V28/32S Project Guide - Power Plant - Power Plants

V28/32SProject Guide - Power PlantFour-stroke GenSet

Complete manualdate 2014.06.16

MAN Diesel & Turbo

PlatePage 1 (3)

2014.06.16

Project guide Index

V28/32S

Text Index Drawing No

Introduction I 00

Introduction to project guide I 00 00 0 1643483-5.4Key for engine designation I 00 05 0 1609526-0.8Designation of cylinders I 00 15 0 1609525-9.0Code identification for instruments I 00 20 0 1687100-5.5Basic symbols for piping I 00 25 0 1631472-4.1Basic symbols for piping I 00 25 0 1655279-1.0

General information D 10

List of capacities D 10 05 0 1687127-0.5List of capacities D 10 05 0 1687128-2.5Engine Performance D 10 10 0 1687181-8.0Heat balance D 10 20 0 1687183-1.0Description of sound measurements D 10 25 0 1609510-3.5Description of structure-born noise D 10 25 0 1671754-6.2Emission limits Worldbank II D 10 28 0 3700044-8.0Moment of inertia D 10 30 0 1607593-0.2Green Passport D 10 33 0 1699985-1.1Overhaul recommendations D 10 35 0 1655232-3.1

Basic diesel engine B 10

Power, outputs, speed B 10 01 1 3700293-9.0General description B 10 01 1 1687112-5.0Cross Section B 10 01 1 1687103-0.1Main Particulars B 10 01 1 1687101-7.2Dimensions and weights B 10 01 1 1687126-9.2Overhaul areas B 10 01 1 1687141-2.0Engine rotation clockwise B 10 11 1 1607566-7.2

Fuel oil system B 11

Internal fuel oil system B 11 00 0 1687122-1.4Internal fuel oil system B 11 00 0 3700265-3.0Specification for heavy fuel oil (HFO) B 11 00 0 6680 3.3.3-01Marine diesel oil (MDO) specification B 11 00 0 010.000.023-04Gas oil / diesel oil (MGO) specification B 11 00 0 010.000.023-01Bio fuel specification B 11 00 0 6680 3.3.1-02Explanation notes for biofuel B 11 00 0 3700063-9.0Crude oil specification B 11 00 0 3700246-2.0Viscosity-temperature diagram (VT diagram) B 11 00 0 010.000.023-06Guidelines regarding MAN Diesel & Turbo GenSets operating onlow sulphur fuel oil B 11 00 0 1699177-5.1Recalculation of fuel consumption dependent on ambient conditions B 11 01 0 1624473-6.2Fuel oil consumption for emissions standard B 11 01 0 1687104-2.3Fuel oil filter duplex E 11 08 1 1679744-6.7MDO / MGO Cooler E 11 06 1 1689458-7.3HFO/MDO changing valves (V1 and V2) E 11 10 1 1624467-7.3

MAN Diesel & Turbo

PlatePage 2 (3)

2014.06.16

Project guideIndex

V28/32S


Lubrication oil system B 12

Internal lubricating oil system B 12 00 0 1687123-3.3Crankcase ventilation B 12 00 0 1699270-8.5Prelubricating pump B 12 07 0 1624477-3.9Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) B 12 15 0 010.000.023-11Specification of lube oil (SAE 40) for operation with gas oil, diesel oil(MGO/MDO) and biofuels B 12 15 0 010.000.023-07Specific lubricating oil consumption - SLOC B 12 15 0 1607584-6.10Treatment and maintenance of lubricating oil B 12 15 0 1643494-3.10Criteria for cleaning/exchange of lubricating oil B 12 15 0 1609533-1.7

Cooling water system B 13

Engine cooling water specifications B 13 00 0 010.000.023-13Cooling water inspecting B 13 00 0 010.000.002-03Cooling water system cleaning B 13 00 0 010.000.002-04Quality of raw-water in cooling tower operation (additive andcirculating water) B 13 00 0 1699250-5.0Quality of water used in exhaust gas boiler plants B 13 00 0 1699251-7.0Water specification for fuel-water emulsions B 13 00 0 010.000.023-16Internal cooling water system B 13 00 0 1689492-1.1Internal cooling water system B 13 00 2 1687117-4.1Design data for external cooling water system B 13 00 0 1699286-5.2External cooling water system B 13 00 0 1687125-7.0Expansion tank B 13 00 0 1613419-0.4Preheater arrangement in high temperature system B 13 23 1 1613488-3.3Expansion tank pressurized T 13 01 1 1671771-3.4

Compressed air system B 14

Specification for compressed air B 14 00 0 010.000.023-21Compressed air system B 14 00 0 1687119-8.2Compressed air system B 14 00 0 3700135-9.0Compressed air system B 14 00 0 1631498-8.0

Combustion air system B 15

Combustion air system B 15 00 0 1687120-8.0Combustion air system B 15 00 0 3700134-7.0Specifications for intake air (combustion air) B 15 00 0 010.000.023-17Water washing of turbocharger - compressor B 15 05 1 1639499-6.0Cleaning the turbocharger in service - Water washing of compressor B 15 05 1 1687167-6.0

Exhaust gas system B 16

Exhaust gas system B 16 00 0 1683347-6.2Pressure drop in exhaust gas system B 16 00 0 1624460-4.2Exhaust gas velocity B 16 01 0 1624465-3.3Dry cleaning of turbocharger - turbine B 16 01 1 1607599-1.5Position of gas outlet on turbocharger B 16 02 0 1687118-6.6

MAN Diesel & Turbo

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2014.06.16

Project guide Index

V28/32S


Silencer without spark arrestor, damping 35 dB(A) E 16 04 3 1683338-1.3Silencer with spark arrestor, damping 35 dB(A) E 16 04 6 1683340-3.3

Speed control system B 17

Starting of engine B 17 00 0 1607583-4.4Governor B 17 01 4 1679743-4.3EDS-box P 17 52 1 3700268-9.0EDS data logger P 17 53 1 3700267-7.0EDS online service P 17 54 1 3700269-0.0

Safety and control system B 19

Operation data & set points B 19 00 0 1699178-7.5Safety, control and monitoring system B 19 00 0 1683348-8.2Communication from the GenSet B 19 00 0 1699184-6.6Oil Mist Detector B 19 22 1 1699190-5.0Combined box with prelubricating pump, preheater and el turningdevice E 19 07 2 3700290-3.0Combined box with prelubricating oil pump, nozzle conditioningpump, preheater and el turning device E 19 07 2 1699867-7.0Prelubricating oil pump starting box E 19 11 0 1631477-3.3High temperature preheater control box E 19 13 0 1631478-5.1

Foundation B 20

Resilient mounting system for landbased V28/32S generating sets B 20 00 0 1687130-4.3

Test running B 21

Shop Test Programme for Power Plants B 21 01 1 1699986-3.0

Spare parts E 23

Weight and dimensions of principal parts E 23 00 0 1631461-6.0Recommended wearing parts E 23 05 0 1683343-9.1Standard spare parts P 23 01 1 1687177-2.2

Tools P 24

Standard tools for normal maintenance P 24 01 1 1683321-2.4Tools for reconditioning P 24 02 1 1693517-1.0

Alternator G 50

Information from the alternator supplier B 50 02 8 1683344-0.0Engine/alternator type B 50 02 3 1683345-2.1Alternator cable installation B/G 50 00 0 1699865-3.4Combinations of engine- and alternator layout B/G 50 00 0 3700084-3.4

Preservation and packing B 98

Lifting instruction P 98 05 1 1683333-2.2

Introduction

I 00

IntroductionOur project guides provide customers and consultants with information and data when planning new plantsincorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of themodifications associated with upgrading of our project guides, the contents of the specific edition hereof willremain valid for a limited time only.

Every care is taken to ensure that all information in this project guide is present and correct.

For actual projects you will receive the latest project guide editions in each case together with our quotationspecification or together with the documents for order processing.

All figures, values, measurements and/or other information about performance stated in the project guides arefor guidance only and shall not be used for detailed design purposes or as a substitute for specific drawingsand instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warrantieseither express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose of theinformation contained in the project guides.

MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation instruc-tions when the contract documentation has been completed.

The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifications ofour supply.

All data provided in this document is non-binding. This data serves informational purposes only and is especially notguaranteed in any way.

Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will beassessed and determined individually for each project. This will depend on the particular characteristics of eachindividual project, especially specific site and operational conditions.

If this document is delivered in another language than English and doubts arise concerning the translation, the Eng-lish text shall prevail.

Original instructions

MAN Diesel & Turbo

1643483-5.4Page 1 (2) Introduction to project guide I 00 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.17

Code numbers

Code letter: The code letter indicates the contents of the documents:

B : Basic Diesel engine / built-on engine

D : Designation of plant

E : Extra parts per engine

G : Generator

I : Introduction

P : Extra parts per plant

Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil sys-tem, monitoring equipment, foundation, test running, etc.

Sub-function: This figure occurs in variants from 0-99.

Choice number: This figure occurs in variants from 0-9:

0 : General information 1 : Standard

2-8 : Standard optionals 9 : Optionals

Further, there is a table of contents for each chapter and the pages follow immediately afterwards.

Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the DanishCommerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).

This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.

MAN Diesel & Turbo

I 00 00 0 Introduction to project guide 1643483-5.4Page 2 (2)


2013.04.17

Key for engine designation

MAN Diesel & Turbo

1609526-0.8Page 1 (1) Key for engine designation I 00 05 0

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

L23/30DF

2014.02.11

General

MAN Diesel & Turbo

1609525-9.0Page 1 (1) Designation of cylinders I 00 15 0

V28/32H, V28/32S

1989.05.08

Explanation of symbols

Specification of letter code for measuring devices

1st letter Following letters

F

L

P

S

T

U

V

X

Z

Flow

Level

Pressure

Speed, System

Temperature

Voltage

Viscosity

Sound

Position

A

D

E

H

I

L

S

T

X

V

Alarm

Differential

Element

High

Indicating

Low

Switching, Stop

Transmitting

Failure

Valve, Actuator

MAN Diesel & Turbo

1687100-5.5Page 1 (3) Code identification for instruments I 00 20 0


2013.04.18

Standard text for instruments

Diesel engine/alternatorLT water system

010203

inlet to air cooleroutlet from air cooleroutlet from lub. oil cooler

040506

inlet to alternatoroutlet from alternatoroutlet from fresh water cooler(SW)

070809

inlet to lub. oil coolerinlet to fresh water cooler

HT water system

1010A111213

inlet to engineFW inlet to engineoutlet from each cylinderoutlet from engineinlet to HT pump

1414A14B1516

inlet to HT air coolerFW inlet to air coolerFW outlet from air cooleroutlet from HT systemoutlet from turbocharger

171819

19A19B

outlet from fresh water coolerinlet to fresh water coolerpreheaterinlet to prechamberoutlet from prechamber

Lubricating oil system

20212223

23B

inlet to cooleroutlet from cooler/inlet to filteroutlet from filter/inlet to engineinlet to turbochargeroutlet from turbocharger

242526

27

sealing oil - inlet engineprelubricatinginlet rocker arms and rollerguidesintermediate bearing/alternatorbearing

2829

level in base framemain bearings

Charging air system

30313233

inlet to cooleroutlet from coolerjet assist systemoutlet from TC filter/inlet to TCcompr.

34353637

charge air conditioningsurplus air inletinlet to turbochargercharge air from mixer

3839

Fuel oil system

40414243

inlet to engineoutlet from engineleakageinlet to filter

44454647

outlet from sealing oil pumpfuel-rack positioninlet to prechamber

4849

Nozzle cooling system

50515253

inlet to fuel valvesoutlet from fuel valves

54555657

valve timinginjection timingearth/diff. protection

5859

oil splashalternator load

Exhaust gas system

60616263

outlet from cylinderoutlet from turbochargerinlet to turbochargercombustion chamber

64656667

6869

MAN Diesel & Turbo

I 00 20 0 Code identification for instruments 1687100-5.5Page 2 (3)


2013.04.18

Compressed air system

70717273

inlet to engineinlet to stop cylinderinlet to balance arm unitcontrol air

74757677

inlet to reduction valvemicroswitch for turning gearinlet to turning gearwaste gate pressure

7879

inlet to sealing oil system

Load speed

80818283

overspeed airoverspeedemergency stopengine start

84858687

engine stopmicroswitch for overloadshutdownready to start

888990

index - fuel injection pumpturbocharger speedengine speed

Miscellaneous

91929394

natural gas - inlet to engineoil mist detectorknocking sensorcylinder lubricating

95969798

voltageswitch for operating locationremotealternator winding

99100101102

common alarminlet to MDO cooleroutlet to MDO cooleralternator cooling air

MAN Diesel & Turbo

1687100-5.5Page 3 (3) Code identification for instruments I 00 20 0


2013.04.18

Basic symbols for piping

MAN Diesel & Turbo

1631472-4.1Page 1 (3) Basic symbols for piping I 00 25 0


2013.04.18

MAN Diesel & Turbo

I 00 25 0 Basic symbols for piping 1631472-4.1Page 2 (3)


2013.04.18

MAN Diesel & Turbo



2013.04.18

Basic symbols for piping

MAN Diesel & Turbo


L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2009.09.14. - Stationary

MAN Diesel & Turbo


L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38


MAN Diesel & Turbo


L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38


MAN Diesel & Turbo


L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38


General information

D 10

MAN Diesel & Turbo

Max. Continuous rating at Cyl. 12 16 18

720 RPM kW 2700 3600 4050

Engine driven Pumps: L.T. cooling water pump m3/h [email protected] bar [email protected] bar [email protected] barH.T. cooling water pump m3/h [email protected] bar [email protected] bar [email protected] barLubricating oil m3/h 42 63 63 External Pumps: Nozzle cooling oil pump (2,5-3 bar) m3/h 1,5 2,0 2,3L.T. cooling water pump (1-2.5 bar) m3/h 100 133 150H.T. cooling water pump (1-2.5 bar) m3/h 100 133 150Diesel oil pump (5 bar at fuel oil inlet A1) m³/h 1.88 2.50 2.81Fuel oil supply pump (4 bar discharge pressure) m³/h 0.92 1.22 1.38Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 1.90 2.53 2.85 Cooling Capacities: Lubricating oil: Lubricating oil kW 287 383 431Lubricating oil flow m3/h 37,2 46,6 51,3Lubricating oil temp. inlet cooler °C 67 67 67 Charge air: Charge air L.T. kW 224 298 336Charge air H.T. kW 658 877 986 Jacket cooling: Jacket cooling kW 686 915 1030 Nozzle cooling: Nozzle cooling kW 8,5 11,3 12,7Nozzle cooling inlet engine °C 50,0 50,0 50,0

Gas Data: Exhaust gas flow kg/h 23774 31699 35661Exhaust gas temp. °C 290 290 290Max. Allowable back press. bar 0,025 0,025 0,025Air consumption kg/h 23232 30976 34848 Starting Air System: Air consumption per start Nm3 3,3 4,2 4,6

Heat Radiation: Engine kW 43 58 66Alternator kW (see separate data from the alternator maker)

The stated heat balances, flows and exhaust gas temp. are based on ISO ambient condition.

11.23

V28/32S

D 10 05 0List of Capacities1687127-0.5Page 1 (1)

B

A

CEngine drivenHT pump

Engine drivenLT pump

HT Charge air

LT Charge air

Jacket cooling

Lubricating oil

85oC

MAN Diesel & Turbo

11.23

V28/32S

D 10 05 0List of Capacities1687128-2.5Page 1 (14

Max. Continuous rating at Cyl. 12 16 18

750 RPM kW 2820 3760 4230

Engine driven Pumps: L.T. cooling water pump m³/h [email protected] bar [email protected] bar [email protected] barH.T. cooling water pump m³/h [email protected] bar [email protected] bar [email protected] barLubricating oil m³/h 44 65 65

External Pumps: Nozzle cooling oil pump (2,5-3 bar) m³/h 1,5 2,0 2,3L.T. cooling water pump (1-2.5 bar) m³/h 100 133 150H.T. cooling water pump (1-2.5 bar) m³/h 100 133 150Diesel oil pump (5 bar at fuel oil inlet A1) m³/h 1.96 2.61 2.94Fuel oil supply pump (4 bar discharge pressure) m³/h 0.96 1.28 1.44Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 1.99 2.65 2.98

Cooling Capacities: Lubricating oil: Lubricating oil kW 300 400 450Lubricating oil flow m³/h 40,5 51,0 56,3Lubricating oil temp. inlet cooler °C 67 67 67 Charge air: Charge air L.T. kW 233 311 350Charge air H.T. kW 687 916 1030 Jacket cooling: Jacket cooling kW 717 956 1075 Nozzle cooling: Nozzle cooling kW 8,5 11,3 12,7Nozzle cooling inlet engine °C 50,0 50,0 50,0

Gas Data: Exhaust gas flow kg/h 25281 33708 37921Exhaust gas temp. °C 290 290 290Max. Allowable back press. bar 0,025 0,025 0,025Air consumption kg/h 24715 32953 37072 Starting Air System: Air consumption per start Nm³x 3,3 4,2 4,6

Heat Radiation: Engine kW 43 58 66Alternator kW (see separate data from the alternator maker)

The stated heat balances, flows and exhaust gas temp. are based on ISO ambient condition.

B

A

CEngine drivenHT pump

Engine drivenLT pump

HT Charge air

LT Charge air

Jacket cooling

Lubricating oil

85oC

Engine performance

MAN Diesel & Turbo

1687181-8.0Page 1 (1) Engine performance D 10 10 0

V28/32S

2003.09.08.

Heat balance

MAN Diesel & Turbo

1687183-1.0Page 1 (1) Heat balance D 10 20 0

V28/32S

2002.08.19.

General

Purpose

This should be seen as an easily comprehensiblesound analysis of MAN GenSets. These measure-ments can be used in the project phase as a basisfor decisions concerning damping and isolation inbuildings, engine rooms and around exhaust sys-tems.

Measuring equipment

All measurements have been made with PrecisionSound Level Meters according to standard IECPublication 651or 804, type 1 – with 1/1 or 1/3octave filters according to standard IEC Publication225. Used sound calibrators are according tostandard IEC Publication 942, class 1.

Definitions

Sound Pressure Level: LP = 20 x log P/P0 [dB ]

where P is the RMS value of sound pressure in pas-cals, and P0 is 20 μPa for measurement in air.

Sound Power Level: LW = 10 x log P/P0 [dB]

where P is the RMS value of sound power in watts,and P0 is 1 pW.

Measuring conditions

All measurements are carried out in one of MANDiesel & Turbo's test bed facilities.

During measurements, the exhaust gas is led out-side the test bed through a silencer. The GenSet isplaced on a resilient bed with generator and engineon a common base frame.

Sound Power is normally determined from SoundPressure measurements.

New measurement of exhaust sound is carried outat the test bed, unsilenced, directly after turbo-charger, with a probe microphone inside theexhaust pipe.

Previously used method for measuring exhaustsound are DS/ISO 2923 and DIN 45635, here ismeasured on unsilenced exhaust sound, one meterfrom the opening of the exhaust pipe, see fig.1.

Sound measuring "on-site"

The Sound Power Level can be directly applied toon-site conditions. It does not, however, necessarilyresult in the same Sound Pressure Level as meas-ured on test bed.

Normally the Sound Pressure Level on-site is 3-5dB higher than the given surface Sound PressureLevel (Lpf) measured at test bed. However, itdepends strongly on the acoustical properties of theactual engine room.

Standards

Determination of Sound Power from Sound Pres-sure measurements will normally be carried outaccording to:

ISO 3744 (Measuring method, instruments, back-ground noise, no of microphone positions etc) andISO 3746 (Accuracy due to criterion for suitability oftest environment, K2>2 dB).

Figure 1: .

MAN Diesel & Turbo

1609510-3.5Page 1 (1) Description of sound measurements D 10 25 0


2013.04.18

Introduction

This paper describes typical structure-borne noiselevels from standard resiliently mounted MAN Gen-Sets. The levels can be used in the project phaseas a reasonable basis for decisions concerningdamping and insulation in buildings, engine roomsand surroundings in order to avoid noise and vibra-tion problems.

References

References and guidelines according to ISO 9611and ISO 11689.

Operating condition

Levels are valid for standard resilient mounted Gen-Sets on flexible rubber support of 55° sh (A) on rela-tively stiff and well-supported foundations.

Frequency range

The levels are valid in the frequency range 31.5 Hzto 4 kHz.

Figure 1: Structure-borne noise on resiliently mounted GenSets

MAN Diesel & Turbo

1671754-6.2Page 1 (1) Description of structure-borne noise D 10 25 0


2013.06.04

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel & Turbo

L16/24, L21/31,L27/38, V28/32S

10.44

In general the engine is designed to fulfil the emis-sion limits according Worldbank II (2007/2008) for plants ≤ 300 MWth and non-degraded airshed.

SOx and PM emissions are mainly influenced by the fuel specification. The sulphur and the ash content must be limited accordingly. The NOx emission are influenced by the ambient conditions, fuel specifica-tions and operating conditions of the engine. Please contact MAN Diesel & Turbo at early stage for project specific emission calculations (contact your sales representative).Needed adaptions of the engine parameters to fulfil project specific emission limits may affect in minor extent the fuel oil consumption.

D 10 28 0Emission Limits Worldbank II3700044-8.0Page 1 (1)

Worldbank II 2007/2008, only for liquid fuel (L16/24, L21/31, L27/38, V28/32S) Bore size < 400

3 MWth < x ≤ 50 MWth NOx ≤ 1460 mg/Nm3 at 15% O2

(NOx ≤ 1600 mg/Nm3 at 15% O2 to maintain higher effic.)

SOx : max. 1,5% sulphur in fuel (up 3% exceptionell)

PM ≤ 50 mg/Nm3 at 15% O2

(100 mg/Nm3 for econ. reasons)

50 MWth < x ≤ 300 MWth Non-degraded airshed:NOx ≤ 1460 mg/Nm3 at 15% O2

Degraded airshed:NOx ≤ 400 mg/Nm3 at 15% O2

SOx ≤ 1170 mg/Nm3 at 15% O2 or max. 2% sulphur in fuel

SOx : max. 0.5% sulphur in fuel

PM ≤ 50 mg/Nm3 at 15% O2

PM ≤ 30 mg/Nm3 at 15% O2

300 MWth < x Non-degraded airshed:NOx ≤ 740 mg/Nm3 at 15% O2

Degraded airshed:NOx ≤ 400 mg/Nm3 at 15% O2

SOx ≤ 585 mg/Nm3 at 15% O2 or max. 2% sulphur in fuel

SOx : max. 0.2% sulphur in fuel

PM ≤ 50 mg/Nm3 at 15% O2

PM ≤ 30 mg/Nm3 at 15% O2

GenSet

No. ofcyl.

Generatortype *

Max. cont.ratingkW

Speedrpm

Moment of inertia (J)

Engine

kgm2

Flywheel

kgm2

Generator**

kgm2

Total

kgm2

12

DIDBN141n/10

2520 720 155.6 612 500 1267.6

DIDBN141n/8

2640 750 155.6 612 460 1227.6

16

DIDBN141n/10

3360 720 181 612 **** ****

DIDBN141n/8

3520 750 181 612 **** ****

18

DIDBN141n/10

3780 720 240 612 **** ****

DIDBN141n/8

3960 750 240 612 **** ****

* Standard generator, make A. van Kaick.

** If other generator is chosen the values will change.

**** Only available on request.

Moment of intertia : GD2 = J x 4 (kgm2)

MAN Diesel & Turbo

1607593-0.2Page 1 (1) Moment of inertia D 10 30 0

V28/32H, V28/32S

2001.06.25.

Green Passport

In 2009 IMO adopted the „Hong Kong InternationalConvention for the Safe and Environmentally SoundRecycling of Ships, 2009“.

Until this convention enters into force the recom-mendatory guidelines “Resolution A.962(23)” (adop-ted 2003) apply. This resolution has been imple-mented by some classification societies as “GreenPassport”.

MAN Diesel & Turbo is able to provide a list of haz-ardous materials complying with the requirementsof the IMO Convention. This list is accepted by clas-sification societies as a material declaration for“Green Passport”.

This material declaration can be provided onrequest.

MAN Diesel & Turbo

1699985-1.1Page 1 (1) Green Passport D 10 33 0


2013.04.18

Overhaul recommendations

Component Overhaul recommendations Hours between overhauls

Expectedservice life

Turbocharger Dry cleaning of turbine sideor Wet cleaning of turbine sideWater washing of compressor side

Air filter cleaning : Based on observations.

Inspection: Check all mounting screws, casing screws and pipe line connections for tight fit by tapping, retighten ifnecessary

Compressor cleaning in dismantled condition: compres-sor inner components, final diffusor, compressor wheel

Silencer cleaning in dismantled condition: silencer feltlinings

Major overhaul: Dismantling, cleaning, inspection, check-ing and cleaning cartridge, checking bearing clearances,checking gaps and clearances on reassembly

every second day

every week25-75

with new or overhauled

turbocharger onceaft 1000

6-8,000

6-8,000

16,000

Regulating system Function check of overspeed and shutdown devices. Check that the control rod of each individual fuel pump caneasily go to "stop" position monthly

Cylinder head

Fuel injection valveExhaust valve

Air inlet valveValve guide

Safety valvesCylinder head nuts

Checking and adjustment of valve clearance

Checking, cleaning and adjustment of opening pressureOverhaul and regrinding of spindle and valve seatFunction check of rotocap

Overhaul in connection with exhaust valve overhaulMeasuring of inside diameter in connection with valve overhaul

Overhaul and adjustment of opening pressureRetightening 200 hours after new or overhaul

2,000

2,00016,000monthly

16,000

16,000

16,000

32,000

32,000

32,000

64,000

Compr. air system Check of compressed air systemRefill of air lubricator: Based on observations

16,000

Main bearings Inspection according to classification survey, normally after24,000 running hours or 4 years of serviceRetightening of main bearing cap. 200 hours after new oroverhaul and everyRetightening of screws for counterweights. 200 hours afternew or overhaul and every

16,000

6-8,000

6-8,000

24,000

MAN Diesel & Turbo

1655232-3.1Page 1 (2) Overhaul recommendations D 10 35 0

V28/32S

2012.09.24.

Component Overhaul recommendations Hours between overhauls

Expectedlife service

Supportingchocks and boltconnections

Retightening of holding-down bolts. 200 á 1000 hours afternew or overhaul and everyRetightening of bolts between engine frame and base frameFor flexible mounted engines. Check anti-vibration mount-ings

6-8,0006-8,000

6-8,000

Autolog reading Crankshaft deflection and main bearing clearance reading.Should be carried out in connection with retightening ofmain bearing and holding-down bolts

6-8,000

Big-end bearing Retightening and checking of bearing clearance. 200 hoursafter new or overhaul and every Inspection in connection with piston overhaul

6-8,00016,000 32,000

Piston Overhaul, replacement of compression rings and scraperrings, measuring of ring grooves, inspection of big-endbearing and inspection of cylinder liner condition 16,000 64,000

Cylinder liner Inspection, measuring and reconditioning of running surfacecondition: In connection with piston overhaul

Overhaul and reconditioning of surface between liner andframe and cleaning of surface in cooling water space

16,000

32,000

80,000

Fuel pump Fuel pump barrel/plunger assembly. Overhaul based onoperational observations

32,000

Torsional vibrationdampers

OverhaulA sample of silicone fluid must be taken and analysed inbetween.

32,000

Lub. oil filter cartr. Replacement based on observations of pressure drop 1,500

Filter cartridges Replacement based on observations 1,500

MAN Diesel & Turbo

D 10 35 0 Overhaul recommendations 1655232-3.1Page 2 (2)

V28/32S

2012.09.24.

Basic Diesel Engine

B 10

Engine ratings

Engine type No of cylinders

720 rpm 750 rpm

720 rpm Available turning direction

750 rpm Available turning direction

kW CW 1) kW CW 1)

16V28/32S 3600 Yes 3760 Yes

18V28/32S 4050 Yes 4230 Yes

1) CW clockwise

Table 1: Engine ratings for emission standard - (WB2007/2008)

Definition of engine ratingsGeneral definition of diesel engine rating (acccording to ISO 15550: 2002; ISO 3046-1: 2002)Reference conditions: ISO 3046-1: 2002; ISO 15550: 2002

Air temperature Tr K/°C 298/25

Air pressure pr kPa 100

Relative humidity Φr % 30

Cooling water temperature upstream charge air cooler Tcr K/°C 298/25

Table 2: Standard reference conditions.

MAN Diesel & Turbo

3700293-9.0Page 1 (3) Power, outputs, speed B 10 01 1

V28/32S

2013.04.30

Available outputs PApplication

Available outputin percentage

from ISO-Standard-Output

Fuel stop power(Blocking)

Max. allowedspeed reduction

at maximum torque 1)

Tropic conditions

tr/tcr/pr=100 kPa

Remarks

Kind of application (%) (%) (%) (°C)

Electricity generation

Auxiliary engines in ships 100 110 – 45/38 2)

Marine main engines (with mechanical or diesel electric drive)

Main drive generator 100 110 – 45/38 2)

1) Maximum torque given by available output and nominal speed. 2) According to DIN ISO 8528-1 overload > 100% is permissible only for a short time to compensate frequency deviations.This additional engine output must not be used for the supply of electric consumers.

tr – Air temperature at compressor inlet of turbocharger. tcr – Cooling water temperature before charge air cooler pr – Barometric pressure.

Table 3: Available outputs / related reference conditions.

POperating: Available output under local conditions and dependent on application.

Dependent on local conditions or special application demands, a further load reduction of PApplication, ISO might beneeded.

De-rating

1) No de-rating due to ambient conditions is nee-ded as long as following conditions are notexceeded:

No de-rating up to statedreference conditions

(Tropic)

Special calculation needed if following values are

exceeded

Air temperature before turbocharger Tx ≤ 318 K (45 °C) 333 K (60 °C)

Ambient pressure ≥ 100 kPa (1 bar) 90 kPa

Cooling water temperature inlet charge air cooler (LT-stage) ≤ 311 K (38 °C) 316 K (43 °C)

Intake pressure before compressor ≥ -20 mbar 1) -40 mbar 1)

Exhaust gas back pressure after turbocharger ≤ 30 mbar 1) 60 mbar 1)

1) Overpressure

Table 4: De-rating – Limits of ambient conditions.

MAN Diesel & Turbo

B 10 01 1 Power, outputs, speed 3700293-9.0Page 2 (3)

V28/32S

2013.04.30

2) De-rating due to ambient conditions and nega-tive intake pressure before compressor orexhaust gas back pressure after turbocharger.

aTx

U

U =

O

O =

Tcx

Tt

Correction factor for ambient conditionsAir temperature before turbocharger [K] beingconsidered (Tx = 273 + tx)Increased negative intake pressure beforecompressor leeds to a de-rating, calculatedas increased air temperature before turbo-charger

(-20mbar – pAir before compressor [mbar]) x 0.25K/mbar

with U ≥ 0

Increased exhaust gas back pressure afterturbocharger leads to a de-rating, calculatedas increased air temperature before turbo-charger:

(PExhaust after turbine [mbar] – 30mbar) x 0.25K/mbar

with O ≥ 0

Cooling water temperature inlet charge aircooler (LT-stage) [K] being considered (Tcx =273 + tcx)

Temperature in Kelvin [K]Temperature in degree Celsius [°C]

3) De-rating due to special conditions ordemands. Please contact MAN Diesel & Turbo,if:

▪ limits of ambient conditions mentioned in "Table4 De-rating – Limits of ambient conditions" areexceeded

▪ higher requirements for the emission level exist

▪ special requirements of the plant for heat recov-ery exist

▪ special requirements on media temperatures ofthe engine exist

▪ any requirements of MAN Diesel & Turbo men-tioned in the Project Guide can not be kept

MAN Diesel & Turbo

3700293-9.0Page 3 (3) Power, outputs, speed B 10 01 1

V28/32S

2013.04.30

General

The engine is a turbocharged, single-acting, four-stroke diesel engine of the trunk piston type with acylinder bore of 280 mm and a stroke of 320 mm,the crankshaft speed is 720/750 rpm.

The engine can be delivered as a V-built engine with12-16-18 cylinders.

Engine frame

The engine frame is made of nodular cast iron andis so designed that the hollow space between thetwo banks of cylinders is utilized as a charge airreceiver.

The main bearings for the underslung crankshaftare carried in heavy supports in the frame platingand are secured by bearing caps. To ensure strongand sturdy bedding of the caps, these are providedwith side guides and held in place by means ofstuds with hydraulically tightened nuts.

The two banks of cylinders forming a V are bracedat the top by a heavy top plate and at the bottomby a flange and two longitudinal side walls assem-bled to form a box.

This box encases the cylinder liners whose topflanges bear against the top plate and the bottom ofthe cylinder liners are guided in the bottom flange.

The gear wheel drive for the two camshafts isarranged in a hollow space at the flywheel end ofthe frame, which is closed by a two-part end cover.

The front end of the frame is similarly shaped andaccommodates a vibration damper (and resilientgear wheel drive for pumps etc.). The camshaftswhich are carried in bearings are mounted on eachside of the frame.

Along the camshafts and the crankshaft the framehas large openings on both sides for inspection ofroller guides, cams, and main and crankpin bear-ings.

The openings are closed by means of covers, andthose on the A-side of the engine are provided withsafety relief valves.

Base frame

The engine and alternator are mounted on a com-mon base frame.

The rigid base frame construction is embedded tothe engine seating by means of resilient supports.

The inside of the base frame forms a reservoir forthe engine lubricating oil.

Cylinder liner

The cylinder liners is made of fine-grained, pearlitecast iron and fitted in a bores in the engine frame.Between the liner and the cylinder head andbetween the liner and the frame there are fittedreplaceable cast iron sealing rings. The liner is clam-ped by the cylinder head and is guided by a bore atthe bottom of the cooling water space of the engineframe. The liner can thus expand freely downwardswhen heated during the running of the engine. Seal-ing for the cooling water is obtained by means ofrubber rings which are fitted in grooves machined inthe liner.

Cooling water is supplied at the bottom of the cool-ing water space between the liner and the engineframe and leaves through bores in the top of theframe to the cooling water guide jacket.

Cylinder head

The cylinder head is made of nodular cast iron, inone piece. It has a central bore for the fuel injectionvalve and bores for two exhaust valves, two inletvalves, safety valve, indicator valve and coolingwater supply.

The cylinder head is tightened by means of 6 nutsand 6 studs, which are screwed into the engineframe. The nuts are tightened by means of hydraulicjacks.

The cylinder head has a screwed-on coamingwhich encloses the valve gear.

The coaming is closed with a top cover and thusprovides an oil tight enclosure for the valve gear.

From the cooling water guide jacket, cooling wateris led through radial bores in the bottom of the cyl-inder head. From the cooling water space andbores in the cylinder head, the cooling water is ledto a common outlet.

Air inlet and exhaust valves

The inlet and exhaust valve spindles are identical.

The valves are made of heat-resistant material.Hard metal is welded on to the valve spindle seats.

The valve spindles are fitted with valve rotatorswhich turn the spindles a little each time the valvesopen.

MAN Diesel & Turbo

1687112-5.0Page 1 (4) General description B 10 01 1

V28/32S

2001.09.10

The cylinder head is equipped with replaceable seatrings for inlet and exhaust valves.

The valve seat rings for inlet and exhaust valves areidentical.

The seat rings are made of heat-resistant steel,hardened on the seating surface and water cooledin order to assure low valve temperature andincreased overhaul intervals.

Valve actuating gear

The rocker arms are actuated through rollers, rollerguides and push rods. The roller guide for fuelpump and for inlet and exhaust valves are mountedin one common housing for each cylinder. Thishousing is integrated in the engine frame.

Each rocker arm activates two spindles through aspring-loaded valve bridge with thrust screws andadjusting screws for valve clearance.

The valve actuating gear is pressure-feed lubricatedfrom the centralized lubricating system of theengine.

Fuel injection system

The engine is provided with one fuel injection pump,an injection valve, and a high pressure pipe for eachcylinder.

The injection pump is mounted on the valve gearhousing by means of four screws. The pump con-sists of a pump housing, a centrally placed pumpbarrel and a plunger. The pump is activated by thefuel cam, and the volume injected is controlled byturning the plunger.

The fuel injection valve is located in a valve sleeve inthe center of the cylinder head. The opening of thevalve is controlled by the fuel oil pressure, and thevalve is closed by a spring.

The high pressure pipe which is led through a borein the cylinder head is surrounded by a shieldingtube. The shielding tube has two holes in order toensure that any leakage will be drained off to thecylinder head bore. The bore is equipped with drainchannel and pipe.

The complete injection equipment inclusive injectionpumps, high pressure and low pressure pipes iswell enclosed behind removable covers.

Piston

The piston, which is oil-cooled and of the monobloctype made of nodular cast-iron, is equipped with 3compression rings and 1 oil scraper ring.

By the use of compression rings with different bar-relshaped profiles and chrome-plated running surfa-ces, the piston ring pack is optimized for maximumsealing effect and minimum wear rate.

The piston has a cooling oil space close to the pis-ton crown and the piston ring zone. The heat trans-fer and thus the cooling effect is based on theshaker effect arising during the piston movement.The cooling medium is oil from the engine's lubri-cating oil system.

Oil is supplied to the cooling oil space throughchannels from the oil grooves in the piston pinbosses. Oil is drained from the cooling oil spacethrough ducts situated diametrically to the inletchannels.

The piston pin is fully floating and kept in position inaxial direction by two circlips (seeger rings). The pis-ton pin is equipped with channels and holes forsupply of oil to lubrication of the pin bosses and forsupply of cooling oil to the piston.

Connecting rod

The connecting rod is die-forged. The big-end hasan inclined joint in order to facilitate the piston andconnecting rod assembly to be withdrawn upthrough the cylinder liner. The joint faces on con-necting rod and bearing cap are serrated to ensureprecise location and to prevent relative movementof the parts.

The connecting rod has bored channels for supplyof oil from the big-end to the small-end.

The big-end bearing is of the trimetal type coatedwith a running layer.

The bearing shells are of the precision type and aretherefore to be fitted without scraping or any otherkind of adaption.

The small-end bearing is of trimetal type and ispressed into the connecting rod. The bush is equip-ped with an inner circumferential groove, and apocket for distribution of oil in the bush itself and forsupply of oil to the pin bosses.

MAN Diesel & Turbo

B 10 01 1 General description 1687112-5.0Page 2 (4)

V28/32S

2001.09.10

Crankshaft and main bearings

The crankshaft, which is a one-piece forging, is sus-pended in underslung bearings. The main bearingsare of the trimetal type, which are coated with arunning layer. To attain a suitable bearing pressureand vibration level the crankshaft is provided withcounterweights, which are attached to the crank-shaft by means of dovetail joints and secured with acentrally placed screw.

At the flywheel end the crankshaft is fitted with agear wheel which through an intermediate wheeldrives the camshaft.

Also fitted here is a coupling flange for connectionof a generator. At the opposite end (front end) thereis a flexible gear wheel connection for lub. oil andwater pumps.

Lubricating oil for the main bearings is suppliedthrough holes drilled in the engine frame. From themain bearings the oil passes through bores in thecrankshaft to the crankpin bearings and hencethrough channels in the connecting rods to lubricatethe piston pins and cooling of the pistons.

Vibration damper

In special cases a vibration damper is mounted onthe crankshaft to limit torsional vibrations. Thedamper consists essentially of a heavy flywheeltotally enclosed in a light casing.

A small clearance is allowed between the casingand the flywheel, and this space is filled with ahighly viscous fluid. The casing is rigidly connectedto the front end of the engine crankshaft and theonly connection between the crankshaft and thedamper flywheel is through the fluid. Under condi-tions of no vibration, the casing and damper fly-wheel tend to rotate as one unit, since the forcerequired to shear the viscous film is considerable.As the torsional vibration amplitudes increase, thecasing follows the movement of the crankshaft butthe flywheel tends to rotate uniformly by virtue of itsinertia, and relative motion occurs between the fly-wheel and the casing. The viscous fluid film there-fore undergoes a shearing action, and vibrationenergy is absorbed and appears as heat.

Camshaft and camshaft drive

The engine is equipped with two camshafts A andB, one for each bank of cylinders. The camshaftsare carried in bearing bushes which are fitted inbores in the engine frame, each bearing beinglocked by a screw that is inserted in the engineframe.

The camshafts are built up of sections, one for eachcylinder, and the sections are assembled by meansof bolts. Each section is equipped with fixed camsfor operation of fuel pump, air inlet valve andexhaust valve, respectively.

At the flywheel end, camshaft A is fitted with ascrewed-on driving gear wheel. At the flywheel end,camshaft B has a screwed-on driving gear wheeland a drive for the governor and the tachometer.

Through intermediate wheels, the driving gearwheels are connected to a gear wheel fitted to thecrankshaft. By means of the intermediate wheels agearing is obtained so that the camshafts arecaused to rotate at half the speed of the crankshaft.

A guidering mounted at the flywheel end guides thecamshaft in the longitudinal direction.

The lubricating oil pipes for the gear wheels areequipped with nozzles which are adjusted to applythe oil at the points where the gear wheels are inmesh.

Governor

The engine speed is controlled by a hydraulic gov-ernor.

Monitoring and control system

All media systems are equipped with thermometersand manometers for local reading and for the mostessential pressures the manometers are togetherwith tachometers centralized in an engine-mountedinstrument panel.

The engine has as standard shutdown functions forlubricating oil pressure low, lubricating oil tempera-ture high, cooling water temperature high and foroverspeed.

MAN Diesel & Turbo

1687112-5.0Page 3 (4) General description B 10 01 1

V28/32S

2001.09.10

Turbocharger system

The turbocharger system of the engine, which is aconstant pressure system, consists of an exhaustgas receiver, two turbochargers, two charging aircoolers and a charge air receiver, the latter beingintergrated in the engine frame.

The turbine wheel of the turbochargers is driven bythe engine exhaust gas, and the turbine wheelsdrives the turbocharger compressors, The com-pressors sucks air through the air inlet bend.

The turbochargers pumps the air through thecharging air coolers to the charging air receiver.From the charging air receiver, the air flows to eachcylinder, through the inlet valves.

The charging air coolers are a compact tube-typecoolers with a large cooling surface. The coolingwater is passed twice through the coolers, the endcovers being designed with partitions which causethe cooling water to turn.

The cooling water tubes are fixed to the tube platesby expansion.

From the exhaust valves, the exhaust is led througha water cooled intermediate piece to the exhaustgas receiver where the pulsatory pressure from theindividual exhaust valves is equalized and passed tothe turbochargers at a constant pressure, and fur-ther to the exhaust outlets and silencer arrange-ment.

The exhaust gas receiver is made of pipe sections,one for each cylinder pair, connected to each other,by means of compensators, to prevent excessivestress in the pipes due to heat expansion.

In the cooled intermediate piece a sensor forremote reading of the exhaust gas temperature isfitted.

To avoid excessive thermal loss and to ensure areasonably low surface temperature the exhaustgas receiver is insulated.


The engine is started by means of a built-on airstarter.

The compressed air system comprises a main start-ing valve, an air strainer, a remote controlled start-ing valve and an emergency starting valve which willmake it possible to start the engine in case of apower failure.

Fuel oil system

The built-on fuel oil system consists of inlet pipes forfuel oil, mechanical fuel pump units, high-pressurepipes as well as return pipes for fuel oil.

Waste oil and fuel oil leakages are led to leakagealarm which is heated by means of the inlet fuel oil.

Lubricating oil system

All moving parts of the engine are lubricated with oilcirculating under pressure in a closed built-on sys-tem.

The lubricating oil pump is of the gear wheel type.The pump takes the oil from the sump in the baseframe, and on the pressure side the oil passesthrough the external lubricating oil cooler (platetype) and the filter which is mounted on the engine.

Cooling is carried out by the low temperature cool-ing water system, and the temperature regulating ismade by a termostatic 3-way valve on the oil side.

The engine is as standard equipped with an electri-cally driven prelubricating pump.

Cooling water system

The cooling water system consists of a low temper-ature and a high temperature cooling water system.

The water in the low temperature system is passedthrough the charge air cooler and the lubricating oilcooler, and the alternator if the latter is watercooled.

The high temperature cooling water is passedthrough the charge air cooler and afterwards itcools the engine cylinders and cylinder heads. Thehigh temperature system is cooled by fresh water.

The low temperature system is also cooled by freshwater.

Tools

The engine can be delivered with all necessary toolsfor the overhaul of each specific plant. Most of thetools can be arranged on steel plate panels.

MAN Diesel & Turbo

B 10 01 1 General description 1687112-5.0Page 4 (4)

V28/32S

2001.09.10

MAN Diesel & Turbo

11.11

Cross Section B 10 01 1

V28/32S

1687103-0.1Page 1 (1)

MAN Diesel & Turbo

Cycle : 4-stroke

Configuration : V-built

Cyl.Nos.available : 12-16-18

Powerrange : 2700-4230kW

Speed : 720/750rpm

Bore : 280mm

Stroke : 320mm

Stroke/boreratio : 1.14:1

Pistonareapercyl. : 616cm2

Sweptvolumepercyl. : 19.7ltr.

Compressionratio : 13.9:1

Max.combustionpressure : 145bar

Turbochargingprinciple : Constantpressuresystemandintercooling

Fuelqualityacceptance : HFO(upto700cSt/50°C,RMK700) MDO(DMB) - MGO(DMA,DMZ) accordingISO8217-2010

Power lay-out

Speed

Mean piston speed

Mean effective pressure

Max. combustion pressure

Power per cylinder

rpm

m/sec.

bar

bar

kW/cyl.

720

7.7

19.0

145

225

750

8.0

19.1

145

235

MCR version

1687101-7.2Page 1 (1) B10011

V28/32S

MainParticulars

11.36 - WB1 - GenSet

General

Cyl. no A (mm) * B (mm) * C (mm) H (mm) ** Dry weight GenSet (t)

12 (720 rpm)12 (750 rpm)

16 (720 rpm)16 (750 rpm)

18 (720 rpm)18 (750 rpm)

50965096

61166116

66266626

38223822

38223822

40814081

89188918

99389938

1070710707

34493449

34493449

34493449

53.453.4

62.262.2

70.870.8

PQ

***

Free passage between the engines, width 600 mm and height 2000 mm.Min. distance between engines: 2600 mm (without gallery) and 4140 mm (with gallery).

Depending on alternatorWeight included a standard alternator

All dimensions and masses are approximate, and subject to changes without prior notice.

MAN Diesel & Turbo

1687126-9.2Page 1 (1) Dimensions and weights B 10 01 1

V28/32S

2012.02.27

Dismantling height for piston

Figure 1: Dismantling height for piston.

Engine type Frame (H1) Turbocharger (H2) Turbocharger (H3)

12V28/32S

16V28/32S

18V28/32S

1887

1887

1887

3398

3500

3500

3245

3371

3371

H1

H2

H3

:

:

:

For dismantling of piston and connecting rodat the camshaft side. (With cooling waterjacket mounted)

For dismantling of piston and connecting rodpassing the turbocharger/alternator.

For dismantling of piston and connecting rodpassing the turbocharger.

If lower dismantling height is required, special toolscan be delivered.

For low dismantling height, see B 10 01 1.

MAN Diesel & Turbo

1687141-2.0Page 1 (2) Overhaul areas B 10 01 1

V28/32S

2002.04.08

Dismantling space

It must be taken into consideration that there is suf-ficient space for pulling the charge air cooler ele-ment, lubricating oil filter cartridge, centrifugal filterelement and bracing bolt.

Figure 2: Overhaul areas for charge air cooler element, lub. oil filter cartridge, centrifugal filter element and bracing bolt.

MAN Diesel & Turbo

B 10 01 1 Overhaul areas 1687141-2.0Page 2 (2)

V28/32S

2002.04.08

Engine rotation clockwise

MAN Diesel & Turbo

1607566-7.2Page 1 (1) Engine rotation clockwise B 10 11 1

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

2014.05.19

Fuel Oil System

B 11

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel & Turbo

1687122-1.4Page 1 (2) B 11 00 0

V28/32S

Internal Fuel Oil System

10.23

Fig 1 Diagram for fuel oil system.

DN25

DN25

DN15

DN25

DN25

Fuel oil inlet

Fuel oil outlet

Waste oil outlet

Nozzle cooling oil inlet

Nozzle cooling oil outlet

A1

A2

A3

A7

A8

Pipe description

Flange connections are as standard according to DIN 2501

General

The internal built-on fuel oil system as shown in fig 1 consists of the following parts:

– the running-in filter – the high-pressure injection equipment – a nozzle cooling system – a waste oil system

Fuel Oil System

The fuel oil is delivered to the injection pumps by means of an external feed pump through an external safety filter.

The safety filter is a duplex filter of the split type with a filter fineness of 25 my abs. The filter is equipped with a common three-way cock for manual change of both the inlet and outlet side.

Running-in Filter

The running-in filter has a fineness of 50 µ and is placed in the fuel inlet pipe. Its function is to remove impurities in the fuel pipe between safety filter and the engine in the running-in period.

Note: The filter must be removed before ship delivery or before handling over to the customer.

PT50

TE51

El. driven nozz.cool. oil pump

Leak fromfuel valve

Drain box incl.fuel leakage alarm

Drain fromcyl. head

Fuel oil return

Fuel oil pump

Fuel oil inlet

Leak fromfuel oil pump

Leak fromfuel oil pumpa) Running-in filter

PT40

PI40

A7

LAH42a)

TE40

TI40

ZT45

Cyl. 1A

Cyl. 1B

High pressurepipe

A8

A1 A3 A2

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel & Turbo

B 11 00 0

V28/32S

Internal Fuel Oil System 1687122-1.4Page 2 (2)

10.23

It is adviced to install the filter every time the ex-ternal fuel pipe system has been dismantled, but it is important to remove the filter again when the extern fuel oil system is considered to be clean for any impurities.

Fuel Injection Equipment

Each cylinder unit has its own set of injection equip-ment, comprising injection pump, high-pressure pipe and injection valve.

The injection equipment and the distribution supply pipes are housed in a fully enclosed compartment thus minimizing heat losses from the preheated fuel. This arrangment reduces external surface tem pe-ra tures and the risk of fire caused by fuel leakage.

The injection pumps are installed on the roller guide housings directly above the camshaft, and they are activated by the cams on the camshaft through roller guides fitted in the roller guide housings.

The amount of fuel injected into each cylinder unit is adjusted by means of the governor, which main-tains the engine speed at the preset value by a con tinuous positioning of the fuel pump racks, via a common regulating shaft and spring-loaded link ages for each pump.

The injection valve is for "deep" building-in to the centre of the cylinder head.

The injection oil is supplied from the injection pump to the injection valve via a double-walled pressure pipe installed in a bore, in the cylinder head.

This bore has an external connection to conduct the leak oil from the injection valve and high-pres sure pipe to the waste oil system.

A bore in the cylinder head vents the space below the bottom rubber sealing ring on the injection valve, thus preventing any pressure build-up due to gas leakage, but also unveiling any mal func tion of the bottom rubber sealing ring for leak oil.

Internal Nozzle Cooling System

The nozzles of the injection valves on HFO-engines are temperature controlled by means of a separate circuit containing diesel oil or thermal oil as media.

The system maintains a nozzle surface temperature low enough to prevent formation of carbon trumpets on the nozzle tips during high load operation and high enough to avoid cold corrosion during idling or low-load operation.

Waste Oil System

Waste and leak oil from the compartments and fuel valves is led to one common fuel leakage alarm unit.

The alarm unit consists of a box with a float switch for level monitoring. In case of a leakage larger than normal, the float switch will initiate alarm. The fuel oil outlet from the engine is lead through the unit in order to keep it heated up, thereby ensuring free drainage passage even for high-viscous waste/leak oil.

Data

For pump capacities, see D 10 05 0 "List of Capa-cities".

Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".

Internal fuel oil system

Figure 1: Diagram for fuel oil system

Pipe description

A1 Fuel oil inlet DN25

A2 Fuel oil outlet DN25

A3A Clean leak oil to service tank DN15

A3B Waste oil outlet to sludge tank DN15

Table 1: Flange connections are as standard according to DIN2501

General

The internal built-on fuel oil system as shown in fig 1consists of the following parts:

▪ the running-in filter

▪ the high-pressure injection equipment

▪ an internal nozzle cooling system

▪ a waste oil system

Fuel oil system

The fuel oil is delivered to the injection pumps bymeans of an external feed pump through an exter-nal safety filter.

The safety filter is a duplex filter of the split type witha filter fineness of 25 microns (sphere passingmesh). The filter is equipped with a common three-way cock for manual change of both the inlet andoutlet side.

Running-in filter

The running-in filter has a fineness of 50 microns(sphere passing mesh) and is placed in the fuel inletpipe. Its function is to remove impurities in the fuelpipe between safety filter and the engine in the run-ning-in period.

Note: The filter must be removed before ship deliv-ery or before handling over to the customer.

It is adviced to install the filter every time the externfuel pipe system has been dismantled, but it isimportant to remove the filter again when the externfuel oil system is considered to be clean for anyimpurities.

MAN Diesel & Turbo

3700265-3.0Page 1 (2) Internal fuel oil system B 11 00 0

V28/32S

2012.12.04

Fuel injection equipment

Each cylinder unit has its own set of injection equip-ment comprising injection pump unit, high-pressurepipe and injection valve.

The injection equipment and the distribution supplypipes are housed in a fully enclosed compartmentthus minimizing heat losses from the preheated fuel.This arrangement reduces external surface temper-atures and the risk of fire caused by fuel leakage.

The injection pump units are with integrated rollerguide directly above the camshaft.

The fuel quantity injected into each cylinder unit isadjusted by means of the governor, which main-tains the engine speed at the preset value by a con-tinuous positioning of the fuel pump racks, via acommon regulating shaft and spring-loaded link-ages for each pump.

The injection valve is for "deep" building-in to thecentre of the cylinder head.

The injection oil is supplied from the injection pumpto the injection valve via a double-walled pressurepipe installed in a bore in the cylinder head.

This bore has an external connection to lead theleak oil from the injection valve and high-pressurepipe to the waste oil system, through the doublewalled pressure pipe.

A bore in the cylinder head vents the space belowthe bottom rubber sealing ring on the injectionvalve, thus preventing any pressure build-up due togas leakage, but also unveiling any malfunction ofthe bottom rubber sealing ring due to leak oil.

Internal nozzle cooling system

The nozzles of the injection valves on HFO-enginesare temperature controlled by means of a circuitfrom the engines lubricating oil system.

The system maintains a nozzle surface temperaturelow enough to prevent formation of carbon trum-pets on the nozzle tips during high load operationand high enough to avoid cold corrosion duringidling or low-load operation.

Waste oil system

Clean leak oil from the fuel injection valves, fuelinjection pumps and high-pressure pipes, is led tothe fuel leakage alarm unit, from which it is drainedinto the clean leak fuel oil tank.

The leakage alarm unit consists of a box, with afloat switch for level monitoring. In case of a leak-age, larger than normal, the float switch will initiatean alarm. The supply fuel oil to the engine is ledthrough the leakage alarm unit in order to keep thisheated up, thereby ensuring free drainage passageeven for high-viscous waste/leak oil.

Waste and leak oil from the hot box is drained intothe sludge tank.

Clean leak fuel tank

Clean leak fuel is drained by gravity from the engine.The fuel should be collected in a separate cleanleak fuel tank, from where it can be pumped to theservice tank and reused without separation. Thepipes from the engine to the clean leak fuel tankshould be arranged continuously sloping. The tankand the pipes must be heated and insulated, unlessthe installation is designed for operation exclusivelyon MDO/MGO.

The leak fuel piping should be fully closed to pre-vent dirt from entering the system.

Sludge tank

In normal operation no fuel should leak out from thecomponents of the fuel system. In connection withmaintenance, or due to unforeseen leaks, fuel orwater may spill in the hot box of the engine. Thespilled liquids are collected and drained by gravityfrom the engine through the dirty fuel connection.

Waste and leak oil from the hot box is drained intothe sludge tank.

The tank and the pipes must be heated and insula-ted, unless the installation is designed for operationexclusively on MDO/MGO.

Data

For pump capacities, see "D 10 05 0 List of capaci-ties"

Fuel oil consumption for emissions standard is sta-ted in "B 11 01 0 Fuel oil consumption for emis-sions standard"

Set points and operating levels for temperature andpressure are stated in "B 19 00 0 operation data &set points"

MAN Diesel & Turbo

B 11 00 0 Internal fuel oil system 3700265-3.0Page 2 (2)

V28/32S

2012.12.04

Specification for heavy fuel oil (HFO)

PrerequisitesMAN four-stroke diesel engines can be operated with any heavy fuel oilobtained from crude oil that also satisfies the requirements in Table "The fuelspecification and corresponding characteristics for heavy fuel oil", providingthe engine and fuel processing system have been designed accordingly. Toensure that the relationship between the fuel, spare parts and repair / main-tenance costs remains favorable at all times, the following points should beobserved.

Heavy fuel oil (HFO)The quality of the heavy fuel oil largely depends on the quality of crude oiland on the refining process used. This is why the properties of heavy fuel oilswith the same viscosity may vary considerably depending on the bunkerpositions. Heavy fuel oil is normally a mixture of residual oil and distillates.The components of the mixture are normally obtained from modern refineryprocesses, such as Catcracker or Visbreaker. These processes canadversely affect the stability of the fuel as well as its ignition and combustionproperties. The processing of the heavy fuel oil and the operating result ofthe engine also depend heavily on these factors.

Bunker positions with standardised heavy fuel oil qualities should preferablybe used. If oils need to be purchased from independent dealers, also ensurethat these also comply with the international specifications. The engine oper-ator is responsible for ensuring that suitable heavy fuel oils are chosen.

Fuels intended for use in an engine must satisfy the specifications to ensuresufficient quality. The limit values for heavy fuel oils are specified in Table„The fuel specification and corresponding characteristics for heavy fuel oil“.The entries in the last column of this table provide important backgroundinformation and must therefore be observed.

Different international specifications exist for heavy fuel oils. The most impor-tant specifications are ISO 8217-2010 and CIMAC-2003, which are more orless identical. The ISO 8217 specification is shown in Figure „ISO 8217-2010specification for heavy fuel oil“. All qualities in these specifications up to K700can be used, providing the fuel preparation system has been designedaccordingly. To use any fuels, which do not comply with these specifications(e.g. crude oil), consultation with Technical Service of MAN Diesel & Turbo inAugsburg is required. Heavy fuel oils with a maximum density of 1,010 kg/m3

may only be used if up-to-date separators are installed.

Even though the fuel properties specified in the table entitled "The fuel speci-fication and corresponding properties for heavy fuel oil" satisfy the aboverequirements, they probably do not adequately define the ignition and com-bustion properties and the stability of the fuel. This means that the operatingbehaviour of the engine can depend on properties that are not defined in thespecification. This particularly applies to the oil property that causes forma-tion of deposits in the combustion chamber, injection system, gas ducts andexhaust gas system. A number of fuels have a tendency towards incompati-bility with lubricating oil which leads to deposits being formed in the fueldelivery pump that can block the pumps. It may therefore be necessary toexclude specific fuels that could cause problems.

Origin/Refinery process

Specifications

Important

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6680 3.3.3-01 EN 1 (12)

The addition of engine oils (old lubricating oil, ULO –used lubricating oil) andadditives that are not manufactured from mineral oils, (coal-tar oil, for exam-ple), and residual products of chemical or other processes such as solvents(polymers or chemical waste) is not permitted. Some of the reasons for thisare as follows: abrasive and corrosive effects, unfavourable combustioncharacteristics, poor compatibility with mineral oils and, last but not least,adverse effects on the environment. The order for the fuel must expresslystate what is not permitted as the fuel specifications that generally apply donot include this limitation.

If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,this poses a particular danger as the additives in the lubricating oil act asemulsifiers that cause dirt, water and catfines to be transported as fine sus-pension. They therefore prevent the necessary cleaning of the fuel. In ourexperience (and this has also been the experience of other manufacturers),this can severely damage the engine and turbocharger components.

The addition of chemical waste products (solvents, for example) to the fuel isprohibited for environmental protection reasons according to the resolutionof the IMO Marine Environment Protection Committee passed on 1st January1992.

Leak oil collectors that act as receptacles for leak oil, and also return andoverflow pipes in the lube oil system, must not be connected to the fuel tank.Leak oil lines should be emptied into sludge tanks.

Viscosity (at 50 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity

Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity

Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing

Flash point °C min. 60 Flash point(ASTM D 93)

Pour point (summer) max. 30 Low-temperature behaviour (ASTM D 97)

Pour point (winter) max. 30 Low-temperature behaviour (ASTM D 97)

Coke residue (Conrad-son)

Weight % max. 20 Combustion properties

Sulphur content 5 orlegal requirements

Sulphuric acid corrosion

Ash content 0.15 Heavy fuel oil processing

Vanadium content mg/kg 450 Heavy fuel oil processing

Water content Vol. % 0.5 Heavy fuel oil processing

Sediment (potential) Weight % 0.1

Aluminium and siliciumcontent (total)

mg/kg max. 60 Heavy fuel oil processing

Acid number mg KOH/g 2.5

Hydrogen sulphide mg/kg 2

Blends

Leak oil collector

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Used lubricating oil(ULO)

mg/kg The fuel must be free of lubri-cating oil (ULO = used lubricat-ing oil, old oil). Fuel is consid-ered as contaminated withlubricating oil when the follow-ing concentrations occur:

Ca > 30 ppm and Zn > 15ppm or Ca > 30 ppm and P >15 ppm.

Asphaltene content Weight % 2/3 of coke residue(according to Conradson)

Combustion properties

Sodium content mg/kg Sodium < 1/3 Vanadium,Sodium < 100

Heavy fuel oil processing

The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. Itmust also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.

Table 1: The fuel specification and corresponding characteristics for heavy fuel oil

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6680 3.3.3-01 EN 3 (12)

Figure 1: ISO 8217-2010 specification for heavy fuel oil

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Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)

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6680 3.3.3-01 EN 5 (12)

Additional informationThe purpose of the following information is to show the relationship betweenthe quality of heavy fuel oil, heavy fuel oil processing, the engine operationand operating results more clearly.

Economic operation with heavy fuel oil within the limit values specified in thetable entitled "The fuel specification and corresponding properties for heavyfuel oil" is possible under normal operating conditions, provided the system isworking properly and regular maintenance is carried out. If these require-ments are not satisfied, shorter maintenance intervals, higher wear and agreater need for spare parts is to be expected. The required maintenanceintervals and operating results determine, which quality of heavy fuel oilshould be used.

It is an established fact that the price advantage decreases as viscosityincreases. It is therefore not always economical to use the fuel with the high-est viscosity as in many cases the quality of this fuel will not be the best.

Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-mum permissible viscosity depends on the preheating system installed andthe capacity (flow rate) of the separator.

The prescribed injection viscosity of 12 – 14 mm2/s (for GenSets, 23/30Hand 28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream ofthe engine must be observed. This is the only way to ensure efficient atomi-sation and mixture formation and therefore low-residue combustion. Thisalso prevents mechanical overloading of the injection system. For the prescri-bed injection viscosity and/or the required fuel oil temperature upstream ofthe engine, refer to the viscosity temperature diagram.

Whether or not problems occur with the engine in operation depends on howcarefully the heavy fuel oil has been processed. Particular care should betaken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-cles, rust, sand) are effectively removed. It has been shown in practice thatwear as a result of abrasion in the engine increases considerably if the alumi-num and silicium content is higher than 15 mg/kg.

Viscosity and density influence the cleaning effect. This must be taken intoaccount when designing and making adjustments to the cleaning system.

Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains inthe tank and the lower the viscosity of heavy fuel oil is, the more effective theprecleaning process will be (maximum preheating temperature of 75 °C toprevent the formation of asphalt in heavy fuel oil). A settling tank is sufficientfor heavy fuel oils with a viscosity of less than 380 mm2/s at 50 °C. If theheavy fuel oil has a high concentration of foreign matter, or if fuels in accord-ance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tankswill be required one of which must be sized for 24-hour operation. Before thecontent is moved to the service tank, water and sludge must be drained fromthe settling tank.

A separator is particularly suitable for separating material with a higher spe-cific density – water, foreign matter and sludge, for example. The separatorsmust be self-cleaning (i.e. the cleaning intervals must be triggered automati-cally).

Only new generation separators should be used. They are extremely effectivethroughout a wide density range with no changeover required, and can sep-arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.

Selection of heavy fuel oil

Viscosity/injection viscosity

Heavy fuel oil processing

Settling tank

Separators

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Table "Achievable proportion of foreign matter and water (following separa-tion)" shows the prerequisites that must be met by the separator. These limitvalues are used by manufacturers as the basis for dimensioning the separa-tor and ensure compliance.

The manufacturer's specifications must be complied with to maximize thecleaning effect.

Application in ships and stationary use: parallel installation1 Separator for 100 % flow rate 1 Separator (reserve) for 100 % flow

rate

Figure 3: Location of heavy fuel oil cleaning equipment and/or separator

The separators must be arranged according to the manufacturers' currentrecommendations (Alpha Laval and Westfalia). The density and viscosity ofthe heavy fuel oil in particular must be taken into account. If separators byother manufacturers are used, MAN Diesel & Turbo should be consulted.

If processing is carried out in accordance with the MAN Diesel & Turbo spec-ifications and the correct separators are chosen, it may be assumed that theresults stated in the table entitled "Achievable proportion of foreign matterand water" for inorganic foreign matter and water in the heavy fuel oil will beachieved at the engine inlet.

Results obtained during operation in practiсe show that the wear occurs as aresult of abrasion in the injection system and the engine will remain withinacceptable limits if these values are complied with. In addition, an optimumlubricating oil treatment process must be ensured.

Definition Particle size Quantity

Inorganic foreign matterincluding catalyst particles

< 5 µm < 20 mg/kg

Al+Si content -- < 15 mg/kg

Water content -- < 0.2 % by vol. %

Table 2: Achievable proportion of foreign matter and water (after separation)

It is particularly important to ensure that the water separation process is asthorough as possible as the water takes the form of large droplets, and not afinely distributed emulsion. In this form, water also promotes corrosion andsludge formation in the fuel system and therefore impairs the supply, atomi-sation and combustion of the heavy fuel oil. If the water absorbed in the fuelis seawater, harmful sodium chloride and other salts dissolved in this waterwill enter the engine.

Water

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Water-containing sludge must be removed from the settling tank before theseparation process starts, and must also be removed from the service tankat regular intervals. The tank's ventilation system must be designed in such away that condensate cannot flow back into the tank.

If the vanadium/sodium ratio is unfavorable, the melting point of the heavyfuel oil ash may fall in the operating area of the exhaust-gas valve which canlead to high-temperature corrosion. Most of the water and water-solublesodium compounds it contains can be removed by pretreating the heavy fueloil in the settling tank and in the separators.

The risk of high-temperature corrosion is low if the sodium content is onethird of the vanadium content or less. It must also be ensured that sodiumdoes not enter the engine in the form of seawater in the intake air.

If the sodium content is higher than 100 mg/kg, this is likely to result in ahigher quantity of salt deposits in the combustion chamber and exhaust-gassystem. This will impair the function of the engine (including the suction func-tion of the turbocharger).

Under certain conditions, high-temperature corrosion can be prevented byusing a fuel additive that increases the melting point of the heavy fuel oil ash(also see "Additives for heavy fuel oils").

Fuel ash consists for the greater part of vanadium oxide and nickel sulphate(see above chapter for more information). Heavy fuel oils containing a highproportion of ash in the form of foreign matter, e.g. sand, corrosion com-pounds and catalyst particles, accelerate the mechanical wear in the engine.Catalyst particles produced as a result of the catalytic cracking process maybe present in the heavy fuel oils. In most cases, these are aluminium silicateparticles that cause a high degree of wear in the injection system and theengine. The aluminium content determined, multiplied by a factor of between5 and 8 (depending on the catalytic bond), is roughly the same as the pro-portion of catalyst remnants in the heavy fuel oil.

If a homogeniser is used, it must never be installed between the settling tankand separator as otherwise it will not be possible to ensure satisfactory sepa-ration of harmful contaminants, particularly seawater.

National and international transportation and storage regulations governingthe use of fuels must be complied with in relation to the flash point. In gen-eral, a flash point of above 60 °C is prescribed for diesel engine fuels.

The pour point is the temperature at which the fuel is no longer flowable(pumpable). As the pour point of many low-viscosity heavy fuel oils is higherthan 0 °C, the bunker facility must be preheated, unless fuel in accordancewith RMA or RMB is used. The entire bunker facility must be designed insuch a way that the heavy fuel oil can be preheated to around 10 °C abovethe pour point.

If the viscosity of the fuel is higher than 1,000 mm2/s (cST), or the tempera-ture is not at least 10 °C above the pour point, pump problems will occur.For more information, also refer to "Low-temperature behaviour (ASTM D97)".

If the proportion of asphalt is more than two thirds of the coke residue (Con-radson), combustion may be delayed which in turn may increase the forma-tion of combustion residues, leading to such as deposits on and in the injec-tion nozzles, large amounts of smoke, low output, increased fuel consump-tion and a rapid rise in ignition pressure as well as combustion close to thecylinder wall (thermal overloading of lubricating oil film). If the ratio of asphaltto coke residues reaches the limit 0.66, and if the asphalt content exceeds8%, the risk of deposits forming in the combustion chamber and injection

Vanadium/Sodium

Ash

Homogeniser

Flash point (ASTM D 93)

Low-temperature behaviour(ASTM D 97)

Pump characteristics

Combustion properties

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system is higher. These problems can also occur when using unstable heavyfuel oils, or if incompatible heavy fuel oils are mixed. This would lead to anincreased deposition of asphalt (see "Compatibility").

Nowadays, to achieve the prescribed reference viscosity, cracking-processproducts are used as the low viscosity ingredients of heavy fuel oils althoughthe ignition characteristics of these oils may also be poor. The cetane num-ber of these compounds should be > 35. If the proportion of aromatic hydro-carbons is high (more than 35 %), this also adversely affects the ignitionquality.

The ignition delay in heavy fuel oils with poor ignition characteristics is longer;the combustion is also delayed which can lead to thermal overloading of theoil film at the cylinder liner and also high cylinder pressures. The ignition delayand accompanying increase in pressure in the cylinder are also influenced bythe end temperature and compression pressure, i.e. by the compressionratio, the charge-air pressure and charge-air temperature.

The disadvantages of using fuels with poor ignition characteristics can belimited by preheating the charge air in partial load operation and reducing theoutput for a limited period. However, a more effective solution is a high com-pression ratio and operational adjustment of the injection system to the igni-tion characteristics of the fuel used, as is the case with MAN Diesel & Turbopiston engines.

The ignition quality is one of the most important properties of the fuel. Thisvalue does not appear in the international specifications because a standar-dised testing method has only recently become available and not enoughexperience has been gathered at this point in order to determine limit values.The parameters, such as the calculated carbon aromaticity index (CCAI), aretherefore aids that are derived from quantifiable fuel properties. We haveestablished that this method is suitable for determining the approximate igni-tion quality of the heavy fuel oil used.

A testing instrument has been developed based on the constant volumecombustion method (fuel combustion analyser FCA) and is currently beingtested by a series of testing laboratories.The instrument measures the ignition delay to determine the ignition qualityof a fuel and this measurement is converted into a an instrument-specificcetane number (FIA-CN or EC). It has been established that in some cases,heavy fuel oils with a low FIA cetane number or ECN number can causeoperating problems.

As the liquid components of the heavy fuel oil decisively influence the ignitionquality, flow properties and combustion quality, the bunker operator isresponsible for ensuring that the quality of heavy fuel oil delivered is suitablefor the diesel engine. (Also see illustration entitled "Nomogram for determin-ing the CCAI – assigning the CCAI ranges to engine types").

Ignition quality

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V Viscosity in mm2/s (cSt) at 50° C A Normal operating conditionsD Density [in kg/m3] at 15° C B The ignition characteristics can

be poor and require adapting theengine or the operating condi-tions.

CCAI Calculated Carbon AromaticityIndex

C Problems identified may lead toengine damage, even after ashort period of operation.

1 Engine type 2 The CCAI is obtained from thestraight line through the densityand viscosity of the heavy fueloils.

Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges to enginetypes

The CCAI can be calculated using the following formula:

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

The engine should be operated at the cooling water temperatures prescribedin the operating handbook for the relevant load. If the temperature of thecomponents that are exposed to acidic combustion products is below theacid dew point, acid corrosion can no longer be effectively prevented, even ifalkaline lubricating oil is used.

The BN values specified in Section 3.3.6 are sufficient, providing the qualityof lubricating oil and the engine's cooling system satisfy the requirements.

Sulphuric acid corrosion

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The supplier must guarantee that the heavy fuel oil is homogeneous andremains stable, even after the standard storage period. If different bunker oilsare mixed, this can lead to separation and the associated sludge formation inthe fuel system during which large quantities of sludge accumulate in theseparator that block filters, prevent atomisation and a large amount of resi-due as a result of combustion.

This is due to incompatibility or instability of the oils. Therefore heavy fuel oilas much as possible should be removed in the storage tank before bunker-ing again to prevent incompatibility.

If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtainthe required quality or viscosity of heavy fuel oil, it is extremely important thatthe components are compatible (see "Compatibility").

MAN Diesel & Turbo engines can be operated economically without addi-tives. It is up to the customer to decide whether or not the use of additives isbeneficial. The supplier of the additive must guarantee that the engine opera-tion will not be impaired by using the product.

The use of heavy fuel oil additives during the warranty period must be avoi-ded as a basic principle.

Additives that are currently used for diesel engines, as well as their probableeffects on the engine's operation, are summarised in the table below „Addi-tives for heavy fuel oils – classification/effects“.

Precombustion additives ▪ Dispersing agents/stabil-isers

▪ Emulsion breakers

▪ Biocides

Combustion additives ▪ Combustion catalysts(fuel savings, emissions)

Post-combustion additives ▪ Ash modifiers (hot corro-sion)

▪ Soot removers (exhaust-gas system)

Table 3: Additives for heavy fuel oils – Classification/effects

From the point of view of an engine manufacturer, a lower limit for the sul-phur content of heavy fuel oils does not exist. We have not identified anyproblems with the low-sulphur heavy fuel oils currently available on the mar-ket that can be traced back to their sulphur content. This situation maychange in future if new methods are used for the production of low-sulphurheavy fuel oil (desulphurisation, new blending components). MAN Diesel &Turbo will monitor developments and inform its customers if required.

If the engine is not always operated with low-sulphur heavy fuel oil, corre-sponding lubricating oil for the fuel with the highest sulphur content must beselected.

Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.

Compatibility

Blending the heavy fuel oil

Additives to heavy fuel oils

Heavy fuel oils with lowsulphur content

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6680 3.3.3-01 EN 11 (12)

TestsTo check whether the specification provided and/or the necessary deliveryconditions are complied with, we recommend you retain at least one sampleof every bunker oil (at least for the duration of the engine's warranty period).To ensure that the samples taken are representative of the bunker oil, a sam-ple should be taken from the transfer line when starting up, halfway throughthe operating period and at the end of the bunker period. "Sample Tec" byMar-Tec in Hamburg is a suitable testing instrument which can be used totake samples on a regular basis during bunkering.

To ensure sufficient cleaning of the fuel via the separator, perform regularfunctional check by sampling up- and downstream of the separator.

Analysis of HFO samples is very important for safe engine operation. We cananalyse fuel for customers at our laboratory (PrimeServLab).

Sampling

Analysis of samples

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Marine diesel oil (MDO) specification

Marine diesel oilMarine diesel oil, marine diesel fuel.

Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-DMB) exclusively for marine applications. MDO is manufactured from crudeoil and must be free of organic acids and non-mineral oil products.

SpecificationThe suitability of fuel depends on the design of the engine and the availablecleaning options, as well as compliance with the properties in the followingtable that refer to the as-delivered condition of the fuel.

The properties are essentially defined using the ISO 8217-2010 standard asthe basis. The properties have been specified using the stated test proce-dures.

Properties Unit Testing method Designation

ISO-F specification DMB

Density at 15 °C kg/m3 ISO 3675 < 900

Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104 > 2.0< 11 *

Pour point (winter quality) °C ISO 3016 < 0

Pour point (summer quality) °C < 6

Flash point (Pensky Martens) °C ISO 2719 > 60

Total sediment content weight % ISO CD 10307 0.10

Water content vol. % ISO 3733 < 0.3

Sulphur content weight % ISO 8754 < 2.0

Ash content weight % ISO 6245 < 0.01

Coke residue (MCR) weight % ISO CD 10370 < 0.30

Cetane index - ISO 4264 > 35

Hydrogen sulphide mg/kg IP 570 < 2

Acid number mg KOH/g ASTM D664 < 0.5

Oxidation resistance g/m3 ISO 12205 < 25

Lubricity(wear scar diameter)

μm ISO 12156-1 < 520

Other specifications:

British Standard BS MA 100-1987 Class M2

ASTM D 975 2D

ASTM D 396 No. 2

Table 1: Marine diesel oil (MDO) – characteristic values to be adhered to

* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.

Other designations

Origin

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D010.000.023-04-0001 EN 1 (2)

Additional informationDuring transshipment and transfer, MDO is handled in the same manner asresidual oil. This means that it is possible for the oil to be mixed with high-viscosity fuel or heavy fuel oil – with the remnants of these types of fuels inthe bunker ship, for example – that could significantly impair the properties ofthe oil.

Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 μm.

You can ensure that these conditions will be met by using motor vehicle die-sel fuel in accordance with EN 590 as this characteristic value is an integralpart of the specification.

The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).Fuel is considered as contaminated with lubricating oil when the followingconcentrations occur:

Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.

The pour point specifies the temperature at which the oil no longer flows. Thelowest temperature of the fuel in the system should be roughly 10 °C abovethe pour point to ensure that the required pumping characteristics are main-tained.

A minimum viscosity must be observed to ensure sufficient lubrication in thefuel injection pumps. The temperature of the fuel must therefore not exceed45 °C.

Seawater causes the fuel system to corrode and also leads to hot corrosionof the exhaust valves and turbocharger. Seawater also causes insufficientatomisation and therefore poor mixture formation accompanied by a highproportion of combustion residues.

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

We recommend the installation of a separator upstream of the fuel filter. Sep-aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalystparticles) and water can be removed, and the cleaning intervals of the filterelements can be extended considerably.


AnalysesAnalysis of fuel samples is very important for safe engine operation. We cananalyse fuel for customers at our laboratory (PrimeServLab).

Lubricity

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010.000.023-04 MAN Diesel & Turbo

2 (2) D010.000.023-04-0001 EN

Gas oil / diesel oil (MGO) specification

Diesel oilGas oil, marine gas oil (MGO), diesel oil

Gas oil is a crude oil medium distillate and therefore must not contain anyresidual materials.

SpecificationThe suitability of fuel depends on whether it has the properties defined in thisspecification (based on its composition in the as-delivered state).

The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standardshave been extensively used as the basis when defining these properties. Theproperties correspond to the test procedures stated.

Properties Unit Test procedure Typical value

Density at 15 °Ckg/m3 ISO 3675

≥ 820.0≤ 890.0

Kinematic viscosity 40 °Cmm2/s (cSt) ISO 3104

≥ 2≤ 6.0

Filterability*

in summer and in winter

°C°C

DIN EN 116DIN EN 116

≤ 0≤ -12

Flash point in closed cup °C ISO 2719 ≥ 60

Sediment content (extraction method) weight % ISO 3735 ≤ 0.01

Water content Vol. % ISO 3733 ≤ 0.05

Sulphur content

weight %

ISO 8754 ≤ 1.5

Ash ISO 6245 ≤ 0.01

Coke residue (MCR) ISO CD 10370 ≤ 0.10

Hydrogen sulphide mg/kg IP 570 < 2

Acid number mg KOH/g ASTM D664 < 0.5

Oxidation stability g/m3 ISO 12205 < 25

Lubricity(wear scar diameter)

μm ISO 12156-1 < 520

Cetane index - ISO 4264 ≥ 40

Other specifications:

British Standard BS MA 100-1987 M1

ASTM D 975 1D/2D

Table 1: Diesel fuel (MGO) – properties that must be complied with.

* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determiningthe cloud point in accordance with ISO 3015

Other designations

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D010.000.023-01-0001 EN 1 (2)

Additional informationIf distillate intended for use as heating oil is used with stationary enginesinstead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 orno. 2 according to ASTM D 396), the ignition behaviour, stability and behav-iour at low temperatures must be ensured; in other words the requirementsfor the filterability and cetane number must be satisfied.

To ensure sufficient lubrication, a minimum viscosity must be ensured at thefuel pump. The maximum temperature required to ensure that a viscosity ofmore than 1.9 mm2/s is maintained upstream of the fuel pump, depends onthe fuel viscosity. In any case, the fuel temperature upstream of the injectionpump must not exceed 45 °C.

Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 μm.

You can ensure that these conditions will be met by using motor vehicle die-sel fuel in accordance with EN 590 as this characteristic value is an integralpart of the specification.



Use of diesel oil

Viscosity

Lubricity

Gas

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2 (2) D010.000.023-01-0001 EN

Bio fuel specification

BiofuelBiodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat

Biofuel is derived from oil plants or old cooking oil.

ProvisionTransesterified and non-transesterified vegetable oils can be used.

Transesterified biofuels (biodiesel, FAME) must comply with the standard EN14214.

Non-transesterified biofuels must comply with the specifications listed inTable "Non-transesterified bio-fuel - Specifications".

These specifications are based on experience to date. As this experience islimited, these must be regarded as recommended specifications that can beadapted if necessary. If future experience shows that these specifications aretoo strict, or not strict enough, they can be modified accordingly to ensuresafe and reliable operation.

When operating with bio-fuels, lubricating oil that would also be suitable foroperation with diesel oil (see "Specification of lubricating oil (SAE 40) foroperation with gas oil, diesel oil (MGO/MDO) and biofuels") must be used.

Properties/Characteristics Unit Test method

Density at 15 °C 900 - 930 kg/m3 DIN EN ISO 3675,EN ISO 12185

Flash point > 60 °C DIN EN 22719

lower calorific value > 35 MJ/kg(typical: 37 MJ/kg)

DIN 51900-3

Viscosity/50 °C < 40 cSt (corresponds to a viscos-ity/40 °C of < 60 cSt)

DIN EN ISO 3104

Cetane number > 40 FIA

Coke residue < 0.4% DIN EN ISO 10370

Sediment content < 200 ppm DIN EN 12662

Oxidation stability (110 °C) > 5 h ISO 6886

Phosphorous content < 15 ppm ASTM D3231

Na and K content < 15 ppm DIN 51797-3

Ash content < 0.01% DIN EN ISO 6245

Water content < 0.5% EN ISO 12537

Iodine number < 125g/100g DIN EN 14111

TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660

Filterability < 10 °C below the lowest temper-ature in the fuel system

EN 116

Table 1: Non-transesterified bio-fuel - Specifications

Other designations

Origin

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6680 3.3.1-02 EN 1 (2)



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2 (2) 6680 3.3.1-02 EN

Operation with biofuel

Please contact MAN Diesel & Turbo at an earlystage of project.

Requirements on plant side

Biofuel has to be divided into 3 categories.

Category 1 – transesterified biofuel

For example:

▪ Biodiesel (FAME)

Esterified biofuel is comparable to MDO (ISO-F-DMB/ ISO-F-DMC), therefore standard layout of fueloil system for MDO-operation to be used.

Category 2 – not transesterified biofuel and pourpoint below 20°C

For example:

▪ Vegetable oil

▪ Rape-seed oil

Not transesterified biofuel with pour point below20°C is comparable to HFO (ISO-F-RM), thereforestandard layout of fuel oil system for HFO-operationto be used.

Category 3 – not transesterified biofuel and pourpoint above 20° C

For example:

▪ Palm oil

▪ Stearin

▪ Animal fat

▪ Frying fat

Caution:

Not transesterified biofuel with a pour point above20° C carries a risk of flocculation and may clog uppipes and filters unless special precautions aretaken.

Therefore the standard layout of fuel oil system forHFO-operation has to be modified concerning fol-lowing aspects:

▪ In general no part of the fuel oil system must becooled down below pour point of the used bio-fuel.

▪ Fuel cooler for circulation fuel oil feeding part =>to be modified. In this circuit a temperature above pour point ofthe biofuel is needed without overheating of thesupply pumps.

▪ Sensor pipes to be isolated or heated and loca-ted near to main pipes.

▪ To prevent injection nozzles from clogging indi-cator filter size 0.010 mm has to be usedinstead of 0.034 mm.

Additionally:

▪ Fuel oil module to be located inside plant (to beprotected against rain and cold wind).

▪ A second fuel type has to be provided of cate-gory 1 or 2. Due to the risk of clogging it is needed beforeeach stop of the engine, to change over to asecond fuel type of category 1 or 2 and to oper-ate the engine until the danger of clogging ofthe fuel oil system no longer exists.

MAN Diesel & Turbo

3700063-9.0Page 1 (2) Explanatory notes for biofuel B 11 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2011.01.03

Requirements on engine

▪ Injection pumps with special coating and withsealing oil system.

▪ Fuel pipes and leak fuel pipes must be equip-ped with heattracing (not to be applied for bio-fuel category 1). Heattracing to be applied forbiofuel category 2 outside covers of injectionpump area and for biofuel category 3 alsoinside injection pump area.

▪ Inlet valve lubrication (L32/40)

▪ Nozzle cooling to be applied for biofuel category2 and 3. (L32/40)

▪ Charge air temperature before cylinder 55° C tominimize ignition delay.

Please be aware

▪ Depending on the quality of the biofuel, it maybe necessary to carry out one oil change peryear (this is not taken into account in the detailsconcerning lubricating oil consumption).

▪ An addition to the fuel oil consumption is neces-sary:2 g/kWh addition to fuel oil consumption (seechapter fuel oil consumption)

▪ Engine operation with fuels of low calorific valuelike biofuel, requires an output reduction:

– LCV ≥ 38 MJ/kg Power reduction 0%



MAN Diesel & Turbo

B 11 00 0 Explanatory notes for biofuel 3700063-9.0Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2011.01.03

Crude oilCrude oil is a naturally occurring flammable liquid consisting of a complex mixture of hydrocarbons of variousmolecular weights and other liquid organic compounds, that are found in geologic formations beneath theEarth's surface.

The flash point of crude oil is low, typically below ambient temperature.

Our four-stroke medium-speed engines are well proven in operation on crude oil taken directly from oil wellsand conditioned on site.

Exploiting crude oil to feed the large consumers involved in oil and gas exploration and production is both aneconomical solution and saves the considerable CO2 emissions involved in the refining of distillate fuels andtheir transport via pumping stations from and to the oil field.

Properties/Characteristics Unit Limit Test method

Viscosity, before injection pumps, min. cSt 3

Viscosity, before injection pumps, max. cSt 14 1)

Viscosity @ 50°C, max. cSt 700 ISO 3104

Density @ 15°C, max. kg/m3 1010.0 ISO 3675 or ISO 12185

CCAI, max. – 870 ISO 8217

Water before engine, max. % volume 0.2 ISO 3733

Sulphur, max. % mass 4.5 ISO 8754 or ISO 14596

Ash, max. % mass 0.15 ISO 6245

Vanadium, max. mg/kg 600 ISO 14597 or IP 501 or IP 470

Sodium + Potassium before engine,max.

mg/kg 1/3 Vanadium content ISO 10478

Aluminium + Silicon before engine, max. mg/kg 15 ISO 10478 or IP 501 or IP 470

Carbon residue, max. % mass 20 ISO 10370

Asphaltenes, max. % mass 2/3 of carbon residue(according to Conradson)

ASTM D3279

Reid vapour pressure (RVP), max. kPa @ 37.8°C 65 ASTM D323

Lubricity (wear scar diameter) μm < 520 ISO 12156-1

Pour point, max. °C 30 ISO 3016

Cold filter plugging point °C 2) IP 309

Total sediment potential, max. % mass 0.10 ISO 10307-2

Hydrogen sulphide, max. mg/kg 2 IP 570

AN (acid number), max. mg KOH/g 2.5 ASTM D664

Table 1: Crude oil - specifications.1) Viscosity, before injection pumps, max. 18 cSt for GenSets L23/30H, L28/32H and V28/32S2) Minimum 10°C below the lowest temperature in the entire fuel system

MAN Diesel & Turbo

3700246-2.0Page 1 (1) Crude oil specification B 11 00 0

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2012.09.03

Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram

Figure 1: Viscosity-temperature diagram (VT diagram)

In the diagram, the fuel temperatures are shown on the horizontal axis andthe viscosity is shown on the vertical axis.

The diagonal lines correspond to viscosity-temperature curves of fuels withdifferent reference viscosities. The vertical viscosity axis in mm2/s (cSt)applies for 40, 50 or 100 °C.

Determining the viscosity-temperature curve and the required preheating temperaturePrescribed injection viscosityin mm²/s

Required temperature of heavy fuel oilat engine inlet* in °C

≥ 12 126 (line c)

≤ 14 119 (line d)

Table 1: Determining the viscosity-temperature curve and the required preheatingtemperature

* With these figures, the temperature drop between the last preheatingdevice and the fuel injection pump is not taken into account.

Example: Heavy fuel oil with180 mm²/s at 50 °C

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D010.000.023-06-0001 EN 1 (2)

A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosityof 1,000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosityof fuel that the pump can deliver.

A heavy fuel oil discharge temperature of 152 °C is reached when using arecent state-of-the-art preheating device with 8 bar saturated steam. Athigher temperatures there is a risk of residues forming in the preheating sys-tem – this leads to a reduction in heating output and thermal overloading ofthe heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.

The heavy fuel oil lines between the outlet of the last preheating system andthe injection valve must be suitably insulated to limit the maximum drop intemperature to 4 °C. This is the only way to achieve the necessary injectionviscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-cations such as ISO CIMAC or British Standard). If heavy fuel oil with a lowreference viscosity is used, the injection viscosity should ideally be 12 mm2/sin order to achieve more effective atomisation to reduce the combustion resi-due.

The delivery pump must be designed for heavy fuel oil with a viscosity of upto 1,000 mm2/s. The pour point also determines whether the pump is capa-ble of transporting the heavy fuel oil. The bunker facility must be designed soas to allow the heavy fuel oil to be heated to roughly 10 °C above the pourpoint.

ViscosityThe viscosity of gas oil or diesel oil (marine diesel oil) upstream of theengine must be at least 1.9 mm2/s. If the viscosity is too low, this maycause seizing of the pump plunger or nozzle needle valves as a resultof insufficient lubrication.

This can be avoided by monitoring the temperature of the fuel. Although themaximum permissible temperature depends on the viscosity of the fuel, itmust never exceed the following values:

▪ 45 °C at the most with MGO (DMA) and MDO (DMB) and

▪ 60 °C at the most with MDO (DMC).

A fuel cooler must therefore be installed.

If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service ofMAN Diesel & Turbo SE in Augsburg.

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2 (2) D010.000.023-06-0001 EN

General

Exhaust emissions from marine diesel engines havebeen the focus of recent legislation. Apart fromnitrous oxides (NOx), sulphur oxides (SOx) are con-sidered to be the most important pollution factor. Arange of new regulations have been implementedand others will follow (IMO, EU Directive, andCARB). These regulations demand reduction ofSOx emissions by restricting the sulphur content ofthe fuel. That is to say sulphur limits for HFO as wellas mandatory use of low sulphur distillate fuels forparticular applications. This guideline covers theengine related aspects of the use of such fuels.

Low sulphur HFO

From an engine manufacturer’s point of view thereis no lower limit for the sulphur content of HFO. Wehave not experienced any trouble with the currentlyavailable low sulphur HFO, that are related to thesulphur content or specific to low sulphur HFO. Thismay change in the future if new methods areapplied for the production of low sulphur HFO(desulphurization, uncommon blending compo-nents). MAN Diesel & Turbo will monitor develop-ments and inform our customers if necessary.

If the engine is not operated permanently on lowsulphur HFO, then the lubricating oil should beselected according to the highest sulphur contentof the fuels in operation.

Low sulphur distillates

In general our GenSet is developed for continuousoperation on HFO as well as on MDO/MGO. Occa-sionally changes in operation mode between HFOand MDO/MGO are considered to be within normaloperation procedures for our engine types and dothus not require special precautions.

Running on low sulphur fuel (< 0.1% S) will notcause problems, but please notice the followingrestrictions:

In order to avoid seizure of the fuel oil injectionpump components the viscosity at engine fuel oilinlet must be > 2 cSt. In order achieve this it may benecessary to install a fuel oil cooler, when theengine is running on MGO. This is both to ensurecorrect viscosity and avoid heating up the servicetank, which is important as the fuel oil injectionpumps are cooled by the fuel.

When operating on MDO/MGO a larger leak oilamount from fuel oil injection pumps and fuel oilinjection valves can be expected compared to oper-ation on HFO.

In order to carry out a quick change between HFOand MDO/MGO the change over should be carriedout by means of the valve V1-V2 installed in front ofthe engine.

For the selection of the lubricating oil the sameapplies as for HFO. For temporary operation on dis-tillate fuels including low sulphur distillates nothinghas to be considered. A lubricating oil suitable foroperation on diesel fuel should only be selected if adistillate fuel is used continuously.

MAN Diesel & Turbo

1699177-5.1Page 1 (1)

Guidelines regarding MAN Diesel & Turbo GenSetsoperating on low sulphur fuel oil

B 11 00 0


V28/32DF

2010.04.19

GeneralIn accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal combustion engines – Performance,Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods – Additional require-ments for engines for general use” MAN Diesel & Turbo specifies the method for recalculation of fuel consump-tion dependent on ambient conditions for 1-stage turbocharged engines as follows:

The formula is valid within the following limits:

+ Ambient air temperature 5°C – 55°C

+ Charge air temperature before cylinder 25°C – 75°C

+ Ambient air pressure 0.885 bar – 1.030 bar

β Fuel consumption factor

tbar Engine type specific reference charge air temperature before cylinder, see »Reference conditions« in »Fuel oil consumption for emissions standard«.

Legend Reference At test run or at site

Specific fuel consumption [g/kWh] br bx

Ambient air temperature [°C] tr tx

Charge air temperature before cylinder [°C] tbar tbax

Ambient air pressure [bar] pr px

Example

Reference values:

br = 200 g/kWh, tr = 25°C, tbar = 40°C, pr = 1.0 bar

At site:

tx = 45°C, tbax = 50°C, px = 0.9 bar

ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023

bx = ß x br = 1.023 x 200 = 204.6 g/kWh

MAN Diesel & Turbo

1624473-6.2Page 1 (1)

Recalculation of fuel consumption dependent onambient conditions

B 11 01 0


V28/32DF

1012.03.19

V28/32S: 225 kW/cyl. at 720 rpm

% LoadFuel consumption (g/kWh) with HFO/MDO and without attached pumps 1)

100 852) 75 50 25

ISO reference conditions (see below) 189.1 189.12) 189.5 196.4 228.0

1) Tolerance +5% 2) Fuel consumption at 85% MCR

Table 1: Fuel consumption.

V28/32S: 235 kW/cyl. at 750 rpm

% LoadFuel consumption (g/kWh) with HFO/MDO and without attached pumps 1)

100 852) 75 50 25

ISO reference conditions (see below) 189.3 189.22) 189.8 196.1 227.4

1) Tolerance +5% 2) Fuel consumption at 85% MCR

Table 2: Fuel consumption.

All data provided in this document is non-binding and serves informational purposes only. Depending on thesubsequent specific individual projects, the relevant data may be subject to changes and will be assessed anddetermined individually for each project. This will depend on the particular characteristics of each individualproject, especially specific site and operational conditions.

MAN Diesel & Turbo

1687104-2.3Page 1 (2) Fuel oil consumption for emissions standard B 11 01 0

V28/32S

2014.06.06 - WB1

Reference conditionsISO reference conditions (according to ISO 3046-1: 2002; ISO 15550: 2002)

Intake air temperature Tr °C 25

Barometric pressure pr kPa 100

Relative humidity Φr % 30

Cooling water temp. bef. charge air cooler Tcr °C 25

Net calorific value LCV kJ/kg 42,700

Table 3: ISO reference conditions.

All data provided in this document is non-binding and serves informational purposes only. Depending on thesubsequent specific individual projects, the relevant data may be subject to changes and will be assessed anddetermined individually for each project. This will depend on the particular characteristics of each individualproject, especially specific site and operational conditions.

MAN Diesel & Turbo

B 11 01 0 Fuel oil consumption for emissions standard 1687104-2.3Page 2 (2)

V28/32S

2014.06.06 - WB1

Fuel oil filter duplex Fuel oil filter duplex - Star-pleated element

25 microns (400/40) (sphere passing mesh)

HFO 12-18 cSt

MDO 2.5-14 cSt

MGO 1.5-6 cSt

litres/h litres/h litres/h

DN25 1000 1000 1000

DN32 1500 1500 1500

DN40 2800 2800 2800

DN50 3500 3500 3500

DN65 5800 5800 5800

Filter area (cm2)

DN25 652 652 652

DN32 1000 1000 1000

DN40 1844 1844 1844

DN50 2337 2337 2337

DN65 3885 3885 3885

Pressure drop (bar)

DN25 0.018 0.016 0.013

DN32 0.016 0.015 0.012

DN40 0.019 0.018 0.015

DN50 0.016 0.014 0.012

DN65 0.015 0.013 0.011

Table 1: Fuel oil filter duplex

To safeguard the injection system components onthe GenSets, is it recommended to install a fuel oilfilter duplex, as close as possible to each GenSet.

The fuel oil filter duplex is with star-pleated filter ele-ments. The fuel oil filter duplex is supplied loose andit is recommended to install it, as close as possibleto each GenSet, in the external fuel oil supply line.

GenSets with conventional fuel injection system orcommon rail fuel system must have fuel oil filterduplex with a fineness of max. 25 microns (spherepassing mesh) installed as close as possible toeach GenSet.

The filter surface load of the 25 microns filters mustnot exceed 1.5 l/cm² per hour ! Figure 1: Fuel oil filter duplex.

MAN Diesel & Turbo

1679744-6.7Page 1 (1) Fuel oil filter duplex E 11 08 1

L16/24, V28/32S, L21/31, L27/38

2013.05.28 - ny

General

Figure 1: Fuel temperature versus viscosity.In order to ensure a satisfactory hydrodynamic oilfilm between fuel injection pump plunger/barrel,thereby avoiding fuel injection pump seizures/stick-ing, MAN Diesel & Turbo recommends to keep afuel oil viscosity at minimum 2.0 cSt measured atthe engine inlet. This limit has been used over theyears with good results and gives the requiredsafety margin against fuel injection pump seizures.

For some MGO´s viscosities below 2.0 cSt may bereached at temperatures above 35°C. As the fueltemperature increases during operation, it is impos-sible to maintain this low temperature at the engineinlet without a MDO/MGO cooler.

In the worst case, a temperature of 60-65°C at theengine inlet can be expected corresponding to aviscosity far below 2.0 cSt. The consequence maybe sticking fuel injection pumps or nozzle needles.

Also most pumps in the external system (supplypumps, circulating pumps, transfer pumps and feedpumps for the separator) already installed in existingvessels, need viscosities above 2.0 cSt to functionproperly.

We recommend that the actual pump maker is con-tacted for advice.

Installation of MDO/MGO Cooler or MDO/MGO Cooler & Chiller

To be able to maintain the required viscosity at theengine inlet, it is necessary to install a MDO/MGOcooler in the fuel system (MDO/MGO cooler instal-led just before the engine).

The advantage of installing the MDO/MGO coolerjust before the engine is that it is possible to opti-mise the viscosity regulation at the engine inlet.However, the viscosity may drop below 2.0 cSt atthe circulating and other pumps in the fuel system.

The MDO/MGO cooler can also be installed beforethe circulating pumps. The advantage in this case isthat the viscosity regulation may be optimised forboth the engine and the circulating pumps.

It is not advisable to install the MDO/MGO coolerjust after the engine or after the Diesel oil servicetank as this will complicate viscosity control at theengine inlet. In case the MDO/MGO cooler is instal-

MAN Diesel & Turbo

1689458-7.3Page 1 (3) MDO / MGO cooler E 11 06 1


2013.04.16

led after the service tank, the supply pumps willhave to handle the pressure drop across the MDO/MGO cooler which cannot be recommended.

The cooling medium used for the MDO/MGO cooleris preferably fresh water from the central coolingwater system.

Seawater can be used as an alternative to freshwater, but the possible risk of MDO/MGO leakinginto the sea water and the related pollution of theocean, must be supervised.

The horizontal axis shows the bunkered fuel viscos-ity in cSt at 40°C, which should be informed in thebunker analysis report.

If the temperature of the MGO is below the upperblue curve at engine inlet, the viscosity is above 2.0cSt. The black thick line shows the viscosity at ref-erence condition (40°C) according to ISO8217,marine distillates.

Example: MGO with viscosity of 4.0 cSt at 40°Cmust have a temperature below 55°C at engine inletto ensure a viscosity above 3.0 cSt.

Example: MGO with a viscosity of 5.0 cSt at 40°C isentering the engine at 50°C. The green curvesshow that the fuel enters the engine at approxi-mately 4.0 cSt.

Example: MGO with a viscosity of 2.0 cSt at 40°Cneeds cooling to 18°C to reach 3.0 cSt.

The following items should be considered beforespecifying the MDO/MGO cooler :

▪ The flow on the fuel oil side should be the sameas the capacity of the fuel oil circulating pump( see D 10 05 0, List of Capacities )

▪ The fuel temperature to the MDO/MGO coolerdepends on the temperature of the fuel in theservice tank and the temperature of return oilfrom the engine(s)

▪ The temperature of the cooling medium inlet tothe MDO/MGO cooler depends on the desiredfuel temperature to keep a minimum viscosity of2.0 cSt

▪ The flow of the cooling medium inlet to theMDO/MGO cooler depends on the flow on thefuel oil side and how much the fuel has to becooled

The frictional heat from the fuel injection pumps,which has to be removed, appears from the tablebelow.

Engine type kW/cyl.

L16/24 0.5

L21/31 1.0

L27/38 1.5

L32/40 2.0

L23/30H 0.75

L28/32H 1.0

L28/32DF 1.0

V28/32S 1.0

Based on the fuel oils available in the market as ofJune 2009, with a viscosity ≥ 2.0 cSt at 40°C, a fuelinlet temperature ≤ 40°C is expected to be sufficientto achieve 2.0 cSt at engine inlet (see fig 1).

In such case, the central cooling water / LT coolingwater (36°C) can be used as coolant.

For the lowest viscosity MGO´s and MDO´s, a watercooled MGO/MGO cooler may not be enough tosufficiently cool the fuel as the cooling water availa-ble onboard is typically LT cooling water (36°C).

In such cases, it is recommended to install a so-called “Chiller” that removes heat through vapour-compression or an absorption refrigeration cycle(see fig 2).

MAN Diesel & Turbo

E 11 06 1 MDO / MGO cooler 1689458-7.3Page 2 (3)


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Figure 2: Chiller.

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Description

Figure 1: Pneumatic diagram for 3-way changing valves V1 & V2.The fuel change-over system consists of tworemote controlled and interconnected 3-way valves,which are installed immediately before each Gen-Set. The 3-way valves “V1-V2” are operated by anelectrica/pneumatic actuator of the simplex type,with spring return and a common valve control boxfor all GenSets.

The flexibility of the system makes it possible, ifnecessary, to operate the GenSets on either dieseloil or heavy fuel oil, individually by means of the L-bored 3-way valves “V1-V2”.

The control box can be placed in the engine roomor in the engine control room.

To maintain re-circulation in the HFO flow line, whenthe GenSet is operated on MDO, is a by-pass valveinstalled between the fuel inlet valve “V1” and thefuel outlet valve “V2” at each GenSet as shown infig 1.

Valve control box

The electrical power supply to the valve control boxis 3 x 400 Volt - 50 Hz, or 3 x 440 Volt - 60 Hz,depending on the plant specification, and is estab-lished in form of a single cable connection from theswitchboard.

Due to a built-in transformer, the power supply volt-age will be converted to a 24 V DC pilot voltage forserving the relays, contactors, and indication lamps.

Furthermore the 24 V DC pilot voltage is used foroperating the fuel changing valves with an electri-cally/pneumatically operated actuator of the simplextype with spring return.

The mode of valve operation is: HFO-position: Energized MDO-position: De-energized

MAN Diesel & Turbo

1624467-7.3Page 1 (2) HFO/MDO changing valves (V1 and V2) E 11 10 1

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2010.01.25

In the event of a black-out, or other situationsresulting in dead voltage potential, will the remotecontrolled and interconnected 3-way valves at eachGenSet be de-energized and automatically changeover to the MDO/MGO-position, due to the built-inreturn spring. The internal piping on the GenSetswill then, within a few seconds, be flushed withMDO/MGO and be ready for start up.

MAN Diesel & Turbo

E 11 10 1 HFO/MDO changing valves (V1 and V2) 1624467-7.3Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2010.01.25

Lubrication Oil System

B 12

Internal lubricating oil system

Figure 1: Diagram for internal lubricating oil system

Pipe description

C1 Lubricating oil inlet DN100

C2 Lubricating oil outlet DN100

C3 Lubricating oil from separator DN32

C4 Lubricating oil to separator DN32

C13 Oil vapour discharge* DN100

C16 Lubricating oil supply DN32

Table 1: Flange connections are as standard according to DIN2501

* For external pipe connection, please see Crank-case ventilation, B 12 00 0/515.31.

General

As standard the lubricating oil system is based onwet sump lubrication.

All moving parts of the engine are lubricated with oilcirculating under pressure in a closed built-on sys-tem.

The lubricating oil is furthermore used for the pur-pose of cooling the pistons.

The standard engine is equipped with built-on:

▪ Engine driven lubricating oil pump

▪ Duplex lubricating oil filter

▪ Prelubricating oil pump

Lubricating oil consumption

The lubricating oil consumption, see "Specific lubri-cating oil consumption - SLOC, B 12 15 0 /504.07"

It should, however, be observed that during the run-ning in period the lubricating oil consumption mayexceed the values stated.

Quality of oil

Only HD lubricating oil (Detergent Lubricating Oil)should be used, characteristic stated in "LubricatingOil Specification, 010.000.023".

MAN Diesel & Turbo

1687123-3.3Page 1 (3) Internal lubricating oil system B 12 00 0

V28/32S

2013.06.17

System flow

The lubricating oil pump draws oil from the oil sumpand presses the oil through the cooler and filter tothe main lubricating oil pipe, from where the oil isdistributed to the individual lubricating points. Fromthe lubricating points the oil returns by gravity to theoil sump.

The main groups of components to be lubricatedare:

1. Turbochargers

2. Main bearings, big-end bearings etc.

3. Camshaft drive

4. Governor drive

5. Rocker arms

6. Camshafts

1. The turbocharger is an integrated part of thelubricating oil system, thus allowing continuouspriming and lubrication when engine is running.For priming and during operation the turbo-charger is connected to the lubricating oil circuitof the engine. The oil serves for bearing lubrica-tion and also for dissipation of heat.

The inlet line to each of the turbochargers isequipped with an orifice in order to adjust the oilflow.

2. Lubricating oil for the main bearings is suppliedthrough holes drilled in the engine frame. Fromthe main bearings it passes through bores inthe crankshaft to the connecting rod big-endbearings.

The connecting rods have bored channels forsupply of oil from the big-end bearings to thesmall-end bearings, which has an inner circum-ferential groove, and a pocket for distribution ofoil in the bush itself and for supply of oil to thepin bosses and the piston cooling through holesand channels in the piston pin.

From the front main bearings channels arebored in the crankshaft for lubricating of thepump drive.

3. The lubricating oil pipes, for the camshaft drivegear wheels, are equipped with nozzles whichare adjusted to apply the oil at the points wherethe gear wheels are in mesh.

4. The lubricating oil pipe, and the gear wheels forthe governor drive are adjusted to apply the oilat the points where the gear wheels are inmesh.

5. The lubricating oil to the rocker arms is ledthrough pipes to each cylinder head. It continu-ous through bores in the cylinder head androcker arm to the movable parts to be lubrica-ted at rocker arms and valve bridge. Further,lubricating oil is led to the movable parts in needof lubrication.

6. Through a bores in the frame lubricating oil isled to camshafts bearings.

Lubricating oil pump

The lubricating oil pump, which is of the gear wheeltype, is mounted on the front end of the engine andis driven by means of the crankshaft through a cou-pling. The oil pressure is controlled by an adjustablespring- loaded relief valve.

Lubricating oil cooler

As standard the lubricating oil cooler is of the platetype. The cooler is delivered separately with theengine.

Thermostatic valve

The thermostatic valve is a fully automatic three-way valve with thermostatic elements set of fixedtemperature. The thermostatic valve is deliveredseparately with the engine.

Built-on full-flow depth filter

The built-on lubricating oil filter is of the duplexpaper cartridge type. It is a depth filter with anominel fineness of 10-15 microns, and a safety fil-ter with a fineness of 60 microns.

Pre-lubricating

As standard the engine is equipped with an electric-driven prelubricating pump mounted parallel to themain pump. The pump must be arranged for auto-matic operation, ensuring stand-still of the pre-lubri-cating pump when the engine is running, and run-ning during engine stand-still in stand-by position.

Running period of the pre-lubricating pump is pref-erably to be continuous. If intermittent running isrequired for energy saving purpose, the timing

MAN Diesel & Turbo

B 12 00 0 Internal lubricating oil system 1687123-3.3Page 2 (3)

V28/32S

2013.06.17

equipment should be set for shortest possible inter-vals, say 2 minutes of running, 10 minures of stand-still, etc. Further, it is recommended that the pre-lubricating pump is connected to the emergencyswitch board thus securing that the engine is notstarted without pre-lubrication.

Draining of the oil sump

It is recommended to use the separator suctionpipe for draining of the lubricating oil sump.

Optionals

Besides the standard, branches can be built-on:

▪ External fine filter

▪ External full/flow filter

▪ Pressure lubricating to alternator bearings

Branches for separator is standard.

Data

For heat dissipation and pump capacities, see D 1005 0 "List of capacities".

Operation levels for temperature and pressure arestated in B 19 00 0 "Operating Data and SetPoints".

MAN Diesel & Turbo

1687123-3.3Page 3 (3) Internal lubricating oil system B 12 00 0

V28/32S

2013.06.17

Crankcase ventilation

The crankcase ventilation is not to be directly con-nected with any other piping system. It is preferablethat the crankcase ventilation pipe from eachengine is led independently to the open air. The out-let is to be fitted with corrosion resistant flamescreen separately for each engine.

Figure 1: Crankcase ventilation

However, if a manifold arrangement is used, itsarrangements are to be as follows:

1) The vent pipe from each engine is to run inde-pendently to the manifold and be fitted with cor-rosion resistant flame screen within the mani-fold.

2) The manifold is to be located as high as practi-cable so as to allow a substantial length of pip-ing, which separates the crankcase on the indi-vidual engines.

3) The manifold is to be vented to the open air, sothat the vent outlet is fitted with corrosion resist-ant flame screen, and the clear open area of thevent outlet is not less than the aggregate areaof the individual crankcase vent pipes enteringthe manifold.

4) The manifold is to be provided with drainagearrangement.

The ventilation pipe must be designed to eliminatethe risk of water condensation in the pipe flowingback into the engine and should end in the open air:

▪ The connection between engine (C13 / C30)and the ventilation pipe must be flexible.

▪ The ventilation pipe must be made with continu-ous upward slope of minimum 5°, even whenthe ship heel or trim (static inclination).

▪ A continuous drain must be installed near theengine. The drain must be led back to thesludge tank.

Engine Nominal diameter ND (mm)

A B C

L16/24 50 65

L21/31 65 40 80

L23/30H 50 - 65

L27/38 100 - 100

L28/32DF 50 - 65

L28/32H 50 - 65

V28/32H 100 - 125

L32/40 125 50 125

V28/32DF 100 - 125

V28/32S 100 - 125

Table 1: Pipe diameters for crankcase ventilation

▪ Dimension of the flexible connection, see pipediameters Fig 2.

MAN Diesel & Turbo

1699270-8.5Page 1 (2) Crankcase ventilation B 12 00 0


V28/32DF

2013.06.14

▪ Dimension of the ventilation pipe after the flexi-ble connection, see pipe diameters Fig 2.

The crankcase ventilation flow rate varies over time,from the engine is new/major overhauled, until it istime to overhaul the engine again.

The crankcase ventilation flow rate is in the range of3.5 – 5.0 ‰ of the combustion air flow rate [m³/h]at 100 % engine load.

If the combustion air flow rate at 100 % engine loadis stated in [kg/h] this can be converted to [m³/h]with the following formula (Tropic Reference Condi-tion) :

Example :

Engine with a mechanical output of 880 kW andcombustion air consumption of 6000 [kg/h] corre-sponds to :

The crankcase ventilation flow rate will then be inthe range of 19.2 – 27.4 [m³/h]

The maximum crankcase backpressure measuredright after the engine at 100 % engine load must notexceed 3.0 [mbar] = 30 [mmWC].

MAN Diesel & Turbo

B 12 00 0 Crankcase ventilation 1699270-8.5Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,V28/32DF

2013.06.14

General

The engine is as standard equipped with an electri-cally driven pump for prelubricating before starting.

The pump which is of the tooth wheel type is self-priming.

The engine shall always be prelubricated 2 minutesprior to start if intermittent or continuous prelubrica-tion is not installed. Intermittent prelub. is 2 minutesevery 10 minutes.

Enginetype

No. of cyl. Pump type m3/h rpmElectric motor 230/400 V, 50 Hz (IP 55)

Type kW Start cur-rent Amp.

Full-loadcurrentAmp.

L23/30H

L28/32H

L28/32DF

5-6-7-8

5-6-7-8-9

5-6-7-8-9

R25/12.5FL-Z-DB-SO 2.14 2870 5APE80M-2K 0.75 24.65 2.97

V28/32H 12-16-18 R35/25FL-Z-DB-50 4.2 2860 5APE90S-2 1.5 34.0 6.2

V28/32S

V28/32DF

12-16-18

12-16-18

R35/40FL-Z-DB-50 6.9 2905 6APE100L-2 3.0 74.2 10.6

Enginetype

No. of cyl. Pump type m3/h rpmElectric motor 265/460 V, 60 Hz (IP 55)

Type kW Start cur-rent Amp.

Full-loadcurrentAmp.

L23/30H

L28/32H

L28/32DF

5-6-7-8

5-6-7-8-9

5-6-7-8-9

R25/12.5FL-Z-DB-SO 2.57 3485 5APE80M-2K 0.86 14.9 1.71

V28/32H 12-16-18 R35/25FL-Z-DB-50 5.12 3432 5APE90S-2 1.8 20.0 3.6

V28/32S

V28/32DF

12-16-18

12-16-18

R35/40FL-Z-DB-50 8.3 3505 6APE100L-2 3.45 42.7 6.1

MAN Diesel & Turbo

1624477-3.9Page 1 (1) Prelubricating pump B 12 07 0

L23/30H, L28/32H, V28/32H, V28/32S, L28/32DF, V28/32DF

2013.08.23

Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)

GeneralThe specific output achieved by modern diesel engines combined with theuse of fuels that satisfy the quality requirements more and more frequentlyincrease the demands on the performance of the lubricating oil which musttherefore be carefully selected.

Medium alkalinity lubricating oils have a proven track record as lubricants forthe moving parts and turbocharger cylinder and for cooling the pistons.Lubricating oils of medium alkalinity contain additives that, in addition toother properties, ensure a higher neutralisation reserve than with fully com-pounded engine oils (HD oils).

International specifications do not exist for medium alkalinity lubricating oils.A test operation is therefore necessary for a corresponding long period inaccordance with the manufacturer's instructions.

Only lubricating oils that have been approved by MAN Diesel & Turbo may beused. These are listed in the table entitled "Lubricating oils approved for usein heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines".

SpecificationsThe base oil (doped lubricating oil = base oil + additives) must have a narrowdistillation range and be refined using modern methods. If it contains paraf-fins, they must not impair the thermal stability or oxidation stability.

The base oil must comply with the limit values in the table below, particularlyin terms of its resistance to ageing:

Properties/Characteristics Unit Test method Limit value

Make-up - - Ideally paraffin based

Low-temperature behaviour, still flowable °C ASTM D 2500 -15

Flash point (Cleveland) °C ASTM D 92 > 200

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50

Ageing tendency following 100 hours of heatingup to 135 °C

- MAN ageing oven * -

Insoluble n-heptane Weight % ASTM D 4055or DIN 51592

< 0.2

Evaporation loss Weight % - < 2

Spot test (filter paper) - MAN Diesel test Precipitation of resins orasphalt-like ageing products

must not be identifiable.

Table 1: Base oils - target values

* Works' own method

The prepared oil (base oil with additives) must have the following properties:

The additives must be dissolved in the oil and their composition must ensurethat after combustion as little ash as possible is left over, even if the engine isprovisionally operated with distillate oil.

Base oil

Medium alkalinity lubricatingoilAdditives

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The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-osition in the combustion chamber will be higher, particularly at the outletvalves and at the turbocharger inlet housing. Hard additive ash promotes pit-ting of the valve seats, and causes valve burn-out, it also increases mechani-cal wear of the cylinder liners.

Additives must not increase the rate, at which the filter elements in the activeor used condition are blocked.

The washing ability must be high enough to prevent the accumulation of tarand coke residue as a result of fuel combustion. The lubricating oil must notabsorb the deposits produced by the fuel.

The selected dispersibility must be such that commercially-available lubricat-ing oil cleaning systems can remove harmful contaminants from the oil used,i.e. the oil must possess good filtering properties and separability.

The neutralisation capability (ASTM D2896) must be high enough to neutral-ise the acidic products produced during combustion. The reaction time ofthe additive must be harmonised with the process in the combustion cham-ber.

For tips on selecting the base number, refer to the table entitled “Base num-ber to be used for various operating conditions".

The evaporation tendency must be as low as possible as otherwise the oilconsumption will be adversely affected.

The lubricating oil must not contain viscosity index improver. Fresh oil mustnot contain water or other contaminants.

Lubricating oil selection

Engine SAE class

16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64,51/60DF

40

Table 2: Viscosity (SAE class) of lubricating oils

Lubricating oils with medium alkalinity and a range of neutralization capabili-ties (BN) are available on the market. According to current knowledge, a rela-tionship can be established between the anticipated operating conditionsand the BN number as shown in the table entitled "Base number to be usedfor various operating conditions". However, the operating results are still theoverriding factor in determining which BN number provides the most efficientengine operation.

Approx. BNof fresh oil

(mg KOH/g oil)

Engines/Operating conditions

20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphurcontent of less than 0.5 %

30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions. For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.

Washing ability

Dispersion capability

Neutralisation capability

Evaporation tendency

Additional requirements

Neutralisation properties(BN)

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Approx. BNof fresh oil

(mg KOH/g oil)

Engines/Operating conditions

40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-sponding requirements for the oil service life and washing ability exist. In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and51/60DF for exclusively HFO operation providing the sulphur content is over 1.5 %.

50 32/40, 32/44CR, 32/44K, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness isinsufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oilconsumption).

Table 3: Base number to be used for various operating conditions

To comply with the emissions regulations, the sulphur content of fuels usednowadays varies. Fuels with a low-sulphur content must be used in environ-mentally-sensitive areas (SECA). Fuels with a higher sulphur content may beused outside SECA zones. In this case, the BN number of the lubricating oilselected must satisfy the requirements for operation using fuel with a high-sulphur content. A lubricating oil with low BN number may only be selected iffuel with a low-sulphur content is used exclusively during operation.However, the results obtained in practiсe that demonstrate the most efficientengine operation are the factor that ultimately determines, which additivefraction is permitted.

In engines with separate cylinder lubrication systems, the pistons and cylin-der liners are supplied with lubricating oil via a separate lubricating oil pump.The quantity of lubricating oil is set at the factory according to the quality ofthe fuel to be used and the anticipated operating conditions.

Use a lubricating oil for the cylinder and lubricating circuit as specified above.

Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-lers with a separate oil sump, unless the technical documentation for thespeed governor specifies otherwise. If this oil is not available when filling,15W40 oil may be used instead in exceptional cases. In this case, it makesno difference whether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.

Experience with the drive engine L27/38 has shown that the operating tem-perature of the Woodward controller UG10MAS and corresponding actuatorfor UG723+ can reach temperatures higher than 93 °C. In these cases, werecommend using synthetic oil such as Castrol Alphasyn HG150. Theengines supplied after March 2005 are already filled with this oil.

The use of other additives with the lubricating oil, or the mixing of differentbrands (oils by different manufacturers), is not permitted as this may impairthe performance of the existing additives which have been carefully harmon-ised with each another, and also specially tailored to the base oil.

Most of the mineral oil companies are in close regular contact with enginemanufacturers, and can therefore provide information on which oil in theirspecific product range has been approved by the engine manufacturer forthe particular application. Irrespective of the above, the lubricating oil manu-facturers are in any case responsible for the quality and characteristics oftheir products. If you have any questions, we will be happy to provide youwith further information.

There are no prescribed oil change intervals for MAN Diesel & Turbo mediumspeed engines. The oil properties must be regularly analysed. The oil can beused for as long as the oil properties remain within the defined limit values(see table entitled "Limit values for used lubricating oil“). An oil sample must

Operation with low-sulphurfuel

Cylinder lubricating oil

Speed governor

Lubricating oil additives

Selection of lubricating oils/warranty

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be analysed every 1-3 months (see maintenance schedule). The quality of theoil can only be maintained if it is cleaned using suitable equipment (e.g. aseparator or filter).

Due to current and future emission regulations, heavy fuel oil cannot be usedin designated regions. Low-sulphur diesel fuel must be used in these regionsinstead.

If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, alubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)can be used during this period.

If the engine is operated provisionally with low-sulphur diesel fuel for morethan 1,000 h and is subsequently operated once again with HFO, a lubricat-ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from thesame manufacturer as the lubricating oil is used for HFO operation withhigher BN (40 or 50), an oil change will not be required when effecting thechangeover. It will be sufficient to use BN 20 oil when replenishing the usedlubricating oil.

If you wish to operate the engine with HFO once again, it will be necessary tochange over in good time to lubricating oil with a higher BN (30 – 55). If thelubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-cating oil, the changeover can also be effected without an oil change. Indoing so, the lubricating oil with higher BN (30 – 55) must be used to replen-ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.

Limit value Procedure

Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D 445

Base number (BN) at least 50 % of fresh oil ISO 3771

Flash point (PM) At least 185 ℃ ISO 2719

Water content max. 0.2 % (max. 0.5 % for brief peri-ods)

ISO 3733 or ASTM D 1744

n-heptane insoluble max. 1.5 % DIN 51592 or IP 316

Metal content depends on engine type and operat-ing conditions

Guide value only

FeCrCuPbSnAl

.

max. 50 ppmmax. 10 ppmmax. 15 ppmmax. 20 ppmmax. 10 ppmmax. 20 ppm

Table 4: Limit values for used lubricating oil

TestsRegular analysis of lube oil samples is very important for safe engine opera-tion. We can analyse fuel for customers at our laboratory (PrimeServLab).

ManufacturerBase Number (mgKOH/g)

20 30 40 50

AEGEAN — — Alfamar 430 Alfamar 440 Alfamar 450

AGIP — — Cladium 300 Cladium 400 — —

Temporary operation withgas oil

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ManufacturerBase Number (mgKOH/g)

20 30 40 50

BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504

CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504

CEPSA — — Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus

CHEVRON (Texaco, Caltex)

Taro 20DP40Taro 20DP40X

Taro 30DP40Taro 30DP40X

Taro 40XL40Taro 40XL40X

Taro 50XL40Taro 50XL40X

EXXON MOBIL — —— —

Mobilgard M430Exxmar 30 TP 40

Mobilgard M440Exxmar 40 TP 40

Mobilgard M50

LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40Navigo TPEO 55/40

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 40Argina XX 40

TOTAL LUBMAR-INE

— — Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055

Table 5: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.

No liability assumed if these oils are usedMAN Diesel & Turbo SE does not assume liability for problems thatoccur when using these oils.

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D010.000.023-11-0001 EN 5 (5)

Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil(MGO/MDO) and biofuels

GeneralThe specific output achieved by modern diesel engines combined with theuse of fuels that satisfy the quality requirements more and more frequentlyincrease the demands on the performance of the lubricating oil which musttherefore be carefully selected.

Doped lubricating oils (HD oils) have a proven track record as lubricants forthe drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-cating oils contain additives that, amongst other things, ensure dirt absorp-tion capability, cleaning of the engine and the neutralisation of acidic com-bustion products.

Only lubricating oils that have been approved by MAN Diesel & Turbo may beused. These are listed in the tables below.

SpecificationsThe base oil (doped lubricating oil = base oil + additives) must have a narrowdistillation range and be refined using modern methods. If it contains paraf-fins, they must not impair the thermal stability or oxidation stability.

The base oil must comply with the following limit values, particularly in termsof its resistance to ageing.

Properties/Characteristics Unit Test method Limit value

Make-up - - Ideally paraffin based

Low-temperature behaviour, still flowable °C ASTM D 2500 -15

Flash point (Cleveland) °C ASTM D 92 > 200

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50

Ageing tendency following 100 hours of heatingup to 135 °C

- MAN ageing oven * -

Insoluble n-heptane Weight % ASTM D 4055or DIN 51592

< 0.2

Evaporation loss Weight % - < 2

Spot test (filter paper) - MAN Diesel test Precipitation of resins orasphalt-like ageing products

must not be identifiable.

Table 1: Base oils - target values

* Works' own method

The base oil to which the additives have been added (doped lubricating oil)must have the following properties:

The additives must be dissolved in the oil, and their composition must ensurethat as little ash as possible remains after combustion.

Base oil

Compounded lubricating oils(HD oils)Additives

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n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral


D010.000.023-07-0001 EN 1 (5)

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-osition in the combustion chamber will be higher, particularly at the outletvalves and at the turbocharger inlet housing. Hard additive ash promotes pit-ting of the valve seats, and causes valve burn-out, it also increases mechani-cal wear of the cylinder liners.

Additives must not increase the rate, at which the filter elements in the activeor used condition are blocked.

The washing ability must be high enough to prevent the accumulation of tarand coke residue as a result of fuel combustion.

The selected dispersibility must be such that commercially-available lubricat-ing oil cleaning systems can remove harmful contaminants from the oil used,i.e. the oil must possess good filtering properties and separability.

The neutralisation capability (ASTM D2896) must be high enough to neutral-ise the acidic products produced during combustion. The reaction time ofthe additive must be harmonised with the process in the combustion cham-ber.

The evaporation tendency must be as low as possible as otherwise the oilconsumption will be adversely affected.

The lubricating oil must not contain viscosity index improver. Fresh oil mustnot contain water or other contaminants.

Lubricating oil selection

Engine SAE class

16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64,51/60DF

40

Table 2: Viscosity (SAE class) of lubricating oils

We recommend doped lubricating oils (HD oils) according to internationalspecifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mgKOH/g. Military specification O-278 lubricating oils may be used.

The operating conditions of the engine and the quality of the fuel determinethe additive fractions the lubricating oil should contain. If marine diesel oil isused, which has a high sulphur content of 1.5 up to 2.0 weight %, a basenumber of appr. 20 should be selected. However, the operating results thatensure the most efficient engine operation ultimately determine the additivecontent.

In engines with separate cylinder lubrication systems, the pistons and cylin-der liners are supplied with lubricating oil via a separate lubricating oil pump.The quantity of lubricating oil is set at the factory according to the quality ofthe fuel to be used and the anticipated operating conditions.

Use a lubricating oil for the cylinder and lubricating circuit as specified above.

Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-lers with a separate oil sump, unless the technical documentation for thespeed governor specifies otherwise. If this oil is not available when filling,15W40 oil may be used instead in exceptional cases. In this case, it makesno difference whether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.

Washing ability

Dispersion capability

Neutralisation capability

Evaporation tendency

Additional requirements

Doped oil quality

Cylinder lubricating oil

Speed governor

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral

2013

-04-

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2 (5) D010.000.023-07-0001 EN

Experience with the drive engine L27/38 has shown that the operating tem-perature of the Woodward controller UG10MAS and corresponding actuatorfor UG723+ can reach temperatures higher than 93 °C. In these cases, werecommend using synthetic oil such as Castrol Alphasyn HG150. Theengines supplied after March 2005 are already filled with this oil.

The use of other additives with the lubricating oil, or the mixing of differentbrands (oils by different manufacturers), is not permitted as this may impairthe performance of the existing additives which have been carefully harmon-ised with each another, and also specially tailored to the base oil.

Most of the mineral oil companies are in close regular contact with enginemanufacturers, and can therefore provide information on which oil in theirspecific product range has been approved by the engine manufacturer forthe particular application. Irrespective of the above, the lubricating oil manu-facturers are in any case responsible for the quality and characteristics oftheir products. If you have any questions, we will be happy to provide youwith further information.

There are no prescribed oil change intervals for MAN Diesel & Turbo mediumspeed engines. The oil properties must be regularly analysed. The oil can beused for as long as the oil properties remain within the defined limit values(see table entitled "Limit values for used lubricating oil“). An oil sample mustbe analysed every 1-3 months (see maintenance schedule). The quality of theoil can only be maintained if it is cleaned using suitable equipment (e.g. aseparator or filter).

Due to current and future emission regulations, heavy fuel oil cannot be usedin designated regions. Low-sulphur diesel fuel must be used in these regionsinstead.

If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, alubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)can be used during this period.

If the engine is operated provisionally with low-sulphur diesel fuel for morethan 1,000 h and is subsequently operated once again with HFO, a lubricat-ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from thesame manufacturer as the lubricating oil is used for HFO operation withhigher BN (40 or 50), an oil change will not be required when effecting thechangeover. It will be sufficient to use BN 20 oil when replenishing the usedlubricating oil.

If you wish to operate the engine with HFO once again, it will be necessary tochange over in good time to lubricating oil with a higher BN (30 – 55). If thelubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-cating oil, the changeover can also be effected without an oil change. Indoing so, the lubricating oil with higher BN (30 – 55) must be used to replen-ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.

TestsRegular analysis of lube oil samples is very important for safe engine opera-tion. We can analyse fuel for customers at our laboratory (PrimeServLab).

Lubricating oil additives

Selection of lubricating oils/warranty

Oil during operation

Temporary operation withgas oil

2013

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11 -

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Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral


D010.000.023-07-0001 EN 3 (5)


Approved lubricating oils SAE 40

Manufacturer Base number 10 - 16 1) (mgKOH/g)

AGIP Cladium 120 - SAE 40

Sigma S SAE 40 2)

BP Energol DS 3-154

CASTROL Castrol MLC 40

Castrol MHP 154

Seamax Extra 40

CHEVRON Texaco(Texaco, Caltex)

Taro 12 XD 40

Delo 1000 Marine SAE 40

Delo SHP40

EXXON MOBIL Exxmar 12 TP 40

Mobilgard 412/MG 1SHC

Mobilgard ADL 40

Delvac 1640

PETROBRAS Marbrax CCD-410Marbrax CCD-415

Q8 Mozart DP40

REPSOL Neptuno NT 1540

SHELL Gadinia 40

Gadinia AL40

Sirius X40 2)

Rimula R3+40 2)

STATOIL MarWay 1540

MarWay 1040 2)

TOTAL LUBMARINE Caprano M40

Disola M4015

Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil anddiesel fuel

1)If marine diesel oil is used, which has a very high sulphur content of 1.5 upto 2.0 weight %, a base number of appr. 20 should be selected.2) With a sulphur content of less than 1 %

No liability assumed if these oils are usedMAN Diesel & Turbo SE does not assume liability for problems thatoccur when using these oils.

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral

2013

-04-

11 -

de


4 (5) D010.000.023-07-0001 EN

Limit value Procedure

Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D445

Base number (BN) at least 50 % of fresh oil ISO 3771

Flash point (PM) At least 185 ℃ ISO 2719

Water content max. 0.2 % (max. 0.5 % for brief peri-ods)

ISO 3733 or ASTM D 1744

n-heptane insoluble max. 1.5 % DIN 51592 or IP 316

Metal content depends on engine type and operat-ing conditions

Guide value only

FeCrCuPbSnAl

.

max. 50 ppmmax. 10 ppmmax. 15 ppmmax. 20 ppmmax. 10 ppmmax. 20 ppm

When operating with biofuels:biofuel fraction

max. 12 % FT-IR

Table 4: Limit values for used lubricating oil

2013

-04-

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Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

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with

gas

oil,

die

sel o

il(M

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nd b

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Gene

ral


D010.000.023-07-0001 EN 5 (5)

DescriptionEngine type RPM SLOC [g/kWh]

L16/24 1000/1200 0.4 - 0.8

L21/31 900/1000 0.4 - 0.8

L23/30H 720/750/900 0.6 - 1.0

L27/38 720/750 0.4 - 0.8

L28/32H 720/750 0.6 - 1.0

L28/32DF 720/750 0.6 - 1.0

V28/32H 720/750 0.6 - 1.0

V28/32S 720/750 0.4 - 0.8

L32/40 720/750 0.8 - 1.0

Please note that only maximum continuous rating(PMCR (kW)) should be used in order to evaluate theSLOC.

Please note, during engine running-in the SLOCmay exceed the values stated.

The following formula is used to calculate theSLOC:

SLOC [g/kWh] =

In order to evaluate the correct engine SLOC, thefollowing circumstances must be noticed and sub-tracted from the engine SLOC:

A1:

▪ Desludging interval and sludge amount from thelubricating oil separator (or automatic lubricatingoil filters). The expected lubricating oil content ofthe sludge amount is 30%.

The following does also have an influence on theSLOC and must be considered in the SLOC evalua-tion:

A2:

▪ Lubricating oil evaporation

Lubricating oil leakages

Lubricating oil losses at lubricating oil filterexchange

The lubricating oil density, ρ @ 15°C must beknown in order to convert ρ to the present lubricat-ing oil temperature in the base frame. The followingformula is used to calculate ρ:

ρlubricating oil [kg/m3] =

The engine maximum continuous design rating(PMCR) must always be used in order to be able tocompare the individual measurements, and the run-ning hours since the last lubricating oil adding mustbe used in the calculation. Due to inaccuracy *) atadding lubricating oil, the SLOC can only be evalu-ated after 1,000 running hours or more, where onlythe average values of a number of lubricating oiladdings are representative.

Note!

*) A deviation of ± 1 mm with the dipstick measure-ment must be expected, which corresponds uptill± 0.1 g/kWh, depending on the engine type.

MAN Diesel & Turbo

1607584-6.10Page 1 (2) Specific lubricating oil consumption - SLOC B 12 15 0


2013.04.17

MAN Diesel & Turbo

B 12 15 0 Specific lubricating oil consumption - SLOC 1607584-6.10Page 2 (2)


2013.04.17

General

During operation of trunk engines the lubricating oilwill gradually be contaminated by small particlesoriginating from the combustion.

Engines operated on heavy fuels will normallyincrease the contamination due to the increasedcontent of carbon residues and other contaminants.

Contamination of lubricating oil with either freshwa-ter or seawater can also occur.

A certain amount of contaminants can be kept sus-pended in the lubricating oil without affecting thelubricating properties.

The condition of the lubricating oil must be keptunder observation (on a regular basis) by analyzingoil samples. See Section 504.04 "Criteria for Clean-ing/Exchange of Lubricating Oil".

The moving parts in the engine are protected by thebuilt-on duplex full-flow lubricating oil filter. Thereplaceable paper filter cartridges in each filterchamber has a fineness of 10-15 microns. Thesafety filter, at the centre of each filter chamber, is abasket filter element, with a fineness of 60 microns(sphere passing mesh).

The pressure drop across the replaceable paper fil-ter cartridges is one parameter indicating the con-tamination level. The higher the dirt content in theoil, the shorter the periods between filter cartridgereplacement and cleaning.

The condition of the lubricating oil can be main-tained / re-established by exchanging the lubricat-ing oil at fixed intervals or based on analyzing oilsamples.

Operation on Marine Diesel Oil (MDO) &Marine Gas Oil (MGO)

For engines exclusively operated on MDO/MGO werecommend to install a built-on centrifugal bypassfilter as an additional filter to the built-on full flowdepth filter.

It is advisable to run bypass separator units contin-uously for engines operated on MDO/MGO as sep-arator units present the best cleaning solution.Mesh filters have the disadvantage that they cannotremove water and their elements clog quickly.

Operation on Heavy Fuel Oil (HFO)

HFO-operated engines require effective lubricatingoil cleaning. In order to ensure a safe operation it isnecessary to use supplementary cleaning equip-ment together with the built-on full flow depth filter.

It is mandatory to run bypass separator units con-tinuously for engines operated on HFO, as an opti-mal lubricating oil treatment is fundamental for areliable working condition. Therefore it is mandatoryto clean the lubricating oil with a bypass separatorunit, so that the wear rates are reduced and the life-time of the engine is extended.

Bypass cleaning equipment

As a result of normal operation, the lubricating oilcontains abraded particles and combustion resi-dues which have to be removed by the bypasscleaning system and to a certain extent by theduplex full-flow lubricating oil filter as well.

With automatic mesh filters this can result in anundesirable and hazardous continuous flushing. Inview of the high cost of cleaning equipment forremoving micro impurities, this equipment is onlyrated for a certain proportion of the oil flowingthrough the engine since it is installed in a bypass.

The bypass cleaning equipment is operated

▪ continuously when the engine is in operation orat standstill

For cleaning of lubricating oil the following bypasscleaning equipment can be used:

▪ Separator unit

▪ Decanter unit

▪ Self cleaning automatic bypass mesh filter

▪ Built-on centrifugal bypass filter (standard onMAN Diesel & Turbo, Holeby GenSets)

▪ Bypass depth filter

The decanter unit, the self-cleaning automaticbypass mesh filter and the bypass depth filtercapacity must be adjusted according to maker’srecommendations.

In case full flow filtration equipment is chosen, thismust only be installed as in-line cleaning upstreamto the duplex full-flow lubricating oil filter, built ontothe engine.

MAN Diesel & Turbo

1643494-3.10Page 1 (7) Treatment and maintenance of lubricating oil B 12 15 0

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,


2014.06.04

The most appropriate type of equipment for a par-ticular application depends on the engine output,the type and amount of combustion residues, theannual operating time and the operating mode ofthe plant. Even with a relatively low number of oper-ating hours there can be a great deal of combustionresidues if, for instance, the engine is inadequatelypreheated and quickly accelerated and loaded.

Separator unit

Continuous lubricating oil cleaning during engineoperation is mandatory. An optimal lubricating oiltreatment is fundamental for a reliable working con-dition of the engine.

If the lubricating oil is circulating without a separatorunit in operation, the lubricating oil will gradually becontaminated by products of combustion, waterand/or acid. In some instances cat-fines may alsobe present. In order to prolong the lubricating oil lifetime andremove wear elements, water and contaminantsfrom the lubricating oil, it is mandatory to use a by-pass separator unit. The separator unit will reduce the carbon residuecontent and other contaminants from combustionon engines operated on HFO, and keep the amountwithin MDT’s recommendation, on condition thatthe separator unit is operated according to MDT'srecommendations.

When operating a cleaning device, the followingrecommendations must be observed:

▪ The optimum cleaning effect is achieved bykeeping the lubricating oil in a state of low vis-cosity for a long period in the separator bowl.

▪ Sufficiently low viscosity is obtained by preheat-ing the lubricating oil to a temperature of 95°C -98°C, when entering the separator bowl.

▪ The capacity of the separator unit must beadjusted according to MDT's recommenda-tions.

Slow passage of the lubricating oil through the sep-arator unit is obtained by using a reduced flow rateand by operating the separator unit 24 hours a day,stopping only for maintenance, according to mak-er's recommendation.

Lubricating oil preheating

The installed heater on the separator unit ensurescorrect lubricating oil temperature during separa-tion. When the engine is at standstill, the heater canbe used for two functions:

▪ The oil from the sump is preheated to 95 – 98°C by the heater and cleaned continuously bythe separator unit.

▪ The heater can also be used to maintain an oiltemperature of at least 40 °C, depending oninstallation of the lubricating oil system.

Cleaning capacity

Normally, it is recommended to use a self-cleaningfiltration unit in order to optimize the cleaning periodand thus also optimize the size of the filtration unit.Separator units for manual cleaning can be usedwhen the reduced effective cleaning time is takeninto consideration by dimensioning the separatorunit capacity.

Operation and design flow

In order to calculate the required operation flowthrough the separator unit, MDT recommends toapply the following formula:

Q = required operation flow [l/h]

P = MCR (maximum continuous rating)[kW]

t = actual effective separator unit sep-arating time per day [hour] (23.5 h separating time and 0.5 hfor sludge discharge = 24 h/day)

n = number of turnovers per day of thetheoretical oil volume correspond-ing to 1.36 [l/kW] or 1 [l/HP]

The following values for "n" are recommended:

n = 6 for HFO operation (residual)

n = 4 for MDO operation

n = 3 for distillate fuel

MAN Diesel & Turbo

B 12 15 0 Treatment and maintenance of lubricating oil 1643494-3.10Page 2 (7)

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,V28/32DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

2014.06.04

Example 1 For multi-engine plants, one separator unit perengine in operation is recommended.

For example, for a 1,000 kW engine operating onHFO and connected to a self-cleaning separatorunit, with a daily effective separating period of 23.5hours, the calculation is as follows:

To ensure optimum cleaning of the lubricating oil,the design flow must be 4 to 7 times higher thanthe operation flow through the separator unit.

Accordingly, the separator design flow for theexample above will be in the range of 1,389-2,429l/h.

Figure 1: One separator per engine plant

Example 2 As an alternative, one common separator unit formax. three engines can be installed, with one inreserve if possible.

For the calculation in this example it is necessaryinclude the combined average power demand ofthe multi-engine plant. The load profile experiencedfor the majority of merchant vessels is that the aver-age power demand is around 43-50% of the totalGenSet power installed. With three identical enginesthis corresponds to 1.3-1.5 times the power of oneengine.

▪ Bulk carrier and tankers : ~1.3 times the powerof one engine

▪ Container vessel : ~1.5 times the power of oneengine

For example, for a bulk carrier with three 1,000 kWengines operating on HFO and connected to acommon self-cleaning separator unit, with a dailyeffective separating period of 23.5 hours, the calcu-lation is as follows:

To ensure optimum cleaning of the lubricating oil,the design flow must be 4 to 7 times higher thanthe operation flow through the separator unit.

The separator design flow for the example abovewill then be in the range of 1,806-3,157 l/h.

With an average power demand higher than 50% ofthe GenSet power installed, the operation flow mustbe based on 100% of the GenSet power installed.

1 Interconnected valves

Figure 2: One common separator unit for multi-engine plant

MAN Diesel & Turbo


L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,


2014.06.04

Separator unit installation

With multi-engine plants, one separator unit perengine in operation is recommended (see figure 1),but if only one separator unit is in operation, the fol-lowing layout can be used:

▪ A common separator unit (see figure 2) can beinstalled, with one in reserve, if possible, foroperation of all engines through a pipe system,which can be carried out in various ways. Theaim is to ensure that the separator unit is onlyconnected to one engine at a time. Thus therewill be no suction and discharging from oneengine to another.

It is recommended that inlet and outlet valves areconnected so that they can only be changed oversimultaneously.

With only one engine in operation there are noproblems with separating, but if several engines arein operation for some time it is recommended tosplit up the separation time in turns on all operatingengines.

With 2 out of 3 engines in operation the 23.5 hoursseparating time must be split up in around 4-6hours intervals between changeover.

Stokes' law

The operating principles of centrifugal separationare based on Stokes’ Law.

V = settling velocity [m/sec]

rω2 = acceleration in centrifgal field [m/sec2]

d = diameter of particle [m]

ρp = density of particle [kg/m3]

ρl = density of medium [kg/m3]

µ = viscosity of medium [kg/m, sec.]

The rate of settling (V) for a given capacity is deter-mined by Stokes’ Law. This expression takes intoaccount the particle size, the difference betweendensity of the particles and the lubricating oil, andthe viscosity of the lubricating oil.

Density and viscosity are important parameters forefficient separation. The greater the difference indensity between the particle and the lubricating oil,the higher the separation efficiency. The settlingvelocity increases in inverse proportion to viscosity.However, since both density and viscosity vary withtemperature, separation temperature is the criticaloperating parameter.

Particle size is another important factor. The settlingvelocity increases rapidly with particle size. Thismeans that the smaller the particle, the more chal-lenging the separation task. In a centrifuge, the term(rω2) represents the centrifugal force which is sev-eral thousand times greater than the accelerationdue to gravitational force. Centrifugal force enablesthe efficient separation of particles which are only afew microns in size.

The separation efficiency is a function of:

MAN Diesel & Turbo



2014.06.04

Operating parameters

Various operating parameters affect separation effi-ciency. These include temperature, which controlsboth lubricating oil viscosity and density, flow rateand maintenance.

Temperature of lubricating oil beforeseparator unit

It is often seen that the lubricating oil pre-heatersare undersized, have very poor temperature control,the steam supply to the pre-heater is limited or thetemperature set point is too low.

Often the heater surface is partly clogged by depos-its. These factors all lead to reduced separationtemperature and hence the efficiency of the separa-

tor unit. In order to ensure that the centrifugal forcesseparate the heavy contaminants in the relativelylimited time that they are present in the separatorbowl, the separator unit must always be operatedwith an inlet temperature of 95-98°C for lubricatingoil.

A control circuit including a temperature transmitterand a PI-type controller with accuracy of ±2°C mustbe installed. If steam-heated, a correctly sizedsteam valve should be fitted with the right KvSvalue. The steam trap must be a mechanical floattype. The most common heaters on board aresteam heaters. This is due to the fact that steam inmost cases is available at low cost.

Most ships are equipped with an exhaust boiler uti-lizing the exhaust gases to generate steam.

A large proportion of smaller tonnage does, how-ever, use electric heaters.

It is essential to keep the incoming oil temperatureto the separator unit steady with only a small varia-tion in temperature allowed (maximum ±2°C).

The position of the interface between oil and waterin the separator bowl is a result of the density andthe viscosity of the oil, which in turn depends on thetemperature.

Flow rate

It is known that separation efficiency is a function ofthe separator unit’s flow rate. The higher the flowrate, the more particles are left in the oil and there-fore the lower the separation efficiency. As the flowrate is reduced, the efficiency with which particlesare removed increases and cleaning efficiency thusimproves. It is, however, essential to know at whatcapacity adequate separation efficiency is reachedin the specific case.

In principle, there are three ways to control the flow:

▪ Adjustment of the built-in safety valve on thepump.

This method is NOT recommended since thebuilt-on valve is nothing but a safety valve.

The opening pressure is often too high and itscharacteristic far from linear.

In addition, circulation in the pump may result inoil emulsions and cavitation in the pump.

▪ A flow regulating valve arrangement on thepressure side of the pump, which bypasses theseparator unit and re-circulates part of the

MAN Diesel & Turbo


L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,


2014.06.04

untreated lubricating oil back to the treated oilreturn line, from the separator unit and NOTdirectly back to the suction side of the pump.

The desired flow rate is set manually by meansof the flow regulating valve. Further, the require-ment for backpressure in the clean oil outletMUST also be fulfilled, helping to maintain thecorrect interface position.

▪ Speed control of the pump motor with a fre-quency converter or a 2-speed motor.

This is a relatively cheap solution today and is agood alternative for flow control.

Maintenance

Proper maintenance is an important, but often over-looked operating parameter that is difficult to quan-tify. If the bowl is not cleaned in time, deposits willform on the bowl discs, the free channel height willbe reduced, and flow velocity increases. This furthertends to drag particles with the liquid flow towardsthe bowl’s centre resulting in decreased separationefficiency.

Check of lubricating oil system

For cleaning of the lubricating oil system after over-hauls and inspection of the lubricating oil pipingsystem the following checks must be carried out:

1. Examine the piping system for leaks.

2. Retighten all bolts and nuts in the piping sys-tem.

3. Move all valves and cocks in the piping system.Lubricate valve spindles with graphite or similar.

4. Blow through drain pipes.

5. Check flexible connections for leaks and dam-ages.

6. Check manometers and thermometers for pos-sible damages.

Deterioration of oil

Oil seldomly loses its ability to lubricate, i.e. to forma friction-decreasing oil film, but it may become cor-rosive to the steel journals of the bearings in such away that the surface of these journals becomes toorough and wipes the bearing surface.

In that case the bearings must be renewed, and thejournals must also be polished. The corrosivenessof the lubricating oil is either due to far advanced

oxidation of the oil itself (TAN) or to the presence ofinorganic acids (SAN). In both cases the presenceof water will multiply the effect, especially sea wateras the chloride ions act as an inorganic acid.

Signs of deterioration

If circulating oil of inferior quality is used and the oxi-dative influence becomes grave, prompt action isnecessary as the last stages in the deterioration willdevelop surprisingly quickly, within one or twoweeks. Even if this seldomly happens, it is wise tobe acquainted with the signs of deterioration.

These may be some or all of the following:

▪ Sludge precipitation in the separator unit multi-plies

▪ Smell of oil becomes acrid or pungent

▪ Machined surfaces in the crankcase becomecoffee-brown with a thin layer of lacquer

▪ Paint in the crankcase peels off or blisters

▪ Excessive carbon is formed in the piston cool-ing chamber

In a grave case of oil deterioration the system mustbe cleaned thoroughly and refilled with new oil.

Oxidation of oils

At normal service temperature the rate of oxidationis insignificant, but the following factors will acceler-ate the process:

High temperature If the coolers are ineffective, the temperature levelwill generally rise. A high temperature will also arisein electrical pre-heaters if the circulation is not con-tinued for 5 minutes after the heating has beenstopped, or if the heater is only partly filled with oil.

Catalytic action Oxidation of the oil will be accelerated considerablyif catalytic particles are present in the oil. Wear par-ticles of copper are especially harmful, but also fer-rous particles and rust are active. Furthermore, thelacquer and varnish oxidation products of the oilitself have an accelerating effect. Continuous clean-ing of the oil is therefore important to keep thesludge content low.

Water washing

Water washing of HD oils (heavy duty) must not becarried out.

MAN Diesel & Turbo



2014.06.04

Water in the oil

If the TAN is low, a minor increase in the fresh watercontent of the oil is not immediately detrimentalwhile the engine is in operation. Naturally, it shouldbe brought down again as quickly as possible(below 0.2% water content, which is permissible,see description "B 12 15 0/504.04 criteria forexchange of lube oil”). If the engine is stopped whilecorrosion conditions are unsatisfactory, the crank-shaft must be turned ½ - ¾ revolution once everyhour by means of the turning gear. Please makesure that the crankshaft stops in different positions,to prevent major damage to bearings and journals.The lubricating oil must be circulated and separatedcontinuously to remove water.

Water in the oil may be noted by steam formationon the sight glasses, by appearance, or ascertainedby immersing a piece of glass or a soldering ironheated to 200-300°C in an oil sample. If there is ahissing sound, water is present. If a large quantity ofwater has entered the lubricating oil system, it hasto be removed. Either by sucking up sedimentwater from the bottom, or by replacing the oil in thesump. An oil sample must be analysed immediatelyfor chloride ions.

MAN Diesel & Turbo


L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,


2014.06.04

Replacement of lubricating oil

The expected lubricating oil lifetime in operation isdifficult to determine. The lubricating oil lifetime isdepending on the fuel oil quality, the lubricating oilquality, the lubricating oil consumption, the lubricat-ing oil cleaning equipment efficiency and the engineoperational conditions.

In order to evaluate the lubricating oil condition asample should be drawn on regular basis at leastonce every three month or depending on the latestanalysis result. The lubricating oil sample must bedrawn before the filter at engine in operation. Thesample bottle must be clean and dry, supplied withsufficient indentification and should be closedimmediately after filling. The lubricating oil samplemust be examined in an approved laboratory or inthe lubricating oil suppliers own laboratory.

A lubricating oil replacement or an extensive lubri-cating oil cleaning is required when the MAN Diesel& Turbo exchange criteria's have been reached.

Evaluation of the lubricating oil condition

Based on the analysis results, the following guid-ance are normally sufficient for evaluating the lubri-cating oil condition. The parameters themselves cannot be jugded alonestanding, but must be evalu-ated together in order to conclude the lubricating oilcondition.

1. Viscosity

Limit value:

Normalvalue

min.value

max.value

SAE 30 [cSt@40° C]

SAE 30 [cSt@100° C]

SAE 40 [cSt@40° C]

SAE 40 [cSt@100° C]

95 - 125

11 - 13

135 - 165

13.5 - 15.0

75

9

100

11

160

15

220

19

Unit : cSt (mm2/s)

Possible testmethod

: ASTM D-445, DIN51562/53018, ISO3104

Increasing viscosity indicates problems with insolu-bles, HFO contamination, water contamination, oxi-dation, nitration and low load operation. Decreasingviscosity is generally due to dilution with lighter vis-cosity oil.

2. Flash point

Min. value : 185° C

Possible testmethod

: ASTM D-92, ISO 2719

Normally used to indicate fuel dilution.

3. Water content

Max. value : 0.2 %

Unit : Weight %

Possible testmethod

: ASTM D4928, ISO 3733

Water can originate from contaminated fuel oil, anengine cooling water leak or formed as part of thecombustion process. If water is detected alsoSodium, Glycol or Boron content should bechecked in order to confirm engine coolant leaks.

4. Base number

Min. value : The BN value should not be lowerthan 50% of fresh lubricating oil value,but minimum BN level never to belower than 10-12 at operating on HFO!

Unit : mg KOH/g

Possible testmethod

: ASTM D-2896, ISO 3771

The neutralization capacity must secure that theacidic combustion products, mainly sulphur origi-nate from the fuel oil, are neutralized at the lube oilconsumption level for the specific engine type.Gradually the BN will be reduced, but should reachan equilibrium.

5. Total acid number (TAN)

Max. value : 3.0 acc. to fresh oil value

Unit : mg KOH/g

Possible testmethod

: ASTM D-664

TAN is used to monitor oil degradation and is ameasure of the total acids present in the lubricatingoil derived from oil oxidation (weak acids) and acidicproducts of fuel combustion (strong acids).

MAN Diesel & Turbo

1609533-1.7Page 1 (2) Criteria for cleaning/exchange of lubricating oil B 12 15 0

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

2007.03.12

6. Insolubles content

Max. value : 1.5 % generally, depending uponactual dispersant value and theincrease in viscosity

Unit : Weight %

Possible testmethod

: ASTM D-893 procedure B in Heptane,DIN 51592

Additionallytest

: If the level in n-Heptane insolubles isconsidered high for the type of oil andapplication, the test could be followedby a supplementary determination inToluene.

Total insolubles is maily derived from products ofcombustion blown by the piston rings into thecrankcase. It also includes burnt lubricating oil,additive ash, rust, salt, wear debris and abrasivematter.

7. Metal content

Metal content Remarks Attention limits

IronChromiumCopperLeadTinAluminiumSilicon

Depend uponengine type andoperating condi-

tions

max. 50 ppmmax. 10 ppmmax. 15 ppmmax. 20 ppmmax. 10 ppmmax. 20 ppmmax. 20 ppm

MAN Diesel & Turbo

B 12 15 0 Criteria for cleaning/exchange of lubricating oil 1609533-1.7Page 2 (2)

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,V28/32DF

2007.03.12

Cooling Water System

B 13

Engine cooling water specifications

Preliminary remarksAs is also the case with the fuel and lubricating oil, the engine cooling watermust be carefully selected, handled and checked. If this is not the case, cor-rosion, erosion and cavitation may occur at the walls of the cooling system incontact with water and deposits may form. Deposits obstruct the transfer ofheat and can cause thermal overloading of the cooled parts. The systemmust be treated with an anticorrosive agent before bringing it into operationfor the first time. The concentrations prescribed by the engine manufacturermust always be observed during subsequent operation. The above especiallyapplies if a chemical additive is added.

RequirementsThe properties of untreated cooling water must correspond to the followinglimit values:

Properties/Characteristic Properties Unit

Water type Distillate or fresh water, free of foreign matter. -

Total hardness max. 10 °dH*

pH value 6.5 - 8 -

Chloride ion content max. 50 mg/l**

Table 1: Cooling water - properties to be observed

*) 1°dH (German hard-ness)

≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

≙ 0.357 mval/l ≙ 0.179 mmol/l

**) 1 mg/l ≙ 1 ppm

The MAN Diesel water testing equipment incorporates devices that deter-mine the water properties directly related to the above. The manufacturers ofanticorrosive agents also supply user-friendly testing equipment. Notes forcooling water check see in 010.005 Engine – Work Instructions010.000.002-03.

Additional informationIf distilled water (from a fresh water generator, for example) or fully desalina-ted water (from ion exchange or reverse osmosis) is available, this shouldideally be used as the engine cooling water. These waters are free of limeand salts which means that deposits that could interfere with the transfer ofheat to the cooling water, and therefore also reduce the cooling effect, can-not form. However, these waters are more corrosive than normal hard wateras the thin film of lime scale that would otherwise provide temporary corro-sion protection does not form on the walls. This is why distilled water mustbe handled particularly carefully and the concentration of the additive mustbe regularly checked.

The total hardness of the water is the combined effect of the temporary andpermanent hardness. The proportion of calcium and magnesium salts is ofoverriding importance. The temporary hardness is determined by the carbo-nate content of the calcium and magnesium salts. The permanent hardness

Limit values

Testing equipment

Distillate

Hardness

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is determined by the amount of remaining calcium and magnesium salts (sul-phates). The temporary (carbonate) hardness is the critical factor that deter-mines the extent of limescale deposit in the cooling system.

Water with a total hardness of > 10°dGH must be mixed with distilled wateror softened. Subsequent hardening of extremely soft water is only necessaryto prevent foaming if emulsifiable slushing oils are used.

Damage to the cooling water systemCorrosion is an electrochemical process that can widely be avoided byselecting the correct water quality and by carefully handling the water in theengine cooling system.

Flow cavitation can occur in areas in which high flow velocities and high tur-bulence is present. If the steam pressure is reached, steam bubbles formand subsequently collapse in high pressure zones which causes the destruc-tion of materials in constricted areas.

Erosion is a mechanical process accompanied by material abrasion and thedestruction of protective films by solids that have been drawn in, particularlyin areas with high flow velocities or strong turbulence.

Stress corrosion cracking is a failure mechanism that occurs as a result ofsimultaneous dynamic and corrosive stress. This may lead to cracking andrapid crack propagation in water-cooled, mechanically-loaded components ifthe cooling water has not been treated correctly.

Processing of engine cooling waterThe purpose of treating the engine cooling water using anticorrosive agentsis to produce a continuous protective film on the walls of cooling surfacesand therefore prevent the damage referred to above. In order for an anticor-rosive agent to be 100 % effective, it is extremely important that untreatedwater satisfies the requirements in the section "Requirements".

Protective films can be formed by treating the cooling water with an anticor-rosive chemical or an emulsifiable slushing oil.

Emulsifiable slushing oils are used less and less frequently as their use hasbeen considerably restricted by environmental protection regulations, andbecause they are rarely available from suppliers for this and other reasons.

Treatment with an anticorrosive agent should be carried out before theengine is brought into operation for the first time to prevent irreparable initialdamage.

Treatment of the cooling waterThe engine must not be brought into operation without treating thecooling water first.

Additives for cooling waterOnly the additives approved by MAN Diesel & Turbo and listed in the tablesunder the section entitled „Approved cooling water additives“ may be used.

Corrosion

Flow cavitation

Erosion

Stress corrosion cracking

Formation of a protectivefilm

Treatment prior to initialcommissioning of engine

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A cooling water additive may only be permitted for use if tested andapproved as per the latest directives of the ICE Research Association (FVV)"Suitability test of internal combustion engine cooling fluid additives.” The testreport must be obtainable on request. The relevant tests can be carried outon request in Germany at the staatliche Materialprüfanstalt (Federal Institutefor Materials Research and Testing), Abteilung Oberflächentechnik (SurfaceTechnology Division), Grafenstraße 2 in D-64283 Darmstadt.

Once the cooling water additive has been tested by the FVV, the enginemust be tested in the second step before the final approval is granted.

Additives may only be used in closed circuits where no significant consump-tion occurs, apart from leaks or evaporation losses. Observe the applicableenvironmental protection regulations when disposing of cooling water con-taining additives. For more information, consult the additive supplier.

Chemical additivesSodium nitrite and sodium borate based additives etc. have a proven trackrecord. Galvanised iron pipes or zinc sacrificial anodes must not be used incooling systems. This corrosion protection is not required due to the prescri-bed cooling water treatment and electrochemical potential reversal that mayoccur due to the cooling water temperatures which are usual in enginesnowadays. If necessary, the pipes must be deplated.

Slushing oilThis additive is an emulsifiable mineral oil with added slushing ingredients. Athin film of oil forms on the walls of the cooling system. This prevents corro-sion without interfering with heat transfer, and also prevents limescale depos-its on the walls of the cooling system.

The significance of emulsifiable corrosion-slushing oils is fading. Oil-basedemulsions are rarely used nowadays for environmental protection reasonsand also because stability problems are known to occur in emulsions.

Anti-freeze agentsIf temperatures below the freezing point of water in the engine cannot beexcluded, an anti-freeze solution that also prevents corrosion must be addedto the cooling system or corresponding parts. Otherwise, the entire systemmust be heated.

Sufficient corrosion protection can be provided by adding the products listedin the table entitled „Anti-freeze solutions with slushing properties“ (Militaryspecification: Sy-7025) while observing the prescribed minimum concentra-tion. This concentration prevents freezing at temperatures down to -22 °Cand provides sufficient corrosion protection. However, the quantity of anti-freeze solution actually required always depends on the lowest temperaturesthat are to be expected at the place of use.

Anti-freezes are generally based on ethylene glycol. A suitable chemical anti-corrosive agent must be added if the concentration of the anti-freeze solutionprescribed by the user for a specific application does not provide an appro-priate level of corrosion protection, or if the concentration of anti-freeze solu-tion used is lower due to less stringent frost protection requirements anddoes not provide an appropriate level of corrosion protection. Consideringthat anti-freeze agents listed in the table „Anti-freeze solutions with slushing

Required approval

In closed circuits only

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properties“ also contain corrosion inhibitors and their compatibility with otheranticorrosive agents is generally not given, only pure glycol may be used asanti-freeze agent in such cases.

Simultaneous use of anticorrosive agent from the table „Chemical additives –nitrite free” together with glycol is not permitted, because monitoring the anti-corrosive agent concentration in this mixture is not more possible.

Anti-freeze solutions may only be mixed with one another with the consent ofthe manufacturer, even if these solutions have the same composition.

Before an anti-freeze solution is used, the cooling system must be thoroughlycleaned.

If the cooling water contains an emulsifiable slushing oil, anti-freeze solutionmust not be added as otherwise the emulsion would break up and oil sludgewould form in the cooling system.

BiocidesIf you cannot avoid using a biocide because the cooling water has been con-taminated by bacteria, observe the following steps:

▪ You must ensure that the biocide to be used is suitable for the specificapplication.

▪ The biocide must be compatible with the sealing materials used in thecooling water system and must not react with these.

▪ The biocide and its decomposition products must not contain corrosion-promoting components. Biocides whose decomposition products con-tain chloride or sulphate ions are not permitted.

▪ Biocides that cause foaming of cooling water are not permitted.

Prerequisite for effective use of an anticorrosive agent

Clean cooling systemAs contamination significantly reduces the effectiveness of the additive, thetanks, pipes, coolers and other parts outside the engine must be free of rustand other deposits before the engine is started up for the first time and afterrepairs of the pipe system. The entire system must therefore be cleaned withthe engine switched off using a suitable cleaning agent (see 010.005 Engine– Work Instructions 010.000.001-01.010.000.002-04).

Loose solid matter in particular must be removed by flushing the systemthoroughly as otherwise erosion may occur in locations where the flow veloc-ity is high.

The cleaning agents must not corrode the seals and materials of the coolingsystem. In most cases, the supplier of the cooling water additive will be ableto carry out this work and, if this is not possible, will at least be able to pro-vide suitable products to do this. If this work is carried out by the engineoperator, he should use the services of a specialist supplier of cleaningagents. The cooling system must be flushed thoroughly after cleaning. Oncethis has been done, the engine cooling water must be immediately treatedwith anticorrosive agent. Once the engine has been brought back into opera-tion, the cleaned system must be checked for leaks.

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Regular checks of the cooling water condition and cooling watersystemTreated cooling water may become contaminated when the engine is inoperation, which causes the additive to loose some of its effectiveness. It istherefore advisable to regularly check the cooling system and the coolingwater condition. To determine leakages in the lube oil system, it is advisableto carry out regular checks of water in the compensating tank. Indications ofoil content in water are, e.g. discoloration or a visible oil film on the surface ofthe water sample.

The additive concentration must be checked at least once a week using thetest kits specified by the manufacturer. The results must be documented.

Concentrations of chemical additivesThe chemical additive concentrations shall not be less than theminimum concentrations indicated in the table „Nitrite-containingchemical additives“.

Excessively low concentrations can promote corrosion and must be avoided.If the concentration is slightly above the recommended concentration this willnot result in damage. Concentrations that are more than twice the recom-mended concentration should be avoided.

Every 2 to 6 months send a cooling water sample to an independent labora-tory or to the engine manufacturer for integrated analysis.

Emulsifiable anticorrosive agents must generally be replaced after abt. 12months according to the supplier's instructions. When carrying this out, theentire cooling system must be flushed and, if necessary, cleaned. Once filledinto the system, fresh water must be treated immediately.

If chemical additives or anti-freeze solutions are used, cooling water shouldbe replaced after 3 years at the latest.

If there is a high concentration of solids (rust) in the system, the water mustbe completely replaced and entire system carefully cleaned.

Deposits in the cooling system may be caused by fluids that enter the cool-ing water, or the break up of emulsion, corrosion in the system and limescaledeposits if the water is very hard. If the concentration of chloride ions hasincreased, this generally indicates that seawater has entered the system. Themaximum specified concentration of 50 mg chloride ions per kg must not beexceeded as otherwise the risk of corrosion is too high. If exhaust gas entersthe cooling water, this may lead to a sudden drop in the pH value or to anincrease in the sulphate content.

Water losses must be compensated for by filling with untreated water thatmeets the quality requirements specified in the section Requirements. Theconcentration of the anticorrosive agent must subsequently be checked andadjusted if necessary.

Subsequent checks of cooling water are especially required if the coolingwater had to be drained off in order to carry out repairs or maintenance.

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Protective measuresAnticorrosive agents contain chemical compounds that can pose a risk tohealth or the environment if incorrectly used. Comply with the directions inthe manufacturer's material safety data sheets.

Avoid prolonged direct contact with the skin. Wash hands thoroughly afteruse. If larger quantities spray and/or soak into clothing, remove and washclothing before wearing it again.

If chemicals come into contact with your eyes, rinse them immediately withplenty of water and seek medical advice.

Anticorrosive agents are generally harmful to the water cycle. Observe therelevant statutory requirements for disposal.

Auxiliary enginesIf the same cooling water system used in a MAN Diesel & Turbo two-strokemain engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38or 28/32H, the cooling water recommendations for the main engine must beobserved.

AnalysisWe analyse cooling water for our customers in our chemical laboratory. A 0.5l sample is required for the test.

Permissible cooling water additives

Nitrite-containing chemical additives

Manufacturer Product designation Initial dosing for1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

Drew Marine LiquidewtMaxigard

15 l40 l

15,00040,000

7001,330

1,0502,000

Wilhelmsen (Unitor) Rocor NB LiquidDieselguard

21.5 l4.8 kg

21,5004,800

2,4002,400

3,6003,600

Nalfleet Marine Nalfleet EWT Liq(9-108)Nalfleet EWT 9-111Nalcool 2000

3 l

10 l30 l

3,000

10,00030,000

1,000

1,0001,000

1,500

1,5001,500

Nalco Nalcool 2000

TRAC 102

TRAC 118

30 l

30 l

3 l

30,000

30,000

3,000

1,000

1,000

1,000

1,500

1,500

1,500

Maritech AB Marisol CW 12 l 12,000 2,000 3,000

Uniservice, Italy N.C.L.T.Colorcooling

12 l24 l

12,00024,000

2,0002,000

3,0003,000

Marichem – Marigases D.C.W.T. - Non-Chromate

48 l 48,000 2,400 -

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Manufacturer Product designation Initial dosing for1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

Marine Care Caretreat 2 16 l 16,000 4,000 6,000

Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000

Table 2: Nitrite-containing chemical additives

Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosing for 1,000 litres

Minimum concentration

Arteco Havoline XLI 75 l 7.5 %

Total WT Supra 75 l 7.5 %

Q8 Oils Q8 Corrosion InhibitorLong-Life

75 l 7.5 %

Table 3: Chemical additives - nitrite free

Emulsifiable slushing oils

Manufacturer Product(designation)

BP Diatsol MFedaro M

Castrol Solvex WT 3

Shell Oil 9156

Table 4: Emulsifiable slushing oils

Anti-freeze solutions with slushing properties

Manufacturer Product designation Minimum concentration

BASF Glysantin G 48Glysantin 9313Glysantin G 05

35%

Castrol Radicool NF, SF

Shell Glycoshell

Mobil Frostschutz 500

Arteco Havoline XLC

Total Glacelf Auto SupraTotal Organifreeze

Table 5: Anti-freeze solutions with slushing properties

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Cooling waterinspecting

SummaryAcquire and check typical values of the operating media to prevent or limitdamage.

The fresh water used to fill the cooling water circuits must satisfy the specifi-cations. The cooling water in the system must be checked regularly inaccordance with the maintenance schedule.The following work/steps is/are necessary:Acquisition of typical values for the operating fluid,evaluation of the operating fluid and checking the concentration of the anti-corrosive agent.

Tools/equipment requiredThe following equipment can be used:

▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with allnecessary instruments and chemicals that determine the water hardness,pH value and chloride content (obtainable from MAN Diesel & Turbo orMar-Tec Marine, Hamburg)

When using chemical additives:

▪ Testing equipment in accordance with the supplier's recommendations.Testing kits from the supplier also include equipment that can be used todetermine the fresh water quality.

Testing the typical values of water

Typical value/property Water for filling and refilling (without additive)

Circulating water(with additive)

Water type Fresh water, free of foreign matter Treated cooling water

Total hardness ≤ 10°dGH 1) ≤ 10°dGH 1)

pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C

Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)

Table 1: Quality specifications for cooling water (abbreviated version)

1) dGH German hardness

1°dGh = 10 mg/l CaO= 17.9 mg/l CaCO3

= 0.179 mmol/L

2) 1mg/l = 1 ppm

Equipment for checking thefresh water quality

Equipment for testing theconcentration of additives

Short specification

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Testing the concentration of rust inhibitors

Anticorrosive agent Concentration

Chemical additives in accordance with quality specification in Volume 010.005 Engine – operating manual010.000.023-14

Anti-freeze agents in accordance with quality specification in Volume 010.005 Engine – operating manual010.000.023-14

Table 2: Concentration of the cooling water additive

The concentration should be tested every week, and/or according to themaintenance schedule, using the testing instruments, reagents and instruc-tions of the relevant supplier.

Chemical slushing oils can only provide effective protection if the right con-centration is precisely maintained. This is why the concentrations recommen-ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine– operating manual 010.000.023-14) must be complied with in all cases.These recommended concentrations may be other than those specified bythe manufacturer.

The concentration must be checked in accordance with the manufacturer'sinstructions or the test can be outsourced to a suitable laboratory. If indoubt, consult MAN Diesel & Turbo.

We can analyse fuel for customers at our laboratory (PrimeServ Lab).

Brief specification

Testing the concentration ofchemical additives

Testing the concentration ofanti-freeze agents

Testing

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Cooling water system

SummaryRemove contamination/residue from operating fluid systems, ensure/re-establish operating reliability.

Cooling water systems containing deposits or contamination prevent effec-tive cooling of parts. Contamination and deposits must be regularly elimina-ted.This comprises the following:Cleaning the system and, if required,removal of limescale deposits,flushing the system.

CleaningThe cooling water system must be checked for contamination at regularintervals. Cleaning is required if the degree of contamination is high. Thiswork should ideally be carried out by a specialist who can provide the rightcleaning agents for the type of deposits and materials in the cooling circuit.The cleaning should only be carried out by the engine operator if this cannotbe done by a specialist.

Oil sludge from lubricating oil that has entered the cooling system or a highconcentration of anticorrosive agents can be removed by flushing the systemwith fresh water to which some cleaning agent has been added. Suitablecleaning agents are listed alphabetically in the table entitled "Cleaning agentsfor removing oil sludge". Products by other manufacturers can be used pro-viding they have similar properties. The manufacturer's instructions for usemust be strictly observed.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C

Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C

Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature

Vecom Ultrasonic Multi Cleaner

4% 12 h at 50 – 60 °C

Table 1: Cleaning agents for removing oil sludge

Lime and rust deposits can form if the water is especially hard or if the con-centration of the anticorrosive agent is too low. A thin lime scale layer can beleft on the surface as experience has shown that this protects against corro-sion. However, limescale deposits with a thickness of more than 0.5 mmobstruct the transfer of heat and cause thermal overloading of the compo-nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts ofthe system, such as the sealing elements of the water pumps. Together withthe elements that are responsible for water hardness, this forms what isknown as ferrous sludge which tends to gather in areas where the flowvelocity is low.

Products that remove limescale deposits are generally suitable for removingrust. Suitable cleaning agents are listed alphabetically in the table entitled"Cleaning agents for removing lime scale and rust deposits". Products by

Oil sludge

Lime and rust deposits

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other manufacturers can be used providing they have similar properties. Themanufacturer's instructions for use must be strictly observed. Prior to clean-ing, check whether the cleaning agent is suitable for the materials to becleaned. The products listed in the table entitled "Cleaning agents for remov-ing lime scale and rust deposits" are also suitable for stainless steel.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew SAF-AcidDescale-ITFerroclean

5 - 10%5 - 10%10%

4 h at 60 - 70 °C4 h at 60 - 70 °C4 - 24 h at 60 - 70 °C

Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 ℃

Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C

Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C

Table 2: Cleaning agents for removing limescale and rust deposits

Hydrochloric acid diluted in water or aminosulphonic acid may only be usedin exceptional cases if a special cleaning agent that removes limescaledeposits without causing problems is not available. Observe the followingduring application:

▪ Stainless steel heat exchangers must never be treated using dilutedhydrochloric acid.

▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,brass, etc.) must be treated with deactivated aminosulphonic acid. Thisacid should be added to water in a concentration of 3 - 5 %. The tem-perature of the solution should be 40 - 50 °C.

▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-chloric acid is used as the cleaning agent, there is always a danger thatacid will remain in the system, even when the system has been neutral-ised and flushed. This residual acid promotes pitting. We therefore rec-ommend you have the cleaning carried out by a specialist.

The carbon dioxide bubbles that form when limescale deposits are dissolvedcan prevent the cleaning agent from reaching boiler scale. It is thereforeabsolutely necessary to circulate the water with the cleaning agent to flushaway the gas bubbles and allow them to escape. The length of the cleaningprocess depends on the thickness and composition of the deposits. Valuesare provided for orientation in the table entitled "Detergents for removing limescale and rust deposits“.

The cooling system must be flushed several times once it has been cleanedusing cleaning agents. Replace the water during this process. If acids areused to carry out the cleaning, neutralise the cooling system afterwards withsuitable chemicals then flush. The system can then be refilled with water thathas been prepared accordingly.

Only carry out the cleaning operation once the engine hascooled downStart the cleaning operation only when the engine has cooled down.Hot engine components must not come into contact with cold water.Open the venting pipes before refilling the cooling water system.Blocked venting pipes prevent air from escaping which can lead tothermal overloading of the engine.

In emergencies only

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Cleaning products can cause damageThe products to be used can endanger health and may be harmful tothe environment.Follow the manufacturer's handling instructions without fail.

The applicable regulations governing the disposal of cleaning agents or acidsmust be observed.

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Quality of Raw-water in Cooling Tower Operation(additive and circulating water)

This guideline specifi es the basic demands made on cooling water for cooling tower operation. Should the cooling tower manufacturer make further de-mands on the water quality, these requirements must, by all means, be observed.

Moreover, it must be taken into consideration that additional demands will be made on the water qual-ity depending on the material of the coolers, which are applied with water. Additional requirements for the cooling water made by the cooler manufacturer must also be observed.

General

The raw water system with cooling tower re-cooling concerns an open circulation system, which dissi-pates the heat absorbed from the water by evapora-tion into the cooling tower. This results at the same time in a continuous water loss due to evaporation. In order to restrict the incurring salt concentration, a certain water amount must permanently be topped as additive water.

Water losses due to evaporation and blowing down (depending on the additive water quality) may amount up to 3 % of the circulating water quantity.

Blowing down

An increasing evaporation loss results in a higher concentration of the salts and the suspended sub-stances in the water and, therefore, in an increas-ing tendency to corrosion and the formation of deposits in the system. In addition, the raw water absorbs impurities from the ambient air. Deposits have a negative effect on the heat dissipation in the coolers and the control system function.

In order to avoid excessive concentration, a part of the thickened circulating water must be removed from the circuit and be replaced by less concen-trated additive water. Blowing down has a regulat-ing effect on the concentration constituents of the circulating water. The amount of the water to be ex-changed depends on the water quality and has to be chosen as to ensure constant compliance with the limit values specifi ed for the circulating water (see Table 1).

Additive water

The system water losses caused by blowing down, evaporation or leakages must be replaced by con-tinuous additive water topping during operation. The required amount of additive water depends on the quality of the additive water and the climatic site conditions.

Certain demands have to be made on the additive water quality, which is based on the requirements for circulating water taking the concentration de-gree into consideration. If the required water qual-ity cannot be achieved, the water has to be treated chemically (e.g. softening or hardness stabilisation) or mechanically, if necessary. Otherwise

• deposits due to precipitation of hardly soluble salts,

• sediments of disperse solid substances,• corrosion, • growth of micro organisms are to be expected.

The cooling tower should, at least, be run with a concentration by factor 2. Higher concentrations are, in general, more economic. In order to permit this, the content of substances must not exceed half of the amount of the contents permitted for circulat-ing water. For the absolute minimum requirements, please see Table 1.

Water treatment

Depending on the water quality, various treatment processes come into consideration: • Decarbonisation, acid injection• Desalinisation• Cooling water conditioning (chemical treatment).

By using special chemicals, so-called stabilisers and conditioners, deposits and corrosion in the cool-ing water circuit can largely be controlled. These means permit operation at increased concentration and, therefore, a reduction of the required additive water.

When using chemical additives for cooling water conditioning, the cooling tower manufacturer is to be contacted.

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Quality guidelines for circulating and additive water

Circulating

waterAdditive water 1)

AppearanceColourless,

clear, no sediments

Colourless, clear, no

sediments

pH value 2) 7.5 - 8.5 -

Total salt content < 2,500 ppm < 1,250 ppm

Conductivity < 3,000 μS/cm -

Calcium > 20 ppm > 10 ppm

Carbonatehardness withouthardnessstabilation

< 4 ûdH< 71 ppm

CaCO3

< 2 üdH< 35 ppm

CaCO3

Carbonatehardness withhardnessstabilisation

< 20 üdH< 356 ppm

CaCO3

< 10 üdH< 178 ppm

CaCO3

Chloride < 200 ppm < 100 ppm

Sulphate < 300 ppm < 150 ppm

KMnO4 consumption

< 100 g/m3 -

Germ number < 10,000 /ml -

Table 1 Quality guidelines for circulating and additive water

1) Minimum requirements in the case of contration factor 2. At a higher concentration the values are accordingly lower.

2) When using chemical additives, the pH values may be located outside the specifi ed range.

Quality of Raw-water in Cooling Tower Operation(additive and circulating water)

Monitoring of the water quality

pH Value, water hardness and conductivity of the circulating water should, at least, be measured every 2 weeks. Based on the conductivity, it can be checked whether the prescribed concentration fac-tor is kept. Regular checks must include the values stated in Table 1.

Utilisation of biocides

Intensive venting of the water in the cooling tower and insulation will, above all, during the warm sea-son, cause algeas and microorganisms, which clog the cooling system, support corrosion and clearly reduce the cooling effi ciency.

Growth by algeas, shells and bacteria colonies must, therefore, be eliminated by vaccination with chlorine or effective biocides.

The selection and application of biocides depends on the occurring microorganisms. Close coopera-tion with the manufacturer, resp. supplier, would be recommendable as they dispose of suitable test processes for micro organism detection as well as the necessary experience.

Environmental protection, safety

The locally applicable environmental requirements are, in cooling tower operation, to be taken into consideration for the discharge of blow-down wa-ter and disposal of the substances (hardness sta-bilisers, biocides, corrosion inhibitors, dispersants) used for cooling water treatment.

When using chemical additives, the safety regula-tions of the manufactures must, by all means, be observed.

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Quality of Water used in Exhaust Gas Boiler Plants

Conditions

Like fuel, lube oil and engine cooling water, water for exhaust gas boiler plants is a consumable, which has carefully to be chosen, treated and supervised. In the case of improper water maintenance, corro-sion and deposits may form up in the water. Depos-its will on their part again result in corrosion and have an adverse effect on heat transfer.

Any additional requirements for water quality speci-fi ed in the boiler manufacturer's manual have to be taken into consideration.

Applications

Two different systems are used:

• Exhaust gas boiler plants generate steam, which is used as heat transfer agent in other systems.

• With regard to steam turbines, steam generated by means of the exhaust gas temperature is used for energy production.

Separate demands made on feed and circulating water are valid for both application cases.

Exhaust gas boiler without steam turbine

The quality requirements for feed and circulating water comply with TRD 611 (Technische Regeln für Dampfkessel = technical rules for steam boilers). Low-salt and salt-laden feed water can be used if the specifi cations in Table 1, are kept. The utilisa-tion of the salt-free feed water is possible, but not necessary. When using saltless feed water, corre-sponding limit values are valid for circulating water.

Saltless feed

water

Low-salt or salt-laden feed water

pH value at 25 °C > 9 > 9

Hardness < 0.06 ûdH

resp. < 0.01 mmol/l

Conductivity at 25 °C

< 0.2 μS/cm 1)

Oxygen content < 0.1 mg/l < 0.02 mg/l

Table 1 Requirements for feed water in exhaust gas boilers

1) After strongly acid sample drawing cation exchanger

Saltless

circulating water

Low-salt or salt-laden circulating

water

pH value at 25 °C 9.5 - 10.5 10.5 - 12

Conductivity at 25 °C

< 50μS/cm < 5000μS/cm

Acid capacity up to pH 8.2

1 - 12 mmol/l

Table 2 Requirements for circulating water in exhaust gas boiler

Exhaust gas boiler with steam turbine

Only saltless feed water, which complies with the requirements according to Table 3, may be used for steam turbines.

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Treatment

The feed water has to be treated with suitable chemicals. If an exhaust gas boiler without turbine is used, the conditioning agent must contain the fol-lowing products:

• Residue softener

• Oxygen binder

• Alkalising medium

• Steam-volatile alkalising medium for corrosion protection in the condensate system (not compul-sorily required in the case of saltless feed water)

• Possible dispersing agent (in particular, if depos-its already exist in the boiler system).

MAN Diesel recommends using combination prod-ucts. This simplifi es the treatment and ensures that all vital points concerning water treatment are taken into consideration.

During the warranty period and in the case of exist-ing maintenance contracts, only the products men-tioned in Table 5, are to be used.


Saltfree feed water

pH value at 25 °C > 9

Conductivity at 25 °C < 0.2 μS/cm1)

Oxygen content < 0.1 mg/l

Iron, total Fe < 0.03 mg/l

Copper, total Cu < 0.005 mg/l

Silicic acid, SiO2 < 0.02 mg/l

Table 3 Requirements for feed water in steam turbines

1) After strongly acid sample drawing cation exchanger

Saltfree circulating water

pH value at 25 °C 9.5 - 10.5

Conductivity at 25 °C < 3 μS/cm

Silicic acid, SiO2 < 4 mg/l

Table 4 Requirements for circulating water in steam turbines

Producer Product

DREW Advantage 121 M

Nalco Nalco 72400

Unitor Liquitreat + Condensate Control

Table 5 Combination products for treatment of the feed water in exhaust gas boilers without steam turbine

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It is expressly pointed out that warranty for the products used has to be taken over by the product manufacturer.

The recommendations of the turbine manufacturer are to be taken into consideration for the treatment of water used in steam turbines. General recom-mendations can, in this case, not be given.

Water maintenance

The following values of the feed water are to be checked and documented regularly:

• pH Value, daily• Conductivity, daily• Hardness, daily • Oxygen content, resp. surplus at oxygen binder,

daily • Concentration of additives (according to manu-

facturer specifi cations)• Iron content• Acid capacity of up to pH 8.2 (pH value)

With regard to steam turbines, the following has, in addition, to be checked weekly:

• Copper content, silicic acid

The following values of the boiler water are to be checked and documented regularly:

• pH Value, daily• Conductivity, daily • Hardness, daily• Iron content • Acid capacity of up to pH 8.2 (pH value).• Additive concentration (according to manufactur-

er specifi cations)

The following values of the condensate are to be checked and documented regularly:

• pH Value, daily• Conductivity, daily• Hardness• Iron content• Additive concentration (according to manufactur-

er specifi cations).

Cleaning of the exhaust gas boiler

Cleaning at the exhaust gas side is carried out with steam or water, by means of the corresponding devices. In the case of water cleaning, special re-quirements are not to be observed, with the excep-tion that sea or brackish water must not be used.

Correct maintenance provided, water cleaning is not necessary. Should cleaning prove to be neces-sary, a suitable company has to be engaged, which is able to carry out professional cleaning.

Water specification for fuel-water emulsions

PrerequisitesThe water used for the fuel-water emulsion is an operating fluid that must becarefully selected, processed (if necessary) and monitored. If this is not done,deposits, corrosion, erosion and cavitation may occur on the fuel systemcomponents that come into contact with the fuel-water emulsion.

SpecificationsThe characteristic values of the water used must be within the following limitvalues:

Properties/Characteristic

Characteristic value Unit

Water type Distillate or fresh water, free of foreign matter. -

Total hardness max. 10 ºdH*

pH value 6.5 - 8 -

Chloride ion content max. 50 mg/l

Table 1: Fuel-water emulsion - characteristic values to be observed

*) 1º dH (German hard-ness)

≙ 10 mg CaOin 1 litre of water

≙ 17.9 mg CaCO3/l

≙ 0.357 mval/l ≙ 0.179 mmol/l

The MAN Diesel water testing kit contains instruments that allow the watercharacteristics referred to above (and others) to be easily determined.

Additional informationIf distillate (e.g. from the fresh water generator) or fully desalinated water (ionexchanger) is available, this should ideally be used for the fuel-water emul-sion. These types of water are free of lime and salts.

The total hardness of the water is the combined effect of the temporary andpermanent hardness. It is largely determined by the calcium and magnesiumsalts. The temporary hardness depends on the hydrocarbonate content inthe calcium and magnesium salts. The lasting (permanent) hardness is deter-mined by the remaining calcium and magnesium salts (sulphates).

Water with hardness greater than 10°dH (German total hardness) must beblended or softened with distillate. It is not necessary to increase the hard-ness of extremely soft water.

Treatment with anticorrosive agents not requiredTreatment with anticorrosive agents is not required and must beomitted.

Limit values

Testing instruments

Distillate

Hardness

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D010.000.023-16-0001 EN 1 (1)

Internal cooling water system

The engine's cooling water system comprises a lowtemperature (LT) circuit and a high temperature (HT)circuit. The systems are designed only for treatedfresh water.

Low temperature cooling water system

The water in the low temperature system passesthrough the low temperature circulating pump andthen through the second stage of the charge aircooler before it leaves the engine and finally passesthrough the external lubricating oil cooler.

In order to prevent a too high charge air tempera-ture, the design freshwater temperature in the LTsystem should not be too high. Max. 36°C is a con-venient choice.

High temperature cooling water system

The high temperature cooling water system passesthrough the high temperature circulating pump andthen through the first stage of the charge air coolerbefore it enters the cooling water jacket and the cyl-inder head. Then the water leaves the engine.

An engine outlet temperature of 82-85°C ensures aperfect combustion in the entire load area whenrunning on Heavy Fuel Oil (HFO), i.e. this tempera-ture limits the thermal loads in the high-load area,and hot corrosion in the combustion area is avoi-ded.

In the low-load area, the temperature is sufficientlyhigh to secure a perfect combustion and at thesame time cold corrosion is avoided; the latter isalso the reason why the engine, in stand-by positionand when starting on HFO, should be preheatedwith a medium cooling water temperature of ≥ 60°C– by means of a preheating system.

System lay-out

MAN Diesel & Turbo's standard for the internalcooling water system is shown on B 13 00 0, Inter-nal Cooling Water System. The system has beenconstructed with a view to full integration into theexternal system.

Temperature regulation in the HT and LT systemstakes place in the external system where also fresh-water heat exchangers are situated.

HT- and LT-circulating pumps

The circulating pumps which are of the centrifugaltype are mounted on the front cover of the engineand is driven by the crankshaft through a resilientgear transmission.

Thermostatic valves

The thermostatic valves are fully automatic three-way valves with thermostatic elements set at fixedtemperatures.

Preheating arrangement

The engine is equipped with a built-on preheatingarrangement in the HT-circuit including a thermo-static controlled electrical heating element andsafety valve.

The system is based on thermo-syphon circulation.

MAN Diesel & Turbo

1689492-1.1Page 1 (1) Internal cooling water system B 13 00 0

V28/32S

2012.05.07

Internal cooling water system

Figure 1: Diagram for internal cooling water system

Pipe description

F1 HT fresh water inlet DN 125

F2 HT fresh water outlet DN 125

F3 Venting to expansion tank DN 15

F15 Venting from expansion tank DN 15

G1 LT fresh water inlet DN 125

G2 LT fresh water outlet DN 125

Table 1: Flange connections are standard according to DIN 2501

Description

The system is designed with separate LT- and HT-circuits and is fully integrated in the external system,which can be a conventional or a centralized cool-ing water system. It is however, recommended thatthe alternator engines have separate temperatureregulation on the HT-circuit.

Low temperature circuit

As standard the system is prepared for fresh waterin the LT-system, with pipes made of steel and theplates in the lub. oil cooler made of stainless steel.

High temperature circuit

From the external HT-system, water is led throughHT-pump, HT-charge air cooler and a distributingpipe to bottom of the cooling water space betweenthe liner and the frame of each cylinder unit. Thewater is led out through bores in the top of theframe via the cooling water guide jacket to the borecooled cylinder head for cooling of this and thevalve seats.

From the cylinder heads the water is led through acommon outlet pipe to the external system.

MAN Diesel & Turbo

1687117-4.1Page 1 (2) Internal cooling water system B 13 00 2

V28/32S

2002.09.09

Optionals

Alternatively the engine can be equipped with thefollowing branches for:

▪ External preheating

▪ Alternator cooling

If the alternator is cooled by water, the pipes for thiscan be integrated on the GenSet.

Data

For heat dissipation and pump capacities, see D 1005 0, "List of Capacities".

Set points and operating levels for temperature andpressure are stated in B 19 00 0, "Operating Dataand Set Points".

Other design data are stated in B 13 00 0, "DesignData for the External Cooling Water System".

MAN Diesel & Turbo

B 13 00 2 Internal cooling water system 1687117-4.1Page 2 (2)

V28/32S

2002.09.09

General

This data sheet contains data regarding the neces-sary information for dimensioning of auxiliary machi-nery in the external cooling water system for theV28/32S type engine(s).The stated data are for oneengine only and are specified at MCR.

For heat dissipation and pump capacities see D 1005 0 "List of Capacities". Set points and operatinglevels for temperature and pressure are stated in B19 00 0 "Operating Data and Set Points".

External pipe velocities

For external pipe connections we prescribe the fol-lowing maximum water velocities:

Fresh water : 3.0 m/s Sea water : 3.0 m/s

Pressure drop across engine

The pressure drop across the engines HT system,exclusive pump and thermostatic valve, is approx.0.5 bar.

Lubricating air cooler

The pressure drop of cooling water across the built-on lub. oil cooler is approx. 0.05 bar; the pressuredrop may be different depending on the actualcooler design.

Thermostatic valve

The pressure drop across the built-on thermostaticvalve is approx. 0.5 bar.

Charge air cooler

The pressure drop of cooling water across thecharge air cooler is:

∆P = V² x K [Bar]

V = Cooling water flow in m³/h

K = Constant, see B 15 00 0, Charge Air Cooler

Pumps

The cooling water pumps should be of the centrifu-gal type.

FW SW

Differential pressure 1-2.5 bar 1-2.5 bar

Working temperature max. 90°C max. 50°C

Expansion tank

To provide against changes in volume in the closedjacket water cooling system caused by changes intemperature or leakage, an expansion tank must beinstalled.

As the expansion tank also provides a certain suc-tion head for the fresh water pump to prevent cava-tion, the lowest water level in the tank should beminimum 8-10 m above the centerlinie of the crank-shaft.

The venting pipe must be made with continuousupward slope of minimum 5°, even when the shipheel or trim (static inclination).

The venting pipe must be connected to the expan-sion tank below the minimum water level; this pre-vents oxydation of the cooling water caused by"splashing" from the venting pipe. The expansiontank should be equipped with venting pipe andflange for filling of water and inhibitors.

Minimum recommended tank volume: 0.3 m³. For multiplants the tank volume should be min.:

V = 0.3 + (exp. vol. per ekstra eng.) [m³]

Data for external preheating system

The capacity of the external preheater should be1.2-1.6 kW/cyl. The flow through the engine shouldfor each cylinder be approx. 2.2 l/min with flow fromtop and downwards and 15 l/min with flow frombottom and upwards. See also table 1 below.

Cyl. No. 12 16 18

Quantity of water in eng:HT system (litre)LT system (litre)

1200124

1600132

1800136

Expansion vol. (litre) 66 88 99

Preheating data:Radiation area (m2)Thermal coeff. (kJ/°C)

39.811976

49.415968

54.217964

Table 1: Showing cooling water data which are depending onthe number of cylinders.

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V28/32S

2010.08.30

Design of external cooling water system

According to the various conditions prevailing atindividual sites cooling water system variants whichcan be integrated most efficiently into the powerstation concept can be selected.

The following alternatives are available:

1. Radiator cooling systems for regions where wateris a limited resource in order to provide independ-ence from the water supply.

2. Heat exchanger cooling systems should be selec-ted where the water supply is adequate.

3. Cooling tower systems are adopted where unlimi-ted amounts of water is available.

4. Preheating with surplus heat.

5. Preheating in engine top, downwards.

6. As few change-over valves as possible.

7. Possibility for MAN Diesel & Turbo ICS-system.

Ad 1) Cooling water systems have a tendency to beunnecessarily complicated and thus uneconomic ininstallation and operation. Therfore, we haveattached great importance to simple diagramdesign with optimal cooling of the engines and atthe same time installation- and operation-friendlysystems resulting in economic advantages.

Ad 2) Cooling of alternator engines should be inde-pendent of the propulsion engine load and viceversa. Therefore, there should be separate coolingwater temperature regulation thus ensuring optimalrunning temperatures irrespective of load.

Ad 3) The HT FW thermostatic valve should bemounted on the engine's outlet side ensuring aconstant cooling water temperature above theengine at all loads. If the thermostat valve is placedon the engine's inlet side, which is not to be recom-mended, the temperature on the engine dependson the load with the risk of overheating at full load.

Ad 4) It has been stressed on the diagrams that thealternator engines in stand-by position as well asthe propulsion engine in stop position are prehea-ted, optimally and simply, with surplus heat from therunning engines.

Ad 5) If the engines are preheated with reversecooling water direction, i.e. from the top and down-wards, an optimal heat distribution is reached in theengine. This method is at the same time more eco-nomic since the need for heating is less and thewater flow is reduced.

Ad 6) The systems have been designed in such away that the change-over from sea operation toharbour operation/stand-by with preheating can bemade with a minimum of manual or automatic inter-ference.

Ad 7) If the actual running situations demands thatone of the auxiliary engines should run on low-load,the systems have been designed so that one of theengines can be equipped with a cooling system forICS-operation (Integrated Charge air System).

Fresh water treatment

The engine cooling water is, like fuel oil and lubricat-ing oil, a medium which must be carefully selected,treated, maintained and monitored.

Otherwise, corrosion, corrosion fatigue and cavita-tion may occur on the surfaces of the cooling sys-tem which are in contact with the water, anddeposits may form.

Corrosion and cavitation may reduce the life timeand safety factors of parts concerned, and depositswill impair the heat transfer and may result in ther-mal overload of the components to be cooled.

The treatment process of the cooling water has tobe effected before the first commission of the plant,i.e. immediately after installation at the shipyard orat the power plant.

MAN Diesel & Turbo

1687125-7.0Page 1 (1) External cooling water system B 13 00 0

V28/32H, V28/32S

1991.09.16

GeneralTo provide for changes in volume in the closed jacket water cooling system caused by changes in temperatureor leakage, an expansion tank must be installed.

As the expansion tank also should provide a certain suction head for the fresh water pump to prevent cavita-tion, the lowest water level in the tank should be minimum 8-10 m above the centerline of the crankshaft.

The venting pipe must be connected to the expansion tank below the minimum water level; this prevents oxy-dation of the cooling water caused by "splashing" from the venting pipe. The expansion tank should be equip-ped with venting pipe and flange for filling of water and inhibitors.

VolumeEngine type Expansion volume litre* Recommended tank volume m3**

5L23/30H6L23/30H7L23/30H8L23/30H

11131517

0.10.10.10.1

5L28/32H6L28/32H7L28/32H8L28/32H9L28/32H

2833394450

0.150.150.150.150.15

5L28/32DF6L28/32DF7L28/32DF8L28/32DF9L28/32DF

2833394450

0.150.150.150.150.15

12V28/32S16V28/32S18V28/32S

668899

0.30.30.3

5L16/246L16/247L16/248L16/249L16/24

45556

0.10.10.10.10.1

5L21/316L21/317L21/318L21/319L21/31

6789

10

0.10.10.10.10.1

5L27/386L27/387L27/388L27/389L27/38

1012131520

0.150.150.150.150.15

6L32/407L32/408L32/409L32/40

13151820

0.50.50.50.5

Table 1: Expansion volume for cooling water system and recommended volume of expansion tank.* Per engine** Common expansion tank

MAN Diesel & Turbo

1613419-0.4Page 1 (1) Expansion tank B 13 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.15.

General

The built-on cooling water preheating arrangementconsist of a thermostat-controlled el-preheating ele-ment built into the outlet pipe for the HT coolingwater on the engine's front end. The pipe dimen-sion has been increased in the piping section wherethe heating element is mounted.

Cyl. No. Preheater3x400V/3x440V

kW

12 1 x 15.0

16 1 x 24.0

18 1 x 24.0

The system is based on thermo-syphon cooling andreverse water direction, i.e. from top and down-ward, and an optimal heat distribution in the engineis thus reached.

When the engine is in standstill, an extern valvemust shut off the cooling water inlet.

Operation

Engines starting on HFO and engines in stand-byposition must be preheated. It is therefore rcom-mended that the preheater is arranged for auto-matic operation, so that the preheater is disconnec-ted when the engine is running and connectedwhen the engine is in stand-by position. The ther-mostat setpoint is adjusted to 70°C, that gives atemperature of app. 50°C at the top cover. See alsoE 19 13 0, High Temperature Preheater ControlBox.

MAN Diesel & Turbo

1613488-3.3Page 1 (1) Preheater arrangement in high temperature system B 13 23 1

V28/32H, V28/32S

2003.01.20

DescriptionEngine type Expansion volume

litre*Recommended tank volume

m3**

5L23/30H6L23/30H7L23/30H8L23/30H

11131517

0.10.10.10.1

5L28/32H6L28/32H7L28/32H8L28/32H9L28/32H

2833394450

0.150.150.150.150.15

5L28/32DF6L28/32DF7L28/32DF8L28/32DF9L28/32DF

2833394450

0.150.150.150.150.15

12V28/32S16V28/32S18V28/32S

668899

0.30.30.3

5L16/246L16/247L16/248L16/249L16/24

45556

0.10.10.10.10.1

5L21/316L21/317L21/318L21/319L21/31

6789

10

0.10.10.10.10.1

5L27/386L27/387L27/388L27/389L27/38

1012131520

0.150.150.150.150.15

6L32/407L32/408L32/409L32/40

13151820

0.50.50.50.5

* Per engine** Common expansion tank

Table 1: Expansion volume for cooling water system and recommended volume of expansion tank.

MAN Diesel & Turbo

1671771-3.4Page 1 (2) Expansion tank pressurized T 13 01 1

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.15.

Figure 1: Function of expansion tank.

▪ Water connection in the top ensures easy andsimple installation and control under operation.

▪ Cooling water is absorbed in a rubber bagwhich is hanging in the all-welded vessel.

▪ Corrosion of the all-welded vessel is excluded.

▪ The rubber bag is replaceable.

The expansion vessel should be connected to thesystem at a point close to the cooling water inletconnections (G1 / F1) in order to maintain positivepressures throughout the system and allow expan-sion of the water.

The safety valves are fitted on the manifold.

The pressure gauge is fitted on the manifold in sucha position that it can be easily read from the fillingpoint.

The filling point should be near the pressure expan-sion vessel. Particularly the pressure gauge in sucha position that the pressure gauge can be easilyread from the filling point, when filling from themains water.

Automatic air venting valve should be fitted at thehighest point in the cooling water system.

1 Pressure vessel 2 Exchangeable rubber bag

3 Safety valves 4 Automatic air venting valve

5 Pressure gauge 6 Manifold

7 Threaded pipe 8 Elbow

9 Shutt-off valve

Figure 2: Expansion tank

MAN Diesel & Turbo

T 13 01 1 Expansion tank pressurized 1671771-3.4Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.15.

Compressed Air System

B 14

Specification for compressed air

GeneralFor compressed air quality observe the ISO 8573-1:2010. Compressed airmust be free of solid particles and oil (acc. to the specification).

RequirementsStarting air must conform to the following quality acc. to the ISO8573-1:2010 as minimum.

Purity with respect to solid particles

Particle size > 40µm

Quality class 6

max. concentration < 5 mg/m3

Purity with respect to humidity

Residual water content

Quality class 7

< 5 mg/m3

Purity with respect to oil Quality class 5

Additional requirements are:

▪ The layout of the starting air system must prevent the initiation of corro-sion.

▪ The starting air system starting air receivers must be equipped with devi-ces for removing condensed water.

▪ The formation of a dangerous explosive mixture of compressed air andlube oil must be prevented securely through the devices in the starting airsystem and through system components maintenance.

Please remember that control air is used for activation of the engine safetyfunctions, therefore the compressed air quality in this system is of greatimportance.

Control air must conform to the following quality acc. to the ISO8573-1:2010 as minimum.

▪ Purity with respect to solid parti-cles

Quality class 5

▪ Purity with respect to humidity Quality class 4

▪ Purity with respect to oil Quality class 3

For catalysts, unless otherwise stated by relevant sources, the followingspecifications are applicable:

Starting air for soot blowing must conform to the following quality acc. to theISO 8573-1:2010 as minimum.


Quality class 2



Starting air for atomisation of reducing agents must conform to the followingquality acc. to the ISO 8573-1:2010 as minimum.

Compressed air quality ofstarting air system

Compressed air quality forcontrol air system

For catalysts

Compressed air quality forsoot blowing

Compressed air quality foratomisation of reducingagents20

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23-2

1-00

01


D010.000.023-21-0001 EN 1 (2)


Quality class 2



Clogging of catalystTo prevent clogging of catalyst and catalyst lifetime shortening, thecompressed air specification must always be observed.

Spec

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10.0

00.0

23-2

1-00

01

2013

-07-

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2 (2) D010.000.023-21-0001 EN


Figure 1: Diagram for compressed air system.

Pipe description

Pipe description

K1 Compressed air inlet DN 50


General

The compressed air system on the engine containsa starting system, starting control system and safetysystem. Further, the system supplies air to the jetsystem.

The compressed air is supplied from the starting airreceivers (30 bar) through a reduction station,where from compressed air at 8.5-10 bar is sup-plied to the engine.

To avoid dirt particles in the internal system, a dirtseparator is mounted in the inlet line to the engine.

Starting system

The engine is started by means of one built-on airstarter, which is of the turbine motor type, equippedwith gear box, safety clutch and drive shaft with pin-ion. Placed in the inlet line to the starter is a mainstarting valve.

Control system

The air starter is activated electrically with a pneu-matic 3/2 way solenoid valve. The valve can be acti-vated manually from the starting box on the engine,and it can be arranged for remote control, manualor automatic.

For remote activation, the starting spool is connec-ted so that every starting signal to the starting spoolgoes through the safe start function, which is con-nected to the converter for engine rpm.

Further, the system is equipped with an emergencystarting valve which makes it possible to activatethe air starter manually in case of a power failure.

MAN Diesel & Turbo

1687119-8.2Page 1 (2) Compressed air system B 14 00 0

V28/32S

2008.09.22

Safety system

As standard the engine is equipped with a pneu-matic/electric overspeed device, which starts tooperate if the maximum permissible rpm is excee-ded.

When the maximum permissible rpm is exceeded,the overspeed device will activate a pneumaticallycontrolled stop cylinder, which will bring the fuelindex to zero and stop the engine.

Pneumatic start sequence

When the starting valve is opened, air will be sup-plied to the drive shaft housing of the air starters.

The air supply will bring the drive pinions intoengagement with the gear rim on the engine fly-wheel.

When the pinions of both starters are fully engaged,the pilot air will flow to, and open the main startingvalves, whereby air will be led to the air starter,which will start to turn the engine.

When the rpm exceeds approx. 140, at which firinghas taken place, the starting valve is closedwhereby the air starter is disengaged.

Optionals

Besides the standard components, the followingstandard optionals can be built-on:

▪ Air turning device

▪ Regulator, incl. booster

MAN Diesel & Turbo

B 14 00 0 Compressed air system 1687119-8.2Page 2 (2)

V28/32S

2008.09.22


Figure 1: Diagram for compressed air system.

Pipe description

Pipe description

K1 Compressed air inlet DN 50


General

The compressed air system on the engine containsa starting system, starting control system and safetysystem. Further, the system supplies air to the jetsystem.

The compressed air is supplied from the starting airreceivers (30 bar) through a reduction station,where from compressed air at 8.5-10 bar is sup-plied to the engine.

To avoid dirt particles in the internal system, a dirtseparator is mounted in the inlet line to the engine.

Starting system

The engine is started by means of one built-on airstarter, which is of the turbine motor type, equippedwith gear box, safety clutch and drive shaft with pin-ion. Placed in the inlet line to the starter is a mainstarting valve.

Control system

The air starter is activated electrically with a pneu-matic 3/2 way solenoid valve. The valve can be acti-vated manually from the starting box on the engine,and it can be arranged for remote control, manualor automatic.

For remote activation, the starting spool is connec-ted so that every starting signal to the starting spoolgoes through the safe start function, which is con-nected to the converter for engine rpm.

Further, the system is equipped with an emergencystarting valve which makes it possible to activatethe air starter manually in case of a power failure.

MAN Diesel & Turbo


V28/32S

2011.07.18 - Index limit

Safety system

As standard the engine is equipped with a pneu-matic/electric overspeed device, which starts tooperate if the maximum permissible rpm is excee-ded.

When the maximum permissible rpm is exceeded,the overspeed device will activate a pneumaticallycontrolled stop cylinder, which will bring the fuelindex to zero and stop the engine.

Pneumatic start sequence

When the starting valve is opened, air will be sup-plied to the drive shaft housing of the air starter.

In the same sequence a signal is given to a solenoidvalve which provides the governor booster and theindex limiter with air.

The air supply will bring the drive pinions intoengagement with the gear rim on the engine fly-wheel. When the pinion of the starter is fullyengaged, the pilot air will flow to, and open themain starting valves, whereby air will be led to theair starter, which will start to turn the engine.

When the rpm exceeds approx. 140, at which firinghas taken place, the starting valve is closedwhereby the air starter is disengaged.

Optionals

Besides the standard components, the followingstandard optionals can be built-on:

▪ Air turning device

▪ Regulator, incl. booster

MAN Diesel & Turbo

B 14 00 0 Compressed air system 3700135-9.0Page 2 (2)

V28/32S

2011.07.18 - Index limit

Diagram

Figure 1: Diagram for compressed air system

Design of external system

An oil and water separator should be mounted inthe line between the compressor and the air receiv-ers, and the separator should be equipped withautomatic drain facilities.

Air pressure

The air pressure in the receivers (30 bar) must bereduced to the recommended starting pressure ofthe engine, see B 19 00 0 " Operating Data and SetPoints". The reduction valves can either be moun-ted on the engine (one for each engine) or they canbe mounted externally.

If the reduction valves are mounted in the externalsystem the max. pipe length between the valve andconnection K1 should be 5 meters.

Each engine needs only one connection for com-pressed air, see the internal diagram B 14 00 0,"Internal Compressed Air System".

Installation

In order to protect the engine's starting and controlequipment against condensation water, the follow-ing should be observed:

▪ The air receiver(s) should always be installedwith good drainage facilities. Receiver(s)arranged in horizontal position must be installedwith a slope downwards of min. 3°-5°.

▪ Pipes and components should always be trea-ted with rust inhibitors.

▪ The starting air pipes should be mounted with aslope towards the receivers, preventing possi-ble condensed water from running into thecompressors.

▪ Drain valves should be mounted at the lowestposition on the starting air pipes.

MAN Diesel & Turbo


L23/30, L28/32H, V28/32S

1992.10.26

Combustion Air System

B 15

General

Figure 1: Diagram for combustion air system.

Pipe description

M1

M6

P2

P6

P8

P9

Charge air inlet

Drain from charge air cooler - outlet

Exhaust gas - outlet

Drain from turbocharger - outlet

Water washing compressor side with quick coupling - inlet

Dry cleaning turbine side working air, quick coupling - inlet

3/4"

**

DN 20*

Table 1: *Connections are standard according to ISO 228/1. ** See B 16 01 0 "Exhaust gas system" and B 16 02 0 "Positionog gas outlet on turbocharger".

From the turbochargers the air is led via the chargeair coolers and charge air receiver to the inlet valvesof each cylinder.

The charge air coolers are a compact tube-typecooler with a large cooling surface.

The charge air receiver is integrated in the engineframe.

It is recommended to blow ventilation air in the levelof the top of the engine(s) close to the air inlet of theturbochargers, but not so close that vapour may bedrawn in. It is further recommended that therealways is a positive air pressure in the engine room.

Turbochargers

The engine is as standard equipped with two high-effeciency MAN Diesel & Turbo NR/S turbocharg-ers, which are located in each end of the engine,mounted on the top plate of the charging air coolershousing.

Cleaning of Turbochargers

The turbochargers are fitted with an arrangementfor dry cleaning of the turbine side, see B 16 01 2,and water washing of the compressor side, see B15 05 1. Water washing on the turbine side can befitted as optional.

MAN Diesel & Turbo

1687120-8.0Page 1 (2) Combustion air system B 15 00 0

V28/32S

2001.12.03

Jet system

The turbochargers are equipped with a jet systemfor supply of extra driving torque to the compressor,with the purpose to increase the compressor per-formance. With this system the engine can take upa large momentary load increase.

The system is activated automatically and onlywhen the engine is exposed to a large momentaryload increase.

The working media for the jet system is air suppliedfrom the engine compressed air system, see also B15 10 1.

MAN Diesel & Turbo

B 15 00 0 Combustion air system 1687120-8.0Page 2 (2)

V28/32S

2001.12.03

General

Figure 1: Diagram for combustion air system.

Pipe description

M1

M6

P2

P6

P8

P9

Charge air - inlet

Drain from charge air cooler - outlet

Exhaust gas - outlet

Drain from turbocharger - outlet

Water washing compressor side with quick coupling - inlet

Dry cleaning turbine side working air, quick coupling - inlet

3/4"

**

DN 20*

Table 1: *Connections are standard according to ISO 228/1. **See B 16 01 0 "Exhaust gas system" and B 16 02 0 "Positionof gas outlet on turbocharger".

From the turbochargers the air is led via the chargeair coolers and charge air receiver to the inlet valvesof each cylinder.

The charge air coolers are a compact tube-typecooler with a large cooling surface.

The charge air receiver is integrated in the engineframe.

It is recommended to blow ventilation air in the levelof the top of the engine(s) close to the air inlet of theturbochargers, but not so close that vapour may bedrawn in. It is further recommended that therealways is a positive air pressure in the engine room.

Turbochargers

The engine is as standard equipped with two high-effeciency MAN Diesel & Turbo NR/S turbocharg-ers, which are located in each end of the engine,mounted on the top plate of the charging air coolershousing.

Cleaning of Turbochargers

The turbochargers are fitted with an arrangementfor dry cleaning of the turbine side, see B 16 01 2,and water washing of the compressor side, see B15 05 1. Water washing on the turbine side can befitted as optional.

MAN Diesel & Turbo

3700134-7.0Page 1 (2) Combustion air system B 15 00 0

V28/32S

2011.07.18

Jet system

The turbochargers are equipped with a jet systemfor supply of extra driving torque to the compressor,with the purpose to increase the compressor per-formance. With this system the engine can take upa large momentary load increase.

The system is activated automatically and onlywhen the engine is exposed to a large momentaryload increase.

The working media for the jet system is air suppliedfrom the engine compressed air system, see also B15 10 1.

Data

For charge air heat dissipation and exhaust gasdata, see D 10 05 0 "List of Capacities".

Set points and operating levels for temperature andpressure are stated in B 19 00 0 "Operating Dataand Set Points".

MAN Diesel & Turbo

B 15 00 0 Combustion air system 3700134-7.0Page 2 (2)

V28/32S

2011.07.18

Specifications for intake air (combustion air)

GeneralThe quality and condition of intake air (combustion air) have a significanteffect on the power output, wear and emissions of the engine. In this regard,not only are the atmospheric conditions extremely important, but also con-tamination by solid and gaseous foreign matter.

Mineral dust in the intake air increases wear. Chemicals and gases promotecorrosion.

This is why effective cleaning of intake air (combustion air) and regular main-tenance/cleaning of the air filter are required.

When designing the intake air system, the maximum permissible overall pres-sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-tion.

Exhaust turbochargers for marine engines are equipped with silencersenclosed by a filter mat as a standard. The quality class (filter class) of thefilter mat corresponds to the G3 quality in accordance with EN 779.

RequirementsFuel oil engines: As minimum, inlet air (combustion air) must be cleaned in afilter of the G3 class as per EN779. For engine operation in the environmentwith a risk of higher inlet air contamination (e.g. due to sand storms, due toloading the grain crops cargo vessels or in the surroundings of cementplants) additional measures must be taken.

Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)must be cleaned in a filter of the G3 class as per EN779. Gas engines ordual-fuel engines must only be equipped with a dry filter. Oil bath filters arenot permitted because they enrich the inlet air with oil mist. This is not per-missible for gas operated engines. For engine operation in the environmentwith a risk of higher inlet air contamination (e.g. due to sand storms, due toloading the grain crops cargo vessels or in the surroundings of cementplants) additional measures must be taken.

In general, the following applies: The concentration downstream of the air fil-ter and/or upstream of the turbocharger inlet must not exceed the followinglimit values.

Properties Typical value Unit *

Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3

Chlorine max. 1.5

Sulphur dioxide (SO2) max. 1.25

Hydrogen sulphide (H2S) max. 5

Salt (NaCl) max. 1

* One Nm3 corresponds to one cubic meter ofgas at 0 °C and 101.32 kPa.

Table 1: Intake air (combustion air) - typical values to be observed

2013

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com

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Gene

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D010.000.023-17-0001 EN 1 (2)

Intake air shall not contain any flammable gasesIntake air shall not contain any flammable gases. Make sure that thecombustion air is not explosive.

Spec

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2 (2) D010.000.023-17-0001 EN

Description

During operation the compressor will gradually befouled due to the presence of oil mist and dust inthe inlet air.

The fouling reduces the efficiency of the turbo-charger which will result in reduced engine perform-ance.

Therefore manual cleaning of the compressor com-ponents is necessary in connection with overhauls.This situation requires dismantling of the turbo-charger.

However, regular cleaning by injecting water intothe compressor during normal operation of theengine has proved to reduce the fouling rate tosuch an extent that good performance can bemaintained in the period between major overhaulsof the turbocharger.

The cleaning effect of injecting pure fresh water ismainly based upon the mechanical effect arising,when the water droplets impinge the deposit layeron the compressor components.

The water is injected in a measured amount andwithin a measured period of time by means of thewater washing equipment.

The water washing equipment, see fig 1, comprisestwo major parts. The transportable container (6)including a hand valve with handle (5) and a plug-incoupling (4) at the end of a lance.

Installed on the engine there is the injection tube (1),connected to a pipe (2) and a snap coupling (3).

The cleaning procedure is:

1) Fill the container (6) with a measured amount offresh water. Blow air into the container bymeans of a blow gun, until the prescribed oper-ation pressure is reached.

2) Connect the plug-in coupling of the lance to thesnap coupling on the pipe, and depress thehandle on the hand valve.

3) The water is then injected into the compressor.

The washing procedure is executed with the enginerunning at normal operating temperature and withthe engine load as high as possible, i.e. at a highcompressor speed.

The frequency of water washing should be matchedto the degree of fouling in each individual plant.

1 Injection tube 2 Pipe

3 Snap coupling 4 Plug-in coupling

5 Hand valve with handle 6 Container

7 Charge air line

Figure 1: Water washing equipment.

MAN Diesel & Turbo

1639499-6.0Page 1 (1) Water washing of turbocharger - compressor B 15 05 1

L32/40, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

1994.03.14

Compressor

Fouling of the airways depends primarily on thepurity of the inlet air and thus, in turn, on the generalmaintenance condition of the machinery, i.e. mainlyof the gas and oil tightness of the engines and onthe fresh air ventilation system of the engine room.

Fouling of air filter, compressor or charging aircooler may be observed as changes in performanceparameters:

▪ Decreasing charging air pressure.

▪ Decreasing turbocharger rotor speed.

▪ Increasing exhaust gas temperature.

▪ Severe fouling of airways may even result incompressor surge.

Regular cleaning during operation by injection ofwater before the compressor wheel will reduce thefouling rate considerably, and consequently prolongthe intervals between dismantling necessary formechanical cleaning.

Chemical cleaning will not improve the cleaningprocess as this primarily is based on the mechanicaleffect from the impact of the water droplets.

MAN Diesel & Turbo

1687167-6.0Page 1 (2)

Cleaning of turbocharger in service - water washing ofcompressor

B 15 05 1

V28/32S

2002.06.10

Certain types of fluid solvents can give formation ofdeposits on the compressor wheel, and shouldunder no circumstances be used.

The intervals between cleaning by injection of watershould be adjusted after assessing the degree andrate of fouling in the particular plant, i.e. based onobservations and experience.

MAN Diesel & Turbo

B 15 05 1Cleaning of turbocharger in service - water washing of

compressor1687167-6.0

Page 2 (2)

V28/32S

2002.06.10

Exhaust Gas System

B 16

Internal exhaust gas system

From the exhaust valves, the gas is led to theexhaust gas receiver where the fluctuating pressurefrom the individual cylinders is equalized and thetotal volume of gas led further on to the turbocharg-ers, at a constant pressure. After the turbochargers,the gas is led to the exhaust pipe system.

The exhaust gas receiver is made of pipe sections,one for each cylinder, connected to each other, bymeans of compensators, to prevent excessivestress in the pipes due to heat expansion.

In the cooled intermediate piece a thermosensor forremote reading of the exhaust gas temperature isfitted.

To avoid excessive thermal loss and to ensure areasonably low surface temperature the exhaustgas receiver is insulated.

External exhaust gas system

The exhaust back-pressure should be kept as lowas possible.

It is therefore of the utmost importance that theexhaust piping is made as short as possible andwith few and soft bends.

Long, curved, and narrow exhaust pipes result inhigher back-pressure which will affect the enginecombustion. Exhaust back-pressure is a loss ofenergy and will cause higher fuel comsumption.

The exhaust back-pressure should not exceed 30mbar at MCR. An exhaust gas velocity through thepipe of maximum 35 m/sec is often suitable, butdepends on the actual piping.

During commissioning and maintenance work,checking of the exhaust gas back pressure bymeans of a temporarily connected measuringdevice may become necessary. For this purpose, ameasuring socket must be provided approx. 1-2 mafter the exhaust gas outlet of the turbocharger atan easily accessible place. Usual pressure measur-ing devices require a measuring socket size of ½".This measuring socket must be provided to ensureutilisation without any damage to the exhaust gaspipe insulation.

MAN Diesel & Turbo will be pleased to assist inmaking a calculation of the exhaust back-pressure.

The gas outlet of turbocharger, the expansion bel-lows, the exhaust pipe, and silencer, (in case ofsilencer with spark arrestor care must be taken thatthe cleaning parts are accessible), must be insula-ted with a suitable material.

The insulation should be shielded by a thin plating,and should comply with the requirements of theclassification society and/or the local authorities.

Exhaust pipe dimensions

The wall thickness of the external exhaust pipeshould be min. 3 mm.

Exhaust pipe mounting

When the exhaust piping is mounted, the radiationof noise and heat must be taken into consideration.

Because of thermal fluctuations in the exhaust pipe,it is necessary to use flexible as well as rigid sus-pension points.

In order to compensate for thermal expansion in thelongitudinal direction, expansion bellows must beinserted. The expansion bellows should preferablybe placed at the rigid suspension points.

Note: The exhaust pipe must not exert any forceagainst the gas outlet on the engine.

One sturdy fixed-point support must be providedfor the expansion bellows on the turbocharger. Itshould be positioned, if possible, immediately abovethe expansion bellow in order to prevent the trans-mission of forces, resulting from the weight, thermalexpansion or lateral displacement of the exhaustpiping, to the turbocharger.

The exhaust piping should be mounted with a slopetowards the gas outlet on the engine. It is recom-mended to have drain facilities in order to be able toremove condensate or rainwater.

Position of gas outlet on turbocharger

B 16 02 0 shows the position of the exhaust gasoutlet.

Exhaust gas boiler

To utilize the thermal energy from the exhaust, anexhaust gas boiler producing steam or hot watercan be installed.

MAN Diesel & Turbo

1683347-6.2Page 1 (3) Exhaust gas system B 16 00 0

V28/32S

2012.05.28

Each engine should have a separate exhaust gasboiler or, alternatively, a common boiler with sepa-rate gas ducts. Concerning exhaust gas quantitiesand temperature, see "List of capacities" D 10 05 0,and "Engine performance" D 10 10 0.

The discharge temperature from the exhaust gasboiler should not be lower than 180°C (in order toavoid sulphuric acid formation in the funnel).

The exhaust gas boilers should be installed with by-pass entering in function at low-load operation.

The back-pressure over the boiler must be includedin the back-pressure calculation.

Expansion bellows

The expansion bellows, which is supplied sepa-rately, must be mounted directly on the exhaust gasoutlet, see also E 16 01 1-2.

Exhaust silencer

The position of the silencer in the exhaust gas pip-ing is not decisive for the silencing effect. It wouldbe useful, however, to fit the silencer as high aspossible to reduce fouling. The necessary silencingdepends on the loudness of the exhaust sound andthe discharge from the gas outlet to the sorround-ings or any law restrictions.

The exhaust silencer, see E 16 04 2-3-5-6 is sup-plied loose with counterflange, gaskets and bolts.

MAN Diesel & Turbo

B 16 00 0 Exhaust gas system 1683347-6.2Page 2 (3)

V28/32S

2012.05.28

MAN Diesel & Turbo

1683347-6.2Page 3 (3) Exhaust gas system B 16 00 0

V28/32S

2012.05.28

General

Figure 1: Nomogram for pressure drop in exhaust gas piping system.

MAN Diesel & Turbo

1624460-4.2Page 1 (2) Pressure droop in exhaust gas system B 16 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,

L23/30DF

2011.09.19.

The exhaust system is correctly designed since the permissible total resistance of 30 mbar is not exceeded.

Density of air

Density of air can be determined by followingempiric, formula*:

* This formula is only valid between -20° to 60°C.

Example

At ambient air conditions 20°C and pressure 0.98bar, the density is:

MAN Diesel & Turbo

B 16 00 0 Pressure droop in exhaust gas system 1624460-4.2Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,L23/30DF

2011.09.19.

Velocities

Engine type Exhaust gas flow Exhaust gas temp.DN

Nominal diameterExhaust gas

velocity

kg/h °C mm m/sec.

5L23/30H, 720/750 rpm

6L23/30H, 720/750 rpm

6L23/30H, 900 rpm

7L23/30H, 720/750 rpm

7L23/30H, 900 rpm

8L23/30H, 720/750 rpm

8L23/30H, 900 rpm

5510

6620

8370

7720

9770

8820

11160

310

310

325

310

325

310

325

350

350

400

400

450

400

500

28.3

34.0

33.6

30.2

31.1

34.6

28.7

5L28/32H, 720/750 rpm

6L28/32H, 720/750 rpm

7L28/32H, 720/750 rpm

8L28/32H, 720/750 rpm

9L28/32H, 720/750 rpm

9260

11110

12970

14820

16670

305

305

305

305

305

450

450

500

550

550

28.5

34.2

32.2

30.5

34.3

5L16/24, 1000 rpm (90 kW)

6L16/24, 1000 rpm (90 kW)

7L16/24, 1000 rpm (90 kW)

8L16/24, 1000 rpm (90 kW)

9L16/24, 1000 rpm (90 kW)

3321

3985

4649

5314

5978

330

330

330

330

330

300

300

300

400

400

21.2

25.4

29.7

21.5

24.2

6L16/24, 1000 rpm (95 kW)

7L16/24, 1000 rpm (95 kW)

8L16/24, 1000 rpm (95 kW)

9L16/24, 1000 rpm (95 kW)

3900

4500

5200

5800

375

375

375

375

300

300

400

400

26.9

31.1

22.6

25.4

Density of exhaust gases ρA~ 0.6 kg/m³

MAN Diesel & Turbo

1624465-3.3Page 1 (4) Exhaust gas velocity B 16 01 0

L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38

2011.11.07



velocity

kg/h °C mm m/sec.

5L16/24, 1200 rpm (100 kW)

5L16/24, 1200 rpm (110 kW)

6L16/24, 1200 rpm (110 kW)

7L16/24, 1200 rpm (110 kW)

8L16/24, 1200 rpm (110 kW)

9L16/24, 1200 rpm (110 kW)

3675

3910

4600

5500

6200

7000

330

340

340

340

340

340

300

300

300

400

400

400

23.5

25.4

29.9

22.7

25.5

28.8

5L27/38, 720 rpm (300 kW)

6L27/38, 720 rpm (330 kW)

7L27/38, 720 rpm (330 kW)

8L27/38, 720 rpm (330 kW)

9L27/38, 720 rpm (330 kW)

10476

15000

17400

19900

22400

330

295

295

295

295

450

550

600

600

650

33.6

30.4

29.3

33.6

30.6

5L27/38, 750 rpm (320 kW)

6L27/38, 750 rpm (330 kW)

7L27/38, 750 rpm (330 kW)

8L27/38, 750 rpm (330 kW)

9L27/38, 750 rpm (330 kW)

11693

15000

17400

19900

22400

330

305

305

305

305

500

550

600

600

650

30.3

30.9

29.9

34.1

31.1

6L27/38, 720 rpm (350 kW)

7L27/38, 720 rpm (350 kW)

8L27/38, 720 rpm (350 kW)

9L27/38, 720 rpm (350 kW)

14400

16800

19200

21600

388

388

388

388

550

600

650

650

33.9

33.0

30.5

34.3

6L27/38, 750 rpm (350 kW)

7L27/38, 750 rpm (350 kW)

8L27/38, 750 rpm (350 kW)

9L27/38, 750 rpm (350 kW)

14700

17100

19500

22000

382

382

382

382

550

600

650

650

34.3

33.2

30.7

34.6


MAN Diesel & Turbo

B 16 01 0 Exhaust gas velocity 1624465-3.3Page 2 (4)

L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38

2011.11.07



velocity

kg/h °C mm m/sec.

5L21/31, 900 rpm (220 kW)

6L21/31, 900 rpm (220 kW)

7L21/31, 900 rpm (220 kW)

8L21/31, 900 rpm (220 kW)

9L21/31, 900 rpm (220 kW)

7013

9740

11400

13000

14600

335

348

348

348

348

400

450

500

500

550

28.7

32.2

30.4

34.7

32.3

5L21/31, 1000 rpm (220 kW)

6L21/31, 1000 rpm (220 kW)

7L21/31, 1000 rpm (220 kW)

8L21/31, 1000 rpm (220 kW)

9L21/31, 1000 rpm (220 kW)

6920

10300

12000

13700

15500

335

332

332

332

332

400

450

500

500

550

28.3

33.1

31.2

35.6

33.4

16V28/32S, 720 rpm

18V28/32S, 720 rpm

31699

35661

290

290

800

800

28.6

32.1

16V28/32S, 750 rpm

18V28/32S, 750 rpm

33708

37921

290

290

800

800

30.4

34.2


MAN Diesel & Turbo

1624465-3.3Page 3 (4) Exhaust gas velocity B 16 01 0

L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38

2011.11.07

The exhaust gas velocities are based on the pipe dimensions in the table below.

DNNominal diameter

D1mm

D2mm

Tmm

Flow areaA

10-3 m2

300 323.9 309.7 7.1 75.331

350 355.6 339.6 8.0 90.579

400 406.4 388.8 8.8 118.725

450 457.0 437.0 10.0 149.987

500 508.0 486.0 11.0 185.508

550 559.0 534.0 12.5 223.961

600 610.0 585.0 12.5 268.783

650 660.0 650.0 5.0 331.830

700 711.2 697.0 7.1 381.553

800 812.8 796.8 8.0 498.642

MAN Diesel & Turbo

B 16 01 0 Exhaust gas velocity 1624465-3.3Page 4 (4)

L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38

2011.11.07

Description

The tendency to fouling on the gas side of turbo-chargers depends on the combustion conditions,which are a result of the load and the maintenancecondition of the engine as well as the quality of thefuel oil used.

Fouling of the gas ways will cause higher exhaustgas temperatures and higher wall temperatures ofthe combustion chamber components and will alsolead to a higher fuel consumption rate.

Tests and practical experience have shown thatradial-flow turbines can be successfully cleaned bythe dry cleaning method.

This cleaning method employs cleaning agents con-sisting of dry solid bodies in the form of granules. Acertain amount of these granules, depending on theturbocharger size, is, by means of compressed air,blown into the exhaust gas line before the gas inletcasing of the turbocharger.

The injection of granules is done by means of work-ing air with a pressure of 5-7 bar.

On account of their hardness, particularly suitedblasting agents such as nut-shells, broken or artifi-cially shaped activated charcoal with a grain size of1.0 mm to max. 1.5 mm should be used as clean-ing agents.

The solid bodies have a mechanical cleaning effectwhich removes any deposits on nozzle vanes andturbine blades.

Dry cleaning can be executed at full engine loadand does not require any subsequent operatingperiod of the engine in order to dry out the exhaustsystem.

Experience has shown that regular cleaning inter-vals are essential to successful cleaning, as ex-ces-sive fouling is thus avoided. For cleaning intervalssee the instruction book.

The cleaning intervals can be shorter or longerbased on operational experience.

Cleaning system

The cleaning system consists of a cleaning agentcontainer 1 with a capacity of approx. 0.5 liters anda removable cover. Furthermore the system consis-tsof a dosage valve 3, a closing valve 2 and twosnapon connectors.

The position numbers 1 and 3 indicate the system's"blow-gun". Only one "blow-gun" is used for eachengine plant. The blow-gun is working according tothe ejector principle with pressure air (working air) at5-7 bar as driven medium. Injection time approx. 2min. Air consumption approx. 5 Nm3/2 min.

1 Container 2 Closing valve

3 Dosage valve 4 Working air inlet to beconnected with 1/2 rub-ber hose.

Figure 1: Arrangement of dry cleaning of turbocharger - turbine.

Granulate consumption

NR 15 R / NR 20 R : 0.2 - 0.3 litres

NR 24 R / NR 26 R : 0.3 - 0.4 litres

MAN Diesel & Turbo

1607599-1.5Page 1 (3) Dry cleaning of turbocharger - turbine B 16 01 1

L23/30H, L28/32H, V28/32S

2010.09.13.

MAN Diesel & Turbo

B 16 01 1 Dry cleaning of turbocharger - turbine 1607599-1.5Page 2 (3)

L23/30H, L28/32H, V28/32S

2010.09.13.

MAN Diesel & Turbo

1607599-1.5Page 3 (3) Dry cleaning of turbocharger - turbine B 16 01 1

L23/30H, L28/32H, V28/32S

2010.09.13.

Dimensions

Cyl. type DN*Common

DN** inlet/outlet

A B C D E F G H

16

18

500

500

800

800

3099

3099

3228

3228

3321

3321

3450

3450

5648

6158

994

994

390

390

700

700

* This standaard is in accordance with DIN 86 0044** If Customer chooses to design a common pipe, these dimensions are to be followed

MAN Diesel & Turbo

1687118-6.6Page 1 (1) Position of gas inlet/outlet on turbocharger B 16 02 0

V28/32S

2011.11.14

Design

The operating of the silencer is based on theabsorption system. The gasflow passes straightthrough a perforated tube, surrounded by highlyeffecient sound absorbing material, thus giving anexcellent attenuation over a wide frequency range.

The silencer is delivered without insulation and fas-tening fittings.

MAN Diesel & Turbo

1683338-1.3Page 1 (2) Silencer without spark arrestor, damping 35 dB (A) E 16 04 3

V28/32S

2011.11.14.

Installation

The silencer may be installed, vertically, horizontallyor in any position close to the end of the piping.

Pressure loss

The pressure loss will not be more than in a straighttube having the same length and bore as thesilencer. Graphic shows pressure loss in relation tovelocity.

MAN Diesel & Turbo

E 16 04 3 Silencer without spark arrestor, damping 35 dB (A) 1683338-1.3Page 2 (2)

V28/32S

2011.11.14.

Design

The operating of the silencer is based on theabsorption system. The gasflow passes straightthrough a perforated tube, surrounded by highlyeffecient sound absorbing material, thus giving anexcellent attenuation over a wide frequency range.

The operation of the spark arrestor is based on thecentrifugal system. The gases are forced into arotary movement by means of a number of fixedblades. The solid particles in the gases are thrownagainst the wall of the spark arrestor and collectedin the soot box. (Pressure loss, see graphic.)

The silencer is delivered without insulation and fas-tening fittings.

Installation

The silencer/spark arrestor has to be installed asclose to the end of the exhaust pipe as possible.

MAN Diesel & Turbo

1683340-3.3Page 1 (1) Silencer with spark arrestor, damping 35 dB (A) E 16 04 6

V28/32S

2011.11.14.

Speed Control System

B 17

General

The engine may be started and loaded according tothe following procedure:

A: Normal start without preheated cooling water.Only on MDO.

B: Normal start with preheated cooling water. MDOor HFO.

C: Stand-by engine. Emergency start, with pre-heated cooling water, intermediate prelubri- catingor continuos prelubricating. MDO or HFO.

Starting on HFO

During shorter stops or if the engine is in stand-byon HFO the engine must be preheated.

During preheating the cooling water outlet tempera-ture should be kept as high as possible at least60°C (± 5°C) -either by means of cooling water fromengines which are running or by means of a built-inpreheater.

If the engine normally runs on HFO preheated fuelmust be circulated through the engine while pre-heating although the engine has run or has beenflushed on MDO for a short period.

Starting on MDO

For starting on MDO there are no restrictions exeptlub. oil viscosity may not by higher than 1500 cSt.(5°C for lub. oil SAE 30, or 10°C for SAE 40).

Initial ignition may be difficult if the engine and ambi-ent temp. are lower than 5°C, and the cooling watertemperature is lower than 15°C.

Prelubricating

The engine shall always be prelubricated 2 minutesprior to start if there is not intermittent or continuosprelubricating installed. Intermittent prelub. is 2 min.every 10 minutes.

MAN Diesel & Turbo

1607583-4.4Page 1 (1) Starting of engine B 17 00 0

L32/40, L23/30H, L28/32H, V28/32S, L28/32DF

2013.04.17

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel & Turbo

09.35

General

Governor Type

As standard, the engines are equipped with a hy-draulic - mechanical governor, make Regulateurs Europa, type 1102.

Speed Adjustment

Manual and electric.

Manual operated : Speed setting controlled by handwheel.

Electric motor : Permanent magnet synchronizing motor: 24V DC for raise and lower the speed.

Speed Adjustment Range

Between -5% and +10% of the nominal speed at idle running.

1679743-4.3Page 1 (1) Governor B 17 01 4

Fig 1 Regulateurs Europa governor.

Droop

Adjustable by dial type lockable control from 0-10% droop.

Load Distribution

By the droop setting.

Shutdown/Stop

Solenoid energised to "stop".

Manually operated shut-down knob fitted on governor energised to "stop" only.

Stop Solenoid voltages: 24V DC.

Synchronizingmotor

Oil filler plug

Oil level

Oil drain

Speed/load adjustment

Droop adjustment

Manual stop bottom

Electrical plug for stop valve

Needle valve for performance adjustment

Description

Engine Diagnostics System, EDS, assists in theperformance evaluation through diagnostics. Keyfeatures are: on-line data logging, monitoring, diag-nostics and trends.

The main objectives of EDS are:

▪ To assist in decision making onboard, at theoffice, or at the power plant.

▪ To improve availability and reliability of engines.

▪ To reduce operating costs and losses due toengine failure.

These objectives are achieved through:

▪ Logging, monitoring and storage of operatingdata.

▪ Unambiguous diagnostics of operating states.

▪ Timely detection of irregularities.

To obtain the full benefits of the principal features ofEDS, it should have on-line connections to thealarm system and other data acquisition systems.However, manual input facilities make it possible toutilize EDS for off-line equipment, too.

MAN Diesel & Turbo

3700268-9.0Page 1 (1) EDS-box P 17 52 1

V28/32S, L21/31, L27/38


EDS data logger

Figure 1: Data logger for collection of engine data.

MAN Diesel & Turbo

3700267-7.0Page 1 (1) EDS data logger P 17 53 1

V28/32S, L21/31, L27/38


General description

The online Service system is designed to monitorthe engine automatically and continuously.

The system will transport data to a secure serverand then experts from MAN will analyse and providea report with valuable recommendation for mainte-nance or repair of the engine.

MAN Diesel & Turbo

3700269-0.0Page 1 (1) EDS online service P 17 54 1

V28/32S, L21/31, L27/38


Safety and Control System

B 19

MAN Diesel & Turbo

Normal Value at Full load at ISO conditions

Alarm Set point

Autostop of engine

Acceptable value at shop test or after

repairDelaysec.

1699178-7.5Page 1 (4) Operation Data & Set Points

V28/32S

B 19 00 0

12.21

100° C

80° C

3.5 bar

1.5 bar

0.10 bar (J)

0.9 bar

Low levelHigh level

100° C

1.5 bar4-6 bar (F)

leakage

1.5 bar

0.4 + (B) bar

0.4 + (B) bar

90° C93° C

570° C620° C470° C

average (O)± 50° C

450° C

Lubricating Oil System

Temp. before cooler(outlet engine) SAE 40

Temp. after cooler(inlet engine) SAE 40

Pressure after filter (inlet eng)

Pressure drop across filter

Prelubricating pressure

Pressure inlet turbocharger

Lub. oil, level in base frame

Temp. main bearings SAE 40

Fuel Oil System

Pressure after filter MDO HFO

Leaking oil

Press. nozz. cool. oil, inlet eng.

Temp. nozz. cool. oil, outlet eng.

Cooling Water System

Press. LT-system, inlet engine

Press. HT-system, inlet engine

Temp. HT-system, inlet engine

Temp. HT-system, outlet engine

Temp. raise across cyl. units

Exhaust Gas and Charge Air

Exh. gas temp. before TC

Exh. gas temp. outlet cyl.

Diff. between individual cyl.

Exh. gastemp. after TC

Ch. air press. after cooler

Ch. air temp. in ch. air receiverCh. air temp. after cooler

TI 20

TI 22

PI 22

PDAH 21-22

PI 25

PI 23

TE 29

PI 40PI 40

PI 50

TI 51

PI 01

PI 10

TI 10

TI 12

TI 62

TI 60

TI 61

PI 31

TI 31

65-82° C

50-72° C

4-5 bar

0.5-1 bar

0.12-0.3 bar

1.3 - 2.2 bar (D)

80-95° C

2.5-5 bar5-16 bar (A)

2-3 bar

70-80° C75-95° C (M)

1-2.5 bar (C)

1.5-4.6 bar

60-75° C68-78° C (M)

75-85° C78-88° C (M)

max. 10° C

425-475° C

300-400° C

275-350° C

2.4-2.7 bar

55-75° C35-55° C (Q)

TAH 20

TAH 22

PAL 22

PDAH 21-22

PAL 25

PAL 23

LAL 28LAH 28

TAH 29

PAL 40PAL 40

LAH 42

PAL 50

PAL 01

PAL 10

TAH 12TAH 12-2

TAH 62TAH 62-2TAH 60

TAD 60

TAH 61

<73° C

<72° C

>4.5 bar

<0.5 bar

<1.0 bar

>1.3 bar

>1.8 bar

>1.8-<6 bar

<85° C

average±25° C

<55° C

TSH 22(TSH 22)

PSL 22(PSL 22)

TSH 29

TSH 12(TSH 12)

83° C(88° C) (E)

2.5 bar(2.2 bar) (E)

105° C

95° C(100° C) (E)

3

3

3

3

60

3

3030

3

55

5

3

3

33

10310

60

3

10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change

MAN Diesel & Turbo

Normal Value at Full load at ISO conditions

Alarm Set point

Autostop of engine

Acceptable value at shop test or after

repairDelaysec.

For these alarms (with underscore) there are alarm cut-out at engine standstill.

Operation Data & Set Points 1699178-7.5Page 2 (4)

V28/32S

B 19 00 0

12.21

PAL 70

SAH 81

SAH 81

SAH 89

TAH 98

TAH 27

SX32

UX 95-1

UX 95-2

ZS75

ZS 96

ZS 97

SS 86

SX 86-1

SX 86-2

SX 83

SS 84

SX 84

SS 90

SS 87

8.5 bar

815 rpm

849 rpm

(P)

130° C

85° C (N)

switch

switch

switch

Engaged (G)

switch

switch

switch (G)

switch

switch

switch (H)

switch (G)

switch

710 rpm (K)

switch

Compressed Air System

Press. inlet engine

Speed Control System

Engine speed elec.

Engine speed elec.

Turbocharger speed

Alternator

Winding temperature

Bearing temperature

Miscellaneous

Jet system failure Monitoring system failure

Safety system failure

Turning engaged

Local indication

Remote indication

Common shutdown

Monitoring sensor cable failure

Safety sensor cable failure

Start failure

Stop signal

Stop failure

Engine run

Ready to start

PI 70

SI 90

SI 90

SI 89

TI 98

TI 27

SI 90

8.5-10 bar

720 rpm

750 rpm

(L)

100° C

45-85° C

24 VDC± 15%

24 VDC± 15%

720/750 rpm

SSH 81(SSH 81)

SSH 81(SSH 81)

TSH 27

815 rpm(828 rpm) (E)

850 rpm(862 rpm) (E)

90° C (N)

15

0

0

3

3

3

10

120

120

0

0

0

0

120

120

10

0

30

0

0

>8.5-<10 bar

MAN Diesel & Turbo

1699178-7.5Page 3 (4) Operation Data & Set Points

V28/32S

B 19 00 0

12.21

Remarks to Individual Parameters

A. Fuel Oil Pressure, HFO-operation

When operating on HFO, the system pressure must be sufficient to depress any tendency to gasification of the hot fuel.

The system pressure has to be adjusted according to the fuel oil preheating temperature.

B. Cooling Water Pressure, Alarm Set Points

As the system pressure in case of pump failure will depend on the height of the expansion tank above the engine, the alarm set point has to be adjusted to 0.4 bar plus the static pressure. The static pressure set point can be adjusted on the base module SW3.

C. Press. LT -system, inlet engine (PI 01)

With two-string cooling water system the normal value can be higher, max. 4.0 bar.

D. Lub. Oil Pressure, Offset Adjustment

The read outs of lub. oil pressure has an offset adjustment because of the transmitter placement. This has to be taken into account in case of test and calibration of the transmitter.

E. Software Created Signal

Software created signal from TI 22, PI 22, TI 12, SI 90.

F. Set Points depending on Fuel Temperature

Fig 1 Set point curve.

G. Start Interlock

The following signals are used for start interlock/blocking:

1) Turning must not be engaged 2) Engine must not be running 3) "Remote" must be activated 4) No shutdowns must be activated. 5) The prelub. oil pressure must be OK, 20 min. after stop. 6) "Stop" signal must not be activated

H. Start Failure

If remote start is activated and the engine is in block-ing or local mode or turning is engaged the alarm time delay is 2 sec.Start failure will be activated if revulutions are below 50 rpm within 5 sec. from start or revulutions are below 210 rpm 10 sec. from start.Start failure alarm will automatically be released after 30 sec. of activation.

J. Alarm Hysterese

On all alarm points (except prelub. oil pressure) a hysterese of 0.5% of full scale are present. On prelub. oil pressure alarm the hysterese is 0.2%.

K. Engine Run Signal

The engine run signal is activated when engine rpm >710 or lub. oil pressure >3.0 bar or TC rpm >5000 rpm.If engine rpm is above 210 rpm but below 710 rpm within 30 sec. the engine run signal will be activated.

L. Turbocharger Speed

Normal value at full load of the turbocharger is de-pendent on engine type (cyl. no) and engine rpm. The value given is just a guide line. Actual values can be found in the acceptance test protocol.

M. Temperature Level

82° C HT thermostatic valve.

MAN Diesel & Turbo

Operation Data & Set Points 1699178-7.5Page 4 (4)

V28/32S

B 19 00 0

12.21

N. Alternator Bearing Temperature

For special alternator types higher alarm and shut-down set points may be allowed.

O. Exhaust Gas Temperatures

The exhaust gas temperature deviation alarm is normally ±50° C with a delay of 1 min., but at start-up the delay is 5 min. Furthermore the deviation limit is ±100° C if the average temperature is below 200° C.

P. Limits for Turbocharger Overspeed Alarm(SAH 89)

Q. Charge Air Temperature

When checking the performance of the charge air coolers, can the charge air temperature right after the charge air coolers be measured, by removal of the threaded plugs in the air transition pieces on the engine frame.

Engine type 720 rpm 750 rpm

12V28/32S 44,700 44,700

16V28/32S 37,300 37,300

18V28/32S 37,300 37,300

MAN Diesel & Turbo

06.39

B 19 00 0

V28/32S

1683348-8.2Page 1 (7) Safety, Control and Monitoring System

General Description

Monitoring and instrumentation on the engine repre-sents a tailor-made system. The system is designed to fulfil the following requirements:

l Continuous analogue monitoring l Independent safety system l Easy installation l Simple operation l Instrumentation complete l No maintenance l Prepared for CoCoS l Redundant safety system

In order to fulfil all classificatoin society requirements the engine is equipped with monitoring sensors for all medias as standard. Also a built-on safety system is standard.

The engine is equipped with the following main safety, control and monitoring components:

l Safety system l Governor l Monitoring modules – base module A + B – operation box (OB) – monitoring of temperatures/pressures

panel (MTP) – monitoring of exhaust gas temperature

panel (MEG) – monitoring of bearing temperature panel

(MBT), option – oil mist detector, option l Instrumentation (sensors, wiring, junction

boxes) l Manometers and thermometers l Output module (OM), option l Alarm panel (AP), option

Fig 1 Monitoring and safety system.

GenSetControl Panel

MBD-HSupply

Operating Module

Modbus, Monitoring & AlarmCable, Safety System

BaseModule

SafetySystem

Monitoringexhaust gastemperature

°C

cSt

60000

4

HIGH FRESH-WATER TEMP.

HOUR BAR

0

0

ENGINE RPM SI 90

SI 89

PT 23

TC 1 RPM

LUB. OIL PRESS. TC 1

14000

°C

RPM

LOW LUB.OIL PRESS.

HIGH LUB.OIL TEMP.

LOCALREMOTE

START

OVERSPEED

STOP

BLOCKINGRESET

LAMP TEST

ALT.

3 Secretary Delay

60000

4

EMERGENCYSTOP

BAR

0

0

START AIRPRESSURE PT 70

SI 89

PT 23

TC 2 RPM

LUB. OIL PRESS. TC 2

160

°C

RPM

DIFF./EARTHPROTECTION

HIGH BEARINGTEMP. STOP

LAMP TEST

HIGH BEARINGTEMP ALARM

EXHAUST

GAS

TEMPERATURE

TC 1 INLET

TC 1 OUTLET

CYL. 1A TI 60

TI 60

TI 60

TI 60

TI 60

TI 60

TI 60

TI 60

TI 60

TI 62

TI 61

CYL. 2A

CYL. 3A

CYL. 4A

CYL. 5A

CYL. 6A

CYL. 7A

CYL. 8A

CYL. 9A

200 400 600

EXHAUST

GAS

TEMPERATURE

TC 2 INLET

TC 2 OUTLET

CYL. 1B TI 60

TI 60

TI 60

TI 60

TI 60

TI 60

TI 60

TI 60

TI 60

TI 62

TI 61

CYL. 2B

CYL. 3B

CYL. 4B

CYL. 5B

CYL. 6B

CYL. 7B

CYL. 8B

CYL. 9B

200 400 600

HT WATER TEMP.

HT WATER PRESS.

LT WATER TEMP.

LT WATER PRESS.

LUB. OIL TEMP.

LUB. OIL PRESS.

LUB. OIL PRESS.

FUEL OIL TEMP.

FUEL OIL PRESS.

NOZZ COOL PRESS.

CHARGE AIR TEMP.

CHARGE AIR PRESS.

OUTLET ENGINE

INLET ENGINE

INLET AIR COOL.

INLET AIR COOL.

INLET FILTER

INLET FILTER

INLET ENGINE

INLET ENGINE

INLET ENGINE

INLET ENGINE

OUTLET COOL.

OUTLET COOL.

PI 10

TI 12

TI 01

PI 01

TI 22

PI 21

PI 22

TI 40

PI 40

PI 50

TI 31

PI 31

40

800

Monitoring temperature & pressure

Operating Module

Monitoringexhaust gastemperature

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1683348-8.2Page 2 (7)Safety, Control and Monitoring System

Safety System

The safety system is an independent system for monitoring and controlling the GenSet’s shutdown functions.

The safety system is based on a programme logic controller (PLC) which automatically controls the following:

Shutdown

1) Overspeed 2) Low lube oil pressure 3) High HT water temp. 4) Emergency stop 5) High bearing temp. (option) 6) Oil mist stop (option) 7) Differential protection / earth connection (op-

tion)

Set points and special conditions can be found in the "Operation Data & Set Points, B 19 00 0"

Connection to and from the power management system is hard wire connection.

Indication of each shutdown can be found on the operation box and directly on the PLC module.

Governor

The engine speed is controlled by a hydraulic governor or electronic controller with hydraulic actuator.

Information about the design, function and opera-tion of the governor is found in the special governor instruction book.

The governor is mounted on the flywheel end of the engine and is driven from the camshaft via a cylindri-cal gear wheel and a set of bevel gears.

Regulating Shaft

The governor's movements are transmitted through a spring-loaded pull rod to the fuel injection pump regulating shaft which is fitted along the engine.

The spring-loaded pull rod permits the governor to give full deflection even if the stop cylinder of the manoeuvering system keeps the fuel injection pump at "no fuel" position.

Each fuel injection pump is connected to the com-mon, longitudinal regulating shaft by means of a spring-loaded arm.

Should a fuel plunger seize in its barrel, thus blocking the regulating guide, governing of the remaining fuel injection pumps may continue unaffected owing to the spring-loaded linkage between the blocked pump and the regulating shaft.

Monitoring System

All media systems are equipped with temperature sensors and pressure sensors for local and remote reading.

The sensors for monitoring and alarming are con-nected to the base module.

Base Module

The base module is the centre of the monitoring system.

The base module, the OB-module, the MTP-mod-ule and the MEG-module are designed by MBD-H specifically for this engine type.

Apart from the electrical main connection to the al-ternator the contractor has to perform the following electrical connection:

– 24 VDC supply to the safety system. – Cable connection to/from power management

system. – 24 VDC supply to the base module. – Modbus communication or interlink to output

module.

The alarm and monitoring system in the main switch board can be connected to the base module by means of a 3-wire MODBUS communication link. For further information, please see the description "Communication from the GenSet".

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In situations where the alarm system cannot oper-ate a MODBUS communication unit, MBD-H offers an output module (OM) to be installed in the control room.

By means of the OM it is possible to connect all digital and analogue signals to the alarm system in a conventional manner.

Communication between the base module (BM) and the output module (OM) takes place via a 3-wire interlink bus (RS485).

The Base Module do also include redundant safety stop function for:

1) Overspeed 2) Low lube oil pressure 3) High cooling water temperature

The set points for above redundant safety stop are adjusted to a higher/lower point as the safety system. This will secure that the safety system will normally stop the engine in a critical situation. Only in case that the safety system is out of order the redundant safety stop will be needed.

Operating Box Module (OB - A)

This module includes the following possibilities:

l Operation of: – engine start – engine stop – remote mode – local mode – blocking/reset mode – lamp test – arrow up - shift upwards through measure-

ments for display – arrow down - shift downwards through

measurements for display

l Indication of: – engine rpm – TC 1 rpm – lub. oil pressure TC 1 – display for digital read out – indication of software version

l Shutdowns indication: – overspeed – low lub. oil pressure – high fresh water temp. – high lub. oil. temp.

Fig 2 Operation box module (OB - A).

Operating Box Module (OB - B)

l Indication of: – engine rpm – TC 2 rpm – lub. oil pressure TC 2 – display for digital read out – indication of software version

l Shutdowns indication: – high bearing temp. stop – diff. / earth protection – emergency stop

Please note that the local stop push button must be activated at least 3 sec. before the engine will stop.

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The manual start button must be activated until ig-nition, takes place. If the engine have been without prelubrication in more than 20 minutes the engine can not be electrical started.

The push buttons REMOTE - LOCAL - BLOCKING is only related to the start function. In case of BLOCK-ING the engine can not be started from local or from remote (switchboard).

The stop function is not depended of the REMOTE - LOCAL - BLOCKING position. On the local operating box module the pressure, temperature and rpm are illustrated by means of a display: an LED indicates whether it is the working hours, alternator, pressure, tem pera ture or rpm which is measured.

The display of the operation box module is used to read each individual measurement chosen by us-ing "arrow up" or "arrow down" incl. MTP and MEG measurements. All rpm, pressures and temperatures are indicated in full values. The value displayed is indicated by flashing of the last segment of the bar-graph on the OB, MTP or MEG module.

If the lamp test button is activated for more than 3 sec. the software version will be displayed.

Monitoring of Temp./Pressure Panel (MTP)

All temperatures and pressures shown on the MTP module's bargraph are indicated with illuminated segments. When the temperatures and pressures are within the stated limits, two segments are il-luminated in the middle forming a straight line. This means that it is easy to check the engines' systems, even at distance.

Fig 3 Operation box module (OB - B).

Fig 4 Monitoring of temperature/pressure module (MTP).

If there is a deviation, the bargraph in question will start to illuminate the segments upwards or down-wards, depending on rising or falling measure ments, see fig 5.

It must be mentioned that the latter does not apply to the charge air temperature and charge air pressure, because they will vary with the engine load.

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and thermometers for:

– Cooling water temp. – Fuel oil temp.

Monitoring of Exhaust Gas Temperature Panel (MEG)

The temperature shown on the MEG module is indi-cated with segments illuminated from the left to the right. The number of segments illuminated depends on the actual temperature of the exhaust gas.

Fig 5 Monitor temp./press. (MTP)

Fig 6 Monitoring of exhaust gas temperature module (MEG).

For emergency operation in case of totally black-out on the 24 V DC supply the engine is equipped with manometers for:

– Lub. oil pressure – Cooling water pressure – Fuel oil pressure

Fig 7 Monitor exh. gas temperature (MEG - A).

Fig 8 Monitor exh. gas temperature (MEG - B).

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Equaliser Function for Exhaust Gas Tem-perature

An equaliser function has been introduced to take into consideration the old learning that the exhaust temperature values must be identical on a four-stroke diesel engine.

On the engine type L16/24, L27/38, V28/32S and especially L21/31 it is observed that the temperature are not identical althrough the engine combustion is adjusted correctly. This fact may involve that the operator will adjust the fuel pumps improperly to obtain identical exhaust temperature values for each cylinder and this is of course not desirable.

By performing an offset adjustment equalisation of the temperature when the engine is adjusted correctly the operator will get the impression that the temperatures then are identical when the pumps etc are adjusted correctly. If a deviation of the temperatures occurs, it is because of problems with the combustion or the fuel pumps just as the operator is used to.

The equaliser function is activated by pressing the arrow push buttons on the OB panel for minimum three seconds. A menu occurs and by pressing ar-row push buttons up/down the following options are available:

l "NO" (Nothing happens and you return to normal mode)

l "YES" (Equalisation is completed if pos-sible. New offsets are calculated)

l "RESET" (All offset values are re-zeroed)

The chosen option is accepted by pressing "BLOCK-ING" or "lamp test". If equalisation cannot be com-pleted, "Err-2" will show up for two seconds and afterwards it returns to normal mode again. In case that a temperature deviation is above 40o C it will not be possible to complete an equalisation and "Err-2" will be indicated. The 40o C deviation is from the "real" readings, and not from the "manipulated" readings.

If the equaliser is activated on the OB panel without choosing an option, it will automatically return to normal OB display again after 15 seconds.

Monitoring of Bearing Temperature, MBT (option)

The temperature shown on the MBT module is indicated with segments illuminated from the left to the right. The number of segments illuminated depends on the actual temperature of the bearing temperature.

Fig 9 Monitoring of bearing temperature (MBT), option.

Output Module (option)

For alarm systems which cannot be communicated through the MODBUS protocol, an output module has been designed. This module includes conven-tional output signals (4-20 mA) for all analogue measuring values, signals for limit values, and infor-mation signals from the safety system. The output module will be delivered in a separate box (IP56) with the dimensions (H/L/W): 380 x 380 x 155 mm.

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Alarm Panel (option)

An alarm panel with 24 alarm points can be connect-ed to the system. The alarm panel can be installed on the engine or in the engine control room, see fig 10. The dimensions for the panel are (H/L/W): 144 x 96 x 35 mm.

Instrumentation

Pressure measurements are generated from the pressure transmitters.

The exhaust gas temperatures are generated by NiCr/Ni thermo sensors.

Temperatures are generated by PT100 sensors.

The above transmitters and sensors are specially designed for installation on diesel engines.

The pressure sensors are placed centrally at the front of the engine, facilitating easy access for maintenance and overhauls, and minimizing wire connections.

The temperature sensors are placed at the measur-ing point.

Data

Power supply : 24 VDC -20 to +30%Power consumption : < 2 ampAmbient temp. : -20oC to 70oC Externalcommunication links : MODBUS ASCII / RTU or

interlink (RS485)Fig 10 Alarm panel.

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System Layout

Fig 1 shows the system layout. The modules BM-A, BM-B, OB, MTP, MEG and safety system are all placed on the engine. More detailed infor mation on each module and sensors can be read in the descrip-tion "Safety, Control and Monitoring System".

Communication

Communication from the BM-modules to the alarm & monitoring system in the control room can be done in three ways:

1) In the BM-module there is a MODBUS ASCII or RTU interface communica tion.

2) An output module (OM) can be placed in the control room switchboard or alarm disk. Communication from the BM-modules to the OM-modules is made via the 3 wire module interlink bus.

In the OM-module all the signals are converted into 4-20 mA signals and digital outputs.

All signals can be wired up from the OM-mod-ule to the alarm & monitoring system in the control room.

3) Two simple alarm panels (AP) with each 24 LED channels can be installed in the con-trol room. This solution only serves digital alarms.

If the alarm system can communicate with MODBUS ASCII or RTU, there is no need for the OM-module or AP. All signals can be communicated by the MODBUS.

In the following please find a description of the MOD-BUS protocol and addressing of the signals.

MODBUS Protocol (BM)

The BM has a standard MODBUS ASCII and RTU interface which may be selected, by means of a DIP switch on the BM, to be either:

– RS485 3 wire (Rx+/Tx+, Rx-/Tx-, GND)

Fig 1 System overview: "monitoring system & safety system"

Safetysystem

BM-ABase

module

*must be from separate sources (UPS)

4 DO

2 DO 2 DI 6 DO1 DI

4 DI 11 AI NiCrNi

8 AI Pt100

8 AI 4-20 mA

4 DI

2 DI PNP1 DI Magn

2 DO

7 DI

11 AI NiCrNi

5 AI Pt100

5 AI 4-20 mA

1 DI PNP1 DI Magn

6 DI

1 DI PNP

1 DO

DO = Digital outputDI = Digital inputAI = Analog inputAO = Analog output

Diesel engine

Option

Module interlink bus(RS485)

AP-AAlarmpanel

1 MODBUS ASCII or RTUInterface (Slave) RS485

OB-AOpera-

tingbox

MEG-AMonitor

Exh.Gas

MTPMonitorTemp. & Press.

MEG-BMonitor

Exh.Gas

OB-BOpera-

tingbox

BM-BBase

module

24V DC**24V DC

Option

AP-BAlarmpanel

31 AO,4-20 mA

Option

BSMBearing

Surveillancemodule

11 AI NiCrNi

2 AI Pt100

7 DO

1 DI

Option

30 DO

IsolatedDC/DCconverter

OM-AOutput module

31 AO,4-20 mA

Option

30 DO

IsolatedDC/DCconverter

OM-BOutput module

3 DO

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SW 1: MODBUS address

Switch no 1 2 3 4 5 6

Address: 0 OFF OFF OFF OFF OFF OFF Not allowed 1 ON OFF OFF OFF OFF OFF 2 OFF ON OFF OFF OFF OFF

63 ON ON ON ON ON ON Not allowed

Fig 2 Modbus address

The communication setup is: 9600 baud, 8 databits, 1 stopbit, no parity.

The BM MODBUS protocol accept one command (Function Code 03) for reading analog and digital input values one at a time, or as a block of up to 32 inputs.

MODBUS is defined by the company AEG Modicon and the implemen ta ted protocol in the BM is de-signed to observe the relevant demands in the latest protocol description from AEG Modicon:

MODBUS was originally defined by EAG Modicon, but is now adminstered by the MODBUS-IDA group. The MODBUS protocol implemented for the BM is defined in the document "MODBUS over serial line specification and implementation V1.0", available at http://www.modbus.org/

The following chapter describes the commands in the MODBUS protocol, which are implementated, and how they work.

Protocol Description

The ASCII and RTU version of the MODBUS proto-col is used, where the BM works as MODBUS slave. All data bytes will be converted to 2-ASCII charac-ters (hex-values). Thus, when below is referred to „bytes“ or „words“, these will fill out 2 or 4 characters, respectively in the protocol.

The general „message frame format“ has the fol-lowing outlook:

[:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF]

– [:] 1 char. Begin of frame – [SLAVE] 2 char. Modbus slave address

Selected on DIP-switch at BM print

– [FCT] 2 char. Function code – [DATA] n X 2 chars data. – [CHECKSUM] 2 char checksum (LRC) – [CR] 1 char CR – [LF] 1 char LF (end of frame)

Notice: The MODBUS address [SLAVE] should be adjusted on the DIP-switch (SW 1) on the BM. Allowed addresses are 1..63 (address 0 is not al-lowed). Broadcast packages will not be accepted (to be ig nored), see fig 2.

The following function codes (FCT) is accepted:

– 03H: Read n words at specific address. – 10H: Write n words at specific address.

In response to the message frame, the slave (BM) must answer with appropriate data. If this is not pos-sible, a package with the most important bit in FCT set to 1 will be returned, followed by an exception code, where the following is supported:

– 01: Illegal function – 02: Illegal data address – 03: Illegal data value – 06: BUSY. Message rejected

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MODBUS addressing

In order to be able to read from the different I/O and data areas, they have to be supplied with an „address“.

In the MODBUS protocol each address refers to a word or „register“. For the GenSet there are follow-ing I/O registers:

– Block (multiple) I/O registers occupying up to 32 word of registers (see table 3 - 9).

Block I/O registers hold up to 32 discrete I/O's placed at adjacent addresses, so it is possible to request any number of I/O's up to 32 in a single MODBUS command. Please refer to table 3 - 9 which speci-fies the block I/Os registers addresses and how the individual I/O's are situated within the „block".

Data Format

The following types of data format have been cho-sen:

Digital: Consists of 1 word (register): 1 word: [0000H]=OFF [FFFFH]=ON

Integer: Consists of 1 word (register): 1 word: 12 bit signed data (second complement): [0000H]=0 [0FFFH]=100% of range [F000H]=-100% of range

Notice: 12 bit data format must be used no matter what dissolution a signal is sampled with. All mea-suring values will be scaled to 12 bit signed.

Example 1:

PI10, range 0-6 barThe value 2.3 bar will be represented as 38.33% of 6 bar = 0621H

FCT = 03H: Read n words

The master transmits an inquiry to the slave (BM) to read a number (n) of datawords from a given address. The slave (BM) replies with the required number (n) of datawords. To read a single register (n) must be set to 1. To read block type register (n) must be in the range 1...32.

Request (master):[DATA] = [ADR][n] [ADR]=Word stating the address in

HEX. [n]=Word stating the number of words to

be read.

Answer (slave-BM):[DATA] = [bb][1. word][2. word]....[n. word] [bb]=Byte, stating number of sub sequent

bytes. [1. word]=1. dataword [2. word]=2. dataword [n. word]=No n. dataword

FCT = 10H: Write n words

The master sends data to the slave (BM) starting from a particular address. The slave (BM) returns the written number of bytes, plus echoes the address.

Write data (master):[DATA] = [ADR][n] [bb][1. word][2. word]....[n

word] [ADR] = Word that gives the address in

HEX. [n] = Word indicating number of words to

be written. [bb] = Byte that gives the number of bytes

to follow (2*n) Please note that 8bb9 is byte size! [1. word]=1. dataword [2. word]=2. dataword [n. word]=No n. dataword

Answer (slave-BM):[DATA] = [ADR][bb*2] [ADR]= Word HEX that gives the address

in HEX [bb*2]=Number of words written. [1. word]=1. dataword [2. word]=2. dataword [n. word]=No n. dataword

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1699184-6.6Page 4 (9)

Index Explanation for Tables below

In the tables below each signal has a importance statement with following meaning:

Required by MAN B&W.Recommended by MAN B&W."Nice to have".

In the tables below some signals have a remark with following meaning: g) "Common shutdown" consists of following

signals: PSL22, TSH12, SSH81, ZS82 and TSH29/27, LSH 92 (optionals). Furthermore it consist also of the redundant shutdowns performed in the Base Module.

h) "Safety system failure" consists of following signals: Power supply failure and internal watch dog alarm.

i) "Safety sensor cable failure" means cable fail-ure on one or more of following sensors: lub. oil pressostate PSL22, cool. water thermostate TSH12, speed pick-up SE90-2, emergency stop switch ZS82 or bearing temperature shut-down TSH29/27.

j) "Local shutdown" only consists of the shut-downs (PSL22, TSH, SSH81, and ZS82) in the safety system.

l) Oil mist (LSH/LAH92) is an option. p) For GenSets with high voltage alternators.

General) All alarm signals are already performed with necessary time delay. F.ex. lub. oil level alarms (LAL/LAH28) includes 30 sec. alarm delay. Start air alarm (PAL70) includes 15 sec. alarm delay. No further delay are needed.

MODBUS Timeout

To prevent lock up of the protocol, ie. a breakdown on the connection, a number of timeouts are to be built in, as specified in the MODBUS protocol specification:

MODBUS specification max. time between charac-ters in a frame: 10 ms

MODBUS specification max. time between receipt of frame and answer: 1 second

However the implementation of the protocol in the GenSet Base Module is able to handle much smaller timeouts (response times), which may be required in order to obtain an acceptable worst-case I/O scan time:

Base Module, max. time between characters in a frame: 5 ms

Base Module, max. time between receipt of frame and answer: 100 ms

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Signal Name/description Address Data format Importance Remark Meas. range

iPSL22 Lub. oil inlet low pressure, stop 4042 Digital Nice to haveiTSH12 HT water outlet high temp., stop 4043 Digital Nice to haveiZS82 (LSH92) Emergency shutdown (oil mist) 4044 Digital Nice to have iSSH81 Overspeed stop 4045 Digital Nice to haveoZS96 Local indication 4046 Digital Nice to haveoZS97 Remote indication 4047 Digital Nice to haveoSA99A (Spare) 4048 DigitaloSS90A Engine running 4049 Digital Nice to haveiTE60-1A Exh. gas temp., cylinder 1 (A-side) 404A Integer 12 Bit Nice to have 0-800° CiTE60-2A Exh. gas temp., cylinder 2 (A-side) 404B Integer 12 Bit Nice to have 0-800° CiTE60-3A Exh. gas temp., cylinder 3 (A-side) 404C Integer 12 Bit Nice to have 0-800° CiTE60-4A Exh. gas temp., cylinder 4 (A-side) 404D Integer 12 Bit Nice to have 0-800° CiTE60-5A Exh. gas temp., cylinder 5 (A-side) 404E Integer 12 Bit Nice to have 0-800° CiTE60-6A Exh. gas temp., cylinder 6 (A-side) 404F Integer 12 Bit Nice to have 0-800° C


oLAH42 Drain box high level 4002 Digital RequiredoPAL25 Prelub. oil low press. 4003 Digital RequiredoSX32 Jet system failure 4004 Digital RequiredoUX95-2 Safety system failure 4005 Digital Required h)oSS86 Common shutdown 4006 Digital Required g)oTAH98 Alternator winding temp. high 4007 Digital RequiredoPAL10 HT water press. inlet low 4008 Digital RequiredoPDAH21-22 Diff. press. high, lub. oil filter 400A Digital RequiredoPAL 22 Lub. oil press. inlet low 400B Digital RequiredoPAL40 Fuel press. low 400C Digital RequiredoTAH12 HT water temp. high 400D Digital RequiredoTAH22 Lub. oil temp. inlet high 400E Digital RequiredoLAL28 Low oil level base frame 400F Digital Recommended oLAH28 High oil level base frame 4010 Digital RecommendediZS75 Microswitch, turning gear engaged 4011 Digital Recommended oSAH81 Overspeed alarm 4012 Digital RecommendedoTAD60 Exh. gas temp. high or low (A-side) 4013 Digital Recommended oTAH61 TC temp. outlet, high (A-side) 4014 Digital RecommendedoTAH62 TC temp. inlet, high (A-side) 4015 Digital Recommended iTI12 HT water temp. outlet 4016 Integeter 12 Bit Recommended 0-200° CiTI21/22 Lub. oil temp. inlet 4017 Integeter 12 Bit Recommended 0-200° CiTI40 Fuel oil temp. inlet 4018 Integeter 12 Bit Recommended f) 0-200° CiTI98-1 Alternator winding temp. 1 4019 Integeter 12 Bit Recommended 0-200° CiTI98-2 Alternator winding temp. 2 401A Integeter 12 Bit Recommended 0-200° CiTI98-3 Alternator winding temp. 3 401B Integeter 12 Bit Recommended 0-200° CiPI10 HT water press. inlet 401C Integeter 12 Bit Recommended 0-6 bariPI22 Lub. oil press inlet engine 401D Integeter 12 Bit Recommended 0-10 bariPI40 Fuel oil press. inlet 401E Integeter 12 Bit Recommended 0-16 baroSX86-2 Safety sensor cable failure 4020 Digital Recommended i)oSX83 Start failure 4021 Digital Recommended

Table 3 (Block scanning) Module A

Cont.

Communication from the GenSet B 19 00 0

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Table 3 MODBUS block 1 on Base Module A (multiple i/o) register addressing.


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oZS57 Earth connector & diff. protection 4090 Digital Nice to have p)PAL 50 Nozzle oil press. low 4091 Digital RecommendedTSH 22 High lub. oil shutdown 4092 Digital Nice to havePT 50 Nozzle oil press. 4093 Analog Recommended 0-6 bar


Table 4 cont.

Table 4 MODBUS block 2 on Base Module A (multiple i/o) register addressing.


V28/32S

iTE60-7A Exh. gas temp., cylinder 7 (A-side) 4050 Integer 12 Bit Nice to have 0-800° CiTE60-8A Exh. gas temp., cylinder 8 (A-side) 4051 Integer 12 Bit Nice to have 0-800° CiTE60-9A Exh. gas temp., cylinder 9 (A-side) 4052 Integer 12 Bit Nice to have 0-800° CiTE61-1 Exh. gas temp. outlet TC 1 4053 Integer 12 Bit Nice to have 0-800° CiTE62-1 Exhaust gas temp. inlet TC 1 4054 Integer 12 Bit Nice to have 0-800° CiTI01 LT water temp. inlet 4055 Integer 12 Bit Nice to have 0-200° CiTI31 Charge air temp. 4056 Integer 12 Bit Nice to have 0-200° CiPI01 LT water press. inlet 4057 Integer 12 Bit Nice to have 0-6 bariPI21 Lub. oil press. inlet filter 4058 Integer 12 Bit Nice to have 0-10 bariPI23 Lub. oil press. TC 1 4059 Integer 12 Bit Nice to have 0-4 bariPI31 Charge air press. 405A Integer 12 Bit Nice to have 0-4 baroSE90 Engine RPM pickup 405B Integer 12 Bit Nice to have 0-1600 rpmoSE89-1 TC speed-1 405C Integer 12 Bit Nice to have 0-60000 rpmoUX95-2_Dly (Spare) 405D Digital oSX84 Stop failure 405E Digital Nice to haveiSS86-3 Shutdown from safety system 405F Digital Nice to have j)oPAL01 LT water press. inlet 4060 Digital Nice to haveoPAL23 Lub. oil press. TC 1, low 4061 Digital Nice to have


oSAH89 High rpm TC 1 40C2 Digital Nice to have oTAH62-2 High exh. gas temp. before TC 1 40C3 Digital Nice to have oTAH12-2 High cooling water temp. 40C4 Digital Nice to have oTAH60-1A High exh. gas temp cyl. 1 40C5 Digital Nice to have oTAH60-2A High exh. gas temp cyl. 2 40C6 Digital Nice to have oTAH60-3A High exh. gas temp cyl. 3 40C7 Digital Nice to have oTAH60-4A High exh. gas temp cyl. 4 40C8 Digital Nice to have oTAH60-5A High exh. gas temp cyl. 5 40C9 Digital Nice to have oTAH60-6A High exh. gas temp cyl. 6 40CA Digital Nice to have oTAH60-7A High exh. gas temp cyl. 7 40CB Digital Nice to have oTAH60-8A High exh. gas temp cyl. 8 40CC Digital Nice to have oTAH60-9A High exh. gas temp cyl. 9 40CD Digital Nice to have oUX95-1 Monitoring system failure (A-side) 40CE Digital RecommendedoSX86-1 Monitoring sensor failure (A-side) 40CF Digital RecommendediLAH92 High oil mist alarm (oil splash) 40D0 Digital Nice to have


Table 5 MODBUS block 3 on Base Module A (mutiple i/o) register addressing.


Table 6 MODBUS block 4 on Base Module A (mutiple i/o) register addressing.

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oZT59 Power generator (optional) 4097 Integer 12 Bit Nice to haveoPAL70 Starting air press. low 4009 Digital Required oTAD60-B Exh. gas temp high or low (B-side) 4013 Digital RecommendedoTAH61-B TC temp. outlet, high (B-side) 4014 Digital RecommendedoTAH62-B TC temp. inlet, high (B-side) 4015 Digital RecommendediPT70 Start air pressure 401F Integer 12 Bit Recommended 0-40 baroSA99-B Common alarm (B-side) 4048 DigitaloSS90-B Engine running (NC) (B-side) 4049 DigitaliTE60-1B Exh. gas temp., cylinder 1 (B-side) 404A Integer 12 Bit Nice to have 0-800° CiTE60-2B Exh. gas temp., cylinder 2 (B-side) 404B Integer 12 Bit Nice to have 0-800° CiTE60-3B Exh. gas temp., cylinder 3 (B-side) 404C Integer 12 Bit Nice to have 0-800° CiTE60-4B Exh. gas temp., cylinder 4 (B-side) 404D Integer 12 Bit Nice to have 0-800° CiTE60-5B Exh. gas temp., cylinder 5 (B-side) 404E Integer 12 Bit Nice to have 0-800° CiTE60-6B Exh. gas temp., cylinder 6 (B-side) 404F Integer 12 Bit Nice to have 0-800° CiTE60-7B Exh. gas temp., cylinder 7 (B-side) 4050 Integer 12 Bit Nice to have 0-800° CiTE60-8B Exh. gas temp., cylinder 8 (B-side) 4051 Integer 12 Bit Nice to have 0-800° CiTE60-9B Exh. gas temp., cylinder 9 (B-side) 4052 Integer 12 Bit Nice to have 0-800° CiTE61-2 Exh. gas temp. outlet TC 2 4053 Integer 12 Bit Nice to have 0-800° CiTE62-2 Exhaust gas temp. inlet TC 2 4054 Integer 12 Bit Nice to have 0-800° CiPT23-2 Lub. oil press. TC 2, low 4059 Integer 12 Bit Nice to have 0-4 baroSE89-2 TC speed-2 405C Integer 12 Bit Nice to have 0-60000 rpmoPAL23-2 Lub. oil press. TC 2, low 4061 Digital Nice to haveoZS57 Earth 4095 Digital Nice to have oZT45 Actuator index (optional) 4096 Integer 12 Bit Nice to have oTE02 LT water temp. outlet engine 4098 Integer 12 Bit Nice to have 0-200° CoTE10 HT water temp. inlet engine 4099 Integer 12 Bit Nice to have 0-200° CoTE14 HT water temp. inlet cooler 409A Integer 12 Bit Nice to have 0-200° CoTE20 Lub. temp. after engine 409B Integer 12 Bit Nice to have 0-200° CoTE51 Nozzle oil temp. 409C Integer 12 Bit Nice to have 0-200° CoPT02 LT water press. outlet engine 409D Integer 12 Bit Nice to have 0-6 bar0PT14 HT water press. inlet cooler 409E Integer 12 Bit Nice to have 0-6 bar

Table 7 (Block scanning) Module B

Table 7 MODBUS block 2 on Base Module B (multiple i/o) register addressing.


oSAH89 High rpm TC 2 40C2 Digital Nice to have oTAH62-2 High exh. gas temp. before TC 2 40C3 Digital Nice to have oTAH12-2 High cooling water temp. 40C4 Digital Nice to have oTAH60-1B High exh. gas temp cyl. 1 (B-side) 40C5 Digital Nice to have oTAH60-2B High exh. gas temp cyl. 2 (B-side) 40C6 Digital Nice to have oTAH60-3B High exh. gas temp cyl. 3 (B-side) 40C7 Digital Nice to have oTAH60-4B High exh. gas temp cyl. 4 (B-side) 40C8 Digital Nice to have oTAH60-5B High exh. gas temp cyl. 5 (B-side) 40C9 Digital Nice to have oTAH60-6B High exh. gas temp cyl. 6 (B-side) 40CA Digital Nice to have oTAH60-7B High exh. gas temp cyl. 7 (B-side) 40CB Digital Nice to have

Table 8 (Block scanning) Module B

V28/32S

Cont.

MAN Diesel & turbo

11.41

1699184-6.6Page 8 (9)


iTI29-1 Main bearing temp. 4005H Integer 12 Bit Nice to have 0-800° CiTI29-2 Main bearing temp. 4004H Integer 12 Bit Nice to have 0-800° CiTI29-3 Main bearing temp. 4003H Integer 12 Bit Nice to have 0-800° CiTI29-4 Main bearing temp. 4002H Integer 12 Bit Nice to have 0-800° CiTI29-5 Main bearing temp. 4006H Integer 12 Bit Nice to have 0-800° CiTI29-6 Main bearing temp. 4007H Integer 12 Bit Nice to have 0-800° CiTI29-7 Main bearing temp. 4008H Integer 12 Bit Nice to have 0-800° CiTI29-8 Main bearing temp. 4009H Integer 12 Bit Nice to have 0-800° CiTI29-9 Main bearing temp. 400AH Integer 12 Bit Nice to have 0-800° CiTI29-10 Main bearing temp. 400BC Integer 12 Bit Nice to have 0-800° CiTI29-11 Guide bearing temp. 400CH Integer 12 Bit Nice to have 0-800° CoTI29-1 Cable break 400DH Digital Nice to haveoTI29-2 Cable break 400EH Digital Nice to haveoTI29-3 Cable break 400FH Digital Nice to haveoTI29-4 Cable break 4010H Digital Nice to haveoTI29-5 Cable break 4011H Digital Nice to haveoTI29-6 Cable break 4012H Digital Nice to haveoTI29-7 Cable break 4013H Digital Nice to haveoTI29-8 Cable break 4014H Digital Nice to haveoTI29-9 Cable break 4015H Digital Nice to haveoTI29-10 Cable break 4016H Digital Nice to haveoTI29-11 Cable break 4017H Digital Nice to haveiTI27-1 Alternator bearing temp. 4018H Integer 12 Bit Nice to have 0-200° CiTI27-2 Alternator bearing temp. 4019H Integer 12 Bit Nice to have 0-200° CiTI INTERNT. Compensation resistor 401AH Integer 12 Bit Nice to have 0-200° CoTSH29/27 High bearing temp. shutdown 401BH Digital Nice to haveoTAH29/27 Common alarm main bearing temp. 401DH Digital Nice to haveoUX29/27 Common cable failure 401FH Digital Nice to have

Table 9 (Block scanning) BSM Module

Table 9 MODBUS block 1 on BSM Module (mutiple i/o) register addressing.

In fig 8 some examples of wiring are illustrated. See also description "Guidelines for cable and wiring" for further information.


V28/32S

Comment: Always connect each engine with separate serial cable to the alarm system. Do not connect all auxiliary engines on one serial cable connection.


oTAH60-8B High exh. gas temp cyl. 8 (B-side) 40CC Digital Nice to have oTAH60-9B High exh. gas temp cyl. 9 (B-side) 40CD Digital Nice to have oUX95-1 Monitoring system failure (B-side) 40CE Digital RecommendedoSX86-1 Monitoring sensor failure (B-side) 40CF Digital RecommendediLAH92 High oil mist alarm (oil splash) 40D0 Digital Nice to have l)

Table 8 cont.

Table 8 MODBUS block 3 on Base Module B (mutiple i/o) register addressing.

MAN Diesel & turbo

11.41

1699184-6.6Page 9 (9)

Fig 8 MODBUS communication (RS 485).

Engine type V28/32S

Communication from the GenSet B 19 00 0

V28/32S

120

Ohm

131

J12

129

127128

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Description

The oil mist detector type Tufmon from companyDr. Horn is standard on the 7, 8 and 9L27/38engine types and option for all other engine types.

The oil mist detector is based on direct measure-ment of the oil mist concentration in the natural flowfrom the crankcase to the atmosphere.

The detector is developed in close cooperationbetween the manufacturer Dr. Horn and us and ithas been tested under realistic conditions at ourtestbed.

The oil mist sensor is mounted on the venting pipetogether with the electronic board. At first the sen-sor will activate an alarm, and secondly the enginewill be stopped, in case of critical oil mist concen-tration. Furthermore there is an alarm in case ofsensor failure. To avoid false alarms direct heatingof the optical sensor is implemented.

The installation is integrated on the engine. No extrapiping/cabling is required.

Technical data

Power supplyPower consumptionOperating temperature

: 24 V DC +30% / -25%: 1 A: 0°C....+70°C

Enclosure according to DIN 40050:

AnalyzerSpeed fuel rackand optical sensorsSupply box and connectors

: IP54

: IP67: IP65

Figure 1: Oil mist detector.

MAN Diesel & Turbo

1699190-5.0Page 1 (1) Oil mist detector B 19 22 1

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2006.11.20

Description

Figure 1: Dimensions

The box is a combined box with starters for prelu-bricating oil pump, preheater and el turning device.

The starter for prelubricating oil pump is for auto-matic controlling start/stop of the prelubricating oilpump built onto the engine.

Common for both pump starters in the cabinet isoverload protection and automatic control system.On the front of the cabinet there is a lamp for"pump on", a change-over switch for manual startand automatic start of the pump; furthermore thereis a common main cut-off switch.

The pump starter can be arranged for continuous orintermittent running. (For engine types L16/24,L21/31 & L27/38 only continuous running is accep-ted). See also B 12 07 0, Prelubricating Pump.

The preheater control is for controlling the electricheater built onto the engine for preheating of theengines jacket cooling water during stand-still.

On the front of the cabinet there is a lamp for"heater on" and a off/auto switch. Furthermorethere is overload protection for the heater element.

The temperature is controlled by means of an on/offthermostat mounted in the common HT-outlet pipe.Furthermore the control system secures that theheater is activated only when the engine is in stand-still.

The box also include the control of el turning device.There is a "running" indication lamp and a on/offpower switch on the front. The control for the turn-ing gear is prepared with to contactors for forwardand reverse control. The turning gear control hasalso overload protection.

MAN Diesel & Turbo

3700290-3.0Page 1 (2)

Combined box with prelubricating oil pump, preheaterand el turning device

E 19 07 2


V28/32DF

2013.04.19

Figure 2: Wiring diagram

MAN Diesel & Turbo

E 19 07 2Combined box with prelubricating oil pump, preheater

and el turning device3700290-3.0

Page 2 (2)


2013.04.19

Description

Figure 1: DimensionsThe box is a combined box with starters for prelu-bricating oil pump, nozzle conditioning pump, pre-heater and el turning device.

The starter for prelubricating oil pump is for auto-matic controlling start/stop of the prelubricating oilpump built onto the engine.

The starter for nozzle conditioning pump is for auto-matic controlling start/stop of the nozzle pump. Thepump can be built on the engine or be a separateunit.

Common for both pump starters in the cabinet isoverload protection and automatic control system.On the front of the cabinet there is a lamp for"pump on", a change-over switch for manual startand automatic start of the pump; furthermore thereis a common main cut-off switch.

The pump starter can be arranged for continuous orintermittent running. (For engine types L16/24,L21/31 & L27/38 only continuous running is accep-ted). See also B 12 07 0, Prelubricating Pump.

The preheater control is for controlling the electricheater built onto the engine for preheating of theengines jacket cooling water during stand-still.

On the front of the cabinet there is a lamp for"heater on" and a off/auto switch. Furthermorethere is overload protection for the heater element.

The temperature is controlled by means of an on/offthermostat mounted in the common HT-outlet pipe.Furthermore the control system secures that theheater is activated only when the engine is in stand-still.

The box also include the control of el turning device.There is a "running" indication lamp and a on/offpower switch on the front. The control for the turn-ing gear is prepared with to contactors for forwardand reverse control. The turning gear control hasalso overload protection.

MAN Diesel & Turbo

1699867-7.0Page 1 (2)

Combined box with prelubricating oil pump, nozzleconditioning pump, preheater and el turning device

E 19 07 2


V28/32DF

2008.02.25

Figure 2: Wiring diagram.

MAN Diesel & Turbo

E 19 07 2Combined box with prelubricating oil pump, nozzleconditioning pump, preheater and el turning device

1699867-7.0Page 2 (2)


2008.02.25

Description

Figure 1: Dimensions.The prelubricating oil pump box is for controlling theprelubricating oil pump built onto the engine.

The control box consists of a cabinet with starter,overload protection and control system. On thefront of the cabinet there is a lamp for "pump on", achange-over switch for manual start and automaticstart of the pump, furthermore there is a mainswitch.

The pump can be arranged for continuous or inter-mittent running. (For L16/24, L21/31 and L27/38only continuous running is accepted).

Depending on the number of engines in the plant,the control box can be for one or several engines.

The prelubricating oil pump starting box can becombined with the high temperature preheater con-trol box. See also B 12 07 0, Prelubricating Pump.

MAN Diesel & Turbo

1631477-3.3Page 1 (2) Prelubricating oil pump starting box E 19 11 0

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

2001.03.05


MAN Diesel & Turbo

E 19 11 0 Prelubricating oil pump starting box 1631477-3.3Page 2 (2)

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,V28/32DF

2001.03.05

Description

Figure 1: Dimensions of the control cabinet.The preheater control box is for controlling the elec-tric heater built onto the engine for preheating of theengines jacket cooling water during stand-still.

The control box consists of a cabinet with contactorand control system. On the front of the cabinetthere is a lamp for "heater on" and a main switch foractivating the system. Furthermore there is overloadprotection for the heater element.

The temperature is controlled by means of an on/offthermostat mounted in the common HT-outlet pipe.Furthermore the system secures that the heater isactivated only when the engine is in stand-still.

Depending on the numbers of engines in the plant,the control box can be for one or several engines,however the dimensions of the cabinet will be thesame. fig 1 illustrates a front for 3 engines.

The high temperature preheater control box can becombined with the prelubricating oil pump controlbox.

See also B 13 23 1 Preheating arrangement in hightemperature system.

MAN Diesel & Turbo

1631478-5.1Page 1 (2) High temperature preheater control box E 19 13 0

L23/30H, L28/32H, V28/32H, V28/32S, L28/32DF, V28/32DF

2001.03.05


MAN Diesel & Turbo

E 19 13 0 High temperature preheater control box 1631478-5.1Page 2 (2)

L23/30H, L28/32H, V28/32H, V28/32S, L28/32DF, V28/32DF

2001.03.05

Foundation

B 20

Resilient mounting of generating sets

On resilient mounted generating sets, the dieselengine and the generator are placed on a commonrigid base frame mounted on e.g. concrete founda-tion by means of resilient supports, sandwichmounting.

All connections from the generating set to the exter-nal systems should be equipped with flexible con-nections, and pipes, gangway etc. must not be wel-ded to the external part of the installation.

Resilient support

A resilient mounting of the generating set is madewith a number of sandwich mountings. The numberand the distance between them depend on the sizeof the GenSet. The mountings are bolted onto thebase frame (see Method of fixing on page 4).

The standard height of the sandwich mountings is125 mm in unloaded condition - when loaded thesetting is normally 6-8 mm.

The exact setting can be found in the calculation ofthe sandwich mountings for the plant in question.

Check of crankshaft deflection

The resilient mounted generating set is normallydelivered from the factory with engine and genera-tor mounted on the common base frame.

Even though engine and alternator have beenadjusted by the engine builder, with the alternatorrotor placed correctly in the stator and the crank-shaft deflection of the engine (autolog) within theprescribed tolerances, it is recommended to checkthe crankshaft deflection (autolog) before starting upthe GenSet.

Concrete foundation

The engine concrete foundation shall be in accord-ance with the foundation drawing from MAN Diesel& Turbo (see also page 9-11). The dimensions andthe reinforcement of the concrete foundation arebased on soil condition > 60 kN/m2. If this require-ment can not be fulfilled it is up to the customer toimprove the soil condition.

The casting of the engine foundation shall be exe-cuted continuously, and no construction joints shallbe permitted.

Mounting of base plates on concretefoundation

Before the foundation base plates are placed on theconcrete foundation, they have to be machinedaccording to the drawing from MAN Diesel & Turboand meet the tolerances as shown in the table onpage 5.

Place and align the base plates in the openings ofthe concrete foundation according to the drawingfrom MAN Diesel & Turbo. Mark the positions of thefoundation bolts through the holes in the baseplates. Remove the base plates and drill the holesfor the foundation bolts with conventional tools. Theholes have to be drilled according to recommenda-tions from the supplier of the foundation bolts.

Install the foundation bolts according to recommen-dation from the supplier.

Place and align the base plates in the openings ofthe concrete foundation again.

Pre-tighten the foundation bolts with a torque of 20Nm.

Fill-up the openings in the concrete foundation withnonshrinking grouting material such as MasterflowMB928 Grout or similar.

Tighten up the foundation bolts with a torque of 110Nm, after hardening of the grouting material.

This method of fixing the base plates is suitable forearthquake conditions up to 7 on the Richter scale.

Mounting and adjustment instructions fornew generating sets

1) In case the sandwich mountings have not beenmounted in the factory, they have to be moun-ted at the location on the base frame by meansof four M16 bolts each, see page 4.

2) Fit the filling pieces to the sandwich mountingsby means of four M16 bolt each, see page 4.The filliing pieces have to be machined accord-ing to the drawing from MAN Diesel & Turbo.

3) Align the generating set above the base platesaccording to the drawing from MAN Diesel &Turbo.

4) Lower the generating set until it rests com-pletely on the base plates.

MAN Diesel & Turbo

1687130-4.3Page 1 (12)

Resilient mounting system for landbased generatingsets

B 20 00 0

V28/32S

2010.08.23

5) After 48 hours, level and load distribution ischecked by measuring the height of the ele-ments. The difference between the mountingsshould be as small as possible and should notexceed ± 2 mm from average.

6) The mounting(s) with the largest deviation (fromthe average) should be adjusted first with steelshims. Hereby it should be noted that with the steelshims the mounting deflection can only beincreased. Therefore it can be necessary to fit,not only one, but all mountings with steel shimsto release one mounting.

Method of fixing the generating set to thebase plates

7) After the final adjustment, fix the Generating Setto the base plates by welding the filling piecesto the base plates according to the drawingfrom MAN Diesel & Turbo, see also page 4.

This method of fixing the Generating Sets to thebase plates is suitable for earthquake conditions upto 7 on the Richter scale.

Instructions for maintenance

Generally speaking the mountings will not requiremaintenance or reconditioning in service unlessmis-used or accidently damaged.

Oil contamination is the most likely cause of dam-age and therefore the rubber elements are treatedwith an oil resistant coating. Certainly elementsshowing signs of severe swelling or evidence ofrubber to metal seperation should be replaced.

MAN Diesel & Turbo

B 20 00 0Resilient mounting system for landbased generating

sets1687130-4.3Page 2 (12)

V28/32S

2010.08.23

Earthquake scales and intensity values V28/32S Measured at 5 Hz

Richter scale Ground acceleration[mm/s²]

Ground velocity[mm/s]

Ground shift[mm]

4.2

4.8

5.3

5.9

6.4

7.0

250 – 500

500 – 1000

1000 – 2000

2000 – 4000

4000 – 8000

8000 – 16000

8 – 16

16 – 32

32 – 64

64 – 127

127 – 254

254 – 508

0.3 – 0.5

0.5 – 1.0

1.0 – 2.0

2.0 – 4.0

4.0 – 8.0

8.0 – 16.0

Common values for sandwich mounting systems VRD 35 S1 – 55° With V28/32S landbased generating sets

Richter scale Input groundacceleration

[g]

Natural frequencies horizontal

[Hz]

Output transmitted shock on

generating set[g]

Horizontal shockdisplacement on

mounts[mm]

5.9

6.4

7.0

0.2 – 0.4

0.4 – 0.8

0.8 – 1.6

1.8 – 2.3

1.8 – 2.3

1.8 – 2.3

0.07 – 0.19

0.15 – 0.37

0.29 – 0.75

4.4 – 11.2

8.8 – 22.5

17.6 – 44.9

The output transmitted shock [g] and horizontal shock displacements [mm] are calculated by half sine shockpuls.

MAN Diesel & Turbo

1687130-4.3Page 3 (12)


B 20 00 0

V28/32S

2010.08.23

MAN Diesel & Turbo


sets1687130-4.3Page 4 (12)

V28/32S

2010.08.23

Tolerances of base plate

MAN Diesel & Turbo

1687130-4.3Page 5 (12)


B 20 00 0

V28/32S

2010.08.23

MAN Diesel & Turbo


sets1687130-4.3Page 6 (12)

V28/32S

2010.08.23

MAN Diesel & Turbo

1687130-4.3Page 7 (12)


B 20 00 0

V28/32S

2010.08.23

MAN Diesel & Turbo


sets1687130-4.3Page 8 (12)

V28/32S

2010.08.23

MAN Diesel & Turbo

1687130-4.3Page 9 (12)


B 20 00 0

V28/32S

2010.08.23

MAN Diesel & Turbo


sets1687130-4.3Page 10 (12)

V28/32S

2010.08.23

MAN Diesel & Turbo

1687130-4.3Page 11 (12)


B 20 00 0

V28/32S

2010.08.23

MAN Diesel & Turbo


sets1687130-4.3Page 12 (12)

V28/32S

2010.08.23

Test running

B 21

MAN Diesel & Turbo

Operating points MAN Diesel & Turbo programme

1) Starting attempts X

2) Governor test X

3) Test of safety and monitoring system X

4) Load acceptance test (value in minutes)

Engines driving alternators Continuous rating(MCR)

Constant speed

25% 30

50% 30

75% 30

100% 60

110% 45

Shop Test Programme for Power Plants1699986-3.0Page 1 (1) B 21 01 1

General

07.47

5) Verification of GenSet parallel running, if possible (cos j = 1, unless otherwise stated).6a) Crankshaft deflection measurement of engines with rigid coupling in both cold and warm condition.6b) Crankshaft deflection measurement of engines with flexible coupling only in cold condition.7) Inspection of lubricating oil filter cartridges of each engine.

8) General inspection.

The operating values to be measured and recorded during the acceptance test have been specified in ac-cordance with ISO 3046-1:2002 and with the rules of the classification societies.

The operation values are to be confirmed by the customer or his representative and the person responsible for the acceptance test by their signature on the test report.After the acceptance test components will be checked so far it is possible without dismantling.Dismantling of components is carried out on the customer's or his representative's request.

Spare Parts

E 23

0802

8-0D

/H52

50/9

4.08

.12

MAN B&W Diesel

1631461-6.0Page 1 (1) Weight and Dimensions of Principal Parts

V28/32HV28/32S

E 23 00 0

01.26

Cylinder head approx. 200 kgCylinder head incl. rocker arms approx. 255 kg

Connecting rod approx. 81 kgCylinder liner approx. 119 kg

Piston approx. 40 kg

88

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

1683343-9.1Page 1 (1) Recommended Wearing Parts E 23 05 0

V28/32S

02.18

V28

/32S

Co

nsu

mp

tio

n f

or

on

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gin

e

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mb

er o

f cy

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er

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aust

val

ves,

inc.

val

ve

guid

e an

d va

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seat

s.

cyl.

sets

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ket f

or s

afet

y va

lve

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ings

and

gas

ket f

or c

yl. h

ead,

mou

ntin

g cy

l. se

ts

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ings

and

sea

ling

rings

for

cyl.

liner

, mou

ntin

g cy

l. se

ts

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ket a

nd o

-rin

gs fo

r ro

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guid

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spec

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cyl.

sets

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s fo

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r co

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cy

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and

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ount

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cyl.

sets

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ctio

n no

zzle

s

ets

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nger

/bar

rel f

or fu

el in

ject

ion

pum

p se

ts

Pis

ton,

scr

aper

rin

gs, fl

am

e rin

g cy

l. se

ts

Lock

ing

plat

es a

nd g

aske

ts fo

r ca

msh

aft g

ear

whe

el in

spec

tion

sets

Lub.

oil fi

lter

car

trid

ges.

se

ts

O-r

ing

for

cyl.h

ead

top

shie

ld

cyl.s

ets

O-r

ing

for

relie

f val

ve, c

rank

case

doo

rs

Gas

ket f

or c

rank

case

doo

rs

Turb

ine

nozz

le r

ing

for T

C

Kits

for

air

star

ter,

mai

n st

artin

g va

lve,

eng

ine

driv

en lu

b. o

il pu

mp,

pr

e.lu

b. o

il pu

mp

Big

-end

bea

rings

se

ts

0-40

00 h

ou

rs

12 1

6 1

8

none

none

none

none

none

none

24 3

2 3

6

none

none

none

none

6

6

6

4

6

7

none

4

6

6

none

none

none

0-80

00 h

ou

rs

12 1

6 1

8

none

none

none

none

none

none

48 6

4 7

2

12 1

6 1

8

none

none

none

12 1

2 1

2

10 1

3 1

4

none

6

8

8

none

none

none

0-12

000

ho

urs

12 1

6 1

8

none

none

none

none

none

none

72 9

6 10

8

24 3

2 3

6

none

none

none

16 1

6 1

6

14 1

9 2

2

none

8 1

2 1

2

none

none

none

0-16

000

ho

urs

12 1

6 1

8

none

12 1

6 1

8

12 1

6 1

8

none

12 1

6 1

8

2

2

2

96 1

28 1

44

24 3

2 3

6

none

12 1

6 1

8

2

2

2

22 2

2 2

2

19

26 2

9

2

2

2

12 1

6 1

6

2

2

2

2

2

2

none

0-20

000

ho

urs

12 1

6 1

8

none

12 1

6 1

8

12 1

6 1

8

none

12 1

6 1

8

2

2

2

120

160

180

24 3

2 3

6

none

12 1

6 1

8

2

2

2

28 2

8 2

8

24

32 3

6

2

2

2

16

20 2

0

2

2

2

2

2

2

none

0-24

000

ho

urs

12 1

6 1

8

none

12 1

6 1

8

12 1

6 1

8

none

12 1

6 1

8

2

2

2

144

192

216

36 4

8 5

4

12 1

6 1

8

12 1

6 1

8

2

2

2

32

32

32

29

38 4

3

2

2

2

20

24 2

4

2

2

2

2

2

2

none

0-28

000

ho

urs

12 1

6 1

8

none

12 1

6 1

8

12 1

6 1

8

none

12 1

6 1

8

2

2

2

168

224

252

36 4

8 5

4

12 1

6 1

8

12 1

6 1

8

2

2

2

38

38

38

34

45 5

0

2

2

2

24

28 2

8

2

2

2

2

2

2

none

0-32

000

ho

urs

12 1

6 1

8

12 1

6 1

8

24 3

2 3

6

24 3

2 3

6

12 1

6 1

8

24 3

2 3

6

4

4

4

192

256

288

48 6

4 7

2

12 1

6 1

8

24 3

2 3

6

4

4

4

42

42

42

38

51 5

8

4

4

4

24

28 2

8

4

4

4

4

4

4

12 1

6 1

8

0802

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MAN Diesel & Turbo

1687177-2.2Page 1 (2)

10.40

Standard Spare Parts P 23 01 1

V28/32S

Plate

505025050250502505025050250501505015050850510505105050150502

5061050610506015060150601506015060150601506015060150601506015061050610506105061050610

50801

Description

Cylinder HeadValve spindle, inletValve spindle, exhaustConical ring in 2/2Inner springOuter springValve seat ring, inletValve seat ring, exhaustSafety valveGasket, coamingGasket, top coverO-ring, cylinder headValve rotators

Piston and Connecting Rod, Cylinder LinerSealing ringSealing ringConnecting rod bearingConnecting rod studConnecting rod nutBush for connecting rodPiston pinRetaining ringPiston ringPiston ringPiston ringOil scraper ringO-ring, cylinder linerO-ring, inlet bendO-ring, inlet ductO-ring, cooling water connectionsFlame ring

Operating Gear for Valve and Fuel Injection PumpsSealing ring

Qty.

224442211124

111221121111221121

4

Item

262561178333201184184108171014196191

031055139152164056019032093103235127043102126138092

185

0802

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MAN Diesel & Turbo

5110151101511015110151106

5120251202512025120251202

514025140151404

Description Qty. Plate Item

10.40

P 23 01 1 Standard Spare Parts 1687177-2.2Page 2 (2)

V28/32S

Engine Frame and Base FrameMain bearing shellsThrust washerStudNutO-ring

Turbocharger SystemGasketGasketO-ring, cooling water connectionsO-ring, cooling water connectionsDisc

Fuel Oil System and Injection EquipmentFuel injection valveFuel oil injection pumpFuel oil high-pressure pipe

12222

11112

*11

157253169170058

335492311264323

177972010

Plate No. and Item No. refer to the spare parts plates in the instruction book.

* No of spare parts = (add up to equal number)

C = Number of cylinders for engine with max. cyl. no in plant.

ex. A plant consists of 2x5L28/32H and 2x7L28/32H.

Then the number of spare parts must be = 3.5 ~ add up to equal number = 4.

C2

72

Tools

P 24

MAN Diesel & Turbo

ItemPlateDescription

Cylinder HeadLifting tool for cylinder head 1 52005 01Mounting tool for valves 1 52005 05Max. pressure indicator 1 52005 10Grinding ring for cyl. head and cyl. liner 1 52005 20Tool for grinding of valves 1 52005 55Handwheel for indicator valve 1 52005 65 Piston, Connecting Rod and Cylinder LinerLifting tool for piston 1 52006 05Eye bolt for piston lift at check of connecting rod 1 52006 07Back stop for cylinder liner 2 52006 09Guide ring for mounting of piston 1 52006 11Piston ring opener 1 52006 13Testing mandrel for piston- and scraper ring grooves 1 set 52006 14-15-16Plier for piston pin lock ring 1 52006 20Guide fork for connecting rod 1 52006 24Torque spanner 20 - 120 Nm 1 52006 26Torque spanner 50 - 300 Nm 1 52006 27Lifting tool for cyl. liner 1 52006 45Honing brush 1 52006 50Funnel for honing of cylinder liner 1 52006 51Magnifier (30x) 1 52006 55

Operating Gear for Inlet Valves, Exhaust Valves andFuel Injection PumpsFeeler gauge for inlet valves 2 set 52008 01Feeler gauge for exhaust valves 2 set 52008 02Extractor for thrust piece, on roller guide for fuel pump 1 52008 06

Crankshaft and Main BearingsCrankshaft alignment gauge, autolog 1 52010 05Guide pipe for main and guide bearing caps 2 52010 10Lifting straps for main and guide bearing caps 2 52010 15Dismantling tool for guide bearing shells 1 52010 19Tool for upper main bearing 1 52010 22O-ring 1 52010 23Guide tools for mounting of upper guide bearing shell 1 52010 25Angle for mounting on crankweb without counterweight(for checking of main bearings alignment - autolog) 4 52010 40

Standard Tools for Normal Maintenance

V28/32S

P 24 01 11683321-2.4Page 1 (2)

11.46

Qty.

MAN Diesel & Turbo

Description

11.46

P 24 01 1 Standard Tools for Normal Maintenance 1683321-2.4Page 2 (2)

Qty. Plate Item

V28/32S

Plate No. and item No. refer to the spare parts plates in the instruction book.

Turbocharger SystemContainer complete for water washing ofcompressor side 1 51205 318Blowgun for dry cleaning of turbocharger 1 51210 136

Fuel Oil System and Injection EquipmentPressure testing pump, complete 1 52014 01Cleaning tool for fuel injector 1 set 52014 10Spanner for high pressure pipe 1 52014 15Spanner for fuel injection pump, left 1 52014 20Spanner for fuel injection pump, right 1 52014 25Spanner for fuel injection pump, right 1 52014 27Grinding tool for fuel injector seat 1 52014 35Extractor for fuel injector 1 52014 40Measuring device for plunger lift 1 52014 42

Hydraulic ToolsPressure pump, complete 1 52021 01Distributing piece for cylinder head 1 52021 15Distributing piece for main and guide bearings 1 52021 20Hydraulic tools for cylinder head, complete 1 52021 25Tools for cylinder head 1 52021 36Hydraulic tools for main and guide bearings, complete 1 52021 40Hose for hydraulic tools 6 52021 49Hose with unions for connection of oil pump anddistributor piece 1 52021 51Spacer ring (only to be used if the vibration damperis too big for the hydraulic tools) 2 52021 65Hydraulic tools for connecting rod 1 52021 70Angle piece 1 52021 76

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Description

Cylinder HeadGrinding table for cylinder head, with bracket forwall mounting (complete)*Grinding table for cylinder head, with frame forfloor mounting (complete)*Extractor for valve seat ring (complete)Mounting tool for valve seat rings (complete)Grinding machine for valve seat ring (complete)Grinding machine for valve spindle (complete)

Crankshaft and Main BearingsLifting handle for main bearing cap

Fuel Oil System and Injection EquipmentGrinding tool for fuel injection valve

03.09

Qty.

1

11111

1

1

Plate

52005

5200552005520055200552005

52010

52014

Item

25

3050453540

30

30

P 24 02 1

Plate No. and item No. refer to the spare parts plates in the instruction book.

V28/32S

Tools for Reconditioning1693517-1.0Page 1 (1)

* As standard the grinding table is delivered for wall mounting, plate No 52005, item No 25.As optional it can be delivered on stand plate, No 52005, item No 30.

G 50 Alternator

B 50

MAN Diesel & Turbo

Installation aspects

For mounting of diesel engine and alternator on a common base frame, the alternator supplier should fullfill the dimensions given in fig. 1. Further, inspec-tion shutters, components and other parts to be operated/maintained should not be placed below the level of the alternator feet on front edge of, and in the longitudinal direction of the alternator in the area covered by the base frame.

Regarding air cooled alternators, the ventilating outlet should be placed above the level of the alternator feet.

1683344-0.0Page 1 (3)

01.32

V28/32S

B 50 02 8Information from the Alternator supplier

For water cooled alternators the flanges for cooling water should be placed on the left side of the alter-nator seen from the shaft end. The flanges should be with counter flanges.

Project Information

3 sets of Project Information should be forwarded to MAN Diesel & Turbo, according to the delivery times stated in "Extent of Delivery".

Drawings included in the alternator Project Informa-tion must have a max. size of A3.

Fig 1. Outline drawing of alternator

Project Information should as a minimum contain the following documentation:

1. General description of alternator.

2. "outline" drawing

Following information is required in order to be able to work out drawings for base frame and general arrangement of GenSet.

Side view and view of driving end with all main di-mensions, i.e. length, width, height, foot position, foot width, shaft height, etc. as well as all the dimensions of the alternator's coupling flange, alt. groove shaft pin.

As minimum all the dimensions in fig. 1 should be stated.

Air outlet

951

x

x

xx

Air inlet

S

Y Y

Z

x

x

x

x

x

x

x x

x x

x

x

R660 2xM16

16xø31ø350±0,1 PCD

xx

x

200 39ø1400

1600

765

700

-1

4xø2621810

30 10

3218

x

MAN Diesel & Turbo

01.32

V28/32S

1683344-0.0Page 2 (3)Information from the Alternator supplierB 50 02 8

Further the "outline" drawing is to include alternator type, total weight with placement of center of gravity in 2 directions (horizontal and vertical), direction of revolution, terminal box position, lifting eyes venthole position for air cooled alternators and min. overhaul space for rotor, cooler, filter, etc.

a. For water cooled alternators following informa-tion is required:

- position of connections - dimension of connections - dimensions of flange connections - cooling water capacity - cooling water temperature - heat dissipation - cooling water pressure loss across heat

exchanger - Amount of water in alt. cooling system

b. For alternators with extern lubricating of bearing(s) following information is required:

- position of connections - dimensions of connections - dimensions of flange connections - required lub. oil flow - required lub. oil pressure - pressure regulator (if required/delivered) - oil sight glas (if required/delivered)

c. For air cooled alternators following information is required:

- Max. permissible ambient inlet air temp.

3. Rotor shaft drawing

Following information is required in order to be able to work out torsional vibration calculations for the complete GenSet.

The rotor shaft drawing must show all the dimensions of the rotor shaft's lengths and diameters as well as information about rotor parts with regard to mass inertia moment - GD2 or J (kgm2) and weight (kg).

The following components, which are part of the complete rotor, must be mentioned:

- Shaft - Pole wheel - Exciter - Ventilator

The shaft dimensions for alternator should be ac-cording to figure 2.

4. Other drawings necessary for installation.

5. Spare parts list.

6. List of loose supplied components.

Fig 2 Shaft dimension for alternator

PCD35

0

50 27

R1

20°

R8

ø25

8

ø25

0h7

-0 0.04

6

ø29

0

ø40

0

R35

10

16x31.0 mm holes to be drilled acc. to MAN Diesel & Turbo fig No. V-V07A01-07-2. Holes to be reamed together with crankshaft for 32 mm fitted bolt

Direction of rotationSeen from fore

MAN Diesel & Turbo

7. Data:

- Construction form. - Rated voltage. - Rated power kVA. - Rated current, amp. - Rated power factor. - Frequency, Hz. - Insulation class. - Load efficiency in % of nominal load at 1/4 - 1/2 - 3/4 - 1/1 load (with cos.phi. = 0.8 and 1.0).

1683344-0.0Page 3 (3)

01.32

V28/32S

B 50 02 8Information from the Alternator supplier

- If the alternator bearings are lubricated by the engines' intermal lub. oil system:

- Max. lub. oil pressure. - Lub. oil capacity (m3/h). - Heat radiation.

Besides the above-mentioned documentation, 3 sets of alternator test reports should be forwarded.

In connection with the delivery of alternator, docu-mentation and spare parts, these should be specified with our order no. and the specific yard or project identification.

For further information, please contact MAN Diesel & Turbo.

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Engine/Alternator Type

07.05

B 50 02 3

V28/32S

1683345-2.1Page 1 (1)

Engine speed 720/750 RPM

Engine type

12V28/32S

16V28/32S

18V28/32S

Alternator type B 20

Two bearing types, shaft end with fl ange.

Alternator type

B 20

B 20

B 20

Description

Figure 1: Connection of cables (example)

Main cables

The resilient installation of the GenSet must be con-sidered when fixing the alternator cables.

The cables must be installed so that no forces haveany effect on the terminal box of the alternator.

A support bracket can be welded on the enginebase frame. If this solution is chosen, the flexibility inthe cables must be between the cable tray and thesupport bracket.

The free cable length from the cable tray to theattachment on the alternator must be appropriate tocompensate for the relative movements betweenthe GenSet and the foundation.

The following can be used as a guideline:The fix point of the alternator cables must be asclose as possible to the centre line of the rotor.

Bending of the cables must follow the recommen-dations of the cable supplier regarding minimumbending radius for movable cables.

If questions arise concerning the above, please donot hesitate to contact MAN Diesel & Turbo.

Note: The responsibility for alternator cable installa-tion lies with the Installation Contractor. The Installa-tion Contractor has to define the dimension of thecables with due respect to heat conditions at site,cable routing (nearby cables), number of singlewires per phase, cable material and cable type.

MAN Diesel & Turbo

1699865-3.4Page 1 (3) Alternator cable installation B/G 50 00 0

L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF, L23/30DF,

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

2014.04.07

Figure 2: Marine operation (example)

Binding radius has to be observed, and furthermorebinding radius for cables used for resilient installedengines must be observed.

Earth cable connection

It is important to establish an electrical connectingacross the rubber dampers. The earth cable mustbe installed as a connection between alternator andship hull for marine operation, and as a connectionbetween alternator and foundation for stationaryoperation.

For stationary operation, the Contractor mustensure that the foundation is grounded according tolocal legislation.

Engine, base frame and alternator have internalmetallic contact to ensure earth connection. Thesize of the earth cable is to be calculated on thebasis of output and safety conditions in each spe-cific case; or must as a minimum have the samesize as the main cables.

MAN Diesel & Turbo

B/G 50 00 0 Alternator cable installation 1699865-3.4Page 2 (3)

L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF, L23/30DF,L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

2014.04.07

Figure 3: Stationary operation (example)

MAN Diesel & Turbo

1699865-3.4Page 3 (3) Alternator cable installation B/G 50 00 0


L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

2014.04.07

Engine and alternator combinations

For a GenSet the engine and alternator are fixed ona common base frame, which is flexibly installed.This is to isolate the GenSet vibration-wise from theenvironment. As part of the GenSet design a fullFEM calculation has been done and due to this andour experience some combinations of engine typeand alternator type concerning one - or two bear-ings must be avoided. In the below list all combina-tions can be found.

Comments to possible combinations:

• : Standard

# : OptionX : Not recommended1) : Only in combination with "top bracing" betweenengine crankcase and alternator frame2) : Need for 'topbracing' to be evaluated case bycase

MAN Diesel & Turbo

3700084-3.4Page 1 (2) Combinations of engine- and alternator layout B/G 50 00 0


L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

2014.04.08

MAN Diesel & Turbo

B/G 50 00 0 Combinations of engine- and alternator layout 3700084-3.4Page 2 (2)

L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF, L23/30DF,L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

2014.04.08

B 25 Preservation and Packing

B 98

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1683333-2.2Page 1 (3) Lifting Instruction

03.48

Lifting of Complete Generating Sets.

The generating sets should only be lifted in the wire straps. Normally, the lifting tools, the crossbars and the wire straps are mounted by the factory. If not, it must be observed that the fi xing points for the crossbars are placed differently depending on the number of cylinders.

The crossbars are to be removed after the installation, and the protective caps should be fi tted.

V28/32S

Fig. 1.

P 98 05 1

Shackles

Lifting tools

Hexagon screws

Nut

Torque moment 260 NM

Cap nut

Crossbar

Distance tube

Torque moment 300 NM

Fig. 1a

Fig. 1b

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1683333-2.2Page 2 (3)Lifting Instruction

03.48

V28/32S

P 98 05 1

Fig. 3. Crossbars placing on engine without alternator.

Shackles

Lifting beam

Wire *

Crossbars, see fi g. 1b *

Wire

If necessary, placement of wire to be adjusted after test lift.

Shackles *

Wire *


* are mounted on both sides of engines

16-18V28/32S without alternator Crossbars are Engine Type placed between Cyl. no.

16V28/32S 3-4, 5-6 18V28/32S 4-5, 6-7

Lashing fi tting *

Fig. 2. Crossbars placing on engine without alternator.

Shackles

Lifting beam

Wire *


Wire


Shackles *

Wire *

Lashing fi ttings *


12V28/32S without alternatorName plate/ hex socket

head cap screw

Crossbars are Engine Type placed between Cyl. no.

12V28/32S 2-3, 4-5

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Fig. 4. Crossbars and lifting tools placing on engine with alternator.

Note: Based on MBD-H standard generator

Shackles

Lifting beam

Wire *


Wire


Shackles *

Wire *

Lashing fi ttings *

Lifting tools, see fi g. 1a *


12V28/32S with alternatorName plate/ hex socket

head cap screw

Fig. 5. Crossbars placing on engine with alternator.

Note: Based on MBD-H standard generator

Shackles

Lifting beam

Wire *


Wire


Shackles *

Wire *

Lashing fi ttings *


16-18V28/32S with alternatorName plate/ hex socket

head cap screw

1683333-2.2Page 3 (3) Lifting Instruction

03.48

V28/32S

P 98 05 1


16V28/32S 5-6, 7-8 18V28/32S 6-7, 8-9


12V28/32S 4-5

Documents

V28/32S Project Guide - Power Plant - Power Plants