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M43CProject Guide • Propulsion
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
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Introduction
Caterpillar Motoren GmbH & Co. KGP. O. Box, D-24157 KielGermanyPhone +49 431 3995-01Telefax +49 431 3995-2193
Issue September 2005
Information for the user of this project guide
The project information contained in the following is not binding, since technical data of products mayespecially change due to product development and customer requests. Caterpillar Motoren reservesthe right to modify and amend data at any time. Any liability for accuracy of information providedherein is excluded.
Binding determination of data is made by means of the Technical Specification and such other agree-ments as may be entered into in connection with the order. We will supply further binding data, draw-ings, diagrams, electrical drawings, etc. in connection with a corresponding order.
This edition supersedes the previous edition of this project guide.
Major revisions of issue September 2005 are
- Technical data revised- Resilient mounting
All rights reserved. Reproduction or copying only with our prior written consent.
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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 - 11 6. Engine dimensions 12 - 22 7. Required dismantling space for charge air cooler,
torsional vibration damper and turbocharger cartridge 23 8. Maintenance platform 24 9. System connections 2510. Fuel oil system 26 - 3711. Lubricating oil system 38 - 4212. Cooling water system 43 - 5013. Flow velocities in pipes 5114. Starting air system 52 - 5315. Combustion air system 5416. Exhaust system 55 - 6817. Air borne sound power level 6918. Foundation 70 - 7519. Resilient mounting 76 - 7720. Power transmission 78 - 7921. Data for torsional vibration calculation 8022. Control and monitoring system 81 - 9723. Diagnostic system DICARE 98 - 9924. Diesel engine management system DIMOS 10025. Standard acceptance test run 10126. EIAPP certificate 10227. Painting/Preservation 103 - 10428. Lifting of engines 10529. Engine parts 106
Contents
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1. Engine description
The M 43 C is a four stroke diesel engine, non-reversible, turbocharged and intercooled with direct fuelinjection.
In-line engine M 43 C
Cylinder configuration: 6, 7, 8, 9 in-lineBore: 430 mmStroke: 610 mmStroke/Bore-Ratio: 1.42Swept volume: 88.6 l/Cyl.Output/cyl.: 900 / 1,000 kWBMEP: 24.4/23.7 / 27.1/26.4 barRevolutions: 500/514 rpmMean piston speed: 10.2/10.5 m/sTurbocharging: single logDirection of rotation: clockwise, option: counter-clockwise
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1. Engine description
Engine design
- Designed for heavy fuel operation up to 700 cSt./50 °C, fuel grade acc. to CIMAC H55 K55, ISO 8217,1996 (E), ISO-F-RMH55 RMK55.
- 1-piece dry engine block made of nodular cast iron. It incorporates the crankshaft 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 hard-ened and located in the steel crown.
- 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.Direct 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 with engine lubricating oil.
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2. General data and outputs
Output definition
The maximum continuous rating (locked output) stated by Caterpillar Motoren refers to the followingreference conditions according to "IACS" (International Association of Classification Societies) formain and auxiliary engines:
Reference conditions according to IACS (tropical conditions):air pressure 100 kPa (1 bar)air temperature 318 K (45 °C)relative humidity 60 %seawater temperature 305 K (32 °C)
Fuel consumption
The fuel consumption data refer to the following reference conditions:intake temperature 298 K (25 °C)charge air temperature 318 K (45 °C)charge air coolant inlet temperature 298 K (25 °C)net heating value of the Diesel oil 42,700 kJ/kgtolerance 5 %Specification of the fuel consumption data without fitted-on pumps; for each pump fitted on an addi-tional consumption of 1 % has to be calculated.
Lubricating oil consumption
Actual data can be taken from the technical data.
Engine kW
6 M 43 C 5,400 / 6,000
7 M 43 C 6,300 / 7,000
8 M 43 C 7,200 / 8,000
9 M 43 C 8,100 / 9,000
The maximum fuel rack position is mechani-cally limited to 100 % output for CPP applica-tions. Limitation of 110 % for gensets and DE ap-plications.
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Soot and emissions (NOx-values)
NOx-limit values according IMO-regulations: 12.98 g/kWh (n = 500 rpm)
Main engine: CP propeller, according to cycle E2: 11.78 g/kWh
In combination with Flex Cam Technology (FCT) (optional) the soot emission will be lower than0.3 FSN in the operation range between 10 and 100 % load.
Emergency operation without turbocharger
Emergency operation is permissible only with MDO and up to approx. 15 % of the MCR.
Rotor dismantled:Constant speed 500 rpm, Combinator operation 360 rpmRotor blocked: Constant speed 500 rpm, Combinator operation 350 rpm
General installation aspect:
Inclication angles of ships at which engine running must be possible:
Heel to each side: 15°Rolling to each side: + 22.5°Trim by head and stern: 5°Pitching: + 7.5°
2. General data and outputs
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3. Restrictions for low load operation
The engine can be started, stopped and run on heavy fuel oil under all operating conditions.
The HFO system of the engine remains in operation and keeps the HFO at injection viscosity. The tem-perature of the engine injection system is maintained by circulating hot HFO and heat losses are com-pensated.
The lube oil treatment system (lube oil separator) remains in operation, the lube oil is separated con-tinuously.
The operating temperature of the engine cooling water is maintained by the cooling water preheater.
Below 25 % output heavy fuel operation is neither efficient nor economical.
A change-over to diesel oil is recommended to avoid disadvantages as e.g. increased wear and tear,contamination of the air and exhaust gas systems and increased contamination of lube oil.
Cleaning run of engine
1 h 2 3 4 5 6 8 10 15 20 24 h
PE %
100
70
5040
30
20
15
10
8
6
HFO-operation
3 h 2 1 h 30 min 15 min 0
Cleaning run after partial load operation
Load increase periodapprox. 15 min.
Restricted HFO-operation
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4. CP propeller operation
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.
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
110%
50% 60% 70% 80% 90% 100% 110%
Engine speed [%]
En
gin
e o
utp
ut
[%]
Power Limit Curve for overload protection
Recommended combinator curve
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4. CP propeller operation
Loading conditions at operating temperature
0 45 50 60 300Time [s]
Engi
ne o
utpu
t [%
]
100
7570
50
25
0
Emergency loading
Loading with constant speed
Loading with combinatormin. speed = 70 % nominal speed
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5. Technical data 900 kW
Cylinder 6 7 8 9 Performance data Maximum continous rating acc. ISO 3046/1 kW 5,400 6,300 7,200 8,100 Speed 1/min 500/514 500/514 500/514 500/514 Minimum speed 1/min 165 165 165 165 Brake mean effektive pressure bar 24.4 24.4 24.4 24.4 Charge air pressure bar 3.1 3.1 3.1 3.1 Compression pressure bar 170 170 170 170 Firing pressure bar 190 190 190 190 Combustion air demand (ta = 20 °C) m3/h 33,500 38,900 44,800 50,500 Delivery/injection timing ° v. OT 6.5/- 6.5/- 6.5/- 6.5/- Exhaust gas temperature after cylinder/turbine
°C 355/271 370/295 350/280 375/290
Specific fuel oil consumption n = const 1) 100 % 500/514 1/min 85 % 500/514 1/min 75 % 50 %
g/kWh g/kWh g/kWh g/kWh
176175178185
176175178185
176175178185
176175178185
Lubricating oil consumption 2) g/kWh 0.6 0.6 0.6 0.6 Turbocharger type TPL71C TPL71C TPL76C TPL76C Fuel Engine driven booster pump m3/h/bar -/- -/- -/- -/- Stand-by booster pump m3/h/bar 4/5 4.7/5 5.4/5 6.0/5 Mesh size MDO fine filter mm 0.025 0.025 0.025 0.025 Mesh size HFO automatic filter mm 0.010 0.010 0.010 0.010 Mesh size HFO fine filter mm 0.034 0.034 0.034 0.034 Nozzle cooling by lubricating oil system Lubricating Oil Engine driven pump m3/h/bar 146/10 146/10 203/10 203/10 Independent pump m3/h/bar 100/10 120/10 160/10 180/10 Working pressure on engine inlet bar 4 - 5 4 - 5 4 - 5 4 - 5 Engine driven suction pump m3/h/bar -/- -/- -/- -/- Independent suction pump m3/h/bar 175/3 175/3 240/3 240/3 Priming pump pressure m3/h/bar 16/5 16/5 20/5 20/5 Sump tank content m3 8.4 9.8 11.2 12.6 Temperature at engine inlet °C 60-65 60-65 60-65 60-65 Temperature controller NB mm 125 125 150 150 Double filter NB mm 150 150 150 150 Mesh size double filter mm 0.08 0.08 0.08 0.08 Mesh size automatic filter mm 0.034 0.034 0.034 0.034
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5. Technical data 900 kW
Cylinder 6 7 8 9 Fresh water cooling Engine content m3 0.6 0.7 0.8 0.9 Pressure at engine inlet min/max bar 2.5/6.0 2.5/6.0 2.5/6.0 2.5/6.0 Header tank capacity m3 0.6 0.6 0.6 0.6 Temperature at engine outlet °C 80 - 90 80 - 90 80 - 90 80-90 Two circuit system Engine driven pump HT m3/h/bar -/- -/- -/- -/- Independent pump HT m3/h/bar 100/4.7 110/4.6 120/4.6 130/4.5 HT-Controller NB mm 125 125 125 125 Water demand LT-charge air cooler m3/h 80 80 100 100 Temperature at LT-charge air cooler inlet °C 38 38 38 38 Heat Dissipation Lub. oil cooler kW 736 858 980 1103 Jacket water kW 750 875 1,000 1,125 Charge air cooler (HT-Stage) 3) kW 1,880 2,150 2,520 2,770 Charge air cooler (LT-Stage) 3) kW 440 520 620 700 (HT-Stage after engine) Heat radiation engine kW 256 297 333 389 Exhaust gas Silencer/spark arrester NB 35 dBA mm 900 900 1,000 1,000 Pipe diameter NB after turbine mm 900 900 1,000 1,000 Maximum exhaust gas pressure drop bar 0.03 0.03 0.03 0.03 Starting air Starting air pressure max. bar 30 30 30 30 Minimum starting air pressure bar 14 14 14 14 Air consumption per start 4) Nm3 2.4 2.4 3 3 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 on full load 3) Charge air heat based on 45 °C ambient temperature 4) Preheated engine
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5. Technical data 1,000 kW
Cylinder 6 7 8 9 Performance data Maximum continous rating acc. ISO 3046/1 kW 6,000 7,000 8,000 9,000 Speed 1/min 500/514 500/514 500/514 500/514 Minimum speed 1/min 165 165 165 165 Brake mean effektive pressure bar 27.1 27.1 27.1 27.1 Charge air pressure bar 3.5 3.5 3.5 3.5 Compression pressure bar 190 190 190 190 Firing pressure bar 207 207 207 207 Combustion air demand (ta = 20 °C) m3/h 35,000 40,850 47,350 53,250 Delivery/injection timing ° v. OT 6.5/- 6.5/- 6.5/- 6.5/- Exhaust gas temperature after cylinder/turbine
°C 395/283 400/300 400/281 405/295
Specific fuel oil consumption n = const 1) 100 % 500/514 1/min 85 % 500/514 1/min 75 % 50 %
g/kWh g/kWh g/kWh g/kWh
177/178 176/177
178185
177/178 176/177
178185
177/178 176/177
178185
177/178 176/177
178185
Lubricating oil consumption 2) g/kWh 0.6 0.6 0.6 0.6 Turbocharger type TPL71C TPL71C TPL76C TPL76C Fuel Engine driven booster pump m3/h/bar -/- -/- -/- -/- Stand-by booster pump m3/h/bar 4.2/5 4.9/5 5.6/5 6.3/5 Mesh size MDO fine filter mm 0.025 0.025 0.025 0.025 Mesh size HFO automatic filter mm 0.010 0.010 0.010 0.010 Mesh size HFO fine filter mm 0.034 0.034 0.034 0.034 Nozzle cooling by lubricating oil system Lubricating Oil Engine driven pump m3/h/bar 146/10 146/10 203/10 203/10 Independent pump m3/h/bar 100/10 120/10 160/10 180/10 Working pressure on engine inlet bar 4 - 5 4 - 5 4 - 5 4 - 5 Engine driven suction pump m3/h/bar -/- -/- -/- -/- Independent suction pump m3/h/bar 175/3 175/3 240/3 240/3 Priming pump pressure m3/h/bar 16/5 16/5 20/5 20/5 Sump tank content m3 8.2 9.5 10.9 12.2 Temperature at engine inlet °C 60-65 60-65 60-65 60-65 Temperature controller NB mm 125 125 150 150 Double filter NB mm 150 150 150 150 Mesh size double filter mm 0.08 0.08 0.08 0.08 Mesh size automatic filter mm 0.03 0.03 0.03 0.03
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5. Technical data 1,000 kW
Cylinder 6 7 8 9 Fresh water cooling Engine content m3 0.6 0.7 0.8 0.9 Pressure at engine inlet min/max bar 2.5/6.0 2.5/6.0 2.5/6.0 2.5/6.0 Header tank capacity m3 0.6 0.6 0.6 0.6 Temperature at engine outlet °C 80 - 90 80 - 90 80 - 90 80-90 Two circuit system Engine driven pump HT m3/h/bar 100/4.7 110/4.6 120/4.6 130/4.5 Independent pump HT m3/h/bar 100/3.0 110/3.0 120/3.0 130/3.0 HT-Controller NB mm 125 125 150 150 Water demand LT-charge air cooler m3/h 80 100 100 100 Temperature at LT-charge air cooler inlet °C 38 38 38 38 Heat Dissipation Lub. oil cooler kW 820 960 1,090 1,225 Jacket water kW 835 975 1,195 1,250 Charge air cooler (HT-Stage) 3) kW 2,210 2,545 2,910 3,280 Charge air cooler (LT-Stage) 3) kW 500 580 685 790 (HT-Stage after engine) Heat radiation engine kW 260 300 330 390 Exhaust gas Silencer/spark arrester NB 35 dBA mm 900 900 1,000 1,000 Pipe diameter NB after turbine mm 900 900 1,000 1,000 Maximum exhaust gas pressure drop bar 0.03 0.03 0.03 0.03 Starting air Starting air pressure max. bar 30 30 30 30 Minimum starting air pressure bar 14 14 14 14 Air consumption per start 4) Nm3 2.4 2.4 3 3 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 on full load 3) Charge air heat based on 45 °C ambient temperature 4) Preheated engine
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6. Engine dimensions
Removal of:
Piston in transverse direction X1 = 3,530 mmin longitudinal direction X2 = 3,975 mm
Cylinder Liner in transverse direction Y1 = 4,165 mmin longitudinal direction Y2 = 4,610 mmin transverse dir. reduced Y1 red = 3,705 mm
Engine centre distance 3,400 mm(2 engines side by side)
Turbocharger at driving end
A E
6 M 43 C 3,650 8,251
7 M 43 C 4,380 8,981
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6. Engine dimensions
Turbocharger at driving end
A E
8 M 43 C 5,110 9,798
9 M 43 C 5,840 10,528
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6. Engine dimensions
Turbocharger at free end
Engine centre distance 3,400 mm(2 engines side by side)
A E
6 M 43 C 3,650 7,905
7 M 43 C 4,380 8,635
A E
8 M 43 C 5,110 9,452
9 M 43 C 5,840 10,182
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6. Engine dimensions
6 M 43 C, Turbocharger at driving end
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6. Engine dimensions
7 M 43 C, Turbocharger at driving end
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6. Engine dimensions
8 M 43 C, Turbocharger at driving end
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6. Engine dimensions
9 M 43 C, Turbocharger at driving end
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6. Engine dimensions
6 M 43 C, Turbocharger at free end
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6. Engine dimensions
7 M 43 C, Turbocharger at free end
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6. Engine dimensions
8 M 43 C, Turbocharger at free end
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6. Engine dimensions
9 M 43 C, Turbocharger at free end
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7. Required dismantling space for charge air cooler, torsionalvibration damper and turbocharger cartridge
Charge air cooler
Cleaning is carried out with charge air coolerdismantled. A container to receive the coolerand cleaning liquid is to be supplied by the yard.Intensive cleaning is achieved by using ultrasonic vibrators.
Turbocharger dismantling
Removal of cartridge after removal of air silencefilter and compressor delivery casing.
* splitted charge air cooler
Engine type Charge air cooler Weight [kg]
Removal of turbocharger cartridge Weight [kg]
6/7 M 43 C 1,138 460
8/9 M 43 C 1,124 820
Engine type Damper Ø Weight
kW mm kg X mm
900 1,100 960 2,010 6 M 43 C
1,000 1,100 960 2,010
900 1,340 1,538 2,250 7 M 43 C
1,000 1,340 1,538 2,250
900 1,340 1,538 2,250 8 M 43 C
1,000 1,480 2,527 2,390
900 1,340 1,608 2,250 9 M 43 C
1,000 1,480 2,527 2,390
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8. Maintenance platform
The platform, located at the control side of the engine, is normally designed and manufactured by theshipyard. As an option Caterpillar Motoren can supply a platform.
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9. System connections
C25
C86
C59C58C51C53C76C78
C14 Charge Air Cooler Cooling Water LT, Inlet C58 Luboil Force Pump, Delivery SideC15 Charge Air Cooler Cooling Water LT, Outlet C59 Luboil Inlet, Duplex FilterC16 Charge Air Cooler HT, Inlet C76 Duplex Filter, Fuel InletC25 Cooling Water HT, Outlet C78 Fuel, OutletC51 Luboil Force Pump, Suction Side C86 Connection Starting AirC53 Luboil Discharge C91 Crankcase Ventilation
C91
C14 C15 C16
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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
1114
ASTM D 975-78 No. 1 D No. 2 D
2.44.1
No. 2 D No. 4 D
4.124.0
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
10. Fuel oil systemMGO / MDO operation
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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 (separate) DR 2: Dimensions see HFO-system/Pressure regulatingvalve.
Fine filter (fitted) DF 1: Duplex filter, mesh size see technical data.
Separator DS 1: Recommended for MGORequired for MDO
Capacity
V [l/h] = 0,22 · Peng. [kW].
10. Fuel oil systemMGO / MDO operation
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10. 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) KD2 Pressure peak damperDF2 Fuel primary filter (duplex filter) KP1 Fuel injection pumpDF3 Fuel coarse filter KT1 Drip fuel tankDH1 Diesel oil preheater FQI Flow quantity indicatorDH2 Electrical preheater for diesel oil (separator) LI Level indicatorDP1 Diesel oil feed pump LSH Level switch highDP2 Diesel oil stand-by feed pump LSL Level switch lowDP3 Diesel oil transfer pump (to day tank) PDI Diff. pressure indicatorDP5 Diesel oil transfer pump (separator) PDSH Diff. pressure switch highDR2 Fuel pressure regulating valve PI Pressure indicatorDS1 Diesel oil separator PSL Pressure switch lowDT1 Diesel oil day tank PT Pressure transmitterDT4 Diesel oil storage tank TI Temperature indicator
TT Temperature transmitter (PT 100)Connecting points:C76 Inlet duplex filter C80b Drip fuel connection (cut off pump)C78 Fuel outlet C81 Drip fuel connectionC80 Drip fuel connection C81b Drip fuel connectionC80a Drip fuel connection (injection pump)
Notes:p Free outlet requireds Please refer to the measuring
point list regarding design of themonitoring devices
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Desi
gnat
ion:
CIM
ACCI
MAC
CIM
ACCI
MAC
CIM
ACCI
MAC
CIM
ACCI
MAC
CIM
ACCI
MAC
CIM
ACCI
MAC
CIM
ACA
10B
10C
10D
15E
25F
25G
35H
35K
35H
45K
45H
55K
55
Rela
ted
to IS
O821
7 (9
6):F
-RM
A10
RMB1
0RM
C10
RMD1
5RM
E25
RMF2
5RM
G35
RMH3
5RM
K35
RMH4
5RM
K45
RMH5
5RM
K55
Char
acte
ristic
Dim
.Li
mit
Dens
ity a
t 15
°Ckg
/m3
max
950
2)97
53)
98
0 4)
991
99
1
10
1099
110
1099
110
10
max
1015
25
3545
55
Kin.
vis
cosi
ty a
t 100
°CcS
t 1)m
in6
5)15
5)
Flas
h po
int
°Cm
in60
6060
6060
60
0Po
ur p
oint
(win
ter)
(s
umm
er)
°Cm
ax6
2430
30
30
30
30
Carb
on R
esid
ue(C
onra
dson
)%
(m/m
)m
ax12
6)
14
1415
2018
22
22
22
Ash
% (m
/m)
max
0.10
0.10
0.10
0.15
0.15
0.15
7)
0.
15 7)
0.
15 7)
Tota
l sed
im, a
fter a
gein
g%
(m/m
)m
ax0.
100.
100.
10
0.
100.
10
0.
10
Wat
er%
(V/V
max
0.5
0.8
1.0
1.0
1.0
1.0
Sulp
hur
% (m
/m)
max
3.5
4.0
5.0
5.0
5.0
5.0
Vana
dium
mg/
kgm
ax15
0
30
035
020
050
030
060
0
60
0
60
0
Alum
iniu
m +
Sili
con
mg/
kgm
ax80
8080
8080
80
1)An
indi
catio
n of
the
appr
oxim
ate
equi
vale
nts
inki
nem
atic
vis
cosi
ty a
t 50
°C a
nd R
edw
. I s
ec.
100
°F is
giv
en b
elow
:
Kine
mat
ic v
isco
sity
at
100
°C m
m2 /s
(cSt
)Ki
nem
atic
vis
cosi
ty a
t 5
0 °C
mm
2 /s (c
St)
Kine
mat
ic v
isco
sity
at
100
°F R
edw
. I s
ec.
2)IS
O: 9
753)
ISO:
981
4)IS
O: 9
855)
ISO:
not
lim
ited
6)IS
O: C
arbo
n Re
sidu
e 10
7)IS
O: 0
.20
7
10
15
2
5
35
4
5
55
30
40
80
180
380
500
700
200
300
600
1500
3000
5000
7000
Requ
irem
ents
for r
esid
ual f
uels
for d
iese
l eng
ines
(as
bunk
ered
)10. Fuel oil system
Heavy fuel operation
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30
Visc
osity
/tem
pera
ture
dia
gram
10. Fuel oil systemHeavy fuel operation
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31
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.
10. Fuel oil systemHeavy fuel operation
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Pressurizing pumps HP 1/HP 2: Screw type pump with mechanical seal.Installation vertical or horizontal. Design head 5 bar.
Capacity
V [m3/h] = 0.4 .. Peng. [kW]
1,000
10. Fuel oil systemHeavy fuel operation
DN H1 H2 W D Output[kW] mm
< 10,000 40 330 300 250 210
< 20,000 65 523 480 260 355
> 20,000 80 690 700 370 430
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
m
33
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<
10. Fuel oil systemHeavy fuel operation
Dismantling of sieve300 mm
Dismantling of sieve300 mm
Pressure regulating valve HR 1: Controls the pressure at the engine inlet, approx. 4 bar.
Engine outputs
= 8,000 kW > 8,000 kW<
m
34
Design head: 5 bar
Final preheater HH 1/HH 2: Heating media:
- Electric current (max. surface power density 1.1 W/cm2)- Steam- Thermal oil
Temperature at engine inlet max 150 °C.
Viscosimeter HR 2: Controls the injection viscosity to 10 - 12 cSt.
Fine filter (fitted) HF 1: - Mesh size 34 µm- Without heating- Differential pressure indication and alarm contact fitted
V [m3/h] = 0.7 . . . . .. Peng. [kW]
1,000
Circulating pumps HP 3/HP 4: Design see pressure pumps.
Capacity
10. Fuel oil systemHeavy fuel operation
Mixing tank (without insulation) HT 2:
Vent
Inletfrompressurepump
Fromengine
Outletto engine
Engine output Volume Dimensions [mm] Weight
[kW] [l] A D E [kg]
< 10,000 100 1,700 323 1,500 120
> 10,000 200 1,700 406 1,500 175
m
35
10. Fuel oil systemHeavy fuel operation
Heavy fuel oil supply- and booster standard module
(Pressurized System), up to IFO 700 for steam and thermaloil heating, up to IFO 180 for electr. heating
Technical specification of the main components:
1. Primary filter
1 pc. Duplex strainer 320 microns
2. Fuel pressure pumps, vertical installation
2 pcs. Screw pumps with mechanical seal
3. Pressure regulating system
1 pc. Pressure regulating valve
4. Self cleaning fine filter
1 pc. Automatic self cleaning fine filter 10 microns absolut (without by-pass filter)
5. Consumption measuring system
1 pc. Flowmeter with local totalizer
6. Mixing tank with accessories
1 pc. Pressure mixing tank approx. 49 l volume up to 4,000 kWapprox. 99 l volume from 4,001 - 20,000 kW
(with quick-closing valve)
7. Circulating pumps, vertical installation
2 pcs. Screw pumps with mechanical seal
8. Final preheater
2 pcs. Shell and tube heat exchangers each 100 % (saturated 7 bar or thermal oil 180 °C)each 100 % electrical
m
36
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.
10. Fuel oil systemHeavy fuel operation
Steam Thermal oil
Electric Steam Thermal oil
Steam Thermal oil
Thermal oil
For power in kW up to (50/60 Hz) 8,000/9,600 8,000/9,600 12,000/14,400 20,000/24,000 30,000/36,000 Length in mm 3,200 3,500 3,500 3,500 6,000 Width in mm 1,200 1,200 1,350 1,500 1,700 Height in mm 2,000 2,000 2,000 2,000 2,000 Weight (approx.) in kg 2,500 2,700 3,100 3,600 4,600
m
37
10. Fuel oil systemHeavy fuel operation
Notes:ff Flow verlocity in circuit system
< 0.5 m/sp Free outlet requireds Please refer to the measuring point
list regarding design of the monitor-ing devices
u From diesel oil separator or dieseloil transfer pump
All heavy fuel pipes have to be insu-lated.---- heated pipe
Connecting points:C76 Inlet duplex filterC78 Fuel outletC80 Drip fuel connectionC80b Drip fuel connection (cut off
pump)C81 Drip fuel connectionC81b Drip fuel connection (filter pan)
Accessories and fittings:DH3 Gas oil coolerDT1 Diesel oil day tankHF1 Fine filter (duplex filter)HF2 Primary filterHF3 Coarse filterHF4 Self cleaning fuel filterHH1 Heavy fuel final preheaterHH2 Stand-by final preheaterHH3 Heavy fuel preheater (separator)HH4 Heating coilHP1/HP2 Pressure pumpHP3/HP4 Circulating PumpHP5/HP6 Heavy fuel transfer pump (separator)HR1 Pressure regulating valveHR2 ViscometerHS1/HS2 Heavy fuel separatorHT1 Heavy fuel day tankHT2 Mixing tank
- Peak pressures max. 16 bar- Silicon dampers required
HT5/HT6 Settling tankKD2 Pressure peak damperKP1 Injection pumpKT2 Sludge tankFQI Flow quantity indicatorLI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPDSL Diff. pressure switch lowPI Pressure indicatorPT Pressure transmitterTI Temperature indicatorTT Temperature transmitter (PT 100)VI Viscosity indicatorVSH Viscosity Control switch highVSL Viscosity Control switch low
General notes:For location, dimensions and de-sign (e. g. flexible connection) ofthe disconnecting points see en-gine installation drawing. Novalve fittings with loose conemust be installed by the shipyardin the admission and return lines.
m
38
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 highrequirements are made for lubricants:
Constant uniform distribution of the additives at all operating conditions. Perfect cleaning (detergenteffect) and dispersing power, prevention of deposits from the combustion process in the engine. Suffi-cient alkalinity in order to neutralize acid combustion residues. The TBN (total base number) must bebetween 30 and 40 KOH/g at HFO operation. For MDO operation the TBN is 12 - 20 depending on sulphurcontent.
I Approved in operationII Permitted for controlled use
When these lube oils are used, Caterpillar Motoren must be informed because at the moment there is insufficient experience availablefor MaK engines. Otherwise the warranty is invalid.
1) Synthetic oil with a high viscosity index (SAE 15 W/40). Only permitted if the oil inlet temperatures can be decreased by 5 - 10 °C.
Manufacturer Diesel oil/Marine-diesel oil operation
I II HFO operation I II Hydraulic governor
AGIP DIESEL SIGMA S CLADIUM 120
X X
CLADIUM 300 CLADIUM 400
X X
OSO 68 OTE 68
BP ENERGOL DS 3-154 VANELLUS C 3
XX
ENERGOL IC-HFX 304 ENERGOL IC-HFX 404
XX
ENERGOL HLP 68 ENERGOL THB 68
CALTEX DELO 1000 MARINE DELO 2000 MARINE
XX
DELO 3000 MARINE DELO 3400 MARINE
XX
RANDO HD 68 REGAL R & O 68
CASTROL MARINE MLC MHP 154 TLX PLUS 204
X
XX
TLX PLUS 304 TLX PLUS 404
XX
PERFECTO T 68 HYSPIN AWH-M 68
CEPSA KORAL 1540 X HD TURBINAS 68 CHEVRON DELO 1000 MARINE OIL
DELO 2000 MARINE OIL XX
DELO 3000 MARINE OIL DELO 3400 MARINE OIL
XX
EP HYDRAULIK OIL 68 OC TURBINE OIL 68
ELF DISOLA M 4015 AURELIA 4030
XX
AURELIA 4030 AURELIA XT 4040
XX
MISOLA H 68 TURBINE T 68
ESSO EXXMAR 12 TP EXXMAR CM+ ESSOLUBE X 301
XXX
EXXMAR 30 TP EXXMAR 40 TP EXXMAR 30 TP PLUS EXXMAR 40 TP PLUS
X
XX
XTERESSO 68 TROMAR T
MOBIL MOBILGARD 412 MOBILGARD ADL MOBILGARD M 430 MOBILGARD 1-SHC 1)
XXX
X
MOBILGARD M 430 MOBILGARD M 440MOBILGARD M 50
XX
D.T.E. OIL HEAVY
SHELL GADINIA SIRIUS FB ARGINA S ARGINA T
XXXX
ARGINA T ARGINA X
XX
TELLUS OIL T 68 TURBO OIL T 68
TEXACO TARO 16 XD TARO 12 XD TARO 20 DP
XXX
TARO 30 DP TARO 40 XL
XX
RANDO OIL 68 REGAL OIL 68 R & O
TOTAL HMA SUPER X 420 RUBIA FP
XX
HMA SUPER X 430 HMA SUPER X 440
XX
PRESLIA 68 AZOLLA ZS 68
m
39
11. Lubricating oil system
Lube oil quantities/- change intervals: Circulating quantity:approx. 1.3 l/kW output with separate tank
The change intervals depend on:- the quantity- fuel quality- quality of lube oil treatment (filter, separator)- engine load
By continuous checks of lube oil samples (decisive arethe limit values as per "MaK Operating Media") an opti-mum condition can be reached.
Force pump (fitted) LP 1: Screw type pump
Lub oil stand-by force pump (separate) LP 2: - principle per engine- in case of Caterpillar Motoren supply vertical design
only
Suction Strainer (separate) LF 4: Mesh size 2 - 3 mm - to be supplied by the yard.
Self cleaning filter (separate) LF 2: Mesh size 30 µm (absolute), type 6.46, make Boll &Kirch*. Without by-pass filter. Without flushing oil treat-ment.
* In case of Caterpillar Motoren supply.
DN A B C Weight [kg]
6/7 M 43 C 125 440 580 260 195
8/9 M 43 C 150 490 655 300 250
m
40
11. Lubricating oil system
Duplex filter (fitted) LF 1: Mesh size 80 µmDifferential pressure indication and alarm contact fitted.
Cooler (separate) LH 1: Plate type (plates made of stainless steel)
Temperature controller (separate) LR 1: P-controller with manual emergency adjustment
Dimensions [mm] Weight
DN D F G H [kg]
6/7 M 43 C 125 250 241 489 200 67
8/9 M 43 C 150 285 254 489 200 80
Discharge to circulating tank: DN 300 at driving end or free end. Compensator to be sup-plied by the yard.
Circulation tank: Volume
Oil filling approx. 80 % of tank volume.
V [m3] =1.7 · Peng. [kW]
1000
m
41
11. Lubricating oil system
Recommendation of pipe location in the circulating tank
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 150 must be equipped with a condensatetrap and drain. It has to be arranged separately for each en-gine. Crankcase pressure max. 150 Pa.
Treatment at MGO/MDO operation
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]
Discharge from engine
Separator suction pipeFlushing oil from automatic filter
Separator return pipe
Suction pipe force pumpSuction pipe stand-by force pump
m
42
11. Lubricating oil system
General notes:For location, dimensions and design(e. g. flexible connection) of the dis-connecting points see engine installa-tion drawing.
Notes:h Please refer to the measuring
point list regarding design of themonitoring devices
o See "crankcase ventilation" instal-lation instructions
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 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
m
43
12. Cooling water system
D im ensions [m m ] W eight
D N D F G H [kg]
6/7 M 43 C H T 125 250 241 489 200 67
8/9 M 43 C H T 150 285 254 489 200 80
6/7/8/9 M 43 C LT 150* 285 254 489 200 80
The heat generated by the engine (cylinder, charge air and lube oil) is to be dissipated by means oftreated freshwater acc. to the MaK coolant regulations.
The design temperature in the LT-circuit is max. 38 °C.
Two-circuit cooling: with two-stage charge air cooler.
LT-cooling water pump (separate) FP 4/FP 6
HT-cooling water pump (separate) FP 3/FP 5: Option: fitted
HT-temperature controller (separate) FR 1: P-controller with manual emergency adjustment(basis). Option: PI-controller with electric drive.See charge air thermostat
* Minimum, depending on total cooling water flow
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44
12. Cooling water system
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 (45 kW) and switch cabinet. Voltage 400 - 480,frequency 50/60 Hz. Weight 145 kg.
Charge air heating: Control unit for charge air heating in part load con-dition with electric/pneumatic 2 position flap.
m
45
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.
- 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.
12. Cooling water system
m
46
12. Cooling water system
Heat balance 6 M 43 C - 1,000 kW/cyl.
Heat balance 6 M 43 C - 900 kW/cyl.
m
47
12. Cooling water system
Heat balance 7 M 43 C - 1,000 kW/cyl.
Heat balance 7 M 43 C - 900 kW/cyl.
m
48
12. Cooling water system
Heat balance 8 M 43 C - 1,000 kW/cyl.
Heat balance 8 M 43 C - 900 kW/cyl.
m
49
12. Cooling water system
Heat balance 9 M 43 C - 1,000 kW/cyl.
Heat balance 9 M 43 C - 900 kW/cyl.
m
50
12. Cooling water system
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 valveFR3 required, if heat recovery in-stalled.
Notes:f Drainh Please refer to the measur-
ing point list regarding de-sign of the monitoring de-vices
Connecting points:C14 Charge air cooler LT, inletC15 Charge air cooler LT, outletC16 Charge air cooler HT, inletC25 Cooling water, engine outletC37 Vent
Accessories and fittings:CH1 Charge air cooler HT FT1 Compensation tank HTCH2 Charge air cooler LT FT2 Compensation tank LTCR3 Sensor for charge air temperature control valve LH1 Luboil coolerCR4 Flap for charge air heating LH3 Gear luboil coolerDH3 Gas oil cooler SF1 Seawater filterFH1 Freshwater cooler HT SP1 Seawater pumpFH2 Freshwater cooler LT SP2 Seawater stand-by pumpFH3 Heat Consumer ST1 Sea chestFH5 Freshwater preheater LI Level indicatorFP3 Freshwater pump (separate) HT LSL Level switch lowFP4 Freshwater pump (separate) LT PI Pressure indicatorFP5 Freshwater stand-by pump HT PSL Pressure switch lowFP6 Freshwater stand-by pump LT PSLL Pressure switch lowFP7 Preheating pump PT Pressure transmitterFR1 Temperature control valve HT TI Temperature indicatorFR2 Temperature control valve LT TSHH Temperature switch highFR3 Temperature control valve HT TT Temperature transmitter (PT 100)FR6 Sensor for temperature control valve
m
51
13. Flow velocities in pipes
Example: di = 100 mm, V = 60 m3/hVelocity in the pipe 2,1 m/s
m
52
14. Starting air system
Requirement of Classification Societies (regarding design)
- No. of starts: 6- No. of receivers: min. 2
Receiver capacity acc. to GL recommendation AT 1/AT 2
When CO2 fire extinguishing plants are arranged in the engine room, the blow-off connection of thesafety valve is to be piped to the outside.
1 Filling valve DN 182 Pressure gauge G 1/43* Relief valve DN 74 Drain valve DN 85 Drain valve DN 8 (for vertical position)6 Connection aux. air valve G1/27 To starting valve at engine8 Typhon valve DN 16
Option:* with pipe connection G 1/2
6/7 Cyl. 8/9 Cyl.
Single-engine plant 2 x 500 l 2 x 750 l
Twin-engine plant 2 x 1,000 l 2 x 1,500 l
Receiver capacity [l]
Lmm
D Ø mm Valve head
Weightapprox. kg
500 3,355 480 DN 50 320
750 2,810 650 DN 50 480
1,000 3,670 650 DN 50 620
1,500 3,650 800 DN 50 880
m
53
14. 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.
The air receivers are to be drained sufficiently at least once perday.
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 devicesj Automatic drain required
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
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54
15. 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.
m
55
16. Exhaust system
Position of exhaust gas nozzle: A nozzle position of 0, 30, 60 and 90° is possible.
Exhaust compensator:
Design of the pipe cross-section: The pressure loss is to be minimized in order to optimize fuelconsumption and thermal load of the engine.
Max. flow velocity: 40 m/s (guide value).
Max pressure loss (incl. silencer and exhaust gas boiler):30 mbar(lower values will reduce thermal load of the engine).
Notes regarding installation: - Arrangement of the first expansion joint directly on theexhaust gas nozzle
- Arrangement of the first fixed point in the conduit directlyafter the expansion joint
- Drain opening to be provided (protection of turbochargerand engine against water)
- Each engine requires an exhaust gas pipe (one commonpipe for several engines is not permissible).
If it should be impossible to use the standard transitionpiece supplied by Caterpillar Motoren, the weight of thetransition piece manufactured by the shipyard must not ex-ceed the weight of the standard transition piece. A drawingincluding the weight will then have to be submitted forapproval.
Diameter DN Length [mm]
6/7 M 43 C 900 500
8/9 M 43 C 1,000 620
m
56
16. Exhaust systemResistance in exhaust gas piping
From the basic formula:∆Pg = ε · (N/m²)
follows for the diagram, with 1 m pipe length,k = 7 and 1.013 barthe derived formula:
∆P = (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) ∆Pg = Total flow resistance (mbar) R = Average bend radius (m)
Example:Pretext: P = 6,300 kW, q = 7.5 kg/kWh, t = 320 °C Solution: 1. m = P · q = 6,300 · 7.5 = 47,250 kg/h
l = 15 m straight exhaust pipe 900 NB 2. ∆p = 0.8 mm WS/m pipe3 off 90 °C-bend R/d = 2 3. l' = 14 m for the 90°-Kr. l' = 7 m für den 45°-bend1 off 45 °C-bend R/d = 2 4. L = i + Σ l' = 15 + (3 · 14) + 7 = 64 m
Required: ∆Pg in the exhaust pipe 5. ∆Pg = ∆p · L = 0.8 · 64 = 51.2 mm WS
m
57
16. Exhaust system
134
142
133
136
149
160
156
155
159
146
139
130
135
141
126
135
132
129
122
121
157
137
138
127
100
110
120
130
140
150
160
170
10
12,5
16
20
25
31,5
40
50
63
80
100
125
160
200
250
315
400
500
630
800
1000
1250
1600
2000
Freq
uenc
y [H
z]
LW [dB] (reference 10-12
W)
M 43 C - Inside exhaust gas pipe - Exhaust sound power level Lw
m
58
16. Exhaust system
Exh
au
st
Data
6M
43C
/ 5
400 k
W
269
270
276
283
307
300
293
286
285
290
22410
268
90
30
680
3455
5
38285
2151
5
25815
29455
33175
3675
5
110
135
160
185
210
235
260
285
310
335
360 2
70
02
97
03
24
03
51
03
78
04
050
43
20
45
90
48
60
51
30
En
gin
e P
ow
er
[kW
]
Exhaust Gas Temperature [°C]
50
55
60
65
70
75
80
85
90
95
En
gin
e P
ow
er
[%]
Exh
au
st G
as T
em
pe
ratu
re @
45
°C A
mb
ien
t T
em
p
Exh
au
st G
as T
em
pe
ratu
re @
25
°C A
mb
ien
t T
em
p
Exh
au
st G
as F
low
@ 2
5°C
Am
bie
nt T
em
pera
ture
Exh
au
st G
as F
low
@ 4
5°C
Am
bie
nt T
em
pera
ture
m
59
16. Exhaust system
Exh
au
st
Data
7M
43C
/ 6
300 k
W
297
305
320
330
315
323
339
350
355
335
443195
39805
35290
30770
25640
41470
38215
33880
29540
24145
110
135
160
185
210
235
260
285
310
335
360 3
150
34
65
378
040
95
441
047
25
50
40
535
556
70
598
5
En
gin
e P
ow
er
[kW
]
Exhaust Gas Temperature [°C]
50
55
60
65
70
75
80
85
90
95
En
gin
e P
ow
er
[%]
Exh
aust
Gas T
em
pera
ture
@ 4
5°C
Am
bie
nt
Tem
pe
Exh
aust
Gas T
em
pera
ture
@ 2
5°C
Am
bie
nt
Tem
pe
Exh
aust
Gas F
low
@ 2
5°C
Am
bie
nt
Tem
pera
ture
Exh
aust
Gas F
low
@ 4
5°C
Am
bie
nt
Tem
pera
ture
m
60
16. Exhaust system
Exh
au
st
Data
8M
43C
/ 7
200 k
W
278
280
285
295
295
298
302
313
323
305
56
51990
47135
40980
36440
30400
49910
45250
39340
34980
29185
11
0
13
5
16
0
18
5
21
0
23
5
26
0
28
5
31
0
33
5
36
0 36
00
39
60
43
20
468
05
04
054
00
57
60
61
20
64
80
68
40
En
gin
e P
ow
er
[kW
]
Exhaust Gas Temperature [°C]
50
55
60
65
70
75
80
85
90
95
En
gin
e P
ow
er
[%]
Exhaust
Gas T
em
pera
ture
@ 4
5°C
Am
bie
nt T
em
pera
t
Exhaust
Gas T
em
pera
ture
@ 2
5°C
Am
bie
nt T
em
pera
t
Exh
au
st G
as F
low
@ 2
5°C
Am
bie
nt T
em
pe
ratu
re
Exh
au
st G
as F
low
@ 4
5°C
Am
bie
nt T
em
pe
ratu
re
m
61
16. Exhaust system
Ex
ha
us
t D
ata
9M
43
C / 8
10
0 k
W
290
295
315
325
350
345
323
307
308
330
33400
39960
45830
51685
56090
6
32065
38360
44000
49618
53850
110
135
160
185
210
235
260
285
310
335
360 4
050
44
55
48
60
52
65
567
06
07
56
48
06
885
72
90
76
95
En
gin
e P
ow
er
[kW
]
Exhaust Gas Temperature [°C]
50
55
60
65
70
75
80
85
90
95
En
gin
e P
ow
er
[%]
Exhaust
Gas T
em
pera
ture
@ 4
5°C
Am
bie
nt
Tem
pera
Exhaust
Gas T
em
pera
ture
@ 2
5°C
Am
bie
nt
Tem
pera
Exhaust
Gas F
low
@ 2
5°C
Am
bie
nt
Tem
pera
ture
Exhaust
Gas F
low
@ 4
5°C
Am
bie
nt
Tem
pera
ture
m
62
16. Exhaust system
Exh
au
st
Data
6M
43C
/ 6
000 k
W
270
270
275
295
287
286
292
313
348
328
43330
39535
34630
30240
24000
41600
37950
33390
29030
23040
11
0
13
5
16
0
18
5
21
0
23
5
26
0
28
5
31
0
33
5
36
0 300
0330
036
00
39
00
4200
450
0480
051
00
54
00
570
0
En
gin
e P
ow
er
[kW
]
Exhaust Gas Temperature [°C]
50
55
60
65
70
75
80
85
90
95
En
gin
e P
ow
er
[%]
Exhaust G
as T
em
pera
ture
@ 4
5°C
Am
bie
nt
Tem
pe
Exhaust G
as T
em
pera
ture
@ 2
5°C
Am
bie
nt
Tem
pe
Exhaust G
as F
low
@ 2
5°C
Am
bie
nt T
em
pera
ture
Exhaust G
as F
low
@ 4
5°C
Am
bie
nt T
em
pera
ture
m
63
16. Exhaust system
Exh
au
st
Data
7M
43C
/ 7
000 k
W
295
300
310
330
313
318
329
350
352
330
47850
42660
38700
33610
28490
45935
40955
37150
32265
27350
110
135
160
185
210
235
260
285
310
335
360 3
500
385
042
00
45
50
4900
5250
560
059
50
63
00
665
0
En
gin
e P
ow
er
[kW
]
Exhaust Gas Temperature [°C]
50
55
60
65
70
75
80
85
90
95
En
gin
e P
ow
er
[%]
Exh
au
st G
as T
em
pe
ratu
re @
45
°C A
mb
ien
t T
em
pe
Exh
au
st G
as T
em
pe
ratu
re @
25
°C A
mb
ien
t T
em
pe
Exh
au
st G
as F
low
@ 2
5°C
Am
bie
nt
Te
mpe
ratu
re
Exh
au
st G
as F
low
@ 4
5°C
Am
bie
nt
Te
mpe
ratu
re
m
64
16. Exhaust systemE
xh
au
st
Data
8M
43C
/ 8
000 k
W
280
277
280
290
297
294
297
307
319
301
56405
51350
45825
39025
33740
54150
49295
43990
37465
32390
11
0
13
5
16
0
18
5
21
0
23
5
26
0
28
5
31
0
33
5
36
0 40
00
44
00
48
00
52
00
56
00
60
00
64
00
68
00
72
00
76
0
En
gin
e P
ow
er
[kW
]
Exhaust Gas Temperature [°C]
50
55
60
65
70
75
80
85
90
95
En
gin
e P
ow
er
[%]
Exh
aust G
as T
em
pera
ture
@ 4
5°C
Am
bie
nt T
em
per
Exh
aust G
as T
em
pera
ture
@ 2
5°C
Am
bie
nt T
em
per
Exh
aust G
as F
low
@ 2
5°C
Am
bie
nt T
em
pera
ture
Exh
aust G
as F
low
@ 4
5°C
Am
bie
nt T
em
pera
ture
m
65
16. Exhaust system
Exh
au
st
Data
9M
43C
/ 9
000 k
W
290
305
325
350
345
323
307
308
290
330
37000
43650
50250
55400
62145
35520
41900
48240
53200
59660
110
135
160
185
210
235
260
285
310
335
360 4
50
04
95
054
00
58
50
63
00
675
07
20
07
65
081
00
85
50
En
gin
e P
ow
er
[kW
]
Exhaust Gas Temperature [°C]
50
55
60
65
70
75
80
85
90
95
En
gin
e P
ow
er
[%]
Exh
aust G
as T
em
pe
ratu
re @
45
°C A
mbie
nt T
em
pera
Exh
aust G
as T
em
pe
ratu
re @
25
°C A
mbie
nt T
em
pera
Exh
au
st G
as F
low
@ 2
5°C
Am
bie
nt
Tem
pera
ture
Exh
au
st G
as F
low
@ 4
5°C
Am
bie
nt
Tem
pera
ture
m
66
16. 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 35 dB(A).Max. permissible flow velocity 40 m/s.
Silencer with spark arrester: Soot separation by means of a swirl device (particles arespun towards the outside and separated in the collectingchamber). Sound level reduction 35 dB(A).Max. permissible flow velocity 40 m/s.
Silencers are to be insulated by the yard. Foundation brack-ets are provided as an option.
m
67
16. 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
6/7 M 43 C 900 1,680 650 1,100 5,620 3,000
8/9 M 43 C 1,000 1,780 650 1,160 6,120 3,750
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 recommendedtotal exhaust gas back pressure.
m
68
16. 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. 20 minutes. Freshwater 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]
6 M 43 C 23 - 27 10
7/8/9 M 43 C 32 - 38 10
C42 Fresh water supplyC36 Drain
Dirty water tank
Connection of C42 with quick coupling device
m
69
17. Air borne sound power level
The noise level is measured in a test cell with a turbocharger air filter. The measuring points are atcamshaft level respective above cylinder head cover.
Noise level for M 43 C engines
Tolerance + 2 dB
Lw Oct [dB](reference10-12 W)
126
111
105
110
93
113
115116
102
90
95
100
105
110
115
120
125
130
0.063 0.125 0.25 0.5 1 2 4 8 LwFrequency [kHz]
m
70
18. Foundation
Support distance a = 2,090 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 43 C 5,400 / 6,000 500 103.1 / 114.6
7 M 43 C 6,300 / 7,000 500 120.3 / 133.7
8 M 43 C 7,200 / 8,000 500 137.5 / 152.8
9 M 43 C 8,100 / 9,000 500 154.7 / 171.9
m
71
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 43 C 5,400 / 6,000 500 3.0 6.0
25.0 50.0
85.3 / 97.3 40.1 / 44.1
7 M 43 C 6,300 / 7,000 500 3.5 7.0
29.3 58.3
176.0 / 185.0 25.5 / 28.7
8 M 43 C 7,200 / 8,000 500 4.0 8.0
33.3 66.6
145.2 / 155.0 18.1 / 20.3
9 M 43 C 8,100 / 9,000 500 4.5 9.0
37.5 75.0
133.3 / 143.5 11.5 / 13.1
Output[kW]
Speed[rpm]
Order-No. Frequency[Hz]
My[kNm]
Mz[kNm]
6 M 43 C 5,400 / 6,000 500 — —
7 M 43 C 6,300 / 7,000 500 24
16.6 33.3
59.9 9.5
—
8 M 43 C 7,200 / 8,000 500 — —
9 M 43 C 8,100 / 9,000 500 12
8.3 16.6
30.8 107.6 —
18. Foundation
m
72
18. 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 a 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
73
18. Foundation
6/7 M 43 C 8/9 M 43 C
1 Pair 2 Pairs *
Side stoppers
Side 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.
* 1 pair at end of cylinder housingand 1 pair between cyl. 4 and 5.
m
74
18. Foundation
Number of Bolts
Jacking Bolts - To be protected against contact/bond with resin- After setting of resin dismantle the jacking screws completely
Fitted bolts Foundation bolts
6 M 43 C 4 28
7 M 43 C 4 32
8 M 43 C 4 36
9 M 43 C 4 40
To be supplied by yard:
Foundation bolts, fittedbolts, nuts and tensionsleeves, side stoppers,steel chocks, cast resin
The shipyard is solely re-sponsible for adequatedesign and quality of thefoundation.
m
75
18. Foundation
Proposal for rigid mounting
Bolts and chocks are yard supply. Design responsibility is with the yard.
Tightening force M 39 Tightening torque (oil) M 39
Cast resin / Steel Cast resin / Steel
Through bolts [N]
Fitted bolts [N]
Through bolts M [Nm]
Fitted bolts M [Nm]
max. 340,000 max. 340,000 max. 2,050 max. 2,050
m
76
19. 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.- Flexible connections for all media.- Special designed exhaust gas below.
Details are shown on binding installation drawings.
No. of elements:
Important note:- The resilient mounting alone does not provide garant for a quiet ship. Other sources of noise like
propeller, gearbox and aux. engines have to be considered as well.- Radial restoring forces of the flexible coupling (due to seaway) may be of importance for the layout
of the reduction gear.
Comical rubber elements
6 M 43 C 8
7 M 43 C 8
8 M 43 C 10
9 M 43 C 10
m
77
19. Resilient mounting
Structure borne sound level Lv, expected M 43 C
Lv Oct [dB](reference5*10-8 m/s)
7468
89
104
80
878894
394645
52535054
65
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
78
20. 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.
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 43 C 1,870 3,300
7 M 43 C 2,370 3,800
8 M 43 C 2,750 4,180
9 M 43 C
500
3,330
1,430
4,760
TKN >Po
ωPo
2 · π · no
=
m
79
20. Power transmission
Fly wheel and flexible coupling
1) without torsional limit device2) with torsional limit device3) length of hub
Space for OD-Box to be considered!
Make Vulkan Power Speed Nominal torque
of coupling BR 2200 1) / BR 2201 2)
Type D L1 1) L1 2) L2 L4 3) Weight [kg]
[kW] [rpm] [kNm] Rato [mm] [mm] [mm] [mm] [mm] 1) 2)
6 M 43 C 6,000 500 125 G 392 Q 1,255 972 1,002 317 385 1,660 1,960
7 M 43 C 7,000 500 160 G 482 Z 1,480 1,162 1,248 402 480 2,727 3,284
8 M 43 C 8,000 500 180 G 482 W 1,480 1,162 1,248 402 480 2,727 3,284
9 M 43 C 9,000 500 200 G 482 Q 1,480 1,162 1,248 402 480 2,727 3,284
Power take-off from the free endThe connection requires a highly flexible coupling.The definite coupling type is subject to confirmation by the torsional vibration calculation.
6 M 43 C 7 M 43 C 8 M 43 C 9 M 43 C
6,000 kW 7,000 kW 3,500 kW —
m
80
21. 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
81
22. Control and monitoring system
Cen Un
Engi
neCo
uplin
gG
earb
oxSh
aft G
ener
ator
Prop
elle
r/Sh
aft/
OD
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
82
22. Control and monitoring system
Engine control panel
m
83
22. Control and monitoring system
Remote control for single engine plant with CP propeller
m
84
22. Control and monitoring systemRemote control for twin engine plant with one CP propeller
m
85
22. Control and monitoring system
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
m
86
Speed control
Twin engine plant with one CPP: The engines are equipped with an actuator (optional with mech.back-up). Electronic governors are installed in a separate con-trol box.
The governor comprises the following functions:
- Speed setting range to be entered via parameters- Adjustable acceleration and deceleration times- Starting fuel limiter- Input for stop (not emergency stop)- 18 - 32 V DC voltage supply- Alarm output- Droop operation (primary shaft generator)- Isochronous load distribution by master/slave princip for twin
engine propulsion plants via double-reduction gear
22. Control and monitoring system
Twin engine plant with one CPP Single engine plant with CPP
Control box electronic governorwith mounting frame and shock absorber
m
87
22. Control and monitoring system
Engine monitoring
m
88
22. Control and monitoring system
List of measuring point: Main engine M 43 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 OAMS
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 OAAD
B
1251 Smoke concentration crankcase
QAH OA B# # 1 device f. 1251+1253
1253 Smoke concentration crankcase
QAH OAMS
B# # 1 device f. 1251+1253
2101 FW pressure high temp. circuit engine inlet
PAL OA B Starting stand-by pump from pump control
2102 FW pressure high temp. circuit engine inlet
PAL OA A
2103 FW pressure high temp. circuit engine inlet
PALL OAMS
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 OAAD
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
89
22. Control and monitoring system
List of measuring point: Main engine M 43 C all classes
* located in the fuel pressure system
Sensoric
Separate parts
Measur.-point
Monitoring point Abbrev. Action
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 duplex filter
PDAH OA B
5112 Fuel oil differential pressure autom. filter
PDAH OA B *
5115 Fuel oil differential pressure circulating pump
PDAL OA B * Starting stand-by pump from pump control
5116 Fuel oil differential pressure circulating pump
PDAL OA B *
5201 Fuel oil temperature engine inlet
TAL OA 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
5252 Fuel oil viscosity engine inlet
VAL OA # # 1 Sensor f. 5251,
5252 + 5253
5253 Fuel oil viscosity engine inlet
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
P B Activating of alarm system
6181 Air intake pressure, absolute engine room
PI A
7109 Charge air pressure engine inlet
PI A
7201 Charge air temperature engine inlet
TAH OA A
m
90
22. Control and monitoring system
List of measuring point: Main engine M 43 C all classes
Sensoric
Separate parts
Measur.-point
Monitoring point Abbrev. Action
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
TAHTAHH
OAAD
A
8221 Exhaust temperature after turbocharger
TAHTAHH
OAAD
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 OAMS
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/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
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22. Control and monitoring system
List of measuring point: Main engine M 43 C all classes
Sensoric
Separate parts
Measur.-point
Monitoring point Abbrev. Action
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
OA B Dependent from system
9771 Preheater freshwater, voltage failure
OA B Dependent from system
9775 Preheater fuel oil, voltage failure
OA B Dependent from system
AbbreviationsB = Binary sensor AD = Autom. speed/load reductionA = Analogue sensor MS = Autom. engine stopOA = Visual and audible alarm
GI = Position indication QA = Measurement alarmLAH = Level alarm high QAH = Measurement alarm highLAL = Level alarm low S = SpeedNI = Speed indication TAH = Temperature alarm highP = Pressure TAHH = Temperature alarm high highPAL = Pressure alarm low TAL = Temperature alarm lowPALL = Pressure alarm low low TI = Temperature indicationPDI = Pressure difference indication V = ViscosityPDAH = Pressure difference alarm high VAH = Viscosity alarm highPDAL = Pressure difference alarm low VAL = Viscosity alarm lowPI = Pressure indication
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92
22. Control and monitoring system
XX
X
XX
XX
XX
(X)
X(X
)
XX
XX
X
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XX
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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
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XX X
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Loca
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Stan
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Lube
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96 x
96
Local and remote indicators
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93
22. Control and monitoring system
Remote indication interfacing
* not Caterpillar Motoren supply
Remote indicatoroption
Turbochargerspeedoption
Remote indicatorengine speed
option
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94
22. Control and monitoring system
Protection system Version = unattended engine room seagoing vessel
Operating voltage: 24 V DCType of protection: IP 55 for wall-mounting type housing
IP 20 for 19" subrack type
Protection against false polarity and transient protection provided.
Designed for: 4 starting interlock inputs6 automatic stop inputs6 automatic reduction inputs4 manual stop inputs
The input and output devices are monitored for wire break.
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95
22. Control and monitoring system
Protection system
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96
22. Control and monitoring system
Rpm switch system Operating voltage: 24 V DCType of protection:IP 55 for wall-mounting type housingIP 20 for 19" subrack type
Designed for:8 rpm switching pointsAnalogue outputs for speed:2 x 0-10 V, 2 x 4-20 mA, 2 x frequencyAnalogue outputs for fuel rack position:0 - 10 V, 2 x 4-20 mA plus 2 binary outputs
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22. Control and monitoring system
Rpm switch system
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98
23. Diagnostic system DICARE
DICARE is an efficient expert system which collects permanently the actual operating data of the en-gine, scales them to ISO condition, compares them with the nominal values and evaluates all detecteddeviations from these nominal values. Out of this comparison a printable diagnosis results which easecondition based maintenace considerably.
The sensor equipment of the engine laid out for the "on-line operation" with analogue transmitters viaa data converter feeds the PC with measured data on-line for evaluation and storing. Due to the auto-matically established history files trends can be made visible.
Benefits of DICARE:
• Early detection of wear.• Optimum operating condition due to clearly laid out display of deviating engines parameters.• Reduction of maintenance cost due to recognition of trends.• Longer service life of components due to display of comparison of actual vs. desired values.• Information about the engine condition by means of remote access possibilities.• Allows personnel and material planning by early, condition-based recognition of contamination or
wear.
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23. Diagnostic system DICARE
Transmitter for DICARE ON-LINE M 43 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
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100
24. 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
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25. Standard acceptance test run
In addition to that the following functional tests will be carried out:
- governor test- overspeed test- emergency shut-down via minimum oil pressure- start/stop via central engine control- starting trials up to a minimum air pressure of 10 bar- measurement of crank web deflection (cold/warm condition)
After the acceptance main running gear, camshaft drive and timing gear train will be inspectedthrough the opened covers. Individual inspection of special engine components such as piston orbearings is not intended, because such inspections are carried out by the classification societies atintervals on series engines.
Engine movement due to vibration referred to the global vibration characteristics of the engine:
The basis for assessing vibration severity are the guidelines ISO 10816-6.
According to these guidline the MaK engine will be assigned to vibration severity grade 28, class 5. Onthe engine block the following values will not be exceeded:
Displacement Seff < 0.448 mm f > 2 Hz < 10 HzVibration velocity Veff < 28.2 mm/s f > 10 Hz < 250 HzVibration acceleration aeff < 44.2 m/s2 f > 250 Hz < 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. Afterreaching steady state condition of pressures and temperatures these will be recorded and registeredacc. to the form sheet of the acceptance test certificate:
Load [%] Duration [min]
50 30
85 30
100 60
110 30
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102
26. 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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103
27. 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 is re-quired!
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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104
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 is re-quired!
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 is re-quired!
Appearance of the engine:- Surfaces mostly painted with varnish.
27. Painting/Preservation
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105
28. Lifting of engines
For the purpose of transport the engine is equipped with a lifting device which shall remain the prop-erty of Caterpillar Motoren. It has to be returned in a useable condition free of charge.
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106
29. Engine parts
Cylinder head, Weight 1100 kg
Connecting rod, Weight 558 kg Piston, Weight 214 kg
Cylinder liner, Weight 709 kg
Subject to change without notice.Leaflet No. 235 · 09.05 · 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
Caterpillar MarinePower SystemsNeumühlen 922763 Hamburg/Germany
Phone: +49 40 2380-3000Telefax: +49 40 2380-3535