m20c propulsion - borusan cat · standard acceptance test run 91 24. eiapp certificate 92 ... (lube...
TRANSCRIPT
M 20 CProject Guide • Propulsion
m
Introduction
Caterpillar Motoren GmbH & Co. KGP. O. Box, D-24157 KielGermanyPhone +49 431 3995-01Telefax +49 431 3995-2193
Issue April 2007
Information for the user of this project guide
The project information contained in the following is not binding, since technical data of products mayespecially change due to product development and customer requests. Caterpillar Motoren reservesthe right to modify and amend data at any time. Any liability for accuracy of information providedherein is excluded.
Binding determination of data is made by means of the Technical Specification and such other agree-ments as may be entered into in connection with the order. We will supply further binding data, draw-ings, diagrams, electrical drawings, etc. in connection with a corresponding order.
This edition supersedes the previous edition of this project guide.
All rights reserved. Reproduction or copying only with our prior written consent.
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Contents
Page
1. Engine description 1 - 2
2. General data and outputs 3 - 4
3. Restrictions for low load operation 5
4. Propeller operation 6 - 7
5. Technical data 8 - 9
6. Engine dimensions 10 - 18
7. Space requirement for dismantling of charge air cooler
and turbocharger cartridge 19
8. System connections 20
9. Fuel oil system 21 - 34
10. Lubricating oil system 35 - 40
11. Cooling water system 41 - 46
12. Flow velocities in pipes 47
13. Starting air system 48 - 49
14. Combustion air system 50
15. Exhaust system 51 - 56
16. Air borne sound power level 57
17. Foundation 58 - 64
18. Power transmission 65 - 68
19. Data for torsional vibration calculation 69
20. Control and monitoring system 70 - 88
21. Diagnostic system DICARE 89
22. Diesel engine management system DIMOS 90
23. Standard acceptance test run 91
24. EIAPP certificate 92
25. Painting/Preservation 93 - 94
26. Lifting of engines 95
27. Engine parts 96
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1. Engine description
The M 20 C is a four stroke diesel engine, non-reversible, turbocharged and intercooled with direct fuelinjection.
In-line engine M 20 C
Cylinder configuration: 6, 8, 9 in-lineBore: 200 mmStroke: 300 mmStroke/Bore-Ratio: 1.5Swept volume: 9.4 l/Cyl.Output/cyl.: 170/190 kWBMEP: 24.1/24.2 barRevolutions: 900/1000 rpmMean piston speed: 9/10 m/sTurbocharging: single-pipe systemDirection of rotation: clockwise, option: counter-clockwise
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1. Engine description
Engine design
- Designed for heavy fuel operation up to 700 cst./50 °C, fuel grade acc. to CIMAC H55 K55, ISO 8217,1996 (E), ISO-F-RMH55 RMK55.
- 1-piece dry engine block made of nodular cast iron. It incorporates the crankshaft bearing, cam-shaft bearing, charge air receiver, vibration damper housing and gear drive housing.
- Underslung crankshaft with corrosion resistant main and big end bearing shells.
- Natural hardened liners, centrifugally casted, with calibration insert.
- Composite type pistons with steel crown and aluminium alloy skirt.
- Piston ring set consisting of 2 chromium plated compression rings, first ring with chrom-ceramiclayer and 1 chromium plated oil scraper ring. Two ring grooves are hardened and located in thesteel crown.
- 2-piece connecting rod, fully machined, obliquely split with serrated joint.
- Cylinder head made of nodular cast iron with 2 inlet and 2 exhaust valves with valve rotators.Direct cooled exhaust valve seats.
- Camshaft made of sections per cylinder allowing a removal of the pieces sideways.
- Turbocharger with inboard plain bearings lubricated by engine lubricating system
- No water cooling for turbocharger.
- 2-circuit fresh water cooling system with single charge air cooler.
- Nozzle cooling for heavy fuel operation only with engine lubricating oil.
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2. General data and outputs
Output definition
The maximum continuous rating (locked output) stated by Caterpillar Motoren refers to the followingreference conditions according to "IACS" (International Association of Classification Societies) formain and auxiliary engines:
Reference conditions according to IACS (tropical conditions):air pressure 100 kPa (1 bar)air temperature 318 K (45 °C)relative humidity 60 %seawater temperature 305 K (32 °C)
Fuel consumption
The fuel consumption data refer to the following reference conditions:intake temperature 298 K (25 °C)charge air temperature 318 K (45 °C)charge air coolant inlet temperature 298 K (25 °C)net heating value of the Diesel oil 42700 kJ/kgtolerance 5 %Specification of the fuel consumption data without fitted-on pumps; for each pump fitted on an additio-nal consumption of 1 % has to be calculated.Increased consumption under tropical conditions 3 g/kWh
Lubricating oil consumption
Actual data can be taken from the technical data.
Engine 900/1000 rpm kW
6 M 20 C 1020/1140
8 M 20 C 1360/1520
9 M 20 C 1530/1710
The maximum fuel rack position is mechanicallylimited to 100 % output for propeller applica-tions. Limitation of 110 % for gensets and DE ap-plications.
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2. General data and outputs
Nitrogen oxide emissions (NOx-values)
NOx-limit values according MARPOL 73/78 Annex VI: 11.3 g/kWh (1000 rpm)11.5 g/kWh ( 900 rpm)
Main engine: CP propeller, according to cycle E2: 9.8 g/kWh (1000 rpm)10.1 g/kWh ( 900 rpm)
FP propeller, according to cycle E3: 10.0 g/kWh (1000 rpm)10.5 g/kWh ( 900 rpm)
Emergency operation without turbocharger
Emergency operation is permissible with MDO only up to approx.
- 20 % of the MCR at nominal speed with CP propeller- 60 % of nominal speed with FP propeller
General installation aspect:
Inclination angles at which main and essential aux. machinery is to operate satisfactorily:
Heel to each side: 15°Rolling to each side: + 22.5°Trim by head and stern: 5°Pitching: + 7.5°
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3. Restrictions for low load operation
The engine can be started, stopped and run on heavy fuel oil under all operating conditions.
The HFO system of the engine remains in operation and keeps the HFO at injection viscosity. The tem-perature of the engine injection system is maintained by circulating hot HFO and heat losses are com-pensated.The lube oil treatment system (lube oil separator) remains in operation, the lube oil is separated con-tinuously.The operating temperature of the engine cooling water is maintained by the cooling water preheater.
Below 25 % output heavy fuel operation is neither efficient nor economical.
A change-over to diesel oil is recommended to avoid disadvantages as e.g. increased wear and tear,contamination of the air and exhaust gas systems and increased contamination of lube oil.
Cleaning run of engine
1 h 2 3 4 5 6 8 10 15 20 24 h
PE %
100
70
5040
30
20
15
10
8
6
HFO-operation
3 h 2 1 h 30 min 15 min 0
Cleaning run after partial load operation
Load increase periodapprox. 15 min.
Restricted HFO-operation
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4. Propeller operationRequired fixed pitch propeller layout
I. Speed range for continuous operationThis speed range must not be exceeded for long-term operating conditions.
II. Speed range for short-time operationPermitted for a short time only, e.g. during acceleration and manoeuvring (torque limitation)
Fixed-pitch propeller design Max. output at 100 % rated speed:Sea going vessel (fully loaded) max. 85 % for seaships
max. 100 % for towing ships at bollard pullInland waterway vessels (fully loaded) max. 95 % for inland waterway vessels
max. 90 % for push boatsSpeed increase (grey area) The speed is blocked always at 100 % of rated speed. If re-
quired 103 % of rated speed is permissible at continuousoperation.During the yard trial trip the engine speed may be increasedto max. 106 % of the rated speed for max. 1 h, if required.
Reverse reduction
gearRudder FPP
Min. speed[%]
38 45 50
6 M 20 C 55 50 45
8 M 20 C 55 50 45
9 M 20 C 55 50 45
Time in seconds, tolerance + 5 %Engine at operating temperature
Acceleration time (minimum)
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4. Propeller operationRecommendation for CP propeller
The design area for the combinator has to be on the right-hand side of the theoretical propeller curveand may coincide with the theoretical propeller curve in the upper speed range.
A load above the output limit curve is to be avoided by the use of the load control device or overloadprotection device.
Binding data (depending on the type of vessel, rated output, speed and the turbocharging system) willbe established upon order processing.
A (sec) B (sec) C (sec)
6 M 20 C 25
8 M 20 C 25
9 M 20 C 25
30 90
Emergency (A) and normal (B, C) loadingconditions [sec] at operating tempera-ture (constant speed or combinator op-eration above 70 % nominal speed):
10 %
70 %
100 %MCR
B C
tA
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
110%
50% 60% 70% 80% 90% 100% 110%
Engine speed [%]
Engi
ne o
utpu
t [%
]
POWER LIMIT CURVE FOR OVERLOAD PROTECTION
RECOMMENDED COMBINATOR CURVE
103%
Droop
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5. Technical data(preliminary)
Cylinder 6 8 9 Performance data Maximum continous rating acc. ISO 3046/1 kW 1020 1140 1360 1520 1530 1710
Speed rpm 900 1000 900 1000 900 1000 Minimum speed rpm 280 300 280 300 280 300 Brake mean effektive pressure bar 24.06 24.2 24.06 24.2 24.06 24.2 Charge air pressure bar 3.1 3.25 2.9 3.25 3.1 3.3 Compression pressure bar 145 145 145 Firing pressure bar 180 180 180 Combustion air demand (ta = 20 °C) m3/h 58000 6650 7845 9260 8620 10150 Delivery/injection timing ° b. TDC 7/- 9/- 7/- 9/- 7/- 9/- Exhaust gas temperature after cylinder/turbine
°C 380/343 375/350 360/335 380/320 380/351 400/340
Specific fuel oil consumption Propeller/const. speed 1) 100 % 85 % 75 % 50 %
g/kWh g/kWh g/kWh g/kWh
186186
188/189 195/199
190189189
191/195
186186
188/189 195/199
190189189
191/195
186186
188/189 195/199
190189189
191/195 Lubricating oil consumption 2) g/kWh 0.6 0.6 0.6 Turbocharger type KBB HPR 4000 KBB HPR 5000 KBB HPR 5000 Fuel Engine driven feed pump (for gas oil/MDO only) m3/h/bar 1.2/5 1.2/5 1.2/5
Stand-by feed pump m3/h/bar 0.80/5 1.0/5 1.2/5 Mesh size MDO fine filter mm 0.025 0.025 0.025 Mesh size HFO selfcleaning filter mm 0.010 0.010 0.010 Mesh size HFO fine filter mm 0.034 0.034 0.034 Nozzle cooling by lubricating oil system for heavy fuel only
Lubricating Oil Engine driven pump m3/h/bar 52.5/10 58.8/10 52.5/10 58,8/10 52.5/10 58.8/10 Stand-by pump m3/h/bar 30/10 35/10 40/10 Working pressure on engine inlet bar 4 - 5 4 - 5 4 - 5 Engine driven suction pump m3/h/bar 43/3 48.3/3 61/3 Stand-by suction pump m3/h/bar 40/3 45/3 48/3 Prelubrication pump (press./suction) m3/h/bar 5/5/8/3 8/5/10/3 8/5/10/3 Sump tank content (dry/wet) m3 1.7/0.5 2.3/0.6 2.6/0.8 Temperature at engine inlet °C 55-65 55-65 55-65 Selfcleaning filter DN mm 65 65 65 Mesh size selfcleaning filter mm 0.03 0.03 0.03
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5. Technical data(preliminary)
Cylinder 6 8 9 Fresh water cooling Engine content m3 0.12 0.16 0.18 Pressure at engine inlet min/max bar Header tank capacity m3
Temperature at engine outlet °C
2.5/6.0 0.1
60 - 65
2.5/6.0 0.1
60 - 65
2.5/6.0 0.1
60 - 65 2-circuit system Engine driven pump HT m3/h/bar 25/4.0 30/4.0 30/4.0 35/4.0 35/4.0 40/4.0 Stand-by pump HT m3/h/bar 30/4.0 40/4.0 45/4.0 HT-Controller DN mm 50 65 65 Engine driven pump NT m3/h/bar 40/45 / 4.0 40/45 / 4.0 40/45 / 4.0 Temperature at charge air cooler inlet
°C 42 42 42
Heat Dissipation Specific jacket water heat kJ/kWh 550 550 550 Specific lub. oil heat kJ/kWh 500 500 500 Lub. oil cooler kW 156 174 208 232 234 261 Jacket water kW 142 158 189 211 213 238 Charge air cooler 3) kW 414 441 471 563 562 588 Heat radiation engine kW 52 69 78 Exhaust gas Silencer/spark arrester DN 25 dBA mm 400 500 500 DN 35 dBA mm 400 500 500 Pipe diameter DN after turbine mm 400 500 500 Maximum exhaust gas pressure drop
bar 0.03 0.03 0.03
Temperature 5) at 25 °C air intake °C 340 340 334 314 351 337 45 °C air intake °C 362 362 354 333 372 357 Mass 5) at 25 °C air intake kg/h 7380 8230 9677 11485 10703 12505 45 °C air intake kg/h 7085 7715 9290 11025 10275 11800 Starting air Starting air pressure max. bar 30 30 30 Minimum starting air pressure bar 10 10 10 Air consumption per start 4) Nm3 0.5 0.5 0.5 1) Reference conditions: LCV = 42700 kJ/kg, ambient temperature 25 °C charge air temperature 45 °C,
tolerance 5 %, + 1 % for each engine driven pump 2) Standard value, tolerance + 0.3 g/kWh, related to full load 3) Charge air heat based on 45 °C ambient temperature 4) Preheated engine 5) Tolerance 10 %, relative air humidity 60 %
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6. Engine dimensions
Removal of:
Piston in transverse direction X1 = 1905 mmin longitudinal direction X2 = 2225 mm
Cylinder Liner in transverse direction Y1 = 1910 mmin longitudinal direction Y2 = 2085 mm
Turbocharger at driving end
Dimensions [mm] Engine type A B C D E F G H
Weight with flywheel
[t]
6 M 20 C 941 4049 988 520 1558 630 330 2099 10.7
8 M 20 C 941 4846 1123 520 1693 630 330 2235 14.0
9 M 20 C 941 5176 1123 520 1693 630 330 2235 15.0
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6. Engine dimensions
Turbocharger at free end
Dimensions [mm] Enginetype B H
6 M 20 C 3838 2164
8 M 20 C 4573 2335
9 M 20 C 4903 2335
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6. Engine dimensions
Engine centre distance
Minimum distance
Recommended distance
Dimensions [mm]
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13
6. Engine dimensions
6 M 20 C, Turbocharger at driving end
Scal
e 1
: 50
m
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6. Engine dimensions
8 M 20 C, Turbocharger at driving end
Scal
e 1
: 50
m
15
6. Engine dimensions
9 M 20 C, Turbocharger at driving end
Scal
e 1
: 50
m
16
6. Engine dimensions
6 M 20 C, Turbocharger at free end
Scal
e 1
: 50
m
17
6. Engine dimensions
8 M 20 C, Turbocharger at free end
Scal
e 1
: 50
m
18
6. Engine dimensions
9 M 20 C, Turbocharger at free end
Scal
e 1
: 50
m
19
7. Space requirement for dismantling of charge air cooler andturbocharger cartridge
Charge air cooler cleaning
Cleaning is carried out with charge air cooler dismantled. A container to receive the cooler and clean-ing liquid is to be supplied by the yard. Intensive cleaning is achieved by using ultra sonic vibrators.
Turbocharger Removal/Maintenance
Caterpillar Motoren recommends to provide a lifting device above the bearing housing of the turbo-charger (see "B").
Weights of Turbocharger [kg] Dimensions [mm]
Turbo-charger, compl.
Silencer Compressor housing
Turbine housing
Car-tridge
Rotor A B C DKS
DKGS
E
6 M 20 C 236 25 46 51 54 13 515 268 892 1265 1330 830
8/9 M 20 C 354 55 87 87 88 20 670 276 1025 1300 1400 910
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8. System connections
C15 Charge Air Cooler LT, Outlet DN 50C21 Freshwater Pump HT, Inlet DN 65C22 Freshwater Pump LT, Inlet DN 65C23 Freshwater Stand-By Pump HT, Inlet DN 50C25 Freshwater, Outlet DN 50C28 Freshwater Pump LT, Outlet DN 50C37 Vent. DN 10C46a Luboil Stand-By Pump, Inlet DN 80C58 Luboil Force Pump, Outlet DN 65C60 Separator Connection, Suction Side DN 40
C61 Separator Connection, Delivery Side DN 40C73 Fitted Fuel Pump, Inlet DN 20C75 Fuel Stand-By Pump, Connection DN 20C78 Fuel, Outlet DN 20C81b Fuel Duplex Filter, Dripoil DN 15C86 Starting Air DN 40C91 Crankcase Ventilation DN 65C91a Exhaust Gas Outlet 6 M 20 C DN 400
8/9 M 20 C DN 500
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9. Fuel oil systemMGO/MDO operation
Two fuel product groups are permitted for MaK engines:
Pure distillates: Gas oil, marine gas oils, diesel fuel
Distillate/mixed fuels: Marine gas oil (MGO), marine diesel oil (MDO). The differ-ence between distillate/mixed fuels and pure distillates arehigher density, sulphur content and viscosity.
MGO MDO
Designation Max. viscosity[cSt/40 °C]
Designation Max. viscosity[cSt/40 °C]
ISO 8217: 2005 ISO-F-DMA 1.5 - 6.0 ISO-F-DMB ISO-F-DMC
11 14
ASTM D 975-78 No. 1 D No. 2 D
2.4 4.1
No. 2 D No. 4 D
4.1 24.0
EN 590 EN 590 8
Max. injection viscosity 12 cSt (2 °E)
Day tank DT 1: To be layed out for heat dissipation from injection pumps,approx. 1 kW/cylinder
Strainer (separate) DF 2: Mesh size 0.32 mm, dimensions see HFO-system
Preheater (separate) DH 1: Heating capacity
Not required with:- MGO < 7 cSt/40 °C- Heated day tank
Q [kW] =Peng. [kW]
166
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Feed pump (fitted) DP 1: Capacity see technical data
Transfer pump (fitted) DP 3: Capacity equal to feed pumpOption for MGO operation only
Pressure regulating valve (separate) DR 2
Fine filter (fitted) DF 1: Duplex filter, mesh size see technical data.
Separator DS 1: Recommended for MGORequired for MDO
Capacity
9. Fuel oil systemMGO/MDO operation
V [l/h] = 0.22 · Peng. [kW]
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9. Fuel oil systemMGO operation (engine with transfer pump)
Accessories and fittings:DF1 Fine filter (duplex filter)DF2 Primary filter (duplex filter)DF3 Coarse filterDP1 Feed pumpDP3 Transfer pump (to day tank)DR2 Pressure regulating valveDT1 Day tank, min. 1 m above crankshaft levelDT4 Storage tankKP1 Fuel injection pump
General notes:For location, dimensions and design(e. g. flexible connection) of theconnecting points see engine instal-lation drawing.
Notes:a Day tank level above engined Take care for feeding hightp Free outlet requireds Please refer to the monitoring list
regarding design of the monitor-ing devices
KT1 Drip fuel tankFQ1 Flow quantity indicatorLI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPI Pressure indicatorPSL Pressure switch lowTI Temperature indicator
Connecting points:C71 Fuel inlet C78 Fuel outletC72 Fuel outlet C80 Drip fuelC73 Fuel inlet C81 Drip fuelC75 Connection, stand-by pump C81b Drip fuel (filter pan)
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9. Fuel oil systemMGO / MDO operation
Accessories and fittings:DF1 Fine filter (duplex filter)DF2 Primary filter (duplex filter)DF3 Coarse filterDH1 PreheaterDH2 Electrical preheater (separator)DP1 Feed pumpDP2 Stand-by feed pumpDP3 Transfer pump (to day tank)DP5 Transfer pump (separator)DR2 Pressure regulating valveDS1 SeparatorDT1 Day tank, min. 1 m above crankshaft level
General notes:For location, dimensions and design(e. g. flexible connection) of theconnecting points see engine instal-lation drawing.DH1 not required with:- Gas oil < 7 cSt/40°- heated diesel oil day tank DT1
Notes:d Take care for feeding hightp Free outlet requireds Please refer to the monitoring list
regarding design of the monitor-ing devices
z For systems without stand-bypump connect C75 for filling-upof the engine system!
DT4 Storage tankKP1 Fuel injection pumpKT1 Drip fuel tankFQ1 Flow quantity indicatorLI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPI Pressure indicatorPSL Pressure switch lowTI Temperature indicator
Connecting points:C73 Fuel inlet C80 Drip fuelC75 Connection, stand-by pump C81 Drip fuelC78 Fuel outlet C81b Drip fuel (filter pan)
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9. Fuel oil systemHeavy fuel operation
1)An
indi
catio
n of
the
appr
oxim
ate
equi
vale
nts
inki
nem
atic
vis
cosi
ty a
t 50
°C a
nd R
edw
. I s
ec.
100
°F is
giv
en b
elow
:
Kine
mat
ic v
isco
sity
at
100
°C m
m2 /s
(cSt
)Ki
nem
atic
vis
cosi
ty a
t 5
0 °C
mm
2 /s (c
St)
Kine
mat
ic v
isco
sity
at
100
°F R
edw
. I s
ec.
Fuel
sha
ll be
free
of u
sed
lubr
icat
ing
oil (
ulo)
2)IS
O: 9
753)
ISO:
981
4)IS
O: 9
855)
ISO:
not
lim
ited
6)IS
O: C
arbo
n Re
sidu
e 10
7)IS
O: 0
.20
7
10
15
2
5
35
4
5
55
30
40
80
180
380
500
700
200
300
600
1500
3000
5000
7000
Requ
irem
ents
for r
esid
ual f
uels
for d
iese
l eng
ines
(as
bunk
ered
)
De
sign
atio
n:
CIM
AC
A 10
CI
MAC
B
10
CIM
AC
C 10
CI
MAC
D
15
CIM
AC
E 25
CI
MAC
F
25
CIM
AC
G 35
CI
MAC
H
35
CIM
AC
K 35
CI
MAC
H
45
CIM
AC
K 45
CI
MAC
H
55
CIM
AC
K 55
Re
late
d to
ISO8
217
(200
5):F
- RM
A30
RMB3
0 RM
B30
RMD8
0 RM
E180
RM
F180
RM
G380
RM
H380
RM
K380
RM
H500
RM
K500
RM
H700
RM
K700
Char
acte
ristic
Di
m.
Lim
it
Dens
ity a
t 15
°C
kg/m
3m
ax95
02)
97
5 3)
98
0 4)
991
99
1 10
10
991
1010
99
1 10
10
m
ax
10
15
25
35
45
55
Kin.
vis
cosi
ty a
t 100
°C
cSt 1
)m
in6
5)15
5)
Flas
h po
int
°C
min
60
60
60
60
60
60
Pour
poi
nt
(win
ter)
(sum
mer
) °C
max
0 624
30
30
30
30
30
Carb
on R
esid
ue
(Con
rads
on)
% (m
/m)
max
12
6)
14
14
15
20
18
22
22
22
Ash
% (m
/m)
max
0.
10
0.10
0.
10
0.15
0.
15
0.15
7)
0.15
7)
0.15
7)
Tota
l sed
im, a
fter a
gein
g %
(m/m
) m
ax
0.10
0.
10
0.10
0.
10
0.10
0.
10
Wat
er
% (V
/V
max
0.
5 0.
5 0.
5 0.
5 0.
5 0.
5
Sulp
hur
% (m
/m)
max
3.
5 4.
0 4.
5 4.
5 4.
5 4.
5
Vana
dium
m
g/kg
m
ax
150
30
0 35
0 20
0 50
0 30
0 60
0 60
0 60
0
Alum
iniu
m +
Sili
con
mg/
kg
max
80
80
80
80
80
80
Zinc
m
g/kg
m
ax
15
15
15
15
15
15
Phos
phor
m
g/kg
m
ax
15
15
15
15
15
15
Calc
ium
m
g/kg
m
ax
30
30
30
30
30
30
m
26
9. Fuel oil systemHeavy fuel operation
Visc
osity
/tem
pera
ture
dia
gram
m
27
9. Fuel oil systemHeavy fuel operation
Minimum requirements for storage, treatment and supply systems
Bunker tanks: In order to avoid severe operational problems due to incom-patibility, each bunkering must be made in a separate stor-age tank.
Settling tanks: In order to ensure a sufficient settling effect, the followingsettling tank designs are permissible:
- 2 settling tanks, each with a capacity sufficient for24 hours full load operation of all consumers
- 1 settling tank with a capacity sufficient for 36 hours fullload operation of all consumers and automatic filling
- Settling tank temperature 70 - 80 °C
Day tank: Two day tanks are required. The day tank capacity mustcover at least 4 hours/max. 24 hours full load operation of allconsumers. An overflow system into the settling tanks andsufficient insulation are required.
Guide values for temperatures
Fuel viscosity cSt/50 °C
Tank temperature [°C]
30 - 80 70 - 80
80 - 180 80 - 90
180 - 700 max. 98
Separators: Caterpillar Motoren recommends to install two self-clean-ing separators. Design parameters as per supplier recom-mendation. Separation temperature 98 °C! Maker and typeare to be advised to Caterpillar Motoren.
Capacity
V [l/h] = 0.22 · Peng. [kW]
m
28
Pressure pumps HP 1/HP 2: Screw type pump with mechanical seal.Installation vertical or horizontal. Delivery head 5 bar.
Capacity
V [m3/h] = 0.4 .. Peng. [kW]
1000
9. Fuel oil systemHeavy fuel operation
Supply system (Separate components): A closed pressurized system between daytank and engineis required as well as the installation of an automatic back-flushing filter with a mesh size of 10 µm (absolute).
Strainer HF 2: Mesh size 0.32 mm
DN H1 H2 W D Output [kW] mm
< 5000 32 249 220 206 180
< 10000 40 330 300 250 210
< 20000 65 523 480 260 355
> 20000 80 690 700 370 430
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29
9. Fuel oil systemHeavy fuel operation
Self cleaning filter HF 4: Mesh size 10 µm sphere passing mesh, type 6.60, make Boll& Kirch*, DN 50, without by-pass filter.
* In case of Caterpillar Motoren supply.
Dismantling of sieve300 mm
Pressure regulating valve HR 1: Controls the pressure at the engine inlet, approx. 4 bar.
Engine outputs
= 3000 kW > 3000 kW<
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30
9. Fuel oil systemHeavy fuel operation
Design head: 5 bar
Final preheater HH 1/HH 2: Heating media:
- Electric current (max. surface power density 1.1 W/cm2)- Steam- Thermal oil
Temperature at engine inlet max 150 °C.
Viscosimeter HR 2: Controls the injection viscosity to 10 - 12 cSt.
Fine filter (fitted) HF 1: - Mesh size 34 µm- Without heating- Differential pressure indication and alarm contact fitted
Fuel Cooler DH 3: Required for heat dissipation with MGO/MDO operation.
V [m3/h] = 0.7 ...... Peng. [kW]
1000
Circulating pumps HP 3/HP 4: Design see pressure pumps.
Capacity
Mixing tank (without insulation) HT 2:
Engine output Volume Dimensions [mm] Weight
[kW] [l] A D E [kg]
< 4000 50 950 323 750 70
< 10000 100 1700 323 1500 120
> 10000 200 1700 406 1500 175
Vent
Inletfrompressurepump
Fromengine
Outletto engine
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31
9. Fuel oil systemHeavy fuel operation
Notes:ff Flow verlocity in circuit system
< 0,5 m/sp Free outlet requireds Please refer to the monitoring list
regarding design of the monitor-ing devices
tt Neither insulated nor heated pipeu From diesel oil separator or diesel
oil transfer pump
All heavy fuel pipes have to be insu-lated.---- heated pipe
Connecting points:C76 Inlet duplex filterC78 Fuel outletC80 Drip fuelC81 Drip fuelC81b Drip fuel (filter pan)
Accessories and fittings:DH3 Gas oil coolerDT1 Diesel oil day tankHF1 Fine filter (duplex filter)HF2 Primary filterHF3 Coarse filterHF4 Self cleaning fuel filterHH1 Heavy fuel final preheaterHH2 Stand-by final preheaterHH3 Heavy fuel preheater (separator)HH4 Heating coilHP1/HP2 Pressure pumpHP3/HP4 Circulating PumpHP5/HP6 Heavy fuel transfer pump (separator)HR1 Pressure regulating valveHR2 ViscometerHS1/HS2 Heavy fuel separatorHT1 Heavy fuel day tankHT2 Mixing tank
HT5/HT6 Settling tankKP1 Injection pumpKT2 Sludge tankFQI Flow quantity indicatorLI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPDSL Diff. pressure switch lowPI Pressure indicatorPT Pressure transmitterTI Temperature indicatorTT Temperature transmitter (PT 100)VI Viscosity indicatorVSH Viscosity Control switch highVSL Viscosity Control switch low
C76 C78
- Peak pressuremax. 16 bar
General notes:For location, dimensions and design(e. g. flexible connection) of the con-necting points see engine installationdrawing. Valve fittings with loose coneare not accepted in the admission andreturn lines.
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32
9. Fuel oil systemHeavy fuel operation
Heavy fuel oil supply- and booster standard module
(Pressurized System), up to IFO 700 for steam and thermaloil heating, up to IFO 180 for electr. heating
Technical specification of the main components:
1. Primary filter
1 pc. Duplex strainer 320 microns
2. Fuel pressure pumps, vertical installation
2 pcs. Screw pumps with mechanical seal
3. Pressure regulating system
1 pc. Pressure regulating valve
4. Self cleaning fine filter
1 pc. Automatic self cleaning fine filter 10 microns absolut (without by-pass filter)
5. Consumption measuring system
1 pc. Flowmeter with local totalizer
6. Mixing tank with accessories
1 pc. Pressure mixing tank approx. 49 l volume up to 4,000 kWapprox. 99 l volume from 4,001 - 20,000 kW
(with quick-closing valve)
7. Circulating pumps, vertical installation
2 pcs. Screw pumps with mechanical seal
8. Final preheater
2 pcs. Shell and tube heat exchangers each 100 % (saturated 7 bar or thermal oil 180 °C)each 100 % electrical
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33
9. a) Heating medium control valve (steam/thermaloil)b) Control cabinet (electrical)
1 pc. control valve with built-on positioning drive 1 pc. control cabinet for electr. preheater
10. Viscosity control system
1 pc. automatic viscosity measure and control system VAF
Module controlled automatically with alarms and startersPressure pump starters with stand-by automaticCirculating pump starters with stand-by automaticPI-controller for viscosity controllingStarter for the viscosimeterAnalog output signal 4 - 20 mA for viscosity
AlarmsPressure pump stand-by startLow level in the mixing tankCirculating pump stand-by startSelf cleaning fine filter pollutionViscosity alarm high/lowThe alarms with potential free contacts
Alarm cabinet with alarms to engine control room and connection possibility for remote start/stop andindicating lamp of fuel pressure and circulating pumps
Performance and materials:The whole module is tubed and cabled up to the terminal strips in the electric switch boxes which areinstalled on the module. All necessary components like valves, pressure switches, thermometers,gauges etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermaloil orelectrical) where necessary.The module will be tested hydrostatical and functional in the workshop without heating.
9. Fuel oil systemHeavy fuel operation
Steam Thermal oil
Electric Steam Thermal oil
Electric Steam Thermal oil
Steam Thermal oil
For power in kW up to (50/60 Hz) 4000/4800 4000/4800 8000/9600 8000/9600 12000/14400 20000/24000 Length in mm 2200 2700 3200 3500 3500 3500 Width in mm 1200 1200 1200 1200 1350 1500 Height in mm 2000 2000 2000 2000 2000 2000 Weight (approx.) in kg 2300 2400 2500 2700 3100 3600
m
34
9. Fuel oil systemHeavy fuel operation
Accessories and fittings:DH3 Fuel oil cooler from MDO operationDT1 Diesel oil day tankHF1 Fuel fine filter (duplex filter)HF2 Fuel primary filter (duplex filter)HF3 Fuel coarse filterHF4 Self cleaning fuel filterHH1 Heavy fuel final preheaterHH2 Stand-by final preheaterHH3 Heavy fuel preheater (separator)HH4 Heating coilHM1 Fuel moduleHP1/HP2 Fuel pressure pumpHP3/HP4 Fuel oil circulating pumpHP5/HP6 Heavy fuel transfer pump (separator)HP7 Sludge pumpHR1 Fuel pressure regulating valveHR2 ViscometerHS1/HS2 Heavy fuel separatorHT1 Heavy fuel day tank
HT2 Mixing tankHT5/HT6 Settling tankKD2 Pressure peak damperKP1 Fuel injection pumpKT2 Sludge tankFQI Flow quantity indicatorLI Level indicatorLSH Level switch high (5301)LSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch high
(5111) + (5112)PDSL Diff. pressure switch lowPI Pressure indicatorPSL Pressure switch low (5102)TI Temperature indicatorVI Viscosity indicatorVSH Viscosity control switch highVSL Viscosity control switch low
General notes:For location and dimensions of theconnecting points see engine instal-lation drawing.
Notes:p Free outlet requireds Please refer to the monitoring list
regarding design of the monitor-ing devices
All heavy fuel pipes have to be insu-lated.---- heated pipe
Connecting points:C76 Inlet duplex filterC78 Fuel outletC80 Drip fuel connectionC81 Drip fuel connectionC81b Drip fuel connection
(filter pan)
C76 C78
- Peak pressuremax. 16 bar
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35
10. Lubricating oil system
Lube oil quality
The viscosity class SAE 40 is required.
Wear and tear and thus the service life of the engine depend on the lube oil quality. Therefore highrequirements are made for lubricants:
Constant uniform distribution of the additives at all operating conditions. Perfect cleaning (detergenteffect) and dispersing power, prevention of deposits from the combustion process in the engine. Suffi-cient alkalinity in order to neutralize acid combustion residues. The TBN (total base number) must bebetween 30 and 40 KOH/g at HFO operation. For MDO operation the TBN is 12 - 20 depending on sulphurcontent. RE-governor should be fitted with a normal 15 W 40 multipurpose oil.
I Approved in operationII Permitted for controlled use
When these lube oils are used, Caterpillar Motoren must be informed because at the moment there is insufficient experience availablefor MaK engines. Otherwise the warranty is invalid.
1) Synthetic oil with a high viscosity index (SAE 15 W/40). Only permitted if the oil inlet temperatures can be decreased by 5 - 10 °C.
Manufacturer Diesel oil/Marine-diesel oil operation
I II HFO operation I II
AGIP DIESEL SIGMA S CLADIUM 120
X X
CLADIUM 300 S CLADIUM 400 S
XX
BP ENERGOL DS 3-154 VANELLUS C 3
XX
ENERGOL IC-HFX 304 ENERGOL IC-HFX 404
XX
CALTEX DELO 1000 MARINE DELO 2000 MARINE
XX
DELO 3000 MARINE DELO 3400 MARINE
XX
CASTROL MARINE MLC MXD 154 TLX PLUS 204
X
XX
TLX PLUS 304 TLX PLUS 404
XX
CEPSA KORAL 1540 X CHEVRON DELO 1000 MARINE OIL
DELO 2000 MARINE OIL XX
DELO 3000 MARINE OIL DELO 3400 MARINE OIL
XX
TOTAL LUBMARINE DISOLA M 4015 AURELIA 4030
XX
AURELIA XL 4030 AURELIA XT 4040
XX
ESSO EXXMAR 12 TP EXXMAR CM+ ESSOLUBE X 301
XXX
EXXMAR 30 TP EXXMAR 40 TP EXXMAR 30 TP PLUS EXXMAR 40 TP PLUS
X
XX
X
MOBIL MOBILGARD 412 MOBILGARD ADL MOBILGARD M 430 MOBILGARD 1-SHC 1)
XXX
X
MOBILGARD M 430 MOBILGARD M 440
XX
SHELL GADINIA GADINIA AL ARGINA S ARGINA T
XXXX
ARGINA T ARGINA X
XX
TEXACO TARO 16 XD TARO 12 XD TARO 20 DP
XXX
TARO 30 DP TARO 40 XL
XX
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36
10. Lubricating oil system
Lube oil quantities/- change intervals: Circulating quantity:approx. 0.4 l/kW output with wet sump design(only with MGO/MDO operation)approx. 1.3 l/kW output with separate tank
The change intervals depend on:- the quantity- fuel quality- quality of lube oil treatment (filter, separator)- engine load
By continuous checks of lube oil samples (decisive arethe limit values as per "MaK Operating Media") an opti-mum condition can be reached.
Force pump (fitted) LP 1: Gear type pump
Stand-by force pump (separate) LP 2: - principle per engine- in case of Caterpillar Motoren supply vertical design
only- Prelubrication pump for inland water way vessel and
multi engine plants only
Strainer LF 4: Mesh size 2 - 3 mm - to be supplied by the yard.
Self cleaning filter (fitted) LF 2: Mesh size 30 µm (absolute), type 6.48, make Boll &Kirch. Without by-pass filter. Without flushing oil treat-ment.
Cooler (fitted) LH 1: Tube type
Temperature controller: Not required
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37
10. Lubricating oil system
Discharge to circulating tank: DN 100 at driving and free end. Compensator to be sup-plied by the yard.
Circulation tank LT 1: Volume
Oil filling approx. 80 % of tank volume.
V [m3] =1.7 · Peng. [kW]
1000
Discharge from engine
Separator suction pipeFlushing oil from automatic filter
Separator return pipe
Suction pipe force pumpSuction pipe stand-by force pump
Recommendation of pipe location in the circulating tank
Option (for MGO and MDO only): Deep oil pan (wetsump).
Crankcase ventilation: The location of the ventilation is on top of the engine blocknear to the turbocharger (see system connections C 91).
The vent pipe DN 50 must be equipped with a condensatetrap and drain. It has to be enlarged to DN 65 approx. 1 mafter the connection point and to be arranged separately foreach engine. Crankcase pressure max. 150 Pa.
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38
10. Lubricating oil system
Treatment at MGO/MDO operation
The service life of the lube oil will be extended by by-passtreatment.
Centrifuge (Option, fitted) LS 2: Minimum requirement
Separator LS 1: Recommended with the following design:- Separating temperature 85 - 95 °C- Quantity to be cleaned three times/day- Self cleaning type
Separation capacity
Veff [l/h] = 0.18 · Peng [kW]
Treatment at heavy fuel operation
Separator LS 1: Required with the following design:- Separating temperature 95 °C- Quantity to be cleaned five times/day- Self cleaning type
Separation capacity
Veff [l/h] = 0.29 · Peng [kW]
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39
10. Lubricating oil systemMGO/MDO operation (wet sump)
General notes:For location, dimensions and design (e.g. flexible connection) of the con-necting points see engine installationdrawing.The separator (LS1) can be omitted forengine with fitted centrifuge (LS2).
Notes:h Please refer to the monitoring list
regarding design of the monitoringdevices
o See "crankcase ventilation instal-lation instructions"
Connecting points:C46a Stand-by force pump, suction
sideC58 Force pump, delivery sideC60 Separator connection, suc-
tion side or drain or filling pipeC61 Separator connection, deliv-
ery side or from bypass filterC91 Crankcase ventilation to
stack
LI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPI Pressure indicatorPSL Pressure switch lowPSLL Pressure switch lowTI Temperature indicatorTSH Temperature switch highTSHH Temperature switch high
Accessories and fittings:LF2 Self cleaning luboil filterLF4 Suction strainerLH1 Luboil coolerLH2 Luboil preheaterLP1 Luboil force pumpLP2 Luboil stand-by force pumpLP9 Transfer pump (separator)LR2 Oil pressure regulating valveLS1 Luboil separatorLS2 Luboil centrifuge (option)LT2 Oil pan
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40
10. Lubricating oil system
General notes:For location, dimensions and design (e. g. flex-ible connection) of the connecting points seeengine installation drawing.
The separator (LS1) can be omitted for enginewith fitted entrifuge (LS2).
Connecting points:C51 Force pump, suction sideC53 Luboil dischargeC58 Force pump, delivery sideC91 Crankcase ventilation to stack
Notes:e Filling pipeh Please refer to the monitoring list regard-
ing design of the monitoring devicesj Recommended velocity of outflow less
than 0,5 m/so See "crankcase ventilation installation
instructions" 4-A-9570y Provide an expansation jointz Max. suction pressure - 0,4 bar
LI Level indicatorLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPI Pressure indicatorPSL Pressure switch lowPSLL Pressure switch lowTI Temperature indicatorTSH Temperature switch highTSHH Temperature switch high
Accessories and fittings:LF2 Self cleaning luboil filterLF4 Suction strainerLH1 Luboil coolerLH2 Luboil preheaterLP1 Luboil force pumpLP2 Luboil stand-by force pump/
Altern. prelubrication pump LP5LP9 Transfer pump (separator)LR2 Oil pressure regulating valveLS1 Luboil separatorLT1 Luboil sump tank
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41
11. Cooling water system
The heat generated by the engine (cylinder, turbocharger, charge air and lube oil) is to be eliminated bymeans of treated freshwater acc. to the MaK coolant regulations.
The inlet temperature in the LT-circuit is max. 38 °C.
Standard cooling system: two-circuit coolingCharge air temperature control not required.
HT-fresh water pump (fitted) FP 1: Capacity: acc. to heat balanceHT-fresh water pump (stand-by) FP 5
LT-fresh water pump (fitted) FP 2: Capacity: acc. to heat balanceLT-fresh water pump (stand-by) FP 6
HT-temperature controller (separate) FR 1: P-controller with manual emergency adjustment (basis).
Dimensions [mm] Weight
DN D F G H [kg]
6 M 20 C HT/NT 50 165 150 225 177 24
8/9 M 20 C HT/NT 65 185 165 254 158 26
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42
11. Cooling water system
LT-temperature controller (separate) FR 2: P-controller with manual emergency adjustment.
Preheater (separate) FH 5: Rod type heat exchanger, 3/3.5 kW output, voltage 400/440, frequency 50/60 Hz.Starter to be supplied by the yard.
HT-cooler (separate) FH 1: Plate type (plates made of titanium), size depending onthe total heat to be dissipated.
LT-cooler (separate) FH 2: Plate type (plates made of titanium), size depending onthe total heat to be dissipated.
Header tank (separate) FT 1/FT 2: - Arrangement: min. 4 m above crankshaft centre line.- Size acc. to technical engine data.- All continuous vents from engine are to be connected.
Drain tank with filling pump: Is recommended to collect the treated water whencarrying out maintenance work (to be installed by theyard).
Electric motor driven pumps: Option for fresh and seawater , vertical design.Rough calculation of power demand for the electricbalance.
ρ · H · VP = [kW]
367 · η
.
P - Power [kW]PM - Power of electr. motor [kW]V - Flow rate [m3/h]H - Delivery head [m]ρ - Density [kg/dm3]η - Pump efficiency
0,70 for centrifugal pumps
< 1.5 kW1.5 - 4 kW4 - 7.5 kW
> 7.5 - 40 kW> 40 kW
PM = 1.5 · PPM = 1.25 · PPM = 1.2 · PPM = 1.15 · PPM = 1.1 · P
.
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43
11. Cooling water systemHeat balance 6 M 20 C
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44
11. Cooling water systemHeat balance 8 M 20 C
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45
11. Cooling water systemHeat balance 9 M 20 C
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46
11. Cooling water system
Notes:e Bypass DN 12f Drainh Please refer to the measuring
point list regarding design ofthe monitoring devices
Connecting points:C15 Charge air cooler LT, outletC21 Freshwater pump HT, inletC22 Freshwaser pump LT, inletC23 Stand-by pump HT, inletC25 Cooling water, engine outletC28 Freshwater pump LT, outletC37 Vent
Accessories and fittings:CH1 Charge air coolerCR1 Charge air thermostatCR3 Sensor for charge air temperature control valveDH3 Fuel oil cooler for MDO operationFH1 Freshwater cooler HTFH2 Freshwater cooler LTFH3 Heat consumerFH5 Freshwater preheaterFP1 Freshwater pump (fitted on engine) HTFP1 Freshwater pump (fitted on engine) LTFP5 Freshwater stand-by pump HTFP5 Freshwater stand-by pump LTFP7 Preheating pumpFR1 Temperature control valve HTFR2 Temperature control valve LTFR3 Flow temperature control valve HTFT1 Compensation tank HT
General notes:For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing.With skin cooler not required: - Seawater system (SP1, SP2, SF1, ST1)Temp. control valve FR3 required, if heat recovery installed.
FT2 Compensation tank LTLH1 Luboil coolerLH3 Gear luboil coolerSF1 Seawater filterSP1 Seawater pumpSP2 Seawater stand-by pumpST1 Sea chestLI Level indicatorLSL Level switch lowPI Pressure indicatorPSL Pressure switch lowPSLL Pressure switch lowPT Pressure transmitterTI Temperature indicatorTSHH Temperature switch highTT Temperature transmitter (PT100)
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47
12. Flow velocities in pipes
Example: di = 100 mm, V = 60 m3/hVelocity in the pipe 2.1 m/s
Volu
me
flow
[m
3 /h]
Velocity in the pipe [m/s]
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48
13. Starting air system
Requirement of Classification Societies (regarding design)
- No. of starts: 6- No. of receivers: min. 2
Receiver capacity acc. to GL recommendation AT 1/AT 2
When CO2 fire extinguishing plants are arranged in the engine room, the blow-off connection of thesafety valve is to be piped to the outside.
1 Filling valve DN 182 Pressure gauge G 1/43* Relief valve DN 74 Drain valve DN 85 Drain valve DN 8 (for vertical position)6 Connection aux. air valve G1/27 To starting valve at engine8 Typhon valve DN 16
Option:* with pipe connection G 1/2
6/8/9 Cyl.
Single-engine plant 2 x 125 l
Twin-engine plant 2 x 250 l
Receiver capacity [l]
Lmm
D Ø mm
Valve head Weight
approx. kg
250 2960 480 DN 38 230
500 3470 480 DN 50 320
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49
13. Starting air system
Compressor AC 1/AC 2: 2 compressors with a total output of 50 % each are required.The filling time from 0 to 30 bar must not exceed 1 hour.
Capacity
V [m3/h] = Σ VRec. · 30.
VRec. = Total receiver volume [m³]
Air starter (fitted) AM 1: With pressure reducer 30/10 bar.
Min. starting air pressure and air consumption see technical data.
General notes:For location, dimensions and design (e. g. flexible connection) ofthe connecting points see engine installation drawing.
Clean and dry starting air is required.
Notes:a Control aird Water drain (to be mounted at the lowest point)e To other gensetsh Please refer to the monitoring list regarding design of the
monitoring devicesj Automatic drain (recommended)
Connecting points:C86 Connection, starting air
Accessories and fittings:AC1 CompressorAC2 Stand-by compressorAM1 Air starterAR1 Starting valveAR4 Pressure reducing valveAR5 Oil and water separatorAT1 Starting air receiverAT2 Starting air receiverPI Pressure indicatorPSL Pressure switch low, only for main enginePT Pressure transmitter
AT1/AT2 Option:- Typhon valve- Relief valve with pipe connection
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50
14. Combustion air system
General: To obtain good working conditions in the engine room and toensure trouble free operation of all equipment attentionshall be paid to the engine room ventilation and the supply ofcombustion air.
The combustion air required and the heat radiation of allconsumers/heat producers must be taken into account.
Air intake from engine room (standard): - Fans are to be designed for a slight overpressure in theengine room.
- On system side the penetration of water, sand, dust, andexhaust gas must be avoided.
- When operating under tropical conditions the air flowmust be conveyed directly to the turbocharger.
- The temperature at turbocharger filter should not fall be-low + 10 °C.
- In cold areas warming up of the air in the engine roommust be ensured.
Air intake from outside: - The intake air duct is to be provided with a filter. Penetra-tion of water, sand, dust and exhaust gas must beavoided.
- Connection to the turbocharger is to be established via anexpansion joint (to be supplied by the yard). For this pur-pose the turbocharger will be equipped with a connectionsocket.
- At temperatures below + 10 °C the Caterpillar Motoren/Application Engineering must be consulted.
Radiated heat: see technical dataTo dissipate the radiated heat a slight and evenly distributedair current is to be led along the engine exhaust gas mani-fold starting from the turbocharger.
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51
15. Exhaust system
Position of exhaust gas nozzle: A nozzle position of 0, 30, 45°, 60° and 90° is possible.
Exhaust compensator:
Design of the pipe cross-section: The pressure loss is to be minimized in order to optimize fuelconsumption and thermal load of the engine.
Max. flow velocity: 40 m/s (guide value).
Max pressure loss (incl. silencer and exhaust gas boiler):30 mbar(lower values will reduce thermal load of the engine).
The aforesaid value is also applicable as value for the totalflow resistance of plants with separate intake air filter!
Notes regarding installation: - Arrangement of the first expansion joint directly on theexhaust gas nozzle
- Arrangement of the first fixed point in the conduit directlyafter the expansion joint
- Drain opening to be provided (protection of turbochargerand engine against water)
- Each engine requires an exhaust gas pipe (one commonpipe for several engines is not permissible).
If it should be impossible to use the standard transitionpiece supplied by Caterpillar Motoren, the weight of thetransition piece manufactured by the shipyard must not ex-ceed the weight of the standard transition piece. A drawingincluding the weight will then have to be submitted ap-proval.
Diameter DN Length [mm] Weight [kg]
6 M 20 C 400 365 31
8/9 M 20 C 500 360 42
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52
15. Exhaust system
t = Exhaust gas temperature (°C)G = Exhaust gas massflow (kg/h)∆p = Resistance/m pipe length (mm WC/m)d = Inner pipe diameter (mm)w = Gas velocity (m/s)l = Straight pipe length (m)L' = Spare pipe length of 90° bent pipe (m)L = Effective substitute pipe length (m)∆Pg = Total resistance (mm WC)
Example (based on diagram data A to E):t = 335 °C, G = 25000 kg/hl = 15 m straight pipelength, d = 700 mm3 off 90° bend R/d = 1.51 off 45° bend R/d = 1.5∆Pg = ?
∆p = 0.83 mm WC/mL' = 3 · 11 m + 5.5 mL = l + L' = 15 m + 38.5 m = 53.5 m∆Pg = ∆p · L = 0.83 mm WC/m · 53.5 m = 44.4 mm WC
Resistance in exhaust gas piping
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53
0.031 0.063 0.125 0.25 0.5 1 2 4 8
160
150
140
130
120
110
100
137 138 138 136
132 129126
123 119
f [kHz]
0.031 0.063 0.125 0.25 0.5 1 2 4 8 f [kHz]
160
150
140
130
120
110
100
136 138 138136
133 130127 125
121
0.031 0.063 0.125 0.25 0.5 1 2 4 8 f [kHz]
160
150
140
130
120
110
100
136 138 139 137134
131 128 127123
15. Exhaust system(preliminary)
Exhaust sound power level Lw not attenuated [1 x 1 m from open pipe]The noise measurements are made with a probe inside the exhaust pipe.
Tolerance + 2 dB
LwOct [dB](reference 10-12 W)
LwOct [dB](reference 10-12 W)
LwOct [dB](reference 10-12 W)
6 M 20 C (1140 kW/1000 rpm)
9 M 20 C (1710 kW/1000 rpm)
8 M 20 C (1520 kW/1000 rpm)
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54
15. Exhaust system
Silencer: Design according to the absorbtion principle with wide-band attenuation over a great frequency range and lowpressure loss due to straight direction of flow. Sound ab-sorbing filling consisting of resistant mineral wool.
Sound level reduction 25 dB(A), alternatively 35 dB(A).Max. permissible flow velocity 40 m/s.
Silencer with spark arrester: Soot separation by means of a swirl device (particles arespun towards the outside and separated in the collectingchamber). Sound level reduction 25 dB(A) or 35 dB(A).Max. permissible flow velocity 40 m/s.
Silencers are to be insulated by the yard. Foundation brack-ets are provided as an option.
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55
15. Exhaust system
Silencer/Spark arrestor and silencer: Installation: vertical/horizontalFlange according to DIN 86044Counterflanges, screws and gaskets are included, withoutsupports and insulation
Silencer
Spark arrestor and silencer
Attenuation 25 dB (A) 35 dB (A)
DN D B L kg L kg
6 M 20 C 400 850 544 2934 550 3686 680
8/9 M 20 C 500 950 594 3184 710 3936 800
Exhaust gas boiler: Each engine should have a separate exhaust gas boiler. Al-ternatively, a common boiler with separate gas sections foreach engine is acceptable.
Particularly when exhaust gas boilers are installed attentionmust be paid not to exceed the maximum recommendedback pressure.
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56
15. Exhaust system
Cleaning the turbocharger compressor: The components for cleaning (dosing vessel, pipes, shut-offvalve) are engine mounted.
Water is fed before compressor wheel via injection pipesduring full load operation every 24 to 48 hours.
Cleaning the turbine blade andnozzle ring: At heavy fuel operation only.
The cleaning is carried out with clean fresh water "wetcleaning" during low load operation at regular intervals, de-pending on the fuel quality, 250 to 500 hours, depending onfuel quality.
Duration of the cleaning period is approx. 20 minutes. Freshwater of 1.5 bar is required.
During cleaning the water drain should be checked. There-fore the shipyard has to install a funnel after connectionpoint C36.
Water flow[l/min]
Injection time[sec]
6 M 20 C 4 - 6 3 - 4 x 30 *
8/9 M 20 C 6 - 10 3 - 4 x 30 *
C36 Drain, Ø 25
C42 Fresh water supply,Ø 16,with quick couplingdevice
Dirty water tank* with 3 min waiting period at a time
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57
0.031 0.063 0.125 0.25 0.5 1 2 4 8 16 f [kHz]
130
125
120
115
110
105
100
95
90
104
114 114
119
114
111 112108 110
101
0.031 0.063 0.125 0.25 0.5 1 2 4 8 16 f [kHz]
130
125
120
115
110
105
100
95
90
108 110 111114
111 110 111108
107
101
0.031 0.063 0.125 0.25 0.5 1 2 4 8 16 f [kHz]
130
125
120
115
110
105
100
95
90
100
108
109
115
111 109 110107 110
102
16. Air borne sound power level(preliminary)
The airborne noise of the engines is measured as a sound power level according to EN ISO 9614-2/Accuracy class 3.
Tolerance + 2 dB
LwOct [dB](reference 10-12 W)
LwOct [dB](reference 10-12 W)
LwOct [dB](reference 10-12 W)
6 M 20 C (1140 kW/1000 rpm)
9 M 20 C (1710 kW/1000 rpm)
8 M 20 C (1520 kW/1000 rpm)
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58
17. Foundation
Support distance a = 870 mmF = TN / a
2. Dynamic load: The dynamic forces and moments are superimposed on thestatic forces. They result on the one hand from the firingforces causing a pulsating torque and on the other handfrom the external mass forces and mass moments.
The tables indicate the dynamic forces and moments aswell as the related frequencies.
External foundation forces and frequencies:
The following information is relevant to the foundation design and the aftship structure.
The engine foundation is subjected to both static and dynamic loads.
1. Static load: The static load results from the engine weight which is dis-tributed approximately evenly over the engine’s foundationsupports and the mean working torque TN resting on thefoundation via the vertical reaction forces. TN increases theweight on one side and reduces it on the other side by thesame amount.
Output[kW]
Speed[1/min]
TN
[kNm]
1020 900 10.8 6 M 20 C
1140 1000 10.9
1360 900 14.4 8 M 20 C
1520 1000 14.5
1530 900 16.2 9 M 20 C
1710 1000 16.3
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59
All forces and moments not indicated are irrelevant or do not occur. The effect of these forces andmoments on the ship’s foundations depends on the type of engine mounting.
Output[kW]
Speed[rpm]
Order-No. Frequency[Hz]
My[kNm]
Mz[kNm]
1020 900 — — 6 M 20 C
1140 1000 — —
1360 900 — — 8 M 20 C
1520 1000 — —
1530 900 12
1530
3.0 2.6 —
9 M 20 C 1710 1000 1
216.7 33.3
3.7 3.2
—
17. FoundationExternal foundation forces and frequencies
Output[kW]
Speed[rpm] Order-No.
Frequency[Hz]
Mx
[kNm]
1020 900 36
4590
11.4 4.4
6 M 20 C 1140 1000 3
650
1009.5 4.4
1360 900 48
60120
15.8 2.0
8 M 20 C 1520 1000 4
866.7 133
15.6 2.0
1530 900 4.5 9
67.5 135
14.5 1.3
9 M 20 C 1710 1000 4.5
975
15014.5 1.3
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60
17. Foundation
2.1 Rigid mounting: The vertical reaction forces resulting from the torque varia-tion Mx are the most important disturbances to which theengine foundation is subjected. As regards dynamic load,the indicated moments Mx only represent the exciting val-ues and can only be compared among each other. The ac-tual forces to which the foundation is subjected depend onthe mounting arrangement and the rigidity of the foundationitself.
In order to make sure that there are no local resonant vibra-tions in the ship’s structure, the natural frequencies of im-portant components and partial structures must be suffi-ciently far away (+ 30 %) from the indicated main excitingfrequencies.
2.2 Resilient mounting: The dynamic foundation forces can be considerably re-duced by means of resilient engine mounting.
General note: The shipyard is solely responsible for the adequate designand quality of the foundation.
Information on foundation bolts, steel chocks, side stoppersetc. is to be gathered from the binding foundation plans.
Examples "for information only" for the design of the screwconnections will be made available as required.
If pourable resin is used it is recommendable to employ au-thorized workshops of resin manufacturers approved by theclassification societies for design and execution.
It has to be taken into account that the permissible surfacepressure for resin is lower than for steel chocks and there-fore the tightening torques for the bolts are reduced corre-spondingly.
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61
Side stoppers: 1 pair at the end of cyl. block
Side stopper to be with 1 wedge (see sketch). Wedge to be placed at operating temperature and se-cured by welding.
Number of Bolts
Jacking Bolts - To be protected against contact/bond with resin- After setting of resin dismantle the jacking screws completely
To be supplied by yard: Foundation bolts, fitted bolts, nuts and tension sleeves, side stoppers,steel chocks, cast resin
The shipyard is solely responsible for adequate design and quality of the foundation.
Fitted bolts Foundation bolts
6 M 20 C 4 16
8 M 20 C 4 20
9 M 20 C 4 22
17. FoundationRigid mounting (engine with dry sump)
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62
Jacking Bolts - To be protected against contact/bond with resin- After setting of resin dismantle the jacking screws completely
To be supplied by yard: Foundation bolts, fitted bolts, nuts and tension sleeves, side stoppers,steel chocks, cast resin
The shipyard is solely responsible for adequate design and quality of the foundation.
Fitted bolts Foundation bolts
6 M 20 C 4 16
8 M 20 C 4 20
9 M 20 C 4 22
17. Foundation(engine with wet sump)
Side stoppers: 1 pair at the end of cyl. block
Side stopper to be with 1 wedge (see sketch). Wedge to be placed at operating temperature and se-cured by welding.
Number of Bolts
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17. FoundationResilient mounting
Conical elements
6 M 20 C 4
8 M 20 C 6
9 M 20 C 6
Major components:- Conical rubber elements for active isolation of dynamic engine forces and structure born noise are
combined horizontal, lateral and vertical stoppers to limit the engine movements.- Dynamically balanced highly flexible coupling.- Flexible connections for all media.- Special designed exhaust gas below.
Details are shown on binding installation drawings.
No. of elements:
Important note:- The resilient mounting alone does not provide garant for a quiet ship. Other sources of noise like
propeller, gearbox and aux. engines have to be considered as well.- Radial restoring forces of the flexible coupling (due to seaway) may be of importance for the layout
of the reduction gear.
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64
17. FoundationResilient mounting
Structure borne sound level Lv, expected (measured in the test cell)
Lv Oct [dB](reference5*10-8 m/s)
72777876
8182
97
91
45525850
6259
7470
20
30
40
50
60
70
80
90
100
110
0.031 0.063 0.125 0.25 0.5 1 2 4Frequency [kHz]
above
below
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65
18. Power transmission
Coupling between engine and gearbox
For all types of plants the engines will be equipped with flexible flange couplings.
The guards for the flexible couplings should be of perforated plate or gratings to ensure an optimumheat dissipation (yard supply).
Mass moments of inertia
* Running gear with balance weights and vibration damper
Selection of flexible couplings
The calculation of the coupling torque for main couplings is carried out acc. to the following formula.
T KN [kNm] > · · 9.55Po [kW]no [min-1]
Po Engine outputno Engine speedTKN Nominal torque of the coupling in the catalog
For installations with a gearbox PTO it is recommended to oversize the PTO coupling by the factor 2in order to have sufficient safety margin in the event of misfiring.
Speed [rpm]
Engine * [kgm2]
Flywheel [kgm2]
Total [kgm2]
6 M 20 C 41.4 86.4
8 M 20 C 50.7 95.7
9 M 20 C
900/1000
48.8
45
93.8
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66
18. Power transmission
Fly wheel and flexible coupling
Space for OD-Box to be considered!
Couplings for twin rudder propeller have to be designed with a supplementary torque of 50 %.
Power Speed Nominal torque of coupling
Make Vulkan Weight
Type RATO-R
d L1 4) L2 3) 1) 2)
[kW] [rpm] [kNm] [mm] [mm] [mm] [kg] [kg]
1140 1000 6 M 20 C
1020 900 12.5 G 192 WR 595 367 175 153 160
1520 1000 8 M 20 C
1360 900 16.0 G 212 WR 645 391 185 184 192
1710 1000 9 M 20 C
1530 900 20.0 G 232 WR 690 415 195 221 231
1) without torsional limit device2) with torsional limit device3) length of hub4) Alignment control (recess depth 5 mm)
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18. Power transmission
Power take-off
The PTO output is limited to 675/750 kW at 900/1000 rpm.
The connection requires a highly flexible coupling.
The primary mass of the flexible coupling has to be limited to 56 kg.
A combination (highly flexible coupling/clutch) will not be supplied by Caterpillar Motoren. The weightforce of the clutch cannot be absorbed by the engine and must be borne by the succeeding machine.
The coupling hub is to be adapted to suit the PTO shaft journal.
The definite coupling type is subject to confirmation by the torsional vibration calculation.
Space for removal of luboil pump.
PTO Shaft
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68
18. Power transmission
Rudder propeller drive
Voith propeller drive
A [mm] B [mm]
6 M 20 C 887 1508
8 M 20 C 911 1508
9 M 20 C 935 1508
Components behind flex. coupling to besupplied by the shipyard
Components behind flex. coupling to besupplied by the shipyard
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19. Data for torsional vibration calculation
Details to be submitted for the torsional vibration calculation
A torsional vibration calculation is made for each installation. For this purpose exact data of all compo-nents are required. See table below:
1. Main propulsion
Clutch existing ? yes no
Moments of Inertia: Engaged ............. kgm² Disengaged: .............. kgm²
Flexible Coupling: Make .................. Type: ....... Size
Gearbox: Make ................... Type: ....... Gear ratio .........
Moments of Inertia and dyn. torsional rigidity (Mass elastic system)
Shaft drawings with all dimensions
CPP D = ............ mm Blade No. ........
Moments of Inertia: in air ............. kgm² / in water = ............. kgm²
Exciting moment in percent of nominal moment = ............. %
Operation mode CPP: const. speed Combinator:
Speed range from: ................. – rpm
Normal speed range: CPP = 0.6 Nominal speed
2. PTO from gearbox: yes no
If yes, we need the following information:
Clutch existing? yes no
Moments of Inertia: Engaged: ............ kgm2 Disengaged: .............. kgm²
Flexible coupling: Make: .............. type .................... Size ..............
Gearbox: .................. Make: .............. type .................... Gear ratio: .............
Moments of Inertia and dyn. torsional rigidity (Mass diagram)
Kind of PTO driven machine: ............................ Rated output .............. kW
Power characteristics, operation speed range .............. rpm
3. PTO from free shaft end: yes no
If yes, we need the following information:
Clutch existing? yes no
Moments of Inertia: Engaged: ............ kgm2 Disengaged: .............. kgm²
Flexible coupling: Make ............. type .................... Size ..............
Gearbox: .................. Make ............. type .................... Gear ratio .............
Moments of Inertia and dyn. torsional rigidity (Mass diagram)
Kind of PTO driven machine: ........................... Rated output .............. kW
Power characteristics, operating speed range .............. rpm
4. Explanation:
Moments of Inertia and dyn. torsional rigidity in absolut dimensions, i. e. not reduced.
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70
20. Control and monitoring system
Engine control panel
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71
20. Control and monitoring system
Remote control for reversing gear plant
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72
20. Control and monitoring systemRemote control for reversing gear plant
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73
Remote control for CP propeller plant
20. Control and monitoring system
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74
20. Control and monitoring systemRemote control for twin engine plant with one CP propeller
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75
20. Control and monitoring system
Electric remote control/Rudder fixed propeller
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76
20. Control and monitoring system
Electric remote control/Voith-propeller
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20. Control and monitoring system
Speed control
Main engines are equipped with a mech./hydr. speed governor (Milli Ampere Speed setting). With thefollowing equipment:
- Stepper motor in the head of the governor for remote speed control- Separate stepper motor control with adjustable speed range and speed ramp. Voltage supply =
24 V DC
The control is fitted easily accessible on the engine in the terminal board box (X3) especially providedfor control components.
The set speed value of
nmin = 4 mAnmax = 20 mA
is converted into the required signal by the stepper motor.
- Speed setting knob (emergency speed setting)- Shut-down solenoid (24 V DC/100 % duty cycle) for remote stop (not for automatic engine stop).- Start fuel limit solenoid- Stepless adjustable droop on the governor from 0 - 10 %- Standard setting: 0 %- Device for optimization of the governor characteristic- Serrated drive shaft (for easy service)- Charge air pressure fuel limiter (FPP, tugs) for start fuel and smoke reduced running up
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78
20. Control and monitoring system
Speed control
Twin engine plant with one CPP: The engines are equipped with an actuator (optional with mech.back-up). Electronic governors are installed in a separate con-trol box.
The governor comprises the following functions:
- Speed setting range to be entered via parameters- Adjustable acceleration and deceleration times- Starting fuel limiter- Input for stop (not emergency stop)- 18 - 32 V DC voltage supply- Alarm output- Droop operation (primary shaft generator)- Isochronous load distribution by master/slave princip for twin
engine propulsion plants via double-reduction gear
Twin engine plant with CPP Single engine plant with CPP
Control box electronic governorwith mounting frame and shock absorber
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Engine monitoring
20. Control and monitoring system
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80
20. Control and monitoring system
Monitoring: M 20 C main engine
Sensor Measur.-point
Monitoring point Abbrev. Action
Fitted Separate
Remarks
1104 Luboil pressure PAL OA B Starting stand-by pump from pump control
1105 Luboil pressure PAL OA A1
1106 Luboil pressure PALL OAMS
B1
1112 Luboil differential pressure autom. filter
PDAH OA B1 B
1202 Lubricating oil temperature engine inlet
TAH OA A1
1203 Lubricating oil temperature engine inlet
TAHH OAAD
B1
1301 Luboil level wet sump pan LAL OA B1 Not provided with dry sump
1315 Luboil level dry sump LAH OA B1 Only with high tank Starting stand-by luboil suction pump
2101 FW pressure high temp. circuit engine inlet
PAL OA B Starting stand-by pump from pump control
2102 FW pressure high temp. circuit engine inlet
PAL OA A1
2103 FW pressure high temp. circuit engine inlet
PALL OAMS
B1
2111 FW pressure low temp. circuit cooler inlet
PAL OA B Starting stand-by pump from pump control
2112 Fresh water pressure low temp. circuit cooler inlet
PAL OA A1
2201 Fresh water temp. high temp. circuit engine inlet
TAL OA A
2211 Fresh water temp. high temp. circuit engine outlet
TAH OA A1
2212 Fresh water temp. high temp. circuit engine outlet
TAHH OAAD
B1
2229 Fresh water temp. low temp. circuit
TAL OA A
2321 Oil ingress in fresh water cooler outlet
QAH OA B Option
5101 Fuel oil pressure engine inlet
PAL OA B Not provided with HFO Starting stand-by pump from pump control
5102 Fuel oil pressure engine inlet
PAL OA A
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81
20. Control and monitoring system
Monitoring: M 20 C main engine
* located in the fuel pressure system
Sensor Measur.-point
Monitoring point Abbrev. Action
Fitted Separate
Remarks
5105 Fuel oil pressure/ pressure pump
PAL OA B* Starting stand-by pump from pump control
5111 Fuel oil differential pressure duplex filter
PDAH OA B1
5112 Fuel oil differential pressure autom. filter
PDAH OA B*
5115 Fuel oil differential pressure circulating pump
PDAL OA B* Starting stand-by pump from pump control
5116 Fuel oil differential pressure circulating pump
PDAL OA B*
5201 Fuel oil temperature engine inlet
TAL OA A1# # 1 Sensor f. 5201+5202
5202 Fuel oil temperature engine inlet
TAH OA A# # 1 Sensor f. 5201+5202
5251 Fuel oil viscosity engine inlet
VAH OA # # 1 Sensor f. 5251, 5252+5253
5252 Fuel oil viscosity engine inlet
VAL OA # # 1 Sensor f. 5251, 5252+5253
5301 Level of leak fuel LAH OA B1
5333 Fuel level mixing tank LAL OA B*
6101 Starting air pressure engine inlet
PAL OA A1
6105 Shut down air pressure on engine
PAL OA B
7109 Charge air pressure engine inlet
PI A
7201 Charge air temperature engine inlet
TAH OA A
7301 Water in charge air manifold QAH OA B
7309 Charge air temperature inlet charge air cooler
TI A
8211 Exhaust gas temp. deviation from average each cylinder
TAH TAHH
OAAD
A
8221 Exhaust gas temperature after turbocharger
TAH TAHH
OAAD
A1
8231 Exhaust temperature before turbocharger
TAH OA A
9401 Engine speed S B1 Alarm suppression
9402 Engine speed S B1 Start/stop luboil stand-by pump
9403 Engine speed n < 0,7 n nom S B1 Alarm suppression
9404 Engine overspeed S OAMS
B1
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82
20. Control and monitoring system
Monitoring: M 20 C main engine
Sensor Measur.-point
Monitoring point Abbrev. Action
Fitted Separate
Remarks
9411 Engine speed S B Start/stop of luboil gear box stand-by pump from pump control
9419 Engine speed NI A1
9429 Speed turbocharger NI A
9509 Injection pump/fuel rack GI A
9531 Load/>=Engine limit curve speed governor
GI B1 Overload indication (CP-propeller)
9532 Load/>=Engine limit curve speed governor
GI A1 Load control (CP-propeller)
9561 Barring gear engaged B1 Start interlock
9601 Electronic units/terminal point X1/voltage failure
OA B1
9611 RPM switch/voltage failure/ wire break
OA B1
9615 Failure electronic governor OAMS
B only with electronic governor
9616 Failure governor OA B1
9622 Exhaust gas temp. average equipment, voltage failure
OA B1
9671 Safety system failure OA B1
9677 Override active OA B1
9717 Electrical start/stop equipment/voltage failure
OA B1
9751 Temperature controller voltage failure
OA B1 Dependent from system
9761 Viscosity control, voltage failure
OA B1 Dependent from system
9771 Preheater freshwater, voltage failure
OA B1 Dependent from system
9775 Preheater fuel oil, voltage failure
OA B1 Dependent from system
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83
20. Control and monitoring system
Monitoring: M 20 C main engine
1 = Min. requirements for inlandvessel, MDOAt single engine plant, all MSand AD only manual required,except for 9404 (overspeed).
GI = Position indicationLAH = Level alarm highLAL = Level alarm lowNI = Speed indicationP = PressurePAL = Pressure alarm lowPALL = Pressure alarm low lowPDI = Pressure difference indicationPDAH = Pressure difference alarm highPDAL = Pressure difference alarm lowPI = Pressure indication
B = Binary sensorA = Analogue sensorOA = Visual and audible alarmAD = Autom. speed/load reductionMS = Autom. engine stop
QA = Measurement alarmQAH = Measurement alarm highS = SpeedTAH = Temperature alarm highTAHH = Temperature alarm high highTAL = Temperature alarm lowTI = Temperature indicationV = ViscosityVAH = Viscosity alarm highVAL = Viscosity alarm low
Abbreviations
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20. Control and monitoring systemLocal and remote indicators
Remote indication interfacing
Indi
cato
rs
DIC
ARE
"O
FF"
Line
A
t the
eng
ine
Rem
ote
96 x
96
•Fu
el te
mpe
ratu
re a
t eng
ine
inle
t ⊗
D
iffer
entia
l pre
ssur
e fu
el fi
lter
•
Mea
n in
ject
ion
pum
p ra
ck p
ositi
on
⊗
•Lu
boil
tem
pera
ture
at e
ngin
e in
let
⊗
•Lu
boil
tem
pera
ture
coo
ler i
nlet
D
iffer
entia
l pre
ssur
e lu
boil
auto
mat
ic fi
lter
•
Fres
hwat
er te
mpe
ratu
re a
t eng
ine
inle
t HT
•
Fres
hwat
er te
mpe
ratu
re a
t eng
ine
outle
t HT
⊗
•Fr
eshw
ater
tem
pera
ture
bef
ore
inte
rcoo
ler
•
Fres
hwat
er te
mpe
ratu
re a
fter i
nter
cool
er
•
Fres
hwat
er te
mpe
ratu
re a
fter t
urbo
char
ger
•
Diff
eren
tial p
ress
ure
inte
rcoo
ler
•
Char
ge a
ir te
mpe
ratu
re b
efor
e en
gine
⊗
G
auge
boa
rd (f
itted
on
engi
ne)
Fuel
pre
ssur
e ⊗
•Lu
boil
pres
sure
⊗
•
Fres
hwat
er p
ress
ure
HT
⊗
•Fr
eshw
ater
pre
ssur
e LT
⊗
Star
t air
pres
sure
⊗
•
Char
ge a
ir pr
essu
re a
fter i
nter
cool
er
Shut
dow
n ai
r pre
ssur
e
•En
gine
spe
ed
⊗1)
•Tu
rboc
harg
er s
peed
⊗
•
Char
ge a
ir te
mpe
ratu
re b
efor
e in
terc
oole
r
•Ex
haus
t gas
tem
pera
ture
afte
r cyl
inde
r ⊗
2)
•Ex
haus
t gas
tem
pera
ture
bef
ore/
afte
r tur
boch
arge
r ⊗
2)
•Se
rvic
e ho
ur c
ount
er (s
epar
ate)
1) A
ltern
ativ
ely
144
x 14
4 2) C
ater
pilla
r Mot
oren
sup
plie
d ex
haus
t gas
mea
n va
lue
mon
itor
(opt
ion)
or v
ia a
larm
sys
tem
(not
Cat
erpi
llar M
otor
en s
uppl
y)
⊗ O
ptio
n
* not Caterpillar Motoren supply
mA VΩ mV mA V
Sensor Signals from theengine
RPM switchunit
Analog-monitoringequipment *
Display (mA)
Remote indicatoroption
Turbochargerspeedoption
Remote indicatorengine speed
option
Monitor*
Signal type4-20 mA
0 - 1
0 V
0 - 1
0 V
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20. Control and monitoring system
Protection system Version = unattended engine room seagoing vessel
Operating voltage: 24 V DCType of protection: IP 55 for wall-mounting type housing
IP 20 for 19" subrack type
Protection against false polarity and transient protection provided.
Designed for: 4 starting interlock inputs6 automatic stop inputs6 automatic reduction inputs4 manual stop inputs
The input and output devices are monitored for wire break.
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20. Control and monitoring system
Protection system
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87
20. Control and monitoring system
Rpm switch system Operating voltage: 24 V DCType of protection:IP 55 for wall-mounting type housingIP 20 for 19" subrack type
Designed for:8 rpm switching pointsAnalogue outputs for speed:2 x 0-10 V, 2 x 4-20 mA, 2 x frequencyAnalogue outputs for fuel rack position:0 - 10 V, 2 x 4-20 mA plus 2 binary outputs
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20. Control and monitoring systemRpm switch system
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21. Diagnostic system DICARE
DICARE is an efficient expert system which collects the actual operating data of the engine, scalesthem to ISO condition, compares them with the nominal values and evaluates all detected deviationsfrom these nominal values. Out of this comparison a printable diagnosis results which ease conditionbased maintenace considerably.
The sensor equipment of the engine laid out for the "off-line operation". The measured values of theengine have to be read off the local instruments, then recorded on an input sheet and entered into thePC via keyboard.
Benefits of DICARE:
• Early detection of wear.• Optimum operating condition due to clearly laid out display of deviating engines parameters.• Reduction of maintenance cost due to recognition of trends.• Longer service life of components due to display of comparison of actual vs. desired values.• Allows personnel and material planning by early, condition-based recognition of contamination or
wear.
Manual input of the measured values overthe keyboard (manual).
System requirements
• Standard PC
• Windows XP
• CD Writer
• Printer Caterpillar Motoren-delivery
DICARE - Installation -CD (program andengine data) andoperating Instructions.
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22. Diesel engine management system DIMOS
DIMOS is a computer aided maintenance and spare part management system for Caterpillar Motorendiesel engines. The DIMOS-system will include a data base which is filled with information derivedfrom the operating instructions and the spares catalogue of your respective engine type. This systemenables to administration and check the following three major subjects:1. Maintenance2. Material management3. Statistics
These four major subjects are provided with many internal connections, so that no double inputs arerequired. All you need for running the DIMOS-system is commercial PC hardware.
The advantages are evident:• Precise follow-up regarding the maintenance intervals as specified by Caterpillar Motoren. No
scheduled date will be forgotten and no history file will be missed.• Immediate access to maintenance and component information.• Quick and simple modification of data is possible at any time.• Extensive and permanently up-to-date decision documents for maintenance with precise updating
of terms.• A lot of paper work can be omitted, and this means a considerable saving of time.• This can be taken from the DIMOS database as well as from the CD-Rom and the standard docu-
mentation.
From various single information to an integrated system
DIMOS
Engine operatinginstructions
Engine spare partscatalogues
Maintenanceschedule
Maintenancejob cards
Maintenanceplanning
Work ordercreation
History andstatistics
Inventory andpurchase
O U T P U T
I N P U TDIMOS
Engine operatinginstructions
Engine spare partscatalogues
Maintenanceschedule
Maintenancejob cards
Maintenanceplanning
Work ordercreation
History andstatistics
Inventory andpurchase
O U T P U T
I N P U T
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23. Standard acceptance test run
In addition to that the following functional tests will be carried out:
- governor test- overspeed test- emergency shut-down via minimum oil pressure- start/stop via central engine control- measurement of crank web deflection (cold/warm condition)
After the acceptance main running gear, camshaft drive and timing gear train will be inspectedthrough the opened covers. Individual inspection of special engine components such as piston orbearings is not intended, because such inspections are carried out by the classification societies atintervals on series engines.
Engine movement due to vibration referred to the global vibration characteristics of the engine:
The basis for assessing vibration severity are the guidelines ISO 10816-6.
According to these guidline the MaK engine will be assigned to vibration severity grade 28, class 5. Onthe engine block the following values will not be exceeded:
Displacement Seff < 0.448 mm f > 2 Hz < 10 HzVibration velocity Veff < 28.2 mm/s f > 10 Hz < 250 HzVibration acceleration aeff < 44.2 m/s2 f > 250 Hz < 1000 Hz
The acceptance test run is carried out on the testbed with customary equipment and auxiliaries usingexclusively MDO and under the respective ambient conditions of the testbed. During this test run thefuel rack will be blocked at the contractual output value. In case of deviations from the contractualambient conditions the fuel consumption will be converted to standard reference conditions.
The engine will be run at the following load stages acc. to the rules of the classification societies. Afterreaching steady state condition of pressures and temperatures these will be recorded and registeredacc. to the form sheet of the acceptance test certificate:
Load [%] Duration [min]
50 30
85 30
100 60
110 30
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24. Engine International Air Pollution Prevention Certificate
The MARPOL Diplomatic Conference has agreed about a limitation of NOx emissions, referred to asAnnex VI to Marpol 73/78.
When testing the engine for NOx emissions, the reference fuel is Marine Diesel Oil (Distillate) and thetest is performed according to ISO 8178 test cycles:
Subsequently, the NOx value has to be calculated using different weighting factors for different loadsthat have been corrected to ISO 8178 conditions.
An EIAPP (Engine International Air Pollution Prevention) certificate will be issued for each engineshowing that the engine complies with the regulation. At the time of writing, only an interim certificatecan be issued due to the regulation not yet in force.
According to the IMO regulations, a Technical File shall be made for each engine. This Technical Filecontains information about the components affecting NOx emissions, and each critical component ismarked with a special IMO number. Such critical components are injection nozzle, injection pump,camshaft, cylinder head, piston, connecting rod, charge air cooler and turbocharger. The allowablesetting values and parameters for running the engine are also specified in the Technical File.
The marked components can later, on-board the ship, be easily identified by the surveyor and thus anIAPP (International Air Pollution Prevention) certificate for the ship can be issued on basis of theEIAPP and the on-board inspection.
E3/E2: Fixed propeller / controllable pitch propeller
Output [%] 100 75 50 25
Weighting factor 0.2 0.5 0.15 0.15
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93
25. Painting/Preservation
Inside preservation
N 576-3.3Up to 1 year, engine protected from moisture.- Main running gear and internal mechanics
Outside preservation
N 576-3.1 - Tectyl lightEuropeStorage in the open, protected from moisture, up to 1 year
Appearance of the engine:- Castings with red oxide antirust paint- Pipes and machined surfaces left as bare metal- Attached components with colours of the makers
N 576-3.2 - Tectyl heavy-dutyOverseasStorage in the open, protected from moisture, up to 1 year
Appearance of the engine:- Castings with red oxide antirust paint- Pipes and machined surfaces left as bare metal- Attached components with colours of the makers
N 576-4.1 - Clear VarnishClear varnish painting is applicable within Europe for land transportation with protection frommoisture. It is furthermore applicable for storage in a dry and tempered atmosphere.
Clear varnish painting is not permissible for:- Sea transportation of engines- Storage of engines in the open, even if they are covered with tarpaulin
VCI packaging as per N 576-5.2 is always required!Durability and effectiveness are dependent on proper packing, transportation, and storage, i.e. theengine must be protected from moisture, the VCI foil must not be torn or destroyed.Checks are to be carried out at regular intervals.If the above requirements are not met, all warranty claims in connection with corrosion damagesshall be excluded.
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Appearance of the engine:- Castings with red oxide antirust paint- Pipes and machined surfaces left as bare metal- Attached components with colours of the makers- Surfaces sealed with clear varnish- Bare metal surfaces with light preservation
N 576-4.3 - Painting- No VCI packaging:
Short-term storage in the open, protected from moisture, max. 4 weeks- With VCI packaging:
Storage in the open, protected from moisture, up to 1 year
Appearance of the engine:- Surfaces mostly painted with varnish- Bare metal surfaces provided with light or heavy-duty preservation
N 576-5.2 - VCI packagingStorage in the open, protected from moisture, up to 1 year.Applies for engines with painting as per application groups N 576-4.1 to -4.4Does not apply for engines with Tectyl outside preservation as per application groups N 576-3.1 and -3.2.
Description:- Engine completely wrapped in VCI air cushion foil, with inserted VCI-impregnated flexible
PU-foam mats.
N 576-5.2 Suppl. 1 - Information panel for VCI preservation and inspectionApplies for all engines with VCI packaging as per application group N 576-5.2
Description:- This panel provides information on the kind of initial preservation and instructions for inspection.- Arranged on the transport frame on each side so as to be easily visible.
N 576-6.1 - Corrosion Protection Period, Check, and RepreservationApplies to all engines with inside and outside storage
Description:- Definitions of corrosion protection period, check, and represervation
25. Painting/Preservation
m
95
26. Lifting of engines
For the purpose of transport the engine is equipped with a lifting device which shall remain the prop-erty of Caterpillar Motoren. It has to be returned in a useable condition free of charge.
Ropes2 pcs. lifting ropes DIN 3088-N-28x4,2-EG
Load-bearing capacity of the handling device16,000 kg (8,000 kg per frame)
Choise of fixing points
m
96
27. Engine parts
Cylinder head, Weight 121 kg
Piston with connecting rod, Weight 57 kg Cylinder liner, Weight 60 kg
Subject to change without notice.Leaflet No. 220 · 04.07 · e · L+S · VM3
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