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M 32 CProject Guide • Genset
Proj
ect G
uide
M32
C G
ense
t
E x c e l l e n c e o n B o a rdE x c e l l e n c e o n B o a rdSubject to change without notice.Leaflet No. 222 · 09.06 · e · L&S · VM3
For more information please visit our website:www.cat-marine.com or www.mak-global.com
Caterpillar Marine Power SystemsEurope, Africa, Middle East
Caterpillar MarinePower SystemsNeumühlen 922763 Hamburg/Germany
Phone: +49 40 2380-3000Telefax: +49 40 2380-3535
Caterpillar Marine AsiaPacific Pte Ltd14 Tractor RoadSingapore627973/SingaporePhone: +65 68287-600Telefax: +65 68287-624
Americas
MaK Americas Inc.
3450 Executive WayMiramar Park of CommerceMiramar, FL. 33025/USAPhone: +1 954 447 71 00Telefax: +1 954 447 71 15
Caterpillar Marine Trading(Shanghai) Co., Ltd.Rm 2309, Lippo Plaza222, Huai Hai Zhong Road200021 Shanghai/P. R.ChinaPhone: +86 21 5396 5577Telefax: +86 21 5396 7007
Asia PacificHeadquarters
Caterpillar MarinePower SystemsNeumühlen 922763 Hamburg/Germany
Phone: +49 40 2380-3000Telefax: +49 40 2380-3535
M-32_Projectguide_GenSet.qxd 18.09.2006 08:12 Seite 1
m
Introduction
Caterpillar Motoren GmbH & Co. KGP. O. Box, D-24157 KielGermanyPhone +49 431 3995-01Telefax +49 431 3995-2193
Issue September 2006
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.
Major revisions of issue September 2006 are
- Wet sump lubrication- Resilient mounting- Technical data revised
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 and stand-by mode 5 - 6
4. Load application and recovery behaviour 7 - 9
5. Technical data 10 - 11
6. Generator set dimensions 12 - 15
7. Space requirement for dismantling of charge air cooler 16
8. System connections 17
9. Fuel oil system 18 - 31
10. Lubricating oil system 32 - 35
11. Cooling water system 36 - 40
12. Flow velocities in pipes 41
13. Starting air system 42 - 43
14. Combustion air system 44
15. Exhaust gas system 45 - 52
16. Air borne sound power level 53
17. Foundation 54 - 56
18. Control and monitoring system 57 - 68
19. Diagnostic system DICARE 69 - 70
20. Diesel engine management system DIMOS 71
21. Standard acceptance test run 72
22. EIAPP certificate 73
23. Painting/Preservation 74 - 75
24. Lifting of gensets 76
25. Engine parts 77
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1. Engine description
The M 32 C is a four stroke diesel engine, turbocharged and intercooled with direct fuel injection.
In-line engine M 32 C
Cylinder configuration: 6, 8, 9 in-lineBore: 320 mmStroke: 480 mmStroke/Bore-Ratio: 1.5Swept volume: 38.7 l/Cyl.Output/cyl.: 500 kWBMEP: 25.9 barRevolutions: 600 rpmMean piston speed: 9.6 m/sTurbocharging: pulse, option:
single pipe (only for 6 M 32 C)Direction of rotation: counter-clockwise
Option
Free Drivingend end
Control side
Exhaust side
6 5 4 3 2 1 Cyl. number
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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 bearings, cam-shaft bearings, 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 nodular cast iron skirt.
- Piston ring set consisting of 2 chromium plated compression rings, first ring with chromium-ce-ramic plated running surfaces and 1 chromium plated oil scraper ring. All ring grooves are locatedin the steel crown. The first ring groove is chromium plated. The other ring grooves are hardened.
- 3-piece connecting rod with the possibility to dismount the piston without opening the big end bear-ing.
- Cylinder head made of nodular cast iron with 2 inlet and 2 exhaust valves with valve rotators.Directly cooled exhaust valve seats.
- Camshaft made of sections per cylinder allowing a removal of the pieces sideways.
- Turbocharger supplied with inboard plain bearings lubricated by engine lubricating oil.
- 2-stage fresh water cooling system with 2-stage charge air cooler.
- Nozzle cooling for heavy fuel operation only with engine lubricating oil.
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3
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)An overload of 10 % is permitted for one hour within 12 hours of operation. The blocking will be fixed to10 % above the maximum continuous rating.
Engine output (PM) / Electrical output (PW)
Engine rating
Generator rating
60/50 Hz
Speed: 600 rpm
Mean eff . pressure
Mean piston speed Type
kW kWe kVA bar m/s
6 M 32 C 3000 2880 3600 25.9 9.6
8 M 32 C 4000 3840 4800 25.9 9.6
9 M 32 C 4500 4320 5400 25.9 9.6
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4
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 42,700 kJ/kgtolerance of the stated consumption data 5 %Specification of the fuel consumption data without built on pumps; for each pump fitted on an additio-nal consumption of 1 % has to be calculated.
Lubricating oil consumption
Actual data can be taken from the technical data.
Soot- and nitrogen oxide emissions (NOx-values)
NOx-limit values according to MARPOL 73/78 Annex VI: 12.5 g/kWh (n = 600 rpm)
Generator according to cycle D2: 10.8 g/kWh
In combination with "Flex Cam Technology" (FCT) the soot emission will be lower than 0.5 FSN in theoperation range between 10 and 100 % load.
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°
2. General data and outputs
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3. Restrictions for low load operation and stand-by mode
Low load operation
An unrestricted low load operation is permitted with diesel oil.Below 25 % rated output diesel oil operation is neither efficient nor economical.A change-over to diesel oil avoids disadvantages as e.g. increased wear and tear, contamination ofthe air and exhaust gas systems and increased contamination of lube oil.Low load below 25 % rated output over prolonged periods usually occurs only during laytime operationin the harbour. These duties are best carried out by means of harbour gensets or the emergency dieselgenset.Thus, change-over to diesel oil is practically limited to "cleaning runs" of the injection system formaintenance purposes.
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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6
Stand-by mode
Start and stop with heavy fuel is generally permissible.
The following conditions have to be met for stand-by mode:
The HFO system of the engine remains in operation and keeps the HFO at injection viscosity. Thetemperature of the engine injection system is maintained by the circulating hot HFO and heat lossesare compensated.
Prelubrication is to be continuous.The lube oil treatment system (lube oil separator) remains in operation, the lube oil is separatedcontinuously.
The operating temperature of the engine cooling water is maintained by the cooling water preheater.
Emergency operation in the event of a black-out (with gravity feed fuel)
Emergency operation with gravity feed fuel from the MDO day tank in the event of a black-out ispermissible under the following conditions inst for starting procedure of the genset with MDO:
- Bottom edge of MDO day tank DT 1 is arranged at least 4 m above injection pump level
3. Restrictions for low load operation and stand-by mode
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4. Load application and recovery behaviour
Example: 6 M 32 C, 3000 kW, 600 rpm, bmep = 25.9 bar
1. max. load from 0 % to 30 % MCR2. max. load from 31 % to 52 % MCR3. max. load from 53 % to 71 % MCR4. max. load from 72 % to 100 % MCR
The permissible load increase according to ISO 8528-5 and IACS must be carried out in several steps,depending on the mean effective pressure. The ship‘s network must be designed so that this permissi-ble load increase is kept. The shipyard is to provide the approval of the responsible classificationsociety in time before classification acceptance of the engine.
Reference values for load steps, depending on bmep at continuous rating
For 6 M 32 C with const. or pulse pressure exhaust gas system8/9 M 32 C with pulse pressure exhaust gas system
Fuel rack setting 110 %
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4. Load application and recovery behaviour
Recovery behaviour after a sudden load increase according to load steps depending on pme /unloading corresponding ISO 8528-5.
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4. Load application and recovery behaviour
Speed control of auxiliary generating sets / DE - drive
Electronic governor system make Regulateurs Europa (RE)
Type: Actuator 2221Governor Viking 25
The engine is equipped with an actuator without mech. back-up governor. The electronic governor isdelivered as a separate part for installation by the shipyard at a suitable place (e. g. switchboard).
On request the governor can be installed inside the protection system cabinet.
The governor comprises the following functions:
- Speed setting range to be entered via parameters- Adjustable acceleration and decelaration times- Adjustable synchronizing ramp rates- Starting fuel limiter- Input for stop (not emergency stop)- 18 - 32 V DC voltage supply- Alarm output- Isochronous load sharing by master / slave princip- Droop operation selectable
Option on request for aux. generating sets only:
- mechan./hydraulic governor, make RE, type 1102
Standard settings:
- Droop 4 %- Speed setting range + 5 %
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5. Technical data
Cylinder 6 8 9 Performance data Maximum continous rating acc. ISO 3046/1 kW 3,000 4,000 4,500 Speed 1/min 600 600 600 Brake mean effektive pressure bar 25.9 25.9 25.9 Charge air pressure bar 3.3 3.3 3.4 Compression pressure bar 160 160 160 Firing pressure bar 198 198 198 Combustion air demand (ta = 20 °C) m3/h 17,000 22,350 26,250 Delivery/injection timing ° v. OT 6.5/1.5 6.5/1.5 6.5/1.5 Exhaust gas temperature after cylinder/turbine °C 430/321 425/332 415/330 Specific fuel oil consumption n = const 1) 100 % 85 % 75 % 50 %
g/kWh g/kWh g/kWh g/kWh
179 178 181 190
179 178 182 191
179 178 182 191
Lubricating oil consumption 2) g/kWh 0.6 0.6 0.6 Turbocharger type NA 297 NA 357 NA 357 Fuel Engine driven booster pump m3/h/bar 2.2/5 3.2/5 3.2/5 Stand-by booster pump m3/h/bar 2.2/5 2.9/5 3.2/5 Mesh size MDO fine filter mm 0.025 0.025 0.025 Mesh size HFO automatic 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 Lubricating Oil Engine driven pump m3/h/bar 118/10 118/10 118/10 Independent pump m3/h/bar 55/10 65/10 75/10 Working pressure on engine inlet bar 4 - 5 4 - 5 4 - 5 Engine driven suction pump m3/h/bar 140/3 140/3 140/3 Independent suction pump m3/h/bar 65/3 80/3 100/3 Priming pump pressure m3/h/bar 10.4/5 10.4/5 10.4/5 Sump tank content (base frame) m3 3.92 4.45 5.56 Temperature at engine inlet °C 60-65 60-65 60-65 Temperature controller NB mm 80 100 100 Mesh size automatic filter mm 0.03 0.03 0.03
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5. Technical data
Cylinder 6 8 9 Fresh water cooling Engine content m3 0.7 0.95 1.05 Pressure at engine inlet min/max bar 2.5/6.0 2.5/6.0 2.5/6.0 Header tank capacity m3 0.35 0.45 0.55 Temperature at engine outlet °C 80 - 90 80 - 90 80-90 Two circuit system Engine driven pump HT m3/h/bar 70/3.6 70/3.5 80/3.5 Independent pump HT m3/h/bar 70/3.0 70/3.0 80/3.0 HT-Controller NB mm 100 100 100 Water demand LT-charge air cooler m3/h 70 80 90 Temperature at LT-charge air cooler inlet °C 38 38 38 Heat Dissipation Lub. oil cooler kW 440 590 660 Jacket water kW 420 560 625 Charge air cooler (HT-Stage) 3) kW 900 1,200 1,360 Charge air cooler (LT-Stage) 3) kW 330 420 490 (HT-Stage after engine) Heat radiation engine kW 150 190 210 Exhaust gas Silencer/spark arrester NB 25 dBA mm 600 700 800 NB 35 dBA mm 600 700 800 Pipe diameter NB after turbine mm 600 700 700 Maximum exhaust gas pressure drop bar 0.03 0.03 0.03 Starting air Starting air pressure max. bar 30 30 30 Minimum starting air pressure bar 10 10 10 Air consumption per Start 4) Nm3 1.2 1.2 1.2 1) Reference conditions: LCV = 42,700 kJ/kg, ambient temperature 25 °C charge air temperature 45 °C,
tolerance 5 %, + 1 % for each engine driven pump, + 1 g/kWh for pulse pressure charging 2) Standard value, tolerance + 0.3 g/kWh, related on full load 3) Charge air heat based on 45 °C ambient temperature 4) Preheated engine
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6. Generator set dimensions
Prime mover and generator are always flexibly coupled.
Removal of:
Piston in transverse direction X1 = 4,470 mmin longitudinal direction X2 = 4,840 mm
Cylinder Liner in transverse direction Y1 = 4,940 mmin longitudinal direction Y2 = 5,305 mm
Reduced removal height with special tools only.
Min. centre distance of 2 gensets: 3000 mm
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13
6. Generator set dimensions
Genset 6 M 32 C
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6. Generator set dimensions
Genset 8 M 32 C
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15
6. Generator set dimensions
Genset 9 M 32 C
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16
7. Space requirement for dismantling of charge air cooler
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 transmitters.
Turbocharger dismantling
Removal of cartridge with compressor delivery casing after removal of air filter silencer.
R [mm] Weight [kg]
6 M 32 C 847 360
8/9 M 32 C 1,224 790
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8. System connections
C 21a Preheating, to Preheater DN 125C 22 Freshwater Pump LT, Inlet DN 80C 23 Preheating, from Preheater DN 125C 60 Separator Connection, Suction Side DN 125C 61 Separator Connection, Delivery Side DN 125C 76 Inlet, Duplex Filter DN 25C 78 Fuel Outlet DN 25C 86 Connection, Starting Air DN 40C 91a Exhaustgas Outlet 6 M 32 C DN 600
8/9 M 32 C DN 700
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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: 1996 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
DIN DIN EN 590 8
Max. injection viscosity 12 cSt (2 °E)
Strainer (separate) DF 2: Mesh size 0.32 mm, dimensions see HFO-system
Intermediate tank (separate) DT 2: Capacity 100 l
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:Feed pump (fitted) DP 1:Feed pump (fitted) DP 1:Feed pump (fitted) DP 1:Feed pump (fitted) DP 1: Capacity see technical data
Pressure regulating valve (fitted) DR 2Pressure regulating valve (fitted) DR 2Pressure regulating valve (fitted) DR 2Pressure regulating valve (fitted) DR 2Pressure regulating valve (fitted) DR 2
Fine filter (fitted) DF 1:Fine filter (fitted) DF 1:Fine filter (fitted) DF 1:Fine filter (fitted) DF 1:Fine filter (fitted) DF 1: Duplex filter, mesh size see technical data.
Separator DS 1:Separator DS 1:Separator DS 1:Separator DS 1:Separator DS 1: Recommended for gas oilRequired for MDO
The utilisation must be in accordance with the makersofficial recommendation (details from the head office).
Veff [kg/h] = 0.22 · Peng. [kW]
Preheater for separator DH 2:Preheater for separator DH 2:Preheater for separator DH 2:Preheater for separator DH 2:Preheater for separator DH 2: Designed for 50 °C temperature rise
9. Fuel oil systemMGO/MDO operation
Q [kW] = 6.0Peng. [kW]
1000
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9. Fuel oil systemMGO / MDO operation
Accessories and fittings:DF1 Fine filter (duplex filter) KP1 Fuel injection pumpDF2 Primary filter (duplex filter) KT1 Drip fuel tankDF3 Coarse filter FQ1 Flow quantity indicatorDH1 Preheater LI Level indicatorDH2 Electrical preheater (separator) LSH Level switch highDP1 Diesel oil feed pump LSL Level switch lowDP3 Transfer pump (to day tank) PDI Diff. pressure indicatorDP5 Transfer pump (separator) PDSH Diff. pressure switch highDR2 Pressure regulating valve PI Pressure indicatorDS1 Separator PT Pressure transmitterDT1 Day tank, min. 1 m above crankshaft level TI Temperature indicatorDT4 Storage tank TT Temperature transmitter (PT 100)
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:p Free outlet requireds Please refer to the measuring
point list regarding design of themonitoring devices
z For systems without stand-bypump connect the connectionpoint C75 for filling-up of theengine system!
Connecting points:C73 Fuel inlet, to engine fitted pumpC75 Connection, stand-by pumpC78 Fuel outletC80 Drip fuelC81 Drip fuelC81b Drip fuel
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9. Fuel oil systemHeavy fuel operation
Desi
gnat
ion:
CIM
ACCI
MAC
CIM
ACCI
MAC
CIM
ACCI
MAC
CIM
ACCI
MAC
CIM
ACCI
MAC
CIM
ACCI
MAC
CIM
ACA
10B
10C
10D
15E
25F
25G
35H
35K
35H
45K
45H
55K
55
Rela
ted
to IS
O821
7 (9
6):F
-RM
A10
RMB1
0RM
C10
RMD1
5RM
E25
RMF2
5RM
G35
RMH3
5RM
K35
RMH4
5RM
K45
RMH5
5RM
K55
Char
acte
ristic
Dim
.Li
mit
Dens
ity a
t 15
°Ckg
/m3
max
950
2)97
53)
98
0 4)
991
99
1
10
1099
110
1099
110
10
max
1015
25
3545
55
Kin.
vis
cosi
ty a
t 100
°CcS
t 1)m
in6
5)15
5)
Flas
h po
int
°Cm
in60
6060
6060
60
0Po
ur p
oint
(win
ter)
(s
umm
er)
°Cm
ax6
2430
30
30
30
30
Carb
on R
esid
ue(C
onra
dson
)%
(m/m
)m
ax12
6)
14
1415
2018
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
ax0.
100.
100.
10
0.
100.
10
0.
10
Wat
er%
(V/V
max
0.5
0.8
1.0
1.0
1.0
1.0
Sulp
hur
% (m
/m)
max
3.5
4.0
5.0
5.0
5.0
5.0
Vana
dium
mg/
kgm
ax15
0
30
035
020
050
030
060
0
60
0
60
0
Alum
iniu
m +
Sili
con
mg/
kgm
ax80
8080
8080
80
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.
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
)
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22
9. Fuel oil systemHeavy fuel operation
Visc
osity
/tem
pera
ture
dia
gram
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23
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. Separating temperature 98 °C! Maker and typeare to be advised to Caterpillar Motoren.
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24
Pressurizing pumps HP 1/HP 2: Screw type pump with mechanical seal.Installation vertical or horizontal. Delivery head 5 bar.
Capacity
V [m3/h] = 0.40 .. 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]
< 5,000 32 249 220 206 180
< 10,000 40 330 300 250 210
< 20,000 65 523 480 260 355
> 20,000 80 690 700 370 430
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25
Self cleaning filter HF 4: Mesh size 10 μm (absolute), make Boll & Kirch*, without by-pass filter.
* In case of Caterpillar Motoren supply.
= 8,000 kW, Type 6.60, DN 50 > 8,000 kW, Type 6.61, DN 100<
9. Fuel oil systemHeavy fuel operation
Dismantling of sieve300 mm
Dismantling of sieve300 mm
Pressure regulating valve HR 1: Controls the pressure at the engine inlet, approx. 4 bar.
Engine outputs
= 3,000 kW = 8,000 kW< <
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26
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
Circulating pumps HP 3/HP 4: Design see pressure pumps.
Capacity
Design head: 5 bar.
9. Fuel oil systemHeavy fuel operation
Mixing tank HT 2:
Vent
Inletfrompressurepump
Fromengine
Outletto engine
Engine output Volume Dimensions [mm] Weight
[kW] [l] A D E [kg]
< 4,000 50 950 323 750 70
< 10,000 100 1,700 323 1,500 120
> 10,000 200 1,700 406 1,500 175
V [m3/h] = 0.7 ...... Peng. [kW]
1000
m
27
9. Fuel oil systemHeavy fuel operation
Mixing receiver HT 4: Permits the individual change-over to MGO/MDO. Reducesthe temperature variation during change over.Capacity: approx. 30 lDimensions: Ø approx. 325 mm
height approx. 755 mm
Diesel oil intermediate tank DT 2: Required for the individual change-over to MGO/MDO.Capacity: approx. 50 lDimensions: Ø approx. 325 mm
height approx. 800 mm
Diesel oil feed pump DP 1: Capacity and delivery headsee heavy fuel oil circulating pump HP 3/HP 4
Fuel Cooler DH 3: Necessary for heat dissipation under diesel oil operationwith low viscosity (< 10 cSt/40 °C). The injection pumps aresupplying the fuel oil with heat, which is not carried off suffi-ciently by the recirculation. In MDO-systems the coolingcan be carried out via the day tank.
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9. Fuel oil systemHeavy fuel operation
Notes:ff Flow velocity in circuit system
< 0.5 m/sm Lead vent pipe beyond day tank
levelp Free outlet requireds Please refer to the measuring
point list regarding design of themonitoring 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 MGO/MDO coolerDP1 Diesel oil feed pumpDR2 Pressure regulating valveDT1 Diesel oil day tankDT2 Diesel oil intermediate tankHF1 Fine filter (duplex filter)HF2 Primary filterHF4 Self cleaning filterHH1 Heavy fuel final preheaterHH2 Stand-by final preheaterHH4 Heating coilHP1/HP2 Pressure pumpHP3/HP4 Circulating PumpHR1 Pressure regulating valveHR2 ViscometerHT1 Heavy fuel day tankHT2 Mixing tank
General notes:For location, dimensions and design (e. g. flexible connection) of the connectingpoints see engine installation drawing.If a "Fuel oil supply and booster module" is supplied by Caterpillar Motoren,Arrangement and scope of the supply components are to be gathered from themodule schema.Valve fittings with loose cone are not accepted in the admission and return lines.
HT4 Mixing receiverKP1 Injection pumpFQ1 Flow quantity indicatorLI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPDSL Diff. pressure switch lowPI Pressure indicatorPSL Pressure switch lowPT Pressure transmitterTI Temperature indicatorVI Viscosity indicatorVSH Viscosity Control switch highVSL Viscosity Control switch low
Tanks and separators integrated inthe main engine system
- Peak pressure max. 20 bar- Silikon dampers recommended
C76 C78
m
29
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 540 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
m
30
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 cloggedViscosity 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
Electric
For power in kW up to (50/60 Hz) 2,400/2,900 2,400/2,900 4,000/4,800 4,000/4,800 8,000/,9600 8,000/9,600 Length in mm 2,200 2,300 2,200 2,700 3,200 3,500 Width in mm 1,000 1,000 1,200 1,200 1,200 1,200 Height in mm 2,100 2,100 2,000 2,000 2,000 2,000 Weight (approx.) in kg 1,700 2,500 2,300 2,400 2,500 2,700
m
31
9. Fuel oil systemHeavy fuel operation
- Peak pressures max. 20 bar- Silikon dampers recommended
Notes:ff Flow velocity in circuit system
< 0.5 m/sm Lead vent pipe beyond day tank
levelp Free outlet requireds Please refer to the measuring
point list regarding design of themonitoring devices
u From diesel oil separator or die-sel 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 MGO/MDO coolerDP1 Diesel oil feed pumpDR2 Pressure regulating valveDT1 Diesel oil day tankDT2 Diesel oil intermediate tankHF1 Fine filter (duplex filter)HF2 Primary filterHF4 Self cleaning filterHH1 Heavy fuel final preheaterHH2 Stand-by final preheaterHH4 Heating coilHP1/HP2 Pressure pumpHP3/HP4 Circulating PumpHR1 Pressure regulating valveHR2 ViscometerHT1 Heavy fuel day tankHT2 Mixing tank
HT4 Mixing receiverHT8 Compensation damping tankKP1 Injection pumpFQ1 Flow quantity indicatorLI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPDSL Diff. pressure switch lowPI Pressure indicatorPSL Pressure switch lowPT Pressure transmitterTI Temperature indicatorVI Viscosity indicatorVSH Viscosity Control switch highVSL Viscosity Control switch low
General notes:For location, dimensions and design (e. g. flexible connection) of the connecting points seeengine installation drawing. Valve fittings with loose cone are not accepted in the admissionand return lines.
Tanks and separators integrated inthe main engine system
m
32
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.
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 Hydraulic governor
AGIP DIESEL SIGMA S CLADIUM 120
X X
CLADIUM 300 CLADIUM 400
X X
OSO 68 OTE 68
BP ENERGOL DS 3-154 VANELLUS C 3
XX
ENERGOL IC-HFX 304 ENERGOL IC-HFX 404
XX
ENERGOL HLP 68 ENERGOL THB 68
CALTEX DELO 1000 MARINE DELO 2000 MARINE
XX
DELO 3000 MARINE DELO 3400 MARINE
XX
RANDO HD 68 REGAL R & O 68
CASTROL MARINE MLC MHP 154 TLX PLUS 204
X
XX
TLX PLUS 304 TLX PLUS 404
XX
PERFECTO T 68 HYSPIN AWH-M 68
CEPSA KORAL 1540 X HD TURBINAS 68 CHEVRON DELO 1000 MARINE OIL
DELO 2000 MARINE OIL XX
DELO 3000 MARINE OIL DELO 3400 MARINE OIL
XX
EP HYDRAULIK OIL 68 OC TURBINE OIL 68
ELF DISOLA M 4015 AURELIA 4030
XX
AURELIA 4030 AURELIA XT 4040
XX
MISOLA H 68 TURBINE T 68
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
XTERESSO 68 TROMAR T
MOBIL MOBILGARD 412 MOBILGARD ADL MOBILGARD M 430 MOBILGARD 1-SHC 1)
XXX
X
MOBILGARD M 430 MOBILGARD M 440 MOBILGARD M 50
XX
D.T.E. OIL HEAVY
SHELL GADINIA SIRIUS FB ARGINA S ARGINA T
XXXX
ARGINA T ARGINA X
XX
TELLUS OIL T 68 TURBO OIL T 68
TEXACO TARO 16 XD TARO 12 XD TARO 20 DP
XXX
TARO 30 DP TARO 40 XL
XX
RANDO OIL 68 REGAL OIL 68 R & O
TOTAL HMA SUPER X 420 RUBIA FP
XX
HMA SUPER X 430 HMA SUPER X 440
XX
PRESLIA 68 AZOLLA ZS 68
m
33
10. Lubricating oil system
Lube oil quantities/-change intervals: The circulating quantity is approx. 1.1 l/kW engineoutput.
The change intervals depend on:- 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
Suction strainer (fitted) LF 4
Selfcleaning filter (fitted) LF 2: Mesh size 30 μm (absolute), type 6.48, make Boll & Kirch.Without by-pass filter. Without flushing oil treatment..
Prelubrication pump (fitted) LP 5: Delivery head 5 barContinuous lubrication is carried out with stopped genset.Starter to be supplied by the yard.
Hz Capacity [m3/h] Electr. motor [kW]
50 10.4 3.7 6/8/9 M 32 C
60 12.7 4.9
Cooler LH 1: Plate type (plates made of high grade steel)
Temperature controller LR 1: P-controller with manual emergency adjustment
m
34
10. Lubricating oil system
Dimensions [mm] Weight
DN D F G H [kg]
6 M 32 C 80 200 171 267 151 27
8/9 M 32 C 100 220 217 403 167 47
Circulating tank LT 1: Located in the base frame, equipped with high/low levelswitch and level control stick.
Crankcase ventilation: At engine 1 x DN 80. Approx. 1 m after the connection point has to enlarged to DN 125.
It must be equipped with a condensate trap and continousdrain. It has to be arranged separately for each genset.Crankcase pressure max. 150 Pa.
Treatment at MGO/MDO operation
The service life of the lube oil will be extended by by-pass treatment.
Separator LS 1: Recommended with the following design:- Separating temperature 85 - 95 °C- Quantity to be cleaned three times/day- Self cleaning type
Capacity
Veff [l/h] = 0.18 · Peng [kW]
Treatment at heavy fuel operation
Separator LS 1: Recommended with the following design:- Separating temperature 95 °C- Quantity to be cleaned five times/day- Utilization 20 % max.- Self cleaning type
Capacity
Veff [l/h] = 0.29 · Peng [kW]
m
35
10. Lubricating oil system
General notes:For location, dimensions and design (e.g. flexible connection) of the connect-ing points see engine installationdrawing.
Notes:h Please refer to the measuring
point list regarding design of themonitoring devices
o See "crankcase ventilation" instal-lation instructions 4-A-9570
Connecting points:C60 Separator connection, suction
side or drain or filling pipeC61 Separator connection, delivery
side or from bypass filterC91 Crankcase ventilation to stack
Accessories and fittings:LF2 Self cleaning luboil filterLF4 Suction strainerLH1 Luboil coolerLH2 Luboil preheaterLP1 Luboil force pumpLP5 Prelubrication pumpLP9 Transfer pump (separator)LR1 Luboil thermostat valveLR2 Oil pressure regulating valveLS1 Luboil separatorLT1 Luboil sump tank
LI Level indicatorLSL Level switch lowLSH Level switch highPDI Diff. pressure indicatorPDSH Diff. pressure switch highPI Pressure indicatorPS Pressure indicatorPSL Pressure switch lowPSLL Pressure switch low lowPT Pressure transmitterTI Temperature indicatorTSHH Temperature switch highTT Temperature transmitter (PT 100)
m
36
11. Cooling water system
The heat generated by the engine is to be dissipated from the engine parts by treated freshwater acc.to the MaK coolant regulations.
The design temperature in the LT-circuit is max. 38 °C.
Two-circuit cooling: with two-stage charge air cooler.
LT-cooling water pump (fitted) FP 2: Capacity: acc. to heat balance
HT-/LT-pump characteristics
Capacity limited, designed for LT-charge air cooler,luboil- and generator cooler
HT-cooling water pump (fitted) FP 1
HT-temperature controller (separate) FR 1: P-controller with manual emergency adjustment.Option: PI-controller with electric drive.See charge air thermostat.
LT-temperature controller (separate) FR 2: P-controller with manual emergency adjustment(Option) (basis). Option: PI-controller with electric drive.
See motor driven valve Not required in combinationof main engine LT-system.
(1) Max. engine speed: 600 rpm
m
37
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
.
Preheater (fitted) FH 5: Consisting of circulating pump 1), electric preheater 2) andcontrol cabinet (separate: W x H x D = 450 x 300 x 200).
1) Capacity 8 m3/h2) Output 24 kW
Header tank (separate) FT 1/FT 2: - Arrangement: according NPSH value HT/LT pump max.16 m above crankshaft centre line (CL).
- 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 when carryingout maintenance work (to be installed by the yard).
Electric motor driven pumps: Option for fresh and seawater, vertical design.Rough calculation of power demand for the electric bal-ance.
11. Cooling water system
m
38
11. Cooling water system
Heat balance 6 M 32 C
Heat balance 8 M 32 C
m
39
11. Cooling water system
Heat balance 9 M 32 C
m
40
11. Cooling water systemHT- and LT-pump system
Accessories and fittings:CH1 Charge air cooler HTCH2 Charge air cooler LTFH2 Freshwater cooler LTFH5 Freshwater preheaterFP1 Freshwater pump (fitted on engine) HTFP2 Freshwater pump (fitted on engine) LTFP7 Preheating pumpFR1 Temperature control valve HTFR2 Temperature control valve LTFT1 Compensation tank HTLH1 Luboil coolerXH1 Generator cooler
General notes:For location, dimensions and de-sign (e. g. flexible connection) ofthe connecting points see engineinstallation drawing.
Connecting points:C19 Oil cooler, outletC22 Freshwater pump LT, inletC37 Vent
PI Pressure indicatorPSL Pressure switch lowPSLL Pressure switch low lowPT Pressure transmitterTI Temperature indicatorTSHH Temperature switch highTT Temperature transmitter (PT 100)
m
41
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]
m
42
13. Starting air system
Requirement of Classification Societies (regarding design)
- No. of starts: 6- No. of receivers: min. 2
Receiver capacity
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
Number of gensets
Number of receivers
Receiver capacity available
[l]
Lmm
D Ø mm
Valve head Weight
approx. kg
2 2 500 3,355 480 DN 50 320
3, 4 2 1,000 3,670 650 DN 50 620
m
43
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]
General notes:For location, dimensions and design (e. g. flexible connection) of theconnecting points see engine installation drawing.
Clean and dry starting air is required. A starting air filter has to beinstalled before engine, if required.
The air receivers are to be drained sufficently at least once per day.
Notes:a Control aird Water drain (to be mounted at the lowest point)e To engine no. 2h Please refer to the measuring point list regarding design of the
monitoring devices
Connecting points:C86 Connection, starting air
Accessories and fittings:AC1 CompressorAC2 Stand-by compressorAR1 Starting valveAR4 Pressure reducing valveAR5 Oil and water separatorAT1 Starting air receiver (air bottle)AT2 Starting air receiver (air bottle)
PI Pressure indicatorPSL Pressure switch low, only for main enginePT Pressure transmitter
m
44
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.
m
45
15. Exhaust gas system
Position of exhaust gas nozzle: A nozzle position of 0, 30 and 60° is possible.The basic position is 30°. 0° or 60° are reached by using anelbow.
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 (recommended value).
Max. pressure loss (incl. silencer and exhaust gas boiler):30 mbar
Notes regarding installation: - Arrangement of the first expansion joint directly on thetransition piece
- 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]
6 M 32 C 600 450
8/9 M 32 C 700 520
m
46
15. Exhaust gas system
t = Exhaust gas temperature (°C)G = Exhaust gas massflow (kg/h)Δp = 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)ΔPg = 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 = 1.5ΔPg = ?
Δp = 0.83 mm WC/mL' = 3 · 11 m + 5.5 mL = l + L' = 15 m + 38.5 m = 53.5 mΔPg = Δp · L = 0.83 mm WC/m · 53.5 m = 44.4 mm WC
Resistance in exhaust gas piping
m
47
15. Exhaust gas system
Tole
ranc
e:Ex
haus
t Gas
Flo
w +
5 %
Exha
ust G
as T
empe
ratu
re +
10
K
6 M
32
C /
3000
kW
327
333
342
354
340
347
353
363
375
389
312
367
2040
0
1731
216
400
1440
0
1240
0
1040
0
1958
5
1662
015
745
1382
5
1190
5
9985
240
250
260
270
280
290
300
310
320
330
340
350
360
370
380
390 15
0016
5018
0019
5021
0022
5024
0025
5027
0028
5030
00
Engi
ne P
ower
[kW
]
Exhaust Gas Temperature [°C]
9000
1300
0
1700
0
2100
0
2500
0
2900
0
3300
0
3700
0
5055
6065
7075
8085
9095
100
Engi
ne P
ower
[%]
Exhaust Gas Flow [kg/h]
Exh
aust
Gas
Tem
pera
ture
@ 4
5°C
Am
bien
t Tem
pera
ture
Exh
aust
Gas
Tem
pera
ture
@ 2
5°C
Am
bien
t Tem
pera
ture
Exh
aust
Gas
Flo
w @
25°
C A
mbi
ent T
empe
ratu
reE
xhau
st G
as F
low
@ 4
5°C
Am
bien
t Tem
pera
ture
m
48
15. Exhaust gas system8
M 3
2 C
/ 40
00 k
W
338
344
357
377
421
399
378
365
358
352
397
332
1390
0
1700
0
2020
0
2322
0
2720
029
300
1334
5
1632
0
1939
0
2229
0
2611
028
130
210
220
230
240
250
260
270
280
290
300
310
320
330
340
350
360
370
380
390
400
410
420
430 20
0022
0024
0026
0028
0030
0032
0034
0036
0038
0040
00
Engi
ne P
ower
[kW
]
Exhaust Gas Temperature [°C]
9000
1300
0
1700
0
2100
0
2500
0
2900
0
3300
0
3700
0
4100
0
4500
0
4900
0
5300
050
5560
6570
7580
8590
9510
0
Engi
ne P
ower
[%]
Exhaust Gas Flow [kg/h]
Exha
ust G
as T
empe
ratu
re @
45°
C A
mbi
ent T
empe
ratu
reEx
haus
t Gas
Tem
pera
ture
@ 2
5°C
Am
bien
t Tem
pera
ture
Exha
ust G
as F
low
@ 2
5°C
Am
bien
t Tem
pera
ture
Exha
ust G
as F
low
@ 4
5°C
Am
bien
t Tem
pera
ture
Tole
ranc
e:Ex
haus
t Gas
Flo
w +
5 %
Exha
ust G
as T
empe
ratu
re +
10
K
m
49
15. Exhaust gas system9
M 3
2 C
/ 45
00 k
W
338
342
355
375
408
397
376
363
358
350
385
330
1561
8
1886
3
2216
3
2536
1
2828
4
3080
0
1499
5
1810
0
2127
5
2434
5
2715
0
2957
0
230
240
250
260
270
280
290
300
310
320
330
340
350
360
370
380
390
400
410 22
5024
7527
0029
2531
5033
7536
0038
2540
5042
7545
00
Engi
ne P
ower
[kW
]
Exhaust Gas Temperature [°C]
1400
0
1600
0
1800
0
2000
0
2200
0
2400
0
2600
0
2800
0
3000
0
3200
0
3400
0
3600
0
3800
0
4000
0
4200
0
4400
0
4600
0
4800
0
5000
050
5560
6570
7580
8590
9510
0
Engi
ne P
ower
[%]
Exhaust Gas Flow [kg/h]
Exh
aust
Gas
Tem
pera
ture
@ 4
5°C
Am
bien
t Tem
pera
ture
Exh
aust
Gas
Tem
pera
ture
@ 2
5°C
Am
bien
t Tem
pera
ture
Exh
aust
Gas
Flo
w @
25°
C A
mbi
ent T
empe
ratu
reE
xhau
st G
as F
low
@ 4
5°C
Am
bien
t Tem
pera
ture
Tole
ranc
e:Ex
haus
t Gas
Flo
w +
5 %
Exha
ust G
as T
empe
ratu
re +
10
K
m
50
15. Exhaust gas 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 35 dB(A) (standard).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 35 dB(A). Max. permissibleflow velocity 40 m/s.
Silencers are to be insulated by the yard. Foundation brack-ets are to be provided as an option.
m
51
15. Exhaust gas 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 35 dB (A)
DN D A B L kg
6 M 32 C 600 1,100 320 669 4,759 1,300
8/9 M 32 C 700 1,300 320 785 5,049 1,650
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.
m
52
15. Exhaust gas 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 hours.
Cleaning the turbine blade andnozzle ring: The cleaning is carried out with clean fresh water "wet
cleaning" during low load operation at regular intervals, de-pending on the fuel quality, 150 hours.
Duration of the cleaning period is approx. 15 minutes (2 in-tervals). Fresh water of 2 - 2.5 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[min]
25 - 30 2 x 5
C42 Fresh water supply, DN 12
C36 Drain, DN 30
Connection of C42 with quick coupling device
Dirty water tank
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53
16. Air borne sound power level
The noise level is measured in a test cell with a turbocharger air filter in a distance of 1 m from theengine. The measuring points are at camshaft level respective above cylinder head cover.
Noise level for M 32 C engines
Tolerance + 2 dB
Lw Oct [dB](reference10-12 W)
98
109
115
113
118
117119
118
120
118
90
95
100
105
110
115
120
125
130
0.031 0.063 0.125 0.25 0.5 1 2 4 8 16Frequency [kHz]
m
54
17. Foundation
Resilient mounting of base frame
Engine and generator are rigidly connected with the base frame. The base frame is connected with theship's foundation via rubber elements.The ship's foundation does not require machining. Unevenness is to be compensated by design andthickness of the welded-on sheets in order to achieve a roughly even pressure on the rubber elements.
The rubber elements (height = 100 mm) are fastened to the ship's foundation via welded-on sheets(thickness about 30 mm) and shims for compensation of differences in height.
Further notes (inter alia regarding alignment) are given in the binding installation drawing.4 combined transverse and longitudinal stoppers and welding sheets are to be provided by theshipyard.
Base frame foundation
General installation aspect:
Indication angles of ships at which engine running must be possible:Heel to each side: 15°Rolling to each side: + 22.5°Trim by head and stern: 5°Pitching: + 7.5°
m
55
17. Foundation
Structure borne sound level Lv, expected (measured in the test cell)
Lv Oct [dB](reference5*10-8 m/s) 70
63
86
98
77
8488
92
29
26
35
55666059
71
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
m
56
- Mounting flap for anti-condensation heater above the mounts- With air cooling the air outlet above the mounts- The mounts are to be designed with 4 alignment screws- Plain bearings must be removable without coupling removal
17. Foundation
Generators structural requirements for MaK diesel gensets M 32 C
Type Stator design
A max. B C Ø D max. Ø d F H Ø M S min.
6 M 32 C 2900
8 M 32 C 3000 255 300
9 M 32 C
B 20
3200
1930 2130 2000
275 310
495 39 300
m
57
18. Control and monitoring system
Engine control panel
m
58
18. Control and monitoring systemGenset control
m
59
18. Control and monitoring system
Engine monitoring
m
60
18. Control and monitoring system
Genset options
m
61
18. Control and monitoring system
Monitoring: M 32 C aux. genset / DE-drive
Sensor Measur.-point
Monitoring point Abbrev. Action
Fitted Separate
Remarks
1105 Luboil pressure PAL OA A
1106 Luboil pressure PALL OA MS
B
1111 Luboil differential pressure duplex filter
PDAH OA B Only if autom. filter is not mounted on engine
1112 Luboil differential pressure selfcleaning filter
PDAH OA B
1142 Luboil pressure prelubrication PL *) B *) Starting interlock
1202 Luboil temperature engine inlet
TAH OA A
1203 Lubricating oil temperature engine inlet
TAHH OA AD
B
1251 Smoke concentration crankcase
QAH OA B 1 device f. 1251+1253
1253 Smoke concentration crankcase
QAH OA MS
B 1 device f. 1251+1253
1311 Luboil level low alarm LAL OA B
1312 Luboil level high alarm LAH OA B
2102 FW pressure high temp. circuit engine inlet
PAL OA A
2103 FW pressure high temp. circuit engine inlet
PALL OA MS
B For DE-drive only
2112 FW pressure low temp. circuit charge air cooler inlet
PAL OA A
2201 Fresh water temp. high temp. circuit engine inlet
TAL OA A
2211 FW temp. high temp. circuit engine outlet
TAH OA A
2213 FW temp. high temp. circuit engine outlet
TAHH OA MS
B
2229 Fresh water temp. low temp. circuit engine inlet
TI (OA) A (TAH if GL class)
2321 Oil ingress in fresh water cooler outlet
QAH OA B1 Option For DE-drive only
5102 Fuel oil pressure engine inlet
PAL OA A
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62
18. Control and monitoring system
Monitoring: M 32 C aux. genset / DE-drive
* located in the HFO 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 before and after filter
PDAH OA B
5112 Fuel oil differential pressure before and after 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 before and after circulating pump
PDAL OA B*
5201 Fuel oil temperature engine inlet
TAL OA A 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 A* 1 Sensor f. 5251, 5252 + (5253 DICARE if available)
5252 Fuel oil viscosity engine inlet
VAL OA A* 1 Sensor f. 5251, 5252 + (5253 DICARE if available)
5301 Level of leak fuel LAH OA B
5333 Fuel level mixing tank LAL OA B*
6101 Starting air pressure engine inlet
PAL OA A
6105 Shut down air pressure on engine
PAL OA B
6181 Air intake pressure, absolute engine room
PI A
7109 Charge air pressure engine inlet
PI A
7201 Charge air temperature engine inlet
TAH OA A
7206 Air intake temperature before turbocharger
TI A Air intake temperature
7301 Water in charge air manifold QAH OA B
7307 Charge air differential pressure inlet/outlet charge air cooler
PDI A
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63
18. Control and monitoring system
Monitoring: M 32 C aux. genset / DE-drive
Sensor Measur.-point
Monitoring point Abbrev. Action
Fitted Separate
Remarks
7309 Charge air temperature inlet charge air cooler
TI A
8211.18211.9
Thermocouple type K Exhaust gas temp. after cylinder 1...9
TAH TAHH
OA AD
*) *) Load dependent with
alarm delay: 16 s
8221 Exhaust temperature after turbocharger
TAH TAHH
OAD A
8231 Exhaust temperature before turbocharger
TAH TAHH
OA AD
A
9404 Engine overspeed S OA MS
B
9405 Engine speed stop starting air
S B
9409 Working hour meter/engine S B
9419 Engine speed NI A
9429 Speed turbocharger NI A
9503 Stop lever in pos. operation S B Genset ready for operation
9561 Barring gear engaged S B Start interlock
9601 Electronic units/terminal point X1/voltage failure
S OA B
9611 RPM switch/voltage failure/ wire break
S OA B
9615 MINOR Failure electronic governor
S OA B With electronic governor only
9616 MAJOR Failure electronic governor S
OA MS B
With electronic governor only
9622 Exhaust gas temp. average equipment, voltage failure
S OA B Option for aux. Genset
9631 Crankcase oil mist detector voltage, lens/lamp
QA OA B If provided
9717 Electrical start/stop equipment/voltage failure
S OA B Dependent from system
9751 Temperature controller voltage failure
S OA B Dependent from system
9761 Viscosity control, voltage failure
S OA B Dependent from system
9771 Freshwater preheater, voltage failure
S OA B Dependent from system
9775 Fuel oil preheater, voltage failure
S OA B Dependent from system
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64
18. Control and monitoring system
Monitoring: M 32 C aux. genset / DE-drive
Abbreviations
B = Binary sensor AD = Autom. speed/load reductionA = Analogue sensor MS = Autom. engine stopOA = Visual and audible alarm
GI = Position indication QA = Measurement alarmLAH = Level alarm high QAH = Measurement alarm highLAL = Level alarm low S = SpeedNI = Speed indication TAH = Temperature alarm highP = Pressure TAHH = Temperature alarm high highPAL = Pressure alarm low TAL = Temperature alarm lowPALL = Pressure alarm low low TI = Temperature indicationPDI = Pressure difference indication V = ViscosityPDAH = Pressure difference alarm high VAH = Viscosity alarm highPDAL = Pressure difference alarm low VAL = Viscosity alarm lowPI = Pressure indication
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18. Control and monitoring system
Local and remote indicatorsRemote indication interfacing
* no
t Cat
erpi
llar M
otor
en s
uppl
y
mA
VΩ
mV
mA
V
Sens
or S
igna
ls fr
om th
een
gine
RPM
sw
itch
unit
Anal
og-m
onito
ring
equi
pmen
t *
Disp
lay
(mA)
Rem
ote
indi
cato
rop
tion
Turb
ocha
rger
spee
dop
tion
Rem
ote
indi
cato
ren
gine
spe
edop
tion
Mon
itor
*
Sign
al ty
pe4-
20 m
A
0 - 10 V
0 - 10 V
Indi
cato
rs
At th
e en
gine
Re
mot
e 96
x 9
6Fu
el te
mpe
ratu
re a
t eng
ine
inle
t ⊗
Diffe
rent
ial p
ress
ure
fuel
filte
r
Mea
n in
ject
ion
pum
p ra
ck p
ositi
on
⊗
Lubo
il te
mpe
ratu
re a
t eng
ine
inle
t
Diffe
rent
ial p
ress
ure
lubo
il fil
ter
Fr
eshw
ater
tem
pera
ture
at e
ngin
e in
let H
T
Fres
hwat
er te
mpe
ratu
re a
t eng
ine
outle
t HT
⊗
Fres
hwat
er te
mpe
ratu
re L
T ⊗
Fr
eshw
ater
tem
pera
ture
bef
ore
inte
rcoo
ler
Fr
eshw
ater
tem
pera
ture
afte
r int
erco
oler
Char
ge a
ir te
mpe
ratu
re b
efor
e in
terc
oole
r 3)
Char
ge a
ir te
mpe
ratu
re b
efor
e en
gine
⊗
Ex
haus
t gas
tem
pera
ture
afte
r cyl
inde
r 3)
Exha
ust g
as te
mpe
ratu
re b
efor
e/af
ter t
urbo
char
ger 3)
Ga
uge
boar
d (fi
tted
on e
ngin
e)
Fuel
pre
ssur
e ⊗
Lubo
il pr
essu
re
⊗
Fres
hwat
er p
ress
ure
HT
⊗
Fres
hwat
er p
ress
ure
LT
⊗
Star
t air
pres
sure
⊗
Ch
arge
air
pres
sure
afte
r int
erco
oler
⊗
Sh
ut d
own
air p
ress
ure
En
gine
spe
ed
⊗1)
Char
ge a
ir te
mpe
ratu
re b
efor
e in
terc
oole
r 4)
Exha
ust g
as te
mpe
ratu
re a
fter c
ylin
der 4)
Exha
ust g
as te
mpe
ratu
re b
efor
e/af
ter t
urbo
char
ger 4)
⊗2)
1) A
ltern
ativ
ely
144
x 14
4 2) O
nly
288
x 14
4, n
ot w
ith D
ICAR
E ON
-LIN
E av
aila
ble
3) O
nly
if ex
haus
t gas
tem
pera
ture
mon
itorin
g is
not
prov
ided
4) O
nly
if ex
haus
t gas
tem
pera
ture
mon
itorin
g is
pr
ovid
ed
⊗ O
ptio
n
m
66
18. Control and monitoring system
Safety system Operating voltage: 24 V DCType of protection: IP 55
Protection against false polarity and transient protection provided.
Designed for: 3 starting interlock inputs6 automatic stop inputs1 manual stop input
The input and output devices are monitored for wire break.
Rpm switch unit system Designed for:3 rpm switching pointsAnalogue outputs for speed:1 x 0-10 V, 1 x 4-20 mA, 1 x frequency
Depth: 300 mm
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67
18. Control and monitoring systemSafety system
Rpm switch unit
m
68
18. Control and monitoring system
Start/stop logic
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69
19. Diagnostic system DICARE
DICARE is an efficient expert system which collects permanently the actual operating data of the en-gine, scales them to ISO condition, compares them with the nominal values and evaluates all detecteddeviations from these nominal values. Out of this comparison a printable diagnosis results which easecondition based maintenace considerably.
The sensor equipment of the engine laid out for the "on-line operation" with analogue transmitters viaa data converter feeds the PC with measured data on-line for evaluation and storing. Due to the auto-matically established history files trends can be made visible.
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.• Information about the engine condition by means of remote access possibilities.• Allows personnel and material planning by early, condition-based recognition of contamination or
wear.
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19. Diagnostic system DICARE
Transmitter for DICARE ON-LINE M 25
= Transmitter from engine monitoring
LocationL = SeparateM = EngineDS = RPM switch system
Designation Transmitter Signal Meas. point no. CM
Location
Fuel viscosity 4 - 20 mA 5253 L
Fuel temperature after viscomat PT 100 5206 L
Fuel temperature at engine inlet PT 100 5201 M
Injection pump rack position 4 - 20 mA 9509 DS
Lube oil pressure 4 - 20 mA 1105 M
Lube oil temperature at engine inlet PT 100 1202 M
Freshwater pressure HT 4 - 20 mA 2102 M
Freshwater temperature at engine inlet HT PT 100 2201 M
Freshwater temperature at engine outlet HT PT 100 2211 M
Differential pressure charge air cooler 4 - 20 mA 7307 M
Intake air pressure 4 - 20 mA 6181 M
Intake air temperature before turbocharger PT 100 7206 M
Charge air pressure after intercooler 4 - 20 mA 7109 M
Charge air temperature before intercooler NiCrNi mV 7309 M
Charge air temperature at engine inlet PT 100 7201 M
Exhaust gas temperature for each cylinder and after turbocharger
NiCrNi mV 8211/8221 M
Exhaust gas temperature before turbocharger NiCrNi mV 8231 M
Engine speed 4 - 20 mA 9419 DS
Turbocharger speed 4 - 20 mA 9429 M
Service hour counter (manual input) Counter binary 9409 DS
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20. 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 four major subjects:1. Maintenance2. Material management3. Statistics4. Budget control.
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 databank 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
m
72
21. 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- starting trials up to a minimum air pressure of 10 bar- 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 of the complete genset is carried out on the testbed with customary equip-ment and auxiliaries using exclusively MDO and under the respective ambient conditions of thetestbed. During this test run the fuel rack will be blocked at the contractual output value. In case ofdeviations from the contractual ambient conditions the fuel consumption will be converted to standardreference 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] 25 30 50 30 85 30 100 60 110 30
- with puric ohmic load (cos ϕ = 1)- load application acc. to ISO 3046- without parallel operation
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73
22. 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:
D2: Auxiliary gensetE2: Diesel electric on controlable pitch propellerE3: Fixed pitch propeller at variable speed
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.
Output [%] 100 75 50 25 10
E2+E3 weighting factor 0,20 0,50 0,15 0,15 -
D2 weighting factor 0,05 0,25 0,30 0,30 0,10
m
74
23. 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 VarnishNo storage in the open. Only roofed transportation.VCI packaging as per N 576-5.2 is required!
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
m
75
23. Painting/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
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24. Lifting of engines
For the purpose of transport the genset 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.
m
77
25. Engine parts
Cylinder head, Weight 315 kg
Connecting rod, Weight 236 kg Piston, Weight 150 kg
Cylinder liner, Weight 280 kg
M 32 CProject Guide • Genset
Proj
ect G
uide
M32
C G
ense
t
E x c e l l e n c e o n B o a rdE x c e l l e n c e o n B o a rdSubject to change without notice.Leaflet No. 222 · 09.06 · e · L&S · VM3
For more information please visit our website:www.cat-marine.com or www.mak-global.com
Caterpillar Marine Power SystemsEurope, Africa, Middle East
Caterpillar MarinePower SystemsNeumühlen 922763 Hamburg/Germany
Phone: +49 40 2380-3000Telefax: +49 40 2380-3535
Caterpillar Marine AsiaPacific Pte Ltd14 Tractor RoadSingapore627973/SingaporePhone: +65 68287-600Telefax: +65 68287-624
Americas
MaK Americas Inc.
3450 Executive WayMiramar Park of CommerceMiramar, FL. 33025/USAPhone: +1 954 447 71 00Telefax: +1 954 447 71 15
Caterpillar Marine Trading(Shanghai) Co., Ltd.Rm 2309, Lippo Plaza222, Huai Hai Zhong Road200021 Shanghai/P. R.ChinaPhone: +86 21 5396 5577Telefax: +86 21 5396 7007
Asia PacificHeadquarters
Caterpillar MarinePower SystemsNeumühlen 922763 Hamburg/Germany
Phone: +49 40 2380-3000Telefax: +49 40 2380-3535
M-32_Projectguide_GenSet.qxd 18.09.2006 08:12 Seite 1
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