M20 Genset...m 1 1. Engine description Free end Driving end The M 20 C is a four stroke diesel engine, non-reversible, turbocharged and intercooled with direct fuel injection. In-line

M 20 CProject Guide • Generator Set

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Introduction

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

Issue April 2007

Information for the user of this project guide

The project information contained in the following is not binding, since technical data of products mayespecially change due to product development and customer requests. Caterpillar Motoren reservesthe right to modify and amend data at any time. Any liability for accuracy of information providedherein is excluded.

Binding determination of data is made by means of the Technical Specification and such other agree-ments as may be entered into in connection with the order. We will supply further binding data, draw-ings, diagrams, electrical drawings, etc. in connection with a corresponding order.

This edition supersedes the previous edition of this project guide.

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

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Contents

Page

1. Engine description 1 - 2

2. General data and outputs 3 - 4

3. Restrictions for low load operation 5

4. Load application and recovery behaviour 6 - 7

5. Technical data 8 - 9

6. Genset dimensions and weights 10 - 13

7. Required dimensions of generator 14

8. Space requirement for dismantling of charge air cooler and

turbocharger cartridge 15

9. System connections 16

10. Fuel oil system 17 - 30

11. Lubricating oil system 31 - 36

12. Cooling water system 37 - 44

13. Flow velocities in pipes 45

14. Starting air system 46

15. Combustion air system 47

16. Exhaust system 48 - 53

17. Air borne sound power level 54

18. Foundation 55 - 58

19. Control and monitoring system 59 - 67

20. Diesel engine management system DIMOS 68

21. Standard acceptance test run 69

22. EIAPP certificate 70

23. Painting/Preservation 71 - 72

24. Lifting of gensets 73

25. Engine parts 74

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1

1. Engine description

Free end Driving end

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

In-line engine M 20 C

Cylinder configuration: 6, 8, 9 in-lineBore: 200 mmStroke: 300 mmStroke/Bore-Ratio: 1.5Swept volume: 9.4 l/Cyl.Output/cyl.: 170/190 kWBMEP: 24.1/24.2 barRevolutions: 900/1000 rpmMean piston speed: 9/10 m/sTurbocharging: constant pressure systemDirection of rotation: counter-clockwise,

viewed from driving end

Control side

Exhaust side

6 5 4 3 2 1 Cyl. number

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2

1. Engine description

Engine design

- Designed for heavy fuel operation up to 700 cst./50 °C, fuel grade acc. to CIMAC H55 K55, ISO 8217,1996 (E), ISO-F-RMH55 RMK55.

- 1-piece dry engine block made of nodular cast iron. It incorporates the crankshaft bearing, cam-shaft bearing, charge air receiver, vibration damper housing and gear drive housing.

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

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

- Composite type pistons with steel crown and aluminium alloy skirt.

- Piston ring set consisting of 2 chromium plated compression rings, first ring with chrom-ceramiclayer and 1 chromium plated oil scraper ring. Two ring grooves are hardened and located in thesteel crown.

- 2-piece connecting rod, fully machined, obliquely split with serrated joint.

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

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

- Turbocharger with inboard plain bearings lubricated by engine lubricating system

- No water cooling for turbocharger.

- 2-circuit fresh water cooling system with single charge air cooler.

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

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3

2. General data and outputs

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

Output definition

The maximum continuous rating stated by Caterpillar Motoren refers to the following reference condi-tions according to "IACS" (International Association of Classification Societies) for main and auxiliaryengines:

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

The permissible overload is 10 % for one hour every twelve hours. The maximum fuel rack position islimited to 110 % continuous rating.

Fuel consumption

The fuel consumption data refer to the following reference conditions:intake temperature 298 K (25 °C)charge air temperature 318 K (45 °C)charge air coolant inlet temperature 298 K (25 °C)net heating value of the Diesel oil 42700 kJ/kgtolerance 5 %Specification of the fuel consumption data without fitted-on pumps; for each pump fitted on an additio-nal consumption of 1 % has to be calculated.Increased consumption under tropical conditions 3 g/kWh

900 rpm / 60 Hz 1000 rpm / 50 Hz

EnginekWm

GeneratorkWe

EnginekWm

GeneratorkWe

6 M 20 C 1020 969 1140 1083

8 M 20 C 1360 1292 1520 1444

9 M 20 C 1530 1453 1710 1624

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4

Lubricating oil consumption

Actual data can be taken from the technical data.

Nitrogen oxide emissions (NOx-values)

NOx-limit values according to MARPOL 73/78 Annex VI: 11.5/11.3 g/kWh at 900/1000 rpm

Generator according to cycle D2: 10.5/10.0 g/kWh at 900/1000 rpm

General installation aspect:

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

Heel to each side: 15°Rolling to each side: + 22,5°Trim by head and stern: 5°Pitching: + 7,5°

2. General data and outputs

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5

3. Restrictions for low load operation

The engine can be started, stopped and run on heavy fuel oil under all operating conditions.

The HFO system of the engine remains in operation and keeps the HFO at injection viscosity. The tem-perature of the engine injection system is maintained by circulating hot HFO and heat losses are com-pensated.The lube oil treatment system (lube oil separator) remains in operation, the lube oil is separated con-tinuously.The operating temperature of the engine cooling water is maintained by the cooling water preheater.Below 25 % output heavy fuel operation is neither efficient nor economical.A change-over to diesel oil is recommended to avoid disadvantages as e.g. increased wear and tear,contamination of the air and exhaust gas systems and increased contamination of lube oil.

Cleaning run of engine

1 h 2 3 4 5 6 8 10 15 20 24 h

PE %

100

70

5040

30

20

15

10

8

6

HFO-operation

3 h 2 1 h 30 min 15 min 0

Cleaning run after partial load operation

Load increase periodapprox. 15 min.

Restricted HFO-operation

Emergency start in the event of black out

Emergency start with gravity feed fuel from the diesel oil day tank is possible.The bottom edge of the diesel oil day tank has to be arranged approx. 4 m above injection pump level.

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4. Load application and recovery behaviour

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

1. max. load from 0 % to 33 % MCR2. max. load from 33 % to 55 % MCR3. max. load from 54 % to 75 % MCR4. max. load from 75 % to 100 % MCR

The permissible load increase according to ISO 8528-5 and IACS must be carried out in several steps,depending on the mean effective pressure. The ship‘s network must be designed so that this permissi-ble load increase is kept. The shipyard is to provide the approval of the responsible classificationsociety in time before classification acceptance of the engine.

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

BMEP at cont. rating of diesel engine

[bar]

6 8 10 12 14 16 18 20 22 24 26 28

Limiting curve for1st load step

Limiting curve for2nd load step

Limiting curve for3rd load step

100

90

80

70

60

50

40

30

20

10

[%]

Load

incr

ease

ref

erre

d to

con

tinuo

us r

atin

g

4. load step

3. load step

2. load step

1. load step

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7

4. Load application and recovery behaviour

Standard settings:

- Droop 4 %- Fuel rack 110 %- Speed setting range + 5 %

Standard speed governor, make RE, type 1102, equipped with:

- Speed setting motor (24 V DC/100 % continuous duty) for a setting speed of 4 - 8 sec/Hz- Start fuel limiter- Shut-down solenoid (24 V DC/100 % continuous duty) for remote stop (not for automatic engine

stop)- Infinitely adjustable from the outside at the governor, 0 - 10 % droop

Option for DE-drive only: RE, Viking 25 electronic governor

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

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5. Technical data(preliminary)

Cylinder 6 8 9 Performance data Maximum continous rating acc. ISO 3046/1 kW 1020 1140 1360 1520 1530 1710

Speed rpm 900 1000 900 1000 900 1000 Minimum speed rpm 280 300 280 300 280 300 Brake mean effektive pressure bar 24.06 24.2 24.06 24.2 24.06 24.2 Charge air pressure bar 3.1 3.25 2.9 3.25 3.1 3.3 Compression pressure bar 145 145 145 Firing pressure bar 180 180 180 Combustion air demand (ta = 20 °C) m3/h 5800 6650 7845 9260 8620 10150 Delivery/injection timing ° b. TDC 7/- 9/- 7/- 9/- 7/- 9/- Exhaust gas temperature after cylinder/turbine

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

Specific fuel oil consumption Propeller/const. speed 1) 100 % 85 % 75 % 50 %

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

186186

188/189 195/199

190189189

191/195

186186

188/189 195/199

190189189

191/195

186186

188/189 195/199

190189189

191/195 Lubricating oil consumption 2) g/kWh 0.6 0.6 0.6 Turbocharger type KBB HPR 4000 KBB HPR 5000 KBB HPR 5000 Fuel Engine driven feed pump (for gas oil/MDO only) m3/h/bar 1.2/5 1.2/5 1.2/5

Stand-by feed pump m3/h/bar 0.80/5 1.0/5 1.2/5 Mesh size MDO fine filter mm 0.025 0.025 0.025 Mesh size HFO selfcleaning 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 for heavy fuel only

Lubricating Oil Engine driven pump m3/h/bar 52.5/10 58.8/10 52.5/10 58,8/10 52.5/10 58.8/10 Stand-by pump m3/h/bar 30/10 35/10 40/10 Working pressure on engine inlet bar 4 - 5 4 - 5 4 - 5 Engine driven suction pump m3/h/bar 43/3 48.3/3 61/3 Stand-by suction pump m3/h/bar 40/3 45/3 48/3 Prelubrication pump (press./suction) m3/h/bar 5/5/8/3 8/5/10/3 8/5/10/3 Sump tank content (dry/wet) m3 1.7/0.5 2.3/0.6 2.6/0.8 Temperature at engine inlet °C 55-65 55-65 55-65 Selfcleaning filter DN mm 65 65 65 Mesh size selfcleaning filter mm 0.03 0.03 0.03

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5. Technical data(preliminary)

Cylinder 6 8 9 Fresh water cooling Engine content m3 0.12 0.16 0.18 Pressure at engine inlet min/max bar Header tank capacity m3

Temperature at engine outlet °C

2.5/6.0 0.1

60 - 65

2.5/6.0 0.1

60 - 65

2.5/6.0 0.1

60 - 65 2-circuit system Engine driven pump HT m3/h/bar 25/4.0 30/4.0 30/4.0 35/4.0 35/4.0 40/4.0 Stand-by pump HT m3/h/bar 30/4.0 40/4.0 45/4.0 HT-Controller DN mm 50 65 65 Engine driven pump NT m3/h/bar 40/45 / 4.0 40/45 / 4.0 40/45 / 4.0 Temperature at charge air cooler inlet

°C 42 42 42

Heat Dissipation Specific jacket water heat kJ/kWh 550 550 550 Specific lub. oil heat kJ/kWh 500 500 500 Lub. oil cooler kW 156 174 208 232 234 261 Jacket water kW 142 158 189 211 213 238 Charge air cooler 3) kW 414 441 471 563 562 588 Heat radiation engine kW 52 69 78 Exhaust gas Silencer/spark arrester DN 25 dBA mm 400 500 500 DN 35 dBA mm 400 500 500 Pipe diameter DN after turbine mm 400 500 500 Maximum exhaust gas pressure drop

bar 0.03 0.03 0.03

Temperature 5) at 25 °C air intake °C 340 340 334 314 351 337 45 °C air intake °C 362 362 354 333 372 357 Mass 5) at 25 °C air intake kg/h 7380 8230 9677 11485 10703 12505 45 °C air intake kg/h 7085 7715 9290 11025 10275 11800 Starting air Starting air pressure max. bar 30 30 30 Minimum starting air pressure bar 10 10 10 Air consumption per start 4) Nm3 0.5 0.5 0.5 1) Reference conditions: LCV = 42700 kJ/kg, ambient temperature 25 °C charge air temperature 45 °C,

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

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6. Genset dimensions and weights

Removal of:

Piston in transverse direction X1 = 2976 mmin longitudinal direction X2 = 3296 mm

Cylinder Liner in transverse direction Y1 = 2981 mmin longitudinal direction Y2 = 3156 mm

Genset centre distance of 2 gensets Minimum 2010 mmRecommended 2120 mm

1) Dependent on generator maker/type

Dry weight Dimensions [mm]

Engine Genset 1)Engine type

A B C D E F G H I J [t] [t]

6 M 20 C 6073 4900 2165 1054 1680 1170 627 783 1322 4405 11 20

8 M 20 C 6798 5548 2335 1054 1816 1170 710 783 1422 5053 14 27

9 M 20 C 7128 5875 2335 1054 1816 1170 710 783 1422 5380 15 30

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6. Genset dimensions 6 M 20 C

Scal

e 1

: 50

m

12


Scal

e 1

: 50

m

13


Scal

e 1

: 50

m

14

7. Required dimensions of generator

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

Type Design A B Ø D max. X h Ø d Ø S

6 M 20 C

8 M 20 C 200

9 M 20 C

B 20 1210 1350 1200

250

285 150 22

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

Generators structural requirements for MaK diesel gensets M 20 C

Assembly control dimension "XX" and end float marked on the bearing

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15

8. Space requirement for dismantling of charge air cooler andturbocharger cartridge

Charge air cooler cleaning

Cleaning is carried out with charge air cooler dismantled. A container to receive the cooler and clean-ing liquid is to be supplied by the yard. Intensive cleaning is achieved by using ultra sonic vibrators.

Turbocharger Removal/Maintenance

Caterpillar Motoren recommends to provide a lifting device above the bearing housing of the turbo-charger (see "B").

Weights of Turbocharger [kg] Dimensions [mm]

Turbo-charger, compl.

Silencer Compressor housing

Turbine housing

Car-tridge

Rotor A B C D E

6 M 20 C 236 25 46 51 54 13 515 268 892 1330 830

8/9 M 20 C 354 55 87 87 88 20 670 276 1025 1400 910

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9. System connections

C15 Charge Air Cooler LT, Outlet DN 50C21 Freshwater Pump HT, Inlet DN 65C22 Freshwater Pump LT, Inlet DN 65C23 Freshwater Stand-By Pump HT, Inlet DN 50C25 Freshwater, Outlet DN 50C28 Freshwater Pump LT, Outlet DN 50C37 Vent. DN 10C39 Drain Cooling Water DN 25C60 Separator Connection, Suction Side DN 32C61 Separator Connection, Delivery Side DN 32

C62a Drain Pre-Lube Pump DN 32C73 Fitted Fuel Pump, Inlet DN 20C75 Fuel Stand-By Pump, Connection DN 20C78 Fuel, Outlet DN 20C81b Fuel Duplex Filter, Dripoil DN 10C86 Starting Air DN 40C91 Crankcase Ventilation DN 50C91a Exhaust Gas Outlet 6 M 20 C DN 400

8/9 M 20 C DN 500

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10. Fuel oil systemMGO/MDO operation

Two fuel product groups are permitted for MaK engines:

Pure distillates: Gas oil, marine gas oils, diesel fuel

Distillate/mixed fuels: Marine gas oil (MGO), marine diesel oil (MDO). The differ-ence between distillate/mixed fuels and pure distillates arehigher density, sulphur content and viscosity.

MGO MDO

Designation Max. viscosity[cSt/40 °C]

Designation Max. viscosity[cSt/40 °C]

ISO 8217: 2005 ISO-F-DMA 1.5 - 6.0 ISO-F-DMB ISO-F-DMC

11 14

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

2.4 4.1

No. 2 D No. 4 D

4.1 24.0

EN 590 EN 590 8

Max. injection viscosity 12 cSt (2 °E)

Day tank DT 1: To be layed out for heat dissipation from injection pumps,approx. 1 kW/cylinder

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

Preheater (separate) DH 1: Heating capacity

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

Q [kW] =Peng. [kW]

166

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18


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

Transfer pump (fitted) DP 3: Capacity equal to feed pumpOption for MGO operation only

Pressure regulating valve (separate) DR 2

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

Separator DS 1: Recommended for MGORequired for MDO

Capacity

V [l/h] = 0.22 · Peng. [kW]

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Accessories and fittings:DF1 Fine filter (duplex filter) KP1 Fuel injection pumpDF2 Primary filter (duplex filter) KT1 Drip fuel tankDF3 Coarse filter FQ1 Flow quantity indicatorDH1 Preheater LI Level indicatorDH2 Electrical preheater (separator) LSH Level switch highDP1 Feed pump LSL Level switch lowDP3 Transfer pump (to day tank) PDI Diff. pressure indicatorDP5 Transfer pump (separator) PDSH Diff. pressure switch highDR2 Pressure regulating valve PI Pressure indicatorDS1 Separator PSL Pressure switch lowDT1 Day tank, min. 1 m above crankshaft level TI Temperature indicatorDT4 Storage tank TT Temperature transmitter (PT 100)

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

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

Notes:p Free outlet requireds Please refer to the measuring

point list regarding design of themonitoring devices

z For systems without stand-bypump connect C75 for filling-upof the engine system!

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10. Fuel oil systemHeavy fuel operation

1)An

indi

catio

n of

the

appr

oxim

ate

equi

vale

nts

inki

nem

atic

vis

cosi

ty a

t 50

°C a

nd R

edw

. I s

ec.

100

°F is

giv

en b

elow

:

Kine

mat

ic v

isco

sity

at

100

°C m

m2 /s

(cSt

)Ki

nem

atic

vis

cosi

ty a

t 5

0 °C

mm

2 /s (c

St)

Kine

mat

ic v

isco

sity

at

100

°F R

edw

. I s

ec.

Fuel

sha

ll be

free

of u

sed

lubr

icat

ing

oil (

ulo)

2)IS

O: 9

753)

ISO:

981

4)IS

O: 9

855)

ISO:

not

lim

ited

6)IS

O: C

arbo

n Re

sidu

e 10

7)IS

O: 0

.20

7

10

15

2

5

35

4

5

55

30

40

80

180

380

500

700

200

300

600

1500

3000

5000

7000

Requ

irem

ents

for r

esid

ual f

uels

for d

iese

l eng

ines

(as

bunk

ered

)

De

sign

atio

n:

CIM

AC

A 10

CI

MAC

B

10

CIM

AC

C 10

CI

MAC

D

15

CIM

AC

E 25

CI

MAC

F

25

CIM

AC

G 35

CI

MAC

H

35

CIM

AC

K 35

CI

MAC

H

45

CIM

AC

K 45

CI

MAC

H

55

CIM

AC

K 55

Re

late

d to

ISO8

217

(200

5):F

- RM

A30

RMB3

0 RM

B30

RMD8

0 RM

E180

RM

F180

RM

G380

RM

H380

RM

K380

RM

H500

RM

K500

RM

H700

RM

K700

Char

acte

ristic

Di

m.

Lim

it

Dens

ity a

t 15

°C

kg/m

3m

ax95

02)

97

5 3)

98

0 4)

991

99

1 10

10

991

1010

99

1 10

10

m

ax

10

15

25

35

45

55

Kin.

vis

cosi

ty a

t 100

°C

cSt 1

)m

in6

5)15

5)

Flas

h po

int

°C

min

60

60

60

60

60

60

Pour

poi

nt

(win

ter)

(sum

mer

) °C

max

0 624

30

30

30

30

30

Carb

on R

esid

ue

(Con

rads

on)

% (m

/m)

max

12

6)

14

14

15

20

18

22

22

22

Ash

% (m

/m)

max

0.

10

0.10

0.

10

0.15

0.

15

0.15

7)

0.15

7)

0.15

7)

Tota

l sed

im, a

fter a

gein

g %

(m/m

) m

ax

0.10

0.

10

0.10

0.

10

0.10

0.

10

Wat

er

% (V

/V

max

0.

5 0.

5 0.

5 0.

5 0.

5 0.

5

Sulp

hur

% (m

/m)

max

3.

5 4.

0 4.

5 4.

5 4.

5 4.

5

Vana

dium

m

g/kg

m

ax

150

30

0 35

0 20

0 50

0 30

0 60

0 60

0 60

0

Alum

iniu

m +

Sili

con

mg/

kg

max

80

80

80

80

80

80

Zinc

m

g/kg

m

ax

15

15

15

15

15

15

Phos

phor

m

g/kg

m

ax

15

15

15

15

15

15

Calc

ium

m

g/kg

m

ax

30

30

30

30

30

30

m

21


Visc

osity

/tem

pera

ture

dia

gram

m

22


Minimum requirements for storage, treatment and supply systems

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

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

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

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

- Settling tank temperature 70 - 80 °C

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

Guide values for temperatures

Fuel viscosity cSt/50 °C

Tank temperature [°C]

30 - 80 70 - 80

80 - 180 80 - 90

180 - 700 max. 98

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

Capacity

V [l/h] = 0.22 · Peng. [kW]

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23

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

Capacity

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

1000


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

Strainer HF 2: Mesh size 0.32 mm

DN H1 H2 W D Output [kW] mm

< 5000 32 249 220 206 180

< 10000 40 330 300 250 210

< 20000 65 523 480 260 355

> 20000 80 690 700 370 430

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24


Self cleaning filter HF 4: Mesh size 10 µm sphere passing mesh, make Boll & Kirch*,without by-pass filter.

* In case of Caterpillar Motoren supply.

= 8000 kW, Type 6.60, DN 50 > 8000 kW, Type 6.61, DN 100<

Dismantling of sieve300 mm

Dismantling of sieve300 mm

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

Engine outputs

= 3000 kW = 8000 kW > 8000 kW< <

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25


Design head: 5 bar

Final preheater HH 1/HH 2: Heating media:

- Electric current (max. surface power density 1.1 W/cm2)- Steam- Thermal oil

Temperature at engine inlet max 150 °C.

Viscosimeter HR 2: Controls the injection viscosity to 10 - 12 cSt.Higher injection viscosity possible up to 16 cSt in combina-tion with main engines.To be confirmed by Caterpillar Motoren.

Fine filter (fitted) HF 1: - Mesh size 34 µm- Without heating- Differential pressure indication and alarm contact fitted

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

1000

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

Capacity

Mixing tank (without insulation) HT 2:

Engine output Volume Dimensions [mm] Weight

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

< 4000 50 950 323 750 70

< 10000 100 1700 323 1500 120

> 10000 200 1700 406 1500 175

Vent

Inletfrompressurepump

Fromengine

Outletto engine

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26


Mixing receiver HT 4: Permits the individual change-over to MGO/MDO. Reducesthe temperature variation during change over.Capacity: approx. 30 lDimensions: Ø approx. 320 mm

height approx. 665 mmwithout insulation

Diesel oil intermediate tank DT 2: Required for the individual change-over to MGO/MDO.Capacity: approx. 50 lDimensions: see mixing receiver

Diesel oil feed pump DP 1: Capacity and delivery headsee heavy fuel oil circulating pump HP 3/HP 4

Fuel Cooler DH 3: Required for heat dissipation with MGO/MDO operation.

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27


Notes:ff Flow verlocity in circuit system

< 0.5 m/sm Lead vent pipe beyond day tank

levelp Free outlet requireds Please refer to the measuring


tt Neither insulated nor heated pipeu From diesel oil separator or diesel

oil transfer pump

All heavy fuel pipes have to be insu-lated.---- heated pipe

Connecting points:C76 Inlet duplex filterC78 Fuel outletC80 Drip fuelC81 Drip fuelC81b Drip fuel (filter pan)

Accessories and fittings:DH3 MGO/MDO coolerDP1 Diesel oil feed pumpDR2 Pressure regulating valveDT1 Diesel oil day tankDT2 Diesel oil intermediate tankHF1 Fine filter (duplex filter)HF2 Primary filterHF4 Self cleaning filterHH1 Heavy fuel final preheaterHH2 Stand-by final preheaterHH4 Heating coilHP1/HP2 Pressure pumpHP3/HP4 Circulating PumpHR1 Pressure regulating valveHR2 ViscometerHT1 Heavy fuel day tank

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

HT2 Mixing tankHT4 Mixing receiverKP1 Injection pumpFQ1 Flow quantity indicatorLI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPDSL Diff. pressure switch lowPI Pressure indicatorPSL Pressure switch lowTI Temperature indicatorVI Viscosity indicatorVSH Viscosity Control switch highVSL Viscosity Control switch low

- Peak pressuremax. 16 bar

Tanks and separators integrated inthe main engine system

C76 C78

m

28


Heavy fuel oil supply- and booster standard module

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

Technical specification of the main components:

1. Primary filter

1 pc. Duplex strainer 320 microns

2. Fuel pressure pumps, vertical installation

2 pcs. Screw pumps with mechanical seal

3. Pressure regulating system

1 pc. Pressure regulating valve

4. Self cleaning fine filter

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

5. Consumption measuring system

1 pc. Flowmeter with local totalizer

6. Mixing tank with accessories

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

(with quick-closing valve)

7. Circulating pumps, vertical installation

2 pcs. Screw pumps with mechanical seal

8. Final preheater

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

m

29

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

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

10. Viscosity control system

1 pc. automatic viscosity measure and control system VAF

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

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

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

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


Steam Thermal oil

Electric Steam Thermal oil

Electric Steam Thermal oil

Steam Thermal oil

For power in kW up to (50/60 Hz) 4000/4800 4000/4800 8000/9600 8000/9600 12000/14400 20000/24000 Length in mm 2200 2700 3200 3500 3500 3500 Width in mm 1200 1200 1200 1200 1350 1500 Height in mm 2000 2000 2000 2000 2000 2000 Weight (approx.) in kg 2300 2400 2500 2700 3100 3600

m

30


Notes:dd To diesel oil storage or overflow

tankff Flow velocity in circuit system

< 0.5 m/sm Lead vent pipe beyond service

tank levelp Free outlet requireds Please refer to the measuring


u From diesel oil separator or die-sel oil transfer pump

All heavy fuel pipes have to be insu-lated.---- heated pipe

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

pan)

Accessories and fittings:DH3 Fuel oil cooler from MDO operationDP1 Diesel oil feed pumpDR2 Fuel pressure regulating valveDT1 Diesel oil day tankDT2 Diesel oil intermediate tankHF1 Fine filter (duplex filter)HF2 Fuel primary filterHF4 Self cleaning filterHH1 Final preheaterHH2 Stand-by final preheaterHH4 Heating coilHP1 Pressure pumpHP2 Stand-by pressure pumpHP3 Circulating pumpHP4 Stand-by circulating pumpHR1 Pressure regulating valveHR2 ViscometerHT1 Day tank

HT2 Mixing tankHT4 Mixing receiverHT8 Compensation damping tankKP1 Fuel injection pumpFQ1 Flow quantity indicatorLI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPDSL Diff. pressure switch lowPI Pressure indicatorPSL Pressure switch lowTI Temperature indicatorVI Viscosity indicatorVSH Viscosity control switch highVSL Viscosity control switch low

General notes:For location, dimensions and design (e. g. flexible connection) of the connectingpoints see engine installation drawing.Tanks and separators integrated in the main engine system.

- Peak pressuremax. 16 bar

C76 C78

m

31

11. Lubricating oil system

Lube oil quality

The viscosity class SAE 40 is required.

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

Constant uniform distribution of the additives at all operating conditions. Perfect cleaning (detergenteffect) and dispersing power, prevention of deposits from the combustion process in the engine. Suffi-cient alkalinity in order to neutralize acid combustion residues. The TBN (total base number) must bebetween 30 and 40 KOH/g at HFO operation. For MDO operation the TBN is 12 - 20 depending on sulphurcontent. RE-governor should be fitted with a normal 15 W 40 multipurpose oil.

I Approved in operationII Permitted for controlled use

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

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

Manufacturer Diesel oil/Marine-diesel oil operation

I II HFO operation I II

AGIP DIESEL SIGMA S CLADIUM 120

X X

CLADIUM 300 S CLADIUM 400 S

XX

BP ENERGOL DS 3-154 VANELLUS C 3

XX

ENERGOL IC-HFX 304 ENERGOL IC-HFX 404

XX

CALTEX DELO 1000 MARINE DELO 2000 MARINE

XX

DELO 3000 MARINE DELO 3400 MARINE

XX

CASTROL MARINE MLC MXD 154 TLX PLUS 204

X

XX

TLX PLUS 304 TLX PLUS 404

XX

CEPSA KORAL 1540 X CHEVRON DELO 1000 MARINE OIL

DELO 2000 MARINE OIL XX

DELO 3000 MARINE OIL DELO 3400 MARINE OIL

XX

TOTAL LUBMARINE DISOLA M 4015 AURELIA 4030

XX

AURELIA XL 4030 AURELIA XT 4040

XX

ESSO EXXMAR 12 TP EXXMAR CM+ ESSOLUBE X 301

XXX

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

X

XX

X

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

XXX

X

MOBILGARD M 430 MOBILGARD M 440

XX

SHELL GADINIA GADINIA AL ARGINA S ARGINA T

XXXX

ARGINA T ARGINA X

XX

TEXACO TARO 16 XD TARO 12 XD TARO 20 DP

XXX

TARO 30 DP TARO 40 XL

XX

m

32


Lube oil quantities/- change intervals: Circulating quantity: 0.8 - 0.9 l/kW output

The change intervals depend on:- the quantity- fuel quality- quality of lube oil treatment (filter, separator)- engine load

By continuous checks of lube oil samples (decisive are thelimit values as per "MaK Operating Media") an optimum con-dition can be reached.

Force pump (fitted) LP 1: Gear type pump

Suction strainer (fitted) LF 4

Selfcleaning filter (fitted) LF 2: Mesh size 30 µm (absolute), type 6.48, make Boll & Kirch.Without by-pass filter. Without flushing oil treatment..

Cooler (fitted) LH 1: Tube type

Temperature controller: Not required

Prelubrication pump (fitted) LP 5: Delivery head 5 barContinuous lubrication is carried out with stopped genset.Starter to be supplied by the yard.

Hz Capacity [m3/h] Electr. motor [kW]

50 4.0 1.4 6 M 20 C

60 5.0 1.8

50 6.6 2.3 8/9 M 20 C

60 8.0 3.0

m

33


Circulating tank LT 1: Located in the base frame, equipped with high/low levelswitch and level control stick.

Crankcase ventilation: The location of the ventilation is on top of the engine blocknear to the turbocharger (see system connections C 91).

The vent pipe DN 50 must be equipped with a condensatetrap and drain. It has to be enlarged to DN 65 approx. 1 mafter the connection point and to be arranged separately foreach genset. Crankcase pressure max. 150 Pa.

Treatment at MGO/MDO operation

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

Centrifuge (Option, fitted) LS 2: Minimum requirement

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

Separation capacity

Veff [l/h] = 0.18 · Peng [Total kW]

For auxiliary gensets: Strongly recommended1 separator for max. 3 engines

For diesel-electric drive: Required1 separator for max. 3 engines with automatically switchover in intervalls of 1.5 hours. See treatment at heavy fueloperation.

m

34

11. Lubricating oil systemMGO/MDO operation

Accessories and fittings:LF2 Self cleaning filterLF4 Suction strainerLH1 CoolerLH2 PreheaterLP1 Force pumpLP5 Prelubrication pumpLP9 Transfer pump (separator)LR2 Pressure regulating valveLS1 SeparatorLS2 Centrifuge (option)LT1 Sump tank

General notes:For location, dimensions and de-sign (e. g. flexible connection) ofthe connecting points see engineinstallation drawing.

Notes:e Filling pipef Drainh Please refer to the measuring

point list regarding design ofthe monitoring devices

o See "crankcase ventilationinstallation instructions"

Connecting points:C60 Separator connection, suction

side or drain or filling pipeC61 Separator connection, delivery

side or from by-pass filterC62a Oil drain, prelubrication pumpC91 Crankcase ventilation to stackNC Normally closed

LI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPI Pressure indicatorPSL Pressure switch lowPSLL Pressure switch lowTI Temperature indicatorTSH Temperature switch highTT Temperature transmitter (PT 100)

m

35

11. Lubricating oil systemTreatment at heavy fuel operation

Separator LS 1: Required with the following design:- Separating temperature 95 °C- Quantity to be cleaned five times/day- Utilization 20 % max.

Capacity

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

For auxiliary gensets: 1 separator per genset recommended1 separator for maximum 3 gensets required

The following is to be observed: 1. The separator is switched over successively and auto-matically controlled in intervals of 1.5 hours to the re-spective sump tank of the diesel genset.

2. The change over valves are to be provided with mutualmechanical or electric interlocks in order to avoid faultsin switching over.

3. All diesel gensets (operation, stand-by, stopped) are tobe included in these change over intervals.

4. If a diesel genset is not available (servicing, maintenanceetc.), it must be taken out of the interval control. For this acontact of a higher ranking start/stop automatic (inte-grated in the power management system) must be pro-vided for the interval control.

5. The separator must always be running or restarted aftera failure/black-out.

Change over valves and the automatic switch over controlsystem have to be supplied by the yard.

For diesel-electric drive: 1 Separator per genset required

m

36

11. Lubricating oil systemHeavy fuel operation

Accessories and fittings:LF2 Self cleaning filterLF4 Suction strainerLH1 CoolerLH2 PreheaterLP1 Force pumpLP5 Prelubrication pumpLP9 Transfer pump (separator)LR1 Temperature control valveLR2 Pressure regulating valveLS1 SeparatorLT1 Sump tank

General notes:For location, dimensions and de-sign (e. g. flexible connection) ofthe connecting points see engineinstallation drawing.

Notes:e Filling pipef Drainh Please refer to the measuring

point list regarding design ofthe monitoring devices

o See "crankcase ventilation in-stallation instructions"

Connecting points:C60 Separator connection, suction

side or drain or filling pipeC61 Separator connection, delivery

side or from by-pass filterC62a Oil drain, prelubrication pumpC91 Crankcase ventilation to stackNC Normally closed

LI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPI Pressure indicatorPSL Pressure switch lowPSLL Pressure switch lowTI Temperature indicatorTSH Temperature switch high

m

37

12. Cooling water system

The heat generated by the engine (cylinder, turbocharger, charge air and lube oil) is to be eliminated bymeans of treated freshwater acc. to the MaK coolant regulations.

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

Standard cooling system: Two-circuit cooling

Charge air temperature control not required. Water-cooled generators are not equipped with pipes.

HT-fresh water pump (fitted) FP 1: Capacity: acc. to heat balance

LT-fresh water pump (fitted) FP 2: Capacity: acc. to heat balance

HT-temperature controller (separate) FR 1: P-controller with manual emergency adjustment(basis).

Dimensions [mm] Weight

DN D F G H [kg]

6 M 20 C HT 50 165 150 225 177 24

8/9 M 20 C HT 65 185 165 254 158 26

3 x 6/8/9 M 20 C LT 125 250 241 489 200 67

m

38


LT-temperature controller (separate) FR 2: P-controller with manual emergency adjustment.

Not required with the combination of the main en-gine LT-system.

Preheater with pump (fitted on base frame)FH 5/FP 7: Consisting of circulating pump (3.5 m3/h), electric

heater (7 kW) and switch cabinet (separate: W x H xD = 450 x 300 x 200 mm). Voltage 380 - 460, frequency50/60 Hz.

Freshwater cooler (separate) FH 1: Plate type, size depending on the total heat to bedissipated.

For auxiliary genset normally integrated in the mainengine cooling system.

Header tank: For auxiliary genset normally integrated in the mainengine system.

- Arrangement: min. 4 m above crankshaft centreline.

- Size acc. to technical engine data, in case of sev-eral engines + 25 % volume per engine.

- All continuous vents from engine are to be con-nected.

m

39

ρ · H · VP = [kW]

367 · η

.

P - Power [kW]PM - Power of electr. motor [kW]V - Flow rate [m3/h]H - Delivery head [m]ρ - Density [kg/dm3]η - Pump efficiency

0,70 for centrifugal pumps

< 1.5 kW1.5 - 4 kW4 - 7.5 kW

> 7.5 - 40 kW> 40 kW

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

.

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

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


m

40


Heat balance 6 M 20 C

m

41


Heat balance 8 M 20 C

m

42


Heat balance 9 M 20

m

43

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

General notes:For location, dimensions and design (e. g. flex-ible connection) of the connecting points seeengine installation drawing.

Notes:h Please refer to the

measuring point list re-garding design of themonitoring devicesDistance min. 1 m

NC Normally closed

Connecting points:C15 Charge air cooler, outletC21 Freshwater pump HT,

inletC22 Freshwater pump LT,

inletC25 Cooling water, engine

outletC37 Ventilation connectionC39 Drain

Accessories and fittings:CH1 Charge air coolerFH5 Freshwater preheaterFP1 Freshwater pump (fitted

on engine) HTFP2 Freshwater pump (fitted

on engine) LTFP7 Preheating pumpFR1 Temperature control

valve HTLH1 Luboil coolerPI Pressure indicatorPSL Pressure switch lowTI Temperature indicatorTSH Temperature switch highTSHH Temperature switch high

from central coolingsystem LT

to central coolingsystem LT

m

44

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

Accessories and fittings:FH1 Freshwater coolerFR2 Temperature control valve LTSF1 Duplex seawater filterSP1 Seawater pumpSP2 Seawater stand-by pumpST1 Sea chestPI Pressure indicatorTI Temperature indicator

Notes:o Mesh size 2 - 5 mmz Short circuit pipe for adjusting a

minimum seawater inlet tem-perature of 10 - 20 °C

to gensets

from gensets

Connection see drawing page 43

m

45

13. Flow velocities in pipes

Example: di = 100 mm, V = 60 m3/hVelocity in the pipe 2.1 m/s

Volu

me

flow

[m

3 /h]

Velocity in the pipe [m/s]

m

46

14. Starting air system

Required pressure 30 bar

Air starter (fitted) AM 1: With pressure reducer 30/10 bar.

Min. starting air pressure and air consumption see technical data.

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

Clean and dry starting air is required.

Notes:a Control aird Water drain (to be mounted at the lowest point)e To other gensetsh Please refer to the measuring point list regarding design of

the monitoring devicesj Automatic drain (recommended)

Connecting points:C86 Connection, starting air

Accessories and fittings:AC1 CompressorAC2 Stand-by compressorAM1 Air starterAR1 Starting valveAR4 Pressure reducing valveAR5 Oil and water separatorAT1 Starting air receiverAT2 Starting air receiverPI Pressure indicatorPSL Pressure switch low, only for main enginePT Pressure transmitter

AT1/AT2 Option:- Typhon valve- Relief valve with pipe connection

m

47

15. Combustion air system

General: To obtain good working conditions in the engine room and toensure trouble free operation of all equipment attentionshall be paid to the engine room ventilation and the supply ofcombustion air.

The combustion air required and the heat radiation of allconsumers/heat producers must be taken into account.

Air intake from engine room (standard): - Fans are to be designed for a slight overpressure in theengine room.

- On system side the penetration of water, sand, dust, andexhaust gas must be avoided.

- When operating under tropical conditions the air flowmust be conveyed directly to the turbocharger.

- The temperature at turbocharger filter should not fall be-low + 10 °C.

- In cold areas warming up of the air in the engine roommust be ensured.

Air intake from outside: - The intake air duct is to be provided with a filter. Penetra-tion of water, sand, dust and exhaust gas must beavoided.

- Connection to the turbocharger is to be established via anexpansion joint (to be supplied by the yard). For this pur-pose the turbocharger will be equipped with a connectionsocket.

- At temperatures below + 10 °C the Caterpillar Motoren/Application Engineering must be consulted.

Radiated heat: see technical dataTo dissipate the radiated heat a slight and evenly distributedair current is to be led along the engine exhaust gas mani-fold starting from the turbocharger.

m

48

16. Exhaust system

Position of exhaust gas nozzle: A nozzle position of 0, 45 and 90° is possible.

Exhaust compensator:

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

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

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

The aforesaid value is also applicable as value for the totalflow resistance of plants with separate intake air filter!

Notes regarding installation: - Arrangement of the first expansion joint directly on theexhaust gas nozzle

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

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

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

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

Diameter DN Length [mm] Weight [kg]

6 M 20 C 400 365 31

8/9 M 20 C 500 360 42

m

49

16. Exhaust system

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)

Example (based on diagram data A to E):t = 335 °C, G = 25000 kg/hl = 15 m straight pipelength, d = 700 mm3 off 90° bend R/d = 1.51 off 45° bend R/d = 1.5∆Pg = ?

∆p = 0.83 mm WC/mL' = 3 · 11 m + 5.5 mL = 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

Resistance in exhaust gas piping

m

50

0.031 0.063 0.125 0.25 0.5 1 2 4 8

160

150

140

130

120

110

100

137 138 138 136

132 129126

123 119

f [kHz]

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

160

150

140

130

120

110

100

136 138 138136

133 130127 125

121

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

160

150

140

130

120

110

100

136 138 139 137134

131 128 127123

16. Exhaust system(preliminary)

Exhaust sound power level Lw not attenuated [1 x 1 m from open pipe]The noise measurements are made with a probe inside the exhaust pipe.

Tolerance + 2 dB

LwOct [dB](reference 10-12 W)



6 M 20 C (1140 kW/1000 rpm)

9 M 20 C (1710 kW/1000 rpm)

8 M 20 C (1520 kW/1000 rpm)

m

51

16. Exhaust system

Silencer: Design according to the absorbtion principle with wide-band attenuation over a great frequency range and lowpressure loss due to straight direction of flow. Sound ab-sorbing filling consisting of resistant mineral wool.

Sound level reduction 25 dB(A), alternatively 35 dB(A).Max. permissible flow velocity 40 m/s.

Silencer with spark arrester: Soot separation by means of a swirl device (particles arespun towards the outside and separated in the collectingchamber). Sound level reduction 25 dB(A) or 35 dB(A). Max.permissible flow velocity 40 m/s.

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

m

52

16. Exhaust system

Silencer/Spark arrestor and silencer: Installation: vertical/horizontalFlange according to DIN 86044Counterflanges, screws and gaskets are included, withoutsupports and insulation

Silencer

Spark arrestor and silencer

Attenuation 25 dB (A) 35 dB (A)

DN D B L kg L kg

6 M 20 C 400 850 544 2934 550 3686 680

8/9 M 20 C 500 950 594 3184 710 3936 800

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

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

m

53

16. Exhaust system

Cleaning the turbocharger compressor: The components for cleaning (dosing vessel, pipes, shut-offvalve) are engine mounted.

Water is fed before compressor wheel via injection pipesduring full load operation every 24 to 48 hours.

Cleaning the turbine blade andnozzle ring: At heavy fuel operation only.

The cleaning is carried out with clean fresh water "wetcleaning" during low load operation at regular intervals, de-pending on the fuel quality, 250 to 500 hours.

Duration of the cleaning period is approx. 20 minutes. Freshwater of 1.5 bar is required.

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

C36 Drain, Ø 25

C42 Fresh water supply,Ø 16,with quick couplingdevice

Dirty water tank

Water flow[l/min]

Injection time[sec]

6 M 20 C 4 - 6 3 - 4 x 30 *

8/9 M 20 C 6 - 10 3 - 4 x 30 *

* with 3 min waiting period at a time

m

54

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

130

125

120

115

110

105

100

95

90

104

114 114

119

114

111 112108 110

101

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

130

125

120

115

110

105

100

95

90

108 110 111114

111 110 111108

107

101

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

130

125

120

115

110

105

100

95

90

100

108

109

115

111 109 110107 110

102

17. Air borne sound power level(preliminary)

The airborne noise of the engines is measured as a sound power level according to EN ISO 9614-2/Accuracy class 3.

Tolerance + 2 dB




6 M 20 C (1140 kW/1000 rpm)

9 M 20 C (1710 kW/1000 rpm)

8 M 20 C (1520 kW/1000 rpm)

m

55

Gensets have to be resiliently mounted.

This provides an activ insulation against forces generated by the engine as well as protection againstvibration from rigidly mounted main engines.

The ship's foundation does not require machining. Unevenness is to be compensated by weldingplates (to be provided by the shipyard). The resilient element includes horizontal and vertical stopper(fail-safe design).

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

Number of resilient elements: 6 M 20 C: 128/9 M 20 C: 14

18. FoundationResilient mounting

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

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

72777876

8182

97

91

45525850

6259

7470

20

30

40

50

60

70

80

90

100

110

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

above

below

m

56

18. FoundationFoundation plan

Resilient element with fail-safedesign (horizontal and verticalstopper)

Alignment tolerance, vertical + 1,0 mm

6 M 20 C

m

57




8 M 20 C

m

58




9 M 20 C

m

59

19. Control and monitoring system

Engine control panel

Detail X: Equipment for local engine control

m

60


Genset control

*) = not delivered by Caterpillar Motoren

m

61


Engine monitoring

m

62

19. Control and monitoring systemMonitoring: M 20 C aux. genset

* located in the fuel pressure system

Sensor Measur.-point

Monitoring point Abbrev. Action

Fitted Separate

Remarks

1105 Luboil pressure PAL OA A

1106 Luboil pressure PALL OAMS B

1112 Luboil differential pressure selfcleaning filter PDAH OA B

1142 Luboil pressure prelubrication PL B Starting interlock

1202 Luboil temperature engine inlet TAH OA A

1311 Luboil level sump tank LAL OA B 1312 Luboil level sump tank LAH OA B

2102 FW pressure high temp. circuit engine inlet PAL OA A

2112 FW press. low temp. circuit cooler inlet PAL OA A

2211 FW temp. high temp. circuit engine outlet TAH OA A

2213 FW temp. high temp. circuit engine outlet TAHH OA

MS B

5102 Fuel oil pressure engine inlet PAL OA A

5105 Fuel oil pressure pressure pump PAL OA B* Starting stand-by pump from

pump control

5111 Fuel oil differential pressure duplex filter PDAH OA B

5112 Fuel oil differential pressure selfcleaning filter

PDAH OA B*

5115 Fuel oil differential pressure circulating pump

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

5116 Fuel oil differential pressure before and after circulating pump

PDAL OA B*

5251 Fuel oil viscosity engine inlet VAH OA A* 1 Sensor f. 5251, 5252 5252 Fuel oil viscosity engine inlet VAL OA A* 1 Sensor f. 5251, 5252 5301 Level of leak fuel LAH OA B 5333 Fuel level mixing tank LAL OA B*

6101 Starting air pressure engine inlet PAL OA A

6105 Shut down air pressure on engine PAL OA B

8221 Exhaust gas temp. after turbocharger T OA A Only thermocouple

8221 Exhaust gas temperature after turbocharger TAH OA A

9404 Engine overspeed S OAMS B

9405 Engine speed stop starting air S B

m

63




Fitted Separate

Remarks

9409 Working hour meter/engine S B

9419 Engine speed NI A

9503 Stop lever in pos. operation S B Genset ready for operation

9561 Barring gear engaged S B Start interlock

9601 Electronic units/terminal point X1/voltage failure

S OA B

9611 RPM switch/voltage failure/ wire break

S OA B

9615 Failure electronic governor S OA B With electronic governor only

9616 Failure electronic governor S OAMS

B With electronic governor only

9761 Viscosity control, voltage failure

OA B Dependent from system

9775 Fuel oil preheater, voltage failure

OA B Dependent from system

Monitoring: M 20 C aux. genset

Abbreviations

B = Binary sensor OA = Visual and audible alarmA = Analogue sensor AD = Autom. speed/load reduction

MS = Autom. engine stopLAH = Level alarm high QA = Measurement alarmLAL = Level alarm low QAH = Measurement alarm highNI = Speed indication S = SpeedPAL = Pressure alarm low TAH = Temperature alarm highPALL = Pressure alarm low low TAHH = Temperature alarm high highPDAH = Pressure difference alarm high VAH = Viscosity alarm highPDAL = Pressure difference alarm low VAL = Viscosity alarm low

Additional monitoring for DE-drive



Fitted Separate

Remarks

2103 FW pressure high temp. circuit engine inlet PALL OA

MS B For DE-drive only

2321 Oil ingress in fresh water cooler outlet QAH OA B

5102 Fuel oil pressure engine inlet PAL OA A 8211 Exhaust gas temp. per cyl. T OA A Only thermocouples

8231 Exhaust temperature before turbocharger TAH OA A

9429 Turbocharger speed S A

9622 Exhaust gas temp. average equipment, voltage failure S OA B

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Local and remote indicatorsRemote indication interfacing

Indi

cato

rs

At t

he e

ngin

e Re

mot

e 96

x 9

6

Fuel

tem

pera

ture

at e

ngin

e in

let

⊗

Diffe

rent

ial p

ress

ure

fuel

filte

r

Mea

n in

ject

ion

pum

p ra

ck p

ositi

on

⊗

Lubo

il te

mpe

ratu

re a

t eng

ine

inle

t

Diffe

rent

ial p

ress

ure

lubo

il fil

ter

Fres

hwat

er te

mpe

ratu

re a

t eng

ine

inle

t HT

Fres

hwat

er te

mpe

ratu

re a

t eng

ine

outle

t HT

⊗

Fres

hwat

er te

mpe

ratu

re a

fter i

nter

cool

er

Char

ge a

ir te

mpe

ratu

re b

efor

e in

terc

oole

r

Char

ge a

ir te

mpe

ratu

re b

efor

e en

gine

⊗

Exha

ust g

as te

mpe

ratu

re a

fter c

ylin

der

⊗2)

Exha

ust g

as te

mpe

ratu

re a

fter t

urbo

char

ger

⊗2)

Star

t air

pres

sure

⊗

Shut

dow

n ai

r pre

ssur

e

Engi

ne s

peed

⊗

1)

Gau

ge b

oard

(fitt

ed o

n en

gine

) Fu

el p

ress

ure

⊗

Lubo

il pr

essu

re

⊗

Fres

hwat

er p

ress

ure

HT

⊗

Fres

hwat

er p

ress

ure

LT

⊗

Char

ge a

ir pr

essu

re a

fter i

nter

cool

er

Turb

ocha

rger

spe

ed (o

ptio

nal f

or D

E)

⊗ (0

- 10

V)

1) A

ltern

ativ

ely

144

x 14

4 2) O

nly

96 x

192

with

exh

aust

gas

mon

itorin

g ⊗

Opt

ion

* not Caterpillar Motoren supply

mA VΩ mV mA

Sensor Signals from theengine

RPM switchunit

Analog-monitoringequipment *

Display (mA)

Remote indicatoroption

Remote indicatorengine speed

option

Monitor*

Signal type4-20 mA

0 - 1

0 V

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65


Protection system Operating voltage: 24 V DCType of protection: IP 55

Protection against false polarity and transient protection provided.

Designed for: 3 starting interlock inputs6 automatic stop inputs1 manual stop input

The input and output devices are monitored for wire break.

Rpm switch unit system Designed for:3 rpm switching pointsAnalogue outputs for speed:1 x 0-10 V, 1 x 4-20 mA, 1 x frequency

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66


Rpm switch unit

Protection system

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67


Start/stop logic

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68

20. Diesel engine management system DIMOS

DIMOS

Engine operatinginstructions

Engine spare partscatalogues

Maintenanceschedule

Maintenancejob cards

Maintenanceplanning

Work ordercreation

History andstatistics

Inventory andpurchase

O U T P U T

I N P U TDIMOS

Engine operatinginstructions

Engine spare partscatalogues

Maintenanceschedule

Maintenancejob cards

Maintenanceplanning

Work ordercreation

History andstatistics

Inventory andpurchase

O U T P U T

I N P U T

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

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

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

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

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

mentation.

From various single information to an integrated system

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21. Standard acceptance test run

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

- governor test- overspeed test- emergency shut-down via minimum oil pressure- start/stop via central engine control- measurement of crank web deflection (cold/warm condition)

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

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

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

According to these guidline the MaK engine will be assigned to vibration severity grade 28, class 5.On the engine block the following values will not be exceeded:

Displacement Seff < 0.448 mm f > 2 Hz < 10 HzVibration velocity Veff < 28.2 mm/s f > 10 Hz < 250 HzVibration acceleration aeff < 44.2 m/s2 f > 250 Hz < 1000 Hz

The acceptance test run is carried out on the testbed with customary equipment and auxiliaries usingexclusively MDO and under the respective ambient conditions of the testbed. During this test run thefuel rack will be blocked at the contractual output value. In case of deviations from the contractualambient conditions the fuel consumption will be converted to standard reference conditions.

The engine will be run at the following load stages acc. to the rules of the classification societies.After reaching steady state condition of pressures and temperatures these will be recorded and reg-istered acc. to the form sheet of the acceptance test certificate:

Load [%] Duration [min]

50 30

85 30

100 60

110 30

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70

22. Engine International Air Pollution Prevention Certificate

The MARPOL Diplomatic Conference has agreed about a limitation of NOx emissions, referred to asAnnex VI to Marpol 73/78.

When testing the engine for NOx emissions, the reference fuel is Marine Diesel Oil (Distillate) and thetest is performed according to ISO 8178 test cycles:

D2: Auxiliary gensetE2: Diesel electric on controlable pitch propellerE3: Fixed pitch propeller at variable speed

Subsequently, the NOx value has to be calculated using different weighting factors for different loadsthat have been corrected to ISO 8178 conditions.

An EIAPP (Engine International Air Pollution Prevention) certificate will be issued for each engineshowing that the engine complies with the regulation. At the time of writing, only an interimcertificate can be issued due to the regulation not yet in force.

According to the IMO regulations, a Technical File shall be made for each engine. This Technical Filecontains information about the components affecting NOx emissions, and each critical component ismarked with a special IMO number. Such critical components are injection nozzle, injection pump,camshaft, cylinder head, piston, connecting rod, charge air cooler and turbocharger. The allowablesetting values and parameters for running the engine are also specified in the Technical File.

The marked components can later, on-board the ship, be easily identified by the surveyor and thus anIAPP (International Air Pollution Prevention) certificate for the ship can be issued on basis of theEIAPP and the on-board inspection.

Output [%] 100 75 50 25 10

E2+E3 weighting factor 0,20 0,50 0,15 0,15 -

D2 weighting factor 0,05 0,25 0,30 0,30 0,10

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71

23. Painting/Preservation

Inside preservation

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

Outside preservation

N 576-3.1 - Tectyl lightEuropeStorage in the open, protected from moisture, up to 1 year

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

N 576-3.2 - Tectyl heavy-dutyOverseasStorage in the open, protected from moisture, up to 1 year

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

N 576-4.1 - Clear VarnishClear varnish painting is applicable within Europe for land transportation with protection frommoisture. It is furthermore applicable for storage in a dry and tempered atmosphere.

Clear varnish painting is not permissible for:- Sea transportation of engines- Storage of engines in the open, even if they are covered with tarpaulin

VCI packaging as per N 576-5.2 is always required!Durability and effectiveness are dependent on proper packing, transportation, and storage, i.e. theengine must be protected from moisture, the VCI foil must not be torn or destroyed.Checks are to be carried out at regular intervals.If the above requirements are not met, all warranty claims in connection with corrosion damagesshall be excluded.

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23. Painting/Preservation

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

N 576-4.3 - Painting- No VCI packaging:

Short-term storage in the open, protected from moisture, max. 4 weeks- With VCI packaging:

Storage in the open, protected from moisture, up to 1 year

Appearance of the engine:- Surfaces mostly painted with varnish- Bare metal surfaces provided with light or heavy-duty preservation

N 576-5.2 - VCI packagingStorage in the open, protected from moisture, up to 1 year.Applies for engines with painting as per application groups N 576-4.1 to -4.4Does not apply for engines with Tectyl outside preservation as per application groups N 576-3.1 and -3.2.

Description:- Engine completely wrapped in VCI air cushion foil, with inserted VCI-impregnated flexible

PU-foam mats.

N 576-5.2 Suppl. 1 - Information panel for VCI preservation and inspectionApplies for all engines with VCI packaging as per application group N 576-5.2

Description:- This panel provides information on the kind of initial preservation and instructions for inspection.- Arranged on the transport frame on each side so as to be easily visible.

N 576-6.1 - Corrosion Protection Period, Check, and RepreservationApplies to all engines with inside and outside storage

Description:- Definitions of corrosion protection period, check, and represervation

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73

24. Lifting of gensets

A B

6 M

20

C 13

93

1505

8 M

20

C 19

02

1400

9 M

20

C 20

53

1600

m

74

25. Engine parts

Cylinder head, Weight 121 kg

Piston with connecting rod, Weight 57 kg Cylinder liner, Weight 60 kg

Subject to change without notice.Leaflet No. 219 · 06.07 · e · L+S · VM3

© 2007 Caterpillar All Rights Reserved. CAT, CATERPILLAR, their respective logos,„Caterpillar Yellow“ and the POWER EDGE trade dress, as well as corporate identityused herein, are trademarks of Caterpillar and may not be used without permission

Europe, Africa, Middle East

Caterpillar MarinePower SystemsNeumühlen 922763 Hamburg/Germany

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

Caterpillar Marine Asia Pacific Pte Ltd14 Tractor RoadSingapore 627973/SingaporePhone: +65 68287-600Telefax: +65 68287-624

Americas

MaK Americas Inc.

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

Caterpillar Marine Trading(Shanghai) Co., Ltd.25/F, Caterpillar Marine Center1319, Yan’an West Road200050 Shanghai/P. R.ChinaPhone: +86 21 6226 2200Telefax: +86 21 6226 4500

Asia PacificHeadquarters

Caterpillar MarinePower SystemsNeumühlen 922763 Hamburg/Germany

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

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

Caterpillar Marine Power Systems

Documents

M20 Genset...m 1 1. Engine description Free end Driving end The M 20 C is a four stroke diesel engine, non-reversible, turbocharged and intercooled with direct fuel injection. In-line