m20c propulsion - borusan cat · standard acceptance test run 91 24. eiapp certificate 92 ... (lube...

M 20 CProject Guide • Propulsion

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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

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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2

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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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)

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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4

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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5

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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6

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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7

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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8

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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9

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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10

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

m

11


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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12


Engine centre distance

Minimum distance

Recommended distance

Dimensions [mm]

m

13


6 M 20 C, Turbocharger at driving end

Scal

e 1

: 50

m

14



Scal

e 1

: 50

m

15



Scal

e 1

: 50

m

16


6 M 20 C, Turbocharger at free end

Scal

e 1

: 50

m

17



Scal

e 1

: 50

m

18



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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20

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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22

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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23

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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24

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


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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25

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


Visc

osity

/tem

pera

ture

dia

gram

m

27


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]

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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


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

m

29


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<

m

30


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

m

31


Notes:ff Flow verlocity in circuit system

< 0,5 m/sp Free outlet requireds Please refer to the monitoring list


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


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.


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

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34


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


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


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


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


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

m

40


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

m

42


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

m

44


m

45


m

46


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)

m

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]

m

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

m

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

m

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)



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




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

m

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

m

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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63

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


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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67


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


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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69

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


Remote control for reversing gear plant

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72

20. Control and monitoring systemRemote control for reversing gear plant

m

73

Remote control for CP propeller plant


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74

20. Control and monitoring systemRemote control for twin engine plant with one CP propeller

m

75


Electric remote control/Rudder fixed propeller

m

76


Electric remote control/Voith-propeller

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77


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


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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79

Engine monitoring


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80


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


PAL OA A1


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



* located in the fuel pressure system



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





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


9771 Preheater freshwater, voltage failure


9775 Preheater fuel oil, voltage failure


m

83



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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84

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

m

85


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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86


Protection system

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87


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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88

20. Control and monitoring systemRpm switch system

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89

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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90

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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91

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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92

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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94

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

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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

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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

© 2007 Caterpillar All Rights Reserved. CAT, CATERPILLAR, their respective logos,„Caterpillar Yellow“ and the POWER EDGE trade dress, as well as corporate identityused herein, are trademarks of Caterpillar and may not be used without permission

Europe, Africa, Middle East

Caterpillar MarinePower SystemsNeumühlen 922763 Hamburg/Germany

Phone: +49 40 2380-3000Telefax: +49 40 2380-3535

Caterpillar Marine Asia Pacific Pte Ltd14 Tractor RoadSingapore 627973/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.25/F, Caterpillar Marine Center1319, Yan’an West Road200050 Shanghai/P. R.ChinaPhone: +86 21 6226 2200Telefax: +86 21 6226 4500

Asia PacificHeadquarters

Caterpillar MarinePower SystemsNeumühlen 922763 Hamburg/Germany

Phone: +49 40 2380-3000Telefax: +49 40 2380-3535

For more information please visit our website:www.cat-marine.com or www.mak-global.com

Caterpillar Marine Power Systems

m20c propulsion - borusan cat · standard acceptance test run 91 24. eiapp certificate 92 ... (lube...

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