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MAN 32/44CR
Project Guide Marine
Four-stroke diesel engines compliant with
MAN Diesel & Turbo IMO Tier II
falzen
MAN Diesel & Turbo
MAN 32/44CR
Project Guide Marine
Four-stroke diesel engines compliant with IMO Tier II
All data provided in this document is non-binding. This data serves informa-
tional purposes only and is especially not guaranteed in any way. Depending
on the subsequent specific individual projects, the relevant data may be sub-
Marine
ject 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.
EN
MAN Diesel & Turbo
MAN 32/44CR IMO Tier II Project Guide
86224 Augsburg
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-3382
www.mandieselturbo.com
Marine
EN
MAN Diesel & Turbo
Table of contents
Table of contents
1 Introduction .......................................................................................................................................... 11
1.1 Medium speed propulsion engine programme ........................................................................ 11
1.2 Engine description MAN 32/44CR IMO Tier II ........................................................................... 12
1.3 Engine overview ........................................................................................................................ 15
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2.17.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical
Table of contents
propulsion with CPP ............................................................................................ 109
2.17.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Mechanical propulsion with CPP ....................................................................... 111
2.17.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Mechanical propulsion with CPP ....................................................................... 112
2.17.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with CPP, constant speed .................................................................. 113
2.17.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II
Mechanical propulsion with CPP, constant speed ................................................ 114
2.18 Planning data for emission standard: IMO Tier II Mechanical propulsion with FPP ......... 116
2.18.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical
propulsion with FPP ............................................................................................. 116
2.18.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical
propulsion with FPP ............................................................................................. 117
2.18.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Mechanical propulsion with FPP ........................................................................ 119
2.18.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Mechanical propulsion with FPP ........................................................................ 120
2.18.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with FPP ............................................................................................. 122
2.18.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II
Mechanical propulsion with FPP .......................................................................... 123
2.19 Planning data for emission standard: IMO Tier II Suction dredger/pumps (mechanical
drive) ....................................................................................................................................... 124
2.19.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive) ....................................................................... 124
2.19.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive) ....................................................................... 126
2.19.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Suction dredger/pumps (mechanical drive) ........................................................ 127
2.19.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Suction dredger/pumps (mechanical drive) ........................................................ 129
2.19.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive) ....................................................................... 130
2.19.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive) ....................................................................... 131
2.20 Operating/service temperatures and pressures .................................................................... 132
2.21 Filling volumes ........................................................................................................................ 138
2.22 Internal media systems Exemplary ..................................................................................... 139
2.23 Venting amount of crankcase and turbocharger ................................................................... 143
2.24 Exhaust gas emission ............................................................................................................. 144
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2.24.1 Maximum permissible NOx emission limit value IMO Tier II ................................... 144
2.24.2 Smoke emission index (FSN) ................................................................................ 144
2.24.3 Exhaust gas components of medium speed four-stroke diesel engines ................ 144
2.25 Noise ........................................................................................................................................ 147
2.25.1 Airborne noise ...................................................................................................... 147
2.25.2 Intake noise ......................................................................................................... 149
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Table of contents
4.10 Cooling water system cleaning .............................................................................................. 265
4.11 Specification of intake air (combustion air) .......................................................................... 267
4.12 Specification of compressed air ............................................................................................. 269
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5.7.2 Components and assemblies of the exhaust gas system ..................................... 364
Table of contents
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Table of contents
9.7.3 Follow-up preservation when preservation period is exceeded ............................. 442
9.7.4 Removal of corrosion protection .......................................................................... 442
9.8 Engine colour .......................................................................................................................... 442
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MAN Diesel & Turbo 1
1 Introduction
General
The actual MAN 32/44CR engine represents the newest technologies in the
area of medium speed operated industrial sized diesel engines. By the use of
electronic injection, high efficiency turbochargers, electronic hardware and
variable valve timing the MAN 32/44CR is a synthesis of the most advanced
large engine technologies available.
Safety concept
The common rail system comprises an intelligent designed safety concept:
All high-pressure pipes are screened or have a double wall design.
Flow limiting valves at each cylinder prevent uncontrolled injection.
Redundant high-pressure pumps guarantee further operation of the
engine even in the event of high-pressure pump malfunction.
Redundant twin type pressure sensors and speed sensors assure that
the engine stays operational even in the event of failure of one of these
elements. In case of single-engine plants the ECUs (Electronic Control
Units) are in double type as well.
Boost injection
A special, patented feature for common rail engines, called boost injection,
was introduced parallel with release of the IMO Tier II engines. SaCoSone is
able to detect a load increase at the engine at early stage and to improve the
load response of the engine significantly by activation of a boost injection in
the common rail control.
Electronics SaCoSone
The MAN 32/44CR is equipped with the latest generation of proven MAN
Diesel & Turbo engine management systems. SaCoSone combines all func-
tions of modern engine management into one complete system. Thoroughly
integrated with the engine, it forms one unit with the drive assembly.
SaCoSone offers:
1 Introduction
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Fuels
The common rail injection system of the MAN 32/44CR was designed for
operation with heavy fuel oil (HFO) in accordance with specification DIN ISO
8217 (viscosities up to 700 cSt at 50 C) and fuel temperatures up to
150 C. Of course it can also be operated with marine diesel oil (MDO) and
marine gas oil (MGO).
Components
The MAN 32/44CR is equipped with the newest generation of MAN Diesel &
Turbo turbochargers (TCR). Based on positive experiences from the MAN
32/40, important power unit components, such as crankshaft, conrod and
piston, were optimised for increased performance. It was ensured in this way
that the 600 kW/cyl. engine has the tried and tested good wear properties
for which MAN Diesel & Turbo engines are well known throughout the world.
Variable valve timing enables variations in the opening and closing of the inlet
valves. VVT is an enabling technology of variable Miller valve timing. A strong
Miller effect under high load operation results in an improvement in the NOx-
SFOC trade-off. At low load the Miller valve timings are reduced to attain
higher combustion temperatures and thus lower soot emissions.
Starting system
The engine uses a compressed air starter that transmits the torque directly to
the flywheel. The starter module also includes a flexible turning gear.
The class approved ECOMAP 2.0 provides the owner with a significantly
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improved flexibility to cope with varying voyage profiles in a more fuel eco-
nomic manner. An optional advisory tool supporting the map selection and
intelligent load sharing is also available.
For more information please contact MAN Diesel & Turbo directly.
Figure 2: Engine overview, MAN L32/44CR view on counter coupling side (CCS)
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Note:
Waste gate piping to the turbocharger on right side, seen in exhaust gas flow
direction.
TC's at CS Waste gate piping connected to A-side.
TC's at CCS Waste gate piping connected to B-side.
1 Introduction
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2 Silencer
1 Introduction
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Approved applications
The MAN 32/44CR is designed as multi-purpose drive. It has been approved
by type approval as marine main engine and auxiliary engine by all main clas-
sification societies (ABS, BV, CCS, ClassNK, CR, CRS, DNV, GL, KR, LR,
RINA, RS).
As marine main engine1) and auxiliary engine it may be applied for mechanical
or diesel-electric propulsion drive2) for applications as:
Bulker, container vessel and general cargo vessel
Ferry and cruise liner
Tanker
Fishing vessel
Dredger and tugs in line with project requirements regarding required
high-torque performance engine will be adapted
Others to fulfill all customers needs the project requirements have to be
defined at an early stage
For the applications named above the MAN 32/44CR can be applied for sin-
gle- and for multi-engine plants.
The engine MAN 32/44CR as marine auxiliary engine it may be applied for
diesel-electric power generation2) for auxiliary duties for applications as:
Auxiliary GenSet3)
Emergency GenSet all project requirements such as maximum inclina-
tion and required start-up time need to be clarified at an early project
stage
Note:
The engine is not designed for operation in hazardous areas. It has to be
ensured by the ship's own systems, that the atmosphere of the engine room
is monitored and in case of detecting a gas-containing atmosphere the
engine will be stopped immediately.
In line with rules of classifications societies each engine whose driving force
1)
3)
Not used for emergency case or fire fighting purposes.
Offshore
For offshore applications it may be applied as mechanical or diesel-electric
drive4) or as auxiliary engine for applications for:
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Due to the wide range of possible requirements such as flag state regula-
tions, fire fighting items, redundancy, inclinations and dynamic positioning
modes all project requirements need to be clarified at an early stage.
Note:
The engine is not designed for operation in hazardous areas. It has to be
ensured by the ship's own systems, that the atmosphere of the engine room
is monitored and in case of detecting a gas-containing atmosphere the
engine will be stopped immediately.
4)
See section Engine ratings (output) for different applications, Page 35.
Operation of the engine outside the specified operated range, not in line with
the media specifications or under specific emergency situations (e.g. sup-
pressed load reduction or engine stop by active "Override", triggered fire-
fighting system, crash of the vessel, fire or water ingress inside engine room)
is declared as not intended use of the engine (for details see engine specific
operating manuals). If an operation of the engine occurs outside of the scope
of supply of the intended use a thorough check of the engine and its compo-
nents needs to be performed by supervision of the MAN Diesel & Turbo serv-
ice department. These events, the checks and measures need to be docu-
mented.
45 C.
Note:
Condensation of the air at engine components must be prevented.
Note:
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It can be assumed that the air temperature in the area of the engine and
attached components will be 5 10 K above the ambient air temperature
outside the engine room. If the temperature range is not observed, this can
affect or reduce the lifetime of electrical/electronic components at the engine
or the functional capability of engine components. Air temperatures at the
engine > 55 C are not permissible.
7L 1)
TCR22-42
8L TCR22-42 TCR22-42
9L TCR22-42 TCR22-42
14V 1)
2x TCR22-42
Turbocharger assignments mentioned above are for guidance only and may
vary due to project-specific reasons. Consider the relevant turbocharger
project guides for additional information.
2 Engine and operation
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7L 11,268 10,693 78
9L 12,328 11,779 91
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Table 3: Inclinations
Note:
For higher requirements contact MAN Diesel & Turbo. Arrange engines
always lengthwise of the ship.
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VVT X X X
Slow turn O X O
cylinder pressure limitation density leads to the danger of excessive charge air pressure and, conse-
(see flap 2 in figure quently, to excessive cylinder pressure. In order to avoid such conditions,
Overview flaps, Page part of the charge air is withdrawn downstream (flap 2, cold blow-off) of the
31) charge air cooler and blown off.
Charge air by-pass (see flap The charge air pipe is connected to the exhaust pipe via a reduced diameter
6 in figure Overview flaps, pipe and a by-pass flap. The flap is closed in normal operation.
Page 31)
Two-stage charge air cooler The two stage charge air cooler consists of two stages which differ in the
temperature level of the connected water circuits. The charge air is first
cooled by the HT circuit (high temperature stage of the charge air cooler,
engine) and then further cooled down by the LT circuit (low temperature
stage of the charge air cooler, lube oil cooler).
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CHATCO The charge air temperature control CHATCO serves to prevent accumulation
of condensed water in the charge air pipe. In this connection, the charge air
temperature is, depending on the intake air temperature, controlled in such a
way that, assuming a constant relative air humidity of 80 %, the temperature
in the charge air pipe does not fall below the condensation temperature.
Jet Assist Jet Assist for acceleration of the turbocharger is uesd where special
2.2 Engine design
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PISO, standard: ISO standard output (as specified in DIN ISO 3046-1)
600 kW/cyl., 720/750 rpm
560 kW/cyl., 720 or 750 rpm for 7L/14V (600 kW/cyl. not available)
No. of cylin- Engine rating, PISO, standard1) 2)
ders,
config. 720 rpm3) 750 rpm
Available turning kW Available turning kW
direction CW/CCW4) direction CW/CCW4)
6L Yes/Yes 3,600 Yes/Yes 3,600
Note:
Power take-off on engine free end up to 100 % of rated output.
1)
PISO, standard as specified in DIN ISO 3046-1, see paragraph Reference conditions for engine rating, Page 34.
2)
Engine fuel: Distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fulfilling the stated qual-
2 Engine and operation
ity requirements.
3)
Speed 720 rpm available for alternator drive only.
4)
CW clockwise; CCW counter clockwise.
5)
With 560 kW/cyl., 600 kW/cyl. not available.
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Relative humidity r % 30
Cooling water temperature inlet charge air cooler (LT stage) K/C 298/25
Table 6: Reference conditions for engine rating
2 Engine and operation
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Electricity generation
FPP5) 7L/14V: 90
vide additional engine power for governing purpose only (e.g. transient load conditions and suddenly applied
load).This additional power shall not be used for the supply of electrical consumers.
4)
12 20V GenSets with flexible coupling only.
5)
Only applicable with nominal speed of 750 rpm.
6)
According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines
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1. No derating
No derating necessary, provided that the conditions listed are met:
Cooling water temperature inlet charge air cooler (LT stage) 311 K (38 C)
Relative humidity r 60 %
1)
Below/above atmospheric pressure.
Table 8: Derating Limits of ambient conditions
2. Derating
Contact MAN Diesel & Turbo:
If limits of ambient conditions mentioned in the upper table Derating
Limits of ambient conditions, Page 36 are exceeded. A special calcula-
tion is necessary.
If higher requirements for the emission level exist. For the permissible
requirements see section Exhaust gas emission, Page 144.
If special requirements of the plant for heat recovery exist.
2 Engine and operation
Speed set point Activation lube oil service support pump - With engine start
(free-standing), (only for FPP)
Clutch
Minium engine speed for activation (FPP) "Minimum engine operating speed" x 1.3
Minium engine speed for activation (CPP) "Minimum engine operating speed" x 1.1
Maximum engine speed for activation 720 2)/750 2)
1)
In rare occasions it might be necessary that certain engine speed intervals have to be barred for continuous opera-
tion. For FPP applications as well as for applications using resilient mounted engines, the admissible engine speed
range has to be confirmed (preferably at an early project phase) by a torsional vibration calculation, by a dimensioning
of the resilient mounting, and, if necessary, by an engine operational vibration calculation.
2)
May possibly be restricted by manufacturer of clutch.
This concession may possibly be restricted, see section Available outputs and permissible frequency deviations,
3)
Page 65.
Table 9: Engine speeds and related main data
Parallel operation of 2
engines driving 1 shaft with/
without PTO:
Load sharing via speed 5% 100 % (+0.5 %) 105 % (+0.5 %) 60 %
droop
or
master/slave operation 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %
GenSets/diesel-electric
plants:
With load sharing via speed 5% 100 % (+0.5 %) 105 % (+0.5 %) 60 %
droop
or
isochronous operation 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %
2 Engine and operation
Note:
For single-engine plants with fixed pitch propeller, the speed droop is of no
2017-05-02 - 4.7
significance.
Only if several engines drive one shaft with fixed pitch propeller, the speed
droop is relevant for the load distribution. In the case of electronic speed
control, a speed droop of 0 % is also possible during parallel operation.
Operating pressure pexh, where a customised engine matching is required > 80 mbar
Operating pressure pintake, where a customised engine matching is required < 40 mbar
Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure before
turbocharger
Operating pressure pexh + Abs(pintake), standard 0 70 mbar
Operating pressure pexh + Abs(pintake), range with increase of fuel consumption 70 120 mbar
Operating pressure pexh + Abs(pintake), where a customised engine matching is required > 120 mbar
Table 13: Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air
pressure before turbocharger
necessary.
At the same time the pressure drop pintake in the intake air path must be
kept below stated standard operating pressure at all operating conditions
and including aging over lifetime.
For significant overruns in pressure losses even a reduction in the rated
power output may become necessary.
installation has to make sure that the exhaust flow has sufficient velocity
in order not to sink down directly onboard the vessel or near to the plant.
At the same time the exhaust pressure drop must not exceed the limit
value.
Vibrations
2.5 Starting
Normal start
The standard procedure for starting of engines in accordance to MAN Diesel
& Turbo guidelines.
Stand-by start
Shortened starting up procedure: Several preconditions and plant installa-
tions required.
Blackout start
A monitored engine start (without monitoring of lube oil pressure) within 1
hour after stop of engine that has been faultless in operation or 1 hour after
end of stand-by mode.
Emergency start
Start of engine at emergency start valve at engine (if applied). These engine
starts will be applied only in emergency cases, where the customer accepts,
that the engine might be harmed.
must be ensured
2.5 Starting
Plant Prelubrication pump (free-standing) with low pressure before engine
(0.3 bar < pOil before engine < 0.6 bar).
Preheating HT cooling water system (60 90 C).
Preheating lube oil system (> 40 C). For maximum admissible value see
table Lube oil, Page 135.
Power management system with supervision of stand-by times engines.
For FPP application the availability of the lube oil service support pump
must be ensured
General engine status No start-blocking active Engine in proper condition Engine in proper
No start-blocking active condition
Note: No start-blocking active
Start-blocking of engine leads to
withdraw of "Stand-by
Operation".
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2.5 Starting
Lube oil system
HT cooling water
Fuel system
For MGO/MDO opera- Sufficient fuel oil pressure at Supply pumps in operation or with starting command to
tion engine inlet needed. engine.
For HFO operation Sufficient fuel oil pressure at Supply and booster pumps in operation, fuel preheated to
engine inlet needed (MGO/ operating viscosity.
MDO-operation recommended). In case of permanent stand-by of liquid fuel engines or
Emergency fuel supply pumps during operation of an DF engine in gas mode a periodical
in MGO/MDO mode always. exchange of the circulating HFO has to be ensured to
avoid cracking of the fuel. This can be done by releasing a
certain amount of circulating HFO into the day tank and
substituting it with "fresh" fuel from the tank.
1)
Valid only, if mentioned above conditions (see table Starting conditions General notes, Page 43) have been con-
sidered. Non-observance endangers the engine or its components.
Table 16: Starting conditions Required system conditions
capability are fullfilled, it is possible to start up the engine in shorter time. But
untill all media systems are back in normal operation the engine can only be
operated according to the settings of alarm and safety system.
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Definition
Basically, the following load conditions are distinguished:
Correlations The best operating conditions for the engine prevail under even loading in the
range of 60 % to 90 % of full load power.
During idling or engine operation at a low load, combustion in the combus-
tion chamber is incomplete.
This may result in the forming of deposits in the combustion chamber, which
will lead to increased soot emission and to increasing cylinder contamination.
This process is more acute in low load operation and during manoeuvring
when the cooling water temperatures are not kept at the required level, and
are decreasing too rapidly. This may result in too low charge air and com-
bustion chamber temperatures, deteriorating the combustion at low loads
especially in heavy fuel operation.
Operation with heavy fuel oil Based on the above, the low load operation in the range of < 25 % of the full
(fuel of RM quality) or with load is subjected to specific limitations. According to Fig. Time limitations for
MGO (DMA, DMZ) or low load operation (left), duration of "relieving operation" (right), Page 46
MDO(DMB) immediately after a phase of low load operation the engine must be operated
at > 70 % of full load for some time in order to reduce the deposits in the
cylinders and the exhaust gas turbocharger again.
There are no restrictions at loads > 25 % of the full load, provided that
the specified engine operating values are not exceeded.
Continuous operation at < 25 % of the full load should be avoided when-
ever possible.
No-load operation, particularly at nominal speed (alternator operation) is
only permissible for one hour maximum.
After 500 hours of continuous operation with liquid fuel, at a low load in the
range of 20 % to 25 % of the full load, the engine must be run-in again.
See section Engine running in, Page 427.
2 Engine and operation
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Figure 15: Time limitation for low load operation (left), duration of "relieving operation" (right)
The possible failure of one engine must be considered, see section Gen-
erator operation/electric propulsion Power management, Page 66.
stop of the engine is working properly. Additionally all required supply sys-
tems must be in operation or in standby operation.
Start-up Preheated engine For the start-up of the engine it needs to be preheated:
Lube oil temperature 40 C
Cooling water temperature 60 C
The required start-up time in normal starting mode (preheated engine), with
Figure 16: Start-up time (not stand-by mode) for preheated engine and cold engine (emergency case)
2 Engine and operation
Start-up Engine in stand- For engines in stand-by mode the required start-up time is shortened
by mode accordingly to figure below. Engines in stand-by mode can be started with
normal starting procedure at any time.
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Emergency start-up In case of emergency, the run-up time of the engine may be shortened
according to following figure. Be aware that this is near to the maximum
capability of the engine, so exhaust gas will be visible (opacity > 60 %). The
shortest possible run-up time can only be achieved with Jet Assist.
Note:
Emergency start-up only can be applied if following is provided:
Engine to be equipped with Jet Assist.
External signal from plant to be provided for request to SaCoS for emer-
gency start-up.
Explanation: Required to distinguish from normal start-up.
2 Engine and operation
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General remark Relevance of the specific starting phases depends on the application and on
layout of the specific plant.
Specified minimum run up time is based on the value "Required minimum
total moment of inertia" in the table(s) in section Moments of inertia Crank-
shaft, damper, flywheel, Page 161. If the moment of inertia of the GenSet is
higher as the stated value in that table, then also the run-up time is extended
accordingly.
Load application Preheated In general it is recommended to apply the load according to curve "Normal
engine loading" see figure below. This ensures uniform heat input to the engine
and exhaust gas below the limit of visibility (opacity below 10 %). Jet Assist is
not required in this case.
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Load application Engine at Even after the engine has reached normal engine operating temperatures it is
normal operating recommended to apply the load according to curve "Normal loading". Jet
temperatures Assist is not required in this case. Even for "Short loading" no Jet Assist is
required. Load application according the "Short loading" curve may be affec-
ted by visible exhaust gas (opacity up to 30 %).
Emergency loading "Emergency loading" is the shortest possible load application time for contin-
Load application DP-mode For engines specified for DP-applications after these has reached normal
operating temperature the respective curves are relevant.
2 Engine and operation
Minimum requirements of The specification of the IACS (Unified Requirement M3) contains first of all
classification societies and guidelines for suddenly applied load steps. Originally two load steps, each
ISO rule 50 %, were described. In view of the technical progress regarding increasing
mean effective pressures, the requirements were adapted. According to
IACS and ISO 8528-5 following diagram is used to define based on the
mean effective pressure of the respective engine the load steps for a load
application from 0 % load to 100 % load. This diagram serves as a guideline
for four stroke engines in general and is reflected in the rules of the classifica-
tion societies.
Be aware, that for marine engines load application requirements must be
2 Engine and operation
clarified with the respective classification society as well as with the shipyard
and the owner.
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3 3rd Step
4 4th Step
5 5th Step
Exemplary requirements
Minimum requirements concerning dynamic speed drop, remaining speed
variation and recovery time during load application are listed below.
Classification society Dynamic speed Remaining speed Recovery time until
drop in % of the variation in % of reaching the tolerance
nominal speed the nominal speed band 1 % of nominal
speed
Germanischer Lloyd 10 % 5% 5 sec.
RINA
Bureau Veritas
ISO 8528-5
Table 17: Minimum requirements of some classification societies plus ISO
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rule
In case of a load drop of 100 % nominal engine power, the dynamic speed
variation must not exceed 10 % of the nominal speed and the remaining
speed variation must not surpass 5 % of the nominal speed.
Engine specific load steps If the engine has reached normal operating temperature, load steps can be
2.7 Start-up and load application
Normal operating applied according to the diagram below. The load step has to be chosen
temperature depending on the desired recovery time. These curves are for engine plus
standard generator plant specific details and additional moments of inertia
need to be considered. If low opacity values (below 30 % opacity) are
required, load steps should be maximum 20 % (without Jet Assist), maxi-
mum 25 % (with Jet Assist).
Before an additional load step will be applied, at least 20 seconds waiting
time after initiation of the previous load step needs to be considered.
After nominal speed is reached and synchronisation is done, the load appli-
cation process is visualised in the following diagrams.
Figure 23: Load application by load steps Speed drop and recovery time
2 Engine and operation
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Acceleration times for fixed pitch and controllable pitch propeller plants
General remark Stated acceleration times in the following figure are valid for the engine itself.
Depending on the project specific propulsion train (moments of inertia, vibra-
tion calculation etc.) project specific this may differ. Of course, the accelera-
tion times are not valid for the ship itself, due to the fact, that the time con-
stants for the dynamic behavior of the engine and the vessel may have a
ratio of up to 1:100, or even higher (dependent on the type of vessel). The
effect on the vessel must be calculated separately.
Propeller control For remote controlled propeller drives for ships with unmanned or centrally
monitored engine room operation in accordance to IACS Requirements
concerning MACHINERY INSTALLATIONS, M43, a single control device for
each independent propeller has to be provided, with automatic performance
preventing overload and prolonged running in critical speed ranges of the
propelling machinery. Operation of the engine according to the relevant and
specific operating range (e.g. Operating range for controllable pitch propeller
(CPP)) has to be ensured. In case of a manned engine room and manual
operation of the propulsion drive, the engine room personnel are responsible
for the soft loading sequence, before control is handed over to the bridge.
If the direction of the drive shaft is to be changed during maneuvering
(applies in particular to fixed pitch propeller plants) the resulting jolt, the pos-
sibility of wind milling and operation in the permitted operating range of the
engine needs to be considered. It should be aimed for the lowest possible
rotational speed of the propeller shaft, when the rotation direction change is
initiated. Already in the project planning and design phase the installation of a
shaft brake should be considered.
Load control programme The lower time limits for normal and emergency manoeuvres are given in our
diagrams for application and shedding of load. We strongly recommend that
the limits for normal manoeuvring are observed during normal operation. An
automatic change-over to a shortened load programme is required for emer-
gency manoeuvres. The final design of the programme should be jointly
determined by all the parties involved, considering the demands for manoeu-
vring and the actual service capacity.
2 Engine and operation
2017-05-02 - 4.7
2017-05-02 - 4.7
Figure 24: Control lever setting and corresponding engine specific acceleration times (for guidance)
Run-down cooling
In order to dissipate the residual engine heat, the system circuits should be
kept in operation after final engine stop for a minimum of 15 minutes.
Engine equipment
SaCoSone SaCoSone equipment is suitable to be stored at minimum ambient tem-
peratures of 15 C.
In case these conditions cannot be met, protective measures against cli-
matic influences have to be taken for the following electronic compo-
nents:
EDS Databox APC620
TFT-touchscreen
Emergency switch module BD5937
These components have to be stored at places, where the temperature
is above 15 C.
A minimum operating temperature of 0 C has to be ensured. The use
of an optional electric heating is recommended.
Alternators
Alternator operation is possible according to suppliers specification.
Plant installation
Engine intake air Cooling down of engine room due to cold ambient air can be avoided by
conditioning supplying the engine directly from outside with combustion air. For this
the combustion air must be filtered (see quality requirements in section
Specification of intake air (combustion air), Page 267). Moreover a drop-
let separator and air intake silencer become necessary. See section
External intake air supply system, Page 360. According to classification
rules it may be required to install two air inlets from the exterior, one at
starboard and one at portside.
Cold intake air from outside is preheated in front of the cylinders in the
charge air cooler. HT water serves as heat source. Depending on load
2 Engine and operation
Heat tracing To support the restart procedures in cold condition (e.g. after unmanned sur-
vival mode during winter), it is recommended to install a heat tracing system
in the pipelines to the engine.
Note:
A preheating of the lube oil has to be ensured. If the plant is not equipped
with a lube oil separator (e.g. plants only operating on MGO) alternative
equipment for preheating of the lube oil must be provided.
For plants taken out of operation and cooled down below temperatures of
Figure 27: Required preheater size to avoid heat extraction from HT system
2017-05-02 - 4.7
Range II
No continuous operation permissible.
Maximum operating time less than 2 minutes.
Range III
According to DIN ISO 8528-1 load > 100 % of the rated output is per-
missible only for a short time to provide additional engine power for gov-
IMO certification for engines with operating range for electric propulsion
Test cycle type E2 will be applied for the engines certification for compliance
with the NOx limits according to NOx technical code.
IMO certification for engines with operating range for auxiliary GenSet
Test cycle type D2 will be applied for the engines certification for compliance
with the NOx limits according to NOx technical code.
General
Generating sets, which are integrated in an electricity supply system, are
subjected to the frequency fluctuations of the mains. Depending on the
severity of the frequency fluctuations, output and operation respectively have
to be restricted.
Operating range
Depending on the prevailing local ambient conditions, a certain maximum
continuous rating will be available.
In the output/speed and frequency diagrams, a range has specifically been
marked with No continuous operation permissible in this area. Operation in
this range is only permissible for a short period of time, i.e. for less than 2
minutes. In special cases, a continuous rating is permissible if the standard
frequency is exceeded by more than 4 %.
Limiting parameters
Max. torque In case the frequency decreases, the available output is limited by the maxi-
mum permissible torque of the generating set.
Max. speed for continuous An increase in frequency, resulting in a speed that is higher than the maxi-
2 Engine and operation
rating mum speed admissible for continuous operation, is only permissible for a
short period of time, i.e. for less than 2 minutes.
For engine-specific information see section Ratings (output) and speeds,
Page 33 of the specific engine.
2017-05-02 - 4.7
Overload
According to DIN ISO 8528-1 load > 100 % of the rated engine output is
permissible only for a short time to provide additional engine power for gov-
erning purpose only (e.g. transient load conditions and suddenly applied
load). This additional power shall not be used for the supply of electrical con-
sumers.
Be aware that the following section only serves as an example and is defi-
Figure 30: Maximum load step depending on base load (example may not be valid for this engine type)
Based on the above stated exemplary figure and on the total number of
engines in operation the recommended maxium load of these engines can
be derived. Observing this limiting maximum load ensures that the load from
one failed engine can be transferred to the remaining engines in operation
without power reduction.
Number of engines in parallel operation 3 4 5 6 7 8 9 10
Recommended maximum load in (%) of Pmax 50 75 80 83 86 87.5 89 90
Table 18: Exemplary Recommended maximum load in (%) of Pmax dependend on number of engines in
parallel operation
called reverse power. The speed of a reverse power driven engine is accord-
ingly to the grid frequency and the rated engine speed.
For each alternator (arranged for parallel operation) a reverse power protec-
tion device has to be provided because if a stopped combustion engine (fuel
admission at zero) is being turned it can cause, due to poor lubrication,
excessive wear on the engines bearings. This is also a classifications
requirement.
Due to lack of fuel the combustion engine no longer drives the alternator,
which is still connected to the mains.
Stopping of the combustion engine while the driven alternator is still con-
nected to the electric grid.
On ships with electric drive the propeller can also drive the electric trac-
tion motor and this in turn drives the alternator and the alternator drives
the connected combustion engine.
Sudden frequency increase, e.g. because of a load decrease in an isola-
ted electrical system -> if the combustion engine is operated at low load
(e.g. just after synchronising).
3 Pel < 8 3 to 10
Pel 8 No delay
2017-05-02 - 4.7
General
The use of electrical equipment on diesel engines requires precautions to be
taken for protection against shock current and for equipotential bonding.
These measures not only serve as shock protection but also for functional
protection of electric and electronic devices (EMC protection, device protec-
tion in case of welding, etc.).
Figure 31: Earthing connection on engine (are arranged diagonally opposite each
1, 2 Connecting grounding terminal coupling side and engine free end (stamped
symbol) M12
2 Engine and operation
least the bearing that is not located on the drive end is insulated (valid for
alternators > 1 MW output). For verification, the voltage available at the shaft
(shaft voltage) is measured while the alternator is running and excited. With
proper insulation, a voltage can be measured. In order to protect the prime
mover and to divert electrostatic charging, an earthing brush is often fitted on
the coupling side.
responsibility.
Earthing conductor
The nominal cross section of the earthing conductor (equipotential bonding
conductor) has to be selected in accordance with DIN VDE 0100, part 540
(up to 1 kV) or DIN VDE 0141 (in excess of 1 kV).
Generally, the following applies:
The protective conductor to be assigned to the largest main conductor is to
be taken as a basis for sizing the cross sections of the equipotential bonding
conductors.
Flexible conductors have to be used for the connection of resiliently mounted
engines.
Execution of earthing
The earthing must be executed by the shipyard respectively plant owner,
since generally it is not scope of supply of MAN Diesel & Turbo.
Earthing strips are also not included in the MAN Diesel & Turbo scope of
supply.
2 Engine and operation
IMO certification for engines with operating range for controllable pitch
Acceleration/load increase
The engine speed has to be increased prior to increasing the propeller pitch
(see figure Example to illustrate the change from one load step to another,
Page 74).
When increasing propeller pitch and engine speed synchronously, the speed
has to be increased faster than the propeller pitch.
The engine should not be operated in the area above the combinator curve
(Range II in figure Operating range for controllable pitch propeller, Page 72).
Automatic limitation of the rate of load increase must be implemented in the
propulsion control.
When decreasing propeller pitch and engine speed synchronously, the pro-
peller pitch has to be decreased faster than the speed.
The engine should not be operated in the area above the combinator curve
(Range II in figure Operating range for controllable pitch propeller, Page 72).
2017-05-02 - 4.7
Figure 33: Example to illustrate the change from one load step to another
Windmilling protection
If a stopped engine (fuel admission at zero) is being turned by the propeller,
this is called windmilling. The permissible period for windmilling is short,
because windmilling can cause excessive wear of the engine bearings, due
2 Engine and operation
MAN Diesel & Turbo's guidelines concerning acceleration times and power
range have to be observed
The power range (see section Operating range for controllable pitch propeller
(CPP), Page 72) and the acceleration times (see section Load application for
mechanical propulsion (FPP and CPP), Page 57) have to be observed. In
section Engine load reduction as a protective safety measure, Page 60 the
requirements for the response time are stated.
vibration calculation.
Maximum continuous rating (MCR), fuel stop power
1) Design of propeller (FP)
A new propeller must be designed to be operated within this range. Boun-
dary conditions for the design are clean hull, calm weather, propeller light
running inter alia.
IMO certification for engines with operating range for fixed pitch propeller
(FPP)
Test cycle type E3 will be applied for the engines certification for compliance
with the NOx limits according to NOx technical code.
Windmilling protection
2.12 Propeller operation, suction dredger (pump drive)
2017-05-02 - 4.7
Range I
Operating range for continuous operation
For dredge applications with dredge pumps directly mechanically driven
by the engines there is a requirement for full constant torque operation
between 80 % and 100 % of nominal engine speed. This specific operat-
2017-05-02 - 4.7
IMO certification for engines with operating range for mechanical pump
2.13 Fuel oil, lube oil, starting air and control air con-
sumption
drive
Test cycle type C1 for auxiliary engine application will be applied for the
engines certification for compliance with the NOx limits according to NOx
technical code.
2.13 Fuel oil, lube oil, starting air and control air consumption
MGO (DMA, DMZ) or MDO (DMB) 176.5 174.5 180.5 183.5 195.5
(177.5) (175.0) (180.0) (184.0) (L = 203.0
V = 201.0)
MGO (DMA, DMZ) or MDO (DMB) 176.5 174.0 184.0 183.5 198.5
(177.5) (175.0) (180.0) (184.0) (L = 203.0
V = 201.0)
4)
Warranted fuel consumption at 85 % MCR.
Table 20: Fuel oil consumption MAN 32/44CR Auxiliary GenSet
2017-05-02 - 4.7
2.13 Fuel oil, lube oil, starting air and control air con-
sumption
ECOMAP 1, 2, 4: 600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm
(For 7L/14V: 560 kW/cyl., 720 rpm or 560 kW/cyl., 750 rpm - only ECOMAP
1 available!)
ECOMAP 3: 540 kW/cyl., 720 rpm or 540 kW/cyl., 750 rpm
% Load Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)
100 85 4) 75 65 50 25
ECOMAP 1 (standard 85 % optimum)
MGO (DMA, DMZ) or MDO (DMB) 175.5 172.0 178.0 179.0 182.0 194.5
(177.5) (175.0) (180.0) (n.a.) (184.0) (L = 203.0
V = 201.0)
MGO (DMA, DMZ) or MDO (DMB) 175.5 174.0 181.0 175.0 178.0 194.5
ECOMAP 3 (derated 10 %)
MGO (DMA, DMZ) or MDO (DMB) 175.0 173.0 181.5 181.5 185.0 198.5
ECOMAP 4 (ECOMAP-SCR))
MGO (DMA, DMZ) or MDO (DMB) 176.0 172.5 171.0 175.0 178.0 194.5
propeller (CPP)
ECOMAP 1, 2, 4: 600 kW/cyl., 750 rpm
(For 7L/14V: 560 kW/cyl., 750 rpm - only ECOMAP 1 available!)
ECOMAP 3: 540 kW/cyl., 720 rpm or 540 kW/cyl., 750 rpm
% Load Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)
100 85 4) 75 65 50 25
Speed constant = 750 rpm
MGO (DMA, DMZ) or MDO (DMB) 175.5 172.0 178.0 179.0 182.0 194.5
(177.5) (175.0) (180.0) (n.a.) (184.0) (L = 203.0
V = 201.0)
MGO (DMA, DMZ) or MDO (DMB) 175.5 174.0 181.0 175.0 178.0 194.5
ECOMAP 3 (derated 10 %)
MGO (DMA, DMZ) or MDO (DMB) 175.0 173.0 181.5 181.5 185.0 198.0
ECOMAP 4 (ECOMAP-SCR))
MGO (DMA, DMZ) or MDO (DMB) 176.0 172.5 171.0 175.0 178.0 194.5
Speeds according recommended 750 rpm 750 rpm 731 rpm 711 rpm 674 rpm 587 rpm
combinator curve (5 rpm)
MGO (DMA, DMZ) or MDO (DMB) 175.5 172.0 172.0 (n.a.) 179.5 187.0
(177.5) (175.0) (179.0) (n.a.) (181.0) (190.0)
MGO (DMA, DMZ) or MDO (DMB) 175.5 174.0 174.0 (n.a.) 179.5 187.0
ECOMAP 3 (derated 10 %)
2017-05-02 - 4.7
MGO (DMA, DMZ) or MDO (DMB) 175.0 173.0 (tbd) (n.a.) (tbd) (tbd)
ECOMAP 4 (ECOMAP-SCR))
MGO (DMA, DMZ) or MDO (DMB) 175.5 172.0 (tbd) (n.a.) (tbd) (tbd)
2.13 Fuel oil, lube oil, starting air and control air con-
sumption
100 85 4) 75 65 50 25
HFO 177.5 173.0 (tbd) (n.a.) (tbd) (tbd)
1)
Tolerance +5 %.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 86.
3)
Due to engines certification for compliance with the NOx limits according E2 (Test cycle for "constant-speed main
propulsion application" including diesel-electric drive and all controllable pitch propeller installations) factory accept-
ance test will be done with constant speed only.
4)
Warranted fuel consumption at 85 % MCR.
Table 22: Fuel oil consumption MAN 32/44CR Mechanical propulsion with controllable pitch propeller
(CPP)
MGO (DMA, DMZ) or MDO (DMB) 179.0 173.0 180.5 187.0 191.0
MGO (DMA, DMZ) or MDO (DMB) 178.0 177.5 183.0 186.0 200.5
2017-05-02 - 4.7
2.13 Fuel oil, lube oil, starting air and control air con-
sumption
Figure 36: Derivation of factor a
1) Note:
For mechanical propulsion with FPP for the operation range up to 60 %
nominal speed, a HT CW service support pump (free-standing) and a lube oil
service support pump (free-standing) has to be applied (not MDT scope of
supply).
2. For exhaust gas back pressure after turbine > 50 mbar
Every additional 1 mbar (0.1 kPa) back pressure addition of 0.025 g/kWh to
be calculated.
3. For exhaust gas temperature control by adjustable waste gate (SCR)
For every increase of the exhaust gas temperature by 1 C, due to activation
of adjustable waste gate, an addition of 0.07 g/kWh to be calculated.
Relative humidity r % 30
Engine type specific reference charge air temperature before cylinder tbar2) K/C 313/40
2)
Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be ach-
ieved with 25 C LT cooling water temperature before charge air cooler (according to ISO).
Table 26: Reference conditions for fuel consumption MAN 32/44CR
2.13 Fuel oil, lube oil, starting air and control air con-
sumption
MARPOL 73/78; Revised Annex VI-2008, Regulation 13.
Tier II: NOx technical code on control of emission of nitrogen oxides from die-
sel engines.
Note:
As a matter of principle, the lube oil consumption is to be stated as total lube
oil consumption related to the tabulated ISO full load output (see section Rat-
ings (output) and speeds, Page 33).
Control air consump- The control air consumption highly depends on the specific engine operation and is
tion less than 1 % of the engines air consumption per start.
Air consumption per 2.3 3.0 3.0 3.0 3.0 4.5 6.0 6.0 6.0 6.0
Jet Assist activation3)
Air consumption per 5.0 5.5 5.5 6.0 6.0 10.0 10.5 11.0 11.5 12.0
slow turn manoeu-
vre1) 4)
1)
The air consumption per starting manoeuvre/slow turn activation depends on the inertia moment of the unit. The
stated air consumption refers only to the engine. For the electric propulsion an higher air consumption needs to be
considered due to the additional inertia moment of the generator (approximately increased by 50 %).
2 Engine and operation
2)
Nm3 corresponds to one cubic meter of gas at 20 C and 100.0 kPa.
3)
The mentioned above air consumption per Jet Assist activation is valid for a jet duration of 5 seconds. The jet dura-
tion may vary between 3 sec. and 10 sec., depending on the loading (average jet duration 5 sec.).
4)
Required for plants with Power Management System demanding automatic engine start. The air consumption per
2017-05-02 - 4.7
slow turn activation depends on the inertia moment of the unit. This value does not include air consumption required
for the automatically activated engine start after the end of the slow turn manoeuvre.
Table 28: Starting air and control air consumption
tbar Engine type specific reference charge air temperature before cylinder
see table Reference conditions for fuel consumption, Page 86.
Example
2 Engine and operation
Reference values:
br = 200 g/kWh, tr = 25 C, tbar = 40 C, pr = 1.0 bar
At site:
tx = 45 C, tbax = 50 C, px = 0.9 bar
2017-05-02 - 4.7
= 1+ 0.0006 (45 25) + 0.0004 (50 40) + 0.07 (1.0 0.9) = 1.023
bx = x br = 1.023 x 200 = 204.6 g/kWh
2.13 Fuel oil, lube oil, starting air and control air con-
sumption
2.13.5 Influence of engine aging on fuel consumption
The fuel oil consumption will increase over the running time of the engine.
Timely service can reduce or eliminate this increase. For dependencies see
figure Influence of total engine running time and service intervals on fuel oil
consumption, Page 89.
Figure 37: Influence of total engine running time and service intervals on fuel oil consumption
2.14 Service support pumps for lower speed range of FPP applications
7L FPP 32 57
8L FPP 37 57
9L FPP 41 67
10L FPP 46 67
14V FPP 64 79
16V FPP 73 84
18V FPP 82 99
20V FPP 91 99
Table 31: Main data Service support pumps
2.15 Planning data for emission standard: IMO Tier II Auxiliary GenSet
2.15.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Auxiliary
GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
2 Engine and operation
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: Tropics
Air temperature C 45
Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II
Total barometric pressure mbar 1,000
Relative humidity % 60
Table 32: Reference conditions: Tropics
Heat to be dissipated1)
Charge air: kW
Charge air cooler (HT stage) 1,122 1,477 1,690 1,834
Charge air cooler (LT stage) 586 795 871 1,007
Nozzle cooling 14 19 21 24
Flow rates3)
Lube oil (4 bar before engine) including flushing oil 105 124 133.5 143
amount of attached lube oil automatic filter of
13 m3/h
Pumps
a) Attached
Lube oil service pump for application with constant 120 141 162 162
speed
b) Free-standing4)
2 Engine and operation
Prelubrication pump5) 26 31 34 36
Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.
2.15.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Auxiliary
GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: Tropics
Air temperature C 45
Relative humidity % 60
Table 34: Reference conditions: Tropics
2017-05-02 - 4.7
Heat to be dissipated1)
Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II
Charge air kW
Charge air cooler; cooling water HT 2,322 3,045 3,461 3,763
Charge air cooler; cooling water LT 1,092 1,500 1,660 1,912
Nozzle cooling 28 38 43 47
Flow rates3)
HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 112 126 140
LT circuit (lube oil cooler + charge air cooler LT) 132 176 198 220
Lube oil (4 bar before engine) including flushing oil 150 188 207 226
amount of attached lube oil automatic filter of
15 m3/h
Pumps
a) Attached
Lube oil service pump for application with constant 191 226 240 282
speed
b) Free-standing4)
Prelubrication pump5) 37 46 50 54
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 35: Nominal values for cooler specification MAN V32/44CR IMO Tier II Auxiliary GenSet
Note:
Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.
2.15.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Auxiliary GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: Tropics
Air temperature C 45
Relative humidity % 60
Table 36: Reference conditions: Tropics
Temperature basis
Air data
Air required to dissipate heat radiation m3/h 36,003 48,004 54,005 60,005
(engine) (t2 t1 = 10 C)
Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II
Exhaust gas data4)
2.15.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Auxiliary GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: Tropics
Air temperature C 45
Relative humidity % 60
2 Engine and operation
Temperature basis
Air data
Air required to dissipate heat radiation m3/h 72,006 96,008 108,009 120,010
(engine) (t2 t1 = 10 C)
2.15.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Auxiliary
GenSet
Note:
2 Engine and operation
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
2017-05-02 - 4.7
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: ISO
Air temperature C 25
Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II
Total barometric pressure mbar 1,000
Relative humidity % 30
Table 40: Reference conditions: ISO
Nozzle cooling 14 14 14 14
Air data
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 41: Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Auxiliary GenSet
2017-05-02 - 4.7
2.15.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Auxiliary
GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II
Relative humidity % 60
Table 42: Reference conditions: Tropics
Nozzle cooling 14 14 14 14
Air data
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 43: Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Auxiliary GenSet
2.16.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Electric
propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion
Reference conditions: Tropics
Air temperature C 45
Relative humidity % 60
Table 44: Reference conditions: Tropics
Heat to be dissipated 1)
Charge air: kW
Charge air cooler (HT stage) 1,122 1,477 1,690 1,834
Charge air cooler (LT stage) 586 795 871 1,007
Nozzle cooling 14 19 21 24
2 Engine and operation
Flow rates3)
Lube oil (4 bar before engine) including flushing oil 105 124 133.5 143
amount of attached lube oil automatic filter of
13 m3/h
Pumps
a) Attached
Lube oil service pump for application with constant 120 141 162 162
speed
b) Free-standing4)
Prelubrication pump5) 26 31 34 36
Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.
2 Engine and operation
2.16.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Electric
propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
2017-05-02 - 4.7
100 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Note:
Relative humidity % 60
Table 46: Reference conditions: Tropics
Heat to be dissipated 1)
Charge air: kW
Charge air cooler (HT stage) 2,322 3,045 3,461 3,763
Charge air cooler (LT stage) 1,092 1,500 1,660 1,912
Nozzle cooling 28 38 43 47
Flow rates3)
HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 112 126 140
LT circuit (lube oil cooler + charge air cooler LT) 132 176 198 220
Lube oil (4 bar before engine) including flushing oil 150 188 207 226
amount of attached lube oil automatic filter of
15 m3/h
Pumps
2 Engine and operation
a) Attached
Lube oil service pump for application with constant 191 226 240 282
2017-05-02 - 4.7
speed
b) Free-standing4)
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 101 (450)
2 MAN Diesel & Turbo
Prelubrication pump 5)
37 46 50 54
Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.
2.16.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Electric propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion
Reference conditions: Tropics
2 Engine and operation
Air temperature C 45
Relative humidity % 60
2017-05-02 - 4.7
102 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Air data
Air required to dissipate heat radiation m3/h 36,003 48,004 54,005 60,005
(engine) (t2 t1 = 10 C)
2.16.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Electric propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 103 (450)
2 MAN Diesel & Turbo
Air temperature C 45
Relative humidity % 60
Table 50: Reference conditions: Tropics
Temperature basis
Air data
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)
104 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Relative humidity % 30
Table 52: Reference conditions: ISO
Nozzle cooling 14 14 14 14
Air data
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 105 (450)
2 MAN Diesel & Turbo
2.16.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Electric
propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion
Reference conditions: Tropics
Air temperature C 45
Relative humidity % 60
Table 54: Reference conditions: Tropics
Nozzle cooling 14 14 14 14
Air data
106 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.17 Planning data for emission standard: IMO Tier II Mechanical propulsion with
CPP
2.17.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical
propulsion with CPP
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 750 rpm Mechanical propulsion with CPP
2 Engine and operation
Relative humidity % 60
Table 56: Reference conditions: Tropics
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 107 (450)
2 MAN Diesel & Turbo
Heat to be dissipated 1)
Charge air: kW
Charge air cooler (HT stage) 1,127 1,483 1,697 1,842
Charge air cooler (LT stage) 588 797 875 1,009
Nozzle cooling 14 19 21 21
Flow rates3)
Lube oil (4 bar before engine) including flushing oil 105 124 133.5 143
amount of attached lube oil automatic filter of
13 m3/h
Pumps
a) Attached
Lube oil service pump for application with variable 141 162 191 191
speed
b) Free-standing4)
Prelubrication pump 5)
26 31 34 36
108 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.
2.17.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical
propulsion with CPP
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 750 rpm Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature C 45
2 Engine and operation
Relative humidity % 60
Table 58: Reference conditions: Tropics
2017-05-02 - 4.7
Heat to be dissipated1)
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 109 (450)
2 MAN Diesel & Turbo
Charge air: kW
Charge air cooler (HT stage) 1,127 1,483 1,697 1,842
Charge air cooler (LT stage) 588 797 875 1,009
Nozzle cooling 28 37 42 21
Flow rates3)
HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 112 126 140
LT circuit (lube oil cooler + charge air cooler LT) 132 176 198 220
Lube oil (4 bar before engine) including flushing oil 150 188 207 226
amount of attached lube oil automatic filter of
15 m3/h
Pumps
a) Attached
Lube oil service pump for application with variable 226 240 282 282
speed
b) Free-standing4)
Prelubrication pump5) 37 46 50 54
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 59: Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical propulsion
with CPP
110 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Note:
2.17.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Mechanical propulsion with CPP
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 750 rpm Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature C 45
Relative humidity % 60
Table 60: Reference conditions: Tropics
Temperature basis
Air data
Air required to dissipate heat radiation m3/h 36,050 48,066 54,074 60,083
(engine) (t2 t1 = 10 C)
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 111 (450)
2 MAN Diesel & Turbo
2.17.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Mechanical propulsion with CPP
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 750 rpm Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature C 45
Relative humidity % 60
2 Engine and operation
Temperature basis
112 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Air data
Air required to dissipate heat radiation m3/h 72,099 96,132 108,355 120,165
(engine) (t2 t1 = 10 C)
2.17.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with CPP, constant speed
Note:
2 Engine and operation
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
2017-05-02 - 4.7
600 kW/cyl., 750 rpm MAN L/V32/44CR IMO Tier II Constant speed
Reference conditions: ISO
Air temperature C 25
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 113 (450)
2 MAN Diesel & Turbo
Relative humidity % 30
Table 64: Reference conditions: ISO
Nozzle cooling 14 14 14 15
Air data
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 65: Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical propulsion
with CPP, constant speed
2017-05-02 - 4.7
2.17.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II
Mechanical propulsion with CPP, constant speed
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
114 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Note:
Relative humidity % 60
Table 66: Reference conditions: Tropics
Nozzle cooling 14 14 14 15
Air data
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 67: Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with CPP, constant speed
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 115 (450)
2 MAN Diesel & Turbo
2.18 Planning data for emission standard: IMO Tier II
Mechanical propulsion with FPP
2.18 Planning data for emission standard: IMO Tier II Mechanical propulsion with
FPP
2.18.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical
propulsion with FPP
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
Reference conditions: Tropics
Air temperature C 45
Relative humidity % 60
Table 68: Reference conditions: Tropics
Heat to be dissipated1)
Charge air: kW
Charge air cooler (HT stage) 883 1,041 1,146 1,308 1,404
Charge air cooler (LT stage) 490 588 666 765 845
Nozzle cooling 12 14 16 18 20
Flow rates 3)
Lube oil (4 bar before engine) including flushing oil 105 114.5 124 133.5 143
2017-05-02 - 4.7
Pumps
116 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Lube oil service pump for application with variable 162 162 191 191 226
speed
b) Free-standing4)
Prelubrication pump5) 26 29 31 34 36
Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
2 Engine and operation
2.18.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical
propulsion with FPP
2017-05-02 - 4.7
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 117 (450)
2 MAN Diesel & Turbo
Note:
2.18 Planning data for emission standard: IMO Tier II
Mechanical propulsion with FPP
Relative humidity % 60
Table 70: Reference conditions: Tropics
Heat to be dissipated 1)
Charge air: kW
Charge air cooler (HT stage) 1,839 2,155 2,377 2,693 2,895
Charge air cooler (LT stage) 913 1,103 1,246 1,445 1,595
Nozzle cooling 24 28 32 36 40
Flow rates3)
HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 98 112 126 140
LT circuit (lube oil cooler + charge air cooler LT) 132 154 176 198 220
Lube oil (4 bar before engine) including flushing oil 150 169 188 207 226
amount of attached lube oil automatic filter of
15 m3/h
Pumps
2 Engine and operation
a) Attached
Lube oil service pump for application with variable 226 240 282 324 324
2017-05-02 - 4.7
speed
b) Free-standing4)
118 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Prelubrication pump 5)
37 41 46 50 54
Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.
2.18.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Mechanical propulsion with FPP
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
Reference conditions: Tropics
2 Engine and operation
Air temperature C 45
Relative humidity % 60
Table 72: Reference conditions: Tropics
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 119 (450)
2 MAN Diesel & Turbo
Temperature basis
Air data
Volume flow (temperature turbocharger m3/h 38,482 44,849 51,344 57,702 64,084
outlet)5)
Table 73: Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II Mechanical
propulsion with FPP
2.18.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Mechanical propulsion with FPP
2017-05-02 - 4.7
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
120 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Relative humidity % 60
Table 74: Reference conditions: Tropics
Temperature basis
Air data
Air required to dissipate heat radiation m3/h 64,423 75,160 85,897 96,635 107,372
(engine) (t2 t1 = 10 C)
Volume flow (temperature turbo- m3/h 76,951 89,693 102,681 115,411 128,174
charger outlet)5)
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 121 (450)
2 MAN Diesel & Turbo
2.18 Planning data for emission standard: IMO Tier II
Mechanical propulsion with FPP
2.18.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with FPP
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
Reference conditions: ISO
Air temperature C 25
Relative humidity % 30
Table 76: Reference conditions: ISO
Nozzle cooling 14 14 14 15
Air data
charger (maximum)
122 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.18.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II
Mechanical propulsion with FPP
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
Reference conditions: Tropics
Air temperature C 45
Relative humidity % 60
Table 78: Reference conditions: Tropics
Nozzle cooling 14 14 14 15
Air data
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 123 (450)
2 MAN Diesel & Turbo
2.19 Planning data for emission standard: IMO Tier II Suction dredger/pumps
(mechanical drive)
2.19.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
Relative humidity % 60
Table 80: Reference conditions: Tropics
2017-05-02 - 4.7
Heat to be dissipated1)
124 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Nozzle cooling 12 14 16 18 20
Flow rates3)
Lube oil (4 bar before engine) including flushing oil 105 114.5 124 133.5 143
amount of attached lube oil automatic filter of
13 m/h
Pumps
a) Attached
Lube oil service pump for application with variable 162 191 226
speed
b) Free-standing4)
Prelubrication pump5) 26 29 31 34 36
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 81: Nominal values for cooler specification MAN L32/44CR IMO Tier II Suction dredger/pumps
(mechanical drive)
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 125 (450)
2 MAN Diesel & Turbo
Note:
2.19 Planning data for emission standard: IMO Tier II
Suction dredger/pumps (mechanical drive)
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.
2.19.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature C 45
Relative humidity % 60
Table 82: Reference conditions: Tropics
Heat to be dissipated1)
Charge air: kW
Charge air cooler (HT stage) 1,866 2,195 2,427 2,754
Charge air cooler (LT stage) 927 1,062 1,262 1,435
2 Engine and operation
Nozzle cooling 24 28 33 37
Flow rates3)
HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 98 112 126
LT circuit (lube oil cooler + charge air cooler LT) 132 154 176 198
Lube oil (4 bar before engine) including flushing oil amount of 150 169 188 207
attached lube oil automatic filter of 15 m/h
126 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Pumps
a) Attached
b) Free-standing4)
Prelubrication pump 5)
37 41 46 50
Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
2 Engine and operation
2.19.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Suction dredger/pumps (mechanical drive)
2017-05-02 - 4.7
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 127 (450)
2 MAN Diesel & Turbo
Note:
2.19 Planning data for emission standard: IMO Tier II
Suction dredger/pumps (mechanical drive)
Relative humidity % 60
Table 84: Reference conditions: Tropics
Temperature basis
Air data
Volume flow (temperature turbocharger m3/h 38,747 45,197 51,592 58,111 64,503
outlet)5)
128 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.19.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Suction dredger/pumps (mechanical drive)
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature C 45
Relative humidity % 60
Table 86: Reference conditions: Tropics
Temperature basis
Air data
outlet
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 129 (450)
2 MAN Diesel & Turbo
Air required to dissipate heat radiation (engine) m3/h 64,423 75,160 85,897 96,635
(t2 t1 = 10 C)
Volume flow (temperature turbocharger outlet)5) m3/h 77,483 90,393 103,372 116,225
2.19.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)
Reference conditions: ISO
Air temperature C 25
Relative humidity % 30
Table 88: Reference conditions: ISO
2 Engine and operation
130 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Air data
2.19.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
2 Engine and operation
Air temperature C 45
Relative humidity % 60
Table 90: Reference conditions: Tropics
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 131 (450)
2 MAN Diesel & Turbo
Nozzle cooling 14 14 14 14
Air data
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
2017-05-02 - 4.7
132 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Conditions below this temperature are defined as "arctic conditions" see section Engine operation under arctic
1)
Pressure loss engine (total, for nominal flow rate) - 1.35 bar
Pressure rise attached HT cooling water pump (optional) 3.2 bar 3.8 bar
1)
SaCoSone measuring point is outlet cylinder cooling of the engine.
2)
Regulated temperature.
3)
Operation at alarm level.
2 Engine and operation
4)
SaCoSone measuring point is inlet cylinder cooling of the engine.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 133 (450)
2 MAN Diesel & Turbo
Min. Max.
Minimum required pressure rise of free-standing HT cooling water stand-by pump 3.2 bar -
(plant)
LT cooling water temperature charge air cooler inlet (LT stage) 32 C1) 38 C2)
LT cooling water pressure charge air cooler inlet (LT stage) 2 bar 4 bar
Pressure loss charge air cooler (LT stage, for nominal flow rate) - 0.6 bar
Pressure rise attached LT cooling water pump (optional) 3.0 bar 4.0 bar
1)
Regulated temperature.
2)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
Table 96: LT cooling water Engine
Minimum required pressure rise of free-standing LT cooling water stand-by pump 3.0 bar -
(plant)
134 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Pressure loss engine (fuel nozzles, for nominal flow rate) - 1.5 bar
1)
Operation at alarm level.
Table 98: Nozzle cooling water
Lube oil
Min. Max.
at an engine start to reduce it as quickly as possible below alarm level to avoid a start failure.
4)
Note: Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 C.
Table 99: Lube oil
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 135 (450)
2 MAN Diesel & Turbo
Fuel
2.20 Operating/service temperatures and pressures
Min. Max.
Fuel pressure engine inlet (before high pressure pumps) 11.0 bar 12.0 bar
Fuel pressure engine inlet (before high pressure pumps) in case of black out 3 bar -
(only engine start idling)
Setting
Starting air pressure within vessel/pressure regulating valve inlet 10.0 bar 30.0 bar
Starting air pressure, pressure regulating valve outlet 6.5 bar 9.5 bar
(adjustable, 8.0 bar 1.5 bar), air starter inlet
Table 102: Compressed air in the starting air system
136 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Setting
Exhaust gas
Min. Max.
Exhaust gas temperature turbine outlet (normal operation under tropic conditions) - 344 C
Exhaust gas temperature turbine outlet (with SCR within regeneration mode) 360 C 400 C
Exhaust gas temperature turbine outlet (emergency operation According classifi- - 574 C
cation rules One failure of TC)
Recommended design exhaust gas temperature turbine outlet for layout of 450 C1) -
exhaust gas line (plant)
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 137 (450)
2 MAN Diesel & Turbo
2.21 Filling volumes
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
No. of cylinders 6 7 8 9 10 12 14 16 18 20
HT cooling water2) litre 234 269 303 337 371 469 539 606 675 742
approximately
HT cooling water2) litre 273 312 349 388 425 546 624 698 776 851
approximately
Lube oil in lube oil service - 3.6 4.2 4.8 5.4 6.0 7.2 8.4 9.6 10.8 12.0
tank3)
1)
Installation height refers to tank bottom and crankshaft centre line.
2017-05-02 - 4.7
2)
Cross-secional area should correspond to that of the venting pipes.
3)
The minimum quantity of lube oil for the engine in the lube oil service tank is 1.0 litre/kW.
Table 108: Service tanks capacities
138 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Note:
The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof dont exist.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 139 (450)
2 MAN Diesel & Turbo
Note:
The drawing shows the basic internal media flow of the engine in general.
2 Engine and operation
140 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Note:
2017-05-02 - 4.7
The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof dont exist.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 141 (450)
2 MAN Diesel & Turbo
2017-05-02 - 4.7
Note:
The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof dont exist.
142 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 143 (450)
2 MAN Diesel & Turbo
2.24 Exhaust gas emission
Note:
The engines certification for compliance with the NOx limits will be carried out during factory acceptance test as a
single or a group certification.
1)
Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO).
2)
Calculated as NO2.
D2: Test cycle for "constant-speed auxiliary engine application".
E2: Test cycle for "constant-speed main propulsion application" including diesel-electric drive and all controllable
pitch propeller installations.
E3: Test cycle for "propeller-law-operated main and propeller-law-operated auxiliary engine application.
3)
Based on a LT charge air cooling water temperature of max. 32 C at 25 C sea water temperature.
4)
Maximum permissible NOx emissions for marine diesel engines according to IMO Tier II:
130 n 2,000 44 * n0.23 g/kWh (n = rated engine speed in rpm).
Table 109: Maximum permissible NOx emission limit value
1
Marine engines are guaranteed to meet the revised International Convention
for the Prevention of Pollution from Ships, "Revised MARPOL Annex VI (Reg-
ulations for the Prevention of Air Pollution from Ships), Regulation 13.4 (Tier
II)" as adopted by the International Maritime Organization (IMO).
the combustion process see table below. Only some of these are to be con-
sidered as harmful substances.
For a typical composition of the exhaust gas of an MAN Diesel & Turbo four-
stroke diesel engine without any exhaust gas treatment devices see table
below.
144 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
MGO 6)
HFO 7)
MGO 6)
HFO7)
Note:
At rated power and without exhaust gas treatment.
1)
SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5 % by weight.
2)
NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.
3)
CO according to ISO-8178 or US EPA method 10.
4)
HC according to ISO-8178 or US EPA method 25 A.
5)
PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
6)
Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01 % and an ash content of the lube oil of 1.5 %.
7)
Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1 % and an ash content of the lube oil of 4.0 %.
2 Engine and operation
8)
Pure soot, without ash or any other particle-borne constituents.
Table 110: Exhaust gas constituents of the engine (before an exhaust gas aftertreatment installation) for
liquid fuel (for guidance only)
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 145 (450)
2 MAN Diesel & Turbo
Sulphur oxides (SOx) are formed by the combustion of the sulphur contained
in the fuel.
Among all systems the diesel process results in the lowest specific SOx emis-
sion based on the same fuel quality, due to its superior efficiency.
Carbon monoxide CO
Carbon monoxide (CO) is formed during incomplete combustion.
In MAN Diesel & Turbo four-stroke diesel engines, optimisation of mixture
formation and turbocharging process successfully reduces the CO content of
the exhaust gas to a very low level.
Hydrocarbons HC
The hydrocarbons (HC) contained in the exhaust gas are composed of a
multitude of various organic compounds as a result of incomplete combus-
tion.
Due to the efficient combustion process, the HC content of exhaust gas of
MAN Diesel & Turbo four-stroke diesel engines is at a very low level.
Particulate matter PM
Particulate matter (PM) consists of soot (elemental carbon) and ash.
2 Engine and operation
2017-05-02 - 4.7
146 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.25 Noise
2.25 Noise
L engine
Sound pressure level Lp
Measurements
Approximately 20 measuring points at 1 meter distance from the engine sur-
face are distributed evenly around the engine according to ISO 6798. The
noise at the exhaust outlet is not included, but provided separately in the fol-
lowing sections.
Octave level diagram
The expected sound pressure level Lp is below 107 dB(A) at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines at the testbed and is a conservative
spectrum consequently. No room correction is performed. The data will
change depending on the acoustical properties of the environment.
Blow-off noise
Blow-off noise is not considered in the measurements, see below.
Figure 42: Airborne noise Sound pressure level Lp Octave level diagram L engine
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 147 (450)
2 MAN Diesel & Turbo
V engine
2.25 Noise
Figure 43: Airborne noise Sound pressure level Lp Octave level diagram V engine
2017-05-02 - 4.7
148 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.25 Noise
2.25.2 Intake noise
L engine
Sound power level Lw
Measurements
The (unsilenced) intake air noise is determined based on measurements at
the turbocharger test bed and on measurements in the intake duct of typical
engines at the test bed.
Octave level diagram
The expected sound power level Lw of the unsilenced intake noise in the
intake duct is below 143 dB at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
Charge air blow-off noise
Charge air blow-off noise is not considered in the measurements, see below.
These data are required and valid only for ducted air intake systems. The
data are not valid if the standard air filter silencer is attached to the turbo-
charger.
Figure 44: Unsilenced intake noise Sound power level Lw Octave level diagram L engine
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 149 (450)
2 MAN Diesel & Turbo
V engine
2.25 Noise
Figure 45: Unsilenced intake noise Sound power level Lw Octave level diagram V engine
2017-05-02 - 4.7
150 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.25 Noise
2.25.3 Exhaust gas noise
L engine
Sound power level Lw
Measurements
The (unsilenced) exhaust gas noise is measured according to internal MAN
Diesel & Turbo guidelines at several positions in the exhaust duct.
Octave level diagram
The sound power level Lw of the unsilenced exhaust gas noise in the
exhaust pipe is shown at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
Acoustic design
To ensure an appropriate acoustic design of the exhaust gas system, the
yard, MAN Diesel & Turbo, supplier of silencer and where necessary acoustic
consultant have to cooperate.
Waste gate blow-off noise
Waste gate blow-off noise is not considered in the measurements, see
below.
Figure 46: Unsilenced exhaust gas noise Sound power level Lw Octave level diagram L engine
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 151 (450)
2 MAN Diesel & Turbo
V engine
2.25 Noise
2017-05-02 - 4.7
Figure 47: Unsilenced exhaust gas noise Sound power level Lw Octave level diagram V engine
152 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.25 Noise
2.25.4 Blow-off noise example
Sound power level Lw
Measurements
The (unsilenced) charge air blow-off noise is measured according to DIN
45635, part 47 at the orifice of a duct.
Throttle body with bore size 135 mm
Expansion of charge air from 3.4 bar to ambient pressure at 42 C
Octave level diagram
The sound power level Lw of the unsilenced charge air blow-off noise is
approximately 141 dB for the measured operation point.
Figure 48: Unsilenced charge air blow-off noise Sound power level Lw Octave level diagram
2 Engine and operation
Noise and vibration is emitted by the engine to the surrounding (see figure
Noise and vibration Impact on foundation, Page 154). The engine impact
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 153 (450)
2 MAN Diesel & Turbo
2.25 Noise
154 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.25 Noise
low as possible to ensure low structure borne noise levels. For low frequen-
cies, the global connection of the foundation with the plant is focused for that
matter. The dynamic vibration behaviour of the foundation is mostly essential
for the mid frequency range. In the high frequency range, the foundation
elasticity is mainly influenced by the local design at the engine mounts. E.g.
for steel foundations, sufficient wall thicknesses and stiffening ribs at the con-
nection positions shall be provided. The dimensioning of the engine founda-
tion also has to be adjusted to other parts of the plant. For instance, it has to
be avoided that engine vibrations are amplified by alternator foundation vibra-
tions. Due to the scope of supply, the foundation design and its connection
with the plant is mostly within the responsibility of the costumer. Therefore,
the customer is responsible to involve MAN Diesel & Turbo for consultancy in
case of system-related questions with interaction of engine, foundation and
plant. The following information is available for MAN Diesel & Turbo custom-
ers, some on special request:
Residual external forces and couples (Project Guide)
Resulting from the summation of all mass forces from the moving drive
train components. All engine components are considered rigidly in the
calculation. The residual external forces and couples are only transferred
completely to the foundation in case of a rigid mounting, see above.
Static torque fluctuation (Project Guide)
Static torque fluctuations result from the summation of gas and mass
forces acting on the crank drive. All components are considered rigidly in
the calculation. These couples are acting on the foundation dependent
on the applied engine mounting, see above.
Mounting forces (project-specific)
The mounting dimensioning calculation is specific to a project and
defines details of the engine mounting. Mounting forces acting on the
foundation are part of the calculation results. Gas and mass forces are
considered for the excitation. The engine is considered as one rigid body
with elastic mounts. Thus, elastic engine vibrations are not implemented.
Reference measurements for engine crankcase vibrations according to
ISO 108166 (project-specific)
Reference testbed measurements for structure borne noise (project-spe-
cific)
Measuring points are positioned according to ISO 13332 on the engine
feet above and below the mounting elements. Structure borne noise lev-
els above elastic mounts mainly depend on the engine itself. Whereas
structure borne noise levels below elastic mounts strongly depend on the
foundation design. A direct transfer of the results from the testbed foun-
dation to the plant foundation is not easily possible even with the con-
2 Engine and operation
Beside the described interaction of engine, foundation and plant with transfer
through the engine mounting to the foundation, additional transfer paths
need to be considered. For instance with focus on the elastic coupling of the
drive train, the exhaust pipe, other pipes and supports etc. Besides the
engine, other sources of noise and vibration need to be considered as well
(e.g. auxiliary equipment, propeller, thruster).
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 155 (450)
2 MAN Diesel & Turbo
2.26 Vibration
2.26 Vibration
General
Type (GenSet, diesel-mechanic, diesel-electric)
Arrangement of the whole system including all engine-driven equipment
Definition of the operating modes
Maximum power consumption of the individual working machines
Engine
Rated output, rated speed
Kind of engine load (fixed pitch propeller, controllable pitch propeller,
combinator curve, operation with reduced speed at excessive load)
Kind of mounting of the engine (can influence the determination of the
flexible coupling)
Operational speed range
2 Engine and operation
Flexible coupling
Make, size and type
Rated torque (Nm)
Possible application factor
2017-05-02 - 4.7
156 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.26 Vibration
Dynamic torsional stiffness (Nm/rad) including influencing factors (load,
frequency, temperature), if applicable
Relative damping () including influencing factors (load, frequency, tem-
perature), if applicable
Moment of inertia (kgm2) for all parts of the coupling
Dynamic stiffness in radial, axial and angular direction
Permissible relative motions in radial, axial and angular direction, perma-
nent and maximum
Maximum permissible torque which can be transferred through a get-
you-home-device/torque limiter if foreseen
Clutch coupling
Make, size and type
Rated torque (Nm)
Permissible maximum torque (Nm)
Permanently permissible alternating torque (Nm) including influencing
factors (frequency, temperature, mean torque)
Dynamic torsional stiffness (Nm/rad)
Damping factor
Moments of inertia for the operation conditions, clutched and declutched
Course of torque versus time during clutching in
Permissible slip time (s)
Slip torque (Nm)
Maximum permissible engagement speed (rpm)
Gearbox
Make and type
Torsional multi mass system including the moments of inertia and the
torsional stiffness, preferably related to the individual speed; in case of
related figures, specification of the relation speed is required
Gear ratios (number of teeth, speeds)
Possible operating conditions (different gear ratios, clutch couplings)
Permissible alternating torques in the gear meshes
Shaft line
2 Engine and operation
Drawing including all information about length and diameter of the shaft
sections as well as the material
Alternatively torsional stiffness (Nm/rad)
Propeller
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 157 (450)
2 MAN Diesel & Turbo
Number of blades
2.26 Vibration
Diameter (mm)
Possible torsional excitation in % of the rated torque for the 1st and the
2nd blade-pass frequency
Pump
Kind of pump (e.g. dredging pump)
Drawing of the pump shaft with all lengths and diameters
Alternatively, torsional stiffness (Nm/rad)
Moment of inertia in air (kgm2)
Moment of inertia in operation (kgm2) under consideration of the con-
veyed medium
Number of blades
Possible torsional excitation in % of the rated torque for the 1st and the
2nd blade-pass frequency
Power consumption curve
Kind of drive
Operational mode, operation speed range
Power consumption
Drawing of the shafts with all lengths and diameters
Alternatively, torsional stiffness (Nm/rad)
Moments of inertia (kgm2)
158 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
F3 Flywheel weight
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 159 (450)
2 MAN Diesel & Turbo
Mmax = F * a F1 max
mm kNm kN
L engine 335 17 1) 65
V engine 335 30 -
1)
Inclusive of couples resulting from restoring forces of the coupling.
Table 111: Example calculation case A and B
Note:
Masses which are connected downstream of the engine in the case of an
overhung or rigidly coupled, arrangement result in additional crankshaft
bending stress, which is mirrored in a measured web deflection during
engine installation.
Provided the limit values for the masses to be coupled downstream of the
engine (permissible values for Mmax and F1max) are complied with, the permit-
ted web deflections will not be exceeded during assembly.
Observing these values ensures a sufficiently long operating time before a
realignment of the crankshaft has to be carried out.
2 Engine and operation
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160 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
n = 750 rpm
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 161 (450)
2 MAN Diesel & Turbo
n = 750 rpm
2017-05-02 - 4.7
162 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
L engine
Rotating crank balance: 100 %
No. of cylinders, config. Firing order Residual external couples
Mrot [kNm] + 1/2 Mosc 1st order [kNm] Mosc 2nd order[kNm]
vertical horizontal
6L A 0 0
2 Engine and operation
8L B 0 0
10L B 0 0
vertical horizontal
6L A 0 0
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 163 (450)
2 MAN Diesel & Turbo
Mrot [kNm] + 1/2 Mosc 1st order [kNm] Mosc 2nd order[kNm]
8L B 0 0
10L B 0 0
Table 114: Residual external couples L engine
7 A 1-2-4-6-7-5-3 1-3-5-7-6-4-2
8 B 1-4-7-6-8-5-2-3 1-3-2-5-8-6-7-4
9 B 1-6-3-2-8-7-4-9-5 1-5-9-4-7-8-2-3-6
10 B 1-4-3-2-6-10-7-8-9-5 1-5-9-8-7-10-6-2-3-4
Table 115: Firing order L engine
V engine
Rotating crank balancing 12 20V: 100 %
No. of cylinders, config. Firing order Residual external couples
Mrot (kNm) + Mosc 1st order (kNm) Mosc 2nd order (kNm)
12V A 0 0
16V B 0 0
20V - 0 0
2 Engine and operation
12V A 0 0
16V B 0 0
2017-05-02 - 4.7
20V - 0 0
Table 116: Residual external couples V engine
The external mass forces are equal to zero. Mrot is eliminated by means of
balancing weights on resiliently mounted engines.
164 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
14 A A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5- A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-
B5-A3-B3 B2-A2-B1
16 B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5- A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-
B5-A2-B2-A3-B3 B7-A7-B4-A4-B1
18 A A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8- A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-
B8-A6-B6-A4-B4-A2-B2 B7-A7-B5-A5-B3-A3-B1
20 B A1-B1-A4-B4-A2-B2-A8-B8-A6-B6- -
A10-B10- A7B7-A9-B9-A3-B3-A5-B5
Table 117: Firing order V engine
General
The static torque fluctuation is the summation of the torques acting at all
cranks around the crankshaft axis taking into account the correct phase-
angles. These torques are created by the gas and mass forces acting at the
crankpins, with the crank radius being used as the lever. An rigid crankshaft
is assumed.
The values Tmax. and Tmin. listed in the following table(s) represent a measure
for the reaction forces of the engine. The reaction forces generated by the
torque fluctuation are dependent on speed and cylinder number and give a
contribution to the excitations transmitted into the foundation see figure
Static torque fluctuation, Page 166 and the table(s) in this section. According
to different mountings these forces are reduced.
In order to avoid local vibration excitations in the vessel, it must be ensured
that the natural frequencies of important part structures (e.g. panels, bulk-
heads, tank walls and decks, equipment and its foundation, pipe systems)
have a sufficient safety margin (if possible 30 %) in relation to all engine
excitation frequencies.
2 Engine and operation
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 165 (450)
2 MAN Diesel & Turbo
2.28 Requirements for power drive connection (dynamic)
z Number of cylinders
2 Engine and operation
2017-05-02 - 4.7
166 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 167 (450)
2 MAN Diesel & Turbo
config.
Order Frequency1) T
kW rpm kNm kNm kNm rpm Hz kNm
10L 6,000 750 76.4 161.3 2.2 5.0 62.5 81.8
10.0 125.0 3.5
1)
Exciting frequency of the main harmonic components.
Table 118: Static torque fluctuation and exciting frequencies L engine
V engine Example to
declare abbreviations
168 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 169 (450)
2 MAN Diesel & Turbo
2.29 Power transmission
170 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
No. of A1) A2) E1) E2) Fmin Fmax No. of through No. of fitted bolts
8L 24
9L
10L
1)
Without torsional limit device.
2)
With torsional limit device.
Note:
The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
will produce a contract specific flywheel/coupling/driven machine arrange-
ment drawing giving all necessary installation dimensions. Final dimensions
of flywheel and flexible coupling will result from clarification of technical
details of drive and from the result of the torsional vibration calculation. Fly-
wheel diameter must not be changed.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 171 (450)
2 MAN Diesel & Turbo
No. of A1) A2) E1) E2) Fmin Fmax No. of No. of fitted
2.29 Power transmission
16V 26 -
18V 26 -
20V 24 2
1)
Without torsional limit device.
2)
With torsional limit device.
Note:
The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
will produce a contract specific flywheel/coupling/driven machine arrange-
ment drawing giving all necessary installation dimensions. Final dimensions
of flywheel and flexible coupling will result from clarification of technical
details of drive and from the result of the torsional vibration calculation. Fly-
wheel diameter must not be changed.
2017-05-02 - 4.7
172 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 173 (450)
2 MAN Diesel & Turbo
2.30 Arrangement of attached pumps
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174 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.31 Foundation
Figure 60: Attached pumps V engine
Note:
The final arrangement of the lube oil and cooling water pumps will be made
at inquiry or order.
2.31 Foundation
Plate thicknesses
The stated material dimensions are recommendations, calculated for steel
plates. Thicknesses smaller than these are not permissible. When using other
materials (e.g. aluminium), a sufficient margin has to be added.
Top plates
2 Engine and operation
Before or after having been welded in place, the bearing surfaces should be
machined and freed from rolling scale. Surface finish corresponding to Ra
3.2 peak-to-valley roughness in the area of the chocks shall be accom-
plished.
The thickness given is the finished size after machining.
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 175 (450)
2 MAN Diesel & Turbo
Foundation girders
2.31 Foundation
The distance of the inner girders must be observed. We recommend that the
distance of the outer girders (only required for larger types) is observed as
well.
The girders must be aligned exactly above and underneath the tank top.
Floor plates
No manholes are permitted in the floor plates in the area of the box-shaped
foundation. Welding is to be carried out through the manholes in the outer
girders.
2017-05-02 - 4.7
176 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.31 Foundation
2.31.2 Rigid seating
L engine
Recommended configuration
of foundation
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 177 (450)
2 MAN Diesel & Turbo
Recommended configuration
2.31 Foundation
of foundation
Number of bolts
No. of cylinders 6 7 8 9 10
Fitted bolts 2 2 2 2 2
Undercut bolts 16 18 20 22 24
Jack bolts 16 18 20 22 24
Table 120: Recommended configuration of foundation L engine Number of bolts
2 Engine and operation
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178 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Arrangement of foundation
2.31 Foundation
bolt holes
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 179 (450)
2 MAN Diesel & Turbo
V engine
2.31 Foundation
Recommended configuration
of foundation
2 Engine and operation
180 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.31 Foundation
Figure 65: Recommended configuration of foundation V engine Number of bolts
Number of bolts
No. of cylinders 12 14 16 18 20
Fitted bolts 2 2 2 2 2
Undercut bolts 30 34 38 42 46
Jack bolts 16 18 20 22 24
Table 121: Recommended configuration of foundation V engine Number of bolts 2 Engine and operation
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 181 (450)
2 MAN Diesel & Turbo
Arrangement of foundation
2.31 Foundation
bolt holes
2 Engine and operation
182 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.31 Foundation
2.31.3 Chocking with synthetic resin
Most classification societies permit the use of the following synthetic resins
for chocking diesel engines:
Chockfast Orange
(Philadelphia Resins Corp. U.S.A)
Epocast 36
(H.A. Springer, Kiel)
MAN Diesel & Turbo accepts engines being chocked with synthetic resin
provided:
If processing is done by authorised agents of the above companies.
If the classification society responsible has approved the synthetic resin
to be used for a unit pressure (engine weight + foundation bolt preload-
ing) of 450 N/cm2 and a chock temperature of at least 80 C.
The loaded area of the chocks must be dimensioned in a way, that the pres-
sure effected by the engines dead weight does not exceed 70 N/cm2
(requirement of some classification societies).
The pretensioning force of the foundation bolts was chosen so that the per-
missible total surface area load of 450 N/cm2 is not exceeded. This will
ensure that the horizontal thrust resulting from the mass forces is safely
transmitted by the chocks.
The shipyard is responsible for the execution and must also grant the war-
ranty.
Tightening of the foundation bolts only permissible with hydraulic tensioning
device. The point of application of force is the end of the thread with a length
of 85 mm. Nuts definitely must not be tightened with hook spanner and ham-
mer, even for later inspections.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 183 (450)
2 MAN Diesel & Turbo
The tensioning tools with tensioning nut and pressure sleeve are included in
the standard scope of supply of tools for the engine
Dedicated installation values (e.g. pre-tensioning forces) will be given in the
costumer documentation specific to each project.
2 Engine and operation
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184 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.31 Foundation
2 Engine and operation
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 185 (450)
2 MAN Diesel & Turbo
2.31 Foundation
2 Engine and operation
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186 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.31 Foundation
2.31.4 Resilient seating
General
The vibration of the engine causes dynamic effects on the foundation. These
effects are attributed to the pulsating reaction forces due to the fluctuating
torque. Additionally, in engines with certain cylinder numbers these effects
are increased by unbalanced forces and couples brought about by rotating
or reciprocating masses which considering their vector sum do not
equate to zero.
The direct resilient support makes it possible to reduce the dynamic forces
acting on the foundation, which are generated by every reciprocating engine
and may under adverse conditions have harmful effects on the environ-
ment of the engine.
With respect to large engines (bore > 400 mm) MAN Diesel & Turbo offers
two different versions of the resilient mounting (one using conical the other
inclined sandwich elements).
The inclined resilient mounting was developed especially for ships with high
comfort demands, e.g. passenger ferries and cruise vessels. This mounting
system is characterised by natural frequencies of the resiliently supported
engine being lower than approximately 7 Hz. The resonances are located
away from the excitation frequencies related to operation at nominal speed.
For average demands of comfort, e.g. for merchant ships, and for smaller
engines (bore < 400 mm) mountings using conical mounts can be judged as
being fully sufficient. Because of the stiffer design of the elements the natural
frequencies of the system are significantly higher than in case of the inclined
resilient mounting. The natural frequencies of engines mounted with this kind
of mounts are lower than approximately 18 Hz. The vibration isolation is thus
of lower quality. It is however, still considerably better than a rigid or semi
resilient engine support.
The appropriate design of the resilient support will be selected in accordance
with the demands of the customer, i.e. it will be adjusted to the special
requirements of each plant.
In both versions the supporting elements will be connected directly to the
engine feet by special brackets.
The number, rubber hardness and distribution of the supporting elements
depend on:
The weight of the engine
The centre of gravity of the engine
2 Engine and operation
ces as far as possible from nominal speed the lower bound of the speed
range free from resonances will rarely be lower than 70 % of nominal
speed for mountings using inclined mounts and rarely lower than 85 %
for mountings using conical mounts. It must be pointed out that these
percentages are only guide values. The speed interval being free from
resonances may be larger or smaller. These restrictions in speed will
mostly require the deployment of a controllable pitch propeller.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 187 (450)
2 MAN Diesel & Turbo
Between the resiliently mounted engine and the rigidly mounted gearbox
or alternator, a flexible coupling with minimum axial and radial elastic
2.31 Foundation
forces and large axial and radial displacement capacities should be provi-
ded.
The media connections (compensators) to and from the engine must be
highly flexible whereas the fixations of the compensators on the one
hand with the engine and on the other hand with the environment must
be realised as stiff as possible.
For the inclined resilient support, provision for stopper elements has to
be made because of the sea-state-related movement of the vessel. In
the case of conical mounting, these stoppers are integrated in the ele-
ment.
In order to achieve a good vibration isolation, the lower brackets used to
connect the supporting elements with the ship's foundation are to be fit-
ted at sufficiently rigid points of the foundation. Influences of the founda-
tion's stiffness on the natural frequencies of the resilient support of the
engine will not be considered in the mounting design calculation.
The yard must specify with which inclination related to the plane keel the
engine will be installed in the ship. The inclination must be defined and
communicated before entering the dimensioning process.
2 Engine and operation
2017-05-02 - 4.7
188 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.31 Foundation
2.31.5 Recommended configuration of foundation
Engine mounting
Figure 70: Recommended configuration of foundation, view on counter coupling side L engine, resilient
seating
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 189 (450)
2 MAN Diesel & Turbo
2.31 Foundation
Figure 71: Recommended configuration of foundation, view on exhaust side L engine, resilient seating 1
2 Engine and operation
2017-05-02 - 4.7
190 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.31 Foundation
2 Engine and operation
Figure 72: Recommended configuration of foundation, view on coupling side L engine, resilient seating
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 191 (450)
2 MAN Diesel & Turbo
2.31 Foundation
Figure 73: Recommended configuration of foundation, view on exhaust side L engine, resilient seating 2
2 Engine and operation
2017-05-02 - 4.7
192 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
Figure 74: Recommended configuration of foundation, view on coupling side V engine, resilient seating
2.31 Foundation
2 Engine and operation
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 193 (450)
2 MAN Diesel & Turbo
Figure 75: Recommended configuration of foundation, view on coupling side V engine, resilient seating
(conical mountings)
2017-05-02 - 4.7
194 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.31 Foundation
Figure 76: Recommended configuration of foundation, view on b bank V engine, resilient seating (conical
mountings) 1
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 195 (450)
2 MAN Diesel & Turbo
2.31 Foundation
2 Engine and operation
Figure 77: Recommended configuration of foundation, view on b bank V engine, resilient seating (conical
mountings) 2
2017-05-02 - 4.7
196 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2
2.31 Foundation
2.31.6 Engine alignment
The alignment of the engine to the attached power train is crucial for trouble-
free operation.
Dependent on the plant installation influencing factors on the alignment might
be:
Thermal expansion of the foundations
Thermal expansion of the engine, alternator or the gearbox
Thermal expansion of the rubber elements in the case of resilient mount-
ing
The settling behaviour of the resilient mounting
Shaft misalignment under pressure
Necessary axial pre-tensioning of the flex-coupling
Therefore take care that a special alignment calculation, resulting in align-
ment tolerance limits will be carried out.
Follow the relevant working instructions of this specific engine type. Align-
ment tolerance limits must not be exceeded.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 197 (450)
MAN Diesel & Turbo 3
3 Engine automation
The system has already been tested and parameterised in the factory.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 199 (450)
3 MAN Diesel & Turbo
The Control Unit is attached to the engine cushioned against any vibration. It
includes two identical, highly integrated Control Modules: One for safety
functions and the other one for engine control and alarming.
The modules work independently of each other and collect engine measuring
data by means of separate sensors.
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200 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3
3 Engine automation
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 201 (450)
3 MAN Diesel & Turbo
The SaCoSone System Bus connects all system modules. This redundant field
bus system provides the basis of data exchange between the modules and
allows the takeover of redundant measuring values from other modules in
case of a sensor failure.
SaCoSone is connected to the plant by the Gateway Module. This module is
equipped with decentral input and output channels as well as with different
interfaces for connection to the plant/ship automation, the Remote Operating
Panel and the online service.
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202 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3
3 Engine automation
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 203 (450)
3 MAN Diesel & Turbo
Interface Cabinet
3.1 SaCoSone system overview
The Interface Cabinet is the interface between the engine electronics and the
plant control. It is the central connecting point for 24 V DC power supply to
the engine from the vessel's power distribution.
Besides, it connects the engine safety and control system with the power
management, propulsion control and other periphery parts.
The supply of the SaCoSone subsystems is done by the Interface Cabinet.
The Interface Cabinet also includes the starter for the engine-attached cylin-
der lube oil pump, the valve seat lube oil pump and the temperature control
valves.
Auxiliary Cabinet
The Auxiliary Cabinet is the central connection for the 400 V AC power sup-
ply to the engine from the vessel's power distribution. It includes the starters
for the engine-attached cylinder lube oil pump(s), the temeprature control
valves and the driver for the variable valve timing.
3 Engine automation
2017-05-02 - 4.7
204 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3
Extension Unit
3 Engine automation
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 205 (450)
3 MAN Diesel & Turbo
The Remote Operating Panel serves for engine operation from a control
room. The Remote Operating Panel has the same functions as the Local
Operating Panel.
From this operating device it is possible to transfer the engine operation
functions to a superior automatic system (propulsion control system, power
management).
In plants with integrated automation systems, this panel can be replaced by
IAS.
The panel can be delivered as loose supply for installation in the control room
desk or integrated in the front door of the Interface Cabinet.
206 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3
Galvanic isolation
It is important that at least one of the two 24 V DC power supplies per
3 Engine automation
engine is foreseen as isolated unit with earth fault monitoring to improve the
localisation of possible earth faults. This isolated unit can either be the UPS-
buffered 24 V DC power supply or the 24 V DC power supply without UPS.
Example:
2017-05-02 - 4.7
The following overviews shows the exemplary layout for a plant consisting of
four engines. In this example the 24 V DC power supply without UPS is the
isolated unit. The UPS-buffered 24 V DC power supply is used for several
engines. In this case there must be the possibility to disconnect the UPS
from each engine (e.g. via double-pole circuit breaker) for earth fault detec-
tion.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 207 (450)
3 MAN Diesel & Turbo
3.2 Power supply and distribution
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208 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3
3.3 Operation
Voltage Consumer Notes
24 V DC SaCoSone All SaCoSone components in the Interface
Cabinet and on the engine
440 V 50/60 Hz SaCoSone Auxiliary Cabinet Power supply for consumers on engine (e.g.
cylinder lubricator)
Table 123: Required power supplies
3.3 Operation
3 Engine automation
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 209 (450)
3 MAN Diesel & Turbo
3.4 Functionality
Speed setting
In case of operating with one of the SaCoSone panels, the engine speed set-
ting is carried out manually by a decrease/increase switch button. If the oper-
ation is controlled by an external system, the speed setting can be done
either by means of binary contacts (e.g. for synchronisation) or by an active
4 20 mA analogue signal alternatively. The signal type for this is to be
defined in the project planning period.
Operating modes
For alternator applications:
Droop (5-percent speed increase between nominal load and no load)
For propulsion engines:
Isochronous
Master/Slave Operation for operation of two engines on one gear box
The operating mode is pre-selected via the SaCoSone interface and has to be
3 Engine automation
3.4 Functionality
2017-05-02 - 4.7
Safety functions
The safety system monitors all operating data of the engine and initiates the
required actions, i.e. load reduction or engine shutdown, in case any limit val-
ues are exceeded. The safety system is separated into Control Module and
210 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3
Gateway Module. The Control Module supervises the engine, while the Gate-
3.4 Functionality
way Module examines all functions relevant for the security of the connected
plant components.
The system is designed to ensure that all functions are achieved in accord-
ance with the classification societies' requirements for marine main engines.
The safety system directly influences the emergency shut-down and the
speed control.
In addition to the provisions made to permit the internal initiation of demands,
binary and analogue channels have been provided for the initiation of safety
functions by external systems.
Load reduction After the exceeding of certain parameters the classification societies demand
a load reduction to 60 %. The safety system supervises these parameters
and requests a load reduction, if necessary. The load reduction has to be
carried out by an external system (IAS, PMS, PCS). For safety reasons,
SaCoSone will not reduce the load by itself.
Auto shutdown Auto shutdown is an engine shutdown initiated by any automatic supervision
of either engine internal parameters or mentioned above external control sys-
tems. If an engine shutdown is triggered by the safety system, the emer-
gency stop signal has an immediate effect on the emergency shutdown
device, and the speed control. At the same time the emergency stop is trig-
gered, SaCoSone issues a signal resulting in the alternator switch to be
opened.
Some auto shutdowns may also be initiated redundantly by the alarm sys-
tem.
Emergency stop Emergency stop is an engine shutdown initiated by an operator's manual
action like pressing an emergency stop button.
Override During operation, safety actions can be suppressed by the override function
for the most parameters. The override has to be activated preventively. The
scope of parameters prepared for override are different and depend to the
chosen classification society. The availability of the override function depends
on the application.
Alarming
The alarm function of SaCoSone supervises all necessary parameters and
generates alarms to indicate discrepancies when required. The alarm func-
tions are likewise separated into Control Module and Gateway Module. In the
Gateway Module the supervision of the connected external systems takes
place. The alarm functions are processed in an area completely independent
of the safety system area in the Gateway Module.
3 Engine automation
Self-monitoring
SaCoSone carries out independent self-monitoring functions. Thus, for exam-
ple the connected sensors are checked constantly for function and wire
break. In case of a fault SaCoSone reports the occurred malfunctions in single
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 211 (450)
3 MAN Diesel & Turbo
Speed control
3.4 Functionality
Shutdown
The engine shutdown, initiated by safety functions and manual emergency
stops, is carried out by opening the flushing valve and closing the injection
valves.
Note:
The engine shutdown may have impact on the function of the plant. These
effects can be very diverse depending on the overall design of the plant and
must already be considered in early phase of the project planning.
Overspeed protection
The engine speed is monitored in both Control Modules independently. In
case of overspeed each Control Module actuates the shutdown device by a
separate hardware channel.
Control
SaCoSone controls all engine-internal functions as well as external compo-
nents, for example:
Start/stop sequences Requests of lube oil and cooling water pumps
Monitoring of the prelubrication and post-cooling period
Monitoring of the acceleration period
Request of start-up air blower
3 Engine automation
Control station switch-over Switch-over from local operation in the engine room to remote control from
the engine control room.
External functions Electrical lube oil pump
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212 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3
3.5 Interfaces
coordinated during the project engineering phase.
Starters
For engine attached pumps and motors the starters are installed in the Auxili-
ary Cabinet. Starters for external pumps and consumers are not included in
the SaCoSone scope of supply in general.
3.5 Interfaces
3 Engine automation
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 213 (450)
3 MAN Diesel & Turbo
The status messages, alarms and safety actions, which are generated in the
3.5 Interfaces
Alternator Control
Hardwired interface, used for example for synchronisation, load indication,
etc.
Power Management
Hardwired interface, for remote start/stop, load setting, etc.
Others
In addition, interfaces to auxiliary systems are available, such as:
Nozzle cooling water module
3 Engine automation
HT preheating unit
Electric driven pumps for lube oil, HT and LT cooling water
Start-up air blower
2017-05-02 - 4.7
Clutches
Gearbox
Propulsion control system
On request additional hard wired interfaces can be provided for special appli-
cations.
214 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3
Interface Cabinet
Design Floor-standing cabinet
Cable entries from below through cabinet base
Accessible by front doors
Doors with locks
Opening angle: 90
MAN Diesel & Turbo standard color light grey (RAL7035)
Weight: Approximately 300 kg
Ingress of protection: IP55
Dimensions: 1,200 x 2,100 x 400 mm1) (preliminary)
1)
width x height x depth (including base)
Environmental Conditions Ambient air temperature: 0 C to +55 C
Relative humidity: < 96 %
Vibrations: < 0.7 g
Auxiliary Cabinet
Design Floor-standing cabinet
Cable entries from below through cabinet base
Accessible by front doors
Doors with locks
Opening angle: 90
MAN Diesel & Turbo standard color light grey (RAL7035)
Weight: Approximately 200 kg
Ingress of protection: IP55
Dimensions: 600 x 2,100 x 400 mm1) (preliminary)
1)
width x height x depth (including base)
Environmental Conditions Ambient air temperature: 0 C to +55 C
3 Engine automation
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 215 (450)
3 MAN Diesel & Turbo
Figure 90: Exemplary arrangement of control cabinets with door opening areas (top
view)
anticondensation heater
216 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3
SaCoSone Auxiliary Cabinet 2.65 400440 50/60 3~ 6A Power supply for consumers
on engine
Table 124: Electrical own consumption
Location
The Interface Cabinet and the Auxiliary Cabinet are designed for installation in
engine rooms or engine control rooms. Both cabinets should be located side
by side.
The cabinets must be installed at a location suitable for service inspection.
Do not install the cabinets close to heat-generating devices.
In case of installation at walls, the distance between the cabinets and the
wall has to be at least 100 mm in order to allow air convection.
Regarding the installation in engine rooms, the cabinets should be supplied
with fresh air by the engine room ventilation through a dedicated ventilation
air pipe near the engine.
Note:
If the restrictions for ambient temperature can not be kept, the cabinet must
be ordered with an optional air condition system.
Cabling
The interconnection cables between the engine and the Interface Cabinet
and Auxiliary Cabinet have to be installed according to the rules of electro-
3 Engine automation
ply. Shielded cables have to be used for the cabling of sensors. For electrical
noise protection, an electric ground connection must be made from the cabi-
nets to the hull of the ship.
All cabling between the Interface Cabinet and Auxiliary Cabinet and the con-
trolled device is scope of yard supply.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 217 (450)
3 MAN Diesel & Turbo
The cabinets are equipped with spring loaded terminal clamps. All wiring to
3.7 Installation requirements
Installation works
During the installation period the yard has to protect the cabinets against
water, dust and fire. It is not permissible to do any welding near the cabinets.
The cabinets have to be fixed to the floor by screws.
If it is inevitable to do welding near the cabinets, the cabinets and panels
have to be protected against heat, electric current and electromagnetic influ-
ences. To guarantee protection against current, all of the cabling must be
disconnected from the affected components.
The installation of additional components inside the cabinets is only permissi-
ble after approval by the responsible project manager of MAN Diesel &
Turbo.
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218 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3
1 Hole drilled into the duct of the engine room venti- 2 Self-designed holder in front of the duct.
lation. Sensor measuring the temperature of the
airstream.
The sensor 1TE6100 Intake air temp is not suitable for this purpose.
2 1SE1005 speed pickup engine camshaft 0900 rpm/ camshaft Control Module/ -
speed speed and 01,800 Hz drive wheel Alarm
2017-05-02 - 4.7
position
input for
CR
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 219 (450)
3 MAN Diesel & Turbo
10 1GOS1024A/ limit switch VVT part feedback - engine Extension Unit Variable
B1) load position row A VVT part Valve Tim-
load posi- ing
tion
3 Engine automation
reached
11 2GOS1024A/ limit switch VVT full feedback - engine Extension Unit Variable
B1) load position row A VVT full Valve Tim-
load posi- ing
2017-05-02 - 4.7
tion
reached
220 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3
13 4GOS1024A/ limit switch VVT full feedback - engine Extension Unit Variable
B1) load position row A VVT full Valve Tim-
load posi- ing
tion
reached
14 1XSV1030 solenoid valve charge blow by - engine Control Module/ charge air
air bypass flap while part- Alarm bypass
load or low
speed
15 1XSV1031A/B solenoid valve charge charge air - engine Control Module/ charge air
1)
air blow off flap A/B blow off at Alarm blow off
low suction
air temper-
ature
Main bearings
16 xTE1064 double temp sensors, indication, 0120 C engine Control Modules main bear-
main bearings alarm, ing temp
engine pro- monitoring
tection
Turning gear
Jet Assist
18 1SSV1080 solenoid valve for Jet turbo- - engine Control Module/ Jet Assist
Assist charger Alarm
accelera-
tion by Jet
Assist
3 Engine automation
20 2PT2170 pressure transmitter, auto shut- 010 bar Local Control Module/ -
lube oil pressure down at Operating Safety
engine inlet low pres- Panel
sure
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 221 (450)
3 MAN Diesel & Turbo
Splash oil
28 xTE2880 double temp sensors, splash oil 0120 C engine Control Modules -
splash oil temp rod supervision
bearings
29 1TE3168 double temp sensor for EDS 0120 C engine Control Module/ -
HT water temp visualisa- Alarm
charge air cooler inlet tion and
control of
preheater
valve
222 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3
39 1TE4170 double temp sensor, alarm, indi- 0120 C LT pipe Control Modules -
LT water temp cation charge air
charge air cooler inlet cooler inlet
Fuel system
for EDS
use
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 223 (450)
3 MAN Diesel & Turbo
45 xLS5077A/B1) level switch rail seg- rail leakage - engine Extension Unit -
ment 15A/B detection
46 2PT5076A/B1) rail pressure sensors pressure of 02,000 bar engine Injection Mod- -
2 row A/B high pres- ule /CR
sure fuel
system
common
rail
47 xLS5077A/B1) level switch rail seg- rail leakage - engine Extension Unit -
ment detection
15A/B
48 xFSV5078A/B valve group for fuel fuel injec- - engine Injection Mod- -
1)
injection tion ule /CR
51 2LS5080A/B1) level switch dirty oil alarm at - pump bank Extension Unit -
leakage pump bank high level leakage
CS row A/B monitoring
CS
52 3LS5080A/B1) level switch dirty oil alarm at - pump bank Extension Unit -
leakage pump bank high level leakage
CCS row A/B monitoring
CCS
53 4LS5080A/B1) level switch dirty oil alarm at - pump bank Extension Unit -
3 Engine automation
224 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3
57 1PT6100 pressure transmitter, for EDS 20 +20 intake air Control Module/ -
intake air pressure visualisa- mbar duct after Alarm
tion filter
58 1TE6100 double temp sensor, temp input 0120 C intake air Control Module/ -
intake air temp for charge duct after Alarm
air blow-off filter
and EDS
visualisa-
tion
59 1TE6170A/B1) double temp sensor, for EDS 0300 C engine Control Modules -
charge air temp visualisa-
charge air cooler A/B tion
inlet
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 225 (450)
3 MAN Diesel & Turbo
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226 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
Main fuel Lube oil type Viscosity class Base No. (BN)
MGO (class DMA or DMZ) Doped (HD) + additives SAE 40 12 16 mg KOH/g Depending on
sulphur content
MDO (ISO-F-DMB) 12 20 mg KOH/g
Selection of the lube oil must be in accordance with the relevant sections.
The lube oil must always match the worst fuel oil quality.
A base number (BN) that is too low is critical due to the risk of corrosion.
A base number that is too high, could lead to deposits/sedimentation.
4.1.2 Fuel
The engine is designed for operation with HFO, MDO (DMB) and MGO (DMA,
DMZ) according to ISO 8217-2012 in the qualities quoted in the relevant sec-
tions.
Additional requirements for HFO before engine:
Water content before engine: Max. 0.2 %
Al + Si content before engine: Max. 15 mg/kg
Fuel oil cooler switched on and fuel oil temperature before engine
45 C. In general, the minimum viscosity before engine of 1.9 cSt must
not be undershoot!
B) Long-term (> 72 h) or For long-term (> 72 h) or continuous operation with DM-grade fuel special
continuous operation engine- and plant-related planning prerequisites must be set and special
actions are necessary during operation.
Following features are required on engine side:
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 227 (450)
4 MAN Diesel & Turbo
the continuous usage of the standard lube oil (BN40) for this purpose.
228 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
MDO (DMB) No
HFO Yes
Table 128: Nozzle cooling system activation
4.2 Specification of lubricating oil (SAE 40) for operation with MGO/MDO and
biofuels
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-
cating oils contain additives that, amongst other things, ensure dirt absorp-
tion capability, cleaning of the engine and the neutralisation of acidic com-
bustion products.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability. 4 Specification for engine supplies
The base oil must comply with the following limit values, particularly in terms
of its resistance to ageing.
Properties/Characteristics Unit Test method Limit value
Make-up Ideally paraffin based
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 229 (450)
4 MAN Diesel & Turbo
Compounded lubricating oils The base oil to which the additives have been added (doped lubricating oil)
(HD oils) must have the following properties:
Additives The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
4 Specification for engine supplies
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Doped oil quality We recommend doped lubricating oils (HD oils) according to international
specifications MIL-L 2104 or API-CD with a base number of BN 10 16 mg
KOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base
230 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
than 1,000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 231 (450)
4 MAN Diesel & Turbo
If you wish to operate the engine with HFO once again, it will be necessary to
4.2 Specification of lubricating oil (SAE 40) for operation
with MGO/MDO and biofuels
change over in good time to lubricating oil with a higher BN (30 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Tests
Monthly analysis of lube oil samples is very important for safe engine opera-
tion. We can analyse samples for customers at MAN Diesel & Turbo Prime-
ServLab.
Note:
If operating fluids are improperly handled, this can pose a danger to health,
safety and the environment. The relevant safety information by the supplier of
operating fluids must be observed.
Manufacturer Base number (10) 12 16 1) (mgKOH/g)
MAN Diesel & Turbo PrimeServeLube M Diesel T 40/15 1)
BP Energol DS 3-154
Q8 Mozart DP40
SHELL Gadinia 40
Gadinia AL40
Gadinia S3
Sirius X40 2)
Rimula R3+40 2)
232 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
Note:
MAN Diesel & Turbo SE does not assume liability for problems that occur
when using these oils.
Limit value Procedure
Viscosity at 40 C 110 220 mm/s ISO 3104 or ASTM D445
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
4.3 Specification of lubricating oil (SAE 40) for heavy fuel operation (HFO)
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
2017-05-02 - 4.7
Medium alkalinity lubricating oils have a proven track record as lubricants for
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralization reserve than with fully com-
pounded engine oils (HD oils).
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 233 (450)
4 MAN Diesel & Turbo
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the limit values in the table below, particularly
in terms of its resistance to ageing:
Properties/Characteristics Unit Test method Limit value
Make-up Ideally paraffin based
Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
oil
Additives The additives must be dissolved in the oil and their composition must ensure
that after combustion as little ash as possible is left over, even if the engine is
provisionally operated with distillate oil.
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
2017-05-02 - 4.7
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
The lubricating oil must not absorb the deposits produced by the fuel.
234 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
Neutralisation properties Lubricating oils with medium alkalinity and a range of neutralization capabili-
(BN) ties (BN) are available on the market. At the present level of knowledge, an
interrelation between the expected operating conditions and the BN number
can be established. However, the operating results are still the overriding fac-
tor in determining which BN number provides the most efficient engine oper-
ation.
Table Base number to be used for various operating conditions, Page 235
indicates the relationship between the anticipated operating conditions and
the BN number.
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
content of less than 0.5 %. 4 Specification for engine supplies
30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.
40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-
sponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation providing the sulphur content is over 1.5 %.
50 32/40, 32/44CR, 32/44K, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
2017-05-02 - 4.7
insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).
Table 135: Base number to be used for various operating conditions
Operation with low-sulphur To comply with the emissions regulations, the sulphur content of fuels used
fuel nowadays varies. Fuels with low-sulphur content must be used in environ-
mentally-sensitive areas (e.g. SECA). Fuels with higher sulphur content may
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 235 (450)
4 MAN Diesel & Turbo
be used outside SECA zones. In this case, the BN number of the lube oil
4.3 Specification of lubricating oil (SAE 40) for heavy fuel
operation (HFO)
selected must satisfy the requirements for operation using fuel with high-sul-
phur content. A lube oil with low BN number may only be selected if fuel with
a low sulphur content is used exclusively during operation.
However, the practical results demonstrate that the most efficient engine
operation is the factor ultimately determining the permitted additive content.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Oil for mechanicalhydraulic Multigrade oil 5W40 should ideally be used in mechanicalhydraulic control-
speed governor lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.
The military specification applied for these oils is NATO O-236.
Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the oil manufacturers are in close regular contact with engine manu-
warranty facturers, and can therefore provide information on which oil in their specific
product range has been approved by the engine manufacturer for the partic-
ular application. Irrespective of the above, the lubricating oil manufacturers
are in any case responsible for the quality and characteristics of their prod-
ucts. If you have any questions, we will be happy to provide you with further
information.
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
4 Specification for engine supplies
speed engines. The oil properties must be regularly analysed. As long as the
oil properties are within the defined limit values the oil may be used further.
See table Limit values for used lubricating oil, Page 237.
An oil sample must be analysed every 1 3 months (see maintenance
schedule). The quality of the oil can only be maintained if it is cleaned using
suitable equipment (e.g. a separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
2017-05-02 - 4.7
236 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
higher BN (40 or 50), an oil change will not be required when effecting the
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
Tests
Monthly analysis of lube oil samples is very important for safe engine opera-
tion. We can analyse samples for customers at MAN Diesel & Turbo Prime-
ServLab.
Base Number (mgKOH/g) 4 Specification for engine supplies
Manufacturer
2025 30 40 5055
MAN Diesel & PrimeServeLube PrimeServeLube PrimeServeLube PrimeServeLube
Turbo M Residual T 40/20 1) M Residual T 40/30 1) M Residual T 40/40 1) M Residual T 40/55 1)
AVIN OIL S.A. AVIN ARGO S 30 SAE AVIN ARGO S 40 SAE AVIN ARGO S 50 SAE
40 40 40
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
2017-05-02 - 4.7
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 237 (450)
4 MAN Diesel & Turbo
Manufacturer
2025 30 40 5055
EXXON MOBIL Mobilgard M430 Mobilgard M440 Mobilgard M50
Gulf Oil Marine GulfSea Power 4020 GulfSea Power 4030 GulfSea Power 4040 GulfSea Power 4055
Ltd. MDO Gulfgen Supreme 430 Gulfgen Supreme 440 Gulfgen Supreme 455
Gulfgen Supreme 420
Idemitsu Kosan Daphne Marine Oil Daphne Marine Oil Daphne Marine Oil
Co.,Ltd. SW30/SW40/MV30/ SA30/SA40 SH40
MV40
LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40
Navigo TPEO 55/40
Motor Oil Hellas EMO ARGO S 30 SAE EMO ARGO S 40 SAE EMO ARGO S 50 SAE
S.A. 40 40 40
Sinopec Sinopec TPEO 4020 Sinopec TPEO 4030 Sinopec TPEO 4040 Sinopec TPEO 4050
TOTAL LUBMAR- Aurelia TI 4020 Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
INE
1)
Including PrimeServLab
Table 137: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines
Note:
MAN Diesel & Turbo SE does not assume liability for problems that occur
4 Specification for engine supplies
Diesel oil
Other designations Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Military specification
2017-05-02 - 4.7
Diesel oils that satisfy specification NATO F-75 or F-76 may be used.
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
238 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
The DIN EN 590 and ISO 8217-2012 (Class DMA or Class DMZ) standards
Filterability 1)
in summer and C DIN EN 116 0
in winter C DIN EN 116 12
Other specifications:
The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
4 Specification for engine supplies
1)
Additional information
Use of diesel oil If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behav-
iour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity To ensure sufficient lubrication, a minimum viscosity must be ensured at the
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 239 (450)
4 MAN Diesel & Turbo
The pour point indicates the temperature at which the oil stops flowing. To
4.5 Specification of diesel oil (MDO)
Analyses
Analysis of fuel oil samples is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.
Specification
The suitability of a fuel depends on the engine design and the available
4 Specification for engine supplies
< 11 1)
240 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
Other specifications:
ASTM D 975 2D
1)
For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not
exceed 6 mm2/s @ 40 C, as this would reduce the lifetime of the injection
system.
Additional information
During transshipment and transfer, MDO is handled in the same manner as
residual oil. This means that it is possible for the oil to be mixed with high-
viscosity fuel or heavy fuel oil with the remnants of these types of fuels in
the bunker ship, for example that could significantly impair the properties of
the oil.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
4 Specification for engine supplies
the lubricity as specified in ISO 12156-1 does not exceed 520 m.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.
The fuel must be free of lubricating oil (ULO used lubricating oil, old oil).
Fuel is considered as contaminated with lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
2017-05-02 - 4.7
The pour point specifies the temperature at which the oil no longer flows. The
lowest temperature of the fuel in the system should be roughly 10 C above
the pour point to ensure that the required pumping characteristics are main-
tained.
A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 C.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 241 (450)
4 MAN Diesel & Turbo
Seawater causes the fuel system to corrode and also leads to hot corrosion
4.6 Specification of heavy fuel oil (HFO)
Analyses
Analysis of fuel oil samples is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.
Prerequisites
MAN Diesel & Turbo four-stroke diesel engines can be operated with any
heavy fuel oil obtained from crude oil that also satisfies the requirements in
table The fuel specification and corresponding characteristics for heavy fuel
oil, Page 243 providing the engine and fuel processing system have been
designed accordingly. To ensure that the relationship between the fuel, spare
parts and repair / maintenance costs remains favourable at all times, the fol-
lowing points should be observed.
Origin/Refinery process The quality of the heavy fuel oil largely depends on the quality of crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
2017-05-02 - 4.7
that these also comply with the international specifications. The engine oper-
ator is responsible for ensuring that suitable heavy fuel oils are chosen.
Specifications Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in table The
fuel specification and corresponding characteristics for heavy fuel oil, Page
243. The entries in the last column of this table provide important back-
ground information and must therefore be observed.
242 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
Different international specifications exist for heavy fuel oils. The most impor-
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 243 (450)
4 MAN Diesel & Turbo
(ASTM D 97)
Sodium content mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil processing
Sodium <100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or poly-
4 Specification for engine supplies
mers.
Table 140: The fuel specification and corresponding characteristics for heavy fuel oil
Additional information
The purpose of the following information is to show the relationship between
the quality of heavy fuel oil, heavy fuel oil processing, the engine operation
and operating results more clearly.
Selection of heavy fuel oil Economical operation with heavy fuel oil within the limit values specified in
the table entitled The fuel specification and corresponding properties for
2017-05-02 - 4.7
heavy fuel oil, Page 243 is possible under normal operating conditions, provi-
ded the system is working properly and regular maintenance is carried out. If
these requirements are not satisfied, shorter maintenance intervals, higher
wear and a greater need for spare parts is to be expected. The required
maintenance intervals and operating results determine which quality of heavy
fuel oil should be used.
244 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 245 (450)
4 MAN Diesel & Turbo
4.6 Specification of heavy fuel oil (HFO)
Figure 92: Arrangement of heavy fuel oil cleaning equipment and/or separator
The separators must be arranged according to the manufacturers' current
recommendations (Alfa Laval and Westphalia). The density and viscosity of
the heavy fuel oil in particular must be taken into account. If separators by
other manufacturers are used, MAN Diesel & Turbo should be consulted.
If the treatment is in accordance with the MAN Diesel & Turbo specifications
and the correct separators are chosen, it may be assumed that the results
stated in the table entitled Achievable contents of foreign matter and water,
Page 246 for inorganic foreign matter and water in heavy fuel oil will be ach-
ieved at the engine inlet.
Results obtained during operation in practice show that the wear occurs as a
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum
lube oil treatment process must be ensured.
Definition Particle size Quantity
Inorganic foreign matter < 5 m < 20 mg/kg
4 Specification for engine supplies
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
at regular intervals. The tank's ventilation system must be designed in such a
way that condensate cannot flow back into the tank.
246 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
Vanadium/Sodium If the vanadium/sodium ratio is unfavourable, the melting point of the heavy
tion and a rapid rise in ignition pressure as well as combustion close to the
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
system is higher. These problems can also occur when using unstable heavy
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
increased deposition of asphalt (see paragraph Compatibility, Page 250).
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 247 (450)
4 MAN Diesel & Turbo
products are used as the low viscosity ingredients of heavy fuel oils although
the ignition characteristics of these oils may also be poor. The cetane num-
ber of these compounds should be > 35. If the proportion of aromatic hydro-
carbons is high (more than 35 %), this also adversely affects the ignition
quality.
The ignition delay in heavy fuel oils with poor ignition characteristics is longer;
the combustion is also delayed which can lead to thermal overloading of the
oil film at the cylinder liner and also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the cylinder are also influenced by
the end temperature and compression pressure, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.
The disadvantages of using fuels with poor ignition characteristics can be
limited by preheating the charge air in partial load operation and reducing the
output for a limited period. However, a more effective solution is a high com-
pression ratio and operational adjustment of the injection system to the igni-
tion characteristics of the fuel used, as is the case with MAN Diesel & Turbo
piston engines.
The ignition quality is one of the most important properties of the fuel. This
value does not appear in the international specifications because a standar-
dised testing method has only recently become available and not enough
experience has been gathered at this point in order to determine limit values.
The parameters, such as the calculated carbon aromaticity index (CCAI), are
therefore aids that are derived from quantifiable fuel properties. We have
established that this method is suitable for determining the approximate igni-
tion quality of the heavy fuel oil used.
A testing instrument has been developed based on the constant volume
combustion method (fuel combustion analyser FCA) and is currently being
tested by a series of testing laboratories.
The instrument measures the ignition delay to determine the ignition quality
of fuel and this measurement is converted into an instrument-specific cetane
number (FIA-CN or EC). It has been established that in some cases, heavy
fuel oils with a low FIA cetane number or ECN number can cause operating
problems.
As the liquid components of the heavy fuel oil decisively influence the ignition
4 Specification for engine supplies
248 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
Figure 93: Nomogram for determining the CCAI and assigning the CCAI ranges to
engine types
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 249 (450)
4 MAN Diesel & Turbo
Sulphuric acid corrosion The engine should be operated at the coolant temperatures prescribed in the
4.6 Specification of heavy fuel oil (HFO)
operating handbook for the relevant load. If the temperature of the compo-
nents that are exposed to acidic combustion products is below the acid dew
point, acid corrosion can no longer be effectively prevented, even if alkaline
lube oil is used.
The BN values specified in section Specification of lubricating oil (SAE 40) for
heavy fuel operation (HFO), Page 233 are sufficient, providing the quality of
lubricating oil and the engine's cooling system satisfy the requirements.
Compatibility The supplier must guarantee that the heavy fuel oil is homogeneous and
remains stable, even after the standard storage period. If different bunker oils
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and a large amount of resi-
due as a result of combustion.
This is due to incompatibility or instability of the oils. Therefore heavy fuel oil
as much as possible should be removed in the storage tank before bunker-
ing again to prevent incompatibility.
Blending the heavy fuel oil If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see paragraph Compatibility, Page 250).
Additives for heavy fuel oils MAN Diesel & Turbo SE engines can be operated economically without addi-
tives. It is up to the customer to decide whether or not the use of additives is
beneficial. The supplier of the additive must guarantee that the engine opera-
tion will not be impaired by using the product.
The use of heavy fuel oil additives during the warranty period must be avoi-
ded as a basic principle.
Additives that are currently used for diesel engines, as well as their probable
effects on the engine's operation, are summarised in the table below Addi-
tives for heavy fuel oils and their effects on the engine operation, Page 250.
Heavy fuel oils with low From the point of view of an engine manufacturer, a lower limit for the sul-
sulphur content phur content of heavy fuel oils does not exist. We have not identified any
problems with the low-sulphur heavy fuel oils currently available on the mar-
ket that can be traced back to their sulphur content. This situation may
2017-05-02 - 4.7
change in future if new methods are used for the production of low-sulphur
heavy fuel oil (desulphurisation, new blending components). MAN Diesel &
Turbo will monitor developments and inform its customers if required.
If the engine is not always operated with low-sulphur heavy fuel oil, corre-
sponding lubricating oil for the fuel with the highest sulphur content must be
selected.
250 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
Note:
Tests
Sampling To check whether the specification provided and/or the necessary delivery
conditions are complied with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the engine's warranty period).
To ensure that the samples taken are representative of the bunker oil, a sam-
ple should be taken from the transfer line when starting up, halfway through
the operating period and at the end of the bunker period. "Sample Tec" by
Mar-Tec in Hamburg is a suitable testing instrument which can be used to
take samples on a regular basis during bunkering.
Analysis of samples To ensure sufficient cleaning of the fuel via the separator, perform regular
functional check by sampling up- and downstream of the separator.
Analysis of HFO samples is very important for safe engine operation. We can
analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServLab.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 251 (450)
2017-05-02 - 4.7
Kinematic mm2/s Max. 10.00 30.00 80.00 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0 ISO 3104
viscosity
at 50 Cb
Density at 15 C kg/m3 Max. 920.0 960.0 975.0 991.0 991.0 1010.0 See 7.1
MAN 32/44CR IMO Tier II, Project Guide Marine, EN
ISO 3675 or
ISO 12185
CCAI Max. 850 860 860 860 870 870 See 6.3 a)
Flash point C Min. 60.0 60.0 60.0 60.0 60.0 60.0 See 7.3
ISO 2719
Hydrogen sulfide mg/kg Max. 2.00 2.00 2.00 2.00 2.00 2.00 See 7.11
IP 570
Acid numberd mg Max. 2.5 2.5 2.5 2.5 2.5 2.5 ASTM D664
KOH/g
Total sediment % (m/m) Max. 0.10 0.10 0.10 0.10 0.10 0.10 See 7.5
aged ISO 10307-2
Carbon residue: % (m/m) Max. 2.50 10.00 14.00 15.00 18.00 20.00 ISO 10370
micro method
4
254 (450)
4 Specification for engine supplies 4.6.1 ISO 8217-2012 Specification of HFO
4
Characteristic Unit Limit Category ISO-F- Test method
Pour point
(upper)e
Winter quality C Max. 0 0 30 30 30 30 ISO 3016
MAN 32/44CR IMO Tier II, Project Guide Marine, EN
Summer quality
C Max. 6 6 30 30 30 30 ISO 3016
Water % (V/V) Max. 0.30 0.50 0.50 0.50 0.50 0.50 ISO 3733
Ash % (m/m) Max. 0.040 0.070 0.070 0.070 0.100 0.150 ISO 6245
Vanadium mg/kg Max. 50 150 150 150 350 450 see 7.7
IP 501, IP 470
or ISO 14597
Used lubricating The fuel shall be free from ULO. A fuel shall be considered to contain ULO when either one of the following condi- (see 7.10) IP
oils (ULO): tions is met: 501 or
calcium and zinc
or mg/kg calcium > 30 and zinc > 15 IP 470
calcium and
a This category is based on a previously defined distillate DMC category that was described in ISO 8217:2005, Table 1. ISO 8217:2005 has been withdrawn.
b 1mm2/s = 1 cSt
c The purchaser shall define the maximum sulfur content in accordance with relevant statutory limitations. See 0.3 and Annex C.
d See Annex H.
e Purchasers shall ensure that this pour point is suitable for the equipment on board, especially if the ship operates in cold climates.
2017-05-02 - 4.7
MAN Diesel & Turbo 4
In the diagram, the fuel temperatures are shown on the horizontal axis and
the viscosity is shown on the vertical axis.
The diagonal lines correspond to viscosity-temperature curves of fuels with
different reference viscosities. The vertical viscosity axis in mm2/s (cSt)
applies for 40, 50 or 100 C.
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 255 (450)
4 MAN Diesel & Turbo
temperature
Example: Heavy fuel oil with Prescribed injection viscosity Required temperature of heavy fuel oil
180 mm2/s at 50 C in mm/s at engine inlet1) in C
12 126 (line c)
14 119 (line d)
1)
With these figures, the temperature drop between the last preheating device and
the fuel injection pump is not taken into account.
Table 143: Determining the viscosity-temperature curve and the required
preheating temperature
A heavy fuel oil with a viscosity of 180 mm2/s at 50 C can reach a viscosity
of 1,000 mm2/s at 24 C (line e) this is the maximum permissible viscosity
of fuel that the pump can deliver.
A heavy fuel oil discharge temperature of 152 C is reached when using a
recent state-of-the-art preheating device with 8 bar saturated steam. At
higher temperatures there is a risk of residues forming in the preheating sys-
tem this leads to a reduction in heating output and thermal overloading of
the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.
The heavy fuel oil lines between the outlet of the last preheating system and
the injection valve must be suitably insulated to limit the maximum drop in
temperature to 4 C. This is the only way to achieve the necessary injection
viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700
mm2/s at 50 C (the maximum viscosity as defined in the international specifi-
cations such as ISO CIMAC or British Standard). If heavy fuel oil with a low
reference viscosity is used, the injection viscosity should ideally be 12 mm2/s
in order to achieve more effective atomisation to reduce the combustion resi-
due.
The delivery pump must be designed for heavy fuel oil with a viscosity of up
to 1,000 mm2/s. The pour point also determines whether the pump is capa-
ble of transporting the heavy fuel oil. The bunker facility must be designed so
as to allow the heavy fuel oil to be heated to roughly 10 C above the pour
point.
4 Specification for engine supplies
Note:
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the engine
must be at least 1.9 mm2/s. If the viscosity is too low, this may cause seizing
of the pump plunger or nozzle needle valves as a result of insufficient lubrica-
tion.
This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it
must never exceed the following values:
45 C at the most with MGO (DMA) and MDO (DMB)
A fuel cooler must therefore be installed.
2017-05-02 - 4.7
If the viscosity of the fuel is < 2 cSt at 40 C, consult the technical service of
MAN Diesel & Turbo in Augsburg.
256 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
Preliminary remarks
An engine coolant is composed as follows: water for heat removal and cool-
ant additive for corrosion protection.
As is also the case with the fuel and lubricating oil, the engine coolant must
be carefully selected, handled and checked. If this is not the case, corrosion,
erosion and cavitation may occur at the walls of the cooling system in con-
tact with water and deposits may form. Deposits obstruct the transfer of heat
and can cause thermal overloading of the cooled parts. The system must be
treated with an anticorrosive agent before bringing it into operation for the
first time. The concentrations prescribed by the engine manufacturer must
always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
Requirements
Limit values The properties of untreated coolant must correspond to the following limit
values:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign mat-
ter
pH value 6.5 8
1 dGH (German
1)
10 mg CaO in 1 litre of water 17.9 mg CaCO3/l
hardness)
0.357 mval/l 0.179 mmol/l
2)
1 mg/l 1 ppm
Testing equipment The MAN Diesel & Turbo water testing equipment incorporates devices that
4 Specification for engine supplies
determine the water properties directly related to the above. The manufactur-
ers of anticorrosive agents also supply user-friendly testing equipment.
For information on monitoring cooling water, see section Cooling water
inspecting, Page 264.
Additional information
Distillate If distilled water (from a fresh water generator, for example) or fully desalina-
ted water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine coolant. These waters are free of lime and
2017-05-02 - 4.7
salts, which means that deposits that could interfere with the transfer of heat
to the coolant, and therefore also reduce the cooling effect, cannot form.
However, these waters are more corrosive than normal hard water as the
thin film of lime scale that would otherwise provide temporary corrosion pro-
tection does not form on the walls. This is why distilled water must be han-
dled particularly carefully and the concentration of the additive must be regu-
larly checked.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 257 (450)
4 MAN Diesel & Turbo
Hardness The total hardness of the water is the combined effect of the temporary and
4.8 Specification of engine cooling water
258 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
Required approval A coolant additive may only be permitted for use if tested and approved as
Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri-
bed coolant treatment and electrochemical potential reversal that may occur
due to the coolant temperatures which are usual in engines nowadays. If
necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corro-
sion without interfering with heat transfer, and also prevents limescale depos-
its on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.
Anti-freeze agents
If temperatures below the freezing point of water in the engine cannot be
excluded, an antifreeze agent that also prevents corrosion must be added to
the cooling system or corresponding parts. Otherwise, the entire system
must be heated.
4 Specification for engine supplies
Sufficient corrosion protection can be provided by adding the products listed
in the table entitled Antifreeze agent with slushing properties, Page 263 (Mili-
tary specification: Federal Armed Forces Sy-7025), while observing the pre-
scribed minimum concentration. This concentration prevents freezing at tem-
peratures down to 22 C and provides sufficient corrosion protection. How-
ever, the quantity of antifreeze agent actually required always depends on
the lowest temperatures that are to be expected at the place of use.
Antifreeze agents are generally based on ethylene glycol. A suitable chemical
anticorrosive agent must be added if the concentration of the antifreeze
2017-05-02 - 4.7
agent prescribed by the user for a specific application does not provide an
appropriate level of corrosion protection, or if the concentration of antifreeze
agent used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Considering
that the antifreeze agents listed in the table Antifreeze agents with slushing
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 259 (450)
4 MAN Diesel & Turbo
properties, Page 263 also contain corrosion inhibitors and their compatibility
4.8 Specification of engine cooling water
with other anticorrosive agents is generally not given, only pure glycol may be
used as antifreeze agent in such cases.
Simultaneous use of anticorrosive agent from the table Nitrite-free chemical
additives, Page 263 together with glycol is not permitted, because monitor-
ing the anticorrosive agent concentration in this mixture is no more possible.
Antifreeze agents may only be mixed with one another with the consent of
the manufacturer, even if these agents have the same composition.
Before an antifreeze agent is used, the cooling system must be thoroughly
cleaned.
If the coolant contains emulsifiable slushing oil, antifreeze agent may not be
added as otherwise the emulsion would break up and oil sludge would form
in the cooling system.
Biocides
If you cannot avoid using a biocide because the coolant has been contami-
nated by bacteria, observe the following steps:
You must ensure that the biocide to be used is suitable for the specific
application.
The biocide must be compatible with the sealing materials used in the
coolant system and must not react with these.
The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products con-
tain chloride or sulphate ions are not permitted.
Biocides that cause foaming of coolant are not permitted.
The entire system must therefore be cleaned with the engine switched off
using a suitable cleaning agent (see section Cooling water system cleaning,
Page 265).
Loose solid matter in particular must be removed by flushing the system
thoroughly as otherwise erosion may occur in locations where the flow veloc-
ity is high.
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the coolant additive will be able to
carry out this work and, if this is not possible, will at least be able to provide
suitable products to do this. If this work is carried out by the engine operator,
he should use the services of a specialist supplier of cleaning agents. The
2017-05-02 - 4.7
cooling system must be flushed thoroughly after cleaning. Once this has
been done, the engine coolant must be immediately treated with anticorro-
sive agent. Once the engine has been brought back into operation, the
cleaned system must be checked for leaks.
260 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
Protective measures
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 261 (450)
4 MAN Diesel & Turbo
If chemicals come into contact with your eyes, rinse them immediately with
4.8 Specification of engine cooling water
Auxiliary engines
If the same cooling water system used in a MAN Diesel & Turbo two-stroke
main engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38
or 28/32H, the cooling water recommendations for the main engine must be
observed.
Analyses
Regular analysis of coolant is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.
262 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
Castrol Solvex WT 3
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 263 (450)
4 MAN Diesel & Turbo
4.9 Cooling water inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The freshwater used to fill the cooling water circuits must satisfy the specifi-
cations. The cooling water in the system must be checked regularly in
accordance with the maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid, evaluation of the operating
fluid and checking the concentration of the anticorrosive agent.
Tools/equipment required
Equipment for checking the The following equipment can be used:
fresh water quality The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg).
Equipment for testing the When using chemical additives:
concentration of additives Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
1)
dGH German hardness
1 dGH = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1 mg/l = 1 ppm
Short specification
Anticorrosive agent Concentration
Chemical additives According to the quality specification, see section Specification of engine cooling water,
Page 257.
Anti-freeze agents
Table 150: Concentration of the cooling water additive
264 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
Testing the concentration of The concentration should be tested every week, and/or according to the
Summary
Remove contamination/residue from operating fluid systems, ensure/re-
establish operating reliability.
Cooling water systems containing deposits or contamination prevent effec-
tive cooling of parts. Contamination and deposits must be regularly elimina-
ted.
This comprises the following:
Cleaning the system and, if required removal of limescale deposits, flushing
the system.
Cleaning
Nalfleet MaxiClean 2 2 5% 4 h at 60 C
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 265 (450)
4 MAN Diesel & Turbo
Vecom Ultrasonic 4% 12 h at 50 60 C
Multi Cleaner
Table 151: Cleaning agents for removing oil sludge
Lime and rust deposits Lime and rust deposits can form if the water is especially hard or if the con-
centration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corro-
sion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the compo-
nents being cooled.
Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
Cleaning agents for removing limescale and rust deposits., Page 266 Prod-
ucts by other manufacturers can be used providing they have similar proper-
ties. The manufacturer's instructions for use must be strictly observed. Prior
to cleaning, check whether the cleaning agent is suitable for the materials to
be cleaned. The products listed in the table entitled Cleaning agents for
removing limescale and rust deposits, Page 266 are also suitable for stain-
less steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew SAF-Acid 5 10 % 4 h at 60 70 C
Descale-IT 5 10 % 4 h at 60 70 C
Ferroclean 10 % 4 24 h at 60 70 C
In emergencies only Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
2017-05-02 - 4.7
266 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
The carbon dioxide bubbles that form when limescale deposits are dissolved
General
The quality and condition of intake air (combustion air) have a significant
effect on the engine output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also con-
tamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.
This is why effective cleaning of intake air (combustion air) and regular main- 4 Specification for engine supplies
tenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pres-
sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-
tion.
Exhaust turbochargers for marine engines are equipped with silencers
enclosed by a filter mat as a standard. The quality class (filter class) of the
filter mat corresponds to the G3 quality in accordance with EN 779.
Requirements
2017-05-02 - 4.7
Liquid fuel engines: As minimum, inlet air (combustion air) must be cleaned
by a G3 class filter as per EN779, if the combustion air is drawn in from
inside (e.g. from the machine room/engine room). If the combustion air is
drawn in from outside, in the environment with a risk of higher inlet air con-
tamination (e.g. due to sand storms, due to loading and unloading grain
cargo vessels or in the surroundings of cement plants), additional measures
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 267 (450)
4 MAN Diesel & Turbo
must be taken. This includes the use of pre-separators, pulse filter systems
4.11 Specification of intake air (combustion air)
Table 153: Typical values for intake air (combustion air) that must be
complied with
Note:
Intake air shall not contain any flammable gases. Make sure that the com-
bustion air is not explosive and is not drawn in from the ATEX Zone.
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268 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4
General
For compressed air quality observe the ISO 8573-1:2010. Compressed air
must be free of solid particles and oil (acc. to the specification).
Requirements
Compressed air quality of The starting air must fulfil at least the following quality requirements accord-
starting air system ing to ISO 8573-1:2010.
For catalysts
The following specifications are valid unless otherwise defined by any other
relevant sources:
Compressed air quality for Compressed air for soot blowing must meet at least the following quality
soot blowing requirements according to ISO 8573-1:2010.
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 269 (450)
4 MAN Diesel & Turbo
Compressed air quality for Compressed air for atomisation of the reducing agent must fulfil at least the
4.12 Specification of compressed air
Note:
To prevent clogging of catalyst and catalyst lifetime shortening, the com-
pressed air specification must always be observed.
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270 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
Intake air 20 25
Exhaust gas 40
Table 154: Recommended flow rates
General
The properties of the piping shall conform to international standards, e.g.
5 Engine supply systems
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 271 (450)
5 MAN Diesel & Turbo
In the case of pipes with forged bends care is to be taken that internal
surfaces are smooth and no stray weld metal left after joining.
5.1 Basic principles for pipe selection
See also the instructions in our Work card 6682000.16-01E for cleaning
of steel pipes before fitting together with the Q10.09028-2104 for sta-
tionary power plants.
engines with external piping systems. They are used to compensate the
dynamic movements of the engine in relation to the external piping system.
For information about the origin of the dynamic engine movements, their
direction and identity in principle see table Excursions of the L engines, Page
273 and table Excursions of the V engines, Page 273.
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272 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
Origin of static/ Engine rotations unit Coupling displacements unit Exhaust flange
Rolling 0.22 0.0 0.0 0.0 3.2 0.35 0.3 16.2 4.25
Engine torque 0.045 0.0 0.0 0.0 0.35 (to 0.0 0.0 2.9 (to 0.9
(CCW) control control
side) side)
Vibration (0.003) ~0.0 ~0.0 0.0 0.0 0.0 0.0 0.12 0.08
during normal
operation
Run out 0.053 0.0 0.0 0.0 0.64 0.0 0.0 3.9 1.1
resonance
Table 155: Excursions of the L engines
Note:
The above entries are approximate values (10 %); they are valid for the
standard design of the mounting.
Rolling 0.3 0.0 0.0 0.0 5.0 0.54 0.0 21.2 5.8
Engine torque 0.07 0.0 0.0 0.0 +0.59 0.0 0.0 +4.2 1.37
(to A bank) (to A bank) (A-TC)
5 Engine supply systems
Vibration (0.004) ~0.0 ~0.0 0.0 0.1 0.0 0.04 0.11 0.1
during normal
operation
Run out 0.052 0.0 0.0 0.0 0.64 0.0 0.1 3.6 1.0
resonance
2017-05-02 - 4.7
Note:
The above entries are approximate values (10 %); they are valid for the
standard design of the mounting.
Assumed sea way movements: Pitching 7.5/ rolling 22.5.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 273 (450)
5 MAN Diesel & Turbo
The conical mounts (RD214B/X) are fitted with internal stoppers (clearances:
5.1 Basic principles for pipe selection
lat = 3 mm, vert = 4 mm); these clearances will not be completely utilised
by the above loading cases.
274 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
Installation of hoses
In the case of straight-line-vertical installation, a suitable distance between
the hose connections has to be chosen, so that the hose is installed with a
sag. The hose must not be in tension during operation. To satisfy a correct
sag in a straight-line-vertically installed hose, the distance between the hose
connections (hose installed, engine stopped) has to be approximately 5 %
shorter than the same distance of the unconnected hose (without sag).
In case it is unavoidable (this is not recommended) to connect the hose in
lateral-horizontal direction (Y-direction) the hose must be installed preferably
with a 90 arc. The minimum bending radii, specified in our drawings, are to
be observed.
Never twist the hoses during installation. Turnable lapped flanges on the
hoses avoid this.
Where screw connections are used, steady the hexagon on the hose with a
wrench while fitting the nut.
Comply with all installation instructions of the hose manufacturer.
Depending on the required application rubber hoses with steel inlet, metal
hoses or PTFE-corrugated hose lines are used.
are very stiff against torsion. For this reason all kind of steel compensators
installed on resilient mounted engines are to be installed in vertical direction.
Note:
Exhaust gas compensators are also used to compensate thermal expansion.
Therefore exhaust gas compensators are required for all type of engine
mountings, also for semi-resilient or rigid mounted engines. But in these
2017-05-02 - 4.7
cases the compensators are quite shorter, they are designed only to com-
pensate the thermal expansions and vibrations, but not other dynamic
engine movements.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 275 (450)
5 MAN Diesel & Turbo
The fuel oil compensator, to be used for resilient mounted engines, can be
an angular system composed of three compensators with different charac-
teristics. Please observe the installation instruction indicated on the specific
drawing.
Supports of pipes
Flexible pipes must be installed as near as possible to the engine connection.
On the shipside, directly after the flexible pipe, the pipe is to be fixed with a
sturdy pipe anchor of higher than normal quality. This anchor must be capa-
ble to absorb the reaction forces of the flexible pipe, the hydraulic force of
the fluid and the dynamic force.
Example of the axial force of a compensator to be absorbed by the pipe
anchor:
Hydraulic force
= (Cross section area of the compensator) x (Pressure of the fluid inside)
Reaction force
= (Spring rate of the compensator) x (Displacement of the comp.)
Axial force
= (Hydraulic force) + (Reaction force)
Additionally a sufficient margin has to be included to account for pressure
peaks and vibrations.
5 Engine supply systems
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276 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 277 (450)
5 MAN Diesel & Turbo
5.1 Basic principles for pipe selection
Secondly determine the point II of intersection in the right side of the diagram
(charge air) between the corresponding charge air pressure curve and the
charge air temperature. Note that charge air pressure as mentioned in sec-
tion Planning data for emission standard, Page 90 is shown in absolute pres-
sure.
At both points of intersection read out the values [g water/kg air] on the verti-
cally axis.
278 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
The intake air water content I minus the charge air water content II is the
Water content of air according to point of intersection (I) kg of water/kg of air 0.030
Maximum water content of air according to point of intersection (II) kg of water/kg of air 0.026
The difference between (I) and (II) is the condensed water amount (A)
A = I II = 0.030 0.026 = 0.004 kg of water/kg of air
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 279 (450)
5 MAN Diesel & Turbo
vessel
Parameter Unit Value
Volumetric capacity of tank (V) Litre 3,500
m3 3.5
Water content of air according to point of intersection (I) kg of water/kg of air 0.030
Maximum water content of air according to point of intersection (III) kg of water/kg of air 0.002
The difference between (I) and (III) is the condensed water amount (B)
B = I III
B = 0.030 0.002 = 0.028 kg of water/kg of air
Table 158: Example how to determine the condensate amount in the compressed air vessel
2017-05-02 - 4.7
280 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
The following description refers to the figure(s) Lube oil system diagram(s),
Page 287, which represent the standard design of external lube oil service
system.
The internal lubrication of the engine and the turbocharger is provided with a
force-feed lubrication system.
In multi-engine plants, for each engine a separate lube oil system is required.
According to the required lube oil quality, see table Main fuel/lube oil type,
Page 227.
in size if necessary, so that it can heat up the content of the service tank to
40 C, within 4 hours. If engines have to be kept in stand-by mode, the lube
oil of the corresponding engines always has to be in the temperature range
of starting conditions. Means that also the maximum lube oil temperature
limit should not be exceeded during engine start.
2017-05-02 - 4.7
Suction pipes
Suction pipes must be installed with a steady slope and dimensioned for the
total resistance (incl. pressure drop for suction filter) not exceeding the pump
suction head. Before engine starts, venting of suction line must be warran-
ted. Therefore the design of the suction line must be executed accordingly.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 281 (450)
5 MAN Diesel & Turbo
A non-return flap must be installed close to the lube oil tank to prevent lube
oil back flow when the engine has been shut off. This non-return flap must be
by-passed by a relief valve to protect the pump against high pressure
caused by momentary counter-rotation of the engine during shutdown. MAN
Diesel & Turbo solution for these two requirements is a special non-return
flap with integrated relief valve. If there is used a normal return flap, the line of
the external relief valve should lead back into the lube oil tank submerged.
The required opening pressure of the relief valve is approximately 0.4 bar.
started as soon as possible (latest within 20 min) after the engine has stop-
ped and must persist for 15 min.
This is required to cool down the bearings of turbocharger and hot inner
engine components.
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282 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
Ships with more Lube oil service Lube oil stand-by pump Prelubrication pump Prelubrication
than one main pump (attached) P-074 recommended for P-007 recommended. If pump P-007 is
engine P-001 increased availability stand-by pump P-074 required
(safety). Otherwise pump should be used for pre-
as spare is requested to and postlubrication, MAN
be on board according to Diesel & Turbo has to be
class requirement consulted
Table 159: Lube oil pumps
Full open temperature of wax/copper elements must be equal to set point. Control range lube oil inlet temperature:
1)
The treatment of the circulating lube oil can be divided into two major func-
tions:
Removal of contaminations to keep up the lube oil performance.
Retention of dirt to protect the engine.
The removal of combustion residues, water and other mechanical contami-
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 283 (450)
5 MAN Diesel & Turbo
from the filter mesh by automatic back flushing, manual cleaning or changing
the filter cartridge. The retention capacity of the installed filter should be as
high as possible.
When selecting an appropriate filter arrangement, the customer request for
operation and maintenance, as well as the class requirements, have to be
taken in consideration.
are equipped with local visual differential pressure indicators. The lube oil
automatic filter FIL-001 is additionally equipped with a differential pressure
switch. The switch is used for pre-alarm and main alarm. The alarm of the
automatic filter is processed in the engine control and safety system and is
available for the ship alarm system. As the attached lube oil automatic filter
FIL-001 is of the continuous flushing type, the dp alarm "Filter is polluted" is
generated immediately.
284 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
Flushing type Differential pressure between filter inlet and outlet (dp)
n HFO = 7
MDO/MGO = 5
Gas (+ MDO/MGO for ignition only) = 5
With the evaluated flow rate the size of separator has to be selected accord-
ing to the evaluation table of the manufacturer. The separator rating stated
by the manufacturer should be higher than the flow rate (Q) calculated
according to the formula above.
Separator equipment
The lube oil preheater H-002 must be able to heat the oil to 95 C and the
size is to be selected accordingly. In addition to a PI-temperature control,
which avoids a thermal overloading of the oil, silting of the preheater must be
prevented by high turbulence of the oil in the preheater.
5 Engine supply systems
Control accuracy 1 C.
Cruise ships operating in arctic waters require larger lube oil preheaters. In
this case the size of the preheater must be calculated with a t of 60 K.
The freshwater supplied must be treated as specified by the separator sup-
plier.
2017-05-02 - 4.7
The supply pumps shall be of the free-standing type, i.e. not mounted on the
separator and are to be installed in the immediate vicinity of the lube oil serv-
ice tank.
This arrangement has three advantages:
Suction of lube oil without causing cavitation.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 285 (450)
5 MAN Diesel & Turbo
The lube oil separator does not need to be installed in the vicinity of the
service tank but can be mounted in the separator room together with the
5.2 Lube oil system
TR-001/Condensate trap
See section Crankcase vent and tank vent, Page 298.
Piping system
It is recommended to use pipes according to the pressure class PN10.
5 Engine supply systems
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 287 (450)
5 MAN Diesel & Turbo
Components
5.2 Lube oil system
1,2 FIL-004 Lube oil suction strainer T-001 Lube oil service tank
NRF-001 Non return flap TCV-001 Lube oil temperature control valve
P-001 Lube oil service pump, engine 1,2,3 TR-001 Condensate trap
driven
2102 Engine oil inlet optional reserve 2841/2843 Oil mist pipe from engine and tur-
(only with additional duplex filter) bocharger (TC)
2111/2112/2115 Drain from oil pan CCS 9141/9142 Leakage from crankcase CCS
2116 Optional connection flushing pipe 9151/9152 Leakage from crankcase foot CCS
2121/2122 Oil pump inlet right/left 9153/9154 Leakage from crankcase foot CS
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 289 (450)
5 MAN Diesel & Turbo
Components
5.2 Lube oil system
1,2 FIL-004 Lube oil suction strainer T-001 Lube oil service tank
P-001 Lube oil service pump (attached) TCV-001 Temperature control valve
2101 Engine oil inlet 2131, 2132 Oil pump outlet right/left
2102 Engine oil inlet optional reserve 2841, 2842 Oil mist pipe from engine and TC
(only with additional duplex filter)
2111, 2112, 2115 Drain from oil pan CCS 9141, 9142 Leakage from crankcase CCS
2113, 2114 Drain from oil pan CS 9143, 9144 Leakage from crankcase CS
2116 Optional connection flushing pipe 9151, 9152 Leakage from crankcase foot CCS
2121, 2122 Oil pump inlet right/left 9153, 9154 Leakage from crankcase CS
5.2.3 Prelubrication/postlubrication
Prelubrication
The prelubrication pump must be switched on at least 5 minutes before
engine start. The prelubrication pump serves to assist the engine attached
main lube oil pump, until this can provide a sufficient flow rate.
For design data of the prelubrication pump see section Planning data for
emission standard, Page 90 and paragraph Lube oil, Page 135.
During the starting process, the maximal temperature mentioned in section
5 Engine supply systems
Postlubrication
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Expansion joints
At the connection of the oil drain pipes to the lube oil service tank, expansion
joints are required.
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 293 (450)
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5.2 Lube oil system
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 295 (450)
5 MAN Diesel & Turbo
5.2 Lube oil system
5 Engine supply systems
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N2 Outlet N4 Drain
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 297 (450)
5 MAN Diesel & Turbo
5.2 Lube oil system
Vent pipes
The vent pipes from engine crankcase, turbocharger and lube oil service tank
are to be arranged according to the sketch. The required nominal diameters
ND are stated in the chart following the diagram.
Note:
In case of multi-engine plants the venting pipework has to be kept sepa-
rately.
All venting openings as well as open pipe ends are to be equipped with
flame breakers.
Condensate trap overflows are to be connected via siphon to drain pipe.
Specific requirements of the classification societies are to be strictly
observed.
5 Engine supply systems
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The diagrams showing cooling water systems for main engines comprising
the possibility of heat utilisation in a freshwater generator and equipment for
preheating of the charge air in a two-stage charge air cooler during part load
operation.
Note:
The arrangement of the cooling water system shown here is only one of
many possible solutions. It is recommended to inform MAN Diesel & Turbo in
advance in case other arrangements should be desired. In any case two sea
water coolers have to be installed to ensure continous operation while one
cooler is shut off (e.g. for cleaning).
For special applications, e.g. GenSets or dual fuel engines, supplements will
explain specific necessities and deviations.
For the design data of the system components shown in the diagram see
section Planning data for emission standard, Page 90 and following sections.
The cooling water is to be conditioned using a corrosion inhibitor, see sec-
tion Specification of engine cooling water, Page 257.
LT = Low temperature
HT = High temperature
Cooler dimensioning, general For coolers operated by seawater (not treated water), lube oil or MDO/MGO
on the primary side and treated freshwater on the secondary side, an addi-
tional safety margin of 10 % related to the heat transfer coefficient is to be
considered. If treated water is applied on both sides, MAN Diesel & Turbo
does not insist on this margin.
5 Engine supply systems
Open/closed system
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 299 (450)
5 MAN Diesel & Turbo
Closed system In a closed system, the expansion tank is pressurised and has no venting
5.3 Water systems
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standard, Page 90 and the following. For the description of the principal
design criteria see paragraph Cooler dimensioning, general, Page 299.
HE-024/LT cooling water For heat data, flow rates and tolerances of the heat sources see section
cooler Planning data for emission standard, Page 90 and the following. For the
description of the principal design criteria for coolers see paragraph Cooler
dimensioning, general, Page 299.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 301 (450)
5 MAN Diesel & Turbo
MOV-016/LT cooling water This is a motor-actuated three-way regulating valve with a linear characteris-
5.3 Water systems
temperature regulator tic. It is to be installed as a mixing valve. It maintains the LT cooling water at
set-point temperature (32 C standard).
The three-way valve is to be designed for a pressure loss of 0.3 0.6 bar. It
is to be equipped with an actuator with normal positioning speed (high speed
not required). The actuator must permit manual emergency adjustment.
Note:
For engine operation with reduced NOx emission, according to IMO Tier
I/IMO Tier II requirement, at 100 % engine load and a seawater temperature
of 25 C (IMO Tier I/IMO Tier II reference temperature), an LT cooling water
temperature of 32 C before charge air cooler stage 2 (HE-008) is to be
maintained. For other temperatures, the engine setting has to be adapted.
For further details please contact MAN Diesel & Turbo.
FIL-021/Strainer In order to protect the engine and system components, several strainers are
to be provided at the places marked in the diagram before taking the engine
into operation for the first time. The mesh size is 1 mm.
HE-005/Nozzle cooling water The nozzle cooling water system is a separate and closed cooling circuit. It is
cooler cooled down by LT cooling water via the nozzle cooling water cooler
(HE-005).
Heat data, flow rates and tolerances are indicated in section Planning data
for emission standard, Page 90 and the following. The principal design crite-
ria for coolers has been described before in paragraph Cooler dimensioning,
general, Page 299. For plants with two main engines only one nozzle cooling
water cooler (HE-005) is required. As an option a compact nozzle cooling
module (MOD-005) can be delivered, see section Nozzle cooling water mod-
ule, Page 319.
HE-007/Fuel oil cooler This cooler is required to dissipate the heat of the fuel injection pumps during
MDO/MGO operation. For the description of the principal design criteria for
coolers see paragraph Cooler dimensioning, general, Page 299. For plants
with more than one engine, connected to the same fuel oil system, only one
MDO/MGO cooler is required.
T-075/LT cooling water The effective tank capacity should be high enough to keep approximately 2/3
expansion tank of the tank content of T-002. In case of twin-engine plants with a common
cooling water system, the tank capacity should be by approximately 50 %
higher. The tanks T-075 and T-002 should be arranged side by side to facili-
tate installation. In any case the tank bottom must be installed above the
highest point of the LT system at any ship inclination.
The expansion pipe shall connect the tank with the suction side of the
pump(s), as close as possible. It is to be installed in a steady rise to the
5 Engine supply systems
General The HT cooling water system consists of the following coolers and heat
exchangers:
Charge air cooler stage 1 (HE-010)
Cylinder cooling
HT cooler (HE-003)
Heat utilisation, e.g. freshwater generator (HE-026)
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These values include the radiation heat losses from the outer surface of the
engine. Also a margin of 20 % for heat losses of the cooling system has been
considered.
To prevent a too quick and uneven heating of the engine, the preheating
temperature of the HT-cooling water must remain mandatory below 90 C at
engine inlet and the circulation amount may not exceed 30 % of the nominal
flow. The maximum heating power has to be calculated accordingly.
A secondary function of the preheater is to provide heat capacity in the HT
cooling water system during engine part load operation. This is required for
5 Engine supply systems
HT-pump. In this case, the preheater may not be operated while the engine
is running. Preheaters operated on steam or thermal oil may cause alarms
since a postcooling of the heat exchanger is not possible after engine start
(preheater pump is blocked by counterpressure of the engine driven pump).
An electrically driven pump becomes necessary to circulate the HT cooling
water during preheating. For the required minimum flow rate see table below.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 303 (450)
5 MAN Diesel & Turbo
7L 8.4
8L 9.6
9L 10.8
10L 12.0
12V 14.4
14V 16.8
16V 19.2
18V 21.6
20V 24.0
Table 165: Minimum flow rate during preheating and post-cooling
The preheating of the main engine with cooling water from auxiliary engines
is also possible, provided that the cooling water is treated in the same way.
In that case, the expansion tanks of the two cooling systems have to be
installed at the same level. Furthermore, it must be checked whether the
available heat is sufficient to pre-heat the main engine. This depends on the
number of auxiliary engines in operation and their load. It is recommended to
install a separate preheater for the main engine, as the available heat from
the auxiliary engines may be insufficient during operation in port.
As an option MAN Diesel & Turbo can supply a compact preheating module
(MOD-004). One module for each main engine is recommended. Depending
on the plant layout, also two engines can be heated by one module.
Please contact MAN Diesel & Turbo to check the hydraulic cirquit and elec-
tric connections.
HE-003/HT cooling water For heat data, flow rates and tolerances of the heat sources see section
cooler Planning data for emission standard, Page 90 and following sections. For the
description of the principal design criteria for coolers see paragraph Cooler
dimensioning, general, Page 299.
5 Engine supply systems
HE-026/Fresh water The freshwater generator must be switched off automatically when the cool-
generator ing water temperature at the engine outlet drops below 87 C continuously.
A binary contact (SaCoS) for the heat consumer release can be used for acti-
vation of the fresh water generator. An alarm occurs if the HT cooling water
temperature of the engine drops below a limit (default value 87 C). The heat
consumer must then be switched off accordingly.
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pumps tion).
For technical data of the pumps see table HT cooling water Engine, Page
133.
The standby pump has to be of the electrically driven type.
It is required to cool down the engine for a period of 15 minutes after shut-
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down. For this purpose the standby pump can be used. In case that neither
an electrically driven HT cooling water pump nor an electrically driven
standby pump is installed (e.g. multi-engine plants with engine driven HT
cooling water pump without electrically driven HT standby pump, if applica-
ble by the classification rules), it is possible to cool down the engine by a
separate small preheating pump, see table Minimum flow rate during pre-
heating and post-cooling, Page 304. If the optional preheating unit
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 305 (450)
5 MAN Diesel & Turbo
cool down the engine with this small pump. However, the pump used to cool
down the engine, has to be electrically driven and started automatically after
engine shut-down.
None of the cooling water pumps is a self-priming centrifugal pump.
Design flow rates should not be exceeded by more than 15 % to avoid cavi-
tation in the engine and its systems. A throttling orifice is to be fitted for
adjusting the specified operating point.
T-002/HT cooling water The expansion tank compensates changes in system volume and losses due
expansion tank to leakages. It is to be arranged in such a way, that the tank bottom is situ-
ated above the highest point of the system at any ship inclination.
The expansion pipe shall connect the tank with the suction side of the
pump(s), as close as possible. It is to be installed in a steady rise to the
expansion tank, without any air pockets. Minimum required diameter is
DN 32 for L engines and DN 40 for V engines.
For the required volume of the tank, the recommended installation height and
the diameter of the connection pipe, see table Service tanks capacities, Page
138.
Tank equipment:
Sight glass for level monitoring or other suitable device for continuous
level monitoring
Low-level alarm switch
Overflow and filling connection
Inlet for corrosion inhibitor
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Components
1,2 FIL-019 Sea water filter MOV-002 HT cooling water temperature control valve
HE-002 Lube oil cooler MOV-016 LT cooling water temperature control valve
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 307 (450)
5 MAN Diesel & Turbo
HE-008 Charge air cooler (stage 2) 2 P-002 HT cooling water stand-by pump, free-
5.3 Water systems
standing
HE-010 Charge air cooler (stage 1) 1,2 P-062 Sea water pump
HE-023 Gearbox lube oil cooler 1,2 P-076 Pump for LT cooling water
HE-024 Cooler for LT cooling water T-002 HT cooling water expansion tank
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Components
1,2 FIL-019 Sea water filter 1,2 MOV-002 HT cooling water temperature control
valve
1,2 FIL-021 Strainer of commissioning 1,2 MOV-003 Charge air temperature (CHATCO)
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 309 (450)
5 MAN Diesel & Turbo
HE-005 Nozzle cooling water cooler MOV-016 LT cooling water temperature control
valve
HE-007 Fuel oil cooler 1,3 P-002 Attached cooling water pump
1,2 HE-008 Charge air cooler (stage 2) 2,4 P-002 HT cooling water stand-by pump, free
standing
1,2 HE-010 Charge air cooler (stage 1) 1,2 P-062 Sea water pump
HE-023 Gearbox lube oil cooler 1,2 P-076 Pump for LT cooling water
HE-024 Cooler for LT cooling water T-002 HT cooling water expansion tank
1,2 HE-026 Fresh water generator T-075 LT cooling water expansion tank
The content of the collecting tank can be discharged into the expansion
tanks by a freshwater transfer pump.
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HT cooling water pressure at the engine inlet has to be kept above the
minimum pressure, given in section Planning data for emission standard,
Single-engine plant
The attached cooling water pumps may fall below the required performance
data, therefore we recommend using an electrical driven support service
pump (P 089). For installation of the pump follow strictly the P&ID in the fol-
lowing figure Cooling water system diagram Low speed operation, Page
312. Performance data for the pump are given from section Planning data for
emission standard, Page 90 to section Planning data for emission standard:
IMO Tier II Suction dredger/pumps (mechanical drive), Page 124. To cover
operation during blackout, we recommend connecting the pump to the
emergency power grid (switch over from standard net to emergency grid in
case of blackout). For details contact MAN Diesel & Turbo or the licensee.
Multi-engine plant
In case the plant is designed for two or more engines that are operated
totally independent from each other, the HT service stand-by-pump may be
used for the function of the support service pump. This item has to be
checked with the classification society and MAN Diesel & Turbo technical
staff. In case the engines are not independent from each other (no redun-
dancy), the system has to be equipped with support pumps as described
above (see paragraph Single-engine plant, Page 311). For details contact
MAN Diesel & Turbo or the licensee.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 311 (450)
5 MAN Diesel & Turbo
Components
1,2 FIL-019 Sea water filter MOV-002 HT cooling water temperature control valve
1,2 FIL-021 Strainer for commissioning MOV-003 Charge air temperature control (CHATCO)
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HE-008 Charge air cooler (Stage 2) 2 P-002 HT cooling water stand-by pump, free-
standing
HE-010 Charge air cooler (Stage 1) 1,2 P-062 Sea water pump
HE-023 Gearbox lube oil cooler 1,2 P-076 Pump for LT cooling water
HE-024 Cooler for LT cooling water 1 P-089 HT cooling water service support pump,
free-standing
HE-034 Compressor wheel casing (water cooled) T-075 LT cooling water expansion tank
Piping
Coolant additives may attack a zinc layer. It is therefore imperative to avoid to
use galvanised steel pipes. Treatment of cooling water as specified by MAN
Diesel & Turbo will safely protect the inner pipe walls against corrosion.
Moreover, there is the risk of the formation of local electrolytic element cou-
ples where the zinc layer has been worn off, and the risk of aeration corro-
sion where the zinc layer is not properly bonded to the substrate.
See the instructions in our Work card 6682 000.16-01E for cleaning of steel
pipes before fitting.
Pipes shall be manufactured and assembled in a way that ensures a proper
5 Engine supply systems
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 313 (450)
5 MAN Diesel & Turbo
The water lance must be removed after every washing process. This is a pre-
5.3 Water systems
Note:
When using cleaning agents:
The instructions of the manufacturers must be observed. Particular the data
sheets with safety relevance must be followed. The temperature of these
5 Engine supply systems
products has, (due to the fact that some of them are inflammable), to be at
10 C lower than the respective flash point. The waste disposal instructions
of the manufacturers must be observed. Follow all terms and conditions of
the Classification Societies.
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 315 (450)
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5.3 Water systems
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FIL-021/Strainer To protect the nozzles for the first commissioning of the engine a strainer has
to be provided. The mesh size is 0.25 mm.
TE/Temperature sensor The sensor is mounted upstream of the engine and is delivered loose by
MAN Diesel & Turbo. Wiring to the common engine terminal box is present.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 317 (450)
5 MAN Diesel & Turbo
5.3 Water systems
5 Engine supply systems
Components
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HE-005 Nozzle cooling water cooler T-076 Nozzle cooling water expansion tank
MOD-005 Nozzle cooling module TCV-005 Temperature control valve for nozzle cooling
water
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Purpose
The nozzle cooling water module serves for cooling the fuel injection nozzles
on the engine in a closed nozzle cooling water circuit.
Design
The nozzle cooling water module consists of a storage tank, on which all
components required for nozzle cooling are mounted.
Description
By means of a circulating pump, the nozzle cooling water is pumped from
the service tank through a heat exchanger and to the fuel injection nozzles.
The return pipe is routed back to the service tank, via a sight glass. Through
the sight glass, the nozzle cooling water can be checked for contamination.
The heat exchanger is integrated in the LT cooling water system. By means
of a temperature control valve, the nozzle cooling water temperature
upstream of the nozzles is kept constant. The performance of the service
pump is monitored within the module by means of a flow switch. If required,
the optional standby pump integrated in the module, is started. Throughput
0.8 10.0 m/h nozzle cooling water, suitable for cooling of all number of cyl-
inders of the current engine types and for single or double engine plants.
Required flow rates for the respective engine types and number of cylinders
5 Engine supply systems
see section Planning data for emission standard, Page 90 and the following.
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 319 (450)
5 MAN Diesel & Turbo
5.3 Water systems
Part list
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 321 (450)
5 MAN Diesel & Turbo
5.3 Water systems
The antifreeze concentration of the engine cooling water systems (HT and
NT) within the engine room is therefore limited, see section Specification of
engine cooling water, Page 257. If a higher concentration of anti-freezing
agents in the cooling water systems is required, please contact MAN Diesel
& Turbo for approval.
Additionally the design of the insulation of the piping systems and other plant
2017-05-02 - 4.7
parts (tanks, heat exchanger etc.) has to be modified and designed for the
special requirements of arctic conditions.
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A prerequisite for safe and reliable engine operation with a minimum of serv-
icing is a properly designed and well-functioning fuel oil treatment system.
The schematic diagram, see figure MDO treatment system diagram, Page
325 shows the system components required for fuel treatment for marine
diesel oil (MDO).
T-021/Sludge tank
If disposal by an incinerator plant is not planned, the tank has to be dimen-
sioned so that it is capable to absorb all residues which accumulate during
the operation in the course of a maximum duration of voyage. In order to
render emptying of the tank possible, it has to be heated.
The heating is to be dimensioned so that the content of the tank can be
heated to approximately 40 C.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 323 (450)
5 MAN Diesel & Turbo
5.4 Fuel oil system
With the evaluated flow rate, the size of the separator has to be selected
according to the evaluation table of the manufacturer. The separator rating
stated by the manufacturer should be higher than the flow rate (Q) calculated
according to the above formula.
For the first estimation of the maximum fuel oil consumption (be), increase the
specific table value by 15 %, see section Planning data for emission stand-
ard, Page 90.
For project-specific values contact MAN Diesel & Turbo.
In the following, characteristics affecting the fuel oil consumption are listed
exemplary:
Tropical conditions
The engine-mounted pumps
Fluctuations of the calorific value
The consumption tolerance
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5 MAN Diesel & Turbo
Components
5.4 Fuel oil system
CF-003 Diesel fuel oil separator T-015 Diesel fuel oil storage tank
P-057 Diesel fuel oil transfer pump 1,2 T-003 Diesel fuel oil service tank
P-073 Diesel fuel oil separator feed pump T-071 Clean leakage fuel oil tank
5.4.2 Marine diesel oil (MDO) supply system for diesel engines
General
The MDO supply system is an open system with open deaeration service
tank. Normally one or two main engines are connected to one fuel system if
required auxiliary engines can be connected to the same fuel system as well
(not indicated in the diagram).
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Operating time to h
In case more than one engine or different engines are connected to the same
fuel oil system, the service tank capacity has to be increased accordingly.
STR-010/Suction strainer
To protect the fuel supply pumps, an approximately 0.5 mm gauge (sphere-
passing mesh) strainer is to be installed at the suction side of each supply
pump.
Qp = P1 x brISO1 x f3
Table 168: Formula to design the diesel fuel oil supply pump
In case more than one engine or different engines are connected to the same
fuel oil system, the pump capacity has to be increased accordingly.
5 Engine supply systems
The discharge pressure shall be selected with reference to the system losses
and the pressure required before the engine (see section Planning data for
emission standard, Page 90 and the following). Normally the required dis-
charge pressure is 14 bar.
The automatic filter should be a type that causes no pressure drop in the
system during flushing sequence. The filter mesh size shall be 0.010 mm
(absolute) for common rail injection and 0.034 mm (absolute) for conventional
injection.
The automatic filter must be equipped with differential pressure indication
and switches.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 327 (450)
5 MAN Diesel & Turbo
The design criterion relies on the filter surface load, specified by the filter
5.4 Fuel oil system
manufacturer.
A by-pass pipe in parallel to the automatic filter is required. A stand-by filter
in the by-pass is not required. In case of maintenance on the automatic filter,
the by-pass is to be opened; the fuel is then filtered by the fuel oil duplex filter
FIL-013.
V-002/Shut-off cock
MDO supply systems for only Shut-off cock V-002 is not required.
one main engine and without
auxiliary engines
5 Engine supply systems
MDO supply systems for The stop cock is closed during normal operation (multi-engine operation).
more than one main engine When one engine is separated from the fuel circuit for maintenance purpo-
or/and additional auxiliary ses, this cock has to be opened manually.
engines
HE-007/Fuel oil cooler
The fuel oil cooler is required to cool down the fuel, which was heated up
2017-05-02 - 4.7
while circulating through the injection pumps. The cooler is normally connec-
ted to the LT cooling water system and should be dimensioned so that the
MDO does not exceed a temperature of max. 45 C.
The thermal design of the cooler is based on the following data:
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Pc = P1 x brISO1 x f1
Specific engine fuel oil consumption (ISO) at 100 % MCR brISO1 g/kWh
Note:
In case more than one engine, or different engines are connected to the same fuel oil system, the cooler capacity has
to be increased accordingly.
1)
This temperature has to be normally max. 45 C. Only for very light MGO fuel types this temperature has to be even
lower in order to preserve the min. admissible fuel oil viscosity in engine inlet (see section Viscosity-temperature dia-
gram (VT diagram), Page 255).
The max. MDO/MGO throughput is identical to the delivery quantity of the installed diesel fuel oil supply pump
2)
P-008.
Table 169: Calculation of cooler design
High pressure pump overflow and escaping fuel from burst control pipes is
carried to the monitoring tanks from which it is drained into the clean leakage
oil collecting tank. The float switch mounted in the tanks must be connected
to the alarm system. The classification societies require the installation of
monitoring tanks for unmanned engine rooms. Lloyd's Register specify moni-
toring tanks for manned engine rooms as well.
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 329 (450)
5 MAN Diesel & Turbo
sludge tank (T-021) or it can be burned for instance in a waste oil boiler. It is
5.4 Fuel oil system
not permissible to add the content of the tank to the fuel treatment system
again because of contamination with lubrication oil.
T-021/Sludge tank
See description in paragraph T-021/Sludge tank, Page 323.
General notes
5 Engine supply systems
The arrangement of the final fuel filter directly upstream of the engine inlet
(depending on the plant design the final filter could be either the fuel oil
duplex filter FIL-013 or the fuel oil automatic filter (supply circuit) FIL-003) has
to ensure that no parts of the filter itself can be loosen.
The pipe between the final filter and the engine inlet has to be done as short
as possible and is to be cleaned and treated with particular care to prevent
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330 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
For the fuel piping system we recommend to maintain a MDO flow velocity
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 331 (450)
5 MAN Diesel & Turbo
2017-05-02 - 4.7
332 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
Components
FIL-003 Fuel oil automatic filter, supply cir- 1,2 STR-010 Suction strainer
cuit
FIL-013 Fuel oil duplex filter 1,2 T-003 Diesel fuel oil service tank
FSH-001 Leakage fuel oil monitoring tank T-006 Leakage oil collecting tank
HE-007 Fuel oil cooler T-015 Diesel fuel oil storage tank
PCV-008 Pressure retaining valve T-071 Clean leakage fuel oil tank
5101 Fuel oil inlet 5143 Clean leakage fuel drain for re-use
5111 Fuel oil outlet 9141 Dirty oil drain from pump bank,
free end
5141 Leakage fuel pipe from supervising 9143 Dirty oil drain from pump bank,
coupling side
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 333 (450)
5 MAN Diesel & Turbo
5.4 Fuel oil system
5 Engine supply systems
2017-05-02 - 4.7
334 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
Components
1,2 D-001 Diesel engine 1,2 P-008 Diesel fuel oil supply pump
1,2 FIL-013 Fuel oil duplex filter 1,2 T-003 Diesel fuel oil service tank
1,2 FSH-001 Leakage fuel oil monitoring tank T-006 Leakage oil collecting tank
FIL-003 Fuel oil automatic filter, supply cir- T-015 Diesel fuel oil storage tank
cuit
PCV-008 Pressure retaining valve T-071 Clean leakage fuel oil tank
5101 Fuel oil inlet 5143 Clean leakage fuel drain for re-use
5111 Fuel oil outlet 9141 Dirty oil drain from pump bank,
free end
5141 Leakage fuel pipe from supervising 9143 Dirty oil drain from pump bank,
coupling side
thus prevent water being emulsified in the fuel. Its capacity must be sized to
fill the complete heavy fuel oil settling tank within 2 hours.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 335 (450)
5 MAN Diesel & Turbo
Size Pre-cleaning by settling is the more effective the longer the solid material is
5.4 Fuel oil system
given time to settle. The storage capacity of the heavy fuel oil settling tank
should be designed to hold at least a 24-hour supply of fuel at full load oper-
ation, including sediments and water the fuel contains.
The minimum volume (V) to be provided is:
Tank heating The heating surfaces should be dimensioned that the heavy fuel oil settling
tank content can be evenly heated to 75 C within 6 to 8 hours. The heating
should be automatically controlled, depending on the fuel oil temperature.
In order to avoid:
Agitation of the sludge due to heating, the heating coils should be
arranged at a sufficient distance from the tank bottom.
The formation of asphaltene, the fuel oil temperature should not be per-
missible to exceed 75 C.
The formation of carbon deposits on the heating surfaces, the heat
transferred per unit surface must not exceed 1.1 W/cm2.
Design The heavy fuel oil settling tank is to be fitted with baffle plates in longitudinal
and transverse direction in order to reduce agitation of the fuel in the tank in
rough seas as far as possible. The suction pipe of the heavy fuel oil separator
must not reach into the sludge space. One or more sludge drain valves,
depending on the slant of the tank bottom (preferably 10), are to be provi-
ded at the lowest point. The heavy fuel oil settling tank is to be insulated
against thermal losses.
Sludge must be removed from the heavy fuel oil settling tank before the sep-
arators draw fuel from it.
T-021/Sludge tank
If disposal by an incinerator plant is not planned, the tank has to be dimen-
sioned so that it is capable to absorb all residues which accumulate during
the operation in the course of a maximum duration of voyage. In order to
render emptying of the tank possible, it has to be heated.
The heating is to be dimensioned so that the content of the tank can be
heated to approximately 60 C.
5 Engine supply systems
336 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
As a rule, poor quality, high viscosity fuel oil is used. Two new generation
With the evaluated flow rate, the size of the separator has to be selected
according to the evaluation table of the manufacturer. The separator rating
stated by the manufacturer should be higher than the flow rate (Q) calculated
5 Engine supply systems
In the following, characteristics affecting the fuel oil consumption are listed
exemplary:
Tropical conditions
The engine-mounted pumps
Fluctuations of the calorific value
The consumption tolerance
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 337 (450)
5 MAN Diesel & Turbo
Points for drawing fuel oil samples are to be provided upstream and down-
stream of each separator, to verify the effectiveness of these system compo-
nents.
2017-05-02 - 4.7
338 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 339 (450)
5 MAN Diesel & Turbo
Components
5.4 Fuel oil system
1,2 CF-002 Heavy fuel oil separator 1,2 T-016 Heavy fuel oil settling tank
MDO-008 Fuel oil module 1,2 T-022 Heavy fuel oil service tank
1,2 P-015 Heavy fuel oil separator feed pump T-071 Clean leakage fuel oil tank
To ensure that high-viscosity fuel oils achieve the specified injection viscosity,
a preheating temperature is necessary, which may cause degassing prob-
lems in conventional, pressureless systems.
A remedial measure is adopting a pressurised system in which the required
system pressure is 1 bar above the evaporation pressure of water.
For fuel oil viscosity depending on fuel temperature please see section Viscosity-temperature diagram (VT diagram),
1)
Page 255.
Table 170: Injection viscosity and temperature after final heater heavy fuel oil
The indicated pressures are minimum requirements due to the fuel charac-
teristic. Nevertheless, to meet the required fuel pressure at the engine inlet
(see section Planning data for emission standard, Page 90 and the following),
the pressure in the fuel oil mixing tank and booster circuit becomes signifi-
5 Engine supply systems
To fulfil this requirement it is necessary to fit the heavy fuel oil service tank
T-022 with overflow pipes, which are connected with the heavy fuel oil set-
tling tanks T-016. The tank capacity is to be designed for at least eight-
hours' fuel supply at full load so as to provide for a sufficient period of time
for separator maintenance.
340 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
The tank should have a sludge space with a tank bottom inclination of pref-
STR-010/Suction strainer
To protect the fuel supply pumps, an approximately 0.5 mm gauge (sphere-
passing mesh) strainer is to be installed at the suction side of each supply
pump.
QP1 = P1 x br ISO x f4
5 Engine supply systems
Specific engine fuel oil consumption (ISO) at 100 % MCR brISO g/kWh
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 341 (450)
5 MAN Diesel & Turbo
The delivery height of the fuel oil supply pump shall be selected according to
the required system pressure (see table Injection viscosity and temperature
after final heater heavy fuel oil, Page 340), the required pressure in the mixing
tank and the resistance of the automatic filter, flowmeter and piping system.
Injection system
bar
Positive pressure at the fuel module inlet due to tank level above fuel 0.10
module level
Pressure loss of the pipes between fuel module inlet and mixing tank + 0.20
inlet
It is recommended to install fuel oil supply pumps designed for the following
pressures:
5 Engine supply systems
Engines with conventional fuel oil injection system: Design delivery height
7.0 bar, design output pressure 7.0 bar.
Engines with common rail injection system: Design delivery height 8.0 bar,
design output pressure 8.0 bar.
If no fuel is consumed in the system while the pump is in operation, the fin-
ned-tube cooler prevents excessive heating of the fuel. Its cooling surface
must be adequate to dissipate the heat that is produced by the pump to the
ambient air.
In case of continuos MDO/MGO operation, a water cooled fuel oil cooler is
required to keep the fuel oil temperature below 45 C.
342 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
Pressure loss of the fuel return pipe between engine outlet and mixing tank inlet, e.g. 0.30
Pressure loss of the flow balancing valve (to be installed only in multi-engine plants, 0.00
pressure loss approximately 0.5 bar)
This example demonstrates, that the calculated operating pressure in the fuel
5 Engine supply systems
oil mixing tank is (for all HFO viscosities) higher than the min. required fuel
pressure (see table Injection viscosity and temperature after final heater
heavy fuel oil, Page 340).
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 343 (450)
5 MAN Diesel & Turbo
To cool the engine mounted high pressure injection pumps, the capacity of
the booster pump has to be at least 300 % of maximum fuel oil consumption
at injection viscosity.
QP2 = P1 x br ISO x f5
Required booster pump delivery capacity with HFO at 145 C QP2 l/h
Specific engine fuel oil consumption (ISO) at 100 % MCR brISO g/kWh
The delivery height of the fuel oil booster pump is to be adjusted to the total
resistance of the booster system.
Injection system
bar
Pressure difference between fuel inlet and outlet engine + 5.00
Pressure loss of the flow balancing valve (to be installed only in multi-engine + 0.00
plants, pressure loss approximately 0.5 bar)
Pressure loss of the pipes, mixing tank Engine mixing tank, e.g. + 0.50
5 Engine supply systems
Pressure loss of the final heater heavy fuel oil max. + 0.80
Table 175: Example for the determination of the expected operating delivery height of the fuel oil booster
pump
344 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
Engines common rail injection system: Design delivery height 10.0 bar,
VI-001/Viscosimeter
This device regulates automatically the heating of the final heater heavy fuel
oil depending on the viscosity of the circulating fuel oil, to reach the viscosity
required for injection.
FIL-030/Automatic filter
Only filters have to be used, which cause no pressure drop in the system
during flushing.
Common rail injection system
Injection system
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 345 (450)
5 MAN Diesel & Turbo
High pressure pump overflow and escaping fuel from burst control pipes is
carried to the monitoring tanks from which it is drained into the clean leakage
oil collecting tank. The float switch mounted in the tanks must be connected
to the alarm system. The classification societies require the installation of
monitoring tanks for unmanned engine rooms. Lloyd's Register specify moni-
toring tanks for manned engine rooms as well.
The leakage fuel oil monitoring tanks have to be attached to the engine.
A high flow of dirty leakage oil will occur in case of a pipe break, for short
time only (< 1 min). Engine will run down immediately after a pipe break
alarm.
Clean leakage fuel oil from the clean leakage fuel oil tank T-071 can be used
again after passing the separator.
Leakage fuel oil flows pressure less (by gravity only) from the engine into this
2017-05-02 - 4.7
tank (to be installed below the engine connections). Pipe clogging must be
avoided by trace heating and by a sufficient downward slope.
It must be ensured that the leakage fuel oil is well diluted with fresh fuel
before entering the engine again. Nevertheless, leakage oil collecting tank
T-006 is still required to collect lube oil leakages from lube oil drains (and
other).
346 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
In case the described clean leakage fuel oil tank T-071 is installed, leakages
The max. MDO/MGO throughput is approximately identical to the engine inlet fuel
flow (=delivery quantity of the installed fuel oil booster pump).
Table 180: Dimensioning of the fuel oil cooler for common rail engines
HFO supply system for more In case two engines are operated with one fuel module, it has to be possible
than one main engine or/and to separate one engine at a time from the fuel circuit for maintenance purpo-
additional auxiliary engines ses. In order to avoid a pressure increase in the pressurised system, the fuel,
2017-05-02 - 4.7
which cannot circulate through the shut-off engine, has to be rerouted via
this valve into the return pipe. This valve is to be adjusted so that rerouting is
effected only when the pressure, in comparison to normal operation (multi-
engine operation), is exceeded. This valve should be designed as a pressure
relief valve, not as a safety valve.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 347 (450)
5 MAN Diesel & Turbo
V-002/Shut-off cock
5.4 Fuel oil system
HFO supply system for only Shut-off cock V-002 is not required.
one main engine, without
auxiliary engines
HFO supply system for more The stop cock is closed during normal operation (multi-engine operation).
than one main engine or/and When one engine is separated from the fuel circuit for maintenance purpo-
additional auxiliary engines ses, this cock has to be opened manually.
Piping
We recommend to use pipes according to PN16 for the fuel system (see
section Engine pipe connections and dimensions, Page 271).
Material
The casing material of pumps and filters should be EN-GJS (nodular cast
iron), in accordance to the requirements of the classification societies.
5 Engine supply systems
2017-05-02 - 4.7
348 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 349 (450)
5 MAN Diesel & Turbo
Components
5.4 Fuel oil system
CF-002 Heavy fuel oil separator 1,2 P-003 Fuel oil booster pump
CF-003 Diesel fuel oil separator 1,2 P-018 Fuel oil supply pump
CK-002 Three-way valve for fuel oil PCV-009 Pressure limiting valve
changeover
CK-003 Three-way valve (fuel oil cooler/ 1,2 STR-010 Suction strainer
bypass)
D-001 Diesel engine 1,2 T-003 Diesel fuel oil service tank
FIL-013 Fuel oil duplex filter T-006 Leakage oil collecting tank
FIL-030 Fuel oil automatic filter, 10 ball T-008 Fuel oil dumper tank
passage
FSH-001 Leakage fuel oil monitoring tank T-015 Diesel fuel oil storage tank
1,2 H-004 Final heater heavy fuel oil T-016 Heavy fuel oil settling tank
HE-025 Fuel oil cooler, supply circuit 1,2 T-022 Heavy fuel oil service tank
MOD-008 Fuel oil module T-071 Clean leakage fuel oil tank
5101 HFO inlet 5143 Clean leakage fuel drain for re-use
5111 Fuel oil outlet 9141 Dirty oil drain from pump bank,
free end
5141 Leakage fuel pipe for supervising 9143 Dirty oil drain from pump bank,
for re-use coupling side
5 Engine supply systems
2017-05-02 - 4.7
350 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 351 (450)
5 MAN Diesel & Turbo
Components
5.4 Fuel oil system
CF-002 Heavy fuel oil separator 1,2 P-018 Fuel oil supply pump
CK-002 Three-way valve for fuel oil PCV-011 Fuel oil spill valve
changeover
CK-003 Three-way valve (fuel oil cooler/ 1,2 STR-010 Suction strainer
bypass)
1,2 D-001 Diesel engine 1,2 T-003 Diesel fuel oil service tank
1,2 FBV-010 Flow balancing valve T-006 Leakage oil collecting tank
1,2 FIL-013 Fuel oil duplex filter T-008 Fuel oil dumper tank
FIL-030 Fuel oil automatic filter, 10 ball T-011 Fuel oil mixing tank
passage
FQ-003 Fuel oil flowmeter T-015 Diesel fuel oil storage tank
1,2 FSH-001 Leakage fuel oil monitoring tank T-016 Heavy fuel oil settling tank
1,2 H-004 Final heater heavy fuel oil T-021 Sludge tank for HFO separator
HE-007 Fuel oil cooler 1,2 T-022 Heavy fuel oil service tank
HE-025 Fuel oil cooler, supply circuit T-071 Clean leakage fuel oil tank
5101 HFO inlet 5143 Clean leakage fuel drain for re-use
5111 HFO outlet 9141 Dirty oil drain from pump bank,
free end
5141 Leakage fuel pipe for supervising 9143 Dirty oil drain from pump bank,
for re-use coupling side
mixing tank.
352 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
Piping
The main starting pipe connected to both air vessels, leads via the pressure
reducing unit (MOD-088) to the engine attached turbine starter (engine con-
nection 7103).
Two further 30 bar pressure lines (7102 and 7105) with separate connections
to both air vessels supplies the engine with control air.
A line branches off the aforementioned control air pipe to supply other air-
consuming engine accessories (e.g. lube oil automatic filter, fuel oil filter) with
compressed air through a separate 30/8 bar pressure reducing station.
A third 30 bar pipe is required for engines with Jet Assist (engine connection
7103). Depending on the air vessel arrangement, this pipe can be branched
off from the starting air pipe near engine or must be connected separately to
the air vessel for Jet Assist.
The pipes to be connected by the shipyard have to be supported immedi-
ately behind their connection to the engine. Further supports are required at
sufficiently short distance.
Flexible connections for starting air (steel tube type) have to be installed with
5 Engine supply systems
elastic fixation. The elastic mounting is intended to prevent the hose from
oscillating. For detail information please refer to planning and final documen-
tation and manufacturer manual.
Galvanised steel pipe must not be used for the piping of the system.
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 353 (450)
5 MAN Diesel & Turbo
Max. static pressure after pressure reducing unit + 8.0 bar 8.0 bar
Pressure loss of the pressure reducing unit 0.5 bar 0.5 bar
Max. permitted pressure loss of piping between pressure reducing = 1.3 bar 1.3 bar
unit and engine inlet
1)
Nm3 corresponds to one cubic metre of gas at 20 C and 1 bar.
Table 181: Permitted pressure loss of piping between pressure reducing unit and engine inlet
2017-05-02 - 4.7
354 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
Components
1 C-001 Starting air compressor (service) 1,2 T-007 Compressed air receiver
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 355 (450)
5 MAN Diesel & Turbo
FIL-003 Fuel oil automatic filter, supply circuit 1,2 TR-006 Automatic condensate trap
5.5 Compressed air system
7102 Control air inlet 1 9701 Compressed air connection for turbo-
charger dry cleaning
Starting air vessels The starting air supply is to be split up into not less than two starting air ves-
sels of about the same size, which can be used independently of each other.
The engine requires compressed air for starting, start-turning, for the Jet
Assist function as well as several pneumatic controls. The design of the pres-
sure air vessel directly depends on the air consumption and the requirements
of the classification societies.
For air consumption see section Starting air and control air consumption,
Page 87.
The air consumption per starting manoeuvre and per slow turn activation
depends on the inertia moment of the unit. For alternator plants, 1.5 times
the air consumption per starting manoeuvre has to be expected.
In case of diesel-mechanical drive without shifting clutch but with shaft driven
alternator please consult MAN Diesel & Turbo.
For more information concerning Jet Assist see section Jet Assist, Page 358.
Calculation for starting air vessel of engines without Jet Assist and slow
turn:
Calculation for starting air vessel of engines with Jet Assist and slow turn:
5 Engine supply systems
fDrive Factor for drive type (1.0 = diesel-mechanic, 1.5 = alternator drive)
356 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
Tabulated values see section Starting air and control air consumption, Page 87.
1)
The required number of jet manoeuvres has to be checked with yard or ship
2)
owner. To make a decision, consider the information in section Jet Assist, Page
358.
If other consumers (i.e. auxiliary engines, ship air etc.) which are not listed in
the formula are connected to the starting air vessel, the capacity of starting
air vessel must be increased accordingly, or an additional separate air vessel
has to be installed.
Compressors According to most classification societies, two or more starting air compres-
sors must be provided. At least one of the air compressors must be driven
independently of the main engine and must supply at least 50 % of the
required total capacity.
The total capacity of the starting air compressors has to be capable to
charge the receivers from the atmospheric pressure to full pressure of 30 bar
within one hour.
The compressor capacities are calculated as follows:
V [litres] Total volume of the starting air vessels at 30 bar service pressure
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 357 (450)
5 MAN Diesel & Turbo
5.5 Compressed air system
General
Jet Assist is a system for acceleration of the turbocharger. By means of noz-
zles in the turbocharger, compressed air is directed to accelerate the com-
pressor wheel. This causes the turbocharger to adapt more rapidly to a new
load condition and improves the response of the engine. Jet Assist is work-
ing efficiently with a pressure of 18 bar to max. 30 bar at the engine connec-
tion.
Jet Assist activating time: 3 seconds to 10 seconds (5 seconds in average).
Air consumption
The air consumption for Jet Assist is, to a great extent, dependent on the
load profile of the ship. In case of frequently and quickly changing load steps,
Jet Assist will be actuated more often than this will be the case during long
routes at largely constant load.
The special feature for common rail engines, called boost injection, has
reduced the Jet Assist events that are relevant for the layout of starting air
vessels and compressors considerably.
358 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
Air supply
Generally, larger air bottles are to be provided for the air supply of the Jet
Assist.
For the design of the Jet Assist air supply the temporal distribution of events
needs to be considered, if there might be an accumulation of events.
In each case the delivery capacity of the compressors is to be adapted to the
expected Jet Assist requirement per unit of time.
As a standard, the engines are equipped with turbochargers with air intake
silencers and the intake air is normally drawn in from the engine room.
In tropical service a sufficient volume of air must be supplied to the turbo-
charger(s) at outside air temperature. For this purpose there must be an air
duct installed for each turbocharger, with the outlet of the duct facing the
respective intake air silencer, separated from the latter by a space of approxi-
2017-05-02 - 4.7
mately 1.5 m (see figure Example: Exhaust gas ducting arrangement, Page
391). No water of condensation from the air duct must be permissible to be
drawn in by the turbocharger. The air stream must not be directed onto the
exhaust manifold.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 359 (450)
5 MAN Diesel & Turbo
Ventilator capacity The capacity of the air ventilators (without separator room) must be large
enough to cover at least the sum of the following tasks:
The combustion air requirements of all consumers.
The air required for carrying off the radiant heat.
A rule-of-thumb applicable to plants operating on heavy fuel oil is 20
24 m3/kWh.
General recommendations
The design of the intake air system should limit its overall pressure drop
according to section Operating/service temperatures and pressures, Page
132. If this requirement cannot be met, increased fuel consumption must be
considered or customised engine matching is required. Besides the air duct
2017-05-02 - 4.7
360 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 361 (450)
5 MAN Diesel & Turbo
5.6 Engine room ventilation and combustion air
5 Engine supply systems
Figure 123: External intake air supply system for arctic conditions
362 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5
5.7.1 General
Layout The flow resistance in the exhaust system has a very large influence on the
fuel consumption and the thermal load of the engine. The values given in this
document are based on an exhaust gas system which flow resistance does
not exceed 50 mbar. If the flow resistance of the exhaust gas system is
higher than 50 mbar, please contact MAN Diesel & Turbo for project-specific
engine data.
The pipe diameter selection depends on the engine output, the exhaust gas
volume and the system back pressure, including silencer and SCR (if fitted).
The back pressure also being dependent on the length and arrangement of
the piping as well as the number of bends. Sharp bends result in very high
flow resistance and should therefore be avoided. If necessary, pipe bends
must be provided with guide vanes.
It is recommended not to exceed a maximum exhaust gas velocity of
approximately 40 m/s.
Installation When installing the exhaust system, the following points must be observed:
The exhaust pipes of two or more engines must not be joined.
Because of the high temperatures involved, the exhaust pipes must be
able to expand. The expansion joints to be provided for this purpose are
to be mounted between fixed-point pipe supports installed in suitable
positions. One compensator is required just after the outlet casing of the
turbocharger (see section Position of the outlet casing of the turbo-
charger, Page 392) in order to prevent the transmission of forces to the
turbocharger itself. These forces include those resulting from the weight,
thermal expansion or lateral displacement of the exhaust piping. For this
compensator/expansion joint one sturdy fixed-point support must be
provided.
The exhaust piping should be elastically hung or supported by means of
dampers in order to prevent the transmission of sound to other parts of
the vessel.
The exhaust piping is to be provided with water drains, which are to be
regularly checked to drain any condensation water or possible leak water
from exhaust gas boilers if fitted.
During commissioning and maintenance work, checking of the exhaust
gas system back pressure by means of a temporarily connected measur-
ing device may become necessary. For this purpose, a measuring socket
5 Engine supply systems
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 363 (450)
5 MAN Diesel & Turbo
5.7 Exhaust gas system
2017-05-02 - 4.7
364 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
bed in the aforementioned documents and not agreed with us are not per-
missible.
For damages due to such arrangements we will not take over any responsi-
bility nor give any warranty.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 365 (450)
6 MAN Diesel & Turbo
6.1 Installation and arrangement
6L engine
6 Engine room planning
Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.
366 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
6L engine
Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 367 (450)
6 MAN Diesel & Turbo
Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.
368 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 369 (450)
6 MAN Diesel & Turbo
12V engine
6.1 Installation and arrangement
6 Engine room planning
Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.
370 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
12V engine
Figure 129: Installation drawing 12V engine Turbocharger on counter coupling side
2017-05-02 - 4.7
Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 371 (450)
6 MAN Diesel & Turbo
Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.
372 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 373 (450)
6 MAN Diesel & Turbo
6.1 Installation and arrangement
3,077 When carrying the parts away along the engine axis over the cylinder heads
6 Engine room planning
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374 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
3,322 When carrying the parts away along the engine axis over the cylinder heads
3,680 When carrying away along the engine axis over the cylinder heads
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 375 (450)
6 MAN Diesel & Turbo
6.1 Installation and arrangement
3,130 When carrying away along the engine axis over the cylinder heads
6 Engine room planning
2017-05-02 - 4.7
376 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
2,800
2,800 When carrying the parts away along the engine axis over the rocker arm casing
3,000
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 377 (450)
6 MAN Diesel & Turbo
3,400 When carrying away along the engine axis over the rocker arm casing
3,300 When carrying away along the engine axis over the rocker arm casing
6 Engine room planning
2017-05-02 - 4.7
378 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
2,670 When removing towards the side (two cylinder head bolts are removed)
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 379 (450)
6 MAN Diesel & Turbo
3,400 When carrying away along the engine axis over the rocker arm casing
6 Engine room planning
2017-05-02 - 4.7
380 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 381 (450)
6 MAN Diesel & Turbo
6.1 Installation and arrangement
2017-05-02 - 4.7
382 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 383 (450)
6 MAN Diesel & Turbo
6.1 Installation and arrangement
Engine
Lifting capacity An overhead travelling crane is required which has a lifting power equal to
the heaviest component that has to be lifted during servicing of the engine.
The overhead travelling crane can be chosen with the aid of the following
table.
Crane arrangement
The rails for the crane are to be arranged in such a way that the crane can
cover the whole of the engine beginning at the exhaust pipe.
The hook position must reach along the engine axis, past the centreline of
the first and the last cylinder, so that valves can be dismantled and installed
without pulling at an angle. Similarly, the crane must be able to reach the tie
rod at the ends of the engine. In cramped conditions, eyelets must be wel-
ded under the deck above, to accommodate a lifting pulley.
The required crane capacity is to be determined by the crane supplier.
Crane design It is necessary that:
There is an arresting device for securing the crane while hoisting if oper-
ating in heavy seas
6 Engine room planning
in the engine room for the dismantled engine components which can be
reached by the crane. It should be capable of holding two rocker arm cas-
ings, two cylinder covers and two pistons. If the cleaning and service work is
to be carried out here, additional space for cleaning troughs and work surfa-
ces should be planned.
Transport to the workshop Grinding of valve cones and valve seats is carried out in the workshop or in a
neighbouring room.
384 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
Transport rails and appropriate lifting tackle are to be provided for the further
Turbocharger
Hoisting rail A hoisting rail with a mobile trolley is to be provided over the centre of the
turbocharger running parallel to its axis, into which a lifting tackle is suspen-
6 Engine room planning
ded with the relevant lifting power for lifting the parts, which are mentioned in
the table(s) below, to carry out the operations according to the maintenance
schedule.
Turbocharger TCR 20 TCR 22
2017-05-02 - 4.7
Silencer kg 76 156
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 385 (450)
6 MAN Diesel & Turbo
Withdrawal space The withdrawal space shown in section Removal dimensions of piston and
6.1 Installation and arrangement
dimensions cylinder liner, Page 374 and in the table(s) in paragraph Hoisting rail, Page
385 is required for separating the silencer from the turbocharger. The
silencer must be shifted axially by this distance before it can be moved later-
ally.
In addition to this measure, another 100 mm are required for assembly clear-
ance.
This is the minimum distance between silencer and bulkhead or tween-deck.
We recommend to plan additional 300 400 mm as working space.
Make sure that the silencer can be removed either downwards or upwards or
laterally and set aside, to make the turbocharger accessible for further servic-
ing. Pipes must not be laid in these free spaces.
Fan shafts
The engine combustion air is to be supplied towards the intake silencer in a
duct ending at a point 1.5 m away from the silencer inlet. If this duct impedes
the maintenance operations, for instance the removal of the silencer, the end
section of the duct must be removable. Suitable suspension lugs are to be
provided on the deck and duct.
Gallery
If possible the ship deck should reach up to both sides of the turbocharger
(clearance 50 mm) to obtain easy access for the maintenance personnel.
Where deck levels are unfavourable, suspended galleries are to be provided.
2017-05-02 - 4.7
386 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 387 (450)
6 MAN Diesel & Turbo
6.1 Installation and arrangement
Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.
388 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 389 (450)
6 MAN Diesel & Turbo
6.1 Installation and arrangement
2017-05-02 - 4.7
390 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 391 (450)
6 MAN Diesel & Turbo
6.2 Exhaust gas ducting
6 Engine room planning
392 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
Standard design
B 20
C 1)
372 367
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 393 (450)
6 MAN Diesel & Turbo
6.2 Exhaust gas ducting
B 20
394 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
Figure 154: Design at low engine room height Resiliently mounted engine
B 20 - 20
6 Engine room planning
Table 189: Position of exhaust outlet casing V engine Design at low engine
room height Resiliently mounted engine
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 395 (450)
6 MAN Diesel & Turbo
B 20
E 2,585 2,634
2017-05-02 - 4.7
F 1,040 1,144
G 995
1)
For rigidly mounted engines.
2)
For resiliently mounted engines.
Table 190: Position of exhaust outlet casing L engine Exhaust gas pipe
routing
396 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6
B 20
C 2)
1,004 1,063 - 1,130
E 2,327 2,393
6 Engine room planning
F 1,780
1)
For rigidly mounted engines.
2)
For resiliently mounted engines.
Table 191: Position of exhaust outlet casing V engine Exhaust gas pipe
2017-05-02 - 4.7
routing
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 397 (450)
MAN Diesel & Turbo 7
7 Propulsion packages
Figure 157: MAN Diesel & Turbo standard propulsion package with engine MAN 7L32/40 (example)
7 Propulsion packages
To find out which of our propeller fits you, fill in the propeller layout data
sheet which you find here http://marine.man.eu/propeller-aft-ship/propeller-
2017-05-02 - 4.7
layout-data and send it via e-mail to our sales department. The e-mail
address is located under contacts on the webside.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 399 (450)
7 MAN Diesel & Turbo
7.3 Propeller clearance
Hub Dismantling of cap X High skew propeller Y Non-skew propeller Y Baseline clearance Z
mm mm mm mm
VBS 1180 365
400 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 401 (450)
8 MAN Diesel & Turbo
8.3 Components of an electric propulsion plant
4 Frequency converters
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402 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 403 (450)
8 MAN Diesel & Turbo
design, taking into account the technical and economical feasibility and later
operation of the vessel. In order to provide you with appropriate data, please
fill the form "DE-propulsion plant layout data" you find here http://
marine.man.eu/docs/librariesprovider6/marine-broschures/diesel-electric-
propulsion-plants-questionnaire.pdf?sfvrsn=0 and return it to your sales rep-
resentative.
2.2 Engine brake power for electric consumers PB2 [kW] 1,036
2.3 Total engine brake power demand (= 1.2 + 2.2) PB [kW] 12,025
For the detailed selection of the type and number of engines furthermore the
operational profile of the vessel, the maintenance strategy of the engines and
the boundary conditions given by the general arrangement have to be con-
sidered. For the optimal cylinder configuration of the engines often the power
conditions in port are decisive.
2017-05-02 - 4.7
404 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8
< 48 MW 6,600 V 30 kA
The design of the alternators and the electric plant always has to be bal-
anced between voltage choice, availability of reactive power, short circuit
level and permissible total harmonic distortion (THD).
On the one hand side a small xd of an alternator increases the short cir-
cuit current Isc, which also increases the forces the switchboard has to
withstand (F ~ Isc ^ 2). This may lead to the need of a higher voltage. On
the other side a small xd gives a lower THD but a higher weight and a
8 Electric propulsion plants
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 405 (450)
8 MAN Diesel & Turbo
Table 194: Formulas for a rough estimation of the short circuit currents
Motor outgoing (Induction Pr / (3 * Ur * cos Converter * Motor * Converter) Pr: Rated power of motor [kWe]
motor controlled by a
Ur: Rated voltage [V]
8 Electric propulsion plants
PWM-converter)
cos : Power factor converter
(typically = 0.95)
Motor: Typically = 0.96
Converterr: Typically = 0.97
Motor outgoing (Induction Pr / (3 * Ur * cos Motor * Motor) Pr: Rated power of motor [kWe]
2017-05-02 - 4.7
406 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8
The choice of the type of the E-motor depends on the application. Usu-
ally induction motors are used up to a power of 7 MW (Motor: Typically =
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 407 (450)
8 MAN Diesel & Turbo
8.7 Over-torque capability
Figure 161: Example: Over-torque capability of an E-propulsion train for a FPP-driven vessel
8 Electric propulsion plants
2017-05-02 - 4.7
408 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 409 (450)
8 MAN Diesel & Turbo
8.9 Example configurations of electric propulsion plants
410 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8
LNG Carriers
Figure 163: Example: Diesel-electric propulsion configuration of a LNG carrier with geared transmission,
single screw and fixed pitch propeller
For ice going carriers and tankers also podded propulsion is a robust solu-
tion, which has been applied in several vessels.
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 411 (450)
8 MAN Diesel & Turbo
Figure 164: Example: Diesel-electric propulsion configuration of a cruise liner, twin screw, gear less
For cruise liners often also geared transmission is applied as well as pods.
For a RoPax ferry almost the same requirements are valid as for a cruise
liner.
The figure below shows an electric propulsion plant with a classical config-
2017-05-02 - 4.7
412 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 413 (450)
8 MAN Diesel & Turbo
As MAN Diesel & Turbo works together with different suppliers for diesel-
electric propulsion plants an optimal matched solution can be designed for
each application, using the most efficient components from the market. The
following example shows a low loss solution, patented by STADT AS (Nor-
way).
In many cases a combination of an E-propulsion motor, running on two con-
stants speeds (medium, high) and a controllable pitch propeller (CPP) gives a
high reliable and compact solution.
Figure 166: Example: Diesel-electric propulsion configuration of a RoRo, twin screw, geared transmission
peller
Table 200: Main DE-components of a low loss application (patented by STADT AS)
2017-05-02 - 4.7
414 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8
Figure 167: Example: High-efficient electric propulsion plant based on a DC distribution; with integrated
batteries for energy storage
straint. When the main GenSets run at constant rpm with control of the
power delivered, fuel efficiency is compromised. Utilizing an enlarged engine
operation map with a speed range of 60 % to 100 % paves the way to a high
potential in fuel oil saving. According to the total system load each engine
can operate at an individual speed set point, in order to achieve a minimum
in fuel oil consumption.
2017-05-02 - 4.7
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 415 (450)
8 MAN Diesel & Turbo
8.10 High-efficient diesel-electric propulsion plants with
variable speed GenSets (EPROX-DC)
Figure 168: Typical SFOC map for a four stroke medium speed diesel engine (for
illustration purpose only)
Another major advantage of the system is the possible integration of energy
storage devices, like batteries. They can reduce the transient loads on the
engines, improve the dynamic response and the manoeuvrability of the pro-
pulsion system and absorb rapid power fluctuations from the vessels grid.
Fast load applications are removed from the engines and peak loads are
shaved.
It is also beneficial to run the engines always on high loads, where their spe-
cific fuel oil consumption is lowest. This degree of freedom can be utilized
and surplus power can charge the batteries. If less power is required, one
engine can be shut down, with the remaining ones running still with a high
loading, supported by power out of the batteries.
416 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 417 (450)
8 MAN Diesel & Turbo
pass the normal PTO and PTI-boosting modes can be applied without any
8.11 Fuel-saving hybrid propulsion system (HyProp ECO)
losses in the transmission line to/from the main switchboard. Utilizing the fre-
quency converter is done for two different purposes. Either it is used for
starting-up the electric machine as emergency propulsion motor (PTH) in
case the main engine is off. Usually the 2nd step in the gearbox is then used.
Or the converter is of a bi-directional type and the propeller can be operated
very efficiently at combinator mode with the PTO running in parallel with the
auxiliary GenSets with a constant voltage and frequency towards the main
switchboard. In this mode the converter can also be used for diesel-electric
propulsion as variable speed drive for the propeller.
The major advantage of HyProp ECO is that costly components, like the fre-
quency converter can be designed small. A typical figure for its size is 30 %
of the installed alternator/motor power as for almost all modes, where the
converter is involved, the required power is much lower compared to a
design for pure PTO/PTI purposes. Therefore HyProp ECO combines lowest
investment with optimised performance.
8 Electric propulsion plants
2017-05-02 - 4.7
418 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9
9 Annex
9.1.1 General
There are risks at the interfaces of the engine, which have to be eliminated or
minimised in the context of integrating the engine into the plant system.
Responsible for this is the legal person which is responsible for the integra-
tion of the engine.
Following prerequisites need to be fulfilled:
Layout, calculation, design and execution of the plant have to be state of
the art.
All relevant classification rules, regulations and laws are considered, eval-
uated and are included in the system planning.
The project-specific requirements of MAN Diesel & Turbo regarding the
engine and its connection to the plant are implemented.
In principle, the more stringent requirements of a specific document is
applied if its relevance is given for the plant.
and in operation.
Electrical safety
9 Annex
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 419 (450)
9 MAN Diesel & Turbo
The noise emission of the engine must be considered early in the plan-
ning and design phase. A soundproofing or noise encapsulation could be
9.1 Safety instructions and necessary safety measures
In case air intake is realised through piping and not by means of the tur-
bochargers intake silencer, appropriate measures for air filtering must be
9 Annex
420 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9
the crankcase through the relief valves. This must be considered in the
overall planning.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 421 (450)
9 MAN Diesel & Turbo
422 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9
Signs
9 Annex
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 423 (450)
9 MAN Diesel & Turbo
9.2 Programme for Factory Acceptance Test (FAT)
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9 Annex
424 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9
9 Annex
Figure 172: Shop test of 4-stroke marine diesel and dual fuel engines Part 1
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 425 (450)
9 MAN Diesel & Turbo
9.2 Programme for Factory Acceptance Test (FAT)
2017-05-02 - 4.7
9 Annex
Figure 173: Shop test of 4-stroke marine diesel and dual fuel engines Part 2
426 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9
Prerequisites
Engines require a running-in period in case one of the following conditions
applies:
When put into operation on site, if
after test run the pistons or bearings were dismantled for inspection
or
the engine was partially or fully dismantled for transport.
After fitting new drive train components, such as cylinder liners, pistons,
piston rings, crankshaft bearings, big-end bearings and piston pin bear-
ings.
After the fitting of used bearing shells.
After long-term low load operation (> 500 operating hours).
Supplementary information
Operating Instructions During the running-in procedure the unevenness of the piston-ring surfaces
and cylinder contact surfaces is removed. The running-in period is comple-
ted once the first piston ring perfectly seals the combustion chamber. i.e. the
first piston ring should show an evenly worn contact surface. If the engine is
subjected to higher loads, prior to having been running-in, then the hot
exhaust gases will pass between the piston rings and the contact surfaces of
the cylinder. The oil film will be destroyed in such locations. The result is
material damage (e.g. burn marks) on the contact surface of the piston rings
and the cylinder liner. Later, this may result in increased engine wear and
high lube oil consumption.
The time until the running-in procedure is completed is determined by the
properties and quality of the surfaces of the cylinder liner, the quality of the
fuel and lube oil, as well as by the load of the engine and speed. The run-
ning-in periods indicated in following figures may therefore only be regarded
as approximate values.
Operating media
The running-in period may be carried out preferably using MGO (DMA, DMZ)
or MDO (DMB).
The fuel used must meet the quality standards see section Specification for
engine supplies, Page 227 and the design of the fuel system.
For the running-in of gas four-stroke engines it is best to use the gas which is
to be used later in operation.
Dual fuel engines are run in using liquid fuel mode with the fuel intended as
the pilot fuel.
Lube oil The running-in lube oil must match the quality standards, with regard to the
2017-05-02 - 4.7
fuel quality.
9 Annex
Engine running-in
Cylinder lubrication (optional) The cylinder lubrication must be switched to "Running In" mode during com-
pletion of the running-in procedure. This is done at the control cabinet or at
the control panel (under "Manual Operation"). This ensures that the cylinder
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 427 (450)
9 MAN Diesel & Turbo
lubrication is already activated over the whole load range when the engine
9.3 Engine running-in
starts. The running-in process of the piston rings and pistons benefits from
the increased supply of oil. Cylinder lubrication must be returned to "Normal
Mode" once the running-in period has been completed.
Checks Inspections of the bearing temperature and crankcase must be conducted
during the running-in period:
The first inspection must take place after 10 minutes of operation at mini-
mum speed.
An inspection must take place after operation at full load respectively
after operational output level has been reached.
The bearing temperatures (camshaft bearings, big-end and main bearings)
must be determined in comparison with adjoining bearings. For this purpose
an electrical sensor thermometer may be used as a measuring device.
At 85 % load and at 100 % load with nominal speed, the operating data
(ignition pressures, exhaust gas temperatures, charge pressure, etc.) must
be measured and compared with the acceptance report.
Standard running-in Dependent on the application the running-in programme can be derived from
programme the figures in paragraph Diagram(s) of standard running-in, Page 429. During
the entire running-in period, the engine output has to be within the marked
output range. Critical speed ranges are thus avoided.
Running-in during Most four-stroke engines are subjected to a test run at the manufacturers
commissioning on site premises. As such, the engine has usually been run in. Nonetheless, after
installation in the final location, another running-in period is required if the pis-
tons or bearings were disassembled for inspection after the test run, or if the
engine was partially or fully disassembled for transport.
Running-in after fitting new If during revision work the cylinder liners, pistons, or piston rings are
drive train components replaced, a new running-in period is required. A running-in period is also
required if the piston rings are replaced in only one piston. The running-in
period must be conducted according to following figures or according to the
associated explanations.
The cylinder liner may be re-honed according to Work Card 050.05, if it is
not replaced. A transportable honing machine may be requested from one of
our Service and Support Locations.
Running-in after refitting When used bearing shells are reused, or when new bearing shells are instal-
used or new bearing shells led, these bearings have to be run in. The running-in period should be 3 to 5
(crankshaft, connecting rod hours under progressive loads, applied in stages. The instructions in the pre-
and piston pin bearings) ceding text segments, particularly the ones regarding the "Inspections", and
following figures must be observed.
Idling at higher speeds for long periods of operation should be avoided if at
all possible.
Running-in after low load Continuous operation in the low load range may result in substantial internal
operation pollution of the engine. Residue from fuel and lube oil combustion may cause
deposits on the top-land ring of the piston exposed to combustion, in the
piston ring channels as well as in the inlet channels. Moreover, it is possible
2017-05-02 - 4.7
that the charge air and exhaust pipes, the charge air cooler, the turbocharger
and the exhaust gas tank may be polluted with oil.
Since the piston rings have adapted themselves to the cylinder liner accord-
9 Annex
ing to the running load, increased wear resulting from quick acceleration and
possibly with other engine trouble (leaking piston rings, piston wear) should
be expected.
428 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9
Therefore, after a longer period of low load operation ( 500 hours of opera-
9 Annex
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 429 (450)
9 MAN Diesel & Turbo
9.3 Engine running-in
2017-05-02 - 4.7
9 Annex
430 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9
9.4 Definitions
9.4 Definitions
Blackout
The classification societies define blackout on board ships as a loss of the
main source of electrical power resulting in the main and auxiliary machinery
to be out of operation and at the same time all necessary alternative energies
(e.g. start air, battery electricity) for starting the engines are available.
Designation of cylinders
The cylinders are numbered in sequence, from the coupling side, 1, 2, 3 etc.
In V engines, looking on the coupling side, the left hand row of cylinders is
2017-05-02 - 4.7
designated A, and the right hand row is designated B. Accordingly, the cylin-
ders are referred to as A1-A2-A3 or B1-B2-B3, etc.
9 Annex
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 431 (450)
9 MAN Diesel & Turbo
9.4 Definitions
Direction of rotation
2017-05-02 - 4.7
9 Annex
432 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9
Electric propulsion
9.4 Definitions
The generator being driven by the engine supplies electrical power to drive
an electric motor. The power of the electric motor is used to drive a control-
lable pitch or fixed pitch propeller, pods, thrusters, etc.
Load profile with focus between 80 % and 95 % load. Average load: Up to
85 %.
Engines certification for compliance with the NOx limits according E2 Test
cycle. See within section Engine ratings (output) for different applications,
Page 35 if the engine is released for this kind of application and the corre-
sponding available output PApplication.
GenSet
The term "GenSet" is used, if engine and electrical alternator are mounted
together on a common base frame and form a single piece of equipment.
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 433 (450)
9 MAN Diesel & Turbo
This value supposes that the products of combustion contain the water
vapor and that the heat in the water vapor is not recovered.
Offshore application
Offshore construction and offshore drilling place high requirements regarding
the engines acceleration and load application behaviour. Higher require-
ments exist also regarding the permissible engines inclination.
Due to the wide range of possible requirements such as flag state regula-
tions, fire fighting items, redundancy, inclinations and dynamic positioning
modes all project requirements need to be clarified at an early stage.
Output
ISO standard output (as specified in DIN ISO 3046-1)
Maximum continuous rating of the engine at nominal speed under
ISO conditions, provided that maintenance is carried out as specified.
Operating-standard-output (as specified in DIN ISO 3046-1)
Maximum continuous rating of the engine at nominal speed taking in
account the kind of application and the local ambient conditions, provi-
ded that maintenance is carried out as specified. For marine applications
this is stated on the type plate of the engine.
Fuel stop power (as specified in DIN ISO 3046-1)
Fuel stop power defines the maximum rating of the engine theoretical
possible, if the maximum possible fuel amount is used (blocking limit).
Rated power (in accordance to rules of Germanischer Lloyd)
Maximum possible continuous power at rated speed and at defined
ambient conditions, provided that maintenances carried out as specified.
Overload power (in accordance to rules of Germanischer Lloyd)
110 % of rated power, that can be demonstrated for marine engines for
an uninterrupted period of one hour.
Output explanation
Power of the engine at distinct speed and distinct torque.
100 % output
100 % output is equal to the rated power only at rated speed. 100 %
output of the engine can be reached at lower speed also if the torque is
increased.
Nominal output
= rated power.
MCR
Maximum continuous rating.
ECR
Economic continuous rating = output of the engine with the lowest fuel
2017-05-02 - 4.7
consumption.
434 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9
9.4 Definitions
For direct drive of a suction dredger pump by the engine via gear box the
engine speed is directly influenced by the load on the suction pump.
The power demand of the dredge pump needs to be adapted to the operat-
ing range of the engine, particularly while start-up operation. Load profile with
focus between 80 % and 100 % load. Average load: Up to 85 %.
Engines certification for compliance with the NOx limits according C1 Test
cycle. See within section Engine ratings (output) for different applications,
Page 35 if the engine is released for this kind of application and the corre-
sponding available output PApplication.
Waterjet application
A marine propulsion system that creates a jet of water that propels the ves-
sel. The waterjet is always working close to the theoretical propeller curve
(power input ~ n3). With regard to its requirements the water jet is identical to
the mechanical propulsion with FPP.
Load profile with focus between 80 % and 95 % load. Average load: Up to
85 %.
Engines certification for compliance with the NOx limits according E3 Test
cycle. See within section Engine ratings (output) for different applications,
Page 35 if the engine is released for this kind of application and the corre-
sponding available output PApplication.
9 Annex
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 435 (450)
9 MAN Diesel & Turbo
9.5 Abbreviations
9.5 Abbreviations
Abbreviation Explanation
BN Base number
CS Coupling side
MN Methane number
SP Sealed plunger
TC Turbocharger
TC Temperature controller
436 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9
9.6 Symbols
9.6 Symbols
Note:
The symbols shown should only be seen as examples and can differ from
the symbols in the diagrams.
9 Annex
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 437 (450)
9 MAN Diesel & Turbo
9.6 Symbols
438 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9
9.6 Symbols
9 Annex
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 439 (450)
9 MAN Diesel & Turbo
9.7 Preservation, packaging, storage
9.7.1 General
Introduction
Engines are internally and externally treated with preservation agent before
delivery. The type of preservation and packaging must be adjusted to the
means of transport and to the type and period of storage. Improper storage
may cause severe damage to the product.
440 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9
Note:
Transport
Transport and packaging of the engine, assemblies and engine parts must
be coordinated.
After transportation, any damage to the corrosion protection and packaging
must be rectified, and/or MAN Diesel & Turbo must be notified immediately.
Storage location
Storage location of engine As standard, the engine is packaged and preserved for outdoor storage.
The storage location must meet the following requirements:
Engine is stored on firm and dry ground.
Packaging material does not absorb any moisture from the ground.
Engine is accessible for visual checks.
Storage location of Assemblies and engine parts must always be stored in a roofed dry room.
assemblies and engine parts The storage location must meet the following requirements:
Parts are protected against environmental effects and the elements.
The room must be well ventilated.
Parts are stored on firm and dry ground.
Packaging material does not absorb any moisture from the ground.
Parts cannot be damaged.
Parts are accessible for visual inspection.
An allocation of assemblies and engine parts to the order or requisition
must be possible at all times.
Note:
Packaging made of or including VCI paper or VCI film must not be opened or
must be closed immediately after opening.
Storage conditions
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 441 (450)
9 MAN Diesel & Turbo
Storage period
9.8 Engine colour
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9 Annex
442 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo
Index
A B
Abbreviations 436 Balancing of masses 164
Acceleration times 57 Bearing, permissible loads 159
57 Blackout
Additions to fuel consumption 84 Definition 431
Aging (Increase of S.F.C.) 89 Blowing-off the exhaust gas
Air Waste gate 31
Consumption (Jet Assist) 358 By-pass 30
Flow rate 94 30
Flow rates 90
Starting air consumption 80 C
87 Capacities
87 Attached pumps 90
Temperature 90 Pumps 90
Air vessels Charge air
Capacities 280 Blow-off 30
Condensate amount 278 Blow-off device 30
Airborne noise 147 30
147 Blow-off noise 153
Alignment By-pass 30
Engine 197 By-pass device 30
Alternator Control of charge air tempera- 30
Reverse power protection 67 ture (CHATCO) 31
Ambient conditions causes derat- 36
31
ing
Temperature control 30
Angle of inclination 29
Approved applications 19 31
Arctic conditions 60 31
Arrangement Charge air cooler
Attached pumps 174 Condensate amount 278
Flywheel 170 278
170 Flow rates 90
Attached pumps Heat to be dissipated 90
Arrangement 174 Charge air cooler, removal of 376
Capacities 90 379
Auxiliary generator operation Clearance
Definiton 431 Propeller 400
Auxiliary GenSet Colour of the engine 442
Planning data 90 Combustion air
Auxiliary GenSet operation Flow rate 90
Definition 431 Specification 227
Auxiliary power generation 19 Common rail injection system 342
Available outputs Componentes
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Compressed air
Specification 227
269
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 443 (450)
MAN Diesel & Turbo
Damper Designation 23
Moments of inertia - Engine, fly- 161 431
wheel
444 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 445 (450)
MAN Diesel & Turbo
HT-switching 46 57
Ship electrical systems 54
I Start-up time 48
Load reduction
Index
Idle speed 38
IMO certification 65 As a protective safety measure 60
Recommended 59
73
Stopping the engine 59
446 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo
Acceleration times 57
Definiton 433
Planning data 116 57
Mechanical pump drive Load application for ship electri- 54
Operating range 79 cal systems
Index
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 447 (450)
MAN Diesel & Turbo
P R
Packaging 440 Rated power
Part load operation 46 Definition 434
Permissible frequency deviations Ratings (output) for different appli- 35
Available outputs 65 cations, engine 36
Pipe dimensioning 271 Reduction of load 59
Piping Reference conditions (ISO) 34
Materials 271 Removal
Propeller layout 399 Charge air cooler 376
Piston, removal of 374
379
375 Cylinder liner 374
377 374
Pitch control
376
General requirements 73
Planning data 378
Auxiliary GenSet 90 Piston 374
Electric propulsion 99 374
Flow rates of cooler 90 375
Heat to be dissipated 90
377
Mechanical propulsion CPP 107
Vibration damper 380
Mechanical propulsion FPP 116
Suction dredger/pumps 124 381
(mechanical drive) Removal of corrosion protection 442
Temperature 90 Reverse power protection
Position of the outlet casing of the 393 Alternator 67
turbocharger Rigid seating 177
393
Rocker arm casing, lifting off 377
Postlubrication 290
Room layout 365
Power
Running-in 427
Engine ratings, outputs, speeds 33
Power drive connection 159 S
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161
Power management 66 SaCoS one
Preheated engine Injection Unit 201
Load application 48 System overview 199
Index
Preheating SaCoSone
At starting 42 Control Unit 200
Safety
43
448 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo
MAN 32/44CR IMO Tier II, Project Guide Marine, EN 449 (450)
MAN Diesel & Turbo
2017-05-02 - 4.7
Index
450 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
All data provided in this document is non-binding. This data serves informational
MAN 32/44CR
Project Guide Marine
Four-stroke diesel engines compliant with
MAN Diesel & Turbo IMO Tier II