M 20 C Project Guide • Propulsion

Document technical information

Format pdf
Size 3.1 MB
First found Jun 9, 2017

Document content analysis

Language
English
Type
not defined
Concepts
no text concepts found

Persons

Organizations

Places

Transcript

M 20 C
Project Guide • Propulsion
Introduction
Information for the user of this project guide
The project information contained in the following is not binding, since technical data of products
may especially change due to product development and customer requests. Caterpillar reserves the
right to modify and amend data at any time. Any liability for accuracy of information provided herein
is excluded.
Binding determination of data is made by means of the Technical Specification and such other agreements as may be entered into in connection with the order. We will supply further binding data, drawings, diagrams, electrical drawings, etc. in connection with a corresponding order.
This edition supersedes the previous edition of this project guide.
All rights reserved. Reproduction or copying only with our prior written consent.
Caterpillar Motoren GmbH & Co. KG
P. O. Box, D-24157 Kiel
Germany
Phone
+49 431 3995-01
Telefax
+49 431 3995-2193
Edition
M 20 C Propulsion - 05.2012
May 2012
I
Marine Financing Guidelines
Power :
Cat and MaK.
Financial Products: Construction, term
and repower financing.
Repayment :
Loan terms up to
10 years, with longer
amortizations available.
Financed Amount : Up to 80 % of your
vessel cost.
Rates :
Fixed or variable.
Currency :
US Dollars, Euros and
other widely traded
currencies.
II
Global Resource from One Source
When you select Cat Marine Power for your
vessel, look to Cat Financial for world-class
financial support. With marine lending offices in
Europe, Asia and the US supporting Caterpillar’s
worldwide marine distribution network, Cat
Financial is anchored in your homeport. We also
have over 20 years of marine lending experience,
so we understand your unique commercial
marine business needs. Whether you’re in the
offshore support, cargo, ship assist, towing, fishing or passenger vessel industry, you can count
on Cat Financial for the same high standard you
expect from Caterpillar.
www.CAT.com / CatMarineFinance
Visit our web-site or see your local Cat dealer
to learn how our marine financing plans and
options can help your business succeed.
M 20 C Propulsion - 05.2012
Commissioning
Training
DICARE
Diagnostic Software
Global
Dealer Network
Remanufactured
Parts
Maintenance
Genuine
Spare Parts
Engine
Upgrades
Overhauls
Repairs
Customer Support
Agreements
( CSAs )
Providing integrated solutions for your power system means
much more than just supplying your engines. Beyond complete
auxiliary and propulsion power systems, we offer a broad portfolio of customer support solutions and financing options. Our
global dealer network takes care of you wherever you are –
worldwide. Localized dealers offer on-site technical expertise
through marine specialists and an extensive inventory of all the
spare parts you might need.
To find your nearest dealer, simply go to:
MARINE.CAT.COM
M 20 C Propulsion - 05.2012
III
IV
M 20 C Propulsion - 05.2012
Contents
Page
1.
Engine description
1.1
Engine description ...............................................................................................................
1
1.2
Engine design features ........................................................................................................
2
2.
General data and operation of the engine
2.1
2.1.1
2.1.2
2.1.3
2.1.4
2.1.5
2.1.6
General data and outputs ....................................................................................................
Output definition ....................................................................................................................
Fuel consumption ..................................................................................................................
Lube oil consumption ...........................................................................................................
Nitrogen oxide emissions (NOx values) .............................................................................
Emergency operation without turbocharger ....................................................................
Technical data .......................................................................................................................
3
3
4
4
4
4
5
2.2
2.2.1
2.2.2
Engine dimensions ...............................................................................................................
Turbocharger at driving end ................................................................................................
Turbocharger at free end .....................................................................................................
7
7
8
2.3
Restrictions for low load operation ..................................................................................
9
2.4
2.4.1
2.4.2
Propeller operation ..............................................................................................................
Fixed pitch propeller operation ...........................................................................................
Controllable pitch propeller operation ..............................................................................
10
10
11
2.5
General clutch procedure ...................................................................................................
12
3.
Systems
3.1
3.1.1
3.1.2
3.1.3
3.1.4
Combustion air system ........................................................................................................
General....................................................................................................................................
Air intake from engine room (standard) ............................................................................
Air intake from outside .........................................................................................................
Radiated heat .........................................................................................................................
M 20 C Propulsion - 05.2012
13
13
13
13
13
V
3.2
3.2.1
3.2.2
3.2.3
Starting air system ...............................................................................................................
Starting air quality requirements ........................................................................................
System diagram .....................................................................................................................
Starting air system components .........................................................................................
a) Receiver capacity acc. to GL recommended AT1/AT2 ..............................................
b) Compressor AC1/AC2 ......................................................................................................
c) Air starter AM1 .................................................................................................................
14
14
15
16
16
17
17
3.3
3.3.1
3.3.2
3.3.3
3.3.4
3.3.5
Exhaust system .....................................................................................................................
General....................................................................................................................................
Exhaust expansion joint .......................................................................................................
Silencer ...................................................................................................................................
Exhaust gas boiler .................................................................................................................
Turbocharger cleaning device ............................................................................................
17
17
17
18
19
20
3.4
3.4.1
3.4.2
3.4.3
3.4.4
3.4.5
Cooling water system ..........................................................................................................
Cooling water quality requirements ...................................................................................
System diagram heat balance ............................................................................................
System diagram cooling water ...........................................................................................
Cooling water system components ....................................................................................
a) LT cooling water pump FP2 ............................................................................................
b) LT cooling water stand-by pump FP6 ...........................................................................
c) HT cooling water pump FP1 ...........................................................................................
d) HT cooling water stand-by pump FP5 ..........................................................................
e) HT temperature controller FR1 ......................................................................................
f) LT temperature controller FR2 .......................................................................................
g) Ht flow temperature controller FR3 ..............................................................................
h) Pre-heater FH5/FP7 .........................................................................................................
i) HT cooler FH1 ...................................................................................................................
j) LT cooler FH2 ....................................................................................................................
k) Header tank FT1/FT2........................................................................................................
Recommendation for cooling water system .....................................................................
21
21
22
25
26
26
26
26
26
26
27
27
27
27
27
27
28
3.5
3.5.1
3.5.2
3.5.3
Fuel oil system, MGO/MDO operation ..............................................................................
Quality requirements for MGO/MDO fuel/permittes fuels ..............................................
System diagram - Fuel oil system MGO operation (engine with transfer pump) .......
System diagram - Fuel oil system MGO/MDO operation ................................................
29
29
30
31
VI
M 20 C Propulsion - 05.2012
3.5.4
MGO/MDO fuel system components .................................................................................
a) Fine filter DF1 ....................................................................................................................
b) Strainer DF2 ......................................................................................................................
c) Pre-heater DH1 ................................................................................................................
d) MGO/MDO cooler DH3....................................................................................................
e) Feed pump DP1 ................................................................................................................
f) Feed pump DP1 ................................................................................................................
g) MGO/MDO service tank DT1..........................................................................................
h) Separator DS1 ..................................................................................................................
32
32
32
32
32
32
32
33
33
3.6
3.6.1
3.6.2
3.6.3
Fuel oil system, HFO operation ..........................................................................................
Requirements for residual fuels for diesel engines ........................................................
System diagram - Heavy fuel oil operation .......................................................................
HFO system components .....................................................................................................
a) Fine filter HF1 ....................................................................................................................
b) Strainer HF2 ......................................................................................................................
c) Self cleaning filter HF4 ....................................................................................................
d) Viscosimeter HR2 .............................................................................................................
e) Pressure pumps HP1/HP2 ..............................................................................................
f) Circulating pumps HP3/HP4 ...........................................................................................
g) Pressure regulating valve HR1 ......................................................................................
h) Final preheater HH1/HH2 ................................................................................................
i) Mixing tank HT2 ...............................................................................................................
j) Bunker tanks .....................................................................................................................
k) Settling tanks HT5/HT6....................................................................................................
l) Day tank DT1/HT1 ............................................................................................................
m) Separators HS1/HS2........................................................................................................
System diagram – Standard HFO supply and booster module ......................................
Standard heavy fuel oil supply and booster module .......................................................
a) Primary filter FIL1 .............................................................................................................
b) Fuel pressure pumps SP1/SP2.......................................................................................
c) Pressure regulating system PCV1.................................................................................
d) Self cleaning fine filter AF1 ............................................................................................
e) Consumption measuring system FLOW1 .....................................................................
f) Mixing tank with accessories T1 ..................................................................................
g) Circulating pumps BP1/BP2 ...........................................................................................
h) Final preheater H1/H2 .....................................................................................................
i) Viscosity control system VA1.........................................................................................
j) Cooler CL1 .........................................................................................................................
34
34
35
36
36
36
37
37
37
37
38
38
38
39
39
39
39
40
41
41
41
41
41
41
41
41
41
41
41
3.6.4
3.6.5
M 20 C Propulsion - 05.2012
VII
3.7
3.7.1
3.7.2
3.7.3
3.7.4
3.7.5
Lube oil system .....................................................................................................................
Quality requirements of lube oil ..........................................................................................
System diagram - Lube oil system MGO/MDO operation (wet sump) .........................
System diagram - Lube oil system .....................................................................................
Lube oil system components ...............................................................................................
a) Force pump LP1 ................................................................................................................
b) Prelubrication pump LP5 ................................................................................................
c) Stand-by force pump LP2 ...............................................................................................
d) Strainer LF4 .......................................................................................................................
e) Self cleaning filter LF2.....................................................................................................
f) Cooler LH1 .........................................................................................................................
g) Temperature controller LR1............................................................................................
h) Oil pan LT2 .........................................................................................................................
i) Crankcase ventilation C91 ..............................................................................................
j) Separator; treatment at MGO/MDO operation LS1 ....................................................
k) Separator; treatment at HFO operation LS1 ................................................................
Recommendation for lube oil system ................................................................................
4.
Connecting parts engine
4.1
4.1.1
4.1.2
4.1.3
4.1.4
Power transmission .............................................................................................................
Coupling between engine and gearbox ............................................................................
Power take-off .......................................................................................................................
Voith propeller drive, rudder-propeller drive ....................................................................
Data for torsional vibration calculation .............................................................................
51
51
53
54
55
4.2
4.2.1
4.2.2
Resilient mounting ...............................................................................................................
Major components ................................................................................................................
Structure-borne noise level LV ............................................................................................
56
56
57
5.
Installation and arrangement
5.1
General installation aspect ................................................................................................
58
5.2
Engine system connections ................................................................................................
59
5.3
Space requirement for dismantling of charge air cooler and turbocharger cartridge 60
VIII
43
43
45
46
47
47
47
47
47
47
47
47
48
48
48
48
49
M 20 C Propulsion - 05.2012
5.4
5.4.1
5.4.2
Foundation .............................................................................................................................
External foundation forces and frequencies ....................................................................
Rigid mounting .......................................................................................................................
61
61
63
5.5
Installation of flexible pipe connections .........................................................................
66
5.6
Notes regarding installation exhaust system .................................................................
66
5.7
Installation of crankcase ventilation on the engine ......................................................
67
5.8
Earthing of the engine ..........................................................................................................
68
5.9
Lifting of the engine .............................................................................................................
69
6.
Control and monitoring system
6.1
6.1.1
6.1.2
6.1.3
6.1.4
6.1.5
6.1.6
Engine control panel ............................................................................................................
Remote control for reversing gear plant ...........................................................................
Remote control for single-engine plant with one controllable pitch propeller ..........
Remote control for twin-engine plant with one controllable pitch propeller .............
Remote control fixed rudder propeller ..............................................................................
Remote control voith propeller propulsion .......................................................................
LESS: Large Engine Safety System ....................................................................................
70
71
75
76
77
78
79
6.2
Speed control ........................................................................................................................
81
6.3
Engine monitoring ................................................................................................................
83
6.4
Measuring points ..................................................................................................................
84
6.5
Local and remote indicators ...............................................................................................
89
7.
Diagnostic trending monitoring - DICARE ..................................................
90
8.
Engine acceptance test ..................................................................................
92
9.
Engine International Air Pollution Prevention Certificate .......................
93
M 20 C Propulsion - 05.2012
IX
10.
Painting / preservation ...................................................................................
94
11.
Engine parts ......................................................................................................
97
12.
Appendix ...........................................................................................................
98
12.1
12.1.1
12.1.2
12.1.3
Exhaust system .....................................................................................................................
Resistance in exhaust gas piping .......................................................................................
Exhaust data ..........................................................................................................................
Exhaust gas sound power level ..........................................................................................
98
98
99
101
12.2 Fuel oil system ......................................................................................................................
12.2.1 Viscosity / temperature diagram ........................................................................................
103
103
12.3
104
X
Air-borne sound power level..............................................................................................
M 20 C Propulsion - 05.2012
1.
Engine description
1.1
Engine description
The M 20 C is a four-stroke diesel engine, non-reversible, turbocharged and intercooled with direct
fuel injection.
In-line engine M 20 C
Cylinder configuration:
Bore:
Stroke:
Stroke/bore ratio:
Swept volume:
Output/cyl.:
BMEP:
Revolutions:
Mean piston speed:
Turbocharging:
Direction of rotation:
M 20 C Propulsion - 05.2012
6,8,9 in-line
200 mm
300 mm
1.5
9.4 l/Cyl.
170/190 kW
24.1/24.2 bar
900/1,000 rpm
9/10 m/s
single-pipe system
clockwise, option: counter-clockwise
1
1.
Engine description
1.2
Engine design features
• Designed for heavy fuel operation up to 700 cSt/50°C, fuel grade acc. to CIMAC H55 K55, ISO
8217, 2010 (E), ISO-F-RMH55 RMK55.
• 1-piece dry engine block made of nodular cast iron. It includes the crankshaft bearings, camshaft
bearings, charge air duct, vibration damper housing and gear drive housing.
• Underslung crankshaft with corrosion resistant main and big end bearing shells.
• Natural hardened liners, centrifugally cast, with anti-polishing ring.
• Composite type pistons with steel crown and aluminium skirt.
• Piston ring set consisting of 2 chromium plated compression rings, first ring with chromium-ceramic
layer and 1 chromium plated oil control ring. All ring grooves are hardened and located in the steel
crown.
• 2-piece connecting rod, fully machined, obliquely split with serrated joint.
• Cylinder head made of nodular cast iron with 2 inlet and 2 exhaust valves with valve rotators.
Directly cooled exhaust valve seats.
• Camshaft consisting of individual cylinder sections allowing a removal of the pieces sideways.
• Turbocharger supplied with integrated plain bearings lubricated by engine lubricating oil system.
• No water cooling for turbocharger.
• Single stage charge air cooler in LT circuit.
• Nozzle cooling for heavy fuel operation with engine lubricating oil.
2
M 20 C Propulsion - 05.2012
2.
General data and operation of the engine
Type
900/1,000 rpm
[kW]
6 M 20 C
1,020/1,140
8 M 20 C
1,360/1,520
9 M 20 C
1,530/1,710
The maximum fuel rack position is
mechanically limited to 100 % output for CPP
and FPP applications. Limitation of 110 % for
gensets and DE applications.
Engine output 180/200 kW/cyl. at 900/1,000 rpm ask for availability.
2.1
General data and outputs
2.1.1 Output definition
The maximum continuous rating stated by Caterpillar refers to the following reference conditions
according to “IACS“ (International Association of Classification Societies) for main and auxiliary
engines:
Reference conditions according to IACS (tropical conditions):
Air pressure
Air temperature
Relative humidity
Seawater temperature
M 20 C Propulsion - 05.2012
100 kPa (1 bar)
318 K (45 °C)
60 %
305 K (32 °C)
3
2.
General data and operation of the engine
2.1.2 Fuel consumption
The fuel consumption data refers to the following reference conditions:
Intake temperature
Charge air temperature
Charge air coolant inlet temperature
Net heating value of the diesel oil
Tolerance of the stated consumption data
298 K (25 °C)
318 K (45 °C)
298 K (25 °C)
42,700 kJ/kg
5%
Specification of the fuel consumption data without engine driven pumps; for each fitted pump an
additional consumption of 1 % has to be calculated.
Increased consumption under tropical conditions
3 g/kWh
2.1.3 Lube oil consumption
Actual data can be taken from the technical data.
2.1.4 Nitrogen oxide emissions (NOx values)
NOx limit values according to MARPOL 73/78 Annex VI:
8.98 g/kWh (1,000 rpm)
9.20 g/kWh ( 900 rpm)
Main engine: controllable pitch propeller, according to cylce E2: 8.90 g/kWh (1,000 rpm)
8.90 g/kWh ( 900 rpm)
fixed pitch propeller, according to cycle E3:
8.20 g/kWh (1,000 rpm)
2.1.5 Emergency operation without turbocharger
Emergency operation is permissible with MDO only up to approx.
• 20 % of the MCR at nominal speed with controllable pitch propeller
• 60 % of nominal speed with fixed pitch propeller
4
M 20 C Propulsion - 05.2012
2.
General data and operation of the engine
2.1.6 Technical data
Performance Data
Maximum continuous rating acc. ISO
3046/1
Speed
Minimum speed
Brake mean effective pressure
Charge air pressure
Firing pressure
Combustion air demand (ta = 20°C)
Specific fuel oil consumption
n = const 1)
100%
85%
75%
50%
2)
Lubricating oil consumption
NOx emission 6)
Turbocharger type
Fuel
Engine driven booster pump
Stand-by booster pump
Mesh size MDO fine filter
Mesh size HFO automatic filter
Mesh size HFO fine filter
Lubricating Oil
Engine driven pump
Independent pump
Working pressure at engine inlet
Independent suction pump
Priming pump pressure/suction pump
Sump tank content/dry sump content
Temperature at engine inlet
Temperature controller NB
Double filter NB
Mesh size double filter
Mesh size automatic filter
M 20 C Propulsion - 05.2012
Cylinder
6
8
9
kW
1,020
1,140
1,360
1,520
1,530
1,710
1/min
1/min
bar
bar
bar
m³/h
900
280
24.06
3.3
185
6,135
1,000
300
24.2
3.4
185
6,790
900
280
24.06
3.3
185
9,240
1,000
300
24.2
3.4
185
9,485
900
280
24.06
3.3
185
10,395
1,000
300
24.2
3.4
185
10,663
g/kWh
g/kWh
g/kWh
g/kWh
g/kWh
g/kWh
189
188
190
203
190
189
190
202
189
188
190
203
190
189
190
202
189
188
190
203
190
189
190
202
m³/h/bar
m³/h/bar
mm
mm
mm
0.6
8.5
KBB HPR4000
0.6
8.5
KBB HPR5000
0.6
8.5
KBB HPR5000
1.2/5
0.8/10
0.025
0.010
0.034
1.2/5
1.0/10
0.025
0.010
0.034
1.2/5
1.2/10
0.025
0.010
0.034
m³/h/bar 52.5/10 58.8/10 52.5/10 58.8/10 52.5/10 58.8/10
m³/h/bar
35/10
45/10
45/10
bar
4-5
4-5
4-5
m³/h/bar
m³/h/bar
5/5/8/3
8/5/10/3
8/5/10/3
m³
1.7/0.5
2.3/0.5
2.6/0.5
°C
55 - 65
55 - 65
55 - 65
mm
mm
65/65
65/65
65/65
mm
mm
0.03
0.03
0.03
5
2.
General data and operation of the engine
Fresh water cooling
Cylinder
6
8
9
Engine content
Pressure at engine inlet min/max
Header tank capacity
Temperature at engine outlet
Two-circuit system
Engine driven pump HT
Independent pump HT
HT-controller NB
Water demand LT-charge air cooler
Temperature at LT-charger air cooler inlet
Heat dissipation
Specific jacket water heat
Specific lube oil heat
Lube oil cooler
Jacket water
Charge air cooler 3)
Heat radiation engine
Exhaust gas
Silencer/spark arrester NB 25 dBA
Pipe diameter NB after turbine
Maximum exhaust gas pressure drop
Exhaust gas temp after turbine (25°C
intake air) 5)
Exhaust gas mass flow (25°C intake air) 5)
Exhaust gas temp after turbine (25°C
intake air) 5)
Exhaust gas mass flow (45°C intake air) 5)
Starting air
Starting air pressure max.
Minimum starting air pressure
Air consumption per start 4)
Max. crankcase pressure, nominal
diameter ventilation pipe
m³
bar
m³
°C
0.012
2.5/6.0
0.1
80 - 90
0.16
2.5/6.0
0.1
80 - 90
0.18
2.5/6.0
0.1
80 - 90
1)
2)
3)
6
m³/h/bar
m³/h/bar
mm
m³/h
°C
25/3.4 30/4.2 30/3.4 35/4.2 35/3.4 40/4.2
30/4.0
40/4.0
45/4.0
50
65
65
40/3.2 45/4.0 40/3.2 45/4.0 40/3.2 45/4.0
38
38
38
kJ/kW
kJ/kW
kW
kW
kW
kW
550
500
142
156
406
mm
mm
bar
158
174
464
211
232
648
213
234
690
238
261
728
69
78
400
400
0.03
500
500
0.03
500
500
0.03
340
kg/h
7,580
°C
362
kg/h
7,150
Reference conditions: LCV = 42,700 kJ/kg, ambient temperature 25 °C
charge air coolant temperature 25 °C, tolerance 5 %,
+ 1 % for engine driven pump
Standard value, tolerance ± 0.3 g/kWh, related on full load
Charge air heat based on 45 °C ambient temperature
189
208
613
550
500
52
°C
bar
bar
Nm³
mmWs/
mm
550
500
345
290
330
300
337
8,395 11,420 11,723 12,850 13,180
366
309
350
320
357
7,920 10,775 11,060 12,120 12,435
30
7
0.5
30
7
0.5
30
7
0.5
25/50
25/50
25/50
4)
5)
6)
Preheated engine
Tolerance 10 %, rel. humidity 60 %
MARPOL 73/78 Annex VI, Cycle E2, E3, D2
M 20 C Propulsion - 05.2012
2.
General data and operation of the engine
2.2
Engine dimensions
2.2.1 Turbocharger at driving end
Engine
type
Dimensions [mm]
L1
6 M 20 C 4,049
8 M 20 C 4,846
9 M 20 C 5,176
L2
L3
702
802
802
520
520
520
L4
H1
988 2,099
1,125 2,236
1,125 2,236
H2
H3
H4
W1
W2
630
630
630
330
330
330
941
941
941
1,558
1,693
1,693
627
710
710
Weight [t]
wet
dry
sump sump
11.5
10.9
14.5
13.8
16.0
15.0
Removal of:
Piston:
in transverse direction
in longitudinal direction
X1 = 1,905 mm
X2 = 2,225 mm
Cylinder liner: in transverse direction
in longitudinal direction
Y1 = 1,910 mm
Y2 = 2,085 mm
Engine centre distance
(2 engines side by side)
M 20 C Propulsion - 05.2012
6,8,9 Cyl.
2,010 mm
7
2.
General data and operation of the engine
2.2.2 Turbocharger at free end
Engine
type
Dimensions [mm]
L1
L2
6 M 20 C 3,838 3,492
8 M 20 C 4,498 4,252
9 M 20 C 4,828 4,282
8
L3
H1
H2
H3
H4
W1
W2
520
520
520
3,492
4,252
4,282
630
630
630
330
330
330
941
941
941
1,558
1,693
1,693
627
710
710
Weight [t]
wet
dry
sump sump
11.5
10.9
14.5
13.8
16.0
15.0
M 20 C Propulsion - 05.2012
2.
General data and operation of the engine
2.3
Restrictions for low load operation
The engine can be started, stopped and run on heavy fuel oil under all operating conditions.
The HFO system of the engine remains in operation and keeps the HFO at injection viscosity. The
temperature of the engine injection system is maintained by circulating hot HFO and heat losses are
compensated.
The lube oil treatment system (lube oil separator) remains in operation, the lube oil is separated
continuously.
The operating temperature of the engine cooling water is maintained by the cooling water preheater.
Below 25 % output heavy fuel operation is neither efficient nor economical.
A change-over to diesel oil is recommended to avoid disadvantages as e.g. increased wear and tear,
contamination of the air and exhaust gas systems and increased contamination of lube oil.
Cleaning run of engine
3h
2h
1h
30 min
15 min
0
PE %
100
Cleaning run after partial load operation
70
Load increase period
approx. 15 min.
50
40
30
20
HFO operation
15
10
8
Restricted HFO operation
6
1h
M 20 C Propulsion - 05.2012
2
3
4
5 6
8 10
15 20 24 h
9
2.
General data and operation of the engine
2.4
Propeller operation
2.4.1 Fixed pitch propeller operation
Acceleration time (minimum)
Reverse
reduction
gear
Min speed
[%]
6 M 20 C
8 M 20 C
9 M 20 C
Rudder
FPP
38
45
50
55
55
55
50
50
50
45
45
45
Time in seconds, tolerance ± 5 %
Engine at operating temperature
I. Speed range for continuous operation
This speed range must not be exceeded for long-term operating conditions.
II. Speed range for short-time operation
Permitted for a short-time only, e.g. during acceleration and manoeuvring (torque limitation)
Fixed-pitch propeller design
Sea going vessels (fully loaded)
Inland waterway vessels (fully loaded)
Speed increase (grey area)
10
Max. output at 100 % rated speed:
max. 85 % for seaships
max. 100 % for towing ships at bollard pull
max. 95 % for inland waterway vessels
max. 90 % for push boats
The speed is blocked always at 100 % of rated speed. If
required, 103 % of rated speed is permissible at continuous
operation.
During the yard trial trip the engine speed may be increased
to max. 106 % of the rated speed for max. 1 h.
M 20 C Propulsion - 05.2012
2.
General data and operation of the engine
2.4.2 Controllable pitch propeller operation
The design area for the combinator has to be on the right-hand side of the theoretical propeller curve
and may coincide with the theoretical propeller curve in the upper speed range.
A load above the power limit curve is to be avoided by the use of the load control device or overload
protection device.
Binding data (depending on the type of vessel, rated output, speed and the turbocharging system) will
be established upon order processing.
110,0%
Power limit curve for overload protection
Power limit curve for overload protection
100,0%
Normal acceleration time
5
MCR
100 %
90,0%
Engine power [%]
70 %
n = const
100 % rpm
80,0%
2
70,0%
4
10 %
t
A
B
60,0%
MCR
100 %
50,0%
70 %
40,0%
n=
combinator
30,0%
t
10 %
C
20,0%
3
1
10,0%
n=
70 % rpm
Recommended combinator curve
Recommended combinator curve
D
RUNNING UP
0,0%
40%
50%
6/8/9 M 25 C
60%
70%
80%
Engine speed [%]
90%
100%
110%
A [s]
B [s]
C [s]
D [s]
Point
35
180
40
180
Comb.
Point
n const.
M 20 C Propulsion - 05.2012
n=
100 % rpm
n=
97 % rpm
RUNNING
DOWN
Normal
Emergency
Normal
Emergency
1-2 2-5
1-5
5-3
5-3
30
20
8
40
120
3-4 4-5
30
120
3-5
20
11
2.
General data and operation of engine
2.5
General clutch procedure
General clutch in procedure for propulsion system with MaK main engines
The diagram below indicates an example of a typical soft-clutch engagement timeline, required by
Caterpillar for marine main engines.
To avoid engine stalling in case of high speed drop, overload of the flexible couplings and visible
smoke, the engaging operation has to be smooth and easily controllable.
Important is the time T2, that includes the real slipping time.
This time has to be minimum 3 seconds. (If minimum 3 second adjustment is not possible, consultation
is needed.)
pK
= Lube oil switching pressure
pKv
= Control pre-pressure
T1
= Filling time
T2
= Slipping time
T3
= Pressure holding time
= Point of synchronization
The clutch-in speed of engine should be min. 70 % of rated speed, but could be 60 % depending on
torsional vibration calculation (TVC).
12
M 20 C Propulsion - 05.2012
3.
Systems
3.1
Combustion air system
3.1.1 General
To obtain good working conditions in the engine room and to ensure trouble-free operation of all
equipment attention shall be paid to the engine room ventilation and the supply of combustion air.
The combustion air required and the heat radiation of all consumers/heat producers must be taken
into account.
3.1.2 Air intake from engine room (standard)
•
•
•
•
•
Fans are to be designed for a slight overpressure in the engine room (except cruise vessels).
On system side the penetration of water, sand, dust, and exhaust gas must be prevented.
The air flow must be conveyed directly to the turbocharger.
The temperature at turbocharger filter should not fall below + 10 °C.
In cold areas warming up of the air in the engine room must be ensured.
3.1.3 Air intake from outside
• The intake air duct is to be provided with a filter. Penetration of water, sand, dust, and exhaust gas
must be prevented.
• Connection to the turbocharger is to be established via an expansion joint. For this purpose the
turbocharger will be equipped with a connection socket.
• At temperatures below + 10 °C Caterpillar/Application Engineering must be consulted.
3.1.4 Radiated heat
See technical data
To dissipate the radiated heat a slight and evenly distributed air flow is to be conveyed along the
engine exhaust gas manifold starting from the turbocharger.
M 20 C Propulsion - 05.2012
13
3.
Systems
3.2
Starting air system
As required by the classification societies, at minimum two air compressors are required. The nominal
starting air gauge pressure for all MaK engines is 30 bar. The starting air must have a defined quality,
be free from solid particles, oil, and water.
3.2.1 Starting air quality requirements
For a proper operation of the engine a starting air quality of class 4 according ISO 8573-1 is required.
Class
1
2
3
4
5
6
Particle size
Particle density
max. in μm
0.1
1
5
15
40
max. in mg/m³
0.1
1
5
8
10
Water
pressure dew
point in °C
-70
-40
-20
3
7
10
Water
mg/m³
3
120
880
6,000
7,800
9,400
Oil
Residual oil
content in mg/m³
0.01
0.1
1
5
25
The standard DIN ISO 8573-1 defines the quality classes of compressed air as follows:
Oil content
Specification of the residual quantity of aerosols and hydrocarbons which may be contained in the
compressed air.
Particle size and density
Specification of size and concentration of particles which may still be contained in the compressed air.
Pressure dew point
Specification of the temperature to which compressed air may be cooled down without condensation
of the contained vapor. The pressure dew point changes with the air pressure.
14
M 20 C Propulsion - 05.2012
3.
Systems
3.2.2 System diagram
General notes:
For location, dimensions, and design (e.g. flexible
connection) of the disconnecting points see engine
installation drawing.
Clean and dry starting air is required.
Notes:
a Control air
d Water drain (to be mounted at the lowest point)
e To other gensets
h Please refer to the measuring point list regarding
design of the monitoring devices
j Automatic drain recommended
Connecting points:
C86 Connection, starting air
M 20 C Propulsion - 05.2012
Accessories and fittings:
AC1 Compressor
AC2 Stand-by compressor
AM1 Air starter
AR1 Starting valve
AR4 Pressure reducing valve
AR5 Oil and water separator
AT1
Starting air receiver
AT2
Starting air receiver
PI
Pressure indicator
PSL Pressure switch low, only for main
engine
PT
Pressure transmitter
AT1 / AT2 Option:
• Typhon valve
• Relief valve with pipe connection
15
3.
Systems
3.2.3 Starting air system components
a)
Receiver capacity acc. to GL recommendation AT1/AT2
Number
of engines
1
2
Number
Receiver capacity
of receivers
available [l]
2
125
2
250
L
mm
1,978
1,868
D
ømm
323.9
480
Valve head
DN40
DN40
Weight
approx. kg
150
230
1 Starting valve DN 38
2 Filling valve DN 18
3 Inlet filling valve
4 Safety valve G1/2“
5 Free connection G1/2“
6 Drainage horizontal
7 Drainage vertical
9 Connection G1/2“ for vent
10 Outlet starting-air valve
12 Pressure Gauge
Option:
8 Typhon valve DN 16
11 Outlet typhon valve
If a CO2 fire extinguishing system is installed in the engine room, the blow-off connection of the safety
valve is to be piped to the outside.
Requirement of classification societies (regarding design)
• No. of starts:
• No. of receivers:
16
6
min. 2
M 20 C Propulsion - 05.2012
3.
Systems
b) Compressor AC1/AC2:
2 compressors with a total output of 50 % each are required.
The filling time from 0 to 30 bar must not exceed 1 hour.
Capacity
V [m³/h] = Ȉ VRec. • 30
VRec. - Total receiver volume [m³]
c) Air starter (fitted) AM1:
3.3
With pressure reducer 30/10 bar. Min. starting air pressure
and air consumption see technical data.
Exhaust system
The exhaust system carries the engines exhaust gases out of the engine room, through piping, to the
atmosphere. A good exhaust system will have a minimum back pressure. Exhaust back pressure is
generally detrimental, as it tends to reduce the air flow through the engine. Indirectly, exhaust back
pressure tends to raise exhaust temperature which will reduce exhaust valve and turbocharger life.
3.3.1 General
Position of exhaust gas nozzle:
A nozzle position of 0°, 30°, 45°, 60° and 90° from the vertical
is possible.
The basic position is 45°. The other positions are reached by
using a transition piece.
Design of the pipe cross-section:
The pressure loss is to be minimized in order to optimize fuel
consumption and thermal load of the engine.
Max. flow velocity: 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).
Each engine needs an independent exhaust gas routing.
3.3.2 Exhaust expansion joint
6 M 20 C
8/9 M 20 C
M 20 C Propulsion - 05.2012
Diameter DN
400
500
Length [mm]
365
360
17
3.
Systems
3.3.3 Silencer
Design according to the absorbtion principle with wide-band attenuation over a great frequency range
and low pressure loss due to straight direction of flow. Sound absorbing filling consisting of resistant
mineral wool.
Sound level reduction 35 dB(A) (standard). Max. permissible flow velocity 40 m/s.
Silencer with spark arrester:
Soot separation by means of a swirl device (particles are spun
towards the outside and separated in the collecting chamber).
Sound level reduction 35 dB(A). Max. permissible flow velocity
40 m/s.
Silencers are to be insulated by the yard. Foundation brackets
are to be provided as an option.
18
M 20 C Propulsion - 05.2012
3.
Systems
Dimension of silencer/spark arrestor and silencer
(in case of Caterpillar supply):
Installation: vertical/horizontal
Flange according to DIN 86044
Counterflanges, screws and gaskets are
included, without supports and insulation
Silencer
Spark arrestor and silencer
6 M 20 C
8/9 M 20 C
DN
400
500
Attenuation
D [mm]
838
938
B [mm]
538
588
35 dB (A)
L [mm]
[kg]
3,686
680
3,936
800
3.3.4 Exhaust gas boiler (if needed)
Each engine should have a separate exhaust gas boiler. Alternatively, a common boiler with separate
gas sections for each engine is acceptable.
Particularly if exhaust gas boilers are installed attention must be paid to the maximum recommended
back pressure.
M 20 C Propulsion - 05.2012
19
3.
Systems
3.3.5 Turbocharger cleaning device
Cleaning the turbocharger compressor:
The components for cleaning (dosing vessel, pipes, shutoff valve) are installed on the engine.
Water is fed before compressor wheel via injection pipes
during full load operation every 24 hours.
Cleaning the turbine blade and
nozzle ring:
The cleaning is carried out with clean fresh water “wet
cleaning“ during low load operation at regular intervals
of 150 hours, depending on the fuel quality.
Cleaning in 3 - 4 intervals of 30 seconds each.
Fresh water of 2 - 2.5 bar is required.
Cleaning intervals
3-4
C42
20
Injection time
[sec]
30
Fresh water supply, DN 12
M 20 C Propulsion - 05.2012
3.
Systems
3.4
Cooling water system
MaK engines generally use two closed water cooling circuits. The High Temperature (HT) cooling water
circuit is used to cool the engine. The Low Temperature (LT) cooling water circuit cools the charge air
and the lub oil. Moreover, the LT cooling water circuit can be used to cool additional equipment, e.g.
a generator or gearbox.
The cooling water needs to be treated according to Caterpillar requirements for MaK engines.
3.4.1 Cooling water quality requirements
The engine cooling water is a medium, that must be carefully selected, treated and controlled. In
case of using untreated cooling water corrosion, erosion and cavitation may occur on the walls of the
cooling system.
Deposits may impair the heat transfer and result in thermal overload of the components to be cooled.
The treatment with an anti-corrosion additive has to be effected before the first commissioning of the
plant.
Requirements
The characteristics of the untreated cooling water must be within the following limits:
•
•
•
•
distillate or freshwater free from foreign matter (no sea water or waste water)
a total hardness of max. 10° dH
pH-value 6.8 - 8
chloride ion content of max. 50 mg/l
Supplementary information
Distillate: If distilled or fully desalinated water is available, this should preferably be used as engine
cooling water.
Hardness: Water with more than 10° dGH (German total hardness) must be mixed with distillate or be
softened.
Treatment before operating the engine for the first time
Treatment with an anti-corrosion additive should be done prior to the first operation of the engine to
prevent irreparable initial damage.
It is not allowed to run the engine without cooling water treatment!
M 20 C Propulsion - 05.2012
21
3.
Systems
3.4.2 System diagram heat balance
6 M 20 C
6 M 20 C
6 M 20 C
22
M 20 C Propulsion - 05.2012
3.
Systems
8 M 20 C
8 M 20 C
8 M 20 C
M 20 C Propulsion - 05.2012
23
3.
Systems
9 M 20 C
9 M 20 C
9 M 20 C
24
M 20 C Propulsion - 05.2012
3.
Systems
3.4.3 System diagram cooling water
General notes:
For location, dimensions and design (e.g. flexible connection) of the connecting points see engine installation drawing. With skin cooler
not required:
• Seawater system (SP1, SP2, SF1, ST1)
• Temp. control valve FR3 required, if heat recovery installed.
Accessories and fittings:
CH1 Charge air cooler
CR1 Charge air temp. control valve
CR3 Sensor for charge air temp. control valve
DH3 Fuel oil cooler for MDO operation
FH1 Freshwater cooler HT
FH2 Freshwater cooler LT
FH3 Heat consumer
FH5 Freshwater preheater
FP1 Freshwater pump (fitted on engine) HT
FP2 Freshwater pump (fitted on engine) LT
FP5 Freshwater stand-by pump HT
FP6 Freshwater stand-by pump LT
FP7 Preheating pump
FR1 Temperature control valve HT
FR2 Temperature control valve LT
FR3 Flow temperature control valve HT
FT1 Compensator tank HT
M 20 C Propulsion - 05.2012
FT2 Compensator tank LT
LH1 Lube oil cooler
LH3 Gear lube oil cooler
SF1 Seawater filter
SP1 Seawater pump
SP2 Seawater stand-by pump
ST1 Sea chest
LI
Level indicator
LSL Level switch low
PI
Pressure indicator
PSL Pressure switch low
PSLL Pressure switch low low
PT Pressure transmitter
TI
Temperature indicator
TSHH Temperature switch high high
TT Temperature transmitter (PT 100)
General notes:
e Bypass DN12
f Drain
h Please refer to the measuring
points list regarding design of the
monitoring devices
Connecting points:
C15 Charge air cooler LT, outlet
C21 Freshwater pump HT, inlet
C22 Freshwater pump LT, inlet
C23 Stand-by pump HT, inlet
C25 Cooling water, engine outlet
C28 Freshwater pump LT, outlet
C37 Vent
25
3.
Systems
3.4.4 Cooling water system components
The heat generated by the engine (cylinder, charge air and lube oil) is to be dissipated by treated
freshwater acc. to the Caterpillar coolant regulations.
The system components of the LT cooling water circuit are designed for a max. LT cooling water
temperature of 38 °C with a corresponding seawater temperature of 32 °C in tropical conditions.
Two-circuit cooling:
with one-stage charge air cooler.
a) LT cooling water pump FP2 (fitted on engine): Option: separate (FP4)
Capacity: acc. to heat balance
b) LT cooling water stand-by pump (optional) FP6: Capacity: acc. to heat balance
c) HT cooling water pump (fitted) FP1:
Option: separate (FP3)
Capacity: acc. to heat balance
d) HT cooling water stand-by pump (optional) FP5: Capacity: acc. to heat balance
e) HT temperature controller (separate) FR1:
6/8/9 M 20 C
6/8/9 M 20 C
26
HT
LT
DN
65
80*
P-controller with manual emergency adjustment
(basis). Option: PI-controller with electric drive
(sep. only)
Dimensions [mm]
D
F
G
185
165
254
200
171
267
H
158
151
Weight
[kg]
26
27
*
Minimum, depending on total
cooling water flow
M 20 C Propulsion - 05.2012
3.
Systems
f) LT temperature controller (separate) FR2:
P-controller with manual emergency adjustment.
Option: PI-controller with electric drive.
g) HT flow temperature controller (separate) FR3
(Option:in case of HT heat recovery):
P-controller with manual emergency adjustment.
Option: PI-controller with electric drive.
h) Pre-heater (separate) FH5/FP7:
Consisting of circulating pump 1), electric preheater 2)
and control cabinet.
1)
2)
Capacity
Output
11/13 m³/h 50/60 Hz
12 kW
i) HT cooler (separate) FH1:
Plate type, size depending on the total heat to be
dissipated.
j) LT cooler (separate) FH2:
Plate type (plates made of titanium), size depending
on the total heat to be dissipated.
k) Header tank FT1/FT2:
• Arrangement: min. 4 m / max. 16 m above crankshaft centre line (CL).
• Size acc. to technical engine data.
• All continuous vents from engine are to be connected.
M 20 C Propulsion - 05.2012
27
3.
Systems
3.4.5 Recommendation for cooling water system
Drain tank with filling pump:
It is recommended to collect the treated water during
maintenance work (to be installed by the yard).
Option for fresh- and seawater, vertical design.
Rough calculation of power demand for the electric
balance.
Electric motor driven pumps:
ȡ•H•V
P=
[kW]
367 • Ș
P PM V H ȡ Ș -
28
Power [kW]
Power of electr. motor [kW]
Flow rate [m³/h]
Delivery head [m]
Density [kg/dm³]
Pump efficiency
0.70 for centrifugal pumps
PM = 1.5 • P
PM = 1.25 • P
PM = 1.2 • P
PM = 1.15 • P
PM = 1.1 • P
< 1.5
kW
1.5 - 4 kW
4 - 7.5 kW
> 7.5 - 40 kW
> 40
kW
M 20 C Propulsion - 05.2012
3.
Systems
3.5
Fuel oil system, MGO/MDO operation
MaK diesel engines are designed to burn a wide variety of fuels. See the information on fuel requirements in section MDO / MGO and heavy fuel operation or consult the Caterpillar technical product
support. For proper operation of MaK engines the minimum Caterpillar requirements for storage,
treatment and supply systems have to be observed; as shown in the following sections.
3.5.1 Quality requirements for MGO/MDO fuel/permitted fuels
Two fuel product groups are permitted for MaK engines:
MGO
Designation
MDO
ISO 8217:2010
ISO-F-DMA
Max. viscosity
[cSt/40 °C]
2.0 - 6.0
ASTM D 975-78
No. 1 D
No. 2 D
DIN EN 590
2.4
4.1
8
DIN
Designation
ISO-F-DMB
ISO-F-DMZ
No. 2 D
No. 4 D
Max. viscosity
[cSt/40 °C]
11
6
4.1
24.0
Min. injection viscosity 1.5 mm²/s (cSt)
Max. injection viscosity 12 mm²/s (cSt)
M 20 C Propulsion - 05.2012
29
3.
Systems
3.5.2 System diagram — Fuel oil system MGO operation (engine with transfer pump)
Accessories and fittings:
DF1 Fuel fine filter (duplex filter)
DF2 Fuel primary filter (duplex filter)
DF3 Fuel coarse filter
DP1 Diesel oil feed pump
DP3 Diesel oil transfer pump (to day tank)
DR2 Fuel pressure regulating valve
DT1 Diesel oil day tank, min. 1 m above crankshaft level
DT4 Diesel oil storage tank
KP1 Fuel injection pump
KT1 Drip fuel tank
Connecting points:
C71 Fuel inlet
C72 Fuel outlet
C73 Fuel inlet
C75 Connection, stand-by pump
C78 Fuel outlet
C80 Drip fuel
C81 Drip fuel
C81b Drip fuel (filter pan)
30
FQI Flow quantity indicator
LI
Level indicator
LSH Level switch high
LSL Level switch low
PDI Diff. pressure indicator
PDSH Diff. pressure switch high
PI
Pressure indicator
PSL Pressure switch low
TI
Temperature indicator
General notes:
For location, dimensions and design (e. g. flexible connection) of the
connecting points see engine installation drawing.
Notes:
a
Day tank level above engine
d
Take care for feeding height
p
Free outlet required
s
Please refer to the measuring point list regarding design of the
monitoring devices
M 20 C Propulsion - 05.2012
3.
Systems
3.5.3 System diagram — Fuel oil system MGO/MDO operation
Accessories and fittings:
DF1 Fuel fine filter (duplex filter)
DF2 Fuel primary filter (duplex filter)
DF3 Fuel coarse filter
DH1 Preheater
DH2 Electrical preheater (separator)
DP1 Diesel oil feed pump
DP2 Diesel oil stand-by feed pump
DP3 Diesel oil transfer pump (to day tank)
DP5 Diesel oil transfer pump (separator)
DR2 Fuel pressure regulating valve
DS1 Separator
DT1 Diesel oil day tank, min. 1 m above crankshaft level
DT4 Diesel oil storage tank
KP1 Fuel injection pump
KT1 Drip fuel tank
Connecting points:
C73 Fuel inlet
C75 Connection, stand-by pump
C78 Fuel outlet
C80 Drip fuel
C81 Drip fuel
C81b Drip fuel (filter pan)
M 20 C Propulsion - 05.2012
FQI Flow quantity indicator
LI
Level indicator
LSH Level switch high
LSL Level switch low
PDI Diff. pressure indicator
PDSH Diff. pressure switch high
PI
Pressure indicator
PSL Pressure switch low
TI
Temperature indicator
General notes:
For location, dimensions and design (e. g. flexible connection) of the
connecting points see engine installation drawing.
DH1 not required with:
• Gas oil ” 7 cSt/40°
• heated diesel oil day tank DT1
Notes:
d
Take care for feeding height
p
Free outlet required
s
Please refer to the measuring point list regarding design of the
monitoring devices
z
For systems without stand-by pump connect C75 for filling-up
of the engine system
31
3.
Systems
3.5.4 MGO/MDO fuel system components
a) Fine filter (fitted) DF1:
Duplex filter, mesh size see technical data
b) Strainer (separate) DF2:
Mesh size 0.32 mm, dimensions see HFO-system
c) Pre-heater (separate) DH1:
Heating capacity
Peng. [kW]
Q [kW] =
166
Not required:
• MGO ” 7 cSt/40°C
• Heated day tank
d) MGO/MDO cooler DH3:
Required to prevent overheating of the day tank
e) Feed pump (fitted) DP1:
Capacity see technical data
f) Feed pump (separate) DP1:
Capacity see technical data
32
M 20 C Propulsion - 05.2012
3.
Systems
g) MGO/MDO service tank DT1:
The classification societies require the installation
of at least two service tanks. The minimum volume
of each tank should, in addition to the MDO/MGO
consumption of the generating sets, enable an eight
hours full load operation of the main engine.
Cleaning the MDO/MGO by an additional separator
should, first of all, be designed to meet the
requirements of the diesel generator sets on board.
The tank should be provided with a sludge
compartment including a sludge drain valve and an
overflow pipe from the MDO/MGO service tank.
h) Separator DS1:
Recommended for MGO
Required for MDO
The utilisation must be in accordance with the
makers official recommendation (details from the
head office).
Veff [kg/h] = 0.28 • Peng. [kW]
M 20 C Propulsion - 05.2012
33
34
1)
Density at 15°C
Kin. viscosity at
100°C
%
(m/m)
% (V/V)
%
(m/m)
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
Total sedim, after
ageing
Water
Sulphur
Vanadium
Aluminium + silicon
Zinc
Phosphor
Calcium
max
max
max
max
max
max
max
25
50
0.3
12 6)
0
6
Fuel shall be free of used lubricating oil (ulo)
Kinematic viscosity at 100 °C mm²/s (cSt)
Kinematic viscosity at 50 °C mm²/s (cSt)
Kinematic viscosity at 100 °F Redw. I sec.
30
15
15
3.5
0.10
0.10
60
10
975 3)
14
24
7
30
200
40
150
0.5
CIMAC
D15
CIMAC
E25
CIMAC
F25
CIMAC
G35
CIMAC
H35
CIMAC
K35
10
40
300
30
15
15
40
150
3.5
0.5
0.10
0.10
14
30
60
15
980 4)
15
80
600
200
0.10
15
15
5)
350
0.15
20
25
180
1,500
30
15
15
60
3.5
0.5
0.10
30
60
25
991
35
380
3,000
0.15
18
30
15
15
60
3.5
0.5
0.10
30
60
35
45
500
5,000
350
991
450
55
700
7,000
0.15
22
1,010
RMB30 RMD80 RME180 RMF180 RMG380 RMH380 RMK380
CIMAC
C10
CIMAC
K45
991
6)
5)
4)
3)
2)
30
15
15
60
450
3.5
0.5
0.10
0.15
22
30
60
45
CIMAC
K55
991
30
15
15
60
450
3.5
0.5
0.10
0.15
22
30
60
55
1,010
RMH700 RMK700
CIMAC
H55
ISO: 920
ISO: 960
ISO: 975
ISO: not limited
ISO: Carbon residue 2.5/10
1,010
RMH500 RMK500
CIMAC
H45
Fuel oil system, HFO operation
max
max
6
5)
960 2)
RMB30
CIMAC
B10
3.6
An indication of the approximate equivalents in
kinematic viscosity at 50 °C and Redw. I sec.
100 °F is given below:
%
(m/m)
Ash
max
max
min
min
max
max
Limit
RMA10
CIMAC
A10
Systems
1)
%
(m/m)
°C
Pour point (winter)
(summer)
Carbon residue
(Conradson)
°C
Flash point
cSt
Dim.
kg/m³
Characteristic
Related to
ISO8217 (2010):E-
Designation
3.
3.6.1 Requirements for residual fuels for diesel engines (as bunkered)
M 20 C Propulsion - 05.2012
3.
Systems
3.6.2 System diagram - Heavy fuel oil operation
C76 , C78
• Peak pressure max. 16 bar
General notes:
For location, dimensions and design (e.g. flexible connection) of the connecting points see
engine installation drawing.
Non-return valves have to be spring loaded due to pulsation in the fuel lines.
Accessories and fittings:
DH3
Gas oil cooler
DT1
Diesel oil day tank
HF1
Fine filter (duplex filter)
HF2
Primary filter
HF3
Coarse filter
HF4
Self cleaning filter
HH1
Heavy fuel final preheater
HH2
Stand-by final preheater
HH3
Heavy fuel preheater (separator)
HH4
Heating coil
HP1/HP2 Pressure pump
HP3/HP4 Circulating pump
HP5/HP6 Heavy fuel transfer pump (separator)
HR1
Pressure regulating valve
HR2
Viscosimeter
HS1/HS2 Heavy fuel separator
HT1
Heavy fuel day tank
HT2
Mixing tank
M 20 C Propulsion - 05.2012
HT5/HT6
KP1
KT2
FQI
LI
LSH
LSL
PDI
PDSH
PDSL
PI
PT
TI
TT
VI
VSH
VSL
Settling tank
Injection pump
Sludge tank
Flow quantity indicator
Level indicator
Level switch high
Level switch low
Diff. pressure indicator
Diff. pressure switch high
Diff. pressure switch low
Pressure indicator
Pressure transmitter
Temperature indicator
Temperature transmitter (PT 100)
Viscosity indicator
Viscosity control switch high
Viscosity control switch low
Notes:
ff Flow velocity in circuit system ” 0.5 m/
s
p Free outlet required
s Please refer to the measuring point
list regarding design of the monitoring
devices
tt Pipe is not insulated nor heated
u From diesel oil separator or diesel oil
transfer pump
All heavy fuel oil pipes must be insulated.
---- heated pipe
Connecting points:
C76
Inlet duplex filter
C78
Fuel outlet
C80
Drip fuel
C81
Drip fuel
C81b Drip fuel (filter pan)
35
3.
Systems
3.6.3 HFO system components
Supply system:
A closed pressurized system between day tank and
engine is required as well as the installation of an
automatic backflushing filter with a mesh size of
10 μm (absolute).
a) Fine filter (fitted) HF1:
• Mesh size 34 μm
• Differential pressure indication and alarm contact
fitted
b) Strainer HF2:
Mesh size 0.32 mm
36
Output
[kW]
DN
” 5,000
” 10,000
” 20,000
> 20,000
32
40
65
80
H1
H2
W
D
206
250
260
370
180
210
355
430
[mm]
249
330
523
690
220
300
480
700
M 20 C Propulsion - 05.2012
3.
Systems
c) Self cleaning filter HF4:
Mesh size 10 μm (absolute).
” 8,000 kW, DN 50
> 8,000 kW, DN 100
Dismantling of filter
element
300 mm
Dismantling of filter
element
300 mm
d) Viscosimeter HR2:
This device automatically regulates the heating of
the final-preheater depending on the viscosity of
the bunkered fuel oil, so that the fuel will reach the
nozzles with the viscosity required for injection.
e) Pressure pumps HP1/HP2:
Screw type pump with mechanical seal.
Installation vertical or horizontal. Delivery head 5 bar.
Peng. [kW]
Capacity
V [m³/h] = 0.4 •
1,000
f) Circulating pumps HP3/HP4:
Screw type pump with mechanical seal.
Installation vertical or horizontal. Delivery head 5 bar.
Peng. [kW]
Capacity
V [m³/h] = 0.7 •
1,000
M 20 C Propulsion - 05.2012
37
3.
Systems
g) Pressure regulating valve HR1:
Regulates the pressure at the engine inlet, approx. 4
bar.
Engine outputs
” 3,000 kW
h) Final preheater HH1/HH2:
> 3,000 kW
Heating media:
• Electric current (max. surface power density 1.1 W/cm²)
• Steam
• Thermal oil
Temperature at engine inlet max. 150 °C.
i) Mixing tank HT2:
Vent
Engine output
Volume
[kW]
[l]
A
D
E
[kg]
” 4,000
50
950
323
750
70
” 10,000
100
1,700
323
1,500
120
> 10,000
200
1,700
406
1,500
175
38
Dimensions [mm]
Weight
Inlet
from
pressure
pump
Outlet to
engine
M 20 C Propulsion - 05.2012
3.
Systems
j) Bunker tanks:
In order to avoid severe operational problems due
to incompatibility, each bunkering must be made in
a separate storage tank.
k) Settling tanks HT5/HT6:
In order to ensure a sufficient settling effect, the
following settling tank designs are permitted:
• 2 settling tanks, each with a capacity sufficient
for 24 hours full load operation of all consumers
• 1 settling tank with a capacity sufficient for 36
hours full load operation of all consumers and
automatic filling
Settling tank temperature 70 - 80 °C
l) Day tank DT1/HT1:
Two day tanks are required. The day tank capacity
must cover at least 4 hours/max. 24 hours full load
operation of all consumers. An overflow system
into the settling tanks and sufficient insulation are
required.
Guide values for temperatures
Fuel viscosity
cSt/50 °C
30 - 80
80 - 180
180 - 700
m) Separators HS1/HS2:
M 20 C Propulsion - 05.2012
Tank temperature
[°C]
70 - 80
80 - 90
max. 98
Caterpillar recommends to install two self-cleaning
separators. Design parameters as per supplier
recommendation. Separating temperature 98 °C.
Maker and type are to be advised by Caterpillar.
39
3.
Systems
Symbols
FLOW1
Flowmeter
SP1/SP2 Screw displacement
BP1/BP2 pump
3.6.4 System diagram - Standard HFO supply and booster module
H1/H2
steam heater
Steam heated
CL1
Cooler
Option: • Thermal oil heated
• Electric heated
VA1
Viscosimeter
FIL1
Duplex filter
AF1
Automatic filter
T1
Mixing tank
PD1
Metal bellows
accumulator
COV1
COV3
Change over valve
PCV1
Pressure regulating
valve
CV1
Control valve
*
Y-strainer
Steam trap
Globe valve
Non-return valve
Safety valve, angle
Magnet valve
test valve
Brass pres. gauge
shock absorber
Ball valve locking
device
Ball valve
Butterfly valve
Pipe with insulation
Pipe with insulation &
trace heating
Scope of supply
module
DPA
DPI
DPS
FI
GS
LAL
LS
M
PI
PS
TA
TI
TS
VA
VIC
*
40
Diff. pressure alarm
Diff. pressure indicator
Diff. pressure switch
Flow indicator
Limit switch
Level alarm low
Level switch
Motor drive
Pressure indicator
Pressure switch
Temperature alarm
Temperature indicator
Temperature sensor
Viscosity alarm
Viscosity controller
option: thermal oil heater
or electric heater
M 20 C Propulsion - 05.2012
3.
Systems
3.6.5 Standard heavy fuel oil supply and booster module
Pressurized System, up to IFO 700 for steam and thermal oil heating, up to IFO 180 for elect. heating
Technical specification of the main components:
a) Primary filter FIL1
1 pc. duplex strainer 540 microns
b) Fuel pressure pumps, vertical installationSP1/SP2
2 pcs. screw pumps with mechanical seal
c) Pressure regulating system PCV1
1 pc. pressure regulating valve
d) Self-cleaning fine filter AF1
1 pc. automatic self cleaning fine filter 10 microns absolute (without by-pass filter)
e) Consumption measuring system FLOW1
1 pc. flowmeter with local totalizer
f) Mixing tank with accessories T1
1 pc. pressure mixing tank
approx. 99 l volume from 4,001 - 20,000 kW
(with quick-closing valve)
g) Circulating pumps, vertical installation BP1/BP2
2 pcs. screw pumps with mechanical seal
h) Final preheater H1/H2
2 pcs. shell and tube heat exchangers
•
•
each 100 % (saturated 7 bar or thermal oil 180 °C)
each 100 % electrical
Heating medium control valve CV1
Control cabinet
1 pc. control valve with built-on positioning drive
1 pc. control cabinet for electr. preheater
(steam/thermal oil)
(electrical)
i) Viscosity control system VA1
1 pc. automatic viscosity measure and control system VAF
j) Cooler CL1
1 pc. shell and tube heat exchanger for operating on MGO/MDO
M 20 C Propulsion - 05.2012
41
3.
Systems
Module controlled automatically with alarms and starters
Pressure pump starters with stand-by automatic
Circulating pump starters with stand-by automatic
PI-controller for viscosity controlling
Starter for the viscosimeter
Analog output signal 4 - 20 mA for viscosity
Alarms
Pressure pump stand-by start
Low level in the mixing tank
Circulating pump stand-by start
Self cleaning fine filter clogged
Viscosity alarm high/low
Alarms with potential free contacts
Alarm cabinet with alarms to engine control room and connection possibility for remote start/stop and
indicating lamp of fuel pressure and circulating pumps
Performance and materials
The whole module is piped and cabled up to the terminal strips in the electric switch boxes which
are installed on the module. All necessary components like valves, pressure switches, thermometers,
gauges etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermaloil or
electrical) where necessary.
Capacity [kW]
< 3,000
< 4,500
< 6,000
< 9,000
< 12,000
< 16,000
< 24,000
< 32,000
42
Type
Steam / Thermal
Electric
Steam / Thermal
Electric
Steam / Thermal
Electric
Steam / Thermal
Electric
Steam / Thermal
Steam / Thermal
Steam / Thermal
Steam / Thermal
Weight [kg]
1,800
1,700
2,600
2,400
3,200
3,000
3,600
3,200
4,000
4,200
5,400
6,000
L x B x H [mm]
2,800 x 1,200 x 2,000
3,000 x 1,200 x 2,100
3,200 x 1,300 x 2,100
3,400 x 1,400 x 2,100
3,600 x 1,400 x 2,100
4,200 x 1,600 x 2,100
5,000 x 1,700 x 2,100
6,000 x 2,000 x 2,100
M 20 C Propulsion - 05.2012
3.
Systems
3.7
Lube oil system
The engine lube oil fulfils several basic functions:
• Transportation of dirt and wear particles to the filters
• Cooling of heat-affected parts, such as piston, cylinder liner, valves or cylinder head
• Protection of bearings from shocks of cylinder firing
• Lubrication of metal surfaces / reduction of wear and friction
• Neutralisation of corrosive combustion products
• Corrosion protection of metal surfaces
3.7.1 Quality requirements of lube oil
The viscosity class SAE 40 is required.
Wear and tear and thus the service life of the engine are depending on the lube oil quality. Therefore
high requirements are made for lubricants:
Constant uniform distribution of the additives at all operating conditions. Perfect cleaning (detergent
effect) and dispersing power, prevention of deposits from the combustion process in the engine.
Sufficient alkalinity in order to neutralize acid combustion residues. The TBN (Total Base Number)
must be between 30 and 40 KOH/g at HFO operation. For MDO operation the TBN is 12 - 20 depending
on sulphur content.
M 20 C Propulsion - 05.2012
43
3.
Systems
The following oils have been tested and approved by Caterpillar:
Manufacturer
Diesel oil/marine-diesel
oil operation
AGIP
DIESEL SIGMA S
CLADIUM 120
BP
ENERGOL HPDX 40
ENERGOL DS 3-154
ENERGOL IC-HFX 204
VANELLUS C3
CHEVRON, CALTEX, DELO 1000 MARINE
TEXACO
TARO 12 XD
TARO 16 XD
TARO 20 DP
TARO 20 DPX
CASTROL
MARINE MLC
MHP 154
TLX PLUS 204
CEPSA
KORAL 1540
ESSO
EXXMAR 12 TP
EXXMAR CM+
ESSOLUBE X 301
MOBIL
MOBILGARD 412
MOBILGARD ADL
MOBILGARD M 430
MOBILGARD 1-SHC 1)
DELVAC 1640
SHELL
GADINIA
GADINIA AL
ARGINA S
ARGINA T
TOTAL LUBMARINE RUBIA FP
DISOLA M 4015
AURELIA TI 4030
GULF
LUKOIL
I
II
1)
44
I
II
x
x
x
x
x
HFO operation
I
CLADIUM 300 S
CLADIUM 400 S
ENERGOL IC-HFX 304
ENERGOL IC-HFX 404
x
x
x
x
TARO 30 DP
TARO 40 XL
TARO 40 XLX
x
x
x
TLX PLUS 304
TLX PLUS 404
x
x
EXXMAR 30 TP
EXXMAR 40 TP
EXXMAR 30 TP PLUS
EXXMAR 40 TP PLUS
MOBILGARD M 430
MOBILGARD M 440
MOBILGARD M 50
x
ARGINA T
ARGINA X
x
x
AURELIA TI 4030
AURELIA TI 4040
x
x
SEA POWER 4030
SEA POWER 4040
x
x
NAVIGO TPEO 40/40
NAVIGO TPEO 30/40
x
x
II
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
Approved in operation
Permitted for controlled use
When these lube oils are used, Caterpillar must be informed as currently there is insufficient experience available for MaK engines.
Otherwise the warranty may be affected.
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.
M 20 C Propulsion - 05.2012
3.
Systems
3.7.2 System diagram - Lube oil system MGO/MDO operation (wet sump)
General notes:
For location, dimensions and design (e.g.
flexible connections) of the connecting
points see engine installation drawing.
Accessories and fittings:
LF2
Lube oil automatic filter
LF4
Suction strainer
LH1
Lube oil cooler
LH2
Lube oil preheater
LP1
Lube oil force pump
LP2
Lube oil stand-by force pump
LP9
Transfer pump (separator)
LR2
Oil pressure regulating valve
LS1
Lube oil separator
LT2
Oil pan
LI
Level indicator
M 20 C Propulsion - 05.2012
LSH
LSL
PDI
PDSH
PI
PSL
PSLL
TI
TSH
TSHH
Level switch high
Level switch low
Diff. pressure indicator
Diff. pressure switch high
Pressure indicator
Pressure switch low
Pressure switch low low
Temperature indicator
Temperature switch high
Temperature switch high high
Notes:
h Please refer to the measuring point
list regarding design of the monitoring
devices
o See “crankcase ventilation“ installation
instructions 5.7
Connecting points:
C46a Stand-by force pump, suction side
C58
Force pump, delivery side
C60
Separator connection, suction side
or drain or filling pipe
C61
Separator connection, delivery
side or from bypass filter
C91
Crankcase ventilation to stack
45
3.
Systems
3.7.3 System diagram - Lube oil system
General notes:
For location, dimensions and design (e.g.
flexible connections) of the connecting
points see engine installation drawing.
Accessories and fittings:
LF2
Lube oil automatic filter
LF4
Suction strainer
LH1
Lube oil cooler
LH2
Lube oil preheater
LP1
Lube oil force pump
LP2
Lube oil stand-by force pump
LP9
Transfer pump (separator)
LR2
Oil pressure regulating valve
LS1
Lube oil separator
LT1
Lube oil sump tank
46
LI
LSL
PDI
PDSH
PI
PSL
PSLL
TI
TSH
TSHH
Level indicator
Level switch low
Diff. pressure indicator
Diff. pressure switch high
Pressure indicator
Pressure switch low
Pressure switch low low
Temperature indicator
Temperature switch high
Temperature switch high high
Notes:
e Filling pipe
h Please refer to the measuring point
list regarding design of the monitoring
devices
j Recommended velocity of outflow less
than 0.5 m/s
o See “crankcase ventilation“ installation
instructions 5.7
y Provide an expansion joint
z Max. suction pressure - 0.4 bar
Connecting points:
C51
Force pump, suction side
C53
Lube oil discharge
C58
Force pump, delivery side
C91
Crankcase ventilation to stack
M 20 C Propulsion - 05.2012
3.
Systems
3.7.4 Lube oil system components
a) Force pump (fitted) LP1:
Gear pump
b) Prelubrication pump (separate) LP5:
Delivery head 5 bar
For inland waterway vessels and multi engine plants
only.
c) Stand-by force pump (separate) LP2:
• Per engine according to classification society
requirement
• Screw type/gear type pump
d) Strainer LF4:
Mesh size 2 - 3 mm
e) Self-cleaning filter (fitted) LF2:
The self-cleaning filter protects the engine against
particles.
Mesh size 30 μm (absolute), Boll und Kirch Type
6.48
f) Cooler (fitted) LH1:
Tube type
g) Temperature controller LR1:
Not required
M 20 C Propulsion - 05.2012
47
3.
Systems
h) Oil pan LT2:
Wet sump
Option:
• Circulation tank (in case of dry sump) LT1:
Dry sump
Volume
1.7 • Peng. [kW]
V [m³] =
1000
Oil filling approx. 80 % of tank volume.
• Discharge to circulation tank:
DN 150 at driving end or free end. Expansion joint
required.
i) Crankcase ventilation C91:
At engine 2xDN 50. Approx. 1 m after the connection
point pipes have to be enlarged to DN 65.
It must be equipped with a condensate trap and
continuous drain. It has to be arranged separately
for each engine. Crankcase pressure max. 150 Pa.
j) Separator;
treatment at MGO/MDO operation LS1:
Recommended with the following design:
• Separating temperature 85 - 95 °C
• Quantity to be cleaned three times/day
• Self-cleaning type
Veff [l/h] = 0.18 • Peng [kW]
k) Separator;
treatment at HFO operation LS1:
Required with the following design:
• Separating temperature 95 °C
• Quantity to be cleaned five times/day
• Self-cleaning type
Veff [l/h] = 0.29 • Peng [kW]
48
M 20 C Propulsion - 05.2012
3.
Systems
3.7.5 Recommendation for lube oil system
For each engine a separate lube oil system is required.
Lube oil quantities/change intervals:
Recommended/circulating quantity:
approx. 1.3 l/kW output with separate tank
The change intervals depend on:
• the quantity
• fuel quality
• quality of lube oil treatment (filter, separator)
• engine load
By continuous checks of lube oil samples (decisive
are the limit values as per “MaK Operating Media“)
an optimum condition can be reached.
Suction pipes
Suction pipes must be dimensioned for the total resistance (including pressure drop for the suction
filter) not exceeding the pump suction head.
Maximum oil flow velocity 1.0 m/s.
In order to prevent lube oil backflow when the engine has been stopped a non-return flap must be
installed close to the lube oil tank.
External lube oil piping system information
After bending and welding all pipes must be cleaned by using an approved cleaning process.
M 20 C Propulsion - 05.2012
49
3.
Systems
Recommendation of pipe location in the circulating tank (top view)
Separator suction pipe
Separator return pipe
Suction pipe force pump
Suction pipe stand-by force pump
Discharge from engine
Expansion joints
Pipe expansion joints are required to compensate piping movement and vibrations. The bellows are
designed according to the pressure of the medium.
Lube oil drain
The common connection for the oil drain pipe is located on the driving end of the engine. In case of
inclined engine installation another drain pipe connection is available at the free end of the engine.
50
M 20 C Propulsion - 05.2012
4.
Connecting parts engine
4.1
Power transmission
4.1.1 Coupling between engine and gearbox
For all types of plants the engines will be equipped with flexible flange couplings.
The guards for the flexible couplings should be of perforated plate or gratings to ensure an optimum
heat dissipation (yard supply).
Mass moments of inertia
Speed
[rpm]
6 M 20 C
8 M 20 C
9 M 20 C
900/1,000
Engine *
[kgm²]
41.4
50.7
48.8
Flywheel
[kgm²]
45
Total
[kgm²]
86.4
95.7
93.8
* Running gear with balance weights and vibration damper
Selection of flexible couplings
The calculation of the coupling torque for main couplings is carried out acc. to the following formula.
T KN[kNm] • •
P0 [kW]
• 9.55
-1
n0 [min ]
P0
n0
TKN
Engine output
Engine speed
Nominal torque of the coupling in the catalog
For installations with a gearbox PTO it is recommended to oversize the PTO coupling by factor 2 in
order to have sufficient safety margin in the event of misfiring.
M 20 C Propulsion - 05.2012
51
4.
Connecting parts engine
Flywheel and flexible coupling
520
TO CENTRE OF CYL. 1
ød
ø 973
L1
L2
* min 210
* FOR DISMANTLING OF THE FLYWHEEL
Power
6 M 20 C
8 M 20 C
9 M 20 C
1)
2)
3)
4)
[kW]
1,200
1,080
1,600
1,440
1,800
1,620
Speed
[rpm]
1,000
900
1,000
900
1,000
900
Type Vulkan
d
L1 4)
Nominal
torque of
coupling
[kNm]
Rato-R
[mm]
12.5
G 192 WR
16.0
20.0
Weight
L2 3)
1)
2)
[mm]
[mm]
[kg]
[kg]
595
367
175
153
160
G 212 WR
645
391
185
184
192
G 232 WR
690
415
195
221
231
Type
without torsional limit device
with torsional limit device
length of hub
alignment control (recess depth 5 mm)
Space for oil distribution (OD) box to be considered!
Couplings for twin rudder propeller have to be designed with a supplementary torque of 50 %.
52
M 20 C Propulsion - 05.2012
4.
Connecting parts engine
4.1.2 Power take-off
The PTO output is limited to 675/750 kW at 900/1,000 rpm.
The connection requires a highly flexible coupling.
The primary mass of the flexible coupling has to be limited to 56 kg.
A combination (highly flexible coupling / clutch) will not be supplied by Caterpillar. The weight force of
the clutch cannot be absorbed by the engine and must be borne by the succeeding machine.
The coupling hub is to be adapted to suit the PTO shaft journal.
The definite coupling type is subject to confirmation by the torsional vibration calculation.
M 20 C Propulsion - 05.2012
53
4.
Connecting parts engine
4.1.3 Voith propeller drive, rudder-propeller-drive
All components after flex. coupling are not
supplied by Caterpillar!
All components after flex. coupling are not
supplied by Caterpillar!
6 M 20 C
8 M 20 C
9 M 20 C
54
A
[mm]
887
911
935
B
[mm]
1,508
1,508
1,508
M 20 C Propulsion - 05.2012
4.
Connecting parts engine
4.1.4 Data for torsional vibration calculation
Details to be submitted for the torsional vibration calculation
A torsional vibration calculation is made for each installation. For this purpose exact data of all
components are required. See table below:
1. Main propulsion
Clutch existing?
yes
no
Moments of inertia:
Engaged: ............... kgm²
Disengaged: ............... kgm²
Flexible coupling:
Make: .................. Type: ......
Size: ........................
Gearbox:
Make: .................. Type: ......
Gear ratio: ..............
Moments of inertia and dyn. torsional rigidity (Mass elastic system)
Shaft drawings with all dimensions
CPP :
D = ............. mm
Blade No.: ..............
Moments of inertia:
in air .................
kgm²/in water = ..................kgm²
Exciting moment in percent of nominal moment = .............. %
Operation mode CPP: const. speed
Combinator:
Speed range from:
.................. -rpm
Normal speed range: CPP =
0.6 Nominal speed
2. PTO from gearbox:
yes
no
If yes, we need the following information:
Clutch existing?
yes
no
Moments of inertia:
Engaged: ............... kgm²
Disengaged: ............... kgm²
Flexible coupling:
Make: .................. Type: ......
Size: ........................
Gearbox:
Make: .................. Type: ......
Gear ratio: ..............
Moments of inertia and dyn. torsional rigidity (Mass diagram)
Kind of PTO driven machine: ...........................
Rated output: .................... kW
Power characteristics, operation speed range: .................. rpm
3. PTO from free shaft end:
yes
no
If yes, we need the following information:
Clutch existing?
yes
no
Moments of inertia:
Engaged: ............... kgm²
Disengaged: ............... kgm²
Flexible coupling:
Make: .................. Type: ......
Size: ........................
Gearbox:
Make: .................. Type: ......
Gear ratio: ..............
Moments of inertia and dyn. torsional rigidity (Mass diagram)
Kind of PTO driven machine: ...........................
Rated output: .................... kW
Power characteristics, operation speed range: .................. rpm
4. Explanation
Moments of inertia and dyn. torsional rigidity in absolut dimensions, i.e. not reduced.
M 20 C Propulsion - 05.2012
55
4.
Connecting parts engine
4.2
Resilient mounting
4.2.1 Major components
• Conical rubber elements for insulation of dynamic engine forces and structure-borne noise with
integrated stoppers to limit the engine movements.
• Dynamically balanced highly flexible coupling.
• Flexible connections for all media.
Details are shown on binding installation drawings.
No. of elements:
6 M 20 C
8 M 20 C
9 M 20 C
Conical elements
4
6
6
Important note:
• The resilient mounting alone does not provide any garantee for a silent ship operation. Other sources of noise like propeller, gearbox and aux. engines have to be considered as well.
• Radial restoring forces of the flexible coupling (due to seaway) may be of importance for the layout
of the reduction gear.
56
M 20 C Propulsion - 05.2012
4.
Connecting parts engine
4.2.2 Structure-borne noise level LV, expected (measured in the test cell)
Structure-borne noise level M 20 C
above resilient mounting measured at testbed in Kiel
(values below depend on type of conical elements and ship foundation mobility)
120
100
94
91
92
93
90
90
90
81
80
80
70
60
50
40
30
20
above resilient mounting
10
tolerance: +/- 2 dB
M 20 C Propulsion - 05.2012
SUM
8000
4000
2000
1000
500
250
125
63
0
31,5
Sound velocity [dB] ref: v 0 = 5 x 10 -8 m/s
109
108
110
Frequency 1/1 octave band [Hz]
57
5.
Installation and arrangement
5.1
General installation aspect
Max. inclination angles of ships to ensure reliable engine operation:
Rotation X-axis:
Static: heel to each side:
Dynamic: rolling to each side:
15 °
± 22.5 °
Rotation Y-axis:
Static: trim by head and stern:
Dynamic: pitching:
5°
± 7.5 °
y
x
58
M 20 C Propulsion - 05.2012
5.
Installation and arrangement
5.2
Engine system connections
C91
C75
C78
C28
C23
C22
C81b
C73
C58
C15
C21
C22
C23
C25
C28
C37
C46a
C58
C60
C61
C73
C75
C78
C81b
C86
C91
C91a
Charge air cooler LT, outlet
Freshwater pump HT, inlet
Freshwater pump LT, inlet
Freshwater stand-by pump HT, inlet
Freshwater, outlet
Freshwater pump LT, outlet
Vent
Lube oil stand-by pump, inlet
Lube oil force pump, outlet
Separator connection, suction side
Separator connection, delivery side
Fitted fuel pump, inlet
Fuel stand-by pump, connection
Fuel, outlet
Fuel duplex filter, drip oil
Starting air
Crankcase ventilation
Exhaust gas outlet
C60
C61
C91a
C21
C37
C25
C15
C86
C46a
M 20 C Propulsion - 05.2012
59
5.
Installation and arrangement
5.3
Space requirement for dismantling of charge air cooler and turbocharger cartridge
Charge air cooler cleaning
Cleaning is carried out with charge air cooler
dismantled. A container to receive the cooler and
cleaning liquid is to be supplied by the yard. Intensive
cleaning is achieved by using ultrasonic vibrators.
Turbocharger removal/maintenance
Caterpillar recommends to provide a lifting rail
with a travel-ling trolley right above the center of
the turbocharger in order to carry out scheduled
maintenance work.
Weight of Turbocharger [kg]
6 M 20 C
8/9 M 20 C
60
Turbocharger
compl.
Silencer
226
354
25
40
Compressor Turbine Cartridge Rotor
housing
housing
48
86
50
87
54
88
13
18
A
Dimensions [mm]
B
C
D
D
KS KGS
E
515 268 892 1,265 1,330 830
670 276 1,025 1,300 1,400 910
M 20 C Propulsion - 05.2012
5.
Installation and arrangement
5.4
Foundation
5.4.1 External foundation forces and frequencies
The following information is relevant to the foundation design and the aftship structure.
The engine foundation is subjected to both static and dynamic loads.
Static load
The static load results from the engine weight which is distributed over the engine‘s foundation
supports and the mean working torque TN resting on the foundation via the vertical reaction forces. TN
increases the weight on one side and reduces it on the other side by the same amount.
6 M 20 C
8 M 20 C
9 M 20 C
Output
[kW]
1,080
1,200
1,440
1,600
1,620
1,800
Speed
[1/min]
900
1,000
900
1,000
900
1,000
TN
[kNm]
11.5
11.5
15.3
15.3
17.2
17,2
Support distance a = 870 mm
F = TN / a
Dynamic load
The dynamic forces and moments are superimposed on the static forces. They result on the one hand
from the firing forces causing a pulsating torque and on the other hand from the external mass forces
and mass moments.
The tables indicate the dynamic forces and moments as well as the related frequencies.
M 20 C Propulsion - 05.2012
61
5.
Installation and arrangement
Output
[kW]
Speed
[rpm]
1,080
900
1,200
1,000
1,440
900
1,600
1,000
1,620
900
1,800
1,000
6 M 20 C
8 M 20 C
9 M 20 C
Output
[kW]
1,080
1,200
1,440
1,600
Order
No.
Frequency
[Hz]
45
90
50
100
60
120
66.7
133
67.5
135
75
150
Mx
[kNm]
12.6
5.1
10.6
5.1
17.0
1.7
16.8
1.7
16.4
0.8
16.4
0.8
My
Mz
[kNm]
[kNm]
6 M 20 C
8 M 20 C
1.0
15
3.0
1,620
900
2.0
30
2.6
9 M 20 C
1.0
16.7
3.7
1,800
1,000
2.0
33.3
3.2
All forces and moments not indicated are irrelevant or do not occur. The effect of these forces and
moments on the ship‘s foundations depends on the type of engine mounting.
62
Speed
[rpm]
900
1,000
900
1,000
Order
No.
3.0
6.0
3.0
6.0
4.0
8.0
4.0
8.0
4.5
9.0
4.5
9.0
Frequency
[Hz]
M 20 C Propulsion - 05.2012
5.
Installation and arrangement
5.4.2 Rigid mounting
The vertical reaction forces resulting from the torque variation Mx are the most important disturbances
to which the engine foundation is subjected. Regarding dynamic load, the indicated moments Mx only
represent the exciting values and can only be compared among each other. The actual forces to which
the foundation is subjected depends on the mounting arrangement and the rigidity of the foundation
itself.
In order to make sure that there are no local resonant vibrations in the ship‘s structure, the natural
frequencies of important components and partial structures must be at a sufficient distance from the
indicated main exitation frequencies.
The dynamic foundation forces can be significantly reduced by means of resilient engine mounting.
General note:
The shipyard is solely responsible for the adequate design and quality of the foundation.
Information on foundation bolts, steel chocks, side stoppers and alignment bolts is to be gathered from
the foundation plans.
Examples “for information only“ for the design of the screw connections will be made available as
required.
If pourable resin is used it is recommendable to employ authorized workshops of resin manufacturers
approves by the classification societies for design and execution.
It has to be taken into account that the permissible surface pressure for resin is lower than for steel
chocks and therefore the tightening torques for the bolts are reduced correspondingly.
When installing the engine on steel chocks the top plate should be build with an inclination outwards
from the engine centerline. Wedge type chocks with the corresponding inclination have to be used.
The material can be cast iron or steel.
Surface treatment:
The supporting surface of the top plate has to be milled. When fitting the chocks, a bearing contact of
min. 80 % is to be obtained.
Outwards inclination of top plate are needed in case of using steel chocks. Without this it is not
permissible to install steel chocks.
M 20 C Propulsion - 05.2012
63
5.
Installation and arrangement
Rigid mounting (engine with dry sump)
Side stoppers
1 pair at the end of cyl. block
Side stopper to be with 1 wedge (see sketch). Wedge to be placed at operating temperature and
secured by welding.
Number of bolts
6 M 20 C
8 M 20 C
9 M 20 C
Fitted bolts
4
4
4
Foundation bolts
16
20
22
Jacking bolts
• To be protected against contact/bond with resin
• After setting of resin dismantle the jacking screws completely
To be supplied by yard:
Foundation bolts, fitted bolts, nuts and tension sleeves, side stoppers,
steel chocks, cast resin
The shipyard is solely responsible for adequate design and quality of the foundation.
M 20 C Propulsion - 05.2012
64
5.
Installation and arrangement
Rigid mounting (engine with wet sump)
Side stoppers
1 pair at the end of cyl. block
Side stopper to be with 1 wedge (see sketch). Wedge to be placed at operating temperature and
secured by welding.
Number of bolts
6 M 20 C
8 M 20 C
9 M 20 C
Fitted bolts
4
4
4
Foundation bolts
16
20
22
Jacking bolts
• To be protected against contact/bond with resin
• After setting of resin dismantle the jacking screws completely
To be supplied by yard:
Foundation bolts, fitted bolts, nuts and tension sleeves, side stoppers,
steel chocks, cast resin
The shipyard is solely responsible for adequate design and quality of the foundation.
M 20 C Propulsion - 05.2012
65
5.
Installation and arrangement
5.5
Installation of flexible pipe connections
Flexible pipe connections become necessary to connect resilient mounted engines with external
piping systems. These components have to compensate the dynamic movements of the engines in
relation to the external piping system.
The shipyard‘s pipe system must be accurately arranged so that flanges or screw connections do fit
without lateral or angular offset. It is recommended to adjust the final position of the pipe connections
after engine alignment is completed.
It is important to provide support as close as possible to the flexible connection and stronger as usual.
The pipes outside the flexible connection must be well fixed and clamped to prevent vibrations, which
could damage the flexible connections.
Installation of steel expansion joints
Steel expansion joints can compensate movements in line and transversal to their center line. They
are not for compensating twisting movements. Expansion joints are very stiff against torsion.
5.6
•
•
•
•
Notes regarding installation exhaust system
Arrangement of the first expansion joint directly on the transition pipe
Arrangement of the first fixed point in the conduit directly after the expansion joint
Drain opening to be provided (protection of turbocharger and engine against water)
Each engine requires one individual exhaust gas pipe (a common pipe for several engines is not
permissible).
During commissioning and maintenance work, checking of the exhaust gas back pressure by means
of a temporarily connected measuring device may become necessary.
For this reason, a measuring socket is to be provided approx. 1 - 2 m after the exhaust gas outlet of the
turbocharger at an easily accessible place.
If it should be impossible to use standard transition piece supplied by Caterpillar, the weight of the
transition piece manufactured by the shipyard must not exceed the weight of the standard transition
piece. A drawing including the weight will then have to be submitted for approval.
66
M 20 C Propulsion - 05.2012
5.
Installation and arrangement
5.7
Installation of crankcase ventilation on the engine
For the piping of crankcase ventilations please consider the following design criteria:
•
•
•
•
•
Outlet crankcase ventilation has to be arranged separately for each engine
The pipes should run upwards
A free ventilation under all trim conditions
Condensate backflow into crankcase has to be prevented
Provide a permanent drain
Main vent pipe
Compensator for resilient
mounting engine
Drain
Piping sizes for crankcase ventilation
Engine Type
Engine connecting
point(s)
Main vent pipe
6/8/9 M 20 C
2 x DN 50
2 X DN 65
M 20 C Propulsion - 05.2012
Collecting vent with
lubricating oil circulation
tank (observe class rules)
DN 80
67
5.
Installation and arrangement
5.8
Earthing of the engine
Information about the execution of the earthing
The earthing has to be carried out by the shipyard during assembly on board. The engine already has
M 16, 25 mm deep threaded holes with the earthing symbol in the engine foot. If the engine is resiliently
mounted, it is important to use flexible conductors.
In case of using welding equipment it is important to earth the welding equipment close to the welding
area (the distance should not exceed 10 m).
Earthing connection on the engine
68
M 20 C Propulsion - 05.2012
5.
Installation and arrangement
5.9
Lifting of the engine
For the purpose of transport the engine is equipped with a lifting device which shall remain the property
of Caterpillar. It has to be returned in a useable condition free of charge.
Ropes
2 pcs. lifting ropes DIN 3088-N-28x4.2-EG
Load-bearing capacity of the handling device
16,000 kg (8,000 kg per fixing support)
Choice of fixing points
Turbocharger on driving end side
6 M 20 C
8 M 20 C
9 M 20 C
Turbocharger on free end side
M 20 C Propulsion - 05.2012
69
6.
Control and monitoring system
6.1
Engine control panel
Detail X
Lamptest
(S 14)
Remote
Control
(H 13)
Starting
Interlock
(H 12)
False
Start
(H 11)
Start
(S 11/H 9)
Stop
(S 12/H 10)
Turbocharger RPM
indication
Detail X: Equipment for local engine control
Engine RPM indication
Stop lever
Exhaust gas temp.
indication
Engine / Remote
Lower / Raise
Charge air pressure
Cooling water pressure LT
Cooling water pressure HT
Stop air pressure
Start air pressure
70
Fuel oil pressure
Lubricating oil pressure
M 20 C Propulsion - 05.2012
6.
Control and monitoring system
6.1.1 Remote control for reversing gear plant
operating panel and control signal transmitter
3.
366 mm
max. 60 mm
8 mm
187 mm
1.
reset safety
system
4.
Emergency
Stop
275 mm
override
safety system
2.
5.
extra space requirements
366 mm
M 20 C Propulsion - 05.2012
cutout in mounting plate
m
.5 m
310 mm
ø6
335 mm
1. Control lever
2. Operating module
• alarm button
• command to take over button
• special function button
• dimming button
3. Display
• main page
• engine start/stop page
• station release page
4. Emergency stop
5. Additional buttons
• reset override safety system
• override safety system
• buzzer
• dimming
m
R
3m
310 mm
335 mm
71
6.
Control and monitoring system
Emergency control panel
The emergency control panel is necessary for single-reversing gear plant only.
96
72
89.5
Mounting cut-out
7
66
141
92
Control cabinet
500 mm
446 mm
-X51
-H1
-H2
H1: Indication remote is active
H2: Indication back up control is active
S2: Lamp test
S1: 3 position switch
0 = off
1 = Back up control
2 = Remote-/back up control
-S1
view A
260 mm
0-1-2
°
-X51
120
240 mm
730 mm
700 mm
-S2
view A
Back up control
By means of the back up control it is possible to manoeuver the ship in case of a remote or on request
after pushing the corresponding key which enables speed setting and gear operation. During the
normal operation of the remote control, the back up control continuously reads the actual state of the
remote control.
M 20 C Propulsion - 05.2012
72
6.
Control and monitoring system
The remote control system Marex OS II operates the electrical speed setting for the engine, as well as
the solenoid valves for the gear shifting. Remote control is possible from the active station. The active
station is indicated by means of the steady lighted take-over push button on the operation stripe.
Gears direction and nominal value for the speed setting are given to the control unit Marex OS II by
means of the control head in command.
For the speed setting, a current output is connected to the speed controller of the engine.
Relay outputs operate the solenoid valves of the gears and gives out a signal for “Command active on
remote control“. After clutch engagement the control unit needs a feed back signal coming from the
oil pressure switches indicating ahead or astern. By means of the rotating switch, push button and
display of the Marine Propulsion Controller (mpc) the control system can be adjusted and optimized to
the requirements of the ship‘s propulsion system.
The adjustments are carried out via parameter. The remote control receives an emergency stop signal
from the protection system to run down the engine to idle speed and disengage the clutch. Via relays
output the signal for remote start and remote stop will be transmitted from the bridge station to the
engine start-stop electronic.
Beside this basic function the remote control system includes a number of special functions, like
control of PTO‘s or the control of a trolling gear.
The remote control system Marex OS II includes a NMEA0183-interface to the Voyage Data Recorder
(VDR). By this bus connection all required signals and status information will be transmitted to the VDR
for later evaluation.
(The VDR is not in the scope of Cat supply).
M 20 C Propulsion - 05.2012
73
6.
Control and monitoring system
Turbocharger
speed
Engine
speed
(optional)
(optional)
*) not in Caterpillar scope of supply
note: ± 24V DC supply ± 20 %
bridge
emergency
control panel
control signals
*)
control cabinet
data
control signals
emergency
control signals
control signals
voyage data recorder
(VDR)
wing stdb
control panel
engine control room
control panel
4-20mA / 0-10V signal
bridge
control panel
wing port
control panel
control signals
alarms
alarmsystem /
exhaust gas temp.
monitoring system
alarms via
Modbus
control signals
data
*)
control signal / alarms
*)
24V DC
LESS
Large Engine Safety System
Protection, Start/Stop,
Display
control signals
CAN-bus
*)
24V DC
*)
control signal /
GB failure signals
24V DC
LESS
*)
Large Engine Safety System
data converter
gearbox
reversing gear
control signals
74
cooling water
preheating system
(optional)
voltage supply
(3 phase)
*)
M 20 C Propulsion - 05.2012
6.
Control and monitoring system
6.1.2 Remote control for single-engine plant with one controllable pitch propeller
Turbocharger
speed
Engine
speed
(optional)
(optional)
*) not in Caterpillar scope of supply
note: ± 24V DC supply ± 20 %
control panel
bridge
protection
panel
*)
(optional)
*)
24V DC
4-20mA / 0-10V signal
24V DC
control signals
manual emergency
stop / overide
alarms via Modbus
alarmsystem /
exhaust gas temp.
monitoring system
*)
LESS
Large Engine Safety System
Protection, Start/Stop,
Display
*)
control
panel ECR
control signals
controllable pitch propeller
control unit
*)
24V DC
CAN bus
control signals /
GB failure signals
control signals
24V DC
24V DC
*)
*)
LESS
*)
Large Engine Safety System
data converter
gearbox
cooling water
preheating system
(optional)
voltage supply
(3 phase)
M 20 C Propulsion - 05.2012
*)
75
6.
Control and monitoring system
6.1.3 Remote control for twin-engine plant with one controllable pitch propeller
*) not in Caterpillar scope of supply
note: ± 24V DC supply ± 20 %
Turbocharger
speed
(option al)
control
panel BR
Engine
speed
Engine
speed
Turbocharger
speed
(option al)
(option al)
(option al)
protection
panel
op tio nal
control
panel BR
protection
panel
*)
option al
alarmsystem/
exhaust gas temp.
monitoring system
24V DC
*)
24V DC
*)
*)
24V DC
cpp control unit/
clutch control system
control
panel ECR
*)
24V DC
*)
control
panel ECR
LESS
Large Engine Safety System
Prorection, S tart /Stop, Display
control signals
alarms via Modbus
alarms
4-20mA / 0-10V signal
manual emergency
stop / overide
control signals
control signals
control signals
*)
Large Engine Safety System
data converter
LESS
24V DC
control signals
load sharing
control signals
*)
control signals
24V DC
*)
24V DC
*)
electronic speed
governor cabinet
LESS
electronic speed
governor cabinet
24V DC
Large Engine Safety System
data converter
*)
4-20mA / 0-10V signal
alarms
alarms via Modbus
control signals
24V DC
control signals
control signals
manual emergency
stop / overide
*)
main switchbord/
power manag. system
24V DC
*)
load sharing
LESS
Large Engine Safety System
Prorection, S tart /Stop, Display
ge arbox *)*)
*)
cooling water
preheating system
76
24V DC
*)
cooling water
preheating system
( optional)
( optional)
voltage supply
(3 phase)
CAN bus
GB failure signals
control signals
24V DC
control signals
CAN bus
GB failure signals
*)
voltage supply *)
(3 phase)
M 20 C Propulsion - 05.2012
6.
Control and monitoring system
Turbocharger Engine
speed
speed
6.1.4 Remote control fixed rudder propeller
(optional)
(optional)
*) not in Caterpillar scope of supply
note: ± 24V DC supply ± 20 %
*)
LESS
Large Engi ne Safe ty System
Prorecti on, Start/Sto p, Displ ay
*)
24V DC
4-20mA / 0-10V signal
24V DC
(optional)
control signals
alarms via Modbus
manual emergency
stop / overide
*)
alarmsystem/
exhaust gas temp.
monitoring system
control
panel bridge
protection
panel
*)
control
panel ECR
control signals
control signals /
GB failure signals
control signals
24V DC
*)
24V DC
CAN bus
rudder propeller control unit
24V DC
*)
*)
LESS
*)
Large Engin e Safety Syste m
data co nverter
gearbox
cooling water
preheating system
(optional)
voltage supply
(3 phase)
M 20 C Propulsion - 05.2012
*)
77
6.
Control and monitoring system
6.1.5 Remote control voith propeller propulsion
*) not in Caterpillar scope of supply
note: ± 24V DC supply ± 20 %
Turbocharger
speed
Engine
speed
(optional)
(optional)
protection
panel
*)
manual emergency
stop / overide
alarmsystem/
exhaust gas
temp.
monitoring system
24V DC
alarms via Modbus
*)
4-20mA / 0-10V signal
control
panel
*)
speed control
panel
LESS
4-20mA speed /
fuel rack signal
Large Engi ne Safe ty System
Prorecti on, Start/Sto p, Disp lay
Overload Unit
24V DC
*)
24V DC
*)
Voith-Schneider
Steering Stand
*)
overload
start/stop/control signal
4 fixed speed selection
24V DC
*)
CAN bus
24V DC
*)
LESS
Large Engi ne Sa fety System
data co nverte r
turbo coupling
control signal
cooling water
preheating system
(optional)
voltage supply
(3 phase)
78
*)
M 20 C Propulsion - 05.2012
6.
Control and monitoring system
6.1.6 LESS: Large Engine Safety System
Engine control boxes include
•
•
•
•
•
•
•
•
•
Engine protection system
Speed switch unit
Start-/stop-control
Alarm display (LED)
Graphic display (settings)
Engine monitoring
Modbus output to alarm system (Modbus RTU protocol RS 482 / 422)
Data transfer via CAN-bus to DICARE-PC (optional)
Exhaust gas temperature mean value system (optional)
System data
Inputs:
4 fixed automatic shut down + overspeed inputs
4 manual emergency stop inputs
16 configurable inputs for shutdown, load reduce request or starting interlock
2 separate override inputs
1 remote reset input
All inputs are wire break- and short circuit monitored.
Outputs:
4 x 2 adjustable speed contacts
3 fuel setting signals (1 x 0-10V DC, 2 x 4-20 mA)
1 overload contact at rated speed
4 speed signals (1 x pulse, 1 x 0-10V DC, 2 x 4-20 mA or 0-10V DC ĺ configurable)
M 20 C Propulsion - 05.2012
79
6.
Control and monitoring system
Alarm
System
(optional
Caterpillar
supply)
DICARE (optional)
PC
(optional
Caterpillar
supply)
CAN-bus
MODbus
ENGINE JUNCTION BOX
MONITORING
MONITORING
A03.1
A03.2
i-bus
Sensor signals
Sensor signals
MODbus
(optional)
START-STOP
CAN-bus
NORIS CONTROL CABINET
A01.1
START-STOP
A01.2
PROTECTION
A05.1
i-bus
hardwired
Control
signals
Start interlocks
DISPLAY
A01.5
N3000-DSP
Shutdown signals
Pickup Shutdown
signals valve
Override inputs
Reset input
80
M 20 C Propulsion - 05.2012
6.
Control and monitoring system
6.2
Speed control
(for single controllable pitch propeller engine, fixed rudder propeller, Voith propeller propulsion,
reversing gear plant)
Main engines are equipped with a mech. / hydr. speed governor (milliampere speed setting) including
the following equipment:
• Stepper motor in the top part of the governor for remote speed control
• Separate stepper motor control with adjustable speed range and speed ramp.
Voltage supply = 24 V DC
The control is fitted easily accessible on the engine in the terminal board box (X1) especially provided
for control components.
The set speed value of nmin = 4 mA; nmax = 20 mA is converted into a current required by the stepper
motor.
•
•
•
•
•
•
•
Speed setting knob (emergency speed setting).
Shut-down solenoid (24 V DC/100 % duty cycle) for remote stop (not for automatic engine stop).
Steplessly adjustable droop on the governor from 0 - 10 %.
Standard setting: 0 %.
Device for optimization of the governor characteristic.
Serrated drive shaft (for easy service).
Start fuel limiter.
M 20 C Propulsion - 05.2012
81
6.
Control and monitoring system
6.2
Speed control
Twin engine plant with one
controllable pitch propeller:
The engines are equipped with an actuator (optional with
mech. back-up) and the electronic governors are installed
in a separate control cabinet.
The governor comprises the following functions:
• Speed setting range to be entered via parameters
• Adjustable acceleration and deceleration times
• Starting fuel limiter
• Input for stop (not emergency stop)
• 18 - 32 V DC voltage supply
• Alarm output
• Droop operation (primary shaft generator)
• Isochronous load distribution by master/slave principle for twin engine propulsion plants via doublereduction gear
Standard: Regulateurs Europa “Propulsion Panel“ with Viking 35 electronic governor (one per
engine).
600
1,200
38
250
Regulateurs
Europa
170
206
antivibration mounts for
securing panel to support
brackets (brackets not R.E.
supply)
M 10 x 25 long
50
500
200
170
400
370
available area
Option: Woodward control twin engine cabinet with Woodward 723+ electronic governor
82
M 20 C Propulsion - 05.2012
6.
Control and monitoring system
6.3
Engine monitoring
junction box 2
junction box 1
plate for pressure
switch identification
yard connection
pressure switch arrangement
Junction box 1 and LESS cabinet are connected via CAN-bus (see LESS description)
LESS protection system
M 20 C Propulsion - 05.2012
LESS display
LESS cabinet
83
6.
Control and monitoring system
6.4
Measuring points
Meas. Point
MODbusAddress
Pressure switch
1103
11195
Lube oil pressure low - load reduction
1104
Pressure switch
Lube oil pressure low - start standby pump
1102/1105
30009
1106
Lube oil pressure low - pre-alarm
load reduction
Sensor
range
binary
Remarks
1102 only fixed pitch
propeller
binary
4-20 mA
1102 only fixed pitch propeller
1 sensor for 1102 & 1105
Pressure transmitter
Lube oil pressure low - pre-alarm shutdown
binary
Differential pressure lube oil automatic filter high
- pre-alarm
binary
10035
Differential pressure lube oil automatic filter high
- alarm
binary
1142
Pre lube oil pressure
binary
Resistance thermometer
Lube oil temperature at engine inlet high - alarm
PT 100
30119
NTC/switch unit
Lube oil temperature at engine inlet high - load reduction
binary
1301
Lube oil level at wet sump pan low - alarm
binary
2101
Pressure switch
Cooling water pressure HT at engine inlet low
- start standby pump
binary
20 kPa below operating
pressure
Pressure transmitter
Cooling water pressure HT at engine inlet low - alarm
4-20 mA
40 kPa below operating
pressure
Pressure switch
Cooling water pressure HT at engine inlet low - shutdown
binary
60 kPa below operating
pressure stop delay: 20 s
Pressure switch
Cooling water pressure LT at engine inlet low - start
standby pump
binary
20 kPa below operating
pressure
Pressure transmitter
Cooling water pressure LT at engine outlet low - alarm
4-20 mA
40 kPa below operating
pressure
Resistance thermometer
Cooling water temperature HT at engine inlet low - alarm
PT 100
Resistance thermometer
Cooling water temperature HT at engine outlet high - alarm
PT 100
NTC/switch unit
Cooling water temperature HT at engine outlet high
- load reduction
binary
Resistance thermometer
Cooling water temperature LT at engine inlet high - alarm
PT 100
10113
1112.1
10034
1112.2
10116
1202
30010
1203
2102
30011
2103
10114
2111
2112
30012
2201
30013
2211
30014
2212
30120
2229
30015
84
Description
1 evaluation unit for
1112.1/.2. Only existing when
automatic filter is mounted
on engine.
M 20 C Propulsion - 05.2012
6.
Control and monitoring system
Meas. Point
MODbusDescription
Address
Oil ingress in fresh water at cooler outlet
2321
5101
5102
Pressure switch
Fuel oil pressure at engine inlet low - start standby pump
30021
Pressure transmitter
Fuel oil pressure at engine inlet low - alarm
5105
Fuel oil pressure - start standby pump by pump
control
5111
Sensor
range
binary
Remarks
Option: external sensor
binary
4-20 mA
option: external sensor
10036
Differential pressure indicator
Differential pressure fuel oil filter high - alarm
5112
Fuel oil differential pressure at automatic filter
Option: external sensor
5115
Fuel oil differential pressure - start standby pump by
pump control
Option: external sensor
5116
Fuel oil differential pressure at circulating pump
Option: external sensor
binary
Resistance thermometer
5201/5202* 5201 Fuel oil temperature at engine inlet low - alarm
30022
5206
30090
5251/5252
5253
30089
5301
10003
5333
6101
30032
6105
PT 100
1 sensor for 5201 + 5202*
* Not in use with HFO
PT 100
Not mounted on engine
5202 Fuel oil temperature at engine inlet high - alarm
Fuel oil temperature after viscomat - DICARE
Fuel oil viscosity at engine inlet high - alarm
Option: external sensor
Fuel oil viscosity at viscomat - DICARE
4-20 mA
Level probe/switch unit
Leakage oil level at engine high - alarm
binary
Fuel oil level mixing tank
Pressure transmitter
Starting air at engine inlet low - alarm
Option: external sensor
4-20 mA
10048
Pressure switch
Stopping air pressure at engine low - alarm
binary
6181
Intake air pressure in engine room - DICARE
4-20 mA
Charge air pressure at engine inlet - DICARE,
Indication
4-20 mA
30019
7109
30017
7201
30016
Resistance thermometer
Charge air temperature at engine inlet high - alarm
PT 100
7206
Intake air temperature at turbocharger inlet - DICARE
PT 100
Level probe/switch unit
Condense water in charge air canal
binary
30020
7301
10004
M 20 C Propulsion - 05.2012
Not mounted on engine
85
6.
Control and monitoring system
Meas. Point
MODbusDescription
Address
Charge air differential pressure at charge air cooler
7307
Remarks
4-20 mA
30018
- DICARE
7309
Charge air temperature at charge air cooler inlet
- indication, DICARE
NiCr-Ni
(mV)
Exhaust gas temperature after cylinder 1 - load
reduction
NiCr-Ni
(mV)
Exhaust gas temperature after cylinder 2 - load
reduction
NiCr-Ni
(mV)
Exhaust gas temperature after cylinder 3 - load
reduction
NiCr-Ni
(mV)
Exhaust gas temperature after cylinder 4 - load
reduction
NiCr-Ni
(mV)
Exhaust gas temperature after cylinder 5 - load
reduction
NiCr-Ni
(mV)
Exhaust gas temperature after cylinder 6 - load
reduction
NiCr-Ni
(mV)
Exhaust gas temperature after cylinder 7 - load
reduction
NiCr-Ni
(mV)
Exhaust gas temperature after cylinder 8 - load
reduction
NiCr-Ni
(mV)
30081
Exhaust gas temperature after cylinder 9 - load
reduction
NiCr-Ni
(mV)
8216
Deviation of mean average value reduct alarm cyl.
Included in meas. point 8234
Load reduction from alarm
system to LESS
8218
Exhaust gas temperature reduct alarm of each cyl.
absolut
Included in meas. point 8234
Load reduction from alarm
system to LESS
30087
8211.1
30073
8211.2
30074
8211.3
30075
8211.4
30076
8211.5
30077
8211.6
30078
8211.7
30079
8211.8
30080
8211.9
8221
30082
Exhaust gas temperature at turbocharger outlet
- load reduction
8224
Exhaust gas temperature reduction alarm of
turbocharger outlet
8231.1
30083
8231.2
30084
8231.3
30085
86
Sensor
range
NiCr-Ni
(mV)
Included in meas. point 8234
Load reduction from alarm
system to LESS
Exhaust gas temperature at turbocharger outlet
- load reduction
NiCr-Ni
(mV)
Exhaust gas temperature at turbocharger inlet
- indication
NiCr-Ni
(mV)
Exhaust gas temperature at turbocharger inlet
- indication
NiCr-Ni
(mV)
M 20 C Propulsion - 05.2012
6.
Control and monitoring system
Meas. Point
MODbusDescription
Address
Common alarm exhaust gas temperature monitoring
8234
Sensor
range
Remarks
Common alarm from alarm
system to LESS
10136
load reduction included 8216, 8218, 8224
9401
9402
9404
Engine speed
binary
Supression of alarms
Engine speed
binary
Start standby pump
Automatic stop alarm
binary
Switch off lube oil standby pump
binary
Engine speed
binary
10110
9406
9407
9419
rpm adjustable
Engine speed signal
From RPM switching equipment - indication, DICARE
4-20 mA
9419.1
Pick up
RPM switching equipment
0-15 KHz
9419.2
Pick up
RPM switching equipment
0-15 KHz
9419.3
Pick up
RPM switching equipment
0-15 kHz
for FCT
9419.4
Pick up
RPM switching equipment
0-15 kHz
for electronic governor
30051
9429
30042
9503
9509
30031
9531
9532
9561
10117
9602
10005
9614
10045
9615
9616
10137
9671.1
9671.2
Pick up/transmitter
Turbine speed high - alarm
Turbine speed - indication, DICARE
Limit switch - control lever at fuel rack - stop position
Distance sensor/switching device
Fuel setting
Engine overload at rated speed
Engine load signal
4-20 mA
0-10 V
binary
4-20 mA
binary
4-20 mA
Limit switch
Turning gear engaged - starting interlock
binary
Relay contact
CANbus failure - alarm
binary
Relay contact
Stepper motor fault - alarm
binary
Failure electrical governor
binary
Failure mechanical governor
binary
Automatic stop failure - alarm
binary
Overspeed failure - alarm
binary
M 20 C Propulsion - 05.2012
87
6.
Control and monitoring system
Meas. Point
MODbusAddress
9671.3
9674
9675
9676
9677.2
Sensor
range
Emergency failure - alarm
binary
Overspeed - alarm
binary
Emergency stop - alarm
binary
Common alarm load reduction
binary
Override load reduction activated
binary
9717
Relay contact
Voltage failure at terminal X3 - alarm
binary
9751
Voltage failure at charge air temperature controller
binary
9771
Freshwater preheater voltage failure
binary
Relay contact
Sensor/isolation fault A01 - alarm
binary
Relay contact
Sensor/isolation fault A02 - alarm
binary
Relay contact
Common alarm A01 - alarm
binary
Relay contact
Common alarm A02 - alarm
binary
9836.1
10107
9836.2
10007
9962.1
30108
9962.2
30008
88
Description
Remarks
M 20 C Propulsion - 05.2012
6.
Control and monitoring system
6.5
Local and remote indicators
Local indicators
Installed at the engine
Fuel oil temperature at engine inlet
Fuel oil differential pressure at filter
Fuel rack position (mean injection pump rack)
Lube oil temperature at engine inlet
Lube oil differential pressure at filter
Fresh water temperature at engine inlet (HT circuit)
Fresh water temperature at engine outlet (HT circuit)
Fresh water temperature (LT circuit)
Fresh water temperature cooler inlet
Fresh water temperature cooler outlet
Charge air temperature cooler inlet
Charge air temperature engine inlet
Installed at the engine (gauge board)
Fuel oil pressure
Lube oil pressure
Fresh water pressure (HT circuit)
Fresh water pressure (LT circuit)
Start air pressure
Charge air pressure cooler outlet
Stop air pressure
Engine speed
Turbocharger speed
Charge air temperature cooler inlet (digital value)
Exhaust gas temperature after cylinder (digital value)
Exhaust gas temperature before/after turbocharger
(digital value)
1)
2)
Remote indicators
96 x 96mm
(optionally)
X2)
X2)
X2)
X2)
X2)
X2)
X2)
X2)
X2)
X2)
X2)
X1)
X
144 x 144 mm possible
Signal is supplied by the alarm system
M 20 C Propulsion - 05.2012
89
7.
Diagnostic trending monitoring - DICARE
With MaK DICARE, you can have an expert aboard at all times, ready to serve your needs. The latest,
completely revised version combines well-established features with faster signal processing and
improved usability, based on common industry standards.
Cat and MaK engines with MaK DICARE remote engine monitoring software provide reliable, conditionspecific maintenance suggestions. DICARE continually compares current engine condition to desired
state and tells you when maintenance is required. You get the diagnostics you need in easy-tounderstand words and graphics so you can take action to keep your engines running strong.
DICARE is only available for medium-speed engines not for high-speed engines.
About 700 MaK engines worldwide, on vessels and in power stations ashore, are currently supervised
with DICARE. Malfunctions are indicated immediately and at a glance, taking into account empirical
data, plausibility considerations, and built-in expertise from decades of MaK diesel engine design. For
ease of use, the initial report is subdivided into the diagnostic sectors of exhaust gas, turbocharger,
fuel oil, lube oil, and cooling water, using a simple color-coding of regular versus irregular values. In
a second step, the complete set of measured values and detailed troubleshooting instructions can be
displayed, also with recommended actions priority-coded.
Special attention is placed on monitoring the following criteria:
•
•
•
•
•
•
•
•
90
Overall temperature levels to identify thermal overload at an early stage.
Intake air pressure and temperature to identify performance drops due to fouling or wear.
Charge air pressure, temperature and dew point to identify fouling or misadjustment.
Fuel temperature and viscosity to identify any malfunction of the viscosity control unit.
Fuel rack position and power output to identify injection pump wear.
Lube oil consumption to identify any possible wear.
Cooling water pressure and temperature for optimum operation.
Exhaust gas temperatures to identify deviations in the fuel or air system at an early stage.
M 20 C Propulsion - 05.2012
7.
Diagnostic trending monitoring - DICARE
Transmitter for DICARE ON-LINE M 20 C CANbus
Designation
Fuel viscosity
Meas. point no.
CM
5253
Fuel temperature after viscomat
5206
Fuel temperature at engine inlet
5201
Injection pump rack position
9509
Lube oil pressure
1105
Lube oil temperature at engine inlet
1202
Freshwater pressure HT
2102
Freshwater temperature at engine inlet HT
2201
Freshwater temperature at engine outlet HT
2211
Differential pressure charge air cooler
7307
Intake air pressure
6181
Intake air pressure before turbocharger
7206
Charge air pressure after intercooler
7109
Charge air temperature before intercooler
7309
Charge air temperature at engine inlet
7201
Exhaust gas temperature for each cylinder and
after turbocharger
Exhaust gas temperature before turbocharger
8211/8221
8231
Engine speed
9419
Turbocharger speed
9429
Service hour counter (manual input)
9409
M 20 C Propulsion - 05.2012
91
8.
Engine acceptance test
Standard acceptance test run
The acceptance test run is carried out on the testbed with customary equipment and auxiliaries using
exclusively MDO under the respective ambient conditions of the testbed. During this test run the
fuel rack will be blocked at the contractual output value. In case of deviations from the contractual
ambient 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 registered
acc. to the form sheet of the acceptance test certificate:
Load [%]
50
75
85
100
110
Additional functional tests
Duration [min]
30
30
30
60
30
In addition to the acceptance test run the following functional tests will be carried out:
•
•
•
•
•
•
governor test
overspeed test
emergency shut-down via minimum oil pressure
start/stop via central engine control
starting trials up to a minimum air pressure of 10 bar
measurement of crank web deflection (cold/warm condition)
After the acceptance test run main running gear, camshaft drive and timing gear train will be inspected
through the opened covers. Individual inspection of special engine components such as a piston or
bearings is not intended, because such inspections are carried out by the classification societies at
intervals on production 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 guidelines, 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
Vibration velocity
Vibration acceleration
92
Seff
Veff
aeff
< 0.448 mm
< 28.2 mm/s
< 44.2 m/s²
f > 2 Hz < 10 Hz
f > 10 Hz < 250 Hz
f > 250 Hz < 1000 Hz
M 20 C Propulsion - 05.2012
9.
Engine International Air Pollution Prevention Certificate
The MARPOL diplomatic conference has agreed about a limitation of NOx emissions, referred to as
Annex VI to Marpol 73/78.
When testing the engine for NOx emissions, the reference fuel is Marine Diesel Oil (Distillate) and the
test is performed according to ISO 8178 test cycles:
Speed
Power
Weighting
factor
Test cycle type E2
Test cycle type D2
Test cycle type E3
100 % 100 % 100 % 100 % 100 % 100 % 100 % 100 % 100 % 100 % 91 % 80 % 63 %
100 % 75 % 50 % 25 % 100 % 75 % 50 % 25 % 10 % 100 % 75 % 50 % 25 %
0.2
0.5
0.15
0.15
0.05
0.25
0.3
0.3
0.1
0.2
0.5
0.15
0.15
Subsequently, the NOx value has to be calculated using different weighting factors for different loads
that have been corrected to ISO 8178 conditions.
An NOx emission evidence will be issued for each engine showing that the engine complies with
the regulation. The evidence will come as EAPP (Engine Air Pollution Prevention) Statement of
Compliance, EAPP (Engine Air Pollution Prevention) Document of Compliance or EIAPP (Engine
International Air Pollution Prevention) Certificate according to the authorization by the flag state
and related technical file. On basis of an EAPP Statement of Compliance or an EAPP Document of
Compliance an EIAPP certificate can be applied for.
According to IMO regulations, a technical file shall be prepared for each engine. This technical file
contains information about the components affecting NOx emissions, and each critical component
is marked with a special IMO number. Such critical components are piston, cylinder head, injection
nozzle (element), camshaft section, fuel injection pump, turbocharger and charge air cooler. (For
common rail engines the controller and the software are defined as NOx relevant components
instead of the injection pump.) The allowable setting 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
an IAPP (International Air Pollution Prevention) certificate for the ship can be issued on basis of the
EIAPP certificate and the on-board inspection.
M 20 C Propulsion - 05.2012
93
10. Painting / preservation
Inside preservation
N 576-3.3
The preservation is sufficient for a period of max. 2 years.
It needs to be removed when the engine is commissioned!
• Main running gear and internal mechanics
Outside preservation
VCI 368 N 576-3.2
Engine outside preservation with Cortec VCI 368 is applicable for Europe and overseas.
It applies for sea and land transportation and storage of the engines in the open, protected from moisture.
The duration of protection with additional VCI packaging is max. 2 years.
It must be removed before commissioning of the engines! Environmentally compatible disposal is to
be ensured.
Durability and effect are determined by proper packaging, transportation, and storage, i.e. protected
from moisture, stored at a dry place and sufficiently ventilated. Inspections are to be carried out at
regular intervals.
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 varnish
Clear varnish painting is applicable within Europe for land transportation with protection from moisture.
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
The duration of protection with additional VCI packaging is max. 1 year.
VCI packaging as per N 576-5.2 is generally required!
Durability and effect are determmined by proper packaging, transportation, and storage, i.e. the engine
is to be protected from moisture, VCI film not ripped or destroyed.
Inspections are to be carried out at regular intervals.
94
M 20 C Propulsion - 05.2012
10. Painting / preservation
If the above requirements are not met, all warranty claims in connection with corrosion damage shall
be excluded.
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 provided with VCI 368 preservation
N 576-4.3 - Painting
The painting is applicable for Europe and overseas.
It applies for sea and land transportation and short-term storage in the open (protected from moisture)
up to max. 4 weeks.
In case of Europe and overseas shipment and storage in the open longer than 4 weeks VCI packaging
as per N 576-5.2 is required.
The duration of protection with additional VCI packaging is max. 2 years.
Durability and effect are determined by proper packaging, transportation, and storage, i.e. protected
from moisture, VCI film not ripped or destroyed. Inspections are to be carried out at regular intervals.
Appearance of the engine:
• Surfaces mostly painted with varnish
• Bare metal surfaces provided provided with VCI 368 preservation
N 576-5.2 - VCI packaging
Corrosion protection with VCI packaging applies for:
• Engines with outside preservation VCI 368 as per N 576-3.2
• Engines with clear varnish according to application group N 576-4.1
These engines are always to be delivered with VCI packaging!
Nevertheless, they are not suitable for storage in the open!
• Engines or engine generator sets with painting according to application group N 576-4.3 for shipment
to Europe and overseas or storage in the open (protected from moisture).
M 20 C Propulsion - 05.2012
95
10. Painting / preservation
Durability and effect are determined by proper packaging, transportation, and storage, i.e. protected
from moisture, VCI film not ripped or destroyed. Inspections are to be carried out at regular intervals.
• Bare metal surfaces provided with VCI 368 or VCI oil
• Cortec VCI impregnated flexible PU foam mats hung up on the engine using tie wraps. Kind and
scope denpending on engine type.
The mats are to be hung up in free position and should not come into contact with the painted
surface.
• Cover the engine completely with air cushion film VCI 126 LP. Air cushions are to point towards the
inside!
The air cushion film is fastened to the transportation skid (wooden frame) by means of wooden
laths. Overlaps at the face ends and openings for the lifting gear are to be closed by means of PVC
scotch tape.
In case of engines delivered without oil pan the overhanging VCI film between engine and transport
frame is to be folded back upwards towards the engine before fastening the air cushion film.
Attention! The corrosion protection is only effective if the engine is completely wrapped with VCI film.
The protective space thus formed around the component can be opened for a short time by slitting the
film, but afterwards it must be closed again by means of adhesive tape.
N 576-5.2 Suppl. 1 - Information panel for VCI preservation and inspection
Applies 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 represervation
There will only be an effective corrosion protection of the engine if the defintions and required work
according to factory standard N 576-6.1 are duly complied with.
In general, the applied corrosion protection is effective for a period of max. 2 years if the engines
or engine generator sets are protected from moisture. However, depending on the execution of the
preservation shorter periods may be applicable.
After 2 years represervation must be carried out.
Every 3 months specific inspections are to be carried out at the engine or engine generator set at
defined inspection points. Any corrosion and condensation water are to be removed immediately.
96
M 20 C Propulsion - 05.2012
11. Engine parts
Cylinder head, weight 91.5 kg
Piston with connecting rod, weight 78 kg
Connecting rod, weight 38.7 kg
Cylinder liner, weight 60 kg
M 20 C Propulsion - 05.2012
97
12. Appendix
12.1
Exhaust system
12.1.1 Resistance in exhaust gas piping
Example (based on diagram data A to E):
t
= 335 °C, G = 25,000 kg/h
l
= 15 m straight pipe length, d = 700 mm
3 off 90° bent R/d = 1.5
1 off 45° bent R/d = 1.5
¨Pg = ?
¨p
L‘
L
¨Pg
98
= 0.83 mm WC/m
= 3 • 11 m + 5.5 m
= l + L‘ = 15 m + 38.5 m = 53.5 m
= ¨p • L = 0.83 mm WC/m • 53.5 m = 44.4 mm WC
t
G
¨p
d
w
l
L‘
L
¨Pg
= Exhaust gas temperature
= Exhaust gas massflow
= Resistance/m pipe length
= Inner pipe diameter
= Gas velocity
= Straight pipe length
= Spare pipe length of 90° bent pipe
= Effective substitute pipe length
= Total resistance
(°C)
(kg/h)
(mm WC/m)
(mm)
(m/s)
(m)
(m)
(m)
(mm WC)
M 20 C Propulsion - 05.2012
12. Appendix
12.1.2 Exhaust data
Output/cylinder:
Speed:
Tolerance:
Atmospheric pressure:
Relative humidity:
Constant speed
170 kW
900 1/min
5%
1 bar
60 %
Intake air temperature:
25 °C
Output
[kW]
6 M 20 C
1,020
8 M 20 C
1,360
9 M 20 C
1,530
100
7,580
340
11,420
290
12,850
300
Intake air temperature:
90
6,910
346
10,460
290
11,810
300
1,020
8 M 20 C
1,360
9 M 20 C
1,530
60
4,688
365
7,260
308
8,125
300
50
4,155
373
6,205
320
6,980
300
Ɣ Output %
Ɣ [kg/h]
Ɣ [°C]
80
70
5,835
5,140
372
377
8,970
7,850
309
324
10,050
8,820
316
315
60
4,425
387
6,850
327
7,665
318
50
3,920
395
5,850
339
6,585
320
45 °C
Output
[kW]
6 M 20 C
Ɣ Output %
Ɣ [kg/h]
Ɣ [°C]
80
70
6,185
5,445
350
356
9,508
8,320
290
306
10,660
9,350
300
300
100
7,150
362
10,775
309
12,120
320
90
6,518
367
9,867
310
11,140
318
All values for single log charging. Pulse charging values: on request.
M 20 C Propulsion - 05.2012
99
12. Appendix
12.1.2 Exhaust data
Output/cylinder:
Speed:
Tolerance:
Atmospheric pressure:
Relative humidity:
Constant speed
190 kW
1,000 1/min
5%
1 bar
60 %
Intake air temperature:
25 °C
Output
[kW]
6 M 20 C
1,140
8 M 20 C
1,520
9 M 20 C
1,710
100
8,395
345
11,723
330
13,180
337
Intake air temperature:
90
7,814
350
11,067
316
12,450
333
1,140
8 M 20 C
1,520
9 M 20 C
1,710
60
5,704
357
8,075
313
9,085
347
50
4,676
360
7,055
314
7,940
358
Ɣ Output %
Ɣ [kg/h]
Ɣ [°C]
80
70
6,670
6,155
376
376
9,615
8,690
331
329
10,810
9,775
351
355
60
5,380
378
7,620
332
8,570
368
50
4,410
382
6,655
333
7,490
380
45 °C
Output
[kW]
6 M 20 C
Ɣ Output %
Ɣ [kg/h]
Ɣ [°C]
80
70
7,070
6,524
355
355
10,190
9,211
312
310
11,460
10,360
331
335
100
7,920
366
11,060
350
12,435
357
90
7,370
371
10,440
335
11,745
353
All values for single log charging. Pulse charging values: on request.
100
M 20 C Propulsion - 05.2012
12. Appendix
12.1.3 Exhaust gas sound power level
Exhaust gas sound power level
MaK 6 M 20 C
(to be expected directly after turbocharger at open pipe (A0=1m²), values measured with a probe inside the exhaust gas pipe)
140
127
-12
Sound power level [dB(A)] ref: 10 W
130
129
129
127
122
124
118
120
112
110
100
98
90
80
70
60
31,5
63
125
250
500
1000
2000
4000
8000
1/1 Octave band frequency [Hz]
tolerance: +/- 2 dB
Exhaust gas sound power level
MaK 8 M 20 C
(to be expected directly after turbocharger at open pipe (A0=1m²), values measured with a probe inside the exhaust gas pipe)
140
130
-12
Sound power level [dB(A)] ref: 10 W
130
127
130
128
126
122
120
120
112
110
100
97
90
80
70
60
31,5
63
125
250
500
1000
2000
4000
8000
1/1 Octave band frequency [Hz]
tolerance: +/- 2 dB
M 20 C Propulsion - 05.2012
101
12. Appendix
12.1.3 Exhaust gas sound power level
Exhaust gas sound power level
MaK 9 M 20 C
(to be expected directly after turbocharger at open pipe (A0=1m²), values measured with a probe inside the exhaust gas pipe)
140
128
130
131
131
129
128
-12
Sound power level [dB(A)] ref: 10 W
123
122
120
112
110
100
97
90
80
70
60
31,5
63
125
250
500
1000
2000
4000
8000
1/1 Octave band frequency [Hz]
tolerance: +/- 2 dB
102
M 20 C Propulsion - 05.2012
12. Appendix
12.2
Fuel oil system
12.2.1 Viscosity / temperature diagram
M 20 C Propulsion - 05.2012
103
12. Appendix
12.3
Air-borne sound power level
The air borne sound power level is measured in a test cell according to EN ISO 9614-2.
Noise level for M 20 C engines
Air-borne sound power level
MaK 6 M 20 C
measured in test cell according EN ISO 9614-2
Sound power level [dB(A) re: 10
-12
W]
120
116
115
108
110
110
111
1000
2000
108
105
105
100
95
95
90
86
85
80
75
70
63
125
250
tolerance: +/- 2 dB
500
4000
SUM
1/1 Octave [Hz]
Air-borne sound power pevel
MaK 8 M 20 C
measured in test cell according EN ISO 9614-2
Sound power level [dB(A) re: 10
-12
W]
120
117
115
110
111
112
110
106
105
105
100
93
95
90
88
85
80
75
70
63
tolerance: +/- 2 dB
104
125
250
500
1000
2000
4000
SUM
1/1 Octave [Hz]
M 20 C Propulsion - 05.2012
12. Appendix
12.3
Airborne sound power level
Air-borne sound power level
MaK 9 M 20 C
measured in test cell according EN ISO 9614-2
Sound power level [dB(A) re: 10
-12
W]
120
118
115
109
110
111
111
112
500
1000
2000
109
105
99
100
95
90
89
85
80
75
70
63
tolerance: +/- 2 dB
M 20 C Propulsion - 05.2012
125
250
4000
SUM
1/1 Octave [Hz]
105
Caterpillar Marine Power Systems
Headquarters
Europe, Africa, Middle East
Americas
Asia Pacific
Caterpillar Marine
Power Systems
A Division of
Caterpillar Motoren GmbH & Co.KG
Neumühlen 9
22763 Hamburg/Germany
Caterpillar Marine
Power Systems
A Division of
Caterpillar Motoren GmbH & Co.KG
Neumühlen 9
22763 Hamburg/Germany
MaK Americas Inc.
Caterpillar Marine Trading
(Shanghai) Co., Ltd.
3450 Executive Way
Miramar Park of Commerce
Miramar, FL. 33025/USA
25/F, Caterpillar Marine Center
1319, Yan’an West Road
200050 Shanghai/P. R.China
Caterpillar Marine Asia
Pacific Pte Ltd
No. 5 Tukang
Innovation Grove
Singapore 618304
Republic of Singapore
Phone: +49 40 2380-3000
Telefax: +49 40 2380-3535
Phone: +49 40 2380-3000
Telefax: +49 40 2380-3535
Phone: +1 954 885 3200
Telefax: +1 954 885 3131
Phone: +86 21 6226 2200
Telefax: +86 21 6226 4500
Phone: +65 68287-600
Telefax: +65 68287-625
For more information please visit our website:
MARINE.CAT.COM
Subject to change without notice.
Leaflet No. 220 · 05.12 · e · L+S · VM3
© 2012 Caterpillar All Rights Reserved. Printed in Germany. CAT, CATERPILLAR, their
respective logos, ACERT, ADEM, „Caterpillar Yellow“ and the POWER EDGE trade
dress, as well as corporate identity used herein, are trademarks of Caterpillar and
may not be used without permission
TM
Caterpillar Marine Power Systems is committed to sustainability. This document
is printed on PEFC certificated paper.

Similar documents

×

Report this document