3600 Marine Engine Application and Installation Guide

3600 Marine EngineApplication andInstallation Guide

●

Introduction

● General Information

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LEKM8460 8-98

Introduction

Foreward

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5

IntroductionThe information presented in this guideshould aid in the planning throughcustomer acceptance phases of a project.

The guide is arranged and designed toenable the information to be keptcurrent, and for the user to easily locatethe specific information required.

The technical data included is for ease ofreference and will be updatedperiodically. Dealers can also obtaincurrent engine information by accessingthe Caterpillar Technical Marketing Information System (TMI). This systemshould always be checked for the most upto date engine data available. The TMISystem is a corporately orientedcomputerized system for collecting,preparing, maintaining, andcommunicating technical data required for marketing Caterpillar EngineDivision products. TMI operates in anIMS environment through theCaterpillar Network and functions undera corporate security system.

It must always be emphasized to refer tothe TMI System for the latest engineperformance information on all EngineDivision products.

ForewordProper selection and installation ofengines for marine application is vital fordependable performance and long,trouble-free life. The purpose of thisguide is to help:

• Make knowledgeable choices of power equipment.

• Design and build marine installations that perform reliably at an optimum price/value relationship to the customer.

To ensure engines are installed properly,Caterpillar has support capabilityunmatched in the industry. Fromdisciplines required for installation, toservice and maintenance demandedyears after completion, Caterpillarcontinues its commitment to itscustomer’s successful operation.

Over fifty years of developing marinepower equipment has culminated in abroad line of practical equipment,providing cost-effective selection andinstallation ease. A single source forpropulsion engines and marineauxiliaries assures testing and qualityfor matched packages.

Development of installation knowledgeparallels equipment advances. While thisApplication and Installation Guidesummarizes many aspects of installation,Caterpillar Dealers stand ready withcomplete and detailed assistance.

It is the installer’s responsibility toconsider and avoid possible hazardousconditions which could develop from thesystems involved in a specific engineinstallation. The suggestions provided inthis guide regarding avoidance ofhazardous conditions apply to allapplications and are necessarily of ageneral nature since only the installer isfamiliar with the details of a particularinstallation. The suggestions provided inthis guide should be considered asgeneral examples only, and are in no wayintended to cover every possible hazardin all installations.

Use the table of contents as a checklist ofsubjects affecting engine installations.Using the indexed material duringpreliminary project planning can avoidthe effort and expense of after-installation changes.

General Information

Model IdentificationBasic Engine ConsistsEngine DescriptionEngine Testing and CertificatesTorsional Vibration AnalysisEngine Preservation and PackagingShipbuilder’s ResponsibilityCustomer Application Information

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Model IdentificationThe basic model number isrepresentative of both the series of particular engine and the number ofcylinders. Typically an additional suffixrefers to the type of fuel injection methodand charge air aspiration.

Example: 3612 DITA

Caterpillar 3600 Family - 3612 Cylinder Vee Engine - 12Direct Fuel Injected - DITurbocharged Aftercooled - TA

All Caterpillar engines have threenumbers which further define theengine. They are:

Arrangement NumberUsed to establish the specific partassemblies representing the basicengine. Components such as cylinderheads, pistons, cylinder blocks andcrankshafts can be determined from thearrangement number. It is found on boththe Serial Number Plate and EngineInformation Plate, Figures 1 & 2. Bothplates are located on the engine.

Serial NumberEach engine is assigned a unique serialnumber. The number typically consists ofalpha numeric characters; the first threerepresent the engine model, i.e.:

Model Serial Number3606 8RBXXXXX3608 6MCXXXXX3612 9RCXXXXX3616 1PDXXXXX

The number is found on both the SerialNumber Plate and the Information Plate.

PerformanceSpecification NumberA number describing the engine’s fuelsystem, air induction system, andperformance settings. The number isunique to the power rating of eachengine. It is found on the EngineInformation Plate, Figure 2.

The three numbers are used to referencea specific engine model, application andrating and should always be referred toin correspondence relative to a particularengine or when spare parts are ordered.

Located on the left side of the engine block above one of the crankshaft inspection covers.

ENGINE MODEL

SERIAL NUMBER

ARRANGEMENT NUMBER

(ALWAYS GIVE ALL NUMBERS) MADE IN U.S.A. 3N3790 11

Figure 1

SER.NO. DATE DELIVERED

MODIFICATION NO. DLR CODE

AR NO.

PERF SPEC

MAX ALT

OEM NO.FULL LOAD STATIC FUEL

FULL TORQ. STATIC FUEL

POWER

BARE ENG. HI IDLE RPM

FULL LOAD RPM

FUEL TIMING

A/F RATIO DYNAMIC

Located on the right side of the engine block above one of the crankshaft inspection covers.

9L8531 13

Figure 2

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Basic Engine ConsistsThe Caterpillar 3600 Family isconfigured in a positive-build manner foroptimum flexibility in meeting customerrequirements and ensures the ability toassemble and test a runnable engine atthe factory.

Engine options, from Caterpillar’sSelection Guide LEBQ5043, are listed ingeneral code categories. The SelectionGuide is included in the 3600 SalesManual, LEKQ6141, and is availablefrom Caterpillar Dealers or through theCaterpillar Corporate Literaturedistribution system.

The lists specify functional requirementsof an engine resulting in a series of codenumbers uniquely describing thecomplete engine package.

It should be emphasized that eachspecific engine is optimized in configuration hardware for the intendedapplication, including core hardwaresuch as cylinder liners, fuel injectors,camshafts, turbochargers, etc. Thehardware differences to obtain maximumengine durability and performanceefficiency, even for various fuel types, areall defined by the engine ordering codesystem.

Reference MaterialLEKQ6141 3600 Sales ManualLEBQ5043 3600 Attachment

Selection Guide

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Engine DescriptionThe 3600 Engine Family is a modern,highly efficient engine family consistingof inline 6 and 8 cylinder engines andvee engines of 12 and 16 cylinders. Theyare 4 stroke non-reversible engines ratedat speeds from 720 to 1000 rpm andintended for use as main propulsion andmarine auxiliary engines for ship servicegenerators. They are turbocharged andaftercooled with a direct injection fuelsystem using unit fuel injectors. Forspecification sheet information see the

Engine Data section of this guide.

Cylinder BlockThe cylinder block is a one piece castingof heavily ribbed, weldable, gray ironalloy. It is cast and machined atCaterpillar’s facilities. Air intakeplenums run the full length of theengine providing even air distribution tothe cylinders. Inspection covers provideeasy inspection and service access tointernal engine components, such as thecamshaft, rod and main bearings, valvetrain, etc. The crankcase covers areequipped with explosion relief valves.The cylinder block is designed for four,six, or eight point mounting.

Cylinder HeadThe unit cylinder head is poured incompacted graphite iron at Caterpillar’sfoundry. The material approaches thestrength of nodular iron, yet retains theheat transfer and sound dampingproperties of gray iron. It is a four valve,quiescent, uniflow port design with acentral cast port for the unit fuel injector.The top deck is thick to carry gas loadingwhile the buttressed bottom deck isthinner for good heat transfer. Thereplaceable valve guides are threaded toprovide close tolerance with the valvesand still have good lubrication control.All valves are fitted with positiverotators and seat on replaceable inserts.Fuel connections are made on theoutside of the head with drillings to theunit fuel injectors. The head is retainedby four hydraulically tensioned studs.

ValvesThe valves seat on replaceableinduction-hardened inserts. Positiverotators on all valves maintain auniform temperature and wear patternacross the valve face and seat. Exhaustvalves used in heavy fuel engines aregiven required special attention. Byusing a Nimonic 80A material in thevalves and reducing the exhaust gastemperature, vanadium inducedcorrosion is significantly minimized.Increased valve overlap, water coolingthe insert seats, and applying a ceramiccoating to the valves maintains lowvalve head temperature.

Unit Fuel Injectors

The fuel injectors combine the pumping,metering and injecting elements into asingle unit mounted directly in eachcylinder head. This system has provenideal not only when distillate andmarine diesel oils are used, but also onheavy fuel; high injection pressure andprecise injection timing, even at lightloads, assure efficient combustion.Injection pressures of 1620 bar (23,500 psi) completely atomizes eventhe heaviest of fuels for more completecombustion and accelerated engineresponse. External manifolds supply fuelat low pressure from the transfer pumpto drilled passages in the cylinder head.High pressure lines and double wallhigh pressure fuel injection lines are notneeded. A 100 micron (.004 in.) edgetype filter within each injector preventscontaminants from entering the injectorduring maintenance procedures. The hotwater surrounding the injector locationin the head aids in starting and stoppingon heavy fuel. Individual control racksfor each cylinder permits precise injectortiming and minimizes fuel waste. Fieldcalibration is eliminated and factoryrebuilt injectors are available for engineoverhaul.

An injector tip cooling system is used forheavy fuel operation.

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CrankshaftThe crankshaft is a continuous grainflow forging, induction hardened, andregrindable. Counterweights at eachcylinder are welded to the crankshaftand ultrasonically inspected to assureweld integrity. The crankshaft endflanges are identical, allowing full powerto be taken from either end. A visconiccrankshaft damper is fitted outside theengine housing at the free end of theengine.

Connecting RodsConnecting rods are forged, heat treated,and shotpeened before machining. Thespecial four bolt design and eliminationof bearing grooves allows for an extralarge bearing with reduced loads, andmaximum oil film thickness. Thesefactors extend bearing life and improvecrankshaft strength and stiffness. Thefour bolt design also reduces bolt torqueneeded to achieve proper clamping load,and allows the rods to be withdrawnthrough the liner for service. Oil holedrilling in the critical rod shank area iseliminated by the use of piston coolingjets.

BearingsAll main, rod, and camshaft bearings aresteel backed aluminum with a lead-tinoverlay copper bonded to the aluminum.Piston cooling jets eliminate oil groovesin the highly loaded portion of the rodbearings.

PistonsPistons have a steel crown bolted to alight weight forged aluminum skirt forexcellent strength and durability. Eachpiston has four rings, two in hardenedgrooves in the crown and two in theskirt. The top compression ring is barrelfaced and plasma coated for greaterhardness. The coating, in conjunctionwith the induction hardened liner, givesexcellent oil control and life even with

heavy fuel. The two middle rings aretaper faced and chrome coated. The oilring is chrome faced and uses a springexpander. Cooling oil for the crown andring belt areas is sprayed from acylinder block mounted jet throughpassageways in the piston.

Cylinder LinersCylinder liners are high alloy ironcastings, induction hardened on thewearing surface, plateau honed andwater jacketed over their full length.

CamshaftThe camshaft is segmented (one percylinder) to permit easy removal andreduce service time. Each segment ismade from case hardened, uniquecleanliness controlled steel and boltedbetween two induction hardenedjournals. Only four unique camshaftsegments are used for the entire enginefamily: (1) inline and vee right bank, (2) vee left bank, (3) standard overlap,and (4) high overlap for heavy fuel.Reverse rotation is accomplished byrearranging the segments.

TurbochargerHigh efficiency turbochargers are used,one on the inline engines and two on thevee engines. The turbochargers haveradial flow compressors and axial flowturbines. They are exhaust gas driven sothat gear drives are not required. Theturbocharger, combined with good“breathing” and efficient aftercooling,produces a high air/fuel ratio, providingmore complete burning for maximumefficiency and improved cooling of thecombustion chamber and valves. Theturbochargers are water cooled and thebearings are pressure lubricated withengine oil.The turbochargers aremounted at the flywheel end of theengine. If a front mounted exhaustsystem is required, the engine can beturned end for end with full power takenfrom the front.

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Exhaust SystemThe 3606 and 3612 Engines use a pulseexhaust manifold system. The manifoldpiping arrangement for the inline 3606and each bank of the vee 3612 isidentical. The front and rear threecylinders are connected to separateturbine inlet housing entries. The inline3608 and the vee 3616 Engines useconstant pressure exhaust systems. The3608 has one manifold and the 3616 hasone manifold for each bank.

Dry shielding assures surfacetemperatures meet Classification Societyrequirements.

Air Intake SystemAll engines are turbocharged andfreshwater aftercooled. A variety of air cleaners can be supplied. Theaftercoolers are mounted in air plenumscast directly in the cylinder blocks.Depending on the application, airshutoffs may be located in the air streambetween the turbocharger andaftercooler.

Gear TrainsGear trains are used at both the frontand rear of the engines.

A. The rear gear group has 5 base HCR (High Contact Ratio) spur gears. The idler gear shafts are mounted to the rear of the block. The entire gear train can be removed with the rear housing in place. The vee gear train consists of seven gears with 5 being unique. The inline gear train consists of 4 unique gears.

B. The front gear group, identical for all four engines, is helical. The right idler drives the jacket water pump and the sea water pump. The left idler drives the water pump for the oil cooler and aftercooler. The gear train can be removed with the front housing in place.

Lube Oil SystemThe lube oil system, standard with theengine, features a prelube pump and apriority valve regulating oil pressure atthe oil manifold rather than at the pump.This allows the engine to havecontinuous lubrication independent ofpressure drop across the oil filters.

Oil Cooler and FiltersThe oil cooler and filters are factoryinstalled, tested and warranted, thusavoiding mixed responsibility for pipingand components and significantlylowering installation costs. Duplex filtershave replaceable elements allowingservice without engine shutdown. Theprimary filter is 178 micron (.007 in.),while the final secondary filters are amedia type of 5 micron (.0002 in.) size.

Oil SumpThe oil sump is of a light mild steelweldment bolted to the cylinder block. Awet type sump is normally used; a drytype can be provided to fit specificapplications.

Bypass Oil CentrifugesBypass oil centrifuges, driven by mainengine oil pump bypass flow, can bemounted on the side of the engine toremove very small, solid, micron sizeparticles, and in some cases can be usedto extend oil filter change periods. Theycan be cleaned and serviced with theengine running. They do not replace theneed for separate lube oil centrifuges onheavy fuel burning engines.

Cooling SystemTwo basic cooling system configurationsare available, single circuit and separatecircuit. Both are designed for coolantsupply temperatures of 90°C (194°F)(inlet control) to the water jacket, 32°C (90°F) to the aftercooler and 83°C (181°F) regulated temperature forthe oil supply to the bearings. Bothcircuits include an engine mounted plate-fin aftercooler suitable for corrosive (saltair) environment. Both circuits includetwo water pumps that are engine driven

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from the front gear train andconnections for vent lines to the highpoints in the system. The right-handpump supplies coolant to the cylinderblock, heads, and turbochargers. Theleft-hand pump supplies coolant to theaftercooler and oil cooler. An optionalfront gear train driven raw water pumpfor use with a remote heat exchanger isalso available. Weld flanges are providedat all customer connection points.

Single Circuit Single Circuit is typically used with asingle heat exchanger and also withheavy fuel applications. The cylinderblock/head/turbocharger cooling circuitis in series with the aftercooler/oil coolercircuit. It requires two main connectionsto the engine and includes 90°C (194°F)jacket water and 83°C (181°F)lubricating oil temperature regulatorsand two external circuit connections.The single circuit uses an externalcircuit temperature regulator and oneexternal heat exchanger.

Separate CircuitSeparate Circuit is typically used forapplications requiring small heatexchangers and/or heat recoverysystems. The cylinder block/head/turbocharger cooling circuit is separatefrom the aftercooler/oil cooler circuit,and requires four main connections tothe engine. This circuit includes alubrication oil temperature regulatorand external connections for bothcircuits. It requires a 90°C (194°F) and a32°C (90°F) external circuit temperatureregulator and two external heatexchangers.

Water PumpsWater pumps are gear driven andlocated at the front of the engine. A special housing and impeller allowreverse rotation without changing thepumps. A gear driven raw water pumpis also available to provide sea water tothe heat exchanger.

Accessory ModuleThe accessory module shown in Figure 2in the Drawings section providesstandard locations for accessorymounting. The accessories are factorypremounted on the module, with thecomplete module installed in one piece.This concept reduces installation timeand cost. On diesel generator setapplications the module will be floormounted. It is used to mount theexpansion tank, heat exchangers,instrument panel, engine controls,annunciator panel, alarm contactors,shutdown contactors and fuel strainers.On diesel generator set applications it iscompatible with the 450 mm (17.72 in.)engine mounting feet dimension;connection lines to the accessories can befactory installed. Custom accessories canalso be mounted on the accessorymodule on a space available basis.

Normally, the accessory module ismounted on the floor foundation directly in front of the engine. Flexibleconnections must be provided for thelines connecting the engine and theauxiliaries located on the separatelymounted module.

When the module is mounted to otherstructures, and particularly when theengine is resiliently mounted,connections with increased flexibilitymay be necessary to accommodateengine motion. Flexible connections areprovided by Caterpillar for the linesconnecting the engine and the accessorymodule. Temperature contactors areavailable with 8 meter capillary tubes ifthe accessory module is to be remotelymounted. All other connections require custom modification to accommodateremote locations of the module.

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Auxiliary PumpsThe oil and water pumps are gear drivenand located at the front of the engine. Aspecial housing and impeller allowreverse rotation without changing thewater pumps. A gear driven sea (raw)water pump is available to supplycooling water to the fresh water heatexchanger.

Fuel Transfer PumpEngines built for distillate fuel ormarine diesel oils are equipped with anengine driven gear type transfer pump.For high viscosity fuels, an off enginemounted electrically driven pump isused to circulate fuel prior to enginestart up.

CouplingMarine torsional couplings are normallyspecified by the customer. They areavailable from Caterpillar. The selectionfor each marine application is dependentupon the Torsional Vibration Analysis.Customer specified couplings requireCaterpillar approval.

Crankshaft DamperVisconic crankshaft dampers aremounted outside the engine housing foroptimum cooling and accessibility.Bolted covers and replaceable nylonbearings permit rebuilding in the field.

FlywheelThe flywheel is mounted at the rear ofthe engine and includes a ring gear forstarting or barring. The high inertiaflywheel is usually used for marinepropulsion applications to permit the useof a single element flexible coupling.

Manual Turning ProvisionBarring devices are provided to permitmanual engine crankshaft rotation forservice.

Engine TestingStandard dynamometer productiontesting of 3600 Engines includes acomprehensive analysis of all enginesystems. The following are standardpoints monitored during the test:

Engine SpeedObserved PowerObserved TorqueObserved Fuel RateCorrected TorqueCorrected PowerCorrected Fuel RateCorrected Specific Fuel ConsumptionFull Load Correction FactorFull Load Static Fuel SettingHigh Idle Engine SpeedHigh Idle StabilityLow Idle Engine SpeedLow Idle StabilityTorque Check SpeedInlet Air PressureDry Barometric PressureDew PointAmbient Air TemperatureInlet Air TemperatureCompressor Air Outlet TemperatureInlet Air Manifold TemperatureAdjusted Boost PressureOil PressureOil Pressure at Low IdleBearing Oil TemperatureFuel PressureSupply Fuel PressureFuel TemperatureReturn Fuel TemperatureFuel DensityJacket Water Inlet TemperatureJacket Water Outlet TemperatureDelta T Jacket WaterAC/OC Inlet Water TemperatureAC/OC Outlet Water TemperatureDelta T AC/OC WaterExhaust Manifold TemperatureExhaust Stack Temperature

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Depending on customer requirements, a variety of other engine tests areavailable including the following:

Marine Limit Line Test provides fuelrate, turbocharger boost pressure,specific fuel consumption, exhaustmanifold gas temperature, turbochargerspeed and fuel rack position at theengine’s advertised rating limit line.Data is provided at 50 or 100 rpm increments from rated speed to400 rpm. The test is intended forcontrollable pitch propeller applications.

Propeller Demand Curve Testprovides fuel rate, turbocharger boostpressure, specific fuel consumption,exhaust manifold gas temperature,turbocharger speed and fuel rackposition at the engine’s advertised fixedpitch propeller demand curve. Data isprovided at 50 or 100 rpm incrementsfrom rated speed to 400 rpm.

Overload Test provides fuel rate,turbocharger boost pressure, specific fuelconsumption and fuel rack position at acustomer specified temporarily increasedpower setting (overload). The engine fuelrack stop is reset to the proper powerlevel upon test completion.A full description of standard availabletests is found in the Selection Guide,LEBQ5043-01.

Marine ClassificationSociety CertificationCaterpillar has approvals for 3600engines from the major marine Classification Societies listed below:

Approvals Type WorksAmerican Bureau of Shipping (United States) x xLloyd’s Register of Shipping (Great Britain) x xBureau Veritas (France) x xDet Norske Veritas (Norway) x xGermanischer Lloyd (Germany) x xNippon Kaiji Kyokai (Japan) x xRegistro Italiano Navale (Italy) x xUSSR Register of Shipping (Soviet Union) x xCanadian Coast Guard (formerly CBSI) xZhong Chuan (China) —3606 & 3608 only x

Certifications from other Societies areavailable on request.

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Torsional VibrationAnalysisTo ensure the compatibility of an engineand driven equipment, a theoreticaltorsional vibration analysis is required.Disregarding the compatibility of theengine and driven equipment can result in extensive and costly damage todrive train components.

Conducted during the design stage of aproject, the torsional analysis can avoidtorsional vibration problems throughmodification of driven equipment shafts,masses or couplings. The torsional reportwill show natural frequencies, significantresonant speeds, relative amplitudes anda determination of stress levels, and theapproximate nodal locations in the masselastic system for each significantnatural frequency.

The following technical data is requiredto perform a torsional analysis:

1. Is the application a variable or aconstant speed operation? If variable, what is the operating speed range?

2. Load curve on installations forapplications using load dependentvariable stiffness couplings.

3. Horsepower requirements of each setof equipment is required whendriving equipment from both ends ofthe engine. Are front and rearloading occurring simultaneously?

4. A general sketch of the complete system showing the relative locationof each piece of equipment and typeof connection.

5. Identification of all couplings bymake and model along with rotatinginertia (WR 2) and torsional rigidityvalues.

6. Rotating inertia (WR 2) or principaldimensions of each rotating mass andthe location of the mass on theattached shaft.

7. Weight or principal dimensions ofdriven reciprocating mass.

8. Torsional rigidity and minimum shaftdiameter or detailed dimensions of allshafting in the driven system,whether separately mounted orinstalled in a housing.

9. The number of propeller blades in addition to the rotating inertia (WR 2) in water.

10. The ratio of the speed reducer orincreaser. The rotating inertia (WR 2) and rigidity submitted for aspeed reducer or increaser shouldstate whether or not they have beenadjusted by the speed ratio squared.

Since compatibility of the installation isthe customer’s responsibility, it is alsohis responsibility to obtain the theoretical Torsional Vibration Analysis.Data on mass elastic systems of itemsfurnished by Caterpillar is shown in thefollowing tables. Damper selection formarine propulsion engines is shown inFigure 3. Always consult TMI for currentdata. The customer can calculatetheoretical torsional vibration analysis orhire Caterpillar Inc. to complete theanalysis. A 3600 Torsional VibrationAnalysis Request form is provided as aguide to the type of information requiredto complete the analysis (see Figure 4).

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Marine Propulsion Damper Criteriarpm 3606 3608 3612 3616750 800 900

1000

A1 A1 A1 A1

A2 A2 C1 C1

C2 C2 C2

B3 B3 B3 B3

Marine Auxiliary Damper Criteriarpm 3606 3608 3612 3616720 750 900

1000

A1 A1 A1 A1

A2 A2 C1 C1

B1 B1 C2 C2

B3 B3 A3 A3

Two bearing generators only

Damper Data

Lumped mass J*

Separated Damper Data

Damper Housing J*

Damper Flywheel J

Damper Constant C

Damper Rigidity K

A1 A2 A3 B1 B2 B3 C1 C2

6.1 6.1 6.1 23.1 23.1 23.1 26.2 26.2

3.2 3.2 3.2 8.6 8.6 8.6 11.6 11.6

5.8 5.8 5.8 28.9 28.9 28.9 29.2 29.2

1243 1000 1550 5100 6600 8100 14123 7000

0.73 0.41 0.60 1.80 1.60 1.35 4.52 2.85

* Add to Front of Crank

J (N-m -sec2)

K (N-m x 106/radian)

C (N-m-sec sec/radian)

Torsional CalculationValuesReciprocating Mass per Cylinder = 68.36 kgRotating Mass per Cylinder = 39.61 kgConnecting Rod Length (between pin centers) = 600 mm

Cyclic IrregularityThe calculated cyclic irregularities for3600 are:

Damper Data

Lumped mass J*


Damper Housing J*

Damper Flywheel J*

Damper Constant C

Damper Rigidity K

A B C D E F G H I

6.56 6.56 29.29 46.15 22.82 26.29 22.82 22.82 6.56

3.64 3.64 11.69 17.25 8.37 11.69 8.37 8.37 3.64

5.84 5.84 29.20 57.80 28.90 29.20 28.90 28.90 5.84

1243 1000 14123 22500 5100 7000 6600 7500 1500

0.73 0.41 4.52 6.50 1.80 2.85 1.60 1.48 0.60

Engine 900 1000Speed-rpm

3606360836123616

1:1521:1451:2541:450

1:1881:1791:3141:556

Engine

3606360836123616

N-m-sec per radian

384441531531

Figure 3

Empirical DampingFor torsional calculations involvingempirical damping the empiricaldamping values are:

Note: The damping values for the inlineengines are for each cylinder; the 3612and 3616 damping values are for a pairof cylinders since the vee engines havetwo cylinders on each crankshaft throw.

Flywheel Inertia DataMost marine propulsion applications usethe high inertia flywheel to allow the useof a single element torsional coupling. Alighter weight standard flywheel is alsoavailable. Inertia valves include the ringgear and should be added to the rearcrank inertia.

Standard flywheel inertia: 74.90 N-m-sec2

High inertia flywheel: 140.29 N-m- sec2

Damper Data

Lumped mass J*


Damper Housing J*

Damper Flywheel J*

Damper Constant C

Damper Rigidity K

A B C D E F G H I

6.56 6.56 29.29 46.15 22.82 26.29 22.82 22.82 6.56

3.64 3.64 11.69 17.25 8.37 11.69 8.37 8.37 3.64

5.84 5.84 29.20 57.80 28.90 29.20 28.90 28.90 5.84

1243 1000 14123 22500 5100 7000 6600 7500 1500

0.73 0.41 4.52 6.50 1.80 2.85 1.60 1.48 0.60

Engine 900 1000Speed-rpm

3606360836123616

1:1521:1451:2541:450

1:1881:1791:3141:556

Engine

3606360836123616

N-m-sec per radian

384441531531

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Torsional Vibration Data - Model 3606Front Driven Equipment Visconic Damper _ See page 18

For Harmonic Component of Tangential Pressure See TD3310Total Inertia Without Flywheel and Damper: J = 69.15 N-m-sec2

UnitsJ = N-m-sec2

N-m x 106

K =Radian

N-m-secC = Radian

Diameter inMillimeters

J

7.50

9.743

8.685

8.685

8.685

8.685

9.743

7.42

K

72.53

42.85

42.85

42.85

42.85

42.85

72.53

Degrees to FiringAfter #1 Fires

0

480

240

600

120

360

Engine

Front Crank

Cyl #1

Cyl #2

Cyl #3

Cyl #4

Cyl #5

Cyl #6

Rear Crank

3606 Mass Elastic System



UnitsJ = N-m-sec2

N-m x 106

K =Radian

N-m-secC = Radian


J

7.50

12.95

4.79

4.79

12.21

12.21

4.79

4.79

12.95

7.42

K

69.28

41.50

41.50

41.50

41.50

41.50

41.50

41.50

69.28

Min. Dia.

216

216

216

216

216

216

216

216

216



0

180

450

630

270

90

540

360

Engine

Front Crank

Cyl #1

Cyl #2

Cyl #3

Cyl #4

Cyl #5

Cyl #6

Cyl #7

Cyl #8

Rear Crank

20



UnitsJ = N-m-sec2

N-m x 106

K =Radian

N-m-secC = Radian


J

7.50

17.00

16.31

16.31

16.31

16.31

17.00

7.42

K

67.79

40.11

40.11

40.11

40.11

40.11

67.79

Min. Dia.

216

216

216

216

216

216

216


1R-0 1L-410

2R-480 2L-170

3R-240 3L-650

4R-600 4L-290

5R-120 5L-530

6R-360 6L-50

Engine

Front Crank

Throw #1

Throw #2

Throw #3

Throw #4

Throw #5

Throw #6

Rear Crank




UnitsJ = N-m-sec2

N-m x 106

K =Radian

N-m-secC = Radian


J

7.50

17.17

16.5

16.5

16.5

16.5

16.5

16.5

17.17

7.42

K

67.79

40.11

40.11

40.11

40.11

40.11

40.11

40.11

67.79

Min. Dia.

216

216

216

216

216

216

216

216

216



1R-0 1L-50

2R-180 2L-230

3R-90 3L-140

4R-630 4L-680

5R-270 5L-320

6R-450 6L-500

7R-540 7L-590

8R-360 8L-410

Engine

Front Crank

Throw #1

Throw #2

Throw #3

Throw #4

Throw #5

Throw #6

Throw #7

Throw #8

Rear Crank

21

3600 Torsional Vibration Analysis RequestProject Number ___________________________________________________

Project/Customer Name ___________________________________________________

Dealer Name ___________________________________________________

The information on this form is to be used for a specific request for a torsional vibrationanalysis on the above 3600 Diesel Engine application. Please provide a timely verbalresponse followed by a written report to the responsible project engineer. The followinginformation describes the major components and performance data for this application:

Engine Model and Rating:E29 ________ (36 ________); ________ kW (________ bhp)

Low Idle rpm ________ Rated Speed rpm ________

Engine Regulation: Isochronous (Y/N) ________, or Percent Droop ________ %

Application Specifics:_____________________________________________________

________________________________________________________________________

________________________________________________________________________ (quantity engines -- custom base -- front driven equipment, etc.)

Engine Room Maximum Ambient Temperature ________________________________

Generator ( ____ ); and/or Marine Gear ( ____ ); plus Other Driven Equipment ( ____ )

Supplier Name and Model Number __________________________________________

Rotating Inertia/Drawing(s) __________________________________________

Rotating Stiffness/Shaft Drawing(s) ___________________________________________

Gearbox Drawing _____________________ Propeller Inertia_______________________

Description (e.g. two bearing or single bearing)_________________________________

______________________________________________________________________(attached are supplier data sheets)

Part Numbers of Components:Engine Ship Date (RTS) ________________________________________

Torsional Completion Date Required ________________________________________

Caterpillar Project Engineer _________________________________________________(Revised 4-25-97)

Flywheel Group __________

Drive Group __________

Ring Gear Group __________

3161 Governor Group __________

EGB29PActuator Assembly __________

Coupling Group __________

Damper Group __________

Other Groups __________

Heinzmann Governor __________

Electronic Control Group __________

Figure 4

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Engine Preservation andPackagingThe Caterpillar factory has fourstandard levels of engine preservationand shipment protection.

• Plastic Shrink Wrap Protectionprovides approximately one year ofexternal protection from moisture,sun and wind under storageconditions. If the engine is to bestored for longer periods of time,consider specifying StoragePreservation as described below.

• Tarpaulin and Plastic Shrink Wrap – Same as previous point above except this package includes a factory supplied tarpaulin on the engine, which remains on the engine after arrival.

• Storage Preservation – Protects theengine and accessories fromfunctional deterioration for aminimum of one year under outsidestorage conditions. It includesstandard protective measures plus

vapor corrosion inhibitor (VCI) in allinternal compartments and glycolsolution in the cooling system. Theshipper must provide tarpaulincoverage during transportation toprevent the plastic from beingdestroyed.

• Export Boxing – Protects engine and accessories from functionaldeterioration for a minimum of oneyear under outside storageconditions. Includes standard protective measures plus vaporcorrosion inhibitor in all internalcompartments, and a glycol solutionin the cooling system. The exteriorbox provides protection againstmechanical damage during shipmentand storage. All marine engines areplaced upon wooden skids prior toshipment. All ship loose partsare prepainted, oiled and placed inVCI paper lined boxes, with desiccantpackages placed in the box. Onarrival, open all boxes and review their contents against the packing list. The parts should then be repackaged and preserved for protection.

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Shipbuilder'sResponsibilityUnless otherwise specified, the enginebuyer shall be responsible for thefollowing:

• Provide electrical wiring and the necessary piping to the engine, i.e., exhaust piping, fuel oil piping to and from the engine, air piping to the starting motor(s), air filter ducting/piping, crankcase fumes disposal ducting, etc.

All of the above noted interconnections need to be designed in such a way so as to comply with acceptable vibratory levels of excitation throughout the entire range of engine operation. No primary resonances in the interface hardware are acceptable. See ISO 4868 and 4867.

• Furnish and install standby pumps asrequired by Classification Societies.

• Furnish accurate data for a torsionalvibration analysis.

• Install adequate engine foundation and provide proper chocking and alignment between the engine and marine gear.

• See ISO 10816-6 and ISO 6954. Typically, vibratory velocities under 10 mm/s with no structural resonances are required.

• Ensure all lube oil piping, fuel oilpiping, exhaust piping and intake airducting are free of rust, scale, weldspatter and foreign material prior tostartup of the engines.

• Provide all labor, equipment andhardware to install the equipment.

• Provide all coolants, water treatmentchemicals (if used), lubricating oil,and fuel oils necessary to operate theengine.

• Warehouse and protect engines, accessories and miscellaneous ship-loose equipment until theirinstallation. Caterpillar engines areprotected against corrosion for insidedry storage for a period up to sixmonths. Provisions for additionalstorage periods are available from thefactory.

24

Customer Application InformationCustomer:____________________________ Address: __________________________________

Contact: ________________________________ Telephone: _____________________________

Shipyard: _______________________________ Contact: _______________________________

Address: ________________________________ Telephone: _____________________________

1. Main Engine: _________________________________________________________________

Engine output: ______________________ kW (hp) Speed: ______________________rpm

Direction of rotation (flywheel viewed from rear): ________________________________

Fuel Type: ____________________________________________________________________

Builder: ______________________________________________________________________

Special testing Yes/No: _________________________________________________________

2. Propulsion controls:

Type (pneumatic/electronic): ___________________________________________________

Manufacturer: ________________________________________________________________

3. Combined clutch/flexible coupling (type): ________________________________________

Flexible coupling: _____________________________________________________________

4. Reduction gear box, manufacturer and type: _____________________________________

Reduction ratio: _____________________________

Integral disc clutch? Yes____ No____ Clutch type: pneumatic/hydraulic

PTO? Yes____ No____ Manufacturer ______________________________

Shaft Brake? Yes____ No____

5. Propeller manufacturer: _______________________________________________________

Type: Fixed pitch ____________________

Controllable pitch ___________________

Number of blades ___________________ Propeller Diameter:________mm_________in.

P/D Ratio: __________________________ Blade Area Ratio: ________________________

Propeller speed at MCR rating __________________________rpm

Direction of propeller rotation __________________________________________________

Designed for constant rpm? Yes______________________No______________________

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6. Data For Torsional Vibration Calculations

J1 Propeller J2 Gear box flange J3 Gear wheel

J4 Gear wheel J5 Clutch J6 Clutch

Propeller Inertia J (N-m-sec2) without entrained water____________________N-m-sec2

7. Vessel hull type________________________________________________________________

Length:______mm ______in. Beam: ______mm ______in. Draft:_____mm______in

Displacement______________________m.t. Class of service: ______________________

Hull speed_________________________kts. Classed by:___________________________

J1

k1 d1 k2

J3

J4

J2

J5

J6

k4

Figure 5

Materials and specifications are subject to change without notice.

© 1998 Caterpillar Inc.

Printed in U.S.A.

Documents

3600 Marine Engine Application and Installation Guide