L+V 51-60DF

MAN Diesel L+V51/60DF Project Guide Four-stroke Dual Fuel Engines in compliance with IMO Tier II C o p y r i g h t © M A N D i e s e l · S u b j e c t t o m o d i f i c a t i o n i n t h e i n t e r e s t o f t e c h n i c a l p r o g r e s s . · D 2 3 6 6 4 1 6 E N P r i n t e d i n G e r m a n y G M C 2 - 0 8 0 9 0 . 5 MAN Diesel 86224 Augsburg, Germany Phone +49 821 322-0 Fax +49 821 322-3382 [email protected] www.mandiesel.com L + V 5 1 / 6 0 D F P r o j e c t G u i d e – F o u r - s t r o k e D u a l F u e l E n g i n e s i n c o m p l i a n c e w i t h I M O T i e r I I M A N D i e s e l falzen falzen falzen falzen 09-120PPG_5160DF_Marine_IMO_TII.indd U4 25.08.2009 14:28:30 T i t e l s e i t e M a r i n e 5 1 - 6 0 D F . f m Project Guide for Marine Plants Dual-fuel Engine 51/60DF in Compliance with lMO Tier ll Status: 05/2009 MAN Diesel SE Stadtbachstrasse 1 86224 Augsburg Germany Phone: +49-821-322-0 Telefax: +49-821-322-3382 e-mail: [email protected] lnternet: www.mandiesel.com T i t e l s e i t e M a r i n e 5 1 - 6 0 D F . f m Our Project Guides provide customers and consultants with information and data for planning plants incorporating four-stroke engines from the current MAN Diesel programme. 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P G - 5 1 - 6 0 - D F l v Z . f m Table of Contents 1 Basic information ............................................................... 1 - 1 1.1 Modes of operation, outputs .............................................................................. 1 - 3 1.2 Safety concept of MAN Diesel dual-fuel engine - short overview ...................... 1 - 5 2 Dual-fuel engine and operation.......................................... 2 - 1 2.1 Engine characteristic data .................................................................................. 2 - 3 2.1.1 Engine design ...................................................................................................... 2 - 3 2.1.1.1 Engine cross section ......................................................................... 2 - 3 2.1.1.2 Engine designations - design parameters ......................................... 2 - 5 2.1.2 Dimensions, weights and views .......................................................................... 2 - 7 2.1.3 Outputs, speeds .................................................................................................. 2 - 9 2.1.3.1 Engine ratings ................................................................................... 2 - 9 2.1.3.2 Speeds/Main data ........................................................................... 2 - 9 2.1.4 Fuel consumption; lube oil consumption........................................................... 2 - 13 2.1.4.1 Fuel consumption for emission standard lMO Tier ll ...................... 2 - 13 2.1.4.2 Lube oil consumption ...................................................................... 2 - 14 2.1.5 Planning data for emission standard lMO Tier ll .............................................. 2 - 15 2.1.5.1 Nominal values for cooler specification - L51/60DF - Diesel mode ................................................................. 2 - 15 2.1.5.2 Temperature basis, nominal air and exhaust gas data - L51/60DF - Diesel mode .................................................................. 2 - 16 2.1.5.3 Nominal values for cooler specification - v51/60DF - Diesel mode .................................................................. 2 - 17 2.1.5.4 Temperature basis, nominal air and exhaust gas data - v51/60DF - Diesel mode .................................................................. 2 - 18 2.1.5.5 Nominal values for cooler specification - L51/60DF - Gas mode ..................................................................... 2 - 19 2.1.5.6 Temperature basis, nominal air and exhaust gas data - L51/60DF - Gas mode ..................................................................... 2 - 20 2.1.5.7 Nominal values for cooler specification - v51/60DF - Gas mode ..................................................................... 2 - 21 2.1.5.8 Temperature basis, nominal air and exhaust gas data - v 51/60 DF - Gas mode ................................................................... 2 - 22 2.1.5.9 Load specific values at tropical conditions - 51/60 DF - Diesel mode ................................................................... 2 - 23 2.1.5.10 Load specific values at lSO-conditions - 51/60DF - Diesel mode .................................................................... 2 - 24 2.1.5.11 Load specific values at tropical conditions - 51/60 DF - Gas mode ...................................................................... 2 - 25 2.1.5.12 Load specific values at lSO conditions - 51/60 DF - Gas mode ...................................................................... 2 - 26 P G - 5 1 - 6 0 - D F l v Z . f m 2.1.5.13 Filling volumes and flow resistances .............................................. 2 - 27 2.1.5.14 Permissible operating pressure ....................................................... 2 - 28 2.1.5.15 Theoretical supply gas pressure required at inlet gas valve unit ..... 2 - 29 2.1.5.16 Admissible supply gas pressure variations ..................................... 2 - 30 2.1.6 Emissions........................................................................................................... 2 - 31 2.1.6.1 Engine noise / intake noise / exhaust gas noise .............................. 2 - 31 2.1.6.2 Exhaust gas emission ...................................................................... 2 - 37 2.1.7 Requirements for power drive connection (staticj............................................ 2 - 39 2.1.8 Requirements for power drive connection (dynamicj ........................................ 2 - 41 2.1.8.1 Moments of inertia, flywheels .......................................................... 2 - 41 2.1.8.2 Balancing of masses ........................................................................ 2 - 43 2.1.8.3 Static torque fluctuation .................................................................. 2 - 45 2.1.9 Power transmission ........................................................................................... 2 - 49 2.1.9.1 Flywheel arrangement ...................................................................... 2 - 49 2.1.10 Arrangement of attached pumps....................................................................... 2 - 51 2.1.11 Foundation......................................................................................................... 2 - 53 2.1.11.1 General requirements for engine foundation ................................... 2 - 53 2.1.11.2 Resilient seating ............................................................................... 2 - 55 2.1.11.3 Recommended configuration of foundation .................................... 2 - 57 2.1.11.4 lnstallation of flexible pipe connections for resiliently mounted engines ........................................................ 2 - 59 2.1.12 Programme for works test ............................................................................... 2 - 63 2.2 Dual-fuel engines -general rules ....................................................................... 2 - 65 2.2.1 Diesel electric operation .................................................................................... 2 - 65 2.2.1.1 Starting conditions and load application for Diesel-electric plants .................................................................. 2 - 65 2.2.1.2 Emergency operation ....................................................................... 2 - 71 2.2.1.3 Load reduction ................................................................................ 2 - 73 2.2.1.4 Low-load operation ......................................................................... 2 - 75 2.2.1.5 Available outputs dependent on frequency deviations ................... 2 - 77 2.2.1.6 Diesel-electric operation of vessels - failure of one engine ............. 2 - 79 2.2.1.7 Generator - reverse power protection ............................................. 2 - 81 2.2.1.8 Engine running-in ............................................................................ 2 - 83 2.2.1.9 Torsional vibrations .......................................................................... 2 - 87 2.2.1.10 Earthing measures on Diesel engines and bearing insulation on generators ................................................................................... 2 - 89 2.3 Engine automation ........................................................................................ 2 - 91 2.3.1 SaCoSone system overview.............................................................................. 2 - 91 2.3.2 Power Supply and Distribution.......................................................................... 2 - 97 2.3.3 Operation........................................................................................................... 2 - 99 2.3.4 Functionality .................................................................................................... 2 - 103 2.3.5 lnterfaces......................................................................................................... 2 - 107 2.3.6 Technical Data................................................................................................. 2 - 109 2.3.7 lnstallation requirements ................................................................................. 2 - 111 2.3.8 Engine-located measuring and control devices .............................................. 2 - 113 P G - 5 1 - 6 0 - D F l v Z . f m 3 Quality requirements of operating supplies ....................... 3 - 1 3.1 Quality of lube oil (SAE40j for the engine 51/60DF............................................. 3 - 3 3.1.1 Lube oil for continuous gas operation................................................................. 3 - 5 3.1.2 Lube oil for diesel operation or alternating between diesel and gas................... 3 - 6 3.1.3 Lube oil for continuous HFO operation ............................................................... 3 - 7 3.1.4 Lube oil rules for alternating operation between gas and HFO........................... 3 - 9 3.2 Quality of engine cooling water......................................................................... 3 - 11 3.3 Checking the cooling water .............................................................................. 3 - 19 3.4 Cleaning of cooling water system..................................................................... 3 - 21 3.5 Quality of Diesel Fuel (MGO, MDOj.................................................................. 3 - 23 3.6 Quality of Heavy Fuel Oil (HFOj ........................................................................ 3 - 25 3.7 Quality of intake air (combustion airj................................................................. 3 - 37 3.8 viscosity-Temperature (vTj diagram of fuel oil ................................................. 3 - 39 3.9 Quality requirements for natural gas................................................................. 3 - 41 3.9.1 Types of gases, gas quality ............................................................................... 3 - 41 3.9.2 Fuel specification of natural gas........................................................................ 3 - 45 4 Dual-fuel electric set........................................................... 4 - 1 4.1 Arrangement of Diesel-electric propulsion plants............................................... 4 - 3 5 Propeller Operation ............................................................ 5 - 1 6 Engine related service systems.......................................... 6 - 1 6.1 Basic principles for pipe selection ...................................................................... 6 - 3 6.1.1 Pipe dimensioning ............................................................................................... 6 - 3 6.2 Lube oil system................................................................................................... 6 - 5 6.2.1 Lube oil system description................................................................................. 6 - 5 6.2.2 Prelubrication / postlubrication ......................................................................... 6 - 15 6.2.3 Lube oil outlets - general ................................................................................... 6 - 23 6.2.4 Lube oil service tank.......................................................................................... 6 - 27 6.2.5 Pressure control valve ....................................................................................... 6 - 31 6.2.6 Crankcase vent and tank vent ........................................................................... 6 - 33 P G - 5 1 - 6 0 - D F l v Z . f m 6.3 Water systems .................................................................................................. 6 - 35 6.3.1 Cooling water system........................................................................................ 6 - 35 6.3.1.1 LT- cooling water system ............................................................... 6 - 35 6.3.1.2 HT Cooling water circuit ................................................................. 6 - 37 6.3.1.3 Cooling water collecting and supply system .................................. 6 - 40 6.3.1.4 Miscellaneous items ....................................................................... 6 - 40 6.3.1.5 Cooling water diagrams ................................................................... 6 - 43 6.3.2 Nozzle cooling system....................................................................................... 6 - 49 6.4 Fuel system....................................................................................................... 6 - 53 6.4.1 Fuel oil treatment (MDOj .................................................................................. 6 - 53 6.4.2 MDO supply system for dual-fuel engines ........................................................ 6 - 57 6.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and MDO....... 6 - 63 6.4.4 Gas supply......................................................................................................... 6 - 71 6.5 Compressed air system................................................................................. 6 - 77 6.5.1 Starting air system............................................................................................. 6 - 77 6.5.2 Starting air vessels, compressors ..................................................................... 6 - 81 6.5.2.1 Propulsion plant with 1 main engine ................................................ 6 - 82 6.5.2.2 Multiple engine plants ..................................................................... 6 - 82 6.5.2.3 Jet Assist ........................................................................................ 6 - 82 6.6 Exhaust gas system.......................................................................................... 6 - 85 6.6.1 General informations ......................................................................................... 6 - 85 6.6.2 Components and assemblies............................................................................ 6 - 87 6.6.3 Example for ducting arrangement ..................................................................... 6 - 88 7 Auxiliary modules and system components....................... 7 - 1 7.1 Auxiliary modules................................................................................................ 7 - 3 7.1.1 Nozzle cooling water module .............................................................................. 7 - 3 7.1.2 Preheating module............................................................................................... 7 - 4 7.2 System components ........................................................................................... 7 - 5 7.2.1 Lube oil automatic filter ...................................................................................... 7 - 5 7.2.2 Lube oil double filter ............................................................................................ 7 - 6 8 Plant service systems......................................................... 8 - 1 8.1 Engine room ventilation ...................................................................................... 8 - 3 P G - 5 1 - 6 0 - D F l v Z . f m 9 Engine room planning ........................................................ 9 - 1 9.1 lnstallation and arrangement .............................................................................. 9 - 3 9.1.1 General details..................................................................................................... 9 - 3 9.1.2 lnstallation drawings............................................................................................ 9 - 5 9.1.3 Removal dimensions of piston and cylinder liner ................................................ 9 - 9 9.1.4 Lifting appliance ................................................................................................ 9 - 13 9.1.5 Major spare parts............................................................................................... 9 - 17 9.1.6 Position of the outlet casing of the turbocharger .............................................. 9 - 21 lndex......................................................................................... l P G - 5 1 - 6 0 - D F l v Z . f m Page 1 - 1 K a p i t e l t i t e l 1 M . f m 1 Basic information Page 1 - 2 K a p i t e l t i t e l 1 M . f m Basic information 1.1 Modes of operation, outputs Status 05/2009 51/60DF Page 1 - 3 0 1 0 2 - 0 1 0 1 M D F . f m 1.1 Modes of operation, outputs Modes of operation Dual-fuel engines offer the advantage that they can be run either in pure Diesel-oil operation or in dual-fuel operation. So, if the gas supply fails, the engine can be operated at full engine rating in Diesel operation without interruption in power supply. √ Dual-fuel operation (gas modej in gas mode operation, the compressed gas- air mixture is ignited just before TDC (Top Dead Centrej by means of a small amount of Diesel oil (Pilot fuelj. √ Diesel oil operation (Diesel modej ln Diesel mode operation, air is compressed and the entire amount of fuel is injected just before TDC by the conventional main Diesel oil system and the pilot fuel system. √ Backup mode operation (backup modej ln backup mode operation, air is compressed and the entire amount of fuel is injected just before TDC only by the conventional main Diesel oil system. Backup mode is activated automatically. For further information please refer to "Chapter 2.4.4 Diesel / gas - operating modes, page 2-133" Start and stop The dual-fuel engine is always started and stopped in Diesel mode. Pilot fuel Only Diesel oil, which meets our quality require- ments, shall be used as pilot fuel, please refer to "Chapter 3.5 Quality of Diesel Fuel (MGO, MDOj, page 3-23". The pilot fuel quantity changes with the load. lf the Diesel fuel oil is returned to the service tank, a fuel oil cooler has to be installed to avoid that the temperature of the fuel in the tank in- creases. Output in Diesel mode operation As a general rule: output in Diesel mode = output in gas mode Due to the gas composition and/or the site con- ditions, an output reduction may become nec- essary during Diesel/dual-fuel operation. Depending on certain conditions (e.g. low gas pressure, low MNj the rating in gas mode is low- er than the MCR. ln this cases it is possible to change over to liquid mode and to run the en- gine on MCR. Output in gas mode operation The power output of dual-fuel engines is defined on the basis of lSO conditions and a methane number of ≥ 80 : Table 1-1 Reference Conditions ln the case the ambient conditions deviate and if the methane number is different, the power out- put has to be redetermined, please refer to"Chapter 2.1.3 Outputs, speeds, page 2-9" . For determination of the methane number the composition of the fuel gas must be known (gas analysisj. On customer's demand, it is possible to attach lube oil and cooling water pumps to the engine. For the increase in consumption in case of at- tached pumps, please refer to "Chapter 2.1.4 Fuel consumption; lube oil consumption, page 2-13". Reference Conditions: lSO 3046-1: 2002; lSO 15550: 2002 Air temperature T r K / °C 298/ 25 Air pressure p r kPa 100 Relative humidity Φr % 30 Cooling water temperature upstream charge air cooler t cr K / °C 298/ 25 Basic information 1.1 Modes of operation, outputs Page 1 - 4 51/60DF Status 05/2009 0 1 0 2 - 0 1 0 1 M D F . f m Electrically driven pumps according to our tech- nical standard are possible. lf intake air temperatures are too low, preheating of the intake air must be provided. Basic information 1.2 Safety concept of MAN Diesel dual-fuel engine - short overview Status 05/2009 51/60DF Page 1 - 5 0 1 0 2 - 0 1 0 2 M D F . f m 1.2 Safety concept of MAN Diesel dual-fuel engine - short overview This chapter serves to describe in a short form the safety philosophy of MAN Diesel's dual-fuel engines and the necessary safety installations and the engine room arrangements. The engine serves mainly as a power generation unit in die- sel electric applications onboard of LNG-carri- ers which uses the Diesel electric propulsion concept as prime mover. Operation modes are either in Diesel or in gas mode. This safety con- cept deals only with the necessary gas related safety installations. The MAN Diesel dual-fuel engines are four- stroke engines with either Diesel or gas as main fuel. The engine is started and stopped only in Diesel mode. The operating principle in gas- mode is the lean-burn concept. A lean-mixture of gas and air is provided to the combustion chamber of each cylinder by individually control- led gas admission valves. The mixture is ignited by a small amount of pilot Diesel fuel. ln Diesel mode the fuel is injected in the combustion chamber by the conventional jerk pump Diesel fuel injection. The safety concept of MAN Diesel's dual-fuel engines is designed to operate on gas with the same safety level as using Diesel oil as main fuel. The concept is based on an early detection of critical situations, which are related to the differ- ent system components of the gas supply, the combustion and the exhaust system. The safety concept takes different actions that lead to alarm or switches automatically to Diesel mode without interruption of shaft power or a shut- down of engines and gas supply systems. The safety philosophy is to create along the gas supply and gas reaction chain an atmosphere in the engine room, which under normal operation conditions is never loaded with gas. The piping along the gas chain is of double wall type with depression (negative pressurej in the interspace between the outer and the inner pipe. Engine rooms, gas valve unit compartments and addi- tional necessary rooms are in gradually and con- trolled (smallj depression always ventilated with a sufficient air flow volume. Gas detection is re- quired in the gas valve unit compartment, the interspaces of the double wall pipe and the en- gine room. The exhaust system can be purged by a fan in- stalled in the exhaust gas system. The purged air is always led through the exhaust gas duct outside the engine room. Rupture discs are in- stalled in the exhaust gas duct. The dual-fuel engine application onboard LNG- carriers is typically electric power generation for main propulsion or auxiliary consumers. The safety concept of MAN Diesel's dual-fuel en- gines can also be applied to other possible dual- fuel engines applications (e.g. FPSO, etc. j, be- cause the safety measure remain the same. All system requirements and descriptions have to be in accordance with international rules and normatives, the lMO Tier l (lnternational Marine Organisationj and the lGC (lnternational Gas Carrier Codej and classification societies rules. Note that all systems have to be built in accord- ance with the above mentioned requirements. For further information please refer to our sepa- rate brochures Safety concept of MAN Diesell SE dual-fuel engine. Basic information 1.2 Safety concept of MAN Diesel dual-fuel engine - short overview Page 1 - 6 51/60DF Status 05/2009 0 1 0 2 - 0 1 0 2 M D F . f m Page 2 - 1 K a p i t e l t i t e l 2 M D F . f m 2 Dual-fuel engine and operation Page 2 - 2 K a p i t e l t i t e l 2 M D F . f m Engine and operation 2.1.1 Engine design Status 05/2009 51/60DF Page 2 - 3 0 2 0 6 - 0 1 0 1 M D F . f m 2.1 Engine characteristic data 2.1.1 Engine design 2.1.1.1 Engine cross section Figure 2-1 Engine cross section L51/60DF Engine and operation 2.1.1 Engine design Page 2 - 4 51/60DF Status 05/2009 0 2 0 6 - 0 1 0 1 M D F . f m Figure 2-2 Engine cross section v51/60DF Dual-fuel engine and operation 2.1.1 Engine design Status 05/2009 51/60DF lMO Tier ll Page 2 - 5 0 2 0 6 - 0 1 0 2 M D F . f m 2.1.1.2 Engine designations - design parameters Example to declare engine designations Table 2-1 Design parameters engine 51/60DF 18 v 51/60 DF Engine stroke v=vee engine, L= in-line engine Cylinder number Dual Fuel Engine bore Parameter value Unit Number of cylinders 6, 7, 8, 9, 12, 14, 16, 18 - Distance between cylinder centres L = 820 mm Distance between cylinder centres v = 1,000 vee engine, vee angle 50 ° Crankshaft diameter at journal, in-line engine L = 415 mm Crankshaft diameter at journal, vee engine v = 480 Crankshaft diameter at crank pin 415 Dual-fuel engine and operation 2.1.1 Engine design Page 2 - 6 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 1 0 2 M D F . f m Dual-fuel engine and operation 2.1.2 Dimensions, weights and views Status 05/2009 51/60DF Page 2 - 7 0 2 0 6 - 0 2 0 1 M D F . f m 2.1.2 Dimensions, weights and views Engine L51/60DF Figure 2-3 Main dimensions - engine L51/60DF Engine L L1 B B1 E F H Weight without flywheel mm tons 6 L51/60DF 8,490 7,475 3,157 2,100 1,280 700 5,344 106 7 L51/60DF 9,310 8,295 119 8 L51/60DF 10,130 9,115 135 9 L51/60DF 11,150 9,935 3,282 148 The dimensions and weights are given for guidance only Table 2-2 Main dimensions and weights - engine L51/60DF Dual-fuel engine and operation 2.1.2 Dimensions, weights and views Page 2 - 8 51/60DF Status 05/2009 0 2 0 6 - 0 2 0 1 M D F . f m Engine v51/60DF Figure 2-4 Main dimensions and weights - engine v51/60DF Engine L L1 B B1 E F H Weight without flywheel mm tons 12 v51/60DF 10,247 8,790 4,713 2,280 1,410 830 5,420 189 14 v51/60DF 11,247 9,790 213 16 v51/60DF 12,247 10,790 240 18 v51/60DF 13,247 11,790 265 The dimensions and weights are given for guidance only Table 2-3 Main dimensions and weights - engine v51/60DF Dual-fuel engine and operation 2.1.3 Outputs, speeds Status 05/2009 51/60DF Page 2 - 9 0 2 0 6 - 0 3 0 1 M D F . f m 2.1.3 Outputs, speeds 2.1.3.1 Engine ratings P lSO, Standard : lSO-Standard-Output (as specified in DlN lSO 3046-1j for emission standard: lMO Tier ll 2.1.3.2 Speeds/Main data 1j This concession may possibly be restricted, see "Chapter 2.1.8.4 Available outputs dependent on frequency devia- tions, page 2-47". Engine type No. of cylinders Engine rating 500 rpm 514 rpm kW hp kW hp 6 L51/60DF 6 5,850 7,955 6,000 8,160 7 L51/60DF 7 6,825 9,280 7,000 9,520 8 L51/60DF 8 7,800 10,610 8,000 10,880 9 L51/60DF 9 8,775 11,935 9,000 12,240 12 v51/60DF 12 11,700 15,910 12,000 16,320 14 v51/60DF 14 13,650 18,565 14,000 19,040 16 v51/60DF 16 15,600 21,215 16,000 21,760 18 v51/60DF 18 17,550 23,870 18,000 24,480 Table 2-4 Engine ratings L+v 51/60 DF Unit 50 Hz 60 Hz Cylinder rating kW (HPj 975 (1,325j 1,000 (1,360j Rated speed rpm 500 514 Mean piston speed m/s 10.0 10.3 Mean effective pressure bar 19.05 19.05 Number of pole pairs - 6 7 Lowest engine operating speed: √ in case of rigid foundation √ in case of resilient foundation speed depends on layout of mounting rpm approx. 130 - approx. 130 - Highest engine operating speed rpm 525 1j 525 Table 2-5 Speeds/Main data - engine L+v51/60DF Dual-fuel engine and operation 2.1.3 Outputs, speeds Page 2 - 10 51/60DF Status 05/2009 0 2 0 6 - 0 3 0 1 M D F . f m Definition of engine rating General definition of Diesel engine rating (according to lSO 15550: 2002; lSO 3046-1: 2002jl Table 2-6 Standard reference conditions Type of gas . . . . . . . . . . . . . . . . . . .natural gas Methane no.: . . . . . . . . . . . . . . . . . . . . . . .≥ 80 No de-rating required in case of: Air temperature . . . . . . . . . . . . . ≤ 318 K (45 °Cj + Air pressure . . . . . . . . . . . . . . . . . . . 100 kPa + Cooling water temperature upstream of charge-air cooler ≤ 311 K (38 °Cj + Relative humidity Φr . . . . . . . . . . . . . . ≤ 60 % + Exhaust gas overpressure after turbine . . . . . . . . . . . . . . . . . . . . . .≤ 3 kPa Marine main engines Blocking of the output is made for engines driv- ing a generator, at 110 % of the rated output at Diesel mode. Overload > 100 % may only be run for a short time for recovery and preventing a frequency drop in case of load application. Marine auxiliary engines Blocking of the output is made at 110 % of the rated output at Diesel mode. Overload > 100 % may only be run for a short time for recovery and preventing a frequency drop in case of load application. Note: An increased exhaust gas back pressure (>3 kPaj raises the temperature level of the en- gine and will be considered when calculating a required derating by adding 2.5K to the ambient temperature for every 1 kPa of the increased ex- haust gas back pressure after the turbine. Reference Conditions: lSO 3046-1: 2002; lSO 15550: 2002 Air temperature T r K / °C 298/ 25 Air pressure p r kPa 100 Relative humidity Φr % 30 Cooling water temperature upstream charge air cooler t cr K / °C 298/ 25 Dual-fuel engine and operation 2.1.3 Outputs, speeds Status 05/2009 51/60DF Page 2 - 11 0 2 0 6 - 0 3 0 1 M D F . f m Derating ln the case the ambient conditions deviate and if the methane number of the used fuel gas is be- low 80 the power output has to be redetermined Figure 2-5 Engine output as a function of methan number Figure 2-6 Engine output as a function of charge air cooling water temperature Engine output at site (Pj is calculated as follows: P = P 0 * (100 - dm - dtj/100 P 0 = engine output according to the tabulated rating -10 -5 0 5 10 15 20 25 50 55 60 65 70 75 80 85 90 95 100 105 110 D e r a t i n g d m ( % ) Methane number (-) Engine output as a function of methane number -10 -5 0 5 10 15 20 25 30 35 40 15 20 25 30 35 40 45 50 55 60 D e r a t i n g d t ( % ) Water temperature inIet charge air cooIer LT-stage (°C) Engine output as a function of charge air cooIing water temperature inIet LT-stage Dual-fuel engine and operation 2.1.3 Outputs, speeds Page 2 - 12 51/60DF Status 05/2009 0 2 0 6 - 0 3 0 1 M D F . f m Lower heat value dependent on N2 content Figure 2-7 Lower Heat value dependent on N 2 content, derating of the 51/60DF engine Dual-fuel engine and operation 2.1.4 Fuel consumption; lube oil consumption Status 05/2009 51/60DF lMO Tier ll Page 2 - 13 0 2 0 6 - 0 4 0 1 M D F . f m 2.1.4 Fuel consumption; lube oil consumption 2.1.4.1 Fuel consumption for emission standard lMO Tier ll Engine L+v51/60DF 975/1000 kW/cyl., 500/514 rpm Table 2-7 Fuel consumption in dual-fuel mode Table 2-8 Fuel consumption in Diesel mode Note: 1j Warranted fuel consumption at 85 % MCR The values indicated in "Table 2-7 Fuel con- sumption in dual-fuel mode, page 2-13"and "Ta- ble 2-8 Fuel consumption in Diesel mode, page 2-13"have to be increased by an addition ac- cording to the conditions mentioned in "Table 2- 9 Additional fuel consumption, page 2-13". Table 2-9 Additional fuel consumption Fuel consumption at dual-fuel mode and lSO conditions (tolerance +5 %j % Load 100 85 1j 75 50 aj Natural gas kJ/kWh 7,183 7,310 7,387 7,809 bj Pilot fuel g/kWh kJ/kWh 1.8 77 2.1 90 2.4 102 4.0 171 cj Total = a + b kJ/kWh 7,260 7,400 7,490 7,980 Fuel consumption at Diesel mode and lSO conditions (tolerance +5 %j % Load 100 85 1j 75 50 Diesel fuel g/kWh 184 183 193 199 Additions to fuel consumption (g/kWhj % Load 100 85 75 50 25 for one attached cooling water pump +1.0 +1.2 +1.3 +2.0 +4.0 for all attached L.O. pumps +2.0 +2.4 +2.7 +4.0 +8.1 for operation with MGO +2.0 for exhaust gas back pressure after turbine > 30 mbar every additional 1 mbar (0.1 kPaj + 0.05 Dual-fuel engine and operation 2.1.4 Fuel consumption; lube oil consumption Page 2 - 14 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 4 0 1 M D F . f m Table 2-10 lSO reference conditions 1j STP= Standard Temperature PressureStandard cubic metre (m 3 (STPjj equals to 1m 3 of gas at 0 °C and 101.32 kPa. lMO Tier ll Requirements: see sheet "Chapter 6.3.1 Cooling water system, page 6-39" lMO Tier ll lnternational Marine Organization MARPOL 73/78; Revised Annex vl, 2008. 2.1.4.2 Lube oil consumption Engine 51/60DF 975/1000 kW/cyl.; 500/514 rpm Table 2-12 Total lube oil consumption L+v 51/60 DF 1j Tolerance for warranty +20 % Specific lube oil consumption 0.5 g/kWh+20 % Note: As a matter of principle, the lube oil consump- tion is to be stated as total lubricating oil con- sumption related to the tabulated lSO full-load output (see "Chapter 2.1.3 Outputs, speeds, page 2-9"j. lSO reference conditions (according to lSO 15550 :2002j lntake air temperature T r °C 25 Barometric pressure p r kPa 100 Relative humidity Φr % 30 Cooling water temp. bef. charge air cooler T cr °C 25 Fuel conditions Type of gas natural gas Methane no. ≥ 80 Gas fuel LHv 28,000 kJ/m 3 (STP 1j j Pilot fuel MDF, MDO Diesel fuel Net calorific value NCv 42,700 kJ/kg Table 2-11 Fuel conditions Total lube oil consumption [kg/h| 1j No. of cylinders 6 L 7 L 8 L 9 L 12 v 14 v 16 v 18 v Speed 500/514 rpm 3.0 3.5 4.0 4.5 6.0 7.0 8.0 9.0 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 15 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5 Planning data for emission standard lMO Tier ll 2.1.5.1 Nominal values for cooler specification - L51/60DF - Diesel mode Table 2-13 Nominal values for cooler specification - L51/60DF - Diesel mode 1j Tolerance: +10% for rating coolers, -15% for heat recovery 2j lncluding separator heat (30kJ/kWhj 3j Basic values for layout design of the coolers 4j Tolerances of the pumps delivery capacities must be considered by the manufacturer 5j Without pilot fuel z = Flushing oil of automatic filter Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT stagej 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 6L 7L 8L 9L Engine output kW 6,000 7,000 8,000 9,000 Speed rpm 514 Heat to be dissipated 1j Cooling water cylinder kW 583 680 780 875 Charge air cooler; cooling water HT 1,600 1,866 2,135 2,400 Charge air cooler; cooling water LT 742 865 1,000 1,115 Lube oil cooler + separator 2j 583 680 780 875 Cooling water fuel nozzles 13 16 18 20 Heat radiation engine 185 215 245 275 Flow rates 3j HT circuit (Cooling water cylinder + charge air cooler HTj m 3 /h 70 80 90 100 LT circuit (Lube oil cooler + charge air cooler LTj 85 100 110 125 Lube oil (4 bar before enginej 140 165 190 215 Cooling water fuel nozzles 1.7 2.0 2.2 2.5 Pumps aj Free-standing 4j HT circuit cooling water (4.3barj m³/h 70 80 90 100 LT circuit cooling water (3.0barj Depending on plant design Lube oil (8.0barj 140+z 165+z 190+z 215+z Cooling water fuel nozzles (3.0barj 1.7 2.0 2.2 2.5 Fuel supply (7.0barj 5j 2.2 2.6 3.0 3.3 Fuel booster (7.0barj 5j 4.3 5.0 5.7 6.4 bj Attached Lube oil (8.0barj constant speed m³/h 199 199 233 270 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 16 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.2 Temperature basis, nominal air and exhaust gas data - L51/60DF - Diesel mode Table 2-14 Temperature basis, nominal air and exhaust gas data - L 51/60DF - Diesel mode 1j For design see chapter "6.3.1, page 6-39" 2j Tolerance: quantity +/- 5%, temperature +/- 20°C Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT-stagej 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 6L 7L 8L 9L Engine output kW 6,000 7,000 8,000 9,000 Speed rpm 514 Temperature basis HT cooling water engine outlet °C 90 LT cooling water air cooler inlet 38 1j Lube oil engine inlet 55 Cooling water inlet nozzles 60 Air data Temperature of charge air at charge air cooler outlet °C 52 Air flow rate m 3 /h 38,000 44,300 50,600 56,900 t/h 41.6 48.5 55.5 62.4 Charge air pressure (absolutej bar 3.8 Air required to dissipate heat radiation (enginej (t 2 - t 1 = 10°Cj m³/h 61,230 71,155 81,085 91,010 Exhaust gas data 2j volume flow (temperature turbocharger outletj m 3 /h 77,900 90,800 103,800 116,800 Mass flow t/h 42.8 49.9 57.1 64.2 Temperature at turbine outlet °C 361 Heat content (190°Cj kW 2,170 2,530 2,890 3,250 Permissible exhaust gas back pressure after turbocharger mbar < 30 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 17 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.3 Nominal values for cooler specification - v51/60DF - Diesel mode Table 2-15 Nominal values for cooler specification - v51/60DF - Diesel mode 1j Tolerance: +10% for rating coolers, -15% for heat recovery 2j lncluding separator heat (30kJ/kWhj 3j Basic values for layout design of the coolers 4j Tolerences of the pumps delivery capacities must be considered by the pump manufacturer 5j Without pilot fuel z = flushing oil of automatic filter Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT-stagej 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 12 14 16 18 Engine output kW 12,000 14,000 16,000 18,000 Speed rpm 514 Heat to be dissipated 1j Cooling water cylinder kW 1,165 1,360 1,555 1,750 Charge air cooler; cooling water HT 3,200 3,735 4,265 4,800 Charge air cooler; cooling water LT 1,485 1,730 1,980 2,225 Lube oil cooler + separator 2j 1,165 1,360 1,555 1,750 Cooling water fuel nozzles 27 31 36 40 Heat radiation engine 370 430 490 550 Flow rates 3j HT circuit (Cooling water cylinder + charge air cooler HTj m 3 /h 140 160 180 200 LT circuit (lube oil cooler + charge air cooler LTj 170 200 220 250 Lube oil (5 bar before enginej 325 370 415 460 Cooling water fuel nozzles 3.5 4.1 4.8 5.3 Pumps aj Free-standing 4j HT circuit cooling water (4.3barj m³/h 140 160 180 200 LT circuit cooling water (3.0barj Depending on plant design Lube oil (8.0barj 325+z 370+z 415+z 460+z Cooling water fuel nozzles (3.0barj 3.5 4.1 4.8 5.4 Fuel supply (7.0 barj 5j 4.4 5.2 5.9 6.7 Fuel booster (7.0 barj 5j 8.6 10.0 11.4 12.9 bj Attached Lube oil (8.0barj constant speed m³/h 398 438 466 540 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 18 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.4 Temperature basis, nominal air and exhaust gas data - v51/60DF - Diesel mode Table 2-16 Air and exhaust gas data - engine v51/60DF - Diesel mode 1j For design see chapter "6.3.1, page 6-39" 2j Tolerance: quantity +/- 5%, temperature +/- 20°C Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT stagej 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 12 14 16 18 Engine output kW 12,000 14,000 16,000 18,000 Speed rpm 514 Temperature basis HT cooling water engine outlet °C 90 LT cooling water air cooler inlet 38 1j Lube oil inlet engine 55 Cooling water inlet nozzles 60 Air data Temperature of charge air at charge air cooler outlet °C 52 Air flow rate m 3 /h 75,950 88,550 101,200 113,800 t/h 83.2 97.0 110.9 124.7 Charge air pressure (absolutej bar 3.8 Air required to dissipate heat radiation (enginej (t 2 - t 1 = 10°Cj m³/h 122,455 142,310 162,670 182,025 Exhaust gas data 2j volume flow (temperature turbocharger outletj m 3 /h 155,800 181,600 207,600 233,500 Mass flow t/h 85.6 99.8 114.1 128.3 Temperature at turbine outlet °C 358 Heat content (190°Cj kW 4,340 5,060 5,780 6,500 Permissible exhaust gas back pressure after turbocharger mbar < 30 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 19 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.5 Nominal values for cooler specification - L51/60DF - Gas mode Table 2-17 Nominal values for cooler specification - L 51/60 DF - Gas mode 1j Tolerance: +10% for rating coolers, -15% for heat recovery 2j lncluding separator heat (30kJ/kWhj 3j Basic values for layout design of the coolers 4j Tolerances of the pumps delivery capacities must be considered by the manufacturer 5j Without pilot fuel z = Flushing oil of automatic filter Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT stagej 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 6L 7L 8L 9L Engine output kW 6,000 7,000 8,000 9,000 Speed rpm 514 Heat to be dissipated 1j Cooling water cylinder kW 590 650 745 835 Charge air cooler; cooling water HT 1,300 1,515 1,733 1,950 Charge air cooler; cooling water LT 590 690 790 885 Lube oil cooler + separator 2j 535 620 710 800 Cooling water fuel nozzles 13 16 18 20 Heat radiation engine 170 195 225 250 Flow rates 3j HT circuit (Cooling water cylinder + charge air cooler HTj m 3 /h 70 80 90 100 LT circuit (Lube oil cooler + charge air cooler LTj 85 100 110 125 Lube oil (4 bar before enginej 140 165 190 215 Cooling water fuel nozzles 1.7 2.0 2.2 2.5 Pumps aj Free-standing 4j HT circuit cooling water (4.3barj m³/h 70 80 90 100 LT circuit cooling water (3.0barj Depending on plant design Lube oil (8.0barj 140+z 165+z 190+z 215+z Cooling water fuel nozzles (3.0barj 1.7 2.0 2.2 2.5 Fuel supply (7.0barj 5j 2.2 2.6 3.0 3.3 Fuel booster (7.0barj 5j 4.3 5.0 5.7 6.4 bj Attached Lube oil (8.0barj constant speed m³/h 199 199 233 270 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 20 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.6 Temperature basis, nominal air and exhaust gas data - L51/60DF - Gas mode Table 2-18 Air and exhaust gas data - engine L51/60DF - Gas mode 1j For design see chapter "6.3.1, page 6-39" 2j Tolerance: quantity +/- 5%, temperature +/- 20°C Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT-stagej 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 6L 7L 8L 9L Engine output kW 6,000 7,000 8,000 9,000 Speed rpm 514 Temperature basis HT cooling water engine outlet °C 90 LT cooling water air cooler inlet 38 1j Lube oil engine inlet 55 Cooling water inlet nozzles 60 Air data Temperature of charge air at charge air cooler outlet °C 52 Air flow rate m 3 /h 34,500 40,300 46,100 51,800 t/h 37.8 44.1 50.4 56.7 Charge air pressure (absolutej bar 3.5 Air required to dissipate heat radiation (enginej (t 2 - t 1 = 10°Cj m³/h 56,260 65,535 74,465 82,740 Exhaust gas data 2j volume flow (temperature turbocharger outletj m 3 /h 70,900 82,700 94,500 106,300 Mass flow t/h 39.0 45.5 52.0 58.5 Temperature at turbine outlet °C 360 Heat content (190°Cj kW 2,000 2,340 2,670 3,000 Permissible exhaust gas back pressure after turbocharger mbar < 30 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 21 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.7 Nominal values for cooler specification - v51/60DF - Gas mode Table 2-19 Nominal values for cooler specification - v51/60DF - Gas mode 1j Tolerance: +10 % for rating coolers, -15 % for heat recovery 2j Addition required for separator heat (30 kJ/kWhj 3j Basic values for layout design of the coolers 4j Tolerences of the pumps delivery capacities must be considered by the pump manufacturer 5j Without pilot fuel z = flushing oil of automatic filter Reference conditions: Tropic Air temperature °C 45 Cooling water temperature before charge air cooler 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 12 14 16 18 Engine output kW 12,000 14,000 16,000 18,000 Speed rpm 514 Heat to be dissipated 1j Charge air cooler HT-stage kW 2,600 3,035 3,465 3,900 Charge air cooler LT-stage 1,185 1,380 1,580 1,775 Lube oil cooler 2j 1,065 1,245 1,420 1,600 Water cooler cylinder 1,115 1,305 1,490 1,675 Cooling water fuel nozzles 27 31 36 40 Heat radiation engine 340 390 450 500 Flow rates 3j HT circuit (cylinder + charge air cooler HT stagej m 3 /h 140 160 180 200 Fuel nozzles cooling water 3.5 4.1 4.8 5.3 LT circuit (lube oil + charge air cooler LT stagej 170 200 220 250 Lube oil (5 bar before enginej 325 370 415 460 Pumps aj Free-standing 4j HT circuit cooling water (4.3barj m³/h 140 160 180 200 Fuel nozzles (3.0barj 3.5 4.1 4.8 5.4 LT circuit cooling water (3.0barj Depending on plant design Lube oil (8.0barj 325+z 370+z 415+z 460+z Fuel supply (7.0barj 5j 4.4 5.2 5.9 6.7 Fuel booster (7.0 barj 5j 8.6 10.0 11.4 12.9 bj Attached Lube oil (8.0barj constant speed m³/h 398 438 466 540 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 22 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.8 Temperature basis, nominal air and exhaust gas data - v 51/60 DF - Gas mode Table 2-20 Temperature basis, nominal air and exhaust gas data - v51/60DF - Gas mode 1j For design see chapter "6.3.1, page 6-39" 2j Tolerance: quantity +/- 5%, temperature +/- 20°C Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT stagej 38 Air pressure bar 1 Relative humidity % 50 Number of cylinders - 12 14 16 18 Engine output kW 12,000 14,000 16,000 18,000 Speed rpm 514 Temperature basis HT cooling water engine outlet °C 90 LT cooling water air cooler inlet 38 1j Lube oil inlet engine 55 Cooling water inlet nozzles 60 Air data Temperature of charge air at charge air cooler outlet °C 52 Air flow rate m 3 /h 69,100 80,500 92,100 103,600 t/h 75.6 88.2 100.8 113.4 Charge air pressure (absolutej bar 3.5 Air required to dissipate heat radiation (enginej (t 2 - t 1 = 10°Cj m³/h 112,525 129,070 148,930 165,475 Exhaust gas data 2j volume flow (temperature turbocharger outletj m 3 /h 141,700 165,300 189,000 212,600 Mass flow t/h 78.0 91.0 104.0 117.0 Temperature at turbine outlet °C 360 Heat content (190°Cj kW 4,000 4,670 5,340 6,000 Permissible exhaust gas back pressure after turbocharger mbar < 30 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 23 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.9 Load specific values at tropical conditions - 51/60 DF - Diesel mode 975/1000 kW/cyl., 500/514 rpm Table 2-21 Load specific values at tropical conditions - L+v51/60DF - Diesel mode Tolerances refer to 100% load 1j Tolerance: +10% for rating coolers, -15% for heat recovery 2j The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These figures are calculated for 6L 48/60CR 3j lncluding separator heat (30KJ/kWhj 4j Tolerances: quantity œ5%, temperature œ20°C Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT stagej 38 Air pressure bar 1 Relative humidity % 50 Engine output % 100 85 75 50 kW/cyl. 975/ 1000 829/ 850 731/ 750 488/ 500 Speed rpm 500/514 Heat to be dissipated 1j Cooling water cylinder kJ/kWh 350 380 455 565 Charge air cooler; cooling water HT 2 j 960 840 895 460 Charge air cooler; cooling water LT 2j 445 410 484 410 Lube oil cooler + separator 3j 350 400 410 515 Cooling water fuel nozzles 8 - Heat radiation engine L-engine v-engine 110 110 110 110 130 130 155 155 Air data Temperature of charge air after compressor at charge air cooler outlet °C 237 52 211 50 196 49 140 43 Air flow rate kg/kWh 6.93 7.00 7.88 7.76 Charge air pressure (absolutej bar 3.8 3.3 3.1 2.0 Exhaust gas data 4j Mass flow kg/kWh 7.13 7.20 8.08 7.96 Temperature at turbine outlet °C 361 363 364 410 Heat content (190°Cj kJ/kWh 1,300 1,312 1,500 1,875 Permissible exhaust gas back pressure after turbocharger (maximumj mbar < 30 - Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 24 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.10 Load specific values at lSO-conditions - 51/60DF - Diesel mode 975/1000 kW/cyl., 500/514 rpm Table 2-22 Load specific values at lSO-conditions - L+v51/60DF - Diesel mode Tolerances refer to 100% load 1j Tolerance: +10% for rating coolers, -15% for heat recovery 2j The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These figures are calculated for 6L 48/60CR 3j lncluding separator heat (30kJ/kWhj 4j Tolerances: quantity œ5%, temperature œ20°C Reference conditions: lSO Air temperature °C 25 Cooling water temp. before charge air cooler (LT stagej 25 Air pressure bar 1 Relative humidity % 30 Engine output % 100 85 75 50 kW/cyl. 975/ 1000 829/ 850 731/ 750 488/ 500 Speed rpm 500/514 Heat to be dissipated 1j Cooling water cylinder kJ/kWh 315 340 400 530 Charge air cooler; cooling water HT 2 j 845 735 785 350 Charge air cooler; cooling water LT 2j 510 500 462 452 Lube oil cooler + separator 3j 345 400 405 520 Cooling water fuel nozzles 8 - Heat radiation engine L-engine v-engine 140 140 140 140 170 170 200 200 Air data Temperature of charge air after compressor at charge air cooler outlet °C 216 43 192 40 180 38 126 32 Air flow rate kg/kWh 7.24 7.43 8.25 8.07 Charge air pressure (absolutej bar 3.9 3.4 3.2 2.1 Exhaust gas data 4j Mass flow kg/kWh 7.44 7.63 8.45 8.27 Temperature at turbine outlet °C 334 327 333 383 Heat content (190°Cj kJ/kWh 1,130 1,110 1,275 1,690 Permissible exhaust gas back pressure after turbo- charger (maximumj mbar < 30 - Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 25 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.11 Load specific values at tropical conditions - 51/60 DF - Gas mode 975/1000 kW/cyl., 500/514 rpm Table 2-23 Load specific values at tropical conditions - L+v51/60DF - Gas mode Tolerances refer to 100% load 1j Tolerance: +10% for rating coolers, -15% for heat recovery 2j The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These figures are calculated for 6L 48/60CR 3j lncluding separator heat (30KJ/kWhj 4j Tolerances: quantity œ5%, temperature œ20°C Reference conditions: Tropic Air temperature °C 45 Cooling water temp. before charge air cooler (LT stagej 38 Air pressure bar 1 Relative humidity % 50 Engine output % 100 85 75 50 kW/cyl. 975/ 1000 829/ 850 731/ 750 488/ 500 Speed rpm 500/514 Heat to be dissipated 1j Cooling water cylinder kJ/kWh 335 385 395 465 Charge air cooler; cooling water HT 2 j 780 650 570 305 Charge air cooler; cooling water LT 2j 355 325 325 310 Lube oil cooler + separator 3j 320 365 400 520 Cooling water fuel nozzles 8 - Heat radiation engine L-engine v-engine 100 100 100 100 115 115 150 150 Air data Temperature of charge air after compressor at charge air cooler outlet °C 220 52 195 48 180 46 130 44 Air flow rate kg/kWh 6.3 6.2 6.3 6.4 Charge air pressure (absolutej bar 3.5 2.9 2.6 1.8 Exhaust gas data 4j Mass flow kg/kWh 6.5 6.4 6.5 6.6 Temperature at turbine outlet °C 360 375 390 425 Heat content (190°Cj kJ/kWh 1,200 1,300 1,410 1,810 Permissible exhaust gas back pressure after turbocharger (maximumj mbar < 30 - Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 26 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.12 Load specific values at lSO conditions - 51/60 DF - Gas mode 975/1000 kW/cyl., 500/514 rpm Table 2-24 Load specific values at lSO-conditions - L+v51/60DF - Gas mode Tolerances refer to 100% load 1j Tolerance: +10% for rating coolers, -15% for heat recovery 2j The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These figures are calculated for 6L 48/60CR 3j lncluding separator heat (30kJ/kWhj 4j Tolerances: quantity œ5%, temperature œ20°C Reference conditions: lSO Air temperature °C 25 Cooling water temp. before charge air cooler (LT stagej 25 Air pressure bar 1 Relative humidity % 30 Engine output % 100 85 75 50 kW/cyl. 975/ 1000 829/ 850 731/ 750 488/ 500 Speed rpm 500/514 Heat to be dissipated 1j Cooling water cylinder kJ/kWh 345 370 410 520 Charge air cooler; cooling water HT 2 j 580 480 400 330 Charge air cooler; cooling water LT 2j 430 410 380 120 Lube oil cooler + separator 3j 310 360 395 540 Cooling water fuel nozzles 8 - Heat radiation engine L-engine v-engine 130 130 130 130 150 150 180 180 Air data Temperature of charge air after compressor at charge air cooler outlet °C 190 43 170 43 155 43 105 43 Air flow rate kg/kWh 6.20 6.25 6.30 6.25 Charge air pressure (absolutej bar 3.35 2.9 2.6 1.75 Exhaust gas data 4j Mass flow kg/kWh 6.40 6.45 6.50 6.45 Temperature at turbine outlet °C 350 375 390 440 Heat content (190°Cj kJ/kWh 1,120 1,280 1,400 1,760 Permissible exhaust gas back pressure after turbo- charger (maximumj mbar < 30 - Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 27 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.13 Filling volumes and flow resistances Table 2-25 Water and oil volume of engine Table 2-26 Service tanks capacity 1j lnstallation height refers to tank bottom and crankshaft centre line 2j Marine engines with attached lube oil pump 3j Marine engines with free-standing lube oil pump; capacity of the run-down lube oil tank included 4j Required for marine main engine with free-standing lube oil pump only Table 2-27 Flow resistance Water and oil volume of engine No. of cylinders 6 7 8 9 12 14 16 18 Cooling water approx. litres 470 540 615 685 1,250 1,400 1,550 1,700 Lube oil 170 190 220 240 325 380 435 490 Service tanks lnstalla- tion height 1j Minimum effective capacity m m³ No. of cylinders 6 7 8 9 12 14 16 18 Cooling water cylinder 6 ... 9 1.0 1.5 Cooling water fuel nozzles 5 ... 8 0.5 0.75 Lube oil in double bottom 2j in double bottom 3j - - 7.5 11.0 8.5 12.5 10.0 14.5 11.0 16.0 14.5 19.5 17.0 22.5 19.5 25.5 22.0 29.0 Run-down lubrication for engine 4j min. 14 3.5 4.0 4.5 5.0 5.0. 5.5 6.0 7.0 Flow resistance bar Charge air cooler (HT stagej 0.35 per cooler Charge air cooler (LT stagej 0.40 per cooler Cylinder (HT cooling waterj 1.0 Fuel nozzles (HT cooling waterj 1.5 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 28 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.14 Permissible operating pressure Table 2-28 Operating pressure 1j All pressures overpressures Note: Exhaust gas back pressure An increased exhaust gas back pressure (> 30 mbarj raises the temperature level of the engine and will be considered when calculating a re- quired derating by adding 2.5 K to the ambient air temperature for every 10 mbar of the in- creased exhaust gas back pressure after tur- bine. Operating pressures bar 1j min. max. LT cooling water before charge air cooler stage 2 2.0 4.0 HT cooling before cylinders 3.0 4.0 Nozzle cooling water before fuel valves open system closed system 2.0 3.0 4.0 5.0 Fuel oil before injection pumps 4.0 8.0 Natural Gas before GvU inlet 5.0 6.0 Lube oil before engine L = 4.0 v = 5.0 L= 5.0 v = 5.5 Exhaust gas back pressure: after turbocharger 30mbar Negative intake pressure before compressor 20mbar Maximum cylinder pressure 170 Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Status 05/2009 51/60DF lMO Tier ll Page 2 - 29 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.15 Theoretical supply gas pressure required at inlet gas valve unit Figure 2-8 Theoretical supply gas pressure at inlet gas valve unit depending on LHv of fuel gas Note! To avoid reduced dynamic load capacity during dual fuel operation, the required minimum sup- ply gas pressure of 5 barg must not be undercut. A pressure loss of 0.1 bar from GvU outlet to the engine inlet is included in the gas pressure re- quirement indicated in "Figure 2-8, page 2-29". ln case of pressure loss higher then 0.1 bar the minimum required gas pressure must be in- creased accordingly, see also "Chapter 2.1.5.14 Permissible operating pressure, page 2-28". 1 1,5 2 2,5 3 3,5 4 4,5 5 20 30 40 50 60 70 80 90 100 110 Engine output [%] S u p p l y g a s p r e s s u r e [ b a r g ] LHV = 36,000 kJ/m3 (STP) LHV = 28,000 kJ/m3 (STP) Dual-fuel engine and operation 2.1.5 Planning data for emission standard lMO Tier ll Page 2 - 30 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 5 0 1 a M D F . f m S t a n d a r d e m i s s i o n : l M O T i e r l l 2.1.5.16 Admissible supply gas pressure variations Figure 2-9 Maximum allowable supply gas pressure variations (peak to peakj Figure 2-10 Short-time allowable supply gas pressure variations (dynamicj Note! As a standard value the supply gas pressure at GvU inlet must not exceed a pressure variation of œ 0,4 bar/5 sec. Depending on the design of the supply gas system the given guideline value must be reduced. The supply gas pres- sure and the included pressure deviations must be kept in the operating range of 5 to 6 barg. -800 -600 -400 -200 0 200 400 600 800 0 5 10 15 20 25 30 35 40 45 50 55 60 Time [s] P r e s s u r e d i f f e r e n c e [ m b a r ] -400 -320 -240 -160 -80 0 80 160 240 320 400 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Time [s] P r e s s u r e d i f f e r e n c e [ m b a r ] Dual-fuel engine and operation 2.1.6 Emissions Status 06/2007 51/60DF Page 2 - 31 0 2 0 6 - 0 6 0 1 M D F . f m 2.1.6 Emissions 2.1.6.1 Engine noise / intake noise / exhaust gas noise Engine L51/60DF Output 975/1000 kW/cyl., speed = 500/514 rpm Engine noise engine L 51/60DF Sound pressure level Lp max: . . . . . . . . . . . . . approx. ≤ 109 dB(Aj min: . . . . . . . . . . . . . approx. ≥ 104 dB(Aj √ Measuring points A total of 19 measuring points at 1m distance from the engine surface distributed evenly around the engine according to lSO 6798. The noise at the exhaust outlet is not included. √ Octave level diagram ln the octave level diagram below the minimum and maximum octave levels of all measuring points have been linked by graphs. The data will change, depending on the acoustical properties of the environment. Figure 2-11 Octave level diagram L51/60DF - sound pressure level Lp - air borne noise 80 85 90 95 100 105 110 1/1 octave band frequency [Hz] s o u n d p r e s s u r e l e v e l L p [ d B ] r e f : 2 0 µ P a min max min 90 92 93 94 95 95 95 94 91 89 104 max 101 102 104 105 105 104 103 103 100 98 109 16 31.5 63 125 250 500 1000 2000 4000 8000 sum A Dual-fuel engine and operation 2.1.6 Emissions Page 2 - 32 51/60DF Status 06/2007 0 2 0 6 - 0 6 0 1 M D F . f m lntake noise engine L51/60DF Sound power level Lw: approx. ≤ 138 dB(Aj √ Octave level diagram The sound power level Lw of the unsilenced intake noise in the intake pipe is approx. 138 dB(Aj at rated output. The 1/1 octave lev- el of the sound power is shown in the diagram below. This data is required and valid only for ducted air intake systems. The data is not valid if the stand- ard air filter silencer is attached to the turbo- charger. Figure 2-12 Octave level diagram L51/60DF 100 105 110 115 120 125 130 135 140 145 1/1 octave band frequency [Hz] s o u n d p o w e r l e v e l L w [ d B ] r e f : 1 0 e x p - 1 2 W Lw Lw 115 120 117 112 107 108 111 130 135 130 138 16 31.5 63 125 250 500 1000 2000 4000 8000 sum A Dual-fuel engine and operation 2.1.6 Emissions Status 06/2007 51/60DF Page 2 - 33 0 2 0 6 - 0 6 0 1 M D F . f m Exhaust gas noise engine L51/60DF Sound power level Lw: approx. ≤ 141 dB(Aj √ Octave level diagram The sound power level Lw of the unsilenced exhaust noise in the exhaust pipe is approx. 141 dB(Aj at rated output. The octave level of the sound power is shown in the diagram be- low. . Figure 2-13 Octave level diagram L51/60DF - sound power level Lw - unsilenced exhaust noise 125 130 135 140 145 150 155 160 1/1 octave band frequency [Hz] s o u n d p o w e r l e v e l L w [ d B ] r e f : 1 0 e x p - 1 2 W Lw Lw 145 158 150 142 138 136 135 134 132 131 141 16 31.5 63 125 250 500 1000 2000 4000 8000 sum A Dual-fuel engine and operation 2.1.6 Emissions Page 2 - 34 51/60DF Status 06/2007 0 2 0 6 - 0 6 0 1 M D F . f m Engine v51/60DF Output 975/1000 kW/cyl., speed = 500/514 rpm Engine noise engine v51/60DF Sound pressure level Lp max: . . . . . . . . . . . . . approx. ≤ 109 dB(Aj min: . . . . . . . . . . . . . approx. ≥ 104 dB(Aj √ Measuring points A total of 19 measuring points at 1 m distance from the engine surface distributed evenly around the engine according to lSO 6798. The noise at the exhaust outlet is not included. √ Octave level diagram ln the octave level diagram below the minimum and maximum octave levels of all measuring points have been linked by graphs. The data will change, depending on the acoustical properties of the environment. Figure 2-14 Octave level diagram v51/60DF - sound pressure level Lp - air borne noise 80 85 90 95 100 105 110 1/1 octave band frequency [Hz] s o u n d p r e s s u r e l e v e l L p [ d B ] r e f : 2 0 µ P a min max min 90 92 93 94 95 95 95 94 91 89 104 max 101 102 104 105 105 104 103 103 100 98 109 16 31.5 63 125 250 500 1000 2000 4000 8000 sum A Dual-fuel engine and operation 2.1.6 Emissions Status 06/2007 51/60DF Page 2 - 35 0 2 0 6 - 0 6 0 1 M D F . f m lntake noise engine v51/60DF Sound power level Lw: approx. ≤ 138 dB(Aj √ Octave level diagram The sound power level Lw of the unsilenced intake noise in the intake pipe is approx. 138 dB(Aj at rated output. The 1/1 octave lev- el of the sound power is shown in the diagram below. This data is required and valid only for ducted air intake systems. The data is not valid if the stand- ard air filter silencer is attached to the turbo- charger. Figure 2-15 Octave level diagram v51/60DF - sound power level Lw - unsilenced intake noise 100 105 110 115 120 125 130 135 140 145 1/1 octave band frequency [Hz] s o u n d p o w e r l e v e l L w [ d B ] r e f : 1 0 e x p - 1 2 W Lw Lw 115 120 117 112 107 108 111 130 135 130 138 16 31.5 63 125 250 500 1000 2000 4000 8000 sum A Dual-fuel engine and operation 2.1.6 Emissions Page 2 - 36 51/60DF Status 06/2007 0 2 0 6 - 0 6 0 1 M D F . f m Exhaust gas noise engine v51/60DF Sound power level Lw: approx. ≤ 141 dB(Aj √ Octave level diagram The sound power level Lw of the unsilenced exhaust noise in the exhaust pipe is approx. 141 dB(Aj at rated output. The octave level of the sound power is shown in the diagram be- low. . Figure 2-16 Octave level diagram v51/60DF - sound power level Lw - unsilenced exhaust noise 125 130 135 140 145 150 155 160 1/1 octave band frequency [Hz] s o u n d p o w e r l e v e l L w [ d B ] r e f : 1 0 e x p - 1 2 W Lw Lw 141 150 150 142 138 136 135 134 132 131 141 16 31.5 63 125 250 500 1000 2000 4000 8000 sum A Dual-fuel engine and operation 2.1.6 Emissions Status 05/2009 51/60DF lMO Tier ll Page 2 - 37 0 2 0 6 - 0 6 0 2 M D F . f m 2.1.6.2 Exhaust gas emission Engine L+v51/60DF lMO Tier ll 1j Maximum allowable emission value NO x lMO Tier ll 1j Marine engines are warranted to meet the emission limits given by “lnternational Convention for the Prevention of Pol- lution from Ships (MARPOL 73/78j, Revised Annex vl, revised 2008. 2j Cycle values as per lSO 8178-4, operating on lSO 8217 DM grade fuel (marine distillate fuel: MGO or MDOj, contingent to a charge air cooling water temperature of max. 32 °C at 25 °C reference sea water temperature. 3j Maximum allowable NO x emissions for marine Diesel engines according to lMO Tier ll: 130 ≤ n < 2000 → 44 * n -0.23 g/kWh (n = rated engine speed in rpmj 4j Calculated as NO 2 D 2 : test cycle for constant speed aux. engine application E 2 : test cycle for constant speed main prop. application 5j Maximum allowable NOx emission for marine diesel engines according to Class Notation Clean Design from Det Nor- ske veritas: n> 130 rpm-->31,5* n (-0,2j g/kWh+1,4 (n= rated engine speed in rpmj Remark: The certification testing of the engine for compliance wtih the NO x emission limits will be done as single certification or group certification at the testbed. Rated output Rated speed kW/cyl. rpm 975 500 1000 514 NO x 2j 4j lMO Tier ll cycle D2/E2/E3 g/kWh 10.54 3j 10.47 3j Table 2-29 Maximum allowable emission value NOx - engine L+v51/60DF Dual-fuel engine and operation 2.1.6 Emissions Page 2 - 38 51/60DF lMO Tier ll Status 05/2009 0 2 0 6 - 0 6 0 2 M D F . f m Dual-fuel engine and operation 2.1.7 Requirements for power drive connection (staticj Status 05/2009 51/60DF Page 2 - 39 0 2 0 6 - 0 7 0 1 M D F . f m 2.1.7 Requirements for power drive connection (staticj Limit values of masses to be coupled after the engine Evaluation of permissible theoretical bearing loads Engine 51/60DF F 1 = theoretical bearing force at the external engine bearing F 2 = theoretical bearing force at the generator bearing F 3 = flywheel weight F 4 = coupling weight acting on the engine, including reset forces F 5 = rotor weight of the generator a = distance between end of coupling flange and centre of outer crankshaft bearing l = distance between centre of outer crankshaft bearing and generator bearing 1j lnclusive of couples resulting from restoring forces of the coupling Distance between engine seating surface and crankshaft centre line: √ L51/60DF: 700 mm √ v51/60DF: 830 mm Note: Changes may be necessary as a result of the torsional vibration calculation or special service conditions. Figure 2-17 Case A: overhung arrangement Figure 2-18 Case B: rigid coupling M max = F * a = F 3 * x 3 + F 4 * x 4 F 1 = (F 3 * x 2 + F 5 * x 1 j/l Engine Distance a Case A Case B M max = F * a F 1 max mm kNm kN L51/60DF 530 80 1j 140 v51/60DF 560 105 1j 180 Table 2-30 Example calculation case A and B Dual-fuel engine and operation 2.1.7 Requirements for power drive connection (staticj Page 2 - 40 51/60DF Status 05/2009 0 2 0 6 - 0 7 0 1 M D F . f m General remark: Masses which are connected downstream of the engine in the case of an overhung, resp. rigidly coupled, arrangement result in additional crank- shaft bending stress, which is mirrored in a measured web deflection during engine installa- tion. Provided that the limit values for the masses to be coupled downstream of the engine (permissi- ble values for M max and F 1max j are complied with, the permitted web deflections will not be ex- ceeded during assembly. Observing these values ensures a sufficiently long operating time before a realignment of the crankshaft has to be carried out. Dual-fuel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Status 05/2009 51/60DF Page 2 - 41 0 2 0 6 - 0 8 0 1 M D F . f m 2.1.8 Requirements for power drive connection (dynamicj 2.1.8.1 Moments of inertia, flywheels Engine 51/60 DF 975/1000 kW/cyl.; 500/514 rpm Constant speed For flywheels dimensions see "Chapter 2.1.9 Power transmission, page 2-49". Diesel-electric marine plants Engine Moments of inertia Flywheels Continu- ous rating Total moment required J min Cyclic irregular- ity Engine + damper 1j Moments of inertia Mass Required moment of inertia after fly- wheel kW kgm 2 - kgm 2 kgm 2 kg kgm 2 n = 500 rpm 6 L51/60DF 5,850 8,210 580 2,633 3,102 5,324 2,475 7 L51/60DF 6,825 9,580 320 3,412 3,066 8 L51/60DF 7,800 10,950 540 3,737 4,111 9 L51/60DF 8,775 12,310 760 3,565 5,643 12 v51/60DF 11,700 16,420 1,500 4,624 2,935 4,308 8,861 14 v51/60DF 13,650 19,150 4,100 5,196 11,019 16 v51/60DF 15,600 21,890 3,200 5,768 13,187 18 v51/60DF 17,550 24,620 2,000 6,340 15,345 n = 514 rpm 6 L51/60DF 6,000 7,970 610 2,633 3,102 5,524 2,235 7 L51/60DF 7,000 9,300 320 3,412 2,786 8 L51/60DF 8,000 10,620 550 3,737 3,781 9 L51/60DF 9,000 11,950 760 3,565 5,283 12 v51/60DF 12,000 15,930 1,600 4,624 2,935 4,308 8,371 14 v51/60DF 14,000 18,590 4,000 5,196 10,459 16 v51/60DF 16,000 21,240 3,200 5,768 12,537 18 v51/60DF 18,000 23,900 2,000 6,340 14,625 Table 2-31 Moments of inertia / flywheels for Diesel-electric plants - engine 51/60DF Dual-fuel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Page 2 - 42 51/60DF Status 05/2009 0 2 0 6 - 0 8 0 1 M D F . f m Dual-fuel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Status 05/2009 51/60DF Page 2 - 43 0 2 0 4 - 0 8 0 2 M D F . f m 2.1.8.2 Balancing of masses Engine L51/60DF Rotating crank balancy............................100 % Static reduced rotating mass per crank including counterweights and rotating portion of connecting rod (for a crank radius r = 300 mmj . . . . . . +1.3 k Oscillating mass per cylinder . . . . . . 635.5 kg Connecting rod ratio. . . . . . . . . . . . . . . . 0.219 Distance between cylinder centrelines820 mm For engines of type 51/60 DF the external mass forces are equal to zero. M rot is eliminated by means of balancing weights on resiliently mounted engines. Firing order: counted from coupling side 1j lrregular firing order Engine Firing order Residual external couples M rot [kNm| + M osc 1st order [kNm| M osc 2nd order [kNm| Engine speed [rpm| 500 vertical horizontal 6 L51/60DF A 0 0 7 L51/60DF C 87.5 8 L51/60DF B 0 9 L51/60DF B 27.1 27.1 148 Engine speed (rpmj 514 6 L51/60 DF A 0 0 7 L51/60 DF C 92.4 8 L51/60 DF B 0 9 L51/60 DF B 28.6 28.6 156.4 Table 2-32 Residual external couples - engine L 51/60 DF No. of cylinders Firing order Clockwise rotation Counter clockwise rotation 6 L A 1-3-5-6-4-2 1-2-4-6-5-3 7 L C 1j 1-2-4-6-7-5-3 1-3-5-7-6-4-2 8 L B 1-4-7-6-8-5-2-3 1-3-2-5-8-6-7-4 9 L B 1-6-3-2-8-7-4-9-5 1-5-9-4-7-8-2-3-6 Table 2-33 Firing order - engine L51/60DF Dual-fuel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Page 2 - 44 51/60DF Status 05/2009 0 2 0 4 - 0 8 0 2 M D F . f m Balancing of masses Engine v51/60DF Rotating crank balancy..............................99 % Static reduced rotating mass per crank including counterweights and rotating portion of connecting rod (for a crank radius r = 300 mmj. . . . . . +15 kg Oscillating mass per cylinder . . . . . . 635.5 kg Connecting rod ratio . . . . . . . . . . . . . . . .0.219 Distance between cylinder centrelines . . . . . . . . . . . . . . . . . . . . 1,000 mm vee angle . . . . . . . . . . . . . . . . . . . . . . . . . . 50° For engines of type 51/60DF the external mass forces are equal to zero. M rot is eliminated by means of balancing weights on resiliently mounted engines. Firing order: counted from coupling side 1j lrregular firing order Engine Firing order Residual external couples M rot (kNmj M osc 1st order (kNmj M osc 2nd order (kNmj Engine speed (rpmj 500 vertical horizontal vertical horizontal 12 V51/60DF A 0 0 0 14 V51/60DF C 124.3 69.1 16 V51/60DF B 0 18 V51/60DF A 2.4 166.3 36.2 73.0 40.6 Engine speed (rpmj 514 12 v51/60DF A 0 0 0 14 v51/60DF C 131.3 73.0 16 v51/60DF B 0 18 v51/60DF A 2.5 175.7 38.2 77.2 42.9 Table 2-34 Residual external couples - engine v51/60DF No. of cylinders Firing order Clockwise rotation Counter clockwise rotation 12 V A A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2- B2 A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3- B1 14 V C 1j A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5- B5-A3-B3 A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4- B2-A2-B1 16 V B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5- B5-A2-B2-A3-B3 A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6- B7-A7-B4-A4-B1 18 V A A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8- B8-A6-B6-A4-B4-A2-B2 A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9- B7-A7-B5-A5-B3-A3-B1 Table 2-35 Firing order - engine v51/60DF Diesel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Status 10/2008 Page 2 - 45 0 2 0 4 - 0 9 0 1 M A . f m 2.1.8.3 Static torque fluctuation General The static torque fluctuation is the summation - taking into account the correct phase-angles - of the torques acting at all cranks around the crankshaft axis. These torques are created by the gas and mass forces acting at the crankpins, with the crank radius being used as the lever (see examples on the following pagesj. An abso- lutely rigid crankshaft is assumed. The values T max and T min listed in the tables on the follow- ing pages represent a measure for the reaction forces occurring at the foundation of the engine (see the figure belowj. The static values listed in the table undergo in each individual case a dy- namic magnification which is dependent upon the characteristics of the foundation (design and material thicknesses in way of the foundation, type of chockingj. The reaction forces generated by the torque fluctuation are the most important excitations transmitted into the foundation in the case of a rigidly or semi-resiliently mounted engine. Their frequency is dependent upon speed and cylin- der number, and is also listed in the table. ln order to avoid local vibration excitations in the vessel, it must be ensured that the natural fre- quencies of important part structures (e.g. pan- els, bulkheads, tank walls and decks, equipment and its foundation, pipe systemsj have a suffi- cient safety margin (if possible œ30 %j in relation to this main excitation frequency. Figure 2-19 Static torque fluctuation z Number of cylinders L Distance between foundation bolts F D L × z × T max T min – 2 ------------------------------ = Diesel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Page 2 - 46 Status 10/2008 0 2 0 4 - 0 9 0 1 M A . f m Dual-fuel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Status 05/2009 51/60DF Page 2 - 47 0 2 0 4 - 0 9 0 1 M D F . f m Static torque fluctuation and exciting frequencies Engine L51/60DF Example to declare Figure 2-20 Static torque fluctuation - engine L51/60DF Engine Output Speed T n T max T min Main exciting components Order Frequency 1j ±T kW rpm kNm kNm kNm - Hz kNm 6 L51/60DF 5,850 500 111.7 284.2 22.2 3.0 6.0 25.0 50.0 67.6 61.7 7 L51/60DF 6,825 130.3 425.3 -46.6 3.5 7.0 29.2 58.3 211.7 45.5 8 L51/60DF 7,800 149.0 406.9 -3.6 4.0 8.0 33.3 66.7 180.0 34.9 9 L51/60DF 8,775 167.6 416.7 15.9 4.5 9.0 37.5 75.0 176.8 26.4 6 L51/60DF 6,000 514 111.5 271.9 23.7 3.0 6.0 25.7 51.4 58.3 61.7 7 L51/60DF 7,000 130.0 421.0 -46.9 3.5 7.0 30.0 60.0 211.3 45.5 8 L51/60DF 8,000 148.6 401.7 -3.3 4.0 8.0 34.3 68.5 178.7 34.9 9 L51/60DF 9,000 167.2 412.3 15.3 4.5 9.0 38.5 77.1 176.5 26.4 1j Exciting frequency of the main harmonic components. Table 2-36 Static torque fluctuation and exciting frequency - engine L51/60DF Dual-fuel engine and operation 2.1.8 Requirements for power drive connection (dynamicj Page 2 - 48 51/60DF Status 05/2009 0 2 0 4 - 0 9 0 1 M D F . f m Static torque fluctuation and exciting frequencies Engine v51/60DF Example to declare Figure 2-21 Static torque fluctuation - engine v51/60DF Engine Output Speed T n T max T min Main exciting components Order Fre- quency 1j ±T kW rpm kNm kNm kNm rpm Hz kNm 12 v51/60DF 11,700 500 223.5 406.3 100.0 3.0 6.0 25.0 50.0 35.0 106.9 14 v51/60DF 13,650 260.7 418.9 148.0 3.5 7.0 29.2 58.3 18.5 90.6 16 v51/60DF 15,600 297.9 452.4 167.1 4.0 8.0 33.3 66.7 62.5 65.5 18 v51/60DF 17,550 335.2 504.5 161.0 4.5 9.0 37.5 75.0 135.3 37.3 12 v51/60DF 12,000 514 222.9 399.4 94.7 3.0 6.0 25.7 51.4 30.2 106.8 14 v51/60DF 14,000 260.1 415.0 146.6 3.5 7.0 30.0 60.0 18.4 90.6 16 v51/60DF 16,000 297.3 449.8 165.8 4.0 8.0 34.3 68.5 62.1 65.6 18 v51/60DF 18,000 334.4 501.7 159.3 4.5 9.0 38.5 77.1 135.1 37.3 1j Exciting frequency of the main harmonic components. Table 2-37 Static torque fluctuation and exciting frequency - engine v51/60DF Dual-fuel engine and operation 2.1.9 Power transmission Status 05/2009 51/60DF Page 2 - 49 0 2 0 6 - 1 0 0 1 M D F . f m 2.1.9 Power transmission 2.1.9.1 Flywheel arrangement Flywheel with flexible coupling Figure 2-22 Flywheel with flexible coupling No. of cylinders A 1j A 2j E 1j E 2j F min F max No. of through bolts No. of fitted bolts mm 12 V Dimensions will result from clarification of technical details of propulsion drive 12 2 14 v 16 V 18 V 14 1 j Without torsional limit device 2j With torsional limit device Table 2-38 Dimensions - power transmission Dual-fuel engine and operation 2.1.9 Power transmission Page 2 - 50 51/60DF Status 05/2009 0 2 0 6 - 1 0 0 1 M D F . f m Use for project purposes only! Final dimensions of flywheel and flexible cou- pling will result from clarification of technical de- tails of drive and from the result of the torsional vibration calculation. Flywheel diameter must not be changed! Arrangement of flywheel, coupling and generator Figure 2-23 Example: arrangement of flywheel, coupling and generator Engine and operation 2.1.11 Arrangement of attached pumps Status 10/2008 L48/60B, L48/60CR, L51/60G Page 2 - 55 0 2 0 4 - 1 2 0 1 M D . f m 2.1.11 Arrangement of attached pumps Figure 2-24 Attached pumps L48/60B, L48/60CR, L51/60G Figure 2-25 Attached pumps v48/60B, v48/60CR, v51/60G Note! The final arrangement of the L.O. and cooling water pumps will be made due to the inquiry or order. Engine and operation 2.1.11 Arrangement of attached pumps Page 2 - 56 L48/60B, L48/60CR, L51/60G Status 10/2008 0 2 0 4 - 1 2 0 1 M D . f m Diesel engine and operation 2.1.16 Foundation Status 10/2008 Page 2 - 99 0 2 0 4 - 1 3 0 1 M D . f m 2.1.16 Foundation 2.1.16.1 General requirements for engine foundation Plate thicknesses The stated material dimensions are recommen- dations, thicknesses smaller than these should not be allowed. Top plates Before or after having been welded in place, the bearing surfaces should be machined and freed from rolling scale. Surface finish corresponding to Ra 3.2 peak-to-valley roughness in the area of the chocks. The thickness given is the finished size after ma- chining. Downward inclination outwards, not exceeding 0.7 %. Prior to fitting the chocks, clean the bearing sur- faces from dirt and rust that may have formed: After the drilling of the foundation bolt holes, spotface the lower contact face normal to the bolt hole. Foundation girders The distance of the inner girders must be ob- served. We recommend that the distance of the outer girders (only required for larger typesj also be observed. The girders must be aligned exactly above and underneath the tank top. Floor plates No manholes are permitted in the floor plates in the area of the box-shaped foundation. Welding is to be carried out through the manholes in the outer girders. Top plate supporting Provide support in the area of the frames from the nearest girder below. Diesel engine and operation 2.1.16 Foundation Page 2 - 100 Status 10/2008 0 2 0 4 - 1 3 0 1 M D . f m Dual-fuel engine and operation 2.1.16 Foundation Status 05/2005 51/60DF Page 2 - 55 0 2 0 6 - 1 3 0 4 M D F . f m 2.1.11.2 Resilient seating General The engines cause dynamic effects on the foun- dation. These effects are to be attributed to the pulsating forces of reaction due to the irregular torque, and in engines with certain cylinder numbers these effects are attributable to the free forces due to gravity and moments of inertia. ln addition, an internal combustion engine gener- ates structure-borne sound, which is also trans- mitted into the foundation. The direct resilient support makes it possible to keep the foundation practically free from the dy- namic forces, which are generated by every re- ciprocating engine and may have harmful effects on the environment of the engines under adverse conditions. Therefore MAN Diesel offers the resilient mount- ing to increase the comfort. Conical mounting system The conical mounting system is a special design for merchant ships. The mounting system is characterised by natural frequencies of the resiliently supported engine being lower than approx. 18 Hz, so that they are below those of the pulsating disturbing varia- bles. The appropriate design of the resilient support will be selected in accordance with the demands of the customer, i.e. it will be adjusted to the special requirements of each plant. The supporting elements will be connected di- rectly to the engine feet by special brackets. The number, rubber hardness and distribution of the supporting elements depend on √ the weight of the engine √ the centre of gravity of the engine √ the desired natural frequencies Where resilient mounting is applied, the follow- ing has to be taken into consideration when de- signing a Diesel electric plant: 1. Between the resiliently mounted engine and the rigidly mounted gearbox or generator, a flexible coupling with minimum axial and ra- dial elastic forces and large axial and radial displacement capacities must be provided. 2. The pipes to and from the engine must be of highly flexible type. 3. ln order to achieve a good structure-borne- sound isolation, the lower brackets used to connect the supporting elements with the ship's foundation are to be fitted at suffi- ciently rigid points of the foundation. lnflu- ences of the foundation's stiffness on the natural frequencies of the resilient support will not be considered. 4. The yard must specify with which inclination related to the plane keel the engine will be installed in the ship. When calculating the resilient mounting system, it has to be checked whether the desired inclination can be realised without special measures. Addi- tional measures always result in additional costs. Dual-fuel engine and operation 2.1.16 Foundation Page 2 - 56 51/60DF Status 05/2005 0 2 0 6 - 1 3 0 4 M D F . f m Dual-fuel engine and operation 2.1.16 Foundation Status 05/2009 51/60DF Page 2 - 57 0 2 0 6 - 1 3 0 6 M D F . f m 2.1.11.3 Recommended configuration of foundation Conical mountings Figure 2-26 Recommended configuration of foundation v51/60DF - resilient seating Dual-fuel engine and operation 2.1.16 Foundation Page 2 - 58 51/60DF Status 05/2009 0 2 0 6 - 1 3 0 6 M D F . f m Figure 2-27 Recommended configuration of foundation v51/60DF - resilient seating Diesel engine and operation 2.1.11 Foundation Status 05/2008 Page 2 - 59 0 2 0 4 - 1 3 0 8 M A . f m 2.1.11.4 lnstallation of flexible pipe connections for resiliently mounted engines Arrangement of hoses on resiliently mounted engine Flexible pipe connections become necessary to connect resilient mounted engines with external piping systems. They are used to compensate the dynamic movements of the engine in relation to the external piping system. The origin of the dynamic engine movements, their direction and identity, are in principle indicated in "Table 2-39 Simplified trend synopsis of dynamic engine movements. The number of "x" indicates the in- cidence, page 2-59". Table 2-39 Simplified trend synopsis of dynamic engine movements. The number of "x" indicates the incidence Figure 2-28 Coordinate system Main direction of dynamic engine movements Horizontal lateral Horizontal axial vertical Rotation around the axial direction Rotation around the lateral direction Rotation around the vertical direction Y X Z Rx Ry Rz O r i g i n o f d y n a m i c m o v e m e n t s Sea conditions xxxxx xx x xxxxx xx - Engine torque - - - xxx - - vibration during normal operation x x x x x x run out reso- nance xxx - - xxxx x - Sum xxxxxxxxx xxx xx xxxxxxxxxxxxx xxxx x Diesel engine and operation 2.1.11 Foundation Page 2 - 60 Status 05/2008 0 2 0 4 - 1 3 0 8 M A . f m Generally flexible pipes (rubber hoses with steel inlet, metal hoses, PTFE-corrugated hose-lines, rubber bellows with steel inlet, steel bellows, steel compensatorsj are nearly unable to com- pensate twisting movements. Therefore the in- stallation direction of flexible pipes must be vertically (in Z-directionj if ever possible. An in- stallation in horizontal-axial direction (in X-direc- tionj is not permitted; an installation in horizontal-lateral (Y-directionj is not recom- mended. Flange and screw connections Flexible pipes delivered loosely by MAN Diesel are fitted with flange connections, for sizes with DN32 upwards. Smaller sizes are fitted with screw connections. Each flexible pipe is deliv- ered complete with counterflanges or, those smaller than DN32, with weld-on sockets. Arrangement of the external piping system Shipyard's pipe system must be exactly ar- ranged so that the flanges or screw connections do fit without lateral or angular offset. Therefore it is recommended to adjust the final position of the pipe connections after engine alignment is completed. Figure 2-29 Arrangement of pipes in system lnstallation of hoses ln the case of straight-line-vertical installation, a suitable distance between the hose connections has to be chosen, so that the hose is installed with a sag. The hose must not be in tension dur- ing operation. To satisfy correct sag in a straight- line-vertically installed hose, the distance be- tween the hose connections (hose installed, en- gine stoppedj has to be approx. 5 % shorter than the same distance of the unconnected hose (without sagj. ln case it is unavoidable (this is not recommend- edj to connect the hose in lateral-horizontal di- rection (Y-directionj the hose must be installed preferably with a 90° arc. The minimum bending radii, specified in our drawings, are to be ob- served. Never twist the hoses during installation. Turna- ble lapped flanges on the hoses avoid this. Where screw connections are used, steady the hexagon on the hose with a wrench while fitting the nut. Comply with all installation instructions of the hose manufacturer. Depending on the required application rubber hoses with steel inlet, metal hoses or PTFE-cor- rugated hose lines are used. lnstallation of steel compensators Steel compensators are used for hot media, e.g. exhaust gas. They can compensate movements in line and transversal to their centre line, but they are absolutely unable to compensate twist- ing movements. Compensators are very stiff against torsion. For this reason all kind of steel compensators installed on resilient mounted en- gines are to be installed in vertical direction. Diesel engine and operation 2.1.11 Foundation Status 05/2008 Page 2 - 61 0 2 0 4 - 1 3 0 8 M A . f m Note! Exhaust gas compensators are also used to compensate thermal expansion. Therefore ex- haust gas compensators are required for all type of engine mountings, also for semi-resilient or rigid mounted engines. But in these cases the compensators are quite shorter, they are de- signed only to compensate the thermal expan- sions and vibrations, but not other dynamic engine movements. Angular compensator for fuel oil The fuel oil compensator, to be used for resilient mounted engines, can be an angular system composed of three compensators with different characteristics. Please observe the installation instruction indicated on the specific drawing. Supports of pipes The flexible pipe must be installed as near as possible to the engine connection. On the shipside, directly after the flexible pipe, the pipe is to be fixed with a sturdy pipe anchor of higher than normal quality. This anchor must be capable to absorb the reaction forces of the flexible pipe, the hydraulic force of the fluid and the dynamic force Example for the axial force of a compensator to be absorbed by the pipe anchor: √ Hydraulic force = (Cross section area of the compensatorj x (Pressure of the fluid insidej √ Reaction force = (Spring rate of the compensatorj x (Dis- placement of the comp.j √ Axial force = (Hydraulic forcej + (Reaction forcej Additionally a sufficient margin has to be includ- ed to account for pressure peaks and vibrations. Diesel engine and operation 2.1.11 Foundation Page 2 - 62 Status 05/2008 0 2 0 4 - 1 3 0 8 M A . f m Figure 2-30 lnstallation of hoses Dual-fuel engine and operation 2.1.12 Programme for works test Status 10/2007 51/60DF Page 2 - 63 0 2 0 6 - 0 1 0 5 M D F . f m 2.1.12 Programme for works test The following table shows the operating points to be considered during acceptance test run. 1j Two service recordings at an interval of 30 minutes ABS = American Bureau of Shipping DNv = Det Norske veritas GL = Germanischer Lloyd lACS = lnternational Association of Classification Societies Bv = Bureau veritas JG = Japanese government LR = Lloyd's Register of Shipping M = Measurement at a steady state NK = Nippon Kaiji Kyokai RlNa = Registro ltaliano Navale The selection of the measuring points and the measuring method are fixed in accordance with lSO Standard 3046-1 and the specifications of the classification societies. The execution of the test run according to this guideline will be confirmed in writing by the cus- tomer or his representative, by the authorised representative of the classification society and by the person in charge of the tests. After the test run, the components will be in- spected, as far as this is possible without disas- sembly. Only in exceptional cases (e.g. if required by the customer/the classification soci- etyj, will components be dismantled. The work test will be accomplished with natural gase, MGO or MDO. Heavy fuel oil or any kind of gas mixture (e.g. natural gas/propan, natural gas/nitrogenj is not available at the serial test beds. Operating points ABS Bv DNv GL LR RlNa JG (NKj lACS MAN Diesel programme with accept- ance by classi- fication society A l l e n g i n e s Starting attempts Governor test (Diesel and Gas operationj Operational test of the attached safety devices (Diesel and Gas operationj X X X X X X -- X X X X X X X X X X X X X X X X X X X X D i e s e l o p e r a t i o n Continuous rating (MCRj Speed: constant 100 % 1j 110 % 85 % 75 % 50 % 25 % Low speed and/or idling 60' 30' M M M M M 60' 30' M M M M M 30' 30' M M M -- -- 60' 30' M M M M M 60' 30' M M M M M 60' 30' M M M M M 20' (60'j 20' (30'j M 20' (30'j 20' (30'j 20' (30'j -- 60' 30-45' -- M M M M 60' 30' 30' 30' 30' 30' 30' G a s o p e r a t i o n 100 % 1j 110 % 85 % 75 % 50 % 25 % 60' 30' -- M M M 60' 30' -- M M M 30' 30' M M 3j M -- 60' 30' -- M M M 60' 30' -- M M M 60' 30' -- M M M 20' (60'j 20' (30'j -- 20' (30'j 20' (30'j 20' (30'j 60' 30-45' -- M M M 60' 30' 30' 30' 30' 30' Dual-fuel engine and operation 2.1.12 Programme for works test Page 2 - 64 51/60DF Status 10/2007 0 2 0 6 - 0 1 0 5 M D F . f m Dual-fuel engine and operation 2.2.1 Diesel electric operation Status 05/2009 51/60DF lMO Tier ll Page 2 - 65 0 2 0 1 - 0 3 0 6 P _ S d f . f m 2.2 Dual-fuel engines -general rules 2.2.1 Diesel electric operation 2.2.1.1 Starting conditions and load application for Diesel-electric plants ln multiple-engine plants with genset-operation and load regulation by a power management system, the availability of engines not in opera- tion is an important aspect. The following data and conditions are of rele- vance: √ Engine start-up time until synchronization √ "Black-start" capability (with restriction of the plantj √ Load application times Requirements on engine and plant installation for "Stand-by Operation" capability Engine √ Attached lube oil pump Plant √ Prelubrication pump with low pressure before engine (0.3 bar < p oil before engine < 0.6 barj Remark: Oil pressure > 0.3 bar to be ensured also for lube oil temperature up to 80 °C. √ Preheating HT cooling water system (60 - 90 °Cj √ Preheating lube oil system (> 40 °Cj √ Power management system with supervision of stand-by times engines Requirements on engine and plant installation for "Black-Start" capability Engine √ Attached lube oil pump √ Attached HT cooling water pump recom- mended √ Attached LT cooling water pump recom- mended √ Attached fuel oil supply pump recommended (if applicablej Plant √ Prelubrication pump with low pressure before engine (0.3 bar < p oil before engine < 0.6 barj Remark: Oil pressure > 0.3 bar to be ensured also for lube oil temperature up to 80 °C √ Equipment to ensure fuel oil pressure of > 0.6 bar for engines with conventional injec- tion system and > 3.0 bar for CR-System Remark: E.g. air driven fuel oil supply tank or fuel oil serv- ice tank at sufficient height or pressurized fuel oil tank , if no fuel oil supply pump to engine is attached. Dual-fuel engine and operation 2.2.1 Diesel electric operation Page 2 - 66 51/60DF lMO Tier ll Status 05/2009 0 2 0 1 - 0 3 0 6 P _ S d f . f m Engine Starting Conditions After Black-Out or Dead Ship ("Black Start"j From Stand-By Mode After Stand-Still ("Normal Start"j Start up time until load application < 1 minute < 1 minute > 2 minutes General remarks Engine start-up only within √ 1 h after stop of engine that has been in operation √ 1h after end of stand-by mode. Note: ln case of "Dead Ship" condition a main engine has to be put back to service within max. 30 min. according to lACS UR M61. Maximum stand-by time 7 days Supervised by power manage- ment system plant. (For longer stand-by periods in special cases contact MAN Die- sel SE.j Stand-by mode only possible after engine has been started with normal starting procedure and has been in operation. Required engine conditions Start-blocking active No No Start-blocking of engine leads to withdraw of stand-by operation. No Slow turn No No Yes Preheated and primed No, if engine was previously in operation or stand-by as per general remarks above. For other engines see require- ments in other columns. Yes Yes Required system conditions Lube oil system Prelubrication period No, if engine was previously in operation or stand-by as per general remarks above. For other engines see require- ments in other columns. Permanent Permanent Prelubrication pres- sure before engine p oil before engine 100 % of full load output √ Full-load: 100 % of full load output √ Part-load: < 100 % of full load output √ Low-load: < 25 % of full load output Correlations The ideal operating conditions for the engine prevail under even loading at 60% to 90% of the full-load output. Engine control and rating of all systems are based on the full-load output. ln the idling mode or during low-load engine op- eration, combustion in the cylinders is not ideal. Operation on liquid fuel may cause deposits in the combustion chamber, which result in a high- er soot emission and an increase of cylinder contamination. Moreover, in low-load operation and during ma- noeuvring of ships, the HT-cooling water tem- peratures cannot be regulated at an optimum for all load conditions. Operation on heavy fuel oil According to "Figure 2-36, page 2-76", the en- gine must, after a phase of low-load operation, be operated at high load (>70% of full load out- putj for a certain time. Because of the aforemen- tioned reasons, low-load operation < 20 % of full load output on heavy fuel oil is subject to cer- tain limitations. According to "Figure 2-36, page 2-76", the engine must, after a phase of low- load operation, either be switched over to Diesel operation or be operated at high load (> 70 % of full load outputj for a certain period of time in or- der to reduce the deposits in the cylinder and exhaust gas turbocharger again. ln case the engine is to be operated at low-load for a period exceeding that shown in "Figure 2- 36, page 2-76", the engine is to be switched over to Diesel oil operation beforehand. Please, note that after 500 h continuous heavy fuel oil operation at low-loads in the range of 20 % to 25 % MCR a new running in of the en- gine is required. Diesel mode operation For low-load operation on Diesel fuel oil, the fol- lowing rules apply: √ The minimum constant load in Diesel mode is 15 % MCR. A continuous operation below 15 % of full load is to be avoided. Note: Should it be absolutely necessary, MAN Diesel SE has to be consulted for special arrangements (e.g. the use of low-load injection nozzlesj. √ A no-load operation (= absolute idlingj, espe- cially at nominal speed (generator operationj is only permitted for a maximum period of 1...2 hours. √ No limitations are required for loads above 15 % of full load, as long as the specified op- erating data of the engine will not be exceed- ed. Operation in Gas mode For low-load operation in Gas mode, the follow- ing rules apply: √ The minimum constant load in Gas mode is 15% MCR. A continous operation below 15% of full load is to be avoided. Operation in the gas mode below 15 % of full load is subject to following restrictions: - operation below 15 % MCR down to 7 % MCR is allowed for up to 24 h - operation below 7 % MCR is allowed for up to 30 min - idling at 0 % MCR is allowed for up to 30 min Time periods are not to be added. Upon reaching the time limit engine has to be oper- ated at > 25 % MCR for minimum 1 h. Dual-fuel engine and operation Page 2 - 76 51/60DF Status 05/2009 0 2 0 1 - 0 1 0 4 P D F . f m No limitations are required for loads above 15 % of full load, as long as the specified operating data of the engine will not be exceeded. Figure 2-36 Time limits for low-load operation on heavy fuel oil (on the leftj, duration of “relieving operation“(on the rightj P Full load output [%| t Operating period [h| Explanations √ New running in needed after > 500 h hours low-load operation (see"Chapter 2.2.1.8 En- gine running-in, page 2-83"j Note! Acceleration time from low-load to 70 % of full- load output in no less than 15 minutes. Example Line a: At 10 % of full-load output, HFO operation is permissible for maximum 19 hours or 40 hours in MGO/MDO-operation, then switch over to Diesel fuel oil. Line b: Operate the engine for approx. 1.2 hours at not less than 70 % of full-load output to burn away the deposits that have formed. Subsequently, part-load operation on heavy fuel oil can be con- tinued. Status 10/2008 Page 2 - 47 0 2 0 1 - 0 3 0 2 M A . f m Engine and operation 2.1.4 Diesel electric operation 2.1.8.4 Available outputs dependent on frequency deviations General Generating sets, which are integrated in an elec- tricity supply system, are subjected to the fre- quency fluctuations of the mains. Depending on the severity of the frequency fluctuations, output and operation respectively have to be restricted. Frequency adjustment range According to DlN lSO 8528-5: 1997-11, operat- ing limits of > 2.5 % are specified for the lower and upper frequency adjustment range. Operating range Depending on the prevailing local ambient con- ditions, a certain maximum continuous rating will be available. ln the output/speed and frequency diagrams, a range has specifically been marked with “No continuous operation allowed in this area". Op- eration in this range is only permissible for a short period of time, i.e. for less than 2 minutes. ln special cases, a continuous rating is permis- sible if the standard frequency is exceeded by more than 3 %. Limiting parameters Max. torque - ln case the frequency decreases, the available output is limited by the maximum permissible torque of the generating set. Max. speed for continuous rating - An increase in frequency, resulting in a speed that is higher than the maximum speed admissible for contin- uous operation, is only permissible for a short period of time, i.e. for less than 2 minutes. For engine-specific information see "Chapter 2.1.3 Outputs, speeds, page 2-9" of the specific engine. Overload Overload > 100 % may only be run for a short time for recovery and preventing a frequency drop in case of load application. Figure 2-12 Available output at 100% load Page 2 - 48 Status 10/2008 0 2 0 1 - 0 3 0 2 M A . f m Engine and operation 2.1.4 Diesel electric operation Dual-fuel engine and operation 2.2.1.4 Low-load operation Status 05/2005 51/60DF Page 2 - 79 0 2 0 1 - 0 3 0 8 M D F . f m 2.2.1.6 Diesel-electric operation of vessels - failure of one engine Diesel-electric operation of vessels means par- allel operation of engine units with the genera- tors forming a closed system. When planning a marine installation, the possi- ble failure of one engine must be allowed. ln or- der to avoid possible overloading of the remaining engines, the electric load must be re- duced. We therefore generally advise equipping Diesel- electric marine installations with a power man- agement system. This ensures that the engines can be operated in the maximum output range and, in case one unit fails, the propulsive output is reduced or unimportant users are switched off by the power management in order to avoid an electric system black-out due to underfrequen- cy alarm. lt is up to the ship…s operator to decide, which consumers are disconnected from the supply under what operating conditions or which of them are given priority. Diesel mode With regard to contamination and soot behav- iour during low-load operation, the chosen load reserve achieved by the number of engines run- ning in the system should not be too high (i.e. several engines running on low loadj. Load application in case one engine fails ln case one engine fails while running at sea, its output has to be made up by the engines re- maining in the system and/or the loading has to be decreased by reducing the propulsive output and/or by switching off other electric consum- ers. The immediate load transfer to one engine does not always correspond with the load reserves this particular engine still has available. This de- pends on the base load that the engine is being run at in the respective moment. The permissible load applications for such a case can be derived from the "Figure 2-38, page 2-79". Figure 2-38 Load application depending on base load Dual-fuel engine and operation 2.2.1.4 Low-load operation Page 2 - 80 51/60DF Status 05/2005 0 2 0 1 - 0 3 0 8 M D F . f m The maximum engine output as a function of the number of engines running in a system, which will not result into a total output reduction of the multi-engine plant in case one unit fails, can be derived from the following "Table 2-41 Load ap- plication in case one engine fails, page 2-80". Table 2-41 Load application in case one engine fails Gas mode ln gas mode operation it has to be ensured that, in case one engine fails, the power management reduce the propulsive power and the electrical consumers respectively so as to ensure that the maximum load application stated in "Chapter 2.1.4.3 Load reduction, page 2-21" is not ex- ceeded. No. of engines running in the system 3 4 5 6 7 8 9 10 Utilisation of engines’ capacity during system operation in (%) of P max 60 75 80 83 86 87.5 89 90 Status 10/2008 Page 2 - 45 0 2 0 1 - 0 3 1 0 M A . f m Diesel engine and operation 2.1.8 Diesel electric operation 2.1.8.3 Generator - reverse power protection Demand for reverse power protection Generators of an electrical power output > 50 kvA running in parallel operation have to be equipped with a reverse power protection (re- quirement of classification societiesj. Definition of reverse power lf a generator, which is connected to a combus- tion engine, is no longer driven by this engine but is supplied with propulsive power by the connected net and is, therefore, working as an electrical engine, this is called reverse power. Examples for possible reverse power √ The combustion engine does no longer drive the generator, which is connected to the mains, e.g., because of lack of fuel. √ Stopping of the combustion engine with the generator, which is connected to the mains. √ On ships with electrical traction motor, the propeller drives the electrical traction motor, the electrical traction motor drives the gener- ator, the generator drives the combustion en- gine. √ Sudden frequency increase, e.g. because of a load decrease in an isolated net --> if the combustion engine is operated at low load (e.g. just after synchronisingj Adjusting the reverse power protection relay Adjusting value for reverse power protection re- lay: maximum 3 % P nominal On vessels with electric traction motor and "Crash stop" requirements (shifting the manoeu- vring lever from Forward to Full Reversej, special arrangements for the adjustment value of the re- verse power relay are to be made, which are only valid in the event of a "crash stop" manoeuvre. Time lags For activation of the reverse power protection relay, time lags of approximately 5 to 10 seconds have to be fixed. Maximum time for reverse power √ lf a reverse power higher than the adjusted value for the reverse power protection relay occurs, the generator switch has to open im- mediately after the time lag elapsed. √ Reverse power below the adjusted value for the reverse power protection relay for periods exceeding 30 seconds is not permitted. Page 2 - 46 Status 10/2008 0 2 0 1 - 0 3 1 0 M A . f m Diesel engine and operation 2.1.8 Diesel electric operation Dual-fuel engine and operation 2.2.1.4 Low-load operation Status 05/2009 51/60DF Page 2 - 83 0 2 0 1 - 0 3 0 3 M D F . f m 2.2.1.8 Engine running-in Preconditions Engines must be run in √ during commissioning at site if, after the test run, pistons or bearings were removed for in- spection and/or if the engine was partly or completely disassembled for transport, √ on installation of new running gear compo- nents, e.g. cylinder liners, piston rings, main bearings, big-end bearings and piston pin bearings, √ on installation of used bearing shells, √ after an extended low-load operation (> 500 operating hoursj. Supplementary information Adjustment required Surface irregularities on the piston rings and the cylinder liner running surface are smoothed out during the running-in process. The process is ended when the first piston ring forms a perfect seal towards the combustion chamber, i.e. the first piston ring exhibits an even running surface around its entire circumference. lf the engine is subjected to a higher load before this occurs, the hot exhaust gases will pass between the pis- ton rings and the cylinder liner running surface. The film of oil will be destroyed at these loca- tions. The consequence will be material destruc- tion (e.g. burn marksj on the running surfaces of the rings and the cylinder liner and increased wear and high oil consumption during subse- quent operation. The duration of the running-in period is influ- enced by a number of factors, including the con- dition of the surface of piston rings and the cylinder liner, the quality of the fuel and lube oil and the loading and speed of the engine. The running-in periods shown in "Figure 2-39, page 2-85", respectively are therefore for guidance only. Operating media Fuel Diesel oil or gas oil can be used for the running- in process. The fuel used must satisfy the quality requirements (see "Chapter 3.5 Quality of Diesel Fuel (MGO, MDOj, page 3-23"j and be appropri- ate for the installed fuel system layout. Lubricating oil The lubricating oil to be used while running in the engine must satisfy the quality requirements (see "Chapter 3.1 Quality of lube oil (SAE40j for the engine 51/60DF, page 3-3"j in accordance with the applied fuel. Attention! The lube oil system is to be purged before filling it for the first time (see MAN Diesel Work Card 000.03j. Running-in the engine Cylinder lubrication During the entire running-in process, the cylin- der lubrication is to be switched to the “Run- ning-in" mode. This is done at the control cabinet and/or the operator's panel and causes the cylinder lubrication to be activated over the entire load range already when the engine is started. The increased oil supply has a favoura- ble effect on the running-in of the piston rings and pistons. After completion of the running-in process, the cylinder lubrication is to be switched back to “Normal Mode". Dual-fuel engine and operation 2.2.1.4 Low-load operation Page 2 - 84 51/60DF Status 05/2009 0 2 0 1 - 0 3 0 3 M D F . f m Checks During running-in, the bearing temperature and crankcase are to be checked √ for the first time after 10 minutes of operation at minimum speed, √ again after operational output levels have been reached. The bearing temperatures (camshaft bearings, big-end and main bearingsj are to be measured and compared with those of the neighbouring bearings. For this purpose, an electric tracer- type thermometer can be used as measuring device. At 85 % load and on reaching operational out- put levels, the operating data (firing pressures, exhaust gas temperatures, charge air pressure, etc.j are to be checked and compared with the acceptance record. Running-in during commissioning at site Four-stroke engines are, with a few exceptions, always subject to a test run in the manufactur- er's works, so that the engine has been run in, as a rule. Nevertheless, repeated running is re- quired after assembly at the final place of instal- lation if pistons or bearings were removed for inspection after the test run or if the engine was partly or completely disassembled for transpor- tation. Running-in after installation of new running gear components ln case cylinder liners, pistons and/or piston rings are replaced on the occasion of overhaul work, the engine has to be run in again. Run- ning-in is also required if the rings have been re- placed on one piston only. Running-in is to be carried out according to "Figure 2-39, page 2-85" and/or the pertinent explanations. The cylinder liner requires rehoning according to MAN Diesel Work Card 050.05 unless it is re- placed. A portable honing device can be ob- tained from one of our service bases. Running-in after refitting used or installing new bearing shells (main bearing, big-end and piston pin bearingsj lf used bearing shells were refitted or new bear- ing shells installed, the respective bearings will have to be run in. The running-in period should be 3 to 5 hours, applying load in stages. The re- marks in the previous paragraphs, especially un- der "Checks", as well as "Figure 2-39, page 2-85" , resp., are to be observed. ldling at high speed over an extended period is to be avoided, wherever possible. Running-in after low-load operation Continuous operation in the low-load range may result in heavy internal contamination of the en- gine. Combustion residues from the fuel and lu- bricating oil may deposit on the top-land ring of the piston, in the ring grooves and possibly also in the inlet ducts. Besides, the charge air and ex- haust piping, the charge air cooler, the turbo- charger and the exhaust gas boiler may become oily. Since the piston rings will also have adapted themselves to the cylinder liner according to the loads they have been subjected to, accelerating the engine too quickly will result in increased wear and possibly cause other types of engine damage (piston ring blow-by, piston seizurej. After prolonged low-load operation (≥ 500 oper- ation hoursj, the engine should therefore be run in again, starting from the output level, at which it has been operated, in accordance with "Figure 2-39, page 2-85" Please also refer to the notes in "Chapter 2.2.1.4 Low-load operation, page 2-75". Note! For additional information, the after-sales serv- ice department of MAN Diesel or of the licensee will be at your disposal. Dual-fuel engine and operation 2.2.1.4 Low-load operation Status 05/2009 51/60DF Page 2 - 85 0 2 0 1 - 0 3 0 3 M D F . f m A Engine speed n M B Engine output (specified rangej D Running-in period in [h| E Engine speed and output in [%| Figure 2-39 Standard running-in programme for constant speed of the 51/60DF engine type Dual-fuel engine and operation 2.2.1.4 Low-load operation Page 2 - 86 51/60DF Status 05/2009 0 2 0 1 - 0 3 0 3 M D F . f m Dual-fuel engine and operation 2.2.1.4 Low-load operation Status 06/2005 51/60DF Page 2 - 87 0 2 0 1 - 0 1 1 2 M D F . f m 2.2.1.9 Torsional vibrations Data required for torsional vibration calculation MAN Diesel calculates the torsional vibrations behaviour for each individual engine plant of their supply to determine the location and sever- ity of resonance points. lf necessary, appropri- ate measures will be taken to avoid excessive stresses due to torsional vibration. These inves- tigations cover the ideal normal operation of the engine (all cylinders are firing equallyj as well as the simulated emergency operation (misfiring of the cylinder exerting the greatest influence on vibrations, acting against compressionj. Be- sides the natural frequencies and the modes also the dynamic response will be calculated, normally under consideration of the 1 st to 24 th harmonic of the gas and mass forces of the en- gine. lf necessary, a torsional vibration calculation will be worked out which can be submitted for ap- proval to a classification society or a legal au- thority. To carry out the torsional vibration calculation following particulars and/or documents are re- quired. General √ Type of propulsion (genset, Diesel-electricj √ Definition of the operating modes √ Maximum power consumption of the individ- ual working machines Engine √ Rated output, rated speed √ Kind of engine load √ Kind of mounting of the engine (can influence the determination of the flexible couplingj Flexible coupling √ Make, size and type √ Rated torque (Nmj √ Possible application factor √ Maximum speed (rpmj √ Permissible maximum torque for passing through resonance (Nmj √ Permissible shock torque for short-term loads (Nmj √ Permanently permissible alternating torque (Nmj including influencing factors (frequency, temperature, mean torquej √ Permanently permissible power loss (Wj in- cluding influencing factors (frequency, tem- peraturej √ Dynamic torsional stiffness (Nm/radj includ- ing influencing factors (load, frequency, tem- peraturej, if applicable √ Relative damping (ψj including influencing factors (load, frequency, temperaturej, if ap- plicable √ Moment of inertia (kgm²j for all parts of the coupling √ Dynamic stiffness in radial, axial and angular direction √ Permissible relative motions in radial, axial and angular direction, permanent and maxi- mum Alternator for Diesel-electric plants √ Drawing of the alternator shaft with all lengths and diameters √ Aternatively, torsional stiffness (Nm/radj √ Moment of inertia of the parts mounted to the shaft (kgm²j √ Electrical output (kvAj including power factor cosj and efficiency √ Or mechanical output (kWj Dual-fuel engine and operation 2.2.1.4 Low-load operation Page 2 - 88 51/60DF Status 06/2005 0 2 0 1 - 0 1 1 2 M D F . f m √ Complex synchronizing coefficients for idling and full load in dependence on frequency, reference torque √ lsland or parallel mode √ Load profile (e.g. load stepsj √ Frequency fluctuation of the net Dual-fuel engine and operation 2.2.1.4 Low-load operation Status 10/2005 51/60DF Page 2 - 89 0 2 0 1 - 0 1 1 1 M D F . f m 2.2.1.10 Earthing measures on Diesel engines and bearing insulation on generators General The use of electrical equipment on Diesel en- gines requires precautions to be taken for pro- tection against shock current and for equipotential bonding. These not only serve as shock protection but also for functional protec- tion of electric and electronic devices (EMC pro- tection, device protection in case of welding, etc.j. Figure 2-40 Earthing connection on engine Earthing connections on the engine Threaded bores M12, 20 mm deep, marked with the earthing symbol have been provided in the engine foot on both ends of the engines. lt has to be ensured that earthing is carried out immediately after engine set-up! (lf this cannot be accomplished any other way, at least provi- sional earthing is to be effected right at the be- ginning.j Measures to be taken on the generator Because of slight magnetic unbalances and ring excitations, shaft voltages, i.e. voltages be- tween the two shaft ends, are generated in elec- trical machines. ln the case of considerable values (e.g. > 0.3 vj, there is the risk that bearing damage occurs due to current transfers. For this reason, at least the bearing that is not located on the drive end is insulated on generators approx. >1MW. For verification, the voltage available at the shaft (shaft voltagej is measured while the generator is running and excited. With proper in- sulation, a voltage can be measured. ln order to protect the prime mover and to divert electro- static charging, an earthing brush is often fitted on the coupling side. Observation of the required measures is the generator manufacturer's responsibility. Consequences of inadequate bearing insulation on the generator, and insulation check ln case the bearing insulation is inadequate, e.g., if the bearing insulation was short-circuit by a measuring lead (PT100, vibration sensorj, leakage currents may occur, which result in the destruction of the bearings. One possibility to check the insulation with the machine at stand- still (prior to coupling the generator to the en- gine; this, however, is only possible in the case of single-bearing generatorsj would be to raise the generator rotor (insulated, in the cranej on the coupling side, and to measure the insulation by means of the Megger test against earth (in this connection, the max. voltage permitted by the generator manufacturer is to be observed!j. lf the shaft voltage of the generator at rated speed and rated voltage is known (e.g. from the test record of the generator acceptance testj, it is also possible to carry out a comparative measurement. Dual-fuel engine and operation 2.2.1.4 Low-load operation Page 2 - 90 51/60DF Status 10/2005 0 2 0 1 - 0 1 1 1 M D F . f m lf the measured shaft voltage is lower than the result of the “earlier measurement" (test recordj, the generator manufacturer should be consult- ed. Earthing conductor The nominal cross section of the earthing con- ductor (equipotential bonding conductorj has to be selected in accordance with DlN vDE 0100, part 540 (up to 1000 vj or DlN vDE 0141 (in ex- cess of 1 Kvj. Generally, the following applies: The protective conductor to be assigned to the largest main conductor is to be taken as a basis for sizing the cross sections of the equipotential bonding conductors. Flexible conductors have to be used for the con- nection of resiliently mounted engines. Execution of earthing On vessels, earthing must be done by the ship- yard during assembly on board. Earthing strips are not included in the MAN Die- sel scope of supply. Additional information regarding the use of welding equipment ln order to prevent damage on electrical compo- nents, it is imperative to earth welding equip- ment close to the welding area, i.e., the distance between the welding electrode and the earthing connection should not exceed 10 m. Note: For further information please refer to our bro- chure Safety concept of MAN Diesel dual-fuel engine. Dual-fuel engine and operation 2.3.1 SaCoSone system overview Status 09/2007 51/60DF Page 2 - 91 0 2 0 3 - 1 0 0 1 M D F . f m 2.3 Engine automation 2.3.1 SaCoS one system overview Figure 2-41 SaCoS one system overview The monitoring and safety system SaCoS one is responsible for complete engine operation, con- trol, alarming and safety. All sensors and opera- ting devices are wired to the engine-attached units. The interface to the plant is done by means of an lnterface Cabinet. During engine installation, only the bus connec- tions, the power supply and safety-related sig- nal cables between the control unit, injection unit and the lnterface/Auxiliary Cabinet are to be laid, as well as connections to external modules, electrical motors on the engine and parts on site. 1 Control Unit 2 lnjection Unit 3 System Bus 4 Local Operating Panel 5 lnterface Cabinet 6 Auxiliary Cabinet 7 Remote Operating Panel (optionalj Dual-fuel engine and operation 2.3.1 SaCoSone system overview Page 2 - 92 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 1 M D F . f m The SaCoS one design is based on highly reliable and approved components as well as modules specially designed for installation on medium speed engines. The used components are har- monized to an homogenous system. The system is tested and para-meterised in the factory. SaCoS one Control Unit The Control Unit is attached to the engine cu- shioned against vibration. lt includes two identi- cal, highly integrated control modules: one for safety functions and the other one for engine control and alarming. The modules work independently of each other and collect engine measuring data by means of separate sensors. Figure 2-42 SaCoS one Control unit SaCoS one lnjection Unit The lnjection Unit is attached to the engine cu- shioned against vibration. lt includes two identi- cal, highly integrated injection modules. The lnjection Modules are responsible for speed control, pilot fuel control and the actuation of the gas injection valves. lnjection Module l is used for L-engines. At v-en- gines it is used for bank A. lnjection Module ll is used for bank B (only used for v-enginesj. Figure 2-43 SaCoS one lnjection unit Dual-fuel engine and operation 2.3.1 SaCoSone system overview Status 09/2007 51/60DF Page 2 - 93 0 2 0 3 - 1 0 0 1 M D F . f m SaCoS one System Bus The SaCoS one system bus connects all system modules. This redundant field bus system pro- vides the basis of data exchange between the modules and allows the takeover of redundant measuring values from other modules in case of a sensor failure. SaCoS one is connected to the plant by the gate- way module. This module is equipped with de- central input and output channels, as well as different interfaces for connection to the plant/ ship automation, the remote operating panel and the online service. Figure 2-44 SaCoS one System Bus Dual-fuel engine and operation 2.3.1 SaCoSone system overview Page 2 - 94 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 1 M D F . f m Local Operating Panel The engine is equipped with a Local Operating Panel cushioned against vibration. This panel is equipped with a TFT display for visualisation of all engine operating and measuring data. At the Local Operating Panel the engine can be fully operated. Additional hardwired switches are available for relevant functions. Propulsion engines are equipped with a backup display (as shown on top of the Local Operating Panelj. Generator engines are not equipped with this backup display. Figure 2-45 Local Operating Panel lnterface Cabinet The lnterface Cabinet is the interface between the engine electronics and the plant control. lt is the central connecting point for 24 v DC power supply to the engine from the plant/vessel's power distribution. Besides, it connects the engine safety and con- trol system with the power management, the propulsion control system and other periphery parts. The supply of the SaCoS one subsystems is done by the lnterface Cabinet. Figure 2-46 lnterface Cabinet Auxiliary Cabinet The auxiliary cabinet is the central connection for the 400 v AC power supply to the engine from the plant/vessel's power distribution. lt in- cludes the starters for the engine-attached cyl- inder lube oil pump(sj, the temperature control valves and the electric high-pressure fuel pump for pilot injection, as well as the driver unit for the fuel rack actuator. Dual-fuel engine and operation 2.3.1 SaCoSone system overview Status 09/2007 51/60DF Page 2 - 95 0 2 0 3 - 1 0 0 1 M D F . f m Figure 2-47 Auxiliary Cabinet Gas valve Control Unit The Gas valve Control Unit is a special exten- sion for operation of the gas valve unit by Sa- CoS one . lt is connected to the lnterface Cabinet by one supply and one field bus cable and pre- vents the yard from complicated cable works on separated cable trays. The unit is to be installed in a non-hazardous area outside the gas valve unit room. Remote Operating Panel (optionalj The Remote Operating Panel serves for engine operation from a control room. The Remote Op- erating Panel has the same functions as the Lo- cal Operating Panel. From this operating device it is possible to transfer the engine operation functions to a su- perior automatic system (propulsion control sys- tem, power managementj. ln plants with integrated automation systems, this panel can be replaced by lAS. The panel can be delivered as loose supply for installation in the control room desk or integrat- ed in the front door of the lnterface Cabinet. Figure 2-48 Remote Operating Panel (optionalj Dual-fuel engine and operation 2.3.1 SaCoSone system overview Page 2 - 96 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 1 M D F . f m Dual-fuel engine and operation 2.3.2 Power Supply and Distribution Status 09/2007 51/60DF Page 2 - 97 0 2 0 3 - 1 0 0 2 M D F . f m 2.3.2 Power Supply and Distribution The plant has to provide electric power for the automation and monitoring system. ln general, an uninterrupted 24 v DC power supply is re- quired for SaCoS one . For the supply of the electronic backup fuel ac- tuator an uninterrupted 230 v AC distribution must be provided. Figure 2-49 Supply diagramm Dual-fuel engine and operation 2.3.2 Power Supply and Distribution Page 2 - 98 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 2 M D F . f m Dual-fuel engine and operation 2.3.3 Operation Status 09/2007 51/60DF Page 2 - 99 0 2 0 3 - 1 0 0 3 M D F . f m 2.3.3 Operation Control Station Changeover The engine operation and control can be done from both operating panels. A selection and ac- tivation of the control stations is possible at the local operating panel. The operating rights can be handed over from the Remote Operating Panel to the External Operating Panel or to an external automation system. Therefore a hand- shake is necessary. For applications with inte- grated automation systems (lASj the functionality of the remote operating panel can be taken over by the lAS. Figure 2-50 Control station changeover On the screen displays all the measuring points acquired by means of SaCoS one can be shown in clearly arranged drawings and figures. lt is not necessary to install additional speed indicators. Speed setting ln case of operating from one of the SaCoS one panels, the engine speed setting is carried out manually by a decrease/increase switch button. lf the operation is controlled by an external sys- tem, the speed setting can be done either by means of binary contacts (e.g. for synchronisa- tionj or by an active 4-20 mA analogue signal. The signal type for this is to be defined in the project planning period. Dual-fuel engine and operation 2.3.3 Operation Page 2 - 100 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 3 M D F . f m Operating modes For generator applications: √ Droop (5-percent speed increase between nominal load and no loadj √ lsochronous load sharing For propulsion applications: √ Fixed speed (generator modej √ variable speed (combinator modej √ Master-Slave operation (two engines at- tached to one gearboxj The operating mode is pre-selected via the SaCoS one interface and has to be defined dur- ing the application period. Details regarding special operating modes on request. Fuel modes The desired operating mode can be selected via the operating panels or the interfaces to the ex- ternal control. Switching-over to gas operating mode can be effected when the required operating conditions are met. Switching-over from gas mode to Diesel mode can be selected by the operator or is automati- cally induced by SaCoS one if a relevant parame- ter exceeds the admissible range. Back-up operation cannot be selected manually, but is activated automatically if a disturbance occurs in the pilot fuel oil system. Table 2-42 Fuel modes Gas mode ln gas mode, the fuel-mixture is generated for each cylinder separately. This happens directly in the cylinder head. The required amount of pi- lot fuel oil is provided by a Common Rail system and is directly injected by electromagnetic valves. Diesel mode ln Diesel mode, the main fuel supply is realised by a conventional injection system. The amount of fuel is controlled by the speed governor via an electric actuator. The Common Rail system, which normally sup- plies the engine with the required amount of pilot fuel oil in gas mode, is also active in Diesel mode. Backup Mode Diesel Mode Gas Mode Gas fuel system Not active Not active Active Pilot fuel oil system Not active Active Active Main Diesel system Active Active Not active Dual-fuel engine and operation 2.3.3 Operation Status 09/2007 51/60DF Page 2 - 101 0 2 0 3 - 1 0 0 3 M D F . f m Backup Operation Backup operation is active in case of a Common Rail pilot fuel oil system failure. During backup operation, only the conventional main Diesel oil system is active. Availability of Fuel modes Table 2-43 Available fuel modes Backup Mode Diesel Mode Gas Mode Normal operation Not Available Available Available Gas pre-alarm Available Available Not Available GvU failure Available Available Not Available Gas supply failure Available Available Not Available Pilot oil system failure Available Not Available Not Available Dual-fuel engine and operation 2.3.3 Operation Page 2 - 102 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 3 M D F . f m Dual-fuel engine and operation 2.3.4 Functionality Status 09/2007 51/60DF Page 2 - 103 0 2 0 3 - 1 0 0 4 M D F . f m 2.3.4 Functionality Safety functions The safety system monitors all operating data of the engine and initiates the required actions, i.e. load reduction or engine shut-down, in case any limit values are exceeded. The safety system is separated into Control Module and Gateway Module. The Control Module supervises the en- gine, while the Gateway Module examines all functions relevant for the security of the con- nected plant components. The system is designed to ensure that all func- tions are achieved in accordance with the clas- sification societies' requirements for marine main engines. The safety system directly influences the emer- gency shut-down, the speed control, the gas valve control unit and the auxiliary cabinet. lt is possible to import additional shutdowns and blockings of external systems in SaCoS one . Load reduction After the exceeding of certain parameters the classification societies demand a load reduction to 60%. The safety system supervises these pa- rameters and requests a load reduction, if nec- essary. The load reduction has to be carried out by an external system (lAS, PMS, PCSj. For safety reasons, SaCoS one will not reduce the load by itself. Auto shutdown Auto shutdown is an engine shutdown initiated by the automatic supervision of either engine in- ternal parameters or above mentioned external control systems. Emergency stop Emergency stop is an engine shutdown initiated by an operator's manual action, like pressing an emergency stop button. Engine shutdown lf an engine shutdown is triggered by the safety system, the shutdown signal is carried out by activating the emergency stop valve and by a pneumatic shut-off of the common rail pilot fuel, the block-and-bleed gas valves and the conven- tional fuel pumps. At the same time the emergency stop is trig- gered, SaCoS one requests to open the generator switch. Overspeed protection The engine speed is monitored in both control modules independently. ln case of overspeed each control module actuates the shutdown de- vice via a separate hardware channel. Override Only during operation in Diesel mode safety ac- tions can be suppressed by the override func- tion. ln gas mode, if override is selected, an automatic changeover to Diesel mode will be performed. The override has to be selected be- fore a safety action is actuated. The scope of pa- rameters prepared for override is different and depends on the chosen classification society. The availability of the override function depends on the application. Alarming The alarm function of SaCoS one supervises all necessary parameters and generates alarms to indicate discrepancies when required. The alarm functions are likewise separated into Control Module and Gateway Module. ln the Gateway module the supervision of the connected exter- nal systems takes place. The alarm functions are processed in an area completely independent of the safety system area in the Gateway Module. Dual-fuel engine and operation 2.3.4 Functionality Page 2 - 104 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 4 M D F . f m Self-monitoring SaCoS one carries out independent self-monitor- ing functions. Thus, for example, the connected sensors are checked constantly for function and wire break. ln case of a fault, SaCoS one reports the occurred malfunctions in single system components via system alarms. Speed control The engine speed control is realised by software functions of the control module/alarm and the injection modules. Engine speed and crankshaft turn angle indication is carried out by means of redundant pick ups at the gear drive. Load distribution - multi engine and master slave plants With electronic governors, the load distribution is carried out by speed droop, isochronously by loadsharing lines or by master/slave operation. Load limit curves √ Start fuel limiter √ Charge-air pressure dependent fuel limiter √ Torque limiter √ Jump-rate limiter Remarks ln case of controllable pitch propeller (CPPj units with combinator mode the combinator curves must be sent to MAN Diesel for assess- ment in the design stage. lf load control systems of the CPP-supplier are used, the load control curve is to be sent to MAN Diesel, in order to check whether it is below the load limit curve of the engine. Control SaCoS one controls all engine-internal functions, as well as external components, for example: Start/stop sequences - Request of lube oil and cooling water pumps. - Monitoring of the prelubrication and post- cooling period. - Monitoring of the acceleration period. Fuel changeover - Release of the gas operating mode - Control of the switch-over from one fuel type to another. - Fuel injection flow is controlled by the speed governor. Control station switch-over Switch-over from local operation in the engine room to remote control from the engine control room. Knock control For the purpose of knock recognition, a special evaluation unit is fitted to the engine and con- nected to the engine control via the CAN bus. Air-fuel ratio control For air-fuel ratio control, part of the charge air is rerouted via a bypass flap. The exhaust gas temperature upstream of the turbine, as well as characteristic fields stored in the engine control, are used for control purposes. The air-fuel ratio control is only active in gas operating mode. ln Diesel operating mode, the flap remains closed. Control of the gas valve unit The gas pressure at the engine inlet is specified by the engine control and regulated by the gas valve unit. The main gas valves are activated by the engine control system. Prior to every engine start and switch-over to the gas operating mode respectively, the block-and-bleed valves are checked for tightness (see also chapter "fuel oil system"j. Dual-fuel engine and operation 2.3.4 Functionality Status 09/2007 51/60DF Page 2 - 105 0 2 0 3 - 1 0 0 4 M D F . f m Figure 2-51 Schematic drawing of engine control External control functions: - Electrical lubricating oil pump - Electrical driven HT cooling water pump - Electrical driven LT cooling water pump - Nozzle cooling water module - HT preheating unit - Clutches The scope of control functions depends on plant configuration and must be coordinated during the project engineering phase. Dual-fuel engine and operation 2.3.4 Functionality Page 2 - 106 51/60DF Status 09/2007 0 2 0 3 - 1 0 0 4 M D F . f m Starters For engine-attached pumps and motors the starters are installed in the auxiliary cabinet. Starters for external pumps and consumers are not included in the SaCoS one scope of supply generally. Media Temperature Control various media flows must be controlled to en- sure trouble-free engine operation. The temperature controllers are available as software functions inside the gateway module of SaCoS one . The temperature controllers are oper- ated by the displays at the operating panels as far as it is necessary. From the lnterface Cabinet the relays actuate the control valves. - The cylinder cooling water (HTj tempera- ture control is equipped with perform- ance-related feed forward control, in order to guarantee the best control accuracy possible (please refer also "Chapter 6.3.1 Cooling water system, page 6-35"j. - The low temperature (LTj cooling water temperature control works similarly to the HT cooling water temperature control and can be used if the LT cooling water system is designed as one individual cooling wa- ter system per engine. ln case several engines are operated with a combined LT cooling water system, it is necessary to use an external temperature controller. This external controller must be mounted on the engine control room desk and is to be wired to the temperature control valve (please refer also "Chapter 6.3.1 Cooling water system, page 6-35"j. - The charge-air temperature control is de- signed identically with the HT cooling wa- ter temperature control. The cooling water quantity in the LT part of the charge-air cooler is regulated by the charge air temperature control valve (please refer also "Chapter 6.3.1 Cooling water system, page 6-35"j. - The design of the lube oil temperature control depends on the engine type. lt is designed either as a thermostatic valve (wax-cartridge typej or as an electric driv- en control valve with electronic control similar to the HT temperature controller. Please refer also "Chapter 6.2 Lube oil system, page 6-5"j. Dual-fuel engine and operation 2.3.5 lnterfaces Status 09/2007 51/60DF Page 2 - 107 0 2 0 3 - 1 0 0 5 M D F . f m 2.3.5 lnterfaces Data Bus lnterface (Machinery Alarm Systemj Figure 2-52 Data Bus lnterfaces This interface serves for data exchange to ship alarm systems or integrated automation sys- tems (lASj. The interface is actuated with MODBUS proto- col and is available as: - Ethernet interface (MODBUS over TCPj (cable length 60 Flash point Abel-Pensky in closed crucible lSO 1523 ≥ 60 - Distillation range up to 350 °C Vol. % lSO 3405 ≥ 85 - Water content lSO 3733 ≤ 0.05 < 0.3 Total content of sediments weight % lSO 10307-1 0.01 0.10 Sulphur content lSO 8754 lSO 14596 ≤ 1.5 < 2.0 Ash content lSO 6245 ≤ 0.01 ≤ 0.01 Carbon residue (MCRj lSO 10370 ≤ 0.10 < 0.30 Cetane index - lSO 4264 ≥ 40 > 35 Copper-strip test lSO 2160 ≥ 1 < 1 vanadium content mg/kg DlN 51790T2 lSO 14597 - 0 Content of aluminium and silicon lSO 10478 0 visual inspection - 2j Other specifications: British Standard BS MA 100 -1987 Class M1 Class M2 ASTM D 975 1D/2D 2D ASTM D 396 No. 2 Table 3-20 Diesel Oil - key properties to be adhered to Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Status 10/2008 Page 3 - 31 0 3 0 2 - 0 3 0 1 A A . f m 3.8 Quality of Heavy Fuel Oil (HFOj Prerequisites MAN Diesel four-stroke engines can be operat- ed on any crude-oil based heavy fuel oil meeting the requirements listed in "Table 3-21 Fuel oil specifications and associated characteristic val- ues, page 3-33", provided the engine and the fuel treatment plant are designed accordingly. ln order to ensure a well-balanced relation be- tween the costs for fuel, spare parts and mainte- nance and repair work, we recommend bearing in mind the following points. Heavy fuel oil (HFOj Provenance/refining process The quality of the heavy fuel oil is largely deter- mined by the crude oil grade (provenancej and the refining process applied. This is the reason why heavy fuel oils of the same viscosity may differ considerably, depending on the bunker places. Heavy fuel oil normally is a mixture of residue oil and distillates. The components of the mixture usually come from state-of-the-art refining processes such as visbreaker or catalyt- ic cracking plants. These processes may have a negative effect on the stability of the fuel and on its ignition and combustion properties. ln the es- sence, these factors also influence the heavy fuel oil treatment and the operating results of the engine. Bunker places where heavy fuel oil grades of standardised quality are offered should be given preference. lf fuels are supplied by independent traders, it is to be made sure that these, too, keep to the international specifications. The re- sponsibility for the choice of appropriate fuels rests with the engine operator. Specifications Fuels that can be used in an engine have to meet specifications to ensure a suitable quality. The limiting values for a heavy fuel oil are listed in "Table 3-21 Fuel oil specifications and associat- ed characteristic values, page 3-33". Please note the entries in the last column of "Ta- ble 3-21 Fuel oil specifications and associated characteristic values, page 3-33", because they provide important background information. Several international specifications for heavy fuel oils are existing. The most important speci- fications are lSO 8217-2005 and ClMAC-2003. These two specifications are more or less equiv- alent. " 3j A sulphur limit of 1,5 % mm will apply in SOx Emission Control Areas designated by the lMO Tier l, when its relevant Protocol comes into force. There may be local variations., page 3-34" shows the specifications ClMAC-2003. All qualities of these specifications up to K700 can be used provided the fuel treatment system is designed for these fuel grades e.g. fuels with a maximum density of 1,010 kg/m 3 can only be used with modern separation. lmportant Fuel oil characteristics as stated in analysis re- sults - even if they meet the above mentioned requirements - may be not sufficient for estimat- ing the combustion properties and the stability of the fuel oil. This means that service results de- pend on oil properties which cannot be known beforehand. This especially applies to the ten- dency of the oil to form deposits in the combus- tion chamber injection system, gas passages and turbines. lt may, therefore, be necessary to rule out some oils that cause difficulties. Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Page 3 - 32 Status 10/2008 0 3 0 2 - 0 3 0 1 A A . f m Blends The admixing of engine oils (ULO : used lube oilj, of non-mineral oil constituents (such as coal oilj and of residual products from chemical or other processes (such as solvents, polymers or chem- ical wastej is not permitted. The reasons are, for example: the abrasive and corrosive effects, the adverse combustion properties, a poor compat- ibility with mineral oils and, last but not least, the negative environmental effects. The order letter for the fuel should expressly mention what is prohibited, as this constraint has not yet been incorporated in the commonly applied fuel spec- ifications. The admixing of engine oils (ULO: used lube oilj to the fuel involves a substantial danger be- cause the lube oil additives have an emulsifying effect and keep dirt, water and catfines finely suspended. Therefore, they impede or preclude the necessary cleaning of the fuel. We ourselves and others have made the experience that se- vere damage induced by wear may occur to the engine and turbocharger components as a re- sult. A fuel shall be considered to be free of used lube oil (ULOj if one or more of the elements Zn, P and Zn are below the specific limits (Zn: 15 ppm; P: 15 ppm; Ca: 30 ppmj. The admixing of chemical waste materials (such as solventsj to the fuel is for reasons of environ- mental protection prohibited by resolution of the lMO Tier l Marine Environment Protection Com- mittee of 1st January 1992. Leaked oil collectors Leaked oil collectors into which leaked oil and residue pipes as well as overflow pipes of the lube oil system, in particular, must not have any connection to fuel tanks. Leaked oil collectors should empty into sludge tanks. Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Status 10/2008 Page 3 - 33 0 3 0 2 - 0 3 0 1 A A . f m Fuel-system related characteristic values viscosity (at 50°Cj mm 2 /s (cStj max. 700 "viscosity/injection vis- cosity, page 3-35" viscosity (at 100°Cj max. 55 "viscosity/injection vis- cosity, page 3-35" Density (at 15°Cj g/ml max. 1.010 "Heavy fuel oil treatment, page 3-35" Flash point °C min. 60 "Flash point (ASTM D 93j, page 3-37" Pour point (summerj max. 30 "Low temperature behav- iour (ASTM D 97j, page 3-37", and "Pump ability, page 3-38" Pour point (winterj max. 30 "Low temperature behav- iour (ASTM D 97j, page 3-37", and "Pump ability, page 3-38" Engine-related characteristic values Carbon residues (Conradonj % wt. max. 22 "Combustion properties, page 3-38" Sulphur 5 4.5 in marine operation "Sulphuric acid corrosion, page 3-40" Ash 0.20 "Heavy fuel oil treatment, page 3-35" vanadium mg/kg 600 "Heavy fuel oil treatment, page 3-35" Water % vol. 1 "Heavy fuel oil treatment, page 3-35" Sediment (potentialj % wt. 0.1 Supplementary characteristic values Aluminium and silicon mg/kg max. 80 "Heavy fuel oil treatment, page 3-35" Asphalts % wt. 2/3 of carbon residues (Conradsonj "Combustion properties, page 3-38" Sodium mg/kg Sodium< 1/3 vanadium, sodium< 100 "Heavy fuel oil treatment, page 3-35" Cetane number of low-viscosity constituent minimum 35 "lgnition quality, page 3-38" Fuel free of admixtures not based on mineral oil, such as coal oils or vegetable oils; free of tar oil and lubricating oil (used oilj, free of any chemical waste and of sol- vents or polymers Table 3-21 Fuel oil specifications and associated characteristic values Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Page 3 - 34 Status 10/2008 0 3 0 2 - 0 3 0 1 A A . f m 1j 1 mm 2 /s = 1 cSt 2j Fuels with density close to the maximum, but with very low viscosity, may exhibit poor ignition quality. 3 j A sulphur limit of 1,5 % mm will apply in SOx Emission Control Areas designated by the lMO Tier l, when its relevant Protocol comes into force. There may be local variations. Table 3-22 ClMAC Recommendations for residual fuels for diesel engines (as bunkeredj T e s t m e t h o d r e f e r e n c e l S O 3 6 7 5 o r l S O 1 2 1 8 5 l S O 3 1 0 4 l S O 3 1 0 4 l S O 2 7 1 9 l S O 3 0 1 6 l S O 3 0 1 6 l S O 1 0 3 7 0 l S O 6 2 4 5 l S O 3 7 3 3 l S O 1 4 5 9 6 o r l S O 8 7 5 4 l S O 1 4 5 9 6 o r l P 5 0 1 l S O 1 0 3 0 7 - 2 l S O 1 0 4 7 8 l P 5 0 1 o r l P 4 7 0 l P 5 0 1 o r l P 5 0 0 l P 5 0 1 o r l P 4 7 0 C l M A C K 7 0 0 1 , 0 1 0 . 0 7 0 0 . 0 - 6 0 3 0 3 0 2 2 0 . 1 5 0 . 5 4 . 5 6 0 0 0 . 1 0 8 0 T h e f u e l s h a l l b e f r e e o f U L O . A f u e l s h a l l b e c o n s i d e r e d t o b e f r e e o f U L O i f o n e o r e m o r e o f t h e e l e m e n t s l Z i n c , P h o s p h o r u s a n d C a l c i u m a r e b e l o w o r a t t h e s p e c i f i e d l i m i t s . A l l t h r e e e l e m e n t s m u s t e x c e e d t h e s a m e l i m i t s b e f o r e a f u e l s h a l l b e d e e m e d t o c o n t a i n U L O . 1 5 1 5 3 0 C l M A C H 7 0 0 9 9 1 . 0 C l M A C K 3 8 0 1 , 0 1 0 . 0 3 8 0 . 0 - 6 0 3 0 3 0 2 2 0 . 1 5 0 . 5 4 . 5 0 6 0 0 0 . 1 0 8 0 C l M A C H 3 8 0 9 9 1 . 0 C l M A C G 3 8 0 1 8 3 0 0 C l M A C F 1 8 0 9 9 1 . 0 1 8 0 . 0 - 6 0 3 0 3 0 2 0 0 . 1 5 0 . 5 4 . 5 0 5 0 0 0 . 1 0 8 0 C l M A C E 1 8 0 1 5 0 . 1 0 2 0 0 C l M A C D 8 0 9 8 0 . 0 8 0 . 0 - 6 0 3 0 3 0 1 4 0 . 1 0 0 . 5 4 . 0 0 3 5 0 0 . 1 0 8 0 C l M A C B 3 0 9 7 5 . 0 3 0 . 0 6 0 2 4 2 4 1 0 0 . 1 0 0 . 5 3 . 5 1 5 0 0 . 1 0 8 0 C l M A C A 3 0 9 6 0 . 0 2 2 . 0 0 6 L i m i t m a x . m a x . m i n . 2 j m a x . m a x . m a x . m a x . m a x . m a x . m a x . m a x . m a x . m a x . - - - U n i t k g / m 3 m m 2 / s 1 j ° C ° C % ( m / m j % ( m / m j % ( v / v j % ( m / m j m g / k g % ( m / m j m g / k g m g / k g m g / k g m g / k g C h a r a c t e r i s t i c s D e n s i t y a t 1 5 ° C K i n e m a t i c v i s c o s i t y a t 5 0 ° C F l a s h p o i n t P o u r p o i n t ( u p p e r j - w i n t e r q u a l i t y - s u m m e r q u a l i t y - C a r b o n r e s i d u e A s h W a t e r S u l f u r 3 j v a n a d i u m T o t a l s e d i m e n t p o t e n t i a l A l u m i n i u m p l u s s i l i c o n U s e d l u b r i c a t i n g o i l ( U L O j Z i n c P h o s p h o r u s C a l c i u m Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Status 10/2008 Page 3 - 35 0 3 0 2 - 0 3 0 1 A A . f m Supplementary remarks The following remarks are thought to outline the relations between heavy fuel oil grade, heavy fuel oil treatment, engine operation and operat- ing results. Selection of heavy fuel oil Economic operation on heavy fuel oil with the limit values specified in "Table 3-21 Fuel oil specifications and associated characteristic val- ues, page 3-33", is possible under normal serv- ice conditions, with properly working systems and regular maintenance. Otherwise, if these re- quirements are not met, shorter TBO's (times between overhaulj, higher wear rates and a higher demand in spare parts must be expected. Alternatively, the necessary maintenance inter- vals and the operating results expected deter- mine the decision as to which heavy fuel oil grade should be used. lt is known that as viscosity increases, the price advantage decreases more and more. lt is there- fore not always economical to use the highest viscosity heavy fuel oil, which in numerous cas- es means the lower quality grades. Heavy fuel oils lSO-RM A/B 30 or ClMAC A/B 30 ensure reliable operation of older engines, which were not designed for the heavy fuel oils that are currently available on the market. lSO-RMA 30 or ClMAC A30 with a low pour point should be preferred in cases where the bunker system cannot be heated. viscosity/injection viscosity Heavy fuel oils if having a higher viscosity may be of lower quality. The maximum permissible viscosity depends on the existing preheating equipment and the separator rating (through- putj. The specified injection viscosity of 12-14 mm 2 /s (for GenSets 16/24, 21/31, 23/30H, 27/38 and 28/32H: 12 - 18 cStj and/or fuel oil temperature upstream of the engine should be adhered to. Only then will an appropriate atomisation and proper mixing, and hence a low-residue com- bustion be possible. Besides, mechanical over- loading of the injection system will be prevented. The specified injection viscosity and/or the nec- essary fuel oil temperature upstream of the en- gine can be seen from the viscosity/temperature diagram. Heavy fuel oil treatment Trouble-free engine operation depends, to a large extent, on the care which is given to heavy fuel oil treatment. Particular care should be tak- en that inorganic, foreign particles with their strong abrasive effect (catalyst residues, rust, sandj are effectively separated. lt has shown in practice that with the aluminium and silicon content > 15 mg/kg abrasive wear in the engine strongly increases. The viscosity and density will influence the cleaning effect, which has to be taken into con- sideration when designing and setting the clean- ing equipment. √ Settling tank The heavy fuel oil is precleaned in the settling tank. This precleaning is all the more effective the longer the fuel remains in the tank and the lower the viscosity of the heavy fuel oil is (maximum preheating temperature 75 °C to prevent formation of asphalt in the heavy fuel oilj. One settling tank will generally be suffi- cient for heavy fuel oil viscosity below 380 mm 2 /s at 50 °C. lf the concentration of foreign matter in the heavy fuel oil is exces- sive, or if a grade according to lSO-F-RM, G/ H/K380 or H/K700 is preferred, two settling tanks will be required, each of which must be adequately rated to ensure trouble-free set- tling within a period of not less than 24 hours. Prior to separating the content into the serv- ice tank, the water and sludge have to be drained from the settling tank. √ Separators A centrifugal separator is a suitable device for extracting material of higher specific gravity, such as water, foreign particles and sludge. The separators must be of the self-cleaning Quality requirements of operating supplies 3.8 Quality of Heavy Fuel Oil (HFOj Page 3 - 36 Status 10/2008 0 3 0 2 - 0 3 0 1 A A . f m type (i.e. with automatically induced cleaning intervalsj. Separators of the new generation are to be used exclusively; they are fully efficient over a large density range without requiring any switchover, and are capable of separating water up to a heavy fuel oil density of 1.01g/ml at 15°C. "Table 3-23 Obtainable contents of foreign matter and water (after seperationj, page 3-36", shows the demands made on the sep- arator. These limit values which the manufac- turers of these separators take as a basis and which they also guarantee. The manufacturer' specifications have to be adhered to in order to achieve an optimum cleaning effect. Layout of the separators is to be in accord- ance with the latest recommendations of the separator manufacturers, Alfa Laval and Westfalia. ln particular, the density and vis- cosity of the heavy fuel oil are to be taken into consideration. Consulting MAN Diesel is re- quired if other makes of separators come up for discussion. lf the cleaning treatment prescribed by MAN Diesel is applied, and if the correct separa- tors are selected, it can be expected that the results given in "Table 3-23 Obtainable con- tents of foreign matter and water (after seper- ationj, page 3-36", for water and inorganic foreign particles in the heavy fuel oil are reached at the entry into the engine. The results obtained in practical operation re- veal that adherence to these values helps to particularly keep abrasive wear in the injec- tion system and in the engine within accept- able limits. Besides, optimal lube oil treatment must be ensured. Marine and stationary appli- cation: connected in parallel 1 separator for 100 % throughput 1 separator (standbyj for 100 % throughput Figure 3-1 Heavy fuel oil cleaning/separator arrangement Definition Particle size Quantity lnorganic foreign particles incl. catalyst residues 1 bar (= engine load > approx. 50%j Guiding values for the number of Jet Assist manoeuvres dependent on application Table 6-18 Jet Assist manoeuvres and dependent on application Application No. of manoeuvres per hour / Average duration No. of manoeuvres, which take place in rapid succession, if necessary Diesel-electric marine drive approx. 10 times, 5 sec approx. 5 times Auxiliary engines approx. 3 times, 5 sec approx. 3 times Ships with frequent load changes (e.g. ferriesj 1j approx. 10 times, 5 sec approx. 5 times 1j Adaptation required in special cases Engine related service systems 6.5.2 Starting air vessels, compressors Page 6 - 84 51/60DF Status 03/2007 0 6 0 5 - 0 2 0 1 M D F . f m Engine related service systems 6.6 Exhaust gas system Status 06/2005 51/60DF Page 6 - 85 0 6 0 7 - 0 1 0 1 M D F . f m 6.6 Exhaust gas system 6.6.1 General informations Layout As the flow resistance in the exhaust system has a very large influence on the fuel consumption and the thermal load of the engine, the total flow resistance of the exhaust gas system must not exceed 30 mbar. The pipe diameter to be selected depends on the engine output, the exhaust gas flow, the length and arrangement of the piping as well as the number of bends. Sharp bends result in very high flow resistance and should therefore be avoided. lf necessary, pipe bends must be pro- vided with cascades. We recommend a gas velocity not higher than 40 m/s in the exhaust pipes as guideline. For the installation of exhaust gas systems in dual-fuel engines plants, in ships and offshore applications, several rules and requirements from lMO Tier l, classification societies, port and other authorities have to be applied. For each in- dividual plant the design of the exhaust gas sys- tem has to be approved by one ore more of the above mentioned parties. The design of the exhaust gas system of dual- fuel engines has to ensure that unburned gas fuel cannot gather anywhere in the system. This case may occur, if the exhaust gas contains un- burned gas fuel due to incomplete combustion or other malfunctions. The exhaust gas system shall be designed and build sloping upwards in order to avoid forma- tions of gas fuel pockets in the system. Only very short horizontal lengths of exhaust gas pipe can be allowed. ln addition the design of other main compo- nents, like exhaust gas boiler and silencer, has to ensure that no accumulation of gas fuel can occur inside. For the exhaust gas system in particular this re- flects to following design details: √ Design requirements for the exhaust system installation √ lnstallation of adequate purging device √ lnstallation of explosion venting devices (rup- ture discs, or similarj Note: For further information please refer to our bro- chure "Safety concept of MAN Diesel dual-fuel engine" lnstallation When installing the exhaust system, the follow- ing points must be observed: √ The exhaust pipes of two or more engines must not be joined. √ The exhaust pipes must be able to expand. According to the requirements of the exhaust gas system a sufficient number of expansion joints are to be installed. The first expansion joint to be provided for this purpose is to be mounted downstream of the turbine outlet as near as possible to the turbine outlet. Directly downstream of this first expansion joint the exhaust gas pipe has to be fixed with suitable sturdy supports. Movements and forces from the exhaust gas pipe must not be transferred to this first ex- pansion joint and finally in the casing of the turbine. Expansion joints for exhaust gas (metal expansion jointsj are not able to com- pensate twisting (torsionalj movements. For resilient mounted engines the installation of the compensator should be vertical or lateral or in between, but not in parallel to the crank- shaft center line. √ The exhaust piping should be elastically hung or supported by means of dampers in order Engine related service systems 6.6 Exhaust gas system Page 6 - 86 51/60DF Status 06/2005 0 6 0 7 - 0 1 0 1 M D F . f m to keep the transmission of sound to other parts of the ship to a minimum. √ The exhaust piping is to be provided with wa- ter drains, which are to be kept constantly open for draining the condensation water or possible leak water from boilers. √ During commissioning and maintenance work, checking of the exhaust gas counter pressure by means of a temporarily connect- ed measuring device may become neces- sary. For this purpose, a measuring socket is to be provided approx. 1-2 m after the ex- haust gas outlet of the turbocharger at an easily acceptance place. Usual pressure measuring devices require a measuring sock- et size of 1/2". This measuring socket is to be provided as to ensure utilization without any damage to the exhaust gas pipe insulation. Engine related service systems 6.6 Exhaust gas system Status 06/2005 51/60DF Page 6 - 87 0 6 0 7 - 0 1 0 1 M D F . f m 6.6.2 Components and assemblies Exhaust gas silencer Mode of operation The silencer operates on the absorption princi- ple so it is effective in a wide frequency band. The flow path, which runs through the silencer in a straight line, ensures optimum noise reduction with minimum flow resistance. The silencer must be equipped with a spark arrester. lnstallation lf possible, the silencer should be installed to- wards the end of the exhaust line. A vertical in- stallation situation is to be preferred in order to avoid formations of gas fuel pockets in the si- lencer. The cleaning ports of the spark arrestor are to be easily accessible. Exhaust gas boiler lnstallation of a waste heat economiser to use the waste heat for heating purpose to generate steam. lnsulation The exhaust gas system (from outlet of turbo- charger, boiler, silencer to the outlet stackj is to be insulated to reduce the external surface tem- perature to the required level. The relevant pro- visions concerning accident prevention and those of the classification societies must be ob- served. Normally a surface temperature of not more than 60 °C is requested. The insulation is also required to avoid tempera- tures below the dew point on the interior side. ln case of insufficient insulation intensified corro- sion and soot deposits on the interior surface are the consequence. During fast load changes, such deposits might flake off and be entrained by exhaust in the form of soot flakes. The rectangular flange connection on the turbo- charger outlet and the adjacent round flanges of the adaptor shall be covered with insulating col- lars as well. lnsulation and covering of the compensator may not restrict its free movement. Explosion venting devices / rupture disc The external exhaust gas system of a dual-fuel engine installation is to be equipped with explo- sion venting devices (rupture discs, or similarj to relief the excess pressure in case of explosion. The number and location of explosion venting devices is to be approved by the classification societies. Purging device / fan The external exhaust gas system of DF-engine installations is to be equipped with a purging de- vice to ventilate the exhaust system after an en- gine stop or emergency shut down. The design and the capacity of the ventilation system is to be approved by the classification societies. Safety concept For further information please refer to our bro- chure "Safety concept of MAN Diesel dual-fuel engine" Engine related service systems 6.6 Exhaust gas system Page 6 - 88 51/60DF Status 06/2005 0 6 0 7 - 0 1 0 1 M D F . f m 6.6.3 Example for ducting arrangement Figure 6-28 Example: Exhaust gas ducting arrangement Page 7 - 1 K a p i t e l t i t e l 7 M . f m 7 Auxiliary modules and system components Page 7 - 2 K a p i t e l t i t e l 7 M . f m Auxiliary modules and system components 7.1.1 Nozzle cooling water module Status 11/2008 32/40, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Page 7 - 3 0 7 0 6 - 0 1 0 1 M A . f m 7.1 Auxiliary modules 7.1.1 Nozzle cooling water module Figure 7-1 Example : Compact nozzle cooling water module Auxiliary modules and system components 7.1.2 Preheating module Page 7 - 4 32/40, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Status 11/2008 0 7 0 6 - 0 1 0 1 M A . f m 7.1.2 Preheating module Figure 7-2 Example : Compact preheating cooling water module Auxiliary modules and system components 7.2.1 Lube oil automatic filter Status 11/2008 32/40, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Page 7 - 5 0 7 0 6 - 0 1 0 1 M A . f m 7.2 System components 7.2.1 Lube oil automatic filter Figure 7-3 Example : Lube oil automatic filter Auxiliary modules and system components 7.2.2 Lube oil double filter Page 7 - 6 32/40, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Status 11/2008 0 7 0 6 - 0 1 0 1 M A . f m 7.2.2 Lube oil double filter Figure 7-4 Example : Lube oil double filter Page 8 - 1 K a p i t e l t i t e l 8 M . f m 8 Plant service systems Page 8 - 2 K a p i t e l t i t e l 8 M . f m Plant service systems 8.1 Engine room ventilation Status 09/2005 51/60DF Page 8 - 3 0 8 0 5 - 0 1 0 2 M D F . f m 8.1 Engine room ventilation Purpose The engine room ventilation system serves to √ supplying the engines and auxiliary boilers with combustion air (if sucking from engine roomj √ carrying off the radiant heat from all installed engines and auxiliaries √ ensuring the required air exchange rate in the engine room according to the requirements of the classification societies for gas engine applications (explosion preventionj. For fur- ther information please refer to our brochure "Safety concept of MAN Diesel dual-fuel en- gine". Combustion air The combustion air must be free from spray wa- ter, dust and oil mist. This is achieved by: √ Louvres, protected against the head wind, with baffles in the back and optimally dimen- sioned suction space so as to reduce the air flow velocity to 1-1.5 m/s. √ Self-cleaning air filter in the suction space (re- quired for dust-laden air. √ Sufficient space between the intake point and the openings of exhaust air ducts from the engine and separator room as well as vent pipes from lube oil and fuel oil tanks and the air intake louvres. (The influence of winds must be taken into considerationj. √ Positioning of engine room doors on the ship's deck so that no oil-laden air and warm engine room air will be drawn in when the doors are open. √ Arranging the separator station at a suffi- ciently large distance from the turbochargers. The combustion air is normally sucked in from the engine room. The MAN Diesel turbochargers are fitted with an air intake silencer and can ad- ditionally be equipped with an air filter to meet with special circumstances, in which case the cleaning intervals for the compressor impeller of the turbocharger and for the charge air cooler can be extended. The air intake filter will retain 95 % of the particles larger than 10 μm. ln tropical service a sufficient volume of air must be supplied to the turbocharger(sj at outside air temperature. For this purpose there must be an air duct installed for each turbocharger, with the outlet of the duct facing the respective intake air silencer, separated from the latter by a space of 1.5 m. No water of condensation from the air duct must be allowed to be drawn in by the tur- bocharger.The air stream must not be directed onto the exhaust manifold. ln arctic service the air must be heated to at least 0 °C. lf necessary, steam heated air pre- heaters must be provided For the required combustion air quantity,see "Chapter 2.1.5 Planning data for emission standard lMO Tier ll, page 2-15". Cross-sec- tions of air supply ducts are to be designed to obtain the following air flow velocities: √ main ducts 8-12 m/s √ secondary ducts max. 8 m/s. Radiant heat The heat radiated from the main and auxiliary engines, from the exhaust manifolds, waste heat boilers, silencers, generators, compressors, electrical equipment, steam and condensate pipes, heated tanks and other auxiliaries is ab- sorbed by the engine room air. The amount of air v required to carry off this ra- diant heat can be calculated as follows: v Air required . . . . . . . . . . . . . . . . . . . . . . . . . . . . .m³/h Q Heat to be dissipated . . . . . . . . . . . . . . . . . . . . . kJ/h v Q Δt cp ρt × × ------------------------------- = Plant service systems 8.1 Engine room ventilation Page 8 - 4 51/60DF Status 09/2005 0 8 0 5 - 0 1 0 2 M D F . f m Δt Air temperature rise in engine room (10-12.5j . . . . °C cp Specific heat capacity of air (1.01j . . . . . . . . kJ/kg∗k ρt Air density at 35 °C (1.15j . . . . . . . . . . . . . . . . . kg/m³ ventilator capacity The capacity of the air ventilators (without sepa- rator roomj must be large enough to cover: √ the combustion air requirements of all con- sumers √ the air required for carrying off the radiant heat √ the required number of air changes for other purposes Safety Concept For further information please refer to our bro- chure "Safety concept of MAN Diesel dual-fuel engine" Plant service systems 8.1 Engine room ventilation Status 09/2005 51/60DF Page 8 - 5 0 8 0 5 - 0 1 0 2 M D F . f m Figure 8-1 Engine room arrangement and ventilation systems Plant service systems 8.1 Engine room ventilation Page 8 - 6 51/60DF Status 09/2005 0 8 0 5 - 0 1 0 2 M D F . f m Page 9 - 1 K a p i t e l t i t e l 9 M . f m 9 Engine room planning Page 9 - 2 K a p i t e l t i t e l 9 M . f m Engine room planning 9.1.1 General details Status 07/2005 Page 9 - 3 0 9 0 1 - 0 1 0 1 M A . f m 9.1 lnstallation and arrangement 9.1.1 General details Apart from a functional arrangement of the com- ponents, the shipyard is to provide for an engine room layout ensuring good accessibility of the components for servicing. The cleaning of the cooler tube bundle, the emp- tying of filter chambers and subsequent clean- ing of the strainer elements, and the emptying and cleaning of tanks must be possible without any problem whenever required. All of the openings for cleaning on the entire unit, including those of the exhaust silencers, must be accessible. There should be sufficient free space for tempo- rary storage of pistons, camshafts, exhaust gas turbochargers etc. dismounted from the engine. Additional space is required for the maintenance personnel. The panels in the engine sides for in- spection of the bearings and removal of compo- nents must be accessible without taking up floor plates or disconnecting supply lines and piping. Free space for installation of a torsional vibration meter should be provided at the crankshaft end. A very important point is that there should be enough room for storing and handling vital spare parts so that replacements can be made without loss of time. ln planning marine installations with two or more engines driving one propeller shaft through a multi-engine transmission gear, provision must be made for a minimum clearance between the engines because the crankcase panels of each must be accessible. Moreover, there must be free space on both sides of each engine for re- moving pistons or cylinder liners. Special note: MAN Diesel supplied scope is to be arranged and fixed by proven technical experiences as per state of the art. Therefore the technical re- quirements have to be taken in consideration as described in the following documents subse- quential: √ Order related engineering documents. √ lnstallation documents of our subsuppliers for vendor specified equipment. √ Operating manuals for Diesel engines and auxiliaries. √ Project Guides of MAN Diesel. Any deviations from the principles specified in the a.m. documents provides a previous ap- proval by us. Arrangements for fixitation and/or supporting of plant related equipment attached to the scope supplied by us, not described in the a.m. docu- ments and not agreed with us are not allowed. For damages due to such arrangements we will not take over any responsibility. Engine room planning 9.1.1 General details Page 9 - 4 Status 07/2005 0 9 0 1 - 0 1 0 1 M A . f m Engine room planning 9.1.2 lnstallation drawings Status 05/2009 51/60DF Page 9 - 5 0 9 0 1 - 0 1 0 3 M D F . f m 9.1.2 lnstallation drawings Engine 6+7+8 L51/60DF Figure 9-1 lnstallation drawing 6+7+8 L51/60DF - turbocharger on counter coupling side Engine room planning 9.1.2 lnstallation drawings Page 9 - 6 51/60DF Status 05/2009 0 9 0 1 - 0 1 0 3 M D F . f m Engine 9 L51/60DF Figure 9-2 lnstallation drawing 9 L51/60DF - turbocharger on counter coupling side Engine room planning 9.1.2 lnstallation drawings Status 05/2009 51/60DF Page 9 - 7 0 9 0 1 - 0 1 0 3 M D F . f m Engine 12, 14, 16, 18 v51/60DF Figure 9-3 lnstallation drawing 12-18 v51/60DF - turbocharger on counter coupling side Engine room planning 9.1.2 lnstallation drawings Page 9 - 8 51/60DF Status 05/2009 0 9 0 1 - 0 1 0 3 M D F . f m Engine room planning 9.1.1 Removal dimensions of piston and cylinder liner Status 05/2009 48/60B, 51/60 DF Page 9 - 7 0 2 0 4 - 1 6 0 1 M D . f m 9.1.1 Removal dimensions of piston and cylinder liner Figure 9-2 Piston removal L51/60 Engine room planning 9.1.1 Removal dimensions of piston and cylinder liner Page 9 - 8 48/60B, 51/60 DF Status 05/2009 0 2 0 4 - 1 6 0 1 M D . f m Figure 9-3 Cylinder liner removal L51/60 Engine room planning 9.1.1 Removal dimensions of piston and cylinder liner Status 05/2009 48/60B, 51/60 DF Page 9 - 9 0 2 0 4 - 1 6 0 1 M D . f m Figure 9-4 Piston removal v51/60 Engine room planning 9.1.1 Removal dimensions of piston and cylinder liner Page 9 - 10 48/60B, 51/60 DF Status 05/2009 0 2 0 4 - 1 6 0 1 M D . f m Figure 9-5 Cylinder liner removal v51/60 Engine room planning 9.1.5 Lifting appliance Status 07/2006 Page 9 - 19 0 9 0 1 - 0 2 0 1 M A . f m 9.1.5 Lifting appliance Lifting gear with varying lifting capacities are to be provided for servicing and repair work on the engine, turbocharger and charge-air cooler. Engine Lifting capacity An overhead travelling crane is required which has a lifting power equal to the heaviest compo- nent that has to be lifted during servicing of the engine. The overhead travelling crane can be chosen with the aid of the following table. Table 9-1 Lifting capacity Crane arrangement The rails for the crane are to be arranged in such a way that the crane can cover the whole of the engine beginning at the exhaust pipe. The hook position must reach along the engine axis, past the centreline of the first and the last cylinder, so that valves can be dismantled and installed without pulling at an angle. Similarly, the crane must be able to reach the tie rod at the ends of the engine. ln cramped conditions, eyelets must be welded under the deck above, to accommo- date a lifting pulley. The required crane capacity is to be determined by the crane supplier. Crane design lt is necessary that: √ There is an arresting device for securing the crane while hoisting if there is a seaway. √ There is a two-stage lifting speed. Precision hoisting = 0.5 m/min Normal hoisting = 2 - 4 m/min Places of storage ln planning the arrangement of the crane, a stor- age space must be provided in the engine room for the dismantled engine components which can be reached by the crane. lt should be capa- ble of holding two rocker arm casings, two cyl- inder covers and two pistons. lf the cleaning and service work is to be carried out here, additional space for cleaning troughs and work surfaces should be planned for. Transport to the workshop Grinding of valve cones and valve seats is car- ried out in the workshop or in a neighbouring room. Transport rails and appropriate lifting tackle are to be provided for the further transport of the complete cylinder cover from the storage space to the workshop. For the necessary deck open- ings, see turbocharger casing. Engine type 32/44CR 32/40 40/54 48/60B 48/60CR 51/60DF 58/64 Cylinder head with valves kg 568 566 785 1,124 2,200 Piston with connecting shaft/head 238 230 393 707 954 Cylinder liner 205 205 466 663 1,178 Recommended lifting capacity of travelling crane 1,000 1,000 1,500 L=2,000 v=2,500 3,000 Engine room planning 9.1.5 Lifting appliance Page 9 - 20 Status 07/2006 0 9 0 1 - 0 2 0 1 M A . f m Turbocharger Hoisting rail A hoisting rail with a mobile trolley is to be pro- vided over the centre of the turbocharger run- ning parallel to its axis, into which a lifting tackle is suspended with the relevant lifting power for lifting the above-mentioned parts (see tablej, to carry out the operations according to the main- tenance schedule. Table 9-2 Hoisting rail for NR/NA turbocharger Table 9-3 Hoisting rail for TCA turbocharger Table 9-4 Hoisting rail for TCR turbocharger Withdrawal space dimensions The withdrawal space dimensions shown in our dimensioned sketch of the engine at the begin- ning of this chapter and in the above table are needed in order to be able to separate the si- lencer from the turbocharger. The silencer must be shifted axially by this distance before it can be moved laterally. ln addition to this measure, another 100 mm are required for assembly clearance. This is the minimum distance that the silencer must be from a bulkhead or a tween-deck. We recommend that a further 300-400 mm be planned for as working space. Make sure that the silencer can be removed ei- ther downwards or upwards or laterally and set aside, to make the turbocharger accessible for further servicing. Pipes must not be laid in these free spaces. Turbocharger NR 29/S NR 34/S NA 34/S NA 40/S NA 48/S NA 57/T9 Silencer kg 85 300 300 480 750 1,015 Compressor casing 105 340 340 460 685 720 Rotor plus bearing casing 190 245 270 485 780 1,040 Space for removal of silencer mm 110 + 100 230 + 100 200 + 100 50 + 100 50 + 100 250 + 100 Turbocharger TCA 55 TCA 66 TCA 77 TCA 88 Silencer kg 430 800 1,770 2,010 Compressor casing 550 830 1,450 2,500 Space for removal of silencer mm 110 + 100 120 + 100 150 + 100 200 + 100 Turbocharger TCR 20 TCR 22 Silencer kg 76 156 Compressor casing 132 277 Rotor plus bearing casing 152 337 Space for removal of silencer mm 130 + 100 150 + 100 Engine room planning 9.1.5 Lifting appliance Status 07/2006 Page 9 - 21 0 9 0 1 - 0 2 0 1 M A . f m Fan shafts The engine combustion air is to be supplied to- wards the intake silencer in a duct ending at a point 1.5 m away from the silencer inlet. lf this duct impedes the maintenance operations, for instance the removal of the silencer, the end section of the duct must be removable. Suitable suspension lugs are to be provided on the deck and duct. Gallery lf possible the ship deck should reach up to both sides of the turbocharger (clearance 50 mmj to obtain easy access for the maintenance person- nel. Where deck levels are unfavourable, sus- pended galleries are to be provided. Charge-air cooler For cleaning of the charge air cooler bundle, it must be possible to lift it vertically out of the cooler casing and lay it in a cleaning bath. Exception 32/40: the cooler bundle of this en- gine is drawn out at the end. Similarly, transport onto land must be possible. Table 9-5 Weights and dimensions of charge air cooler bundle For lifting and transportation of the bundle, a lift- ing rail is to be provided which runs in transverse or longitudinal direction to the engine (according to the available storage placej, over the cen- treline of the charge air cooler, from which a trol- ley with hoisting tackle can be suspended. Figure 9-15 Air direction Engine type Weight Length Width Height kg mm mm mm L32/40 650 430 1,705 830 L32/44CR 450 520 712 1,014 L40/54 550 484 786 1,680 L48/60 950 730 1,052 1,874 L48/60B, L48/60CR L51/60DF 1,000 730 1,052 1,904 L58/64 1,250 785 1,116 1,862 Engine room planning 9.1.5 Lifting appliance Page 9 - 22 Status 07/2006 0 9 0 1 - 0 2 0 1 M A . f m Engine room planning 9.1.2 Major spare parts Status 07/2006 51/60 DF Page 9 - 11 0 9 0 1 - 0 2 0 4 M D F . f m 9.1.2 Major spare parts Fire band 108 kg; cylinder liner 515 kg Piston 297 kg; piston pin 102 kg Connecting rod 637 kg Cylinder head 1,055 kg Engine room planning 9.1.2 Major spare parts Page 9 - 12 51/60 DF Status 07/2006 0 9 0 1 - 0 2 0 4 M D F . f m Major spare parts Engine room planning 9.1.2 Major spare parts Status 07/2006 51/60 DF Page 9 - 13 0 9 0 1 - 0 2 0 4 M D F . f m Major spare parts Engine room planning 9.1.2 Major spare parts Page 9 - 14 51/60 DF Status 07/2006 0 9 0 1 - 0 2 0 4 M D F . f m Major spare parts Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Status 05/2009 51/60DF Page 9 - 21 0 9 0 2 - 0 1 0 3 M D F . f m 9.1.6 Position of the outlet casing of the turbocharger Rigidly mounted engine - Desing at low engine room height and standard design Figure 9-9 Design at low engine room height and standard design Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Page 9 - 22 51/60DF Status 05/2009 0 9 0 2 - 0 1 0 3 M D F . f m Table 9-6 Position of exhaust outlet casing L51/60DF Number of cylinders 6 L 7 L 8 L 9 L Turbocharger TCA 55 TCA 55 TCA 55 TCA 66 A mm 704 704 704 832 B 302 302 302 302 C 372 372 387 432 D 914 914 1,016 1,120 E 1,332 1,332 1,433 1,535 F 800 800 850 900 Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Status 05/2009 51/60DF Page 9 - 23 0 9 0 2 - 0 1 0 3 M D F . f m Resiliently mounted engine - Design at low engine room height Figure 9-10 Design at low engine room height Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Page 9 - 24 51/60DF Status 05/2009 0 9 0 2 - 0 1 0 3 M D F . f m Table 9-7 Position of exhaust outlet casing L51/60DF Number of cylinders 6 L 7 L 8 L 9 L Turbocharger TCA 55 TCA 55 TCA 55 TCA 66 A mm 704 704 704 832 B 302 302 302 302 C 760 760 847 795 D 914 914 1,016 1,120 E 2,020 2,020 2,200 2,260 F 762 762 802 842 Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Status 05/2009 51/60DF Page 9 - 25 0 9 0 2 - 0 1 0 3 M D F . f m Rigidly & resiliently mounted engine Figure 9-11 Standard Design v51/60DF Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Page 9 - 26 51/60DF Status 05/2009 0 9 0 2 - 0 1 0 3 M D F . f m Table 9-8 Position of exhaust gas outlet casing v51/60DF Number of cylinders 12 v 14 v 16 v 18 v Turbocharger TCA 77 TCA 77 TCA 77 TCA 77 A mm 960 960 960 960 B 802 802 902 1,002 C* 432 432 432 432 C** 1,423 1,627 1,702 1,702 D 1,220 1,320 1,420 1,420 * = for rigidly mounted engines ** = for resiliently mounted engines Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Status 05/2009 51/60DF Page 9 - 27 0 9 0 2 - 0 1 0 3 M D F . f m Rigidly mounted engine Figure 9-12 Design at low engine room height - rigidly mounted engine Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Page 9 - 28 51/60DF Status 05/2009 0 9 0 2 - 0 1 0 3 M D F . f m Figure 9-13 Design at low engine room height - rigidly mounted engine - exhaust gas pipes Table 9-9 Position of exhaust outlet casing v51/60DF Number of cylinders 12 v 14 v 16 v 18 v Turbocharger TCA 77 TCA 77 TCA 77 TCA 77 A mm 960 960 960 960 B 1,332 1,332 1,433 1,585 C 372 372 387 432 D 2x 914 2x 914 2x 1,016 2x 1,120 E 1,300 1,300 1,400 1,500 F 720 720 720 750 Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Status 05/2009 51/60DF Page 9 - 29 0 9 0 2 - 0 1 0 3 M D F . f m Resiliently mounted engine Figure 9-14 Design at low engine room height - resiliently mounted engine Engine room planning 9.1.6 Position of the outlet casing of the turbocharger Page 9 - 30 51/60DF Status 05/2009 0 9 0 2 - 0 1 0 3 M D F . f m Figure 9-15 Design at low engine room height - resiliently mounted engine - exhaus gas pipes Table 9-10 Position of exhaust outlet casing v51/60DF Number of cylinders 12 v 14 v 16 v 18 v Turbocharger TCA 77 TCA 77 TCA 77 TCA 77 A mm 960 960 960 960 B 2,060 2,060 2,240 2,320 C 760 760 847 795 D 2 x 914 2 x 914 2 x 1,016 2 x 1,120 E 1,300 1,300 1,400 1,500 F 802 802 852 902 51/60DF Page l - l P G - 5 1 - 6 0 - D F S l X . f m lndex A Air Flow rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2 Starting air vessels, compressors . . . . . . . . . . . . . . . 6 B Bearing, permissible loads . . . . . . . . . . . . . . . . . . . . . . . . 2 C Combustion air Quality requirement . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Cooler Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2, 2, 2 Heat to be dissipated . . . . . . . . . . . . . . . . . . 2, 2, 2, 2 Temperature basis. . . . . . . . . . . . . . . . . . . . . 2, 2, 2, 2 Cooling water Checking of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Quality requirement . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Cooling water cleaning Quality requirement . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Cylinder liner, removal of . . . . . . . . . . . . . . . . . . . . . . . . . 9 D Dual-fuel operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 E Engine Definition of engine rating . . . . . . . . . . . . . . . . . . . . . 2 Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Running-in. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Table of ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Engine automation System overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Exhaust gas Flow rate, temperature. . . . . . . . . . . . . . . . . . . . . . 2, 2 Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 F Flywheels Arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Mass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Moments of inertia . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Foundation Conical mounting. . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2 General requirements. . . . . . . . . . . . . . . . . . . . . . . . . 2 Resilient seating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Fuel oil Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MDO supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 MDO supply diagram. . . . . . . . . . . . . . . . . . . . . . . . . 6 MDO treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 MDO treatment diagram . . . . . . . . . . . . . . . . . . . . . . 6 Quality requirement HFO . . . . . . . . . . . . . . . . . . . . . . 3 viscosity-diagram (vTj . . . . . . . . . . . . . . . . . . . . . . . . 3 G Gas Pressure before gas valve unit . . . . . . . . . . . . . . . . . . 2 Supply diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Supply of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Types of gases. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Generator, reverse power protection . . . . . . . . . . . . . . . . 2 H HFO-operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 l lnstallation drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Page l - ll 51/60DF P G - 5 1 - 6 0 - D F S l X . f m L Layout of pipes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Load Load reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Part-load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Lube oil Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Quality requirement (MGO/MDOj . . . . . . . . . . . . . . . 3 System description . . . . . . . . . . . . . . . . . . . . . . . . . . 6 System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 M Methane number . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 2, 3 Modes of operation Backup mode operation . . . . . . . . . . . . . . . . . . . . . . 1 Diesel mode operation . . . . . . . . . . . . . . . . . . . . . . . 1 Gas mode operation . . . . . . . . . . . . . . . . . . . . . . . . . 1 Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Moments of inertia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 N Noise Exhaust gas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 O Operation Failure of one engine. . . . . . . . . . . . . . . . . . . . . . . . . 2 Load reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Part-load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Running-in of engine . . . . . . . . . . . . . . . . . . . . . . . . . 2 Output As a function of methane no. . . . . . . . . . . . . . . . . . . 2 Table of ratings, speeds . . . . . . . . . . . . . . . . . . . . . . 2 Outputs Dependent on frequency deviations . . . . . . . . . . . . . 2 P Pilot oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 1 Pipe dimensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Piston, removal of. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Pumps Arrangement of attached pumps . . . . . . . . . . . . . . . . 2 capacities of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2 Delivery capacities . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2 Q Quality requirement Cleaning cooling water. . . . . . . . . . . . . . . . . . . . . . . . 3 Combustion air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Diesel fuel (MGO,MDOj . . . . . . . . . . . . . . . . . . . . . . . 3 Engine cooling water . . . . . . . . . . . . . . . . . . . . . . . . . 3 Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Lube oil (MGO/MDOj . . . . . . . . . . . . . . . . . . . . . . . . . 3 viscosity-diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 S Sacos one Control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Sacos one lnjection unit . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Sacos one system Overview. . . . . . . . . . . . . . . . . . . . . . . 2 Safety concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 1 Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Sulphur and corrosive attack . . . . . . . . . . . . . . . . . . . . . . 3 v viscosity diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 W Water Quality requirements for engine cooling water . . . . . 3 Works test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MAN Diesel L+V51/60DF Project Guide Four-stroke Dual Fuel Engines in compliance with IMO Tier II C o p y r i g h t © M A N D i e s e l · S u b j e c t t o m o d i f i c a t i o n i n t h e i n t e r e s t o f t e c h n i c a l p r o g r e s s . · D 2 3 6 6 4 1 6 E N P r i n t e d i n G e r m a n y G M C 2 - 0 8 0 9 0 . 5 MAN Diesel 86224 Augsburg, Germany Phone +49 821 322-0 Fax +49 821 322-3382 [email protected] www.mandiesel.com L + V 5 1 / 6 0 D F P r o j e c t G u i d e – F o u r - s t r o k e D u a l F u e l E n g i n e s i n c o m p l i a n c e w i t h I M O T i e r I I M A N D i e s e l falzen falzen falzen falzen 09-120PPG_5160DF_Marine_IMO_TII.indd U4 25.08.2009 14:28:30