purposes only

For training

Introduction to
MAN Diesel Engine Technology - UCP

english deutsch
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Welcome at the home

of the first Diesel engine !

In 1892, Rudolf Diesel

invented his well known
engine and applied for
patent in Berlin.

He started in 1893 with

the first steps to realize
his idea in Augsburg.

In 1897, the third built

engine was ready for
continuous operation –
the begin of the Diesel
engine’s success story
until now.

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The Mentor -
Heinrich von Buz

Heinrich von Buz

Maschinenfabrik Augsburg in 1893

Heinrich von Buz in a letter to Rudolf Diesel at the 15th of April in 1892:

“We are ready to carry out the building of an experimental-engine under certain
conditions.“

 This should be the first step to proof the suitability of the invention.
Rudolf Diesel
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The oxygen provider –

For training

Turbo charging

Alfred Büchi,
invented the turbo charger in
1905,
Sulzer AG, Winterthur
1879 – 1959

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Engine technology

engines

combustion engines

extraneous ignition
(Otto-principle)
2 stroke
L- arangement
4 stroke
V - arangement

others
Self igniting
(Diesel-Principle)
2 stroke
L- arangement
4 stroke
V - arangement
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L – arangement of cylinders

8L 48/60B

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V – arangement of cylinders

12V 48/60B on the test bed in Augsburg

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Boxer - principle

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Radial engine

Quelle: Wikipedia

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Principle of operation –
4 stroke engine

The four-stroke engine is an internal combustion engine

where every fourth stroke a combustion takes place.

1st stroke sucking

2nd stroke compressing
3rd stroke working
4th stroke exhausting

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Partnumber of MAN Diesel engines

18 V 32 / 40

Number of cylinders

V - construction (L – in line)

cylinder Ø in cm

stroke in cm

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Counting cylinders

A-side Counter-coupling
side (ccs)

B-side

A B
Coupling
side (cs)

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Handling MAN Manuals

Henrique B Filho,
Technical Instructor
PrimeServ Academy Petropolis

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Learning Objectives

After this training unit you will be

able to…

 list the important documents of

the operating documentation.

 apply operating instructions,

working instructions and spare
part catalogue correctly for
your daily work.

 find customer service letters

for your engine type in the
"nexus" customer extranet.

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Which documents/manuals are delivered

with the engine?

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Engine components

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Crankshaft

Vibration damper Piston & conrods

Flywheel

Counterweights

Crankshaft

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Crank Drive

Crank drive Connecting rod Steel piston Vibration

damper
 reinforced and  reinforced and  low weight  new vibration
weight optimized improved  steel piston damper
crankshaft connecting rod  2 compression rings
 optimized skirt to
reduce friction

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Crankshaft

 Approved crank drive from existing L32/44CR Tier1 engine

 stroke 440 mm.
 Small vibration damper flange with integrated threads
 Weight app. 7585 Kg (10L)

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Lube Oil Cross Channels

Cross bores supply

LO to the
main bearing

main LO
channel

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Crankshaft Lubrication

LO supply bores
connecting main- and
big-end bearing

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Piston Lubrication

Grooves in connecting rod guides LO

lower bearing shell to piston pin and piston
provide LO to
internal oil channels

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Piston Lubrication

cooling
spaces

funnel

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Vibration damper

Crankshaft vibration damper

 Leaf spring type construction

 Hydraulic tightening
 4 different vibration dampers for
all cylinder numbers

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Flywheel

Flywheel:
integrated gear rim
for turning and
starting module

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Cylinder Liner

flame ring

flame ring, in combination

with stepped piston,
prevents bore polishing

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Cylinder Head

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Cylinder Head

Rocker arms

Air inlet

Exhaust gas
outlet

Exhaust
valve Inlet valve

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Turbocharger & Charge Air Cooler

L-engine

charge air air filter and silencer

pipe

exhaust turbocharger 2 stage

pipe charge air cooler
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Charge Air Cooler

L-engine

from turbocharger
(~210°C)

to cylinder heads
(~45°C)

stage 1
stage 2
Values are only guidelines at 100% load
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Gear Wheel Drive L-Engine 32/44CR

rotation: cw rotation: ccw

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Design
32/40 Fuel Injection Valve

Features

 Good atomisation results in low fuel

consumption and minimised soot
formation.

 Removable without removing rocker

arm assembly.

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Design
32/40 Fuel Injection Pump

Features

 Low fuel consumption by optimised

injection intensity

 Low wear by dimensionally stable

monoblock design

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Systems on the engine 32/40

Lube Oil

Einführung
Motortechnik L V L&V
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Question

WHY and WHERE is lube oil

required at the engine?

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Lube oil system PID

Overview

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Cylinder liner lubrication

L-/V-engine

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Systems on the engine – Fuel

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Burn, baby, burn …

The self igniting Diesel process burns many combustible materials:

 Distillates :
- Marine Gas Oil ( MGO )
- Marine Diesel Oil ( MDO )
- Kerosene
- Petroleum

 Heavy Fuel Oil :

- Heavy Fuel Oil ( HFO ) 1 barrel of fish ( 159 l )
- Crude Oil

 Bio Fuel :
- Vegetable Oil
- Recycled Fat

 Natural Gas ( Picture of the first modern oil tanker, german steam ship
DS “Glückauf“, 1886 )
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Burning conditions

To burn the fuel, it must be delivered to the injectors with the proper

 pressure
 viscosity
 quantity
 quality.

This is the challenge for the fuel oil supply system.

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MGO / MDO supply system

single engine

MGO

fuel system in project guide

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Systems on the engine 32/40

Cooling Water

Einführung
Motortechnik L V L&V
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Topics

Cooling water
circuits

Cooled
components

Cooling water
path

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Typical temperatures
Tropical conditions, 100% MCR

These figures serve informational purposes only and are especially not guaranteed in any way.

32°C LT-water HT-water 37.5°C

cooler cooler
54.8°C 38°C 90°C

37.5°C 48°C

LT HT
Cylinder head

90°C
75°C Charge air cooler
Lube oil 45°C 100°C 250°C
cooler 45.4°C LT HT

65°C 82°C
62.5°C
CHATCO

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Engines for Marine Applications

L+V51/60DF 5850 – 9000 kW 11700 – 18000 kW

7200 – 10800 kW 14400 – 21600 kW

L+V48/60CR

L+V48/60B 6900 – 10350 kW 13800 – 20700 kW

L35/44DF 3060 –5300 kW

L+V32/44CR 3600 – 6000 kW 7200 – 12000 kW

L+V32/40 3000–4500 kW 6000 – 9000 kW

V28/33D STC 5460 – 10000 kW

L28/32A 1470 – 2205 kW

L27/38
2040 – 3285 kW
L27/38 MGO

L23/30A 960 – 1280 kW

L21/31 1290 – 1935 kW

0 5000 10000 15000 20000 25000

Output [kW]

Based on Marine Engine IMO Tier II 2nd edition program 2014 Speed
rated output power might vary for different rotation speed

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Engines for
Marine GenSets

11700 – 18000 kW

mechanic power

electric power
h = 0,95 - 0,97

based on Marine Engine IMO Tier II 2nd edition program

2014 Speed rated output power might depend on
rotation speed

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Engines for Stationary Applications* –

For training

liquid fuel

L+V51/60 9,195 kW 12,310 – 18,465 kW

V48/60TS 18,465 – 21,103 kW

V48/60 12,310 – 18,465 kW

L+V32/44CR 3,376 – 5,820 kW 6,786 – 11,700 kW

1,000 – 1,880 kW
L+V28/32S 3,456 – 4,061 kW

L27/38S 1,440 – 2,851 kW

L23/30S 618 – 1125 kW

L21/31S 1.045 – 1.881 kW

L16/24S 428 – 941 kW

0 2000 4000 6000 8000 10000 12000 14000 16000 18000 20000 22000
Output [kW]

Based on Stationary Engine Programme 2015/2016

*electric GenSet power

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Engines for Stationary Applications* –

For training

gaseous fuel

V51/60G TS 18,465 – 20,220 kW

L+V51/60G 18,465 – 20,220 kW

L+V51/60DF 6,811 – 8,757 kW 11,724 – 17586 kW

V35/44G TS 6,903 – 12,090 kW

V35/44G 10,335 kW

L35/44DF 2,968 – 5,141 kW

L28/32S DF 950 – 1,710 kW

4.620 – 7200 kW
0 2000 4000 6000 8000 10000 12000 14000 16000 18000 20000 22000

Output [kW]

Based on Stationary Engine Programme 2015/2016

rated output power might vary for different rotation speed
*electric GenSet power

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Marine Propulsion

engine turbocharger

propeller

oil pan
clutch shaft

gear box

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Marine Propulsion

heat recovery boiler

engine control room

cooling water system

lube oil system

fuel system

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Technical Data of 4-stroke engines

V28/33D
Engine Type V28/33D 32/40 32/44CR 48/60CR 51/60DF 58/64
STC
Cylinder bore
280 280 320 320 480 510 580
[mm]
Piston stroke
330 330 400 440 600 600 640
[mm]
L: L: 6,7,8,9 6,7,8,9,10 6,7,8,9 6,7,8,9
No. of Cylinders 6,7,8,9
V: 12,16,20 V: 12,16,20 12,14,16,18 12,14,16,18,20 12,14,16,18 12,14,16,18

Cylinder output
455/500 405/455 500 560 1,200 975/1,000 1,310/1,400
[kW]

Speed [rpm] 1000/1032 900/1,000 720*/750 720*/750 500/514 500/514 400*/428

Mean piston
11.0/11.3 9.9/11.0 9.6/10.0 10.6/11.0 10.0/10.3 10.0/10.3 8.5/9.1
speed [m/s]

Mean effect.
26.9/28.6 26.6/26.9 25.9/24.9 26.4/25.3 26.5/25.8 19.05 23.2
pressure

Fuel cons. 85% L: 176

190.5 179 177 183
MCR [g/kWh] V: 191 174

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4 stroke diesel engine

18V48/60B, 21 600 kW at 514/500 rpm

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4 stroke – vessel application

For training

5x 12V48/60, total output (mech.) : 72 MW

MS “Norwegian Dawn”

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4 stroke – application– Power Plant

For training

3x 18V48/60, total output (mech.) : 56.7 MW

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4 stroke application – Power Barge

For training

7x 18V48/60, total output (mech.) : 130 MW

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4 stroke application – Power Ship

For training

6x 18V51/60, total output (mech.) : 105 MW

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Highest efficiency: engines and steam turbine

Diesel Combined Cycle Power Plant

The 88 MW power plant in Thika provides electricity for Nairobi the capital of Kenia

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Backup for renewable energy

Wind-Diesel-Hybrid power plant

The world’s biggest Wind-Diesel power plant in Bonaire provides up to 25 MW environmentally-friendly

electricity for the 15.000 inhabitants of the Caribbean island

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SaCoSone Overview

Standard:
1. Control Unit
2. Injection Unit (for CR-engines)
3. System Bus
4. Local Operating Panel
5. Interface cabinet

Optional:
6. Remote Operating Panel

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SaCoSone -
Remote Operating Panel

The remote operating panel contains a TFT – touch screen with additional
hardware.

• Optional Remote Operating Panel for

installation in ECR or wheelhouse
• Touch screen identical to Local Operating
Panel
• Emergency control via hardwired buttons
• Connected to Interface Cabinet

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SaCoSone
interfaces of control systems

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Environment

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Emission Regulation (NOx)
For training

IMO Tier 2/ Tier 3

100
- 20%
IMO I
80

IMO II IMO III

60
[%]

- 80%
40

20

 11,97 g / kWh*
NECA
 9,60 g / kWh*
 750 RPM  750 RPM  2,39 g / kWh*
 750 RPM

2005 2011 2016 2020 2025

*) 32/44 CR, 750 rpm

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General Emission Reduction Methods

Primary Secondary
 engine internal measures  exhaust gas after treatment

NOx
 modifications of combustion process (Tier II)
 selective catalytic reduction (Tier III)

Soot, smoke
 modifications to combustion process
 fuel oil quality
 filter

SOx
 reduction of sulphur content in fuel oil
 desulphurisation plant (scrubber, DeSOx)

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Specific NOx Reduction Measures

The engine fulfils the appropriate exhaust emissions limits

 IMO Tier II for marine engines, in force since 2011

 World Bank, in force since 2007.
 IMO Tier III in combination with SCR

Large capacity charge air cooler.

Reduces the temperature of the charge air and hence
combustion temperature peaks.

Improved sealing on charge air coolers.

Prevents the compressed and heated air after
turbocharger from by-passing the heat exchanger

 significant reduction in NOx emission

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Specific NOx Reduction Measures

Increased Compression Ratio

retarded injection
 lower ignition pressure
 lower temperature after ignition
 reduced NOX formation.
but
lower ignition pressure
 increase of SFOC
Solution:
increased compression ratio
 ignition pressure kept constant.

Miller Valve Timing

early closure of the inlet valve
 charge air is expanded
 charge air cools down before start of compression.

High Pressure Ratio Turbocharger

 optimizes the scope of Miller valve timing.

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Specific NOx Reduction Measures

VVT Variable Valve Timing

A strong Miller effect under high load operation results

in an improvement in the NOX-SFOC trade-off.
At low load the Miller valve timings are compensated to
attain higher combustion temperatures and thus lower
soot emissions.

Common Rail Injection

 Flexible setting of injection timing and duration for
each cylinder
 Independent of engine speed and engine load

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Inroduction to
MAN Diesel engine technology

Thank you for your attention!

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Disclaimer

All data provided in these training materials 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.

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