The Cat® and MaK™ brands of Caterpillar Marine offer premier high- and medium-speed propulsion, auxiliary, and generator
set solutions, as well as optional dual fuel, diesel-electric, and hybrid system configurations. With the launch of Caterpillar
Propulsion our comprehensive and evolving product line gives customers one source for the most extensive engine power range
available, complete propulsion systems, controllable pitch propellers, transverse and azimuth thrusters, and controls. Cat and
MaK products and technologies are proven reliable and are built to last in all marine applications, demonstrating superior
productivity and the lowest lifecycle cost.
The Cat Global Dealer Network, more than 2,200 global service locations strong, ensures that you'll have local expertise, highlytrained technicians, rapid parts delivery, and the proper equipment and services to keep you working – anytime, anywhere.
M 32 E Project Guide • Generator Set
The Power You Need.
M 32 E
PROJECT GUIDE / GENERATOR SET
Construction, term, or repower financing through Cat Financial helps you make Cat and MaK power a reality. With our
knowledge of customer needs, local markets, and legal and regulatory requirements, we've been providing tailored financing
solutions and exceeding expectations since our start in 1986.
For more information and to find your local dealer, please visit our website: MARINE.CAT.COM
Visit Cat Financial at: CatPowerFinance.com
Caterpillar Marine
Europe, Africa, Middle East
Americas
Asia Pacific
Caterpillar Marine
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:
Telefax.
Phone:
Telefax:
Phone:
Telefax:
Phone:
Telefax:
+49 40 2380-3000
+49 40 2380-3535
For more information please visit our website:
MARINE.CAT.COM
+1 954 885 3200
+1 954 885 3131
Subject to change without notice.
Leaflet No. 264 · 06.14 · e · L+S · VM3
LEBM0031-00
+86 21 6226 2200
+86 21 6226 4500
+65 68287-600
+65 68287-625
© 2014 Caterpillar All Rights Reserved. Printed in Germany.
CAT, CATERPILLAR, their respective logos, MaK, "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.
Caterpillar Marine is committed to sustainability. This document is printed on PEFC certificated
paper.
Please check out for more
literature by scanning the
QR tag.
MAK_M32E_Genset_Ums_neu.indd 1
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INTRODUCTION
01
Information for the user of this project guide
02
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.
03
Binding determination of data is made by means of the Technical Specilcation 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.
05
This edition supersedes the previous edition of this project guide.
07
All rights reserved. Reproduction or copying only with our prior written consent.
08
04
06
09
10
11
12
13
14
15
16
17
18
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Caterpillar Motoren GmbH & Co. KG
P. O. Box, D-24157 Kiel
Germany
Phone
+49 431 3995-01
Telefax
+49 431 3995-2193
Edition
21
22
23
June 2014
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INTRODUCTION
01
02
Global Resource from One Source
03
When you select Cat Marine Power for your vessel, look to Cat Financial for worldclass lnancial support.
With marine lending oflces 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, lshing or passenger vessel industry, you can count on Cat Financial for
the same high standard you expect from Caterpillar.
04
05
06
07
Marine Financing Guidelines
10
Power:
Financial Products:
Repayment:
Financed Amount:
Rates:
Currency:
11
www.cat.com/CatMarineFinance
08
09
12
13
Cat and MaK
Construction, term and repower lnancing
Loan terms up to 10 years, with longer amortizations available
Up to 80% of your vessel cost
Fixed or variable
US Dollars, Euros and other widely traded currencies
Visit our website or see your local Cat dealer to learn how our marine lnancing plans and options can help
your business succeed.
14
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INTRODUCTION
01
Global Dealer Network
02
03
04
Commissioning
Monitoring and
Diagnostic Software
Training
05
06
07
08
09
Remanufactured Parts
Maintenance
10
11
Genuine Spare Parts
Overhauls
12
13
Engine Upgrades
Repairs
Customer Support
Agreements (CSAs)
14
15
16
17
18
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 lnancing options. Our global dealer network takes care of you wherever you are – worldwide.
Localized dealers offer onsite technical expertise through marine specialists and an extensive inventory of
all the spare parts you might need.
19
To lnd your nearest dealer, simply go to WWW.MARINE.CAT.COM
22
20
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INTRODUCTION
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
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CONTENTS
01
1.
GENSET DESCRIPTION
1.1
Delnitions ........................................................................................................................
1
1.2.
Main components and systems ...................................................................................
2
1.2.1 Main features and characteristics ..........................................................................
2
1.2.2 Description of components ......................................................................................
3
1.3
Engine running in.............................................................................................................
10
06
1.4
Prospective life times .....................................................................................................
11
07
02
03
04
05
08
2.
GENERAL DATA AND OUTPUTS
2.1.
General delnition of reference conditions ................................................................
12
2.2
Reference conditions regarding fuel consumption ...................................................
12
2.3
Lube oil consumption......................................................................................................
12
11
2.4
Emissions ..........................................................................................................................
13
12
2.4.1 Exhaust gas ..............................................................................................................
13
13
2.4.2 Nitrogen oxide emissions (NOX-values)...................................................................
13
14
2.4.3 Engine International Air Pollution Prevention Certilcate .......................................
14
2.5
Genset dimensions and weight – preliminary ............................................................
15
2.6
System connecting points – preliminary .....................................................................
16
09
10
15
16
17
18
3.
OPERATING RANGES
3.1
Restrictions for low load operation .............................................................................
18
19
3.2
Emergency operation without turbocharger ..............................................................
19
20
3.3
Operation in inclined position .......................................................................................
19
3.4
Load application and recovery behaviour ..................................................................
20
21
22
23
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CONTENTS
01
02
4.
TECHNICAL DATA
03
4.1
Diesel, mechanical..........................................................................................................
5.
FUEL OIL SYSTEM
5.1
MGO / MDO operation ....................................................................................................
24
06
5.1.1 Acceptable MGO / MDO characteristics .................................................................
24
07
5.1.2 Internal fuel oil system ............................................................................................
26
08
5.1.3 External fuel oil system ...........................................................................................
28
HFO operation ..................................................................................................................
36
5.2.1 CIMAC – Requirements for residual fuels for diesel engines (as delivered) ..........
38
5.2.2 Fuel booster and supply system ..............................................................................
44
5.2.3 Fuel booster and supply module ..............................................................................
53
5.3
Switching over from HFO to diesel oil..........................................................................
57
14
6.
LUBE OIL SYSTEM
15
6.1
Lube oil requirements .....................................................................................................
58
6.2
Internal lube oil system ..................................................................................................
60
6.3
External lube oil system .................................................................................................
62
6.4
Circulating tanks..............................................................................................................
66
6.5
Crankcase ventilation system .......................................................................................
66
19
6.5.1 Crankcase ventilation pipe dimensions ...................................................................
66
20
6.5.2 Crankcase ventilation pipe layout ...........................................................................
66
04
05
09
5.2
10
11
12
22
13
16
17
18
21
22
23
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CONTENTS
01
7.
COOLING WATER SYSTEM
7.1
General..............................................................................................................................
67
7.1.1 Two circuit cooling system ......................................................................................
67
7.1.2 Secondary circuit cooling system ............................................................................
67
Water quality requirements ...........................................................................................
67
7.2.1 General ....................................................................................................................
67
06
7.2.2 Requirements ...........................................................................................................
68
07
7.2.3 Supplementary information .....................................................................................
68
08
7.2.4 Treatment before operating the engine for the lrst time .......................................
68
09
Recommendation for cooling water system ...............................................................
68
7.3.1 Pipes and tanks ........................................................................................................
68
7.3.2 Drain tank with llling pump ....................................................................................
68
7.3.3 Electric motor driven pumps ....................................................................................
69
12
Cooling water system .....................................................................................................
69
13
7.4.1 General ....................................................................................................................
69
14
7.4.2 Components .............................................................................................................
71
15
7.5
System diagrams heat balance ....................................................................................
75
7.6
Preheating (separate module) ......................................................................................
77
7.6.1 Electrically heated ...................................................................................................
77
7.6.2 Other preheating systems .......................................................................................
78
18
7.8
Box coolers system.........................................................................................................
78
19
7.9
Cooling circuit layout ......................................................................................................
78
20
7.2
7.3
7.4
02
03
04
05
10
11
16
17
21
22
23
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CONTENTS
01
02
8.
COMPRESSED AIR SYSTEM
03
8.1
Internal compressed air system ...................................................................................
79
8.2
External compressed air system ..................................................................................
80
8.2.1 Compressor AC1, stand-by compressor AC2 ...........................................................
81
8.2.2 Air receiver AT1, AT2 ...............................................................................................
83
04
05
06
8.3
Air quality requirements.................................................................................................
85
07
8.4
Optional equipment .........................................................................................................
86
9.
COMBUSTION AIR SYSTEM
9.1
Engine room ventilation..................................................................................................
87
9.2
Combustion air system design ......................................................................................
87
9.2.1 Air intake from engine room (standard) ..................................................................
87
9.2.2 Air intake from outside ............................................................................................
87
Cooling air.........................................................................................................................
87
08
09
10
11
12
13
9.3
14
15
10. EXHAUST GAS SYSTEM
10.1 Components .....................................................................................................................
88
10.1.1 Exhaust gas nozzle (preliminary) .............................................................................
88
10.1.2 Exhaust gas compensator ........................................................................................
89
18
10.1.3 Exhaust gas piping system ......................................................................................
90
19
10.1.4 Silencer ....................................................................................................................
92
20
10.1.5 Exhaust gas boiler ...................................................................................................
94
21
10.2 Turbocharger ...................................................................................................................
95
10.2.1 Turbine cleaning system ..........................................................................................
95
10.2.2 Compressor cleaning system ...................................................................................
96
16
17
22
23
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CONTENTS
01
11. PART LOAD OPTIMIZATION KIT (PLK)
02
11.1 Part Load optimization Kit (PLK) for constant speed application ............................
97
11.1.1 Benelts ....................................................................................................................
97
11.1.2 Scope of supply and function ..................................................................................
97
11.2 Part Load optimization Kit (PLK) for variable speed application .............................
98
11.2.1 Benelts ....................................................................................................................
98
06
11.2.2 Scope of supply and function ..................................................................................
98
07
03
04
05
08
12. AIR INJECTION SYSTEM
12.1 Functional description .................................................................................................... 101
12.2 Advantages ...................................................................................................................... 102
12.3 Operation .......................................................................................................................... 103
09
10
11
12.3.1 Activation ................................................................................................................. 103
12
12.3.2 Deactivation ............................................................................................................. 104
13
12.3.3 Adjustable parameters ............................................................................................ 104
14
12.3.4 Alarms (air injection cabinet) .................................................................................. 104
15
12.4 Air injection cabinet........................................................................................................ 104
16
17
18
19
20
21
22
23
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CONTENTS
01
02
13. CONTROL AND MONITORING SYSTEM
03
13.1 Local control panel (LCP) ............................................................................................... 105
04
05
13.2 Data link overview........................................................................................................... 106
13.3 Components ..................................................................................................................... 108
13.4 Genset control ................................................................................................................. 110
06
13.5 Control cabinet ................................................................................................................ 111
07
13.6 Requirement on power management system............................................................. 113
08
13.7 List of measuring points, exhaust gas temperature monitoring .............................. 114
09
13.8 Local and remote indicators.......................................................................................... 119
10
11
13.9 Condition monitoring.....................................................................................................
121
14. INSTALLATION AND ARRANGEMENT
12
14.1 Resilient mounting of baseframe .................................................................................. 122
13
14.2 Earthing of engine ........................................................................................................... 123
14
15
16
17
18
15. VIBRATION AND NOISE
15.1 Data for torsional vibration calcuation ........................................................................ 124
15.2 Sound levels ..................................................................................................................... 128
15.2.1 Airborne noise ......................................................................................................... 128
15.3 Vibration ............................................................................................................................ 128
19
20
16. POWER TRANSMISSION
21
16.1 Flexible coupling.............................................................................................................. 129
22
23
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CONTENTS
01
17. PIPING DESIGN
02
17.1 Pipe dimensions .............................................................................................................. 130
03
17.2 Flow velocities in pipes .................................................................................................. 130
17.3 Trace heating ................................................................................................................... 130
17.4 Insulation .......................................................................................................................... 130
17.5 Flexible pipe connections .............................................................................................. 131
04
05
06
07
18. ENGINE ROOM LAYOUT
08
18.1 Genset center distances ................................................................................................ 132
09
18.2 Space requirement for maintenance ........................................................................... 133
18.2.1 Removal of charge air cooler and turbocharger cartridge ...................................... 133
18.2.2 Removal of piston and cylinder liner ....................................................................... 134
10
11
12
19. PAINTING, PRESERVATION
13
19.1 Inside preservation ......................................................................................................... 135
14
19.1.1 Factory standard N 576-3-3 – Inside preservation .................................................. 135
15
19.2 Outside preservation ...................................................................................................... 135
19.2.1 Factory standard N 576-3.2 – Outside preservation VCI 368 .................................. 135
19.2.2 Factory standard N 576-4.1 – Clear varnish ............................................................ 136
16
17
19.2.3 Factory standard N 576-4.3 – Painting .................................................................... 137
18
19.2.4 Factory standard N 576-5.2 – VCI packaging .......................................................... 137
19
19.2.5 Factory standard N 576-5.2 Suppl. 1 – Information panel for VCI preservation
20
and inspection ......................................................................................................... 138
19.3 Factory standard N 576-6.1 – Protection period, check, and represervation ....... 139
19.3.1 Protection period ..................................................................................................... 139
19.3.2 Protection check ...................................................................................................... 139
21
22
23
19.3.3 Represervation as per factory standard N 576-6.1 ................................................. 139
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CONTENTS
01
02
20. TRANSPORT, DIMENSIONS AND WEIGHTS
03
20.1 Lifting of engines ............................................................................................................. 140
04
05
06
20.2 Dimensions of main components ................................................................................. 141
21. STANDARD ACCEPTANCE TEST RUN
21.
Standard acceptance test run ...................................................................................... 142
07
08
22. ENGINE PARTS
09
22.1 Required spare parts (Marine Classilcation Society MCS) .................................... 143
10
11
22.2 Recommended spare parts .........................................................................................
144
23. CATERPILLAR MARINE
12
23.1 Scope, systems design & engineering of D/E propulsion ........................................ 146
13
23.2 Scope, systems design & engineering of D/M propulsion ....................................... 147
14
23.3 Levels of integration ....................................................................................................... 148
15
23.4 Caterpillar Propulsion ..................................................................................................... 149
16
17
18
19
20
21
22
23
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GENSET DESCRIPTION
01
1.1
Delnitions
02
03
1
2
3
4
5
04
6
05
06
07
08
09
10
Driving end
Free end
Control side
6 5 4 3
2
11
12
13
1
14
15
16
17
Free end
18
19
Exhaust side
Driving end
20
21
22
Fig. 1-1
M 32 E
Output [kW]
23
6 M 32 E
3,300
8 M 32 E
4,400
9 M 32 E
4,950
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GENSET DESCRIPTION
01
02
03
04
05
06
07
Cylinder conlguration:
Bore:
Stroke:
Stroke / bore-ratio:
Swept volume:
Output/cyl:
BMEP:
Revolutions:
Mean piston speed:
Turbocharging:
Direction of rotation:
6, 8, 9 in-line
320 mm
460 mm
1.44
37 l/cyl.
550 kW
24.8/23.8 bar
720/750 rpm
11.0/11.5 m/s
single log
counter-clockwise, option: clockwise
08
09
10
11
12
13
14
15
16
1.2
Main components and systems
1.2.1
Main features and characteristics
The M 32 E engine is designed for our customers seeking the greatest reliability and durability in combination with stability at high power output. The M 32 E is based on the most successful M 32 C engine and
stands out with the same superior serviceability, HFO capability and class leading maintenance intervals.
Additional properties of the M 32 E compared to the M 32 C are a 10% power increase with lower specilc
fuel consumption at part load with either of the two optional Part Load optimization Kits (PLK). With a
focus on the offshore market the engine has been developed for operation at “generator friendly” 720/750
rpm. The increased power output of 550 kW/cylinder is offered at both 720 and 750 rpm. The M 32 E is
IMO Tier 2 and EPA Tier 2 compliant as are all of the category 3 engines we offer. Low lube oil
consumption as well as low sulfur fuel capability characterize the engine as both environmental friendly
and cost eflcient in times of increasing fuel oil costs. The possibility of Dual Fuel conversion or SCR retroltting delne the M 32 E as a power unit for the future.
17
18
19
20
21
22
23
Fig. 1-2
Control side and driving end
Fig. 1-3
Exhaust side and free end
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GENSET DESCRIPTION
01
1.2.2
02
Description of components
03
Cylinder head
3
4
5
6
2
04
05
06
07
1
08
09
10
11
7
12
8
13
14
15
16
12
Fig. 1-4
11
10
9
Cylinder head
17
18
1
2
3
4
5
6
Media ducted through cylinder head
Rocker arm, outlet
Valve bridge, outlet
Exhaust gas valves, water cooled
Exhaust gas outlet
Exhaust gas line
7
8
9
10
11
12
Cooling water line, outlet
Cooling water line, inlet
Cooling water spaces in cylinder head
Combustion air inlet valves
Fuel feed pump
Fuel feed pipe
• The cylinder heads are made of nodular cast iron with 2 inlet and 2 exhaust valves, which are equipped
with valve rotators.
• The exhaust valve seats are directly water cooled.
• The injection nozzles for heavy fuel operation are cooled by engine lubricating oil.
19
20
21
22
23
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GENSET DESCRIPTION
01
02
Connecting rod and piston
03
04
3
2
1
05
4
06
5
07
08
15
09
10
14
11
12
13
13
14
6
7
15
16
8
17
18
19
12
9
20
11
21
22
23
Fig. 1-5
Connectind rod and piston
10
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GENSET DESCRIPTION
01
1
2
3
4
5
6
7
8
Oil scraper ring
Second piston ring
First piston ring
Piston crown
Piston skirt
Connecting rod bolts
Connecting rod mange
Big end bearing
9
10
11
12
13
14
15
Big end bearing cap
Big end bearing bolts
Lower big end bearing shell with oil inlet
Upper big end bearing shell
Connecting rod
Small end in marine head design
Piston pin
02
03
04
05
06
07
• The pistons are of composite type with steel crown and forged steel or nodular cast iron skirt.
• The piston ring sets consist of two compression rings, lrst ring with chromium diamant plated running
surfaces, the second ring with chromium plated running surfaces, and one chromium diamant plated oil
scraper ring.
• All ring grooves are located in the steel crown, which is cooled by lube oil.
• The ring grooves are hardened.
• 3-piece connecting rod, supporting removal of the piston without opening the big end bearing.
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
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GENSET DESCRIPTION
01
02
Engine block
03
1
04
2
3
05
06
4
07
08
09
5
10
10
9
11
12
8
13
14
7
Fig. 1-6
Engine block
1
2
One-piece nodular cast iron block
Top plate with seating manges for the
cylinder liners
Camshaft bearings
Camshaft housing
Foot of engine block with drain chamfer
6
15
16
17
18
3
4
5
6
7
8
9
10
Space for underslung crankshaft
Side screws
Main bearing
Locating (main) bearing
Corrosion protected main bearings
19
20
21
22
23
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GENSET DESCRIPTION
01
Core element of the M 32 E is the engine block, which is made of nodular cast iron in one piece.
02
The advantages of the engine block design are:
• The one-piece design makes the engine block extremely robust and warp resistant.
• The charge air manifold is cast integral, which avoids vibration and leakage problems.
• Lube oil lines are routed through the block in cast and drilled holes, reducing the number of connecting
points and leakage problems to a minimum.
• The camshaft housing contains a camshaft, which is made of sections per cylinder allowing a removal
of the segments sideways.
• The underslung crankshaft allows the removal of the complete crankshaft without disassembly of the
entire engine.
• The engine block is not integrated into the cooling water circuit, therefore the engine block is
completely dry.
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
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GENSET DESCRIPTION
01
02
Safe and simple power train
03
6
5
04
7
4
05
3
06
2
9
1
10
07
8
08
11
09
12
32
10
31
11
30
29
12
13
28
14
27
13
14
15
16
17
26
15
18
16
25
17
18
24
19
20
21
23
19
22
23
22
Fig. 1-7
21
20
Conlguration of main components of one cylinder compartment
Page 8 / M 32 E Generator Set / 06.2014
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GENSET DESCRIPTION
01
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Exhaust manifold
Combustion air inlet
Media duct on cylinder head
Valve bridge, inlet
Rocker arm, inlet
Push rod, inlet
Rocker arm, outlet
Fuel injector delivery pipe
Return fuel tube
Fuel feed pipe
Fuel feed pump
Governor shaft
Lube oil tube in cam follower shaft
Cam follower, inlet
Cam follower, outlet
Cam follower, fuel feed pump
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
Camshaft bearing
Camshaft
Position of crankcase door
Counterweights on crankshaft
Side screw
Main bearing cap
Lube oil bore in crankshaft
Upper main bearing shell with oil inlet
Connecting rod marine design
Piston pin
Cylinder liner
Piston crown
Starting air pipe
Cooling water distributor
Cooling water pipe, inlet
Cooling water pipe, outlet
The safe and simple designed power train of cylinder head, piston with liner, connecting rod and camshaft
is parted in cylinder compartments, while the crankshaft is one-piece. The advantage is simplilcation of
maintenance work saving costs.
Additional advantages are:
•
•
•
•
Service friendly distribution of media in maintenance-free plugged pipes and cast blocks
2-stage fresh water cooling system with 2-stage charge air cooler
Turbocharger supplied with inboard plain bearings which are lubricated by engine lube oil
Part Load optimization Kit (PLK) for reduced smoke emissions available
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Page 9 / M 32 E Generator Set / 06.2014
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GENSET DESCRIPTION
01
02
1.3
03
All MaK engines delivered have already been completely run in, therefore special guidelines for running in
are not necessary.
Under certain circumstances, referred to in the respective maintenance guidelines, further running in can
be required. This may be for example maintenance work at or changing of:
04
05
06
07
08
09
10
11
Engine running in
• pistons,
• piston rings and
• liners.
In these cases a running in period of 8 hours for M 32 E engines is to be adhered.
During this period the load of the preheated engine is increased from 20 % to 100 %.
HFO operated engines should be operated on MGO / MDO below 50 % engine load due to increased generation of combustion residues.
During the running in period pressure and temperature values are to be compared with the respective
values of the factory acceptance test run.
Maintenance work or changing of main or big end bearings do not cause running in procedures.
12
13
14
15
16
17
18
19
20
21
22
23
Page 10 / M 32 E Generator Set / 06.2014
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GENSET DESCRIPTION
01
1.4
Prospective life times
02
General
03
The expectable TBO (time between overhaul) and actual life time may deviate signilcantly as a result of,
fuel quality, load and operating prolle, conditions, quality of maintenance and other external factors.
04
Core components
Piston crown (life time incl. 2 stages rework)
Piston skirt cast iron (standard)
Piston skirt steel (optional)
Piston skirt Aluminium
Piston rings
Piston pin bearing
Cuff / Antipolishing ring
Cylinder liner
Cylinder head
Inlet valve
Exhaust valve
Nozzle element
Pump element
Main bearing
Big end bearing
Camshaft bearing
Turbocharger plain bearing
Vibration damper camshaft
Vibration damper crankshaft
MDO
90,000
60,000
90,000
–
30,000
60,000
30,000
90,000
90,000
30,000
30,000
7,500
15,000
30,000
30,000
45,000
12,000
15,000
30,000
Life time operating hours [h]
M 32 E Generator Set
HFO
TBO M 32 E
90,000
30,000
60,000
–
90,000
–
–
–
30,000
–
60,000
–
30,000
–
90,000
–
90,000
15,000
30,000
15,000
30,000
15,000
5,000
–
15,000
–
30,000
–
30,000
–
45,000
–
12,000
–
15,000
–
30,000
15,000
The above mentioned data are only indicative and relate to an average component life time under
favourable operating conditions.
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
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GENERAL DATA AND OUTPUTS
01
02
Type
03
6 M 32 E
8 M 32 E
9 M 32 E
04
05
06
07
08
09
720/750 rpm
[kW]
3,300
4,400
4,950
The maximum fuel rack position is mechanically limited to 110 % output for generator set applications.
2.1
General delnition of reference conditions
The maximum continuous rating (locked output) stated by Caterpillar Motoren refers to the following reference conditions according to „IACS“ (International Association of Classilcation Societies) for main and
auxiliary engines (tropical conditions):
11
Air pressure:
Air temperature:
Relative humidity:
Seawater temperature:
12
2.2
13
Fuel consumption data is based on the following reference conditions:
10
14
15
16
17
18
19
20
21
22
23
100 kPa (1 bar)
318 K (45 °C)
60 %
305 K (32 °C)
Reference conditions regarding fuel consumption
Intake temperature:
Charge air temperature:
Charge air coolant inlet temperature:
Net heating value of the diesel oil:
Tolerance:
298 K (25 °C)
318 K (45°C)
298 K (25°C)
42,700 kJ/kg
5%
Specilcation of fuel consumption data without engine driven pumps;
for each pump driven on an additional consumption of 1 % has to be calculated.
2.3
Lube oil consumption
• 0.6 g/kWh
• Value is based on rated output
• Tolerance ± 0.3 g/kWh
NOTE:
Please also compare the technical data (see chapter 4).
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GENERAL DATA AND OUTPUTS
01
2.4
Emissions
2.4.1
Exhaust gas
Tolerance:
Atmospheric pressure:
Relative humidity:
Constant speed
02
03
04
5%
100 kPa (1 bar)
60 %
750 1/min
05
06
07
Intake air temperature 25 °C
Output
Engine
Output %
[kg/h]
[°C]
[kW]
6 M 32 E
3,300
8 M 32 E
4,400
9 M 32 E
4,950
100
22,100
334
29,480
348
33,150
343
90
21,260
325
28,360
338
31,890
333
80
18,765
335
24,960
348
28,150
343
70
16,300
345
21,680
358
24,450
354
08
60
13,870
355
18,450
369
20,805
364
50
11,900
370
15,830
384
17,850
379
09
10
11
12
13
Intake air temperature 45 °C
Output
Engine
[kW]
6 M 32 E
3,300
8 M 32 E
4,400
9 M 32 E
4,950
14
Output %
[kg/h]
[°C]
100
20,850
354
27,810
369
31,275
363
90
20,060
344
26,755
358
30,085
353
80
17,703
355
23,550
369
26,566
363
70
15,377
366
20,455
379
23,066
375
15
60
13,085
376
17,405
391
19,627
386
50
11,226
392
14,933
407
16,839
402
16
17
18
19
20
2.4.2
Nitrogen oxide emissions (NOX-values)
NOX-limit values according to IMO II:
CPP acc. to cycle E2:
Genset acc. cycle D2:
9.60 g/kWh (n=750 rpm)
9.50 g/kWh
9.50 g/kWh
21
22
23
Page 13 / M 32 E Generator Set / 06.2014
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GENERAL DATA AND OUTPUTS
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
2.4.3
Engine International Air Pollution Prevention Certilcate
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
100 % 100 % 100 % 100 %
100 % 75 % 50 % 25 %
0.2
0.5
0.15
0.15
100 %
100 %
0.05
Test cycle type D2
100 % 100 % 100 %
75 % 50 % 25 %
0.25
0.3
0.3
100 %
10 %
0.1
Subsequently, the NOX value is 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
Document of Compliance or EIAPP (Engine International Air Pollution Prevention) Certilcate according to
the authorization by the mag state and related technical lle. For the most part on basis of an EAPP Statement of Compliance or an EAPP Document of Compliance an EIAPP certilcate can be applied for.
According to the IMO regulations, a technical lle shall be provided for each engine. This technical lle 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 delned as NOX relevant components instead of the injection pump.) The
allowable settings and parameters for running the engine are also speciled in the technical lle.
The marked components can be easily identiled on-board of the ship by the surveyor and thus an IAPP
(International Air Pollution Prevention) certilcate for the ship can be issued on basis of the EIAPP certilcate and the on-board inspection.
18
19
20
21
22
23
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GENERAL DATA AND OUTPUTS
01
2.5
Genset dimensions and weight – preliminary
02
03
Turbocharger at free end
04
W2
05
H1
06
07
08
H2
09
W1
L3
L2
L1
Fig. 2-1
10
11
12
Turbocharger at free end
13
Type
6 M 32 E
8 M 32 E
9 M 32 E
L1
9,566
10,626
11,156
L2
9,094
10,154
10,684
Dimensions [mm]
L3
H1
H2
8,672
2,771
1,800
9,732
2,908
1,800
10,262
2,908
1,800
W1
2,432
2,432
2,432
W2
126
190
190
Weight
[t]
73.0
92.0
98.0
14
15
16
17
Genset center distance
18
(2 gensets side by side)
19
Minimum distance
3,000 mm
20
21
22
23
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GENERAL DATA AND OUTPUTS
01
02
2.6
System connecting points – preliminary
03
C91
04
05
06
07
08
09
10
11
12
13
14
C91a
C81b C75
C37
C76
15
16
17
18
19
C36
20
C32
C32a
21
22
C32b
23
Fig. 2-2
Connecting points at the engine
C19
C65
C60
C61
Page 16 / M 32 E Generator Set / 06.2014
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GENERAL DATA AND OUTPUTS
01
C19
C32
C32a
C32b
C36
C37
C60
C61
C65
C75
C76
C81b
C91
C91a
Oil cooler, outlet
Charge air cooler LT, connection for by-pass
Outlet heat recovery
Inlet heat recovery
Drain, turbocharger washing
Vent
Separator connection, suction side
Separator connection, delivery side
Lube oil llling socket
Connection, stand-by pump
Inlet, duplex llter
Drip fuel connection (llter pan)
Crankcase ventilation to stack
Exhaust gas outlet
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Page 17 / M 32 E Generator Set / 06.2014
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OPERATING RANGES
01
3.1
02
03
04
05
06
07
08
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 eflcient 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.
09
[Operating time to clean the engine]
3h
10
11
70
13
50
30 min
15 min
0
40
[MCR in %]
14
15
16
30
20
15
17
10
18
8
19
6
1h
20
21
1h
40 min
100
12
2h
Fig. 3-1
Cleaning run of engine
2
3
4
5 6 7 8 9 10
15
20 24 h
[Operating time]
22
23
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OPERATING RANGES
01
3.2
02
Emergency operation without turbocharger
03
Emergency operation is permissible with MDO only up to approx. 15% of the MCR.
3.3
04
Operation in inclined position
Inclination angles of ships at which engine running must be possible:
05
Rotation X-axis:
Heel to each side:
Rolling to each side:
06
Rotation Y-axis:
Trim by head and stern:
Pitching:
15 °
22.5 °
07
08
5°
±7.5 °
09
10
11
y
12
13
14
15
x
Fig. 3-2
Rotation axis
16
17
18
19
20
21
22
23
Page 19 / M 32 E Generator Set / 06.2014
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OPERATING RANGES
01
3.4
02
03
04
Load application and recovery behaviour
Recovery behaviour after a sudden load increase according to load steps depending on pme/unloading
corresponding ISO 8528-5.
Max. 10%
05
06
09
10
Max. 10% of nominal speed
08
Engine speed
07
± 0.5%
Idling speed
11
Engine / generator speed at steady load
Speed after load step
Speed at full load
± 0.5%
Max. 5 seconds
Max. 5 seconds
bmep depending load step
100% unloading
12
13
Time
Fig. 3-3
Load application and recovery behaviour
14
15
Our standard loading procedure for M 32 E engines to achieve recovery behaviour in accordance with class
requirements.
Load
16
17
18
100 %
73 %
19
53 %
20
21
32 %
22
23
5-10 s 5-10 s 5-10 s 5-10 s
Fig. 3-4
Standard loading up procedure
Time
Page 20 / M 32 E Generator Set / 06.2014
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OPERATING RANGES
01
The permissible load increase according to ISO 8528-5 and IACS must be carried out in several steps depending on the mean effective pressure. The ship‘s network must be designed so that this permissible load
increase is kept. The shipyard is to provide the approval of the responsible classilcation society in time
before classilcation acceptance of the engine.
Guide values for maximum possible sudden power increases as a function of brake mean effective pressure, pme, at declared power.
04
05
07
[%]
Load increase referred to continuous rating
03
06
M 32 E in-line engines
To achieve recovery behaviour according to class requirements
08
4. Load step
100
02
09
90
10
80
Limiting curve
for 3rd load step
3. Load step
70
11
12
60
Limiting curve
for 2nd load step
2. Load step
50
13
14
40
Limiting curve
for 1st load step
1. Load step
30
16
20
17
10
18
6
Fig. 3-5
15
8
10
12
16
18
20
22
24
26
19
28
BMEP at continuous rating of diesel engine
BMEP
Example:
14
[bar]
9 M 32 E, 4,950 kW, 720 rpm, bmep = 24.8 bar
Curves are provided as typical examples.
1. Max load from 0% to 32% output
2. Max load from 33% to 53% output
3. Max load from 54% to 73% output
4. Max load from 74% to 100% output
20
21
22
23
Page 21 / M 32 E Generator Set / 06.2014
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TECHNICAL DATA
01
4.1
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Diesel, mechanical
Performance data
Maximum continuous rating acc.
ISO 3046/1
Speed
Minimum speed
Brake mean effective presure
Charge air pressure
Firing pressure
Combustion air demand (ta=20 °C)
Specilc fuel oil consumption
100%
Propeller / n = const 1)
85 %
75 %
50 %
2)
Lube oil consumption
NOX-emission 6)
Turbocharger type
Fuel
Engine driven booster pump
Stand-by booster pump
Stand-by booster pump CCRsystem
Mesh size MDO lne llter
Mesh size HFO automatic llter
Mesh size HFO lne llter
Lube oil
Engine driven pump
Independent pump
Working pressure on engine inlet
Engine driven suction pump
Independent suction pump
Priming pump
Sump tank content / dry sump
content
Temperature at engine inlet
Temperature controller NB
Double llter NB
Mesh size double llter
Mesh size automatic llter
6 M 32 E
8 M 32 E
9 M 32 E
[kW]
3,300
4,400
4,950
[1/min]
[1/min]
[bar]
[bar]
[bar]
[m³/h]
720/750
360
24.78/23.78
4.1
225
17,875
720/750
360
24.78/23.78
4.1
225
23,850
720/750
360
24.78/23.78
4.1
225
26,820
[g/kWh]
[g/kWh]
[g/kWh]
[g/kWh]
[g/kWh]
[g/kWh]
179
-/179
-/180
-/190
0.6
9.6
Napier NT10
179
-/179
-/180
-/190
0.6
9.6
Napier NT12
179
-/179
-/180
-/190
0.6
9.6
Napier NT12
[m³/h]
[m³/h]
2.2/5
2.2/10
3.2/5
2.9/10
3.2/5
3.2/10
[m³/h]
0.66/8
0.88/8
1.0/8
[mm]
[mm]
[mm]
0.025
0.010
0.034
0.025
0.010
0.034
0.025
0.010
0.034
[m³/h/bar]
[m³/h/bar]
[bar]
[m³/h/bar]
[m³/h/bar]
[m³/h/bar]
141/10
60/10
4-5
168/3
65/3
8/5
141/10
80/10
4-5
168/3
85/3
11/5
141/10
80/10
4-5
168/3
100/3
11/5
[m³]
4.1
5.4
6.1
[°C]
[mm]
[mm]
[mm]
[mm]
60 - 65
80
80
0.08
0.03
60 - 65
100
80
0.08
0.03
60 - 65
100
80
0.08
0.03
Page 22 / M 32 E Generator Set / 06.2014
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TECHNICAL DATA
01
02
Fresh water cooling
Engine content
[m³]
Pressure at engine inlet min/max
[bar]
Header tank capacity
[m³]
Temperature at engine outlet
[°C]
Two circuit system
Engine driven pump HT
[m³/h/bar]
Independent pump HT
[m³/h/bar]
HT-controller NB
[mm]
Water demand LT-charge air cooler
[m³/h]
Temperature at LT-charge air
[°C]
cooler inlet
Heat dissipation
Specilc jacket water heat
[kJ/kW]
Specilc lube oil heat
[kJ/kW]
Lube oil cooler
[kW]
Jacket water
[kW]
3)
[kW]
Charge air cooler
3)
[kW]
Charge air cooler (HT-stage)
3)
Charge air cooler (LT-stage)
[kW]
(HT-stage before engine)
Heat radiation engine
[kW]
Exhaust gas
Silencer / spark arrestor NB
[mm]
Pipe diameter NB after turbine
[mm]
Maximum exhaust gas pressure
[bar]
drop
Exhaust gas temperature after
[°C)
turbine (intake air 25 °C) 5)
Exhaust gas mass mow (intake air
[kg/h]
25 °C) 5)
Starting air
Starting air pressure max.
[bar]
Minimum starting air pressure
[bar]
4)
[Nm³]
Air consumption per start
Max. allowed crankcase pressure,
mmWs/mm
ND ventilation pipe
6 M 32 E
8 M 32 E
9 M 32 E
0.7
2.5/6.0
0.35
80 - 90
0.95
2.5/6.0
0.45
80 - 90
1.05
2.5/6.0
0.55
80 - 90
118/4.5
70/4.0
100
40
118/4.5
70/4.0
100
60
118/.45
80/4.0
100
60
38
38
38
03
04
05
06
07
08
09
10
500
525
484
462
–
1,138
500
525
642
611
–
1,518
500
525
722
687
–
1,707
250
334
375
14
150
190
210
15
600
600
700
700
800
800
16
0.03
0.03
0.03
334
348
343
22,100
29,480
33,150
11
12
13
17
18
19
20
30
10
1.2
30
10
1.2
30
10
1.2
15/80
15/80
15/80
21
22
23
1) Reference conditions: LCV = 42,700 kJ/kg, ambient temperature 25 °C, charge air coolant temperature 25 °C, tolerance 5 %, + 1 % for engine
driven pump / 2) Standard value, tolerance ± 0.3 g/kWh, related on full load / 3) Charge air heat based on 45 °C ambient temperature /
4) Preheated engine / 5) Tolerance 10 %, rel. humidity 60 % / 6) Marpol 73/78, Annex VI, cycle E2, D2
Page 23 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
02
5.1
03
General
04
06
MaK diesel engines are designed to burn a wide variety of fuels.
See the information on fuel requirements in section MDO / MGO and HFO operation or consult the Caterpillar Motoren technical product support.
For proper operation of MaK engines the minimum Caterpillar Motoren requirements for storage, treatment and supply systems have to be observed, as shown in the following sections.
07
5.1.1
08
Two fuel product groups are permitted for MaK engines:
05
09
10
11
MGO / MDO operation
Acceptable MGO / MDO characteristics
Pure distillates:
Distillate/mixed fuels:
Gas oil, marine gas oil, diesel fuel
Marine gas oil (MGO), marine diesel oil (MDO)
The difference between distillate/mixed fuels and pure distillates are higher density, sulfur content and
viscosity.
12
13
14
15
16
17
18
19
20
21
22
23
Page 24 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
02
Marine distillate fuels
03
Parameter
Viscosity at 40 °C
Viscosity at 40 °C
Unit
[mm²/s]
[mm²/s]
Limit
max
min
DMX
5.5
1.4
DMA
6.0
2.0
DMZ
6.0
3.0
DMB
11.0
2.0
DMC
14.0
–
Micro Carbon residue
at 10 % residue
[% m/m]
max
0.3
0.0
0.3
–
–
Density at 15 °C
Micro Carbon residue
Sulfur a)
Water
[kg/m³]
[% m/m]
[% m/m]
[% V/V]
max
max
max
max
–
–
1.0
–
890
–
1.5
–
890
–
1.5
–
900
0.3
2.0
0.3 b)
920
–
2.0
0.3
Total sediment by hot
lltration
[% m/m]
max
–
–
–
0.1 b)
–
Ash
Flash point
Pour point, summer
Pour point, winter
Cloud point
[% m/m]
[°C]
[°C]
[°C]
[°C]
max
min
max
max
max
0.01
43
–
–
-16
0.01
60
0
-6
–
0.01
60
0
-6
–
0.01
60
6
0
–
–
60
6
0
–
09
min
45
40
40
35
–
12
13
Calculated Cetane
Index
Acid number
Oxidation stability
[mgKOH/g]
[g/m³]
max
max
0.5
25
0.5
25
0.5
25
0.5
25 c)
–
–
Lubricity, corrected
wear scar diameter
(wsd 1.4 at 60 °C) d)
[¦m]
max
520
520
520
520 c)
–
[mg/kg]
max
2.0
2.0
–
–
Hydrogen sullde
Appearance
e)
2.0
2.0
f)
clear & bright
b), c)
a) A Sulphur limit of 1.00 % m/m applies in the Emission Control Areas designated by the International Maritime Organization. As there may be
local variations, the purchaser shall delne the maximum Sulphur content according to the relevant statutory requirements, notwithstanding the
limits given in this table. / b) If the sample is not clear and bright, total sediment by hot lltration and water test shall be required. / c) Oxidation
stability and lubricity tests are not applicable if the sample is not clear and bright. / d) Applicable if Sulphur is less than 0.050% m/m. / e) Effective only from 1 July 2012. / f) If the sample is dyed and not transparent, water test shall be required. The water content shall not exceed 200 mg/
04
05
06
07
08
10
11
14
15
16
17
18
19
kg (0.02% m/m).
20
21
22
23
Page 25 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
02
5.1.2
03
General
04
The fuel injectors are utilized to deliver the correct amount of fuel to the cylinders precisely at the moment
it is needed.
The diesel fuel supply system must ensure a permanent and clean supply of diesel fuel to the engine
internal fuel oil system.
05
06
Internal fuel oil system
07
08
C78
ENGINE
DR2
09
5111
TI
PDSH
10
5202
5201 5102
PDI
11
C75
5301
KP1
LSH
5101
TT PT PI PSL
DP1
DF1
12
13
C73
14
15
16
C81b
Fig. 5-1
Internal fuel oil system, system diagram
DF1
DP1
DR2
KP1
LSH
PDI
PDSH
PI
PSL
Fuel lne llter (duplex llter)
Diesel oil feed pump
Fuel pressure regulating valve
Fuel injection pump
Level switch high
Diff. pressure indicator
Diff. pressure switch high
Pressure indicator
Pressure switch low
C81
C81
17
18
19
20
21
22
23
PT
TI
TT
Pressure transmitter
Temperature indicator
Temperature transmitter (PT100)
C73
C75
C78
C81
C81b
Fuel inlet, to engine ltted pump
Connection, stand-by pump
Fuel outlet
Drip-fuel connection
Drip-fuel connection (llter pan)
Page 26 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
Diesel oil feed pump DP1 (ltted)
02
The engine driven fuel transfer pump DP1 is a gear pump, that delivers the fuel through the llter DF1 to
each injector. The fuel transfer pump capacity is slightly oversized to deliver suflcient fuel to the fuel
injection system. It also transfers the heat generated during injection process, away from the fuel injection
system.
To ensure a suflcient diesel oil pressure at the engine, a pressure regulator DR2 is installed and adjusted
during commissioning of the engine.
03
04
05
06
Fuel lne llter (duplex llter) DF1 (ltted)
07
Duplex change over type (mesh size of 25 ¦m) is ltted on the engine.
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Page 27 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
02
5.1.3
External fuel oil system
03
Min. 2 meters above to fuel meter (FQI)
04
DT1
LI
LSL
DH3
05
m
TI
TI
06
C78
PI
DP2 PI
ENGINE
DR2
5101
PSL
5111
TI
KP1
5201
5202 5102 5101
TT PT PI PSL
PDSH
DT2
07
DH1
TI
PI
C75
TI
DF2
DP1
PDI
5301
LSH
DF1
FQI
08
C73
09
C81b
10
C81
C81
p
11
DH2
12
PI
DP5
PI
DF3
DT4
KT1
DS1
PI
PI
13
DP3
14
Fig. 5-2
External fuel oil system diagram with intermediate tank
15
DF1
DF2
DF3
DH1
DH2
Fuel lne llter (duplex llter)
Fuel primary llter (duplex llter)
Fuel coarse llter
Diesel oil preheater
Electrical preheater for diesel oil
(separator)
Fuel oil cooler
Diesel oil feed pump
Stand-by booster pump
Diesel oil transfer pump (to day tank)
Diesel oil transfer pump (separator)
Fuel pressure regulating valve
Diesel oil separator
Diesel oil day tank
Diesel oil intermediate tank
Diesel oil storage tank
Flow quantity indicator
Fuel injection pump
Drip fuel tank
16
17
18
19
20
21
22
23
DH3
DP1
DP2
DP3
DP5
DR2
DS1
DT1
DT2
DT4
FQI
KP1
KT1
LI
LSH
LSL
PDI
PDSH
PI
PSL
PT
TI
TT
Level indicator
Level switch high
Level switch low
Diff. pressure indicator
Diff. pressure switch high
Pressure indicator
Pressure switch low
Pressure transmitter
Temperature indicator
Temperature transmitter (PT100)
C73
C75
C78
C81
C81b
Fuel inlet, to engine ltted pump
Connection, stand-by pump
Fuel outlet
Drip-fuel connection
Drip-fuel connection (llter pan)
m
p
Lead vent pipe beyond service tank
Free outlet required
Page 28 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
02
03
FQI
04
DT1
LI
TI
LSL
DH3
05
TI
06
C78
PI
DH1
TI
DP2
PI
PI
5111
PDSH
DP1
C75
DF2
ENGINE
DR2
5101
PSL
TI
07
PI
5301
LSH
5201 KP1
5202 5102
TT PT
PDI
09
C73
C81b
C81
p
DT4
DH2
PI
DP5
KT1
PI
08
DF1
FQI
C81
10
11
12
DF3
13
DS1
PI
PI
14
DP3
Fig. 5-3
External fuel oil system diagram without intermediate tank
DF1
DF2
DF3
DH1
DH2
Fuel lne llter (duplex llter)
Fuel primary llter (duplex llter)
Fuel coarse llter
Diesel oil preheater
Electrical preheater for diesel oil
(separator)
Fuel oil cooler
Diesel oil feed pump
Stand-by booster pump
Diesel oil transfer pump (to day tank)
Diesel oil transfer pump (separator)
Fuel pressure regulating valve
Diesel oil separator
Diesel oil day tank
Diesel oil storage tank
Flow quantity indicator
Fuel injection pump
Drip fuel tank
DH3
DP1
DP2
DP3
DP5
DR2
DS1
DT1
DT4
FQI
KP1
KT1
LI
LSH
LSL
PDI
PDSH
PI
PSL
PT
TI
TT
Level indicator
Level switch high
Level switch low
Diff. pressure indicator
Diff. pressure switch high
Pressure indicator
Pressure switch low
Pressure transmitter
Temperature indicator
Temperature transmitter (PT100)
C73
C75
C78
C81
C81b
Fuel inlet, to engine ltted pump
Connection, stand-by pump
Fuel outlet
Drip-fuel connection
Drip-fuel connection (llter pan)
p
Free outlet required
15
16
17
18
19
20
21
22
23
Page 29 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
02
General
03
The design of the fuel oil system may vary from ship to ship, the system itself has to provide suflcient,
permanent and clean fuel oil of the required viscosity and pressure to each engine. Fuel storage, treatment, temperature and pressure control as well as suflcient circulation must be ensured.
04
05
06
07
Diesel oil storage tank DT4
The tank design, sizing and location are according to classilcation society requirements and based on ship
application. No heating is necessary because all marine distillate fuels are suitable for pumping.
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Diesel oil separator DS1
Depending on the fuel oil quality a diesel oil separator DS1 is recommended for the use of MGO and
required for MDO by Caterpillar Motoren. Any fuel oil must always be considered as contaminated upon
delivery and should therefore be thoroughly cleaned to remove solid and liquid contaminants before use.
Most of the solid contaminants in the fuel are rust, sand, dust.
Liquid contaminants are mainly water, i.e. fresh water or salt water.
Impurities in the fuel oil can result in
• damage to fuel injection pumps and injectors,
• increased cylinder liner wear,
• deterioration of the exhaust valve seats
• increased fouling of turbocharger blades.
If a diesel oil separator is installed a total diesel oil separator capacity of 100 % of the full load fuel consumption is recommended.
HT-water or electrical heating is normally used as heating medium.
The nominal capacity should be based on a separation time of 22h/day:
Veff.[l/h] = 0.28 · Peng. [kW]
Veff. = Volume effective [l/h]
Peng.= Power engine [kW]
Diesel oil day tank DT1
The day tank collects clean / treated fuel oil, compensates irregularities in the treatment plant and its
standstill periods. Two day tanks are to be provided, each with a capacity according to classilcation rules.
The tank should be provided with a sludge space including a sludge drain valve and an overmow pipe from
the MDO/MGO service tank to the settling/storage tank. The level of the tank must ensure a positive static
pressure on the suction side of the fuel feed pumps. Usually tank heating is not required.
Page 30 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
Fuel primary llter (duplex llter) DF2
02
The fuel primary llter protects the fuel meter and feed pump from major solids.
A duplex change over type with mesh size of 320 ¦m is recommended.
03
04
05
H2
06
07
08
H1
D
09
10
11
12
13
W
Fig. 5-4 Fuel primary llter DF2
Engine output
[kW]
≤ 5,000
≤ 10,000
≤ 20,000
> 20,000
14
DN
32
40
65
80
H1
249
330
523
690
Dimensions [mm]
H2
W
220
206
300
250
480
260
700
370
15
D
180
210
355
430
16
17
18
19
Flow quantity indicator FQI
20
One fuel meter is suflcient if the return fuel from the engine is connected to the diesel intermediate tank
DT2.
If the fuel return from engine is connected to the day tank, an additional fuel meter in the return line to day
tank has to be provided.
A minimum static fuel pressure head of at least 0.2 bar has to be considered. The fuel may be provided by
gravity mow from the day tank. The static pressure must exceed the back pressure of the mow meter and
prellter.
21
22
23
Page 31 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
02
Diesel oil intermediate tank DT2
03
In the intermediate tank DT2 the warm return fuel from the engine mixes with the fuel from the day tank.
The tank shall be vented as an open system, with the ventilation line guided to above the day tank level.
04
05
D
06
07
08
09
10
11
E
A
12
13
14
15
16
17
18
19
20
21
22
23
Fig. 5-5
Diesel oil intermediate tank DT2
Plant output
[kW]
≤ 4,000
≤ 10,000
> 10,000
Volume
l
50
100
200
A
950
1,700
1,700
Dimensions [mm]
D
323
323
406
E
750
1,500
1,500
Weight
[kg]
70
120
175
Page 32 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
02
Diesel oil preheater DH1 (hot water)
03
A
04
Fuel
05
Fuel
06
C
B
07
08
D
Water
Water
Fig. 5-6
09
10
Diesel oil preheater DH1
11
Engine
6/8 M 32 E
9 M 32 E
A
863
1,468
Dimensions [mm]
B
C
498
Ø 205
484
Ø 205
D
140
140
Weight
[kg]
42
ca. 75
The capacity of the MDO preheater is to determine on the required fuel temperature up to approx. 50 °C.
12
13
14
15
16
Heating capacity:
Q=
Peng. =
Q [kW] =
Heating capacity [kW]
Power engine [kW]
A diesel oil preheater is not required
• for gas oil operation.
• with preheated day tanks.
Peng. [kW]
166
17
18
19
20
21
22
23
Page 33 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
02
Stand-by booster pump DP2 (separate)
03
The stand-by booster pump DP2 delivers fuel through the llter DF1 to each injection pump.
The feed pump maintains the pressure at the injection pumps and circulates the fuel in the system.
The capacity is slightly oversized to transfer the heat, which occurs during the injection process, away
from the fuel injection system.
A positive static pressure is required at the suction side of the pump.
Capacity see technical data.
04
05
06
07
C
E
09
B
D
08
10
A
11
12
Fig. 5-7
Stand-by booster pump DP2
13
14
Engine
15
6/8/9 M 32 E
6/8 M 32 E
9 M 32 E
16
Dimensions [mm]
A
735
735
775
B
112
112
132
C
314
314
314
D
60.3
60.3
60.3
E
155
155
155
Weight
Motorpower
[kg]
61
61
70
[kW]
1.5
1.8
2.6
Voltage /
Frequency
[V/Hz]
400/50
440/60
440/60
17
18
19
20
21
22
23
Page 34 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
Fuel oil cooler DH3
02
To ensure a fuel oil temperature below 50 °C at any time a cooling of diesel oil may be required.
The need for a fuel cooler is system specilc and depends on fuel circuit design and type of fuel oil. In case
of more than one engine connected to the same fuel supply system, the MDO-cooler capacity has to be
increased accordingly.
The heat transfer load into the diesel oil system is approx. 1.6 kW/cyl.
LT-water is normally used as cooling medium.
03
04
05
06
07
A
D
B
N1
08
09
N2
10
11
C
N3
N4
12
Fig. 5-8
13
Fuel oil cooler for MDO operation DH3
14
Engine
6/8/9 M 32 E
A
910
B
106
Dimensions [mm]
C
D
153
750
N1 + N2
1 ¼“ SAE
N3 + N4
1 ½“ SAE
Weight
[kg]
19
15
16
17
18
19
20
21
22
23
Page 35 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
02
5.2
03
The following section is based on the experiences gained in the operation of heavy fuel installations.
Stable and correct viscosity of the fuel before injection pumps (see technical data) must be maintained at
any time. Suflcient circulation through every engine connected to the same circuit must be ensured in all
operating conditions.
The fuel treatment system should comprise at least one settling tank and two separators. Correct dimensioning of HFO separators is of great importance, and therefore the recommendations of the separator
manufacturer must be closely followed.
Poorly puriled fuel is harmful to the engine.A high content of water may also damage the fuel feed system.
Injection pumps generate pressure pulses into the fuel feed and return piping. The fuel pipes between the
feed unit and the engine must be clamped properly to rigid structures. The distance between the lxing
points should be at close distance next to the engine. (See chapter piping design, treatment and
installation.)
04
05
06
07
08
09
10
11
12
13
14
HFO operation
ATTENTION:
In multiple engine installations, where several engines are connected to the same fuel feed circuit, it must
be possible to close the fuel supply and return lines connected to the engine individually. (This is a SOLAS
requirement.)
NOTE:
It is further stipulated that the means of isolation shall not affect the operation of the other engines, and it
shall be possible to close the fuel lines from a position that is not rendered inaccessible due to lre on any
of the engines.
15
16
17
18
19
20
21
22
23
Page 36 / M 32 E Generator Set / 06.2014
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Fig. 5-9
MAK_M32E_Genset_Inh.indd 37
-10
in
e
10
20
40
or
it f
Lim
50
RM
A
60
10
15
80
90
C
M
0)
70
-D
-F
SO
tI
0)
38
0)
18
mi
. li
ax
M
70
0)
~IF
~IF
5(
0)
F8
(~I
F4
(~I
M
RD
5(
E2
RM
~IF
5(
K5
100
Limit of pumpability
RM
H3
RM
Temperature
tin
g
ea
eh
pr
Heavy fuel
16
30
O)
G
19
0
)
DO
l (M
Oi
M
l(
Oi
4
el
Di
es
s
Ga
5
ine
M
ar
M
ar
6
7
12
11
10
9
8
15
20
30
40
60
50
100
200
700
500
400
300
1000
3000
2000
Viscosity temperature sheet
140
06
130
07
120
08
110
150
160 t [°C]
4
5
6
7
12
11
10
9
8
15
20
30
40
60
50
100
200
700
500
400
300
1000
3000
2000
FUEL OIL SYSTEM
01
Viscosity temperature sheet
02
03
04
05
09
10
11
12
13
14
15
17
18
20
21
22
23
Viscosity / temperature diagram
Page 37 / M 32 E Generator Set / 06.2014
24.06.14 10:39
FUEL OIL SYSTEM
01
02
Fuel oil system
03
A pressurized fuel oil system, as shown in Fig. 5-10, is necessary when operating on high viscosity fuels.
When using high viscosity fuels requiring high preheating temperatures, the fuel oil from the engine fuel
oil system to the return line will also have a relatively high temperature. The fuel oil pressure measured on
the engine (at fuel pump level) should be about 5 bar. This maintains a pressure margin against gasilcation and cavitation in the fuel system, even at 150 °C preheating.
In order to ensure correct atomization, the fuel oil temperature must be adjusted according to the specilc
fuel oil viscosity used. An inadequate temperature can inmuence the combustion and could cause increased wear on cylinder liners and piston rings, as well as deterioration of the exhaust valve seats. A too low
heating temperature, i.e. too high viscosity, could also result in excessive fuel consumption.
Therefore, optimum injection viscosity of 10 – 12 cSt must be maintained at any rate and with all fuel
grades.
Deviations from design recommendations are possible, however, they should be discussed with Caterpillar
Motoren.
Trace heating for all heavy fuel pipes is recommended.
04
05
06
07
08
09
10
11
12
13
5.2.1
CIMAC – Requirements for residual fuels for diesel engines (as delivered)
Fuel shall be free of used lube oil.
Requirements for residual fuels for diesel engines please see table next page.
14
15
16
17
18
19
20
21
22
23
Page 38 / M 32 E Generator Set / 06.2014
MAK_M32E_Genset_Inh.indd 38
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MAK_M32E_Genset_Inh.indd 39
max
min
cSt. 1)
cSt. 1)
max.
max
max
max
max
max
max
max
max
max
max
% (m/m)
Total sedim. after % (m/m)
ageing
% (V/V)
% (m/m)
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
max
°C
°C
min
max
kg/m³
°C
Limit
Dim.
Related to
ISO8217 (05) F-
% (m/m)
6 5)
950 2)
150
12 6)
6
0
30
15
15
80
3.5
0.5
0.10
0.10
60
10
975 3)
24
300
14
30
15
15
80
350
4.0
0.5
200
0.10
0.10
0.10
15
15 5)
14
30
60
15
980 4)
30
15
15
80
4.5
0.5
0.10
30
60
25
991
500
0.15
20
300
0.15
18
991
30
15
15
80
4.5
0.5
0.10
30
60
35
600
0.15
22
1,010
991
30
15
15
80
600
4.5
0.5
0.10
0.15
22
30
60
45
1,010
991
30
15
15
80
600
4.5
0.5
0.10
0.15
22
30
60
55
1,010
CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC
A10
B10
C10
D15
E25
F25
G35
H35
K35
H45
K45
H55
K55
RMA
RMB
RMC
RMD
RME
RMF
RMG
RMH
GMK
RMH
RMK
RMH
RMK
30
30
30
80
180
180
380
380
380
500
500
700
700
1) An indication of the approximate equivalents in kinematic viscosity at 50°C and Redw. I sec 100°F is given below:
Kinematic viscosity at 100°C [mm²/s] (cSt.)
7 10 15
25
35
45
55
Kinematic viscosity at 50°C [mm²/s] (cSt.)
30 40 80
180
380
500
700
Kinematic viscosity at 100°F Redw. [l sec.]
200 300 600 1,500 3,000 5,000 7,000
2) ISO: 960 / 3) ISO: 960 / 4) ISO: 975 / 5) ISO: not limited / 6) ISO: carbon residue 10
Calcium
Phosphor
Zink
Aluminum + Silicon
Vanadium
Sulphur
Water
Ash
Carbon residue
Pour point summer
Pour point winter
Flash point
Kin. viscosity at
100°C
Kin. viscosity at
100°C
Density at 15°C
Characteristic
Designation
FUEL OIL SYSTEM
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Page 39 / M 32 E Generator Set / 06.2014
24.06.14 10:39
TI
N/C
MAK_M32E_Genset_Inh.indd 40
LI
HH4
LSL
Separator
module
TI
HT5
HH4
HH4
LSL
LI
LSL TI
LSH
HT6
PI
LI
PDSL
HP4
TI
HH1
LSH
16
PI HP6 PI
HF2
p
HF4
PI
HP3
13
LSH
HR1
TI
TI
15
PDI
FQI
14
PDSH
HT2
HH2
12
PI HP5 PI
TI
N/C
19
HP2
PI
PI
TI
HR2
VSL VI VSH
DH3
11
HH3
PI
LSL
PI TT
TI
08
C76
C78
HF1
PT TT
PI TI
C81b
p
PDI
PDSH
KP1
C81
ENGINE
C76 C78 Peak pressures max. 16 bar
07
PSL
PAL
10
TI TT
06
HH3
HF2
21
HP1
PT
DT1
05
HR9
TI
18
LSL LSL
04
HS1
22
HT1
17
u
C81
LSH
03
HS2
KT2
23
HH4
LI
20
LI
FUEL OIL SYSTEM
01
02
Fig. 5-10 System diagram, HFO operation
09
Page 40 / M 32 E Generator Set / 06.2014
24.06.14 10:39
FUEL OIL SYSTEM
01
General
02
For location, dimensions and design (e.g. mexible connection) of the disconnecting points see engine installation drawing.
No valve lttings with loose cone must be installed by the shipyard in admission and return lines.
03
DH3
DT1
HF1
HF2
HF4
HH1
HH2
HH3
HH4
HP1
HP2
HP3
HP4
HP5/6
HR1
HR2
HR9
HS1/2
HT1
HT2
HT5/6
KP1
KT1
KT2
Fuel oil cooler for MDO operation
Diesel oil day tank
Fine llter (duplex llter)
Primary llter (duplex llter)
HFO automatic llter
Heavy fuel lnal preheater
Stand-by lnal preheater
Heavy fuel preheater (separator)
Heating coil
Fuel pressure pump
Fuel stand-by pressure pump
Fuel circulating pump
Stand-by circulating pump
Heavy fuel transfer pump (separator)
Fuel pressure regulating valve
Viscosimeter
Fuel change over main valve
Heavy fuel separator
Heavy fuel day tank
Mixing tank
Settling tank
Injection pump
Drip fuel tank
Sludge tank
All heavy fuel pipes have to be insulated.
Heated pipe
FQI
LI
LSH
LSL
PAL
PDI
PDSH
PDSL
PI
PSL
PT
TI
TT
VI
VSH
VSL
Flow quantity indicator
Level indicator
Level switch high
Level switch low
Pressure alarm low
Diff. pressure indicator
Diff. pressure switch high
Diff. pressure switch low
Pressure indicator
Pressure switch low
Pressure temp.
Temperature indicator
Temperature transmitter (PT100)
Viscosity indicator
Viscosity control switch high
Viscosity control switch low
C76
C78
C81
C81b
Inlet, duplex llter
Fuel outlet
Drip-fuel connection
Drip-fuel connection
p
u
Free outlet required
Fuel separator or from transfer pump
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
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FUEL OIL SYSTEM
01
02
Storage tanks
03
The tank design, sizing and location must comply with classilcation society requirements and are based on
ship application.
Heating coils are necessary and are to be designed so that the HFO temperature is at least 10K above the
pour point to ensure a pumping viscosity below 1,000 cSt.
Heating is possible by steam, thermal oil, electrical current or hot water.
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
Settling tanks HT5, HT6
The tank design, sizing, location must comply with classilcation society requirements and are based on
ship application. Two settling tanks are to be provided.
Its function is to remove water and solids by gravity due to higher fuel oil temperature and reduced turbulences. Provide constant oil temperature and avoid interruption of treatment system, due to overmow from
HFO day tank.Thermal insulation of the settling tanks is recommended to avoid heat losses.
In order to ensure a suflcient settling effect, the following settling tank designs are permitted:
• 2 settling tanks, each with a capacity suflcient for 24 hours full load operation of all consumers or
• 1 settling tank with a capacity suflcient for 36 hours full load operation of all consumers and
automatic llling
Settling tank temperature shall be 70 - 80 °C; the charging level shall be 70 - 90 %.
Heavy fuel preheater (separator) HH3
Heavy fuel oil needs to be heated up to a certain temperature before separating.
The most common heaters on board of ships are steam heaters. Other muid heating sources are hot water,
thermal oil or electrical heaters. Overheating of the fuel may cause fuel cracking. Thus the maximum electric load on the heater element should not exceed 1 Watt/cm².
In a cleaning system for HFO the usual processing temperature is 98 ºC.
The separator manufacturer’s guidelines have to be observed.
Heavy fuel transfer pumps (separator) HP5, HP6
The separator feed pumps shall be installed as close as possible to the settling tanks.
The separator manufacturer’s guidelines have to be observed.
22
23
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FUEL OIL SYSTEM
01
Heavy fuel separators HS1, HS2
02
Any fuel oils whether heavy fuel oil, diesel oil or crude oil must always be considered as contaminated
upon delivery and should therefore be thoroughly cleaned before use.
Therefore self-cleaning types should be selected.
The purpose of any fuel treatment system is to clean the fuel oil by removal of water, solids, and suspended matter to protect the engine from excessive wear and corrosion.
Liquid contaminants are mainly water, i.e. either fresh water or salt water.
Impurities in the fuel can cause damage to fuel injection pumps and injectors, and can result in increased
cylinder liner wear and deterioration of the exhaust valve seats as well as increased fouling of turbocharger blades.
Two separators with independent electrically driven pumps must be provided.
03
Separator sizing:
The correct sizing of the separators is based on the max. fuel oil consumption at maximum continuous
rating (MCR) of the engines. The following formula can be used:
(The fuel consumption of auxiliary engines and boilers, if there are any, must be included)
04
05
06
07
08
09
10
11
Veff. = 0.28 P (l/h)
12
Veff. =
Peng. =
13
Volume effective [l/h]
Power engine [kW]
The cleaning capacity of the separator must always be higher than the entire fuel consumption of the
plant, incl. aux. equipment.
ATTENTION:
The separator outlet pressure is limited, so the pressure in the pipe line between separator outlet and day
tank must be observed carefully. Follow the separator manufacturer‘s guidelines.
14
15
16
17
18
Heavy fuel day tank HT1
19
The tank design, sizing and location must comply with classilcation society requirements based on ship
application. Two day tanks are to be provided. Each day tank capacity must be designed for full load operation of all consumers according to classilcation requirements. An overmow system into the settling tanks
is required.HFO day tanks shall be provided with heating coils and suflcient insulation. Heating is possible
by steam, thermal oil or hot water. The day tank temperature shall be above 90 °C.
20
21
22
23
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FUEL OIL SYSTEM
01
02
5.2.2
03
The booster system shall provide a pre-pressure to the mixing tank of approx. 4 - 5 bar. The circulating
system provides suflcient mow of the required viscosity to the injection pumps. The circulation mow rate is
typically 3.5 - 4 times the fuel consumption at MCR to prevent overheating of the fuel injection system and
thus avoiding evaporation in the injection pumps.
04
05
06
Fuel booster and supply system
Fuel change over main valve HR9
07
A manually operated three-way valve for changing over from MDO/MGO to HFO operation and back to
MDO/MGO equipped with limit switches is necessary.
08
Primary llter (duplex llter) HF2
09
10
A protection strainer with a mesh size 320 ¦m has to be installed before fuel pressure pumps to prevent
any large particles entering the pump.
H2
11
12
13
H1
D
14
15
16
W
17
18
19
20
Fig. 5-11 Primary llter HF2
Engine output
[kW]
≤ 10,000
≤ 20,000
> 20,000
DN
40
65
80
H1
330
523
690
Dimensions [mm]
H2
W
300
250
480
260
700
370
D
210
355
430
21
22
23
Page 44 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
Fuel pressure pump HP1, fuel stand-by pressure pump HP2
02
Two supply pumps in parallel are recommended, one in operation and one on stand-by.
The capacity of the pump must be suflcient to prevent pressure drop during mushing of the automatic llter.
A suction strainer with a mesh size of 320 ¦m should be installed before each pump.
• Screw type pump with mechanical seal.
• Vertical or horizontal installation is possible.
• Delivery head 5 bar.
V=
Volume [m³/h]
Peng. · [kW]
Peng.= Power engine [kW]
Capacity
V [m³/h] = 0.4 ·
1,000
03
A
04
05
06
07
08
09
10
11
C
D
12
13
E
B
14
15
16
Fig. 5-12 Fuel pressure pump HP1; fuel stand-by pressure pump HP2
Plant output
[kW]
3,300
4,950 - 6,600
8,800 - 9,900
Dimensions [mm]
A
650
775
805
B
112
132
132
C
254
314
314
Weight
D
42.4
60.3
60.3
E
155
180
180
[kg]
42
70
72
Voltage /
frequency
[V/Hz]
400/50
400/50
400/50
17
18
19
20
21
Plant output
[kW]
3,300
4,400 - 4,950
6,600 - 9,900
Dimensions [mm]
A
625
705
775
B
112
112
132
C
254
254
314
Weight
D
42.4
42.4
60.3
E
155
180
180
[kg]
42
57
70
Voltage /
frequency
[V/Hz]
440/60
440/60
440/60
22
23
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FUEL OIL SYSTEM
01
02
Fuel pressure valve regulating HR1
03
This valve is installed for adjusting a constant and suflcient pressure at engine fuel inlet. Due to the overcapacity of the pressure pumps HP1/HP2 the valve provides a nearly constant pressure under all operating
conditions - from engine stop to maximum engine consumption. For MDO/MGO operation the pipes of the
fuel return line must be equipped with suflcient lncoolers to reduce the generated heat.
04
05
06
07
A
09
A
08
10
D
C
11
D
12
13
14
C
17
18
19
Fig 5-14 Fuel pressure regulating valve
HR1, ≤ 3,000 kW
Plant
output
[kW]
≤ 3,000
≤ 8,000
> 8,000
E
B
Fig 5-13 Fuel pressure regulating valve
15
16
C
B
HR1, > 3,000 kW
Dimensions [mm]
A
168
248
279
B
57.5
70
94
C
G ½“
Ø 25
Ø 38
Weight
D
40
88
109
E
122.5
150.5
[kg]
1.5
3.6
8.4
20
21
22
23
Page 46 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
HFO automatic llter HF4
02
An automatic llter with a mesh size 10 ¦m (absolute) is required to remove cat lnes from the fuel oil.
The llter is installed between day tank and mixing tank.
03
04
05
06
07
A
08
09
10
11
D
12
D
13
14
E
15
16
C
17
18
19
B
Fig. 5-15
20
HFO automatic llter HF4
Plant output
[kW]
3,300 - 4,400
4,950 - 13,200
14,850 - 19,800
A
825
890
975
21
B
445
520
590
Dimensions [mm]
C
310
335
410
D
DN 40
DN 65
DN 80
E
DN 32
DN 50
DN 65
22
23
Page 47 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
02
Flow quantity indicator FQ1
03
The fuel meter has to be installed between feed pumps and mixing tank HT2.
Independent fuel consumption measurements for individual engines can be provided by installing two mow
meters per engine, one at the feed line and one at the return line.
04
05
06
07
08
09
Mixing tank HT2
The mixing tank acts as a buffer for fuel viscosity and/or fuel temperature, when changing over from HFO
to diesel oil and vice versa. In the mixing tank the warm return fuel from the engine is mixed with the fuel
delivered from the day tank.
Venting to the day tank is required, if level switch is activated, due to accumulated air or gases in the
mixing tank.
D
10
11
12
13
14
15
E
A
16
17
18
19
20
21
22
23
Fig. 5-16 Mixing tank HT2
Plant output
[kW]
≤ 10,000
> 10,000
Volume
[l]
100
200
A
1,700
1,700
Dimensions [mm]
D
323
406
E
1,500
1,500
Weight
[kg]
120
175
Page 48 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
Fuel circulating pump HP3, stand-by circulating pump HP4
02
Two fuel circulating pumps in parallel are recommended, one in operation and one on stand-by.
The circulating pumps maintain the required fuel circulation through the engine‘s fuel injection system.
• Screw type pump with mechanical seal
• Vertical or horizontal installation is possible
• Delivery head 5 bar
03
Capacity
V [m³/h] = 0.7 ·
V=
Peng.=
Peng. · [kW]
1,000
04
05
06
Volume [m³/h]
Power engine [kW]
07
08
C
10
11
B
E
D
09
12
A
13
Fig. 5-17 Fuel circulating pump HP3, Stand-by circulating pump HP4
14
Plant output
[kW]
3,300
4,400 - 4,950
6,600
8,800 - 9,900
Dimensions [mm]
A
775
805
820
980
B
132
132
132
160
Plant output
[kW]
3,300 - 4,400
4,950 - 6,600
8,800 - 9,900
C
314
314
314
345
Weight
D
60.3
60.3
60.3
88.9
E
180
180
180
210
Dimensions [mm]
A
775
805
820
B
132
132
132
C
314
314
314
[kg]
70
72
80
124
Weight
D
60.3
60.3
60.3
E
180
180
190
[kg]
70
72
80
Voltage /
frequency
[V/Hz]
400/50
400/50
400/50
400/50
Voltage /
frequency
[V/Hz]
440/60
440/60
440/60
15
16
17
18
19
20
21
22
23
Page 49 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
02
Heavy fuel lnal preheater HH1, stand-by lnal preheater HH2
03
The capacity of the lnal preheater shall be determined based on the injection temperature at the nozzle,
to which 4 K must be added to compensate for heat losses in the piping.
The piping for both heaters shall be arranged for separate and series operation.
Parallel operation with half the mow must be avoided due to the risk of sludge deposits.
The arrangement of only one preheater may be approved where it is ensured that the operation with fuel
oil which does not need preheating can be temporarily maintained.
NOTE:
Safe return to port requirement, maneuverability must be ensured.
• Two mutually independent lnal preheaters have to be installed.
• The arrangement of only one preheater may be approved where it is ensured that the operation with
fuel oil which does not need preheating can be temporarily maintained.
Heating media:
• Electric current (max. surface power density 1.1 W/cm²)
• Steam
• Thermal oil
Temperature at engine inlet max. 150 °C
04
05
06
07
08
09
10
11
H
12
steam
13
safety valve
fuel
14
G
D
15
A
16
17
fuel
18
C
F
condensate
B
E
19
K
20
21
22
23
Fig. 5-18 Heavy fuel lnal preheater HH1, stand-by lnal preheater HH2 (steam heated)
Plant output
[kW]
up to 3,300
up to 4,950
up to 8,800
up to 14,000
up to 21,000
A
1,220
1,520
2,065
1,630
2,170
B
120
120
120
130
130
C
210
210
215
235
235
Dimensions [mm]
D
E
F
705 DN 25 DN 25
1,005 DN 25 DN 32
1,540 DN 25 DN 40
1,035 DN 40 DN 50
1,555 DN 40 DN 65
G
DN 25
DN 32
DN 40
DN 50
DN 65
H
DN 32
DN 32
DN 32
DN 50
DN 50
K
Ø 275
Ø 275
Ø 275
Ø 390
Ø 390
Weight
[kg]
125
155
272
265
339
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FUEL OIL SYSTEM
01
Viscosimeter HR2
02
The viscosimeter is regulating in conjunction with the lnal preheater the required fuel injection viscosity.
This device automatically regulates the heating of the lnal preheater depending on the viscosity of the
bunkered fuel oil, so that the fuel will reach the nozzles with the viscosity required for injection.
03
Pressure absorber KD1 (optional)
During the injection phases of fuel from the supply line, compression and injection as well as the release
of unused fuel into the return line, cyclic pressure pulsations may result. The requirement of installing fuel
dampers in the external pipe system depends on the design of the external fuel pipe work and its ability
to absorb such pulsations suflciently. Just in case of enhanced damping requirements additional dampers
have to be installed.
Bypass overmow valve HV (optional)
If more than one engine is connected to the fuel booster and supply system a bypass overmow valve between the feed line and the return line can be required.
It serves to secure and stabilize the pressure in the fuel feed line under all circumstances and operation
conditions.
The overmow valve must be differential pressure operated. The opening differential pressure should be 2
bar.
Duplex llter HF1 (ltted)
The fuel duplex llter is installed at the engine.
The two llter chamber construction allows continuous operation without any shut downs for cleaning the
llter elements.
The drain connection of the llter is provided with a valve and must be routed to the leak oil tank.
If the llter elements are removed for cleaning, the llter chamber must be emptied. This prevents the dirt
particles remaining in the llter casing from migrating to the clean oil side of the llter.
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
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FUEL OIL SYSTEM
01
02
Fuel oil cooler DH3
03
To ensure a fuel oil temp. below 50 °C a cooling of diesel oil may be required.
The need for fuel cooler is system specilc and depends on fuel circuit design and type of fuel oil.
In case of more than one engine are connected to the same fuel supply system, the MDO-cooler capacity
has to be increased accordingly.
The diesel oil coolers are always installed in the fuel return line (engine connection C78).
The heat transfer load into the diesel oil system is approx. 1.6 kW/cyl.
LT-water is normally used as cooling medium.
04
05
06
07
A
08
D
B
N1
09
N2
11
N3
N4
C
10
12
13
Fig. 5-19 Fuel oil cooler for MDO operation DH3
14
15
Engine
16
6/8/9 M 32 E
A
910
B
106
Dimensions [mm]
C
D
153
750
N1 + N2
1 ¼“ SAE
N3 + N4
1 ½“ SAE
Weight
[kg]
19
17
18
19
20
21
22
23
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FUEL OIL SYSTEM
01
5.2.3
02
Fuel booster and supply module
03
A complete fuel conditioning module, designed for HFO up to 700 cSt / 50 °C, can be supplied.
Caterpillar Motoren standard modules consist of the following components:
•
•
•
•
•
•
•
•
•
•
•
•
Three-way change over valve
Booster pumps
Automatic llter
Pressure regulating valve
Fuel mow meter
Mixing tank
Circulating pumps
Fuel preheater (steam, thermal oil or electric)
Viscosity control
Diesel oil cooler
Control cabinet
Alarm panel
04
05
06
07
08
09
10
Built on one frame, they include all piping, wiring and trace heating.
11
Module controlled automatically with alarms and starters
12
•
•
•
•
•
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 lne llter clogged
Viscosity alarm high/low
The alarms with potential free contacts
Alarm cabinet with alarms to engine control room and connection interface for remote start/stop and
indicating lamp of fuel pressure and circulating pumps
13
14
15
16
17
18
19
20
21
22
23
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FUEL OIL SYSTEM
01
02
Size, weight and dimensions
03
The whole module is tubed and cabled up to the terminal strips in the electric switch boxes which are
installed on the module. All necessary components like valves, pressure switches, thermometers, gauges
etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermal oil or electrical) where
necessary.
04
05
06
07
NOTE:
The module will be tested hydrostatical and functional in the workshop without heating and not connected
to the engine.
08
09
Engine
10
6 M 32 E
8 M 32 E
9 M 32 E
11
Module size
[mm]
2,800 x 1,200 x 2,100
3,000 x 1,200 x 2,100
3,200 x 1,300 x 2,100
Module weight
[kg]
1,800
2,200
2,700
12
13
14
15
16
17
18
19
20
21
22
23
Page 54 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
02
u
03
u
LI
HH4
04
LI
DT1
LSL LSL
HT1
TI
05
06
HR9
GS
HR6
GS
GS
TI TT
08
DH3
PSL
HP1
HF2 PI
PI
HT2
PI
VSL VI VSH
PDSH
TI
HP2
HP3
KD1
HR2
TI
TI
PI
HF4
HR1
PI TI TT
TI
TI
FQI
PDI
09
M
LSL
N/C
HH1
HP4
13
p
Fig. 5-20 Fuel booster and supply module, system diagram
HR9
HT1
HT2
Fuel oil cooler for MDO operation
Diesel oil day tank
Primary llter (duplex llter)
HFO automatic llter
Heavy fuel lnal preheater
Stand-by lnal preheater
Heating coil
Fuel pressure pump
Fuel stand-by pressure pump
Fuel circulating pump
Stand-by circulating pump
Fuel pressure regulating valve
Viscosimeter
Change over valve (HFO/diesel oil)
3-way-valve
Fuel change over main valve
Heavy fuel day tank
Mixing tank
All heavy fuel pipes have to be insulated.
11
12
PDSL
DH3
DT1
HF2
HF4
HH1
HH2
HH4
HP1
HP2
HP3
HP4
HR1
HR2
HR6
10
HH2
PI
p
07
GS
KD1
FQI
GS
LI
LSL
PDI
PDSH
PDSL
PI
PSL
TI
TT
VI
VSH
VSL
Pressure absorber
Flow quantity indicator
Limit switch
Level indicator
Level switch low
Diff. pressure indicator
Diff. pressure switch high
Diff. pressure switch low
Pressure indicator
Pressure switch low
Temperature indicator
Temperature transmitter (PT100)
Viscosity indicator
Viscosity control switch high
Viscosity control switch low
p
u
Free outlet required
Fuel separator or from transfer pump
14
15
16
17
18
19
20
21
22
23
Heated pipe
Page 55 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
02
03
04
05
HP1
06
07
08
HH2
HP2
09
HH1
HF4
10
11
12
DH3
13
14
HT2
15
16
17
HR9
HR2
18
HF2
HP3
19
HP4
20
21
22
23
Fig. 5-21 Fuel booster and supply module, 3D
DH3
HF2
HF3
HF4
HH1
HH2
Fuel oil cooler for MDO operation
Primary llter (duplex llter)
Coarse llter
HFO automatic llter
Heavy fuel lnal preheater
Stand-by lnal preheater
HP1
HP2
HP3
HP4
HR9
HT2
Fuel pressure pump
Fuel stand-by pressure pump
Fuel circulation pump
Stand-by circulation pump
Fuel change over main valve
Mixing tank
Page 56 / M 32 E Generator Set / 06.2014
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FUEL OIL SYSTEM
01
5.3
02
Switching over from HFO to diesel oil
Continuous operation with HFO is recommended for engines designed for running mainly on HFO.
Starting and stopping the engine on HFO (Pier to Pier) can be provided if a suflcient preheating of the fuel
oil system is ensured.
The circulating pumps have to be permanently in service, so that a continuous circulation of warm/hot fuel
oil through the engine is ensured.
A frequent change over from HFO to diesel oil is only recommended when necessary for mushing purposes,
emergencies, special sea area emission requirements, etc.
03
04
05
06
07
Changing the fuel oil too quickly and too often may cause high risk of plunger seizure (thermal shock), fuel
injection pump leakages, etc. in the fuel injection pump.
Only a slow switch over will attenuate that effect.
08
Typical switch over characteristics (HFO to diesel)
10
09
11
12
Rate diesel oil
13
Fuel oil temperature
Diesel oil cooler switching
point
Fuel rate
Temperature
14
15
16
17
18
Rate heavy fuel oil
Time
Fig 5-22 Switch over characteristics
19
20
21
22
23
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LUBE OIL SYSTEM
01
02
General
03
The lube oil performs several basic functions:
• It cleans the engine by carrying dirt and wear particles until the llters can extract and store them.
• It cools the engine by carrying heat away from the piston, cylinder walls, valves and cylinder heads
to be dissipated in the engine oil cooler.
• It cushions the engines bearings from the shocks of cylinder lring.
• It lubricates the wear surfaces, reducing friction.
• It neutralizes the corrosive combustion products.
• It seals the engines metal surfaces from rust.
• It lubricates the turbocharger bearings.
• It cools the injection nozzles.
04
05
06
07
08
09
10
11
12
13
14
15
16
6.1
Lube oil requirements
NOTE:
The viscosity class SAE 40 is required.
Wear and tear and thus the service life of the engine depend on the lube oil quality. Therefore high requirements are made for lubricants:
• Constant uniform distribution of the additives at all operating conditions
• Perfect cleaning (detergent effect) and dispersing power, prevention of deposits from the combustion
process in the engine
• Suflcient alkalinity in order to neutralize acid combustion residues
• The TBN (total base number) must be between 30 and 40 KOH/g at HFO operation
The TBN is 12 - 20 KOH/g for MDO operation depending on Sulfur content
17
18
19
20
21
22
23
Page 58 / M 32 E Generator Set / 06.2014
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LUBE OIL SYSTEM
01
02
Manufacturer
AGIP
BP
CHEVRON,
CALTEX,
TEXACO
CASTROL
CESPA
ESSO
Diesel oil /
MDO operation
DIESEL SIGMA S
CLADIUM 120
ENERGOL HPDX 40
ENERGOL DS 3-154
ENERGOL IC-HFX 204
VANELLUS C3
DELO 1000 MARINE
TARO 12 XD
TARGO 16 XD
TARGO 20 DP
TARGO 20 DPX
MARINE MLC
MHP 154
TLX PLUS 204
KORAL 1540
EXXMAR 12 TP
EXXMAR CM+
ESSOLUBE X 301
MOBIL
MOBILGARD 412
MOBILGARD ADL
MOBILGARD M430
MOBILGARD 1-SHC 1)
DELVAC 1640
SHELL
GADINIA
GADINIA AL
ARGINA S
ARGINA T
TOTAL LUBMA- RUBIA FP
RINE
DISOLA M 4015
AURELIA TI 4030
CAPRANO M40
LUKOIL
NAVIGO 12/40
NAVIGO 15/40
GULF
SEA POWER 4015
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
04
05
06
X
X
X
X
X
X
X
X
X
07
08
09
TLX PLUS 304
TLX PLUS 404
X
X
10
11
X
X
X
X
X
X
X
X
X
EXXMAR 30 TP
EXXMAR 30 TP PLUS
EXXMAR 40 TP
EXXMAR 40 TP PLUS
MOBILGARD M430
MOBILGARD M440
MOBILGARD M50
X
X
X
X
ARGINA T
ARGINA X
X
X
AURELIA TI 4030
AURELIA TI 4040
X
X
NAVIGO TPEO 40/40
NAVIGO TPEO 30/40
SEA POWER 4030
SEA POWER 4040
X
X
X
X
12
X
X
X
X
X
X
X
X
X
X
X
X
X
X
03
II
I Approved in operation / II Permitted for controlled use. When these lube oils are used, Caterpillar Motoren GmbH & Co. KG must be informed
because at the moment there is insuflcient experience available for engines. Otherwise the warranty is invalid. / 1) Synthetic oil with a high
13
14
15
16
17
18
19
20
21
22
23
viscosity index (SAE 40 W/40). Only permitted if the oil inlet temperatures can be decreased by 5 - 10 °C.
Page 59 / M 32 E Generator Set / 06.2014
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LUBE OIL SYSTEM
01
02
6.2
03
Lube oil force pump LP1 (ltted)
04
The lube oil force pump is a gear pump, ltted on the engine and mechanically driven by the crankshaft.
The lube oil force pump provides the lube oil from the circulating tank LT1 to the engine.
It is designed to provide a suflcient amount of lube oil at the required pressure to the engine even when
running at the designed minimum engine speed. Capacity, see technical data.
05
06
Internal lube oil system
07
08
09
10
Self-cleaning lube oil llter LF2 (ltted)
The back mushing llter protects the engine from dirt particles which may accumulate in the circulating tank
LT1.
Mesh size 30 ¦m (absolute). The llter is continuously mushing into the oil pan without mushing oil treatment, without bypass llter. For single-engine plants a llter insert will be delivered as spare part.
11
12
13
14
15
16
17
18
19
Fig. 6-1
Self-cleaning lube oil llter LF2
20
21
22
23
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LUBE OIL SYSTEM
01
02
Back mushing llter LF2 (separate), option
03
1
S
P1
2
04
1a
P2
3a
05
3
06
07
C
F
08
09
10
E
11
12
13
14
B
15
X
16
Y
17
ø 14
18
19
A
Fig. 6-2
20
21
Back mushing llter LF2
Dimensions [mm]
6/8/9 M 32 E
Weight
A
B
C
E
F
S
X
Y
[kg]
485
200
775
245
295
400
180
180
112
22
23
If the back mushing llter is separate, there will be a duplex llter on the engine.
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LUBE OIL SYSTEM
01
02
6.3
External lube oil system
03
General
04
DN80
C91
05
06
LP5
07
1142
PSL
1203
PS TSHH
LP1
h
TI
1202
TT
1106 1105
PI
PSLL
PT
1112
PDSH PDI
TI
LH1
TI
LR1
LR2
LF2
M
A
B
C
08
ENGINE
LS2
LF4
09
10
DN50
TI
LS1
LH2
14
15
TI
PI
LF4
16
Fig. 6-3
External lube oil system diagram
17
LF2
LF4
LH1
LH2
LP1
LP5
LP9
LR1
LR2
LS1
LT1
Self-cleaning lube oil llter
Suction strainer
Lube oil cooler
Lube oil preheater
Lube oil force pump
Prelubrication pump
Transfer pump (separator)
Lube oil temperature control valve
Oil pressure regulating valve
Lube oil separator
Sump tank
19
20
21
22
C60
LSL 1311
13
18
LSH 1312
LI
C61
11
12
LT1
C65
23
DN50
LP9
LI
LSL
LSH
PDI
PDSH
PI
PSL
PSLL
PT
TI
TSHH
TT
Level indicator
Level switch low
Level switch high
Diff. pressure indicator
Diff. pressure switch high
Pressure indicator
Pressure switch low
Pressure switch low
Pressure transmitter
Temperature indicator
Temperature switch high high
Temperature transmitter (PT100)
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LUBE OIL SYSTEM
01
C60
C61
C65
C91
Separator connection, suction side or drain
llling pipe
Separator connection, delivery side or
from bypass llter
Lube oil llling
Crankcase ventilation to stack
h
02
Please refer to the measuring point list
regarding design of the monitoring devices.
See “crankcase ventilation“ installation
instructions 4-A-9570
o
03
04
05
06
Lube oil cooler LH1
A plate cooler with plates of stainless steel will be used to dissipate the heat to the LT fresh water system.
It is mounted at the baseframe
Option: separate
540
07
08
09
L
262
10
11
12
1,516
1,113
13
14
15
16
17
240
18
Fig. 6-4
Lube oil cooler LH1
6 M 32 E
8 M 32 E
9 M 32 E
L
[mm]
545
765
765
Weight
[kg]
638
692
711
19
20
21
22
23
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LUBE OIL SYSTEM
01
02
Lube oil temperature control valve LR1 (ltted)
03
A wax operated control valve will be used to control the oil inlet temperature into the engine. It has an
emergency manual adjustment.
Option: separate
04
Control valve, option
05
If the cooler is not mounted at
the baseframe, the control valve
is also separated.
06
H
30
07
08
F
09
10
11
B
C
øD
A
12
13
14
G
Fig. 6-5
Lube oil temperature control valve LR1
15
16
17
6 M 32 E
8/9 M 32 E
DN
80
100
D
200
220
Dimensions [mm]
F
171
217
G
267
403
H
151
167
Weight
[kg]
27
47
18
Centrifugal llter LS2 (separate)
19
A centrifugal llter can be used for cleaning of lube oil. This may extend the lube oil change intervals.
20
Prelubricating pump LP5
21
22
This pump is mounted at the baseframe.
This pump can only be used for prelubricating, not as stand-by for the force pump.
Capacity see technical data.
23
Oil pressure regulating valve LR2 (ltted)
The pressure control valve controls the lube oil pressure at engine inlet by giving only the adequate oil
mow to the engine. Excessive oil mow will be led back into the engine oil pan.
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LUBE OIL SYSTEM
01
02
Lube oil temperature control valve LR1 (electric driven valve), option
03
D
04
05
B
06
07
08
1
09
C
2
10
3
Fig. 6-6
A
Lube oil temperature
11
control valve LR1 (electric driven valve)
12
6 M 32 E
8/9 M 32 E
DN
80
100
A
310
350
Dimensions [mm]
B
624
646
C
155
175
D
170
170
Weight
[kg]
58
70
13
14
15
Lube oil separator LS1 (separate)
The most effective cleaning of lube oil is carried out by means of separation.
Separation is mandatory for HFO driven plants and highly recommended for MGO/MDO operation.
16
17
Layout for MGO/MDO operation
18
Automatic self-cleaning separator; Operating temperature 85 - 95 °C
19
V [l/h] = 0.18 · Peng [kW]
20
Peng= Power engine [kW]
Layout for HFO operation
21
Automatic self-cleaning separator; Operating temperature 95 °C
22
V [l/h] = 0.29 · Peng [kW]
23
Peng= Power engine [kW]
For the layout of separators, please follow the separator manufacturer‘s guidelines.
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LUBE OIL SYSTEM
01
02
6.4
03
The circulating tank LT1 is mounted at the baseframe.
04
05
06
07
08
09
10
11
Circulating tanks
6.5
Crankcase ventilation system
6.5.1
Crankcase ventilation pipe dimensions
• The crankcase ventilation connecting point is DN 80.
• The engine main ventilation line must be at least DN 125.
6.5.2
Crankcase ventilation pipe layout
• The pipes should run upwards.
• Free ventilation under all trim conditions is required.
• To avoid backmow of condensate, a permanent drain of the ventilation pipe is required.
12
13
DN 125
14
DN 80
15
Compensator for resilient mounted engine
16
C91
17
18
19
20
Crankcase pressure max. 150 Pa (15 mm WC)
Fig. 6-7
Crankcase ventilation
C91
Crankcase ventilation to stack
21
22
23
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COOLING WATER SYSTEM
01
7.1
02
General
MaK engines are cooled by two cooling circuits:
• A high temperature (HT) and
• A low temperature (LT) cooling circuit
The cooling water needs to be treated according to Caterpillar Motoren requirements for MaK engines.
03
7.1.1
06
Secondary circuit cooling system
In the "secondary circuit cooling system", HT and LT cooling circuits are combined in sequence to one
water circuit.
In order to use the different temperature levels, the HT suction side is connected to the LT delivery side.
The HT circuit uses an amount of warm LT water and further heats it up by cooling the engine. The amount
of LT water, that is used by the HT system, depends on the current temperature and engine power. The
overrun of the lxed mow of the fresh water pump (ltted on engine) HT (FP1) circulates via bypass line from
the temperature control valve HT (FR1) to the suction side as usual.
The advantage of the secondary circuit system is it‘s simplicity. It uses just one water circuit and there is
only one header tank and one fresh water cooler instead of two.
In addition the amount of piping is reduced.
7.2
05
Two circuit cooling system
In this system arrangement, the two cooling systems are designed as two separate water circuits.
Each circuit needs to be ltted with a header tank and a fresh water cooler.
7.1.2
04
Water quality requirements
07
08
09
10
11
12
13
14
15
16
17
7.2.1
General
The engine cooling water must be carefully selected, treated and controlled.
The use of untreated cooling water will cause corrosion, erosion and cavitation on the surfaces of the
cooling system. Deposits can impair the heat transfer and may result in thermal overload on components
to be cooled.
Therefore the treatment with an anti-corrosion agent has to be effected before the very lrst commissioning of the plant.
18
19
20
21
22
23
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COOLING WATER SYSTEM
01
02
7.2.2
03
The characteristic of the untreated cooling water must be within the following limits:
• Distillate or freshwater free from foreign matter (no seawater or waste water)
• A total hardness of max. 10° dH
• pH-value 6.5 – 8
• Chloride ion content of max. 50 m/l
04
05
Requirements
06
07
08
09
10
11
12
13
14
7.2.3
Supplementary information
Distillate:
If a distillate 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 softened.
7.2.4
Treatment before operating the engine for the lrst time
Treatment with an anti-corrosion agent must be done before the engine is operated for the lrst time to
prevent irreparable initial damage.
7.3
Recommendation for cooling water system
16
7.3.1
Pipes and tanks
17
Galvanized material should not be used in tanks and pipes, it can cause zinc attack in the engine.
15
18
19
20
7.3.2
Drain tank with llling pump
It is recommended to collect the treated water in a separate drain tank when carrying out maintenance
work (to be installed by the yard).
21
22
23
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COOLING WATER SYSTEM
01
7.3.3
02
Electric motor driven pumps
Pumps should be applicable for use in fresh water as well as sea water circuits, vertical design.
03
Rough calculation of power demand for the electric balance:
04
p=
ȡ·H·V
367 · Ș
05
[kW]
06
P=
PM =
V=
H=
ȡ=
Ș=
Power [kW]
Power of electr. motor [kW]
Flow rate [m³/h]
Delivery head [m]
Density [kg/dm³]
Pump eflciency, 0.70 for centrifugal pumps
PM =
PM =
PM =
PM =
PM =
1.5 · P
1.25 · P
1.2 · P
1.15 · P
1.1 · P
7.4
Cooling water system
< 1.5 kW
1.5 - 4 kW
4 - 7.5 kW
7.5 - 40 kW
> 40 kW
07
08
09
10
11
12
13
14
15
7.4.1
General
The high temperature (HT) system provides the HT side of the charge air cooler and the engine‘s cylinder
heads and cylinder liner water rings with cooling water. In order to reduce the thermal tension in watercooled engine parts, it is important to keep the drop in temperature low and therefore the mow high.
Therefore the fresh water pump (ltted on engine) HT (FP1) delivers its full mow over the engine. The HT
outlet temperature of 90 °C is controlled by the temperature control valve HT (FR1). In case the temperature decreases, the valve delivers more water to the bypass (connection B for mechanical, connection 3 for
electrical driven valves) back to the HT pump‘s suction side.
In order to use the thermal energy of the HT circuit, a heat recovery can be installed as shown in the
cooling water diagrams (FH3). For heat recoveries, especially for fresh water generators a high mow over
the heat consumer (FH3) is recommended. This can be achieved by using a mow temperature control valve
HT (FR3). This valve raises the HT mow temperature and therefore reduces the amount of water that is
circulated over the bypass of FR1 and increases the mow through the heat recovery heat consumer (FH3)
and the fresh water cooler HT (FH1).
16
17
18
19
20
21
22
23
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COOLING WATER SYSTEM
01
02
The low temperature (LT) cooling circuit provides cooling for the LT stage of the charge air cooler, the lube
oil and the diesel oil coolers and possible other consumers like e.g. gear box and generator coolers.
The LT mow temperature is controlled by FR2. The cooling system is laid out for 38 °C under tropical conditions and full engine load. For better performance, the LT temperature is to be controlled to 32 °C.
Caterpillar Motoren can deliver mechanic P-controllers with a set point range of 20 to 30 °C or electric
driven valves with electronic controllers, which must be set to 32 °C.
Depending on the plant design the fresh cooling water pumps can be ltted on the engine. All cooling
water pumps also may be designed as separate with electrical drive
03
04
05
06
07
Cooling water system diagram
FT1 Anti corrosion treatment
08
FT2
09
LI
LSL
10
CR1 3
M
11
TI FH3 TI
1
2
C15
C37
12
B
C18
2211
TT TI
2212
TSHH
14
C32b C25
C
FR1 A
13
C32a
TI LH1
TI
C19
h
TI
PI
15
CH1 CH2
ENGINE
2103 21012102
PSLL PSL PT
XH1
B
2201
TT
C
FR2 A
2111 2112
PI PSL PT
16
TI
FH2
TI
TI
C28
17
FH5
18
TI
FP1
FP7
FP2
DH3
PI
SP1
PI
TI
19
20
PI
SP2
PI
SF1
C22
ST1
21
22
23
Fig. 7-1
Cooling water system diagram
In plants with skin or box coolers not required: seawater system (SP1, SP2, SF1, ST1).
Page 70 / M 32 E Generator Set / 06.2014
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COOLING WATER SYSTEM
01
CH1
CH2
CR1
DH3
FH2
FH3
FH5
FP1
FP2
FP7
FR1
FR2
FT2
LH1
SF1
SP1
SP2
ST1
XH1
7.4.2
Charge air cooler HT
Charge air cooler LT
Charge air temperature control valve
Fuel oil cooler for MDO operation
Fresh water cooler LT
Heat consumer
Fresh water preheater
Fresh water pump (ltted on engine) HT
Fresh water pump (ltted on engine) LT
Preheating pump
Temperature control valve HT
Temperature control valve LT
Compensation tank LT
Lube oil cooler
Seawater llter
Seawater pump
Seawater stand-by pump
Sea chest
Generator cooler
LI
LSL
PI
PSL
PSLL
PT
TI
TSHH
TT
Level indicator
Level switch low
Pressure indicator
Pressure switch low
Pressure switch low
Pressure transmitter
Temperature indicator
Temperature switch high
Temperature transmitter
C15
C18
C19
C22
C28
C32a
C32b
C37
Charge air cooler LT, outlet
Oil cooler, inlet
Oil cooler outlet
Freshwater pump LT, inlet
Fresh water pump LT, outlet
Heat recovery, outlet
Heat recovery, inlet
Vent
h
Please refer to the measuring point list
regarding design of the monitoring devices.
Components
Freshwater cooler LT FH2 (separate)
Plate type, size depending on the total heat to be dissipated.
Most ship cooling systems dump the engines‘ waste heat in seawater cooled fresh water coolers.
Caterpillar Motoren offers standardized titanium plate heat exchangers for this purpose. The size of
these coolers will always be individually calculated for the heat dissipation demand of the respective
systems.
Alternatively box coolers, radiators and other heat exchanger arrangements and any kind of combined
cooling systems can be laid out and delivered.
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
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COOLING WATER SYSTEM
01
02
Compensation tank HT FT1 / LT FT2
03
• Arrangement: Min. 4 / max. 16 m above crankshaft center line (CL).
• Size according to technical engine data.
• All continuous vents from engine are to be connected.
04
05
06
07
08
09
10
11
12
13
14
Main functions of the cooling water header tank:
• It produces static pressure for the cooling water pumps in order to prevent cavitation. Therefore it
has to be connected to each pump suction side or in case of a combined system to the suction side of
the central cooling water pump.
• The vent lines continuously deliver a small water mow to the header tank. In this mow, air bubbles are
carried away and the system gets de-aerated.
• Vent lines should also be installed in the highest points of the circuits in order to get rid of all air
bubbles that accumulate there.
• Vent lines may not be too large in order to keep the mow over the header tank low. DN 20 is
recommended and also valves for adjusting the mow must be installed.
• The mow of the vent lines gradually heats up the header tank by means of the constantly delivered
hot water. This mow returns to the system via the pump suction side. As this circulation is very small
in relation to the mow of the pump (if adjusted correctly), the temperature rise in the system will not be
noticeable.
• The header tanks water volume balances the entire system volume, which changes due to thermal
expansion and possibly due to leakages.
Electric driven charge air temperature control valve CR1 (separate)
15
17
18
DN
—
80
6/8 M 32 E 100
9 M 32 E
125
Dimensions [mm]
A
B
C
310 624 155
350 646 175
400 717 200
D
170
170
170
Weight
[kg]
58
70
110
B
16
D
19
20
2
1
C
21
22
23
3
A
Fig. 7-2
Charge air temperature control valve CR1
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COOLING WATER SYSTEM
01
Fresh water pump (separate) HT FP3/FP5 and LT FP4/FP6
02
Capacity: acc. to heat balance.
03
04
E
F
05
06
07
D
08
09
DN
10
C
11
12
A
Fig. 7-3
B
Fresh water pump
Flow Pressure
[m³/h]
[bar]
70
3.0
80
3.2
90
3.0
100
3.2
B
13
DN
80
100
100
125
A
400
520
520
520
Dimensions [mm]
B
C
D
200
140
1,132
250
175
1,255
250
175
1,255
315
200
1,285
E
180
140
140
110
F
250
250
250
265
Weight
[kg]
189
247
247
359
14
15
16
17
18
19
20
21
22
23
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COOLING WATER SYSTEM
01
02
Temperature control valve HT FR1 (ltted) / LT FR2 / HT mow FR3
03
P-controller with manual emergency adjustment (basis).
Option: PI-controller with electric drive. See charge air temperature control valve (CR1).
04
05
G
H
30
A
06
07
øD
09
F
08
B
C
10
11
Fig. 7-4
Temperature control valve HT FR1
12
13
14
15
16
6/8/9 M 32 E
6/8 M 32 E
9 M 32 E
HT
LT
LT
DN
180
100*
125*
D
200
220
250
Dimensions [mm]
F
G
171
267
217
403
241
489
H
151
167
200
Weight
[kg]
27
47
67
* Minimum depending on total cooling water mow
17
18
19
20
21
22
23
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COOLING WATER SYSTEM
01
7.5
02
System diagrams heat balance
03
45.3 °C
04
90 °C
47.3 °C
Lube oil cooler
Q = 484 kW
v = 60 cbm/h
90 °C
v = 80 cbm/h
48.6 °C
FW Cooler HT
Q = 1,600 kW
v = 70 cbm/h
05
06
07
36.7 °C
70.3 °C
41.6 °C
Charge air cooler 2
Q = 250 kW
v = 60 cbm/h
08
FW Cooler LT
Q = 864 kW
ENGINE
6 M 32 E IMO II
P = 3,300 kW
n = 720/750 1/min
Q = 462 kW
09
43.6 °C
84.3 °C
70.3 °C
FW Pump HT
v = 70 cbm/h
p = 3.7/4.1 bar
38 °C
FW Pump LT
v = 80 cbm/h
p = 3.6/4.0 bar
Generator cooler
Q = 130 kW
v = 20 cbm/h
Charge air cooler 1
Q = 1,138 kW
v = 70 cbm/h
Heat balance, system diagram 6 M 32 E
SW Pump
v = 160 cbm/h
p = 2.5 bar
11
12
Sea chest
38 °C
v = 80 cbm/h
Fig. 7-5
10
32 °C
13
14
15
16
17
18
19
20
21
22
23
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COOLING WATER SYSTEM
01
02
03
46.1 °C
04
90 °C
05
90 °C
Lube oil cooler
Q = 642 kW
v = 70 cbm/h
49 °C
07
08
09
63.8 °C
42.1 °C
36.9 °C
FW Cooler LT
Q = 1,146 kW
ENGINE
8 M 32 E IMO II
P = 4,400 kW
n = 720/750 1/min
Q = 611 kW
v = 90 cbm/h
50 °C
06
Charge air cooler 2
Q = 334 kW
v = 70 cbm/h
32 °C
45.3 °C
Charge air cooler 1
Q = 1,518 kW
v = 70 cbm/h
11
63.8 °C
FW Pump HT
v = 70 cbm/h
p = 3.7/4.1 bar
12
Generator cooler
Q = 170 kW
v = 20 cbm/h
82.5 °C
10
13
FW Cooler HT
Q = 2,129 kW
v = 70 cbm/h
38 °C
FW Pump LT
v = 90 cbm/h
p = 3.4/3.8 bar
SW Pump
v = 200 cbm/h
p = 2.5 bar
Sea chest
38 °C
v = 90 cbm/h
Fig. 7-6
Heat balance, system diagram 8 M 32 E
14
47.9 °C
15
90 °C
90 °C
49.2 °C
Lube oil cooler
Q = 722 kW
v = 75 cbm/h
50.6 °C
17
ENGINE
9 M 32 E IMO II
P = 4,950 kW
n = 720/750 1/min
Q = 687 kW
19
20
37.6 °C
64.2 °C
42.3 °C
FW Cooler LT
Q = 1,297 kW
18
v = 100 cbm/h
16
FW Cooler HT
Q = 2,394 kW
v = 80 cbm/h
Charge air cooler 2
Q = 375 kW
v = 75 cbm/h
44.9 °C
32 °C
Charge air cooler 1
Q = 1,707 kW
v = 80 cbm/h
21
64.2 °C
22
FW Pump HT
v = 80 cbm/h
p = 3.6/4.0 bar
38 °C
FW Pump LT
v = 100 cbm/h
p = 3.2/3.6 bar
23
Generator cooler
Q = 200 kW
v = 25 cbm/h
82.6 °C
SW Pump
v = 200 cbm/h
p = 2.5 bar
Sea chest
38 °C
v = 100 cbm/h
Fig. 7-7
Heat balance, system diagram 9 M 32 E
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COOLING WATER SYSTEM
01
7.6
Preheating (separate module)
7.6.1
Electrically heated
02
03
04
• The standard preheating system in plants delivered by Caterpillar Motoren is electrically heated.
• Consisting of baseframe mounted preheating pump FP7 (12 m³/h), electric heater FH5 (24 kW) and
separate switch cabinet.
Voltage 400 - 690, frequency 50/60 Hz.
25
ø 10.2
05
06
07
H1
S10
09
Q0
400
H7
15
08
10
11
12
500
13
14
15
16
17
18
19
20
21
22
23
Fig. 7-8
Freshwater preheater FH5, preheating pump FP7
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COOLING WATER SYSTEM
01
02
7.6.2
03
On request preheating systems heated by thermal oil or steam can be laid out and delivered by Caterpillar
Motoren.
04
Other preheating systems
05
7.7
06
On request box coolers can be laid out and delivered by Caterpillar Motoren.
Box coolers system
07
08
09
10
11
7.8
Cooling circuit layout
The engine driven cooling water pumps are designed to provide the engine and it‘s systems with cooling
water.
For a rough layout of these circuits, a pressure drop of 0.5 bar per component can be calculated:
Taking the total estimated pressure loss of the whole circuit in account, the mow delivered by the pump
can be read out from the pump performance curve.
12
Engine driven cooling water pumps (HT and LT)
Performance curve
13
14
4,50
15
4,00
750 rpm
16
720 rpm
17
18
19
Total head [bar]
3,50
3,00
2,50
20
2,00
21
22
23
1,50
0
Fig. 7-9
20
Pump curve
40
60
80
100
120
140
160
Flow [m³/h]
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COMPRESSED AIR SYSTEM
01
Compressed air is used
• to start the engines
• to provide actuating energy for safety devices.
02
The compressed air supply to the engine plant requires air receivers and air compressors of a capacity and
air delivery rating which will meet the requirements of the respective classilcation society.
To ensure the functionality of the components in the compressed air system, the compressed air has to be
free of solid particles and oil.
04
8.1
07
03
05
06
Internal compressed air system
The engine is started by means of compressed air with a nominal pressure of 30 bar.
The start is performed by direct injection of starting air into the cylinder through the starting air valves in
the cylinder heads.
09
10
01
C86
02
6101
PT
11
From starting air system
12
04
03
13
14
Stop cylinder injection pumps
PI
05
08
07
15
06
Additional air consumers
30 to 7.5 bar
6105
PSL
Test connection for 7.5 bar
Fig. 8-1
Internal compressed air system, system diagram
01
02
03
04
3/2 way valve
Flame arrester
Air distributer
Starting air values
16
17
18
05
06
07
Air llter
Pressure reducer
Stop cylinder
19
20
21
22
23
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COMPRESSED AIR SYSTEM
01
02
8.2
03
The design of the starting air system is partly determined by classilcation regulations.
Most classilcation societies require that the total capacity is divided into two equally sized starting air
receivers and starting air compressors.
The starting air pipes should always be slightly inclined and equipped with manual or automatic draining
at the lowest points.
Caterpillar Motoren requires automatic draining condensate traps at the starting air receivers.
04
05
06
External compressed air system
07
To typhon
08
09
Slow turn
device
(optional)
PI
AC1
AT1
Slow turn
valve
d
AC2
10
d
To typhon
PI
Control air
6 bar
C86
AR5
d
AR5
Slow turn
solenoid
AR1
6101
PT
PI
AR4
AT2
j
e
6105
PSL
a
ENGINE
11
j
12
13
Fig. 8-2
External compressed air system, system diagram
18
AC1
AC2
AR1
AR4
AR5
AT1
AT2
Compressor
Stand-by compressor
Starting valve
Pressure reducing valve
Oil and water separator
Starting air receiver (air bottle)
Starting air receiver (air bottle)
19
PI
14
15
16
17
Pressure indicator
PSL
PT
C86
Pressure switch low, only for main engine
Pressure transmitter
Connection / starting air
a
d
Control air
Water drain (to be mounted at the lowest
point)
To engine no. 2
Automatic drain required
e
j
20
21
22
23
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COMPRESSED AIR SYSTEM
01
8.2.1
02
Compressor AC1, stand-by compressor AC2
03
According to the requirements of the Marine Classilcation Society there should be minimum 2 starting air
compressors with 50% total performance each.
The total performance has to be suflcient for rellling the starting air receivers to their normal pressure of
30 bar within one hour.
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
Fig. 8-3
Compressor AC1, stand-by compressor AC2
21
22
23
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COMPRESSED AIR SYSTEM
01
02
Dimensions:
03
05
Width:
1,250 mm
Length:
1,350 mm
Height:
1,550 mm
The dimensions of the compressor module do not depend on the type of compressor.
Weight of twin compressor assembly incl. electrical cabinet:
approx. 600 kg
06
Rough calculation of compressor capacity:
04
07
08
09
10
11
‫ گ‬V [m³] PE - PA
VC [m³/h]=
·
[h]
PB
VC=
‫ گ‬V=
PE=
PA=
PB=
Compressor capacity [m³/h]
Sum of all consumers
Final bottle pressure (abs. 31 bar)
Initial bottle pressure (abs. 1 bar)
Barometric pressure (approx. 1 bar)
12
13
14
Type
Final
pressure
max. bar
Stages
Cylinder
Speed
15
15
15
22
22
22
33
33
33
40
40
40
40
40
40
35
35
35
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
1,180
1,480
1,780
1,180
1,480
1,780
1,180
1,480
1,780
15
16
17
18
19
20
21
22
Technical data for a lnal pressure of 30
bar
Power
Heat
Charcondissipa- Weight
ging
sumptition
capacity
on
[m³/h]
[kW]
[kJ/sec]
[kg]
12.0
2.7
5
135
15.0
3.4
5
135
18.0
4.1
6
135
17.0
3.5
5
135
21.0
4.4
7
135
25.0
5.4
8
135
23.0
5.1
6
145
30.0
6.5
9
145
35.0
7.8
10
145
The dimensions and weights are given by approximation.
23
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COMPRESSED AIR SYSTEM
01
8.2.2
02
Air receiver AT1, AT2
03
The starting air receiver should be dimensioned for a nominal pressure of 30 bar.
The number and the capacity of the air receivers depend on the requirements of the Marine Classilcation
Society and the type of installation.
It is recommended to use a minimum air pressure of 15 bar, when calculating the required volume of the
receiver.
The starting air receiver must be equipped with automatic condensate traps, the receiver should be installed in a slightly inclined position to ensure eflcient draining.
04
05
06
07
L
3
08
8
2
09
1
øD
5
7
10
11
4
Fig. 8-4
Air receiver AT1, AT2
1
2
3*
4
5
Filling valve
Pressure gauge G 1/4
Relief valve DN 7
Drain valve DN 8
Drain position vertical
6
12
13
6
7
8
Option:
Connection G 1/2 with plug
Outlet of starting valve at engine
Typhon valve DN 16
* with pipe connection G 1/2
14
15
16
17
18
19
20
21
22
23
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COMPRESSED AIR SYSTEM
01
02
Normal requirements of classilcation societies:
03
No. of starts:
No. of receivers:
04
Calculation of air receiver volumes:
05
V=
06
07
08
09
10
11
12
13
14
15
16
17
18
6
min. 2
V2 · n · Patm
Pmax - Pmin
V=
V2 =
n=
Patm =
Pmax =
Pmin =
Air receiver volume
Air consumption per start [Nm³]
Required number of starting procedures in sequence
Ambient pressure [bar]
Maximum receiver pressure (30 bar)
Minimum receiver pressure (15 bar)
Receiver capacity acc. to GL recommendation AT1/AT2
Single-engine plant
Twin-engine plant
Receiver capacity
[l]
250
500
750
1,000
2 x 250 l
2 x 500 l
L
[mm]
2,037
3,501
3,033
3,853
øD
[mm]
480
480
650
650
Valve head
DN 38
DN 50
DN 50
DN 50
Weight
approx. [kg]
280
460
625
810
When CO2 lre extinguishing plants are arranged in the engine room, the blow-off connection of the safety
valve is to be piped to the outside.
19
20
21
22
23
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COMPRESSED AIR SYSTEM
01
8.3
02
Air quality requirements
03
The quality of the instrument air for safety and control devices must fullll the following requirements.
04
Instrument air specilcation:
Max. particle size:
Max. particle density:
Water pressure dew point:
Water:
Residual oil content:
15 ¦m
8 mg/m³
3 °C
6.000 mg/m³
5 mg/m³
The standard DIN ISO 8573-1 delnes the quality cases of compressed air as follows:
• Oil content
(Specilcation of aerosols and hydrocarbons which may be contained in the compressed air.)
• Particle size and density
(Specilcation of size and concentration of particles which still may be contained in the compressed air.)
• Pressure dew point
(Specilcation of the temperature on which the compressed air can cool down without the steam
contained in it condensing. The pressure dew point changes with the air pressure.)
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
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COMPRESSED AIR SYSTEM
01
02
8.4
03
Compressor module
04
Caterpillar Motoren can design, offer and deliver integrated compressor modules:
Starting air receiver and compressors can be combined individually.
For further information see table Air receiver AT1, AT2 (see chapter 8.2.2)
05
Optional equipment
06
07
08
09
10
11
12
13
14
15
16
17
18
Fig. 8-5
Compressor module
19
20
21
22
23
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COMBUSTION AIR SYSTEM
01
9.1
02
Engine room ventilation
To obtain good working conditions in the engine room and to ensure a trouble free operation of all equipment a properly designed engine room ventilation system with cooling air and combustion air is required.
03
9.2
05
04
Combustion air system design
06
Combustion air describes the air the engine requires to burn fuel.
Combustion air demand see chapter 4, technical data.
9.2.1
•
•
•
•
•
07
08
Air intake from engine room (standard)
Fans are to be designed for a slight overpressure in the engine room.
On system side the penetration of water, sand, dust, and exhaust gas must be avoided.
When operating under tropical conditions, the air mow must be conveyed directly to the turbocharger.
The temperature at turbocharger llter should not fall below + 10 °C.
In cold areas warming up of the air in the engine room must be ensured.
09
10
11
12
9.2.2
Air intake from outside
• The intake air duct is to be provided with a llter. Penetration of water, sand, dust and exhaust gas must
be avoided.
• 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 Motoren / application engineering must be consulted.
9.3
Cooling air
Cooling air refers to the mow of air that removes radiant heat from the engine, generator, other driven
equipment and other engine room components.
To dissipate the radiated heat a slight and evenly distributed air mow is to be led along the engine exhaust
gas manifold starting from the turbocharger.
NOTE:
Radiated heat see technical data.
13
14
15
16
17
18
19
20
21
22
23
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EXHAUST GAS SYSTEM
01
02
The exhaust gas system discharges the exhaust gases, emitted from the engine, through a piping system
to the atmosphere. To provide maximum eflciency of the engine, the resistance to the gas mow should be
minimized. The back pressure (directly after the turbocharger, inmuenced by the design of the exhaust gas
piping) and all installed components like exhaust gas boilers, catalysts and scrubbers is limited to 30 mbar.
Higher values will increase the thermal load of the engine and may lead to higher fuel consumption.
03
04
05
06
07
08
09
10
10.1
Components
10.1.1
Exhaust gas nozzle (preliminary)
For an optimal integration of the engine in the engine room, regarding the discharge of the emitted exhaust gases different positions of the exhaust gas nozzle are possible.
The basic orientation of the exhaust gas nozzle for all M 32 E engines, achieved by a transition piece from
the vertical line, are: 0 °, 30 °and 60 °. For the 8 and 9 M 32 E engines additional standard orientations of
45 ° and 90 ° from the vertical line are available.
11
0°
0°
12
13
14
45°
15
16
30°
30°
17
18
90°
19
20
60°
21
60°
22
23
Fig. 10-1 6 M 32 E nozzle orientation
Fig. 10-2 8/9 M 32 E nozzle orientation
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EXHAUST GAS SYSTEM
01
10.1.2
02
Exhaust gas compensator
03
The connection of the engine to the piping system of the ship has to be mexible to compensate possible
engine vibrations, movements of resilient mounted engines and to reduce the forces generated by the
thermal expansion of the exhaust gas piping acting to the turbocharger. For this connection, a special type
of approved exhaust gas compensator, which is mexible in all directions, is available. It is highly recommended to install these exhaust gas compensator directly after the above mentioned exhaust gas nozzle. If
it is necessary to isolate the compensator area it must be possible that the compensator is able to expand
and contract freely.
04
05
06
07
0°
08
09
10
45 °
11
12
13
14
15
16
17
18
Fig. 10-3 Exhaust gas compensator
19
Basic design values of the standard exhaust gas compensators.
20
Type
6 M 32 E
8/9 M 32 E
Diameter
[mm]
600
700
Length
[mm]
450
520
Weight
[kg]
107
137
21
22
23
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EXHAUST GAS SYSTEM
01
02
10.1.3
03
To minimize the forces acting through the compensator to the turbocharger and to guarantee a long lifetime of the compensator it is highly recommended to position a lxed point piping support directly after the
compensator.
04
05
Each engine requires a separate exhaust gas pipe. The exhaust gas piping system from two or more engines is not allowed to be joined in one.
06
In order to minimize the pressure loss of the complete exhaust gas system it is recommended to use a
suitable pipe diameter for the entire exhaust gas line.
07
08
09
10
11
12
13
Exhaust gas piping system
According to the dimensions of the compensators (see table chapter 10.1.2) there are standard diameters
proposed for the respective engine type in relation to the exhaust gas mass mow. In case multiple of bends
and other components integrated in the exhaust gas system it might be necessary to increase the pipe
diameter.
For guidance the exhaust gas mow velocity should be less than 40 m/s.
NOTE:
Max. pressure loss (incl. silencer and exhaust gas boiler): 30 mbar (lower values will reduce thermal load
of the engine).
14
15
16
17
18
19
20
21
22
23
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EXHAUST GAS SYSTEM
01
02
Resistance in exhaust gas piping
ød
03
04
R
50
40
0
0
d (mm)
100
60
0
05
06
50
E
50 m
1.5
C
1.0
40 m
m
pip
m
L‘s
/s
re
2.0
1.5
m
e le
3.0
2
ng
th
(m
)
D
1
m
00
08
m
m
09
of
90
5
pa
Δp (mmWS/m pipe)
10
m
°b
en
tp
ipe
20
15
07
1,2
30
10
m
/s
F
B
30 m
/s
25 m
/s
0.2
w (m/sec.)
0.5
0.15
10
11
12
13
14
15
0.1
250
300
16
Fig. 10-4 Resistance in exhaust gas piping
0
70,00
0
80,00
0
90,00
00
100,0 0
0
,0
110 0
0
120,0 0
0
130,0 0
0
,0
0
14
0
0
60,00
50,00
0
40,00
3
0
0,000
25,00
0
20,00
0
15,00
8,000
9,000
0
10,00
6,000
7,000
A
5,000
t (°C)
00
R/d = 2.5
15
350
1,1
1,0
90
R/d = 1.5
20
00
0
80
0
70
0
R/d = 1
G (kg/h)
18
Example (based on diagram data A to E):
T = 335 °C, G = 25,000 kg/h
17
t = Exhaust gas temperature [°C]
L = 15 m straight pipe length, d = 700 mm
G = Exhaust gas massmow [kg/h]
3 off 90 ° bend R/d = 1.5
Δp = Resistance/m pipe length [mm WC/m]
1 off 45 ° bend R/d = 1.5
d = Inner pipe diameter [mm]
ΔPg = ?
w = Gas velocity [m/s]
Δp = 0.83 mm WC/m
L‘ = Spare pipe length of 90 ° bent pipe [m]
L‘ = 3 · 11 m + 5.5 m
L = Effective substitute pipe length [m]
L = I + L‘ = 15 m + 38.5 m = 53.5 m
ΔPg = Total resistance [mmWC]
I = Straight pipe length [m]
19
20
21
22
23
ΔPg = Δp · L = 0.83 mm WC/m - 53.5 m = 44.4 mm WC
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EXHAUST GAS SYSTEM
01
02
10.1.4
03
General
04
Design according to the absorption principle with wide-band attenuation over a wide frequency range and
low pressure loss due to straight direction of mow. Sound absorbing llling consisting of resistant mineral
wool.
05
Silencer
06
Dimension
07
Installation: vertical to horizontal
Flanges according to DIN 86044
Incl. countermanges, screws and gaskets
Without supports and insulation
08
09
10
11
12
Silencer
Sound level reduction 35 dB(A) (standard). Max. permissible mow velocity 40 m/s.
13
L
DN
15
DN
øD
14
16
17
Fig. 10-5 Silencer
18
19
20
21
22
23
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EXHAUST GAS SYSTEM
01
Silencer with spark arrestor
02
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 mow velocity 40 m/s.
Silencers are to be insulated by the yard. Foundation brackets can be provided as an option.
03
04
05
L
07
A
DN
DN
øD
06
08
DN 200
Fig. 10-6 Spark arrestor and silencer
Type
6 M 32 E
8/9 M 32 E
09
Dimensions [mm]
A
D
675
1,100
775
1,300
DN
600
700
L
4,800
5,200
Weight
[kg]
1,300
1,650
DN 600
DN 500
DN 400
DN 350
Weight with spark arrestor
[kg]
1,350
1,800
DN 700
DN 800
DN 900
DN 1000
DN 1100
10
11
12
DN 1200
13
250
14
200
Pressure drop
[mmWS]
[mmWC]
150
15
100
90
80
70
60
16
50
17
40
30
18
20
19
Exhaust gas temp.
15
[° C]
20
21
100
150
200
250
300
350
400
22
1
2
3
4
5
6 7 8 9 10
Combustion air
Fig. 10-7 Silencer diagram
Silencer
15
3
20
25 30
40
50 60 70 80
23
3
x 10 m /h
Silencer with spark arrestor
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EXHAUST GAS SYSTEM
01
02
10.1.5
03
ATTENTION:
Each engine should have a separate exhaust gas boiler. Alternatively, a common boiler with separate gas
sections for each engine is acceptable.
04
05
Exhaust gas boiler
Especially when exhaust gas boilers are installed attention must be paid not to exceed the maximum
recommended back pressure.
06
NOTE:
Exhaust gas boilers are available through Caterpillar Marine.
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
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EXHAUST GAS SYSTEM
01
02
10.2
Turbocharger
10.2.1
Turbine cleaning system
03
04
Turbine cleaning is required for HFO operation. The cleaning is carried out with clean fresh water "wet
cleaning" during low load operation at regular intervals, depending on the fuel quality, 150 hours.
05
06
NOTE:
Duration of the cleaning period is approx. 10 minutes (2 intervals). Fresh water of 1.5 bar for 6 M 32 E and
2.5 bar for 8/9 M 32 E is required.
07
08
NOTE:
During cleaning the water drain should be checked. Therefore, the shipyard has to install a funnel after
connection point C36.
09
10
11
12
13
14
C42
15
C36
16
17
18
19
20
Dirt water tank
21
Fig. 10-8 Connection points fresh water and drain
C42
C36
Fresh water supply, DN 12
Connection with C42 with quick coupling device
Drain, DN 30
22
Type
6 M 32 E
8/9 M 32 E
Water mow
[l/min]
12
18
Injection time
[min]
10
10
23
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EXHAUST GAS SYSTEM
01
02
10.2.2 Compressor cleaning system
03
The components for cleaning (dosing vessel, pipes, shut-off valve) are engine mounted.
04
NOTE:
Water is fed every 24 hours before compressor wheel via injection pipes during full load operation.
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
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PART LOAD OPTIMIZATION KIT (PLK)
01
11.1
Part Load optimization Kit (PLK) for constant speed application
11.1.1
Benelts
02
03
04
Fuel savings up to 10 g/kWh, 3 x 33% load step capability and reduced smoke emissions are the benelts
of the Part Load optimization Kit (PLK) for constant speed. It is attractive for all generator set customers
operating their auxiliary engine mainly between 10% and 47% load and for all prime mover customers
operating mainly between 10% and 72% load.
05
06
07
11.1.2
Scope of supply and function
08
Sfoc [g/kWh]
PLK for constant speed includes our proven Flexible Camshaft Technology and an intelligent steering software logic integrated into the Engine Control System. The valve train timing is adjusted during low load
operation to produce higher ignition pressure. Before achieving the IMO relevant emission test step the
valve train moves back into the “normal“ position. This combines lowest possible fuel consumption and
IMO II compliance.
230.00
09
10
11
12
13
220.00
14
210.00
15
200.00
16
17
190.00
18
180.00
19
170.00
110
165
220
275
330
385
440
495
550
605
Power [kW/cyl.]
20
M 32 E standard
21
Part load optimization with FCT* for cycle E2
(CPP and DE)
22
Part load optimization with FCT* for cycle D2
(aux. - gensets)
23
Fig. 11-1 Specilc fuel oil consumption M 32 E IMO II
*) FCT
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PART LOAD OPTIMIZATION KIT (PLK)
01
02
03
04
11.2
Part Load optimization Kit for variable speed application
11.2.1
Benelts
Fuel savings up to 24 g/kWh, 3 x 33% load step capability and reduced smoke emissions are the benelts
of the variable speed Part Load optimization Kit. It is attractive for all customers operating their engines
mainly between 15% and 70% load. The only requirement outside the engine is a variable speed capable
generator.
05
06
07
11.2.2
08
09
10
11
Scope of supply and function
PLK for variable speed includes our proven Flexible Camshaft Technology, a Waste Gate and a Cylinder
Bypass Valve as well as an intelligent steering software logic integrated into the Engine Control System.
Cylinder Bypass Valve and Waste Gate prevent the turbocharger from running into surge and speed limits.
The valve train timing is adjusted to produce higher ignition pressure during low load operation. Before
achieving the IMO relevant emission test step the valve train moves back into the “normal“ position. This
combines lowest possible fuel consumption and IMO II compliance.
12
13
14
15
16
17
18
19
20
21
22
Fig. 11-2 Waste Gate
Fig. 11-3
Cylinder Bypass Valve
23
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PART LOAD OPTIMIZATION KIT (PLK)
01
02
03
04
Sfoc [g/kWh]
205.00
05
M 32 E standard
200.00
M 32 E part load constant speed DE
06
195.00
M 32 E part load variable speed DE
190.00
07
185.00
08
180.00
09
175.00
10
170.00
110
165
220
275
330
385
440
495
550
Power [kW/cyl.]
Fig. 11-4 MaK M 32 E fuel consumption (constant vs. variable speed)
605
11
12
13
14
15
16
17
18
19
20
21
22
23
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PART LOAD OPTIMIZATION KIT (PLK)
01
02
Optimized variable speed operation for generator set with MDO only
03
110 %
Torque
I: Normal operation
II: Short time operation allowed
04
100 %
100 %
05
5
90 %
06
90 %
07
Power limit curve for overload
protection
80 %
08
09
80 %
70 %
70 %
11
12
60 %
60 %
4
50 %
50 %
2
14
urv
e
13
Engine output [%]
10
I
40 %
0%
FP
P-c
40 %
10
15
the
II
on
30 %
rc
om
pa
ris
16
30 %
Combinator curve
20 %
Fo
17
20 %
18
10 %
19
20
1
3
0%
50 %
60 %
70 %
21
22
23
80 %
90 %
100 %
110 %
Engine speed [%]
Fig. 11-5 Power limit curve – M 32 E IMI II with 550 kW/cyl. with MDO only
Special equipment
1.) Modiled FCT, switch point at 70% power
2.) Waste Gate
3.) Cylinder Bypass Valve
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AIR INJECTION SYSTEM
01
02
03
TURBOCHARGER
f
Turbocharger rpm 4-20 mA
04
ENGINE
I
05
Charge air duct
Y3
06
GENERATOR
MACS
Starting air pressure 4-20 mA p
I
Reduction
6 bar
07
Main start
valve
n firing
08
Starting air
max. 30 bar
AIR
INJECTION
CABINET
Engine
speed
09
AIR
INJECTION
CONTROL
Failure AIC
ALARM
SYSTEM
>
_1
10
Load limit 1
Speed drop
Circuit breaker closed / remote start
Test
kW signal
4-20 mA
Order to load reduction
(load limit 2 is reached)
MAIN
SWITCH
BOARD
Fig. 12-1 Air injection Generator Set
11
12
13
14
15
16
12.1
Functional description
The purpose of the air injection system is to temporarily feed additional compressed air into the charge air
manifold.
Thus the load pick up of the engine can be enhanced and the soot emissions are reduced.
Air injection reduces
• engine speed drop under the clutch in procedure.
• frequency deviation under switching on of big consumers like cranes or bow thrusters in case of
PTO-operation .
The design is simple and robust without any changes to the turbo charger housing.
The air consumption of the engine will be increased by using air injection and depends on mode of
operation.
17
18
19
20
21
22
23
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AIR INJECTION SYSTEM
01
02
12.2
03
The following diagrams show the advantages of air injection control concerning the reduction of soot
emissions, speed drop and run up time of the engine.
04
Advantages
M 32 E - Air injection
Load ramp at constant speed (n = 720/750 rpm) with and without air injection:
Reduction at ramp-up time at same engine performance
05
07
08
09
100
50
0
110
10
100
90
11
Engine speed [%]
Opacity of
exhaust gas [%]
06
12
13
14
Engine load [%]
100
15
16
80
60
40
w/o air-injection
with air-injection
20
0
Fig. 12-2 M 32 E - Air injection, reduction of ramp-up time
Time
17
18
19
20
21
22
23
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AIR INJECTION SYSTEM
01
02
M 32 E - Air injection
Load ramp at constant speed (n = 720/750 rpm) with and without air injection:
Signilcant reduction of soot emissions and speed undershot
03
100
05
50
06
0
110
100
w/o air-injection
with air-injection
90
100
Engine speed [%]
Opacity of
exhaust gas [%]
04
07
08
09
Engine load [%]
80
10
60
11
40
12
20
0
Time
Fig. 12-3 M 32 E - Air injection, signilcant reduction of soot emissions and speed undershot
12.3
Operation
13
14
15
16
12.3.1
Activation
Air injection will be activated in case of
• High load increase rate or
• Speed drop or
• Test start air injection signal (carried out manually).
This depends on the following conditions
•
•
•
•
Clutch / circuit breaker is activated and
Engine is running and
Turbocharger rpm falls below switch point and
Start air pressure is 18 - 21 bar.
17
18
19
20
21
22
23
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AIR INJECTION SYSTEM
01
02
12.3.2
03
05
Air injection will be deactivated if
• Start air pressure drops below 18 - 21 bar or
• Turbocharger rpm is above switch point or
• Clutch / circuit breaker is not activated or
• Activation time is expired.
06
12.3.3
07
09
The following parameters can be adjusted
• Load limit 1
• Load limit 2
• Turbocharger rpm switch point
• Speed drop
10
12.3.4
04
08
11
12
13
Deactivation
Adjustable parameters
Alarms (air injection cabinet)
Under the following conditions the AIC will generate an alarm
• Voltage failure
• Analog values failure
12.4
Air injection cabinet
14
380
30
15
210
120
1
P1
90
16
S1
600
17
18
19
20
LITTAU
21
22
23
Cable glands
12-4
Air injection system cabinet dimensions
1
P1
S1
S2
Identilcation label „air injection control“
Pilot lamp „air injection activated“
Pushbutton „lamp test“
Pushbutton „test start air injection“
Degree of protection: IP54
Weight: approx. 20 kg
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CONTROL AND MONITORING SYSTEM
01
13.1
02
Local control panel (LCP)
03
04
05
06
07
08
09
10
11
1
12
13
6
7
8
9
2
3
14
15
16
10
4
5
11
17
18
19
Fig. 13-1 Local control panel LCP
1
2
3
4
5
6
DCU
Reset
0 = Repair, 1 = Engine, 2 = Remote
Purge
Emergency stop
Lamp test
7
8
9
10
11
Start
Stop
Lower
Raise
Emergency start
20
21
22
23
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CONTROL AND MONITORING SYSTEM
01
13.2
02
Data link overview
03
04
Remote panel (RP)
(optional)
Legend:
Alarm system
MODbus TCP
05
MODbus TCP to ship‘s system
MODbus RTU RS - 485 ship
CANbus
MODbus
TCP
07
Engine control cabinet (EC)
08
09
Load sharing system
optional
PLC EC
#1
engine cabinet #2
Ethernet switch EC
engine cabinet
Secondary interface: MODbus RTU
MODbus RTU RS - 485 SDU
Tertiary interface: MODbus TCP
06
Primary interface: MODbus TCP
MODbus RTU RS - 485 engine
Engine
Terminal box (TB)
12
MODbus
TCP
11
MODbus
TCP
10
13
14
PLC TB
Engine TB
CAN #2
CAN #1
RS - 485
MODbus RTU
Network ring
#1
#2
Ethernet switch TB
terminal box
Local control
panel (LCP)
15
16
MODbus TCP
CANbus 1
DCU
CANbus 2
#2
TC #1
ECM 1 #1
18
19
RTD #1
MODbus RTU
TC #2
MODbus RTU
17
SDU
20
RTD #2
RTD #3
OMD
Oil mist detector
Big end bearing
temp. meas. system
21
22
23
Fig. 13-2 Data link overview - M 32 E
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CONTROL AND MONITORING SYSTEM
01
SDU
Protection system in local control panel
DCU
Display and alarm system in local control panel
PLC
PLC in engine cabinet (EC)
PLC in engine terminal box on engine (TB)
RTD
PT100 module #1 e.g. charge air temperature
PT100 module #2 e.g. lube oil temperature
PT100 module #3 e.g. cooling water HT
TC
Exhaust temperature module #1 (thermocouples)
Exhaust temperature module #2 (thermocouples)
RP
Remote panel (optional)
ECM
Engine control module
OMD
The oil mist detector measures each cylinder.
Load sharing system
Load sharing system for isochronous load sharing (optional)
CTM
Big end bearing temperature monitoring (optional)
Each cylinder is measured by the CTM.
02
03
04
MACS
05
Modular Alarm Control System
Regardless of RTU or TCP, the MODbus address registers are the same. Just the hardware protocol differs.
06
07
08
09
10
11
12
13
14
15
16
17
MODbus TCP
MODbus RTU
18
At MODbus TCP a connection between server and
client will be established. Therefore an IP address
will be assigned.
The MODbus device address will be assigned.
19
MODbus settings
MODbus settings
21
Type: MODbus TCP
Interface: ethernet
IP: will be assigned
Baud rate: 10 mbit/s / 100 mbit/s
Connector: RJ45
Type: MODbus RTU
Baud rate: 19,200
Device address (ID): will be assigned
Interface: RS-485
22
20
23
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CONTROL AND MONITORING SYSTEM
01
02
13.3
Components
03
Modular Alarm and Control System (MACS)
04
05
Control
06
07
08
MACS
09
10
Protection
Alarm
11
12
13
14
15
16
17
18
19
The M 32 E engines will be provided with a new Modular Alarm and Control System, called MACS. The
basic engine control and monitoring system will be installed in the local control panel. Where extension
modules are necessary, external PLC-based I/O extension modules will be installed.
The main functions of the control systems are:
• Alarm management
• Local start and stop, emergency start and stop from the engine control panel
• Remote start and stop from the power management system (PMS)
• Start and stop sequence control
• Critical parameter monitoring
• Purge control
• Flexible camshaft technology (FCT monitoring)
• Exhaust gas termperature monitoring
• Main and big end bearings temperature monitoring
20
21
22
23
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CONTROL AND MONITORING SYSTEM
01
Engine control module (ECM)
02
The engine control module controls the fuel system, air fuel ratio, engine speed and Flexible Camshaft
Technology (FCT). The module has its own set of sensors for all control relevant functions and can operate
independently from start/stop system, alarm system (DCU) or protection system (SDU).
03
Load sharing system (optional)
05
For isochronous load sharing a load sharing system is necessary. The load sharing system is determining
the desired load and system status for each engine to the ECM via MODbus RTU.
06
04
07
Oil mist detector
08
The oil mist detector measures the oil mist concentration for each cylinder compartment and generate
an alarm for high oil mist concentration. The data are available by MODbus RTU at the DCU. Hardwired
outputs are also provided.
09
10
Big end bearing temperature monitoring system (optional)
The big end bearing temperature monitoring system measures the temperature for each big end bearing
and generates an alarm for high temperature. The data are available by MODbus RTU at the DCU. Hardwired outputs are also provided.
11
12
13
14
15
16
17
18
19
20
21
22
23
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CONTROL AND MONITORING SYSTEM
01
13.4
02
Genset control
03
04
Alarm System
05
Temp.
controller
(optional)
06
Alarms
Primary interface
Secondary interface
Tertiary interface
Engine
TC speed speed Emergency
(optional) (optional)
stop
Remote
panel
24V DC
08
11
Control cabinet
Load sharing
system
(optional)
Alarms
12
- Remote start / stop
- Emergency start
- Main breaker on / off
- Frequency control
- Synchronizing
- etc.
MODbus TCP
10
Alarms
MODbus TCP
Controls signals
09
0-10 V DC / 4-20 mA
Manual emergency stop signal
24V DC
Controls signals
MODbus TCP
MODbus RTU (optional)
07
Alarms
Power management system /
Main switch board
13
16
230V DC
Engine terminal box
Controls signals
18
Controls signals
17
Alarms
MODbus TCP
15
MODbus RTU
14
Alternator
(optional)
19
Local control panel (SDU/DCU)
Generator
voltage
regulator
(optional)
ECM
24V DC
20
21
22
23
Operating
panel
Barring device
control cabinet
Cooling water
preheating system
(optional)
Voltage supply
(3 phase)
Voltage supply
(3 phase)
not Caterpillar Motoren supply
Caterpillar Motoren supply
Fig. 13-3 Generator set control M 32 E
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CONTROL AND MONITORING SYSTEM
01
13.5
02
Control cabinet
03
Each engine is equipped with a separate control cabinet. The control cabinet acts as an interface between
engine and external devices. Information about the engine status are available via MODbus TCP or MODbus RTU.
External signals for the engine control, monitoring and alarm system (for example gearbox, CPP control
system,...) can be transferred as 4-20 mA, binary, or PT100 signal.
Safety relevant signals to the PLC are wire break and short circuit monitored.
The remote panel or the temperature controller can be optionally integrated in the control cabinet.
04
05
06
07
605
08
805
H1:
X
X
H1 H2 S1
A7
09
Main supply without failure
H2:
Back up supply without failure
S1:
Lamp test
10
Optional in the control cabinet integrated
11
A3:
Remote panel
12
A7:
Charge air temperature controller
2,205
2,205
A3
Degree of protection: IP54
Weight:
Approx. 246 kg
13
14
15
16
17
19
300
475
605
18
20
560
675
806
Fig. 13-4 Control panel
21
22
23
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CONTROL AND MONITORING SYSTEM
01
02
Generator application
03
The engines are equipped with a CAT standard actuator in accordance with class requirements for generator application. The electronic load share units are delivered as loose part.
It comprises the following features:
04
05
•
•
•
•
•
•
•
•
•
06
07
08
09
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
Isochronous load distribution by master/slave principle
Protection class of equipment: IP54
10
11
Tie breaker 1
(TB1)
Tie breaker 2
(TB2)
Tie breaker 3
(TB3)
Busbar
12
13
TB 1-3 status
TB 1-3 status
TB 1-3 status
TB 1-3 status
Load share unit
Load share unit
Load share unit
Load share unit
Actuator
Actuator
Actuator
Actuator
Diesel
engine
Diesel
engine
Diesel
engine
Diesel
engine
14
15
16
17
18
19
20
21
Fig. 13-5 Load share units
22
23
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CONTROL AND MONITORING SYSTEM
01
13.6
02
Requirement on power management system
03
Standard interface to power management system / main switch board
External starting interlock
Binary contact
24 V DC
External starting interlock
External engine shutdown
Binary contact
24 V DC
External engine shutdown
Blackout
Indication shutdown
undelayed/delayed
Load signal from
kW transducer
Raise / lower (remote)
Binary contact
24 V DC
4-20 mA
Binary contact
04
05
Blackout (start release of
24 V DC
starting interlock prelubrication)
Shutdown
Binary contact
undelayed/delayed
Max. load
Load signal from
250 ȍ
kW transducer
24 V DC
06
07
08
Raise / lower (remote)
09
On = isochronous
Off = droop
Circuit breaker closed
(on for closed)
Isochronous / droop
Binary contact
24 V DC
Status circuit breaker
Binary contact
24 V DC
Bus tie signal
Binary contact
24 V DC
Manual activation slow turn
Binary contact
24 V DC
Slow turn mode change
Automatic slow turn
Binary contact
24 V DC
Slow turn selected for
automatic
Start/stop remote
Binary contact
24 V DC
Start/stop in remote mode
10
11
12
13
14
Change genset
24 V DC
Binary contact Engine fault - change genset
Normal stop indication
24 V DC
Binary contact Normal stop indication
Start initiation indication
24 V DC
Binary contact Start initiation indication
Starting interlock indication
24 V DC
Binary contact Starting interlock indication
17
Remote control active
24 V DC
Binary contact Remote control active
18
Ready to start, indication
24 V DC
Binary contact Ready to start, indication
False start indication
24 V DC
Binary contact False start indication
rpm contact
24 V DC
Binary contact rpm contact
Ofmoad
Isochronous selected
Emergency stop from PMS
Binary contact
24 V DC
Binary contact
24 V DC
Ofmoad
Binary contact Isochronous selected
24 V DC
External emergency stop
(from PMS)
15
16
19
20
21
22
23
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CONTROL AND MONITORING SYSTEM
01
13.7
02
03
Meas.
Description
point
Lube oil
1104
Pressure switch lube oil pressure low
1105
Pressure switch lube oil pressure low
1106
Pressure switch lube oil pressure low
04
05
06
1112.1
07
1112.2
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
List of measuring points, exhaust gas monitoring
Differential pressure lube oil automatic
llter high
1142
Pre lube oil pressure low
1202
Lube oil temperature at engine inlet high
1203
1311
Lube oil level low
1312
Lube oil level high
Oil mist detector
1251
1251.1 Oil mist concentration in crankcase high
1253
1254
Signal
range
start pump
alarm
shutdown
pre-alarm
alarm
start interlock
alarm
change genset
alarm
alarm
alarm
pre-alarm
shutdown
Remarks
binary
4-20 mA
binary
binary
1 evaluation unit
for 1112.1/.2
Only existing,
when automatic
llter is mounted
on the engine.
binary
PT 100
binary
binary
binary
Indication of opacity for compartment (each cyl.) indication
9631
Oil mist detector failure
Fresh water HT
alarm
binary
kPa below ope4-20 mA 40rating
pressure
60 kPa below opebinary
rating pressure
delay: 20s
PT 100
2102
Cooling water pressure HT at engine inlet low alarm
2103
Cooling water pressure HT at engine inlet low shutdown
2201
2211
2213
Cooling water temperature HT at engine inlet
Cooling water temperature HT at engine
outlet high
alarm
alarm
shutdown
2321
Oil ingress in fresh water at cooler outlet
alarm
binary
Depending on HT
and LT system
alarm
binary
40 kPa below operating pressure
alarm
PT 100
Fresh water LT
Cooling water pressure LT at engine outlet
2112
low
Cooling water temperature LT at engine
2229
inlet
PT100
23
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CONTROL AND MONITORING SYSTEM
01
02
Fuel oil pressure at engine inlet low
Differential pressure fuel oil llter high
alarm
alarm
4-20 mA
binary
5201
Fuel oil temperature at engine inlet low
alarm
PT 100
5202
Fuel oil temperature at engine inlet high
alarm
PT 100
Leakage fuel oil niveau at engine high
alarm
binary
08
Starting air at engine inlet low
alarm
4-20 mA
09
Stopping air pressure at engine low
alarm
4-20 mA
indication
4-20 mA
indication
alarm
indication
alarm
4-20 mA
PT 100
PT 100
binary
indication
4-20 mA
14
indication
NiCr-Ni
(mV)
15
alarm
change genset
shutdown
binary
binary
binary
5301
Air
6101
6108
Signal
range
03
Meas.
point
Fuel oil
5102
5111
Description
6181
Intake air pressure in engine room
Charge air
7109
Charge air pressure at engine inlet
7201
Charge air temperature at engine inlet high
7206
Intake air temperature at turbocharger inlet
7301
Condense water in charge air canal
Charge air differential pressure at charge
7307
air cooler
Charge air temperature at charge air cooler
7309
inlet
FCT
9627
FCT control failure
9630
Pre-alarm critical failure
9628
Critical failure FCT
Electrical status
9717.1 - Voltage failure electrical devices
9717.11
failure at charge air temperature
9751.1 Voltage
controller
9971
Emergency stop ECR disabled
99935.1 Status network failure MODbus TCP
99937.1 Status failure RS232
99938.1 Status CAN 1CANbus J1939 failure
99938.2 Status CAN 2CANbus J1939 failure
99939 Field bud failure - common alarm
99940 Sensor/isolation fault - common alarm
Remarks
04
05
1 sensor for 5201
+ 5202 (not in use
with HFO)
not ltted on the
engine
06
07
Alarm delay: 2s
10
11
12
13
16
17
18
alarm
binary
alarm
binary
alarm
alarm
alarm
alarm
alarm
alarm
alarm
binary
binary
binary
binary
binary
binary
binary
19
20
21
22
23
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CONTROL AND MONITORING SYSTEM
01
02
03
Meas.
Description
point
Electrical status
status monitoring system - common
99941 Device
alarm
99942 Device status protection system
99970 Alarm system / DCU common alarm
Engine status
04
05
06
07
11
12
13
14
15
16
17
indication
Used for indication and functions
9429
Turbocharger speed
9509
Distance sensor, fuel setting
9513.1 Ready primary ECM diesel ready
9561
Turning gear engaged
Power supply engine cabinet
99973.1 Main power supply failure
99973.2 Back-up power supply failure
99974 Power supply isolation failure
Exhaust gas
Exhaust gas temperature after cylinder
8211
(each cylinder)
Exhaust gas temperature after cylinder
8218
(each cylinder)
Exhaust gas temperature after cylinder
8219
(aech cylinder)
indication
indication
start interlock
start interlock
4-20 mA
0-20 mA
binary
binary
alarm
alarm
alarm
binary
binary
binary
indication
NiCr-Ni
(mV)
change genset
binary
alarm
binary
Calculated from
8211
Calculated from
8211
600
550
Absolute cylinder
exhaust gas temperature
alarm
(MSP 8219)
500
450
400
Absolute cylinder
exhaust gas temperature
reduction
(MSP 8218)
350
300
250
21
200
25 %
35 %
45 %
55 %
22
23
binary
binary
9419.1 - Engine speed, pick-up signal
9419.11
Temperature °C
20
alarm
alarm
Overspeed alarm
generated via
9419.1/9419.2
18
19
binary
shutdown
08
10
alarm
Remarks
Engine overspeed
9404
09
Signal
range
65 %
75 %
85 %
95 %
105 %
Engine load %
Fig. 13-6 Absolute exhaust gas temperature monitoring limits after cylinder
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CONTROL AND MONITORING SYSTEM
01
02
Meas.
point
Exhaust gas
Signal
range
Description
8214
Mean average exhaust gas temperature
indication
8213
8216
Deviation from mean average
(each cylinder)
alarm
load reduction
function
binary
550
Temperature °C
500
450
400
350
35 %
45 %
55 %
65 %
75 %
85 %
95 %
04
Calculated from
8211
Calculated from
8214
105 %
07
Positive deviation from
mean average reduction
(MSP 8216)
08
Negative deviation from
mean average alarm
(MSP 8213)
09
8224
8231
8232
Exhaust gas temperature at turbocharger
outlet
Exhaust gas temperature at turbocharger
outlet
Exhaust gas temperature at turbocharger
outlet
Exhaust gas temperature at turbocharger
inlet
Exhaust gas temperature at turbocharger
inlet
indication
NiCr-Ni
(mV)
alarm
binary
load reduction
binary
indication
alarm
550
500
Temperature °C
Calculated from
8221
Calculated from
8221
Calculated from
8231
Absolute exhaust gas
temperature before TC
alarm
(MSP 8232)
450
Absolute exhaust gas
temperature after TC
alarm
(MSP 8222)
400
350
300
250
45 %
65 %
11
12
14
NiCr-No
(mV)
binary
600
200
25 %
10
13
Fig. 13-7 Exhaust gas temperature mean average monitoring
8222
06
Positive deviation from
mean average alarm
(MSP 8213)
Mean average example
(value to be calculated)
(MSP 8214)
Engine load %
8221
05
Negative deviation from
mean average reduction
(MSP 8216)
300
250
25 %
03
Remarks
85 %
Engine load %
105 %
Absolute exhaust gas
temperature after TC
reduction
(MSP 8224)
15
16
17
18
19
20
21
22
23
Fig. 13-8 Absolute exhaust gas temperature monitoring limits for turbocharger
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CONTROL AND MONITORING SYSTEM
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
Meas.
Description
point
Big end bearing (optional)
High temperature conrod big end
1231
(each bearing)
High temperature conrod big end
1232
(each bearing)
High temperature conrod big end
1238
(each bearing)
Mean average temperature of big end
1235
bearings
Maximum positive temperature deviation
1236
from mean average
Maximum positive temperature deviation
1237
from mean average
Main bearing (optional)
High temperature main bearing
1211
(each bearing)
High temperature main bearing
1212
(each bearing)
High temperature main bearing
1218
(each bearing)
Mean average temperature of main bea1215
rings
Maximum positive deviation from mean
1216
average of main bearing
Maximum positive deviation from mean
1217
average of main bearing
Load share unit (optional)
9615
Minor alarm load share unit
9616
Major alarm load share unit
Fuel oil module (optional)
5105
Fuel oil pressure low
Fuel oil differential pressure at automatic
5112
llter
Fuel oil differential pressure at circulation
5115
pump
Fuel oil differential pressure at circulating
5116
pump
5251/5252 Fuel oil viscosity at engine inlet high
5333
Fuel oil level mixing tank
Signal
range
Remarks
indication
alarm
binary
shutdown
binary
indication
function
alarm
binary
shutdown
binary
Calculated from
1231
Calculated from
1231
Calculated from
1231
Calculated from
1235
Calculated from
1235
indication
alarm
binary
shutdown
binary
indication
function
alarm
binary
shutdown
binary
alarm
shutdown
binary
binary
Calculated from
1211
Calculated from
1211
Calculated from
1211
Calculated from
1215
Calculated from
1215
stand-by pump
alarm
stand-by pump
alarm
alarm
indication
23
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CONTROL AND MONITORING SYSTEM
01
13.8
02
Local and remote indicators
Local indicators
Indicated at the engine
Fuel oil temperature at engine inlet
Fuel oil differential pressure at llter
Fuel rack position (mean injection pump rack)
Lube oil temperature at engine inlet
Lube oil differential pressure at llter
Fresh water temp. at engine inlet (HT circuit)
Fresh water temp. 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
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 temp. cooler inlet (digital value)
Exhaust gas temp. after cylinder (digital value)
Exhaust gas temp. before / after turbocharger
(digital value)
1) 144 x 144 mm possible / 2) Signal is supplied by the alarm system
03
Remote indicators
96 x 96 mm
(optional)
X 2)
04
05
06
X 2)
07
08
X 2)
X 2)
09
10
X 2)
X 2)
X 2)
X 2)
X 2)
X 2)
X 2)
X 1)
X
11
12
13
14
15
16
17
18
19
20
21
22
23
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CONTROL AND MONITORING SYSTEM
01
02
03
Remote indicators
(optional)
04
TC speed
(optional)
Engine
speed
(optional)
05
08
09
*)
10
4-20 mA
Alarmsystem / exhaust
gas temp. monitoring
system
11
MODbus
12
13
14
Analogue sensors
Diesel engine
15
16
0-10 V DC
4-20 mA
07
4-20 mA
06
*) optionally in Cat scope of supply
Fig. 13-9 Remote indication interfacing
17
18
19
20
21
22
23
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CONTROL AND MONITORING SYSTEM
01
13.9
02
Condition monitoring
New diagnostic system for on-line engine data transmission
03
Based on several years of Caterpillar experience, Caterpillar Motoren will launch a new diagnostic system
in 2015.
04
05
The new system will be based on data transfer via internet to a central Caterpillar warehouse and offers
intensive diagnostics by Caterpillar engine specialists and use of a common data base. The DICARE system
has been discontinued and will not be offered due to lack of ability to support the software platform in the
future.
06
07
08
For detailed information please contact Caterpillar Motoren, application and installation department,
+ (49) 431-39 95 01.
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
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INSTALLATION AND ARRANGEMENT
01
02
14.1
03
Engine and generator set are rigidly connected with the baseframe. The baseframe is connected with the
ship‘s foundation via rubber elements.
The ship‘s foundation does not require machining. Unevenness is to be compensated by design and thickness of the welded-on sheets in order to achieve a roughly even pressure on the rubber elements.
04
05
Resilient mounting of baseframe
The rubber elements (height = 100 mm) are fastened to the ship‘s foundation via welded-on sheets (thickness about 30 mm) and shims for compensation of differences in height.
06
07
Further notes (inter alia regarding alignment) are given in the binding installation drawing. Transverse and
longitudinal stoppers and welding sheets are to be provided by the shipyard.
08
09
10
11
12
Z
13
1,850
X
2,210
2,290
14
15
Z
16
17
18
19
X
20
21
22
23
Fig. 14-1 Baseframe foundation
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INSTALLATION AND ARRANGEMENT
01
14.2
02
Earthing of engine
Information about the execution of the earthing
03
The earthing has to be carried out by the shipyard during the assembly on board.
The engine is already equipped with 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 mexible conductors.
04
05
06
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).
07
08
09
10
11
12
13
14
15
16
17
18
Fig. 14-2 Earthing connection on the engine
19
20
21
22
23
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VIBRATION AND NOISE
01
02
15.1
03
To determine the location and resonance points of each engine and equipment Caterpillar Motoren calculates the torsional vibration behaviour of the engine, including all components, such as coupling, gearboxes,
shaft lines and propellers, pumps, and generators.
The normal as well as the emergency operating mode is covered.
The classilcation societies require a complete torsional vibration calculation.
04
05
06
Data for torsional vibration calculation
To be able to provide a correct torsional vibration calculation, we would like to ask you to lll in the documents in the appendix, according to your scope of supply.
07
Please send the completed data to your local dealer 6 month prior to the engine delivery at the latest.
For further information please compare the data sheet for torsional vibration calculation.
(following 3 pages).
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
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VIBRATION AND NOISE
01
02
03
Additional engine
plant data part “B”
Main drive
Shipyard:
Aux. Engine
Shipowner:
DE drive
Type of vessel:
04
05
Newbuilding No.:
Ktr.-No.:
Remark:
Please note that the application and installation drawings will be delivered not later than 6 weeks
after receiving the completed “Additional engine plant data sheet” part “B”. The “Additional engine
plant data sheet” part “A” to be delivered together with the order.
06
07
General information, required for all applications:
08
Flag state (needed for EIAPP cert):
Please note that Caterpillar Motoren will issue an "EAPP Document of Compliance" or an "EIAPP
Certificate" as per flag state authorization only in case the flag state information is provided at least eight (8)
weeks prior to the engine delivery date as per the Sales Contract (Appendix 1). In case such information
has not been provided to Caterpillar Motoren until such date, Caterpillar Motoren will provide an "EAPP
Statement of Compliance" which has to be converted into "EAPP Documents of Compliance" or an "EIAPP
Certificate" as per flag state authorization. In this case the application and costs for the before mentioned
conversion has to be borne by the Buyer.
09
10
11
Alarm system
yard
maker:
type:
yard contact manager:
12
type:
yard contact manager:
13
Make of automation/bus system
yard
maker:
Additional information for cooling water system:
Add. heat exchanger integrated in LT system,
Yes
14
No, if “ Yes” please provide the following data:
number of aux. engine
heat dissipation
kW
required water flow
kW
required water flow
oil cooler gear box
heat dissipation
heat dissipation
bar
m³/h
pressure drop
bar
16
m³/h
pressure drop
bar
17
m³/h
pressure drop
bar
number of air cond. unit
kW
others
heat dissipation
pressure drop
number of cooler
air cond. unit
required water flow
Please specify:
kW
required water flow
15
m³/h
18
Comments/Remarks:
19
20
Caterpillar Confidential: Green
21
Fig. 15-1 Additional engine plant data, part "B" (1/3)
22
23
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VIBRATION AND NOISE
01
02
03
Additional engine plant data, part “B”
04
TVC data - Information for main engine(s) only:
05
Flex. coupling main engine:
Supplied by Caterpillar
06
Vulkan
Type:
07
Other maker
Type:
08
Supplied by Caterpillar
Other maker
Type:
12
Supplied by Caterpillar
Yes
Vulkan
Type:
15
Other maker
Type:
16
TVC scheme attached
Drawing attached
Perm. vibratory torque [kNm]:
Perm. rotational speed [1/min]:
Relative damping:
Not applicable
No, if “ No” please provide the following data:
Stromag
Size:
Drawing attached
Centa
TVC scheme attached
Drawing attached
Size:
TVC scheme attached
Drawing attached
Perm. vibratory torque [kNm]:
Perm. rotational speed [1/min]:
Relative damping:
Not applicable
No, if “ No” please provide the following data:
Stromag
Size:
Drawing attached
Centa
TVC scheme attached
Drawing attached
Size:
TVC scheme attached
Drawing attached
Norminal torque [kNm]:
Perm. power loss [kW]:
Dyn. torsinal stiffness[kNm/rad]:
17
Perm. vibratory torque [kNm]:
Perm. rotational speed [1/min]:
Relative damping:
Gearbox
Supplied by Caterpillar
Yes
No, if “ No” please provide the following data:
Maker:
Type:
Max. permissible PTO output [kW]:
TVC scheme attached
Drawing attached
Front gearbox for engine PTO
Supplied by Caterpillar
Yes
Not applicable
Maker:
Type:
Max. permissible PTO output [kW]:
No, if “ No” please provide the following data:
TVC scheme attached
Drawing attached
PTO shaft generator/fire fighting pump or similar consumer, driven by engine PTO shaft/front step up gear
Supplied by Caterpillar
23
Size:
Flex. coupling gearbox PTO
14
22
Centa
TVC scheme attached
Drawing attached
Norminal torque [kNm]:
Perm. power loss [kW]:
Dyn. torsinal stiffness[kNm/rad]:
13
21
Yes
Vulkan
Type:
11
20
Stromag
Size:
Drawing attached
Flex. coupling engine PTO shaft (on engine free-end)
10
19
No, if “ No” please provide the following data:
Norminal torque [kNm]:
Perm. power loss [kW]:
Dyn. torsinal stiffness[kNm/rad]:
09
18
Yes
Yes
Not applicable
Maker:
Type:
Output [kW]:
rpm [1/min]:
Plain bearing, external lubrication
No, if “ No” please provide the following data:
TVC scheme attached
Drawing attached
Caterpillar Confidential: Green
Fig. 15-2 Additional engine plant data, part "B" (2/3)
Page 126 / M 32 E Generator Set / 06.2014
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VIBRATION AND NOISE
01
02
03
Additional engine plant data, part “B”
04
TVC data - Information for main engine(s) only:
05
PTO shaft generator, driven via gearbox
Supplied by Caterpillar
Yes
Not applicable
Maker:
Type:
Output [kVA]:
rpm [1/min]:
PTI operation
No, if “ No” please provide the following data:
06
TVC scheme attached
PTI output [kW]:
07
Shaft arrangement between engine - gearbox
Supplied by Caterpillar
Yes
No, if “ No” please provide the following data:
Maker:
TVC scheme attached
08
detail drawing:
Propeller and propeller shafting data:
Supplied by Caterpillar
CPP
Yes
FPP
09
No, if “ No” please provide the following data:
Voith
Rudder FPP/CPP
Others
numbers of blades:
Ø propeller [mm]:
Moments of inertia in water [kgm²]:
Moments of inertia in air [kgm²]:
Maker:
TVC scheme attached
10
11
or detail drawing:
Propeller and propeller shafting information:
Supplied by Caterpillar
Yes, in case of “Yes”
No
Wake field attached
Propulsion test attached
(tank test)
12
please provide the following data:
Length of shafting incl. drawing attached
13
Comments/Remarks:
14
15
16
17
18
Confirmed by buyer:
19
Date:
20
Stamp and signature:
21
Caterpillar cannot be held liable for any mistakes made by the buyer.
Components not mentioned in Cat's technical specification/No.
, dd.
installation/operation of the equipment will be buyer's scope of supply.
Caterpillar Confidential: Green
and essential for
22
23
Fig. 15-3 Additional engine plant data, part "B" (3/3)
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VIBRATION AND NOISE
01
02
03
04
05
15.2
Sound levels
15.2.1
Airborne noise
The airborne noise level requirement in the engine room speciled by IMO Resolution A.468 will be satisled by M 32 E (even for multiple installations).
06
The airborne noise level is measured in a test cell according to EN ISO 9614-2.
07
08
15.3
09
Vibration
The vibration level of M 32 E engines complies with ISO 20283-4 and ISO 10816-6. From these ISO standards, the following values are an applicable guideline:
10
Displacement
Vibration velocity
Vibration acceleration
11
12
S eff
V eff
a eff
< 0.448 mm
< 28.2 mm/s
< 44.2 m/s2
f> 2 Hz < 10 Hz
f> 10 Hz < 250 Hz
f> 250 Hz < 1,000 Hz
13
14
15
16
17
18
19
20
21
22
23
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POWER TRANSMISSION
01
16.1
02
Flexible coupling
852
L1
03
To centre of cyl. 1
04
170
05
L2
06
07
08
d
Generator
ø 1,439
09
10
Engine
11
12
13
14
15
16
17
Fig. 16-1 Flywheel and mexible coupling
6 M 32 E
8 M 32 E
9 M 32 E
Power
Speed
[kW]
3,300
4,400
4,950
[rpm]
720/750
720/750
720/750
Nominal torque of
coupling
[kNm]
50.0
80.0
80.0
1) Outer part/ 2) Inner part / 3) Length of hub / 4) Alignment control (recess depth 5 mm)
Weight
d
[mm]
995
995
1,070
L1 4)
[mm]
495
495
530
L2 3)
[mm]
285
285
285
1)
2)
[kg]
381
381
464
[kg]
465
465
556
18
19
20
21
22
23
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PIPING DESIGN
01
02
17.1
03
The external piping systems are to be installed and connected to the engine by the shipyard.
Piping systems are to be designed so as to keep the pressure losses at a reasonable level. To
achieve this at justilable costs, it is recommended to keep mow rates as indicated below (see chapter
19.2).
Nevertheless, depending on specilc conditions of piping systems, it may be necessary to adopt even lower
mow rates.
04
05
06
Pipe dimensions
ATTENTION:
Generally it is not recommended to adopt higher mow rates.
07
08
17.2
09
Flow velocities in pipes
10
Fresh water (cooling water)
Lube oil
Sea water
Diesel fuel oil
11
12
13
Heavy fuel oil
14
Exhaust gas
Recommended mow rates [m/s]
Suction side
Delivery side
Kind of system
1.5 - 3.0
1.5 - 3.0
Closed
0.5 - 1.0
1.5 - 2.5
Open
1.0 - 1.5
1.5 - 2.5
Open
0.5 - 1.0
1.5 - 2.5
Open
Open / closed
0.3 - 0.8
1.0 - 1.5
pressurized system
20 - 40
Open
15
17.3
16
17
Trace heating
Trace heating is highly recommended for all pipes carrying HFO or leak oil. For detailed explanation see
fuel oil diagrams, showing the trace heated pipes marked as
18
19
17.4
20
All pipes with a surface temperature > 60 °C should be insulated to avoid risk of physical injury. This
applies especially to exhaust gas piping.
To avoid thermal loss, all trace heated pipes should be insulated.
Additionally, lube oil circulating pipes, the piping between engine and lube oil separator as well as the
cooling water pipes between engine and preheater set should be insulated.
21
22
Insulation
23
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PIPING DESIGN
01
17.5
02
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 engine in relation to the
external piping system.
03
The shipyard‘s pipe system must be exactly arranged so that the manges or screw connections lt
without lateral or angular offset. It is recommended to adjust the lnal position of the pipe connections
after engine alignment is completed.
05
It is important to support as close as possible to the mex connection and stronger than normal. The pipes
outside the mexible connection must be well lxed and clamped to prevent from vibrations, which could
damage the mexible connections.
07
04
06
08
09
Installation of steel compensators
10
Steel compensators can compensate movements in line and transversal to their center line. They are not
suitable for compensating twisting movements. Compensators are very stiff against torsion.
11
It is very important that all steel compensators are not allowed to be installed on resilient mounted engines in vertical direction.
12
13
14
Z
Flat gasket
Mounting space
15
Counter flange
Z
16
17
140 ± 5
18
19
20
Steel sheet washer
Fig. 17-1 Rubber expansion joint
Fig. 17-2 Rubber expansion joint, detail Z
21
22
23
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ENGINE ROOM LAYOUT
01
18.1
02
Genset center distances
03
04
05
06
07
08
09
10
11
12
13
14
15
16
A
17
Fig. 18-1 Center distance of twin-engine plants
18
Type
19
6/8/9 M 32 E
20
Dimensions [mm]
A
3,000
21
22
23
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ENGINE ROOM LAYOUT
01
02
18.2
Space requirement for maintenance
18.2.1
Removal of charge air cooler and turbocharger cartridge
03
04
1,108 *
05
06
07
08
500
09
693
10
kg
1,452
495
11
12
800
02
1,2
13
14
*) Removal of cartridge (333 kg) must be carried out
after removal of air llter silencer and compressor
15
outlet casing (227 kg).
charge air cooler and turbocharger cartridge
Type
1,968
Weight
Weight
charge air cooler turbocharger cartridge
E
F
[kg]
[kg]
1,160 850
400
360
1,180 1,640
948
815
Dimensions [mm]
A
B
6 M 32 E 1,413 1,980
8/9 M 32 E 1,625 2,015
C
676
870
D
520
720
16
1,566
Fig. 18-2 Space requirement for dismantling of
17
18
19
20
Charge air cooler cleaning
21
Cleaning is carried out with charge air cooler dismantled. A container to receive the cooler and cleaning
liquid is to be supplied by the yard. Intensive cleaning is achieved by using ultra sonic vibrators.
22
23
Turbocharger dismantling
Removal of cartridge must be carried out with compressor delivery casing after removal of air llter silencer.
Page 133 / M 32 E Generator Set / 06.2014
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ENGINE ROOM LAYOUT
01
02
18.2.2
Removal of piston and cylinder liner
03
Normal height for removal
04
05
Recuced height for removal
2,860 **
2,750
3,400
08
3,040
07
3,515 *
06
09
10
Centerline of crankshaft
Centerline of crankshaft
Centerline of crankshaft
11
Weight: 300 kg
12
Weight: 300 kg
Weight: 200 kg
* Removal in longitudinal direction
of engine
** Removal in cross direction of engine
13
Fig. 18-3 Removal of piston and cylinder liner
14
15
16
17
18
19
20
21
22
23
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PAINTING, PRESERVATION
01
19.1
Inside preservation
19.1.1
Factory standard N 576-3.3 – Inside preservation
02
03
04
Components
05
• Main running gear and internal mechanics
06
Application
07
• Max. 2 years
08
NOTE:
Inside preservation does not have to be removed when the engine is commissioned.
09
10
19.2
11
Outside preservation
12
19.2.1
Factory standard N 576-3.2 – Outside preservation VCI 368
13
Conditions
14
• Europe and overseas
• Sea and land transportation
• Storage in the open, protected from moisture max. 2 years with additional VCI packaging
15
Appearance of the engine
17
• Castings with red oxide antirust paint
• Pipes and machined surfaces left as bare metal
• Attached components with colours of the manufacturers
18
NOTE:
Outside preservation must be removed before commissioning of the engines.
Environmentally compatible disposal is to be ensured.
Durability and effect depend on proper packaging, transportation, and storage (i.e. protected from moisture, stored at a dry place and suflciently ventilated). Inspections are to be carried out at regular intervals.
16
19
20
21
22
23
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PAINTING, PRESERVATION
01
02
19.2.2
03
Conditions
04
• Europe
• Roofed land transportation
• Storage in a dry and tempered atmosphere, protected from moisture max. 1 year with additional VCI
packaging
05
06
Factory standard N 576-4.1 – Clear varnish
NOTE:
Clear varnish is not permissible for sea transportation of engine and storage of engines in the open, even if
they are covered with tarpaulin.
07
08
09
Appearance of the engine
10
•
•
•
•
•
11
12
13
Castings with red oxide antirust paint
Pipes and machined surfaces left as bare metal
Attached components with colours of the manufacturers
Surfaces sealed with clear varnish
Bare metal surfaces provided with VCI 368 preservation
NOTE:
VCI packaging as per factory standard N 576-5.2 is generally required!
Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be
protected from moisture, VCI llm not ripped or destroyed).
Inspections are to be carried out at regular intervals.
If the above requirements are not met, all warranty claims in connection with corrosion damage shall be
excluded.
14
15
16
17
18
19
20
21
22
23
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PAINTING, PRESERVATION
01
19.2.3
02
Factory standard N 576-4.3 – Painting
Conditions
03
•
•
•
•
•
04
Europe and overseas
Sea and land transportation
Short-term storage in the open, protected from moisture up to max. 4 weeks
Longer than 4 weeks VCI packaging as per factory standard N 576-5.2 is required
Max. 2 years with additional VCI packaging
05
06
07
Appearance of the engine
08
• Surfaces mostly painted with varnish
• Bare metal surfaces provided with VCI 368 preservation
09
NOTE:
Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be
protected from moisture, VCI llm not ripped or destroyed).
Inspections are to be carried out at regular intervals.
10
11
12
19.2.4
13
Factory standard N 576-5.2 – VCI packaging
14
Conditions
• Engines with outside preservation VCI 368 as per factory standard N 576-3.2
• Engines with clear varnish as per factory standard N 576-4.1
NOTE:
These engines are always to be delivered with VCI packaging!
Nevertheless, they are not suitable for storage in the open!
• Engine or engine generator sets with painting as per factory standard N 576-4.3
• Europe and overseas
• Storage in the open, protected from moisture
NOTE:
Durability and effect depend on proper packaging, transportation, and storage (i.e. the engine is to be
protected from moisture, VCI llm not ripped or destroyed).
Inspections are to be carried out at regular intervals.
15
16
17
18
19
20
21
22
23
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PAINTING, PRESERVATION
01
02
Apperance of the engine
03
• Bare metal surfaces provided with VCI 368 or VCI oil
• VCI impregnated mexible PU foam mats attached to the engine using tie wraps.
Kind and scope depending on engine type.
The attached mats should not come into contact with the painted surface.
• Cover the engine completely with air cushion llm VCI 126 LP. Air cushions are to face inwards! The air
cushion llm 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 llm between engine and transport
frame is to be folded back upwards before fastening the air cushion llm.
04
05
06
07
08
ATTENTION:
The corrosion protection is only effective if the engine is completely wrapped in VCI llm. The protective
space thus formed around the component can be openend for a short time by slitting the llm, but afterwards it must be closed again with adhesive tape.
09
10
11
12
19.2.5 Factory standard N 576-5.2 Suppl. 1 – Information panel for VCI preservation and
inspection
13
An information panel for VCI preservation and inspection will be supplied.
14
Application
15
• Engines with VCI packaging as per factory standard N 576-5.2
16
Description
17
• This panel provides information on initial preservation and instructions for inspection.
• Arranged on the transport frame on each side so as to be easily visible.
18
19
20
21
22
23
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PAINTING, PRESERVATION
01
19.3
Factory standard N 576-6-1 – Protection period, check, and represervation
19.3.1
Protection period
02
03
04
There will only be an effective corrosion protection of the engine if the delnitions and required work
according to factory standard N 576-6.1 are duly complied with.
Normally, the applied corrosion protection is effective for a period of max. 2 years, if the engine or engine
generator set is protected from moisture.
After two years represervation must be carried out.
However, depending on the execution of the preservation or local conditions shorter periods may be
recommended.
19.3.2
05
06
07
08
09
Protection check
10
Every 3 month specilc inspections of the engine or engine generator set are to be carried out at delned
inspection points.
Any corrosion and existing condensation water are to be removed immediately.
11
12
19.3.3
Represervation as per factory standard N 576-6.1
13
After 2 years represervation must be carried out.
14
15
16
17
18
19
20
21
22
23
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TRANSPORT, DIMENSIONS AND WEIGHTS
01
02
20.1
03
For the purpose of transport the genset is equipped with a lifting device, which shall remain the property
of Caterpillar Motoren. It has to be returned in usable condition free of charge.
04
Lifting of engines
6 Cyl. Genset
05
4,400
06
6,200
07
08
09
ATTENTION! When lifting up genset minimize inclination by adjusting of the lifting device.
10
Weight: 6 Cyl. Generator Set max. 140 t, lifting device ca. 7 t
11
8 Cyl. Genset
12
4,375
13
6,175
14
15
16
ATTENTION! When lifting up genset minimize inclination by adjusting of the lifting device.
17
Weight: 8 Cyl. Generator Set max. 140 t, lifting device ca. 7 t
18
9 Cyl. Genset
19
6,175
4,375
20
21
22
23
ATTENTION! When lifting up genset minimize inclination by adjusting of the lifting device.
Weight: 9 Cyl. Generator Set max. 140 t, lifting device ca. 7 t
Fig. 20-1 Transport of engine
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TRANSPORT, DIMENSIONS AND WEIGHTS
01
20.2
02
Dimensions of main components
03
ø 410
870
182
04
05
ø 378
07
08
922
397
289
06
846
09
254
10
528
440
11
12
13
ø 42
Fig. 20-2 Cylinder head, weight 315 kg
Fig. 20-3 Cylinder liner, weight 246 kg
14
15
153
ø 320
16
17
320
18
19
500
1,360.8
ø105
20
646.9
21
22
23
496
Fig. 20-4 Connecting rod, weight 224 kg
120
Fig. 20-5 Piston, weight 150 kg
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STANDARD ACCEPTANCE TEST RUN
01
02
Standard acceptance test run
03
The acceptance test run is carried out on the testing bed with customary equipment and auxiliaries using
exclusively MDO and under the respective ambient conditions of the testing bed. 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 according to the rules of the classilcation societies.
04
05
06
Load [%]
50
85
100
110
07
08
09
Duration [min]
30
30
60
30
The load stages above can vary according to the requirements of the classilcation societies.
10
After reaching steady state conditions of pressures and temperatures these will be recorded and registered according to the form sheet of the acceptance test certilcate:
11
Additional functional tests
12
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 demection (cold/warm condition)
13
14
15
16
After the acceptance, main running gear, camshaft drive and timing gear train will be inspected through
the opened covers.
Individual inspection of special engine components such as piston or bearings is not intended, because
such inspections are carried out by the classilcation societies at intervals on series engines.
17
18
19
20
21
22
23
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ENGINE PARTS
01
22.1
02
Required spare parts (Marine Classilcation Society MCS)
Classilcation societies
Rules references
Status
Parts
Main bearing
Thrust washer
Cylinder liner, complete
Cylinder head, complete
Cylinder head, only with valves (w/o injection valve)
Set of gaskets for one cylinder head
Set bolts and nuts for cylinder head
Set of exhaust valves for one cylinder head
Set of intake valves for one cylinder head
Starting air valve, complete
Relief valve, complete
Injection valve, complete
Set of injection valves, complete, for one engine
Set of conrod top & bottom bearing for one cylinder
Piston, complete
Piston, without piston pin + piston rings
Connecting rod
Big end bearing
Gudgeon pin with bushing for one cylinder
Set of piston rings
Fuel injection pump
Fuel injection piping
Set of gaskets and packing for one cylinder
Exhaust compensators between cylinders
Turbocharger rotor, complete
Set of gear wheels
Only for electronic speed setting
Pick up for electronic speed setting
Only if oil mist detector is provided
Sintered bronze llter (for crankcase monitor)
* Recommendation only
GL
Pt. 1,
Ch. 17
2011
RS
Pt. 7, Ch.
10
2011
KR
Pt. 5,
Ch. 1
2011
CCS
Ch. 15,
Sec. 1&2
2011
03
1
1
1
1
–
–
1/2
1
1
1
1
–
1
1
1
–
1
–
1
1
1
1
1
1
–
–
1
1
1
1
–
–
1/2
(2)*
(1)*
1
1
–
1
1
1
–
1
–
1
1
1
1
1
–
(1)*
–
1
1
1
1
–
–
1/2
2
1
1
1
–
1
1
1
–
1
–
1
1
1
1
1
1
–
–
1
1
1
1
–
–
1/2
2
1
1
1
–
1
1
1
–
1
–
1
1
1
1
1
1
–
–
06
–
–
–
–
20
–
–
–
–
21
04
05
07
08
09
10
11
12
13
14
15
16
17
18
19
22
23
Page 143 / M 32 E Generator Set / 06.2014
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ENGINE PARTS
01
22.2
02
Recommended spare parts
03
Classilcation societies
04
Rules references
05
Status
Parts
Main bearing
Thrust washer
Cylinder liner, complete
Cylinder head, complete
Cylinder head, only with valves (w/o injection valve)
Set of gaskets for one cylinder head
Set bolts and nuts for cylinder head
Set of exhaust valves for one cylinder head
Set of intake valves for one cylinder head
Starting air valve, complete
Relief valve, complete
Injection valve, complete
Set of injection valves, complete, for one engine
Set of conrod top & bottom bearing for one cylinder
Piston, complete
Piston, without piston pin + piston rings
Connecting rod
Big end bearing
Gudgeon pin with bushing for one cylinder
Set of piston rings
Fuel injection pump
Fuel injection piping
Set of gaskets and packing for one cylinder
Exhaust compensators between cylinders
Turbocharger rotor, complete
Set of gear wheels
Only for electronic speed setting
Pick up for electronic speed setting
Only if oil mist detector is provided
Sintered bronze llter (for crankcase monitor)
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
ABS
Pt. 4,
Ch. 2
Sec. 1
2011
DNV
Pt. 4,
Ch. 1,
Sec. 5
2011
LR
Pt. 5,
Ch. 16,
Sec. 1
2011
BV **
Pt. A,
Ch. 1,
Sec. 1
2011
RINA **
Pt. A,
Ch. 1,
Sec. 1
2011
1
1
1
1
–
–
1/2
1
1
1
1
–
1
1
1
–
1
–
1
1
1
1
1
1
–
1
1
1
1
1
–
–
1/2
2
1
1
1
–
1
1
1
–
1
–
1
1
1
1
1
–
–
–
1
1
1
1
–
–
1/2
2
1
1
1
–
1
1
1
–
1
–
1
1
1
1
1
1
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
* Recommendation only / ** Owner‘s responsibility
Page 144 / M 32 E Generator Set / 06.2014
MAK_M32E_Genset_Inh.indd 144
24.06.14 10:39
ENGINE PARTS
01
02
Caterpillar recommendation
Rules references
Status
Parts
Main bearing
Thrust washer
Cylinder liner, complete
Cylinder head, complete
Cylinder head, only with valves (w/o injection valve)
Set of gaskets for one cylinder head
Set bolts and nuts for cylinder head
Set of exhaust valves for one cylinder head
Set of intake valves for one cylinder head
Starting air valve, complete
Relief valve, complete
Injection valve, complete
Set of injection valves, complete, for one engine
Set of conrod top & bottom bearing for one cylinder
Piston, complete
Piston, without piston pin + piston rings
Connecting rod
Big end bearing
Gudgeon pin with bushing for one cylinder
Set of piston rings
Fuel injection pump
Fuel injection piping
Set of gaskets and packing for one cylinder
Exhaust compensators between cylinders
Turbocharger rotor, complete
Set of gear wheels
Only for electronic speed setting
Pick up for electronic speed setting
Only if oil mist detector is provided
Sintered bronze llter (for crankcase monitor)
Caterpillar
03
2011
04
05
1
–
1
–
1
1
1/2
–
–
–
–
1
–
–
–
1
–
1
–
1
1
1
–
1
–
–
06
07
08
09
10
11
12
13
14
15
16
17
18
19
1
20
1
21
22
* Recommendation only
23
Page 145 / M 32 E Generator Set / 06.2014
MAK_M32E_Genset_Inh.indd 145
24.06.14 10:39
CATERPILLAR MARINE
01
23.1
02
Scope, systems design & engineering of D/E propulsion
03
04
Caterpillar Marine
05
06
07
Diesel generator set
Electric motor
Propeller, thruster
08
09
Switch
board
10
11
Power
mgmt.
system
12
13
Communication system
14
Transformer
Frequency.
conv.
Thruster
controls
Motor
controls
Dynamic
Navigation system
positioning
Ship automation, safety and monitoring system
Bridge consoles and control stations
15
Fig. 23-1 D/E application
16
17
18
19
20
21
22
23
Page 146 / M 32 E Generator Set / 06.2014
MAK_M32E_Genset_Inh.indd 146
24.06.14 10:39
CATERPILLAR MARINE
01
23.2
02
Scope, systems design & engineering of D/M propulsion
03
04
Caterpillar Marine
Exhaust gas
treatment
Waste heat
recovery
Propeller /
thruster
Gearbox
05
06
Diesel gensets
Coupling
07
Propulsion
engine
08
09
1
10
11
12
1
Propeller / thruster controls
13
Power management system
Communication system
Navigation system
14
15
Ship automation, safety and monitoring system
16
Bridge consoles and control stations
17
Fig. 23-2 D/M application
18
19
20
21
22
23
Page 147 / M 32 E Generator Set / 06.2014
MAK_M32E_Genset_Inh.indd 147
24.06.14 10:39
CATERPILLAR MARINE
01
02
23.3
03
The following levels of integration, including the listed components are available through Caterpillar
Marine:
04
Levels of integration
1.) Exhaust gas system – please refer to chapter 10.
2.) Mechanical propulsion system, consisting of:
• Diesel engines – engines and related auxiliary systems
• Drive lines – gearboxes, propellers, thrusters
• Auxiliary diesel generator sets – engines, generators, baseframes, engine related auxiliary systems
3.) Electrical propulsion systems, consisting of:
• Main diesel generator sets – engines, generators, baseframes, engine related auxiliary systems
• Electric-mechanical propulsion – electric motors, shafts, gearboxes, propellers, thrusters
• Electric propulsion switchboard – drives (switchgears, inverter units, transformers)
• Electric board net switchboard – main and auxiliary switchboard low voltage consumer
(transformer)
• Power management system – dynamic control of electric propulsion and electric network
• Dynamic positioning system – DP operator station, DP control unit, thruster balancing and alloca
tion algorithm
• Navigation system – radar, compass, autopilot
• Control consols – bridge consols, wing consols, engine control room controls
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Page 148 / M 32 E Generator Set / 06.2014
MAK_M32E_Genset_Inh.indd 148
24.06.14 10:39
CATERPILLAR MARINE
01
23.4
02
Caterpillar Propulsion
Performance You Can Rely On
03
Caterpillar Propulsion supplies complete,
world-leading propulsion systems.
04
05
Custom-designed and optimized for uptime
and cost-effective operations, our top-of-the-line
controllable pitch propellers, thrusters, gearboxes,
control systems, and hubs are all manufactured
at our state-of-the-art production facilities
in Sweden and Singapore.
06
07
08
Fig. 24-3 Main propeller
09
We are experts in innovative hydrodynamics
to ensure heavy-duty, reliable performance for our customers.
10
How we deliver uptime
11
Our guiding principle is to deliver maximum uptime for our customers’ peace-of-mind and proltability.
12
For us, this means using more material to ensure our propulsion systems are built to last even in the most
extreme conditions. And with extreme attention to detail, we study your vessel’s design, the waters it
travels, the job at hand – anything and everything that affects the hydrodynamics.
13
Using all our expertise, we’re not lnished until the system is as optimized and reliable as possible.
Please visit us at catpropulsion.com.
15
14
16
17
18
19
20
21
22
Fig. 24-4 Azimuth thrusters
Fig. 24-5 Tunnel thrusters
Fig. 24-6 Remote control system
23
Page 149 / M 32 E Generator Set / 06.2014
MAK_M32E_Genset_Inh.indd 149
24.06.14 10:39
The Cat® and MaK™ brands of Caterpillar Marine offer premier high- and medium-speed propulsion, auxiliary, and generator
set solutions, as well as optional dual fuel, diesel-electric, and hybrid system configurations. With the launch of Caterpillar
Propulsion our comprehensive and evolving product line gives customers one source for the most extensive engine power range
available, complete propulsion systems, controllable pitch propellers, transverse and azimuth thrusters, and controls. Cat and
MaK products and technologies are proven reliable and are built to last in all marine applications, demonstrating superior
productivity and the lowest lifecycle cost.
The Cat Global Dealer Network, more than 2,200 global service locations strong, ensures that you'll have local expertise, highlytrained technicians, rapid parts delivery, and the proper equipment and services to keep you working – anytime, anywhere.
M 32 E Project Guide • Generator Set
The Power You Need.
M 32 E
PROJECT GUIDE / GENERATOR SET
Construction, term, or repower financing through Cat Financial helps you make Cat and MaK power a reality. With our
knowledge of customer needs, local markets, and legal and regulatory requirements, we've been providing tailored financing
solutions and exceeding expectations since our start in 1986.
For more information and to find your local dealer, please visit our website: MARINE.CAT.COM
Visit Cat Financial at: CatPowerFinance.com
Caterpillar Marine
Europe, Africa, Middle East
Americas
Asia Pacific
Caterpillar Marine
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:
Telefax.
Phone:
Telefax:
Phone:
Telefax:
Phone:
Telefax:
+49 40 2380-3000
+49 40 2380-3535
For more information please visit our website:
MARINE.CAT.COM
+1 954 885 3200
+1 954 885 3131
Subject to change without notice.
Leaflet No. 264 · 06.14 · e · L+S · VM3
LEBM0031-00
+86 21 6226 2200
+86 21 6226 4500
+65 68287-600
+65 68287-625
© 2014 Caterpillar All Rights Reserved. Printed in Germany.
CAT, CATERPILLAR, their respective logos, MaK, "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.
Caterpillar Marine is committed to sustainability. This document is printed on PEFC certificated
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