M 25. Project Guide Propulsion. Excellence on Board

Transcription

1 M 25 Project Guide Propulsion Excellence on Board

2 Introduction Information for the user of this project guide The project information contained in the following is not binding, since technical data of products may especially change due to product development and customer requests. Caterpillar Motoren reserves the right to modify and amend data at any time. Any liability for accuracy of information provided herein is excluded. Binding determination of data is made by means of the Technical Specification and such other agreements as may be entered into in connection with the order. 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 September 2002 are - Uprating to 317/330 kw/cyl. - Technical data revised - DICARE revised All rights reserved. Reproduction or copying only with our prior written consent. Caterpillar Motoren GmbH & Co. KG P. O. Box, D Kiel Germany Phone Telefax Issue April 2004

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4 Contents Page 1. Engine description General data and outputs Restrictions for low load operation 5 4. Propeller operation Technical data Engine dimensions Space requirement for dismantling of charge air cooler and turbocharger cartridge Maintenance platform System connections Fuel oil system Lubricating oil system Cooling water system Reference values for flow velocities in pipes Flow velocities in pipes Starting air system Combustion air system Exhaust system Air borne sound power level Foundation Resilient mounting Power transmission Data for torsional vibration calculation Control and monitoring system Diagnostic system DICARE Diesel engine management system DIMOS Standard acceptance test run EIAPP certificate Painting/Preservation Lifting of engines Engine parts 107

5 1. Engine description The M 25 is a four stroke diesel engine, non-reversible, turbocharged and intercooled with direct fuel injection. In-line engine M 25 Cylinder configuration: 6, 8, 9 in-line Bore: 255 mm Stroke: 400 mm Stroke/Bore-Ratio: 1,57 Swept volume: 20,4 l/cyl. Output/cyl.: kw BMEP: 25,8 bar Revolutions: 720/750 rpm Mean piston speed: 9,6/10,0 m/s Turbocharging: pulse pressure Direction of rotation: clockwise, option: counter-clockwise 1

6 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 RMK piece dry engine block made of nodular cast iron. It incorporates the crankshaft bearing, camshaft bearing, charge air receiver, vibration damper housing and gear drive housing. - Underslung crankshaft with corrosion resistant main and big end bearing shells. - Natural hardened liners, centrifugally casted, with calibration insert. - Composite type pistons with steel crown and nodular cast iron skirt. - Piston ring set consisting of 2 chromium plated compression rings, first ring with chrom-ceramic layer and 1 chromium plated oil scraper ring. All ring grooves are hardened and located in the steel crown. - 2-piece connecting rod, fully machined, obliquely split with serrated joint. - Cylinder head made of nodular cast iron with 2 inlet and 2 exhaust valves with valve rotators. Direct cooled exhaust valve seats. - Camshaft made of sections per cylinder allowing a removal of the pieces sideways. - Turbocharger 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 with engine lubricating oil. 2

7 2. General data and outputs Engine 720/750 rpm kw 6 M / M / M /2970 The maximum fuel rack position is mechanically limited to 100 % output for CPP applications. Limitation of 110 % for gensets and DE applications. Output definition The maximum continuous rating (locked output) stated by Caterpillar Motoren refers to the following reference conditions according to "IACS" (International Association of Classification Societies) for main and auxiliary engines: Reference conditions according to IACS (tropical conditions): air pressure 100 kpa (1 bar) air temperature 318 K (45 C) relative humidity 60 % seawater temperature 305 K (32 C) 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 kj/kg tolerance 5 % Specification of the fuel consumption data without fitted-on pumps; for each pump fitted on an additional consumption of 1 % has to be calculated. Increased consumption under tropical conditions 3 g/kwh Lubricating oil consumption Actual data can be taken from the technical data. 3

8 2. General data and outputs Nitrogen oxide emissions (NO x -values) NO x -limit values according IMO-regulations: 12,1 g/kwh (n = 720 rpm) 12,0 g/kwh (n = 750 rpm) The NO x value will remain below the IMO limit. Emergency operation without turbocharger Emergency operation is permissible only with MDO and up to approx. 20 % of the MCR. General installation aspect: Inclination 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 4

9 3. Restrictions for low load operation The engine can be started, stopped and run on heavy fuel oil under all operating conditions. The HFO system of the engine remains in operation and keeps the HFO at injection viscosity. The temperature of the engine injection system is maintained by circulating hot HFO and heat losses are compensated. The lube oil treatment system (lube oil separator) remains in operation, the lube oil is separated continuously. 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 PE % h 2 1 h 30 min 15 min 0 Cleaning run after partial load operation Load increase period approx. 15 min HFO-operation Restricted HFO-operation 1 h h 5

10 4. Propeller operation Required fixed pitch propeller layout I. Speed range for continuous operation This speed range must not be exceeded for long-term operating conditions. II. Speed range for short-time operation Permitted for a short time only, e.g. during acceleration and manoeuvring (torque limitation) Fixed-pitch propeller design Sea going vessel (fully loaded) Inland waterway vessels (fully loaded) Speed increase (grey area) Max. output at 100 % rated speed: max. 85 % for seaships max. 100 % for towing ships at bollard pull max. 95 % for inland waterway vessels max. 90 % for push boats The speed is blocked always at 100 % of rated speed. If required 103 % of rated speed are permissible at continuous operation. During the yard trial trip the engine speed may be increased to max. 106 % of the rated speed for max. 1 h, if required. 6

11 4. Propeller operation Recommendation for c. p. propeller The design area for the combinator has to be on the right-hand side of the theoretical propeller curve and 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 overload protection device. Binding data (depending on the type of vessel, rated output, speed and the turbocharging system) will be established upon order processing. 110% Normal acceleration time 100% MCR 100 % 90% 80% POWER LIMIT CURVE FOR OVERLOAD PROTECTION 70 % n = const 100 % rpm 10 % t 70% A B Engine output [%] 60% 50% 40% RECOMMENDED COMBINATOR CURVE MCR 100 % 70 % n = combinator 30% 10 % t 20% C n = 70 % rpm n = 97 % rpm D n = 100 % rpm 10% Droop 0% 50% 60% 70% 80% 90% 100% 110% Engine speed [%] 103% A (sec) B (sec) C (sec) D (sec) 6, 8, 9 M

12 4. Propeller operation Acceleration time (minimum) Engine FPP CPP & Voith Equipment Smoke min. speed [%] RR- Gear FPP speed = const. combinator M visible 8 M 25 * visible visible 9 M visible visible remarks: acceleration time in seconds, Tol.: ± 5 sec, engine warm in operating conditions * preliminary values 01 = standard engine 02 = engine with charge air pressure controlled fuel limiter tugs only visible 8

13 5. Technical data Cylinder Performance data Maximum continous rating acc. ISO 3046/1 kw Speed 1/min Minimum speed 1/min Brake mean effektive pressure bar 25,8 25,8 25,8 Charge air pressure bar 3,1 3,2 3 3,2 3,2 3,2 Compression pressure bar Firing pressure bar Combustion air demand (ta = 20 C) m 3 /h Delivery/injection timing v. OT 11,0/8 11,0/8 11,0/8 Exhaust gas temperature after cylinder/turbine C 360/ / / / /320 Specific fuel oil consumption Propeller/n = const 1) 100 % 85 % 75 % 50 % 2) Lubricating oil consumption g/kwh g/kwh g/kwh g/kwh / / / / / / / / /193 g/kwh 0,6 0,6 0,6 Turbocharger type HPR6000 HPR6000 HPR6000 Fuel Engine driven booster pump m 3 /h/bar 2,1/5 2,9/5 2,9/5 Stand-by booster pump m 3 /h/bar 1,5/6 2,7/5 2,7/5 2,8/5 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 m 3 /h/bar 89/10 93/10 89/10 93/10 89/10 93/10 Independent pump m 3 /h/bar 40/10 55/10 60/10 Working pressure on engine inlet bar Engine driven suction pump m 3 /h/bar 107/3 112/3 107/3 112/3 107/3 112/3 Independent suction pump m 3 /h/bar 57/3 70/3 70/3 Priming pump pressure m 3 /h/bar 6,6/8/5 10/13/5 10/13/5 Sump tank content m 3 2,6 2,7 3,4 3,6 3,4 3,6 Temperature at engine inlet C Temperature controller NB mm Double filter NB mm Mesh size double filter mm 0,08 0,08 0,08 Mesh size automatic filter mm 0,03 0,03 0,03 9

14 5. Technical data Cylinder Fresh water cooling Engine content m 3 0,4 0,5 0,6 Pressure at engine inlet min/max bar 2,5/6,0 2,5/6,0 2,5/6,0 Header tank capacity m 3 0,2 0,25 0,3 Temperature at engine outlet C Two circuit system Engine driven pump HT m 3 /h/bar 40/3,7 55/3,5 60/3,7 Independent pump HT m 3 /h/bar 40/3,0 55/3,0 60/3,0 HT-Controller NB mm Water demand LT-charge air cooler m 3 /h Temperature at LT-charge air cooler inlet C Heat Dissipation Specific jacket water heat kj/kwh Specific lub. oil heat kj/kwh Lub. oil cooler MJ/h Jacket water MJ/h Charge air cooler (HT-Stage) 3) MJ/h Charge air cooler (LT-Stage) 3) MJ/h (HT-Stage after engine) Heat radiation engine MJ/h Exhaust gas Silencer/spark arrester NB 25 dba mm NB 35 dba mm Pipe diameter NB after turbine mm Maximum exhaust gas pressure drop bar 0,03 0,03 0,03 Starting air Starting air pressure max. bar Minimum starting air pressure bar Air consumption per Start 4) Nm 3 0,8 0,8 0,8 1) 2) 3) 4) Reference conditions: LCV = kj/kg, ambient temperature 25 C charge air temperature 45 C, tolerance 5 %, + 1 % for each engine driven pump Standard value, tolerance + 0,3 g/kwh, related on full load Charge air heat based on 45 C ambient temperature Preheated engine 10

15 6. Engine dimensions Turbocharger at driving end Engine Type Dry weight Dimensions [mm] with flywheel A C D E F G H J K L M N 0 P R S S' T [t] 6 M M M Removal of: Piston in transverse direction X1 = mm in longitudinal direction X2 = mm Cylinder Liner in transverse direction Y1 = mm in longitudinal direction Y2 = mm Reduced removal height Piston and Liner: 2300 mm Special tool for liner removal in transverse direction necessary and according to lifting device arrangement. Engine centre distance 6, 8, 9 Cyl mm (2 engines side by side) 11

16 6. Engine dimensions Turbocharger at free end Engine Type Dimension [mm] A C E M N 0 P T 6 M M M

17 6. Engine dimensions 6 M 25, Turbocharger at driving end 13

18 6. Engine dimensions 8 M 25, Turbocharger at driving end 14

19 6. Engine dimensions 9 M 25, Turbocharger at driving end 15

20 6. Engine dimensions 6 M 25, Turbocharger at free end 16

21 6. Engine dimensions 8 M 25, Turbocharger at free end 17

22 6. Engine dimensions 9 M 25, Turbocharger at free end 18

23 7. Space requirement for dismantling of charge air cooler and turbocharger cartridge Dimensions [mm] Weight X Y A B C kg 6 M /9 M Charge air cooler cleaning Cleaning is carried out with charge air cooler dismantled. A container to receive the cooler and cleaning liquid is to be supplied by the yard. Intensive cleaning is achieved by using ultra sonic vibrators. Not Caterpillar Motoren supply Maintenance Space P = min R = min. 750 Turbocharger Removal/Maintenance Caterpillar Motoren recommends providing right above the center of the turbocharger a lifting rail with a travelling trolley to which a lifting gear can be attached in order to carry out the work on the turbocharger according to the maintenance schedule. Weights M 25 Turbocharger Turbocharger, compl. Silencer Compressor housing Turbine inlet housing Exhaustgas elbow Cartridge Bearing housing Rotor 563 kg 63 kg 136 kg 125 kg 68 kg 150 kg 100 kg 32 kg 19

24 8. Maintenance platform The platform, located at the control side of the engine including stairs and ladder, is normally designed and manufactured by the shipyard. As an option Caterpillar Motoren can supply a platform for rigidly mounted engines. For resiliently mounted engines a separate platform, that has to be adapted to local conditions, is strongly recommended. 20

25 9. System connections C14 Charge Air Cooler LT, Inlet DN 65 C15 Charge Air Cooler LT, Outlet DN 65 C17 Charge Air Cooler HT, Outlet DN 65 C21 Freshwater Pump HT, Inlet DN 80 C22 Freshwater Pump LT, Inlet DN 80 C23 Freshwater Stand-by Pump HT, DN 65 Inlet C28 Freshwater Pump LT, Outlet DN 65 C46a Luboil Stand-by Pump, DN 125 Suction Side C51 Luboil Force Pump, Inlet DN 125 C53 Luboil Discharge DN 200 C55c Connection Flushing Pipe DN 50 Automatic Filter C58 Luboil Force Pump, Outlet DN 100 C59 Luboil Inlet, Duplex Filter DN 80 C60 Separator Connection, Suction Side G 1 1/2" C60 Separator Connection, Delivery Side G 1 1/2" C73 Fuel Inlet, Engine Fitted Pump DN 32 C75 Connection, Fuel Oil Stand-by Pump DN 32 C78 Fuel, Outlet DN 32 C86 Crankcase Ventilation DN 40 C91 Crankcase Ventilation DN 80 C91a Exhaust Gas Outlet 6 M 25 DN 500 8/9 M 25 DN

26 10. Fuel oil system Gas oil/mdo operation Two fuel product groups are permitted for MaK engines: Pure distillates: Distillate/mixed fuels: Gas oil, marine gas oils, diesel fuel Marine diesel oil (MDO), marine diesel fuel (MDF), diesel fuel oil. The difference between distillate/mixed fuels and pure distillates are higher density, sulphur content and viscosity. Gas oil Marine diesel oil 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 ASTM D No. 1 D No. 2 D 2,4 4,1 No. 2 D No. 4 D 4,1 24,0 EN 590 EN 590 2,0-4,5 Max. injection viscosity 12 cst (2 E) Strainer (separate) DF 2: Mesh size 0.32 mm, dimensions see HFO-system Preheater (separate) DH 1: Heating capacity Q [kw] = P eng. [kw] 166 Not required with: - Gas oil < 7 cst/40 C - Heated day tank 22

27 10. Fuel oil system Gas oil/mdo operation Feed pump (fitted) DP 1: Feed pump (separate) DP 2: Capacity see technical data Capacity see technical data Screw type pump with mechanical seal. Installation vertical or horizontal. Delivery head 5 bar. Pressure regulating valve (fitted) DR 2 Fine filter (fitted) DF 1: Separator DS 1: Duplex filter, mesh size see technical data. Recommended for gas oil Required for MDO The utilisation must be in accordance with the makers official recommendation (details from the head office).. 22 V N [l/h] = f P eng. [kw] Admission f [%] Gas oil 80 MDO 65 Separation temperature [ C] 55 Preheater for separator DH 2: Designed for 50 C temperature rise Q [kw] = 6,0 P eng. [kw]

28 10. Fuel oil system Gas oil / MDO operation General notes: For location, dimensions and design (e. g. flexible connection) of the connecting 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 pump DF2 Fuel primary filter (duplex filter) KT1 Drip fuel tank DF3 Fuel coarse filter FQ1 Flow quantity indicator DH1 Diesel oil preheater LI Level indicator DH2 Electrical preheater for diesel oil (separator) LSH Level switch high DP1 Diesel oil feed pump LSL Level switch low DP2 Diesel oil stand-by feed pump PDI Diff. pressure indicator DP3 Diesel oil transfer pump (to day tank) PDSH Diff. pressure switch high DP5 Diesel oil transfer pump (separator) PI Pressure indicator DR2 Fuel pressure regulating valve PSL Pressure switch low DS1 Diesel oil separator PT Pressure transmitter DT1 Diesel oil day tank TI Temperature indicator DT4 Diesel oil storage tank TT Temperature transmitter (PT 100) Connecting points: C73 Fuel inlet, to engine fitted pump C80 Drip fuel C75 Connection, stand-by pump C81 Drip fuel C78 Fuel outlet C81b Drip fuel 24 Notes: p Free outlet required s Please refer to the measuring point list regarding design of the monitoring devices

29 10. Fuel oil system Heavy fuel operation Requirements for residual fuels for diesel engines (as bunkered) Designation: CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC A 10 B 10 C 10 D 15 E 25 F 25 G 35 H 35 K 35 H 45 K 45 H 55 K 55 Related to ISO8217 (96):F- RMA10 RMB10 RMC10 RMD15 RME25 RMF25 RMG35 RMH35 RMK35 RMH45 RMK45 RMH55 RMK55 Characteristic Dim. Limit Density at 15 C kg/m 3 max 950 2) 975 3) 980 4) max Kin. viscosity at 100 C cst 1) min 6 5) 15 5) Flash point C min Pour point (winter) (summer) C max Carbon Residue (Conradson) % (m/m) max 12 6) Ash % (m/m) max ) ) ) Total sedim, after ageing % (m/m) max Water % (V/V max Sulphur % (m/m) max Vanadium mg/kg max Aluminium + Silicon mg/kg max ) An indication of the approximate equivalents in kinematic viscosity at 50 C and Redw. I sec. 100 F is given below: Kinematic viscosity at 100 C mm 2 /s (cst) Kinematic viscosity at 50 C mm 2 /s (cst) Kinematic viscosity at 100 F Redw. I sec ) ISO: 975 3) ISO: 981 4) ISO: 985 5) ISO: not limited 6) ISO: Carbon Residue 10 7) ISO:

30 10. Fuel oil system Heavy fuel operation Viscosity/temperature diagram 26

31 10. Fuel oil system Heavy fuel operation Minimum requirements for storage, treatment and supply systems Bunker tanks: Settling tanks: In order to avoid severe operational problems due to incompatibility, each bunkering must be made in a separate storage tank. In order to ensure a sufficient settling effect, the following settling tank designs are permissible: - 2 settling tanks, each with a capacity sufficient for 24 hours full load operation of all consumers - 1 settling tank with a capacity sufficient for 36 hours full load operation of all consumers and automatic filling - Settling tank temperature C Guide values for temperatures Fuel viscosity cst/50 C Settling tank temperature [ C] > > Day tank: Two day tanks are required. The day tank capacity must cover at least 4 hours/max. 24 hours full load operation of all consumers. An overflow system into the settling tanks and sufficient insulation are required. Guide values for temperatures Fuel viscosity cst/50 C Tank temperature [ C] >

32 10. Fuel oil system Heavy fuel operation Separators: Caterpillar Motoren recommends to install two self-cleaning separators. Design parameters as per supplier recommendation. Separation temperature 98 C! Maker and type are to be advised to Caterpillar Motoren. If only one separator is installed, a change-over to MDO/gas oil must take place in the event of a disturbance. Fuel viscosity cst/50 C Guide values for the layout Max. separator admission [%] Separating temperature [ C] Use of homogenizers in the heavy fuel system: Caterpillar Motoren does not require the use of a homogenizer. A homogenizer arranged before separator will cause the particles contained in the fuel to be pulverized to a size of 3-5 µm. Particles of this size cannot be reliably separated any more. This means that the main function of the separator (removal of water and solid matter) would be severely affected. Therefore Caterpillar Motoren rejects the use of a homogenizer before separators in the fuel system. The installation of a homogenizer is acceptable to Caterpillar Motoren only directly before the engine. 28

33 10. Fuel oil system Heavy fuel operation Supply system (Separate components): Strainer HF 2: A closed pressurized system between daytank and engine is required as well as the installation of an automatic backflushing filter with a mesh size of 10 µm (absolute). Mesh size 0,32 mm Output [kw] DN H1 H2 W D mm < < < > Booster pumps HP 1/HP 2: Screw type pump with mechanical seal. Installation vertical or horizontal. Delivery head 5 bar. Capacity. P V [m 3 /h] = 0,4. eng. [kw]

34 10. Fuel oil system Heavy fuel operation Pressure regulating valve HR 1: Controls the pressure at the engine inlet, approx. 4 bar. Engine outputs < = 3000 kw > 3000 kw Self cleaning filter HF 4: Mesh size 10 µm sphere passing mesh, type 6.60, make Boll & Kirch*, DN 50, without by-pass filter. * In case of Caterpillar Motoren supply. Dismantling of sieve 300 mm 30

35 10. Fuel oil system Heavy fuel operation Mixing tank (without insulation) HT 2: Vent Inlet from pressure pump Outlet to engine From engine Engine output Volume Dimensions [mm] Weight [kw] [l] A D E [kg] < < > Circulating pumps HP 3/HP 4: Final preheater HH 1/HH 2: Design see pressure pumps. Capacity. P V [m 3 /h] = 0,7. eng. [kw] 1000 Heating media: - Electric current (max. surface power density 1.1 W/cm 2 ) - Steam - Thermal oil Viscosimeter HR 2: Temperature at engine inlet max 150 C. Controls the injection viscosity to cst. Fine filter (fitted) HF 1: - Mesh size 34 µm - Without heating - Differential pressure indication and alarm contact fitted Fuel Cooler DH 3: Necessary for heat dissipation under diesel oil operation with low viscosity (< 10 cst/40 C). The injection pumps are supplying the fuel oil with heat, which is not carried off sufficiently by the recirculation. In MDO-systems the cooling can be carried out via the day tank. 31

36 10. Fuel oil system Heavy fuel operation - Peak pressures max. 16 bar Accessories and fittings: DH3 Gas oil/mdo cooler HT1 Heavy fuel day tank DT1 Diesel oil day tank HT2 Mixing tank HF1 Fuel fine filter (duplex filter) HT5 Settling tank I HF2 Fuel primary filter HT6 Settling tank II HF3 Fuel coarse filter KP1 Fuel injection pump HF4 Self cleaning fuel filter KT2 Sludge tank HH1 Heavy fuel final preheater FQ1 Flow quantity indicator HH2 Stand-by final preheater LI Level indicator HH3 Heavy fuel preheater LSH Level switch high HH4 Heating coil LSL Level switch low HP1 Fuel pressure pump PDI Diff. pressure indicator HP2 Fuel stand-by pressure pump PDSH Diff. pressure switch high HP3 Fuel circulating Pump PDSL Diff. pressure switch low HP4 Fuel stand-by circulating Pump PI Pressure indicator HP5 Heavy fuel transfer pump (separator) PT Pressure transmitter HP6 Stand-by transfer pump (separator) TI Temperature indicator HR1 Fuel pressure regulating valve TT Temperature transmitter (PT 100) HR2 Viscometer VI Viscosity indicator HS1 Heavy fuel separator I VSH Viscosity Control switch high HS2 Heavy fuel separator II VSL Viscosity Control switch low 32 General notes: For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing. Valve fittings with loose cone are not accepted in the admission and return lines. Notes: ff Flow verlocity in circuit system < 0,5 m/s p Free outlet required s Please refer to the measuring point list regarding design of the monitoring devices u From diesel oil separator or diesel oil transfer pump All heavy fuel pipes have to be insulated heated pipe Connecting points: C76 Inlet duplex filter C78 Fuel outlet C80 Drip fuel C81 Drip fuel C81b Drip fuel

37 10. Fuel oil system Heavy fuel operation Heavy fuel oil supply- and booster standard module (Pressurized System), up to IFO 700 for steam and thermaloil heating, up to IFO 180 for electr. heating Technical specification of the main components: 1. Primary filter 1 pc. Duplex strainer 540 microns 2. Fuel pressure pumps, vertical installation 2 pcs. Screw pumps with mechanical seal 3. Pressure regulating system 1 pc. Pressure regulating valve 4. Self cleaning fine filter 1 pc. Automatic self cleaning fine filter 10 microns absolut (without by-pass filter) 5. Consumption measuring system 1 pc. Flowmeter with local totalizer 6. Mixing tank with accessories 1 pc. Pressure mixing tank approx. 49 l volume up to 4,000 kw approx. 99 l volume from 4,001-20,000 kw (with quick-closing valve) 7. Circulating pumps, vertical installation 2 pcs. Screw pumps with mechanical seal 8. Final preheater 2 pcs. Shell and tube heat exchangers each 100 % (saturated 7 bar or thermal oil 180 C) each 100 % electrical 33

38 10. Fuel oil system Heavy fuel operation 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 starters Pressure pump starters with stand-by automatic Circulating pump starters with stand-by automatic PI-controller for viscosity controlling Starter for the viscosimeter Analog output signal 4-20 ma for viscosity Alarms Pressure pump stand-by start Low level in the mixing tank Circulating pump stand-by start Self cleaning fine filter pollution Viscosity alarm high/low The alarms with potential free contacts Alarm cabinet with alarms to engine control room and connection possibility for remote start/stop and indicating lamp of fuel pressure and circulating pumps Performance and materials: The whole module is tubed and cabled up to the terminal strips in the electric switch boxes which are installed on the module. All necessary components like valves, pressure switches, thermometers, gauges etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermaloil or electrical) where necessary. The module will be tested hydrostatical and functional in the workshop without heating. 34 Steam Thermal oil Electric Steam Thermal oil Electric Steam Thermal oil Electric For power in kw up to (50/60 Hz) 2400/ / / / / /9600 Length in mm Width in mm Height in mm Weight (approx.) in kg

39 10. Fuel oil system Heavy fuel operation - Peak pressures max. 16 bar Accessories and fittings: DH3 Gas oil/mdo cooler HT1 Heavy fuel day tank DT1 Diesel oil day tank HT2 Mixing tank HF1 Fuel fine filter (duplex filter) HT5 Settling tank I HF2 Fuel primary filter HT6 Settling tank II HF3 Fuel coarse filter HT8 Compensation damping tank HF4 Self cleaning fuel filter KP1 Fuel injection pump HH1 Heavy fuel final preheater KT2 Sludge tank HH2 Stand-by final preheater FQ1 Flow quantity indicator HH3 Heavy fuel preheater LI Level indicator HH4 Heating coil LSH Level switch high HP1 Fuel pressure pump LSL Level switch low HP2 Fuel stand-by pressure pump PDI Diff. pressure indicator HP3 Fuel circulating pump PDSH Diff. pressure switch high HP4 Fuel stand-by circulating pump PDSL Diff. pressure switch low HP5 Heavy fuel transfer pump (separator) PI Pressure indicator HP6 Stand-by transfer pump (separator) PT Pressure transmitter HR1 Fuel pressure regulating valve TI Temperature indicator HR2 Viscometer TT Temperature transmitter (PT 100) HS1 Heavy fuel separator I VI Viscosity indicator HS2 Heavy fuel separator II VSH Viscosity Control switch high VSL Viscosity Control switch low General notes: For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing. Valve fittings with loose cone are not accepted in the admission and return lines. Notes: ff Flow verlocity in circuit system < 0,5 m/s p Free outlet required s Please refer to the measuring point list regarding design of the monitoring devices u From diesel oil separator or diesel oil transfer pump All heavy fuel pipes have to be insulated heated pipe Connecting points: C76 Inlet duplex filter C78 Fuel outlet C80 Drip fuel C81 Drip fuel C81b Drip fuel 35

40 11. Lubricating oil system Lube oil quality The viscosity class SAE 40 is required. Wear and tear and thus the service life of the engine depend on the lube oil quality. Therefore high requirements are made for lubricants: Constant uniform distribution of the additives at all operating conditions. Perfect cleaning (detergent effect) and dispersing power, prevention of deposits from the combustion process in the engine. Sufficient alkalinity in order to neutralize acid combustion residues. The TBN (total base number) must be between 30 and 40 KOH/g at HFO operation. For MDO operation the TBN is depending on sulphur content. Manufacturer Diesel oil/marinediesel oil operation AGIP DIESEL SIGMA S CLADIUM 120 BP ENERGOL DS VANELLUS C 3 CALTEX DELO 1000 MARINE DELO 2000 MARINE CASTROL MARINE MLC MXD 154 TLX 204 TOTAL HMA SUPER X 420 X HMA SUPER X 430 X PRESLIA 68 RUBIA FP X HMA SUPER X 440 X AZOLLA ZS 68 I Approved in operation II Permitted for controlled use When these lube oils are used, Caterpillar Motoren must be informed because at the moment there is insufficient experience available for 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. 36 I II HFO operation I II Hydraulic governor X X X X X X X CLADIUM 300 CLADIUM 400 ENERGOL IC-HFX 304 ENERGOL IC-HFX 404 DELO 3000 MARINE DELO 3400 MARINE TLX 304 TLX 404 X X X X X X X X OSO 68 OTE 68 ENERGOL HLP 68 ENERGOL THB 68 RANDO HD 68 REGAL R & O 68 PERFECTO T 68 HYSPIN AWH-M 68 X X CEPSA KORAL 1540 X HD TURBINAS 68 CHEVRON DELO 1000 MARINE OIL X DELO 3000 MARINE OIL X EP HYDRAULIK OIL 68 DELO 2000 MARINE OIL X DELO 3400 MARINE OIL X OC TURBINE OIL 68 ELF DISOLA M 4015 AURELIA 4030 ESSO EXXMAR 12 TP EXXMAR CM+ ESSOLUBE X 301 MOBIL MOBILGARD 412 MOBILGARD ADL MOBILGARD 430 MOBILGARD 1-SHC 1) SHELL TEXACO GADINIA SIRIUS FB ARGINA S ARGINA T TARO 16 XD TARO 12 XD TARO 20 DP X X X X X X X X X X X X X X X X AURELIA 4030 AURELIA XT 4040 EXXMAR 30 TP EXXMAR 40 TP EXXMAR 30 TP PLUS EXXMAR 40 TP PLUS MOBILGARD 430 MOBILGARD 440 ARGINA T ARGINA X TARO 30 DP TARO 40 XL X X X X X X X X X X X X MISOLA H 68 TURBINE T 68 TERESSO 68 TROMAR T D.T.E. OIL HEAVY TELLUS OIL T 68 TURBO OIL T 68 RANDO OIL 68 REGAL OIL 68 R & O

41 11. Lubricating oil system Lube oil quantities/- change intervals: Circulating quantity: approx. 0,8 l/kw output with wet sump design 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 are the limit values as per "MaK Operating Media") an optimum condition can be reached. Force pump (fitted) LP 1: Gear type pump Lub oil stand-by force pump (separate) LP 2: - principle per engine - in case of Caterpillar Motoren supply vertical design only - Prelubrication pressure pump only for inland water way vessel Suction pump (fitted) LP 3: Lub oil stand by suction pump (separate) LP 4: Strainer LF 4: Option for the operation with high level tank - Option for the operation with high level tank - principle per engine - in case of Caterpillar Motoren supply vertical design only - Prelubrication suction pump only for inland water way vessel and multi engine plants Yard supply Mesh size 2-3 mm 37

42 11. Lubricating oil system Self cleaning filter LF 2: Mesh size 30 µm sphere passing mesh, type 6.46, make Boll & Kirch*. Without by-pass filter. Without flushing oil treatment. * In case of Caterpillar Motoren supply. Dismantling of sieve 300 mm Engine Type 6.46 A mm B mm C mm E mm F mm S mm X mm Y mm Weight kg 6 M 25 DN /9 M 25 DN Suction self cleaning filter (fitted) LF 2: (Option) Duplex filter (fitted) LF 1: Mesh size 80 µm Differential pressure indication and alarm contact fitted. Omitted if LF 2 is fitted 38

43 11. Lubricating oil system Cooler (separate) LH 1: Temperature controller (separate) LR 1: Plate type (plates made of stainless steel) P-controller with manual emergency adjustment Dimensions [mm] Weight DN D F G H [kg] 6 M /9 M Discharge to circulating tank: Circulation tank: DN 200 at flywheel or counter flywheel side. Compensator to be supplied by the yard. Volume V [m 3 ] = 1,7 P eng. [kw] 1000 In case of a high level tank max. 2,5 m height above crankshaft. Oil filling approx. 80 % of tank volume. 39

44 11. Lubricating oil system Recommendation for circulating tank design to lube oil force pump from separator oil discharge from engine from automatic filter Stand-by pump suction pipe (not shown) to separator Crankcase ventilation: The location of the ventilation is on top of the engine block near to the turbocharger (see system connections C 91). The vent pipe DN 80 must be equipped with a condensate trap and drain. It has to be arranged separately for each engine. Crankcase pressure max. 150 Pa (15 mm WC). 40

45 11. Lubricating oil system Treatment at gas oil/mdo operation The service life of the lube oil will be extended by by-pass treatment. Centrifuge (Option, fitted on the engine) LS 2: Separator LS 1: Minimum requirement Recommended Design: - Separating temperature C - Quantity to be cleaned three times/day - Utilization 20 % - Self cleaning type Rated capacity V N [l/h] = 0,89 P eng [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 - Utilization 20 % - Self cleaning type Rated capacity V N [l/h] = 1,45 P eng [kw] 41

46 11. Lubricating oil system Gasoil/MDO operation (wet sump) General notes: For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing. The separator (LS1) can be omitted for engine with fitted centrifuge (LS2). Notes: f Drain h Please refer to the measuring point list regarding design of the monitoring devices o See "crancase ventilation installation instructions" 4-A-9570 p Free outlet required * Option Accessories and fittings: LF1 Duplex luboil filter LI Level indicator LF2 Self cleaning luboil filter LSL Level switch low LF4 Suction strainer PDI Diff. pressure indicator LH1 Luboil cooler PDSH Diff. pressure switch high LH2 Luboil preheater PI Pressure indicator LP1 Luboil force pump PSL Pressure switch low LP2 Luboil stand-by force pump PSLL Pressure switch low LP9 Transfer pump (separator) PT Pressure transmitter LR1 Luboil temperature control valve TI Temperature indicator LR2 Oil pressure regulating valve TSHH Temperature switch high LS1 Luboil separator TT Temperature transmitter (PT 100) LS2 Luboil centrifuge LT2 Oil pan Connecting points: C46a Stand-by force pump, suction side C55c Connection flushing pipe automatic filter C58 Force pump, delivery side C59 Luboil inlet, luboil cooler C60 Separator connection, suction side or drain or filling pipe C61 Separator connection, delivery side or from bypass filter C61b Inlet luboil centrifuge C62 Drip oil, duplex filter C91 Crankcase ventilation to stack 42

47 11. Lubricating oil system Gasoil/MDO operation (dry sump) General notes: For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing. Accessories and fittings: LF2 Self cleaning luboil filter LI Level indicator LF4 Suction strainer LSL Level switch low LH1 Luboil cooler PDI Diff. pressure indicator LH2 Luboil preheater PDSH Diff. pressure switch high LP1 Luboil force pump PI Pressure indicator LP2 Luboil stand-by force pump PSL Pressure switch low LP9 Transfer pump (separator) PSLL Pressure switch low LR1 Luboil temperature control valve PT Pressure transmitter LR2 Oil pressure regulating valve TI Temperature indicator LS1 Luboil separator TSHH Temperature switch high LT1 Luboil sump tank TT Temperature transmitter (PT 100) Notes: h Please refer to the measuring point list regarding design of the monitoring devices o See "crancase ventilation installation instructions" 4-A-9570 p Free outlet required y Provide an expansation joint Connecting points: C51 Force pump, suction side C53 Luboil discharge C58 Force pump, delivery side C59 Luboil inlet, luboil cooler C91 Crankcase ventilation to stack 43

48 11. Lubricating oil system Gasoil/MDO operation (high level tank) Notes: d Opening pressure 1,0 bar e Filling pipe f Drain h Please refer to the measuring point list regarding design of the monitoring devices o See "crancase ventilation installation instructions" 4-A-9570 p Free outlet required x Option Accessories and fittings: LF1 Duplex luboil filter LI Level indicator LF2 Self cleaning luboil filter LSH Level switch high LF4 Suction strainer LSL Level switch low LH1 Luboil cooler PDI Diff. pressure indicator LH2 Luboil preheater PDSH Diff. pressure switch high LP1 Luboil force pump PI Pressure indicator LP3 Luboil suction pump PSL Pressure switch low LP5 Preslubrication force pump PSLL Pressure switch low LP7 Preslubricating suction pump PT Pressure transmitter LP9 Transfer pump (separator) TI Temperature indicator LR1 Luboil temperature control valve TSHH Temperature switch high LR2 Oil pressure regulating valve TT Temperature transmitter (PT 100) LS1 Luboil separator LS2 Luboil centrifuge LT21 Luboil sump tank Connecting points: C48 Stand-by suction pump, suction side C51 Force pump, suction side C52 Suction pump, delivery side C58 Force pump, delivery side C59 Luboil inlet, luboil cooler C61b Inlet luboil centrifuge C62 Drip oil, duplex filter C91 Crankcase ventilation to stack General notes: For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing. The separator (LS1) can be omitted for engine with fitted centrifuge (LS2). 44

49 11. Lubricating oil system Gasoil/MDO operation (high level tank) Notes: d Opening pressure 1,0 bar e Filling pipe f Drain h Please refer to the measuring point list regarding design of the monitoring devices i A separator is required for heavy fuel operation o See "crancase ventilation installation instructions" 4-A-9570 p Free outlet required Accessories and fittings: LF1 Duplex luboil filter LI Level indicator LF2 Self cleaning luboil filter LSH Level switch high LF4 Suction strainer LSL Level switch low LH1 Luboil cooler PDI Diff. pressure indicator LH2 Luboil preheater PDSH Diff. pressure switch high LP1 Luboil force pump PI Pressure indicator LP2 Luboil stand-by force pump PSL Pressure switch low LP3 Luboil suction pump PSLL Pressure switch low LP4 Luboil stand-by suction pump PT Pressure transmitter LP5 Preslubrication pump TI Temperature indicator LP9 Transfer pump (separator) TSHH Temperature switch high LR1 Luboil temperature control valve TT Temperature transmitter (PT 100) LR2 Oil pressure regulating valve LS1 Luboil separator LT21 Luboil sump tank Connecting points: C48 Stand-by suction pump, suction side C51 Force pump, suction side C52 Suction pump, delivery side C58 Force pump, delivery side C59 Luboil inlet, luboil cooler C62 Drip oil, duplex filter C91 Crankcase ventilation to stack General notes: For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing. 45

50 12. Cooling water system The heat generated by the engine (cylinder, turbocharger, charge air and lube oil) is to be eliminated by means of treated freshwater acc. to the MaK coolant regulations. The inlet temperature in the LT-circuit is max. 38 C. Two-circuit cooling: with two-stage charge air cooler. LT-cooling water pump (fitted) FP 2: Capacity designed for charge air-and luboil cooler Option: separate HT/LT-pump characteristics Pump manufacturer Pegson Ltd./UK Pump type 80C65T Impeller Ø 205 mm HT-cooling water pump (fitted) FP 1 HT-temperature controller (separate) FR 1: P-controller with manual emergency adjustment (basis). Option: PI-controller with electric drive. (1) Max. engine speed 750 rpm (2) Min. engine speed 450 rpm (CPP) (3) Min. engine speed 225 rpm (FPP) Dimensions [mm] Weight DN D F G H [kg] 6/8/9 M 25 HT 6 M 25 LT* /9 M 25 LT* * Minimum, depending on total cooling water flow 46

51 12. Cooling water system LT-temperature controller (separate) FR 2: Preheater (separate) FH 5/FP 7: P-controller with manual emergency adjustment (basis). Option: PI-controller with electric drive. See charge air thermostat. Consisting of circulating pump (5 m 3 /h), electric heater (18 kw) and switch cabinet. Voltage , frequency 50/60 Hz. Weight 95 kg. Charge-air thermostat (separate) CR 1: PI-controller with electric drive Dimensions [mm] Weight DN A B C D [kg] 6 M /9 M

52 12. Cooling water system HT-cooler (separate) FH 1: Plate type (plates made of titanium), size depending on the total heat to be dissipated. LT-cooler (separate) FH 2: Plate type (plates made of titanium), size depending on the total heat to be dissipated. Header tank FT 1/FT 2: - Arrangement: min. 4 m above crankshaft centre line. - Size acc. to technical engine data, in case of several engines + 25 % volume per engine. - All continuous vents from engine are to be connected. Drain tank with filling pump: Is recommended to collect the treated water when carrying out maintenance work (to be installed by the yard). Electric motor driven pumps: Option for fresh and seawater, vertical design. Rough calculation of power demand for the electric balance. P =. ρ H V 367 η [kw] P - Power [kw] P. M - Power of electr. motor [kw] V - Flow rate [m 3 /h] H - Delivery head [m] ρ - Density [kg/dm 3 ] η - Pump efficiency 0,70 for centrifugal pumps PM = 1,5 P PM = 1,25 P PM = 1,2 P PM = 1,15 P PM = 1,1 P < 1,5 kw 1,5-4 kw 4-7,5 kw > 7,5-40 kw > 40 kw 48

53 12. Cooling water system Heat balance 6 M 25 49

54 12. Cooling water system Heat balance 8 M 25 50

55 12. Cooling water system Heat balance 9 M 25 51

56 12. Cooling water system General notes: For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing. With box cooler not required: - Seawater system (SP1, SP2, SF1, ST1) Temp. - control valve FR3 required, if heat recovery installed. Accessories and fittings: CH1 Charge air cooler HT FT1 Compensation tank HT CH2 Charge air cooler LT FT2 Compensation tank LT CR1 Charge air thermostat LH1 Luboil cooler CR3 Sensor for charge air temperature control valve LH3 Gear luboil cooler DH3 Fuel oil cooler for MDO operation SF1 Seawater filter EC1 Exhaust gas turbocharger SP1 Seawater pump FH1 Freshwater cooler HT * SP2 Seawater stand-by pump FH2 Freshwater cooler LT * ST1 Sea chest FH3 Heat Consumer LI Level indicator FH5 Freshwater preheater LSL Level switch low FP1 Freshwater pump (fitted on engine) HT PI Pressure indicator FP4 Freshwater pump (separate) LT PSL Pressure switch low FP5 Freshwater stand-by pump HT PSLL Pressure switch low FP6 Freshwater stand-by pump LT PT Pressure transmitter FP7 Preheating pump TI Temperature indicator FR1 Temperature control valve HT TSHH Temperature switch high FR2 Temperature control valve LT TT Temperature transmitter (PT 100) FR3 Flow. temperature control valve HT * Classification society requirements have to be taken into account 52 Notes: b Measurement min 2,0 m distance to C17 e Bypass DN 12 f Drain h Please refer to the measuring point list regarding design of the monitoring devices For temp. control valve P-type FR1, FR2, FR3 alternative PI-type possible Connecting points: C14 Charge air cooler LT, inlet C15 Charge air cooler LT, outlet C17 Charge air cooler HT, outlet C21 Freshwater pump HT, inlet C23 Stand-by pump HT, inlet C37 Vent

57 12. Cooling water system General notes: For location, dimensions and design (e. g. flexible connection) of the connecting points see engine installation drawing. With box cooler not required: - Seawater system (SP1, SP2, SF1, ST1) Accessories and fittings: CH1 Charge air cooler HT FT1 Compensation tank HT CH2 Charge air cooler LT LH1 Luboil cooler CR1 Charge air thermostat LH3 Gear luboil cooler CR3 Sensor for charge air temperature control valve SF1 Seawater filter EC1 Exhaust gas turbocharger SP1 Seawater pump FH1 Freshwater cooler HT * SP2 Seawater stand-by pump FH3 Heat Consumer ST1 Sea chest FH5 Freshwater preheater LI Level indicator FP1 Freshwater pump (fitted on engine) HT LSL Level switch low FP2 Freshwater pump (fitted on engine) LT PI Pressure indicator FP5 Freshwater stand-by pump HT PSL Pressure switch low FP6 Freshwater stand-by pump LT PSLL Pressure switch low FP7 Preheating pump PT Pressure transmitter FR1 Temperature control valve HT TI Temperature indicator FR2 Temperature control valve LT TSHH Temperature switch high TT Temperature transmitter (PT 100) * Classification society requirements have to be taken into account Notes: b Measurement min 2,0 m distance to C17 e Bypass DN 12 f Drain h Please refer to the measuring point list regarding design of the monitoring devices Connecting points: C14 Charge air cooler LT, inlet C15 Charge air cooler LT, outlet C17 Charge air cooler HT, outlet C21 Freshwater pump HT, inlet C23 Stand-by pump HT, inlet C28 Freshwater pump LT, outlet C37 Vent 53

58 13. Reference values for flow velocities in pipes Medium Pressure pipe [m/s] Suction pipe [m/s] Pipe material Treated fresh cooling water 2,0-3,0 2,0-3,0 Steel Lube oil 1,5-2,5 0,5-1,0 Steel Diesel oil 1,5-2,5 0,5-1,0 Steel Heavy fuel oil 1,0-1,5 1) 0,5-0,8 Steel 1,0-1,5 Steel galvanized Sea water 1,8-2,2 CuZn20 AL (SoMs76) 1,0-1,5 1,8-2,5 CuNi10Fe 2,4-3,5 CuNi30Fe Starting air (Filling pipe) Steel Exhaust gas Steel Steam (Pressure 10 bar abs) Steel < 1) Flow velocity in the circulating system = 0,5 m/s 54

59 14. Flow velocities in pipes Example: di = 100 mm, V = 60 m 3 /h Velocity in the pipe 2,1 m/s 55

60 15. 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 6/8/9 Cyl. Single-engine plant 2 x 250 l Twin-engine plant 2 x 500 l Receiver capacity [l] L mm D Ø mm Valve head Weight approx. kg DN DN Filling valve DN 18 2 Pressure gauge G 1/4 3* Relief valve DN 7 4 Drain valve DN 8 5 Drain valve DN 8 (for vertical position) 6 Connection aux. air valve G1/2 7 To starting valve at engine 8 Typhon valve DN 16 Option: * with pipe connection G 1/2 When CO 2 fire extinguishing plants are arranged in the engine room, the blow-off connection of the safety valve is to be piped to the outside. 56

61 15. 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 [m 3 /h] = Σ V Rec. 30 V Rec. - Total receiver volume [m³] General notes: For location, dimensions and design (e. g. flexible connection) of the disconnecting points see engine installation drawing. Clean and dry starting air is required. A starting air filter has to be installed before engine, if required. The air receivers are to be drained sufficiently at least once per day. Notes: a Control air d Water drain (to be mounted at the lowest point) e To engine no. 2 h Please refer to the measuring point list regarding design of the monitoring devices * Automatic drain required Connecting points: C86 Connection, starting air Accessories and fittings: AC1 Compressor AC2 Stand-by compressor AR1 Starting valve AR4 Pressure reducing valve AR5 Oil and water separator AT1 Starting air receiver (air bottle) AT2 Starting air receiver (air bottle) PI Pressure indicator PSL Pressure switch low, only for main engine PT Pressure transmitter AT1/AT2 Option: - Typhon valve - Relief valve with pipe connection 57

62 16. Combustion air system General: To obtain good working conditions in the engine room and to ensure trouble free operation of all equipment attention shall be paid to the engine room ventilation and the supply of combustion air. The combustion air required and the heat radiation of all consumers/heat producers must be taken into account. Air intake from engine room (standard): Air intake from outside: Radiated heat: Operation without turbocharger: 58 - Fans are to be designed for a slight overpressure in the engine room. - On system side the penetration of water, sand, dust, and exhaust gas must be avoided. - When operating under tropical conditions the air flow must be conveyed directly to the turbocharger. - The temperature at turbocharger filter should not fall below + 10 C. - In cold areas warming up of the air in the engine room must be ensured. - The intake air duct is to be provided with a filter. Penetration of water, sand, dust and exhaust gas must be avoided. - Connection to the turbocharger is to be established via an expansion joint (to be supplied by the yard). For this purpose the turbocharger will be equipped with a connection socket. - At temperatures below + 10 C the Caterpillar Motoren/ Application Engineering must be consulted. - The max pressure loss (incl. silencer and exhaust gas boiler) of 30 mbar is applicable as value for the total flow resistance of plants with separate intake air filter! see technical data To dissipate the radiated heat a slight and evenly distributed air current is to be led along the engine exhaust gas manifold starting from the turbocharger. Emergency operation with locked rotor possible at approx: - 20 % output, 100 % speed with controlable pitch propeller - 60 % speed with fixed pitch propeller - Heavy fuel operation to be avoided

63 17. Exhaust system Position of exhaust gas nozzle: A nozzle position of 0, 30, 60 and 90 is possible. Exhaust compensator: Diameter DN Length [mm] 6 M /9 M Design of the pipe cross-section: The pressure loss is to be minimized in order to optimize fuel consumption and thermal load of the engine. Max. flow velocity: 50 m/s (guide value). Max pressure loss (incl. silencer and exhaust gas boiler): 30 mbar (lower values will reduce thermal load of the engine). The aforesaid value is also applicable as value for the total flow resistance of plants with separate intake air filter! Notes regarding installation: - Arrangement of the first expansion joint directly on the exhaust gas nozzle - Arrangement of the first fixed point in the conduit directly after the expansion joint - Drain opening to be provided (protection of turbocharger and engine against water) - Each engine requires an exhaust gas pipe (one common pipe for several engines is not permissible). If it should be impossible to use the standard transition piece supplied by Caterpillar Motoren, the weight of the transition piece manufactured by the shipyard must not exceed the weight of the standard transition piece. A drawing including the weight will then have to be submitted approval. 59

64 17. Exhaust system Resistance in exhaust gas piping Example (based on diagram data A to E): t = 335 C, G = kg/h l = 15 m straight pipelength, d = 700 mm 3 off 90 bend R/d = 1,5 1 off 45 bend R/d = 1,5 Pg =? p = 0,83 mm WC/m L' = 3 11 m + 5,5 m L = l + L' = 15 m + 38,5 m = 53,5 m Pg = p L = 0,83 mm WC/m 53,5 m = 44,4 mm WC t = Exhaust gas temperature ( C) G = Exhaust gas massflow (kg/h) p = Resistance/m pipe length (mm WC/m) d = Inner pipe diameter (mm) w = Gas velocity (m/s) l = Straight pipe length (m) L' = Spare pipe length of 90 bent pipe (m) L = Effective substitute pipe length (m) Pg = Total resistance (mm WC) 60

65 17. Exhaust system Exhaust sound power level not attenuated [1 x 1 m] M 25 (1900 kw/720 rpm, 1980 kw/750 rpm) 150 LwOct [db] (reference W) f [khz] 8 M 25 (2540 kw/720 rpm, 2640 kw/750 rpm) 150 LwOct [db] (reference W) f [khz] 9 M 25 (2850 kw/720 rpm, 2970 kw/750 rpm) 150 LwOct [db] (reference W) Tolerance + 2 db f [khz] 61

66 17. Exhaust system Exhaust data (preliminary): Tolerance: 10 % Atmospheric pressure: 1 bar Relative humidity: 60 % Constant speed Intake air temperature: 25 C Output [kw] 6 M M M Output % [kg/h] [ C] Intake air temperature: 45 C Output [kw] 6 M M M Output % [kg/h] [ C]

67 17. Exhaust system Silencer: Design according to the absorbtion principle with wideband attenuation over a great frequency range and low pressure loss due to straight direction of flow. Sound absorbing filling consisting of resistant mineral wool. Sound level reduction 25 db(a), alternatively 35 db(a). Max. permissible flow velocity 50 m/s. Silencer with spark arrester: Soot separation by means of a swirl device (particles are spun towards the outside and separated in the collecting chamber). Sound level reduction 25 db(a) or 35 db(a). Max. permissible flow velocity 45 m/s. Silencers are to be insulated by the yard. Foundation brackets are to be provided and to be welded on by the yard. 63

68 17. Exhaust system Silencer/Spark arrestor and silencer: Installation: vertical/horizontal Flange according to DIN Counterflanges, screws and gaskets are included, without supports and insulation Silencer Spark arrestor and silencer Attenuation 25 db (A) 35 db (A) DN D B L kg L kg 6 M /9 M Exhaust gas boiler: Each engine should have a separate exhaust gas boiler. Alternatively, a common boiler with separate gas sections for each engine is acceptable. Particularly when exhaust gas boilers are installed attention must be paid not to exceed the maximum recommended back pressure. 64

69 17. Exhaust system Cleaning the turbocharger compressor: The components for cleaning (dosing vessel, pipes, shut-off valve) are engine mounted. Water is fed before compressor wheel via injection pipes during full load operation every 24 to 48 hours. Cleaning the turbine blade and nozzle ring: The cleaning is carried out with clean fresh water "wet cleaning" during low load operation at regular intervals, depending on the fuel quality, 250 to 500 hours. Duration of the cleaning period is approx. 20 minutes. Fresh water of 1.5 bar is required. During cleaning the water drain should be checked. Therefore the shipyard has to install a funnel after connection point C36. Water flow [l/min] Injection time [min] 6/8/9 M C42 Fresh water supply, Ø 16 C36 Drain, Ø 25 Dirty water tank Connection of C42 with quick coupling device 65

70 18. Air borne sound power level The airborne noise of the engines is measured as a sound power level according to EN ISO / Accuracy class 3. 6 M 25 (1900 kw/720 rpm, 1980 kw/750 rpm) LwOct [db] (reference W) [khz] 8 M 25 (2540 kw/720 rpm, 2640 kw/750 rpm) LwOct [db] (reference W) [khz] 9 M 25 (2850 kw/720 rpm, 2970 kw/750 rpm) LwOct [db] (reference W) Tolerance + 2 db [khz]

71 19. Foundation 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 distributed approximately evenly over the engine s foundation supports and the mean working torque TN resting on the foundation via the vertical reaction forces. TN increases the weight on one side and reduces it on the other side by the same amount. Output [kw] Speed [1/min] T N [knm] 6 M 25 8 M 25 9 M , , , , , ,8 Support distance a = 1210 mm F = T N / a 2. Dynamic load: The dynamic forces and moments are superimposed on the static forces. They result on the one hand from the firing forces causing a pulsating torque and on the other hand from the external mass forces and mass moments. The tables indicate the dynamic forces and moments as well as the related frequencies. 67

72 19. Foundation Output [kw] Speed [rpm] Order-No. Frequency [Hz] M x [knm] 6 M , ,7 10,4 20,6 10,4 8 M ,1 4,7 36,0 4,6 9 M ,5 9 4, ,25 112,5 33,9 3,0 33,8 3,0 6 M 25 8 M 25 9 M 25 Output [kw] Speed [rpm] Order-No. Frequency [Hz] My [knm] Mz [knm] ,5 25 8,6 7,2 9,3 7,8 All forces and moments not indicated are irrelevant or do not occur. The effect of these forces and moments on the ship s foundations depends on the type of engine mounting. 68