MAN DieselL+V51/60DFProject GuideFour-stroke Dual Fuel Enginesin compliance with IMO Tier IICopyright MAN Diesel Subject to modification in the interest of technical progress. D2366416EN Printed in Germany GMC2-08090.5MAN Diesel86224 Augsburg, GermanyPhone +49 821 322-0Fax +49 821 322-3382marineengines-de@mandiesel.comwww.mandiesel.comL+V51/60DFProject Guide Four-stroke Dual Fuel Enginesin compliance with IMO Tier IIMAN Dieselfalzen falzenfalzen falzen09-120PPG_5160DF_Marine_IMO_TII.indd U4 25.08.2009 14:28:30Titelseite Marine 51-60DF.fmProject Guidefor Marine PlantsDual-fuel Engine 51/60DFin Compliance with lMO Tier llStatus: 05/2009MAN Diesel SEStadtbachstrasse 186224 AugsburgGermanyPhone: +49-821-322-0Telefax: +49-821-322-3382e-mail: marineengines-de@mandiesel.comlnternet: www.mandiesel.comTitelseite Marine 51-60DF.fmOur Project Guides provide customers and consultants with information and data for planningplants incorporating four-stroke engines from the current MAN Diesel programme. On account ofthe modifications associated with upgrading, the contents of the specific edition will remain valid fora limit of time only.For concrete projects you will receive the latest editions in each case with our quotation specifica-tion or with the documents for order processing.You can also find the latest updates on our homepage www.mandiesel.com under"Products - Marine Power - Medium speed - Project Guides / Technical Documentation." MAN Diesel SEAll copyrights reserved for reprinting, photomechanical reproduction (photocopying/microcopyingland translation of this documention or part of it. PG-51-60-DFlvZ.fmTable of Contents1 Basic information ............................................................... 1 - 11.1 Modes of operation, outputs .............................................................................. 1 - 31.2 Safety concept of MAN Diesel dual-fuel engine - short overview ...................... 1 - 52 Dual-fuel engine and operation.......................................... 2 - 12.1 Engine characteristic data .................................................................................. 2 - 32.1.1 Engine design ...................................................................................................... 2 - 32.1.1.1 Engine cross section ......................................................................... 2 - 32.1.1.2 Engine designations - design parameters ......................................... 2 - 52.1.2 Dimensions, weights and views .......................................................................... 2 - 72.1.3 Outputs, speeds .................................................................................................. 2 - 92.1.3.1 Engine ratings ................................................................................... 2 - 92.1.3.2 Speeds/Main data ........................................................................... 2 - 92.1.4 Fuel consumption; lube oil consumption........................................................... 2 - 132.1.4.1 Fuel consumption for emission standard lMO Tier ll ...................... 2 - 132.1.4.2 Lube oil consumption ...................................................................... 2 - 142.1.5 Planning data for emission standard lMO Tier ll .............................................. 2 - 152.1.5.1 Nominal values for cooler specification - L51/60DF - Diesel mode ................................................................. 2 - 152.1.5.2 Temperature basis, nominal air and exhaust gas data - L51/60DF - Diesel mode .................................................................. 2 - 162.1.5.3 Nominal values for cooler specification - v51/60DF - Diesel mode .................................................................. 2 - 172.1.5.4 Temperature basis, nominal air and exhaust gas data - v51/60DF - Diesel mode .................................................................. 2 - 182.1.5.5 Nominal values for cooler specification - L51/60DF - Gas mode ..................................................................... 2 - 192.1.5.6 Temperature basis, nominal air and exhaust gas data - L51/60DF - Gas mode ..................................................................... 2 - 202.1.5.7 Nominal values for cooler specification - v51/60DF - Gas mode ..................................................................... 2 - 212.1.5.8 Temperature basis, nominal air and exhaust gas data - v 51/60 DF - Gas mode ................................................................... 2 - 222.1.5.9 Load specific values at tropical conditions - 51/60 DF - Diesel mode ................................................................... 2 - 232.1.5.10 Load specific values at lSO-conditions - 51/60DF - Diesel mode .................................................................... 2 - 242.1.5.11 Load specific values at tropical conditions - 51/60 DF - Gas mode ...................................................................... 2 - 252.1.5.12 Load specific values at lSO conditions - 51/60 DF - Gas mode ...................................................................... 2 - 26PG-51-60-DFlvZ.fm2.1.5.13 Filling volumes and flow resistances .............................................. 2 - 272.1.5.14 Permissible operating pressure ....................................................... 2 - 282.1.5.15 Theoretical supply gas pressure required at inlet gas valve unit ..... 2 - 292.1.5.16 Admissible supply gas pressure variations ..................................... 2 - 302.1.6 Emissions........................................................................................................... 2 - 312.1.6.1 Engine noise / intake noise / exhaust gas noise .............................. 2 - 312.1.6.2 Exhaust gas emission ...................................................................... 2 - 372.1.7 Requirements for power drive connection (staticl............................................ 2 - 392.1.8 Requirements for power drive connection (dynamicl ........................................ 2 - 412.1.8.1 Moments of inertia, flywheels .......................................................... 2 - 412.1.8.2 Balancing of masses ........................................................................ 2 - 432.1.8.3 Static torque fluctuation .................................................................. 2 - 452.1.9 Power transmission ........................................................................................... 2 - 492.1.9.1 Flywheel arrangement ...................................................................... 2 - 492.1.10 Arrangement of attached pumps....................................................................... 2 - 512.1.11 Foundation......................................................................................................... 2 - 532.1.11.1 General requirements for engine foundation ................................... 2 - 532.1.11.2 Resilient seating ............................................................................... 2 - 552.1.11.3 Recommended configuration of foundation .................................... 2 - 572.1.11.4 lnstallation of flexible pipe connections for resiliently mounted engines ........................................................ 2 - 592.1.12 Programme for works test ............................................................................... 2 - 632.2 Dual-fuel engines -general rules ....................................................................... 2 - 652.2.1 Diesel electric operation .................................................................................... 2 - 652.2.1.1 Starting conditions and load application for Diesel-electric plants .................................................................. 2 - 652.2.1.2 Emergency operation ....................................................................... 2 - 712.2.1.3 Load reduction ................................................................................ 2 - 732.2.1.4 Low-load operation ......................................................................... 2 - 752.2.1.5 Available outputs dependent on frequency deviations ................... 2 - 772.2.1.6 Diesel-electric operation of vessels - failure of one engine ............. 2 - 792.2.1.7 Generator - reverse power protection ............................................. 2 - 812.2.1.8 Engine running-in ............................................................................ 2 - 832.2.1.9 Torsional vibrations .......................................................................... 2 - 872.2.1.10 Earthing measures on Diesel engines and bearing insulation on generators ................................................................................... 2 - 892.3 Engine automation ........................................................................................ 2 - 912.3.1 SaCoSone system overview.............................................................................. 2 - 912.3.2 Power Supply and Distribution.......................................................................... 2 - 972.3.3 Operation........................................................................................................... 2 - 992.3.4 Functionality .................................................................................................... 2 - 1032.3.5 lnterfaces......................................................................................................... 2 - 1072.3.6 Technical Data................................................................................................. 2 - 1092.3.7 lnstallation requirements ................................................................................. 2 - 1112.3.8 Engine-located measuring and control devices .............................................. 2 - 113PG-51-60-DFlvZ.fm3 Quality requirements of operating supplies ....................... 3 - 13.1 Quality of lube oil (SAE40l for the engine 51/60DF............................................. 3 - 33.1.1 Lube oil for continuous gas operation................................................................. 3 - 53.1.2 Lube oil for diesel operation or alternating between diesel and gas................... 3 - 63.1.3 Lube oil for continuous HFO operation ............................................................... 3 - 73.1.4 Lube oil rules for alternating operation between gas and HFO........................... 3 - 93.2 Quality of engine cooling water......................................................................... 3 - 113.3 Checking the cooling water .............................................................................. 3 - 193.4 Cleaning of cooling water system..................................................................... 3 - 213.5 Quality of Diesel Fuel (MGO, MDOl.................................................................. 3 - 233.6 Quality of Heavy Fuel Oil (HFOl ........................................................................ 3 - 253.7 Quality of intake air (combustion airl................................................................. 3 - 373.8 viscosity-Temperature (vTl diagram of fuel oil ................................................. 3 - 393.9 Quality requirements for natural gas................................................................. 3 - 413.9.1 Types of gases, gas quality ............................................................................... 3 - 413.9.2 Fuel specification of natural gas........................................................................ 3 - 454 Dual-fuel electric set........................................................... 4 - 14.1 Arrangement of Diesel-electric propulsion plants............................................... 4 - 35 Propeller Operation ............................................................ 5 - 16 Engine related service systems.......................................... 6 - 16.1 Basic principles for pipe selection ...................................................................... 6 - 36.1.1 Pipe dimensioning ............................................................................................... 6 - 36.2 Lube oil system................................................................................................... 6 - 56.2.1 Lube oil system description................................................................................. 6 - 56.2.2 Prelubrication / postlubrication ......................................................................... 6 - 156.2.3 Lube oil outlets - general ................................................................................... 6 - 236.2.4 Lube oil service tank.......................................................................................... 6 - 276.2.5 Pressure control valve ....................................................................................... 6 - 316.2.6 Crankcase vent and tank vent ........................................................................... 6 - 33PG-51-60-DFlvZ.fm6.3 Water systems .................................................................................................. 6 - 356.3.1 Cooling water system........................................................................................ 6 - 356.3.1.1 LT- cooling water system ............................................................... 6 - 356.3.1.2 HT Cooling water circuit ................................................................. 6 - 376.3.1.3 Cooling water collecting and supply system .................................. 6 - 406.3.1.4 Miscellaneous items ....................................................................... 6 - 406.3.1.5 Cooling water diagrams ................................................................... 6 - 436.3.2 Nozzle cooling system....................................................................................... 6 - 496.4 Fuel system....................................................................................................... 6 - 536.4.1 Fuel oil treatment (MDOl .................................................................................. 6 - 536.4.2 MDO supply system for dual-fuel engines ........................................................ 6 - 576.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and MDO....... 6 - 636.4.4 Gas supply......................................................................................................... 6 - 716.5 Compressed air system................................................................................. 6 - 776.5.1 Starting air system............................................................................................. 6 - 776.5.2 Starting air vessels, compressors ..................................................................... 6 - 816.5.2.1 Propulsion plant with 1 main engine ................................................ 6 - 826.5.2.2 Multiple engine plants ..................................................................... 6 - 826.5.2.3 Jet Assist ........................................................................................ 6 - 826.6 Exhaust gas system.......................................................................................... 6 - 856.6.1 General informations ......................................................................................... 6 - 856.6.2 Components and assemblies............................................................................ 6 - 876.6.3 Example for ducting arrangement ..................................................................... 6 - 887 Auxiliary modules and system components....................... 7 - 17.1 Auxiliary modules................................................................................................ 7 - 37.1.1 Nozzle cooling water module .............................................................................. 7 - 37.1.2 Preheating module............................................................................................... 7 - 47.2 System components ........................................................................................... 7 - 57.2.1 Lube oil automatic filter ...................................................................................... 7 - 57.2.2 Lube oil double filter ............................................................................................ 7 - 68 Plant service systems......................................................... 8 - 18.1 Engine room ventilation ...................................................................................... 8 - 3PG-51-60-DFlvZ.fm9 Engine room planning ........................................................ 9 - 19.1 lnstallation and arrangement .............................................................................. 9 - 39.1.1 General details..................................................................................................... 9 - 39.1.2 lnstallation drawings............................................................................................ 9 - 59.1.3 Removal dimensions of piston and cylinder liner ................................................ 9 - 99.1.4 Lifting appliance ................................................................................................ 9 - 139.1.5 Major spare parts............................................................................................... 9 - 179.1.6 Position of the outlet casing of the turbocharger .............................................. 9 - 21lndex......................................................................................... lPG-51-60-DFlvZ.fm Page 1 - 1Kapiteltitel 1 M.fm1 Basic information Page 1 - 2Kapiteltitel 1 M.fmBasic information1.1 Modes of operation, outputs Status 05/2009 51/60DF Page 1 - 30102-0101MDF.fm1.1 Modes of operation, outputs Modes of operationDual-fuel engines offer the advantage that theycan be run either in pure Diesel-oil operation orin dual-fuel operation. So, if the gas supply fails,the engine can be operated at full engine ratingin Diesel operation without interruption in powersupply. Dual-fuel operation (gas model in gas mode operation, the compressed gas-air mixture is ignited just before TDC (TopDead Centrel by means of a small amount ofDiesel oil (Pilot fuell. Diesel oil operation (Diesel modelln Diesel mode operation, air is compressedand the entire amount of fuel is injected justbefore TDC by the conventional main Dieseloil system and the pilot fuel system. Backup mode operation (backup modelln backup mode operation, air is compressedand the entire amount of fuel is injected justbefore TDC only by the conventional mainDiesel oil system. Backup mode is activatedautomatically.For further information please refer to "Chapter2.4.4 Diesel / gas - operating modes, page2-133"Start and stopThe dual-fuel engine is always started andstopped in Diesel mode.Pilot fuel Only Diesel oil, which meets our quality require-ments, shall be used as pilot fuel, please refer to"Chapter 3.5 Quality of Diesel Fuel (MGO,MDOl, page 3-23". The pilot fuel quantity changes with the load.lf the Diesel fuel oil is returned to the servicetank, a fuel oil cooler has to be installed to avoidthat the temperature of the fuel in the tank in-creases.Output in Diesel mode operationAs a general rule:output in Diesel mode = output in gas mode Due to the gas composition and/or the site con-ditions, an output reduction may become nec-essary during Diesel/dual-fuel operation.Depending on certain conditions (e.g. low gaspressure, low MNl the rating in gas mode is low-er than the MCR. ln this cases it is possible tochange over to liquid mode and to run the en-gine on MCR.Output in gas mode operationThe power output of dual-fuel engines is definedon the basis of lSO conditions and a methanenumber of 80 :Table 1-1 Reference Conditionsln the case the ambient conditions deviate and ifthe methane number is different, the power out-put has to be redetermined, please referto"Chapter 2.1.3 Outputs, speeds, page 2-9" .For determination of the methane number thecomposition of the fuel gas must be known (gasanalysisl.On customer's demand, it is possible to attachlube oil and cooling water pumps to the engine.For the increase in consumption in case of at-tached pumps, please refer to "Chapter 2.1.4Fuel consumption; lube oil consumption, page2-13".Reference Conditions: lSO 3046-1: 2002; lSO 15550: 2002Air temperature Tr K / C 298/ 25Air pressure pr kPa 100Relative humidity r % 30Cooling water temperature upstream charge air cooler tcr K / C 298/ 25Basic information1.1 Modes of operation, outputs Page 1 - 4 51/60DF Status 05/20090102-0101MDF.fmElectrically driven pumps according to our tech-nical standard are possible.lf intake air temperatures are too low, preheatingof the intake air must be provided.Basic information1.2 Safety concept of MAN Diesel dual-fuel engine - short overview Status 05/2009 51/60DF Page 1 - 50102-0102MDF.fm1.2 Safety concept of MAN Diesel dual-fuel engine - short overviewThis chapter serves to describe in a short formthe safety philosophy of MAN Diesel's dual-fuelengines and the necessary safety installationsand the engine room arrangements. The engineserves mainly as a power generation unit in die-sel electric applications onboard of LNG-carri-ers which uses the Diesel electric propulsionconcept as prime mover. Operation modes areeither in Diesel or in gas mode. This safety con-cept deals only with the necessary gas relatedsafety installations.The MAN Diesel dual-fuel engines are four-stroke engines with either Diesel or gas as mainfuel. The engine is started and stopped only inDiesel mode. The operating principle in gas-mode is the lean-burn concept. A lean-mixtureof gas and air is provided to the combustionchamber of each cylinder by individually control-led gas admission valves. The mixture is ignitedby a small amount of pilot Diesel fuel. ln Dieselmode the fuel is injected in the combustionchamber by the conventional jerk pump Dieselfuel injection.The safety concept of MAN Diesel's dual-fuelengines is designed to operate on gas with thesame safety level as using Diesel oil as main fuel.The concept is based on an early detection ofcritical situations, which are related to the differ-ent system components of the gas supply, thecombustion and the exhaust system. The safetyconcept takes different actions that lead toalarm or switches automatically to Diesel modewithout interruption of shaft power or a shut-down of engines and gas supply systems.The safety philosophy is to create along the gassupply and gas reaction chain an atmosphere inthe engine room, which under normal operationconditions is never loaded with gas. The pipingalong the gas chain is of double wall type withdepression (negative pressurel in the interspacebetween the outer and the inner pipe. Enginerooms, gas valve unit compartments and addi-tional necessary rooms are in gradually and con-trolled (smalll depression always ventilated witha sufficient air flow volume. Gas detection is re-quired in the gas valve unit compartment, theinterspaces of the double wall pipe and the en-gine room. The exhaust system can be purged by a fan in-stalled in the exhaust gas system. The purgedair is always led through the exhaust gas ductoutside the engine room. Rupture discs are in-stalled in the exhaust gas duct.The dual-fuel engine application onboard LNG-carriers is typically electric power generation formain propulsion or auxiliary consumers. Thesafety concept of MAN Diesel's dual-fuel en-gines can also be applied to other possible dual-fuel engines applications (e.g. FPSO, etc. l, be-cause the safety measure remain the same.All system requirements and descriptions haveto be in accordance with international rules andnormatives, the lMO Tier l (lnternational MarineOrganisationl and the lGC (lnternational GasCarrier Codel and classification societies rules.Note that all systems have to be built in accord-ance with the above mentioned requirements.For further information please refer to our sepa-rate brochures Safety concept of MAN DiesellSE dual-fuel engine.Basic information1.2 Safety concept of MAN Diesel dual-fuel engine - short overview Page 1 - 6 51/60DF Status 05/20090102-0102MDF.fm Page 2 - 1Kapiteltitel 2 MDF.fm2 Dual-fuel engine and operation Page 2 - 2Kapiteltitel 2 MDF.fmEngine and operation2.1.1 Engine design Status 05/2009 51/60DF Page 2 - 30206-0101MDF.fm2.1 Engine characteristic data2.1.1 Engine design2.1.1.1 Engine cross section Figure 2-1 Engine cross section L51/60DFEngine and operation2.1.1 Engine design Page 2 - 4 51/60DF Status 05/20090206-0101MDF.fm Figure 2-2 Engine cross section v51/60DFDual-fuel engine and operation2.1.1 Engine designStatus 05/2009 51/60DF lMO Tier ll Page 2 - 50206-0102MDF.fm2.1.1.2 Engine designations - design parametersExample to declare engine designationsTable 2-1 Design parameters engine 51/60DF18 v 51/60 DF Engine strokev=vee engine, L= in-line engine Cylinder number Dual FuelEngine boreParameter value UnitNumber of cylinders 6, 7, 8, 9,12, 14, 16, 18 -Distance between cylinder centres L = 820mmDistance between cylinder centres v = 1,000vee engine, vee angle 50 Crankshaft diameter at journal, in-line engine L = 415mm Crankshaft diameter at journal, vee engine v = 480Crankshaft diameter at crank pin 415Dual-fuel engine and operation2.1.1 Engine design Page 2 - 6 51/60DF lMO Tier ll Status 05/20090206-0102MDF.fmDual-fuel engine and operation2.1.2 Dimensions, weights and views Status 05/2009 51/60DF Page 2 - 70206-0201MDF.fm2.1.2 Dimensions, weights and viewsEngine L51/60DFFigure 2-3 Main dimensions - engine L51/60DFEngine L L1 B B1 E F H Weight without flywheel mm tons6 L51/60DF 8,490 7,4753,1572,100 1,280 700 5,3441067 L51/60DF 9,310 8,295 1198 L51/60DF 10,130 9,115 1359 L51/60DF 11,150 9,935 3,282 148 The dimensions and weights are given for guidance onlyTable 2-2 Main dimensions and weights - engine L51/60DFDual-fuel engine and operation2.1.2 Dimensions, weights and views Page 2 - 8 51/60DF Status 05/20090206-0201MDF.fmEngine v51/60DFFigure 2-4 Main dimensions and weights - engine v51/60DFEngine L L1 B B1 E F H Weight without flywheel mm tons12 v51/60DF 10,247 8,7904,713 2,280 1,410 830 5,42018914 v51/60DF 11,247 9,790 21316 v51/60DF 12,247 10,790 24018 v51/60DF 13,247 11,790 265The dimensions and weights are given for guidance onlyTable 2-3 Main dimensions and weights - engine v51/60DFDual-fuel engine and operation2.1.3 Outputs, speeds Status 05/2009 51/60DF Page 2 - 90206-0301MDF.fm2.1.3 Outputs, speeds2.1.3.1 Engine ratings PlSO, Standard:lSO-Standard-Output (as specified in DlN lSO 3046-1l for emission standard: lMO Tier ll2.1.3.2 Speeds/Main data 1l This concession may possibly be restricted, see "Chapter 2.1.8.4 Available outputs dependent on frequency devia-tions, page 2-47".Engine typeNo. of cylindersEngine rating500 rpm 514 rpmkW hp kW hp6 L51/60DF 6 5,850 7,955 6,000 8,1607 L51/60DF 7 6,825 9,280 7,000 9,5208 L51/60DF 8 7,800 10,610 8,000 10,8809 L51/60DF 9 8,775 11,935 9,000 12,24012 v51/60DF 12 11,700 15,910 12,000 16,32014 v51/60DF 14 13,650 18,565 14,000 19,04016 v51/60DF 16 15,600 21,215 16,000 21,76018 v51/60DF 18 17,550 23,870 18,000 24,480Table 2-4 Engine ratings L+v 51/60 DFUnit 50 Hz 60 HzCylinder rating kW (HPl 975 (1,325l 1,000 (1,360lRated speed rpm 500 514Mean piston speed m/s 10.0 10.3Mean effective pressure bar 19.05 19.05Number of pole pairs - 6 7Lowest engine operating speed: in case of rigid foundation in case of resilient foundation speeddepends on layout of mounting rpm approx. 130- approx. 130-Highest engine operating speed rpm 525 1l 525Table 2-5 Speeds/Main data - engine L+v51/60DFDual-fuel engine and operation2.1.3 Outputs, speeds Page 2 - 10 51/60DF Status 05/20090206-0301MDF.fmDefinition of engine ratingGeneral definition of Diesel engine rating (according to lSO 15550: 2002; lSO 3046-1:2002ll Table 2-6 Standard reference conditionsType of gas . . . . . . . . . . . . . . . . . . .natural gasMethane no.: . . . . . . . . . . . . . . . . . . . . . . . 80No de-rating required in case of:Air temperature . . . . . . . . . . . . . 318 K (45 Cl+ Air pressure . . . . . . . . . . . . . . . . . . . 100 kPa+ Cooling water temperature upstream ofcharge-air cooler 311 K (38 Cl+ Relative humidity r . . . . . . . . . . . . . . 60 %+ Exhaust gas overpressure after turbine . . . . . . . . . . . . . . . . . . . . . . 3 kPaMarine main enginesBlocking of the output is made for engines driv-ing a generator, at 110 % of the rated output atDiesel mode.Overload > 100 % may only be run for a shorttime for recovery and preventing a frequencydrop in case of load application.Marine auxiliary enginesBlocking of the output is made at 110 % of therated output at Diesel mode.Overload > 100 % may only be run for a shorttime for recovery and preventing a frequencydrop in case of load application.Note:An increased exhaust gas back pressure (>3 kPal raises the temperature level of the en-gine and will be considered when calculating arequired derating by adding 2.5K to the ambienttemperature for every 1 kPa of the increased ex-haust gas back pressure after the turbine.Reference Conditions: lSO 3046-1: 2002; lSO 15550: 2002Air temperature Tr K / C 298/ 25Air pressure pr kPa 100Relative humidity r % 30Cooling water temperature upstream charge air cooler tcr K / C 298/ 25Dual-fuel engine and operation2.1.3 Outputs, speeds Status 05/2009 51/60DF Page 2 - 110206-0301MDF.fmDerating ln the case the ambient conditions deviate and ifthe methane number of the used fuel gas is be-low 80 the power output has to be redetermined Figure 2-5 Engine output as a function of methan numberFigure 2-6 Engine output as a function of charge air cooling water temperatureEngine output at site (Pl is calculated as follows:P = P0 * (100 - dm - dtl/100P0 = engine output according to the tabulatedrating-10-5051015202550 55 60 65 70 75 80 85 90 95 100 105 110Derating dm (%)Methane number (-)Engine output as a function of methane number-10-5051015202530354015 20 25 30 35 40 45 50 55 60Derating dt (%)Water temperature inIet charge air cooIer LT-stage (C)Engine output as a function of charge air cooIing water temperature inIet LT-stage Dual-fuel engine and operation2.1.3 Outputs, speeds Page 2 - 12 51/60DF Status 05/20090206-0301MDF.fmLower heat value dependent on N2 contentFigure 2-7 Lower Heat value dependent on N2 content, derating of the 51/60DF engineDual-fuel engine and operation2.1.4 Fuel consumption; lube oil consumption Status 05/2009 51/60DF lMO Tier ll Page 2 - 130206-0401MDF.fm2.1.4 Fuel consumption; lube oil consumption2.1.4.1 Fuel consumption for emission standard lMO Tier llEngine L+v51/60DF975/1000 kW/cyl., 500/514 rpm Table 2-7 Fuel consumption in dual-fuel mode Table 2-8 Fuel consumption in Diesel modeNote:1l Warranted fuel consumption at 85 % MCRThe values indicated in "Table 2-7 Fuel con-sumption in dual-fuel mode, page 2-13"and "Ta-ble 2-8 Fuel consumption in Diesel mode, page2-13"have to be increased by an addition ac-cording to the conditions mentioned in "Table 2-9 Additional fuel consumption, page 2-13". Table 2-9 Additional fuel consumptionFuel consumption at dual-fuel mode and lSO conditions (tolerance +5 %l% Load100 85 1l 75 50al Natural gas kJ/kWh 7,183 7,310 7,387 7,809bl Pilot fuel g/kWhkJ/kWh 1.877 2.190 2.4102 4.0171cl Total = a + b kJ/kWh 7,260 7,400 7,490 7,980Fuel consumption at Diesel mode and lSO conditions (tolerance +5 %l% Load100 85 1l 75 50Diesel fuel g/kWh 184 183 193 199Additions to fuel consumption (g/kWhl% Load 100 85 75 50 25for one attached cooling water pump +1.0 +1.2 +1.3 +2.0 +4.0for all attached L.O. pumps +2.0 +2.4 +2.7 +4.0 +8.1for operation with MGO +2.0for exhaust gas back pressure after turbine > 30 mbar every additional 1 mbar (0.1 kPal + 0.05Dual-fuel engine and operation2.1.4 Fuel consumption; lube oil consumption Page 2 - 14 51/60DF lMO Tier ll Status 05/20090206-0401MDF.fmTable 2-10 lSO reference conditions 1l STP= Standard Temperature PressureStandard cubicmetre (m3(STPll equals to 1m3 of gas at 0 C and101.32 kPa.lMO Tier ll Requirements:see sheet "Chapter 6.3.1 Cooling water system,page 6-39"lMO Tier ll lnternational Marine OrganizationMARPOL 73/78; Revised Annex vl, 2008.2.1.4.2 Lube oil consumptionEngine 51/60DF975/1000 kW/cyl.; 500/514 rpm Table 2-12 Total lube oil consumption L+v 51/60 DF1l Tolerance for warranty +20 %Specific lube oil consumption 0.5 g/kWh+20 %Note: As a matter of principle, the lube oil consump-tion is to be stated as total lubricating oil con-sumption related to the tabulated lSO full-loadoutput (see "Chapter 2.1.3 Outputs, speeds,page 2-9"l.lSO reference conditions (according to lSO 15550 :2002llntake air temperature Tr C 25Barometric pressure pr kPa 100Relative humidity r % 30Cooling water temp. bef. charge air cooler Tcr C 25 Fuel conditionsType of gas natural gasMethane no. 80Gas fuel LHv 28,000 kJ/m3 (STP1llPilot fuel MDF, MDODiesel fuelNet calorific value NCv 42,700 kJ/kgTable 2-11 Fuel conditionsTotal lube oil consumption [kg/h 1lNo. of cylinders 6 L 7 L 8 L 9 L 12 v 14 v 16 v 18 vSpeed 500/514 rpm 3.0 3.5 4.0 4.5 6.0 7.0 8.0 9.0Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 150206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5 Planning data for emission standard lMO Tier ll2.1.5.1 Nominal values for cooler specification - L51/60DF - Diesel mode Table 2-13 Nominal values for cooler specification - L51/60DF - Diesel mode1l Tolerance: +10% for rating coolers, -15% for heat recovery2l lncluding separator heat (30kJ/kWhl3l Basic values for layout design of the coolers4l Tolerances of the pumps delivery capacities must be considered by the manufacturer5l Without pilot fuelz = Flushing oil of automatic filterReference conditions: TropicAir temperatureC 45Cooling water temp. before charge air cooler (LT stagel 38Air pressure bar 1Relative humidity % 50Number of cylinders - 6L 7L 8L 9LEngine output kW 6,000 7,000 8,000 9,000Speed rpm 514Heat to be dissipated 1lCooling water cylinderkW583 680 780 875Charge air cooler; cooling water HT 1,600 1,866 2,135 2,400Charge air cooler; cooling water LT 742 865 1,000 1,115Lube oil cooler + separator 2l 583 680 780 875Cooling water fuel nozzles 13 16 18 20Heat radiation engine 185 215 245 275Flow rates 3lHT circuit (Cooling water cylinder + charge air cooler HTlm3/h70 80 90 100LT circuit (Lube oil cooler + charge air cooler LTl 85 100 110 125Lube oil (4 bar before enginel 140 165 190 215Cooling water fuel nozzles 1.7 2.0 2.2 2.5Pumpsal Free-standing 4l HT circuit cooling water (4.3barlm/h70 80 90 100LT circuit cooling water (3.0barl Depending on plant designLube oil (8.0barl 140+z 165+z 190+z 215+zCooling water fuel nozzles (3.0barl 1.7 2.0 2.2 2.5Fuel supply (7.0barl5l 2.2 2.6 3.0 3.3Fuel booster (7.0barl5l 4.3 5.0 5.7 6.4bl AttachedLube oil (8.0barl constant speed m/h 199 199 233 270Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 16 51/60DF lMO Tier ll Status 05/20090206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.2 Temperature basis, nominal air and exhaust gas data - L51/60DF - Diesel mode Table 2-14 Temperature basis, nominal air and exhaust gas data - L 51/60DF - Diesel mode1l For design see chapter "6.3.1, page 6-39"2l Tolerance: quantity +/- 5%, temperature +/- 20CReference conditions: TropicAir temperatureC 45Cooling water temp. before charge air cooler (LT-stagel 38Air pressure bar 1Relative humidity % 50Number of cylinders - 6L 7L 8L 9LEngine output kW 6,000 7,000 8,000 9,000Speed rpm 514Temperature basisHT cooling water engine outletC90LT cooling water air cooler inlet 381lLube oil engine inlet 55Cooling water inlet nozzles 60Air dataTemperature of charge air at charge air cooler outlet C 52Air flow rate m3/h 38,000 44,300 50,600 56,900t/h 41.6 48.5 55.5 62.4Charge air pressure (absolutel bar 3.8Air required to dissipate heat radiation (enginel(t2 - t1 = 10Cl m/h 61,230 71,155 81,085 91,010Exhaust gas data 2lvolume flow (temperature turbocharger outletl m3/h 77,900 90,800 103,800 116,800Mass flow t/h 42.8 49.9 57.1 64.2Temperature at turbine outlet C 361Heat content (190Cl kW 2,170 2,530 2,890 3,250Permissible exhaust gas back pressure after turbocharger mbar < 30Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 170206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.3 Nominal values for cooler specification - v51/60DF - Diesel mode Table 2-15 Nominal values for cooler specification - v51/60DF - Diesel mode1l Tolerance: +10% for rating coolers, -15% for heat recovery2l lncluding separator heat (30kJ/kWhl3l Basic values for layout design of the coolers4l Tolerences of the pumps delivery capacities must be considered by the pump manufacturer5l Without pilot fuelz = flushing oil of automatic filterReference conditions: TropicAir temperatureC 45Cooling water temp. before charge air cooler (LT-stagel 38Air pressure bar 1Relative humidity % 50Number of cylinders - 12 14 16 18Engine output kW 12,000 14,000 16,000 18,000Speed rpm 514Heat to be dissipated 1lCooling water cylinderkW1,165 1,360 1,555 1,750Charge air cooler; cooling water HT 3,200 3,735 4,265 4,800Charge air cooler; cooling water LT 1,485 1,730 1,980 2,225Lube oil cooler + separator 2l 1,165 1,360 1,555 1,750Cooling water fuel nozzles 27 31 36 40Heat radiation engine 370 430 490 550Flow rates 3lHT circuit (Cooling water cylinder + charge air cooler HTlm3/h140 160 180 200LT circuit (lube oil cooler + charge air cooler LTl 170 200 220 250Lube oil (5 bar before enginel 325 370 415 460Cooling water fuel nozzles 3.5 4.1 4.8 5.3Pumpsal Free-standing 4l HT circuit cooling water (4.3barlm/h140 160 180 200LT circuit cooling water (3.0barl Depending on plant designLube oil (8.0barl 325+z 370+z 415+z 460+zCooling water fuel nozzles (3.0barl 3.5 4.1 4.8 5.4Fuel supply (7.0 barl 5l 4.4 5.2 5.9 6.7Fuel booster (7.0 barl 5l 8.6 10.0 11.4 12.9bl AttachedLube oil (8.0barl constant speed m/h 398 438 466 540Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 18 51/60DF lMO Tier ll Status 05/20090206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.4 Temperature basis, nominal air and exhaust gas data - v51/60DF - Diesel modeTable 2-16 Air and exhaust gas data - engine v51/60DF - Diesel mode1l For design see chapter "6.3.1, page 6-39"2l Tolerance: quantity +/- 5%, temperature +/- 20CReference conditions: TropicAir temperatureC 45Cooling water temp. before charge air cooler (LT stagel 38Air pressure bar 1Relative humidity % 50Number of cylinders - 12 14 16 18Engine output kW 12,000 14,000 16,000 18,000Speed rpm 514Temperature basisHT cooling water engine outletC90LT cooling water air cooler inlet 38 1lLube oil inlet engine 55Cooling water inlet nozzles 60Air dataTemperature of charge air at charge air cooler outlet C 52Air flow rate m3/h 75,950 88,550 101,200 113,800t/h 83.2 97.0 110.9 124.7Charge air pressure (absolutel bar 3.8Air required to dissipate heat radiation (enginel(t2 - t1 = 10Cl m/h 122,455 142,310 162,670 182,025Exhaust gas data 2lvolume flow (temperature turbocharger outletl m3/h 155,800 181,600 207,600 233,500Mass flow t/h 85.6 99.8 114.1 128.3Temperature at turbine outlet C 358Heat content (190Cl kW 4,340 5,060 5,780 6,500Permissible exhaust gas back pressure after turbocharger mbar < 30Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 190206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.5 Nominal values for cooler specification - L51/60DF - Gas mode Table 2-17 Nominal values for cooler specification - L 51/60 DF - Gas mode1l Tolerance: +10% for rating coolers, -15% for heat recovery2l lncluding separator heat (30kJ/kWhl3l Basic values for layout design of the coolers4l Tolerances of the pumps delivery capacities must be considered by the manufacturer5l Without pilot fuelz = Flushing oil of automatic filterReference conditions: TropicAir temperatureC 45Cooling water temp. before charge air cooler (LT stagel 38Air pressure bar 1Relative humidity % 50Number of cylinders - 6L 7L 8L 9LEngine output kW 6,000 7,000 8,000 9,000Speed rpm 514Heat to be dissipated 1lCooling water cylinderkW590 650 745 835Charge air cooler; cooling water HT 1,300 1,515 1,733 1,950Charge air cooler; cooling water LT 590 690 790 885Lube oil cooler + separator 2l 535 620 710 800Cooling water fuel nozzles 13 16 18 20Heat radiation engine 170 195 225 250Flow rates 3lHT circuit (Cooling water cylinder + charge air cooler HTlm3/h70 80 90 100LT circuit (Lube oil cooler + charge air cooler LTl 85 100 110 125Lube oil (4 bar before enginel 140 165 190 215Cooling water fuel nozzles 1.7 2.0 2.2 2.5Pumpsal Free-standing 4l HT circuit cooling water (4.3barlm/h70 80 90 100LT circuit cooling water (3.0barl Depending on plant designLube oil (8.0barl 140+z 165+z 190+z 215+zCooling water fuel nozzles (3.0barl 1.7 2.0 2.2 2.5Fuel supply (7.0barl 5l 2.2 2.6 3.0 3.3Fuel booster (7.0barl 5l4.3 5.0 5.7 6.4bl AttachedLube oil (8.0barl constant speed m/h 199 199 233 270Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 20 51/60DF lMO Tier ll Status 05/20090206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.6 Temperature basis, nominal air and exhaust gas data - L51/60DF - Gas mode Table 2-18 Air and exhaust gas data - engine L51/60DF - Gas mode1l For design see chapter "6.3.1, page 6-39"2l Tolerance: quantity +/- 5%, temperature +/- 20CReference conditions: TropicAir temperatureC 45Cooling water temp. before charge air cooler (LT-stagel 38Air pressure bar 1Relative humidity % 50Number of cylinders - 6L 7L 8L 9LEngine output kW 6,000 7,000 8,000 9,000Speed rpm 514Temperature basisHT cooling water engine outletC90LT cooling water air cooler inlet 381lLube oil engine inlet 55Cooling water inlet nozzles 60Air dataTemperature of charge air at charge air cooler outlet C 52Air flow rate m3/h 34,500 40,300 46,100 51,800t/h 37.8 44.1 50.4 56.7Charge air pressure (absolutel bar 3.5Air required to dissipate heat radiation (enginel(t2 - t1 = 10Cl m/h 56,260 65,535 74,465 82,740Exhaust gas data 2lvolume flow (temperature turbocharger outletl m3/h 70,900 82,700 94,500 106,300Mass flow t/h 39.0 45.5 52.0 58.5Temperature at turbine outlet C 360Heat content (190Cl kW 2,000 2,340 2,670 3,000Permissible exhaust gas back pressure after turbocharger mbar < 30Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 210206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.7 Nominal values for cooler specification - v51/60DF - Gas modeTable 2-19 Nominal values for cooler specification - v51/60DF - Gas mode1l Tolerance: +10 % for rating coolers, -15 % for heat recovery2l Addition required for separator heat (30 kJ/kWhl3l Basic values for layout design of the coolers4l Tolerences of the pumps delivery capacities must be considered by the pump manufacturer5l Without pilot fuelz = flushing oil of automatic filterReference conditions: TropicAir temperatureC 45Cooling water temperature before charge air cooler 38Air pressure bar 1Relative humidity % 50Number of cylinders - 12 14 16 18Engine output kW 12,000 14,000 16,000 18,000Speed rpm 514Heat to be dissipated 1lCharge air cooler HT-stage kW2,600 3,035 3,465 3,900Charge air cooler LT-stage 1,185 1,380 1,580 1,775Lube oil cooler 2l 1,065 1,245 1,420 1,600Water cooler cylinder 1,115 1,305 1,490 1,675Cooling water fuel nozzles 27 31 36 40Heat radiation engine 340 390 450 500Flow rates 3lHT circuit (cylinder + charge air cooler HT stagelm3/h140 160 180 200Fuel nozzles cooling water 3.5 4.1 4.8 5.3LT circuit (lube oil + charge air cooler LT stagel 170 200 220 250Lube oil (5 bar before enginel 325 370 415 460Pumpsal Free-standing 4lHT circuit cooling water (4.3barlm/h140 160 180 200Fuel nozzles (3.0barl 3.5 4.1 4.8 5.4LT circuit cooling water (3.0barl Depending on plant designLube oil (8.0barl 325+z 370+z 415+z 460+zFuel supply (7.0barl 5l 4.4 5.2 5.9 6.7Fuel booster (7.0 barl 5l 8.6 10.0 11.4 12.9bl AttachedLube oil (8.0barl constant speed m/h 398 438 466 540Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 22 51/60DF lMO Tier ll Status 05/20090206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.8 Temperature basis, nominal air and exhaust gas data - v 51/60 DF - Gas modeTable 2-20 Temperature basis, nominal air and exhaust gas data - v51/60DF - Gas mode1l For design see chapter "6.3.1, page 6-39"2l Tolerance: quantity +/- 5%, temperature +/- 20CReference conditions: TropicAir temperatureC 45Cooling water temp. before charge air cooler (LT stagel 38Air pressure bar 1Relative humidity % 50Number of cylinders - 12 14 16 18Engine output kW 12,000 14,000 16,000 18,000Speed rpm 514Temperature basisHT cooling water engine outletC90LT cooling water air cooler inlet 38 1lLube oil inlet engine 55Cooling water inlet nozzles 60Air dataTemperature of charge air at charge air cooler outlet C 52Air flow rate m3/h 69,100 80,500 92,100 103,600t/h 75.6 88.2 100.8 113.4Charge air pressure (absolutel bar 3.5Air required to dissipate heat radiation (enginel(t2 - t1 = 10Cl m/h 112,525 129,070 148,930 165,475Exhaust gas data 2lvolume flow (temperature turbocharger outletl m3/h 141,700 165,300 189,000 212,600Mass flow t/h 78.0 91.0 104.0 117.0Temperature at turbine outlet C 360Heat content (190Cl kW 4,000 4,670 5,340 6,000Permissible exhaust gas back pressure after turbocharger mbar < 30Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 230206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.9 Load specific values at tropical conditions - 51/60 DF - Diesel mode975/1000 kW/cyl., 500/514 rpm Table 2-21 Load specific values at tropical conditions - L+v51/60DF - Diesel modeTolerances refer to 100% load1l Tolerance: +10% for rating coolers, -15% for heat recovery2l The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These figures are calculated for 6L 48/60CR 3l lncluding separator heat (30KJ/kWhl4l Tolerances: quantity 5%, temperature 20CReference conditions: TropicAir temperatureC 45Cooling water temp. before charge air cooler (LT stagel 38Air pressure bar 1Relative humidity % 50Engine output % 100 85 75 50kW/cyl. 975/1000 829/850 731/750 488/500Speed rpm 500/514Heat to be dissipated 1lCooling water cylinderkJ/kWh350 380 455 565Charge air cooler; cooling water HT 2l 960 840 895 460Charge air cooler; cooling water LT 2l 445 410 484 410Lube oil cooler + separator 3l 350 400 410 515Cooling water fuel nozzles 8 -Heat radiation engineL-enginev-engine 110110 110110 130130 155155Air dataTemperature of charge airafter compressorat charge air cooler outlet C 23752 21150 19649 14043Air flow rate kg/kWh 6.93 7.00 7.88 7.76Charge air pressure (absolutel bar 3.8 3.3 3.1 2.0Exhaust gas data 4lMass flow kg/kWh 7.13 7.20 8.08 7.96Temperature at turbine outlet C 361 363 364 410Heat content (190Cl kJ/kWh 1,300 1,312 1,500 1,875Permissible exhaust gas back pressure after turbocharger (maximuml mbar < 30 -Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 24 51/60DF lMO Tier ll Status 05/20090206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.10 Load specific values at lSO-conditions - 51/60DF - Diesel mode975/1000 kW/cyl., 500/514 rpm Table 2-22 Load specific values at lSO-conditions - L+v51/60DF - Diesel modeTolerances refer to 100% load1l Tolerance: +10% for rating coolers, -15% for heat recovery2l The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These figures are calculated for 6L 48/60CR 3l lncluding separator heat (30kJ/kWhl4l Tolerances: quantity 5%, temperature 20CReference conditions: lSOAir temperatureC 25Cooling water temp. before charge air cooler (LT stagel 25Air pressure bar 1Relative humidity % 30Engine output % 100 85 75 50kW/cyl. 975/1000 829/850 731/750 488/500Speed rpm 500/514Heat to be dissipated1lCooling water cylinderkJ/kWh315 340 400 530Charge air cooler; cooling water HT 2l 845 735 785 350Charge air cooler; cooling water LT 2l 510 500 462 452Lube oil cooler + separator 3l 345 400 405 520Cooling water fuel nozzles 8 -Heat radiation engineL-enginev-engine 140140 140140 170170 200200Air dataTemperature of charge airafter compressorat charge air cooler outlet C 21643 19240 18038 12632Air flow rate kg/kWh 7.24 7.43 8.25 8.07Charge air pressure (absolutel bar 3.9 3.4 3.2 2.1Exhaust gas data 4lMass flow kg/kWh 7.44 7.63 8.45 8.27Temperature at turbine outlet C 334 327 333 383Heat content (190Cl kJ/kWh 1,130 1,110 1,275 1,690Permissible exhaust gas back pressure after turbo-charger (maximuml mbar < 30 -Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 250206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.11 Load specific values at tropical conditions - 51/60 DF - Gas mode975/1000 kW/cyl., 500/514 rpm Table 2-23 Load specific values at tropical conditions - L+v51/60DF - Gas modeTolerances refer to 100% load1l Tolerance: +10% for rating coolers, -15% for heat recovery2l The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These figures are calculated for 6L 48/60CR 3l lncluding separator heat (30KJ/kWhl4l Tolerances: quantity 5%, temperature 20CReference conditions: TropicAir temperatureC 45Cooling water temp. before charge air cooler (LT stagel 38Air pressure bar 1Relative humidity % 50Engine output % 100 85 75 50kW/cyl. 975/1000 829/850 731/750 488/500Speed rpm 500/514Heat to be dissipated 1lCooling water cylinderkJ/kWh335 385 395 465Charge air cooler; cooling water HT 2l 780 650 570 305Charge air cooler; cooling water LT 2l 355 325 325 310Lube oil cooler + separator 3l 320 365 400 520Cooling water fuel nozzles 8 -Heat radiation engineL-enginev-engine 100100 100100 115115 150150Air dataTemperature of charge airafter compressorat charge air cooler outlet C 22052 19548 18046 13044Air flow rate kg/kWh 6.3 6.2 6.3 6.4Charge air pressure (absolutel bar 3.5 2.9 2.6 1.8Exhaust gas data 4lMass flow kg/kWh 6.5 6.4 6.5 6.6Temperature at turbine outlet C 360 375 390 425Heat content (190Cl kJ/kWh 1,200 1,300 1,410 1,810Permissible exhaust gas back pressure after turbocharger (maximuml mbar < 30 -Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 26 51/60DF lMO Tier ll Status 05/20090206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.12 Load specific values at lSO conditions - 51/60 DF - Gas mode975/1000 kW/cyl., 500/514 rpm Table 2-24 Load specific values at lSO-conditions - L+v51/60DF - Gas modeTolerances refer to 100% load1l Tolerance: +10% for rating coolers, -15% for heat recovery2l The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These figures are calculated for 6L 48/60CR 3l lncluding separator heat (30kJ/kWhl4l Tolerances: quantity 5%, temperature 20CReference conditions: lSOAir temperatureC 25Cooling water temp. before charge air cooler (LT stagel 25Air pressure bar 1Relative humidity % 30Engine output % 100 85 75 50kW/cyl. 975/1000 829/850 731/750 488/500Speed rpm 500/514Heat to be dissipated1lCooling water cylinderkJ/kWh345 370 410 520Charge air cooler; cooling water HT 2l 580 480 400 330Charge air cooler; cooling water LT 2l 430 410 380 120Lube oil cooler + separator 3l 310 360 395 540Cooling water fuel nozzles 8 -Heat radiation engineL-enginev-engine 130130 130130 150150 180180Air dataTemperature of charge airafter compressorat charge air cooler outlet C 19043 17043 15543 10543Air flow rate kg/kWh 6.20 6.25 6.30 6.25Charge air pressure (absolutel bar 3.35 2.9 2.6 1.75Exhaust gas data 4lMass flow kg/kWh 6.40 6.45 6.50 6.45Temperature at turbine outlet C 350 375 390 440Heat content (190Cl kJ/kWh 1,120 1,280 1,400 1,760Permissible exhaust gas back pressure after turbo-charger (maximuml mbar < 30 -Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 270206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.13 Filling volumes and flow resistances Table 2-25 Water and oil volume of engineTable 2-26 Service tanks capacity1l lnstallation height refers to tank bottom and crankshaft centre line2l Marine engines with attached lube oil pump3l Marine engines with free-standing lube oil pump; capacity of the run-down lube oil tank included4l Required for marine main engine with free-standing lube oil pump only Table 2-27 Flow resistanceWater and oil volume of engineNo. of cylinders 6 7 8 9 12 14 16 18Cooling water approx.litres 470 540 615 685 1,250 1,400 1,550 1,700Lube oil 170 190 220 240 325 380 435 490Service tanks lnstalla-tionheight 1l Minimum effective capacitym mNo. of cylinders 6 7 8 9 12 14 16 18Cooling water cylinder 6 ... 9 1.0 1.5Cooling water fuel nozzles 5 ... 8 0.5 0.75Lube oilin double bottom 2l in double bottom 3l -- 7.511.0 8.512.5 10.014.5 11.016.0 14.519.5 17.022.5 19.525.5 22.029.0Run-down lubrication for engine 4l min. 14 3.5 4.0 4.5 5.0 5.0. 5.5 6.0 7.0Flow resistance barCharge air cooler (HT stagel 0.35 per coolerCharge air cooler (LT stagel 0.40 per coolerCylinder (HT cooling waterl 1.0Fuel nozzles (HT cooling waterl 1.5Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 28 51/60DF lMO Tier ll Status 05/20090206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.14 Permissible operating pressure Table 2-28 Operating pressure1l All pressures overpressuresNote: Exhaust gas back pressureAn increased exhaust gas back pressure (> 30mbarl raises the temperature level of the engineand will be considered when calculating a re-quired derating by adding 2.5 K to the ambientair temperature for every 10 mbar of the in-creased exhaust gas back pressure after tur-bine.Operating pressures bar 1lmin. max.LT cooling water before charge air cooler stage 2 2.0 4.0HT cooling before cylinders 3.0 4.0Nozzle cooling water before fuel valvesopen systemclosed system 2.03.0 4.05.0Fuel oil before injection pumps 4.0 8.0Natural Gas before GvU inlet 5.0 6.0Lube oil before engine L = 4.0v = 5.0 L= 5.0v = 5.5Exhaust gas back pressure: after turbocharger 30mbarNegative intake pressure before compressor 20mbarMaximum cylinder pressure 170Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 290206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.15 Theoretical supply gas pressure required at inlet gas valve unit Figure 2-8 Theoretical supply gas pressure at inlet gas valve unit depending on LHv of fuel gasNote!To avoid reduced dynamic load capacity duringdual fuel operation, the required minimum sup-ply gas pressure of 5 barg must not be undercut.A pressure loss of 0.1 bar from GvU outlet to theengine inlet is included in the gas pressure re-quirement indicated in "Figure 2-8, page 2-29".ln case of pressure loss higher then 0.1 bar theminimum required gas pressure must be in-creased accordingly, see also "Chapter 2.1.5.14Permissible operating pressure, page 2-28".11,522,533,544,5520 30 40 50 60 70 80 90 100 110Engine output [%]Supply gas pressure [barg]LHV = 36,000 kJ/m3 (STP)LHV = 28,000 kJ/m3 (STP)Dual-fuel engine and operation2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 30 51/60DF lMO Tier ll Status 05/20090206-0501aMDF.fmStandard emission: lMO Tier ll2.1.5.16 Admissible supply gas pressure variationsFigure 2-9 Maximum allowable supply gas pressure variations (peak to peaklFigure 2-10 Short-time allowable supply gas pressure variations (dynamiclNote!As a standard value the supply gas pressure atGvU inlet must not exceed a pressure variationof 0,4 bar/5 sec. Depending on the design ofthe supply gas system the given guidelinevalue must be reduced. The supply gas pres-sure and the included pressure deviations mustbe kept in the operating range of 5 to 6 barg.-800-600-400-20002004006008000 5 10 15 20 25 30 35 40 45 50 55 60Time [s]Pressure difference [mbar]-400-320-240-160-800801602403204000 1 2 3 4 5 6 7 8 9 10 11 12 13 14Time [s]Pressure difference [mbar]Dual-fuel engine and operation2.1.6 Emissions Status 06/2007 51/60DF Page 2 - 310206-0601MDF.fm2.1.6 Emissions2.1.6.1 Engine noise / intake noise / exhaust gas noiseEngine L51/60DFOutput 975/1000 kW/cyl., speed = 500/514 rpmEngine noise engine L 51/60DFSound pressure level Lpmax: . . . . . . . . . . . . . approx. 109 dB(Almin: . . . . . . . . . . . . . approx. 104 dB(Al Measuring pointsA total of 19 measuring points at 1m distancefrom the engine surface distributed evenlyaround the engine according to lSO 6798. Thenoise at the exhaust outlet is not included. Octave level diagramln the octave level diagram below the minimumand maximum octave levels of all measuringpoints have been linked by graphs. The data willchange, depending on the acoustical propertiesof the environment.Figure 2-11 Octave level diagram L51/60DF - sound pressure level Lp - air borne noise808590951001051101/1 octave band frequency [Hz]sound pressure level Lp [dB]ref: 20 Paminmaxmin 90 92 93 94 95 95 95 94 91 89 104max 101 102 104 105 105 104 103 103 100 98 10916 31.5 63 125 250 500 1000 2000 4000 8000 sum ADual-fuel engine and operation2.1.6 Emissions Page 2 - 32 51/60DF Status 06/20070206-0601MDF.fmlntake noise engine L51/60DFSound power level Lw: approx. 138 dB(Al Octave level diagramThe sound power level Lw of the unsilencedintake noise in the intake pipe is approx.138 dB(Al at rated output. The 1/1 octave lev-el of the sound power is shown in the diagrambelow.This data is required and valid only for ducted airintake systems. The data is not valid if the stand-ard air filter silencer is attached to the turbo-charger.Figure 2-12 Octave level diagram L51/60DF1001051101151201251301351401451/1 octave band frequency [Hz]sound power level Lw [dB]ref: 10exp -12 WLwLw 115 120 117 112 107 108 111 130 135 130 13816 31.5 63 125 250 500 1000 2000 4000 8000 sum ADual-fuel engine and operation2.1.6 Emissions Status 06/2007 51/60DF Page 2 - 330206-0601MDF.fmExhaust gas noise engine L51/60DFSound power level Lw: approx. 141 dB(Al Octave level diagramThe sound power level Lw of the unsilencedexhaust noise in the exhaust pipe is approx.141 dB(Al at rated output. The octave level ofthe sound power is shown in the diagram be-low..Figure 2-13 Octave level diagram L51/60DF - sound power level Lw - unsilenced exhaust noise1251301351401451501551601/1 octave band frequency [Hz]sound power level Lw [dB]ref: 10exp -12 WLwLw 145 158 150 142 138 136 135 134 132 131 14116 31.5 63 125 250 500 1000 2000 4000 8000 sum ADual-fuel engine and operation2.1.6 Emissions Page 2 - 34 51/60DF Status 06/20070206-0601MDF.fmEngine v51/60DFOutput 975/1000 kW/cyl., speed = 500/514 rpmEngine noise engine v51/60DFSound pressure level Lpmax: . . . . . . . . . . . . . approx. 109 dB(Almin: . . . . . . . . . . . . . approx. 104 dB(Al Measuring pointsA total of 19 measuring points at 1 m distancefrom the engine surface distributed evenlyaround the engine according to lSO 6798. Thenoise at the exhaust outlet is not included. Octave level diagramln the octave level diagram below the minimumand maximum octave levels of all measuringpoints have been linked by graphs. The data willchange, depending on the acoustical propertiesof the environment.Figure 2-14 Octave level diagram v51/60DF - sound pressure level Lp - air borne noise808590951001051101/1 octave band frequency [Hz]sound pressure level Lp [dB]ref: 20 Paminmaxmin 90 92 93 94 95 95 95 94 91 89 104max 101 102 104 105 105 104 103 103 100 98 10916 31.5 63 125 250 500 1000 2000 4000 8000 sum ADual-fuel engine and operation2.1.6 Emissions Status 06/2007 51/60DF Page 2 - 350206-0601MDF.fmlntake noise engine v51/60DFSound power level Lw: approx. 138 dB(Al Octave level diagramThe sound power level Lw of the unsilencedintake noise in the intake pipe is approx.138 dB(Al at rated output. The 1/1 octave lev-el of the sound power is shown in the diagrambelow.This data is required and valid only for ducted airintake systems. The data is not valid if the stand-ard air filter silencer is attached to the turbo-charger.Figure 2-15 Octave level diagram v51/60DF - sound power level Lw - unsilenced intake noise1001051101151201251301351401451/1 octave band frequency [Hz]sound power level Lw [dB]ref: 10exp -12 WLwLw 115 120 117 112 107 108 111 130 135 130 13816 31.5 63 125 250 500 1000 2000 4000 8000 sum ADual-fuel engine and operation2.1.6 Emissions Page 2 - 36 51/60DF Status 06/20070206-0601MDF.fmExhaust gas noise engine v51/60DFSound power level Lw: approx. 141 dB(Al Octave level diagramThe sound power level Lw of the unsilencedexhaust noise in the exhaust pipe is approx.141 dB(Al at rated output. The octave level ofthe sound power is shown in the diagram be-low..Figure 2-16 Octave level diagram v51/60DF - sound power level Lw - unsilenced exhaust noise1251301351401451501551601/1 octave band frequency [Hz]sound power level Lw [dB]ref: 10exp -12 WLwLw 141 150 150 142 138 136 135 134 132 131 14116 31.5 63 125 250 500 1000 2000 4000 8000 sum ADual-fuel engine and operation2.1.6 EmissionsStatus 05/2009 51/60DF lMO Tier ll Page 2 - 370206-0602MDF.fm2.1.6.2 Exhaust gas emissionEngine L+v51/60DF lMO Tier ll1lMaximum allowable emission value NOx lMO Tier ll1l Marine engines are warranted to meet the emission limits given by lnternational Convention for the Prevention of Pol-lution from Ships (MARPOL 73/78l, Revised Annex vl, revised 2008.2l Cycle values as per lSO 8178-4, operating on lSO 8217 DM grade fuel (marine distillate fuel: MGO or MDOl, contingentto a charge air cooling water temperature of max. 32 C at 25 C reference sea water temperature.3l Maximum allowable NOx emissions for marine Diesel engines according to lMO Tier ll: 130 n < 2000 44 * n-0.23 g/kWh (n = rated engine speed in rpml4l Calculated as NO2D2: test cycle for constant speed aux. engine applicationE2: test cycle for constant speed main prop. application5l Maximum allowable NOx emission for marine diesel engines according to Class Notation Clean Design from Det Nor-ske veritas: n> 130 rpm-->31,5* n (-0,2l g/kWh+1,4 (n= rated engine speed in rpmlRemark:The certification testing of the engine for compliance wtih the NOx emission limits will be done as single certificationor group certification at the testbed.Rated outputRated speed kW/cyl.rpm 975500 1000514NOx 2l 4l lMO Tier ll cycle D2/E2/E3 g/kWh 10.543l 10.47 3lTable 2-29 Maximum allowable emission value NOx - engine L+v51/60DFDual-fuel engine and operation2.1.6 Emissions Page 2 - 38 51/60DF lMO Tier ll Status 05/20090206-0602MDF.fmDual-fuel engine and operation2.1.7 Requirements for power drive connection (staticl Status 05/2009 51/60DF Page 2 - 390206-0701MDF.fm2.1.7 Requirements for power drive connection (staticl Limit values of masses to be coupled after the engineEvaluation of permissible theoretical bearing loadsEngine 51/60DFF1 = theoretical bearing force at the external engine bearingF2 = theoretical bearing force at the generator bearingF3 = flywheel weightF4 = coupling weight acting on the engine, including reset forcesF5 = rotor weight of the generatora = distance between end of coupling flange and centre of outer crankshaft bearingl = distance between centre of outer crankshaft bearing and generator bearing1l lnclusive of couples resulting from restoring forces of the couplingDistance between engine seating surfaceand crankshaft centre line: L51/60DF: 700 mm v51/60DF: 830 mmNote:Changes may be necessary as a result of thetorsional vibration calculation or special serviceconditions.Figure 2-17 Case A: overhung arrangement Figure 2-18 Case B: rigid couplingMmax = F * a = F3 * x3 + F4 * x4 F1 = (F3 * x2 + F5 * x1l/l Engine Distance a Case A Case B Mmax = F * a F1 maxmm kNm kNL51/60DF 530 80 1l 140v51/60DF 560 105 1l 180Table 2-30 Example calculation case A and BDual-fuel engine and operation2.1.7 Requirements for power drive connection (staticl Page 2 - 40 51/60DF Status 05/20090206-0701MDF.fmGeneral remark:Masses which are connected downstream of theengine in the case of an overhung, resp. rigidlycoupled, arrangement result in additional crank-shaft bending stress, which is mirrored in ameasured web deflection during engine installa-tion. Provided that the limit values for the masses tobe coupled downstream of the engine (permissi-ble values for Mmax and F1maxl are complied with,the permitted web deflections will not be ex-ceeded during assembly.Observing these values ensures a sufficientlylong operating time before a realignment of thecrankshaft has to be carried out.Dual-fuel engine and operation2.1.8 Requirements for power drive connection (dynamicl Status 05/2009 51/60DF Page 2 - 410206-0801MDF.fm2.1.8 Requirements for power drive connection (dynamicl2.1.8.1 Moments of inertia, flywheels Engine 51/60 DF975/1000 kW/cyl.; 500/514 rpmConstant speedFor flywheels dimensions see "Chapter 2.1.9 Power transmission, page 2-49". Diesel-electric marine plantsEngineMoments of inertia FlywheelsContinu-ous ratingTotal moment required Jmin Cyclic irregular-ity Engine + damper 1l Moments of inertia MassRequired moment of inertia after fly-wheelkW kgm2 - kgm2 kgm2 kg kgm2n = 500 rpm6 L51/60DF 5,850 8,210 580 2,6333,102 5,3242,4757 L51/60DF 6,825 9,580 320 3,412 3,0668 L51/60DF 7,800 10,950 540 3,737 4,1119 L51/60DF 8,775 12,310 760 3,565 5,64312 v51/60DF 11,700 16,420 1,500 4,6242,935 4,3088,86114 v51/60DF 13,650 19,150 4,100 5,196 11,01916 v51/60DF 15,600 21,890 3,200 5,768 13,18718 v51/60DF 17,550 24,620 2,000 6,340 15,345n = 514 rpm6 L51/60DF 6,000 7,970 610 2,6333,102 5,5242,2357 L51/60DF 7,000 9,300 320 3,412 2,7868 L51/60DF 8,000 10,620 550 3,737 3,7819 L51/60DF 9,000 11,950 760 3,565 5,28312 v51/60DF 12,000 15,930 1,600 4,6242,935 4,3088,37114 v51/60DF 14,000 18,590 4,000 5,196 10,45916 v51/60DF 16,000 21,240 3,200 5,768 12,53718 v51/60DF 18,000 23,900 2,000 6,340 14,625Table 2-31 Moments of inertia / flywheels for Diesel-electric plants - engine 51/60DFDual-fuel engine and operation2.1.8 Requirements for power drive connection (dynamicl Page 2 - 42 51/60DF Status 05/20090206-0801MDF.fmDual-fuel engine and operation2.1.8 Requirements for power drive connection (dynamiclStatus 05/2009 51/60DF Page 2 - 430204-0802MDF.fm2.1.8.2 Balancing of massesEngine L51/60DF Rotating crank balancy............................100 %Static reduced rotating mass per crank including counterweights and rotating portion of connecting rod(for a crank radius r = 300 mml . . . . . . +1.3 kOscillating mass per cylinder . . . . . . 635.5 kgConnecting rod ratio. . . . . . . . . . . . . . . . 0.219Distance between cylinder centrelines820 mmFor engines of type 51/60 DF the external mass forces are equal to zero.Mrot is eliminated by means of balancing weights on resiliently mounted engines. Firing order: counted from coupling side 1l lrregular firing orderEngine Firing orderResidual external couplesMrot [kNm + Mosc 1st order [kNm Mosc 2nd order [kNmEngine speed [rpm 500vertical horizontal6 L51/60DF A007 L51/60DF C 87.58 L51/60DF B 09 L51/60DF B 27.1 27.1 148Engine speed (rpml 5146 L51/60 DF A0 07 L51/60 DF C 92.48 L51/60 DF B 09 L51/60 DF B 28.6 28.6 156.4Table 2-32 Residual external couples - engine L 51/60 DFNo. of cylinders Firing order Clockwise rotation Counter clockwise rotation6 L A 1-3-5-6-4-2 1-2-4-6-5-37 L C 1l 1-2-4-6-7-5-3 1-3-5-7-6-4-28 L B 1-4-7-6-8-5-2-3 1-3-2-5-8-6-7-49 L B 1-6-3-2-8-7-4-9-5 1-5-9-4-7-8-2-3-6Table 2-33 Firing order - engine L51/60DFDual-fuel engine and operation2.1.8 Requirements for power drive connection (dynamicl Page 2 - 44 51/60DF Status 05/20090204-0802MDF.fmBalancing of masses Engine v51/60DFRotating crank balancy..............................99 %Static reduced rotating mass per crank including counterweightsand rotating portion of connecting rod(for a crank radius r = 300 mml. . . . . . +15 kgOscillating mass per cylinder . . . . . . 635.5 kgConnecting rod ratio . . . . . . . . . . . . . . . .0.219Distance between cylinder centrelines . . . . . . . . . . . . . . . . . . . . 1,000 mmvee angle . . . . . . . . . . . . . . . . . . . . . . . . . . 50For engines of type 51/60DF the external mass forces are equal to zero.Mrot is eliminated by means of balancing weights on resiliently mounted engines. Firing order: counted from coupling side1l lrregular firing orderEngine Firing order Residual external couplesMrot (kNml Mosc 1st order (kNml Mosc 2nd order (kNmlEngine speed (rpml 500vertical horizontal vertical horizontal12 V51/60DF A 0 0 014 V51/60DF C 124.3 69.116 V51/60DF B 018 V51/60DF A 2.4 166.3 36.2 73.0 40.6Engine speed (rpml 51412 v51/60DF A0 0 014 v51/60DF C 131.3 73.016 v51/60DF B 018 v51/60DF A 2.5 175.7 38.2 77.2 42.9Table 2-34 Residual external couples - engine v51/60DFNo. of cylinders Firing order Clockwise rotation Counter clockwise rotation12 V A A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2-B2 A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-B114 V C 1l A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5-B5-A3-B3 A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-B2-A2-B116 V B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5-B5-A2-B2-A3-B3 A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-B7-A7-B4-A4-B118 V A A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8-B8-A6-B6-A4-B4-A2-B2 A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-B7-A7-B5-A5-B3-A3-B1Table 2-35 Firing order - engine v51/60DFDiesel engine and operation2.1.8 Requirements for power drive connection (dynamiclStatus 10/2008 Page 2 - 450204-0901MA.fm2.1.8.3 Static torque fluctuationGeneralThe static torque fluctuation is the summation -taking into account the correct phase-angles -of the torques acting at all cranks around thecrankshaft axis. These torques are created bythe gas and mass forces acting at the crankpins,with the crank radius being used as the lever(see examples on the following pagesl. An abso-lutely rigid crankshaft is assumed. The valuesTmax and Tmin listed in the tables on the follow-ing pages represent a measure for the reactionforces occurring at the foundation of the engine(see the figure belowl. The static values listed inthe table undergo in each individual case a dy-namic magnification which is dependent uponthe characteristics of the foundation (design andmaterial thicknesses in way of the foundation,type of chockingl.The reaction forces generated by the torquefluctuation are the most important excitationstransmitted into the foundation in the case of arigidly or semi-resiliently mounted engine. Theirfrequency is dependent upon speed and cylin-der number, and is also listed in the table.ln order to avoid local vibration excitations in thevessel, it must be ensured that the natural fre-quencies of important part structures (e.g. pan-els, bulkheads, tank walls and decks, equipmentand its foundation, pipe systemsl have a suffi-cient safety margin (if possible 30 %l in relationto this main excitation frequency.Figure 2-19 Static torque fluctuationz Number of cylindersL Distance between foundation boltsFD L z Tmax Tmin2------------------------------ =Diesel engine and operation2.1.8 Requirements for power drive connection (dynamicl Page 2 - 46 Status 10/20080204-0901MA.fmDual-fuel engine and operation2.1.8 Requirements for power drive connection (dynamiclStatus 05/2009 51/60DF Page 2 - 470204-0901MDF.fmStatic torque fluctuation and exciting frequenciesEngine L51/60DFExample to declareFigure 2-20 Static torque fluctuation - engine L51/60DFEngine Output Speed Tn Tmax TminMain exciting componentsOrder Frequency 1lTkW rpm kNm kNm kNm - Hz kNm6 L51/60DF 5,850500111.7 284.2 22.2 3.06.0 25.050.0 67.661.77 L51/60DF 6,825 130.3 425.3 -46.6 3.57.0 29.258.3 211.745.58 L51/60DF 7,800 149.0 406.9 -3.6 4.08.0 33.366.7 180.034.99 L51/60DF 8,775 167.6 416.7 15.9 4.59.0 37.575.0 176.826.46 L51/60DF 6,000514111.5 271.9 23.7 3.06.0 25.751.4 58.361.77 L51/60DF 7,000 130.0 421.0 -46.9 3.57.0 30.060.0 211.345.58 L51/60DF 8,000 148.6 401.7 -3.3 4.08.0 34.368.5 178.734.99 L51/60DF 9,000 167.2 412.3 15.3 4.59.0 38.577.1 176.526.41l Exciting frequency of the main harmonic components.Table 2-36 Static torque fluctuation and exciting frequency - engine L51/60DFDual-fuel engine and operation2.1.8 Requirements for power drive connection (dynamicl Page 2 - 48 51/60DF Status 05/20090204-0901MDF.fmStatic torque fluctuation and exciting frequenciesEngine v51/60DFExample to declareFigure 2-21 Static torque fluctuation - engine v51/60DFEngine Output Speed Tn Tmax TminMain exciting componentsOrder Fre-quency 1lTkW rpm kNm kNm kNm rpm Hz kNm12 v51/60DF 11,700500223.5 406.3 100.0 3.06.0 25.050.0 35.0106.914 v51/60DF 13,650 260.7 418.9 148.0 3.57.0 29.258.3 18.590.616 v51/60DF 15,600 297.9 452.4 167.1 4.08.0 33.366.7 62.565.518 v51/60DF 17,550 335.2 504.5 161.0 4.59.0 37.575.0 135.337.312 v51/60DF 12,000514222.9 399.4 94.7 3.06.0 25.751.4 30.2106.814 v51/60DF 14,000 260.1 415.0 146.6 3.57.0 30.060.0 18.490.616 v51/60DF 16,000 297.3 449.8 165.8 4.08.0 34.368.5 62.165.618 v51/60DF 18,000 334.4 501.7 159.3 4.59.0 38.577.1 135.137.31l Exciting frequency of the main harmonic components.Table 2-37 Static torque fluctuation and exciting frequency - engine v51/60DFDual-fuel engine and operation2.1.9 Power transmission Status 05/2009 51/60DF Page 2 - 490206-1001MDF.fm2.1.9 Power transmission2.1.9.1 Flywheel arrangementFlywheel with flexible coupling Figure 2-22 Flywheel with flexible coupling No. ofcylinders A 1l A2l E1l E 2l Fmin Fmax No. of through bolts No. of fitted boltsmm12 V Dimensions will result from clarification of technical details of propulsion drive 12214 v 16 V 18 V 141l Without torsional limit device2l With torsional limit deviceTable 2-38 Dimensions - power transmissionDual-fuel engine and operation2.1.9 Power transmission Page 2 - 50 51/60DF Status 05/20090206-1001MDF.fmUse for project purposes only!Final dimensions of flywheel and flexible cou-pling will result from clarification of technical de-tails of drive and from the result of the torsionalvibration calculation. Flywheel diameter mustnot be changed!Arrangement of flywheel, coupling and generator Figure 2-23 Example: arrangement of flywheel, coupling and generatorEngine and operation2.1.11 Arrangement of attached pumps Status 10/2008 L48/60B, L48/60CR, L51/60G Page 2 - 550204-1201MD.fm2.1.11 Arrangement of attached pumpsFigure 2-24 Attached pumps L48/60B, L48/60CR, L51/60GFigure 2-25 Attached pumps v48/60B, v48/60CR, v51/60GNote! The final arrangement of the L.O. and coolingwater pumps will be made due to the inquiry ororder.Engine and operation2.1.11 Arrangement of attached pumps Page 2 - 56 L48/60B, L48/60CR, L51/60G Status 10/20080204-1201MD.fmDiesel engine and operation2.1.16 Foundation Status 10/2008 Page 2 - 990204-1301MD.fm2.1.16 Foundation2.1.16.1 General requirements for engine foundationPlate thicknessesThe stated material dimensions are recommen-dations, thicknesses smaller than these shouldnot be allowed.Top platesBefore or after having been welded in place, thebearing surfaces should be machined and freedfrom rolling scale. Surface finish correspondingto Ra 3.2 peak-to-valley roughness in the area ofthe chocks.The thickness given is the finished size after ma-chining.Downward inclination outwards, not exceeding0.7 %.Prior to fitting the chocks, clean the bearing sur-faces from dirt and rust that may have formed:After the drilling of the foundation bolt holes,spotface the lower contact face normal to thebolt hole.Foundation girdersThe distance of the inner girders must be ob-served. We recommend that the distance of theouter girders (only required for larger typesl alsobe observed.The girders must be aligned exactly above andunderneath the tank top.Floor platesNo manholes are permitted in the floor plates inthe area of the box-shaped foundation. Weldingis to be carried out through the manholes in theouter girders.Top plate supportingProvide support in the area of the frames fromthe nearest girder below.Diesel engine and operation2.1.16 Foundation Page 2 - 100 Status 10/20080204-1301MD.fmDual-fuel engine and operation2.1.16 Foundation Status 05/2005 51/60DF Page 2 - 550206-1304MDF.fm2.1.11.2 Resilient seating GeneralThe engines cause dynamic effects on the foun-dation. These effects are to be attributed to thepulsating forces of reaction due to the irregulartorque, and in engines with certain cylindernumbers these effects are attributable to the freeforces due to gravity and moments of inertia. lnaddition, an internal combustion engine gener-ates structure-borne sound, which is also trans-mitted into the foundation.The direct resilient support makes it possible tokeep the foundation practically free from the dy-namic forces, which are generated by every re-ciprocating engine and may have harmfuleffects on the environment of the engines underadverse conditions.Therefore MAN Diesel offers the resilient mount-ing to increase the comfort.Conical mounting system The conical mounting system is a special designfor merchant ships.The mounting system is characterised by naturalfrequencies of the resiliently supported enginebeing lower than approx. 18 Hz, so that they arebelow those of the pulsating disturbing varia-bles.The appropriate design of the resilient supportwill be selected in accordance with the demandsof the customer, i.e. it will be adjusted to thespecial requirements of each plant.The supporting elements will be connected di-rectly to the engine feet by special brackets. Thenumber, rubber hardness and distribution of thesupporting elements depend on the weight of the engine the centre of gravity of the engine the desired natural frequenciesWhere resilient mounting is applied, the follow-ing has to be taken into consideration when de-signing a Diesel electric plant:1. Between the resiliently mounted engine andthe rigidly mounted gearbox or generator, aflexible coupling with minimum axial and ra-dial elastic forces and large axial and radialdisplacement capacities must be provided.2. The pipes to and from the engine must be ofhighly flexible type.3. ln order to achieve a good structure-borne-sound isolation, the lower brackets used toconnect the supporting elements with theship's foundation are to be fitted at suffi-ciently rigid points of the foundation. lnflu-ences of the foundation's stiffness on thenatural frequencies of the resilient supportwill not be considered.4. The yard must specify with which inclinationrelated to the plane keel the engine will beinstalled in the ship. When calculating theresilient mounting system, it has to bechecked whether the desired inclination canbe realised without special measures. Addi-tional measures always result in additionalcosts.Dual-fuel engine and operation2.1.16 Foundation Page 2 - 56 51/60DF Status 05/20050206-1304MDF.fmDual-fuel engine and operation 2.1.16 FoundationStatus 05/2009 51/60DF Page 2 - 570206-1306MDF.fm2.1.11.3 Recommended configuration of foundation Conical mountings Figure 2-26 Recommended configuration of foundation v51/60DF - resilient seatingDual-fuel engine and operation2.1.16 Foundation Page 2 - 58 51/60DF Status 05/20090206-1306MDF.fmFigure 2-27 Recommended configuration of foundation v51/60DF - resilient seatingDiesel engine and operation 2.1.11 FoundationStatus 05/2008 Page 2 - 590204-1308MA.fm2.1.11.4 lnstallation of flexible pipe connections for resiliently mounted enginesArrangement of hoses on resiliently mounted engineFlexible pipe connections become necessary toconnect resilient mounted engines with externalpiping systems. They are used to compensatethe dynamic movements of the engine in relationto the external piping system. The origin of thedynamic engine movements, their direction andidentity, are in principle indicated in "Table 2-39Simplified trend synopsis of dynamic enginemovements. The number of "x" indicates the in-cidence, page 2-59". Table 2-39 Simplified trend synopsis of dynamic engine movements. The number of "x" indicates the incidenceFigure 2-28 Coordinate systemMain direction of dynamic engine movementsHorizontallateral Horizontalaxial vertical Rotation around the axial directionRotation around the lateral directionRotation around the vertical directionY X Z Rx Ry RzOrigin of dynamic movementsSea conditions xxxxx xx x xxxxx xx -Engine torque - - - xxx - -vibration during normal operation x x x x x xrun out reso-nance xxx - - xxxx x -Sum xxxxxxxxx xxx xx xxxxxxxxxxxxx xxxx xDiesel engine and operation2.1.11 Foundation Page 2 - 60 Status 05/20080204-1308MA.fmGenerally flexible pipes (rubber hoses with steelinlet, metal hoses, PTFE-corrugated hose-lines,rubber bellows with steel inlet, steel bellows,steel compensatorsl are nearly unable to com-pensate twisting movements. Therefore the in-stallation direction of flexible pipes must bevertically (in Z-directionl if ever possible. An in-stallation in horizontal-axial direction (in X-direc-tionl is not permitted; an installation inhorizontal-lateral (Y-directionl is not recom-mended. Flange and screw connectionsFlexible pipes delivered loosely by MAN Dieselare fitted with flange connections, for sizes withDN32 upwards. Smaller sizes are fitted withscrew connections. Each flexible pipe is deliv-ered complete with counterflanges or, thosesmaller than DN32, with weld-on sockets.Arrangement of the external piping systemShipyard's pipe system must be exactly ar-ranged so that the flanges or screw connectionsdo fit without lateral or angular offset. Thereforeit is recommended to adjust the final position ofthe pipe connections after engine alignment iscompleted.Figure 2-29 Arrangement of pipes in systemlnstallation of hosesln the case of straight-line-vertical installation, asuitable distance between the hose connectionshas to be chosen, so that the hose is installedwith a sag. The hose must not be in tension dur-ing operation. To satisfy correct sag in a straight-line-vertically installed hose, the distance be-tween the hose connections (hose installed, en-gine stoppedl has to be approx. 5 % shorterthan the same distance of the unconnectedhose (without sagl.ln case it is unavoidable (this is not recommend-edl to connect the hose in lateral-horizontal di-rection (Y-directionl the hose must be installedpreferably with a 90 arc. The minimum bendingradii, specified in our drawings, are to be ob-served.Never twist the hoses during installation. Turna-ble lapped flanges on the hoses avoid this.Where screw connections are used, steady thehexagon on the hose with a wrench while fittingthe nut. Comply with all installation instructions of thehose manufacturer.Depending on the required application rubberhoses with steel inlet, metal hoses or PTFE-cor-rugated hose lines are used.lnstallation of steel compensatorsSteel compensators are used for hot media, e.g.exhaust gas. They can compensate movementsin line and transversal to their centre line, butthey are absolutely unable to compensate twist-ing movements. Compensators are very stiffagainst torsion. For this reason all kind of steelcompensators installed on resilient mounted en-gines are to be installed in vertical direction.Diesel engine and operation 2.1.11 FoundationStatus 05/2008 Page 2 - 610204-1308MA.fmNote!Exhaust gas compensators are also used tocompensate thermal expansion. Therefore ex-haust gas compensators are required for all typeof engine mountings, also for semi-resilient orrigid mounted engines. But in these cases thecompensators are quite shorter, they are de-signed only to compensate the thermal expan-sions and vibrations, but not other dynamicengine movements.Angular compensator for fuel oilThe fuel oil compensator, to be used for resilientmounted engines, can be an angular systemcomposed of three compensators with differentcharacteristics. Please observe the installationinstruction indicated on the specific drawing.Supports of pipesThe flexible pipe must be installed as near aspossible to the engine connection.On the shipside, directly after the flexible pipe,the pipe is to be fixed with a sturdy pipe anchorof higher than normal quality. This anchor mustbe capable to absorb the reaction forces of theflexible pipe, the hydraulic