Safety and control system
The engine is equipped with MAN Diesel & Turbo’s
own design of safety and control system called
SaCoS
one
.
See “B 19 00 0 Safety, control and moni-
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 fil-
ters.
The turbocharger forces the air through the charg-
ing 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 temper-
ature 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 pres-
sure 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 pul-
satory 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.
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.
MAN Diesel & Turbo
B 10 01 1
General description
1689477-8.1
Page 6 (7)
L27/38S, L27/38
2015.11.26
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