Professional Documents
Culture Documents
Two-stroke Engines
This Project Guide is intended to provide the information necessary for the layout of
a marine propulsion plant.
It should be noted that all figures, values, measurements or information about per-
formance stated in this project guide are for guidance only and shall not be used
for detailed design purposes or as a substitute for specific drawings and instruc-
tions prepared for such purposes.
The final and binding design and outlines are to be supplied by our licensee, the
engine maker, see Chapter 10 of this Project Guide.
In order to facilitate negotiations between the yard, the engine maker and the final
user, a set of Extent of Delivery forms is available in which the basic and the op-
tional executions are specified.
This Project Guide and the Extent of Delivery forms are available on a CD-ROM
and can also be found at the Internet address www.manbw.com under Quicklinks
Two-stroke, from where they can be downloaded.
5th Edition
December 2005
Contents:
Engine Design 1
Turbocharger Choice 3
Electricity Production 4
Installation Aspects 5
Auxiliary Systems 6
Vibration Aspects 7
Instrumentation 8
Documentation 10
Contents
Subject Page
1 Engine Design
3 Turbocharger Choice
4 Electricity Production
5 Installation Aspects
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MAN B&W Diesel A/S S26MC Project Guide
Contents
Subject Page
6 Auxiliary Systems
7 Vibration Aspects
8 Instrumentation
Instrumentation 8.01-8.02
PMI and CoCoS 8.03
Identification of instruments 8.04
Local instruments on engine 8.05-8.06
List og sensor for CoCoS 8.07-8.09
Location of basic measuring points on engine 8.10-8.12
Control devices on engine 8.13
Pipes on engine for basic pressure gauges and pressure switches 8.14
Panels and sensors for alarm and safety systems 8.15
Alarm sensors for UMS 8.16-8.18
Slow down functions for UMS 8.19
Shut down functions for AMS and UMS 8.20
Drain box with fuel oil leakage 8.21
Oil mist detector pipes on engine 8.21
Example of terminal box 8.22
Example of wiring diagram 8.23
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MAN B&W Diesel A/S S26MC Project Guide
Contents
Subject Page
10 Documentation
Documentation 10.01-10.07
3
MAN B&W Diesel A/S S26MC Project Guide
Index
Subject Page
4
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Index
Subject Page
5
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Index
Subject Page
6
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Index
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Index
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8
MAN B&W Diesel A/S S26MC Project Guide
Index
Subject Page
9
Engine Design 1
MAN B&W Diesel A/S S26MC Project Guide
6 S 26 MC Mk 6
Mark: engine version
E
ngine programme
Diameter of piston in cm
S Superlongstroke approximately3.8
K Shortstroke approximately2.8
Number of cylinders
178 40 58-5.0
1.01
MAN B&W Diesel A/S S26MC Project Guide
S26MC
Bore: 260 mm Power
Stroke: 980 mm L1
L3
L2
L4
Speed
Mean kW
Power
Engine speed effective BHP
Layout
point pressure Number of cylinders
r/min bar 4 5 6 7 8 9 10 11 12
L1 179 177
132 130
L2 174 173
128 127 1.1-1.6 g/kWh
1.5
179 177 0.8-1.2 g/BHPh
L3
132 130
L4 174 173
128 127
178 42 98-1.0
Fig. 1.02: Power, speed and SFOC
1.02
MAN B&W Diesel A/S S26MC Project Guide
Engine Power Although the engine will develop the power speci-
fied up to tropical ambient conditions, specific fuel
The table contains data regarding the engine power, oil consumption varies with ambient conditions and
speed and specific fuel oil consumption of the en- fuel oil lower calorific value. For calculation of these
gine. changes, see the following pages.
L2, L3 and L4 designate layout points at the other If the IMO NOx limitations are to be fulfilled the toler-
three corners of the layout area, chosen for easy ref- ance will be 5%.
erence. The mean effective pressure is:
Tropical conditions:
Blower inlet temperature . . . . . . . . . . . . . . . . 45 C
Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar
Seawater temperature . . . . . . . . . . . . . . . . . . 32 C
ISO 3046/1-1986:
Blower inlet temperature . . . . . . . . . . . . . . . . 25 C
Blower inlet pressure . . . . . . . . . . . . . . 1000 mbar
Charge air coolant temperature . . . . . . . . . . . 25 C
Fuel oil lower calorific value . . . . . . . . 42,700 kJ/kg
(10,200 kcal/kg)
1.03
MAN B&W Diesel A/S S26MC Project Guide
178 43 07-8.0
1.04
MAN B&W Diesel A/S S26MC Project Guide
1 Description of Engine
In the following, reference is made to the item num- The propeller thrust is transferred through the thrust
bers specified in the Extent of Delivery (EOD) collar, the segments, and the bedplate, to the en-
forms, both for the basic delivery extent and for any gine seating and end chocks. The thrust bearing is
options mentioned. lubricated by the engines main lubricating oil sys-
tem.
For fitting to the engine seating, long, elastic The turning gear is driven by an electric motor with
holding-down bolts, and hydraulic tightening tools, built-in gear and belt drive with brake. The electric
can be supplied as an option: 4 82 602 and 4 82 635, motor is provided with insulation class B and enclo-
respectively. sure IP44. The turning gear is equipped with a
blocking device that prevents the main engine from
The bedplate is made without taper if mounted on starting when the turning gear is engaged. Engage-
epoxy chocks (4 82 102), or with taper 1:100, if ment and disengagement of the turning gear is ef-
mounted on cast iron chocks, option 4 82 101. fected manually by an axial movement of the pinion.
The oil pan, which is integrated into the bedplate, A control device for turning gear, consisting of
collects the return oil from the forced lubricating and starter and manual remote control box, with 15 me-
cooling oil system. The oil outlets from the oil pan ters of cable, can be ordered as an option: 4 80 601.
are normally vertical (4 40 101) and are provided
with gratings.
Frame Box
Horizontal outlets at both ends can be arranged as
an option: 4 40 102, to be confirmed by the engine The frame box is cast in one part with the chain drive
maker. located at the aft end. On the exhaust side the frame
box is equipped with an integrated scavenge air re-
The main bearings consist of thin walled steel shells ceiver which, together with the cylinder liners, forms
lined with bearing metal. The bottom shell can, by the scavenge air space. Covers are arranged for
means of special tools, and hydraulic tools for lifting easy cleaning of the scavenge air space and for in-
the crankshaft, be rotated out and in. The shells are spection of the scavenge ports. The camshaft is
kept in position by a bearing cap. supported in the frame box, and covers are installed
for easy inspection and adjustment of the cams.
1.05
MAN B&W Diesel A/S S26MC Project Guide
The frame box is provided with a door for each cylin- with a bottom piece of steel with hardfacing metal
der on both the camshaft side and the exhaust side welded onto the seat. The bottom piece is water
of the engine. Relief valves are mounted on the ex- cooled. The spindle is made of heat resistant steel
haust side of the engine. with hardfacing metal welded onto the seat. The
housing is provided with a spindle guide.
The crosshead guides are integrated in the frame
box. The exhaust valve is tightened to the cylinder cover
with studs and nuts. The exhuast valve is opened
The frame box is secured to the bedplate with long hydraulically and closed by means of air pressure. In
elastic stay bolts, made in one piece. The stay bolt operation, the valve spindle slowly rotates, driven
nuts are tightened hydraulically with the use of by the exhaust gas acting on small vanes fixed to the
jacks. spindle. The hydraulic system consists of a piston
pump mounted on the roller guide housing, a
A slotted pipe for the cooling oil outlet from the pis- high-pressure pipe, and a working cylinder on the
ton is suspended in the frame box. exhaust valve. The piston pump is activated by a
cam on the camshaft.
In the intermediate bottom of the frame box a piston
rod stuffing box is fitted. Air sealing of the exhaust valve spindle guide is pro-
vided.
The stuffing box is provided with sealing rings for
scavenge air, and with oil scraper rings to prevent
lubricating oil from coming up into the scavenge air Fuel Valves, Starting Valve,
space. Safety Valve and Indicator Valve
The cylinder liner is made of alloyed cast iron and is Each cylinder cover is equipped with two fuel
suspended in the frame box through the lower cool- valves, one starting valve, one safety valve, and one
ing jacket. The uppermost part of the liner is sur- indicator valve. The opening of the fuel valves is
rounded by another cooling jacket. Both cooling controlled by the fuel oil high pressure created by
jackets are water cooled. the fuel pumps, and the valve is closed by a spring.
The cylinder liner has scavenge ports and holes for An automatic vent slide allows circulation of fuel oil
cylinder lubrication. through the valve and high pressure pipes, and pre-
vents the compression chamber from being filled up
with fuel oil in the event that the valve spindle is
Cylinder Cover sticking when the engine is stopped. Oil from the
vent slide and other drains is led away in a closed
The cylinder cover is of forged steel, made in one system.
piece, and has bores for cooling water. It has a cen-
tral bore for the exhaust valve and bores for fuel The starting valve is opened by control air from the
valves, safety valve, starting valve and indicator starting air distributor and is closed by a spring.
valve.
The safety valve is spring-loaded.
The cylinder cover is attached to the cylinder frame
with 8 studs and nuts tightened by hydraulic jacks.
Crankshaft
Exhaust Valve and Valve Gear The crankshaft including the thrust collar is forged in
one piece.
The exhaust valve consists of a valve housing and a
valve spindle. The valve housing is of cast iron and
arranged for water cooling. The housing is provided
1.06
MAN B&W Diesel A/S S26MC Project Guide
At the aft end, the crankshaft is provided with a The crankpin bearing is provided with thin-walled
flange for the turning wheel and for coupling to the steel shells, lined with bearing metal. Lube oil is sup-
intermediate shaft. plied through ducts in the crosshead and connect-
ing rod.
At the front end, the crankshaft is fitted with a flange
for the fitting of a tuning wheel and/or counter-
weights for balancing purposes, if needed. The Piston, Piston Rod and Crosshead
flange can also be used for a power take-off, if so
desired. The power take-off can be supplied at extra The piston consists of a piston crown and piston
cost, option: 4 85 000. skirt. The piston crown is made of heat-resistant
steel and has four ring grooves which are hard-
Coupling bolts and nuts for joining the crankshaft chrome plated on both the upper and lower sur-
together with the intermediate shaft are not normally faces of the grooves.
supplied. These can be ordered as an option:
4 30 602. The upper piston ring is a CPR type (Controlled
Pressure Relief) whereas the other three piston rings
are with an oblique cut, the two uppermost piston
Axial Vibration Damper rings are higher than the lower ones.
The engine is fitted with an axial vibration damper, The piston skirt is of cast iron.
which is mounted on the fore end of the crankshaft.
The damper consists of a piston and a split-type The piston rod is of forged steel and is attached to
housing located forward of the foremost main bear- the crosshead with four screws tightened by a
ing. The piston is made as an integrated collar on the torque spanner and secured by locking plates. The
main journal, and the housing is fixed to the main piston rod has a central bore which, in conjunction
bearing support. A mechanical device for check of with a cooling oil pipe, forms the inlet and outlet for
the functioning of the vibration damper is fitted. cooling oil.
5 and 6-cylinder engines are equipped with an axial The crosshead is of forged steel and is provided with
vibration monitor (4 31 117). guide shoes with white metal on the running surface.
Plants equipped with Power Take Off at the fore end The telescopic pipe for oil inlet and the pipe for oil
are to be equipped with the axial vibration monitor, outlet are mounted on the bottom of the guide
option: 4 31 116. shoes.
1.07
MAN B&W Diesel A/S S26MC Project Guide
In the basic design the adjustment of the pump lead Tuning Wheel/Torsional Vibration
is effected by inserting shims between the top cover Damper
and the pump housing.
A tuning wheel (option: 4 31 101) or torsional vibra-
The fuel oil pumps are provided with a puncture tion damper (option: 4 31 105) is to be ordered
valve, which prevents high pressure from building seperately based upon the final torsional vibration
up during normal stopping and shut down. calculations. All shaft and propeller data are to be
forwarded by the yard to the engine builder, see
The fuel oil high-pressure pipes are of the double chapter 7.
tube design.
Governor
Camshaft and Cams
For conventional installations the engine speed is
The camshaft is made in one piece, with fuel cams, controlled by a mechanical/hydraulic Woodward
exhaust cams, thrust disc and chain wheel shrunk governor.
onto the shaft.
For governor choice for advanvced plants the en-
The exhaust cams and fuel cams are of steel, with a gine can be provided with an electronic/mechanical
hardened roller race. They can be adjusted and dis- governor of a make approved by MAN B&W Diesel
mantled hydraulically. A/S, i.e.:
The camshaft is embedded in the frame box. The Lyngs Marine A/S
camshaft bearings consist of thin-walled steel type EGS 2000. . . . . . . . . . . . . . . option: 4 65 172
bushings, lined with white metal. Kongsborg Norcontrol Automation A/S
type DGS 8800e . . . . . . . . . . . . . option: 4 65 174
Siemens
Chain Drive type SIMOS SPC 55 . . . . . . . . . . option: 4 65 177
The camshaft is driven from the crankshaft by one The speed setting of the actuator is determined by
chain. The chain wheel is bolted on to the side of the an electronic signal from the electronic governor
thrust collar. The chain drive is provided with a chain based on the position of the main engine regulating
tightener and guide bars to support the long chain handle. The actuator is connected to the fuel regu-
lengths. lating shaft by means of a mechanical linkage.
1.08
MAN B&W Diesel A/S S26MC Project Guide
1.09
MAN B&W Diesel A/S S26MC Project Guide
Compensators are fitted between the exhaust The electrical control panel and starters for two aux-
valves and the receiver, and between the receiver iliary blowers can be delivered as an option: 4 55
and the turbocharger. 650.
1.10
MAN B&W Diesel A/S S26MC Project Guide
Piping Arrangements The inlet and return fuel oil pipes (except branch
pipes) are heated with:
The engine is delivered with piping arrangements
for: Steam tracing . . . . . . . . . . . . . option: 4 35 110, or
Electrical tracing . . . . . . . . . . . . . . . . : 4 35 111, or
Fuel oil Thermal oil tracing . . . . . . . . . . . . option: 4 35 112
Lubricating and piston cooling oil pipes
Cylinder lubricating oil The above heating pipes are normally delivered
Lubricating of turbocharger without insulation, (4 35 120). If the engine is to be
Sea cooling water transported as one unit, insulation can be mounted
Jacket cooling water as an option: 4 35 121.
Cleaning of turbocharger
Fire extinguishing for scavenge air space The engines external pipe connections are in ac-
Starting air cordance with DIN and ISO standards.
Control air
Safety air
Oil mist detector.
The pipes for sea cooling water to the air cooler are
of:
1.11
MAN B&W Diesel A/S S26MC Project Guide
178 43 12-5.0
1.12
Engine Layout and Load Diagrams, SFOC 2
MAN B&W Diesel A/S S26MC Project Guide
Introduction
The effective brake power Pb of a diesel engine is
proportional to the mean effective pressure pe and
engine speed n, i.e. when using c as a constant:
Pb = c x p e x n
When running with a Fixed Pitch Propeller (FPP), the Thus, propeller curves will be parallel to lines having
power may be expressed according to the propeller the inclination i = 3, and lines with constant mep will
law as: be parallel to lines with the inclination i = 1.
Fig. 2.01a shows the relationship for the linear func- Propeller curve
tions, y = ax + b, using linear scales.
The relation between power and propeller speed for
The power functions Pb = c x ni, see Fig. 2.01b, will a fixed pitch propeller is as mentioned above de-
be linear functions when using logarithmic scales. scribed by means of the propeller law, i.e. the third
power curve:
log (Pb) = i x log (n) + log (c)
Pb = c x n3 , in which:
2.01
MAN B&W Diesel A/S S26MC Project Guide
light running propeller curve 6. See Fig. 2.02. On the When determining the necessary engine power, it is
other hand, some shipyards, and/or propeller manu- normal practice to add an extra power margin, the
facturers sometimes use a propeller design point so-called sea margin, which is traditionally about
(PD) that incorporates all or part of the so-called 15% of the propeller design (PD) power.
sea margin described below.
When determining the necessary engine speed
considering the influence of a heavy running propel-
ler for operating at large extra ship resistance, it is
recommended - compared to the clean hull and
calm weather propeller curve 6 - to choose a
heavier propeller curve 2, and the propeller curve for
clean hull and calm weather curve 6 will be said to
represent a light running (LR) propeller.
Line 2 Propulsion curve, fouled hull and heavy Continuous service rating (S)
weather (heavy running), recommended for en-
gine layout The continuous service rating is the power at which
Line 6 Propulsion curve, clean hull and calm weather the engine is normally assumed to operate, and
(light running), for propeller layout point S is identical to the service propulsion point
MP Specified MCR for propulsion (SP) unless a main engine driven shaft generator is
SP Continuous service rating for propulsion installed.
PD Propeller design point
HR Heavy running Engine margin
178 05 41-5.3
LR Light running
Besides the sea margin, a so-called engine mar-
Fig. 2.02: Ship propulsion running points and engine layout gin of some 10% is frequently added. The corre-
sponding point is called the specified MCR for pro-
Fouled hull, sea margin and heavy propeller pulsion (MP), and refers to the fact that the power
for point SP is 10% lower than for point MP. Point
When the ship has sailed for some time, the hull and MP is identical to the engines specified MCR point
propeller become fouled and the hulls resistance (M) unless a main engine driven shaft generator is in-
will increase. Consequently, the ship speed will be stalled. In such a case, the extra power demand of
reduced unless the engine delivers more power to the shaft generator must also be considered.
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
As modern vessels with a relatively high service overlapping terms. Light/heavy running of the pro-
speed are prepared with very smooth propeller and peller refers to hull and propeller deterioration and
hull surfaces, the fouling after sea trial will involve a heavy weather and, sea margin i.e. extra power to
relatively high resistance and thereby a heavier run- the propeller, refers to the influence of the wind and
ning propeller. the sea. However, the degree of light running must
be decided upon experience from the actual trade
If, at the same time the weather is bad, with head and hull design.
winds, the ships resistance may increase com-
pared to operating at calm weather conditions.
2.02
MAN B&W Diesel A/S S26MC Project Guide
Constant ship speed lines Optimising point (O) = specified MCR (M)
The constant ship speed lines , are shown at the This engine type is not fitted with VIT fuel pumps, so
very top of Fig. 2.02, indicating the power required the specified MCR power is the power for which the
at various propeller speeds in order to keep the engine is optimised - point M coincides normally
same ship speed, provided that, for each ship with point O.
speed, the optimum propeller diameter is used,
taking into consideration the total propulsion effi- The optimising point O is the rating at which the
ciency. turbocharger is matched, and at which the engine
timing and compression ratio are adjusted.
Engine Layout Diagram
An engines layout diagram is limited by two con- Load Diagram
stant mean effective pressure (mep) lines L1-L3 and
L2-L4, and by two constant engine speed lines L1-L2
and L3-L4, see Fig. 2.02. The L1 point refers to the Definitions
engines nominal maximum continuous rating.
The load diagram, Fig. 2.03, defines the power and
Within the layout area there is full freedom to select speed limits for continuous as well as overload ope-
the engines specified MCR point M which suits the ration of an installed engine having an optimising
demand of propeller power and speed for the ship. point O and a specified MCR point M that confirms
the ships specification.
On the horizontal axis the engine speed and on the
vertical axis the engine power are shown in percent- The optimising point O is placed on line 1 and equal
age scales. The scales are logarithmic which means to point A of the load diagram with point Ms power,
that, in this diagram, power function curves like pro- i.e. the power of points O and M must be identical,
peller curves (3rd power), constant mean effective but the engine speeds can be different.
pressure curves (1st power) and constant ship
speed curves (0.15 to 0.30 power) are straight lines. The optimising point O is to be placed inside the lay-
out diagram. In fact, the specified MCR point M can,
in special cases, be placed outside the layout dia-
Specified maximum continuous rating (M) gram, but only by exceeding line L1-L2, and of
course, only provided that the optimising point O is
Based on the propulsion and engine running points, located inside the layout diagram.
as previously found, the layout diagram of a relevant
main engine may be drawn-in. The specified MCR The service points of the installed engine incorpo-
point (M) must be inside the limitation lines of the rate the engine power required for ship propulsion
layout diagram; if it is not, the propeller speed will and shaft generator, if installed.
have to be changed or another main engine type
must be chosen. Yet, in special cases point M may
be located to the right of line L1-L2, see Optimising
Point below.
2.03
MAN B&W Diesel A/S S26MC Project Guide
Line 7:
Represents the maximum power for continuous Fig. 2.03: Engine load diagram
operation.
2.04
MAN B&W Diesel A/S S26MC Project Guide
Limits for overload operation Once the specified MCR has been chosen, the ca-
pacities of the auxiliary equipment will be adapted
The overload service range is limited as follows: to the specified MCR, and the turbocharger etc. will
be matched to this power.
Line 8:
Represents the overload operation limitations. If the specified MCR is to be increased later on, this
may involve a change of the pump and cooler ca-
The area between lines 4, 5, 7 and the heavy dashed pacities, retiming of the engine, change of the fuel
line 8 is available for overload running for limited pe- valve nozzles, adjusting of the cylinder liner cooling,
riods only (1 hour per 12 hours). as well as rematching of the turbocharger or even a
change to a larger size of turbocharger. In some
cases it can also require larger dimensions of the
Recommendation piping systems.
Continuous operation without limitations is allowed It is therefore of the utmost importance to consider,
only within the area limited by lines 4, 5, 7 and 3 of already at the project stage, if the specification
the load diagram, except for CP propeller plants should be prepared for a later power increase. This
mentioned in the previous section. is to be indicated in item 4 02 010 of the Extent of
Delivery.
The area between lines 4 and 1 is available for ope-
ration in shallow waters, heavy weather and during
acceleration, i.e. for non-steady operation without Examples of the use of the Load
any strict time limitation. Diagram
After some time in operation, the ships hull and pro- In the following, four different examples based on
peller will be fouled, resulting in heavier running of fixed pitch propeller (FPP) and one example based
the propeller, i.e. the propeller curve will move to the on controllable pitch propeller (CPP) are given in or-
left from line 6 towards line 2, and extra power is re- der to illustrate the flexibility of the layout and load
quired for propulsion in order to keep the ships diagrams, and the significant influence of the choice
speed. of the optimising point O.
In calm weather conditions, the extent of heavy run- For a project, the layout diagram shown in Fig. 2.09
ning of the propeller will indicate the need for clean- may be used for construction of the actual load dia-
ing the hull and possibly polishing the propeller. gram.
2.05
MAN B&W Diesel A/S S26MC Project Guide
Example 1:
Normal running conditions: Engine coupled to fixed pitch propeller and without shaft generator
Fig. 2.04a: Example 1, Layout diagram for normal running Fig. 2.04b: Example 1, Load diagram for normal running
conditions, engine with FPP, without shaft generator conditions, engine with FPP, without shaft generator
The specified MCR (M) and its propeller curve 1 Once point A has been found in the layout diagram,
will normally be selected on the engine service the load diagram can be drawn, as shown in Fig.
curve 2 (for fouled hull and heavy weather), as 2.04b, and hence the actual load limitation lines of
shown in Fig. 2.04a. Point A is then found at the the diesel engine may be found by using the inclina-
intersection between propeller curve 1 (2) and the tions from the construction lines and the %-figures
constant power curve through M, line 7. In this stated.
case point A will be equal to point M.
2.06
MAN B&W Diesel A/S S26MC Project Guide
Example 2:
Special running conditions: Engine coupled to fixed pitch propeller and without shaft generator
178 39 23-1.0
Fig. 2.05a: Example 2, Layout diagram for normal running Fig. 2.05b: Example 2, Load diagram for normal running
conditions, engine with FPP, without shaft generator conditions, engine with FPP, without shaft generator
2.07
MAN B&W Diesel A/S S26MC Project Guide
Example 3:
Normal running conditions: Engine coupled to fixed pitch propeller (FPP) and with shaft generator
178 39 25-5.0
Fig. 2.06a: Example 3, Layout diagram for normal running Fig. 2.06b: Example 3, Load diagram for normal running
conditions, engine with FPP, without shaft generator conditions, engine with FPP, with shaft generator
2.08
MAN B&W Diesel A/S S26MC Project Guide
Example 4:
Special running conditions: Engine coupled to fixed pitch propeller (FPP) and with shaft generator
Fig. 2.07a: Example 4, Layout diagram for normal running Fig. 2.07b: Example 4, Load diagram for normal running
conditions, engine with FPP, without shaft generator conditions, engine with FPP, with shaft generator
Also in this special case, a shaft generator is in- point M as shown in Fig. 2.07a. Therefore, when run-
stalled but, compared to Example 3, this case has a ning in the upper propulsion power range, a diesel
specified MCR for propulsion, MP, placed at the top generator has to take over all or part of the electrical
of the layout diagram, see Fig. 2.07a. power production.
This involves that the intended specified MCR of the However, such a situation will seldom occur, as
engine M will be placed outside the top of the layout ships are rather infrequently running in the upper
diagram. propulsion power range.
One solution could be to choose a diesel engine Point A, having the highest possible power, is
with an extra cylinder, but another and cheaper then found at the intersection of line L1-L3 with
solution is to reduce the electrical power produc- line 1, see Fig. 2.07a, and the corresponding load
tion of the shaft generator when running in the up- diagram is drawn in Fig. 2.07b. Point M is found
per propulsion power range. on line 7 at MPs speed.
2.09
MAN B&W Diesel A/S S26MC Project Guide
Example 5:
Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
178 39 31-4.0
Fig. 2.08: Example 5: Engine with Controllable Pitch Propeller (CPP), with or wihtout shaft generator
2.10
MAN B&W Diesel A/S S26MC Project Guide
Fig. 2.09 contains a layout diagram that can be used for con-
struction of the load diagram for an actual project, using the
%-figures stated and the inclinations of the lines.
178 06 86-5.0
2.11
MAN B&W Diesel A/S S26MC Project Guide
The calculation of the expected specific fuel oil con- With for instance 1 C increase of the scavenge air
sumption (SFOC) can be carried out by means of coolant temperature, a corresponding 1 C in-
Fig. 2.10 for fixed pitch propeller and Fig. 2.11 for crease of the scavenge air temperature will occur
controllable pitch propeller, constant speed. and involves an SFOC increase of 0.60% if Pmax is
Throughout the whole load area the SFOC of the en- adjusted.
gine depends on where the optimising point O =
specified MCR (M) is chosen.
SFOC guarantee
SFOC at reference conditions The SFOC guarantee refers to the above ISO refer-
ence conditions and lower calorific value, and is
The SFOC is based on the reference ambient condi- guaranteed for the power-speed combination in
tions stated in ISO 3046/1-1986: which the engine is optimised (O) and fulfilling the
IMO NOx emission limitations.
1,000 mbar ambient air pressure
25 C ambient air temperature The SFOC guarantee is given with a margin of 5%.
25 C scavenge air coolant temperature
As SFOC and NOx are interrelated paramaters, an
and is related to a fuel oil with a lower calorific value engine offered without fulfilling the IMO NOx limita-
of 10,200 kcal/kg (42,700 kJ/kg). tions only has a tolerance of 3% of the SFOC.
2.12
MAN B&W Diesel A/S S26MC Project Guide
178 40 70-3.0
178 40 71-5.0
2.13
MAN B&W Diesel A/S S26MC Project Guide
178 06 90-0.0
Specified MCR (M) = optimised point (O)
Data at nominal MCR (L1): S26MC Data of optimising point (O)
178 40 70-3.0
178 40 71-5.0
2.14
MAN B&W Diesel A/S S26MC Project Guide
178 67 80-6.1
Data at nominal MCR (L1): 6S26MC Data at specified MCR (M): 6S26MC
100% Power: 3270 BHP 100% Power: 2616 BHP
100% Speed: 250 r/min 100% Speed: 225 r/min
Nominal SFOC: 132 g/BHPh SFOC, found: 129.8 g/BHPh
178 40 77-6.0
178 40 83-5.0
Fig. 2.12: SFOC for a derated engine with fixed pitch propeller
2.15
MAN B&W Diesel A/S S26MC Project Guide
Fuel Consumption at an Arbitrary Load The SFOC curve through points S2, to the left of
point 1, is symmetrical about point 1, i.e. at speeds
Once the engine has been optimised in point O, lower than that of point 1, the SFOC will also in-
shown on this Fig., the specific fuel oil consumption crease.
in an arbitrary poin S1, S2 or S3 can be estimated
based on the SFOC in points 1" and 2". The above-mentioned method provides only an ap-
proximate figure. A more precise indication of the
These SFOC values can be calculated by using the expected SFOC at any load can be calculated by
graphs in Fig. 2.11 for the propeller curve I and Fig. using our computer program. This is a service which
2.12 for the constant speed curve II, obtaining the is available to our customers on request.
SFOC in points 1 and 2, respectively.
178 05 32-0.1
2.16
MAN B&W Diesel A/S S26MC Project Guide
Emission Control
IMO NOx limits, i. e. 0-30% NOx reduction turbocharger(s) in order to have the optimum work-
ing temperature for the catalyst.
All MC engines are delivered so as to comply with
the IMO speed dependent NOx limit, measured ac- More detailed information can be found in our publi-
cording to ISO 8178 Test Cycles E2/E3 for Heavy cations:
Duty Diesel Engines.
P. 331 Emissions Control, Two-stroke Low-speed
The primary method of NOx control, i.e. engine ad- Engines
justment and component modification to affect the P. 333 How to deal with Emission Control.
engine combustion process directly, enables re-
ductions of up to 30% to be achieved.
2.17
Turbocharger Choice 3
MAN B&W Diesel A/S S26MC Project Guide
3. Turbocharger Choice
Turbocharger Makes For other layout points than L1, the number or size of
turbochargers may be different, depending on the
The MC engines are designed for the application of specified MCR point chosen.
the following makes of turbochargers:
MAN B&W Figs. 3.02, 3.03, 3.04 and 3.05 show the approxi-
Asea Brown Boveri, Ltd. (ABB) mate limits for application of the MAN B&W, the
Mitsubishi Heavy Industries, Ltd. (MHI) ABB, and the MHI turbochargers.
3.01
MAN B&W Diesel A/S S26MC Project Guide
3.02
MAN B&W Diesel A/S S26MC Project Guide
178 43 24-5.0
Fig. 3.02b: Choice of turbochargers, make MAN B&W
3.03
MAN B&W Diesel A/S S26MC Project Guide
Fig. 3.03a: Choice of turbochargers, make ABB, type TPL 178 43 40-0.0
3.04
MAN B&W Diesel A/S S26MC Project Guide
178 43 40-0.0
Fig. 3.03b: Choice of turbochargers, make ABB, type TPL
3.05
MAN B&W Diesel A/S S26MC Project Guide
178 43 27-0.0
Fig. 3.04a: Choice of turbochargers, make ABB, type VTR
3.06
MAN B&W Diesel A/S S26MC Project Guide
178 43 27-0.0
Fig. 3.04b: Choice of turbochargers, make ABB, type VTR
3.07
MAN B&W Diesel A/S S26MC Project Guide
178 43 30-4.0
Fig. 3.05a: Choice of turbochargers, make MHI
3.08
MAN B&W Diesel A/S S26MC Project Guide
178 43 30-4.0
Fig. 3.05b: Choice of turbochargers, make MHI
3.09
MAN B&W Diesel A/S S26MC Project Guide
178 06 72-1.1
3.10
Electricity Production 4
MAN B&W Diesel A/S S26MC Project Guide
4 Electricity Production
Introduction PTO/GCR
(Power Take Off/Gear Constant Ratio):
Next to power for propulsion, electricity production Generator coupled to a constant ratio step-up
is the largest fuel consumer on board. The electricity gear, used only for engines running at constant
is produced by using one or more of the following speed.
types of machinery, either running alone or in parallel:
Within each PTO system, several designs are avail-
Auxiliary diesel generating sets able, depending on the positioning of the gear:
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.
4.01
MAN B&W Diesel A/S S26MC Project Guide
Total
Alternative generator positioning Design Seating
effciency
5 On tanktop
BW II/GCR (Horizontal 92
PTO/GCR
generator)
6
BW IV/GCR On tanktop 92
BW II/RCF (1) and BW II/GCR (5) are our standard solutions, all others are available on request
178 43 51-9.0
BW II S26/GCR 500-60
50: 50 Hz
60: 60 Hz
kW on generator terminals
178 43 52-0.0
4.02
MAN B&W Diesel A/S S26MC Project Guide
To panel
Hydrostatic motor
Output shaft
Hydrostatic pump
Multi-disc clutch
Input shaft
Controller
Terminal
178 00 45-5.0
Fig. 4.03: Power Take Off with Renk constant frequency gear: BW II/RCF, option: 4 85 203
4.03
MAN B&W Diesel A/S S26MC Project Guide
This keeps the generator speed constant during sin- In the case that a larger generator is required, please
gle running as well as when running in parallel with contact MAN B&W Diesel A/S
other generators.
4.04
MAN B&W Diesel A/S S26MC Project Guide
178 43 54-4.0
Fig. 4.05: Engine preparations for PTO
4.05
MAN B&W Diesel A/S S26MC Project Guide
178 18 25-0.0
4.06
MAN B&W Diesel A/S S26MC Project Guide
Generator step-up gear and flexible coupling Power Take Off/Gear Constant Ratio,
integrated in the shaft line PTO BW II/GCR
For higher power take off loads, a generator step-up The system Fig. 4.01 alternative 5 can generate
gear and flexible coupling integrated in the shaft line electrical power on board ships equipped with a
may be chosen due to first costs of gear and cou- controllable pitch propeller, running at constant
pling. speed.
The flexible coupling integrated in the shaft line will The PTO unit is mounted on the tank top at the fore
transfer the total engine load for both propulsion end of the engine and, by virtue of its short and com-
and electricity and must be dimensioned accord- pact design, it requires a minimum of installation
ingly. space, see Fig. 4.07. The PTO generator is activated
at sea, taking over the electrical power production
The flexible coupling cannot transfer the thrust from on board when the main engine speed has stabi-
the propeller and it is, therefore, necessary to make lised at a level corresponding to the generator fre-
the gear-box with an integrated thrust bearing. quency required on board.
This type of PTO-system is typically installed on The BW II/GCR cannot, as standard, be mechani-
ships with large electrical power consumption, e.g. cally disconnected from the main engine, but a hy-
shuttle tankers. draulically activated clutch, including hydraulic
pump, control valve and control panel, can be fitted
as an option.
178 18 22-5.0
4.07
Installation Aspects 5
MAN B&W Diesel A/S S26MC Project Guide
5 Installation Aspects
The figures shown in this chapter are intended as an room. A special crane beam for dismantling the
aid at the project stage. The data is subject to turbocharger shall be fitted. The lifting capacity of
change without notice, and binding data is to be the crane beam for dismantling the turbocharger is
given by the engine builder in the Installation Doc- stated in fig. 6.10.07
umentation mentioned in Chapter 10.
The overhaul tools for the engine are designed to be
used with a crane hook according to DIN
Space Requirements for the Engine 15400,June 1990, material class M and load capac-
ity 1Am and dimensions of the single hook type ac-
The space requirements stated in Fig. 5.01 are valid cording to DIN 15401, part 1.
for engines rated at nominal MCR (L1).
5.01
MAN B&W Diesel A/S S26MC Project Guide
The dimensions of the seating stated in Figs. 5.11 A potential difference of less than 80 mV is harmless
and 5.12 are for guidance only. to the main bearings so, in order to reduce the po-
tential between the crankshaft and the engine struc-
The engine is basically mounted on epoxy chocks ture (hull), and thus prevent spark erosion, we rec-
4 82 102 in which case the underside of the ommend the installation of a highly efficient earthing
bed-plates lower flanges has no taper. device.
The epoxy types approved by MAN B&W Diesel A/S The sketch Fig. 5.13 shows the layout of such an
are: earthing device, i.e. a brush arrangement which is
able to keep the potential difference below 50 mV.
Chockfast Orange PR 610 TCF
from ITW Philadelphia Resins Corporation, USA, We also recommend the installation of a shaft-hull
and mV-meter so that the potential, and thus the correct
Epocast 36" functioning of the device, can be checked.
from H.A. Springer Kiel, Germany
5.02
MAN B&W Diesel A/S S26MC Project Guide
1) Minium 4675 mm for turbocharger NA34/S Normal/minimum centreline distance for twin engine
installation: 3450/2800 mm (2800 mm for common
2) K must be equal to or larger than the propeller shaft, if gallery for starboard and port design engines)
the propeller shaft is to be drawn into the engine room
The dimensions are given in mm and are for guid-
ance only. If the dimensions cannot be fulfilled,
please contact MAN B&W Diesel A/S or our local
representative
Fig.5.01a: Space requirement for the engine, turbocharger located on aft end (4 59 121) 178 34 33-0.0
5.03
MAN B&W Diesel A/S S26MC Project Guide
Cyl. No. 4 5 6 7 8 9
min. 3147 3637 4127 4617 5107 5597 Fore end: A min. shows basic engine
A A max. shows engine with built on tuning wheel
max. 3242 3732 4222 4712 5202 5692 For PTO: See corresponding Space requirement
MAN B&W and ABB The required space to the engine room
B 1880
turbochargers casing is without top bracing
1765 1907 2245 2382 2500 2637 MAN B&W turbocharger Dimensions according to Turbocharger
C
1699 1841 2036 2173 2371 2508 ABB turbocharger Choice at nominal MCR
The dimension is exclusive cofferdam and must fulfil minimum height
D 1590 1590 1590 1600 1630 1650
to tanktop according to classification rules
4525 1) El. crane The distance from crankshaft centreline to
lower edge of deck beam, when using
E
4500 1) Manual crane MAN B&W double jib crane.
See MAN B&W Double jib crane
4825 Vertical lift of piston, piston rod passes between cylinder cover studs
F
4725 Tilted lift of piston, piston rod passes between cylinder cover studs
G 1990 See Gallery outline
H 3520 See Engine outline
1013 1013 1100 1100 1250 1250 MAN B&W turbocharger Dimensions according to Turbocharger
I
1050 1050 1004 1004 1200 1200 ABB turbocharger choice at nominal MCR
J 450 Space for tightening control of holding down bolts
L 1640 1640 1640 1690 1690 1690 Necessary space for overhaul of air cooler
N 1189
O 1194 The dimensions cover required space and hook travelling width for
R 772 turbocharger NA34/S
S 428
Max. 60 when MAN B&W Double jib crane is used
V 0,15, 30, 45, 60, 75, 90
Max. 15 when engine room has min. headroom above turbocharger
Fig.5.01b: Space requirement for the engine, turbocharger located on aft end (4 59 121)
5.04
MAN B&W Diesel A/S S26MC Project Guide
Type
Units TPL61 TPL65
W kg 1000 1000
HB mm 500 600
Two trolleys are to be available at the compressor end The table indicates the position of the crane beam(s) in
and one trolley is needed at the gas inlet end. the vertical level related to the centre of the
turbocharger(s).
The crane beam can be omitted if the main engine room
crane also covers the turbocharger area. The crane beam location in horizontal direction:
The crane beam is used for lifting the following compo- *) Engines with the turbocharger(s) located on the ex-
nents: haust side: 10-12 cylinder engines.
The letter a indicates the distance between vertical
- Exhaust gas inlet casing centrelines of the engine and the turbocharger(s).
- Turbocharger silencer
- Compressor casing *) Engines with the turbocharger located on the aft
- Turbine rotor with bearings end of engine: 4-9 cylinder engines.
The letter a indicates the distance between vertical
The sketch shows a turbocharger and a crane beam that centrelines of the aft cylinder and the turbocharger.
can lift the components mentioned. The figures a are stated on the Engine Outline
drawing.
The crane beam(s) is/are to be located in relation to the
turbocharger(s) so that the components around the gas The crane beam can be bolted to brackets that are fas-
outlet casing can be removed in connection with over- tened to the ship structure or to columns that are lo-
haul of the turbocharger(s). cated on the top platform of the engine.
5.05
MAN B&W Diesel A/S S26MC Project Guide
178 41 08-9.0
Fig. 5.01d: Engine room crane
5.06
MAN B&W Diesel A/S S26MC Project Guide
Deck beam
178 06 25-5.3
5.07
MAN B&W Diesel A/S S26MC Project Guide
These cranes are adapted to the special tools for low overhaul
5.08
MAN B&W Diesel A/S S26MC Project Guide
178 41 57-9.0
5.09
MAN B&W Diesel A/S S26MC Project Guide
Turbocharger
a c d e Cyl. No. g LI LII
type
NR24/R 1013 540 1370 295 4 1470 3147 3242
MAN
NR29/S 1100 650 1620 381 5 1960 3637 3732
B&W
NA34/S 1250 800 1750 420 6 2450 4127 4222
VTR254 1050 464 1465 260 7 2940 4617 4712
ABB VTR304 1004 475 1360 138 8 3430 5107 5202
VTR354 1200 880 1710 590 9 3920 5597 5692
MET26SR 970 575 - 370
MET30SR 1075 650 - 475
MHI
MET33SD 1020 900 1500 475
MET42SD 1200 900 1700 475
Please note:
178 41 57-9.0
5.10
MAN B&W Diesel A/S S26MC Project Guide
Distance Zmm 70 60 60 55 55
*The data for 9-12 cylinder engines with two turbochargers on exhaust side,are available on request
178 40 32-1.0
5.11
MAN B&W Diesel A/S S26MC Project Guide
* The stated valves are valid for horizontally aligned engines with vertical oil outlets
The values for 9-12 cylinder engines are estimated
178 40 29-8.0
5.12
MAN B&W Diesel A/S S26MC Project Guide
178 41 61-4.0
5.13
MAN B&W Diesel A/S S26MC Project Guide
178 41 61-4.0
5.14
MAN B&W Diesel A/S S26MC Project Guide
Turbocharger type a h h1 k k1
NR24/R 1013 860 1149 3870 3860
MAN
NR29/S 1150 - 1225 - 4020
B&W
NA34/S 1300 800 - 4000 -
VTR254 1075 463 - 3804 -
ABB VTR304 1080 460 - 3861 -
VTR354 1250 880 - 3900 -
MET26SR 970 660 - 3520 -
MET30SR 1075 780 - 3520 -
MHI
MET33SD 1100 535 - 3800 -
MET42SD 1250 600 - 4000 -
178 41 66-30.0
5.15
MAN B&W Diesel A/S S26MC Project Guide
Cyl . No. g n m
4 1470 1470 -
5 1960 1960 -
6 2450 1960 -
7 2940 1960 2940
8 3430 1960 3430
9 3920 1960 3430
178 41 66-3.0
5.16
MAN B&W Diesel A/S S26MC Project Guide
5.17
MAN B&W Diesel A/S S26MC Project Guide
5.18
MAN B&W Diesel A/S S26MC Project Guide
MET42SD
MET26SR
MET33SD
MET30SR
MHI
VTR 254
VTR 354
VTR 304
ABB
MAN B&W
NA34/S
NA24/R
NA24/R
NA29/S
5.19
MAN B&W Diesel A/S S26MC Project Guide
For details of chocks and bolts see special drawings 2) The shipyard drills the holes for holding down
bolts in the top plates while observing the
This drawing may, subject to the written consent of the toleranced locations given on the present drawing
actual engine builder concerned, be used as a basis for
marking-off and drilling the holes for holding down bolts 3) The holding down bolts are made in accordance
in the top plates, provided that: with MAN B&W Diesel A/S drawings of these bolts
1) The engine builder drills the holes for holding down
bolts in the bedplate while observing the toleranced
locations indicated on MAN B&W Diesel A/S draw-
ings for machining the bedplate
178 18 17-8.1
Fig. 5.11: Arrangement of epoxy chocks and holding down bolts
5.20
MAN B&W Diesel A/S S26MC Project Guide
Section A-A
Fig.5.12a: Profile of engine seating (for engines with vertical oil outlet)
5.21
MAN B&W Diesel A/S S26MC Project Guide
Section A-A
178 18 16 -6.0
Fig.5.12b: Profile of engine seating (for engines with horizontal oil outlet)
5.22
MAN B&W Diesel A/S S26MC Project Guide
4 Washer
5 Side chocks
Section B-B
Fig.5.12c: Profile of engine seating, side chocks liners (wedges), option: 4 82 620
178 18 19-1.0
5.23
MAN B&W Diesel A/S S26MC Project Guide
Slipring
solid silver track
Voltmeter for shaft-hull
potential difference
Silver metal
graphite brushes
Rudder
Main bearing
Intermediate shaft
Earthing device
Propeller shaft
Current
178 32 07-8.1
5.24
Auxiliary Systems 6
MAN B&W Diesel A/S S26MC Project Guide
The Lists of Capacities contain data regarding the A detailed specification of the various components
necessary capacities of the auxiliary machinery for is given in the description of each system. If a fresh-
the main engine only. water generator is installed, the water production
can be calculated by using the formula stated later
The heat dissipation figures include 10% extra margin in this chapter and the way of calculating the ex-
for overload running except for the scavenge air haust gas data is also shown later in this chapter.
cooler, which is an integrated part of the diesel engine. The air consumption is approximately 98% of the
calculated exhaust gas amount.
Cooling Water Systems The location of the flanges on the engine is shown in:
Engine pipe connections, and the flanges are
The capacities given in the tables are based on tropi- identified by reference letters stated in the List of
cal ambient reference conditions and refer to engines counter flanges; both can be found in Chapter 5.
with a high efficiency/conventional running at nominal
MCR (L1) for, respectively: The diagrams use the symbols shown in Fig. 6.01.19
Basic symbols for piping, whereas the symbols
Seawater cooling system for instrumentation accord to the Symbolic repre-
Figs. 6.01.01and 6.01.03 sentation of instruments and the instrumentation
list found in Chapter 8.
Central cooling water system,
Figs. 6.01.02and 6.01.04
Heat radiation
The capacities for the starting air receivers and the
compressors are stated in Fig. 6.01.05 The radiation and convection heat losses to the en-
gine room is about 2.0% of the engine nominal
power (kW in L1).
178 11 26-4.1
178 11 27-66.1
6.01.01
MAN B&W Diesel A/S S26MC Project Guide
4) 16 20 24 28 32 36 40 44 48
3
Seawater cooling pump* 1) m /h 70 87 105 125 140 160 175 195 210
2)
3) 73 90 105 125 140 155 180 190 210
4) 71 88 105 125 140 155 175 190 210
3
Main lubricating oil pump* 1) m /h 50 57 65 72 84 94 98 105 115
2)
3) 48 55 63 70 80 90 95 100 110
4) 50 57 65 72 82 93 99 105 115
Scavenge air cooler
Heat dissipation approx. kW 570 710 850 990 1140 1280 1420 1560 1700
Seawater quantity m3/h 45 56 68 79 90 101 112 123 134
Fig. 6.01.03: List of capacities, S26MC with seawater cooling system , stated at the nominal MCR power (L1)
6.01.02
MAN B&W Diesel A/S S26MC Project Guide
3) 28 34 37 46 50 54 68 67 76
4) 26 32 37 46 50 54 63 67 76
Jacket water cooler
Heat dissipation approx 1) kW 310 385 460 540 620 690 770 850 920
2)
3) 395 470 485 560 650 720 940 900 970
4) 310 385 460 540 620 690 770 850 920
Jacket cooling water quantity See Jacket cooling water pump above
Central cooling water quantity* See Central cooling water quantity above
Central cooler
Heat dissipation approx.* 1) kW 1090 1360 1660 1930 2210 2470 2710 3050 3310
2)
3) 1160 1430 1640 1900 2180 2440 2850 3000 3260
4) 1100 1370 1640 1910 2180 2450 2730 3000 3260
Central cooling water quantity* See Central cooling water pump above
Seawater quantity* See Seawater cooling pump above
Fuel oil heater kW 39 47 52 63 71 79 87 94 100
Exhaust gas flow** at 260 C kg/h 12440 15550 18660 21770 24880 27990 31100 34210 372320
Air consumption of engine kg/s 3.4 4.2 5.1 5.9 6.8 7.6 8.4 9.3 10.1
* For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or tor-
sional vibration damper, the engines capacities must be increased by those stated for the actual system
** The exahust gas amount and temperature must be adjusted according to the actual plant specification
178 42 76-5.0
Fig. 6.01.04: List of capacities, S26MC with central cooling system , stated at the nominal MCR power (L1)
6.01.03
MAN B&W Diesel A/S S26MC Project Guide
178 42 80-0.0
Fig. 6.01.05: Capacities of starting air receivers and compressors for main engine S26MC
coolers, relative to the values stated in the List of Fig. 6.01.07: Jacket water cooler, heat dissipation
Capacities valid for nominal MCR (L1). qjw% in % of L1 value
178 06 57-8.1
178 07 98-0.0
Fig. 6.01.06: Scavenge air cooler, heat dissipation Fig. 6.01.08: Lubricating oil cooler, heat dissipation
qair% in % of L1 value qlub% in % of L1 value
6.01.04
MAN B&W Diesel A/S S26MC Project Guide
The percentage power (P%) and speed (n%) of L1 The derated seawater pump capacity is equal to the
for specified MCR (M) of the derated engine is used sum of the above found derated seawater flow ca-
as input in the above-mentioned diagrams, giving pacities though the scavenge air and lube oil cool-
the % heat dissipation figures relative to those in the ers to which is added the seawater flow capacity for
List of Capacities, Figs. 6.01.03 and 6.01.04. the camshaft lube oil cooler, as these are connected
in parallel.
Pump capacities If a central cooler is used, the above still applies, but
the central cooling water capacities are used in-
The pump capacities given in the List of Capac- stead of the above seawater capacities. The seawa-
ities refer to engines rated at nominal MCR (L1). For ter flow capacity for the central cooler can be re-
lower rated engines, only a marginal saving in the duced in proportion to the reduction of the total
pump capacities is obtainable. cooler heat dissipation.
6.01.05
MAN B&W Diesel A/S S26MC Project Guide
Example 1:
6S26MC with a seawater cooling system and derated to:
Nominal MCR, L1: 2,400 kW = 3,270 BHP (100.0%) 250.0 r/min (100.0%)
Specified MCR, M=O: 1,920 kW = 2,616 BHP (80.0%) 225.0 r/min (90.0%)
Service rating, PS: 1,536 kW = 2,093 BHP 208.9 r/min
Seawater pump
Scavenge air cooler: 68 x 0.73 = 49.6 m3/h
Lubricating oil cooler 37 x 0.91 = 33.7 m3/h
Total: 83.3 m3/h
6.01.06
MAN B&W Diesel A/S S26MC Project Guide
Preheater capacity kW 52 52
Expected air and exhaust gas data: *
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 42 92-0.0
Fig. 6.01.09: Example 1 Capacities of derated 6S26MC with seawater cooling system and MAN B&W turbocharger
6.01.07
MAN B&W Diesel A/S S26MC Project Guide
Freshwater Generator With reference to the above, the heat actually avail-
able for a derated diesel engine may then be found
If a freshwater generator is installed and is utilising as follows:
the heat in the jacket water cooling system, it should
be noted that the actual available heat in the jacket 1. Engine power equal to specified MCR.
cooling water system is lower than indicated by the
heat dissipation figures valid for nominal MCR (L1) For specified MCR (M) the diagram Fig. 6.01.07
given in the List of Capacities. This is because the is to be used, i.e. giving the percentage correc-
latter figures are used for dimensioning the jacket tion factor qjw% and hence
water cooler and hence incorporate a safety margin q jw%
which can be needed when the engine is operating Qjw = QL1 x x 0.9 (0.87) [1]
100
under conditions such as, e.g. overload. Normally,
this margin is 10% at nominal MCR.
2. Engine power lower than specified MCR.
For a derated diesel engine, i.e. an engine having a
specified MCR (M) different from L1, the relative For powers lower than the specified MCR, the
jacket water heat dissipation for point M may be value Qjw,M found for point M by means of the
found, as previously described, by means of Fig. above equation [1] is to be multiplied by the cor-
6.01.07. rection factor kp found in Fig. 6.01.10 and
hence
At part load operation, lower than optimised power,
the actual jacket water heat dissipation will be re- Qjw = Qjw,M x kp [2]
duced according to the curves for fixed pitch pro-
peller (FPP) or for constant speed, controllable pitch
propeller (CPP), respectively, in Fig. 6.01.10. where
178 06 64-3.0
6.01.08
MAN B&W Diesel A/S S26MC Project Guide
Fig. 6.01.11: Freshwater generators. Jacket cooling water heat recovery flow diagram
cial by-pass pipe installed in the jacket cooling ter production may, for guidance, be estimated as
water system, see Fig. 6.01.11, or a special built-in 0.03 t/24h per 1 kW heat, i.e.:
temperature control in the freshwater generator,
e.g., an automatic start/stop function, or similar. If Mfw = 0.03 x Qjw t/24h [3]
such a special temperature control is not applied,
we recommend limiting the heat utilised to maxi- where
mum 50% of the heat actually available at specified
MCR, and only using the freshwater generator at en- Mfw is the freshwater production in tons per 24 hours
gine loads above 50%.
and
When using a normal freshwater generator of the
single-effect vacuum evaporator type, the freshwa- Qjw is to be stated in kW
6.01.09
MAN B&W Diesel A/S S26MC Project Guide
Example 2:
Freshwater production from a derated 6S26MC with MAN B&W tubocharger.
Based on the engine ratings below, and by means of an example, this chapter 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.
6S26MC derated with fixed pitch propeller
Nominal MCR, L1: 2,400 kW = 3,270 BHP (100.0%) 250.0 r/min (100.0%)
Specified MCR, M=O: 1,920 kW = 2,616 BHP (80.0%) 225.0 r/min (90.0%)
Service rating, PS: 1,536 kW = 2,093 BHP 208.9 r/min
QL1 = 460 kW from List of Capacities" Calculation of Exhaust Gas Amount and
Temperature
qjw% = 84.0% using 80.0% power and 90.0%
speed for the optimising point O in
Fig. 6.01.07 Influencing factors
By means of equation [1], and using factor 0.87 for The exhaust gas data to be expected in practice de-
actual ambient condition the heat dissipation in the pends, primarily, on the following three factors:
optimising point (O) is found:
a) The optimising point of the engine (point O)
which for this engine coincides with the power
q jw%
Qjw,O = QL1 x x 0.87 PM of the specified MCR (M), i.e. PM = PO:
100
b) The ambient conditions, and exhaust gas
84.0
= 460 x x 0.87 = 336 kW back-pressure:
100
Tair: actual ambient air temperature, in C
By means of equation [2], the heat dissipation in the pbar: actual barometric pressure, in mbar actual
service point (S) is found: TCW scavenge air coolant temperature, in C
pO: exhaust gas back-pressure in mm WC at
optimising point: O = M
Qjw = Qjw,O x kp = 336 x 0.85 = 286 kW
c) The continuous service rating of the engine
kp = 0.85 using Ps% = 80% in Fig. 6.01.10 (point S), valid for fixed pitch propeller or control-
lable pitch propeller (constant engine speed
For the service point the corresponding expected
obtainable freshwater production from a freshwater PS: continuous service rating of engine,
generator of the single-effect vacuum evaporator in kW (BHP)
type is then found from equation [3]:
6.01.10
MAN B&W Diesel A/S S26MC Project Guide
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
a) Correction for choice of specified MCR: M = O mO%: specific exhaust gas amount, in % of specific
When choosing an M = O other than the nominal gas amount at nominal MCR (L1), see Fig.
MCR point L1, the resulting changes in specific 6.01.13.
exhaust gas amount and temperature are found by
using as input in diagrams 6.01.13 and 6.01.14 the
TO: change in exhaust gas temperature after
corresponding percentage values (of L1) for opti-
turbocharger relative to the L1 value, in C,
mised power PO% and speed nO%.
see Fig. 6.01.14.
Fig. 6.01.13: Specific exhaust gas amount, mO% in % Fig. 6.01.14: Change of exhaust gas temperature, TO in C
of L1 value after turbocharger relative to L1 value
6.01.11
MAN B&W Diesel A/S S26MC Project Guide
b) Correction for actual ambient conditions and 6.01.15 may be used as a guide, and the corre-
back-pressure sponding relative change in the exhaust gas data
For ambient conditions other than ISO 3046/1-1986, may be found from equations [6] and [7], shown in
and back-pressure other than 300 mm WC at M = Fig. 6.01.16.
O, the correction factors stated in the table in Fig.
Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
Mamb% = -0.41 x (Tair 25) - 0.03 x (pbar 1000) + 0.19 x (TCW 25 ) - 0.011 x (pO 300) % [6]
Tamb = 1.6 x (Tair 25) + 0.01 x (pbar 1000) +0.1 x (TCW 25) + 0.05 x (pO 300) C [7]
pO = pM x (PO/PM)2 [8]
where,
178 30 60-2.0
Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure
6.01.12
MAN B&W Diesel A/S S26MC Project Guide
Fig. 6.01.17: Change of specific exhaust gas amount, Fig. 6.01.18: Change of exhaust gas temperature,
ms% in % at part load Ts in C at part load
6.01.13
MAN B&W Diesel A/S S26MC Project Guide
Nominal MCR, L1: 2,400 kW = 3,270 BHP (100.0%) 250.0 r/min (100.0%)
Specified MCR, M=O: 1,920 kW = 2,616 BHP (80.0%) 225.0 r/min (90.0%)
Service rating, PS: 1,536 kW = 2,093 BHP 208.9 r/min
a) Correction for choice of M = O: By means of equations [4] and [5], the final result
is found taking the exhaust gas flow ML1 and tem-
1920
PO% = x 100 = 80.0% perature TL1 from the List of Capacities:
2400
225.0 ML1 = 18,660 kg/h
nO% = x 100 = 90.0%
250
1920 98.2 0.75
By means of Figs. 6.01.13 and 6.01.14: Mexh = 18,660 x x x (1 + )x
2400 100 100
m O% = 98.2 % 3.2 80
(1 + )x = 12,193 kg/h
100 100
TO = - 7.1 C
Mexh = 12,200 kg/h +/- 5%
b) Correction for ambient conditions and
back-pressure:
The exhaust gas temperature:
By means of equations [6] and [7]:
TL1 = 260 C
Mamb%= - 0.41 x (20-25) 0.03 x (1013-1000) Texh = 260 7.1 10.5 3.6 = 238.8 C
+ 0.19 x (18-25) 0.011 x (262-300) %
Texh = 239 C -/+15 C
Mamb%= + 0.75%
Tamb = 1.6 x (20- 25) + 0.01 x (1013-1000)
+ 0.1 x (18-25) + 0.05 x (262-300) C
Tamb = - 10.5 C
6.01.14
MAN B&W Diesel A/S S26MC Project Guide
PM 1920
PS% = x 100% = x 100% = 100.0%
PO 1920
and for ISO ambient reference conditions, the corre-
sponding calculations will be as follows:
Texh,M = 253 C
6.01.15
MAN B&W Diesel A/S S26MC Project Guide
1.3 Valves, gate valves, cocks and flaps 3 Valves, gate valves, cocks and flaps
2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight
2.3 Tee pipe 3.6 Non-return valve (flap), straight, screw down
2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down
178 30 61-4.0
6.01.16
MAN B&W Diesel A/S S26MC Project Guide
3.30 Cock, four-way, straight through in plug 5.7 Gear or screw pump
3.33 Cock, angle, with bottom connection 5.10 Various accessories (text to be added)
178 30 61-4.0
Fig. 6.01.19b: Basic symbols for piping
6.01.17
MAN B&W Diesel A/S S26MC Project Guide
6.7 Air pipe with pressure vacuum valve 7.1 Sight flow indicator
6.8 Air pipe with pressure vacuum valve with net 7.2 Observation glass
6.9 Deck fittings for sounding or filling pipe 7.3 Level indicator
6.10 Short sounding pipe with selfclosing cock 7.4 Distance level indicator
7.6 Recorder
178 30 61-4.0
The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19
6.01.18
MAN B&W Diesel A/S S26MC Project Guide
Venting tank
Arr. of main engine fuel oil system.
(See special drawing)
Diesel
Heavy fuel oil oil
service tank service
F tank
If the fuel oil pipe to engine is made as a straight line
AD AF
D*)
immediately befo re the engine it will be necessary to
mount an expansion unit. If the connection is made
BD X
as indicated with a bend immediately befo re the
TSA
engine no expansion unit is requi red .
No valve in drain pipe 304 D*)
between engine and tank PSA
a) b) 307
32 mm Nom.bore
PI PI TI TI Overflow valve
Main engine Adjusted to 4 bar
F.O.
drain tank a)
overflow tank VSA Pre d*)
To F.W. cooling 303 heater Circulating pumps Supply pumps
pump station
Diesel oil
Heavy fuel oil
Heated pipe with insulation
a) Tracing fuel oil lines of max. 150 C
b) Tracing drain lines: by jacket cooling wa- The letters refer to the List of flanges
ter max. 90 C, min. 50 C
178 07 76-4.2
From the service tank the fuel is led to an electrically To ensure ample filling of the fuel pumps, the capac-
driven supply pump (4 35 660) by means of which a ity of the electrically-driven circulating pump is
pressure of approximately 4 bar can be maintained higher than the amount of fuel consumed by the die-
in the low pressure part of the fuel circulating sys- sel engine. Surplus fuel oil is recirculated from the
tem, thus avoiding gasification of the fuel in the engine through the venting box.
venting box (4 35 690) in the temperature ranges ap-
plied. To ensure a constant fuel pressure to the fuel injec-
tion pumps during all engine loads, a spring loaded
The venting box is connected to the service tank via overflow valve is inserted in the fuel oil system on
an automatic deaerating valve (4 35 691), which will the engine, as shown on Fuel oil pipes,
release any gases present, but will retain liquids. Fig.6.02.02.
6.02.01
MAN B&W Diesel A/S S26MC Project Guide
6.02.02
MAN B&W Diesel A/S S26MC Project Guide
The remote controlled quick-closing valve at inlet Owing to the relatively high viscosity of the heavy
X to the engine (Fig. 6.02.01) is required by MAN fuel oil, it is recommended that the drain pipe and
B&W in order to be able to stop the engine immedi- the tank are heated to min. 50 C.
ately, especially during quay and sea trials, in the
event that the other shut-down systems should fail. The drain pipe between engine and tank can be
This valve is yards supply and is to be situated as heated by the jacket water, as shown in Fig. 6.02.01.
close as possible to the engine. If the fuel oil pipe X
at inlet to engine is made as a straight line immedi- The size of the sludge tank is determined on the ba-
ately at the end of the engine, it will be neces- sary to sis of the draining intervals, the classification soci-
mount an expansion joint. If the connection is ety rules, and on whether it may be vented directly
made as indicated, with a bend immediately at the to the engine room.
end of the engine, no expansion joint is required.
This drained clean oil will, of course, influence the
The introduction of the pump sealing arrangement, measured SFOC, but the oil is thus not wasted, and
the so-called umbrella type, has made it possible the quantity is well within the measuring accuracy of
to omit the separate camshaft lubricating oil sys- the flowmeters normally used.
tem.
The drain arrangement from the fuel oil system is
The umbrella type fuel oil pump has an additional shown in Fig. 6.02.02 Fuel oil drain pipes.
external leakage rate of clean fuel oil.
The flow rate is approx. 0.1 l/cyl. h. For external pipe connections, we prescribe the fol-
lowing maximum flow velocities:
The main purpose of the drain "AF" is collect pure
fuel oil from the umbrella sealing system of the fuel Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s
pumps as well as the unintentional leakage from the Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s
high pressure pipes. The drain oil is lead to a tank
and can be pumped to the Heavy Fuel Oil service For arrangement common for main engine and aux-
tank or to the setting tank. iliary engines from MAN B&W Holeby, please refer
to our puplication:
The AF drain can be provided with a box for giving
alarm in case of leakage in a high pressure pipes, P.240 Operation on Heavy Residual Fuels MAN
option 4 35 105. B&W Diesel Two-stroke Engines and MAN
B&W Diesel Four-stroke Holeby GenSets.
6.02.03
MAN B&W Diesel A/S S26MC Project Guide
Fuel oil pipe insulation, option: 4 35 121 Fuel oil pipes and heating pipes together
Insulation of fuel oil pipes and fuel oil drain pipes Two or more pipes can be insulated with 30 mm
should not be carried out until the piping systems wired mats of mineral wool of minimum 150 kg/m3
have been subjected to the pressure tests specified covered with glass cloth of minimum 400 g/m2.
and approved by the respective classification soci-
ety and/or authorities, Fig. 6.02.03.
Flanges and valves
The directions mentioned below include insulation The flanges and valves are to be insulated by means
of hot pipes, flanges and valves with view to ensur- of removable pads. Flange and valve pads are made
ing a surface temperature of the complete insulation of glass cloth, minimum 400 g/m2, containing min-
of maximum 55 C at a room temperature of maxi- eral wool stuffed to minimum 150 kg/m3.
mum 38 C. As for the choice of material and, if re-
quired, approval for the specific purpose, reference Thickness of the mats to be:
is made to the respective classification society. Fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . 20 mm
Fuel oil pipes and heating pipes together . . 30 mm
Fuel oil pipes The pads are to be fitted so that they overlap the
The pipes are to be insulated with 20 mm mineral pipe insulating material by the pad thickness. At
wool of minimum 150 kg/m3 and covered with glass flanged joints, insulating material on pipes should
cloth of minimum 400 g/m2. not be fitted closer than corresponding to the mini-
mum bolt length.
Mounting
Mounting of the insulation is to be carried out in ac-
cordance with the suppliers instructions.
178 42 41-7.0
6.02.04
MAN B&W Diesel A/S S26MC Project Guide
Higher densities can be allowed if special treatment Vanadium mg/kg > 600
systems are installed. Aluminum + Silicon mg/kg > 80
6.02.05
MAN B&W Diesel A/S S26MC Project Guide
Components for fuel oil system A centrifuge for Marine Diesel Oil (MDO) is not a
(See Fig. 6.02.01) must, but if it is decided to install one on board, the
capacity should be based on the above recommen-
dation, or it should be a centrifuge of the same size
Fuel oil centrifuges as that for lubricating oil.
The manual cleaning type of centrifuges are not to The Nominal MCR is used to determine the total in-
be recommended, neither for attended machinery stalled capacity. Any derating can be taken into
spaces (AMS) nor for unattended machinery spaces consideration in border-line cases where the centri-
(UMS). Centrifuges must be self-cleaning, either fuge that is one step smaller is able to cover Spec-
with total discharge or with partial discharge. ified MCR.
The centrifuge should be able to treat approximately Fuel oil circulating pump (4 35 670)
the following quantity of oil:
This is to be of the screw or gear wheel type.
0.27 l/kWh = 0.20 l/BHPh
Fuel oil viscosity, specified . up to 700 cSt at 50 C
This figure includes a margin for: Fuel oil viscosity normal . . . . . . . . . . . . . . . . 20 cSt
Fuel oil viscosity maximum. . . . . . . . . . . . 1000 cSt
Water content in fuel oil Fuel oil flow . . . . . . . . . . . . see List of capacities
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 bar
Possible sludge, ash and other impurities in the Delivery pressure . . . . . . . . . . . . . . . . . . . . . 10 bar
fuel oil Working temperature . . . . . . . . . . . . . . . . . . 150 C
Increased fuel oil consumption, in connection with The capacity is to be fulfilled with a tolerance of:
other conditions than ISO. standard condition - 0% + 15% and shall also be able to cover the
back-flushing see Fuel oil filter.
Purifier service for cleaning and maintenance.
Pump head is based on a total pressure drop in filter
The size of the centrifuge has to be chosen accord- and preheater of maximum 1.5 bar.
ing to the suppliers table valid for the selected vis-
cosity of the Heavy Fuel Oil. Normally, two centri-
fuges are installed for Heavy Fuel Oil (HFO), each
with adequate capacity to comply with the above
recommendation.
6.02.06
MAN B&W Diesel A/S S26MC Project Guide
178 06 28-0.1
Fuel oil heater (4 35 677) Fuel oil viscosity specified . up to 700 cST at 50C
Fuel oil flow. . . . . . . . . . . . . . . . . . . see capacity of
The heater is to be of the tube or plate heat ex- fuel oil circulating pump
changer type. Heat dissipation . . . . . . . . . see List of capacities
Pressure drop on fuel oil side . . . . maximum 1 bar
The required heating temperature for different oil Working pressure . . . . . . . . . . . . . . . . . . . . . 10 bar
viscosities will appear from the Fuel oil heating Fuel oil inlet temperature, . . . . . . . . approx. 100 C
chart. The chart is based on information from oil Fuel oil outlet temperature . . . . . . . . . . . . . . 150 C
suppliers regarding typical marine fuels with viscos- Steam supply, saturated. . . . . . . . . . . . . 7 bar abs.
ity index 70-80.
To maintain a correct and constant viscosity of the
Since the viscosity after the heater is the controlled fuel oil at the inlet to the main engine, the steam sup-
parameter, the heating temperature may vary, de- ply shall be automatically controlled, usually based
pending on the viscosity and viscosity index of the on a pneumatic or an electrically controlled system.
fuel.
6.02.07
MAN B&W Diesel A/S S26MC Project Guide
6.02.08
MAN B&W Diesel A/S S26MC Project Guide
178 30 73-4.0
Fig. 6.02.06: Fuel oil supply unit, MAN B&W Diesel/C.C. Jensen, option: 4 35 610
6.02.09
MAN B&W Diesel A/S S26MC Project Guide
Since medio 1995 we have introduced as standard, As a consequence the uni-lubricating. oil system is
the so called umbrella type of fuel pump. now standard, see Fig. 6.03.01.
The modified fuel pump sealing arrangement elimi- This system supplies lubricating oil to the engine
nates the risk of fuel oil penetrating into the camshaft bearings, camshaft and to the exhaust valve actua-
lub. oil system, for which reason a seperate cam- tors through inlet R, and lubricating oil to the cool-
shaft lub. oil system is no longer necessary. ing oil to the pistons etc. through inlet U. The but-
terfly valve at lubricating oil inlet R is supplied with
the engine.
6.03.01
MAN B&W Diesel A/S S26MC Project Guide
178 38 43-9.0
178 38 44-0.0
Fig. 6.03.03a: Lub. oil pipes for MAN B&W tur bocharger Fig. 6.03.03b: Lub. oil pipes for MAN B&W
type NA/S turbocharger type NA/T
6.03.02
MAN B&W Diesel A/S S26MC Project Guide
6.03.03
MAN B&W Diesel A/S S26MC Project Guide
Components for lube oil system The valve is to be located on the underside of a hori-
zontal pipe just after the discharge from the lubricat-
ing oil pumps.
Lubricating oil pump (4 40 601)
The lubricating oil pump can be of the screw wheel, Lubricating oil cooler (4 40 605)
or the centrifugal type:
The lubricating oil cooler is to be of the shell and
Lubricating oil viscosity, specified 75 cSt at 50 C tube type made of seawater resistant material, or a
Lubricating oil viscosity, . . . . . maximum 400 cSt plate type heat exchanger with plate material of tita-
Lubricating oil flow . . . . . . . see List of capacities nium, unless freshwater is used in a central cooling
Design pump head . . . . . . . . . . . . . . . . . . . 4.0 bar system.
Delivery pressure . . . . . . . . . . . . . . . . . . . . . 4.0 bar
Max. working temperature. . . . . . . . . . . . . . . 50 C Lubricating oil viscosity,
specified . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 C
400 cSt is specified, as it is normal practice when Lubricating oil flow . . . . . . . see List of capacities
starting on cold oil, to partly open the bypass Heat dissipation . . . . . . . . . see List of capacities
valves of the lubricating oil pumps, so as to reduce Lubricating oil temperature,
the electric power requirements for the pumps. outlet cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 45 C
Working pressure on oil side . . . . . . . . . . . . 4.0 bar
The flow capacity is to be within a tolerance of: Pressure drop on oil side . . . . . . maximum 0.5 bar
0 +12%. Cooling water flow . . . . . . . see List of capacities
Cooling water temperature at inlet,
The pump head is based on a total pressure drop seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 C
across cooler and filter of maximum 1 bar. freshwater . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 C
Pressure drop on water side. . . . maximum 0.2 bar
The by-pass valve, shown between the main lubri-
cating oil pumps, may be omitted in cases where the The lubricating oil flow capacity is to be within a tol-
pumps have a built-in by-pass or if centrifugal erance of: 0 to + 12%.
pumps are used.
The cooling water flow capacity is to be within a tol-
If centrifugal pumps are used, it is recommended to erance of: 0% +10%.
install a throttle valve at position 005, its function
being to prevent an excessive oil level in the oil pan, To ensure the correct functioning of the lubricating
if the centrifugal pump is supplying too much oil to oil cooler, we recommend that the seawater tem-
the engine. perature is regulated so that it will not be lower than
10 C.
During trials, the valve should be adjusted by means
of a device which permits the valve to be closed only The pressure drop may be larger, depending on the
to the extent that the minimum flow area through the actual cooler design.
valve gives the specified lubricating oil pressure at
the inlet to the engine at full normal load conditions.
It should be possible to fully open the valve, e.g.
when starting the engine with cold oil.
6.03.04
MAN B&W Diesel A/S S26MC Project Guide
Lubricating oil temperature control valve (4 40 610) If a filter with back-flushing arrangement is installed,
the following should be noted:
The temperature control system can, by means of a
three-way valve unit, by-pass the cooler totally or The required oil flow, specified in the List of ca-
partly. pacities should be increased by the amount of oil
used for the back-flushing, so that the lubricating
Lubricating oil viscosity, oil pressure at the inlet to the main engine can be
specified . . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 C maintained during cleaning.
Lubricating oil flow . . . . . . . see List of capacities In those cases where an automatically-cleaned
Temperature range, inlet to engine . . . . . 40-45 C filter is installed, it should be noted that in order to
activate the cleaning process, certain makes of
filter require a greater oil pressure at the inlet to
Lubricating oil full flow filter (4 40 615) the filter than the pump pressure specified. There-
fore, the pump capacity should be adequate for
Lubricating oil flow . . . . . . . see List of capacities this purpose, too.
Working pressure. . . . . . . . . . . . . . . . . . . . . 4.0 bar
Test pressure . . . . . . . . . . according to class rules
Absolute fineness. . . . . . . . . . . . . . . . . . . . 40 m Flushing of lube oil system
Working temperature . . . . . . . approximately 45 C
Oil viscosity at working temperature. . . 90-100 cSt Before starting the engine for the first time, the lubri-
Pressure drop with clean filter . . maximum 0.2 bar cating oil system on board has to be cleaned in ac-
Filter to be cleaned cordance with MAN B&Ws recommendations:
at a pressure drop. . . . . . . . . . . . maximum 0.5 bar Flushing of Main Lubricating Oil System, which is
available on request.
The absolute fineness corresponds to a nominal
fineness of approximately 25 m at a retaining
rate of 90%
6.03.05
MAN B&W Diesel A/S S26MC Project Guide
6.03.06
MAN B&W Diesel A/S S26MC Project Guide
178 18 28-6.0
Note: When calculating the tank heights, allowance has If space is limited other proposals are possible.
not been made for the possibility that part of the oil quan-
tity from the system outside the engine may, when the The lubricating oil bottom tank complies with the rules of
pumps are stopped, be returned to the bottom tank. the classification socities by operation under the following
conditions and the angles of inclination in degrees are:
Provided that the system outside the engine is so exe-
cuted that a part of the oil quantity is drained back to the Athwartships Fore and aft
tank when the pumps are stopped, the height of the bot-
Static Dynamic Static Dynamic
tom tank indicated on the drawing is to be increased to
this quantity. 15 22.5 5 7.5
* Based on 35 mm thickness of suppoeting chocks
** For location of drain for other cylinder Nos. see table Minimum lubricating oil bottom tank volumen is:
4 cylinder 5 cylinder 6 cylinder 7 cylinder 8 cylinder
2.4 m3 2.8 m3 3.3 m3 3.8 m3 4.2 m3
Cylinder Drain at
D0 D3 H0 L OL Qm3
No. cylinder No.
4 2-4 100 100 650 3500 565 2.7
5 2-5 100 100 650 4200 565 3.3
6 2-5 125 125 650 4200 565 3.3
7 2-5-7 125 125 650 4900 575 3.9
8 2-5-8 125 125 650 5600 605 4.7
6.03.07
MAN B&W Diesel A/S S26MC Project Guide
178 18 29-8.0
Note: When calculating the tank heights, allowance has If space is limited other proposals are possible.
not been made for the possibility that part of the oil quan-
tity from the system outside the engine may, when the The lubricating oil bottom tank complies with the rules of
pumps are stopped, be returned to the bottom tank. the classification socities by operation under the follow-
ing conditions and the angles of inclination in degrees
Provided that the system outside the engine is so exe- are:
cuted that a part of the oil quantity is drained back to the
tank when the pumps are stopped, the height of the bot- Athwartships Fore and aft
tom tank indicated on the drawing is to be increased to
Static Dynamic Static Dynamic
this quantity.
15 22.5 5 7.5
* Based on 35 mm thickness of suppoeting chocks
** For location of drain for other cylinder Nos. see table
Minimum lubricating oil bottom tank volumen is:
D2 Oil outlet from MAN B&W turbochargers
4 cylinder 5 cylinder 6 cylinder 7 cylinder 8 cylinder
2.4 m3 2.8 m3 3.3 m3 3.8 m3 4.2 m3
Cylinder
D0 D2 D3 H0 L OL Qm3
No.
4 100 40 100 650 5400 565 4.2
5 100 40 100 650 6000 565 4.7
6 125 40 125 675 6600 590 5.4
7 125 40 125 710 7200 625 6.3
8 125 40 125 735 7800 650 7.0
6.03.08
MAN B&W Diesel A/S S26MC Project Guide
6.03.09
MAN B&W Diesel A/S S26MC Project Guide
Elf-Lub. Talusia HR 70
BP CLO 50-M
Castrol S/DZ70 cyl.
Chevron Delo Cyloil Special
Exxon Exxmar X 70
Fina Vegano 570
The letters refer to List of flanges Mobil Mobilgard 570
178 07 46-5.0 Shell Alexia 50
Texaco Taro Special
Fig. 6.04.01: Cylinder lubricating oil pipes
The cylinder lubricators are supplied with oil from a Also other brands have been used with satisfactory
gravity-feed cylinder oil service tank, and they are results.
equipped with built-in floats, which keep the oil level
constant in the lubricators, Fig. 6.04.01.
Cylinder Lubrication
The size of the cylinder oil service tank depends on
the owners and yards requirements, and it is nor- Each cylinder liner has a number of lubricating ori-
mally dimensioned for minimum two days con- fices (quills), through which the cylinder oil is intro-
sumption. duced into the cylinders, see Fig. 6.04.02. The oil is
delivered into the cylinder via ddd ddd dd non-
return valves, when the piston rings pass the
Cylinder Oils lubricating orifices, during the upward stroke.
6.04.01
MAN B&W Diesel A/S S26MC Project Guide
The letters refer to List of flanges One lubricator for 4, 5, 6 and 7S26MC
The piping is delivered with and fitted onto the engine Two lubricators for 8S26MC
178 32 52-0.0
Fig. 6.04.02: Cylinder lubricating oil pipes
Electrical heating coils The signal for the load change dependent system
comes from:
Low flow and low level alarms.
Alternative 1
The lubricator will, in the basic Speed Dependent a special control box, item: 4 42 620 normally used
design (4 42 111), pump a fixed amount of oil to the on plants with mechanical-hydraulic governor
cylinders for each engine revolution.
Alternative 2
Mainly for plants with controllable pitch propeller, the electronic governor, if applied.
the lubricators can, alternatively, be fitted with a
6.04.02
MAN B&W Diesel A/S S26MC Project Guide
Type: 10F001
For alarm for low level and no flow
Type: 10F001
For alarm for low level and alarm and slow down for no flow
Required by: ABS, GL, RINA, RS and recommended by IACS
178 36 47-5.0
Fig 6.04.03b: El. Diagram, cylinder lubricator
6.04.03
MAN B&W Diesel A/S S26MC Project Guide
Cylinder Oil Feed Rate (Dosage) The nominal cylinder oil feed rate at nominal MCR is:
The following guideline for cylinder oil feed rate is 1.11.6 g/kWh
based on service experience from other MC engine 0.8-1.2 g/BHPh
types, as well as todays fuel qualities and operating
conditions. During the first operational period of about 1500
hours, it is recommended to use the upper feed rate.
The recommendations are valid for all plants,
whether controllable pitch or fixed pitch propellers The feed rate at part load is proportional to the
are used.
2
np
second power of the speed: Qp = Q x
n
6.04.04
MAN B&W Diesel A/S S26MC Project Guide
6.05.01
MAN B&W Diesel A/S S26MC Project Guide
The water cooling can be arranged in several config- The advantages of the central cooling system are:
urations, the most common system choice being:
Only one heat exchanger cooled by seawater,
A low temperature seawater cooling system Fig. and thus, only one exchanger to be overhauled
6.06.01, and a freshwater cooling system only for
jacket cooling Fig. 6.06.03 All other heat exchangers are freshwater cooled
and can, therefore, be made of a less expensive
A central cooling water system, with three cir- material
cuits: a seawater system, a low temperature
freshwater system for central cooling Fig. Few non-corrosive pipes to be installed
6.07.01, and a high temperature freshwater sys-
tem for jacket water. Reduced maintenance of coolers and components
The advantages of the seawater cooling system are Increased heat utilisation.
mainly related to first cost, viz:
whereas the disadvantages are:
Only two sets of cooling water pumps
(seawater and jacket water) Three sets of cooling water pumps (seawater,
freshwater low temperature, and jacket water
Simple installation with few piping systems. high temperature)
Seawater to all coolers and thereby higher main- An arrangement common for the main engine and
tenance cost MAN B&W Holeby auxiliary engines is available on
request.
Expensive seawater piping of non-corrosive ma-
terials such as galvanised steel pipes or Cu-Ni For further information about common cooling water
pipes. system for main engines and auxiliary engines please
refer to our publication:
6.06.01
MAN B&W Diesel A/S S26MC Project Guide
Seawater Cooling System The interrelated positioning of the coolers in the sys-
tem serves to achieve:
The seawater cooling system is used for cooling, the
main engine lubricating oil cooler (4 40 605), the The lowest possible cooling water inlet tempera-
jacket water cooler (4 46 620) and the scavenge air ture to the lubricating oil cooler in order to obtain
cooler (4 54 150). the cheapest cooler. On the other hand, in order
to prevent the lubricating oil from stiffening in cold
The lubricating oil cooler for a PTO step-up gear should services, the inlet cooling water temperature should
be connected in parallel with the other coolers.The ca- not be lower than 10 C.
pacity of the SW pump (4 45 601) is based on the out-
let temperature of the SW being maximum 50 C after The lowest possible cooling water inlet tempera-
passing through the coolers with an inlet temperature ture to the scavenge air cooler, in order to keep
of maximum 32 C (tropical conditions), i.e. a maxi- the fuel oil consumption as low as possible.
mum temperature increase of 18 C.
The piping delivered with and fitted onto the en-
The valves located in the system fitted to adjust the gine is, for your guidance shown on Fig.6.06.02.
distribution of cooling water flow are to be provided
with graduated scales.
6.06.02
MAN B&W Diesel A/S S26MC Project Guide
Components for seawater system The heat dissipation and the SW flow are based on an
MCR output at tropical conditions, i.e. SW tempera-
ture of 32 C and an ambient air temperature of 45 C.
Seawater cooling pump (4 45 601)
The pumps are to be of the centrifugal type. Scavenge air cooler (4 54 150)
Seawater flow . . . . . . . . . . see List of capacities The scavenge air cooler is an integrated part of the
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar main engine.
Test pressure . . . . . . . . . . . according to class rule
Working temperature . . . . . . . . . . maximum 50 C Heat dissipation . . . . . . . . . see List of capacities
Seawater flow . . . . . . . . . . see List of capacities
The capacity must be fulfilled with a tolerance of be- Seawater temperature,
tween 0% to +10% and covers the cooling of the for SW cooling inlet, max.. . . . . . . . . . . . . . . 32 C
main engine only. Pressure drop on
cooling water side. . . . . . between 0.1 and 0.5 bar
Lub. oil cooler (4 40 605) The heat dissipation and the SW flow are based on an
MCR output at tropical conditions, i.e. SW tempera-
See chapter 6.03 Uni-Lubricating oil system. ture of 32 C and an ambient air temperature of 45 C.
The cooler is to be of the shell and tube or plate heat The temperature control valve is a three-way valve
exchanger type, made of seawater resistant material. which can recirculate all or part of the SW to the
pumps suction side. The sensor is to be located at
Heat dissipation . . . . . . . . see List of capacities the seawater inlet to the lubricating oil cooler, and
Jacket water flow . . . . . . . see List of capacities the temperature level must be a minimum of +10 C.
Jacket water temperature, inlet . . . . . . . . . . . 80 C
Pressure drop Seawater flow . . . . . . . . . . see List of capacities
on jacket water side . . . . . . . . . . maximum 0.2 bar Temperature range,
Seawater flow . . . . . . . . . . see List of capacities adjustable within . . . . . . . . . . . . . . . . +5 to +32 C
Seawater temperature, inlet . . . . . . . . . . . . . 38 C
Pressure drop on SW side . . . . . maximum 0.2 bar
6.06.03
MAN B&W Diesel A/S S26MC Project Guide
178 17 66-9.0
Jacket Cooling Water System The venting pipe in the expansion tank should end
just below the lowest water level, and the expansion
The jacket cooling water system, shown in Fig. tank must be located at least 5 m above the engine
6.06.03, is used for cooling the cylinder liners, cylinder cooling water outlet pipe.
covers and exhaust valves of the main engine and
heating of the fuel oil drain pipes. MAN B&Ws recommendations about the fresh- wa-
ter system degreasing, descaling and treatment by
The jacket water pump (4 46 601) draws water from inhibitors are available on request.
the jacket water cooler outlet and delivers it to the
engine. The freshwater generator, if installed, may be con-
nected to the seawater system if the generator does
At the inlet to the jacket water cooler there is a ther- not have a separate cooling water pump. The gener-
mostatically controlled regulating valve (4 46 610), ator must be coupled in and out slowly over a period
with a sensor at the engine cooling water outlet, of at least 3 minutes.
which keeps the main engine cooling water outlet at
a temperature of 80 C. For external pipe connections, we prescribe the fol-
lowing maximum water velocities:
The engine jacket water must be carefully treated,
maintained and monitored so as to avoid corrosion, Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
corrosion fatigue, cavitation and scale formation. It Seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
is recommended to install a preheater if preheating
is not available from the auxiliary engines jacket
cooling water system.
6.06.04
MAN B&W Diesel A/S S26MC Project Guide
178 38 16-5.0
Fig. 6.06.04b: Jacket water cooling pipes for water cooled turbochargers
6.06.05
MAN B&W Diesel A/S S26MC Project Guide
Components for jacket water system The sensor is to be located at the outlet from the
main engine, and the temperature level must be
adjustable in the range of 70-90 C.
Jacket water cooling pump (4 46 601)
The pumps are to be of the centrifugal type. Jacket water preheater (4 46 630)
Jacket water flow . . . . . . . . see List of capacities When a preheater see Fig. 6.06.03 is installed in the
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 bar jacket cooling water system, its water flow, and thus
Delivery pressure . . . . . . . . . . depends on position the preheater pump capacity (4 46 625), should be
of expansion tank about 10% of the jacket water main pump capacity.
Test pressure . . . . . . . . . . . according to class rule Based on experience, it is recommended that the
Working temperature, . normal 80 C, max. 100 C pressure drop across the preheater should be
approx. 0.2 bar. The preheater pump and main
The capacity must be met at a tolerance of 0% to pump should be electrically interlocked to avoid the
+10%. risk of simultaneous operation.
The stated capacities cover the main engine only. The preheater capacity depends on the required
The pump head of the pumps is to be determined preheating time and the required temperature in-
based on the total actual pressure drop across the crease of the engine jacket water. The temperature
cooling water system. and time relationships are shown in Fig. 6.06.05.
Jacket water thermostatic valve (4 46 610) As a guideline, the volume of the expansion tanks
for main engine output are:
The temperature control system can be equipped
with a three-way valve mounted as a diverting valve, Between 2,700 kW and 15,000 kW . . . . . . 1.00 m3
which by-pass all or part of the jacket water around
the jacket water cooler.
6.06.06
MAN B&W Diesel A/S S26MC Project Guide
178 16 63-1.0
Start of cold engine Fig. 6.06.05: Jacket water preheater
6.06.07
MAN B&W Diesel A/S S26MC Project Guide
Dimensions in mm
Tank size 0.05 m3
Maximum J.W. capacity 120 m3/h
Maximum nominal bore 125
D 150
E 300
F 910
H 300
I 320
J ND 50
K ND 32
178 07 37-0.1
Fig. 6.06.07: Deaerating tank, alarm device, option: 4 46 645
6.06.08
MAN B&W Diesel A/S S26MC Project Guide
The central cooling water system is characterised outboard seawater temperature when this exceeds
by having only one heat exchanger cooled by sea- 10 C.
water, and by the other coolers, including the jacket
water cooler, being cooled by the freshwater low For further information about common cooling wa-
temperature (FW-LT) system. ter system for main engines and MAN B&W Holeby
auxiliary engines please refer to our publication:
In order to prevent too high a scavenge air tempera-
ture, the cooling water design temperature in the P.281 Uni-concept Auxiliary Systems for Two-
FW-LT system is normally 36 C, corresponding to a stroke Main Engine and Four-stroke Auxili-
maximum seawater temperature of 32 C. ary Engines.
Our recommendation of keeping the cooling water For external pipe connections, we prescribe the fol-
inlet temperature to the main engine scavenge air lowing maximum water velocities:
cooler as low as possible also applies to the central
cooling system. This means that the temperature Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
control valve in the FW-LT circuit is to be set to mini- Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s
mum 10 C, whereby the temperature follows the Seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
6.07.01
MAN B&W Diesel A/S S26MC Project Guide
Seawater cooling pumps (4 45 601) The pumps are to be of the centrifugal type.
The pumps are to be of the centrifugal type. Freshwater flow. . . . . . . . . see List of capacities
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar
Seawater flow . . . . . . . . . . see List of capacities Delivery pressure . . . . . . . . depends on location of
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar expansion tank
Test pressure . . . . . . . . . . according to class rules Test pressure . . . . . . . . . . according to class rules
Working temperature, Working temperature,
normal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-32 C normal . . . . . . . . . . . . . . . . . . approximately 80 C
Working temperature . . . . . . . . . . maximum 50 C maximum 90 C
The capacity is to be within a tolerance of 0% +10%. The flow capacity is to be within a tolerance of 0%
+10%.
The differential pressure of the pumps is to be deter-
mined on the basis of the total actual pressure drop The list of capacities covers the main engine
across the cooling water system. only.The differential pressure provided by the
pumps is to be determined on the basis of the total
actual pressure drop across the cooling water sys-
Central cooler (4 45 670) tem.
Heat dissipation . . . . . . . . . see List of capacities The low temperature cooling system is to be equip-
Central cooling water flow . see List of capacities ped with a three-way valve, mounted as a mixing
Central cooling water temperature, valve, which by-passes all or part of the fresh water
outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 C around the central cooler.
Pressure drop on central cooling
side . . . . . . . . . . . . . . . . . . . . . . . maximum 0.2 bar The sensor is to be located at the outlet pipe from
Seawater flow . . . . . . . . . . see List of capacities the thermostatic valve and is set so as to keep a
Seawater temperature, temperature level of minimum 10 C.
inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 C
Pressure drop on SW side . . . . . maximum 0.2 bar
Lubricating oil cooler (4 40 605)
The pressure drop may be larger, depending on the
actual cooler design. See Lubricating oil system.
6.07.02
MAN B&W Diesel A/S S26MC Project Guide
6.07.03
MAN B&W Diesel A/S S26MC Project Guide
The starting air of 30 bar is supplied by the starting Through a reducing valve (4 50 675) is supplied
air compressors (4 50 602) in Fig. 6.08.01 to the compressed air at 10 bar to AP for turbocharger
starting air receivers (4 50 615) and from these to the cleaning (soft blast) , and a minor volume used for
main engine inlet A. the fuel valve testing unit.
Through a reducing station (4 50 665), compressed The air consumption for control air, safety air,
air at 7 bar is supplied to the engine as: turbocharger cleaning, sealing air for exhaust valve
and for fuel valve testing unit and starting of auxiliary
Control air for manoeuvring system, and for engines is covered by the capacities stated for the
exhaust valve air springs, through B air receivers and compressors in the List of Capac-
ities.
Safety air for emergency stop through C
6.08.01
MAN B&W Diesel A/S S26MC Project Guide
An arrangement common for main engine and MAN The starting air distributor regulates the supply of
B&W Holeby auxiliary engines is available on re- control air to the starting valves in accordance with
quest. the correct firing sequence.
The starting air pipes, Fig. 6.08.02, contains a main For further information about common starting air
starting valve (a ball valve with actuator), a system for main engines and auxiliary engines
non-return valve, a starting air distributor and start- please refer to our publication:
ing valves. The main starting valve is combined with
the manoeuvring system, which controls the start of P. 281 Uni-concept Auxiliary Systems for Two-
the engine. Slow turning before start of engine is an stroke Main Engine and Four-stroke Auxili-
option: 4 50 140 and is recommended by MAN B&W ary Engines
Diesel, see chapter 6.11.
6.08.02
MAN B&W Diesel A/S S26MC Project Guide
178 38 48-8.0
Fig. 6.08.03: Air spring and sealing air pipes for exhaust valves
The exhaust valve is opened hydraulically, and the The sealing air for the exhaust valve spindle co-
closing force is provided by a pneumatic spring mes from the manoeuvring system, and is acti-
which leaves the valve spindle free to rotate. The vated by the control air pressure, see Fig. 6.08.03.
compressed air is taken from the manoeuvring air
system.
6.08.03
MAN B&W Diesel A/S S26MC Project Guide
6.08.04
MAN B&W Diesel A/S S26MC Project Guide
Current Current
No. of Power Start Normal No. of Power Start Normal
cylinders kW Amp. Amp. cylinders kW Amp. Amp.
4-8 0.25 3.9 0.7 4-8 0.25 4.0 0.85
178 39 74-5.0
178 31 30-9.0
6.08.05
MAN B&W Diesel A/S S26MC Project Guide
178 07 27-4.1
The engine is supplied with scavenge air from one into the scavenge air receiver and to the combus-
turbocharger located on the aft end, for 4-9 cylin- tion chamber.
der engines or from two turbochargers for 10-12
cylinder engines. The scavenge air system, (see Figs. 6.09.01 and
6.09.02) is an integrated part of the main engine.
The compressor of the turbocharger sucks air from
the engine room, through an air filter, and the com- The heat dissipation and cooling water quantities
pressed air is cooled by the scavenge air cooler, are based on MCR at tropical conditions, i.e. a SW
one per turbocharger. The scavenge air cooler is temperature of 32 C, or a FW temperature of 36 C,
provided with a water mist catcher, which prevents and an ambient air inlet temperature of 45 C.
condensated water from being carried with the air
6.09.01
MAN B&W Diesel A/S S26MC Project Guide
6.09.02
MAN B&W Diesel A/S S26MC Project Guide
178 39 76-9.0
Fig. 6.09.02: Scavenge air pipes, for engine with one turbocharger on aft end
3 x 440 V 3 x 380 V W H D W H D
60 Hz 50 Hz mm mm mm mm mm mm
18 - 80 A 18 - 80 A
300 460 150 400 600 300 100 W
11 - 45 kW 9 - 40 kW
63 - 250 A 80 - 250 A
300 460 150 600 600 350 250 W
67 - 155 kW 40 - 132 kW
178 31 47-8.0
Fig. 6.09.03a: Electrical panel for two auxiliary blowers including starters, option 4 55 650
6.09.03
MAN B&W Diesel A/S S26MC Project Guide
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
6.09.04
MAN B&W Diesel A/S S26MC Project Guide
Enclosure IP44
Insulation class: minimum B
Speed of fan: about 2940 and 3540 r/min for 50Hz and 60Hz respectively
The electric motors are delivered with and fitted onto the engine
178 39 81-6.0
6.09.05
MAN B&W Diesel A/S S26MC Project Guide
The air cooler is supposed to be dismantled for owing to the scavenge air pressure. The pressur-
cleaning because of its small side. ised drain tank must be designed to withstand full
scavenge air pressure and, if steam is applied, to
The scavenge air box is continuously drained withstand the steam pressure available.
through AV (see Fig. 6.09.05) to a small pressur-
ised drain tank, from where the sludge is led to the The system delivered with and fitted onto the en-
sludge tank. Steam can be applied through BV, if gine is shown in Fig. 6.09.06 Scavenge air space,
available, to facilitate the draining. drain pipes.
178 06 16-0.0
4-6 0.4 m3
The letters refer to List of flanges
7-9 0.7 m3
10-12 1.0 m3
178 39 85-3.0
Fig. 6.09.05: Scavenge box drain system
6.09.06
MAN B&W Diesel A/S S26MC Project Guide
6.09.07
MAN B&W Diesel A/S S26MC Project Guide
20 mm nominal bore
At least two bottles should be installed, the bottles are yards supply
In most cases, one bottle would be sufficient to extinguish fire in three cylinders, while two or more bottles would be required
to extinguish fire in all cylinders
178 06 17-2.0
6.09.08
MAN B&W Diesel A/S S26MC Project Guide
178 12 89-3.0
The letters refer to List of flanges
The piping is delivered with and fitted onto the engine
Fig. 6.09.08a: Fire extinguishing pipes in scavenge air space (steam), option: 4 55 140
Fire extinguishing pipes in scavenge air space (water mist): 4 55 142
Fig. 6.09.08b: Fire extinguishing pipes in scavenge air space (CO2), option: 4 55 143
6.09.09
MAN B&W Diesel A/S S26MC Project Guide
178 07 27-4.1
Exhaust Gas System on Engine The exhaust gas receiver and the exhaust pipes are
provided with insulation, covered by steel plating.
The exhaust gas is led from the cylinders to the ex-
haust gas receiver where the fluctuating pres-sures
from the cylinders are equalised and from where the Turbocharger arrangement and
gas is led further on to the turbocharger at a con- cleaning systems
stant pressure, see Fig.6.10.01.
The turbocharger is, for 4-9 cylinder engines ar-
Compensators are fitted between the exhaust ranged on the aft end of the engine (4 59 121), and
valves and the exhaust gas receiver and between for the 10-12 cylinder engines (4 59 126) on the ex-
the receiver and the turbocharger. A protective grat- haust side of the engine. See Figs: 6.10.02a and
ing is placed between the exhaust gas receiver and 6.10.02b.
the turbocharger. The turbocharger is fitted with a
pick-up for remote indication of the turbocharger
speed.
6.10.01
MAN B&W Diesel A/S S26MC Project Guide
Fig. 6.10.02b: Exhaust gas pipes, with turbocharger located on exhaust side of engine (4 59 126) 178 38 70-2.0
6.10.02
MAN B&W Diesel A/S S26MC Project Guide
The engine is designed for the installation of either All makes of turbochargers are fitted with an ar-
MAN B&W turbocharger type NA/TO (4 59 101), ABB rangement for water washing of the compressor
turbocharger type VTR or TPL (4 59 102 or 4 59 side, and soft blast cleaning of the turbine side,
102a), or MHI turbolager type MET (4 59 103). see Fig. 6.10.03. Washing of the turbine side is
only applicable on MAN B&W and ABB
turbochargers , see Figs. 6.10.04a and 6.10.04b.
6.10.03
MAN B&W Diesel A/S S26MC Project Guide
At specified MCR (M), the total back-pressure in the Exhaust gas boiler
exhaust gas system after the turbocharger indi- Silencer
cated by the static pressure measured in the piping Spark arrester
after the turbocharger must not exceed 350 mm
WC (0.035 bar). Expansion joints
Pipe bracings.
In order to have a back-pressure margin for the final
system, it is recommended at the design stage to In connection with dimensioning the exhaust gas
initially use about 300 mm WC (0.030 bar). piping system, the following parameters must be
observed:
For dimensioning of the external exhaust gas Exhaust gas flow rate
pipings, the recommended maximum exhaust gas
velocity is 50 m/s at specified MCR (M). For Exhaust gas temperature at turbocharger outlet
dimensioning of the external exhaust pipe connec- Maximum pressure drop through exhaust gas
tions, see Fig. 6.10.07. system
Maximum noise level at gas outlet to atmosphere
The actual back-pressure in the exhaust gas system
at MCR depends on the gas velocity, i.e. it is propor- Maximum force from exhaust piping on
tional to the square of the exhaust gas velocity, and turbocharger(s)
6.10.04
MAN B&W Diesel A/S S26MC Project Guide
6.10.05
MAN B&W Diesel A/S S26MC Project Guide
It should be noted that the exhaust gas temperature Exhaust gas silencer
and flow rate are influenced by the ambient condi-
tions, for which reason this should be considered The typical octave band sound pressure levels from
when the exhaust gas boiler is planned. the diesel engines exhaust gas system related to
the distance of one meter from the top of the ex-
At specified MCR, the maximum recommended haust gas uptake are shown in Fig. 6.10.06.
pressure loss across the exhaust gas boiler is nor-
mally 150 mm WC. The need for an exhaust gas silencer can be de-
cided based on the requirement of a maximum
This pressure loss depends on the pressure losses noise level at a certain place.
in the rest of the system as mentioned above. There-
fore, if an exhaust gas silencer/spark arrester is not The exhaust gas noise data is valid for an exhaust
installed, the acceptable pressure loss across the gas system without boiler and silencer, etc.
boiler may be somewhat higher than the max. of 150
mm WC, whereas, if an exhaust gas silencer/spark The noise level refers to nominal MCR at a distance
arrester is installed, it may be necessary to reduce of one metre from the exhaust gas pipe outlet edge
the maximum pressure loss. at an angle of 30 to the gas flow direction.
The above-mentioned pressure loss across the si- For each doubling of the distance, the noise level
lencer and/or spark arrester shall include the pres- will be reduced by about 6 dB (far-field law).
sure losses from the inlet and outlet transition
pieces.
178 41 82-9.0
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.
6.10.06
MAN B&W Diesel A/S S26MC Project Guide
When the noise level at the exhaust gas outlet to the Calculation of Exhaust Gas
atmosphere needs to be silenced, a silencer can be Back-Pressure
placed in the exhaust gas piping system after the
exhaust gas boiler. The exhaust gas back pressure after the turbo-
charger(s) depends on the total pressure drop in the
The exhaust gas silencer is usually of the absorption exhaust gas piping system.
type and is dimensioned for a gas velocity of ap-
proximately 35 m/s through the central tube of the The components exhaust gas boiler, silencer, and
silencer. spark arrester, if fitted, usually contribute with a ma-
jor part of the dynamic pressure drop through the
An exhaust gas silencer can be designed based on entire exhaust gas piping system.
the required damping of noise from the exhaust gas
given on the graph. The components mentioned are to be specified so
that the sum of the dynamic pressure drop through
In the event that an exhaust gas silencer is required the different components should if possible ap-
this depends on the actual noise level require- proach 200 mm WC at an exhaust gas flow volume
ments on the bridge wing, which is normally maxi- corresponding to the specified MCR at tropical am-
mum 60-70 dB(A) a simple flow silencer of the ab- bient conditions. Then there will be a pressure drop
sorption type is recommended. Depending on the of 100 mm WC for distribution among the remaining
manufacturer, this type of silencer normally has a piping system.
pressure loss of around 20 mm WC at specified
MCR. Fig. 6.10.07 shows some guidelines regarding re-
sistance coefficients and back-pressure loss calcu-
lations which can be used, if the makers data for
Spark arrester back-pressure is not available at the early project
stage.
To prevent sparks from the exhaust gas from being
spread over deck houses, a spark arrester can be The pressure loss calculations have to be based on
fitted as the last component in the exhaust gas sys- the actual exhaust gas amount and temperature
tem. valid for specified MCR. Some general formulas and
definitions are given in the following.
It should be noted that a spark arrester contributes
with a considerable pressure drop, which is often a
disadvantage. Exhaust gas data
It is recommended that the combined pressure loss M exhaust gas amount at specified MCR in kg/sec.
across the silencer and/or spark arrester should not
T exhaust gas temperature at specified MCR in C
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 Please note that the actual exhaust gas temperature
boiler is installed, 200mm WC could be possible. is different before and after the boiler. The exhaust
gas data valid after the turbocharger may be found
in Section 6.01.
6.10.07
MAN B&W Diesel A/S S26MC Project Guide
1 mm WC per 1 x diameter length It is, therefore, very important that the back pressure
measuring points are located on a straight part of
whereas the positive influence of the up-draught in the exhaust gas pipe, and at some distance from an
the vertical pipe is normally negligible. obstruction, i.e. at a point where the gas flow, and
thereby also the static pressure, is stable. The tak-
ing of measurements, for example, in a transition
Pressure losses across components ( p) piece, may lead to an unreliable measurement of the
static pressure.
The pressure loss p across silencer, exhaust gas
boiler, spark arrester, rain water trap, etc., to be In consideration of the above, therefore, the total
measured/ stated as shown in Fig. 6.11.07 (at speci- back pressure of the system has to be measured af-
fied MCR) is normally given by the relevant manu- ter the turbocharger in the circular pipe and not in
facturer. the transition piece. The same considerations apply
to the measuring points before and after the exhaust
gas boiler, etc.
6.10.08
MAN B&W Diesel A/S S26MC Project Guide
Change-over valve of
type with constant
cross section R=D = 0.28
R = 1.5D = 0.20
a = 0.6 to 1.2 R = 2D = 0.17
b = 1.0 to 1.5
c = 1.5 to 2.0
Change-over valve of
type with volume R=D = 0.16
R = 1.5D = 0.12
a = b = about 2.0 R = 2D = 0.11
= 0.05
R=D = 0.45
R = 1.5D = 0.35
R = 2D = 0.30
= 0.14
Inlet
(from
turbocharger) = 1.00
6.10.09
MAN B&W Diesel A/S S26MC Project Guide
The minimum diameter of the exhaust pipe for a Maximum forces and moments permissible at the
standard installation is based on an exhaust gas ve- turbochargers gas outlet flange are as follows:
locity of 50 m/s:
MAN B&W turbocharger related figures:
Engine Type NR24 NR26 NR29 NA34
Exhaust pipe dia.
specified
D0 and H1 in mm M1 Nm 600 800 800 2600
MCR in kW
1000 300 M3 Nm 600 800 800 1700
1200 350 F1 N 1200 1600 1600 4300
1400 400 F2 N 1200 1600 1600 4300
1600 400
F3 N 1200 1600 1600 1700
1800 450
2000 450 W kg 1000 1000 1000 1000
2500 500
3000 550 ABB turbocharger related figures:
3500 600 Type VTR214 VTR254 VTR304 VTR354
4000 650 M1 Nm 1500 2000 2400 2600
4500 650
M3 Nm 1000 1300 1600 1700
5000 700
F1 N 2600 3100 3600 4000
Movement at expansion joint based on the thermal F2 N 1300 1600 1800 2000
expansion of the engine from ambient temperature
F3 N 1000 1250 1400 1500
to service:
W kg 1000 1000 1000 1000
Cylinder No. 4 5 6 7 8 9 10 11 12
DA mm 4.2 4.3 4.6 4.7 4.8 5.9 4.3 4.5 4.6
MHI turbolader related figures:
DR mm 1.1 1.3 1.5 1.6 1.8 2.0 1.3 1.4 1.5
DA = axial movement at compensator Type MET26SR MET30SR MET33SD MET42SD
DR = lateral movement at compensator M1Nm 1600 2400 2700 3400
M3Nm 1600 2400 1400 1700
The crane beams shall be long enough for the crane
to be able to lift at both sides of the turbocharger. F1 N 2000 2500 4900 5800
The lifting capacity of the crane is W stated in the F2 N 2000 2500 1700 200
table. F3 N 2500 3700 1600 1800
F1 W kg 310 500 850 1400
D0 D0
M1 M3
F2 F3 Fixed point DA
Expansion joint
option: 4 60 610 DR
Transition piece
H1
option: 4 60 601
6.10.10
MAN B&W Diesel A/S S26MC Project Guide
The basic design of the engine is provided with a manoeuvres, as well as stopping and starting of the
pneumatic/electric manoeuvring system for transmit- engine, are controlled by means of the telegraph
ting the orders from the Engine Control Room (ECR) or handle on the bridge.
the Bridge Control (BC) console to the mechani-
cal-hydraulic Woodward governor on the engine. The basic manoeuvring system is then to be ex-
tended by solenoid valves for start, (EV684), stop,
The following diagrams show alternative systems: (EV682, ahead, (EV683) and astern (EV685) orders.
Bridge Manoeuvring System for For the MAN B&W Alpha Diesel CPP has been devel-
Fixed Pitch Propeller oped a special remote control system, Alphatronic IIA,
option 4 95 619.
The remote control system, Fig. 6.11.03 makes it
possible to control the engine automatically from
the bridge. The engine speed, ahead, and astern
6.11.01
MAN B&W Diesel A/S S26MC Project Guide
Control System for Plants with CPP Plants with controllable pitch propeller with a
shaft generator of less than 15% of the engines
Where a controllable pitch propeller is installed the MCR output.
control system is to be designed in such a way that
the operational requirements for the whole plant are
fulfilled. Advanced plants
Special attention should be paid to the actual oper- For more advanced plants, an electronic governor
ation mode, e.g. combinator curve with/without has to be applied, and the specific layout of the sys-
constant frequency shaft generator or constant en- tem has to be agreed upon in co-operation with the
gine speed with a power take off. customer, the governor supplier and the engine
builder.
The following requirements have to be fulfilled:
The advanced marine installations viz:
The control system is to be equipped with a load
control function limiting the maximum torque (fuel Plants with flexible coupling in the shafting system
pump index) in relation to the engine speed, in or-
der to prevent the engine from being loaded be- Geared installations
yond the limits of the load diagram
Plants with disengageable clutch for disconnectng
The control system must ensure that the engine the propeller
load does not increase at a quicker rate than
permitted by the scavenge air pressure Engine directly coupled to a controllable pitch
propeller with a demand for fast pitch change
Load changes have to take place in such a way
that the governor can keep the engine speed Plants with shaft generator with great demands
within the required range. on frequency accuracy.
6.11.02
MAN B&W Diesel A/S S26MC Project Guide
6.11.03
MAN B&W Diesel A/S S26MC Project Guide
178 40 07-1.0
6.11.04
402 100 010
MAN B&W Diesel A/S
6.11.05
The drawing shows the system in the following conditions:
Stop and ahead position
Pneumatic pressure on
Electrical power on
Main starting valve locking device in service position
178 40 08-3.0
178 54 96
S26MC Project Guide
402 100 010
MAN B&W Diesel A/S
6.11.06
Fig. 6.11.03: Manoeuvring system, reversible engine, with FPP prepared for remote control
The drawing shows the system in the following conditions:
Stop and ahead position
Pneumatic pressure on
Electrical power on
Main starting valve locking device in service position
178 40 09-5.0
178 54 96
S26MC Project Guide
402 100 010
MAN B&W Diesel A/S
6.11.07
Fig. 6.11.04: Manoeuvring system, non-reversible engine, for CPP prepared for remote re-start
The drawing shows the system in the following conditions:
Stop and ahead position
Pneumatic pressure on
Electrical power on
Main starting valve locking device in service position
178 40 10-5.0
178 54 96
S26MC Project Guide
MAN B&W Diesel A/S S26MC Project Guide
178 39 49-5.1
Fig. 6.11.03: Starting air system, with slow turning, option: 4 50 140
6.11.08
MAN B&W Diesel A/S S26MC Project Guide
178 40 11-7.1
Fig. 6.11.06: Engine side control console and instrument panel
6.11.09
MAN B&W Diesel A/S S26MC Project Guide
Note: If an axial vibration monitor is ordered (option These instruments have to be ordered as option:
4 31 116 ) the manoeuvring console has to be extended by a 4 75 645 and the corresponding analogue sensors on the engine
remote alarm/slow down indication lamp. as option: 4 75 128,see Figs. 8.02a and 8.02b.
Fig. 6.11.07: Instruments and pneumatic components for engine control room console, yards supply
178 30 45-9.0
6.11.10
402 100 010
MAN B&W Diesel A/S
6.11.11
a) Max. ASTERN: 80% specified MCR speed (to be evaluated in case of ice-class)
When the shaft generator is disconnected, the slow down will be effected 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 40 12-9.0
178 54 96
S26MC Project Guide
402 100 010
MAN B&W Diesel A/S
6.11.12
Fig. 6.11.09: Sequence diagram for controllable pitch propeller, with shaft generator type GCR
When the shaft generator is disconnected, the slow down will be effected 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 40 13-0.0
178 54 96
S26MC Project Guide
Vibration Aspects 7
MAN B&W Diesel A/S S26MC Project Guide
7 Vibration Aspects
The vibration characteristics of the two-stroke low The natural frequency of the hull depends on the
speed diesel engines can for practical purposes be, hulls rigidity and distribution of masses, whereas
split up into four categories, and if the adequate the vibration level at resonance depends mainly
countermeasures are considered from the early on the magnitude of the external moment and the
project stage, the influence of the excitation engines position in relation to the vibration nodes
sources can be minimised or fully compensated. of the ship.
C C
In general, the marine diesel engine may influence
the hull with the following: A
7.01
MAN B&W Diesel A/S S26MC Project Guide
178 06 84-1.0
Fig. 7.03: Statistics of tankers and bulk carriers with 4 cylinder MC engines
7.02
MAN B&W Diesel A/S S26MC Project Guide
7.03
MAN B&W Diesel A/S S26MC Project Guide
7.04
MAN B&W Diesel A/S S26MC Project Guide
Plants with unusual shafting layout and for special Relatively short shafting system
owner/yard requirements
Probably no tuning wheel
Plants with 8, 11 or 12-cylinder engines.
Turning wheel with relatively low inertia
The so-called QPT (Quick Passage of a barred
speed range Technique), option: 4 65 189, is an al- Large diameters of shafting, enabling the use of
ternative to a torsional vibration damper, on a plant shafting material with a moderate ultimate tensile
equipped with a controllable pitch propeller. The strength, but requiring careful shaft alignment,
QPT could be implemented in the governor in order (due to relatively high bending stiffness)
to limit the vibratory stresses during the passage of
the barred speed range. Without barred speed range, option: 4 07 016.
7.05
MAN B&W Diesel A/S S26MC Project Guide
When running undercritical, significant varying Overcritical layout is normally applied for engines
torque at MCR conditions of about 100-150% of the with more than four cylinders.
mean torque is to be expected.
Please note:
This torque (propeller torsional amplitude) induces a We do not include any tuning wheel, option: 4 31
significant varying propeller thrust which, under ad- 101 or torsional vibration damper, option: 4 31 105
verse conditions, might excite annoying longitudinal in the standard scope of supply, as the proper coun-
vibrations on engine/double bottom and/or deck termeasure has to be found after torsional vibration
house. calculations for the specific plant, and after the deci-
sion has been taken if and where a barred speed
The yard should be aware of this and ensure that the range might be acceptable.
complete aft body structure of the ship, including
the double bottom in the engine room, is designed For further information about vibration aspects
to be able to cope with the described phenomena. please refer to our publications:
7.06
MAN B&W Diesel A/S S26MC Project Guide
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing order 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-3-4- 1-6-7-3-5 1-8-5-7- 1-8-12-4
4-2-6 4-3-6 7-2-5-6 -8-2-4-9 2-9-4-6- Uneven 2-9-10-5
3-10 3-7-11-6
External forces in kN
0 0 0 0 0 0 0 0 0
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 4-cylinder engines, option: 4 31 151, 70% of the 1st order moment
can be removed from horizontal to vertical direction or vice versa, if required
178 41 28-1.0
7.07
Instrumentation 8
MAN B&W Diesel A/S S26MC Project Guide
8 Instrumentation
Local instruments, i.e. thermometers, pressure Analog sensors for remote indication can be or-
gauges and tachometers dered as options 4 75 127, 4 75 128 or for CoCoS as
4 75 129, see Fig. 8.03. These sensors can also be
Control devices, i.e. position switches and sole- used for Alarm or Slow Down simultaneously.
noid valves
Analog sensors for Alarm, Slow Down and remote Alarm, Slow Down and
indication of temperatures and pressures Shut Down Sensors
Binary sensors, i.e. thermo switches and pressure It is required that the system for shut down is electri-
switches for Shut Down etc. cally separated from the other systems.
All instruments are identified by a combination of This can be accomplished by using independent
symbols as shown in Fig. 8.01 and a position num- sensors, or sensors with galvanically separated
ber which appears from the instrumentation lists in electrical circuits, i.e. one sensor with two sets of
this chapter. electrically independent terminals.
These are listed in Fig. 8.02 and their location on the The extent of sensors for a specific plant is the sum
engine is shown in Fig. 8.04. of requirements of the classification society, the
yard, the owner and MAN B&Ws minimum require-
Additional local instruments, if required, can be or- ments.
dered as option: 4 70 129.
Figs. 8.08, 8.09 and 8.10 show the classification so-
cieties requirements for UMS and MAN B&Ws min-
Control Devices imum requirements for Alarm, Slow Down and Shut
Down as well as IACS`s reccomendations,
The control devices mainly include the position respectively. Only MAN B&Ws minimum require-
switches, called ZS, incorporated in the manoeuv- ments for Alarm and Shut Down are included in the
ring system, and the solenoid valves (EV), which are basic scope of supply (4 75 124).
listed in Fig. 8.05 and positioned as shown in Fig.
8.04. For the event that further signal equipment is re-
quired, the piping on the engine has additional
sockets.
8.01
MAN B&W Diesel A/S S26MC Project Guide
Fuel oil leakage detection The location of the pressure gauges and pressure
switches in the piping system on the engine is
Oil leaking oil from the high pressure fuel oil pipes is shown schematically in Fig. 8.06.
collected in a drain box (Fig. 8.11), which is equipped
with a level alarm, LSA 301, option 4 35 105. For practical reasons, the sensors to be applied are
normally delivered from the engine supplier, so that
they can be wired to terminal boxes on the engine.
Slow down system The number and position of the terminal boxes de-
pends on the degree of dismantling specified for the
The slow down functions are designed to safeguard forwarding of the engine, see Dispatch Pattern in
the engine components against overloading during Chapter 9.
normal service conditions and, at the same time, to
keep the ship manoeuvrable, in the event that fault
conditions occur. Oil Mist Detector and Bearing
Monitoring Systems
The slow down sequence has to be adapted to the
plant (FPP/CPP, with/without shaft generator, etc.) Based on our experience, the basic scope of sup-
and the required operating mode. ply for all plants for attended as well as for unat-
tended machinery spaces (AMS and UMS) in-
For further information please contact the engine cludes an oil mist detector, Fig. 8.12.
supplier.
Make: Kidde Fire Protection, Graviner
Type: MK 5. . . . . . . . . . . . . . . . . . . . . . . . 4 75 161
Attended Machinery Spaces (AMS) or
Make: Schaller
The basic alarm and safety system for an MAN B&W Type: Visatron VN 215 . . . . . . . . . . . . . . 4 75 163
engine is designed for Attended Machinery Spaces
and comprises the temperature switches (thermo- The combination of an oil mist detector and a bear-
stats) and pressure switches (pressurestats) that ing temperature monitoring system with deviation
are specified in the MAN B&W column for alarm from average alarm (option 4 75 133, 4 75 134 or
and for shut down in Figs. 8.08 and 8.10, respec- 4 75 135) will in any case provide the optimum
tively. The sensors for shut down are included in the safety.
basic scope of supply (4 75 124), see Fig. 8.10.
Additional digital sensors can be ordered as option: Electrical Wiring on Engine to Terminal
4 75 128. Boxes, option: 4 78 115
If the electrical wiring is ordered, the engine will be
Unattended Machinery Spaces (UMS) fitted with terminal boxes whose location will de-
pend on the dismantling to be done for the dispatch
The Standard Extent of Delivery for MAN B&W Die- pattern in question.
sel A/S engines includes the temperature switches,
pressure switches and analog sensors stated in the Fig. 8.13 shows an example of the positioning of the
MAN B&W column for alarm, slow down and shut terminal box No. 2 with its corresopnding wiring dia-
down in Figs. 8.08, 8.09 and 8.10. gram indicating the reference symbols of the sen-
sors. Similar wiring diagrams will be forwarded for
The shut down and slow down panel can be or- the other electrical equipment mounted on the en-
dered as option: 4 75 610, 4 75 611 or 4 75 613, gine such as the auxiliary blower, part of the wiring
whereas the alarm panel is a yards supply, as it has diagram is shown on Fig. 8.14.
to include several other alarms than those of the
main engine.
8.02
MAN B&W Diesel A/S S26MC Project Guide
8.03
MAN B&W Diesel A/S S26MC Project Guide
178 30 04-4.1
8.04
MAN B&W Diesel A/S S26MC Project Guide
Description
remote indication
Use sensor for Point of location
Thermometer
stem type
Fuel oil
TI 302 TE 302 Fuel oil, inlet engine
Lubricating oil
TI 311 TE 311 Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper,
piston cooling oil, camshaft lub. oil, exhaust valve actuators and turbochargers
TI 317 TE 317 Piston cooling oil outlet/cylinder
TI 349 TE 349 Thrust bearing segment
TI 369 TE 369 Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
Scavenge air
TI 411 TE 411 Scavenge air before air cooler/air cooler
TI 412 TE 412 Scavenge air after air cooler/air cooler
TI 413 TE 413 Scavenge air receiver
Thermometers
dial type
Exhaust gas
TI 425 TE 425 Exhaust gas inlet turbocharger/turbocharger
TI 426 TE 426 Exhaust gas after exhaust valves/cylinder
178 41 30-3.0
Fig. 8.02a: Local standard thermometers on engine (4 75 124) and option: 4 75 127 remote indication sensors sensors
8.05
MAN B&W Diesel A/S S26MC Project Guide
remote indication
Point of location
Pressure gauges
Fuel oil
PI 305 PE 305 Fuel oil , inlet engine
Lubricating oil
PI 326 PE 326 Piston cooling and camshaft oil inlet
PI 330 PE 330 Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper,
camshaft and exhaust valve actuators
PI 371 PE 371 Lubricating oil inlet to turbochager with slide bearings/turbocharger
Scavenge air
PI 417 PE 417 Scavenge air receiver
Exhaust gas
PI 424 Exhaust gas receiver
PI 435A Air inlet for dry cleaning of turbocharger
PI 435B Water inlet for cleaning of turbocharger
178 41 30-3.0
Fig. 8.02b: Local standard manometers and tachometers on engine (4 75 124) and option: 4 75 127 remote indication
8.06
MAN B&W Diesel A/S S26MC Project Guide
Use sensor
Point of location
178 41 32-7.0
8.07
MAN B&W Diesel A/S S26MC Project Guide
Use sensor
Point of location
178 41 32-7.0
8.08
MAN B&W Diesel A/S S26MC Project Guide
Use sensor
Point of location
General data
N Time and data
N Counter of running hours
PE 325 Ambient pressure (Engine room)
SE 438 Engine speed
N Pmax set point
ZE 477 Fuel pump index/cylinder
ZE 479 Governor index
E 480 Engine torque
N Mean indicated pressure (mep)
N Maximum pressure (Pmax)
N Compression pressure (Pcomp)
N Numerical input
1) Originated by alarm/monitoring system
2) Manual input can alternatively be used
3) Yards supply
178 41 32-7.0
8.09
MAN B&W Diesel A/S S26MC Project Guide
178 41 36-4.0
8.10
MAN B&W Diesel A/S S26MC Project Guide
178 41 36-4.0
8.11
MAN B&W Diesel A/S S26MC Project Guide
178 41 36-4.0
8.12
MAN B&W Diesel A/S S26MC Project Guide
Description Symbol/Position
Manoeuvring system
Gives signal to manoeuvring system when on engine side control PSC 654
Cancel of tacho alarm from safety system, when Stop is ordered PSC 675
178 30 08-9.1
8.13
MAN B&W Diesel A/S S26MC Project Guide
Fig. 8.06: Pipes on engine for basic pressure gauges and pressure switches
8.14
MAN B&W Diesel A/S S26MC Project Guide
The classification societies permit to have common sensors for slow down, alarm and remote indication
One common power supply might be used, instead of the three indicated, if the systems are equipped with separate
fuses
178 30 10-0.0
Fig. 8.07: Panels and sensors for alarm and safety systems
8.15
MAN B&W Diesel A/S S26MC Project Guide
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
1 1 1 1 1 1 1 1* LSA301high Leakagefromhighpressurepipes
1 1 1 1 1 1 1 1 1 A* PE
A306low PE
305 Fueloil,inletengine
1 1 1 1 1 1 1 1 1 A* PE
A331low PE
330 Lubricatingoilinlettomainbearings,thrust
bearing,axialvibrationdamper, camshaft and
exhaust valve actuator
1 1 1 1 1 1 1 1 A* TE
A350high TE
349 Thrustbearingsegment
1* LSA365low Cylinderlubricators(built-inswitches)
1 1 1 1 1 1 1 1 1* FSA366low Cylinderlubricators(built-inswitches)
1 1 1 1 1 1 1 TSA370high Turbochargerlubricatingoiloutletfrom a)
turbocharger/turbocharger
1 1 1 1 1 1 1 1 A* PE
A372low PE
371 Lubricating oil inlet to turbocharger/turboch. a)
1 TE
A373high TE
311 Lubricating oil inlet to turbocharger/turboch. a)
1 1 1 1 1 1 1 1 1 1* DSA436high Oilmistincrankcase/cylinderandchaindrive
WE
A472high WE
471 Axialvibrationmonitor
Requiredfor5+
6S26MCandforengineswith
PTOonforeend.
a) Forturbochargerswithslidebearings
ForBureauV
eritas,atleasttwoperlubricator,orminimumonepercylinder,whicheveristhegreaternumber
Oralarmforoverheatingofmain,crank,cross-headandchaindrivebearings,option:475134
178 41 44-7.0
8.16
MAN B&W Diesel A/S S26MC Project Guide
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
Air system
1 1 1 1 1 1 1 1 1 A* PEA 402 low PE 401 Starting air inlet
1 1 1 1 1 1 1 1 1 A* PEA 404 low PE 403 Control air inlet
1 1 1 1 1 1 1 1 1 1* PSA 406 low Safety air inlet
1* PSA 408 low Air inlet to air cylinder for exhaust valve
1* PSA 409 high Control air inlet, finished with engine
1* PSA 410 high Safety air inlet, finished with engine
178 41 44-7.0
8.17
MAN B&W Diesel A/S S26MC Project Guide
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
Manoeuvring system
1 1 1 1 1 1 1 1 1 1* ESA low Safety system, power failure, low voltage
1 1 1 1 1 1 1 1 1 1* ESA low Tacho system, power failure, low voltage
1* ESA Safety system, cable failure
1 1 1 1 1 1 1 1 1* ESA Safety system, group alarm, shut down
1 1* ESA Wrong way (for reversible engine only)
1 1 1 1 1 1 1 1 1 A* SE 438 Engine speed
1 SEA 439 SE 439 Turbocharger speed
IACS: International Association of Classification Societies 1 Indicates that a binary (on-off) sensor/signal
The members of IACS have agreed that the stated is required
sensors are their common recommendation, apart
from each class requirements A Indicates that an analogue sensor is required for
alarm, slow down and remote indication
The members of IACS are:
ABS America Bureau of Shipping 1*, A* These alarm sensors are MAN B&W Diesels
BV Bureau Veritas minimum requirements for Unattended Machinery
CCS Chinese Register of Shipping Space (UMS), option: 4 75 127
DnVC Det norske Veritas Classification
GL Germanischer Lloyd
KRS Korean Register of Shipping
LR Lloyds Register of Shipping
NKK Nippon Kaiji Kyokai 1 For disengageable engine or with CPP
RINa Registro Italiano Navale
RS Russian Register of Shipping Select one of the alternatives
and the assosiated members are: Or alarm for overheating of main, crank, crosshead
KRS Kroatian Register of Shipping and chain drive bearings, option: 4 75 134
IRS Indian Register of Shipping
PRS Polski Rejestr Statkow
178 41 44-7.0
8.18
MAN B&W Diesel A/S S26MC Project Guide
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
1 Indicates that a binary sensor (on-off) is required Select one of the alternatives
A Indicates that a common analogue sensor can be used
for alarm/slow down/remote indication Or alarm for low flow
1*, A* These analogue sensors are MAN B&W Diesels mini-
mum requirements for Unattended Machinery Spaces Or alarm for overheating of main, crank, cross-
(UMS), option: 4 75 127 head and chain drive bearings, option: 4 75 134
d) PE 371 can be used if only one turbocharger is applied The tables are liable to change without notice,
and are subject to latest class requirements.
178 41 47-2.0
8.19
MAN B&W Diesel A/S S26MC Project Guide
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
1* These binary sensors for shut down are included in The tables are liable to change without notice,
the basic scope of supply (4 75 124) and are subject to latest class requirements.
178 41 49-6
8.20
MAN B&W Diesel A/S S26MC Project Guide
178 34 34-2.0
Fig. 8.11: Drain box with fuel oil leakage, alarm, option: 4 35 105
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)
8.21
MAN B&W Diesel A/S S26MC Project Guide
178 10 80-6.0
8.22
MAN B&W Diesel A/S S26MC Project Guide
178 10 81-8.0
8.23
Dispatch Pattern, Testing, Spares and Tools 9
MAN B&W Diesel A/S S26MC Project Guide
Painting of Main Engine Furthermore, the dispatch patterns are divided into
several degrees of dismantling in which 1 com-
The painting specification (Fig. 9.01) indicates the prises the complete or almost complete engine.
minimum requirements regarding the quality and Other degrees of dismantling can be agreed upon in
the dry film thickness of the coats of, as well as the each case.
standard colours applied on MAN B&W engines built
in accordance with the Copenhagen standard. When determining the degree of dismantling, con-
sideration should be given to the lifting capacities
Paints according to builders standard may be used and number of crane hooks available at the engine
provided they at least fulfil the requirements stated maker and, in particular, at the yard (purchaser).
in Fig. 9.01.
The approximate masses of the sections appear
from Fig. 9.03. The masses can vary up to 10% de-
Dispatch Pattern pending on the design and options chosen.
The dispatch patterns are divided into two classes, Lifting tools and lifting instructions are required for all
see Figs. 9.02 and 9.03: levels of dispatch pattern. The lifting tools (4 12 110 or
4 12 111), are to be specified when ordering and it
A: Short distance transportation and short term should be agreed whether the tools are to be returned
storage to the engine maker (4 12 120) or not (4 12 121).
B: Overseas or long distance transportation or
Furthermore, it must be considered whether a dry-
long term storage.
ing machine, option 4 12 601, is to be installed dur-
ing the transportation and/or storage period.
Short distance transportation (A) is limited by a du-
ration of a few days from delivery ex works until in-
stallation, or a distance of approximately 1,000 km
and short term storage. Shop trials/Delivery Test
Before leaving the engine makers works, the engine
The duration from engine delivery until installation is to be carefully tested on diesel oil in the presence
must not exceed 8 weeks. of representatives of the yard, the shipowner and
the classification society.
Dismantling of the engine is limited as much as possible.
The shop trial test is to be carried out in accordance
Overseas or long distance transportation or long with the requirements of the relevant classification
term storage require a class B dispatch pattern. society, however a minimum as stated in Fig. 9.04.
The duration from engine delivery until installation is MAN B&W Diesels recommendations for trials are
assumed to be between 8 weeks and maximum 6 available on request.
months.
An additional test may be required for measuring the
Dismantling is effected to a certain degree with the NOx emmissions, if required, option: 4 14 003.
aim of reducing the transportation volume of the in-
dividual units to a suitable extent.
Note:
Long term preservation and seaworthy packing are
always to be used.
9.01
MAN B&W Diesel A/S S26MC Project Guide
MAN B&W Diesel, however, has decided to keep a The approximate dimensions and masses of the
set of spare parts included in the basic extent of de- larger spare parts are indicated in Fig. 9.08. A com-
livery (4 87 601) covering the requirements and rec- plete list will be delivered by the engine maker.
ommendations of the major classification societies,
see Fig. 9.05.
Tools
This amount is to be considered as minimum safety
stock for emergency situations. List of standard tools
9.02
MAN B&W Diesel A/S S26MC Project Guide
No. of
Components to be painted Type of paint coats/ Colour:
before shipment from workshop Total dry AL 840H
R R
film DIN 6164
thickness NSELL
U
M
m
Component/surfaces, inside engine, ex-
posed to oil and air
1. U
nmachined surfaces all over. o
Hwever cast Engine alkyd primer, weather 2/80 Free
type crankthrows, main bearing cap, crosshead resistant
bearing cap, crankpin bearing cap, pipes inside
crankcase and chainwheel need not to be Oil and acid resistant alkyd paint. 1/30 White:
painted but the cast surface must be cleaned of Temperature resistant to mini- AL 9010
R
sand and scales and kept free of rust mum 80 C DIN N:00
: .5
NSELL N-9.5
U
M
Components, outside engine
2. Engine body, pipes, gallery, brackets etc. Engine alkyd primer, weather re- 2/80 Free
sistant
Note:
All paints are to be of good quality. Paints according to builders standard may be used provided they at least fulfil the
above demands.
Delivery standard for point 2, is a primed and finally painted condition, unless otherwise stated in the contract.
9.03
MAN B&W Diesel A/S S26MC Project Guide
Engine complete
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 Top section
stated in the contract.
Fig. 9.02: Dispatch pattern, engine with turbocharger on the aft end
9.04
MAN B&W Diesel A/S S26MC Project Guide
The weights are for standard engines with solidforged crankshaft, integrated crosshead guides in frame box
and MAN B&W turbocharger.
All masses and dimensions are approximate and without packing and lifting tools. The masses of turning
wheel, turbocharger specified in dispatch pattern outline can vary, and should be checked.
Moment compensators and tuning wheel are not included in dispatch pattern outline. Turning wheel is
included.
Note:
The masses can vary up to 10% depending on the design and the options chosen.
178 40 86-0.0
Fig. 9.03: Dispatch pattern, list of masses and dimension for engines with turbocharger aft
9.05
MAN B&W Diesel A/S S26MC Project Guide
Before leaving the factory, the engine is to be care- At each load change, all temperature and pressure
fully tested on diesel oil in the presence of represen- levels etc. should stabilise before taking new engine
tatives of Yard, Shipowner, Classification Society, load readings.
and MAN B&W Diesel.
0.50 hour running at 110% of specified MCR. Fuel oil analysis to be presented. All tests must be
carried out on diesel or gas oil.
Only for Germanischer Lloyd: An additional test may be required for measuring the
NOx emissions, option: 4 14 003.
0.75 hour running at 110% of specified MCR.
178 36 00-7.1
9.06
MAN B&W Diesel A/S S26MC Project Guide
Cylinder cover, section 901 and others Exhaust valve, section 908
1 Cylinder cover complete with fuel, exhaust, 2 Exhaust valves complete (Only 1 for GL)
starting and safety valves, indicator valve and 1 Pressure pipe for exhaust valve pipe
sealing rings (disassembled)
Fuel pump, section 909
Piston, section 902 1 Fuel pump barrel, complete with plunger
1 Piston complete (with cooling pipe), piston 1 High-pressure pipe, each type
rod, piston rings and stuffing box, 1 Suction and puncture valve, complete
studs and nuts
1 set Piston rings for 1 cylinder Fuel valve, section 909
1 set Fuel valves for half the number of cylinders
Cylinder liner, section 903 on the engine for ABS
1 Cylinder liner with sealing rings and gaskets 1 set Fuel valves for all cylinders on one engine
1/2 set Studs for 1 cylinder cover for BV, CCS, DNVC, GL, KR, NKK, RINa, RS
and IACS
Cylinder lubricator, section 903
1 Cylinder lubricator, of largest size, complete Turbocharger, section 910
1 Set of makers standard spare parts
Connecting rod, and crosshead bearing, section 904 1 a) Spare rotor for one turbocharger, including:
1 Telescopic pipe with bushing for 1 cylinder compressor wheel, rotor shaft with turbine
1 Crankpin bearing shells in 2/2 with studs blades and partition wall, if any
and nuts
1 Crosshead bearing shell lower part with Scavenge air blower, section 910
studs and nuts 1 set Rotor, rotor shaft, gear wheel or equivalent
2 Thrust piece working parts
1 set Bearings for electric motor
Main bearing and thrust block, section 905 1 set Bearings for blower wheel
1 set Thrust pads for one face of ech size, if different 1 Belt, if applied
for "ahead" and "astern" 1 set Packing for blower wheel
9.07
MAN B&W Diesel A/S S26MC Project Guide
Piston rod stuffing box, plate 90205 Camshaft bearing and roller guide housing,
plate 90613
15 pcs Self locking nuts
5 pcs O-rings 1 Packing
5 pcs Top scraper rings
15 pcs Pack sealing rings Indicator drive, plate 90612
10 pcs Cover sealing rings 100 % Gaskets for indicator valves
120 pcs Lamellas for scraper rings 3 Indicator valve/cock complete
30 pcs Springs for top scaper and sealing rings
30 pcs Springs for scraper rings Regulating shaft, plate 90618
3 Resilient arm, complete
Cylinder frame, plate 90301
50 % Studs for cylinder cover (1cyl.)
1 pcs Bushing Arrangement of engine side console, plate 90621
50 % Nuts for cyl.cover studs (1cyl.)
2 Pull rods
Cylinder liner and cooling jacket, plate 90302
Main starting valve, plate 90702
1 pcs Cooling jacket of each kind
4 pcs Non return valves 1 pcs Repair kit for main actuator
100 % O-rings for one cylinder liner 1 pcs Repair kit for main ball valve
50 % Gaskets for cooling water connection 1 pcs *) Repair kit for actuator, slow turning
50 % O-rings for cooling water pipes 1 pcs *) Repair kit for ball valve, slow turning
*) if fitted
% Refer to one cylinder
178 39 44-6.1
Fig. 9.06a: Additional spare parts recommended by MAN B&W, option: 4 87 603
9.08
MAN B&W Diesel A/S S26MC Project Guide
Valve gear, details, plate 90806 Fuel oil high pressure pipes, plate 90913
1 pcs High pressure pipe, complete 1 pcs High pressure pipe, complete of each kind
100 % O-rings for high pressure pipes 100 % O-rings for high pressure pipes
4 pcs Sealing discs
Overflow valve, plate 90915
Cooling water outlet, plate 90810 1 pcs Overflow valve, complete
2 pcs Ball valve 1 pcs O-rings of each kind
1 pcs Butterfly valve
1 pcs Compensator
1 set Gaskets for butterfly valve and comp.
178 39 44-6.1
Fig. 9.06b: Additional spare parts recommended by MAN B&W, option: 4 87 603
9.09
MAN B&W Diesel A/S S26MC Project Guide
Fig. 9.06c: Additional spares part recommended by MAN B&W, option: 4 87 603
9.10
MAN B&W Diesel A/S S26MC Project Guide
Table A
Group No. Plate Qty. Descriptions
1 90201 1 set Piston rings for 1 cylinder
1 set O-rings for 1 cylinder
2 90205 1 set Lamella rings 3/3 for 1 cylinder
1 set O-rings for 1 cylinder
3 90205 1 set Top scraper rings 4/4 for 1 cylinder
1 set Sealing rings 4/4 for 1 cylinder
4 90302 1 Cylinder liner
1 set Outer O-rings for 1 cylinder
1 set O-rings for cooling water connections for 1 cylinder
1 set Gaskets for cooling water connections for 1 cylinder
1 set Sealing rings for 1 cylinder
5 90801 1 Exhaust valve spindle
1 set Piston rings for exhaust valve air piston and oil piston for 1 cylinder
6 90801 1 set O-rings for water connections for 1 cylinder
1 set Gasket for cooling for water connections for 1 cylinder
1 set O-rings for oil connections for 1 cylinder
7 90801 1 Spindle guide
2 Air sealing ring
1 set Guide sealing rings for 1 cylinder
8 90801 1 Exhaust valve bottom piece
1 set O-rings for bottom piece for 1 cylinder
9 90805 1 set Bushing for roller guides for 1 cylinder
1 set Washer for 1 cylinder
10 90901 1 Plunger and barrel for fuel pump
1 Suction valve complete
1 set O-rings for 1 cylinder
11 90910 1 Fuel valve nozzle
1 Spindle guide complete
1 set O-rings for 1 cylinder
12 1 Slide bearing for turbocharger for 1 engine
1 Guide bearing for turbocharger for 1 engine
13 1 set Guide bars for 1 engine
14 2 Set bearings for auxiliary blowers for 1 engine
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 33 98-2.2
9.11
MAN B&W Diesel A/S S26MC Project Guide
Table B
Service hours 0-6000 0-12000
Group Number of cylinders
No
Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
1 Set of piston rings 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12
Set of piston rod stuffing box,
2 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12
lamella rings
Set of piston rod stuffing box,
3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 Exhaust valve spindles 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6 O-rings for exhaust valve 4 5 6 7 8 9 10 11 12 8 10 12 14 16 18 20 22 24
7 Exhaust valve guide bushings 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8 Exhaust seat bottom pieces 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Bushings for roller guides for fuel
9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
pump and exhaust valve
10 Fuel pump plungers 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11 Fuel valve guides and atomizers 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12 Set slide bearings per TC 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
13 Set guide bars for chain drive 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
14 Set bearings for auxiliary blower 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Table B
Service hours 0-18000 0-24000
Group Number of cylinders
No.
Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
1 Set of piston rings 4 5 6 7 8 9 10 11 12 8 10 12 14 16 18 20 22 24
Set of piston rod stuffing box,
2 4 5 6 7 8 9 10 11 12 8 10 12 14 16 18 20 22 24
lamella rings
Set of piston rod stuffing box,
3 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 Exhaust valve spindles 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6 O-rings for exhaust valve 12 15 18 21 24 27 30 33 36 16 20 24 28 32 36 40 44 48
7 Exhaust valve guide bushings 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
8 Exhaust seat bottom pieces 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Bushings for roller guides for fuel
9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
pump and exhaust valve
10 Fuel pump plungers 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11 Fuel valve guides and atomizers 8 10 12 14 16 18 20 22 24 8 10 12 14 16 18 20 22 24
12 Set slide bearings per TC 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1 1
13 Set guide bars for chain drive 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
14 Set bearings for auxiliary blower 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1 1
178 30 98-2.2
Fig.9.07b: Wearing parts, option: 4 87 629
9.12
MAN B&W Diesel A/S S26MC Project Guide
Table B
Service hours 0-30000 0-36000
Group Number of cylinders
No.
Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
1 Set of piston rings 8 10 12 14 16 18 20 22 24 12 15 18 21 24 27 30 33 36
Set of piston rod stuffing box,
2 8 10 12 14 16 18 20 22 24 12 15 18 21 24 27 30 33 36
lamella rings
Set of piston rod stuffing box,
3 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 Exhaust valve spindles 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12
6 O-rings for exhaust valve 20 25 30 35 40 45 50 55 60 24 30 36 42 48 54 60 66 72
7 Exhaust valve guide bushings 8 10 12 14 16 18 20 22 24 8 10 12 14 16 18 20 22 24
8 Exhaust seat bottom pieces 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12
Bushings for roller guides for fuel
9 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12
pump and exhaust valve
10 Fuel pump plungers 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12
11 Fuel valve guides and atomizers 8 10 12 14 16 18 20 22 24 16 20 24 28 32 36 40 44 48
12 Set slide bearings per TC 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
13 Set guide bars for chain drive 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1 1
14 Set bearings for auxiliary blower 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Table B
Service hours 0-42000 0-48000
Group Number of cylinders
No.
Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
1 Set of piston rings 12 15 18 21 24 27 30 33 36 16 20 24 28 32 36 40 44 48
Set of piston rod stuffing box,
2 12 15 18 21 24 27 30 33 36 16 20 24 28 32 36 40 44 48
lamella rings
Set of piston rod stuffing box,
3 8 10 12 14 16 18 20 22 24 8 10 12 14 16 18 20 22 24
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 Exhaust valve spindles 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
6 O-rings for exhaust valve 28 35 42 49 56 63 70 77 84 32 40 48 56 64 72 80 88 96
7 Exhaust valve guide bushings 12 15 18 21 24 27 30 33 36 12 15 18 21 24 27 30 33 36
8 Exhaust seat bottom pieces 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
Bushings for roller guides for fuel
9 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
pump and exhaust valve
10 Fuel pump plungers 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
11 Fuel valve guides and atomizers 16 20 24 28 32 36 40 44 48 24 30 36 42 48 54 60 66 72
12 Set slide bearings per TC 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2
13 Set guide bars for chain drive 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
14 Set bearings for auxiliary blower 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2
178 30 98-2.2
9.13
MAN B&W Diesel A/S S26MC Project Guide
Table B
Service hours 0-54000 0-60000
Group Number of cylinders
No.
Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
1 Set of piston rings 16 20 24 28 32 36 40 44 48 20 25 30 35 40 45 50 55 60
Set of piston rod stuffing box,
2 16 20 24 28 32 36 40 44 48 20 25 30 35 40 45 50 55 60
lamella rings
Set of piston rod stuffing box,
3 8 10 12 14 16 18 20 22 24 12 15 18 21 24 27 30 33 36
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 Exhaust valve spindles 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
6 O-rings for exhaust valve 36 45 54 63 72 81 90 99 10 40 50 60 70 80 90 10 11 12
8 0 0 0
7 Exhaust valve guide bushings 16 20 24 28 32 36 40 44 48 16 20 24 28 32 36 40 44 48
8 Exhaust seat bottom pieces 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
Bushings for roller guides for
9 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
fuel pump and exhaust valve
10 Fuel pump plungers 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
11 Fuel valve guides and atomizers 24 30 36 42 48 54 60 66 72 24 30 36 42 48 54 60 66 72
12 Set slide bearings per TC 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
13 Set guide bars for chain drive 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
14 Set bearings for auxiliary blower 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
178 33 98-2.2
9.14
MAN B&W Diesel A/S S26MC Project Guide
9.15
MAN B&W Diesel A/S S26MC Project Guide
The engine is delivered with the following standard Exhaust valve and valve gear, section 908
tools for dismantling and mounting of spare parts. 1 set Overhaul tools for high pressure connections
Mass: Approximately 350 kg 1 Lifting device for roller guide
1 Exhaust valve spindle and seat, pneumatic
Cylinder cover, section 901 grinding machine
1 set Milling and grinding tools for exhaust valve seats 1 set Exhaust valve spindle and seat, checking
1 set Cylinder cover studs, hydraulic jack templates
1 Fuel valve extractor
1 Cylinder cover lifting gear (part of cylinder Fuel valve and fuel pump, section 909
liner lifting gear) 1 Fuel valve test rig, VPU-603
1 set Fuel pump barrel and plunger, lifting tools
Piston with rod and stuffing box, section 902 1 set Fuel oil high pressure pipe and connection,
1 set Lifting gears for piston overhaul tools
1 Guide ring for piston 1 set Fuel valve overhaul tools
1 Support for piston 1 Fuel pump overhaul tool
1 set Piston overhaul tools 1 set Roller guide and fuel pump housing, lifting
1 set Stuffing box overhaul tools tools
1 set Tilting gears for piston
1 Piston pressure testing tool Turbocharger and air cooler system, section 910
1 set Turbocharger overhaul and rotor cleaning
Cylinder liner and cylinder frame, section 903 tools
1 set Cylinder liner lifting gears 1 set Air cooler cleaning tools
1 set Piston lifting and tilting gears (only low lift)
Safety equipment, section 911
Crosshead and connecting rod, section 904 1 Safety valve pressure testing tool
1 Lifting attachment for connecting rod
1 Lifting tool for crosshead Main part assembling, section 912
1 set Crosshead and crankpin bearing bolt 1 set Staybolt hydraulic jacks
hydraulic jacks
General tools, section 913
Crankshaft and main bearing, section 905 913.1 Accessories
1 set Dismantling tools for lower main bearing shell 1 Hydraulic high pressure pump,
1 Pin gauge for top dead centre pneumatically operated
1 Thrust bearing turning tool 1 set High pressure hose and couplings
1 Crankcase relief valve testing tool
913.2 Ordinary hand tools
Camshaft, chain drive and reversing 1 set Torque spanners
mechanism, section 906 1 set Socket spanners
1 set Pin gauges for gear 1 set Ring ram spanners
1 set Chain assembling tools 1 set Fork ram spanners
1 set Chain disassembling tools 1 set Special spanners
1 set Main bearing studs, hydraulic jack
1 set Cam adjusting tools 913.3 Miscellaneous
1 set Shackles
Starting air system, section 907 1 set Eye-bolts
1 set Starting valve overhaul tools 1 Indicator
1 set Cylinder measuring tools
178 42 04-7.0
9.16
MAN B&W Diesel A/S S26MC Project Guide
178 42 08-5.0
Fig. 9.10a: Dimensions and masses of large tools
9.17
MAN B&W Diesel A/S S26MC Project Guide
178 30 32-7.0
Fig. 9.10b: Dimensions and masses of tools
9.18
MAN B&W Diesel A/S S26MC Project Guide
178 13 70-2.0
Pneumatic support grinding machine for exhaust valve spindles and bottom pieces
Dimensions in wooden box 440 x 380 x 185 mm, mass 25 kg.
Pneumatic or electric grinding machine for cylinder cover/cylinder liner, (option: 4 88 610)
Mass 60 kg.
178 34 36-6.0
9.19
MAN B&W Diesel A/S S26MC Project Guide
178 43 48-5.0
9.20
MAN B&W Diesel A/S S26MC Project Guide
178 43 48-5.0
9.21
Documentation 10
MAN B&W Diesel A/S S26MC Project Guide
10 Documentation
MAN B&W Diesel is capable of providing a wide va- MC-engine packages, including
riety of support for the shipping and shipbuilding in- controllable pitch propellers,
dustries all over the world. auxiliary units,
remote control system
The knowledge accumulated over many decades Vibration aspects.
by MAN B&W Diesel covering such fields as the se-
lection of the best propulsion machinery, optimisa- After selecting the engine type on the basis of this
tion of the engine installation, choice and suitability general information, and after making sure that the
of a Power Take Off for a specific project, vibration engine fits into the ships design, then a detailed
aspects, environmental control etc., is available to project can be carried out based on the Project
shipowners, shipbuilders and ship designers alike. Guide for the specific engine type selected.
Engine data
Layout and load diagrams
specific fuel oil consumption
Turbocharger choice
Electricity production, including
power take off
Installation aspects
Auxiliary systems
10.01
MAN B&W Diesel A/S S26MC Project Guide
Further customised documentation can be ob- The Extent of Delivery includes a list of the basic
tained from MAN B&W Diesel A/S, and for this pur- items and the options of the main engine and auxil-
pose we have developed a Computerised Engine iary equipment and, it is divided into the systems
Application System, by means of which specific and volumes stated below:
calculations can be made during the project stage,
such as: General information
4 00 xxx General information
Estimation of ships dimensions 4 02 xxx Rating
Propeller calculation and power prediction 4 03 xxx Direction of rotation
Selection of main engine 4 06 xxx Rules and regulations
Main engines comparison 4 07 xxx Calculation of torsional and
Layout/load diagrams of engine axial vibrations
Maintenance and spare parts costs of the engine 4 09 xxx Documentation
Total economy comparison of engine rooms 4 11 xxx Electrical power available
Steam and electrical power ships requirement 4 12 xxx Dismantling and packing of engine
Auxiliary machinery capacities for derated engine 4 14 xxx Testing of diesel engine
Fuel consumption exhaust gas data 4 17 xxx Supervisors and advisory work
Heat dissipation of engine
Utilisation of exhaust gas heat Diesel engine
Water condensation separation in air coolers 4 30 xxx Diesel engine
Noise engine room, exhaust gas, structure borne 4 31 xxx Torsional and axial vibrations
Preheating of diesel engine 4 35 xxx Fuel oil system
Utilisation of jacket cooling water heat, FW 4 40 xxx Lubricating oil system
production 4 42 xxx Cylinder lubricating oil system
Starting air 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
Extent of Delivery 4 50 xxx Starting and control air systems
4 54 xxx Scavenge air cooler
The Extent of Delivery (EOD) sheets have been 4 55 xxx Scavenge air system
compiled in order to facilitate communication be- 4 59 xxx Turbocharger
tween owner, consultants, yard and engine maker 4 60 xxx Exhaust gas system
during the project stage, regarding the scope of 4 65 xxx Manoeuvring system
supply and the alternatives (options) available for 4 70 xxx Instrumentation
MAN B&W two-stroke MC engines. 4 75 xxx Safety, alarm and remote indi. system
4 78 xxx Electrical wiring on engine
There are two versions of the EOD:
Miscellaneous
Extent of Delivery for 98 - 50 type engines, and 4 80 xxx Miscellaneous
Extent of Delivery for 46 - 26 type engines. 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
10.02
MAN B&W Diesel A/S S26MC Project Guide
The Extent of Delivery (EOD) is the basis for speci- When a final contract is signed, a complete set of
fying the scope of supply for a specific order. documentation, in the following called Installa-
tion Documentation, will be supplied to the buyer.
The list consists of some basic items and some
optional items. The Installation Documentation is divided into the
A and B volumes mentioned in the Extent of
The Basic items defines the simplest engine, de- Delivery under items:
signed for attended machinery space (AMS), with-
out taking into consideration any specific require- 4 09 602 Volume A:
ments from the classification society, the yard or Mainly comprises general guiding system drawings
the owner. for the engine room
The options are extra items that can be alterna- 4 09 603 Volume B:
tives to the basic or additional items available to Mainly comprises drawings for the main engine it-
fulfil the requirements/functions for a specific pro- self
ject.
Most of the documentation in volume A are similar
We base our first quotations on a scope of supply to those contained in the respective Project Guides,
mostly required, which is the so called Copenha- but the Installation Documentation will only cover
gen Standard EOD, which are marked with an as- the order-relevant designs. These will be forwarded
terisk *. within 4 weeks from order.
The EOD is often used as an integral part of the fi- The following list is intended to show an example of
nal contract. such a set of Installation Documentation, but the
extent may vary from order to order.
10.03
MAN B&W Diesel A/S S26MC Project Guide
10.04
MAN B&W Diesel A/S S26MC Project Guide
10.05
MAN B&W Diesel A/S S26MC Project Guide
10.06
MAN B&W Diesel A/S S26MC Project Guide
10.07
Scaled Engine Outline 11
MAN B&W Diesel A/S S26MC Project Guide
178 40 97-9.0
Fig. 11.01a: Scaled engine outline 4-9S26MC, with turbocharger aft, scaled 1:50
11.01
MAN B&W Diesel A/S S26MC Project Guide
178 40 97-9.0
Fig. 11.01b: Scaled engine outline 4-9S26MC, with turbocharger aft, scaled 1:50
11.02
MAN B&W Diesel A/S S26MC Project Guide
178 40 97-9.0
Fig. 11.01c: Scaled engine outline 4-9S26MC, with turbocharger aft, scaled 1:100
11.03