3 04 LT Cooling System

CENTRAL COOLING SYSTEM
LT cooling system with low / high temperature
Ole Skeltved
Head of the Marine Installation Department
Marine Low Speed, Engineering
MAN Diesel & Turbo EELEE4//OLS/2015-08-26 CENTRAL COOLING SYSTEM < 1 >
Agenda
1 Central Cooling Water System Temperature Set-point
2 Low temperature influence at the fuel oil consumption
3 Low temperature influence at the cylinder condition
4 Various scavenge air cooling solutions
MDT standard cooling water diagram
10 C temperature set-point has been

recommended in many years
10 C temperature set-point
LT system temperature versus SW temperature
The temperature in the low temperature

SW temperature + 4C
40
(LT) fresh water (FW) system will always
35 be approx. 4 C higher than the sea water
LT temperature (C)
30 (SW) temperature supplied to the central

25 cooler by applying a 10 C set-point for the
20 thermostatic valve.
15
10
5 That means that all water is forced through
0 the central cooler and the thermostatic
0 5 10 15 20 25 30 35
SW temperature (C)
valve will first start mixing water when the
Figure B: LT system temperature vs. SW temperature e.g. SW = 18 C -> LT = 22 C SW temperature is below 6 C for keeping
a temperature at 10 C.
Applying the 10C set-point temperature ensures that the FW cooling water always will be as
cold as possible, but not too cold for the main engine LO cooler
Set-point for thermostatic valve
Ultimo year 2014 MAN Diesel & Turbo changed the 10 C temperature set-point for the
central cooling water thermostatic valve:
From a recommendation to a requirement
This is informed in the below distributed documentations:
Service letter SL2014-589

To whom it may concern, dated the 26th of
September 2014
The documents are available on request.
Design / dimensioning of the Central
cooler system
It has to mentioned that the Central Cooler System shall be designed for 36 C as this is the
worst case scenario i.e.
Central cooler design temperatures:
Sea Water inlet temperature: 32 C

Freshwater outlet temperature 36 C
Reason for the 10 C set-point temperature
The reason for the 10 C set-point temperature is to achieve an optimal engine

performance with regard to:
Fuel oil consumption

Cylinder condition
It is important to ensure the lowest possible cooling water inlet temperature at the
scav. air cooler to ensure the lowest possible scav. air temperature to the
combustion chamber!
Agenda
Fuel oil consumption issue
Low water coolant temperature will lead to low scav. air inlet temperature which
will lead to a lower SFOC.
Example (6G60ME-C9.5):
Engine operate in the following ambient
condition: 6G60ME-C9.5
Air temp. = 20 C SMCR=16,080 kW @ 97.0 r/min - NCR(90% of SMCR)=14,472 kW @ 93.7 r/min
174
Sea water temp. = 18 C 173
SFOC ambient air: 20 C,
scavenge air coolant: 36
C (g/kWh)
Air humidity = 60 % 172
171
SFOC ambient air: 20 C,
Two CEAS reports have been created where 170
scavenge air coolant: 22
C (g/kWh)
the specified condition have been specified 169
SFOC (g/kWh)
as: 168
167
1) Thermostatic valve set-point = 36 C 166
165
164
Air temp. = 20 C
163
Scav. Coolant temp. = 36 C
162
161
2) Thermostatic valve set-point = 10 C 20 30 40 50 60
Engine load (%)
70 80 90 100
Air temp. = 20 C
Scav. Coolant temp. (18+4) = 22 C
Agenda
Cylinder condition issue
Cold corrosion is a phenomenon caused by sulphuric

acid condensation after the combustion at the liner wall
which creates significant wear at liner and piston rings!
One of the influencing factors creating this unfavourable

cylinder condition is:
The Humidity in the scav air.

(More humid -> more condensate -> more wear)
For achieving an optimal engine performance with

regard to cylinder condition it is therefore important that
the humidity is as low as possible.
Low water coolant temperature will lead to low scav. air inlet temperature which will lower
the limit for water condensation. I.e. in some ambient conditions will it be possible to
enlarge the water condensation only by lowering the water coolant temperature.
Low water coolant temperature will lead to enlarge amount of water condensation
Example (6G60ME-C9.5): Thermostatic valve

Engine operate in the following ambient set-point = 36 C
condition: Thermostatic valve
Engine Condensed
Air temp. = 20 C load water set-point = 10 C
Sea water temp. = 18 C Engine Condensed
(%) (t/24h)
load water
Air humidity = 60 % 100 0
(%) (t/24h)
95 0
100 4.8
90 0
Two CEAS reports have been created where 85 0
95 4.7
the specified condition have been specified 90 4.6

80 0
85 4.3
as: 75 0
80 4.1
70 0
75 3.9
65 0
1) Thermostatic valve set-point = 36 C 70 3.2
60 0
65 2.6
55 0
60 2.1
Air temp. = 20 C 50 0
55 1.6
Scav. Coolant temp. = 36 C 45 0
50 1.1
40 0
45 0.6
35 0
2) Thermostatic valve set-point = 10 C 30 0
40 0.1
35 0
25 0
30 0
Air temp. = 20 C 25 0
Scav. Coolant temp. (18+4) = 22 C
Measured cylinder wear a different scav. air temperatures
Test at S80ME-C, engine load = 66% , BN100

Humidity: 70%
450
Fe (ppm)
400
350
300 T42-1
250 T42-2
200 T43-1
150 T43-2
100
50
0
45 50 55 60
Scav. air temperature (C)
Agenda
Central cooling water design issues
When designing aux. FW central cooling water systems with a 10 C temperature

requirement, it is therefore very important all other components such as:
Aux. engines,
Starting air compressors,
Provision and air condition compressors,
etc.,
are capable of handling the above described

low temperature requirement.
MDT principle standard cooling water diagram
If, for some reason, these components are not capable to handle low temperatures, an
alternatively cooling water system shall be applied.
In the coming slides some alternatives are given.
Please note the following:

We have assumed that the min. temperature required for the aux. consumers are 36C. But
this has to be determined case by case in a close dialogue with all the aux. equipment
suppliers in question. Most likely the min. set-point temperatures for the aux. equipment can
be lower than the 36C.
Separate integrated aux. equipment circuit
Additional thermostatically valve installed for controlling the circuit temperature

Aux. equipment pumps (redundancy pump may be omitted if the above mentioned valve
automatically close bypass port by a not running pump)
Separate integrated LO cooler / JCW cooler
/ aux. equipment circuit
3- way valve for the central cooler can be avoided

The main engine will receive a lower inlet temperature when vessel is operated in SW
below 6C
Separated cooling water systems
Operation flexibility for energy saving by shutting down the cooling system for main
engine scav. air cooler during port stays
Possible operational savings by having variable frequency drives at the central pumps
for LO cooler / JCW cooler and aux. equipment
Separated cooling water systems with
separated SW pumps
Same benefits as mentioned at previously slide

Possible operational savings by having variable frequency drives at the SW pumps for
aux. equipment central cooler
SW / FW cooling water systems with
common SW pumps
The scav. air cooler will always receive a ~4C lower temperature than obtained in the
FW cooled scav. air cooled system
Possible operational savings by having variable frequency drives at the central cooling
pumps for LO cooler / JCW cooler and aux. equipment
Disadvantage is that maintenance of a bigger SW pipe and the scav. cooler system
must be foreseen
SW / FW cooling water systems with
separated SW pumps
Same benefits and disadvantage as mentioned at previously slide

Possible operational savings by having variable frequency drives at the SW pumps for
aux. equipment central cooler.
Disclaimer
All data provided in this document is non-binding.

This data serves informational purposes only and is especially
not guaranteed in any way. Depending on the subsequent
specific individual projects, the relevant data may be subject
to changes and will be assessed and determined individually
for each project. This will depend on the particular
characteristics of each individual project, especially specific
site and operational conditions.
Do you have any more questions?
Ole Skeltved
Head of Marine Installation Department LEE4
Marine Low Speed Engineering
MAN Diesel & Turbo
Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone: +45 3385 2611 - Direct line

Phone: +45 3385 1100 - Switchboard
ole.skeltved@man.eu
www.mandieselturbo.com

3 04 LT Cooling System

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

3 04 LT Cooling System

Uploaded by

Copyright:

Available Formats

CENTRAL COOLING SYSTEM

LT cooling system with low / high temperature

1 Central Cooling Water System Temperature Set-point

2 Low temperature influence at the fuel oil consumption

3 Low temperature influence at the cylinder condition

4 Various scavenge air cooling solutions

10 C temperature set-point has been

The temperature in the low temperature

30 (SW) temperature supplied to the central

From a recommendation to a requirement

This is informed in the below distributed documentations:

Service letter SL2014-589

The documents are available on request.

Central cooler design temperatures:

Sea Water inlet temperature: 32 C

The reason for the 10 C set-point temperature is to achieve an optimal engine

Fuel oil consumption

1 Central Cooling Water System Temperature Set-point

2 Low temperature influence at the fuel oil consumption

3 Low temperature influence at the cylinder condition

4 Various scavenge air cooling solutions

the specified condition have been specified 169

1) Thermostatic valve set-point = 36 C 166

1 Central Cooling Water System Temperature Set-point

2 Low temperature influence at the fuel oil consumption

3 Low temperature influence at the cylinder condition

4 Various scavenge air cooling solutions

Cold corrosion is a phenomenon caused by sulphuric

One of the influencing factors creating this unfavourable

The Humidity in the scav air.

For achieving an optimal engine performance with

Example (6G60ME-C9.5): Thermostatic valve

the specified condition have been specified 90 4.6

Test at S80ME-C, engine load = 66% , BN100

1 Central Cooling Water System Temperature Set-point

2 Low temperature influence at the fuel oil consumption

3 Low temperature influence at the cylinder condition

4 Various scavenge air cooling solutions

When designing aux. FW central cooling water systems with a 10 C temperature

are capable of handling the above described

MDT principle standard cooling water diagram

In the coming slides some alternatives are given.

Please note the following:

Additional thermostatically valve installed for controlling the circuit temperature

3- way valve for the central cooler can be avoided

Same benefits as mentioned at previously slide

Same benefits and disadvantage as mentioned at previously slide

All data provided in this document is non-binding.

Phone: +45 3385 2611 - Direct line

You might also like