HiMSEN H21C Project Guide

PROJECT GUIDE
HiMSEN H21C
FOR MARINE
st
2023 1 EDITION

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DISCLAIMER
All information provided in this document is for informational purposes only.
It is not a definitive binding document and may be changed without prior notice. In addition, there are no
guarantees or guarantees for any particular content. Depending on the requirements of the specific project in
the future, related data and documents may be changed, and specifications should be determined after
evaluation by specific project. This should be determined according to each individual project, that is, the
specifications required for the specific area and specific operating conditions.

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List of updates for H21C Project Guide

Revision: 1st edition 2023

Issued date: July 2023

No. Section No. Section name Description

1 3.2 Engine capacity data Table 3.2 Engine capacity data updated

2 5.3 Operation data and alarm points Table 5.3 Operation data for each T/C maker updated

3 8.3 Cooling water quality and treatment Table 8.10 Recommended products list updated

Remark
The above information is the major updates from the previous version, and it doesn’t include the
minor changes.

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Page
1 General information
1.1 Introduction 7
1.2 Engine nomenclature 8

2 Structural design and installation

2.1 Principal data 9
2.2 Engine cross section 10
2.3 Engine design outline 11
2.4 Generating-set dimension and weight 14
2.5 Mounting 15
2.6 Overhaul dimension 16

3 Performance data
3.1 Rated power for Generating-set 17
3.2 Engine capacity data 18
3.3 Engine performance 22
3.4 Exhaust gas emission 26
3.5 Power de-rating diagram 28
3.6 Correction of fuel oil consumption 29
3.7 Correction of exhaust gas temperature 31

4 Dynamic characteristics and noise

4.1 External forces and couples 33
4.2 Moment of inertia 35
4.3 Noise measurement 36

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Page
5 Operation and control system
5.1 Engine operation 37
5.2 Outline of engine automation 42
5.3 Operation data and alarm points 44
5.4 HiEMS 47

6 Fuel system
6.1 Internal fuel oil system 51
6.2 External fuel oil system 53
6.3 Fuel oil specification 60
6.4 Fuel oil viscosity diagram 71
6.5 Fuel oil quality 72

7 Lubricating oil system

7.1 Internal lubricating oil system 75
7.2 External lubricating oil system 78
7.3 Lubricating oil specification 82
7.4 List of lubricants 84

8 Cooling water system

8.1 Internal cooling water system 87
8.2 External cooling water system 90
8.3 Cooling water quality and treatment 97

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Page
9 Air and exhaust gas system
9.1 Internal compressed air system 99
9.2 External compressed air system 101
9.3 Internal combustion air system 103
9.4 External combustion air system 104
9.5 External exhaust gas system 106
9.6 External exhaust gas pipe connection 108
9.7 Approach of SCR system installation 110
9.8 Exhaust gas silencer with spark arrestor 112
9.9 Exhaust gas silencer without spark arrestor 114
9.10 Generator information 116

10 Engine maintenance
10.1 Maintenance schedule 117
10.2 Recommended wearing parts 125
10.3 List of standard spare parts 129
10.4 Heavy parts for maintenance 131
10.5 List of standard tools 133

11 Appendix 1 (Piping symbols) 137

12 Appendix 2 (Instrumentation code) 142

13 Note 143

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1 General information
1.1 Introduction
This project guide provides necessary information and recommendations for the application of
HYUNDAI HiMSEN H21C generating-set (gen-set). ‘HiMSEN'® is the licensed brand name of
HYUNDAI's own design engine and the abbreviation of 'Hi-Touch Marine & Stationary ENgine'.
The HiMSEN H21C generating sets are delivered as complete packages, an engine and a
generator are mounted on a common base frame together with related auxiliary equipment.

Please note that all data and information prepared in this project guide are for guidance only and
subject to revision without notice. Therefore, please contact Hyundai Heavy Industries Co., Ltd.
before actual applications of the data. Hyundai Heavy Industries Co., Ltd. (HHI) will always
provide the data for the installation of specific project.

Each sheet is identified by the engine type and own 'Sheet Number'. Therefore, please use engine
type 'H21C', and 'Sheet No.' for easier communications.

Engine model designation

7 H 21 C
No. of cylinders (5. 6, 7, 8, 9)

HYUNDAI's HiMSEN

Cylinder bore in cm

HiMSEN CLEAN Version

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1.2 Engine nomenclature

1.2.1 Cylinder numbering

Exhaust Side
(Free end)
Free side

Camshaft side

Figure 1.1 Cylinder numbering

1.2.2 Direction of engine rotation

Counter-clockwise viewed from free end

Figure 1.2 Direction of engine rotation

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2 Structural design and installation

2.1 Principal data
Table 2.1 Principal data
4-stroke, vertical, direct injection, single acting and trunk piston type with
Type of engine
turbocharger and inter-cooler.

Cylinder configuration In-line

Number of cylinder 5-6-7-8-9

Rated speed rpm 900 1000

Power per cylinder kW 240 240

Cylinder bore mm 210

Piston stroke mm 330

Swept Volume per cylinder d㎥ 11.4

Mean piston speed m/s 9.9 11.0

Mean effective pressure bar 28.0 25.2

Compression ratio 17 : 1

Direction of engine rotation Clockwise viewed from generator side (Non-reversible)

5H21CM 1-2-4-5-3

6H21CM 1-4-2-6-3-5

Cylinder firing order 7H21CM 1-2-4-6-7-5-3

8H21CM 1-3-5-7-8-6-4-2

9H21CM 1-3-5-7-9-8-6-4-2

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2.2 Engine cross section

Figure 2.1 Engine cross section

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2.3 Engine design outline

2.3.1 General

Hyundai engine 'HiMSEN H21C’ family have simple and smart design suitable for marine
application with high reliability and performance. The key features are summarized as below :

1. Heavy fuel engine can be run with same fuel of main engine (Uni-fuel concept).

2. Eco-friendly and economical engine with the lowest fuel consumption and NOX emission
which are based on the following specific designs :

 High stroke to bore ratio

 High compression ratio
 Optimized supercharging with miller cycle
 High fuel injection pressure

3. Reliable and practical engine with simple, smart and robust structure.

 A number of engine components are minimized with pipe-free design.

 Most of the components are directly accessible for easy maintenance.
 Maintenance concept for each parts is to be provided.
 Feed system is fully modularized with direct accessibility.
 Highly integrated control system.
 Raven components are applied.
 Up-to-date technology is adopted.

Figure 2.2 Engine design outline

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2.3.2 Design of main components

Figure 2.3 Cross section drawing

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2.3.3 Description of feed module

HiMSEN has a unique design of feed module for better reliability and easy maintenance such as
cooling water and lubricating oil system are fully modularized into the feed module with the
following key features;

 All the components of the system, for example, pumps, valves, filters and coolers are
mounted on feed block without any pipe connection, which provides direct accessibility
with fewer parts for easy maintenance as shown below Figure 2.4.

 Feed block has cast-in flow channels for cooling water and lubricating oil circuits, which
are arranged to secure water-tight to oil space and simplified in combination with
pumps and valve housings for better flow characteristics to avoid any risk of corrosion
due to cavitation.

Outline of feed module

Figure 2.4 Outline of feed module

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2.4 Generating-set dimension and weight

A B
C

600

H
P

1530 1759

Table 2.2 Generating-set dimension and weight for 900 / 1000 rpm

Dimensions (mm) Dry weight (ton) 2)

Engine
type Generatin
A B 1) C 1) D H Engine 3)
g-set 4)

5H21C 3735 2249 5984 2990 2600 14.3 22.1

6H21C 4085 2249 6334 2990 2600 16.0 24.9

7H21C 4435 2305 6740 2990 2600 17.8 28.3

8H21C 4785 2305 7090 2990 2653 19.4 30.2

9H21C 5135 2450 7585 2990 2653 21.0 33.6

1. All dimensions and weight are approximate value and subject to change without prior notice.
1) : Depending on alternator.
2) : Weight including a standard alternator (Maker : HHI-EES)
3) : Without common base frame
4) : With common base frame and generator
D : Min. distance between engines
P : Free passage between the engines, width 600 mm and height 2000 mm.

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2.5 Mounting

2.5.1 General

The HiMSEN generating-set consists of diesel engine and alternator mounted on common base
frame. The common base frame is installed on resilient mounts on the foundation in the ship.

The resilient mounting for the generating-set is made with a number of rubber elements in order
to isolate from vibrations between generating-set and hull structure. These rubber elements are
bolted to brackets of the common base frame as shown below Figure 2.5.

Figure 2.5 Resilient mounting

2.5.2 Design of resilient mount

The quantities and position of the resilient mount are determined by the dynamic characteristics
of vessel. Therefore, the final specification of the resilient mount shall be decided based on the
information from vessel contractor.

2.5.3 Connections to the generating-set

Generating-set mounted on resilient mount is usually influenced by a relative motions from the
hull structure. Due to the reason, any rigid fixing between generating-set and hull structure
causes damages to generating-set or hull. Therefore, all connections, for example, pipes,
gratings, ladders, electric wires, etc., should be flexible enough to absorb the relative
movements.

2.5.4 Recommendations for seating design and adjustment

The foundation for common base frame mounting should be rigid enough to support the load
from generating-set. Steel shim plates with thickness of minimum 15 mm between rubber
elements and foundation are required to adjust leveling of each mount (Method 1). Additional
shim plate (Minimum thickness 10 mm) can be used for adjustments (Method 2) as shown
below Figure 2.6. It is also recommended to check the crankshaft deflection before starting up
the engine to secure the correct adjustments of the shim plate and leveling of the generating-

set.
Figure 2.6 Recommendations for seating design

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2.6 Overhaul dimension

Overhaul space of rotor depending on alternator type.

Figure 2.7 Overhaul dimension

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3 Performance data
3.1 Rated power for generating-set
Table 3.1 Rated power for generating-set

Rated output at

Engine
900 rpm / 60 Hz 1000 rpm / 50 Hz
type

Engine Generator Engine Generator

(kWm) (kWe) (kWm) (kWe)

5H21CM 1200 1140 1200 1140

6H21CM 1440 1360 1440 1360

7H21CM 1680 1580 1680 1580

8H21CM 1920 1820 1920 1820

9H21CM 2160 2050 2160 2050

1. The permissible overload is 10 % for one hour every twelve hours.

2. The alternator outputs are calculated for an efficiency of 94~95 % and a power factor of 0.8 lagging.
3. Power adjusting of diesel engines must be consulted to engine builder.

Reference condition

General definition of diesel engine rating is specified in accordance with ISO 3046-1.

ISO condition

Turbocharger air inlet pressure : 1000 mbar

Intake air temperature : 298 K (25 ℃)
L.T cooling water temperature : 298 K (25 ℃)

Tropical condition

Turbocharger air inlet pressure : 1000 mbar

Intake air temperature : 318 K (45℃)
L.T cooling water temperature : 309 K (36℃)

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3.2 Engine capacity data

Table 3.2 Engine capacity data (Rated power : 240 kW / cylinder at 900 rpm)

Cyl. 5 6 7 8 9
Engine MCR
kW 1200 1440 1680 1920 2160

1. Cooling capacities

Charge air

Heat dissipation 1) kW 498 598 697 797 896

Low temperature cooling water flow ㎥/h 34 47 47 61 61

Low cooling water temperature,

cooler in / out ℃ 36 / 48 36 / 48 36 / 48 36 / 48 36 / 48

Lubricating oil

Heat dissipation 1) 3) kW 209 251 293 334 376

Low temperature cooling water flow ㎥/h 34 47 47 61 61

Low cooling water temperature,

℃ 48 / 52 48 / 52 48 / 52 48 / 52 48 / 52
cooler in / out

Cylinder jacket

Heat dissipation 1) kW 209 251 293 335 377

High temperature cooling water flow ㎥/h 34 47 47 61 61

High cooling water temperature,

℃ 75 / 82 75 / 82 75 / 82 75 / 82 75 / 82
engine in / out

2. Gas data 2)

Combustion air consumption kg/h 7800 9360 10920 12480 14040

Exhaust gas flow kg/h 8024 9629 11234 12839 14444

Exhaust gas temperature ℃ 295 295 295 295 295

Allowable exhaust gas back pressure max. mbar 30 30 30 30 30

3. Heat radiation

Engine radiation 1) kW 28 33 39 44 50

Alternator radiation kW (See separate data from alternator maker)

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Cyl. 5 6 7 8 9
Engine MCR
kW 1200 1440 1680 1920 2160

4. Starting air

Air consumption per start 8) N㎥ 3.30 3.40 3.50 3.60 3.70

Starting air source, pressure (20 ℃) max/min bar 30 / 15 30 / 15 30 / 15 30 / 15 30 / 15

5. Pump capacities

Engine driven pumps 4)

Lubricating oil pump (6 bar) ㎥/h 44 54 54 70 70

High temperature cooling water pump

㎥/h 34 47 47 61 61
(1 ~ 2.5 bar)

Low temperature cooling water pump

㎥/h 34 47 47 61 61
(1 ~ 2.5 bar)

External pumps 5)

Marine diesel oil pump (head) - (8 bar) ㎥/h 0.89 1.06 1.24 1.42 1.60

Heavy fuel oil supply pump (head) - (4 bar) ㎥/h 0.44 0.53 0.62 0.71 0.80

Heavy fuel oil booster pump (8 bar at engine

㎥/h 0.89 1.06 1.24 1.42 1.60
inlet, F1) 6)

Remark
1) Under tropical condition(Turbocharger air inlet pressure 1 bar, intake air temperature 45 ℃, LT-cooling water
temperature 36 ℃) with heat dissipation tolerance for coolers +10% / for heat recovery -15%.
2) Under ISO condition (ISO 3046-1:2002, Turbocharger air inlet pressure 1 bar, intake air temperature 25 ℃, LT-
cooling water temperature 25 ℃) with flow tolerance ±10% and exhaust gas temperature tolerance ±25 ℃, these
data are indicative values. For each project, please contact to HHI-EMD.
3) Additional heat for lube oil purification should be included. (30 kJ/kWh).
4) Flow capacity to be within a tolerance of 0 % to + 10 %.
5) Flushing oil quantity of automatic filter is included.
6) Heavy fuel oil booster pump head to be designed by external system designer considering pressure loss of external
system.
7) Engine performance data depends on LCV (Low Calorific Value) of used fuel oil respectively, which influences fuel
rack index of fuel injection pump.
8) This value includes Jet Assist System consumption. The air amount of jet assist for sudden load to be adjusted
depending on the loading condition.

Figure 3.1 Cooling system arrangement

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Table 3.3 Engine capacity data (Rated power : 240 kW / cylinder at 1000 rpm)

Cyl. 5 6 7 8 9
Engine MCR
kW 1200 1440 1680 1920 2160

1. Cooling capacities

Charge air

Heat dissipation 1) kW 506 608 709 810 911

Low temperature cooling water flow ㎥/h 38 52 52 68 68

Low cooling water temperature,

℃ 36 / 48 36 / 48 36 / 48 36 / 48 36 / 48
cooler in / out

Lubricating oil

Heat dissipation 1) 3) kW 211 253 295 338 380

Low temperature cooling water flow ㎥/h 38 52 52 68 68

Low cooling water temperature,

℃ 48 / 52 48 / 52 48 / 52 48 / 52 48 / 52
cooler in / out

Cylinder jacket

Heat dissipation 1) kW 212 254 296 339 381

High temperature cooling water flow ㎥/h 38 52 52 68 68

High cooling water temperature,

engine in / out ℃ 75 / 82 75 / 82 75 / 82 75 / 82 75 / 82

2. Gas data 2)

Combustion air consumption kg/h 7920 9504 11088 12672 14256

Exhaust gas flow kg/h 8147 9776 11406 13035 14664

Exhaust gas temperature ℃ 304 304 304 304 304

Allowable exhaust gas back pressure max. mbar 30 30 30 30 30

3. Heat radiation

Engine radiation 1) kW 28 34 39 45 50

Alternator radiation kW (See separate data from alternator maker)

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Cyl. 5 6 7 8 9
Engine MCR
kW 1200 1440 1680 1920 2160

4. Starting air

Air consumption per start 8) N㎥ 3.30 3.40 3.50 3.60 3.70

Starting air source, pressure (20 ℃) max/min bar 30 / 15 30 / 15 30 / 15 30 / 15 30 / 15

5. Pump capacities

Engine driven pumps 4)

Lubricating oil pump (6 bar) ㎥/h 49 60 60 78 78

High temperature cooling water pump

㎥/h 38 52 52 68 68
(1 ~ 2.5 bar)

Low temperature cooling water pump

㎥/h 38 52 52 68 68
(1 ~ 2.5 bar)

External pumps 5)

Marine diesel oil pump (head) - (8 bar) ㎥/h 0.90 1.08 1.26 1.43 1.61

Heavy fuel oil supply pump (head) - (4 bar) ㎥/h 0.45 0.54 0.63 0.72 0.81

Heavy fuel oil booster pump (8 bar at engine

㎥/h 0.90 1.08 1.26 1.43 1.61
inlet, F1) 6)

Remark
1) Under tropical condition(Turbocharger air inlet pressure 1 bar, intake air temperature 45 ℃, LT-cooling water
temperature 36 ℃) with heat dissipation tolerance for coolers +10% / for heat recovery -15%.
2) Under ISO condition (ISO 3046-1:2002, Turbocharger air inlet pressure 1 bar, intake air temperature 25 ℃, LT-
cooling water temperature 25 ℃) with flow tolerance ±10% and exhaust gas temperature tolerance ±25 ℃, these
data are indicative values. For each project, please contact to HHI-EMD.
3) Additional heat for lube oil purification should be included. (30 kJ/kWh).
4) Flow capacity to be within a tolerance of 0 % to + 10 %.
5) Flushing oil quantity of automatic filter is included.
6) Heavy fuel oil booster pump head to be designed by external system designer considering pressure loss of external
system.
7) Engine performance data depends on LCV (Low Calorific Value) of used fuel oil respectively, which influences fuel
rack index of fuel injection pump.
8) This value includes Jet Assist System consumption. The air amount of jet assist for sudden load to be adjusted
depending on the loading condition.

Figure 3.2 Cooling system arrangement

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3.3 Engine performance

Table 3.4 Engine performance data (Rated power : 240 kW / cylinder at 900 rpm)

Engine load (%)

Performance data
110 100 85 75 50 25

1. Cylinder data

Cylinder output kW 264 240 204 180 120 60

Mean effective pressure bar 30.8 28.0 23.8 21.0 14.0 7.0

2. Combustion air data 1)

Mass flow kg/kWh 6.2 6.5 6.9 7.1 8.0 8.8

Air temperature after cooler ℃ 50 50 50 50 50 50

3. Exhaust gas data 1)

Mass flow kg/kWh 6.4 6.7 7.1 7.3 8.2 9.0

Gas temperature after turbine ℃ 320 290 270 270 290 320

4. Heat balance data 2)

Charge air kJ/kWh 1474 1494 1407 1334 1205 850

Lubricating oil kJ/kWh 640 627 624 694 859 1220

Jacket cooling water kJ/kWh 628 628 620 614 733 1337

Radiation kJ/kWh 92 83 87 103 133 338

5. Specific fuel oil consumption 3)

Specific fuel oil consumption g/kWh 185 183 180 180 186 210

Remark

1) Reference condition is based on ISO 3046-1:2002 (turbocharger air inlet pressure 1 bar, intake air temperature 25 ℃,
L.T cooling water temperature 25 ℃). The above values are based on IMO Tier II emission level on diesel mode
without selective catalyst reduction operation.
Mass flow tolerance ± 10 %, gas temperature tolerance ± 25 ℃ (50% < Load ≤ 110%).
Mass flow tolerance ± 15 %, gas temperature tolerance ± 35 ℃ (Load ≤ 50%).
For heat recovery, additional temperature tolerance - 10 ℃ should be accounted.
When calculating heat dissipation for heat recovery based on the mass flow & temperature,
the mass flow & temperature’s tolerance should be considered.
2) Reference condition is based on tropical condition (turbocharger air inlet pressure 1 bar, intake air temperature 45 ℃,
L.T cooling water temperature 36 ℃).
Heat dissipation tolerance +10% for coolers, -15% for heat recovery.
Additional heat for lube oil purification should be included. (30 kJ/kWh).

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3) Reference condition is based on ISO 3046-1:2002 (turbocharger air inlet pressure 1 bar, intake air temperature 25 ℃,
L.T cooling water temperature 25 ℃).
Specific fuel oil consumption tolerance + 5 % at 85 ~ 100 % load.
Engine driven pumps detached : lubricating oil pump, high temperature cooling water pump, low temperature cooling
water pump.
Specific fuel oil consumption includes the pilot oil consumption and excludes clean leakage fuel oil.
Main fuel oil based on marine diesel oil, lower calorific value 42700 kJ/kg.
Specific fuel oil consumption is warranted at 85 % engine load without selective catalyst reduction operation.

Note) The value are only reference, the values can be modified.

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Table 3.5 Engine performance data (Rated power : 240 kW / cylinder at 1000 rpm)

Engine load (%)

Performance data
110 100 85 75 50 25

1. Cylinder data

Cylinder output kW 264 240 204 180 120 60

Mean effective pressure bar 27.6 25.2 21.4 18.9 12.6 6.3

2. Combustion air data 1)

Mass flow kg/kWh 6.3 6.6 7.1 7.3 8.2 9.5

Air temperature after cooler ℃ 50 50 50 50 50 50

3. Exhaust gas data 1)

Mass flow kg/kWh 6.5 6.8 7.3 7.5 8.4 9.7

Gas temperature after turbine ℃ 320 290 270 270 260 290

4. Heat balance data 2)

Charge air kJ/kWh 1500 1519 1429 1334 1314 923

Lubricating oil Kj/kWh 647 633 628 701 881 1248

Jacket cooling water kJ/kWh 635 635 627 621 752 1367

Radiation kJ/kWh 93 84 88 104 136 346

5. Specific fuel oil consumption 3)

Specific fuel oil consumption g/kWh 187 185 182 182 190 215

Remark

1) Reference condition is based on ISO 3046-1:2002 (turbocharger air inlet pressure 1 bar, intake air temperature 25 ℃,
L.T cooling water temperature 25 ℃). The above values are based on IMO Tier II emission level on diesel mode
without selective catalyst reduction operation.
Mass flow tolerance ± 10 %, gas temperature tolerance ± 25 ℃ (50% < Load ≤ 110%).
Mass flow tolerance ± 15 %, gas temperature tolerance ± 35 ℃ (Load ≤ 50%).
For heat recovery, additional temperature tolerance - 10 ℃ should be accounted.
When calculating heat dissipation for heat recovery based on the mass flow & temperature,
the mass flow & temperature’s tolerance should be considered.
2) Reference condition is based on tropical condition (turbocharger air inlet pressure 1 bar, intake air temperature 45 ℃,
L.T cooling water temperature 36 ℃).
Heat dissipation tolerance +10% for coolers, -15% for heat recovery.
Additional heat for lube oil purification should be included. (30 kJ/kWh).

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3) Reference condition is based on ISO 3046-1:2002 (turbocharger air inlet pressure 1 bar, intake air temperature 25 ℃,
L.T cooling water temperature 25 ℃).
Specific fuel oil consumption tolerance + 5 % at 85 ~ 100 % load.
Engine driven pumps detached : lubricating oil pump, high temperature cooling water pump, low temperature cooling
water pump.
Specific fuel oil consumption includes the pilot oil consumption and excludes clean leakage fuel oil.
Main fuel oil based on marine diesel oil, lower calorific value 42700 kJ/kg.
Specific fuel oil consumption is warranted at 85 % engine load without selective catalyst reduction operation.

Note) The value are only reference, the values can be modified.

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3.4 Exhaust gas emission

3.4.1 General

HiMSEN H21C is designed for environment-friendly engine and complies with the IMO NOX
emission limits with low fuel consumption and less smoke.
Typical composition of exhaust gas emission in volume ratio at full load are as follows:

Table 3.6 Typical compositions of exhaust gas emission

Typical exhaust compositions Volume[%]

Nitrogen, N2 approx. 75

Oxygen, O2 approx. 13

Carbon Dioxide, CO2 approx. 5

Water (Vapor), H2O approx. 6

Argon, Ar approx. 1

Soot, Ash, NOX, CO, HC, etc. residue

Residue is little in amount but ecologically critical. Therefore, a careful attention on the
treatment of fuel oil shall be required for engine operating conditions.

If there is no special requirements from customer regarding the exhaust gas emission, HiMSEN
Generating-set shall be delivered with optimized performance conditions fulfilling the MARPOL
73/78 ANNEX VI, Regulation 13 of value of NOX emissions.

Therefore, it is strongly requested to contact the engine maker if there are any further
requirements regarding exhaust gas emission or special operating conditions.

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3.4.2 Engine international air pollution prevention (EIAPP) certificates

The Engine International Air Pollution Prevention (EIAPP) certificate is related to NOx
emissions. If an engine complies with the NOX emission limits defined in regulation 13 of Annex
VI, the EIAPP certificate with approved NOX technical file shall be issued by the administration
or organization on behalf of the administration. Those are necessary for renewal of EIAPP
certificate through the on-board NOX verification. The approved NOX technical file and EIAPP
certificate shall accompany the engine throughout its life and shall be available at all times on
the ship.

IMO tier II and tier III limits (MARPOL ANNEX VI (73/78))

- : 130 ≤ n < 2000 rpm 44.0 x N-0.23 g/kWh (IMO tier II)
- : 130 ≤ n < 2000 rpm 9.0 x N-0.2 g/kWh (IMO tier III)

NOX Emission from marine diesel engine test Cycle D2

In accordance with ISO 8178-4 and IMO NOX technical code

Figure 3.3 IMO tier II and tier III limits

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3.5 Power de-rating diagram

3.5.1 Diesel operation

De-rating due to Intake air temperature, cooling water temperature

and altitude

Engine output power at maximum continuous rating shall be reduced depending on the
intake air temperature, cooling water temperature and site altitude.

Figure 3.4 De-rating due to intake air temperature, cooling water temperature and altitude

Example

Cooling water temperature before charge air cooler : 36 ℃

Intake air temperature : 30 ℃
Site altitude : 1000 m

From the power de-rating diagram, the power de-rating factor at actual operating condition is
0.97. Therefore the engine output power at actual operating condition should be de-rated to the
97 % of the standard engine rated power.

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3.6 Correction of fuel oil consumption

3.6.1 Correction of ambient condition

Specific Fuel Oil Consumption (SFOC) is referred to the ISO 3046-1 standard condition in
normally.
However, for the condition other than ISO 3046-1:2002 standard condition, the SFOC at
maximum continuous rating can be estimated according to the below formula.

SFOCamb =SFOCISO ×dSFOC

dSFOC=[100+(Tintake -25)×0.05-(Pamb -1000)×0.007+(Tcw -25)×0.07]/100 ×(42700 / LCV)

Where :

SFOCamb (g / kWh) : Specific fuel oil consumption at actual operating condition

SFOCISO (g / kWh) : Specific fuel oil consumption at ISO 3046-1 standard condition
Tintake (℃) : Intake air temperature at actual operating condition
Pamb (mbar) : Turbocharger inlet air pressure at actual operating condition
Tcw (℃) : Cooling water temperature before charge air cooler at actual operating condition
LCV (kJ / kg) : Lower calorific value of the fuel oil

Example,
Intake air temperature (Tintake) : 30 ℃, Pamb : 1000 (mbar)
Cooling water temperature (Tcw) : 30 ℃
Lower calorific value (LCV) : 42700 kJ/kg
SFOCISO : 183 g/kWh at 720 rpm, maximum continuous rating
then, dSFOC = 1.006 and the SFOC at site condition will be increased to 184.1 g/kWh.

3.6.2 Clean leak fuel oil

Clean leak fuel oil (recycling fuel oil) during engine operation is subtracted from measured fuel
oil consumption.
(Refer to 6.1 Internal fuel oil system)

FOCamb = FOC - clean leak fuel oil *)

*) The FOC and clean leak fuel oil (kg/h) are measured over minimum 10 mins.

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3.6.3 Correction of additional fuel oil consumption

If additional devices are attached on the engine or operation fuel is changed, the specific fuel oil
consumption at maximum continuous rating will be increased as follows approximately:

Table 3.7 Correction of additional fuel consumption

Item Additional SFOC [g/kWh]

Lubricating oil pump +2

Low temperature cooling water pump. +1

High temperature cooling water pump +1

Fuel oil feed pump Contact to HHI-EMD

Charge air pressure control device Contact to HHI-EMD

Operation with marine gas oil +2

500 mmWC > Exhaust gas back pressure after turbine > 300 mmWC + 0.5 / 100 mmWC

When low and high temperature cooling water pump is attached on engine,
Additional specific fuel oil consumption by water pump
100 x actual rpm 3 g
ൌ Additional specific fuel oil consumption at 100 % load × ൬ ൰ × ൬ ൰ ൗkWh
load nominal rpm
When lubricating oil pump is attached on engine,
Additional specific fuel oil consumption by lubricating pump
100 x actual rpm g
= Additional specific fuel oil consumption at 100 % load × ൬ ൰ × ൬ ൰ ൗkWh
load nominal rpm

Table 3.8 Additional specific fuel oil consumption of each load

Load 100 ~ 25 % Under 25 %

x 1.15 1.28

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3.7 Correction of exhaust gas temperature

3.7.1 General

Correction for ambient condition

Exhaust gas temperature after turbine is referred to ISO 3046-1 standard condition in normally.

However, for the condition other than ISO 3046-1 standard condition,
the exhaust gas temperature after turbine could be estimated according to the below formula :

Texh.amb =Texh.ISO + dTexh

dTexh =ሺTintake -25ሻ × 1.5 + ሺTcw - 25ሻ × 0.7

where :
Texh.amb (℃) : Exhaust gas temperature after turbine at actual operating condition
Texh.ISO (℃) : Exhaust gas temperature after turbine at ISO 3046-1 standard condition
dTexh (℃) : Deviation of the exhaust gas temperature after turbine
Tintake (℃) : Intake air temperature at actual operating condition
Tcw (℃) : Cooling water temperature before charge air cooler at actual operating condition

Example,
Intake air temperature (Tintake) : 35 ℃
Cooling water temperature (Tcw) : 35 ℃
Texh.ISO : 290 ℃ at 720 rpm, maximum continuous rating
then, dTexg = 22 ℃ and the Texh.amb at actual operating condition will be increased to 312 ℃.

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4 Dynamic characteristics and noise

4.1 External forces and couples
Table 4.1 External forces and couples

External forces and moments Guide force moments

Speed Moment
Engine type Order Order Moment
Horizontal Vertical

rpm No. Hz kNm kNm No. Hz kNm

1 15.0 0.0 12.4 2.5 37.5 29.4

900
2 30.0 0.0 36.2 5 75.0 12.0
5H21C
1 16.7 0.0 12.4 2.5 41.7 29.8
1000
2 33.3 0.0 36.2 5 83.3 11.8

1 15.0 0.0 0.0 3 45.0 15.1

900
2 30.0 0.0 0.0 6 90.0 9.5
6H21C
1 16.7 0.0 0.0 3 50.0 15.5
1000
2 33.3 0.0 0.0 6 100.0 9.1

1 15.0 0.0 7.4 3.5 52.5 29.9

900
2 30.0 0.0 7.3 7 105.0 7.0
7H21C
1 16.7 0.0 7.4 3.5 58.3 30.3
1000
2 33.3 0.0 7.3 7 116.7 6.7

1 15.0 0.0 0.0 4 60.0 26.7

900
2 30.0 0.0 0.0 8 120.0 5.0
8H21C
1 16.7 0.0 0.0 4 66.7 26.1
1000
2 33.3 0.0 0.0 8 133.3 4.7

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External forces and moments Guide force moments

Speed Moment
Engine type Order Order Moment
Horizontal Vertical

rpm No. Hz kNm kNm No. Hz kNm

1 15.0 0.0 5.4 4.5 67.5 25.8

900
2 30.0 0.0 4.0 9 135.0 3.3
9H21C
1 16.7 0.0 5.4 4.5 75.0 25.8
1000
2 33.3 0.0 4.0 9 150.0 3.2

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4.2 Moment of inertia

Table 4.2 Moment of inertia

Moments of inertia ; J1)

Speed Rating Flywheel

Engine Alternator Total
Engine type
MOI MOI2) MOI
MOI Mass

rpm kW kgm2 kgm2 kg kgm2 kgm2

900 1200 68.7 154.0 973.5 93.5 316.2

5H21C
1000 1200 68.7 154.0 973.5 97.3 320.0

900 1440 93.2 244.0 1283.9 143.8 481.0

6H21C
1000 1440 93.2 244.0 1283.9 124.2 461.4

900 1680 103.6 154.0 973.5 152.8 410.4

7H21C
1000 1680 103.6 154.0 973.5 143.0 400.6

900 1920 110.1 154.0 973.5 184.5 448.6

8H21C
1000 1920 110.1 154.0 973.5 161.5 425.6

900 2160 120.5 154.0 973.5 225.1 499.6

9H21C
1000 2160 120.5 154.0 973.5 214.6 489.1

1) Moment of Inertia : GD² = 4 x J (kgm2)

2) Recommended values, the case of different MOI should be confirmed by a torsional vibration analysis.

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4.3 Noise measurement

4.3.1 General description

The airborne noise and air intake noise of the engine are defined as a sound pressure level
according to ISO 6798 and ISO 8528-10. The total 19 point at distance 1 m away from the
engine surface at full load should be measured. The values are averaged with A-weighting in
one octave band.
In the octave level diagram, the minimum and maximum octave levels of all measuring points
have been linked by results. The data can be changed, depending on the acoustical properties
of the environment and the number of cylinder.

900 rpm – Linear

Figure 4.1 Engine air airborne noise level (900 rpm – Linear)

900 rpm – A-Weighting

Figure 4.2 Engine air airborne noise level (900 rpm - A-Weighting)

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5 Operation and control system

5.1 Engine operation

5.1.1 General

HiMSEN is a heavy fuel engine and it is not necessary to change over to diesel fuel at any
operating condition, for example, engine start, stop, low load running, etc.

However, there are some recommended to maintain good performance and reliability
consistently.

5.1.2 Starting condition

Normal starting condition

Lubricating oil

 Continuous pre-lubrication is required

 Temperature : over 40 ℃ (Preheated)

Cylinder cooling water

 Start on marine diesel oil / marine gas oil : over 40 ℃ (Preheated)

 Start on heavy fuel oil : over 60 ℃ (Preheated)

Combustion air

 Intake air temperature : between 0 ℃ and 45 ℃

Starting air

 Refer to the sheet ‘3.2 Engine capacity data’.

Fuel oil (Marine diesel oil / marine gas oil or heavy fuel oil)

 Pre-circulation is required
 Engine inlet viscosity : 12 ~ 18 cSt (Heavy fuel oil)
2 ~ 14 cSt (Marine diesel oil / marine gas oil)

Emergency cold starting condition

Fuel oil : only marine diesel oil / marine gas oil is acceptable.

Cooling water : minimum 5 ℃

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Lubricating oil : minimum 10 ℃, pre-lubricated

(Approx.1500 cSt based on SAE 40)

Intake air temperature : minimum 0 ℃

5.1.3 Engine start

Engine start ready

Engine start ready condition is indicated in local and remote. It is recommended that engine is to
be in warm condition before start.

Starter

 An air motor is installed in engine side and drives fly wheel through gears.
 The air motor is operated by compressed air and controlled by pneumatic solenoid
valve. (See ‘9.1 Internal compressed air system’)

Start block signals

 Turning gear engaged

 ‘Blocking’ switch ‘ON’
 Stop signal ‘activated’
 Common shutdown
 Lubricating oil pressure at engine inlet low
 Tacho failure

5.1.4 Restriction for low load operation

Idle running

 Less than 5 minutes of idle running is permitted if the engine is going to stop.
 Maximum 30 minutes of idle running is permitted if the engine is loaded after idle
running.

Long term low load operation

Marine diesel oil and marine gas oil operation

 Over 15 % load operation : no restriction

 Below 15 % load operation : load up over 70 % load at every limited time at
corresponding load in Figure 5.1.

Heavy fuel oil operation

 Over 20 % load operation : no restriction

 Below 20 % load operation : load up over 70 % load at every limited time at
corresponding load in Figure 5.1.

Duration of flushing operation (See Figure 5.1)

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'Time limits for low load operation' (left) shows admissible operation time at certain load, and
'Duration of flushing operation' (right) shows. The required time for duration that engine
operates at not less than 70 % of full load in order for burning the deposits away.

Example

1. Time limits for low load operation (line A, A')

At 10 % of full load, heavy fuel oil operation is permissible for about 17 hours (line A),
whereas marine diesel oil/marine gas oil operation for 37 hours. (line A').

2. Duration of flushing operation (line B, B')

Engine should be operated for roughly 1.15 hours (heavy fuel oil) and 0.75 hours (marine
diesel oil / marine gas oil) at not less than 70 % of full load.

Figure 5.1 Time limits for low load operation

5.1.5 Engine load-up

HiMSEN engines fulfill all requirements regarding the load application of all major classification
societies and IACS.

The engine has to be in warm condition for normal or emergency load up. When the engine is in
cold condition, the continuous load up should be slower than normal and high step load should
be prohibited.

Continuous load-up

The continuous load up capacity in engine condition is referred in Figure 5.2.

At warm condition, the 100 % load can be achieved in 2 min. by continuous ramping up at
normal condition. At emergency condition, the load can be more quickly increased to 100 % in
30 sec.

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Step by step load-up

Considering the time and safety required for stabilizing the frequency due to sudden load up, it
is recommended to load up from idle to full load by more than three steps under approval of
classification society. HiMSEN generating-sets fulfill the requirements of classification societies
concerning the frequency deviation and recovery time when loading up 3 steps from 0 % to
100 %.

* The starting time may be subject to change and shall be informed separately for specific project.

Figure 5.2 Engine load up capacity in ramp

Curve [a] : Starting condition and load-up with warm(stand by) engine

 Continuous pre-lubricating is required

 Lubricating oil temperature : over 40 ℃
 Jacket cooling water temperature : over 40 ℃ on marine diesel oil start
 Jacket cooling water temperature : over 60 ℃ on heavy fuel oil start
 Intake air(Compressor air inlet) temperature : between 0 ℃ and 45 ℃
 Starting air pressure : refer to the sheet ‘3.2 Engine capacity data’.
 Fuel oil : marine diesel oil or heavy fuel oil

Curve [b] : Maximum capacity for quick starting and load-up with warm(stand by)
engine

 Required same condition as curve [a]

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Curve [c] : Stating condition and load-up with cold engine

 Continuous pre-lubricating is required

 Lubricating oil temperature : minimum 10 ℃
 Jacket cooling water temperature : minimum 15 ℃
 Intake air(Compressor air inlet) temperature : minimum 0 ℃
 Starting air pressure : starting condition with warm engine + minimum 5 bar
 Fuel oil : only marine diesel oil acceptable

5.1.6 Engine stop

Two stop functions are applied to engine for safety reason.

Emergency stop

Emergency stop valve activates stop air cylinder at each fuel injection pump and governor stops
the engine via fuel regulating shaft by stop solenoid valve simultaneously.

Normal stop

Governor stops the engine via fuel regulating shaft.

Stop signals

Both stoppers are activated by normal stop order by stop button or shut-down signals as below;

 Lubricating oil pressure switch ‘Low’

 High temperature cooling water temperature switch ‘High’
 Engine over speed rpm ‘High’
 Emergency stop switch ‘Operation’
 Bearing temperature switch ‘High’ (Option)
 Oil mist density ‘High’ (Option)
 Both engine speed sensors ‘Fail’

5.1.7 Prelubrication system

Prelubricating oil pump

The pump unit is installed in engine side and supplies prelubricating oil to engine during either
the engine stops or the engine’s rpm level is below run state during engine starting.

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5.2 Outline of engine automation

5.2.1 General

HiMSEN generating-sets provide automation system for engine safety, control and indicating
based on programmable logic controller.

The system is independently installed in each engine and also can be connected to the remote
system, for example main switch board of engine control room via hard wired communication
cables.

In addition to fulfilling the requirements of all classification societies and IACS, the system
provides more friendly features to customers.

For example,

 Compact size and easy installation

 Digital display (Engine and Turbocharger rpm)

5.2.2 System configuration

The system consists of the following sub systems.

Refer to Figure 5.3 for concept of sub system.

 Control (Start / Stop) and safety system

 Digital tachometer unit (Engine and turbocharger rpm)
 Indicating and switch unit
 Electronic instrumentation
 Local gauges
 Provision for external signal interface of yard’s requirement

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Figure 5.3 HiMSEN engine control communication interface

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5.3 Operation data and alarm points

Operation data of the engine is listed below table.
Some data may be subject to change and shall be informed separately for specific project.

Table 5.1 Operation data of the engine

Normal
Auto stop
System Descriptions operation range Alarm and sensor
of engine
at rated power
900 rpm
113%(1st)
Engine speed SI47 SD High
Speed 115%(2nd)
1000 rpm
control

TC speed SI42 AL High (A)

Fuel oil filter
differential PI51 ~ 52 AL High 1.5 bar
pressure
Fuel oil pressure
PI51
engine inlet

(MDO) 4.0 ~ 8.0 bar AL Low 1 bar

For continuous
HFO operation 7.0 ~ 10.0
(HFO) AL Low 6 bar
bar
For continuous
(MDO) 7.0 ~ 8.0 bar AL Low 6 bar
Fuel oil system MDO operation

TI51

Fuel oil
temperature (MDO) 30 ~ 45 °C
engine inlet

(HFO) 110 ~ 150°C AL High 155 °C

Clean fuel oil High

LS54 AL High
leakage tank level level
Lubricating oil filter
differential 0.1 ~ 1.0 bar AL High 1.5 bar
pressure (D)
Lubricating oil
pressure before PI61 4.2 ~ 6.0 bar
filter
Lubricating oil
pressure engine PI62 4.0 ~ 5.0 bar AL Low 3.5 bar SD Low 3 bar
inlet
Lubricating oil
AL Low 0.08 bar
priming pressure
Lubricating oil
Lubricating oil temperature TI62 60 ~ 70 °C AL High 80 °C
system engine inlet
Lubricating oil
PI63 (A) AL Low (A)
pressure TC inlet
Lubricating oil
temperature main TI69 AL High 95 ℃ SD High 100 ℃
bearing★)
Lubricating oil mist High
AL High SD High High level
detector★) level
High
AL High
Lubricating oil level
sump tank level Low
AL Low
level

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Normal
Auto stop
System Descriptions operation range Alarm and sensor
of engine
at rated power
High temperature
0.4+(B)
water pressure PI75 2.5 ~ 4.5 bar AL Low
bar
engine inlet
High temperature
water temperature TI75 70 ~ 80 °C
engine inlet
High temperature
water temperature
each cylinder TI77 75 ~ 85 °C
★)
outlet
Cooling water High temperature
system water temperature TI76 75 ~ 85 °C AL High 90 °C SD High 95 ℃
engine outlet
Low temperature
0.4+(B)
water pressure PT71 1.0 ~ 4.5 bar AL Low
bar
engine inlet
Low temperature
water temperature TI71 30 ~ 40 °C AL High 45 °C
engine inlet
Low temperature
water temperature TI72 35 ~ 50 ℃
air cooler outlet

Cylinder pressure(C) Max. 225 bar

Cylinder pressure
deviation from Max. ±5 bar
average of cylinders
Charge air pressure
PI21 3.3 ~ 4.6 bar
after cooler
Charge air
Combustion temperature after TI21 35 ~ 55 °C
gas / air cooler
system
Exhaust gas
temperature
TI25 ±50 ℃ AL High ±70 ℃
deviation from
average of cylinders
Exhaust gas
temperature TC inlet
420 ~ 580 °C AL High 620 ℃

Exhaust gas
temperature TC TI27) 230 ~ 410 °C AL High 450 ℃
outlet

Compressed air inlet 5.0 ~ 7.0 bar AL Low 4.5 bar For 5, 6, 7 cylinder
Compressed pressure
PI41
air system (After reducing
valve) 8.0 ~ 10.0 bar AL Low 7.5 bar For 8, 9 cylinder

(A). Depending on cylinder No. and T/C maker

(B). Depend on the height of expansion tank
(C). Measured at indicator cock
(D) Based on standard cartridge type filter.
★)
Can be applied as an option.

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Table 5.2 Definition of code

Code Description Code Description

AL Alarm SD Shutdown

Table 5.3 Operation data for each T/C maker

T/C lubricating inlet pressure

T/C maker T/C type

Pressure range Alarm

Bar Bar

KBB ST - series 2.0 ~ 4.0 1.5

TPS - series 2.0 ~ 3.0 1.5

A130 ~ A145 2.0 ~ 4.5 1.5

ABB
A150 ~ A155 1.5 ~ 3.0 1.3

TPL - series 1.5 ~ 2.5 1.3

MET30SRC 0.6 ~ 1.5 0.3

MHI
MET37SRC 0.6 ~ 1.5 0.6

Napier Na - series 1.5 ~2.5 1.3

1. Note. This value was selected after review by the engine builder based on the turbocharger maker manual.

Table 5.4 The symbol number and measuring range for local instrument

Description Symbol No. Measuring range

Fuel oil pressure at engine inlet PI 52 0 ~ 16 bar

Pressure
Lubricating oil pressure at engine
PI 62 0 ~ 10 bar
inlet

Fuel oil temperature at engine inlet TI 52 0 ~ 200 ℃

Low temperature water temperature

Temperature TI 71 0 ~ 120 ℃
at air cooler inlet
Low temperature water temperature
TI 72 0 ~ 120 ℃
at air cooler outlet
1. All measurement can be monitored on local operating panel.

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5.4 Hyundai intelligent Equipment Management Solution (HiEMS)

Introduction

HiEMS, offers a real-time engine status monitoring, troubleshooting guidance to marine

engineers and provides connectivity between engines and on shore monitoring center.
With HiEMS, HiMSEN customers can get our experts of engine and service close to you.
With intuitive UI, engine operators can figure out the root cause of a certain alarm and get the
technical advice and troubleshooting guide. When detecting the abnormalities in engine, HiEMS
transfers alarm/fault information and sensor data to onshore for the detail analysis.
Also, HiEMS keeps long term data for fleet and engine managements.

Benefits

On Ship

HiEMS provides guidance for the engine operator, maintenance function with engineering based
instruction guide and integrated trouble shooting guide, which enables engine operators to run
and maintain HiMSEN Engine at optimal condition.

On Shore

Ship managers can manage the fleet of HiMSEN engines with HiEMS, accessible 24*7 through
the Digital Innovation (DI) center of HGS (Hyundai Global Service).
Ship managers can get real-time remote diagnostics, qualified advices and services from our
engineers and service experts. (On reporting service version)

Main features

On Ship

Real-time status monitoring of the HiMSEN engine

 Status of the engine, indicator of sub systems, trend and surveillance with FAT.

Analysis tools for engine data

 Performance, deviation, correlation analysis and statistics.

Maintenance and guidance based on the instruction guide

 Alarm manager, maintenance manager, wearing parts manager.

On Shore

Status monitoring of the fleet of HiMSEN engines

 Overall status of alarm and running hour.

 Long term data management and reporting service.

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License policy

Standard version

All main features for “On ship” is available, data of a specific time interval is sent to on shore,
such as alarm, statistics and operational data.

Reporting service version

Including “Standard version” features, regular reporting service is available through Hyundai
Global Service (HGS).
Contact Hyundai Global Service (HGS) for reporting service.

Figure 5.4 HiMEMS configuration and network

Key functions

Real-time status monitoring of the HiMSEN engine

 Indicators of sub systems, running information.

 Status information by location through P&ID. (DF only)

Figure 5.5 display of real-time status monitoring

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Maintenance

Maintenance and guidance based on the instruction guide

 Alarm/Event, maintenance, wearing parts manager.

Figure 5.6 Display for the maintenance and guide

Analysis and diagnosis

Analysis tools for engine data

 Performance, deviation, correlation analysis and statistics.

 Compare FAT data with current state.

Figure 5.7 Display for the engine analysis

Fleet management (Option)

On shore, status monitoring of the fleet of HiMSEN engines

 Overall status of alarm, running hour and reporting service.

Figure 5.8 Digital innovation center

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6 Fuel system
6.1 Internal fuel oil system

Diagram for Internal fuel oil system

*) Scope of instrumentations will be according to extent of delivery and engine builder's standard.

Figure 6.1 Diagram for Internal fuel oil system

Table 6.1 Size of external pipe connections

Code Description Size Remark

F1 Fuel oil inlet 25A JIS B 2220

F2 Fuel oil outlet 25A JIS B 2220

F3 Leaked fuel oil drain (dirty) Ø15 JIS B 2220

F4 Recycling fuel oil drain (clean) Ø18 JIS B 2220

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6.1.1 General description

Fuel system for the diesel engine is designed for a reliable combustion of heavy fuel oil as well
as diesel fuel oil. Therefore, it is not recommended to change over the fuels except for the cold
starting, flushing of the system, maintenance or long term stand still.

Fuel oil system

The fuel oil injection equipment comprises an injection pump, connection block, injection pipe
and injection valve, which are installed on each cylinder. The system is designed for operating
the high pressure of the fuel injection with better combustion.

The amount of fuel injection is controlled by governor via the common regulating shaft and
spring loaded linkage, which maintains the engine speed at the preset-value by continuous
positioning of the fuel pump rack.

The clean leak oil from each injection pump, high pressure connection block, etc. is drained and
collected to the recycling fuel oil leakage alarm tank. It can be recycled without additional
separation process. Recycling fuel oil leakage alarm tank is a modularized box for the external
connections, which provides :

 Connections for fuel oil return pipes 25A

 Connection for a recycling drain pipe Ø18
 Alarm switch and tank for excessive leakage

The dirty leak oil is collected to the common drain pipe led to the sludge tank.
The total leak rate of fuel oil is 0.23 x Cf1) liter / cylinder hour (Tolerance ± 50 %). The recycling
fuel oil can be led to external tank to be reused.

1) Cf : Heavy fuel oil = 0.5, Marine diesel oil = 1.0, Marine gas oil = 2.0

Option
Fuel oil safety filter can be mounted on request as an option.

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6.2 External fuel oil system

Diagram for heavy fuel oil system – Normal operation

Figure 6.2 Diagram for heavy fuel oil system (B91-328883-6.0)

Table 6.2 System components

Code Description Code Description

TK-01 Day tank, heavy fuel oil FT-01 Suction strainer, heavy fuel oil

TK-02 Day tank, marine diesel oil FT-02 Suction strainer, marine diesel oil

TK-03 Mixing tank FT-03 Automatic filter

TK-04 Drain tank for dirty oil CO-01 Marine diesel oil cooler

TK-05 Drain tank for clean oil CO-02 Cooler

AV-01 Auto deaerating valve HE-02 Heater

FM-01 Flow meter VC-01 Viscosity controller

PP-01 Heavy fuel oil supply pump (4 bar) PV-01 Pressure control valve

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Code Description Code Description

Heavy fuel oil booster pump Marine diesel oil inlet pressure
PP-02 PV-02
(8 bar at fuel oil inlet, F1) control valve (6 bar)
Emergency marine diesel oil pump (6 Marine diesel oil outlet pressure
PP-03/04 PV-03
bar) control valve (2 bar)
Heavy fuel oil, marine diesel oil change Heavy fuel oil inlet pressure
CV-01~05 PV-04
over valve control valve (9 bar)

1. In case of continuous marine diesel oil operation, contact to HHI-EMD.

2. Additional day tanks for low sulfur heavy fuel oil and / or marine diesel oil could be required due to IMO MARPOL
Annex VI, a special notation of classification societies, a local regulation, or other reasons.
3. This heavy fuel oil system is only for guidance for generator engines. All external piping design and system
arrangement should be designed by shipbuilder in accordance to the classification rules and building specifications.

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Diagram for marine diesel oil (marine gas oil) system – Normal operation

Figure 6.3 Diagram for marine diesel oil (marine gas oil) system (B91-328883-6.1)

Table 6.3 System components

Code Description Code Description

TK-02 Day tank, marine diesel oil FT-02 Suction strainer, marine diesel oil

TK-04 Drain tank FT-04 Duplex filer

TK-05 Drain tank for clean oil CO-01 Marine diesel oil cooler

FM-01 Flow meter PP-03/04 Emergency marine diesel oil pump (6 bar)

Marine diesel oil outlet pressure

PV-01 Pressure control valve PV-03
control valve (2 bar)

FM-02 Flow meter

1. In case of continuous marine diesel oil operation, contact to HHI-EMD.

2. Additional day tanks for low sulfur heavy fuel oil and / or marine diesel oil could be required due to IMO MARPOL
Annex VI, a special notation of classification societies, a local regulation, or other reasons.
3. This heavy fuel oil system is only for guidance for generator engines. All external piping design and system
arrangement should be designed by shipbuilder in accordance to the classification rules and building specifications

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6.2.1 General requirements

The external fuel system for the auxiliary engines can be a common with main engine system or
an independent system depending on the shipbuilder's choice.
In any cases, the condition of fuel oil, especially heavy fuel oil, is critical for the reliable
operation of the engine. The most important conditions and requirements of the external fuel oil
system are described as follows :

Well cleaned fuel

Solid particles and water in the fuel cause over wearing and frequent maintenance for the
engine itself as well as external fuel system. Therefore, the proper and reliable separation
equipment should be included in the external fuel oil system not only for heavy fuel oil but also
for distillate fuel.

Proper viscosity, temperature, pressure

The appropriate viscosity, temperature and pressure are necessary. Therefore, preheating,
insulation with heat tracing, and pressurizing equipment should be included in the external fuel
oil system. Especially if the fuel is at low viscosity, fuel temperature should be controlled to meet
the required viscosity by fuel cooling device such as cooler unit.

In order to prevent excessive pressure losses and also to minimize possible pressure pulses in
the piping system, the fuel oil velocity should not exceed :

 Marine diesel oil suction pipe : 0.5 ~ 1.0 m/s

 Marine diesel oil pressure pipe : 1.5 ~ 2.0 m/s
 Heavy fuel oil suction pipe : 0.3 ~ 0.8 m/s
 Heavy fuel oil pressure pipe : 0.5 ~ 1.2 m/s

Marine diesel fuel oil

Diesel fuel oil system is necessary to back up (especially for emergency situations) and, it is
also used for flushing before engine stop for long period standstill and in the event of major
overhaul.

External fuel oil system

Normally the external fuel system comprises the fuel treatment system and fuel feed system.
General requirements described on next section and more detailed information can be provided
if needed for specific vessel or plant.

Fuel oil treatment system

The fuel treatment system should be designed for proper cleaning of heavy fuel oil considering
total fuel consumption of the vessel. Centrifugal separators should be an automatic type with the
same additional stand-by unit. The separator should be capable of purifying the worst grade of
the fuel oil. Normally, the fuel oil grade of H380 to H700 requires the capability of up to 1010
kg/㎥.
For distillate fuel, an independent purifier system is required.

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It is necessary to ensure a proper cleaning of heavy fuel oil as follows :

 Selection and operation of fuel oil centrifuges according to supplier's recommendation

 Correct heavy fuel oil temperature at inlet to centrifuges
(The centrifuges should be always operated with an inlet temperature of 98 ℃ for
heavy fuel oil)
 Correct throughput of fuel oil through centrifuges

P x b x 24(h)
Q=
pxt
P = maximum continuous output of the engine(s) [kW]
b = specific fuel consumption + safety margin (15 %) [g/kWh]
p = density of the fuel [kg/m3]
t = daily separating time(h) (usually = 23 h or 23.5 h)

 Proper density of heavy fuel oil in conformance with centrifuge specification

 Proper maintenance of centrifuges

The centrifuges should be operated in parallel, unless the centrifuge installation comprises
manually operated centrifuges, with the purifier followed by the clarifier. To achieve the
maximum separation efficiency, it is recommended to always use all available heavy fuel oil
centrifuges whenever possible, and to operate them in parallel with an adjusted feed rate
lowering the throughput in the centrifuges. This will ensure the longest possible retention time in
the centrifuges and optimal efficiency for removal of catalytic fines.

It is important that maintenance and operation of the centrifuge is done according to the
recommendations of the manufacturer.

The required capacity of the daily (service) tank and the settling tank for heavy fuel oil is
minimum 24 operating hours feed for continuous full load operation. Each tank should be
heated to have stable temperature between 50 ~ 70 ℃. Each tank should be equipped with
effective sludge and water drain system.

6.2.2 Fuel feed system

The fuel feed system can be common with other engines. The one of the most important is the
proper control of the fuel viscosity. So the fuel feed system should have appropriated heating
equipment and insulation accordingly. In addition, the fuel oil should be pressurized to avoid the
gas separation due to high temperature.

Day tank for heavy fuel oil

The heavy fuel day tank should be filled with cleaned fuel by continuous fuel separation.

 Tank capacity : minimum 24 operating hours feed for full load operation.
 Tank heating : approx. 75 ℃, as stable as possible.
 Sludge / water space and drain provided.

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Heavy fuel oil / marine diesel oil changeover valve

The heavy fuel oil and marine diesel oil changeover valves should be installed before the supply
pump and the cooler for fuel oil outlet respectively. The valve can be a manual type or an
electro-pneumatic remote control type for the flexible fuel mode selection at any load conditions.

Suction strainer

To protect the supply pump, a suction strainer with a fineness of approx. 0.5 mm with magnet
should be installed on the pump suction side.

Supply pump

 Capacity : min. 1.5 x total fuel consumption at maximum continuous rating + back
flushing quantity
 Pump head : 4 bar
 Operating temperature : 100 ℃
 Viscosity (for electric motor) : 1000 cSt

Flow meter

If a measuring device for fuel oil consumption is required, it has to be fitted between the supply
pump and the mixing tank.

A by-pass line has to be installed in parallel with the flow meter to ensure the fuel oil supply free
from possible clogging.

Mixing tank

The major purpose of mixing tank is to ensure the ventilation of the gas from the hot fuel oil and
a gradual temperature balance by mixing the hot returned oil from the engine with the oil from
the day tank.

The volume of mixing is tank is required not less than 100 liters.

Pressure control valve

The pressure control valves maintain constant system pressure. The surplus oil return to the
supply pump suction side or to the fuel oil return line.

Booster pump

Since the heated fuel oil has to be continuously recirculated, the booster pump should ensure
the fuel circulation with the required pressure in the system.

 Capacity : min. 3.0 x total fuel consumption at maximum continuous rating + back
flushing quantity
 Pump head : 8 bar at Fuel oil inlet, F1
 Operating temperature : 150 ℃
 Viscosity (for electric motor) : 500 cSt

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Heater and viscosity controller

In order to ensure the correct injection viscosity at 12 ~ 18 cSt (HFO), the dual heaters are
controlled by the viscosity controller.

Each heater should have sufficient capacity for heating the fuel oil for all engines at full load,
one heater can therefore be overhauled while the other one is in service.

Auto back flushing filter

In the circulating lines, absolute 10 μm automatic back-flushing filter must be installed before the
branch pipe for each engine to ensure the cleanness of the fuel oil. If the cleaning cycles of the
automatic back-flushing filter are increased, the fuel oil treatment system must be optimized in
order to protect the engine.

Safety filter

Fuel oil safety filter, duplex type of absolute 50 ㎛, to be built in the fuel oil supply line of each
engine.

Drain tank for dirty oil

The dirty leak oil from the engine is drained by gravity and collected to the drain tank for dirty oil,
where heating coils are required. The drain tank should be transferred to the sludge tank.

Marine diesel oil feed system

Even for the heavy fuel oil engine, an independent marine diesel oil feed system is required for
the cases as below;

 Long time low load operation or stop

 Maintenance of heavy fuel oil system
 Emergency situation such as a black-out.

Emergency start

In emergency situation such as black out, marine diesel oil must be supplied to start up stand-by
engines with a sufficient fuel oil pressure, which can be supplied by emergency booster pump or
a gravity tank which is located minimum 8 m above the engine.

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6.3 Fuel oil specification

The fuel oil specifications are based on ISO 8217 : 2017. The fuel is largely classified into two
categories as distillate fuel and residual fuel. Distillate fuels are categorized into DMX, DMA,
DFA, DMZ, DFZ, DMB, and DFB. Residual fuels are categorized into RMA 10, RMB 30, RMD
80, RME 180, RMG 180 to 700, RMK 380 to 700. The usage of DMX is restricted by SOLAS
requirement due to its low flash point.

The terminologies of marine fuel oil to be called after 1st January 2020 have been determined
as below Table 6.4. In accordance with the most relevant characteristics.

HiMSEN is able to operate with all fuels specified in the below table. The simplified
terminologies listed in Table 6.4 allows easy determination if the fuel can be applicable for
HiMSEN.

Table 6.4 Designation of fuel grades

Typical viscosity (cSt)
(at 50 ℃ for residual fuels
Sulfur content
Fuel grade and 40 ℃ for distillate ISO 8217 : 2017
(%)
fuels)
Minimum Maximum
HSFO 1.0 ൏ S ൑ 3.5
(High sulfur fuel oil) (or even higher) Residual marine fuels
10 700 (RMB, RMD, RME,
LSFO RMG, RMK)
HFO 0.5 ൏ S ൑ 1.0
(Low sulfur fuel oil)
(Heavy
fuel oil) VLSFO 2 ~ 380
0.1 ൏ S ൑ 0.5
(Very low sulfur fuel oil) (Not decided yet)
Not defined
ULSFO 9 ~ 67
S ൑ 0.1
(Ultra low sulfur fuel oil) (Not decided yet)
MGO Distilled marine fuels
S ൑ 1.0 2 6
(Marine gas oil) (DMA, DFA, DMZ, DFZ)
Distillate marine fuels
MDO (DMB, DFB)
S ൑ 1.5 2 11
(Marine diesel oil) Residual marine fuels
(RMA 10)

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Table 6.5 Specifications of distillate fuels

Category ISO-F-
Test
Characteristics Unit Limit method
reference
DMX DMA DFA DMZ DFZ DMB DFB

Kinematic viscosity at mm2/s max. 5.5 6.0 6.0 11.0

ISO 3104
40 ℃ a)
min. 1.4 2.0 3.0 2.0
ISO 3675
Density at 15 ℃ Kg/m3 min. - 890.0 890.0 900.0 or
ISO 12185

Cetane index - min. 45 40 40 35 ISO 4264

ISO 8754
b) Mass ISO 14596
Sulfur max. 1.0 1.0 1.0 1.5
% ASTM
D4294

Flash point ℃ min. 43.0 60.0 60.0 60.0 ISO 2719

Hydrogen sulfide mg/kg max. 2.0 2.0 2.0 2.0 IP 570

mg ASTM
Acid number max. 0.5 0.5 0.5 0.5
KOH/g D664

Total sediment by hot Mass ISO

max. - - - 0.10 c)
filtration % 10307-1

Oxidation stability g/m3 max. 25 25 25 25 d) ISO12205

ASTM
Fatty acid methyl Volum
max. - - 7.0 - 7.0 - 7.0 D7963
ester(FAME) e) e%
or IP579
Carbon residue : micro
method on the 10 % Mass
max. 0.3 0.30 0.30 - ISO 10370
volume distillation %
residue
Carbon residue : Mass
max. - - - 0.30 ISO 10370
micro method %

Cloud Winter ℃ max. -16 report report -

ISO 3015
point f) Summer ℃ min. -16 - - -
Cold filter Winter ℃ max. - report report - IP 309 or
plugging
Summer ℃ min. - - - - IP 612
point f)
Pour point Winter ℃ max. - -6 -6 0
ISO 3016
(upper) f) Summer ℃ max. - 0 0 6

Appearance - - Clear and bright g) c)

Volum
Water max. - - - 0.30 c) ISO 3733
e%

Mass
Ash max. 0.01 0.01 0.01 0.01 ISO 6245
%
Lubricity, corrected
wear scar diameter ISO
µm max. 520 520 520 520 d)
12156-1
(WSD 1,4) at 60 ℃ h)

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a) 1 mm2/s = 1 cSt
b) Notwithstanding the limits given, a purchaser shall define the maximum sulfur content in accordance with
relevant statutory limitations. See introduction of ISO 8217 : 2017.
c) If the sample is not clear and bright, the total sediment by hot filtration and water tests shall be required. See
6.8 and 6.12 of ISO 8217 : 2017.
d) If the sample is not clear and bright, the test cannot be undertaken and therefore, compliance with this limit
cannot be shown.
e) See 5.1 and Annex A of ISO 8217 : 2017
f) Pour point cannot guarantee operability for all ships in all climates. The purchaser should confirm that the
cold flow characteristics (pour point, cold filter plugging point) are suitable for the ship’s design and intended
voyage. See 6.11 of ISO 8217 : 2017.
g) If the sample is dyed and not transparent, then the water limit and test method as given in 6.12 of ISO 8217 :
2017 shall apply.
h) This requirement is applicable to fuels with a sulfur content below 500 mg/kg (0.050 mass %).

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Table 6.6 Specifications of residual fuels

Category ISO-F- Test

Characteristics Unit Limit method
RMA RMB RMD RME reference
10 30 80 180
max
Kinematic viscosity at 50 ℃ mm2/s a) 10.0 30.0 80.0 180.0 ISO 3104
.
ISO 3675
max or
Density at 15 ℃ kg/m 3
920.0 960.0 975.0 991.0
. ISO
12185
max
CCAI - 850 860 860 860
.
ISO 8754
ISO
b) max *)
Sulfur mass % Statutory requirements 14596
.
ASTM
D4294

Flash point ℃ min. 60.0 60.0 60.0 60.0 ISO 2719

max
Hydrogen sulfide mg/kg 2.0 2.0 2.0 2.0 IP 570
.
mg max ASTM
Acid number c) 2.5 2.5 2.5 2.5
KOH/g . D664
max ISO
Total sediment aged mass % 0.1 0.1 0.1 0.1
. 10307-2
Carbon residue : micro max ISO
mass % 2.5 10.0 14.0 15.0
method . 10370
max
Winter ℃ 0 0 30 30
Pour .
ISO 3016
point(upper) d) max
Summer ℃ 6 6 30 30
.
volume max
Water 0.30 0.50 0.50 0.50 ISO 3733
% .
max
Ash mass % 0.04 0.07 0.07 0.07 ISO 6245
.
IP 501, IP
max 470
Vanadium mg/kg 50 150 150 150
. or ISO
14597
max IP 501, IP
Sodium mg/kg 50 100 100 50
. 470
IP 501, IP
max 470
Aluminum plus silicon mg/kg 25 40 40 50
. or ISO
10478
Used lubricating oils (ULO) IP 501 or
Do not use if : calcium > 30 and zinc > 15 or
Calcium and Zinc ; or mg/kg - IP 470, IP
Calcium > 30 and phosphorus > 15
calcium and phosphorus 500
a) 1 mm2/s = 1 cSt
b) The purchaser shall define the maximum sulfur content in accordance with relevant statutory limitations.
c) See Annex H of ISO 8217 : 2017.
d) The purchaser should confirm that this pour point is suitable of the ship’s intended area of operation.
*) International statutory requirements
This document specifies allowable minimum flash point limits following the provisions given in the SOLAS convention.
MARPOL Annex VI, which controls air pollution from ships, includes a requirement that either the fuel shall not exceed a
specified maximum sulfur or an approved equivalent alternative means be used. During the lifetime of this document,
regional and/or national bodies may introduce their own local emission requirements, which can impact the allowable
sulfur content, for example, the EU sulfur directive. It is the purchaser’s and the user’s responsibility to establish which
statutory requirements are to be met and specify on that basis the corresponding maximum fuel sulfur content to the
supplier.

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Category ISO-F- Test

Characteristics Unit Limit method
RMG RMK reference
180 380 500 700 380 500 700
max 180. 380. 500. 700. 380. 500. 700.
Kinematic viscosity at 50 ℃ 2
mm /s a)
0 0 0 0 0 0 0
ISO 3104
.
ISO 3675
max or
Density at 15 ℃ kg/m3
.
991.0 1,010.0
ISO
12185
max
CCAI - 870 870
.
ISO 8754
ISO
max
Sulfur b) mass % Statutory requirements *) 14596
.
ASTM
D4294

Flash point ℃ min. 60.0 60.0 ISO 2719

max
Hydrogen sulfide mg/kg 2.0 2.0 IP 570
.
mg max ASTM
Acid number c) 2.5 2.5
KOH/g . D664
max ISO
Total sediment aged mass % 0.1 0.1
. 10307-2
Carbon residue : micro max ISO
mass % 18.0 20.0
method . 10370
max
Winter ℃ .
30 30
Pour
ISO 3016
point(upper) d) max
Summer ℃ 30 30
.
volume max
Water 0.50 0.50 ISO 3733
% .
max
Ash mass % 0.10 0.15 ISO 6245
.
IP 501, IP
max 470
Vanadium mg/kg 350 450
. or ISO
14597
max IP 501, IP
Sodium mg/kg 100 100
. 470
IP 501, IP
max 470
Aluminum plus silicon mg/kg 60 60
. or ISO
10478
Used lubricating oils (ULO) IP 501 or
Do not use if : calcium > 30 and zinc > 15 or
Calcium and Zinc ; or mg/kg - IP 470, IP
Calcium > 30 and phosphorus > 15
calcium and phosphorus 500
a) 1 mm2/s = 1 cSt
b) The purchaser shall define the maximum sulfur content in accordance with relevant statutory limitations.
c) See Annex H of ISO 8217 : 2017.
d) The purchaser should confirm that this pour point is suitable of the ship’s intended area of operation.
*) International statutory requirements
This document specifies allowable minimum flash point limits following the provisions given in the SOLAS convention.
MARPOL Annex VI, which controls air pollution from ships, includes a requirement that either the fuel shall not exceed a
specified maximum sulfur or an approved equivalent alternative means be used. During the lifetime of this document,
regional and/or national bodies may introduce their own local emission requirements, which can impact the allowable
sulfur content, for example, the EU sulfur directive. It is the purchaser’s and the user’s responsibility to establish which
statutory requirements are to be met and specify on that basis the corresponding maximum fuel sulfur content to the
supplier.

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Biofuels

Biofuels are largely classified into 3 categories as transesterified biofuels(biodiesel), bio-blends

and others. (Classify biofuels with or without International standard)

 Transesterified Biofuels (International standards EN 14214 or ASTM D 6751-19)

ex) Biodiesel (Fatty Acid Methyl Ester – FAME)
 HVO (Hydrotreated Vegetable Oil) (International standards EN 15940, Paraffinic Diesel
Fuel from Hydrotreatment)
 Bio-blends (Mixture of Biofuels and Fossil fuels)
 Other biofuels
ex) Crude biofuels (Palm oils, Vegetable oil, Animal fat), Refined biofuels, etc.

HiMSEN is able to operate continuously with biofuels specified in the below Table 6.7 and Table
6.8
 When using biofuels included in quality standards Table 6.7 and Table 6.8, you need to
get confirmation from HiMSEN.

Biodiesel / Fatty Acid Methyl Ester (FAME)

Biodiesel (FAME) is derived from Crude biofuels by using transesterification processes. It can
be used alone or blended with petro-diesel in any proportions.

International standards EN 14214 or ASTM D 6751-19 are commonly used to specify the quality
of biodiesel. (See the Table 6.7)

Table 6.7 Specifications of biodiesel(FAME)

Characteristics b) Unit Min. limit Max. limit Test method reference

FAME content % (m/m) 96.5 - EN 14103

Density at 15°C kg/m³ 860 900 EN ISO 3675 / EN ISO 12185

Viscosity at 40°C mm²/s 3.5 5.0 EN ISO 3104 / EN 14105

Cold filter plugging point(CFPP) °C - a) EN 116

Flash point °C 101 - EN ISO 2719 / EN ISO 3679

Sulfur content mg/kg - 10 EN ISO 20846 / EN ISO 20884

Cetane number - 51.0 - EN ISO 5165

Sulfated ash content % (m/m) - 0.02 ISO 3987

Water content mg/kg - 500 EN ISO 12937

Total contamination mg/kg - 24 EN 12662

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Characteristics b) Unit Min. limit Max. limit Test method reference

Copper strip corrosion (3 hours at

rating 1b(Class1) 1a EN ISO 2160
50 °C)

Oxidation stability, 110°C hours 8 - EN 14112

Total Acid Number (TAN) mg KOH/g - 0.5 EN 14104

Iodine value - - 120 EN 14111

Linolenic Acid Methylester % (m/m) - 12 EN 14103

Polyunsaturated (>= 4 Double

% (m/m) - 1 EN 14103
bonds) Methylester

Methanol content % (m/m) - 0.2 EN 14110

Monoglyceride content % (m/m) - 0.7 EN 14105

Diglyceride content % (m/m) - 0.2 EN 14105

Triglyceride content % (m/m) - 0.2 EN 14105

Free Glycerine % (m/m) - 0.02 EN 14105 / EN 14106

Total Glycerine % (m/m) - 0.25 EN 14105

EN 14108 / EN 14109 / EN
Group I metals (Na+K) mg/kg - 5
14538

Group II metals (Ca+Mg) mg/kg - 5 EN 14538

Phosphorus content mg/kg - 4 EN14107

a) The temperatures related to filterability have to be at least 10~15℃ above the minimum fuel oil temperature
(maximum temperature among cloud point, pour point, CFPP, and LTFT) in the whole fuel treatment process, even
during engine stop unless flushing using pure diesel oil were performed before engine stop.
b) The information of storage and deterioration of Biodiesel regarding EN14214 should be discussed/checked by fuel oil
supplier before biodiesel is applied to engine.

Hydrotreated Vegetable Oil (HVO)

The EN 15940:2016 + A1:2018 + AC:2019 standard covers hydrotreated paraffinic renewable

diesel fuel and synthetic Fischer-Tropsch products GTL, BTL and Coal-to-Liquid (CTL).
Since HVO consists of paraffinic hydrocarbons, it cannot meet the requirements set by EN
14214:2013+ A2:2019, which is a standard developed and valid only for methyl ester chemistry
type biodiesel, namely FAME. As a matter of fact, HVO meets EN 590, except the requirement
for minimum density. International standards EN 15940 are commonly used to specify the
quality of HVO. (See the Table 6.8)

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Table 6.8 Specifications of HVO(EN15940)

Characteristics Unit Min. limit Max. limit Test method reference

FAME content % (v/v) - 7.0 EN 14103

Density at 15°C kg/m³ 765 800 ISO 3675 / ISO 12185

Total aromatics % (m/m) - 1.1 EN 12916

Kinematic viscosity at 40°C mm²/s 2.0 4.5 ISO 3104 / EN 14105

Cold filter plugging point(CFPP) °C - a) EN 116

Flash point °C 55.0 - ISO 2719

Sulfur content mg/kg - 5 ISO 20846 / ISO 20884

Cetane number - 70 - ISO 5165 / EN 15195

Sulfated ash content % (m/m) - 0.01 ISO 3987

Water content % (m/m) - 0.020 ISO 12937

Total contamination mg/kg - 24 EN 12662

Copper strip corrosion (3 hours at

rating - Class 1 ISO 2160
50 °C)

Oxidation stability hours 20 - EN 14112

Oxidation stability g/m3 - 25 EN 14112

Carbon residue :
on the 10% volume distillation mass % - 0.30 ISO 10370
residue

Ash % (m/m) - 0.010 ISO 6245

Lubricity HFRR at 60°C μm - 460 EN 12156-1

Evaporated at 250°C % (v/v) - 65 ISO 3405

Evaporated at 350°C % (v/v) - 85 ISO 3405

Distillation 95% (v/v) °C - 360.0 ISO 3924

a) The temperatures related to filterability have to be at least 10~15℃ above the minimum fuel oil temperature
(maximum temperature among cloud point, pour point, CFPP, and LTFT) in the whole fuel treatment process, even
during engine stop unless flushing using pure diesel oil were performed before engine stop.

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Bio-blends

Bio-blends are mixture of biofuels and fossil fuels.

The volume ratio of the biofuel in the bio-blends are referred to as follows.
 B##, BD## (## : the volume ratio of the biofuel in the bio-blends)
ex) BD20 = Biodiesel 20% + Distillate marine fuels 80%
(In the case of Biodiesel mixture, it is specially referred to as BD##)
B20 = Biofuel 20% + Fossil fuel 80%
(Except for Biodiesel mixture, the other bio-blends are referred to as B##)

The quality standards of biodiesel-blends(BD##) are referred to the Table 6.7 and the bio-
blends(B##) except for biodiesel-blends(BD##) are referred to the Table 6.9.

General biofuels

The quality standards of general liquid biofuels except biodiesel(FAME) are as shown below
Table 6.9.(General biofuels include a wide range of specifications. In order to reduce confusion
when applying biofuel standards, HiMSEN set the integrated standard with the Table 6.9.)
Only biofuels that meet EN14214 or EN15940 can be applied to Micro-Pilot (MP) injector. The
information of storage and deterioration of biofuels should be discussed/checked by fuel oil
supplier before the biofuel is applied to engine.

Table 6.9 Specifications of general biofuel, bio-blends.

Characteristics Unit Min. limit Max. limit Test method reference

Viscosity before injection pumps cSt 2 18

ISO 3104
Kinematic viscosity at 50℃ mm²/s - 700

Density at 15℃ kg/m³ - 1010 ISO 3675 / ISO 12185

ISO 8754 / ISO 14596 / ASTM

Sulfur mass % Statutory requirements
D4294

Flash point ℃ 60 - ISO 2719

Cloud point ℃ - a) ISO 3015

Cold filter plugging point (CFPP) ℃ - a) IP 309

Pour point ℃ - a) ISO 3016

Total sediment by hot filtration mass % - 0.1 ISO 10307-1

Total sediment aged mass % - 0.1 ISO 10307-2

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Characteristics Unit Min. limit Max. limit Test method reference

Ash mass % - 0.15 ISO 6245

Carbon residue (a) : micro

method on the 10% volume mass % - 0.3 ISO 10370
distillation residue
Carbon residue (b) : micro
mass % - 20 ISO 10370
method

Asphaltenes mass % - 8 -

Water vol % - 0.5 ISO 3733

Total Acid number (TAN) mg KOH/g - 2.5 b) ASTM D664

Strong acid number mg KOH/g - 0 ASTM D664

Oxidation stability g/m³ - 25 ISO 12205

Hydrogen sulfide mg/kg - 2 IP 570

Copper strip corrosion (3h at

Rating 1b 1a ASTM D130
50℃)
Lubricity, corrected wear scar
μm - 520 ISO 12156-1
diameter

Vanadium mg/kg - 450 IP 501 / IP 470 / ISO 14597

Sodium mg/kg - 100 IP 501 / IP 470

Aluminium + Silicon mg/kg - 60 c) IP 501 / IP 470 / ISO 10478

Used lubricating oils (ULO): - - -

- Calcium (Ca) mg/kg 30 -

IP 501 / IP 470 / IP 500
- Zinc (Zn) mg/kg 15 -

- Phosphorus (P) mg/kg 15 d) -

Cetane number - 51 - ISO 4264

Alkali content (Na+K) mg/kg - 100 EN 14108 / EN 14109 / 14538

Alkali content (Ca+Mg) mg/kg - 30 EN 14538

Lead (Pb) content mg/kg - 10 ASTM D 5059

Steel corrosion (24/72h at 20, 60,

rating No signs of corrosion LP 2902
120degC)

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Characteristics Unit Min. limit Max. limit Test method reference

Iodine number g I/100g - 120 ISO 3961

Oxidation stability h 5 - EN 14112

Synthetic polymers %m - 0 LP 2501

Lower calorific value MJ/kg 35 - DIN 51900-3

a) The temperatures related to filterability have to be at least 10~15℃ above the minimum fuel oil temperature
(maximum temperature among cloud point, pour point, CFPP, and LTFT) in the whole fuel treatment process, even
during engine stop unless flushing using pure diesel oil were performed before engine stop.
b) It is required the agreement of FIP maker and HHI if the total acid number is more than 2.5 mg KOH/g.
c) Aluminium and Silicon contents shall be less than 10 ppm at engine inlet although those contents is required less
than 60 mg/kg in fuel oil.
d) It is required the agreement of SCR maker if the project is required the SCR with engine.

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6.4 Fuel oil viscosity diagram

The viscosity of heavy fuel oil to the engine should be kept within the value of 12 ~ 18 cSt.
However, the viscosity varies depending on the properties and the temperature of the fuel oil.
Maximum preheating temperature of heavy fuel oil is limited up to 155 ℃ to avoid the
vaporization of the fuel oil. A typical fuel oil viscosity diagram with temperature is as follows :

1. The viscosity of marine diesel oil / marine gas oil to the engine should be kept within the value of 2 ~ 14 cSt in order
to avoid possible sticking of fuel injection pump due to low lubricity of marine diesel oil / marine gas oil.

Figure 6.4 Diagram for fuel oil viscosity

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6.5 Fuel oil quality

6.5.1 Fuel characteristics

Viscosity

The viscosity of fuel oil to the engine should be kept within the value of 12 ~ 18 cSt for heavy
fuel oil and 3 ~ 14 cSt for marine diesel oil / marine gas oil, which could be achieved by proper
heating recommended by fuel supplier as the viscosity varies depending on the properties of the
fuel oil.

Density

If the density of the fuel oil is over the maximum density (991 kg/㎥ at 15 ℃), the fuel oil is hard
to be used because it is highly expected to be contaminated by water or solid unfiltered from
system. The special centrifuging system should be installed for the fuel oil with the maximum
density (1010 kg/㎥ at 15 ℃).

Sulfur

It is important to keep proper sulfur contents in the fuel oil. The high sulfur content in the fuel
may increase the risk of low temperature corrosion in the combustion chamber and contribute to
the formation of high temperature deposit. It is also recommended to keep the proper alkalinity
of the lubricating oil for neutralizing.

Ash

The ash content comes from natural crude oil and also from contamination during treatment of
the fuel. The solid ingredients can be removed mostly by centrifuging of the fuel. However there
are soluble compounds such as vanadium and sodium, which can be transformed as ash after
combustion. As the ash in any form promotes mechanical wear of engine parts and harmful
deposits in the combustion chamber, the ash components should be carefully analyzed and
removed in advance.

Vanadium and sodium

Vanadium is oil – soluble and comes from crude oil mostly. However sodium is water-soluble
and comes from crude oil as well as contaminated fuel by salt water. As vanadium and sodium
become corrosive ash after combustion, these should be removed as possible. A sodium
compound contributes to lower the melting point of vanadium ash, which is very corrosive and
harmful to exhaust valves and turbocharger. Therefore, compounds should be less than 1/3 of
vanadium contents in weight.

Conradson carbon

Including much conradson carbon may impair combustion properties of the fuel and cause
deposit formation in combustion chamber and exhaust system particularly at low engine output.

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Asphaltenes

High asphaltene contents shall contribute to forming of deposit in combustion chamber as well
as exhaust system at low loads and stick the fuel injection pump. It also causes excessive
centrifuge sludge and deposits in the fuel system.

Water

The water contents can be measured by a standardized distillation test. The water causes
corrosion and cavitation of the fuel injection pump and fouling of the exhaust system and
turbochargers. The water content should be reduced to maximum 0.2 % by centrifuging.

Abrasive particles

Fuel oil can be contaminated by abrasive particles composed of aluminium and silicon. If the
efficient fuel treatment is not applied, these fine catalysts can cause abnormal wear on injection
system and cylinder liners / piston rings. The aluminum and silicon should be reduced to
maximum 15 mg/kg before engine inlet.

6.5.2 Ignition quality

The ignition quality is related to the ignition delay to the intervals between fuel injection and
combustion. If the engine is operated at low load or in the condition of low temperature or
pressure in the combustion chamber, the ignition delay is lengthened. During the initial
operation, the engine can be damaged by the low ignition quality without sufficient preheating.
The equation of CCAI (Calculated Carbon Aromaticity Index) developed by Shell can be used to
get the ignition quality of the heavy fuel oil.

Calculated carbon aromaticity index

CCAI = D - 81 - 141 × log × [ log×(Vk + 0.85) ]

Where :
D (kg/㎥ at 15 ℃) = Density
Vk (cSt at 50 ℃) = Viscosity

If the value of CCAI is increased, the ignition quality has decreased value. The fuel oil with high
CCAI value can cause a combustion problem.

To prevent any troubles about poor ignition quality, engine should be preheated sufficiently
before start and has proper functions of cooling system and injection system.

From light distillates to residual fuels, net and gross specific energy can be tested or calculated
according to various international standards. Basically, the specific energy value provided by
fuel supplier is adapted for the determination of the heat of combustion.

If it is not supplied from fuel supplier, it can be calculated by the specification of other properties
as the equations given below.

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For residual fuels,

N = ሺ46.704 - 8.802 × ρ2 × 10-6 + 3.167 × ρ × 10-3ሻ × ሾ1 - 0.01 ×

ሺw + a + sሻሿ+ 0.0942 × s - 0.02449 × w

G = ሺ52.190 - 8.802 × ρ2 × 10-6ሻ × ሾ1 - 0.01 × ሺw + a + sሻሿ + 0.0942 × s

For marine distillate fuels,

N = ሺ46.423 - 8.792 × ρ2 × 10-6 + 3.170 × ρ × 10-3ሻ × ሾ1 - 0.01 ×

ሺw + a + sሻሿ+ 0.0942 × s - 0.02449 × w

G = ሺ52.916 - 8.792 × ρ2 × 10-6ሻ × ሾ1 - 0.01 × ሺw + a + sሻሿ + 0.0942 × s

Where :

N (MJ/kg) = Net specific energy

G (MJ/kg) = Gross specific energy
ρ (kg/m3) = Density at 15℃
w (mass %) = Water content
a (mass %) = Ash content
s (mass %) = Sulfur content

Ref. ISO 8217:2017(E)

* Refer to that the actual specific energy test method (for example ASTM D 240) takes priority
over the specific energy calculation method as above.

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7 Lubricating oil system

7.1 Internal lubricating oil system

Diagram for Internal lubricating oil system

*) Scope of instrumentations will be according to extent of delivery and engine builder's standard.

Figure 7.1 Diagram for internal lubricating oil system

Table 7.1 Sizes of external pipe connections

Code Description Size

L1 Lubricating oil vapor discharger 80A

L2 Lubricating oil from separator / Supply 25A

L3 Lubricating oil to over flow 40A

L4 Lubricating oil to separator 25A

1. Connection size is according to JIS B 2220.

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7.1.1 General description

The engine has its own internal lubricating oil system with the wet type oil sump, which supplies
lubricating oil to all moving parts for lubricating as well as cooling.
Most of oil passages are incorporated into engine components and equipment in the system,
which are mounted directly on feed module without pipe connections.

The internal lubricating oil system comprises following equipment :

 Lubricating oil cooler

 Engine driven lubricating oil pump
(with pressure regulating valve)
 Electric motor driven pre-lubricating pump
 Lubricating oil thermostatic valve
 Lubricating oil filter
 Wet sump tank
 Centrifugal oil filter
 Oil mist detector(Option)

Quantity of lubricating oil (wet sump)

Table 7.2 Total quantity of lubricating oil inside the engine

Oil quantities in liter Oil quantities in liter
Engine type 900 rpm 1000 rpm
Min. Max. Min. Max.
5H21C 800 1000 800 1000

6H21C 910 1140 910 1140

7H21C 1020 1280 1020 1280

8H21C 1130 1420 1130 1420

9H21C 1240 1560 1240 1560

Lubricating oil consumption

Specific lubricating oil consumption : 0.5 g/kWh

 Tolerance : +25 % depending on the operating condition

 Only maximum continuous rating should be used to evaluate the lubricating oil
consumption.

Engine driven lubricating oil pump

The engine driven lubricating oil pump is a gear type, mounted on the feed module of the
engine. The pump is designed to provide sufficient flow even at low speed.

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Pre-lubricating oil pump

The pre-lubricating pump is gear type, and electric motor driven. The pre-lubricating pump is
automatically started to operate when engine is stopped. And the pre-lubricating is required
during the engine stop period if the fuel oil is circulating. In case that the automatic pre-
lubrication has been switched off, the engine must be pre-lubricated sufficiently before starting
up.

Lubricating oil cooler

The lubricating oil cooler is plate type, mounted on the feed module of the engine.

Thermostatic valve

The thermostatic valve is the wax element type, working at fixed temperature range of 60 ~
69 ℃, is mounted on the feed module of the engine.

Lubricating oil filter

The lubricating oil filter is duplex paper cartridge type, mounted on the feed module of the
engine. Each filter has a safety cartridge of stainless steel.

 Paper cartridge fineness : 15 ㎛

 Safety cartridge fineness : 60 ㎛

Pressure regulating valve

The pressure regulating valve adjusts inlet pressure after lubricating oil filter at 4 ~ 5 bar and is
mounted on feed module of the engine.

Centrifugal oil filter

Centrifugal oil filter can be mounted on engine. The centrifugal force is taken from the oil
pressure.

Lubricating oil sump drain

It is recommended to use the separator suction pipe for draining of the lubricating oil sump.

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7.2 External lubricating oil system

Diagram for external lubricating oil system

Figure 7.2 Diagram for external lubricating oil system for multi-engine installation (B91-314112-7.1)

Table 7.3 System components

Code Description Code Description

TK-601 System oil tank HE-601 Pre-heater for the separator

TK-602 Storage tank SP-601 Separator

TK-603 Sludge tank PP-602 Feed pump for the separator

TK-604 Separated oil tank FT-601 Suction strainer

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7.2.1 General description

The external lubricating oil system is required for not only cleaning but also heating the oil to
start the engine quickly. The system shall be used commonly for all auxiliary engines.
Though filtering equipment built on engine shall be sufficient for the engine operating only
marine diesel oil, the centrifugal purification is commonly required for marine diesel oil and
heavy fuel oil operation.

7.2.2 Lubricating oil separator

Self-cleaning type or manual cleaning type separator can be used.

Separator capacity

The separators should be dimensioned for continuous operation and following formula can be
used, as a guidance, for estimating the required flow for the separator capacity :

F = p x 1.4 × n / t

Where :

F (l/h) = required flow

p (kW) = total engine output
n = number of oil circulation per day (4 for marine diesel oil / marine gas oil, 6 for heavy fuel oil)
t = actual separation time per day (Normally, 23 hour)

For the simple estimation, above formula can be expressed as follows :

F = 0.3 × p (l/h)

The below formula is used to find the rated capacity for the separator :

V = F / B (l/h)

Where :

V (l/h)= rated capacity for the separator

F (l/h )= required flow
B = throughput factor (0.2 ~ 0.25)

Throughput factor (B) shall be in accordance with the separator maker's recommendations.

Separator installation

The separator should be in continuous operation while the engine is on running in order to
ensure removal of contaminants as quick as possible. If possible, the separator should be in
operation also when the engine on shut-down for the reducing of the contamination level. In the
latter case, oil temperature for efficiencies of separation needs to be maintained through
heaters. Those installations with their separation plant shut down during engine stop, should
consider re-starting the separator prior to engine start-up because contamination (engine leaks,
condensation) could occur during engine stop.

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With multi-engine plants, it would be the best to install one separator per each engine (Figure
7.3). The cleaning systems of auxiliary engines are often designed such that the separator
intermittently serves on engine at a time. If only one separator is in operation, the following lay-
outs can be used (Figure 7.4).

Oil cleaning, the discharge depending upon the operating time between two periods of oil
cleaning the discharge interval may have to be shortened during the first couple of hours. In this
way the separator will be able to cope with the high level of contaminants at the beginning of the
cleaning phase. The appropriate discharge interval has to be found by trial and error.

It is important that maintenance and operation of the separator should be performed according
to the manufacturer's recommendations.

Figure 7.3 Principle layout for direct separating on single engine.

Figure 7.4 Principle layout for direct separating on multi engines

Figure 7.5 Principle layout for overflow system

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It should be ensured that the separator is only connected with one engine at a time. In order to
ensure that there is no suction and discharging from one engine to another.

To provide the mentioned above, it is recommended that inlet and outlet valves are connected,
so that they can be changed-over simultaneously.

With only one engine in operation there are no problems with separating, but if multi engines are
in operation for some time it is recommended to split up the time so that there is separation on
all engines, which are operating in turns.

Overflow system

In some cases, overflow system can be applied as an alternative for continuous purification
(Figure 7.5). In order to have a better syphon effect, the overflow pipe from sump to overflow
tank should have a continuous downward gradient of minimum 10 degrees without high and low
point.

Suction strainer

0.8 ~ 1.0 mm mesh size of suction strainer should be inserted before the separator pump.

Pump for separator

The pump can be either directly driven by the separator or driven by an independent motor as
recommended from a separator maker.

Heater for separator

The lubricating oil in wet sump tank and in the system is to be warm-up to 40 ℃ from the
separator heater prior to engine starting. The lubricating oil in sump tank is to be heated-up to
approx. 65 ℃ in engine service. Heater for separator is to be designed to heat the lubricating
oil from 65 ℃ up to 95 ~ 98 ℃ according to separator maker's recommendation.

If the separation temperature is lowered from 95 ℃ to 90 ℃, the separator throughput has to

be reduced by 22 % to maintain the same separation efficiency.

7.2.3 Velocities and pressure losses

In order to prevent excessive pressure losses in the piping system, we recommend that the
lubricating oil velocity should not exceed :

 Suction pipe : 0.5 ~ 1.5 m/s

 Pressure pipe : 1.0 ~ 2.5 m/s

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7.2.4 Crank case ventilation

Where two or more engines are installed, vent pipes, if fitted, and lubrication oil drain pipes
should be independent to avoid inter circulation between crankcases.

 The crankcase vent pipes from each engine shall be led independently to the top of the
funnel. The pipes should not be connected to any other branch such as a tank vent,
etc.
 The outlet of vent pipe is to be fitted with corrosion resistant flame screen separately
for each engine.
 The vent pipe should have a continuous upward gradient of minimum 10 degrees
without high point or low point.
 The vent pipe should be equipped with a condensate trap and drain near the engine.
 The connection between the engine and yard vent pipe is to be flexible, if resilient
mounting is applied.
 The dimension of the flexible connection is 65A, and the vent pipe size after the flexible
connection must be min. 65A.
 The oil mist should not be go into suction side of intake duct located outside (for
outdoor type) or engine room (for indoor type)
 Criteria for high back pressure of crank case ventilation is that the maximum crank
case inner pressure should not exceed 30 mmWC at maximum continuous rating.

7.3 Lubricating oil specification

7.3.1 Oil grade

The medium-alkaline, heavy duty (HD) oils in API-CD class have to be used for HiMSEN engine
including turbocharger lubrication. Please refer to the Table 7.5.

7.3.2 Oil viscosity

The oil viscosity is based on SAE 40 oil and recommended to be 145 ㎟/sec. at 40 ℃.
The lubricating oil should be heated to 40 ℃ prior to engine start.

7.3.3 Governor oil grade

In case of the hydraulic governor, an independent oil system is required. For further information,
please refer to the Table 7.5.

BN value

BN (Base Number) is a measure of the alkalinity or basicity of the oil. It is expressed in

milligrams of potassium hydroxide per gram of the oil (mg KOH/g).

Alkalinity in lubricating oil is necessary to neutralize the acidic combustion products coming from
the sulfur in fuel. Therefore, lubricating oil with suitable BN should be selected to maintain
proper balance between alkalinity in lubricating oil and the sulfur level in fuel after consulting
with lubricating oil supplier or specialist.

 High sulfur fuel + low BN lubricating oil → Excessive corrosive wear

 Low sulfur fuel + high BN lubricating oil → Excessive top land deposit formation
→ Lacquering formation on cylinder liner surface

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7.3.4 Lubricating oil selection

The general lubricating oil BN selection strategy is to match the lubricating oil with the fuel sulfur
contents (%). Because BN decreases at various rates in each engine and condition, lubricating
oil consumption also should be considered to have sufficient equilibrium during operation.

When the marine diesel oil / marine gas oil is to be used only for temporary engine operation,
higher BN lubricating oil used for residual fuel (heavy fuel oil) would not present any problems.
The acceptable period of temporary operation is less than 200 hours.

It is necessary to use proper lubricating oil based on sulfur content of fuel as per the lubricating
oil list for HiMSEN engine described on the instruction manual in order to avoid excessive
deposits in the combustion chamber, exhaust gas line and turbochargers.

Residual fuel

Table 7.4 Residual fuel

Sulfur contents (%) BN

3.5 - 40 - 55

0.5 - 3.5 30 - 40

0.1 – 0.5 20 - 30

- 0.1 20

Distillated fuel

 Distillated fuel (marine gas oil / marine diesel oil) : BN10 ~ 20

* Refer to the Sheet ‘6.3 Fuel oil specification’ for specification of residual and distillated fuel.

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7.4 List of lubricants

Table 7.5 List of lubricants

Oil brand Engines system lubricating oil

Governor oil
*)
Oil company Brand name SAE BN

Mysella S3 N40 5
Mysella S5 N40 4.5
Shell Gadinia S3 40 12
Shell Shell Argina S2 40 40 20
Shell Argina S3 40 30
Shell Argina S4 40 40
Shell Argina S5 40 50
Aurelia LNG 5
Nateria X 405 5.2
DISOLA M 4012 12
TOTAL DISOLA M 4015 14
40
(Lubmarine) AURELIA TI 4020 20
AURELIA TI 4030 30
AURELIA TI 4040 40
AURELIA TI 4055 55
HDAX 9700 5.8
DELO SHP 40 12
Chevron DELO 1000 Marine 40 12 1) Same as
(Taxaco, TARO 20 DP 40(X) 40 20 engine system
Caltex) TARO 30 DP 40(X) 30 lubricating oil
TARO 40 XL 40(X) 40
TARO 50 XL 40(X) 50 2) Refer to the
Pegasus 805 Ultra 5.4 governor manual
Pegasus 805 6.2 for detailed
Pegasus 1005 5.4 lubricating oil
specification,
Pegasus 1105 6.2
volume of
Pegasus 1107 7.3
governor.
ExxonMobil Pegasus 1 40 6.5
Mobilgard ADL 40, Mobil Delvac 1640 12 3) Initial filling :
Mobilgard 412 15 oil filled
Mobilgard M420 20
Mobilgard M430 30 4) Electrical
Mobilgard M440 40 (Digital)
CASTROL Duratex L 4.5 governor: not
CASTROL MLC 40 12 applied
CASTROL MHP 154 15
BP CASTROL TLX Xtra 204 20
40
(Castrol) CASTROL TLX Xtra 304 30
CASTROL TLX Xtra 404 40
CASTROL TLX Xtra 504 50
CASTROL TLX Xtra 554 55
SUPERMAR 13TP 40 13
SUPERMAR 24TP 40 24
SK Lubricants 40
SUPERMAR 30TP 40 30
SUPERMAR 40TP 40 40
Navigo TPEO 12/40 12
Navigo TPEO 15/40 15
Navigo TPEO 20/40 20
LUKOIL Navigo TPEO 30/40 40 30
Navigo TPEO 40/40 40
Navigo TPEO 50/40 50
Navigo TPEO 55/40 55

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Oil brand Engines system lubricating oil

Governor oil
*)
Oil company Brand name SAE BN

GulfSea Power MDO 4012, SeaLub Power MDO 4012 12

GulfSea Power MDO 4015, SeaLub Power MDO 4015 15
GulfSea Power MDO 4020, SeaLub Power MDO 4020 20
Gulf Oil Marine 40
GulfSea Power 4030, SeaLub Power 4030 30
GulfSea Power 4040, SeaLub Power 4040 40
GulfSea Power 4055, SeaLub Power 4055 55
AGIP CLADIUM 120 12
AGIP CLADIUM 300 30
ENI S.p.A. 40
AGIP CLADIUM 400 40
AGIP CLADIUM 500S 50
1) Same as
PETRONAS Disrol 50 6
engine system
PETRONAS Disrol 120 12 lubricating oil
Petronas PETRONAS Disrol 300 40 32
PETRONAS Disrol 400 42 2) Refer to the
PETRONAS Disrol 500 51 governor manual
ALFAMAR 430 30 for detailed
ALFAMAR 440 40 lubricating oil
AEGEAN 40
ALFAMAR 450 50 specification,
ALFAMAR 455 55 volume of
SINOPEC TPEO 4012 12 governor.
SINOPEC TPEO 4015 15
SINOPEC SINOPEC TPEO 4020 20 3) Initial filling :
40 oil filled
TPEO SINOPEC TPEO 4030 30
SINOPEC TPEO 4040 40
SINOPEC TPEO 4050 50 4)Electrical
Hyundai XTeer HGSL 40 4.5 (Digital)
governor: not
Hyundai XTeer TPEO 4012 12
applied
Hyundai XTeer TPEO 4015 15
Hyundai
Hyundai XTeer TPEO 4020 40 20
Oilbank
Hyundai XTeer TPEO 4030 30
Hyundai XTeer TPEO 4040 40
Hyundai XTeer TPEO 4050 50
Gazpromneft Ocean TPL 1240 12
Gazpromneft Gazpromneft Ocean TPL 1540 15
40
Lubricants Gazpromneft Ocean TPL 2040 20
Gazpromneft Ocean TPL 3040 30
Petro-Canada Sentinel 445 40 4.7
UG-25+: 2.1
Liter
Oil volume See the separate data for sump volume as per each engine type.
Europa : 1.5
Liter
1. This list is given as guidance only.
*) Refer to Table 7.4 when selecting BN value.

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8 Cooling water system

8.1 Internal cooling water system

Diagram for internal cooling water system - 1

°) Scope of instrumentations will be according to extent of delivery and engine builder's standard.

Figure 8.1 Diagram for internal cooling water system -1

Table 8.1 Sizes of external pipe connections

Code. Description Size

W1 Low temperature cooling water engine inlet 100A

W2 Low temperature cooling water engine outlet 100A

W7 Ventilation to expansion tank 25A

1. Connection size is according to JIS B 2220.

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Diagram for internal cooling water system - 2

°) Scope of instrumentations will be according to extent of delivery and engine builder's standard.

Figure 8.2 Diagram for internal cooling water system - 2

Table 8.2 Sizes of external pipe connections

Code. Description Size

W1 Low temperature cooling water engine inlet 100A

W2 Low temperature cooling water engine outlet 100A

W3 High temperature cooling water engine inlet 100A

W4 High temperature cooling water engine outlet 100A

W7 Ventilation to expansion tank 25A

1. Connection size is according to JIS B 2220.

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8.1.1 General description

The engine has two cooling water circuits internally, which are low temperature and high
temperature water circuits. Most of the components of circuits are modularized and directly
mounted on the feed module. Please refer to Figure 2.4.

Low temperature water circuit comprises :

 Engine driven pump (option)

 Charge air cooler
 Lubricating oil cooler

High temperature water circuit comprises :

 Engine driven pump

 Engine water jackets and cylinder heads
 Wax type thermostat valve, dividing type (temp. range : 79 ~ 88 ℃ fixed)

Scope of supply

The internal cooling system consists of the following built-in equipment. Marked (*) equipment
can be supplied as option on request.

 * Engine driven low temperature cooling water pump (option)

 Engine driven high temperature cooling water pump
 One stage charge air cooler
 High temperature cooling water control thermostatic valve
 * Low temperature cooling water control thermostatic valve (option)
 * Electric pre-heater unit or electric preheat element on engine (option)

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8.2 External cooling water system

Diagram for external cooling water system – 1 with jacket preheating

element (for reference)

Figure 8.3 Diagram for external cooling water system-1 (electric pre-heating element)

Table 8.3 System components

Code Description Code Description

TK-01 Expansion tank PP-02 Central cooling water pump

HE-04 Electric pre-heating element VV-02 Auto shut-off valve

HE-02 Central cooler OF-01 Orifice (Ø3)

VV-01 Thermostatic valve for central cooling

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Diagram for external cooling water system – 1 with jacket preheating unit
(for reference)

Figure 8.4 Diagram for external cooling water system-1 (pre-heating unit)

Table 8.4 System components

Code Description Code Description

TK-01 Expansion tank PP-02 Central cooling water pump

HE-01 Pre-heater VV-02/03 Auto shut-off valve

PP-01 Pre-heating pump OF-01 Orifice (Ø3)

HE-02 Central cooler VV-01 Thermostatic valve for central cooling

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Diagram for external cooling water system – 2 with jacket preheating

element (for reference)

Figure 8.5 Diagram for external cooling water system-2 (electric pre-heating element)

Table 8.5 System components

Code Description Code Description

TK-01 Expansion tank PP-02 Central cooling water pump

HE-04 Electric pre-heating element VV-02 Auto shut-off valve

HE-02 Central cooler OF-01 Orifice (Ø3)

VV-01 Thermostatic valve for central cooling

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Diagram for external cooling water system – 2 with jacket preheating unit
(for reference)

Figure 8.6 Diagram for external cooling water system -2 (pre-heating unit)

Table 8.6 System components

Code Description Code Description

TK-01 Expansion tank PP-02 Central cooling water pump

HE-01 Pre-heater VV-02/03 Auto shut-off valve

PP-01 Pre-heating pump OF-01 Orifice (Ø3)

HE-02 Central cooler VV-01 Thermostatic valve for central cooling

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8.2.1 General description

The engine has two cooling circuits of low temperature cooling water and high temperature
cooling water internally. However, the external connections can be provided for one (system-1)
or two string (system-2) cooling circuits.

Pressure drop

 Engine high termperature cooling water system : approx. 0.5 bar

 Charge air cooler : approx. 0.3 bar
 Lubricating oil cooler : approx. 0.5 bar
 Thermostatic valve : approx. 0.5 bar

(These values shall be different depending on the actual design of each vessel or plant.)

Fresh water velocity

 Max. 2.5 m/s

Sea water velocity

 Suction pipe : 1.0 ~ 1.5 m/s

 Delivery pipe : 1.5 ~ 2.5 m/s

Expansion tank

To avoid cavitation in cooling water system, a certain suction head for engine driven cooling
water pump is required as follows :

 Minimum head : 0.5 bar (5 meters above the crank shaft level)
 Tank volume : 100 liter + α1)

1. α : min. 10 % of high temperature cooling water and low temperature cooling water volume of additional engine(s).

Table 8.7 Cooling water volume of the engines

High temperature cooling water and low temperature
Engine type
cooling water volume

5H21C 247 liter

6H21C 265 liter

7H21C 282 liter

8H21C 300 liter

9H21C 317 liter

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Central cooling

The central cooler for fresh water can be of the tube or plate type, which can be common for
several engines or separate for each engine.

1) Fresh water side

 Flow quantity and heat dissipation : Refer to '3.2 engine capacity data’
 Pressure drop : maximum 0.5 bar.
 Pump : centrifugal type (Electric motor driven)
 Water temperature before engine : 36 ℃

2) Sea water side

 Flow quantity : 1.5 times of fresh water flow

 Pressure drop : 1.0 ~ 1.5 bar

8.2.2 Cooling water pressure of engine inlet

Pressure of engine inlet should be kept under 2.5 bar.

8.2.3 Cooling water

The cooling water system is designed for using normal fresh water with dosing corrosion
inhibitor.

If sea water or other coolant system should be applied, please contact the engine maker
separately in advance.

Pre-heating

In order to ensure start of engine and quick load up, pre-heating facility must be installed on the
internal or external cooling water circuit. Pre-heating for all engines are required.
Pre-heating temperature :

 Marine diesel oil operation : minimum 40 ℃

 Heavy fuel oil operation : minimum 60 ℃

Electric pre-heating element (Option)

The mount type on the cooling water preheating arrangement consists of a thermostat-
controlled electric-heating element which is built in high temperature cooling water circuit
located on the engine’s Feed Module. The pre-heater is activated by thermostat at 60 ℃ which
provides water (60 ℃) to jacket water outlet.

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Table 8.8 Recommended capacity of pre-heater

Electric pre-heater
Cyl.
(kW)

5 15

6 15

7 15

8 15

9 15

1. The baggiest capacity is applied for all cylinder for better heating effect

Operation

Before the engine starts on heavy fuel oil / marine diesel oil, the engine jacket must be pre-
heated by pre-heater.

It is recommended that the pre-heater is arranged for automatic operation, so that the pre-
heater shall be disconnected while the engine is running and connected while the engine is
stand-by condition.

When the engine is in standstill, an external valve for pre-heater must be shut off the cooling
water inlet.

Preheating unit (Option)

External pre-heating unit comprising with the follows can be supplied as option :

 Electric or steam heater

 Circulating water pump
 Control panel and circulating pump starter
 Switch on-off of heating media

The capacity of external pre-heater should be 2.0 kW per cylinder. The flow through the engine
for each cylinder should be approx. 2.5 liter / min. with flow top and downwards.

Auto shut off valve must be installed on the external cooling water system to ensure preheating,
which prevents cooling water from flowing into the engine during preheating.

Preheating of stand-by engine

When only one engine sets are in service and others in stand-by, cold cooling water should not
be passed into the cooling jackets on stand-by engines, which will cause cold corrosion in
cooling system.

Stand-by engines should be kept warm condition through heating source such as thermal
heating through venting pipe from a running engine or pre-heater.

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8.3 Cooling water quality and treatment

8.3.1 Quality of cooling water

The cooling of the engine should be done by only distilled (demineralized) or fresh water, which
should be checked and treated to satisfy following requirements below table before adding
corrosion inhibitor.

It is necessary for keeping effective cooling and preventing corrosion of the system.

Though the distilled water fully satisfy to the requirements for cooling water, it is necessary to
add corrosion inhibitor before applying cooling water to engine cooling water system because
untreated cooling water absorbs carbon dioxide from the air and then becomes corrosive.

Table 8.9 Quality of cooling water

pH 7 to 9

Total Hardness as CaCO3 Maximum 75 ppm (mg/l)

Chlorides Cl- Maximum. 80 ppm (mg/l)

Sulphates as SO42- Maximum 100 ppm (mg/l)

Silica as SiO2 Maximum 60 ppm (mg/l)

Residue after evaporation Maximum 400 ppm (mg/l)

1. Chloride and Sulphate are corrosive even in the presence of an inhibitor.

Sea water or fresh water contaminated by sea water even in small amount is not allowed to be
used as cooling water of the engine due to high risk of severe corrosion and deposits formation
in the system.

Rainwater is heavily contaminated and highly corrosive in general, which is also not
recommended as cooling water.

Tap water (drinking water) is not recommended as cooling water due to risk of chalk deposit
formation inside the cooling system.

However, if the distilled water, for example from fresh water generator, is not available, tap water
may be used as cooling water after softening and some other treatments according to the
ingredients.

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8.3.2 Treatment of cooling water

Cooling water should be treated properly and corrosion inhibitor should be added.

The analysis and treatment of cooling water are recommended to be carried out by experts.
Otherwise, comply the treatment procedures strictly according to the instructions from the
supplier.

The recommended products are listed in following table.

Table 8.10 Recommended products list

Recommended
Manufacturer Brand name Constituent Delivery form
Dosage

DELO XLI(Havoline
Chevron (FAMM) Carboxylates Liquid 75 liter / 1000 liter
XLI)

VECOM Cooltreat NCLT Nitrite Liquid 48 liter / 1000 liter

Wilhelmsen
Rocor NB Nitrite, Borate Liquid 63 liter / 1000 liter
Chemicals

NALCOOL2000,
Nitrite, Borate Liquid 128 liter / 1000 liter
TRAC102

TRAC100
NALCO Molybdate, silicate Liquid 17.5 liter / 1000 liter

TRAC115,TRAC108 Nitrite, Borate Liquid 28 liter / 1000 liter

GE
CorrShield NT4200 Nitrite Liquid 30 liter / 1000 liter
Water and Process
Technologies

Shipcare Cooling
Shell Nitrite, Borate Liquid 128 liter / 1000 liter
Water Treat

LIQUIDEWT Nitrite Liquid 24 liter / 1000 liter

Drew marine
MAXIGARD Nitrite Liquid 64 liter / 1000 liter

1. Follow the guidelines of corrosion inhibitor manufacturer for cooling water treatment.
2. Oily inhibitors adhere to cooling surface and influence cooling efficiency, which are not recommended for cooling
water. Only nitrite-borate based inhibitors are recommended.
3. Some inhibitors may be toxic and hazardous. Strict control is required when handling inhibitors.

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9 Air and exhaust gas system

9.1 Internal compressed air system

Diagram for internal compressed air system

*) Scope of instrumentations will be according to extent of delivery and engine builder's standard.

Figure 9.1 Diagram for internal compressed air system.

Table 9.1 Size of external pipe connection

Code. Description Size

A1 Compressed air inlet 40A

1. Connection size is according to JIS B 2220.

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9.1.1 General description

Compressed air of max. 30 bar is supplied for engine start, emergency stop and safety system
as for the control air.The detail information of engine operation is explained in the chapter ’5.
Operation and control system'.

Starting system

Starting system mainly consists of relay valve, air starting valve and starting air motor unit for
starting the engine by turning flywheel with gears.The compressed air is directly delivered to the
air start motor through reduction valve.

Engine stopper

Engine stopper consists of stop solenoid valve and stop cylinder incorporated in fuel injection
pump and governor stop. It is for immediate engine stop.

Scope of supply

The compressed air system consists of the following equipment :

 Engine starter complete

 Stop solenoid valve and stop cylinders

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9.2 External compressed air system

Diagram for external compressed air system

Figure 9.2 Diagram for external compressed air system

Table 9.2 System components

Code Description Code Description

AR-01 Main air receiver WS-01 Oil and water separator

AR-02 Aux. air receiver RV-01 Reduction station

AC-01 Main air compressor AC-02 Emergency air compressor

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9.2.1 General requirements

The maximum 30 bar for the compressed air system is required for engine operation. Therefore,
all external supply system should be properly designed for this nominal pressure and also
should satisfy the rules of corresponding classification society.

Dry and clean air is essential for the reliable function of the engine starting and control system.

Therefore, the compressed air supply system should include oil and water separating
equipment. The air supply pipe to engine should also be arranged with slope and the water trap
should be positioned at the lowest points.

9.2.2 Starting air volume of the engine

Air consumption per one start is specified in '3.2 engine capacity data'. The capacity of starting
air vessel varies as per Classification Societies or Customer's requirement.
Volumes for three starts(include jet assist air volume) of one auxiliary engine are as follows;

Table 9.3 Starting air volume of the engines

Engine type Volume (liter)

5H21C 660

6H21C 680

7H21C 700

8H21C 720

9H21C 740

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9.3 Internal combustion air system

Diagram for internal combustion air system

*) Scope of instrumentations will be according to extent of delivery and engine builder's standard.

Figure 9.3 Diagram for combustion and exhaust gas system (B92-329536-7.0)

Table 9.4 Size of external pipe connection

Code. Description Size

E1 Exhaust gas outlet -

E2 Water washing inlet for turbine Ø12

E3-1 Drain from duct Ø12

E3-2 Drain from charge air cooler Ø20

E3-3 Drain from cylinders Ø12

D1 Water drain Ø25

1. Connection size is according to JIS B 2220.

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9.3.1 General description

The air required for combustion is taken from the engine room through a filter fitted on the
turbocharger. It is imperative that the combustion air be free from sea water, dust and fumes etc.

Turbocharger

Turbocharger is a radial uncooled type with high efficiency and mounted on the feed module of
the engine. The water washing systems for the compressor and turbine are supplied as
standard.

Charge air cooler

Charge air cooler is one stage fresh water cooled type. In general, sea water cooled type
charge air cooler is not recommended.

Charge air or exhaust gas waste gate valve

Charge air or exhaust gas waste gate valve can be installed as optional for increasing exhaust
gas temperature (for active SCR) or operating of arctic condition.

Water mist catcher

Water mist catcher is installed between charge air cooler and air chamber of engine block.

Air chamber

Air chamber is incorporated into the engine block with large volume for even distribution of
induced air to each cylinder.

Exhaust pipe system

Exhaust pipe system is a modular pulse converter type, which has better performance at low
load with good acceleration. In this case, a jet air system may be required to improve
acceleration.

Water drain pipes

Water drain pipes are installed for the air chamber and water mist catcher.

9.4 External combustion air system

9.4.1 General description

As the engines are consume considerable amount of air in the engine room directly, or
the outdoor intake air system is required, the design of combustion air is important not only for
man-working but also for engine running.
Various requirements are applicable depending on the ambient condition but the minimum
requirements and recommendations for the engines are described as follows.

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9.4.2 Combustion air

Arrangement of intake air pipes should be made to supply fresh air for engine combustion,
which should be free from any risk of water spray, exhaust gas, dust, oil mist and electric
equipment, etc.

In case of the engine room intake air system, the intake air temperature of the engine room
would be increased by the radiation heat from the engines and generators. Therefore intake air
ducts should be installed to face the air intake silencer for each turbocharger as close as
possible.

In case of the outdoor direct intake air system, the independent intake air system should be
applied for each turbocharger even for the case of engine with two or more turbochargers. A
different intake air design for the engine of each project, please contact to HHI-EMD. The piping
system of intake air should be considered to allow thermal expansion and harmful vibration to
avoid stress of pipe. The end of deep slope position of intake air pipe, cleanable waste trap and
water drain should be prepared.

Combustion air intake pipe system, the air velocity must not exceed 15 m/s during engine
running. Prior to commissioning, the pressure loss must be checked at compressor side
whether the depression of compressor air inlet must not exceed 200 mmWC as maximum.
The measuring point is approx. 1 ~ 2 m before from the turbocharger air inlet casing.

Air consumption volume should be designed in accordance with ‘3.2 engine capacity data‘.

Air filteration should be prevented from the outdoor's sand,cement, dust, and other particles. All
particles size are not to be entered maximum 5 μm and above.

Oil bath type filter are generally used for the industrial area, cement plants, and sand winded
area. Recommendable pressure loss of oil bath intake filter is 50 ~ 70 mmWC and even of
fouled condition, it must be kept within 110 mmWC.

Environmental condition of maximum particle size of dust is typically applied depending on site.

 Non-industerial area in rain / dry condition : 0.8 / 2 μm

 Area of emissions, chimneys, work area : 60 μm
 Metropolitan area , residential / Industrial area : 7 / 20 μm
 Desert area, during sand storms : 500 μm

Ventilation of engine room

To determine the amount of air ventilation for an engine room, all heat sources of the engine
room should be considered.

Total amount of ventilation of auxiliary engine = Qc + Qr + Qv (㎥/h)

Where :

Qc ( ㎥/h ) : Air required for engine combustion,

Engine radiation heat ( kJ/h )
Qr =
Air conditioning factor ( Qa = 12 )
Qv (㎥/h ) : Air required for other heat sources such as alternator and exhaust gas pipe , etc.

1. Should outdoor intake air system, and shut-off of air intake be necessary, a special provision is required as option.

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9.5 External exhaust gas system

9.5.1 General description

Exhaust gas of the engine flows out from turbocharger to atmosphere via an external exhaust
gas system, which may be comprised of expansion bellows, exhaust gas pipe, exhaust gas
boiler (possibly) and silencer, exhaust gas ventilation unit, relief valve (or rupture disc), etc.

Independent exhuast gas system

Independent exhaust gas system should be prepared for each engine even for the case of
common boiler system with other engines. In case of applied two or more turbochargers on a
single engine, the exhaust gas pipes are recommeded to be combined into a Y-type forked pipe.
And each exhaust gas pipe have to be symmetric and each exhaust gas flow should be no
interference.

Exhaust gas back pressure

Back pressure of the exhaust system in total is recommended to be less than 300 mmWC at
miximum countious rating. The maximum back pressure should not exceed 500 mmWC at
miximum countious rating. Please see the ‘3.6 correction of fuel oil consumption’ for the fuel
consumption correction in case of exceeding 300 mmWC at miximum countious rating. The
measuring position is approx. 1 ~ 2 m after the turbocharger gas outlet casing.

9.5.2 Velocity

External exhaust gas piping is recommended to be designed that velocity of exhaust gas
through pipes should not exceed approximately 40 m/sec at maximum continuous rating.

Insulation

Insulation of the whole exhaust system is required for the safety and to reduce noise and loss of
thermal energy, which, of course, should comply with requirements of classification society and
other related authorities.

9.5.3 Piping design for exhaust gas system

In order to have lower back pressure and thermal loss, following design consideration is
required ;

 Pipe should be as short and straight as possible. Pipe bendings should be minimized
and the bending radius should be as large as possible.
 A water separating pocket and drain should be provided on the pipe.
 Rigid (fixed) supports and movable supports must be provided considering the thermal
expansion and vibration of pipes.
 The exhaust gas outlet of Turbocharger can be turned on request.

For more information, please refer to the sheet '9.6 external exhaust gas pipe connection'.

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9.5.4 Expansion bellows

The expansion bellows has to be mounted between the turbocharger outlet and external
exhaust gas pipe in order to compensate thermal expansion and mechanical vibration.
The expansion bellows are supplied separately as standard. However, an additional expansion
bellows may be required depending on the actual length of exhaust pipe in total.

1. The external exhaust pipe must not exert any force against the gas outlet on the engine.
2. The external exhaust pipe just on expansion bellows should be fixed rigidly so that turbocharger can be free from any
forces from the external exhaust pipe.
3. The sturdy fixed-point support must be provided for the expansion bellows on the turbocharger. It should be
positioned, immediately above the expansion bellows in order to prevent the transmission of forces, resulting from
the weight, thermal expansion or lateral displacement of the exhaust piping, to the turbocharger.
4. The exhaust piping should be mounted with a slope towards the gas outlet on the engine. It is recommended to have
drain facilities in order to be able to remove condensate or rainwater.

Installation procedure for expansion bellow

 The generating set (or engine) should be installed in its final position before any
external pipes are connected.
 Remove the counter flange from the engine connection, if fitted.
 Fasten the counter flange temporarily to the outlet side of the bellows. For the correct
orientation of the bellows (flow direction), see the dimensional drawing.
 Fasten the bellows to the engine temporarily.
 Align the external pipe to the counter flange. No axial, lateral or angular deflection of
the bellows is allowed. Anchor the external pipe to the steel structure within 1 m from
flange. Observe that the pipe clamping with bracket must be very rigid in order to
prevent vibration and movement of the exhaust gas pipe. Most problems with bursting
and vibration originate from poor clamping and support. Especially the support in the
axial direction must be rigid.
 Put some temporary protection cover between the flanges in order to prevent debris
from falling into the turbocharger.
 Tack weld the counter flange to the external pipe.
 Remove the bellows and weld the flange finally to the external pipe.
 Remove the protection cover. Place the bellows with gaskets between the flanges.
 Lubricate the threads of the connection screw with heat resistant grease and tighten
first until finger tight. Finally tighten the screw in a diagonal sequence.
 Remove the guide bar between the flanges of the bellows.

9.5.5 Exhaust gas boiler

Thermal energy of exhaust gas can be utilized by boiler. Please refer to the sheets ' '3.2 engine
capacity data‘ for the exhaust gas data. A boiler may be a separate unit for each engine or a
common unit with other engines. In any cases, however, the exhaust gas line for each engine
should be separated from other engine's exhaust gas lines.
The back-pressure through boiler should be minimized to be within limited level for total exhaust
gas system.

9.5.6 Exhaust gas silencer

Exhaust gas silencer can be supplied as option on request. The noise attenuation of silencer
shall be either 25 dB(A) or 35 dB(A). For more information, please refer to the sheets for '9.8
exhaust gas silencer with spark arrestor’ and ‘9.9 exhaust gas silencer without spark arrestor’.

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9.6 External exhaust gas pipe connection

OD

PCD
A
DN
T

AAA

Figure 9.4 External exhaust gas pipe connection.

Table 9.5 Exhaust gas connection size for 900 rpm (240 kW / cylinder)

Exhaust gas outlet position (mm) Exhaust gas connection flange (mm)
Engine
type
A B H E DN OD T PCD N-d

5H21C 882 884 1429.5 354 400 540 18 495 16-Ø22

6H21C 856 908 1443.5 384 450 605 18 555 16-Ø22

7H21C 856 908 1443.5 384 450 605 18 555 16Ø22

8H21C 893 962 1608.5 464 500 655 18 605 20-Ø22

9H21C 893 962 1608.5 464 500 655 18 605 20-Ø22

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Table 9.6 Exhaust gas connection size for 1000 rpm (240 kW / cylinder)

Exhaust gas outlet position (mm) Exhaust gas connection flange (mm)
Engine
type
A B H E DN OD T PCD N-d

5H21C 856 908 1443.5 384 400 540 18 495 16-Ø22

6H21C 856 908 1443.5 384 450 605 18 555 16-Ø22

7H21C 856 908 1443.5 384 450 605 18 555 16Ø22

8H21C 893 962 1608.5 464 500 655 18 605 20-Ø22

9H21C 893 962 1608.5 464 500 655 18 605 20-Ø22

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9.7 Approach of SCR (Selective Catalytic Reduction) system

installation

9.7.1 General description

IMO NOx Tier III regulation was in effect from the year 2016 according to IMO’s environmental
policy, in which NOx emission should be reduced by 80 % level comparing to the IMO NOx Tier
I. SCR (Selective Catalytic Reduction) system became one of proper solutions to meet the IMO
NOx Tier III regulation.

The HiMSEN engine is able to be combined SCR (Selective Catalytic Reduction) systems
provided by third parties. However, HHI-EMD recommends using Hyundai NoNOx SCR
(Selective Catalytic Reduction) system for convenience such as testing NOx Scheme A test for
EIAPP certificate and providing integrated technology. For detailed specifications of Hyundai
NoNOx, please see the HYUNDAI HiMSEN ENGINE programme or contact to HHI-EMD.

9.7.2 Boundary conditions for SCR (Selective Catalytic Reduction) operation

General boundary conditions for SCR (Selective Catalytic Reduction) operation :

Main diesel fuel oil

 The diesel fuel for SCR (Selective Catalytic Reduction) operation should be selected
according to the sulfur content in consideration of the sailing region and SCR
(Selective Catalytic Reduction) specifications.

Exhaust gas temperature

 The minimum required temperature for SCR (Selective Catalytic Reduction) operation
is determined by the sulfur content in fuel and SCR (Selective Catalytic Reduction)
specifications.

Maximum exhaust gas back pressure

 Allowable back pressure in total of the exhaust system to guarantee fuel consumption
see the sheet ‘9.5.1 General description’. It is not recommended that the exhaust gas's
total back pressure exceeds 500 mm WC in diesel mode MCR (Maximum Countious
Rating).

Other equipment installation such as exhaust gas boiler, silencer, etc. between the engine and
the SCR chamber is not recommended in order to keep exhaust gas temperature.

9.7.3 Exceptionals

In exceptional cases of SCR (Selective Catalytic Reduction) installation, please contact to HHI-
EMD.

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Figure 9.5 Minimum required exhaust gas temperature for SCR operation

1. When SCR (Selective Catalytic Reduction) units are installed, the heat loss of the exhaust gas pipe between engine
and SCR (Selective Catalytic Reduction) chamber should be designed to be minimized in order to keep the required
exhaust gas temperature. The supports of exhaust gas pipe should be designed and installed to minimize heat loss.

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9.8 Exhaust gas silencer with spark arrestor

The silencer is of an absorption type delivered with spark arrestor and mounting bracket,
excluding insulation. The silencer can be mounted horizontally or vertically.

The gas flow passes through a straight perforated tube, surrounded with an efficient sound
absorbing material. The silencer gives whereby an excellent sound attenuation suitable for even
a wide operating range.

The gas pressure will be dropped into an approximate value shown on the graph, pressure loss
vs. gas velocity.

Figure 9.6 Exhaust gas silencer (25 dB type).

Table 9.7 Exhaust gas silencer size (25 dB type) (unit : mm)
Cylinder type DN A B C D E F

5 Cylinder 350 2850 2550 150 710 600 1650

6 Cylinder 400 3100 2800 150 760 700 1700

7-8 Cylinder 450 3400 3100 150 810 800 1800

9 Cylinder 500 3700 3400 150 860 850 2000

Weight
Cylinder type H H1 P PCD OD T N-d
(kg)

5 Cylinder 500 485 970 435 480 16 12 - Ø25 510

6 Cylinder 520 514 1040 495 540 20 16 - Ø25 580

7-8 Cylinder 550 554 1100 555 605 16 16 - Ø23 810

9 Cylinder 600 582 1180 605 655 16 20 - Ø23 920

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Figure 9.7 Exhaust gas silencer (35 dB type).

Table 9.8 Exhaust gas silencer size (35 dB type) (unit : mm)

Cylinder type DN A B C D E F

5 Cylinder 350 4000 3700 150 710 1000 2000

6 Cylinder 400 4500 4200 150 760 1200 2100

7-8 Cylinder 450 4900 4600 150 810 1250 2400

9 Cylinder 500 5400 5100 150 860 1350 2700

Weight
Cylinder type H H1 P PCD OD T N-d
(kg)

5 Cylinder 500 485 970 435 480 16 12 - Ø25 545

6 Cylinder 520 514 1040 495 540 20 16 - Ø25 650

7-8 Cylinder 550 554 1100 555 605 16 16 - Ø23 900

9 Cylinder 600 582 1180 605 655 16 20 - Ø23 1070

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9.9 Exhaust gas silencer without spark arrestor

The silencer is of an absorption type delivered with mounting bracket, excluding the spark
arrestor and insulation. The silencer can be mounted horizontally or vertically.

The gas flow passes through a straight perforated tube, surrounded with an efficient sound
absorbing material. The silencer gives whereby an excellent sound attenuation suitable for even
a wide operating range.

The gas pressure will be dropped into an approximate value shown on the graph, pressure loss
vs. gas velocity.

Figure 9.8 Exhaust gas silencer (25 dB type).

Table 9.9 Exhaust gas silencer size (25 dB type) (unit : mm)
Cylinder type DN A B C D E F

5 Cylinder 350 2600 2300 150 710 600 1400

6 Cylinder 400 2900 2600 150 760 700 1500

7-8 Cylinder 450 3200 2900 150 810 800 1600

9 Cylinder 500 3500 3200 150 860 850 1800

Weight
Cylinder type H PCD OD T N-d
(kg)

5 Cylinder 500 435 480 16 12 - Ø25 430

6 Cylinder 520 495 540 20 16 - Ø25 510

7-8 Cylinder 550 555 605 16 16 - Ø23 710

9 Cylinder 600 605 655 16 20 - Ø23 830

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Figure 9.9 Exhaust gas silencer (35 dB type).

Table 9.10 Exhaust gas silencer size (35 dB type) (unit : mm)

Cylinder type DN A B C D E F

5 Cylinder 350 3500 3200 150 700 850 1800

6 Cylinder 400 4000 3700 150 760 1000 2000

7-8 Cylinder 450 4400 4100 150 810 1100 2200

9 Cylinder 500 4900 4600 150 860 1200 2500

Weight
Cylinder type H PCD OD T N-d
(kg)

5 Cylinder 500 435 480 16 12 - Ø25 490

6 Cylinder 520 495 540 20 16 - Ø25 585

7-8 Cylinder 550 555 605 16 16 - Ø23 865

9 Cylinder 600 605 655 16 20 - Ø23 1035

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9.10 Generator information

Mounting of generator

As a standard design of H21C engine, the engine and generator are coupled with disc coupling
and rigidly mounted on common base frame.

Generator bearing

Type of generator bearing is of single sleeve, self-lubricating type and mounted end of
generator.

Optional design

As special arrangement, double sleeve bearing, forced lubricating of generator bearing, cooler
and flexible coupling can be applied as an optional design on request.

Flywheel housing Flywheel Disc coupling

Figure 9.10 Disc coupling outline

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10 Engine maintenance
10.1 Maintenance schedule
Table 10.1 Maintenance guidance.
Overhaul interval (hours)

Section No. Description Remark

Others

12000

16000

20000

24000

28000

32000
500 *)

2000

4000

8000
Major fasteners - confirmation
Bolt for base
M11100 AC11100 frame and ▲ ◆
resilient mount
Nut for
resilient mount
G11100 - ▲ ◆
and
foundation
Bolt for engine
- AC13000 block and ◆ ◆
base frame
Hydraulic nut
M13250 AC13000 for main ◆ ◆
bearing cap
Hydraulic nut
M21100 AC13000 for cylinder ◆ ◆
head
Bolt and nut
M25000 AC25000 ▲ ◆
for camshaft
Hydraulic nut
M31000 AC32000 for connecting ◆ ◆
rod (Shaft)
Hydraulic nut
M31000 AC32000 for connecting ◆ ◆
rod (big-end)
Hydraulic nut
M33200 AC33100 for counter ◆ ◆
weight
Bolt and nut
M35300 AC35000 ▲ ◆
for timing gear
Bolt and nut
for
- AC83000 ▲ ◆
turbocharger
mounting

▣ Expected life time √ 1 Cylinder overhaul. If not good, check all cylinders.
■ Overhaul inspection ◆ Confirm tightening: tighten with specified torque or hyd.pressure. Do not loosen!
● Check & adjustment ◎ Measuring or sampling without dismantling
○ Function test ▲ Visual inspection

*) These are not parts of normal maintenance interval, but, the confirmation or visual inspection of the specified ones to
be carried out after Overhaul / New.

1. When doing maintenance and overhaul work, seals (o-rings and gaskets, etc.) should be renewed.
2.The overhaul intervals and expected life time stated above are only for guidance as these depend on the actual
service condition, the quality of used fuel or lubricating oil, the treatment of cooling water and so on.

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Overhaul interval (hours)

Section No Description Remark

Others

12000

16000

20000

24000

28000

32000
500 *)

2000

4000

8000
Resilient mount
Resilient
M11100 AC11100
mount ● ● **)

Major bearing

M13250 AC13250 Main bearing √ ▣

Thrust
M13250 AC13250 washer : axial ◎ ▣
clearance
Camshaft
M25000
AC25300 bearing : √ ◎ ▣
M25300
clearance
Connecting
M32120 AC32000 rod bearing √ ■ ▣
(big-end)
Connecting
M32130 AC32000 rod bearing √ ■ ▣
(small-end)
Bearing bush
M35300 AC35000 for Idle gear : ▣
clearance

▣ Expected life time √ 1 Cylinder overhaul. If not good, check all cylinders.
■ Overhaul inspection ◆ Confirm tightening: tighten with specified torque or hyd.pressure. Do not loosen!
● Check & adjustment ◎ Measuring or sampling without dismantling
○ Function test ▲ Visual inspection

*) These are not parts of normal maintenance interval, but, the confirmation or visual inspection of the specified ones to
be carried out after Overhaul / New.

**) During on board (site) commissioning, inspection is carried out by HHI-EMD service engineer.

1. When doing maintenance and overhaul work, seals (o-rings and gaskets, etc.) should be renewed.
2. The overhaul intervals and expected life time stated above are only for guidance as these depend on the actual
service condition, the quality of used fuel or lubricating oil, the treatment of cooling water and so on.

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Overhaul interval (hours)

Section No Description Remark

Others

12000

16000

20000

24000

28000

32000
500 *)

2000

4000

8000
Cylinder unit and connecting rod

M15100 AC15000 Cylinder liner √ ■

M15100 AC15000 Flame ring √ ▣

M21100 AC21100 Cylinder head √ ■

Intake/exhaust
valve spindle,
M21120
AC21100 seat ring and
M21130 √ ■ ▣
AC21200 valve guide :
M21200
overhaul and
reconditioning
Valve stem
M21150 AC21200 ▣
seal
Intake/exhaust
**)
M21210 AC21200 valve : ● ●
clearance
Rocker arm
M21210 AC21200
shaft and bush √ ■

M21220 AC21200 Rotocap ○ ■

AC22000 Indicator valve ▣

M31100 AC31100 Piston rings √ ▣

Piston and
M31100 AC31100
piston pin √ ■

Connecting
M31101 AC32000 rod bore (big- √ ■
end)
Piston pin and
connecting rod
M32130 AC32000
(small-end) : √ ■
clearance
Shim plate for
AC32000 √ ▣
connecting rod
Stud for
AC32000 connecting rod ▣
shaft

▣ Expected life time √ 1 Cylinder overhaul. If not good, check all cylinders.
■ Overhaul inspection ◆ Confirm tightening: tighten with specified torque or hyd.pressure. Do not loosen!
● Check & adjustment ◎ Measuring or sampling without dismantling
○ Function test ▲ Visual inspection

*) These are not parts of normal maintenance interval, but, the confirmation or visual inspection of the specified ones to
be carried out after Overhaul / New.
**) During on board (site) commissioning, inspection is carried out by HHI-EMD service engineer.

1. When doing maintenance and overhaul work, seals (o-rings and gaskets, etc.) should be renewed.
2. The overhaul intervals and expected life time stated above are only for guidance as these depend on the actual
service condition, the quality of used fuel or lubricating oil, the treatment of cooling water and so on.

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Overhaul interval (hours)

Section No Description Remark

Others

12000

16000

20000

24000

28000

32000
500 *)

2000

4000

8000
Crankshaft and gears
Flexible
- AC33500 coupling(If ▲ ***)
applied)
Timing gear
and pump
AC33400
M35300 driving gear : ◎
AC35000
clearance and
backlash
Crankshaft :
M33100 AC33100 ◎
deflection
Gear teeth on
AC33300
-
AC42300
flywheel and ▲
turning gear
Torsional
vibration
damper : fluid
- AC33400 sampling ◎ ***)
(only for
viscous
damper)

Valve operating mechanism

Roller shaft
and bush for Bush life
M23000 AC23000 ■ ▣
in/exh. Valve time
tappet
Contact
faces of cam
AC23000 and swing
M25000 ▲ ▲
AC25000 arm roller
camshaft
bearing

▣ Expected life time √ 1 Cylinder overhaul. If not good, check all cylinders.
■ Overhaul inspection ◆ Confirm tightening: tighten with specified torque or hyd.pressure. Do not loosen!
● Check & adjustment ◎ Measuring or sampling without dismantling
○ Function test ▲ Visual inspection

*) These are not parts of normal maintenance interval, but, the confirmation or visual inspection of the specified ones to
be carried out after Overhaul / New.

***) See maker manual recommendation.

1. When doing maintenance and overhaul work, seals (o-rings and gaskets, etc.) should be renewed.
2. The overhaul intervals and expected life time stated above are only for guidance as these depend on the actual
service condition, the quality of used fuel or lubricating oil, the treatment of cooling water and so on.

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Overhaul interval (hours)

Section No Description Remark

Others

12000

16000

20000

24000

28000

32000
500 *)

2000

4000

8000
Control system
Fuel control
linkage :
G40000 AC41000
movement ○ Weekly
check
Safety device :
G40001 - ○ Monthly
function check
Governor oil
level
(only for
- AC41000 ▲ ***) Daily
mechanical
hydraulic
governor)
Engine RPM
pick-up
M45001 AC45200 ●
sensor :
clearance
Temperature /
In case of
M45200 AC45200 pressure ○
necessity
sensor

▣ Expected life time √ 1 Cylinder overhaul. If not good, check all cylinders.
■ Overhaul inspection ◆ Confirm tightening: tighten with specified torque or hyd.pressure. Do not loosen!
● Check & adjustment ◎ Measuring or sampling without dismantling
○ Function test ▲ Visual inspection

*) These are not parts of normal maintenance interval, but, the confirmation or visual inspection of the specified ones to
be carried out after Overhaul / New.

***) See maker manual recommendation.

1. When doing maintenance and overhaul work, seals (o-rings and gaskets, etc.) should be renewed.
2. The overhaul intervals and expected life time stated above are only for guidance as these depend on the actual
service condition, the quality of used fuel or lubricating oil, the treatment of cooling water and so on.

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Overhaul interval (hours)

Section No. Description Remark

Others

12000

16000

20000

24000

28000

32000
500 *)

2000

4000

8000
Fuel system
Analyze fuel
Every
G05100 - oil properties : ◎
bunkering
sampling
Fuel injection pump
Deflector :
erosion ◎ ▣

Plunger
■ ▣
assembly
Delivery valve
M51100 AC51000 assembly ■ ▣
(except case)
Delivery valve
■ ▣
case
Roller shaft
and bush for Bush life
■ ▣ time
fuel oil pump
drive
Fuel injection ****)
M52000
valve : ▣ :
M52002 AC52000
opening ● ● ▣
M52003 Atomizer
pressure life time
Fuel oil shock
M98380 AC98380 absorber(If ■
applied)
If pressure
drop
M56000 AC56000 Fuel oil filter ■ reaches
limit (See
G01400)

▣ Expected life time √ 1 Cylinder overhaul. If not good, check all cylinders.
■ Overhaul inspection ◆ Confirm tightening: tighten with specified torque or hyd.pressure. Do not loosen!
● Check & adjustment ◎ Measuring or sampling without dismantling
○ Function test ▲ Visual inspection

*) These are not parts of normal maintenance interval, but, the confirmation or visual inspection of the specified ones to
be carried out after Overhaul / New.

****) Regardless of the nomal check and adjustment inverval, if the exhaust gas temperature deviation alarm occurs,
individual cylinders should be inspected according to M52000.

1. When doing maintenance and overhaul work, seals (o-rings and gaskets, etc.) should be renewed.
2. The overhaul intervals and expected life time stated above are only for guidance as these depend on the actual
service condition, the quality of used fuel or lubricating oil, the treatment of cooling water and so on.

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Overhaul interval (hours)

Section No. Description Remark

Others

12000

16000

20000

24000

28000

32000
500 *)

2000

4000

8000
Lubricating oil system
Analyze
lubricating oil Every 3
G06200 - ◎
properties : month
sampling
Lubricating oil
M61000 AC61000 ■
pump

Lubricating oil
M62000 AC62000
cooler ■ ***)
If pressure
Lubricating oil drop
M63000 AC63000 filter (cartridge ■ ▣ reaches
type) limit (See
G01400)
Auto
backwashing
- AC63000 ■ ***)
filter (If
applied)
Thermostatic
valve : clean
- AC64000 ■ ***)
and check the
elements
Lubricating oil
M67000 AC67000 centrifugal ■ ***)
filter

Cooling water system

Analyze Weekly :
test kit
cooling water
G07100 -
properties : ◎ every 3
month :
sampling Lab. test
Cooling water
M71000 AC71000 ■
pump
Thermostatic
valve : clean
- AC74000 ■ ***)
and check the
elements
Water drain Weekly(
M75000 AC75000
line : cleaning ● depend on
condition)

▣ Expected life time √ 1 Cylinder overhaul. If not good, check all cylinders.
■ Overhaul inspection ◆ Confirm tightening: tighten with specified torque or hyd.pressure. Do not loosen!
● Check & adjustment ◎ Measuring or sampling without dismantling
○ Function test ▲ Visual inspection

*) These are not parts of normal maintenance interval, but, the confirmation or visual inspection of the specified ones to
be carried out after Overhaul / New.

***) See maker manual recommendation.

1. When doing maintenance and overhaul work, seals (o-rings and gaskets, etc.) should be renewed.
2. The overhaul intervals and expected life time stated above are only for guidance as these depend on the actual
service condition, the quality of used fuel or lubricating oil, the treatment of cooling water and so on.

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Overhaul interval (hours)

Section No. Description Remark

Others

12000

16000

20000

24000

28000

32000
500 *)

2000

4000

8000
Compressed air system

O02300 - Air running ○ Monthly

Weekly
Check starting (over a
G40000 - and stop ○ week
system stand-still
condition)
Starting air
AC42100 ■ ***)
motor

Combustion air system

Charge air
G81000 AC75000 condensate ● Weekly
drain pipe
Turbocharger ■ ***)
Every
Clean air filter
500
(only for filter ■ ▣
hours
silencer type)
running
Every
M80000 AC83000 Turbine : 200
●
water-washing hours
running
Every
Compressor : 24 ~ 72
water-washing ● hours
running
Charge air
M84000 AC84000 ■
cooler

▣ Expected life time √ 1 Cylinder overhaul. If not good, check all cylinders.
■ Overhaul inspection ◆ Confirm tightening: tighten with specified torque or hyd.pressure. Do not loosen!
● Check & adjustment ◎ Measuring or sampling without dismantling
○ Function test ▲ Visual inspection

*) These are not parts of normal maintenance interval, but, the confirmation or visual inspection of the specified ones to
be carried out after Overhaul / New.

***) See maker manual recommendation.

1. When doing maintenance and overhaul work, seals (o-rings and gaskets, etc.) should be renewed.
2. The overhaul intervals and expected life time stated above are only for guidance as these depend on the actual
service condition, the quality of used fuel or lubricating oil, the treatment of cooling water and so on.

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10.2 Recommended wearing parts

List of consumable parts for one engine

(C=Number of cylinder / U=Number of unit)

Table 10.2 List of consumable parts for one engine

Quantity for the operating hours

Section
Parts description
No.

0 – 12000

0 – 16000

0 – 20000

0 – 24000

0 – 28000

0 – 32000
0 – 4000

0 – 8000
Set/ea

Covers for engine block

AC17000 Gaskets for gear case

set - 1 1 2 2 3 3 4
AC19300 cover

AC19300 O-ring for crankcase cover ea - 2xC 2xC 4xC 4xC 6xC 6xC 8xC

AC19300 O-ring for camshaft cover ea - 1xC 1xC 2xC 2xC 3xC 3xC 4xC

O-ring for cylinder head 0.5 x 1.5 x 2.5 x 3.5 x

AC21100 ea 1xC 2xC 3xC 4xC
cover C C C C

Bearings

Main bearing 1xC+ 1xC+ 1xC+

AC13250 set - - - - -
(upper and lower) 2 2 2

AC13250 Thrust washer ea - - - - - - - 2

1xC+
AC25300 Camshaft bearing ea - - - - - - -
1

Big-end bearing
AC32000 set - - - - - 1xC 1xC 1xC
(upper and lower)

AC32000 Small-end bearing ea - - - - - - - 1xC

AC35000 Bearing bush for idle gear ea - - - - - - - 1

Cylinder unit and connecting rod

AC15000 Flame ring ea - - - 1xC 1xC 1xC 1xC 2xC

O-rings and gasket for 1xC+ 1xC+ 1xC+ 1xC+ 2xC+

AC15000 set - 1 1
cylinder liner 1 1 2 2 2

O-rings 1xC+ 1xC+ 1xC+ 1xC+ 2xC+

AC21100 ea 1 1
for cylinder head 1 1 2 2 2

1. The list of consumable parts stated above is only for guidance as this depends on the actual service condition, the
quality of used fuel or lubricating oil, the treatment of cooling water and so on.

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Quantity for the operating hours

Section
Parts description

0 – 12000

0 – 16000

0 – 20000

0 – 24000

0 – 28000

0 – 32000
No.

0 – 4000

0 – 8000
Set/ea

Cylinder unit and connecting rod

O-ring for exhaust valve

AC21100 ea - - - - - 2xC 2xC 2xC
seat ring

AC21200 Valve stem seal ea - - - 4xC 4xC 4xC 4xC 8xC

AC21100 Intake valve spindle, seat

set - - - - - 2xC 2xC 2xC
AC21200 ring and valve guide

AC21100 Exhaust valve spindle, seat

set - - - - - 2xC 2xC 2xC
AC21200 ring and valve guide

AC22000 Indicator valve complete set - - - 1xC 1xC 1xC 1xC 2xC

Roller bush for fuel oil pump

AC23000 ea - - - - - - - 1xC
drive tappet

Roller bush for in/exhaust

AC23000 2xC
valve tappet

Piston ring-top ring

AC31100 set - - - 1xC 1xC 1xC 1xC 2xC
/ 2nd ring / scraper ring

Shim plate
AC32000 ea - - - 1xC 1xC 1xC 1xC 2xC
for connecting rod

Stud
AC32000 ea - - - - - - - 4xC
for connecting rod shaft

Fuel system

Plunger assembly for fuel

AC51000 ea - - - - - - - 1xC
pump

O-rings and seal ring for

AC51000 set - 1xC 1xC 2xC 2xC 3xC 3xC 3xC
plunger assembly

Gaskets and seal ring for

AC51000 set - - - - - - - 1xC
fuel pump

Deflector and gasket for fuel

AC51000 set 2xC 4xC 6xC 8xC 10xC 12xC 14xC 16xC
pump

Delivery valve assembly

AC51000 set - - - 1xC 1xC 1xC 1xC 2xC
(except case)

AC51000 Delivery valve case ea - - - - - - - 1xC

AC51000 O-ring for fuel pump set - 1xC 1xC 2xC 2xC 3xC 3xC 4xC

1. The list of consumable parts stated above is only for guidance as this depends on the actual service condition, the
quality of used fuel or lubricating oil, the treatment of cooling water and so on.

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Quantity for the operating hours

Section
Parts description

0 – 12000

0 – 16000

0 – 20000

0 – 24000

0 – 28000

0 – 32000
No.

0 – 4000

0 – 8000
Set/ea

Fuel system

AC51000 O-ring for fuel pump drive ea - - - 1xC 1xC 1xC 1xC 1xC

Fuel injection nozzle with

AC52000 set - 1xC 1xC 2xC 2xC 3xC 3xC 4xC
dowel pin

O-rings and gasket for fuel 12 x 16 x 20 x 24 x 28 x 32 x

AC52000 set 4xC 8xC
injection valve C C C C C C

O-rings 10 x 12 x 14 x 16 x
AC52300 set 2xC 4xC 6xC 8xC
for fuel injection pipe block C C C C
O-rings
AC53000 for fuel feed pipe set - 1 1 2 2 3 3 4
connection

Lubricating oil System

Bushes
AC61000 set - - - 1xU 1xU 1xU 1xU 2xU
for lubricating oil pump

O-rings
AC61000 set - - - 1xU 1xU 1xU 1xU 2xU
for lubricating oil pump
O-ring for lubricating oil
AC62000 cooler connection ea - - - 4 4 4 4 8
(installation on engine side)
Lubricating oil filter
10 x 12 x 14 x 16 x
AC63000 cartridge (paper cartridge ea 2xU 4xU 6xU 8xU
U U U U
type)
O-rings for lubricating oil
AC63000 filter assembly set 1xU 2xU 3xU 4xU 5xU 6xU 7xU 8xU
(paper cartridge type)
O-ring for lubricating oil
AC64000 ea - - - 1xU 1xU 1xU 1xU 2xU
thermostat valve

O-ring for thermostatic

AC64000 ea - - - 1 1 1 1 2
valve cover
Spare parts for centrifugal
AC67000 filter (See manual for set - - - - - - - -
centrifugal filter)

Cooling water system

Oil seal, mechanical seal

and O-ring for high and low
AC71000
temperature cooling water
set - - - 1 1 1 1 2
pump
O-ring for cooling water
AC74000 thermostat valve (wax type ea - - - 1xU 1xU 1xU 1xU 2xU
installed on engine)
O-ring for thermostatic
AC74000 valve housing (wax type ea - - - 1 1 1 1 2
installed on engine)
1. The list of consumable parts stated above is only for guidance as this depends on the actual service condition, the
quality of used fuel or lubricating oil, the treatment of cooling water and so on.

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Quantity for the operating hours

Section
Parts description

0 – 12000

0 – 16000

0 – 20000

0 – 24000

0 – 28000

0 – 32000
No.

0 – 4000

0 – 8000
Set/ea

Turbocharging system

Gaskets and O-ring for

AC81000 set - - - 1 1 1 1 2
compressor out

Gasket for connection 1xC+ 1xC+ 1xC+ 1xC+ 2xC+

AC82000 ea - 1 1
flange 1 1 2 2 2

O-rings and gaskets for

AC83000 set - - - 1 1 1 1 2
Turbocharger connection

Charge air cooler

O-rings and gaskets for air

AC84000 set - - - 1 1 1 1 2
cooler

Turbocharger

Turbine nozzle ring (See

ea - - - 1 1 1 1 2
manual for turbocharger)
Spare parts for
turbocharger (See manual set - - - - - - - -
for turbocharger)
Air filter mat
ea 2 4 6 8 10 12 14 16
(Engine room air suction)

1. The list of consumable parts stated above is only for guidance as this depends on the actual service condition, the
quality of used fuel or lubricating oil, the treatment of cooling water and so on.

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10.3 List of standard spare parts

List of minimum spare parts for each plant or each ship

(valid for all classification societies)

Table 10.3 List of standard spare parts

Parts description Q’ty Section No. Item No. Remark

Engine block and covers

Main bearing 1 AC13250 251

Main bearing stud 2 AC13000 931

Nut for main bearing stud 2 AC13000 932

Cylinder head and cylinder liner

Valve spindle, intake 2 AC21200 201

Valve spindle, exhaust 4 AC21200 202

Conical piece 6 AC21200 206

Valve spring 6 AC21200 203

Intake valve seat ring 2 AC21100 111

Exhaust valve seat ring 4 AC21100 112

Roto cap 6 AC21200 204

O-ring for cylinder head 4 AC21100 118

O-ring for cylinder head 2 AC21100 903

O-ring for cylinder head cover 1 AC21100 805

O-ring for intake air 1 AC15000 901

O-ring for cooling water connection 6 AC15000 922

Valve stem seal 6 AC21100 292

O-ring for cylinder liner 1 AC15000 192

O-ring for cylinder liner 2 AC15000 193

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Parts description Q’ty Section No. Item No. Remark

Cylinder head and cylinder liner

Sealing ring for cylinder liner 1 AC15000 191

Piston and connecting rod

Piston pin 1 AC31100 120

Piston ring, top 1 AC31100 151

Piston ring, 2nd 1 AC31100 152

Piston ring, scraper 1 AC31100 153

Connecting rod bearing 1 AC32000 120

Small end bearing 1 AC32000 130

Stud for connecting rod big-end, M30 2 AC32000 191

Stud for connecting rod shaft, M20 4 AC32000 194

Nut for connecting rod big-end stud, M30 2 AC32000 192

Nut for connecting rod shaft stud, M20 4 AC32000 195

Fuel injection equipment

Fuel injection pump 1 AC51000 100

N : half of
Fuel injection valve N AC52000 100 maximum.
cylinder No.

Fuel high pressure block assembly 1 AC52300 100

Piping system

Flexible connecting pipe, each type 1 set AC98370 -

Lube oil 1st filter cartridge 4 set AC63000 202

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10.4 Heavy parts for maintenance

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Turbocharger
(Refer to following table)

Figure 10.1 Heavy parts dimension and weight.

Table 10.4 List of turbocharger outline dimension and weight

Turbocharger type B H L Weight (kg) Remarks

Without
A130-M66 448 511 876 190
insulation
Without
A135-M65 416 589 1001 270
insulation
Without
A140-M66 629 720 1212 460
insulation

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10.5 List of standard tools

Table 10.5 List of standard tool parts

Tool description Q'ty Remark

Cylinder head and liner

Lifting tool for cylinder head 1

Fitting/removal device for valve cone/spring 1

Grinding tool for cylinder head, cylinder liner and engine block 1

Extract/suspension device for cylinder liner 1

Cylinder bore gauge 1

Removing device for flame ring 1

Air gun for roto cap 1

Feeler gauge for inlet and exhaust valve. 1

Removal device for valve seat 1

Lapping device for valve seat 1

Removal for locking ring 1

Valve stem seal tool 1

Piston and connecting rod

Guide bush for piston 1

Lifting jig for piston 1

Holding piece for crank pin bearing 2

Suspension device for connecting rod 1

Guide support for connecting rod 1

Turning bracket for connecting rod 1

Clamping support for connecting rod 2

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Tool description Q'ty Remark

Piston and connecting rod

Plier for piston pin locking ring 1

Piston ring opener 1

Crankshaft and main bearing

Lifting device for main bearing 4

Fitting device for main bearing 1

Deflection gauge for crankshaft 1

Fuel injection valve

Test tool for fuel valve nozzle 1

Lapping device for fuel injection valve bush 1

Removal tool for atomizer nut 1

Cleaning tool for fuel injection valve nozzle 1

Removal device for fuel injection valve 1

Long socket for nozzle nut 1

Removal device for fuel injection valve bush 1

General tools

Max. pressure indicator 1

Spanner 3/4 for turning gear 1

T/V damper tool 1

Extension bar 24 for turning gear 1

Air cooler mounting guide bar 1

Hydraulic tools

Hydraulic tightening devices M39 4

Hydraulic tightening devices M30 2

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 HiMSEN H21C Project Guide

Tool description Q'ty Remark

Hydraulic tools

Hydraulic tightening devices M20 2

Set of spare parts for hydraulic tools M39 1

Set of spare parts for hydraulic tools M30 1

Set of spare parts for hydraulic tools M20 1

Angle piece (for hydraulic jack M20x1.5) 2

Support for hydraulic tools M39 (main bearing cap) 2

Support for hydraulic tools M39 (cylinder head) 4

Support for hydraulic tools M30 (connecting rod) 2

Support for hydraulic tools M30 (counter weight, flywheel) 2

Support for hydraulic tools M20 (connecting rod) 2

Extension screw for hydraulic tools M39 (cylinder head) 4

Extension screw for hydraulic tools M30 (counter weight, flywheel) 2

Extension screw for hydraulic tools M20 (connecting rod) 2

Distribution pieces 2-POT 1

Distribution pieces 4-POT 1

High pressure hose (L=550) 4

High pressure hose (L=3000) 2

Adapter for hydraulic handing pump 1

Turning pin (Ø10) 2

Turning pin (Ø8) 2

Standard tool box

Spare and tool box 4

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11 Appendix 1 (Piping symbols)

No. Symbol Symbol designation No. Symbol Symbol designation

General conventional symbols

Indicating and measuring

1.1 Pipe 1.5
instruments

Pipe with indication of

1.2 1.6 High pressure pipe
direction of flow

Valves, gate valves, cocks

1.3 1.7 Tracing
and flaps
Enclosure for several
1.4 Appliances 1.8 components assembled in
one unit

Pipes and pipe joint

Crossing pipes, not

2.1 2.13 Blank flange
connected

2.2 Crossing pipes, connected 2.14 Spectacle flange

Bulkhead fitting water

2.3 Tee pipe 2.15
tight, flanged

Bulkhead crossing, non-

2.4 Flexible pipe 2.16
water tight

2.5 Expansion pipe 2.17 Test piece with plug

2.6 Joint, Screwed 2.18 Orifice

2.7 Joint, flanged 2.19 Reducer

2.8 Joint, sleeve 2.20 Open drain and air vent

2.9 Joint, hose coupling 2.21 Orifice

2.10 Expansion joint with gland 2.22 Loop expansion joint

2.11 Expansion pipe 2.23 Snap-coupling

2.12 Cap nut

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No. Symbol Symbol designation No. Symbol Symbol designation

Valves, gate valves, cocks and flaps

Suction valve chest with

3.1 Valve, straight 3.24
non-return valves

Double-seated
3.2 Valve, angle 3.25
changeover valve, straight

Double-seated
3.3 Stop valve (Screw ended) 3.26
changeover valve, angle

3.4 Valve, Three-way 3.27 Cock, straight through

Non-return valve (Flap)

3.5 3.28 Cock, angle
straight

Non-return valve (Flap) Cock, three-way, L-port in

3.6 3.29
angle plug

Non-return valve (Flap) Cock, three-way, T-port in

3.7 3.30
straight, screw down plug

Non-return valve (Flap) Cock, four-way, straight

3.8 3.31
angle, screw down through in plug

Cock, with bottom

3.9 Flap, straight through 3.32
connection

Cock, straight through with

3.10 Flap, angle 3.33
bottom connection

Cock, angle with bottom

3.11 Reducing valve 3.34
connection

Cock, three-way, with

3.12 Safety valve 3.35
bottom connection

3.13 Angle safety valve 3.36 Solenoid valve

3.14 Self-closing valve 3.37 3-way test valve

3.15 Quick-opening valve 3.38 Thermostatic valve

3.16 Quick-closing valve 3.39 Valve with test flange

3-way valve with remote

3.17 Regulating valve 3.40
control (Actuator)

3.18 Angle valve 3.41 Non-return valve (Air)

3/2 spring return valve,

3.19 Ball valve (-Cock) 3.42
normally closed

2/2 spring return valve,

3.20 Butterfly valve 3.43
normally closed

3/2 spring return valve,

3.21 Gate valve 3.44
control by solenoid

Double-seated On/off valve controlled by

3.22
changeover valve solenoid and pilot
3.45
directional valve and with
3.23 Suction valve chest spring return

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 HiMSEN H21C Project Guide

No. Symbol Symbol designation No. Symbol Symbol designation

Control and regulating part

4.1 Hand-operated 4.10 Electric motor driven

4.2 Remote control 4.11 Air motor driven

Manual
4.3 Spring 4.12
(At pneumatic valve)

4.4 Mass 4.13 Push button

4.5 Float 4.14 Spring

4.6 Piston 4.15 Solenoid

Solenoid and pilot

4.7 Membrane 4.16
directional valve

4.8 Electro-magnetic 4.17 By plunger or tracer

4.9 Flame trap

Appliances

5.1 Mudbox 5.13 Heat exchanger

5.2 Simplex strainer 5.14 Electric pre-heater

5.3 Duplex strainer 5.15 Air filter

Air filter with manual

5.4 Magnetic filter 5.16
control

Air filter with automatic

5.5 Separator 5.17
drain

Water trap with manual

5.6 Steam trap 5.18
control

5.7 Centrifugal pump 5.19 Air lubricator

5.8 Gear-or screw pump 5.20 Silencer

Fixed capacity pneumatic

5.9 Hand pump (Bucket) 5.21
motor with spring returned

Single acting cylinder with

5.10 Ejector 5.22
spring returned

Various accessories Double acting cylinder with

5.11 5.23
(Text to be added) spring returned

5.12 Piston pump 5.24 Auto drain trap

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No. Symbol Symbol designation No. Symbol Symbol designation

Fittings

Air pipe with pressure-

6.1 Funnel 6.8
vacuum valve

Deck fittings for sound’s or

6.2 Bell-mouthed pipe end 6.9
filling pipe

Short sounding pipe with

6.3 Air pipe 6.10
self-closing cock

6.4 Air pipe with net 6.11 Stop for sounding rod

6.5 Air pipe with cover 6.12 Oil tray coaming

6.6 Air pipe with cover and net 6.13 Bearing

Air pipe with pressure-

6.7 6.14 Water jacket
vacuum valve

Reading instruments with ordinary symbol designations

7.1 Sight flow indicator 7.4 Distance level indicator

7.2 Observation glass 7.5 Counter (Indicate function)

7.3 Level indicator 7.6 Recorder

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 HiMSEN H21C Project Guide

12 Appendix 2 (Instrumentation code)

*Refer to standard location and text for instruments on the following page

Specification of letter code for measuring devices

1st letter Following letters

F Flow A Alarm

L Level D Differential

P Pressure E Element

S Speed, Solenoid H High

T Temperature I Indicating

U Voltage L Low

V Viscosity S Switching, Stop

Z Position T Transmitting

X Failure

V Valve

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Combustion gas system

21 Charge air at cooler outlet

25 Exhaust gas at cylinder outlet
26 Exhaust gas at turbocharger inlet
27 Exhaust gas at turbocharger outlet
49-1 Alternator winding 1
49-2 Alternator winding 2
49-3 Alternator winding 3

Compressed air system

40 Air starting valve / emergency stop valve

41 Compressed air at engine inlet
42 Turbocharger speed
43 Charge air condition valve
45 Stop solenoid on governor
46 Micro switch for turning gear
47 Engine speed
48 Over speed
49 On-off valve for shut down and over speed stop
50 Fuel rack limiter solenoid valve

Fuel oil system

51 Fuel oil at engine inlet

52 Fuel oil filter inlet
54 Leakage alarm tank

Lubricating oil system

61 Lubricating oil at filter inlet

62 Lubricating oil at engine inlet
63 Lubricating oil at turbocharger inlet
65 Pre-lubricating
68 Level in base frame
92 Oil mist detector

Cooling water system

71 Low temperature water at air cooler inlet

72 Low temperature water at air cooler outlet
75 High temperature water at engine inlet
76 High temperature water at engine outlet
77 High temperature water each cylinder outlet

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13 Note

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