS and MAN B&Ws minimum requirements for Alarm, Slow Down and Shut
Down as well as IACS`s recommendations, respectively.
Control Devices
The control devices mainly include the position
switches, called ZS, incorporated in the manoeuvring system, and the solenoid valves (EV), which are
listed in Fig. 8.05 and positioned as shown in Fig.
8.04.
198 19 44
8.01
Oil leaking oil from the high pressure fuel oil pipes is
collected in a drain box (Fig. 8.11a), which is
equipped with a level alarm, LSA 301, option 4 35
105.
The Standard Extent of Delivery for MAN B&W Diesel A/S engines includes the temperature switches,
pressure switches and analog sensors stated in the
MAN B&W column for alarm, slow down and shut
down in Figs. 8.08, 8.09 and 8.10.
The combination of an oil mist detector and a bearing temperature monitoring system with deviation
from average alarm (option 4 75 133, 4 75 134 or
4 75 135) will in any case provide the optimum
safety.
198 19 44
8.02
CoCoS-EDS:
Engine Diagnostics System, option: 4 09 660.
CoCoS-EDS assists in the engine performance
evaluation through diagnostics.
Key features are: on-line data logging, monitoring,
diagnostics and trends.
CoCoS-MPS:
Maintenance Planning System, option: 4 09 661.
CoCoS-MPS assists in the planning and initiating of
preventive maintenance.
Key features are: scheduling of inspections and
overhaul, forecasting and budgeting of spare part
requirements, estimating of the amount of work
hours needed, work procedures, and logging of
maintenance history.
Main engine:
PT: Portable transducer for cylinder
pressure
S:
P:
CoCoS-SPC:
Spare Part Catalogue, option: 4 09 662.
CoCoS-SPC assists in the identification of spare
part.
Key features are: multilevel part lists, spare part information, and graphics.
PT/S
CoCoS-SPO:
Stock Handling and Spare Part Ordering,
option: 4 09 663.
CoCoS-SPO assists in managing the procurement
and control of the spare part stock.
Key features are: available stock, store location,
planned receipts and issues, minimum stock, safety
stock, suppliers, prices and statistics.
CoCoS Suite:
Package: option: 4 09 665
Includes the four above-mentioned system:
4 09 660+661+662+663.
Power supply: 24 V DC
CoCoS
The Computer Controlled Surveillance system is
the family name of the software application products from the MAN B&W Diesel group.
198 19 44
8.03
Identification of instruments
PS
PS - SHD
PS - SLD
PSA
PSC
PE
PEA
PEI
The measuring instruments are identified by a combination of letters and a position number:
LSA 372 high
Level:
high/low
PE - SLD
Output signal:
SE
SEA
SSA
SS - SHD
TI
TSA
TSC
TS - SHD
TS - SLD
TE
TEA
TEI
A: alarm
I : indicator (thermometer,
manometer...)
SHD: shut down (stop)
SLD: slow down
How: by means of
E: analog sensor (element)
S: switch
(pressure stat,
thermostat)
What is measured:
D:density
F: flow
L: level
P: pressure
PD: pressure difference
S: speed
T: temperature
V: viscosity
W: vibration
Z: position
TE - SLD
VE
VEI
VI
ZE
ZS
WEA
WI
WS - SLD
Functions
DSA
Density switch for alarm (oil mist)
DS - SLD Density switch for slow down
E
Electric devices
EV
Solenoid valve
ESA
Electrical switch for alarm
FSA
Flow switch for alarm
FS - SLD Flow switch for slow down
LSA
Level switch for alarm
PDEI
Pressure difference sensor for remote
indication (analog)
PDI
Pressure difference indicator
PDSA
Pressure difference switch for alarm
PDE
Pressure difference sensor (analog)
PI
Pressure indicator
Pressure switch
Pressure switch for shut down
Pressure switch for slow down
Pressure switch for alarm
Pressure switch for control
Pressure sensor (analog)
Pressure sensor for alarm (analog)
Pressure sensor for remote
indication (analog)
Pressure sensor for
slow down (analog)
Speed sensor (analog)
Speed sensor for alarm (analog)
Speed switch for alarm
Speed switch for shut down
Temperature indicator
Temperature switch for alarm
Temperature switch for control
Temperature switch for shut down
Temperature switch for slow down
Temperature sensor (analog)
Temperature sensor for alarm (analog)
Temperature sensor for
remote indication (analog)
Temperature sensor for
slow down (analog)
Viscosity sensor (analog)
Viscosity sensor for remote indication
(analog)
Viscosity indicator
Position sensor
Position switch
Vibration signal for alarm (analog)
Vibration indicator
Vibration switch for slow down
178 30 04-4.1
198 19 44
8.04
Thermometer
stem type
Description
TI 302
TE 302
TI 311
TE 311
TI 317
TI 349
TI 355
TI 369
TE 317
TE 349
TE 369
Point of location
Fuel oil
Fuel oil, inlet engine
Lubricating oil
Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper,
piston cooling oil, and camshaft lube oil
Piston cooling oil outlet/cylinder
Thrust bearing segment
Lubricating oil inlet to exhaust valve actuators
Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
Low temperature cooling water:
seawater or freshwater for central cooling
Cooling water inlet, air cooler
Cooling water outlet, air cooler/air cooler
TE 375
TE 379
TI 385
TI 387A
TI 393
TI 411
TI 412
TI 413
TE 411
TE 412
TE 413
Scavenge air
Scavenge air before air cooler/air cooler
Scavenge air after air cooler/air cooler
Scavenge air receiver
TE 425
TE 426
Exhaust gas
Exhaust gas inlet turbocharger/turbocharger
Exhaust gas after exhaust valves/cylinder
Thermometers
dial type
TI 375
TI 379
TI 425
TI 426
178 45 79-7.0
Fig. 8.02a: Local standard thermometers on engine (4 70 120) and option: 4 75 127 remote indication sensors sensors
198 19 44
8.05
Pressure gauges
(manometers)
PI 305
PE 305
Fuel oil
Fuel oil , inlet engine
PI 326
PI 330
PI 357
PI 371
PE 326
PE 330
PE 357
PE 371
Lubricating oil
Piston cooling and camshaft oil inlet
Lubricating oil inlet to main bearings thrust bearing and axial vibration damper
Lubricating oil inlet to exhaust valve actuators
Lubricating oil inlet to turbocharger with slide bearings/turbocharger
PI 382
PE 382
PI 386
PE 386
PI 401
PI 403
PI 405
PE 401
PE 403
PI 417
PE 417
Point of location
PI 424
PI 435A
PI 435B
Exhaust gas
Exhaust gas receiver
Air inlet for dry cleaning of turbocharger
Water inlet for cleaning of turbocharger
PI 668
Manoeuvring system
Pilot pressure to actuator for V.I.T. system, if fitted
Differential pressure gauges
Pressure drop across air cooler/air cooler
Pressure drop across blower filter of turbocharger
(For ABB turbochargers only)
Tachometers
PDI 420
PDI 422
SI 438
SI 439
WI 471
SE 438
Engine speed
Turbocharger speed/turbocharger
Mechanical measuring of axial vibration
178 45 79-7.0
Fig. 8.02b: Local standard manometers and tachometers on engine (4 70 120) and option: 4 75 127 remote indication
198 19 44
8.06
Use sensor
Point of location
VE 303
PE 305
PDE 308
TE 311
Lubricating oil inlet, to main bearings, thrust bearing, axial vibration damper, piston cooling
oil, camshaft lube oil
TE 317
PE 326
PE 330
Lubricating oil inlet to main bearings and thrust bearing and axial vibration damper
TE 349
TE 355
PE 357
TE 369
PE 371
178 45 80-7.0
198 19 44
8.07
Use sensor
Point of location
PE 382
TE 379
TE 385
PE 386
TE 387A
PDSA 391
TE 393
PDE 398
TE 336
PE 337
PDE 338
TE 411
TE 412
TE 412A
TE 413
PE 417
PDE 420
PDE 422
ZS 669
178 45 80-7.0
198 19 44
8.08
Use sensor
Point of location
ZE 364
PE 424
TE 425A
TE 426
TE 432
PE 433A
SE 439
Turbocharger speed/turbocharger
PDE 441
2)
General data
N
1)
1)
PE 325
3)
SE 438
Engine speed
2)
ZE 477
2)
ZE 478
2)
ZE 479
Governor index
E 480
Engine torque
1)
4)
4)
4)
N Numerical input
1) Originated by alarm/monitoring system
2) Manual input can alternatively be used
3) Yards supply
4) Originated by the PMI system
178 45 80-7.0
198 19 44
8.09
178 45 81-9.0
Fig. 8.04a: Location of basic measuring points on engine for Attended Machine Space (AMS)
170 100 025
198 19 44
8.10
178 45 81-9.0
198 19 44
8.11
178 45 81-9.0
198 19 44
8.12
Description
Symbol/Position
PSC
418
438
Reversing Astern/cylinder
ZS
650
Reversing Ahead/cylinder
ZS
651
ZS
652
ZS
653
PSC
654
EV
658
ZS
659
660
ZS
663
ZS
664
ZS
666/667
670
671
672
PSC
674
PSC
675
PSC
680
EV
682
EV
683
EV
684
EV
685
Manoeuvering system
Engine speed detector
178 30 08-9.1
198 19 44
8.13
178 45 82-0.0
Fig. 8.06: Pipes on engine for basic pressure gauges and pressure switches
198 19 44
8.14
178 30 10-0.0
Fig. 8.07: Panels and sensors for alarm and safety systems
198 19 44
8.15
Use sensor
MAN B&W
IACS
RS
RINa
NKK
LR
GL
DnVC
BV
ABS
Function
Point of location
1
1
1
1
1
1
For Bureau Veritas, at least two per lubricator, or minimum one per cylinder, whichever is the greater number
178 45 83-2.0
198 19 44
8.16
Use sensor
MAN B&W
IACS
RS
RINa
NKK
LR
GL
DnVC
BV
ABS
Function
Point of location
Cooling water system
1
1
1
1
1
1
1
1
1
1
178 45 83-2.0
198 19 44
8.17
Use sensor
MAN B&W
IACS
RS
RINa
NKK
LR
GL
DnVC
BV
ABS
Function
Point of location
Exhaust gas system
1
1
1
1
TEA 429/30 high TE 426 Exhaust gas after cylinder, deviation from
average
1* ESA low
1* ESA low
1* ESA
1* ESA
1* ESA
A*
178 45 83-2.0
198 19 44
8.18
1
1
Use sensor
MAN B&W
IACS
RS
GL
RINa
DnVC
NKK
BV
LR
ABS
Function
Point of Location
PE 326
PE 330
1
1
1
1
1
1
1
1
PE 386
1
1
1
1
TE SLD 431
TE 426
a)
1*, A* These analogue sensors are MAN B&W Diesels minimum requirements for Unattended Machinery Spaces
(UMS), option: 4 75 127
Or alarm for overheating of main, crank, crosshead and chain drive bearings, option: 4 75 134
The tables are liable to change without notice,
and are subject to latest class requirements.
178 45 84-4.0
198 19 44
8.19
1
1
MAN B&W
NKK
LR
1
IACS
RS
RINa
GL
DnVC
BV
ABS
Point of location
PS SHD
329 low
1*
PS SHD
335 low
1*
TS SHD
352 high
1*
PS SHD
359 low
1*
PS SHD
374 low
PS SHD
384B low
SE SHD
438 high
Engine overspeed
1
1
Function
1*
198 19 44
8.20
Fig. 8.11a: Heated drain box with fuel oil leakage alarm, option: 4 35 105
Fig. 8.11b: Fuel oil leakage cut out, per cylinder, option: 4 35 106
The pos. numbers refer to list of instruments
The piping is delivered with and fitted onto the engine
Pos.
Qty.
Description
Pos.
Qty.
129
Pressure switch
132
Non-return valve
130
5/2-way valve
133
Ball valve
131
Diaphragm
134
Non-return valve
Description
198 19 44
8.21
178 30 18-5.0
Fig. 8.12a: Oil mist detector pipes on engine, from Kidde Fire Protection, Graviner, type MK 5 (4 75 161)
178 30 19-7.0
Fig. 8.12b: Oil mist detector pipes on engine, from Schaller, type Visatron VN215 (4 75 163)
198 19 44
8.22
When determining the degree of dismantling, consideration should be given to the lifting capacities
and number of crane hooks available at the engine
maker and, in particular, at the yard (purchaser).
Dispatch Pattern
The dispatch patterns are divided into two classes,
see Figs. 9.02 and 9.03:
MAN B&W Diesel's recommendations for preservation of disassembled/ assembled engines are available on request.
Furthermore, it must be considered whether a drying machine, option 4 12 601, is to be installed during the transportation and/or storage period.
Note:
Long term preservation and seaworthy packing are
always to be used for class B.
198 19 45
9.01
Spare Parts
List of spares, unrestricted service
The tendency today is for the classification societies
to change their rules such that required spare parts
are changed into recommended spare parts.
Tools
This amount is to be considered as minimum safety
stock for emergency situations.
The dimensions and masses of the main tools appear from Figs. 9.10.
Most of the tools can be arranged on steel plate
panels, which can be delivered as an option: 4 88
660, see Fig. 9.11 Tool Panels.
If such panels are delivered, it is recommended to
place them close to the location where the overhaul
is to be carried out.
Wearing parts
The consumable spare parts for a certain period are
not included in the above mentioned sets, but can
be ordered for the first 1, 2, up to 10 years service of
a new engine (option 4 87 629), a service year being
assumed to be 6,000 running hours.
198 19 45
9.02
Components to be painted
before shipment from workshop
Type of paint
No. of
coats/
Total dry
film
thickness
mm
Colour:
RAL 840HR
DIN 6164
MUNSELL
2/80
Free
1/30
White:
RAL 9010
DIN N:0:0.5
MUNSELL N-9.5
2/80
Free
1/30
Light green:
RAL 6019
DIN 23:2:2
MUNSELL10GY 8/4
2/60
Alu:
RAL 9006
DIN N:0:2
MUNSELL N-7.5
2/75
Free
2/80
Free
2/60
Orange red:
RAL 2004
DIN 6:7:2
MUNSELL
N-7.5r 6/12
2/60
Light grey:
RAL 7038
DIN:24:1:2
MUNSELL N-7.5
Note:
All paints are to be of good quality. Paints according to builders standard may be used provided they at least fulfil
the above requirements.
Delivery standard for point 2, is a primed and finally painted condition, unless otherwise stated in the contract.
The data stated are only to be considered as guidelines. Preparation, number of coats, film thickness per coat, etc.
have to be in accordance with the paint manufacturer's specifications.
178 30 20-7.2
178 19 46
9.03
A1 + B1
Engine complete
A2 + B2
Top section
Bottom section
178 44 71-7.0
Fig. 9.02a: Dispatch pattern, engine with turbocharger on exhaust side (4 59 122)
198 19 47
9.04
A3 + B3
Top section
Note:
The engine supplier is responsible for the necessary
lifting tools and lifting instruction for transportation
purpose to the yard. The delivery extent of the lifting
tools, ownership and lend/lease conditions is to be
stated in the contract. (Options: 4 12 120 or 4 12 121)
Furthermore, it must be stated whether a drying machine is to be installed during the transportation
and/or storage period. (Option: 4 12 601)
Bedplate/cranckshaft section
178 44 71-7.0
Fig. 9.02b: Dispatch pattern, engine with turbocharger on exhaust side (4 59 122)
198 19 47
9.05
A4 + B4
Top section including cylinder frame complete,
cylinder covers complete, camshaft, piston rods
complete and galleries with pipes on camshaft
side
Exhaust receiver with pipes
Top section
turbocharger
Air receiver
Scavenge
receiver
Exhaust
receiver
Frame box
section
Bedplate section
Crankshaft section
178 44 71-7.0
Fig. 9.02c: Dispatch pattern, engine with turbocharger on exhaust side (4 59 122)
198 19 47
9.06
4 cylinder
Pattern
Section
5 cylinder
6 cylinder
7 cylinder
8 cylinder
Mass. Length Mass. Length Mass. Length Mass. Length Mass. Length Heigh Width
in t
in m
in t
in m
in t
in m
in t
in m
in t
in m
in m
in m
423.0
8.3 494.7
9.5 568.6
10.7 623.6
11.3 704.4
12.5
12.8
8.6
149.5
7.4 179.0
8.6 210.7
9.8 240.0
11.0 278.6
12.2
7.2
8.1
Bottom section
256.8
8.3 298.3
9.5 339.6
10.7 364.5
11.3 406.0
12.5
7.2
8.6
Remaining parts
16.7
17.5
18.3
19.1
19.8
149.5
7.4 179.0
8.6 210.7
9.8 240.0
11.0 278.6
12.2
7.2
8.1
99.5
8.3 116.2
9.5 132.8
10.7 136.8
11.3 153.5
12.5
4.1
8.6
Bedplate/Crankshaft 157.3
7.5 182.1
8.7 206.9
9.9 227.7
10.7 252.5
11.9
4.3
4.9
16.7
17.5
18.3
19.1
19.8
111.8
7.4 137.9
8.6 164.7
9.8 190.8
11.0 216.9
12.2
5.6
4.2
6.4
5.8
7.8
6.9
9.0
8.1
10.3
9.3
11.6
10.5
3.7
2.2
16.4
8.3
18.1
9.5
21.0
10.7
22.7
11.3
24.4
12.5
3.4
4.3
Remaining parts
A4+B4 Top section
Exhaust receiver
Scavenge air receiver
Turbocharger, each
9.8
9.1
5.1
5.1
9.8
2.6
2.6
2.9
2.9
2.9
101.0
8.3 117.9
9.5 134.7
10.7 138.9
11.3 155.7
12.5
4.1
8.6
Crankshaft
88.1
7.0 103.4
8.2 118.8
9.4 130.8
10.6 146.1
11.8
4.1
4.1
Bedplate
67.7
7.1
8.3
9.5
94.9
10.2 104.1
11.4
3.1
4.9
Remaining parts
19.1
22.1
22.9
76.9
20.3
86.2
21.1
The weights are for standard engines with semi-built crankshaft of forged throws, integrated crosshead guides
in frame box and MAN B&W turbocharger.
Moment compensators and tuning wheel are not included in dispatch pattern outline.
Turning wheel is assumed to be of 6.5 tons.
The crankshaft for 4,5 and 6S70MC-C can be made in cast design, being 2-3 tons heavier.
The final weights are to be confirmed by the engine supplier, as variations in major engine components due to
the use of local standards (plate thickness, etc.), size of turning wheel, type of turbocharger and the choice of
cast/welded or forged component designs may increase the total weight by up to 10%.
All masses and dimensions are approximate and without packing and lifting tools.
178 44 75-4.0
198 19 47
9.07
Governor test
Load test
Engine to be started and run up to 50%
of Specified MCR (M) in 1 hour
Followed by:
Overspeed test
Before leaving the factory, the engine is to be carefully tested on diesel oil in the presence of representatives of Yard, Shipowner, Classification Society,
and MAN B&W Diesel.
178 39 42-2.1
198 19 49
9.08
Class recommendations
CCS:
GL:
KR:
NKK:
RINa:
RS
ABS:
BV:
DNVC:
LR:
178 61 56
9.09
*) if fitted
Starting valve, plate 90704
Locking plates
2
Piston
2
Spring
2
Bushing
2
O-ring
100 %
Valve spindle
1
178 33 97-0.2
Fig. 9.06a: Additional spare parts recommended by MAN B&W, option: 4 87 603
198 19 51
9.10
178 33 97-0.2
Fig. 9.06b: Additional spare parts recommended by MAN B&W, option: 4 87 603
198 19 51
9.11
Fig. 9.06c: Additional spare parts recommended by MAN B&W, option: 4 87 603
198 19 51
9.12
Table A
Group No.
Plate
Qty.
Descriptions
90201
1 set
1 set
90205
1 set
1 set
90205
1 set
1 set
90302
Cylinder liner
1 set
1 set
1 set
1 set
90801
1
1 set
Piston rings for exhaust valve air piston and oil piston for 1 cylinder
90801
1 set
1 set
1 set
7
90801
Spindle guide
1 set
90801
1
1 set
90805
1 set
1 set
10
90901
1
1
1 set
11
90910
2 sets
12
13
1 set
14
The wearing parts are divided into 14 groups, each including the components stated in table A.
The average expected consumption of wearing parts is stated in tables B for 1,2,3... 10 years service of a new engine, a service year being assumed to be of 6000 hours.
In order to find the expected consumption for a 6 cylinder engine during the first 18000 hours service, the extent
stated for each group in table A is to be multiplied by the figures stated in the table B (see the arrow), for the cylinder No. and service hours in question.
178 32 92-6.0
198 19 52
9.13
Table B
Service hours
Group
No
0-6000
0-12000
Number of cylinders
Description
Cylinder liners
10
12
14
16
10
11
12
13
14
Table B
Service hours
Group
No.
0-18000
0-24000
Number of cylinders
Description
10
12
14
16
10
12
14
16
Cylinder liners
12
15
18
21
24
16
20
24
28
32
10
11
10
12
14
16
10
12
14
16
12
13
14
1
178 32 92-6.0
198 19 52
9.14
Table B
Service hours
Group
No.
0-30000
0-36000
Number of cylinders
Description
10
12
14
16
12
15
18
21
24
10
12
14
16
12
15
18
21
24
Cylinder liners
20
25
30
35
40
24
30
36
42
48
10
12
14
16
10
12
14
16
11
10
12
14
16
16
20
24
28
32
12
13
14
10
Table B
Service hours
Group
No.
0-42000
0-48000
Number of cylinders
Description
12
15
18
21
24
16
20
24
28
32
12
15
18
21
24
16
20
24
28
32
10
12
14
16
10
12
14
16
Cylinder liners
28
35
42
49
56
32
40
48
56
64
12
15
18
21
24
12
15
18
21
24
10
11
16
20
24
28
32
24
30
36
42
48
12
13
14
2
178 32 92-6.0
198 19 52
9.15
Table B
Service hours
Group
No.
0-54000
0-60000
Number of cylinders
Description
16
20
24
28
32
20
25
30
35
40
16
20
24
28
32
20
25
30
35
40
10
12
14
16
12
15
18
21
24
Cylinder liners
36
45
54
63
72
40
50
60
70
80
16
20
24
28
32
16
20
24
28
32
10
11
24
30
36
42
48
24
30
36
42
48
12
13
14
2
178 32 92-6.0
198 19 52
9.16
Cylinder liner
Cylinder liner inclusive
cooling jacket
2850 kg
Exhaust valve
620 kg
Piston complete
with piston rod
1500 kg
198 19 53
9.17
198 19 54
9.18
Cylinder gauge
Planimeter
Note: Some of the hydraulic jacks are used for more than
one application.
198 19 54
9.19
178 18 08-3.2
Pos.
Sec
Description
Mass in kg
901
901
902
31
902
Lifting and tilting gear for piston and cylinder liner (option)
98
7
400
198 19 54
9.20
178 18 09-5.1
Pos.
Sec
Description
Mass in kg
902
83
902
42
902
92
904
198 19 54
9.21
178 18 10-5.1
Pos.
Sec
Description
Mass in kg
905
10
906
11
906
77
198 19 54
9.22
Option: 4 88 610
Grinding machine
Cylinder liner and
cylinder cover
Mass 465 kg
Standard
Grinding machine
exhaust valve seat
and spindle
Mass 500 kg
178 14 69-3.1
198 19 54
9.23
Sec.
Description
Mass in kg
909
100
178 13 50-1.1
198 19 54
9.24
Sec.
Description
Mass in kg
913
20
178 17 32-6.0
198 19 54
9.25
178 45 07-9.0
Pos.
No.
901
907
911
Cylinder cover
Starting air system*
Safety equipment*
902
903
908
909
906
904
905
*
**
Description
Tools for MS. 907 and MS. 911 are being delivered on tool panel under MS. 901
Tools for MS. 903 are being delivered on tool panel under MS. 902
198 19 54
9.26
10 Documentation
MAN B&W Diesel is capable of providing a wide variety of support for the shipping and shipbuilding industries all over the world.
The knowledge accumulated over many decades by
MAN B&W Diesel covering such fields as the selection of the best propulsion machinery, optimisation
of the engine installation, choice and suitability of a
Power Take Off for a specific project, vibration aspects, environmental control etc., is available to
shipowners, shipbuilders and ship designers alike.
Part of this knowledge is presented in the book entitled Engine Selection Guide, other details can be
found in more specific literature issued by MAN
B&W Diesel, such as Project Guides similar to the
present, and in technical papers on specific subjects, while supplementary information is available
on request. An Order Form for such printed matter
listing the publications currently in print, is available
from our agents, overseas offices or directly from
MAN B&W Diesel A/S, Copenhagen.
The selection of the ideal propulsion plant for a specific newbuilding is a comprehensive task. However, as this selection is a key factor for the profitability of the ship, it is of the utmost importance for
the end-user that the right choice is made.
Project Guides
For each engine type a Project Guide has been
prepared, describing the general technical features
of that specific engine type, and also including some
optional features and equipment.
The information is general, and some deviations
may appear in a final engine contract, depending on
the individual licensee supplying the engine. The
Project Guides comprise an extension of the general
information in the Engine Selection Guide, as well as
specific information on such subjects as:
Turbocharger choice
Instrumentation
Dispatch pattern
Testing
Dispatch pattern
Testing
Spares and
Tools.
Engine data
Layout and load diagrams
specific fuel oil consumption
Turbocharger choice
Electricity production, including
power take off
Installation aspects
Auxiliary systems
198 19 55
10.01
Project Support
Further customised documentation can be obtained from MAN B&W Diesel A/S, and for this purpose we have developed a Computerised Engine
Application System, by means of which specific
calculations can be made during the project stage,
such as:
Extent of Delivery
The Extent of Delivery (EOD) sheets have been
compiled in order to facilitate communication between owner, consultants, yard and engine maker
during the project stage, regarding the scope of
supply and the alternatives (options) available for
MAN B&W two-stroke MC engines.
There are two versions of the EOD:
Extent of Delivery for 98 - 50 type engines, and
Extent of Delivery for 46 - 26 type engines.
General information
4 00 xxx
General information
4 02 xxx
Rating
4 03 xxx
Direction of rotation
4 06 xxx
Rules and regulations
4 07 xxx
Calculation of torsional and
axial vibrations
4 09 xxx
Documentation
4 11 xxx
Electrical power available
4 12 xxx
Dismantling and packing of engine
4 14 xxx
Testing of diesel engine
4 17 xxx
Supervisors and advisory work
Diesel engine
4 30 xxx
Diesel engine
4 31 xxx
Torsional and axial vibrations
4 35 xxx
Fuel oil system
4 40 xxx
Lubricating oil system
4 42 xxx
Cylinder lubricating oil system
4 43 xxx
Piston rod stuffing box drain system
4 45 xxx
Low temperature cooling water system
4 46 xxx
Jacket cooling water system
4 50 xxx
Starting and control air systems
4 54 xxx
Scavenge air cooler
4 55 xxx
Scavenge air system
4 59 xxx
Turbocharger
4 60 xxx
Exhaust gas system
4 65 xxx
Manoeuvring system
4 70 xxx
Instrumentation
4 75 xxx
Safety, alarm and remote indi. system
4 78 xxx
Electrical wiring on engine
Miscellaneous
4 80 xxx
Miscellaneous
4 81 xxx
Painting
4 82 xxx
Engine seating
4 83 xxx
Galleries
4 85 xxx
Power Take Off
4 87 xxx
Spare parts
4 88 xxx
Tools
Remote control system
4 95 xxx
Bridge control system
198 19 55
10.02
Installation Documentation
The Extent of Delivery (EOD) is the basis for specifying the scope of supply for a specific order.
198 19 55
10.03
198 19 55
10.04
198 19 55
10.05
198 19 55
10.06
198 19 55
10.07
178 44 77-8.0
Fig. 11.01a: Engine outline with one turbocharger on exhaust side, scale: 1:100
198 19 56
11.01
178 44 77-8.0
Fig. 11.01b: Engine outline with one turbocharger on exhaust side, scale: 1:100
198 19 56
11.02
178 44 77-8.0
Fig. 11.01c: Engine outline with one turbocharger on exhaust side, scale: 1:100
198 19 56
11.03
178 44 77-8.0
g. 11.01d: Engine outline with one turbocharger on exhaust side, scale: 1:200
198 19 56
11.04
178 44 79-1.0
198 19 56
11.05
178 44 79-1.0
198 19 56
11.06
178 44 79-1.0
198 19 56
11.07
178 44 79-1.0
198 19 56
11.08