Man L23/30DF, L16/24S, L23/30S, L21/31S, L28/32S Project Manual

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L27/38S Project Guide - Power Plant

Four-stroke GenSet

MAN Diesel & Turbo

Index

Page 1 (5)

Table of contents

L27/38S powerplant

I 00 Introduction

Introduction to project guide I 00 00 0 1643483-5.5

Key for engine designation I 00 05 0 1609526-0.8

Designation of cylinders I 00 15 0 1607568-0.2

Code identification for instruments I 00 20 0 1687100-5.6

Symbols for piping I 00 25 0 1655279-1.1

D 10 General information

List of capacities D 10 05 0 1689471-7.4

List of capacities D 10 05 0 1689472-9.4

Vibration limits and measurements D 10 24 0 3700395-8.3

Description of sound measurements D 10 25 0 1609510-3.5

Description of structure-borne noise D 10 25 0 1671754-6.2

Exhaust gas components D 10 28 0 1655210-7.3

Emission limits Worldbank II D 10 28 0 3700044-8.0

Moment of inertia D 10 30 0 1687148-5.2

Green Passport D 10 33 0 1699985-1.1

Overhaul recommendation, Maintenance and Expected life time D 10 35 0 3700340-7.1

Overhaul recommendation, Maintenance and Expected life time D 10 35 0 3700341-9.1

Overhaul recommendation, Maintenance and Expected life time D 10 35 0 3700342-0.1

Overhaul recommendation, Maintenance and Expected life time D 10 35 0 3700343-2.1

B 10 Basic diesel engine

General description B 10 01 1 1689477-8.1

Cross section B 10 01 1 1665740-7.3

Main particulars B 10 01 1 3700157-5.1

Dimensions and weights B 10 01 1 1689493-3.1

Centre of gravity B 10 01 1 1679708-8.2

Overhaul areas B 10 01 1 1665770-6.6

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Table of contents

Firing pressure comparison B 10 01 1 3700366-0.0

Engine rotation clockwise B 10 11 1 1607566-7.2

B 11 Fuel oil system

Internal fuel oil system B 11 00 0 3700163-4.1

Part-load optimisation - PLO B 11 00 0 3700499-0.1

Heavy fuel oil (HFO) specification 010.000.023-05

Marine diesel oil (MDO) specification 010.000.023-04

Gas oil / diesel oil (MGO) specification 010.000.023-01

Bio fuel specification 010.000.023-02

Explanatory notes for biofuel B 11 00 0 3700063-9.0

Crude oil specification B 11 00 0 3700246-2.0

Index

Page 2 (5)

Viscosity-temperature diagram (VT diagram) 010.000.023-06

Guidelines regarding MAN Diesel & Turbo GenSets operating on low sulphur fuel oil

Calculation of specific fuel oil consumption (SFOC) B 11 01 0 3700405-6.2

Fuel oil consumption for emissions standard B 11 01 0 1693568-5.3

Fuel injection valve B 11 00 0 3700222-2.0

Fuel injection pump B 11 02 1 1683324-8.1

Fuel oil filter duplex E 11 08 1 1679744-6.7

MDO / MGO cooler E 11 06 1 1689458-7.3

HFO/MDO changing valves (V1 and V2) E 11 10 1 1624467-7.3

B 11 00 0 1699177-5.1

B 12 Lubricating oil system

Internal lubricating oil system B 12 00 0 1693562-4.4

Crankcase ventilation B 12 00 0 1699270-8.7

Prelubricating pump B 12 07 0 1655289-8.10

Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) 010.000.023-11

Specification of lube oil (SAE 40) for operation with gas oil, diesel oil (MGO/ MDO) and biofuels

Specific lubricating oil system - SLOC B12150,

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010.000.023-07

1607584-6.11

MAN Diesel & Turbo

Index

Page 3 (5)

Treatment and maintenance of lubricating oil B12150,

Criteria for cleaning/exchange of lubricating oil B 12 15 0 1609533-1.7

Table of contents

1643494-3.11

B 13 Cooling water system

Specification of engine coolant 010.000.023-13

Coolants inspecting 010.000.002-03

Cooling water system cleaning 010.000.002-04

Quality of raw-water in cooling tower operation (additive and circulating water)

Quality of water used in exhaust gas boiler plants B 13 00 0 1699251-7.0

Water specification for fuel-water emulsions 010.000.023-16

B 13 00 0 1699250-5.0

Internal cooling water system B 13 00 3 3700201-8.0

Internal cooling water system B 13 00 6 3700203-1.0

Design data for the external cooling water system B 13 00 0 1665774-3.7

Two string central cooling water system B 13 00 6 1699122-4.1

Expansion tank B 13 00 0 1613419-0.5

Preheater arrangement in high temperature system B 13 23 1 3700160-9.0

Expansion tank pressurized T 13 01 1 1671771-3.5

B 14 Compressed air system

Specification for compressed air 010.000.023-21

Compressed air system B 14 00 0 3700205-5.1

Compressed air system B 14 00 0 3700206-7.1

Compressed air system B 14 00 0 1655207-3.2

B 15 Combustion air system

Combustion air system B 15 00 0 1665736-1.7

Specifications for intake air (combustion air) 010.000.023-17

Engine room ventilation and combustion air B 15 00 0 1699110-4.1

Water washing of turbocharger - compressor B 15 05 1 1639499-6.0

B 16 Exhaust gas system

Exhaust gas system B 16 00 0 1655213-2.6

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Table of contents

Pressure droop in exhaust gas system B 16 00 0 1624460-4.2

SCR (Selective Catalytic Reduction) B 16 00 0 3700467-8.1

Equipment to optimize performance B 16 00 0 3700546-9.0

Exhaust gas velocity B 16 01 0 3700152-6.2

Cleaning the turbocharger in service - turbine side B 16 01 3 3700418-8.1

Position of gas outlet on turbocharger B 16 02 0 1689481-3.2

B 17 Speed control system

Starting of engine B 17 00 0 1655204-8.8

Power Management - Alternator protection B 17 00 0 3700383-8.2

Engine operation under arctic conditions B 17 00 0 1689459-9.0

Actuators B 17 01 2 1689484-9.0

Index

Page 4 (5)

Actuators B 17 01 6 3700319-4.1

Actuators B 17 01 7 3700320-4.1

B 19 Safety and control system

Operation data & set points 3700061-5.9

System description V1.5

Communication from the GenSet 1.7

Modbus list B 19 00 0 3700054-4.0

Oil mist detector B 19 22 1 1699190-5.0

B 20 Foundation

Resilient mounting system for landbased generating sets B 20 00 0 1699989-9.5

B 21 Test running

Shop test programme for power plants B 21 01 1 1699986-3.2

E 23 Spare parts

Weight and dimensions of principal parts E 23 00 0 1689476-6.4

Spare parts for unrestricted service P 23 01 1 3700022-1.4

P 24 Tools

Introduction to spare part plates for tools P24000,

3700496-5.0

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Index

Page 5 (5)

Standard tools (normal maintenance) P 24 01 1,

Additional tools P 24 03 9,

Hand tools P 24 05 1,

Table of contents

3700126-4.11

B 50 Alternator

Alternators for GenSets B 50 00 0 1699895-2.1

Alternator cable installation BG 50 00 0 1699865-3.4

Combinations of engine- and alternator layout BG 50 00 0 3700084-3.10

B 98 Preservation and packing

3700125-2.4

3700414-0.0

Lifting instruction P 98 05 1 1679796-1.2

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I 00 Introduction

Page 1 (1)

I 00 Introduction

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1643483-5.5

Page 1 (2)

Introduction to project guide

L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S, L28/32S-DF, L28/32DF,

V28/32H, V28/32S, L16/24, L21/31, L23/30H, L27/38, L28/32H

Introduction

Our project guides provide customers and consultants with information and data when planning new plants incorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of the modifications associated with upgrading of our project guides, the contents of the specific edition hereof will remain valid for a limited time only.

Every care is taken to ensure that all information in this project guide is present and correct.

For actual projects you will receive the latest project guide editions in each case together with our quotation specification or together with the documents for order processing.

All figures, values, measurements and/or other information about performance stated in the project guides are for guidance only and shall not be used for detailed design purposes or as a substitute for specific drawings and instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warranties either express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose of the information contained in the project guides.

MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation instructions when the contract documentation has been completed.

The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifications of our supply.

I 00 00 0

All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way.

Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.

If this document is delivered in another language than English and doubts arise concerning the translation, the English text shall prevail.

Original instructions

2016.01.06

MAN Diesel & Turbo

I 00 00 0

Introduction to project guide

L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S, L28/32S-DF, L28/32DF, V28/32H, V28/32S, L16/24, L21/31, L23/30H, L27/38, L28/32H

Code numbers

Code letter: The code letter indicates the contents of the documents:

B : Basic Diesel engine / built-on engine

D : Designation of plant

E : Extra parts per engine

G : Generator

I : Introduction

P : Extra parts per plant

1643483-5.5

Page 2 (2)

Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil system, monitoring equipment, foundation, test running, etc.

Sub-function: This figure occurs in variants from 0-99.

Choice number: This figure occurs in variants from 0-9:

0 : General information 1 : Standard

2-8 : Standard optionals 9 : Optionals

Further, there is a table of contents for each chapter and the pages follow immediately afterwards.

Drawing No: Each document has a drawing number including revision number i.e. 1643483-5.5.

Release date: The release date of the document Year.Month.Date. This is the date the document has been

created.

Notice: When refering to a document, please state both Drawing No including revision No and Release date.

Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).

This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws. Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.

2016.01.06

MAN Diesel & Turbo

1609526-0.8

Page 1 (1)

L27/38S, L16/24S, L21/31S, L23/30S, L28/32S, L23/30DF, L28/32DF, V28/32H,

Key for engine designation

V28/32S, L16/24, L21/31, L23/30H, L27/38, L28/32H

I 00 05 0

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1607568-0.2

Page 1 (1)

General

Designation of cylinders

I 00 15 0

L16/24S, L21/31S, L23/30S, L23/30DF, L28/32S, L27/38S, L28/32DF, L16/24,

L21/31, L23/30H, L27/38, L28/32H

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1687100-5.6

Page 1 (3)

Explanation of symbols

Code identification for instruments

I 00 20 0

L16/24S, L27/38S, L21/31S, L23/30S, L23/30DF, L28/32S, L28/32DF, V28/32H,

V28/32S, L16/24, L21/31, L23/30H, L27/38, L28/32H

Specification of letter code for measuring devices

1st letter Following letters

Flow

Level

Pressure

Speed, System

Temperature

Voltage

Viscosity

Sound

Position

Alarm

Differential

Element

High

Indicating

Low

Switching, Stop

Transmitting

Failure

Valve, Actuator

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I 00 20 0

Code identification for instruments

L16/24S, L27/38S, L21/31S, L23/30S, L23/30DF, L28/32S, L28/32DF, V28/32H, V28/32S, L16/24, L21/31, L23/30H, L27/38, L28/32H

Standard text for instruments

Diesel engine/alternator

LT water system

inlet to air cooler

outlet from air cooler

outlet from lub. oil cooler

HT water system

inlet to engine

10A

FW inlet to engine

outlet from each cylinder

outlet from engine

inlet to HT pump

Lubricating oil system

inlet to alternator

outlet from alternator

outlet from fresh water cooler (SW)

inlet to HT air cooler

14A

FW inlet to air cooler

14B

FW outlet from air cooler

outlet from HT system

outlet from turbocharger

inlet to lub. oil cooler

inlet to fresh water cooler

outlet from fresh water cooler

inlet to fresh water cooler

preheater

19A

inlet to prechamber

19B

outlet from prechamber

1687100-5.6

Page 2 (3)

inlet to cooler

outlet from cooler/inlet to filter

outlet from filter/inlet to engine

inlet to turbocharger

23B

outlet from turbocharger

Charging air system

inlet to cooler

outlet from cooler

jet assist system

outlet from TC filter/inlet to TC compr.

Fuel oil system

inlet to engine

outlet from engine

leakage

inlet to filter

Nozzle cooling system

inlet to fuel valves

outlet from fuel valves 52 53

sealing oil - inlet engine

prelubricating

inlet rocker arms and roller guides

intermediate bearing/alternator bearing

charge air conditioning

surplus air inlet

inlet to turbocharger

charge air from mixer

outlet from sealing oil pump

fuel-rack position

inlet to prechamber

54 55

valve timing

injection timing

earth/diff. protection

2829level in base frame

main bearings

3839Ambient temperature

4849

5859oil splash

alternator load

Exhaust gas system

outlet from cylinder 61

outlet from turbocharger 62

inlet to turbocharger 63

combustion chamber

6869 65 66 67

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1687100-5.6

Page 3 (3)

Compressed air system

inlet to engine

inlet to stop cylinder

inlet to balance arm unit

control air

Load speed

overspeed air

overspeed

emergency stop

engine start

Miscellaneous

natural gas - inlet to engine

oil mist detector

knocking sensor

cylinder lubricating

Code identification for instruments

I 00 20 0

L16/24S, L27/38S, L21/31S, L23/30S, L23/30DF, L28/32S, L28/32DF, V28/32H,

V28/32S, L16/24, L21/31, L23/30H, L27/38, L28/32H

inlet to reduction valve

microswitch for turning gear

inlet to turning gear

waste gate pressure

engine stop

microswitch for overload

shutdown

ready to start

voltage

switch for operating location

remote

alternator winding

7879inlet to sealing oil system

index - fuel injection pump

turbocharger speed

engine speed

common alarm

100

inlet to MDO cooler

101

outlet to MDO cooler

102

alternator cooling air

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Symbols for piping

L27/38S, L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF,

L28/32H, L28/32S, V28/32H, V28/32S, L27/38, L28/32DF

General

No Symbol Symbol designation No Symbol Symbol designation

1. GENERAL CONVENTIONAL SYMBOLS 2.13 Blank flange

1.1 Pipe 2.14 Spectacle flange

1.2 Pipe with indication of direction flow 2.15 Orifice

1.3 Valves, gate valves, cocks and flaps 2.16 Orifice

1.4 Appliances 2.17 Loop expansion joint

1.5 Indicating and measuring instruments

1.6 High-pressure pipe 2.19 Pneumatic flow or exhaust to

1.7 Tracing 3. VALVES, GATE VALVES, COCKS AND FLAPS

2.18 Snap coupling

I 00 25 0

atmosphere

1.8 Enclosure for several components as-sembled in one unit

2. PIPES AND PIPE JOINTS 3.2 Valve, angle

2.1 Crossing pipes, not connected 3.3 Valve, three-way

2.2 Crossing pipes, connected 3.4 Non-return valve (flap), straight

2.3 Tee pipe 3.5 Non-return valve (flap), angle

2.4 Flexible pipe 3.6 Non-return valve (flap), straight

2.5 Expansion pipe (corrugated) general 3.7 Non-return valve (flap), angle, screw

2.6 Joint, screwed 3.8 Safety valve

2.7 Joint, flanged 3.9 Angle safety valve

2.8 Joint, sleeve 3.10 Self-closing valve

2.9 Joint, quick-releasing 3.11 Quick-opening valve

3.1 Valve, straight through

screw down

down

2.10 Expansion joint with gland 3.12 Quick-closing valve

2.11 Expansion pipe 3.13 Regulating valve

2.12 Cap nut 3.14 Ball valve (cock)

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MAN Diesel & Turbo

I 00 25 0

Symbols for piping

L27/38S, L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L28/32H, L28/32S, V28/32H, V28/32S, L27/38, L28/32DF

No Symbol Symbol designation No Symbol Symbol designation

3.15 Butterfly valve 3.37 3/2 spring return valve contr. by solenoid

3.16 Gate valve 3.38 Reducing valve (adjustable)

3.17 Double-seated changeover valve 3.39 On/off valve controlled by solenoid and pilot directional valve and with spring return

3.18 Suction valve chest 4. CONTROL AND REGULATION PARTS

3.19 Suction valve chest with non-return

valves

3.20 Double-seated changeover valve,

straight

3.21 Double-seated changeover valve,

angle

3.22 Cock, straight through 4.4 Mass

4.1 Fan-operated

4.2 Remote control

4.3 Spring

1655279-1.1

Page 2 (10)

3.23 Cock, angle 4.5 Float

3.24 Cock, three-way, L-port in plug 4.6 Piston

3.25 Cock, three-way, T-port in plug 4.7 Membrane

3.26 Cock, four-way, straight through in

plug

3.27 Cock with bottom connection 4.9 Electromagnetic

3.28 Cock, straight through, with bottom

conn.

3.29 Cock, angle, with bottom connec-

tion

3.30 Cock, three-way, with bottom con-

nection

3.31 Thermostatic valve 4.13 Solenoid

3.32 Valve with test flange 4.14 Solenoid and pilot directional valve

3.33 3-way valve with remote control

(actuator)

4.8 Electric motor

4.10 Manual (at pneumatic valves)

4.11 Push button

4.12 Spring

4.15 By plunger or tracer

3.34 Non-return valve (air) 5. APPLIANCES

3.35 3/2 spring return valve, normally

closed

3.36 2/2 spring return valve, normally

closed

5.1 Mudbox

5.2 Filter or strainer

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1655279-1.1

Page 3 (10)

Symbols for piping

L27/38S, L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF,

L28/32H, L28/32S, V28/32H, V28/32S, L27/38, L28/32DF

No Symbol Symbol designation No Symbol Symbol designation

5.3 Magnetic filter 6. FITTINGS

5.4 Separator 6.1 Funnel / waste tray

5.5 Steam trap 6.2 Drain

5.6 Centrifugal pump 6.3 Waste tray

5.7 Gear or screw pump 6.4 Waste tray with plug

5.8 Hand pump (bucket) 6.5 Turbocharger

5.9 Ejector 6.6 Fuel oil pump

5.10 Various accessories (text to be added)

5.11 Piston pump 6.8 Water jacket

6.7 Bearing

I 00 25 0

5.12 Heat exchanger 6.9 Overspeed device

5.13 Electric preheater 7. READING INSTR. WITH ORDINARY DESIGNATIONS

5.14 Air filter 7.1 Sight flow indicator

5.15 Air filter with manual control 7.2 Observation glass

5.16 Air filter with automatic drain 7.3 Level indicator

5.17 Water trap with manual control 7.4 Distance level indicator

5.18 Air lubricator 7.5 Recorder

5.19 Silencer

5.20 Fixed capacity pneumatic motor with direction of flow

5.21 Single acting cylinder with spring returned

5.22 Double acting cylinder with spring returned

5.23 Steam trap

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MAN Diesel & Turbo

I 00 25 0

Symbols for piping

L27/38S, L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L28/32H, L28/32S, V28/32H, V28/32S, L27/38, L28/32DF

List of Symbols

Pipe dimensions and piping signature

Pipe dimenesions

A : Welded or seamless steel pipes. B : Seamless precision steel pipes or Cu-pipes.

Normal

Diameter

15 20 25 32 40 50 65 80

90 100 125 150 175 200

General

Pump, general DIN 2481 Ballcock

Outside

Diameter

21.3

26.9

33.7

42.4

48.3

60.3

76.1

88.9

101.6

114.3

139.7

168.3

193.7

219.1

Wall

Thickness

In accordance with classification or other rules

Stated: Outside diameter and wall thickness i.e. 18 x 2

Piping

: Built-on engine/Gearbox

: Yard supply

Items connected by thick lines are built-on engine/ gearbox.

1655279-1.1

Page 4 (10)

General

Centrifugal pump DIN 2481 Cock, three-way, L-port

Centrifugal pump with electric motor

Gear pump DIN 2481 Spectacle flange DIN 2481

Screw pump DIN 2481 Spectacle flange, open DIN 2481

Screw pump with electric motor

Compressor ISO 1219 Orifice

Heat exchanger DIN 2481 Flexible pipe

Electric pre-heater DIN 2481 Centrifuge DIN 28.004

DIN 2481 Double-non-return valve DIN 74.253

DIN 2481 Spectacle flange, closed DIN 2481

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1655279-1.1

Page 5 (10)

Symbols for piping

I 00 25 0

L27/38S, L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF,

L28/32H, L28/32S, V28/32H, V28/32S, L27/38, L28/32DF

Heating coil DIN 8972 Suction bell

Non-return valve Air vent

Butterfly valve Sight glass DIN 28.004

Gate valve Mudbox

Relief valve Filter

Quick-closing valve Filter with water trap ISO 1219

Self-closing valve Typhon DIN 74.253

Back pressure valve Pressure reducing valve (air) ISO 1219

Shut off valve Oil trap DIN 28.004

Thermostatic valve Accumulator

Pneumatic operated valve Pressure reducing valve with

pressure gauge

General

Specification of letter code for measuring devices

2015.11.17

MAN Diesel & Turbo

I 00 25 0

Symbols for piping

L27/38S, L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L28/32H, L28/32S, V28/32H, V28/32S, L27/38, L28/32DF

1st letter Following letters

D : Density E : Electric F : Flow L : Level M ; Moisture P : Pressure S : Speed T : Temperature V : Viscosity Z : Position

(ISO 3511/I-1977(E))

The presence of a measuring device on a schematic diagram does not necessarily indicate that the device is included in our scope of supply.

For each plant. The total extent of our supply will be stated formally.

General

Specification of ID-no code for measuring signals/devices

1st digit 2nd digit

Refers to the main system to which the signal is related. Refers to the auxillary system to which the signal is rela-

1xxx : Engine x0xx : LT cooling water

2xxx : Gearbox x1xx : HT cooling water

3xxx : Propeller equipment x2xx : Oil systems (lub. oil, cooling oil, clutch oil, servo

4xxx : Automation equipment x3xx : Air systems (starting air, control air, charging air)

5xxx : Other equipment, not related to the propulsion plant

x5xx :

x6xx : Exhaust gas system

x7xx : Power control systems (start, stop, clutch, speed,

x8xx : Sea water

x9xx : Miscellaneous (shaft, stern tube, sealing)

The last two digits are numeric ID for devices referring to the same main and aux. system.

A : Alarm D : Difference E : Transducer H : High I : Indicating L : Low N : Closed O : Open S : Switching, shut down T : Transmitter X : Failure C : Controlling Z : Emergency/safety acting

ted.

oil)

x4xx : Fuel systems (fuel injection, fuel oil)

pitch)

1655279-1.1

Page 6 (10)

Where dublicated measurements are carried out, i.e. multiple similar devices are measuring the same parameter, the ID specification is followed by a letter (A, B, ...etc.), in order to be able to separate the signals from each other.

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Page 7 (10)

Basic symbols for piping

2237 Spring operated safety

valve

2238 Mass operated Safety

valve

2228 Spring actuator

2284 Float actuator

2229 Mass

2231 Membrane actuator

Symbols for piping

I 00 25 0

L27/38S, L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF,

L28/32H, L28/32S, V28/32H, V28/32S, L27/38, L28/32DF

2230 Piston actuator

2232 Fluid actuator

2223 Solenoid actuator

2234 Electric motor actuator

2235 Hand operated

584: Valve general 585: Valve with continuous regulation 593: Valve with safety function 588:Straight-way valve 592: Straight-way valve with continuous regulation 590:Angle valve 591: Three-way valve 604: Straight-way non return valve 605: Angle non-return valve 579: Non-return valve, ball type

Basic Symbol

I - bored

Valves 584 585 593 588 592 590 591 604 605 579

L - bored

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I 00 25 0

Symbols for piping

L27/38S, L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L28/32H, L28/32S, V28/32H, V28/32S, L27/38, L28/32DF

T - bored

2237 Spring operated

safety valve

2238 Mass operated

Safety valve

2228 Spring actuator

2284 Float actuator

2229 Mass

2231 Membrane actuator

2230 Piston actuator

2232 Fluid actuator

1655279-1.1

Page 8 (10)

2223 Solenoid actuator

2234 Electric motor actua-

tor

2235 Hand operated

594: Straight-way reduction valve 595: Angle reduction valve 586: Gate valve 587: Gate valve with continuous regulation 599: Straight-way cock 600: Angle cock 601: Three-way cock 602: Four-way cock 607: Butterfly valve 608: Butterfly valve with continuous regulation 606: Non-return valve, flap type

Miscellaneous

Basic Symbol

Valves 594 595 586 587 599 600 601 602 607 608 606

No Symbol Symbol designation No Symbol Symbol designation

972 Pipe threaded connection

582 Funnel xxx Blind

581 Atomizer

Tanks

2015.11.17

MAN Diesel & Turbo

1655279-1.1

Page 9 (10)

Symbols for piping

L27/38S, L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF,

L28/32H, L28/32S, V28/32H, V28/32S, L27/38, L28/32DF

583 Air venting 631 Tank with domed ends

6.25 Air venting to the outside 771 Tank with conical ends

299 Normal opening/ closing speed yyy Electrical insert heater

300 Quick opening/ closing speed

613 Orifice with diffuser 8.03 Electrical preheater

612 Orifice 8.08 Heat exchanger

611 Sight glass 792 Nest of pipes with bends

615 Silencer 798 Plate heat exchanger

617 Berst membrane

Heat exchanger

Separators

I 00 25 0

629 Condensate relief 761 Separator

580 Reducer 764 Disc separator

589 Measuring point for thermo element

1298 Air relief valve 669 Air filter

Couplings/ Flanges

167 Coupling

955 Flanged connection 16.03 Cooling tower

971 Clamped connection 16.06 Radiator cooler

No Symbol Symbol designation No Symbol Symbol designation

Chimney Pumps

838 Chimney 708 Centrifugal pump

Filters

671 Fluid filter

Coolers

Expansion joints

2285 Expansion bellow 704 Piston pump - radial

4.1 Expansion pipe 700 Membrane pump

697 Piston pump

2015.11.17

MAN Diesel & Turbo

I 00 25 0

Symbols for piping

L27/38S, L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L28/32H, L28/32S, V28/32H, V28/32S, L27/38, L28/32DF

4.1.1.1 Loop expansion joint 702 Gear pump

4.1.1.2 Lyra expansion joint 705 Screw pump

4.1.1.3 Lens expansion joint 706 Mono pump

4.1.1.4 Expansion bellow 703 Hand vane pump

4.1.1.5 Steel tube

4.1.1.6 Expansion joint with gland 13.14 Electrical motor AC

Compressors

716 Piston compressor 13.14 Electrical motor AC

Motors

13.14 Electrical motor AC

1655279-1.1 Page 10 (10)

725 Turbo axial compressor 13.15 Electrical motor DC

726 Turbo dial compressor 13.15 Electrical motor DC

720 Roots compressor 13.15 Electrical motor DC

722 Screw compressors 13.15 Electrical motor DC

Ventilators

637 Fan general 13.15 Electrical motor DC

638 Fan - radial 632 Turbine

639 Fan - axial 633 Piston engine

13.15 Electrical motor DC

2015.11.17

MAN Diesel & Turbo

D 10 General

information

Page 1 (1)

D 10 General information

2018-04-13 - en

MAN Diesel & Turbo

1689471-7.4

Page 1 (2)

Capacities

5L27/38: 300 kW/cyl., 720 rpm, 6-9L27/38: 330 kW/cyl., 720 rpm

Engine output Speed

Heat to be dissipated Cooling water cylinder Charge air cooler; cooling water HT Charge air cooler; cooling water LT Lubricating oil cooler Heat radiation engine

Flow rates

Internal (inside engine)

HT circuit (cylinder + charge air cooler HT stage) LT circuit (lube oil + charge air cooler LT stage) Lubrication oil

External (from engine to system)

HT water flow (at 40°C inlet) LT water flow (at 38°C inlet)

Air data

Temperature of charge air at charge air cooler outlet Air flow rate

Charge air pressure Air required to dissipate heat radiation (eng.) (t2-t1= 10°C)

Exhaust gas data Volume flow (temperature turbocharger outlet) Mass flow Temperature at turbine outlet Heat content (190°C) Permissible exhaust back pressure Permissible exhaust back pressure (SCR)

Pumps External pumps

Diesel oil pump Fuel oil supply pump Fuel oil circulating pump

Starting air data

Air consumption per start, incl. air for jet assist (IR/TDI)

(5 bar at fuel oil inlet A1) (4 bar discharge pressure)

(8 bar at fuel oil inlet A1)

List of capacities

5 6 7 8 9

rpm

kW kW kW kW kW

m3/h m3/h m3/h

m3/h m3/h

°C

m3/h

kg/kWh

bar

m3/h

t/h °C

kW mbar mbar

m3/h m3/h m3/h

1500

720

256 466 178 224

58 58 64

16 58

9137

6.67

4.01

20414

19203

10.3 376 575

< 30 < 50

1.06

0.51

1.06

2.5 2.9 3.3 3.8 4.3

1980

720

330 594 216 279

58 58 64

20.2 58

12061

6.67

4.01

26895

25348

13.6

376

759 < 30 < 50

1.40

0.67

1.40

2310

720

385 675 242 325

58 58 92

23 58

14071

6.67

4.01

31431

29572

15.9 376 886

< 30 < 50

1.63

0.79

1.63

2640

720

440 750 268 372 111

58 58 92

25.5 58

16082

6.67

4.01

35968

33797

18.1

376

1012

< 30 < 50

1.87

0.90

1.87

D 10 05 0

L27/38S, L27/38

2970

720

495 820 297 418 125

58 58 92

28 58

18092

6.67

4.01

40504

38021

20.4 376

1139

< 30 < 50

2.10

1.01

2.10

2017.03.03 - 330 kW, 720 rpm

MAN Diesel & Turbo

D 10 05 0

L27/38S, L27/38

Conditions

Reference condition : Tropic

Air temperature LT water temperature inlet engine (from system) Air pressure Relative humidity

Temperature basis:

Set point HT cooling water engine outlet

Set point LT cooling water engine outlet

Set point lubrication oil inlet engine

Remarks to capacities

HT cooling water flows first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat.

LT cooling water flows first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat.

Tolerance: + 10% for rating coolers, - 15% for heat recovery.

Basic values for layout of the coolers.

Under above mentioned reference conditions.

Tolerance: quantity +/- 5%, temperature +/- 20°C.

Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.

Tolerance of the pumps' delivery capacities must be considered by the manufactures.

In order to ensure sufficient flow through the engine fuel system the capacity of the fuel oil circulation pumps must be minimum 3 times the full load consumption of the installed engines

List of capacities

°C °C

bar

°C

1689471-7.4

Page 2 (2)

45 38

79°C nominal

(Range of mech. thermostatic element 77-85°C)

35°C nominal

(Range of mech. thermostatic element 29-41°C)

66°C nominal

(Range of mech. thermostatic element 63-72°C)

High temperature alarms can occur for some engine types running 100% MCR with SCR catalyst (50 mbar exhaust back pressure) and tropical condition (ambient air 45°C & LT-water 38°C).

2017.03.03 - 330 kW, 720 rpm

MAN Diesel & Turbo

1689472-9.4

Page 1 (2)

Capacities

5L27/38: 320 kW/cyl., 750 rpm, 6-9L27/38: 330 kW/cyl., 750 rpm

Engine output Speed

Heat to be dissipated Cooling water cylinder Charge air cooler; cooling water HT Charge air cooler; cooling water LT Lubricating oil cooler Heat radiation engine

Flow rates

Internal (inside engine)

HT circuit (cylinder + charge air cooler HT stage) LT circuit (lube oil + charge air cooler LT stage) Lubrication oil

External (from engine to system)

HT water flow (at 40°C inlet) LT water flow (at 38°C inlet)

Air data

Temperature of charge air at charge air cooler outlet Air flow rate

Charge air pressure Air required to dissipate heat radiation (eng.) (t2-t1= 10°C)

Exhaust gas data Volume flow (temperature turbocharger outlet) Mass flow Temperature at turbine outlet Heat content (190°C) Permissible exhaust back pressure Permissible exhaust back pressure (SCR)

Pumps External pumps

Diesel oil pump Fuel oil supply pump Fuel oil circulating pump

Starting air data

Air consumption per start, incl. air for jet assist (IR/TDI)

(5 bar at fuel oil inlet A1) (4 bar discharge pressure)

(8 bar at fuel oil inlet A1)

List of capacities

5 6 7 8 9

rpm

kW kW kW kW kW

m3/h m3/h m3/h

m3/h m3/h

°C

m3/h

kg/kWh

bar

m3/h

t/h °C

kW mbar mbar

m3/h m3/h m3/h

1600

750

263 488 194 230

69 69 66

16.8 69

9951

6.81

4.04

21710

20546

11.2

365

589 < 30 < 50

1.13

0.54

1.13

2.5 2.9 3.3 3.8 4.3

1980

750

330 587 225 279

69 69 66

20.3 69

12314

6.81

4.04

26895

25426

13.9

365

729 < 30 < 50

1.40

0.67

1.40

2310

750

385 666 252 325

69 69 96

23 69

14367

6.81

4.04

31431

29664

16.2 365 850

< 30 < 50

1.63

0.79

1.63

2640

750

440 741 280 372 111

69 69 96

25.7 69

16419

6.81

4.04

35968

33901

18.5

365

972 < 30 < 50

1.87

0.90

1.87

D 10 05 0

L27/38S, L27/38

2970

750

495 811 307 418 125

69 69 96

28.2 69

18472

6.81

4.04

40504

38139

20.8

365

1093

< 30 < 50

2.10

1.01

2.10

2017.03.03 - 330 kW, 750 rpm

MAN Diesel & Turbo

D 10 05 0

L27/38S, L27/38

Conditions

Reference condition : Tropic

Air temperature LT water temperature inlet engine (from system) Air pressure Relative humidity

Temperature basis:

Set point HT cooling water engine outlet

Set point LT cooling water engine outlet

Set point lubrication oil inlet engine

Remarks to capacities

HT cooling water flows first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat.

LT cooling water flows first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat.

Tolerance: + 10% for rating coolers, - 15% for heat recovery.

Basic values for layout of the coolers.

Under above mentioned reference conditions.

Tolerance: quantity +/- 5%, temperature +/- 20°C.

Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.

Tolerance of the pumps' delivery capacities must be considered by the manufactures.

In order to ensure sufficient flow through the engine fuel system the capacity of the fuel oil circulation pumps must be minimum 3 times the full load consumption of the installed engines

List of capacities

°C °C

bar

°C

1689472-9.4

Page 2 (2)

45 38

79°C nominal

(Range of mech. thermostatic element 77-85°C)

35°C nominal

(Range of mech. thermostatic element 29-41°C)

66°C nominal

(Range of mech. thermostatic element 63-72°C)

High temperature alarms can occur for some engine types running 100% MCR with SCR catalyst (50 mbar exhaust back pressure) and tropical condition (ambient air 45°C & LT-water 38°C).

2017.03.03 - 330 kW, 750 rpm

MAN Diesel & Turbo

3700395-8.3

Page 1 (2)

GenSet

Vibration limits and measurements

D 10 24 0

L23/30DF, L28/32S-DF, L28/32S, L27/38S, L23/30S, L21/31S, L16/24S, L28/32DF,

V28/32H, V28/32S, L16/24, L21/31, L23/30H, L27/38, L28/32H

Measurement point

1 TC fore 18

2 Governor/TC

3 Front support 18

4 Aft support 18

Engine: VDI 2063T Alternator: ISO 8528-9, DIN 6280-11 Note: All measurements are specified as mm/s r.m.s.

Description Limit Measure-

ment point

5 Aft alternator

aft

6 Alternator

7 Intermediate

8 Alternator foot See

Date Running

Hours

Description Limit Measure-

ment point

bearing

cooler

bearing

below *

* Alternator

P ≤ 1250 kVA 20 24

P >1250 kVA 18 22

Value 1 or 2 are depending on alternator make

Load

100

1 2 3 4 5 6 7 8 9 10 11 12

Vertical (z)

Description Limit

9 Alternator foot See

below *

10 Automation box

A-side

11 Automation box

B-side

12 T&P panel 25

Value 1 Value 2

100

Crosswise (y)

Longitudinal (x)

2017.12.14

MAN Diesel & Turbo

D 10 24 0

Vibration limits and measurements

L23/30DF, L28/32S-DF, L28/32S, L27/38S, L23/30S, L21/31S, L16/24S, L28/32DF, V28/32H, V28/32S, L16/24, L21/31, L23/30H, L27/38, L28/32H

Turbocharger

Vibration acceleration measuring point, see the project guide for turbocharger.

Turbocharger type

f (Hz) mm/s g mm/s g mm/s g mm/s g mm/s g mm/s g

Meas.

pt (1)

Recommendation

Meas.

pt (2+3)

Contact engine builder

Meas.

pt (4)

Meas.

pt (1)

Meas.

pt (2+3)

Meas.

pt (4)

3700395-8.3

Page 2 (2)

TCR10

TCR12 NR12

TCR14 NR14, NR15, NR17 2.0 1.6 2.0 4.5 2.2 4.0

TCR16 NR20

TCR18 NR20, NR24 1.4 1.1 1.4 3.2 1.6 2.9

TCR20 NR24, NR26 1.2 0.9 1.2 2.6 1.3 2.3

TCR22 0.9 0.7 0.9 1.9 1.0 1.7

3-300 45

2.9

2.6 2.0 2.6 5.8 2.9 5.2

1.7 1.4 1.7 3.8 1.9 3.5

2.2

2.9

100

6.4

3.2

Turbocharger vibration limit values - measuring point

Date Running

Hours

Shop test

Load

100

1 2 3 4 5 6 7 8 9 10 11 12

Vertical (z)

Crosswise (y)

5.8

100

Longitudinal (x)

2017.12.14

MAN Diesel & Turbo

1609510-3.5

Page 1 (1)

Description of sound measurements

L28/32S, L23/30DF, L28/32S-DF, L27/38S, L23/30S, L21/31S, L16/24S, L28/32DF,

V28/32H, V28/32S, L16/24, L21/31, L23/30H, L27/38, L28/32H

General

Purpose

This should be seen as an easily comprehensible sound analysis of MAN GenSets. These measurements can be used in the project phase as a basis for decisions concerning damping and isolation in buildings, engine rooms and around exhaust systems.

Measuring equipment

All measurements have been made with Precision Sound Level Meters according to standard IEC Publication 651or 804, type 1 – with 1/1 or 1/3 octave filters according to standard IEC Publication

225. Used sound calibrators are according to standard IEC Publication 942, class 1.

Definitions

Sound Pressure Level: LP = 20 x log P/P0 [dB ]

D 10 25 0

Sound measuring "on-site"

The Sound Power Level can be directly applied to on-site conditions. It does not, however, necessarily result in the same Sound Pressure Level as measured on test bed.

Normally the Sound Pressure Level on-site is 3-5 dB higher than the given surface Sound Pressure Level (Lpf) measured at test bed. However, it

depends strongly on the acoustical properties of the actual engine room.

Standards

Determination of Sound Power from Sound Pressure measurements will normally be carried out according to:

ISO 3744 (Measuring method, instruments, background noise, no of microphone positions etc) and ISO 3746 (Accuracy due to criterion for suitability of test environment, K2>2 dB).

where P is the RMS value of sound pressure in pascals, and P0 is 20 μPa for measurement in air.

Sound Power Level: LW = 10 x log P/P0 [dB]

where P is the RMS value of sound power in watts, and P0 is 1 pW.

Measuring conditions

All measurements are carried out in one of MAN Diesel & Turbo's test bed facilities.

During measurements, the exhaust gas is led outside the test bed through a silencer. The GenSet is placed on a resilient bed with generator and engine on a common base frame.

Sound Power is normally determined from Sound Pressure measurements.

New measurement of exhaust sound is carried out at the test bed, unsilenced, directly after turbocharger, with a probe microphone inside the exhaust pipe.

Previously used method for measuring exhaust sound are DS/ISO 2923 and DIN 45635, here is measured on unsilenced exhaust sound, one meter from the opening of the exhaust pipe, see fig.1.

Figure 1: .

2016.02.22

MAN Diesel & Turbo

1671754-6.2

Page 1 (1)

Description of structure-borne noise

L28/32S, L23/30DF, L28/32S-DF, L27/38S, L23/30S, L21/31S, L16/24S, L28/32DF,

V28/32H, V28/32S, L16/24, L21/31, L23/30H, L27/38, L28/32H

Introduction

This paper describes typical structure-borne noise levels from standard resiliently mounted MAN GenSets. The levels can be used in the project phase as a reasonable basis for decisions concerning damping and insulation in buildings, engine rooms and surroundings in order to avoid noise and vibration problems.

References

References and guidelines according to ISO 9611 and ISO 11689.

Operating condition

Levels are valid for standard resilient mounted GenSets on flexible rubber support of 55° sh (A) on relatively stiff and well-supported foundations.

D 10 25 0

Frequency range

The levels are valid in the frequency range 31.5 Hz to 4 kHz.

Figure 1: Structure-borne noise on resiliently mounted GenSets

2016.02.22

MAN Diesel & Turbo

1655210-7.3

Page 1 (2)

Exhaust gas components

L23/30DF, L28/32S-DF, V28/32S, V28/32H, L28/32S, L27/38S, L23/30S, L21/31S,

L16/24S, L28/32DF, L16/24, L21/31, L23/30H, L27/38, L28/32H

Exhaust gas components of medium speed four-stroke diesel engines

The exhaust gas is composed of numerous constituents which are formed either from the combustion air, the fuel and lube oil used or which are chemical reaction products formed during the combustion process. Only some of these are to be considered as harmful substances.

For the typical exhaust gas composition of a MAN Diesel & Turbo four-stroke engine without any exhaust gas treatment devices, please see tables below (only for guidance). All engines produced currently fulfil IMO Tier II.

Carbon dioxide CO

Carbon dioxide (CO2) is a product of combustion of all fossil fuels.

Among all internal combustion engines the diesel engine has the lowest specific CO2 emission based on the same fuel quality, due to its superior efficiency.

D 10 28 0

Hydrocarbons HC

The hydrocarbons (HC) contained in the exhaust gas are composed of a multitude of various organic compounds as a result of incomplete combustion. Due to the efficient combustion process, the HC content of exhaust gas of MAN Diesel & Turbo fourstroke diesel engines is at a very low level.

Particulate matter PM

Particulate matter (PM) consists of soot (elemental carbon) and ash.

Sulphur oxides SO

Sulphur oxides (SOX) are formed by the combustion of the sulphur contained in the fuel.

Among all propulsion systems the diesel process results in the lowest specific SOx emission based on the same fuel quality, due to its superior efficiency.

Nitrogen oxides NO

The high temperatures prevailing in the combustion chamber of an internal combustion engine causes the chemical reaction of nitrogen (contained in the combustion air as well as in some fuel grades) and oxygen (contained in the combustion air) to nitrogen oxides (NOX).

Carbon monoxide CO

Carbon monoxide (CO) is formed during incomplete combustion.

In MAN Diesel & Turbo four-stroke diesel engines, optimisation of mixture formation and turbocharging process successfully reduces the CO content of the exhaust gas to a very low level.

2016.02.22

MAN Diesel & Turbo

D 10 28 0

Exhaust gas components

L23/30DF, L28/32S-DF, V28/32S, V28/32H, L28/32S, L27/38S, L23/30S, L21/31S, L16/24S, L28/32DF, L16/24, L21/31, L23/30H, L27/38, L28/32H

Main exhaust gas constituents

Nitrogen N

Oxygen O

Carbon dioxide CO

Steam H2O 5.9 - 8.6 260 - 370

Inert gases Ar, Ne, He ... 0.9 75

Total > 99.75 7,000

Additional gaseous exhaust gas constituents considered as pollutants

Sulphur oxides SO

Nitrogen oxides NO

Carbon monoxide CO

Hydrocarbons HC

Total < 0.25 26

approx. [% by volume] approx. [g/kWh]

74.0 - 76.0 5,020 - 5,160

11.6 - 13.2 900 - 1,030

5.2 - 5.8 560 - 620

approx. [% by volume] approx. [g/kWh]

0.07 10.0

0.07 - 0.10 8.0 - 10.0

0.006 - 0.011 0.4 - 0.8

0.01 - 0.04 0.4 - 1.2

1655210-7.3

Page 2 (2)

Additional suspended exhaust gas constituents, PM

approx. [mg/Nm3] approx. [g/kWh]

operating on operating on

Soot (elemental carbon)

MGO

50 50 0.3 0.3

HFO

MGO

HFO

Fuel ash 4 40 0.03 0.25

Lube oil ash 3 8 0.02 0.04

Note!

At rated power and without exhaust gas treatment.

SOX, according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5% by weight.

NOX according to ISO-8178 or US EPA method 7E, total NOX emission calculated as NO2.

CO according to ISO-8178 or US EPA method 10.

HC according to ISO-8178 or US EPA method 25A.

PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.

Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01% and an ash content of the lube oil of 1.5%.

Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1% and an ash content of the lube oil of 4.0%.

Pure soot, without ash or any other particle-borne constituents.

2016.02.22

MAN Diesel & Turbo

3700044-8.0

Page 1 (1)

Emission limits Worldbank II

L28/32S, L23/30S, L16/24S, L21/31S, L27/38S, V28/32S

Emission limits

In general the engine is designed to fulfil the emission limits according Worldbank II (2007/2008) for plants ≤ 300 MWth and nondegraded airshed.

SOx and PM emissions are mainly influenced by the fuel specification. The sulphur and the ash content

must be limited accordingly. The NOx emission is influenced by the ambient conditions, fuel specifica-

tions and operating conditions of the engine. Please contact MAN Diesel & Turbo at an early stage for project specific emission calculations (contact your sales representative). Needed adaptions of the engine parameters to fulfil project specific emission limits may in minor extent affect the fuel oil consumption.

Worldbank II 2007/2008, only for liquid fuel (L16/24, L21/31, L27/38, V28/32S) Bore size < 400

3 MWth < x ≤ 50 MW

50 MWth < x ≤ 300 MWthNon-degraded airshed:

NOx ≤ 1460 mg/Nm3 at

15% O

(NOx ≤ 1600 mg/Nm3 at 15% O2 to maintain higher effic.)

NOx ≤ 1460 mg/Nm3 at 15% O

SOx : max. 1,5% sulphur in fuel (up 3% exceptionell)

SOx ≤ 1170 mg/Nm3 at 15% O or max. 2% sulphur in fuel

D 10 28 0

PM ≤ 50 mg/Nm3 at 15% O (100 mg/Nm3 for econ. rea-

sons)

PM ≤ 50 mg/Nm3 at 15% O

Degraded airshed: NOx ≤ 400 mg/Nm3 at

15% O

300 MWth < x Non-degraded airshed:

NOx ≤ 740 mg/Nm3 at 15% O

Degraded airshed: NOx ≤ 400 mg/Nm3 at

15% O

SOx : max. 0.5% sulphur in fuel

SOx ≤ 585 mg/Nm3 at 15% O

or max. 2% sulphur in fuel

SOx : max. 0.2% sulphur in fuel

PM ≤ 30 mg/Nm3 at 15% O

PM ≤ 50 mg/Nm3 at 15% O

PM ≤ 30 mg/Nm3 at 15% O

2015.11.16

MAN Diesel & Turbo

1687148-5.2

Page 1 (1)

Moment of inertia

GenSet

Eng. type Moments of inertia Flywheel

Number of cylinders

n = 720 rpm

5L27/38 6L27/38 7L27/38 8L27/38 9L27/38

n = 750 rpm

5L27/38 6L27/38 7L27/38 8L27/38 9L27/38

Continuous

rating

kW Kgm

1500 2100 2450 2800 3150

1600 2100 2450 2800 3150

Moments

required total

min

691

968 1129 1290 1451

679

892 1040 1189 1338

Engine +

damper

Kgm

207 264

291 353**) 381**)

207

264

291 353**) 381**)

Moments of

inertia

Kgm

403 403 403 403 403

D 10 30 0

L27/38S, L27/38

Mass Required

moment of inertia after

flywheel *)

kg Kgm

1451 1451 1451 1451 1451

81 301 435 534 667

69 225 346 433 554

*) Required moment of inertia after flywheel is based on 403 Kgm2 flywheel, and the most common damper. The calucation is based on 42% engine acceleration.

Larger flywheel means lower alternator inertia demand, as total GenSet inertia is the final demand.

Selection of bigger flywheel for having lower alternator inertia demand, have to be approved by a torsional vibration calculation.

The following flywheels are available:

J J J

= = =

403 Kgm 570 Kgm 801 Kgm

**) Incl. flexible coupling for two bearing alternator.

2015.11.27

MAN Diesel & Turbo

1699985-1.1

Page 1 (1)

V28/32S, V28/32H, L28/32S, L27/38S, L23/30DF, L23/30S, L16/24S, L21/31S,

Green Passport

In 2009 IMO adopted the „Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009“.

Until this convention enters into force the recommendatory guidelines “Resolution A.962(23)” (adopted 2003) apply. This resolution has been implemented by some classification societies as “Green Passport”.

MAN Diesel & Turbo is able to provide a list of hazardous materials complying with the requirements of the IMO Convention. This list is accepted by classification societies as a material declaration for “Green Passport”.

This material declaration can be provided on request.

Green Passport

D 10 33 0

L28/32DF, L16/24, L21/31, L23/30H, L27/38, L28/32H

2015.11.26

MAN Diesel & Turbo

3700340-7.1

Page 1 (2)

Overhaul recommendation, Maintenance and Expected

D 10 35 0

life time

L27/38S, L27/38

* After starting up and before loading engine.

** Time between overhauls: It is a precondition for the validity of the values stated above, that the engine is oper-

ated in accordance with our instructions and recommendations for cleaning of fuel and lub. oil and original spare parts are used.

2014.05.09 - MGO/MDO, Tier II, Stationary island mode 1)

In the Project Guide for GenSet, see Lub. Oil treatment, in section B 12 00 0 and Fuel oil specification in section B 11 00 0 and section 14 000 for Propulsion.

In the Instruction Manual for GenSet and L21/31 Propulsion, see Lub. Oil treatment and Fuel oil specification in section 504/604. For Propulsion L27/38, L23/30A, L28/32A see section 1.00.

MAN Diesel & Turbo

D 10 35 0

L27/38S, L27/38

1) Island mode, max. 75 % average load.

2) Parallel running with public grid, up to 100 % load.

3) See working card for fuel injection valve in the instruction manual, section 514/614 for GenSet and section 1.20.

4) Time can be adjusted acc. to performance observations.

Note: Time between overhaul for Crude oil is equal to HFO

Time between overhaul for Biofuel is equal to MDO, except for fuel equipment case by case, depending on TAN number

Overhaul recommendation, Maintenance and Expected

life time

3700340-7.1

Page 2 (2)

2014.05.09 - MGO/MDO, Tier II, Stationary island mode 1)

MAN Diesel & Turbo

3700341-9.1

Page 1 (2)

Overhaul recommendation, Maintenance and Expected

D 10 35 0

life time

L27/38S, L27/38

* After starting up and before loading engine.

** Time between overhauls: It is a precondition for the validity of the values stated above, that the engine is oper-

ated in accordance with our instructions and recommendations for cleaning of fuel and lub. oil and original spare parts are used.

2014.05.09 - HFO, Tier II, Stationary island mode 1)

In the Project Guide for GenSet, see Lub. Oil treatment, in section B 12 00 0 and Fuel oil specification in section B 11 00 0 and section 14 000 for Propulsion.

In the Instruction Manual for GenSet and L21/31 Propulsion, see Lub. Oil treatment and Fuel oil specification in section 504/604. For Propulsion L27/38, L23/30A, L28/32A see section 1.00.

1) Island mode, max. 75 % average load.

MAN Diesel & Turbo

D 10 35 0

L27/38S, L27/38

2) Parallel running with public grid, up to 100 % load.

3) See working card for fuel injection valve in the instruction manual, section 514/614 for GenSet and section 1.20.

4) Time can be adjusted acc. to performance observations.

Note: Time between overhaul for Crude oil is equal to HFO

Time between overhaul for Biofuel is equal to MDO, except for fuel equipment case by case, depending on TAN number

Overhaul recommendation, Maintenance and Expected

life time

3700341-9.1

Page 2 (2)

2014.05.09 - HFO, Tier II, Stationary island mode 1)

MAN Diesel & Turbo

3700342-0.1

Page 1 (2)

Overhaul recommendation, Maintenance and Expected

D 10 35 0

life time

L27/38S

* After starting up and before loading engine.

** Time between overhauls: It is a precondition for the validity of the values stated above, that the engine is oper-

ated in accordance with our instructions and recommendations for cleaning of fuel and lub. oil and original spare parts are used.

2014.08.12 - MGO/MDO, stationary public grid

In the Project Guide for GenSet, see Lub. Oil treatment, in section B 12 00 0 and Fuel oil specification in section B 11 00 0 and section 14 000 for Propulsion.

In the Instruction Manual for GenSet and L21/31 Propulsion, see Lub. Oil treatment and Fuel oil specification in section 504/604. For Propulsion L27/38, L23/30A, L28/32A see section 1.00.

1) Island mode, max. 75 % average load.

MAN Diesel & Turbo

D 10 35 0

L27/38S

Note: Time between overhaul for Crude oil is equal to HFO

Overhaul recommendation, Maintenance and Expected

life time

2) Parallel running with public grid, up to 100 % load.

3) See working card for fuel injection valve in the instruction manual, section 514/614 for GenSet and section 1.20.

4) Time can be adjusted acc. to performance observations.

Time between overhaul for Biofuel is equal to MDO, except for fuel equipment case by case, depending on TAN number

3700342-0.1

Page 2 (2)

2014.08.12 - MGO/MDO, stationary public grid

MAN Diesel & Turbo

3700343-2.1

Page 1 (2)

Overhaul recommendation, Maintenance and Expected

D 10 35 0

life time

L27/38S

* After starting up and before loading engine.

** Time between overhauls: It is a precondition for the validity of the values stated above, that the engine is oper-

ated in accordance with our instructions and recommendations for cleaning of fuel and lub. oil and original spare parts are used.

2014.05.09 - HFO, Stationary public grid 2)

In the Project Guide for GenSet, see Lub. Oil treatment, in section B 12 00 0 and Fuel oil specification in section B 11 00 0 and section 14 000 for Propulsion.

In the Instruction Manual for GenSet and L21/31 Propulsion, see Lub. Oil treatment and Fuel oil specification in section 504/604. For Propulsion L27/38, L23/30A, L28/32A see section 1.00.

1) Island mode, max. 75 % average load.

MAN Diesel & Turbo

D 10 35 0

L27/38S

Note: Time between overhaul for Crude oil is equal to HFO

Overhaul recommendation, Maintenance and Expected

life time

2) Parallel running with public grid, up to 100 % load.

3) See working card for fuel injection valve in the instruction manual, section 514/614 for GenSet and section 1.20.

4) Time can be adjusted acc. to performance observations.

Time between overhaul for Biofuel is equal to MDO, except for fuel equipment case by case, depending on TAN number

3700343-2.1

Page 2 (2)

2014.05.09 - HFO, Stationary public grid 2)

MAN Diesel & Turbo

B 10 Basic diesel

engine

Page 1 (1)

B 10 Basic diesel engine

2018-04-13 - en

MAN Diesel & Turbo

1689477-8.1

Page 1 (7)

General

The engine is a turbocharged, single-acting fourstroke diesel engine of the trunk piston type with a cylinder bore of 270 mm and a stroke of 380 mm. The crank shaft speed is 720 or 750 rpm.

The engine can be delivered as an in-line engine with 5 to 9 cylinders.

For easy maintenance the cylinder unit consists of: the cylinder head, water jacket, cylinder liner, piston and connecting rod which can be removed as complete assemblies with possibility for maintenance by recycling. This allows shoreside reconditioning work which normally yields a longer time between major overhauls.

The engine is designed for an unrestricted load profile on HFO, low emission, high reliability and simple installation.

General description

Engine frame

The monobloc cast iron engine frame is designed to be very rigid. All the components of the engine frame are held under compression stress. The frame is designed for an ideal flow of forces from the cylinder head down to the crankshaft and gives the outer shell low surface vibrations.

Two camshafts are located in the engine frame. The valve camshaft is located on the exhaust side in a very high position and the injection camshaft is located on the service side of the engine.

The main bearings for the underslung crankshaft are carried in heavy supports by tierods from the intermediate frame floor, and are secured with the bearing caps. These are provided with side guides and held in place by means of studs with hydraulically tightened nuts. The main bearing is equipped with replaceable shells which are fitted without scraping.

On the sides of the frame there are covers for access to the camshafts and crankcase. Some covers are fitted with relief valves which will operate if oil vapours in the crankcase are ignited (for instance in the case of a hot bearing).

B 10 01 1

L27/38S, L27/38

Figure 1: Engine frame.

Base frame

The engine and alternator are mounted on a rigid base frame. The alternator is considered as an integral part during engine design. The base frame, which is flexibly mounted, acts as a lubricating oil reservoir for the engine.

Cylinder liner

The cylinder liner is made of special centrifugal cast iron and fitted in a bore in the engine frame. The liner is clamped by the cylinder head and rests by its flange on the water jacket.

2015.11.26

MAN Diesel & Turbo

B 10 01 1

L27/38S, L27/38

General description

The cylinder head is tightened by means of 4 nuts

and 4 studs which are screwed into the engine

frame. The nuts are tightened by means of hydraulic

jacks.

The cylinder head has a screwed-on top cover. It has two basic functions: oil sealing of the rocker

chamber and covering of the complete head top

face.

1689477-8.1

Page 2 (7)

Figure 2: Cylinder liner.

The liner can thus expand freely downwards when heated during the running of the engine. The liner is of the flange type and the height of the flange is identical with the water cooled area which gives a uniform temperature pattern over the entire liner surface. The lower part of the liner is uncooled to secure a sufficient margin for cold corrosion in the bottom end. There is no water in the crankcase area.

The gas sealing between liner and cylinder head consists of an iron ring.

To reduce bore polishing and lube oil consumption a slip-fit-type top land ring is arranged on the top side of the liner.

Cylinder head

The cylinder head is of cast iron with an integrated charge air receiver, made in one piece. It has a bore-cooled thick walled bottom. It has a central bore for the fuel injection valve and 4 valve cross flow design, with high flow coefficient. Intensive water cooling of the nozzle tip area made it possible to omit direct nozzle cooling. The valve pattern is turned about 20° to the axis and achieves a certain intake swirl.

Figure 3: Cylinder head.

Air inlet and exhaust valves

The valve spindles are made of heat-resistant mate-

rial and the spindle seats are armoured with wel-

ded-on hard metal.

All valve spindles are fitted with valve rotators which turn the spindles each time the valves are activated. The turning of the spindles ensures even temperature levels on the valve discs and prevents deposits

on the seating surfaces.

The cylinder head is equipped with replaceable

valve seat rings. The exhaust valve seat rings are water cooled in order to assure low valve temperatures.

The seat rings are made of heat-resistant steel. The

seating surfaces are hardened in order to minimize

wear and prevent dent marks.

2015.11.26

MAN Diesel & Turbo

1689477-8.1

Page 3 (7)

Valve actuating gear

Drive of the push rod for the inlet and exhaust valves is from the camshaft via inlet and exhaust rocking levers supported on a joint pillow, with the cam movements being transmitted via a follower.

The push rod movement is in the cylinder head transmitted to short rockers, and from these to a guided, spring-loaded yoke. This yoke operates two equal valves each.

The pillow supporting the rocking levers (the rocking lever casing) is bolted to the cylinder head.

Bearing bushes, ball pans and yokes are lubricated by means of a fitting in the pillow.

Fuel injection system

The engine is provided with one fuel injection pump unit, an injection valve, and a high pressure pipe for each cylinder.

The injection pump unit is mounted on the engine frame. The pump unit consists of a pump housing embracing a roller guide, a centrally placed pump barrel and a plunger. The pump is activated by the fuel cam, and the volume injected is controlled by turning the plunger.

The fuel injection valve is located in a valve sleeve in the centre of the cylinder head. The opening of the valve is controlled by the fuel oil pressure, and the valve is closed by a spring.

The high pressure pipe which is led through a bore in the cylinder head is surrounded by a shielding tube.

The shielding tube also acts as a drain channel in order to ensure any leakage from the fuel valve and the high pressure pipe will be drained off.

The complete injection equipment including injection pumps and high pressure pipes is well enclosed behind removable covers.

Piston

The piston, which is oil-cooled and of the composite type, has a body made of nodular cast iron and a crown made of forged deformation resistant steel. It is fitted with 2 compression rings and 1 oil scraper ring in hardened ring grooves.

General description

Figure 4: Piston

By the use of compression rings with different barrelshaped profiles and chrome-plated running surfaces, the piston ring pack is optimized for maximum sealing effect and minimum wear rate.

The piston has a cooling oil space close to the piston crown and the piston ring zone. The heat transfer, and thus the cooling effect, is based on the shaker effect arising during the piston movement. The cooling medium is oil from the engine's lubricating oil system.

Oil is supplied to the cooling oil space through channels from the oil grooves in the piston pin bosses. Oil is drained from the cooling oil space through ducts situated diametrically to the inlet channels.

The piston pin is fully floating and kept in position in the axial direction by two circlips.

Connecting rod

The connecting rod is of the marine head type.

The joint is above the connecting rod bearing. This means that the big-end bearing must not be opened when pulling the piston. This is of advantage for the operational safety (no positional changes/no new adaption), and this solution also reduces the height dimension required for piston assembly / removal.

Connecting rod and bearing body consist of CrMo steel. They are die-forged products.

The bearing shells are identical to those of the crankshaft bearing. Thin-walled bearing shells having an AISn running layer are used.

B 10 01 1

L27/38S, L27/38

2015.11.26

MAN Diesel & Turbo

B 10 01 1

L27/38S, L27/38

The bearing caps and bearing blocks are bolted together by waisted bolts.

General description

Camshaft and camshaft drive

The inlet and exhaust valves as well as the fuel

pumps of the engine are actuated by two cam-

shafts.

Due to the two-camshaft design an optimal adjustment of the gas exchange is possible without interrupting the fuel injection timing. It is also possible to adjust the fuel injection without interrupting the gas exchange.

The two camshafts are located in the engine frame.

On the exhaust side, in a very high position, the

valve camshaft is located to allow a short and stiff valve train and to reduce moving masses.

1689477-8.1

Page 4 (7)

Figure 5: Connecting rod.

Crankshaft and main bearings

The crankshaft, which is a one-piece forging with hardened bearing surfaces to achieve better wear resistance, is suspended in underslung bearings. The main bearings are of the trimetal type, which are coated with a running layer. To attain a suitable bearing pressure and vibration level the crankshaft is provided with counterweights, which are attached to the crankshaft by means of two hydraulic screws.

At the flywheel end the crankshaft is fitted with a gear wheel which, through two intermediate wheels, drives the camshafts.

Also fitted here is a coupling flange for the connection of an alternator. At the opposite end (front end) there is a gear wheel connection for lube oil and water pumps.

Lubricating oil for the main bearings is supplied through holes drilled in the engine frame. From the main bearings the oil passes through bores in the crankshaft to the big-end bearings and thence through channels in the connecting rods to lubricate the piston pins and cool the pistons.

Figure 6: Twin camshafts.

The injection camshaft is located at the service side

of the engine.

Both camshafts are designed as cylinder sections

and bearing sections in such a way that disassem-

bly of single cylinder sections is possible through

the side openings in the crankcase.

The two camshafts and the governor are driven by

the main gear train which is located at the flywheel

end of the engine. They rotate with a speed which

is half that of the crankshaft.

2015.11.26

MAN Diesel & Turbo

1689477-8.1

Page 5 (7)

The camshafts are located in bearing bushes which are fitted in bores in the engine frame; each bearing is replaceable and locked in position in the engine frame by means of a locking screw.

General description

B 10 01 1

L27/38S, L27/38

Figure 7: Front-end box.

The gear wheel for driving the camshaft as well as a gear wheel connection for the governor drive are screwed on to the aftmost section.

The lubricating oil pipes for the gear wheels are equipped with nozzles which are adjusted to apply the oil at the points where the gear wheels are in mesh.

The components can be exchanged by means of the clip on/clip off concept without removing any pipes. This also means that all connections for the engine, such as cooling water and fuel oil, are to be connected at the front end of the engine to ensure simple installation.

Governor

Front-end box

The front-end box is fastened to the front end of the engine. It contains all pipes for cooling water and lubricating oil systems and also components such as pumps, filters, coolers and valves.

2015.11.26

The engine speed is controlled by a hydraulic or electronic governor with hydraulic actuators.

MAN Diesel & Turbo

B 10 01 1

L27/38S, L27/38

Safety and control system

The engine is equipped with MAN Diesel & Turbo’s own design of safety and control system called SaCoS

toring system” and “B 19 00 0 Communication from the GenSet”.

Turbocharger system

The turbocharger system of the engine, which is a constant pressure system, consists of an exhaust gas receiver, a turbocharger, a charging air cooler and a charging air receiver.

The turbine wheel of the turbocharger is driven by the engine exhaust gas, and the turbine wheel drives the turbocharger compressor, which is mounted on the common shaft. The compressor draws air from the engine room through the air filters.

The turbocharger forces the air through the charging air cooler to the charging air receiver. From the charging air receiver the air flows to each cylinder through the inlet valves.

The charging air cooler is a compact two-stage tube-type cooler with a large cooling surface. The high temperature water is passed through the first stage of the charging air cooler and the low temperature water is passed through the second stage. At each stage of the cooler the water is passed two times through the cooler, the end covers being designed with partitions which cause the cooling water to turn.

The cooling water for the low temperature stages of the charge air is controlled by the scavenging pressure to ensure sufficient scavenging temperature for burning HFO. A water mist catcher can be adopted after the air cooler as an option.

From the exhaust valves, the exhaust gas is led through to the exhaust gas receiver where the pulsatory pressure from the individual cylinders is equalized and passed on to the turbocharger as a constant pressure, and further to the exhaust outlet and silencer arrangement.

The exhaust gas receiver is made of pipe sections, one for each cylinder, connected to each other by means of compensators to prevent excessive stress in the pipes due to heat expansion.

See “B 19 00 0 Safety, control and moni-

one

General description

To avoid excessive thermal loss and to ensure a reasonably low surface temperature the exhaust

gas receiver is insulated.

Compressed air system

The engine is started by means of a built-on air

driven starter.

The compressed air system comprises a dirt strainer, main starting valve and a pilot valve which also acts as an emergency valve, making it possible

to start the engine in case of a power failure.

Lubricating oil system

All moving parts of the engine are lubricated with oil

circulating under pressure.

The lubricating oil pump is of the helical gear type.

A pressure control valve is built into the system. The

pressure control valve reduces the pressure before the filter with a signal taken after the filter to ensure constant oil pressure with dirty filters.

The pump draws the oil from the sump in the base frame, and on the pressure side the oil passes

through the lubricating oil cooler and the full-flow depth filter with a nominel fineness of 15 microns.

Both the oil pump, oil cooler and the oil filter are placed in the front end box. The system can also be

equipped with a centrifugal filter.

Cooling is carried out by the low temperature cool-

ing water system and temperature regulation effec-

ted by a thermostatic 3-way valve on the oil side.

The engine is as standard equipped with an electri-

cally driven prelubricating pump.

Cooling water system

The cooling water system consists of a low temper-

ature system and a high temperature system.

Both the low and the high temperature systems are

cooled by fresh water.

Only a one string cooling water system to the engine is required.

The water in the low temperature system passes

through the low temperature circulating pump which drives the water through the second stage of the charge air cooler and then through the lubricat-

ing oil cooler before it leaves the engine together

with the high temperature water.

1689477-8.1

Page 6 (7)

2015.11.26

MAN Diesel & Turbo

1689477-8.1

Page 7 (7)

The high temperature cooling water system passes through the high temperature circulating pump and then through the first stage of the charge air cooler before it enters the cooling water jacket and the cylinder head. Then the water leaves the engine with the low temperature water.

Both the low and high temperature water leaves the engine through separate three-way thermostatic valves which control the water temperature.

It should be noted that there is no water in the engine frame.

General description

Turning

The engine is equipped with a manual turning device.

B 10 01 1

L27/38S, L27/38

Figure 8: Internal cooling water system.

Tools

The engine can be delivered with all necessary tools for the overhaul of each specific plant. Most of the tools can be arranged on steel plate panels.

2015.11.26

MAN Diesel & Turbo

1665740-7.3

Page 1 (1)

Cross section

B 10 01 1

L27/38S, L27/38

2014.11.18

MAN Diesel & Turbo

3700157-5.1

Page 1 (1)

Main particulars

Main Particulars

Cycle : 4-stroke

Configuration : In-line

Cyl. nos available : 5 - 6 - 7 - 8 - 9

Power range : 1500 - 2970 kW (HFO/MDO)

Speed : 720 / 750 rpm

Bore : 270 mm

Stroke : 380 mm

Stroke/bore ratio : 1.4 : 1

Piston area per cyl. : 572.6 cm

swept volume per cyl. : 21.8 ltr

Compression ratio : 15.9 : 1

Turbocharging principle : Constant pressure system and intercooling

Fuel quality acceptance : HFO (up to 700 cSt/50º C, RMK700)

MDO (DMB) - MGO (DMA, DMZ) according ISO8217-2010

Power lay-out

Speed rpm 720 750

Mean piston speed m/sec. 9.1 9.5

Mean effective pressure

5 cyl. engine (HFO/MDO)

6, 7, 8, 9 cyl. engine (HFO/MDO)

Max. combustion pressure

5 cyl. engine (HFO/MDO)

6, 7, 8, 9 cyl. engine (HFO/MDO)

Power per cylinder

5 cyl. engine (HFO/MDO)

6, 7, 8, 9 cyl. engine (HFO/MDO)

bar

kW per cyl.

MCR version

23.0

25.3

190

200

300

330

B 10 01 1

L27/38S

23.5

24.3

190

200

320

330

2011.09.05 - WB1 - WB2 - GenSet

MAN Diesel & Turbo

1689493-3.1

Page 1 (1)

General

Dimensions and weights

B 10 01 1

L27/38S, L27/38

Cyl. no A (mm) * B (mm) * C (mm) H (mm) ** Dry weight

GenSet (t)

5 (720 mm) 5 (750 mm)

4346 4346

2486 2486

6832 6832

3712 3712

40.0

6 (720 mm) 6 (750 mm)

7 (720 mm) 7 (750 mm)

8 (720 mm) 8 (750 mm)

9 (720 mm) 9 (750 mm)

Free passage between the enginges, width 600 mm and height 2000 mm.

Min. distance between engines: 2900 mm (without gallery) and 3100 mm (with gallery)

Depending on alternator

Weight included a standard alternator

4791 4791

5236 5236

5681 5681

6126 6126

2766 2766

2986 2986

7557 7557

8002 8002

8667 8667

9112 9112

3712 3712

3899 3899

All dimensions and masses are approximate, and subject to changes without prior notice.

44.5

50.4

58.2

64.7

2015.11.27 - TCR

MAN Diesel & Turbo

1679708-8.2

Page 1 (1)

Description

Centre of gravity

Engine type X - mm Y - mm Z - mm

5L27/38

1520

1475

B 10 01 1

L27/38S, L27/38

6L27/38

7L27/38

8L27/38

9L27/38

1805

2050

2390

2680

1480

1485

1490

The values are based on water-cooled alternator, make Hyundai. If another alternator is chosen, the values will change.

2015.02.20

MAN Diesel & Turbo

1665770-6.6

Page 1 (4)

Dismantling height

Overhaul areas

B 10 01 1

L27/38S, L27/38

Figure 1: Dismantling height.

Description

Normal dismantling: Cylinder unit

Low dismantlig: Cover and liner separate

::For dismantling at the service side.

For dismantlig passing the alternator. H 2

(with standard alternator, remaining cover not

removed.)

H1 (mm) H2 (mm)

4201

3891

4791

–

2015.11.27

MAN Diesel & Turbo

B 10 01 1

L27/38S, L27/38

Overhaul areas

1665770-6.6

Page 2 (4)

* Overhaul with dismantled fuel injection pump/piping.

2015.11.27

MAN Diesel & Turbo

1665770-6.6

Page 3 (4)

Low dismantling height

Overhaul areas

B 10 01 1

L27/38S, L27/38

Important! Extra dismantling height is required in the areas directly above the main bearing studs.

1) Remove the cylinder head separately by unscrewing the 4 connecting screws between cylinder head and the cooling water jacket.

2) Dismantle the main bearing stud by means of two counter nuts and a 60 mm wrench.

3) Remove the cylinder liner with fixed connecting rod, piston and cooling water jacket with the special tool for low dismantling height.

2015.11.27

MAN Diesel & Turbo

B 10 01 1

L27/38S, L27/38

Dismantling space

It must be taken into consideration that there is sufficient space for pulling the charge air cooler element, lubricating oil cooler, lubricating oil filter cartridge, lubricating pump and water pumps.

Overhaul areas

1665770-6.6

Page 4 (4)

Figure 2: Overhaul areas for charge air cooler element, lub. oil cooler and lub. oil filter cartridge.

2015.11.27

MAN Diesel & Turbo

3700366-0.0

Page 1 (1)

Firing pressure comparison

B 10 01 1

L27/38S, L27/38

2014.08.14

MAN Diesel & Turbo

1607566-7.2

Page 1 (1)

L28/32S, L27/38S, L23/30S, L21/31S, L16/24S, L23/30DF, V28/32S-DF, L28/32DF,

Engine rotation clockwise

B 10 11 1

V28/32H, V28/32S, L16/24, L21/31, L23/30H, L27/38, L28/32H

2014.05.19

MAN Diesel & Turbo

B 11 Fuel oil system

Page 1 (1)

B 11 Fuel oil system

2018-04-13 - en

MAN Diesel & Turbo

3700163-4.1

Page 1 (2)

Internal fuel oil system

B 11 00 0

L27/38S, L27/38

Figure 1: Diagram for fuel oil system (for guidance only, please see plant specific engine diagram)

Running-in filter

Pipe description

A1 Fuel oil inlet DN 25

A2 Fuel oil outlet DN 25

A3A Clean leak oil to service tank DN 15

A3B Waste oil outlet to sludge tank DN 15

Table 1: Flange connections are standard according to DIN 2501

The running-in filter has a fineness of 50 microns (sphere passing mesh) and is placed in the fuel inlet pipe. Its function is to remove impurities in the fuel pipe between safety filter and the engine in the running-in period.

Note: The filter must be removed before ship delivery or before handling over to the customer.

It is adviced to install the filter every time the extern fuel pipe system has been dismantled, but it is

General

The internal built-on fuel oil system as shown in fig. 1 consists of the following parts:

▪ the running-in filter

▪ the high-pressure injection equipment

▪ the waste oil system

important to remove the filter again when the extern fuel oil system is considered to be clean for any impurities.

Fuel oil filter duplex (Safety filter)

GenSets with conventional fuel injection system or common rail fuel systems are equipped with a fuel oil filter duplex, with a fineness of max. 25 microns (sphere passing mesh) The fuel oil filter duplex is with star-pleated filter elements and allows changeover during operation without pressure-loss. The filter is compact and easy to maintain, requiring only manual cleaning when maximum allowable pressure drop is reached. When maximum pressure drop is

2016.02.05 - Drain split

MAN Diesel & Turbo

B 11 00 0

Internal fuel oil system

L27/38S, L27/38

reached the standby filter chamber is brought on line simultaneously as the dirty one is isolated by means of the change-over valve. After venting, the dirty element can be removed, cleaned and refilled to be the standby filter chamber.

Fuel injection equipment

Each cylinder unit has its own set of injection equipment comprising injection pump unit, high-pressure pipe and injection valve.

The injection equipment and the distribution supply pipes are housed in a fully enclosed compartment thus minimizing heat losses from the preheated fuel. This arrangement reduces external surface temperatures and the risk of fire caused by fuel leakage.

The injection pump units are with integrated roller guide directly above the camshaft.

The fuel quantity injected into each cylinder unit is adjusted by means of the governor, which maintains the engine speed at the preset value by a continuous positioning of the fuel pump racks, via a common regulating shaft and spring-loaded linkages for each pump.

The injection valve is for "deep" building-in to the centre of the cylinder head.

The injection oil is supplied from the injection pump to the injection valve via a double-walled pressure pipe installed in a bore in the cylinder head.

This bore has an external connection to lead the leak oil from the injection valve and high-pressure pipe to the waste oil system, through the double walled pressure pipe.

A bore in the cylinder head vents the space below the bottom rubber sealing ring on the injection valve, thus preventing any pressure build-up due to gas leakage, but also unveiling any malfunction of the bottom rubber sealing ring due to leak oil.

Waste oil system

Clean leak oil from the fuel injection valves, fuel injection pumps and high-pressure pipes, is led to the fuel leakage alarm unit, from which it is drained into the clean leak fuel oil tank.

The leakage alarm unit consists of a box, with a float switch for level monitoring. In case of a leakage, larger than normal, the float switch will initiate an alarm. The supply fuel oil to the engine is led

3700163-4.1

Page 2 (2)

through the leakage alarm unit in order to keep this heated up, thereby ensuring free drainage passage even for high-viscous waste/leak oil.

Waste and leak oil from the hot box is drained into the sludge tank.

Clean leak fuel tank

Clean leak fuel is drained by gravity from the engine.

The fuel should be collected in a separate clean

leak fuel tank, from where it can be pumped to the service tank and reused without separation. The

pipes from the engine to the clean leak fuel tank should be arranged continuously sloping. The tank and the pipes must be heated and insulated, unless

the installation is designed for operation exclusively

on MDO/MGO.

The leak fuel piping should be fully closed to pre-

vent dirt from entering the system.

Sludge tank

In normal operation no fuel should leak out from the components of the fuel system. In connection with

maintenance, or due to unforeseen leaks, fuel or water may spill in the hot box of the engine. The spilled liquids are collected and drained by gravity from the engine through the dirty fuel connection.

Waste and leak oil from the hot box is drained into the sludge tank.

The tank and the pipes must be heated and insula-

ted, unless the installation is designed for operation

exclusively on MDO/MGO.

Data

For pump capacities, see "

ties

Fuel oil consumption for emissions standard is sta-

ted in "

sions standard

Set points and operating levels for temperature and

pressure are stated in "

set points

B 11 01 0 Fuel oil consumption for emis-

D 10 05 0 List of capaci-

B 19 00 0 operation data &

2016.02.05 - Drain split

MAN Diesel & Turbo

3700499-0.1

Page 1 (2)

Part-load optimisation - PLO

V28/32S, L28/32S, L28/32H, L27/38S, L27/38, L23/30S, L23/30H, L21/31S,

Description

MAN Diesel & Turbo is continuously adapting our engine programme to the changing market conditions.

At the request of various shipowners, we have developed and introduced a new IMO Tier II/III compliant tuning method for GenSets which mostly operate below the normal 75% MCR.

The new tuning method is referred to as part load optimisation (PLO), and it is recommended for GenSets which mostly run below 75% MCR.

Traditionally, GenSets are fuel oil optimised at 85% MCR, but with PLO tuning, the engine performance is optimised at approx. 60-65% MCR, which ensures optimisation in the low-and part-load areas.

The most obvious benefit of applying PLO is the fuel oil saving of, typically, up to 5 g/kWh, depending on engine type/model and load point.

Furthermore, thanks to the improved combustion process resulting from the optimised nozzle ring in the turbocharger, valuable engine components, such as pistons, fuel equipment, valves and T/C nozzle ring, will be operating under optimal conditions at the given load.

The GenSets are fully compliant with IMO Tier II, even though the fuel oil consumption is reduced in the low and part load area, as a fuel oil penalty is imposed in the high load range.

B1100 0

L21/31, L16/24S, L16/24

Figure 1: SFOC-curves from first delivery of PLO

MAN Diesel & Turbo

B1100 0

Part-load optimisation - PLO

V28/32S, L28/32S, L28/32H, L27/38S, L27/38, L23/30S, L23/30H, L21/31S, L21/31, L16/24S, L16/24

However, a fuel oil penalty will rarely occur, since it is unusual that GenSets operate beyond 75% load, because the power management system will engage an additional GenSet when more power is needed.

PLO will give the same relative advantage when applied in combination with SCR-systems for IMO Tier III compliance.

▪ New turbocharger arrangement for optimised

part-load operation

▪ Blow-off arrangement on charge air receiver to

prevent “over-boosting” of engine at MCR operation

▪ New valve cam for optimised valve overlap for

SFOC optimisation

▪ Change of timing for delayed injection optimisa-

tion of SFOC vs. NOx emissions

3700499-0.1

Page 2 (2)

MAN Diesel & Turbo

Specification of heavy fuel oil (HFO)

Prerequisites

MAN Diesel & Turbo four-stroke diesel engines can be operated with any heavy fuel oil obtained from crude oil that also satisfies the requirements in table The fuel specification and corresponding characteristics for heavy fuel

oil providing the engine and fuel processing system have been designed

accordingly. To ensure that the relationship between the fuel, spare parts and repair / maintenance costs remains favourable at all times, the following points should be observed.

Heavy fuel oil (HFO)

010.000.023-05

Origin/Refinery process

Specifications

Important

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Blends

The quality of the heavy fuel oil largely depends on the quality of crude oil and on the refining process used. This is why the properties of heavy fuel oils with the same viscosity may vary considerably depending on the bunker positions. Heavy fuel oil is normally a mixture of residual oil and distillates. The components of the mixture are normally obtained from modern refinery processes, such as Catcracker or Visbreaker. These processes can adversely affect the stability of the fuel as well as its ignition and combustion properties. The processing of the heavy fuel oil and the operating result of the engine also depend heavily on these factors.

Bunker positions with standardised heavy fuel oil qualities should preferably be used. If oils need to be purchased from independent dealers, also ensure that these also comply with the international specifications. The engine oper- ator is responsible for ensuring that suitable heavy fuel oils are chosen.

Fuels intended for use in an engine must satisfy the specifications to ensure sufficient quality. The limit values for heavy fuel oils are specified in Table

fuel specification and corresponding characteristics for heavy fuel oil. The

entries in the last column of this Table provide important background infor- mation and must therefore be observed

The relevant international specification is ISO 8217 in the respectively appli- cable version. All qualities in these specifications up to K700 can be used, provided the fuel system has been designed for these fuels. To use any fuels, which do not comply with these specifications (e.g. crude oil), consultation with Technical Service of MAN Diesel & Turbo in Augsburg is required. Heavy fuel oils with a maximum density of 1,010 kg/m3 may only be used if up-to- date separators are installed.

Even though the fuel properties specified in the table entitled

cation and corresponding properties for heavy fuel oil satisfy the above

requirements, they probably do not adequately define the ignition and com- bustion properties and the stability of the fuel. This means that the operating behaviour of the engine can depend on properties that are not defined in the specification. This particularly applies to the oil property that causes forma- tion of deposits in the combustion chamber, injection system, gas ducts and exhaust gas system. A number of fuels have a tendency towards incompati- bility with lubricating oil which leads to deposits being formed in the fuel delivery pump that can block the pumps. It may therefore be necessary to exclude specific fuels that could cause problems.

The addition of engine oils (old lubricating oil, ULO – used lubricating oil) and additives that are not manufactured from mineral oils, (coal-tar oil, for exam- ple), and residual products of chemical or other processes such as solvents (polymers or chemical waste) is not permitted. Some of the reasons for this

The fuel specifi-

The

Specification of heavy fuel oil (HFO) D010.000.023-05-0001

General

D010.000.023-05-0001 EN 1 (13)

010.000.023-05

Leak oil collector

Viscosity (at 50 °C) mm2/s (cSt) max. 700 Viscosity/injection viscosity

Viscosity (at 100 °C) max. 55 Viscosity/injection viscosity

Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil preparation

Flash point °C min. 60 Flash point

Pour point (summer) max. 30 Low-temperature behaviour

Pour point (winter) max. 30 Low-temperature behaviour

Coke residue (Conrad- son)

Sulphur content 5 or

Ash content 0.15 Heavy fuel oil preparation

Vanadium content mg/kg 450 Heavy fuel oil preparation

Water content Vol. % 0.5 Heavy fuel oil preparation

Sediment (potential) weight % 0.1 –

Aluminium and silicon content (total)

Acid number mg KOH/g 2.5 –

Hydrogen sulphide mg/kg 2 –

Used lube oil (ULO)

(calcium, zinc, phos- phorus)

MAN Diesel & Turbo

are as follows: abrasive and corrosive effects, unfavourable combustion characteristics, poor compatibility with mineral oils and, last but not least, adverse effects on the environment. The order for the fuel must expressly state what is not permitted as the fuel specifications that generally apply do not include this limitation.

If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel, this poses a particular danger as the additives in the lubricating oil act as emulsifiers that cause dirt, water and catfines to be transported as fine sus- pension. They therefore prevent the necessary cleaning of the fuel. In our experience (and this has also been the experience of other manufacturers), this can severely damage the engine and turbocharger components.

The addition of chemical waste products (solvents, for example) to the fuel is prohibited for environmental protection reasons according to the resolution of the IMO Marine Environment Protection Committee passed on 1st January

1992.

Leak oil collectors that act as receptacles for leak oil, and also return and overflow pipes in the lube oil system, must not be connected to the fuel tank. Leak oil lines should be emptied into sludge tanks.

(ASTM D 93)

(ASTM D 97)

weight % max. 20 Combustion properties

Sulphuric acid corrosion

legal requirements

mg/kg max. 60 Heavy fuel oil preparation

mg/kg Calcium max. 30 mg/kg

Zinc max. 15 mg/kg

Phosphorus max. 15 mg/kg

The fuel must be free of lube oil (ULO – used lube oil). A fuel is considered contaminated with lube oil if the following concentrations occur:

Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.

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Specification of heavy fuel oil (HFO) D010.000.023-05-0001

General

2 (13) D010.000.023-05-0001 EN

MAN Diesel & Turbo

010.000.023-05

Asphalt content weight % 2/3 of coke residue (acc. to

Conradson)

Sodium content mg/kg Sodium < 1/3 vanadium,

sodium <100

The fuel must be free of admixtures that have not been obtained from petroleum such as vegetable or coal tar oils, free of tar oil and lube oil (used oil), and free of chemical wastes, solvents or polymers.

Table 1: The fuel specification and the corresponding properties for heavy fuel oil

Combustion properties This requirement applies accord- ingly.

Heavy fuel oil preparation

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Specification of heavy fuel oil (HFO) D010.000.023-05-0001

D010.000.023-05-0001 EN 3 (13)

General

4 (13) D010.000.023-05-0001 EN

Specification of heavy fuel oil (HFO) D010.000.023-05-0001

General

ISO 8217-2012 HFO specification

Characteristic Unit Limit Category ISO-F- Test method

Kinematic viscosity at 50 °C

Density at 15 °C kg/m3Max. 920.0 960.0 975.0 991.0 991.0 1010.0 See 7.1

CCAI – Max. 850 860 860 860 870 870 See 6.3 a)

Sulfur

Flash point °C Min. 60.0 60.0 60.0 60.0 60.0 60.0 See 7.3

Hydrogen sulfide mg/kg Max. 2.00 2.00 2.00 2.00 2.00 2.00 See 7.11

Acid number

Total sediment aged

Carbon residue:

micro method

mm2/s Max. 10.00 30.00 80.00 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0 ISO 3104

% (m/m) Max. Statutory requirements See 7.2

mg KOH/g

% (m/m) Max. 0.10 0.10 0.10 0.10 0.10 0.10 See 7.5

% (m/m) Max. 2.50 10.00 14.00 15.00 18.00 20.00 ISO 10370

RMA RMB RMD RME RMG RMK

Max. 2.5 2.5 2.5 2.5 2.5 2.5 ASTM D664

30 80 180 180 380 500 700 380 500 700

ISO 3675 or ISO 12185

ISO 8754 ISO 14596

ISO 2719

IP 570

ISO 10307-2

010.000.023-05

MAN Diesel & Turbo

2017-07-11 - de

D010.000.023-05-0001 EN 5 (13)

Characteristic Unit Limit Category ISO-F- Test method

RMA RMB RMD RME RMG RMK

Pour point

(upper) Winter quality Summer quality

Water % (V/V) Max. 0.30 0.50 0.50 0.50 0.50 0.50 ISO 3733

Ash % (m/m) Max. 0.040 0.070 0.070 0.070 0.100 0.150 ISO 6245

Vanadium mg/kg Max. 50 150 150 150 350 450 see 7.7

Sodium mg/kg Max. 50 100 100 50 100 100 see 7.8

Aluminium plus silicon

Used lubricating oils (ULO): calcium and zinc or calcium and phosphorus

a This category is based on a previously defined distillate DMC category that was described in ISO 8217:2005, Table 1. ISO 8217:2005 has been withdrawn.

b 1mm2/s = 1 cSt

c The purchaser shall define the maximum sulfur content in accordance with relevant statutory limitations. See 0.3 and Annex C.

d See Annex H.

e Purchasers shall ensure that this pour point is suitable for the equipment on board, especially if the ship operates in cold climates.

°C

mg/kg Max. 25 40 40 50 60 60 see 7.9

mg/kg

Max.

– The fuel shall be free from ULO. A fuel shall be considered to contain ULO when either one of the following condi-

tions is met:

calcium > 30 and zinc > 15

or calcium > 30 and phosphorus > 15

30 80 180 180 380 500 700 380 500 700

ISO 3016

IP 501, IP 470 or ISO 14597

IP 501, IP 470

IP 501, IP 470 or ISO 10478

(see 7.10) IP 501 or

IP 470

IP 500

MAN Diesel & Turbo

010.000.023-05

Specification of heavy fuel oil (HFO) D010.000.023-05-0001

General

6 (13) D010.000.023-05-0001 EN

Specification of heavy fuel oil (HFO) D010.000.023-05-0001

General

010.000.023-05

2017-07-11 - de

MAN Diesel & Turbo

Additional information

Selection of heavy fuel oil

Viscosity/injection viscosity

Heavy fuel oil processing

Settling tank

Separators

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010.000.023-05

The purpose of the following information is to show the relationship between the quality of heavy fuel oil, heavy fuel oil processing, the engine operation and operating results more clearly.

Economical operation with heavy fuel oil within the limit values specified in the table entitled The fuel specification and corresponding properties for

heavy fuel oil is possible under normal operating conditions, provided the

system is working properly and regular maintenance is carried out. If these requirements are not satisfied, shorter maintenance intervals, higher wear and a greater need for spare parts is to be expected. The required mainte- nance intervals and operating results determine which quality of heavy fuel oil should be used.

It is an established fact that the price advantage decreases as viscosity increases. It is therefore not always economical to use the fuel with the high- est viscosity as in many cases the quality of this fuel will not be the best.

Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi- mum permissible viscosity depends on the preheating system installed and the capacity (flow rate) of the separator.

The prescribed injection viscosity of 12 – 14 mm2/s (for GenSets, L16/24, L21/31, L23/30H, L27/38, L28/32H: 12 – 18 cSt) and corresponding fuel temperature upstream of the engine must be observed. This is the only way to ensure efficient atomisation and mixture formation and therefore low-resi- due combustion. This also prevents mechanical overloading of the injection system. For the prescribed injection viscosity and/or the required fuel oil tem- perature upstream of the engine, refer to the viscosity temperature diagram.

Whether or not problems occur with the engine in operation depends on how carefully the heavy fuel oil has been processed. Particular care should be taken to ensure that highly-abrasive inorganic foreign matter (catalyst parti- cles, rust, sand) are effectively removed. It has been shown in practice that wear as a result of abrasion in the engine increases considerably if the alumi- num and silicium content is higher than 15 mg/kg.

Viscosity and density influence the cleaning effect. This must be taken into account when designing and making adjustments to the cleaning system.

The heavy fuel oil is pre-cleaned in the settling tank. This pre-cleaning is more effective the longer the fuel remains in the tank and the lower the vis- cosity of the heavy fuel oil (maximum preheating temperature 75 °C in order to prevent the formation of asphalt in the heavy fuel oil). One settling tank is suitable for heavy fuel oils with a viscosity below 380 mm2/s at 50 °C. If the heavy fuel oil has high concentrations of foreign material or if fuels according to ISO-F-RM, G/K380 or K700 are used, two settling tanks are necessary, one of which must be designed for operation over 24 hours. Before transfer- ring the contents into the service tank, water and sludge must be drained from the settling tank.

A separator is particularly suitable for separating material with a higher spe- cific density – such as water, foreign matter and sludge. The separators must be self-cleaning (i.e. the cleaning intervals must be triggered automatically).

Only new generation separators should be used. They are extremely effective throughout a wide density range with no changeover required, and can sep- arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.

Specification of heavy fuel oil (HFO) D010.000.023-05-0001

D010.000.023-05-0001 EN 7 (13)

General

010.000.023-05

MAN Diesel & Turbo

Table Achievable contents of foreign matter and water (after separation) shows the prerequisites that must be met by the separator. These limit val- ues are used by manufacturers as the basis for dimensioning the separator and ensure compliance.

The manufacturer's specifications must be complied with to maximize the cleaning effect.

Water

Specification of heavy fuel oil (HFO) D010.000.023-05-0001

General

Application in ships and stationary use: parallel installation

One separator for 100% flow rate One separator (reserve) for 100% flow

rate

Figure 1: Arrangement of heavy fuel oil cleaning equipment and/or separator

The separators must be arranged according to the manufacturers' current recommendations (Alfa Laval and Westphalia). The density and viscosity of the heavy fuel oil in particular must be taken into account. If separators by other manufacturers are used, MAN Diesel & Turbo should be consulted.

If the treatment is in accordance with the MAN Diesel & Turbo specifications and the correct separators are chosen, it may be assumed that the results stated in the table entitled

Achievable contents of foreign matter and water

for inorganic foreign matter and water in heavy fuel oil will be achieved at the engine inlet.

Results obtained during operation in practice show that the wear occurs as a result of abrasion in the injection system and the engine will remain within acceptable limits if these values are complied with. In addition, an optimum lube oil treatment process must be ensured.

Definition Particle size Quantity

Inorganic foreign matter including catalyst particles

Al+Si content – < 15 mg/kg

Water content – < 0.2 vol.%

Table 2: Achievable contents of foreign matter and water (after separation)

< 5 µm < 20 mg/kg

It is particularly important to ensure that the water separation process is as thorough as possible as the water takes the form of large droplets, and not a finely distributed emulsion. In this form, water also promotes corrosion and sludge formation in the fuel system and therefore impairs the supply, atomi- sation and combustion of the heavy fuel oil. If the water absorbed in the fuel is seawater, harmful sodium chloride and other salts dissolved in this water will enter the engine.

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8 (13) D010.000.023-05-0001 EN

MAN Diesel & Turbo

Vanadium/Sodium

Ash

Homogeniser

Flash point (ASTM D 93)

Low-temperature behaviour (ASTM D 97)

Pump characteristics

Combustion properties

2017-07-11 - de

010.000.023-05

Water-containing sludge must be removed from the settling tank before the separation process starts, and must also be removed from the service tank at regular intervals. The tank's ventilation system must be designed in such a way that condensate cannot flow back into the tank.

If the vanadium/sodium ratio is unfavourable, the melting point of the heavy fuel oil ash may fall in the operating area of the exhaust-gas valve which can lead to high-temperature corrosion. Most of the water and water-soluble sodium compounds it contains can be removed by pretreating the heavy fuel oil in the settling tank and in the separators.

The risk of high-temperature corrosion is low if the sodium content is one third of the vanadium content or less. It must also be ensured that sodium does not enter the engine in the form of seawater in the intake air.

If the sodium content is higher than 100 mg/kg, this is likely to result in a higher quantity of salt deposits in the combustion chamber and exhaust-gas system. This will impair the function of the engine (including the suction func- tion of the turbocharger).

Under certain conditions, high-temperature corrosion can be prevented by using a fuel additive that increases the melting point of heavy fuel oil ash (also see

Additives for heavy fuel oils).

Fuel ash consists for the greater part of vanadium oxide and nickel sulphate (see above section for more information). Heavy fuel oils containing a high proportion of ash in the form of foreign matter, e.g. sand, corrosion com- pounds and catalyst particles, accelerate the mechanical wear in the engine. Catalyst particles produced as a result of the catalytic cracking process may be present in the heavy fuel oils. In most cases, these catalyst particles are aluminium silicates causing a high degree of wear in the injection system and the engine. The aluminium content determined, multiplied by a factor of between 5 and 8 (depending on the catalytic bond), is roughly the same as the proportion of catalyst remnants in the heavy fuel oil.

If a homogeniser is used, it must never be installed between the settling tank and separator as otherwise it will not be possible to ensure satisfactory sepa- ration of harmful contaminants, particularly seawater.

National and international transportation and storage regulations governing the use of fuels must be complied with in relation to the flash point. In gen- eral, a flash point of above 60 °C is prescribed for diesel engine fuels.

The pour point is the temperature at which the fuel is no longer flowable (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher than 0 °C, the bunker facility must be preheated, unless fuel in accordance with RMA or RMB is used. The entire bunker facility must be designed in such a way that the heavy fuel oil can be preheated to around 10 °C above the pour point.

If the viscosity of the fuel is higher than 1000 mm2/s (cSt), or the temperature is not at least 10 °C above the pour point, pump problems will occur. For more information, also refer to paragraph Low-temperature behaviour (ASTM

D 97.

If the proportion of asphalt is more than two thirds of the coke residue (Con- radson), combustion may be delayed which in turn may increase the forma- tion of combustion residues, leading to such as deposits on and in the injec- tion nozzles, large amounts of smoke, low output, increased fuel consump- tion and a rapid rise in ignition pressure as well as combustion close to the cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt to coke residues reaches the limit 0.66, and if the asphalt content exceeds 8%, the risk of deposits forming in the combustion chamber and injection

Specification of heavy fuel oil (HFO) D010.000.023-05-0001

General

D010.000.023-05-0001 EN 9 (13)

010.000.023-05

Ignition quality

MAN Diesel & Turbo

system is higher. These problems can also occur when using unstable heavy fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an increased deposition of asphalt (see paragraph Compatibility).

Nowadays, to achieve the prescribed reference viscosity, cracking-process products are used as the low viscosity ingredients of heavy fuel oils although the ignition characteristics of these oils may also be poor. The cetane num- ber of these compounds should be > 35. If the proportion of aromatic hydro- carbons is high (more than 35 %), this also adversely affects the ignition quality.

The ignition delay in heavy fuel oils with poor ignition characteristics is longer; the combustion is also delayed which can lead to thermal overloading of the oil film at the cylinder liner and also high cylinder pressures. The ignition delay and accompanying increase in pressure in the cylinder are also influenced by the end temperature and compression pressure, i.e. by the compression ratio, the charge-air pressure and charge-air temperature.

The disadvantages of using fuels with poor ignition characteristics can be limited by preheating the charge air in partial load operation and reducing the output for a limited period. However, a more effective solution is a high com- pression ratio and operational adjustment of the injection system to the igni- tion characteristics of the fuel used, as is the case with MAN Diesel & Turbo piston engines.

The ignition quality is one of the most important properties of the fuel. This value appears as CCAI in ISO 8217. This method is only applicable to "straight run" residual oils. The increasing complexity of refinery processes has the effect that the CCAI method does not correctly reflect the ignition behaviour for all residual oils.

A testing instrument has been developed based on the constant volume combustion method (fuel combustion analyser FCA), which is used in some fuel testing laboratories (FCA) in conformity with IP 541. The instrument measures the ignition delay to determine the ignition quality of a fuel and this measurement is converted into an instrument-specific cetane number (ECN: Estimated Cetane Number). It has been determined that heavy fuel oils with a low ECN number cause operating problems and may even lead to damage to the engine. An ECN >20 can be considered acceptable.

As the liquid components of the heavy fuel oil decisively influence the ignition quality, flow properties and combustion quality, the bunker operator is responsible for ensuring that the quality of heavy fuel oil delivered is suitable for the diesel engine. Also see illustration entitled

the CCAI – assigning the CCAI ranges to engine types.

Nomogram for determining

Specification of heavy fuel oil (HFO) D010.000.023-05-0001

General

10 (13) D010.000.023-05-0001 EN

2017-07-11 - de

Man L23/30DF, L16/24S, L23/30S, L21/31S, L28/32S Project Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

Table of contents

I 00 Introduction

D 10 General information

B 10 Basic diesel engine

B 11 Fuel oil system