Titelseite Marine 58-64.fmProject Guidefor Marine PlantsEngine L 58/64Status: 02.2008MAN Diesel SEStadtbachstr. 1D-86224 AugsburgPhone: +49-821-322-0Telefax: +49-821-322-3382e-mail: marineengines-de@mandiesel.comInternet: www.mandiesel.comTitelseite Marine 58-64.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." MAN Diesel SEReproduction permitted provided source is given.ContentContent - 1 58/64Marine_58-64_externlvZ.fmTable of ContentTable of Content...................................................................... 11 Basic information ............................................................... 1 - 11.1 Marine plants by MAN Diesel............................................................................... 1 - 31.1.1 Four stroke Diesel engine programme for marine applications.......................... 1 - 31.1.2 Typical marine plants and engine arrangements................................................ 1 - 42 Diesel engine and operation............................................... 2 - 12.1 Diesel engines - general rules.............................................................................. 2 - 32.1.1 General data ....................................................................................................... 2 - 32.1.1.1 Available outputs .............................................................................. 2 - 32.1.1.2 Load reduction ................................................................................. 2 - 72.1.1.3 Part-load operation ........................................................................... 2 - 92.1.1.4 Programme for works test of four-stroke marine engines .............. 2 - 112.1.1.5 Speed control ................................................................................. 2 - 132.1.1.6 Condensate amount ....................................................................... 2 - 152.1.1.7 Earthing measures on Diesel engines and bearing insulation on generators 2 - 172.1.1.8 Torsional vibrations ......................................................................... 2 - 192.1.2 Propeller operation ........................................................................................... 2 - 232.1.2.1 Controllable-pitch propeller; operating range ................................ 2 - 232.1.2.2 General requirements for propeller pitch control ............................ 2 - 252.1.2.3 Fixed-pitch propeller ....................................................................... 2 - 292.1.2.4 Engine running-in ............................................................................ 2 - 312.1.2.5 Acceleration times .......................................................................... 2 - 352.1.3 Diesel electric operation ................................................................................... 2 - 392.1.3.1 Load application for shipboard- and isolated electrical systems ... 2 - 392.1.3.2 Available outputs dependent on frequency deviations .................. 2 - 412.1.3.3 Engine running-in ......................................................................... 2 - 432.1.3.4 Starting conditions for Diesel-electric marine plants ...................... 2 - 472.1.3.5 Diesel-electric operation of vessels - failure of one engine ............ 2 - 512.1.3.6 Generator - reverse power protection ............................................ 2 - 532.2 Engine characteristic data L 58/64 .................................................................... 2 - 552.2.1 Engine design ................................................................................................... 2 - 552.2.1.1 Engine cross section ....................................................................... 2 - 552.2.1.2 Engine designations - Design parameters ...................................... 2 - 572.2.2 Dimensions, weights and views ....................................................................... 2 - 59Content58/64 Content - 2Marine_58-64_externlvZ.fm2.2.3 Outputs, speeds ............................................................................................... 2 - 612.2.3.1 Engine ratings ................................................................................. 2 - 612.2.3.2 Speeds/Main data ........................................................................... 2 - 612.2.4 Fuel oil consumption; lube oil consumption..................................................... 2 - 632.2.4.1 Fuel oil consumption ....................................................................... 2 - 632.2.4.2 Lube oil consumption ..................................................................... 2 - 642.2.5 Planning data.................................................................................................... 2 - 652.2.5.1 Nominal values for cooler specification ......................................... 2 - 652.2.5.2 Temperature basis, nominal air and exhaust gas data ................ 2 - 662.2.5.3 Load specific values at tropical conditions .................................... 2 - 672.2.5.4 Load specific values at lSO conditions .......................................... 2 - 692.2.5.5 Filling volumes and flow resistances .............................................. 2 - 712.2.5.6 Operating pressures ....................................................................... 2 - 722.2.6 Emissions.......................................................................................................... 2 - 732.2.6.1 Composition of exhaust gas of medium speed four-stroke Diesel engines 2 - 732.2.6.2 Exhaust gas emission ..................................................................... 2 - 752.2.6.3 Engine noise / intake noise / exhaust gas noise ............................. 2 - 772.2.7 Requirement for power drive connection (staticl.............................................. 2 - 812.2.8 Requirements for power drive connection (dynamicl ....................................... 2 - 832.2.8.1 Moments of inertia, flywheels ........................................................ 2 - 832.2.8.2 Balancing of masses ....................................................................... 2 - 852.2.8.3 Static torque fluctuation ................................................................. 2 - 872.2.9 Power transmission .......................................................................................... 2 - 912.2.9.1 Flywheel arrangement ..................................................................... 2 - 912.2.10 Attached pumps ............................................................................................... 2 - 952.2.11 Foundation....................................................................................................... 2 - 972.2.11.1 General requirements for engine foundation .................................. 2 - 972.2.11.2 Rigid seating ................................................................................... 2 - 992.2.11.3 Chocking with synthetic resin ....................................................... 2 - 1032.2.11.4 Resilient seating ............................................................................ 2 - 1072.2.11.5 Recommended configuration of foundation ................................. 2 - 1092.2.11.6 lnstallation of flexible pipe connections for resiliently mounted engines 2 - 1112.3 Engine automation........................................................................................... 2 - 1152.3.1 System overview............................................................................................. 2 - 1152.3.2 Supply and distribution................................................................................... 2 - 1172.3.3 SaCoS ........................................................................................................... 2 - 1192.3.4 Temperature control ...................................................................................... 2 - 1232.3.5 lnterfaces ..................................................................................................... 2 - 1252.3.6 Technical data ............................................................................................... 2 - 1272.3.7 lnstallation requirements ............................................................................... 2 - 1292.3.8 Standard list of engine-located measuring and control devices.................... 2 - 1312.3.9 OvERRlDE function ....................................................................................... 2 - 141ContentContent - 3 58/64Marine_58-64_externlvZ.fm3 Quality requirements of operating supplies ....................... 3 - 13.1 Quality of lube oil (SAE40l for operation on gas oil and Diesel oil (MGO/MDOl and Biofuel 3 - 33.2 Quality of lube oil (SAE40l for heavy fuel oil operation (HFOl .............................. 3 - 73.3 Quality of engine cooling water ......................................................................... 3 - 133.4 Checking cooling water ..................................................................................... 3 - 213.5 Cleaning cooling water ...................................................................................... 3 - 233.6 Quality of Marine Diesel Fuel (MDOl .................................................................. 3 - 273.7 Quality of gas oil/Diesel fuel (MGOl .................................................................. 3 - 293.8 Quality of Heavy Fuel Oil (HFOl ......................................................................... 3 - 313.9 Quality of intake air (combustion airl ................................................................. 3 - 433.10 viscosity-Temperature (vTl diagram of fuel oil .................................................. 3 - 454 Diesel electric set ............................................................... 4 - 14.1 Arrangement of Diesel-electric propulsion plants................................................ 4 - 35 Propulsion train .................................................................. 5 - 15.1 Propulsion packages ........................................................................................... 5 - 35.1.1 General ............................................................................................................... 5 - 35.1.2 Dimensions ......................................................................................................... 5 - 45.1.3 Propeller layout data........................................................................................... 5 - 75.1.4 Propeller clearance............................................................................................. 5 - 96 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 - 16.2.1 Lube oil system description................................................................................ 6 - 16.2.2 Prelubrication / postlubrication .......................................................................... 6 - 76.2.3 Lube oil outlets - general .................................................................................... 6 - 96.2.4 Lube oil service tank......................................................................................... 6 - 136.2.5 Pressure control valve ...................................................................................... 6 - 176.2.6 Crankcase vent and tank vent .......................................................................... 6 - 19Content58/64 Content - 4Marine_58-64_externlvZ.fm6.3 Water systems ................................................................................................... 6 - 216.3.1 Cooling water system....................................................................................... 6 - 216.3.2 Cooling water diagrams.................................................................................... 6 - 296.3.3 Nozzle cooling system...................................................................................... 6 - 356.3.4 Nozzle cooling water module ........................................................................... 6 - 376.3.5 Cleaning systems ............................................................................................. 6 - 396.3.5.1 Cleaning charge air cooler air side; 40/54, 48/60B, 58/64 ............. 6 - 416.3.5.2 Option Ultrasonic cleaning ............................................................. 6 - 436.3.5.3 Turbine washing device, HFO-operation ........................................ 6 - 476.4 Fuel oil system................................................................................................... 6 - 496.4.1 Marine Diesel Oil (MDOl treatment system ..................................................... 6 - 496.4.2 MDO supply system for Diesel engines............................................................ 6 - 516.4.3 Heavy Fuel Oil (HFOl treatment system ........................................................... 6 - 536.4.4 Heavy Fuel Oil (HFOl supply system................................................................ 6 - 576.4.5 Heavy Fuel Oil (HFOl supply system - twin engine plant ................................. 6 - 676.5 Compressed air system..................................................................................... 6 - 716.5.1 Starting air system............................................................................................ 6 - 716.5.2 Starting air vessels, compressors .................................................................... 6 - 756.5.2.1 Propulsion plant with 1 main engine ............................................... 6 - 766.5.2.2 Multiple engine plants ..................................................................... 6 - 776.5.3 Jet Assist .......................................................................................................... 6 - 796.6 Combustion air................................................................................................... 6 - 816.7 Exhaust gas system........................................................................................... 6 - 836.7.1 General informations ........................................................................................ 6 - 836.7.2 Components and assemblies........................................................................... 6 - 857 Auxiliary modules and system components....................... 7 - 17.1 Auxiliary modules................................................................................................. 7 - 37.1.1 Nozzle cooling water module ............................................................................. 7 - 37.1.2 Preheating modul ............................................................................................... 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 - 3ContentContent - 5 58/64Marine_58-64_externlvZ.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 of piston and cylinder liner .................................................................. 9 - 99.1.4 3D engine viewer - a support program to configure the engine room 9 - 119.1.5 Lifting appliance ............................................................................................... 9 - 159.1.6 Major spare parts.............................................................................................. 9 - 199.1.7 Example: propulsion system arrangement ....................................................... 9 - 239.2 Exhaust gas ducting .......................................................................................... 9 - 259.2.1 Example: ducting arrangement ........................................................................ 9 - 259.2.2 Position of the outlet casing of the turbocharger ............................................. 9 - 27lndex......................................................................................... lContent58/64 Content - 6Marine_58-64_externlvZ.fm Page 1 - 1Kapiteltitel 1 M.fm1 Basic information Page 1 - 2Kapiteltitel 1 M.fmBasic informationFour stroke Diesel engine programme for marine applications Status 08/2006 58/64 Page 1 - 30101-0201ME.fm1.1 Marine plants by MAN Diesel1.1.1 Four stroke Diesel engine programme for marine applicationsFigure 1-1 MAN Diesel engine programmeBasic informationTypical marine plants and engine arrangements Page 1 - 4 58/64 Status 08/20060101-0201ME.fm1.1.2 Typical marine plants and engine arrangementsFigure 1-2 FerriesBasic informationTypical marine plants and engine arrangements Status 08/2006 58/64 Page 1 - 50101-0201ME.fm Figure 1-3 Ferry: propelled by 4 x 8L 58/64, total output 44.5 MWBasic informationTypical marine plants and engine arrangements Page 1 - 6 58/64 Status 08/20060101-0201ME.fm Figure 1-4 Cruising vesselBasic informationTypical marine plants and engine arrangements Status 08/2006 58/64 Page 1 - 70101-0201ME.fmFigure 1-5 Cruising vessel: Diesel-electric propulsion plant with 3 x 6L 58/64 and 3 x 7L 58/64, total output 50.7 MWBasic informationTypical marine plants and engine arrangements Page 1 - 8 58/64 Status 08/20060101-0201ME.fm Figure 1-6 Cruising vessel: 2 x 9L 58/64 and 2 x 6L 58/64 with 39.8 MW boards main supplyBasic informationTypical marine plants and engine arrangements Status 08/2006 58/64 Page 1 - 90101-0201ME.fm Figure 1-7 Tanker re-engined from steam to Diesel: 2 x 8L 58/64 MHl - MAN Diesel engines, total output 19.4 MW Basic informationTypical marine plants and engine arrangements Page 1 - 10 58/64 Status 08/20060101-0201ME.fmFigure 1-8 Chemical tanker: propelled by 1 x 6L 58/64; output 7,440 kW at 400 rpmBasic informationTypical marine plants and engine arrangements Status 08/2006 58/64 Page 1 - 110101-0201ME.fmFigure 1-9 Container: propelled by 1 x 7L 58/64, output 9,730 kW at 428 rpmBasic informationTypical marine plants and engine arrangements Page 1 - 12 58/64 Status 08/20060101-0201ME.fmFigure 1-10 RoRo vessel: propulsion 2 x 9L 58/64, total output 25 MW Page 2 - 1Kapiteltitel 2 M.fm2 Diesel engine and operation Page 2 - 2Kapiteltitel 2 M.fmDiesel engine and operation2.1.1 General data Status 11/2007 Page 2 - 30201-0101MA.fm2.1 Diesel engines - general rules2.1.1 General data2.1.1.1 Available outputsTable 2-1 Available outputs / related reference conditions1l Blocking of the output for engines, driving a generator, at 110% of the rated output. Overload >100% may only be runfor a short time to compensate for a frequency drop when a load is applied2l Special turbocharger matching required - additional fuel consumption necessarytr Air temperature at blower intaketcr Cooling water temperature before charge air coolerpr Barometric pressureAvailable outputs/related reference conditions Nominal outputaccording to Project Guide Fuel stop power Speed reductionat maximum torque Tropic conditions(tr/tcr/pr=100kPal Other conditions% % % C -Electricity generationAuxiliary engines in ships 100 110 - 45/38 1lMarine main engines (with mechanical or Diesel electric drivelMain drive with fixed-pitch propeller for engines 40/54, 48/60B, 58/64 90 90 10 45/38 2lMain drive with fixed-pitch propeller for engine 32/40 96 96 10 45/38 2lMain drive with fixed-pitch propeller for engine 32/44CR 100 100 10 45/38 2lMain drive with fixed-pitch propeller for engine v 28/33D 100 100 10 45/40 -Main drive with controllable pitch propeller 100 100 - 45/38 -Main drive generator 100 110 - 45/38 1lSuction dredger/pumps (mechanical drivel6L - 9L, 12v, 14v, 16v, 18v 32/40 90 90 30 45/38 2l6L - 10L, 12v, 14v, 16v, 18v 32/44CR 90 90 30 45/38 2l20v 32/44CR 90 90 23 45/38 2l40/54, 48/60B, 58/64 90 90 30 45/38 2lDiesel engine and operation2.1.1 General data Page 2 - 4 Status 11/20070201-0101MA.fmDiesel engine and operation2.1.1 General dataStatus 01/2005 Page 2 - 50201-0102MA.fmDe-rating for marine enginesA load reduction is not necessary as long as thetemperatures specified for the reference condi-tion "tropical" are not exceeded. lf the above-mentioned temperatures are ex-ceeded, the rating has to be corrected as fol-lows:P0 Nominal output according to table of ratingsa Correction factor for ambient conditionsfD Correction factor for speed reduction at full torque; forsuction dredger and pumps ( fD = 0.9 lTx Ambient air temperature [K being considered ( 273+tx lTcx Water temperature [K inlet charge air cooler (LT-stagel being considered ( 273+tcx lT Temperature in Kelvin [Kt Temperature in degree Celsius [CReference Conditions: TropicalAir temperatureC 45Cooling water temperature before charge air cooler (LT-stagel 1l 38Air pressure bar 1P = Po * a * ( fD la = ( 318/Tx l1.2 * ( 311/Tcx * 1.09 l - 0.09a 1Diesel engine and operation2.1.1 General data Page 2 - 6 Status 01/20050201-0102MA.fmDiesel engine and operation2.1.1 General dataStatus 07/2005 Page 2 - 70201-0103MA.fm2.1.1.2 Load reduction Sudden load throw-offFor the sudden load throw-off from 100% PNominalto 0% PNominal, there are certain requirements onthe part of the classification societies with regardto the dynamic and permanent speed change (seeChapter 2.1.3 "Diesel electric operation", Page2-39l, which are to be met by the engines / theunits.The sudden load throw-off represents a ratherexceptional situation and corresponds to open-ing the generator switch of a Diesel-electricplant.Care is to be taken that, after a sudden loadthrow-off, the system circuits remain in opera-tion for a minimum of 15 min. to dissipate the re-sidual engine heat.Recommended load reduction / stopping the engine Unloading the engineln principle, there are no regulations with re-gard to unloading the engine. However, aminimum of 1 min. is recommended for un-loading the engine from 100% PNominal to ap-prox. 25% PNominal. Engine stopAs from 25% PNominal, further engine unload-ing is possible, without interruption, and af-terwards the engine can be stopped. Run-down coolingln order to dissipate the residual engine heat,the system circuits should be kept in opera-tion for a minimum of 15 min.Diesel engine and operation2.1.1 General data Page 2 - 8 Status 07/20050201-0103MA.fmDiesel engine and operation2.1.1 General dataStatus 04/2003 Page 2 - 90201-0104MA.fm2.1.1.3 Part-load operationDefinitionGenerally the following load conditions are dif-ferentiated: Over-load (for regulationl: >100% of full load output Full-load: 100% of full load output Part-load: 1MW. For verification, the voltage available atthe shaft (shaft voltagel is measured while thegenerator is running and excited. With proper in-sulation, a voltage can be measured. ln order toprotect the prime mover and to divert electro-static charging, an earthing brush is often fittedon the coupling side. Observation of the required measures is thegenerator manufacturer's responsibility.Consequences of inadequate bearing insulation on the generator, and insulation checkln case the bearing insulation is inadequate,e.g., if the bearing insulation was short-circuit bya measuring lead (PT100, vibration sensorl,leakage currents may occur, which result in thedestruction of the bearings. One possibility tocheck the insolation with the machine at stand-still (prior to coupling the generator to the en-gine; this, however, is only possible in the caseof single-bearing generatorsl would be to raisethe generator rotor (insulated, in the cranel onthe coupling side, and to measure the insulationby means of the Megger test against earth (inthis connection, the max. voltage permitted bythe generator manufacturer is to be observed!l. lf the shaft voltage of the generator at ratedspeed and rated voltage is known (e.g. from thetest record of the generator acceptance testl, itDiesel engine and operation2.1.1 General data Page 2 - 18 Status 10/20050201-0111MA.fmis also possible to carry out a comparativemeasurement.lf the measured shaft voltage is lower than theresult of the earlier measurement" (test recordl,the generator manufacturer should be consult-ed.Earthing conductorThe nominal cross section of the earthing con-ductor (equipotential bonding conductorl has tobe selected in accordance with DlN vDE 0100,part 540 (up to 1000vl or DlN vDE 0141 (in ex-cess of 1 Kvl.Generally, the following applies:The protective conductor to be assigned to thelargest main conductor is to be taken as a basisfor sizing the cross sections of the equipotentialbonding conductors.Flexible conductors have to be used for the con-nection of resiliently mounted engines. Execution of earthingOn vessels, earthing must be done by the ship-yard during assembly on board. Earthing strips are not included in the MAN Die-sel scope of supply.Additional information regarding the use ofwelding equipmentln order to prevent damage on electrical compo-nents, it is imperative to earth welding equip-ment close to the welding area, i.e., the distancebetween the welding electrode and the earthingconnection should not exceed 10 m.Diesel engine and operation2.1.1 General dataStatus 01/1998 Page 2 - 190201-0112MA.fm2.1.1.8 Torsional vibrationsData required for torsional vibration calculationMAN Diesel calculates the torsional vibrationsbehaviour for each individual engine plant oftheir supply to determine the location and sever-ity of resonance points. lf necessary, appropri-ate measures will be taken to avoid excessivestresses due to torsional vibration. These inves-tigations cover the ideal normal operation of theengine (all cylinders are firing equallyl as well asthe simulated emergency operation (misfiring ofthe cylinder exerting the greatest influence on vi-brations, acting against compressionl. Besidesthe natural frequencies and the modes also thedynamic responce will be calculated, normallyunder consideration of the 1st to 24th harmonicof the gas and mass forces of the engine. Be-yond that also further exciting sources such aspropeller, pumps etc. can be considered if therespective manufacturer is able to make the cor-responding data available to MAN Diesel.lf necessary, a torsional vibration calculation willbe worked out which can be submitted for ap-proval to a classification society or a legal au-thority.To carry out the torsional vibration calculationfollowing particulars and/or documents are re-quired.General Type of propulsion (genset, Diesel mechanic,Diesel-electricl Arrangement of the whole propulsion systemincluding all engine-driven equipment Definition of the operating modes Maximum power consumption of the individ-ual working machinesEngine Rated output, rated speed Kind of engine load (fixed-pitch propeller,controllable-pitch propeller, combinatorcurve, operation with reduced speed at ex-cessive loadl Operational speed range Kind of mounting of the engine (can influencethe determination of the flexible couplingl Flexible coupling Make, size and type Rated torque (Nml Possible application factor Maximum speed (rpml Permissible maximum torque for passingthrough resonance (Nml Permissible shock torque for short-termloads (Nml Permanently permissible alternating torque(Nml including influencing factors (frequency,temperature, mean torquel Permanently permissible power loss (Wl in-cluding influencing factors (frequency, tem-peraturel Dynamic torsional stiffness (Nm/radl includ-ing influencing factors (load, frequency, tem-peraturel, if applicable Relative damping (l including influencingfactors (load, frequency, temperaturel, if ap-plicable Moment of inertia (kgml for all parts of thecoupling Dynamic stiffness in radial, axial and angulardirection Permissible relative motions in radial, axialand angular direction, permanent and maxi-mum Maximum permissible torque which can betransferred through a get-you-home-device/torque limiter if foreseen Clutch coupling Make, size and typeDiesel engine and operation2.1.1 General data Page 2 - 20 Status 01/19980201-0112MA.fm Rated torque (Nml Permissible maximum torque (Nml Permanently permissible alternating torque(Nml including influencing factors (frequency,temperature, mean torquel Dynamic torsional stiffness (Nm/radl Damping factor Moments of inertia for the operation condi-tions, clutched and declutched Course of torque versus time during clutchingin Permissible slip time (sl Slip torque (Nml Maximum permissible engagement speed(rpmlGearbox Make and type Torsional multi mass system including themoments of inertia and the torsional stiffness,preferably related to the individual speed; incase of related figures, specification of the re-lation speed is needed Gear ratios (number of teeth, speedsl Possible operating conditions (different gearratios, clutch couplingsl Permissible alternating torques in the gearmeshes Shaft line Drawing including all information aboutlength and diameter of the shaft sections aswell as the material Alternatively torsional stiffness (Nm/radlPropeller Kind of propeller (fixed-pitch or controllable-pitch propeller Moment of inertia in air (kgml Moment of inertia in water (kgml; for control-lable-pitch propellers also in dependence onpitch; for twin-engine plants separately forsingle- and twin-engine operation Relation between load and pitch Number of blades Diameter (mml Possible torsional excitation in % of the ratedtorque for the 1st and the 2nd blade-pass fre-quencyPump Kind of pump (e.g. dredging pumpl Drawing of the pump shaft with all lengthsand dia-meters Alternatively, torsional stiffness (Nm/radl Moment of inertia in air (kgml Moment of inertia in operation (kgml underconsideration of the conveyed medium Number of blades Possible torsional excitation in % of the ratedtorque for the 1st and the 2nd blade-pass fre-quency Power consumption curveAlternator for Diesel-electric plants Drawing of the alternator shaft with all lengthsand diameters Aternatively, torsional stiffness (Nm/radl Moment of inertia of the parts mounted to theshaft (kgml Electrical output (kvAl including power factorcosj and efficiency Or mechanical output (kWl Complex synchronizing coefficients for idlingand full load in dependence on frequency,reference torque lsland or parallel mode Load profile (e.g. load stepsl Frequency fluctuation of the netDiesel engine and operation2.1.1 General dataStatus 01/1998 Page 2 - 210201-0112MA.fmAlternator for Diesel-mechanical parts (e.g.PTO/PTHl Drawing of the alternator shaft with all lengthsand diameters Torsional stiffness, if available Moments of inertia of the parts mounted tothe shaft (kgml Electrical output (kvAl including power factorcosj and efficiency Or mechanical output (kWl Complex synchronizing coefficients for idlingand full load in dependence on frequency, in-cluding the reference torqueSecondary power take-off Kind of working machine Kind of drive Operational mode, operation speed range Power consumption Drawing of the shafts with all lengths and di-ameters Aternatively, torsional stiffness (Nm/radl Moments of inertia (kgml Possible torsional excitation in size and fre-quency in dependence on load and speedDiesel engine and operation2.1.1 General data Page 2 - 22 Status 01/19980201-0112MA.fmDiesel engine and operation2.1.2 Propeller operationStatus 07/2005 Page 2 - 230201-0201MA.fm2.1.2 Propeller operation2.1.2.1 Controllable-pitch propeller; operating rangeFigure 2-4 Operating range for controllable-pitch propellerRated output/operating rangeMCR Maximum continuous rating (blocked outputlOperating range for continuous operation 1 Load limit curve2 Recommended combinator curve3 Zero-thrust curveThe combinatior curve must be at a sufficientdistance from the limit curve 1. For overload pro-tection, a load control is to be provided.Transmission losses (e.g. by gearboxes andshaft powerl and additional power requirements(e.g. by PTOl must be taken into account.Diesel engine and operation2.1.2 Propeller operation Page 2 - 24 Status 07/20050201-0201MA.fmDiesel engine and operation2.1.2 Propeller operationStatus 04/2003 Page 2 - 250201-0201aMA.fm2.1.2.2 General requirements for propeller pitch controlPitch control of the propeller plantFor mechanical speed governors:4-20 mA signal from the admission teletransmit-ter of the engine will be supplied to the propellercontrol as a load indication.For electronic speed governors:4-20 mA signal from the electronic governor ofthe engine will be supplied to the propeller con-trol as a load indication.General:A distinction between constant-speed operationand combinator-curve operation has to be en-sured.Combinator-curve operation: The 4-20 mA signal has to be used for the as-signment of the propeller pitch to the respectiveengine speed. The operation curve of enginespeed and propeller pitch (for power range, see2.1.2.1 Controllable-pitch propeller; operatingrange of this documentationl has to be observedalso during acceleration/load increase and un-loading.Acceleration / load increaseThe engine speed has to be increased prior toincreasing the propeller pitch. See the exampleshown below.Deceleration / unloading the engineThe engine speed has to be reduced later thanthe propeller pitch. See the example shown be-low.Windmilling protection (pump admission at zero,and engine being turned by the propellerlSingle-shaft plantThe propeller control has to take care that thewindmilling time is less than 30 sec.Multi-shaft plant:The propeller control has to take care that thewindmilling time is less than 30 sec.Should, nevertheless, the windmilling time bemore than 40 sec., the respective engine has tobe disengaged.ln case of plants without shifting clutch, it is tobe ensured that a stopped engine is not turnedby the propeller.A shaft interlock is to be provided for each shaftfor maintenace work.Overload / engine close to limit curve / reductioninput in propeller control (binary signallOverload contact:The overload contact is activated when the en-gine fuel admission is set to maximum. At thistime, the control has to keep the propeller pitchfrom increasing and, in case the signal remainsfor more than an adjustable time, the propellerpitch has to be decreased.Operation close to the limit curves (only for elec-tronic speed governorsl:This contact is activated when the engine is op-erated close to a limit curve (torque limiter,charge air pressure limiter ...l. When the contactis closed, the propeller control has to keep thepropeller pitch from increasing and, in case thesignal remains for more than an adjustable time,the propeller pitch has to be decreased.Diesel engine and operation2.1.2 Propeller operation Page 2 - 26 Status 04/20030201-0201aMA.fmPitch reduction contact:This contact is activated when disturbances inengine operation occur, for example too high ex-haust-gas mean-value deviation. When the con-tact is closed, the propeller control has toreduce the propeller pitch to 60% of the ratedengine output, without change in engine speed.Distinction between normal manoeuvre andemergency manoeuvreThe propeller control has to be able to distin-guish between normal manoeuvre and emer-gency manoeuvre (i.e., two differentacceleration curves are necessaryl.MAN Diesel's directions concerning accelera-tion times and power range are to be observed.The power range according to sheet 2.1.2 Pro-peller operation, page 2- 23 and the accelerationtimes according to sheet Page 2 - 35 andPage 2 - 37 of this documentation are to be ob-served.Diesel engine and operation2.1.2 Propeller operationStatus 04/2003 Page 2 - 270201-0201aMA.fmExample for illustration of the change from one load step to anotherFigure 2-5 Change from one load step to anotherChanging from one power step to another010203040506070809010040 50 60 70 80 90 100Engine speed [%]Engine output power [%]100Torque Md [%]bmep pe [%]908070605030402010Theoreticalpropeller curveRecommendedcombinator load curveTorque limitmin.speedFirst increasingengine speedthen increasing propeller pitchFirst decreasing propeller pitchthen decreasing engine speedOr, if increasing both at the same time, then is the speed f aster to increase than the pitch. The area above the curve must not be reached.Or, if decreasing both at the same time, then is the pitch f aster to decrease than the speed. The area above the curve must not be reached.increasing loaddecreasing loadDiesel engine and operation2.1.2 Propeller operation Page 2 - 28 Status 04/20030201-0201aMA.fmDiesel engine and operation2.1.2 Propeller operationStatus 07/2005 Page 2 - 290201-0202MA.fm2.1.2.3 Fixed-pitch propellerSingle shaft vesselFigure 2-6 Operating range for fixed-pitch propellersType testing of engines is carried out at 110%rated output and 103% rated engine speed.Rated output: MCR Maximum Continuous Rating (fuel stoppowerl Range l: Operating range for Continuousservice subject to a propeller light-running of1.5 - 3%, the lower value to be aimed for. Range ll: Operating range temporarily admis-sible e.g. during acceleration, manoeuvring(torque limitl. Theoretical propeller characteristic applies tofully loaded vessel after a fairly long operatingtime, and to possible works trial run withzero-thrust propeller. FP Design range of fixed-pitch propeller op-erating range during sea trials under contrac-tual conditions (such as weather, loadcondition, depth of water, etc.l with the en-gine speed range between 103% and 106%being used for 1 hour maximum only.The propeller design depends upon vessel typeand duty. lt is always the exclusive responsibilityof the yard to determine, on the strength of this,the propulsive power to be installed in the ship.When installing shaft-driven generators with fre-quency conversion, the generator rating re-quired apart from the propulsive power must bededucted from the MCR. Transmission losses(e.g. gearboxl to be made allowance for.Diesel engine and operation2.1.2 Propeller operation Page 2 - 30 Status 07/20050201-0202MA.fmDiesel engine and operation2.1.2 Propeller operationStatus 08/2006 Page 2 - 310201-0203MA.fm2.1.2.4 Engine running-inPreconditionsEngines must be run in during commissioning at site if, after the testrun, pistons or bearings were removed for in-spection and/or if the engine was partly orcompletely disassembled for transport, on installation of new running gear compo-nents, e.g. cylinder liners, piston rings, mainbearings, big-end bearings and piston pinbearings, on installation of used bearing shells, after an extended low-load operation (> 500operating hoursl.Supplementary informationAdjustment requiredSurface irregularities on the piston rings and thecylinder liner running surface are smoothed outduring the running-in process. The process isended when the first piston ring forms a perfectseal towards the combustion chamber, i.e. thefirst piston ring exhibits an even running surfacearound its entire circumference. lf the engine issubjected to a higher load before this occurs,the hot exhaust gases will pass between the pis-ton rings and the cylinder liner running surface.The film of oil will be destroyed at these loca-tions. The consequence will be material destruc-tion (e.g. scald marksl on the running surfaces ofthe rings and the cylinder liner and increasedwear and high oil consumption during subse-quent operation.The duration of the running-in period is influ-enced by a number of factors, including the con-dition of the surface of piston rings and thecylinder liner, the quality of the fuel and lube oiland the loading and speed of the engine. Therunning-in periods shown in Figure 2-7, Page2-33, and Figure 2-8, Page 2-33, respectively,are, therefore, for guidance only.Operating mediaFuelDiesel oil or heavy fuel oil can be used for therunning-in process. The fuel used must satisfythe quality requirements (see Chapter 3 "Qualityrequirements of operating supplies", Page 3-1land be appropriate for the fuel system layout. Spark-ignited gas engines are best run in usingthe gas which is to be used later on under oper-ating conditions. Dual-fuel engines are run-in inDiesel mode using the fuel oil that will later beused as pilot oil.Lubricating oilThe lubricating oil to be used while running in theengine must satisfy the quality requirements(see Chapter 3 "Quality requirements of operat-ing supplies", Page 3-1l relating to the relevantfuel quality.Caution!The lube oil system is to be rinsed out before fill-ing it for the first time (see MAN Diesel WorkCard 000.03l.Running-in the engineCylinder lubricationDuring the entire running-in process, the cylin-der lubrication is to be switched to the Run-ning-in" mode. This is done at the controlcabinet and/or the operator's panel and causesthe cylinder lubrication to be activated over theentire load range already when the engine isstarted. The increased oil supply has a favoura-ble effect on the running-in of the piston ringsand pistons. After completion of the running-inprocess, the cylinder lubrication is to beswitched back to Normal Mode".Diesel engine and operation2.1.2 Propeller operation Page 2 - 32 Status 08/20060201-0203MA.fmChecksDuring running-in, the bearing temperature andcrankcase are to be checked for the first time after 10 minutes of operationat minimum speed, again after operational output levels havebeen reached. The bearing temperatures (camshaft bearings,big-end and main bearingsl are to be measuredand compared with those of the neighbouringbearings. For this purpose, an electric tracer-type thermometer can be used as measuringdevice.At 85% load and on reaching operational outputlevels, the operating data (firing pressures, ex-haust gas temperatures, charge air pressure,etc.l are to be checked and compared with theacceptance record. Standard running-in programmeMarine engines for propeller plants (operation atvariable speedl. Running-in can be carried outwith a fixed-pitch , controllable-pitch, or zero-thrust-pitch propeller. During the entire running-in period, the engine output is to remain withinthe output range that has been marked in Figure2-7, Page 2-33 and Figure 2-8, Page 2-33, resp.Critical speed ranges are to be avoided.Running-in during commissioning at siteFour-stroke engines are, with a few exceptions,always subject to a test run in the manufactur-er's works, so that the engine has been run in, asa rule. Nevertheless, repeated running is re-quired after assembly at the final place of instal-lation if pistons or bearings were removed forinspection after the test run or if the engine waspartly or completely disassembled for transpor-tation.Running-in after installation of new running gear componentsln case cylinder liners, pistons and/or pistonrings are replaced on the occasion of overhaulwork, the engine has to be run in again. Run-ning-in is also required if the rings have been re-placed on one piston only. Running-in is to becarried out according to Figure 2-7, Page 2-33and Figure 2-8, Page 2-33, and/or the pertinentexplanations.The cylinder liner requires rehoning according toMAN Diesel Work Card 050.05 unless it is re-placed. A portable honing device can be ob-tained from one of our service bases.Running-in after refitting used or installing new bearing shells (main bearing, big-end and piston pin bearingsllf used bearing shells were refitted or new bear-ing shells installed, the respective bearings willhave to be run in. The running-in period shouldbe 3 to 5 hours, applying load in stages. The re-marks in the previous paragraphs, especially un-der "Checks", as well as Figure 2-7, Page 2-33and Figure 2-8, Page 2-33, resp., are to be ob-served.ldling at high speed over an extended period isto be avoided, wherever possible.Running-in after low-load operationContinuous operation in the low-load range mayresult in heavy internal contamination of the en-gine. Combustion residues from the fuel and lu-bricating oil may deposit on the top-land ring ofthe piston, in the ring grooves and possibly alsoin the inlet ducts. Besides, the charge air and ex-haust piping, the charge air cooler, the turbo-charger and the exhaust gas boiler may becomeoily.Since the piston rings will also have adaptedthemselves to the cylinder liner according to theloads they have been subjected to, acceleratingthe engine too quickly will result in increasedwear and possibly cause other types of enginedamage (piston ring blow-by, piston seizurel.After prolonged low-load operation (500 opera-tion hoursl, the engine should therefore be run inagain, starting from the output level, at which ithas been operated, in accordance with Figure 2-7, Page 2-33 and Figure 2-8, Page 2-33. Diesel engine and operation2.1.2 Propeller operationStatus 08/2006 Page 2 - 330201-0203MA.fmPlease also refer to the notes in Chapter 2.1.1.3"Part-load operation", Page 2-9. Note!For additional information, the after-sales serv-ice department of MAN Diesel or of the licensewill be at your disposal.A Controllable-pitch propel-ler (engine speedlB Fixed-pitch propeller (engine speedlC Engine output (specified rangelD Running-in period in [hE Engine speed and output in [%Figure 2-7 Standard running-in programme for marine propulsion engines (variable speedl of the 32/40, 32/44CRengine type A Controllable-pitch propel-ler (engine speedlB Fixed-pitch propeller (engine speedlC Engine output (specified rangelD Running-in period in [hE Engine speed and output in [%Figure 2-8 Standard running-in programme for marine propulsion engines (variable speedl of the 40/54, 48/60B,58/64 engine types Diesel engine and operation2.1.2 Propeller operation Page 2 - 34 Status 08/20060201-0203MA.fmDiesel engine and operation2.1.2 Propeller operationStatus 03/1993 Page 2 - 350201-0204MA.fm2.1.2.5 Acceleration timesAcceleration times for fixed-pitch andcontrollable pitch-propeller plantsNotes on designFor remote controlled propeller drives for shipswith unmanned or centrally monitored engine-room operation, a load programme is to be pro-vided for the engines. Within the scope of the re-mote control system (for the pitch adjustment ofthe controllable pitch propeller or reversing andload application of the enginel.This programme serves to protect the pre-heat-ed engine(sl (lube oil temperature 40C andfresh water temperature 60Cl against exces-sive thermal stresses, increased wear and ex-haust gas turbidity, when the engines are loadedfor the first time - possibly up to the rated out-put.ln case of a manned engine room, the engineroom personnel are responsible for the softloading sequence, before control is handed overto the bridge.The lower time limits for normal and emergencymanoeuvres are given in our diagrams for appli-cation and shedding of load. We strongly recom-mend that the limits for normal manoeuvring isobserved during normal operation, to achievetrouble-free engine operation on a long-termbasis. An automatic change-over to a shortenedload programme is required for emergency ma-noeuvres.The final design of the programme should bejointly determined by all the parties involved,considering the demands for manoeuvring andthe actual service capacity.Please note that the time constants for the dy-namic behaviour of the prime mover and thevessel have a ratio of about 1:100, from which itcan be seen that demands for an extremelyshort load application - wrongly believed to bepossible given the speed with which the propel-ler pitch can be set - generally do not producean improvement in ship behaviour during ma-noeuvring (except for tugs and small, fast ves-selsl.Diesel engine and operation2.1.2 Propeller operation Page 2 - 36 Status 03/19930201-0204MA.fmDiesel engine and operation2.1.2 Propeller operationStatus 08/1995 Page 2 - 370201-0205MG.fmEngines 48/60 and 58/64Figure 2-9 Control lever setting / propeller pitch - engine 48/60 and 58/64Diesel engine and operation2.1.2 Propeller operation Page 2 - 38 Status 08/19950201-0205MG.fmDiesel engine and operation2.1.3 Diesel electric operationStatus 11/2007 Page 2 - 390201-0301MA.fm2.1.3 Diesel electric operation2.1.3.1 Load application for shipboard- and isolated electrical systemsln the age of highly turbocharged Diesel en-gines, building rules of classification societiesregarding load application (e.g. 0% ==> 50%==>100%l cannot be complied with, even byspecial measures. However the requirements ofthe lACS (lnternational Association of Classifica-tion Societiesl and lSO 8528-5 are realistic. lnthe case of ships engines the application oflACS requirements is to be clarified with the re-spective classification society as well as theshipyard and the owner. During discussions onload application, the lACS requirements aretherefore to be considered as MAN Dieselstandard". For applications from 0% to 100% continuousrating, according to lACS and lSO 8528-5, thefollowing diagram applies:Figure 2-10 Load application in steps as per lACS and lSO 8528-5Diesel engine and operation2.1.3 Diesel electric operation Page 2 - 40 Status 11/20070201-0301MA.fmDepending on the mean effective pressure of theengines a load application from 0 to 100% re- sults in the following number of load steps andtheir percentages:Note!Bigger load steps than listed in the table are notpossible as a standard!Observance of the following application ratesthe minimum requirements of the institutionslisted below are realised.ln case of load drop of 100% Pnominal, the dy-namical speed variation must not exceed 10%of the nominal speed and the remaining speedvariation must not surpass 5% of the nominalspeed. Requirements for plant design: Load application must be taken into consid-eration for the design of the isolated systemon board accordingly. Board operation must be safe in case ofgraduated load application of important con-sumers. The load application conditions (E-balancelmust be approved during the planning andexamination phase. The possible failure of one engine must be al-lowed for - please see Chapter 2.1.3.5 "Die-sel-electric operation of vessels - failure ofone engine", Page 2-51lt is absolutely necessary that all questions re-garding the dynamical behaviour of the enginesare clarified prior to contract conclusion and forall customer requirements and MAN Diesel con-firmations are fixed in writing in the delivery con-tract.Engine bmep [bar 1st step 2nd step 3rd step 4th stepv 28/33D 26.633% 23% 18% 26%32/40 24.9 ... 25.932/44CR 25.3 ... 26.440/54 23.2 ... 24.848/60 25.8 ... 26.558/64 23.2Table 2-5 Mean effective pressures and application loads .The percentage of the load steps referring to a bmep of 24.8 bar in Figure 2-10.Classification Society Dynamic speed drop in % of the nominal speed Remaining speed variation in % of the nominal speedRecovery time until reaching the tolerance band 1% of nominal speedGermanischer Lloyd 10 % 5% 5 sec.RlNALloyds Register 5 sec., max 8 sec.American Bureau of Shipping 5 sec.Bureau veritasDet Norske veritaslSO 8528-5Table 2-6 Minimum requirements of the institutionsDiesel engine and operation2.1.3 Diesel electric operationStatus 05/2002 Page 2 - 410201-0302MA.fm2.1.3.2 Available outputs dependent on frequency deviationsGeneralGenerating sets, which are integrated in an elec-tricity supply system, are subjected to the fre-quency fluctuations of the mains. Depending onthe severity of the frequency fluctuations, outputand operation respectively have to be restricted.Frequency adjustment rangeAccording to DlN lSO 8528-5: 1997-11, operat-ing limits of >2.5% are specified for the lowerand upper frequency adjustment range.Operating rangeDepending on the prevailing local ambient con-ditions, a certain maximum continuous ratingwill be available. ln the output/speed and frequency diagrams, arange has specifically been marked with Nocontinuous operation allowed in this area". Op-eration in this range is only permissible for ashort period of time, i.e. for less than 2 minutes.ln special cases, a continuous rating is permis-sible if the standard frequency is exceeded bymore than 3%. Limiting parametersMax. torque - ln case the frequency decreases,the available output is limited by the maximumpermissible torque of the generating set.Max. speed for continuous rating - An increasein frequency, resulting in a speed that is higherthan the maximum speed admissible for contin-uous operation, is only permissible for a shortperiod of time, i.e. for less than 2 minutes.For engine-specific information see - Chapter"Output, speeds"- of the specific engine.OverloadOverload >100% may only be run for a shorttime for recovery and preventing a frequencydrop in case of load application. Figure 2-11 Available output at 100% loadDiesel engine and operation2.1.3 Diesel electric operation Page 2 - 42 Status 05/20020201-0302MA.fmDiesel engine and operation2.1.3 Diesel electric operationStatus 02/2007 Page 2 - 430201-0303MA.fm2.1.3.3 Engine running-in PreconditionsEngines must be run in during commissioning at site if, after the testrun, pistons or bearings were removed for in-spection and/or if the engine was partly orcompletely disassembled for transport, on installation of new running gear compo-nents, e.g. cylinder liners, piston rings, mainbearings, big-end bearings and piston pinbearings, on installation of used bearing shells, after an extended low-load operation (> 500operating hoursl.Supplementary informationAdjustment requiredSurface irregularities on the piston rings and thecylinder liner running surface are smoothed outduring the running-in process. The process isended when the first piston ring forms a perfectseal towards the combustion chamber, i.e. thefirst piston ring exhibits an even running surfacearound its entire circumference. lf the engine issubjected to a higher load before this occurs,the hot exhaust gases will pass between the pis-ton rings and the cylinder liner running surface.The film of oil will be destroyed at these loca-tions. The consequence will be material destruc-tion (e.g. scald marksl on the running surfaces ofthe rings and the cylinder liner and increasedwear and high oil consumption during subse-quent operation.The duration of the running-in period is influ-enced by a number of factors, including the con-dition of the surface of piston rings and thecylinder liner, the quality of the fuel and lube oiland the loading and speed of the engine. Therunning-in periods shown in Figure 2-12, Page2-45, and Figure 2-13, Page 2-45, respectively,are, therefore, for guidance only.Operating mediaFuelFor the engine running-in process can be usedDiesel oil or gas oil. The fuel used must satisfythe quality requirements (see Chapter 3 "Qualityrequirements of operating supplies", Page 3-1land be appropriate for the fuel system layout. Lubricating oilThe lubricating oil to be used while running in theengine must satisfy the quality requirements(see Chapter 3 "Quality requirements of operat-ing supplies", Page 3-1l relating to the relevantfuel quality.Caution!The lube oil system is to be rinsed out before fill-ing it for the first time (see MAN Diesel WorkCard 000.03l.Running-in the engineCylinder lubricationDuring the entire running-in process, the cylin-der lubrication is to be switched to the Run-ning-in" mode. This is done at the controlcabinet and/or the operator's panel and causesthe cylinder lubrication to be activated over theentire load range already when the engine isstarted. The increased oil supply has a favoura-ble effect on the running-in of the piston ringsand pistons. After completion of the running-inprocess, the cylinder lubrication is to beswitched back to Normal Mode".ChecksDuring running-in, the bearing temperature andcrankcase are to be checked for the first time after 10 minutes of operationat minimum speed, again after operational output levels havebeen reached. Diesel engine and operation2.1.3 Diesel electric operation Page 2 - 44 Status 02/20070201-0303MA.fmThe bearing temperatures (camshaft bearings,big-end and main bearingsl are to be measuredand compared with those of the neighbouringbearings. For this purpose, an electric tracer-type thermometer can be used as measuringdevice.At 85% load and on reaching operational outputlevels, the operating data (firing pressures, ex-haust gas temperatures, charge air pressure,etc.l are to be checked and compared with theacceptance record. Standard running-in programmeln the case of engines driving generators, theengine speed is, within the specified period, atfirst increased up to the normal speed beforeload is applied. During the entire running-in pe-riod, the engine output is to remain within theoutput range that has been marked in Figure 2-12, Page 2-45 and Figure 2-13, Page 2-45, resp.Critical speed ranges are to be avoided.Running-in during commissioning at siteFour-stroke engines are, with a few exceptions,always subject to a test run in the manufactur-er's works, so that the engine has been run in, asa rule. Nevertheless, repeated running-in is re-quired after assembly at the final place of instal-lation if pistons or bearings were removed forinspection after the test run or if the engine waspartly or completely disassembled for transpor-tation.Running-in after installation of new running gear componentsln case cylinder liners, pistons and/or pistonrings are replaced on the occasion of overhaulwork, the engine has to be run in again. Run-ning-in is also required if the rings have been re-placed on one piston only. Running-in is to becarried out according to Figure 2-12, Page 2-45and Figure 2-13, Page 2-45, and/or the pertinentexplanations.The cylinder liner requires rehoning according toMAN Diesel Work Card 050.05 unless it is re-placed. A portable honing device can be ob-tained from one of our service bases.Running-in after refitting used or installing new bearing shells (main bearing, big-end and piston pin bearingsllf used bearing shells were refitted or new bear-ing shells installed, the respective bearings willhave to be run in. The running-in period shouldbe 3 to 5 hours, applying load in stages. The re-marks in the previous paragraphs, especially un-der "Checks", as well as Figure 2-12, Page 2-45and Figure 2-13, Page 2-45, resp., are to be ob-served.ldling at high speed over an extended period isto be avoided, wherever possible.Running-in after low-load operationContinuous operation in the low-load range mayresult in heavy internal contamination of the en-gine. Combustion residues from the fuel and lu-bricating oil may deposit on the top-land ring ofthe piston, in the ring grooves and possibly alsoin the inlet ducts. Besides, the charge air and ex-haust piping, the charge air cooler, the turbo-charger and the exhaust gas boiler may becomeoily.As also the piston rings will have adapted them-selves to the cylinder liner according to theloads they have been subjected to, acceleratingthe engine too quickly will result in increasedwear and possibly cause other types of enginedamage (piston ring blow-by, piston seizurel.After prolonged low-load operation (500 opera-tion hoursl, the engine should therefore be run inagain, starting from the output level, at which ithas been operated, in accordance with Figure 2-12, Page 2-45 and Figure 2-13, Page 2-45. Please also refer to the notes in Chapter 2.1.1.3"Part-load operation", Page 2-9.Note!For additional information, the after-sales serv-ice department of MAN Diesel or of the licenseewill be at your disposal.Diesel engine and operation2.1.3 Diesel electric operationStatus 02/2007 Page 2 - 450201-0303MA.fmA Engine speed nMB Engine output (specified rangelD Running-in period in [hE Engine speed and output in [%Figure 2-12 Standard running-in programme for marine auxiliary engines (constant speedl of the 32/40, 32/44CR engine typesA Engine speed nMB Engine output (specified rangelD Running-in period in [hE Engine speed and output in [%Figure 2-13 Standard running-in programme for marine auxiliary engines (constant speedl of the 40/54, 48/60B, 58/64 engine typesDiesel engine and operation2.1.3 Diesel electric operation Page 2 - 46 Status 02/20070201-0303MA.fmDiesel engine and operation2.1.3 Diesel electric operationStatus 03/2007 Page 2 - 470201-0306MA.fm2.1.3.4 Starting conditions for Diesel-electric marine plantsln multiple-engine Diesel-electric ship propul-sion plants with load regulation by a power man-agement system, the availability of the enginesnot in operation is an important aspect of engineoperation. The following data and conditions arerelevant to this: Engine start-up time until synchronization Max. permissible time on stand-by mode forengines Black-start" capability (with restriction of theplantl Load application timesWhen reaching the maximum stand-by period,the engine must either be started and loaded upto about 30% load, or taken out of stand-bymode via the power management system. Thisswitches off the priming lube pump and the fuelsystem.(for HFO-operation with separeted pressure sys-tem per each engine exists different conditionslEngines not on stand-by mode can be startedwith normal starting procedure at any time.A stand-by period is only permissible after a pri-or engine start with at least 30% loading.Max. permissible stand-by period 12 hours 48 hours Depends on fuel systemsee belowStart up time until load application < 1 minute < 2 minutes > 2 minutesengine + system conditions Stand-by Stand-by standstillStarting procedure Without slow turn With slow turn With prelubrication and slow turn"Start after black-out permissible - without lube-oil pressure, without slow turnYesEngine start-up only within 2 minutes/after black-out NoEngine EquipmentLube oil system Service pump attached Preheating temperature before engine 40CPrelubrication Permanent Permanent Stand-by or prelubrication pump starts upPeriod of prelubrication 12 hours 48 hours 1 minutePressure before engine 0.6 - 0.8 bar 0.6 - 0.8 bar 0.6 - 4.0 bar Pressure before turbo-charger 0.2 - 0.4 bar 0.2 - 0.4 bar 0.2 - 1.5 barHT cooling water system Service pump attached or detached (electrically drivenlPreheating temperature before engine 60 - 90C 60 - 90C 60 - 90CPeriod of preheating permanent permanent depends on ambient condi-tions until minimum temper-ature is reachedStart of the detached pump With starting command to engineLT cooling water system Service pump attached or detached; possibly one cooling-water system for several enginesStart of the external pump ln operation already, or with starting command to engineDiesel engine and operation2.1.3 Diesel electric operation Page 2 - 48 Status 03/20070201-0306MA.fmTable 2-7 Starting conditions for Diesel-electric marine plantsTable 2-8 Starting conditions for Diesel-electric marine plants - engine controlFuel system For black start ability an independent fuel supply or fuel feed pump is requiredOnly for engine 32/44CR!A+B+C: pressure before injection pump in case of black out min 3 barA: MDF operation, start sup-ply pump ln operation already, or with starting command to engineB: + C: HFO operation Supply and booster pumps in operation, fuel preheated to operating viscosityB: HFO operation, separate pressure system for each engine, max. permissible circulation time 12 hours 48 hoursln case of increasing viscos-ity due to extended circula-tion time the fuel has to be mixed with MDO in order to be in agreement with the temperature viscosity requirements. See Chapter 3.10 "viscosity-Tempera-ture (vTl diagram of fuel oil", Page 3-45C: HFO operation, one pres-sure system for several engines, max. permissible circulation time Permanent if at least one consumerEngine ControlSlow turning Required for automatic startJet Assist Required for load applicationSpeed control Electronic governorMax. permissible stand-by period 12 hours 48 hours Depends on fuel systemsee belowDiesel engine and operation2.1.3 Diesel electric operationStatus 03/2007 Page 2 - 490201-0306MA.fmFigure 2-14 Start up times for Diesel-electric marine plantsDiesel engine and operation2.1.3 Diesel electric operation Page 2 - 50 Status 03/20070201-0306MA.fmFigure 2-15 Load application for Diesel-electric marine plantsDiesel engine and operation2.1.3 Diesel electric operationStatus 02/2006 Page 2 - 510201-0308MA.fm2.1.3.5 Diesel-electric operation of vessels - failure of one engineDiesel-electric operation of vessels means par-allel operation of engine units with the genera-tors forming a closed system.When planning a marine installation, the possi-ble failure of one engine must be allowed for inorder to avoid possible overloading of the re-maining engines, and thus risking a black-out.We therefore generally advise equipping Diesel-electric marine installations with a power man-agement system. This ensures that the enginescan be operated in the maximum output rangeand, in case one unit fails, the propulsive outputis reduced or unimportant users are switched offby the power management in order to avoid anelectric black-out due to underfrequency.lt is up to the ships operator to decide, whichconsumers are disconnected from the supplyunder what operating conditions or which ofthem are given priority. With regard to contamination and soot behav-iour during low-load operation, the chosen loadreserve achieved by the number of engines run-ning in the system should not be too high (i.e.several engines running on low loadl. Regarding the optimum operating range and thepermissible part loads, the information providedin Chapter 2.1.1.3 "Part-load operation", Page2-9 are to be observed.Load application in case one engine failsln case one engine fails while running at sea, itsoutput has to be made up for by the engines re-maining in the system and/or the loading has tobe decreased by reducing the propulsive outputand/or by switching off electric consumers.The immediate load transfer to one engine doesnot always correspond with the load reservesthis particular engine still has available. This de-pends on the base load that is being run at in therespective moment. The permissible load applications for such acase can be derived from the following Figure 2-16. Figure 2-16 Load application depending on base load0%5%10%15%20%25%30%35%0% 20% 40% 60% 80% 100%Base loadLoad applicationStandardEngine with jet-assistanceDiesel engine and operation2.1.3 Diesel electric operation Page 2 - 52 Status 02/20060201-0308MA.fmThe maximum output as a function of thenumber of engines running in a system, whichwill not result into a total output reduction of themulti-engine plant in case one unit fails, can bederived from the following Table 2-9. Table 2-9 Load application in case one engine fails ExampleThe isolated network consists of 4 engines ofthe 9L 58/64 type with an output of 12,170kWelectric each.Reaching the same output at all load points re-quires that the engines have the same speeddrop.With all 4 units being in operation and running at100% site rating, the possible mains output is: lf the present system load is P0 = 39,000, eachengine runs with: ln case one unit suddenly fails, an immediatetransfer of 20% engine output is possible ac-cording to the diagram, i.e. from 80% to100%engine output.100% engine output of the remaining 3 x 9L 58/64 is calculated as follows: Consequently, an immediate load decrease from39,000kW to 36,500kW is necessary, i.e. reduc-tion of the consumers in the system by 2,500kW.No. of engines running in the system 3 4 5 6 7 8 9 10Utilisation of engines' capacity during sys-tem operation in (%l of Pmax 60 75 80 83 86 87.5 89 90Pmax = 4 * 12,170 kW= 48,680 kW = 100 %100 % * P0 / Pmax = 100 * 39,000 / 48,680 = 80 % LoadP1 = 3 * 12,170 kW 36,500 kWDiesel engine and operation2.1.3 Diesel electric operationStatus 04/2003 Page 2 - 530201-0310MA.fm2.1.3.6 Generator - reverse power protectionDemand for reverse power protectionGenerators of an electrical power output >50kvA running in parallel operation have to beequipped with a reverse power protection (re-quirement of classification societiesl.Definition of reverse powerlf a generator, which is connected to a combus-tion engine, is no longer driven by this enginebut is supplied with propulsive power by theconnected net and is, therefore, working as anelectrical engine, this is called reverse power.Examples for possible reverse power The combustion engine does no longer drivethe generator, which is connected to themains, e.g., because of lack of fuel. Stopping of the combustion engine with thegenerator, which is connected to the mains. On ships with electrical traction motor, thepropeller drives the electrical traction motor,the electrical traction motor drives the gener-ator, the generator drives the combustion en-gine. Sudden frequency increase, e.g. because ofa load decrease in an isolated net --> if thecombustion engine is operated at low load(e.g. just after synchronisinglAdjusting the reverse power protection relayAdjusting value for reverse power protection re-lay: maximum 3% PnominalOn vessels with electric traction motor and"Crash stop" requirements (shifting the manoeu-vring lever from Forward to Full Reversel, specialarrangements for the adjustment value of the re-verse power relay are to be made, which are onlyvalid in the event of a "crash stop" manoeuvre.Time lagsFor activation of the reverse power protectionrelay, time lags of approximately 5 to 10 secondshave to be fixed.Maximum time for reverse power lf a reverse power higher than the adjustedvalue for the reverse power protection relayoccurs, the generator switch has to open im-mediately after the time lag elapsed. Reverse power below the adjusted value forthe reverse power protection relay for periodsexceeding 30 seconds is not permitted.Diesel engine and operation2.1.3 Diesel electric operation Page 2 - 54 Status 04/20030201-0310MA.fmDiesel engine and operation2.2.1 Engine designStatus 01/2006 58/64 Page 2 - 550205-0101ME.fm2.2 Engine characteristic data L 58/642.2.1 Engine design2.2.1.1 Engine cross sectionFigure 2-17 Cross section, view on counter coupling side - engine L 58/64Diesel engine and operation2.2.1 Engine design Page 2 - 56 58/64 Status 01/20060205-0101ME.fmFigure 2-18 view on exhaust gas sideEngine related service systems2.2.1 Engine designStatus 04/1999 58/64 Page 2 - 570205-0102ME.fm2.2.1.2 Engine designations - Design parametersEngine 58/64Example to declare engine designations Table 2-10 Engine designations - engine L 58/64 Table 2-11 Design parameters - engine L 58/64 9 L 58/64 Piston stroke [cm Cylinder bore [cm ln-line engine Cylinder number Parameter Abbreviations UnitNumber of cylinders 6, 7, 8, 9 -ln-line engine LCylinder bore 58cmPiston stroke 64Parameter value UnitCylinder bore 580mmPiston stroke 640Swept volume of each cylinder 169.1 litreCompression ratio 13.2 -Distance between cylinder centres 1000mm Crankshaft diameter at journal 440Crankshaft diameter at crank pin 420Diesel engine and operation2.2.1 Engine design Page 2 - 58 58/64 Status 04/19990205-0102ME.fmDiesel engine and operation2.2.2 Dimensions, weights and viewsStatus 10/2005 58/64 Page 2 - 590205-0201ME.fm2.2.2 Dimensions, weights and viewsEngine L 58/64 Figure 2-19 Main dimensions - engine L 58/64Table 2-12 Main dimensions and weights - engine L 58/641l Tolerance 5 %Minimum centreline distance for twin engine in-stallation: 3,750mmEngine Length L Length L1 Width W Height H Weight with-out flywheel 1lmm tons6L 58/64 9,190 7,8103,550 5,1401497L 58/64 10,600 8,810 1708L 58/64 11,600 9,810 1899L 58/64 12,600 10,810 208Diesel engine and operation2.2.2 Dimensions, weights and views Page 2 - 60 58/64 Status 10/20050205-0201ME.fmEngine related service systems2.2.3 Outputs, speedsStatus 08/2005 58/64 Page 2 - 610205-0301ME.fm2.2.3 Outputs, speeds2.2.3.1 Engine ratingsEngine L 58/64Table 2-13 Engine ratings L 58/64Power take-off on engine free end up to 100 % of rated output.2.2.3.2 Speeds/Main dataTable 2-14 Speeds/Main data - engine L 58/641l This concession may possibly be restricted, see Chapter 2.1.3.2 "Available outputs dependent on frequency devia-tions", Page 2-41.Power take-off on engine free end up to 100 % of rated output.Engine typeNo. of cylindersEngine rating400rpm 428rpmkW hp kW hp6L 58/64 6 7,860 10,680 8,400 11,4257L 58/64 7 9,170 12,470 9,800 13,3308L 58/64 8 10,480 14,250 11,200 15,2309L 58/64 9 11,790 16,035 12,600 17,135Unit 50 Hz 60 HzCylinder rating kW (HPl 1,400(1,900l 1,310(1,780lRated speed rpm 428 400Mean piston speed m/s 9.1 8.5Mean effective pressure bar 23.2 23.2Number of pole pairs - 7 9Lowest engine operating speed: in case of rigid foundation in case of resilient foundation speed depends on layout of mounting rpm approx. 120- approx. 120-Highest engine operating speed rpm 441 441 1lSpeed adjusting range rpm See Chapter 2.1.1.5 "Speed control", Page 2-13Engine related service systems2.2.3 Outputs, speeds Page 2 - 62 58/64 Status 08/20050205-0301ME.fmDefinition of engine ratingGeneral definition of Diesel engine rating (according to lSO 15550: 2002; lSO 3046-1:2002 l Table 2-15 Standard reference conditionsNo reduction of power up to:Air temperature . . . . . . . . . . . . . . 318K (45Cl+ Air pressure . . . . . . . . . . . . . . . . . . . 100kPa+ Cooling water temperature upstream of charge-air cooler 311K (38Cl+Relative humidity r . . . . . . . . . . . . . . . . 60%+Exhaust gas overpressure after turbine . . . . . . . . . . . . . . . . . . . . . . . 3kPaMarine main enginesBlocking of the output is made for engines driving a propeller, at 100% of the rated output.Blocking of the output is made for engines driving a generator, at 110% of the rated output.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.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/ 25Diesel engine and operation2.2.4 Fuel oil consumption; lube oil consumptionStatus 06/2006 58/64 Page 2 - 630205-0401ME.fm2.2.4 Fuel oil consumption; lube oil consumption2.2.4.1 Fuel oil consumption Engine L 58/64; 1310/1400 kW/cyl., 400/428 rpm Table 2-17 lSO reference conditionslMO Requirements:see Chapter 6.3.1 "Cooling water system", Page6-21: LT cooling water circuit.lMO lnternational Marine Organization: MARPOL 73/78; Annex vl; Regulation 13; NOx-Technical Code on Control of Emission of Nitro-gen Oxides from Diesel Engines Table 2-18 ldle running fuel consumptionFuel consumption (g/kWhl with HFO/MDO 1l % Load 100 85 2l 75 50 25lSO reference conditions see below 174 173 2l 177 186 199Additions (g/kWhlfor one attached cooling water pump + 1.0 + 1.5 + 1.5 + 2.0 + 4.0for all attached L.O. pumps + 2.0 + 2.5 + 3.0 + 4.0 + 8.0for suction dredger operation + 2.0for operation with MGO + 2.0for exhaust gas back pressure after turbine > 30 mbar every additional 1 mbar (0.1 kPal + 0.05in case a charge air blow-off device is installed: please consult MAN Diesel AG Augsburg1l Tolerance +5%2l Warranted fuel consumption at 85% MCRTable 2-16 Fuel consumption - engine L 58/64lSO reference conditions (acc. to lSO 3046-1: 2002; lSO 1550: 2002lIntake air temperature Tr C 25Barometric pressure pr kPa 100Relative humidity r % 30Cooling water temp. bef. charge air cooler TcrC 25Net calorific value LCV kJ/kg 42,700ldle running fuel consumption (kg/hl No. of cylinders 6L 7L 8L 9LSpeed 400/428 rpm 115 134 154 173Diesel engine and operation2.2.4 Fuel oil consumption; lube oil consumption Page 2 - 64 58/64 Status 06/20060205-0401ME.fm2.2.4.2 Lube oil consumptionEngine L 58/641310/1400 kW/cyl.; 400/428 rpm Table 2-19 Total lube oil consumption L 58/64Specific lube oil consumption . . . . .0.8g/kWhNote!As a matter of principle, the lubricating oil con-sumption is to be stated as total lubricating oilconsumption related to the tabulated lSO full-load output (see Chapter 2.2.3 "Outputs,speeds", Page 2-61l.Total lube oil consumption (kg/hl 1lNo. of cylinders 6L 7L 8L 9LSpeed 400/428 rpm 6.7 7.8 8.9 10.01l Tolerance for warranty + 20%Diesel engine and operation2.2.5 Planning dataStatus 05/2007 58/64 Page 2 - 650205-0501ME.fm2.2.5 Planning data2.2.5.1 Nominal values for cooler specification 1l Tolerance: +10% for rating coolers, -15% for heat re-covery2l lncluding separator heat (30kJ/kWhl3l Basic values for layout design of the coolers4l Tolerances of the delivery capacities must be consid-ered by the manufacturerz = flushing oil of automatic filterNote!-capacities of priming/run-down lubrication pumps see"Prelubrication / postlubrication", Page 6-7 and -for preheating/run-down cooling pumps see Table 6-12, Page 6-24 Reference conditions: TropicAir temperatureC 45Cooling water temperature before charge air cooler (LT stagel 38Air pressure bar 1Relative humidity % 50Number of cylinders - 6L 7L 8L 9LEngine output kW 8,400 9,800 11,200 12,600Speed rpm 428Heat to be dissipated 1lCylinder cooling waterkW800 930 1,065 1,200Charge air cooler HT-stage 2,435 2,840 3,245 3,650Charge air cooler LT-stage 870 1,010 1,155 1,300Lube oil cooler + separator 2l 875 1,025 1,170 1,315Cooling water fuel nozzles module 21 25 28 32Heat radiation engine 260 305 345 390Flow rates 3l HT circuit (cylinder + charge air cooler llm3/h85 100 115 130Cooling water fuel nozzles nozzles 3.3 3.9 4.4 5.0LT circuit (lube oil + charge air cooler lll 85 100 105 130Lube oil (4 bar before enginel 180 210 240 270Pumpsal Free-standing 4lHT circuit cooling water (4.3barlm/h85 100 115 130Cooling water fuel nozzles (3.0barl 3.3 3.9 4.4 5.0LT circuit cooling water (3.0barl Depending on plant designLube oil (8.0barl 180+z 210+z 240+z 270+zFuel supply (7.0barl 3.0 3.5 4.0 4.5Fuel booster (7.0barl 5.6 6.6 7.5 8.4bl AttachedLube oil (8.0barl variable speedm/h 240 282 282 324Lube oil (8.0barl constant speed 212 240 282 324Diesel engine and operation2.2.5 Planning data Page 2 - 66 58/64 Status 05/20070205-0501ME.fm2.2.5.2 Temperature basis, nominal air and exhaust gas data Table 2-20 Temperature basis, air and exhaust gas data - engine L 58/641l Tolerances: quantity 5%, temperature 20CReference conditions: TropicAir temperatureC 45Cooling water temperature before charge air cooler 38Air pressure bar 1Relative humidity % 50Number of cylinders - 6L 7L 8L 9LEngine output kW 8,400 9,800 11,200 12,600Temperature basisHT cooling water engine outletC90Cooling water inlet nozzles 60LT cooling water air cooler inlet 38Lube oil engine inlet 55Air dataTemperature of charge air at charge air cooler outlet C 54 55 55 55Air flow rate m3/h 54,170 63,195 72,225 81,250t/h 59.3 69.2 79.1 89.0Charge air pressure (absolutel bar 3.8Air required to dissipate heat radiation (enginel(t2 - t1 = 10Cl m/h 85,150 99,340 113,535 127,725Exhaust gas data 1lvolume flow (temperature turbocharger outletl m3/h 114,370 133,430 152,495 171,555Mass flow t/h 61.0 71.2 81.4 91.5Temperature at turbine outlet C 380Heat content (190Cl kW 3,470 4,050 4,635 5,210Permissible exhaust gas back pressure after turbocharger mbar