S 46 MCC
S 46 MCC
S 46 MCC
Two-stroke Engines
This book describes the general technical features of the S46MC-C engine,
including some optional features and/or equipment.
As differences may appear in the individual suppliers extent of delivery, please
contact the relevant engine supplier for a confirmation of the actual execution and
extent of delivery.
A List of Updates will be updated continuously. Please ask for the latest issue,
to be sure that your Project Guide is fully up to date.
1st Edition
May 1997
S 46 MC - C
C Compact engine
Design
Stationary plants
Tankers
Long stroke
approximately 3.2
K Short stroke
approximately 2.8
Engine programme
Diameter of piston in cm
Stroke/bore ratio
Number of cylinders
178 52 93
1.01
S46MC-C
Bore:
460 mm
Stroke: 1932 mm
Power
L1
L3
L2
L4
Speed
kW
BHP
Engine
speed
Mean effective
pressure
r/min
bar
L1
129
19.0
5240
7140
6550
8925
7860
10710
9170
12495
10480
14280
L2
129
15.2
4200
5700
5250
7125
6300
8550
7350
9975
8400
11400
L3
108
19.0
4400
6000
5500
7500
6600
9000
7700
10500
8800
12000
L4
108
15.2
3520
4800
4400
6000
5280
7200
6160
8400
7040
9600
Number of cylinders
g/kWh
g/BHPh
At load
Layout point
100%
80%
L1
174
128
173
127
L2
169
124
167
123
L3
174
128
173
127
L4
169
124
167
123
Cylinder oil
1.1-1.6 g/kWh
4
0.8-1.2 g/BHPh
178 52 94
1.02
bar
kp/cm2
L1 - L3
19.0
19.4
Tropical conditions:
Blower inlet temperature . . . . . . . . . . . . . . . 45 C
Blower inlet pressure . . . . . . . . . . . . . . 1000 mbar
Seawater temperature . . . . . . . . . . . . . . . . . 32 C
L2 - L4
15.2
15.5
SFOC guarantee
The engine power figures given in the tables remain
valid up to tropical conditions at sea level, i.e.:
The Specific Fuel Oil Consumption (SFOC) is guaranteed for one engine load (power-speed combination),
this being the one in which the engine is optimised.
The guarantee is given with a margin of 3%.
If the IMO NOx limitation are to be fulfilled the
tolerance will be of 5%.
Rev.1
178 52 94
1.03
Performance curves
178 52 96
1.04
Description of Engine
The engines built by our licensees are in accordance
with MAN B&W drawings and standards. In a few
cases, some local standards may be applied; however, all spare parts are interchangeable with MAN
B&W designed parts. Some other components can
differ from MAN B&Ws design because of production facilities or the application of local standard
components. See engine cross section Fig. 1.04.
Thrust Bearing
The thrust bearing is of the B&W-Michell type, and
consists, primarily, of a thrust collar on the crankshaft, a bearing support, and segments of steel with
white metal. The thrust shaft is thus an integrated
part of the crankshaft.
The propeller thrust is transferred through the thrust
collar, the segments, and the bedplate, to the engine seating and end chocks. The thrust bearing is
lubricated by the engines main lubricating oil system.
In the following, reference is made to the item numbers specified in the Extent of Delivery (EOD)
forms, both for the basic delivery extent and for any
options mentioned.
Frame Box
The frame box is made in one or more parts depending on production facilities. The frame box is
welded. On the exhaust side, the engine is provided
with a relief valve and a manhole for each cylinder.
On the camshaft side of the engine, the frame box
is provided with a large door for each cylinder.
The crosshead guides are fixed in the frame box.
178 52 97
1.05
178 52 97
1.06
Oil from the vent slide and other drains is led away
in a closed system.
Indicator Drive
In its basic execution, the engine is fitted with an
indicator drive.
The indicator drive consists of a cam fitted on the
camshaft and a spring-loaded spindle with roller
which moves up and down, corresponding to the
movement of the piston within the engine cylinder.
The top of the spindle has an eye to which the
indicator cord is fastened after the indicator has
been mounted on the indicator valve.
Crankshaft
Connecting Rod
The connecting rod is made of forged steel and
provided with bearing caps of nodular iron for the
crosshead and crankpin bearings.
The crosshead and crankpin bearing caps are
secured to the connecting rod by studs and nuts
which are tightened by hydraulic jacks.
The crosshead bearing consists of a lower thinwalled steel shell, lined with bearing metal and a
bearing cap lined with white metal. The crosshead
bearing cap is in one piece, with an angular cut-out
for the piston rod.
178 52 97
1.07
The camshaft is made in one or two pieces depending on the number of cylinders, with fuel cams,
exhaust cams, thrust disc and chain wheel shrunk
onto the shaft.
The piston rod has a central bore which, in conjunction with a cooling oil pipe, forms the inlet and outlet
for cooling oil.
Chain Drive
Reversing
Reversing of the engine takes place by reversing the
starting air distributor and by means of an angular
displaceable roller in the driving mechanism for the
fuel pump of each engine cylinder. The reversing
mechanism is activated and controlled by compressed air supplied to the engine. The exhaust
valve gear is not reversible.
These are relevant only for 4, 5 or 6-cylinder engines, and can be mounted either on the aft end or
on both fore end and aft end. In special cases only
a compensator on the fore end is necessary.
The aft end compensator consists of balance
weights built into the camshaft chain drive, option:
4 31 203.
178 52 97
1.08
Governor
For conventional installations the engine speed is
controlled by a mechanical/hydraulic Woodward governor type PGA200.
Electronic governors are available as an option, see
chapter 6.11.
Cylinder Lubricators
The engine is equipped with one or two cylinder
lubricators. The cylinder lubricators are mounted on
the fore end of the cylinder frame.
The lubrictors have a built-in capability to adjustment of the oil quantity. They are of the Sight Feed
Lubricator type and are provided with a sight glass
for each lubricating point. The oil is led to the lubricators through a pipe system from an elevated tank.
Gallery Arrangement
The engine is provided with gallery brackets, stanchions, railings and platforms (exclusive of ladders).
The brackets are placed at such a height that the
best possible overhauling and inspection conditions
are achieved. Some main pipes of the engine are
suspended from the gallery brackets.
As an alternative to the speed dependent lubricator, a speed and mean effective pressure (MEP)
dependent lubricator can be fitted , option: 4 42 113
which is frequently used on plants with controllable
pitch propeller.
178 52 97
1.09
Exhaust Turbocharger
Auxiliary Blower
178 52 97
1.10
Piping Arrangements
In the case of central cooling, the pipes for freshwater to the air cooler are of steel. The pipes are
provided with sockets for standard instruments,
alarm and safety equipment and, furthermore, with
a number of sockets for supplementary signal
equipment and supplementary remote instruments.
The inlet and return fuel oil pipes (except branch
pipes) can be heated with:
Make: Graviner
Type: MK 5 . . . . . . . . . . . . . . . . . . . . . . . 4 75 161
or
Make: Schaller
Type: Visatron VN 215 . . . . . . . . . . . . . . . 4 75 163
178 52 97
1.11
178 52 98
1.12
Pb = c x ni
Fig. 2.01a shows the relationship for the linear functions, y = ax + b, using linear scales.
The exponential functions Pb = c x ni, see Fig. 2.01b,
will be linear functions when using logarithmic scales.
in which:
Pb = engine power for propulsion
n = propeller speed
c = constant
178 52 99
2.01
Note:
Light/heavy running, fouling and sea margin are
overlapping terms in which Light/heavy running of
the propeller refers to hull and propeller deterioration, heavy weather and Sea margin i.e. extra power
to the propeller, refers to the influence of the wind
and the sea. Based on feedback from service, it
seems reasonable to design the propeller for 2.5-5%
light running. However, the degree of light running
must be decided upon experience from the actual
trade and hull design.
Fouled hull
When the ship has sailed for some time, the hull and
propeller become fouled and the hulls resistance
will increase. Consequently, the ship speed will be
reduced unless the engine delivers more power to
the propeller, i.e. the propeller will be further loaded
and will be heavy running (HR).
178 52 99
2.02
Load Diagram
Definitions
The load diagram, Fig. 2.03, defines the power and
speed limits for continuous as well as overload
operation of an installed engine having an optimising point O coinciding with the specified MCR point
M according to the ships specification.
An engines layout diagram is limited by two constant mean effective pressure (mep) lines L1-L3 and
L2-L4, and by two constant engine speed lines L1-L2
and L3-L4, see Fig. 2.02. The L1 point refers to the
engines nominal maximum continuous rating.
The service points of the installed engine incorporate the engine power required for ship propulsion
and shaft generator, if installed.
178 52 99
2.03
Line 4:
Represents the limit at which an ample air supply is
available for combustion and imposes a limitation
on the maximum combination of torque and speed.
Line 5:
Represents the maximum mean effective pressure
level (mep), which can be accepted for continuous
operation.
Line 7:
Represents the maximum power for continuous
operation.
Line 8:
Represents the overload operation limitations.
The area between lines 4, 5, 7 and the heavy dashed
line 8 is available for overload running for limited
periods only (1 hour per 12 hours).
Example 1:
Normal running conditions
Engine coupled to FP-propeller without shaft generator
Recommendation
178 52 99
2.04
Example 3:
Normal running conditions
Engine coupled to FP-propeller with shaft generator
Example 5:
Engine coupled to CP-propeller
With or without shaft generator
Compared to the normal case without a shaft generator, see Example 1, Figs. 2.04 and 2.05, in this
case a shaft generator (SG) is installed, and the
service power of the engine therefore also has to
incorporate the extra power required for the shaft
generators electrical power production.
When a CP-propeller is installed, the relevant combinator curves of the propeller may be a combination of
constant engine speeds and/or propeller curves, and
it is not possible to distinguish between running points
for light and heavy running conditions.
Example 4:
Special running conditions
Engine coupled to FP-propeller with shaft generator
Also in this special case, a shaft generator is installed but, compared to Example 3, this case has
a specified MCR for propulsion MP placed at the top
of the layout diagram, see Fig. 2.10.
This involves that the intended specified MCR of the
engine M will be placed outside the top of the layout
diagram.
178 52 99
2.05
Line 2
Line 6
MP
SP
PD
HR
Heavy running
LR
Light running
178 52 99
2.06
Specified MCR
O=A
Optimising point
Line 1
Line 2
Line 3
Speed limit
Line 4
Torque/speed limit (i = 2)
Line 5
Line 6
Line 7
Line 8
Line 9
178 52 99
2.07
O=A
MP
SP
Line 7
Fig. 2.04: Example 1. Normal running conditions. Engine with FPP, without shaft generator
178 52 99
2.08
O=A
Fig. 2.05: Example 1. Normal running conditions. Engine with FPP, without shaft generator
402 000 004
178 52 99
2.09
M
S
O=A
MP
SP
Propeller curve through optimising point (O) is placed to the left of line 2
Line 7
Fig. 2.06: Example 2. Special running conditions. Engine with FPP, without shaft generator
178 52 99
2.10
M
S
O=A
Fig. 2.07: Example 2. Special running conditions. Engine with FPP, without shaft generator
178 52 99
2.11
O=A
MP
SP
SG
Line 7
178 52 99
2.12
O=A
A
MP
SP
Fig. 2.09: Example 3. Normal running conditions. Engine with FPP, with shaft generator
178 52 99
2.13
O=A
MP
SP
SG
Shaft generator
Fig. 2.10: Example 4. Special running conditions. Engine with FPP, with shaft generator
178 52 99
2.14
O=A
A
MP
SP
SG
Shaft generator
Fig. 2.11: Example 4. Special running conditions. Engine with FPP, with shaft generator
178 52 99
2.15
M
S
O=A
Fig. 2.12: Example 5. Engine with Controllable Pitch Propeller (CPP), with or without shaft generator
178 52 99
2.16
178 52 99
2.17
SFOC Guarantee
The SFOC guarantee refers to the above ISO reference conditions and lower calorific value, and is
guaranteed for one engine load (power-speed combination), this being the one in which the engine is
optimised (O). The guarantee is given with a margin
of 3%.
Emission Control
SFOC at reference conditions
All MC engines can be delivered so as to comply
with the IMO speed dependant NOx limit, measured
according to ISO 8178 test cycles E2/E3 for Heavy
Duty Diesel Engines.
The SFOC is based on the reference ambient conditions stated in ISO 3046/1-1986:
1,000 mbar ambient air pressure
25 C ambient air temperature
25 C scavenge air cooling water temperature
SFOC
Change
Parameter
Condition change
Scav. air
coolant
temperature
Blower inlet
temperature
Blower inlet
pressure
Fuel oil lower
calorific value
per 10 Crise
+ 0.60%
per 10 C rise
+ 0.20%
- 0.02%
178 52 99
2.18
128
S46MC-C
129
128
BHP
r/min
g/BHPh
BHP
r/min
g/BHPh
178 52 99
2.19
128
S46MC-C
129
128
BHP
r/min
g/BHPh
BHP
r/min
g/BHPh
178 52 99
2.20
128
Engine type:
Data at nominal MCR (L1):
100% Power:
100% Speed:
Nominal SFOC:
6S46MC-C
10,710 BHP
129 r/min
128 g/BHPh
8,568 BHP
116.1 r/min
125.8 g/BHPh
178 52 99
2.21
Fig. 2.17
The above-mentioned method provides only an approximate figure. A more precise indication of the
expected SFOC at any load can be calculated by
using our computer program. This is a service which
is available to our customers on request.
178 52 99
2.22
3 Turbocharger Choice
Turbochargers makes
Turbocharger types
As standard, the engine is equipped with one turbocharger located on the aft end (4 59 121).
The S46MC-C type engine can, as an option: 4 59
123, be supplied with turbocharger(s) located on the
exhaust side at extra cost.
MAN B&W
1 x NA40/S
1 x NA48/S
1 x NA48/S
1 x NA57/T9
1 x NA57/T9
ABB
1 x VTR 454
1 x VTR 454
1 x VTR 564
1 x VTR 564
1 x VTR 564
MHI
1x MET42SD
1x MET53SD
1x MET53SD
1x MET66SD
1 x MET66SD
178 53 01
3.01
178 53 01
3.02
178 53 01
3.03
178 53 01
3.04
178 53 01
3.05
178 53 01
3.06
At loads below 50% of optimised power, the bypass closes automatically and the turbocharger
works under improved conditions with high efficiency. Furthermore, the limit for activating the
auxiliary blowers decreases correspondingly.
178 53 01
3.07
Positioning of PTO
Within each PTO system, several designs are available, depending on the positioning of the gear:
BW I: Attached fore end gear
Gear with a vertical generator mounted onto the
fore end of the diesel engine, without any connections to the ship structure .
Types of PTO
PTO/RCF
(Power Take Off/Renk Constant Frequency):
Generator giving constant frequency, based on
mechanical-hydraulical speed control.
PTO/CFE
(Power Take Off/Constant Frequency Electrical):
Generator coupled to a constant ratio step-up
gear and with electrical frequency control.
PTO/GCR
(Power Take Off/Gear Constant Ratio):
Generator coupled to a constant ratio step-up
gear, used only for engines running at constant
speed.
178 53 02
4.01
Design
Seating
Total effiency
1a
1b
BW I/RCF
At engine
(vertical generator)
88 -91
2a
2b
BW II/RCF
On tank top
88 - 91
3a
3b
BW III/RCF
At engine
88 - 91
4a
4b
BW IV/RCF
On tank top
88 - 91
5a
5b
BW I/CFE
At engine
(vertical generator)
81 - 85
6a
6b
BW II/CFE
On tank top
81 - 85
7a
7b
BW III/CFE
At engine
81 - 85
8a
8b
BW IV/CFE
On tank top
81 - 85
9a
9b
SMG/CFE
On tank top
84 - 88
10
BW I/GCR
At engine
(vertical generator)
92
11
BW II/GCR
On tank top
92
12
BW III/GCR
At engine
92
13
BW IV/GCR
On tank top
92
PTO/GCR
PTO/CFE
PTO/RCF
BW III/RCF (3b), BW II/GCR (11) and BW III/GCR (12) are our standard solutions, all others are available on request
Fig. 4.01: Types of PTO
178 53 02
4.02
PTO
178 53 02
4.03
PTO/RCF
Fig. 4.03 shows the principles of the PTO/RCF arrangement. As can be seen, a step-up gear box
(called crankshaft gear) with three gear wheels is
bolted directly to the frame box of the main engine.
The bearings of the three gear wheels are mounted
in the gear box so that the weight of the wheels is
not carried by the crankshaft. In the frame box,
between the crankcase and the gear drive, space is
available for tuning wheel, counterweights, axial
vibration damper, etc.
For marine engines with controllable pitch propellers running at constant engine speed, the hydraulic
system can be dispensed with, i.e. a PTO/GCR
design is normally used.
Fig. 4.03: Power Take Off with Renk constant frequency gear: BWIII/RCF, option: 4 85 204
178 53 02
4.04
severity and the extent of deviation from the permissible values. The cause of a warning or an alarm
is shown on a digital display.
The BWIII/RCF unit is an epicyclic gear with a hydrostatic superposition drive. The hydrostatic input
drives the annulus of the epicyclic gear in either
direction of rotation, hence continuously varying the
gearing ratio to keep the generator speed constant
throughout an engine speed variation of 30%. In the
standard layout, this is between 100% and 70% of
the engine speed at specified MCR, but it can be
placed in a lower range if required.
1200
700
These standard sizes have been chosen to cover the
requirements most often seen in the market, but
they are not an expression of the maximum sizes
that can be fitted.
178 53 02
4.05
178 53 02
4.06
kW Generator
700-60
1200-60
2326
2326
776
776
2986
2986
3386
3386
1826
1946
2090
2090
2368
2875
380
470
System weight (kg) with generator:
22750
26500
23850
Space requirement has to be investigatet on plants with the turbocharger on the exhaust side
Space requirements for a larger generator has to be investigated case by case
Dimension H:
This is only valid for A. van Kaick generator type DGS, enclosure IP23,
frequency = 60 Hz, r/min = 1800
Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BWIII S46-C/RCF
178 53 02
4.07
178 53 02
4.08
1
2
3
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
Pos.
18
19
20
21
22
23
24
25
1
A
A
2
A
A
3
A
A
4
A
A
5
A
A
6
A
A
7
B
B
A
A
A
A
A
A
A
A
A
A
A
A
B
B
8
A
A
A
A
A
A
9 10 11 12 13 14 15 16
B A A A A A B B
B A A A A A B B
A
A
B
B A A
17 18 19 20
A
A
A A A
A A A
A
A
21 22 23 24 25
A A A A A
A A A A A
A
A
A
A
Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)
178 53 02
4.09
Crankshaft gear lubricated from the main engine lubricating oil system
The figures are to be added to the main engine capacity list
Nominal output of generator
Lubricating oil flow
Heat dissipation
kW
700
1200
m3/h
4.1
4.1
kW
12.1
19.1
kW
700
1200
m3/h
14.0
20.4
Heat dissipation
kW
55
85
kW
11.0
15.0
m3
0.40
0.51
24V DC 10%, 8 amp
178 53 02
4.10
178 53 02
4.11
PTO/BW IV/GCR
Power Take Off/Gear Constant Ratio
The hollow flexible coupling consists of flexible segments and connecting pieces, which allow replacement of the flexible segments in the flexible coupling
without dismounting the shaft line see Fig. 4.08.
178 53 02
4.12
For higher power take off loads, it is recommendable to install a generator step-up gear and flexible
coupling integrated direct in the shaft line, due to
first costs of gear and coupling.
The BW II/GCR cannot, as standard, be mechanically disconnected from the main engine, but a
hydraulically activated clutch, including hydraulic
pump, control valve and control panel, can be fitted
as an option.
178 53 02
4.13
Installation Aspects
Installation Aspects
Space requirement for the engine
Overhaul with double jib crane
Engine outline
Centre of gravity
Water and oil in engine
Gallery ouline
Engine pipe connections
List of counterflanges
Arrangement of holding down bolts
Profile of engine seating
Top bracing
Earthing device
178 50 15
5 Installation Aspects
The figures shown in this chapter are intended as an
aid at the project stage. The data is subject to
change without notice, and binding data is to be
given by the engine builder in the Installation Documentation mentioned in Chapter 10.
Engine Outline
Overhaul of Engine
The distances stated from the centre of the crankshaft to the crane hook are for vertical or tilted lift,
see note F in Figs. 5.01a and 5.01b.
The capacity of a normal engine room crane has to
be minimum 2 tons.
The area covered by the engine room crane shall be
wide enough to reach any heavy spare part required
in the engine room see Fig. 5.02. A special crane
beam shall be fitted for overhaul of the turbocharger, see Fig. 5.01c. The weight is stated in
Dispatch pattern in saction 9.
A lower overhaul height is, however, available by
using the MAN B&W double-jib crane, built by Danish Crane Building ApS, shown in Figs. 5.03a and
5.03b.
Gallery Outline
Fig. 5.07 shows the gallery outline for engines rated
at nominal MCR (L1).
178 53 03
5.01
Top Bracing
The so-called guide force moments are caused by
the transverse reaction forces acting on the crossheads due to the connecting rod/crankshaft mechanism. When the piston of a cylinder is not exactly
in its top or bottom position, the gas force from the
combustion, transferred through the connecting rod
will have a component acting on the crosshead and
the crankshaft perpendicularly to the axis of the
cylinder. Its resultant is acting on the guide shoe (or
piston skirt in the case of a trunk engine), and
together they form a guide force moment.
178 53 03
5.02
Earthing Device
In some cases, it has been found that the difference
in the electrical potential between the hull and the
propeller shaft (due to the propeller being immersed
in seawater) has caused spark erosion on the main
bearings and journals of the engine.
A potential difference of less than 80 mV is harmless
to the main bearings so, in order to reduce the
potential between the crankshaft and the engine
structure (hull), and thus prevent spark erosion, we
recommend the installation of a highly efficient earthing device.
The sketch Fig. 5.15 shows the layout of such an
earthing device, i.e. a brush arrangement which is
able to keep the potential difference below 50 mV.
We also recommend the installation of a shaft-hull
mV-meter so that the potential, and thus the correct
functioning of the device, can be checked.
178 53 03
5.03
7
7092
7442
3787
3608
3084
7850
8600
8075
2100
5900 5900
1550 1550
320
-
G
H
I
J
N
O
R
S
V
K1)
8
7874 Fore end: A min. shows basic engine
A max. shows engine with built on tuning wheel
8224 For PTO see corresponding Space requirement
MAN B&W and ABB
With top bracing
turbochargers
4062 MAN B&W turbocharger Dimensions according to Turbocharger
choice at nominal MCR
3883 ABB turbocharger
The dimension includes a cofferdam af 600 mm and must fufil minimum
3164
height to tanktop according to classification rules
The distance from crankshaft centreline to lower edge of deck beam, when
using MAN B&W double jib crane, see MAN B&W double jib crane
Vertical lift of piston with piston rod passes between cylinder cover studs
Tilted lift of piston with piston rod passes between cylinder cover studs
See Top bracing arrangement, if top bracing fitted on camshaft side
MAN B&W turbocharger Dimensions according to Turbocharger
choice at nominal MCR
ABB turbocharger
MAN B&W turbocharger Dimensions according to Turbocharger
choice at nominal MCR
ABB turbocharger
Space for tightening control of holding down bolts
The dimensions cover required space and hook travelling width for
turbocharger
Be aware of T/C angle in the case that MAN B&W double jib crane is
used and in case of low headroom above the turbocharger
K1) Must be equal to or larger than the propeller shaft, if the propeller shaft is to be drawn into the engine room
0,15, 30, 45, 60, 75, 90
Fig.5.01a: Space requirement for the engine, turbocharger located on aft end (4 59 121)
Rev.1
178 53 04
5.04
7
7092
7442
min.
4000
3347
3174
3084
7850
F
G
H
J
V
K1)
8
7874 Fore end: A min. shows basic engine
A max. shows engine with built on tuning wheel
8224 For PTO see corresponding Space requirement
MAN B&W
The required space to the engine room casing
turbocharger NA48/S
includes top bracing
3547 MAN B&W turbocharger Dimensions according to Turbocharger
choice at nominal MCR
3374 ABB turbocharger
The dimension includes a cofferdam af 600 mm and must fufil minimum
3164
height to tanktop according to classification rules
The distance from crankshaft centreline to lower edge of deck beam, when
using MAN B&W double jib crane, see MAN B&W double jib crane
8600
8075
2100
5170 5170
320
Vertical lift of piston with piston rod passes between cylinder cover studs
Tilted lift of piston with piston rod passes between cylinder cover studs
See Top bracing arrangement, if top bracing fitted on camshaft side
MAN B&W turbocharger Dimensions according to Turbocharger
ABB turbocharger
choice at nominal MCR
Space for tightening control of holding down bolts
Be aware of T/C angle in the case that MAN B&W double jib crane is
15, 30, 45, 60, 75, 90
used and in case of low headroom above the turbocharger.
K1) Must be equal to or larger than the propeller shaft, if the propeller shaft is to be drawn into the engine room
Fig.5.01b: Space requirement for the engine, turbocharger located on exhaust side, option: 4 59 121
Rev.1
178 53 04
5.05
NA34
NA40
NA48
NA57
kg
1000
1000
1000
2000
HB
mm
1200
1300
1700
1800
kg
1000
1000
2000
3000
HB
mm
1100
1400
1700
2200
kg
1000
1500
2500
5000
HB
mm
1100
1200
1800
2200
178 53 04
5.06
1)
At minimum overhaul height the piston rod passes between the cylinder cover studs when the piston is
transferred to the engine gallery
The hatched area shows the height where an MAN B&W Double Jib Crane has to be used
2)
Normal crane
MAN B&W
Duble Jib
Crane
A
Minimum distance
in mm
B1/B2
Minimum heigh
C
Minimum height
from centreline
crankshaft to
underside deck
beam
D
Additional height
which makes
overhaul of exhaust
valve feasible
withaut removal of
any studs
S46MC-C
Engine
type
Crane capacity
in tons
Cylinder cover
complete with
exhaust valve
Weight in kg inclusive
lifting tools
Height in mm
when using
normal crane
(Vertical lift of
piston/Tilted lift
of piston)
1450
1625
850
2 x 1.0
2100
8600/8075
7850
525
Rev.1
178 53 04
5.07
Deck beam
MAN B&W
double-jib crane
178 53 06
5.08
178 53 05
5.09
Types of
fore end
Typical for
cylinder No.
Space demand
valid for
7-8
II
4-5-6
4-5-6
III
Basic design
178 50 30
5.10
MAN
B&W
ABB
MHI
Turbocharger type
Cyl. No.
LI
LII
LIII
NA40/S
2346
4727
4877
5077
NA48/S
1550
5900
300
3128
5509
5659
5859
NA57/T9
3910
6291
6441
6641
VTR454
4692
7073
7223
7423
VTR564
5474
7855
8005
8205
MET53SD
MET66SD
Please note:
* The ABB turbochargers can be of the VTR...E or VTR...D type, which will be decided case by case.
The outer dimensions are however the same for both specifications.
The dimensions are in mm and subject to revision without notice
178 50 30
5.11
Distance X mm
1660
2052
2438
2824
3220
Distance Y mm
2150
2390
2400
2400
2400
Distance Z mm
20
20
20
25
25
178 53 08
5.12
Mass of oil in
Freshwater
Seawater
Total
Oil pan
Total
kg
Engine
system
kg
kg
kg
kg
kg
100
350
450
250
175
425
135
350
485
375
300
675
200
350
550
450
425
875
235
350
585
525
350
875
270
425
695
600
475
1075
178 53 09
5.13
Cyl. No.
2346
3300
3128
3300
3910
3300
4692
3620
5474
3620
178 53 10
5.14
178 53 10
5.15
Turbocharger type
NA40/S
MAN
B&W NA48/S
NA57/T9
VTR454
ABB
VTR564
MET42SD
MHI
MET53SD
MET66SD
c
300
-
n
6590
-
m
1680
-
Fig. 5.08a: Engine pipe connections, turbocharger located on aft end of engine, (4 59 121)
178 53 11
5.16
Cyl . No.
2346
2346
3128
3128
3910
3128
4692
3128
4692
5474
3128
5474
Fig. 5.08b: Engine pipe connections, turbochargers located on aft end of engine, (4 59 121)
178 53 11
5.17
Fig. 5.08c: Engine pipe connections, turbocharger located on aft end of engine, (4 59 121)
178 53 11
5.18
F
K
L
M
N
P
N
P
R
S
U
X
Y
AB
AC
AE
AF
AG
AH
AL
AN
AP
AR
AS
AT
AV
BD
BX
BF
BV
Cyl.
No.
4-8
4-8
4-8
4-8
NA40/S
NA48/S
NA57/T
MET42
MET53
MET66
4-8
4-5
6-8
4-5
6-8
4-8
4-6
7-8
4-6
7-8
4-8
4-8
4-5
6-8
4-8
4-5
6-8
4-8
4-8
NA40/S
NA48/S
NA57/T
MET42
MET53
MET66
4-8
4-8
4-8
4-8
4-8
4-8
4-8
4-8
4-8
4-8
4-8
4-8
4-8
4-8
4-8
4-8
Flange
Bolts
Dia. PCD Thickn. Dia.
No.
235 190
24
M20
8
Coupling for 16 mm pipe
Coupling for 16 mm pipe
See figures
165 125
20
M16
4
185
105 105
14
M12
4
125 130
14
M12
4
140 145
14
M16
4
150 110
16
M16
4
200 160
18
M16
8
220 180
20
M16
8
200 160
18
M16
8
220 180
20
M16
8
Coupling for 30 mm pipe
285 240
24
M20
8
340 295
24
M20
8
285 240
24
M20
8
340 295
24
M20
8
285 240
24
M20
8
285 240
24
M20
8
200 160
18
M16
8
220 180
20
M16
8
See speciel drawing of oil outlet
285 240
24
M20
8
340 295
24
M20
8
185 145
22
M16
8
140 100
16
M16
4
165 125
18
M16
4
40
50
65
40
80
100
80
100
18
M16
Description
Starting air inlet (neck flange for welding supplied)
Control air inlet
Safety air inlet
Exhaust gas outlet
50
65
145
18
100
185
145
DN*
150
200
150
200
150
150
80
100
150
200
65
32
50
M16
65
165 125
18
M16
185 145
18
M16
200 160
18
M16
Coupling for 16 mm pipe
140 100
16
M16
140 100
16
M16
140 100
16
M16
140 100
16
M16
140 100
16
M16
Coupling for 20 mm pipe
Coupling for 12 mm pipe
150 110
16
M16
Coupling for 30 mm pipe
Coupling for 42 mm pipe
185 145
18
M16
Coupling for 16 mm pipe
Coupling for 16 mm pipe
Coupling for 16 mm pipe
Coupling for 16 mm pipe
4
4
8
50
65
80
4
4
4
4
4
32
32
32
32
32
40
65
178 53 13
5.19
VTR 564
NA48/S
MET66SD
MET53SD
VTR 454
NA40/S
NA57/T9
MET42SD
ABB
MAN B&W
Mitsubishi
Thickness of flanges: 25 mm
Fig. 5.10: List of counterflanges, turbocharger exhaust outlet (yards supply)
178 53 13
5.20
A-A
B-B
2)
3)
1781835-7
178 53 14
5.21
Protecting cap
Spherical nut
Spherical washer
4
5
6
Distance pipe
Round nut
Holding down bolt
178 59 40
5.22
View from X
Section B-B
1781842-8.1
178 59 40
5.23
C: Chain drive
e = 3519
f = 4301
g = 5083
h = 5865
Fig. 5.13: Mechanical top bracing arrangement, turbocharger located on aft end of engine, 4 59 121
178 53 16
5.24
B
B
B-B
A-A
178 53 16
5.25
Silver metal
graphite brushes
Rudder
Propeller
Intermediate shaft
Earthing device
Propeller shaft
Current
178 53 18
5.26
Fig. 6.01.01, or
Central cooling water system, Fig. 6.01.02
178 53 19
6.01.01
Nominal MCR
at 129 r/min
Cyl.
kW
4
5240
5
6550
6
7860
7
9170
8
10480
1)
2)
3)
1)
2)
3)
1)
2)
3)
3.4
1.3
44
46
44
170
170
170
125
120
125
4.3
1.7
55
57
55
215
210
210
145
140
145
5.1
2.0
66
70
66
255
255
255
165
160
165
6.0
2.3
81
81
77
300
295
295
185
180
190
6.8
2.7
92
92
88
340
340
340
205
200
210
Pumps:
Fuel oil circulating pump
Fuel oil supply pump
m3/h
m3/h
m3/h
Seawater pump
m3/h
m3/h
Booster pump
for exhaust valve
Coolers:
Scavenge air cooler
Heat dissipation
Seawater
m3/h
1.0
1.5
1.5
2.0
2.0
kW
m3/h
1950
108
2430
135
2920
162
3410
189
3890
216
1)
2)
3)
485
415
450
890
830
900
1)
2)
3)
1)
2)
3)
62
62
62
830
870
830
124
124
124
1720
1710
1650
1)
2)
3)
610
710
790
520
620
730
570
670
800
See the above-mentioned pump capacity
80
93
111
75
93
106
75
93
106
1030
1240
1520
1070
1300
1510
1030
1240
1450
See the above-mentioned pump capacity
80
93
111
75
93
106
75
93
106
115
135
155
54500
255
14.8
87200
255
23.7
kW
Lubricating oil
m3/h
Seawater
m3/h
kW
m3/h
Seawater
m3/h
kW
62
62
62
89
kg/h
C
kg/s
43600
255
11.9
65400
255
17.8
76300
255
20.8
124
124
124
180
For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper, the engines capacities must be increased by those stated for the actual system
The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1783271-1.0
Fig. 6.01.03: List of capacities, S46MC-C with seawater cooling system and conventional turbocharger, stated at the
nominal MCR power (L1)
178 59 20
6.01.02
Nominal MCR
at 129 r/min
Cyl.
kW
4
5240
5
6550
6
7860
7
9170
8
10480
1)
2)
3)
1)
2)
3)
1)
2)
3)
1)
2)
3)
3.4
1.3
44
46
44
150
150
150
155
155
155
125
120
125
4.3
1.7
55
57
55
190
185
185
195
190
190
145
140
145
5.1
2.0
66
70
66
225
225
225
230
230
230
165
160
165
6.0
2.3
81
81
77
255
250
250
270
270
270
185
180
190
6.8
2.7
92
92
88
285
285
285
310
305
305
205
200
210
Pumps:
Fuel oil circulating pump
Fuel oil supply pump
m3/h
m3/h
m3/h
m3/h
Seawater pump*
m3/h
m3/h
Booster pump
for exhaust valve
Coolers:
Scavenge air cooler
Heat dissipation
Central colling water
m3/h
1.0
1.5
1.5
2.0
2.0
kW
m3/h
1930
87
2410
108
2900
130
3380
142
3860
162
kW
Lubricating oil*
m3/h
m3/h
kW
m3/h
m3/h
kW
m3/h
m3/h
kW
kg/h
C
kg/s
1)
2)
3)
485
415
450
1)
2)
3)
1)
2)
3)
63
63
63
830
870
830
1)
2)
3)
1)
2)
3)
63
63
63
3250
3220
3210
89
610
710
790
520
620
730
570
670
800
See the above-mentioned pump capacity
82
95
113
77
95
108
77
95
108
1030
1240
1520
1070
1300
1510
1030
1240
1450
See the above-mentioned pump capacity
82
95
113
77
95
108
77
95
108
4050
4850
5690
4000
4820
5620
4010
4810
5630
See the above-mentioned pump capacity
See the above-mentioned pump capacity
115
135
155
43600
255
11.9
54500
255
14.8
65400
255
17.8
76300
255
20.8
890
830
900
123
123
123
1720
1710
1650
123
123
123
6470
6400
6410
180
87200
255
23.7
For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper, the engines capacities must be increased by those stated for the actual system
The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1783272-3.0
Fig. 6.01.04: List of capacities, S46MC-C with central cooling system, stated at the nominal MCR power (L 1)
178 59 20
6.01.03
Cylinder no.
m3
2 x 3.5
2 x 3.5
2 x 3.5
2 x 4.0
2 x 4.0
m3/h
2 x 105
2 x 105
2 x 105
2 x 120
2 x 120
m3
2 x 2.0
2 x 2.0
2 x 2.0
2 x 2.0
2 x 2.0
m3/h
2 x 60
2 x 60
2 x 60
2 x 60
2 x 60
S46MC-C
Starting air system: 30 bar (gauge)
Reversible engine
Receiver volume (12 starts)
Compressors
Non-reversible engine
Receiver volume (6 starts)
Compressors
Fig. 6.01.05: Capacities of starting air receivers and compressors for main engine S46MC-C
Heat radiation
Pump capacities
The pump capacities given in the List of Capacities refer to engines rated at nominal MCR (L1).
For lower rated engines, only a marginal saving in
the pump capacities is obtainable.
178 53 19
6.01.04
Seawater pump
The seawater flow capacity for each of the scavenge
air, lub. oil and jacket water coolers can be reduced
proportionally to the reduced heat dissipations found
in Figs. 6.01.06, 6.01.07 and 6.01.08, respectively.
However, regarding the scavenge air cooler, the
engine maker has to approve this reduction in order
to avoid too low a water velocity in the scavenge air
cooler pipes.
As the jacket water cooler is connected in series
with the lubricating oil cooler, the seawater flow
capacity for the latter is used also for the jacket
water cooler.
The derated seawater pump capacity is equal to the
sum of the above found derated seawater flow
capacities though the scavenge air and lub. oil
coolers, as these are connected in parallel.
If a central cooler is used, the above still applies, but
the central cooling water capacities are used instead of the above seawater capacities. The seawater flow capacity for the central cooler can be
reduced in proportion to the reduction of the total
cooler heat dissipation.
178 53 19
6.01.05
Pump pressures
Irrespective of the capacities selected as per the
above guidelines, the below-mentioned pump pressures at the mentioned maximum working temperatures for each system shall be kept:
bar
Fuel oil supply pump
Fuel oil circulating pump
Lubricating oil pump
Booster pump for exhaust valves
Seawater pump
Central cooling water pump
Jacket water pump
4
10
4
3
2.5
2.5
3.0
Max.
working
temp. C
100
150
60
60
50
60
90
Example 1:
6S46MC-C with MAN B&W turbocharger and with
seawater cooling system
Derated to :
Specified MCR (M) . . . . . . . . . . . 80% power of L1
90% speed of L1
Nominal MCR (L1):
7,860 kW = 10,710 BHP (100%) at 129 r/min (100%)
Specified MCR (M):
6,288 kW = 8,136 BHP (80%) at 116.1 r/min (90%)
The method of calculating the reduced capacities
for point M is based on tropical ambient reference
conditions shown below.
Flow velocities
For external pipe connections, we prescribe the
following maximum velocities:
Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s
Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s
Lubricating oil . . . . . . . . . . . . . . . . . . . . . . . 1.8 m/s
Cooling water . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
Due to space requirements the internal piping on the
engine can have higher flow velocities than specified
178 53 19
6.01.06
m3/h
m3/h
m3/h
m3/h
m3/h
m3/h
5.1
2.0
66
310
165
1.5
5.1
2.0
66
243.2
165
1.5
kW
m3/h
2920
216
2132
157.7
kW
m3/h
m3/h
710
165
94
646
165
85.5
kW
m3/h
m3/h
1240
66
94
1042
66
85.5
kW
135
135
17.8
65400
255
14
51400
248
30
30
m3
m3/h
2 x 3.5
2 x 105
2 x 3.5
2 x 105
m3
m3/h
2 x 2.0
2 x 60
2 x 2.0
2 x 60
kg/sec.
kg/h
C
Fig. 6.01.09: Example 1 Capacities of derated 6S46MC-C with MAN B&W turbocharger and with sea water cooling system
178 53 19
6.01.07
Freshwater Generator
If a freshwater generator is installed and is utilising
the heat in the jacket water cooling system, it should
be noted that the actual available heat in the jacket
water system is lower than indicated by the heat
dissipation figures valid for nominal MCR (L1) given
in the List of Capacities. This is because the latter
figures are used for dimensioning the jacket water
cooler and hence incorporate a safety margin which
can be needed when the engine is operating under
conditions such as, e.g. overload. Normally, this
margin is 10% at nominal MCR.
For a derated diesel engine, i.e. an engine having a
specified MCR (M) different from L1, the relative jacket
water heat dissipation for point M may be found, as
previously described, by means of Fig. 6.01.07.
With reference to the above, the heat actually available for a derated diesel engine may then be found
as follows:
1. Engine power equal to specified MCR
For specified MCR (M) the diagram Fig. 6.01.07 is
to be used,i.e. giving the percentage correction
factor qjw% and hence
Qjw,M = QL1 x
qjw%
x 0.9
100
(0.87)
[1]
Qjw = Qjw,M x kp
[2]
where
jacket water heat dissipation
jacket water heat dissipation at nominal
MCR (L1)
qjw%= percentage correction factor from
Fig. 6.01.07
Qjw,M= jacket water heat dissipation at specified
MCR, found by means of equation [1]
correction factor from Fig. 6.01.10
kp=
factor for overload margin, tropical
0.9=
ambient conditions
Qjw=
QL1=
178 53 19
6.01.08
Fig. 6.01.11: Freshwater generators. Jacket cooling water heat recovery flow diagram
Valve A: ensures that Tjw < 80 C
Valve B: ensures that Tjw >80 5 C = 75 C
Valve B and the corresponding by-pass may be omitted if, for example, the freshwater generator is equipped with an
automatic start/stop function for too low jacket cooling water temperature
If necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature control
system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level
t/24h
[3]
where
Mfw is the freshwater production in tons per 24 hours
and
Qjw is to be stated in kW
178 53 19
6.01.09
Example 2:
Freshwater production from a derated 6S46MC-C with MAN B&W turbocharger
Based on the engine ratings below, and by means of an example, this chapter will show how to calculate
the expected available jacket cooling water heat removed from the diesel engine, together with the
corresponding freshwater production from a freshwater generator.
The calculation is made for the service rating (S) of the diesel engine.
6S46MC-C - derated with fixed pitch propeller
Nominal MCR,
Specified MCR,
Service rating,
PL1:
PM:
PS:
(100.0%)
(80.0%)
qjw%
x 0.87
100
= 1240 x
84.0
x 0.87 = 906 kW
100
kp
178 53 19
6.01.10
Calculation Method
To enable the project engineer to estimate the actual
exhaust gas data at an arbitrary service rating, the
following method of calculation may be used.
PO
PL1
mO%
100
x (1 +
Mamb%
100
) x (1 +
ms%
100
)x
Ps%
100
kg/h
[4]
[5]
where, according to List of capacities, i.e. referring to ISO ambient conditions and 300 mm WC back-pressure
and optimised in L1:
ML1: exhaust gas amount in kg/h at nominal MCR (L1)
TL1:
Fig. 6.01.12: Summarising equations for exhaust gas amounts and temperatures
178 53 19
6.01.11
Parameter
Blower inlet temperature
Blower inlet pressure (barometric pressure)
Change
Change of exhaust
gas temperature
Change of exhaust
gas amount
+ 10 C
+ 16.0 C
4.1%
+ 10 mbar
+ 0.1 C
0.3%
+ 10 C
+ 1.0 C
+ 1.9%
+ 100 mm WC
+ 5.0 C
1.1%
Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
Mamb%
= -0.41 x (Tair 25) - 0.03 x (pbar 1000) + 0.19 x (TCW 25 ) - 0.011 x (pO 300)
[6]
Tamb
= 1.6 x (Tair 25) + 0.01 x (pbar 1000) +0.1 x (TCW 25) + 0.05 x (pO 300)
[7]
= pM
pM:
where
[8]
178 53 19
6.01.12
TS:
Example 3:
Expected exhaust gas data for a derated 6S46MC-C.
178 53 19
6.01.13
Air temperature
Tair20 C
Scavenge air coolant temperature
TCW18 C
Barometric pressure
pbar1013 mbar
Exhaust gas back-pressure
at specified MCR/optimising point
pM = pO 262 mm WC
ML1
= 65400 kg/h
Mexh
= 65400 x
(1 +
Mexh
6288
x 100 = 80.0%
7860
PO%
nO%
116.1
=
x 100 = 90.0%
129
= 98.2 %
TO
= - 7.1 C
3.2
80
)x
= 42736 kg/h
100 100
TL1
= 255 C
Texh
Texh
= 234 C -/+15 C
PS%
b) Correction for ambient conditions and backpressure:
PM
6288
x 100% =
x 100% = 100.0%
PO
6288
Mexh,M
= 65400 x
Mamb% = + 0.75%
Tamb
Tamb
= - 10.5 C
(1 +
= + 3.2%
TS
= - 3.6 C
6288 98.2
0.75
x
x (1 +
)x
7860 100
100
6288 98.2
0.00
x
x (1 +
)x
7860 100
100
0.0
100.0
)x
= 51472 kg/h
100
100
Mexh,M
= 51400 kg/h
Texh,M
Texh,M
= 248 C
178 53 19
6.01.14
No.
Symbol
Symbol designation
No.
2.17
1.1
Pipe
2.18
1.2
2.19
Orifice
1.3
1.4
Appliances
3.1
1.5
3.2
Valves, angle
3.3
2.1
3.4
2.2
3.5
2.3
Tee pipe
3.6
2.4
Flexible pipe
3.7
2.5
3.8
2.6
Joint, screwed
3.9
Flap, angle
2.7
Joint, flanged
3.10
Reduction valve
2.8
Joint, sleeve
3.11
Safety valve
2.9
Joint, quick-releasing
3.12
2.10
3.13
Self-closing valve
2.11
Expansion pipe
3.14
Quick-opening valve
2.12
Cap nut
3.15
Quick-closing valve
2.13
Blank flange
3.16
Regulating valve
2.14
Spectacle flange
3.17
Kingston valve
2.15
3.18
Ballvalve (cock)
2.16
178 53 19
6.01.15
No.
No.
3.19
Butterfly valve
4.6
Piston
3.20
Gate valve
4.7
Membrane
3.21
4.8
Electric motor
3.22
4.9
Electro-magnetic
3.23
3.24
5.1
Mudbox
3.25
5.2
Filter or strainer
3.26
5.3
Magnetic filter
3.27
Cock, angle
5.4
Separator
2.28
5.5
Steam trap
3.29
5.6
Centrifugal pump
3.30
5.7
3.31
5.8
3.32
5.9
Ejector
3.33
5.10
3.34
Appliances
Piston pump
Fittings
4.1
Hand-operated
6.1
Funnel
4.2
Remote control
6.2
4.3
Spring
6.3
Air pipe
4.4
Mass
6.4
4.5
Float
6.5
178 53 19
6.01.16
No.
No.
6.6
6.7
7.1
6.8
7.2
Observation glass
6.9
7.3
Level indicator
6.10
7.4
6.11
7.5
7.6
Recorder
The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19
178 53 19
6.01.17
Diesel oil
Heavy fuel oil
Heated pipe with insulation
178 53 20
6.02.01
To ensure ample filling of the fuel pumps, the capacity of the electrically-driven circulating pump is
higher than the amount of fuel consumed by the
diesel engine. Surplus fuel oil is recirculated from
the engine through the venting box.
To ensure a constant fuel pressure to the fuel injection pumps during all engine loads, a spring loaded
overflow valve is inserted in the fuel oil system on
the engine, as shown on Fig. 6.02.02.
The fuel oil pressure measured on the engine (at fuel
pump level) should be 7-8 bar, equivalent to a circulating pump pressure of 10 bar.
When the engine is stopped, the circulating pump
will continue to circulate heated heavy fuel through
the fuel oil system on the engine, thereby keeping
the fuel pumps heated and the fuel valves deaerated. This automatic circulation of preheated fuel
docking
stop of more than five days
major repairs of the fuel system, etc.
environmental requirements
178 53 20
6.02.02
NOx limitations
If specific NOx limitations are to be fulfilled, please
contact MAN B&W to investigate the necessary
measures to the taken: fuel valve design, water emulsion of fuel oil, optimising of exhaust system...) for the
layout point of the specific projects layout point.
178 53 20
6.02.03
178 53 20
6.02.04
Mounting
Mounting of the insulation is to be carried out in
accordance with the suppliers instructions.
178 53 20
6.02.05
Fuel oil
Units
Value
Density at 15C
kg/m3
< 991*
Kinematic viscosity
at 100 C
at 50 C
cSt
cSt
< 55
< 700
Flash point
> 60
< 30
Carbon residue
% (m/m)
< 22
Ash
% (m/m)
< 0.15
% (m/m)
< 0.10
Water
% (V/V)
< 1.0
Sulphur
Pour point
% (m/m)
< 5.0
Vanadium
mg/kg
< 600
Aluminum + Silicon
mg/kg
< 80
178 53 20
6.02.06
CIMAC K-grades)
For the latter specific gravities, the manufacturers
have developed special types of centrifuges, e.g.:
Alfa-Laval . . . . . . . . . . . . . . . . . . . . . . . . . . . Alcap
Westfalia . . . . . . . . . . . . . . . . . . . . . . . . . . Unitrol
Mitsubishi . . . . . . . . . . . . . . . . . . . . . . . E-Hidens II
The centrifuge should be able to treat approximately
the following quantity of oil:
178 53 20
6.02.07
If a filter with back-flushing arrangement is installed, the following should be noted. The required
oil flow specified in the List of capacities, i.e. the
delivery rate of the fuel oil supply pump and the fuel
oil circulating pump should be increased by the
178 53 20
6.02.08
178 53 20
6.02.09
Modular units
Units
Engine type
4S46MC-C
5S46MC-C
6S46MC-C
7S46MC-C
8S46MC-C
60 Hz
3 x 440V
F - 3.8 - 2.9 - 6
F - 5.5 - 4.0 - 6
F - 5.5 - 4.0 - 6
F - 7.9 - 5.2 - 6
F - 7.9 - 5.2 - 6
50 Hz
3 x 380V
F - 4.0 - 3.3 - 5
F - 6.4 - 4.8 - 5
F - 6.4 - 4.8 - 5
F - 6.4 - 4.8 - 5
F - 8.9 - 6.8 - 5
F 7.9 5.2 6
5 = 50 Hz, 3 x 380V
6 = 60 Hz, 3 x 440V
Capacity of fuel oil supply pump
in m3/h
Capacity of fuel oil circulating
pump in m3/h
Fuel oil supply unit
178 53 20
6.02.10
178 53 21
6.03.01
178 53 21
6.03.02
Circulating oil
SAE 30/TBN 5-10
Atlanta Marine D3005
Energol OE-HT-30
Marine CDX-30
Veritas 800 Marine
Exxmar XA
Alcano 308
Mobilgard 300
Melina 30/30S
Doro AR 30
178 53 21
6.03.03
178 53 21
6.03.04
178 53 21
6.03.05
Engine type
4-8S46MC-C
Units
60Hz
3 x 440 V
50Hz
3 x 380 V
B - 4.3 - 6
B - 4.7 - 5
178 53 21
6.03.06
Note:
When calculating the tank heights, allowance has
not been made for the possibility that part of the oil
quantity from the system outside the engine may,
when the pumps are stopped, be returned to the
bottom tank.
If the system outside the engine is so executed, that
a part of the oil quantity is drained back to the tank
when the pumps are stopped, the height of the
bottom tank indicated on the drawing is to be increased to include this additional quantity.
Drain at
cylinder No.
2-4
2-5
2-5
2-5-7
2-5-8
6.9 m3
8.0 m3
9.5 m3
11.1 m3
12.4 m3
DO
D1
D3
HO
H1
H2
OL
Qm3
175
175
200
200
225
375
375
425
425
450
125
125
150
150
175
800
815
845
870
915
375
375
425
425
450
75
75
85
85
90
4500
5250
6000
6750
7500
705
720
750
775
820
6.9
8.0
9.5
11.1
13.0
178 53 21
6.03.07
178 31 63-7.0
178 53 21
6.03.08
178 53 21
6.03.09
Company
Cylinder oil
SAE 50/TBN 70
Elf-Lub.
BP
Castrol
Chevron
Exxon
Fina
Mobil
Shell
Texaco
Talusia XT 70
CLO 50-M
S/DZ 70 cyl.
Delo Cyloil Special
Exxmar X 70
Vegano 570
Mobilgard 570
Alexia 50
Taro Special
Cylinder Lubrication
Each cylinder liner has a number of lubricating orifices (quills), through which the cylinder oil is introduced into the cylinders, see Fig. 6.04.02. The oil is
delivered into the cylinder via non-return valves,
when the piston rings pass the lubricating orifices,
during the upward stroke.
Cylinder Oils
Cylinder oils should, preferably, be of the SAE 50
viscosity grade.
Modern high rated two-stroke engines have a relatively great demand for the detergency in the cylinder oil. Due to the traditional link between high
detergency and high TBN in cylinder oils, we recommend the use of a TBN 70 cylinder oil in combination
with all fuel types within our guiding specification,
regardless of the sulphur content.
178 53 23
6.04.01
Aft.
Fore
Cylinder Lubricators
The cylinder lubricators are mounted on the fore end
of the cylinder frame and are driven by a bevel gear.
The lubricators have a built-in capability for adjustment of the oil quantity. They are of the Sight Feed
Lubricator type and are provided with a sight glass
for each lubricating point.
The lubricators Fig. 6.04.03 are fitted with:
Alternative 1
Rev.1
178 53 23
6.04.02
24 glasses of
15 glasses of
18 glasses of
21 glasses of
24 glasses of
125
2 x 75
2 x 100
2 x 125
2 x 125
watt
watt
watt
watt
watt
178 53 23
6.04.03
1.11.6 g/kWh
0.81.2 g/BHPh
During the first operational period of about 1500
hours, it is recommended to use the upper feed rate.
The feed rate at part load is proportional to the
2
np
178 53 23
6.04.04
Fig. 6.05.01: Optional cleaning system of piston rod, stuffing box drain oil
178 53 25
6.05.01
No. of cylinders
C.J.C. Filter
Tank 001
Capacity of pump
4 43 640
Tank 002
at 2 bar
m3
0.2
0.3
46
1 x HDU 427/54
0.6
m
0.7
78
1 x HDU 427/81
or
1 x HDU 327/108
0.9
1.0
No. of
cylinders
3 x 440 volts
60 Hz
3 x 380 volts
50 Hz
46
PR 0.2 6
PR 0.2 5
7-8
PR 0.3 6
PR 0.3 5
178 53 25
6.05.02
Fig. 6.05.05.: Piston rod unit, MAN B&W/C. C. Jensen, option: 4 43 610
178 53 25
6.05.03
tenance cost
Expensive seawater piping of non-corrosive materi-
178 53 26
6.06.01
178 53 26
6.06.02
Fig. 6.06.02: Cooling water pipes, one air cooler and turbocharger
178 53 26
6.06.03
178 53 26
6.06.04
178 53 26
6.06.05
178 53 26
6.06.06
Temperature
increase
of jacket water
1.25%
C
1.50%
1.00%
60
Preheater
capacity in
% of nominal
MCR power
0.75%
50
0.50%
40
30
20
10
10
20
30
40
50
60
70 hours
Preheating time
Fig. 6.06.06: Jacket water preheater
178 53 26
6.06.07
Please note:
The above considerations are based on the assumption that the engine has already been well run-in.
Preheating during standstill periods
During short stays in port (i.e. less than 4-5 days), it
is recommended that the engine is kept preheated,
the purpose being to prevent temperature variation
in the engine structure and corresponding variation
in thermal expansions and possible leakage.
178 53 26
6.06.08
Dimensions in mm
Tank size
0.05 m3
120 m3/h
125
150
300
910
300
320
ND 50
ND 32
178 53 26
6.06.09
178 53 27
6.07.01
The low temperature cooling system is to be equipped with a three-way valve, mounted as a mixing
valve, which by-passes all or part of the fresh water
around the central cooler.
The sensor is to be located at the common outlet
pipe from the thermostatic valve and is set so as to
keep a temperature level of minimum 10 C.
Rev. 1
178 53 27
6.07.02
178 53 27
6.07.03
The air consumption for control air, safety air, turbocharger cleaning, sealing air for exhaust valve
and for fuel valve testing unit and starting of auxiliary
engines is covered by the capacities stated for the
air receivers and compressors in the List of Capacities.
178 53 28
6.08.01
178 53 28
6.08.02
Fig. 6.08.03: Air spring and sealing air pipes for exhaust valves
178 53 28
6.08.03
Turning gear
The starting air compressors are to be of the watercooled, two-stage type with intercooling.
178 53 28
6.08.04
Electric motor
3 x 440V 60Hz
Brake power supply 240V 60Hz
Electric motor
3 x 380V 50Hz
Brake power supply 220V 50Hz
Current
Current
No. of
cylinders
Power
kW
Start
Amp.
Normal
Amp.
No. of
cylinders
Power
kW
Start
Amp.
Normal
Amp.
4-8
2.2
23.4
4.8
4-8
2.2
26.9
5.5
178 53 28
6.08.05
178 53 29
6.09.01
Auxiliary Blowers
The engine is provided with two electrically driven
auxiliary blowers. Between the scavenge air cooler
and the scavenge air receiver, non-return valves are
fitted which close automa- tically when the auxiliary
blowers start supplying the scavenge air.
Both auxiliary blowers start con secutively operating
before the engine is started and will ensure complete scavenging of the cylinders in the starting
phase, thus providing the best conditions for a safe
start.
During operation of the engine, the auxiliary blowers
will start automatically whenever the engine load is
reduced to about 30-40% and will continue operating until the load again exceeds approximately
40-50%.
Emergency running
If one of the auxiliary blowers is out of action, the
other auxiliary blower will function in the system,
178 53 29
6.09.02
Control panel
Motor size
3 x 440 V
18 - 80 A
11 - 45 kW
W
mm
300
H
mm
460
Electric panel
D
mm
3 x 380 V
18 - 80 A
9 - 40 kW
300
460
H
mm
D
mm
Maximum
stand-by heating
element
400
600
300
100 W
600
600
350
250 W
400
600
300
100 W
600
600
350
250 W
150
3 x 440 V
63 - 250 A
67 - 155 kW
3 x 380 V
80 - 250 A
40 - 132 kW
W
mm
150
Fig. 6.09.04a: Electrical panel for two auxiliary blowers inclusive starters, option 4 55 650
178 53 29
6.09.03
PSC 418: Pressure switch for control of scavenge air auxiliary blowers. Start at 0.45 bar, Stop at 0.7 bar
PSA 419: Low scavenge air pressure switch for alarm. Alarm at 0.39 bar
G:
Mode selector switch. The OFF and ON modes are independent of K1, K2 and PSC 418
K1:
K2:
Fig. 6.09.04b: Control panel for two auxiliary blowers inclusive starters, option 4 55 650
178 53 29
6.09.04
Current
Power
kW
Start Amp.
Norm. Amp.
Mass
kg
2 x M2AA180M
2 x 26
1 x 290
2 x 42
2 x 120
5
6
2 x M2AA200MLA
2 x M2AA200MLA
2 x 35
2 x 35
1 x 382
1 x 382
2 x 57
2 x 57
2 x 170
2 x 170
7
8
2 x M2AA200MLB
2 x M2AA225SMB
2 x 44
2 x 54
1 x 483
1 x 602
2 x 71
2 x 86
2 x 195
2 x 245
Current
Power
kW
Start Amp.
Norm. Amp.
Mass
kg
2 x M2AA200MLA
2 x 30
1 x 360
2 x 55
2 x 170
5
6
7
8
2 x M2AA200MLA
2 x M2AA200MLB
2 x M2AA225SMB
2 x M2AA225SMA
2 x 30
2 x 37
2 x 45
2 x 55
1 x 360
1 x 435
1 x 550
1 x 750
2 x 55
2 x 68
2 x 82
2 x 100
2 x 170
2 x 195
2 x 245
2 x 280
Enclosure IP44
Insulation class: minimum B
Speed of fan: about 2940 and 3540 r/min for 50Hz and 60Hz respectively
The electric motors are delivered with and fitted onto the engine
Fig. 6.09.05: Electric motor for auxiliary blower
178 53 29
6.09.05
As an alternative to the described method of cleaning the scavenge air cooler elements on the engine,
the elements can be dismantled and submerged in
a cleaning vessel as described in the instruction
book. The cleaning vessel is yards supply.
The drain line for the air cooler system is, during
running, used as a permanent drain from the air
cooler water mist catcher. The water is led though
an orifice to prevent major losses of scavenge air.
The system is equipped with a drain box, where a
level switch LSA 434 is mounted, indicating any
excessive water level, see Fig. 6.09.02.
178 53 29
6.09.06
178 31 45-4.0
4-5 cyl.
6-7 cyl.
8 cyl.
0.3 m3
0.6 m3
1.0 m3
Circulating pump
capacity at 3 bar
1 m3/h
2 m3/h
5 m3/h
d: Nominal diameter
25 mm
32 mm
50 mm
Available as a module:
"Air Cooler Cleaning Unit"
Option: 4 55 655
MAN B&W/C. C. Jensen
The letters refer to "List of flanges"
Fig. 6.09.06b: Air cooler cleaning system, option: 4 55 655
178 06 23-1.1
178 59 18
6.09.07
No. of cylinders
4-6
0.4 m3
7-8
0.7 m3
178 53 29
6.09.08
178 53 29
6.09.09
20 mm nominal bore
178 53 29
6.09.10
Fig. 6.09.10a: Fire extinguishing pipes in scavenge air space (steam): 4 55 140
Fire extinguishing pipes in scavenge air space (water mist), option: 4 55 142
178 53 29
6.09.11
178 53 30
6.10.01
178 53 30
6.10.02
Fig. 6.10.04: MAN B&W turbocharger, water washing, turbine side, 4 59 210
178 53 30
6.10.03
NA40
3000
2000
5000
5000
2000
1000
NA48
3600
2400
6000
6000
2400
1000
NA57
4300
3000
7000
7000
3000
2000
VTR454
3500
2300
5500
2700
1900
1000
VTR564
5000
3300
6700
3800
2800
2000
MET66SE
6800
3400
9300
3200
3000
5200
F1
D0
F2
M3
Fixed point
F3
Expansion joint
option: 4 60 610
Transition piece,
option: 4 60 601
DA
DR
H1
M1
D0
Centreline turbocharger
Fig 6.10.06: Exhaust pipe system, with turbocharger located on aft end of engine
178 53 30
6.10.04
Change-over valves
Change-over valve of
type with constant
cross section
a = 0.6 to 1.2
b = 1.0 to 1.5
c = 1.5 to 2.0
Change-over valve of
type with volume
a = b = about 2.0
R=D
R = 1.5D
R = 2D
= 0.28
= 0.20
= 0.17
R=D
R = 1.5D
R = 2D
= 0.16
= 0.12
= 0.11
= 0.05
R=D
R = 1.5D
R = 2D
= 0.45
= 0.35
= 0.30
= 0.14
Outlet from
top of exhaust
gas uptake
Inlet
(from
turbocharger)
= 1.00
= 1.00
178 53 30
6.10.05
178 53 30
6.10.06
where the expression after is the dynamic pressure of the flow in the pipe.
Fig. 6.10.07 shows some guidelines regarding resistance coefficients and back-pressure loss calculations which can be used, if the makers data for
back-pressure is not available at the early project
stage.
273
1.293 x
x 1.015 in kg/m3
273 + T
The factor 1.015 refers to the average back-pressure of 150 mm WC (0.015 bar) in the exhaust gas
system.
4
in m/sec
x D2
p = x 1/2 v x
1
in mm WC
9.81
178 53 30
6.10.07
Fig. 6.10.08: ISOs NR curves and typical sound pressure levels from diesel engines exhaust gas system
The noise levels refer to nominal MCR and a distance of 1 metre from the edge of the exhaust gas pipe opening
at an angle of 30 degrees to the gas flow and valid for an exhaust gas system without boiler and silencer, etc.
178 53 30
6.10.08
Option 4 30 109:
The fuel pump roller guides are of the reversible
type and are supplied with permanent air pressure
for Ahead position, during the start procedure.
Emergency reversing from the manoeuvring console is effected with a separate handle, as the
manoeuvring handle has no reversing switches.
Reversing of the engine from the manoeuvring console is initiated by setting the manoeuvring handle
(not standard) to the appropriate position (Ahead or
Astern), whereby EV683 or EV685 is activated. Control air then reverses the starting air distributor and,
via air cylinders, the angular displaceable rollers of
the fuel pump roller guides.
Slow Turning
Option: 4 30 104:
If a controllable pitch propeller is coupled to the
engine, a manoeuvring system according to Fig.
6.11.02 is to be used. The solenoid valve EV662
shown in the centre of Fig. 6.11.02 permits the
engine to start only when the propeller pitch is
178 53 31
6.11.01
Governors
Actuator
Revolution transmitter (pick-ups)
Electronic governor panel
Power supply unit
Pressure transmitter for scavenge air
Conventional plants
Examples of conventional marine installations are:
An engine directly coupled to a fixed pitch propeller
An engine directly coupled to a controllable pitch
The actuator, revolution transmitter and the pressure transmitter are mounted on the engine.
With a view to such installations, the engine is, as
standard, equipped with an electronic governor approved by MAN B&W, e.g.:
propeller, without clutch and without extreme demands on the propeller pitch change
4 65 172
4 65 174
4 65 177
Advanced plants
For more advanced plants, an electronic governor
has to be applied, and the specific layout of the
system has to be agreed upon in co-operation with
the customer, the governor supplier and the engine
builder.
Geared installations
Plants with disengageable clutch for disconnec-
frequency accuracy
178 53 31
6.11.02
The basic scope of supply includes the manoeuvring handle (465 625) for start, stop, reversing
and speed setting.
The manoeuvring console supplied by the yard normally includes, as a minimum, the instrumentation
shown in Fig. 6.11.05.
The corresponding sequence diagram for a non-reversible plant with power take off (Gear Constant
Ratio) is shown in Fig. 6.11.09.
load does not increase at a quicker rate than permitted by the scavenge air pressure
Load changes have to take place in such a way
178 53 31
6.11.03
Fig. 6.11.01: Diagram of manoeuvring system, reversible engine with FPP and mechanical-hydraulic governor prepared for remote
control
465 100 010
178 53 31
6.11.04
Fig. 6.11.02: Manoeuvring system, non-reversible engine, with mechanical-hydraulic governor prepared for remote start and
stop
465 100 010
178 53 31
6.11.05
Pos.
Qty.
28
Description
3/2-way solenoid valve
78
Switch
Fig. 6.11.03: Starting air system, with slow turning, option: 4 50 140
178 53 31
6.11.06
178 53 31
6.11.07
1
2
3
4
5
6
Usse sensor
0- 4 bar
0- 4 bar
0- 4 bar
0- 4 bar
0- 4 bar
0-10 bar
0-10 bar
0-30 bar
0-10 bar
PE 417
PE 330
PE 326
PE 386
PE 382
PE 305
PE 401
PE 403
0-100 C TE 385
0-100 C TE 311
Yards supply
Fig. 6.11.05: Instruments and pneumatic components for manoeuvring console, option: 4 65 640
178 53 31
6.11.08
When the shaft generator is disconnected, the slow down will be effectuated after a prewarning of 6-8 sec.
Demand for quick passage of barred speed range will have an influence on the slow down procedure
Revised diagram including restart from bridge is available on request.
178 53 31
6.11.09
When the shaft generator is disconnected, the slow down will be effectuated after a prewarning of 6-8 sec.
Demand for quick passage of barred speed range will have an influence on the slow down procedure
Revised diagram including restart from bridge is available on request.
Fig. 6.11.07: Sequence diagram for controllable pitch propeller, with shaft generator type GCR
178 53 31
6.11.10
7 Vibration Aspects
The vibration characteristics of the two-stroke low
speed diesel engines can for practical purposes be,
split up into four categories, and if the adequate
countermeasures are considered from the early project stage, the influence of the excitation sources
can be minimised or fully compensated.
Fig. 7.01: Statistics of tankers and bulk carriers with 4 cylinder MC engines
178 53 32
7.01
C
Adjustable
counterweights
Aft
Fixed
counterweights
Fore
Adjustable
counterweights
A
B
C
D
Combustion pressure
Guide force
Staybolt force
Main bearing force
Fixed
counterweights
178 53 32
7.02
178 53 32
7.03
Briefly, it can be stated that compensators positioned in a node or close to it, will be inefficient. In
such a case, solution (4) should be considered.
PRU =
A decision regarding the vibrational aspects and the
possible use of compensators must be taken at the
contract stage. If no experience is available from sister
ships, which would be the best basis for deciding
whether compensators are necessary or not, it is
advisable to make calculations to determine which of
the solutions (1), (2), (3) or (4) should be applied.
If compensator(s) are omitted, the engine can be
delivered prepared for the fitting of compensators
later on, see options: 4 31 202 and 4 31 212. The
decision for preparation must also be taken at the
contract stage. Measurements taken during the sea
trial, or later in service and with fully loaded ship, will
be able to show whether compensator(s) have to be
fitted or not.
If no calculations are available at the contract stage,
we advise to order the engine with a 2nd order moment compensator on the aft end (option: 4 31 203),
and to make preparations for the fitting of a compensator on the front end (option: 4 31 212).
If it is decided not to use compensators and, furthermore, not to prepare the main engine for later
fitting, another solution can be used, if annoying
vibrations should occur:
An electrically driven compensator option: 4 31 601,
synchronised to the correct phase relative to the
external force or moment can neutralise the excitation. This type of compensator needs an extra seating fitted, preferably, in the steering gear room where
deflections are largest and the effect of the compensator will therefore be greatest.
External moment
Engine power
Nm/kW
PRU Nm/kW
Need for compensator
from 0 to 60 . . . . . . . . . . . . . . . . . . . . not relevant
from 60 to 120 . . . . . . . . . . . . . . . . . . . . . . unlikely
from 120 to 220 . . . . . . . . . . . . . . . . . . . . . . . likely
above 220 . . . . . . . . . . . . . . . . . . . . . . . most likely
The actual values for the MC-engines are shown in
Fig. 7.08.
In the table, the external moments (M1) are stated
at the speed (n1) and MCR rating in point L1 of the
layout diagram. For other speeds (nA), the corresponding external moments (MA) are calculated by
means of the formula:
nA
n1
MA = M1 x
kNm
178 53 32
7.04
178 53 32
7.05
recommend, as standard, that top bracing is installed between the engines upper platform brackets
and the casing side.
The mechanical top bracing, option: 4 83 112 comprises stiff connections (links) with friction plates
which allow adjustment to the loading conditions
of the ship. With both types of top bracing abovementioned natural frequency will increase to a
level where resonance will occur above the normal
engine speed.
Axial Vibrations
The guide force moments are harmless except when
resonance vibrations occur in the engine/double
bottom system.
As this system is very difficult to calculate with
the necessary accuracy MAN B&W Diesel strongly
178 53 32
7.06
Torsional Vibrations
owner/yard requirements
Plants with 8 cylinder engines
178 53 32
7.07
Overcritical running
Owing to the very large variety of possible shafting
arrangements that may be used in combination with a
specific engine, only detailed torsional vibration calculations of the specific plant can determine whether or
not a torsional vibration damper is necessary.
Undercritical running
The characteristics of overcritical conditions are:
The natural frequency of the one-node vibration is
so adjusted that resonance with the main critical
order occurs about 35-45% above the engine speed
at specified MCR.
end
Turning wheel with relatively high inertia
Please note:
We do not include any tuning wheel, option: 4 31
101 or torsional vibration damper, option: 4 31 105
in the standard scope of supply, as the proper
countermeasure has to be found after torsional vibration calculations for the specific plant, and after
the decision has been taken if and where a barred
speed range might be acceptable.
178 53 32
7.08
No. of cyl.
Firing order
1-3-2-4
1-4-3-2-5
1-5-3-4-2-6
1-7-2-5-4-3-6
1-8-3-4-7-2-5-6
1st a
238 b
76
45
151
2nd
702 c
874 c
608 c
177
318
224
External forces in kN
530
537
411
2 x No. of cyl.
112
47
27
3 x No. of cyl.
18
173
55
33
110
2nd
110
137
95
28
3rd
39
137
247
271
347
4th
23
181
515
209
5th
60
43
536
6th
108
12
7th
25
89
16
8th
55
38
9th
54
10th
15
13
37
11th
24
31
12th
1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers
By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required
4, 5 and 6-cylinder engines can be equipped with 2nd order moment compensators on the aft and fore ends.
The 2nd order external moment will be eliminated totally for 6-cylinder engines.
For 4 and 5-cylinder engines it will normally also be eliminated totally, - however on special plants having high
angular accelerations at the crankshaft, the external moment can only be reduced by 75%.
178 53 32
7.09
8 Instrumentation
The instrumentation on the diesel engine can be
roughly divided into:
Sensors for
Remote Indication Instruments
Analogue sensors for remote indication can be ordered as options 4 75 127 and 4 75 128, and can also
be used for Alarm or Slow Down simultaneously.
noid valves
Analogue sensors for Alarm, Slow Down, remote
The International Association of Classification Societies (IACS) have agreed that a common sensor can
be used for Alarm, Slow Down and remote indication
and their requirements are listed in column: IACS
Local Instruments
The basic local instrumentation on the engine comprises thermometers and pressure gauges located
on the piping or mounted on panels on the engine,
and an engine tachometer located at the engine side
control panel.
Control Devices
The control devices mainly include the position switches, called ZS, incorporated in the manoeuvring
system, the solenoid valves (EV), and other electrical
devices (E) which are listed in Fig. 8.05 and positioned
as shown in Figs. 8.04a, 8.04b and 8.04c.
For the event that further signal equipment is required, the piping on the engine has additional
sockets.
178 53 33
8.01
Oil leaking oil from the high pressure fuel oil pipes is
collected in a drain box (Fig. 8.11), which is equipped
with a level alarm, LSA 301, option: 4 35 105.
Make: Graviner
Type: MK 5 . . . . . . . . . . . . . . . . . . . . 4 75 161, or
Make: Schaller
Type: Visatron VN 215 . . . . . . . . . . . . . . 4 75 163,
The combination of an oil mist detector and a bearing temperature monitoring system with deviation
from average alarm (option 4 75 133 or 4 75 134) will
in any case provide the optimum safety.
178 53 33
8.02
Identification of instruments
PS - SLD
PSA
PSC
PE
PEA
PEI
The measuring instruments are identified by a combination of letters and a position number:
LSA 372 high
Level: high/low
Where: in which medium
(lub. oil, cooling water...)
location (inlet/outlet engine)
PE - SLD
SE
SEA
SSA
SS - SHD
TI
TSA
TSC
TS - SHD
TS - SLD
TE
TEA
Output signal:
A: alarm
I : indicator (thermometer,
manometer...)
SHD: shut down (stop)
SLD: slow down
How: by means of
E: analogue sensor (element)
S: switch
(pressurestat, thermostat)
What is measured:
F: flow
L: level
P: pressure
PD: pressure difference
S: speed
T: temperature
V: viscosity
W: vibration
Z: position
TEI
TE - SLD
VE
VEI
VI
ZE
ZS
WEA
WI
WS - SLD
DSA
DS - SLD
E
EV
ESA
FSA
FS - SLD
LSA
PDEI
178 53 33
8.03
4 75 207
Auxiliary engines:
P: Proximity sensor (optical pick-up)
at flywheel on the GenSets
PT/SAP
4 75 206
4 75 205
178 53 33
8.04
CoCoS
CoCoS-SPO:
178 53 33
8.05
Use sensor
Point of location
Fuel oil system
VE 303
PE 305
PDE 308 Pressure drop across fuel oil filter (yards supply)
TE 309
TE 311
Lubricating oil inlet, to main bearings, thrust bearing, axial vibration damper, piston cooling oil, camshaft lub. oil,
exhaust valve actuators and turbochargers
TE 317
PE 326
PE 330
Lubricating oil inlet to main bearings, thrust bearing and axial vibration damper
TE 349
TE 355
PE 357
TE 369
(a
PE 371
(a
a)
178 53 33
8.06
Use sensor
Point of location
Cooling water system
TE 375
PE 382
TE 379
TE 385
PE 386
TE 387A
PDSA 391
TE 393
PDE 398
b)
PE 337
b)
PDE 338
b)
TE 411
TE 412
TE 412A
TE 413
PE 417
PDE 420
PDE 422
ZS 669
178 53 33
8.07
Use sensor
Point of location
Exhaust gas system
TE 363
ZE 364
PE 424
TE 425A
TE 426
TE 432
PE 433A
SE 439
Turbocharger speed/turbocharger
PDE 441
2)
General data
N
1)
1)
PE 325
3)
SE 438
Engine speed
2)
ZE 477
2)
ZE 478
VIT index/cylinder
2)
ZE 479
Governor index
E 480
Engine torque
1)
4)
4)
4)
N Numerical input
1) Originated by alarm/monitoring system
2) Manual input can alternatively be used
3) Yards supply
4) Originated by the PMI system
178 53 33
8.08
Description
Thermometers
stem type
Use sensor
for remote
indication
Point of location
TI 302
TE 302A
TI 311
TI 317
TI 349
TI 355
TI 369
TE 311
TE 317
TE 349
TE 311
TE 369
Lubricating oil
Lubricating oil inlet to main bearings, thrust bearing and axial vibration damper
Piston cooling oil outlet/cylinder
Thrust bearing segment
Lubricating oil inlet to piston cooling and camshaft
Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
Fuel oil
TE 375
TE 379
TI 385
TI 387A
TI 393
TE 385
TE 387A
TI 411
TI 412
TI 413
TE 411
TE 412
TE 413
Thermometers
dia l type
TI 375
TI 379
TI 425
TI 426
Exhaust gas
TE 425A
TE 426
178 53 33
8.09
Use sensor
for remote
indication
Pressuregauges
(manometers)
PI 305
PE 305
PI 326
PI 330
PE 326
PE 330
PI 357
PI 371
PE 357
PE 371
Lubricating oil
Piston cooling oil and camshaft lub. oil inlet
Lubricating oil inlet to main bearings thrust bearing and axial vibration
damper
Lubricating oil inlet to exhaus valve actuators
Lubricating oil inlet to turbochager with slide bearings/turbocharger
PI 382
PE 382
PI 386
PI 435B
PE 386
PI 401
PI 403
PI 405
PE 401
PE 403
PI 417
PE 417
Point of location
Fuel oil
Fuel oil , inlet engine
Scavenge air
Scavenge air receiver
Exhaust gas
Exhaust gas receiver
Air inlet for dry cleaning of turbocharger
PI 424
PI 435A
SI 438
SI 439
SE 438
WI 471
Engine speed
Turbocharger speed
Mechanical measuring of axial vibration
Fig. 8.03b: Local manometers and tachometers on engine and remote indication sensors
178 53 33
8.10
178 53 33
8.11
178 53 33
8.12
178 53 33
8.13
Description
Function
PSC 418
E 670
Manoeuvring system
Engine speed detector
E 438
Reversing Astern/cylinder
ZS 650
Reversing Ahead/cylinder
ZS 651
ZS 652
ZS 653
PSC 654
EV 658
ZS 659
E 660
ZS 663
ZS 664
ZS 667
E 671
E 672
PSC 674
PSC 680
EV 682
EV 683
EV 684
EV 685
EV 686
178 53 33
8.14
Fig. 8.06: Pipes on engine for basic pressure gauges and pressure switches
178 53 33
8.15
178 53 33
8.16
Use sensor
MAN B&W
IACS
RS
RINa
NKK
LR
GL
DnVC
BV
ABS
Function
Point of location
Fuel oil system
1
1
PE 305
TE 311
TE 311
TE 317
1
1
PE 326
PE 330
TE 349
TE 311
PE 357
1
1
1
1
1
d)
PE 371
TE 311
1
1
178 59 19
8.17
Use sensor
MAN B&W
IACS
RS
RINa
NKK
LR
GL
DnVC
BV
ABS
Function
Point of location
Cooling water system
1
1
1
1
1
1
1
1
1
1
1783275-9.0
178 59 19
8.18
Use sensor
MAN B&W
IACS
RS
RINa
NKK
LR
GL
DnVC
BV
ABS
Function
Point of location
Exhaust gas system
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1* ESA low
1* ESA low
1* ESA
1* ESA
1* ESA
A* SEA 438
178 59 19
8.19
1
1
FS 320
PE 326
PE 330
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Point of Location
1
1
Function
1
1
Use sensor
MAN B&W
IACS
RS
RINa
NKK
LR
GL
DnVC
ABS
BV
PE 386
TE SLD 431
TE 426
1783300-0.0
178 59 19
8.20
RS
IACS
MAN B&W
1*
TS SHD
352 high
1*
PS SHD
359 low
1*
SE SHD
438 high
PS SHD
329 low
PS SHD
384A low
RINa
NKK
335 low
LR
PS SHD
GL
1*
DnVC
BV
ABS
Function
1
1
Use sensor
Point of location
1783301-2.0
178 59 19
8.21
Fig. 8.11: Heated drain box with fuel oil leakage, alarm option: 4 35 105
178 53 33
8.22
Fig. 8.12a: Oil mist detector pipes on engine, for Graviner, type MK 5 (4 75 161)
Fig. 8.12b: Oil mist detector pipes on engine, for Schaller, type Visatron VN215 (4 75 163)
178 53 33
8.23
When determining the degree of dismantling, consideration should be given to the lifting capacities
and number of crane hooks available at the engine
maker and, in particular, at the yard (purchaser).
Dispatch Pattern
Spare Parts
Note:
Long term preservation and seaworthy packing are
always to be used.
178 53 34
9.01
Tools
Additional spare parts recommended by
MAN B&W Diesel
Wearing parts
178 53 34
9.02
Components to be painted
before shipment from workshop
Type of paint
No. of
coats/
Total dry
film
thickness
m
Colour:
RAL 840HR
DIN 6164
MUNSELL
2/80
Free
1/30
White:
RAL 9010
DIN N:0:0.5
MUNSELL N-9.5
2/80
Free
1/30
2/60
Light green:
RAL 6019
DIN 23:2:2
MUNSELL10GY
8/4
Alu:
RAL 9006
DIN N:0:2
MUNSELL N-7.5
2/75
Free
2/80
Free
2/60
Orange red:
RAL 2004
DIN 6:7:2
MUNSELL
N-7.5r 6/12
2/60
Light grey:
RAL 7038
DIN:24:1:2
MUNSELL N-7.5
Note:
All paints are to be of good quality. Paints according to builders standard may be used provided they at least fulfil the
above demands.
Delivery standard for point 2, is a primed and finally painted condition, unless otherwise stated in the contract.
Fig. 9.01: Specification for painting of main engine: 4 81 101
178 53 35
9.03
A1 + B1
Engine
Remaining parts
Engine complete
A2 + B2
Top section
Bottom section
Fig. 9.02a: Dispatch pattern, engine with turbocharger on aft end (4 59 121)
178 53 37
9.04
Top section
Note
The engine supplier is responsible for the necessary
lifting toools and lifting instruction for transportation
purpose to the yard. The delivery extent of the lifting
tools, ownership and lend/lease conditions is to be
stated in the contract. (Option: 4 12 120 or 4 12 121)
Futhermore, it must be stated whether a drying
machine is to be installed during the transportation
and/or storage period. (Option: 4 12 601)
Bedplate/cranckshaft
section
Fig. 9.02b: Dispatch pattern, engine with turbocharger on aft end (4 59 121)
178 53 37
9.05
A1 + B1
Engine
Engine complete
Chains, etc.
Remaining parts
A2 + B2
Top section
Bottom section
Fig. 9.02c: Dispatch pattern, engine with turbocharger on exhaust side, option 4 59 123
178 53 37
9.06
Note
The engine supplier is responsible for the necessary
lifting tools and lifting instruction for transportation
purpose to the yard. The delivery extent of the lifting
tools, ownership and lend/lease conditions is to be
stated in the contract. (Options: 4 12 120 or 4 12 121)
Bedplate/cranckshaft
section
Fig. 9.02d: Dispatch pattern, engine with turbocharger on exhaust side, option 4 59 123
178 53 37
9.07
Pattern
Section
5 cylinder
6 cylinder
7 cylinder
8 cylinder
Mass. Length Mass. Length Mass. Length Mass. Length Mass. Length Heigh Width
in t
in m
in t
in m
in t
in m
in t
in m
in t
in m
in m
in m
140
5.9
162
6.7
185
7.5
205
8.2
230
8.3
6.4
49
5.9
60
6.7
69
7.5
76
8.2
86
4.5
6.4
Bottom section
82
4.6
93
5.4
107
6.2
119
134
7.8
4.3
Remaining parts
10
10
49
5.9
60
6.7
69
7.5
76
8.2
86
4.5
6.4
32
4.6
37
5.0
42
5.8
47
6.5
53
7.2
2.6
3.9
Bedplate/Crankshaft
49
4.6
55
5.4
64
6.2
71
80
7.8
2.6
Remaining parts
10
4.5
6.4
34
10
5.9
42
10
6.7
48
11
7.5
53
11
8.2
60
Exhaust receiver
3.2
4.5
3.9
4.7
5.5
5.5
6.3
1.6
1.3
3.1
3.8
4.6
5.4
6.2
Turbocharger - each
4.5
4.5
1.5
1.5
1.5
1.5
1.5
32
4.6
37
43
5.8
45.5
6.5
52.5
7.2
3.4
4.3
22.5
5.1
27.5
5.9
32.5
6.7
39.2
7.6
44.5
8.5
2.4
2.4
Bedplate
22
4.7
24.5
5.5
29
6.3
30.5
7.2
35
8.1
Remaining parts
11
Crankshaft
11
11
12
12
The weights are for standard engines with semi-built crankshaft of forged throws, integrated crosshead guides
in frame box and MAN B&W turbocharger.
All masses and dimensions are approximate and without packing and lifting tools. The masses of turning
wheel, turbocharger specified in dispatch pattern outline can vary, and should be checked.
Moment compensators and tuning wheel are not included in dispatch pattern outline. Turning wheel is
assumed to be of 4 tons.
Note
The above data are preliminary
178 53 37
9.08
Governor test
Load test
Overspeed test
Followed by:
Before leaving the factory, the engine is to be carefully tested on diesel oil in the presence of representatives of Yard, Shipowner, Classification Society,
and MAN B&W Diesel.
Fuel oil analysis is to be presented
All tests are to be carried out on diesel or gas oil
178 53 38
9.09
Class recommendations
GL:
KR:
NKK:
RINA:
CCS:
ABS:
BV:
LR:
DNVC:
Germanischer Lloyd
Korean Register of Shipping
Nippon Kaiji Kyokai
Registro Italiano Navale
China Classification Society
178 53 39
9.10
Fig. 9.06a: Additional spare part recommended by MAN B&W, option: 4 87 603
178 53 40
9.11
Fig. 9.06b: Additional spare part recommended by MAN B&W, option: 4 87 603
178 53 40
9.12
Table A
Service hours
0-6,000
Group
No
0-12,000
Number of cylinders
Description
Cylinder liners
10
12
14
16
10
11
12a
13
14
Alternative:
12b
Table B
The wearing parts are divided into 14 groups, each
including the components stated in tables B.
Group
No.
1
3
4
Qty.
Descriptions
O-rings
10
O-ring
Cylinder liner
O-rings
Sealing ring
Piston rings
178 53 41
9.13
Table A
Service hours
0-18,000
Group
No.
0-24,000
Number of cylinders
Description
10
12
14
16
10
12
14
16
Cylinder liners
12
15
18
21
24
16
20
24
28
32
10
11
10
12
14
16
10
12
14
16
12a
Alternative:
12b
13
14
Table B
Table B
Group
No.
Qty.
6
1
1
Spindle guide
1
2
1
Guide ring
Sealing ring
Valve seat
O-rings
13
Washers
14
Group
No
Qty.
10
O-rings
Fuel nozzle
O-ring
Seating rings
O-rings
Slide bearing
Guide bearing
Guide bars
Descriptions
11
12a
12b
Descriptions
178 53 41
9.14
Table A
Service hours
0-30,000
Group
No.
0-36,000
Number of cylinders
Description
10
12
14
16
12
15
18
21
24
10
12
14
16
12
15
18
21
24
Cylinder liners
20
25
30
35
40
24
30
36
42
48
10
12
14
16
10
12
14
16
10
11
10
12
14
16
16
20
24
28
32
12a
Alternative:
12b
13
14
178 53 41
9.15
Table A
Service hours
0-42,000
Group
No.
0-48,000
Number of cylinders
Description
12
15
18
21
24
16
20
24
28
32
12
15
18
21
24
16
20
24
28
32
10
12
14
16
10
12
14
16
Cylinder liners
28
35
42
49
56
32
40
48
56
64
12
15
18
21
24
12
15
18
21
24
10
11
16
20
24
28
32
24
30
36
42
48
12a
Alternative:
12b
13
14
178 53 41
9.16
Table A
Service hours
0-54,000
Group
No.
0-60,000
Number of cylinders
Description
16
20
24
28
32
20
25
30
35
40
16
20
24
28
32
20
25
30
35
40
10
12
14
16
12
15
18
21
24
Cylinder liners
36
45
54
63
72
40
50
60
70
80
16
20
24
28
32
16
20
24
28
32
10
11
24
30
36
42
48
24
30
36
42
48
12a
Alternative:
12b
13
14
178 53 41
9.17
Exhaust valve
463 kg
Piston complete
with piston rod
700 kg
178 53 42
9.18
178 53 43
9.19
1 set
1 set
1 set
1 set
1 set
1 set
1 set
1 set
1 set
1 set
1 set
1 set
1 set
1
1 set
1
1
1
178 53 43
9.20
Pos.
Sec
Description
Mass in kg
901
902
38
902
Crossbar to piston/liner
40
902
25
178 53 43
9.21
Pos.
Sec
Description
Mass in kg
902
22
902
45
904
178 53 43
9.22
Pos.
Sec
Description
Mass in kg
905
905
80
10
905
129
11
906
12
906
178 53 43
9.23
178 53 43
9.24
Sec.
Description
Mass in kg
909
100
178 53 43
9.25
Sec.
Description
Mass in kg
913
20
178 53 43
9.26
Plate
No.
Description
901
907
911
Cylinder cover
Starting air system
Safety equipment
902
903
908
909
906
904
905
Tools for plate 907 and 911 are being delivered on tool panel under plate 901
Tools for plate 903 are being delivered on tool panel under plate 902
178 53 43
9.27
10 Documentation
MAN B&W Diesel is capable of providing a wide
variety of support for the shipping and shipbuilding
industries all over the world.
The knowledge accumulated over many decades by
MAN B&W Diesel covering such fields as the selection of the best propulsion machinery, optimisation
of the engine installation, choice and suitability of a
Power Take Off for a specific project, vibration aspects, environmental control etc., is available to shipowners, shipbuilders and ship designers alike.
Part of this knowledge is presented in the book
entitled Engine Selection Guide, other details can
be found in more specific literature issued by MAN
B&W Diesel, such as Project Guides similar to the
present, and in technical papers on specific subjects, while supplementary information is available
on request. An order form for such printed matter
listing the publications currently in print, is available
from our agents, overseas offices or directly from
MAN B&W Diesel A/S, Copenhagen.
The selection of the ideal propulsion plant for a
specific newbuilding is a comprehensive task. However, as this selection is a key factor for the profitability of the ship, it is of the utmost importance for
the end-user that the right choice is made.
Project Guides
For each engine type a Project Guide has been
prepared, describing the general technical features
of that specific engine type, and also including some
optional features and equipment.
The information is general, and some deviations
may appear in a final engine contract, depending on
the individual licensee supplying the engine. The
Project Guides comprise an extension of the general
information in the Engine Selection Guide, as well
as specific information on such subjects as:
Instrumentation
Dispatch pattern
Testing
Spares and
Tools
178 53 44
10.01
Project Support
Extent of delivery
Extent of Delivery
The Extent of Delivery (EOD) sheets have been
compiled in order to facilitate communication between owner, consultants, yard and engine maker
during the project stage, regarding the scope of
supply and the alternatives (options) available for
MAN B&W two-stroke MC engines.
There are two versions of the EOD covering the
following engine sizes:
EOD for 98-50 type engines, and
EOD for 46-26 type engines
General information
4 00 xxx
General information
4 02 xxx
Rating
4 03 xxx
Direction of rotation
4 06 xxx
Rules and regulations
4 07 xxx
Calculation of torsional and
axial vibrations
4 09 xxx
Documentation
4 11 xxx
Electrical power available
4 12 xxx
Dismantling and packing of engine
4 14 xxx
Testing of diesel engine
4 17 xxx
Supervisors and advisory work
Diesel engine
4 30 xxx
Diesel engine
4 31 xxx
Torsional and axial vibrations
4 35 xxx
Fuel oil system
4 40 xxx
Lubricating oil system
4 42 xxx
Cylinder lubricating oil system
4 43 xxx
Piston rod stuffing box drain system
4 45 xxx
Low temperature cooling water system
4 46 xxx
Jacket cooling water system
4 50 xxx
Starting and control air systems
4 54 xxx
Scavenge air cooler
4 55 xxx
Scavenge air system
4 59 xxx
Turbocharger
4 60 xxx
Exhaust gas system
4 65 xxx
Manoeuvring system
4 70 xxx
Instrumentation
4 75 xxx
Safety, alarm and remote ind. system
4 78 xxx
Electrical wiring on engine
Miscellaneous
4 80 xxx
Miscellaneous
4 81 xxx
Painting
4 82 xxx
Engine seating
4 83 xxx
Galleries
4 85 xxx
Power Take Off
4 87 xxx
Spare parts
4 88 xxx
Tools
Remote control system
4 95 xxx
Bridge control system
178 53 44
10.02
Installation Documentation
The Extent of Delivery (EOD) is the basis for specifying the scope of supply for a specific order.
This includes:
178 53 44
10.03
178 53 44
10.04
921 Instrumentation
Axial vibration monitor
926 Engine seating
Profile of engine seating
Epoxy chocks
Alignment screws
927 Holding-down bolts
Holding-down bolt
Round nut
Distance pipe
Spherical washer
Spherical nut
Assembly of holding-down bolt
Protecting cap
Arrangement of holding-down bolts
178 53 44
10.05
178 53 44
10.06
Tools
178 53 44
10.07
178 53 45
11.01
178 53 45
11.02
178 53 45
11.03