MAN V28/33D, V28/33D STC Project Guide – Marine Four-stroke diesel engine compliant with IMO Tier II and EPA Tier 2

Engine and operation
2.9.4 Load specific values at ISO conditions

2.9.4 Load specific values at ISO conditions

V28/33D and V28/33D STC
455 kW/cyl.; 1,000 rpm, diesel-mechanic, FPP, load profile "Ferry"

Reference conditions: ISO °C 100 25 50
Air temperature bar 455 25 228
Cooling water temperature before charge air % 1,000 794
cooler (LT stage) % 1
Air pressure kW/cyl. 1,100 30 900
Relative humidity rpm 880 85 75 1,180
110 387 341 190
Engine output kJ/kWh 947 909
128
Speed 995 940 32
Heat to be dissipated1) 8.05
Cooling water HT (cylinder + charge air cooler 905 920 2.43
HT stage)2)
Cooling water LT (lube oil + charge air cooler 125 140 8.26
LT stage)2) 368
Heat radiation 1,580

Air data

Temperature of charge air after compressor 210 187 170
at charge air cooler outlet °C

40 36 34

Air flow rate kg/kWh 6.20 6.14 6.09

Charge air pressure (absolute) bar 4.31 3.73 3.33

Exhaust gas data3)

Mass flow kg/kWh 6.40 6.34 6.29

Temperature at turbine outlet °C 382 392 411

Heat content (190 °C) kJ/kWh 1,330 1,390 1,510

Permissible exhaust back pressure mbar < 30 -

Tolerances refer to 100 % load.

0210-0000MR2.fm Table 2-32 Load specific values at ISO-conditions – V28/33D and V28/33D STC 455 kW/cyl.; 1,000 rpm

1) Tolerance: +10 % for rating coolers, –15 % for heat recovery. (Tolerance refer to 100 % engine output).
2) The values of the particular numbers can differ depending on the charge air cooler specification.

These figures are calculated for 12V28/33D.
3) Tolerances: Quality +/–5 %, temperature +/–20 °C. (Tolerance refer to 100 % engine output).

G-BC V28/33D, V28/33D STC Page 2 - 77

Engine and operation
2.9.4 Load specific values at ISO conditions

V28/33D and V28/33D STC

500 kW/cyl.; 1,032 rpm, diesel-mechanic, FPP, load profile "Navy"

Reference conditions: ISO °C 100 25 50
Air temperature bar 500 25 250
Cooling water temperature before charge air % 1,032 819
cooler (LT stage) % 1
Air pressure kW/cyl. 1,190 30 1,050
Relative humidity rpm 870 85 75 990
110 425 375 190
Engine output kJ/kWh 978 938
161
Speed 1,050 990 32
Heat to be dissipated1) 890 900 6.17
Cooling water HT (cylinder + charge air cooler 125 140 3.16
HT stage)2)
Cooling water LT (lube oil + charge air cooler 6.38
LT stage)2) 415
Heat radiation 1,560

Air data

Temperature of charge air after compressor 228 200 185
at charge air cooler outlet °C

46 41 38

Air flow rate kg/kWh 6.13 6.21 6.11

Charge air pressure (absolute) bar 4.65 4.08 3.66

Exhaust gas data3)

Mass flow kg/kWh 6.33 6.41 6.31

Temperature at turbine outlet °C 398 379 396

Heat content (190 °C) kJ/kWh 1,430 1,310 1,410

Permissible exhaust back pressure mbar < 30 -

Tolerances refer to 100 % load.

Table 2-33 Load specific values at ISO-conditions – V28/33D and V28/33D STC 500 kW/cyl.; 1,032 rpm 0210-0000MR2.fm

1) Tolerance: +10 % for rating coolers, –15 % for heat recovery. (Tolerance refer to 100 % engine output).
2) The values of the particular numbers can differ depending on the charge air cooler specification.

These figures are calculated for 12V28/33D.
3) Tolerances: Quality +/–5 %, temperature +/–20 °C. (Tolerance refer to 100 % engine output).

Page 2 - 78 V28/33D, V28/33D STC G-BC

Engine and operation
2.9.5 Filling volumes and flow resistances

2.9.5 Filling volumes and flow resistances

Water and oil volume of engine litres 12 16 20
1,750 2,120 2,440
No. of cylinders 1,300 1,625 1,900
Total capacity of on-engine oil system 1,070 1,300 1,580
Capacity of engine sump 420 500 580
Engine sump, minimum oil level alarm 350 400 450
Engine jacket (HT) water capacity
On engine (LT) water capacity
Table 2-34 Filling volumes

Service tanks/ Installation height1) Minimum effective capacity
Expansion tanks m
m³
No. of cylinders -
12 16 20
Expansion tank, Cooling water HT circuit min. 4.5, max. 9.5 0.15
0.15
Expansion tank, Cooling water LT circuit min. 4.5, max. 9.5
according to classification rules
Fuel service tank min. –4.0, max. 6.0

Table 2-35 Service tank/Expansion tanks capacity
1) Installation height refers to tank bottom and crankshaft centre line.

Flow resistance bar
Engine HT (cylinder + HT stage) 1.2
Charge air cooler (LT stage) 0.7
Table 2-36 Flow resistance

0210-0000MR2.fm

G-BC V28/33D, V28/33D STC Page 2 - 79

Engine and operation
2.9.6 Operating temperatures and pressures

2.9.6 Operating temperatures and pressures

Operating temperatures1

Air Air before compressor  5 °C, max. 45 °C1)

Charge Air Charge air before cylinder 45...67 °C
Coolant Engine coolant after engine 822), max. 92 °C

Lubricating oil Engine coolant preheated before start  40 °C
Coolant before charge air cooler LT stage 322), load reduction at  45 °C1)
Lubricating oil before engine/before turbocharger
582), alarm/stop at  68 °C

Fuel MGO (DMA, DMZ) according ISO 8217-2010,  45 °C and viscosity before

DIN EN590 or equivalent fuel. engine: minimum 1.5 cSt,

maximum 6 cSt

Table 2-37 Operating temperatures

1) In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
2) Regulated temperature.

1 Valid for nominal output and nominal speed. 0210-0000MR2.fm

Page 2 - 80 V28/33D, V28/33D STC G-BC

Engine and operation
2.9.6 Operating temperatures and pressures

Operating pressures1

Intake Air Air before turbocharger (negative pressure) max. -20 mbar

Starting air/Control air Starting air 12V: min. 14 bar, max. 40 bar1)

Engine control air2) (except turning gear): 16V: min. 17 bar, max. 40 bar1)
Turning gear:
20V: min. 19 bar, max. 40 bar1)

min. 6 bar, recommended 6.5 bar2),
max. 9 bar

min. 8 bar, recommended 8.2 bar2),
max. 9 bar

Cylinder Nominal ignition pressure, combustion chamber 193 bar
(at 500 kW/cyl., Load profile "Navy")

Safety valve (opening pressure) 247 bar

Crankcase Crankcase pressure max. 3 mbar

Crankcase pressure (with suction) Vacuum, max. –2.5 mbar

Exhaust Safety valve (opening pressure) 50 ... 70 mbar
Exhaust gas back pressure after turbocharger (static) max. 30 mbar3)

Coolant LT cooling water before charge air cooler stage 2 min. 0.8 bar, max. 5 bar

HT cooling before cylinders min. 0.9 bar, max. 5 bar

Lubricating oil Lube oil before engine min. 4.5 bar, max. 8 bar

Fuel Fuel before injection pumps min. 6.0 bar, max. 10 bar

Fuel at engine outlet (ensured by pressure control min. 4.0 bar
valve downstream of the engine)

Table 2-38 Operating pressures

1) A pressure reducer 40/30 bar is necessary.
It has to be installed 5 m before engine connection "starting motor" (7101).

2) For improved life time of the pneumatic gear we strongly advise to use the figures "recommended" above.
3) At a total exhaust gas back pressure of the designed exhaust gas line of more than 30 mbar the available engine

performance needs to be recalculated.

0210-0000MR2.fm 1 All pressures overpressures.
G-BC
V28/33D, V28/33D STC Page 2 - 81

Engine and operation
2.9.6 Operating temperatures and pressures

Cooling water flow

The diagram shows schematic and simplified the
cooling water flow for HT- and LT- cooling water in
the engine.

Note!

Values only for guidance and refering to the
20V28/33D Tier 2. For specific PID's please
see "Section 5: Engine supply systems, page 5-1"

HT- and LT cooling water flow
(20V28/33D Tier 2)

Charge air cooler Charge air cooler

54 m3/h 54 m3/h HT-circuit
75 m3/h
Lube oil cooler 105 m3/h
Engine Jacket

180 m3/h

108 m3/h, 32 C

180 m3/h, 32 C

176 m3/h, 38 C 68 m3/h, 32 C
4 m3/h
Compressor LT-circuit

wheel

Values only for
guidance

Figure 2-18 Cooling water flow

0210-0000MR2.fm

Page 2 - 82 V28/33D, V28/33D STC G-BC

Engine and operation
2.9.7 Venting amount of crankcase and turbocharger

2.9.7 Venting amount of crankcase and turbocharger

As described under the "Section: Crankcase vent and
tank vent" it is needed to ventilate the engine crank-
case and the turbocharger. For layout of the venti-
lation system following statement should serve as
a guide:
Due to normal blow by of the piston ring package
small amounts of gases of the combustion cham-
ber get into the crankcase and carry along oil dust.
• The amount of crankcase vent gases is approx.

0.1 % of the engine´s air flow rate.
• The temperature of the crankcase vent gases is

approx. 5 K higher than the oil temperature at
the engine´s oil inlet.
• The density of crankcase vent gases is
1.0 kg/m³ (assumption for calculation).
Sealing air of the turbocharger additionally needs
to be vented.
• The amount of turbocharger sealing air is ap-
prox. 0.2 % of the engine´s air flow rate.
• The temperature of turbocharger sealing air is
approx. 5 K higher than the oil temperature at
the engine´s oil inlet.
• The density of turbocharger sealing air is
1.0 kg/m³ (assumption for calculation).

0210-0100MA2.fm

J-BB V28/33D, V28/33D STC, 32/40, 32/44CR, L35/44DF, 48/60B, 48/60CR, 51/60DF, L58/64 Page 2 - 83

Engine and operation
2.9.7 Venting amount of crankcase and turbocharger

0210-0100MA2.fm

Page 2 - 84 V28/33D, V28/33D STC, 32/40, 32/44CR, L35/44DF, 48/60B, 48/60CR, 51/60DF, L58/64 J-BB

Engine and operation
2.10.1 IMO Tier II: Engine in standard version _

2.10 Exhaust gas emission

2.10.1 IMO Tier II: Engine in standard version1 _

Engine V28/33D, V28/33D STC
Maximum allowed emission value NOx IMO Tier II

Rated output kW/cyl. 455 405 500
Rated speed rpm 1,000 900 1,032

NOx1) 2) 3) g/kWh 8.984) 9.204) 8.924)
IMO cycle
D2/E2/E3

Note!

The engine´s certification for compliance with the NOx limits will be carried out during Factory Acceptance Test
(FAT), as a single or a group certification.

Table 2-39 Maximum allowed emission value NOx IMO Tier II – V28/33D, V28/33D STC

1) Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO).
2) Calculated as NO2.

D2: Test cycle for "constant-speed auxiliary engine application".
E2: Test cycle for "constant-speed main propulsion application" including diesel-electric drive and all

controllable-pitch propeller installations).
E3: Test cycle for "propeller-law-operated main and propeller-law operated auxiliary engine” application.
3) Contingent to a charge air cooling water temperature of. max. 32 °C at 25 °C sea water temperature.
4) Maximum allowed NOx emissions for marine diesel engines according to IMO Tier II:

130 n  2000 44 * n–0.23 g/kWh (n = rated engine speed in rpm).

Emission EPA Tier 2

Engine size liters/cylinder, rated power Category Model THC + NOX CO PM
year [g/kWh]
V28/33D with swept volume per cylinder of Category 2 9.8 [g/kWh] [g/kWh]
20.3 litres 20.0 = disp. < 25.0, all power 2007 5.0 0.5
levels

Note!
V28/33D engines meet emission level EPA Tier 2, as stated in "40 CFR Part 94".

Table 2-40 Emission EPA Tier 2 – V28/33D, V28/33D STC

0211-0000MR2.fm 1 Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollution from
Ships, "Revised MARPOL Annex VI (Regulations for the Prevention of Air Pollution from Ships), Regulation 13.4
(Tier II)" as adopted by the International Maritime Organization (IMO).

G-BC V28/33D, V28/33D STC Page 2 - 85

Engine and operation
2.10.1 IMO Tier II: Engine in standard version _

0211-0000MR2.fm

Page 2 - 86 V28/33D, V28/33D STC G-BC

Engine and operation
2.10.2 Exhaust gas components of medium speed four-stroke diesel engines

2.10.2 Exhaust gas components of medium speed four-stroke diesel engines

The exhaust gas of a medium speed four-stroke as harmful substances. For a typical composition
diesel engine is composed of numerous constitu- of the exhaust gas of an MAN Diesel & Turbo four-
ents. These are derived from either the combus- stroke diesel engine without any exhaust gas
tion air and fuel oil and lube oil used, or they are treatment devices see "Table 2-41: Exhaust gas con-
reaction products, formed during the combustion stituents (only for guidance)".
process. Only some of these are to be considered

Main exhaust gas constituents approx. [% by volume] approx. [g/kWh]
Nitrogen N2 74.0 – 76.0 5,020 – 5,160
Oxygen O2 10.0 – 13.5 770 – 1,050
Carbon dioxide CO2 5.0 – 7.5 540 – 800
Steam H2O 5.9 – 8.6 260 – 370
Inert gases Ar, Ne, He... 0.9 75
Total > 99.75 7,000

Additional gaseous exhaust gas con- approx. [% by volume] approx. [g/kWh]
stituents considered as pollutants
Sulphur oxides SOx1) 0.03 4.0
Nitrogen oxides NOx2) 0.06 – 0.11 7.0 – 12.0
Carbon monoxide CO3) 0.006 – 0.011 0.4 – 0.8
Hydrocarbons HC4) 0.2 – 0.8
0.1 – 0.3
Total < 0.35 26
approx. [g/kWh]
Additionally suspended exhaust gas approx. [mg/Nm3]
constituents, PM5) MGO6)
MGO6) 0.3
- 50 0.03
Soot (elemental carbon)7) 4 0.02
3
Fuel ash

Lube oil ash

0211-0200MR2.fm Note! At rated power and without exhaust gas treatment.

Table 2-41 Exhaust gas constituents (only for guidance)

1) SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 1 % by weight.
2) NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.
3) CO according to ISO-8178 or US EPA method 10.
4) HC according to ISO-8178 or US EPA method 25A.
5) PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
6) Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01 % and an ash content of the lube oil of 1.5 %.
7) Pure soot, without ash or any other particle-borne constituents.

J-BA V28/33D, V28/33D STC Page 2 - 87

Engine and operation
2.10.2 Exhaust gas components of medium speed four-stroke diesel engines

Carbon dioxide CO2 Carbon monoxide CO
Carbon dioxide (CO2) is a product of combustion
of all fossil fuels. Carbon monoxide (CO) is formed during incom-
plete combustion.
Among all internal combustion engines the diesel
engine has the lowest specific CO2 emission In MAN Diesel & Turbo four-stroke diesel engines,
based on the same fuel quality, due to its superior optimisation of mixture formation and turbocharg-
efficiency. ing process successfully reduces the CO content
of the exhaust gas to a very low level.

Sulphur oxides SOx Hydrocarbons HC
Sulphur oxides (SOx) are formed by the combus-
tion of the sulphur contained in the fuel. The hydrocarbons (HC) contained in the exhaust
gas are composed of a multitude of various organ-
Among all propulsion systems the diesel process ic compounds as a result of incomplete combus-
results in the lowest specific SOx emission based tion.
on the same fuel quality, due to its superior effi-
ciency. Due to the efficient combustion process, the HC
content of exhaust gas of MAN Diesel & Turbo
Nitrogen oxides NOx (NO + NO2) four-stroke diesel engines is at a very low level.
The high temperatures prevailing in the combus-
tion chamber of an internal combustion engine Particulate Matter PM
cause the nitrogen contained in the combustion air
and also that contained in some fuel grades to re- Particulate matter (PM) consists of soot (elemental
act with the oxygen of the combustion air to form carbon) and ash.
nitrogen oxides (NOx).

0211-0200MR2.fm

Page 2 - 88 V28/33D, V28/33D STC J-BA

Engine and operation
2.11.1 Airborne noise

2.11 Noise

2.11.1 Airborne noise

Engine V28/33D and V28/33D STC

Output 455 kW/cyl., speed = 1,000 rpm

Output 500 kW/cyl., speed = 1,032 rpm

Sound pressure level Lp at 100% load approx. 110 dB(A)

• Measurements • Octave level diagram

Approximately 20 measuring points at 1 meter The sound pressure level Lp is approximately
distance from the engine surface are distribut- 110 dB(A) at 100 % load. The octave level dia-
ed evenly around the engine according to ISO gram below represents an envelope of aver-
6798. The noise at the exhaust outlet is not in- aged measured spectra for comparable
cluded, but provided separately in the following engines and is a conservative spectrum conse-
sections. quently. The data will change depending on the
acoustical properties of the environment.

120

110

Sound pressure level Lp [dB(A)] 100
ref: 20 ʅPa
90

80

70

60

50 4000 8000 Sum A
31,5 63 125 250 500 1000 2000 105 93 110

0212-0000MR2.fm Lp 62 84 89 104 104 107 105

Figure 2-19 Airborne noise – Sound pressure level Lp – Octave level diagram

G-BC V28/33D, V28/33D STC Page 2 - 89

Engine and operation
2.11.1 Airborne noise

0212-0000MR2.fm

Page 2 - 90 V28/33D, V28/33D STC G-BC

Engine and operation
2.11.2 Intake noise

2.11.2 Intake noise

Engine V28/33D and V28/33D STC

Output 455 kW/cyl., speed = 1,000 rpm

Output 500 kW/cyl., speed = 1,032 rpm

Sound power level Lw at 100 % load: approx. 145 dB(A)

• Measurements These data are required and valid only for ducted
The (unsilenced) intake air noise is determined air intake systems. The data are not valid if the
based on measurements at the turbocharger standard air filter silencer is attached to the turbo-
test bed and on measurements in the intake charger.
duct of typical engines at the test bed.

• Octave level diagram
The sound power level Lw of the unsilenced in-
take noise in the intake duct is approximately
145 dB(A) at 100 % load. The octave level dia-
gram below represents an envelope of aver-
aged measured spectra for comparable
engines and is a conservative spectrum conse-
quently. The data will change depending on the
acoustical properties of the environment.

.

150

145

140

Sound power level Lw [dB] 135
ref: 10exp-12 W
130

125

120

115

110

105

0212-0200MR2.fm 100 8000 Sum A
16 31,5 63 125 250 500 1000 2000 4000 140 145

Lw 117 122 119 114 107 109 114 119 144

Figure 2-20 Unsilenced intake noise – Sound power level Lw – Octave level diagram

G-BC V28/33D, V28/33D STC Page 2 - 91

Engine and operation
2.11.2 Intake noise

0212-0200MR2.fm

Page 2 - 92 V28/33D, V28/33D STC G-BC

Engine and operation
2.11.3 Exhaust gas noise

2.11.3 Exhaust gas noise

Engine V28/33D and V28/33D STC

Output 455 kW/cyl., speed = 1,000 rpm

Output 500 kW/cyl., speed = 1,032 rpm

Sound power level Lw at 100 % load: approx. 141 dB(A)

• Measurements • Octave level diagram
The (unsilenced) exhaust gas noise is meas- The sound power level Lw of the unsilenced ex-
ured according to internal MAN guidelines at haust gas noise in the exhaust pipe is approxi-
several positions in the exhaust duct. mately 141 dB(A) at 100 % load. The octave
level diagram below represents an envelope of
averaged measured spectra for comparable
engines and is a conservative spectrum conse-
quently. The data will change depending on the
acoustical properties of the environment.

150

145

Sound power level Lw [dB] 140
ref: 10exp-12 W
135

130

125 8000 Sum A
16 31,5 63 125 250 500 1000 2000 4000 127 141

Lw 140 145 148 145 138 137 136 134 130

Figure 2-21 Unsilenced exhaust noise – Sound power level Lw – Octave level diagram

0212-0300MR2.fm

G-BC V28/33D, V28/33D STC Page 2 - 93

Engine and operation
2.11.3 Exhaust gas noise

0212-0300MR2.fm

Page 2 - 94 V28/33D, V28/33D STC G-BC

Engine and operation
2.12.1 Torsional vibrations

2.12 Vibration

2.12.1 Torsional vibrations

0213-0000MR2.fm Data required for torsional vibration calculation • Kind of engine load (water jet, fixed-pitch pro-
peller, controllable-pitch propeller, combinator
MAN Diesel & Turbo calculates the torsional vibra- curve, operation with reduced speed at exces-
tions behaviour for each individual engine plant of sive load)
their supply to determine the location and severity
of resonance points. If necessary, appropriate • Kind of mounting of the engine (can influence
measures will be taken to avoid excessive stresses the determination of the flexible coupling)
due to torsional vibration. These investigations
cover the ideal normal operation of the engine (all Flexible coupling
cylinders are firing equally) as well as the simulated • Make, size and type
emergency operation (misfiring of the cylinder ex- • Rated torque (Nm)
erting the greatest influence on vibrations, acting • Possible application factor
against compression). Besides the natural fre- • Maximum speed (rpm)
quencies and the modes also the dynamic re- • Permissible maximum torque for passing
sponse will be calculated, normally under
consideration of the 1st to 24th harmonic of the gas through resonance (Nm)
and mass forces of the engine. Beyond that also
further exciting sources such as propeller, pumps • Permissible shock torque for short-term loads
etc. can be considered if the respective manufac- (Nm)
turer is able to make the corresponding data avail-
able to MAN Diesel & Turbo. • Permanently permissible alternating torque
(Nm) including influencing factors (frequency,
If necessary, a torsional vibration calculation will be temperature, mean torque)
worked out which can be submitted for approval
to a classification society or a legal authority. • Permanently permissible power loss (W) includ-
ing influencing factors (frequency, temperature)
To carry out the torsional vibration calculation fol-
lowing particulars and/or documents are required. • Dynamic torsional stiffness (Nm/rad) including
influencing factors (load, frequency, tempera-
General ture), if applicable

• Type of propulsion (diesel mechanic, diesel- • Relative damping () including influencing fac-
electric)
tors (load, frequency, temperature), if applicable
• Arrangement of the whole propulsion system
including all engine-driven equipment • Moment of inertia (kgm²) for all parts of the cou-
pling
• Definition of the operating modes
• Dynamic stiffness in radial, axial and angular di-
• Maximum power consumption of the individual rection
working machines
• Permissible relative motions in radial, axial and
Engine angular direction, permanent and maximum

• Rated output, rated speed • Maximum permissible torque which can be
transferred through a get-you-home-de-
• Operational speed range vice/torque limiter if foreseen

C-BC V28/33D, V28/33D STC Page 2 - 95

Engine and operation
2.12.1 Torsional vibrations

Clutch coupling • Moment of inertia in air (kgm²) 0213-0000MR2.fm
• Make, size and type • Moment of inertia in water (kgm²); for controlla-
• Rated torque (Nm)
• Permissible maximum torque (Nm) ble-pitch propellers also in dependence on
• Permanently permissible alternating torque pitch; for twin-engine plants separately for sin-
gle- and twin-engine operation
(Nm) including influencing factors (frequency, • Relation between load and pitch
temperature, mean torque) • Number of blades
• Dynamic torsional stiffness (Nm/rad) • Diameter (mm)
• Damping factor • Possible torsional excitation in % of the rated
• Moments of inertia for the operation conditions, torque for the 1st and the 2nd blade-pass fre-
clutched and declutched quency
• Course of torque versus time during clutching
in Water-jet
• Permissible slip time (s) • Kind of water-jet
• Slip torque (Nm) • Moment of inertia in air (kgm²)
• Maximum permissible engagement speed • Moment of inertia in water (kgm²); for twin-en-
(rpm)
gine plants separately for single- and twin-en-
Gearbox gine operation
• Make and type • Number of blades
• Torsional multi mass system including the mo- • Diameter (mm)
• Possible torsional excitation in % of the rated
ments of inertia and the torsional stiffness, pref- torque for the 1st and the 2nd blade-pass fre-
erably related to the individual speed; in case of quency
related figures, specification of the relation
speed is needed Pump
• Gear ratios (number of teeth, speeds) • Kind of pump (e.g. dredging pump)
• Possible operating conditions (different gear ra- • Drawing of the pump shaft with all lengths and
tios, clutch couplings)
• Permissible alternating torques in the gear diameters
meshes • Alternatively, torsional stiffness (Nm/rad)
• Moment of inertia in air (kgm²)
Shaft line • Moment of inertia in operation (kgm²) under
• Drawing including all information about length
consideration of the conveyed medium
and diameter of the shaft sections as well as • Number of blades
the material • Possible torsional excitation in % of the rated
• Alternatively torsional stiffness (Nm/rad)
torque for the 1st and the 2nd blade-pass fre-
Propeller quency
• Kind of propeller (water jet, fixed-pitch or con- • Power consumption curve

trollable-pitch propeller

Page 2 - 96 V28/33D, V28/33D STC C-BC

Engine and operation
2.13 Requirement for power drive connection (static)

2.13 Requirement for power drive connection (static)

Limit values of masses to be coupled after the engine
Evaluation of permissible theoretical bearing loads
Engine V28/33D and V28/33D STC

Figure 2-22 Case A: Overhung arrangement Figure 2-23 Case B: Rigid coupling

Mmax = F * a = F3 * x3 + F4 * x4 F1 = (F3 * x2 + F5 * x1)/l

F1 theoretical bearing force at the external engine bearing
F2 theoretical bearing force at the alternator bearing
F3 flywheel weight
F4 coupling weight acting on the engine, including reset forces
F5 rotor weight of the alternator
a distance between end of coupling flange and centre of outer crankshaft bearing

l distance between centre of outer crankshaft bearing and alternator bearing

Engine Distance a Case A Case B
F1 max
Mmax = F * a
kN
V28/33D mm kNm 23
300 7.51)

0214-0000MR2.fm Table 2-42 Example calculation case A and B
1) Inclusive of couples resulting from restoring forces of the coupling.

H-BC V28/33D, V28/33D STC Page 2 - 97

Engine and operation
2.13 Requirement for power drive connection (static)

Note!

Changes may be necessary as a result of the
torsional vibration calculation or special serv-
ice conditions.

General note

Masses which are connected downstream of the
engine in the case of an overhung or rigidly cou-
pled, arrangement result in additional crankshaft
bending stress, which is mirrored in a measured
web deflection during engine installation.

Provided the limit values for the masses to be cou-
pled downstream of the engine (permissible values
for Mmax and F1max) are complied with, the permit-
ted web deflections will not be exceeded during
assembly.

Observing these values ensures a sufficiently long
operating time before a realignment of the crank-
shaft has to be carried out.

0214-0000MR2.fm

Page 2 - 98 V28/33D, V28/33D STC H-BC

Engine and operation
2.14.1 Moments of inertia – Engine, damper, flywheel

2.14 Requirements for power drive connection (dynamic)

2.14.1 Moments of inertia – Engine, damper, flywheel

Engine V28/33D, V28/33D STC

455 kW/cyl.; 1,000 rpm, 500 kW/cyl.; 1,032 rpm

Constant speed
amot = 80 %/sec

Marine main engines

Engine Engine Needed minimum
total moment of
Maximum continu- Moment of inertia Moment of inertia
ous rating engine + damper flywheel inertia1)

[kW] [kgm2] [kgm2] [kgm2]

n = 1,000 rpm 622
830
12V28/33D 5,460 221 89.5 1,037

16V28/33D 7,280 274 89.5 642
856
20V28/33D 9,100 328 93.0 1,070

n = 1,032 rpm

12V28/33D 6,000 221 89.5

16V28/33D 8,000 274 89.5

20V28/33D 10,000 328 93.0

Table 2-43 Moments of inertia/flywheel – Constant speed
1) Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.

For flywheels dimensions see "Section 2.15.1: Fly-
wheel arrangement, page 2-107".

0215-0000MR2.fm

H-BC V28/33D, V28/33D STC Page 2 - 99

Engine and operation
2.14.1 Moments of inertia – Engine, damper, flywheel

0215-0000MR2.fm

Page 2 - 100 V28/33D, V28/33D STC H-BC

Engine and operation
2.14.2 Balancing of masses – Firing order

2.14.2 Balancing of masses – Firing order

Engine V28/33D, V28/33D STC Connecting rod ratio 0.252
Distance between cylinder
Rotating crank balance.............................................85 % centrelines 460 mm
Vee angle 52 °
Static reduced rotating mass per crank including
counterweights and rotating portion of connecting
rod 4.8 kg
(for a crank radius r = 165 mm)
Oscillating mass per cylinder 91.5 kg

Number of cylinders Residual external couples

Mrot (kNm) Mosc 1st order (kNm) Mosc 2nd order (kNm)

Engine speed (rpm) 1,000

vertical horizontal vertical horizontal

12V

16V 0 0 0

20V

Table 2-44 Residual external couples

For engines of type V28/33D the external mass forces are equal to zero.
Firing order: Counted from coupling side

Number of Firing Clockwise rotation (viewed from engine coupling side)
cylinders interval

12V 68°; 52° B1-A5-B5-A3-B3-A6-B6-A2-B2-A4-B4-A1

16V 38°; 52° B1-A5-B5-A2-B2-A6-B6-A8-B8-A4-B4-A7-B7-A3-B3-A1

20V 20°; 52° B1-A4-B4-A2-B2-A5-B5-A8-B8-A10-B10-A7-B7-A9-B9-A6-B6-A3-B3-A1

Table 2-45 Firing interval – Clockwise rotation

Number of Firing Counterclockwise rotation (viewed from engine coupling side)
cylinders interval

12V 68°; 52° A1-B4-A4-B2-A2-B6-A6-B3-A3-B5-A5-B1

16V 38°; 52° A1-B3-A3-B7-A7-B4-A4-B8-A8-B6-A6-B2-A2-B5-A5-B1

20V 20°; 52° A1-B3-A3-B6-A6-B9-A9-B7-A7-B10-A10-B8-A8-B5-A5-B2-A2-B4-A4-B1

Table 2-46 Firing interval – Counterclockwise rotation

0215-0200MR2.fm

A-BD V28/33D, V28/33D STC Page 2 - 101

Engine and operation
2.14.2 Balancing of masses – Firing order

0215-0200MR2.fm

Page 2 - 102 V28/33D, V28/33D STC H-BC

Engine and operation
2.14.3 Static torque fluctuation

2.14.3 Static torque fluctuation

General Figure 2-24 Static torque fluctuation

The static torque fluctuation is the summation- FD Lz  Tmax  Tmin
taking into account the correct phase-angles of 2
the torques acting at all cranks around the crank-
shaft axis. These torques are created by the gas z Number of cylinders
and mass forces acting at the crankpins, with the L Distance between foundation bolts
crank radius being used as the lever see "Para-
graph: Static torque fluctuation and exciting frquencies" in
this section. An absolutely rigid crankshaft is as-
sumed. The values Tmax and Tmin listed in the ta-
bles represent a measure for the reaction forces
occurring at the foundation of the engine see "Fig-
ure 2-24: Static torque fluctuation". The static values
listed in the table below in each individual case a
dynamic magnification which is dependent upon
the characteristics of the foundation (design and
material thicknesses in way of the foundation, type
of chocking).

The reaction forces generated by the torque fluc-
tuation are the most important excitations trans-
mitted into the foundation in the case of a rigidly or
semi-resiliently mounted engine. Their frequency is
dependent upon speed and cylinder number, and
is also listed in the table of the examples.

In order to avoid local vibration excitations in the
vessel, it must be ensured that the natural fre-
quencies of important part structures (e. g. panels,
bulkheads, tank walls and decks, equipment and
its foundation, pipe systems) have a sufficient
safety margin (if possible ±30 %) in relation to this
main excitation frequency.

0215-030aMA2.fm

J-BA V28/33D, V28/33D STC, 32/40, 32/44CR, L35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF, L58/64 Page 2 -

Engine and operation 0215-030aMA2.fm
2.14.3 Static torque fluctuation

Page 2 - 104V28/33D, V28/33D STC, 32/40, 32/44CR, L35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF, L58/64 J-BA

Engine and operation
2.14.3 Static torque fluctuation

Static torque fluctuation and exciting frequencies
Example to declare abbreviations

Figure 2-25 Static torque fluctuation – V28/33D, V28/33D STC

Engine V28/33D, V28/33D STC

Number of Output Speed Tn Tmax Tmin Main exciting components
cylinders
Frequency1)
Order T

kW rpm kNm kNm kNm rpm Hz kNm

12V 5,460 52.1 86.4 26.0 3.0 50 8.2
6.0 100 22.9

16V 7,280 1,000 69.5 97.5 40.6 4.0 66.7 18.8
8.0 133.3 10.2

20V 9,100 86.9 128.2 40.3 5.0 83.3 48.6
10.0 166.7 0.8

12V 6,000 55.5 89.6 29.0 3.0 51.6 9.6
6.0 103.2 24.0

16V 8,000 1,032 74.0 100.6 45.0 4.0 68.8 21.4
8.0 137.6 8.7

20V 10,000 92.5 134.6 45.1 5.0 86.0 49.0
10.0 172.0 0.6
0215-030bMR2.fm
Table 2-47 Static torque fluctuation and exciting frequencies – V28/33D, V28/33D STC
1) Exciting frequency of the main harmonic components.

H-BC V28/33D, V28/33D STC Page 2 - 105

Engine and operation
2.14.3 Static torque fluctuation

0215-030bMR2.fm

Page 2 - 106 V28/33D, V28/33D STC H-BC

Engine and operation
2.15.1 Flywheel arrangement

2.15 Power transmission

2.15.1 Flywheel arrangement

0216-0000MR2.fm Figure 2-26 Example of flywheel arrangement with flexible coupling

G-BC V28/33D, V28/33D STC Page 2 - 107

Engine and operation
2.15.1 Flywheel arrangement

Use for project purposes only!

The flexible coupling will be part of MAN Diesel &
Turbo supply and thus we will produce a contract
specific flywheel/coupling/driven machine ar-
rangement drawing giving all necessary installa-
tion dimensions. Final dimensions of flywheel and
flexible coupling will result from clarification of
technical details of drive and from the result of the
torsional vibration calculation. Flywheel diameter
must not be changed!

0216-0000MR2.fm

Page 2 - 108 V28/33D, V28/33D STC G-BC

Engine and operation
2.16.1 General requirements for engine foundation

0218-0000MA2.fm 2.16 Foundation

2.16.1 General requirements for engine foundation

Plate thicknesses

The stated material dimensions are recommenda-
tions, calculated for steel plates. Thicknesses
smaller than these should not be allowed. When
using other materials (e.g. aluminium), a sufficient
margin has to be added.

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: Af-
ter 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 types) also be
observed.

The girders must be aligned exactly above and un-
derneath 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 out-
er girders.

Top plate supporting

Provide support in the area of the frames from the
nearest girder below.

G-BC V28/33D, V28/33D STC, 32/40, 32/44CR, L35/44DF, 48/60B, 48/60CR, 51/60DF, L58/64 Page 2 - 109

Engine and operation
2.16.1 General requirements for engine foundation

0218-0000MA2.fm

Page 2 - 110 V28/33D, V28/33D STC, 32/40, 32/44CR, L35/44DF, 48/60B, 48/60CR, 51/60DF, L58/64 G-BC

Engine and operation
2.16.2 Mounting points

2.16.2 Mounting points

Anti vibration points
Detailed below are the mounting positions for en-
gines on standard anti vibration mountings.
Engine V28/33D, V28/33D STC

Figure 2-27 Mounting points

CoG 12V 16V 20V
2,183 mm 2,610 mm
V28/33D 1,812 mm 2,300 mm 2,723 mm

V28/33D STC 1,916 mm

Table 2-48 Dimension centre of gravity

0218-0200MR2.fm

I-BC V28/33D, V28/33D STC Page 2 - 111

Engine and operation
2.16.2 Mounting points

Mounting distribution
Engine V28/33D, V28/33D STC

Figure 2-28 Mounting distribution

0218-0200MR2.fm

Page 2 - 112 V28/33D, V28/33D STC I-BC

Engine and operation
2.16.2 Mounting points

Seating arrangement
Engine V28/33D, V28/33D STC

Figure 2-29 Seating arrangement

Engine 12V 16V 20V

AVM type RD 114 C&G TCS T3
365 mm
A 310 mm 160 mm
25 mm
B 240 mm M20

Dia 30 mm

Bolts M27

Table 2-49 Dimension seating arrangement

Anti vibration mountings

Before installation of the engine it is necessary to
position restraint and thrust brackets to the ships
seating for aligning the engine.

Details of the installation and alignment procedure
will be provided by MAN Diesel & Turbo, tailored to
suit each project.

0218-0200MR2.fm

I-BC V28/33D, V28/33D STC Page 2 - 113

Engine and operation
2.16.2 Mounting points

Standard AVM types
Engine V28/33D, V28/33D STC

Figure 2-30 Standard AVM types – Christie & Grey TCS T3

0218-0200MR2.fm

Page 2 - 114 V28/33D, V28/33D STC I-BC

Engine and operation
2.16.2 Mounting points

Figure 2-31 Standard AVM types – Rubber Design RD 114

0218-0200MR2.fm

I-BC V28/33D, V28/33D STC Page 2 - 115

Engine and operation
2.16.2 Mounting points

General arrangement
Engine V28/33D, V28/33D STC

Figure 2-32 Example of general arrangement – 12V28/33D, 12V28/33D STC

0218-0200MR2.fm

Page 2 - 116 V28/33D, V28/33D STC I-BC

Engine and operation
2.16.2 Mounting points

Figure 2-33 Example of general arrangement – 20V28/33D STC

Special mounting arrangements

For special installations requiring high shock re-
sistance or very low noise and vibration transmis-
sion, e.g. military vessels or private mega yachts,
please consult MAN Diesel & Turbo applications
department for advice and proposals.

0218-0200MR2.fm

I-BC V28/33D, V28/33D STC Page 2 - 117

Engine and operation
2.16.2 Mounting points

0218-0200MR2.fm

Page 2 - 118 V28/33D, V28/33D STC I-BC

Engine and operation
2.16.3 Resilient seating

2.16.3 Resilient seating

General Where resilient mounting is applied, the following
has to be taken into consideration when designing
The engines cause dynamic effects on the founda- a propulsion plant:
tion.
1. Between the resiliently mounted engine and the
These effects are attributed to the pulsating reac- rigidly mounted gearbox or alternator, a flexible
tion forces due to the fluctuating torque. Addition- coupling with minimum axial and radial elastic
ally, in engines with certain cylinder numbers these forces and large axial and radial displacement
effects are increased by unbalanced forces and capacities must be provided.
couples brought about by rotating or reciprocating
masses which – Considering their vector sum – Do 2. The pipes to and from the engine must be of
not equate to zero. highly flexible type.

The direct resilient support makes it possible to 3. In order to achieve a good structure-borne-
keep the foundation practically free from the dy- sound isolation, the lower brackets used to
namic forces, which are generated by every recip- connect the supporting elements with the
rocating engine and may have harmful effects on ship's foundation are to be fitted at sufficiently
the environment of the engines under adverse rigid points of the foundation. Influences of the
conditions. foundation's stiffness on the natural frequen-
cies of the resilient support will not be consid-
Therefore MAN Diesel & Turbo offers a resilient ered.
mounting, using conical mounts.
4. The yard must specify with which inclination re-
The attachment between engine and foundation is lated to the plane keel the engine will be in-
achieved via a special bracket which is bolted to stalled in the ship. When calculating the resilient
the engine. The resilient mount is bolted on a foot mounting system, it has to be checked whether
plate which is chocked by an approved synthetic the desired inclination can be realised without
resin material. Since the foot plate is furnished with special measures. Additional measures always
four levelling screws the engine can be properly result in additional costs.
aligned before the grouting is accomplished.

The number, rubber hardness and distribution of
the mounts depend on:

• The dead weight of the engine

• The centre of gravity of the engine

• The desired natural frequencies

0218-0500MR2.fm

H-BC V28/33D, V28/33D STC Page 2 - 119

Engine and operation
2.16.3 Resilient seating

0218-0500MR2.fm

Page 2 - 120 V28/33D, V28/33D STC H-BC

Kapiteltitel 3 M2.fm ======

3 Engine automation

Page 3 - 1

Page 3 - 2

Kapiteltitel 3 M2.fm

Engine automation
3.1 SaCoSone system overview

3.1 SaCoSone system overview

Figure 3-1 SaCoSone system overview laid, as well as connections to external modules
and parts on site.
Legend
The SaCoSone design is based on high reliable and
1 Control and Injection Unit approved components as well as modules spe-
cially designed for installation on medium speed
2 System Bus engines. The used components are harmonised to
an homogeneously system.
3 Interface Cabinet with integrated Local Operating
Panel The system has already been tested and parame-
terised in the factory.
4 Remote Operating Panel (optional)
0301-0000MR2.fm
The monitoring and safety system SaCoSone
serves for complete engine operation and control.
All sensors and operating devices are wired to the
engine-attached units. The wire connection of the
plant is done via an Interface Cabinet. During en-
gine installation, only the bus connections and the
power supply cables between the Control and In-
jection Unit and the Interface Cabinet are to be

G-BC V28/33D, V28/33D STC Page 3 - 3

Engine automation
3.1 SaCoSone system overview

SaCoSone Control and Injection unit Interface Cabinet

The Control and Injection Unit is attached to the
engine cushioned against vibration. It includes the
following modules:

• Two identical, highly integrated Control Mod-
ules, 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.

• Two identical, highly integrated injection mod-
ules. The first Injection Module is used for
speed control and for the actuation of the injec-
tion valves. The second one serves as backup
and takes over the speed control and the con-
trol of the injection valves without interruption in
case of an error in the first module.

Figure 3-2 SaCoSone Control and Injection Unit Figure 3-3 Interface Cabinet

The Interface Cabinet is the interface between the
engine electronics and the plant control. It is the
central connecting point for electric power supply
to the engine from the plant/vessels power distri-
bution.

Besides, it connects the engine control system
with the power management, the propulsion con-
trol system and other periphery parts.

The supply of the SaCoSone subsystems is done
by the Interface Cabinet.

The Interface Cabinet is equipped with a Local
Operating Panel. This panel provides a TFT display
for visualisation of all engine‘s operating and
measuring data. At the Local Operating Panel, the
engine can be fully operated. Additional hardwired
switches are available for relevant functions.

0301-0000MR2.fm

Page 3 - 4 V28/33D, V28/33D STC G-BC

Engine automation The panel can be delivered as loose supply for in-
3.1 SaCoSone system overview stallation in the control room desk.

Remote Operating Panel (optional)

Figure 3-4 Remote Operating Panel (optional)

The Remote Operating Panel serves for engine
operation from a control room. The Remote Oper-
ating Panel has the same functionality as the Local
Operating Panel.

From this operating device it is possible to transfer
the engine operation functions to a superior auto-
matic system (propulsion control system, power
management).

In plants with integrated automation systems, this
panel can be replaced by IAS.

0301-0000MR2.fm

G-BC V28/33D, V28/33D STC Page 3 - 5

Engine automation
3.1 SaCoSone system overview

SaCoSone system bus SaCoSone is connected to the plant by the Gate-
way Module. This module is equipped with decen-
The SaCoSone system bus connects all system tral input and output channels as well as with
modules. This redundant field bus system pro- different interfaces for connection to the plant/ship
vides the basis of data exchange between the automation, the Remote Operating Panel and the
modules and allows the takeover of redundant online service.
measuring values from other modules in case of a
sensor failure.

Figure 3-5 SaCoSone System Bus

0301-0000MR2.fm

Page 3 - 6 V28/33D, V28/33D STC G-BC