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07 Central Cooling Water System

The central cooling water system is characterised
by having only one heat exchanger cooled by sea-
water, and by the other coolers, including the jacket
water cooler, being cooled by the freshwater low
temperature (FW-LT) system.
In order to prevent too high a scavenge air tempera-
ture, the cooling water design temperature in the
FW-LT systemis normally 36 C, corresponding to a
maximum seawater temperature of 32 C.
Our recommendation of keeping the cooling water
inlet temperature to the main engine scavenge air
cooler as low as possible also applies to the central
cooling system. This means that the temperature
control valve in the FW-LT circuit is to be set to mini-
mum 10 C, whereby the temperature follows the
outboard seawater temperature when this exceeds
10 C.
For external pipe connections, we prescribe the fol-
lowing maximum water velocities:
Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s
Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
MAN B&W Diesel A/S Engine Selection Guide
445 550 002 198 22 47
Fig. 6.07.01: Central cooling system
Letters refer to List of flanges
178 47 05-6.0
Central Cooling System, common for
Main Engine and Holeby GenSets
Design features and working principle
The camshaft lubricating oil cooler, is omitted in
plants using the uni-lubricating oil system for the
main engine.
The low and high temperature systems are directly
connected to gain the advantage of preheating the
main engine and GenSets during standstill.
As all fresh cooling water is inhibited and common
for the central cooling system, only one common
expansion tank, is necessary for deaeration of both
the low and high temperature cooling systems. This
tank accommodates the difference in water volume
caused by changes in the temperature.
To prevent the accumulation of air in the cooling wa-
ter system, a deaerating tank, is located below the
expansion tank.
An alarm device is inserted between the deaerating
tank and the expansion tank so that the operating
crew can be warned if excess air or gas is released,
as this signals a malfunction of engine components.
Operation at sea
The seawater cooling pump, supplies seawater
from the sea chests through the central cooler, and
overboard. Alternatively, some shipyards use a
pumpless scoop system.
On the freshwater side, the central cooling water
pump, circulates the low-temperature freshwater, ina
cooling circuit, directly through the lubricating oil
cooler of the main engine, the GenSets and the scav-
enge air cooler(s).
The jacket water cooling systemfor the GenSets is
equipped with engine-driven pumps and a by-
pass system integrated in the low-temperature
The main engine jacket system has an independent
pump circuit with a jacket water pump, circulating
the cooling water through the main engine to the
fresh water generator, and the jacket water cooler.
Athermostatically controlled3-way valve, at thejacket
cooler outlet mixes cooled and uncooled water to
maintain an outlet water temperature of 80-85 Cfrom
the main engine.
Operation in port
During operation in port, when the main engine is
stopped but one or more GenSets are running,
valves A are closed and valves B are opened.
Asmall central water pump, will circulate the neces-
sary flow of water for the air cooler, the lubricating
oil cooler, and the jacket cooler of the GenSets. The
auxiliary engines-driven pumps and the previously
mentioned integrated loop ensure a satisfactory
jacket cooling water temperature at the GenSets
The main engine and the stopped GenSets are
preheated as described for the jacket water sys-
445 550 002 198 22 47
MAN B&W Diesel A/S Engine Selection Guide
MAN B&W Diesel A/S Engine Selection Guide
445 550 002 198 22 47
Fig. 6.07.02 Central cooling system common for main engine and Holeby GenSets
178 46 95-8.0