Man V8-1200, V12-1800 Installation Manual
Foreword
Dear Customer
The purpose of these installation instructions is to:
D provide assistance and advice in the installation of the MAN Marine Diesel Engines V8−1200 and
V12−1800
D establish the conditions for trouble−free operation of the drive line and avoid installation−related
malfunctions and any resulting consequential damage.
These installation instructions apply to the installation of MAN Marine Diesel Engines V8−1200 and
V12−1800 in yachts.
During the installation and operation of MAN Marine Diesel Engines the applicable laws, statutes and
regulations for the area and range of use must be observed.
The currently applicable accident prevention regulations as well as all other generally recognised health
and safety and safety at work regulations must also be observed.
Caution:
MAN is only liable for material defects when these installation instructions have been observed.
On request and against payment, MAN will perform acceptance tests for installations. Certifications of
prototypes are only valid for series installations, provided that no retroactive modifications are carried out.
If you intend to modify a built−in engine component which has been acceptance−tested by MAN, you must
notify MAN in writing as a further acceptance test may be required.
Sincerely,
MAN Nutzfahrzeuge Aktiengesellschaft
Werk Nürnberg
Subject to technical alterations in the interests of further development.
© 2009 MAN Nutzfahrzeuge Aktiengesellschaft
Reprinting, copying or translation, even of extracts, is not allowed without written permission from MAN. All
rights under the copyright law are strictly reserved by MAN.
EMDGG Technical status: 03.2009 51.99496−8180
1
Contents
Page
Foreword 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Safety regulations 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Planning of engine installation 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessibility of engine in engine room 13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine foundation 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine mounting 18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine room ventilation 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crane transport of the engine 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flange mounting a gearbox 26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aligning an engine with flange−mounted gearbox 29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Transmission of power by propshafts 32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combustion air system and charging 38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust system 40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling system 45. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel system 50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propeller system 54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auxiliary power take−off 58. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical system 59. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical preheating of coolant 63. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin heater 64. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Throttle lever control system 66. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
First commissioning − Lube oil system 72. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
First commissioning − Cooling system 73. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Appendix 77. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tightening torques for bolted connections 79. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Technical data 81. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MMDS CAN−Bus (V8−1200, V12−1800) 85. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Potentialfree wiring diagram of basic components 87. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Index 89. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . .
2
Safety regulations
ËË
General notes
This summary is a compilation of the most important regulations. These are broken down into main
sections which contain the information necessary for preventing injury to persons, damage to property and
pollution. In addition to these regulations those dictated by the type of engine and its site are to be
observed also.
Important:
If, despite all precautions, an accident occurs, in particular through contact with caustic acids, fuel
penetrating the skin, scalding from hot oil, anti‐freeze being splashed in the eyes etc., consult a doctor
immediately.
1. Regulations designed to prevent accidents with injury to persons
During commissioning, starting and operation
D Before putting the engine into operation for the first time, read the operating instructions
carefully and familiarize yourself with the “critical" points. If you are unsure, ask your
MAN representative.
D For reasons of safety we recommend you attach a notice to the door of the engine
room prohibiting the access of unauthorized persons and that you draw the attention of
the operating personal to the fact that they are responsible for the safety of persons
who enter the engine room.
D The engine must be started and operated only by authorized personnel.
Ensure that the engine cannot be started by unauthorized persons.
D When the engine is running, do not get too close to the rotating parts. Wear close‐fitting
clothing.
D Do not touch the engine with bare hands when it is warm from operation − risk of burns.
D Exhaust gases are toxic. Comply with the instructions for the installation of MAN Diesel
engines which are to be operated in enclosed spaces. Ensure that there is adequate
ventilation and air extraction.
3
Safety regulations
D For safety reasons a separate, functioning red emergency‐stop‐button for each
engine must be installed at every bridge (the engine must stop immediately when
the button is pressed once).
D Electrical accessories and equipment from other manufactures may only be
connected without the approval of MAN to the connections provided for the customer or shipyard.
The control of the engine may be adversely affected and thus may lead to property
damage or personal injury and is therefore not permitted.
MAN assumes no liability for any property damage or personal injury.
Connections to the following MAN components are prohibited:
− EDC engine control unit (K−Line, CAN−Bus)
−MAN internal or external throttle lever control system (CAN−Bus)
− Emergency steering control (serial, CAN−Bus)
− Display systems for alarms (serial, CAN−Bus)
Approved connectors on terminal box: X4, X8 and X9.
D Keep vicinity of engine, ladders and stairways free of oil and grease.
Accidents caused by slipping can have serious consequences.
During maintenance and care
D Always carry out maintenance work when the engine is switched off.
If the engine has to be maintained while it is running, e.g. changing the elements of
change‐over filters, remember that there is a risk of scalding. Do not get too close to
rotating parts.
D Change the oil when the engines is warm from operation.
Caution:
There is a risk of burns and scalding. Do not touch oil drain plugs or oil filters with bare
hands.
D Take into account the amount of oil in the sump. Use a vessel of sufficient size to
ensure that the oil will not overflow.
D Open the coolant circuit only when the engine has cooled down.
If opening while the engine is still warm is unavoidable, comply with the instructions in
the chapter entitled “Maintenance and Care".
D Neither tighten up nor open pipes and hoses (lube oil circuit, coolant circuit and any
additional hydraulic oil circuit) during the operation.
The fluids which flow out can cause injury.
D Fuel is inflammable. Do not smoke or use naked lights in its vicinity. The tank must be
filled only when the engine is switched off.
D Keep service products (anti‐freeze) only in containers which can not be confused with
drinks containers.
D Comply with the manufacturer’s instructions when handling batteries.
Caution:
Accumulator acid is toxic and caustic. Battery gases are explosive.
4
Safety regulations
2. Regulations designed to prevent damage to engine and premature wear
Do not demand more from the engine than it is able to supply in its intended application. Detailed
information on this can be found in the sales literature.
If faults occur, find the cause immediately and have it eliminated in order to prevent more serious damage.
Use only genuine MAN spare parts.
installation of other parts which are supposedly “just as good".
In addition to the above, note the following points:
D Never let the engine run when dry, i.e. without lube oil or coolant.
D When starting do not use any additional starting aids
D Use only MAN‐approved service products (fuel, engine oil, anti‐freeze and anti‐corrosion agent). Pay
attention to cleanliness. The Diesel fuel must be free of water. See “Fuels, Lubricants and Coolants ...".
D Have the engine maintained at the specified intervals.
D Today modern components of diesel injection consist of high‐precision parts which are exposed to
extreme stresses. The high‐precision technology requires the utmost cleanliness during all work on
the fuel system.
Even a particle of dirt over 0,2 mm can lead to the failure of components.
D Do not switch off the engine immediately when it is warm, but let it run without load for about 5 minutes
so that temperature equalization can take place.
D Never put cold coolant into an overheated engine. See “Maintenance and care".
D Do not add so much engine oil that the oil level rises above the max. marking on the dipstick.
Do not exceed the maximum permissible tilt of the engine.
Serious damage to the engine may result if these instructions are not adhered to.
D Always ensure that the testing and monitoring equipment (for battery charge, oil pressure, coolant
temperature) function satisfactorily.
MAN will accept no responsibility for damage resulting from the
(e.g. injection with starting pilot).
D It is advisable to switch off the engine if an alarm of any kind is displayed in the engine monitoring and
diagnostic system. If this is not possible for any reason, the engine should be run no faster than
1200 rpm until the fault is remedied, see Operating Instructions.
D Comply with instructions for operation of the alternator. See “Operating Instructions".
D Do not let the seawater pump run dry. If there is a risk of frost, drain the pump when the engine is
switched off.
5
Safety regulations
3. Regulations designed to prevent pollution
Engine oil and filter elements / cartridges, fuel / fuel filter
D Take old oil only to an old oil collection point.
D Take strict precautions to ensure that no oil or Diesel fuel gets into the drains or the ground.
Caution:
The drinking water supply could be contaminated.
D Filter elements are classed as dangerous waste and must be treated as such.
Coolant
D Treat undiluted anti‐corrosion agent and / or anti‐freeze as dangerous waste.
D When disposing of spent coolant comply with the regulations of the relevant local authorities.
4. Notes on safety in handling used engine oil ∗
Prolonged or repeated contact between the skin and any kind of engine oil decreases the skin. Drying,
irritation or inflammation of the skin may therefore occur. Used engine oil also contains dangerous
substances which have caused skin cancer in animal experiments. If the basic rules of hygiene and health
and safety at work are observed, health risks are not to the expected as a result of handling used engine
oil.
Health precautions:
D Avoid prolonged or repeated skin contact with used engine oil.
D Protect your skin by means of suitable agents (creams etc.) or wear protective gloves.
D Clean skin which has been in contact with engine oil.
− Wash thoroughly with soap and water. A nailbrush is an effective aid.
− Certain products make it easier to clean your hands.
−Do not use petrol, Diesel fuel, gas oil, thinners or solvents as washing agents.
D After washing apply a fatty skin cream to the skin.
D Change oil‐soaked clothing and shoes.
D Do not put oily rags into your pockets.
Ensure that used engine oil is disposed of properly
− Engine oil can endanger the water supply −
For this reason do not let engine oil get into the ground, waterways, the drains or the sewers. Violations are
punishable.
Collect and dispose of used engine oil carefully. For information on collection points please contact the
seller, the supplier or the local authorities.
∗ Adapted from “Notes on handling used engine oil".
6
Safety regulations
5. Special instructions when working on the common rail system
Accident protection
D Risk of injury!
Fuel jets can cut through skin.
The atomisation of fuel creates a fire risk.
− When the engine is running never loosen the screw connections on the fuel’s
high‐pressure side of the common rail system (injection line from the high‐pressure
pump to the rail, on the rail and on the cylinder head to the injector)
− Keep away from the engine when it is running
D Risk of injury!
When the engine is running the lines are constantly under a fuel pressure of up
to 1600 bar.
− Wait at least a minute until the pressure in the rail has dropped before loosening a
screw connection
−If necessary check the pressure drop in the rail with MAN‐Cats
D Risk of injury!
− People with pacemaker must keep at least 20 cm away from the running engine.
−Do not touch live parts on the electric connection of the injectors when the engine is
running.
7
Safety regulations
Cleanliness
Today modern components of diesel injection consist of high‐precision parts which are exposed to extreme
stresses. The high‐precision technology requires the utmost cleanliness during all work on the fuel
system.
Even a particle of dirt over 0,2 mm can lead to the failure of components.
The measures described as follows are therefore essential before work begins:
Risk of damage from penetration of dirt!
D Before working on the clean side of the fuel system clean the engine and the engine
compartment. During cleaning the fuel system must be closed.
D Carry out visual inspection for any leakage or damage to the fuel system
D Do not spray the high‐pressure cleaner direct onto the electric components, or
alternatively keep them covered
D Do not carry out any welding or sanding work in the engine compartment during
maintenance / repair
D Avoid air movements (any swirling of dust when starting engines)
D The area of the still closed fuel system must be cleaned and dried with the aid of
compressed air
D Remove detached particles of dirt such as paint chippings and insulation material with a
suitable extractor (industrial type vacuum cleaner)
D Cover areas of the engine compartment from which dust particles could be detached
with clean foil
D Wash your hands and put on clean work clothes before starting the disassembly work
When carrying out the work it is essential to comply with the following measures:
8
Safety regulations
Risk of damage from penetration of dirt!
D When the clean side of the fuel system has been opened it is not permissible to use
compressed air for cleaning
D During assembly work loose dirt must be removed with the aid of suitable extractors
(industrial type vacuum cleaners)
D Use only fluff‐free cleaning cloths on the fuel system
D Clean tools and working materials before starting to work
D Only tools without any damage may be used (cracked chrome coatings)
D When removing and installing components do not use materials such as cloths,
cardboard or wood since these could shed particles and fine fibres
D If any paint chips/flakes off when connections are loosened (from possible over‐coating)
these chippings must be carefully removed before finally loosening the screw
connection
D The connection openings of all parts removed from the clean side of the fuel system
must be immediately closed up with suitable caps/stoppers
D These caps/stoppers must be packed protected from dust prior to use and after being
used once they must be disposed of
D Following this all the components must be carefully stored in a clean, closed container
D Never use used cleaning or testing liquids for these components
D New parts must not be removed from their original packing material until directly before
use
D Work on removed components may be carried out only at a workplace specially
equipped for it
D If removed parts are shipped always use the original packing material of the new part
9
Planning of engine installation
V12−1800
5
4
1
2
3
V8−1200
11
6
7
8
9
10
4
10
Planning of engine installation
The engines
The figures on page 10 show typical views of the V12 and V8 engines without gearboxes. Currently the
following engine models are available for delivery:
V12−1800
1324 kW (1800 HP)
V8−1200
882 kW (1200 HP)
Engine environment − interface between engine and ship
Here is a summary of important information on individual components to be observed when installing
engines. Each of these components has a connection to a ship−side component. Their correct installation
contributes to the trouble−free operation of the engine.
À Intake system, see page 39
Á Charge air cooling, see page 45
 Engine mounting, see page 20
à Seawater circuit, seawater pump, see page 45
Ä Engine cooling system, see page 45
Å Exhaust system, see page 40
Æ Fuel system, see page 51
Ç Power take−off, see page 58
È Flywheel, power transfer, see page 27
É Lube oil system, see page 72
11
Electrical system, see page 59
11
Planning of engine installation
Additional information for planning the installation
In addition to this brochure there are several other documents that are required to plan the installation of
the engine that are not contained in this brochure. The scope of these documents depend on the delivery
scope and will be supplied by the MAN representative in the project stage.
Alternatively, these documents can be ordered through the following e−mail address:
marinemotor@de.man−mn.com
− Installation drawing
The installation drawing contains the important dimensions of the engine. It shows the dimensions of the
flywheel or flywheel housing for installing a coupling and for mounting the gearbox.
− Layout plan of the resilient engine mounts
The selection of the type and shore hardness of the resilient mounts depends on the setup of the drive
line (free−standing or flange mounted gearbox).
− Wiring diagrams
Wiring diagrams are available specially adapted for the needs of the shipyard.
Note:
The engines described in these installation instructions have the engine designations V8−1200 and
V12−1800. These engines are known at the factory under other model designations. These
designations may appear on drawings, layout plans, etc.
Comparison of the designations:
Model designation Internal designation
V8−1200 corresponds to D 2868 LE 433
V12−1800 corresponds to D 2862 LE 433
Information about commissioning and operation of the engines
The engines come with document folders containing the following brochures:
− Operating instructions 51.99493−8578
− Fluids and lubricants for MAN diesel engines 51.99589−8001
− Service board book (maintenance instructions) 51.99597−8027
These brochures must be carefully read before the engines are placed into commission.
12
Accessibility of engine in engine room
When installing the engine, care must be taken to
ensure there is adequate space to perform the
regular maintenance work specified in the
maintenance schedule.
Note:
Advantages of easy access:
D High engine reliability due to easy
inspection and maintenance work
D Lower service costs due to reduced
time outlays
D Removable decking or hatch to facilitate the
lifting out of the engines in the event of repair.
It must be possible to carry out the following tasks
in the engine room on the engine and gearbox
without restriction:
D Fuel filter replacement À
D Servicing the fuel pre−filter / water separator
(not illustrated)
D Actuating the hand pump on the fuel delivery
pump Á and venting of the fuel system
D Servicing the fuel prefilter Â
(description in the Operating Instructions)
1
2
3
D Checking the lube oil level Ã, refilling / topping
up with lube oil
(description in the Operating Instructions)
4
13
Accessibility of engine in engine room
D Changing the oil filters Ä
(description in the Operating Instructions)
D Pumping off and filling of engine and gearbox
oil
(description in the Operating Instructions)
An oil drain for the engine and gearbox Å can
be supplied optionally (fitted left and right). An
electrical oil suction removal and filling pump Æ
can be connected via quick−release couplings.
5
6
7
D Filling the coolant
(description in the Operating Instructions)
Height of the deck above the filling cover Ç:
H=500 mm (recommended)
D Checking the coolant level È
(description in the Operating Instructions)
8
9
14
Accessibility of engine in engine room
D Draining the coolant É and
(Description in the Operating Instructions)
D Maintenance of the plate−core heat exchanger
D Replacing belts
D Replacing starter, alternator 13 And coolant
pump
D Visual inspection and retightening of bolts and
hose connections
Distance to bulkhead: D=350 mm
12
11
10
12
11
13
Removing the cylinder head cover 14 to
D Adjustment of valve clearance
D Replacement of the injectors
Loosening and removal of the cylinder head
17
bolts
Danger:
The red emergency stop button on the
terminal box must be quickly and easily
accessible!
16
15
14
15
16
17
15
Engine foundation
Requirements of engine foundation
D The engine foundation in the ship must be designed to absorb propeller thrust in both directions and
transmit it to the hull.
D The weight of the drive line and all of the dynamic forces caused by rough seas must be safely
absorbed.
D Hull torsion caused by motion of the sea and load must not be transmitted to the engine. The contact
area between the engine foundation and the hull should be as large as possible.
D The engine foundation must run parallel with the lower edge of the engine base, so that the resilient
engine mounts are not tilted. Engines must not be mounted rigid to the foundation.
Parallel
Accessibility
to underside of engine
Parallel
16
Engine foundation
Engine weight
The weights of the engines (without gearbox) are given in the following table:
Engine weight (dry, without gearbox) in kg
V8−1200 1875
V12−1800 2365
The weights are based on the engine without lube oil and coolant. To determine the weight of the engine
ready for operation, the weight of the lube oil and coolant must be added.
Weights of the filling capacities
Engine
model
V8−1200 62 litres 56 kg 85 litres 90 kg
V12−1800 92 litres 83 kg 113 litres 120 kg
Lube oil Coolant
Maximum permitted angle of inclination for engine
If the engine is to be installed at an inclination on its longitudinal axis, the maximum permitted angle of
inclination must not be exceeded. The max. permitted angle of inclination is the largest angle that can be
expected when the ship is underway, i.e. installation inclination plus max. trim angle of the ship.
α
α=Angle at flywheel end
Engine model Oil pan (part no.) α β
V8−1200 51.05801−5774 20_ 5_
V12−1800 51.05801−5766 20_ 5_
β=Angle at free end
β
Note:
An angle β of 5_ as compared to the side opposite the flywheel may only occur during engine
operation. The installation angle as compared to the side opposite the flywheel is 0_
17
Engine mounting
Choosing suitable resilient mounts
The resilient mounts prevent the transfer of engine vibrations to the engine foundation and ship’s hull.
Due to the design of the engine with respect to:
− Total mass
− Centre of gravity of engine
− Distribution of forces to the engine bases
Several requirements have already been established for the design of the resilient engine mounts.
Depending on the arrangement of engine and gearbox (engine with flange mounted gearbox or a free−standing engine and gear box) and the alignment thereof, the following points are also to be taken into
account:
− Propeller force transferred to the engine foundation for engines with flange mounted gearboxes
− Easy height adjustment of the mounts
Due to these various requirements, the resilient mounts must be carefully adapted.
For this reason MAN has developed resilient mounts that are adapted in their design and their shore
hardness to the different types of drive lines.
The following pages gives the assignment of the different resilient mounts to the arrangement of the
engines and gearboxes and detailed information about the mounts.
The resilient mounts are included in the delivery depending on the order. The resilient mounts should
always be used. In no case should the engine be installed on the foundation without them.
Note:
The resilient engine mounts cannot compensate for vibrations caused by inadequate alignment of
the drive line or by vibrations from the propeller.
18
Engine mounting
Overview of the possible arrangements of the engine and gearbox
Engine with flange mounted gearbox:
This figure shows a V8−1200 (example)
with a flange mounted gearbox. The
engine and gearbox brackets are
installed.
The corresponding resilient engine and
gearbox mounts are described on page
20 (for dimensions and drilling pattern
see installation drawing).
Engine with free−standing gearbox:
The figure shows a V12−1800 (example)
with a free−standing gearbox. The engine
brackets are installed.
The corresponding resilient engine
mounts are described on page 20 (for
dimensions and drilling pattern see
installation drawing).
Engines with integral V−gearbox:
The figure shows a V8−1200 with an
integral V−gearbox. The engine and
gearbox brackets are installed.
The corresponding resilient engine and
gearbox mounts are described on
page 21 (for dimensions and drilling
pattern see installation drawing).
19
Engine mounting
Resilient engine and gearbox mounts
À Mounting bolt for engine base M 20
Á Height adjustment
 Mounting bolts M 20, property class 8.8
à Shipping lock bolts
Assignment of the resilient mounts
to the engines and gearboxes
Engine model /
Gearbox
arrangement
V8−1200 with
flange mounted
gearbox
V8−1200 with
free−standing
gearbox
V12−1800 with
flange mounted
gearbox
V12−1800 with
free−standing
gearbox
MAN
part number
51.96210−7052 60
51.96210−7052 60
51.96210−7050 70
51.96210−7050 70
Shore
hard‐
ness
1
2
3
4
4
3
4
4
The installation drawings have information on the
dimensions of the mounts and the drilling pattern
for the foundation.
Installation of the mounts
D Place drive line with mounts on foundation.
D Remove shipping locks Ã.
D Tighten mount bolts  to 360 Nm.
D Tighten mounting bolts M 20 À to 300 Nm.
D The height of the mounts can be adjusted up to
max. 10 mm Á. The height adjustment can be
made with the supplied open end wrench (size
50). Try not to use the entire range on the
height adjustment so as to have room for
adjustments later. Large difference in heights
between the mounts can be compensated for
by using shims.
1
3
3
2
20
Engine mounting
Resilient cone engine and gearbox
mounts for V8−1200 with integral
V−gearbox
À Mounting nut for engine base M20
Á Height adjustment
 Elongated hole for mounting bolts M18
à Cone mount
Ä Supporting disk for engine base
Å Designation of the mount according to Shore
hardness
1
5
2
4
The installation drawings have information on the
dimensions of the mounts and the drilling pattern
for the foundation.
Installation of the mounts
D Place engine with mounts onto foundation.
D Align the drive train after allowing the mounts to
settle for 48 hours, see page 29.
D Tighten mount bolts  to 260 Nm.
D Tighten mounting bolts M20 À.
D The height of the mounts can be adjusted up to
max. 10 mm. Try not to use the entire range on
the height adjustment so as to have room for
adjustments later. Large difference in heights
between the mounts can be compensated for
by using shims.
3
6
21
7
Engine room ventilation
Heating of the engine room
During operation, each engine transfers heat from its own hot surfaces into the air in the engine room
(convection), in a similar fashion to a radiator heating a room in a building. In addition, but to a much lesser
extent, radiated heat dissipates to the surroundings (radiant heat).
Both of these effects can heat up the engine room to such an extent, that temperature−sensitive
components (e.g. the electronics) can malfunction.
Temperature in the engine room
Caution:
The following equation provides a good rule of thumb for adequate engine room ventilation:
Engine room temperature = Ambient temperature + 15°C (max. 20°C)
Measured at the front and back of the engine room and at the air filters.
The max. permissible engine room temperature is 60_C.
The temperature in the engine room is essentially dependent on the following boundary conditions:
Outside air temperature
The outside air temperature depends on the climate in the area of operation of the ship and the prevailing
weather conditions. In the Mediterranean Sea area air temperatures of up to 40°C are to be expected and
in the Persian Golf up to 50°C can be reached.
Engine operating conditions
1) Maximum speed / cruising speed of the ship
Naturally, at full−load and high power outputs, the temperature of critical components (charge air pipes,
compressor housing, exhaust manifold) is at its highest and thus the heat output is at a maximum.
However, this effect is compensated by the high combustion air requirement of the engines and that of
the associated high rate of air exchange in the engine room.
Example: Two engines V12 − 1800 at 2300 rpm and full load with 2 x 6300 m3/h demand for combustion
air, corresponding to 3.5 m3/s. A typical engine room air volume of 50 m3 is thus replaced every 15
seconds. With adequately dimensioned air inlets and outlets the engine room temperature may not vary
significantly from that of the outside air.
2) Reduction of the maximum speed to crawling speed (e.g. to negotiate canals, waterways with speed
restrictions)
At low speeds and loads, the combustion air demand of the engines and thus the inflow of fresh air into
the engine room is very significantly reduced.
Example: Two engines V12 − 1800 with 2 x 750 m3/h combustion air requirement, corresponding to
0.20 m3/s at 1000 rpm and operation on the propellor curve.
The volume of air in the engine room is no longer replaced fast enough by external air flowing through
and can therefore quickly heat up. In addition, the hot engine components that were under full load
(charge air pipes, crankcase, oil pan) give up additional heat in the engine room.
In this operating phase it is thus necessary to provide forced air ventilation by means of fans.
22
Engine room ventilation
Air requirement and air pressure in engine room
The air admission into the engine room is ensured by the cross−section and the design of the air inlet
openings.
Air requirement per engine
Engine model Power kW (HP) Speed rpm Air requirement m3/ h
V 8−1200 882 (1200) 2300 4100
V 12−1800 1324 (1800) 2300 6300
The air requirements given in the table represent the combustion air requirement for each engine.
The air intake openings in the engine room have to be dimensioned to accept this volumetric flow.
Fans
Fans with large dimensions are required to ensure
that the entire engine room has a thorough
circulation of fresh air.
The following criteria will help you in selecting
effective fans:
1. Fans with
a 24V constant voltage power supply,
= 160 mm to 300 mm
2. Fans with
an alternating voltage supply from the ship’s
generator, 240V,
= 150 mm to 450 mm
Small fans attached to corrugated hoses are not
suitable as they do not provide a sufficient flow
rate and only guarantee a supply of fresh air in
their immediate vicinity.
Suction ventilators are recommended; these suck
the warm air out of the engine room so that fresh
air can flow in through the air inlet openings.
Note:
If the air pressure in the engine room
exceeds the surrounding atmospheric
pressure, vapours, oil mist, etc. can make
their way into the living quarters
accommodation on the ship and lead to
bad odours.
23
Air ducting, general
Engine room ventilation
The openings for the inlet and outlet of air are to
be arranged such that a purging affect is created,
i.e. the whole engine room is provided with a flow
of air.
Fresh air inlet to engine room
Fresh air should enter along the side of the hull at
as high a position as possible ahead of the engine
room.
À Direction of travel
Á Hoses to engine room
 Air baffle
It is possible to optimise the volume of the air flow
by shaping the air supply duct to optimum flow
effect and by utilising the air stream produced from
forward motion.
Caution:
Water spray and splash water must not be
allowed to reach the engines!
Water ingress would lead to the total loss
of the engine!
1
2
3
4
A
A
5
6
A Free cross−section
à Deck
Ä Air duct
Å Side of ship
The free cross−section A of the air inlet is related
to the narrowest point of the complete air supply
route. It is dimensioned according to the air
requirement of the engines in accordance with the
table on page 23.
Air should enter the engine room at as low a point
as possible between the ship’s sides and the
engines.
Air outlet from the engine room
The air outlet should be located opposite the inlet,
i.e. at the back of the engine room and as high as
possible.
24
Crane transport of the engine
Transporting drive line onto ship
Caution:
When working on the engine make sure to
not step on the engine cover À.
Use crane lifting equipment to lift engine.
Danger:
Using unsuitable lifting equipment that is
not strong enough for the load may result
in serious accidents/injury!
Make sure ropes and chains do not pull
crookedly on the crane hooks.
There are 4 crane hook lugs Á on the engine to be
used when lifting the engine without the gearbox
attached.
When lifting the engine with the gearbox attached,
use the engine’s two front crane hook lugs and the
other two on the gearbox Â.
1
2
25
3
Flange mounting a gearbox
Drive line consisting of the engine and flange−mounted gearbox
1
2
3
6
5
4
À Engine (in this case V8−1200)
Á Reversing gearbox flanged mounted at flywheel housing
 Gearbox cooler, see page 48
à Resilient gearbox mount, see page 20
Ä Flywheel housing, see page 27, 28
Å Resilient engine mount, see page 20
Torsional−vibration analysis
The forces of gas and inertia from the engine can cause vibration of the entire drive line. In order to
determine the resonance in terms of position and strength and to avoid overstressing, a torsional−vibration
analysis is required.
This can be carried out by MAN for a fee. The requisite data are to be collected during the project phase in
the form of a questionnaire − "Questionnaire on torsional vibration calculation for ship’s drive line".
26
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