M20C

M20C Project Guide • Generator Set

m

Introduction

Information for the user of this project guide The project information contained in the following is not binding, since technical data of products may especially change due to product development and customer requests. Caterpillar Motoren reserves reserves the right to modify and amend data at any time. Any liability for accuracy of information provided herein is excluded. Binding determination of data is made by means of the Technical Specification and such other agreements as may be entered into in connection with the order. order. We will supply further binding data, drawings, diagrams, electrical drawings, etc. in connection with a corresponding order. order. This edition supersedes the previous edition of this project guide. All rights reserved. Reproduction or copying only with our prior written consent.

Caterpillar Motoren GmbH & Co. KG P. O. Box, D-24157 Kiel Germany Phone +49 431 3995-01 Telefax +49 431 3995-2193

Issue

April 2007

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Contents

Page

1.

Engine description

1-2

2.

General data and outputs

3-4

3.

Restrictions for low load operation

4.

Load application and recovery behaviour

6-7

5.

Technical data

8-9

6.

Genset dimensions and weights

7.

Required dimensions of generator

8.

Space requirement for dismantling of charge air cooler and

9.

5

10 - 13 14

turbocharger cartridge

15

System connections

16

10.

Fuel oil system

17 - 30

11.

Lubricating oil system

31 - 36

12.

Cooling water system

37 - 44

13.

Flow velocities in pipes

45

14.

Starting air system

46

15.

Combustion air system

47

16.

Exhaust system

17.

Air borne sound power level

18.

Foundation

55 - 58

19.

Control and monitoring system

59 - 67

20.

Diesel engine management system DIMOS

68

21.

Standard acceptance test run

69

22.

EIAPP certificate

70

23.

Painting/Preservation

24.

Lifting of gensets

73

25.

Engine parts

74

48 - 53 54

71 - 72

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1. Engine description

The M 20 C is a four stroke diesel engine, non-reversible, turbocharged and intercooled with direct fuel injection.

In-line engine M 20 C Cylinder configuration:

6, 8, 9 in-line

Bore:

200 mm

Stroke: Stroke/Bore-Ratio:

300 mm 1.5

Swept volume: Output/cyl.: BMEP:

9.4 l/Cyl. 170/190 kW 24.1/24.2 bar

Revolutions:

900/1000 rpm

Mean piston speed: Turbocharging:

9/10 m/s constant pressure system

Direction of rotation:

counter-clockwise, viewed from driving end

6

5

4

3

2

1

Free end

Cyl. number

Driving end

Control side

Exhaust side 1

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Contents

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, camshaft 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-ceramic layer and 1 chromium plated oil scraper ring. Two ring grooves are hardened and located in the steel 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.

2

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2. General data and outputs

900 rpm / 60 Hz

1000 rpm / 50 Hz

Engine kWm

Generator kWe

Engine kWm

Generator kWe

6 M 20 C

1020

969

1140

1083

8 M 20 C

1360

1292

1520

1444

9 M 20 C

1530

1453

1710

1624

Remark: The generator outputs are based on 95 % efficiency and a power factor of 0.8.

Output definition The maximum continuous rating stated by Caterpillar Motoren refers to the following reference condi tions according to "IACS" (International Association of Classification Societies) for main 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) The permissible overload is 10 % for one hour every twelve hours. The maximum fuel rack position is limited to 110 % continuous rating.

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/kg tolerance 5% Specification of the fuel consumption data without fitted-on pumps; for each pump fitted on an additional consumption of 1 % has to be calculated. Increased consumption under tropical conditions 3 g/kWh 3

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2. General data and outputs

Lubricating oil consumption Actual data can be taken from the technical data.

Nitrogen oxide emissions (NOx-values) NOx-limit values according to MARPOL 73/78 Annex VI:

11.5/11.3 g/kWh at 900/1000 rpm

Generator according to cycle D2:

10.5/10.0 g/kWh at 900/1000 rpm

General installation aspect: Inclination angles at which gensets and essential aux. machinery is to operate satisfactorily: Heel to each side: Rolling to each side: Trim by head and stern: Pitching:

4

15° + 22,5° 5° + 7,5°

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3. Restrictions for low load operation

The engine can be started, stopped and run on heavy fuel oil under all operating conditions. The HFO system of the engine remains in operation and keeps the HFO at injection viscosity. The temperature of the engine injection system is maintained by circulating hot HFO and heat losses are compensated. 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 3h

2

1h

30 min

15 min

0

PE % 100 Cleaning run after partial load operation 70 Load increase period approx. 15 min.

50 40 30 20 15

HFO-operation

10 8 Restricted HFO-operation

6 1h

2

3

4

5 6

8 10

15 20 24 h

Emergency start in the event of black out Emergency start with gravity feed fuel from the diesel oil day tank is possible. The bottom edge of the diesel oil day tank has to be arranged approx. 4 m above injection pump l evel. 5

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4. Load application and recovery behaviour

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 permissible load increase is kept. The shipyard is to provide the approval of the responsible classification society in time before classification acceptance of the engine.

Reference values for load steps, depending on bmep at continuous rating

4. load step

100 g n i t a r s u o u n i t n o c o t d e r r e f e r e s a e r c n i d a o L

90

[%] 80

3. load step

70

60

Limiting curve for 3rd load step

2. load step

50 Limiting curve for 2nd load step 40

1. load step 30

Limiting curve for 1st load step

20

10

6

8

10

12

14

16

18

20

22

24

26

28

BMEP at cont. rating of diesel engine [bar]

Example:

6 M 20 C, 1140 kW, 1000 rpm, bmep = 24.2 bar

1. max. load from 2. max. load from 3. max. load from 4. max. load from

6

0% 33 % 54 % 75 %

to to to to

33 % MCR 55 % MCR 75 % MCR 100 % MCR

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Contents

4. Load application and recovery behaviour

Recovery behaviour after load increase based on reference values for load steps as well as unloading.

Standard settings: - Droop 4 % - Fuel rack 110 % - Speed setting range + 5 % Standard speed governor, make RE, type 1102, equipped with: - Speed setting motor (24 V DC/100 % continuous duty) for a setting speed of 4 - 8 sec/Hz - Start fuel limiter - Shut-down solenoid (24 V DC/100 % continuous duty) for remote stop (not for automatic engine stop) - Infinitely adjustable from the outside at the governor, 0 - 10 % droop Option for DE-drive only: RE, Viking 25 electronic governor

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5. Technical data (preliminary)

Cylinder

6

8

9

Performance data Maximum continous rating acc. ISO 3046/1 Speed Minimum speed Brake mean effektive pressure Charge air pressure Compression pressure Firing pressure Combustion air demand (ta = 20 °C) Delivery/injection timing Exhaust gas temperature after cylinder/turbine Specific fuel oil consumption 1) Propeller/const. speed 100 % 85 % 75 % 50 % 2) Lubricating oil consumption Turbocharger type

kW

1020

1140

1360

1520

1530

1710

rpm rpm bar bar bar bar 3 m /h ° b. TDC

900 280 24.06 3.1

1000 300 24.2 3.25

900 280 24.06 2.9

1000 300 24.2 3.25

900 280 24.06 3.1

1000 300 24.2 3.3

145 180 5800 7/-

145 180 6650 9/-

7845 7/-

145 180 9260 9/-

8620 7/-

10150 9/-

°C

380/343 375/350 360/335 380/320 380/351 400/340

g/kWh g/kWh g/kWh g/kWh g/kWh

186 190 186 190 186 190 186 189 186 189 186 189 188/189 189 188/189 189 188/189 189 195/199 191/195 195/199 191/195 195/199 191/195 0.6 0.6 0.6 KBB HPR 4000 KBB HPR 5000 KBB HPR 5000

Fuel Engine driven feed pump (for gas oil/MDO only) Stand-by feed pump Mesh size MDO fine filter Mesh size HFO selfcleaning filter Mesh size HFO fine filter Nozzle cooling by lubricating oil system for heavy fuel only

3

1.2/5

1.2/5

1.2/5

3

0.80/5 0.025 0.010 0.034

1.0/5 0.025 0.010 0.034

1.2/5 0.025 0.010 0.034

3

52.5/10 58.8/10 30/10 4-5 43/3 40/3 5/5/8/3 1.7/0.5 55-65 65 0.03

52.5/10 58,8/10 35/10 4-5 48.3/3 45/3 8/5/10/3 2.3/0.6 55-65 65 0.03

52.5/10 58.8/10 40/10 4-5 61/3 48/3 8/5/10/3 2.6/0.8 55-65 65 0.03

m /h/bar m /h/bar mm mm mm

Lubricating Oil Engine driven pump Stand-by pump Working pressure on engine inlet Engine driven suction pump Stand-by suction pump Prelubrication pump (press./suction) Sump tank content (dry/wet) Temperature at engine inlet Selfcleaning filter DN Mesh size selfcleaning filter

8

m /h/bar 3 m /h/bar bar 3 m /h/bar 3 m /h/bar 3 m /h/bar 3 m °C mm mm

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5. Technical data (preliminary)

Cylinder

6

8

9

m bar 3 m °C

0.12 2.5/6.0 0.1 60 - 65

0.16 2.5/6.0 0.1 60 - 65

0.18 2.5/6.0 0.1 60 - 65

m /h/bar 3 m /h/bar mm 3 m /h/bar

25/4.0 30/4.0 30/4.0 50 40/45 / 4.0

30/4.0 35/4.0 40/4.0 65 40/45 / 4.0

35/4.0 40/4.0 45/4.0 65 40/45 / 4.0

°C

42

42

42

kJ/kWh kJ/kWh kW kW kW kW

550 500

550 500

550 500

Fresh water cooling 3

Engine content Pressure at engine inlet min/max Header tank capacity Temperature at engine outlet

2-circuit system Engine driven pump HT Stand-by pump HT HT-Controller DN Engine driven pump NT Temperature at charge air cooler inlet

3

Heat Dissipation Specific jacket water heat Specific lub. oil heat Lub. oil cooler Jacket water 3) Charge air cooler Heat radiation engine

156 142 414

174 158 441

208 189 471

232 211 563

234 213 562

261 238 588

52

69

78

mm mm mm

400 400 400

500 500 500

500 500 500

bar

0.03

0.03

0.03

Exhaust gas Silencer/spark arrester DN 25 dBA DN 35 dBA Pipe diameter DN after turbine Maximum exhaust gas pressure drop 5) Temperature at 25 °C air intake 45 °C air intake 5) Mass at 25 °C air intake 45 °C air intake

°C °C kg/h kg/h

340 362 7380 7085

340 362 8230 7715

334 354 9677 9290

314 333 11485 11025

351 372 10703 10275

337 357 12505 11800

Starting air Starting air pressure max. Minimum starting air pressure 4) Air consumption per start

bar bar 3 Nm

30 10 0.5

30 10 0.5

30 10 0.5

1)

Reference conditions: LCV = 42700 kJ/kg, ambient temperature 25 °C charge air temperature 45 °C, tolerance 5 %, + 1 % for each engine driven pump 2) Standard value, tolerance + 0.3 g/kWh, related to full load 3) Charge air heat based on 45 °C ambient temperature 4) Preheated engine 5) Tolerance 10 %, relative air humidity 60 %

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6. Genset dimensions and weights

Engine type

Dry weight

Dimensions [mm]

Engine

Genset

A

B

C

D

E

F

G

H

I

J

[t]

[t]

6 M 20 C

6073

4900

2165

1054

1680

1170

627

783

1322

4405

11

20

8 M 20 C

6798

5548

2335

1054

1816

1170

710

783

1422

5053

14

27

9 M 20 C

7128

5875

2335

1054

1816

1170

710

783

1422

5380

15

30

1)

Dependent on generator maker/type

Removal of: Piston

in transverse direction in longitudinal direction

X1 X2

= =

2976 mm 3296 mm

Cylinder Liner in transverse direction in longitudinal direction

Y1 Y2

= =

2981 mm 3156 mm

Genset centre distance of 2 gensets

Minimum 2010 mm Recommended 2120 mm

10

1)

Contents

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6. Genset dimensions 6 M 20 C

0 5 : 1 e l a c S

11

Contents

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0 5 : 1 e l a c S

12

Contents

m


0 5 : 1 e l a c S

13

Contents

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7. Required dimensions of generator

Generators structural requirements for MaK diesel gensets M 20 C Assembly control dimension "XX" and end float marked on t he bearing

* Bore distances without tolerances + 0.8 mm, the location of the holes has to be agreed

- Mounting flap for anti-condensation heater is required above the mounts - With air cooling the air outlet is required above the mounts - Plain bearings must be removable without coupling removal Type

Design

A

B

Ø D max.

B 20

1210

1350

1200

6 M 20 C 8 M 20 C 9 M 20 C

14

X 200 250

h

Ød

ØS

285

150

22

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8. Space requirement for dismantling of charge air cooler and turbocharger cartridge

Charge air cooler cleaning Cleaning is carried out with charge air cooler dismantled. A container to receive the cooler and cleaning 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 turbocharger (see "B"). Weights of Turbocharger [kg]

Dimensions [mm]

Turbo- Silencer Compressor Turbine Carcharger, housing housing tridge compl.

Rotor

A

B

C

D

E

6 M 20 C

236

25

46

51

54

13

515

268

892

1330

830

8/9 M 20 C

354

55

87

87

88

20

670

276

1025

1400

910

15

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9. System connections

C15 C21 C22 C23 C25 C28 C37 C39 C60 C61

16

Charge Air Cooler LT, Outlet Freshwater Pump HT, Inlet Freshwater Pump LT, Inlet Freshwater Stand-By Pump HT, Inlet Freshwater, Outlet Freshwater Pump LT, Outlet Vent. Drain Cooling Water Separator Connection, Suction Side Separator Connection, Delivery Side

DN 50 DN 65 DN 65 DN 50 DN 50 DN 50 DN 10 DN 25 DN 32 DN 32

C62a C73 C75 C78 C81b C86 C91 C91a

Drain Pre-Lube Pump Fitted Fuel Pump, Inlet Fuel Stand-By Pump, Connection Fuel, Outlet Fuel Duplex Filter, Dripoil Starting Air Crankcase Ventilation Exhaust Gas Outlet 6 M 20 C 8/9 M 20 C

DN 32 DN 20 DN 20 DN 20 DN 10 DN 40 DN 50 DN 400 DN 500

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10. Fuel oil system MGO/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 difference between distillate/mixed fuels and pure distillates are higher 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 Q [kW] =

Peng. [kW] 166

Not required with: - MGO < 7 cSt/40 °C - Heated day tank

17

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Feed pump (fitted) DP 1:

Capacity see technical data

Transfer pump (fitted) DP 3:

Capacity equal to feed pump Option 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 MGO Required for MDO

Capacity V [l/h] = 0.22 · Peng. [kW]

18

Contents

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General notes: For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installa tion drawing. DH1 not required with: - Gas oil < 7 cSt/40° - heated diesel oil day tank DT1

Accessories and fittings: DF1 Fine filter (duplex filter) DF2 Primary filter (duplex filter) DF3 Coarse filter DH1 Preheater DH2 Electrical preheater (separator) DP1 Feed pump DP3 Transfer pump (to day tank) DP5 Transfer pump (separator) DR2 Pressure regulating valve DS1 Separator DT1 Day tank, min. 1 m above crankshaft level DT4 Storage tank

KP1 KT1 FQ1 LI LSH LSL PDI PDSH PI PSL TI TT

Fuel injection pump Notes: Drip fuel tank p Free outlet required Flow quantity indicator s Please refer to the measuring Level indicator point list regarding design of the Level switch high monitoring devices Level switch low z For systems without stand-by Diff. pressure indicator pump connect C75 for filling-up Diff. pressure switch high of the engine system! Pressure indicator Pressure switch low Temperature indicator Temperature transmitter (PT 100)

Connecting points: C73 Fuel inlet C75 Connection, stand-by pump C78 Fuel outlet

C80 C81 C81b

Drip fuel Drip fuel Drip fuel (filter pan)

19

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10. Fuel oil system Heavy fuel operation

0 0 7 K M R

0 1 0 1

C 5 A 5 M I H C

0 0 7 H M R

1 9 9

C A 5 4 M I K C

0 0 5 K M R

0 1 0 1

C 5 A 4 M I H C

0 0 5 H M R

1 9 9

C A 5 3 M K I C

0 8 3 K M R

0 1 0 1

C 5 A 3 M I H C

0 8 3 H M R

C 5 A 3 M I G C

0 8 3 G M R

C A 5 2 M I F C

0 8 1 F M R

C A 5 5 M I K C

) d e r e k n u b s a ( s e n i g n e l e s e i d r o f s l e u f l a u d i s e r r o f s t n e m e r i u q e R

0 8 D M R

C 0 A 1 M C I C

0 3 B M R

C 0 A 1 M I B C

0 3 B M R

C 0 A 1 M I A C

0 3 A M R

: n o i t a n g i s e D

F : ) 5 0 0 2 ( 7 1 2 8 O S I o t d e t a l e R

0 3

2 2

) 7 0 5 5 0 0 5 0 . 4 . 0 8 1 5 5 1 . 0 1 3 6 1 . 0 0

5 4

0 6

0 3

2 2

) 7 0 5 5 0 5 5 0 1 . 4 . 0 0 . 5 6 8 1 1 3 1 . 0 0 0

2 2

) 7 5 1 . 0

0 6

0 3

0 0 6 0 1 . . 5 . 5 4 0 0

0 8 5 1 5 1 0 3

1 9 9 8 1

0 2 1 5 9 9 2

0 6

0 6

3 m / g k

C ° 5 1 t a y t i s n e D

0 8 5 1 5 1 0 3

0 3

4 1

0 5 0 0 0 5 5 0 . 0 1 . 4 5 . 0 . 1 3 8 1 1 3 0 0

4 2

4 1

0 0 3

0 0 2

0 5 5 0 . 1 . 3 . 0 . 1 0 0

) 5 6

) 6 2 1

5 0 5 0 0 7 0 0 7 5 0 4 0 0 5 0 0 5 5 0 3 0 8 3 0 0 3 5 0 2 0 8 1 0 5 1

0 8 5 1 5 1 0 3

5 1 0 8 0 0 6

0 5 1

0 1 0 4 0 0 3

) 1 t C S ° c

C ° 0 0 1 t a y t i s o c s i v . n i K

0 0 5

0 1 . 0

0 6

t x x n n i m a a i i i L m m m m

. m i D

5 1 . 0

0 1 e u d i s d e e R t i n m o i l b r 0 5 8 1 8 5 t o a 2 7 . n 9 9 9 : : : : C : 0 : O O O O O O S I S I S I S I S I S I ) 3 ) 4 ) 5 ) 6 ) 7 ) 2

5 1

0 6 ) 2 0 5 9

0 0 3

0 1 . . 5 . 5 4 0 0

) 3 5 7 9 0 1

5 1 . 0

0 3

) 5 5 1

) 4 5 0 1 8 9

c i t s i r e t c a r a h C

20

0 6

5 3

0 C 8 A 5 2 1 E M I E M C R C 5 A 1 M I D C

5 5

t n i o p h s a l F

x a m

C °

) r ) r e e t m n m i u w ( s ( t n i o p r u o P

x a m

) m / m ( %

7 0 3 0 0 2

x x x x x x x x x a a a a a a a a a m m m m m m m m m

) m / m ( %

) m / m ( %

g n i e g a r e t e f u a d , i ) s n m e o i s d R d e n a s o r l b n a r o h s t a o C C ( A T

V / V ( %

) m / m ( %

r u r h e t l a p u W S

g k / g m

g k / g m

g k / g m

g k / g m

g k / g m

m u i d a n a V

n o c i l i S + m u i n i m u l A

r o h p c s o n h i Z P

m u i c l a C

n i . s t c n e . e ) s l I t ) t c a e S S . v s c ( c I i ( w u d s s . q e / 2 / 2 w e R m m d e e t d m m R a n a F C C m i ° ° ° x C 0 0 0 o 0 r ° 0 1 1 5 0 p 5 p t : t t t a a w a a a y t y t y e t y o i t i h t i l e s i s f s b s o o o o o c c c c s i s i s n i s n e i o v i v v v i t c v g i c i c i c a i t t s t c t i i a a a d a F m m m n m i e e e e ° n i n i n n 0 n i i 0 A k 1 K K K ) 1

) o l u ( l i o g n i t a c i r b u l d e s u f o e e r f e b l l a h s l e u F

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Contents


m a r g a i d e r u t a r e p m e t / y t i s o c s i V

21

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Minimum requirements for storage, treatment and supply systems Bunker tanks:

In order to avoid severe operational problems due to incompatibility, each bunkering must be made in a separate storage tank.

Settling tanks:

In order to ensure a sufficient settling effect, the following settling tank designs are permissible: - 2 settling tanks, each with a capacity sufficient for 24 hours full load operation of all consumers - 1 settling tank with a capacity sufficient for 36 hours full load operation of all consumers and automatic filling - Settling tank temperature 70 - 80 °C

Day tank:

Two day tanks are required. The day tank capacity must cover at least 4 hours/max. 24 hours full load operation of all consumers. An overflow system into the settling tanks and sufficient insulation are required.

Guide values for temperatures

Separators:

Fuel viscosity cSt/50 °C

Tank temperature [°C]

30 - 80

70 - 80

80 - 180

80 - 90

180 - 700

max. 98

Caterpillar Motoren recommends to install two self-cleaning separators. Design parameters as per supplier recommendation. Separation temperature 98 °C! Maker and type are to be advised to Caterpillar Motoren.

Capacity V [l/h] = 0.22 · Peng. [kW]

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Supply system (Separate components): A closed pressurized system between daytank and engine is required as well as the installation of an automatic backflushing filter with a mesh size of 10 µm (absolute). Strainer HF 2:

Pressure pumps HP 1/HP 2:

Mesh size 0.32 mm

Output [kW]

DN

H1

< 5000

32

249

< 10000

40

< 20000 > 20000

H2

W

D

220

206

180

330

300

250

210

65

523

480

260

355

80

690

700

370

430

mm

Screw type pump with mechanical seal. Installation vertical or horizontal. Delivery head 5 bar.

Capacity . V [m3 /h] = 0.4 .

Peng. [kW] 1000

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Pressure regulating valve HR 1:

Controls the pressure at the engine inlet, approx. 4 bar.

Engine outputs < = 8000 kW

< = 3000 kW

Self cleaning filter HF 4:

> 8000 kW

Mesh size 10 µm sphere passing mesh, make Boll & Kirch*, without by-pass filter. * In case of Caterpillar Motoren supply.

<

= 8000 kW, Type 6.60, DN 50

Dismantling of sieve 300 mm

24

> 8000 kW, Type 6.61, DN 100

Dismantling of sieve 300 mm

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Mixing tank (without insulation) HT 2: Vent

Inlet from pressure pump Outlet to engine

Circulating pumps HP 3/HP 4:

From engine

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

Design see pressure pumps.

Capacity . V [m3 /h] = 0.7 .

Peng. [kW] 1000

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. Higher injection viscosity possible up to 16 cSt in combina tion with main engines. To be confirmed by Caterpillar Motoren.

Fine filter (fitted) HF 1:

- Mesh size 34 µm - Without heating - Differential pressure indication and alarm contact fitted 25

Contents

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Mixing receiver HT 4:

Permits the individual change-over to MGO/MDO. Reduces the temperature variation during change over. Capacity: approx. 30 l Dimensions: Ø approx. 320 mm height approx. 665 mm without insulation

Diesel oil intermediate tank DT 2:

Required for the individual change-over to MGO/MDO. Capacity: approx. 50 l Dimensions: see mixing receiver

Diesel oil feed pump DP 1:

Capacity and delivery head see heavy fuel oil circulating pump HP 3/HP 4

Fuel Cooler DH 3:

Required for heat dissipation with MGO/MDO operation.

26

Contents

m


C76

C78

- Peak pressure max. 16 bar

Tanks and separators integrated in the main engine system

General notes: For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing. Valve fittings with loose cone are not accepted in the admission and return lines.

Accessories and fittings: DH3 MGO/MDO cooler DP1 Diesel oil feed pump DR2 Pressure regulating valve DT1 Diesel oil day tank DT2 Diesel oil intermediate tank HF1 Fine filter (duplex filter) HF2 Primary filter HF4 Self cleaning filter HH1 Heavy fuel final preheater HH2 Stand-by final preheater HH4 Heating coil HP1/HP2 Pressure pump HP3/HP4 Circulating Pump HR1 Pressure regulating valve HR2 Viscometer HT1 Heavy fuel day tank

HT2 HT4 KP1 FQ1 LI LSH LSL PDI PDSH PDSL PI PSL TI VI VSH VSL

Mixing tank Mixing receiver Injection pump Flow quantity indicator Level indicator Level switch high Level switch low Diff. pressure indicator Diff. pressure switch high Diff. pressure switch low Pressure indicator Pressure switch low Temperature indicator Viscosity indicator Viscosity Control switch high Viscosity Control switch low

Notes: ff Flow verlocity in circuit system < 0.5 m/s m Lead vent pipe beyond day tank level p Free outlet required s Please refer to the measuring point list regarding design of the monitoring devices tt Neither insulated nor heated pipe u From diesel oil separator or diesel oil transfer pump All heavy fuel pipes have to be insulated. ---- heated pipe

Connecting points: C76 Inlet duplex filter C78 Fuel outlet C80 Drip fuel C81 Drip fuel C81b Drip fuel (filter pan)

27

Contents

m


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 kW approx. 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

28

each 100 % (saturated 7 bar or thermal oil 180 °C) each 100 % electrical

Contents

m


(steam/thermaloil) (electrical)

9. a) Heating medium control valve b) Control cabinet

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 starters Pressure pump starters with stand-by automatic Circulating pump starters with stand-by automatic PI-controller for viscosity controlling Starter for the viscosimeter Analog output signal 4 - 20 mA for viscosity Alarms Pressure pump stand-by start Low level in the mixing tank Circulating pump stand-by start Self cleaning fine filter pollution Viscosity alarm high/low The alarms with potential free contacts Alarm cabinet with alarms to engine control room and connection possibility for remote start/stop and indicating 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 are installed 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 or electrical) where necessary. The module will be tested hydrostatical and functional in the workshop without heating. Steam Thermal oil

Electric

Steam Thermal oil

Electric

4000/4800

4000/4800

8000/9600

8000/9600

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

For power in kW up to (50/60 Hz)

Steam Thermal oil

Steam Thermal oil

12000/14400 20000/24000

29

Contents

m


C76

C78

- Peak pressure max. 16 bar

General notes: For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing. Tanks and separators integrated in the main engine system. Accessories and fittings: DH3 Fuel oil cooler from MDO operation DP1 Diesel oil feed pump DR2 Fuel pressure regulating valve DT1 Diesel oil day tank DT2 Diesel oil intermediate tank HF1 Fine filter (duplex filter) HF2 Fuel primary filter HF4 Self cleaning filter HH1 Final preheater HH2 Stand-by final preheater HH4 Heating coil HP1 Pressure pump HP2 Stand-by pressure pump HP3 Circulating pump HP4 Stand-by circulating pump HR1 Pressure regulating valve HR2 Viscometer HT1 Day tank

30

HT2 HT4 HT8 KP1 FQ1 LI LSH LSL PDI PDSH PDSL PI PSL TI VI VSH VSL

Mixing tank Mixing receiver Compensation damping tank Fuel injection pump Flow quantity indicator Level indicator Level switch high Level switch low Diff. pressure indicator Diff. pressure switch high Diff. pressure switch low Pressure indicator Pressure switch low Temperature indicator Viscosity indicator Viscosity control switch high Viscosity control switch low

Notes: dd To diesel oil storage or overflow tank ff Flow velocity in circuit system < 0.5 m/s m Lead vent pipe beyond service tank level p Free outlet required s Please refer to the measuring point list regarding design of the monitoring devices u From diesel oil separator or diesel oil transfer pump All heavy fuel pipes have to be insulated. ---- heated pipe

Connecting points: C76 Inlet duplex filter C78 Fuel outlet C80 Drip fuel connection C81 Drip fuel connection C81b Drip fuel connection (filter pan)

Contents

m

11. 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 high requirements are made for lubricants: Constant uniform distribution of the additives at all operating conditions. Perfect cleaning (detergent effect) and dispersing power, prevention of deposits from the combustion process in the engine. Sufficient alkalinity in order to neutralize acid combustion residues. The TBN (total base number) must be between 30 and 40 KOH/g at HFO operation. For MDO operation the TBN is 12 - 20 depending on sulphur content. RE-governor should be fitted with a normal 15 W 40 multipurpose oil. Manufacturer

1)

I

AGIP

DIESEL SIGMA S CLADIUM 120

BP

ENERGOL DS 3-154 VANELLUS C 3

X

CALTEX

DELO 1000 MARINE DELO 2000 MARINE

CASTROL

MARINE MLC MXD 154 TLX PLUS 204

II

HFO operation

I

X X

CLADIUM 300 S CLADIUM 400 S

X X

X

ENERGOL IC-HFX 304 ENERGOL IC-HFX 404

X X

X X

DELO 3000 MARINE DELO 3400 MARINE

X X

X

TLX PLUS 304 TLX PLUS 404

X X

X

II

X

CEPSA

KORAL 1540

CHEVRON

DELO 1000 MARINE OIL DELO 2000 MARINE OIL

X X

DELO 3000 MARINE OIL DELO 3400 MARINE OIL

X X

TOTAL LUBMARINE

DISOLA M 4015 AURELIA 4030

X X

AURELIA XL 4030 AURELIA XT 4040

X X

ESSO

EXXMAR 12 TP EXXMAR CM+ ESSOLUBE X 301

X

EXXMAR 30 TP EXXMAR 40 TP EXXMAR 30 TP PLUS EXXMAR 40 TP PLUS

X

MOBILGARD 412 MOBILGARD ADL MOBILGARD M 430 1) MOBILGARD 1-SHC

X X X

MOBILGARD M 430 MOBILGARD M 440

X X

SHELL

GADINIA GADINIA AL ARGINA S ARGINA T

X X X X

ARGINA T ARGINA X

X X

TEXACO

TARO 16 XD TARO 12 XD TARO 20 DP

X X X

TARO 30 DP TARO 40 XL

X X

MOBIL

I II

Diesel oil/Marine-diesel oil operation

X

X X

X X X

X

Approved in operation Permitted for controlled use When these lube oils are used, Caterpillar Motoren must be informed because at the moment there is ins ufficient experience available for MaK engines. Otherwise the warranty is invalid. 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.

31

Contents

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11. Lubricating oil system

Lube oil quantities/- change intervals:

Circulating quantity: 0.8 - 0.9 l/kW output 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 are the limit values as per "MaK Operating Media") an optimum 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..

Cooler (fitted) LH 1:

Tube type

Temperature controller:

Not required

Prelubrication pump (fitted) LP 5:

Delivery head 5 bar Continuous lubrication is carried out with stopped genset. Starter to be supplied by the yard.

6 M 20 C

8/9 M 20 C 32

3

Hz

Capacity [m /h]

Electr. motor [kW]

50

4.0

1.4

60

5.0

1.8

50

6.6

2.3

60

8.0

3.0

Contents

m

11. Lubricating oil system

Circulating tank LT 1:

Located in the base frame, equipped with high/low level switch and level control stick.

Crankcase ventilation:

The location of the ventilation is on top of the engine block near to the turbocharger (see system connections C 91). The vent pipe DN 50 must be equipped with a condensate trap and drain. It has to be enlarged to DN 65 approx. 1 m after the connection point and 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.

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 [Total kW] For auxiliary gensets: Strongly recommended 1 separator for max. 3 engines For diesel-electric drive: Required 1 separator for max. 3 engines with automatically switch over in intervalls of 1.5 hours. See treatment at heavy fuel operation.

33

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11. Lubricating oil system MGO/MDO operation

General notes: For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing. Notes: e Filling pipe f Drain h Please refer to the measuring point list regarding design of the monitoring devices o See "crankcase ventilation installation instructions"

Accessories and fittings: LF2 Self cleaning filter LF4 Suction strainer LH1 Cooler LH2 Preheater LP1 Force pump LP5 Prelubrication pump LP9 Transfer pump (separator) LR2 Pressure regulating valve LS1 Separator LS2 Centrifuge (option) LT1 Sump tank

34

LI LSH LSL PDI PDSH PI PSL PSLL TI TSH TT

Level indicator Level switch high Level switch low Diff. pressure indicator Diff. pressure switch high Pressure indicator Pressure switch low Pressure switch low Temperature indicator Temperature switch high Temperature transmitter (PT 100)

Connecting points: C60 Separator connection, suction side or drain or filling pipe C61 Separator connection, delivery side or from by-pass filter C62a Oil drain, prelubrication pump C91 Crankcase ventilation to stack NC Normally closed

Contents

m

11. Lubricating oil system Treatment at heavy fuel operation

Separator LS 1:

Required with the following design: - Separating temperature 95 °C - Quantity to be cleaned five times/day - Utilization 20 % max.

Capacity Veff [l/h] = 0.29 . Peng [Total kW]

For auxiliary gensets:

1 separator per genset recommended 1 separator for maximum 3 gensets required

The following is to be observed:

1. The separator is switched over successively and automatically controlled in intervals of 1.5 hours to the respective sump tank of the diesel genset. 2. The change over valves are to be provided with mutual mechanical or electric interlocks in order to avoid faults in switching over. 3. All diesel gensets (operation, stand-by, stopped) are to be included in these change over intervals. 4. If a diesel genset is not available (servicing, maintenance etc.), it must be taken out of the interval control. For this a contact of a higher ranking start/stop automatic (integrated in the power management system) must be provided for the interval control. 5. The separator must always be running or restarted after a failure/black-out. Change over valves and the automatic switch over control system have to be supplied by the yard.

For diesel-electric drive:

1 Separator per genset required

35

Contents

m

11. Lubricating oil system Heavy fuel operation

General notes: For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing. Notes: e Filling pipe f Drain h Please refer to the measuring point list regarding design of the monitoring devices o See "crankcase ventilation installation instructions"

Accessories and fittings: LF2 Self cleaning filter LF4 Suction strainer LH1 Cooler LH2 Preheater LP1 Force pump LP5 Prelubrication pump LP9 Transfer pump (separator) LR1 Temperature control valve LR2 Pressure regulating valve LS1 Separator LT1 Sump tank

36

LI LSH LSL PDI PDSH PI PSL PSLL TI TSH

Level indicator Level switch high Level switch low Diff. pressure indicator Diff. pressure switch high Pressure indicator Pressure switch low Pressure switch low Temperature indicator Temperature switch high

Connecting points: C60 Separator connection, suction side or drain or filling pipe C61 Separator connection, delivery side or from by-pass filter C62a Oil drain, prelubrication pump C91 Crankcase ventilation to stack NC Normally closed

Contents

m

12. Cooling water system

The heat generated by the engine (cylinder, turbocharger, charge air and lube oil) is to be eliminated by means 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 cooling Charge air temperature control not required. Watercooled generators are not equipped with pipes.

HT-fresh water pump (fitted) FP 1:

Capacity: acc. to heat balance

LT-fresh water pump (fitted) FP 2:

Capacity: acc. to heat balance

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

50

165

150

225

177

24

8/9 M 20 C

HT

65

185

165

254

158

26

3 x 6/8/9 M 20 C LT

125

250

241

489

200

67

37

m

Contents


LT-temperature controller (separate) FR 2:

P-controller with manual emergency adjustment.

Not required with the combination of the main engine LT-system.

Preheater with pump (fitted on base frame) FH 5/FP 7:

Freshwater cooler (separate) FH 1:

Consisting of circulating pump (3.5 m 3 /h), electric heater (7 kW) and switch cabinet (separate: W x H x D = 450 x 300 x 200 mm). Voltage 380 - 460, frequency 50/60 Hz.

Plate type, size depending on the total heat to be dissipated. For auxiliary genset normally integrated in the main engine cooling system.

Header tank:

For auxiliary genset normally integrated in the main engine system. - Arrangement: min. 4 m above crankshaft centre line. - Size acc. to technical engine data, in case of several engines + 25 % volume per engine. - All continuous vents from engine are to be connected.

38

Contents

m


Drain tank with filling pump:

Is recommended to collect the treated water when carrying out 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 balance.

.

P=

P P. M V H ρ η -

Power [kW] Power of electr. motor [kW] Flow rate [m3 /h] Delivery head [m] Density [kg/dm3] Pump efficiency 0,70 for centrifugal pumps

ρ · H · V

367 · η

[kW]

PM = 1.5 · P PM = 1.25 · P PM = 1.2 · P PM = 1.15 · P PM = 1.1 · P

< 1.5 1.5 - 4 4 - 7.5 > 7.5 - 40 > 40

kW kW kW kW kW

39

m


Heat balance 6 M 20 C

40

Contents

m

Contents


Heat balance 8 M 20 C

41

m


Heat balance 9 M 20

42

Contents

Contents

m

12. Cooling water system Integrated in the main engine LT-cooling water system

General notes: For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing. Notes: h Please refer to the measuring point list regarding design of the monitoring devices Distance min. 1 m NC

Normally closed

Connecting points: C15 Charge air cooler, outlet C21 Freshwater pump HT, inlet C22 Freshwater pump LT, inlet C25 Cooling water, engine outlet C37 Ventilation connection C39 Drain Accessories and fittings: CH1 Charge air cooler FH5 Freshwater preheater FP1 Freshwater pump (fitted on engine) HT FP2 Freshwater pump (fitted on engine) LT FP7 Preheating pump FR1 Temperature control valve HT LH1 Luboil cooler PI Pressure indicator PSL Pressure switch low TI Temperature i ndicator TSH Temperature switch high TSHH Temperature switch high

to central cooling system LT from central cooling system LT

43

Contents

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12. Cooling water system For gensets not integrated in the main engine LT cooling water system

Accessories and fittings: FH1 Freshwater cooler FR2 Temperature control valve LT SF1 Duplex seawater filter SP1 Seawater pump SP2 Seawater stand-by pump ST1 Sea chest PI Pressure indicator TI Temperature indicator Notes: o Mesh size 2 - 5 mm z Short circuit pipe for adjusting a minimum seawater inlet temperature of 10 - 20 °C

Connection see drawing page 43 to gensets

from gensets

44

Contents

m

13. Flow velocities in pipes

] h / 3 m [ w o l f e m u l o V

Example:

di = 100 mm, V = 60 m 3 /h Velocity in the pipe 2.1 m/s

Velocity in the pipe [m/s]

45

Contents

m

14. Starting air system

Required pressure 30 bar

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) of the connecting points see engine installation drawing. Clean and dry starting air is required.

Notes: a Control air d Water drain (to be mounted at the lowest point) e To other gensets h Please refer to the measuring point list regarding design of the monitoring devices j Automatic drain (recommended)

Connecting points: C86 Connection, starting air

46

Accessories and fittings: AC1 Compressor AC2 Stand-by compressor AM1 Air starter AR1 Starting valve AR4 Pressure reducing valve AR5 Oil and water separator AT1 Starting air receiver AT2 Starting air receiver PI Pressure indicator PSL Pressure switch low, only for main engine PT Pressure transmitter AT1/AT2 Option: - Typhon valve - Relief valve with pipe connection

m

Contents

15. Combustion air system

General:

To obtain good working conditions in the engine room and to ensure trouble free operation of all equipment attention shall be paid to the engine room ventilation and the supply of combustion air. The combustion air required and the heat radiation of all consumers/heat producers must be taken into account.

Air intake from engine room (standard): - Fans are to be designed for a slight overpressure in the engine room. - On system side the penetration of water, sand, dust, and exhaust gas must be avoided. - When operating under tropical conditions the air flow must be conveyed directly to the turbocharger. - The temperature at turbocharger filter should not fall below + 10 °C. - In cold areas warming up of the air in the engine room must 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 be avoided. - Connection to the turbocharger is to be established via an expansion joint (to be supplied by the yard). For this purpose the turbocharger will be equipped with a connection socket. - At temperatures below + 10 °C the Caterpillar Motoren/ Application Engineering must be consulted.

Radiated heat:

see technical data To dissipate the radiated heat a slight and evenly distributed air current is to be led along the engine exhaust gas manifold starting from the turbocharger.

47

Contents

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16. Exhaust system

Position of exhaust gas nozzle:

Exhaust compensator:

A nozzle position of 0, 45 and 90° is possible.

Diameter DN

Length [mm]

Weight [kg]

6 M 20 C

400

365

31

8/9 M 20 C

500

360

42

Design of the pipe cross-section:

The pressure loss is to be minimized in order to optimize fuel consumption 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 total flow resistance of plants with separate intake air filter!

Notes regarding installation:

- Arrangement of the first expansion joint directly on the exhaust gas nozzle - Arrangement of the first fixed point in the conduit directly after the expansion joint - Drain opening to be provided (protection of turbocharger and engine against water) - Each engine requires an exhaust gas pipe (one common pipe for several engines is not permissible).

If it should be impossible to use the standard transition piece supplied by Caterpillar Motoren, the weight of the transition piece manufactured by the shipyard must not exceed the weight of the standard transition piece. A drawing including the weight will then have to be submitted approval. 48

Contents

m

16. Exhaust system Resistance in exhaust gas piping

Example (based on diagram data A to E): t = 335 °C, G = 25000 kg/h l = 15 m straight pipelength, d = 700 mm 3 off 90° bend R/d = 1.5 1 off 45° bend R/d = 1.5 ∆Pg = ? ∆p

= 0.83 mm WC/m L' = 3 · 11 m + 5.5 m L = 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

t G ∆p d w l L' L ∆Pg

= = = = = = = = =

Exhaust gas temperature Exhaust gas massflow Resistance/m pipe length Inner pipe diameter Gas velocity Straight pipe length Spare pipe length of 90° bent pipe Effective substitute pipe length Total resistance

(°C) (kg/h) (mm WC/m) (mm) (m/s) (m) (m) (m) (mm WC)

49

Contents

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16. 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. 6 M 20 C (1140 kW/1000 rpm) 160 150 140

LwOct [dB] (reference 10-12 W)

137

138

138

136

130

132

129

126

120

123

119

110 100 0.031

0.063

0.125

0.25

0.5

1

2

8 f [kHz]

4

8 M 20 C (1520 kW/1000 rpm) 160 150 140


136

138

138

130

136 133

130

127

125

120

121

110 100 0.031

0.063

0.125

0.25

0.5

1

2

8 f [kHz]

4

9 M 20 C (1710 kW/1000 rpm) 160 150


140 136

138

139

137

130

134 131

128

127

123

120 110

Tolerance + 2 dB 50

100 0.031

0.063

0.125

0.25

0.5

1

2

4

8 f [kHz]

Contents

m

16. Exhaust system

Silencer:

Design according to the absorbtion principle with wideband attenuation over a great frequency range and low pressure loss due to straight direction of flow. Sound absorbing 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 are spun towards the outside and separated in the collecting chamber). 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 brackets are provided as an option.

51

Contents

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16. Exhaust system

Silencer/Spark arrestor and silencer:

Installation: vertical/horizontal Flange according to DIN 86044 Counterflanges, screws and gaskets are included, without supports 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 for each engine is acceptable. Particularly when exhaust gas boilers are installed attention must be paid not to exceed the maximum recommended back pressure.

52

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16. Exhaust system

Cleaning the turbocharger compressor: The components for cleaning (dosing vessel, pipes, shut-off valve) are engine mounted. Water is fed before compressor wheel via injection pipes during full load operation every 24 to 48 hours.

Cleaning the turbine blade and nozzle ring:

At heavy fuel operation only. The cleaning is carried out with clean fresh water "wet cleaning" during low load operation at regular intervals, depending on the fuel quality, 250 to 500 hours. Duration of the cleaning period is approx. 20 minutes. Fresh water of 1.5 bar is required. During cleaning the water drain should be checked. Therefore the shipyard has to install a funnel after connection point C36.

C36 Drain, Ø 25 C42 Fresh water supply, Ø 16, with quick coupling device

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 *

* with 3 min waiting period at a time

Dirty water tank 53

Contents

m

17. 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. 6 M 20 C (1140 kW/1000 rpm) 130 125 120


115 114

110 105

111

110

108

111

110

111

108 107

100

101

95 90 0.031

0.063

0.125

0.25

0.5

1

2

4

8

16

f [kHz]

8 M 20 C (1520 kW/1000 rpm) 130 125 120


115

115 109

110

111

108

110

109

100

110

107

105 100

102

95 90 0.031

0.063

0.125

0.25

0.5

1

2

4

16 f [kHz]

8

9 M 20 C (1710 kW/1000 rpm) 130 125


120

119

115

114

114

114

110 105

111

112

110

108

104

101

100 95 90

Tolerance + 2 dB 54

0.031

0.063

0.125

0.25

0.5

1

2

4

8

16

f [kHz]

Contents

m

18. Foundation Resilient mounting

Gensets have to be resiliently mounted. This provides an activ insulation against forces generated by the engine as well as protection against vibration from rigidly mounted main engines. The ship's foundation does not require machining. Unevenness is to be compensated by welding plates (to be provided by the shipyard). The resilient element includes horizontal and vertical stopper (fail-safe design).

Major components: - Resilient elements for active insulation of dynamic engine forces - Flexible pipe connections for all media - Welding plates Number of resilient elements:

6 M 20 C: 12 8/9 M 20 C: 14

Structure borne sound level Lv, expected (measured in the test cell)

110 97

100

Lv Oct [dB] (reference 5*10-8 m/s)

90

82

91

80 70

81

76

78

77 72

74

70 59

60

above

62 50

50

58 52

45

40

below

30 20 0.031

0.063

0.125

0.25

0.5

1

2

4

Frequency [kHz]

55

Contents

m

18. Foundation Foundation plan

6 M 20 C

Alignment tolerance, vertical + 1,0 mm

Resilient element with fail-safe design (horizontal and vertical stopper)

56

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8 M 20 C



57

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9 M 20 C



58

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19. Control and monitoring system Engine control panel

Detail X: Equipment for local engine control

59

Contents

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19. Control and monitoring system Genset control

*) = not delivered by Caterpillar Motoren

60

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19. Con Contro troll and and monit monitori oring ng syst system em

Engine monitoring

61

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19. Con Contro troll and and monit monitori oring ng syst system em Monitoring: M 20 C aux. genset Measur.point

Monitoring point

1105

Luboil pressure

PAL

1106

Luboil pressure

PALL

1112

Luboil differential pressure selfcleaning filter Luboil pressure prelubrication Luboil temperature engine inlet Luboil level sump tank Luboil level sump tank FW pressure high temp. circuit engine inlet FW press. low temp. circuit cooler inlet FW temp. high temp. circuit engine outlet FW temp. high temp. circuit engine outlet Fuel oil pressure engine inlet Fuel oil pressure pressure pump Fuel oil differential pressure duplex filter Fuel oil differential pressure selfcleaning filter Fuel oil differential pressure circulating pump Fuel oil differential pressure before and after circulating pump Fuel oil viscosity engine inlet Fuel oil viscosity engine inlet Level of leak fuel Fuel level mixing tank Starting air pressure engine inlet Shut down air pressure on engine Exhaust gas temp. after turbocharger Exhaust gas temperature after turbocharger

1142 1202 1311 1312 2102 2112 2211 2213 5102 5105 5111 5112 5115 5116 5251 5252 5301 5333 6101 6105 8221 8221

PDAH

Action

OA OA MS OA

PL

Sensor Fitted A

Remarks

Separate

B B B

TAH

OA

A

LAL LAH

OA OA

B B

PAL

OA

A

PAL

OA

A

TAH

OA

A

Starting interlock

PAL

OA MS OA

PAL

OA

PDAH

OA

PDAH

OA

B*

PDAL

OA

B*

PDAL

OA

B*

VAH VAL LAH LAL

OA OA OA OA

A* A*

PAL

OA

A

PAL

OA

B

T

OA

A

TAH

OA

A

OA MS

TAHH

9404

Engine overspeed

S

9405

Engine speed stop starting air

S

* located in the fuel pressure system

62

Abbrev.

B A B*

Starting stand-by pump from pump control

B

Starting stand-by pump from pump control

1 Sensor f. 5251, 5252 1 Sensor f. 5251, 5252

B B*

Only thermocouple

B B

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19. Con Contro troll and and monit monitori oring ng syst system em Monitoring: M 20 C aux. genset Measur.point

9409 9419 9503 9561

Monitoring point

Abbrev.

Action

Sensor Fitted

Remarks

Separate

Working hour meter/engine

S

B

Engine speed

NI

A

Stop lever in pos. operation

S

B

Genset ready for operation

Barring gear engaged

S

B

Start interlock

9601

Electronic units/terminal point X1/voltage failure

S

OA

9611

RPM switch/voltage failure/ wire break

S

OA

B

9615

Failure electronic governor

S

OA

B

With electronic governor only

9616

Failure electronic governor

S

OA MS

B

With electronic governor only

9761

Viscosity control, voltage failure

OA

B

Dependent from system

9775

Fuel oil preheater, voltage failure

OA

B

Dependent from system

B

Additional monitoring for DE-drive Measur.point

Monitoring point

Abbrev.

Action

Sensor Fitted

2103

FW pressure high temp. circuit engine inlet

PALL

OA MS

2321

Oil ingress in fresh water cooler outlet

QAH

OA

5102 8211

Fuel oil pressure engine inlet

PAL

OA

A

Exhaust gas temp. per cyl.

T

OA

A

8231

Exhaust temperature before turbocharger

TAH

OA

A

9429

Turbocharger speed

S

9622

Exhaust gas temp. average equipment, voltage failure

S

Remarks

Separate

B

For DE-drive only B

Only thermocouples

A OA

B

Abbreviations B A

= Binary sensor = Analogue sensor

LAH LAL NI PAL PALL PDAH PDAL

= = = = = = =

Level alarm high Level alarm low Sp S peed indication Pressure alarm low Pressure alarm low low Pressure difference alarm high Pressure difference alarm low

OA AD MS QA QA H S TAH TAHH VAH VAL

= = = = = = = = = =

Visual and audible alarm Autom. speed/load reduction Autom. engine stop Measurement alarm Measurement alarm high Sp S peed Temperature alarm high Temperature alarm high high Viscosity alarm high Viscosity alarm low 63

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19. Control and monitoring system

Local and remote indicators Remote indication interfacing Remote indicator engine speed option

Remote indicator option

Monitor *

Signal type 4-20 mA

V 0 1 0

Display

(mA)

Analog-monitoring equipment * mA V

Ω mV mA

Sensor Signals from the engine

* not Caterpillar Motoren supply

6 9 x 6 9 e t ⊗ o m e R

s r o t a c i d n I

64

⊗

⊗

) 2

) 2

⊗ ⊗ ⊗ ⊗

r T e T H r r g e r H t e l a e l o t l r h e t o o e e c l u o n d o n o c c i i n r r g i e n t l b e e r t e n o t e r i n i n i n e y u t i t l c t n i e r s i n e g g i e e r r l t r n n r r l e e n o e i i l t f t e e t o f o f f e t f p e n t t f l e i i a a f k g i a a a e e n l c o i b b e e n e r b e g e r e r e e r u a u r e u r n f r r u l u u u t t t e e p a e t t t u u a a t t a a a r t r m r r r r r e a u u e r a r e u e e e a r p p e s s e e e p p p u p r s t s p p m m r u m m m u e n e a t m m e e s r e o r e a r t e t e t e e t t s i p p e t s e n r l r r t t s i p l r r i r a a r e e a c a e i g e i e m i t t t g p p g j t t n e n a a a a a t t i r n t e m n i s e e w w w g g u s l e u a t e r n i e e r h h h r a a t l e a o f h e s s s r t e f a a h h r b f e f a e e e t u i u i r r r h h x x t A F D M L D F F F C C E E S

) 1

⊗

RPM switch unit

⊗ ⊗ ⊗ ⊗

) V 0 1 0 (

n o i t p O ⊗

⊗

e r u s s e r p r d i a e n e w p s o d e n t i u g h n S E

) e n i g n e n o d e t t i f (

e d r r a u o s s b e e r p g l u e a u G F

e r u s s e r p l i o b u L

r e l o o c r e t n i r e T T t f H L a e r e r e u u r s s u s s s s e r e r e p p r r r p r e t e t i a a a w w e h h g s s r a e r e r h F F C

g n i r o t i ) n E o D m r o s f a l g a t n s o i u t a p 4 h o 4 x ( 1 d x e e 4 h t e 4 i p 1 w s y 2 r l e e 9 g v 1 r i x a t 6 h a 9 n c r y o e t l b n r l A O u ) ) T 1 2

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Protection system

Operating voltage: 24 V DC Type of protection: IP 55 Protection against false polarity and transient protection provided. Designed for:

3 starting interlock inputs 6 automatic stop inputs 1 manual stop input

The input and output devices are monitored for wire break.

Rpm switch unit system

Designed for: 3 rpm switching points Analogue outputs for speed: 1 x 0-10 V, 1 x 4-20 mA, 1 x frequency 65

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19. Control and monitoring system Protection system

Rpm switch unit

66

Contents

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Start/stop logic

67

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20. Diesel engine management system DIMOS

DIMOS is a computer aided maintenance and spare part management system for Caterpillar Motoren diesel engines. The DIMOS-system will include a data base which is filled with information derived from the operating instructions and the spares catalogue of your respective engine type. This system enables to administration and check the following three major subjects: 1. Maintenance 2. Material management 3. Statistics These four major subjects are provided with many internal connections, so that no double inputs are required. 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 documentation.

From various single information to an integrated system Engine operating instructions

Engine spare parts catalogues

I

N

Maintenance schedule

P

U

Maintenance job cards

T

DIMOS

O Maintenance planning

68

U

T

Work order creation

P History and statistics

U

T Inventory and purchase

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21. Standard acceptance test run

The acceptance test run is carried out on the t estbed with customary equipment and auxiliaries using exclusively MDO and under the respective ambient conditions of the testbed. During this test run the fuel rack will be blocked at the contractual output value. In case of deviations from the contractual ambient 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. After reaching steady state condition of pressures and temperatures these will be recorded and registered acc. to the form sheet of the acceptance test certificate:

Load [%]

Duration [min]

50

30

85

30

100

60

110

30

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 inspected through the opened covers. Individual inspection of special engine components such as piston or bearings is not intended, because such inspections are carried out by the classification societies at intervals 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. On the engine block the following values will not be exceeded: Displacement Vibration velocity Vibration acceleration

Seff Veff aeff

< 0.448 mm < 28.2 mm/s < 44.2 m/s2

f > 2 Hz < 10 Hz f > 10 Hz < 250 Hz f > 250 Hz < 1000 Hz 69

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22. Engine International Air Pollution Prevention Certificate

The MARPOL Diplomatic Conference has agreed about a limitation of NOx emissions, referred to as Annex VI to Marpol 73/78. When testing the engine for NOx emissions, the reference fuel is Marine Diesel Oil (Distillate) and the test is performed according to ISO 8178 test cycles: D2: E2: E3:

Auxiliary genset Diesel electric on controlable pitch propeller Fixed pitch propeller at variable speed

Output [%]

100

75

50

25

10

E2+E3 weighting factor

0,20

0,50

0,15

0,15

-

D2

0,05

0,25

0,30

0,30

0,10

weighting factor

Subsequently, the NOx value has to be calculated using different weighting factors for different loads that have been corrected to ISO 8178 conditions. An EIAPP (Engine International Air Pollution Prevention) certificate will be issued for each engine showing that the engine complies with the regulation. At the time of writing, only an interim certificate can 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 File contains information about the components affecting NOx emissions, and each critical component is marked 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 allowable setting 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 an IAPP (International Air Pollution Prevention) certificate for the ship can be issued on basis of the EIAPP and the on-board inspection.

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Contents

23. Painting/Preservation

Inside preservation N 576-3.3 Up to 1 year, engine protected from moisture. - Main running gear and internal mechanics

Outside preservation N 576-3.1 - Tectyl light Europe Storage 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-duty Overseas Storage 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 Varnish Clear varnish painting is applicable within Europe for land transportation with protection from moisture. 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. the engine 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 damages shall be excluded. 71

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Contents

23. Painting/Preservation

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 packaging Storage in the open, protected from moisture, up to 1 year. Applies for engines with painting as per application groups N 576-4.1 to -4.4 Does 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 inspection Applies 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 Represervation Applies to all engines with inside and outside storage Description: - Definitions of corrosion protection period, check, and represervation

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Contents

24. Lifting of gensets

5 0 0

0 0 B 0 5 4 6 1 1 1

3 2 3

0 5 A 9 3 9 0 1 1 2

C C C 0 0 0 2 2 2 M M M 6 8 9

73

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25. Engine parts

Cylinder head, Weight 121 kg

Piston with connecting rod, Weight 57 kg

74

Cylinder liner, Weight 60 kg

M20C

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