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

Engine automation
3.2 Power supply and distribution

3.2 Power supply and distribution

The yard has to provide electric power for the au-
tomation and monitoring system. In general an un-
interruptible 24 V DC power supply is required for
SaCoSone.
For marine main engines, an uninterruptible power
supply (UPS) is required which must be provided
by two individual supply networks. According to
classification requirements it must be designed to
guarantee the power supply to the connected sys-
tems for a sufficiently long period if both supply
networks fail.

0302-0000MR2.fm Figure 3-6 Supply diagram
J-BA
V28/33D, V28/33D STC Page 3 - 7

Engine automation
3.2 Power supply and distribution

Required power supplies

Voltage Consumer Notes!
24 V DC SaCoSone Interface Cabinet All SaCoSone components in the Interface Cabinet and on
the engine.
230 V 50/60 Hz SaCoSone Interface Cabinet Cabinet illumination, socket, anti-condensation heater.
440 V 50/60 Hz AVLOS pump Power supply for the engine-attached AVLOS pump.
Power supply crank case coalescer/extractor fan.
440 V 50/60 Hz Crankcase coalescer/extractor fan

Table 3-1 Required power supplies

Emergency Conditions

The V28/33D engine continues to run as long as
the 24 V DC power supply is working and the en-
gine is supplied with fuel.

Therefore, SaCoSone requires an uninterruptible
power supply (UPS). This UPS supplies the control
system (inclusive electronic speed governor and
ROP) via the Interface Cabinet.

That means in case of black ship the engine can
still be controlled from remote.

The UPS will supply SaCoSone for approx. 30 min-
utes until the battery is empty (depending on in-
stalled battery capacity).

Furthermore, the fuel supply has to be ensured.
The fuel should be provided e.g. via a header tank,
for description "Section 5.4: Fuel oil system, page
5-43".

0302-0000MR2.fm

Page 3 - 8 V28/33D, V28/33D STC J-BA

Engine automation
3.3 Operation

3.3 Operation

Control transfer Therefore, a handshake is necessary. For applica-
tions with Integrated Automation Systems (IAS)
The system can be controlled from both operating also the functionality of the Remote Operating
panels. A selection and activation of the control Panel can be taken over by the IAS.
stations is possible at the Local Operating Panel.
The operating rights can be handed over from the
Remote Operating Panel to another Remote Op-
erating Panel or to an external automatic system.

Figure 3-7 Control station changeover

On the display screens, all the measuring points speed setting can be done either by means of bi-
acquired by means of SaCoSone can be shown in nary contacts (e.g. for synchronisation) or by an
clearly arranged drawings and figures. It is not active 4 – 20 mA analogue signal alternatively. The
necessary to install additional dedicated speed in- signal type for this is to be defined in the project
dicators. planning period.

0303-0000MR2.fm Speed setting

In case of operating with one of the SaCoSone pan-
els, the engine speed setting is carried out manu-
ally by a decrease/increase switch button. If the
operation is controlled by an external system, the

H-AJ V28/33D, V28/33D STC Page 3 - 9

Engine automation
3.3 Operation

Operating modes

For alternator applications:

• Droop (5-percent speed increase between
nominal load and no load)

For propulsion engines:

• Isochronous
• Master-Slave operation for operation of two en-

gines on one gear box

The operating mode is pre-selected via the
SaCoSone interface and has to be defined during
the application period.

Details regarding special operating modes on re-
quest.

0303-0000MR2.fm

Page 3 - 10 V28/33D, V28/33D STC H-AJ

Engine automation
3.4 Functionality

3.4 Functionality

Safety functions Emergency stop

The safety system monitors all operating data of Emergency stop is an engine shutdown initiated
the engine and initiates the required actions, i.e. by an operator’s manual action, like pressing an
load reduction or engine shut-down, in case any emergency stop button.
limit values are exceeded. The safety system is
separated into Control Module and Gateway Mod- Engine shutdown
ule. The Control Module supervises the engine,
while the Gateway Module examines all functions If an engine shutdown is triggered by the safety
relevant for the security of the connected plant system, the shutdown signal is carried out by ac-
components. tivating the emergency stop valve and by a pneu-
matic shut-off of the common rail pilot fuel, the
The system is designed to ensure that all functions block-and-bleed gas valves and the conventional
are achieved in accordance with the classification fuel pumps.
societies' requirements for marine main engines.
At the same time the emergency stop is triggered,
The safety system directly influences the emer- SaCoSone requests to open the alternator switch.
gency shut-down, the speed control, the gas valve
control unit and the auxiliary cabinet. Overspeed protection

It is possible to import additional shutdowns and The engine speed is monitored in both control
blockings of external systems in SaCoSone. modules independently. In case of overspeed
each control module actuates the shutdown de-
Load reduction vice via a separate hardware channel.

After the exceeding of certain parameters the clas- Override
sification societies demand a load reduction to
60%. The safety system supervises these param- Only during operation in Diesel mode safety ac-
eters and requests a load reduction, if necessary. tions can be suppressed by the override function.
The load reduction has to be carried out by an ex- In gas mode, if override is selected, an automatic
ternal system (IAS, PMS, PCS). For safety rea- changeover to Diesel mode will be performed. The
sons, SaCoSone will not reduce the load by itself. override has to be selected before a safety action
is actuated. The scope of parameters prepared for
Auto shutdown override is different and depends on the chosen
classification society. The availability of the over-
Auto shutdown is an engine shutdown initiated by ride function depends on the application.
any automatic supervision of either engine internal
parameters or above mentioned external control Alarming
systems. If an engine shutdown is triggered by the
safety system, the emergency stop signal has an The alarm function of SaCoSone supervises all nec-
immediate effect on the emergency shut-down essary parameters and generates alarms to indi-
device, and the speed control. At the same time cate discrepancies when required. The alarm
the emergency stop is triggered, SaCoSone issues functions are likewise separated into Control Mod-
a signal resulting in the alternator switch to be ule and Gateway Module. In the Gateway module
opened. the supervision of the connected external systems
takes place. The alarm functions are processed in
0304-0000MR2.fm an area completely independent of the safety sys-
tem area in the Gateway Module.

G-BC V28/33D, V28/33D STC Page 3 - 11

Engine automation
3.4 Functionality

Self-monitoring Starters 0304-0000MR2.fm
Starters for motors and pumps are not included in
SaCoSone carries out independent self-monitoring the SaCoSone scope of supply in general.
functions. Thus, for example, the connected sen-
sors are checked constantly for function and wire Control
break. In case of a fault, SaCoSone reports the oc- SaCoSone controls all engine-internal functions, as
curred malfunctions in single system components well as external components, for example:
via system alarms.
Start/stop sequences
Speed control - Request of lube oil and cooling water
pumps.
The engine speed control is realised by software - Monitoring of the prelubrication and post-
functions of the control module/alarm and the in- cooling period.
jection modules. Engine speed and crankshaft - Monitoring of the acceleration period.
turn angle indication is carried out by means of re-
dundant pick ups at the gear drive. Control station switch-over
Switch-over from local operation in the engine
Load distribution - multi engine and master slave plants room to remote control from the engine control
room.
With electronic governors, the load distribution is
carried out by speed droop, isochronously by load External control functions:
sharing lines or by master/slave operation. - Electrical lubricating oil pump
- Electrical driven HT cooling water pump
Load limit curves - Electrical driven LT cooling water pump
- Nozzle cooling water module
• Start fuel limiter - HT preheating unit
- Clutches
• Charge-air pressure dependent fuel limiter
The scope of control functions depends on plant
• Torque limiter configuration and must be coordinated during the
project engineering phase.
• Jump-rate limiter
Monitoring of operting media
Note! • Engine speed
• Turbocharger speed
In case of controllable pitch propeller (CPP) • Main bearing temperatures
units with combinator mode the combinator • Splash-oil temperatures
curves must be sent to MAN Diesel & Turbo for • Engine lube oil temperature and pressure
assessment in the design stage. If load control • Turbocharger lube oil temperature and pres-
systems of the CPP-supplier are used, the load
control curve is to be sent to MAN Diesel & Tur- sure
bo, in order to check whether it is below the
load limit curve of the engine.

External control functions:

- Electrical lubricating oil pump

- HT preheating unit

- Clutches

The scope of control functions depends on plant
configuration and must be coordinated during the
project engineering phase.

Page 3 - 12 V28/33D, V28/33D STC G-BC

Engine automation
3.4 Functionality

• HT cooling water temperatures and pressures The design of the lube oil temperature control de-
• LT cooling water temperature and pressure pends on the engine type. It is designed either as
• Fuel oil pressure and temperature a thermostatic valve (wax-cartridge type) or as an
• Charge air temperatures and pressures electric driven control valve with electronic control
• Exhaust gas temperatures similar to the HT temperature controller (see"Sec-
• Start/stop/control air pressures tion 5.2: Lube oil system, page 5-19").

Media Temperature Control

Various media flows must be controlled to ensure
trouble-free engine operation.

The temperature controllers are available as soft-
ware functions inside the gateway module of Sa-
CoSone. The temperature controllers are operated
by the displays at the operating panels as far as it
is necessary. From the Interface Cabinet the relays
actuate the control valves.

• The cylinder cooling water (HT) temperature
control is equipped with performance-related
feed forward control, in order to guarantee the
best control accuracy possible (see"Section
5.3.1: Cooling water system, page 5-29").

• The low temperature (LT) cooling water temper-
ature control works similarly to the HT cooling
water temperature control and can be used if
the LT cooling water system is designed as one
individual cooling water system per engine.
In case several engines are operated with a
combined LT cooling water system, it is neces-
sary to use an external temperature controller.
This external controller must be mounted on
the engine control room desk and is to be wired
to the temperature control valve (see "Section
5.3.1: Cooling water system, page 5-29").

• The charge-air temperature control is designed
identically with the HT cooling water tempera-
ture control.
The cooling water quantity in the LT part of the
charge-air cooler is regulated by the charge air
temperature control valve (see"Section 5.3.1:
Cooling water system, page 5-29").

0304-0000MR2.fm

G-BC V28/33D, V28/33D STC Page 3 - 13

Engine automation
3.4 Functionality

0304-0000MR2.fm

Page 3 - 14 V28/33D, V28/33D STC G-BC

Engine automation
3.5 Interfaces

3.5 Interfaces

Data Bus Interface (Machinery alarm system) Others
In addition, interfaces to auxiliary systems are
This interface serves for data exchange to ship available, such as to:
alarm systems, integrated automation systems
(IAS) or superior power plant operating systems. - Nozzle cooling module

The interface is actuated with MODBUS protocol - HT preheating unit
and is available as:
- Electric driven pumps for lube oil and
- Serial interface (MODBUS RTU) HT preheating
RS422/RS485, Standard 5 wire with electri-
cal isolation (cable length <= 100 m) or as - Clutches

- Ethernet interface (MODBUS over TCP). - Gearbox

Only if the Ethernet interface is used, the transfer - Propulsion control system
of data can be handled with timestamps from Sa-
CoSone. On request additional hard wired interfaces can be
The status messages, alarms and safety actions, provided for special applications.
which are generated in the system, can be trans-
ferred. Cables – Scope of supply
The bus cables between engine and interface are
All measuring values acquired by SaCoSone are scope of the MAN Diesel & Turbo supply.
available for transfer.
The control cables and power cables are not in-
Alternator control cluded in the scope of the MAN Diesel & Turbo
supply. This cabling has to be carried out by the
Hardwired interface, used for example of synchro- customer.
nisation, load indication, etc.

Power management
Hardwired interface, for remote start/stop, load
setting, etc.

Propulsion control system

Standardized hardwired interface including all sig-
nals for control and safety actions between Sa-
CoSone and the propulsion control system.

0305-0000MR2.fm

G-BC V28/33D, V28/33D STC Page 3 - 15

Engine automation
3.5 Interfaces

0305-0000MR2.fm

Page 3 - 16 V28/33D, V28/33D STC G-BC

Engine automation
3.6 Technical data

3.6 Technical data

Interface Cabinet Remote Operating Panel (optional)
Environmental Conditions Design
• Ambient air temperature: 0 °C to +55 °C • Panel for control desk installation with 3 m ca-
• Relative humidity: < 96 %
• Vibrations: < 0.7 g ble to terminal bar for installation inside control
Design desk
• Floor-standing cabinet • Front colour: White aluminium (RAL9006)
• Cable entries from below through cabinet • Weight: 15 kg
• Dimensions: 370 x 480 x 150 mm*
socket * width x height x depth (including base)
• Accessible by front doors
• Doors with locks • Ingress protection class: IP23
• Opening angle: 90° Environmental conditions
• MAN Diesel & Turbo Standard colour light grey • Ambient temperature: 0 °C to +55 °C
• Relative humidity: < 96 %
(RAL7035) • Vibrations: < 0.7 g
• Weight: Approx. 300 kg
• Dimensions: 1,200 x 2,100 x 400 mm*

or alternatively: 800 x 1,900 x 600 mm* (with
one door)
* width (B )x height x depth (including base)
• Ingress protection class: IP54

Figure 3-8 Door opening angles

0306-0000MR2.fm

H-AJ V28/33D, V28/33D STC Page 3 - 17

Engine automation
3.6 Technical data

Electrical own consumption

Consumer Supply system Notes!
Ub F Phase
Pn (V) (Hz) Fuse/ -
(kVA) Starte
24 DC +/– Power supply from ship bat-
SaCoSone Interface Cabinet 0.9 r by tery distribution
yard (two line redundant power
SaCoSone Interface Cabinet 0.2 230 50/60 AC 1 16 A/5 supply)
AVLOS pump 0.18 0A
440 50/60 AC 3 Cabinet illumination, socket,
32 A anti-condensation heater
Crankcase coalescer/extrac- 2 440 50/60 AC 3
tor fan 6A Power supply for the engine-
attached AVLOS pump
16 A
Power supply crankcase coa-
lescer/extractor fan.

Table 3-2 Electrical own consumption

0306-0000MR2.fm

Page 3 - 18 V28/33D, V28/33D STC H-AJ

Engine automation
3.7 Installation requirements

3.7 Installation requirements

Location The cabinets is equipped with spring loaded termi-
nal clamps. All wiring to external systems should
The Interface Cabinet is designed for installation in be carried out without conductor sleeves.
non-hazardous areas.
The redundant CAN cables are MAN Diesel & Tur-
The maximum cable length between the engine bo scope of supply. If the customer provides these
and the Interface Cabinet is 60 metres. cables, the cable must have a characteristic im-
pedance of 120 .
The cabinet must be installed at a location suitable
for service inspection. Maximum cable length

Do not install the cabinet close to heat-generating Consumer Max.
devices. Length

In case of installation at walls, the distance be- Cables between engine and Interface 60 m
tween cabinet and wall has to be at least 100 mm Cabinet
in order to allow air convection.
MOBDUS cable between Interface Cabi- 100 m
Regarding the installation in engine rooms, the net and ship alarm system
cabinet should be supplied with fresh air by the
engine room ventilation through a dedicated venti- Cable between Interface Cabinet and 100 m
lation air pipe near the engine. Remote Operating Panel

Note! Table 3-3 Maximum cable length

If the restrictions for ambient temperature can Installation Works
not be kept, the cabinet must be ordered with
an optional air condition system. During the installation period the yard has to pro-
tect the cabinet against water, dust and fire. It is
Ambient air conditions not allowed to do any welding near the cabinets.
The cabinets have to be fixed to the floor by
For restrictions of ambient conditions "Section 3.6: screws.
Technical data, page 3-17".
If it is inevitable to do welding near the cabinet, the
Cabling cabinet and panels have to be protected against
heat, electric current and electromagnetic influ-
The interconnection cables between the engine ences. To guarantee protection against current, all
and the Interface Cabinet have to be installed ac- of the cabling must be disconnected from the af-
cording to the rules of electromagnetic compatibil- fected components.
ity. Control cables and power cables have to be
routed in separate cable ducts. The installation of additional components inside
the cabinets is allowed upon approval by the re-
The cables for the connection of sensors and ac- sponsible project manager of MAN Diesel & Turbo
tuators which are not mounted on the engine are only.
not included in the scope of MAN Diesel & Turbo
0307-0000MR2.fm supply. Shielded cables must be used for the ca-
bling of sensors. For electrical noise protection, an
electric ground connection must be made from
the cabinet to the hull of the ship.

All cabling between the Interface Cabinet and the
controlled device is scope of yard supply.

H-AJ V28/33D, V28/33D STC Page 3 - 19

Engine automation
3.7 Installation requirements

0307-0000MR2.fm

Page 3 - 20 V28/33D, V28/33D STC H-AJ

Kapiteltitel 4 AA.fm ======

4 Specification for engine supplies

Page 4 - 1

Page 4 - 2

Kapiteltitel 4 AA.fm

Specification for engine supplies
4.1 Specification for lubricating oil for operation with gas oil (MGO)

4.1 Specification for lubricating oil for operation with gas oil (MGO)

General Additives must not increase the rate at which the
filter elements in the active or used condition are
The specific output achieved by modern diesel en- blocked.
gines combined with the use of fuels that satisfy
the quality requirements more and more frequently Washing ability
increase the demands on the performance of the
lubricating oil which must therefore be carefully se- The washing ability must be high enough to pre-
lected. vent the accumulation of tar and coke residue as
a result of fuel combustion.
Doped lubricating oils (HD oils) have a proven
track record as lubricants for the drive, cylinder, Neutralisation capability
turbocharger and also for cooling the piston.
Doped lubricating oils contain additives that, The neutralisation capability (ASTM D2896) must
amongst other things, ensure dirt absorption ca- be high enough to neutralise the acidic products
pability, cleaning of the engine and the neutralisa- produced during combustion. The reaction time of
tion of acidic combustion products. the additive must be harmonised with the process
in the combustion chamber.
Only lubricating oils that have been approved by
MAN Diesel & Turbo may be used (see "Table 4-1: The base number (BN) must be at least
Approved lubricating oils"). 8.5 mg KOH/g with a fuel sulphur content of
0.2 % or less. The base number (BN) must be at
Specifications least 12 mg KOH/g with a fuel sulphur content of
between 0.2 % and 1.5 %.
Base oil
Evaporation tendency
The base oil (doped lubricating
oil = base oil + additives) must have a narrow dis- The evaporation tendency must be as low as pos-
tillation range and be refined using modern meth- sible as otherwise the oil consumption will be ad-
ods. If it contains paraffins, they must not impair versely affected.
the thermal stability or oxidation stability.
Additional requirements
Doped lubricating oils (HD oils)
The lubricating oil must not contain viscosity index
The doped lubricating oil must have the following improver. Fresh oil must not contain water or other
properties: contaminants.

Additives Degree of compounding

The additives must be dissolved in the oil and their We recommend doped lubricating oils (HD oils)
composition must ensure that as little ash as pos- that comply with the API-CF, CF-4 or CG-4 inter-
sible remains following combustion. national specifications.

The ash must be soft. If this prerequisite is not The viscosity of the oil must be a monograde oil of
met, it is likely the rate of deposition in the com- SAE40.
bustion chamber will be higher, particularly at the
0401-0000MR2.fm exhaust valves and at the turbocharger inlet cas-
ing. Hard additive ash promotes pitting of the valve
seats and causes the valves to burn out, it also in-
creases mechanical wear of the cylinder liners.

J-BA V28/33D, V28/33D STC Page 4 - 3

Specification for engine supplies
4.1 Specification for lubricating oil for operation with gas oil (MGO)

Lubricating oil additives Manufacturer

The use of other additives with the lubricating oil, BP BP ENERGOL HP-DX 40
or the mixing of different brands (oils by different
manufacturers), is not permitted as this may impair CASTROL CASTROL HLX 40
the performance of the existing additives which
have been carefully harmonised with each another CHEVRON DELO 400 SAE 40,
and also specifically tailored to the base oil. (CALTEX, TEXACO) DELO SHP 40

Military specification MOBIL MOBIL DELVAC 1640

Lubricating oils that comply with NATO Code SHELL SIRIUS X 40
O-278 can be used.
TOTAL FINA TOTAL RUBIA FP40
Selection of lubricating oils/warranty
Table 4-1 Approved lubricating oils
The majority of mineral oil companies are in close
regular contact with engine manufacturers and We will not accept liability for problems that occur
can therefore provide information on which oil in as a result of using these oils.
their specific product range has been approved by
the engine manufacturer for the particular applica- Oil during operation
tion. Irrespective of the above, lubricating oil man-
ufacturers are liable in any case for the quality and The intervals between lubricating oil changes are
characteristics of their products. If you have any determined by the ageing rate of the oil. The lubri-
questions, we will be happy to provide you with cating oil used must comply with the requirements
further information. stated in the "Table 4-2: Limit values for used engine
oil".

Viscosity (at 40 °C) Limit value Method
100 – 190 mm2/s ISO 3104 or ASTM D 445

Base number (BN) at least 50 % of fresh oil – BN ISO 3771

Flash point (PM) at least 170 °C ISO 2719

Water content max. 0.2 % ISO 333 or ASTM D 1744

Soot content max. 3 % DIN 51452

Oxidation max. 25 A/cm DIN 51453

Table 4-2 Limit values for used engine oil

We can analyse heavy fuel oil for customers at our Improper handling of fuels
laboratory. A 0.5 l sample is required for the test.
If fuels are improperly handled, this can pose a
danger to health, safety and the environment. The
relevant safety information by the fuel supplier
must be observed.

0401-0000MR2.fm

Page 4 - 4 V28/33D, V28/33D STC J-BA

Specification for engine supplies
4.2 Specifications for gas oil, marine gas oil (MGO)

4.2 Specifications for gas oil, marine gas oil (MGO)

Diesel oil

Other designations

Gas oil, marine gas oil (MGO), diesel oil

Gas oil is a crude oil medium distillate and must
therefore not contain any residual materials.

Military Specification

Diesel oils that satisfy specification F-75 or F-76
may be used.

Specification

The suitability of the fuel depends on whether it
has the properties defined in this specification
(based on its composition in the as-delivered
state).

The DIN EN 590 and ISO 8217-2010 (Class DMA
or Class DMZ) standards have been extensively
used as the basis when defining these properties.
The properties correspond to the test procedures
stated.

Properties Unit Test procedure Typical value
Density at 15 °C kg/m3 ISO 3675  820.0
 890.0
Kinematic viscosity at40 °C mm2/s (cSt) ISO 3104  2.0
 6.0
Filtering capability1) °C DIN EN 116
in summer and DIN EN 116 0
in winter  –12
ISO 1523  60
Closed cup flash point according to Abel-
Pensky method  85
 0.01
Distillation range up to 350 °C Volume % ISO 3405  0.05
 1.5
Sediment content (extraction method) Weight % ISO 3735  0.01
 0.10
Water content Volume % ISO 3733
Page 4 - 5
Sulphur content ISO 8754

0409-0000MR2.fm Ash Weight % ISO 6245

Coke residue (MCR) ISO CD 10370

Table 4-3 Diesel fuel (MGO) – Properties that must be complied with (1 of 2)

J-BA V28/33D, V28/33D STC

Specification for engine supplies
4.2 Specifications for gas oil, marine gas oil (MGO)

Properties Unit Test procedure Typical value

Hydrogen sulphide mg/kg IP 570 <2

Total acid number mg KOH/g ASTM D 664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25

Lubricity (wear scar diameter) μm ISO 12156-1 < 520

Cetane number - ISO 5165  40

Copper strip test - ISO 2160 1

Other specifications:

British Standard BS MA 100-1987 - - M1

ASTM D 975 - - 1D/2D

Table 4-3 Diesel fuel (MGO) – Properties that must be complied with (2 of 2)

1) The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining the cloud
point in accordance with ISO 3015.

Additional information

Use of diesel oil

If distillate intended for use as heating oil is used
with stationary engines instead of diesel oil (EL
heating oil according to DIN 51603 or Fuel no. 1 or
no. 2 according to ASTM D 396), the ignition be-
haviour, stability and behaviour at low tempera-
tures must be ensured; in other words the
requirements for the filterability and cetane
number must be satisfied.

Attention!

If fuels are improperly handled, this can pose a
danger to health, safety and the environment.
The relevant safety information by the fuel sup-
plier must be observed.

Analyses
We can analyse fuel for customers at our laborato-
ry. A 0.5 l sample is required for the test.

0409-0000MR2.fm

Page 4 - 6 V28/33D, V28/33D STC J-BA

Specification for engine supplies
4.3 Specification for engine cooling water

4.3 Specification for engine cooling water

Note! Testing equipment

As is also the case with the fuel and lubricating The MAN Diesel & Turbo water testing equipment
oil, the engine cooling water must be carefully incorporates devices that determine the water
selected, handled and checked. If this is not properties referred to above in a straightforward
the case, corrosion, erosion and cavitation manner. The manufacturers of rust inhibitors also
may occur at the walls of the cooling system supply user-friendly testing equipment. For infor-
and deposits may form. Deposits obstruct the mation on monitoring cooling water see, "Section
transfer of heat and can cause thermal over- 4.4: Cooling water inspecting, page 4-11".
loading of the cooled parts. The system must
be treated with rust inhibitor before bringing it Additional information
into operation for the first time. The concentra-
tions prescribed by the engine manufacturer Distillate
must always be observed during subsequent
operation. The above especially applies if a If distilled water (from a fresh water alternator, for
chemical additive is added. example) or fully desalinated water (from ion ex-
change or reverse osmosis) is available, this
Requirements should ideally be used as the engine cooling water.
These waters are free of lime and salts which
Limiting values means that deposits that could interfere with the
transfer of heat to the cooling water, and therefore
The properties of the untreated cooling water must also reduce the cooling effect, cannot form. How-
correspond to the following limit values: ever, these waters are more corrosive than normal
hard water as the thin film of lime scale that would
Properties/ Properties Unit otherwise provide temporary corrosion protection
Characteristic does not form on the walls. This is why distilled
water must be handled particularly carefully and
Water type Distillate or fresh water, free - the concentration of the additive must be regularly
Total hardness of foreign matter. The follow- °dH1) checked.
ing are prohibited: Seawater,
brackwater, river water, Hardness
brines, industrial waste water
and rainwater. The total hardness of the water is the combined
effect of the temporary and permanent hardness.
max. 10 The proportion of calcium and magnesium salts is
of overriding importance. The temporary hardness
pH value 6.5 – 8 - is determined by the carbonate content of the cal-
max. 50 mg/l2) cium and magnesium salts. The permanent hard-
Chloride ion ness is determined by the amount of remaining
content calcium and magnesium salts (sulphates). The
temporary (carbonate) hardness is the critical fac-
0402-0000MR2.fm Table 4-4 Cooling water – Properties to be observed tor that determines the extent of limescale depos-
its in the cooling system.
1) 1 °dH (German hardness):
10 mg CaO in 1 litre of water. Water with a total hardness of > 10 °dH must be
17.9 mg CaCO3/l. mixed with distilled water or softened.
0.357 mval/l.
0.179 mmol/l.

2) 1 mg/l1 ppm.

E-BB V28/33D, V28/33D STC Page 4 - 7

Specification for engine supplies
4.3 Specification for engine cooling water

Damage in the cooling water system Treatment prior to initial commissioning of engine

Corrosion Treatment with a slushing oil should be carried out
before the engine is brought into operation for the
Corrosion is an electrochemical process that can first time to prevent irreparable damage at the out-
generally be avoided by selecting the correct wa- set.
ter quality and by carefully handling the water in
the engine cooling system. Caution!
The engine must not be brought into operation
Flow cavitation without treating the cooling water first.

Flow cavitation can occur in areas in which high Additives for cooling water
flow velocities and high turbulence is present. If
the steam pressure is reached, steam bubbles Required approval
form and subsequently collapse in high pressure
zones which causes the destruction of materials in A cooling water additive can only be approved if it
constricted areas. has been tested and approved according to the
current regulations of the research association for
Erosion combustion engines in Germany (FVV = Forsc-
hungsvereinigung für Verbrennungskraftmaschin-
Erosion is a mechanical process accompanied by en) entitled "Testing the suitability of cooling water
material abrasion and the destruction of protective additives for cooling liquids in internal combustion
films by solids that have been drawn in, particularly engines". The test report must be obtainable on
in areas with high flow velocities or strong turbu- request. The relevant tests can be carried out on
lence. request in Germany at the staatliche Materialprü-
fanstalt (Federal Institute for Materials Research
Stress corrosion cracking and Testing), Abteilung Oberflächentechnik (Sur-
face Technology Division), Grafenstraße 2 in D-
Stress corrosion cracking is a failure mechanism 64283 Darmstadt.
that occurs as a result of simultaneous dynamic
and corrosive stress. This can lead to cracking and Once the cooling water additive has been tested
rapid crack propagation in water-cooled, mechan- by the FVV, the engine must be tested in the sec-
ically-loaded components if the cooling water has ond step before the final approval is granted.
not been treated correctly.
Biocides
Processing of the engine cooling water
If you cannot avoid using a biocide because the
Formation of a protective film cooling water has been contaminated by bacteria,
observe the following steps:
The purpose of treating the engine cooling water
using slushing oils is to produce a continuous pro- • You must ensure that the biocide to be used is
tective film on the walls of cooling surfaces and suitable for the specific application.
therefore prevent the damage referred to above. In
order for a slushing oil to be 100 % effective, it is • The biocide must be compatible with the seal-
extremely important that untreated water satisfies ing materials used in the cooling water system
the requirements, see "Paragraph: Requirements, and must not react with these.
page 4-7".
• The biocide and its decomposition products
Protective films can be formed by treating the must not contain corrosion-promoting compo-
cooling water with a chemical slushing oil. nents. Biocides whose decomposition prod-
ucts contain chloride or sulphate ions are not
permitted. 0402-0000MR2.fm

• Biocides that cause foaming of the cooling wa-
ter are not permitted.

Page 4 - 8 V28/33D, V28/33D STC E-BB

Specification for engine supplies
4.3 Specification for engine cooling water

0402-0000MR2.fm Anti-freeze agents the manufacturer. The results must be document-
ed.
If anti-freeze agents must be used, consult MAN
Diesel & Turbo beforehand. Anti-freeze agents re- Note!
duce the capacity of the cooling water to absorb
heat. In some cases the cooling effect of the cool- The chemical additive concentrations must
ant may be insufficient. not fall below the minimum concentrations,
see "Table 4-5: Chemical agents".
Prerequisite for effective use of a rust inhibitor
Excessively low concentrations can promote cor-
Clean cooling system rosion and must be avoided. If the concentration
is slightly above the recommended concentration
As contamination significantly reduces the effec- this will not result in damage. Concentrations
tiveness of the additive, the tanks, pipes, coolers which are more than twice the recommended con-
and other parts outside the engine must be free of centration should be avoided.
rust and other deposits before the engine is start-
ed up for the first time and after repairs are carried A cooling water sample must be sent to an inde-
out on the pipe system. The entire system must pendent laboratory or the engine manufacturer
therefore be cleaned with the engine switched off every 2 – 6 months for comprehensive analysis.
using a suitable cleaning agent, see "Table 4-7:
Cleaning agents for removing oil sludge". If chemical additives or anti-freeze solutions are
used, the cooling water should be replaced after 3
Loose solid matter in particular must be removed years at the latest.
by flushing the system thoroughly as otherwise
erosion may occur in locations where the flow ve- If there is a high concentration of solids (rust) in the
locity is high. system, the water must be completely replaced
and the entire plant carefully cleaned.
The cleaning agents must not corrode the seals
and materials of the cooling system. In most cas- Deposits in the cooling system may be caused by
es, the supplier of the cooling water additive will be fluids that enter the cooling water, corrosion in the
able to carry out this work and, if this is not possi- plant and limescale deposits if the water is very
ble, will at least be able to provide suitable prod- hard. If the concentration of chloride ions has in-
ucts to do this. If this work is carried out by the creased, this generally indicates that seawater has
engine operator, he should use the services of a entered the plant. The maximum specified con-
specialist supplier of cleaning agents. The cooling centration of 50 mg chloride ions per kg must not
system must be flushed thoroughly following be exceeded as otherwise the risk of corrosion is
cleaning. Once this has been done, the engine too high. If exhaust gas enters the cooling water
cooling water must be treated immediately with a this can lead to a sudden drop in the pH value or
rust inhibitor. Once the engine has been brought to an increase in the sulphate content.
back into operation, the cleaned system must be
checked for leakages. Water losses must be compensated for by filling
with untreated water that meets the quality re-
Regular checks of the cooling water condition and cooling quirements specified in "Paragraph: Requirements,
water system page 4-7". The concentration of slushing oil must
subsequently be checked and adjusted if neces-
Treated cooling water may become contaminated sary.
when the engine is in operation which causes the
additive to loose some of its effectiveness. It is Subsequent checks of the cooling water are espe-
therefore advisable to regularly check the cooling cially required if the cooling water had to be
system and the condition of the cooling water. drained off in order to carry out repairs or mainte-
nance.
The additive concentration must be checked at
least once a week using the test kits specified by

E-BB V28/33D, V28/33D STC Page 4 - 9

Specification for engine supplies
4.3 Specification for engine cooling water

Protective measures

Rust inhibitors contain chemical compounds that
can pose a risk to health or the environment if in-
correctly used. Comply with the directions in the
manufacturer's material safety data sheets.

Avoid prolonged direct contact with the skin.
Wash hands thoroughly after use. If larger quanti-
ties spray and/or soak into clothing, remove and
wash clothing before wearing it again.

If chemicals come into contact with your eyes,
rinse immediately with plenty of water and seek
medical advice.

Rust inhibitors are generally harmful to the water
cycle. Observe the relevant statutory requirements
for disposal.

Approved cooling water additives

Chemical agents (chemicals)

Manufacturer Product Concentra-
designation tion
10 %
BASF Glysacorr G93 7.5 %

CHEVRON, Havoline XLI 7.5 %
ARTECO 7.5 %

TOTAL WT Supra

Q8 Oils Q8 Corrosion
Inhibitor
Long-Life

Table 4-5 Chemical agents

0402-0000MR2.fm

Page 4 - 10 V28/33D, V28/33D STC E-BB

Specification for engine supplies
4.4 Cooling water inspecting

4.4 Cooling water inspecting

Summary Testing the typical values of water
Abbreviated specification
Acquire and check typical values of the service
media to prevent or limit damage. Typical Water for filling Circulating
value/property and refilling water (with
The fresh water used to fill the cooling water cir-
cuits must satisfy the specifications. The cooling (without addi- additive)
water in the system must be checked regularly in tive)
accordance with the maintenance schedule. The
following work/steps is/are necessary: Water type Fresh water, free Treated
Total hardness of foreign matter cooling water
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the  10° dH1)  10° dH1)
concentration of the rust inhibitor.
pH value 6.5 – 8 at 20 °C  7.5 at
Tools/equipment required 20 °C

Equipment used to check the quality of fresh water Chloride ion  50 mg/l  50 mg/l
content
The following can be used:
Table 4-6 Quality specifications for cooling water
The MAN Diesel & Turbo water testing kit, or simi- (abbreviated version)
lar testing kit, with all necessary instruments and
chemicals that determine the water hardness, pH 1) dH = German hardness.
value and chloride content (obtainable from MAN
Diesel & Turbo or Mar-Tec Marine, Hamburg) Testing kit provided by the additive supplier

Equipment for testing the concentration of additives If the testing kit provided by the additive supplier
includes an option for determining the typical val-
Testing equipment according to the recommenda- ues of fresh water, this can be used.
tions of the supplier.
Testing the concentration of chemical additives
The test kits from the provider normally also in-
clude testing equipment which can be used to de- The concentration should be tested every week,
termine the fresh water quality. and/or according to the maintenance schedule,
using the testing instruments, reagents and in-
0403-0000MR2.fm structions of the relevant supplier.

Chemical slushing oils can only provide effective
protection if the right concentration is precisely
maintained. This is why the concentrations recom-
mended by MAN Diesel & Turbo (see"Section 4.3:
Specification for engine cooling water, page 4-7") must
be observed in all cases. These recommended
concentrations may not be the same as those
specified by the manufacturer.

Testing

We test cooling water for customers in our labora-
tory. To carry out the test we will need a represent-
ative sample of roughly 0.5 l.

G-BC V28/33D, V28/33D STC Page 4 - 11

Specification for engine supplies
4.4 Cooling water inspecting

0403-0000MR2.fm

Page 4 - 12 V28/33D, V28/33D STC G-BC

Specification for engine supplies
4.5 Cooling water system

4.5 Cooling water system

Summary Lime and rust deposits

Remove contamination/residue from operating flu- Lime and rust deposits can form if the water is es-
id systems, ensure/re-establish operating reliabili- pecially hard or if the slushing oil concentration is
ty. too low. A thin lime scale layer can be left on the
surface as experience has shown that this pro-
Cooling water systems containing deposits or tects against corrosion. If however, the thickness
contamination prevent effective cooling of parts. of limescale deposits exceeds 0.5 mm, this can
Contamination and deposits must be regularly obstruct the transfer of heat and cause thermal
eliminated. overloading of the components being cooled.

This comprises the following: Rust that has been flushed out may have an abra-
sive effect on other parts of the system, such as
Cleaning the system and, if required, removal of the sealing elements of the water pumps. Together
limescale deposits, flushing the system. with the elements that are responsible for water
hardness, this forms what is known as ferrous
Cleaning sludge which tends to gather in areas where the
flow velocity is low.
The cooling water system must be checked for
contamination at regular intervals. Cleaning is re- Products that remove limescale deposits are gen-
quired if the degree of contamination is high. This erally suitable for removing rust. Suitable cleaning
work should ideally be carried out by a specialist agents are listed alphabetically in "Table 4-8: Clean-
who can provide the right cleaning agents for the ing agents for removing limescale and rust deposits".
type of deposits and materials in the cooling cir- Products by other manufacturers can be used
cuit. The cleaning should only be carried out by providing they have similar properties. The manu-
the engine operator if this cannot be carried out by facturer's instructions for use must be strictly ob-
a specialist. served. Prior to cleaning, check whether the
cleaning agent is suitable for the materials to be
Oil sludge cleaned. The products listed in "Table 4-8: Cleaning
agents for removing limescale and rust deposits" are also
Oil sludge from lubricating oil that has entered the suitable for stainless steel.
cooling system or a high concentration of rust in-
hibitors can be removed by flushing the system Manufacturer Product
with fresh water to which some cleaning agent has
been added. Nalfleet Nalco 8344, 73190

Suitable cleaning agents are listed alphabetically in Unitor Metal Brite
"Table 4-7: Cleaning agents for removing oil sludge".
Products by other manufacturers can be used Table 4-8 Cleaning agents for removing limescale and
providing they have similar properties. The manu- rust deposits
facturer's instructions for use must be strictly ob-
served. The carbon dioxide bubbles released when the
lime scale layer is dissolved can prevent the clean-
Manufacturer Product ing agent from reaching lime scale deposits. It is
therefore absolutely necessary to circulate the wa-
Drew HDE-777 ter with the cleaning agent to flush away the gas
bubbles and allow them to escape. The length of
0404-0000MR2.fm Nalfleet Maxi-Clean 2 the cleaning process depends on the thickness
and composition of the deposits.
Unitor Seaclean, Seaclean Plus

Table 4-7 Cleaning agents for removing oil sludge

J-BA V28/33D, V28/33D STC Page 4 - 13

Specification for engine supplies
4.5 Cooling water system

Following cleaning

The cooling system must be flushed several times
once it has been cleaned using cleaning agents.
Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cool-
ing system afterwards with suitable chemicals
then flush. The system can then be refilled with
water that has been prepared accordingly.

Attention!

Only start the cleaning operation once the engine
has cooled down. Hot engine components must
not come into contact with cold water. Open the
venting pipes before refilling the cooling water sys-
tem. Blocked venting pipes prevent air from es-
caping which can lead to thermal overloading of
the engine.

When disposing of cleaning agents or acids, ob-
serve the applicable regulations.

Safety/environmental protection

The products to be used can endanger health and
may be harmful to the environment.

Follow the manufacturer's handling instructions
without fail.

0404-0000MR2.fm

Page 4 - 14 V28/33D, V28/33D STC J-BA

Specification for engine supplies
4.6 Specification for intake air (combustion air)

4.6 Specification for intake air (combustion air)

General Requirements

The quality and condition of intake air (combustion Liquid fuel engines: As minimum, inlet air (combus-
air) have a significant effect on the engine output, tion air) must be cleaned by a G3 class filter as per
wear and emissions of the engine. In this regard, EN779, if the combustion air is drawn in from in-
not only are the atmospheric conditions extremely side (e.g. from the machine room/engine room). If
important, but also contamination by solid and the combustion air is drawn in from outside, in the
gaseous foreign matter. environment with a risk of higher inlet air contami-
nation (e.g. due to sand storms, due to loading
Mineral dust in the intake air increases wear. and unloading grain cargo vessels or in the sur-
Chemicals and gases promote corrosion. roundings of cement plants), additional measures
must be taken. This includes the use of pre-sepa-
This is why effective cleaning of intake air (com- rators, pulse filter systems and a higher grade of
bustion air) and regular maintenance/ cleaning of filter efficiency class at least up to M5 according to
the air filter are required. EN779.

When designing the intake air system, the maxi- Gas engines and dual-fuel engines: As minimum, in-
mum permissible overall pressure drop (filter, si- let air (combustion air) must be cleaned by a G3
lencer, pipe line) of 20 mbar must be taken into class filter as per EN779, if the combustion air is
consideration. drawn in from inside (e.g. from machine room/en-
gine room). Gas engines or dual-fuel engines must
Exhaust turbochargers for marine engines are be equipped with a dry filter. Oil bath filters are not
equipped with silencers enclosed by a filter mat as permitted because they enrich the inlet air with oil
a standard. The quality class (filter class) of the fil- mist. This is not permissible for gas operated en-
ter mat corresponds to the G3 quality in accord- gines because this may result in engine knocking.
ance with EN779. If the combustion air is drawn in from outside, in
the environment with a risk of higher inlet air con-
tamination (e.g. due to sand storms, due to load-
ing and unloading grain cargo vessels or in the
surroundings of cement plants) additional meas-
ures must be taken. This includes the use of pre-
separators, pulse filter systems and a higher grade
of filter efficiency class at least up to M5 according
to EN779.

In general, the following applies:

The inlet air path from air filter to engine shall be
designed and implemented airtight so that no false
air may be drawn in from the outdoor.

The concentration downstream of the air filter
and/or upstream of the turbocharger inlet must
not exceed the following limit values.

0411-0000AA2.fm

bJ_a Page 4 - 15

Specification for engine supplies
4.6 Specification for intake air (combustion air)

Properties Typical value Unit1)
mg/Nm3
Particle size < 5 μm: minimum 90 % of the particle number

Particle size < 10 μm: minimum 98 % of the particle number

Dust (sand, cement, CaO, Al2O3 etc.) max. 5
Chlorine max. 1.5

Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1

Table 4-9 Intake air (combustion air) – Typical values to be observed
1) One Nm3 corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.

Note!

Intake air shall not contain any flammable gas-
es. Make sure that the combustion air is not
explosive and is not drawn in from the ATEX
Zone.

0411-0000AA2.fm

Page 4 - 16 E-BD

Kapiteltitel 5 M2.fm ======

5 Engine supply systems

Page 5 - 1

Page 5 - 2

Kapiteltitel 5 M2.fm

Engine supply systems
5.1.1 Engine pipe connections and dimensions

5.1 Basic principles for pipe selection

5.1.1 Engine pipe connections and dimensions

0501-0000MR2.fm Figure 5-1 Engine pipe connection

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

Engine supply systems
5.1.1 Engine pipe connections and dimensions

Figure 5-2 Legend to engine pipe connection 1 0501-0000MR2.fm

Page 5 - 4 V28/33D, V28/33D STC F-BC

Engine supply systems
5.1.1 Engine pipe connections and dimensions

Figure 5-3 Legend to engine pipe connection 2

0501-0000MR2.fm

F-BC V28/33D, V28/33D STC Page 5 - 5

Engine supply systems
5.1.1 Engine pipe connections and dimensions

0501-0000MR2.fm

Page 5 - 6 V28/33D, V28/33D STC F-BC

Engine supply systems
5.1.2 Installation of flexible pipe connections for resiliently mounted engines

5.1.2 Installation of flexible pipe connections for resiliently mounted engines

Arrangement of hoses on resiliently mounted engine
Flexible pipe connections become necessary to
connect resilient mounted engines with external
piping systems. They are used to compensate the
dynamic movements of the engine in relation to
the external piping system. For information about
the origin of the dynamic engine movements, their
direction and identity in principle see "Table 5-1:
Static/dynamic movements – 12V28/33D (representing
the 12V28/33D STC engine - which is showing smaller
displacements - just as well)".

Engine rotations unit Coupling displacements unit Exhaust flange
(at the turbocharger)

° mm mm

Pitching axial cross vertical axial cross vertical axial cross vertical
direction X direction Z X direction Z
Rx Rz
0.0 Ry 0.0 ±1.4 Y ±2.6 ±3.8 Y ±2.3

±0.07 0.0 0.0

Origin of static/dynamic movements Rolling ±0.36 0.0 0.0 0.0 ±4.6 0.2±0.2 ±0.0 ±18.7 ±4.6
0.0
Engine –0.13 0.0 0.0 +0.9 0.0 0.0 +5.7 ±1.41)
torque (torque

cw)

Vibration (±0.001) ~0.0 ~0.0 0.0 0.0 0.0 ±0.03 ±0.03 ±0.04
during
normal
operation

Run out ±0.04 0.0 0.0 0.0 ±0.4 0.0 0.0 ±2.1 ±0.5
reso-
nance

Table 5-1 Static/dynamic movements – 12V28/33D (representing the 12V28/33D STC engine - which is showing smaller
displacements - just as well)

1) TC at bank ‘B’ plus, TC at bank ‘A’ minus.

• The above entries are approximate values (±10 %); they are valid for the standard design of the
mounting.

• Assumed sea condition movements: pitching ±7.5 deg/rolling ±22.5 deg.

0501-0400MR2.fm

G-BC V28/33D, V28/33D STC Page 5 - 7

Engine supply systems
5.1.2 Installation of flexible pipe connections for resiliently mounted engines

Engine rotations unit Coupling displacements unit Exhaust flange
(at the turbocharger)

° mm mm

Pitching axial cross vertical axial cross vertical axial cross vertical
direction X direction Z X direction Z
Rx Rz
0.0 Ry 0.0 ±1.5 Y ±2.2 ±3.2 Y ±2.4

±0.05 0.0 0.0

Rolling ±0.45 0.0 0.0 0.0 ±5.9 0.28±0.28 ±0.0 ±24.9 ±6.13
0.0 0.0 0.0 +1.2 0.0 0.0 +7.9 ±2.01)
Origin of static/dynamic movementsEngine–0.17
torque (torque
0501-0400MR2.fm
cw)

Vibration (±0.003) (±0.001) ~0.0 0.0 ±0.1 ±0.1 ±0.01 ±0.02 ±0.06
during
normal
operation

Run out ±0.05 0.0 0.0 0.0 ±0.5 0.0 ±0.5 ±2.8 ±0.6
reso-
nance

Table 5-2 Static/dynamic movements – 16V28/33D STC (representing the 16V28/33D engine - which is showing smaller
displacements - just as well)

1) TC at bank ‘B’ plus, TC at bank ‘A’ minus.

• The above entries are approximate values (±10 %); they are valid for the standard design of the
mounting.

• Assumed sea condition movements: pitching ±7.5 deg/rolling ±22.5 deg.

Page 5 - 8 V28/33D, V28/33D STC G-BC

Engine supply systems
5.1.2 Installation of flexible pipe connections for resiliently mounted engines

Engine rotations unit Coupling displacements unit Exhaust flange
(at the turbocharger)

° mm mm

Pitching axial cross vertical axial cross vertical axial cross vertical
direction X direction Z X direction Z
Rx Rz
0.0 Ry 0.0 ±1.4 Y ±1.5 ±2.5 Y ±2.0

±0.04 0.0 0.0

Origin of static/dynamic movements Rolling ±0.40 0.0 0.0 0.0 ±4.7 0.4±0.2 ±0.0 ±22.3 ±5.6
0.0 0.0 0.0 +1.1 +0.1 0.0 +7.6 ±1.91)
Engine –0.17
torque (torque

cw)

Vibration (±0.014) ~0.0 ~0.0 0.0 0.0 0.0 0.0 0.0 0.0
during
normal
operation

Run out ±0.06 0.0 0.0 ±0.05 ±0.55 ±0.1 ±0.03 ±3.3 ±0.8
reso-
nance

Table 5-3 Static/dynamic movements – 20V28/33D STC (representing the 20V28/33D engine - which is showing smaller
displacements - just as well)

1) TC at bank ‘B’ plus, TC at bank ‘A’ minus.

• The above entries are approximate values (±10 %); they are valid for the standard design of the
mounting

• Assumed sea condition movements: pitching ±7.5 deg/rolling ±22.5 deg.

0501-0400MR2.fm

G-BC V28/33D, V28/33D STC Page 5 - 9

Engine supply systems
5.1.2 Installation of flexible pipe connections for resiliently mounted engines

Note! Arrangement of the external piping system

The above entries are approximate values Shipyard's pipe system must be exactly arranged
(±10 %); they are valid for the standard design so that the flanges or screw connections do fit
of the mounting. without lateral or angular offset. Therefore it is rec-
ommended to adjust the final position of the pipe
MAN Diesel & Turbo may be contacted for or- connections after engine alignment is completed.
der specific values when details of engine ap-
plication have been clarified.

Figure 5-5 Arrangement of pipes in system

Figure 5-4 Coordinate system

Generally flexible pipes (rubber hoses with steel in-
let, metal hoses, PTFE-corrugated hose-lines,
rubber bellows with steel inlet, steel bellows, steel
compensators) are nearly unable to compensate
twisting movements. Therefore the installation di-
rection of flexible pipes must be vertically (in Z-di-
rection) if ever possible. An installation in
horizontal-axial direction (in X-direction) is not per-
mitted; an installation in horizontal-lateral (Y-direc-
tion) is not recommended.

Flange and screw connections

Flexible pipes delivered loosely by MAN Diesel &
Turbo are fitted with flange connections, for sizes
with DN32 upwards. Smaller sizes are fitted with
screw connections. Each flexible pipe is delivered
complete with counterflanges or, those smaller
than DN32, with weld-on sockets.

0501-0400MR2.fm

Page 5 - 10 V28/33D, V28/33D STC G-BC

Engine supply systems
5.1.2 Installation of flexible pipe connections for resiliently mounted engines

Installation of hoses Note!

In the case of straight-line-vertical installation, a Exhaust gas compensators are also used to
suitable distance between the hose connections compensate thermal expansion. Therefore ex-
has to be chosen, so that the hose is installed with haust gas compensators are required for all
a sag. The hose must not be in tension during op- type of engine mountings, also for semi-resil-
eration. To satisfy a correct sag in a straight-line- ient or rigid mounted engines. But in these
vertically installed hose, the distance between the cases the compensators are quite shorter, they
hose connections (hose installed, engine stopped) are designed only to compensate the thermal
has to be approx. 5 % shorter than the same dis- expansions and vibrations, but not other dy-
tance of the unconnected hose (without sag). namic engine movements.

In case it is unavoidable (this is not recommended) Angular compensator for fuel oil
to connect the hose in lateral-horizontal direction
(Y-direction) the hose must be installed preferably The fuel oil compensator, to be used for resilient
with a 90° arc. The minimum bending radii, speci- mounted engines, can be an angular system com-
fied in our drawings, are to be observed. posed of three compensators with different char-
acteristics. Please observe the installation
Never twist the hoses during installation. Turnable instruction indicated on the specific drawing.
lapped flanges on the hoses avoid this.
Supports of pipes
Where screw connections are used, steady the
hexagon on the hose with a wrench while fitting The flexible pipe must be installed as near as pos-
the nut. sible to the engine connection.

Comply with all installation instructions of the hose On the shipside, directly after the flexible pipe, the
manufacturer. pipe is to be fixed with a sturdy pipe anchor of
higher than normal quality. This anchor must be
Depending on the required application rubber capable to absorb the reaction forces of the flexi-
hoses with steel inlet, metal hoses or PTFE-corru- ble pipe, the hydraulic force of the fluid and the dy-
gated hose lines are used. namic force.

Installation of steel compensators Example of the axial force of a compensator to be
absorbed by the pipe anchor:
Steel compensators are used for hot media, e.g.
exhaust gas. They can compensate movements in • Hydraulic force
line and transversal to their centre line, but they are = (cross section area of the compensator) x
absolutely unable to compensate twisting move- (pressure of the fluid inside)
ments. Compensators are very stiff against tor-
sion. For this reason all kind of steel compensators • Reaction force
installed on resilient mounted engines are to be in- = (spring rate of the compensator) x (displace-
stalled in vertical direction. ment of the comp.)

• Axial force
= (hydraulic force) + (reaction force)

Additionally a sufficient margin has to be included
to account for pressure peaks and vibrations.

0501-0400MR2.fm

G-BC V28/33D, V28/33D STC Page 5 - 11

Engine supply systems
5.1.2 Installation of flexible pipe connections for resiliently mounted engines

Figure 5-6 Example of installation of hoses 0501-0400MR2.fm

Page 5 - 12 V28/33D, V28/33D STC G-BC

Engine supply systems
5.1.3 External pipe dimensioning

5.1.3 External pipe dimensioning

The external piping systems are to be installed and ed to maintain the flow rates as indicated below.
connected to the engine by the shipyard. Piping Nevertheless, depending on specific conditions of
systems are to be designed in order to maintain piping systems, it may be necessary in some cas-
the pressure losses at a reasonable level. To es to adopt even lower flow rates. Generally it is
achieve this with justifiable costs, it is recommend- not recommended to adopt higher flow rates.

Recommended velocity (m/s)

Fresh water (cooling water) Suction side Delivery side Kind of system
Sea water 1.5 – 2.5 1.5 – 2.5 closed
Lube oil 1.0 – 1.5 1.5 – 2.5 open
Diesel fuel oil 0.5 – 1.0 1.5 – 2.5 open
Exhaust gas 0.5 – 1.0 1.5 – 2.0 open
Intake air (combustion air) open
Table 5-4 Recommended flow rates 40 open
8 –12

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Engine supply systems
5.1.3 External pipe dimensioning

0501-0200MR2.fm

Page 5 - 14 V28/33D, V28/33D STC E-BC

Engine supply systems
5.1.4 Condensate amount in charge air pipes and air vessels

5.1.4 Condensate amount in charge air pipes and air vessels

Water vapour content of the air Charge air
[g water / kg air]
100 pressure above
atmosphere
90 Intake air

80

70

60

50 Relative

max. water content air humidity

40 of atmosphere (1 bar)

30 40%

A

B 30%

20

II

10 I

III

0

10 15 20 25 30 35 40 45 30 35 40 45 50 55 60 65 70

Ambient air temperature [°C] Charge air temperature [°C]

0501-0300MR2.fm Figure 5-7 Diagram condensate amount for emission standard: IMO Tier II and EPA Tier 2, page
2-69" is shown in absolute pressure.
The amount of condensate precipitated from the
air can be quite large, particularly in the tropics. It At both points of intersection read out the values
depends on the condition of the intake air (temper- [g water/kg air] on the vertically axis.
ature, relative air humidity) in comparison to the
charge air after charge air cooler (pressure, tem- The intake air water content I minus the charge air
perature). water content II is the condensate amount A which
will precipitate. If the calculations result is negative
Determining the amount of condensate: no condensate will occur.

First determine the point I of intersection in the left For an example see "Figure 5-7: Diagram condensate
side of the diagram (intake air) between the corre- amount": Intake air water content 30 g/kg minus
sponding relative air humidity curve and the ambi- 26 g/kg = 4 g of water/kg of air will precipitate.
ent air temperature.
To calculate the condensate amount during filling
Secondly determine the point II of intersection in of the starting air vessel just use the 40 bar curve
the right side of the diagram (charge air) between in a similar procedure.
the corresponding charge air pressure curve and
the charge air temperature. Note, that charge air
pressure as mentioned in "Section 2.9: Planning data

I-BB V28/33D, V28/33D STC Page 5 - 15

Engine supply systems
5.1.4 Condensate amount in charge air pipes and air vessels

Example to determine the amount of water accumulating in the charge-air pipe

Parameter Ambient air temperature Unit Value
Engine output (P) Relative air humidity kW 9,000
Specific air flow (le) kg/kWh
Ambient air condition (I): Charge air temperature after cooler °C 6.9
Charge air pressure (overpressure) % 35
Charge air condition (II): °C 80
bar 56
Solution acc. to above diagram: 3.0
Unit
Water content of air according to point of intersection (I) kg of water/kg of air Value
kg of water/kg of air 0.030
Maximum water content of air according to point of intersection (II) 0.026

The difference between (I) and (II) is the condensed water amount (A)
A= I – II = 0.030-0.026 = 0.004 kg of water/kg of air

Total amount of condensate QA:
QA= A x le x P
QA= 0.004 x 6.9 x 9000 = 248 kg/h
Table 5-5 Determining the condensate amount in the charge air pipe

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Engine supply systems
5.1.4 Condensate amount in charge air pipes and air vessels

Example to determine the condensate amount in the compressed air vessel Unit Value
1,500
Parameter litre
Volumetric capacity of tank (V) m3 1.5
Temperature of air in starting air vessel (T) 40
Air pressure in starting air vessel (p above atmosphere) °C 313
Air pressure in starting air vessel (p absolute) K 40
41
Gas constant for air (R) bar
Ambient air temperature bar 41 x 105
Relative air humidity -ã-k----2-
Weight of air in the starting air vessel is calculated as follows: 287
â---k-Ö----ãñ---h---
m  p xV  41 x10 5 x1, 5  6 8, 5 kg 35
R xT 287 x 313 °C 80

%

Solution acc. to above diagram: kg of water/kg of air 0.030
kg of water/kg of air 0.001
Water content of air according to point of intersection (I)

Maximum water content of air according to point of intersection (III)

The difference between (I) and (III) is the condensed water amount (B)
B = I – III
B= 0.030 – 0.001 = 0.029 kg of water/kg of air

Total amount of condensate in the vessel QB:
QB = m x B
QB = 68.5 * 0.029 = 1.99 kg
Table 5-6 Determining the condensate amount in the compressed air vessel

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Engine supply systems
5.1.4 Condensate amount in charge air pipes and air vessels

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Engine supply systems
5.2.1 Lube oil system description

5.2 Lube oil system

5.2.1 Lube oil system description

Introduction

The following is a description of the lube oil system
as required for this engine. Please see "Figure 5-8:
Lube oil system" included later in this chapter. The
majority of the lubrication system is contained on
the engine therefore there is no necessity for fur-
ther modification of the system.

Lube oil viscosity/quality

The lube oil specified for the diesel engine opera-
tion has to be carefully selected.

The oil selection is mainly affected by the used fuel
grade.

Lube oil quantity
For the lube oil volume for each engine configura-
tion "Section 2.9.5: Filling volumes and flow resistances,
page 2-79".

. Lube oil type Viscosity class Base No. (TBN)
SAE 40 8.5 mg KOH/g
Main fuel
12 mg KOH/g
Distillate fuel with up to 0.2 % doped (HD) + additives
sulphur content

Distillate fuel with 0.2 to 1.0 %
sulphur content

Table 5-7 Lube oil viscosity/quality

For details of recommended lube oils please "Sec-
tion 4.1: Specification for lubricating oil for operation with
gas oil (MGO), page 4-3".

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Engine supply systems
5.2.1 Lube oil system description

Diagram: Lube oil system

Figure 5-8 Lube oil system 0502-0000MR2.fm
Page 5 - 20
V28/33D, V28/33D STC J-BA