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MAN Diesel
Technical Documentation Engine Operating Instructions
Engine............................ V32/40 Works No. of engine........ 1065160 1065161 1068204 1068205 Plant No.......................... 5300327
010.005
6631 B1-4 EN
1 (2)
MAN Diesel
MAN Diesel SE 86224 Augsburg Phone +49 (0) 821 322-0 Fax +49 (0) 821 322-3382
[email protected] www.manbw.com Copyright © MAN Diesel All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
2 (2)
6631 B1-4 EN
MAN Diesel
1
Introduction
1.1 1.2 1.3 1.4
Preface Manufacturer's liability Structure and use of the operating instructions Addresses/Telephone numbers
2
Technology
2.1 2.1.1 2.2 2.2.1 2.2.2 2.3 2.3.1 2.3.2 2.3.3 2.3.4 2.3.5 2.4 2.4.1 2.4.2 2.4.3 2.4.4 2.4.6 2.4.7 2.5 2.5.1 2.5.2 2.5.3 2.5.4 2.5.5 2.5.6
Scope of supply/Technical specifications Scope of supply of MAN Diesel SE Engine Characteristic features Photos/Drawings Components/Assemblies Engine in standard design Engine in standard design Engine in standard design Special versions of the engine Additional fittings Systems Fresh air / intake air / exhaust system Compressed air and starting system Fuel System Speed and Power Regulation Lube oil system Coolant System Technical data Power and consumption information Temperatures and pressures Weights Dimensions/Clearances/Tolerances - Part 1 Dimensions/Clearances/Tolerances - Part 2 Dimensions/Clearances/Tolerances - Part 3
3
Operation/Operating media
3.1 3.1.1 3.2 3.2.1 3.2.2 3.2.3 3.2.4
Prerequisites Prerequisites/Guarantee Safety General remarks Destination/Suitability of the Engine Risks/Dangers Safety Instructions
6631 B1-4 EN
Table of contents
Table of contents
1 (3)
Table of contents
MAN Diesel
2 (3)
3.2.5 3.3 3.3.1 3.3.2 3.3.3 3.3.4 3.3.5
3.6.8 3.6.8 3.6.9 3.7 3.7.1
Safety Regulations Operating media Quality requirements for gasoil/diesel fuel (MGO) Quality of marine diesel fuels (MDO) Quality of heavy fuels (HFO) Viscosity-temperature diagram (VT diagram) for heavy fuel Quality of the lube oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and bio-fuels Quality of lube oils (SAE 40) for heavy fuel operation (using HFO) Quality of the engine coolant Examination of operating materials Quality of aspired air (combustion air) Operative management I - Putting engine into operation Starting preparations/Starting and stopping the engine Switching from diesel oil to heavy fuel oil and vice-versa Permissible outputs and speeds Engine run-in Operative Management II - Monitoring Operating Data Engine Monitoring /Performing Routine Duties Engine Log Book/Engine Diagnosis/Engine Management Load curve during acceleration Part-load operation Calculation of the engine power and the status of the working point Equipment for engine modification for special operating conditions Condensate water in charge air pipes and pressure vessels Load Application Operative Management III - Operating faults Faults/Defects and their causes (fault finding) Emergency operation when a cylinder fails Emergency operation upon failure of a turbocharger Failure of the power supply (blackout) Failure of cylinder lubrication Failure of the speed control system Response in the event that operating values are exceeded when alarms occur Response in the event of an oil mist alarm Response in the event of a splash oil alarm Response in the event of slow-turn errors Operative Management IV - Shutting Down the Engine Shutting down/preserving the engine
4
Maintenance/Repairs
4.1 4.2 4.3
General remarks Maintenance schedule (explanatory notes) Tools/Special tools
3.3.6 3.3.7 3.3.8 3.3.11 3.4 3.4.1 3.4.2 3.4.3 3.4.4 3.5 3.5.1 3.5.2 3.5.3 3.5.4 3.5.5 3.5.7 3.5.9 3.5.10 3.6 3.6.1 3.6.2 3.6.3 3.6.4 3.6.5 3.6.6 3.6.7
6631 B1-4 EN
MAN Diesel Spare parts Replacement of Components by the New-for-Old Principle Services/repair work Maintenance schedule (signs/symbols) Maintenance schedule Maintenance schedule
5
Appendix
5.1 5.2 5.3 5.4 5.5
Designations/Terms Formulae Conversion of units Symbols and abbreviations Brochures
6631 B1-4 EN
Table of contents
4.4 4.5 4.6 4.7 4.7.1 4.7.2
3 (3)
MAN Diesel
Introduction
1 Introduction 2 Technology 3 Operation/Operating media 4 Maintenance/Repairs 5 Appendix
6631 1-4 EN
1 (1)
MAN Diesel
1.1
Preface Engine systems - Their char- Engine units produced by MAN Diesel SE are the result of decades of conacteristics, justified expecta- tinuous successful research and development work. They cope admirably with high levels of demand and have reserves in hand to cope with intertions, assumptions
Introduction
Preface
fering and damaging influences. In order to be able to fulfil expectations they must be used as intended and must be maintained properly. You can expect uninterrupted performance and a long life if these requirements are met.
Intent and purpose of the operating and working instructions
The operating and work instructions (work cards) will help you to familiarise yourself with the engine. They are intended to provide answers to questions which arise at a later date and to be a handbook for operation of the engine and during maintenance work. We consider the understanding of the methods of action, the promotion of cause and effect and the passing on of experience to be an aim of equal value. Last, but by no means least, the handover of the operating instruction manual and working instructions signifies our fulfilment of the legal obligation to provide advice concerning the dangers arising from the engine or its components - despite its high level of development and despite all design endeavours - or which arise from handling which is improper and in contravention of the instructions.
Condition 1
The operating personnel and the persons executing the servicing and overhauling activities must be familiar with the operating instructions and work instructions (Work Cards), which must be available at all times for reference.
Lack of information
Lack of information and non-observance of information can cause serious injury to persons and serious damage to property and the environment! Please therefore: observe Operating and Work Instructions!
Condition 2
The maintenance and overhaul of modern four stroke engines requires prior comprehensive training of the personnel. The operating instructions and working instructions (Work Cards) assume the skills relevant to this training. Guarantee and liability claims cannot be accepted resulting from the lack of relevant instructions.
Untrained staff
Untrained persons can cause serious personal injury and serious material and environmental damage! Do not assign any tasks that exceed the level of knowledge and experience! Refuse entry / involvement to unauthorised persons! The technical documentation is tailored to the specific installation. This means that there can be considerable differences in comparison with other installations. Information that is valid in one specific case could cause problems in another product.
6680 1.1-01 EN
Introduction General
2007-04-13
Condition 3
1 (2)
MAN Diesel Scope of technical documents
Technical documents have system-specific validity! The use of information for another system or from an outside source can cause malfunctions or damage! Only use the relevant information, not information from an external source!
Also observe...
Please also observe the tips concerning product liability provided in the next section, as well as the safety regulations in section 3.
2007-04-13
Introduction General
Introduction
1.1
2 (2)
6680 1.1-01 EN
MAN Diesel
1.2
Manufacturer's liability Safe efficient operation of the engine system presupposes comprehensive knowledge. In a similar way, functionality can only be maintained or recreated by maintenance or repair work if these tasks are carried out by trained personnel having technical understanding and skill. The rules of sound technical practice must be observed to preclude negligence.
Introduction
Manufacturer's liability
The Technical Documentation supplements this skill with special information, draws attention to hazards and points out the safety regulations which are to be observed. MAN Diesel SE requests that you observe the following rules:
Non-observance of the technical documentation
Non-observance of the technical documentation, especially of the operating and work instructions and the safety stipulations, use of the system for a purpose not intended by the manufacturer, or any other improper use or negligent application, can cause serious damage to property and serious personal injury, for which the manufacturer rejects all liability. The parts package supplied by MAN Diesel SE must be erected and fixed in position in accordance with tried and tested engineering practice. This must include the observance of the binding stipulations quoted in the following documents in the sequence given: ▪
Engineering documents provided for the order by MAN Diesel SE
▪
Assembly documents from our subcontractors for accessories
▪
Operating instructions for engines, turbochargers and accessories
▪
MAN Diesel SE Project Guides
Introduction General
2007-04-13
Any deviation from the principles specified in the documentation quoted above requires our prior approval. Fitting brackets and/or supporting equipment to the parts package supplied by us, which are not illustrated or mentioned in the above documents, and which are not approved by us is not permitted. We accept no responsibility for damage which may arise as a result.
6680 1.2-01 EN
1 (1)
MAN Diesel
1.3
Tips for use The operating instructions contain information in words and images: Some which are useful and some which it is imperative to follow. This information is meant to expand the current knowledge and existing skills of those who ▪
are familiar with the operative management,
▪
with monitoring and checking,
▪
with the maintenance and repair
Introduction
Structure and use of the operating instructions
of the engine. Training received at school or practical experience is not adequate. The operating instructions must be accessible to this group. In turn, the persons in charge have the task of familiarising themselves with the structure of the operating instructions to such an extent that they can find the required information without having to search for long periods. We will also try to provide you with a clearly organised structure in an easyto-understand language.
Structure and special features The operating instruction is comprised of 5 sections: 1. Introduction 2. Engineering 3. Operation/Operating media 4. Maintenance/Repairs 5. Appendix It is mainly oriented to the understanding of complex ▪
functions and contexts,
▪
Starting and stopping the engine,
▪
Planning engine operation, controlling according to operating results and economic criteria,
▪
maintaining the engine in operational readiness, carrying out preventive or scheduled maintenance.
▪
Transport, assembly and disassembly of the engine or major parts of it,
▪
Working steps and checks at the time of the initial start-up of the engine,
▪
Repairs requiring special tools, facilities and experience,
▪
Actions to be taken during and after a case of fire, water penetration, serious damage and disaster.
What is also important Engine version
The operating instructions are continually updated to be state-of-the-art and to be matched to the ordered version of the engine. There may be
6680 1.3-01 EN
Introduction General
2007-04-13
The following are not covered:
1 (2)
MAN Diesel
1.3
Introduction
apparent gaps in the chapter numbering of the operating and working instructions as a result of the version of engine purchased. This situation does not represent an error and is governed by the structuring system. Even so, there nay be differences between the pages with the primary described/ represented content and the the actual execution. There is normally a thematic differentiation between main marine engines, auxiliary marine engines and engines for stationary applications. In positions where the differences in content are slight, the treatment is kept to a general mode. Read such points selectively, keeping in mind the listed limitations.
Technical data
You will find technical data for your engine ▪
in section 2 under "Technical data",
▪
in Volume A1 in the printed material "..... Continuous Development",
▪
in the Volume B2 in the Work Card 000.30,
▪
in Volume B5 in the Trial Run protocol as well as in the start-up protocol,
▪
in volume D1 in the list of the measuring, control and regulating devices,
▪
in volume E1 in the assembly drawing.
With the exception of said printed material, all documents are matched to a specific engine
Maintenance schedule / Work The maintenance plan is closely allied to the Work Card in volume B2. The Work Cards describe how to carry out a task and which tools and auxiliary Cards equipment are required. The maintenance schedule in turn contains the repeat intervals and the average personnel and time requirement.
Introduction General
2007-04-13
2 (2)
6680 1.3-01 EN
MAN Diesel
1.4
Addresses/Telephone numbers Addresses
Table 1 contains the addresses of the MAN Diesel SE factories and the Technical Office in Hamburg. The addresses of MAN Diesel SE Service Center, the agencies and authorised repair workshops can be taken from the booklet "Diesel and Turbocharger Service Worldwide" in volume A1. Location
Address
Augsburg Works
MAN Diesel SE 86224 Augsburg Telephone (0821) 322 0 Telefax (0821) 322 3382
Hamburg Works
MAN Diesel SE Service Center, Werk Hamburg Rossweg 6 D-20457 Hamburg Telephone (040) 7409 0 Telefax (040) 7409 104
Introduction
Addresses/Telephone numbers
Technical Office Hamburg MAN Diesel SE Vertriebsbüro Hamburg Admiralitätstraße 56 D-20459 Hamburg Telephone (040) 378515 0 Telefax (040) 378515 10 MAN Diesel SE Service Center, Agencies and authorised repair workshops
See printed booklet "Diesel and Turbocharger Service Worldwide"
Table 1: Locations and addresses of MAN Diesel SE
Contact person
Contact person Augsburg Works Telephone (0821) 322 ..... Telefax (0821) 322 .....
Hamburg Works Service Center Telephone (040) 7409 ..... Telefax (040) 7409 .....
MAN Diesel SE Service Center, Agencies and authorised repair workshops
Service engines
Holst MST Telephone ..... 3930 Telefax ..... 3838
Ruthenberg MST4 Telephone ..... 273 Telefax ..... 277
See printed booklet "Diesel and Turbocharger Service Worldwide"
Service Turbocharger
Litzenberg TS Telephone ..... 4272 Telefax ..... 3998
Service Spare parts
Stadler MSC Telephone ..... 3580 Telefax ..... 3720
Table 2: Contact person, Telephone and Fax numbers
Introduction General
2007-06-12
Subject
Table 2 contains the names, telephone and fax numbers of the contact persons who are at your service when required.
6680 1.4-01 EN
1 (1)
MAN Diesel
Technology
1 Introduction 2 Technology 3 Operation/Operating media 4 Maintenance/Repairs 5 Appendix
6631 2-4 EN
1 (1)
MAN Diesel
2.1
Scope of supply/Technical specifications
2.1 2.2 2.3 2.4 2.5
Scope of supply/Technical specifications Engine Components/Assemblies Systems Technical data
6631 2.1-4 EN
1 (1)
MAN Diesel
2.1.1
Scope of supply of MAN Diesel SE/Technical specifications Supplied items
A list of that which we have supplied contains the following page. This list is intended to ensure that you are looking for information/support from the correct contact person.
For all the parts we have sup- For any queries regarding parts we have supplied, your contact persons are plied ... ▪
MAN Diesel SE in Augsburg
and especially for service queries, ▪
the MAN Diesel SE Service Center,
▪
the agencies and
▪
the authorised repair workshops around the world.
For all parts we have not sup- For all the parts we have not supplied, please contact the respective suppliers directly, unless the parts/ systems supplied by MAN Diesel SE are plied ... seriously affected or it is pertinent to do so for other reasons.
The order confirmation, the technical specifications for order confirmation and the technical specifications of the engine contain supplementary information.
Technology General
2007-04-13
Technical specifications
Scope of supply/Technical specifications
Scope of supply of MAN Diesel SE Technical specifications
6680 2.1.1-01 EN
1 (1)
MAN Diesel
2.2
Engine
2.1 2.2 2.3 2.4 2.5
Scope of supply/Technical specifications Engine Components/Assemblies Systems Technical data
6631 2.2-4 EN
1 (1)
MAN Diesel
2.2.1
Engine
Characteristic features Characteristic features Engine 32/40 supplements a Engines with the designation V 32/40 are charged, non-reversible fourstroke V-type engines with a 320 mm cylinder bore and a 400 mm piston successful series - 1612 stroke. They are used in marine main and auxiliary drives and in stationary engines sold (as of 12/06)
power stations. The characteristic features of the larger engines of the production programme of MAN Diesel SE have been adopted. The 32/40 engine therefore benefits from the design principles and the wealth of experience of approx. 2781 engines (as of 12/06).
Features in keywords
Looking onto the coupling, the exhaust manifold is located between the banks of cylinders. The charge air lines are also located in front of the cylinders. The engine has 3 camshafts: The inner one is used for actuation of the inlet valve and exhaust valves, the two outside ones are used for actuation of the injection pumps. Depending on the ordered execution, both the valve timing and the fuel injection timing can be adjusted by means of hydraulically actuated adjusting devices. The turbocharger and charging air cooler are normally on coupling side in the case of propeller operation and, in the case of generator operation they are on counter coupling side. A drive unit on counter coupling side can be used to drive the coolant and lubrication oil pumps. The engine is suitable for fuels up to 700 mm2/s at 50 °C up to and including CIMAC H/K 55. The engine can be equipped for operation with MDO on request. A dual-fuel engine is also available. Engines in the 32/40 series have a large stroke/bore ratio and a high compression ratio. These values simplify optimum combustion chamber design and contribute to favourable partial loading conditions and high levels of effectivity.
Technology V32/40
2007-10-24
The engines are equipped with MAN Diesel turbochargers from the NR series. Their exhaust-gas turbine is flowed through radially.
6631 2.2.1-01 EN
1 (1)
MAN Diesel
2.2.2
Engine
Photos/Drawings Photos/Drawings
Technology V32/40
2007-07-18
Figure 1: V 32/40 14 cylinder four-stroke engine, viewed from the counter coupling side
6631 2.2.2-02 EN
1 (9)
MAN Diesel
Engine
2.2.2
Figure 2: 14V 32/40, viewed from the coupling side
Technology V32/40
2007-07-18
2 (9)
6631 2.2.2-02 EN
MAN Diesel
2.2.2
2007-07-18
Engine Technology V32/40
6631 2.2.2-02 EN
3 (9)
MAN Diesel
4 (9)
2007-07-18
Technology V32/40
Engine
2.2.2
Figure 3: Cross section of the engine
6631 2.2.2-02 EN
MAN Diesel
2.2.2
2007-07-18
Engine Technology V32/40
6631 2.2.2-02 EN
5 (9)
MAN Diesel
6 (9)
2007-07-18
Technology V32/40
Engine
2.2.2
Figure 4: Engine longitudinal section (coupling side)
6631 2.2.2-02 EN
MAN Diesel
2.2.2
2007-07-18
Engine Technology V32/40
6631 2.2.2-02 EN
7 (9)
MAN Diesel
8 (9)
2007-07-18
Technology V32/40
Engine
2.2.2
Figure 5: Engine longitudinal section (counter coupling side)
6631 2.2.2-02 EN
MAN Diesel
2.2.2
2007-07-18
Engine Technology V32/40
6631 2.2.2-02 EN
9 (9)
MAN Diesel
2.3
Components/Assemblies
2.1 2.2 2.3 2.4 2.5
Scope of supply/Technical specifications Engine Components/Assemblies Systems Technical data
6631 2.3-4 EN
1 (1)
MAN Diesel
2.3.1
Components/Assemblies
Engine in standard design Crankcase up to cylinder head Crankcase
Figure 1: Static main components/Tie rod
Crankcase/Crankshaft main bearing/Tie rod
The crankcase of the engine is made of cast iron. It is one-piece and very rigid. Tie rods extend from the lower edge of the suspended main bearing up to the top edge of the frame and from the top edge of the cylinder head to the intermediate base. The bearing caps of the crankshaft bearings are also laterally braced with the casing. The control drive for the camshafts and the vibration dampers are integrated in the crankcase.
Cooling water/Lubricating oil
The crankcase has no water jackets. The lubricating oil is supplied to the engine via distributing pipes which are mounted under the injection camshafts.
Accessibility
Engine components are easily accessible through large covers on the long sides. The crankcase covers are provided with safety valves (generally in the case of marine engines, partly in the case of stationary engines).
Oil sump / Foundation frame
Crankshaft bearings Bearing cap/tie rod
The crankshaft main bearings are comprised in each case of an upper and lower bearing shell and the main bearing cap. The main bearing cap in the suspended position is braced to the crankcase using tie rods and lateral tie rods .
6631 2.3.1-02 EN
Technology V32/40
2007-07-18
The oil sump or the foundation frame collects the oil that drips from the engine parts and feeds it to the lubricating oil tank which is located lower down.
1 (7)
MAN Diesel
Components/Assemblies
2.3.1
Figure 2: Crankshaft bearing/Locating bearing/External bearing
Locating bearing
The locating bearing, which determines the axial position of the crankshaft, is mounted on the on the coupling side. It consists of a flange forged onto the crankshaft, the axially arranged thrust collars and the accommodating bearing body.
External bearing
The external bearing absorbs radial forces which are transmitted to the crankshaft via the coupling flange.
Crankshaft
2 (7)
The forged crankshaft is mounted in a suspended position and has two balance weights per crank which serve to balance the oscillating masses. The drive gear for the camshaft drive is comprised of two segments and is mounted on the crankshaft by tangentially arranged bolts.
Figure 3: Crankshaft with driving gear, locating bearing flange and screwed-on balance weights
Flywheel
The flywheel is fitted to the coupling flange of the crankshaft. Its toothed ring can be used during maintenance work to turn the engine using a turnover gearbox.
6631 2.3.1-02 EN
2007-07-18
Technology V32/40
Crankshaft/balance weights/ drive wheel
MAN Diesel
2.3.1
Components/Assemblies
Torsion vibration damper
Figure 4: Torsion vibration damper with leaf spring assemblies Torsional vibrations from the crankshaft are reduced by using a torsional vibration damper (see Figure)
Technology V32/40
2007-07-18
The torsion vibration damper fitted on the free engine end ensures that unwanted torsional vibrations are transmitted from the inside to axially arranged leaf spring assemblies and damped there by oil displacement. The internal arrangement is such that coolant and lubricating oil pumps can be driven by a toothed ring (not shown in the figure) bolted in position.
6631 2.3.1-02 EN
3 (7)
MAN Diesel
Components/Assemblies
2.3.1 Connecting rod
Figure 5: Connecting rod
Connecting rod with parting line
The connecting rod has a parting line between the connecting rod eye and the big-end bearing. When retracting the piston the big-end bearing need not be split. Moreover, this design reduces the height required for piston removal. The piston pin bush is a pressed fit.
Piston The piston comprises fundamentally of two components, the crown and the skirt of the piston. The piston crown includes the ring grooves for the compression rings whilst the connecting rod is held on the piston skirt by the piston pin. The piston pin is supported in the piston in a floating manner and axially fixed in position using retaining rings. The piston crown and skirt are connected to each other using undercut bolts.
2007-07-18
Technology V32/40
Design characteristics
4 (7)
6631 2.3.1-02 EN
MAN Diesel
2.3.1
Components/Assemblies
Cooling
Lubricating oil is used for cooling the piston crown. The lubricating oil is fed to the piston crown via the connecting rod and with the help of a springmounted funnel.
Piston rings
Piston rings and an oil control ring are used for sealing the piston to the cylinder liner.
"Stepped piston"
The piston crown has a slightly smaller diameter than the rest of the running surface. Pistons with this design are referred to as stepped pistons.
Piston pin
The piston pin is supported in a floating manner and axially fixed in position with circlips.
Figure 7: Piston with connecting rod
6631 2.3.1-02 EN
Technology V32/40
2007-07-18
Figure 6: Piston two-piece, oil-cooled
5 (7)
MAN Diesel
Components/Assemblies
2.3.1 Cylinder liner Cylinder liner/support ring/ top land ring
In the top area, the cylinder liner is centred by the support ring (see Figure). In the lower area, the cylinder liner is guided by the crankcase. The top land ring fits on the joint of the cylinder liner.
Figure 8: Cylinder liner, top land ring and support ring
Interaction stepped piston/top The top land ring which projects above the cylinder liner bore works together with the recessed piston crown of the stepped piston to ensure that burnt land ring carbon deposits on the piston crown do not come into contact with the running surface of the cylinder liner.
Figure 9: Interaction of top land ring and stepped piston
6 (7)
The coolant reaches the cylinder liner via the support ring. From here the top part of the cylinder liner is cooled. The coolant then flows through the top land ring and via holes in the support ring to the cooling chambers in the cylinder head. The cylinder head, support ring and top land ring can be drained together.
6631 2.3.1-02 EN
2007-07-18
Technology V32/40
Cooling
MAN Diesel
2.3.1
Components/Assemblies
Cylinder head/Rocker arm bearing bracket
Figure 10: Cylinder head with valves The cylinder head is sealed off to the top from the rocker arm housing and a cover, through which the inlet and exhaust valves are easily accessible.
Figure 11: Rocker arm bearing bracket with valve actuator
6631 2.3.1-02 EN
Technology V32/40
2007-07-18
Rocker arm casing/valve actuation
7 (7)
MAN Diesel
2.3.2
Components/Assemblies
Engine in standard design Camshaft drive to injection valve Control drive/Camshaft drive
Figure 1: Control drive, arrangement of drive and intermediate gears
Arrangement of the camshaft The control drive is integrated in the crankcase. It is mounted on the coupling side between the first crankshaft bearings. The drive of the camshaft drive and the intermediate gears is carried out by three straight-cut intermediate gears via the toothed gears ring onto the crankshaft. The intermediate gear on the A side drives both the injection camshaft and the valve camshaft.
The engine has 3 camshafts, each consisting of sections as long as the cylinder. One camshaft actuates the charge cycle elements, the two external camshafts actuate the injection pumps.
Technology V32/40
2007-07-18
3 camshafts
6631 2.3.2-02 EN
1 (8)
MAN Diesel
Components/Assemblies
2.3.2
Figure 2: Injection camshaft with twister (special design) - Figure shows an inline engine
Camshafts, adjustable (with auxiliary attachment)
This solution enables both camshafts to be set according to the service conditions/operating goals and prevents the torsional vibration excitation caused by the injection pumps acting on the valve camshaft. The camshafts are supported in pressed-in tunnel bearings.
Figure 3: Valve camshaft with displacement device (special design)
Number of cams
The injection camshaft has a cam for each cylinder. The valve camshaft has 4 double cams for each cylinder pair in the case of a valve timing adjustment device (special design), whereby one half of the cam is in full-load operation, while the second half is used in the part-load operation with a displaced control shaft.
Thrust bearing
Thrust bearings are available for the longitudinal positioning of the camshafts. They are arranged on the coupling side in the case of camshafts without an adjusting device. The thrust bearing is arranged on the counter coupling side in the case of camshafts with an adjusting device. It is used to absorb the thrust load which occurs when displacing the camshaft. In the case of valve camshafts with an adjusting device, the positioning is guaranteed by the setting piston - these shafts have no thrust bearing.
Technology V32/40 2 (8)
Camshaft-Cam followersPush rods
The push rods for the inlet and exhaust valves are actuated by the valve camshaft via inlet and outlet cam followers, which are supported on a common bearing bracket and absorb the cam movement via a roller.
Valve actuation
The movements of the push rods are transmitted on rocker arms in the cylinder head. The cam followers in turn actuate the associated valves. The
6631 2.3.2-02 EN
2007-07-18
Valve actuation
MAN Diesel
2.3.2
Components/Assemblies
bearing block of the cam follower is bolted to the cylinder head. Bearing points such as ball pans are supplied with oil via annular spaces in the bearing block fitting.
Technology V32/40
2007-07-18
Figure 4: Cam follower for inlet and exhaust valve/Control lever drive
6631 2.3.2-02 EN
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MAN Diesel
Components/Assemblies
2.3.2 Valves
Figure 5: Inlet and exhaust valve
Valves/valve guides
Each cylinder head has two inlet and two exhaust valves. They are guided by the press-fit valve guides.
Valves/seat rings
The exhaust valve cone and the corresponding seat ring are fitted with reinforcement. The exhaust valve seat ring is also designed to be water-cooled. In the case of the inlet valve, only the valve cone is reinforced.
Rotators
The inlet valves are turned via valve rotators. The exhaust valves have propellor blades above the valve plate which rotate the valves by the gas flowing over them. The rotators counteract high temperature loading at individual points and guarantee gas-tight valve seats.
Technology V32/40
2007-07-18
4 (8)
6631 2.3.2-02 EN
MAN Diesel
2.3.2
Components/Assemblies
Speed governor
Figure 6: Speed governor system manufactured by Heinzmann, with electromagnetic actuator (left), electronic controller (centre) and programming unit (right)
System components
The speed governor and power control system consists of an electronic controller, an electromechanical actuator, a remote speed adjustment unit and speed sensors. The speed sensors detect the actual speed of the engine.
Method of operation
In the electronic control device, the difference between the set and real speed value is evaluated. A correction signal is created if there is a difference between the two. It is passed to the actuator and converted into rotational movement there. The control rods of the injection pumps are moved by the rotational movement, i.e. the amount of fuel injected into the cylinder is changed.
Figure 7: Fuel injection pump with helix control
6631 2.3.2-02 EN
Technology V32/40
2007-07-18
Fuel injection pump
5 (8)
MAN Diesel
Components/Assemblies
2.3.2 Arrangement/Drive
The fuel injection pumps are arranged on the side opposite the exhaust on the camshaft trough. The fuel cams are actuated via the tappet cup in which the cam roller is supported. The stroke movement of the tappet cup is transferred directly to the spring-loaded pump plunger.
Operating mode
The fuel is delivered to the pump cylinder of the fuel injection pump via a ring chamber. The baffle screws are also located here. The pump cylinder is locked at the top through the valve body. The pressure equalisation valves (GDE valves) are fitted here. The GDE valves provide virtually complete elimination of cavitation and pressure fluctuations in the fuel system.
Fill adjustment
The delivery quantity is achieved on the basis of the required power-speed combination by twisting the pump plunger and the control edges. Each injection pump has an emergency stop piston.
Filling/Regulation linkage
Figure 8: Control shaft with articulated lever
Setting unit actuates control shaft
The filling linkage is actuated by the speed regulator or the relevant control unit. Its lever action is transmitted to the control shaft. It is carried in bearing blocks which are bolted to the crankcase in front of the injection pumps. The control rods of the injection pumps are displaced by the rotary movement.
buckling lever
The spring-loaded tilting mechanism of the buckling levers allows switching off and starting the engine if a cylinder regulating rod is blocked.
Technology V32/40
2007-07-18
6 (8)
6631 2.3.2-02 EN
MAN Diesel
2.3.2
Components/Assemblies
Injection pipes
Figure 9: Fuel injection pipe
Injection pipe with protecting For safety reasons, the injection pipes between the injection pumps and injection valves are covered by two-piece protecting tubes. The protecting tube tubes conduct any escaping fuel to a shared leak fuel line.
Figure 10: Water-cooled fuel injection valve with multiple hole nozzle
Fuel delivery
The fuel injection valve is mounted centrally in the cylinder head. The fuel supply is via the lance which goes through the cylinder head and is bolted to the nozzle body. The fuel is injected directly from the injection valve into the combustion chamber.
Cooling
The injection valves are cooled via a separate nozzle coolant system. The coolant inlet and outlet are located in the central area of the valve.
6631 2.3.2-02 EN
Technology V32/40
2007-07-18
Injection valve
7 (8)
8 (8)
2007-07-18
Technology V32/40
Components/Assemblies 2.3.2 MAN Diesel
6631 2.3.2-02 EN
MAN Diesel
2.3.3
Supercharged system/Turbocharger
Components/Assemblies
Engine in standard design Supercharger system to engine control
Figure 1: Charging system - Arrangement of turbocharger, charge air cooler and charge air line The turbochargers are fitted longitudinally in the engine. Turbochargers from the NR series are used, i.e. turbochargers with radial compressors and radial turbines.
Technology V32/40
2007-07-18
Turbocharger
6631 2.3.3-01 EN
1 (7)
MAN Diesel
Components/Assemblies
2.3.3
Figure 2: Turbocharger from the NR series with suction silencer (left), compressor, bearing housing and turbine (right) The fresh air intake is via a silencer or inlet spigot. The turbocharger rotor runs in floating plain bearings on both sides. These are connected to the engine lubricating oil system.
Charge air pipe/Charge air cooler
2 (7)
2007-07-18
Technology V32/40
The fresh air drawn in and compressed by the turbocharger reaches the charge air cooler through the double diffuser. In the charge air cooler, the compressed fresh air is recooled and fed via the charge air pipe to the cylinders. The charge air cooler has a 2-stage design.
Figure 3: Charge air system Air routing: Turbocharger - diffusor - bypass housing - charge air cooler - charge air line
6631 2.3.3-01 EN
MAN Diesel
2.3.3
Exhaust pipe
Components/Assemblies
The charge air pipe is comprised of sections which are connected to each other using special clamps. The sections of the charge air pipe are flangemounted on the cylinder head.
Figure 4: Exhaust pipe with connection to the cylinder heads and support
Technology V32/40
2007-07-18
The exhaust pipe is located in the V-space between the cylinder rows and is connected to the cylinder heads via fastening clamps.
6631 2.3.3-01 EN
3 (7)
MAN Diesel
Components/Assemblies
2.3.3
Figure 5: Exhaust pipe with Y-branch pipe and connection to the turbochargers The exhaust pipe covering is comprised of elements which extend over one cylinder in each case. The metal sheets have insulating mats on the inside and can be removed after releasing a few screws.
Supply of lubricating oil/Cylinder lubrication lube oil pipe/lube oil routing
All engine lubrication points are connected to a common pressurised oil circuit. The lubricating oil inlet flange is located on counter coupling side. From here two distribution lines lead to the coupling side. The camshaft bearings, the cam followers, the injection pumps and the rocker arms are supplied via stub lines. The injection nozzles for the control drive gears and the turbocharger are also supplied with oil from the distribution lines.
Cylinder liner lubrication
The cylinder liner lubrication is by injected oil and oil mist. The piston ring pack is supplied with oil via holes in the cylinder liner. The engine is fitted with a cylinder lubricating oil pump which feeds lubricating oil to the individual cylinder liners via a hydraulically controlled block distributor. The pump distributor unit is located on the end of the engine on counter coupling side.
4 (7)
Fuel supply/fuel return
The fuel reaches the injection pumps via a common supply line. Excess fuel is removed via the return line which runs in parallel. The connections of both pipes are located on the engine end on counter coupling side. The buffer pistons in both lines serve to reduce the pressure surges within the fuel system.
6631 2.3.3-01 EN
2007-07-18
Technology V32/40
Fuel pipes
MAN Diesel
2.3.3
The charge air cooler stage 1 (HT) is first supplied with fresh water. The water flowing out is then used to cool the cylinder liners and heads via the support rings. The charge air cooler stage 2 (NT) can be primed with fresh water, untreated water or seawater. The cooling of the fuel injection nozzles is by a separate fresh water system.
Components/Assemblies
Coolant pipes
Figure 6: Cylinder cooling
Bleeding/drainage
Continuous bleeding pipes are connected to the uppermost points of the cylinder heads and of the charge air cooler.
Condensed water pipe The water which is deposited in the charge air pipe as a result of compression and cooling of the air after the charge air cooler, is removed via a drain valve.
Crank area bleeding The crank area bleeding connection is located on counter coupling side of the engine and is used for pressure compensation with the atmosphere.
Technology V32/40
2007-07-18
Air bleed valve
6631 2.3.3-01 EN
5 (7)
MAN Diesel
Components/Assemblies
2.3.3
Figure 7: Crank area bleeding
Relief valves
Other relief valves are arranged in the casing covers of the crankcase. They permit rapid pressure reduction in the case of an explosion in the crankcase.
Starting device The engine is started by means of compressed air.
Main starting valve
The connection from the air cylinders to the starter valves in the cylinder heads is opened or closed by the intermediate main starter valve. The main starter valve is mounted on the engine end of the crankcase on counter coupling side. The starting air pipe is mounted directly on the support rings.
Starting valve
The starting air is conducted from the starting air pipe via the support ring to the starting valves to the cylinder heads of bank A. Opening and closing the starting valves is by control pistons which are actuated by the starting control sliders.
Starting air pilot valve
The starting air pilot valves are arranged next to the injection pumps and are comprised mainly of a pipe with control pistons and a starter cam on the camshaft.
Operating and monitoring system
6 (7)
In the case of marine engines the control and monitoring is carried out using pre-assembled system components which are mounted in a switch cabinet. Depending upon the limitation of the scope of supply this consists of the following components: ▪
The remote operation system with a device for manual remote start / remote stop including the start blocking / start release and coupling control,
▪
the safety system, including devices for manual/automatic emergency stop, automatic power reduction and override command,
▪
The alarm system with threshold value, wire fracture and device fault monitoring,
▪
The display system for operating values and operating status,
▪
Various controllers for auxiliary devices, e.g. for charge air bypass, cylinder lubrication, temperature control etc.
6631 2.3.3-01 EN
2007-07-18
Technology V32/40
In marine engines: Standardised switch cabinet
MAN Diesel
2.3.3 Serial interfaces to the ship's alarm system (protocol printer, common alarm, hooter etc.) and to the MAN Engine Diagnostics System EDS.
Components/Assemblies
▪
Figure 8: Internal view of the standardised switch cabinets The data processing for these input and output signals takes place in programmable control elements. The engine can be operated and monitored and the listed functions can be controlled by means of a panel (operating station) built into the switch cabinet structure. Two keypads and a display are available for the purpose. The display shows operating values as well as the operating and control status.
On stationary engines ...
In stationary systems, these prefabricated systems, which can be tried out partly with the engine, are used only in exceptional cases. Here it is appropriate to summarise the control and monitoring section of the engine with the complete installation. For this reason it is usual to provide just one terminal box with the required control system for the auxiliary devices.
Technology V32/40
2007-07-18
Display panel for operating and monitoring
6631 2.3.3-01 EN
7 (7)
MAN Diesel
2.3.4
Turbocharger attachment on the opposite side Turbocharger fitted on the counter coupling side instead of the coupling side in the case of propellor drive mode. In a similar way, the turbocharger is fitted on the coupling side rather than on counter coupling side when operating in generator mode.
Charge air cooler two stage Charge air cooler two-stage instead of single-stage. The arrangement is in Effective heat utilization or improved operating values in the same fitting space. Two-stage charge air coolers are primarily used, in order to guarantee effective heat utilization On the other hand, the operating low-load operation
Components/Assemblies
Special versions of the engine
values can be improved in low-load operation by switching-off stage II, i.e. by increasing the charge air temperature.
Injection timing adjusting device Reduction in the fuel consumption or reduction in the NO emission
Facility for changing the fuel injection timing to "ignition advance" or "retard". In the area of service work, the device enables the ignition pressure to be increased to the design value, thereby obtaining a significant reduction in the fuel consumption. On the other hand, an adjustment in the direction "retard" combined with a drop in ignition pressure results in a reduction in the nitrogen oxide emission. The injection camshaft can be turned relatively compared with the starting position by means of a helical gearing on the shaft. This takes place by means of an axially movable helical bush, which is moved by a hydraulic piston. In turn, the hydraulic piston is brought steplessly to the requisite position via an internal pilot piston. See section 2.4.
Valve timing adjusting device The camshaft is brought to two defined positions by means of oil/air.
6631 2.3.4-02 EN
Technology V32/40
2008-05-06
Figure 1: Adjusting device on the injection camshafts (external) and the valve camshaft (internal).
1 (2)
MAN Diesel
Components/Assemblies
2.3.4
Figure 2: Adjusting device on the valve camshaft The displacement of the camshaft with 4 double cams for each cylinder pair for part load/full load enables the valve timing to be adjusted to the respective load condition. The valve overlap is changed. The goals are to prevent backflushing from the exhaust to the inlet side under partial load condition, thereby generally improving the operating values. Please refer to Section 2.4.
Slow turn device The device permits the engine to turn slowly over for approx. 2 rotations with the objective of ascertaining whether all cylinder areas are free of liquids for the subsequent starting procedure. The device is mounted on the existing starting system and operates at a reduced starting pressure of approx. 8 bar.
Technology V32/40
2008-05-06
2 (2)
6631 2.3.4-02 EN
MAN Diesel
2.3.5
Hook-in step plates In addition to or in place of gallery supports with running plates and railings, hook-in step plates can be supplied to facilitate service and maintenance work on the long sides of the engine. A solution with fixed supports and plates is also available.
Resilient engine mountings Rigid mounting - indirect elastic mounting - semi-elastic mounting - elastic mounting
The simplest solution to mounting the engine on its foundation, used in fixed and marine installations, is a rigid connection. With this solution, dynamic forces (caused by the uneven torque and by free mass forces and moments of inertia) and structural vibration are transfered to the foundation. To avoid this in fixed installations, the motor-generator unit is often mounted on an elastically supported foundation block (indirect elastic mounting), so that the transmission of vibration and noise to the surroundings is reduced. To achieve this in marine installations, either a semi-elastic munting on steel membranes or the more complex solution of direct elastic mounting is used. In this case, the engine is vibrationally isolated from the foundation as well as from the driven systems by a highly elastic coupling.
Components/Assemblies
Additional fittings
Figure 1: Elastic mounting
Crankshaft extension The crankshaft extension enables power to be taken off at the opposite end to the coupling. The crankshaft extension can be supplied as a free shaft end or with a flange and built on support bearing.
The unit drive, at the opposite end to the coupling, is required to drive cooling water and/or lubricating oil pumps. It consists of a gearwheel fixed to the free end of the crankshaft, next to the torsional vibration damper.
6628 2.3.5-01 EN
Technology 32/40
2007-06-29
Unit drive
1 (3)
MAN Diesel
Components/Assemblies
2.3.5
Figure 2: Drive wheel for pumps built onto the engine
Pumps built onto the engine Two cooling water pumps and two oil pums can be fitted.
Figure 3: Pumps built onto the engine(cooling water top / lubricating oil bottom) The oil pump, a self-priming gear pump, is mounted low down in the cladding at the end opposite the coupling. The drive wheel engages with the spur wheel mounted on the end of the crankshaft, in front of the vibration damper. The cooling water pumps are single stage, centrifugal pumps with externally lubricated bearings, mounted in the cladding at the end opposite the coupling, above the crankshaft. These are also driven by the spur wheel on the end of the crankshaft.
2 (3)
The temperatures of the main bearings (and the outer bearing) are measured just under the bearing shells in the bearing caps by oil-tight, mounted resistance temperature sensors (Pt 100). The measuring leads are fed through the crankcase up to the level of the cable channel on the exhaust side and the out to terminal boxes.
6628 2.3.5-01 EN
2007-06-29
Technology 32/40
Monitoring the temperature of the crankshaft bearings
MAN Diesel
2.3.5
Bearing damage, piston seizing and blow-by from the combustion chamber give rise to increased formation of oil mist. The oil mist detector monitors the oil mist concentration or air opacity inside the crankcase. An aspirator pump continually draws air from all sections of the crankcase. After removing large drops of oil, it is fed to a measuring system with infrared filters. The diodes located at the outlet supply an electrical signal corresponding to the amount of light received to the monitoring unit.
Components/Assemblies
Oil mist detector
Figure 4: Arrangement of the oil mist detector
Splash Oil Monitoring System
The Splash Oil Monitoring System is component of the safety system. The temperature of each and every cylinder unit (or cylinder pair in the case of V-engines) is monitored indirectly through the splash oil. In case a defined maximum value or the admissible deviation from the mean value is exceeded, the safety system initiates an engine shutdown. Bearing damage to the crankshaft and connecting rod is recognised early and an engine stop is initiated to prevent further damage. In the operator station, the individual cylinder unit temperatures of the engine are shown graphically and as absolute values.
6628 2.3.5-01 EN
Technology 32/40
2007-06-29
Figure 5: Arrangement of the Splash Oil Monitoring System
3 (3)
MAN Diesel
2.4
Systems
2.1 2.2 2.3 2.4 2.5
Scope of supply/Technical specifications Engine Components/Assemblies Systems Technical data
6631 2.4-4 EN
1 (1)
MAN Diesel
2.4.1
1 2 3 4 5 6 7 8 9 15 16 17
Suction housing 18 Intake silencer 19 Turbocharger A Compressor B Turbine C Double diffuser D Redirection housing E Charge air cooler F Charge air pipe G Condensed water drain H Float valve J Overflow line K,L
Exhaust pipe Cleaning nozzles Compressor cleaning Lube oil to the turbocharger Turbine cleaning Draining/condensate drain Charge air for compressor cleaning (variant 1) Charge/blocking air to turbocharger (NA series) Fresh air Charge air Exhaust Coolant
Figure 1: Fresh air/charge air/exhaust gas system. Variants in Figure 1a - Silencer, 1b - Suction housing, 2a - Single stage cooler, 2b - Two stage cooler.
6628 2.4.1-01 EN
Technology 32/40;32/40CR;L32/44 CR
2007-11-27
Fresh air / intake air / exhaust system
Systems
Fresh air / intake air / exhaust system
1 (7)
MAN Diesel
2 (7)
The air routing
The air required for the combustion of the fuel in the cylinder is drawn in by the compressor wheel (4) of the turbocharger (3) (Figure 1). This takes place either via the suction inlet silencer (2) with dry air filter or via the suction housing (1). The energy transferred from the exhaust gas to the turbine wheel (5) of the turbocharger is used to compress and heat up the air. The energy-rich air (charging air) is directed via a sliding sleeve and the double diffusor (6) to the diverting housing (7). The diffusor reduces the flow speed, to the benefit of the pressure. The air is cooled in the single or double stage charge air cooler (8), fitted in the housing. This ensures that the cylinders are filled with the largest amount of air mass. This takes place via the charge air pipe (9) which consists of cylindrical elements elastically bound together.
The exhaust gas routing
The exhaust gases leave the cylinder head on the side opposite to the charge air pipe. They are consolidated in the exhaust manifold (18) and directed to the turbine side of the turbocharger. Thermo-elements in the cylinder heads and in front of and behind the turbocharger serve to monitor the temperature. The exhaust manifold consists of cylinder long elements, in the same way as the charge air pipe. The connection to the cylinder head is via a clamping arrangement. Corrugated pipe expansion joints are used to interconnect them and to connect to the turbocharger. The exhaust gases flow away from the turbine wheel in an axial direction. The glide bearings of the turbocharger are supplied with oil from the engine circuit.
Condensed water
Condensed water pipes (15) are connected to the housing of the charge air cooler and at the start of the charge air pipe. Any water which arises is drained off via the float valve (16). The lockable overflow pipe (17) should be monitored from the plant side.
Charge air cooler cleaning
The charge air coolers can, in a fitted condition, be cleaned with a liquid cleaner. To do this, blind plug discs must be fitted after the turbocharger and in front of the charge air pipe.
Turbocharger cleaning: On the compressor side with water
Nozzles (19), which are fitted in the suction housing or in the silencer, are used for regular cleaning of the compressor wheel and compressor housing of the turbocharger. Water is sprayed in through the nozzles. The cleaning effect is produced by the high impact speed of the droplets of water on the rotating wheel.
21 Tank A Compressor cleaning 22 Pressure jet E Charge air for compressor cleaning 23 Air pump F Sweet water/drinking water Figure 2: Compressor cleaning with the help of charge air (left) or pressure jet (right) Water is either filled into the tank (21) and blown out to the connection A using the charge air (variant 1 in Figure 2) or filled in a pressure jet (22) where it is pressurised by an air pump (23) and then displaced by the cushion of air (variant 2).
6628 2.4.1-01 EN
2007-11-27
Technology 32/40;32/40CR;L32/44 CR
Systems
2.4.1
MAN Diesel
2.4.1 The cleaning of the turbine side is preferentially by water which is fed from a pressurised system via a combination of fittings (25) (variant 1 in Figure 3). The water is sprayed into the exhaust manifold in front of the turbocharger.
or with solids
Alternatively, or additionally, the cleaning can take place using granulated combustible solids. The cleaning agent is filled into the tank (26) and blown into the exhaust manifold using compressed air and the ejector shaped section (27) (variant 2).
3 25 26 27
Systems
Turbocharger cleaning: Turbine side with water
Turbocharger C Turbine cleaning Fittings F Sweet water/drinking water Tank J Engine exhaust Ejector M Compressed air N Cleaning agent (granulate)
Figure 3: Turbine cleaning devices with water (left) or granulated solids (right) The "Jet Assist" acceleration unit is fed from the 30 bar compressed air system. The air flow is directed into the compressor housing and directed onto the compressor wheel through holes (30) distributed around the circumference. In this way the air volume is amplified and the turbocharger is accelerated, which produces the desired increase in charging pressure. See section 3 - "Adapting the engine to ..."
Technology 32/40;32/40CR;L32/44 CR
2007-11-27
"Jet Assist" acceleration device
6628 2.4.1-01 EN
3 (7)
MAN Diesel
2.4.1
Systems
The pressure and throughput are set using the reduction valve and the throttle (31). A control system makes sure that adequate air is available for the starting procedures (Figure 4).
4 Compressor 31 Throttle 5 Turbine M Compressed air 30 Inlet flow aperture O Control air Figure 4: "Jet Assist" acceleration device
Charge air blow-round device The charge air blow-round device (variant 1 in Figure 5) provides for
improvement in the part load behaviour of the engine. When the isolation slider (40) is open, charge air flows through the blow-round pipe (41) into the exhaust pipe. This leads to an increase in the turbine power and thus to an increase in charge pressure. The flap is actuated by a setting cylinder (42) pressurised by pilot air.
4 (7)
The charge air blow-off device (variant 2 in Figure 5), whose application is limited to the powering of ships at full load under arctic conditions or to the operation of stationary engines at overload, is also controlled by an isolation flap or by a spring-loaded valve. The device serves to limit the charge air pressure and the ignition pressure. The excess charge air is blown into the machine room (43). There is no connection to the exhaust pipe in this situation. For explanations on the symbols and abbreviations used please consult Section 5.
2007-11-27
Technology 32/40;32/40CR;L32/44 CR
Charge air blow-off device
6628 2.4.1-01 EN
MAN Diesel
2.4.1
Systems
3 40 41 42 43 J G H
Turbocharger Isolation flap Blow-round pipe Adjustment cylinder Blow-off pipe Engine exhaust Fresh air Charge air to engine
Figure 5: Charge air blow-round and charge air blow-off device The charge air blow-in device (variant 3 in Figure 6) provides for improvement in the part load behaviour of the engine. When the isolation flap (44) is open, the auxiliary blower (47) directs fresh air through the blow-in device (46) into the charge air pipe. This leads to an increase in cylinder filling and
Technology 32/40;32/40CR;L32/44 CR
2007-11-27
Charge air blow in (auxiliary blower)
6628 2.4.1-01 EN
5 (7)
MAN Diesel
2.4.1
Systems
thus to an increase in charge pressure. The flap is actuated by a setting cylinder (45) pressurised by pilot air.
3 7 44 45 46 47 J G H
Turbocharger Redirection housing Isolation flap Adjustment cylinder Blow-in pipe Auxiliary blower Engine exhaust Fresh air Charge air to engine
Figure 6: Charge air blow in (auxiliary blower) When the turbocharger is arranged in a part-load oriented manner, excess speed of the of the turbocharger is prevented by exhaust gas blowing off (variant 4 in Figure 7). When the isolator flap (48) is open, part of the exhaust gas flows directly to the chimney through the blow-off pipe by bypassing the turbocharger (3). This leads to an decrease in the turbine power and thus
6 (7)
2007-11-27
Technology 32/40;32/40CR;L32/44 CR
Exhaust blow-off device
6628 2.4.1-01 EN
MAN Diesel
2.4.1
Systems
to an decrease in turbocharger speed. The flap is actuated by a setting cylinder (49) pressurised by pilot air.
3 6 48 49 50 J G H
Turbocharger Double diffuser Isolation flap Adjustment cylinder Blow-off pipe Engine exhaust Fresh air Charge air to engine Exhaust gas after turbocharger M (chimney)
Figure 7: Exhaust gas blow-off
2007-11-27
Technology 32/40;32/40CR;L32/44 CR
6628 2.4.1-01 EN
7 (7)
MAN Diesel
2.4.2
Compressed air and starting system Compressed air is required for starting the engine and for performing a range of pneumatic controls. ≤ 30 bar is required for starting. 30 bar, 8 bar or lower pressures are required for the control system. The supply to these systems is from 30 bar compressed air vessels via the connection 7171. In order to guarantee perfect operation of the control valves even when the pressure in a section of the compressed air vessel is reduced by previous starting operations, ship's main engines have a second compressed air connection 7172. The supply of control air from a separate compressed air vessel can take place through this. Non-return valves prevent pressure compensation.
Systems
Compressed air and starting system
1 Main starter valve 4 Control shaft with starter cam 11 Indicator cock 2 Starter air pilot valve 8 Turning over gear 3 Starting valve 10 Safety valve Figure 1: Compressed air and starting system (Section 1)
In brief
For starting the engine, (see Figure 1) ▪
the main starter valve (1) with the control valve M 317, arranged on the counter coupling side.
▪
the starter control gate valve (2) arranged next to the fuel injection pumps and
6631 2.4.2-02 EN
Technology V32/40
2007-11-05
The pressure is reduced to 8 bar via the pressure-reducing valve M 409.
1 (8)
MAN Diesel
2.4.2
Systems
▪
the starting valves (3) fitted in the cylinder head, are primarily used.
In V engines only one cylinder row is equipped with a starting device. These valves/gate valves are opened when specific conditions are met. The main starter valve is opened by the control valve M 317. The starter control gate valves are pressurised with air as soon as the valve M 329/1 in the control console is opened and they are finally opened in accordance with the firing order as soon as the associated starter cam on the control shaft (4) has passed. The air flow from the starter control gate valve finally opens the relevant starting valve.
5a Speed governor, mechanical 5b Speed governor, electronic (not pressurized with compressed air)
6 Fuel injection pump with emergency stop piston 7 Camshaft
E Compressed air for the control device F to the pressure-reducing valve M 409
9 Level sensor linkage Figure 2: Compressed air and starting system (Section 2)
2 (8)
As soon as a shut-off valve on the pressure vessels is opened, air flows through connection 7171 to branch a and on to the main starting valve (see Figure 1). The lines connected to branch a are used for control purposes. The airflows from connections 7171 and 7172 meet at branch b. Branch c follows downstream of filter M 462. A line leads to valve M 371/1 upstream of the booster servomotor of the speed governor (not if an electronic speed governor is used), to valve M 329/2 for actuation of the emergency stop pistons of the fuel pumps (see Figure 2) and to pressure-reducing valve M 409 (see Figure 3). The valve assemblies M 329/1 and M 329/2 are actuated by control air on the primary side. On the secondary side, they can be switched over by control air, electrically by a solenoid coil or manually (only in marine applications). Pressure-reducing valve M 409 is supplied with air from connection B of the main starting valve or by a second connection downstream of filter M 462. The second line on branch c conducts control air to valve M 329/1 via branch d. The branch line at d connects valve M 306 on the indexing unit to valve M 329/1.
6631 2.4.2-02 EN
2007-11-05
Technology V32/40
In detail
MAN Diesel
2.4.2
With the pressure vessel opened, air is present at the main starting valve, at valve M 317, at valve M 371/1 (if present), at valve M 329/2, in the control device and at valves M 306 and M329/1.
Systems
Branch e follows downstream of valve M 329/1. The secondary feed line leads to the control side of valve M 317 on the main starting valve, to the second connection on valve M 371/1 and to the control console. The main line leads to the starter control gate valves and finally to the starting valves.
C Control air 8 bar D Control air for operating device Figure 3: Compressed air and starting system (Section 3)
Start procedure (Description section 1)
The starting process is initiated by a signal from the operation or remote control device to the valve M 329/1. This valve can be used for manually starting the engine in an emergency. The signal opens the upstream valve of valve assembly M 329/1 assuming that the indexing unit is disengaged, i.e. valve M 306 is set to through-flow (blocking is effected by the electrically actuated valve M 745 in stationary applications). In this case, the valve combination M 329/1 is finally opened. It releases the route for the air to the control side of valve M 317. The valve switches over. The connections A and E on the main starter valve, which were previously under pressure, and thus held the main cone closed and the bleed valve open, are thus depressurised. This causes the main starter valve to open and the bleed valve to close (see Figure 4). As a result, air flows to the starter valves in the cylinder heads. The booster servomotor (if present) is actuated at the same time. The valve cone of the main starter valve is closed if the inlet side is depressurised. As soon as the compressed air line is opened, the pressure acting on the shoulder attempts to open the valve cone. The force of the pressure spring and the pressure at connection A, which is transferred to the annular surface R, counteract this. In this condition, connection E is also under pressure, i.e. the bleed valve is open.
6631 2.4.2-02 EN
Technology V32/40
2007-11-05
Main starter valve
3 (8)
MAN Diesel
Systems
2.4.2
As soon as the control system switches over, valve M 317, connections A and E are depressurised. The main cone is opened, the bleed valve closed by the air pressure building up in the exhaust casing.
1 2 3 4 5
Inlet housing SV Safety valve Outlet housing Bleed Bleeding Valve cone S Shoulder Compression spring R Annular surface Air bleed valve A-E Connections on the valve (see figure 1)
Figure 4: Arrangement/connections to the main starter valve (Example: Engine V40/45)
Technology V32/40
2007-11-05
4 (8)
6631 2.4.2-02 EN
MAN Diesel
2.4.2
Systems
Figure 5: Main starter valve With the valve M 329/1 opened, the starter control gate valves are also under pressure. As soon as the starter cam closes the ram pipe in a cylinder, the distributing slide valve is switched over and pilot air directed to the starting valve. This opens the starting valve and the full flow of air is directed into the combustion chamber. The piston is pressed downwards. The crankshaft and camshaft are turned. The next starter control gate valve is thereby switched over and the next cylinder supplied with air.
Starter air pilot valve
In the starter air pilot valve which was previously active, the rotary motion of the camshaft causes the cam to release the back-up pipe. The pilot piston
Technology V32/40
2007-11-05
Start procedure (Description section 2)
6631 2.4.2-02 EN
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MAN Diesel
Systems
2.4.2
is thereby pressed back to its starting position and the line to the starting valve vented.
1 2 3 4
Fuel injection pump Distributing slide valve Housing top section Starter air pilot valve
6 7 A B
Starter cams Camshaft Control air to the starting valve Compressed air from valve assembly M 329/1 5 Housing bottom section C Bleeding Figure 6: Starter air pilot valve - Cross section left/layout right
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6 (8)
6631 2.4.2-02 EN
MAN Diesel
2.4.2
1 2 3 4 5 6
Starting valve Cylinder head Support ring Cylinder liner Fuel injection valve Housing top section
Systems
The starting periods of the individual cylinders overlap each other so that a safe start is guaranteed in all crankshaft positions.
7 Housing bottom section 8 Piston/Valve cone 9 Compression spring A Control air from the starter control gate valve B Compressed air from the main starting valve
Figure 7: Starting valve - Cross section on the left/Layout on the right
Indicator cocks/Safety valves Indicator cocks for connecting the cylinder pressure measuring devices are directly screwed into the cylinder heads or (with marine main engines) together with spring-loaded safety valves in the pipe lengths connected there.
Indicator cocks/Safety valves Indicator cocks for the connection of cylinder pressure measuring devices
Flame breaker
Flame breakers are installed in the connections of the starting air pipe to the support rings of the cylinder liners. They are provided to prevent flames from flashing back if the starting valves are damaged.
Drainage
In the connection line from the pressure tanks to the main starting valve a discharge cock must be fitted at the lowest point. This cock must be opened at regular intervals to remove accumulated condensation from the pipes. The cock is used for bleeding the pipe prior to assembly work. The relief cock is used for the same purpose on the main starting valve, which is fitted to the relief pipe of the air bleed valve.
Bleeding the pipe prior to assembly work
The relief cock must be opened prior to starting maintenance work. This prevents pressure from building up in front of the main starting valve as a result of leaks in the pressure tank shut-off fittings which could lead to the unintentional starting of the engine.
Emergency stop
There is an emergency stop device in order to be able to shut down the engine quickly in an emergency. It consists of the valve assembly M 329/2, an air line arranged downstream of the fuel pumps and emergency stop pistons, which act on the control rods of the fuel pumps. When actuating
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are screwed directly into the cylinder heads. Spring-loaded safety valves are also mounted on the cylinder heads in marine engines.
7 (8)
MAN Diesel
2.4.2
Systems
the device, the upstream valve is opened manually (only in marine applications) or electrically. The second valve is also opened with compressed air, and air flows through the distributor to the switch-off piston of the injection pumps and sets the control rods to zero filling. By means of the articulated lever, the engine can be switched off irrespective of the position of the regulating linkage and the speed regulator.
Slow turn device
With the indicator cocks closed, the device permits the engine to turn slowly over for approx. 3 rotations with the objective of ascertaining whether all cylinder areas are free of liquids for the subsequent starting procedure. The device is based on the existing starting system. It operates at a reduced starter air pressure of approx. 12 bar. For explanations on the symbols and abbreviations used please consult Section 5.
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8 (8)
6631 2.4.2-02 EN
MAN Diesel
2.4.3
Systems
Fuel System Fuel System
1 Distributor pipe 2 Branch line 3
5 6 A B
Figure 1: Fuel System
From the inlet flange to the injection valve
The fuel is supplied to the engine at the front/at connection 5671 (see Figure 1). The injection pumps (3) are connected to the distributor pipe (1) by short
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4
5671 Fuel feed 12 Buffer piston 5691 Leak fuel drainage (injection 13 Pressure relief valve pumps/injection valves (stationary engines) Injection pump 5688/5693 Leak fuel drainage (sheathC Coolant/Diesel oil ing of the injection line) Camshaft/Cam 5694 Fuel drainage (injection 5699 Fuel return pumps/injection valves/buffer pistons) Overflow line 7 Heating line for fuel lines 8171 Steam delivery Manifold pipe 8/9 Leak fuel line 8199 Steam return Sealing oil (MDF operation) 10 Injection line Lube oil 11 Injection nozzle
1 (7)
MAN Diesel
2.4.3
Systems
lengths of line (2). They convey the fuel under high pressure through the injector pipe (10) to the injection valves (11). The injection pumps are actuated by cams on the camshaft (4). The injection valve needle opens the cross section to the injection holes when the pressure building up has exceeded the spring force. The injection process ends when the inclined metering ramp of the pump plunger reaches the suction hole. The amount of fuel to be injected is influenced by the rotation of the pump plunger by the control sleeve and control linkage. The injection timing depends on the relative position of the cams on the camshaft.
1 2 3 4 5 6 7 8
Housing 9 Control rod Valve body 10 Control sleeve Pump cylinder 11 Emergency stop piston Pump punch A Fuel feed Compression spring B Fuel return Spring plate C Leak fuel Tappet cup D Sealing oil (MFD operation) Crankcase E Lube oil
Figure 2: Fuel injection pump - left-hand cross-section /position of the righthand connections
2 (7)
Excess fuel not used by the injection pumps is conveyed to the collector (6) via the by-pass tube (5) and returned to the system at connection 5699. This arrangement ensures that ▪
there is always a sufficiently large volume of pressurised fuel available.
▪
In order to warm up the pipe system and the injection pumps, it is possible to circulate preheated fuel even before starting the engine and
▪
the required fuel temperature is easier to maintain.
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Excess fuel
MAN Diesel Quick pressure fluctuations arise in the distributor pipe and return pipe through the priming and shut-off of the injection pump plunger. Such pressure shocks are reduced by spring-loaded buffer pistons (12) at the inlet and outlet of the lines. In order to prevent the formation of vapour bubbles in the hot fuel, marine engines are supplied with fuel from a pressurised system. The requisite pressure is built up by a pressure relief valve (13) in stationary engines.
1 2 3 4 5 6 7 A B
Housing Tightening nut Injection nozzle Needle Spring plate Compression spring Pressure piece Fuel from the injection valve Coolant inlet/coolant feed
8 9 10 11 12 13 14 C D
Systems
Buffer piston
2.4.3
Set screw Injection pump Cylinder head Pressure tube Injection line Injection valve Sleeve Coolant return (opposite the feed) Coolant outlet
Steam and leak fuel lines
The steam lines (7) with the connections 8171 and 8199 are located between the distributor pipes (1) and the return collectors (6). These lines heat the leak fuel lines (8) and (9) with a parallel line (not shown). The leak fuel connections of the injection valves, the injection pumps and the buffer pistons are connected there. The leak oil connections of the sheathing of the injection lines are grouped together in the lines (14) with the connections 5688 and 5693.
Covering
The fuel distribution line and fuel manifold and the injection pumps and injection lines are under a covering. This area and, in particular, the injection lines and the leak fuel collector located there is monitored for leaks by monitoring devices in the downstream systems.
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Figure 3: Fuel injection valve/connection from injector pipe and pressure pipe
3 (7)
MAN Diesel
Systems
2.4.3 System on the plant side
Engines in the heavy oil mode must be equipped with some auxiliary devices (mixing tank, heating device, viscometer etc.). The schematic arrangement and pipe routing is shown in Figure 4 and 5. The exact arrangement of the individual devices is shown in the fuel diagram of the individual equipment.
Pressure system (in marine engines)
The higher final temperature required for high-viscosity heavy fuels requires a pressure system where the system pressure is at least 1 bar over the vaporisation pressure of water to prevent de-gassing problems. All components between the feed pump (5) and the pressure regulating valve (13), i.e. including the mixer tank (11), are under this pressure.
Switching from diesel oil to heavy fuel and vice-versa
A line runs from each of the service tanks for heavy fuel (1) and diesel oil (2) (see Figure 4) to the three-way cock (15). From here the fuel flows through the double filter (3) to the feed pumps (5) and through the automatic filter (7) or the reserve filter (8) to the mixer tank (11). It continues to flow through the booster pump (12), the end preheater (14), the viscosity measuring and regulating device (18) and the double filter (19) to the distribution line on the engine. Filters, pumps and end preheaters are, in general, present in duplicate or as switchable double filters to ensure that 1 device is always available as a backup. The three-way cock (15) is used to switch from diesel oil to heavy fuel mode or vice-versa. The return pipe (20) and both stop valves (21 and 22) enable the return of diesel oil into the diesel oil service tank (2). The pressure regulating valves (6 and 13) are used to set the required system pressure and to keep it constant. If the feed pumps are running when the engine is out of service, the entire feed volume is taken back through the pressure regulating valve (6) to the suction side of the pumps. The cooler (4) mounted in the return pipe prevents excessive heating of the fuel.
4 (7)
The engine only consumes part of the fuel supplied. The excess is taken back to the mixing tank (11) via the return line (17) during heavy fuel operation. During longer periods of diesel oil operation, the stop valves (21 and 22) must be switched in such a way that excess diesel oil returns to the diesel oil service tank (2) via the pressure regulating valve (13) and the return line (20). This therefore prevents prohibited heating of the diesel oil. The three-way cock (16) and flushing pipe (9) enable flushing the heavy fuel in the system out with diesel oil. The three-way cock (15) is set to diesel mode and the three-way cock (16) to flushing and one pump each (5 and
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In normal circumstances the automatic filter (7) is used as the operating filter. The manually-cleaned reserve filter (8) should only be used in the event of failure of the automatic filter (maintenance/repair). In the mixing tank (11), after the changeover from diesel oil to heavy fuel, the diesel oil in the tank is mixed with the inflowing heavy fuel until only heavy fuel remains in the system. The same occurs in reverse when switching from heavy fuel to diesel oil. This ensures that the transition from one fuel type to another and the associated temperature change takes place slowly. Moreover, when starting up, the gas-air mix in the system collects in the mixing tank (11). By using a float switch, which triggers an alarm in good time, the need to manually de-gas the mixing tank is indicated. End preheaters (14) and the viscosity measuring and control device (18) are used to maintain the required fuel temperature when operating with heavy fuel.
MAN Diesel
2.4.3
In stationary engines the demands of system reliability are not quite as high as they are in marine engines. In these cases we normally use a so-called open system. All the components between the feed pump (4) and the pressure retaining valve (13) are under the required system pressure. See Figure 5. The mixing tank (2) is unpressurised.
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Open system (on stationary engines)
Systems
12) is kept running until the system is filled with diesel oil. The fuel which flows out is directed to the heavy fuel service tank (1).
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MAN Diesel
6 (7)
1 2 3 4 5 6 7 8
Service tank (heavy fuel) Service tank (diesel oil) Double filter Cooler Feed pump Pressure regulating valve Automatic filter Reserve filter
9 10 11 12 13 14 15 16
Flushing pipe Degassing valve Mixing tank Booster pump Pressure regulating valve End preheated Three-way cock Three-way cock
17 18 19 20 21 22
Return pipe Viscosity measuring and control unit Double filter Return pipe Shut-off valve Shut-off valve
Figure 4: Fuel system, plant side (pressure system for ship's engines)
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Systems
2.4.3
MAN Diesel
2.4.3
2007-11-05
Systems
Service tank (diesel oil) 7 Viscosity measuring and control unit Mixing tank 8 Leak line Service tank (heavy fuel) 9 Buffer piston Feed pump 10 Overflow line End preheater 11 Fuel injection pump Filter combination 12 Fuel injection valve
Figure 5: Fuel system, plant side (open system for stationary engines)
6631 2.4.3-01 EN
13 14 15 16 17
Pressure retaining valve Distributor pipe Three-way cock Three-way cock Blow-off cock
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1 2 3 4 5 6
7 (7)
MAN Diesel
2.4.4
Tasks/Contexts The most important tasks
Participating systems
Everything is carried out via the filling setting
The following tasks must be carried out with respect to engine output and engine speed: ▪
parameters are to be changed or
▪
kept constant,
▪
a specific response is to be taken to failures,
▪
values must be limited and
▪
balanced with each other with several engines in a plant.
Systems
Speed and Power Regulation
These tasks cannot be performed by one element/system alone. Depending on the system design, the following are required to a varying extent ▪
a speed and power limiting system,
▪
a speed and power regulating system, possibly
▪
a synchronisation system,
▪
a load distribution system and
▪
a frequency regulating system.
Active influencing of the engine speed and engine output can only be carried out by the feed volume adjustment of the fuel pumps. This is carried out using the regulation linkage and the speed regulator. Specific feed volume settings (filling settings) produce ▪
in the case of engines which drive generators, a specific power point on the (constant) rated speed line -
f ⇒ Pvar / nconst. ▪
in the case of engines which drive fixed propellers, a point on the propeller curve and
▪
in the case of engines which drive variable-pitch propellers a point in the propeller performance field.
In these two cases
Speed and output regulation system
The speed and output regulation system aligns the actual speed to the set speed. To do so, an actual value must be captured and a set value, under certain circumstances a selected set value, predetermined. The governor determines the required correction signal. Moreover, its setting also determines the reaction behaviour of the control and limits the speeds and, therefore, the outputs.
Synchronisation device
A synchronisation device is required for engines which drive three-phase generators. Three-phase systems may only be interconnected when frequencies (speeds), voltages and phase sequence coincide and when the energy-generating engines have the same P level. The first conditions must be achieved by the effect on the generator (voltage) and the engine (frequency/speed and phase sequence). The second condition must be satisfied by conscientiously setting the speed regulator.
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f ⇒ Pvar / nvar. is applicable
1 (6)
MAN Diesel
Systems
2.4.4 Active load distribution system
In the case of multi-engine systems, we must avoid units working in parallel from running with different percentage loads. The active load distribution system is used to achieve this. It compares the output signals of interconnected units and continues to deliver actuating pulses via the remote speed adjuster on the speed governor until the compensation is achieved.
Frequency regulation system The load distribution system in generator units is usually combined with a
frequency regulation system. At the same time, the frequencies of the running units with the common rail frequency are compared and jointly compensated, in the event of deviations, by impulses on the speed governors. There is no impact on the load distribution.
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2 (6)
6628 2.4.4-02 EN
MAN Diesel
2.4.4
Systems
1 2 3 4 5 6 7 A B
Flywheel Speed sensor Speed regulator (electronic part) Actuator Linkage Control shaft Fuel injection pump Actual speed value Set speed value a impulse "higher"/"deeper" b impulse "turn off" C Charge air pressure-dependent filling limit D Return
KS Coupling side
8 9 10 11 12 13
Control rod Emergency stop piston Buckling lever Emergency stop valve Filling sensor Operating device
E Actual filling value F Compressed air for emergency shutdown G Pilot air H Fuel a feed b Injection c return KGS Counter coupling side
Figure 1: Speed and output regulation system
Components
The speed and output regulation system, or put more simply, the speed regulation device, is comprised, in more detail, of the speed sensors, the remote speed adjuster (set value transmitter), the shutdown device, the electronic controller and the electrical adjuster. In marine main engines, this volume is supplemented by the filling limits.
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Speed and output regulation system
3 (6)
MAN Diesel
Systems
2.4.4 Layout
The speed sensors are arranged axially to the flywheel. The remote adjustment and switch-off device is fitted to the engine if required or in a remote location. The adjuster is arranged on the counter coupling side in in-line engines. It is mechanically connected to the regulating linkage of the injection pumps. The electronic control unit is mounted in the small control cabinet which is located remotely from the engine. In the case of V engines, used for power generation, one adjuster is provided for each bank of cylinders. These are controlled by a common control unit which also carries out the load distribution. The regulating linkages of the injection pumps are mechanically independent of each other. V engines, used for the main drive in ships, have control shafts which are interconnected via a universal drive shaft. This shaft is actuated by a common adjusting unit.
Operating mode
The speed sensors capture the actual engine speed by following the gearwheel contour. Each time a tooth runs past the sensor, a voltage is generated, which proceeds to break down again in the tooth gap. The frequency of the voltage signals is proportional to the engine speed. Two signal generators provide displays of engine speed and as a control values for the initiation of switching processes, another sensor provides the actual speed to the electronic control unit.
1 2 3 4
Flywheel Gap Speed sensor Dead centre indicator
Figure 2: Layout of the speed sensor
4 (6)
The difference between the set and actual speed value is evaluated in the electronic control unit. At the same time, the level and direction of the deviation and the duration of the modification speed are taken into account. As a result, a correction signal in the form of an electrical value is transferred to the control unit and is there transformed into a rotary movement by an electric motor, a spur gear and a circular segment lever. The adjusting movement is monitored by an electric-mechanical feedback and the signal is sent from the adjuster to the regulator. The regulating rods of the fuel pumps are moved by the rotary movement and the volume of fuel injected into the combustion chamber is altered. Through the corresponding setting on the governor, the operating behaviour of the engine can be adapted to the predominating conditions or to the
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The speed set value transmitter converts the position signals coming in from the outside (e.g. from a synchronisation device other control system) into an analogue current signal 4-20 mA. In the simplest case, the set value default is adjusted using the push buttons "higher/lower", arranged in the control station at the engine, for example.
MAN Diesel
2.4.4
Systems
operating target. See printed document in section D of the Technical Documentation.
Figure 3: Speed governor system manufactured by Heinzmann, consisting of electro-mechanical adjuster (right), electronic regulator (left) and programmer (centre) The control linkages of the fuel pumps are connected to the control shaft via buckling levers. The buckling lever is constructed so that it can buckle in both directions of movement if a specific adjusting force is exceeded. This ensures that a sticking control linkage or a pump piston that is restricted in its rotary movement cannot cause blocking of the control linkage and the other injection pumps. This applies to all operating situations, including starting and stopping. Under normal conditions the split lever is retained in its bearings by a tension spring.
1 Control shaft 2 Buckling lever
4 Adjustable linkage rod 5 Control rod (shown in rotated position)
3 Tension spring Figure 4: Method of operation of the buckling lever (a Starting position, b Control linkage blocked in ZERO position, c Control linkage blocked in FULL position)
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Buckling lever
5 (6)
MAN Diesel
Systems
2.4.4
Starting and running up (filling When starting and running up the engine, specific filling amounts must not be exceeded, e.g. in order to guarantee as smoke-free a run-up as possible limit)
or manoeuvring without overloading. In order to do so, the charge air pressure is converted with a P/I transducer into a current signal. The electronic section carries out a logical evaluation ensuring that there is no speed release until the relevant charge pressure has been achieved. Higher set value defaults from the outside are ignored. The limit curves can be freely programmed in the governor. This takes place via an electric interface and a small programming unit. When starting the engine i.e. in the event of insufficient charge pressure, the filling is limited to 60 % (adjustable).
Shutting down the engine
Under normal conditions the engine is shut down by retracting the filling to "zero". This can be done using the remote operating device or on the control console. Electrical impulses are directed to the regulating electronic system. The engine can be stopped in an emergency by directing pilot air to the emergency stop piston of the fuel injection pumps (see section 2.4.2).
Filling indicator/Filling transmitter
At the end of the control shaft the deflection is transmitted to an inductive movement signal generator. This creates 4-20 mA signals which allow remote display or other processing. The filling can be read off on the control linkage rods of the injection pumps using the embossed scale.
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2.4.6
Lubrication of the engine and turbocharger Supply from the internal distribution pipe
All lubrication points on the engine and the turbochargers are connected to the compressed oil circuit. The lubricating oil inlet flange (2171) is located on counter coupling side. From the distribution pipes cast into/integrated in the body the oil is directed to the crankshaft bearings. From here it is directed through the crankshaft, on the one hand to the connecting rod bearings and through the connecting rods to the piston upper sections (see Figure 1), The location bearing on the coupling side is supplied with oil from the last bearing block (see Figures 2/3).
Support ring Cylinder liner Crankshaft Top land ring to the crankshaft bearings
5 Piston 6 Gudgeon pin 7 Connecting rod N from the crankshaft bearings to the piston upper section
Figure 1: Lube oil system from the crankshaft bearing to the piston From all these lubrication points the oil flows freely back into the oil sump. The oil sump directs it into the lube oil tank underneath. Furthermore, the integrated distributor pipes supply
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1 2 3 4 G
Systems
Lube oil system
1 (9)
MAN Diesel
Systems
2.4.6 ▪
the camshaft bearings of the injection camshaft and the valve camshaft and
▪
the injection nozzles and bearings of the control shaft drive.
The oil channels for supplying the camshafts continue over the camshafts. From here, ▪
the cam followers and
▪
the injection pumps and rocker arms
2 (9)
A Lube oil to the engine and to the turbocharger (2171) B to the pump drive
1 Pressure regulating valve
C to the vibration dampers and thrust bearings of the camshafts and to the cylinder lube oil pump D Distributor pipe E via the injection camshaft to fuel pumps and control levers/ yokes in the cylinder head F via valve camshaft to the cam followers G to crankshaft bearings
3 Engine
2 fitted pump
KS Coupling side H via crankshaft bearing to location bearing
L to the turbocharger M Oil drain from the turbocharger (2599/2597) P Bleeding (2598/2585)
9 Pressure reduction valve
J to bearings and injection noz- 10 Turbocharger zles of the control shaft drive K to the hydraulic pistons and guide bearings of the injection and valve camshaft
Figure 2: Lube oil system (overview)
Supply from outside
The axial bearing of the high pressure pump camshaft is supplied with oil from the outside. The engine-driven coolant and lube oil pumps are also
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are supplied with lube oil.
MAN Diesel
2.4.6
The lube oil system must be fitted with a pressure regulation valve on the inlet side which keeps the oil pressure constant in front of the entry in the engine, independent of the speed and oil temperature. The oil supply to the turbocharger is adjusted using a pressure reducing valve or a regulating disc.
13 14 20 21
Systems
supplied with lube oil from the outside. The pilot pistons and guide bearings of the camshaft adjusting devices (if present) are also supplied by separate lines from the outside. This applies also to the bearings of the turbocharger. The supply lines of these component groups are connected to the integrated distribution line.
Injection camshaft 22 Bearing bush Valve camshaft 23 Spray nozzle Crankshaft gear Intermediate gear J to bearings and injection nozzles of the control shaft drive
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Figure 3: Lube oil system from the distribution lines to the drive gears - (section S1-S1, drawn for a clockwise rotating engine)
6631 2.4.6-02 EN
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MAN Diesel
Systems
2.4.6
5 7 8 11
Crankshaft Fuel injection pump Cylinder head Crankcase
12 Crankshaft bearing bolts 13 Injection camshaft (bearing) 14 Valve camshaft (bearing)
15 Cam follower shaft D Distributor pipe E via the injection camshaft to fuel pumps and control levers/yokes in the cylinder head F via valve camshaft to the cam followers G to crankshaft bearings S to crankshaft bearing bolts
Figure 4: Lube oil system from the distribution lines to the crankshaft and the camshafts (section S2-S2)
4 (9)
In marine main motors. especially in those with a mechanically driven lube oil pump, turbochargers with an emergency lubrication system are used. They are intended to provide the turbocharger with adequate oil during runout in stop procedures and also in the event of a black-out. During run-out the bearings in the NR turbochargers are supplied with oil from a bladder accumulator, whose bladder is filled with nitrogen and is compressed during normal operation. As the operating pressure falls, the oil is pressed to the
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Supply to the turbocharger
MAN Diesel
2.4.6
B P Q R
Systems
turbocharger by the compressed bladder. A non-return valve prevents backflow into the supply pipe (see Figure 5).
Oil to turbocharger Nitrogen (one-time) Oil reserve to turbocharger Oil to engine
Figure 5: Emergency lubrication of the turbocharger (on ship's main engines) from a bladder accumulator For lubricating the turbocharger before starting the engine, either use the main lube oil pump or a smaller auxiliary pump (see Figure 6). Cycle control of the pump and system matching must ensure that the turbocharger is not over-lubricated, either during pre-lubrication or during operation.
R Oil to engine Figure 6: Pre-lubrication of the turbocharger with auxiliary pump
Lube oil route
The lubrication of the running surfaces of the cylinder liners is carried out primarily by splash-oil and by oil mist from the crankcase. The lubrication of the piston rings takes place from below via holes in the lower section of the cylinder liner. In the interests of as little oil consumption as possible, the geometrical conditions were designed so that the oil holes are covered by the first piston ring land at bottom dead centre of the piston and by the
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Cylinder lubrication
5 (9)
MAN Diesel
Systems
2.4.6
piston skirt in the top dead centre. The oil is directed to the cylinder liners from the side opposite the exhaust through the intermediate floor of the body base. The oil supply is carried out from the counter coupling side.
Pressure creation/Oil distribution
The required oil pressure is created by the pump unit (see Figure 3). Its feed rate can be matched to the individual engine size/number of cylinders by changing the speed of the frequency-controlled motor.
9 Body base intermediate floor 11 Piston (right top edge / left lower edge) 10 Cylinder liner 5 Oil from block distributor to the cylinder liner Figure 7: Lubrication of the cylinder liner and piston rings The suction line B on the pump is connected to the lube oil inlet line A with which the engine and turbocharger are supplied with oil. There is an adjustable pressure-limiting valve on the pressure side of the pump. Regulation of the oil flow to the lube points is carried out using a hydraulically active block distributor. The movements of the working pistons of the block distributor are monitored by an inductive proximity switch and an impulse evaluation unit. This must make sure that a specified number of impulses are produced in a specified period of time.
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2.4.6
Systems
A Lube oil to the engine and to the turbocharger B to the cylinder lube oil pump C Overflow line D to the block distributor E to the cylinder liners/Piston rings
1 Pump unit 2 Pressure limiting valve (adjustable) 3 Block distributor 4 Proximity switch 5 Impulse monitoring
Figure 8: Cylinder lube oil system
Temperature monitoring of the crankshaft bearing
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The temperatures of the crankshaft bearings (and the external bearing) are measured just below the bearing shells in the bearing caps. This is carried out using oil-tight resistance temperature sensors (Pt 100). The sensing leads are routed in the crank housing up to the level of the cable ducts on the troughs of the injection camshafts and are taken from there to terminal boxes on the outside.
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MAN Diesel
Systems
2.4.6
1 Crankshaft 2 Crankshaft bearing cap 3 Temperature sensor
Figure 9: Temperature monitoring of the crankshaft bearings (figure shows inline engine)
Splash-Oil Monitoring System The Splash-Oil Monitoring System is a constituent part of the safety system. Sensors are used to monitor the temperature of each individual drive unit (or pair of drive units on V engines) indirectly via the splash oil. If the defined maximum value or the admissible deviation from the mean value is exceeded, the safety system initiates an engine shutdown. Damage to the bearings on the crankshaft and piston rod is characterised by early changes in the lube oil temperature. The Splash-Oil Monitoring System reliably detects these temperature changes and then prevents wideranging damage by actuation of an alarm, followed by an engine stop. In the operating station the individual drive train temperatures of the engine are displayed graphically and as absolute values.
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2.4.6
Systems
1 Temperature sensor 3 Operating station 2 Crankcase cover 4 Safety system
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Figure 10: Drive train temperature monitoring with Splash-Oil Monitoring System
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MAN Diesel
2.4.7
Overview Circuits/Cooling media
In the interest of the lowest possible thermal stress the components must be cooled, ▪
the components which form the combustion chambers and (through a separate system)
▪
the fuel injection valves.
Systems
Coolant System
The charge air heated by compression in the turbocharger is recooled with the charge air cooler. This occurs in the interests of enlarging the air mass available for combustion. Treated fresh water is normally used for cooling purposes. Charge air coolers are also cooled with fresh water, in certain rare cases with seawater or waste water. Single-stage charge air coolers are usually integrated in the secondary circuit. in two-stage charge air coolers, intercooled engine cooling water (primary/high temperature circuit) flows through the first stage of the charge air cooler and fresh water from the secondary/low temperature circuit flows through the second stage (Figure 1).
Cylinder cooling Coolant inlet (3171)
The coolant inlet flange 3171 for the cylinder cooling is located on the counter coupling side. The coolant first flows through the two charge air coolers into the distribution line. There are connections on the cylinder liner support rings (underneath) originating from the distribution line. The following are cooled (see Figure 2 - Chambers a to k): ▪
the holes in the top land ring and
▪
the cylinder head.
The cooling of the cylinder head is performed starting from the annular space around the cylinder head base (f). From there the water flows through bore holes in the annular space between the injection valve cannon and the cylinder head inner section. In part it does not reach this area until after circulating around the valve seat rings. The other large cooling areas of the cylinder head are filled from this annular space. The outflowing water flows through the push-fit transition bushing via the top area of the support ring to the return manifold. This is next to the supply line. It takes the heated water back into the system. The return is carried out at connection 3199.
Technology V32/40
2007-11-05
Coolant outlet (3199)
6631 2.4.7-03 EN
1 (5)
MAN Diesel
Systems
2.4.7
1 Engine 2 Cylinder head/Support ring HT High temperature circuit (Stage I) A Coolant to the charge air cooler (Stage I) B Coolant to the cylinders
C Coolant after cylinder
F Coolant for injection nozzles (feed) D Coolant for charge air cooler G Coolant for injection nozzles (Stage II) (drain) E Charge air H Drainage (manifold) 3 Charge air cooler
NT Low temperature circuit (Stage II)
K Bleeding for cylinder cooling and charge air cooler (manifold) L Dehydration of the cylinder head/top land ring (V-engines)
Figure 1: Cylinder and nozzle coolant system (shown for two-stage charge air coolers)
Technology V32/40
2007-11-05
2 (5)
6631 2.4.7-03 EN
MAN Diesel
2.4.7
Systems
1 Cylinder liner 4 Cylinder head a...k Coolant routing/Cooling chambers 2 Support ring 5 Valve seat ring 3 Top land ring 6 Sleeve on the injection valve
Bleeding
The bleeding connection (p) for the top land ring and cylinder head is located in the cylinder head on the exhaust side (Figure 3). The connections are brought together with the bleeding of the charge air cooler in a single line and directed to connection 3198.
Emptying
The coolant chambers of the top land ring and the cylinder head can be drained via the hole(n) or the drain connection 3195 or 3186. In addition, the drain pipe (h) can be used to drain the lines on the charge air coolers, the cylinder coolant feed lines and the nozzle coolant lines.
Leak checks
The tightness of the system, cylinder head, top land ring, cylinder liner and support ring, as well as the sealing rings of these components can be checked at the bore holes (l - Gas tightness) and (m - Leaks). The bore holes are located on the side opposite the exhaust on the inside left.
6631 2.4.7-03 EN
Technology V32/40
2007-11-05
Figure 2: Combustion chamber components coolant routing
3 (5)
MAN Diesel
Systems
2.4.7
Figure 3: Cylinder head with bleeding connection p (left) and combustion chamber components with inspection apertures l and m as well as drainage connection n (right)
Nozzle cooling The feed and return lines for the nozzle coolant are located behind the fuel injection pumps. The feed connection has the number 3471. The water is taken via short pipe sections to the cylinder head and via an annular space up to the injection valve. The return is carried out in the same way. The manifold pipe ends at connection 3499. Emptying of the supply and drain pipe is possible via the connection to the cylinder coolant emptying pipe.
Charge air temperature control
4 (5)
During operation in the tropics, the engines must be controlled in order to avoid condensation in the charge air pipe and also with regard to the charge air temperature. This is carried out by the CHATCO temperature controller (see Figure 4), where the following physical limiting conditions apply: Water precipitates when compressing and cooling the charge air. In unfavourable conditions, up to 1000 kg/h in larger engines. The volume increases: ▪
with increasing intake air temperature,
▪
with increasing intake air humidity,
▪
with increasing charge air pressure, and
▪
with decreasing charge air temperature.
The condensation volume must be reduced as far as possible. Water must not enter the engine. This is guaranteed by design measures and can be supported by controlling the charge air temperature. CHATCO includes a 3way temperature regulating valve in the LT area of the charge air pipe, an electronic temperature controller and two temperature sensors - one in the charge air line and one in the intake area of the turbocharger (e.g. in the intake air shaft).
6631 2.4.7-03 EN
2007-11-05
Technology V32/40
Charge air temperature control
MAN Diesel
2.4.7
1 2 A c ST TE1 TE2
Systems
The charge air temperature is constantly raised as from a specific intake air temperature. The control system is active in all operating conditions where no charge air preheating takes place.
Charge air cooler 3 CHATCO cabinet Temperature regulating valve Charge air B Coolant Intake air temperature d Charge air temperature Engine speed GT Fuel pump filling Intake air temperature TC Temperature controller Charge air temperature
Technology V32/40
2007-11-05
Figure 4: Control diagram - CHATCO
6631 2.4.7-03 EN
5 (5)
MAN Diesel
2.5
Technical data
2.1 2.2 2.3 2.4 2.5
Scope of supply/Technical specifications Engine Components/Assemblies Systems Technical data
6631 2.5-4 EN
1 (1)
MAN Diesel
2.5.1
Designations and plant numbers Engine
18V 32/40
Plant number
1065160/161 1068204/205
Turbocharger
NR 34/S
Plant number
7000406-409 see identification plate STX
Charging method
Technical data
Power and consumption information
Accumulation mode
Acceptance company
Works acceptance
Operation and drive type Application
concerning Stationary engine
X
Marine main engine Auxiliary marine engine Drive configuration
concerning Fixed-pitch propeller Variable-pitch propeller Generator
X
Other Fuel
concerning Diesel oil ≦ 380 mm2 /s
Heavy fuel Operation/Monitoring
X concerning
Automatic remote control Remote control
X
Central control/Operation without supervision
X
Standard monitoring
Continuous duty/Standard operating conditions
MCR
according to ISO According to 3046/I ISO3046/I (Standard operating (at set-up location) conditions)
Power output
9000 kW
Air temperature
33 °C
Charge air cooler water temperature
°C
00327 2.5.1-01 EN
Technology V32/40
2008-08-20
Power and consumption information
1 (4)
MAN Diesel
Technical data
2.5.1 Continuous duty/Standard operating conditions
according to ISO According to 3046/I ISO3046/I (Standard operating (at set-up location) conditions)
MCR
Air pressure
1 bar
Installation height
100 m above sea-level Speed of engine rotation Direction of rotation of the engine
720 1/min Right -
Turbocharger speed Mean effective piston pressure
25.9 bar
Ignition pressure
190 bar
Compression pressure
160 bar
Mean piston speed
9.6 m/s
Compression ratio ε
Fuel consumption
See trial run log
14.5 -
according to ISO According to 3046/I ISO3046/I (Standard operating (at set-up location) conditions)
MCR
Heavy fuel
191.4 g/kWh
Diesel oil/MDF
g/kWh lube oil consumption
0.79 g/kWh kg/h
Cylinder oil used
See trial run log
Technical data Main dimensions Cylinder diameter
320 mm
Stroke
400 mm
Stroke volume of a cylinder Cylinder pitch
32.17 dm3 630 mm
Firing sequence
concerning 12 cylinder engine, firing order A Clockwise rota- A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2-B2 tion
Technology V32/40 2 (4)
A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-B1
14 cylinder engine, firing order A Clockwise rota- A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5-B5tion A3-B3 Anticlockwise rotation
A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-B2A2-B1
00327 2.5.1-01 EN
2008-08-20
Anticlockwise rotation
MAN Diesel
2.5.1 concerning 16 cylinder engine, firing order B Clockwise rota- A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5-B5tion A2-B2-A3-B3 Anticlockwise rotation
A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-B7A7-B4-A4-B1
18 cylinder engine, firing order A Clockwise rota- A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8-B8tion A6-B6-A4-B4-A2-B2 Anticlockwise rotation
X
Technical data
Firing sequence
A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-B7A7-B5-A5-B3-A3-B1
18 cylinder engine, firing order B Clockwise rota- A1-B1-A6-B6-A3-B3-A2-B2-A8-B8-A7-B7tion A4-B4-A9-B9-A5-B5 Anticlockwise rotation
A1-B5-A5-B9-A9-B4-A4-B7-A7-B8-A8-B2A2-B3-A3-B6-A6-B1
Control times Inlet valve Exhaust valve
opens.
53 °CA before TDC
closes
40 °CA after BDC
opens
41 °CA before BDC
closes
39 °CA after TDC
Overlap
92 °CA
Starting valve
Starter air pilot valve
opens
2-3 °CA after TDC
closes in 12 and 14 cylinder engine
132±2 °CA after TDC
closes in 16 and 18 cylinder engine
116±2 °CA after TDC
opens/closes
Start/end of delivery of the injection pump
See trial run log See trial run log
Sealing areas and emissions Sealing areas/ Power restrictions Please also refer to sections 3.4.3 and 3.6.2. Emissions
dB(A) Sound (air pressure) according to according to Noxious substances in the exhaust NOx according to
* Direction of rotation seen from coupling side
00327 2.5.1-01 EN
Technology V32/40
2008-08-20
Sound (structure-borne noise)
3 (4)
MAN Diesel
Technical data
2.5.1
Technology V32/40
2008-08-20
4 (4)
00327 2.5.1-01 EN
MAN Diesel
2.5.2
Operating temperatures* Air
Air before compressor
45 °C 1)
Charge air
Charge air before cylinder
45 ... 58 °C 2)
Exhaust
Exhaust after cylinder
max. 510 °C
Permissible deviation of individual cylinders from the mean value
±50°C
Exhaust before turbocharger Coolant
max. 565 °C
Engine coolant after engine
90 , max. 95 °C 4)
Engine coolant preheating
≥60 °C
Coolant before LT stage Nozzle coolant
(max. 38 °C) 1) (marine)
( 60 °C)
(stationary) Lube oil
lube oil before engine/Before turbocharger Lube oil after engine (at full load) Lube oil after turbocharger (at full load) Preheating (heavy fuel in day tank)
Fuel
( 80 °C) 65
4)
max. 70 °C 78 °C
max. 105 °C ≥40 °C
Fuel (MDF) before engine
(max. 50 °C) 3)
Fuel (HFO) before engine
(max. 155 °C) 3)
Preheating (heavy fuel in day tank) Bearing
Technical data
Temperatures and pressures
Crankshaft bearings
≥75 °C See acceptance record
Operating pressures (excess pressures)* Air
Air before turbocharger (negative pressure)
Starting air/Control air
Starting air
min. approx. 10, max. 30 bar
Pilot air
8, min. 5.5 bar
Charge air
Charge air before/after charge air cooler (pressure difference)
max. 80 mbar
Cylinder
Rated ignition pressure
190 bar
Permissible deviation of individual cylinders from the mean value
± 5 bar
Safety valve (opening pressure)
247 bar
Crank case
Crank case pressure
max. 2.5 mbar
Safety valve (opening pressure)
50 ... 70 mbar
Exhaust
Exhaust gas after turbocharger
max. 30 mbar
Coolant
Engine coolant and charge air cooler HT Charge air cooler LT
Lube oil
3 ... 4, min. 2.2 bar 1.5 ... 3 bar
Lube oil before engine Lube oil before turbocharger
6628 2.5.2-04 EN
3.5 ... 4.5 bar, min. 3.3 bar 1.3 ... 1.7 bar
Technology 32/40
2007-08-27
max. -20 mbar
1 (2)
MAN Diesel
Technical data
2.5.2 Fuel
Fuel before engine
(in case of pressure system)
6 ... 8, min. 4 bar
Fuel injection valve
(opening pressure)
360 +10 bar
(Opening pressure for new springs)
380 bar
Required pressure in the fuel system depending on the fuel viscosity and injection viscosity Fuel viscosity
Temperature after preheater
Injection viscosity
Evaporation pressure
Required system pressure
(mm2/s at 50 °C)
(mm2/s)
(°C)
(bar)
(bar)
180 320
12 12
124 137
1,4 2,4
2,4 3,4
380 420
12 12
140 142
2,7 2,9
3,7 3,9
500 700
14 14
140 146
2,7 3,2
3,7 4,2
Test pressures (excess pressures) Pilot air
Control air pipes
12 bar
Cooling chambers/Water side
Cylinder head
10 bar
Cylinder liner
7 bar
Charge air cooler
6 bar
Cooling system cylinder cooling
7 bar
Cooling system injection valve cooling
7 bar
Fuel chambers
Fuel inlet lines
30 bar
Lube oil
Lube oil lines
10 bar
Valid for nominal output and nominal speed. For mandatory reference values, see test run and commissioning protocol in Volume B5 and "List of measuring and control devices" in Volume D. 1) In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures. 2) Aim for a higher value in conditions of high air humidity (condensation). 3) Dependent upon the fuel viscosity and injection viscosity. See section 3.3.4 - operating materials. 4) Regulated temperature *
Technology 32/40
2007-08-27
2 (2)
6628 2.5.2-04 EN
MAN Diesel
2.5.3
Weights of the most important components Components - from top to bottom Cylinder head cover
12 kg
Rocker arm bearing bracket with rocker arms
60 kg
Rocker arm bearing bracket
27 kg
Exhaust rocker arm
13 kg
Inlet rocker arm
19 kg
Cylinder head with valves
532 kg
Cylinder head
504 kg
Inlet/Exhaust valve
Technical data
Weights
7 kg
Cylinder liner
172 kg
Support ring of the cylinder liner
233 kg
Top land ring
33 kg
Piston with connecting rod shaft and piston pin
228 kg
Piston without piston pin
106 kg
Gudgeon pin
31 kg
Connecting rod (connecting rod shank, bearing housing, bearing cap)
205 kg
Connecting rod bearing body
70 kg
Connecting rod shank
91 kg
Connecting rod bearing cap
44 kg
Crankshaft bearing cap
118 kg
Crankshaft bearing shell (half shell) Crankshaft with balance weights
Balance weight of the crankshaft Control shaft drive gear (2 section)
12V 32/40
6,000 kg
14V 32/40
7,000 kg
16V 32/40
7,500 kg
18V 32/40
8,500 kg 145 kg 66 kg approx. 1,295 kg.
Technology V32/40
2007-08-28
Torsion vibration damper (Geislinger & Co.)
2 kg
6631 2.5.3-02 EN
1 (2)
MAN Diesel
Technical data
2.5.3 Crankcase/Tie rod Crankcase
Tie rod
12V 32/40
approx. 17,000 kg.
14V 32/40
approx. 21,000 kg.
16V 32/40
approx. 24,000 kg.
18V 32/40
approx. 27,000 kg. 35 kg
Cross tie rod
5 kg
Cylinder head bolt
19 kg
Injection camshaft (section)
44 kg
Valve camshaft (section)
43 kg
Fuel injection pump
36 kg
Fuel injection valve
10 kg
Injection system
Charge air and exhaust system Turbocharger NR 34
1,980 kg
Turbocharger NR 29
1,130 kg
Charge air cooler two stage
approx. 620 kg.
Charge air pipe (internal section)
49 kg
Exhaust pipe (internal section)
61 kg
Miscellaneous Cylinder lubrication unit/Oil pump Speed governor (adjuster)
22/9 kg 32 kg
Weights of complete engines 12V 32/40
approx. 56 t.
14V 32/40
approx. 64 t.
16V 32/40
approx. 71 t.
18V 32/40
approx. 79 t.
Technology V32/40
2007-08-28
2 (2)
6631 2.5.3-02 EN
MAN Diesel
2.5.4
Explanations The table below has been organised according to the MAN subassembly group system, i.e. the subassembly group numbers in bold entered in the intermediate titles. Dimensions and clearance are quoted in accordance with the following schematic: X
Bore diameter
Y
clearance
Z
Shaft diameter
Technical data
Dimensions/Clearances/Tolerances - Part 1
For printing reasons, tolerances are not quoted in the normal manner +0.080 200 +0.055 but as described below. 200 +0.080/+0.055
Tie rod /lateral tie rod 012 Dimension/Measuring point
Rated dimension (mm) 588 Horizontal M42x3
A B/C
1898 Vertical M56x4
Technology V32/40
2008-08-20
A B/C
6631 2.5.4-07 EN
1 (4)
MAN Diesel
Technical data
2.5.4 Crankshaft 020 Dimension/Measuring point A
A * **
Clearance when new (mm)
Rated dimension (mm) *
Clearance max. (mm) --
**
Web deflection (crankshaft) See acceptance record See Work Card 000.10
Crankshaft bearing/Locating bearing 021 Dimension/Measuring point
Rated dimension (mm) A B C D E F
*
320-0.036 -6.84-0.020 125 -60-0.019
Clearance when new (mm) -0.270 ... 0.380 --0.50 ... 0.72 --
Clearance max. (mm) -0.45 6.79-0.020* ----
Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11
Torsional vibration damper (crankshaft) 027 Dimension/Measuring point
Rated dimension (mm)
2 (4)
1210* Diameter 160* Width
2008-08-20
Technology V32/40
A B
*
Depending on design
6631 2.5.4-07 EN
MAN Diesel
2.5.4
Dimension/Measuring point
Rated dimension (mm) A B C D E F G H J K X
*
290-0.032 -5.89-0.020 -145 -0.005/-0.020 980 125 160 490 1415 145 +0.220/+0.160
Clearance when new (mm) -0.25 ... 0.35 -0.17 ... 0.24 --------
Clearance max. (mm) -0.42 5.84-0.020* 0.31 --------
Technical data
Connecting rod bearing/Piston pin bearing 030
Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11
Piston 034 Dimension/Measuring point
Rated dimension (mm) 145 +0.068/+0.043 -145 -0.005/-0.020 260 478.5 320* **
-0.048 ... 0.088 ------
Clearance max. (mm) --------
Technology V32/40
2008-08-20
A B C D E F G
Clearance when new (mm)
6631 2.5.4-07 EN
3 (4)
MAN Diesel
Technical data
2.5.4 * **
The outer diameters are to difficult to check due to the convex oval shape. The listing of exact dimensions has been omitted since the life of the piston is normally determined by the wear of the ring grooves. Compression distance - see acceptance record
Piston rings 034 Dimension/Measuring point
Rated dimension (mm) A B C D E F G H J* J** J***
-0,6 --0,4 -0,2 -**** **** ****
2008-08-20
4 (4)
-0,180 ... 0,225 --0,130 ... 0,165 -0,053 ... 0,095 -0,8 ... 1,2 1,8 ... 2,2 0,6 ... 0,9
Clearance max. (mm)
Joint gap ring 1 Joint gap ring 2 Joint gap ring 3 See Work Card 034.05
Technology V32/40
* ** *** ****
6 +0,200/+0,170 -6 -0,010/-0,025 6 +0,140/+0,120 -8 +0,060/+0,040 -8 -0,013/-0,035 ----
Clearance when new (mm)
6631 2.5.4-07 EN
MAN Diesel
2.5.5
Cylinder liner 050 Dimension/Measuring point
Rated dimension (mm) A B2* B4* B5* C** D E F G H K
* **
320 + 0.057 ----439 370 809 529 332 86
Clearance when new (mm)
Clearance max. (mm) ------------
-0.960 0.256 0.096 0.320 -------
Technical data
Dimensions/Clearances/Tolerances - Part 2
Maximum permissible wear on the measuring point of the gauge bar (see Work Card 050.02) Ovality, C + (A1 - A2)
Technology V32/40
2007-08-28
Dimension A, B, C valid for cylinder liner, not for top land ring. The dimension A is measured at the top reversing point of the first piston ring laterally and longitudinally to the longitudinal axis of the engine.
6631 2.5.5-06 EN
1 (5)
MAN Diesel
Technical data
2.5.5 Cylinder head/Cylinder head bolts 055 Dimension/Measuring point
Rated dimension (mm) A B C D E F
Clearance when new (mm)
685 526 763 442 1400 M48x3
Clearance max. (mm) -------
-------
Speed sensor 071 Dimension/Measuring point
Rated dimension (mm) A
Clearance max. (mm) --
--
Technology V32/40
2007-08-28
2 (5)
1… 3
Clearance when new (mm)
6631 2.5.5-06 EN
MAN Diesel
2.5.5
Dimension/Measuring point
Rated dimension (mm) A* B* C* J K
Dimension/Measuring point
Rated dimension (mm) D E F G H
160 +0.206/+0.151 -160 -0.025 -155
0.272 ... 0.442 0.243 ... 0.406 0.272 ... 0.442 ---
Clearance when new (mm) -0.151 ... 0.231 -0.650 ... 1.100 --
Clearance max. (mm) 0.54 0.48 0.54 ---
Clearance max. (mm) -** -1.3 --
Backlash Increase in clearance normally slight. For replacement criteria see Work Card 000.11 Pitch circle diameter
Technology V32/40
2007-08-28
* ** ***
---480** 432**
Clearance when new (mm)
Technical data
Camshaft drive 100
6631 2.5.5-06 EN
3 (5)
MAN Diesel
Technical data
2.5.5
Camshaft bearing of the injection camshaft and end bearing of the valve camshaft 102/120 Dimension/Measuring point
Rated dimension (mm) A/D B/E C/F G/L
*
201 +0.228/+0.169 -201 -0.029 60
Clearance when new (mm) -0.169 ... 0.257 ---
Clearance max. (mm) -* * ---
Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11
Camshaft bearing of the valve camshaft 102/120 Dimension/Measuring point
Rated dimension (mm)
4 (5)
179 +0.185/+0.106 -178.86-0.03 60
-0.246 ... 0.355 ---
Clearance max. (mm) -* * ---
2007-08-28
Technology V32/40
A B C G
Clearance when new (mm)
*
Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11
6631 2.5.5-06 EN
MAN Diesel
2.5.5
Dimension/Measuring point
Rated dimension (mm) J1) J2) H3) H4) K1)
1) 2) 3) 4)
------
Clearance when new (mm) 0.1 ... 0.3 0.3 ... 0.5 0.3 ... 0.5 0.3 ... 0.5 0.25 ... 0.5
Clearance max. (mm) 0.4 0.6 0.6 0.6 0.55
Technical data
Camshaft thrust bearing on the coupling side 102/120
Injection camshaft with adjusting device Valve camshaft with adjusting device Injection camshaft without adjusting device Valve camshaft without adjusting device
Drive for pumps mounted on the engine 105 Dimension/Measuring point
Rated dimension (mm) ---
*
0.35 ... 0.60 0.35 ... 0.60
Clearance max. (mm) 0.7 0.7
Technology V32/40
2007-08-28
A* B*
Clearance when new (mm)
Backlash
6631 2.5.5-06 EN
5 (5)
MAN Diesel
2.5.6
Rocker arm bearing/Inlet valve/Exhaust valve 111/113/114 Dimension/Measuring point
Rated dimension (mm) A1) B2) C D E K L*** M
1) 2)
* ** ***
--24 +0.021 -23.90+0.02/-0.02 106 28 565.5
Clearance when new (mm) 0.2 +0.1 0.9 +0.1 -0.080 ... 0.141 -----
Clearance max. (mm) ---** -----
Technical data
Dimensions/Clearances/Tolerances - Part 3
Valve clearance for inlet valves* Valve clearance for exhaust valves* Measured on cold or hot engine Wear edge of the valve guide - see Work Card 113.05 Valve stroke
Push-rod drive 112 Dimension/Measuring point
Rated dimension (mm) 60.030 +0.020 -59.940 +0.030 25.079 +0.024 -25.029 +0.010 30.200 +0.050 -30.000 +0.050
-0.060 ... 0.110 --0.040 ... 0.074 --0.150 ... 0.250 --
Clearance max. (mm) -0.14 --0.09 --0.3 --
Technology V32/40
2008-04-21
A B C D E F G H J
Clearance when new (mm)
6631 2.5.6-07 EN
1 (3)
MAN Diesel
Technical data
2.5.6 Starter slide valve/Starter valve 160/161 Dimension/Measuring point
Rated dimension (mm) A B C*
*
Clearance when new (mm)
-37 7
0.2 +0.1/-0.1 ---
Clearance max. (mm) ----
Valve stroke
Fuel injection pump 200 Dimension/Measuring point
Rated dimension (mm) A B C D E1) F G H J K L M N2) O3) P4) Q R
1) 2)
Technology V32/40 2 (3)
4)
10 +0.04/+0.02 -9.95 -0.02 32 +0.062 -(32) 54 +0.046 -54 -0.060/-0.106 25 +0.021 -25 -0.020/0.041 34.5 --500 160
Clearance at the head of the pump plunger 0.018 ... 0.020 mm Punch stroke Punch stroke with main piston at TDC - see acceptance protocol Pump filling - see acceptance protocol
6631 2.5.6-07 EN
-0.07 ... 0.11 --0.011 ... 0.013 --0.06 ... 0.15 --0.020 ... 0.062 -------
Clearance max. (mm) -0.14 -----0.17 --0.075 -------
2008-04-21
3)
Clearance when new (mm)
MAN Diesel
2.5.6
Dimension/Measuring point
Rated dimension (mm) A B C D E F G H J K
114 +0.035 -114 -0.100/-0.135 45 +0.080/+0.119 -45 -0.025/-0.041 -55 +0.030 -55 -0.100/-0.146
Clearance when new (mm)
Clearance max. (mm)
-0.100 ... 0.170 --0.105 ... 0.160 -0.4 ... 0.7 -0.100 ... 0.176 --
-0.20 --0.20 -0.8 -0.20 --
Technical data
Drive of fuel injection pump 200
Fuel injection valve 221 Dimension/Measuring point
Rated dimension (mm) 1 +0.05/-0.05 -425 68.5
* **
Needle rise Nozzle specification - see acceptance record
6631 2.5.6-07 EN
Clearance max. (mm) -----
-----
Technology V32/40
2008-04-21
A* B** C D
Clearance when new (mm)
3 (3)
MAN Diesel
Operation/Operating media
1 Introduction 2 Technology 3 Operation/Operating media 4 Maintenance/Repairs 5 Appendix
6631 3-4 EN
1 (1)
MAN Diesel
3.1
Prerequisites Prerequisites Safety Operating media Operative management I - Putting engine into operation 3.5 Operative Management II - Monitoring Operating Data 3.6 Operative Management III - Operating faults 3.7 Operative Management IV - Shutting Down the Engine 3.1 3.2 3.3 3.4
6631 3.1-4 EN
1 (1)
MAN Diesel
3.1.1
Effects from the past Many prerequisites for successful operation of the engine/the engine installation are met very early. Others can/must be influenced immediately. The fundamental principles, which can no longer be subject to direct influence, include ▪
the origin of the engine,
▪
qualified production under the supervision of the monitoring authorities/ classification companies and
▪
expert mounting and the exact setting of the engine during the trial run.
Prerequisites
Prerequisites/Guarantee
The factors affecting later events also include ▪
the care exercised in planning, designing and erecting the system,
▪
interaction circumstances of the customer with the designers and suppliers and
▪
consistent target-oriented work during the start-up and running-in phase.
Prerequisites - To be practised daily Prerequisites that must be always met in everyday operation include ▪
the selection of suitable personnel and their instruction and training,
▪
availability of Technical documentation for the system, especially operating instructions and safety regulations,
▪
ensuring operational readiness and operating reliability, oriented towards operating objectives and operating results,
▪
the organisation of inspections, maintenance and repair activities,
▪
The commissioning of the systems, auxiliary facilities and engines according to a chronologically ordered checklist and
▪
the determination of the operating targets whilst striking a balance between expenditure and benefit.
The following sections provide information on the above-mentioned topics.
2008-06-12
Questions regarding the guarantee are treated in accordance with the "General Supply Conditions" of MAN Diesel SE. We would like to draw your attention to an important extract to ensure that you can orient your daily decisions / actions according to these basic principles. The full text or the agreements made in the individual cases are binding.
Clause 1
"MAN Diesel SE guarantees to maintain expressly promised characteristics as well as the faultless design and manufacture and non-defective material such that the parts that may become unusable, or their usability considerably adversely affected as a result of such shortfall, would be, at its discretion, rectified free of charge or new parts supplied at its own cost and risk."
6680 3.1.1-01 EN
Operation/Operating media General
Guarantee
1 (2)
MAN Diesel Clause 4
"The guarantee does not cover natural wear and tear and parts which have suffered premature wear because of their material consistency or the method of their application; also it does not cover damage caused by inappropriate storage, treatment or application, overloading, inappropriate operating materials, faulty construction work or foundations, unsuitable subsoil, chemical, electro-chemical or electrical influences".
Clause 5
"The customer can make a guarantee claim on MAN Diesel SE only if ▪
the erection and start-up of the object of delivery was carried out by personnel of MAN Diesel SE,
▪
the confirmation of the eligibility for a guaranteed claim was reported in writing to MAN Diesel SE without delay, at the latest 2 months after the expiry of the guarantee period,
▪
the customer has observed the specifications of MAN Diesel SE on the handling and maintenance of the object of delivery and has instituted any specified checks properly,
▪
no rework has been carried out without the approval of MAN Diesel SE,
▪
no spare parts of any other origin have been installed."
2 (2)
2008-06-12
Operation/Operating media General
Prerequisites
3.1.1
6680 3.1.1-01 EN
MAN Diesel
3.2
Safety Prerequisites Safety Operating media Operative management I - Putting engine into operation 3.5 Operative Management II - Monitoring Operating Data 3.6 Operative Management III - Operating faults 3.7 Operative Management IV - Shutting Down the Engine 3.1 3.2 3.3 3.4
6631 3.2-4 EN
1 (1)
MAN Diesel
3.2.1
Safety-related basic principles/their fulfillment Hazard-free use
German laws and standards and European Union (EU) Directives require that technical products must have the necessary safety features to protect the users and must conform to the general recognised technical regulations. It must be stressed, that hazard-free use and the safety of the machines must be guaranteed through expert planning and design, and cannot be achieved through restrictive rules of behaviour.
Intended use
The technical documentation must contain statements regarding "intended use" and concerning restrictions of use.
Persistent risks
Persistent risks must be disclosed, sources of danger/critical situations must be marked/labelled. These notes should enable the operating personnel to carry out safe actions and to avoid dangers.
Safety
General remarks
Signals, symbols, text or illustrations must be used as communication elements which point out such sources of danger/critical situations. They must be applied to the product and inserted in the technical documentation in an agreed manner. A multi-stage system is to be used for safety instructions.
Contribution from MAN Diesel MAN Diesel SE complies with these requirements by special endeavours in the development, design and execution and by corresponding structuring SE of the technical documentation, especially with regard to the instructions in this section. This partially key-word structuring does not, however, absolve from the observance of the individual sections of the technical documentation. Please note also that inappropriate actions can lead to the loss of guarantee cover.
2007-10-31
Operation/Operating media General
6680 3.2.1-02 EN
1 (3)
MAN Diesel
Safety
3.2.1 Warning sign, dangerous locations on the engine
2 (3)
This warning sign must be clearly visible on the engine as well as at all access points to the engine room or engine house. Personnel who need to enter the danger area 2.5 m around the machine for operational reasons must be informed of the existing dangers. Access to the danger area is only permitted when the operating mode of the engine is in order and if suitable protection equipment is being worn. Unnecessary loitering in the danger area is prohibited.
Explanations for the warning sign, meaning of the symbols in the warning notes Attention! Warning of a dangerous location!
6680 3.2.1-02 EN
2007-10-31
Operation/Operating media General
Figure 1: Warning sign
MAN Diesel
3.2.1
Warning of hand injuries Danger of crushing!
Safety
Flammable materials!
Hot surface!
Explanations of the warning sign, significance of the prohibitive symbols Fire, open flame and smoking prohibited!
Entry not allowed to unauthorised persons!
Explanations of the warning sign, meaning of the command symbols Wear ear protection!
Wear safety helmet!
Use eye protection!
Wear protective clothing!
Wear safety shoes!
Wear safety gloves!
2007-10-31
6680 3.2.1-02 EN
Operation/Operating media General
Operating instructions/ Observe working instructions!
3 (3)
MAN Diesel
3.2.2
Safety
Destination/Suitability of the Engine Intended use The four-stroke diesel engine delivered is intended for operation under the following constraints: ▪
of the technical data, section 2.5.1,
▪
the technical specifications, section 2.1,
▪
the order confirmation,
▪
operation using the specified operating media,
▪
taking into account a layout/arrangement of the supply, measuring, control and regulating systems as well as a determination of the constraints (e.g. disassembly areas/crane capacities) according to the recommendations by MAN Diesel SE or state-of-the-art technology.
▪
starting, operating and stopping according to the usual technical operating rules, exclusively by authorised, qualified, trained personnel who are familiar with the system.
Moreover: Situation/Characteristic
on condition of
(Marine engine) travelling with a full load in arctic waters or (stationary engine) operation at times with overload
Charge air blow-off device
Part load with improved acceleration power
Charge air bypass device
Safe operation in the upper load range with part load optimised turbochargers
Exhaust blow-off device
Quick and extensive soot-free run-up
Jetassist device
Part load operation with improved combustion and low residue formation 2stage LLK Operation with optimised part load operating values by adjusting the con- Control times adjusting device trol times (only engine 32/40) Injection timing adjusting device
Slow turning over prior to starting (in case of automatic operation)
Slow turn device
Low vibration and structure-borne sound operation
Semi-resilient/resilient support
Power take-off on the free engine end
Crankshaft extension
Cleaning of the turbocharger(s) (during operation)
Cleaning device/s
Cleaning of the charger air cooler(s)
Cleaning device
The engine is intended/suitable for
2007-04-13
The engine is conditionally intended/suitable for: ▪
operation at operating values for which there is an alarm situation,
▪
operation with forced speed (marine main engines),
▪
passing through barred speed ranges,
▪
blackout test,
▪
idling or low load operation,
6680 3.2.2-01 EN
Operation/Operating media General
Operation with optimised injection timing
1 (2)
MAN Diesel
Safety
3.2.2 ▪
operation with generator in "return output" (in network parallel operation),
▪
Operation with reduced maintenance expenditure,
▪
accelerated run-up/sudden loading and unloading to a moderate extent,
▪
operation without cylinder lubrication,
▪
operation with speed governor failure (only marine main engines 32/40),
▪
Operation in the case of failure of the electronic-hydraulic speed control system after switching over to mechanical-hydraulic speed governor (40/45 ... 58/64),
▪
emergency operation with 1 or 2 blocked/partly dismantled turbocharger(s), ˗ fuel pumps switched-off, ˗ dismantled drive mechanisms, ˗ dismantled rocker arms/push rods.
Not intended/suitable for The engine is not intended/suitable for operation with operating values which caused an engine stop or load reduction,
▪
putting into operation of the engine/of parts without running in,
▪
operation in case of black out
▪
operation in case of failure of supply equipment (air, compressed air, water, ..., electric voltage supply, load reduction),
▪
operation within barred speed ranges,
▪
operation in case of failure of mechanical-hydraulic speed governor,
▪
operation without appropriate monitoring/supervision,
▪
operation without, or significantly reduced, maintenance costs
▪
unauthorised modifications,
▪
use of non-original spare parts,
▪
long-term shutdown without adopting preservation measures.
2 (2)
2007-04-13
Operation/Operating media General
▪
6680 3.2.2-01 EN
MAN Diesel
3.2.3
Dangers due to insufficient personnel/Training Expectations in case of marine engines
Safety
Risks/Dangers
Propeller operation/generator operation (normal operation/operation in road stead): Chief engineer on board. Operation led by technical officer. Maintenance work/repair work in harbour: Implementation by engineers, technical assistants or fitters and helpers. Instruction and, in difficult cases: technical officer or chief engineer. Generator operation (in port): Operation conducted by technical officer. Maintenance work/repair work in port: As above.
Also applicable
Company managers must have a certificate of qualification / patent which corresponds to national regulations and international agreements (STCW). The number of people required and their minimum qualifications are generally stipulated by national regulations or by international agreements (STCW).
Expectations for stationary plants (power plants)
During operation: Plant manager (engineer) available. Operation management/monitoring of the engine and the relevant supply systems by trained and specially instructed engineer or technical assistant. Maintenance work/repair work: Implementation by engineers, technical assistants or fitters and helpers. Instruction and, in difficult cases: engineer or chief engineer.
Also applicable
For company managers and those who carry out/monitor maintenance work and repairs it must be proven in accordance with the Energy Law (EnWG) in Germany that technical management is guaranteed by an adequate number of qualified employees. In other countries comparable laws/guidelines must be observed. Insufficient personnel/training cannot be compensated by other endeavours.
Dangers due to components/Systems
2008-07-09
Table 3, Figures 1 and 2
See Table 3 and Figures 1 and 2. These pages are designed to instill the danger points in the subconscious.
6631 3.2.3-02 EN
Operation/Operating media V32/40
By the nature of things there are specific dangers associated with technical products, operating situations and interventions. This is, in spite of all efforts, also applicable to the development, design and manufacture of engines and turbochargers. In normal operation, and even under certain unfavourable conditions, they can be operated safely. Nevertheless, residual hazards remain which cannot be avoided completely. Some of these are merely potential hazards and some only appear in specific circumstances or during unplanned actions. Others are particularly current.
1 (7)
MAN Diesel
Safety
3.2.3
2 (7)
2008-07-09
Operation/Operating media V32/40
Figure 1: Hazardous areas on the engine in accordance with EU machinery directive (Part 1)
6631 3.2.3-02 EN
MAN Diesel
3.2.3
Safety
Figure 2: Hazardous areas on the engine in accordance with EU machinery directive (Part 2)
Dangers from operation management/from improper use Tables 4 and 5
Dangers can arise not only from components and systems, but even from certain operating situations or interventions. Hazards of this type are compiled in tables 4 and 5. These provide further indications regarding the keywords listed in section 3.2.2.
Dangers due to emissions Defensive/Protective measure
Treated cooling water, lube oil, hydraulic oil, fuel
Dangerous to the skin and health, water-contaminating
Use/Disposal in accordance with the instructions from the manufacturers or suppliers
Cleaning and auxiliary agents
According to the manufacturer's information
Use/Disposal in accordance with the instructions from the manufacturers or suppliers
Exhaust with harmful components NOx, SO2, CO, HC, soot
Harmful to health1), environmentally contaminating when exceeding threshold values
Carry out maintenance work according to the maintenance schedule, plan the operation taking into consideration the dangers, observe operation results critically, replace components with IMO marking only by equivalent items.
Air noise
Harmful to health, environmentally contaminating when exceeding threshold values
Wear hearing protection, limit exposure to the absolutely essential
2008-07-09
Danger
6631 3.2.3-02 EN
Operation/Operating media V32/40
Emission
3 (7)
MAN Diesel
Safety
3.2.3 Emission
Danger
Defensive/Protective measure
Noise transmitted by solid objects
Harmful to health, environmentally contaminating when exceeding threshold values
Limit exposure to the absolutely essential
Vibrations
Harmful to health, maximum permit- Avoid an increase in process-related ted threshold value see section 2.5.1 vibrations from additional sources
1) Information for clients in California: California Proposition 65 Warning Diesel engine exhaust and some of its constituents are known to the State of California to cause cancer, birth defects, and other reproductive harm.
Table 1: Dangers from emissions originating from the engine and turbocharger
Planned workstations Engines are usually operated by remote control. Regular tours of inspection according to the rules of "observance-free operation" are required. In this case priority is given to overseeing measuring, control and regulating devices as well as other areas of the plant particular worthy of attention. Personnel are not intended to remain continuously in the immediate vicinity of the engine or turbocharger while it is running. Servicing and maintenance activities are, as far as possible, not to be carried out with the engine(s) running in the dangerous zones listed in Table 1 or in Figures 1 and 2.
Personal protection measures The accident prevention regulations (APR) and other regulations issued by the responsible trade association or comparable institutions must be strictly observed. This includes wearing work protection clothes and safety shoes, the use of safety helmets, goggles, hearing protection and gloves.
4 (7)
2008-07-09
Operation/Operating media V32/40
The general protection equipment must comply, as a minimum, with the following standards and working descriptions:
6631 3.2.3-02 EN
MAN Diesel
3.2.3 Standard / Issue date
Workstation description
Hearing protection
DIN EN 352-1 / 04.2003
for the noise range up to 110 dBA
Head protection
DIN EN 397 / 05.2000
Sharp edges and corners, danger from falling objects, high surface temperatures 100 % may only be used for a short period during acceleration and regulation processes.
▪
Pure idle operation is only permitted for 1-2 hours at a stretch.
6680 3.4.3-02 EN
2008-08-04
Operation/Operating media General
1)
MAN Diesel
3.4.3
Blocks/Limitations may not be removed without consultation with MAN Diesel SE.
Operative management I - Putting engine into operation
These data are approximate values. The determining factors for the engine's operation are the values agreed upon between the purchaser, shipyard/ planning agency and engine manufacturer.
2008-08-04
Operation/Operating media General
6680 3.4.3-02 EN
3 (3)
MAN Diesel
3.4.4
Prerequisites Engines require a run-in period: ▪
when put into operation on-site, if after test run the pistons or bearings were dismantled for inspection or if the engine was partially or fully dismantled for transport.
▪
after fitting new drive train components, such as cylinder liners, pistons, piston rings, crankshaft bearings, big-end bearings and piston pin bearings.
▪
after the fitting of used bearing shells.
▪
after long-term low-power operation (> 500 operating hours)
Supplementary Information Adjustment required
During the run-in procedure the unevenness of the piston-ring surfaces and cylinder contact surfaces is removed. The run-in period is completed once the first piston ring perfectly seals the combustion chamber. I.e. the first piston ring should show an evenly worn contact surface. If the engine is subjected to higher loads, prior to having been run in, then the hot exhaust gases will pass between the piston rings and the contact surfaces of the cylinder. The oil film will be destroyed in such locations. The result is material damage (e.g. burn marks) on the contact surface of the piston rings and the cylinder liner. Later, this may result in increased engine wear and high oil consumption. The time until the run-in procedure is completed is determined by the properties and quality of the surfaces of the cylinder liner, the quality of the fuel and lube oil, as well as by the engine's load and speed. The run-in periods indicated in illustrations 1 or 2 may therefore only be regarded as approximate values.
Operative management I - Putting engine into operation
Engine run-in
Operating media Fuel
The run-in period may be carried out using diesel fuel or heavy fuel. The fuel used must meet the quality standards (section 3.3) and the design of the fuel system.
Lube oil
The run-in lube oil must match the quality standards (see section 3.3), with regard to the fuel quality.
2008-08-05
Flushing the lube oil system
Thorough flushing of the total lube oil system must be carried out prior to the engine's initial operation. (See Work Card 000.03).
6680 3.4.4-04 EN
Operation/Operating media General
For the run-in of gas four-stroke engines it is best to use the gas which is to be used later in operation. Diesel-gas engines are run in using diesel operation with the fuel intended as the ignition oil.
1 (4)
MAN Diesel
Operative management I - Putting engine into operation
3.4.4 Engine run-in Cylinder lubrication
The cylinder lubrication must be switched to "Running In" mode during completion of the run-in procedure. This is done at the control cabinet or at the control panel (under "Manual Operation"). This ensures that the cylinder lubrication is already activated over the whole load range when the engine starts. The run-in process of the piston rings and pistons benefits from the increased supply of oil. Cylinder lubrication must be returned to "Normal Mode" once the run-in period has been completed.
Checks
Inspections of the bearing temperature and crankcase must be conducted during the run-in period: ▪
The first inspection must take place after 10 minutes of operation at minimum speed.
▪
An inspection must take place after operation at full load.
The bearing temperatures (camshaft bearings, big-end bearings and main bearings) must be determined in comparison with adjoining bearing. For this purpose an electrical sensor thermometer may be used as a measuring device. At 85% load after having reached full power, the operating data (ignition pressures, exhaust gas temperatures, charge pressure, etc.) must be tested and compared with the acceptance report.
Standard run-in programme
For generator engines, the speed is initially increased to the nominal speed in the prescribed time period, prior to the load being turned on. The engine's output power should remain within the power range as indicated in the figures. Critical speed ranges should be avoided.
Running in during commissioning on site
Barring exceptions, four-stroke engines are always subjected to a test run in the manufacturer's premises. As such, the engine has usually been run in. Nonetheless, after installation in the final location, another run-in period is required if the pistons or bearings were disassembled for inspection after the test run, or if the engine was partially or fully disassembled for transport.
Running in after fitting new drive train components
If during revision work the cylinder liners, pistons, or piston rings are replaced, then a new run-in period is required. A run-in period is also required if the piston rings are replaced in only one piston. The run-in period must be conducted according to Figure 1 and 2 or according to the associated explanations.
2 (4)
Running in after refitting used or new bearing liners (crankshaft, connecting rod and piston pin bearings)
When used bearing shells are reused, or when new bearing shells are installed, these bearings have to be run in. The run-in period should be 3 to 5 hours under progressive loads, applied in stages. The instructions in the preceding text segments, particularly the ones regarding the "Inspections", and Figure 1 or 2 must be observed. Idling at higher speeds for long periods of operation should be avoided if at all possible.
Running in after low load operation
Continuous operation in the low load range may result in substantial internal pollution of the engine. Residue from fuel and lube oil combustion may cause deposits on the top land ring of the piston exposed to combustion, in the piston ring channels as well as in the inlet channels. Moreover, it is
6680 3.4.4-04 EN
2008-08-05
Operation/Operating media General
The cylinder liner may be rehoned according to Work Card 050.05, if it is not replaced. A transportable honing machine may be requested from one of our Service and Support Locations.
MAN Diesel
3.4.4
Since the piston rings have adapted themselves to the cylinder liner according to the running load, increased wear resulting from quick acceleration and possibly with other engine trouble (leaking piston rings, piston wear) should be expected. After a longer period of low load operation (≥ 500 hours of operation) a runin period should be performed again, depending on the power, according to Figure 1 or 2. Also see instructions in Section 3.5.4 "Low Load Operation".
Further information
For further information, you may contact the MAN Diesel SE customer service or the customer service of the licensee.
Operative management I - Putting engine into operation
possible that the charge air and exhaust pipe, the charge air cooler, the turbocharger and the exhaust gas tank may be polluted with oil.
A Engine speed nM D Run-in period in [h] B Engine power (prescribed range) E Engine speed and engine power in [%] Figure 1: Standard run-in programme for stationary engines and marine auxiliary engines (constant speed) of engine type 32/40 + 32/44 CR
2008-08-05
Operation/Operating media General
6680 3.4.4-04 EN
3 (4)
MAN Diesel
A Engine speed nM D Run-in period in [h] B Engine power (prescribed range) E Engine speed and engine power in [%] Figure 2: Standard run-in programme for stationary engines and marine auxiliary engines (constant speed) of engine type 40/54 48/60 58/64
4 (4)
2008-08-05
Operation/Operating media General
Operative management I - Putting engine into operation
3.4.4
6680 3.4.4-04 EN
MAN Diesel
3.5
6631 3.5-4 EN
Operative Management II - Monitoring Operating Data
Prerequisites Safety Operating media Operative management I - Putting engine into operation 3.5 Operative Management II - Monitoring Operating Data 3.6 Operative Management III - Operating faults 3.7 Operative Management IV - Shutting Down the Engine 3.1 3.2 3.3 3.4
1 (1)
MAN Diesel
3.5.1
Engine Monitoring/Performing Checks Modern engine systems are generally operated automatically using intelligent control systems. Hazards and damage are precluded to a large extent by internal testing routines and monitoring equipment. Nevertheless, regular controls are required to ensure that the causes of potential problems are detected as early as possible and promptly resolved. Moreover, the required maintenance work must be performed within the periods required. The checks described below pertain, at least during the guarantee period, to the owner's duty of care. However, they should be continued after the warranty term expires. The time and costs required are low in comparison to those generated by troubleshooting failures or damage, which are undetected or detected too late. Results, observations and handling of such monitoring measures must be recorded in a machine log. In order to enable an objective assessment of the observations, reference values must be defined.
Continuous checks(hourly/ daily)
The continuous checks should extend to the following measures: ▪
Assess the operating status of the propulsion system, check for alarms and shutdowns,
▪
Visual and audible assessment of the systems,
▪
Check output and consumption values,
▪
Check the filling level of all service fluid tanks,
▪
Check the most essential engine operating data and ambient conditions,
▪
Check the quiet running of engine, turbocharger and generator.
Operative Management II - Monitoring Operating Data
Engine Monitoring /Performing Routine Duties
Periodic checks(daily/weekly) In somewhat longer intervals the scope of the continuous checks should be ▪
Checking the progress of the operating hours and the conformance of the operating hours in multiple engine systems,
▪
Evaluation of the progress of the number of starts,
▪
Check the printers or recording instruments,
▪
Check all of the relevant engine operating data,
▪
Evaluation of the stability of the speed governor and control linkage,
▪
Check for unusual vibrations and strange running noises,
▪
Check of the functionality of all systems, units and main components ,
▪
Check of the condition of the operating media.
Routine jobs The following routine jobs must be performed at intervals in accordance with requirements: The following routine jobs must be performed at intervals in accordance with requirements:
6680 3.5.1-01 EN
Operation/Operating media General
2007-04-13
supplemented according to the following points.
1 (5)
MAN Diesel
Operative Management II - Monitoring Operating Data
3.5.1 Fuel System
▪
Check and fill the service tank (Diesel oil and heavy fuel) as required. Drain this tank before switching to another tank.
▪
Never completely drain the service tank, since air would fill the fuel pipes and the injection system would have to be bled.
▪
Regularly drain or suck water and slurry from the reservoir tanks since otherwise sediment could accumulate up to the level of the drain pipe.
▪
Regularly clean filters and separators.
▪
Check for cleanliness when taking on fuel. Perform a spot test of the fuel at each bunkering (see Work Card 000.05) and keep these together with the engine operating data logs. The fuel must comply with the quality requirements.
Engines with heavy fuel operation: ▪
Heat the heavy fuel until the required viscosity is obtained for the injection pumps. See figure 1. Supplementary information is included in the viscosity temperature diagram in Section 3.3.4.
2 (5)
Lube oil system
▪
Do not mix heavy fuels with varying viscosity or heavy fuel with distillate. This could cause instability and lead to failures in the operation of the engine.
▪
Separate heavy fuel in single or double stages, depending on the system.
▪
Check the lubricating oil level in the service tank and top up with oil if required.
▪
Check lubricating oil temperatures in front of and after the cooler.
▪
Monitor the lubricating oil pressure at the control station and set to the stipulated operating pressure if required. It is not significant if the oil
6680 3.5.1-01 EN
2007-04-13
Operation/Operating media General
Figure 1: Viscosity temperature diagram (summarised version)
MAN Diesel
3.5.1
Oil pressure
If the oil pressure drops, switch the engine off immediately!
Coolant System
▪
Check lubricating oil at the stipulated intervals (see maintenance schedule, section 4) for water content.
▪
Use lubricating oil which corresponds to the stipulated quality requirements (see section 3.3).
▪
Regularly clean filters and separators.
▪
Check the coolant level in the expansion tanks (cylinder and injection valve cooling) and top up if required. Check corrosion inhibitor concentration (see quality requirements sheet 3.3.7 and Work Card 000.07).
▪
Check coolant outflow temperatures. If the temperature should rise above the stipulated highest value and cannot be adjusted, the engine load must be reduced and the fault be remedied. Cool down only slowly in order to prevent thermal stresses within the engine.
Engines with heavy fuel operation: ▪
Set the coolant outflow temperature according to the stipulated value (see section 2.5). If the engine is run whilst cold there is increased cylinder liner wear and corrosion as a result of the sulphur content in the heavy fuel. Fuel consumption will also increase.
▪
When, for marine engines, manoeuvres are performed in heavy fuel operation (Pier-to-pier-operation), cooling should be monitored so that the coolant temperatures remain as high as possible.
Operative Management II - Monitoring Operating Data
pressure exceeds the normal value after starting a cold engine, since, as the oil warms up, it will decrease to the set operating pressure.
In the event of failures in the engine cooling circuit, especially if the coolant pump fails, the engine must be switched off immediately.
Starting air system
▪
After starting the engine, the compressed air tanks must be refilled immediately in order to have the required compressed air available at all times.
Charge air system
▪
The pipes from the distributing pipe to the starting valves must be checked for heat build-up after starting the engine. If a pipe becomes too hot the valve in question is not tight. The valve should be overhauled as soon as possible or replaced. The valve seat and valve cone could otherwise be destroyed.
▪
High air humidity may cause large amounts of condensed water to accumulate in the charge air pipe (refer to Section 3.5). The drainage must be checked at the drain water pipe provided at each bank of cylinders. If condensation is drained via a float valve, check that it is functioning properly. In order to minimise the accumulation of condensed water the charge air temperature over the entire operating range must
6680 3.5.1-01 EN
Operation/Operating media General
2007-04-13
Engines without compressed air starter:
3 (5)
MAN Diesel
4 (5)
be kept as high as possible, with the compromise, however, with the other operating values. ▪
The charge air pressure in the test run record is to be compared with the one on the engine. It permits conclusions to be drawn concerning the condition of the exhaust turbocharger and the charge air cooler. The charge air pressure in front of and after the charge air cooler, displayed on a differential pressure gauge, is a yardstick for the contamination of the cooler air side.
Additional work/Instructions Operating values
▪
The exhaust temperatures can vary slightly, despite the fact that the cylinders all produce the same power. Do not set the cylinders to the same exhaust temperatures.
▪
The cylinders must be loaded as evenly as possible. This may be determined by matching the ignition pressures and the control linkage positions of the injection pumps.
▪
The exhaust temperatures must be controlled and compared with the values measured previously (acceptance record). If greater differences are detected, the cause must be ascertained and the failure remedied.
▪
Check the exhaust clouding. Oil in the combustion chamber makes the exhaust bluish, poor combustion or overload makes the exhaust dark or black.
▪
The engine output must be reduced if the intake air temperatures deviate from the values stipulated for the pipe definition.
Indicator diagrams (not valid for gas engines)
All cylinders should be indexed at the indicated intervals (see maintenance schedule in Section 4). For this indexing at ignition pressures ≤ 160 bar, a mechanical device (e.g. an indicator by Maihak) can be used. At higher ignition pressure ratings, an electronic measuring device may be used. Pressure-stroke diagrams can be produced using an electronic ignition pressure measuring device, e.g. by Baewert, Meerane (See supplementary sheet 3.5.2). The shape of the compression/expansion line permits the ignition point and the ignition pressures to be determined, providing a useful comparison of the loading of the individual cylinders. The ignition pressures may only deviate slightly from the average value ( 5 %) and must not exceed the stipulated value. Higher pressures indicate premature injection or an excessive injection volume whilst lower pressures indicate late injection or excessively low injection volumes. A comparison of diagrams with those taken from the new engine permits potential irregularities to be detected. For later comparisons the following values should be noted on each diagram: Turbine speed, charge air pressure, exhaust temperature per cylinder, engine speed (rpm), injection pump charge, marking gauge and possibly the fuel consumption during the indexing.
Determination of output
The performance output of marine engines may be determined based on the measured operating data concerning the charge of the injection pumps. In the case of diesel generator sets, the engine output can be determined from the generator output. See Section 3.5.
Running gear bearings
In order to detect bearing damage early and to avoid consequential damage a running gear monitoring is fitted to engines operating without supervision. 3 systems can be used alternatively or simultaneously: Oil mist detector, Splash-Oil Monitoring System or bearing temperature monitoring system.
6680 3.5.1-01 EN
2007-04-13
Operation/Operating media General
Operative Management II - Monitoring Operating Data
3.5.1
MAN Diesel
3.5.1
The Splash-Oil Monitoring System indirectly calculates the temperatures of each individual running gear (or running gear pair in the case of V engines) via the splash oil. If the defined maximum value or the admissible deviation from the mean value is exceeded, the safety system initiates an engine shutdown. The bearing temperature monitoring system uses resistance thermometers fitted in the bearing bodies of the crankshaft main bearings. These thermometers pass corresponding pulses to the safety system, thereby releasing audible and visible alarms or shutting down the engine automatically.
Operative Management II - Monitoring Operating Data
The oil mist detector checks the oil mist density in the crankcase of each cylinder (for V-engines of one cylinder pair) and triggers an audible and visible alarm in case of smoke development due to evaporating lube oil due to high bearing temperature or prospective piston damage.
2007-04-13
Operation/Operating media General
6680 3.5.1-01 EN
5 (5)
MAN Diesel
3.5.2
Engine Log Book Classification Bodies and many Monitoring Authorities require that an engine log book be kept. We also recommend that you record the checking procedures in an engine log book, in spite of having printing devices available. In the log you may also record observations and activities as well as the necessary actions. The following information should also be entered into the engine log book: ▪
Measurement and test results,
▪
Fuel change and refuelling,
▪
Experiences/conclusions from maintenance and repair work.
It depends on the measurements taken by the Manager/Chief Engineer, to turn the engine log book into a useful tool or an important instrument of operative management. Since opinions regarding the form of the engine log book differ substantially, we have not provided a sample log. We are, however, willing to provide you with support and to help you, in particular, in recording reference values. The primary sources of information should be the test run and commissioning protocol as well as the "List of Measuring and Control Devices".
Figure 1: Diagrams for Trend Analysis
Engine diagnosis with electronic ignition pressure measuring devices Visual/acoustic checks of the engine, entries in the engine log book and interpretations over operating time are used, in a conventional way, for the
6680 3.5.2-02 EN
Operation/Operating media General
2007-10-17
Valuable experience/information for decisions can be collected when important operating data, service life data or actions are not only recorded, but also represented in the course of time. For this purpose, diagrams similar to figure 1 may be useful. This approach provides a simple tool for trend analysis.
Operative Management II - Monitoring Operating Data
Engine Log Book/Engine Diagnosis/Engine Management
1 (5)
MAN Diesel
2 (5)
assessment of the current or expected condition. Information at a higher level may be gained using a mobile ignition pressure and injection pressure meter, e.g. the Baewert HLV-94. Pressure at the indexing connection is measured with the device (if necessary of several engines) and displayed on a LCD as a diagram over the crankshaft angle or as a table. The corresponding mean indexed pressures are also calculated. The measured data may also be printed out using a connecting cable or be made accessible to a PC via a COM1 or COM2 interface. The injection pressure can be measured and displayed in a similar way. DMS sensors are required for this which have to be installed in the injection pipes. Electronic ignition pressure measuring devices permit the person in charge to draw reliable conclusions regarding the load distribution from cylinder to cylinder and the deviations from normal combustion and injection circumstances, based on the measured values, pressure behaviour and diagrams. They provide the basis for decisions (depending on the performance spectrum) concerning the correction measures and maintenance or repair work which, in turn, may reduce operating expenses and breakdown times.
Figure 2: Electronic ignition pressure measuring device, by Baewert System
Company
Indicator system HLV 94
Baewert GmbH Postfach 177 D-08393 Meerane
Digital Pressure Indicator DPI
Leutert GmbH & Co. Schillerstraße 14 D-21365 Adenhofen
Peak pressure indicator LEMAG-PREMET LS
Lehmann & Michels GmbH Marlowring 4 D-22525 Hamburg
Table 1: Electronic Indicator Systems
6680 3.5.2-02 EN
2007-10-17
Operation/Operating media General
Operative Management II - Monitoring Operating Data
3.5.2
MAN Diesel
3.5.2
CoCoS-EDS is an engine diagnosis and trend analysis system which presents the current measured data of the diesel engine on a PC. It was developed by MAN Diesel SE and is a component of the CoCoS engine management system. The diagnosis system, which makes available the skills of outstanding technical experts, allows permanent diagnosis of ▪
the function of charge, combustion and injection,
▪
the temperatures and pressures of air, gas, oil and water systems,
▪
the temperature of the components,
▪
the condition of the air filter, compressor, charge air cooler, turbine and exhaust gas tank.
EDS offers three user levels which are available at any time:
Monitoring
▪
Monitoring,
▪
Trend and
▪
Diagnosis
The EDS uses the values of the normal alarm system and the supplementary measured values from the EDS-Sensor box. These supplementary measured values are necessary to be able to perform more accurate calculations and diagnoses. They are acquired every 20 seconds and saved every half hour. In case of an engine stop, all the data of the last half hour remains available. This is important for analysis of emergency stops.
2007-10-17
EDS transforms the measured values in such a way that the detected values describe the engine's actual condition, under observance of physical and thermodynamical procedures. The measurement protocols can be called up in various presentation formats.
6680 3.5.2-02 EN
Operation/Operating media General
Figure 3: CoCoS-EDS monitoring Visualisation of Turbocharger Measurement Data
Operative Management II - Monitoring Operating Data
Engine Diagnosis with CoCoS-EDS
3 (5)
MAN Diesel
Operative Management II - Monitoring Operating Data
3.5.2 Trend
The trend analysis provides a graphical rendering of the stored condition changes. This is an extremely helpful process in the early detection of abnormalities in the engine's operating condition. For short-trend analyses, all of the engine's operating data are stored in the database in a 5-minute cycle. The stored history remains for two weeks. The operating data from the short-trend database are accumulated into daily values in the long term database. The stored history amounts to two years in this location.
Figure 4: CoCoS-EDS trend - operating data are displayed over a specific time period.
Diagnosis
Every 5 minutes, the so-called pre-diagnosis is carried out. This diagnosis is able to detect any deviations in the operating data from their normal value, irrespective of current load and external influences. Given that there are currently no long-term stable measurement sensors available for high pressure values, the diagnosis system will indicate on a weekly basis, or when it is necessary, at short intervals that an ignition and injection pressure measurement must be carried out. After input of these values, the EDS can carry out a full diagnosis.
4 (5)
▪
Date and time of the first distinctive and most recent occurrence of the malfunction,
▪
The type of malfunction and
▪
The cause of the malfunction.
2007-10-17
Operation/Operating media General
On demand, the user receives the following information:
6680 3.5.2-02 EN
MAN Diesel
3.5.2
The three modules provide the user with the necessary information concerning the engine's actual condition as well as the comprehensive experience of the MAN Diesel SE engine developers and service engineers.
Operative Management II - Monitoring Operating Data
Figure 5: CoCos-EDS diagnosis
2007-10-17
Operation/Operating media General
6680 3.5.2-02 EN
5 (5)
MAN Diesel
3.5.3
Acceleration and load times of diesel engines in stationary power plant systems Diesel engines must not be subjected to quick acceleration and deceleration. The following aspects must be taken into account. ▪
Thermal and mechanical loads,
▪
Exhaust gas clouding,
▪
Power output of the turbocharger.
Engine without preheating
On stationary engines, with cooled down systems, 48 minutes should elapse until loading at 26 ... (see Fig 1).
Engine with preheating
For an engine at operating temperature, or at least a preheated engine, (oil temperature ≥ 40 °C, engine coolant temperature ≥ 60 °C) the load may be applied more quickly (see figure 2). The engine's ability to be subjected to the load depends on the prevailing temperatures and the system design. For engines that are operated locally, the acceleration and deceleration sequences should be observed by the engine room personnel. For engines operated remotely, the load controlling programmes for normal and emergency operation must be integrated into the remote control system. This requires mutual agreement between the purchaser, switchgear manufacturer and engine manufacturer.
Operative Management II - Monitoring Operating Data
Load curve during acceleration
2007-04-13
Operation/Operating media General
6680 3.5.3-02 EN
1 (3)
MAN Diesel
Operative Management II - Monitoring Operating Data
3.5.3 Acceleration and load times without preheating
1 Engine speed [1/min] 4 Time [min] 2 Engine power [%] 5 Load/speed [%] 3 Times, depending on the current operating temperature and the system design Figure 1: Acceleration and load times with a cold engine Acceleration and load times Minimum temperatures Intake air Lube oil Engine coolant
5 °C 20 °C 20 °C
2 (3)
Engine start and acceleration to 100 % engine speed Application of load in stages up to 30 % Engine warm-up lube oil at 40°C - Engine coolant at 60°C Application of load in stages up to 70 % Engine warm-up to operating temperature Application of load in stages up to 100 %
1 ... 3 min 5 min 5 ... 10 min 5 ... 10 min 5 ... 10 min 5 ... 10 min
Time from engine start Time from load increase
26 ... 48 min 25 ... 45 min
Table 1: Numerical values for the figure 2007-04-13
Operation/Operating media General
Acceleration and load times
6680 3.5.3-02 EN
MAN Diesel
3.5.3
1 Engine speed [1/min] 4 Time [min] 2 Engine power [%] 5 Load/speed [%] 3 Times, depending on the current operating temperature and the system design Figure 2: Acceleration and load times for preheated engine/engine at operating temperature
Operative Management II - Monitoring Operating Data
Acceleration and load times with preheating
Acceleration and load times Minimum temperatures Intake air lube oil Engine coolant
5 °C 40 °C 60 °C
Acceleration and load times 1 ... 3 min 5 ... 10 min 5 ... 10 min 5 ... 10 min
Time from engine start Time from load increase
16 ... 33 min 15 ... 30 min
2007-04-13
Table 2: Numerical values for the figure
6680 3.5.3-02 EN
Operation/Operating media General
Engine start and acceleration to 100 % Engine speed Application of load in stages to 50 % Warm-up of the engine to operating temperature Load increase in stages to 100 %
3 (3)
MAN Diesel
3.5.4
Part-load operation Definition
Correlations
▪
In principle, the following load conditions are differentiated:
▪
Overload: > 100 % of the full load power
▪
Full load: 100 % of the full load power
▪
Partial load: < 100 % of the full load power ˗ Low load: < 25 % of the full load power
The best operating conditions for the engine are dictated by an even load ranging from 60 % to 90 % of full load power. The engine's controls and system design are based on full load performance. During idling or engine operation at a low load, combustion in the combustion chamber is incomplete. This may result in the creation of deposits in the combustion chamber, which will lead to increased soot emission and to increasing cylinder contamination. In part-load operation, and during the manoeuvring of ships, the coolant temperatures cannot be controlled in such a way that they remain high during all load conditions. This is, however, especially important during operation with heavy fuel.
More favourable conditions
From the outset, those engine designs best equipped for low load operation are those that are equipped with ▪
a two-stage charge air cooler, where the second stage may be turned off to improve the operating data.
▪
a two-stage charge air cooler and an HT-LT switch that allows LT stage to be supplied with HT water.
HT: High Temperature
Operation with heavy fuel
LT: Low Temperature
Based on the above, the low load operation with heavy fuel in the range of < 20 % of the full load may not be extended without limitation. According to Figure 1, the engine must be transferred to heavy fuel operation after a phase of low load operation or, it must be operated, immediately after the low load phase, at a higher load on heavy fuel (> 70 % of full load) in order to reduce the deposits in the cylinders and the exhaust gas turbocharger.
A long-term operation with heavy fuel in the load range < 25 % of the full load should definitely be discussed with MAN Diesel SE.
2007-04-13
The following regulations apply to low-load operation on diesel fuel: ▪
Continued operation under 15 % of the full load should be avoided if possible. If this cannot be avoided, extraordinary measures (e.g. the use of partialload injection nozzles) should be discussed with MAN Diesel SE.
▪
An idling operation, particularly with a nominal speed (generator operation) is only permissible for a period of 1 to 2 hours at the most.
6680 3.5.4-01 EN
Operation/Operating media General
If a low load operation is scheduled to take place for a longer duration than depicted in Figure 2, then the engine should be transferred to diesel oil operation.
Operation on diesel fuel
Operative Management II - Monitoring Operating Data
Part-load operation
1 (2)
MAN Diesel
Operative Management II - Monitoring Operating Data
3.5.4
No limitations apply to power delivery in excess of 15 % of the full load, provided that the engine's required operating data are observed.
P: Full load performance in % t: Operating time in hours (h) Figure 1: Time limitations for part-load operation with heavy fuel (left), duration of "recovery operation" (right)
Explanations
Left-hand Figure: Time limitation for the part-load operation with heavy fuel. Right-hand Figure: Required operating time with > 70% full load power after low load operation with heavy fuel. Acceleration time from running power to 70 % of full load power at least 15 minutes.
Example
Line a
2 (2)
2007-04-13
Operation/Operating media General
line b
At 10 % full load: max. 19 hours of heavy fuel operation permitted followed by transfer to diesel oil or operate engine approx. 1.2 hours at a minimum of 70 % of the full load in order to burn off deposits. Subsequently, part-load operation with heavy fuel may be continued.
6680 3.5.4-01 EN
MAN Diesel
3.5.5
Preliminary Remarks The engine power is one of the most important operating values. It serves as a standard for the assessment of the engine's operating efficiency and reliability. However, it also serves as a reference value in the assessment of other operating data. Working points are combinations resulting from performance and related speeds, or from speeds and the related fuel pump charges. The position of the working points allows conclusions to be drawn concerning the following points: ▪
Changed resistance factors (of the ship),
▪
Losses, leaks, damage
▪
Effectiveness of the injection system, the charging system and the load changing system.
For older systems (> 30,000 hours of operation) a reliable evaluation is only possible for working points for which all of the three above-mentioned parameters are known. Under certain circumstances other relevant operating data must be considered in order to reach a reliable conclusion.
Fundamental Options For marine driving engines
With marine driving engines the effective engine power Pe is not easily measurable. This would require a torque measurement. Even from indicator diagrams, the indicated power of medium-speed, 4-stroke diesel engines, Pi, cannot be determined. Alternatively, the working point may be calculated based on the speed and the mean value of the pump charges. Based on these figures, the related effective power output may be found. A prerequisite is the use of the same fuel at the same fuel temperature.
For generator units
For generator units, the effective engine power output may be determined fairly accurately based on generator performance PW, which is measured continuously, and on the generator's efficiency ηgen, which does not alter much over the standard operating range. This approach, however, does not permit any assessment of possible modifications in the engine or generator. Alternatively, or additionally, working points may be obtained as indicated above, and the performance values compiled may be compared.
During the engine's run-in period at the factory, the mean value of the pump charges over the power output are recorded and presented in the form of a graph in the acceptance report. This applies in the same way to marine engines and stationary engines. For marine engines, the values are entered on an additional sheet in relation to 3 propeller charts. The diagram corresponds to Figure 1. For the calculation of the working point and the engine power output one should, therefore, refer to the respective diagram in the acceptance report. With these tools it is possible to determine engine output power and to assess the working points. For this reason, on marine driving engines, during the maiden voyage and immediately afterwards with a loaded ship, it is
6680 3.5.5-01 EN
Operation/Operating media General
Preparations
2008-07-09
Operative Management II - Monitoring Operating Data
Calculation of the engine power and the status of the working point
1 (3)
MAN Diesel
Operative Management II - Monitoring Operating Data
3.5.5
necessary to simultaneously record the engine speed as well as the pump charges. This should take place under different engine power conditions, normal operating and weather conditions and with the fuel intended for continuous operation. For ships with variable-pitch propellers, you must ensure that the pitch is the same. The working points determined in this way must be entered on the diagram. They will serve as reference values for parameters that will be evaluated in the future. In the meantime, they should be interpreted in accordance with the diagram in the acceptance report. For stationary engines, it is only necessary to copy the pump charges from the acceptance report to the form.
Engine Test Run
The engine test run is normally performed with diesel fuel (MDO) or gas oil (MGO). In case of operation with heavy fuel (HFO) the pump charges are almost the same.
Evaluation of the results The determined working point must be located within the permitted operating range. For marine driving engines, therefore, at least in a new ship and with a new engine, to the right of the theoretical propeller curve. The design of the drive system is correct if the following charge values apply at the rated speed when the equipment is new: Fixed-pitch propeller Variable-pitch propeller Generator units
85 - 90 % 85 - 100 % 100 %
See section 3.4 - Permissible power and speed. Displacement of working points to the left may, under the same initial conditions, be attributed to higher ship resistance, propeller changes (larger diameter, increased pitch) or propeller damage.
2 (3)
Since the number of possible influential factors is great and their influence not easily evaluated, we recommend that, if in doubt, you contact the nearest customer service facility or service referral site of MAN Diesel SE, Augsburg.
Profitable performance, rpm values and speeds The usual test run and commissioning programme of marine main engines does not only includes the calculation of the engine speeds and pump charges as described in the "Preparations" section, it also includes establishing the achieved speeds and the related fuel consumption figures. The following related values are required for operational/economical decisions. ▪
Engine speed/charge,
6680 3.5.5-01 EN
2008-07-09
Operation/Operating media General
Upward displacement of working points (higher charge values) may be attributed to lighter fuels, higher preheating temperatures, functional defects or wear in the injection system or functional defects in the charging system/load change system. The wear of injection pump plungers and actuators with normal fuels and effective preheating and cleaning devices occurs only after a substantial operating period (> 30,000 operating hours).
MAN Diesel
3.5.5 Ship speed and
▪
Fuel consumption
With your assistance, the following questions can be answered reliably. ▪
How much fuel is required to cover route A at speed B?
▪
At what rpm/speed (economical speed) does the ship have the greatest range with a specific amount of fuel?
Operative Management II - Monitoring Operating Data
▪
2008-07-09
Operation/Operating media General
6680 3.5.5-01 EN
3 (3)
MAN Diesel
3.5.7
Overview MAN Diesel four-stroke engines and turbochargers are designed in such a way that the best results are obtained, e.g. with regard to fuel consumption and emissions, under normal service conditions. Special operating situations can, however, be better accommodated using supplementary or alternative equipment. Table 1 shows such equipment for adapting the engine the special operating conditions/for optimising the operation behaviour. It contains the preferred fields of application. The table is intended to provide you with an overview of the existing possibilities and their definition. Equipment/Measure
Definition/Load condition Ship
Blow off charge air
Full load
X
Bypass charge air
Part load
X
Charge air preheating (2-stage charge air cooler)
Part load
X
Stationary X
Control the charge air temperature Partial load/Full load (CHATCO)
X
X
Blow off waste gas (Waste Gate) 1)
Full load
X
Accelerate turbocharger (jet assist)
manoeuvring/ Load application
X
X
Adjust injection timing
Part load
X
X
Table 1: Equipment for optimising operating behaviour
Operative Management II - Monitoring Operating Data
Equipment for engine modification for special operating conditions
x = Availability 1 not applicable to 32/40 )
Brief descriptions Device for blowing off charge When operating engines under full load at a low intake temperature there is a danger, due to the high air density, that the charge pressure, and therefore air
2007-10-08
Device for bypassing charge air
The charge air pipe is connected via a pipe with a smaller diameter and a bypass flap to the exhaust pipe. The flap is closed in normal operation. During propeller operation with 25 and 60 % load, the offer of air for the engine is relatively small or the charge air pressure relatively low. In order to provide the engine with more air in these conditions, charge air is blown into the exhaust pipe. For this purpose the bypass flap opens. The higher pressure forming in the exhaust pipe leads to an increase in the turbine output and, as such, to an increase in the charge pressure. The throttle flap is controlled by a pneumatic actuator cylinder depending on the engine speed and the filling setting of the fuel pumps. Please refer to Sections 2.4.1 and 3.5.8.
6680 3.5.7-02 EN
Operation/Operating media General
the ignition pressure, increases excessively. In order to avoid such conditions, excess charge air in front of or after the charge air cooler is removed and released to the machine room. This is achieved by means of an electropneumatic or spring-loaded throttle flap. See Section 2.4.1 and 3.5.12.
1 (2)
MAN Diesel
Operative Management II - Monitoring Operating Data
3.5.7
High air temperatures in part-load operation improve the combustion as well Device for preheating the charge air (2-stage charge air as the exhaust gas pollution. This condition can be achieved by fitting a twostage charge air cooler and preheated in part load operation (20 ... 60 % cooler). load) by the low temperature (NT) stage.
Control of the charge air tem- The charge air temperature control CHATCO reduces the amount of condensed water that accumulates during engine operation under tropical conperature (CHATCO) ditions. In this connection, the charge air temperature is kept constant, up to a specific intake temperature. If this value is exceeded, the charge air temperature is constantly raised. Please refer to Section 2.4.7.
Device for accelerating the turbocharger (jet assist)
This equipment is used where special demands exist for rapid acceleration and/or load application. In such cases, the compressed air from the starting air cylinders is reduced to 4 bar (relative) , directed to the compressor casing of the turbocharger and blown to the compressor wheel through inclined apertures. In this way, additional air is supplied to the compressor which, in turn, is accelerated, thus increasing the charge air pressure. Operation of the accelerating system is initiated by a control system, and limited to a fixed load range. Please refer to the figure in Section 2.4.1.
Releasing the exhaust gas (Waste gate)
By blowing-off exhaust gas before the turbine, and its return to the exhaust pipe behind the turbine, exhaust gas pressure reduction at the turbocharger takes place, or there is a turbine speed reduction at full load. This measure is necessary when the turbocharger is designed for an optimised part-load operation. Please refer to Section 03/05/2011.
Equipment for adjusting the injection timing
On the engine 32/40, the adjustment is achieved by means of a camshaft that can be adjusted with respect to the direction of rotation. This takes place by a rotating helical bush with axial motion, which is connected to the gear on the camshaft by its inclined gear teeth. The camshaft is rotated by displacing the bush and the injection timing is altered. See section 2.4.5 for a detailed representation.
2 (2)
2007-10-08
Operation/Operating media General
With engines 40/54, 48/60 and 58/64 the adjustment occurs by moving the cam followers located between the camshaft and the fuel pump cylinder, or by rotating the eccentric shaft on which the cam followers are located. See section 2.4.5. By using this equipment the ignition pressure and the fuel consumption may be affected when adjusting in the direction "early ignition". When adjusting in the direction "late ignition", nitrogen emissions may be reduced.
6680 3.5.7-02 EN
MAN Diesel
3.5.9
Principles Air contains water in extremely fine distribution - as water vapour. During compression and cooling of air some of this water will separate from the air. This applies to the compression and cooling of the charge air by the turbocharger and charge air cooler and it applies to the behaviour of compressed air in air cylinders. The volume increases: ▪
with increasing air temperature,
▪
with increasing air humidity,
▪
with increasing charge air pressure, and
▪
with decreasing charge air temperature.
After the charge air cooler, i.e. in the charge air pipe, 1,000 kg of water per hour may be produced under certain circumstances. This is due to the great volumes of air and the relatively high charge air pressures. At tropical temperatures the effect is even greater. The amount of water produced in compressed air cylinders is much less. It hardly ever exceeds 5 kg per charge. The condensation water volume must be reduced as far as possible. Water must not enter the engine.
Drainage
The drainage of the charge air pipe must function perfectly. Compressed air cylinders must be drained after they are filled and before use.
Operative Management II - Monitoring Operating Data
Condensate water in charge air pipes and pressure vessels
Nomogram for calculating the water condensate volume By means of the nomogram in Figure 1 the water quantity which arises during the compressing and cooling of air in the charge air pipe or in a pressure vessel can be determined . The principles of the procedure are described using two examples.
2008-07-09
Operation/Operating media General
6680 3.5.9-01 EN
1 (4)
MAN Diesel
Operative Management II - Monitoring Operating Data
3.5.9
Figure 1: Nomogram for establishing the water condensate volume in the charge air pipes and compressed air tanks
Example 1 - Establishing the water volume produced in the charge air pipe 1. Step
External temperature
35 °C
relative humidity
90%
2 (4)
2. Step
i.e. the original water content with
0.033 kg water/kg air
Charge air temperature after cooler
50 °C
Charge air pressure (Overpressure)
2.6 bar
In the diagram this results in intersection point II i.e. the reduced water content with
3. Step
0.021 kg water/kg air
The difference between I and II is the water condensate quantity A: A = I – II = 0.033 – 0.021 =
6680 3.5.9-01 EN
0.012 kg water/kg air
2008-07-09
Operation/Operating media General
In the diagram this results in intersection point I
MAN Diesel Multiplied by the engine power and the specific air consumption produces the water volume per hour QA: Engine power P
12,400 kW
specific air flow ratee*
7.1 kg/kWh
QA = A · P · Ie = 0.012 · 12,400 · 7.1 = 1,055 kg water/h ~1t water/h
Example 2 - Establishing the water volume arising in a pressure vessel 1. Step
External temperature
35 °C,
relative humidity
90%.
In the diagram this results in intersection point I,
2. Step
i.e. the original water content with
0.033 kg water/kg air.
Temperature T of the air in the tank
40 °C = 313 K,
Pressure in the tank (overpressure) pü
30 bar, corresponding to
absolute pressure Pabs
31 bar or 31 · 105 N/m2
In the diagram this results in intersection point III, i.e. the reduced water content with
3. Step
0.0015 kg water/kg air.
The difference between I and III is the condensate quantity B: B = I – III = 0.033 – 0.015 =
0.0315 kg water/kg air.
Operative Management II - Monitoring Operating Data
4. Step
3.5.9
2008-07-09
Operation/Operating media General
6680 3.5.9-01 EN
3 (4)
MAN Diesel 4. Step
Multiplied with the air mass m in the tank produces the water volume QB, which arises when filling the pressure vessel: QB = B·m m is calculated as follows:
In this equation: the absolute pressure in the tank pabs
31∙105 N/m2
Volume of the pressure vessel V
4,000 dm3 = 4 m3,
Gas constant for air R
287 Nm/kg · K,
Temperature T of the air in the tank
40 °C = 313 K.
Resulting in the following: QB = B · m = 0.0315 · 138 kg =
4.35 kg water
* The specific air throughput depends upon the type of engine and the engine load. Approximate determination of the volume of water condensate can use the following approximate values: Four-stroke engines
approx. 7.0 ... 7.5 kg/kWh.
Two-stroke engines
approx. 9.5 kg/kWh.
4 (4)
2008-07-09
Operation/Operating media General
Operative Management II - Monitoring Operating Data
3.5.9
6680 3.5.9-01 EN
MAN Diesel
3.5.10
Stand-alone operation Load application depending on mean pressure
Greater load applications which may occur in marine auxiliary engines in the on-board mains, or in stationary engines in stand-alone operation cannot be handled in a single step. Corresponding to the International Association of Classification Societies (IACS) and the internationally valid standard ISO 8528-5, the load applications must be carried out in steps. See Figure 1. Number of steps and the height of the steps are dependent on the effective mean pressure of the engine.
Operative Management II - Monitoring Operating Data
Load Application
1 1. Step pe Load application in % of continuous power 2 2. Step pe mean effective pressure with continuous power 3 3. Step Figure 1: Load application in steps according to IACS and ISO 8528-5 For the engines 32/40, 40/54, 48/60 and 58/64 with mean pressures ranging from 21.9 and 24.9 bar the following load application steps apply: 33%, 23%, 18%, 26%
2007-06-27
Greater load application steps may be posible using special equipment. This requires written permission from MAN Diesel SE.
Load application dependent on the current power
For load applications depending on the current value, please consult the diagram in Figure 2.
6680 3.5.10-01 EN
Operation/Operating media General
1. Step 2. Step 3. Step 4. Step
1 (2)
MAN Diesel
Operative Management II - Monitoring Operating Data
3.5.10
A Load Application ------- Standard B Base load - - - - Engine with Jet Assist Figure 2: Load application dependent on the current power Observance of these maximum load application rates means that the requirements of the classification associations can definitely be met. They are as follows (status 11/97): Dynamic speed change in % of the rated speed Enduring speed change in % of the rated speed readjustment time until reaching the tolerance range +/- 1% of the rated speed
Load reduction
≤ 10%, ≤ 5%, ≤ 5 sec.
Even with load reductions of up to 100% of the rated power, the following can be guaranteed: Dynamic speed change in % of the rated speed Enduring speed change in % of the rated speed
≤ 10%, ≤ 5%.
Details of the load application and load reduction should be discussed with MAN Diesel at the planning stage. Approval is required.
Mains parallel operation
2 (2)
2007-06-27
Operation/Operating media General
Operation of engines in parallel with other power generators of greater output there will be no substantial load jumps. The load behaviour of the engines is not determined by external circumstances, but by the user's own judgement. The possibilities for load application and relief of the engine are controlled by the stipulations in section 3.5.3.
6680 3.5.10-01 EN
MAN Diesel
3.6
6631 3.6-4 EN
Operative Management III - Operating faults
Prerequisites Safety Operating media Operative management I - Putting engine into operation 3.5 Operative Management II - Monitoring Operating Data 3.6 Operative Management III - Operating faults 3.7 Operative Management IV - Shutting Down the Engine 3.1 3.2 3.3 3.4
1 (1)
MAN Diesel
3.6.1
Preliminary Remarks Fault finding by means of tables 1-3
Tables 1-3 contain a selection of possible operating faults and their causes. They are intended to contribute to reliable fault diagnosis and rapid resolution of their cause.
Groupings
The faults are grouped into 3 categories: ▪
Engine start / running engine
▪
Operating data and
▪
other problems.
Firstly, the possible causes of the faults are not usually limited to a single issue. Quite often several possibilities should be considered. The most likely cause can be determined from the points listed, with consideration of ▪
the appearance characteristics,
▪
the time-related and factual aspects and
▪
the operator's own experience.
"Info" and "Code" Columns
The "Info" column contains references to sections in the manual and Work Cards. With the assistance of the key numbers in the "Code" column the table may also be employed for questions, such as "What happens if...?".
Example
For example, key number 15 is found in three areas in the table (characterised by ●). This means: If the injection timing is too far in the direction "late", the following consequences are possible: ▪
The engine does not reach its full power/speed,
▪
The exhaust gas temperatures are too high and
▪
The exhaust fumes are visible and have a dark colour.
Fault finding with the turbocharger
Please note that the instruction manual for the turbocharger has its own fault-finding table.
Sequence of the entries
The sequence of the entries has no bearing on the probability of a certain cause. The sequence is based on: Firstly, causes related to operating media and their systems, then engine, turbocharger and possibly the ship.
Operative Management III - Operating faults
Faults/Defects and their causes (fault finding)
Fault finding "engine start /running engine" Causes
Info
Code
Crankshaft does not turn when starting. Crankshaft turns too slowly, swings back
2007-04-17
Compressed air system
Pressure in the compressed air tank too low
01
Main inlet valve faulty
162.xx
02
Inlet valve faulty
161.xx
03
Starting air pilot valve faulty
160.xx
05
Control and monitoring system Error in pneumatic or electronic control system
63
Turning-over gear
79
Switching device not fully disengaged
6680 3.6.1-02 EN
Operation/Operating media General
Error/System
1 (9)
MAN Diesel
Operative Management III - Operating faults
3.6.1 Error/System
Causes
Info
Code
3.3
09
Engine reaches ignition speed, ignition does not occur Fuel
Fuel quality inadequate
Fuel System
Fuel tank empty
06
Fuel system not bled
07
Injection pumps fail to pump
2.4, 200.xx
08
Fuel pressure in front of injection pump too low, feed 2.4, 2.5 pump faulty
12
Fuel filter blocked
13
Injection pump/injection pump Excessive play between injection pump piston and drive pump cylinder
2.5, 200.xx
16
Speed control system
Speed governor/booster faulty/interference/incorrectly adjusted
140.xx
56
Pick-up faulty (Engine 32/40)
140.xx, 400.xx
78
Control and monitoring system Charge release fails/insufficient
65
Error in pneumatic or electronic control system Error/System
63
Causes
Info
Code
Fuel quality inadequate
3.3
09
Water in fuel
3.3, 000.05
10
Cylinders ignite irregularly Fuel Fuel System
Fuel system not bled
07
Fuel pressure in front of injection pump too low, feed 2.4, 2.5 pump faulty
12
Fuel filter blocked
13
Injection valve
Injection valves faulty
Inlet and exhaust valves
Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx ken, valves leaky
221.xx
20 26
Error/System
Causes
Info
Code
Fuel quality inadequate
3.3
09
Water in fuel
3.3, 000.05
10
Fuel viscosity insufficient, fuel overheated
3.3
66
The engine does not reach its full power/speed, Fuel
2 (9)
Injection timing adjusting device
Fuel system not bled
07
Fuel pressure in front of injection pump too low, feed 2.4, 2.5 pump faulty
12
Fuel filter blocked
13
Injection time too late (only for engines with automatic 2.4, 200.xx, injection timing adjusting device) 120.xx (32/40), 202.xx (40/45 ... 58/64)
15 ●
Injection pump/injection pump Excessive clearance between injection pump piston drive and pump cylinder
2.5, 200.xx
16
Injection pump piston sticking, spring broken
200.xx
17
Control rod, regulating sleeve or pump element are sticking
200.xx
18
6680 3.6.1-02 EN
2007-04-17
Operation/Operating media General
Fuel System
MAN Diesel
Injection valves Speed governor/ Control linkage
Inlet and exhaust valves
Causes
Info
Code
Leaky pressure valve in the injection pump
200.xx
19
Injection valves faulty
221.xx
20
nozzle openings or injection pipes blocked
221.xx
21
Speed governor/booster faulty/interference/incorrectly adjusted
140.xx
56
Governor or control linkage misadjusted
2.4, 140.xx
22
Control linkage stiff or jammed
203.xx
23
Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx ken, valves leaky
Control and monitoring system Charge release fails/insufficient
65
Speed release too low Turbocharger
Turbocharger contaminated or faulty
Ship
for marine main engines: Propeller damaged or fouling on the hull
Error/System
Causes
26
89 500.xx
49 45
Info
Code
Engine running unevenly, knocks Fuel System
Fuel system not bled
07
Fuel pressure in front of injection pump too low, feed 2.4, 2.5 pump faulty
12
Fuel filter blocked
13
Engine
Engine or individual cylinders severely overloaded
2.5, 3.5
25
Injection timing adjusting
Injection time too early (only for engines with automatic injection timing adjusting device)
2.4, 200.xx, 120.xx (32/40), 202.xx (40/45 ... 58/64)
14
Injection pump/injection pump Injection pump piston sticking, spring broken drive
200.xx
17
Injection valves
Injection valves faulty
221.xx
20
Inlet and exhaust valves
Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx ken, valves leaky
26
Excessive valve clearance
111.xx
90
Causes
Info
Code
Error/System
Operative Management III - Operating faults
Error/System
3.6.1
Fuel
Air in fuel
75
Fuel System
Fuel pressure in front of injection pump too low, feed 2.4, 2.5 pump faulty
12
Speed governor/ Control linkage
Governor misadjusted, control linkage worn
2.4, 140.xx
22
Speed governor/booster faulty/interference/incorrectly adjusted
140.xx
56
Control linkage stiff or jammed
203.xx
23
Pick-up faulty (Engine 32/40)
140.xx, 400.xx
78
Injection pump/injection pump Control rod, regulating sleeve or pump element stick- 200.xx drive ing
6680 3.6.1-02 EN
18
Operation/Operating media General
2007-04-17
Engine running at fluctuating speeds
3 (9)
MAN Diesel
Operative Management III - Operating faults
3.6.1 Error/System
Causes
Info
Control and monitoring system Speed reference value unstable (air leak/electrical signal) Error/System
Code 58
Causes
Info
Code
Fuel
Water in fuel
3.3, 000.05
10
Fuel System
Fuel tank empty
06
Fuel pressure in front of injection pump too low, feed 2.4, 2.5 pump faulty
12
Fuel filter blocked
13
Engine speed drops, engine stops
Engine
Engine or individual cylinders severely overloaded
Speed governor/ Control linkage
Target speed value failed Control linkage stiff or jammed
2.5, 3.5
25 59
203.xx
23
Control and monitoring system Shutdown system triggered
2.4
24
Error/System
Causes
Info
Code
Speed governor/booster faulty/interference/incorrectly adjusted
140.xx
56
Speed governor - Setting of the "dynamics" incorrect 140.xx
57
Control linkage stiff or jammed
23
Overspeed protection triggered Speed governor/ Control linkage
203.xx
Control and monitoring system Overspeed relay faulty Error/System
85
Causes
Info
Code
Fuel
Fuel quality inadequate
3.3
09
Engine
Engine or individual cylinders severely overloaded
2.5, 3.5
25
Charge air system
Charge air too cold
2.5
73
Injection timing adjusting
Injection time too late (only for engines with automatic 2.4, 200.xx, injection timing adjusting device) 120.xx (32/40), 202.xx (40/45 ... 58/64)
4 (9)
15 ●
Injection pump/injection pump Fuel injection pump, baffle screws worn drive
200.xx
69
Injection valves
Injection valves faulty
221.xx
20
Inlet and exhaust valves
Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx ken, valves leaky
Control and monitoring system Charge limit too high (marine main engines - only in manoeuvring operation) Turbocharger
Turbocharger contaminated or faulty
64 500.xx
Air intake filter clogged (lack of air) Error/System
26
49 91
Causes
Info
Code
Fuel
Water in fuel
3.3, 000.05
10
Lube oil system
Oil level in oil sump too high (wet sump)
Exhaust smoke blueish
6680 3.6.1-02 EN
34
2007-04-17
Operation/Operating media General
Exhaust smoke sooty, dark
MAN Diesel
3.6.1 Causes
Info
Code
Piston/Piston rings
Excessive piston ring clearance or shock
2.5, 034.xx
28
Piston rings stuck or broken
034.xx
32
Turbocharger
Turbocharger over-lubricated
500.xx
92
Error/System
Causes
Info
Code
200.xx
17
200.xx (32/40, 40/45), 201.xx (40/54 ... 58/64)
46
Noise from valve or injection pump drive system (noise speed-related) Injection pump/injection pump Injection pump piston sticking, spring broken drive Drive roller faulty or broken spring
Inlet and exhaust valves
Error/System
Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx ken, valves leaky
26
Excessive valve clearance
111.xx
90
Causes
Info
Code
3.3, 000.05
81
Fumes from crankcase/crankcase ventilation, muffled noises originating from crankcase Lube oil
Water content too high
Engine
Crankcase ventilation blocked
Piston/Piston rings
Excessive piston ring clearance or joint too big
034.xx
32
Running gear/crankshaft
Piston or bearing running hot or starting to show excessive wear
2.4, 3.5
31
Error/System
Causes
Info
Code
93
Operative Management III - Operating faults
Error/System
Oil mist detector triggered Oil mist detector
Sensitivity incorrectly set
76
Water condensate in measuring unit (if engine-room fans blowing cold air onto detector)
77
Lube oil
lube oil - water content too high
3.3, 000.05
81
Piston/Piston rings
Excessive piston ring clearance or joint too big
2.5, 034.xx
28
Running gear/crankshaft
Piston or bearing running hot or starting to show excessive wear
2.4, 3.5
31
Error/System
Causes
Info
Code
Splash oil monitoring system triggered Lube oil
104
lube oil - temperature deviation from the mean value too high
105
Piston or bearing running hot or starting to show excessive wear
2.4, 3.5
31
2007-04-17
Table 1: Errors and their causes/Fault finding – Part 1 – " Engine Start /Running Engine"
Fault finding "Operating data" Error/System
Causes
Info
Code
Coolant temperature too high Coolant system (HT system)
Coolant shortage or air in the coolant system
6680 3.6.1-02 EN
42
Operation/Operating media General
Running gear/crankshaft
lube oil - Temperature too high
5 (9)
MAN Diesel
Operative Management III - Operating faults
3.6.1 Error/System
Engine
Causes
Info
Code
Coolant chambers and/or radiator contaminated
000.08
43
Coolant pump faulty
44
Temperature control faulty
47
Preheating device active
87
Engine or individual cylinders severely overloaded
2.5, 3.5
Control and monitoring system Indicating device or connection pipe faulty Error/System
Causes
25 39
Info
Code
Coolant pressure too low Coolant system (HT system)
Coolant level in the tank too low
70
Leakage in system
71
Pipes blocked, components blocked
74
Coolant pump faulty
44
Stand-by pump not started
82
Control and monitoring system Indicating device or connection pipe faulty
39
Pressure switch/measuring transducer faulty Error/System
Causes
61 Info
Code
lube oil temperature too high Coolant system (recooling sys- Coolant shortage or air in the coolant system tem) Coolant chambers and/or radiator contaminated
42 000.08
Coolant pump faulty
44
Temperature control faulty
47
Preheating device active
87
Control and monitoring system Indicating device or connection pipe faulty Error/System
43
Causes
39 Info
Code
lube oil pressure too low
6 (9)
Low oil level in the service tank
35
Pressure relief valve of the lube oil pump, broken spring
36
Pressure regulating valve faulty
60
lube oil pipes leaky
37
lube oil pipes blocked
80
lube oil filter clogged
38
lube oil pump faulty
41
Stand-by pump not started
82
Control and monitoring system Indicating device or connection pipe faulty Error/System
Causes
39 Info
Code
Exhaust gas temperature (level control deviation or mean value change) Fuel System
Fuel pressure in front of injection pump too low, feed 2.4, 2.5 pump faulty
6680 3.6.1-02 EN
12
2007-04-17
Operation/Operating media General
Lube oil system
MAN Diesel
3.6.1 Causes
Info
Code
Engine
Engine or individual cylinders severely overloaded
2.5, 3.5
25
Charge air system
Charge air temperature too high, charge air pressure 2.5 too low
48
Error in the bypass system
62
Injection time maladjustment
Injection time too late (only for engines with automatic 2.4, 200.xx, injection timing adjusting device) 120.xx (32/40), 202.xx (40/45 ... 58/64)
15 ●
Injection valves
Injection valves faulty
221.xx
20
Injection pump
Fuel injection pump - incorrect setting
200.xx
67
Fuel injection pump faulty
200.xx
68
Cylinder head
Cylinder head - inlet duct soiled
055.xx
88
Inlet and exhaust valves
Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx ken, valves leaky
Control and monitoring system Indicating device or connection pipe faulty
26 39
Temperature sensor faulty
84
Cabling/connections defective/faulty
86
Turbocharger
Turbocharger contaminated or faulty
500.xx
49
Ship
for marine main engines: Propeller damaged or fouling on the hull
Error/System
Causes
Info
Code
Intake temperature too high
2.5
50
Charge air cooler contaminated (pressure difference too great)
2.5, 322.xx
53
45
Operative Management III - Operating faults
Error/System
Charge air temperature too high Intake air system/ Charge air system
Leakage on air and exhaust side
52
Exhaust gas system
Exhaust gas counterpressure too high (exhaust gas tank contaminated)
2.5
Injection time maladjustment
Injection timing too early (only for engines with auto- 2.4, 200.xx, matic injection timing adjusting device) 120.xx (32/40), 202.xx (40/45 ... 58/64)
54 14
39
Turbocharger
Air filter, compressor/turbine side of the turbocharger 500.xx contaminated /damaged
51
Error/System
Causes
Info
Code
Intake temperature too high
2.5
50
Charge air cooler contaminated (pressure difference too great)
2.5, 322.xx
53
Charge air too low
2007-04-17
Intake air system/ Charge air system
Leakage on air and exhaust side Exhaust gas system
Exhaust gas counterpressure too high (exhaust gas tank contaminated)
6680 3.6.1-02 EN
52 2.5
54
Operation/Operating media General
Control and monitoring system Indicating device or connection pipe faulty
7 (9)
MAN Diesel
Operative Management III - Operating faults
3.6.1 Error/System
Causes
Info
Code
Injection time maladjustment
Injection time too early (only for engines with automatic injection timing adjusting device)
2.4, 200.xx, 120.xx (32/40), 202.xx (40/45 ... 58/64)
14
Control and monitoring system Indicating device or connection pipe faulty
39
Turbocharger
Air filter, compressor/turbine side of the turbocharger 500.xx contaminated /damaged
51
Error/System
Causes
Info
Code
Crankshaft main bearing - temperature too high Main bearings
Bearing damaged, faulty lubrication
021.xx
72
Engine
Alignment/foundation faulty
000.09, 012.xx
95
Control and monitoring system Temperature sensor faulty
84
Cabling/connections defective/faulty
86
Table 2: Errors and their causes/fault finding – Part 2 – "Operating Data"
Fault finding - "other problems" Error/System
Causes
Info
Code
Governor or control linkage misadjusted
2.4, 140.xx
22
Control linkage stiff or jammed
203.xx
23
Control and monitoring system Shutdown system triggered
2.4
24
Error/System
Causes
Info
Code
Fuel
Fuel viscosity insufficient, fuel overheated
3.3
66
Fuel System
Fuel system not bled
Stiff/blocked movement of the control linkage of the injection pumps Speed governor/ Control linkage
Injection pump delivers unevenly
Fuel too cold, solidified in the fuel pipes (heavy fuel)
8 (9)
Error/System
3.3
11
Fuel pressure in front of injection pump too low, feed 2.4, 2.5 pump faulty
12
Fuel filter blocked
13
Injection pump piston sticking, spring broken
200.xx
17
Leaky pressure valve in the injection pump
200.xx
19
Control rod, regulating sleeve or pump element stick- 200.xx ing
18
Causes
Info
Code
Starting pipe to cylinder head getting hot Cylinder head
Starting valve leaky
161.xx
04
Error/System
Causes
Info
Code
Safety valve in the cylinder head blows off Engine
Engine or individual cylinders severely overloaded
2.5, 3.5
25
Cylinder head
Safety valve, spring broken
057.xx
27
6680 3.6.1-02 EN
2007-04-17
Operation/Operating media General
Injection pump/ injection pump drive
07
MAN Diesel
3.6.1 Causes
Info
Code
Injection time maladjustment
Injection time too early (only for engines with automatic injection timing adjusting device)
2.4, 200.xx, 120.xx (32/40), 202.xx (40/45 ... 58/64)
14
Table 3: Errors and their causes/fault finding – Part 3 – "Other Problems"
Operative Management III - Operating faults
Error/System
2007-04-17
Operation/Operating media General
6680 3.6.1-02 EN
9 (9)
MAN Diesel
3.6.2
Emergency operation when one or two cylinders fail Emergency operation when one or two cylinders fail
Even with careful operative management the following serious malfunctions cannot be completely ruled out: ▪
In the injection system or injection pump drive,
▪
At the inlet or exhaust valves or their drive,
▪
At the cylinder head or
▪
at the connecting rod, piston or cylinder liner.
If a malfunction of this kind occurs, the engine must be stopped and the damage rectified. If that is not possible, then the possibilities for emergency operation must be checked and, if required, the necessary measures taken. Under certain conditions, mostly at reduced power, the engine may be put back into operation again. If the engine is not allowed to stop for an important reason, then at least all possibilities for reducing consequential damage must be utilised. Diesel-gas engines must be operated in diesel mode. Table 1 shows such emergencies with their conditions and countermeasures. The texts in the following table describe the example emergencies in more detail and contain supplementary information. Malfunction Key: A: Single engine system B: Double engine or multiple engine system ✔: Operation possible ✘: Operation not possible ☎: Consultation with MAN Diesel SE required
Conditions/ Measures/ Hazards
Operation possible/impossible when supporting the engine Rigid
Resilient At an angle A
Case 1 Injection pump switched off
B
Conical A
Code B
✔
1, 5-7, 9 ✔
1, 5-7, 9 ✔1)
1, 5-7, 9,13
✔
Case 3 Piston and connecting rod removed
✔
Case 4 2 pistons and connecting rods removed
☎
12 1, 2, 5-7, 9
✔
1, 2, 5-7, 9 ✔1)
1, 5-7, 9,13 ✘
12 1-3, 5-10
✔
✔
1)
✘ ☎
1-10, 13
1)
✘
12
✘
11
☎
1)
11
1
✘
✘
Table 1: Emergency operation when one or two cylinders fail 1)
Operation under these conditions is not possible if the generator units are resiliently mounted.
6680 3.6.2-03 EN
12
Operation/Operating media General
2007-10-29
✘ Case 2 Rocker arm and push rods dismantled, injection pump switched off
Operative Management III - Operating faults
Emergency operation when a cylinder fails
1 (4)
MAN Diesel
Operative Management III - Operating faults
3.6.2 Explanations - type of malfunction Case 1
Operating faults which require the injection pump to be switched off (charge to zero) but allow an operation of the affected cylinder/piston against the normal compression resistance, e.g.
Case 2
▪
Malfunction in the injection system due to a faulty nozzle,
▪
Malfunction in the cylinder head due to a faulty valve, gas leakage at the cylinder head, broken cylinder head bolt.
Operating faults making it necessary to dismantle the rocker arms and the push rods and to turn the injection pump off (charge to zero), but which allow the operation of the affected cylinder/piston against the normal compression (closed valves), e.g. ▪
Malfunction on the valve control,
▪
Malfunction in the cylinder head due to gas leakages on sealing rings and a maximum of 2 broken cylinder head bolts2).
Case 1 and case 2 are less problematic with respect to vibration when compared with case 3, since the running gear parts remain in place.
With operating faults which do not allow operation of the piston against the compression, proceed as per case 3 if possible, or switch the engine off.
Case 3
Operating faults which make it necessary to remove the entire running gear (piston, connecting rod, push rods). Cases 1...3 are taken into consideration in the torsional vibration calculation. Operating limitations which may be required are indicated by restricted area signs on the operating devices.
Case 4 2)
Operating faults which make it necessary to remove two entire running gears (piston, connecting rod, push rods). Engine 32/40 must not be operated if 2 cylinder head bolts are broken.
2 (4)
code
Conditions/Measures/Hazards 1
Turn injection pump off in accordance with Work Card 200... (see working instructions/Volume B2).
2
▪
Dismantle the rocker arms in accordance with Work Card 111. (see working instructions/ Volume B2).
▪
Remove both push rods in accordance with Work Card 112... (see working instructions/volume B2), swivel cam follower upwards and secure in position using the wire rope and clamping screw from the inventory list3). Seal lube oil bores.
▪
Close oil pipe to the rocker arm lubrication.
6680 3.6.2-03 EN
2007-10-29
Operation/Operating media General
Conditions/measures - what action must be taken?
MAN Diesel Conditions/Measures/Hazards 3
3)
▪
Remove piston and connecting rod.
▪
Seal the lube oil bores in the crank pin in accordance with Work Card 020.04. (see working instructions/Volume B2).
▪
Close starting control air pipe on the cylinder that has been shut down.
4
For substantial compensation of the rotating mass torque in accordance with Work Card 020... (see working instructions/Volume B2) remove one counterbalance weight in the step of the defective cylinder.
5
Reduce engine power (and speed) in accordance with the warning sign on the control station. Theoretically available power or speed according to the correlations explained below.
6
Observe the operating data. Exhaust temperatures and turbocharger speeds may not exceed the permitted values.
7
Do not ignore the danger of the turbocharger "pumping".
8
If the piston has been removed, difficulties may be encountered when starting up at specific main bearing positions.
9
The engine must be supervised at all times. For safety reasons, move or manoeuvre from the engine room. Restrict operation to emergency cases/limit operating time.
10
Mass compensation faulty. Critical vibrations can arise in the engine or in the ship even outside the speed ranges that are blocked because of rotational vibration calculations. These ranges should be avoided/passed through rapidly. Engine power must be reduced to 50 %.
11
Mass compensation highly disturbed. Engine operation is only permitted after consulting MAN Diesel SE.
12
Mass compensation faulty. Vibration/movements occurring due to the elements of the resilient bearing not being brought under control.
13
Resilient mounting in accordance with Work Card 012... (see working instructions/Volume B2). The seizing device is included in the tool kit with single engine systems. It can also be obtained subsequently. For the work to be done prior to deployment, please contact MAN Diesel SE.
Operative Management III - Operating faults
code
3.6.2
Cams and rollers must not come into contact when the camshaft is turning.
Power and speed reduction The engine power, and possibly also the engine speed, must be reduced in order to avoid the unaffected/remaining cylinders from being overloaded. The following theoretical correlations apply:
Fixed-pitch propellor drive
Maximum permissible speed
2007-10-29
Maximum permitted power
Where:
6680 3.6.2-03 EN
Operation/Operating media General
Variable-pitch propeller or generator drive (n = const.)
3 (4)
MAN Diesel
Operative Management III - Operating faults
3.6.2 PN
Rated power
nN
Rated speed
Z
Number of cylinders
The value of the square root expression is shown in Table 2. Z
5
6
7
8
9
10
12
14
16
18
0,89
0,91
0,93
0,94
0,94
0,95
0,96
0,96
0,97
0,97
Table 2: Factors for the calculation of the speed reduction in the event of the failure of one cylinder The primary condition is that the maximum permitted exhaust temperature is observed, and that the turbocharger does not "pump".
Notes on vibration Blocked areas/Vibrations
Due to shutting off the injection pump on one cylinder, critical speeds may occur which require limitations of the operating range. The limitations for this abnormal operating condition can be taken from the warning signs. If it is necessary to dismantle the running gear of the cylinder concerned (case 3) then the engine power must be reduced to 50 %. Moreover, the mass compensation is considerably disrupted. Free mass forces and free mass torques can be created. This, in turn, can create anormal vibrations in the engine and in the ship. In this case it is necessary to impose further blocked ranges based on a subjective impression. The disruption of the mass equalisation is only partly compensated for by dismantling counterweights in order to counterbalance the rotating mass of the dismantled connecting rod.
4 (4)
2007-10-29
Operation/Operating media General
If it is necessary to interrupt the ignition, not only on one cylinder but on several cylinders, then consultation with MAN Diesel SE at the Augsburg factory is required.
6680 3.6.2-03 EN
MAN Diesel
3.6.3
Preliminary Remarks General
Turbochargers are high-demand flow machines. They work at very high speeds and relatively high temperatures and pressures. Even in the case of careful operative management, emergency operation may become necessary.
Failure of a turbocharger
The following criteria indicate that there is damage to or failure of a turbocharger: ▪
A sudden drop in turbocharger speed,
▪
Strong vibration or noise in the turbocharger,
▪
High exhaust temperatures which do not match the engine load conditions.
In these cases an investigation/rectification of the malfunction is required!
If, due to an emergency situation, the engine must continue to be operated using the faulty turbocharger, which is only possible at reduced engine power, special measures must be taken for emergency operation of the engine.
Existing auxiliary equipment
Operative Management III - Operating faults
Emergency operation upon failure of a turbocharger
Turbocharger (see working instructions, volume C2): ▪
End cover for closing the rear panel of the compressor and turbine with the rotor assembly removed.
▪
Retaining device for blocking the rotor assembly from the compressor side (suction section stays open).
All auxiliary equipment is designed so that it is possible for the air and exhaust gas to flow through the turbocharger. Engine (see working instructions, volume B2): Screen (catch grating) for the side of the charge air pipe(s) facing away from the turbocharger (screen should make the suction of the engine easier).
Emergency engine operation with turbocharger failure
2007-06-28
For critical reasons the engine must not be stopped Please note that, despite observing the following measures, there is a risk of destroying the turbocharger! Should this happen, there is acute danger to persons and a risk of material damage! Emergency engine operation is only permitted for the period of time required to avoid an emergency situation!
6680 3.6.3-02 EN
Operation/Operating media General
Blind flange(s) for sealing the partially removed charge air bypass pipe (if provided).
1 (3)
MAN Diesel
Operative Management III - Operating faults
3.6.3 Measures to be taken: ▪
Reduce engine power so that ˗ the maximum exhaust temperature after the cylinder is not exceeded, ˗ the maximum exhaust temperature in front of the turbocharger is not exceeded, ˗ increased clouding of the exhaust is minimised.
Do not stand near the turbocharger!
▪
As a precaution, prepare the fire extinguishing measures!
▪
At the next opportunity, check for damage and carry out troubleshooting.
The engine may be stopped briefly. The duration of emergency engine operation must be kept to an absolute minimum!
2 (3)
▪
Stop engine.
▪
Carry out work on the turbocharger. ˗ Remove the turbine rotors (see working instructions, volume C2) (this is recommended by the turbocharger manufacturer) ˗ or ˗ Block the turbine rotors (see working instructions, volume C2) (only if there is no time to remove the turbine rotor).
▪
Carry out engine adjustments (see working instructions, volume B2).
▪
After restarting the engine, limit the maximum power so that ˗ the maximum exhaust temperature after the cylinder is not exceeded, ˗ the maximum exhaust temperature in front of the turbocharger is not exceeded, ˗ increased clouding of the exhaust is minimised.
Do not stand near the turbocharger!
▪
As a precaution, prepare the fire extinguishing measures!
▪
At the next opportunity, check for damage and carry out troubleshooting.
6680 3.6.3-02 EN
2007-06-28
Operation/Operating media General
Measures to be taken:
MAN Diesel
3.6.3
The following criteria place a limit on the engine load which can be achieved in emergency engine operation ▪
the maximum exhaust temperature after the cylinder,
▪
the maximum exhaust temperature in front of the turbocharger,
▪
Exhaust clouding.
The following information is only a guideline. L 32/44 CR L 32/40 48/60 B 48/60 CR: L 58/64
V 32/40
Engine operation at variable speed
15% of the rated power at the associated speed
40% of the rated power at the associated speed
Engine operation at constant speed
20% of the rated 40% of the rated power at rated speed power at rated speed
Turbocharger failure
Table 1: Emergency operation with turbocharger failure - maximum achievable power/speeds The above power values are only reference values. If required, the power must be reduced further.
Operative Management III - Operating faults
Maximum power that can be achieved
2007-06-28
Operation/Operating media General
6680 3.6.3-02 EN
3 (3)
MAN Diesel
3.6.4
Failure of power supply Blackout means a sudden electrical power failure. A blackout causes the coolant, lube oil and fuel pumps to fail if these are not powered by the engine itself. Other important supply units and the measuring control and regulating devices are also affected. If the blackout occurs while operating at a high engine power level, the coolant which stops circulating is heated by the engine components which are subject to high thermal forces and steam bubbles may form. For this reason: Exercise care near the venting and drain pipes!
Immediately stop the engine. In the event of a blackout, be sure to stop the engine immediately, both in the case of automatically controlled engines as well as for engines which are manually controlled. This also applies in those cases where pumps do not resume operation within a few seconds, which may happen if the power supply is automatically taken over by a standby power unit. For marine main engines, this emergency stop operation can be temporarily bypassed in extreme cases where "ship before the machine" applies. The engine must be disengaged on engines fitted with a disengaging coupling. For ships with a variable-pitch propeller, if possible, the gradient must immediately be set to zero so that the engine is not dragged by the propeller. These operations must be triggered automatically if the lube oil pressure decreases.
Relubrication unit
Operative Management III - Operating faults
Failure of the power supply (blackout)
For engines which are equipped with a directly coupled, engine-powered lube oil pump (and an electrically powered standby pump), the engine oil supply will be kept running by this pump in case of a blackout. Marine engines which are equipped with 2 electrically driven lube oil pumps and for which there is a risk of drag being exerted on the engine while the ship is drifting, must be equipped with a post-lubrication tank. The oil supply from the overhead tank during this phase (in emergencies) must be ensured.
2008-05-06
Regardless of how the lube oil system is otherwise designed, during runout the turbocharger(s) is/are supplied for a period of time with oil from a top-mounted oil tank (rigid engine support) or by a separately positioned oil tank (resilient engine mounting).
Systems with automatic oper- After restoring the electrical power supply, the pumps and fans must restart automatically in the order indicated: ation 1. Lube oil pump and fuel pump, 2. Coolant pump, 3. Engine room ventilation,
6680 3.6.4-01 EN
Operation/Operating media General
Stationary engines which are equipped with 2 electrically driven pumps are set to "zero" charge in case of a blackout. Relubrication of the engine does not normally take place during the relatively short (1 ... 3 minutes) load-free run-down period.
1 (2)
MAN Diesel
Operative Management III - Operating faults
3.6.4 4. Sea water pump.
The engine must never start automatically after a Blackout.
The blocking of the fuel pump is disengaged as soon as the coolant and the lube oil pumps have started up. The drive lever of the automatic control must be set to STOP and only after doing so may the engine be restarted and slowly have load applied to it in accordance with the power-up drive program.
Systems with manual opera- In manual mode the engine must be stopped immediately after a Blackout in order to prevent severe damage caused by lubrication failure or by thertion mal overload. After restoring the electrical energy supply proceed as per automatic operating mode. Here, too, it is important that the engine is restarted and only gradually has load applied to it.
Blackout test
When commissioning engine systems, a blackout is often provoked intentionally to test the engine behaviour and the activation of the shutdown equipment. To reduce wear on the engine, this test may only be carried out at an engine speed below approx. 50 % or with a power at approx. 15 %.
Resuming operation of the engine after a blackout
Depending on the power level operated at prior to suddenly powering down, the coolant no longer circulating is heated up substantially by the hot engine components, which in some cases may lead to the formation of steam in the cooling spaces in the cylinder head. It is therefore advisable to wait until the engine has cooled down before restarting. Given that it is only rarely possible to do this, when resuming operation, follow these steps to prevent damage from occurring as a result of thermal shocks: 1. Shut off recooling by bypassing the fresh water cooler. 2. Only briefly turn on the coolant pump so that colder water from the pipes slowly mixes with the hot water in the engine. 3. Turn the coolant and lube oil pumps on. 4. Start the engine.
2 (2)
2008-05-06
Operation/Operating media General
5. Turn the recooling on again
6680 3.6.4-01 EN
MAN Diesel
3.6.5
Failure of cylinder lubrication Supplying lube oil to the piston surfaces, piston rings and cylinder liners is Emergency operation with failure of the cylinder lubrica- ensured by the splash lubrication of the crankcase and by the additional cylinder lubrication unit. If the cylinder lubrication unit completely or partially tion
fails, the engine can continue to be operated for a limited time (approx. 250 h). If the engine power is reduced to below 50%, the operating time of the engine is unlimited. The lubrication unit must be serviced or replaced as quickly as possible. The following measures must be carried out before re-commissioning the cylinder lubrication after operating the engine without cylinder lubrication in order to clean the bores in the cylinder lubrication system: 1. Switch the pump for pre-lubrication on when the engine is stopped. 2. Switch the pump for cylinder lubrication to manual mode. 3. Turn the engine over slowly for approx.10 minutes (the pump for cylinder lubrication must be switched on again after 5 minutes).
Operative Management III - Operating faults
Failure of cylinder lubrication
2007-07-11
Operation/Operating media General
6680 3.6.5-01 EN
1 (1)
MAN Diesel
3.6.6
Failure of the speed control system Behaviour with stationary engines or ship's main engines in generator operation mode
In the event of failure of the speed regulation system, and RESET having been carried out, caused
▪
by missing or faulty input signals,
▪
by internal errors or
▪
by failure of the power supply,
on stationary engines or ship's main engines in generator operation mode, emergency shut-off of the engine is required. This takes place by the shutdown function of the regulator. The regulator shaft is turned to "zero" filling. If the emergency shutdown function of the regulator is suppressed the engine must be stopped by using the emergency shutdown device on the fuel pumps instead. Operation of the engine without functioning regulator is not permitted because sudden unloading, by de-excitation of the generator, for example, can lead to impermissible excess speeds and associated fracture of running gear parts or to destruction of the driven machine. In most cases it is right
▪
to stop the engine
▪
to look for the fault causing the actuation
▪
to eliminate the source of the fault systematically and
▪
only then to re-start the engine.
This is done by calling up the error flags with the hand programming unit in level 4, list 2, from parameter 3000. Those that are set to "1" must be eliminated using the faultfinding instructions in the documentation provided by the manufacturer (see volume D). If this does not prove successful you should contact MAN Diesel SE. Since this process of fault elimination can take a longer period of time, and, in the worst circumstances, can still prove unsuccessful, ship's main engines are fitted with an additional device which allows emergency operation. It consists of a lever that is clamped onto the control shaft, a stroke limiter and an actuating lever which is only fitted if the described series of emergency events occur. The control shaft can be turned with the lever and held in a desired setting. For further details see Work Card 203.01 in volume B2.
6680 3.6.6-01 EN
Operation/Operating media General
2007-04-20
Emergency operation of ship's engines with direct propeller drive
Operative Management III - Operating faults
Failure of the speed control system
1 (1)
MAN Diesel
3.6.7
Basic information Operating data/Threshold val- Operating data, e.g. temperatures, pressures, resistance to flow and all other safety-relevant values/characteristics must be kept within the target ues
range. Threshold values must not be exceeded. The "Test run and commissioning protocol" (in volume B5) and the "List of measuring and control devices" (in volume D) contain mandatory reference values.
Alarms, reduction and stop signals
Alarms, reduction or stop signals are triggered by the most important operating data, depending on the level of excess and risk potential. This is achieved with the help of the alarm system and safety control system. Reduction signals reduce the engine output in marine systems. This is achieved by reducing the pitch in variable-pitch propeller systems. Stop signals cause the engine to stop.
Response in the event of emergencies - technical options
Acoustic or visual warnings can be reset. The displays remain active until the fault has been eliminated. Reduction or stop signals can be suppressed in marine systems (with the exception of "overspeed" signal) using the override function with the value "ship before machine". This option is not available in stationary systems.
Classification of alarm and limit values
The guidelines of the classification societies and the operator's own assessment apply when defining the alarm values and safety-relevant limit values.
Examples
Stop criteria are (for example): overspeed, excessively low lube oil pressure and excessively high temperatures at crankshaft main bearings. If the oil mist detector responds it is normal also for a stop to be effected. If the coolant temperature in ship's systems is too high a power reduction is initiated.
Operative Management III - Operating faults
Response in the event that operating values are exceeded when alarms occur
Legal situation The purpose of alarm, reduction and safety signals is to warn against or eliminate dangers. Due care must be observed when investigating their causes. The malfunction sources must be consistently eliminated. They must not be ignored or suppressed, unless instructions to do so are given by the management, or in cases where the cause represents a high degree of danger.
Ignoring or suppressing alarms
2007-04-20
Liability claims for damage caused by exceeding target values and/or suppressing/ignoring alarm and safety signals will not be recognised under any circumstances.
6680 3.6.7-01 EN
Operation/Operating media General
It is extremely dangerous for persons and technical equipment to ignore/ suppress alarms or override reduction and stop signals.
1 (1)
MAN Diesel
3.6.8
What action should be taken? Oil mist
The oil mist concentration in the crankcase is monitored by an oil mist detector. It increases if bearings are damaged and in the event of piston seizure and blow-bys from the combustion chamber. In these cases an alarm is triggered and the red alarm LED starts flashing on the oil mist detector.
Danger to persons and damage to property!
Danger caused by high concentrations of oil mist
If the oil mist concentration is too high this poses an acute danger to persons and property. It may cause an explosion in the crankcase which could severely damage the engine, crankshaft and running gear parts.
Switch the engine off immediately!
Stopping the engine due to high concentrations of oil mist
Operative Management III - Operating faults
Response in the event of an oil mist alarm
If the oil mist concentration is too high the engine is switched off by the safety control system. If this does not occur, or if this feature is not provided, the engine must be switched off manually. This must be carried out within seconds. The engine is not monitored when the oil mist detector is inoperative. In this case, initial signs of damage cannot be detected or will not be detected in time.
Checks to be carried out following an oil mist alarm/engine stop Check of the oil mist detector After the actuation of an oil mist alarm the oil mist detector must be checked for functionality using the operating instructions provided by the manufacturer. The engine must not be taken back into operation to do so.
2007-04-20
Check of the running gear interior
Once the waiting period of 10 minutes has elapsed (this is necessary as there is danger of explosion due to the entry of air (see safety regulations)) all crankcase covers must be removed. The subsequent checks include the following: The other work/working steps include: ▪
measurement of all bearing temperatures,
▪
visual inspection of the running gear parts and the sump for swarf, discolouration and warping of materials and
6680 3.6.8-01 EN
Operation/Operating media General
When performing these checks the measuring chamber must be checked for traces of water. Water vapour may trigger a false alarm. If there are traces of water you must clean the measuring chamber. The engine must then be blown through with compressed air. In so doing, check whether the running gear moves easily when turned. If water is the cause of the alarm additional checks must be carried out as follows:
1 (2)
MAN Diesel ▪
visual inspection of all piston skirts and cylinder liners. Aluminium alloy piston skirts suffer pick-up damage at an earlier stage, grey cast iron skirts are less sensitive.
Running gear check, external Once the control shaft cover has been opened, the checks to be carried out include:
Check of combustion chambers
▪
measurement of the temperatures of all control shaft bearings and the external bearing,
▪
visual inspection of camshaft(s), fuel injection pump drives, cam followers and rollers for wear/seizure.
To carry out this check, the cylinder head covers must be opened and the combustion chambers, particularly the cylinder liner contact surfaces, must be inspected either using an endoscope once the injection valves have been removed or with a mirror following removal of one inlet valve cage and one exhaust valve cage (if installed). If no damage is found during this inspection the previously unchecked points in the troubleshooting list should then be checked. If necessary contact the nearest service support location.
Starting engine
The engine may only be restarted after you ensure that no damage exists or that the original damage has been rectified.
2 (2)
2007-04-20
Operation/Operating media General
Operative Management III - Operating faults
3.6.8
6680 3.6.8-01 EN
MAN Diesel
3.6.8
General Running gear temperature monitoring
The running gear temperatures in the crankcase are transferred to the surrounding lube oil. Damage to big end bearings, piston seizure and blow-bys from the combustion chamber cause a change in the lube oil temperature. For the splash oil monitoring system some of the splash oil in each big-end bearing pin is collected; the temperatures of the splash oil are monitored and compared. If the maximum temperature is exceeded, or if the temperature differential between the individual running gears is too great, initially an alarm is triggered followed by an automatic engine stop if necessary.
Danger to persons and damage to property!
Oil mist formation
Bearing damage, piston seizures and blow-bys encourage oil mist to form; this poses an acute risk to the health of personnel and damages property. It may cause an explosion in the crankcase which could severely damage the engine, crankshaft and running gear parts. The engine is not monitored when the splash-oil monitoring system is inoperable. In this case, initial signs of damage cannot be detected or will not be detected in time.
Operative Management III - Operating faults
Response in the event of a splash oil alarm
Checking the alarms
Once an alarm has occurred, the splash oil temperatures must continue to be monitored. If the temperature value causing the alarm does not fall back to the normal value after a short period the engine must be stopped and the relevant running gear must be checked. A check of the running gear must be carried out after an automatic engine stop.
Running gear check
Once the waiting period of 10 minutes has elapsed (this is necessary as there is danger of explosion due to the entry of air (see safety regulations)) all crankcase covers must be removed. The subsequent checks include the following: The other work/working steps include: ▪
measurement of all bearing temperatures,
▪
visual inspection of the running gear parts and the sump for swarf, discolouration and warping of materials and
▪
visual inspection of all piston skirts and cylinder liners. Aluminium alloy piston skirts suffer pick-up damage at an earlier stage, grey cast iron skirts are less sensitive.
If no damage is found during this inspection the previously unchecked points in the troubleshooting list should then be checked. If necessary contact the nearest service support location.
Starting engine
The engine may only be restarted after you ensure that no damage exists or that the original damage has been rectified.
6680 3.6.8-02 EN
Operation/Operating media General
2008-06-03
Checks following a splash-oil alarm/engine stop
1 (1)
MAN Diesel
3.6.9
Basic information In engines equipped with "Slow-Turn", the engine is turned over automatically prior to starting – this process is monitored in the engine control system. If the engine does not reach the number of anticipated crankshaft revolutions within the specified period, or if the minimum slow-turn time is not achieved, an error message is produced. A corresponding error message normally indicates that fluid has accumulated in the combustion chamber. If the slow-turn procedure is completed successfully, the engine starts automatically.
Response following a slow-turn error Slow-turn parameters
With the slow-turn procedure the engine is automatically turned with the air pressure reduced prior to the actual engine start. During this process, 2.5 crankshaft revolutions must be achieved within a specific time period. If this occurs in less than 15 seconds, or if takes longer than 40 seconds, a slowturn error is produced by the engine control system. Slow-turn parameters
Value
Revolution counter
2.5 revolutions
Slow-turn monitoring limit value Tmax
40 sec
Slow-turn monitoring limit value Tmin
15 sec
Engine downtime counter
4h
Operative Management III - Operating faults
Response in the event of slow-turn errors
Table 1: Slow-turn parameters for engine control
Stopping the error
The engine is normally prevented from turning freely by fluid that has penetrated the combustion chamber. This may be fuel, coolant or lube oil. In this case the engine must be turned through one full crankshaft revolution with the indicator cocks open using the turning-over gearbox. In this case the following procedure must be observed: ▪
Engage turning-over gearbox
▪
Open indicator cocks
▪
Turn the engine through one full crankshaft revolution
▪
Check the indicator cocks for the discharge of fluid If fluid comes out,
- Close indicator cocks
- Establish and eliminate the reason for the presence of fluid in the combustion chamber.
- Disengage turning-over gearbox
2007-07-24
- Press "Confirmation engine turned" button - Start engine
6680 3.6.9-01 EN
Operation/Operating media General
If no fluid comes out,
1 (2)
MAN Diesel Slow-turn error
Blowing out of the affected cylinder in this case is not permitted! If the above steps are not carried out a slow-turn error will occur during subsequent starting attempts!
2 (2)
2007-07-24
Operation/Operating media General
Operative Management III - Operating faults
3.6.9
6680 3.6.9-01 EN
MAN Diesel
3.7
6631 3.7-4 EN
Operative Management IV - Shutting Down the Engine
Prerequisites Safety Operating media Operative management I - Putting engine into operation 3.5 Operative Management II - Monitoring Operating Data 3.6 Operative Management III - Operating faults 3.7 Operative Management IV - Shutting Down the Engine 3.1 3.2 3.3 3.4
1 (1)
MAN Diesel
3.7.1
Shutting down/preserving the engine If the engine is shut down for longer than 1 week it must be turned over once a week for approximately 10 minutes. To do this, the lube oil pumps for the running gear and cylinder lubrication must be put into operation (oil temperature approximately 40 °C). For longer downtimes (e.g. storage) the engine must be emptied, cleaned and preserved. The necessary instructions are contained in Work Card 000.14 - "Corrosion protection/preservation of diesel engines". The necessary preliminary work, the preservation itself and suitable preserving agents are described in this Work Card.
Operative Management IV - Shutting Down the Engine
Shutting down/preserving the engine
2007-04-20
Operation/Operating media General
6680 3.7.1-01 EN
1 (1)
MAN Diesel
Maintenance/Repairs
1 Introduction 2 Technology 3 Operation/Operating media 4 Maintenance/Repairs 5 Appendix
6631 4-4 EN
1 (1)
MAN Diesel
4.1
General remarks Purpose of maintenance work/prerequisites
Alongside regular checks, maintenance work is one of the operator's obligations and serves to maintain the operational readiness and reliability of the system. This work must be carried out in accordance with the maintenance schedule in a timely manner by competent personnel. Maintenance work helps operating personnel detect emerging malfunctions on time. It provides the persons responsible with information on necessary reconditioning work or repairs and influences the planning of downtimes.
Maintenance/Repairs
General remarks
Maintenance and repair work can only be carried out properly and correctly if the required spare parts are available. In addition to spare parts, it is also expedient to keep a stock of parts in reserve to cater for unexpected failures. Please ask MAN B&W Diesel AG to submit a quotation if required.
Maintenance schedule/main- The necessary work is listed in the maintenance schedule. This contains tenance intervals/personnel and time requirements ▪
a brief description of the work,
▪
the repetition intervals,
▪
the personnel and time requirements and
▪
refers to the relevant Work Cards/working instructions.
Work Cards in Volume B2 and The Work Cards, summarised in parts B2 and C2 of the Technical Documentation, give a brief description of the meaning and purpose of the work. C2 They also contain information on ▪
required tools/auxiliary equipment
▪
detailed descriptions and drawings of the work sequences and steps.
In addition to the printed paper version, there is also a foil-laminated copy. These Work Cards are protected from dirt and can therefore be used as a source of information when carrying out the work.
Maintenance schedule for the A dedicated maintenance schedule is provided for the turbocharger(s). This can be found in Volume C1. turbocharger
2007-04-20
Maintenance/Repairs General
6680 4.1-03 EN
1 (1)
MAN Diesel
4.2
Preliminary Remarks Maintenance schedules Systems
4.7.1
Engine
4.7.2
Turbocharger
4.7.3
The maintenance schedule for the engine includes work on components of peripheral systems and on engine components/subassemblies (see Section 4.7). The maintenance schedule for the turbocharger is part of Volume C1 of the Technical Documentation.
Maintenance/Repairs
Maintenance schedule (explanatory notes)
Obligation and possibilities for adaptation Validity of the maintenance schedule
Maintenance schedules 4.7.1 and 4.7.2 are jointly applicable. They summarise work that is to be carried out at regular intervals or within a range of intervals. After 30,000 or 36,000 operating hours, a thorough examination of the main components must be carried out. In particular, the cylinder heads and valves, the cylinder liners and pistons and the running gear parts and bearings should be checked for wear and renewed if necessary. It is recommended that extensive work such as this and the general overhaul is carried out by one of our customer service locations.
Adapting the maintenance schedule
The maintenance schedules apply to average operating conditions. The stipulations are non-binding recommendations and guideline figures. In order to obtain data based on experience, it is recommended that the lower interval ranges are used initially as a guideline. The repeat intervals must be shortened following a critical analysis, if the operating results and operating conditions require it, and if the operating schedules permit it (ship timetables/inspection periods for power stations). It is possible to extend the intervals if the operating results and operating conditions are favourable. Favourable operating conditions are: ▪
uniform loading within the range of 60 to 90 % of rated power,
▪
observance of the specified temperatures and pressures for operating media,
▪
use of specified lube oil and fuel qualities,
▪
careful separation of fuel and lube oil.
2007-10-23
▪
prolonged operation at peak loads or low loads, long periods of idling, frequent severe load changes,
▪
frequent engine starts and repeated warm-up phases without sufficient preheating,
▪
high engine loads before the specified operating temperatures have been reached,
▪
lube oil, coolant and charge air temperatures too low,
6628 4.2-02 EN
Maintenance/Repairs General
Unfavourable operating conditions are:
1 (2)
MAN Diesel ▪
use of insufficient fuel qualities and inadequate separation,
▪
insufficient intake air filtering (particularly with stationary engines).
2 (2)
2007-10-23
Maintenance/Repairs General
Maintenance/Repairs
4.2
6628 4.2-02 EN
MAN Diesel
4.3
Preliminary Remarks Standard Tools
The engine is equipped with a comprehensive set of tools. It consists of ▪
the basic tools,
▪
hydraulic tensioning tools, and
▪
special tools.
It enables normal maintenance work to be carried out. Volume B6 of the technical documentation includes a list of the tools and their designations. The tool set for the turbocharger is contained in one case and a table of contents is also included.
Maintenance/Repairs
Tools/Special tools
Moreover, tools are offered ▪
for work which is often of a more difficult nature or which is seldom required,
▪
which facilitate the work, or
▪
which help to overcome plant difficulties.
Tools upon the customer's request
Such tools are supplied upon request. Please ask MAN Diesel SE to submit a quotation if required. The table below shows which tools are available to supplement the standard set of tools for the engine.
Special tools
Certain jobs, which are classified as repairs as opposed to maintenance tasks, require special expert knowledge, experience and supplementary equipment/accessories. For such work we provide our service support points or authorised workshops, where required, with other special tools. We therefore recommend that you consult these partners, or ask them to do jobs for you whenever your own capacities in terms of time, qualification or personnel are inadequate.
Tools supplied upon customer's request Tool
Comment
Tool for removing/fitting the During maintenance work, such as checking the crankshaft main bearing or replacing crankshaft bearing cap the bearing shells, the main bearing cap is just lowered, not removed. This is only required in special circumstances. This is what the tool referred to on the left is used for.
Pneumatic honing tool for the cylinder liner
Cylinder liners require rehoning when piston rings are replaced or if the roughness of the running surface has become insufficient. This job can be contracted to service support points or be performed by the user himself using the honing device.
2007-10-23
For maintenance work, such as replacing the complete torsion vibration damper, the aforementioned tool is used. This work can be handed over to a service support location or you can carry it out yourself using the removal and fitting device.
6628 4.3-03 EN
Maintenance/Repairs 32/40
Device for removal and fitting of the rotational vibration damper (on the crankshaft)
1 (7)
MAN Diesel
Maintenance/Repairs
4.3 Tool
Comment
Figure 1. Assembled pneumatic GERUS honing tool Tool for regrinding the seal- Regrinding of the sealing groove in the top land ring or the cylinder head is required ing groove in the top land when the sealing ring is no longer able to provide adequate compensation for deforring mation/material losses.
2 (7)
Valve seats exhibiting small deficiencies can be reground by hand using grinding paste. If an acceptable outcome is not produced in this way, mechanical machining must be employed.
Figure 2. Valve seat lathe manufactured by Hunger Electric valve cone grinder
Valve cones showing minimum deficiencies can, like valve seats, be reground by hand using grinding paste. If an acceptable outcome is not produced in this way, mechanical machining must be employed.
6628 4.3-03 EN
2007-10-23
Maintenance/Repairs 32/40
Electric valve seat turning machine
MAN Diesel Comment
Maintenance/Repairs
Tool
4.3
Figure 3. Valve seat grinding machine manufactured by Hunger Uneven/damaged seat surfaces can be reworked by hand using this tool with grinding wheels or milling discs. A dial gauge is available to check the required residual gap.
Figure 4. Tool for grinding/milling seat surfaces in the cylinder head Tool for pulling the drive gear Pumps which are driven directly by the diesel engine do not require any regular off directly driven lube oil or maintenance work. If a pump has to be dismantled, the drive gear has to be pulled coolant pumps off. This is what the tool referred to on the left is used for.
6628 4.3-03 EN
Maintenance/Repairs 32/40
2007-10-23
Tool for grinding/milling seats in the cylinder head (injection valve, starting valve)
3 (7)
MAN Diesel
Maintenance/Repairs
4.3 Tool
Comment
Figure 5. Withdrawal tool for lubricating oil or coolant pumps Baewert indicator system for detecting and evaluating ignition and injection pressures
The exact capture and evaluation of ignition pressures (and injection pressures) with the Baewert indicator system, comprised of quartz sensor and evaluation device provides valuable information regarding the engine condition. A serial interface enables computer-assisted evaluation.
Figure 6. Baewert indicator system This tool is used for regrinding the seat surfaces of the injection pipe in the event of tightness problems.
4 (7)
2007-10-23
Maintenance/Repairs 32/40
Pressure pipe grinding tool
6628 4.3-03 EN
MAN Diesel Comment
Maintenance/Repairs
Tool
4.3
Figure 7. Pressure pipe grinding fixture Removal and fitting fixture for the pipe bundle of the charge air cooler
Installed charge air coolers can be flushed for cleaning on the air side. The blind flanges required for this are contained in the standard tool set. If this cleaning process does not provide the desired results, the cooler insert must be dismantled using this tool and cleaned using a more suitable process.
Cleaning the charge air cooler by ultrasound
Installed charge air coolers can be flooded for cleaning on the air side and be cleaned by using an ultrasound generator. The blind flanges required for this are contained in the standard tool set. This cleaning process means that most of the air side deposits on the charge air cooler bundle can be removed.
Endoscope with or without video camera
In order to inspect inside areas of any type and in order to check the cams and rollers on the valve camshaft of the V engines, the aforementioned Olympus endoscope can be used. It is comprised of an ocular unit, a sleeved light guide and interchangeable objective lenses. These provide a direct view onto the lit object or a side view.
2007-10-23
Maintenance/Repairs 32/40
6628 4.3-03 EN
5 (7)
MAN Diesel
Maintenance/Repairs
4.3 Tool
Comment
Figure 8. Industrial endoscope with flexible light guide and interchangeable objective lenses
6 (7)
With the SI digital pressure gauge, differential pressure measurements at the charge air cooler and in the crank area can be performed safely and comfortably. Special connections are provided. The instrument can also be used at other measuring points.
Figure 9. Digital pressure gauge made by SI
6628 4.3-03 EN
2007-10-23
Maintenance/Repairs 32/40
Digital pressure gauge for pressure and differential pressure measurement
MAN Diesel
4.3
Information regarding tools for the engine accessories, e.g. for the oil mist detector and for the system accessories e.g. for filters, separators, fuel and lube oil preparation modules, water-softening plants etc. can be consulted in the documents in Volume E1 of the Technical Documentation.
Maintenance/Repairs
Tools for the engine and system accessories
2007-10-23
Maintenance/Repairs 32/40
6628 4.3-03 EN
7 (7)
MAN Diesel
4.4
Tip Because of its importance we have repeated a sentence here that we have already used:
Availability of required spare parts
Maintenance and repair work can only be carried out properly and correctly if the required spare parts are available.
Maintenance/Repairs
Spare parts
The following notes should help you to confidently use the right information source for identifying and ordering spare parts when required.
Spare parts for engines and turbochargers Spare parts for engines and turbochargers can be identified with the aid of the spare parts catalogues in Volumes B3 and C3 of the Technical Documentation. An illustrated sheet is provided in each case to guide you, using the item number to direct you to the order number.
Figure 1: Spare parts catalogue for engine components - illustrated sheet
2007-04-20
Maintenance/Repairs General
6680 4.4-01 EN
1 (3)
MAN Diesel
Maintenance/Repairs
4.4
Figure 2: Spare parts catalogue for engine components - text sheet
Spare parts for tools/Ordering of tools (engine and turbocharger) Complete tools can be ordered with the aid of the tool list in Volume B6 of the Technical Documentation or with the aid of the contents list in the turbocharger tool case. The order numbers can also be found on the respective Work Card in Volumes B2 and C2. It is also possible to order replacement parts for tools in this way. When ordering tools you must, as usual, quote the engine type, the engine factory reference number and the 6 digit tool number, which also serves as the ordering number. The first 3 digits of the tool number refer to the subassembly where the tool is used. General tools have a number below 010 instead of the number of the sub-assembly. To avoid queries, we require the information listed under 1, 2 and 5, as per the following example.
2 (3)
2007-04-20
Maintenance/Repairs General
Explanatory notes 1 Number required 2 Designation 3, 4 Sub-assembly 5 Tool number = Order number
6680 4.4-01 EN
MAN Diesel
4.4
Maintenance/Repairs
Figure 3: Information for ordering tools and parts. Figure - Work Card for sub-assembly 030.
Spare parts for measuring, control and regulation systems and for engine and system accessories Information about spare parts for the following systems (accessories) can be found in the documents in Volumes D1 to D .... and Volumes E1 to E... ▪
Measuring, control and regulation devices, e.g. temperature sensors, relays, measuring transducers (unless contained in the spare parts catalogue for the engine),
▪
engine accessories, e.g. oil mist detector and
▪
system accessories, e.g. filters, separators, water-softening plants and similar equipment.
2007-04-20
Maintenance/Repairs General
6680 4.4-01 EN
3 (3)
MAN Diesel
4.5
New-for-old Components of high value which have become faulty or worn and the reconditioning or repair of which requires special know-how or equipment can be replaced in the “New-for-Old" process. This is applicable to ▪
piston crowns,
▪
valve cages and valves,
▪
fuel injection nozzles and injection pumps,
▪
speed governors,
▪
compressed air starter/Starter and
▪
completely assembled rotors of turbochargers (cartridges).
Maintenance/Repairs
Replacement of Components by the New-for-Old Principle
These parts can generally be delivered ex-stock. If not, they will be reconditioned/repaired and returned to you. Please ask MAN Diesel SE or the nearest Service Center to submit a quotation tailor-made to your needs whenever required.
2007-04-20
Maintenance/Repairs General
6680 4.5-01 EN
1 (1)
MAN Diesel
4.6
Services/repair work The following organisations provide a wide range of services and specialist advice to assist you with both routine matters and with more difficult cases: ▪
MAN Diesel SE, Augsburg plant,
▪
MAN Diesel SE, Hamburg Service Center,
▪
MAN Diesel Pte. Ltd., Singapore Service Center,
▪
service support locations and authorised repair workshops.
Maintenance/Repairs
Services/repair work
a wide range of services and expert advice is available. The range of services includes spare parts supply, advice and assistance on operation, maintenance and repair issues, identifying and clarifying cases of damage and dispatching mechanics and engineers to all parts of the world. Some of these services form part of the standard range of services offered by manufacturers, shipyards, repair workshops or specialist companies. Some, however, are only possible thanks to decades of experience in diesel engine construction and in the operation, maintenance and repair of diesel engine installations. The latter is a result of a particular professional obligation we feel we owe to the operators of our engines and to our products. Please observe the supplementary information contained in the printed documents in Volume A1 of the technical documentation. This includes the addresses and telephone numbers of the nearest support locations that you can contact.
2007-04-20
Maintenance/Repairs General
6680 4.6-01 EN
1 (1)
MAN Diesel
4.7
Explanation of signs and symbols The header of the maintenance schedule contains signs and symbols instead of bilingual entries. They denote the following: 1, 2, 3
Sequential number of the maintenance job. The number sequence includes gaps for any necessary changes/additions. Brief description of the maintenance work
Maintenance/Repairs
Maintenance schedule (signs/symbols)
Associated Work Cards. The Work Cards listed contain detailed information on the work steps required. ___.xx
These Work Cards summarise a group of Work Cards
A
No Work Card required/available
B
See manufacturer's maintenance instructions (Volume E1)
C
Have this work carried out by a MAN Diesel SE Service Support Location or a specialist company
D
See associated maintenance work
Personnel required
Labour time in man-hours per
Reference value for stating the time requirement
24 ... 36000 X, 1 ... 4
Repeat interval in operating hours Signs used in the interval columns. The explanatory note is repeated on each sheet. Where the signs and symbols used in the header are concerned, however, we have assumed that they are sufficiently clear and do not need to be repeated continuously.
Table 1: Explanation of signs and symbols used in the maintenance schedule The maintenance jobs are grouped together in the maintenance schedule (systems) by system/function group, whilst in the maintenance schedule (engine) they are grouped together by sub-assembly.
Maintenance/Repairs General
2007-04-20
Maintenance work groups
6680 4.7-03 EN
1 (1)
MAN Diesel
4.7.1
Maintenance schedule per 24 150 250 500 1-2* 3-4* 5-6* 10-12* 20-24* 30-40* 50-60*
1, 2, 3
Fuel System 004 Check system components for tightness (visually)
A
1
0,2
Engine
X
005 Day tank: Check fuel level: drain water from A day tank and settling tank
1
0,2
Engine
X
006 Check Viscosimat (carry out comparative temperature measurement)
B
1
0,1
Unit
X
007 Clean fuel filter (depending on the differen- B tial pressure)
1
3
Filter
1 1 1 1 1 1 1 1 1 1 1
008 Overhaul the fuel pump
B
1
1
Pump
3 3 3 3 3 3 3 3 3 3 3
009 Check/overhaul buffer pistons
434.04
1
1
Unit
A
1
0,2
Engine
X
012 Service tanks for engine and cylinder lubri- A cation: Check oil level
1
0,1
Engine
X
014 Examine oil sample (drip test)
000.05
1
0,2
Engine
015 Have the oil sample analysed
000.04
1
0,3
Engine
016 Change oil filling (depending on results of analysis), clean the tank
000.04
1
5
Engine
017 Check oil drain from piston, big-end and crankshaft main bearings, from the gearbox and the turbocharger (visually) - see also 401
A
1
0,2
018 Check oil drain (visually) from camshaft bearings, high pressure pumps and valve gear (in the rocker arm casing) - see also 401
A
1
020 Overhaul the lube oil pump
300.01
Maintenance/Repairs
Maintenance schedule (systems)
X
Lube oil system
X X 1 1 1 1 1 1 1 1 1 1 1
Unit;Cyl.
X
2
Engine
X
2
10
Pump
1 1 1 1 1 1 1 1 1 1 1
023 Clean the lube oil service filter (depending B on scavenging intervals)
1
3
Filter
1 1 1 1 1 1 1 1 1 1 1
024 Clean the lube oil indicating filter (depend- B ing on differential pressure)
1
2
Filter
1 1 1 1 1 1 1 1 1 1 1
50-60* ... X * 1 3 4
Repitition interval in operating hours Maintenance work due x 1000 h As required/depending on condition According to specification of manufacturer If component/system is given
6628 4.7.1-02 EN
Maintenance/Repairs 32/40
2007-04-05
011 Check system components for tightness (visually)
1 (4)
MAN Diesel 1, 2, 3
per 24 150 250 500 1-2* 3-4* 5-6* 10-12* 20-24* 30-40* 50-60*
Maintenance/Repairs
4.7.1
025 Clean lube oil preheater (depending on separation temperature for required flow rate). Cleaning possibly by a specialist company
B
1
4
Unit
1 1 1 1 1 1 1 1 1 1 1
026 Check, clean and overhaul the lube oil sep- B arator (residue self-discharging)
1
4
Unit
1 1 1 1 1 1 1 1 1 1 1
0
Unit
1 1 1 1 1 1 1 1 1 1 1
027 Clean lube oil cooler, possibly by specialist C company
Coolant system (cylinder and nozzle cooling) 031 Expansion tank: Check the coolant level
A
1
0,2
Engine
X
032 Check the injection valve coolant drain (for A unhindered flow and possible traces of fuel)
1
0,1
Engine
4
033 Coolant: Check the corrosion protection - 000.07 see also 401
1
1
Engine
035 Check cooling spaces, chemically clean 000.08 the system (cylinder and nozzle cooling). Cleaning possibly by a specialist company
0
Engine
1 1 1 1 1 1 1 1 1 1 1
036 Coolant heat exchanger: Clean the cooling C spaces, possibly by specialist company
0
Unit
1 1 1 1 1 1 1 1 1 1 1
X
Compressed air and control air system 042 Compressed air tank: drain water after every filling (if automatic water draining does not take place)
A
1
0,1
Unit
X
043 Compressed air tank: clean the inside, B overhaul valves (according to specifications issued by the classification association)
2
10
Unit
1 1 1 1 1 1 1 1 1 1 1
044 Control air system: Drain the water separator and the air filter
125.10
1
0,1
Engine
045 Control air system: Clean the water sepa- 125.10 rator and the air filter
1
1
Engine
1
0,1
Circuit
053 Clean charge air cooler on both water and 322.01 air sides, possibly by specialist company 322.02
2
15
054 Charge air bypass/blow-off device: Check A system components for tightness (visually). Check control and monitoring elements for proper function
1
1
X X
Charge air system
2 (4)
A
Exhaust gas system 50-60* ... Repitition interval in operating hours X Maintenance work due * x 1000 h 1 As required/depending on condition 3 According to specification of manufacturer 4 If component/system is given
6628 4.7.1-02 EN
X
Radiator 1 1 1 1 1 1 1 1 1 1 1 Engine
1 1 1 1 1 1 1 1 1 1 1
2007-04-05
Maintenance/Repairs 32/40
052 Charge air cooler/charge air pipe: Check condensed water discharge for quantity/ free flow
MAN Diesel
4.7.1
24 150 250 500 1-2* 3-4* 5-6* 10-12* 20-24* 30-40* 50-60*
per
062 Exhaust gas blow-off device: Check sys- A tem components for tightness (visually). Check control and monitoring elements for proper function
1
1
Engine
1 1 1 1 1 1 1 1 1 1 1
063 Exhaust pipe: Check flange connections 289.01 and expansion joints for tightness (visually)
1
0,2
Circuit
2
6
Engine
073 Dismantle the control valves in the 10 and 125.xx 30 bar system, replace wear parts
1
24
Engine
074 Accumulator: Check charge condition and A electrolyte level
1
0,5
Engine
075 Check/overhaul oil mist detector
B
1
1
Engine
076 Check exhaust gas temperature measuring system
A
1
6
Engine
3
082 Foundation bolts: Check preload. Check 012.01 firm seating of stoppers, brackets and resilient elements (in case of marine engines also after collision or grounding) see also 402
2
8
Engine
X
083 Resilient mount: Check amount of settling 012.01 of resilient elements
2
3
Engine
4
084 Flexible pipe connections: Check all hoses A
1
1
Engine
085 Flexible pipe connections: Replace hoses A for fuel, lube oil, coolant, steam and compressed air
2
14
Engine
086 Bolted connections: check for tight fit/ 000.30 proper preload (e.g. on exhaust gas and charge air pipe, charge air cooler and turbocharger) - see also 402
2
10
Engine
X
X
Measuring, control and regulation systems 072 Switching and shut-off devices: Check switch points and proper function - see also 402
A
X
Maintenance/Repairs
1, 2, 3
X 4 3 3 3 3 3 3 3 3 3 3 3
Engine foundation/pipe connections
4 1 1 1 1 1 1 1 1 1 1 1
092 Flexible coupling: Check alignment and rubber elements
000.09
2
8
Engine
4
093 Coupling bolts: Check for tight fit/proper preload - refer to 402
020.04
1
1
Engine
X
094 Check/overhaul the turning-over gearbox
B
1
1
Unit
Additionally required 50-60* ... Repitition interval in operating hours X Maintenance work due * x 1000 h 1 As required/depending on condition 3 According to specification of manufacturer 4 If component/system is given
6628 4.7.1-02 EN
3 3 3 3 3 3 3 3 3 3 3
Maintenance/Repairs 32/40
2007-04-05
Flexible coupling/turning-over gearbox
3 (4)
MAN Diesel per 24 150 250 500 1-2* 3-4* 5-6* 10-12* 20-24* 30-40* 50-60*
1, 2, 3 401 Check parts installed in new or recondiD tioned condition and new operating media once after the period specified - applies to 017, 018, 033
0
Unit
402 Check parts installed in new or recondiD tioned condition and new operating media once after the period specified - applies to 072, 082, 086, 093
0
Unit
50-60* ... X * 1 3 4
X
2007-04-05
4 (4)
X
Repitition interval in operating hours Maintenance work due x 1000 h As required/depending on condition According to specification of manufacturer If component/system is given
Maintenance/Repairs 32/40
Maintenance/Repairs
4.7.1
6628 4.7.1-02 EN
MAN Diesel
4.7.2
1, 2, 3
per
24 250 500 1-2* 2-3* 5-6* 10-15* 20-24* 30-40* 50-60* 60-80* 80-100*
Maintenance schedule
Operating values
000
102 Check exhaust smoke (visually)
A
1
0,1
Engine
103 Check ignition pressures
000.25
1
0,1
Cyl.
104 Record operating data
000.40
1
0,1
Engine
X X X
Running gear/crankshaft 112 Check the running gear (visually). See also 404
020 A
113 Crankshaft: Measure crank web deflec- 000.10 tion (in the case of marine engines also after collision or grounding) See also 405
2
0,2
Cyl.
X
2
0,2
Cyl.
X
Main bearings
021
122 Locating bearing: Check axial clearance. See also 405
021.03
2
0,5
Bearing
123 Lower one bearing cap and inspect 000.11 lower bearing shell. If bearing shell can- 012.02 not be used again, check all bearings. 021.01 Check pressure for loosening bearing bolts.
2
6
Bearing
124 Replace all bearing shells
2
6
Bearing
021.01 021.02
X X
X
Torsion vibration damper
027
130 Remove vibration damper of the crank- 027.04 shaft, check and replace the sealing rings
2
30
Engine
131 Crankshaft vibration damper: Replace
027.03
2
30
Engine
132 Camshaft vibration damper: Check the 101.01 sleeve springs 101.02
2
6
Unit
X
X 4
030
142 Remove and check one bearing shell. If bearing shell cannot be used any longer, check all the bearings - including the crankshaft bearings. Check pressure for releasing bearing bolts.
000.11 030.02 030.03 030.04
2
4
Bearing
143 Renew all bearing shells
030.03 030.04
2
4
Bearing
Repitition interval in operating hours Maintenance work due x 1000 h As required/depending on condition If component/system is given
6628 4.7.2-04 EN
X
X
Maintenance/Repairs 32/40
2007-04-13
Connecting rod/big-end bearing
20-24* ... X * 1 4
Maintenance/Repairs
Maintenance schedule (engine)
1 (5)
Maintenance/Repairs
1, 2, 3
per
24 250 500 1-2* 2-3* 5-6* 10-15* 20-24* 30-40* 50-60* 60-80* 80-100*
MAN Diesel
4.7.2
Piston/piston pin
034
152 Remove, clean and check one piston (per cylinder bank in the case of V engines). Measure piston rings and ring grooves. Check pressure for releasing bolts on connecting rod shank. Document recorded data.
030.01 034.01 034.02 034.05 034.07
3
2
Cyl.
X
153 Remove, clean and check all pistons. 034.01 Measure ring grooves. Replace all pis- 034.02 ton rings. Attention: If piston rings have 050.05 been replaced, the cylinder liner must be rehoned. Document recorded data.
3
2
Cyl.
X
154 Removing one piston pin, checking pis- 034.03 ton pin bushing, checking clearance.
2
0,3
Cyl.
X
155 Dismantle one piston. Clean the com- 034.02 ponents. Check the coolant chambers 034.03 and bores for carbon deposits. If the 034.04 layer thickness exceeds 1 mm, dismantle all pistons.
3
2
Cyl.
X
156 Dismantle all pistons. Clean the compo- 034.02 nents. Replacement of the piston crown 034.03 is dependent upon the wear on the ring 034.04 groove and the findings.
3
2
Cyl.
157 Dismantle all pistons. Fit new piston upper sections and piston skirts.
034.02 034.03 034.04
3
2
Cyl.
X
158 Renew all gudgeon pin bushes. Have bushing change carried out by authorised workshop / service personel.
034.03 C
3
2
Cyl.
X
X
2 (5)
050
162 Measure one cylinder liner (per cylinder 050.02 bank in the case of V engines). Document recorded data.
2
0,3
Cyl.
163 Measure and rehone all cylinder liners. Document recorded data.
050.02 050.05
2
3
Cyl.
164 Remove, clean and check all cylinder liners. Renew the sealing rings
050.01 050.03 050.04
3
4
Cyl.
165 Replace all cylinder liners and sealing rings.
050.01 050.03 050.04
3
4
Cyl.
X
X X
X
Cylinder head
055
172 Remove, clean and check one cylinder 055.01 head (per cylinder bank in the case of V 055.02 engines). Check pressure for loosening 055.03 the cylinder head bolts
20-24* ... X * 1 4
3
Repitition interval in operating hours Maintenance work due x 1000 h As required/depending on condition If component/system is given
6628 4.7.2-04 EN
3
Cyl.
X 2007-04-13
Maintenance/Repairs 32/40
Cylinder liner
MAN Diesel per
173 Remove, clean and check all cylinder heads
055.01 055.02
3
3
Cyl.
X
Safety valves
057/073
182 Safety valve on drive chamber covers: 073.01 Check all valves for ease of movement.
1
0,1
Valve
183 Safety valve on cylinder heads: Remove A all valves and replace.
1
2
Valve
X X
Camshaft drive
100
202 Check gearwheels, measure the backlash - see also 406
100.01
2
1
Engine
X
Camshaft/camshaft bearing/cam follower
101/102/112
212 Check cams, rollers and cam followers 112.01 (visual check) See also 405
1
0,5
Cyl.
213 Check bushes of cam follower on one cylinder
2
2
Cyl.
214 Replace all cam follower bushes. Bush C replacement to be carried out by authorised workshop/service personnel.
2
2
Cyl.
216 Camshaft bearing/Camshaft thrust bearing: Replace all bearing bushes. Bush replacement to be carried out by authorised workshop/service personnel.
2
1,5
112.01
C
X X X
Bearing
1 1 1
Rocker arm
111
222 Check rocker arm and relevant bolted connections (visually)
111.01
1
0,1
Cyl.
X
113/114
232 Inlet and exhaust valves: Check the rotary motion during operation - see also 405
113.01
2
0,1
Cyl.
X
233 Check the valve clearance - see also 405
111.02
2
0,2
Cyl.
X
234 Remove two inlet valves (for each cylinder bank in the case of V engines). Check valve seats, valve cones, valve guides and valve rotators, replace worn parts.
113.01 113.02 113.03 113.04 113.05
2
1
Valve
235 Remove all inlet valves. Check and rework valve seats and valve cones. Check valve rotators and valve guides, replace worn parts.
113.01 113.02 113.03 113.04 113.05 113.06 113.08
2
2
Valve
Repitition interval in operating hours Maintenance work due x 1000 h As required/depending on condition If component/system is given
6628 4.7.2-04 EN
X
X
Maintenance/Repairs 32/40
2007-04-13
Inlet and exhaust valves
20-24* ... X * 1 4
Maintenance/Repairs
1, 2, 3
24 250 500 1-2* 2-3* 5-6* 10-15* 20-24* 30-40* 50-60* 60-80* 80-100*
4.7.2
3 (5)
MAN Diesel 1, 2, 3
per
236 Remove all inlet valves. Replace valve cones, valve seat rings and valve guides.
113.01 113.02 113.04 113.05
2
1
Valve
242 Remove two exhaust valves (for each cylinder bank in the case of V engines). Check valve cones, valve seats and valve guides. Replace worn parts.
113.02 113.03 113.04 113.05
2
2
Valve
243 Remove all exhaust valves. Check and rework valve seats and valve cones. Check valve guides. Replace worn parts.
113.02 113.03 113.04 113.05 113.06 113.08
2
4
Valve
244 Remove all exhaust valves. Replace 113.01 valve cones, valve seat rings and valve 113.02 guides. 113.04 113.05
2
1
Valve
24 250 500 1-2* 2-3* 5-6* 10-15* 20-24* 30-40* 50-60* 60-80* 80-100*
Maintenance/Repairs
4.7.2
X
X
X
X
Speed governor
140
266 Check pulse transmitter for dirt contam- 071.01 ination and verify that the spacing is correct
1
0,2
Engine
X
Starting air pilot valve/starting valve/main starting valve 272 Remove and overhaul all starting air pilot valves
160/161/162
160.01
1
1
Valve
X
274 Remove and overhaul all starting valves 161.01 161.02
1
2
Valve
X
275 Remove and overhaul main starting valve
1
2
Valve
X
162.01
Fuel injection pump
200
303 Remove 1 injection pump with drive, dismantle and check. Dismantle and check valve carriers.
200.03 200.04
2
4
Pump
304 Remove and disassemble all injection 200.03 pumps with drive. Check pump ele200.04 ments, valve carriers and baffle screws. 200.05 Replace worn parts and all sealing rings.
2
4
Pump
X
X
4 (5)
203
312 Lubricate all bearing points and joints. Check for proper functioning.
203.01
2
1
Engine
X
Fuel injection valve
221
322 Remove injection valves, check nozzle elements or replace them by new or reconditioned nozzle elements if necessary
20-24* ... X * 1 4
221.01 221.02 221.03 221.04
2
Repitition interval in operating hours Maintenance work due x 1000 h As required/depending on condition If component/system is given
6628 4.7.2-04 EN
3
Valve
X 2007-04-13
Maintenance/Repairs 32/40
Fuel regulation linkage
MAN Diesel per
323 Remove all injection valves. Replace all 221.01 nozzle elements. 221.03 221.04
2
3
Valve
X
Insulation
280/289/292
370 Visual check of insulating mats - checklist see working instructions/Volume B2
Engine
X
371 Check of internal/lagging insulation material - checklist see working instructions/Volume B2
Engine
X
372 Check of bolted connections and fastenings - checklist see working instructions/Volume B2
Engine
X
Maintenance/Repairs
1, 2, 3
24 250 500 1-2* 2-3* 5-6* 10-15* 20-24* 30-40* 50-60* 60-80* 80-100*
4.7.2
Additionally required 404 Check parts installed in new or recon- D ditioned condition, and new operating media, once, after the period specified applies to 112
Unit
405 Check parts installed in new or recon- D ditioned condition, and new operating media, once, after the period specified applies to 113, 122, 212, 232, 233
Unit
406 Check parts installed in new or recon- D ditioned condition, and new operating media, once, after the period specified applies to 202
Unit
X
X
Repitition interval in operating hours Maintenance work due x 1000 h As required/depending on condition If component/system is given
Maintenance/Repairs 32/40
2007-04-13
20-24* ... X * 1 4
X
6628 4.7.2-04 EN
5 (5)
MAN Diesel
Appendix
1 Introduction 2 Technology 3 Operation/Operating media 4 Maintenance/Repairs 5 Appendix
6631 5-4 EN
1 (1)
MAN Diesel
5.1
Standards The conventional designations/terms used in engine manufacture are laid down in the ISO 1204 standard and the MAN regulation Q10.09121-4611. A selection of terms, as they appear in the Technical Documentation, are explained in the following section.
Appendix
Designations/Terms
Engines Engines with supercharging
Supercharged engines have one or more exhaust gas turbochargers fitted (consisting of a turbine and compressor) which are driven by the exhaust gases. The purpose of the turbochargers is to compress the air required for combustion.
Diesel-gas engines (DF)
Diesel-gas engines can be operated either with liquid fuel or with gas (natural gas, town gas, digester gas, etc); for ignition, a small amount of fuel, the ignition oil as it is known, is injected.
Spark-ignition gas engines (G)
Spark-ignition gas engines are operated with gas (natural gas, town gas, sewer gas, etc) and external electric ignition.
Common-Rail engines (CR)
In engines with a Common Rail injection system the pressurised fuel is held in a reservoir and injected under electronic control.
Performance Gas Injection (PGI)
PGI engines are operated with natural gas and glow ignition.
Type, and direction of rotation Left-hand engine/Right-hand The terms left-hand engine (LM) and right-hand engine (RM) refer to the location of the engine's exhaust side. When looking towards the coupling engine side, the exhaust side is on the left on a left-hand engine, and it is on the right on a right-hand engine (see Figure 1). It is normally only possible to make this distinction on an in-line engine.
Right-hand engine
Figure 1: Determination of left-hand engine/Right-hand engine
Direction of rotation
When looking towards the coupling side, a right-turning engine turns clockwise, whilst a left-turning engine turns counterclockwise.
6680 5.1-01 EN
Appendix General
2008-05-06
Left-hand engine
1 (3)
MAN Diesel
Appendix
5.1 Designations for cylinders and bearings Designation for cylinders
The cylinders are numbered in sequence, from the coupling side, 1, 2, 3 etc. In V engines, looking from the coupling side, the left hand row of cylinders is designated A, and the right hand row is designated B. Accordingly, the cylinders are referred to as A1-A2-A3 or B1-B2-B3, etc. (see Figure 2).
In-line engine
V engine
Figure 2: Cylinder designation
Designations for crank pins, Crank journals and bearings
The crank pins and connecting rods are designated 1, 2, 3 etc. from the coupling side, the crank journals and main bearings are designated 1, 2, 3 etc. If there is an additional bearing located between the coupling flange and the gearwheel for the drive of the control system this bearing and the corresponding crank journals are designated 01 (see Fig. 3). it is of no significance which bearing is arranged to be the flanged bearing. On V engines, if 2 connecting rods are acting on one crank pin, the big-end bearings are designated in the same way as the cylinders, e.g. A1, B1, A2, etc.
01,1,2 Crank journals A Coupling flange 1 Crank pin B Spur wheel
Appendix General 2 (3)
Designation for engine sides Coupling side KS
The coupling sind is the main engine output side and is the side to which the propeller, the generator or other working machine is coupled.
6680 5.1-01 EN
2008-05-06
Figure 3: Designations for crankshaft journals and bearings
MAN Diesel
Left side Right side Timing side Exhaust side
Appendix General
2008-05-06
Exhaust counter side
The engine counter coupling side is the front face of the engine opposite the coupling side. On a left-hand engine, the left side is the exhaust side and on a V engine it is cylinder bank A. On a right-hand engine, the right side is the exhaust side and on a V engine it is cylinder bank B. The timing side is the longitudinal side of the engine to which the injection pumps and the camshaft are attached (opposite the exhaust side). The exhaust side is the longitudinal side of the engine to which the exhaust pipe is connected (opposite the timing side). The terms timing side and exhaust side are only used for in-line engines. On engines with two camshafts, one on the exhaust side and one on the opposite side, the term "timing side" is ambiguous. The term exhaust counter side is used in addition to exhaust side.
Appendix
Counter coupling side KGS
5.1
6680 5.1-01 EN
3 (3)
MAN Diesel
5.2
Formulae The selection below contains some of the main formulae used in engine and installation design. The formulae clarify fundamental correlations.
Appendix
Formulae
Engine Effective engine power Pe
Effective mean pressure pe
Stroke volume VH
Mean piston speed cm
Torque Md
Efficiency ηe
Propeller
Appendix General
2007-05-16
Propeller law
6680 5.2-01 EN
1 (2)
MAN Diesel
Appendix
5.2 Generator Synchronous speed
Key be
Specific fuel consumption
kg/kWh
cm
Mean piston speed
m/s
D F Hu
Cylinder diameter Frequency Lower calorific value of the fuel
dm Hz kJ/kg
Md
Torque
Nm
N P pe
Speed Power output Effective engine power
1/min kW kW
P pe
Number of pole pairs Effective mean pressure
/ bar
s VH
Stroke Stroke volume
dm dm3/Cyl.
Z ηe
Number of cylinders Efficiency
/ /
Engine type
Stroke volume [dm3/Cyl.]
Stroke volume 20/27
8,48
25/30
14,73
28/33
20,32
32/40
32,15
32/44
35,39
40/45
56,52
40/54
67,82
48/60
108,50
51/60
122,57
52/55
116,74
58/64
169,01
Table 1: Stroke volume of MAN Diesel engines
Appendix General
2007-05-16
2 (2)
6680 5.2-01 EN
MAN Diesel
5.3
Useful facts about units of measurement
Appendix General
2007-04-20
Some useful facts about units of measurement can be found in the insert entitled "SI units" in Section 5.5. It includes explanations of the ISO system of units, conversion factors for units of measurement and some physical parameters commonly used in engine design.
Appendix
Conversion of units
6680 5.3-01 EN
1 (1)
MAN Diesel
5.4
Use Standard symbols and abbreviations are used for clear representation of process technology interactions. The following list is a selection tailored to the needs of engine and energy plant construction. In the operating instructions, the symbols and abbreviations are mainly used in Sections 2 and 3 of this volume.
Appendix
Symbols and abbreviations
Symbols for functional and pipeline diagrams
Appendix General
2008-02-28
Figure 1: Symbols used in functional and pipeline diagrams, 1/4
6680 5.4-01 EN
1 (5)
MAN Diesel
Appendix
5.4
Appendix General 2 (5)
6680 5.4-01 EN
2008-02-28
Figure 2: Symbols used in functional and pipeline diagrams, 2/4
MAN Diesel
5.4
Appendix General
2008-02-28
Appendix
Figure 3: Symbols used in functional and pipeline diagrams, 3/4
6680 5.4-01 EN
3 (5)
MAN Diesel
Appendix
5.4
Figure 4: Symbols used in functional and pipeline diagrams, 4/4
Abbreviations for measuring, control and regulating devices In system diagrams, measuring, control and regulating devices are marked with a combination of letters. The components of these letter combinations have the following meanings: Letter... in position 2 denotes the measured variable/input variable...
Letter... denotes in position 2 ... n the processing in the form of...
A
——
——
Alarm/Threshold value signal
C
——
——
Automatic closed-loop control/ automatic continuous openloop control
D
Density
Difference
——
E
Electrical variable
——
Pick-up/sensor
F
Flow/flow rate
Ratio
——
G
Clearance/length/position
——
——
H
Manual input/manual action
——
——
Appendix General 4 (5)
6680 5.4-01 EN
2008-02-28
Letter... in position 1 denotes the measured variable/input variable...
Letter
MAN Diesel
5.4 Letter... in position 2 denotes the measured variable/input variable...
Letter... denotes in position 2 ... n the processing in the form of...
I
——
——
Display
J
——
——
Scanning
K
Time
——
——
L
Level
——
——
M
Moisture
——
——
N
Freely available
——
Freely available
O
Freely available
——
Visual display/yes or no statement
P
Pressure
——
——
Q
Other quality variables (analysis, Integral/sum material property) except D, M, V
——
R
Nuclear radiation
——
Registration/storage
S
Speed/rotational speed/frequency
——
Switching/non-continuous open-loop control
T
Temperature
——
Measuring transducers
U
Combined variables
——
——
V
Viscosity
——
Actuator/valve/actuating element
W
Weight/mass
——
——
X
Other variables
——
Other processing functions
Y
Freely available
——
Arithmetical operation
Z
——
——
Emergency action/securing by triggering/shutting down
Column 1
Column 2
Column 3
Appendix
Letter... in position 1 denotes the measured variable/input variable...
Letter
Column 4
Table 1: Abbreviations for measuring, control and regulating devices in functional and pipeline diagrams
Comment
The letter in position 1 represents a variable in the second column of the table. This can be supplemented by D, F or Q; the meaning then corresponds to the entry in column 3 of the table. Position 2 or 3 of the combination of letters can be occupied, if required, by letters from column 4. Multiple designations are possible here. The sequence in which they should be used is Q, I, R, C, S, Z, A. It can be supplemented with + (upper limit/on/open) or - (lower limit/off/ closed) but only after O, S, Z and A. T TE TZA+ PO PDSA
Temperature Temperature Temperature Pressure Pressure
Measuring point (without sensor) Sensor Shut-off/alarm (when upper threshold is reached) Visual display Difference/switching/alarm
Appendix General
2008-02-28
Examples
6680 5.4-01 EN
5 (5)
MAN Diesel
5.5
Supplementary brochures We can provide the following in addition to the brochures in Volumes A1 and D: SI units
▪
CoCoS EDS
▪
CoCoS SPC
Appendix General
2007-04-20
▪
Appendix
Brochures
6680 5.5-01 EN
1 (1)
