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Used Power Plant MAN-18V32/40
| Item No | Description | QTY | Brand | P/N | Product Name | Delivery Time | Condition | Type |
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| 294 | We are pleased to offer Brand New MAN HFO - Year 2018 from our associates stock .
Delivery : Immediate
Price / Terms - will be informed upon firm enquiry
MAN 18V32/40 SPECIFICATION.
2.2.1 General description
The MAN engine 18V32/40 is a four-stroke, medium-speed dual fuel engine, turbocharged
and charge air-cooled. The engine is prepared for operation on heavy fuel oil. Compared to
other medium-speed engines, within the same power range, the 18V32/40 produces high
power from a compact, efficient design.
2.2.2 Technical data
The technical data of the engine is summarized in the following table:
- Cylinder bore 320 mm
- Piston stroke 400 mm
- Engine speed 720 min-1
- Piston speed 9.60 m/s
- Mean effective pressure 25.90 bar
- Power per cylinder 504.4 kWm/cyl.
- Power of the engine (at crankshaft) 9,000 kWm
2.2.3 Continuous development
The engine family has a well-proven service record in marine propulsion, marine auxiliary
genset and stationary power generation. 32/40 type engines have been in service since 1994
and are subject to continuous development to ensure reliability under the most severe service
conditions. Each 18V32/40 engine is engineered to optimize its performance to ensure that
your individual requirements are met.
2.2.4 Outline dimensions
Dimensions and weight of the engine 32/40:
- Height (H) 4,230 mm
- Length (L) 8,300 mm
- Width (W) 3,500 mm
- Weight 85,000 kg
2.2.5 Engine system
2.2.5.1 Engine system
Engines 18V32/40, suitable for operation on heavy fuel oil, as per following detailed
Technical Specification
2.2.5.2 Lubrication system
Engine attached lube oil pump(s)
Capacity 191 m³/h
2.2.5.3 Cooling water system
Engine attached HT cooling water pump
Capacity 108 m³/h
Engine attached LT cooling water pump
Capacity 280 m³/h
2.2.6 Detailed Technical Specification of one engine 32/40
2.2.6.1 Design features
One-part crankcase with safety valves on crankcase covers
Welded sheet-steel dry oil sump
Crankshaft made of forged steel with torsion vibration damper at free end
Main bearings and big-end bearings with two-part thin-walled bearing shells and
main bearings cross-braced by tie-rods
Connecting rod (split with flange) drop-forged from steel
Piston with forged steel crown and nodular cast-iron skirt
Cast-iron cylinder liners with fire band ring
Nodular cast-iron cylinder head with Armor plated inlet and exhaust valves, valve seat
rings for the inlet and exhaust valves. Valve rotators on the inlet valves and exhaust
gas valves. Indicator valve on each cylinder
Individual camshafts (multi-part) for injection pumps and valve timing
Pipes on the engine with counter flanges or connecting screws
2.2.6.2 Fuel injection system
Injection pump on each cylinder
Injection pipes with casing
2 buffer pistons at the fuel admission and return pipes
2.2.6.3 Fuel injection system
Electrical speed governor with actuator
Electric speed transmitter for engine speed and turbocharger speed
Electro-pneumatic emergency shutdown device on the engine for manual remote
emergency stop and for automatic stop at over speed and other stop criteria within
the safety system
2.2.6.4 Turbo charging and charge-air cooling
2 exhaust gas turbocharger, type NR34/S mounted at the free end. Lube oil run
down tank, decoupled from turbocharger. Washing device (wet) for the exhaust gas
turbine and compressor. Additional dry-cleaning device for the turbine.
Charge-air cooler in fresh water and two-stage design; with counter flanges
Exhaust gas piping on the engine, uncooled, thermally insulated and lagged
2.2.6.5 Operation and control
Supplemental parts for engine control panel
The following equipment is included:
- Control unit for speed governor
- Control for splash oil monitoring system
- EDS-Databox for collection and record of engine operating data
The above-mentioned equipment to be mounted in the engine control panel
Oil mist detector
2.2.6.6 Temperature measuring
Thermocouples for measuring the exhaust gas temperature after each cylinder,
before and after turbocharger, with terminal box and cabling on the engine.
2.2.6.7 Start and stop equipment
Compressed air starting equipment with main starting valve and with starting valve
on each cylinder of one, cylinder bank
2.2.6.8 Lubricating and cooling
Cylinder lubrication oil pump with attached electrical motor
Forced-feed lubrication for all bearing points of running gear, camshaft, timing gear,
and turbocharger
Cylinders, cylinder heads, fuel injection valves, and charge-air cooler are water
cooled, pistons are oil-cooled
2.2.6.9 Flywheel and turning gear
Flywheel with teeth for turning gear
Bolts connecting the flywheel with the crankshaft
Turning gear for the running gear, with electric motor
Push button switching equipment, control cable
Pneumatic starting interlock when turning gear engaged, with limit switch (not cabled)
Safety device with limit switch (not cabled), for electric turning gear interlock when
crank handle is in place
2.3 GENERATING SET
2.3.1 General description
Our generating sets are designed for power generation in continuous, durable and
safe operation. The area of application comprises ranges from supplies of basic loads
in public mains or coverage of peak loads to isolated applications for industrial consumers.
The technical data of the generating set is summarized in the following table:
- Operation mode Grid parallel
- Frequency 60 Hz
- Power factor cos phi (lagging) 0.8
- Voltage 13.8 kV
- Power of the generating set 8,730 kWe
Engine and alternator are mounted on a common steel foundation frame. The engine
is resiliently mounted on the frame by rubber elements, whereas the alternator is
rigidly mounted. Engine and alternator are flexibly coupled. The steel foundation
frame is placed rigidly and grouted on a simple concrete foundation plate.
2.3.2 Outline dimensions
Dimensions and weight of the generating set:
- Height (H) 5,240 mm
- Length (C) 12,750 mm
- Width (W) 3,500 mm
- Weight (dry) 142,000 kg
2.3.3 Connecting elements
2.3.3.1 Coupling arrangement
Flexible coupling
The flexible coupling is mounted between engine flywheel and alternator shaft. The
scope includes a connection hub for the alternator shaft and fixing bolts for connection to the flywheel.
A standard coupling is used. Size and rubber quality are determined by the torsional vibration calculation.
Cover for flywheel and coupling
2.3.3.2 Engine seating
Engine seating
Anti vibration mountings for the engine by cone elements for a direct resilient
mounting of the engine, consisting of:
- Brackets on the engine landing,
- Rubber elements,
- Lower parts,
- Stud bolts between engine landing and brackets,
- Foundation bolts between lower parts and foundation frame.
2.3.3.3 Pipe adapters
Flexible pipe connections for the engine
2.3.4 Alternator system
2.3.4.1 Three phase synchronous alternator
Design:
The stator frame is a rigid, welded steel structure construction. The stator core is
built of thin electric sheet steel laminations which are insulated on both sides with
heat-resistant inorganic resin. The radial cooling ducts in the stator core ensure
uniform and effective cooling of the stator.
The rotor consists of a forged steel shaft, a hub and sheet steel poles fixed on the
hub. The pole laminations are pressed together with steel bars fixed to the end
plates. The windings, epoxy resin impregnated, are provided with very strong bracing
which withstand all expected mechanical and electrical shocks and vibrations.
Engine-independent, self-lubricated bearing design, to avoid possible lube oil
contamination by the engine.
The alternator is self-ventilated and needs no external forced air flow. The
surrounding air is used for cooling. The cooling air is drawn in through air filters and
blown out to the surrounding environment.
Rated technical data:
- Output approx. 10,912 kVA
- Voltage 13.8 kV
- Current approx. 457 A
- Frequency 60 Hz
- Power factor 0.8 (lagging)
- Temperature rise stator/rotor F/F
- Insulation class F
- Mounting design IM1001 or IM7301
- Protection class alternator IP23
- Protection class terminal box IP54
- Cooling method IC2A1 (Air cooled)
- Operation S1, continuous
- Operation mode Mains parallel
- Applicable standard IEC 60034
The alternator is optimized for voltage-stability in case of load variation.
Accessories:
- Anti-condensation heater
- Pt100 sensors for winding temperature detection
- Pt100 element and lubrication oil sight-glass for monitoring, for each bearing
- Main terminal box (terminals U/V/W/N) and auxiliary terminal box (for accessories) inclusive suitable cable glands for bottom entry
- Brushless self-excitation system including rotating diodes and protection against
overvoltage
- Droop current transformer installed in main terminal box
- Star point current transformers for protection purposes installed in main terminal
box
- Painting similar to engine colour
Final series test report according to manufacturer's standard is included.
2.3.4.2 Automatic voltage regulator (AVR)
Digital excitation control system type BASLER DECS 250 installed on a mounting plate
to be integrated into the Remote engine/generator control cabinet.
Features:
- Voltage Regulation accuracy <0.25% from no-load to full-load
- Proportional (P), integral (I) and derivative (D) stability control
- Underfrequency limiter of V/Hz ratio limiter
- Paralleling compensation of two or more alternators using reactive droop
- Manual and automatic channel
- Several protection functions
2.3.5 Foundation system
2.3.5.1 Steel foundation frame
Engine and alternator are installed on a common steel foundation frame. The steel
foundation frame is used as lube oil service tank.
2.3.5.2 Set of foundation bolts for alternator
2.3.5.3 Foundation frame seating
Consisting of :
- Set of steel foundation frame stoppers
- Set of levelling screws
- Grouting material Pagel V1/50
- Soft rubber
2.3.6 Genset addons
2.3.6.1 Frame auxiliaries and frame assembly
Engine, Flexible coupling, alternator and steel foundation frame are completely
mounted at the MAN workshop as a genset. Attachment of turning gear, terminal
boxes, piping and cabling is included. Additional installation drawing is provided.
2.3.6.2 Lube oil tank level monitoring
2.4 OPERATING MEDIA
MAN engines are designed for continuous operation on the operation media as listed
below. Project-specific system layouts for the respective operating media are mentioned in
the respective chapters of our offer.
2.4.1 Lube oil
Use of engine lube oils according to MAN Diesels Approval List. More detailed information
on the lube oils approved by MAN is available in the engine manuals.
Requirements for viscosity: Viscosity-class (40°)
Requirements for Base Number (BN):
TBN (Total Base Number), HFO operation
if sulphur concentration < 1.5% wt. �?30 mg KOH/g oil
if sulphur concentration > 1.5% wt. �?40 mg KOH/g oil
2.4.2 Engine cooling water
The engine cooling water must be carefully selected, treated and controlled. The treatment
with an anti-corrosion agent has to be effected before the first commissioning of the plant.
During subsequent operation the concentration specified by the engine manufacturer must
always be ensured. The approved cooling water additives are defined in the operating
instructions.
The characteristics of the water used for engine cooling, turbine washing and separator
operating water must be within the following limits:
- Type of water Preferably distilled water of fresh water
- Total hardness 1 max 10 °dH
- pH-value 6.5 ~ 8
- Chloride ion content max 50 mg/l
- Note to be used Sea water, brackish water, brines industrial waste-water and rain water
1 1 °dH (German hardness) = 10 mg CaO in 1litre water = 17.9 mg CaCO3/litre = 0.357 mval/litre = 0.179 mmol/litre
2.4.3 Diesel fuel oil related characteristic values
Diesel fuel oil (DFO) based on ISO F- DMB. (ISO 8217-2005). The usability of the DFO
depends on its conformity with the key properties listed below:
- Density at 15° C 920 kg/m3
- Kinematic viscosity at 40°C 2.5 �?14 mm2/s
- Pour Point < 6 °C
- Flash point (Pensky Martens) > 60 °C
- Total sediment fraction 0.10 % wt.
- Water content < 0.3 % vol.
- Sulphur content �?2.0% wt.
- Ash content < 0.05 % wt.
- Nitrogen content < 0.3 % wt.
- Coke residue (MCR) < 2.5 % wt.
- Cetane number > 40
- Copper-strip test < 1
- Vanadium content < 100 mg/kg
- Content of aluminium and silicon < 25 mg/kg
If the abovementioned fuel oil specification is not met, it can only be used in case of fuel
treatment.
2.4.4 Heavy fuel oil system related characteristic values
Heavy fuel oil (HFO) �?ISO F-RMK700 (ISO 8217-2005)
The HFO specified in the following chapters is the worst-case fuel that Diesel engines can
operate satisfactorily.
The fuel must be free of admixtures not based on mineral oil, such as coal oil or vegetable
oils, free of tar oil and lubricating oil, free of any chemical waste, solvents and polymers.
2.4.4.1 Fuel system related characteristic values
- Viscosity at 50°C max 700 mm2/s (cSt)
- Density at 15°C max. 1,010 kg/m3
- Flash point min. 60 °C
- Pour point max. 30 °C
2.4.4.2 Engine related characteristic values
- Carbon residue (Conradson) max. 20 % wt.
- Sulphur content �?5.0% wt.
Subject to local emission limits
- Ash content up to 0.20% wt.
- Nitrogen content < 0.5% wt.
- Vanadium max. 600 mg/kg
- Water max. 1 % vol.
- Sediment (potential) max. 0.1 % wt.
2.4.4.3 Engine related characteristic values (before engine)
- Inorganic foreign particles < 20 mg/kg
(incl. catalyst residues) (Aluminium content < 5 mg/kg)
Particle size : < 5 um
- Water < 0.2% vol.
2.4.4.4 Additional values
- Aluminium and silicon (total) max. 80 mg/kg
- Asphalts max. 2/3 of coke residue
% wt (Conradson)
- CCAI number max. 870
Current fuel oil characteristics are not sufficient for estimating the combustion properties of
the fuel oil. This means that service results depend on oil proper ties which cannot be known
beforehand. This especially applies to the tendency of the oil to form deposits in the
combustion chamber, gas passages and turbines. It may, therefore, be necessary to rule out
some oils that cause difficulties.
2.4.5 Intake air
The quality and condition of intake air (combustion air) have a significant effect on the power
output of the engine output as well as on the engine's lifetime. In this regard, not only the
atmospheric conditions are extremely important, but also contamination by solid and gaseous
foreign matter. Mineral dust in the intake air increases wear, chemicals and gases promote
corrosion. | | Used Power Plant | MAN-18V32/40 | used power plant, equipment, spare parts, prior to sales, or just as information, not accurate or not for specific plant only. | | | |
| Pubdate: 2022/4/26 16:56:22 |
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