Installation Instructions Emission related Installation Instructions
MAN Marine Diesel Engines for light, medium and heavy duty V8 D2868 LE4.. V12 D2862 LE4..
51.994968180 Version 04
“Translation of the original instructions”
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Printer's imprint
Subject to technical alterations in the interests of further development. Reprinting, copying or translation, even of extracts, is not allowed without the written approval of MAN Truck & Bus AG. All rights under the copyright law are strictly reserved by MAN.
2015 MAN Truck & Bus AG Vogelweiherstrasse 33 D 90441 Nuremberg
Tel.: Fax: E-Mail: Internet:
+49 911 / 420-1745 +49 911 / 420-1932
[email protected] www.man-engines.com
Technical standing: 02.2016 51.994968180 Engine and gearbox installation planning
2
MAN marine diesel engines D2868 LE4.. / D2862 LE4.. LE4..
Contents Printer's imprint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2
1
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
1.1
Information about the installation instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
1.2
Notes on using the installation instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
1.3
Notes on EPA Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
1.4
Supplementary documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
1.5 1.6
Fitting a new engine for a ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation acceptance tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10 10
1.7
Limitation of liability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
1.8
C Co opyright protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
1.9
Replacement parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
1.10 Explanation of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
General safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15
2.1
Intended use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15
2.2
Engine modifications and conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15
2.3
Safety equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16
2.4
Signs and notices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16
Planning of engine installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
17
3.1
Engine operation and engine environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
17
3.2
Typical V12 and V8 engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
18
Accessibility of the engine in the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
4.1
Accessibility of the Ebox (terminal box) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
4.2
Maintenance work and repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
5.1
Requirements of engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
5.2
Engine weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
5.3
Maximum permitted angle of inclination for engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
29
Resilient mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
6.1
Selection of a suitable resilient mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
6.2
Resilient mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32
Engine and flangemounted gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
35
7.1
Torsionalvibration analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
36
7.2
Flywheel and flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
37
7.3
Resilient coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
37
Transmission of power by propeller shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
39
8.1
Arrangement of the drive line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
39
8.2
Torsionalvibration analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
40
8.3
Flywheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
41
8.4
Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
8.5
Propeller shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
43
2
3
4
5
6
7
8
Engine and gearbox installation planning
3
MAN marine diesel engines D2868 LE4.. / D2862 LE4.. LE4..
Contents 9
10
11
12
13
14
15
16
Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
45
9.1
Heating of the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
45
9.2
Temperature in the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
45
9.3
Air requirement and air pressure in engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
46
Combustion air system and charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
49
10.1 Combustion air and charging system diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
49
10.2 Combustion air requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3 Combustion air temperature downstream of intercooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
50 51
Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
53
11.1 Basic design concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
53
11.2
Ex Exhaust gas system structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
58
11.3 Pe P ermitted exhaust back pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
63
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
65
12.1 Seawater cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
65
12.2 Seawater inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
66
12.3 Seawater supply components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
67
12.4 Seawater pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
68
12.5 Gearbox oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
69
12.6 Ch C hoice of materials for pipework . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
70
Shipside cooling systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
71
13.1 System description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
71
13.2 Connections on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
73
13.3 Cooling system design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
75
13.4 Thermodynamic configuration of the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
81
Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
85
14.1 Diagram of the fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
85
14.2 Fuel prefilter with water separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
86
14.3 Arrangement of the fuel filter with water separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
87
14.4 Additional fuel prefilter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
87
14.5 Fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
88
Propeller system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
89
15.1 Fixed pitch propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
89
15.2 Load indication on MAN Monitoring Diagnosis System (MMDS) display . . . . . . . . . . . . . . .
92
15.3 Operating ranges for marine engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
94
15.4 Controllable pitch propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
95
Cabin heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
97
16.1 Cabin heater diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
97
16.2 Cabin heater connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
98
16.3 Cabin heater thermal output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
98
Engine and gearbox installation planning
4
MAN marine diesel engines D2868 LE4.. / D2862 LE4.. LE4..
Contents 17
18
19
20
21
22
23
24
25
Power takeoff for driving a hydraulic pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
99
17.1 Auxiliary power takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
99
17.2 Hydraulic pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
100
Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
101
18.1 Starter and starter battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
101
18.2 Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
103
18.3 Electrical preheating of coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
104
Electronic box (Ebox) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
105
19.1 Ebox installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
105
19.2 Overview of connectors on the Ebox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
106
19.3 Connecting the Ebox with the ship's potential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
107
19.4 E Ebox wiring system overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
107
Throttle lever control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
109
20.1 Internal throttle lever control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
109
20.2 External throttle lever control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
113
Emergency unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
119
21.1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.2 Em Emergency unit installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
119 119
21.3 Emergency unit wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
120
Yardside wiring connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
121
22.1 Yard connector X4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
121
Display systems and instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
127
23.1 System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
127
23.2 MAN Monitoring and Diagnostic System (MMDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
128
23.3 Co Colour display MMDSCLC 6.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
128
23.4 Co Colour display MMDSCLC 8.8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
130
Engine Operation Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.1 Engine Operation Panel EOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
133 133
24.2 En Engine Operation Panel EOP D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
135
24.3 Connecting cable for Engine Operation Panels EOP and EOP D . . . . . . . . . . . . . . . . . . . .
136
Override system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
137
25.1 Fu F unction of the override system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
137
25.2 Ov Override button installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
137
25.3 Override button wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
138
Engine and gearbox installation planning
5
MAN marine diesel engines D2868 LE4.. / D2862 LE4.. LE4..
Contents 26
27
28
29
30
General safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
141
26.1 Operator's responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
141
26.2 Requirements to be met by personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
142
26.3 Pe P ersonal protective equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
143
26.4 Specific dangers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
144
26.5 Safety equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
147
26.6 What to do in the event of danger or accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
148
26.7 Signs and notices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
149
26.8 Environmental protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
150
Crane transport of a drive line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
151
27.1 Inserting the drive line into the ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
151
27.2 Protecting the engine against dust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
154
27.3 Protecting the fuel system against moisture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
154
Mounting the gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
155
28.1 Mounting a gearbox on the flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
155
28.2 Changing a flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
155
28.3 Checking the crankshaft axial clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
156
Installing the resilient engine and gearbox mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
157
29.1 Id Identification of the mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
157
29.2 Installation of the mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
158
A Alligning drive line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
159
30.1 Aligning an engine with mounted gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
159
30.2 Aligning Aligning a drive drive line consisti consisting ng of engine, engine, nonefla noneflange ngemou mounted nted gearb gearbox ox and propelle propellerr shaft . . 164 31
Installing propeller shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
165
32
Connecting the fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
167
32.1
Se Securing the fuel prefilter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
167
32.2 Co Connecting the fuel prefilter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
167
Installation of exhaust pipe bellows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
169
33.1 MAN exhaust pipe bellows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
170
33.2 De Determining tensile prestress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
170
33.3 Assembly of the exhaust pipe bellows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
171
Tightening torques for bolted connections as per factory norm M 3059 . . . . . . . . . . . . . . . .
173
33
34
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Contents 35
As Assembly drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
175
35.1 Ebox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
175
35.2 Th Throttle lever control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
176
35.3 Display MMDSCLC 6.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
177
35.4 Display MMDSCLC 8.8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
178
35.5 Engine Operation Panel EOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
179
35.6 En Engine Operation Panel EOP D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
179
35.7 Emergency unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
180
35.8 Override button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
181
36
Important notes on commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
185
37
Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
187
37.1 Oil quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
187
37.2 Determining the engine oil fill quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
187
37.3 Filling the engine with engine oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
188
37.4 Ensuring the lube oil supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
191
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
193
38.1 Filling and ventilation of the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
193
38.2 Seawater pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
195
38.3 Opening the cooling system with the engine at operating temperature . . . . . . . . . . . . . . . .
195
Starting and stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
197
39.1 Preparations for starting the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
197
39.2 Starting the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
198
39.3 Stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
198
Stopping with button (ignition on/off) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
198
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
219
40.1 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
219
40.2 Technical lexicon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
220
40.3 Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
221
38
39
40
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Contents
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Foreword 1
Foreword
1.1 Inf Inform ormati ation on abo about ut th the e ins install tallati ation on in instr struct uction ions s Emissionrelated Emissionr elated installation instructions
Failing to follow these instructions when installing a certified engine in a nonroad equipment violates federal law (40 CFR 1068.105(b)), subject to fines or other penalties as described in the Clean Air Act.
The purpose of these installation instructions is to: provide assistance and advice for the installation of the V8 (D2868 LE4..) and V12 (D2862 LE4..) MAN marine diesel engines. establish the conditions for troublefree operation of the drive line and avoid installationrelated malfunctions and any resulting consequential damage. These installation instructions apply to the installation of V8 (D2868 LE4..) and V12 (D2862 LE4..) MAN marine diesel engines in all power ratings for light, medium and heavy use. These installation instructions do not apply to classified engines.
1.2 Not Notes es on usi using ng tthe he in insta stallat llation ion ins instru tructi ctions ons The installation instructions are divided into 3 sections which correspond to a ship's newbuild chronology. 1. Planning Planning of en engine gine inst installa allation tion This section contains information that needs to be taken into account when designing the ship and planning the engine room. Examples of this include:
Engine Engine accessibi accessibility lity for per perform forming ing main maintena tenance nce work En Engi gine ne room room vent ventil ilat atio ion n Configur Configuratio ation n of the ship ship's 's cooling cooling system system,, exha exhaust ust system, system, fuel fuel sys system tem Power Power take takeoff off options, options, sele selection ction of pro propell peller er
2. Assembly work work during engine engine installation installation (pla (planning nning ph phase ase comple completed) ted) This section describes assembly work which must be performed during engine installation. Examples of this include:
Cr Cran ane e tran transp spor ortt of the the eng engin ine e Instal Installat lation ion of the the resili resilien entt mo mount unts s Alig Aligni ning ng dr driv ive e line line
3. Prepara Preparation tions s for engin engine e commission commissioning ing This section describes preparatory work for commissioning. Examples of this include:
Fil Fillin ling g with with lub lube eo oilil and and coolan coolantt Starti Starting ng and stopp stopping ing the engin engine e
NOTE Key parameters for the operational reliability of the engines are recorded and evaluated during commissioning. Therefore: Commissioning is to be performed solely by personnel authorised by MAN.
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Foreword 1. 1.3 3
No Note tes s on E EPA PA Re Regu gula lati tion ons s NOTE
Violation of federal law 40CFR 1068.105(b) 1068.105(b) Therefore: Failing to follow these instructions when installing a certified engine in a vessel violates federal law 40CFR 1068.105(b) and is subject to fines or other penalities as described in the Clean Air Act. Emission control information label If you install the engine in a way that makes the engine's emission control information label hard to read during normal engine maintenance, you must place a dublicate label on the vessel, as described in 40 CFR 1068.105.
1. 1.4 4
Su Supp pple leme ment ntar ary y do docu cume ment nts s
In addition to these installation instructions, the following documents are available from MAN.
Installation drawing It provides information about the exact dimensions and about the connections for fuel, coolant and exhaust gas. The dimensions that appear in brochures or on leaflets are for rough guidance only and are not to be used for engine installation.
Supplementary drawings, arrangement plans, wiring diagrams etc. Supplementary drawings may be required for the engine mounting drilling pattern and the arrangement of resilient engine mounts according to their Shore‐hardness, depending on the scope of delivery.
These documents depend on the particular scope of delivery and are provided by the MAN representative responsible on a projectbyproject basis. In special cases, documents can be requested directly from the MAN Nuremberg plant. See page 2 for address. Requirements specified by supervisory authorities and countryspecific regulations may also need to be taken into account in addition to these instructions.
Operating instructions The operating instructions are supplied with the engine.
1. 1.5 5
Fitt Fittin ing gan new ew en engi gine ne for for a sh ship ip
If an existing engine is replaced by a new engine, the engine room and its components must be adapted to the new engine. The design and dimensions of the engine base, cooling system, exhaust system, fuel system etc. must be adapted to the new engine.
1. 1.6 6
In Inst stal alla latio tion n acc accep epta tanc nce e ttes ests ts
On request and against payment, MAN will perform acceptance tests for installations installations.. Certifications of prototypes are only valid for series installations, provided that no retroactive modifications are carried out. If you intend to modify a builtin engine component which has been acceptancetested by MAN, you must notify MAN in writing as a further acceptance test may be required.
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Foreword 1. 1.7 7
Li Limi mita tati tion on o off llia iabi bili lity ty
The requirements requirements specified by the maritime authoritie authorities s and, if applicable, the directives of the classification societies or supervisory authorities must also be taken into account when installing and operating marine diesel engines. MAN is only liable for material defects when these installation instructions have been observed. MAN accepts no liability for damages caused by:
Failure to follow these instructions Nonintended use Use of nontrained personnel Unauthorised modifications Technical changes Use of nonapproved replacement parts, fuels, lubricants and coolants
The actual scope of delivery may be different to the explanations and illustrations described here in the case of special versions or the purchase of additional order options, and due to the latest engineering changes. The obligations agreed in the supply contract, MAN's standard business terms and the legal regulations in place at the time the contract is signed are applicable.
1. 1.8 8
Co Copy pyri righ ghtt p pro rote tect ctio ion n
The contents, texts, drawings, figures and other illustrations are protected by copyright and subject to industrial property rights. Improper use is subject to prosecution.
1.9 Re Repl plac acem eme ent p pa art rts s Only use genuine MAN replacement parts and accessories or replacement parts and accessories approved by MAN. Only genuine replacement parts that are approved by us have been tested by us and are therefore suitable for the engine application. Replacement parts and accessories must be either genuine MAN parts or parts expressly approved by MAN. The reliability,safety and suitability of these parts has been verified specifically for engines. Despite constant market observation, we cannot judge or vouch for other products.
WARNING Risk of injury due to incorrect replacement parts Incorrect or defective replacement parts can lead to damage, malfunction or total failure and impair safety. Therefore: Only use genuine MAN replacement parts
User tip Indicate the engine model, engine number and order number in all correspondence and enquiries, see Operator's Manual. Manual. Order replacement parts through authorised dealers or directly from MAN. For address, see page 2.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Foreword 1.10 1.1 0 Exp Explan lanati ation on of symbo symbols ls Warnings Warnings are indicated by symbols in this Operator's Manual. The warnings are preceded by signal words which indicate the extent of the danger. Always heed these these warnings and and act carefully to prevent prevent acciden accidents, ts, injury or dama damage. ge.
DANGER Describes an immediately dangerous situation that will lead to injury or death if not avoided.
WARNING Describes a possibly dangerous situation that can lead to injury or death if not avoided.
CAUTION Describes a possibly dangerous situation that can lead to slight or moderately severe injury if not avoided.
NOTE Describes a possibly dangerous situation that can lead to damage if not avoided. Tips and recommendations
User tip Tips, recommendations and information for efficient and troublefree operation.
ENVIRONMENTAL NOTE Tips on conduct with respect to environmental protection.
General notes •
Th This is symb symbol ol in indi dica cate tes s a fi firs rst tle leve vell lis listi ting ng..
►
This symb symbol ol indicate indicates s an actio action/a n/a consequ consequence ence of an an action action..
(1)
This symb symbol ol indica indicates tes an an ill illustr ustrated ated item in th the e te text. xt.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Installation planning
Installation planning
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Installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
General safety instructions 2
General safety instructions
This chapter contains safety instructions that must be heeded from the planning phase onwards in order to ensure optimum protection of personnel and safe, troublefree engine operation. Further safety instructions must be heeded when assembling and commissioning the engine, see page 139. 139.
2.1
Intended u us se
The engines are suitable for heavy, medium or light use, depending on model. The type of use is defined by the expected operating hours per year and the percentage of operation under full load. Any use other than this is deemed deemed nonintended nonintended use. MAN shall not be held liable for any resulting damage. The risk is borne entirely by the operator. Intended use also includes performing the specified service and maintenance work. The engine is only allowed to be installed and commissioned by personnel who are familiar with it and aware of the dangers. Unauthorised changes to the engine exclude liability for resulting damage and injury. Tampering with the injection and control system can affect the engine's performance and exhaustgas characteristics, meaning that compliance with statutory environmental requirements is no longer guaranteed.
DANGER Danger due to nonintended use Any use of the engine engine that goe goes s beyond and and/or /or is different to the the intended u use se can lead to dangerous dangerous situations and invalidates the operating permit. Therefore: Only use the engine in accordance with its intended use.
2.2 Eng Engine ine mod modific ificati ations ons and con conver versio sions ns To avoid danger and ensure optimum performance, the engine is not allowed to be modified, converted or fitted with addons unless expressly approved by MAN. If modifications are undertaken without written approval from MAN, MAN refuses to honour any warranty and guarantee obligations for damage and defects caused by unauthorised modifications. Furthermore, MAN shall accept no liability for damage caused by nonapproved modifications.
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General safety instructions 2. 2.3 3
Sa Safe fety ty eq equi uip pme men nt
Installing the emergencyoff device and including it in the safety system. Connect the emergencyoff device so as to avoid dangerous situations for personnel and material if the power supply is interrupted or if the power is restored following an interruption.
2. 2.4 4
Si Sig gns an and dn no oti tic ces
The following symbols should be affixed in the area of immediate danger.
WARNING Risk of injury due to illegible symbols Over the course of time, labels and symbols can get dirty or become illegible! illegible! Therefore: Ensure that all safety, warning and operating notices remain easily legible at all times. Clean or replace illegible safety, warning and operating notices
Access forbidden Access to areas displaying displaying this sign is forbidden. forbidden.
Electrical voltage Only electrical experts are allowed to work in areas displaying this sign. Unauthorised persons are not allowed to enter areas displaying this sign. Hot surfaces Hot surfaces such as hot engines and hot fluids are not always discernible. Do not touch these surfaces without wearing protective gloves. Danger to life due to suspended loads Loads may tilt and fall during lifting, with the potential to cause serious injury or even death. Risk of injury Risk of injury if the instructions in the Operator's Manua Manuall are not followed.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Planning of engine installation 3
Planning o off e en ngine iin nstall talla ati tio on
3.1 Eng Engine ine ope operat ration ion and eng engine ine env enviro ironme nment nt The engine environment is becoming increasingly important for the operational safety, reliability and availability of a modern diesel engine. Without exception, only highly charged engines with intercooling are used in order to achieve low fuel consumption with low exhaustgas emissions. Modern fuel injection systems consisting of precision components require very pure fuel and an exceptionally clean environment. Due to the electronic systems, there are strict requirements regarding the ambient temperature and cleanliness. Antipollution Antipollu tion requirements requirements that cannot cannot be met by implementing implementing inengine inengine measures measures alone alone mean that that exhaust gas aftertreatment is necessary. The operational reliability of these engines is largely dependent on the proper functioning of the vehicle components that have a major influence on the engine operating conditions. These are:
Cooling sy system Combu Combusti stion on air system system and and ch char argin ging g Exhaust s sy ystem Fuel system
The correct configuration of these components is therefore very important. Hence the engine is to be viewed as a component that interacts with the entire "ship" system rather than an isolated component. When analysing operating faults, the functioning of these components and their influence on engine operation must therefore be checked.
NOTE Engine damage due to incorrect configuration of components in the engine environment. Therefore: Adapt all components components in the engine engine environment environment to the e engine ngine with respect respect to design and dimensioning .
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Planning of engine installation 3. 3.2 2
Ty Typi pica call V1 V12 2a and nd V8 en engi gine nes s
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Planning of engine installation The engines The illustrations on page 18 18 show show views of a V12 engine and a V8 engine, in each case without the gearbox. The V8 and V12 engines are available with various power ratings, depending on the particular application.
Engine environment interface between engine and ship Here is a summary of important information on individual components to be observed when installing engines. Each of these components has a connection to a shipside component. Their correct installation contributes to the troublefree operation of the engine. (1 (1)) Int Intake ake sys system tem,, see see page page 50 (2 (2)) En Engin gine e mounti mounting ng,, see pag page e 31 (3) Seawate Seawaterr circuit, circuit, se seawat awater er pump, pump, see see page page 65 (4) Engine Engine cool cooling ing syste system, m, s see ee page 65 (5 (5)) Int Inter ercoo cooler ler syste system, m, see page page 65 (6 (6)) Exhau Exhaust st syste system, m, see see pa page ge 53 (7 (7)) Fuel Fuel sys system tem,, see see p page age 86 (8 (8)) Po Power wer tak takeo eoff, ff, s see ee pag page e 99 (9) Flywheel Flywheel,, pow power er takeo takeoff, ff, see see pa page ge 37 (10) Electrical system, system, see page 101 (11) Lube oil system system
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Planning of engine installation Additional information for planning the installation Further documents which are not included in this publication are required in addition to this publication for planning engine installation. These documents vary depending on the particular scope of delivery and are provided by the MAN representative responsible on a projectbyproject basis. In special cases, documents can be requested directly from the MAN Nuremberg plant. See page 2 for address.
Installation drawing The installation drawing contains the important dimensions of the engine. It shows the dimensions of the flywheel or flywheel housing for installing a coupling and for mounting the gearbox. Layout plan of the resilient engine mounts The selection of the type and shore hardness of the resilient mounts depends on the setup of the drive line (freestanding or flange mounted gearbox). Wiring diagrams Wiring diagrams are available specially adapted for the needs of the shipyard.
If you install the engine in a way that makes the engine´s emmission control information label hard to read during normal engine maintenance, you must place a duplicate label on the nonroad equipment, as described in 40 CFR 1068.105.
Information about commissioning and operation of the engines The engines come with document folders containing the following brochures: Oper Operat atin ing g in inst stru ruct ctio ions ns Fuels, Fuels, lubri lubricant cants s an and d co coolan olants ts fo forr MAN MAN diesel diesel engines engines These brochures must be carefully read before the engines are placed into commission.
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MAN marine diesel engines D2868 LE4 / D2862 LE4
Accessibility of the engine in the engine room 4
Ac Acce cess ssib ibil ilit ity y of th the ee eng ngin ine e iin n tthe he en engi gine ne ro room om
4.1 Acc Access essibi ibility lity of tthe he Eb Ebox ox ((ter termin minal al b box) ox)
DANGER It must be possible to stop the engine quickly and reliably in an emergency, even in the engine room. Therefore: The red emergency stop button on the Ebox must be quickly and reliably accessible! The Ebox (terminal box) (1) must be mounted in the engine room so that it is easily accessible. There is an emergency stop button (2) on the Ebox. A description of of the Ebox can be found on page page 105. 105.
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MAN marine diesel engines D2868 LE4 / D2862 LE4
Accessibility of the engine in the engine room 4. 4.2 2
Ma Main inte tena nanc nce e wor work ka and nd repa repair irs s NOTE
High engine reliability due to regular inspection and maintenance Lower service costs due to reduced time outlays Therefore: When installing the engine, ensure that there is enough space available to perform the regular maintenance work.
Removable deck or hatch for lifting out the engines for repairs
It must be possible to carry out the following tasks in the engine room on the engine and gearbox without restriction:
Fuel filter change (1)
Actuation of the hand hand pump (2 (2)) on the fuel pre pre filter (3) and bleeding of the fuel system (description in the operating instructions) Fuel prefilter maintenance (3) (description in the operating instructions)
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MAN marine diesel engines D2868 LE4 / D2862 LE4
Accessibility of the engine in the engine room
Lube oil level check (4), lube oil topup (5) (description in "Commissioning" section).
Oil filter change (6) (description in operating instructions).
Pumping out and adding engine and gear oil (description in operating instructions). An oil drain device for the engine and and gearbo gearbox x (7) is optionally available (can be mounted on the left and right). An electric oil scavenge and filler pump (8) can be connected here by means of quickdiscon quickdisconnect nect couplings.
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4 / D2862 LE4
Accessibility of the engine in the engine room
Coolant filling (description (descriptio n in "Commissioning" section") Height of deck above filler cap (9): H=500 mm (recommended).
Coolant level check (10) (description (descriptio n in "Commissioning" section).
Coolant draining (11) and coolant filling (12) (description (descriptio n in "Commissioning" section).
Platecore heat exchanger maintenance (13)
Distance to bulkhead: D=350 mm.
Vbelt protection removal (14).
Vbelt exchange (15).
Generator (16) and coolant pump exchange.
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MAN marine diesel engines D2868 LE4 / D2862 LE4
Accessibility of the engine in the engine room
Removal of the engine cover (17) so that the commonrail system and the exhaust turbocharger are accessible.
Removal of the cylinder head covers (18)to set the valve clearance and to exchange the injectors.
Opening of the EDC box (19). In the case of dualengine systems, both units (19) are arranged in the centre aisle between the engines. For more precise details regarding accessibility and dimensions, see installation drawing.
NOTE Simple visual inspections enable the causes of operating faults to be detected early. Therefore: There must be enough space available to inspect the engine for oil, coolant or seawater leaks. Hose connections and pipe lines from and to the engine must be easily accessible.
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MAN marine diesel engines D2868 LE4 / D2862 LE4
Accessibility of the engine in the engine room
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Engine foundation 5
Engine foundation
5.1 Req Requir uireme ements nts of eng engine ine fou founda ndatio tion n
The engine foundation in the ship must be constituted so that it can absorb the propeller thrust in both directions and transfer it to the hull.
It must be possible to safely and reliably absorb the weight of the drive line and all dynamic forces caused by rough seas.
Hull distortions caused by swell and loading are not allowed to be transferred to the engine. The engine foundation is to be connected to the hull over as large an area as possible.
The engine mounting base (engine foundation) (2) must be parallel to the engine mounting lower edge (1) so that the resilient engine mounts do not cant. The engines are not allowed to be rigidly mounted on the foundation.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Engine foundation 5.2
Engine w we eights
The weights of the engines (without gearbox) are given in the following table: Engine model
Rated power
Rated speed
kW (hp)
rpm
Engine weights (dry, without gearbox) kg
Light duty D2868 LE423 / 426 (V81000)
735 (1000)
2300
1780
D2868 LE433 / 436 (V81200)
882 (1200)
2300
1875
D2862 LE443 / 446 (V121400)
1029 (1400)
2300
2270
D2862 LE423 / 426 (V121550)
1140 (1550)
2300
2270
D2862 LE453 / 456 (V121650)
1213 (1650)
2300
2365
D2862 LE433 / 436 (V121800)
1324 (1800)
2300
2365
D2862 LE476 (V121900)
1397 (1900)
2300
2365
Medium duty D2868 LE422 / 425
588 (800)
2100
1800
D2862 LE422 / 425
749 (1019)
2100
2270
D2862 LE432 / 435
882 (1200)
2100
2270
2100
2270
D2862 LE463 / 466
1029 (1400) Heavy duty
D2868 LE421 / 424
441 (600)
1800
1800
D2862 LE421 / 424
662 (900)
1800
2270
D2862 LE431 / 434
551 (750)
1800
2270
D2862 LE444
735 (1000)
1800
2270
The weights are based on the engine without lube oil and coolant. To determine the weight of the engine ready for operation, the weight of the lube oil and coolant must be added. Weights of the filling capacities Engine model
Lube oil
Coolant
D2868 LE4..
62 litres
56 kg
85 litres
90 kg
D2862 LE4..
90 litres
80 kg
113 litres
120 kg
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Engine foundation 5.3 Max Maximu imum m per permit mitted ted a angl ngle e of in incli clinat nation ion ffor or e engi ngine ne If the engine is to be installed at an inclination on its longitudinal longitudinal axis, the maximum permitted permitted angle of inclination must not be exceeded. The max. permitted angle of inclination is the largest angle that can be expected when the ship is underway, i.e. installation inclination plus max. trim angle of the ship.
a
b
Angle at flywheel flywheel end
Angle at free end end
Engine model
Oil pan (part no.)
D2868 LE4.. (V8) D2862 LE4.. (V12)
50.058010002
20
5
50.058010003
20
5
NOTE The angle of 5 to the counterflywheel side is only permissible whilst the ship is moving. Therefore: The installation inclination to the counterflywheel counterflywheel side is 0.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Engine foundation
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Resilient mounting 6
Resilient m mo ounting
6.1 Sel Select ection ion of a sui suitab table le rresi esilie lient nt m moun ountin ting g The resilient mounts prevent the transfer of engine vibrations to the engine foundation and ship's hull. Due to the design of the engine with respect to:
Total mass
Cent Centre re of grav gravit ity y of of eng engin ine e Distri Distribut bution ion of fo force rces s to the the engi engine ne b base ases s
Several requirements have already been established for the design of the resilient engine mounts. The following points are also important, depending on the arrangement of the engine and gearbox (engine flangemounted to gearbox or standalone engine and gearbox) and due to the alignment required after installation:
Propeller force transferred transferred to the engine foundation for engines engines with flange mounted mounted gearboxes gearboxes Easy Easy heigh heightt adjus adjustme tment nt of of the the moun mounts ts
Due to these various requirements, the resilient mounts must be carefully adapted. For this reason MAN has developed resilient mounts that are adapted in their design and their shore hardness to the different types of drive lines. The following pages gives the assignment of the different resilient mounts to the arrangement of the engines and gearboxes and detailed information about the mounts. The resilient mounts are included in the delivery depending on the order. The resilient mounts should always be used. In no case should the engine be installed on the foundation without them.
NOTE The resilient engine mounts cannot absorb vibrations caused by incorrect alignment of the drive line or vibrations excited by the propeller. Therefore: 159. Carefully align the drive line, see page 159.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Resilient mounting 6. 6.2 2
Re Resi sili lie ent mo moun unts ts
Resilient engine and gearbox mounts (1) Mounting bo bolt lt for engine mounting mounting M 20 (2) Height adjustment (3) Shipping lock bolts (4) Mounting bolts M 20, strength class 8.8 Assignment of the resilient resilient mounts to the engines and gearboxes Engine model / gearbox arrangement
MAN‐ part number
Shore‐ hardness
D2868 LE423 / 426
51.962107052
60
51.962107051
65
51.962107050
70
D2868 LE433 / 436 D2868 LE421 / 424 D2868 LE422 / 425 D2862 LE423 / 426 D2862 LE421 / 424 D2862 LE422 / 425 D2862 LE431 / 434 D2862 LE432 / 435 D2862 LE444 D2862 LE463 / 466 D2862 LE433 / 436 D2862 LE453 / 456 D2862 LE476 The installation drawings have information on the dimensions of the mounts and the drilling pattern for the foundation. Mounting of the resilient engine and gearbox mounts, see page 157. 157.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Resilient mounting Resilient mounts for flangemounted flangemounted integral V gearbox (1) Mounting bolt bolt for gearbox mounting mounting M 20 (2) Height adjustment (3) Shipping lock bolts (4) Mounting bolts M 20, strength class 8.8 Assignment of theand resilient resilient mounts to the engines gearboxes Engine model / gearbox arrangement
MAN‐ part number
Shore‐ hardness
D2868 LE4.. D2862 LE4..
50.962107000
55
The installation drawings have information on the dimensions of the mounts and the drilling pattern for the foundation. Mounting of the resilient gearbox mounts, see page 157. 157.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Resilient mounting
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Engine and flangemounted gearbox 7
En Engi gine ne an and d fl fla ang nge emo mou unt nted ed gea earb rbox ox
(1) Engine (V8 used used as an example here) here) (2) Marine reversing reversing gear, flangemounted flangemounted to flywheel housing (3) Gearbox oil cooler, cooler, see page 69 (4) Resilient gearbox gearbox mounting, see page 32 (5) Flywheel housing, housing, see pages 37 37,, 155 (6) Resilient engine mounting, mounting, see page 32
DANGER Danger to life due to rotating machine parts Therefore: For safety reasons, rotating machine parts (shafts, flanges) must be equipped with suitable accidental contact protection. Observe accident prevention regulations!
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Engine and flangemounted gearbox 7. 7.1 1
To Tors rsio iona nal lvi vibr brat atio ion n an anal alys ysis is
The forces of gas and inertia from the engine can cause vibration of the entire drive line. In order to determine the resonance in terms of position and strength and to avoid overstressing, a torsionalvibration analysis is required. required. MAN can do this for a fee. The required information must be compiled during the project phase using the “Questionnaire for torsional vibration calculation on marine drive lines". The torsional vibration analysis is to be performed after ordering; however before delivery of the engines at the latest. If the torsional vibration analysis is not performed by MAN, the information required (crankshaft torsional oscillation diagrams) can be provided by MAN.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Engine and flangemounted gearbox 7.2 7.2
Fl Flyw ywhe heel el an and d fl flyw ywhe heel el h hou ousi sing ng NOTE
Perform a precise installation analysis, depending on project. Therefore: Request an installation drawing with detailed dimensions of the flywheel and flywheel housing. The following applies to all V8 and V12 engines: Flywheel housing (1) with SAE1 connection for flangemounting a gearbox. Flywheel (2) with I = 2.08 kgm 2 for mounting a resilient coupling. The installation drawings provides information about the dimensions of the flywheel housing (1) and the flywheel (2) as well as about the type of thread for mounting the coupling.
7.3 Re Resi sili lie ent co coup upli ling ng A resilient coupling coupling (3) must must be provided provided between the engine and gearbox. Its purpose is to isolate the engine and the drive line (gearbox, propeller shaft, propeller) from vibrations. The highfrequency vibrations caused by the ignition timing are therefore restricted to the engine crankshaft. Furthermore, the transfer of low frequency vibrations of the drive train to the engine is prevented. The crankshaft axial clearance must be checked before and after flangemounting flangemounting a gearbox, see page 156. 156.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Engine and flangemounted gearbox
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Transmission of power by propeller shafts 8
Tran Transm smis issi sion on of po powe werr by prop propel elle lerr sh shaf afts ts
8.1 8.1
Ar Arra rang ngem emen entt o off th the ed dri rive ve li line ne
The drive line consists of the engine and a standalone, i.e. nonflangemounted gearbox. In this case, the engine and gearbox can be spatially offset (mostly Vdrive) so that the power has to be transferred from the engine to the gearbox via a propeller shaft. MAN offers two solutions for selecting the coupling for this drive concept. These solutions are described below. Here the aim is to:
Prevent damage caused by impermissible vibrations on the engine, gearbox, resilient coupling and propeller shaft. Prevent the transfer of vibrations to the engine foundation and, therefore, vibrations in the ship so as to help enhance onboard comfort.
8.1.1
Drive line consi consisting sting of engin engine, e, h highly ighly resil resilient ient coup coupling, ling, prop propeller eller shaft and gearbox
Power takeoff on the engine is via a highly resilient coupling. The highly resilient coupling connected to the engine's flywheel allows working angles of max. 3 . (1) (2 (2)) (3) (4 (4)) (5 (5))
Engine Resili Resilien entt engine engine mou mounti nting ng Highly Highly re resilie silient nt coupli coupling, ng, see see page page 42 Free Freest stand anding ing gear gearbox box Prope Propelle llerr shaft, shaft, see see pa page ge 43
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Transmission of power by propeller shafts 8.1.2
Drive line cons consisting isting of e engine ngine,, re resilien silientt co couplin upling g wi with th fflange lange bear bearing, ing, propeller shaft and gearbox
Power takeoff on the engine is via a resilient coupling with flange bearing (see bottom of left page for illustration). This concept requires more construction space due to the flange bearing, but allows a working angle of up to 9. (1) (2) (3) (4) (5)
8. 8.2 2
Engine Resili Resilien entt engine engine mou mounti nting ng Resilient Resilient co coupli upling ng with flange flange bearin bearing, g, see page page 42 Free Freesta stand nding ing gea gearb rbox ox Prope Propelle llerr sha shaft, ft, see see pa page ge 43
To Tors rsio iona nal lvi vibr brat atio ion n an anal alys ysis is
The forces of gas and inertia from the engine can cause vibration of the entire drive line. In order to determine the resonance in terms of position and strength and to avoid overstressing, a torsionalvibration analysis is required. required. MAN can do this for a fee. The required information must be compiled during the project phase using the “Questionnaire for torsional vibration calculation on marine drive lines". The torsional vibration analysis is to be performed after ordering; however before delivery of the engines at the latest. If the torsional vibration analysis is not performed by MAN, the information required (crankshaft torsional oscillation diagrams) can be provided by MAN.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Transmission of power by propeller shafts 8.3
Flywheels NOTE
Perform a precise installation analysis, depending on project. Therefore: Request an installation drawing with detailed dimensions of the flywheel and flywheel housing. Flywheel (1) with I = 1.20 kgm 2 for mounting a highly resilient coupling with propeller shaft connection.
Flywheel (2) with I = 2.08 kgm 2 for mounting a resilient coupling with flangemounting outer mount. The installation drawing provides information about the dimensions of the flywheels (1) and (2) as well as about the type of thread for mounting the coupling.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Transmission of power by propeller shafts 8.4
Couplings
DANGER Danger to life due to rotating machine parts Therefore: For safety reasons, rotating machine parts (shafts, flanges) must be equipped with suitable accidental contact protection. Observe accident prevention regulations!
8. 8.4. 4.1 1
High Highly ly re resi sili lien entt co coup upli ling ng
The highly resilient coupling (1) is mounted on the engine flywheel. It is only possible to mount the coupling if the engine is equipped with the correct flywheel for mounting a highly resilient coupling (see section 8.3). It allows permissible propeller shaftworking angles ß1, ß 2 of 3° 3°.. Definition of working angles angles ß1, ß 2, see 8.5.1 For interface dimensions see installation drawing.
8. 8.4. 4.2 2
Re Resi silie lient nt c cou oupl plin ing gw wit ith h ffla lang nge eb bea eari ring ng
The resilient coupling with flange bearing (1) is mounted on the engine at the factory. It is only possible to mount the coupling if the engine is equipped with the correct flywheel for mounting a resilient coupling (see section 8.3). It allows permissible propeller shaftworking angles ß1, ß 2 of 9° 9°.. Definition of working angles angles ß1, ß 2, see 8.5.1 For interface dimensions see installation drawing.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Transmission of power by propeller shafts 8.5 Pr Prop opel elle lerr s sh hafts afts 8.5. 8.5.1 1
Th The ew wor orki king ng an angl gle eo off a p pro rope pell ller er sh shaf aftt
The working angle ß of a propeller shaft is the angle between the propeller shaft centre axis and the centre axes of the shafts on the input and output side.
b1
8.5.2 8.5 .2
Bas Basic ic g guid uideli elines nes for ins instal tallin ling gp prop ropell eller er sha shafts fts
If a simple universal joint or ball joint is turned uniformly in flexed state, this results in irregular irregular motion on the output side. This irregular motion can be compensated for by connecting two joints to one propeller shaft. For the complete compensation of the irregular motions, the following requirements must be met:
Identical running angles at both joints (ß1=ß2) Both inner joint forks must lie in a plane Input and output shafts must also lie in one plane
Propeller shaft arrangement in ZForm Propeller shaft arrangement in WForm
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Transmission of power by propeller shafts Exception: In the case of a spatiallyangled propeller shaft, the input and output shafts do not lie in one plane. To achieve a steady output motion, the inside propeller shaft forks must be twisted against one another so that they both lie within the angled plane produced by their joints. In addition, the spatial working angles must be the same.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Engine room ventilation 9
Engine rro oom v ve entilation
9.1 9.1
He Heat atin ing g of the the en engi gine ne room room
During operation, each engine transfers heat from its hot surface to the engine room air (convection) comparable with a radiator used to heat a room in a building. In addition to this, radiant heat is emitted into the surrounding area, albeit at a much lower level. Both of these effects can heat up the engine room to such an extent, that temperaturesensitive components (e.g. the electronics) can malfunction.
9.2 9.2
Te Temp mper erat atur ure e in tthe he en engi gine ne room room
The maximum temperature in the engine room is limited to 60 C by the:
Maximum permissible operating temperature of the electronic components Maximum permissible fuel temperature
NOTE Damage to electronic components in the Ebox Therefore: Temperature outside the Ebox: max. 60 C. Temperature inside the Ebox: max. 70 C. Power loss can be expected at intake air temperatures above 45 C. The following equation provides a good rule of thumb for adequate engine room ventilation: Engine room temperature = Ambient temperature + 15 C (max. 20C) Measured at the front and back of the engine room and at the air filters. The temperature in the engine room is essentially dependent on the following boundary conditions:
9.2.1 .2.1
Ou Outs tsid ide e ai airr ttem emp perat eratur ure e
The outside air temperature depends on the climate in the area of operation of the ship and the prevailing weather conditions. In the Mediterranean Sea area air temperatures of up to 40 C are to be expected and in the Persian Golf up to 50 C can be reached.
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MAN industrial diesel engines D2868 LE4.. / D2862 LE4..
Engine room ventilation 9. 9.2. 2.2 2
En Engi gine ne op oper erat atin ing gc con ondi diti tion ons s
1) Maxi Maximum mum speed speed / cruising cruising speed speed o off the ship Naturally, at fullload and high power outputs, the temperature of critical components (charge air pipes, compressor housing, exhaust manifold) is at its highest and thus the heat output is at a maximum. However, this effect is compensated by the high combustion air requirement of the engines and that of the associated high rate of air exchange in the engine room. Example: two V12 1400 engines require 2 x 4470 m 3/h combustion air, equivalent equivalent to 2.5 m3/s, at full load. A typical engine room air volume of 50 m3 is therefore exchanged every 20 seconds. If the air inlet and outlet openings are dimensioned adequately, the engine room temperature can not be much higher than the outside air temperature. 2) Reduction of the maximum speed speed to crawling spe speed ed (e.g. to negotiate negotiate canals, waterways waterways with speed restrictions) At low speed and and load, the amount amount of combustion combustion air required required by the engines engines and, therefore, therefore, the amount of fresh air flowing into the engine room is much lower. Example: two V12 1400 engines requiring 2 x 750 m 3/h combustion air at 1000 rpm and operation on the propeller curve, equivalent to 2 x 0.20 m 3/s. The volume of air in the engine room is no longer replaced fast enough by external air flowing through and can therefore quickly heat up. In addition, the hot engine components that were under full load (charge air pipes, crankcase, oil pan) give up additional heat in the engine room. In this operating phase it is thus necessary to provide forced air ventilation by means of fans.
9.3 Air req requir uireme ement nt an and d air pre pressu ssure re in eng engine ine rroom oom The air admission into the engine room is ensured by the crosssection and the design of the air inlet openings. Air requirement per engine Engine model
Power kW (HP)
Speed
Air requirement requirement
rpm
m3 / h
Light Duty D2868 LE423 (V81000)
735 (1000)
2300
2870
D2868 LE426 (V81000)
735 (1000)
2300
2880
D2868 LE433 (V81200)
882 (1200)
2300
3800
D2868 LE436 (V81200)
882 (1200)
2300
3820
D2862 LE443 (V121400) D2862 LE446 (V121400)
1029 (1400) 1029 (1400)
2300 2300
4470 4470
D2862 LE423 (V121550)
1140 (1550)
2300
4550
D2862 LE426 (V121550)
1140 (1550)
2300
4350
D2862 LE453 (V121650)
1213 (1650)
2300
5260
D2862 LE456 (V121650)
1213 (1650)
2300
5210
D2862 LE433 (V121800)
1324 (1800)
2300
5300
D2862 LE436 (V121800)
1324 (1800)
2300
5360
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Engine room ventilation Air requirement per engine Medium Duty D2868 LE422
588 (800)
2100
2580
D2868 LE425
588 (800)
2100
2490
D2862 LE422
749 (1019)
2100
3840
D2862 LE425
749 (1019)
2100
3200
D2862 LE432 D2862 LE435
882 (1200) 882 (1200)
2100 2100
3950 3440
D2862 LE463
1029 (1400)
2100
4100
D2862 LE466
1029 (1400)
2100
3910
Heavy Duty D2868 LE421
441 (600)
1800
2040
D2868 LE424
441 (600)
1800
2150
D2862 LE421
662 (900)
1800
3280
D2862 LE424
662 (900)
1800
2910
D2862 LE431
551 (750)
1800
3150
D2862 LE434
551 (750)
1800
2700
D2862 LE444
735 (1000)
1800
2950
The air requirement indicated in the table is the combustion air requirement per engine. engine. The air intake openings in the engine room have to be dimensioned to accept this volumetric flow.
9.3.1
Fans
Fans with large dimensions are required to ensure that the entire entire engine engine room has a thorough circulation of fresh air. The following criteria will help you in selecting effective fans: 1. Fa Fans ns with with 24 V DC supply, = 160 mm to 300 mm 2. Fa Fans ns with with 240 V AC supply from the ship's generator, = 150 mm to 450 mm
Small fans attached to corrugated hoses are not suitable as they do not provide a sufficient flow rate and only guarantee a supply of fresh air in their immediate vicinity. Suction ventilators are recommended; these suck the warm air out of the engine room so that fresh air can flow in through the air inlet openings. If the air pressure in the engine room exceeds the surrounding atmospheric pressure, vapours, oil mist, etc. can make their way into the living quarters accommodation on the ship and lead to bad odours.
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MAN industrial diesel engines D2868 LE4.. / D2862 LE4..
Engine room ventilation 9. 9.3. 3.2 2
Ai Airr duc ucti tin ng, gen ene eral
NOTE Water ingress causes irreparable engine damage Therefore: Sea foam and spray is not allowed to reach the engines. The openings for air supply and air removal must be arranged so as to ensure a flushing effect, i.e. air must flow through the entire engine room.
1
3
Fresh air inflow into the ventilation system for engine room ventilation The fresh air should be removed at the highest point possible on the side of the hull or above deck downstream of the engine room (1). Fresh air inlet to engine room The air inlet to the engine room A should be as low as possible between the ship's sides and the engines. Air outlet from the engine room The air outlet (3) should be situated opposite the inlet, i.e. on the rear side of the engine room and as high as possible.
2
4
A A
Airflow design If a fast ship has a streamlined airflow and the airstream is used effectively, the airflow volume can be optimised.
5 6
A Free crosssection crosssection (4) Dec Deck k (5) Airf Airflow low (6) Ship Ship's 's side The free crosssection A of the air inlet is related to the narrowest point of the complete air supply route. It is dimensioned according to the air requirement of the engines in accordance with the table on page 46 46..
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Combustion air system and charging 10
Co Comb mbus usti tion on a air ir sy syst stem em an and d ch char argi ging ng
The combustion air and charging system is a complex and sensitive system that has been meticulously designed during the course of engine development. Intervention in this system is neither required nor allowed when installing the engine. The following requirements must be met by the ship's design in order to ensure correct functioning:
Supply with an adequate amount of combustion air Efficient recooling of the combustion air in the intercooler
10.1 Combu Combustion stion air and char charging ging sys system tem diag diagram ram The combustion air and charging system diagram illustrates these requirements.
(1) (2) (3) (4) (5)
The combustion air must enter the engine unimpeded via the air filter (1). The combustion air must be sufficiently recooled by the intercooler (4).
Combusti Combustion on air air intake intake via tthe he air air filter filter Combusti Combustion on air compre compressed ssed by the the turbo turbochar charger ger Combusti Combustion on air reco recooled oled in in the in interco tercooler oler Cooled Cooled combust combustion ion ai airr supp supplied lied to tthe he en engine gine Cooled Cooled combust combustion ion air d distri istribute buted d to the cylinde cylinders rs
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Combustion air system and charging 10.2 Combu Combustion stion a air ir rrequir equiremen ementt In order to burn fuel completely and thereby achieve full power, the engine requires an adequate supply of fresh air, the volume of which can be determined from the technical data provided in the appendix to this manual. Low pressure downstream of air filter One indicator of an adequate supply of combustion air for the engine is the low pressure downstream of the air filter. If the low pressure downstrea downstream m of the air filter is too high, high, there there is a lack of combustion air. If the the maximum permissible value is exceeded, the engine room ventilation must be checked, see page 45 45.. The maximum permissible intake depression at maximum power and rated rpm is indicated in the technical data in the "Combustion air system" section.
NOTE Exceeding the maximum permissible intake depression causes a lack of power, black smoke and, as a consequence, engine damage Therefore: If the maximum permissible intake depression is exceeded, the engine monitoring system trips an alarm.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Combustion air system and charging 10.3 Combu Combustion stion air temperatu temperature re downst downstream ream of interco intercooler oler The combustion air in the intercooler is recooled by the seawater. An adequate supply of seawater to the intercooler is therefore extremely important. For guidelines on designing the seawater cooling system, see the "Cooling system" chapter on page 65 65..
NOTE Exceeding the maximum permissible combustion air temperature downstream of the intercooler leads to engine damage caused by thermal overload Therefore: If the maximum permissible combustion air temperature is exceeded, the engine monitoring system trips an alarm.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Combustion air system and charging
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Exhaust system 11
Exhaust s sy ystem
11.1 11. 1 Bas Basic ic des design ign co conce ncept pt
DANGER Exhaust gases are toxic and hot Therefore: The exhaust gas system must be completely gastight. gastight. The exhaust gas system must have fireproof insulation. Never let water get into the engine via the exhaust system. If the engine and exhaust gas outlet are installed in a low position just above or below the water line, an elbow followed by a descending exhaust gas line (“gooseneck") (1) must be installed in the pipe routing to prevent water entering the engine when reversing or in the event of swell. It is not permissible to provide a single common exhaust system for several engines. In the case of multiengine layouts a separate exhaust system for each engine is obligatory, so that with one engine running, no exhaust gas can enter the other engine/s.
NOTE If seawater enters the engine, it causes irreparable damage. Therefore: Install an elbow in the exhaust gas line.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Exhaust system
Exhaust system without sea water injection (diagrammatic representation)
5
4
3
2 1
Expansion joint, upright installation Y-pipe Place fixing as close as possible to the pipebend Expansion joint, recumbent installation (not deliverable by MAN) Silencer Corrosion−resistant steel is the material of choice for the exhaust system. Depending on the temperature, the standard value for longitudinal expansion coefficient of steel pipes is: 1 mm per metre and 100 C Exhaust pipes become very hot due to the high exhaust temperatures of several hundred degrees Celsius. For safety reasons, the pipes must be fitted with suitable heat −proofing. To prevent the temperatures in the engine room reaching excessive levels, fireproof insulation that is both fuel− and lubricant−impermeable is recommended. Condensation collects in the exhaust system and must on no account be allowed to reach the engine. For this reason a water collector with a drainage device must be installed near the engine if long, ascending exhaust pipes are installed.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Exhaust system
Design of exhaust systems without sea water injection We recommend that if you are when designing an exhaust system, you do not use the maximum permitted value for back pressure (= pressure loss) as a design parameter and instead only use 75% of this value. The back pressure is dependent on the gas flow through the system and the exhaust temperature and reaches its maximum value with the engine is operating at rated speed and rated power. The overall back pressure (overall pressure loss) p in the exhaust system is the sum of the back pressures of the individual components, such as straight pipe sections, elbows and silencers, expressed in the formula: p =
pR L + pK nK + pS
where: pR = Back pressure (pressure loss) per 1 m of pipe
L
=
Pipe length in m
pK =
Back pressure (pressure loss) per degree manifold radius
nK =
Number of manifolds
pS =
Back pressure (pressure loss) in silencer
To minimise exhaust gas back pressur pressure, e, avoid sharp bends and manifolds. Make sure the radius of all pipe bends is not too small. (R / d 1.5). If silencers are installed, ensure that the max. permissible exhaust gas back pressure is not exceeded.
D
R
Example of a dry exhaust system calculation A dry exhaust system with a pipe length of 4 m, two right −angled manifolds and a silencer is planned for a boat. The clear diameter should be 120 mm. Is this system adequately dimensioned for a turbocharged diesel engine with an exhaust gas mass flowrate of 1,300 kg/h? The following values can be obtained from the tables: Back pressure per 1 m of pipe = 3 hPa Back pressure for 90 degree manifold = 5.1 hPa For back pressure specifications in the manifold, contact manufacturer. A value of 5 hPa is assumed. The total back pressure p is calculated as follows: p = pR L + pK nK + pS p = 3.0 hPa 4 + 5.1 hPa 2 + 5 hPa = 27.2 hPa
The value obtained is within the permissible range.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Exhaust system Average back pressure (pressure drop) in hPa (mbar) per 1 m exhaust pipe, depending on the exhaust gas mass flowrate in kg/h and the clear diameter in mm Exhaust gas Mass flowrate *
Diameter in mm
kg / h
80
100
120
140
160
180
200
800
9.9
3.0
1.2
0.5
0.3
0.1
0.1
900
12.6
3,8
1.5
0.6
0.3
0.2
0.1
1000
15.5
4.7
1.8
0.8
0.4
0.2
0.1
1100
18.8
5.7
2.2
1.0
0.5
0.3
0.2
1200
22.3
6.8
2.6
1.1
0.6
0.3
0.2
1300
−−−
8.0
3.0
1.3
0.7
0.4
0.2
1400
−−−
9.3
3.5
1.6
0.8
0.4
0.2
1500
−−−
10.7
4.0
1.8
0.9
0.5
0.3
1600
−−−
12.1
4.6
2.0
1.0
0.5
0.3
1700
−−−
13.7
5.2
2.3
1.1
0.6
0.4
1800
−−−
15.3
5.8
2.6
1.3
0.7
0.4
1900
−−−
17.1
6.5
2.9
1.4
0.8
0.4
2000
−−−
18.9
7.2
3.2
1.6
0.8
0.5
2100 2200
−−− −−−
20.1 22.9
7.9 8.7
3.5 3.8
1.7 1.9
0.9 1.0
0.5 0.6
2300
−−−
−−−
9.5
4.2
2.1
1.1
0.6
2400
−−−
−−−
10.4
4.6
2.2
1.2
0.7
2500
−−−
−−−
11.2
5.0
2.5
1.3
0.8
2600
−−−
−−−
12.2
5.4
2.6
1.4
0.8
2700
−−−
−−−
13.1
5.8
2.9
1.5
0.9
2800
−−−
−−−
14.1
6.2
3.1
1.6
0.9
2900
−−−
−−−
15.1
6.7
3.3
1.8
1.0
3000
−−−
−−−
16.2
7.1
3.5
1.9
1.1
3100
−−−
−−−
17.3
7.6
3.8
2.0
1.1
3200
−−−
−−−
18.4
8.1
4.0
2.1
1.2
3300
−−−
−−−
19.6
8.6
4.2
2.3
1.3
3400
−−−
−−−
20.8
9.2
4.5
2.4
1.4
3500
−−−
−−−
22.0
9.7
4.8
2.6
1.5
3600
−−−
−−−
−−−
10.3
5.0
2.7
1.5
3700
−−−
−−−
−−−
10.8
5.3
2.9
1.6
3800
−−−
−−−
−−−
11.4
5.6
3.0
1.7
3900
−−−
−−−
−−−
12.0
5.9
3.2
1.8
4000
−−−
−−−
−−−
12.7
6.2
3.3
1.9
4100
−−−
−−−
−−−
13.3
6.5
3.4
2.0
4200
−−−
−−−
−−−
14.0
6.8
3.6
2.1
4300
−−−
−−−
−−−
14.6
7.1
3.7
2.2
4400 4500
−−− −−−
−−− −−−
−−− −−−
15.2 15.9
7.4 7.7
3.8 4.0
2.3 2.4
16.5
8.0
4.1
2.5
4600 −−− −−− −−− * For engine values, see technical data in the appendix
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Exhaust system Average back pressure (pressure drop) in hPa (mbar) per 90 manifold (R/d = 1.5), depending on the exhaust gas mass flowrate in kg/h and the free diameter in mm Exhaust gas Mass flowrate *
Diameter in mm
kg / h
80
100
120
140
160
180
200
800
9.8
4.0
1.9
1.1
0.6
0.4
0.3
900
12.3
5.1
2.5
1.3
0.8
0.5
0.3
1000
15.2
6.2
3.0
1.6
1.0
0.6
0.4
1100
18.4
7.6
3.6
2.0
1.2
0.7
0.5
1200
21.9
8.9
4.3
2.3
1.4
0.9
0.6
1300
−−−
10.6
5.1
2.8
1.6
1.0
0.7
1400
−−−
12.2
5.9
3.2
1.9
1.2
0.8
1500
−−−
14.1
6.8
3.7
2.2
1.3
0.9
1600
−−−
16.0
7.7
4.2
2.4
1.5
1.0
1700
−−−
18.0
8.7
4.7
2.8
1.7
1.1
1800
−−−
20.2
9.8
5.3
3.1
1.9
1.3
1900
−−−
−−−
10.9
5.9
3.4
2.2
1.4
2000
−−−
−−−
12.0
6.5
3.8
2.4
1.6
2100 2200
−−− −−−
−−− −−−
13.3 14.6
7.2 7.9
4.2 4.6
2.6 2.9
1.7 1.9
2300
−−−
−−−
15.9
8.6
5.0
3.1
2.1
2400
−−−
−−−
17.3
9.4
5.5
3.4
2.3
2500
−−−
−−−
18.8
10.2
6.0
3.7
2.4
2600
−−−
−−−
20.4
11.0
6.5
4.0
2.6
2700
−−−
−−−
−−−
11.8
6.9
4.3
2.8
2800
−−−
−−−
−−−
12.7
7.5
4.7
3.1
2900
−−−
−−−
−−−
13.7
8.0
5.0
3.3
3000
−−−
−−−
−−−
14.6
8.6
5.4
3.5
3100
−−−
−−−
−−−
15.6
9.1
5.7
3.7
3200
−−−
−−−
−−−
16.6
9.7
6.1
4.0
3300
−−−
−−−
−−−
17.7
10.4
6.5
4.2
3400
−−−
−−−
−−−
18.8
11.0
6.9
4.5
3500
−−−
−−−
−−−
19.9
11.7
7.3
4.8
3600
−−−
−−−
−−−
21.0
12.3
7.7
5.0
3700
−−−
−−−
−−−
22.2
13.0
8.1
5.3
3800
−−−
−−−
−−−
−−−
13.7
8.6
5.6
3900
−−−
−−−
−−−
−−−
14.5
9.0
5.9
4000
−−−
−−−
−−−
−−−
15.2
9.5
6.2
4100
−−−
−−−
−−−
−−−
15.9
10.0
6.5
4200
−−−
−−−
−−−
−−−
16.6
10.5
6.8
4300
−−−
−−−
−−−
−−−
17.4
11.0
7.1
4400 4500
−−− −−−
−−− −−−
−−− −−−
−−− −−−
18.1 18.8
11.4 11.9
7.3 7.6
4600 −−− −−− −−− * For engine values, see technical data in the appendix
−−−
19.5
12.3
7.9
Engine and gearbox installation planning
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Exhaust system 11.2 Exha Exhaust ust gas syste system m str structur ucture e 11.2.1 11. 2.1 Exh Exhaus austt ga gas s ou outlet tlet on th the e en engin gine e In the case of both the V8 and the V12, the two cylinder banks have a common exhaust gas outlet. Exhaust manifolds for either rearward (1) or upward (2) exhaust gas outlet are available for both models. For flange dimensions for connecting the shipside exhaust gas system, see installation drawing. drawing.
11.2.2 11. 2.2 Con Connec nectin ting g exhau exhaust st sy syste stem m to en engin gine e Resilient connecting elements that allow engine movements caused by the resilient engine mounting and isolate the engine from the exhaust system must be installed between the engine and exhaust system. Either heatresistant hoses (corrugated hoses made of silicone) or bellow expansion joints can be used for this purpose.
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Exhaust system 11.2.3 11. 2.3 Sec Securi uring ng exh exhaus austt sys system tem NOTE Component damage due to force acting on the turbocharger Therefore: Exhaust gas lines must be secured and supported so that no forces act upon the turbocharger. The securing of the exhaust gas system depends on the basic design and concept: The exhaust gas system (1) is secured to the engine and gearbox mountings using supports (2).
The exhaust gas system (1) is suspended on heightadjustable brackets (3).
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Exhaust system 11.2.4 11. 2.4 Inj Inject ection ion of sea w wate aterr int into o exh exhaus austt sys system tem After emerging from from the heat excha exchanger, nger, sea water is injected into the exhaust pipe and mixed with the exhaust gas.
Schematic drawing of sea water injection (example) (1) Sea Seawate water r (2) Exha Exhaust ust gas (3) Baffle plates with obtuse pitch ang angle le for water flow (4) Baffle plates with acu acute te pitch angle for wa water ter flow
4 2
1
3
Silicone hose (5) downstream of seawater injection.
5
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Exhaust system 11.2 11 .2.5 .5 Ex Exha haus ustt s sil ilen enci cing ng Exhaust silencing can be achieved either by means of an exhaust outlet below the water line or by installing exhaust silencers. Exhaust outlet below water line As well as noise damping, damping, an exhaust outlet below the water line normally gives rise to an increase in exhaust backpressure. A flowoptimised flowoptimised configurati configuration on of the exhaust ou outtlet can reduce this effect. However, there must be no incidence of low pressure here.
NOTE Turbocharger damage due to exceeding the maximum permissible turbocharger speed Therefore: Low pressure at the exhaust outlet leads to impermissible high turbocharger rpm and is therefore not allowed. If the exhaust outlet is located below the water line, incorporate a bypass to the exhaust pipe with an outlet above the water line. If this bypass is omitted, there can be a buildup of pressure in the exhaust system when the ship is stationary or moving at low speed until this pressure exceeds the water pressure below the ship and then escapes abruptly, resulting in intense vibrations.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Exhaust system 11.2.6 11. 2.6 Ins Insula ulatio tion n of tthe he exh exhaus austt p pipe ipe (applies for both wet and dry exhaust systems)
DANGER Fire hazard due to hot surfaces coming into contact with diesel fuel and oil! Risk of burns due to hot surfaces. Therefore: Thoroughly insulate exhaust pipes with fireproof material. Hot, noninsulated exhaust pipes heat up the engine room considerably. The quantity of heat emitted increases by the surface temperature raised to the power of 4, e.g. surface temperature increases by 20% the radiated heat produced is doubled. Requirements to be met by the insulation material:
Fla lam me ret eta ardant Fuel Fuel and lubri lubrica cant ntimp imper erme meab able le The The mater material ial must must not not re relea lease se d dust ust o orr fib fibres res into the atmosphere as these can be drawn in by the engine
NOTE Component damage due to exceeding the maximum permissible temperature of the electronic components in the Ebox. Therefore: Do not let the engine room temperature exceed 60C.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Exhaust system 11.3 Permi Permitted tted exh exhaust aust ba back ck pre pressur ssure e There are measuring points for exhaust back pressure (1) (M14x1.5) on the underside of the engine side exhaust manifold.
NOTE Engine damage due to thermal overload Impermissibly high exhaust gas temperatures lead to inadequate engine power, an increase in smoke and, consequently, engine damage caused by thermal overload. Therefore: The exhaust backpressure must be measured during commissioning. Permissible exhaust back pressure at full load and rated rpm: 2080 mbar.
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Exhaust system
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Cooling system 12
Cooling s sy ystem
12.1 Seawa Seawater ter cooli cooling ng s system ystem The seawater cooling system is used for both engine cooling and intercooling. A good supply of seawater is important for achieving the full engine power within the permissible thermal load limits, especially for intercooling. The cooling systems for all MAN engines are configured for a seawater inlet temperature of up to 32C (305 K).
(1) Heat exchanger exchanger (2) Expansion tank (3) Seawater outlet (4) Seawater pump (5) Intercoo Seawater inlet (6) Inte rcooler ler
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Cooling system 12.2 12. 2 Sea Seawat water er inl inlet et The seawater inlet is through a “Scoop" (1) on the underside of the hull. In this way, the pressure created at the sea water inlet while the ship is moving can be utilised to supply the pump with sea water. Scoop The scoop inlet crosssection is determine determined d by the seawater inlet line diameter; however, it should be as large as possible. In order to achieve a flowoptimised shape, the entire scoop should be manufactured as a single casting. The seawater enters through a grille with large openings between the bars (2). To assist the inflow into the seawater inlet line to the engine, the rear side of the scoop (3) must have a rounded, streamlined form so that water backup does not impair the supply of seawater.
In the case of twopart scoops, i.e. separate grille (4) and seawater inlet line (5), there is a risk of water backup on the rear side of the scoop if the two components are not positioned correctly. The same effect can arise in the case of onepart scoops with rectangular grille designs. Seawater inlet for jet drive The water supply flow for the jet drive must not hinder the seawater supply for the engine cooling system.
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Cooling system 12.3 Seawa Seawater ter su supply pply compo component nents s Sea valve Ball valves that are directly connected to the scoop should be used as sea valves (1). These can be swiftly closed in an emergency (pipe break).
1
Furthermore, the valve's “open/closed" position is immediately immediate ly recognisable by the position of the handle. Seawater filter A seawater filter is to be provided provided to protect protect the intercooler, heat exchanger and seawater pump. The seawater filter (2) should be equipped with a sight glass, a removable cover and a removable filter basket. The following approximate values apply to the filter basket:
Mesh size size max. 3 mm mm Surfac Surface e appro approx. x. 1 10 0 time times s as lar large ge as as the the
inlet crosssection Positioning of sea water filter: If possible directly above the sea valve. In any event the sea water filter must be situated above the water level. This allows the filter to be cleaned with the sea valve open. Furthermore, with the sea valve open, objects blocking the scoops can be removed without having to lift the ship out of the water. Seawater pipes to and from engine The sea water lines (hoses) must be sufficiently flexible to compensate movements of the engine due to its resilient mounting.
2
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Cooling system 12.4 12. 4 Sea Seawat water er pum pump p Delivery rate of the seawater pump (1): For seawater pump delivery rates for the individual engines, see "Technical data" from page 199. 199. Seawater inlet The connecting line from the seawater filter is connected at the seawater pump intake fitting (2). Seawater outlet The shipside piping is connected at the seawater outlet (3). The seawater is injected into the exhaust as system frequently, see page 60 60.. The minimum crosssection of the shipside piping must correspond to the connecting crosssection on the engine. For seawater inlet and seawater outlet connection dimensions, see installation drawing.
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Cooling system 12.5 12. 5 Gea Gearbo rbox x oil co coole oler r The coolant is supplied to the gearbox oil cooler via the connection (4) on the seawater pump. The coolant feed to the gearbox oil cooler marked “out". The connection for the cooling water return from the gearbox cooler is to be installed by the shipyard on the shipside piping. There are 2 possibilities for this: 1. Installati Installation on in the seawater seawater outlet outlet downstream downstream of engine 2. Installati Installation on in the seawate seawaterr injection injection in the ex ex-haust system
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Cooling system 12.6 Choic Choice e of mate materials rials for pi pipewo pework rk Different metals are not allowed to be combined with each other at random. If “precious" and "nonprecious" metals are combined, the “more nonprecious" of the two will corrode due to bimetallic corrosion. This process is accelerated still further in humid or even salty atmospheres. The more nonprecious a metal, the more negative its electrical voltage potential. Two different metals have an electrolytic voltage difference that wants to equalise itself when there is a connection between the two metals (direct contact or conducting water). In the following list, metals are listed according to their electrical voltage potential, starting with the “most precious" (platinum) and ending with the “most nonprecious" (magnesium). The further two metals are apart in this list, the greater the problems to be expected by bimetallic corrosion. “Precious”
Platinum Titanium Silver Nickel Cupronickel Lead Stainless steel Tin bronze Copper Tin Brass alloys Ferronickel Lowalloy steels Shipbuilding steel Aluminium alloys Zinc
“Nonprecious"
Magnesium
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Shipside cooling systems 13
Sh Ship ips sid ide e co cool olin ing gs sys yste tems ms
13.1 13. 1 Sys System tem des descri cripti ption on Cooling systems installed on the ship side can be used as an alternative to the seawater heat exchanger cooling system supplied by MAN, see chapter 12, e.g
13.1.1 13. 1.1 Shi Ships pside ide co cooli oling ng s syst ystem em de desig signs ns Hullmounted cooling system With a hullmounted cooling system, the heat from the engine and intercooling circuit is dissipated to the river or sea water through cooling cells installed on the hull. The cooling cells can be shallow tanks with a meandering pattern for the coolant flow. The cooling cells are located below the waterline. Seawater flows by the cells when the ship is moving. Keel cooling With a keel cooling system, the heat from the engine and intercooling circuit is dissipated to the river or sea water through pipelines attached on the outside of the hull. Sea chest cooling With a sea chest cooling system, the heat from the engine and intercooling circuit is dissipated to the river or sea water through tubular coolers. The tubular coolers are installed in a sea chest below the waterline. Seawater flows by the coolers when the ship is moving.
13.1.2 13. 1.2 Gen Genera erall cooli cooling ng sys system tem re requi quirem rement ents s These general requirements are:
Absolute leaktightness leaktightness Reliable limitation of the maximum permissible chargeair temperature Reliable, automatic venting of the cooling circuits Draining of the entire system when performing maintenance work Quick filling of the system following maintenance work (approx. 8 litres/min) Fast circuit startup even at low engine speeds Fast pressurisation in the system after engine start (min. 50 kPa in < 20 s at medium engine speed and medium load) No ejection of coolant after engine hot soak Avoidance of of pulsating coolant coolant flows Preparation of the coolant in accordance with MAN maintenance recommendations and recommended service products as well as operator's manual and maintenance manual
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Shipside cooling systems 13.1 13 .1.3 .3 Co Cool olin ing g sys syste tem m dia diagr gram am MAN marine diesel engines with intercooler require two cooling circuits:
(1) (2) (3) (4)
The hightemperature circuit or engine cooling circuit The lowtemperature circuit or intercooling circuit
Lowtemperature circuit (LT) Lowtemperature Expansio Expansion n tank, tank, lowtem lowtemper peratur ature e cir circuit cuit Venting Venting o off the llowte owtempe mperatu rature re ci circui rcuitt Coolant Coolant pu pump mp for the the lowtemp lowtemperat erature ure ci circui rcuitt Cooling Cooling s system ystem,, lowtemp lowtempera erature ture circu circuit it Engine
(9) (9) Inte Interc rcoo oole ler r (10) Engine crankcase
(5) (6) (7) (8)
Hightemperature circuit (HT) Hightemperature Expansio Expansion n tank, tank, hightemp hightemperat erature ure circui circuitt Venting Venting of of the hight hightemp emperat erature ure c circu ircuit it Coolant Coolant pump pump for the the high hightem tempera perature ture circui circuitt Cooling Cooling system system,, hightem hightempera perature ture circu circuit it
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Shipside cooling systems 13.2 Conn Connection ections s on tthe he engin engine e Connections Connection s on the engine for the hightemperature circuit (1) Engine Engine outl outlet et to the cooling cooling syste system m (2) Engine Engine inle inlett from from th the e coolin cooling g system system (3) Filler Filler pi pipe pe from from ex expan pansion sion tank tank to coolant coolant for from hightemperature circuit (4) pump Vent Vent line engine engine to expansio expa nsion n tank tank
Connection as shown on figures
Hose connector to Works Standard
Inside mm
Outside mm
(1) Engine outlet to the cooling system
M31032
60
70
(2) Engine inlet from the cooling system
M31032
60
70
(3) Filler pipe from exp expansion ansion tank to coolant pump for hightemperature circuit, DN25
M31013
19
25
(4) Vent line from engin engine e to expansion tank, 10x1.5
M31011
7
10
The unions (1), (3) and (5) can be mounted on both the left and right of the engine. (1) Union for engine outlet outlet to cooling system, mounted on left (2) Alternative mounting mounting on right (3) Union for filler pipe from expansion tank, moun moun-ted on right (4) Alternative mounting mounting on left (5) Union for engine inlet inlet from cooling system, mounted on left (6) Alternative mounting mounting on right
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Shipside cooling systems Connections on the engine for the lowtemperature circuit (1) Vent line line fro from m intercoo intercooler ler to expan expansion sion ttank ank (2) Coolant Coolant outlet outlet to the cooling cooling syste system m (3) Filler Filler pipe pipe from from exp expansi ansion on tank tank to coola coolant nt pump for lowtemperature circuit (4) Coolant Coolant inlet inlet from from th the e coolin cooling g system system
Connection as shown on figures
Hose connector to Works Standard
(1) Vent line from engine to expansion expansion tank, DN10
M31033
(2) Coolant outlet to the cooling system
M3103
(3) Filler pipe from expansion expansion tank to coolant pump for lowtemperature circuit (4) Coolant inlet from the cooling system
M31012
Inside mm
Outside mm
7
10
61
65
9
15
65
75
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Shipside cooling systems 13.3 13. 3 Coo Coolin ling g sys system tem de desig sign n The shipyard is responsible for the design and correct configuration of the cooling system.
NOTE Engine damage due to cooling system malfunction Therefore:
Observe the following information regarding the cooling system components.
13.3 13 .3.1 .1 Co Cool olan antt vo volu lume mes s The total volume of coolant in the hightemper hightemperature ature circuit comprises circuit comprises the volumes of the following:
Engine cooling circuit Hullmounted cooling system for the hightemperature circuit, with pipelines Expansion tank for the hightemperature circuit
The total volume of coolant in the lowtemperature circuit comprises circuit comprises the volumes of the following:
Intercooler circuit Hullmounted cooling system for the lowtemperature circuit, with pipelines Expansion tank for the lowtemperature circuit
Engine cooling circuit Intercooler circuit (only parts fitted to the engine)
Litres Litres
D2868 LE4..
D2862 LE4..
65 15
85.5 15.5
13.3 13 .3.2 .2 Ex Expa pans nsio ion n tank tanks s Expansion tanks must be installed for both the hightemperature circuit and the lowtemperature circuit. Cooling systems for MAN marine diesel engines must be designed as closed, pressurised systems. The performance and functioning of a cooling system largely depends on whether the required system pressure is available and the absence of bubbles. Both of these properties are essentially influenced by the effectiveness of the expansion tank. All cooling systems systems for MAN engines engines must be equipped equipped with a separate separate expansion expansion tank which
collects the coolant that has expanded due to heating, builds up and maintains the cooling system operating pressure, removes the air bubbles from the cooling circuit, provides a coolant reserve in the event of losses due to leakage, installed in an easily accessible location, since this is where the coolant is filled and the coolant level is checked.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Shipside cooling systems Expansion tank for doityourself production by the shipyard The following figure is just a suggestion
(1) Filler neck with p pressure ressure valve (2) Over Overflow flow (3) Sensor for monitor monitoring ing the system pressure (4) Pressure valve for rrestoring estoring the system pressure after opening the cooling system with the engine at operating temperature
(7) Connection for filler filler pipe to coolant pump pump (8) Sensor for monitoring monitoring the coolant coolant level The measures A, B, C define volumes: (A)Air volume (B)Volume of coolant loss until tripping of alarm, < 8% of entire system volume
(5) Connection for vent line from engin engine/intercoole e/intercooler r (6) Baffle for ai airr separation separation
(C)Overall volume of expansion tank
Distribution of entire coolant volume in low and hightemperature circuit Lowtemperature circuit Tolerances
Hightemperature circuit
min.
max.
min.
max.
A Air volume in expansion expansion tank tank
%
8
4
11
7.5
C Ov O verall volume of expansion tank
%
12
16
11.5
15
Volume of coolant in engine, cooling system and pipes
%
80
80
77.5
77.5
Total system volume = volume of coolant in engine, cooling system, expansion tank and pipes
%
100
100
100
100
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Shipside cooling systems Expansion Expansio n tank requirements To demonstrate its mechanical strength, the expansion tank must be able to withstand a test pressure of at least 2.5 bar at a temperature of approx. 120 C. In many cases, baffles can improve the strength and also additionally additiona lly steady the flow. An immersion immersion tube (1) must be installed installed to protect against overfilling.
The size (T) of the immersion tube (1) determines the expansion tank air volume (2).
Baffles (1)
steady the flow, improve air separation, improve the tank strength.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Shipside cooling systems A filler pipe (1) (DN25) (DN25) includ included ed upstream o off the coolant pump must be routed from the expansion tank to largely prevent air ingress during filling of the cooling circuit.
Expansion tank location The expansion tank must always be located at the highest point in the cooling system. The expansion tank must always be positioned so that all vent lines can always be routed upwards.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Shipside cooling systems The cooling system as a pressurised system The cooling system must be designed as a closed, pressurised system. Valve cover with pressure valve (1) Opening pressures: Overpressure: . . . . 1.41.6 b ba ar Low pressure: . . . . 0.020.1 bar
Sensors on expansion tank for hightemperature circuit The pressure and the coolant level in the expansion tank must be monitored during operation. The following sensors must therefore be installed: (1) Sensor Sensor for for mon monitor itoring ing the the pressur pressure e in th the e expansion tank. (2) Sensor Sensor for for mon monitori itoring ng the c coola oolant nt lev level el in the expansion tank. (3) Pressure Pressure valve valve for co conne nnection ction of a commer commer-cially available air pump. If the valve cover has to be opened while the engine is at operating temperature, the engine can only be operated without an alarm being tripped if the pressure is restored in the cooling system. This is achieved with the aid of an air pump.
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Shipside cooling systems 13.3.3 13. 3.3 Pip Pipes es a and nd h hose oses s fo forr th the e co coola olant nt The following general conditions apply to the design:
Minimum coolant flow rate corresponds to coolant circulation, see table on page 82 82.. The pipe crosssections must be adapted to the inlet and outlet manifolds on the engine. They must never be smaller. Pipelines for the coolant must be as short as possible and must have a vent feature at the highest point /The a drain feature at thesystems lowest point. various vibrating (engine, cooling system, pipes) must be connected using sufficiently long hoses. In the case of hose connections, the pipe beads conform to Works Standard M 3103. Use hoses to Works Standard MAN 334. Hose clamps to Works Standard M 3292, or M 7.751.30. Residues must be removed from all hoses and pipes prior to installation in accordance with M 31612.5. Ensuring good flow in the pipelines (adequate line crosssections) maximises the coolant flow rate in the system. The filler pipe is always routed downwards from the expansion tank and is included just upstream of the inlet into the coolant pump.
Works Standards can Standards can be requested from the responsible MAN representative or directly from the MAN Nuremberg plant. See page 2 for address.
NOTE Corrosion on aluminium components Therefore: Copper coolant pipes must always be avoided as they can lead to increased corrosion on aluminium components.
13.3 .3.4 .4 Coolant The engine cooling system must be filled with a mixture of potable tap water and antifreeze based on ethylene glycol or corrosion inhibitor. For coolant preparation, see the publication "Fuels, Lubricants and Fluids for MAN industrial and marine diesel engines".
NOTE No liability for material damage if nonapproved fuels, lubricants and fluids are used! If nonapproved fuels, lubricants and fluids are used, MAN accepts no liability for material damage. Therefore: Only use approved fuels, lubricants and coolants (see “Fuels, lubricants and coolants for MAN industrial and marine diesel engines"). A current list of approved products is available online at: www.asp.mantruckandbus.com
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Shipside cooling systems 13.4 Ther Thermodyn modynamic amic configu configuratio ration n of the coolin cooling g system 13.4. 3.4.1 1 Ge Gen ner eral al The shipyard is responsible for the thermodynamic configuration of the cooling system.
NOTE Cooling system malfunction due to inadequate dimensioning dimensioning The monitoring system trips an alarm if the maximum permissible temperatures for the combustion air downstream of the intercooler or the engine coolant are exceeded. Therefore: Observe the following information regarding the cooling system configuration. The cooling system must reliably dissipate the heat quantities in the high and lowtemperature circuit to the seawater. The functioning of the cooling system is determined by the following parameters: a) b) c) d)
Heat Heat quantitie quantities s to be dissipat dissipated ed (co (coolin oling g loads), loads), determ determined ined by by the engine engine Cool Coolan antt circ circul ulat atio ion n Tem Tempera perature ture different differential ial betw between een feed and return return Pressure Pressure different differential ial betw between een feed and return return
Parameters 2, 3 and 4 are interlinked. If the pressure loss in the cooling system (= pressure differential between feed and return) is increased due to the design, the coolant circulation is reduced, leading to an increase in the temperature differential between feed and return. Diagram
(1) Engine 2) Cool Coolan antt circ circul ulat atio ion n
(4) Cooling Cooling system system,, high hightem tempera perature ture circui circuitt (5) (5) In Inte terc rcoo oole ler r
(3) Pressure Pressure differ differenti ential al betw between een feed feed and rretur eturn, n, temperature differential between feed and return
(6) Cooling Cooling system system,, lowtemp lowtemperat erature ure circuit circuit
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Shipside cooling systems 13.4.2 13. 4.2 Coo Coolin ling g syst system em c conf onfigu igurat ration ion d data ata Depending on the engine models, the following tables contain the value pairings for coolant circulation in the high and lowtemperature circuit and the corresponding pressure differential between feed and return for a possible cooling system. The data were determined using a reference cooling system. Data for configuring the hightemperature circuit Coolant temperature at engine outlet: max. 90°C for all engine models. Engine models D2868 LE4..
Engine power
Rated speed Heat quantity to Coolant circulabe dissipated tion in hightem(cooling load) in perature circuit hightemperature circuit
Max. pressure differential between feed and return p
kW
rpm
kW
litres/min
mbar
D2868 LE421
441
1800
300
600
600
D2868 LE422
588
2100
410
800
800
D2868 LE424
441
1800
315
600
600
D2868 LE425
588
2100
425
800
800
D2868 LE431
500
1800
350
600
600
Rated speed Heat quantity to Coolant circulabe dissipated tion in hightem(cooling load) in perature circuit hightemperature circuit
Max. pressure differential between feed and return p
Engine models D2862 LE4..
Engine power
kW
rpm
kW
litres/min
mbar
D2862 LE421
662
1800
410
1000
600
D2862 LE422
749
2100
500
1200
800
D2862 LE424
662
1800
410
1000
600
D2862 LE425
749
2100
520
1200
800
D2862 LE431
551
1800
350
1000
600
D2862 LE432
882
2100
580
1200
800
D2862 LE434
551
1800
360
1000
600
D2862 LE435
882
2100
570
1200
800
D2862 LE441 D2862 LE444
735 735
1800 1800
480 500
1000 1000
600 600
D2862 LE463
1029
2100
680
1200
800
D2862 LE466
1029
2100
680
1200
800
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Shipside cooling systems Data for configuring the lowtemperature lowtemperature circuit Engine models D2868 LE4..
Engine power
Rated speed Heat quantity to be dissipated (cooling load) in lowtemperature circuit
Coolant circulation in lowtemperature circuit
Max. pressure differential between feed and return p
kW
rpm
kW
litres/min
mbar
D2868 LE421 D2868 LE422
441 588
1800 2100
90 120
500 600
800 800
D2868 LE424
441
1800
95
500
800
D2868 LE425
588
2100
125
600
800
D2868 LE431
500
1800
100
500
800
Rated speed Heat quantity to be dissipated (cooling load) in lowtemperature circuit
Coolant circulation in lowtemperature circuit
Max. pressure differential between feed and return p
Engine models D2862 LE4..
Engine power
kW
rpm
kW
litres/min
mbar
D2862 LE421
662
1800
165
500
800
D2862 LE422
749
2100
155
600
800
D2862 LE424 D2862 LE425
662 749
1800 2100
165 160
500 600
800 800
D2862 LE431
551
1800
135
500
800
D2862 LE432
882
2100
170
600
800
D2862 LE434
551
1800
135
500
800
D2862 LE435
882
2100
165
600
800
D2862 LE441
735
1800
150
500
800
D2862 LE444
735
1800
155
500
800
D2862 LE463
1029
2100
190
600
800
D2862 LE466
1029
2100
185
600
800
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Shipside cooling systems 13.4.3 13. 4.3 Coo Coolin ling g sy syste stem mc conf onfigu igurat ration ion The following table serves as a guideline for configuring the cooling system. For each step, data are required and, at the same time, the output data are defined for the next step: Sequence
Work stop
Required data
1.
Dimensioning of the cooling systems for the t he hightempe-
Heat quantities to be dissipated (cooling load)
rature circuit circuit and the low temperature
Coolant circulations Pressure differentials between feed and return
Data determined by this
Cooling system volumes
Total volumes of the high temperature circuit and the lowtemperature circuit
Expansion tank volumes, air/coolant
The cooling systems for the hightemperature circuit and the lowtemperature circuit are defined
Chapter 13.4.2 2.
Design configuration of the hightemperature hightemp erature circuit, the lowtemperature circuit and the pipes connected to the engine
Connections on the engine Pressure differentials between feed and return
Chapter 13.2, 13.3.1, 13.4.2 3.
Dimensioning of the expansion tank
Distribution of entire coolant volume in low and hightemperature circuit
Chapter 13.3.2 4.
Design configuration of the expansion tank
Suggestion for doit yourself expansion tank
Chapter 13.3.2
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Fuel system 14
Fuel system
14.1 Diagr Diagram am of the fu fuel el sy system stem
(1) Engineside Engineside fuel system with hose connections for: (2) Fuel Fuel return (3) Fuel Fuel supply Fuel system on ship with: (4) Fuel supply from from fuel tank to engine engine (5) Fuel return from engine engine to fuel tank (6) Fuel prefilter with water separator separator (MAN scope of delivery) delivery) (7) Fuel Fuel tank H Maxim Maximum um heigh heightt 1 1.5 .5 m The fuel is supplied from the tank to the engineside fuel system (1) via the fuel prefilter with water separator (6). Excess fuel flows back to the tank. For the engine to function correctly, the fuel filter with water separator (6) must be installed, see page 86 86,, and the shipside fuel system piping must be correctly dimensioned and positioned, see page 88 88..
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Fuel system 14.2 Fuel pre prefilter filter with wa water ter sep separato arator r NOTE Engine damage due to water in the fuel. Water in the fuel causes: Incorrect combustion Injection system damage
Piston damage Irreparable engine damage
Therefore: Install the fuel prefilter with water separator (MAN scope of delivery). A fuel prefilter with water water separator separator (made by MANN&HUMMEL) is supplied loose with the engine. This must be installed in the fuel feed from the tank to the engine. The fuel prefilter supplied by MAN must not under any circumstances be replaced by a different make. The fuel prefilter is designed as a reversible double filter. (1) Fue Fuell inlet (optionally opposite side) (2) Fue Fuell outlet (optionally opposite side) (3) Filter cartridge (4) Water drain plu plug g with lefthand thread thread (5) Changeo Changeover ver lever for 3way valve Note the lever position of the 3way valve. Handle in position:
Lever in centre position: both filters operating Lever pointing right: right filter shut off Lever pointing left: left filter shut off
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Fuel system 14.3 Arra Arrangeme ngement nt of the fuel filter with wat water er sepa separator rator NOTE Long fuel lines and numerous elbows cause pressure loss in the fuel system. The permitted low pressure of max. 0.35 bar upstream of the fuel prefilter must not be exceeded even when the filters are contaminated. Therefore: Attach the fuel prefilter prefilter near the e engine. ngine. The fuel prefilter with water separator (1) is not allowed to be mounted on the engine, as the engine vibrations impair water separation. If the fuel prefilter is located in the engine room, ensure that there is enough space for catching the separated water (3) and for changing the filter cartridges (2) (H approx. 200 mm). The changeover lever must be easily accessible and freely movable.
14.4 Addit Additional ional fuel pref prefilter ilter An additional additional fuel filter (2) (2) can be installed installed upstream of the fuel filter supplied by MAN (1). A large amount amount of water in the fuel shortens shortens the service life of the fuel filter (1).
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Fuel system 14.5 14 .5 Fu Fuel el lin lines es Fuel lines from tank to engine The inside diameter (DN) of the shipside fuel intake line from the tank to the engine must be at least 20 mm. The fuel hoses (1) and (2) serve as connections between the engine fuel system and the shipside fuel piping. Fuel feed connection (1): threaded connector . . . . . . . . . . . . . . . . . . . . M30x2 Fuel lines from engine to tank Fuel return connection (2): threaded connector . . . . . . . . . . . . . . . . . . . . M30x2 The fuel return in the tank must always be under the fuel level. Fuel pressures in the fuel system Permitted pressures pressures in fuel system Permissible low suction pressures measured at the measuring point (2): 00.25 bar with a clean fuel f uel prefilter max. 0.35 bar with a dirty fuel prefilter Permissible overpressure overpressure in the fuel return to the tank measured at the measuring point (1): max. 0.2 bar :
NOTE Exceeding the permissible fuel pressures leads to fuel shortage. Therefore: The engine monitoring system trips an alarm if the permissible fuel pressures are not reached or are exceeded.
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Propeller system 15
Propeller s sy ystem
15.1 Fixed pitch prop propeller eller 15.1.1 15.1. 1 Adjus Adjustment tment o off prop propeller eller to ship rresist esistance ance a and nd dr drive ive po power wer The drive motor, propeller and hull form a system whose individual components interact. The drive motor provides the drive power, the propeller transfers this drive power and the hull absorbs the drive power. Therefore the propeller must be suited to this system in terms of its design, diameter and pitch. The power curves and driving resistance curves on the following diagrams are intended to show the general relationship. The curves do not refer to a specific engine or a specific ship.
15.1.2 15.1. 2 Corr Correctly ectly adjus adjusted ted p prope ropeller ller for the ttest est d drive rive The propeller must be selected so that, when the new ship is testdriven, an engine speed equivalent to 102104% of the rated rpm is reached (operating point 4). The ship must thereby be loaded as follows:
Eq Equi uipm pmen entt on bo boar ard d
Fue uell ta tanks fil filled led Wate Waterr ta tanks fill fille ed
100
4 90
80
70
1 60
(1) Engine power curve curve (qualitative) (2) Driving resistance resistance curve (3) Reduction curve (4) Operating Operating point in new condition. The maximum speed is equivalent to 102104 % of the rated rpm.
% n i r 50 e w o P 40
2
3
30
20
10
0 40
50
60
70
80
Speed in %
90
100
1 10
12 1 20
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Propeller system 15.1.3 Corr Correctly ectly adjus adjusted ted p prope ropeller ller for n norma ormall ope operatio ration n If 102104 % of the rated rpm is reached during the test drive, this ensures that the engine speed does not fall below the rated rpm if the driving resistance (fouling) continues to increase. (5) Operatin Operating g point for normal operation (operating point 5). The maximum speed is equivalent to 100101 % of the rated rpm.
100
5
90
80
70
60
% n 50 i r e w40 o P 30
20
10
0 40
50
60
70
80
90
100
1 11 10
Speed in %
15.1.4 Maxim Maximum um sp speeds eeds if pr propel opeller ler iis s adj adjusted usted corr correctly ectly If the propeller is adjusted correctly, the speeds shown in the table must be reached. Speed (%) Operating mode
Rated rpm
100
102
Normal operation
104 "As new" condition
Light
2300
2300
2346
2392
Medium
2100
2100
2142
2184
Heavy
1800
1800
1836
1872
Systems with jet drive must also be configured as per this table.
1 20
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Propeller system 15.1.5 15. 1.5 Exa Exampl mples es of non nonad adjus justed ted pr prope opelle ller r Power consumption of propeller too great The propeller's power consumption is greater than the engine's maximum power. As a consequence, the engine is unable to reach its rated rpm (operating point 4). (1) Engine power curve curve (qualitative)
100
4
90
80
70
1
(2) Driving resistance resistance curve
2
60
(3) Reduction curve (4) Operating Operating point if propeller is too large
% n i r 50 e w o 40 P
3
30
20
10
0 40
50
60
70
80
90
100
11 1 10
1 20
Speed in % Power consumption of propeller too small The propeller cannot absorb and transfer the available engine power. Here the engine speed is much higher than the rated rpm (operating point 4). (1) Engine power curve curve (qualitative)
100
90
80
70
(2) Driving resistance resistance curve (3) Reduction curve (4) Operating Operating point if propeller is too small
1
3
60
% n i r 50 e w P o 40
4
30
2 20
10
0 40
50
60
70
80
Speed in %
90
100
11 1 10
1 20
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Propeller system 15.2 Load indication on MAN Monitoring Diagnosis Sy System stem (MMDS) display The relative engine load can be shown on the Monitoring and Diagnosis System display as a %. The term “load" describes an engine's torque at a certain speed. The engine always delivers as much torque as the propeller can take at that moment. The relative load is the relationship between the currently required and maximum available torque (full load) that the engine could provide. The display in the figure shows an engine speed of 1200 rpm and a relative load of 80% (example). (1) Engine full load torque curve correspo corresponding nding to 100% (2) Propeller lo load ad acceptance, static (3) Engine powe powerr reserve at 75% of its rated rpm
1
3 d a o l e v i t a l e R
2
40
50
60
70
80
90
100
11 1 10
12 1 20
Speed in %
User tip This is calculated at a certain rpm delivered torque from the diesel injection quantity. The relative value is determined by comparing with the maximum possible injection quantity corresponding to 100 % (this is stored in the control unit data record).
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Propeller system Interpreting load indication The reading of the load display can be clarified by the following example, selected at random. Example 1: The load indicator shows 37% at a speed of 1720 rpm (75% of rated rpm). This means: Because the propeller only takes 37% of the maximum possible torque at a speed of 1720 rpm, the engine also cannot provide a higher torque. There is still a reserve of 63% available (e.g. for acceleration). Example 2: The load indicator shows 80% at a rated speed of 2300 rpm. This means: Because the propeller only takes 80% of the maximum possible torque at a speed of 2300 rpm, the engine also cannot provide a higher torque. There is still a reserve of 20% available for an increase in the driving resistance (e.g. due to loading of the ship or due to adjustment of the propeller).
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Propeller system 15.3 Oper Operating ating ran ranges ges for marin marine e engi engines nes
% S D M M d a o l e v i t a l e R
Speed in %
(1) (1) Ac Acce cele lera rati tion on
Brief operation for increasing the load by increasing the rpm Speed lower than 100% of rated rpm If there is prolonged operation with overload, a warning is output via the MMDS Continuous operation is allowed for heavy operating mode Continuous operation is not allowed for medium and light operating modes
(2 (2)) Norm Normal al ope opera rati tion on
Continuous operation allowed, limit rpm 100 to 102% of rated rpm
(3 (3)) "As "As new" new" c con ondi diti tion on Operating range for new, fully laden ship Continuous operation allowed, limit rpm 102 to 104% of rated rpm
(4) Low llo oad
Operating range for relatively high rpm and low loads Continuous operation allowed but inefficient
Engine and gearbox installation planning
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MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Propeller system 15.4 Contr Controllab ollable le pitch prop propeller eller Controllable pitch propellers allow the engine to be operated at reduced rpm with full propeller pitch, i.e. continually at overload speed and high load.
NOTE The ship's speed must be controlled by the engine speed and not by the propeller pitch. Therefore: Always equip the controllable pitch propeller propeller system with a load control control system.
15.4.1 15.4. 1 Adjus Adjustment tment of contr controllab ollable le pitch prop propeller ellers s The permissible operating ranges are shown on the performance map on page 94 94.. The controllable pitch propeller's pitch must be adjusted so that the engine's load acceptance corresponds to the theoretical resistance curve of a ship with fixed pitch propeller (P~n³). The ship's speed must be controlled by the engine speed and not by the propeller pitch. The propeller pitch must therefore be adjusted as a function of the engine speed. In practice, the propeller pitch is zeroed rather than disengaging the gearbox when changing course and if the ship is temporarily at a standstill. The propeller pitch must therefore be zeroed at low idle speed. At higher rpm, rpm, the propeller propeller pitch must be ad adjusted justed with the help help of the relative loa load d indicator from from the MMDS ("as new" condition operating range). The relative load at low idle speed must be viewed as a recommendation. It is not necessary to depict this range exactly as specified. In the upper rpm range (80% to maximum), the load acceptance must be adjusted as precisely as possible. For complete documentation of propeller adjustment, the ship's speed should also always be recorded.
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Propeller system 15.4.2 Relati Relative ve load for op operatio eration n with c contro ontrollable llable pitch prop propeller eller Recommendation for adjusting the relative load when operating with controllable pitch propeller Engines with rated speed 2100 rpm (medium duty)
Engines with rated speed 1800 rpm (heavy duty)
Speed (rpm)
Relative load (%)
Speed (rpm)
Relative load (%)
2150 2100
100 87.0
1850 1800
100 85.0
2000
70.0
1700
67.0
1900
58.0
1600
55.0
1800
49.0
1500
45.0
1700
41.0
1400
36.0
1600
33.0
1300
28.3
1500
27.4
1200
22.2
1400
22.2
1100
16.5
1300
17.2
1000
12.7
1200
13.3
900
11.1
1100
11.4
800
10.4
1000
10.7
700
10.2
900 800
10.3 10.2
600
10.0
700
10.1
600
10.0
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Cabin heater 16
Cabin heater
16.1 Cabin heat heater er diagr diagram am The control stand and the ship's quarters can be heated with a part of the heat generated by the engine in the coolant. For this purpose part of the coolant is bypassed through a heat exchanger. The heat generated there can be used to heat the cabins.
(1) (2) (3) (4 (4))
Shutoff valve in engine coolant return from heat heat exchanger exchanger Shutoff Shutoff valve valve in en engine gine co coolan olantt feed to he heat at exchang exchanger er Hose to isolate isolate vibration vibration of the re resilientlymou silientlymounted nted eng engine ine from the the rigid heating heating system Engine Engine coola coolant nt flow flow dire directi ction on The engine coolant flow rate depends on the flow resistance of the heat exchanger (4) and the pipelines.
Not MAN scope of delivery: (5) Heat exchanger exchanger and and pipelines pipelines from the shutoff shutoff valves to the heat heat excha exchanger nger (6 (6)) Retur Return n from from the cab cabin in he heate ater r (7 (7)) Feed Feed to to the the cabin cabin heate heater r (8 (8)) Ci Circ rcul ulat atin ing g pump pump
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Cabin heater 16.2 Cabin heate heaterr c conne onnection ctions s Heater return on expansion tank (1) Pipe 18x1.5, 18x1.5, iinsid nside e diame diameter ter 15 m mm m (2 (2)) Sc Scre rew w plug plug M26 M26x1 x1.5 .5 (3) Screw Screw ter termin minal al M26 M26x1. x1.5 5
Heater feed on exhaust manifold (1) Pipe 18x1.5, 18x1.5, iinsid nside e diame diameter ter 15 m mm m (2 (2)) Sc Scre rew w plug plug M26 M26x1 x1.5 .5 (3) Screw Screw ter termin minal al M26 M26x1. x1.5 5
Screw terminal on feed and return ball valve (1) Pipe 18x1.5, 18x1.5, iinsid nside e diame diameter ter 15 m mm m (2) Screw Screw ter termin minal al M26 M26x1. x1.5 5 (3 (3)) Sc Scre rew w plug plug M26 M26x1 x1.5 .5
16.3 Cabin heate heaterr the thermal rmal outpu outputt The cabin heater thermal output depends on the engine coolant flow rate through the heat exchanger (not MAN scope of delivery) and through the pipelines. Around 3% of the the engine power power can be assumed assumed as a reference reference value for the th thermal ermal output. output.
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Power takeoff and hydraulic pumps 17
Po Powe werr ta take keo off ff fo forr dr driv ivin ing gah hyd ydra raul ulic ic p pum ump p
17.1 Auxil Auxiliary iary power take takeoff off The engines can be equipped with a power take off on the flywheel housing on the engine at the rear right. A hydraulic pump (1) can be mounted here.
If no hydraulic pump is fitted at the factory, the power takeoff is plugged by a blind flange (2). Data on power takeoff for Vengines: Direction of rotation viewed towards flywheel
Counterclockwise
Speed
1.3 x Engine speed
Max. transmittab transmittable le torque
180 Nm
The power is transmitted via a coupling sleeve (3) with internal spline.
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Power takeoff and hydraulic pumps 17.2 17. 2 Hyd Hydrau raulic lic p pump umps s Hydraulic pumps for clockwise and anticlockwise direction of rotation are available. They are only allowed to be used for the specified direction of rotation. The direction of rotation is as seen when looking at the shaft. Overview of hydraulic pumps MAN pa part nu number
Direction of ro rotation
Continuous pressure bar
Displacement cc / revolution
51.386007007
Clockwise
250
8
51.386007008
Clockwise
250
11
51.386007009
Clockwise
276
8
51.386007010
Clockwise
276
11
51.386007017
Clockwise
200
16
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Electrical system 18
Electrical sy sys stem
18.1 Start Starter er an and d sta starter rter batte battery ry In the case of dualengine systems, independent wiring of each engines is required, i.e. the circuits of the two engines must not be linked. For a wiring diagram (recommendation) showing a dualengine system, see appendix to this manual.
18.1.1 Starter ter All MAN marine engines engines have two twopin pin starters. Th The e starter battery's positive cable must therefore be routed to terminal 30 of the starter (1), the starter battery's negative cable to terminal 31 of the starter (2).
The starter can be mounted either on the left (1) or on the right (2) of the engine.
18.1 18 .1.2 .2 Star Starte terr c cab able le Information about battery capacity, cable diameter and cable length can be found on page 102. 102. The negative cable must never be connected to the ship ground, the hull or to other components.
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Electrical system
Battery size and starter cable Mitsubishi 105P70
Starters Battery capacity
Ah
140
155
175
200
Battery current as per DIN 43539
A
460
540
540
630
680
Battery current as per DIN EN 50342 A
760
900
900
1050
1150
mW
Battery resistance at 20C Permitted battery cable resistance (positive and negative cables) with contact resistance
5.8
5.5
5.3
225
5.0
4.7
min 0.4
max. 4.9
min 0.7
max. 5.2
min 0.9
max. 5.4
min 1.2
max. 5.7
min 1.5
max. 6.0
mW
Starter shortcircuit current at 20C
A
2370
1620
2370
1620
2370
1620
2370
1620
2370
1620
Minimum st starter ca cable di diameter
mm2
79.0
54.0
79.0
54.0
79.0
54.0
79.0
54.0
79.0
54.0
Cable diameter mm2
Cable resistance (Cu) mW/m
Minimum/maximum cable length (total length for positive and negative cables) in meters
35
0.53
50
0.37
70
0.26
16.9
5.6
18.1
6.4
95
0.20
22.4
1.1
23.9
2.1
120
0.15
28.7
1.4
30.7
140
0.13
33.8
1.6
26.1
min.
max.
min.
max.
min.
max.
min.
max.
min.
max.
18.9
7.6
20.0
8.7
21.2
25.0
3.6
26.5
5.2
28.0
2.7
32.0
4.6
33.9
6.6
35.9
3.1
37.6
5.4
40.0
7.7
42.3
Current is too high 4.5
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Electrical system 18.2 18 .2 Ge Gene nera rato tors rs Generator for charging the starter batteries There is one generator (1) for charging the starter batteries for each engine. The generator has been completely wired at the factory. This generator may not be used to charge other batteries used to power other consumers. Generatorr for charging additional batteries Generato If, independently of this, batteries for supplying other consumers are to be charged, a second generator (2) (optional) can be fitted. Engine models
V8 / V 12
Generator type
Bosch
Rated voltage
24 V
Rated current
120 A
Both generators are not twopin insulated. In order
to achieve potential free wiring, the entire gener ator addon on the engine is insulated. The housing for the generators is therefore connected to the negative terminal of the corresponding battery (3), also see appendix to this manual from page 213 under "Potentialfree wiring of the basic components". Connection of the second generator: The second generator is activated (excited) via terminal 15 (5). The lamp (4) is a status indicator and lights up in the event of:
4
5
24 V / 3 W Tl. 15
Undervoltage Overvoltage Di Disc scon onti tinu nuit ity y at at term termin inal al 15 15
L
15
B− B+ G 3
− Batt. + Batt.
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Electrical system 18.3 Elect Electrical rical pr prehea eheating ting of c coolan oolantt The coolant preheater is used at low outside temperatures to facilitate reliable engine starting and to ensure full power output directly after a cold start (no warmingup phase). For this purpose, the coolant is preheated preheated with the t he engine at a standstill. Preheatin Preheating g is made by an electrical heater that is supplied from the AC power grid on land. Coolant preheater System Calix 1100 W / 230 V One preheater (1) is factory fitted on each side of the engine on the side of the engine below the exhaust pipe. Retrofitting is only possible in some cases due to accessibility.
Thermal output
1100 W
Supply voltage
230 V
Degree of pr protection
IP 46
Thread (1)
M28x1.5
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Electronic box 19
El Elec ectr tro oni nic c b bo ox (E (Eb bo ox)
An electronic electronic box (1) is supplied supplied loose with each engine. This electronic box, which is not mounted on the engine, is referred to as an Ebox. The illustration shows an Ebox with diagnostics panel (optional). The Ebox contains the following components:
Ship hip V Vehicle ehicle M Management anagement C Computer omputer (SFFR) with internal display (standard) or without display (optional) Diag Diagno nost stic ics s uni unitt M MMD MDS S Diagn Diagnost ostics ics pan panel el M MMDS MDSL LC C (opti (option onal) al) Int Intern ernal al th throt rottle tle lleve everr con contro troll system system (op(optional) Marine Power Control (MPC)
19.1 19. 1 Eb Ebox ox ins instal tallat lation ion An Ebox is required required for each each engine. The Ebox
must be attached near the engine in the engine room so that it is easily accessible. The engine room side walls are suitable for attaching the Ebox. Maximum permissible temperatures: Outside the Ebox: 60C In the Ebox: 70C Degree of protection:
IP44
Weight and dimensions: Weight: 8 kg Height x width x depth: 403 x 310 x 110 mm In order to connect the connectors (1) to the Ebox, there must be at least 200 mm of space all around the Ebox. Ebox mounting, see page 175 175..
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Electronic box 19.2 Over Overview view of c connec onnectors tors o on n the E Ebox box (1) (1) Conn Connec ecto torr X1: X1: Connector for the engine wiring harness. (2 (2)) Conn Connec ecto torr X4 X4:: Connection for the shipyardside wiring. The 16pin mating connector (shipyard connector with screw terminals is also supplied by MAN. For connector connections, see wiring diagram page 121. 121. (3) Ground Ground connect connection ion fo forr connectin connecting g to the ship's ship's potential
(1 (1)) Conn Connec ecto torr X1 X10: 0: Connection for diagnostics software (for MAN Service only). (2 (2)) Conn Connec ecto torr X7 X7:: Connection for start ‐stop‐ unit (optional).
(3) Plug Plug for draini draining ng the the Ebox Ebox (4 (4)) Conn Connec ecto torr X8 X8:: Connection for gearbox trolling connection in the case of internal throttle lever control system MPC. (1 (1)) Conn Connec ecto torr X1 X14: 4: Crosscommunication between the internal throttle lever control systems MPC via CAN‐bus in the case of 3engine systems (not used in the case of dualengine systems, no termination resistor). (2) (2) Conn Connec ecto torr X6: X6: CAN connection for the display instruments, displays and emergency unit (3 (3)) Conn Connec ecto torr X1 X13: 3: Crosscommunication between the internal throttle lever control systems MPC via CAN‐bus in the case of 2engine systems, connection of the connecting line to X14 on second Ebox. (4) (4) Conn Connec ecto torr X5: X5: Crosscommunication between the port Ebox and starboard Ebox. (5 (5)) Conn Connec ecto torr X1 X15: 5: Connection between the throttle lever CAN‐line and the throttle levers on the control stands. (6) (6) Conn Connec ecto torr X9: X9: Connection for external throttle lever control system 420 mA. (7 (7)) Conn Connec ecto torr X1 X16: 6: Override‐ switch connection.
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Electronic box 19.3 Conn Connecting ecting the Ebo Ebox x with the sh ship's ip's po potentia tentiall NOTE False alarms due to missing or defective earthing of the Ebox Therefore: Connect the Ebox ground connection to the ship's potential and the engine block. A diagram for for the wiring of the Ebox Ebox to the ship' ship's s potential can be found in the appendix appendix to this manual manual from page 213 under 213 under "Potentialfree wiring of the basic components".
19.4 Ebox w wiring iring syst system em ov overvie erview w A diagram showing showing the wiring wiring of the Ebox to the engine contr control ol and engine engine monitoring monitoring system MMDS can be found in the appendix to this manual from page 213 under 213 under "System overview CAN bus system".
19.4.1 19.4. 1 Conne Connection ction of the comp componen onents ts s supplie upplied db by yM MAN AN The following components are part of the MAN scope of delivery:
Th Thro rott ttle le lev lever er con contr trol ol sys syste tem m En Engi gine ne mon monit itor orin ing g sy syst stem em M MMD MDS S St Star artt S Sto top p Pan Panel el (EOP (EOP))
Display CL CLC 6 6..5 Emergency un unit Ove verrride ride but utto ton n
19.4.2 19. 4.2 Con Connec nectio tion n of the sh shipy ipyard ardsi side de wir wiring ing MAN also supplies a mating connector (shipyard connector) for terminal box connector X4. This connector is used for shipyardside wiring, see page 121 121..
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Electronic box
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Throttle lever control system 20
Th Thro rott ttle le llev ever er co cont ntro roll s sys yste tem m
An internal and and an external external throttle lever control control system can be used used to control the sp speed eed of the eng engines. ines.
20.1 Inter Internal nal thrott throttle le leve leverr contr control ol syst system em 20.1.1 20.1. 1 Inter Internal nal th throttle rottle lever contr control ol sy system stem compo components nents The internal throttle lever control system MPC (Marine Power Control) (1) is integrated in the Ebox. A control unit unit is required for each engin engine. e.
The throttle lever control system is prepared for the connection of max. 6 throttle levers made by BoschRexroth (2) via CAN bus.
Design and equipment of the internal throttle lever control system MPC
Rpm contro controll ((ele electr ctrica icall 4 420 20 mA mA)) Rpm Rpm syn synch chro roni nisa sati tion on p pos ossi sibl ble e Trol olli lin ng pos possib sible Gearb Gearbox ox c con ontro troll (elec (electri trical cal digita digital) l)
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Throttle lever control system 20.1.2 Inter Internal nal th throttle rottle lever contr control ol s system ystem wiring Example with two engines and two throttle levers (control stand and Flybridge)
NOTE Incorrect wiring of the throttle lever control system and the throttle lever leads to data communication malfunctions Therefore: Connect the CAN bus as specified.
(1 (1)) (2 (2)) (3) (4) (4) (5) (5)
Th Thro rott ttle le leve leverr 1 Th Thro rott ttle le leve leverr 2 CAN bus bus ter termin minati ation on resis resistor tor Conn Connec ecto torr X15 X15 Conn Connec ecto torr X13 X13
(6) (6) Cross Crossco comm mmun unica icatio tion n (7) (7) Ebox Ebox,, starb starboa oard rd side side (8) (8) Conn Connec ecto torr X14 X14 (9) (9) Conn Connec ecto torr X15 X15 (10) Ebox, port side
The throttle levers and throttle lever control systems are connected using shielded M12 CAN bus cables. When wiring, ensure that CAN bus cables are not crossed between the throttle lever control systems and the associated throttle levers. If the shielded CAN ‐crosscommunication ‐crosscommunication line is connected to connector X13 on the starboard engine Ebox, the other end must be connected to connector X14 on the port engine Ebox (or vice versa). The termination resistors are to be connected as shown and activated via DIP switch, see page 86.
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Throttle lever control system CAN bus cable The connection between the throttle lever control system MPC and the throttle levers must be made using shielded CAN bus cables. These cables are necessary in order to prevent the influence of electromagnetic radiation (e.g. mobile phone) on the throttle lever control system. If the wiring is incorrect, this influence can result in fluctuating specified speeds.
CAN bus connection lines and termination resistors In order to prevent confusion with other CAN bus cables, look out for the metallic guide (1) the union nut and the green marking (2) at the cable ends. The following table lists the available connecting cables for:
Cont Contro roll stan stand d thro thrott ttle le lev lever er Flybridge throttle lever Ebox (X (X15) throttle lever Crossco Crosscommun mmunicati ication on E Ebox box (X13) (X13) a and nd Ebox Ebox (X14) (X14)
PIN
Socket L
Length L
40
Part number
2m
51.254490056
5m
51.254490057
10 m
51.254490052
15 m
51.254490053
20 m
51.254490054
30 m
51.254490055
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Throttle lever control system Terminating resistors The Bosch Rexroth throttle levers communicate with the throttle lever control system in the Ebox in the engine room via a CAN bus. This CAN bus must always have a termination resistor at the start and end. Terminator at start of bus in engine terminal box The controller in the engine room has an internal terminating resistor (dip switch S1) on the mother board which does not have to be set. Default setting: S1 set to the right. S1: Switch, termination resistor, throttle lever S2: Switch, terminatio termination n resistor, crosscommunication crosscommunication
NOTE Malfunctions due to redundancy redundancy The crosscommunication CAN‐terminator is realised by the DIP‐switch S2 at "ON" on both sides. Only in the case of systems with more than 2 engines must the DIP switch S2 for control of the centre engines be switched to "OFF". Therefore: No termination resistor must be connected to any of the open connectors X13 (e.g. starboard) / X14 (e.g. port). Plug open connectors with caps. Terminator at finish end of bus at throttle lever The CAN bus length varies depending on the number of throttle levers. In each case, however, the CAN bus must be disconnected at the last connected throttle lever. To this end, termination resistor (1) MAN part no. 51.254350174 is used.
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Throttle lever control system 20.2 Exter External nal thro throttle ttle leve leverr contr control ol syste system m 20.2 20 .2.1 .1 Ge Gene nera rall inf infor orma matio tion n As an alternative to the internal thr throttle ottle lever control control system, it is possible to control control the engine engine using an external 420 mA current signal from an electrical throttle lever control system (4mA = idling, 20mA = full load). If the 420 mA signal fails, this is categorised as a defect in the SFFR, and the engine continues running at idling speed. The EDC‐speed signal is output potentialfree by the SFFR and can be used at the Ebox (1) connector X9 (2) for engine synchronisation.
20.2 20 .2.2 .2 Co Conn nnec ecto torr as assi sign gnme ment nt X9 Pin 9
Input 420 mA signal (+)
Pin Pin 1 10 0
Inp Input 42 420 m mA A sig sign nal (() )
Pin 11
External setpoint entry changeover
Jumpered with pin 12
Pin 12
External setpoint entry changeover
Jumpered with pin 11
Pin Pin 15
Outp Output ut spee speed ds sig igna nall T TDS DS ( ())
Pin Pin 16
Outp Output ut spee speed ds sig igna nall TDS TDS (+) (+)
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Throttle lever control system 20.2.3 20. 2.3 Con Contro troll via pot potent ential ialfr free ee co conta ntacts cts
Gearbox ahead Gearbox astern + TL. 15
Floating contacts
Neutral switch, manual gearbox
Gearbox neutral Gearbox neutral 420 mA input (+) 420 mA input ()
Only active if DIP switch S4 in terminal box is at left "Neutral Gear Sensor"
Rpm Rpm signal signal output output () (+)
Jumper when operation via X9
X9 Ebox 20.2.4 20. 2.4 Con Contro troll via v volt oltage age out output puts s 24 V
From throttle lever control system + 24 V ahead + 24 V astern
Neutral switch, manual gearbox Only active if DIP switch S4 in terminal box is at left "Neutral Gear Sensor" Jumper when operation via X9
Gearbox ahead Gearbox astern + TL. 15
Gearbox neutral Gearbox neutral 420 420 mA mA input input (+) ()
Rpm signal output () Rpm signal output (+)
X9 Ebox In order to achieve the same ground potential in the case of control via voltage outputs 24V, the voltage for the external throttle lever control system must be supplied via X4 / pin 12 and pin 13. The external throttle lever control system must be "earthed" to the ship's potential.
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Throttle lever control system 20.2 20 .2.5 .5 Vo Volt ltag age e su supp pply ly The shipyard has the option of configuring the throttle lever voltage supply via
Ignition tl. 15 (+) / 31 () Battery tI. 30 (+) / 31 () separate voltage supply.
or or
Throttle lever control system voltage supply via ignition (tI. 15 / 31) It is recommended to connect the throttle lever control system supply voltage to pin 12 (15+) and pin 13 (31) (max. 8 A) via the shipyard connection X4 (see figure on page 122). 122). This ensures that the throttle lever control system is also switched off when the ignition is switched off. There is then no undesirable battery discharge.
Throttle lever control system voltage supply supply via battery (tI. 30 / 31) When connecting the throttle lever control systems to the battery voltage, observe the safety measures specified by the manufacturer. If the current consumption of the throttle lever control system is max. 3 A in the continuous operating state, terminals 30 (Bat+), 31 (Bat) in shipyard connector X4 (see chapter 24) can be used for this. For connection to this, see diagram on page 122 122,, connector X4 pin 1 (31) and pin 2 (30+).
Only use the battery belonging to the engine for connecting the voltage supply.
NOTE Battery discharge and resulting starting problems Therefore: Disconnect the external throttle lever control system from the battery using the master switch if the ship is to be left for longer periods (several days). Standby current consumption with 2 command initiators (main control stand + Flybridge) Rated current consumption with 2 command initiators Actuator with electr. gearbox gearbox output
approx. 0.6 A approx. 3 A
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Throttle lever control system 20.2 20 .2.6 .6 St Star artt inte interl rloc ock k Start interlock function The start interlock ensures that the engine cannot be started if the gearbox is engaged. Start interlock connection Option 1: If the electric gearbox control is operated by a throttle lever control system (e.g. Bosch‐Rexroth) and is routed via Ebox connector X9, the start interlock must be assured by two different options on the DIP‐switch “gearbox neutral".
“Electric “Electrically ally"" via rela relay y K3 (ahead) (ahead) and K4 (aste (astern) rn)
“Mechanically, “Mechanically, external" external" via co connector nnector X9, pin 7 and pin 8 by connection connection of a gearb gearbox‐neutra ox‐neutrall switch (NC). Additionally, switch DIP switch S4 in the Ebox to the left "Neutral Gear Sensor".
In this case, pin 14 and pin 15 must be jumpered on connector X4 Option 2: If the gearbox control is not routed via the Ebox, we recommend connection via connector X4, pin 14 and pin 15 (start interlock) for safety reasons.
These must be connected to an existing throttle lever control system s floating contact (NC).
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Throttle lever control system 20.2.7 20.2. 7 EDC‐r EDC‐rpm pm signa signall fo forr e engine ngine sync synchron hronisatio isation n An rpm signal signal supplied by the EDC is provided provided free of of potential at conn connector ector X9, pin 15 () () 16 (+). This can be read into the throttle lever control system for engine synchronisation purposes.
+ Ebox
8 7 6
16 15 14 13 12 11 10
Connector X9
+ 9 8
7
6
5
+
Connector A for throttle lever for electrical engine control
rpm‐ output EDC
+
Jumper for Input 420 mA for external engine control throttle lever control system
R
300
4
3 2 1
out
5
Umax 15V (at idle speed Imax 48 mA (if shortcircuit) f max max 800 Hz (at 8000 rpm) Duty cycle 50% (Symetic signal)
4 3 2 1 0 0 2 4
6
8 10 10 12 14 08000 rpm 0800 Hz
rpm signal (Out) 14V (RL = 8 kW) Duty cycle 50% tmax = 500 ms
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Throttle lever control system
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Emergency unit 21
Emergency u un nit
21.1 21. 1 Gen Genera erall inf inform ormati ation on The emergency unit (1) allows safe further operation if the electrical throttle lever control system fails. The system has the following functions:
En Engi gine ne spee speed d con contr trol ol Gearbo rbox co con ntr tro ol
The emergency unit is available as an option. It can be ordered as a retrofit option and integrated into the existing system using plug connections. A maximum of 4 units can be be connected. connected.
21.2 Emerg Emergency ency unit insta installatio llation n
The operating unit for the emergency unit is preferably integrated near the throttle lever. The frontside buttons must be easily accessible in order to ensure safe ship operation. For emergency unit dimensions, see page 180. Technical data Power supply:
1135 VDC, electronically fused internally
Current consumption:
max. 0.1 A
Serial interface: Pe Perm rm.. amb ambie ient nt te temp mper erat atur ure: e:
CAN bus 0 070 70C
Perm. re relative air humidity:
99%
Degree of protection:
IP66 front side, IP54 rear side
Weight:
0.45 kg
Connections:
1 x 5pin socket with screw thread 1 x 5pin female connector with screw thread
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Emergency unit 21.3 21. 3 Eme Emerge rgency ncy uni unitt wirin wiring g
(1) Ebox (2 (2)) Emer Emerge genc ncy y un unit it (3 (3)) Conn Connec ecti ting ng cab cable le The emergency unit is connected at Ebox connector X6 or integrated into the existing CAN bus, also see appendix to this manual from page 213 213 under under "System overview CAN bus system". Connecting cable Emergency unit Ebox
Socket
PIN L
Length L
MAN part number
40
Length L
MAN part number
2m
51.254110025
25 m
51.254110027
10 m
51.254110026
30 m
51.254110032
15 m
51.254110015
40 m
51.254110001
20 m
51.254110016
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Yardside wiring connection 22
Ya Yard rds sid ide e w wir irin ing g co conn nnec ecti tion on
22.1 22. 1 Yar Yard d con connec nector tor X X4 4 The interface for the following connections is at terminal box connector X4 (1):
Power supply Start lock Emergency st stop Char Charge ge in indi dica cati tion on Alarms / horn Sta Start int nte erlo lock ck
The 16pin mating connector (shipyard connector) with screw terminals is also supplied by MAN. A wiring diagram diagram for connecting connecting a start lock for operating the ignition can be found on page 122 (Op122 (Option 1). A wiring diagram diagram for connecting connecting a button fo forr operating the ignition can be found on page 123 (Op123 (Option 2).
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Yardside wiring connection Option 1: connecting an ignition lock at shipyard connector X4
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Yardside wiring connection Option 2: connecting a button for operating the ignition at shipyard connector X4
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Yardside wiring connection 22.1.1 22. 1.1 Con Connec nectio tion n of a st start art/st /stop op d devi evice ce The engine can be started and stopped by one of the following: 1. 2.
3.
An ig ign nitio ition n lo lock ck A butt button on (witho (without ut igniti ignition on lock) lock) In this case, the ignition is switched on and off via the surge relay (K9) using a button‐. The engine is likewise started using a button (engine start‐button). An Engine Engine Oper Operati ating ng Panel Panel,, se see e page page 133
A combination of both options is not not possible. Conn Connection ection is via shipya shipyard rd connector connector X4.
Option 1: Ignition lock
2
+24 V Start Eng.
3
Option 2: Button
1 2 3 1 2 3
2 3 4
+24 V Start Eng. Ign. Out
X4
ext. Ign. Sta. ON
16
ext. Ign. Imp.
ext. Ign. Sta.
X4
OFF
ON 16
Ign. In
ext. Ign. Imp. OFF
Ign. In
DIP‐Switch on Motherboard S4
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Yardside wiring connection 22.1.2 22. 1.2 Con Connec nectio tion n of an e emer mergen gency cy st stop op bu butto tton n To ensure safe stopping of the engine in an emergency, each each control control stand must be fitted with an emergency stop button (1). The emergency stop circuit is set up in parallel in the electronic system and can be cascaded as required. However, to ensure wirebreak monitoring, a terminating resistor of 18 k must also be connected in parallel at the last emergency stop button.
18 k resistor for monitoring wire breaks
X4
7 Emergency stop 1
Emergency stop 2
6
k 8 1
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Yardside wiring connection 22.1.3 22. 1.3 Con Connec nectio tion n of a ch char arge ge c chec heck k la lamp mp A check lamp for monitoring monitoring the generator generator charge charge current current can be conne connected cted at pin 5 of the shipyard shipyard connector X4 (for pin assignment, see page 122). 122). The lamp comes on when the engine is stopped. If the lamp comes on whilst the engine is running, the generator charge voltage has failed. This could be caused by a defective generator, a torn Vbelt or connection discontinuity at terminal 15. L / D+ should be approx. 2 V DC when the engine is stopped and the ignition is on. L / D+ should be U‐Batt when the engine is running. The voltage at terminal L / D+ can be read on the Service‐page of the CLC 6.5‐display under "GenD". In the case of later generator designs, the governor is activated (excited) via terminal 15. Terminal L is only used as a status indicator. This can be indicated by connecting a check lamp (connector X4, pin 5). The check lamp comes on in the event of:
Undervoltage Overvoltage Di Disc scon onti tinu nuit ity y at at term termin inal al 15 15
22.1.4 22. 1.4 Con Connec nectio tion n of an ac acous oustic tic wa warni rning ng de devic vice e A warning device device (buzzer, horn) horn) can be connected connected at pin 11 o off connector X4 ((for for pin assignment, assignment, see page
122). 122 ). If the engine monitoring system MMDS trips an alarm, the warning device is activated. In the event of an alarm, pin 10 and pin 11 at connector X4 are connected via an MMDS relay contact (NO‐contact). At the same time, a group alarm‐relay is deenergised and closes an NC‐contact that is output via connector X4, pin 9 and 10. Contact load of both relays 6 A.
X4 10 Floating contact MMDS 11
+
N R O H
External voltage supply
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Display systems and instruments 23
Disp Displa lay y sy syst stem ems s an and d in inst stru rume ment nts s
23.1 23. 1 Sys System tem o over vervie view w
(1 (1)) En Engin gine e displa display y MMDSC MMDSCLC LC 6. 6.5 5 (2 (2)) Remot Remote e contr control ol MMDS MMDSCLC CLC R (3) Connecti Connection on for for further further displa displays ys or VD VDO O circucircular gauges. Termination resistor must be connected if not additional instruments are used
(4 (4)) (5 (5)) (6) (7 (7))
Electr Electron onic ic box box (Ebo (Ebox) x) CAN data data line line on co conn nnect ector or X6 X6 Engine Engine data, data, starbo starboard ard engine engine Engine Engine da data, ta, port port engin engine e
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Display systems and instruments 23.2 MAN Moni Monitorin toring g and Diagn Diagnostic ostic Sys System tem (MMDS (MMDS)) The MAN Monitoring and Diagnostic System MMDS is an alarm, diagnostic and monitoring system integrated in the Ebox. The system has the following functions:
Measure Measured d value value acqu acquisiti isition on (CAN, (CAN, separ separate ate inputs) inputs) Meas Measur ured ed val value ue moni monito tori ring ng Alarm Alarm ac activ tivati ation on in tthe he even eventt of lilimit mit viol violati ation on
In the event of an alarm, it ensures that the data are saved and is therefore an indispensable aid for the operator and for MAN Service when it comes to interpreting and remedying alarms and faults. In the event of critical alarms, the power is reduced by around 30% to protect the engine. The MMDS has a CAN‐bus output for controlling display systems on the control stands.
23.3 Colou Colourr dis display play MMDS MMDSCLC CLC 6 6.5 .5 The colour display MMDS-CLC 6.5 (1) (MAN part no. 51.277217133) is designed to show a MAN marine diesel engine's sensor data and the key gearbox parameters. If a value reaches a critical level, a warning mes-
sage or an alarm is tripped and shown on the display, depending on importance. If the value exceeds certain plausible limits, a sensor fault is displayed. An integrated buzzer emits a warning sound each time a new alarm message is issued. This sound can be stopped at the push of a button.
There is a choice of seven languages to enhance ease of use: English, German, Italian, French, Spanish, traditional Chinese and simplified Chinese. The data can be displayed using either metric or nonmetric units of measurement. The front side of the display is categorised categorised as protection class IP 67 and is therefore sufficiently watertight to be used even on open bridges. A UV-resistant plastic film across the entire front protects the device and the controls from environmental influences and dirt. The display unit's front panel has an integral photoelement which detect the ambient brightness and adjusts the background illumination automatically to suit the conditions. If the ambient light decrease decreases, s, the display brightness is reduced. If the ambient light increases, the display brightness is increased. The brightness level of the automatic dimming can be adapted to individual requirements on the device. The transreflective display ensures that the data remain as legible as possible in direct sunlight. To supplement the system, an outwardly identical display for showing ship data is available. It can display fuel level, range and many other values via a further CAN-bus.
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Display systems and instruments 23.3.1 23.3. 1 Visua Visualisati lisation on of eng engine ine da data ta on colou colourr dis display play MMDSC MMDSCLC LC 6.5 Several graphic pages depict the recorded measured values in the form of digital displays and circular gauges. The numeric values on the digital instruments are coloured to indicate their alarm status. Instrument page 1: rpm, fuel consumption, coolant temperature, engine oil pressure
Instrument page 2: rpm, throttle lever position, load, fuel pressures, chargeair temperature, chargeair pressure
Instrument page 3: rpm, operating hours, engine oil temperature, battery voltage, exhaust temperatures
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Display systems and instruments Instrument page 4: rpm, trip consumption, gear oil temperature, gear oil pressure, coolant pressure, coolant pressure in expansion tank
A separate alarm alarm table lists all current current alarms with detailed information. For commissioning and service, there is a service page which can be called up to view the engine- and gearbox data as well as the alarm statuses of all sensors at a glance. Alarm page: the last last alarm that occurred occurred is at the
top, while nonacknowledged alarms have a flashing background.
23.4 Colou Colourr dis display play MMDS MMDSCLC CLC 8 8.8 .8 As an alternative to colour colour display MMDS-CLC MMDS-CLC 6.5, colour display MMDS-CLC 8.8 can be supplied. The engine display MMDSCLC 8.8 TC has several instrument pages on which the key engine data are shown on analogue circular dials or bargraphs. The current measured value is also highlighted in the instrument by an easily legible digital display. Further analogue data are likewise shown by means of a digital display. Limit value ranges for preliminary warnings and alarms are marked on the instrument scales with corresponding identification colours. The function keys on the righthand side of the touchscreen are used for navigation.
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Display systems and instruments 23.4.1 23.4. 1 Wiring for co colour lour displa display y MMDS MMDSCLC CLC 6 6.5 .5 and MMDS MMDSCLC CLC 8 8.8 .8 The CAN connecting line for the display systems and instruments is connected at Ebox connector X6 (1). The CAN connecting line leads to the displays or, if the VDO rev counter is fitted, to a T‐piece, also see appendix to this manual from page 213 under 213 under "System overview CAN bus system". The CAN line must always have a termination resistor. The CAN‐termination resistor must always be connected at the last device in the chain. If the last devices in the chain are VDO circular gauges, the termination resistor must be connected at the T‐piece. Connecting cable CLC 6.5 display Ebox or CLC 6.5 display Tpiece
Socket
PIN L
Length L
40
MAN part number
2m
51.254110025
10 m
51.254110026
15 m
51.254110015
20 m
51.254110016
25 m
51.254110027
30 m
51.254110032
40 m
51.254110001
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Display systems and instruments Parts for the connecting cables Tpiece (1) MAN part no. 51.254330023
CAN termination resistor (1) MAN part no. 51.254350174
Adapter for connecting connecting additional additional VDO circular circular gauge gauges s (MAN part no. no. 51.254116014) 51.254116014)
A G
A
P
H
B
C 5 4
3
1
2
1 2 3
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Engine Operation Panel 24
En Engi gine ne Ope pera rati tio on P Pan ane els
MAN can supply 2 variants:
24.1 Engin Engine e Oper Operation ation Panel EOP (MAN part no. 51.277207042)
24.1 24 .1.1 .1 Ge Gene nera rall inf infor orma matio tion n The Engine Operation Panel EOP (1) (MAN part no. 51.277207042) has the following functions:
Ign Ignitio ition n on / off Eng Engin ine e sta starrt/ t/st sto op Emergency st stop Charg Charge e indica indicatio tion n mo monit nitor oring ing
The Engine Operation Panel EOP is available as an option. It can also be ordered as a retrofit option and in-
tegrated into the existing system using plug connections.
24.1.2 24. 1.2 Wir Wiring ing fo forr Eng Engine ine O Oper perati ation on Pa Panel nel EO EOP P The EOP is connected to Ebox connector X7 (1). For connecting cable, see page 136 136..
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Engine Operation Panels 24.1.3 24. 1.3 Eng Engine ine Ope Operat ration ion Pa Panel nel EO EOP P inst install allati ation on The Engine Operation Panel EOP is integrated in the bridge console. The frontside buttons must be easily accessible in order to ensure safe operation of the ship. For dimensions of the Engine Operating Panel EOP, see page 179 179.. Technical data General data Dimensions, W x H x D:
70 x 130 x 65 mm
Console cutout, W x H:
60 x 113 mm
Weight:
approx. 0.5 kg
Ambient data Operating temperature:
25 °C ... +70 °C
Storage temperature: Degree of protection:
30 °C ... +85 °C IP 67 (front side), IP 65 (rear side)
Electrical data Voltage supply:
9 ... 32 VDC
Po Powe wer/ r/cu curr rren entt cons consum umpt ptio ion: n:
max. max. 40 400 0 mA
Inte Interf rfac aces es on cabl cable es sid ide: e:
2x M12 M12 rrou ound nd plug plug conn connec ecti tion ons s ((so sock cket et,, 8p 8pin in))
Ignition enable on cable side: (IGNFREE)
1 floating relay contact, NO, 24 V DC/8A
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Engine Operation Panel 24.2 Engin Engine e Oper Operation ation Pane Panell EOP D (MAN part no. 51.277207043)
24.2 24 .2.1 .1 Ge Gene nera rall inf infor orma matio tion n The Engine Operation Panel EOP D (1) (MAN part no. 51.277207043) supplements EOP 51.277207042. The device is designed to control a dualengine system from a 2nd control stand. It has the following functions:
Ign Ignitio ition n on/off /off Eng Engin ine e sta starrt/ t/st sto op Emergency st stop
Charg Charge e indica indicatio tion n mo monit nitor oring ing
The Engine Operation Panel EOP is available as an option. It can also be ordered as a retrofit option and integrated into the existing system using plug connections.
nections. Technical data General data Dimensions, W x H x D:
70 x 130 x 65 mm
Console cutout, W x H:
60 x 113 mm
Weight:
approx. 0.5 kg
Ambient data Operating temperature: Storage temperature:
25 °C ... +70 °C 30 °C ... +85 °C
Degree of protection:
IP 67 (front side), IP 65 (rear side)
Electrical data Voltage supply:
9 ... 32 VDC
Po Powe wer/ r/cu curr rren entt cons consum umpt ptio ion: n:
ma max. x. 400 400 mA
In Inte terf rfac aces es on cabl cable e sid side: e:
2x M12 M12 rrou ound nd plug plug conn connec ecti tion ons s ((so sock cket et,, 8p 8pin in)) to to EOP EOP 2x M12 round plug connections (socket, 8pin) to EOP D
24.2.2 Engine Operation Panel EOP D installation Engine Operation Panel D is connected to the EOPs of both engines (starboard and port), also see appendix to this manual from page 213 under 213 under "System overview CAN bus system". The last EOP D of must a termination resistor. For dimensions the have Engine Operating Panel EOP D, see page 179. 179.
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Engine Operation Panels 24.3 Conn Connectin ecting g cable for En Engine gine Ope Operatio ration n Panels EOP and EO EOP PD Engine Operation Panel EOP Ebox and EOP EOP D
L
40
5 . 4 1
Length L
Part number
3m
51.254490022
15 m
51.254490050
20 m
51.254490051
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Override system 25
Override system
25.1 Func Function tion of th the e over override ride s system ystem Following an alarm that can lead to engine damage, the MAN Monitoring Diagnostic System reduces the engine speed and, therefore, the engine power. The override system allows restoration of the original engine power. In dangerous situations, it is thus possible to activate the full engine power and, therefore, ensure the ship's safety.
NOTE Danger of engine damage if alarms are ignored. Therefore: The override system is only allowed to be used in emergencies. Remedy the cause of an alarm. MAN accepts no liability for engine damage caused by the use of the override system.
25.2 Over Override ride butto button n ins installat tallation ion The override button (1)
(MAN part no. 51.255036002) is available as an option. Override buttons can be installed for a maximum of two control stands. The LED in the button comes on when the override system is activated.
The override button is connected to Ebox connector X16 (1).
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Override system 25.3 Over Override ride butto button n wirin wiring g Connecting cable Override button Ebox
40
L
Length L
40
Part number
3m
51.254490041
10 m
51.254490060
15 m
51.254490047
20 m
51.254490048
30 m
51.254490058
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Assembly
Assembly
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Assembly
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Safety instructions for assembly and commissioning 26
Ge Gene nera rall s saf afet ety y inst instru ruct ctio ions ns
This chapter contains information about residual risks and dangers if the engine is used as intended. It includes generally applicable and compulsory safety instructions that help to ensure optimum protection of personnel as well as safe and troublefree operation of the engine. Specific, action and situationrelated safety instructions are included subsequently prior to the particular action or in the described chapter. Failure to follow the handling and safety instructions in this Operator's Manual can lead to dangerous situations.
26.1 Oper Operator' ator's s rrespon esponsibili sibility ty The engine operator is bound by the statutory work safety requirements. The work safety instructions in this Operator's Manual must be followed. In addition to this, the safety, accident prevention and environmental protection regulations applicable to the engine's area of application must be complied with. In particular: The operator must be familiar with the applicable industrial safety regulations and, in addition to this, perform a risk assessment to determine any dangers caused by the specific working conditions at the
engine's operating location. The operator must then document the results of this risk assessment in a set of engine operating instructions. For the entire time that the engine is in service, the operator must ensure that the operating instructions they compile comply with the latest standards and adapt them as necessary. The operator must clearly regulate and stipulate the responsibilities for installation, operation, maintenance and cleaning. The operator must ensure that all personnel who handle the engine have read and understood the Operator's Manual. The operator must also ensure that personnel are trained an informed of the dangers at regular intervals. The operator must provide the personnel with the required protective equipment. This Operator's Manual is to be kept very near to the engine and must be accessible to personnel who are working on or handling the engine at all times.
The operator is responsible for ensuring that the engine is in a technically correct and operationally reliable condition whenever it is operated. The following therefore applies: Ensure that the maintenance work described in this Operator's Manual and in the Maintenance Manual is performed in full and at the specified intervals, either by yourself or by a MAN Service workshop/au workshop/au-thorised MAN agent. The operator must have all safety equipment checked for correct functioning and completeness on a regular basis. The instructions in the Operator's Manual are to be followed in full and without exception!
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Safety instructions for assembly and commissioning 26.2 Requ Requireme irements nts to be me mett by per personn sonnel el 26.2 26 .2.1 .1 Qu Qual alif ific icat atio ions ns
WARNING Risk of injury due to insufficient qualifications Incorrect handling can lead to serious injury or damage. Therefore: Make sure that the special work steps or activities described are only performed by personnel named in the particular chapters of this manual. The following qualifications for various areas of activity are named in the Operator's Manual:
Trained person has been trained in the tasks assigned to them and informed of possible dangers in the event of incorrect actions.
Qualified personnel are able to perform the tasks assigned to them correctly based on their technical training, knowledge and experience as well as their awareness of the relevant requirements and regulations.
Electrical expert is able to perform work on electrical systems and independently detect and prevent possible dangers based on their technical training, knowledge and experience as well as their awareness of the relevant standards, regulations and requirements. The electrical expert is trained for the specific operating site at which they work and is fully aware of the relevant standards, regulations and requirements.
Personnel must be people who can be expected to perform their work reliably. People whose reactions are affected by drugs, alcohol or medication are not allowed to be used as personnel.
Observe the age and jobrelated requirements applicable at the operating location when selecting personnel.
26.2 26 .2.2 .2 Un Unau auth thor oris ised ed per perso sons ns
WARNING Unauthorised persons Unauthorised persons who do not meet the requirements described here are not aware of the dangers in the working area. Therefore: Keep unauthorised persons well away from the working area. In case of doubt, approach a person and direct them out of the working area. Stop work if there are any unauthorised persons in the working area.
26.2.3 26. 2.3 Tra Traini ining ng and ins instru tructi ction on Personnel must receive regular training and instruction. Keep a record of all training and instruction given to ensure better traceability.
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Safety instructions for assembly and commissioning 26.3 Pers Personal onal pr protect otective ive eq equipme uipment nt Personal protective equipment must be worn whilst working to minimise health hazards.
Always wear the personal personal protective protective equipm equipment ent required required for the particular particular work whilst performing performing th this is work. Obey any signs relating to personal protective equipment in the working area. Protective workwear is tightfitting work clothing that tears easily, with tightfitting sleeves and no hanging parts. It is mainly designed to protect against injury, climate conditions and dirt/contamination. Do not wear rings, chains or any other jewellery whilst working.
Hard hat to protect against falling or flying parts.
Safety shoes or boots to protect against heavy falling parts and slipping on slippery surfaces.
Safety gloves to protect theorhands rosive parts liquidsagainst friction, grazing, stabbing, cuts or contact with hot or cor-
Workwear for special tasks Special protective equipment is required for performing special tasks. This is referred to separately in the individual chapters of this manual. Protective goggles to protect the eyes against flying parts or sprayed liquids.
Ear protectors to protect against hearing damage caused by noise.
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Safety instructions for assembly and commissioning 26.4 26. 4 Spe Specif cific ic da dange ngers rs The following section describes residual risks that have been determined.
Observe the safety instructions and warnings described here in the other chapters of this manual to minimise health risks and prevent dangerous situations. .
Electrical current
DANGER Danger to life due to electrical current Immediate danger to life upon contact with live components. Damaged insulation or component parts can put lives at risk. Therefore:
If insulation is damaged, shut off the voltage supply immediately and arrange to have it repaired. Only have work on the electrical system performed by electrical experts. Switch off the electrical system and ensure that it is fully deenergised before performing any work on it. Switch off the voltage supply and ensure that it cannot be switched back on again inadvertently before performing any maintenance, cleaning or repair work.
Do not shortcircuit or deactivate any fuses. When changing fuses, make sure the new fuses have the correct amp rating. Keep moisture away from live components, components, as this can cause shortcircuits.
Moving components
DANGER Danger to life due to rotating machine parts Therefore: For safety reasons, rotating machine parts (shafts, flanges) must be equipped with suitable accidental contact protection. Observe accident prevention regulations!
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Safety instructions for assembly and commissioning Highly inflammable substances diesel fuel, oil and grease
WARNING Fire hazard due to highly inflammable substances Highly inflammable substances, liquids or gases can catch fire and cause serious injury or death. Therefore: Do not smoke within or near the danger area. Ensure that there are no naked flames or sources of ignition. Keep fire extinguishers nearby. Report any suspicious substances, liquids or gases to the person in charge immediately. In case of fire, stop work immediately and leave the danger area until the allclear is given. Coolant antifreeze, corrosion inhibitor
WARNING Risk of injury due to coolant that is hazardous to health Coolant contains substances that are hazardous to health. Contact with these substances can lead to serious intoxication, allergies, skin irritation and eye damage.
Therefore: Observe the manufacturers' safety information. When handling coolants, always wear protective workwear, chemicalresistant gloves and protective goggles. Avoid spillage and fog formation. formation. Hot fuels, lubricants and fluids
WARNING Risk of burns due to hot fuels, lubricants and fluids Fuels, lubricants and fluids can reach high temperatures during operation and cause burns upon contact with the skin. Therefore: Before handling fuels, lubricants or fluids, check whether they are hot and let them cool down if necessary.
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Safety instructions for assembly and commissioning Hot surfaces
CAUTION Risk of burns due to hot surfaces Contact with hot components can cause burns. Therefore: Always wear protective protective workwea workwearr and prote protective ctive gloves when whenever ever working near near hot components. components. Ensure that all components have cooled down to the ambient temperature before commencing work. Noise
WARNING Hearing dueworking to noise The noisedamage level in the area can cause serious hearing damage. Therefore: Always wear ear protectors protectors when whenever ever carrying carrying out work. Only remain in the danger area for as long as necessary.
Sharp edges and corners
CAUTION Risk of injury on sharp edges and corners Sharp edges and corners can cause skin grazes and cuts. Therefore: Always proceed proceed with caution when when working near sharp sharp edges and corners. Wear protective gloves if in doubt. Dirt and objects lying around
CAUTION Risk of tripping due to dirt and objects lying around Dirt and objects lying around can cause slipping and skidding, which can lead to serious injuries. Therefore: Keep the working area clean at all times. Remove objects that are no longer needed. Mark tripping hazards with yellow/black marking tape.
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Safety instructions for assembly and commissioning Electric arc welding
NOTE Risk of damage due to incorrect handling of welding equipment Component and electronic damage due to electric arc welding Therefore: Connect the „ANTIZAP SERVICE SENTRY“ protection device (MAN part number 80.780100002) as described in the instructions accompanying the device. If this device is not available, disconnect disconnect the batteries and connect the positive cable to the negative cable in order to make a permanent conductive connection. Manually operated battery master switch in driving position. If an electronic battery master switch is fitted, bridge „Negative“ at the loaddisconnecting relay contacts (jumper cable > 1mm) and „Positive“ at the loaddisconnecting relay load contacts. Also switch
on as many load consumers asswitched possible,on, e.g. starter switch (ignition) in driving position. The greater number of consumers that are the greater the protection.. After completing completing welding work, first switch off all the con consumers sumers and remove all jumpers (recreate original state), then connect the batteries. Always earth the the welding equipment equipment as clo close se as possible to the welding area. area. Do not lay the cables to the welding equipment in parallel to electrical cables in the vehicle.
26.5 26. 5 Saf Safety ety e equi quipme pment nt Before the engine is commissioned, install the emergency off device and integrate it into the system's safety chain. The emergency off device must be easily accessible at all times.
WARNING Danger to life due to nonfunctioning safety equipment Safety equipment ensures maximum safety during operation. Even if safety equipment makes working more inconvenient, it must never be disabled. Safety can only be assured if the safety equipment is intact. Therefore: Check that all safety equipment is working and installed correctly before commencing work. Check that all safety equipment is working and installed correctly before starting the engine.
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Safety instructions for assembly and commissioning 26.6 What to do in tthe he event event of dan danger ger or a accide ccidents nts Preventive measures
Always be prepared prepared for accidents accidents or fires! Keep firstaid equipment (firstaid kit, blankets etc.) and fire f ire extinguishers close to hand. Regularly check to ensure that firstaid equipment is complete and that fire extinguishers work correctly. Instruct personnel in the use of accidentreporting, firstaid and rescue equipment. Hold regular safety training sessions. Keep access routes for rescue vehicles clear.
In the event of an accident, act in the right manner
Keep calm. Stop the engine immediately using the emergency off button. Initiate firstaid measures. Alert the rescue service service and/or fir fire e brigade. Get people out of the danger area. Make sure the access routes for rescue vehicles are free. Inform whoever is in charge.
CAUTION Accident despite taking every precautionary measure An accident may occur occur despite having having taken all the pr precautionar ecautionary y measures, e.g. e.g. due to the reasons reasons listed below. Therefore, always seek medical assistance in the event of: Therefore, Contact with corrosive acid. Fuel getting into the skin. Scalding by hot oil or coolant.
Antifreeze spraying spraying into the eyes etc..
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Safety instructions for assembly and commissioning 26.7 26. 7 Sig Signs ns an and d no notice tices s Before commissioning, check that danger zones are indicated by signs or labels.
WARNING Risk of injury due to illegible symbols Over the course of time, labels and symbols can get dirty or become illegible in some other way! Therefore: Ensure that all safety, warning and operating notices remain easily legible at all times. Clean or replace illegible safety, warning and operating notices
Access forbidden Access to areas displaying displaying this sign is fo forbidden. rbidden. Electrical voltage Only electrical experts are allowed to work in areas displaying this sign.
Unauthorised persons are not allowed to enter areas displaying this sign. Hot surfaces Hot surfaces such as hot engines and hot fluids are not always discernible. Do not touch these surfaces without wearing protective gloves. Danger to life due to suspended loads Loads may tilt and fall during lifting, with the potential to cause serious injury or even death. Risk of injury Risk of injury if the instructions in the Operator's Manual are not followed.
Assembly and commissioning commissioning 149
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Safety instructions for assembly and commissioning 26.8 Envir Environmen onmental tal prot protection ection
CAUTION Environmental hazard due to incorrect handling Environmental Incorrect handling of environmentally hazardous substances, especially incorrect disposal, can cause serious damage to the environment. Therefore: Always follow the instructions instructions below below.. Take suitable action immediately if environmentally hazardous substances are released into the environment inadvertently. In case of doubt, inform the relevant municipal authorities of the pollution. The following environmentally hazardous substances are used:
Lubricants Lubricants such as greases and oils contain toxic and environmentally hazardous substances. They must not get into the environment and must be disposed of by a specialist disposal company. Diesel fuel
Diesel contains toxic and environmentally hazardous substances. They must not get into the environment and must be disposed of by a specialist disposal company. Coolant Coolants contain toxic and environmentally hazardous substances. They must not get into the environment and must be disposed of by a specialist disposal company.
Assembly and commissioning commissioning
150
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Crane transport of a drive line 27
Cr Cran ane e ttra rans nspo port rt of a d dri rive ve li line ne
27.1 Inser Inserting ting the drive line int into o the sh ship ip
DANGER Falling loads (weighing up to 3000 kg!) can lead to serious accidents! Therefore: Use adequately dimensioned crane lifting tackle to lift an engine! Ropes, cables and chains must not pull diagonally on the crane hook! Crane lifting tackle, ropes, cables and chains must be in good working order. Do not step on the engine cover (1) whilst working on the engine!
Engine and gearbox assembly in the ship
151
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Crane transport of a drive line 27.1.1 Cran Crane e tra transpo nsport rt o off an engin engine e wit without hout gear gearbox box Lifting Points for crane transport
For lifting the engine, 4 crane hook lugs (3) are mounted on the engine. Use sufficiently dimensioned crane lifting gear (1) to lift the engine! Cables, ropes and chains (2) must exert vertical tension (tolerance 5 ) on the crane hooks!
DANGER Falling loads (weighing up to 2500 kg!) can lead to serious accidents! Therefore: Use crane lifting gear to lift the engine! The crane lifting gear, cables, ropes and chains must be in perfect condition.
Engine and gearbox assembly in the ship
152
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Crane transport of a drive line 27.1.2 27.1. 2 Crane trans transport port of a an n en engine gine with gear gearbox box Lifting Points for crane transport
For lifting the engine with gearbox, there are 2 crane hook lugs mounted on the gearbox (4) and 2 crane hook lugs mounted on the engine (3). Use sufficiently dimensioned crane lifting gear (1) to lift the engine! Cables, ropes and chains (2) must exert vertical tension (tolerance 5 ) on the crane hooks!
DANGER Falling loads (weighing up to 3500 kg!) can lead to serious accidents! Therefore: Use crane lifting gear to lift the engine! The crane lifting gear, cables, ropes and chains must be in perfect condition. Engine and gearbox assembly in the ship
153
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Crane transport of a drive line 27.2 Prote Protecting cting the e engine ngine again against st dus dustt NOTE The smallest particles of dirt in the fuel system can lead to total failure of the injection system Therefore: Ensure the utmost cleanliness when working in the engine room. Fuel connections must be plugged with caps. Cover the engine with a tarpaulin after inserting it in the engine room. If work on the ship's interior still needs to be performed, sensitive components (fuel system, air filter) are therefore protected against dust.
27.3 Prote Protecting cting the fuel sy system stem aga against inst moi moisture sture NOTE Moisture in the fuel system can lead to total failure of the injection system The engine will be delivered ex works with the fuel system plugged with caps (feed and return lines). Therefore: Do not unplug fuel connections before commissioning
Engine and gearbox assembly in the ship
154
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Mounting the gearbox 28
Mounting tth he g ge earbox
28.1 Mount Mounting ing a gear gearbox box on the flyw flywheel heel ho housing using The installation drawing gives details of the dimensions of the flywheel housing (1) and the type of bolted connections for mounting the gearbox. For bolt tightening torques, see page 173 173.. The crankshaft axial clearance must be checked before and after flangemounting flangemounting a gearbox, see page 156. 156.
28.2 28. 2 Cha Changi nging ng a flyw flywhee heell The engines can be factoryfitted with 1 of 2 flywheel variants:
Fl Flyw ywhe heel el wi with th I = 2. 2.08 08 kgm kgm2 for mounting a resilient coupling designed for flangemounting a gearbox, see pages 37 37,, or for flangemounting an outer mount, see page 41. 41. Fl Flyw ywhe heel el wi with th I = 1. 1.20 20 kgm kgm2 for mounting a highly resilient coupling designed for connecting a propeller shaft, see page 41 41..
If the flywheel is changed subsequently, it may only be changed by persons or workshops authorised and certified by MAN.
Engine and gearbox assembly in the ship
155
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Mounting the gearbox 28.3 Chec Checking king the crank crankshaft shaft ax axial ial clear clearance ance NOTE Engine damage due to missing crankshaft axial clearance Therefore: The designed crankshaft axial clearance of the engines must not in any event be reduced by the flangemounting of couplings or other components. It is therefore imperative to determine the crankshaft axial clearance by means of a dial gauge (2) held on a magnetic stand before and after flange flange mounting externally mounted components (1). If the results of the two measurements do not match, or if the crankshaft springs back after moving, check the mounting. Carry out the measurement as follows:
Remove the Vbelt guard
Secure the magnetic base of the dial gauge on the engine mounting Attach dial gauge gauge with pretension pretension on the crankcrankshaft Push the crankshaft to the end position in the direction of the flywheel housing Set the dial gauge to zero Pull the crankshaft to the end position in the direction of the dial gauge and read off the difference
Engines
Crankshaft axial clearance
D2868 LE4.. (V8)
0.200.40 mm
D2862 LE4.. (V (V12)
0.200.40 mm
Engine and gearbox assembly in the ship
156
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Installing the resilient engine and gearbox mounts 29
Ins Instal tallin ling g the res resili ilient ent eng engine ine and gea gearbo rbox xm moun ounts ts
29.1 Ident Identificati ification on o off the mount mounts s Resilient engine and gearbox mounts (1) Mounting bolts M 20, strength class 8.8 (2) Shipping lock bolts (3) Height adjustment (4) Mounting bolt for engine engine mounting M 20 Assignment of the resilient resilient mounts to the engines and gearboxes Engine model / gearbox arrangement
MAN‐ part number
Shore‐ hardness
D2868 LE423 / 426
51.962107052
60
D2868 LE433 / 436
D2868 LE421 / 424 D2868 LE422 / 425 D2862 LE423 / 426
51.962107051
65
51.962107050
70
D2862 LE421 / 424 D2862 LE422 / 425 D2862 LE431 / 434 D2862 LE432 / 435 D2862 LE444 D2862 LE463 / 466 D2862 LE433 / 436 D2862 LE453 / 456 D2862 LE476 Resilient mounts for flangemounted integral V gearbox (1) Mounting bolt bolt for gearbox mounting mounting M 20 (2) Height adjustment (3) Shipping lock bolts (4) Mounting bolts bolts M 20, strength class 8.8 Assignment of the resilient resilient mounts to the engines and gearboxes Engine model / gearbox arrangement
partMAN‐ number
Shore‐ hardness
D2868 LE4.. D2862 LE4..
50.962107000
55
Engine and gearbox assembly in the ship
157
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Installing the resilient engine and gearbox mounts 29.2 29. 2 Ins Instal tallati lation on of the moun mounts ts 1. Plac Place e the drive drive line with with mount mount on the fo founda unda-tion. 2. Remo Remove ve the the shi shippin pping g loc lock k (1). (1).
3. Tighten the mounting mounting bolts bolts for the mount mount (3) to 360 Nm. 4. Tigh Tighten ten the the M 20 mountin mounting g bots (2 (2)) to 300 Nm. Nm.
5. The mo mounts unts are are heighta heightadjus djustabl table e up to max. 10 mm (4). The height is adjusted using the supplied size 50 openend spanner. To keep a reserve for readjustment, do not use the max. height adjustment. Balance larger height differences using shims.
Engine and gearbox assembly in the ship
158
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Aligning drive line 30
Aligning ing d drrive line ine
The drive line (engine and gearbox) and the propeller shaft must be aligned so that the radial offset and angle offset of all the components are within the specified tolerances.
NOTE Damage due to vibrations and oscillations Therefore: Check the alignment of the drive line every year or after around 3000 operating hours, then correct as necessary.
30.1 Align Aligning ing an engine w with ith moun mounted ted gea gearbox rbox 30.1.1 30. 1.1 Pro Provis vision ionall ally y ali aligni gning ng dr drive ive li line ne
Put the drive line and resilient mounts on the engine foundation using suitable crane lifting tackle.
Lift the propeller flange as far as possible at the coupling flange.
Half the angle between the highest and lowest positions of the coupling flange provides the correct height for the gearbox output flange. This ensures that the propeller shaft can be correctly centred.
Align gearbox gearbox output flange flange and propeller propeller sh shaft aft
flange flat with the aid of suitable surfaces. A resilient propeller propeller shaft shaft coupling between geargearbox output flange and propeller shaft flange compensates minor offset and reduces vibrations.
Engine and gearbox assembly in the ship
159
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Aligning drive line 30.1.2 30. 1.2 Adj Adjust ust the en engin gine e moun mountt heig height ht adj adjust ustmen mentt The mounts are precompressed at the factory by the shipping locks. For this reason it is not necessary to preload the resilient mounts before the alignment. Adjust the height height adjustment (1) (1) for the engine mounts (2), ensuring that the mounts compress equally on both sides of the engine. The maximum adjustment height for all mounts is 10 mm. This adjustment height cannot be exceeded. Larger height differences must be balanced using shims. The less the height is adjusted, the more room for later adjustments. adjustments.
Engine and gearbox assembly in the ship
160
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Aligning drive line 30.1 30 .1.3 .3 Pa Para rall llel elis ism m of fla flang nges es Check that shafts are flush in advance
Use a straight edge (3) at several points to check whether the gearbox output flange (1) and the propeller shaft flange (2) are flush.
3
Check for parallelism of flanges
Bring the propeller shaft flange together with the gearbox output flange. Insert the feeler gauge (4) with 0.5 mm leaf between the flanges, screw in one coupling bolt and tighten slightly. Pull out the 0.5 mm leaf. Check the gap all round at 90 , 180 and 270 with 0.58 mm and 0.4 2 mm leaf (tolerance must not exceed 0.08 mm) Remove the bolt and apply a mark on the gearbox output flange.
1 2
Turn the gearbox output flange through 90, 180 and 270 and repeat the check.
4
If the measurement produces a reading of more than 0.125 mm, then the propeller shaft flange is running with excessive lateral runout (wobble).
Engine and gearbox assembly in the ship
161
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Aligning drive line 30.1.4 Check Checking ing the gea gearbox rbox outpu outputt and pr propelle opellerr shaf shaftt for ra radial dial of offset fset Radial offset means offset means that the centre lines of 2 related flanges are parallel but are off centre. (1) Flange (e (e.g. .g. gearbox output) output) (2) Flange (e (e.g. .g. propeller shaft) shaft) Radial offset: X = max. 0.5 mm Testing for radial offset: offset: The dial indicator is installed in one of the shaft ends. Connect both flanges but not fully. To do this, screw in one bolt. The face sides of the flanges must not touch. The check is repeated four times with an angular spacing of 90 between each check. The display must not deviate by more than 2 x 0.5 mm = 1 mm.
1
2
x
Engine and gearbox assembly in the ship
162
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Aligning drive line 30.1.5 30.1. 5 Check Checking ing the gea gearbox rbox o output utput a and nd pro propelle pellerr shaf shaftt for ang angle le offse offsett Angle offset means offset means that the centre lines of 2 related flanges are not parallel. (1) Flange (e.g. gearbox gearbox output) (2) Flange (e.g. (e.g. propeller shaft) shaft) (3) Angle Angle offset
x
1
2 3
Angle offset: offset: max. 0.1 mm with reference to 200 mm flange diameter Checking the angle offset: The offset: The dial gauge is attached to one of the shaft ends. Connect the two flanges by turning as far as they will go without forcing them. To do this tighten a screw. However, the faces of the flanges may not come into contact. The check is repeated four times with an angular spacing of 90 between each check.
x + max. 0.1 mm
The maximum permissible angle offset may not be exceeded at any measuring point. The alignment of the drive line must be checked after the ship has been launched. If readjustment is necessary, make sure that all the mounts have a uniform bearing function.
Engine and gearbox assembly in the ship
163
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Aligning drive line 30.2 Aligning a drive line consisting of engine, noneflangemounted gearbox and propeller shaft Arrangement Arrangem ent see pages pages 39 39 and and 40 40..
Alignmentt type Alignmen
Permitted toler tolerances ances
1
Max. angle per joint
See page 42
2
Input a an nd ou output a an ngles ß1, ß2 (=working angles) must be the same
Difference ß1 ß2 0.5°
3
Engi Engine ne,, pr prop opel elle lerr shaf shaftt and and ge gear arbo box x
<
must be arranged in a line in the top view
i.e. over 500 mm measured length 0.5 mm
The iin nner fo fork he heads mu must lie in a plane
. . . . . . . . . Greater than < . . . . . . . . . Less than
. . . . . . . . See
1/min . . . . . Revolutions per minute ((rrpm) . . . . . . . . Ohm
Index 219
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Index 40.2 Technical lexicon CAN, developed by Bosch in the early CAN, 1980s, specially developed for fast serial data interchange between electronic control units in motor vehicles. With a CAN, each message to be transmitted is clearly identified by a message code. In contrast to subscriber addressing, it is the message itself rather than the control unit that is addressed. As a consequence, a message is basically available for receipt by every CAN bus subscriber. The transfer of a message depends solely on the decision of the control units. It is therefore possible for a message from one, several or all control units to be transferred for further pro-
cessing. CR, common rail. Whereas conventional diesel CR, models with direct injection build up the fuel pressure from scratch for each injection, the common rail system builds it up regardless of the injection sequence so that it is permanently available in the fuel line. Pressurisation and injection are two separate processes. This technology allows injection on demand, which has a favourable effect on fuel consumption and exhaust emissions.
EDC, Electronic Diesel Control. This system has a EDC, positive effect on fuel consumption, economy, emissions and noise. MFR, engine management computer, processes MFR, the engine's electronic signals.
Index
220
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Index 40.3 40 .3 Inde Index x A
C
Air filter, Low pressure pressure downstre downstream am of air filter, 50
Cabin heater, 97
Air intake system Combustion Combustion air, 50
Connections, 98
Aligning the the drive line, line, 159
Diagram, 97
Assembly, 139 163 163,, 183 207 207,, 199 223
Thermal output, 98
Assembly drawings drawings Display MMDSCLC 6.5, 177
Charge check lamp, 126 Cleanliness
Display MMDSCLC 8.8, 178
Dust protection, 154
Ebox, 175
Moisture protection, 154
Emergency unit, 180 Engine Operation Panel EOP, 179
Colour display MMDSCLC, Wiring, 131 Colour display MMDSCLC 6.5
Engine Operation Panel EOP D, 179
Displays, 128
Override button, 181
Visualisation, 129 Colour display MMDSCLC 8.8, Displays, 130
Throttle lever control system, 176
Commissioning Fill coolant, 193 Filling with engine oil, 187 Important notes, 185 Lube oil system, 187 Controllable pitch propeller, Relative load adjustment, 96 Coolant, 80 Cooling system Choice of materials, 70 Diagram, 65 pressurised system, 79 Sea valve, 67 Seawater filter, 67 Seawater inlet, 66, 66, 68 Seawater outlet, 68 Seawater pipes, 67 Crane transport Engine with gearbox, 153 Engine without gearbox, 152 Crankshaft axial clearance, Checking, 156 D Display systems and instruments, System overview, 127
Index 221
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Index E
Exhaust system, Dry, Calculation, 55
Electronic box
Explanation of symbols, 12
Connectors, 106 Earthing, 107
F
Installation, 105
Filling with fuel, 197
Wiring system overview, 107
Fixed pitch propeller
Yard connector, 121 Emergency stop, 125
Adjustment, 89 Maximum speeds, 90
Emergency unit, 119
Flywheel, 41
Installation, 119
Foreword, 9
Wiring, 120
Fuel lines, Assembly, 167
Engine foundation, 27
Fuel prefilter, 86 Fuel system
Engine oil Checking the engine oil level, 191
Diagram, 85
Determining the fill quantity, 187
Fuel lines, 88
Filling, 188
Permissible pressures, 88
Oil quality, 187 Engine Operation Panel, 133 EOP, 133 EOP D, 135 EOP, installation, 134
Fuel system, Bleeding, 197 G Gearbox, flangemounting, 155 Gearbox flange mounted Coupling, 37
EOP, Wiring, 133
Flywheel, 37
Engine Operation Panel D, Wiring, 135 Engine room Air ducting, 48
Torsionalvibration analysis, 36 Generator, 103
Air requirement, requirement, 46
H
Engine accessibility, 22
Hull cooling, 71
Engine removal, 22
Connections on the engine, 73
Fans, 47
Diagram, 72
Temperature, 45
Expansion tanks, 75
Ventilation, 45
Thermodynamic configuration, 81
Engine weight, 28 Environmental Environme ntal protection, 150
Volumes, 75 Hydraulic pumps, 100
Exhaust back pressure Max. perm., 63 Measurement, 63 Exhaust gas system
I Inclination max. perm., , 29 Installation drawing, 10, 10, 20
Basic design concept, 53
Intake system, Charging diagram, 49
Structure, 58
Intended use, 15
Exhaust pipe bellows, 169 Tensile prestress, 170, 170, 171 Exhaust system
J Jet drive, 90
Design, 55 Exhaust outlet on engine, 58 sea water injection, 60 Securing, 59 Underwaterr outlet, 61 Underwate Index
222
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Index M
Technical data
MAN Monitoring and Diagnostic System (MMDS), 128
Heavy duty, 209
Modifications and conversions, 15
Medium duty, 205
O
Light duty, 201 Throttle lever control system Connecting cable, 111
Oil pressure, Checking the pressure increase, 191
Control, 114
Operating ranges, 94
External throttle lever control system, 113
Operator's responsibility, 141
Internal throttle lever control system, 109
Override button, Connecting, 137 Override system, Function, 137 P
Termination resistors, 111 Torsionalvibration analysis, 40 V
Personal protective equipment, 143 Personnel, Requirements, 142 Planning, Engine and gearbox installation, 13 37
VDrive, 39, 39, 40 Vessel potential, 217
Power takeoff, 99
W
Propeller, Load indication, 92
Warning device, acoustic, 126
Propeller shafts
What to do in the event of danger, 148
General, 43 Installation, 165 Propeller system, 89 Controllable pitch propeller, 95 Fixed pitch propeller, 89 R Replacement parts, 11 Resilient engine mounts Description, 31 height adjustment, 160 Installation, 157 Resilient mounts Engine and gearbox mounts, 32 Flangemounted V gearbox, 33 S Safety equipment, 16, 16, 147 Seawater pump Delivery quantities, light duty, 204 Delivery quantities, medium duty, 207, 207 , 211 Delivery rates, 68 Signs and notices, 16, 16, 149 Specific dangers, 144 Start interlock, 116 Start/stop device, 124 Starting and stopping the engine, 197 T Index 223
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Index
Index
224
