project guide m32c propulsion engine management system dimos 90 24. standard acceptance test run 91...

Proj

ect G

uide

M32

C Pr

opul

sion

M32CProject Guide • Propulsion

Subject to change without notice.Leaflet No. 223 · 06.05 · e · G+D · VM3

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

Caterpillar Marine Power SystemsEurope, Africa, Middle East

Caterpillar MarinePower SystemsNeumühlen 922763 Hamburg/Germany

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

Caterpillar Marine AsiaPacific Pte Ltd14 Tractor RoadSingapore627973/SingaporePhone: +65 68287-600Telefax: +65 68287-624

Americas

MaK Americas Inc.

3450 Executive WayMiramar Park of CommerceMiramar, FL. 33025/USAPhone: +1 954 447 71 00Telefax: +1 954 447 71 15

Caterpillar Marine Trading(Shanghai) Co., Ltd.Rm 2309, Lippo Plaza222, Huai Hai Zhong Road200021 Shanghai/P. R.ChinaPhone: +86 21 5396 5577Telefax: +86 21 5396 7007

Asia PacificHeadquarters


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

E x c e l l e n c e o n B o a rdE x c e l l e n c e o n B o a rd

M32-C-Prop_Projektguide-e.qxd 28.07.2005 11:28 Seite 1

m

Introduction

Caterpillar Motoren GmbH & Co. KGP. O. Box, D-24157 KielGermanyPhone +49 431 3995-01Telefax +49 431 3995-2193

Issue July 2005

Information for the user of this project guide

The project information contained in the following is not binding, since technical data of productsmay especially change due to product development and customer requests. Caterpillar Motorenreserves the right to modify and amend data at any time. Any liability for accuracy of informationprovided herein 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,drawings, diagrams, electrical drawings, etc. in connection with a corresponding order.

This edition supersedes the previous edition of this project guide.

Major revisions of issue June 2005 are

- Wet sump lubrication- Resilient mounting- Technical data revised

All rights reserved. Reproduction or copying only with our prior written consent.

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Contents

Page

1. Engine description 1 - 2

2. General data and outputs 3 - 4

3. Restrictions for low load operation 5

4. CP-propeller operation 6 - 7

5. Technical data 8 - 9

6. Engine dimensions 10 - 17

7. Space requirement for dismantling of charge air cooler

and turbocharger cartridge 18

8. System connections 19

9. Fuel oil system 20 - 31

10. Lubricating oil system 32 - 39

11. Cooling water system 40 - 46

12. Flow velocities in pipes 47

13. Starting air system 48 - 49

14. Combustion air system 50

15. Exhaust system 51 - 57

16. Air borne sound power level 58

17. Foundation 59 - 64

18. Resilient mounting 65 - 66

19. Power transmission 67 - 69

20. Data for torsional vibration calculation 70

21. Control and monitoring system 71 - 87

22. Diagnostic system DICARE 88 - 89

23. Diesel engine management system DIMOS 90

24. Standard acceptance test run 91

25. EIAPP certificate 92

26. Painting/Preservation 93 - 94

27. Lifting of engines 95

28. Engine parts 96

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1

1. Engine description

The M 32 C is a four stroke diesel engine, non-reversible, turbocharged and intercooled with directfuel injection.

In-line engine M 32 C

Cylinder configuration: 6, 8, 9 in-lineBore: 320 mmStroke: 480 mmStroke/Bore-Ratio: 1.5Swept volume: 38.7 l/Cyl.Output/cyl.: 500 kWBMEP: 25.9 barRevolutions: 600 rpmMean piston speed: 9.6 m/sTurbocharging: single log, option: pulseDirection of rotation: clockwise, option: counter-clockwise

Option

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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 bearings, cam-shaft bearings, charge air receiver, vibration damper housing and gear drive housing.

- Underslung crankshaft with corrosion resistant main and big end bearing shells.

- Natural hardened liners, centrifugally casted, with calibration insert.

- Composite type pistons with steel crown and nodular cast iron skirt.

- Piston ring set consisting of 2 chromium plated compression rings, first ring with chromium-ce-ramic plated running surfaces and 1 chromium plated oil scraper ring. All ring grooves are locatedin the steel crown. The first ring groove is chromium plated. The other ring grooves are hardened.

- 3-piece connecting rod with the possibility to dismount the piston without opening the big end bear-ing.

- Cylinder head made of nodular cast iron with 2 inlet and 2 exhaust valves with valve rotators.Directly cooled exhaust valve seats.

- Camshaft made of sections per cylinder allowing a removal of the pieces sideways.

- Turbocharger supplied with inboard plain bearings lubricated by engine lubricating oil.

- 2-stage fresh water cooling system with 2-stage charge air cooler.

- Nozzle cooling for heavy fuel operation only with engine lubricating oil.

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3

2. General data and outputs

Output definition

The maximum continuous rating (locked output) stated by Caterpillar Motoren refers to the followingreference conditions according to "IACS" (International Association of Classification Societies) formain and auxiliary engines:

Reference conditions according to IACS (tropical conditions):air pressure 100 kPa (1 bar)air temperature 318 K (45 °C)relative humidity 60 %seawater temperature 305 K (32 °C)

Fuel consumption

The fuel consumption data refer to the following reference conditions:intake temperature 298 K (25 °C)charge air temperature 318 K (45 °C)charge air coolant inlet temperature 298 K (25 °C)net heating value of the Diesel oil 42,700 kJ/kgtolerance 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.

Lubricating oil consumption

Actual data can be taken from the technical data.

Engine 600 rpm kW

6 M 32 C 3,000

8 M 32 C 4,000

9 M 32 C 4,500

The maximum fuel rack position is mechanicallylimited to 100 % output for CPP applications.

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4

Nitrogen oxide emissions (NOx-values)

NOx-limit values according IMO-regulations: 12.5 g/kWh (n = 600 rpm)

Main engine: CP propeller, according to cycle E2: 11.1 g/kWh

Emergency operation without turbocharger

Emergency operation is permissible with MDO only up to approx. 20 % of the MCR.

General installation aspect:

Inclination angles at which main and essential aux. machinery is to operate satisfactorily:

Heel to each side: 15°Rolling to each side: + 22.5°Trim by head and stern: 5°Pitching: + 7.5°

2. General data and outputs

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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. CP propeller operation(single log charging)

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.

Emergency (A) and normal (B, C) load-ing conditions [sec] at operating tem-perature:

10 %

70 %

100 %MCR

B C

tA

Single log charging A [s] B [s] C [s]

6 M 32 C 20 - 25 35 - 40 180

8 M 32 C 25 - 30 40 - 50 180

9 M 32 C 30 - 40 40 - 50 180

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

110%

50% 60% 70% 80% 90% 100% 110%

Engine speed [%]

Eng

ine

outp

ut [%

]

Power Limit Curve for overload protection

Recommended combinator curve

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7

4. CP propeller operation(pulse pressure charging)

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.

Emergency (A) and normal (B, C) load-ing conditions [sec] at operating tem-perature:

10 %

70 %

100 %MCR

B C

tA

A B C

6, 8, 9 M 32 C 20 - 25 35 - 40 180

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

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8

5. Technical data

Cylinder 6 8 9 Performance data Maximum continous rating acc. ISO 3046/1 kW 3,000 4,000 4,500 Speed 1/min 600 600 600 Minimum speed 1/min 360 360 360 Brake mean effektive pressure bar 25.9 25.9 25.9 Charge air pressure bar 3.3 3.3 3.4 Compression pressure bar 160 160 160 Firing pressure bar 198 198 198 Combustion air demand (ta = 20 °C) m3/h 17,000 22,350 26,250 Delivery/injection timing ° v. OT 6.5/1.5 6.5/1.5 6.5/1.5 Exhaust gas temperature after cylinder/turbine °C 430/321 425/332 415/330 Specific fuel oil consumption n = const 1) 100 % 85 % 75 % 50 %

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

179 176 181 190

178 177 181 190

178 177 181 190

Lubricating oil consumption 2) g/kWh 0.6 0.6 0.6 Turbocharger type NA 297 NA 357 NA 357 Fuel Engine driven booster pump m3/h/bar 2.2/5 3.2/5 3.2/5 Stand-by booster pump m3/h/bar 2.2/5 2.9/5 3.2/5 Mesh size MDO fine filter mm 0.025 0.025 0.025 Mesh size HFO automatic filter mm 0.010 0.010 0.010 Mesh size HFO fine filter mm 0.034 0.034 0.034 Nozzle cooling by lubricating oil system Lubricating Oil Engine driven pump m3/h/bar 118/10 118/10 118/10 Independent pump m3/h/bar 55/10 65/10 75/10 Working pressure on engine inlet bar 4 - 5 4 - 5 4 - 5 Engine driven suction pump m3/h/bar 140/3 140/3 140/3 Independent suction pump m3/h/bar 65/3 80/3 100/3 Priming pump pressure m3/h/bar 8/5 11/5 11/5 Sump tank content m3 4.1 5.4 6.1 Temperature at engine inlet °C 60-65 60-65 60-65 Temperature controller NB mm 80 100 100 Double filter NB mm 80 80 80 Mesh size double filter mm 0.08 0.08 0.08 Mesh size automatic filter mm 0.03 0.03 0.03

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9

5. Technical data

Cylinder 6 8 9 Fresh water cooling Engine content m3 0.3 0.4 0.45 Pressure at engine inlet min/max bar 2.5/6.0 2.5/6.0 2.5/6.0 Header tank capacity m3 0.35 0.45 0.55 Temperature at engine outlet °C 80 - 90 80 - 90 80-90 Two circuit system Engine driven pump HT m3/h/bar 70/3.6 70/3.5 80/3.5 Independent pump HT m3/h/bar 70/3.0 70/3.0 80/3.0 HT-Controller NB mm 100 100 100 Water demand LT-charge air cooler m3/h 70 80 90 Temperature at LT-charge air cooler inlet °C 38 38 38 Heat Dissipation Lub. oil cooler kW 440 590 660 Jacket water kW 420 560 625 Charge air cooler (HT-Stage) 3) kW 900 1,200 1,360 Charge air cooler (LT-Stage) 3) kW 330 420 490 (HT-Stage after engine) Heat radiation engine kW 150 190 210 Exhaust gas Silencer/spark arrester NB 25 dBA mm 600 700 800 NB 35 dBA mm 600 700 800 Pipe diameter NB after turbine mm 600 700 700 Maximum exhaust gas pressure drop bar 0,03 0,03 0,03 Starting air Starting air pressure max. bar 30 30 30 Minimum starting air pressure bar 10 10 10 Air consumption per Start 4) Nm3 1.2 1.2 1.2 1) Reference conditions: LCV = 42,700 kJ/kg, ambient temperature 25 °C charge air temperature 45 °C,

tolerance 5 %, + 1 % for each engine driven pump, + 1 g/kWh for pulse pressure charging 2) Standard value, tolerance + 0.3 g/kWh, related on full load 3) Charge air heat based on 45 °C ambient temperature 4) Preheated engine

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10

6. Engine dimensions

Removal of:

Piston in transverse direction X1 = 2,570 mmin longitudinal direction X2 = 2,940 mm

Cylinder Liner in transverse direction Y1 = 3,040 mmin longitudinal direction Y2 = 3,405 mmin transverse dir. reduced Y1 red = 2,940 mm

Reduced removal height with special tools only.

Engine centre distance (2 engines side by side), T. C. on driving end

Recommended 2,800 mm Minimum 2,600 mm(Minimum width at fuel oil filter level approx. 500 mm)

Engine Type Dimensions [mm]

Dry weight with

flywheel

A C D E F G J K L M M' N 0 P R S S' T [t]

6 M 32 C 2650 852 1137 6013 1158 1400 183 2177 1214 1238 387 705 1900 2622 550 1052 1387 672 37.5

8 M 32 C 3710 852 1380 7128 1158 1400 276 2177 1308 1193 456 710 2000 2902 550 1052 1387 672 46.4

9 M 32 C 4240 852 1380 7658 1158 1400 276 2177 1308 1193 456 710 2000 2902 550 1052 1387 672 49.4

Turbocharger at driving end

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11


Turbocharger at free end

Dimension [mm] Engine Type

A C E M M' N 0 P

6 M 32 C 2,650 852 5,677 1,411 387 705 1,900 2,622

8 M 32 C 3,710 852 7,128 1,193 456 710 2,000 2,902

9 M 32 C 4,240 852 7,658 1,193 456 710 2,000 2,902

Engine centre distance(2 engines side by side), T. C. on free end

Recommended 2,800 mmMinimum 2,600 mm(Minimum width at fuel oil filter level approx. 500 mm)

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12


6 M 32 C, Turbocharger at driving end

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13



m

14



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15


6 M 32 C, Turbocharger at free end

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16



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17



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18

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 dismantling

Removal of cartridge with compressor delivery casing after removal of air filter silencer.

R [mm] Weight [kg]

6 M 32 C 847 360

8/9 M 32 C 1,224 790

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19

8. System connections

C 14 Charge Air Cooler LT, Inlet DN 80C 15 Charge Air Cooler LT, Outlet DN 80C 17 Charge Air Cooler HT, Outlet DN 80C 21 Freshwater Pump HT, Inlet DN 80C 22 Freshwater Pump LT, Inlet DN 80C 23 Freshwater Standby Pump HT, Inlet DN 80C 28 Freshwater Pump LT, Outlet DN 80C 51 Luboil Force Pump, Inlet DN 125C 53 Luboil Discharge DN 200C 58 Luboil Force Pump, Outlet DN 100C 59 Luboil Inlet Duplexfilter DN 80

C 73 Fuel Inlet, Engine fitted Pump DN 32C 75 Fuel Inlet, Standby Pump DN 32C 78 Fuel Outlet DN 32C 86 Starting Air DN 40C 91 Crankcase Ventilation DN 80C 91a Exhaustgas Outlet DN 600/DN 700

m

20

9. 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 differ-ence between distillate/mixed fuels and pure distillates arehigher density, sulphur content and viscosity.

MGO MDO

Designation Max. viscosity [cSt/40 °C]

Designation Max. viscosity [cSt/40 °C]

ISO 8217: 1996 ISO-F-DMA 1.5 - 6.0 ISO-F-DMB ISO-F-DMC

11 14

ASTM D 975-78 No. 1 D No. 2 D

2.4 4.1

No. 2 D No. 4 D

4.1 24.0

DIN DIN EN 590 8

Max. injection viscosity 12 cSt (2 °E)

Strainer (separate) DF 2: Mesh size 0.32 mm, dimensions see HFO-system

Intermediate tank (separate) DT 2: Capacity 100 l

Preheater (separate) DH 1: Heating capacity

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

Q [kW] =Peng. [kW]

166

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21

MGO/MDO operation

Feed pump (fitted) DP 1: Capacity see technical data

Feed pump (separate) DP 1/DP 2: Capacity see technical dataScrew type pump with mechanical seal.Installation vertical or horizontal.Delivery head 5 bar.

Pressure regulating valve (fitted) DR 2

Fine filter (fitted) DF 1: Duplex filter, mesh size see technical data.

Separator DS 1: Recommended for gas oilRequired for MDO

The utilisation must be in accordance with the makersofficial recommendation (details from the head of-fice).

9. Fuel oil system

Veff [kg/h] = 0,22 · Peng. [kW]

Preheater for separator DH 2: Designed for 50 °C temperature rise

Q [kW] = 6.0Peng. [kW]

1000

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22

9. Fuel oil systemMGO / MDO operation

General notes:For location, dimensions and design (e. g. flexible connection) of the disconnecting points see engine installation drawing.DH1 not required with: - Gas oil < 7 cSt/40°

- heated diesel oil day tank DT1

Accessories and fittings:DF1 Fuel fine filter (duplex filter) KP1 Fuel injection pumpDF2 Fuel primary filter (duplex filter) KT1 Drip fuel tankDF3 Fuel coarse filter FQI Flow quantity indicatorDH1 Diesel oil preheater LI Level indicatorDH2 Electrical preheater for diesel oil (separator) LSH Level switch highDP1 Diesel oil feed pump LSL Level switch lowDP2 Diesel oil stand-by feed pump PDI Diff. pressure indicatorDP3 Diesel oil transfer pump (to day tank) PDSH Diff. pressure switch highDP5 Diesel oil transfer pump (separator) PI Pressure indicatorDR2 Fuel pressure regulating valve PSL Pressure switch lowDS1 Diesel oil separator PT Pressure transmitterDT1 Diesel oil day tank, min. 1 m above crankshaft level TI Temperature indicatorDT4 Diesel oil storage tank TT Temperature transmitter (PT 100)

Connecting points:C73 Fuel inlet C80 Drip fuelC75 Connection, stand-by pump C81 Drip fuelC78 Fuel outlet C81b Drip fuel (filter pan)

Notes:p Free outlet requireds Please refer to the measuring

point list regarding design of themonitoring devices

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23

9. Fuel oil system

Des

igna

tion:

CIM

ACCI

MAC

CIM

ACCI

MAC

CIM

ACCI

MAC

CIM

ACCI

MAC

CIM

ACCI

MAC

CIM

ACCI

MAC

CIM

ACA

10B

10C

10D

15E

25F

25G

35H

35K

35H

45K

45H

55K

55

Rela

ted

to IS

O821

7 (9

6):F

-RM

A10

RMB1

0RM

C10

RMD1

5RM

E25

RMF2

5RM

G35

RMH3

5RM

K35

RMH4

5RM

K45

RMH5

5RM

K55

Char

acte

ristic

Dim

.Li

mit

Dens

ity a

t 15

°Ckg

/m3

max

950

2)97

5 3)

98

0 4)

991

99

1

10

1099

110

1099

110

10

max

1015

25

3545

55

Kin.

vis

cosi

ty a

t 100

°CcS

t 1)m

in6

5)15

5)

Flas

h po

int

°Cm

in60

6060

6060

60

0

Po

ur p

oint

(win

ter)

(s

umm

er)

°Cm

ax6

2430

30

30

30

30

Carb

on R

esid

ue(C

onra

dson

)%

(m/m

)m

ax12

6)

14

1415

2018

22

22

22

Ash

% (m

/m)

max

0.10

0.10

0.10

0.15

0.15

0.15

7)

0.

15 7)

0.

15 7)

Tota

l sed

im, a

fter a

gein

g%

(m/m

)m

ax0.

100.

100.

10

0.

100.

10

0.

10

Wat

er%

(V/V

max

0.5

0.8

1.0

1.0

1.0

1.0

Sulp

hur

% (m

/m)

max

3.5

4.0

5.0

5.0

5.0

5.0

Vana

dium

mg/

kgm

ax15

0

30

035

020

050

030

060

0

60

0

60

0

Alum

iniu

m +

Sili

con

mg/

kgm

ax80

8080

8080

80

1)An

indi

catio

n of

the

appr

oxim

ate

equi

vale

nts

inki

nem

atic

vis

cosi

ty a

t 50

°C a

nd R

edw

. I s

ec.

100

°F is

giv

en b

elow

:

Kine

mat

ic v

isco

sity

at

100

°C m

m2 /s

(cSt

)Ki

nem

atic

vis

cosi

ty a

t 5

0 °C

mm

2 /s (c

St)

Kine

mat

ic v

isco

sity

at

100

°F R

edw

. I s

ec.

2)IS

O: 9

753)

ISO:

981

4)IS

O: 9

855)

ISO:

not

lim

ited

6)IS

O: C

arbo

n Re

sidu

e 10

7)IS

O: 0

.20

7

10

15

2

5

35

4

5

55

30

40

80

180

380

500

700

200

300

600

1500

3000

5000

7000

Requ

irem

ents

for r

esid

ual f

uels

for d

iese

l eng

ines

(as

bunk

ered

)

Heavy fuel operation

m

24

9. Fuel oil system


Visc

osity

/tem

pera

ture

dia

gram

m

25

9. Fuel oil system


Minimum requirements for storage, treatment and supply systems

Bunker tanks: In order to avoid severe operational problems due to incom-patibility, each bunkering must be made in a separate stor-age tank.

Settling tanks: In order to ensure a sufficient settling effect, the followingsettling tank designs are permissible:

- 2 settling tanks, each with a capacity sufficient for24 hours full load operation of all consumers

- 1 settling tank with a capacity sufficient for 36 hours fullload operation of all consumers and automatic filling

- Settling tank temperature 70 - 80 °C

Day tank: Two day tanks are required. The day tank capacity mustcover at least 4 hours/max. 24 hours full load operation of allconsumers. An overflow system into the settling tanks andsufficient insulation are required.

Guide values for temperatures

Fuel viscosity cSt/50 °C

Tank temperature [°C]

30 - 80 70 - 80

80 - 180 80 - 90

> 180 - 700 max. 98

Separators: Caterpillar Motoren recommends to install two self-clean-ing separators. Design parameters as per supplier recom-mendation. Separating temperature 98 °C! Maker and typeare to be advised to Caterpillar Motoren.

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26

Pressurizing pumps HP 1/HP 2: Screw type pump with mechanical seal.Installation vertical or horizontal. Delivery head 5 bar.

Capacity

Design head: 5 bar.

V [m3/h] = 0.4 .. Peng. [kW]

1000

9. Fuel oil systemHeavy fuel operation

Supply system (Separate components): A closed pressurized system between daytank and engineis required as well as the installation of an automatic back-flushing filter with a mesh size of 10 µm (absolute).

Strainer HF 2: Mesh size 0.32 mm

DN H1 H2 W D Output [kW] [mm]

< 5,000 32 249 220 206 180

< 10,000 40 330 300 250 210

< 20,000 65 523 480 260 355

> 20,000 80 690 700 370 430

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27

Self cleaning filter HF 4: Mesh size 10 µm (absolute), make Boll & Kirch*, without by-pass filter.

* In case of Caterpillar Motoren supply.

= 8,000 kW, Type 6.60, DN 50 > 8,000 kW, Type 6.61, DN 100<


Dismantling of sieve300 mm

Dismantling of sieve300 mm

Pressure regulating valve HR 1: Controls the pressure at the engine inlet, approx. 4 bar.

Engine outputs

= 3,000 kW = 8,000 kW< <

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28

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

V [m3/h] = 0.7 ...... Peng. [kW]

1000

Circulating pumps HP 3/HP 4: Design see pressure pumps.

Capacity

Design head: 5 bar.


Mixing tank (without insulation) HT 2:

Vent

Inletfrompressurepump

Fromengine

Outletto engine

Engine output Volume Dimensions [mm] Weight

[kW] [l] A D E [kg]

< 4,000 50 950 323 750 70

< 10,000 100 1,700 323 1,500 120

> 10,000 200 1,700 406 1,500 175

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29


Heavy fuel oil supply- and booster standard module

(Pressurized System), up to IFO 700 for steam and thermaloil heating, up to IFO 180 for electr. heating

Technical specification of the main components:

1. Primary filter

1 pc. Duplex strainer 540 microns

2. Fuel pressure pumps, vertical installation

2 pcs. Screw pumps with mechanical seal

3. Pressure regulating system

1 pc. Pressure regulating valve

4. Self cleaning fine filter

1 pc. Automatic self cleaning fine filter 10 microns absolut (without by-pass filter)

5. Consumption measuring system

1 pc. Flowmeter with local totalizer

6. Mixing tank with accessories

1 pc. Pressure mixing tank approx. 49 l volume up to 4,000 kWapprox. 99 l volume from 4,001 - 20,000 kW

(with quick-closing valve)

7. Circulating pumps, vertical installation

2 pcs. Screw pumps with mechanical seal

8. Final preheater

2 pcs. Shell and tube heat exchangers each 100 % (saturated 7 bar or thermal oil 180 °C)each 100 % electrical

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30

9. a) Heating medium control valve (steam/thermaloil)b) Control cabinet (electrical)

1 pc. control valve with built-on positioning drive 1 pc. control cabinet for electr. preheater

10. Viscosity control system

1 pc. automatic viscosity measure and control system VAF

Module controlled automatically with alarms and startersPressure pump starters with stand-by automaticCirculating pump starters with stand-by automaticPI-controller for viscosity controllingStarter for the viscosimeterAnalog output signal 4 - 20 mA for viscosity

AlarmsPressure pump stand-by startLow level in the mixing tankCirculating pump stand-by startSelf cleaning fine filter cloggedViscosity alarm high/lowThe alarms with potential free contacts

Alarm cabinet with alarms to engine control room and connection possibility for remote start/stop andindicating lamp of fuel pressure and circulating pumps

Performance and materials:The whole module is tubed and cabled up to the terminal strips in the electric switch boxes which areinstalled on the module. All necessary components like valves, pressure switches, thermometers,gauges etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermaloil orelectrical) where necessary.The module will be tested hydrostatical and functional in the workshop without heating.


Steam Thermal oil

Electric Steam Thermal oil

Electric Steam Thermal oil

Electric

For power in kW up to (50/60 Hz) 2,400/2,900 2,400/2,900 4,000/4,800 4,000/4,800 8,000/,9600 8,000/9,600 Length in mm 2,200 2,300 2,200 2,700 3,200 3,500 Width in mm 1,000 1,000 1,200 1,200 1,200 1,200 Height in mm 2,100 2,100 2,000 2,000 2,000 2,000 Weight (approx.) in kg 1,700 2,500 2,300 2,400 2,500 2,700

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31


General notes:For location, dimensions and de-sign (e. g. flexible connection) ofthe disconnecting points see en-gine installation drawing. Valvefittings with loose cone must beinstalled by the shipyard in theadmission and return lines.

Notes:ff Flow verlocity in circuit sys-

tem < 0,5 m/sp Free outlet requireds Please refer to the measur-

ing point list regarding de-sign of the monitoringdevices

u From diesel oil separator ordiesel oil transfer pump

All heavy fuel pipes have to be in-sulated.---- heated pipe

Connecting points:C76 Inlet duplex filterC78 Fuel outletC80 Drip fuel connectionC81 Drip fuel connectionC81b Drip fuel connection

Accessories and fittings:DH3 Fuel oil cooler for MDO operation HT5/HT6 Settling tankDT1 Diesel oil day tank HT8 Compensation damping tankHF1 Fine filter (duplex filter) KP1 Injection pumpHF2 Primary filter KT2 Sludge tankHF3 Coarse filter FQI Flow quantity indicatorHF4 Self cleaning fuel filter LI Level indicatorHH1 Heavy fuel final preheater LSH Level switch highHH2 Stand-by final preheater LSL Level switch lowHH3 Heavy fuel preheater (separator) PDI Diff. pressure indicatorHH4 Heating coil PDSH Diff. pressure switch highHP1/HP2 Pressure pump PDSL Diff. pressure switch lowHP3/HP4 Circulating Pump PI Pressure indicatorHP5/HP6 Heavy fuel transfer pump (separator) PT Pressure transmitterHR1 Pressure regulating valve TI Temperature indicatorHR2 Viscometer TT Temperature transmitter (PT 100)HS1/HS2 Heavy fuel separator VI Viscosity indicatorHT1 Heavy fuel day tank VSH Viscosity Control switch highHT2 Mixing tank VSL Viscosity Control switch low

- Peak pressures max. 20 bar

m

32

10. Lubricating oil system

Lube oil quality

The viscosity class SAE 40 is required.

Wear and tear and thus the service life of the engine depend on the lube oil quality. Therefore highrequirements are made for lubricants:

Constant uniform distribution of the additives at all operating conditions. Perfect cleaning (detergenteffect) and dispersing power, prevention of deposits from the combustion process in the engine. Suffi-cient alkalinity in order to neutralize acid combustion residues. The TBN (total base number) must bebetween 30 and 40 KOH/g at HFO operation. For MDO operation the TBN is 12 - 20 depending on sulphurcontent.

I Approved in operationII Permitted for controlled use

When these lube oils are used, Caterpillar Motoren must be informed because at the moment there is insufficient experience availablefor MaK-engines. Otherwise the warranty is invalid.

1) Synthetic oil with a high viscosity index (SAE 15 W/40). Only permitted if the oil inlet temperatures can be decreased by 5 - 10 °C.

Manufacturer Diesel oil/Marine-diesel oil operation

I II HFO operation I II Hydraulic governor

AGIP DIESEL SIGMA S CLADIUM 120

X X

CLADIUM 300 CLADIUM 400

X X

OSO 68 OTE 68

BP ENERGOL DS 3-154 VANELLUS C 3

X X

ENERGOL IC-HFX 304 ENERGOL IC-HFX 404

X X

ENERGOL HLP 68 ENERGOL THB 68

CALTEX DELO 1000 MARINE DELO 2000 MARINE

X X

DELO 3000 MARINE DELO 3400 MARINE

X X

RANDO HD 68 REGAL R & O 68

CASTROL MARINE MLC MHP 154 TLX PLUS 204

X

X

X

TLX PLUS 304 TLX PLUS 404

X X

PERFECTO T 68 HYSPIN AWH-M 68

CEPSA KORAL 1540 X HD TURBINAS 68 CHEVRON DELO 1000 MARINE OIL

DELO 2000 MARINE OIL X X

DELO 3000 MARINE OIL DELO 3400 MARINE OIL

X X

EP HYDRAULIK OIL 68 OC TURBINE OIL 68

ELF DISOLA M 4015 AURELIA 4030

X X

AURELIA 4030 AURELIA XT 4040

X X

MISOLA H 68 TURBINE T 68

ESSO EXXMAR 12 TP EXXMAR CM+ ESSOLUBE X 301

X X X

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

X

X X

X

TERESSO 68 TROMAR T

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

X X X

X

MOBILGARD M 430 MOBILGARD M 440 MOBILGARD M 50

X X

D.T.E. OIL HEAVY

SHELL GADINIA SIRIUS FB ARGINA S ARGINA T

X X X X

ARGINA T ARGINA X

X X

TELLUS OIL T 68 TURBO OIL T 68

TEXACO TARO 16 XD TARO 12 XD TARO 20 DP

X X X

TARO 30 DP TARO 40 XL

X X

RANDO OIL 68 REGAL OIL 68 R & O

TOTAL HMA SUPER X 420 RUBIA FP

X X

HMA SUPER X 430 HMA SUPER X 440

X X

PRESLIA 68 AZOLLA ZS 68

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33


Lube oil quantities/-change intervals: Recommended/Circulating quantity:approx. 1.3 l/kW output with separate tankapprox. 0.8 l/kW output with wet sump

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

Force pump (stand-by) LP 2: - principle per engine according to classificationrequirement

- screw type/gear type pump

400 V / 50 Hz

Suction pump (fitted) LP 3: with suction pipeRequired for the operation with high level tank

Strainer (separate) LF 4: Mesh size 2 - 3 mmto be supplied by the yard.

Capacity [m3/h]

Power [kW]

Head [bar]

W [mm]

H [mm]

Weight [kg]

6 M 32 C 55 37 10 628 1,773 637

8 M 32 C 65 45 10 628 1,803 670

9 M 32 C 75 55 10 628 1,870 733

440 V / 60 Hz

Capacity [m3/h]

Power [kW]

Head [bar]

W [mm]

H [mm]

Weight [kg]

6 M 32 C 55 36 10 628 1,581 482

8 M 32 C 65 36 10 628 1,718 615

9 M 32 C 75 44 10 628 1,977 824

m

34


Self cleaning filter (separate) LF 2: Filter can be fitted (option) in case of a multi engine installa-tion. It replaces the duplex filter.

Mesh size 30 µm (absolute), type 6.46 DN 100, make Boll &Kirch*. Without by-pass filter. Without flushing oil treat-ment.

Engine 6/8/9 M 32 C

A 485

B 200

C 775

E 245

F 295

S 400

X 180

Y 180

Weight kg

112

Duplex filter (fitted) LF 1: (see selfcleaning filter LF 2)

Mesh size 80 µmDifferential pressure indication and alarm contact fitted.

m

35


Cooler (separate) LH 1: Plate type (plates made of stainless steel)

Dimensions [mm] Weight

DN D F G H [kg]

6 M 32 C 80 200 171 267 151 27

8/9 M 32 C 100 220 217 403 167 47

Temperature controller (separate) LR 1: P-controller with manual emergency adjustment

Engine L [mm] Weight [kg]

6 M 32 C 660 704

8 M 32 C 897 782

9 M 32 C 897 824

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36


Discharge to circulating tank: DN 200 at driving end or free end. Compensator to be sup-plied by the yard.

Circulation tank: Volume

Oil filling approx. 80 % of tank volume.

In case of a high level tank max. 2.5 m above crankshaft.

Recommendation of pipe location in the circulating tank

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

Option: Deep oil pan (wetsump). Oil volume approx. 0.8 l/kW output.

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 80 has to enlarged to DN 125 approx. 1 mafter the connection point. It must be equipped with a con-densate trap and drain. It has to be arranged separately foreach engine.

Crankcase pressure max. 150 Pa.

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37

Treatment at MGO/MDO operation

The service life of the lube oil will be extended by by-pass treatment.

Separator LS 1: Required with the following design:- Separating temperature 85 - 95 °C- Quantity to be cleaned three times/day- Self cleaning type

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

Veff [l/h] = 0.29 · Peng [kW]


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38


General notes:For location, dimensions and design(e. g. flexible connection) of the con-necting points see engine installationdrawing.

Pipes are to be connected free of ten-sion to the engine connection points.

Notes:d Opening pressure 1 barh Please refer to the measuring


o See "crankcase ventilation" instal-lation instructions 4-A-9570

p Free outlet requiredy Provide an expansation joint

Connecting points:C51 Force pump, suction sideC53 Luboil dischargeC58 Force pump, delivery sideC59 Luboil inlet, duplex filterC62 Drip oil, duplex filterC91 Crankcase ventilation to stack

Accessories and fittings:LF1 Duplex luboil filter LI Level indicatorLF2 Luboil automatic filter LSL Level switch lowLF4 Suction strainer PDI Diff. pressure indicatorLH1 Luboil cooler PDSH Diff. pressure switch highLH2 Luboil preheater PI Pressure indicatorLP1 Luboil force pump PSL Pressure switch lowLP2 Luboil stand-by force pump PSLL Pressure switch low lowLP9 Transfer pump (separator) PT Pressure transmitterLR1 Luboil thermostat valve TI Temperature indicatorLR2 Oil pressure regulating valve TSHH Temperature switch highLS1 Luboil separator TT Temperature transmitter (PT 100)LT1 Luboil sump tank

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39


General notes:For location, dimensions and design(e. g. flexible connection) of thedisconnecting points see engine in-stallation drawing.

Pipes are to be connected free of ten-sion to the engine connection points.

Notes:d Opening pressure 1 barh Please refer to the measuring


o See "crankcase ventilation" instal-lation instructions 4-A-9570

y Provide an expansation joint

Connecting points:C51 Force pump, suction sideC53 Luboil dischargeC58 Force pump, delivery sideC59 Luboil inlet, luboil filterC91 Crankcase ventilation to stack

Accessories and fittings:LF2 Luboil automatic filter LI Level indicatorLF4 Suction strainer LSL Level switch lowLH1 Luboil cooler PDI Diff. pressure indicatorLH2 Luboil preheater PDSH Diff. pressure switch highLP1 Luboil force pump PI Pressure indicatorLP2 Luboil stand-by force pump PSL Pressure switch lowLP9 Transfer pump (separator) PT Pressure transmitterLR1 Luboil thermostat valve TI Temperature indicatorLR2 Oil pressure regulating valve TSHH Temperature switch highLS1 Luboil separator TT Temperature transmitter (PT 100)LT1 Luboil sump tank

Automatic filter fitted - only for multi-engine plants and DE-drives

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40

11. Cooling water system

The heat generated by the engine (cylinder, charge air and lube oil) is to be dissipated by treatedfreshwater acc. to the MaK coolant regulations.

The design temperature in the LT-circuit is max. 38 °C.

Two-circuit cooling: with two-stage charge air cooler.

LT-cooling water pump FP 2: Option: fittedCapacity: acc. to heat balance

LT-pump characteristics

Capacity limited, designed for LT-charge air cooler,luboil- and gear oil cooler

HT-cooling water pump (fitted) FP 1

HT-cooling water pump (stand-by) FP 5

Capacity [m3/h]

Power [kW]

W [mm]

H [mm]

Weight [kg]

6/8 M 32 C 70 11 400 1,132 189

9 M 32 C 80 15 500 1,267 236

440 V / 60 Hz

400 V / 50 Hz

Capacity [m3/h]

Power [kW]

W [mm]

H [mm]

Weight [kg]

6/8 M 32 C 70 12.6 400 1,132 189

9 M 32 C 80 17 630 1,385 359

(1) Max. engine speed: 600 rpm

(2) Min. engine speed: 360 rpm

m

41

* Minimum, depending on total cooling water flow

HT-temperature controller (separate) FR 1: P-controller with manual emergency adjustment(basis). Option: PI-controller with electric drive.See charge air thermostat



DN D F G H [kg]

6/8/9 M 32 C HT 100 220 217 403 167 47

6/8 M 32 C LT 100* 220 217 403 167 47

9 M 32 C LT 125* 250 241 489 200 67

m

42



DN A B C D [kg]

6/8 M 32 C 100 350 599 175 186 70

9 M 32 C 125 400 670 200 186 110

Motor driven valve (separate) CR 1: PI-controller with electric drive as an option

LT-temperature controller (separate) FR 2: P-controller with manual emergency adjustment(basis). Option: PI-controller with electric drive.See charge air thermostat.

Preheater (separate) FH 5/FP 7: Consisting of circulating pump (8 m3/h), electricheater (27 kW) and switch cabinet. Voltage 400 - 690,frequency 50/60 Hz. Weight 102 kg.

m

43

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

.

HT-cooler (separate) FH 1: Plate type (plates made of titanium), size depending on thetotal heat to be dissipated.

LT-cooler (separate) FH 2: Plate type (plates made of titanium), size depending on thetotal heat to be dissipated.

Header tank FT 1/FT 2: - Arrangement: according NPSH value HT/LT pump max.16 m above crankshaft centre line (CL).

- Size acc. to technical engine data.- All continuous vents from engine are to be connected.

Drain tank with filling pump: is recommended to collect the treated water when carryingout maintenance work (to be installed by the yard).

Electric motor driven pumps: Option for fresh and seawater , vertical design.Rough calculation of power demand for the electric bal-ance.


m

44


Heat balance 6 M 32 C


m

45



m

11. Cooling water systemHT and LT-pump fitted

Notes:b Measurement min. 2,0 m distance to C17e Bypass DN 12f Drainh Please refer to the measuring point list regarding design of the monitoring devicesm Air supply 2 - 10 bar

Accessories and fittings:CH1 Charge air cooler HTCH2 Charge air cooler LTCR4 Flap for charge air preheatingFH1 Freshwater cooler HTFH2 Freshwater cooler LTFH3 Heat ConsumerFH5 Freshwater preheaterFP1 Freshwater pump (fitted on engine) HTFP4 Freshwater pump (separate) LTFP5 Freshwater stand-by pump HTFP6 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 de-sign (e. g. flexible connection) ofthe disconnecting points see en-gine installation drawing.

With skin cooler not required:- Seawater system (SP1, SP2,

SF1, ST1)Temp. control valve FR3 re-quired, if heat recovery in-stalled.

Connecting points:C14 Charge air cooler LT, inletC15 Charge air cooler LT, outletC17 Charge air Cooler HT, outletC21 Freshwater pump HT, inletC22 Freshwater pump LT, inletC23 Stand-by pump HT, inletC28 Freshwater pump LT, outletC37 Vent

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 low lowPT Pressure transmitterTI Temperature indicatorTSHH Temperature switch highTT Temperature transmitter (PT 100)

46

m

47

12. Flow velocities in pipes

Example: di = 100 mm, V = 60 m3/hVelocity in the pipe 2,1 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

Single-engine plant 2 x 250 lTwin-engine plant 2 x 500 l

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

Receiver capacity [l]

L mm

D Ø mm

Valve head Weight approx. kg

250 1,868 480 DN 38 230

500 3,355 480 DN 50 320

1,000 3,670 650 DN 50 620

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]

General notes:For location, dimensions and design (e. g. flexible connection) ofthe disconnecting points see engine installation drawing.

Clean and dry starting air is required. A starting air filter has tobe installed before engine, if required.

* Automatic drain required

Notes:a Control aird Water drain (to be mounted at the lowest point)e To engine no. 2h Please refer to the measuring point list regarding design of

the monitoring devices

Connecting points:C86 Connection, starting air

Accessories and fittings:AC1 CompressorAC2 Stand-by compressorAR1 Starting valveAR4 Pressure reducing valveAR5 Oil and water separatorAT1 Starting air receiver (air bottle)AT2 Starting air receiver (air bottle)PI Pressure indicatorPSL Pressure switch low, only for main enginePT Pressure transmitter

m

50

14. Combustion air system

General:General:General:General: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 and 60 is possible.The basic position is 30°. 0° or 60° are reached by using anelbow.

Exhaust compensator:

Design of the pipe cross-section: The pressure loss is to be minimized in order to optimize fuelconsumption and thermal load of the engine.

Max. flow velocity: 40 m/s (guide value).

Max pressure loss (incl. silencer and exhaust gas boiler):30 mbar(lower values will reduce thermal load of the engine).

Notes regarding installation: - Arrangement of the first expansion joint directly on thetransition piece

- Arrangement of the first fixed point in the conduit directlyafter the expansion joint

- Drain opening to be provided (protection of turbochargerand engine against water)

- Each engine requires an exhaust gas pipe (one commonpipe for several engines is not permissible).

If it should be impossible to use the standard transitionpiece supplied by Caterpillar Motoren, the weight of thetransition piece manufactured by the shipyard must not ex-ceed the weight of the standard transition piece. A drawingincluding the weight will then have to be submitted ap-proval.

Diameter DN Length [mm]

6 M 32 C 600 450

8/9 M 32 C 700 520

m

15. Exhaust system

From the basic formula:ΔPg = ε · (N/m²)

follows for the diagram, with 1 m pipe length,k = 7 and 1.013 barthe derived formula:

ΔP = (mm WS/m pipelength)

l · P · w² d · 2

1,174 · m²1010 · d5.314 · p

d = Inner pipe diameter (m) t = Gas temperature (°C) m = Exhaust gas massflow (kg/h) w = Gas velocity (m/sec) P = Engine power (kW) p = Density (kg/m³) q = Specific massflow (kg/kW) ε = Resistance factor L = Effective substitute length (m) ΔPg = Total flow resistance (mbar) R = Average bend radius (m)

.

Example:Pretext: P = 4,320 kW, q = 7.5 kg/kWh, t = 320 °C Solution: 1. m = P · q = 4,320 · 7.5 = 32,400 kg/h

l = 15 m straight exhaust pipe 700 NB 2. Δp = 1.5 mm WS/m pipe3 off 90 °C-bend R/d = 2 3. l' = 11 m for the 90°-Kr. l' = 5.5 m for the 45°-bend1 off 45 °C-bend R/d = 2 4. L = i + Σ l' = 15 + (3 · 11) + 5.5 = 53.5 m

Required: ΔPg in the exhaust pipe 5. ΔPg = Δp · L = 1.5 · 53.5 = 80.3 mm WS

Resistance in exhaust gas piping

52

m

53

15. Exhaust system

Exhaust sound power level Lw, not attenuated [1 x 1 m from open pipe] (to be expected)

The noise measurements are made with a probe inside the exhaust pipe.

Tolerance + 2 dB

Lw Oct [dB](reference10-12 W)

124

133

126

142143

134

136

137

141

100

110

120

130

140

150

160

0.031 0.063 0.125 0.25 0.5 1 2 4 8Frequency [kHz]

m

54

15. Exhaust system

Exhaust data (preliminary): Tolerance: 10 %Atmospheric pressure: 1 barRelative humidity: 60 %Constant speed

Intake air temperature: 25 °C

• Output % • [kg/h] • [°C]

Output [kW]

100 90 80 70 60 50

21,000 18,980 17,870 14,560 12,160 10,400 6 M 32 C 3,000

325 330 340 360 375 395

27,500 25,580 23,140 20,170 17,680 14,560 8 M 32 C 4,000

340 345 345 350 370 390

31,200 28,800 26,000 22,670 19,960 16,380 9 M 32 C 4,500

330 335 345 355 370 400

• Output % • [kg/h] • [°C]

Output [kW]

100 90 80 70 60 50

20,170 18,200 16,400 13,970 11,670 9,980 6 M 32 C 3,000

345 350 360 380 400 420

26,200 23,500 21,100 17,980 14,960 12,680 8 M 32 C 4,000

365 365 370 375 385 410

29,740 27,140 24,000 21,000 18,800 15,600 9 M 32 C 4,500

350 355 365 375 390 420

Intake air temperature: 45 °C

All values for single log charging. Pulse charging values: on request.

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55

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 35 dB(A) (standard).Max. permissible flow velocity 40 m/s.

Silencer with spark arrester: Soot separation by means of a swirl device (particles arespun towards the outside and separated in the collectingchamber). Sound level reduction 35 dB(A). Max. permissi-ble flow velocity 40 m/s.

Silencers are to be insulated by the yard. Foundation brack-ets are to be provided as an option.

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56

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 35 dB (A)

DN D A B L kg

6 M 32 C 600 1,100 320 669 4,759 1,300

8/9 M 32 C 700 1,300 320 785 5,049 1,650

Exhaust gas boiler: Each engine should have a separate exhaust gas boiler. Al-ternatively, a common boiler with separate gas sections foreach engine is acceptable.

Particularly when exhaust gas boilers are installed attentionmust be paid not to exceed the maximum recommendedback pressure.

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57

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 hours.

Cleaning the turbine blade andnozzle ring: The cleaning is carried out with clean fresh water "wet

cleaning" during low load operation at regular intervals, de-pending on the fuel quality, 150 hours.

Duration of the cleaning period is approx. 15 minutes (2 in-tervals). Fresh water of 2 - 2.5 bar is required.

During cleaning the water drain should be checked. There-fore the shipyard has to install a funnel after connectionpoint C36.

Water flow [l/min]

Injection time [min]

25 - 30 2 x 5

C42 Fresh water supply, DN 12

C36 Drain, DN 30

Connection of C42 with quick coupling device

Dirty water tank

m

58

16. Air borne sound power level

The noise level is measured in a test cell with a turbocharger air filter in a distance of 1 m from theengine. The measuring points are at camshaft level respective above cylinder head cover.

Noise level for M 32 C engines

Tolerance + 2 dB

Lw Oct [dB](reference10-12 W)

98

109

115

113

118

117119

118

120

118

90

95

100

105

110

115

120

125

130

0.031 0.063 0.125 0.25 0.5 1 2 4 8 16Frequency [kHz]

m

59

17. Foundation

Support distance a = 1,400 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]

6 M 32 C 3,000 600 47.8

8 M 32 C 4,000 600 63.7

9 M 32 C 4,500 600 71.6

m

60

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.

2.1 Rigid mounting:The vertical reaction forces resulting from the torque variation Mx are the most important distur-bances to which the engine foundation is subjected. As regards dynamic load, the indicated momentsMx only represent the exciting values and can only be compared among each other. The actual forcesto which the foundation is subjected depend on the mounting arrangement and the rigidity of the foun-dation itself.

Output [kW]

Speed [rpm] Order-No. Frequency

[Hz] Mx

[kNm]

6 M 32 C 3,000 600 3.0 6.0

30.0 60.0

37.4 17.8

8 M 32 C 4,000 600 4.0 8.0

40.0 80.0

63.9 8.0

9 M 32 C 4,500 600 4.5 9.0

45.0 90.0

59.2 5.1

Output [kW]

Speed [rpm]

Order-No.

Frequency [Hz]

My [kNm]

Mz [kNm]

6 M 32 C 3,000 600 — —

8 M 32 C 4,000 600 — —

9 M 32 C 4,500 600 1 2

10.0 20.0

21.7 15.5

—

17. Foundation

m

61

17. Foundation

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-cient gap from the indicated main exciting frequencies.

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 (required pretightening tor-ques, elongation, yield point), steel chocks, side stoppersand alignment bolts is to be gathered from the foundationplans.

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.

m

62

17. Foundation

Dimensioning according to classification society and cast resin suppliers requirements.

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 32 C 4 36

8 M 32 C 4 48

9 M 32 C 4 54

6 M 32 C 8/9 M 32 C

1 Pair * 2 Pairs **

Side stoppers

* 1 pair at end of Bedplate** 1 pair at end of bedplate and 1 pair between cyl. 4 and 5.Side stopper to be with 1 wedge (see sketch). Wedge to be placed at operating temperature and se-cured by welding.

m

63

17. Foundation

Side stoppers1 pair at end of engine blockSide stopper to be with 1 wedge (see sketch). Wedge to be placed at operating temperature andsecured by welding.

Dimensioning according to classification society and cast resin suppliers requirements.

Number of Bolts

Jacking Bolts - To be protected against contact/bond with resin- After setting of resin dismantle the jacking screws

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 Jacking bolts

6 M 32 C 4 36 6

8 M 32 C 4 48 6

9 M 32 C 4 54 6

m

64

17. Foundation

Proposal for rigid mounting

Bolts and chocks are yard supply. Design responsibility is with the yard.

Tightening force

Through bolts M 33 [N]

Fitted bolts M 33 [N]

125.000 125.000

Pre-tightening torque (oil) + angle of rotation

Through bolts M 33 Fitted bolts M 33

M [Nm] < (grad) M [Nm] < (grad)

90 70 90 70

) )

m

65

18. Resilient mounting

Major components:- Conical rubber elements for active insolation 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 (also for a power take off).- Flexible connections for all media.

Details are shown on binding installation drawings.

No. of rubber 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.- The flexible coupling requires dynamical balancing.- Radial and axial restoring forces of the flexible coupling (due to seaway) may be of importance for

the layout of the reduction gear.

Combined elements

6 M 32 C 6

8 M 32 C 8

9 M 32 C 8

Conical resilientelement

m

66

18. Resilient mounting(preliminary)

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

Lv Oct [dB](reference5*10-8 m/s) 70

63

86

98

77

8488

92

29

26

35

55666059

71

20

30

40

50

60

70

80

90

100

110

0.031 0.063 0.125 0.25 0.5 1 2 4Frequency [kHz]

above

below

m

67

19. 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

Selection of flexible couplings

The calculation of the coupling torque for main couplings is carried out acc. to the following formula.

TKN > ·Po

ω

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 32 C 430 900

8 M 32 C 604 1074

9 M 32 C

600

636

470

1106

* Running gear with balance weights and vibration damper

Po

2 · π · no

=

m

68


Fly wheel and flexible coupling

Space for OD-Box to be considered!

m

69


Power take-off from the free end

The PTO output is limited to

The connection requires a highly flexible coupling, type Rato (if supplied by Caterpillar Motoren).

A combination (highly flexible coupling/clutch) will not 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.

Power A B C

< 1,500 kW 1,649 230 151

> 1,500 kW 1,874 368 193

6 M 32 C 3,000 kW

8 M 32 C 2,600 kW

9 M 32 C 3,150 kW

m

70

20. 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.

m

71

21. Control and monitoring system

Cent

ral

Unit

Engi

neCo

uplin

gG

earb

oxSh

aft G

ener

ator

Prop

elle

r/Sh

aft/

OD

-Box

Rem

ote

Cont

rol

Emer

genc

ySt

oprp

mEn

gine

Term

inal

Brid

ge

pSt

art

Brid

ge C

ontro

l Pa

nel

Sing

le e

ngin

e CP

P-pr

opul

sion

pla

nt

m

72


Engine control panel

m

73


Remote control for single engine plant with CP propeller

m

74

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

m


Speed control

Single engine plant with CPP: The engine is equipped with a mech./hydr. speed governor UG40 DI (Digital Interface) make WOODWARD. It essentialy corre-sponds to the UG 40 D-governor additionally with the followingequipment:

- Steppermotor for remote speed setting inside the governorhead.

- 4 - 20 mA remote speed setting- Adjustable speed setting range with changing of parameters

at UG 40 DI.- Programmable up and down rates for raise-low speed set-

ting.- Speed setting knob at governor dial (emergency speed set-

ting).- Start fuel limiter- Shut-down solenoid (24 V DC/100 % duty cycle) only for re-

mote stop (not emergency stop)- Voltage supply 18 - 32 V DC- Alarm output

Relay output activated at:- Speed reference signal outside 2 - 22 mA- Fuel limit failure- Feedback error- Other detectable internal errors

Additional equipment: - Fitted hydraulic booster- Serrated drive shaft (for easy service)- Steplessly adjustable droop on the governor from 0 - 10 %.- Device for optimization of the governor characteristic- The governor is driven via the standard governor drive

Option: - Electronic governors make WOODWARD with mechanicalback-up

75

m

76

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 sharing by master/slave princip for twin

engine propulsion plants via double-reduction gear


Twin engine plant with one CPP Single engine plant with CPP

Control box electronic governorwith mounting frame and shock absorber

m

77


Engine monitoring

m

78


List of measuring point: Main engine M 32 C all classes

Sensoric

Separate parts

Measur.-point

Monitoring point Abbrev. Action

MDO/HFO MDO/HFO HFO

Remarks

1104 Luboil pressure PAL OA B Starting stand-by pump from pump control

1105 Luboil pressure PAL OA A

1106 Luboil pressure PALL OA MS

B

1111 Luboil differential pressure duplex filter

PDAH OA B

1112 Luboil differential pressure autom. filter

PDAH OA B

1202 Lubricating oil temperature engine inlet

TAH OA A

1203 Lubricating oil temperature engine inlet

TAHH OA AD

B

1251 Smoke concentration crankcase

QAH OA B# # 1 device f. 1251+1253

1253 Smoke concentration crankcase

QAH OA MS

B# # 1 device f. 1251+1253

2101 FW pressure high temp. circuit engine inlet

PAL OA B Starting stand-by pump from pump control


PAL OA A


PALL OA MS

B

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 A

2201 Fresh water temp. high temp. circuit engine inlet

TAL OA A

2211 Fresh water temp. high temp. circuit engine outlet

TAH OA A

2212 Fresh water temp. high temp. circuit engine outlet

TAHH OA AD

B

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

m

79



* located in the fuel pressure system

Sensoric

Separate parts

Measur.-point


MDO/HFO MDO/HFO HFO

Remarks

5102 Fuel oil pressure engine inlet

PAL OA A

5105 Fuel oil pressure/ pressure pump

PAL OA B * Starting stand-by pump from pump control

5111 Fuel oil differential pressure before and after filter

PDAH OA B

5112 Fuel oil differential pressure before and after autom. filter

PDAH OA B *

5115 Fuel oil differential pressure circulating pump

PDAL OA B * Starting stand-by pump from pump control

5116 Fuel oil differential pressure circulating pump

PDAL OA B *

5201 Fuel oil temperature engine inlet

TAL OA A# # 1 Sensor f. 5201+5202

5202 Fuel oil temperature engine inlet

TAH OA A# # 1 Sensor f. 5201+5202

5206 Fuel oil temperature on viscosimeter

TI A

5251 Fuel oil viscosity engine inlet

VAH OA # # 1 Sensor f. 5251,

5252 + 5253


VAL OA # # 1 Sensor f. 5251,

5252 + 5253


V A# # 1 Sensor f. 5251,

5252 + 5253

5301 Level of leak fuel LAH OA B

5333 Fuel level mixing tank LAL OA B *

6101 Starting air pressure engine inlet

PAL OA A

6105 Shut down air pressure on engine

PAL OA B

6106 Starting air after main starting valve

PI B Activating of alarm system

6181 Air intake pressure, absolute engine room

P A

7109 Charge air pressure engine inlet

PI A

7201 Charge air temperature engine inlet

TAH OA A

m

80



Sensoric

Separate parts

Measur.-point


MDO/HFO MDO/HFO HFO

Remarks

7206 Air intake temperature before turbocharger

TI A Air intake temperature

7301 Water in charge air manifold QAH OA B

7307 Charge air differential pressure inlet/outlet charge air cooler

PDI A

7309 Charge air temperature inlet charge air cooler

TI A

8211 Exhaust gas temp. deviation from average each cylinder

TAH TAHH

OA AD

A

8221 Exhaust temperature after turbocharger

TAH TAHH

OA AD

A

8231 Exhaust temperature before turbocharger

TAH OA A

9401 Engine speed S B Alarm suppression

9402 Engine speed S B Start/stop luboil stand-by pump

9403 Engine speed n < 0,7 n nom

S B Alarm suppression

9404 Engine overspeed S OA MS

B

9409 Working hour meter/engine S B

9411 Engine speed S B Start/stop of luboil gear box stand-by pump from pump control

9419 Engine speed NI A

9429 Speed turbocharger NI A

9509 Injection pump/injection pump fuel rack

GI A

9531 Load/>=Engine limit curve speed governor

GI B Overload indiction (CP-propeller)

9532 Load/>=Engine limit curve speed governor

GI A Load control (CP-propeller)

9561 Barring gear engaged B Start interlock

9601 Electronic units/terminal point X1/voltage failure

OA B

9611 RPM switch/voltage failure, wire break

OA B

m

81



Sensoric

Separate parts

Measur.-point


MDO/HFO MDO/HFO HFO

Remarks

9615 Failure electronic governor OA B only with electronic governor

9616 Failure electronic governor OA MS

B only with electronic governor

9622 Exhaust gas temp. average equipment, voltage failure

OA B

9631 Crankcase oil mist detector voltage, lens/lamp

OA B

9671 Safety system failure OA B

9677 Override active OA B

9717 Electrical start/stop equipment/voltage failure

OA B

9751 Temperature controller voltage failure

OA B Dependent from system

9761 Viscosity control, voltage failure


9771 Preheater freshwater, voltage failure


9775 Preheater fuel oil, voltage failure


Abbreviations

B = Binary sensor AD = Autom. speed/load reductionA = Analogue sensor MS = Autom. engine stopOA = Visual and audible alarm

GI = Position indication QA = Measurement alarmLAH = Level alarm high QAH = Measurement alarm highLAL = Level alarm low S = SpeedNI = Speed indication TAH = Temperature alarm highP = Pressure TAHH = Temperature alarm high highPAL = Pressure alarm low TAL = Temperature alarm lowPALL = Pressure alarm low low TI = Temperature indicationPDI = Pressure difference indication V = ViscosityPDAH = Pressure difference alarm high VAH = Viscosity alarm highPDAL = Pressure difference alarm low VAL = Viscosity alarm lowPI = Pressure indication

m

82


XX

X

XX

XX

XX

(X)

X(X

)

XX

XX

X

X(X

)(X

)

XX

XX

XX

XX

XX

XX

XX

XX

XX

X4)X

XX

XX

XX

XX

X

XX

XX

XX

XX

X X3)X3)

X3)X3)

X3)X3)

X3)X3)

X3) X3)X3)

X3)X3)

X3)X3)

X3)X3)

1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

11. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

10.1

10.2

10.3

10.4 1.

XX X

XX

XX X

X XX

X X X XX X

XX

XX X X

XX X

XX

XX

XX

XX

XX

XX

XX

Loca

l in

dica

tors

Stan

dard

(fitt

ed o

n en

gine

)

DICA

RE"O

FF"

Fuel

tem

pera

ture

at e

ngin

e in

let

Diffe

rent

ial p

ress

ure

fuel

filte

rM

ean

inje

ctio

n pu

mp

rack

pos

ition

Lube

oil

tem

pera

ture

at e

ngin

e in

let

Diffe

rent

ial p

ress

ure

lube

oil

filte

rFr

eshw

ater

tem

pera

ture

at e

ngin

e in

let H

TFr

eshw

ater

tem

pera

ture

at e

ngin

e ou

tlet H

TFr

eshw

ater

tem

pera

ture

afte

r int

erco

oler

Diffe

rent

ial p

ress

ure

inte

rcoo

ler (

sepa

rate

)Di

ffere

ntia

l pre

ssur

e in

take

air

filte

r (tu

rboc

harg

er)

Char

ge a

ir te

mpe

ratu

re b

efor

e en

gine

Gau

ge b

oard

(fitt

ed o

n en

gine

)Fu

el p

ress

ure

Lube

oil

pres

sure

Fres

hwat

er p

ress

ure

HTFr

eshw

ater

pre

ssur

e LT

Star

t air

pres

sure

Char

ge a

ir pr

essu

re a

fter i

nter

cool

erSh

utdo

wn

air

Engi

ne s

peed

Turb

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spe

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ratu

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dica

tion

Char

ge a

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mpe

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terc

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rEx

haus

t gas

tem

pera

ture

afte

r cyl

inde

rEx

haus

t gas

tem

pera

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bef

ore

turb

ocha

rger

Exha

ust g

as te

mpe

ratu

re a

fter t

urbo

char

ger

Sepa

rate

indi

cato

rsSe

rvic

e ho

ur c

ount

er

Requ

ired

by

clas

s. s

ocie

ties

6)

Brid

geEC

RGL

LRS

*AB

SBV

RIN

aRM

RSN

V *

CCS

Rem

ote

indi

cato

rs 5)

3)in

clud

ed in

exh

aust

gas

uni

t4)

only

if s

tart

is p

rovi

ded

GL: a

lway

s( )

not

avai

labl

e be

caus

e of

agr

eem

ent

with

cla

ssifi

catio

n so

ciet

ies

5)Re

mot

e in

dica

tors

to b

e co

nsid

ered

by

ship

yard

. Opt

iona

l del

iver

y by

Cat

see

resp

ectiv

e co

lum

n. S

enso

r fo

r ea

ch r

emot

e in

dica

tor

fitte

d on

eng

ine.

6)Fu

rther

indi

cato

rs a

ccor

d. to

cus

tom

er r

equi

rem

ents

on

requ

est.

⊗⊗⊗⊗ ⊗ O

ptio

n1)

Alte

rnat

iv 1

44 x

144

2)28

8 x

144

not w

ith D

ICAR

E ON

-LIN

E

Cate

rpill

arM

otor

en

⊗ ⊗ ⊗ ⊗ ⊗ ⊗ ⊗ ⊗ ⊗ ⊗ ⊗ ⊗1)

⊗ ⊗2)

⊗2)

96 x9

6

Local and remote indicators

m

83


Remote indication interfacing

* OptionalNoris N 3000 monitoring systemfor engine/propulsion plant

Remote indicatoroption

Turbochargerspeedoption

Remote indicatorengine speed

option

m

84


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.

m

85


Protection system

m

86


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

m

87


Rpm switch system

m

88

22. Diagnostic system DICARE

DICARE is an efficient expert system which collects permanently the actual operating data of the en-gine, scales them to ISO condition, compares them with the nominal values and evaluates all detecteddeviations from these nominal values. Out of this comparison a printable diagnosis results which easecondition based maintenace considerably.

The sensor equipment of the engine laid out for the "on-line operation" with analogue transmitters viaa data converter feeds the PC with measured data on-line for evaluation and storing. Due to the auto-matically established history files trends can be made visible.

Benefits of DICARE:

• Early detection of wear.• Optimum operating condition due to clearly laid out display of deviating engines parameters.• Reduction of maintenance cost due to recognition of trends.• Longer service life of components due to display of comparison of actual vs. desired values.• Information about the engine condition by means of remote access possibilities.• Allows personnel and material planning by early, condition-based recognition of contamination or

wear.

m

89

22. Diagnostic system DICARE

Transmitter for DICARE ON-LINE M 32 C

= Transmitter from engine monitoring

LocationL = SeparateM = EngineDS = RPM switch system

Designation Transmitter Signal Meas. point no. CM

Location

Fuel viscosity 4 - 20 mA 5253 L

Fuel temperature after viscomat PT 100 5206 L

Fuel temperature at engine inlet PT 100 5201 M

Injection pump rack position 4 - 20 mA 9509 DS

Lube oil pressure 4 - 20 mA 1105 M

Lube oil temperature at engine inlet PT 100 1202 M

Freshwater pressure HT 4 - 20 mA 2102 M

Freshwater temperature at engine inlet HT PT 100 2201 M

Freshwater temperature at engine outlet HT PT 100 2211 M

Differential pressure charge air cooler 4 - 20 mA 7307 M

Intake air pressure 4 - 20 mA 6181 M

Intake air temperature before turbocharger PT 100 7206 M

Charge air pressure after intercooler 4 - 20 mA 7109 M

Charge air temperature before intercooler NiCrNi mV 7309 M

Charge air temperature at engine inlet PT 100 7201 M

Exhaust gas temperature for each cylinder and after turbocharger

NiCrNi mV 8211/8221 M

Exhaust gas temperature before turbocharger NiCrNi mV 8231 M

Engine speed 4 - 20 mA 9419 DS

Turbocharger speed 4 - 20 mA 9429 M

Service hour counter (manual input) Counter binary 9409 DS

m

90

23. Diesel engine management system DIMOS

DIMOS is a computer aided maintenance and spare part management system for Caterpillar Motorendiesel engines. The DIMOS-system will include a data base which is filled with information derivedfrom the operating instructions and the spares catalogue of your respective engine type. This systemenables to administration and check the following four major subjects:1. Maintenance2. Material management3. Statistics4. Budget control.

These four major subjects are provided with many internal connections, so that no double inputs arerequired. All you need for running the DIMOS-system is commercial PC hardware.

The advantages are evident:• Precise follow-up regarding the maintenance intervals as specified by Caterpillar Motoren. No

scheduled date will be forgotten and no history file will be missed.• Immediate access to maintenance and component information.• Quick and simple modification of data is possible at any time.• Extensive and permanently up-to-date decision documents for maintenance with precise updating

of terms.• A lot of paper work can be omitted, and this means a considerable saving of time.• This can be taken from the DIMOS databank as well as from the CD-Rom and the standard docu-

mentation.From various single information to an integrated system

DIMOS

Engine operatinginstructions

Engine spare partscatalogues

Maintenanceschedule

Maintenancejob cards

Maintenanceplanning

Work ordercreation

History andstatistics

Inventory andpurchase

O U T P U T

I N P U TDIMOS

Engine operatinginstructions

Engine spare partscatalogues

Maintenanceschedule

Maintenancejob cards

Maintenanceplanning

Work ordercreation

History andstatistics

Inventory andpurchase

O U T P U T

I N P U T

m

24. Standard acceptance test run

In addition to that the following functional tests will be carried out:

- governor test- overspeed test- emergency shut-down via minimum oil pressure- start/stop via central engine control- starting trials up to a minimum air pressure of 10 bar- measurement of crank web deflection (cold/warm condition)

After the acceptance main running gear, camshaft drive and timing gear train will be inspectedthrough the opened covers. Individual inspection of special engine components such as piston orbearings is not intended, because such inspections are carried out by the classification societies atintervals on series engines.

Engine movement due to vibration referred to the global vibration characteristics of the engine:

The basis for assessing vibration severity are the guidelines ISO 10816-6.

According to these guideline 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 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 < 1,000 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.After reaching steady state condition of pressures and temperatures these will be recorded and reg-istered acc. to the form sheet of the acceptance test certificate:

Load [%] Duration [min]

50 30

85 30

100 60

110 30

91

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92

25. 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. The regulation is in force since May 19, 2005. Ships constructed after 1st ofJanuary 2000 (date of keel-laying) will be required to comply (also retroactively if the Annex VI entersinto force after this date).

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.

E2: Diesel electric propulsion, controllable pitch propeller

Speed [%] 100 100 100 100

Power [%] 100 75 50 25

Weighting factor 0.2 0.5 0.15 0.15

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26. Painting/Preservation

Outside Preservation, Light N 576-3.1up to 6 months, within Europe.For transportation and outdoor storage (protected from moisture)

Appearance of the engine:- Castings with red oxide antirust paint- Pipes and machined surfaces left as bare metal- Attached components painted in the colours of the makers- Corrosion protection with Tectyl 846K19

Outside Preservation, Heavy-Duty N 576-3.2up to 12 months outside of EuropeFor transportation and outdoor storage (protected from moisture)

Appearance of the engine:- Castings with red oxide antirust paint- Pipes and machined surfaces left as bare metal- Attached components painted in the colours of the makers- Corrosion protection with Tectyl 506EH

Inside Preservation N 576-3.3up to 1 year, protected from moisture.

- Main running gear and inner mechanics

Engine with Clear Varnish N 576-4.1without additional measures no outdoor storage.For shipment and outdoor storage (protected from moisture) an additional corrosion protection isrequired!

Appearance of the engine:- Castings with red oxide antirust paint- Pipes and machined surfaces left as bare metal- Attached components painted in the colours of the makers- Surfaces sealed with clear varnish

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Engine with Grey Primer N 576-4.2without additional measures no outdoor storage.For shipment and outdoor storage (protected from moisture) an additional corrosion protection isrequired!

Appearance of the engine:- Surfaces mostly with grey primer

Engine with Coat of Varnish N 576-4.3without additional measures no outdoor storage.For shipment and outdoor storage (protected from moisture) an additional corrosion protection isrequired!

Appearance of the engine:- Surfaces mostly painted with varnish.

26. Painting/Preservation

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27. Lifting of engines

For the purpose of transport the engine is equipped with a lifting device which shall remain theproperty of Caterpillar Motoren. It has to be returned to Caterpillar Motoren.

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28. Engine parts

Cylinder head, Weight 315 kg

Connecting rod, Weight 236 kg Piston, Weight 150 kg

Cylinder liner, Weight 280 kg

Proj

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M32

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M32CProject Guide • Propulsion

Subject to change without notice.Leaflet No. 223 · 07.05 · e · G+D · VM3

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

Caterpillar Marine Power SystemsEurope, Africa, Middle East


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

Caterpillar Marine AsiaPacific Pte Ltd14 Tractor RoadSingapore627973/SingaporePhone: +65 68287-600Telefax: +65 68287-624

Americas

MaK Americas Inc.

3450 Executive WayMiramar Park of CommerceMiramar, FL. 33025/USAPhone: +1 954 447 71 00Telefax: +1 954 447 71 15

Caterpillar Marine Trading(Shanghai) Co., Ltd.Rm 2309, Lippo Plaza222, Huai Hai Zhong Road200021 Shanghai/P. R.ChinaPhone: +86 21 5396 5577Telefax: +86 21 5396 7007

Asia PacificHeadquarters


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

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