Technical Project Guide-General V2.01

Technical Project GuideMarine ApplicationGerhard Gtz Carsten Panke Karl Steinbeck

DaimlerChrysler Off-Highway

Technical Project Guide Marine Application Introduction Page I

INTRODUCTIONMTU Friedrichshafen and Detroit Diesel Corporation, two DaimlerChrysler Group companies, have combined their off-highway operations. With products from MTU, DDC and Mercedes-Benz under one roof, a world-leading supplier of power systems for the marine, rail, power generation and agricultural & construction machinery sectors has been created. Especially within the marine sector the company has established a long and successful partnership with hundred thousands of diesel engines in operation around the globe on all the seas. All diesel engines for marine application are under the brand MTU. Based on its innovative capabilities, its reliable diesel engines and system competence, MTU disposes of unique drive system know-how and offers a large range of products of excellent quality. MTU develops, manufactures and sells marine diesel engines in the 200 to 9000 kW power range. This Technical Project Guide has been compiled with the objective to support operators, shipyards, consultants, project engineers and sales personnel in the layout and planning of propulsion plants and electric power supply plants, suitable to fulfil the tasks of the specific vessel in the selection of the appropriate diesel engines, gas turbines and monitoring & control systems from the MTU Sales Program, and in the successful and reliable integration of propulsion equipment into the vessel.

It should also serve operators and shipyards with background information, helpful to verify and compare different proposals. The Technical Project Guide is a source of generally applicable information and guidelines only. Non-standard design requirements as maybe specified by the operator or by classification societies are not taken into consideration in the scope of this publication. Such requirements necessitate clarification on case-to-case basis. The worldwide MTU/DDC sales organisation is ready to offer consultation. Project-related or contract-related specifications take precedence over the general information appearing in this publication.

TPG-General.docRev. 2.01

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Technical Project Guide Marine Application Page II The Technical Project Guide is available in two versions: 1 As a data file within the Extranet, which is worldwide available to the MTU/DDC Distributor. Actual and precise engine data on the different diesel engine series are to be taken from the specific diesel engine parts in the Extranet. As a printed book, which is supplemented by a Sales Program and a CD-ROM containing general data, drawings, schematics, information about available products & services and contacts. Specific and project related data on the different products could be obtained via the MTU/DDC Distributor Net. Introduction

2

Well-experienced MTU project engineers with the support of a well-known marine engineering company, MTG Hamburg, have compiled this publication. As such a Technical Project Guide could never be complete, we would very much appreciate any feedback from the users in order to continuously improve and extend the publication. Christian Beiner Senior Manager Sales Marine Propulsion Systems


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Technical Project Guide Marine Application

Technical Project Guide Marine ApplicationGerhard Gtz Carsten Panke Karl Steinbeck

Technical Project Guide Marine Application April 2004 Revision 2.01


04.2004

MTU

Technical Project Guide Marine Application

2004 Copyright MTU Friedrichshafen GmbH Printed in Germany This Publication is protected by copyright and may not be used in any way whether in whole or in part without the prior written permission of MTU Friedrichshafen GmbH. This restriction also applies to copyright, distribution, translation, microfilming and storage or processing on electronic systems including databases and online services. Subject to alterations and amendments.


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Technical Project Guide Marine Application Table of Contents Page V

IChapter I II III 1 1.1 2 2.1 2.2 2.3 3 3.1 3.1.1 3.1.2 3.2 3.3 3.4 3.4.1 3.5 3.6 3.7 4 4.1 4.2 4.2.1 4.2.2 4.2.3 4.2.4 5 5.1 5.2

TABLE OF CONTENTSTitle INTRODUCTION TABLE OF CONTENTS LIST OF FIGURES GENERAL Designations DEFINITION OF APPLICATION GROUPS General Notes Marine Main Propulsion and Auxiliary Propulsion Plants On-Board Electric Power Generation/Auxiliary Power SPECIFICATION OF POWER AND REFERENCE CONDITION Definition of Terms ISO Standard Fuel-Stop Power (ICFN) ISO Standard Power Exceedable by 10 % (ICXN) Reference Conditions Intake Air (Quality) Intake and Exhaust Pressure Loss General Inclination Load Profile Time Between Major Overhauls (TBO) FLUIDS AND LUBRICANTS SPECIFICATION General Notes Approved Fuel for MTU Engines Requirements Low Sulphur Diesel Fuels Diesel Fuels in Winter Operation Fuel Properties for Calculation Routines DIESEL ENGINE PERFORMANCE DIAGRAM General Notes Load Curves Page I V XI 1-1 1-1 2-1 2-1 2-2 2-3 3-1 3-1 3-1 3-2 3-2 3-3 3-3 3-3 3-5 3-6 3-9 4-1 4-1 4-1 4-1 4-2 4-2 4-2 5-1 5-1 5-7


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Technical Project Guide Marine Application Page VI Chapter 6 6.1 6.1.1 6.1.2 6.1.2.1 6.1.2.2 6.1.2.3 6.1.3 6.2 6.2.1 6.2.2 6.2.2.1 6.2.2.2 6.2.2.3 6.2.2.4 6.2.3 6.2.4 6.3 6.3.1 6.3.2 6.3.3 6.4 6.4.1 6.4.1.1 6.4.1.2 6.4.2 6.4.3 6.5 6.5.1 6.5.2 6.5.3 6.6 6.6.1 6.6.2 6.6.3 6.6.4 6.6.5 6.6.6 6.6.6.1 6.6.6.2 6.6.6.3 6.6.6.4 6.6.6.5 6.6.6.6 6.7Rev. 2.01

Table of Contents Title PROPULSION, INTERACTION DIESEL ENGINE WITH APPLICATION Propulsor Abbreviations Propulsive Devices (Overview) General characteristics Typical arrangements Manoeuvring characteristics Shaft Line and Gearbox Losses Propeller Propeller Geometry Propeller Type Selection FPP or CPP Propeller size Cavitation and thrust breakdown Propeller for high speed vessels Direction of Propeller Rotation Selection of Propeller Blade Number Propeller Curve Basics Theoretical Propeller Curve Estimating the Required Diesel Engine Power Propeller and Performance Diagram Driving Mode General applications Bollard pull Fixed Pitch Propeller (FPP) Controllable Pitch Propeller (CPP) Waterjet and Performance Diagram Geometry and Design Point Parallel Operation Estimation of Size and Shaft Speed Fuel Consumption General Assumptions Operating Profile Fuel Consumption at Design Condition Cruising Range Endurance at Sea Calculating Examples Example Data (Series 2000) Fuel consumption at design condition Fuel tank volume for a given range Theoretical cruising range Annual fuel consumption for an operating profile Correcting the lower heating value Generator Drive 04.2004 Page 6-1 6-1 6-1 6-3 6-3 6-5 6-7 6-9 6-10 6-10 6-12 6-12 6-13 6-13 6-13 6-14 6-17 6-18 6-18 6-23 6-25 6-26 6-26 6-26 6-28 6-30 6-32 6-38 6-38 6-43 6-44 6-45 6-45 6-47 6-52 6-53 6-54 6-55 6-55 6-57 6-58 6-59 6-60 6-61 6-62 MTU

TPG-General.doc

Technical Project Guide Marine Application Table of Contents Chapter 7 7.1 7.1.1 7.1.2 7.1.2.1 7.1.3 7.1.3.1 7.1.4 7.1.4.1 7.2 7.3 7.3.17.3.2

Page VII Title Page 7-1 7-1 7-1 7-4 7-4 7-5 7-5 7-7 7-7 7-8 7-9 7-9 7-10 7-11 7-12 7-12 7-15 7-15 7-16 7-17 7-18 7-20 7-21 7-23 7-25 7-26 7-27 7-28 7-29 7-30 7-31 7-31 7-32 7-35 7-38 7-38 7-39 7-40 7-43 7-44

7.3.3 7.4 7.4.1 7.4.2 7.4.2.1 7.4.2.2 7.4.2.3 7.4.2.4 7.4.3 7.4.3.1 7.4.3.2 7.4.4 7.4.4.1 7.4.4.2 7.4.4.3 7.4.4.4 7.4.4.5 7.4.5 7.4.5.1 7.4.5.2 7.4.6 7.4.7 7.4.7.1 7.4.7.2 7.4.7.3 7.4.7.4 7.4.8

APPLICATION AND INSTALLATION GUIDELINES Diesel Engine/Gearbox Arrangements General notes Diesel Engine with Flange-Mounted Gearbox (F-Drive) General notes Diesel Engine with Free-Standing Gearbox, V-Drive Inclusive General notes Diesel Engine with Free-Standing Gearbox, Universal Shaft and V-drive General notes Foundation Generator Set Arrangement General Notes: Diesel Engine with Free-Standing Generator Diesel Engine with Flange-Mounted Generator System Interfaces and System Integration Flexible Connections Combustion Air and Cooling/Ventilation Air Supply General notes Combustion air intake from engine room Combustion air intake directly from outside (special application) Cooling/ventilation air system Exhaust System Arrangements, support and connection for pipe and silencer Water-cooled exhaust system Cooling Water System Cooling water system with on-engine mounted heat exchanger Cooling water system with separately-mounted heat exchanger Central cooling water system Sea chest construction for ice ships Ship heating Fuel System General notes Design data Lube Oil System Starting System Electric starter motor Compressed-air starting, compressed-air starter motor Compressed-air starting, air-in-cylinder Starting aid measures Electric Power Supply


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Technical Project Guide Marine Application Page VIII Chapter 7.5 7.5.1 7.5.2 7.5.2.1 7.5.2.2 7.5.2.3 7.6 7.7 7.7.1 7.7.2 7.7.2.1 7.7.2.27.7.2.3

Table of Contents Title Emission Exhaust Gas Emission, General Information Acoustical Emission, General Information Airborne noise level Exhaust gas noise level Structure-borne noise level Mechanical Power Transmission Auxiliary Power Take-Off (PTO), Power Take-In (PTI) Diesel Engine Mounted PTO Gearbox Mounted PTO/PTI Gearbox shaft mounted auxiliary PTO Gearbox top mounted PTO or PTI Diesel engine with free end PTO Torsional Vibration CLASSIFICATION AND ACCEPTANCE TEST Explanation of Important Classification and Acceptance Terms Classification Societies Ship Classification List of Classification Societies Characters of Classification and Notations Type Approval/Prototype Test Drawing Approval (Design Approval/Design Appraisal) Classification Acceptance Test run control Factory Acceptance Test (FAT) Acceptance Test According to a Classification Society Main Diesel Engines for Direct Propeller Drive: Main Diesel Engines for Indirect Propeller Drive Diesel Engines for Auxiliary and Electric Generator Drives Example Documents DIESEL ENGINE CONTROL SYSTEM General SHIP AUTOMATION SYSTEM Pre Configured Automation Systems Standard Monitoring and Control for Diesel Engine Series 2000/4000 BlueLine Monitoring and Control for Diesel Engine Series 2000/4000 Configuration documents for Monitoring and Control systems Project Specific Ship Automation Systems Page 7-46 7-46 7-47 7-48 7-50 7-51 7-58 7-63 7-63 7-64 7-64 7-65 7-66 7-67 8-1 8-1 8-1 8-1 8-4 8-5 8-9 8-9 8-9 8-9 8-10 8-10 8-10 8-10 8-10 8-11 9-1 9-1 10-1 10-1 10-1 10-3 10-5 10-5

7.8 8 8.1 8.1.1 8.1.2 8.1.3 8.1.4 8.1.5 8.1.6 8.1.7 8.1.8 8.1.9 8.2 8.2.1 8.2.2 8.2.3 8.3 9 9.1 10 10.1 10.1.1 10.1.2 10.1.3 10.2


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Technical Project Guide Marine Application Table of Contents Chapter 11 11.1 11.2 11.3 11.3.1 11.3.2 11.3.3 12 12.1 12.2 13 Title MAINTENANCE CONCEPT / MAINTENANCE SCHEDULE Reason for Information Advantages of the Maintenance Concept: Maintenance Schedule: Cover Sheet Maintenance Schedule Matrix Task List ASSEMBLING INSTRUCTIONS (TRANSPORT, STORAGE, STARTING) Transportation Storage and Starting INSTALLATION DESCRIPTION Page IX Page 11-1 11-1 11-1 11-1 11-1 11-2 11-6 12-1 12-1 12-1 13-1

APPENDIXA B C ILLUSTRATION REFERENCES CONVERSION TABLE GLOSSARY 1 3 9


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Technical Project Guide Marine Application Page X Table of Contents


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Technical Project Guide Marine Application List of Figures Page XI

IIFigure

LIST OF FIGURESTitle Page 1-1 3-5 3-8 3-9 5-1 5-5 5-6 5-7 5-8 5-8 5-9 6-1 6-10 6-12 6-18 6-19 6-20 6-21 6-22 6-26 6-27 6-29 6-29 6-30 6-32 6-33 6-34 6-35 6-36 6-37 6-38 MTU

Figure 1.1.1: Diesel engine designations (sides, cylinders, direction of rotation) Figure 3.5.1: Inclination Figure 3.6.1: Standard Load Profiles Figure 3.7.1: TBO definition of MTU Figure 5.1.1: Structure diesel engine performance diagram Figure 5.1.2: Diesel engine performance diagram Figure 5.1.3: Load profile and TBO: Contract specific addition Figure 5.2.1: Monohull (displacement vessel without planing) Figure 5.2.2: Monohull (displacement vessel with planing) Figure 5.2.3: Catamaran (multihull, never planing) Figure 5.2.4: Propeller curves with hump in performance diagram Figure 6.1.1: Scheme of a propulsive unit (side view) Figure 6.2.1: Scheme of propeller geometry (skew and rake) Figure 6.2.2: Propeller clearance Figure 6.3.1: Trial condition (example) Figure 6.3.2: Influence of change in resistance on effective power curve (example) Figure 6.3.3: From effective to delivered power curve (example) Figure 6.3.4: Effect of change in resistance on delivered power curve (example) Figure 6.3.5: Effect of different propeller pitches on delivered power (example) Figure 6.4.1: Change in delivered power due to weather, draught and fouling Figure 6.4.2: Diesel engine failure in a two shaft arrangement Figure 6.4.3: Bollard pull Figure 6.4.4: Bollard pull: Effect on ship speed Figure 6.4.5: Choosing a design point for a fixed pitch propeller Figure 6.4.6: CPP characteristic in a typical diesel engine performance diagram Figure 6.4.7: Controllable pitch propeller design point Figure 6.4.8: Example: Combinator diagram (position of operation lever) Figure 6.4.9: Example: Combinator (position in propeller diagram) Figure 6.4.10: Example: Constant speed generator in operation with CPP Figure 6.4.11: Example: Single shaft operation with CPP Figure 6.5.1: Waterjet TPG-General.docRev. 2.01

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Technical Project Guide Marine Application Page XII Figure Figure 6.5.2: Waterjet design point Figure 6.5.3: Platform with pump Figure 6.5.4: Waterjet performance diagram Figure 6.5.5: Waterjet operation with two diesel engines Figure 6.5.6: Estimating the size of a waterjet (inlet duct diameter) Figure 6.5.7: Estimating the design impeller speed of a waterjet Figure 6.6.1: Examples of operating profiles (freighter, fast ferry, OPV) Figure 6.6.2: Examples of operating profiles (freighter, fast ferry, OPV) Figure 6.6.3: Example: Owner defined operating profile for a ship Figure 6.6.4: Example: Owner defined operating profile for a diesel engine Figure 6.6.5: Example: 1DS diesel engine rating Figure 6.7.1: Definition: Electrical power generation Figure 7.1.1: Gearbox arrangements Figure 7.1.2: Engine room arrangement, minimum distances Figure 7.1.3: Flange-mounted gearbox Figure 7.1.4: Free-standing gearbox Figure 7.1.5: Free-standing gearbox and universal shaft, V drive arrangement Figure 7.3.1: Free-standing generator Figure 7.3.2: Flange-mounted generator Figure 7.4.1: Hose connection Figure 7.4.2: Combustion air intake from engine room Figure 7.4.3: Combustion air intake directly from outside Figure 7.4.4: Typical exhaust gas outlets Figure 7.4.5: Standard exhaust gas system via funnel Figure 7.4.6: Underwater discharge (with exhaust flap) Figure 7.4.7: Exhaust system design with water injection Figure 7.4.8: Coolant system, functional diagram Figure 7.4.9: Cooling water system with on-engine mounted heat exchanger Figure 7.4.10: Cooling water system with separately-mounted heat exchanger Figure 7.4.11: Central cooling water system Figure 7.4.12: Sea chest construction for ice ships Figure 7.4.13: Fuel System (except for S 2000 with external cooling system) TPG-General.docRev. 2.01

List of Figures Title Page 6-39 6-40 6-41 6-43 6-44 6-44 6-48 6-49 6-50 6-50 6-51 6-63 7-1 7-3 7-4 7-5 7-7 7-10 7-11 7-13 7-16 7-17 7-20 7-22 7-22 7-24 7-25 7-26 7-27 7-28 7-29 7-31 MTU

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Technical Project Guide Marine Application List of Figures Figure Figure 7.4.15: Lube oil system Figure 7.4.16: Starting system with pneumatic starter motor Figure 7.4.17: Starting system with air-in-cylinder starting Figure 7.4.18: Electric power supply Figure 7.5.1: Limitation of NOx-emission (IMO) Figure 7.5.2: Diesel engine noise sources Figure 7.5.3: Example, diesel engine with noise enclosure Figure 7.5.4: Diesel engine surface noise analysis (example) Figure 7.5.5: Undamped exhaust gas noise analysis (example) Figure 7.5.6: Single resilient mounting system with shock Figure 7.5.7: Double resilient mounting system for extreme acoustic requirements Figure 7.5.8: Examples for different Quiet Systems Figure 7.5.9: Structure borne noise: diesel engine feet, above rubber mounts Figure 7.6.1: Diesel engine direct drive Figure 7.6.2: Combined diesel engine and diesel engine Figure 7.6.3: Combined diesel engine and diesel engine with separate gear compartment Figure 7.6.4: Combined diesel engine or gas turbine Figure 7.6.5: Combined diesel engine and gas turbine Figure 7.7.1: Non reverse reduction gear Figure 7.7.2: Non reverse reduction gear with reverse shaft, or reversing reduction gear Figure 7.7.3: Power take-off (PTO) or power take-in (PTI), gear driven Figure 7.7.4: Top mounted PTO with 1 output Figure 7.7.5: Top mounted PTO with 2 outputs Figure 7.7.6: Direct drive free-standing gearbox arrangement with free end PTO Figure 7.8.1: Example for mass elastic system Figure 8.3.1: Test instruction, page 1 Figure 8.3.2: Test instruction, page 2 Figure 8.3.3: Diesel engine test log Figure 8.3.4: Gearbox inspections report, page 1 Figure 8.3.5: Gearbox inspections report, page 2 Figure 9.1.1: Configuration form standard monitoring and control TPG-General.docRev. 2.01

Page XIII Title Page 7-33 7-35 7-40 7-41 7-44 7-46 7-47 7-48 7-49 7-50 7-53 7-55 7-56 7-57 7-58 7-59 7-60 7-61 7-62 7-64 7-64 7-65 7-65 7-65 7-66 7-69 8-11 8-12 8-13 8-14 8-15 9-2 MTU

Figure 7.4.14: Evaluation value for max. fuel inlet temperature

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Technical Project Guide Marine Application Page XIV Figure Figure 10.1.1: Configuration form standard Figure 10.1.2: Configuration form Blue Line system package comfort Figure 11.3.1: Example maintenance schedule Figure 11.3.2: Example task list Figure 12.1.1: Lifting rig Title List of Figures Page 10-2 10-4 11-4 11-7 12-1


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Technical Project Guide Marine Application General Page 1-1

1 1.1

GENERAL DesignationsThe DIN 6265 respectively ISO 1204 designations are used to identify the sides and cylinders of diesel engines. Details are explained in Figure 1.1.1.

Figure 1.1.1:

Diesel engine designations (sides, cylinders, direction of rotation)

Driving end (flywheel) Free end Left-bank cylinders Right-bank cylinders Direction of rotation

= = = = =

KS (Kupplungsseite) KGS (Kupplungsgegenseite) A1, A2, A3, ..., A7, A8 B1, B2, B3, ..., B7, B8 looking at the driving end (KS)

Back to Start of Chapter

Back to Contents


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Technical Project Guide Marine Application Page 1-2 General


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Technical Project Guide Marine Application Definition of Application Groups Page 2-1

2 2.1

DEFINITION OF APPLICATION GROUPS General NotesIn addition to general application by usage, e.g. marine vessel, the particular application must be taken into account for selecting the correct diesel engine. The choice of the application group determines the maximum possible diesel engine power and the anticipated time between major overhauls (TBO). Load varies during operation, with the result that the TBO is dependent on the actual load profile and varies from different applications. For an optimum selection of the diesel engine taking into account the maximum power available the following information should be obtained from the operator: Application, e.g. yacht, patrol boat, ferry, fishing vessel, freighter etc. Load profile (diesel engine power versus operating time) Anticipated operating hours per year Preferred time between overhauls (TBO, for special cases only)

The terms load profile and TBO and the relationship between them are explained in detail in chapter: 3 11 Specification of Power and Reference Condition Maintenance Concept / Maintenance Schedule

If no specific load profile information is available from the operator, the selection of the diesel engine is performed on the basis of the standard load profile determined by MTU by means of typical application. The MTU Sales Program distinguishes for the marine application propulsion diesel engines and marine auxiliary diesel engines and diesel engines for the on-board supply of electricity. The following application groups are subdivided into in detail.


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Technical Project Guide Marine Application Page 2-2 Definition of Application Groups

2.2

Marine Main Propulsion and Auxiliary Propulsion Plants1A Vessels for heavy-duty service with unlimited operating range and/or unrestricted continuous operation Average load Annual usage Examples : 70 90 % of rated power : unlimited : Freighters, Tug Boats, Fishing Vessels, Ferries, other Workboats, Sailing Yachts, Displacement Yachts with high load profile and/or annual usage : 60 to 80 % of rated power : up to 5000 hours (as a guideline) : Commercial Vessels, including Fast Ferries, Crew Boats, Offshore Supply & Service Vessels, Coastal Freighters, Multipurpose Vessels, Patrol Boats, Displacement Yachts : Less than 60 % of rated power : Up to 3000 hours (as a guideline) (Series 2000 & lower power diesel engines approx. 1000 hours) : High speed Yachts, Fast Patrol Boats, Fire-Fighting Vessels, Fishing Trawlers, Corvettes, Frigates

1B

Vessels for medium-duty service with high load factors Average load Annual usage Examples

1DS Vessels for light-duty service with low load factors Average load Annual usage

Examples

Significant deviations from the above application groups should be discussed with the responsible application engineering group.


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Technical Project Guide Marine Application Definition of Application Groups Page 2-3

2.3

On-Board Electric Power Generation/Auxiliary Power3A Electric power generation, continuous power Average load Annual usage Examples : 100% of rated power : unrestricted (see Load Profile Figure 3.6.1) : power generation, diesel-hydraulic drive, drive for fire fighting pumps

3B

Electric power generation, prime power with variable load Average load Annual usage Examples : 100% of rated power, variable load : unrestricted (see Load Profile Figure 3.6.1) : power generation, diesel-hydraulic drive, drive for fire fighting pumps

Annotation: Both groups (3A, 3B) are suitable for diesel electric drives. Back to Start of Chapter Back to Contents


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Technical Project Guide Marine Application Page 2-4 Definition of Application Groups


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Technical Project Guide Marine Application Specification of Power and Reference Condition Page 3-1

3 3.1

SPECIFICATION OF POWER AND REFERENCE CONDITION Definition of TermsThe available power for a specific diesel engine type and application group is listed in the Sales Program.

3.1.1 ISO Standard Fuel-Stop Power (ICFN)The rated power of marine main propulsion diesel engines of application group 1A, 1B and 1DS is stated as ISO standard fuel-stop power, ICFN, in accordance with DIN ISO 3046. Measurement unit is kW. I = ISO power C = Continuous power F = Fuel stop power N = Net brake power The fuel-stop power rating represents the power that an diesel engine can produce unlimited during a period of time appropriate to the application, while operating at an associated speed and under defined ambient conditions (reference conditions), assuming performance of the maintenance as specified in the manufacturers maintenance schedule. Power specifications always express net brake power, i.e. power required for on-engine auxiliaries such as engine oil pump, coolant pump and raw water pump is already deducted. The figure therefore expresses the power available at the diesel engine output flange. The diesel engines of application group 1A and 1B can demonstrate 10 % overload in excess of rated fuel-stop power for the purposes of performance approval by classification societies. Some classification societies accept the certification of diesel engines of application group 1DS for special service vessels with specific load profiles. In case of such a request, the respective application engineering group should be contacted. Before delivery, all diesel engines will be factory tested on the dynamometer at standard ISO reference conditions (intake air and raw water temperature 25C). Acceptance test procedures at MTU: MTU factory acceptance test Acceptance test in accordance with classification society regulations under supervision of the customer

As a rule, marine main propulsion diesel engines are supplied with power limited to fuelstop power as specified in the Sales Program.


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Technical Project Guide Marine Application Page 3-2 Specification of Power and Reference Condition

3.1.2 ISO Standard Power Exceedable by 10 % (ICXN)The rated power of marine onboard power generation of application group 3A and 3B is stated as ISO standard power exceedable by 10 %, ICXN, in accordance with DIN ISO 3046. Measurement unit is kW. I = ISO power C = Continuous power X = Service standard power, exceedable by 10 % N = Net brake power

3.2

Reference ConditionsThe reference conditions define all ambient factors of relevance for determining diesel engine power. The reference conditions are specified in the Sales Program and in the applicable diesel engine performance diagram. ISO 3046-1 standard reference conditions: Total barometric pressure Air temperature Relative humidity Raw water temperature : 1000 mbar or (hPa) : 25 : 30 : 25 C (298 K) % C (298 K)

For conditions differing from the standard reference: Air temperature Raw water temperature : 45 C : 32 C

The available brake power and the correction for the fuel consumption will be specified in the Sales Program or the applicable diesel engine performance diagram.

Power reduction and correction in fuel consumption for reference conditions above: Air temperature Raw water temperature : >45 C : >32 C

Use the procedures according to ISO 3046.


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3.3

Intake Air (Quality)It is the responsibility of the yard to assure that the inlet air is free of foreign objects and erosive or corrosive material. Usually, this not a problem for marine diesel engine units as ships are not normally exposed to high concentrations of airborne particle matter and filtration is accomplished in the built on filter. Additional treatment may be required to limit the amount of water and salt entering the diesel engine. This will depend on the kind of installed air-intake system: The diesel engine sucks the air out of the machinery room and gets usually a sufficient quality of prefiltered air. The diesel engine has a separate intake duct and the amount of water/salt ingestion depends on the location of inlet louvers.

Solid particles: The combustion air reaching the diesel engine inlet should meet the following requirements for solid particles: 0.05 mg/m3 75 m (maximum load of intake air) (maximum particle size)

Generally the series 2000 and series 4000 are equipped with built on air intake filters. If the above criteria are exceeded or operation in severe or dusty environment is expected, the Regional Sales Manager or MTU Sales Application Engineering should be contacted for advice. Sea salt ingestion: No specific limits for the series 2000 and series 4000

If it is expected that the intake duct can be extensively covered with sea water, a single stage moisture separator can be installed in the duct (not MTU standard). In any case, the Regional Sales Manager or MTU Sales Application Engineering should be contacted for advice.

3.4 Intake and Exhaust Pressure Loss 3.4.1 GeneralDue to the effect on diesel engine performance, careful design considerations must be given to minimize pressure loss in intake and exhaust ducting. The design target is to avoid power reduction by unnecessary pressure losses. Therefore the duct should be as straight and as short as the installation will permit and bends and contractions should be minimized. TPG-General.docRev. 2.01

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Materials and finishes should be chosen ensure that corrosion or deterioration will not result in release of particles that could cause foreign object damage to the diesel engine. Due to friction between the inlet air/exhaust gas and the pipework a pressure loss will occur on the way between the diesel engine and the inlet air intake/exhaust exit. The main reasons for the pressure loss are: friction between the air/gas and the ducting obstacles in the flow path (e.g. meshes, screens, filter, silencer) discontinuities in the flow path (e.g. sharp transitions between different duct diameters)

Generally the pressure loss can be defined as the difference in total pressure between the ambient pressure (P0) and the total pressure at the plain diesel engine air inlet or the total pressure at the plain diesel engine exhaust exit and the total pressure at the exhaust duct exit. The reference values for the permissible intake pressure loss (MTU: intake air depression) for the series 2000/4000 are (see performance diagram for latest information): Pintake = Pintake = 15 25 mbar (series 2000) Pa mbar (series 4000) Pa

= 1500 = 2500

The reference values for the permissible exhaust pressure loss (MTU: exhaust back pressure) for the series 2000/4000 are (see performance diagram for latest information): Pexhaust = 30 mbar (series 2000/4000) Pa

= 3000

If the reference values are exceeded, contact the Regional Sales Manager or MTU Sales Application Engineering for advice.


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3.5

InclinationThe selection, layout and arrangement of all shipboard machinery, equipment and appliances shall be such as to ensure faultless continuous operation under the inclination conditions (e. g. GL rules) specified in Figure 3.5.1. Angle of inclination in () 2 Installations, Components Athwartship static Main and auxiliary machinery 15 dynamic 22.5 For-and-aft static 5 dynamic 7.5

Ship's safety equipment, e.g. emergency power installations, emergency fire pumps and their drives 22.5 3 Switchgear, electrical and electronic appliances 1 and remote-control systems 22.5 3 10 10

1

Up to an angle of inclination of 45 no undesired switching operations or functional changes may occur. Athwartships and for and aft inclinations may occur simultaneously. On ships for the carriage of liquefied gases and chemicals the emergency power supply must also remain operational with the ship flooded to a final athwartships inclination up to a maximum of 30. Inclination

2 3

Figure 3.5.1:


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3.6

Load ProfileThe load profile is a projection of the diesel engine operating routine. The following standard load profiles (Figure 3.6.1) have been established in the past, based on accumulated field experience with specific vessels and a huge number of recorded load profiles. If there is a significant difference between the actual and standard load profiles, MTU calculates the TBO on the basis of the load profile submitted by the customer. All MTU diesel engines can be operated at fuel-stop power as long as required by the customer. Of course, extensive operation at fuel stop power (higher load profile) may shorten the time between overhauls (TBO). Further information about load profiles see chapter 6.6.2. Application GroupStandard Load Profile

Standard Load Profile100

Brake Power in (%)

1A

Brake Power (%)