MAN B&W Diesel AG

:

86224 Augsburg, Germany

:

Phone ++49 821 3 22--0

:

Telefax ++49 821 322 3382

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Technical Documentation
Engine
Operating Instructions

Engine

9L 48/60 B

. . . . . . . . . . . . . . . . . . . . . . . . . . .

Works No.

1 130 327 / 328

. . . . . . . . . . . . . . . . . . . . . . . .

Plant No.

H 10210

. . . . . . . . . . . . . . . . . . . . . . . . .

6703--1

B1

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.

2004 MAN B&W Diesel AG

All rights reserved, including the reproduction in any form or by photomechanical means (photocopy/microcopy), in
whole or in part, and the translation.

06.04

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Table of contents

N

1

Introduction

: : :

N

1.1

Preface

: : :

N

1.2

Product Liability

: :

N

1.3

How the Operating Instruction Manual is organized, and how to use it

: :

N

1.4

Addresses/Telephone numbers

N

2

Technical details

N

2.1

Scope of supply/Technical specification

: :

N

2.1.1

MAN B&W Diesel AG’s Scope of Supply/Technical Specification

N

2.2

Engine

:

N

2.2.1

Characteristics

: :

N

2.2.2

Photos/Drawings

N

2.3

Components/Subassemblies

: :

N

2.3.1

Standard engine design Crankcase to cylinder head

: :

N

2.3.2

Standard engine design Camshaft drive to injection valve

: :

N

2.3.3

Standard engine design Supercharger system through engine controls

: :

N

2.3.4

Special engine designs

: :

N

2.3.5

Engine accessories

N

2.5

Technical data

: :

N

2.5.1

Ratings and consumption data

: :

N

2.5.1

Ratings and consumption data

: :

N

2.5.2

Temperatures and pressures

:

N

2.5.3

Weights

: :

N

2.5.4

Dimensions/Clearances/Tolerances--Part 1

:

N

2.5.5

Dimensions/Clearances/Tolerances--Part 2

: :

N

2.5.6

Dimensions/Clearances/Tolerances--Part 3

N

3

Operation/Operating media

N

3.1

Prerequisites

Categories of information

Information

Description

Instruction

Data/formulas/symbols

Intended for ...

Experts

Middle management

Upper management

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: :

N

3.1.1

Prerequisites/Warranty

N

3.2

Safety regulations

: :

N

3.2.1

General remarks

: : :

N

3.2.2

Destination/suitability of the engine

: : :

N

3.2.3

Risks/dangers

: : :

N

3.2.4

Safety instructions

: : :

N

3.2.5

Safety regulations

N

3.3

Operating media

: :

N

3.3.2

Quality requirements for Marine Diesel Fuel (MDO)

: :

N

3.3.3

Quality requirements for heavy fuel oil (HFO)

: :

N

3.3.4

Viscosity/Temperature diagram for fuel oils

: :

N

3.3.6

Quality requirements for lube oil

: :

N

3.3.7

Quality requirements for engine cooling water

:

N

3.3.8

Analyses of operating media

: :

N

3.3.10

Water quality requirements for fuel--water emulsion

: :

N

3.3.11

Quality requirements for intake air (combustion air)

N

3.4

Engine operation I -- Starting the engine

: :

N

3.4.1

Preparations for start/ Engine starting and stopping

: :

N

3.4.2

Change--over from Diesel fuel oil to heavy fuel oil and vice versa

: :

N

3.4.3

Admissible outputs and speeds

: : :

N

3.4.4

Engine Running--in

N

3.5

Engine operation II -- Control the operating media

: :

N

3.5.1

Monitoring the engine/ performing routine jobs

: :

N

3.5.2

Engine log book/ Engine diagnosis/Engine management

: :

N

3.5.3

Load curve during acceleration/manoeuvring

: :

N

3.5.4

Part--load operation

:

N

3.5.5

Determine the engine output and design point

: :

N

3.5.6

Engine operation at reduced speed

: :

N

3.5.7

Equipment for adapting the engine to special operating conditions

:

N

3.5.8

Bypassing of charge air

:

N

3.5.9

Condensed water in charge air pipes and pressure vessels

: :

N

3.5.10

Load application

:

N

3.5.11

Exhaust gas blow--off

N

3.6

Engine operation III -- Operating faults

: :

N

3.6.1

Faults/Deficiencies and their causes (Trouble Shooting)

: :

N

3.6.2

Emergency operation with one cylinder failing

: :

N

3.6.3

Emergency operation on failure of one turbocharger

: :

N

3.6.4

Failure of the electrical mains supply (Black out)

:

N

3.6.5

Failure of the cylinder lubrication

: :

N

3.6.6

Failure of the speed control system

: : :

N

3.6.7

Behaviour in case operating values are exceeded/ alarms are released

: : :

N

3.6.8

Procedures in case a splash--oil alarm is triggered

N

3.7

Engine operation IV -- Engine shut--down

Categories of information

Information

Description

Instruction

Data/formulas/symbols

Intended for ...

Experts

Middle management

Upper management

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:

N

3.7.1

Shut down/Preserve the engine

N

4

Maintenance/Repair

: : :

N

4.1

General remarks

: : :

N

4.2

Maintenance schedule (explanations)

: :

N

4.3

Tools/Special tools

: :

N

4.4

Spare Parts

: :

N

4.5

Replacement of components by the New--for--old Principle

: :

N

4.6

Special services/Repair work

: :

N

4.7

Maintenance schedule (signs/symbols)

: :

N

4.7.1

Maintenance Schedule (Systems)

: :

N

4.7.2

Maintenance Schedule (Engine)

N

5

Annex

: :

N

5.1

Designations/Terms

: :

N

5.2

Formulae

: :

N

5.3

Units of measure/ Conversion of units of measure

: :

N

5.4

Symbols and codes

: :

N

5.5

Brochures

Categories of information

Information

Description

Instruction

Data/formulas/symbols

Intended for ...

Experts

Middle management

Upper management

1--02 E

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Introduction

1

Introduction

2

Technical details

3

Operation/
Operating media

4

Maintenance/Repair

5

Annex

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Table of contents

N

1

Introduction

: : :

N

1.1

Preface

: : :

N

1.2

Product Liability

: :

N

1.3

How the Operating Instruction Manual is organized, and how to use it

: :

N

1.4

Addresses/Telephone numbers

Categories of information

Information

Description

Instruction

Data/formulas/symbols

Intended for ...

Experts

Middle management

Upper management

1.1--01 E

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Preface

1.1

Engines produced by MAN B&W Diesel AG have evolved from decades of
continuous, successful research and development work. They satisfy high
standards and have ample redundancy of withstanding adverse or detri-
mental influences. However, to meet such expectations, they have to be
used to purpose and serviced properly. Only if these prerequisites are ful-
filled, unrestricted efficiency and long service life can be expected.

The operating instructions as well as the working instructions (work cards)
are thought to assist you in becoming familiar with the engine. They are
also thought to provide answers to questions that may turn up later on,
and to serve as a guidance in your activities of engine operation and when
carrying out maintenance work. Furthermore, we attach equal importance
to familiarising you with the methods of operation, causes and conse-
quences, and to conveying the empirical knowledge we have. Not least, in
providing the operating and working instructions, we comply with our legal
duty of warning the user of the hazards which can be caused by the en-
gine or its components - in spite of a high level of development and much
constructive efforts - or which an inappropriate or wrong use of our prod-
ucts involve.

The technical management and also the persons carrying out mainten-
ance and overhaul work have to be familiar with the operating instructions
and working instructions (work cards). These have to be available for con-
sultation at all times.

▲▲

Caution!

Lack of information and disregard of information may

cause severe injury to persons, damage to property and the environ-
ment!
Therefore: Please observe the operating and working instructions!

Maintenance and overhaul of modern four-stroke engines requires a previ-
ous and thorough training of the personnel. The level of knowledge that is
acquired during such training is a prerequisite to using the operating in-
structions and working instructions (work cards). No warranty claims can
be derived from the fact that a corresponding note is missing in these.

▲▲

Caution!

Untrained persons can cause severe injury to per-

sons, damage to property and the environment! Never give orders
which may exceed the level of knowledge and experience! Access
must be denied to unauthorised personnel!

The technical documentation is tailored to the specific plant. There may be
considerable differences to other plants. Informations valid in one case
may, therefore, lead to problems in others.

▲

Attention!

Technical documents are valid for one specific plant!

Using information provided for another plant or from outside
sources may, therefore, result in disturbances/damages! Only use
pertinent information, never use information from outside sources!

Please also observe the notes on product liability given in the following
section and the safety regulations in Section 3.

Engines -- characteristics,
justified expectations,
prerequisites

Purpose of the operating and
working instructions

Condition 1

Condition 2

Condition 3

To be observed as well ...

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Product Liability

1.2

The reliable and economically efficient operation of the engine system re-
quires that the operator has a comprehensive knowledge. Similarly, proper
performance can only then be maintained or restored by maintenance or
repair work if such work is done by qualified specialists with the adequate
expertise and skill. Rules of good workmanship have to be observed,
negligence is to be avoided.

This Technical Documentation complements these faculties by specific
information, and draws the attention to existing dangers and to the safety
regulations in force. MAN B&W Diesel AG asks you to observe the follow-
ing:

▲▲

Caution!

Neglecting the Technical Documentation, and es-

pecially of the Operating/Working Instructions and Safety Regula-
tions, the use of the system for a purpose other than intended by the
supplier, or any other misuse or negligent application may involve
considerable damage to property, pecuniary damage and/or personal
injury, for which the supplier rejects any liability whatsoever.

The scope of parts delivered by MAN B&W Diesel AG is to be set up and
fastened in accordance with well proven engineering principles. In this
connection, the relevant stipulations contained in the below-mentioned
documents have to be taken into consideration, observing the order in
which they are listed.

-

Engineering documentation supplied by MAN B&W Diesel AG for the
respective order

-

Documentation our subsuppliers delivered for the installation of the ac-
cessories

-

Operating instructions for engines, turbochargers and accessories

-

Project guides of MAN B&W Diesel AG.

Deviations from the principles specified in the above-mentioned docu-
ments require our previous consent. It is not permitted to attach fixations
and/or supports not shown or mentioned in the aforementioned documents
on the scope of parts delivered by us, without prior coordination with us.
We cannot assume any responsibility for damage resulting from non-ob-
servance of the above.

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How the Operating Instruction Manual
is organized, and how to use it

1.3

Instructions for use

The operating manual contains written and illustrated information. Some
of it is generally useful, some of it really must be observed. This informa-
tion is thought to supplement the knowledge and faculties which the per-
sons have who are entrusted with

-

the operation,

-

the control and supervision,

-

the maintenance and repair

of the engines. The conventional knowledge and practical experience
alone will not be adequate.

The operating instructions have to be be made available to these persons.
The people in charge have the task to familiarise themselves with the
composition of the operating manual so that they are able to find the
necessary information without lengthy searching.

We attempt to render assistance by a clearly organised composition and
by a clear diction of the texts.

Structure and special features

The operating instruction manual consists of five sections:

1

Introduction

2

Technical details

3

Operation/Operating media

4

Maintenance/Repair

5

Annex

It mainly focuses on:

-

Understanding the functions/coherences

-

Starting and stopping the engine

-

Planning engine operation, controlling it according to operating results
and economic criteria

-

Maintaining the operability of the engine,
carrying out preventive or scheduled maintenance work

The manual does not deal with:

-

Transport, erection, and dismantling of the engine or major components
of it

-

Steps and checks when putting the engine into operation for the first
time

-

Repair work requiring special tools, facilities and experience

-

Behaviour in case of/after fire, inrush of water, severe damage and
average

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What is also of importance

The operating manual will be continually updated, and matched to the de-
sign of the engine as ordered. There may nevertheless be deviations be-
tween the sheets of a primarily describing/illustrating content and the defi-
nite design.

Usually a thematic differentiation is made between marine propulsion en-
gines, marine auxiliary engines and engines for stationary plants. Where
the factual differences are but slight, the subject is dealt with in a general
manner. Such passages are to be read selectively, with the appropriate
reservations.

For technical details of your engine, please refer to:

-

Section 2, “Technical Details”

-

Volume A1, to the publication “..... Continuous Development”

-

Volume B2, Work Card 000.30

-

Volume B5, test run record and commissioning record

-

Volume D1, list of measuring, control and regulating instruments

-

Volume E1, installation drawing

With the exception of the above-mentioned publication, all documents
have been specifically matched to the respective engine.

The maintenance schedule is closely related to the work cards of Volume
B2. The work cards describe how a job is to be done, and which tools and
facilities are required for doing it. The maintenance schedule, on the other
hand, gives the periodical intervals and the average requirements in per-
sonnel and time.

Engine design

Technical details

Maintenance schedule/
work cards

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Addresses/Telephone numbers

1.4

Table 1 contains the addresses of Works of the MAN Diesel SE and of the
Technical Branch Office in Hamburg. The addresses of MAN Diesel SE
service centers, agencies and authorised repair workshops can be looked
up in the brochure “Diesel and Turbocharger Service Worldwide” in
Volume A1.

Company

Address

Work Augsburg

MAN Diesel SE
D--86224 Augsburg
Phone [phone]
Fax

[phone]

Work Hamburg

MAN Diesel SE
Service Center, Werk Hamburg
Rossweg 6
D--20457 Hamburg
Phone [phone]
Fax

[phone]

Technical Branch Office Hamburg

MAN Diesel SE
Vertriebsbüro Hamburg
Admiralitätstraße 56
D--20459 Hamburg
Phone [phone]
Fax

[phone]

MAN Diesel SE Service Center,
agencies and authorised repair
workshops

Please look up in the brochure
“Diesel and Turbocharger Service
Worldwide”

Table 1. Companies and addresses of the MAN Diesel SE

Table 2 contains the names, telephone and fax numbers of the competent
persons who can give advise and render assistance to you if required.

Your contact

Work Augsburg

Phone:
[phone] .....
Fax:
[phone] .....

Work Hamburg
Service Center
Phone:
[phone] .....
Fax:
[phone] .....

MAN Diesel SE Ser-
vice Center, agencies,
authorised repair
workshops

Service Engines

Holst MST
Phone ..... 3930
Fax

..... 3838

Ruthenberg MST4
Phone ..... 273
Fax

..... 277

Look up in the brochure
“Diesel and Turbochar-
ger Service Worldwide”
i V l

A1

Service Turbocharger

Litzenberg TS
Phone ..... 4272
Fax

..... 3998

g
in Volume A1

Service Spare parts

Stadler MSC
Phone ..... 3580
Fax

..... 3720

Table 2. Persons to be contacted, telepone and fax numbers

Addresses

Contact

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Technical details

1

Introduction

2

Technical details

3

Operation/
Operating media

4

Maintenance/Repair

5

Annex

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Table of contents

N

2

Technical details

N

2.1

Scope of supply/Technical specification

: :

N

2.1.1

MAN B&W Diesel AG’s Scope of Supply/Technical Specification

N

2.2

Engine

:

N

2.2.1

Characteristics

: :

N

2.2.2

Photos/Drawings

N

2.3

Components/Subassemblies

: :

N

2.3.1

Standard engine design Crankcase to cylinder head

: :

N

2.3.2

Standard engine design Camshaft drive to injection valve

: :

N

2.3.3

Standard engine design Supercharger system through engine controls

: :

N

2.3.4

Special engine designs

: :

N

2.3.5

Engine accessories

N

2.5

Technical data

: :

N

2.5.1

Ratings and consumption data

: :

N

2.5.1

Ratings and consumption data

: :

N

2.5.2

Temperatures and pressures

:

N

2.5.3

Weights

: :

N

2.5.4

Dimensions/Clearances/Tolerances--Part 1

:

N

2.5.5

Dimensions/Clearances/Tolerances--Part 2

: :

N

2.5.6

Dimensions/Clearances/Tolerances--Part 3

Categories of information

Information

Description

Instruction

Data/formulas/symbols

Intended for ...

Experts

Middle management

Upper management

2.1--01 E

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Scope of supply/Technical specification

2.1

2.1

Scope of supply/Technical specification

2.2

Engine

2.3

Components/Subassemblies

2.5

Technical data

2.1.1--01 E

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MAN B&W Diesel AG’s
Scope of Supply/Technical Specification

2.1.1

The next page is a list of the items we have supplied. We are giving you
this list to ensure that you contact the right partner for obtaining
information/assistance.

For all questions you have on items supplied by us, please contact

-

MAN B&W Diesel AG in Augsburg,

and for typical service questions,

-

MAN B&W service centers,

-

agencies and

-

authorised repair workshops all over the world.

For all items not supplied by us, please directly contact the subsuppliers,
except the components/systems supplied by MAN B&W Diesel AG are
concerned to a major extent or similar, obvious reasons apply.

The order confirmation, technical specification related to order
confirmation and technical specification of the engine contain
supplementary information.

Items supplied

For all items supplied by us ...

For all items not supplied by us ...

Technical Specification

2.2--01 E

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Engine

2.2

2.1

Scope of supply/Technical specification

2.2

Engine

2.3

Components/Subassemblies

2.5

Technical data

2.2.1--01 E

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Characteristics

2.2.1

Engines with the designation 48/60 B are supercharged four-stroke en-
gines in in-line or V-type design with a cylinder bore of 480 mm and a pis-
ton stroke of 600 mm. They are used for power generation in ships and in
stationary power plants.

48/60 B in-line engines essentially consist of static elements such as
crankcase, cylinder liners as well as cylinder heads and of moving el-
ements such as crankshaft with piston, gear drive and camshaft as well as
fuel pumps and valve drive. The turbocharger serves for compression of
the fresh air. When viewing onto the coupling, the exhaust gas pipe is lo-
cated on the right (exhaust side, AS) and the charge air pipe on the left
(exhaust counter side, AGS).

The camshaft lies in a trough on the exhaust counter side. It serves for
actuating the inlet and exhaust valves and for driving the injection pumps.
The injection timing can be changed by means of an electric adjusting de-
vice.

Turbocharger and charge-air cooler are located on the coupling end on
most propeller propulsion engines, and on the free engine end on engines
driving generators. Cooling water and lube oil pumps can be driven via a
drive unit on the free engine end.

The engine is suitable for fuels up to 700 mm

2

/s at 50

ƒ

C up to, and includ-

ing CIMAC H/K 55. On demand, the engine can be adapted for operation
on MDO.

Engines of the 48/60 B series have a large stroke/bore ratio and a high
compression ratio. These characteristics facilitate an optimisation of the
combustion chamber design and contribute to a good part-load behaviour
and a high efficiency.

The engines are equipped with MAN B&W turbochargers of the TCA
series.

48/60 B engine -- an important
member of the medium-speed
engine family

Characteristics in key words

2.2.2--01 E

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Photos/Drawings

2.2.2

F

igure 1. Cross section of L 48/60 B engine, viewed from the coupling end

2.2.2--01 E

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Figure 2. 3D graphic, L 48/60 B seven-cylinder engine, view onto the coupling end

Figure 3. 3D graphic, L 48/60 B seven-cylinder engine, view onto the free engine end

2.3--01 E

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Components/Subassemblies

2.3

2.1

Scope of supply/Technical specification

2.2

Engine

2.3

Components/Subassemblies

2.5

Technical data

2.3.1--01 E

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Standard engine design
Crankcase to cylinder head

2.3.1

Crankcase

Figure 1. Cylinder crankcase, viewed from the coupling end

The crankcase (4) of the engine is made of one piece and has large
openings towards the crank chamber. The tie rods (3) extend from the
lower edge of the suspended main bearings to the upper edge of the
crankcase, and from the upper edge of the cylinder head (1) to the
intermediate bottom. The main bearing caps (6) of the main bearings are,
in addition, fastened to the casing by means of cross tierods (7).

Crankcase/
main bearings/
tie rods

2.3.1--01 E

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1 Cylinder head
2 Backing ring
3 Tie rod
4 Crankcase
5 Crankshaft
6 Main bearing cap
7 Cross tierod

Figure 2. Main components

Oil sump / foundation frame

The oil sump or the foundation frame collects the oil dripping from the run-
ning gear components and routes it to the lube oil tank arranged at a lower
level. In the case of rigidly or semi-resiliently supported engines, an oil
sump of standard design is used, while in the case of resiliently supported
engines, a reinforced oil sump is used. If the engine is set up on a founda-
tion frame, the latter serves as a lube oil tank at the same time.

Main bearing / locating bearing

The main bearings consist of one upper and one lower bearing shell each,
as well as the main bearing cap (6, refer to Figure

3

). The main bearing

cap, which is arranged in suspended position, is fastened to the crankcase
by means of tie rods (3) and cross tierods (7).

3 Tie rod
4 Crankcase
5 Crankshaft
6 Main bearing cap
7 Bore holes for cross

tierods

8 Lower bearing shell

21 Drive wheel

Figure 3. Crankshaft with main bearing (locating bearing)

Bearing cap/tie rod

2.3.1--01 E

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The locating bearing, which determines the axial position of the crankshaft,
is arranged on the coupling end. It consists of a two-part drive wheel (21)
located on the crankshaft, and of butting rings that are supported by the
first bearing pedestals (refer to Figure

3

).

Crankshaft

The forged crankshaft is arranged in suspended position and has two bal-
ance weights per cylinder, which serve for balancing the oscillating
masses (refer to Figure

4

). The drive wheel for the camshaft drive con-

sists of two sections, and is mounted to the crankshaft by means of tan-
gentially arranged bolts.

Figure 4. Crankshaft with balance weights attached

The flywheel is arranged on the coupling flange of the crankshaft. When
doing maintenance work, the running gear can be turned by the gear rim
of the flywheel using a turning gear.

Torsional vibration damper

Torsional vibrations of the crankshaft are reduced by means of a torsional
vibration damper (refer to Figure

5

).

The torsional vibration damper, which is arranged on the free engine end,
transmits unwanted torsional vibrations from the interior to radially ar-
ranged flat-spring assemblies, where they are damped by the displace-
ment of oil. The design of the inner part permits cooling water and lube oil
pumps to be driven via a screwed on gear rim (not shown in the figure).

Locating bearing

Crankshaft/balance weights/
drive wheel

Flywheel

2.3.1--01 E

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Figure 5. Torsional vibration damper with flat-spring assemblies

Connecting rod

The parting line of the connecting rod is located underneath the connect-
ing rod small end (refer to Figure

6

). It is, therefore, not necessary to

open the big end bearing when the piston is pulled. Moreover, this design
reduces the piston removal height. Bearing cap and connecting rod small
end respectively are bolted together using undercut bolts (studs). The pis-
ton pin bush is forced in.

Figure 6. Connecting rod

Connecting rod with parting line

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Piston

Figure 7. Piston, two-part, oil-cooled

Basically, the piston consists of two parts (refer to Figure

7

), the piston

crown (9) and the piston skirt. In the piston crown, the ring grooves for the
compression rings are located; in the piston skirt, the connecting rod is
inserted by means of the piston pin (20). The piston pin is supported in
the piston in a floating manner and axially fixed in place by means of re-
taining rings. Piston crown and piston skirt are connected by means of
undercut bolts (10).

Three compression rings (11) and one oil control ring (12) serve for sealing
the piston against the cylinder liner.

Lubricating oil is used for cooling the piston crown. The lubricating oil is
supplied to the piston crown through the connecting rod and by means of a
flexibly supported funnel.

The piston crown (9) has a somewhat smaller diameter than the remaining
running surface. Pistons of this type are called stepped pistons.

Cylinder liner

Figure 8. Cylinder liner with backing ring and top land ring

9 Piston crown

10 Undercut bolt

11 Compression ring

12 Oil control ring
20 Piston pin bore

Design characteristics

Piston rings

Cooling

“Stepped piston”

2.3.1--01 E

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In the upper range, the cylinder liner (15) is centred by the backing ring
(refer to Figure

9

). In the lower range, the cylinder liner is guided by the

crankcase. The top land ring (14) is located on the collar of the cylinder
liner.

The top land ring (14), which projects over the cylinder liner bore, together
with the set-back piston crown (9) prevent the coke deposits adhering to
the piston crown from coming into contact with the running surface of the
cylinder liner (15).

The cooling water reaches the cylinder liner via the backing ring, from
where the upper part of the cylinder liner is cooled. Afterwards, the cool-
ing water flows through the top land ring and then through bore holes in
the backing ring to the cooling spaces of the cylinder head. Cylinder head,
backing ring and top land ring can be drained together.

The inspection bores in the backing ring permit checking the top land ring,
cylinder liner and cylinder head for gas tightness and cooling water leak-
ages.

1 Cylinder head
2 Backing ring

14 Top land ring
15 Cylinder liner

Figure 9. Cylinder liner, top land ring, and backing ring

Cylinder head/rocker arm casing

The cylinder heads are forced onto the top land ring by means of eight
studs each.

The cylinder head has two inlet and exhaust valves each. Beside them,
there are one starting valve, as well as one indicator valve and (in the case
of marine engines) one safety valve. The fuel injection valve is located
between the inlet and exhaust valves in central position (refer to Fig-
ure

10

).

Cylinder liner/backing ring/
top land ring

Combined effect of
stepped piston/top land ring

Cooling

Valves in the cylinder head

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Figure 10. Cylinder head with inlet and exhaust valves

At the top, the cylinder head is closed by the rocker arm casing and by a
cover, through which the inlet and exhaust valves, as well as the injection
valve are easily accessible (refer to Figure

11

).

Figure 11. Cylinder head with rocker arm casing and valve drive

Rocker arm casing/valve drive

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Standard engine design
Camshaft drive to injection valve

2.3.2

Control drive/camshaft drive

Figure 1. Camshaft drive

The camshaft drive is integrated in the crankcase (refer to Figure

1

).

It is arranged on the coupling end between the first main bearings. The
drive of the camshaft (2) is effected by an intermediate wheel over a gear
rim on the crankshaft (1).
The lubricating oil supply to the bearing bush of the intermediate wheel is
effected through the axle, while the supply to the meshing is ensured by
spray nozzles.

Camshaft

Figure 2. Camshaft

The engine has a multisectional camshaft, which actuates the inlet and
exhaust valves, as well as the injection pumps (refer to Figure

2

).

1 Crankshaft
2 Camshaft

Arrangement of the camshaft
drive and the intermediate
wheels

Lubricating oil supply

Camshaft

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Figure 3. Camshaft with cam followers

The camshaft together with the cam followers is located in a shaped
trough. The bearing caps of the camshaft are arranged in underslung
position. The support is effected in bearing shells. There are one injection
(3), one inlet (4), one exhaust (5), and one starting cam (6) per cylinder
(refer to Figure

3

).

For positioning the camshaft, one thrust bearing is provided on the
coupling end.

Valve drive

Figure 4. Rocker arm casing

The drive of the push rods for the inlet and exhaust valves is effected by
the camshaft via the inlet and exhaust cam followers. The cam elevation
is picked up by the cam follower roller. The cam follower then transmits
the movement to the push rod via the ball cups.

The movement of the push rods is transmitted to the valves by means of
rocker arms. The rocker arms are also supported in ball cups (refer to
Figure

4

).

3 Injection cam
4 Inlet cam
5 Exhaust cam
6 Starting cam
8 Cam follower

Thrust bearing

Camshaft - cam followers -
push rods

Valve actuation

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Valves

Per cylinder head, there are two inlet (11) and exhaust valves (12) each.
They are guided by pressed-in valve guides (15) - refer to Figure

5

.

Figure 5. Cylinder head

The exhaust valve cone and the appertaining seat ring are provided with
an armouring. In addition, the seat ring of the exhaust valve is of water-
cooled design. As regards the inlet valve, only the valve cone has an ar-
mouring (refer to Figure

5

).

The inlet valves (11) are turned by valve rotators. The exhaust valves (12)
have propeller blades above the valve plate, which cause the valves to
rotate by the effect of the passing gas current. The rotators counteract
high thermal stresses, which individual spots are subjected to, and ensure
that the valve seats are gas tight.

Speed governor

Depending on the field of application and the operating mode of the en-
gine, a mechanical-hydraulic, a mechanical-electronic or a fully electronic
speed governor is used.

The mechanical-hydraulic speed and performance control system consists
of the mechanical speed governor with the hydraulic actuator, the remote
speed control system and the shut-off device. The speed pick-ups are
required for emergency shut-off.

In the case of the electronic-hydraulic speed and performance control sys-
tem, an electro-hydraulic converter, an electronic speed governor and an
oil cooler are added to the above.

The electronic speed and performance control system consists of an elec-
tronic governor, an electro-mechanical actuator, a remote speed control
system and speed pick-ups, which record the actual speed of the engine.

The difference between the desired speed and the actual speed is evalu-
ated by means of the meachanical speed governor or the electronic gov-
ernor. In case the two values deviate from each other, the connection rod
is hydraulically adjusted and, consequently, the control shaft and the con-
trol rods of the injection pumps are moved, i.e., the amount of fuel injected
into the cylinders is changed.

In the electronic governor, the difference between the desired speed and
the actual speed is evaluated. In case the two values deviate from each

Valves/valve guides

10 Cylinder head

11 Inlet valve

12 Exhaust valve
15 Valve guide

Valves/seat rings

Rotators

System components of the ...
...

mechanical-hydraulic
speed control system

...

electronic-hydraulic
speed control system

...

electronic
speed control system

Method of operation of ...
...

mechanical-hydraulic
speed control system and

...

the electronic-hydraulic
speed control system

...

the electronic
speed control system

2.3.2--01 E

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other, a correction signal is generated. The control rods of the injection
pumps are then moved via the actuator and thus the amount of fuel in-
jected into the cylinders is changed.

Injection timing adjustment

Using the injection timing adjusting device, the injection timing can be
adapted to different fuel qualities. For this purpose, the cam followers of
the injection pumps are moved by eccentric shafts.

1 Driving motor
2 Worm gear
3 Limit switch
4 Hydraulic brake

Figure 6. Injection timing adjusting device

Fuel injection pump

Figure 7. Fuel injection pump

The fuel injection pumps are arranged on the camshaft trough. The drive
is effected by the fuel cams, via the cam followers (8). The lifting move-

8 Cam follower

23 Control rod
30 Fuel injection pump
33 Tappet with roller

Arrangement/drive

2.3.2--01 E

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ment of the cam follower is transmitted to the pump plunger of the fuel in-
jection pump (30) via a tappet with roller (33).

The fuel is supplied to the pump cylinder of the fuel injection pump via an
annulus, where the baffle screws are also arranged. The pump cylinder is,
on top, closed by the valve body. On the inside, constant-pressure relief
valves are arranged, which prevent cavitation and pressure fluctuations
within the fuel system to a very large extent.

The delivery rate in accordance with the required performance-speed com-
bination is reached by turning the pump plunger and the control edges.
Each injection pump is equipped with an emergency stop piston.

Fuel rack/control linkage

Figure 8. Control shaft with buckling lever

The fuel rack is actuated by the speed governor or the appertaining
actuator, whose lever movement is transmitted to the control shaft (18),
which is located in bearing blocks that are screwed to the crankcase in
front of the injection pumps. By the rotating movement, the control rods
(23) of the injection pumps (30) are shifted.

Due to their spring-loaded tripping mechanism, the buckling levers (24)
permit both stopping and starting the engine in case the control rod of a
cylinder is blocked.

Method of operation

Admission setting

18 Control shaft
23 Control rod
24 Buckling lever
30 Injection pump

The actuator actuates the con-
trol shaft

Buckling lever

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Injection pipes

The fuel is supplied to the injection valves through the fuel injection pipes
(25) and via the lances.

18 Control shaft
19 Fuel pipe
24 Buckling lever
25 Fuel injection pipe
30 Fuel injection pump

Figure 9. Injection pump with fuel injection pipe

Injection valve

26 Lance
27 Cylinder head
28 Nozzle body
29 Combustion chamber
32 Injection nozzle

Figure 10. Fuel injection valve

The fuel injection valve is arranged centrally in the cylinder head. The fuel
supply is effected via the lance (26), which is lead through the cylinder
head (27) and screwed to the nozzle body (28). The fuel is by the injec-
tion valve directly injected into the combustion chamber (29).

The injection valves are cooled by a separate nozzle cooling water sys-
tem. Coolant inlet and outlet are located in the centre area of the valve.

Fuel admission

Cooling

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Standard engine design
Supercharger system
through engine controls

2.3.3

Supercharged system/turbocharger

Supercharging occurs according to the so-called constant-pressure pro-
cess, whereby the exhaust gases from all cylinders flow to the turbo-
charger through a common exhaust pipe. The fresh air, which is com-
pressed by the turbocharger, is supplied to the cylinders via the charge air
cooler and the charge air pipe.

Figure 1. Turbocharger with charge air cooler

The turbocharger is mounted to the engine in longitudinal direction. Turbo-
chargers of the TCA series are used, i.e. turbochargers with radial-flow
compressors and axial-flow turbines (refer to Figure

2

).

Fresh air is drawn in through a silencer or an intake socket. The rotor of
the turbocharger runs on both sides in rotating plain bearing bushes, which
are connected to the lubricating oil system of the engine.

Constant-pressure process

1 Turbocharger
2 Diffuser
3 Charge air cooler

Turbocharger

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Figure 2. Turbocharger of the TCA series

Charge air pipe/charge air cooler

The fresh air drawn in and compressed by the turbocharger is passed
through the double diffuser and supplied to the charge air cooler (refer to
Figure

1

). In the charge air cooler, the compressed fresh air is recooled

and routed to the cylinders through the charge air pipe. The charge air
cooler is of two-stage design.

The charge air pipe consists of sections, which are connected to one
another by means of special clamps. Charge air pipe section and rocker
arm casing form a unit.

Figure 3. Charge air pipe

6 Radial-flow compressor
7 Axial-flow turbine
8 Silencer
9 Plain bearing

19 Compressor casing
20 Turbine casing

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Exhaust gas pipe

There is a common exhaust pipe that is connected to the cylinder heads
by means of pipe clamps. The exhaust pipe is equipped with compensa-
tors between the cylinders and before the turbocharger.

Figure 4. Exhaust pipe with compensators

The exhaust pipe covering consists of elements extending of one cylinder
each. The metal sheets are provided with insulating mats on their inside
and can be removed after loosening a few bolts.

Lubricating oil supply/cylinder lubrication

All lubricating points of the engine are supplied with pressurised oil by a
lube oil pipe located on the control side. The lube oil inlet flange is ar-
ranged on the free engine end. The lubricating oil is supplied to the main
bearings and through the crankshaft to the torsional vibration damper and
to the big-end bearings via stub lines. The connecting rod then routes the
lubricating oil to the piston crown, from where the oil runs back into the oil
sump.

Further stub lines supply oil to the camshaft bearings, the cam followers,
the injection pumps and the rocker arms.

The spray nozzles for the camshaft drive gears, the turbocharger and the
speed governor are supplied with lubricating oil from a distributing pipe on
the coupling end.

The lubrication of the cylinder liner running surfaces is effected by means
of splash oil and oil mist. The piston ring package is supplied with oil via
bore holes in the cylinder liner. The engine is equipped with one cylinder
lube oil pump, which routes the lubricating oil to the individual cylinder
liners via a hydraulically controlled block distributor. The pump distributor
unit is located on the free engine end.

Lube oil pipe/
route of the lubricating oil

Cylinder liner lubrication

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Figure 5. Cylinder lube oil pump with block distributor

Another pump distributor unit is arranged on the coupling end. It serves
for inlet valve seat lubrication.

Fuel pipes

The fuel is supplied to the injection pumps via a common supply pipe. Ex-
cessive fuel is carried off via the return pipe running in parallel. The con-
nections of both pipes are arranged on the free engine end. The buffer
pistons of both pipes serve for reducing the pressure surges within the fuel
system.

Figure 6. Fuel pipes and fuel injection pumps

Cooling water pipes

First of all, the charge air cooler, stage 1 (HT), is supplied with fresh water.
With the emerging water, the cylinder liners and the cylinder heads are
then cooled via the backing rings. Fresh water, raw water or sea water
can be admitted to the charge air cooler stage 2 (LT). The fuel injection
nozzles are cooled by a separate fresh water system.

Valve seat lubrication

Fuel supply/fuel return

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Figure 7. Cooling water pipes

On the uppermost points of the cylinder heads and the charge air cooler,
permanent venting pipes are connected.

Condensed water pipes

The water accumulating downstream of the charge air cooler and in the
charge air pipe due to the compression and cooling of the air, is dis-
charged via a drain valve.

Crankcase venting

The crankcase venting connection is located on the free engine end and
serves for pressure compensation as against the atmosphere.

Figure 8. Crankcase venting

Further relief valves are arranged in the casing covers of the crankcase.
They permit quick pressure reduction in case of an explosion in the crank-
case.

Venting/drainage

Venting valve

Relief valves

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Starting device

The engine is started by means of compressed air.

The connection from the air bottles to the starting valves in the cylinder
heads is opened and closed respectively by the interconnected main start-
ing valve. The main starting valve is arranged on the free end of the
crankcase. The starting air pipe is directly mounted to the backing rings.

Figure 9. Main starting valve

The starting air is routed from the starting air pipe via the backing ring to
the starting valves in the cylinder heads. Opening and closing of the start-
ing valves is effected by control pistons, which are actuated by the starting
air pilot valves.

The starting air pilot valves are arranged next to the injection pumps and
basically consist of a pipe with control piston, as well as a starting cam on
the camshaft.

Operating and monitoring devices

Control and monitoring of marine engines takes place by means of pre-
fabricated system components, installed in a switch cabinet. Depending
on the definition of the scope of supply, it consists of the following el-
ements:

-

The remote control system with equipment for manual remote start/re-
mote stop including start blocking/start release and coupling control,

-

the safety system which includes, among other things, equipment for
manual/automatic emergency stop, automatic output reduction and
override command,

-

the alarm system with limiting-value, wire-break and device-failure
monitoring,

-

the system for indicating operating data and operating conditions,

-

various controls for auxiliaries, e.g., for the charge-air bypass, cylinder
lubrication, temperature control ...,

-

serial interfaces to the ship’s alarm system (record printer, common
alarm, hooter, etc.) and to the MAN B&W engine diagnosis system
EDS.

Main starting valve

Starting valve

Starting air pilot valve

In the case of marine engines:
standardised control cabinet

2.3.3--01 E

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Figure 10. Interior view of the standardised switch cabinets

Figure 11. Indicating unit (PGA-EG speed governor)

Data processing for these input and output signals takes place in the pro-
grammable control elements. By means of a tableau (control station), in-
stalled in the door of the switch cabinet, the engine can be controlled and
monitored, and the listed functions can be controlled. For this purpose,
two keyboards and one display are available. In the display, the operating
data as well as operating and control conditions are indicated.

Tableau for control and
monitoring

2.3.3--01 E

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Figure 12. Tableau (control station) with keyboards and display

In the case of stationary plants, this prefabricated system, which can partly
be tested together with the engine, is used in exceptional cases only. For
such plants, it is reasonable to combine the control and monitoring scope
of the engine with that of the complete plant. As a rule, only one terminal
box with the controls desired for the auxiliary equipment is, therefore, de-
livered for the engine.

In the case of engines for sta-
tionary applications ...

2.3.4--01 E

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Special engine designs

2.3.4

Acceleration system “Jet Assist”

This system supports quick acceleration of marine propulsion engines in
part-load operation. In this connection, compressed air is blown onto the
compressor wheel of the turbocharger, which results in an increase of the
charge air pressure.

Turbocharger fitted on the free engine end

The turbocharger is on engines used for propeller propulsion fitted at the
free engine end rather than at the coupling end. Likewise, for generator
service, the turbocharger is fitted at the coupling end rather than at the
free engine end.

Charge air blow-off device

The charge air blow-off device withdraws charge air downstream of the
charge air cooler and blows it off into the engine room. This is necessary
in certain situations in order to limit the firing pressure at full load or over-
load.

Figure 1. Charge air blow-off device

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Charge air bypass device

The charge air bypass device serves for increasing the charge air pres-
sure of marine propulsion engines in part-load operation. It basically con-
sists of a connecting pipe between the charge air pipe and the exhaust
pipe, which can be controlled by an electro-pneumatic flap.

Figure 2. Charge air bypass device

Exhaust gas blow-off device

The exhaust gas blow-off device serves for protection from turbocharger
overspeed, especially in the part-load range. It basically consists of a con-
necting pipe between the exhaust pipe upstream of the turbocharger and
the exhaust pipe downstream of the turbocharger, an electro-pneumatic
flap and its control

Figure 3. Exhaust gas blow-off device

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Adjusting system for injection timing

Using the adjusting system for injection timing, the firing pressure can be
adjusted to varying fuel qualities. In this connection, the position of the
eccentric shafts of the injection pump cam followers is changed by an
electric drive. This adjustment exerts an influence on the injection timing
and thus also the firing pressure.

Figure 4. Adjusting system for injection timing

Slow-turn device

This device permits turning the engine slowly, by approx. two revolutions,
with the aim of verifying whether all cylinder spaces are free of liquid
media for the subsequent starting process. The equipment is based on
the available starting system and works with a reduced starting air pres-
sure of approx. 8 bars.

Engine certification according to IMO

The engine certification according to IMO covers a set of engine-related
measures for ensuring that the IMO requirements with regard to pollutant
emission are met.

CoCoS Products

The term CoCoS covers software products, order-related data sets and, in
the case of CoCoS-EDS, also sensors and hardware components.

CoCoS-EDS

Engine Diagnostics System

CoCoS-SPS

Spare Parts Catalogue

CoCoS-MPS

Maintenance Planning System

CoCoS-SPO

Spare Parts Ordering System

See brochure in Section 5.

2.3.5--01 E

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Engine accessories

2.3.5

Gallery

Galleries on the engine are necessary in order that maintenance work can
be carried out safely. For this reason, engine-mounted galleries are avail-
able for marine engines, while free-standing galleries are available for en-
gines installed in stationary plants.

Engine support

Figure 1. Direct resilient engine support

The most simple solution for mounting the engine on the foundation is a
rigid connection for both stationary plants and ship installations. With this
solution, free forces due to gravity and moments of inertia, as well as
structure-borne noise are transferred to the foundation.

Where stationary plants are concerned, the engine/generator unit is, in the
case of indirect resilient support, often set up on a resiliently supported
foundation block, reducing the excitation of vibrations and the transmission
of structure-borne noise to the periphery in this way.

Where marine propulsion plants are concerned, the engine is, in the case
of semi-resilient support, connected with the foundation by means of steel
diaphragms.

Direct resilient support is the most expensive solution separating the
engine, with regard to vibrations, from the foundation and, by means of a
highly flexible coupling, also from the elements to be driven.

Rigid support

Indirect resilient support

Semi-resilient support

Direct resilient support

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Crankshaft extension

Figure 2. Crankshaft extension

The crankshaft extension permits a power output on the free end. It is
realised using the free shaft end and supporting bearings.

Auxiliaries drive

Figure 3. Auxiliaries drive for engine-mounted pumps

The auxiliaries drive, arranged on the free engine end, is required for driv-
ing cooling water and/or lube oil pumps. It consists of a gear wheel, which
is attached in front of the torsional vibration damper, on the free end of the
crankshaft.

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Engine-mounted pumps

Figure 4. Engine-mounted pumps (cooling water on top, lube oil at the bottom)

Two cooling water pumps and lube oil pumps each can be driven by the
auxiliaries drive. The pumps are attached on the covering on the free en-
gine end. The lube oil pumps are fitted at the bottom, the cooling water
pumps on top.

Monitoring of the main bearing temperature

Figure 5. Monitoring of the main bearing temperature

The temperatures of the main bearings are measured just underneath the
bearing shells in the bearing caps. This is done by means of resistance
temperature sensors (Pt 100), which are fitted in an oil-tight manner (refer
to Figure

5

).

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Oil mist detector

Figure 6. Arrangement of the oil mist detector

Damage to bearings, piston seizures and blow-by from the combustion
chamber cause increased oil mist formation. Using the oil mist detector,
the oil mist concentration in the crankcase is monitored.

Splash-oil monitoring system

Figure 7. Arrangement of the splash-oil monitoring system

The splash-oil monitoring system is part of the safety system. Using sen-
sors, the temperatures of each individual running gear (or running gear
pair in the case of V-type engines) are indirectly monitored by means of
the splash oil.

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Monitoring the exhaust-gas-temperature average

Figure 8. Temperature sensor, picture was taken with the cylinder head
dismantled

The exhaust-gas-temperature-average monitor consists of thermocouples
in the exhaust pipe (refer to Figure

8

) and a monitoring and display unit.

Tools

In addition to the set of tools, which belongs to the standard scope of the
engine, a series of further important tools is available on request. Among
these are a valve cone grinder, a set of grinders and milling cutters for the
seats in the cylinder head, a grinder for the sealing faces in the cylinder
head/top land ring and a pneumatic honing device for the cylinder liners.
These tools are necessary for, or can facilitate maintenance work.

2.5--01 E

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Technical data

2.5

2.1

Scope of supply/Technical specification

2.2

Engine

2.3

Components/Subassemblies

2.5

Technical data

2.5.1--01 E

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101/

Ratings and consumption data

2.5.1

Designations and works numbers

Engine

9L 48/60 B

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Works number

1 130 327

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Turbocharger

TCA 66 - 40038

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Works number

1 150 905

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Turbocharging method

constant pressure

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Classification society/works acceptance test

RINa

. . . . . . . . . . . . . . . . . . . . .

Operating and driving mode

Application

Correct

Stationary engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . .

Marine propulsion engine . . . . . . . . . . . . . . . . . . . . . . . . .

X

. . . . . . .

. . . . .

Drive configuration

Correct

Controllable-pitch propeller . . . . . . . . . . . . . . . . . . . . . . .

X

. . . . . . .

. . . . .

Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . .

Others . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . .

Fuel

Correct

Diesel fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . .

Heavy fuel oil

700 mm

2

/s

. . . . . . . . . . . . . . . . . . . . . . . . .

X

. . . . . . .

. . . . .

Operation/monitoring

Correct

Remote control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

X

. . . . . . .

. . . . .

Central control/unmanned operation . . . . . . . . . . . . . . .

X

. . . . . . .

. . . . .

2.5.1--01 E

06.04

L 48/60 B

10210

03

102/

Ratings and consumption data

Continuous rating/
reference condition

MCR

to ISO 3046/I
(reference cond.)

to ISO3046/I
(on site)

Rating

10 800

. . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

kW

Ambient air temperature

45

. . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ƒ

C

Charge air cooling water temp.

38

. . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ƒ

C

Barometric pressure

1

. . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

bar

Site altitude

0

. . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

m above
sea level

Speed of engine

500

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

rpm

Sense of rotation

clockwise

. . . . . . . . . . . . . . . . . . . . . . .

--

Speed of turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . .

see test run
record

Mean effective piston pressure

26.58

. . . . . . . . . . . . . . .

bar

Firing pressure

190

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

bar

Mean piston speed

10.0

. . . . . . . . . . . . . . . . . . . . . . . . . .

m/s

Compression ratio

e

15.3

. . . . . . . . . . . . . . . . . . . . . .

--

Fuel consumption

MCR

to ISO 3046/I
(reference cond.)

to ISO 3046/I
(on site)

Heavy fuel oil

175

. . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

g/kWh

Diesel fuel oil/MDF

. . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

g/kWh

Lubricating oil consumption

0.8

. . . . . . . . . . . . . . . . . . . .

g/kWh

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

kg/h

Cylinder oil used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

see test run
record

Technical data

Main dimensions

Cylinder diameter

480

. . . . . . . . . . . . . . . . . . . . . . . . . . . .

mm

Stroke

600

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

mm

Swept volume of one cylinder

108.57

. . . . . . . . . . . . . . .

dm

3

Cylinder distance

820

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

mm

Ignition sequence

Cyl.

Rotating clockwise* Rotating anti-clockwise Correct

6

A 1-3-5-6-4-2-1

1-2-4-6-5-3-1

. . . . . . . . . . . . . .

. . . . . . . . . . . . . . .

7

C 1-2-4-6-7-5-3-1

1-3-5-7-6-4-2-1

. . . . . . . . . . .

. . . . . . . . . . . . . . .

8

B 1-4-7-6-8-5-2-3-1

1-3-2-5-8-6-7-4-1

. . . . . . .

. . . . . . . . . . . . . . .

9

B 1-6-3-2-8-7-4-9-5-1

1-5-9-4-7-8-2-3-6-1

. . . .

X

. . . . . . .

. . . . . .

*

Sense of rotation if viewing from the coupling end

2.5.1--01 E

06.04

L 48/60 B

10210

03

103/

Timing

Inlet valve

opens

60

. . . . . . . . . . . .

Crank angle deg.
before TDC

closes

14

. . . . . . . . . . .

Crank angle deg.
after BDC

Exhaust valve

opens

75

. . . . . . . . . . . .

Crank angle deg.
before BDC

closes

55

. . . . . . . . . . .

Crank angle deg.
after TDC

Overlap

115

. . . . . . . . . . . . . . . . .

Crank angle deg.

Starting valve

opens

2-3

. . . . . . . . . . .

Crank angle deg.
after TDC

closes on 6-cyl.
engine

132

á

2

. . . . . .

Crank angle deg.
after TDC

closes on 7-cyl. to
9-cyl. engine

116

á

2

. .

Crank angle deg.
after TDC

Starting air pilot valve

opens/closes

see test run record

Start of delivery/
end of delivery of injection pump

see test run record

Barred ranges and emissions

Barred ranges/
rating limitations

1.Normal operation (all cylinders are firing equally)

No restrictions.

2.Misfiring condition (one cylinder against compression, worst case)

The engine power has to be reduced to a value lower than
9600 kW at 500 rpm. The plant should be operated preferably
at nominal speed.
The engine output has to be reduced so far that the permissible
exhaust gas temperatures must not be exceded.

3.Emergency operation (one running gear removed)

In this case the engine concerned has to be taken out of service.

See also Sections 3.4.3 and 3.6.2

Emissions

Noise (barometric pressure) . . . . . . . . . . . . . . . .

dB(A)

to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . .

Noise (structure-borne) . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . .

to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . .

Pollutants in the exhaust gas

NO

x

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . .

to

IMO MARPOL 73/78 Annex VI (NOx)

. . . .

. . . . . . . . . . . . . . . . . . . .

2.5.1--02 E

06.04

L 48/60 B

10210

03

101/

Ratings and consumption data

2.5.1

Designations and works numbers

Engine

9L 48/60 B

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Works number

1 130 328

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Turbocharger

TCA 66 - 40038

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Works number

1 150 906

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Turbocharging method

constant pressure

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Classification society/works acceptance test

RINa

. . . . . . . . . . . . . . . . . . . . .

Operating and driving mode

Application

Correct

Stationary engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . .

Marine propulsion engine . . . . . . . . . . . . . . . . . . . . . . . . .

X

. . . . . . .

. . . . .

Drive configuration

Correct

Controllable-pitch propeller . . . . . . . . . . . . . . . . . . . . . . .

X

. . . . . . .

. . . . .

Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . .

Others . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . .

Fuel

Correct

Diesel fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . .

Heavy fuel oil

700 mm

2

/s

. . . . . . . . . . . . . . . . . . . . . . . . .

X

. . . . . . .

. . . . .

Operation/monitoring

Correct

Remote control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

X

. . . . . . .

. . . . .

Central control/unmanned operation . . . . . . . . . . . . . . .

X

. . . . . . .

. . . . .

2.5.1--02 E

06.04

L 48/60 B

10210

03

102/

Ratings and consumption data

Continuous rating/
reference condition

MCR

to ISO 3046/I
(reference cond.)

to ISO3046/I
(on site)

Rating

10 800

. . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

kW

Ambient air temperature

45

. . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ƒ

C

Charge air cooling water temp.

38

. . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ƒ

C

Barometric pressure

1

. . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

bar

Site altitude

0

. . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

m above
sea level

Speed of engine

500

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

rpm

Sense of rotation

anti-clockwise

. . . . . . . . . . . . . . . . . . .

--

Speed of turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . .

see test run
record

Mean effective piston pressure

26.58

. . . . . . . . . . . . . . .

bar

Firing pressure

190

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

bar

Mean piston speed

10.0

. . . . . . . . . . . . . . . . . . . . . . . . . .

m/s

Compression ratio

e

15.3

. . . . . . . . . . . . . . . . . . . . . .

--

Fuel consumption

MCR

to ISO 3046/I
(reference cond.)

to ISO 3046/I
(on site)

Heavy fuel oil

175

. . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

g/kWh

Diesel fuel oil/MDF

. . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

g/kWh

Lubricating oil consumption

0.8

. . . . . . . . . . . . . . . . . . . .

g/kWh

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

kg/h

Cylinder oil used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

see test run
record

Technical data

Main dimensions

Cylinder diameter

480

. . . . . . . . . . . . . . . . . . . . . . . . . . . .

mm

Stroke

600

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

mm

Swept volume of one cylinder

108.57

. . . . . . . . . . . . . . .

dm

3

Cylinder distance

820

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

mm

Ignition sequence

Cyl.

Rotating clockwise* Rotating anti-clockwise Correct

6

A 1-3-5-6-4-2-1

1-2-4-6-5-3-1

. . . . . . . . . . . . . .

. . . . . . . . . . . . . . .

7

C 1-2-4-6-7-5-3-1

1-3-5-7-6-4-2-1

. . . . . . . . . . .

. . . . . . . . . . . . . . .

8

B 1-4-7-6-8-5-2-3-1

1-3-2-5-8-6-7-4-1

. . . . . . .

. . . . . . . . . . . . . . .

9

B 1-6-3-2-8-7-4-9-5-1

1-5-9-4-7-8-2-3-6-1

. . . .

X

. . . . . . .

. . . . . .

*

Sense of rotation if viewing from the coupling end

2.5.1--02 E

06.04

L 48/60 B

10210

03

103/

Timing

Inlet valve

opens

60

. . . . . . . . . . . .

Crank angle deg.
before TDC

closes

14

. . . . . . . . . . .

Crank angle deg.
after BDC

Exhaust valve

opens

75

. . . . . . . . . . . .

Crank angle deg.
before BDC

closes

55

. . . . . . . . . . .

Crank angle deg.
after TDC

Overlap

115

. . . . . . . . . . . . . . . . .

Crank angle deg.

Starting valve

opens

2-3

. . . . . . . . . . .

Crank angle deg.
after TDC

closes on 6-cyl.
engine

132

á

2

. . . . . .

Crank angle deg.
after TDC

closes on 7-cyl. to
9-cyl. engine

116

á

2

. .

Crank angle deg.
after TDC

Starting air pilot valve

opens/closes

see test run record

Start of delivery/
end of delivery of injection pump

see test run record

Barred ranges and emissions

Barred ranges/
rating limitations

1.Normal operation (all cylinders are firing equally)

No restrictions.

2.Misfiring condition (one cylinder against compression, worst case)

The engine power has to be reduced to a value lower than
9600 kW at 500 rpm. The plant should be operated preferably
at nominal speed.
The engine output has to be reduced so far that the permissible
exhaust gas temperatures must not be exceded.

3.Emergency operation (one running gear removed)

In this case the engine concerned has to be taken out of service.

See also Sections 3.4.3 and 3.6.2

Emissions

Noise (barometric pressure) . . . . . . . . . . . . . . . .

dB(A)

to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . .

Noise (structure-borne) . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . .

to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . .

Pollutants in the exhaust gas

NO

x

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . .

to

IMO MARPOL 73/78 Annex VI (NOx)

. . . .

. . . . . . . . . . . . . . . . . . . .

2.5.2--01 E

04.03

L 48/60 B

6703

02

101/

Temperatures and pressures

2.5.2

Service temperatures*

Air upstream of compressor

max. 45

ƒ

C

1)

. . . . . . . . . . . . . . . . . . . . . . . . . . .

Charge air upstream of cylinder

45 ... 58

ƒ

C

2)

. . . . . . . . . . . . . . . . . . . . . . . .

Exhaust gas downstream of cylinder

max. 480

ƒ

C

. . . . . . . . . . . . . . . . . . . . .

Admissible deviation from the average on individual cylinders

“

50

ƒ

C

. . . .

Exhaust gas upstream of turbocharger

max. 600

ƒ

C

. . . . . . . . . . . . . . . . . . .

Engine cooling water downstream of engine

90, max. 95

ƒ

C

. . . . . . . . . . . .

Preheating of engine cooling water



60

ƒ

C

. . . . . . . . . . . . . . . . . . . . . . . . . .

Cooling water upstream of injection valve

80 ... 85

ƒ

C

. . . . . . . . . . . . . . . . . .

Cooling water upstream of charge-air cooler, LT stage

max. 38

ƒ

C

1)

. . . .

Lubricating oil upstream of engine/upstream of turbocharger

50 ... 55

ƒ

C

.

Preheating of lubricating oil prior to starting



40

ƒ

C

. . . . . . . . . . . . . . . . . . .

Fuel (MDF) upstream of engine

max. 50

ƒ

C

. . . . . . . . . . . . . . . . . . . . . . . . .

Fuel (HFO) upstream of engine

(see Table 1)

3)

. . . . . . . . . . . . . . . . . . . . . . .

Operating pressures (overpressures)*

Air upstream of turbocharger (underpressure)

max. --20 mbar

. . . . . . . . . . .

Starting air

min. approx. 15, max. 30 bar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Control air

8, min. 5.5 bar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Charge air upstream/downstream of charge air cooler
(differential pressure)

max. 50 mbar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Nominal firing pressure

190 bar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Admissible deviation from the average on individual cylinders

“

5 bar

. . . .

Safety valve (opening pressure)

230 +7 bar

. . . . . . . . . . . . . . . . . . . . . . . . . . .

Crankcase pressure

max. 5 mbar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Safety valve (opening pressure)

50 mbar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Exhaust gas downstream of turbocharger

in new cond. max. 30 mbar

. . . .

Service operation max. 50 mbar

Engine cooling water and charge air cooler, HT

3 ... 4 bar

. . . . . . . . . . . . . .

Nozzle cooling water

3 ... 5 bar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Charge air cooler, LT

2 ... 4 bar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Lubricating oil upstream of engine

4 ... 5 bar

. . . . . . . . . . . . . . . . . . . . . . . . . .

Lubricating oil upstream of turbocharger

1.5 ... 1.7 bar

. . . . . . . . . . . . . . . . . .

Air

Charge air

Exhaust gas

Cooling water

Lubricating oil

Fuel

Air

Starting air/control air

Charge air

Cylinder

Crankcase

Exhaust gas

Cooling water

Lubricating oil

2.5.2--01 E

04.03

L 48/60 B

6703

02

102/

Fuel oil upstream of engine (pressurised system)

4 ... 8 bar

. . . . . . . . . . . . .

Fuel injection valve

(opening pressure)

350 + 10 bar

. . . . . . . . . . . . . . .

(ditto, with new spring)

370 bar

. . . . . . . . . . . . . . . .

Fuel viscosity

Injection viscosity

Temperature after
preheater

Evaporation
pressure

Required
system pressure

(mm

2

/

s

at 50

ƒ

C



(mm

2

/

s

)

(

ƒ

C)

(bar)

(bar)

180
320

12
12

124
137

1.4
2.4

2.4
3.4

380
420

12
12

140
142

2.7
2.9

3.7
3.9

500
700

14
14

140
146

2.7
3.2

3.7
4.2

Table 1. Pressure required in the fuel system as a function of fuel oil viscosity and injection viscosity

Test pressures (overpressures)

Control air pipes

12 bar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cylinder head

10 bar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cylinder liner

7 bar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Charge air cooler

4 bar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Injection valve

12 bar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cooling system, cylinder cooling

7 bar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cooling system, injection valve cooling

7 bar

. . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel supply pipes

20 bar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Lube oil pipes

10 bar

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

*

Applicable at rated outputs and speeds. For conclusive reference values, see test run or commissioning record in Volume B5 and “List of
measuring and control units” in Volume D.

1) In compliance with rating definition. At higher temperatures/lower pressures, a derating is necessary.
2) Higher value to be aimed at in case of higher air humidity (water condensing).
3) Depending on the fuel viscosity and injection viscosity. See Section 3.3.4 - operating media.

80 controlled temperature

Fuel oil

Control air

Cooling spaces/water side

Fuel oil spaces

Lubricating oil

2.5.3--01 E

10.05

L 48/60 B

6703

02

101/

Weights

2.5.3

Weights of principal components

Rocker arm casing with rocker arms

729 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . .

Rocker arm casing

470 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cylinder head with valves

1208 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cylinder head

1016 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Inlet valve

22 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Exhaust valve

24 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cylinder liner

663 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Backing ring of the cylinder liner

632 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Top land ring

106 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Piston with connecting rod small end and piston pin

592 kg

. . . . . . . . . . . . . .

Piston without piston pin

353 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Piston pin

100 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Connecting rod (conrod shank, connecting rod small end, big-
end bearing cap)

655 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Connecting rod small end

139 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Conrod shank

289 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Big-end bearing cap

152 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Main bearing cap

350 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Main bearing shell (shell half)

8 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Crankshaft with balance weights

6L 48/60 B

14200 kg

. . . . . .

. . . . . . . . . .

7L 48/60 B

16250 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . .

8L 48/60 B

18300 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . .

9L 48/60 B

20350 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . .

Balance weight of the crankshaft

321 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Crankshaft gear wheel (two-part)

554 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Torsional vibration damper (crankshaft) 6L 48/60 B

2300 kg

. . . . . . . . . . .

7L 48/60 B

3640 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . .

8L 48/60 B

3760 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . .

9L 48/60 B

2300 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . .

Crankcase

6L 48/60 B

approx. 37500 kg

. . . . . . . . . . . . . . . . . . . . . . . . .

. . .

7L 48/60 B

approx. 42600 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . .

8L 48/60 B

approx. 47800 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . .

9L 48/60 B

approx. 53100 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . .

Tie rod

96 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tie rod (external bearing)

15 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cross tierod

14 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cylinder head bolt

33 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Camshaft

6L 48/60 B

approx. 2200 kg

. . . . . . . . . . . . . . . . . . . . . . . . . .

. . . .

7L 48/60 B

approx. 2400 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . .

8L 48/60 B

approx. 2700 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . .

9L 48/60 B

approx. 3000 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . .

Fuel injection pump

104 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel injection valve

22 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Components from top down-
wards

Crankcase/tie rod

Injection system

2.5.3--01 E

10.05

L 48/60 B

6703

02

102/

TCA 55 turbocharger

approx. 3300 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TCA 66 turbocharger

approx. 5500 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Charge air cooler

approx. 2550 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Exhaust pipe (section)

approx. 75 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Oil pump for cylinder lubrication

7 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Block distributor for cylinder lubrication

5 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . .

Oil pump for valve seat lubrication

20 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Adjusting system for injection timing

approx. 220 kg

. . . . . . . . . . . . . . . . . . .

Speed governor

approx. 160 kg

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Weights of complete engines

6L 48/60 B

approx. 106 t

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7L 48/60 B

approx. 119 t

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8L 48/60 B

approx. 135 t

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9L 48/60 B

approx. 148 t

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Charge air and exhaust gas
system

Others

2.5.4--01 E

04.03

L 48/60 B

6703

04

101/

Dimensions/Clearances/Tolerances--Part 1

2.5.4

Erläuterungen

Explanations

Die nachstehende Tabelle ist geordnet nach dem
MAN--Baugruppensystem, d.h. nach den fett
gedruckten, in den Zwischentiteln rechts angeordneten
Baugruppennummern.

The table below has been organised by the MAN
subassembly group system, i.e. by the subassembly
group numbers in bold face entred at the right of the
intermediate titles.

Maße und Spiele werden nach folgendem Schema angegeben:
X

Durchmesser der Bohrung

Y

Spiel

Z

Durchmesser der Welle

Dimensions clearances have been given by the following systematic
principle:
X

Diameter of the bore

Y

Clearance

Z

Diameter of the shaft

Toleranzangaben werden aus drucktechnischen
Gründen nicht wie üblich

For convenience of printing, tolerances are not given
like

200

+0,080

+0,055

200

+0.080

+0.055

sondern 200 +0,080/+0,055 geschrieben.

but rather as 200 +0.080/+0.055

2.5.4--01 E

04.03

L 48/60 B

6703

04

102/

Maß/Meßstelle
Dimension/Measuring point

Nennmaß (mm)
Nominal dimension
(mm)

Spiel neu (mm)
Clearance when
new (mm)

Spiel max. (mm)
Max. clearance
(mm)

Zuganker/Queranker

Tie rod/Cross tie rod

012

A

B/C

A

B/C

A

B/C

2487 +1.0/-1.0

M80x4

796 +1.0/-1.0

M56x4

645 +1.0/-1.0

M64x4

Zuganker
Tie rod

Zuganker (Aussenlager)
Tie rod (external bearing)

Queranker
Cross tie rod

Kurbelwelle

Crankshaft

020

A

*

--

**

A

Wangenatmung

*

Siehe Abnahmeprotokoll

** Siehe Arbeitskarte 000.10

A

Crank web deflection

*

See acceptance record

** See work card 000.10

Kurbelwellenlager/Paßlager

Main bearing/Location bearing

021

A
B
C
D

415 -0.040

--

330 -0.100

--

--

0.360 ... 0.500

--

0.500 ... 0.760

--

*

--

0.95

* Grenzwert für Lagerschalendicke im Haupt-
belastungsbereich. Austauschkriterien siehe
Arbeitskarte 000.11.

* Limiting value for thickness of bearing shells in the
zone of maximum loading. For criterias of replacement
see work card 000.11

2.5.4--01 E

04.03

L 48/60 B

6703

04

103/

Maß/Meßstelle
Dimension/Measuring point

Nennmaß (mm)
Nominal dimension
(mm)

Spiel neu (mm)
Clearance when
new (mm)

Spiel max. (mm)
Max. clearance
(mm)

Drehschwingungsdämpfer (Kurbelwelle)

Torsional vibration damper (crankshaft)

027

A

B

1360 ... 1500*

430*

Durchmesser
Diameter
Breite (gesamt)
Width (complete)

* Je nach Auslegung

* Depend on design

Pleuellager/Kolbenbolzenlager

Crank bearing/Piston pin bearing

030

A
B
C
D
E
F

G
H

J

K

415 -0.040

--

220 +0.320/+0.250

--

220 -0.025

--

175

1370

660

1914

--

0.460 ... 0.600

--

0.250 ... 0.350

--

0.500 ... 1.100

--
--
--
--

--

*

--

0.45

--
--
--
--
--
--

* Grenzwert für Lagerschalendicke im Haupt-
belastungsbereich. Austauschkriterien siehe
Arbeitskarte 000.11.

* Limiting value for thickness of bearing shells in the
zone of maximum loading. For criterias of replacement
see work card 000.11

2.5.4--01 E

04.03

L 48/60 B

6703

04

104/

Maß/Meßstelle
Dimension/Measuring point

Nennmaß (mm)
Nominal dimension
(mm)

Spiel neu (mm)
Clearance when
new (mm)

Spiel max. (mm)
Max. clearance
(mm)

Kolben

Piston

034

A
B
C
D
E
F

G

220 +0.080/+0.055

--

220 -0.025

380
744

480*

**

--

0.055 ... 0.105

--
--
--
--
--

--

0.12

--
--
--
--
--

* Die Außendurchmesser sind infolge der ballig-
ovalen Form nur schwer zu kontrollieren. Auf die
Angabe genauer Maße wurde verzichtet, da die
Lebensdauer des Kolbens normalerweise durch den
Verschleiß der Ringnuten bestimmt wird.

* Checking the outer dimensions of the piston is
rather difficult due to its crowned, oval form. Exact
dimensions are not listed because normaly the life of
the piston is, in any case, determined by the wear of
the ring grooves.

** Kompressionsabstand - siehe Abnahmeprotokoll

** Compression clearance - see acceptance record

Kolbenringe

Piston rings

034

A
B
C
D
E
F

G
H

J*

J**

J***

8 +0.230/+0.200

--

8 -0.013/-0.035

8 +0.200/+0.170

--

12 +0.070/+0.040

--

12 -0.016/-0.040

--
--
--

--

0.213 ... 0.265

--
--

0.183 ... 0.235

--

0.056 ... 0.110

--

1.500 ... 2.000
2.200 ... 2.800
0.800 ... 1.350

--

0.70

--
--

0.32

--

0.12

--
--
--
--

*

Stoßspiel Ring 1

** Stoßspiel Ring 2,3
*** Stoßspiel Ring 4

*

Ring gap: Ring 1

** Ring gap: Ring 2/3
*** Ring gap: Ring 4

2.5.5--01 E

08.04

L 48/60 B

6703

03

101/

Dimensions/Clearances/Tolerances--Part 2

2.5.5

Maß/Meßstelle
Dimension/Measuring point

Nennmaß (mm)
Nominal Dimension
(mm)

Spiel neu (mm)
Clearance when
new (mm)

Spiel max. (mm)
Max. clearance
(mm)

Zylinderbuchse

Cylinder liner

050

A

B

2

*

B

4

*

B

5

*

C**

D
E

F

G
H

K

480 +0.063

--
--
--
--

652
570

1189

835
563
126

--
--
--
--
--
--
--
--
--
--
--

--

1.440
0.384
0.144
0.720

--
--
--
--
--
--

*

maximal zulässiger Verschleiß an Meßstelle
der Lehrschiene (siehe Arbeitskarte 050.02)

** Ovalität, C

(A

1

-- A

2

)

Maße A, B, C gültig für Zylinderbuchse, nicht für
Feuerstegring.
Das Maß A wird im oberen Umkehrpunkt des ersten
Kolbenringes quer und längs zur Motorlängsachse
gemessen.

*

Maximum permitted wear at measuring point
of gauge bar (see work card 050.02)

** Ovality, C

(A

1

-- A

2

)

Dimensions A, B, C apply to cylinder liner, not to top
land ring.
The dimension A is measured at the point of reversal
of the top ring parallel with and at right angles to the
longitudinal engine axis.

2.5.5--01 E

08.04

L 48/60 B

6703

03

102/

Maß/Meßstelle
Dimension/Measuring point

Nennmaß (mm)
Nominal Dimension
(mm)

Spiel neu (mm)
Clearance when
new (mm)

Spiel max. (mm)
Max. clearance
(mm)

Zylinderkopf/Zylinderkopfschraube

Cylinder head/Cylinder head bolt

055

A
B
C
D
E

F/G

675
816

1050

670

1866

M56x4

--
--
--
--
--
--

--
--
--
--
--
--

Steuerungsantrieb

Camshaft drive

100

A*
B*

--
--

0.252 ... 0.442
0.215 ... 0.396

--
--

*

Zahnspiel

*

Gear backlash

2.5.5--01 E

08.04

L 48/60 B

6703

03

103/

Maß/Meßstelle
Dimension/Measuring point

Nennmaß (mm)
Nominal Dimension
(mm)

Spiel neu (mm)
Clearance when
new (mm)

Spiel max. (mm)
Max. clearance
(mm)

Steuerungsantrieb

Camshaft drive

100

C
D
E

F

180 +0.223/+0.164

--

180 -0.020/-0.045

--

--

0.184 ... 0.268

--

1.000 ... 1.500

--

0.34*

--
--

*

Spielvergrößerung in der Regel gering.
Austauschkriterien siehe Arbeitskarte 000.11.

*

As a rule, only minimal increase of clearance.
For criterias of replacement see work card 000.11

Nockenwellenlager

Camshaft bearing

102

A
B
C
D
E

200 -0.029

--
--

200 +0.252/+0.183

--

--

0.178 ... 0.266
0.183 ... 0.281

--

0.200 ... 0.450

--

*
*

--
--

*

Grenzwert für Lagerschalendicke im Haupt-
belastungsbereich. Austauschkriterien siehe
Arbeitskarte 000.11.

*

Limiting value for thickness of bearing shells in the
zone of maximum loading. For criterias of
replacement see work card 000.11

2.5.6--02 E

10.03

L 48/60 B

6703

05

101/

Dimensions/Clearances/Tolerances--Part 3

2.5.6

Maß/Meßstelle
Dimension/Measuring point

Nennmaß (mm)
Nominal dimension
(mm)

Spiel neu (mm)
Clearance when
new (mm)

Spiel max. (mm)
Max. clearance
(mm)

Kipphebellager/Einlaßventil/Auslaßventil

Rocker arm bearing/Inlet valve/Exhaust valve

111/113/114

A

1)

B

2)

C**
D**
E**

K

L***

M

--
--

32 +0.025

--

31.8 +0.020/-0.020

160

38

821.5 +0.300/-0.300

0.2 +0.100
0.9 +0.100

--

0.180 ... 0.245

--
--
--
--

--
--
--

0.35

--
--
--
--

1)

Ventilspiel für Einlaßventile*

2)

Ventilspiel für Auslaßventile*

*

gemessen bei kaltem oder warmem Motor

**

Ein- und Auslaßventil, gemessen auf halber
Höhe der Ventilführung

***

Ventilhub

1)

Valve clearance for inlet valves*

2)

Valve clearance for exhaust valves*

*

measurement taken with cold or warm engine

**

Inlet and exhaust valve, measurement taken in
the middle of the valve guide

***

Ventilhub

Ein- und Auslaßschwinghebel

Inlet and exhaust cam follower

112

A
B
C
D
E
F

G
H

110 -0.011/+0.052

--

110 -0.072/-0.107

60 +0.120/+0.100

--

60 +0.039/+0.020

--
--

--

0.061 ... 0.159

--
--

0.061 ... 0.100

--

xxxx ... xxxx

0.300 ... 0.500

--

0.16

--
--

0.12

--
--
--

2.5.6--02 E

10.03

L 48/60 B

6703

05

102/

Maß/Meßstelle
Dimension/Measuring point

Nennmaß (mm)
Nominal dimension
(mm)

Spiel neu (mm)
Clearance when
new (mm)

Spiel max. (mm)
Max. clearance
(mm)

Reglerantrieb

Governor drive

140

A*

--

0.0160 ... 0.242

--

*

Zahnspiel

*

Gear backlash

Anlaßsteuerschieber

Starting air pilot valve

160

A

--

0.30 ... 0.40

--

2.5.6--02 E

10.03

L 48/60 B

6703

05

103/

Maß/Meßstelle
Dimension/Measuring point

Nennmaß (mm)
Nominal dimension
(mm)

Spiel neu (mm)
Clearance when
new (mm)

Spiel max. (mm)
Max. clearance
(mm)

Kraftstoffeinspritzpumpe

Fuel injection pump

200

A
B
C
D

E

1)

F

G
H

J

N

2)

Q

15 +0.100/+0.080

--

14.95 +0.030/-0.030

46 +0.062

--

(46)

78 +0.046

--

78 -0.030/-0.060

50

925

--

0.080 ... 0.120

--
--

0.020 ... 0.024

--
--

0.030 ... 0.106

--
--
--

--
--
--
--
--
--
--

0.15

--
--
--

1)

Spiel am Kopf des Pumpenkolbens
0,024 ... 0,028 mm

2)

Stempelhub

1)

Clearance at piston head
0.024 ... 0.028 mm

2)

Plunger stroke

Antrieb der Kraftstoffeinspritzpumpe

Drive of fuel injection pump

201

A
B
C
D
E
F
K

L

M

N
O

135 +0.230/+0.087

--

135 -0.040

75 +0.305/+0.265

--

75 +0.039/+0.020

--

200 +0.046

--

200 -0.050/-0.096

--

--

0.087 ... 0.270

--
--

0.226 ... 0.285

--

0.500 ... 0.650

--

0.050 ... 0.142

--

0.200 ... 0.400

--

0.30

--
--

0.31

--
--
--

0.18

--
--

2.5.6--02 E

10.03

L 48/60 B

6703

05

104/

Maß/Meßstelle
Dimension/Measuring point

Nennmaß (mm)
Nominal dimension
(mm)

Spiel neu (mm)
Clearance when
new (mm)

Spiel max. (mm)
Max. clearance
(mm)

Antrieb der Kraftstoffeinspritzpumpe

Drive of fuel injection pump

201

D
E

F

G
H

J

K

75 +0.305/+0.265

--

75 +0.039/+0.020
75 +0.100/+0.079

--
--
--

--

0.226 ... 0.285

--
--

0.040 ... 0.080
0.500 ... 1.000
0.500 ... 0.650

--

0.31

--
--

0.10

--
--

Kraftstoffeinspritzventil

Fuel injection valve

221

A*

B**

C
D

--
--

531

87.7

1.2 +0.050/-0.050

--
--
--

--
--
--
--

*

Nadelhub

**

Düsenspezifikation - siehe Abnahmeprotokoll

*

Needle lift

**

Injector specification - see acceptance record

2.5.6--02 E

10.03

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105/

Maß/Meßstelle
Dimension/Measuring point

Nennmaß (mm)
Nominal dimension
(mm)

Spiel neu (mm)
Clearance when
new (mm)

Spiel max. (mm)
Max. clearance
(mm)

Antrieb für am Motor angebaute Pumpen

Drive for engine-mounted pumps

300/350

A*
B*

--
--

0.400 ... 0.650
0.330 ... 0.530

--
--

*

Zahnspiel

*

Gear backlash

Drehzahlaufnehmer

Speed sensor

400

A

--

1.0 ... 3.0

--

Pufferkolben

Buffer piston

434

A
B
C

75 +0.046

--

75 -0.030/-0.060

--

0.030 ... 0.106

--

--

0.12

--

3--02 E

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Operation/Operating media

1

Introduction

2

Technical details

3

Operation/
Operating media

4

Maintenance/Repair

5

Annex

06.04

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Table of contents

N

3

Operation/Operating media

N

3.1

Prerequisites

: :

N

3.1.1

Prerequisites/Warranty

N

3.2

Safety regulations

: :

N

3.2.1

General remarks

: : :

N

3.2.2

Destination/suitability of the engine

: : :

N

3.2.3

Risks/dangers

: : :

N

3.2.4

Safety instructions

: : :

N

3.2.5

Safety regulations

N

3.3

Operating media

: :

N

3.3.2

Quality requirements for Marine Diesel Fuel (MDO)

: :

N

3.3.3

Quality requirements for heavy fuel oil (HFO)

: :

N

3.3.4

Viscosity/Temperature diagram for fuel oils

: :

N

3.3.6

Quality requirements for lube oil

: :

N

3.3.7

Quality requirements for engine cooling water

:

N

3.3.8

Analyses of operating media

: :

N

3.3.10

Water quality requirements for fuel--water emulsion

: :

N

3.3.11

Quality requirements for intake air (combustion air)

N

3.4

Engine operation I -- Starting the engine

: :

N

3.4.1

Preparations for start/ Engine starting and stopping

: :

N

3.4.2

Change--over from Diesel fuel oil to heavy fuel oil and vice versa

: :

N

3.4.3

Admissible outputs and speeds

: : :

N

3.4.4

Engine Running--in

N

3.5

Engine operation II -- Control the operating media

: :

N

3.5.1

Monitoring the engine/ performing routine jobs

: :

N

3.5.2

Engine log book/ Engine diagnosis/Engine management

: :

N

3.5.3

Load curve during acceleration/manoeuvring

: :

N

3.5.4

Part--load operation

:

N

3.5.5

Determine the engine output and design point

: :

N

3.5.6

Engine operation at reduced speed

: :

N

3.5.7

Equipment for adapting the engine to special operating conditions

:

N

3.5.8

Bypassing of charge air

:

N

3.5.9

Condensed water in charge air pipes and pressure vessels

: :

N

3.5.10

Load application

Categories of information

Information

Description

Instruction

Data/formulas/symbols

Intended for ...

Experts

Middle management

Upper management

06.04

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102 /

:

N

3.5.11

Exhaust gas blow--off

N

3.6

Engine operation III -- Operating faults

: :

N

3.6.1

Faults/Deficiencies and their causes (Trouble Shooting)

: :

N

3.6.2

Emergency operation with one cylinder failing

: :

N

3.6.3

Emergency operation on failure of one turbocharger

: :

N

3.6.4

Failure of the electrical mains supply (Black out)

:

N

3.6.5

Failure of the cylinder lubrication

: :

N

3.6.6

Failure of the speed control system

: : :

N

3.6.7

Behaviour in case operating values are exceeded/ alarms are released

: : :

N

3.6.8

Procedures in case a splash--oil alarm is triggered

N

3.7

Engine operation IV -- Engine shut--down

:

N

3.7.1

Shut down/Preserve the engine

Categories of information

Information

Description

Instruction

Data/formulas/symbols

Intended for ...

Experts

Middle management

Upper management

3.1--01 E

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Prerequisites

3.1

3.1

Prerequisites

3.2

Safety regulations

3.3

Operating media

3.4

Engine operation I - Starting the engine

3.5

Engine operation II - Control the operating data

3.6

Engine operation III - Operating faults

3.7

Engine operation IV - Engine shut- down

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Prerequisites/Warranty

3.1.1

Prerequisites dating back into the past

Some of the prerequisites for successful operation of the engine/engine
plant are already dating back into the past when the phase of day-to-day
operation commences. Other prerequisites can, or have to be directly
influenced.

The factors that are no longer accessible to direct influence, are

-

the source of the engine,

-

qualified manufacture including careful controlling under the eyes of
control boards/classification societies,

-

reliable assembly of the engine and its exact tuning during the trials.

The factors dating back into the past and having effects on future
performance also include

-

the care invested in the planning, layout and construction of the
system,

-

the level of cooperation of the buyer with the projecting firm and the
supplier, and

-

the consistent, purpose activities during the commissioning, testing and
breaking-in phases.

Day-to-day prerequisites

The prerequisites directly required for day-to-day operation and to be
provided for again and again are, for example

-

the selection of appropriate personnel and its instruction and training,

-

the availability of technical documentation for the system, and of
operating instructions and safety regulation in particular,

-

ensuring operational availability and reliability, in due consideration of
operational purposes and results,

-

the organisation of controlling, servicing and repair work,

-

the putting into operation of systems, ancillaries and engines in
accordance with a chronologically organised checklist, and

-

definition of the operating purposes, compromising between expense
and benefit.

Detailed information on the above items is given in the following.

Warranty

Questions of warranty will be treated in compliance with the “General
Conditions of Delivery” of MAN B&W Diesel AG. In the following, we have
quoted some decisive passages, as a guideline how to orientate yourself
in your every-day decisions and/or actions by these principles. The
complete written texts and/or agreements reached in each case shall be
conclusive.

3.1.1--01 E

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Item1
“MAN B&W Diesel AG shall warrant expressly assured properties as well
as faultless design, manufacture and material. Parts which by reason of
defects have become unserviceable or the serviceability of which has
been substantially impaired shall, at the option of MAN B&W Diesel AG,
be reconditioned free of charge or MAN B&W DIesel AG shall supply new
parts at the cost and risk of MAN B&W Diesel AG.”

Item 4
“The warranty shall not cover normal wear and parts which, owing to their
inherent material properties or the use they are intended for, are subject to
premature wear; damage caused by improper storage, handling or
treatment, overloading, the use of unsuitable fuels, oils etc., faulty
construction work or foundations, unsuitable building ground, chemical,
electrochemical or electrical influences.”

Item 5
“The Purchaser may only claim the warranty of MAN B&W Diesel AG if

-

the equipment was installed and put into operation by personnel of
MAN B&W Diesel AG,

-

MAN B&W Diesel AG have been advised in writing of the claimed
defect immediately, but not later than two months after expiry of the
warranty period,

-

the Purchaser has observed the instructions issued by MAN B&W
Diesel AG in respect of the handling and maintenance of the equipment
and, in particular, has duly carried out any specified checks,

-

no subsequent adustments have been carried out without the approval
of MAN B&W Diesel AG,

-

no spare parts of outside make have been used.”

3.2--01 E

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Safety regulations

3.2

3.1

Prerequisites

3.2

Safety regulations

3.3

Operating media

3.4

Engine operation I - Starting the engine

3.5

Engine operation II - Control the operating data

3.6

Engine operation III - Operating faults

3.7

Engine operation IV - Engine shut- down

3.2.1--02 E

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General remarks

3.2.1

Safety-related principles/compliance with the same

German laws and standards as well as guidelines of the European Com-
munity (EC) require that technical products ensure the necessary safety
for the users and that they are in conformity with the generally accepted
technical rules. In this connection, it is emphasised that the safe use and
the safety of machines is to be guaranteed by proper planning and design
and that this cannot be reached by means of restrictive rules of conduct.

The technical documentation must contain statements regarding the “in-
tended use” and concerning restrictions in the use.

Remaining risks must be disclosed, sources of danger/critical situations
must be marked/named. These remarks serve the purpose of enabling
the operating personnel to act in accordance with danger precautions/
safety requirements.

As communication elements which bring such sources of danger/critical
situations to the attention of the operating personnel, signals, symbols,
texts or illustrations are to be used. Their use on the product and in the
technical documentation is to be co-ordinated. For safety requirements, a
multi-stage system is to be used.

These requirements are adhered to by MAN B&W Diesel AG by special
efforts in development, design and execution and by drawing up the
technical documentation accordingly, especially by the remarks contained
in this section. The compilation (partially in key words) does, however, not
release the operating personnel from observing the respective sections of
the technical documentation. Please also note that incorrect behaviour
might result in the loss of warranty claims.

Safe use

Intended use

Remaining risks

MAN B&W Diesel AG’s
contribution

3.2.1--02 E

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Warning sign, danger spots on the engine

Bild 1. Warning sign

This warning sign is to be posted on the engine as well as at all entrances
to the engine room and engine house respectively in a clearly visible
manner.

Persons who have to proceed to the danger area within a radius of 2.5 m
of the engine for operational reasons are to be instructed with regard to
the prevailing dangers. Admittance to the danger area is permitted on
condition that the engine is in proper operating condition and only if a suit-
able safety outfit is worn. An unnecessary stay within the danger area is
prohibited.

3.2.1--02 E

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Explanations with regard to the warning sign, meaning of the symbols

Warning notices

Attention!

Beware of a danger spot!

Inflammable material!

Beware of hand injuries
Danger of bruising!

Hot surface!

Explanations with regard to the warning sign, meaning of the symbols

Prohibitions

Fire, open light and smoking are forbidden!

No admittance for unauthorised persons!

3.2.1--02 E

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Explanations with regard to the warning sign, meaning of the symbols

Imperative

Use ear protection!

Wear a hard hat!

Use eye protection!

Wear protective clothing!

Wear safety shoes!

Wear protective gloves!

Observe the operating instructions/
working instructions!

3.2.2--01 E

11.02

All D Eng

6680

02

101/

Destination/suitability of the engine

3.2.2

Use in accordance with the destination

The four-stroke Diesel engine delivered is destined for (firstly) operation
under the marginal conditions stipulated

-

under Technical Data, Section 2.5.1,

-

in the technical specification, Section 2.1 and

-

in the order confirmation.

Furthermore destined for (secondly)

-

operation using the specified operating media,

-

taking into consideration the design/layout of the supply, measuring,
control and regulating systems as well as laying down of the marginal
conditions (e.g. removal space/crane capacities) in accordance with the
recommendations of MAN B &W Diesel AG or according to the state of
the art.

Furthermore destined for (thirdly)

-

start, operation and stopping in accordance with the usual
organisational rules, exclusively by authorised, qualified, trained
persons who are familiar with the plant.

Furthermore destined for (fourthly)

Situation/characteristic

on condition of

(Marine engine) for operation at full load in arctic waters or
(stationary engines) operated temporarily at overload

Charge-air blow-off device

Part-load operation with improved acceleration ability

Charge-air blow-by device

Safe operation in the upper load range with part-load optimised
turbochargers

Charge-air blow-off device

Fast and to a large extent soot-free acceleration

Jet-assist device

Part-load operation with improved combustion and reduced
formation of residues

Two-stage charge-air cooler

Operation with optimised part-load operating values by means of
timing adjustment (only engine 32/40)

Timing adjustment device

Operation with optimised injection timing

Injection timer

Slow turning prior to starting (in case of automatic operation)

Slow-turn device

Low-vibration and low-noise (structure-borne) operation

Semi-elastic/elastic support

Output on the free engine end

Crankshaft extension

Cleaning of the turbocharger/s (during operation)

Cleaning device/s

Cleaning of the charge-air cooler/s

Cleaning device

3.2.2--01 E

11.02

All D Eng

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102/

With restrictions destined/suitable for

The engine is with restrictions destined/suitable for:

-

operation at operating values resulting in an alarm situation,

-

operation at reduced speed (marine main engines),

-

passing through barred speed ranges,

-

black-out test,

-

idling or low-load operation,

-

operation with generator in “reverse power”
(during parallel operation with the grid),

-

operation at reduced maintenance expenditures,

-

speeded-up acceleration/abrupt loading/unloading to a moderate
extent,

-

operation without cylinder lubrication,

-

operation after failure of the speed governor
(only marine main engines 32/40),

-

operation in case of failure of the elctronic-hydraulic speed control
system after switching over to mech.-hydraulic speed governor
(40/45 ... 58/64)

-

emergency operation with one or two blocked/partly disassembled
turbocharger/s,
.........

shut-off fuel pumps,

.........

removed running gear/s,

.........

dismounted rocker arms/push-rods.

Not destined/suitable for

The engine is not destined/suitable for:

-

operation at operating values due to which engine stop or load
reduction was effected,

-

putting into operation of the engine/of parts without running in,

-

operation in case of black-out,

-

operation in case of failure of supply equipment (air, compressed air,
water, ..., electric voltage supply, power take-off),

-

operation within barred speed ranges,

-

operation after failure of the mech.-hydraulic speed governor,

-

operation without appropriate surveillance/supervision,

-

operation without maintenance expenditures or if they have been
reduced to a great extent,

-

unauthorised modifications,

-

use of other than original spare parts,

-

long-term shut-down without taking preservation measures.

3.2.3--01 E

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Risks/dangers

3.2.3

Dangers due to deficiencies concerning personnel/level of training

Propeller operation/generator operation (normal operation/operation in
road stead):
Chief engineer on board. Operational control by technical officer.

Maintenance work/repair work in the port:
To be carried out by engine operators, technical assistants or engine fitters
and helpers. For instructions and in difficult cases: technical officer or chief
engineer.

Generator operation (in port):
Operational control by technical officer.

Maintenance work/repair work in port:
As mentioned above.

Persons responsible for the operational control must be in possession of a
qualification certificate (licence) which is in accordance with the national
requirements and international agreements (STCW). The number of
required persons and their minimum qualification are, as a rule, specified
by national requirements, otherwise by international agreements (STCW).

During operation:
Plant manager (engineer) available. Operational control/supervision of the
engine and the associated supply systems by trained and specially
instructed engine operator or technical assistant.

Maintenance work/repair work:
Execution by engine operators, technical assistant or engine fitters and
helpers. For instructions and in difficult cases: engineer or chief engineer.

In Germany, for supervisory personnel and persons carrying out or
supervising maintenance and repair work, proof must be furnished in
accordance with the Power Industry Act (Energiewirtschaftsgesetz =
EnWG) that, among other things, the technical operation is ensured by a
sufficient number of qualified personnel. In other countries, comparable
laws/guidelines must be observed. Deficiencies regarding personnel/level
of training cannot be compensated by other efforts.

Dangers due to components/systems

Certain dangers are unavoidable with technical products and with certain
operating conditions or actions taken. This also applies to engines and
turbochargers, in spite of all efforts in development, design and
manufacturing. They can be safely operated in normal operation and also
under some unfavourable conditions. Nevertheless, some dangers
remain, which cannot be avoided completely. Some of them are only
potential risks and some only occur under certain conditions or in case of
actions contrary to the instructions. Others are present even in normal
conditions.

Expectations in case of marine
engines

Supplementary requirements

Expectations in case of
stationary plant (power plants)

Supplementary requirements

3.2.3--01 E

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Please refer to Table 3, Figures 1 and 2. These pages are meant to draw
attention to such danger zones.

Figure 1. Danger zones on engine according to EU Machinery Safety Directive
(Part 1)

Table 3, Figures 1 and 2

3.2.3--01 E

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Figure 2. Danger zones on the engine according to EC Machinery Safety Directive (Part 2)

Danger due to operation/due to inappropriate use

Dangers not only result from components and systems, but also from
certain operating conditions or actions taken. Dangers of this type are
listed in the Tables 4 and 5, which contain information in addition to the
brief summary in Section 3.2.2.

Dangers due to emissions

Dangers arising from emissions, and the main protective and preventive
measures are given in Table 1.

Emission

Danger

Preventive/protective measure

Conditioned cooling water, lube oil,
hydraulic oil, fuel

Harmful to skin and health, pollutes
water

Use and dispose of according to the
instructions of the manufacturers or
suppliers

Cleaning agents and aids

According to the manufacturers’
information

Use and dispose of according to the
instructions of the manufacturers or
suppliers

Tables 4 and 5

3.2.3--01 E

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Emission

Preventive/protective measure

Danger

Exhaust gas with the harmful
constituents NO

x

, SO

2

, CO,

hydrocarbons, soot

Noxious

(1)

, is harmful to the

environment if the limit values are
exceeded

Carry out maintenance work
according to the maintenance
schedule; maintain danger--oriented
operational control; monitor
operating results carefully; parts
with IMO marking to be replaced
only by identical ones

Sound (air-borne)

Harmful to health, has a negative
effect on the environment if the
limit values are exceeded

Wear ear protection, restrict
exposure to the minimum
necessary

Sound (structure-borne)

Harmful to health, has a negative
effect on the environment if the
limit values are exceeded

Restrict exposure to the minimum
necessary

Vibrations

Harmful to health; for the maximum
permissible limit, please refer
Section 2.5.1

Avoid intensification of process--
induced vibrations by additional
sources

1)

Information for customers in California

CALIFORNIA

Proposition 65 Warning

Diesel engine exhaust and some of its constituents are known to
the State of California to cause cancer, birth defects, and other
reproductive harm.

Table 1. Dangers from emissions originating from engine and turbocharger

Planned workplaces

Engines are usually operated under remote control. Regular rounds
according to the rules of “observation-free operation” are required. In
particular, measurement, control and regulating devices as well as other
areas of the plant which require special attention, should be checked.
Personnel are not intended to remain continuously in the immediate
vicinity of the engine or turbocharger while it is running.

Maintenance and repair work should, if at all possible, not to be carried out
in the vicinity of the danger zones listed in Table 1 or in Figures 1 and 2
while the engine(s) is/are running.

Personal protective measures

All applicable occupational-safety regulations and provisions must be
observed in full.

This includes wearing of protective working clothing and safety shoes, the
use of a safety helmet, safety goggles, ear protection and gloves.

3.2.3--01 E

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The general protective outfit/equipment must at least comply with the fol-
lowing standards and be adequate for the working place described:

Subject- matter

Standard / Date of issue

Description of working place

Ear protection

DIN EN 352-1 / 04.2003

For noise levels up to 110 dBA

Protective head gear

DIN EN 397 / 05.2000

Sharp edges and corners, danger of
objects falling down, high surface
temperatures of < 220

ƒ

C

Eye protection

DIN EN 166 / 04.2002

Danger of splashing oils and hot li-
quids in a temperature range of ap-
prox. 200

ƒ

C

When taking indicator diagrams:
Protective shield for protection of
face against flashes of fire

Protective clothing

DIN EN 340 / 03.2004

High surface temperatures
< 220

ƒ

C, sharp edges and corners

Foot protection

DIN EN ISO 20345 / 10.2004

Handling of oils, fuels, chemicals
and similar substances, hot surfa-
ces of < 220

ƒ

C, sharp edges and

corners, danger of objects falling
down, danger of knocking

Hand protection

DIN EN 420 / 12.2003
DIN EN 388 / 12.2003
DIN EN 407 / 11.2004

Handling of oils, fuels, chemicals
and similar substances, hot surfa-
ces of < 220

ƒ

C, sharp edges and

corners
When taking indicator diagrams:
hot surfaces of < 350

ƒ

C

Table 2. Protective outfit/equipment - Standards and working instructions

Furthermore, please take note of the special protective outfit/equipment
mentioned in the individual work cards (see Volume B2 / Working Instruc-
tions)!

The relevant sections of the technical documentation must be read and
understood.

3.

2.

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/

Possible consequences

Danger to ship and crew or emergency situation due to lack of
voltage

Body/limbs may get caught, squeezed, beaten

Body/limbs may get caught, squeezed

Parts may be pushed out/come off

Parts may break, come off

Squirting out/escape of media, danger of injuries, danger of
fire, loss of operating media, contamination, or causing
damage to the environment, noxious

In case of bearing or piston seizures, there is danger of
explosion, danger of fire and accidents due to squirting out of
oil, danger to persons

Clothes/limbs may get caught/squeezed, escape of oil

Burning, squirting out of fuel, under certain circumstances in
piercing jets

Burning, escape of hot gases, danger of fire

Electric shock, burning, risk of lightning; in case of incorrect
behaviour, the function is adversely affected

Danger of injuries due to squirting out/escape of media, due to
release of pressure; in case of incorrect behaviour, the
function is adversely affected

Squeezing, injury due to released spring tension

Danger due to tearing off/coming loose of screws/nuts

Injuries due to bursting, coming off parts, due to escaping
media

Source of hazard

Absence of/impaired operational reliability

Toothed rim/locating bolts

Toothed rim//area of gear meshing

Danger of explosion/danger of running gear parts
being pushed out

Parts under internal pressure, parts turning at high
speeds

Parts under internal pressure, which are filled with
liquids/gases

Moving parts, hot/swirled oil

Meshing cams/camshaft, movement of cam followers
and push rods

Hot surfaces, inflammable medium, parts under high
internal pressure

Hot surfaces, parts under internal pressure, filled with
hot gas

Under voltage

Parts under internal pressure, which are filled with
liquids/gases

Moving, spring--tensioned parts

Parts under high compression stress/tensile stress

Malfunction/functional inability and consequential
failures

Danger zone

Engine, complete (1)

Flywheel (2)

Turning gear (3)

Space upstream of the running
gear on the longitudinal sides of
the engine (4)
Turbocharger, especially space
radially to the rotor (5)

Pipes/pressure vessels/,
parts/systems to which pressure is
applied, or parts/systems filled with
liquid or gas (6)

Crankcase cover (7)

Covering of camshaft, cam
followers and push rods (8)

Insulation and jacketing of fuel and
injection pipes (9)

Exhaust pipe and jacketing of the
exhaust pipe (10)

Measuring, control and regulating
devices/systems (electric) (11)

Measuring, control and regulating
devices/systems
(hydraulic/pneumatic) (12)

Regulation linkage of the fuel
pump (13)
Screw connections (14)

Safety valves, pressure adjusting
valves (cylinder head, crankcase,
measuring, control and regulating
systems) (16)

3.

2.

3

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60

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/

Possible consequences

Damage to persons/damage to property

Injuries due to coming off/coming loose parts, due to escaping
hydraulic oil

Source of hazard

Depending on the cases of application, differing, partly
high potential of danger

Parts under high internal pressure may tear, break,
become untight; escape of hydraulic oil in piercing jets
is possible, hydraulic oil is noxious

when being used appropriately)

Danger zones

Special tools (17)

Hydraulic tensioning tools,
high--pressure hoses,
high--pressure pump (18)

Table 3. Danger zones on the engine (w

3.

2.

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/

Possible consequences

Contamination, wear, overloading of components,
turbocharger surging

Incomplete combustion, residues in the combustion chamber

Unplanned operating condition

Unplanned operating condition

Deterioration of the lubricating conditions, outputs



70% are not permissible

Increased attention required

Increased attention required

Source of hazard

Increase in torque, negative influence on operating
values

Operation beyond the operating range, deterioration
of the operating values

Generator is operated as engine, combustion engine
is being driven

Increased thermal and mechanical stresses, exhaust
discoloration, overloading of turbocharger

Lack of lube oil

Conductivity of the engine is impaired, imminent
overloading

Reduction in output is necessary, operating values
may be exceeded

Reduction in output is necessary, operating values
may be exceeded, imminent starting difficulties,
critical vibrations may occur

Reduction in output is necessary, operating values
may be exceeded

artially inappropriate use

Danger zone

Operation at reduced speed
(marine main engines)

Idling operation or low--load
operation

Operation with generator in
“reverse power” (in case of parallel
operation with the grid)

Speeded--up acceleration/load
reduction

Operation without cylinder
lubrication
Emergency operation with
blocked/partly dismounted
turbocharger
Emergency operation with shut--off
fuel pump

Emergency operation with
removed running gear

Emergency operation after
dismounting of rocker arms/push
rods

Table 4. Danger situations in case of pa

3.

2.

3

--0

1

E

02.
07

L

40/
54,

L

48/
60

6700

09

109

/

Possible consequences

Increased wear, permanent damage, effect on oil consump-
tion, and, in extreme cases, piston seizure

Overheating due to lack of cooling and air, seizures due to
lack of lube oil

Endangering of components and screw connections

Shut-down by emergency-stop unit via overspeed relay, or
keeping admission close to Zero

Various

Cumulative effects, invalidation of warranty

Failure of parts leading to secondary damage, invalidation of
warranty

Failure of parts leading to secondary damage, invaldiation of
warranty

Corrosion damage, accumulation of corrosive products,
starting and operating difficulties

Source of hazard

Preliminary damage to components, negative effects
on running surfaces

Failure of supply of operating media or electricity

Increased vibrations, which may build up from
resonance, and mechanical stress

Speed regulation not posible

Reaction to events uncertain

Decline in operational reliability, spontaneous failures
must be expected, need to improvise, special actions
at unfavourable times

Risk of decline in operational reliability due to unsound
solutions

Correct interaction with other parts is not certain,
decline in operational reliability and spontaneous
failures must be expected

Corrosion, and sticking of parts

correct use

Dangerous condition

Putting the engine or components
into service without running in

Running with impaired supply of
operating media or power (includ-
ing black-out and black--out test)

Operation within restricted speed
ranges

Operation with governor not
working
Operation without appropriate
supervision

Operation with greatly reduced
maintenance

Unauthorised modifications

Use of non--original spare parts

Taking out of service for a long
time without out-of-service protect-
ion

Table 5. Danger situations in case of inc

3.2.4--01 E

12.97

32/40 upw

6680

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101/

Safety instructions

3.2.4

Characterisation/danger scale

According to the relevant laws, guidelines and standards, attention must
be drawn to dangers by means of safety instructions. This applies to the
marking used on the product and in the technical documentation. In this
connection, the following information is to be provided:

-

type and source of danger,

-

imminence/extent of danger,

-

possible consequences,

-

preventive measures.

The statements and tables in Section 3.2.3 follow this regulation, just as
the other safety instructions in the technical documentation do.

The imminence/extent of danger is characterised by a five--step scale as
follows:

▲▲▲

Danger!

Imminent danger

Possible consequences: Death or most severe injuries, total damage
to property

▲▲

Caution!

Potentially dangerous situation

Possible consequences: Severe injuries

▲

Attention!

Possibly dangerous situation

Possible consequences: Slight injuries, possible damage to property

Important! For calling attention to error sources/handling errors

Tip! For tips regarding use and supplementary information

Examples

▲▲▲

Danger!

The flywheel can catch body/limbs so that they are

squashed or hit.
Do not remove the flywheel enclosure. Keep your hands out of the
operating area.

▲

Attention!

Taking the engine/components into operation without

prior running in can lead to damage on components.
Proceed according to instructions, also run in again after an extended
period of low--load operation.

Characterisation

Danger scale

3.2.5--01 E

10.05

General

6680

04

101/

Safety regulations

3.2.5

Prerequisites

The engine and its system may only be started, operated and stopped by
authorised personnel. The personnel has to be trained for this purpose,
possess complete understanding of the plant and should be aware of the
existing potential dangers.

The personnel must be familiar with the technical documentation of the
plant, in particular the operating manual of the engine and the accessories
required for engine operation. Particular attention must be paid to the re-
spective safety regulations.

It is advisable resp. required by supervisory authorities to keep a service
log book into which all the essential jobs and deadlines for their perform-
ance, the operating results and special events are entered. The purpose of
this log book is that in the event of a change in personnel the successors
are in a position to duly continue operation using this data log. Moreover,
the log book permits to derive a certain trend analysis and to trace back
faults in operation.

The regulations for accident prevention valid for the plant should be ob-
served during engine operation as well as during maintenance and over-
haul work. It is advisable to post those regulations conspicuously in the
engine room and to stress the danger of accidents over and over again.

The following advice covers the measures against moving of running gear
parts and general precautions for work/occurrences on the engine, its
neighbouring systems and in the engine room. It does not claim to be
complete. Safety requirements mentioned in other passages of the techni-
cal documentation are valid supplementarily and are to be observed in the
same way.

Secure the crankshaft and components connected to it against moving

Before starting work in the crankcase or on components that move when
the crankshaft is turning, it must be ensured that the crankshaft cannot be
rotated/the engine cannot be started.

▲▲▲

Danger!

Ignoring this means danger to life!

Unintentional turning of the crankshaft and thus movement of the con-
nected components may be caused:

-

in marine propulsion plants by the vessel in operation or when the
vessel is at standstill due to the flow of water against the propeller,

-

in gensets by maloperation when the mains voltage is applied,

-

by unintentional or negligent starting of the engine,

-

by unintentional or negligent actuation of the engine turning device
(turning gear).

The following protective measures are to be taken:

Personnel

Technical documentation

Service log book

Regulations for accident pre-
vention

Following advice

Causes

Precautions

3.2.5--01 E

10.05

General

6680

04

102/

-

Close the shut-off valves of the starting and control air vessels/secure
them against opening. Open the drain cocks in the air pipes/at the
filters. Open the relief cock at the main starting valve,

-

Engage the engine turning device, secure against actuation.

▲

Attention!

In double and multi-engine plants the engine turning

device must no be used as locking brake when the second engine is
running!

The resistance of the engine turning device is not sufficient to reliably pre-
vent the crankshaft from turning. When the turning device is engaged, only
the start-up is electrically blocked and the control air supply to the main
starting valve is interrupted.

-

Mount a warning sign to the operating devices permitting a start-up of
the engine.

-

For gensets and shaft generators: Secure the generator switch (es-
pecially of asynchronous generators) against switching-on. Mount a
warning sign. As far as possible the safeguards/safeguarding elements
are to be opened in additon.

-

For main marine engines with variable-pitch propeller:
Pitch of the engine at standstill to be set to zero-thrust, not to zero.

-

For single-engine plants with fixed-pitch or variable-pitch propeller:
The above-mentioned measures are to be carried out. Further precau-
tions are not required.

-

For multi-engine plants with reduction gearbox/es, when work is carried
out on one engine while the other engine is running:

J

When using flexible couplings their rubber elements have to be re-
moved.

J

When using flexible couplings with intermediate rings the latter have to
be removed; the resulting free space must by no means be bridged.
Coupling parts becoming loose as a result have to be supported if re-
quired.

J

When using clutch-type couplings between the engine and the gearbox
these have to be removed completely. Switching off/opening of the
coupling, as well as shutting off the switching medium compressed air/
oil is not sufficient.

J

When using clutch-type couplings in the gearbox the flexible couplings
have to be partly disassembled in accordance with the first two points.

-

For engines with mechanical dredger pump drive on which work at the
dredger pump gearbox or at the dredger pump is carried out during en-
gine operation, measures have to be taken which are in accordance
with the above-mentioned points.

Precautions in case other work is being done on the engine

Crankcase doors must not be opened prior to ten minutes after an alarm/
engine stop, due to excessive bearing temperatures or oil vapour con-
centration.

▲

Attention!

Danger of explosion due to atmospheric oxygen enter-

ing, because overheated components and operating media in their
environment may be at ignition temperatures.

Before opening pipes, flanges, screwed connections or fittings, check if
the system is depressurized/emptied.

▲

Attention!

Disregarding this means: risk of burns when hot

fluids are involved, fire hazard in case fuel escapes, injuries caused
by flung-out screw plugs or similar objects when loosening same
under pressure.

Opening of crankcase doors

Opening of pipes/pressure
vessels

3.2.5--01 E

10.05

General

6680

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103/

In case of disassembly, all pipes to be reinstalled, especially those for fuel
oil, lube oil and air, are to be carefully closed. New pipes to be fitted are to
be checked whether clean, and flushed if necessary. It must be avoided by
any means that any foreign matter gets into the system. In case of pro-
longed storage, all parts involved have to be subjected to preservation
treatment.

When using hydraulic tensioning tools, observe the particular safety re-
gulations in work card 000.33.

▲

Attention!

Disregarding this means: danger of injuries by needle-

like or razor-edged jets of hydraulic oil (which may perforate the
hand), or by tool fragments flung about in case of fractured bolts.

When removing or detaching heavy engine components it is imperative to
ensure that the transportation equipment is in perfect condition and has
the adequate capacity of carrying the load. The place selected for deposit-
ing must also have the appropriate carrying capacity. This is not always
the case with platforms, staircase landings or gratings.

For releasing compression springs, use the devices provided (refer to the
work cards that apply).

▲

Attention!

Disregarding this means: danger of injuries by

suddenly released spring forces/components.

Following assembly work, check whether all the coverings over moving
parts and laggings over hot parts have been mounted in place again. En-
gine operation with coverings removed is only permissible in special
cases, e.g. if the valve rotator is to be checked for proper performance.

▲

Attention!

Disregardig this means: risk of fire. Loose clothing

and long hair might get entangled. Spontaneous supporting against
moving parts when loosing ones balance may result in serious in-
jury.

Self-locking hexagon nuts are to be used once only.
After they have been used for assembly, they must be replaced by new
self-locking hexagon nuts.

When using cleaning agents, the suppliers instructions with respect to use,
potential risks and disposal are to be observed.

▲

Attention!

Disregarding this means: danger of caustic skin and

eye injury, and also of the respiratory tract if vapours are produced.

▲

Attention!

Using Diesel fuel for cleaning purposes involves the

risk of fire or even explosion. Otto fuel (petrol) or chlorinated hydro-
carbons must not be used for cleaning purposes.

▲

Attention!

Anti-corrosion agents may contain inflammable sol-

vents which, in closed spaces, may form explosive mixtures (see
work card 000.14).

When using high-pressure cleaning equipment, be careful to apply it
properly. Shaft ends including ones with lip seal rings, controllers, splash
water protected monitoring equipment, cable entries and sound/heat insu-
lating parts covered by water-permeable materials have to be appropri-
ately covered or excluded from high-pressure cleaning.

Disassembling/assembling
pipelines

Use of hydraulic tensioning
tools

Removing/detaching heavy
engine components

Releasing compression springs

Coverings

Use of self-locking hexagon nuts

Use of cleaning agents

Use of anti-corrosion agents

Use of high-pressure cleaning
equipment

3.2.5--01 E

10.05

General

6680

04

104/

Other precautions

In case of speed governor or overspeed governor failure, the engine has
to be stopped immediately. Engine operation with the speed governor
and/or overspeed governor failing can only be tolerated in emergency situ-
ations and is the operator’s responsibility.

▲▲▲

Danger!

If the speed governor/overspeed governor is defec-

tive, a sudden drop in engine loading upon separation of the drive
connection or de-excitation of the generator will result in inadmis-
sible engine overspeed causing the rupturing of running gear com-
ponents or destruction of the driven machine.

Work on the alarm and safety system (electric/pneumatic/hydraulic) may
only be done by certified, qualified personnel. Moreover, it is imperative to
subject the alarm and safety system to a comprehensive, complete oper-
ational test after this work has been carried out, particularly if overhauled
or new spare parts were installed. This operational test must ensure
that the entire signal path has been checked! Particular attention is
to be paid to the emergency-stop functions of the engine!

The use of fuel and lube oils involves an inherent fire hazard in the engine
room. Fuel and lube oil pipes must not be installed in the vicinity of un-
lagged, hot engine components (exhaust pipe, turbocharger). After carry-
ing out overhaul work on exhaust gas pipes and turbochargers, all insula-
tions and coverings must be carefully refitted completely. The tightness of
all fuel oil and oil pipes should be checked regularly. Leaks are to be elim-
inated immediately.

Fire extinguishing equipment must be available and is to be inspected peri-
odically.

In case of fire, the supply of fuel and lube oil must be stopped immediately
(stop the engine, stop the delivery pumps, shut the valves), and the fire
must be attempted to be extinguished using the portable fire-fighting
equipment. Should these attempts be without success, or if the engine
room is no longer accessible, all openings are to be locked, thus cutting off
the admission of air to quench the fire. It is a prerequisite for success that
all openings are efficiently sealed (doors, skylights, ventilators, chimney as
far as possible). Fuel oil requires much oxygen for combustion, and iso-
lating the source of fire from air is one of the most effective measures of
fighting the fire.

▲▲▲

Danger!

Carbon dioxide fire extinguishing equipment must

not be used until it has been definitely ensured that no one is left in
the engine room. Ignoring this means danger of life!

The engine room temperatures should not drop below +5

ƒ

C. Should the

temperature drop below this value, the cooling water spaces must be emp-
tied unless anti-freeze has been added to the cooling water. Otherwise,
material cracks/damage to components might occur due to freezing.

Failure of the speed governor/
overspeed governor

Maintenance and repair work on
the alarm and safety system

Fire hazard

Temperature in the engine room

3.3--01 E

07.97

6682

01

101/

Operating media

3.3

3.1

Prerequisites

3.2

Safety regulations

3.3

Operating media

3.4

Engine operation I - Starting the engine

3.5

Engine operation II - Control the operating data

3.6

Engine operation III - Operating faults

3.7

Engine operation IV - Engine shut- down

3.3.2--01 E

03.04

General

6680

02

101/

Quality requirements
for Marine Diesel Fuel (MDO)

3.3.2

Marine Diesel Oil

Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel.

Marine Diesel Oil (MDO) is offered as heavy distillate (designation ISO-F-
DMB) or as a blend of distillate and small amounts of residual oil (designa-
tion ISO-F-DMC) exclusively for marine applications. The commonly used
term for the blend, which is of dark brown to black colour, is Blended
MDO. MDO is produced from crude oil and must be free from organic
acids.

Specification

The usability of a fuel depends upon the engine design and available
cleaning facilities as well as on the conformity of the characteristic values
with those listed in the table below which refer to the condition on delivery.

The characteristic values have been established on the basis of
ISO 8217-1996 and CIMAC-2003. The characteristic values are based on
the test methods specified.

Properties/feature

Unit

Test method

Characteristic value

Specification ISO-F

DMB

DMC

Density

at 15

ƒ

C

kg/m

3

ISO 3675

900

920

Cinematic viscosity

at 40

ƒ

C

mm

2

/s



cSt

ISO 3104

>2.5

<11

>4

<14

Pour Point

winter quality

ƒ

C

ISO 3016

<0

<0

summer quality

ƒ

C

<6

<6

Flash point

Pensky Martens

ƒ

C

ISO 2719

>60

>60

Total content of sediments

% by weight

ISO CD 10307

0.10

0.10

Water content

% by volume

ISO 3733

<0.3

<0.3

Sulphur content

% by weight

ISO 8754

<2.0

<2.0

Ash content

% by weight

ISO 6245

<0.01

<0.03

Coke residue (MCR)

% by weight

ISO CD 10370

<0.30

<2.5

Cetane number

-

ISO 5165

>35

>35

Copper-strip test

-

ISO 2160

<1

<1

Vanadium content

mg/kg

DIN 51790T2

0

<100

Content of aluminium and silicon

mg/kg

ISO CD 10478

0

<25

Visual inspection

-

*

-

Other designations

Origine

3.3.2--01 E

03.04

General

6680

02

102/

Properties/feature

Characteristic value

Test method

Unit

Other specifications:

British Standard BS MA 100 -1987

Class M2

Class M3

ASTM D 975

2D

4D

ASTM D 396

No. 2

No. 4

*

With good illumination and at room temperature, appearance of the fuel should be clear and transparent.

Table 1. Marine Diesel Oil (MDO) - characteristic values to be adhered to

Supplementary information

At transshipment facilities and in transit MDO is handled like residual oil.
Thus, there is the possibility of oil being mixed with high-viscosity fuel oil or
Interfuel, for example with remainders of such fuels in the bunkering boat,
which may have a considerable adverse effect on the quality.

The fuel shall be free of used lubricating oil (ULO). A fuel shall be con-
sidered to be free of ULO if one or more of the elements Zn, P and Ca are
below the specified limits (Zn: 15 ppm, P: 15 ppm, Ca: 30 ppm).

The Pour Point indicates the temperature at which the oil will refuse to
flow. The lowest temperature the fuel oil may assume in the system, must
be approx. 10

•

C above the pour point so as to ensure it can still be

pumped.

The recommended fuel viscosity at the inlet of the injection pump is
10 ... 14 mm

2

/s.

If Blended MDOs (ISO-F DMC) of differing bunkerings are being mixed,
incompatibility may result in sludge formation in the fuel system, a large
amount of sludge in the separator, clogging of filters, insufficient atomiz-
ation and a large amount of combustion residues. We would therefore rec-
ommend to run the respective fuel storage tank dry, as far as possible,
before bunkering new fuel.

Sea water, in particular, tends to increase corrosion in the fuel oil system
and hot corrosion of exhaust valves and in the turbocharger. It is also the
cause of insufficient atomization and thus poor mixture formation and com-
bustion with a high proportion of combustion residues.

Solid foreign matter increase the mechanical wear and formation of ash in
the cylinder space.

If the engine is mainly run on Blended MDO i.e. ISO-F-DMC, we recom-
mend to provide a centrifugal separator upstream of the fuel oil filter. Sep-
arator throughput 65% with relation to the rated throughput. Separating
temperature 40 to 50

ƒ

C. Solid particles (sand, rust, catalyst fines) and

water can thus largely be removed and the intervals between cleaning of
the filter elements considerably extended.

Investigations

Fuel analyses are carried out in our chemical laboratory for our customers
at cost price. For examination a sample of approx. 1 dm

3

is required.

3.3.3--01 E

11.06

General

6680

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101/

Quality requirements
for heavy fuel oil (HFO)

3.3.3

Prerequisites

MAN Diesel four-stroke engines can be operated on any crude-oil based
heavy fuel oil meeting the requirements listed in Table

2

, provided the

engine and the fuel treatment plant are designed accordingly. In order to
ensure a well-balanced relation between the costs for fuel, spare parts and
maintenance and repair work, we recommend bearing in mind the follow-
ing points.

Heavy fuel oil (HFO)

The quality of the heavy fuel oil is largely determined by the crude oil
grade (provenance) and the refining process applied. This is the reason
why heavy fuel oils of the same viscosity may differ considerably, depend-
ing on the bunker places. Heavy fuel oil normally is a mixture of residue
oil and distillates. The components of the mixture usually come from state-
of-the-art refining processes such as visbreaker or catalytic cracking
plants. These processes may have a negative effect on the stability of the
fuel and on its ignition and combustion properties. In the essence, these
factors also influence the heavy fuel oil treatment and the operating results
of the engine.

Bunker places where heavy fuel oil grades of standardised quality are of-
fered should be given preference. If fuels are supplied by independent
traders, it is to be made sure that these, too, keep to the international
specifications. The responsibility for the choice of appropriate fuels rests
with the engine operator.

Mineral oil companies have internally established specifications for heavy
fuel oils, and experience shows that these specifications are observed
world-wide and are within the limits of international specifications (e.g. ISO
8217, CIMAC, British Standards MA-100). As a rule, the engine builders
expect that fuels satisfying these specifications are being used.

The fuel specifications (see Table

2

) are categorized by viscosity and

grade, and make allowance for the lowest-grade crude oil offered world-
wide and for the most unfavourable refining processes. The specifications
have been coordinated between the International Standard Organisation
(ISO), the British Standards Institute (BSI), the association of engine
builders (CIMAC) and the International Chamber of Shipping (ICS).

The admixing of engine oils (used oils), of non-mineral oil constituents
(such as coal oil) and of residual products from refining or other processes
(such as solvents) is prohibited. The reasons are, for example: the
abrasive and corrosive effects, the adverse combustion properties, a poor
compatibility with mineral oils and, last but not least, the negative
environmental effects. The order letter for the fuel should expressly
mention what is prohibited, as this constraint has not yet been
incorporated in the commonly applied fuel specifications.

The admixing of engine oil (used oil) to the fuel involves a substantial
danger because the lube oil additives have an emulsifying effect and keep

Provenance/refining process

Specifications

Blends

3.3.3--01 E

11.06

General

6680

09

102/

dirt, water and catfines finely suspended. Therefore, they impede or pre-
clude the necessary cleaning of the fuel. We ourselves and others have
made the experience that severe damage induced by wear may occur to
the engine and turbocharger components as a result.

A fuel shall be considered to be free of used lubricating oil if one or more
of the elements Zn, P and Ca are below the specified limits (Zn: 15 ppm,
P: 15 ppm, Ca: 30 ppm).

The admixing of chemical waste materials (such as solvents) to the fuel is
for reasons of environmental protection prohibited by resolution of the IMO
Marine Environment Protection Committee of 1 Jan. 92.

Leaked oil tanks in which leaked oil and residue pipes as well as overflow
pipes of the lube oil system, in particular, end must not have any connec-
tion to fuel tanks. Leaked oil tanks are to be emptied into sludge tanks.

Specifications

For the usability of fuels of certain specifications, Table

1

is valid. In

Table

2

, the limit values to be complied with in each case are stated.

Fuel oil specification

CIMAC 2003

A30

B30/C10

D80

E/F180 G/H/K380

--

H/K700

BS MA-100

M4

M5

M7

8/9

M8/--

M9/--

ISO F-RM

A10

B/C10

D15

E/F25

G/H/K35

H/K45

H/K55

Usability for engine types

Engine type

20/27

23/30

25/30

28/32

Marine main engines and stationary
engines
Marine auxiliary engines

Engine type 16/24 21/31

27/38

32/36

32/40

40/45

40/54

48/60

52/55

58/64

All engines

Table 1. Usability of fuels with respect to engine types

Legend for Table 1

Fuel can be used without consultation

Fuel can be used after consulting MAN Diesel SE. Consulta-
tion is necessary if the fuel exceeds the specified limit values.

Leaked oil tanks

3.3.3--01 E

11.06

General

6680

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103/

Fuel specification

CIMAC 2003

A30

B30

D80

E/F180 G/H/K350

--

H/K700

See

BS MA-100

M4

M5

M7

8/9

M8/--

M9/--

See

item

ISO F-RM

A10

B/C10

D15

E/F25

G/H/K35

H/K45

H/K55

+

Fuel-system related characteristic values

Viscosity (at 50

E

C)

mm

2/

s

( St)

max

40

40

80

180

380

500

700

2

Viscosity (at 100

E

C)

(cSt)

max

10

10

15

25

35

45

55

2

Density (at 15

E

C)

g/ml

max

0.975 0.981 0.985

0.991/1.010

3

Flash point

E

C

min

60

4

Pour point (summer)

E

C

max

6

24

30

30

5/6

Pour point (winter)

max

0

24

30

30

5/6

Engine-related characteristic values

Carbon residues (Conrad-
son

% wt.

max

10

10/14

14

15/20

18/22

22

22

7

Sulphur

% wt.

max

3.5

3.5

4

5

5

9

Ash

% wt.

max

0.10

0.15

0.20

3

Vanadium

mg/kg

max

150

150/

300

350

200/

500

300/

600

600

3

Water

% vol.

max

0.5

0.5

0.8

1

1

1

1

3

Sediment (potential)

% wt.

max

0.1

Supplementary characteristic values

Aluminium + Silizium

mg/kg

max

80

3

Asphaltenes

% wt.

max

2/3 of the carbon residues (Conradson)

7

Sodium

mg/kg

Sodium

1/3 vanadium, sodium

100

3

Cetane number of low-viscosity constituent min. 35

8

Fuel free of admixtures not based on mineral oil, such as coal oils or vegetable oils;
Free of tar oil and lubricating oil (used oil).

Table 2. Fuel oil specifications and associated characteristic values (as bunkered)

Legend to Table 2



Refer to supplementary remarks in Section ...

The heavy fuel oils ISO F-RMK 35/45/55, with a maximum density of
1010 kg/m



, can only be used if appropriate modern separators are available.

In the fuel ordering form, the limit values as per Table

2

, which have an

influence on the engine operation, should be specified, for example in the
bunkering or charter clause. Please note the entries in the last column of
Table

2

, because they provide important background information.

Important! The characteristic data of the fuel oil as stated in analy-

sis results is not sufficient for estimating the combustion properties of the
fuel oil. This means that service results depend on oil properties which
cannot be known beforehand. This especially applies to the tendency of
the oil to form deposits in the combustion chamber, exhaust gas pipes and
turbines. It may, therefore, be necessary to rule out some oils that cause
difficulties.

Supplementary remarks

The following remarks are thought to outline the relations between heavy
fuel oil grade, heavy fuel oil treatment, engine operation and operating re-
sults.

3.3.3--01 E

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1. Selection of heavy fuel oil

Economic operation on heavy fuel oil with the limit values specified in
Table

2

is possible under normal operating conditions, with properly

working systems and regular maintenance. Otherwise, if these require-
ments are not met, shorter TBO’s (times between overhaul), higher wear
rates and a higher demand in spare parts must be expected. Alternatively,
the necessary maintenance intervals and the operating results expected
determine the decision as to which heavy fuel oil grade should be used.

It is known that as viscosity increases, the price advantage decreases
more and more. It is therefore not always economical to use the highest
viscosity heavy fuel oil, which in numerous cases means the lower quality
grades.

Heavy fuel oils ISO-RMB/C 10 or CIMAC B10 ensure reliable operation of
older engines, which were not designed for the heavy fuel oils that are cur-
rently available on the market. ISO-RMA 10 or CIMAC A30 with a low pour
point should be preferred in cases where the bunker system cannot be
heated.

2. Viscosity/injection viscosity

Heavy fuel oils if having a higher viscosity may be of lower quality. The
maximum permissible viscosity depends on the existing preheating equip-
ment and the separator rating (throughput).

The specified injection viscosity and/or fuel oil temperature upstream of
the engine should be adhered to. Only then will an appropriate atomisation
and proper mixing, and hence a low-residue combustion be possible. Be-
sides, mechanical overloading of the injection system will be prevented.
The specified injection viscosity and/or the necessary fuel oil temperature
upstream of the engine can be seen from the viscosity/temperature dia-
gram.

3. Heavy fuel oil treatment

Trouble-free engine operation depends, to a large extent, on the care
which is given to heavy fuel oil treatment. Particular care should be taken
that inorganic, foreign particles with their strong abrasive effect (catalyst
residues, rust, sand) are effectively separated. It has shown in practice
that with the aluminium content > 10 mg/kg abrasive wear in the engine
strongly increases.

The higher the viscosity of the heavy fuel oil, the higher will the density
and the foreign matter concentration be, according to our experience. The
viscosity and density will influence the cleaning effect, which has to be
taken into consideration when designing and setting the the cleaning
equipment.

The heavy fuel oil is precleaned in the settling tank. This precleaning is all
the more effective the longer the fuel remains in the tank and the lower the
viscosity of the heavy fuel oil is (maximum preheating temperature 75

•

C to

prevent formation of asphalt in the heavy fuel oil). One settling tank will
generally be sufficient for heavy fuel oil viscosities below 380 mm

2

/s at

50

•

C. If the concentration of foreign matter in the heavy fuel oil is excess-

ive, or if a grade according to ISO-F-RM G/H/K35, H/K45 or H/K55 is pre-
ferred, two settling tanks will be required, each of which must be ad-
equately rated to ensure trouble-free settling within a period of not less
than 24 hours. Prior to separating the content into the service tank, the
water and sludge have to be drained from the settling tank.

A centrifugal separator is a suitable device for extracting material of higher
specific gravity, such as water, foreign particles and sludge. The
separators must be of the self-cleaning type (i.e. with automatically
induced cleaning intervals).

Settling tank

Separators

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Separators of the new generation are to be used exclusively; they are fully
efficient over a large density range without requiring any switchover, and
are capable of separating water up to a heavy fuel oil density of 1.01 g/ml
at 15

•

C.

Table

3

shows the demands made on the separator. These are limit va-

lues which the manufacturers of these separators take as a basis and
which they also guarantee.

The manufacturers’ specifications have to be adhered to in order to
achieve an optimum cleaning effect.

Marine and stationary appli-

cation:
Connected in parallel

1 separator for

100% throughput

1 separator (standby) for

100% throughput

Figure 1. Heavy fuel oil cleaning/separator arrangement

Layout of the separators is to be in accordance with the latest recommen-
dations of the separator manufacturers, Alfa Laval and Westfalia. In par-
ticular, the density and viscosity of the heavy fuel oil are to be taken into
consideration. Consulting MAN Diesel SE is required if other makes of
separators come up for discussion.

If the cleaning treatment prescribed by MAN Diesel SE is applied, and if
the correct separators are selected, it can be expected that the results
given in Table

3

below for water and inorganic, foreign particles in the

heavy fuel oil are reached at the entry into the engine.

The results obtained in practical operation reveal that adherence to the
above values helps to particularly keep abrasive wear in the injection sys-
tem and in the engine within acceptable limits. Besides, optimal lube oil
treatment must be ensured.

Definition

Particle size

Quantity

Inorganic foreign particles
(incl. catalyst residues)

< 5

³

m

< 20 mg/kg (Al+Si content < 15 mg/kg)

Water

----

< 0.2% by volume

Table 3. Obtainable contents of foreign matter and water (after separation)

Attention is to be paid to very thorough water separation, since the water
is not a finely distributed emulsion but in the form of adversely large
droplets. Water in this form promotes corrosion and sludge formation also
in the fuel system, which has an adverse effect on the delivery and atom-
isation and thus also on the combustion of the heavy fuel oil. If the water
involved is sea water, harmful sodium chloride and other salts dissolved in
the water will enter the engine.

The water-containing sludge must be removed from the settling tank prior
to each separating process, and at regular intervals from the service tank.
The venting system of the tanks must be designed in such a way that con-
densate cannot flow back into the tanks.

Water

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Should the vanadium/sodium ratio be unfavourable, the melting tempera-
ture of the heavy fuel oil ash may drop into the range of the exhaust valve
temperature which will result in high-temperature corrosion. By precleaning
the heavy fuel oil in the settling tank and in the centrifugal separators, the
water, and with it the water-soluble sodium compounds can be largely re-
moved.

If the sodium content is lower than 30% of the vanadium content, the risk
of high-temperature corrosion will be small. It must also be prevented that
sodium in the form of sea water enters the engine together with the intake
air.

If the sodium content is higher than 100 mg/kg, an increase of salt de-
posits is to be expected in the combustion chamber and in the exhaust
system. This condition will have an adverse effect on engine operation
(among others, due to surging of the turbocharger). In the case of engines
with PTO, the content of sodium has to be limited to 50 mg/kg.

Under certain conditions, high-temperature corrosion may be prevented by
a fuel additive that raises the melting temperature of the heavy fuel oil ash
(also refer to item 12).

Heavy fuel oils with a high ash content in the form of foreign particles such
as sand, corrosion and catalyst residues, promote the mechanical wear in
the engine. There may be catalyst fines (catfines) in heavy fuel oils coming
from catalytic cracking processes. In most cases, these catfines will be
aluminium silicate, which causes high wear in the injection system and in
the engine. The aluminium content found multiplied by 5-8 (depending on
the catalyst composition) will approximately correspond to the content of
catalyst materials in the heavy fuel oil.

If a homogenizer is used, it must not be installed between the settling tank
and the separator on any account, since in that case, harmful contam-
inants, and in particular seawater, cannot be separated out sufficiently.

4. Flash point (ASTMD-93)

National and international regulations for transport, storage and application
of fuels must be adhered to in respect of the flash point. Generally, a flash
point of above 60

•

C is specified for fuels used in Diesel engines.

5. Low temperature behaviour (ASTM D-97)

The pour point is the temperature at which the fuel is no longer fluid
(pumpable). Since many of the low-viscosity heavy fuel oils have a pour
point greater than 0

•

C, too, the bunkering system has to be preheated un-

less fuel in accordance with CIMAC A30 is used. The entire bunkering
system should be designed so as to permit preheating of the heavy fuel oil
to approx. 10

•

C above the pour point. For filter clogging, the cloud point is

of interest.

Vanadium/sodium

Ash

Homogenizer

Pourpoint

Cloudpoint

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6. Pumpability

Difficulties will be experienced with pumping if the fuel oil has a viscosity
higher than 1000 mm

2

/s (cSt) or a temperature less than approx. 10

•

C

above the pour point. Please also refer to item 5.

7. Combustion properties

An asphalt content higher than 2/3 of the carbon residue (Conradson) may
lead to delayed combustion, which results in increased residue formation,
such as deposits on and in the injection nozzles, increased smoke forma-
tion, reduced power and increased fuel consumption, as well as a rapid
rise of the ignition pressure and combustion close to the cylinder wall
(thermal overloading of the lube oil film). If the ratio of asphaltenes to car-
bon residues reaches the limit value of 0.66, and the asphaltene content
also exceeds 8%, additional analyses of the heavy fuel oil concerned by
means of thermagravimetric analysis (TGA) must be performed by MAN
Diesel to evaluate the usability. This tendency will also be promoted by the
blend constituents of the heavy fuel oil being incompatible, or by different
and incompatible bunkerings being mixed together. As a result, there is an
increased separation of asphalt (see also item 10).

8. Ignition quality

Cracked products which nowadays are preferred as low-viscosity blend
constituents of the heavy fuel oil in order to achieve the specified refer-
ence viscosity may have poor ignition qualities. The cetane number of
these constituents has to be higher than 35. An increased aromatics con-
tent (above 35%) also leads to a decrease in ignition quality.

Fuel oils of insufficient ignition qualities will show extended ignition lag and
delayed combustion, which may lead to thermal overloading of the oil film
on the cylinder liner and excessive pressures in the cylinder. Ignition lag
and the resultant pressure rise in the cylinder are also influenced by the
final temperature and pressure of compression, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.

Preheating of the charge-air in the part-load range and output reduction for
a limited period of time are possible measures to reduce detrimental in-
fluences of fuel of poor ignition qualities. More effective, however, are a
high compression ratio and the in-service matching of the injection system
to the ignition qualities of the fuel oil used, as is the case in MAN Diesel
trunk piston engines.

The ignition quality is an essential characteristic of the fuel. The reason
why it does not appear in the international specifications is the absence of
a standardised testing method. Therefore, parameters such as the Calcu-
lated Carbon Aromaticity Index (CCAI) are resorted to as an aid, which are
derived from determinable fuel characteristics. We have found this to be
an appropriate method of roughly assessing the ignition quality of the
heavy fuel oil used.

A test instrument utilising a constant-volume combustion technology (FIA
fuel ignition analyser) has been developed and is currently being evaluated
at a number of testing laboratories.
The ignition quality of a fuel is determined as an ignition delay in the instru-
ment that is converted to an instrument-related cetan number (FIA-CN).
It has been observed that fuels with a low FIA cetan number could, in
some cases, lead to operational problems.

As the fluid constituent in the heavy fuel oil is the determining factor for its
ignition quality and the viscous constituent is decisive for the combustion
quality, it is the responsibility of the bunkering company to supply a heavy
fuel oil grade of quality matched to the Diesel engine. Please refer to Fig-
ure

2

.

3.3.3--01 E

11.06

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V Viscosity, mm

2

/s (cSt)

at 50

ƒ

C

D Density, kg/m

3

at 15

ƒ

C

CCAI Calculated Carbon

Aromaticity Index

A Normal operating

conditions

B Difficulties may be

encountered

C Problems encountered

may increase up to
engine damage after a
short time of operation

1 Engine type
2 The combining straight

line across density and
viscosity of a heavy
fuel oil results in CCAI.

Figure 2. Nomogram for the determination of CCAI -
Assignment of CCAI ranges to engine types

CCAI can also be calculated with the aid of the following formula:

CCAI = D -- 141 log log (V+0.85) -- 81.

9. Sulphuric acid corrosion

The engine should be operated at the cooling water temperatures speci-
fied in the operating manual for the respective load. If the temperature of
the component surface exposed to the acidic combustion gases is below
the acid dew point, acid corrosion can no longer be sufficiently prevented
even by an alcaline lubricating oil.

If the lube oil quality and engine cooling meet the respective requirements,
the BN values given in Sheet 3.3.6 will be adequate, depending on the
sulphur content of the heavy fuel oil.

10. Compatibility

The supplier has to guarantee that the heavy fuel oil remains homogenous
and stable even after the usual period of storage. If different bunker oils
are mixed, separation may occur which results in sludge formation in the
fuel system, large quantities of sludge in the separator, clogging of filters,
insufficient atomisation and high-residue combustion.

In such cases, one refers to incompatibility or instability. The heavy fuel oil
storage tanks should therefore be emptied as far as possible prior to re-
bunkering in order to preclude incompatibility.

3.3.3--01 E

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11. Blending heavy fuel oil

If, for instance, heavy fuel for the main engine and gas oil (MGO) are
blended to achieve the heavy fuel oil quality or viscosity specified for the
auxiliary engines, it is essential that the constituents are compatible (refer
to item 10).

12. Additives to heavy fuel oils

MAN Diesel engines can be economically operated without additives. It is
up to the customer to decide whether or not the use of an additive would
be advantageous. The additive supplier must warrant that the product
used will have no harmful effects on engine operation.

The use of fuel additives during the guarantee period is rejected as a
matter of principle.

Additives currently in use for Diesel engines are listed below together with
their effect on engine operation:

Pre-combustion

:

Dispersants/stabilizers

:

Emulsion breakers

:

Biocides

Combustion

:

Combustion catalysts
(fuel economy, emissions)

Post-combustion

:

Ash modifier (hot corrosion)

:

Carbon remover (exhaust system)

Table 4. Additives to heavy fuel oils - Classification/effects

Examinations

To be able to check, if required, as to whether the specification indicated
and/or the stipulated delivery conditions have been complied with, we rec-
ommend a minimum of one sample of each bunker fuel to be retained, at
least during the guarantee period for the engine. In order to ensure that
the sample is representative for the oil bunkered, a sample should be
drawn from the transfer pipe at the start, at half the time and at the end of
the bunkering period. “Sample Tec”, supplied by Messrs Mar-Tec, Ham-
burg is a suitable instrument for taking samples continuously during the
bunkering.

The samples received from the bunkering company are frequently not
identical with the heavy fuel oil bunkered. It is also appropriate to verify the
characteristic values stated in the bunker papers for the heavy fuel oil
such as, e.g., with regard to density, viscosity, pour point. If these values
should deviate from those of the heavy fuel oil bunkered, one runs the risk
that the heavy fuel oil separator and the preheating temperature are not
set correctly for the given injection viscosity. The characteristic values of
heavy fuel oil and lubricating oil which are relevant for an economic engine
operation can be determined by means of the “MAN Diesel Fuel and Lub
Analysis set”.

Our department for fuels and lube oils (Augsburg Works, Department QC)
will be glad to furnish further information if required.

Sampling

Analysing samples

3.3.4--01 E

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Viscosity/Temperature diagram
for fuel oils

3.3.4

Figure 1. Viscosity/temperature diagram for fuel oils

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Explanations to the viscosity/temperature diagram

The diagram (Figure

1

) shows the fuel temperatures on the horizontal

and the viscosities on the vertical scales. The diagonal lines correspond to
the viscosity-temperature curve of fuels with different reference viscosity.
The vertical viscosity scales in mm

2

/s = c

St

apply to 40

•

C, 50

•

C or 100

•

C.

Determination of the viscosity-temperature curve and the preheating temperature required

A vertical line is drawn starting from a reference temperature of 50

•

C and

a horizontal line (a) starting from a viscosity of 180 mm

2

/s. From the point

of intersection of both these lines, a line is drawn parallel to the diagonals
entered in the diagram (b). This line represents the viscosity-temperature
line of a heavy fuel oil with 180 mm

2

/s at 50

•

C.

This permits the preheating temperature to be determined for the specified
injection viscosity. Keeping to the example chosen, the values below refer
to a heavy fuel oil of 180 mm

2

/s at 50

•

C.

Specified injection viscosity
mm

2

/s

Required heavy fuel oil
temperature before engine inlet*

ƒ

C

minimum 12

126 (line c)

maximum 14

119 (line d)

*

The temperature drop after the preheater up to the fuel injection pump is not covered by

these figures (max. admissible 4

ƒ

C).

Table 1. Determination of the heavy fuel oil temperature as a function of viscosity
(example)

A heavy fuel oil of 180 mm

2

/s at 50

•

C reaches a viscosity of 1000 mm

2

/s

at 24

•

C (line e) which is the max. permissible viscosity with respect to the

pumpability of the fuel.

Fuel oil preheating/pumpability

Using a state-of-the-art final preheater a heavy fuel oil outlet temperature
of 152

•

C will be obtained at 8 bar saturated steam. Higher temperatures

involve the risk of increased residue formation in the preheater, resulting in
a reduction of the heating power and thermal overloading of the heavy fuel
oil. This causes new asphalt to form, i.e. a deterioration of quality.

The fuel pipes from the final preheater outlet up to the injection valve must
be insulated adequately ensuring that a temperature drop will be limited to
max. 4

•

C. Only then can the prescribed injection viscosity of max.

14 mm

2

/s be achieved with a heavy fuel oil of a reference viscosity of 700

mm

2

/s = c

St

/50

•

C (representing the maximum viscosity of international

specifications such as ISO, CIMAC or British Standard). If a heavy fuel oil
of a lower reference viscosity is used, an injection viscosity of 12 mm

2

/s

should be aimed at, ensuring improved heavy fuel oil atomisation, and
consequently a heavy fuel oil combustion in the engine with less residues.

The transfer pump is to be rated for a heavy fuel oil viscosity of up to
1000 mm

2

/s. The pumpability of the heavy fuel oil also depends on the

pour point. The design of the bunkering system must permit heating up of
the fuel oil to approx. 10

•

C above its pour point.

Example: Heavy fuel oil of
180 mm

2

/s at 50

ƒ

C

HFO temperature

Injection viscosity

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Temperatures/viscosity for operation on gas oil (MGO) or Diesel fuel oil (MDO)

Gas oil or Diesel oil (Marine Diesel fuel) must neither show a too low
viscosity or a higher viscosity than that specified for the fuel oil as entering
the injection pump. With a too low viscosity, insufficient lubricity may cause
the seizure of the pump plungers or the nozzle needles. This can be
avoided if the fuel temperature is kept to

-

max. 60

•

C for Marine Diesel Fuel operation and

-

max. 50

•

C for gas oil operation

Therefoe a fuel oil cooler has to be installed. In case of fuel viscosities
< 2.5 mm

2

/s, consultation with the technical department of MAN Diesel SE

in Augsburg is required.

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Quality requirements
for lube oil

3.3.6

Lube oil for heavy fuel oil operation (HFO)

The specific power output offered by today’s Diesel engines and the use of
fuels which more and more often approach the acceptable limit in quality
increase the requirements placed on the lube oil and make it imperative
that the lube oil is chosen carefully. Medium-alkaline lube oils have proven
to be suitable for lubricating the running gear, the cylinders, the turbo-
charger and for cooling of the pistons. Medium-alkaline oils contain addi-
tives which, amongst other things, provide them with a higher neutralisa-
tion capacity than doped (HD) engine oils have.

No international specifications exist for medium-alkaline lube oils. An ad-
equately long trial operation in compliance with the manufacturer’s instruc-
tions is therefore necessary before a general release is possible.

Only lube oils, which have been released by MAN B&W, are to be used.
These are listed in Table

4

.

Requirements

The base oil (medium-alkaline lube oil = base oil + additives) must be a
narrow distillation cut and must be refined in accordance with modern pro-
cedures. Brightstocks, if contained, must neither adversely affect the ther-
mal nor the oxidation stability.

The base oil must meet the limit values of the following Table, particularly
as concerns its aging stability.

Properties/characteristics

Unit

Test method

Characteristic values

Structure

--

--

preferably paraffin-basic

Behaviour in cold, still flowing

ƒ

C

ASTM-D2500

-15

Flash point (as per Cleveland)

ƒ

C

ASTM-D92

> 200

Ash content (oxide ash)

Weight %

ASTM-D482

< 0.02

Coke residue (as per Conradson)

Weight %

ASTM-D189

< 0.50

Aging tendency after being heated up to 135

ƒ

C

for 100 hrs

n-heptane insolubles

evaporation loss
drop test (filter paper)

--

Weight %

Weight %

--

MAN-aging

cabinet

ASTM-D4055

or DIN 51592

--

MAN-test

--

< 0.2

< 2

must not allow to recognize

precipitation of resinous or

asphalt-like aging products

Table 1. Lube oil (HFO operation) - characteristic values to be observed

The base oil (medium-alkaline lube oil) with which additives have been
mixed must demonstrate the following properties:

The additives must be dissolved in the oil and must be of such a composi-
tion that an absolute minimum of ash remains as residue after combustion,

Base oil

Medium-alkaline lube oil

Additives

3.3.6--01 E

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even if the engine is run on distillate fuel temporarily. The ash must be
soft. If this prerequisite is not complied with, increased deposits are to be
expected in the combustion chamber, especially on the exhaust valves
and in the inlet housing of the turbochargers. Hard additive ash promotes
pitting on the valve seats, as well as valve blow-by and increased mechan-
ical wear in the cylinder crankcase.

Additives must not promote clogging of the filter elements, neither in their
active nor in their exhausted state.

The detergency must be so high that the build-up of coke and tar-like resi-
dues forming during the combustion of heavy fuel oil is precluded.

The dispersancy must be selected such that commercially available lube-
oil cleaning equipment can remove the detremental contaminations from
the used oil, i.e., the used oil must have good separating and filtering prop-
erties

The Diesel performance (without taking the neutralisation capacity into
consideration) must, at least, comply with MIL-L-2104 D resp. API-CD.

The neutralisation capacity (ASTM-D2896) must be so high that the acidic
products resulting from combustion are neutralised at the lube oil con-
sumption rate that is specific for the engine. The reaction time of the addi-
tives must be matched to the processes in the cylinder crankcase. Hints
concerning the selection of the BN are given in Table

3

.

The tendency to evaporate must be as low as possible, otherwise the oil
consumption is adversely affected.

The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASTM-D 1410 test after one hour. The
foaming behaviour (ASTM-D 892) must meet the following conditions:
after 10 minutes < 20 ml. The lube oil must not contain agents to improve
the viscosity index. Fresh oil must not contain any water or other conta-
minations.

Lube oil selection

Engine

SAE class

Viscosity
mm

2

/s at 40

ƒ

C or 100

ƒ

C

20/27*, 23/30, 28/32

30**

preferably in the upper range

25/30

40

of the SAE class

32/36 through 58/64

40

applicable to the engine

*

Applies to engines with year of manufacture from 1985. For engines delivered before 01 Jan.
1985, lube oil viscosity as per SAE 40 continues to be valid.

**

If the lube oil is heated to approx. 40

ƒ

C before the engine is started, SAE class 40 can also be

used if necessary (e.g. on account of simplified lube-oil storage).

Table 2. Viscosity (SAE class) of lube oils

Medium-alkaline lube oils having differently high levels of neutralisation
capacity (BN) are available on the market. According to the present-day
state of knowledge, operating conditions to be expected and BN can be
correlated as follows (refer to Table

3

). The operating results will in the

essence be the decisive criterion as to which BN will ensure the most
economic engine operation.

Detergency

Dispersancy

Diesel-Performance

Neutralisation capacity

Evaporation tendency

Further conditions

Neutralisation capacity (BN)

3.3.6--01 E

04.05

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BN (mg KOH/g oil)

Operating conditions



20 -- 25

Marine Diesel Oil (MDO) of poor quality (ISO-F-DMC) or heavy fuel oils
with a low fuel sulphur content (

$

0.5 % by weight).



30

For 32/40, 40/54, 48/60 and 58/64 engines only if the sulphur content of
the fuel is < 1.5 %
For older engines with higher lube oil consumption also if the fuel has a
higher sulphur content.



40

For 32/40, 40/54, 48/60 and 58/64 engines generally if the sulphur con-
tent of the fuel is > 1.5 %
For older engine types if BN 30 is demonstrably inadequate in terms of
wear, residue formation and time between renewal of the oil charge, or if
the sulphur concentration is > 4.0 % by weight.



50

For 32/40, 40/54, 48/60 and 58/64 engines if BN 40 is inadequate in
terms of time between renewal of oil charge (high sulphur content of the
fuel, very low oil consumption).

Table 3. Determining the BN appropriate for operating conditions

In the case of engines with separate cylinder lubrication, the pistons and
the cylinder liner are supplied with lube oil by means of a separate oil
pump. The lube oil supply rate is factory-set to conform to both the quality
of the fuel to be used in service and to the anticipated operating condi-
tions.
A lube oil as specified above is to be used for the cylinder lubrication and
the lubricating circuit.

In case of mechanic-hydraulic governors with separate oil sump, multi-
grade oil 5W-40 is preferably used. If this oil is not available as refill, an oil
15W-40 can be used for once. In this context it is not important, if multi-
grade oils based on synthetic or mineral oil are used. According to the
mineral oil companies they can be mixed in all cases.

The oil quality specified by the manufacturer is to be used for the remain-
ing equipment fitted to the engine.

We strongly advise against subsequently adding additives to the lube oil,
or mixing the different makes (brands) of the lube oil, as the performance
of the carefully matched package of additives, which is suiting itself and
adapted to the base oil, may be upset. Also, the lube oil company (oil
supplier) is no longer responsible for the oil.

Most of the mineral oil companies are in close and permanent consultation
with the engine manufacturers and are, therefore, in a the position to
quote the oil from their own product line that has been approved by the
engine manufacturer for the given application. Independent of this release,
the lube oil manufacturers are in any case responsible for quality and per-
formance of their products. In case of doubt, we are more than willing to
provide you with further information.

Examinations

We carry out the lube oil examinations in our laboratories for our cus-
tomers who need only pay the self-costs (net-costs). A representative
sample of about 1 dm

3

is required for the examination.

Cylinder lube oil

Speed governor

Lube-oil additives

Selection of lube oils/
warranty

3.3.6--01 E

04.05

General

6680

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104/

M

f

t

Base Number (

mgKOH

/

g

)

Manufacturer

20 - 25

30

40

50 - 55

ADNOC

Marine Engine Oil

X424

Marine Engine Oil

X430

Marine Engine Oil

X440

--

AGIP

--

Cladium 300

Cladium 400

--

BP

Energol IC-HFX 204

Energol IC-HFX 304

Energol IC-HFX 404

Energol IC-HFX 504

CASTROL

TLX 204

TLX Plus 204

TLX 304

TLX Plus 304

TLX 404

TLX Plus 404

TLX 504

TLX Plus 504

CEPSA

--

Troncoil 3040 Plus

Troncoil 4040 Plus

Troncoil 5040 Plus

CHEVRON Texaco

(FAMM, Caltex)

Taro 20DP40

Delo 2000 Marine

Oil SAE 40

Taro 30DP40

Delo 3000 Marine

Oil SAE 40

Taro 40XL40

Delo 3400 Marine

Oil SAE 40

Taro 50XL40

DELEK

Delmar 40-24

Delmar 40-30

Delmar 40-40

--

ENGEN

--

Genmarine EO 4030 Genmarine EO 4040

--

ERTOIL

--

Koral 3040 SHF

Koral 4040 SHF

Koral 5040 SHF

ESSO / EXXON

Exxmar 24 TP 40

--

Exxmar 30 TP 40
Exxmar 30 TP 40

Plus

Exxmar 40 TP 40
Exxmar 40 TP 40

Plus

--
--

IRVING

Marine MTX 2040

Marine MXD 3040

Marine MXD 4040

--

MAO MING

--

MMDL 4030

--

--

MOBIL

--
--

Mobilgard 430

Mobilgard M430

Mobilgard 440

Mobilgard M440

--

Mobilgard M50

PETROBRAS

Marbrax CCD-420

Marbrax CCD-430

Marbrax CCD-440

--

REPSOL

Neptuno NT 2040

Neptuno NT 3040

Neptuno NT 4040

--

SHELL

Argina S 40

Argina T 40

Argina X 40

Argina XL 40

TEBOIL

--

Ward S 30 T

Ward S 40 T

--

TOTAL LUBMARINE

Aurelia XL 4025

Aurelia XL 4030

Aurelia XL 4040

Aurelia XL 4055

Table 4. Lubricating oils, which have been released for the use in MAN B&W Diesel four-stroke engines running on heavy fuel
oil

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Quality requirements
for engine cooling water

3.3.7

Preconditions

The engine cooling water, like the fuel and lubricating oil, is a medium
which must be carefully selected, treated and controlled. Otherwise, corro-
sion, erosion and cavitation may occur on the walls of the cooling system
in contact with water and deposits may form. Deposits impair the heat
transfer and may result in thermal overload on the components to be
cooled. The treatment with an anti-corrosion agent has to be effected be-
fore the first commissioning of the plant. During subsequent operations the
concentration specified by the engine manufacturer must always be en-
sured. In particular, this applies if a chemical additive is used.

Requirements

The characteristics of the untreated cooling water must be within the fol-
lowing limits:

Properties/feature

Characteristics

Unit

Type of water

Distillate or freshwater, free from foreign
matter.
The use of the following is prohibited: sea
water, brackish water, river water, brines,
industrial waste water and rain water

--

Total hardness

max 10

•

dH*

pH-value

6.5 -- 8

--

Chloride ion content

max. 50

mg/l**

*) 1

•

dH (German hardness)

10 mg CaO in 1 litre water

17.9 mg CaCO

3

/litre

0.357 mval/litre

0.179 mmol/litre

**)

1 mg/l

1 ppm

Table 1. Cooling water -- characteristics to be adhered to

The MAN Diesel water test kit includes devices permitting, i.a., to deter-
mine the above-mentioned water characteristics in a simple manner. More-
over, the manufacturer of anti-corrosion agents are offering test devices
that are easy to operate. For further information regarding checking the
cooling water condition, please refer to work card 000.07.

Supplementary information

If a distillate (e.g. from the freshwater generator) or fully desalinated water
(ion exchanger) is available, this should preferably be used as engine cool-
ing water. These waters are free from lime and metal salts, i.e. major de-
posits affecting the heat transfer to the cooling water and worsening the
cooling effect cannot form. These waters, however, are more corrosive
than normal hard water since they do not form a thin film of lime on the
walls which provides a temporary protection against corrosion. This is the

Limiting values

Test device

Distillate

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reason why water distillates must be treated with special care and the con-
centration of the additive is to be periodically checked.

The total hardness of the water is composed of temporary and permanent
hardness. It is largely determined by calcium and magnesium salts. The
temporary hardness is determined by the hydrogencarbon content of the
calcium and magnesium salts. The permanent hardness can be deter-
mined from the remaining calcium and magnesium salts (sulphates). The
decisive factor for the formation of calcareous deposits in the cooling sys-
tem is the temporary (carbonate) hardness.

Water with more than 10 dH (German total hardness) must be mixed with
distillate or be softened. A rehardening of excessively soft water is only
necessary to suppress foaming if an emulsifiable anti-corrosion oil is used.

Damage in the cooling water system

Corrosion is an electro-chemical process which can largely be avoided if
the correct water quality is selected and the water in the engine cooling
system is treated carefully.

Flow cavitation may occur in regions of high flow velocity and turbulence.
If the pressure falls below the evaporation pressure, steam bubbles will
form which then collapse in regions of high pressure, thus producing mate-
rial destruction in closely limited regions.

Erosion is a mechanical process involving material abrasion and destruc-
tion of protective films by entrapped solids, especially in regions of exces-
sive flow velocities or pronounced turbulences.

Corrosion fatigue is a damage caused by simultaneous dynamic and cor-
rosive stresses. It may induce crack formation and fast crack propagation
in water-cooled, mechanically stressed components if the cooling water is
not treated correctly.

Treatment of the engine cooling water

The purpose of engine cooling water treatment is to produce a coherent
protective film on the walls of the cooling spaces by the use of anti-corro-
sion agents so as to prevent the above-mentioned damage. A significant
prerequisite for the anti-corrosion agent to develop its full effectivity is that
the untreated water which is used satisfies the requirements mentioned
under point 2.

Protective films can be produced by treating the cooling water with a
chemical anti-corrosion agent or emulsifiable anti-corrosion oil.
Emulsifiable anti-corrosion oils are more and more losing importance
since, on the one hand, their use is heavily restricted by environmental
protection legislation and, on the other hand, the suppliers have, for these
and other reasons, commenced to take these products out of the market.

Treatment with an anti-corrosion agent should be done before the engine
is operated for the first time so as to prevent irreparable initial damage.

▲

Attention!

Operating the engine without cooling water treatment

is prohibited.

Hardness

Corrosion

Flow cavitation

Erosion

Corrosion fatigue

Formation of a protective film

Treatment before operating the
engine for the first time

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Cooling water additives

Only the additives approved by MAN Diesel and listed in the Tables

2

to

5

are permitted to be used. The suppliers are to warrant the effectivity of

the cooling water additive.

A cooling water additive can be approved for use if it has been tested ac-
cording to the latest rules of the Forschungsvereinigung Verbrennungs-
kraftmaschinen (FVV), ”Testing the suitability of coolant additives for cool-
ing liquids of internal combustion engines” (FVV publication R 443/1986).
The test report is to be presented if required. The necessary testing is car-
ried out by Staatliche Materialprüfanstalt, Department Oberflächentechnik,
Grafenstraße 2, 64283 Darmstadt on request.

Additives can only be used in closed circuits where no appreciable con-
sumption occurs except leakage and evaporation losses.

1. Chemical additives

Additives based on sodium nitrite and sodium borate, etc. have given good
results. Galvanised iron pipes or zinc anodes providing cathodic protection
in the cooling systems must not be used. Please note that this kind of cor-
rosion protection, on the one hand, is not required since cooling water
treatment is specified and, on the other hand, considering the cooling wa-
ter temperatures commonly practiced nowadays, it may lead to potential
inversion. If necessary, the pipes must be dezinced.

2. Anti-corrosion oil

This additive is an emulsifiable mineral oil mixed with corrosion inhibitors.
A thin protective oil film which prevents corrosion without obstructing the
transfer of heat and yet preventing calcareous deposits forms on the walls
of the cooling system.

Emulsifiable anti-corrosion oils have nowadays lost importance. For rea-
sons of environmental protection legislation and because of occasionally
occurring emulsion stability problems, they are hardly used any more.

The manufacturer must guarantee the stability of the emulsion with the
water available or has to prove this stability by presenting empirical values
from practical operation. If a completely softened water is used, the possi-
bility of preparing a stable, non-foaming emulsion must be checked in
cooperation with the supplier of the anti-corrosion oil or by the engine user
himself. Where required, adding an anti-foam agent or hardening (see
work card 000.07) is recommended.

Anti-corrosion oil is not suitable if the cooling water may reach tempera-
tures below 0

ƒ

C or above 90

ƒ

C . If so, an anti-freeze or chemical additive

is to be used.

3. Anti-freeze agent

If temperatures below the freezing point of water may be reached in the
engine, in the cooling system or in parts of it, an anti-freeze agent simulta-
neously acting as a corrosion inhibitor must be added to the cooling water.
Otherwise the entire system must be heated.
(Designation for armed forces of Germany: Sy-7025).

Sufficient corrosion protection can be achieved by admixing the products
listed in Table

5

taking care that the specified concentration is observed.

This concentration will prevent freezing down to a temperature of approx.

Permission required

To be used only in closed circuits

3.3.7--01 E

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--22

•

C. The quantity of anti-freeze actually required, however, also de-

pends on the lowest temperature expected at the site.

Anti-freeze agents are generally based on ethylene glycol. A suitable
chemical additive must be admixed if the concentration of the anti-freeze
specified by the manufacturer for a certain application does not suffice to
afford adequate corrosion protection or if, due to less stringent require-
ments with regard to protection from freezing, a lower concentration of
anti-freeze agent is used than would be required to achieve sufficient cor-
rosion protection. The manufacturer must be contacted for information on
the compatibility of the additive with the anti-freeze and the concentration
required. The compatibility of the chemical additives stated in Table

2

with anti-freeze agents based on ethylene glycol is confirmed. Anti-freeze
agents may only be mixed with each other with the supplier’s or manufac-
turer’s consent, even if the composition of these agents is the same.

Prior to the use of an anti-freeze agent, the cooling system is to be
cleaned thoroughly.

If the cooling water is treated with an emulsifiable anti-corrosion oil, no
anti-freeze may be admixed, as otherwise the emulsion is broken and oil
sludge is formed in the cooling system.

For the disposal of cooling water treated with additives, observe the envi-
ronmental protection legislation. For information, contact the suppliers of
the additives.

4. Biocides

If the use of a biocide is inevitable because the cooling water has been
contaminated by bacteria, the following has to be observed:

-

It has to be ensured that the biocide suitable for the particular applica-
tion is used.

-

The biocide must be compatible with the sealing materials used in the
cooling water system; it must not attack them.

-

Neither the biocide nor its decomposition products contain corrosion-
stimulating constituents. Biocides whose decomposition results in
chloride or sulphate ions are not permissible.

-

Biocides due to the use of which the cooling water tends to foam are
not permissible.

Prerequisites for efficient use of an anti-corrosion agent

1. Clean cooling system

Before starting the engine for the first time and after repairs to the piping
system, it must be ensured that the pipes, tanks, coolers and other equip-
ment outside the engine are free from rust and other deposits because dirt
will considerably reduce the efficiency of the additive. The entire system
has therefore to be flushed using an appropriate cleaning agent with the
engine shut down (refer to work cards 000.03 and 000.08).

Loose solid particles, in particular, have to be removed from the circuit by
intense flushing because otherwise erosion may occur at points of high
flow velocities.

The agent used for cleaning must not attack the materials and the seal-
ants in the cooling system. This work is in many cases done by the sup-
plier of the cooling water additive, at least the supplier can make available
the suitable products for this purpose. If this work is done by the engine
user it is advisable to make use of the services of an expert of the cleaning

3.3.7--01 E

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agent supplier. The cooling system is to be flushed thoroughly after clean-
ing. The engine cooling water is to be treated with an anti-corrosion agent
immediately afterwards. After restarting the engine, the cleaned system
has to be checked for any leakages.

2. Periodical checks of the condition of the cooling water and
cooling system

Treated cooling water may become contaminated in service and the addi-
tive will loose some of its effectivity as a result. It is therefore necessary to
check the cooling system and the condition of the cooling water at regular
intervals.

The additive concentration is to be checked at least once a week, using
the test kit prescribed by the supplier. The results are to be recorded.

Important! The concentrations of chemical additives must not be

less than the minimum concentrations stated in Table

2

.

Concentrations that are too low may promote corrosive effects and have
therefore to be avoided. Concentrations that are too high do not cause
damages. However, concentrations more than double as high should be
avoided for economical reasons.

A cooling water sample is to be sent to an independent laboratory or to the
engine supplier for making a complete analysis every 3 - 6 months.

For emulsifiable anti-corrosion oils and anti-freeze agents, the supplier
generally prescribes renewal of the water after approx. 12 months. On
such renewal, the entire cooling system is to be flushed, or if required to
be cleaned (please also refer to work card 000.08). The fresh charge of
water is to be submitted to treatment immediately.

If chemical additives or anti-freeze agents are used, the water should be
changed after three years at the latest.

If excessive concentrations of solids (rust) are found, the water charge has
to be renewed completely, and the entire system has to be thoroughly
cleaned.

The causes of deposits in the cooling system may be leakages entering
the cooling water, breaking of the emulsion, corrosion in the system and
calcareous deposits due to excessive water hardness. An increase in the
chloride ion content generally indicates sea water leakage. The specified
maximum of 50 mg/kg of chloride ions must not be exceeded, since other-
wise the danger of corrosion will increase. Exhaust gas leakage into the
cooling water may account for a sudden drop in the pH value or an in-
crease of the sulphate content.

Water losses are to be made up for by adding untreated water which
meets the quality requirements according to item 2. The concentration of
the anti-corrosion agent has subsequently to be checked and corrected if
necessary.
Checks of the cooling water are especially necessary whenever repair and
servicing work has been done in connection with which the cooling water
was drained.

Protective measures

Anti-corrosion agents contain chemical compounds which may cause
health injuries if wrongly handled. The indications in the safety data sheets
of the manufacturers are to be observed.

3.3.7--01 E

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Prolonged, direct contact with the skin should be avoided. Thoroughly
wash your hands after use. Also, if a larger amount has been splashed
onto the clothing and / or wetted it, the clothing should be changed and
washed before being worn again.

If chemicals have splashed into the eyes, immediately wash with plenty of
water and consult a doctor.

Anti-corrosion agents are hazardous to waters in general. Cooling water
must therefore not be disposed off by pouring it into the sewage system
without prior consultation with the competent local authorities. The respec-
tive legal regulations have to be observed.

Permissible cooling water additives

1. Chemical additives (chemicals) - containing nitrite

M

f

t

P

d

t d

i

ti

I iti l d

Minimum concentration ppm

Manufacturer

Product designation

Initial dose

per 1000 litre

Product

Nitrite

(NO

2

)

Na-Nitrite

(NaNO

2

)

Ashland Water
Technologies
Drew Marine
One Drew Plaza
Boonton
New Jersey 07005
USA

Liquidewt
Maxigard
DEWT-NC

15 l
40 l

4.5 kg

15000*

40000

4500

700

1330
2250

1050
2000
3375

Unitor Chemicals
KJEMI-Service A.S.
P.O.Box 49
3140 Borgheim
Norway

Rocor NB Liquid
Dieselguard

21.5 l

4.8 kg

21500

4800

2400
2400

3600
3600

Nalfleet Marine
Chemicals
P.O.Box 11
Northwich
Cheshire CW8DX, UK

Nalfleet EWT Liq
(9-108)
Nalfleet EWT 9-111
Nalcool 2000

3 l

10 l
30 l

3000

10000
30000

1000

1000
1000

1500

1500
1500

Maritech AB
P.O.Box 143
29122 Kristianstad
Sweden

Marisol CW

12 l

12000

2000

3000

Uniservice
Via al Santuario di N.S.
della Guardia 58/A
16162 Genova, Italy

N.C.L.T.

Colorcooling

12 l

24 l

12000

24000

2000

2000

3000

3000

Marichem - Marigases
64 Sfaktirias Street
18545 Piraeus, Greece

D.C.W.T. -
Non-Chromate

48 l

48000

2400

3600

*

The values in the marked areas can be determined with the test kit of the chemical manufacturer.

Table 2. Chemical additives -- containing nitrite

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2. Chemical additives (chemicals) - free from nitrite

Manufacturer

Product designation

Initial dose

per 1000 l

Minimum concentration

Arteco
Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium

Havoline XLI

75 l

7.5 %

Total Lubricants
Paris, France

WT Supra

75 l

7.5 %

Ashland Water
Technologies
Drew Marine
One Drew Plaza
Boonton
New Jersey 07005
USA

Drewgard CWT

10 l

1 %

Table 3. Chemical additives -- free from nitrite

3. Emulsifiable anti-corrosion oils

Manufacturer

Product
designation

BP Marine, Breakspear Way, Hemel Hempstead,
Herts HP2 4UL, UK

Diatsol M
Fedaro M

Castrol Int., Pipers Way, Swindon SN3 1RE, UK

Solvex WT 3

Deutsche Shell AG, Überseering 35,
22284 Hamburg, Germany

Oil 9156

Table 4. Emulsifiable anti-corrosion oils

4. Anti-freeze agents with corrosion inhibiting effect

Manufacturer

Product designation

Minimum
concentration

BASF
Carl-Bosch-Str.
67063 Ludwigshafen, Rhein

Glysantin G 48
Glysantin 9313
Glysantin G 05

Castrol Int.
Pipers Way
Swindon SN3 1RE, UK

Antifreeze NF, SF

BP, Britannic Tower
Moor Lane,
London EC2Y 9B, UK

anti-frost X2270A

35%

Deutsche Shell AG
Überseering 35
22284 Hamburg

Glycoshell

35%

Höchst AG, Werk Gendorf,
84508 Burgkirchen

Genatin extra (8021 S)

Mobil Oil AG
Steinstraße 5
20095 Hamburg

Frostschutz 500

Arteco, Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium

Havoline XLC

50%

Total Lubricants
Paris, France

Glacelf Auto Supra
Total Organifreeze

Table 5. Anti-freeze agents with corrosion inhibiting effect

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Analyses of operating media

3.3.8

Checking is important

The engine oil and cooling water require checking during engine operation
because contamination and acidification set limits to the useful life of the
lube oil, and inadequate water quality or insufficient concentrations of the
corrosion inhibitor in the cooling water may cause damage to the engine.

On engines operated on heavy fuel oil, it is also essential that certain
heavy fuel oil properties are checked for optimum heavy fuel oil treatment.
It cannot always be taken for granted that the data entered on the
bunkering documents is correct for the oil as supplied.

Test kit

We recommend the following MAN B&W test kits for comprehensive
chemical and physical analysis of fuel/lube oils:

Medium

Type

Designation

Heavy fuel oil and lube oil

A

Fuel and Lube Analysis Set

Cooling water

B

Cooling Water Test Kit

Table 1. Test kit for operating media analysis

Figure 1. Test kit A for fuel and lube oil analysis

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Figure 2. Test kit B for cooling water analysis

P

t

of interest for

P

t i i di

ti

f

T

t

Property

Fuel

Water

Lubricati

on oil

Property is indicative of

or decisive for

Test

kit

Density

x

x

Separator setting

A

Viscosity

x

x

Separating temperature, injection
viscosity, lube oil dilution

A*

Ignition performance
CCAI/CII

x

Ignition and combustion behaviour,
ignition pressure, pressure increase
rate, starting behaviour

A

Water content

x

x

Fuel oil supply and atomisation,

i

t

d

A

Checking for sea water

x

x

pp y

,

corrosion tendency

A

Total Base Number (TBN)

x

Remaining neutralisation capacity

A

pH value

x

B

Pour point

x

x

Storing capacity/pumpability

A

Water hardness

x

Cooling water treatment

B

Chloride ion concentration

x

Salt deposits in the cooling system

B

Concentration of corrosion
inhibiting oil
in the cooling water

x

Corrosion protection in the cooling
system

**

Drop test

x

Total contamination of lube oil

A

Spot Test (ASTM-D2781)

x

Compatibility of HFO blending
components

A

*

Test kit A contains the Viscomar unit that allows the viscosity to be measured at various reference temperatures. In combination with the
Calcumar processing unit, the viscosity/temperature interdependence can be determined (e.g. injection and pumping temperatures).

**

Not included. Provided by the supplier of the corrosion inhibitor.

Table 2. Properties that can be tested using the test kits

Refills of the chemicals that are used are available. Each test kit includes
a comprehensive User’s Guide containing everything you need to know
about its use.

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Other testing equipment

To determine the water content, the Total Base Number (TBN) and the
viscosity of lube oils (scaled down alternative to test kit A)

Figure 3. Lube Oil Tec

For testing lube oil. Tests comparable to those performed by Lube Oil Tec.

For monitoring how much anti-freeze is dispensed (in stationary systems).

Sources

Product

Item number

Source

A Fuel and Lube Analysis Set

09.11999-9005

1, 2

Chemical refills for A

09.11999-9002

1, 2

B Cooling Water Test Kit

09.11999-9003

1, 2

Chemical refills for B

09.11999-9004

1, 2, 3

Lube Oil Tec

2

port-A-lab

3

Measuring instrument for determining the
concentration of corrosion inhibitors containing
nitrite

4

Refractometer for determining the concentration of
anti-freeze

5

Lube Oil Tec

port-A-lab

Refractometer

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Addresses

Source

Address

1

MAN B&W Diesel AG, Augsburg, Dept. SK

2

Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg

3

Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg

4

Supplier of corrosion inhibitor

5

Müller Gerätebau GmbH, Rangerdinger Straße 35, 72414 Höfendorf

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Water quality requirements
for fuel--water emulsion

3.3.10

Prerequisites

The water for the fuel-water emulsion is an operating medium that must be
selected, conditioned if necessary, and monitored carefully. Otherwise,
deposits, corrosion, erosion, and cavitation may occur on the components
of the fuel system that come into contact with the fuel-water emulsion.

Specifications

The characteristic values of the water used must lie within the following
limits:

Property

Characteristic value

Unit

Type of water

Distilled or fresh water, free of foreign sub-
stances. Seawater, brackish water, river
water, brines, industrial waste waters, and
rainwater are not permitted.

--

Total hardness

max. 10

•

dH*

pH value

6.5 -- 8

--

Chloride ion content

max. 50

mg/l

*)

1

•

dH (German hardness)

10 mg CaO in 1 litre water

17.9 mg CaCO

3

/l

0.357 mval/l

0.179 mmol/l

Table 1. Fuel- water emulsion – required characteristics

The MAN B&W Water Testing Kit contains equipment enabling the above-
mentioned characteristics, int. al., to be determined easily.

Supplementary remarks

If distilled water (from the fresh-water generator, for example) or fully
demineralized water (from an ion exchanger) is available, it is preferable to
use this for the fuel-water emulsion. Such water is free of calcium and
metal salts.

The total hardness of the water comprises the temporary hardness plus
the permanent hardness. It is determined largely by the calcium and mag-
nesium salts. The hydrogen and carbon component of the calcium and
magnesium salts provides the temporary hardness. The permanent hard-
ness can be determined from the remaining calcium and magnesium salts
(sulphates).

Water with a total hardness greater than 10 German hardness degrees
(10

•

dH) must be cut with distilled water or softened. It is not necessary to

harden very soft water.

▲

Attention

!

Conditioning with anti-corrosion agents is not

necessary, and must not be done.

Limit values

Testing equipment

Distilled water

Hardness

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Quality requirements for
intake air (combustion air)

3.3.11

General

The quality and the condition of the intake air (combustion air) exert great
influence on the engine output. In this connection, not only the atmos-
pherical condition is of great importance but also the pollution by solid and
gaseous matter.

Mineral dust particles in the intake air will result in increased wear. Chemi-
cal/gaseous constituents, however, will stimulate corrosion.

For this reason, effective cleaning of the intake air (combustion air) and
regular maintenance/cleaning of the air filter are required.

Requirements

The concentrations after the air filter and/or before the turbocharger inlet
must not exceed the following limiting values:

Properties/feature

Character-

istic value

Unit

*

Particle size

max. 5

³

m

Dust (sand, cement, CaO, Al

2

O

3

etc.)

max. 5

mg/m

3

(STP)

Chlorine

max. 1.5

mg/m

3

(STP)

Sulphur dioxide (SO

2

)

max. 1.25

mg/m

3

(STP)

Hydrogen sulphide (H

2

S)

max. 15

mg/m

3

(STP)

*

m

3

(STP)

Cubic metre at standard temperature and pressure

Table 1. Intake air (combustion air) -- characteristic values to be observed

When designing the intake air system, it has to be kept in mind that the
total pressure drop (filter, silencer, piping) must not exceed 20 mbar.

Limiting values

3.4--01 E

11.97

6682

01

101/

Engine operation I --
Starting the engine

3.4

3.1

Prerequisites

3.2

Safety regulations

3.3

Operating media

3.4

Engine operation I - Starting the engine

3.5

Engine operation II - Control the operating data

3.6

Engine operation III - Operating faults

3.7

Engine operation IV - Engine shut- down

3.4.1--03 E

01.07

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Preparations for start/
Engine starting and stopping

3.4.1

Preparations for start after short downtimes

In the case of short downtimes, the fuel pumps should remain in operation;
put them into operation if necessary. Switch on pumps for lubricating oil
and cooling water unless mounted on the engine. Prime the engine. After
downtimes exceeding 12 hours, additionally open the indicator valves and
turn the running gear by approx. three revolutions using the turning gear.
On engines which are started automatically, activate the slow-turn instead.
Check whether the cooling water and lubricating oil have been preheated
(if possible). Set the shut-off elements of all systems to in-service position.
The engine is then ready to be started.

On engines operated on heavy fuel oil, check whether the viscosity of the
fuel corresponds to the operating viscosity (see Section 3.3).

Engine start is initiated by a pulse transmitted through valve M 388/1 to
valve M 329/1 in the engine-mounted operating device. In case of an
emergency, the valve M 329/1 can also be actuated manually.

Additionally, please observe the requirements applicable for remote control
of marine engines.

Preparations for engine start on heavy fuel oil

The engine can also be started on heavy fuel oil provided the necessary
heating equipment is available. In this connection, the conditions appli-
cable for pier-to-pier operation are to be observed:

In the case of pier-to-pier operation, landing and departure of the ship
takes place in heavy-fuel-oil operation, without switching over to Diesel oil
operation.

For starting the engine on heavy fuel oil, proceed as follows:

-

According to the conditions for pier-to-pier operation, the tank heaters,
fuel delivery pump, final preheater and, if necessary, the tracing type
heating, as well as the preheating pumps in the fuel system are already
in operation.

-

Switch on the pump for cylinder cooling water and subsequently, if
necessary, the preheater. Temperature required: approx. 60

•

C.

-

Switch on the pump for nozzle cooling water and subsequently the pre-
heater. Temperature required: approx. 55

•

C.

-

Switch on the preheater for lubricating oil (heating coil in the service
tank), or preheat the lubricating oil in the by-pass (separator circuit).
Temperature required: approx. 40

•

C.

Important! The lube oil service pump and/or stand-by pump must

not be switched on until approx. 10 minutes prior to engine start in order to
avoid that the turbocharger(s) is/are overlubricated because of the ab-
sence of sealing air at standstill.

Activate/check the systems

Check the fuel viscosity

Pier-to-pier operation

Starting the engine
on heavy fuel oil
in the case of
pier-to-pier operation

3.4.1--03 E

01.07

L 40/54, 48/60, L 58/64

6640

08

102/

-

According to the conditions for pier-to-pier operation, the fuel delivery
pump, the heating equipment for the mixing tank (if available), the
heavy-fuel oil pipes and the final preheater are already in operation.
Required heavy fuel oil temperature in the service tank: approx. 75

•

C.

-

When the required temperatures have been reached and the viscosity
of the heavy fuel oil upstream of the injection pumps corresponds to the
specification (see Section 3.3), the engine can be started.

Preparations for starting after prolonged downtimes or after overhaul work

After overhaul work or after prolonged downtimes (several weeks) the fol-
lowing work has to be done before the engine is started:

-

Dewater and top up the settling tank and service tank.

-

Drain the filters and clean the inserts.

-

Set all the shut-off elements to in-service position.
For starting HFO-operated engines on Diesel fuel:
Switch the three-way cock so that Diesel fuel flows from the service
tank to the mixing tank (see the system-specific fuel oil diagram in Vol-
ume E1).

-

Switch on the delivery pump and evacuate air from the injection pumps,
pipes and filters.

-

Check the zero admission on the control rod of each injection pump
and verify that the linkage moves easily.

-

For HFO operation: Start the heating equipment (unless permanently
on) and check it.

-

Switch the delivery pump and the heating for the final preheater off
again (danger of overheating).

-

Remove sludge from cooling water tank, coolers, pumps and pipes (en-
gine, injection valves, charge-air cooler).

-

Top up the cooling water, check the concentration of the anti-corrosion
agent.

-

Switch on the cooling water pumps or stand-by pumps (engine and in-
jection valves).

-

Evacuate air from the cooling water spaces and check all connections
for tightness.

-

Check, i.e. open the leaked water drain from the cylinder liner sealing in
the backing ring and from the charge-air cooler casing to verify that
they are tight.

-

Check the cooling water pressure and the water volume in the compen-
sating tank.

-

Check the compensating tank for separations of anti-corrosion oil (cyl-
inder cooling) and fuel oil (injection valve cooling).

-

Switch off the cooling water pumps.

-

Pump the lubricating oil out of (oil sump and) storage tank and clean
the oil spaces (make sure not to forget the exhaust gas turbocharger).

-

Clean the oil filters, separators and oil coolers.
Top up new lubricating oil, or separate the oil charge in use.

-

Set all the cocks to in-service position and switch on the electrically
driven lube oil pump or stand-by pump.

-

Check the running gear as well as the injection pump drive and the
valve gear to verify that oil is supplied to all bearing points.

-

Check the pipe connections and pipes for leakages.

-

Check the lube oil pressure upstream of the engine and upstream of
the exhaust gas turbocharger.

-

Disengage the turning gear again and switch off the lube oil pump.

Fuel oil system

Cooling water system

Lube oil system

3.4.1--03 E

01.07

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-

With the indicator valves open, turn the running gear by two revolutions
by means of the turning gear or activate the “Slow Turn” instead.
Watch the indicator valves to see whether any liquid is issuing.

-

Dewater the compressed air tank and check the pressure, top up if
necessary.

-

Check the shut-off valves for ease of movement.

-

Check the starting valves in the cylinder heads for tightness
(see Work Card in Volume B2).

Check the valve clearance.

If possible, make a short test run as follows:

-

Start the heating equipment for lubricating oil and cooling water, where
available. When preheating temperatures have been reached, set the
shut-off elements to in-service position, switch on the fuel, lube oil and
cooling water pumps, unless these are mounted on the engine, and
start the engine. Operate the engine at low speed for approx. 10 min-
utes.

-

Watch the indicating instruments during operation.

-

If the engine operates properly, load should be applied or the engine
should be shut down. Prolonged idle operation is to be avoided. The
engine should reach the service temperature as quickly as possible
because it suffers higher wear while cold.

Start the engine (with PGG speed governor)

Figure 1. Operating equipment (PGG speed governor)

-

Set the actuating lever (4) to “LOCAL” .

-

Adjust the nominal speed to the lowest value possible (if possible).

-

Verify that the indication (1) “DON’T START” is not glowing (if the in-
dication is glowing, the engine cannot be started.)

-

Shift the admission lever (2) to 50% ... 60%.

-

Press push-button (3) “START” until the engine starts running.

-

By means of the admission lever (2), adjust the admission limitation to
the desired value (e.g. 100%, as shown in Figure

1

).

-

Change the nominal speed towards the upper range.

Combustion chamber check

Starting system

Clearances

Test run

1 Indication
2 Admission lever
3 Push-button
4 Actuating lever

Steps

3.4.1--03 E

01.07

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104/

▲

Attention

!

Observe remarks in Sections 3.4 to 3.7 (Operational

control I - IV)!

Start the engine (with PGG-EG speed governor)

Figure 2. Operating equipment (PGG-EG speed governor)

-

Set the actuating lever (4) to “NORMAL OPERATION WITH ELECTRI-
CAL GOVERNOR”.

-

Prior to starting, adjust the nominal speed to approx. 30% using the
adjusting knob provided for this purpose.

-

Verify that the indication (1) “DON’T START” is not glowing (if the in-
dication is glowing, the engine cannot be started.)

-

Press push-button (3) “START” until the engine starts running.

-

Adjust the nominal speed by means of the adjusting knob provided.

▲

Attention

!

Observe remarks in Sections 3.4 to 3.7 (Operational

control I - IV)!

1 Indication
3 Push-button
4 Actuating lever

Steps

3.4.1--03 E

01.07

L 40/54, 48/60, L 58/64

6640

08

105/

Start the engine (with PGA speed governor)

Figure 3. Operating equipment (PGA speed governor)

-

Set the actuating lever (4) to “LOCAL”.

-

Prior to starting, adjust the nominal speed to approx. 30% using the
fine regulating valve (5).

-

Verify that the indication (1) “DON’T START” is not glowing (if the in-
dication is glowing, the engine cannot be started.)

-

Shift the admission lever (2) to 50%.

-

Press the push-button (3) “START” until the engine starts running.

-

Set the admission limitation to the desired value using the admission
lever (2).

-

Adjust the nominal speed on the fine regulating valve (5).

▲

Attention

!

Observe the remarks in Sections 3.4 to 3.7 (Operational

control I - IV)!

1 Indication
2 Admission lever
3 Push-button
4 Actuating lever
5 Fine regulating valve

Steps

3.4.1--03 E

01.07

L 40/54, 48/60, L 58/64

6640

08

106/

Start the engine (with PGA-EG speed governor)

Figure 4. Operating equipment (PGA-EG speed governor)

-

Set the actuating lever (4) to “NORMAL OPERATION WITH ELECTRI-
CAL GOVERNOR”.

-

Prior to starting, adjust the nominal speed to approx. 30% using the
fine regulating valve (5).

-

Verify that the indication (1) “DON’T START” is not glowing (if the in-
dication is glowing, the engine cannot be started.)

-

Press the push-button (3) “START” until the engine starts running.

-

Adjust the nominal speed on the fine regulating valve (5).

▲

Attention

!

Observe the remarks in Sections 3.4 to 3.7 (Operational

control I - IV) !

Shut down the engine

In case a prolonged engine standstill is planned, the engine should be op-
erated on part load in the Diesel mode for a sufficient period of time before
it is shut down from operation on heavy fuel oil, until fuel temperatures and
viscosities that are typical for Diesel oil operation have been reached.

-

Check whether a sufficient amount of compressed air is available in the
compressed air tanks.

-

Remove load from engine and operate it at low load.

-

Shut down the engine.

-

If it is desired to maintain the operability of the engine for short-term
restarting, the fuel pumps are to be kept operating, and the cooling
water, lubricating oil, and in case of HFO operation the fuel oil, too, are
to be kept at service temperatures. Recooling should be terminated.

-

Otherwise, switch off the fuel oil delivery pump.

-

The pumps for cooling water and lubricating oil should continue operat-
ing, and cooling of the engine should be continued for approx. 10 min-
utes after shut down (in case of electrically driven pumps).

-

Close all the shut-off valves, especially those on the compressed air
tanks. Check the pressure gauges!

-

Open all the indicator valves in the cylinder heads.

-

Engage the turning gear and attach a warning sign on the control
stand.

1 Indication
3 Push-button
4 Actuating lever
5 Fine regulating valve

Steps

Steps

3.4.1--03 E

01.07

L 40/54, 48/60, L 58/64

6640

08

107/

-

Clean the engine on the outside and carry out the necessary checks.
Deficiencies, if any, should be remedied immediately even if appearing
trivial.

▲

Attention!

If there is a danger of freezing, drain the cooling water

completely unless anti-freeze has been added; otherwise, cracks
might form in cooling spaces due to frozen water!

Engine shut down from HFO operation

After shutting the engine down from HFO operation, the following is to be
observed:

-

The cooling circuits of the engine remain in operation until the engine
has cooled down.

J

HT cooling water pump shut off, while the preheating pump remains in
operation.

J

Nozzle cooling water pump shut off.

J

Lube oil pump shut off.

-

LT cooling water pump remains in operation. Engine preheating is ef-
fected by a servomotor.

-

Tank heating equipment, fuel delivery pump, final preheater and tracing
type heating in the fuel system (where available) remain in operation.
Required HFO temperature in the service tank: approx. 75

•

C.

Emergency stop

In order to permit quick engine shut-down in case a disturbance occurs, a
pneumatic shut-off piston has been fitted in every injection pump which,
when operated by compressed air, sets the injection pump to zero admis-
sion.

At the same time, the speed governor is induced to move the control link-
age of the governor also to zero admission.

This emergency stop system is activated in two ways as described below:

1. Automatically, by a monitoring device (oil pressure controller, cooling

water temperature controller, speed governor etc. - differing from en-
gine to engine).

2. Manually, by pressing an emergency stop pushbutton in the control

stand or engine control centre of the remote control.

In both cases, emergency stop is indicated by a lamp in the control stand
glowing, and possibly also by an audible signal.

▲

Attention!

In emergency cases, where the manoeuvrability of the

vessel is of greater importance than the engine damage prevention,
an emergency stop impulse can be suppressed by pressing a corre-
sponding override pushbutton in the switch cabinet or engine con-
trol centre.

In case the engine has to be shut down directly from HFO operation, the
following is to be observed (see system-related fuel diagram in Section 2):

-

If the engine is to be restarted after a few minutes, it is sufficient to
keep the heating equipment and one delivery pump operating.

-

In case of longer engine downtime, switch the three-way cock (15) to
Diesel fuel operation and the three-way cock (16) to flushing. The deliv-
ery pump is to be kept operating until the heavy fuel oil has been re-
pumped into the HFO service tank and the piping system has been
filled with Diesel fuel oil. Subsequently, reswitch the three-way cock
(16) to normal operation and switch the delivery pump off.

Engine shut-down from opera-
tion on HFO in case of pier-to-
pier operation

Engine after emergency stop

Engine in HFO operation
Engine start after emergency
stop

3.4.1--03 E

01.07

L 40/54, 48/60, L 58/64

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108/

Important! If cock (16) is left in the flushing position, Diesel fuel oil

is pumped into the HFO service tank on engine restart.

-

The injection pipes from the injection pumps to the injection valves, and
the injection nozzles proper, cannot be flushed. The remainders of
heavy fuel oil congeal sooner or later, depending on the viscosity of the
fuel used. Prior to restarting, it may become necessary to dismantle,
heat and empty these components unless special heating equipment
for engine starting on heavy fuel oil is available.

3.4.2--01 E

06.06

32/40 upw

6628

02

101/

Change--over from Diesel fuel oil
to heavy fuel oil and vice versa

3.4.2

Change-over from Diesel fuel operation to operation on heavy fuel oil

In the case of engines equipped with a pressurised fuel oil system for HFO
operation, there exists the risk that on prolonged operation on Diesel fuel
oil the maximum admissible Diesel fuel temperature is exceeded due to
hot Diesel fuel being recirculated into the mixing tank. Excessive
temperatures imply low viscosity and lubricity involving corresponding
danger for the injection pumps. Therefore, the shut-off valves in the return
pipe have in this case to be switched so that the Diesel fuel oil is returned
to the service tank instead of the mixing tank (refer to Section 2.4 or the
system-specific fuel oil diagram).

Important! On switch-over to heavy fuel oil operation, recirculation

has also to be switched back to mixing tank; otherwise, heavy fuel oil will
enter the Diesel fuel oil service tank.

-

The engine is operated on Diesel fuel oil, the components are at
service temperatures.

-

The heating equipment is in operation, the HFO temperature in the
service tank being permanently maintained at approx. 75

•

C.

-

Switch on the heaters for the mixing tank and heavy fuel oil pipes, if
available.

-

Switch the three-way cock to HFO operation (refer to system-specific
fuel oil diagram).

-

For engine systems equipped with viscosity measuring system and
manual control of preheating temperature: Adjust the heating capacity
of the final preheater in accordance with the viscosimeter data so that
the viscosity shown in the viscosity/temperature diagram is obtained at
the injection pumps (depending on the heavy fuel oil used).

-

In case of engine systems with automatic heavy fuel oil viscosity
control: The viscosity control system is adjusted on initial putting into
operation of the engine, and should not be changed normally.

-

The temperature of the cooling water as leaving the cylinder is to be
maintained at approx. 80

•

C. In the case of heavy fuel oils with a high

sulphur concentration, in particular, make sure that the temperature
does not drop below this value.

Change-over from HFO operation to operation on Diesel fuel oil

In Diesel engines designed to operate prevalently on HFO the injection
valves are to be cooled during operation on HFO. In the case of operation
on Diesel fuel oil (MGO or MDO) exceeding 72 hrs, the nozzle cooling is to
be switched off and the supply line is to be closed. The return pipe,
however, has to remain open.

-

Switch the three-way cock (please refer to system-specific fuel oil
diagram) to Diesel fuel oil approx. 30 minutes prior to engine
shut-down.

-

Final preheaters controlled by hand have to be switched off.

Preliminary remarks

Prerequisites

Steps

Preliminary remarks

Steps

3.4.2--01 E

06.06

32/40 upw

6628

02

102/

-

When the heavy fuel oil carried in the piping system has been used up
and replaced by Diesel fuel oil, the engine may be shut down.

-

Switch off all heating equipment (as far as required).

Important! A change-over to Diesel fuel oil offers the advantage

that the engine is ready to be started at any time without previous system
heating for several hours being required. Maintenance and overhaul work
is substantially facilitated if the piping and injection system is filled with
Diesel fuel oil.

3.4.3--01 E

11.06

32/40 upw

6680

04

101/

Admissible outputs and speeds

3.4.3

Background

The following relationships exist between engine power, speed, torque and
mean effective pressure:

p

e

1200

ô

P

e

V

H

ô

n

ô

z

and

M

d

9550

ô

P

e

n

Where

p

e

Mean effective pressure [bar],

P

e

Effective engine power [kW],

V

H

Cubic capacity [dm

3

],

n

Speed [rpm],

Z

Number of cylinders

and

M

d

Torque [Nm].

The mean effective pressure is the mean value of the cylinder pressure
over the whole four-stroke cycle. It is proportional to the power and the
torque and inversely proportional to the speed. If the mechanical efficiency

h

mech

is known, it can be calculated from the mean value of the indicated

pressures:

p

e

p

i

ô ®

mech

Three-phase generators are bound to the synchronous speeds:

n

60

ô

f

p

Where

n

Rated engine speed [rpm],

f

Mains frequency [Hz] and

p

Number of generator pole pairs.

Stable engine operating points are only obtained when there is a balance
between output, speed and the feed rate setting of the fuel pumps (filling).
The energy supply must correspond to the energy requirements.

In applications of turbo machine propulsion, such as propellers or pumps,
the power required increases by roughly the speed to the power of three
P



n

3

). This means that increases in speed are relatively difficult to

achieve towards the top of the power curve. This also applies to speed
gains as the ship’s speed is a direct function of engine speed (n



v). The

gradient of the power-speed curve (in the case of fixed-pitch propellers) or
the location of the operating point (with variable-pitch propellers) is deter-
mined by the pitch of the propeller and the resistance of the ship or, in the
case of pumps, by the blade setting.

Power, speed ...

Mean pressure

Synchronous speeds

Operating points/characteristic
curves

3.4.3--01 E

11.06

32/40 upw

6680

04

102/

Changes in pump filling only bring about a change in power in the case of
generator systems; in marine propulsion systems, however, they lead to
different power-speed combinations.

Permitted power and speed

In service, the maximum speed and torque have to be limited in the first
approximation to 100 %, the continuous output in diesel operation to be-
tween 0 and 100 %, and in HFO mode to between 15

1)

and 100 %. This is

to some extent achieved through design measures but must be supple-
mented by operational techniques.

Operation in a power range below 15 or 20 % is only permitted for short
periods. Operation in the range between 60 - 90 % of rated power is rec-
ommended.

The permitted operating ranges for marine engines are shown in Figure

1

and

2

.

Figure 1. Permitted output-speed ranges for single-engine systems with fixed-pitch
propellers

1)

15 % not applicable for L/V 20/27 and 25/30, for which 20 % is the lower limit for continuous part-load operation.

3.4.3--01 E

11.06

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103/

1. Range II: Operating range temporarily admissible e.g. during acceler-

ation, manoeuvring (torque limit).

2. Range I: Operating range for continuous service subject to a pro-

peller light-running of 1.5 - 3 %, the lower value to be aimed for.

3. Theoretical propeller characteristic applies to fully loaded vessel after

a fairly long operating time, and to possible works trial run with zero-
thrust propeller.

4. FP Design range of fixed-pitch propeller operating range during sea

trails under contractual conditions (such as weather, load condition,
depth of water, etc.) with the engine speed range between 103% and
106% being used for 1 hour maximum only.

5. MCR Maximum Continuous Rating (fuel stop power)

Figure 2. Permitted output-speed ranges for single-engine systems with variable-
pitch propellers without shaft generator

Term

Explanation

Term

Explanation

Rating

Effective engine power (P

e

)

I

Operating range for continuous operation

Speed

Speed (n)

II

Operating range permitted temporarily,
e.g. acceleration/manoeuvring

bmep

Mean effective pressure (p

e

)

1
2
3

Load Limit
Recommended combinator curve
Zero thrust curve

MCR

Maximum continuous power
(blocked power)

3

Design range for variable-pitch propeller unit
with combinator

Table 1. Legend for Figure 1 and 2 (abridged texts - not suitable for propeller design or for checking same)

3.4.3--01 E

11.06

32/40 upw

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104/

Other limitations

-

Engines that are being used as the main source of propulsion for fixed-
pitch or variable-pitch propellers are blocked at 100 % output. For a
short period of time, fixed-pitch propeller plants may be operated with a
maximum of 10 % reduction in speed, variable-pitch propellers with a
maximum of 5 % reduction in speed.

-

Engines being used as the diesel-electric source of propulsion for fixed-
pitch or variable-pitch propellers are blocked at 110 % output. However,
outputs



100 % may only be applied temporarily for acceleration pur-

poses.

-

Engines being used for dredging operation are blocked at between 100
and 90 % output depending on engine size and may be operated with a
maximum of 30 % reduction in speed.

-

Engines used as source of propulsion in fishing boots or tugs are
blocked at 100 % output and may be operated with a 20 % reduction in
speed.

2)

The above information is for guidance purposes only. The procedures to
be used under operational conditions will be agreed between the pur-
chaser, shipyard/planning office and engine manufacturer.

▲

Attention!

Blocking/limitations must not be lifted without first

consulting MAN Diesel SE.

2)

Only applies to engines 20/27 to 32/40

3.4.4--03 E

11.06

32/40 upw

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03

101/

Engine
Running--in

3.4.4

Preconditions

Engines must be run in

-

during commissioning at site if, after the test run, pistons or bearings
were removed for inspection and/or if the engine was partly or com-
pletely disassembled for transport,

-

on installation of new running gear components, e.g. cylinder liners,
pistons, piston rings, main bearings, big-end bearings and piston pin
bearings.

-

on installation of used bearing shells,

-

after an extended low-load operation (> 500 operating hours).

Supplementary information

Surface irregularities on the piston rings and the cylinder liner running sur-
face are smoothed out during the running-in process. The process is
ended when the first piston ring forms a perfect seal towards the combus-
tion chamber, i.e. the first piston ring exhibits an even running surface
around its entire circumference. If the engine is subjected to a higher load
before this occurs, the hot exhaust gases will escape between the piston
rings and the cylinder liner running surface. The film of oil will be destroyed
at these locations. The consequence will be material destruction (e.g.
scald marks) on the running surface of the rings and the cylinder liner and
increased wear and high oil consumption during subsequent operation.

The duration of the running-in period is influenced by a number of factors,
including the condition of the surface of the piston rings and the cylinder
liner, the quality of the fuel and lubricating oil and the loading and speed of
the engine. The running-in periods shown in Figure

1

and

2

respectively are, therefore, for guidance only.

Operating media

Diesel oil or heavy fuel oil can be used for the running-in process. The fuel
used must satisfy the quality requirements (Section 3.3) and be appropri-
ate for the fuel system layout.
The gas that is to be later used under operational conditions is best used
when running-in spark-ignited gas engines. Dual-fuel engines are run in in
diesel mode using the fuel that will later be used as pilot oil.

The lubricating oil to be used while running-in the engine must satisfy the
quality requirements (Section 3.3) relating to the relevant fuel quality.

▲

Attention

!

The entire lube oil system is to be rinsed thoroughly

before taking the engine into operation for the first time (see work
card 000.03).

Adjustment required

Fuel

Lubricating oil

3.4.4--03 E

11.06

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102/

Running-in the engine

During the entire running-in process, the cylinder lubrication is to be
switched to the “Running-in” mode. This is done at the control cabinet
and/or the operator’s panel (under “Manual Operation”) and causes the
cylinder lubrication to be activated over the entire load range already when
the engine is started. The increased oil supply has a favourable effect on
the running-in of the piston rings and pistons. After completion of the run-
ning-in process, the cylinder lubrication is to be switched back to “Normal
Mode”.

During running-in, the bearing temperature and crankcase are to be
checked,

-

for the first time after 10 minutes of operation at minimum speed,

-

after operational output levels have been reached.

The bearing temperatures (camshaft bearings, big-end and main bearings)
are to be measured and compared with those of the neighbouring bear-
ings. For this purpose, an electric tracer-type thermometer can be used
as measuring device.

At 85% load and on reaching operational output levels, the operating data
(firing pressures, exhaust gas temperatures, charge air pressure, etc.) are
to be checked and compared with the acceptance record.

Running-in can be carried out with a fixed-pitch, controllable-pitch, or zero-
thrust-pitch propeller. During the entire running-in period, the engine out-
put is to remain within the output range that has been marked in Figure

1

and

2

respectively, i.e. below the theoretical propeller curve. Critical

speed ranges are to be avoided.

Four-stroke engines are, with a few exceptions, always subjected to a test
run in the manufacturer’s works, so that the engine has been run in, as a
rule. Nevertheless, repeated running is required after assembly at the final
place of installation if pistons or bearings were removed for inspection
after the test run or if the engine was partly or completely disassembled for
transportation.

In case cylinder liners, pistons and/or piston rings are replaced on the oc-
casion of overhaul work, the engine has to be run in again. Running-in is
also required if the rings have been replaced on one piston only. Run-
ning-in is to be carried out according to Figures

1

and

2

and/or the

pertinent explanations.

The cylinder liner requires rehoning according to work card 050.05 unless
it is replaced. A portable honing device can be obtained from one of our
service bases.

If used bearing shells were refitted or new bearing shells installed, the
respective bearings have to be run in. The running-in period should be
three to five hours, applying load in stages. The remarks in the previous
paragraphs, especially under “Checks”, as well as Figure

1

and

2

respectively are to be observed.
Idling at high speed over an extended period is to be avoided, wherever
possible.

Continuous operation in the low-load range may result in heavy internal
contamination of the engine. Combustion residues from the fuel and lubri-
cating oil may deposit on the top-land ring of the piston, in the ring grooves
and possibly also in the inlet ducts. Besides, the charge-air and exhaust

Cylinder lubrication

Checks

Standard running-in programme

Running-in during commissioning

at site

Running-in after installation of
new running gear components

Running-in after refitting used
or installing new bearing
shells (main bearing, big-end
and piston pin bearing)

Running-in after low-load ope-
ration

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piping, the charge-air cooler, the turbocharger and the exhaust gas boiler
may become oily.

As also the piston rings will have adapted themselves to the cylinder liner
according to the loads they have been subjected to, accelerating the en-
gine too quickly will result in increased wear and possibly cause other
types of engine damage (piston ring blow-by, piston seizure).

After prolonged low-load operation (



500 operating hours), the engine

should therefore be run in again, starting from the output level, at which it
has been operated, in accordance with the Figures

1

and

2

.

Please also refer to the notes in Section 3.5.4 ”Low-load operation”.

Tip! For additional information, the after-sales service department of

MAN Diesel SE or of the licensee will be at your disposal.

Figure 1. Standard running-in programme for marine propulsion engines (variable
speed) of the 32/40 + 32/44 CR engine type

Figure 2. Standard running-in programme for marine propulsion engines (variable
speed) of the 40/54, 48/60, 58/64 engine types

A Controllable-pitch propeller

(engine speed)

B Fixed-pitch propeller

(engine speed)

C Engine output

(specified range)

D Running-in period in [h]

E Engine speed and output

in [%]

A Controllable-pitch propeller

(engine speed)

B Fixed-pitch propeller

(engine speed)

C Engine output

(specified range)

D Running-in period in [h]

E Engine speed and output

in [%]

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Engine operation II --
Control the operating media

3.5

3.1

Prerequisites

3.2

Safety regulations

3.3

Operating media

3.4

Engine operation I - Starting the engine

3.5

Engine operation II - Control the operating data

3.6

Engine operation III - Operating faults

3.7

Engine operation IV - Engine shut- down

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Monitoring the engine/
performing routine jobs

3.5.1

Monitoring the engine/routine checks

State-of-the-art engine systems normally run automatically using intelligent
control and monitoring systems. Hazards and damage are precluded to a
large extent by internal testing routines and monitoring equipment. Regular
checks are nevertheless necessary to identify potential problems at an
early stage and to implement the appropriate preventive measures. More-
over, the necessary maintenance work should be done as and when re-
quired.

It is the operator’s duty to carry out the checks listed below, at least during
the warranty period. However, they should be continued after the warranty
term expires. The expense in time and costs is low compared to that in-
curred for remedying faults or damage that was not recognised in time.
Results, observations and actions taken in connection with such checks
are to be entered in an engine log book. Reference values should be de-
fined to make an objective assessment of findings possible.

The regular checks should include the following measures:

-

Assess the operating status of the propulsion system, check for alarms
and shut-downs,

-

visual and audible assessment of the systems,

-

checking performance and consumption data,

-

checking the contents of all tanks containing operating media,

-

checking the most essential engine operating data and ambient condi-
tions,

-

checking the engine, turbocharger, generator/propeller for smooth run-
ning.

In addition to the regular checks, further checks should be made at some-
what longer intervals for the following purposes:

-

Determine the operating hours logged, and verify the balancing of oper-
ating times in case of multi-engine systems,

-

evaluate the number of starting events,

-

check the printers or recording instruments,

-

check all the relevant engine operating data,

-

evaluate the stability of the governor and control linkage,

-

check the engine systems for unusual vibrations and extraordinary
noise,

-

check all the systems, units and main components for proper perform-
ance,

-

check the condition of operating media.

Regular checks
(every hour/daily)

Periodic checks
(daily/every week)

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Routine jobs

The following routine jobs are to be carried out at appropriate intervals with
due regard to their importance:

-

Check the service tanks (diesel fuel and heavy fuel oil) and top up in
time. Prior to changeover to another tank, drain the water from the
latter.

-

Never run the service tank completely dry. This would permit air to
enter the piping so that the injection system would have to be vented.

-

Regularly drain or exhaust water and sludge from the service tanks.
Otherwise sediments could rise up to the outlet connection level.

-

Clean the filters and separators at regular intervals.

-

Ensure cleanliness during fuel pumping. Perform a spot test of the fuel
on every bunkering (see work card 000.05) and keep these together
with the engine operating data logs. The fuel has to meet the quality
specifications.

Engines operated on heavy fuel oil:

-

Heat the heavy oil to a temperature at which the prescribed viscosity
will be attained at the entry into the injection pumps. Refer to Figure 1.
Supplementary information is given in the viscosity/temperature dia-
gram, Section 3.3.4

Figure 1. Viscosity/temperature diagram (reduced version)

-

Do not mix heavy oils of different viscosities, and do not blend heavy oil
with distillate as instability may occur and cause engine operating
trouble.

-

Submit the heavy fuel oil to one-stage or two-stage separation, de-
pending on the system layout.

-

Check the lube oil level in the service tank and top up if necessary.

-

Check the lube oil temperatures upstream and downstream of the
cooler.

-

Monitor the lube oil pressure at the control console and, if necessary,
adjust to the specified service pressure. If the oil pressure rises above
normal when starting the cold engine, this is of no significance as the
oil pressure will drop to the specified service pressure as the oil heats
up.

▲

Attention!

The engine must be shut down immediately if the oil

pressure drops!

Fuel oil system

Lube oil system

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-

Check the water content of the lube oil at the specified intervals (see
maintenance schedule, Section 4).

-

Use lube oil grades that meet the quality requirements
(see Section 3.3).

-

Clean the filters and separators at regular intervals.

-

Check the cooling water level in the expansion tanks (cylinder and in-
jection valve cooling) and top up if necessary. Check the concentration
of the corrosion inhibitor (see quality requirements, sheet 3.3.7 and
work card 000.07).

-

Check the cooling water outlet temperatures. Should the temperature
rise above the specified maximum, and if corrective regulation is not
possible, reduce the engine load and take remedial measures. Reduce
the temperature slowly to avoid thermal stresses in the engine.

-

Adjust the cooling water outlet temperature to the specified value (refer
to Section 2.5). If the engine operating temperature is too low, excess-
ive cylinder liner wear will occur, and the sulphur contained in the heavy
fuel oil will induce corrosion. Fuel oil consumption will also rise.

-

If marine engines are operated on heavy fuel oil during manoeuvring
(pier-to-pier operation), care should be taken that the cooling water
temperatures are maintained at as high a level as possible.

▲

Attention!

In case of faults in the engine cooling water circuit,

especially if the cooling water pump fails, the engine must be shut
down immediately!

-

Refill the compressed air tanks immediately upon engine starting so
that sufficient compressed air is available whenever required.

-

The pipes from the distributing pipe to the starting valves are to be
checked after starting to ensure that they do not become too hot. If this
is the case, the corresponding valve is not tight. This valve should be
overhauled or replaced as soon as possible because otherwise the
valve seat and the valve cone will be destroyed.

-

High air humidity may cause large amounts of condensed water to
accumulate in the charge air pipe (refer to Section 3.5). The drain of
the leakage water pipe provided on the charge-air cooler is to be
checked. Where the condensed water is drained via a float valve, this
valve is to be checked for proper operation.

-

The charge-air pressure should be looked up in the test run record and
compared with that measured on the engine. This comparison permits
conclusions to be drawn regarding the condition of the exhaust gas
turbocharger and charge-air cooler. The charge air pressure measured
by a differential pressure gauge upstream and downstream of the
charge air cooler will serve as a measure for the degree of fouling of
the air side of the cooler.
Refer to the Technical Documentation, Volume B2 / work card 000.40.

Supplementary jobs/notes

-

Although the cylinders develop the same output, the exhaust gas tem-
peratures may vary slightly. It is not admissible to adjust the cylinders
to the same exhaust gas temperatures.

-

The cylinders should be loaded as evenly as possible. This can be veri-
fied by comparison of the ignition pressures and the control linkage
position of the injection pumps.

-

The exhaust gas temperatures have to be checked and compared with
the previously measured temperatures (acceptance certificate).
If larger differences should be found, the cause is to be traced and the
fault eliminated.

-

The exhaust discoloration is to be checked. Oil in the combustion
chamber will give the exhaust gases a bluish colour, poor combustion
or overloading will give the exhaust gases a darker resp. black colour.

Cooling water system

Starting air
system

Charge air system

Operating values

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-

The engine output has to be reduced if the intake air temperatures or
air pressures deviate from the values which were taken as a basis for
output definition.

-

Indicator diagrams have to be taken from all cylinders at the specified
intervals (refer to the maintenance schedule, Section 4). For taking
indicator diagrams at ignition pressures

$

160 bar, a mechanical instru-

ment (such as, for example, an indicator, Maihak make), or, especially
at higher ignition pressures, an electronic measuring unit can be used.
Pressure/volume diagrams can be taken by means of an electronic
ignition pressure measuring device, e.g. of Messrs Baewert, Meerane
(see complementary sheet 3.5.2). The shape of the compression/ex-
pansion line permits the ignition point and the ignition pressures to be
determined, providing a useful comparison of the loading of the individ-
ual cylinders. The ignition pressures should only slightly deviate from
the average (



5 %) and should not exceed the specified level. Higher

pressures are indicative of premature injection or an excessive injection
volume, lower pressures suggest delayed injection or an insufficient
injection volume. A comparison of diagrams with those taken from the
new engine permits potential irregularities to be recognised. The follow-
ing values should be entered in each diagram to permit comparison at
a later date should this be necessary: turbine speed, charge air pres-
sure, exhaust gas temperature downstream of the cylinder, engine
speed, injection pump setting, spring calibration, and
possibly the fuel consumption during taking of diagrams.

-

Marine engines can be rated using the engine operating data and the
injection pump setting. In the case of Diesel generator sets, the engine
output can be determined from the generator output. Please refer to
Section 3.5.

-

In order to detect bearing damage in time and to avoid consequential
damage, various safety equipment is fitted to the engine. The following
systems are used:

The oil mist detector controls the oil vapour concentration in the crank-
case of each cylinder (or cylinder pair in the case of V-type engines)
and releases an audible and visible alarm or shuts the engine down
automatically when smoke develops from evaporating lube oil, when
the bearing temperatures are too high, or in case of incipient piston fail-
ure.

The bearing temperature monitoring system uses resistance thermom-
eters fitted in the bearing bodies of the main bearings. These thermom-
eters pass corresponding pulses to the safety system, thereby releas-
ing audible and visible alarms or shutting down the engine
automatically.

The splash-oil monitoring system indirectly determines the tempera-
tures of each individual running gear (or running gear pair in the case of
V-type engines) by means of the splash oil. In case a defined maxi-
mum value or the admissible deviation from the mean value is ex-
ceeded, the safety system initiates an engine shut-down. With this
equipment, it is possible to recognise incipient damage on running gear
components and bearings at a very early stage.

Indicator diagrams
(not applicable to dual-fuel
engines)

Determination of output

Running gear bearings

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Engine log book/
Engine diagnosis/Engine management

3.5.2

Engine log book

Classification societies and some supervisory authorities require keeping
an engine log book. Despite any printers and plotters your plant my have,
we also recommend to enter the results of your checks in an engine log
book, in which also additional observations and actions can be noted and
jobs that are due can be entered. Advantageously,

-

measuring and test results,

-

renewal and topping up of operating media,

-

empirical information/conclusions drawn from maintenance and repair
work

should also be entered in this engine log book. It is up to the plant
manager/chief engineer to develop the engine log book to a basic tool to
work with or an essential instrument of engine operation.

Since the opinions on what should be contained in the engine log book
differ widely, we have abstained from making proposals. However, we
would gladly assist you if desired, especially in fixing the reference values.
The information sources of reference should be the test run and
commissioning records as well as the “List of measuring and control units”.

Still more valuable empirical facts/decision-taking fundamentals are
obtained if essential operating data, times between overhaul or activities
are not only noted down but represented chronologically. Diagrams similar
to that shown in Figure 1 can be used for this purpose. This is an
uncomplicated method for obtaining an informative trend analysis.

Figure 1. Diagrams for trend analyses

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Engine diagnosis using electronic ignition pressure measuring units

Visual and audible checks of the engine plant, entries in the engine log
book and evaluations on the basis of the operating time serve for the
conventional way of determining the present and/or future condition.
Information at a higher level can be obtained by using a portable ignition
pressure and injection pressure measuring unit, e.g. the Baewert HLV-94.
Using this device, the pressure (if required, of several engines) at the
indicator connection is recorded and indicated on an LC display in form of
a diagram over the crank angle or in form of a table. The appertaining
mean indicated pressures are also calculated. Via a connection cable, the
measuring results can also be printed or made accessible to computer
evaluation via a COM1 or COM2 interface. In a similar way, the injection
pressure is recorded and delivered. For this purpose, however, DMS
sensors are required which are to be attached to the injection pipes.

Electronic ignition pressure measuring units allow to draw reliable
conclusions on the load distribution from cylinder to cylinder and on
deviations from normal combustion and injection pressure trends, using
the measured values, pressure curves and diagrams obtained. Depending
on the power spectrum, they provide decision-taking fundamentals for
correction measures and maintenance or repair work, which in turn
contribute to reducing operating costs and downtimes.

Figure 2. Electronic injection pressure measuring device, make Baewert

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System

Company

Indicator system
HLV 94

Baewert GmbH
Postfach 177
D-08393 Meerane

Digital pressure indicator
DPI

Leutert GmbH & Co.
Schillerstraße 14
D-21365 Adenhofen

Peak pressure indicator
LEMAG-PREMET LS

Lehmann & Michels GmbH
Marlowring 4
D-22525 Hamburg

Table 1. Electronic indicator systems

Engine diagnosis using CoCoS-EDS

CoCoS-EDS is an engine diagnosis and trend analysis system, which
evaluates the latest measuring data of the Diesel engine, on line on a PC.
It was developed by MAN B&W Diesel AG and is a component of the
CoCoS engine management system. The diagnosis system, which
furnishes the knowledge of excellent specialists, permits a permanent
diagnosis in respect of

-

tubocharging, combustion and injection,

-

the temperatures and pressures of air, gas, oil and water systems,

-

the temperatures of components, and

-

the condition of air filter, compressor, charge air cooler, turbine and
exhaust gas boiler.

EDS offers three operating levels, which are available at any time:

-

monitoring,

-

trend, and

-

diagnosis.

EDS uses the values of the normal alarm system and, in addition, the
measuring values of the EDS sensor box. These additional measuring
values are required for making more exact calculations and diagnoses.
They are recorded every 20 seconds and memorised every half hour. In
case of an engine stop, all data recorded during the last half an hour is
available. This is essential for analysing emergency stops.

Figure 3. CoCoS-EDS monitoring - visualising measuring data on a turbocharger

Monitoring

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Taking physical and thermo-dynamic processes into consideration, EDS
converts the measuring values in such a way that the displayed values
represent the actual condition of the engine. The measuring records can
be requested in various forms of representation.

The trend analysis graphically represents the registered and memorised
changes in condition. It is a very helpful method for early diagnosis of
irregularities in an engine’s operating condition.

In case of short-trend analyses, all engine operating values are memorised
in the data base at five-minute intervals. The memory depth is two weeks.
In the long-term data base, the operating data of the short-trend data base
are accumulated to daily values. The memory depth here is two years.

Figure 4. CoCoS-EDS trend - operating values are displayed over a certain period
of time

Every five minutes, the so-called tentative diagnosis is made, enabling
recognition and display of deviations of an operating value from its normal
value, independent from the present load point and from external
influences.

Since presently measuring sensors with long-term stability are not
available for high-pressure values, the diagnosis system provides an
indication once a week or, if necessary, at shorter intervals that an ignition
and injection pressure measurement is to be carried out. After these
values are entered, the EDS is able to make a complete diagnosis.

On request, the user is provided with the following information:

-

date and time of the first striking and of the last occurrance of the
disturbance,

-

the type of disturbance, and

-

the cause of the disturbance.

Trend

Diagnosis

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Figure 5. CoCoS-EDS diagnosis

The three modules provide the user with the necessary information on the
actual condition of the engine, and all the experience gained by the MAN
B&W engine developers and service engineers.

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Load curve
during acceleration/manoeuvring

3.5.3

Power-increasing-times for diesel engines in marine applications

It is not permitted to apply load to and withdraw load from Diesel engines
as quickly as desired. Instead, allowance is to be made for

-

thermal and mechanical loads,

-

exhaust gas colouration, and

-

the turbocharger capacity.

The shortest possible load application and load reduction for marine
propulsion engines is shown in Figure 1.

Zeit (Min.) bei vorgewärmtem Motor (Öltemperatur



40

ƒ

C, Frischwassertemperatur



60

ƒ

C)

Time (min) with engine at preheating temperature (oil temperature



40

ƒ

C, F.W. temperature



60

ƒ

C)

Figure 1. Load application curve during manoeuvring

In the AHEAD direction, 60% of the engine output are permitted to be
applied only after 15 seconds have elapsed under emergency
manoeuvring conditions or 30 seconds resp. under normal manoeuvring
conditions. 100% engine output is not allowed to be reached earlier than
after 30 seconds or 3 minutes resp. Diagram, part 3.

Acceleration

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In the ASTERN direction, 15 seconds or 40 seconds resp. must elapse
before 70% of the output are reached. Higher outputs are not available
due to the propeller properties. Diagram, part 2.

At least 15 seconds must elapse during load reduction from FULL AHEAD
to STOP, at least 10 seconds during load reduction from FULL ASTERN to
STOP. Diagram, part 1/4. In case of faster load reduction, the
turbocharger may start surging

Marine main engines in preheated condition should be operated at a
speed not exceeding approx 75% or a load not exceeding approx. 40%, if
possible. Operation at full load is admissible after the service temperatures
have been reached.

In fixing the load application and load reduction times it should be noted
that the time constants for the dynamic behaviour of the engine relative to
the prime mover and/or the vessel may be wide apart. Ratios of 1:100 are
encountered in the case of marine propulsion engines. This means that
the engine responds much faster than the ship does. Faster load
application and load reduction rates will therefore have but a minor effect
on the ship’s behaviour during manoeuvring (except, e.g. tug boats and
ferries).

Under normal manoeuvring conditions, we therefore strongly recommend
that the normal rates should be adhered to, and emergency manoeuvring
should be restricted to exceptional situations. This will decisively contribute
to trouble-free long-term operation.

In case of manned engine operation, the engine room staff is responsible
for the observation of load application requirements. For remotely
controlled engines, the loading programs for normal and emergency
manoeuvring have to be integrated in the remote control scope. Such
integration has to be agreed between the buyer, the shipyard and the
engine manufacturer.

Load reduction

Besides, please note ...

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Part--load operation

3.5.4

Generally the following load conditiones are differentiated:

-

Over-load: > 100 % of full load output

-

Full-load: 100 % of full load output

-

Part-Load: < 100 % of full load output

J

Low-load: < 25 % of full load output

The ideal operating conditions for the engine prevail under even loading at
60 % to 90 % of the full-load output. Engine control and rating of all
systems are based on the full-load output.
In the idling mode or during low-load engine operation, combustion in the
cylinders is not ideal. Deposits may form in the combustion chamber,
which result in a higher soot emission and an increase of cylinder
contamination.
Moreover, in low-load operation and during manoeuvring of ships, the
cooling water temperatures cannot be regulated optimally high for all load
conditions which, however, is of particular importance during operation on
heavy fuel oil.

Engines are genuinely better equipped for low-load operation

-

if they have a two-stage charge-air cooler, the second stage of which
can be switched off in order to improve the operating data or

-

if they have a two-stage charge-air cooler and switch-over from HT to
LT has been provided for, permitting the admission of HT water to the
LT stage.

HT: high temperature

LT: low temperature

Because of the aforementioned reasons, low-load operation < 20 % of full
load output on heavy fuel oil is subjected to certain limitations. According
to Figure

1

, the engine must, after a phase of part-load operation, either

be switched over to Diesel oil operation or be operated at high load (>70 %
of full load output) for a certain period of time in order to reduce the de-
posits in the cylinder and exhaust gas turbocharger again.
In case the engine is to be operated at low-load for a period exceeding
that shown in Figure

1

, the engine is to be switched over to Diesel oil

operation beforehand.

For continuous heavy-fuel oil operation at part loads in the range below
25 % of the full engine output, co-ordination with MAN B&W Diesel AG is
absolutely necessary.

For low-load operation on Diesel fuel oil, the following rules apply:

-

A continuous operation below 15 % of the full load output is to be
avoided, if possible.
Should this be absolutely necessary, MAN B&W Diesel AG has to be
consulted for special arrangements (e.g. the use of part-load injection
nozzles).

-

A no-load operation, especially at nominal speed (generator operation)
is only permitted for a maximum period of 1 ... 2 hours.

No limitations are required for loads above 15 % of full load, as long as the
spezified operating data of the engine will not be exceeded.

Definition

Correlations

Better conditions

Operation on heavy fuel oil

Operation on Diesel fuel oil

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P full load output in %

t Operating period in hours (h)

Figure 1. Time limits for part-load operation on heavy fuel oil (on the left), duration of “Relieving operation” (on the right)

Figure on the left: Time limits for part-load operation on heavy fuel oil.

Right-hand figure: Necessary operating time at > 70 % of full-load output
after part-load operation on heavy fuel oil. Acceleration time from present
output to 70 % of full-load output not less than 15 minutes.

Line a

At 10 % of full-load output, HFO operation is permissible for
max. 19 hours, then switch over to Diesel fuel oil, or

Line b

operate the engine for approx. 1.2 hours at not less than 70 %
of full-load output to burn away the deposits that have formed.
Subsequently, low-load operation on heavy fuel oil can be
continued.

Explanations

Example

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Determine the engine output and
design point

3.5.5

Preliminary remarks

The engine output is one of the most important operating parameters. It
serves as a standard for assessing the economic efficiency and reliability
of the engine but also as a reference value for judging other operating
values. Combinations of outputs and associated speeds or speeds and
associated fuel pump admission settings provide design points. The
position of such design points permits conclusions to be drawn on

-

alterations in resistance (of the ship),

-

losses, leakages, damage, and

-

the efficiency of the injection system, turbocharging system and charge
renewal system.

In the case of older engines (> 30 000 hours of operation), reliable con-
clusions are only possible at design points for which all three above-men-
tioned parameters are known. Further relevant operating values may have
to be taken into consideration to guarantee a correct judgement.

How to proceed

The effective engine output P

e

cannot be easily measured on marine pro-

pulsion engines. For this purpose, it would be necessary to measure the
torque. In the case of medium-speed four-stroke Diesel engines, the indi-
cated output P

i

cannot be determined from indicator diagrams either.

Alternatively, the design point of interest can be determined from the
speed and the mean value of the pump admission settings. From this,
conclusions can be drawn on the corresponding effective output. A pre-
requisite, however, is that the same fuel is used and that the fuel tempera-
ture is the same.

The effective engine output for generator sets can be determined relatively
precisely from the effective generator output P

w

, which is measured con-

tinually, and from the generator efficiency

®

gen

, which varies but slightly

within the usual operating range. This method, however, does not permit
any judgement to be made of changes that may occur on the engine or
generator. As an alternative or additional method, design points can be
determined as outlined above, and the results obtained can be compared.

Preparatory work

The mean value of pump admission settings plotted over the output is re-
corded during the engine works trials and included in the acceptance cer-
tificate in the form of a curve, both for marine and stationary engines. In
the case of marine engines, this data is also entered on an additional
sheet together with three propeller curves. The diagram corresponds to
Figure

1

. For determining the design point and the engine output, the

diagram of the acceptance certificate relating to the respective plant is,
therefore, to be used.

In the case of marine
propulsion engines

In the case of Diesel generator
sets

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This information permits the engine output to be determined and an
assessment to be made of the design points. It is necessary for this
purpose that in the case of marine propulsion engines the engine speeds
and fuel pump admission settings are recorded simultaneously and exactly
during sea trials and immediately afterwards with the ship loaded. This
should be done at varying engine outputs, under normal operating and
weather conditions, and with the fuel intended to be used for continuous
operation. In the case of ships equipped with a controllable-pitch propeller,
it must be ensured that the propeller pitch is the same. The design points
determined this way are also to be entered in the form. They serve as
reference values for assessing parameters determined later on.
Intermediate values have to be interpolated in accordance with the
diagram contained in the acceptance certificate.

For stationary engines, only the pump admission settings of the
acceptance certificate are to be copied into the form sheet.

Important! Diesel fuel oil (MDO) or gas oil (MGO) is used for the

engine trials as a rule. In heavy fuel oil (HFO) operation, pump admission
settings are approximately the same.

Determining the design point and the engine output

Determining the design point and the engine output are to be carried out
analogously using the example shown in Figure

1

, where:

Engine type

XY,

Rated output

6200 kW,

Rated speed

450 rpm.

Steps required:

-

Measure the speed and the fuel pump admission setting. The following
have been determined:

Speed

432 rpm,

Pump setting

59 mm.

-

Convert the measured speed value into a percentage of the rated
speed, which in this case will be 96%.

-

Look up the speed point (96%) on the speed coordinate and project it
vertically upwards.

-

Determine the admission value (59 mm) on the fuel admission scale,
and project it parallel to the closest admission line (arrow) up to the
speed line. Point of intersection = design point.

-

Draw a horizontal through the intersection up to the output coordinate
and determine the value, which in this case will be 86%.

-

Determine the corresponding engine output.

86% x 6200 kW

100%

5330 kW

1 Limiting curve for output
2 Recommended combinator

curve

4 Range of open blow-off flap

5 100s%-torque and

100%-mean-effective-
pressure line

6 Constant-fuel-admission

lines

7 Range of open blow-by

flap

8 Range, in which the

charge air is preheated

Table 1. Legend of Figure

1

Example (marine propulsion
engine)

Steps

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Figure 1. Diagram for determining the design point and engine output (example)

Diagram prepared as required, characteristic design points added,
matched to the usual fuel oil.

Prerequisites

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In the case of generator sets, the method can be applied analogously.
Design points are in this case only found on the 100%-speed line, or close
to it.

Evaluation of results

The design point that has been determined has to be within the admissible
service range. For marine propulsion engines, at least with a new vessel
and new engine, therefore, it has to be to the right of the theoretical pro-
peller curve.

The design of the propulsion system is in order if admission settings are
as follows, with the system new and at rated speed:

Fixed-pitch propeller

85 -- 90%,

Controllable-pitch propeller

85 -- 100%,

Diesel generator sets

100%.

Refer to Section 3.4 - Permissible outputs and speeds.

The shifting of design points towards the left, with the other basic condi-
tions being the same, is attributable to the increased resistance of the
ship’s hull, propeller modifications (larger diameter, increased pitch) or pro-
peller defects.

Shifting of design points in an upward direction (higher admission settings)
is attributable to lighter fuels, higher preheating temperatures, functional
inadequacies or wear in the injection system, or functional inadequacies in
the turbocharging/charge renewal systems. Provided normal fuels are
used and the heating and cleaning equipment is in order, the wear on in-
jection pump plungers and guides will only take effect after prolonged
times of operation (



30.000 operating hours).

Since there are numerous potential influencing factors, whose effects can-
not be easily determined, we recommend that in case of doubt you contact
the nearest service center or the service head office of MAN B&W Diesel
AG, Augsburg.

Economically efficient outputs and speeds

The usual test run/commissioning programme of marine main engines not
only includes the determination of engine speeds and fuel pump admission
settings as described under “Preparatory work”, but also the speeds that
are reached and the corresponding fuel consumption rates. The set of
data:

-

engine speed/admission setting,

-

ship’s speed, and

-

fuel oil consumption

is necessary for taking operational/economic decisions. Based on this
data, reliable answers can be given to questions such as

-

what amount of fuel is needed if the distance A is desired to be
travelled at the speed B, or

-

at what speed (economic speed) will the greatest cruising range be
covered for a given amount of fuel.

Generator sets

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Engine operation at reduced speed

3.5.6

Changing operating conditions

Marine propulsion systems are subjected to external influences that may
lead to a shifting of operating points. Causes for a shifting of operating
points and/or of the propeller curve/propeller map towards the left, in the
direction of lower speeds, include

-

increased drive resistances, or

-

increased ship’s resistances,

due to marine growth and increasing roughness, inappropriate propeller
layout, propeller modifications (larger diameter/increased pitch) or
propeller defects.

Limits of operation at reduced speed under full torque

Under these conditions, the engine will still reach the full torque but no
longer the full speed -- at least not with the admissible rated output.
Operation of the engine under these conditions of reduced speed/
fuel-limited speed is limited as follows:

Application

Admissible speed

reduction

1)

Corresponding

rated output

(blocked)

Marine main engine driving
a controllable-pitch propeller

----

100%

Marine main engine driving
a fixed-pitch propeller

$

10%

90%

Suction dredger/
pumps (mechanical drive)
engines 20/27, 25/30
engines 32/40 - 58/64

$

30%

$

30%

90%
90%

1)

These values only serve for guidance. Conclusive for engine operation are the values fixed

by agreement between the buyer, the shipyard/projecting office and the engine supplier.

Table 1. Maximum admissible speed reduction at full torque

Operations with an even higher reduction of speed at full torque is not
admissible

-

because of the decreasing excess combustion air ratio (tendency of
contamination/coking of components contacted by gas),

-

because of the rising component temperatures endangering vital
components (exhaust valves, cylinder heads, piston etc.), and

-

because of the danger that the surging limit of the compressor is
reached as a result of turbocharger fouling.

With due regard to the fact that continuous operation at reduced speed
under full torque is not only unfavourable for the engine but also results in
reduced ship’s speeds, it must by all means be attempted to eliminate or
reduce avoidable resistances. Most promising are counter measures
against the above-mentioned resistances.

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Equipment for adapting the engine
to special operating conditions

3.5.7

Overview

MAN Diesel SE four-stroke engines and turbochargers have been
designed specifically to yield optimum results, e.g. in terms of fuel oil
consumption and emission behaviour at normal service output.
Nevertheless, certain operating situations can better be coped with using
supplementary or alternative equipment.

Table 1 lists the equipment for adapting the engine to special operating
conditions/for optimising the operating performance. It also lists the
preferred fields of application. This table is intended to provide you with a
summary of the existing possibilities and their object.

Equipment/measure

Object/load
condition

Ship

Stationary

Blow off charge air

Full load

x

x

Bypass charge air

Part load

x

Raise charge air temperature
(two-stage charge air cooler)

Part load

x

Control the charge air
temperature
(CHATCO)

Part load/
Full load

x

x

Blow off exhaust gas
(waste gate)

Full load

x

Accelerate turbocharger
(jet assist)

Manoeuvring
Load
application

x

x

Adjust injection timing

Part load

x

x

Table 1. Equipment for optimising the operating performance

x = availability

Brief descriptions

When engines are operated at full load at low intake temperature, the high
air density involves the danger of excessive charge air pressure leading to
an inadmissibly high ignition pressure. In order to avoid such conditions,
the excessive charge air is withdrawn upstream or downstream of the
charge air cooler and blown off into the engine room. This is achieved by
means of an electro-pneumatically controlled or spring-loaded throttle flap.
See Section 2.4.1 and 3.5.12.

The charge air pipe is connected to the exhaust pipe via a reduced
diameter pipe and a bypass flap. The flap is closed in normal operation.
During propeller operation between 25 and 60% load, the volume of air
which is available for the engine is relatively small and the charge air
pressure is relatively low. To increase the air volume that is available for
the engine under these conditions, charge air is blown into the exhaust
pipe. For this purpose, the bypass flap is opened. The resultant pressure

Charge air blow-off device

Charge air bypass device

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increase in the exhaust pipe leads to a higher turbine output and,
consequently, to a higher charge air pressure.

The throttle flap is controlled by a pneumatic actuator cylinder, as a
function of the engine speed and fuel pump admission setting. Please
refer to Sections 2.4.1 and 3.5.8.

High air temperatures during part-load operation contribute to improved
combustion and, consequently, reduced exhaust gas discoloration. This
condition can be achieved if a two-stage charge air cooler is used and the
charge air is heated by means of the low-temperature (LT) stage during
part-load operation (20 to 60% load).

The charge air temperature control CHATCO reduces the amount of
condensed water that accumulates during engine operation under tropical
conditions. In this connection, the charge air temperature is kept constant
up to a certain intake temperature. If this value is exceeded, the charge air
temperature is constantly raised. Please refer to Section 2.4.7.

This equipment is used where special demands exist regarding fast
acceleration and/or load application. In such cases, compressed air is
drawn from the starting air vessels and reduced to a pressure of max.
4 bar (relative) before being passed into the compressor casing of the
turbocharger to be admitted to the compressor wheel via inclined bored
passages. In this way, additional air is supplied to the compressor which in
turn is accelerated, thereby increasing the charge air pressure. Operation
of the accelerating system is initiated by a control, and limited to a fixed
load range. Please refer to the figure in Section 2.4.1.

By blowing off exhaust gas upstream of the turbine and returning it to the
exhaust pipe downstream of the turbine, an exhaust gas pressure
reduction on the turbocharger and/or a drop in turbine speed at full load is
effected. This measure is necessary if the turbocharger has been
designed for optimised part load operation. See section 3.5.11.

Adjustment on the 32/40 engine is achieved by means of a camshaft that
permits adjustment relative to the direction of rotation using a turning,
axially moving and helically toothed bushing which is in mesh with the
toothing provided on the camshaft. A shifting of the bush causes the
camshaft to be turned, whereby the injection timing is changed. For
details, please refer to Section 2.4.5.

On the engine types 40/54, 48/60 and 58/64, adjustment if effected by
shifting the cam followers provided between the cam track and the fuel
pump cylinder, or by turning the eccentric shaft carrying these cam
followers. For details, please refer to Section 2.4.5. The above-described
facilities allow the ignition pressure and the fuel consumption to be
influenced by effecting a shifting in the direction of “advanced ignition”.
Shifting in the direction of “retarded ignition” helps reduce NO

X

emissions.

Device for raising the
charge air temperature
(two-stage charge air cooler)

Control of the charge air
temperature (CHATCO)

Device for accelerating the
turbocharger (jet assist)

Device for blowing off the
exhaust gas (waste gate)

Device for adjusting the injection
timing

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Bypassing of charge air

3.5.8

Technical layout

This equipment for the bypassing of charge air essentially consists of the
connection between the charge air pipe (1) and the exhaust pipe (8), the
throttle flap (4) and the associated electropneumatic control.

1 Charge air pipe
2 Diaphragm
3 Interconnecting pipe
4 Throttle flap,

pneumatically operated

5 Lift limiting screw
6 Electro-pneumatic

4/2-way valve (M392)

7 Compensator
8 Exhaust pipe
9 Lever for manual

switch-over

10 Shaft end, slotted

(emergency operation)

Figure 1. Equipment for charge air bypassing (schematic representation)

The rate of air flow through the interconnecting pipe can be limited by a
diaphragm (2). The throttle flap is pneumatically operated. The end
positions of the power cylinders can be fixed by adjusting screws (5). The
compensator (7) serves to absorb deformations/displacements in the
interconnecting pipe.

Functional description

The supply of air to the pneumatic drive is controlled by the 4/2-way valve
(6) and its solenoid valve. The passage 1 - 2 to open the flap is cleared
when the solenoid valve is energised. The valve is switched over to
passage 1 - 3 for closing the flap when the valve is de-energised. The
switching condition of the solenoid valve (energised) is determined by the
following conditions:

-

engine speed

> 60 ... < 85%*,

-

pump rack setting

> 25 ... < 65%*,

-

engine is not started/engine is not connected (stable load condition).

*

The upper limit depends on the engine size and number of cylinders (up to 95 or 75% respectively)

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To ensure these conditions and for the electric control of the solenoid
valve, there is a speed transmitter/speed relay and a split cam in the
control stand. This cam effects the pump rack setting (40/54 to 58/64
engines). On the 32/40 engine, pump rack settings are generated by a unit
evaluating the analog signals of the remotely operating admission
transmitter. This equipment restricts bypassing to an output/speed range
as shown in Figure 2.

1 Range for bypassing of

charge air

2 Limit of maximum

admissible operating
range

3 Theoretical propeller

curve

Figure 2. Output/speed range for the bypassing of charge air (example, valid for
fixed-pitch propeller drive)

The bypassing of charge air into the exhaust pipe causes the charge air
pressure and specific air/exhaust gas volume to be increased, and the
exhaust gas temperature upstream and downstream of the turbine to be
reduced.

Setting

The settings of all elements are fixed during the engine test run and/or
during sea trials/commissioning. They must not be changed during the
warranty period without the approval of MAN B&W Diesel AG.

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Emergency operation

If necessary, the 4/2-way valve can be switched over by hand using the
lever (9) on the underside of the valve. The throttle flap can be turned
through the slot provided in the shaft end (10). See Figure 3.

9 Lever for

4/2-way valve

10 Slotted shaft end

Figure 3. Actuation of the 4/2-way valve and the throttle flap in case of emergency

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Condensed water in charge air pipes
and pressure vessels

3.5.9

Background

Air contains finely dispersed water in the form of steam. Some of this
water condenses out as the air is compressed and cooled by the turbo-
charger and charge air cooler, and this also happens with the compressed
air in air vessels. Condensation increases as

-

the air temperature rises,

-

the air humidity rises,

-

the charge air pressure rises, and

-

the charge air temperature drops.

Up to 1000 kg of water per hour can accumulate under certain conditions,
and on large engines, in the charge air pipe downstream of the charge air
cooler. This is due to the large volume of air and the relatively high charge
air pressures. Under tropical temperatures, this effect is intensified.

The amount of water accumulating in air vessels is much less, hardly in
excess of 5 kg per charge.

The amount of condensed water should be reduced as far as possible.
Water must not enter the engine.

▲

Attention!

Water draining of the charge air pipe must work

properly! Water should be drained from the air vessels after filling
and before the air is used!

Nomogram to determine the amount of condensed water

Using the nomogram in Figure 1, the amount of water can be determined
which condenses in the charge air pipe or in a pressure vessel as the air is
compressed and cooled. The principle of this method is described by two
examples which follow.

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Figure 1. Nomogram for determining the amount of condensed water in charge air pipes and pressure vessels

Example 1 -- Determine the amount of water accumulating in the charge air pipe

Ambient air temperature

35

ƒ

C,

Relative air humidity

90%.

The corresponding point of intersection in the diagram is the point I, i.e.

the original water content is

0.033 kg of water/kg of air.

Charge air temperature
downstream of cooler

50

ƒ

C,

Charge air pressure (overpressure)

2.6 bar.

The resultant point of intersection in the diagram is point II, i.e.

the reduced water content

0.021 kg of water/kg of air.

The difference between I and II is the condensed water amount A.

A

I



II

0.033



0.021

0.012 kg of water/kg of air.

1st step

2nd step

3rd step

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Multiplied by the engine output and the specific rate of air flow, the amount
of water accumulating in one hour, Q

A

is obtained.

Engine output P

12,400 kW,

specific air flow rate l

e

*

7.1 kg/kWh.

Q

A

A

ô

P

ô

l

e

0.012

ô

12, 400

ô

7.1

1.055 kg water/h



1 t water/h.

Example 2 -- Determine the amount of water accumulating in a pressure vessel

Ambient air temperature

35

ƒ

C,

Relative air humidity

90%.

The resultant point of intersection in the diagram is point I, i.e.

the original water content

0.033 kg of water/kg of air.

Temperature T of the air in the vessel

40

ƒ

C = 313 K,

Pressure in the vessel (overpressure) p

ü

30 bar, corresponding to

absolute pressure P

abs

31 bar or 31

ô

10

5

N



m

2

.

The resultant point of intersection in the diagram is point III, i.e.

the reduced water content is

0.0015 kg of water/kg of air.

The difference between I and III is the condensed water amount B.

B

I



III

0.033



0.0015

0.0315 kg of water/kg of air.

Multiplied by the air volume m in the vessel, the amount of water, Q

B

, is

obtained which accumulates as the pressure vessel is filled.

Q

B

B

ô

m.

m is calculated as follows:

m

p

ô

V

R

ô

T

.

Legend
Absolute pressure in the vessel, p

abs

31

ô

10

5

N



m

2

,

volume V of the pressure vessel

4000 dm

3

= 4 m

3

,

gas constant R for air

287 Nm/kg

ô

K,

temperature T of the air in the vessel

40

ƒ

C = 313 K.

m

31

ô

10

5

ô

4

287

ô

313

138 kg of air.

Final result

Q

B

B

ô

m

0.0315

ô

138 kg

4.35 kg of water.

*

The specific air flow rate depends on the engine type and engine loading. To obtain a rough estimate of the condensed water volume, the
following approximate values can be used:

Four-stroke engines

approx. 7.0 ... 7.5 kg/kWh,

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Two-stroke engines

approx. 9.5

kg/kWh.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4th step

1st step

2nd step

3rd step

4th step

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Load application

3.5.10

Isolated operation

Large applications of load, such as occur in a ship’s auxiliary engine in the
ship network or in stationary engines in isolated operation, cannot be dealt
with in one step. According to the International Association of
Classification Societies (IACS) and the internationally valid standard ISO
8528-5, applications of load must be carried out in stages. See Figure 1.
The number of stages and their level depend on the effective medium
pressure of the engine.

1 1. Stage
2 2. Stage
3 3. Stage

P

e

Application of load as a
% of continuous power

p

e

medium effective
pressure in continuous
power

Figure 1. Application of load in stages according to IACS and ISO 8528-5

For the 32/40, 40/54, 48/60 and 58/64 engines with medium pressures
between 21.9 ... 24.9 bar, the following load stages apply:

1. Stage

33%,

2. Stage

23%,

3. Stage

18%,

4. Stage

26%.

Larger load stages can possibly be achieved using special layouts. These
will require the written agreement of MAN Diesel SE.

The diagram in Figure 2 applies for applications of load based on the
current value.

Application of load dependent
on medium pressure

Application of load dependent
on the actual power

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Bild 2. Application of load dependent on the current power

In keeping to this maximum load connection rate, the demands of the
classification associations can be safely fulfilled. These are (at 11/97):

the dynamic speed onset as a % of the nominal speed

$

10%,

the remaining speed change as a % of the nominal speed

$

5%,

the settling time until intake to tolerance band +/-- 1%
of the nominal speed

$

5 sec.

Even at load shedding of up to 100% of the nominal power, the following
can be guaranteed:

Dynamic speed change as a % of the nominal speed

$

10%,

remaining speed change as a % of the nominal speed

$

5%.

Details of the connecting of load and load shedding must be agreed with
MAN Diesel SE in the planning stage. They require approval.

Parallel network mode

In parallel mode with engines using other high power current generators,
basic jumps in load do not occur. The course of engine loading is not
determined here through external influences but through its own
measurements. The loading/unloading of the engine are controlled by the
regulations in section 3.5.3.

A

Load application

B

Base load

-- -- --

Standard

- - -

Engine with Jet-Assist

Load shedding

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Exhaust gas blow--off

3.5.11

Technical layout

The device for blowing off the exhaust gas essentially consists of the con-
nection between the exhaust pipe upstream of the turbocharger (11) and
the exhaust pipe downstream of the turbocharger (9), the blow-off flap (1)
and its electro-pneumatic control.

1 Blow-off flap with

pneumatic drive

2 Intake silencer
3 Turbocharger
4 Compressor
5 Turbine
6 Double diffuser
7 Deflection casing

8 Blow-off pipe
9 Exhaust pipe

downstream of
turbocharger

10 Compensator

11 Exhaust pipe upstream of

turbocharger

M367 Electro-pneumatic

5/2-way valve

C Control air 8 bar

G Fresh air

H Charge air

J Exhaust gas downstream

of engine

P Exhaust gas downstream

of turbocharger

Figure 1. Device for blowing off exhaust gas (schematic representation)

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Brief description

Depending on the turbocharger design, especially in case of part-load
oriented use, turbocharger overspeed may occur in the upper load range.
In order to prevent this, exhaust gas is taken from the exhaust pipe up-
stream of the turbocharger and led via a bypass pipe directly into the
chimney or to the exhaust gas boiler plant. This way, an exhaust gas
pressure reduction is reached and thus a turbine speed decrease during
full load. If required, the by--pass pipe (blow-off pipe) is opened and/or
closed by means of an electro-pneumatically controlled flap.

Figure 2. Arrangement of the exhaust gas blow-off pipe (figure shows the V 48/60
engine type - the design of the pipe fitted may differ from that shown in the figure)

Figure 3. Arrangement of the exhaust gas blow-off pipe (figure shows the V 48/60
engine type - the design of the pipe fitted may differ from that shown in the figure)

1 Blow-off flap with

pneumatic drive

8 Blow-off pipe
9 Exhaust pipe

downstream of
turbocharger

12 Exhaust pipe with

covering
(upstream of
turbocharger)

1 Blow-off flap with

pneumatic drive

8 Blow-off pipe

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Operating principle

The air supply to the pneumatic drive of the flap is controlled by the
5/2-way solenoid valve (M367). The way 1 - 4 for opening the flap is clear
when the solenoid valve is excited. In de-excited condition, the way 1 - 2
for closing the flap is clear.

The turbocharger speed serves as a criterion for the activation of the blow-
off flap. In case the speed transmitter fails, the activation is effected as a
function of the fuel admission. If the turbocharger speed or the fuel admis-
sion are in the critical range, the active flap position is maintained in order
to prevent constant switching-over (hysteresis) of the blow-off flap. In
case the actual value in turn exceeds and/or falls below the limit value, the
flap control causes switching over of the blow-off flap.

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Engine operation III --
Operating faults

3.6

3.1

Prerequisites

3.2

Safety regulations

3.3

Operating media

3.4

Engine operation I - Starting the engine

3.5

Engine operation II - Control the operating data

3.6

Engine operation III - Operating faults

3.7

Engine operation IV - Engine shut- down

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Faults/Deficiencies
and their causes (Trouble Shooting)

3.6.1

Preliminary remarks

Tables 1-3 contain a number of potential operating faults and their possible
causes. They are intended to contribute to reliable fault diagnosis and effi-
cient elimination of their causes.

The faults were subdivided into three categories:

-

Engine start/engine operation,

-

operating data, and

-

other problems.

In most cases, the sources/causes of faults cannot be definitely traced in
the first step. There will be several possible causes as a rule. The most
probable one is to be found, making due allowance for

-

the appearance,

-

the temporal and physical facts, and

-

the personal, empirical know-how.

The “info” column contains references to text passages of the operating
instruction manual and to work cards. The code numbers given in the
“code” column permit the table to be also used under the motto “What
happens if ...”.

The code number 15, for example, appears at three different points in the
tables (marked by

-

). The meaning behind it: Supposed the injection tim-

ing is too far in the “late” direction, the following possible effects must be
expected:

-

The engine does not reach the full output/speed,

-

the exhaust gas temperatures are excessive, and

-

the exhaust plume is visible, of dark colour.

To be noted: The operating instruction manual for the turbocharger con-
tains its own table for trouble shooting.

The order of entries does not permit to draw conclusions on the probability
of causes. The order rather follows the principle: Causes related to en-
gine operating media and operating media systems in the first place, fol-
lowed by engine, turbocharger, and possibly ship.

Trouble shooting with the aid of
Tables 1-3

Break-down

“Info” and “Code” columns

Example

Trouble shooting on the
turbocharger

Order of entries

3.6.1--02 E

11.02

32/40 up D

6680

09

102/

Trouble shooting “Engine start/engine operation”

Fault/system

Causes

Info

Code

Crankshaft does not turn on start, turns too slowly, or swings back

Compressed air system

Pressure in the compressed air tank too low

01

Main starting valve defective

162.xx

02

Starting valve defective

161.xx

03

Starting air pilot valve defective

160.xx

05

Control and monitoring
system

Fault in the pneumatic or electronic control system

63

Remote starting interlocked

83

Turning gear

Turning gear not completely disengaged

79

Engine reaches ignition speed, but there is no ignition

Fuel

Fuel quality inadequate

3.3

09

Fuel oil system

Fuel tank empty

06

Fuel system not vented

07

Injection pumps do not deliver fuel

2.4, 200.xx

08

Fuel pressure at entry into injection pump too low, de-
livery pump defective

2.4, 2.5

12

Fuel oil filter clogged

13

Injection pump/IP drive

Excessive clearance between injection pump plunger
and barrel

2.5, 200.xx

16

Speed governing system

Speed governor/booster defective/faulty/misadjusted

140.xx

56

Pick-up defective (32/40 engine)

140.xx, 400.xx

78

Control and monitoring
system

Fuel admission release missing/too low

65

Fault in the pneumatic or electronic control system

63

Cylinders firing irregularly

Fuel

Fuel quality inadequate

3.3

09

Water in the fuel

3.3, 000.05

10

Fuel system

Fuel system not vented

07

Fuel pressure at entry into injection pump too low, de-
livery pump defective

2.4, 2.5

12

Fuel oil filter clogged

13

Injection valve

Injection valves defective

221.xx

20

Inlet/exhaust valves

Inlet or exhaust valves sticking, valve spring broken,
valves not tight

113.xx, 114.xx

26

Engine does not reach full output or speed

Fuel

Fuel quality inadequate

3.3

09

Water in the fuel

3.3, 000.05

10

Fuel oil viscosity too low, fuel overheated

3.3

66

Fuel system

Fuel system not vented

07

Fuel pressure at entry into injection pump too low, de-
livery pump defective

2.4, 2.5

12

Fuel oil filter clogged

13

3.6.1--02 E

11.02

32/40 up D

6680

09

103/

Fault/system

Code

Info

Causes

Injection timing adjustment

Injection timing too late (only engines with
automatic injection timing adjustment)

2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)

15

-

Injection pump/IP drive

Excessive clearance between injection pump plunger
and barrel

2.5, 200.xx

16

Injection pump plunger sticking, spring broken

200.xx

17

Control rod, regulating sleeve or pump element got
stuck

200.xx

18

Pressure valve in the injection pump not tight

200.xx

19

Injection valves

Injection valves defective

221.xx

20

Nozzle orifices or injection pipes clogged

221.xx

21

Governor/control linkage

Governor/booster defective/faulty/misadjusted

140.xx

56

Governor or control linkage setting spoiled

2.4, 140.xx

22

Control linkage sluggish or stuck

203.xx

23

Inlet and exhaust valves

Inlet or exhaust valves sticking, valve spring broken,
valves not tight

113.xx, 114.xx

26

Control and monitoring
system

Fuel admission release missing/too low

65

Speed release too low

89

Turbocharger

Turbocharger fouled or defective

500.xx

49

Ship

Marine propulsion engines: Propeller damaged, or
marine growth on hull

45

Irregular engine operation, knocking

Fuel system

Fuel system not vented

07

Fuel pressure at entry into injection pumps too low,
delivery pump defective

2.4, 2.5

12

Fuel oil filter clogged

13

Engine

Engine or some of the cylinders severely overloaded

2.5, 3.5

25

Injection timing adjustment

Injection timing too early (only engines with automatic
injection timing adjustment)

2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)

14

Injection pump/IP drive

Injection pump plunger sticking, spring broken

200.xx

17

Injection valves

Injection valves defective

221.xx

20

Inlet and exhaust valves

Inlet or exhaust valves sticking, valve spring broken,
valves not tight

113.xx, 114.xx

26

Excessive valve clearance

111.xx

90

Engine speed fluctuates

Fuel

Air in the fuel

75

Fuel system

Fuel pressure at entry into injection pump too low, de-
livery pump defective

2.4, 2.5

12

Governor/control linkage

Governor setting spoiled, control linkage worn out

2.4, 140.xx

22

Governor/booster defective/faulty/misadjusted

140.xx

56

Control linkage sluggish or stuck

203.xx

23

Pick-up defective (32/40 engine)

140.xx, 400.xx

78

Injection pump/IP drive

Control rod, regulating sleeve or pump element got
stuck

200.xx

18

Control and monitoring
system

Reference value for speed instable (air leakage/elec-
trical signal)

58

3.6.1--02 E

11.02

32/40 up D

6680

09

104/

Fault/system

Code

Info

Causes

Engine speed drops, engine stops

Fuel

Water in the fuel

3.3, 000.05

10

Fuel system

Fuel tank empty

06

Fuel pressure at entry into injection pump too low, de-
livery pump defective

2.4, 2.5

12

Fuel oil filter clogged

13

Engine

Engine or some of the cylinders severely overloaded

2.5, 3.5

25

Governor/control linkage

Reference value for speed missing

59

Control linkage sluggish or stuck

203.xx

23

Control and monitoring
system

Shut-down initiated

2.4

24

Overspeed protection tripped

Governor/control linkage

Governor/booster defective/faulty/misadjusted

140.xx

56

Governor - “Dynamics” incorrectly adjusted

140.xx

57

Control linkage sluggish or stuck

203.xx

23

Control and monitoring
system

Overspeed relay defective

85

Exhaust plume contains soot, dark smoke

Fuel

Fuel quality inadequate

3.3

09

Engine

Engine or some of the cylinders severely overloaded

2.5, 3.5

25

Charge-air system

Charge air too cold

2.5

73

Charge-air cooler fouled (excessive differential
pressure)

2.5, 322.xx

53

Injection timing adjustment

Injection timing too late (only engines with automatic
injection timing adjustment)

2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)

15

-

Injection pump/IP drive

Fuel injection pump, baffle screws worn

200.xx

69

Injection valves

Injection valve defective

221.xx

20

Inlet and exhaust valves

Inlet or exhaust valves sticking, valve spring broken,
valves not tight

113.xx, 114.xx

26

Control and monitoring
system

Fuel admission setting too high (marine main engines
- in manoeuvring mode only)

64

Turbocharger

Turbocharger fouled or defective

500.xx

49

Air intake filter clogged (air starvation)

91

Exhaust plume is blue smoke

Fuel

Water in the fuel

3.3, 000.05

10

Lube oil system

Oil level in the oil sump too high (wet oil sump)

34

Piston/piston rings

Piston ring clearance or gap excessive

2.5, 034.xx

28

Piston rings stuck or broken

034.xx

32

Turbocharger

Turbocharger overlubricated

500.xx

92

Noise coming from the valve or injection pump drive (noise depending on speed)

Injection pump/IP drive

Injection pump plunger sticking, spring broken

200.xx

17

Drive roller defective, or spring broken

200.xx (32/40,
40/45), 201.xx
(40/54 ... 58/64)

46

Inlet and exhaust valves

Inlet or exhaust valves sticking, valve spring broken,
valve not tight

113.xx, 114.xx

26

3.6.1--02 E

11.02

32/40 up D

6680

09

105/

Fault/system

Code

Info

Causes

Excessive valve clearance

111.xx

90

Smoke issuing from crankcase/crankcase venting, hollow-sounding noise coming from the crankcase

Lubricating oil

Oil contains too much water

3.3, 000.05

81

Engine

Crankcase venting blocked

93

Piston/piston rings

Piston rings stuck or broken

034.xx

32

Running gear/crankshaft

Piston or bearing runs hot or starts seizing

2.4, 3.5

31

Oil mist detector tripped

Oil mist detector

Sensitivity wrongly set

76

Condensed water in the measuring unit (if engine
room ventilators blow cold air against the detector)

77

Lubricating oil

Lubricating oil contains too much water

3.3, 000.05

81

Piston/piston rings

Piston ring clearance or gap excessive

2.5, 034.xx

28

Running gear/crankshaft

Piston or bearing runs hot or starts seizing

2.4, 3.5

31

Splash-oil monitoring system tripped

Lubricating oil

Lube oil temperature too high

104

Lube oil temperature - deviation from mean value ex-
cessive

105

Running gear/crankshaft

Piston or bearing runs hot or starts seizing

2.4, 3.5

31

Table 1. Faults and their causes/trouble shooting -- Part 1 -- “Engine start/engine operation”

3.6.1--02 E

11.02

32/40 up D

6680

09

106/

Trouble shooting “Operating data”

Fault

Causes

Info

Code

Cooling water temperature too high

Cooling water system
(HT system)

Lack of cooling water, or air in the cooling water
system

42

Cooling water spaces and/or coolers fouled

000.08

43

Cooling water pump defective

44

Temperature controller defective

47

Preheating system operating

87

Engine

Engine or some of the cylinders severely overloaded

2.5, 3.5

25

Control and monitoring
system

Indicating instrument or connecting line defective

39

Cooling water pressure too low

Cooling water system
(HT system)

Cooling water level in the storage tank too low

70

Leakage in the system

71

Pipes clogged, fittings blocked

74

Cooling water pump defective

44

Stand-by pump not started

82

Control and monitoring
system

Indicating instrument or connecting line defective

39

Pressure switch/transducer defective

61

Lube oil temperature too high

Cooling water system
(recooling system)

Lack of cooling water or air in the CW system

42

Cooling water spaces and/or coolers fouled

000.08

43

Cooling water pump defective

44

Temperature controller defective

47

Preheating system operating

87

Control and monitoring
system

Indicating instrument or connecting line defective

39

Lube oil pressure too low

Lube oil system

Lack of oil in the service tank

35

Overpressure valve of lube oil pump, spring broken

36

Pressure control valve defective

60

Lube oil pipes not tight

37

Lube oil pipe clogged

80

Lube oil filter clogged

38

Lube oil pump defective

41

Stand-by pump not started

82

Control and monitoring
system

Indicating instrument or connecting line defective

39

Pressure switch/transducer defective

61

3.6.1--02 E

11.02

32/40 up D

6680

09

107/

Fault

Code

Info

Causes

Exhaust gas temperature (deviation from level or change of mean value)

Fuel system

Fuel oil pressure at entry into injection pump too low,
delivery pump defective

2.4, 2.5

12

Engine

Engine or some of the cylinders severely overloaded

2.5, 3.5

25

Charge-air system

Charge-air temperature too high, charge-air pressure
too low

2.5

48

Fault in the bypassing system

62

Injection timing adjustment

Injection timing too late (only engines with automatic
injection timing adjustment)

2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)

15

-

Injection valves

Injection valves defective

221.xx

20

Injection pump

Fuel injection pump - incorrect setting

200.xx

67

Fuel injection pump defective

200.xx

68

Cylinder head

Cylinder head - inlet duct fouled

055.xx

88

Inlet and exhaust valves

Inlet or exhaust valves sticking, valve spring broken,
valves not tight

113.xx, 114.xx

26

Control and monitoring
system

Indicating instrument or connecting line defective

39

Temperature sensor defective

84

Cabling/connections defective/inadequate

86

Turbocharger

Turbocharger fouled or defective

500.xx

49

Ship

Marine propulsion engines: propeller damaged, or
marine growth on hull

45

Charge-air temperature too high

Air intake system/charge-air
system

Temperature of air taken in too high

2.5

50

Cooling water system
(LT system)

Lack of cooling water, or air in the CW system

42

Cooling water spaces and/or coolers fouled

000.08

43

Cooling water pump defective

44

Temperature controller defective

47

Control and monitoring
system

Indicating instrument or connecting line defective

39

Temperature sensor defective

84

Cabling/connections defective/inadequate

86

Charge-air pressure too low

Air intake system/charge-air
system

Temperature of air taken in too high

2.5

50

Charge-air cooler fouled (excessive differential
pressure)

2.5, 322.xx

53

Leakage on the air and exhaust gas sides

52

Exhaust gas system

Exhaust gas back pressure too high (exhaust gas
boiler fouled)

2.5

54

Injection timing adjustment

Injection timing too early (only engines with automatic
injection timing adjustment)

2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)

14

Control and monitoring
system

Indicating instrument or connecting line defective

39

Turbocharger

Air filter, compressor/turbine side of turbocharger fou-
led/damaged

500.xx

51

3.6.1--02 E

11.02

32/40 up D

6680

09

108/

Fault

Code

Info

Causes

Main bearings - Temperature too high

Main bearing

Bearing damaged, lubrication faulty

021.xx

72

Engine

Alignment/foundation faulty

000.09, 012.xx

95

Control and monitoring
system

Temperature sensor defective

84

Cabling/connections defective/inadequate

86

Table 2. Faults and their causes/trouble shooting -- Part 2 -- “Operating data”

3.6.1--02 E

11.02

32/40 up D

6680

09

109/

Trouble shooting “Other problems”

Fault

Causes

Info

Code

Control linkage of injection pumps sluggish/blocked

Governor/control linkage

Governor or control linkage setting spoiled

2.4, 140.xx

22

Control linkage sluggish or stuck

203.xx

23

Control and monitoring
system

Shut-down device triggered

2.4

24

Injection pump delivery erratic

Fuel

Fuel viscosity too low, fuel overheated

3.3

66

Fuel system

Fuel system not vented

07

Fuel too cold, solidified in the pipes (HFO)

3.3

11

Fuel oil pressure at entry into injection pump too low,
delivery pump defective

2.4, 2.5

12

Fuel oil filter clogged

13

Injection pump/IP drive

Injection pump plunger sticking, spring broken

200.xx

17

Pressure valve in the injection pump not tight

200.xx

19

Control rod, regulating sleeve or pump element
sticking

200.xx

18

Starting-air pipe before cylinder head becoming hot

Cylinder head

Starting air valve not tight

161.xx

04

Safety valve in the cylinder head blowing off

Engine

Engine or some of the cylinders severely overloaded

2.5, 3.5

25

Cylinder head

Safety valve, spring broken

057.xx

27

Injection timing adjustment

Injection timing too early (only engines with automatic
injection timing adjustment)

2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)

14

Tabelle 3. Faults and their causes/trouble shooting -- Part 3 -- “Other problems”

3.6.2--03 E

11.04

32/40 upw

6680

04

101/

Emergency operation
with one cylinder failing

3.6.2

Even if the engine is operated with adequate care, serious faults occuring

-

on the injection system or injection pump drive,

-

on the inlet or exhaust valves or the gear of these,

-

on the cylinder head, or

-

on the connecting rod, piston or cylinder liner

cannot be completely ecxluded. If such a fault occurs, the engine has to
be stopped and the damage has to be remedied. If this is not possible, the
possibilities of emergency operation are to be checked and the necessary
provisions are to be made, if any. The engine can then be further operated
under certain conditions, and at reduced output in most cases. If for some
important reason the engine cannot be stopped, it should at least be at-
tempted to take all appropriate measures for avoiding consequential dam-
age.

Dual-fuel engines are to be operated on diesel oil.

Table 1 lists such emergency cases, the relevant conditions and counter
measures. The texts following after the table describe the exemplary
cases of emergency in more details and give supplementary hints.

Fault

Operation possible/

not possible

Engine mounting

Conditions/

Measures

Dangers

rigid

resilient

g

inclined
A I B

conical

A I B

Code number

Case 1

✔

1, 5-7, 9

Legend:

Injection pump

it h d ff

✔

1, 5-7, 9

Legend:

A Single-engine plant

j

p

p

switched off

✔

1)

✘

1, 5-7, 9,13

12

A Single-engine plant

Case 2

✔

1, 2, 5-7, 9

B Twin-engine or

multi-engine plant

Rocker arms and
push rods dis-

✔

1, 2, 5-7, 9

multi-engine plant

✔

Operation possible

✘

O

i

ibl

push rods dis-
mantled, injection
pump switched
off

✔

1)

✘

1, 2, 5-7, 9, 13

12

✘

Operation not possible

Case 3

✔

1-3, 5-10

☎

Consultation with
MAN B&W Diesel AG
requested

Piston and con-
necting rod dis-
mantled

✔

1)

✘

✔

1)

✘

1-10, 13

12

requested

Case 4

☎

11

Two pistons and
connecting rods
dismantled

☎

1)

✘

☎

1)

✘

11

12

1) Operation of resiliently mounted Diesel generator sets is not possible under these conditions.

Table 1. Emergency operation with one or two cylinders failing

Emergency operation with one
or two cylinders failing

3.6.2--03 E

11.04

32/40 upw

6680

04

102/

Explanations -- Type of fault

Operating faults which necessitate the switching off of the injection pump
(fuel admission = zero) but permit operation of the cylinder/piston involved
against the normal compression resistance (the compression), such as

-

fault in the injection system due to a defective nozzle,

-

fault on the cylinder head due to a defective valve, due to gas leaking
at the cylinder head, due to a broken cylinder head bolt.

Operating faults which necessitate the removing of rocker arms and push
rods and the switching off of the injection pump (fuel admission = zero) but
permit operation of the respective cylinder/piston to be continued against
compression (valves closed), such as

-

fault in the valve timing gear,

-

fault on the cylinder head due to gas leaking on the sealing rings, due
to max. two broken cylinder head bolts

2)

.

Important! Cases 1 and 2 are less problematic from the vibrations

point of view than case 3 is, because the running gear components remain
in place.

In case of operating faults which do not permit operation of the piston
against compression, case 3 should be attempted, or the engine should be
shut down.

Operating faults making the removal of a complete running gear (piston,
connecting rod, push rods) necessary.

Important! Cases 1 ... 3 are made allowance for in the torsional

vibration calculation. Limitations in operation which may become
necessary are given as barred ranges on warning plates attached to the
operating equipment.

Operating faults making the removal of two complete running gears (pis-
ton, connecting rod, push rods) necessary.

2) Operation of the 32/40 engine with two cylinder head bolts broken is not permitted.

Conditions/measures -- What is to be done?

Conditions/measures/dangers

Switch off the injection pump as described in work card 200... (see working
instructions / Volume B2).

-

Remove the rocker arm as described in work card 111... (see working
instructions / Volume B2).

-

Remove both push rods as described in work card 112... (see working
instructions / Volume B2), swing up the cam follower and secure it in
this position using a wire rope and clamping screw from the basic tools
stock

3)

. Plug the lube oil bores.

-

Plug the oil pipe for rocker arm lubrication.

-

Remove the piston and connecting rod.

-

Plug the lube oil bores in the crank pin as described in work card 020...
(see working instructions / Volume B2).

-

Plug the starting air pipe leading to the silenced cylinder.

3) Cams and rollers must have no contact as the camshaft is turning.

Case 1

Case 2

Case 3

Case 4

Code number

1

2

3

3.6.2--03 E

11.04

32/40 upw

6680

04

103/

Conditions/measures/dangers

For adequate balancing of the rotating mass moments, remove a balance
weight at the throw of the defective cylinder as described in work
card 020... (see working instructions / Volume B2).

Reduce the engine output (and speed) in accordance with the instruction
plate attached to the control console. Theoretically available output and/or
speed in accordance with the conditions, which have been explained in the
following.

Observe the operating data. The exhaust gas temperatures and turbo-
charger speeds must not exceed the admissible limits.

Take note of the danger of turbocharger “surging”.

Due to one piston being removed, problems in engine starting may occur
at certain crankshaft positions.

Permanently observe the engine. As a matter of precaution, engine oper-
ation/manoeuvring should be performed from the engine room. Limit oper-
ation to emergency cases/a limited period of time.

Mass balancing upset. Critical vibrations may occur on the engine or in the
ship’s hull (natural hull frequencies) also outside the speed ranges which
have been barred as a result of the torsional vibration calculation. Such
ranges should be avoided/passed quickly. The engine output is to be re-
duced to 50%.

Mass balancing severely upset. Engine operation only permitted on con-
sultation with MAN B&W Diesel AG.

Mass balancing upset. Vibrations/movements that occur on the engine
cannot be controlled by the elements of the resilient mounting system.

Block the resilient mounting by means of the device provided, as de-
scribed in work card 012... (see working instructions / Volume B2). This
blocking device is included in the tools set in case of single-engine plants.
It can also be obtained later on. Consultation with MAN B&W Diesel AG is
requested because of the work which is to be done prior to its use.

Reduction of output and speed

To avoid that the unaffected/remaining cylinders are overloaded, the en-
gine output, and possibly also the engine speed, have to be reduced. The
following theoretical conditions apply:

Maximum admissible output

P

max

P

N

ô

Z--1

Z

.

Maximum admissible speed

n

max

n

N

ô

Z--1

Z

¯

.

With

P

N

Rated output

n

N

Rated speed

Z

Number of
cylinders

The value for radicand can be looked up in Table 2.

Code number

4

5

6

7

8

9

10

11

12

13

Controllable-pitch propeller or
generator drive (n = const.)

Fixed-pitch propeller

3.6.2--03 E

11.04

32/40 upw

6680

04

104/

Z

5

6

7

8

9

10

12

14

16

18

Z--1

Z

¯

0.89

0.91

0.93

0.94

0.94

0.95

0.96

0.96

0.97

0.97

Table 2. Factors to determine the speed reduction required when a cylinder fails

As a matter of basic principle, the maximum admissible exhaust gas tem-
perature must not be exceeded, and the turbocharger must not be “surg-
ing”.

Instructions concerning vibrations

Switching off the injection pump on one cylinder may result in critical
speeds requiring further restrictions of the operating speed range. The
barred ranges to be observed under these abnormal operating conditions
are given on the instruction plates.

If it should be necessary to remove the running gear components of the
cylinder affected (case 3), the engine output has to be reduced to 50%.
Moreover, the mass balance is seriously upset. Free mass forces and mo-
ments may occur, which in turn may result in anomalous vibrations on the
engine or in the ship’s hull. In this case, further speed ranges have to be
barred as required.

Removal of a balance weight to compensate the rotating mass portion of
the removed connecting rod will restore the upset mass balance to some
extent only.

Should it become necessary to suppress the ignition of more than one
cylinder, make sure to consult MAN B&W Diesel AG, Werk Augsburg.

Barred ranges/
Torsional vibrations

3.6.3--02 E

10.06

General

6680

03

101/

Emergency operation on failure
of one turbocharger

3.6.3

Preliminary remarks

Turbochargers are turbo machines subjected to high stresses. They oper-
ate at very high speeds and relatively high temperatures and pressures.
In spite of careful system operation, disturbances may occur, which re-
quire emergency operation.

The following criteria may be an indication of turbocharger damage/failure:

-

Sudden drop in turbocharger speed

-

Severe vibrations or noise caused by the turbocharger

-

High exhaust gas temperatures, which are unusual for the engine’s
load conditions

▲▲

Caution!

In these cases, an immediate examination/elimination

of the disturbance is required!

If it is, due to an emergency, necessary to continue operation of the engine
with this defective turbocharger, which is then only possible at reduced
engine output, special measures for emergency operation of the engine
are to be taken.

Turbocharger (see working instructions in Volume C2):

-

End cover for closing the rear of compressor and turbine, with the rotor
dismantled.

-

Holding device for blocking the rotor from the compressor side (suction
port cross section remains open).

All facilities are so designed that the flow is not obstructed on the air and
exhaust side of the turbocharger.

Engine (see working instructions in Volume B2):

-

Screen/s (interceptor grid) for that side of the charge air pipe/s not
facing the turbocharger (the screen/s is/are intended to facilitate engine
operation in the naturally aspirated mode.)

-

Blind flange/s for closing the partly disassembled charge-air by-pass
pipe (if fitted).

Emergency operation of the engine with the turbocharger failing

▲▲▲

Danger!

Attention is drawn to the fact that, in spite of taking

the below-mentioned measures, there is a risk of turbocharger de-
struction! In this case, there is imminent danger of persons being
injured and property being damaged! Such emergency operation of
the engine is only permissible for the period required for warding off
the emergency situation!

Measures to be taken:

-

Reduce the output of the engine so that
-- the maximum exhaust gas temperature after cylinder

General

Failure of one turbocharger

Available facilities

Engine must not be stopped for
imperative reasons

3.6.3--02 E

10.06

General

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is not exceeded,

-- the maximum exhaust gas temperature before turbocharger

is not exceeded,

-- an increased exhaust gas discoloration is minimised.

-

DANGER! Do not stay in the vicinity of the turbocharger!

-

Take the necessary precautions for possibly required fire-extinguishing
measures!

-

At the next opportunity, initiate checking the damage and fault elimin-
ation!

▲▲▲

Danger!

The duration of an engine emergency operation is to

be limited to the absolutely necessary minimum!

Measures to be taken:

-

Stop the engine

-

Carry out the necessary work on the turbocharger
-- Remove the turbine rotor (see working instructions in Volume C2)

(recommended by the turbocharger manufacturer)
or

-- block the turbine rotor (see working instructions in Volume C2)

(only if the turbine rotor cannot be removed for reasons of time)

-

Adjust the engine (see working instructions in Volume B2)

-

After restarting the engine, limit the maximum output so as to ensure
that
-- the maximum exhaust gas temperature after cylinder is not

exceeded,

-- the maximum exhaust gas temperature before turbocharger

is not exceeded,

-- an increased exhaust gas discoloration is minimised.

-

DANGER! Do not stay in the vicinity of the turbocharger!

-

Take the necessary precautions for possibly required fire-extinguishing
measures!

-

At the next opportunity, initiate checking the damage and fault elimin-
ation!

Achievable maximum outputs

The following criteria limit the engine load achievable in emergency oper-
ation:
--

maximum exhaust gas temperature after cylinder,

--

maximum exhaust gas temperature before turbocharger,

--

exhaust gas discoloration.

The following outputs are to be regarded as reference values only.

Engine may be stopped for a
short period

3.6.3--02 E

10.06

General

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Failure of the turbo-
charger

L 32/44 CR

L 32/40

48/60 B

L 58/64

V 32/40

Engine operation at
variable speed

15% of the rated out-

put at the correspon-

ding speed

40% of the rated out-

put at the correspon-

ding speed

Engine operation at
constant speed

20% of the rated out-

put at rated speed

40% of the rated out-

put at rated speed

Table 1. Emergency operation with the turbocharger failing -- maximum outputs/
speeds that can be achieved

The above outputs are reference values only. If necessary, the output has
to be reduced further.

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Failure of the electrical mains supply
(Black out)

3.6.4

The term “black out” designates the sudden failure of the electrical mains
supply. As a result, the cooling water, lube oil and fuel oil supply pumps
will fail, too, unless they are driven by the engine proper. However, other
vital supply equipment and measuring, control and regulating units are
affected, too.

If black out occurs at high engine output, the cooling water which now is
no longer circulating is heated by engine components that are subject to
high thermal loading, and steam bubbles may form locally. Therefore, be
careful with venting and discharge pipes!

▲

Attention!

No matter whether automatically controlled or

manually operated engines are concerned, it must be ensured that
the engine is stopped immediately on black out.

This applies to all cases, where the pumps cannot start operation again
within a few seconds, which is possible if a spare unit automatically takes
over the electric power supply. This emergency stop process can, in the
case of marine main engines, be cancelled for a limited period of time, at
the worst, according to the requirement “ship takes precedence over
engine”. On engines with disengaging coupling, the engines are to be
disconnected. On ships equipped with a controllable--pitch propeller, the
pitch is to be set to zero immediately in order to prevent propeller reverse
power. These processes must automatically be triggered in case of
decreasing lube oil pressure.

The oil supply of engines equipped with a directly connected,
engine-driven lube oil pump (and an electrically driven stand-by pump) is
maintained by this pump on black out.

Marine engines, which are equipped with two electrically driven lube oil
pumps, involving the potential risk that the engine is operated on reverse
power while the ship is gradually run down, are to be equipped with an
emergency lubrication oil tank. From this elevated tank, the oil supply is to
be ensured (temporarily) during this phase.

Stationary engines equipped with two electrically driven pumps are set to
“Zero” admission on black out. Emergency lubrication of the engine during
the relatively short (1 ... 3 minutes) coasting without load is dispensed with
as a rule.

The turbocharger(s) is/are supplied with oil for some time during the
run-down period from an attached oil tank on rigidly mounted engines, or
from a separate oil tank is case of resiliently mounted engines, irrespective
of the lube oil system layout.

After the normal supply of electrical power has been restored, the pumps
and ventilators have to be started automatically and in the order as stated:

1. Lube oil pump and fuel oil supply pump,
2. cooling water pump,
3. engine room ventilation system,
4. sea water pump.

▲

Attention!

Under no circumstances must the engine be allowed

to start up automatically after black out.

Stop the engine immediately

Emergency lubrication equip-
ment

Automatically operated systems

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The blocked fuel supply pumps are reset as soon as the cooling water
pump and the lube oil pump have started. The control lever of the
automatic control system is to be set to STOP and only then is the engine
allowed to be restarted and load to be applied gradually in accordance with
the automatic acceleration programme.

Manually operated engines have to be immediately stopped after black out
so as to avoid severe damage as a result of lubrication failure or thermal
overloading. After the electrical power supply has been restored, proceed
as in the case of automatic operation. It is essential in this case, too, that
the engine is restarted and load is applied gradually.

In the course of engine commssioning, black out is frequently caused on
purpose to test the behaviour of the engine and the reaction of the
shut--down device. In order not to overstrain the engine, this testing is only
allowed to be made at an engine speed below approx. 50 % and/or an
output below approx. 15 %.

Depending on the load at which the engine was being operated prior to the
sudden shut-down, the cooling water which then is no longer circulating is
heated to high temperatures by the hot engine components, possibly
leading to the accumulation of steam in the cooling spaces of the cylinder
head.

Preferably, engine restarting should therefore be postponed until the
engine has cooled down. Since this will be possible in exceptional cases
only, proceed with the restarting as follows, so as to preclude damage by
thermal shocks:

1. Interrupt recooling by bypassing the freshwater cooler.
2. Temporarily switch on the cooling water pump initially to ensure that

water at relatively low temperatures from the pipelines slowly mixes
with the hot water in the engine.

3. Switch on the cooling water and lube oil pumps.
4. Start the engine.
5. Switch the recooling system on again.

Manually operated engine plants

Black-out-Test

Putting into operation of the
engine after black out

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Failure of the cylinder lubrication

3.6.5

Supply of lube oil to the piston running surfaces, piston rings and cylinder
liners is ensured by splash oil in the crankcase and by the additional
cylinder lubrication. If the cylinder lubrication system should fail in part or
completely, engine operation can be continued for a short period
(app. 250 h).

The lubrication system should be repaired or replaced as soon as
possible.

Emergency operation with
cylinder lubrication failing

3.6.6--06 E

01.00

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Failure of the speed control systems

3.6.6

Starting the engine in manual operation (with PGG-EG speed governor)

Failure of the remote control or the electronic governor.

Figure 1. Operating device, in case a PGG-EG speed governor is mounted
(for older models, the steps apply accordingly)

-

Switch the operating lever (4) to “Emergency operation with mech.
governor” (refer to Figure

1

).

-

Turn the admission limitation knob (2) on the governor to position 4 ... 5
(refer to Figure

2

).

-

Adjust the desired speed value to minimum by means of the turning
knob (5) (to the stop, counterclockwise).

-

Check whether all systems are working (oil, cooling water, lube oil) and
whether the indication (1) is glowing/not glowing.

-

Depress the push-button “Starting” (3) until the engine ignites.

-

Set the admission limitation to the desired value (normally “Full”) by
means of the admission limitation knob (2).

-

Adjust the desired speed value on the turning knob (5).

In case of twin-engine plants which drive a shaft, only one engine is run in
manual operation.

▲

Attention

!

Observe the remarks in Sections 3.4 to 3.7, Engine

operation!

To ensure a reliable interaction of the engine with the subordinate
system components (coupling and propeller or generator), the
corresponding remarks in the operating instruction manuals of the
respective manufacturers are to be observed during manual
operation.

Starting condition

1 Indication
3 Push-button
4 Operating lever

Steps

3.6.6--06 E

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Figure 2. PGG-EG speed governor (example: L 58/64)

Important! It is recommended to start the engine in manual

operation at regular intervals.

Mechanic-hydraulic speed governor

In case of a total failure of the mechanic-hydraulic speed governor, e.g.
due to breakage of the speed governor’s drive shaft, the engine is
stopped.

▲

Attention

!

Starting the engine is only possible after the governor

has been repaired.

Electronic-hydraulic speed control system

In case the electronic speed governor fails, caused

-

by internal faults or

-

by a failure of the voltage supply,

the governor output signalling to the actuator drops to zero. One
differentiates two cases:

-

increasing current signal (direct acting) for higher admission,

-

dropping current signal (reverse acting) for higher admission.

In case of an increasing signal, admission is set to “Zero”. The engine is
stopped.

2 Admission limitation knob
5 Turning knob

Direct Acting

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▲

Attention

!

The engine may only be restarted electronically after

the defect has been eliminated.

A further operation using the mechanic governor is possible after
switching over to “Emergency operation with mech. governor”.

n case of a dropping signal, admission is set to “Full”. The speed
increases. After a certain speed is reached, the mechanic-hydraulic speed
governor takes charge of the speed control.

Reverse Acting

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Behaviour in case
operating values are exceeded/
alarms are released

3.6.7

General remarks

Operating values, e.g. temperatures, pressures, flow resistances and all
other safety--relevant values/characteristics, must be kept within the range
of nominal values. Limit values must not be exceeded. Binding reference
values are contained in the test run and commissioning records (in
Volume B5) and in the “List of measuring and control devices” (in
Volume D).

Depending on the extent to which values are exceeded and on the
potential risks, alarms, reduction or stop signals are released for the more
important operating values. This is effected by means of the alarm system
and the safety controls. Reduction signals cause a reduction of the engine
output on vessel plants. This is effected by reducing the pitch of
controllable--pitch propeller plants. Stop signals cause an engine stop.

Acoustic or visual warnings can be acknowledged. The displays remain
active until the malfunction is eliminated. Reduction or stop signals can in
the case of vessel plants be suppressed by means of the override function
of the valuation “ship takes precedence over engine”. For stationary
plants, this possibility is not provided.

For fixing the alarm and the safety--relevant limit values, the requirements
of the classification societies and the own assessment are decisive.

Stop criteria are, e.g., overspeed, too low lube oil pressure and too high
temperatures of the main bearing. In case the oil mist detector reacts, a
stop is usually effected as well. The occurrence of too high cooling water
temperatures causes a reduction in output of vessel plants.

Legal situation

Alarm, reduction and safety signals serve the purpose of warning against
dangers or of avoiding them. Their causes are to be traced with the
necessary care. The sources of malfunctions are to be eliminated
consistently. They must not be ignored or suppressed, except on
instructions from the management or in cases of a more severe danger.

▲▲

Caution!

Ignoring or suppressing of alarms, the cancellation of

reduction and stop signals is highly dangerous, both for persons
and for the technical equipment.

Liability claims for damages due to exceeded nominal values and
supressed or ignored alarm and safety signals respectively, can in no case
be accepted.

Operating values/limit values

Alarms, reduction and stop
signals

Behaviour in emergency cases --
technical possibilities

Fixing alarm and limit values

Examples

3.6.8--02 E

05.02

General

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Procedures in case
a splash--oil alarm is triggered

3.6.8

General

The temperatures of the running gear in the crankcase are transmitted to
the surrounding lubricating oil. Big-end bearing damage, piston seizures
and blow-bys from the combustion chamber cause a change in lube oil
temperature. For the splash-oil monitoring system, part of the splash oil
from each crank pin is collected. The temperature of the splash oil from
each individual crank pin is monitored and compared with that of the other
pins. In case a defined maximum temperature is exceeded or if the
difference between the temperatures of the individual running gears is too
large, an alarm is first triggered and, if necessary, the engine is then shut
off automatically.

▲▲▲

Danger!

Bearing damage, piston seizures and blow-bys pro-

mote the formation of oil mist, which includes an acute risk of per-
sonal injuries and damage to property. An explosion may occur in
the crankcase, and engine, crankshaft, as well as running-gear com-
ponents may suffer severe damage.

If the splash-oil monitoring system does not work properly, the engine is
not monitored. In this case, incipient damage cannot be recognised, at
least not in time.

Checks to be carried out after a splash-oil alarm/an engine stop

After an alarm occurred, the splash-oil temperatures are to be observed
further. Should the temperature which caused the alarm to be triggered
not decrease to the normal value again after a short while, the engine is to
be stopped, and the running gear concerned is to be checked. Following
an automatic engine stop, the running gear must be checked.

After waiting for 10 minutes - which is required because of the possible
explosion hazard on entry of air (see the safety regulations) - all crankcase
covers are to be removed. The further checks include the following:

-

measuring all bearing temperatures,

-

visual inspection of the running gear components as well as the oil
sump for chips, discolouration and warping of material,

-

visual inspection of all piston skirts and cylinder liners.
Pistons from aluminium alloy suffer contact damage already at an early
stage, skirts from grey cast iron are less easily damaged.

If no damage is ascertained, the search for damage is to be extended to
those items of the trouble-shooting list which have not been checked so
far. If necessary, the nearest service base should be contacted.

Important! The engine may only be restarted after it has been es-

tablished that no damage occurred or after the damage causing the alarm
has been eliminated.

Monitoring of the running gear
temperature

Risk of personal injuries and da-
mage to property!

Checking the alarms

Checking the running gear

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Engine operation IV --
Engine shut--down

3.7

3.1

Prerequisites

3.2

Safety regulations

3.3

Operating media

3.4

Engine operation I - Starting the engine

3.5

Engine operation II - Control the operating data

3.6

Engine operation III - Operating faults

3.7

Engine operation IV - Engine shut- down

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Shut down/Preserve the engine

3.7.1

If an engine is to be shut down for more than 1 week it has to be turned
once a week for approx. 10 minutes. For this purpose, the lube oil pumps
for the lubrication of the running gear and the cylinder have to be
commissioned (oil temperature approx. 40

ƒ

C).

For longer periods of engine shut down (e.g. when the engine is put in
stock) it must be emptied, cleaned and preserved. The relevant
information is given in work card 000.14 “Corrosion inhibitors/preservation
of Diesel engines”. The necessary preliminaries, preservation proper and
the appropriate preservation agents are described.

4--02 E

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Maintenance/Repair

1

Introduction

2

Technical details

3

Operation/
Operating media

4

Maintenance/Repair

5

Annex

06.04

L 48/60 B

6703

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101 /

Table of contents

N

4

Maintenance/Repair

: : :

N

4.1

General remarks

: : :

N

4.2

Maintenance schedule (explanations)

: :

N

4.3

Tools/Special tools

: :

N

4.4

Spare Parts

: :

N

4.5

Replacement of components by the New--for--old Principle

: :

N

4.6

Special services/Repair work

: :

N

4.7

Maintenance schedule (signs/symbols)

: :

N

4.7.1

Maintenance Schedule (Systems)

: :

N

4.7.2

Maintenance Schedule (Engine)

Categories of information

Information

Description

Instruction

Data/formulas/symbols

Intended for ...

Experts

Middle management

Upper management

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General remarks

4.1

Similarly to regular checks, maintenance work belongs to the user’s
duties. Both serve the purpose of maintaining the reliable and safe
serviceability of the system. Maintenance work should be done by qualified
personnel and at the times defined by the maintenance schedule.

Maintenance work is of support to the engine operators in their
endeavours to recognise future failures at an early stage. It provides
useful notes on overhaul or repair becoming due, and is of influence on
the planning of downtimes.

Maintenance and repair work can only be carried out properly if the
necessary spare parts are available. It is advisable besides these spare
parts to keep an inventory of parts in reserve for unforeseen failures.
Please request MAN Diesel SE to submit a quotation whenever required.

The jobs to be done are shown in the maintenance schedule, which
contains

-

a brief description of the job,

-

the intervals of repetition,

-

the personnel and time required, and it makes reference to

-

the corresponding work cards/instructions.

Table 1. Maintenance schedule/extract

Purpose of maintenance work/
prerequisites

Maintenance schedule/
maintenance intervals/
personnel and time required

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The work cards, comprised in Parts B2 and C2 of the technical
documentation, contain brief descriptions of

-

the purpose of jobs to be done.

They contain

-

information on the tools/appliances required, and

-

detailed descriptions and drawings of the operating sequences and
steps required.

There is one copy on paper and one foil-sealed copy of each work card
available. The latter are dirt-proof and can be appropriately used for
information while the job is being done.

Volume C1 contains the maintenance schedule of the turbocharger/s.

Figure 1. Work card -- example

Work cards in Volume B2 and C2
respectively

Maintenance schedule of
turbocharger

4.2--02 E

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Maintenance schedule (explanations)

4.2

Preliminary remarks

The maintenance schedule of the engine comprises work to be done on
components of peripherical systems and components/subassemblies of
the engine itself (refer to Section 4.7). The maintenance schedule for the
turbocharger is part of Volume C1 of the Technical Documentation.

Binding character and adaptabilities

The maintenance schedules 4.7.1 and 4.7.2 are valid in combination and
comprise jobs to be done at regular intervals and/or within regular interval
ranges.

After 30,000 or 36,000 operating hours a thorough inspection of the main
components is to be carried out. During this process the cylinder head and
valves, the cylinder liners and pistons as well as the running gear compo-
nents and bearings, in particular, should be checked for wear and replaced
if necessary. It is recommended to entrust one of our service bases with
this comprehensive scope of work or a general overhaul.

The maintenance schedules have been drawn up for standard operating
conditions. The stipulations contained therein are non committal recom-
mendations and approximative values. In order to gain emprical values, it
is recomended to observe the lower interval ranges first, as approximate
values. After a critical evaluation of the operating results and conditions,
shorter intervals may become necessary provided external operating
conditions (timetable of ships/inspection time of power plants) allow it. In
case of favourable operating results and conditions, an extension of the
intervals is possible.

Favourable operating conditions are:

-

constant load within the range of 60% to 90% nominal load,

-

observing the specified temperatures and pressures of the operating
media,

-

using the specified lube oil and fuel quality,

-

as well as a proper separation of the fuel and lube oil.

Adverse operating conditions are:

-

long-term operation at peak load or low load; prolonged idling times;
frequent, drastic load changes,

-

frequent engine starting and repeated warming-up phases without ad-
equate preheating,

-

high loading of the engine before the operating media have reached the
specified temperatures,

-

lube oil, cooling water and charge air temperatures that are too low,

-

using inappropriate fuel qualities and insufficient separation,

-

inadequate intake air filtering (particularly on stationary engines).

Maintenance schedules:
Systems

4.7.1

Engine

4.7.2

Turbocharger

4.7.3

Validity of the maintenance
schedule

Adaption of the maintenance
schedule

4.3--01 E

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Tools/Special tools

4.3

Preliminary remarks

The following comprehensive standard set of tools comes supplied with
the engine:

-

basic tools,

-

hydraulic tensioning tools, and

-

special tools.

This set of tools permits normal maintenance work to be carried out. A list
specifying the extent and designations of these tools is contained in
Volume B6 of the technical documentation. The tools set intended for the
turbocharger is contained in one case, and a table of contents is also
included.

Tools are also available

-

for jobs that are generally more difficult to perform or that are only
seldom necessary,

-

which facilitate the work, or

-

which help to overcome plant-specific obstructions.

Such tools are supplied on request. MAN B&W Diesel AG will gladly
submit an offer, if desired. The table below shows which tools are
available to supplement the standard set of tools for the engine.

Certain jobs, which are rather repair jobs than maintenance jobs, require
special expert knowledge, experience and supplementary equipment/
accessories. Further special tools are made available to our service
bases, and possibly also our authorised workshops, for such purposes.
We therefore recommend that you consult these partners, or entrust them
to do jobs for you whenever your own capacities in terms of time,
qualification or personnel are inadequate.

Tools supplied on customer’s request

Explanations

For maintenance work such as checking the main bearing or replacing the
bearing shells, the main bearing cap has only to be lowered; it need not be
removed. Removal of the main bearing cap is only necessary in special
cases. This tool is provided for this purpose.

Maintenance jobs such as the checking of spring assemblies can be done
without the complete vibration damper having to be disassembled.
Removal of the torsional vibration damper is only necessary in special
cases. This tool is provided for this purpose.

Cylinder liners require rehoning when piston rings are replaced or when
the roughness of the running surface has become insufficient. This job
can be contracted to a service base or done by the user himself using the
honing tool.

Standard tools

Tools on customer’s request

Special tools

Tools

Device for removing/fitting the
main bearing cap

Device for removing/fitting the
torsional vibration damper
(on the crankshaft)

Pneumatic honing tool
for the cylinder liner

4.3--01 E

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Regrinding of the sealing groove in the top land ring or the cylinder head
becomes necessary when the sealing ring is no longer able to provide
adequate compensation for deformation/material losses.

Similarly to valve seats, valve cones showing minimum deficiencies can be
corrected by hand using grinding paste. Where no satisfactory result can
be achieved by this method, mechanical remaching is necessary.

Figure 1. Hunger valve cone grinder

The accurate measuring and evaluating of ignition (and injection)
pressures using the Baewert indicator system which consists of a quartz
crystal sensor and an instrument for evaluation furnishes useful
information on the condition of the engine and potential areas for
improvement. A serial interface and a PC program permit computer-aided
evaluation. For devices from other manufacturers, see section 3.5.2.

Figure 2. Baewert indicator system

Tool for regrinding the sealing
groove in the top land ring/in
the cylinder head

Electric valve cone grinder

Baewert indicator system to
measure and evaluate ignition
and injection pressures

4.3--01 E

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Pumps driven by the Diesel engine directly require no regular
maintenance. If it becomes necessary to disassemble a pump, the drive
gear has to be pulled. This tool is provided for this purpose.

Tools for engine and systems accessories

Information on tools required for engine accessories such as, e.g., the oil
mist detector and for systems accessories such as filters, separators, fuel
and lube oil treating modules, water softening equipment, etc. can be
gathered from the documents contained in volume E1 of the technical
documentation.

Device for pulling the drive gear
of directly driven lube oil or
cooling water pumps

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Spare Parts

4.4

Since it is so important, we are repeating below a sentence which we have
used already:

Tip! Maintenance and repair work can only be carried out properly if

the necessary spare parts are available.

The information given below is thought to assist you in quickly and reliably
finding the correct information source in case of need.

Spare parts for engines and turbochargers

Spare parts for engines and turbochargers can be identified using the
spare parts catalogues in Volumes B3 and C3 or the technical
documentation. The illustration sheets enclosed are provided with item
numbers permit to identify the ordering number.

Figure 1. Spare parts catalogue for engine components - illustration sheet

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Figure 2. Spare parts catalogue for engine components - text sheet

Spare parts for tools/ordering of tools (engine and turbocharger)

Complete tools can be ordered using the tools list in Volume B6 of the
technical documentation, or the index included in the tools case for
turbochargers. The ordering numbers are also given on the respective
work cards in Volumes B2 and C2. In this way, it is also possible to order
components of tools alone.

When ordering tools, the engine type, the engine works number and the
six-digit tool number which simultaneously serves as ordering number
should be indicated as usual. The first three digits of the tool number stand
for the subassembly for which the tool is used. Tools which are suited for
general use have a figure below 010 instead of the subassembly group
number.

To avoid querying, please provide information 1, 2 and 5 as shown on the
following page:

1

Piece number

2

Denomination

3, 4

Subassembly group

5

Tool number = order number

Explanations

4.4--01 E

08.98

32/40 upw

6680

03

103/

Figure 3. Information required for ordering tools/parts of these. Figure shows work card belonging to subassembly group 030

Spare parts for measuring, control and regulating systems, and for engine and systems accessories

Information on spare parts

-

for measuring, control and regulating equipment such as temperature
sensors, relays, transducers (unless contained in the spare parts
catalogue of the engine),

-

for engine accessories such as oil mist detector, and

-

for system accessories such as filters, separators, water softening
equipment and the like

are contained in Volumes D1 to D... and Volumes E1 to E...

4.5--01 E

01.07

32/40 upw

6680

01

101/

Replacement of components
by the New--for--old Principle

4.5

Components of high value which have become defective or worn and the
reconditioning or repair of which requires special know-how or facilities can
be replaced by the “Reconditioned-for-old” principle. These include

-

piston crowns,

-

valve cages and valves,

-

fuel injection nozzles and injection pumps,

-

governors,

-

compressed-air starters, and

-

completely assembled rotors of turbochargers (cartridges).

Such components are available from stock as a rule. If not, they will be
reconditioned/repaired and returned to your address. If need arises,
please enquire a corresponding offer from MAN Diesel SE or the nearest
Service Center.

4.6--01 E

01.07

32/40 upw

6680

01

101/

Special services/Repair work

4.6

No matter whether routine cases or really intricate problems are
concerned,

-

MAN Diesel SE, Augsburg works,

-

MAN Diesel SE, Service Center Hamburg,

-

MAN Diesel Pte. Ltd., Service Center Singapore,

-

service bases and authorised repair workshops

are readily available to offer you a wide spectrum of services and expert
advice, ranging from spare parts supplies, consultation and assistance in
operating, maintenance and repair questions, ascertaining and settling
cases of damage through to the assignment of fitters and engineers all
over the world. Some of these services are doubtless the standard offered
by suppliers, shipyards, repair workshops or specialist firms. Some of this
whole range of services, however, can only be rendered by someone who
can rely on decades of experience in Diesel engine systems. The latter are
considered as a part of the expert commitment towards the users of our
engines and for our products.

Please note the supplementary information contained in the printed
publications of Volume A1 of the Technical Documentation. In these, you
will also find the addresses and telephone numbers of the nearest service
bases which you can approach whenever required.

4.7--03 E

01.07

32/40 upw

6628

01

101/

Maintenance schedule (signs/symbols)

4.7

Explanation of signs and symbols

The heading of the maintenance schedule shows symbols instead of
entries in two languages. They have the following meaning:

1, 2, 3

Serial number of the maintenance work.
The series shows gaps for changes/up-dates which could become
necessary.

Brief description of the job

Related work cards.
The work cards listed contain detailed information on the work steps
required.

___.xx

These work cards comprise a group of work cards

A

No Work card required/available

B

See maintenance instructions of manufacturer (volume E1)

C These jobs are to be carried out by a MAN Diesel SE Service

Center or by a special company

D See respective maintenance work

x

y

Relation between working cards.
These notes are of particular significance within the maintenance
system CoCoS. They give you information on the jobs with a temporal
connection to the work in question.

Required personnel

Time required in hours per person

per

Relational term to indicate the time required

24 ... 36000

Repetition intervals given in operating hours

x, 1 ... 4

Signs used in the columns of intervals.
Their meaning is repeated in each sheet.
We assume that the signs and symbols used in the head are sufficiently
pictorial and that it is not necessary to repeat them constantly.

Table 1. Explanation of signs and symbols of the maintenance schedule

In case of the maintenance schedule (systems) the maintenance works
are grouped according to systems/functional groups whereas in the main-
tenance schedule (engine) they are grouped according to subassemblies.

Groups of maintenance works

Wartungsplan (Systeme)
Maintenance Schedule (Systems)

4.7.1

6640

4.7.1--01 E

40/54, 48/60, 58/64

12.02

1

Nach Bedarf/Zustand

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

1

As required/depending on condition

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

07

101 /

1,
2,
3

x

y

per

24

150

250

500

1500

3000

6000

12000

24000

30000

36000

Kraftstoffsystem

œ

Fuel oil system

004 Systembauteile auf Dichtheit

kontrollieren (Sichtprüfung)

Check system components for
tightness (visually)

A

005
006

1

0.2

Motor
Engine

X

005 Tagestank: Kraftstoffstand

kontrollieren; Tagestank und
Absetztank entwässern

Check fuel oil level in day tank. Drain
day tank and settling tank

A

004
006

1

0.2

Motor
Engine

X

006 Viskosimat kontrollieren

(Temperatur--Vergleichsmessung
durchführen)

Check viscosimat (carry out
comparative temperature
measurement)

B

004
005

1

0.1

Einheit
Unit

X

007 Kraftstoffilter reinigen (abhängig vom

Differenzdruck)

Clean fuel oil filter (depending on
differential pressure)

B

1

3

Filter
Filter

1

1

1

1

1

1

1

1

1

1

1

008 Kraftstofförderpumpe überholen

Overhaul fuel delivery pump

B

1

1

Pumpe
Pump

3

3

3

3

3

3

3

3

3

3

3

009 Pufferkolben kontrollieren/überholen

Check/overhaul buffer pistons

434.04

1

1

Einheit
Unit

X

Schmierölsystem

œ

Lube oil system

011

Systembauteile auf Dichtheit
kontrollieren (Sichtprüfung)

Check system components for
tightness (visually)

A

012
262

1

0.2

Motor
Engine

X

012 Betriebsbehälter für Motor-- und

Zylinderschmierung: Ölstand
kontrollieren

Check lube oil level in service tanks for
engine and cylinder lubrication

A

011
262

1

0.1

Motor
Engine

X

Wartungsplan (Systeme)
Maintenance Schedule (Systems)

4.7.1

6640

4.7.1--01 E

40/54, 48/60, 58/64

12.02

1

Nach Bedarf/Zustand

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

1

As required/depending on condition

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

07

102 /

1,
2,
3

36000

30000

24000

12000

6000

3000

1500

500

250

150

per

24

x

y

014 Ölprobe untersuchen (Tropfenprobe)

Examine oil sample (spot test)

000.05

1

0.15 Motor

Engine

X

015 Ölprobe analysieren lassen

Take oil sample to be analysed

000.04

1

0.25 Motor

Engine

X

016 Ölfüllung wechseln (entsprechend

Analyse), Behälter reinigen

Change oil filling (depending on results
of analysis), clean the tank

000.04 015

--

0

Motor
Engine

1

1

1

1

1

1

1

1

1

1

1

017 Ölablauf kontrollieren (Sichtprüfung)

bei Kolben, Pleuel-- und
Kurbelwellenlagern, am Rädertrieb und
am Turbolader -- siehe auch 401

Check oil drainage of piston, big--end
and main bearings, on the gear box
and the turbocharger (visually) -- refer
to 401

A

018
112

1

0.2

Zyl./
Einheit
Cyl./unit

X

018 Ölablauf kontrollieren (Sichtprüfung)

bei Nockenwellenlagern,
Einspritzpumpen und am Ventilantrieb
(im Kipphebelgehäuse) -- siehe auch
401

Check oil drainage of camshaft
bearings, injection pumps and valve
gear in the rocker arm casing (visually)

-- refer to 401

A

017

1

2

Motor
Engine

X

020 Schmierölpumpe überholen

Overhaul the lube oil pump

300.01

2

10

Pumpe
Pump

1

1

1

1

1

1

1

1

1

1

1

022 Zylinderschmierölaggregat bzw.

--pumpe, Blockverteiler und
Überwachungsgeräte überholen

Check the cylinder lube oil unit or
pump, the block distributor and the
monitoring systems

302.01

1

4

Einheit
Unit

1

1

1

1

1

1

1

1

1

1

1

023 Schmieröl--Automatikfilter reinigen

(abhängig von Spülintervallen)

Clean the lube oil service filter
(depending on scavenging intervals)

B

024

1

3

Filter
Filter

1

1

1

1

1

1

1

1

1

1

1

024 Schmieröl--Indikatorfilter reinigen

(abhängig vom Differenzdruck)

Clean the lube oil indicating filter
(depending on differential pressure)

B

023

1

2

Filter
Filter

1

1

1

1

1

1

1

1

1

1

1

Wartungsplan (Systeme)
Maintenance Schedule (Systems)

4.7.1

6640

4.7.1--01 E

40/54, 48/60, 58/64

12.02

1

Nach Bedarf/Zustand

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

1

As required/depending on condition

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

07

103 /

1,
2,
3

36000

30000

24000

12000

6000

3000

1500

500

250

150

per

24

x

y

025 Schmieröl--Vorwärmer reinigen

(abhängig von der Separiertemperatur
bei erforderlichem Durchsatz).
Reinigung evtl. durch Spezialfirma

Clean the lube oil preheater (depending
on separating temperature at the flow
rate required).
Cleaning should be carried out by a
special company if possible

B

1

4

Einheit
Unit

1

1

1

1

1

1

1

1

1

1

1

026 Schmieröl--Separator

(selbstaustragend) kontrollieren,
reinigen, überholen

Check, clean and overhaul the lube oil
separator (residue--selfdischarging)

B

1

4

Einheit
Unit

1

1

1

1

1

1

1

1

1

1

1

027 Schmieröl--Kühler reinigen, evtl. durch

Spezialfirma

Clean the lube oil cooler.
Cleaning should be carried out by a
special company if possible

C

--

0

Einheit
Unit

1

1

1

1

1

1

1

1

1

1

1

Kühlwassersystem (Zylinder- und Düsenkühlung)

œ

Cooling water system (Cylinder an injection valve cooling)

031 Ausgleichsbehälter: Kühlwasserstand

kontrollieren

Compensating tank: Check the cooling
water level

A

032

1

0.2

Motor
Engine

X

032 Düsenkühlwasserablauf kontrollieren

(auf freien Ablauf und eventuelle
Kraftstoffspuren)

Check the injection valve cooling water
system for free drainage and fuel
leckages

A

031

1

0.1

Motor
Engine

X

033 Kühlwasser: Korrosionsschutz

kontrollieren -- siehe auch 401

Check the corrosion protection of the
cooling water -- refer to 401

000.07

1

0.5

Motor
Engine

X

035 Kühlräume kontrollieren, System

chemisch reinigen (Zylinder-- und
Düsenkühlung).
Reinigung evtl. durch Spezialfirma

Check the cooling water spaces, clean
the system chemically (cylinder and
injection valve cooling system).
Cleaning should be carried out by a
special company if possible

000.08

--

0

Motor
Engine

1

1

1

1

1

1

1

1

1

1

1

Wartungsplan (Systeme)
Maintenance Schedule (Systems)

4.7.1

6640

4.7.1--01 E

40/54, 48/60, 58/64

12.02

1

Nach Bedarf/Zustand

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

1

As required/depending on condition

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

07

104 /

1,
2,
3

36000

30000

24000

12000

6000

3000

1500

500

250

150

per

24

x

y

036 Kühlwasser--Rückkühler: Kühlräume

reinigen, evtl. durch Spezialfirma

Heat exchanger: Clean the cooling
spaces.
Cleaning should be carried out by a
special company if possible

C

--

0

Einheit
Unit

1

1

1

1

1

1

1

1

1

1

1

Druckluft- und Steuerluftsystem

œ

Compressed air and control air system

042 Druckluftbehälter nach jedem Füllen

entwässern (wenn keine automatische
Entwässerung erfolgt)

Compressed--air tank: Drain water after
every filling (in case there is no
automatic drainage)

A

1

0.1

Einheit
Unit

1

1

1

1

1

1

1

1

1

1

1

043 Druckluftbehälter innen reinigen,

Ventile (nach Vorschrift der
Klassifikationsgesellschaft) überholen

Compressed--air tank: Clean the inside,
overhaul valves (according to
specifications of the classification
society)

B

2

10

Einheit
Unit

1

1

1

1

1

1

1

1

1

1

1

044 Steuerluftsystem: Wasserabscheider

und Luftfilter entwässern

Control air system: Drain the water
separator and the air filter

125.xx

1

0.1

Motor
Engine

X

045 Steuerluftsystem: Wasserabscheider

und Luftfilter reinigen

Control air system: Clean the water
separator and the air filter

125.xx

1

0.5

Motor
Engine

X

Ladeluftsystem

œ

Charge air system

052 Ladeluftkühler/Ladeluftleitung:

Kondenswasserablauf auf Menge/
Durchgängigkeit kontrollieren

Charge air cooler/pipe: Check
condensation water drainage for
quantity/free pass--through

A

1

0.1

Leitung
Pipe

X

053 Ladeluftkühler auf Wasser-- und

Luftseite reinigen, evtl. durch
Spezialfirma

Clean charge air cooler on both water
and air side.
Cleaning should be carried out by a
special company if possible

322.01
322.02

2

15

Kühler
Cooler

1

1

1

1

1

1

1

1

1

1

1

Wartungsplan (Systeme)
Maintenance Schedule (Systems)

4.7.1

6640

4.7.1--01 E

40/54, 48/60, 58/64

12.02

1

Nach Bedarf/Zustand

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

1

As required/depending on condition

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

07

105 /

1,
2,
3

36000

30000

24000

12000

6000

3000

1500

500

250

150

per

24

x

y

054 Ladeluftumblase--/Ladeluftabblaseein--

richtung: Systembauteile auf Dichtheit
kontrollieren (Sichtprüfung). Steuer--
und Überwachungselemente auf
Funktionstüchtigkeit prüfen

Charge air bypass/blow--off device:
Check system components for
tightness (visually). Check control and
monitoring elements

A

062

1

0.5

Motor
Engine

1

1

1

1

1

1

1

1

1

1

1

Abgassystem

œ

Exhaust gas system

062 Abgasabblaseeinrichtung:

Systembauteile auf Dichtheit
kontrollieren (Sichtprüfung). Steuer--
und Überwachungselemente auf
Funktionstüchtigkeit kontrollieren

Exhaust gas blow--off device: Check
system components for tightness
(visually). Check control and monitoring
elements for proper functioning.

A

054

1

0.5

Motor
Engine

1

1

1

1

1

1

1

1

1

1

1

063 Abgasleitung: Flanschverbindungen

und Kompensatoren auf Dichtheit
kontrollieren (Sichtprüfung)

Exhaust gas pipe: check flange
connections and compensators for
leaks (visually)

289.01 086

1

0.2

Leitung
Pipe

1

1

1

1

1

1

1

1

1

1

1

Meß- , Steuer- und Regeleinrichtungen

œ

Measurement and control systems

072 Schalt-- und Abstelleinrichtungen:

Funktionsfähigkeit und Schaltpunkte
kontrollieren -- siehe auch 402

Monitor and control equipment: Check
switch points and proper function --
refer to 402

A

2

6

Motor
Engine

X

073 Schaltventile im 10-- und 30

bar--System zerlegen, Verschleißteile
erneuern

Dismantle control valves of the 10 and
30 bar system, replace wearing parts

125.xx

1

24

Motor
Engine

X

074 Batterie: Ladezustand und Säurestand

kontrollieren

Accumulator: Check charge state and
electrolyte level

A

1

0.5

Motor
Engine

4

Wartungsplan (Systeme)
Maintenance Schedule (Systems)

4.7.1

6640

4.7.1--01 E

40/54, 48/60, 58/64

12.02

1

Nach Bedarf/Zustand

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

1

As required/depending on condition

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

07

106 /

1,
2,
3

36000

30000

24000

12000

6000

3000

1500

500

250

150

per

24

x

y

075 Ölnebeldetektor kontrollieren/überholen

Check/overhaul oil mist detector

B

1

1

Motor
Engine

3

3

3

3

3

3

3

3

3

3

3

076 Abgastemperatur--Meßanlage

kontrollieren

Check measuring system for exhaust
gas temperatures

A

1

6

Motor
Engine

3

Motorfundament/Rohranschlüsse

œ

Engine foundation/Pipe connections

082 Fundamentschrauben: Vorspannung

kontrollieren.
Stopper, Konsolen und elastische
Elemente auf festen Sitz kontrollieren
(bei Schiffen auch nach Kollision oder
Grundberührung)

Foundation: Check tension of bolts.
Check stoppers, brackets and resilient
elements for tight fit (in case of ships
also after collision or ground contact) --
refer to 402

012.01 083

2

8

Motor
Engine

X

083 Elastische Lagerung: Setzbetrag der

elastischen Elemente feststellen

Resilient mount: Check amount of
settling of resilient elements

012.01 082

092

2

3

Motor
Engine

4

084 Elastische Rohrverbindungen: Alle

Schläuche kontrollieren

Flexible tubes: Check all hoses

A

1

1

Motor
Engine

4

085 Elastische Rohrverbindungen:

Schläuche für Kraftstoff, Schmieröl,
Kühlwasser, Dampf und Druckluft
erneuern

Flexible tubes: Replace hoses for fuel
oil, lube oil, cooling water, steam and
compressed air

A

2

14

Motor
Engine

1

1

1

1

1

1

1

1

1

1

1

086 Schraubverbindungen (z.B. an Abgas--

und Ladeluftleitung, Ladeluftkühler und
Turbolader) auf festen Sitz/korrekte
Vorspannung kontrollieren -- siehe auch
402

Bolted connections: Check for tight
fit/proper preload (e.g. on exhaust gas
and charge air pipe, charge--air cooler
and turbocharger) -- refer to 402

000.30 063

2

10

Motor
Engine

X

Wartungsplan (Systeme)
Maintenance Schedule (Systems)

4.7.1

6640

4.7.1--01 E

40/54, 48/60, 58/64

12.02

1

Nach Bedarf/Zustand

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

1

As required/depending on condition

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

07

107 /

1,
2,
3

36000

30000

24000

12000

6000

3000

1500

500

250

150

per

24

x

y

Elastische Kupplung/Törngetriebe

œ

Flexible coupling/Turning gear

092 Elastische Kupplung: Ausrichtung und

Gummielemente kontrollieren

Flexible coupling: Check alignment and
rubber elements

000.09 083

093

2

8

Motor
Engine

4

093 Kupplungsschrauben auf festen

Sitz/korrekte Vorspannung kontrollieren
-- siehe auch 402

Coupling bolts: Check for tight
fit/proper preload -- refer to 402

020.02 047

1

1

Motor
Engine

X

094 Törngetriebe kontrollieren/überholen

Check/overhaul turning gear

B

1

1

Einheit
Unit

3

3

3

3

3

3

3

3

3

3

3

Außerdem erforderlich

œ

Additionally required

401 Neu oder in überholtem Zustand

eingebaute Teile/neu eingesetzte
Betriebsstoffe einmal nach der
angegebenen Zeit kontrollieren -- gilt
für 017, 018, 033

Check parts installed in new or
reconditioned condition and operating
media applied in new or improved
condition once after the time given --
applies to 017, 018, 033

D

--

0

Einheit
Unit

X

402 Neu oder in überholtem Zustand

eingebaute Teile/neu eingesetzte
Betriebsstoffe einmal nach der
angegebenen Zeit kontrollieren -- gilt
für 072, 082, 086, 093

Check parts installed in new or
reconditioned condition and operating
media applied in new or improved
condition once after the time given --
applies to 072, 082, 086, 093

D

--

0

Einheit
Unit

X

Wartungsplan (Motor)
Maintenance Schedule (Engine)

4.7.2

6706

4.7.2--01 E

48/60 B

02.07

*

x 1000 h

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

*

x 1000 h

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

09

101 /

1,
2,
3

x

y

per

24

250

500

1-

-2

*

3-

-4

*

5-

-6

*

10

--

12*

15

--

20*

30

--

40*

60

--

80*

80

--

100*

Betriebswerte

œ

Operating data

000

102 Abgastrübung kontrollieren

Check smoke number of exhaust gas

A

1

0.1

Motor
Engine

X

103 Zünddrücke kontrollieren

Check ignition pressures

000.25

1

0.1

Zyl.
Cyl.

X

104 Betriebswerte erfassen

Take the operating data

000.40

1

0.1

Motor
Engine

X

Triebwerk/Kurbelwelle

œ

Running gear/Crankshaft

020

112

Triebwerk kontrollieren (Sichtprüfung)

Check the running gear (visually)

A

017

2

0.2

Zyl.
Cyl.

2

X

113

Kurbelwelle: Wangenatmung messen
(bei Schiffsmotoren auch nach Kollision
oder Grundberührung)

Crankshaft: Measure crankweb
deflection (in case of marine engines
also after collision or ground contact)

000.10 122

202

2

0.15 Zyl.

Cyl.

2

X

Kurbelwellenlager

œ

Main bearing

021

122 Paßlager: Axialspiel kontrollieren

Locating bearing: Check axial
clearance

021.03 113

202

2

0.5

Lager
Bearing

2

X

123 1 Lagerdeckel absenken und untere

Lagerschale kontrollieren. Lösedruck
der Lagerschrauben kontrollieren

Lower one bearing cap and inspect
bearing shell. Check pressure for
loosening bearing bolts

000.11
012.02
012.03
021.01
021.02

142

2

3

Lager
Bearing

X

Wartungsplan (Motor)
Maintenance Schedule (Engine)

4.7.2

6706

4.7.2--01 E

48/60 B

02.07

*

x 1000 h

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

*

x 1000 h

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

09

102 /

1,
2,
3

80

--

100*

60

--

80*

30

--

40*

15

--

20*

10

--

12*

5-

-6

*

3-

-4

*

1-

-2

*

500

250

per

24

x

y

124 Alle Lagerschalen erneuern

Replace all bearing shells.

021.01
021.02

2

3

Lager
Bearing

X

Drehschwingungsdämpfer

œ

Torsional vibration damper

027

132 Schwingungsdämpfer der Kurbelwelle:

austauschen

Vibration damper of crankshaft:
replace

027.02

2

30

Motor
Engine

X

133 Schwingungsdämpfer der Nockenwelle:

austauschen

Vibration damper of camshaft:
replace

A

132

2

6

Einheit
Unit

4

Pleuellager

œ

Big- end bearing

030

142 1 Lagerschale ausbauen und

kontrollieren. Lösedruck der
Lagerschrauben kontrollieren

Remove and check one bearing shell.
Check pressure for loosening bearing
bolts

000.11
030.02
030.03
030.04

123

2

7

Lager
Bearing

X

143 Alle Lagerschalen erneuern

Replace all bearing shells.

030.03
030.04

124

2

7

Lager
Bearing

X

Kolben/Kolbenbolzen

œ

Piston/Piston pin

034

152 1 Kolben (bei V--Motor je Zylinderreihe)

ausbauen, reinigen und kontrollieren.
Kolbenringe und Ringnuten vermessen.
Lösedruck der Pleuelschaftschrauben
kontrollieren

Remove, clean and check one piston
(in case of V--engine per cylinder
bank). Measure piston rings and ring
grooves. Check pressure for loosening
bolts of connecting rod shank

030.01
034.01
034.02
034.05
034.07

155
162
172

3

2

Zyl.
Cyl.

X

Wartungsplan (Motor)
Maintenance Schedule (Engine)

4.7.2

6706

4.7.2--01 E

48/60 B

02.07

*

x 1000 h

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

*

x 1000 h

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

09

103 /

1,
2,
3

80

--

100*

60

--

80*

30

--

40*

15

--

20*

10

--

12*

5-

-6

*

3-

-4

*

1-

-2

*

500

250

per

24

x

y

153 Alle Kolben ausbauen, reinigen und

kontrollieren. Ringnuten vermessen.
Alle Kolbenringe erneuern.
Achtung: Wenn Kolbenringe erneuert
werden, ist die Zylinderbuchse
nachzuhonen!

Remove, clean and check all pistons.
Measure ring grooves. Replace all
piston rings.
Caution: If piston rings are replaced the
cylinder liner is to be rehoned!

034.01
034.02
050.05

154
155
163
173

3

2

Zyl.
Cyl.

X

154 1 Kolbenbolzen (bei V--Motor je

Zylinderreihe) ausbauen,
Kolbenbolzenbuchse kontrollieren,
Spiel messen.

Remove one piston pin (in case of
V--engines per cylinder bank). Check
piston pin bush, measure the
clearance.

034.03 152

155

2

0.25 Zyl.

Cyl.

X

155 1 Kolben (bei V--Motor je Zylinderreihe)

zerlegen. Bauteile reinigen. Kühlräume
und Kühlbohrungen auf Koksansatz
kontrollieren. Bei Schichtdicken über
1 mm alle Kolben zerlegen.

Disassemble one piston (in case of
V--engine per cylinder bank). Clean
components. Check cooling spaces
and cooling passages for coke
deposits. If thickness of layer exceeds
1 mm, disassemble all pistons.

034.03
034.04

152
154

3

2

Zyl.
Cyl.

X

157 Alle Kolben zerlegen. Bauteile reinigen.

Neue oder regenerierte Kolbenoberteile
einbauen.

Disassemble all pistons. Clean
components. Install new or
reconditioned piston crowns.

034.03
034.04

153

3

2

Zyl.
Cyl.

X

158 Alle Kolben zerlegen. Bauteile reinigen.

Kolbenbolzenlager erneuern.

Disassemble all pistons. Clean
components. Replace piston pin
bearings.

034.03
034.04

153

3

2

Zyl.
Cyl.

X

Zylinderbuchse

œ

Cylinder liner

050

162 1 Zylinderbuchse (bei V--Motor je

Zylinderreihe) vermessen.

Measure one cylinder liner (in case of
V--engines per cylinder bank).

050.02 152

172

2

0.25 Zyl.

Cyl.

X

Wartungsplan (Motor)
Maintenance Schedule (Engine)

4.7.2

6706

4.7.2--01 E

48/60 B

02.07

*

x 1000 h

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

*

x 1000 h

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

09

104 /

1,
2,
3

80

--

100*

60

--

80*

30

--

40*

15

--

20*

10

--

12*

5-

-6

*

3-

-4

*

1-

-2

*

500

250

per

24

x

y

163 Alle Zylinderbuchsen vermessen und

nachhonen

Measure and rehone all cylinder liners.

050.02
050.05

153
173

2

3

Zyl.
Cyl.

X

164 Alle Zylinderbuchsen ausbauen,

reinigen und kontrollieren. Dichtringe
erneuern

Remove, clean and check all cylinder
liners. Replace sealing rings.

050.03
050.04

157

3

4.5

Zyl.
Cyl.

X

165 Alle Zylinderbuchsen mit Dichtringen

erneuern.

Replace all cylinder liners and sealing
rings.

050.03
050.04

3

4.5

Zyl.
Cyl.

X

Zylinderkopf

œ

Cylinder head

055

172 1 Zylinderkopf (bei V--Motor je

Zylinderreihe) abbauen, reinigen und
kontrollieren. Lösedruck der
Zylinderkopfschrauben kontrollieren.

Remove, clean and check one cylinder
head (in case of V--engines per cylinder
bank). Check pressure for loosening
the cylinder head bolts.

055.01
055.02

152
162

3

3

Zyl.
Cyl.

X

173 Alle Zylinderköpfe abbauen, reinigen

und kontrollieren

Remove, clean and check all cylinder
heads.

055.02 153

163

3

3

Zyl.
Cyl.

X

Sicherheitsventile

œ

Safety valves

057/073

182 Sicherheitsventile in Triebraumdeckeln:

Alle Ventile auf Leichtgängigkeit
kontrollieren

Safety valves in crankcase covers:
Check all valves for easy movement

073.01

1

0.1

Ventil
Valve

X

183 Sicherheitsventil an Zylinderköpfen:

Alle Ventile abbauen, Öffnungsdruck
kontrollieren

Safety valve on cylinder heads:
Remove all valves, check opening
pressure

A

1

2

Ventil
Valve

X

Wartungsplan (Motor)
Maintenance Schedule (Engine)

4.7.2

6706

4.7.2--01 E

48/60 B

02.07

*

x 1000 h

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

*

x 1000 h

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

09

105 /

1,
2,
3

80

--

100*

60

--

80*

30

--

40*

15

--

20*

10

--

12*

5-

-6

*

3-

-4

*

1-

-2

*

500

250

per

24

x

y

Steuerungsantrieb

œ

Camshaft drive

100

202 Zahnräder kontrollieren, Zahnspiele

messen

Check gearwheels, measure the
backlash

100.01 017

113
122

2

1

Motor
Engine

2

X

Nockenwelle/Nockenwellenlager/Schwinghebel

œ

Camshaft/Camshaft bearing/Cam follower

101/102/112

216 Nocken, Rollen und Schwinghebel

kontrollieren (Sichtprüfung)

Check cams, rollers and cam followers
(visually)

201.01
209.01

018
213

1

0.5

Zyl.
Cyl.

2

X

217 Schwinghebelbuchsen an 1 Zylinder

kontrollieren

Check bushes of cam follower on one
cylinder

201.01 216

303

2

2.5

Zyl.
Cyl.

X

218 2 Nockenwellenlager ausbauen,

Lauffläche kontrollieren. Lösedruck der
Lagerschrauben kontrollieren

Remove two camshaft bearings, check
running surface. Check pressure for
loosening bearing bolts

000.11
102.01
102.02

2

1.5

Lager
Bearing

X

219 Alle Nockenwellenlager ausbauen und

erneuern

Remove and replace all camshaft
bearings.

102.02
102.03

2

1.5

Lager
Bearing

X

Kipphebel

œ

Rocker arm

111

222 Kipphebel und zugehörige

Schraubverbindungen kontrollieren
(Sichtprüfung)

Check rocker arm and relevant bolted
connections (visually)

111.02

233

1

0.1

Zyl.
Cyl.

X

Ein- und Auslaßventile

œ

Inlet and exhaust valves

113/114

232 Ein-- und Auslaßventile: Drehbewegung

während des Betriebes kontrollieren

Inlet and exhaust valves: Check proper
rotation during operation

113.01
114.01

222
233

1

0.1

Zyl.
Cyl.

2

X

Wartungsplan (Motor)
Maintenance Schedule (Engine)

4.7.2

6706

4.7.2--01 E

48/60 B

02.07

*

x 1000 h

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

*

x 1000 h

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

09

106 /

1,
2,
3

80

--

100*

60

--

80*

30

--

40*

15

--

20*

10

--

12*

5-

-6

*

3-

-4

*

1-

-2

*

500

250

per

24

x

y

233 Ventilspiel kontrollieren

Check valve clearance

111.01

222
232

2

0.2

Zyl.
Cyl.

2

X

234 2 Einlaßventile (bei V--Motor je

Zylinderreihe) ausbauen. Ventilsitze
kontrollieren. Ventildrehvorrichtungen
kontrollieren, verschlissene Teile
austauschen

Remove two inlet valves (in case of
V--engine per cylinder bank). Check
valve seats. Check valve rotators,
replace worn parts.

113.01
113.02
113.03

172
242

2

1.5

Ventil
Valve

X

235 Alle Einlaßventile ausbauen. Ventilsitze

kontrollieren und nacharbeiten.
Ventildrehvorrichtungen kontrollieren,
verschlissene Teile austauschen.
Ventilführungen kontrollieren

Remove all inlet valves. Check and
overhaul valve seats. Check valve
rotators, replace worn parts. Check
valve guides.

113.01
113.02
113.03
113.04
113.05
113.06

173
243

2

2

Ventil
Valve

X

236 Alle Einlaßventile ausbauen.

Ventilkegel, Ventilsitze und
Ventilführungen austauschen.

Remove all inlet valves. Replace valve
cones, valve seats and valve guides.

055.04
113.01
113.06

173
244

2

2

Ventil
Valve

X

242 2 Auslaßventile (bei V--Motor je

Zylinderreihe) ausbauen. Ventilsitze
kontrollieren.

Remove two exhaust valves (in case of
V--engine per cylinder bank). Check
valve seats.

113.03
114.01

172
234

2

2.5

Ventil
Valve

X

243 Alle Auslaßventile ausbauen.

Ventilsitze kontrollieren und
nachschleifen. Ventilführungen
kontrollieren

Remove all exhaust valves. Check and
regrind valve seats. Check valve
guides.

113.03
113.04
113.05
114.01
114.03

173
235

2

4

Ventil
Valve

X

244 Alle Auslaßventile ausbauen.

Ventilkegel, Ventilsitze und
Ventilführungen austauschen.

Remove all exhaust valves. Replace
valve cones, valve seats and valve
guides.

055.04
114.01
114.03

173
236

2

2

Ventil
Valve

X

Wartungsplan (Motor)
Maintenance Schedule (Engine)

4.7.2

6706

4.7.2--01 E

48/60 B

02.07

*

x 1000 h

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

*

x 1000 h

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

09

107 /

1,
2,
3

80

--

100*

60

--

80*

30

--

40*

15

--

20*

10

--

12*

5-

-6

*

3-

-4

*

1-

-2

*

500

250

per

24

x

y

Drehzahlregler

œ

Speed governor

140

262 Mechanischer Regler: Ölstand

kontrollieren

Mechanical governor: Check oil level

140.01 011

012

1

0.1

Motor
Engine

4

263 Mechanischer Regler und

Booster--Servomotor: Öl und Ölfilter
wechseln

Mechanical governor and booster
servo--motor: Replace oil and oil filter

140.01
140.02

1

1

Motor
Engine

4

264 Mechanischer Regler: Reglerantrieb,

d.h. Antriebswelle und Zahnräder
kontrollieren.

Mechanical governor: Check governor
drive, i.e. drive shaft and gearwheels.

140.01 202

1

1

Einheit
Unit

2

4

265 Mechanischer Regler: Regler durch

Spezialwerkstatt überholen lassen

Mechanical governor: Have the
governor overhauled by a special
workshop

C

1

2

Motor
Engine

3

3

3

3

3

3

3

3

3

3

3

266 Elektronischer Regler: Impulsgeber auf

Verschmutzung und korrekten Abstand
kontrollieren

Electronic governor: Check pulse
transmitter for dirt and verify that
spacing is correct

A

1

0.2

Einheit
Unit

4

Anlaßsteuerschieber/Anlaßventil/Hauptanlaßventil

œ

Starting air pilot valve/Starting valve/Main starting valve

160/161/162

272 Alle Anlaßsteuerschieber ausbauen

und überholen

Remove and overhaul all starting air
pilot valves

160.01
160.02

1

1

Ventil
Valve

X

273 Anlaßventile auf Dichtheit kontrollieren

Check starting valves for tightness

161.01

1

0.2

Ventil
Valve

X

274 Alle Anlaßventile ausbauen und

überholen

Remove and overhaul all starting
valves

161.01
161.02

1

2

Ventil
Valve

X

Wartungsplan (Motor)
Maintenance Schedule (Engine)

4.7.2

6706

4.7.2--01 E

48/60 B

02.07

*

x 1000 h

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

*

x 1000 h

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

09

108 /

1,
2,
3

80

--

100*

60

--

80*

30

--

40*

15

--

20*

10

--

12*

5-

-6

*

3-

-4

*

1-

-2

*

500

250

per

24

x

y

275 Hauptanlaßventil ausbauen und

überholen

Remove and overhaul main starting
valve

162.01

1

2.5

Ventil
Valve

X

Kraftstoffeinspritzpumpe

œ

Fuel injection pump

200

302 Alle Prallschrauben ausbauen und

kontrollieren (Sichtprüfung)

Remove and check all baffle screws
(visually).

200.01
200.05

305

1

0.25 Pumpe

Pump

X

305 Alle Prallschrauben ausbauen und

erneuern

Remove and replace all baffle screws.

200.01
200.05

302

1

0.25 Pumpe

Pump

X

303 1 Einspritzpumpe mit Antrieb und

Schwinghebel demontieren, zerlegen
und kontrollieren

Detach, disassemble and check one
injection pump together with drive and
cam follower

200.03
200.04
201.01
201.02

302

2

4

Einheit
Unit

X

304 Alle Einspritzpumpen mit Antrieb und

Schwinghebel demontieren, zerlegen
und kontrollieren. Pumpenelemente
erneuern

Detach, disassemble and check all
injection pumps together with drives
and cam followers. Replace pump
elements.

200.03
200.04
201.01
201.02

217
302

2

4

Pumpe
Pump

X

Kraftstoffregelgestänge

œ

Control linkage

203

312 Alle Lagerstellen und Gelenke

schmieren, Funktionsprüfung
durchführen

Lubricate all bearing points and joints.
Check for proper functioning.

203.01

2

1

Motor
Engine

X

Wartungsplan (Motor)
Maintenance Schedule (Engine)

4.7.2

6706

4.7.2--01 E

48/60 B

02.07

*

x 1000 h

2

Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit)

3

Nach Vorschrift des Herstellers

4

Falls Bauteil/System vorhanden

*

x 1000 h

2

Check new or overhauled parts once after the time given in the column

3

According to specifications of manufacturer

4

If component/system is installed

X

Wartungsarbeit fällig

X

Maintenance work is necessary

09

109 /

1,
2,
3

80

--

100*

60

--

80*

30

--

40*

15

--

20*

10

--

12*

5-

-6

*

3-

-4

*

1-

-2

*

500

250

per

24

x

y

Kraftstoffeinspritzventil

œ

Fuel injection valve

221

322 Einspritzventile ausbauen,

Düsenelemente prüfen und ggf. durch
neue bzw. regenerierte Düsenelemente
ersetzen

Remove injection valves, check nozzle
elements or replace them by new or
reconditioned nozzle elements if
necessary

221.01
221.02
221.03
221.04

2

3.5

Ventil
Valve

X

Isolierung

œ

Insulation

280/289/292/322

370 Sichtkontrolle der Isoliermatten --

Checkliste siehe
Arbeitsanweisungen/Band B2

Visual check of insulating mats -- check
list see working instructions/Volume B2

1

0

Motor
Engine

X

371 Kontrolle innenliegender/ummantelter

Isolierungen -- Checkliste siehe
Arbeitsanweisungen/Band B2

Check of lagged/inside insulation
material -- check list see working
instructions/Volume B2

372

1

0

Motor
Engine

X

372 Überprüfung der Verschraubungen und

Verschlüsse -- Checkliste siehe
Arbeitsanweisungen/Band B2

Check of screw connections and
fastenings -- check list see working
instructions/Volume B2

371

1

0

Motor
Engine

X

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Annex

1

Introduction

2

Technical details

3

Operation/
Operating media

4

Maintenance/Repair

5

Annex

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Table of contents

N

5

Annex

: :

N

5.1

Designations/Terms

: :

N

5.2

Formulae

: :

N

5.3

Units of measure/ Conversion of units of measure

: :

N

5.4

Symbols and codes

: :

N

5.5

Brochures

Categories of information

Information

Description

Instruction

Data/formulas/symbols

Intended for ...

Experts

Middle management

Upper management

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Designations/Terms

5.1

The terms commonly used in the field of engine building have been de-
fined in the standard DIN 6265, and in the International Standards
ISO 1205-1972 and ISO 2276-1972, and in MAN Quality Specification
Q10.09211-3050. A selection of these terms appearing in the technical
documentation for our Diesel engines is explained in more detail below.

Engines

Turbocharged engines feature one or several turbochargers (consisting of
a turbine and compressor) that are exhaust-gas driven and used to com-
press the air required for combustion.

Dual-fuel engines can be either operated on liquid fuels, or on gaseous
ones (natural gas, town gas, sewage gas etc.), a small amount of fuel
called pilot fuel being injected for ignition.

Otto gas engines are operated on gas (natural gas, town gas, sewage gas
etc.) and have electric spark ignition.

In engines which are equipped with a Common Rail injection system, pres-
surised fuel is provided in an accumulator, and the injection is electroni-
cally controlled.

Design and sense of rotation

The terms left-hand (LH) engine and right-hand (RH) engine are deter-
mined by the exhaust side of the engine. Viewing onto the coupling end, a
left-hand engine has the exhaust side at the left, and a right-hand engine
at the right. Figure

1

. This definition can normally only be applied to in-

lines engines.

Left-hand engine

Right-hand engine

Figure 1. Design (left-hand engine/right-hand engine)

Standards

Turbocharged engines

Dual-fuel engines

Otto gas engines

Common Rail engines

Left-hand engine/
Right-hand
engine

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Viewing onto the coupling end, right-hand (RH) engines are rotating clock-
wise, and left-hand (LH) ones counter-clockwise.

Designation of cylinders and bearings

The cylinders are consecutively numbered 1, 2, 3, etc. if viewing from the
coupling end. On V-type engines, the cylinder bank which is the left as
viewed from the coupling end is designated A, and the right one B
(A1-A2-A3 or B1, B2, B3 etc.), Figure

2

.

In-line engine

V-type engine

Figure 2. Designation of cylinders

The crank pins and big end bearings are designated (starting from the
coupling end) 1, 2, 3 etc., and the journals and crankshaft bearings 1, 2, 3
etc. Where an additional bearing is provided between the coupling flange
and the gearwheel for the camshaft drive, this bearing and the associated
journal are designated 01 (see Figure

3

). For this designation, it is irrel-

evant which of the bearings is a locating bearing.

On V-type engines where two connecting rods are associated with one
crank pin, the big end bearings and the cylinders are termed A1, B1, A2
etc.

01,1,2... Journal

1... Crank pin

A Coupling flange
B Spur gear

Figure 3. Designation of crank pins and bearings

Sense of rotation

Designation of cylinders

Designation of crank pins,
journals and bearings

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Designation of the engine sides/ends

The coupling end is the principal power take-off of the engine, to which the
propeller, the generator or any other machine is connected.

The free engine end is opposite the coupling end of the engine.

The left-hand side is the exhaust side on the left-hand engine, and the cyl-
inder bank A side on the V-type engine.

The right-hand side is the exhaust side on the right-hand engine, and the
cylinder bank B side on the V-type engine.

The camshaft side is the longitudinal side of the engine on which the injec-
tion pumps and the camshaft are mounted (opposite the exhaust gas
side).

The exhaust gas side is the longitudinal side of the engine on which the
exhaust gas pipe is mounted (opposite the camshaft side). The designa-
tions camshaft side and exhaust side are in common use for in-line en-
gines only.

On engines having two camshafts, one on the exhaust side and one on
the opposite side, the term camshaft side would not be unambiguous. The
term exhaust gas counterside is used in such a case, together with the
term exhaust gas side.

Coupling end KS

Free engine end KGS

Left-hand side

Right-hand side

Camshaft side SS

Exhaust gas side AS

Exhaust gas counterside AGS

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Formulae

5.2

The following is a selection of essential formulae of the engine building
and plant engineering sector. These formulae illustrate basic coherences.

Engine

Effective engine output P

e

P

e

p

e

ô

V

H

ô

n

ô

z

1200

Mean effective pressure p

e

p

e

1200

ô

P

e

V

H

ô

n

ô

z

Swept volume V

H

V

H

D

2

ô ¶

4

ô

s

Mean piston speed c

m

c

m

s

ô

n

300

Torque M

d

M

d

9550

ô

P

e

n

Overall efficiency

®

e

®

e

3600

H

u

ô

b

e

Propeller

Propeller law

P

1

P

2

n

1

3

n

2

3

M

d1

M

d2

n

1

2

n

2

2

Generator

Synchronous speed

n

60

ô

f

p

Legend

b

e

Specified fuel consumption

kg/kWh

c

m

Mean piston speed

m/s

D

Cylinder diameter

dm

f

Frequency

Hz

H

u

Net calorific value of the fuel

kJ/kg

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M

d

Torque

Nm

n

Speed

rpm

P

Rating

kW

P

e

Effective engine output

kW

p

Number of pole pairs

/

p

e

Mean effective pressure

bar

s

Stroke

dm

V

H

Swept volume

dm

3

/cyl.

z

Number of cylinders

/

®

e

Overall efficiency

/

Swept volume

Engine type

Swept volume

dm

3

/cyl.

20/27

8,48

25/30

14,73

28/33

20,32

32/40

32,15

32/44

35,39

40/45

56,52

40/54

67,82

48/60

108,50

51/60

122,57

52/55

116,74

58/64

169,01

Table 1. Swept volume of MAN B&W engines

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Units of measure/
Conversion of units of measure

5.3

Useful information on units of measure is contained in the brochure
“SI units” in Section 5.5. It contains explanations on the ISO system of
units of measure, factors of conversion of units of measure, and physical
parameters commonly used in engine building.

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Symbols and codes

5.4

Use

To provide for clearness in the representation of process-related
coherences, standardized symbols and codes are used. The list below
contains a selection of such symbols and codes specifically used in engine
and power generation plant engineering. The symbols and codes are
mainly used in Section 2 and 3 of the operating manual.

Symbols for functional/piping diagrams

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Table 1. Symbols used in functional and piping diagrams

Codes for measuring, control and regulating units

Measuring, control and regulating units are marked by character
combinations in system diagrams. The individual characters have the
following meanings:

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Letter

Letter ... designating at
point 1 the measured
quantity/input quantity ...

Letter ... designating at
point 2 the measured
quantity/input quantity ...

Letter ... designating
at point 2 ... n
the processing in form of ...

A

----

----

Alarm/limit value signal

C

----

----

Automatic regulation/automatic
continous control

D

Density

Difference

----

E

Electrical quantity

----

Pick-up/sensor

F

Flow rate/throughput

Ratio

----

G

Distance/length/position

----

----

H

Manual input/manual
intervention

----

----

I

----

----

Indication

J

----

----

Scanning

K

Time

----

----

L

Level

----

----

M

Humidity

----

----

N

Freely assignable

----

Freely assignable

O

Freely assignable

----

Optical display/Yes or No info

P

Pressure

----

----

Q

Other quality standards
(analysis/material property)
except D, M, V

Integral/sum

----

R

Nuclear radiation quantity

----

Registration/storage

S

Speed/frequency

----

Switch-over/intermittent

T

Temperature

----

Transducer

U

Composite quantities

----

----

V

Viscosity

----

Actuator/valve/operating
element

W

Weight/mass

----

----

X

Other quantities

----

Other processing functions

Y

Freely assignable

----

Computing operation

Z

----

----

Emergency intervention/
safeguarding by activating/
shut--off

Column 1

Column 2

Column 3

Column 4

Table 2. Codes for measuring, control and regulating units in functional diagrams/piping diagrams

The letter entered at point 1 represents a quantity of the second column of
the table. It can be supplemented by D, F or Q, in which case the meaning
corresponds to the entry in the third column of the table. Second or third in
the combination are letters of the fourth column, if required. Multiple
nominations are possible in this case. The order of use is Q, I, R, C, S, Z,
A. A supplementation by + (upper limit/on/open) or -- is possible; however,
only after O, S, Z and A.

T

Temperature measuring point (without sensor)

TE

Temperature sensor

TZA+

Temperature cutout/alarm (when the upper limit is reached)

PO

Pressure

visual indication

PDSA

Pressure

difference/switch over/alarm

Explanation

Example

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Brochures

5.5

In addition to the brochures in Volume A1 and D there are available:

SI units

CoCoS EDS

CoCoS SPC