©2014 Caterpillar® All rights reserved.

C175 PETROLEUM OFFSHORE PROJECT GUIDE

©2014 Caterpillar All Rights Reserved.

Introduction ......................................................................... 1

Generator Set Selection ............................................................................. 1

Emergency Generator Set Ratings ............................................................... 1

Drilling Generator Set Ratings ..................................................................... 1

Basic C175 Diesel Engine Design .......................................... 1

C175 Diesel Generator Set Scope of Supply ......................... 2

Generators ........................................................................... 6

Technical Data ...................................................................... 9

C175-16 Offshore Generator Set - 1200 rpm (1833 ekW 60 Hz) .................... 9

C175-16 Offshore Generator Set - 1500 rpm (2300 ekW 50 Hz) .................. 16

Lubricating Oil System ........................................................ 20

General .................................................................................................. 20

Pre-lubrication ......................................................................................... 22

Post-lubrication ....................................................................................... 22

Oil Requirements ..................................................................................... 22

Oil Change Interval .................................................................................. 22

Centrifugal Oil Filters ............................................................................... 23

Oil Mist Detection System ........................................................................ 23

Customer Piping Connections ................................................................... 24

Crankcase Ventilation System ............................................. 25

Crankcase Emissions ............................................................................... 25

Crankcase Fumes Disposal ....................................................................... 25




Fuel System ....................................................................... 26

General .................................................................................................. 26

External Fuel System Design Considerations ............................................... 27

Miscellaneous Fuel System Considerations ................................................. 28

Fuel Recommendations ............................................................................ 28


Cooling System .................................................................. 29

General .................................................................................................. 29

Capacities .............................................................................................. 29

Internal Cooling System ........................................................................... 29

External Cooling System .......................................................................... 29

External Cooling System Design Considerations .......................................... 30

Cooling Water Requirements ..................................................................... 32


Starting System ................................................................. 33

General .................................................................................................. 33

Internal Starting Air System ...................................................................... 33

External Starting Air System Design Considerations ..................................... 33

Engine Piping Connections ........................................................................ 33

Combustion Air System ...................................................... 34

General .................................................................................................. 34

Combustion Air System Design Considerations ........................................... 34

Engine Room Ventilation ..................................................... 36

General .................................................................................................. 36

Sizing Considerations ............................................................................... 36

Engine Room Temperature ........................................................................ 37

Ventilation Fans ...................................................................................... 39

Exhaust Fans .......................................................................................... 40



Routing Considerations ............................................................................ 41

Exhaust System .................................................................. 46

General .................................................................................................. 46

Exhaust System Design Considerations ...................................................... 46

Generator Set Control and Protection ................................. 48

Instrumentation ....................................................................................... 56

Marine Power Display 3.0 (MPD 3.0) Panel ................................................ 56

Cat Alarm and Protection System .............................................................. 59

Sensor Information .................................................................................. 67

Wiring Schematics ................................................................................... 93

Packaged Genset Foundation and Mounting ........................ 94

Mounting ................................................................................................ 94

Foundation Design ................................................................................... 94

General Arrangement Drawings .......................................... 94

C175-16 1200 rpm Electric Drilling Module ................................................ 95

C175-16 1500 rpm STD PROD/AUX ST Module ....................................... 103

Sample C175-16 1200 rpm Drilling Package with I-Beam Base and Free-

Standing Generator ................................................................................ 111

Petroleum C175-16 P and ID Drawings .................................................... 120

Miscellaneous .................................................................. 125

C175 Witness Test Description ............................................................... 125

Maintenance Interval Schedule ................................................................ 127

Reference Material ........................................................... 129

Project Checklist .............................................................. 131

Environmental / Site Conditions ............................................................... 131

Air Intake System .................................................................................. 132



Engine Cooling System .......................................................................... 133

Generator Cooling ................................................................................. 134

Starting System .................................................................................... 135

Exhaust System .................................................................................... 136

Fuel System .......................................................................................... 137

Engine Lubrication System ...................................................................... 138

Generator Lubrication ............................................................................. 139

Mounting .............................................................................................. 140

Control / Monitoring System ................................................................... 141

Engine Room Ventilation System ............................................................. 142

Crankcase Ventilation ............................................................................ 143

Generator Requirements ......................................................................... 144

Special Testing ..................................................................................... 145

Documentation ..................................................................................... 145

Spare Parts / Special Tools ..................................................................... 146

Lifting .................................................................................................. 146

Training ................................................................................................ 147

Signatures ............................................................................................ 147

Information contained in this publication may be considered confidential.

Discretion is recommended when distributing. Materials and specifications are

subject to change without notice.

The information in this document is the property of Caterpillar Inc. and/or its

subsidiaries. Without written permission, any copying, transmission to others, and

any use except that for which it is loaned is prohibited.

CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow,” the “Power

Edge” trade dress as well as corporate and product identity used herein, are

trademarks of Caterpillar and may not be used without permission.


©2014 Caterpillar All Rights Reserved. 1

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Introduction

Generator Set Selection

The use of Cat® generator sets for petroleum offshore power generation

applications requires specific considerations for selection and installation to ensure

dependable performance and a long, trouble-free life. Consult the local Cat dealer to

ensure the appropriate generator set is selected to meet the specific application

requirements.

Emergency Generator Set Ratings

Caterpillar offers a Maximum Continuous Rating (MCR) certified C175 prime

power generator set for offshore electric drilling and production applications. This a

continuous rating designed as prime power with 10% overload, 60% to 70% load

factor, and in accordance with ISO8528.

Drilling Generator Set Ratings

Caterpillar offers MCR following reference conditions according to International

Association of Classification Societies (IACS) for main and auxiliary engines. An

Overload of 10% is permitted for one hour within 12 hours of operation.

For applications outside of those mentioned above, a site load requirement and

number of operating hours should be reviewed with a Cat dealer to determine the

best product and rating fit.

Basic C175 Diesel Engine Design

The C175 Drilling Generator Set for offshore platform applications is a modern,

highly efficient, non-current EPA Marine Tier 2, IMO II certified generator set. C175

generator sets for offshore petroleum applications feature four-stroke diesel internal

combustion engines, non-reversible, rated at 1200 or 1500 rpm. C175 generator

sets are intended for use in 60 or 50 Hz electric power generation for offshore

platforms.



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C175 Diesel Generator Set Scope of Supply

The C175 petroleum generator set for can be configured to meet the end-user’s

needs for a specific application. This section is a summary of the base

configuration and optional attachments available through Caterpillar.

Air Inlet System

o Standard

Dual turbochargers

Corrosion-resistant aftercooler core

Air cleaners – Single or dual element

o Optional

Air cleaner service indicator

Exhaust System

o Standard

Dry exhaust manifolds with thermo-laminated heat shields

Dual turbochargers with water-cooled bearings and thermo-

laminated heat shields

Vertical exhaust outlet

Flange and exhaust expanders

358 to 406 mm (14 to 16 in) or

358 to 460 mm (14 to 18 in) or

358 to 508 mm (14 to 20 in)

Cooling System

o Standard

Two stage jacket water (JW)/SCAC charge air cooling system

Jacket water high temperature circuit for engine cooling

Gear-driven centrifugal pumps, one for each circuit

SCAC electronic thermostat, outlet-controlled with aftercooler

inlet temperature sensing

(JW and SCAC) Outlet regulated, inlet controlled

Engine oil cooler in JW circuit

o Optional

9 kW, 240V, 60 Hz jacket water heater

Custom jacket water heater



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Fuel System

o Standard

Cat common rail high-pressure fuel system with electronically-

controlled unit injectors

Duplex primary fuel filter with water separator

Simplex secondary and tertiary fuel filters

Electric fuel priming pump

Gear-driven fuel transfer pump

Gear-driven high pressure fuel pump

Double-walled high pressure fuel lines

Fuel pressure, temperature, and leak detection sensors

o Optional

Duplex primary fuel filters with water separators and electronic

sensors

Lubrication System

o Standard

Engine-driven gear-type oil pump

Integral lube oil cooler

Front-mounted oil drain lines and valve

Oil sampling valve

Crankcase oil filler

Deep sump pan

Oil gauge - 15° static/22° dynamic tilt, 1000 hour oil change

interval

Filler and dipstick

Four canister simplex oil filter

Prelube pump - Electric, air, or custom

Fumes disposal with crankcase breathers

Crankcase explosion relief valves

o Optional

Four canister duplex oil filter

Oil gauge - 25º static tilt capability, 500 hr oil change interval

Centrifugal oil filter-package mounted

Valve cover oil filler



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Engine Control and Protection

o Standard

Cat ADEM™ A4 engine control unit (ECU)

Dual engine control module (ECM) and sensors provide

redundancy

Software monitors engine parameters and performs alarm,

derate, and shutdown functions

Rigid wiring harness

Marine Power Display 3.0 (MPD 3.0)

o Optional

Cat Alarm and Protection System

Communication module PL1000T/E

Direct-rack control

Thermocouples

Metal particle detector

Spray shielding

Oil mist detection system

Air shut-offs, electrically controlled-hydraulically actuated

Mounting

o Standard

Inner-outer base with vibration isolators (60 Hz Only)

o Optional

Custom I-beam base with vibration isolators

Generator

o Standard

Kato brushless permanent magnet 6P6.6-3200 HR (60 Hz Only)

2 bearing, close-coupled arrangement

60 Hz, 600V, 0.7 PF

50 Hz, 690V, 0.8 PF

UL/CSA listed, IP23

o Optional

Custom generator (60 Hz and 50 Hz)

Flywheel and Coupling

o Standard

Flywheel housing, SAE No. 23

Flywheel, SAE No. 00

ABS certified, non-certified, or custom coupling and coupling

mounting



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Starting System

o Standard

Turbine air starter or

Air and electric starting motors (redundant) or

Dual electric starting motors (available with oil mist detection

system)

General

o Standard

Power distribution box – 24V or custom

20A battery charger

Cat yellow paint

o Optional

TVA report

Special tests

Project-specific installation drawings

P and ID-electrical drawings

Spare parts kit

Barring group

Engine lifting group



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Generators

The C175 generator set (60Hz, 1200 rpm) for petroleum offshore applications is

available as a standard configuration that can also be customized to meet specific

requirements. The standard configuration offering is packaged with a close-coupled

two-bearing Kato generator. ABS certification for the generator/coupling and MCS

engine certifications are available and optional. Custom configurations are available

that include a wide range of generators, bases, and close-coupled or free-standing

arrangements. Custom generators are matched to the engine output to provide the

customer maximum electrical output and meet marine classification requirements

for the application. Generator specifications and generator testing requirements

need to be reviewed with a Cat dealer during the pre-sale phase of the project and

established prior to order placement. Options to be considered should include sub-

transient reactance required to meet the transient responses and type of current

transformers to be supplied for the project.

The generator data set below is applicable to the standard C175 generator set

package (60Hz, 1200 rpm). This data set is accurate at the time of publication and

is subject to change. Equivalent data sets for other generators are available in TMI.

Kato Drilling Generator

Specifications

Poles 6

Excitation PMG

Pitch 0.778

Connection Wye

Maximum Overspeed (60

seconds) 125%

Number of Bearings 2

Number of Leads 6

Number of Terminals 4

Ratings

Power 1833.3 ekW

kVa 2619

Pf 0.7

Voltage – L.L… 600 V

Voltage – L.N… 346 V

Current – L.L… 2520 A

Frequency 60 Hz

Speed 1200 rpm



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Exciter Armature Data at Full Load, 0.7 pf

Voltage 192.0 V

Current 102.0 A

Temperature and Insulation Data

Ambient Temperature 50°C (122°F)

Temperature Rise 90°C (194°F)

Insulation Class F

Insulation Resistance

(as shipped) 100 Megaohms (at 40°C)

Resistances

Base Impedance 0.137 ohms

Stator (at 25°C) 0.001 ohms

Field (at 25°C) 1.30 ohms

Zero Sequence R0 0.00 ohms

Positive Sequence R1 0.00 ohms

Short Circuit Ratio 0.68

Fault Currents

Instantaneous 3-Ø

Symmetrical Fault Current 12,001 amps

Instantaneous L-N


Instantaneous L-L


Efficiency and Heat Dissipation

(per NEMA and IEC at 95°C)

Load PU Kilowatts Efficiency Heat Rejection

0.25 458.3 90.9% 156,598 Btu/hr

0.5 916.7 94.3% 189,105 Btu/hr

0.75 1375.0 95.1% 241,795 Btu/hr

1.00 1833.3 94.8% 343,214 Btu/hr



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Time Constants

OC Transient - Direct Axis T’DO 2.955 sec.

SC Transient - Direct Axis T’D 0.557 sec.

OC Subtransient - Direct Axis T”DO 0.030 sec.

SC Subtransient - Direct Axis T”D 0.022 sec.

OC Subtransient - Quadrature Axis T”QO 0.015 sec.

SC Subtransient - Quadrature Axis T”Q 0.004 sec.

Armature SC TA 0.079 sec.

Reactances

Saturated Unsaturated

Per Unit Ohms Per Unit Ohms

Subtransient – Direct Axis X”D 0.210 0.0 0.250 0.0

Subtransient – Quadrature Axis X”Q 0.280 0.0 0.330 0.0

Transient – Direct Axis X’D 0.280 0.0 0.320 0.0

Transient – Quadrature X’Q 0.820 0.1 0.990 0.1

Synchronous – Direct Axis XD 1.470 0.2 1.780 0.2

Synchronous – Quadrature Axis XQ 0.820 0.1 0.990 0.1

Negative Sequence X2 0.250 0.0 0.290 0.0

Zero Sequence X0 0.090 0.0 0.110 0.0



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Technical Data

C175-16 Offshore Generator Set - 1200 rpm (1833 ekW 60 Hz)

The technical data in this section is accurate at the time of publication and

subject to change. For the most current technical data please consult your local Cat

dealer or reference the Technical Marketing Database (TMI).

Performance Number DM8825, Change Level 02

Sales Model: ..................................... C175-16

Engine Power: .............. 1,833 ekW (2,588 bhp)

Compression Ratio: ................................. 16.7

Application: ....................................... Oil Field

Rating Level: ...................... Pump/Drill - Electric

Pump Quantity: ............................................ 2

Fuel Type: ............................................ Diesel

Manifold Type: .......................................... Dry

Governor Type: ................................. ADEM™4

Electronics Type: ............................... ADEM™4

Camshaft Type: ................................ Standard

Ignition Type: ............................................. CI

Injector Type: ........................................... CR

Fuel Injector: ................................... 3492522

Ref Exh Stack Diameter (In): ..... 356 mm (14 in)

Oil Consumption: ..................... 0.18 g/bkW-hr)

Combustion: .............................................. DI

Engine Speed: ............................... 1,200 RPM

Aspiration: ................................................ TA

Aftercooler Type: ................ 2-Stage JW/SCAC

Aftercooler Temperature: ......... 48°C (118.4°F)

Jacket Water Temperature: ...... 99°C (210.2°F)

Turbo Configuration: ............................ Parallel

Turbo Quantity: ........................................... 2

Turbocharger Model: .... GTB6772BLN-48T-1.56

Certification Year: ................................... 2010

Crankcase

Blowby Rate: ......... 46.0 M3/Hr (1,624.3 Ft3/Hr)

Fuel Rate

(Rated RPM) No Load: ..... 36.0 L/Hr (9.5 Gal/Hr)

Piston Speed @ Rated

Engine Speed: ........ 8.8 M/Sec (1,732.3 Ft/Min)

General Performance Data - Metric Units

PERCENT

LOAD

ENGINE

POWER

BRAKE

MEAN

EFF

PRESS

(BMEP)

BRAKE SPEC FUEL

CONSUMPTION

(BSFC)

VOL FUEL

CONSUMPTION

(VFC)

INLET

MFLD

PRESS

INLET

MFLD

TEMP

EXH MFLD

TEMP

EXH

MFLD

PRESS

ENGINE

OUTLET

TEMP

% BKW kPa G/BKW-HR L/HR kPa DEG C DEG C kPa DEG C

100 1,930 2,280 205.0 471.6 286.8 54.0 587.4 199.3 417.8

90 1,737 2,052 208.2 431.1 266.8 53.7 571.7 182.9 412.6

80 1,544 1,824 210.9 388.1 239.9 53.4 556.0 164.4 406.8

75 1,448 1,710 211.4 364.8 222.7 53.1 548.3 152.2 404.1

70 1,351 1,596 212.8 342.7 205.6 53.0 542.2 139.9 403.1

60 1,158 1,368 216.7 299.2 170.3 52.7 530.7 115.2 402.4

50 965 1,140 220.2 253.3 131.5 52.3 515.0 91.2 398.6

40 772 912 226.2 208.2 95.9 52.1 490.5 71.5 386.4

30 579 684 238.8 164.8 66.9 51.9 452.9 55.7 359.4

25 482 570 249.9 143.7 55.0 51.8 429.3 49.2 340.4

20 386 456 267.4 123.0 44.5 51.6 400.5 43.2 314.1

10 193 228 359.8 82.8 28.3 51.3 331.3 33.6 246.9



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PERCENT

LOAD

ENGINE

POWER

COM-

PRESSOR

OUTLET

PRES

COM-

PRESSOR

OUTLET

TEMP

WET INLET

AIR VOL

FLOW

RATE

ENGINE

OUTLET

WET EXH

GAS VOL

FLOW

RATE

WET INLET

AIR MASS

FLOW

RATE

WET EXH

GAS MASS

FLOW

RATE

WET EXH

VOL FLOW

RATE (0

DEG C AND

101KPA)

DRY EXH

VOL FLOW

RATE (0

DEG C AND

101KPA)

% BKW KPA DEG C M3/Min M3/Min KG/HR KG/HR M3/Min M3/Min

100 1,930 286 211.4 173.3 410.3 11,949.4 12,345.3 162.2 151.9

90 1,737 266 200.0 165.4 387.9 11,367.8 11,728.2 154.5 145.1

80 1,544 241 185.8 154.5 357.2 10,598.3 10,923.4 143.5 135.0

75 1,448 224 176.7 147.3 338.1 10,074.2 10,379.8 136.4 128.4

70 1,351 207 166.9 140.1 319.1 9,549.1 9,835.5 128.9 121.4

60 1,158 172 147.2 125.0 281.4 8,444.2 8,693.9 113.8 107.3

50 965 133 127.5 107.0 239.8 7,209.1 7,421.6 97.5 92.0

40 772 97 105.8 90.7 198.6 6,083.9 6,258.6 82.2 77.7

30 579 68 84.2 77.6 161.9 5,174.5 5,312.8 69.9 66.4

25 482 56 74.3 72.3 145.3 4,800.7 4,921.3 64.7 61.6

20 386 45 66.4 67.4 129.5 4,473.1 4,576.3 60.2 57.6

10 193 29 53.0 59.8 101.1 3,972.0 4,041.5 53.1 51.3

Heat Rejection Data - Metric Units

PERCENT

LOAD

ENGINE

POWER

REJECTION

TO

JACKET

WATER

REJECTION

TO

ATMOS-

PHERE

REJECTION

TO EXH

EXHUAST

RECOVERY

TO 177°C

FROM

OIL

COOLER

FROM

2ND

STAGE

AFTER-

COOLER

WORK

ENERGY

LOW

HEAT

VALUE

ENERGY

HIGH

HEAT

VALUE

ENERGY

% BKW KW KW KW KW KW KW KW KW KW

100 1,930 1,010 156 1,646 871 250 194 1,930 4,702 5,009

90 1,737 918 152 1,523 807 229 178 1,737 4,298 4,578

80 1,544 816 147 1,390 732 206 157 1,544 3,869 4,121

75 1,448 758 145 1,314 687 194 144 1,448 3,637 3,874

70 1,351 704 143 1,243 648 182 132 1,351 3,413 3,635

60 1,158 601 141 1,101 571 159 110 1,158 2,976 3,170

50 965 507 137 993 479 135 90.5 965 2,538 2,703

40 772 417 132 744 381 111 74.8 772 2,092 2,228

30 579 334 125 584 280 87.5 62.3 579 1,643 1,750

25 482 294 121 526 231 76.3 57.3 482 1,433 1,527

20 386 256 117 464 180 65.9 53.6 386 1,238 1,319

10 193 184 108 301 80.0 43.8 47.8 193 822 875

Pump power is included in Heat Rejection Balance, but is not shown.

Altitude Derate Data – Metric Units

Altitude Corrected Power Capability (BKW)

ALTITUDE

(M)

AMBIENT OPERATING TEMPERATURE (°C)

10 15 20 25 30 35 40 45 50 NORMAL

0 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930

250 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930

500 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930

750 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930

1,000 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930

1,250 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930

1,500 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930

1,750 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,927 1,930

2,000 1,930 1,930 1,930 1,930 1,930 1,930 1,930 1,913 1,882 1,930

2,250 1,930 1,930 1,930 1,925 1,917 1,905 1,878 1,861 1,829 1,930

2,500 1,883 1,883 1,883 1,870 1,858 1,845 1,826 1,801 1,769 1,883

2,750 1,824 1,824 1,824 1,812 1,805 1,786 1,767 1,742 1,710 1,824

3,000 1,767 1,767 1,767 1,755 1,748 1,729 1,714 1,697 1,665 1,767

3,250 1,719 1,719 1,712 1,704 1,693 1,674 1,661 1,648 1,619 1,719

3,500 1,678 1,677 1,659 1,658 1,639 1,621 1,608 1,595 1,569 1,678

3,750 1,638 1,633 1,619 1,610 1,597 1,585 1,571 1,552 1,527 1,638

4,000 1,595 1,592 1,578 1,567 1,559 1,547 1,534 1,514 1,493 1,595



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Altitude Corrected Power Capability (BKW)

ALTITUDE

(M)

AMBIENT OPERATING TEMPERATURE (°C)

10 15 20 25 30 35 40 45 50 NORMAL

4,250 1,554 1,553 1,538 1,528 1,522 1,506 1,496 1,477 1,461 1,554

4,500 1,524 1,521 1,509 1,495 1,483 1,468 1,457 1,444 1,419 1,524

Altitude derate data is based on the assumption of a 20 degrees Celsius (36 degrees Fahrenheit) difference between

ambient operating temperature and engine inlet manifold temperature (IMAT). Ambient operating temperature is defined as

the air temperature measured at the turbocharger compressor inlet.

General Performance Data – English Units

PERCENT

LOAD

ENGINE

POWER

BRAKE

MEAN

EFF

PRESS

(BMEP)

BRAKE SPEC FUEL

CONSUMPTION

(BSFC)

VOL FUEL

CONSUMPTION

(VFC)

INLET

MFLD

PRESS

INLET

MFLD

TEMP

EXH MFLD

TEMP

EXH

MFLD

PRESS

ENGINE

OUTLET

TEMP

% BHP PSI LB/BHP-HR GAL/HR IN-HG DEG F DEG F IN-HG DEG F

100 2,588 331 0.337 124.6 84.9 129.2 1,089.3 59.0 784.1

90 2,329 298 0.342 113.9 79.0 128.7 1,061.0 54.2 774.6

80 2,071 264 0.347 102.5 71.0 128.0 1,032.8 48.7 764.3

75 1,941 248 0.348 96.4 66.0 127.6 1,018.9 45.1 759.4

70 1,812 231 0.350 90.5 60.9 127.3 1,008.0 41.4 757.6

60 1,553 198 0.356 79.0 50.4 126.8 987.3 34.1 756.2

50 1,294 165 0.362 66.9 38.9 126.2 959.0 27.0 749.4

40 1,035 132 0.372 55.0 28.4 125.7 914.8 21.2 727.5

30 776 99 0.393 43.5 19.8 125.3 847.3 16.5 679.0

25 647 83 0.411 38.0 16.3 125.2 804.8 14.6 644.7

20 518 66 0.440 32.5 13.2 124.9 753.0 12.8 597.4

10 259 33 0.592 21.9 8.4 124.4 628.4 9.9 476.5

PERCENT

LOAD

ENGINE

POWER

COM-

PRESSOR

OUTLET

PRES

COM-

PRESSOR

OUTLET

TEMP

WET INLET

AIR VOL

FLOW

RATE

ENGINE

OUTLET

WET EXH

GAS VOL

FLOW

RATE

WET INLET

AIR MASS

FLOW

RATE

WET EXH

GAS MASS

FLOW

RATE

WET EXH

VOL FLOW

RATE (32

DEG F

AND29.98

IN HG)

DRY EXH

VOL FLOW

RATE (32

DEG F

AND29.98

IN HG)

% BHP IN-HG DEG F CFM CFM LB/HR LB/HR FT3/MIN FT3/MIN

100 2,588 85 412.6 6,119.1 14,489.7 26,343.6 27,216.4 5,727.9 5,362.7

90 2,329 79 392.1 5,839.8 13,697.7 25,061.4 25,856.1 5,456.5 5,123.1

80 2,071 71 366.4 5,456.9 12,613.6 23,365.0 24,081.8 5,067.0 4,767.6

75 1,941 66 350.1 5,201.2 11,939.9 22,209.5 22,883.2 4,815.6 4,534.4

70 1,812 61 332.5 4,946.5 11,269.4 21,052.0 21,683.4 4,551.7 4,288.4

60 1,553 51 297.0 4,412.4 9,937.9 18,616.0 19,166.5 4,018.5 3,789.7

50 1,294 39 261.5 3,779.3 8,468.4 15,893.1 16,361.7 3,443.6 3,249.9

40 1,035 29 222.5 3,201.3 7,011.0 13,412.6 13,797.8 2,903.6 2,745.0

30 776 20 183.6 2,739.4 5,716.0 11,407.8 11,712.7 2,468.2 2,342.9

25 647 17 165.8 2,552.0 5,129.4 10,583.6 10,849.6 2,283.6 2,174.0

20 518 13 151.5 2,380.5 4,572.7 9,861.4 10,089.0 2,126.9 2,033.1

10 259 8 127.5 2,111.5 3,570.4 8,756.7 8,909.8 1,875.2 1,811.5

Heat Rejection Data – English Units

PERCENT

LOAD

ENGINE

POWER

REJECTION

TO

JACKET

WATER

REJECTION

TO

ATMOS-

PHERE

REJECTION

TO EXH

EXHUAST

RECOVERY

TO 350F

FROM

OIL

COOLER

FROM

2ND

STAGE

AFTER-

COOLER

WORK

ENERGY

LOW

HEAT

VALUE

ENERGY

HIGH

HEAT

VALUE

ENERGY

% BHP BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN

100 2,588 57,451 3,461 97,644 49,515 14,243 10,963 109,757 267,403 284,851

90 2,329 51,775 3,459 91,049 45,917 13,018 9,738 98,781 244,405 260,352

80 2,071 45,975 3,457 83,075 41,655 11,719 8,539 87,806 220,023 234,380

75 1,941 42,910 3,456 78,201 39,086 11,016 7,926 82,318 206,829 220,325

70 1,812 40,056 3,454 73,794 36,863 10,350 7,377 76,830 194,322 207,002

60 1,553 34,584 3,449 64,979 32,456 9,034 6,337 65,854 169,614 180,682



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PERCENT

LOAD

ENGINE

POWER

REJECTION

TO

JACKET

WATER

REJECTION

TO

ATMOS-

PHERE

REJECTION

TO EXH

EXHUAST

RECOVERY

TO 350F

FROM

OIL

COOLER

FROM

2ND

STAGE

AFTER-

COOLER

WORK

ENERGY

LOW

HEAT

VALUE

ENERGY

HIGH

HEAT

VALUE

ENERGY

% BHP BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN BTU/MIN

50 1,294 29,053 3,448 54,811 27,224 7,650 5,357 54,879 143,632 153,004

40 1,035 23,824 3,446 44,633 21,654 6,287 4,494 43,903 118,032 125,734

30 776 18,999 3,443 35,012 15,928 4,976 3,756 32,927 93,428 99,524

25 647 16,738 3,442 30,410 13,165 4,341 3,435 27,439 81,499 86,817

20 518 14,552 3,441 25,913 10,216 3,715 3,137 21,951 69,751 74,302

10 259 10,455 3,441 17,302 4,549 2,500 2,627 10,976 46,932 49,995

Pump power is included in Heat Rejection Balance, but is not shown.

Altitude Derate Data – English Units

Altitude Corrected Power Capability (BHP)

ALTITUDE

(FT)

AMBIENT OPERATING TEMPERATURE (°F)

50 60 70 80 90 100 110 120 130 NORMAL

0 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588

1,000 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588

2,000 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588

3,000 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588

4,000 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588

5,000 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,588

6,000 2,588 2,588 2,588 2,588 2,588 2,588 2,588 2,576 2,541 2,588

7,000 2,588 2,588 2,588 2,588 2,588 2,569 2,541 2,499 2,464 2,588

8,000 2,544 2,544 2,544 2,519 2,494 2,470 2,448 2,401 2,367 2,544

9,000 2,449 2,449 2,449 2,423 2,418 2,374 2,352 2,305 2,270 2,449

10,000 2,355 2,355 2,355 2,330 2,328 2,299 2,275 2,232 2,197 2,355

11,000 2,282 2,282 2,265 2,253 2,238 2,214 2,189 2,151 2,121 2,282

12,000 2,216 2,209 2,191 2,176 2,155 2,134 2,113 2,076 2,059 2,216

13,000 2,148 2,140 2,124 2,102 2,089 2,070 2,046 2,016 2,001 2,148

14,000 2,081 2,079 2,059 2,039 2,035 2,017 1,983 1,962 1,934 2,081

15,000 2,033 2,023 2,006 1,988 1,972 1,953 1,930 1,895 1,865 2,033

Altitude derate data is based on the assumption of a 20 degrees Celsius (36 degrees Fahrenheit) difference between

ambient operating temperature and engine inlet manifold temperature (IMAT). Ambient operating temperature is defined as

the air temperature measured at the turbocharger compressor inlet.



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Sound Data

Sound data in the following tables is representative of noise produced by the

“engine only”.

Exhaust

Sound Power 100 Hz to 800 Hz (1/3 Octave Frequencies)

PERCENT

LOAD

ENGINE

POWER

OVER-

ALL

SOUND

100 Hz 125 Hz 160 Hz 200 Hz 250 Hz 315 Hz 400 Hz 500 Hz 630 Hz 800 Hz

% BHP dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A)

100 2,588 124.8 104.2 105.5 105.0 112.4 109.5 110.7 112.0 114.0 112.8 111.1

90 2,329 124.0 102.7 106.3 106.1 112.9 110.8 109.9 112.0 112.5 112.0 109.5

80 2,071 123.1 102.5 107.3 107.0 113.1 110.1 108.6 111.2 111.0 111.3 108.1

75 1,941 122.4 104.1 107.8 107.4 112.8 108.5 107.9 110.4 110.2 110.8 107.7

70 1,812 121.7 104.2 108.0 107.1 112.2 108.4 107.2 109.6 109.7 110.3 107.3

60 1,553 120.5 104.4 106.7 105.7 111.1 109.5 105.9 108.2 108.9 109.4 106.4

50 1,294 119.6 104.4 101.9 103.6 111.4 109.0 104.7 107.7 107.9 108.9 105.2

40 1,035 118.0 104.0 100.5 102.4 108.6 106.5 102.4 107.2 106.8 107.3 103.5

30 776 116.1 102.1 100.7 101.3 104.6 103.8 100.0 105.6 106.2 105.0 101.2

25 647 115.1 100.0 101.2 100.2 103.6 102.9 99.3 104.5 106.1 104.1 99.7

20 518 114.1 98.5 100.7 99.3 102.5 101.3 98.7 104.4 104.1 102.5 98.9

10 259 112.1 96.1 96.2 97.1 100.5 98.4 98.5 102.7 101.2 98.7 97.7

Sound Power 1000 Hz to 10,000 Hz (1/3 Octave Frequencies)

PERCENT

LOAD

ENGINE

POWER

1000

Hz

1250

Hz

1600

Hz

2000

Hz

2500

Hz

3150

Hz

4000

Hz

5000

Hz

6300

Hz

8000

Hz

10000

Hz


100 2,588 112.2 113.3 114.6 115.1 113.9 109.8 107.8 103.9 98.6 98.3 115.8

90 2,329 110.6 112.4 113.4 114.4 113.3 108.9 106.9 102.7 97.2 102.8 114.2

80 2,071 109.0 111.4 112.1 113.3 112.3 107.9 105.9 101.5 96.2 107.8 109.4

75 1,941 108.2 110.9 111.4 112.6 111.6 107.3 105.4 100.8 95.9 110.4 102.6

70 1,812 107.6 110.1 110.7 111.9 110.8 106.7 104.7 100.0 95.6 110.2 96.9

60 1,553 106.4 108.5 109.6 110.6 109.3 105.4 103.2 98.5 95.3 105.6 88.5

50 1,294 105.2 107.0 108.7 109.3 107.7 103.9 101.5 97.1 98.5 96.1 85.0

40 1,035 103.8 105.5 107.7 107.8 106.0 102.2 99.6 97.9 96.5 90.6 84.1

30 776 102.3 103.9 106.4 106.1 103.9 100.5 97.6 97.4 90.9 87.9 83.7

25 647 101.7 103.0 105.5 105.0 102.4 99.5 96.5 95.3 89.6 87.4 83.3

20 518 101.1 102.0 104.6 104.1 101.8 99.0 95.4 93.1 88.9 86.8 82.9

10 259 100.6 100.7 103.3 101.8 98.6 96.8 94.8 89.1 88.3 86.2 82.6

Mechanical

Sound Power 100 Hz to 800 Hz (1/3 Octave Frequencies)

PERCENT

LOAD

ENGINE

POWER

OVER-

ALL

SOUND

100 Hz 125 Hz 160 Hz 200 Hz 250 Hz 315 Hz 400 Hz 500 Hz 630 Hz 800 Hz


100 2,588 122.9 85.3 90.3 90.4 93.4 95.0 100.0 104.0 109.0 106.2 107.4

90 2,329 122.1 85.0 90.0 90.4 93.2 94.4 99.6 103.6 108.5 105.9 107.0

80 2,071 121.6 84.6 89.7 90.2 93.0 94.1 99.3 102.9 108.2 105.6 106.7

75 1,941 120.7 84.3 89.5 90.1 92.9 94.0 99.0 102.6 108.1 105.5 106.9

70 1,812 119.9 83.7 89.4 89.9 92.6 93.8 98.7 102.3 108.0 105.0 106.7

60 1,553 119.1 83.0 89.4 89.3 92.1 93.5 99.1 102.1 106.6 104.6 106.4

50 1,294 118.8 82.1 88.7 88.5 91.7 93.3 99.2 102.5 105.7 104.7 106.4

40 1,035 118.4 80.7 87.7 87.8 90.3 92.7 99.0 102.7 105.1 104.7 106.3

30 776 117.9 79.6 86.8 86.8 89.1 91.8 98.8 102.5 105.3 104.5 106.0

25 647 117.6 79.1 86.8 85.8 88.5 91.1 98.7 102.3 105.1 104.6 105.6

20 518 117.3 79.2 86.5 85.4 88.9 90.6 98.9 102.4 105.0 103.7 105.3

10 259 116.3 79.1 86.1 83.9 88.2 90.4 99.3 101.9 104.7 102.7 104.7



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Sound Power 1000 Hz to 10,000 Hz (1/3 Octave Frequencies)

PERCENT

LOAD

ENGINE

POWER

1000

Hz

1250

Hz

1600

Hz

2000

Hz

2500

Hz

3150

Hz

4000

Hz

5000

Hz

6300

Hz

8000

Hz

10000

Hz


100 2,588 109.5 111.3 112.3 110.0 108.3 107.8 104.1 103.4 100.8 102.6 120.2

90 2,329 109.7 111.1 112.2 110.2 108.2 107.9 104.0 102.4 100.4 105.6 118.3

80 2,071 109.3 111.0 112.1 110.5 108.4 108.2 104.0 101.9 100.1 111.6 115.0

75 1,941 109.3 110.9 112.1 109.7 108.3 108.4 104.0 101.9 100.2 114.2 108.3

70 1,812 109.1 110.8 111.8 109.4 108.6 108.1 103.7 101.8 100.5 112.1 100.3

60 1,553 109.5 110.6 111.7 109.2 107.8 107.8 103.0 101.6 100.0 108.4 94.2

50 1,294 109.5 110.8 111.6 109.0 107.3 107.2 103.0 101.5 102.6 103.3 92.7

40 1,035 109.3 110.2 111.2 108.7 107.0 106.9 102.9 101.3 102.7 96.0 91.9

30 776 109.0 109.7 110.9 108.1 106.2 105.5 102.9 102.0 98.1 95.7 91.8

25 647 109.0 109.2 110.7 107.6 105.8 105.5 102.3 100.9 96.8 95.4 91.7

20 518 108.5 109.2 110.5 107.2 105.4 105.7 101.9 99.4 96.3 95.1 91.1

10 259 107.3 107.6 109.6 106.2 104.3 104.4 100.3 96.5 95.1 93.9 90.3

Emissions Data

Rated Speed NOT TO EXCEED Data: 1200 RPM

ENGINE POWER BHP 2,588 1,941 1,294 647 259

PERCENT LOAD % 100 75 50 25 10

TOTAL NOX (AS NO2) G/HR 15,029 9,197 6,197 3,432 1,177

TOTAL CO G/HR 878 2,086 1,273 821 808

TOTAL HC G/HR 199 173 163 188 292

PART MATTER G/HR 60.6 95.5 90.3 91.7 79.9

TOTAL NOX (AS NO2) (CORR 5% O2) MG/NM3 3,138.6 2,502.9 2,421.5 2,365.9 1,385.4

TOTAL CO (CORR 5% O2) MG/NM3 158.5 489.7 425.2 482.9 808.4

TOTAL HC (CORR 5% O2) MG/NM3 31.2 35.1 47.2 96.1 252.8

PART MATTER (CORR 5% O2) MG/NM3 9.6 19.9 26.9 48.9 74.6

TOTAL NOX (AS NO2) (CORR 5% O2) PPM 1,529 1,219 1,180 1,152 675

TOTAL CO (CORR 5% O2) PPM 127 392 340 386 647

TOTAL HC (CORR 5% O2) PPM 58 66 88 179 472

TOTAL NOX (AS NO2) G/HP-HR 5.83 4.75 4.79 5.30 4.54

TOTAL CO G/HP-HR 0.34 1.08 0.98 1.27 3.12

TOTAL HC G/HP-HR 0.08 0.09 0.13 0.29 1.13

PART MATTER G/HP-HR 0.02 0.05 0.07 0.14 0.31

TOTAL NOX (AS NO2) LB/HR 33.13 20.27 13.66 7.57 2.60

TOTAL CO LB/HR 1.94 4.60 2.81 1.81 1.78

TOTAL HC LB/HR 0.44 0.38 0.36 0.42 0.64

PART MATTER LB/HR 0.13 0.21 0.20 0.20 0.18

Rated Speed NOMINAL Data: 1200 RPM

ENGINE POWER BHP 2,588 1,941 1,294 647 259

PERCENT LOAD % 100 75 50 25 10

TOTAL NOX (AS NO2) G/HR 12,524 7,664 5,164 2,860 981

TOTAL CO G/HR 488 1,159 707 456 449

TOTAL HC G/HR 150 130 122 142 219

TOTAL CO2 KG/HR 1,246 958 666 375 216

PART MATTER G/HR 43.3 68.2 64.5 65.5 57.1




PART MATTER (CORR 5% O2) MG/NM3 6.8 14.2 19.2 34.9 53.3

TOTAL NOX (AS NO2) (CORR 5% O2) PPM 1,274 1,016 983 960 562




TOTAL CO G/HP-HR 0.19 0.60 0.55 0.70 1.73

TOTAL HC G/HP-HR 0.06 0.07 0.09 0.22 0.85

PART MATTER G/HP-HR 0.02 0.04 0.05 0.10 0.22




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ENGINE POWER BHP 2,588 1,941 1,294 647 259

PERCENT LOAD % 100 75 50 25 10

TOTAL CO LB/HR 1.08 2.55 1.56 1.00 0.99

TOTAL HC LB/HR 0.33 0.29 0.27 0.31 0.48

TOTAL CO2 LB/HR 2,747 2,112 1,468 828 476

PART MATTER LB/HR 0.10 0.15 0.14 0.14 0.13

OXYGEN IN EXH % 11.1 12.0 12.2 13.5 15.7

DRY SMOKE OPACITY % 0.3 0.8 1.1 1.6 1.1

BOSCH SMOKE NUMBER 0.11 0.29 0.41 0.54 0.41

Regulatory Information

EPA TIER 2 2007 - 2011

Gaseous emissions data measurements are consistent with those described in EPA 40 CFR part

94.103 and ISO 8178 for measuring HC, CO, PM, and NOx. This engine conforms to US EPA

marine commercial compression-ignition emission regulations.

Locality Agency Regulation Tier/Stage Maximum Limits -G/BKW -HR

U.S. (Including

California) EPA

Marine

Commercial Tier 2 CO: 5.0 NOx + HC: 7.8 PM: 0.27

EPA TIER 2 2006 - 2010

Gaseous emissions data measurements are consistent with those described in EPA 40 CFR part 89

subpart D and ISO 8178 for measuring HC, CO, PM, and NOx. Gaseous emissions values are

weighted cycle averages and are in compliance with the non-road regulations.

Locality Agency Regulation Tier/Stage Maximum Limits -G/BKW -HR

U.S. (Including

California) EPA Non-Road Tier 2 CO: 3.5 NOx + HC: 6.4 PM: 0.20

IMO 2000 -

Gaseous emissions data measurements are consistent with those described in regulation 13 of

annex VI of MARPOL 73/78 and ISO 8178 for measuring HC, CO, PM, and NOx. This engine

conforms to international marine organization's (IMO) marine compression-ignition emission

regulations.



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C175-16 Offshore Generator Set - 1500 rpm (2300 ekW 50 Hz)

The technical data in this section is accurate at the time of publication and

subject to change. For the most current technical data please consult your local Cat

dealer or reference the Technical Marketing Database (TMI).

Performance Number DM9508, Change Level 02

Sales Model: ..................................... C175-16

Engine Power: .............. 2,418 bkw (3,242 bhp)

Compression Ratio: ................................. 15.3

Application: ....................................... Oil Field

Rating Level: ...................... Pump/Drill - Electric

Pump Quantity: ............................................ 2

Fuel Type: ............................................ Diesel

Manifold Type: .......................................... Dry

Governor Type: ................................. ADEM™4

Electronics Type: ............................... ADEM™4

Ignition Type: ............................................. CI

Injector Type: ........................................... CR

Fuel Injector: ................................... 3492522

Ref Exh Stack Diameter (In): ..... 356 mm (14 in)

Combustion: .............................................. DI

Engine Speed: ............................... 1,500 RPM

Aspiration: ................................................ TA

Aftercooler Type: ................ 2-Stage JW/SCAC

Aftercooler Temperature: ......... 46°C (114.8°F)

Jacket Water Temperature: ...... 99°C (210.2°F)

Turbo Configuration: ............................ Parallel

Turbo Quantity: ........................................... 2

Turbocharger Model: .... GTB7083BLN-52T-2.41

Certification Year: ................................... 2012

Crankcase

Blowby Rate: ......... 46.0 M3/Hr (1,624.3 Ft3/Hr)

Fuel Rate

(Rated RPM) No Load: ... 56.0 L/Hr (14.8 Gal/Hr)

Piston Speed @ Rated

Engine Speed: ........ 8.8 M/Sec (2,165.4 Ft/Min)

General Performance Data - Metric Units

PERCENT

LOAD

ENGINE

POWER

BRAKE

MEAN

EFF

PRESS

(BMEP)

BRAKE SPEC FUEL

CONSUMPTION

(BSFC)

VOL FUEL

CONSUMPTION

(VFC)

INLET

MFLD

PRESS

INLET

MFLD

TEMP

EXH MFLD

TEMP

EXH

MFLD

PRESS

ENGINE

OUTLET

TEMP

% BKW kPa G/BKW-HR L/HR kPa DEG C DEG C kPa DEG C

100 2,418 2,285 201.9 582.0 251.6 50.5 631.9 152.8 475.4

90 2,176 2,056 204.8 531.3 228.1 49.9 621.7 135.2 474.7

80 1,934 1,828 207.3 478.0 200.4 49.3 611.4 116.4 475.3

75 1,814 1,714 208.3 450.3 184.9 49.1 606.2 106.4 475.7

70 1,693 1,599 208.7 421.1 166.4 48.9 599.6 95.3 475.3

60 1,451 1,371 209.2 361.8 128.1 48.5 582.7 73.2 474.2

50 1,209 1,142 210.2 303.0 91.5 48.3 561.0 53.3 472.5

40 967 914 215.6 248.6 63.4 48.6 526.1 40.3 454.3

30 725 685 226.6 196.0 41.2 48.8 476.6 30.2 420.8

25 604 571 236.3 170.3 32.3 48.7 446.3 26.2 398.2

20 484 457 251.3 144.8 25.3 48.5 407.0 22.4 356.1

10 242 228 329.6 95.0 16.1 47.7 312.1 16.3 280.6



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PERCENT

LOAD

ENGINE

POWER

COMPRESS

OR OUTLET

PRES

COMPRESS

OR OUTLET

TEMP

WET INLET

AIR VOL

FLOW RATE

ENGINE

OUTLET

WET EXH

GAS VOL

FLOW RATE

WET INLET

AIR MASS

FLOW RATE

WET EXH

GAS MASS

FLOW RATE

ENGINE

OUTLET

WET EXH

VOL FLOW

RATE (0

DEG C AND

10 KPA)

ENGINE

OUTLET

DRY EXH

VOL FLOW

RATE (0

DEG C AND

101 KPA)

% BKW kPa DEG C M3/MIN M3/MIN KG/HR KG/HR M3/MIN M3/MIN

100 2,418 243 198.9 199.9 518.2 13,899.3 14,387.9 189.1 175.4

90 2,176 220 187.8 186.8 480.0 12,895.2 13,341.3 175.3 162.8

80 1,934 193 172.4 171.4 437.1 11,741.1 12,142.3 159.5 148.3

75 1,814 179 163.0 162.8 413.7 11,104.0 11,481.8 150.9 140.3

70 1,693 161 151.9 152.2 386.3 10,358.5 10,711.9 141.0 131.1

60 1,451 126 128.3 130.3 329.6 8,832.4 9,136.0 120.5 112.0

50 1,209 92 104.8 109.2 274.0 7,384.4 7,638.6 100.4 93.4

40 967 64 86.0 93.1 288.0 6,287.6 6,496.1 85.6 79.9

30 725 42 69.3 80.2 186.8 5,411.8 5,576.1 73.5 69.1

25 604 33 61.7 74.9 167.9 5,056.8 5,199.6 68.3 64.4

20 484 26 54.6 70.4 150.0 4,756.7 4,878.2 64.2 60.8

10 242 17 41.7 63.9 117.3 4,322.6 4,401.6 57.8 55.5

Emissions Data

Rated Speed Potential Site Variation 1500 RPM

ENGINE POWER BHP 2,418 1,814 1,209 604 242

PERCENT LOAD % 100 75 50 25 10


TOTAL CO G/HR 1,883 3,011 1,223 1,145 1,677

TOTAL HC G/HR 155 147 209 215 337

TOTAL NOX (AS NO2) (CORR 5% O2) MG/NM3 3,447.2 2,874.7 3,671.7 3,945 2,760.4

TOTAL CO (CORR 5% O2) MG/NM3 267.6 575.0 348.5 606.8 1,507.8


TOTAL NOX (AS NO2) (CORR 5% O2) PPM 1,679 1,400 1,788 1,922 1,345

TOTAL CO (CORR 5% O2) PPM 214 460 279 485 1,206



TOTAL CO G/HP-HR 0.58 1.24 0.76 1.41 5.18

TOTAL HC G/HP-HR 0.05 0.06 0.13 0.27 1.04


TOTAL CO LB/HR 4.15 6.64 2.70 2.52 3.70

TOTAL HC LB/HR 0.34 0.32 0.46 0.47 0.74



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ENGINE POWER BHP 2,418 1,814 1,209 604 242

PERCENT LOAD % 100 75 50 25 10


TOTAL CO G/HR 1,046 1,673 680 636 931

TOTAL HC G/HR 117 111 157 162 253

TOTAL CO2 KG/HR 1,575 1,195 800 456 240




TOTAL NOX (AS NO2) (CORR 5% O2) PPM 1,399 1,167 1,490 1,601 1,121




TOTAL CO G/HP-HR 0.32 0.69 0.42 0.79 2.88

TOTAL HC G/HP-HR 0.04 1.05 0.10 0.20 0.78


TOTAL CO LB/HR 2.31 3.69 1.50 1.40 2.05

TOTAL HC LB/HR 0.26 0.24 0.35 0.36 0.56

TOTAL CO2 LB/HR 3,472 2,635 1,763 1,005 529

OXYGEN IN EXH % 10.1 10.9 10.8 13.0 15.6

DRY SMOKE OPACITY % -0.0 0.0 1.9 5.0 2.2

BOSCH SMOKE NUMBER -0.01 0.01 0.64 1.29 0.72

Regulatory Information

IMO II 2011 -

Gaseous emissions data measurements are consistent with those described in regulation 13 of

revised annex VI of MARPOL 73/78 and ISO 8178 for measuring HC, CO, PM, and NOx. This

engine conforms to international marine organization's (IMO) marine compression-ignition emission

regulations.

Rating Definitions

Conditions

Unless otherwise specified all ratings are based on SAE J1995 standard ambient

conditions of 100 kPa (29.61 in Hg), 25 deg C (77 deg F) and 30% relative

humidity. Ratings also apply at AS1501, BS5514, DIN6271 and ISO 3046/1

standard conditions. Power for diesel engines is based on 35 deg C API fuel having

a LHV of 42,780 kJ/kg 18,390 BTU) used at 29 deg C (84.2 deg F) with a density

of 838.9 g/L (7.002 lbs/gal).

Engines are equipped with standard accessories; lube oil, fuel pump, jacket water

pumps, etc., as required. The power to drive auxiliaries must be deducted from the

gross output to arrive at the net power available for the external (flywheel) load.

Ratings must be reduced to compensate for altitude and/or ambient temperature

conditions according to the applicable data shown on the performance data set.

Observed engine performance is corrected to ASE J1995 reference air and fuel

conditions.



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Performance Parameter Tolerance Factors

Power +/-3%

Torque +/-3%

Exhaust stack temperature +/-8%

Inlet airflow +/-5%

Intake manifold pressure – gauge +/-10%

Exhaust flow +/-6%

Specific fuel consumption +/-3%

Fuel rate +/-5%

Heat rejection +/-5%

Heat rejection exhaust only +/-10%

Oil consumption tolerance +/-20% at rated rpm



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Lubricating Oil System

General

The lubrication system ensures that there is a consistent supply of cool, clean,

high pressure oil to lubricate components in the engine. The lubrication system in

the C175 offshore genset is designed to comply with all offshore non-emergency

tilt requirements. Consult the Lubrication Systems Application and Installation (A&I)

Guide (LEBW4957) for a detailed explanation of lubrication systems in Cat engines.

Inclination Capability

The C175 petroleum offshore genset meets all MODU tilt requirements as

specified in the below tables. Optional attachments are available for emergency tilt

requirements.

Semi-Submersible / Column Stabilized

Classification

Society Equipment Propulsion

Angle of Inclination

Static Dynamic

ABS

For Essential

Service 15° in any direction 22.5° in any direction

For Emergency

Purpose 25° in any direction No Requirement

BV

For Essential

Service

Self Propelled 15° in any direction

22.5° in any direction

Not Propelled No Requirement

For Emergency

Purpose

Self Propelled 25° in any direction No Requirement

Not Propelled

DNV

For Essential

Service 15° in any direction No Requirement

For Emergency


Self-Elevating Units

Classification



Static Dynamic

ABS

For Essential

Service 10° in any direction 15° in any direction

For Emergency


BV

For Essential

Service

Self Propelled 10° in any direction

15° in any direction


For Emergency

Purpose

Self Propelled 15° in any direction No Requirement

Not Propelled

DNV

For Essential

Service 10° in any direction No Requirement

For Emergency




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Surface Units / Ship-Shaped Units

Classification



Static Dynamic

ABS

For Essential

Service

15° list and 5° trim

simultaneously in any

direction

22.5° rolling and 7.5°

pitching

simultaneously

For Emergency

Purpose

22.5° about the

longitudinal axis and/or

when inclined 10°

about the transverse

axis on a surface unit

No Requirement

BV

For Essential

Service

Self Propelled 5° fore and aft, 15°

athwartship

7.5° fore and aft,

22.5° athwartship


For Emergency

Purpose

Self Propelled 10° fore and aft,

22.5° athwartship

10° fore and aft,

22.5° athwartship Not Propelled

DNV

For Essential

Service

From upright and in

level trim to an angle

of inclination of 15°

either way and list and

simultaneously

trimmed up by to 5°

by the bow or stern

No Requirement

For Emergency

Purpose

22.5° about the

longitudinal axis and/or

when inclined 10°

about the transverse

axis on a surface unit

No Requirement

Oil Cooler

An oil cooler is used to cool the lubrication oil using the engine's jacket water.

The oil is cooled to 95°C (203°F).

Oil Filters

The oil pan is equipped with a 24 mesh wire screen. The simplex oil filter

provides filtration for the oil and is equipped with inlet and outlet pressure sensors.

A four canister duplex oil filter is available as an option for servicing the filters

during engine operation. Extended operation in the duplex mode is not

recommended. The normal operating oil pressure is 600 kPa (87 psi). The oil filter

must be replaced when the pressure difference across the filter is 100 kPa (14.5

psi) or greater.

Oil Pump

Lubricating oil is drawn from the oil pan and pumped through the lubrication

circuit using an engine-driven, gear-type oil pump.



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Pre-lubrication

C175 engines are equipped with a pre-lubrication pump and perform an

intermittent pre-lubrication procedure before start-up. Air or electric pre-lubrication

pumps are available in all C175 gensets. For emergency gensets the set point in

the software for pre-lubing is Continuous, lubricating every 1440 minutes. The Pre-

Lube interval is adjustable from 1 to 10 days.

Air Prelube System

The pneumatic intermittent prelube system uses a package-mounted pump that is

engaged immediately prior to engine start-up.

Electric Prelube System

The electric prelube system uses a package-mounted pump that is engaged

immediately prior to engine start-up.

Post-lubrication

The Petroleum C175 offshore drilling generator set does not have a "post-lube"

feature. During shutdown, the engine oil pump provides sufficient lubrication due to

the inertia from the generator keeping the engine components rotating.

Oil Requirements

Due to significant variations in the quality and performance of commercially

available lubrication oils, Caterpillar recommends the oils listed in the following

table for the C175 engine. Additional information can be found in publication

PEHJ0059.

Cat DEO (Diesel Engine Oil) for C175 Diesel Engine

Cat Oil SAE Viscosity

Grade TBN

Ambient Temperature

Minimum Maximum

DEO

SAE 15W-40 11.3 -9.50°C (15°F) 50°C (122°F)

SAE 10W-30 11.3 -18°C (0°F) 40°C (104°F)

Use of Commercial Oil

Caterpillar does not recommend other commercial brands of lube oils, but has

established guidelines for their use. Commercially available lubrication oils may be

used in Cat C175 Engines, but they must have proof of performance in the Cat

Field Performance Evaluation, included in Caterpillar document SEBU6251.

Oil Change Interval

Oil and filters must be changed according to the service intervals provided in the

table below or in the Operation and Maintenance Manual, SEBU8333. Extended oil

change intervals can be achieved by regularly sampling and analyzing the oil using

the Scheduled Oil Sampling program (S•O•S).



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Oil Change Intervals for C175 Diesel Engines

Engine Model Lube Oil Capacity Oil Change Interval

C175-16 (15° Tilt) 946 L (250 gal) 1000 Hours or 1 Year

C175-16 (25° Tilt) 509 L (134 gal) 500 Hours or 1 Year

Scheduled Oil Sampling

The integrity of the oil and wear of internal engine components can vary

depending on the application and operation of the engine. An S•O•S analysis can

be used to assess the health of the oil and identify abnormal component wear. This

can be useful to determine extended oil change intervals or identify potential

failures before they occur. S•O•S analyses are available though the local Cat dealer

and are recommended every 500 hours. An S•O•S analysis includes the following:

Wear Analysis

This analysis identifies engine wear elements present in the oil. Premature

wear of engine components can be identified from S•O•S analysis trends.

Oil Condition Analysis

This analysis identifies the wear status of the oil. Trends in the health of

engine oil are used to optimize oil change intervals depending on the

application.

Change Interval without Oil Analysis Results

If the S•O•S analysis results cannot be obtained in a timely manner, the analysis

during the initial oil change interval should be used to determine future oil change

intervals. Oil samples should be analyzed at every oil change period, even if the

turnaround time for the data is long.

Centrifugal Oil Filters

A centrifugal oil filter (COF) is available as a product option. The COF filters

cooled unfiltered oil at a rate of 5% of engine flow. Filtered oil is returned to the

engine oil pan. The COF is package-mounted on the base at the front of the

generator set.

Oil Mist Detection System

An excessive concentration of oil mist in the engine crankcase can result in an

explosion when the mist comes in contact with a hot surface. Marine Classification

Societies (MCS) require all engines rated at 2250 kW (3017 bhp) and above or

have cylinder bores of more than 300 mm (11.8 inch) be provided with a

protection system against a crankcase explosion. The protection system may take

the form of an:

Oil mist detection system

Bearing temperature monitoring system



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Alternative system

For low speed diesel engines, the protection system is to initiate an alarm and

automatic slowdown of the engine. For medium to high-speed diesel engines, the

system is to initiate an alarm and automatic shutdown of the engine.

The Cat C175-16 engine utilizes the Graviner® Mk7 oil mist detector from Kidde

Products Ltd. The oil mist detectors are mounted on engine side covers, on the

right side of the engine.

The Installation, Operation and Maintenance Manual is available for download

from:

http://www.kfp.co.uk/OilMistDetection/Pages/OMDMK7.aspx

Customer Piping Connections

Engine Connections

Oil fill and drain: 38 mm (1-1/2 in. 150# ANSI Flange)

http://www.kfp.co.uk/OilMistDetection/Pages/OMDMK7.aspx



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Crankcase Ventilation System

Crankcase Emissions

Crankcase emissions result from combustion byproducts and/or exhaust fumes

escaping around the piston rings and into the crankcase, commonly called blow-by.

If not controlled, this blow-by can contaminate the lube oil and pressurize the

crankcase, possibly leading to an oil leak.

Venting the emissions to the atmosphere is a simple solution to release the

pressure and trapped fumes. Managing the emissions, however, adds complexity to

crankcase ventilation systems.

Current C175 diesel engines require crankcase fumes be vented to the

atmosphere. Crankcase breathers are provided on the Petroleum C175 engine to

allow this gas to escape. A closed-loop, on-engine crankcase filtration system for

the Petroleum C175 engine is not available at this time.

For more information on this subject please reference the Crankcase Ventilation

A&I Guide, LEBW4958.

Crankcase Fumes Disposal

A crankcase fumes disposal system must be properly designed and installed to

avoid engine malfunctions. If discharged into the engine room, crankcase emissions

will clog air filters. Therefore, crankcase fumes must be discharged directly to the

atmosphere outside of the engine room through a venting system. Individual

venting system must be installed on each engine.

A plumbing system must be designed and installed to carry the fumes from the

engine breathers to the engine room's exterior. The crankcase breathers are located

on each cylinder bank, on top of the engine block at the front. The pipe must be

sized not to exceed the maximum backpressure in the crankcase. A method for

calculating backpressure based on the selected plumbing system is available in

LEBW4958. Condensation of crankcase fumes in the vent line will occur. Loops or

low points in the pipe must be avoided to prevent liquids from restricting the

discharge of fumes. Where horizontal runs are required, install the pipe with a

gradual rise of 41.7 mm/m, (½ in/ft) with the appropriate provision to drain the

pipe. The weight of the pipes must not be supported by any point on the engine.

Flexible connections between the engine and the vent pipe are required. This will

allow the engine to move due to torque reactions, thermal expansion, and will

prevent vibration transmissions to the pipe.


Rubber boot for 60.3 mm (2.375 in.) O.D. tubing. The two connections are found

on the top right and left of the flywheel housing.



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Fuel System

General

The C175 engine utilizes a high pressure common rail fuel system. The major

components of the fuel system are:

Primary, secondary and tertiary fuel filters

High pressure rail

Fuel transfer pump

Fuel control valve (FCV)

High pressure pump

Electronic fuel injectors

Fuel priming pump

For more information on fuel systems in Cat engines, please consult the Diesel

Fuels and Diesel Fuel Systems A&I Guide, LEBW4976.

Fuel Transfer Pump

The fuel transfer pump draws fuel from the day tank and through the primary fuel

filter/water separator. The fuel is then pressurized to 650 kPag +/-100 kPa (94 psi

+/-14.5 psi). A fuel pressure regulator allows fuel at 650 kPag to continue to the

fuel control valve (FCV). The fuel pressure regulator also returns to the day tank

any fuel at a pressure greater than 650 kPag. The pressurized fuel is then sent

through the secondary/tertiary fuel filters before being delivered to the FCV.

High Pressure Pump

The FVC controls the flow of fuel into the high pressure fuel pump. The high

pressure fuel pump increases fuel pressure to up to 180,000 kPa (26,000 psi). The

high pressure fuel is delivered through the common rail. A double wall rail is

provided to deliver fuel to the injectors. The inner tube delivers the fuel while the

outer wall captures any fuel leakage in the system. A fuel leakage sensor is used to

inform the operator of a leak in the system.

CAUTION: Fuel in the high pressure pump, common rail, and injectors is

pressurized to up to 180,000 kPa (26,000 psi). Personal injury or death can result

from improperly checking for a fuel leak. Always use a board or cardboard when

checking for a leak. Escaping air or fluid under pressure, even a pin-hole size leak,

can penetrate body tissue causing serious injury, and possible death. If fluid is

injected into your skin, it must be treated immediately by a doctor familiar with this

type of injury.

Fuel Control Valve

The fuel control valve (FCV) controls flow to the high pressure pump. The ECM

sends a desired throttle position to the FCV. The FCV has on-board electronics to

control and maintain the necessary valve position.



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Electric Fuel Injectors

The fuel Injectors are controlled by the ECM for precise timing and delivery of the

fuel.

External Fuel System Design Considerations

Diesel fuel supply systems must ensure a continuous and clean supply of fuel to

the engine’s fuel system.

The external fuel system typically has three major components:

A fuel storage system

A fuel transfer system

A fuel filtration system.

Each of these systems demands careful attention to ensure the success of each

installation.

Fuel Storage System

The minimum and maximum pressures at the inlet of the engine's fuel transfer

pump are the following:

Minimum -40 kPag (-5.8 psig) with dirty primary fuel filters

Minimum -20 kPag (-3 psig) with clean primary fuel filters

Maximum 69 kPag (10 psig)

For fuel tank installations below the engine level, the lifting capability of the fuel

transfer pump is equivalent to a 40 kPa inlet restriction

For overhead fuel tank installations, Caterpillar recommends an open/close

solenoid shutoff valve in the supply line and a 3.45 kPa (0.5psi) check valve in the

return line. Ensure that the return restriction does not exceed 350kPa (51psi) at

rated speed and load.

Fuel Transfer System

Line Restriction - The piping carrying fuel to the fuel transfer pump and the return

line carrying excess fuel to the tank should be no smaller than the engine

connections. The maximum inlet flow restriction is 20 kPa at rated speed. Air in the

system causes hard starting, erratic engine operation and will erode injectors.

Return Line - The return line should enter the top of the tank without shutoff

valves. Bypass (return) fuel leaving the engine pressure regulator should be

returned to the engine day tank. The maximum allowable fuel return line restriction

is 60 kPa.

Fuel Filter System

The C175's fuel system consists of a package mounted duplex primary fuel filter

prior to the fuel transfer pump and an on-engine duplex secondary/tertiary fuel

filter. The secondary/tertiary fuel filter is a filter-within-a-filter design.



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Miscellaneous Fuel System Considerations

Flexible Connections - Connections between the external fuel piping system and

the engine must be made using flexible hoses and must be located directly at the

engine inlet and outlet to accommodate engine motion.

Fuel Temperature - Engines are power set at the factory with 70°C (158°F) fuel

to the engine transfer pump. Higher fuel temperatures will reduce fuel stop power

capability. The "fuel stop" power reduction is 1% for each 5.6°C (10 °F) fuel

supply temperature increase above 30°C (86°F). If the engine is operating below

the "fuel stop" limit, the ECM will add fuel as required to maintain the required

engine speed. The classification societies have a maximum return to tank fuel

temperature. This temperature is related to the fuel flash point. The minimum

allowable viscosity of the fuel entering the engine is 1.4 cSt.

Fuel Coolers - The C175 has minimal fuel heat rejection therefore the need for

fuel coolers is project specific and depends greatly on day tank size and location.

Calculations for determining the need for a fuel cooler are contained in publication

LEBW4976 (Diesel – fuels and fuel systems) and publication REHS4726. Refer to

the following table for fuel heat rejection data. If a heat exchanger is used, it must

not contain copper. When copper comes in contact with the fuel it has been found

to cause issues with the C175 engines. The maximum fuel inlet temperature is

70°C (158°F).

Fuel Cooler Fuel Flow and Heat Rejection

Engine Rated Speed Max. Fuel Flow

Return to Tank

Fuel Heat

Rejection

C175-16 1200 rpm 30 L/min

(7.9 gal/min)

2.2 kW

(125 BTU/min)

Fuel Recommendations

The fuels recommended for use in Cat C175 series diesel engines are No. 2-D

diesel fuel and No. 2 fuel oil. Refer to publication SEBU6251 for additional

explanation of acceptable fuels.


Engine Fuel Line Connections

Fuel Supply: 1-7/16 ORFS

Excess Fuel Return: 1-3/16 ORFS



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Cooling System

General

The cooling system configuration for the Petroleum C175 consists of a jacket

water system (JW) for engine, oil and turbocharger cooling. Charge air cooling is

provided by a 2 stage aftercooler consisting of a JW first stage and a separate

circuit (SCAC) second stage. The engine is shipped from the factory with

preservation fluids. The cooling system must be drained and refilled with coolant

prior to operation.

Capacities

To maintain the cooling system, the total cooling system capacity must be

determined. The total cooling system capacity will vary between individual

installations. The total cooling system capacity can include the following

components: engine, expansion tank, heat exchanger, radiator, keel cooler and

piping.

Refer to the specifications that are provided by Caterpillar or the OEM of the

installation. Record the total cooling system capacity in the appropriate table.

C175-16 Refill Capacities

Engine Only Cooling System Capacity

Jacket Water 305 L (80.5 US gal)

Separate Circuit Aftercooled 42 L (11 US gal)

Internal Cooling System

Fresh Water Pumps

The Petroleum C175 engine has two gear-driven centrifugal water pumps

mounted on the front housing. The left-hand pump (viewed from the flywheel end)

supplies coolant to the oil cooler, 1st stage aftercooler, block and heads. The right-

hand pump supplies coolant to the 2nd stage aftercooler circuit.

Coolant Temperature Control

The C175 engine uses one electronic thermostat in each cooling circuit. The

SCAC circuit uses a temperature sensor at the inlet of the aftercooler to control the

electronic thermostat placed on the aftercooler's outlet. The JW circuit uses a

temperature sensor at the engine water inlet and an electronic thermostat at the

outlet.

External Cooling System

Cooling Methods

The Petroleum C175 engine can be cooled with off package mounted radiators or

plate-type heat exchangers. The selected cooling method must provide the required

coolant temperature and flow at the SCAC pump inlet to meet the applicable

emissions requirements. Below is a list of considerations for sizing radiators and



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heat exchangers.

Maximum ambient temperature

Maximum cooling water temperature

External cooling water (fresh or sea-water)

Internal cooling water composition (i.e. 50% ethylene glycol)

Engine performance data (available through the local Cat dealer or TMI)

Expansion Tanks

The jacket water circuit and the aftercooler circuit both require an expansion

tank. Its primary function is to contain the expansion volume of the coolant as it

heats up. The expansion tank size should be at least 15% of the total system

volume. This provides for expansion plus reserve. To find out what type of

expansion tank your system needs (full flow or partial flow) please see the

expansion tank section in the Cooling Systems A&I guide, LEBW4978.

External Cooling System Design Considerations

Coolant Flow Control

The external circuit resistance setting establishes the total circuit flow by

balancing total circuit losses with the characteristic pump performance curves.

Correct external resistance is very important. Excessive high restriction results in

reduced coolant flow and system effectiveness. Excessive low restriction may

cause high fluid velocity resulting in cavitation/early component erosion. Below are

the pump performance curves at the time of publication. For current data please

refer to TMI.

SCAC Pump Performance (50 Hz/60 Hz)



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Jacket Water Pump Performance (50 Hz/60 Hz)

Jacket Water Heaters

Jacket water heaters may be required to meet cold starting and load acceptance

criteria. To provide for the optimum usage of the heater, Caterpillar routes the

heater water into the top of the cylinder block and exit at the bottom to maintain

block temperature. Jacket water heaters are available as optional attachments to

the C175 petroleum genset.

System Pressures

Correct cooling system pressure minimizes pump cavitation and increases pump

efficiency. The combination of static and dynamic pressure heads must meet the

pressure criteria listed in the technical data.

Venting

Proper venting is required for all applications. Vent lines should be routed to an

expansion tank at a constant upward slope. The C175 engine requires two vent

lines for the jacket water circuit and one vent line for the SCAC circuit The SCAC

vent line is only used for initial system fill. Refer to the general installation drawings

for vent line location.

System Monitoring

During the design and installation phase it is important that provisions are made

to measure pressure and temperature differentials across major system

components. This allows accurate documentation of the cooling system during the

commissioning procedure. Future system problems or component deterioration

(such as fouling) are easier to identify if basic data is available.



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Serviceability

Suitable access should be provided for cleaning, removal or replacement of all

system components. Isolation valves should be installed as deemed necessary to

facilitate such work.

System Pressures and Velocities

The following pressure and velocity limits apply to C175 series engines:

Water Pump Pressures:

Maximum Allowable Static Head 175 kPa(g)

Minimum SCAC Inlet Pressure (dynamic) -6 kPa(g)

Minimum Jacket Water Heater Sizing. W Inlet Pressure

(dynamic)

-6 kPa(g)

Maximum Operating Pressures:

Engine Cooling Circuits 300 kPa(g)

Water Velocities:

Pressurized Lines 5.4 m/s

Pressurized Thin Walled Tubes 7 m/s

Suction Lines (Pump Inlet) 1.5 m/s

Low Velocity De-aeration Line 0.6 m/s

Cooling Water Requirements

Water Quality, Rust Inhibitors and Antifreeze

Maintaining water quality is very important in closed cooling systems. Excessive

hardness will cause deposits, fouling and reduced effectiveness of cooling system

components. Caterpillar has available coolant inhibitor to properly condition the

cooling water. When using Cat inhibitor, the cooling water piping must not be

galvanized and aluminum should not be used. If the piping is galvanized, the zinc

will react with the coolant inhibitor and form clogs, which will interfere with the

system operation.


Engine Connections

Engine Cooling Water Inlet/Outlet 6 in. ANSI Flange

AC Cooling Water Inlet 6 in. ANSI Flange

AC Cooling Water Outlet 3 in. ANSI Flange



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Starting System

General

The C175 petroleum offshore generator set can be equipped with air, electric, or

air/electric starters to meet customer needs.

Internal Starting Air System

The standard turbine starter operates on air inlet pressures from 415 to 690 kPa

(60.2 to 100.1 psi). These pressures are required at the starter inlet port. An air

tank pressure below 415 kPa will not start the engine because of pressure drop

associated with the air supply lines. For initial system evaluation, assume a 200

kPa (29 psi) pressure drop between the tank and the air starter inlet.

A pressure regulator is necessary when the supply pressure at the starter exceeds

690 kPa (100.1 psi).

The quantity of air required for each start and the size of the air receiver depend

upon cranking time and air-starter consumption.

The C175 air starter consumption is:

26.2 m3/min @ 689 kPa (925 scfm @ 100 psi)

21.6 m3/min @ 552 kPa (762 scfm @ 80 psi).

External Starting Air System Design Considerations

The starting air receiver size is normally determined by the requirements of the

classification society for the number of starts or start attempts.

The size of the air receivers should be increased if the starting air receiver also

supplies air for purposes other than the main engine starting (e.g. engine air

prelube, work air, auxiliary gensets). The Caterpillar supplied air prelube pump

consumption rate is 31 l/sec @ 690 kPa (8.2 g/sec @ 100.1 psi) free air

consumption.

Engine Piping Connections

The C175 turbine type starters must be supplied with clean air. Deposits of oil-

water mixture must be removed by traps installed in the lines. Lines should slope

towards the traps and away from the engine. The air supply pipes should be short

with the number of elbows kept to a minimum and at least equal in size to the

engine inlet connection, which is 1½” NPTF. Please contact the ASC for a DTO to

provide the strainer.



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Combustion Air System

General

The aftercooler system is a High Performance Air Cooling (HPAC) system

designed in a modular layout. The aftercooler is a two stage system consisting of

jacket water cooled first stage and a separate circuit second stage.

The maximum inlet air temperature to the turbocharger is 50°C (122°F) and is in

accordance with the marine society rules for equipment performance and will

provide good engine component life. For temperatures above 50°C (122°F), the

engine may derate to a power output level required for safe engine operation.

The C175 Engine normally draws engine combustion air in one of two ways:

The engine room is supplied with air for engine combustion as well as for

removal of radiated heat. Engine-mounted air filters provide combustion

air filtration.

The engine room is to be customer supplied with ventilation air for heat

removal and engine combustion air is supplied separately through a

dedicated, filtered air intake system.

Either system should be designed to provide sufficient clean air for combustion

and heat removal based on the ambient conditions and the maximum ratings for

each piece of installed equipment (i.e. marine auxiliary engines, pumps, and

switchgear). For classed vessels, the specific societies have well-defined rules for

the design parameters.

The amount of combustion air necessary for the C175 Engine is specified in the

technical data section of this manual. The amount of radiated heat emitted by each

engine is also specified.

Combustion Air System Design Considerations

Engine Room Supplied Air

The location and design of the engine room air intakes should consider the

following:

The supply air outlets should be close to and directed at the engine

turbocharger air intakes.

Additional air should flow along the generator, coupling and engine to

absorb the radiated heat. The air flow should flow in the order stated

above as the radiated heat from the engine will cause unnecessary

temperature rise in the generator.

The engine room air inlets should be placed such that water or dirt cannot

enter.

Installations intended for operation in extreme cold may require heated air

for starting purposes. In addition, it may be necessary to control the inlet

boost pressure for cold air installations. Contact your Cat dealer or the



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regional Caterpillar representative for further information when extreme

ambient conditions are expected.

Separate Combustion Air System

Supplying the engines with direct outside air for combustion, if possible, is

beneficial to the installation for a number of reasons. It reduces the air movement

in the engine room, may reduce the cooling load on the charge air cooler, reduce

the maximum heat load on the cooling water heat exchanger and in turn reduce the

required sea water circulation in the system. Direct air to the turbocharger inlet

may provide a larger margin against engine load reduction brought on by high air

inlet temperatures.

It should be expected that, if the turbocharger inlets are supplied with engine

room air, a temperature rise of 5 to 10°C (9 to 18°F) above ambient would take

place. By supplying the engines with direct outside air the vessel will also reduce

the required fan work.

If the engine combustion air is supplied through a separate, dedicated air system,

the engine room design should consider the following.

The entire intake system, including clean air filters should have an initial

restriction of no greater than 254 mm H2O (10 in. H2O). The maximum inlet

restriction with dirty air filters should not exceed 635 mm H2O (25 in. H2O).

Flexible connections are necessary to isolate engine vibration from the ducting

system. Locate the flex connection as close to the engine as possible, but be

aware of the excessive heat generated by the exhaust system. Avoid supporting

any portion of the air intake pipes on the turbocharger.



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Engine Room Ventilation

General

Although not part of Cat’s Scope of Supply for a typical diesel generator package,

the engine room ventilation system is a vital part of a successful installation. The

two primary aspects of a properly designed engine room ventilation system

addressed in this document are cooling air and combustion air.

Cooling Air: The flow of air required to carry away the radiated heat of

the engine(s) and other engine room machinery.

Combustion Air: The flow of air required to burn the fuel in the engine(s).

Both of these have a direct impact on an engine’s or packaged unit’s

performance, and must be considered in the design of an engine room ventilation

system. However, it is important to note that all equipment within the engine room

space, not only the diesel generator packages, must be given consideration in the

overall ventilation system design process. For the current data please see

publication LEBW4971 on Engine Room Ventilation in TMI.

Sizing Considerations

Cooling Air

Engine room ventilation air (cooling air) has two basic purposes:

To provide an environment that permits the machinery and equipment to

function properly with dependable service life.

To provide an environment in which personnel can work comfortably.

A small percentage of fuel consumed by an engine is lost to the environment in

the form of heat radiated to the surrounding air. In addition, heat from generator

inefficiencies and exhaust piping can easily equal engine radiated heat. Any

resulting elevated temperatures in the engine room may adversely affect

maintenance, personnel, switchgear, and engine or generator set performance. The

use of insulated exhaust pipes, silencer, and jacket water pipes will reduce the

amount of heat radiated by auxiliary sources.

Radiated heat from the engines and other machinery in the engine room is

absorbed by engine room surfaces. Some of the heat is transferred to atmosphere,

but the remaining radiated heat must be carried away by the ventilation system.

A system for exhausting ventilation air from the engine room must be included in

the ventilation system design. The engine(s) will not be able to carry all of the

heated ventilation air from the engine room by way of the exhaust piping.

Combustion Air

In many installations, combustion air is drawn from outside of the engine room

via ductwork, in which case, the combustion air is not a factor in the ventilation

system design calculations. However, many installations require that combustion

air be drawn directly from the engine room. In these installations, combustion air



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requirements become a significant ventilation system design parameter. Engine

specific combustion air requirements can be found in TMI for the specific engine

and rating.

Ventilation Air Flow

Required ventilation air flow depends on the desired engine room air temperature

as well as the cooling air and combustion air requirements outlined above. While it

is understood that total engine room ventilation air flow must take all equipment

and machinery into account, the following sections provide a means for estimating

the air flow required for the successful operation of Cat engines and packages.

In general, changing the air in the engine room every one or two minutes will be

adequate, if flow routing is proper.

Provisions should be made by the installer to provide incoming ventilation air of

0.1 to 0.2 m3/min (4 to 8 cfm) per installed horsepower. This does not include

combustion air for the engines.

Engine Room Temperature

A properly designed engine room ventilation system will maintain engine room air

temperatures within 8.5 to 12.5°C (15 to 22.5°F) above the ambient air

temperature (ambient air temperature refers to the air temperature surrounding the

power plant, vessel, etc.). Maximum engine room temperatures should not exceed

50°C (122°F). If they do, then outside air should be ducted directly to the engine

air cleaners. The primary reason for cooling an engine room is to protect various

components from excessive temperatures. Items that require cool air are:

Electrical and electronic components

Air cleaner inlets

Torsional dampers

Generators or other driven equipment

Engine room for the engine operator or service personnel.



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Radiant Heat

Engine Radiant Heat

Engine generated heat must be taken into consideration and for the Petroleum

C175 161kW (9,128 Btu/min) should be used for the engine radiant heat. This data

is the current data that was available at the time of publication and is subject to

change. For the current radiant heat data please reference TMI.

Generator Radiant Heat

For generator set installations, the heat radiated by the generator can be

estimated by the following formulas:

HRG (kW) = P x [1/EFF - 1]

HRG (Btu/min) = P x [1/EFF - 1] x 56.9

Where:

HRG = Heat Radiated by the Generator (kW), (Btu/min)

P = Generator Output at Maximum Engine Rating (ekW)

Eff = Generator Efficiency %/100%

(Example: Eff = 95%/100% = 0.95)

Example:

A C175-16, 1833 ekW generator set has a generator efficiency of 94.8%. What

is the generator radiant heat for this genset?

Solution:

P = 1833 ekW

Efficiency = (94.8%/100%) = 0.948

HRG = 1833 x [(1/0.948) – 1]

HRG = 101 kW

HRG = 1833 x [(1/0.948) – 1] x 56.9

HRG = 5,720 Btu/min



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Calculating Required Ventilation Air Flow

Engine room ventilation air required for Cat engines and packages can be

estimated by the following formula, assuming 38°C (100°F) ambient air

temperature.

V = H

+ Combustion Air D x Cp x ΔT

Where:

V = Ventilating Air (m3/min), (cfm)

H = Heat Radiation i.e. engine, generator, aux (kW), (Btu/min)

D = Density of Air at 38°C (100°F) (1.14 kg/m3), (0.071 lb/ft3)

Cp = Specific Heat of Air (0.017 kW x min/kg x °C), (0.24 Btu/°F)

ΔT = Permissible temperature rise in engine room (°C), (°F)

Temperature Rise

The temperature rise in the engine room resulting from these heat sources can

adversely affect maintenance personnel, switchgear, and generator set

performance. A 7 to 10°C (15 to 20°F) temperature rise is a reasonable target for

engine rooms. In cold climates, discomfort may be caused by the flow of cold air.

Restrict flow only if engine combustion air is available.

Example:

A C175, 1833 ekW genset has the following data:

Heat rejection: 101 kW (5,720 Btu/min)

Temperature rise: 10°C (20°F)

Solution:

The estimated engine room ventilation required for this arrangement:

V = 101

= 541 m3/min 1.099 x 0.017 x 10

V = 5720

= 16,784 cfm 0.071 x 0.24 x 20

Ventilation Fans

In modern installations, except for special applications, natural draft ventilation is

too bulky for practical consideration. Adequate quantities of fresh air are best

supplied by powered (fan-assisted) ventilation systems.

Fan Location

Fans are most effective when they withdraw ventilation air from the engine room

and exhaust the hot air to the atmosphere. However, ideal engine room ventilation

systems will utilize both supply and exhaust fans. This will allow the system

designer the maximum amount of control over ventilation air distribution.



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Fan Type

Ventilation fans are typically of the vane-axial, tube-axial or propeller type, or the

centrifugal type (squirrel cage blowers). The selection of fan type is usually

determined by ventilation air volume and pressure requirements, and also by space

limitations within the engine room. When mounting exhaust fans in ventilation air

discharge ducts, which are the most effective location, the fan motors should be

mounted outside the direct flow of hot ventilating air for longest motor life. The

design of centrifugal fans (squirrel cage blowers) is ideal in this regard, but their

size, relative to the vane-axial or tube-axial fans, sometimes puts them at a

disadvantage.

Fan Sizing

Fan sizing involves much more than just selecting a fan that will deliver the air

flow volume needed to meet the cooling air and combustion air requirements

determined earlier in this section. It requires a basic understanding of fan

performance characteristics and ventilation system design parameters.

Similar to a centrifugal pump, a fan operates along a specific fan curve that

relates a fan’s volume flow rate (m3/min or cfm) to pressure rise (mm H2O or

in. H2O) at a constant fan speed. Therefore, fan selection not only requires that the

volume flow rate be known, but also that the ventilation distribution system be

known in order to estimate the system pressure rise. This information allows the

optimum fan to be selected from a set of manufacturers’ fan curves or tables.

Exhaust Fans

Ventilation air exhaust systems should be designed to maintain a slight positive or

negative pressure in the engine room, depending on the specific application.

Generally, maintaining a slight positive pressure in the engine room is

recommended, but should normally not exceed 50 kPa (200 in. H2O). This positive

pressure accomplishes several things:

It prevents the ingress of dust and dirt, which is especially beneficial for

those applications involving engines that draw their combustion air from

the engine room.

It creates an out draft to expel heat and odor from the engine room.

Some applications require that a slight negative pressure be maintained in the

engine room, but normally not in excess of 12.7 mm H2O (0.5 in. H2O). The excess

exhaust ventilation air accomplishes several things:

It compensates for the thermal expansion of incoming air.

It creates an in draft to confine heat and odor to the engine room.

Two Speed Fan Motors

Operation in extreme cold weather may require reducing ventilation airflow to

avoid uncomfortably cold working conditions in the engine room. This can be easily

done by providing ventilation fans with two speed (100% and 50% or 67%

speeds) motors.



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Routing Considerations

Correct Ventilation Air Routing is vital for creating and maintaining the optimum

engine room environment required to properly support the operation of Cat engines

and packaged units. Maintaining recommended air temperatures in the engine room

is impossible without proper routing of the ventilation air.

Fresh air inlets should be located as far from the sources of heat as practical and

as high as possible; and since heat causes air to rise, it should be exhausted from

the engine room at the highest point possible, preferably directly over the engine.

Where possible, individual exhaust suction points should be located directly above

the primary heat sources in order to remove the heat before it has a chance to mix

with engine room air and raise the average temperature. However, it must be noted

that this practice will also require that ventilation supply air be properly distributed

around the primary heat sources. Avoid ventilation air supply ducts that blow cool

air directly toward hot engine components. This mixes the hottest air in the engine

room with incoming cool air, raising the temperature of all the air in the engine

room, and leaves areas of the engine room with no appreciable ventilation.

For offshore applications, where the potential exists for sea water to be drawn

into the ventilation air supply, combustion air should be delivered in a manner that

will preclude any sea water from being ingested by the turbochargers through the

air intake filters.

These general routing principles, while driven by the same basic principles of heat

transfer, will vary with the specific application. This section discusses the general

considerations relating to 1 and 2 engine applications, multiple engine (3+)

applications, and several special applications.

1 and 2 Engine Applications

These applications will generally require smaller engine rooms, which may

sometimes preclude the use of good routing practices.

Recommended ventilation systems for these applications, presented in order of

preference, are described below.

Ventilation Types 1 and 2 (Preferred Design)

Outside air is brought into the engine room through a system of ducts. These

ducts should be routed between engines, at floor level, and discharge air up at the

engines and generators. The most economical method is to use a service platform,

built up around the engines, to function as the top of this duct. See Figure 2.

This requires the service platform to be constructed of solid, nonskid plate rather

than perforated or expanded grating. The duct outlet will be the clearance between

the decking and oilfield base.

Ventilation air exhaust fans should be mounted or ducted at the highest point in

the engine room. They should be directly over heat sources.



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This system provides the best ventilation with the least amount of air required. In

addition, the upward flow of air around the engine serves as a shield which

minimizes the amount of heat released into the engine room. Air temperature in the

exhaust air duct will be higher than engine room air temperature.

Ventilation Type 1

Ventilation Type 2

Ventilation Type 3 (Alternate Design)

If Ventilation Type 1 is not feasible, the following method is recommended;

however, it will require approximately 50% more air flow.

Outside air is brought into the engine room as far away as practical from heat

sources, utilizing fans or large intake ducts. The air is discharged into the engine

room as low as possible as illustrated in Figure 3. Allow air to flow across the

engine room from the cool air entry point(s) toward sources of engine heat such as

the engine, exposed exhaust components, generators, or other large sources of

heat.

Figure 1

Figure 2



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Ventilation air exhaust fans should be mounted or ducted at the highest point in

the engine room. Preferably, they should be directly over heat sources.

Engine heat will be dissipated with this system, but a certain amount of heat will

still radiate and heat up all adjacent engine room surfaces.

If the air is not properly routed, it will rise to the ceiling before it gets to the

engines.

Ventilation Type 3

This system will work only where the air inlets circulate the air between the

engines, for 2 engine applications. Air inlets located at the end of the engine room

will provide adequate ventilation to only the engine closest to the inlet.

Ventilation Type 4 (Alternate Design)

If Ventilation Types 1 and 2 are not feasible, the following method can be used;

however, it provides the least efficient ventilation and requires approximately 2.5

times the air flow of Ventilation Types 1 and 2.

Outside air is brought into the engine room using supply fans, and discharged

toward the turbocharger air inlets on the engines as illustrated in Figure 4.

Ventilation exhaust fans should be mounted or ducted from the corners of the

engine room.

This system mixes the hottest air in the engine room with the incoming cool air,

raising the temperature of all air in the engine room. It also interferes with the

natural convection flow of hot air rising to exhaust fans. Engine rooms can be

ventilated this way, but it requires extra large capacity ventilating fans.

Figure 3



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Ventilation Type 4

Multiple Engine (3+) Applications

Multiple engine applications, involving three or more engines or packaged units,

will generally require larger engine rooms than those needed for 1 and 2 engine

applications.

In general, the recommended ventilation systems outlined for 1 and 2 engine

applications also apply to multiple engine applications. However, there are several

additional considerations that are specific to multiple engines.

As previously mentioned, the application of normal temperature rise guidelines for

determining large multiple engine site ventilation requirements will generally result

in extremely large volumes of air. Therefore, the guidelines used for these sites are

significantly more generous; however, even with the increased temperature rise

allowed, the ventilation requirements will be significant. Large multiple engine sites

will generally utilize multiple ventilation fans, often using one or two fans for each

engine. This practice allows for a very simple arrangement requiring minimal

ductwork.

The use of multiple ventilation fans, either supply or exhaust, will require that air

flow between the engines be arranged, either by fan placement or by distribution

ductwork. Figure 5 and Figure 6 show examples of correct and incorrect air flow

patterns for multiple engine sites.

Figure 4



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Correct Air Flow

Incorrect Air Flow

Figure 5

Figure 6



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Exhaust System

General

The C175 engine uses a cross flow exhaust system. Exhaust gases from one

manifold powers the opposite turbocharger and vice-versa.

Exhaust System Design Considerations

Exhaust backpressure limit

The total C175 exhaust backpressure limit is 6.7 kPa (27 in. H2O). This level was

established with an emphasis on low specific fuel consumption and exhaust valve

temperatures. Therefore, to achieve proper performance of the engine, the exhaust

backpressures must be kept below this limit.

System backpressure should be measured in a straight length of the exhaust pipe

at least 3 to 5 pipe diameters away from the last size transition from the

turbocharger outlet. System backpressure measurement is part of the engine

commissioning.

Turbochargers

The turbochargers are located at the flywheel end of the engine. The

turbocharger exhaust outlet is a 430 mm (14”) flange connection. Optional

attachments for these turbochargers include ø 355 mm (14”) flexible bellows,

expansion transitions from ø 355 mm (14”) to ø 406 mm (16”) and exhaust

flanges with bolting and mounting hardware. Also available is a 355 mm (14”)-457

mm (18”) expander and exhaust flanges with bolting and mounting hardware for

longer exhaust runs.

The exhaust bellows are intended to compensate for thermal growth and

movement of the engine. The exhaust system structure immediately after the

engine exhaust bellows must be a fixed/rigid point. The supplied exhaust bellows

will only handle the engine movement and thermal growth. No additional external

loading is allowed on the turbochargers.

Exhaust Slobber (Extended Periods of Low Load)

Prolonged low load operation should be followed by periodic operation at higher

load to burn out exhaust deposits. Low load operation is below 456 kPa bmep

(approximately 20% load, depending on rating). The engine should be operated

above 1709 kPa bmep (about 75% load, depending on rating) periodically to burn

out the exhaust deposits.

Exhaust Piping

A common exhaust system for multiple gensets is not acceptable. An exhaust

system combined with other engines allows operating engines to force exhaust

gases into engines not operating. The water vapor condenses in the cold engines

and may cause engine damage. Additionally, soot clogs turbochargers, aftercoolers,

and cleaner elements. Valves separating engine's exhaust systems are also

discouraged. High temperatures warp valve seats and soot deposit causes leakage.



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The exhaust pipe diameter is based on engine output, gas flow, and length of

pipe and number of bends. Sharp bends should be avoided, and where necessary,

should have the largest possible radius. The minimum radius should be 1½ pipe

diameters.

The piping should be as short as possible and insulated. The insulation should be

protected by mechanical lagging to keep it intact. All flexible exhaust fittings

should be insulated using removable quilted blankets. It is recommended to provide

the system with a valve drain arrangement to prevent rainwater from entering the

engine during prolonged shutdown periods. For testing purposes, the exhaust

system must have a test port installed after the turbocharger outlet. This test port

should be a 10 to 13 mm (0.394 to 0.512 in.) plugged pipe welded to the exhaust

piping and of sufficient length to bring it to the outer surface of the insulated

piping.

Exhaust piping must be able to expand and contract. It is required that one fixed

point be installed directly after the flexible exhaust fitting at the turbocharger

outlet. This will prevent the transmission of forces resulting from weight, thermal

expansion or lateral displacement of the external exhaust piping from acting on the

turbocharger.



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Generator Set Control and Protection

The C175 generator set for offshore applications features a highly integrated set

of sensors, actuators, networks, and control modules to provide redundant control

and protection.

Engine control is performed by the ADEM™ A4 (Advanced Engine Control

Management) software. For the C175 genset for offshore applications, redundancy

in the control system requires the use of two ECMs (Engine Control Modules).

Input signals from sensors located around the engine are processed by the engine

ECM, which in turn controls fuel delivery to cylinders to obtain a desired engine

speed, power output, and optimum fuel consumption. Redundancy is achieved by

implementing a secondary ECM with its own set of sensors capable of controlling

the engine in case a failure occurs in the primary control components.

The following block diagrams show the inputs and outputs for the primary and

secondary ECMs. The standard MPD 3.0 panel is shown in Figure 7 and Figure 8;

the Cat alarm and protection system panel is available as an optional attachment.



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Standard MPD 3.0 Panel with Primary ECM

Figure 7



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Standard MPD 3.0 Panel with Secondary ECM

The sensor and actuator locations are identified in the Figure 9 through Figure 12.

Figure 8



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1. Intake manifold pressure sensor

2. Intake manifold temperature sensor

3. Position sensor for the right air shutoff

4. Air shutoff solenoid

5. Fuel transfer pressure sensor (unfiltered)

6. Fuel temperature sensor for the low-pressure fuel

7. Fuel transfer pressure sensor (filtered)

8. Fuel transfer pressure sensor for the secondary ECM (filtered)

9. Right rail connector

10. Crankcase pressure sensor

11. Temperature Control Module (TCM) for the separate circuit aftercooler system

12. Pressure sensor at the water pump outlet for the separate circuit aftercooler system

13. Temperature sensor at the water pump outlet for the separate circuit aftercooler system

14. Controller for the Fuel Control Valve (FCV) (primary ECM)

15. Leak detection sensor for the high-pressure fuel rail

16. Temperature sensor for the high-pressure fuel system

17. Controller for the FCV (secondary ECM)

18. Electric fuel priming pump

Figure 9



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19. Secondary speed/timing sensor (RH)

20. Tertiary speed/timing sensor (LH)

21. Sensor for the right turbocharger turbine inlet temperature

22. Sensor for the left turbocharger turbine inlet temperature

23. Right turbocharger compressor inlet pressure sensor (No. 2)

24. Left turbocharger compressor inlet pressure sensor (No. 1)

25. Secondary fuel rail pressure sensor

26. Inlet air temperature

27. Fuel rail pressure sensor

28. Temperature Control Module (TCM) for the jacket water cooling system

29. Filtered oil temperature sensor

30. n/a

31. Filtered oil pressure sensor

32. Secondary filtered oil pressure sensor

33. Unfiltered oil pressure sensor

Figure 10



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34. Control box connector for the front harness

35. Left rail connector

36. Primary power connector

37. Secondary power connector

38. Position sensor for the left air shutoff

39. Service tool connector

40. Engine interface connector

41. Intake manifold pressure sensor (LH)

42. Intake manifold temperature sensor (LH)

43. Coolant pump outlet temperature sensor

44. Low current power distribution panel

45. High current power distribution panel

46. Primary speed/timing sensor

Figure 11



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47. Secondary atmospheric pressure sensor

48. Control assembly (diode box)

49. Atmospheric pressure sensor

50. ECM (Primary)

51. Secondary ECM

52. Temperature Control Module (TCM)

53. Coolant pressure sensor for the engine block inlet

54. Secondary coolant pressure sensor for the engine block inlet

55. Solenoid for the prelube pump

56. Coolant pressure sensor for the engine block outlet

57. Secondary coolant temperature sensor for the engine block outlet

58. Coolant temperature sensor for the engine block outlet

Figure 12



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Sensors, actuators, and control modules communicate with one another over the

networks shown in Figure 13.

1. Secondary engine ECM

2. Control assembly

3. Primary engine ECM

4. Global 1 CAN data link (primary ECM)

5. Global 2 CAN data link (secondary ECM)

6. Cat Data Link

7. Local CAN data link

8. Primary TCM

9. Primary controller for the FCV

10. Secondary TCM

11. Secondary controller for the FCV

12. CMPD and PL1000T communications module

13. Exhaust temperature module

14. Service tool connectors for Cat ET

More information on engine control and protection can be found in the

troubleshooting guide for the C175 petroleum engine, KENR5454.

Figure 13



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Instrumentation

The C175 genset for petroleum applications features the Marine Power Display

3.0 (MPD 3.0) in the standard package. Additional functionality can be obtained

from the Cat alarm and protection system, which is offered as an optional

attachment. The Cat alarm and protection system replaces the MPD 3.0 hardware.

The following are features and capabilities of the MPD 3.0 and Cat alarm and

protection system. The Cat alarm and protection system functionality includes all

functions of MPD 3.0 plus extra functions as noted below.

Marine Power Display 3.0 (MPD 3.0) Panel

The MPD 3.0 panel is included in the standard C175 generator set for petroleum

applications. This panel features an LCD high-resolution (640 by 480 pixels) color

display with user-friendly navigation menus. The screen features adjustable

illumination levels that can display up to four NTSC camera inputs. Red LED edge

lighting for gauges and function buttons provides enhanced visibility in low-light

environments. Customized screens can be designed on-screen or via the screen

builder software for up to three different users to display different engine

parameters on different sizes and types of gauges. The custom screen files can be

flashed to the MPD using the Cat electronic service tool (ET). A SAE J1939 data

link provides information from the engine ECU to the display module.

For details on features and operation of the MPD 3.0 panel, consult LEGM8130,

LEXM8526, and LEBM0189.

MPD 3.0 Features

• 178 mm (7 in.) color monitor to display all engine parameters and alarm

annunciation. The alarms are annunciated with a time and date stamp.

• Annunciation of all engine shutdowns, alarms and status points

Figure 14



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• Start/prelube control switch and emergency stop button

• Selection of local/remote control of engine

• Customer connections at terminal blocks inside panel

MPD 3.0 Switches

All switches are located in the MPD 3.0 panel.

Local throttle

Cranking motor select

Manual crank override

Low idle

Engine protection override

Rapid start stop

Manual prelube

MPD 3.0 Alarms

Lubrication system

o Low engine oil pressure

o High engine oil temperature

o High engine oil filter restriction pressure (differential)

Cooling system

o High engine coolant temperature

o Low engine coolant temperature

o Low coolant level

o High aftercooler coolant temperature

o Low engine coolant pressure

o Low aftercooler coolant pressure

Exhaust system

o High exhaust port temperature

o High exhaust temperature bank to bank (R to L)

o Exhaust port temperature high deviation

o Exhaust port temperature low deviation

o High turbocharger turbine inlet temperature

Fuel system

o High fuel filter restriction pressure (differential)

o Leak detection monitor

o High fuel rail temperature

o High fuel temperature (low pressure fuel system)

o Low fuel transfer pressure (low pressure fuel system)



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o High fuel pressure (low pressure fuel system)

o High fuel rail pressure deviation from desired (high pressure fuel

system)

o Low fuel rail pressure deviation from desired (high pressure fuel

system)

o Primary fuel filter restriction monitor

o Primary fuel filter inlet high pressure monitor

o Primary fuel filter inlet low pressure monitor

Air intake system

o High engine inlet air temperature (past air filter)

o High intake manifold air temperature

o High air inlet differential pressure

o High inlet manifold air pressure

Miscellaneous

o High crankcase pressure

o Independent engine overspeed

MPD 3.0 Derates

Lubrication system


Cooling system


o Low coolant level




Exhaust system


Fuel system





o Low fuel rail pressure deviation from desired

Air intake system





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MPD 3.0 Shutdowns; Non-emergency generator sets (Note: Emergency generator

sets are only allowed shutdowns for low engine oil pressure and engine generator

sets.)

Lubrication system



Cooling system





Exhaust system





Fuel system





Air



Miscellaneous

o Engine overspeed

Cat Alarm and Protection System

The Cat alarm and protection system is offered as an optional attachment to the

C175 genset for offshore applications. The control panel included in this option is

capable of providing control, monitoring, and protection to the engine and

generator. In addition, the Cat alarm and protection system has the ability to

interface with up to four remote input/output units. Figure 15 shows a typical

configuration of the Cat alarm and protection system.

Note: The Cat alarm and protection system is package-mounted for shipment.

During final installation, the Cat alarm and protection system must be remote-



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mounted by the customer to maintain approval by the MCS (Marine Classification

Society). Films for the package-mounted system lifting eyes with instructions on

removing and lifting the system will be provided. Reference: See Systems

Operation, REHS2430, “Cat Alarm and Protection System and Control Panel” in

order to configure the parameters.

Cat Alarm and Protection System Features

MCS approved

145 mm (5.7 in) color monitor displays all engine

parameters and alarm annunciation.

Equipped for remote communication MODBUS

RS485 and MODBUS TCP (Replaces PL1000E)

Full J1939 broadcast

Password level access

Local/remote start-shutdown

2 configurable relay outputs

213 mm (8.4 in) optional touch-screen remote

monitor display

Optional generator interface

Figure 15



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The following hardware components are included in the Cat alarm and protection

system:

DCU 410 – MCS controller

SDU 410 – Shutdown unit

RIO 410 – Remote input/output expansion unit

RIO 425 – Power analyzer module

RP 410 (Optional) - Remote equipment interface available through custom

order

MCS Controller (Monitoring and Control Unit)

The DCU 410 is the engine monitoring and control unit. One panel is required for

each engine. The DCU 410 has a color screen and buttons for simplified user

interaction.

Engine Monitoring and Control Unit – User Interface

Figure 16



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Engine Monitoring and Control Unit – Display

SDU (Shutdown Unit)

The SDU is the safety unit, which is required in class installation. This unit is

completely self contained and is separate from the MCS controller. However, the

MCS controller communicates with the SDU via RS-485.

RIO Input/Output

The RIO is an expansion I/O unit, which allows a maximum of four RIO units to be

connected to one MCS controller. The MCS controller communicates with the RIO

over an RS-485 link.

Power Analyzer Module (PAM) (Generator interface unit)

The PAM generator interface unit is linked to the MCS controller, which detects

the generator interface unit automatically. A new page is made available on the

MCS controller, and on the remote panel, that displays the following generator

parameters: phase voltages, phase currents, frequency, power, and total harmonic

distortion (THD).

Remote Equipment Interface (REI)

A REI can monitor and control a maximum of eight MCS controllers that are in the

network. Several REI can monitor the same engine, or an REI can monitor separate

engines. The REI communicates with the MCS controller via ethernet. Each REI can

also monitor up to four cameras.

Figure 17



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Cat Alarm and Protection Switches

All switches are located in the Cat Alarm and Protection panel

Local throttle

Cranking motor select

Manual crank override

Low idle

Engine protection override

Rapid start stop

Manual prelube

Additional Cat Alarm and Protection System Switches

Oil mist detector override

Cat Alarm and Protection Alarms

Lubrication system



o High engine oil filter restriction pressure (differential)

Cooling system


o Low engine coolant temperature

o Low coolant level

Figure 18



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Exhaust system


o High exhaust temperature bank to bank (R to L)




Fuel system

o High fuel filter restriction pressure (differential)

o Leak detection monitor





o High fuel rail pressure deviation from desired (high pressure fuel

system)

o Low fuel rail pressure deviation from desired (high pressure fuel

system)

o Primary fuel filter restriction monitor

o Primary fuel filter inlet high pressure monitor

o Primary fuel filter inlet low pressure monitor

Air intake system





Miscellaneous

o High crankcase pressure

o Independent engine overspeed

Cat Alarm and Protection Derates

Lubrication system


Cooling system




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o Low coolant level




Exhaust system


Fuel system





o Low fuel rail pressure deviation from desired

Air intake system





Cat Alarm and Protection System Shutdowns; Non-emergency generator sets

(Note: Emergency generator sets are only allowed shutdowns for low engine oil

pressure and engine overspeed.)

Lubrication system



Cooling system





Exhaust system





Fuel system





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Additional Cat Alarm and Protection System Monitoring and Display Functions

Starting air pressure

High generator rear bearing temperature

High generator front bearing temperature

High generator stator A temperature

High generator stator B temperature

High generator stator C temperature

Generator space heater output

Emergency oil pump start output

Emergency cooling pump start output

Summary shutdown output

Driven equipment electric lube pump output

Generator air lubrication pump enable output

Generator frequency, voltage, and current monitoring

Additional inputs and outputs for factory or customer provided options:

Engine coolant tank level input

Engine oil contamination input (customer provided sensor)

Engine aftercooler tank level input

Seawater pressure input

Fuel tank level sensor

Driven equipment oil level input

Emergency sea water pump start output

Generator drive end bearing flow switch

Generator non-drive end bearing flow switch

AC voltage available switch

Generator lube oil temp high switch

Multiple configurable spare inputs for switches and analog sensors

Air



Miscellaneous

o Engine overspeed



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Sensor Information

The following tables contain C175 engine sensor data, RS-485 MODBUS

addresses, and J1939 information for the C175 offshore genset Cat alarm and

protection system. For detailed information on Cat alarm and protection system and

configuration of the MCS alarm and protection, controller, and REI, consult

REHS4817.

Sensor Information

Sensor

Description Sensor Range

Sensor

Preset

Sensor

Type

Sensor

Action

Sensor

On-Run

Only

Sensor

Startup

Delay

(sec.)

Sensor

Trip

Delay

(sec.)

Intake

Manifold

Temperature

-40°C to 210°C

(-40°F to 410°F)

82° C

(180° F) High Alarm N/A 180 8

Left Manifold

Exhaust

Temperature

N/A 800° C

(1472° F) High Alarm Yes N/A 5

Coolant

Temperature

Sensor

-40°C to 210°C

(-40°F to 410°F)

110° C

(230° F) High Alarm N/A 180 10

Battery

Voltage 0-40V 18V Low Alarm No N/A 0

Fuel

Temperature

-40°C to 210°C

(-40°F to 410°F)

90° C

(194° F) High Alarm Yes 180 30

Fuel Pressure N/A N/A Low Alarm Yes N/A 2

Generator

Phase CA Line 0-64255V N/A N/A N/A N/A N/A N/A

Generator

Phase BC Line 0-64255V N/A N/A N/A N/A N/A N/A

Generator

Phase AB Line 0-64255V N/A N/A Display N/A N/A N/A

Generator

Phase B AC

RMS Current

0-64255V N/A N/A N/A N/A N/A N/A

Generator

Total Reactive

Power

-2147 to 2147

kW N/A N/A Display N/A N/A N/A

Generator

Overall Power

Factor

-1 to 2.92 N/A N/A Display N/A N/A N/A



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Sensor Information

Sensor


Sensor

Preset

Sensor

Type

Sensor

Action

Sensor

On-Run

Only

Sensor

Startup

Delay

(sec.)

Sensor

Trip

Delay

(sec.)

Generator

Total Apparent

Power

-2147 to

2147kW N/A N/A Display N/A N/A N/A

Generator

Total Real

Power

-2147 to

2147kW N/A N/A Display N/A N/A N/A

Generator

Phase BAC

AVG AC RMS

Current

0 to 64255 A N/A N/A N/A N/A N/A N/A

Generator

Average AC

Frequency

0-502 Hz N/A N/A N/A N/A N/A N/A

Generator

Total Real

Power

N/A N/A N/A Display N/A N/A N/A

Generator

Overall Power

Factor

N/A N/A N/A Display N/A N/A N/A

Gen Phase AB

Line-Line AC

RMS Voltage

N/A N/A N/A Display Yes N/A N/A

Generator

Phase BC Line-

Line AC RMS

Voltage


Generator

Phase CA

Line-Line AC

RMS Voltage


Generator

Phase A Line-

Neutral AC

RMS Voltage


Generator

Phase B Line-

Neutral AC

RMS Voltage




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Sensor Information

Sensor


Sensor

Preset

Sensor

Type

Sensor

Action

Sensor

On-Run

Only

Sensor

Startup

Delay

(sec.)

Sensor

Trip

Delay

(sec.)

Generator

Phase C Line-

Neutral AC

RMS Voltage


Generator

Phase A AC

RMS Current


Generator

Phase B AC

RMS Current


Generator

Phase C AC

RMS Current


Generator

Average AC

Frequency


Generator

Winding A

Temperature

N/A 150° C

(302° F) High Alarm No N/A N/A

Generator

Winding A

Temp

N/A 150° C


Generator

Winding B

Temperature

N/A 150° C


Generator

Winding B

Temp

N/A 150° C


Generator

Winding C

Temperature

N/A 150° C


Generator

Winding C

Temp

N/A 150° C


Generator Rear

Bearing

Temperature

N/A 150° C


Generator

Front Bearing

Temperature

N/A 150° C




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Sensor Information

Sensor


Sensor

Preset

Sensor

Type

Sensor

Action

Sensor

On-Run

Only

Sensor

Startup

Delay

(sec.)

Sensor

Trip

Delay

(sec.)

Engine Oil

Pressure N/A

154 kPa

(22 psi) Low Alarm N/A 10 8

Engine Oil

Pressure N/A

104 kPa

(15 psi) Low

Shutdo

wn N/A 10 8

RS-485 Information

Sensor Description

RS-485

Configurable

Address

RS-485

Configurable

Bit/Word

RS-485

Configurable

Read/Write

RS-485

MSW

Address

RS-485

MSW

Bit/Word

Turbocharger Boost

Pressure 101904 Bit Read 451604 Word

Intake Manifold

Temperature 101920 Bit Read 451620 Word

Left Manifold Exhaust

Gas Temperature 101925 Bit Read 451625 Word

Coolant Temperature 101919 Bit Read 451619 Word

Coolant Level -Heat

Exchanger Tank 101910 Bit Read 451610 Word

Aftercooler Coolant

Level 102058 Bit Read 473668 Word

Percent Load 101911 Bit Read 451611 Word

Primary Throttle Position 101900 Bit Read 451600 Word

Secondary Throttle

Position 101974 Bit Read 470029 Word

Maximum Crank

Attempts Per Start

Attempt

102055 Bit Read 473670 Word

Time Remaining in

Engine Operating State 102056 Bit Read 473543 Word

Engine Operating State 102057 Bit Read 473544 Word

Synchronization Status 102059 Bit Read 472615 Word

Slow Vessel Mode 102061 Bit Read 472617 Word

Trolling Mode Status 102060 Bit Read 472616 Word

Crank Attempt Count on

Present Start Attempt 102062 Bit Read 473671 Word

Engine Hours (lifetime) 101951 Bit Read 451651 Word

Heading 102096 Bit Read 470165 Word



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RS-485 Information

Sensor Description

RS-485

Configurable

Address

RS-485

Configurable

Bit/Word

RS-485

Configurable

Read/Write

RS-485

MSW

Address

RS-485

MSW

Bit/Word

Vessel Speed 102097 Bit Read 470517 Word

Battery Voltage 101953 Bit Read 451653 Word

Maximum Engine Speed 102039 Bit Read 470532 Word

Programmed Low Idle 102029 Bit Read 470188 Word

Slow Vessel Mode Set

Speed 102044 Bit Read 470535 Word

Engine Overspeed Verify 102015 Bit Read 472812 Word

Idle Hours (lifetime) 101957 Bit Read 451657 Word

Desired Engine Speed 101995 Bit Read 470515 Word

Average Fuel

Consumption (lifetime) 102064 Bit Read 471834 Word

Fuel Burned (lifetime) 101965 Bit Read 451665 Word

Fuel Burned (trip) 101964 Bit Read 451664 Word

Idle Fuel (lifetime) 101956 Bit Read 451656 Word

Fuel Rate 101918 Bit Read 451618 Word

Trip Vehicle Idle Fuel

Used 102054 Bit Read 471004 Word

Fuel Press 101916 Bit Read 451616 Word

Fuel Filter Differential

Pressure 101917 Bit Read 451617

Fuel Level 102063 Bit Read 470096 Word

Generator Exciter Field

Voltage 102107 Bit Read 473380 Word


Current 102108 Bit Read 473381 Word

Voltage Regulator Load

Compensation Mode 102102 Bit Read 473375 Word

Voltage Regulator

VAr/Power Factor

Operating Mode


Voltage Regulator

Underfrequency

Compensation Enabled


Voltage Regulator Soft

Start State 102105 Bit Read 473378 Word

Voltage Regulator

Enabled 102106 Bit Read 473379 Word



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RS-485 Information

Sensor Description

RS-485

Configurable

Address

RS-485

Configurable

Bit/Word

RS-485

Configurable

Read/Write

RS-485

MSW

Address

RS-485

MSW

Bit/Word

Generator Phase CA

Line-Line AC RMS

Voltage


Generator Phase BC

Line-Line AC RMS

Voltage


Generator Phase AB

Line-Line AC RMS

Voltage


Generator Phase B AC

RMS Current 102112 Bit Read 472450 Word

Generator Total Reactive

Power 102118 Bit Read 472456 Word

Generator Overall Power

Factor 102119 Bit Read 472464 Word


Factor Lagging 102120 Bit Read 472518 Word

Generator Total

Apparent Power 102116 Bit Read 472460 Word

Generator Total Real

Power 102117 Bit Read 472452 Word

Generator Average AC

Frequency 102115 Bit Read 472436 Word

Generator Average Line-

Line AC RMS Voltage 102114 Bit Read 472440 Word

Generator Winding A

Temperature 101254 Bit Read N/A Word

Generator Winding A

Temp 101255 Bit Read N/A Word

Generator Winding B


Generator Winding B


Generator Winding C


Generator Winding C


Generator Rear Bearing




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RS-485 Information

Sensor Description

RS-485

Configurable

Address

RS-485

Configurable

Bit/Word

RS-485

Configurable

Read/Write

RS-485

MSW

Address

RS-485

MSW

Bit/Word

Generator Front Bearing


Requested Generator

Total AC Reactive

Power


Requested Generator

Overall Power Factor 102100 Bit Read 473384 Word

Requested Generator

Overall Power Factor

lagging


Oil Pressure 101913 Bit Read 451613 Word

Oil Pressure 101913 Bit Read 451613 Word

USB Memory Stick

Detected 100520 Bit Read N/A Word

Prelube Complete 101800 Bit Read N/A Word

Prelube Active 101801 Bit Read N/A Word

Start Disabled 101802 Bit Read N/A Word

Automatic Mode 101803 Bit Read N/A Word

Local Mode 101804 Bit Read N/A Word

Shutdown Override 101805 Bit Read N/A Word

Cranking 101806 Bit Read N/A Word

Running 101807 Bit Read N/A Word

ETR 101808 Bit Read N/A Word

ETS 101809 Bit Read N/A Word

ETSD 101810 Bit Read N/A Word

Common Alarm 101811 Bit Read N/A Word

Common Shutdown 101812 Bit Read N/A N/A

Supply Select 101813 Bit Read N/A N/A

Primary Supply Failure 101814 Bit Read N/A N/A

Secondary Supply

Failure 101815 Bit Read N/A N/A

RIO 410 #1 Comm.

Error 101816 Bit Read N/A N/A

RIO 410 #2 Comm.


RIO 410 #3 Comm.




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RS-485 Information

Sensor Description

RS-485

Configurable

Address

RS-485

Configurable

Bit/Word

RS-485

Configurable

Read/Write

RS-485

MSW

Address

RS-485

MSW

Bit/Word

RIO 410 #4 Comm.


SDU 410 Comm. Error 101820 Bit Read N/A N/A

Bus Error 101821 Bit Read N/A N/A

RIO 425 Comm. Error 101822 Bit Read N/A N/A

Acknowledge Button 101500 Bit Read N/A N/A

Buzzer Active 101501 Bit Read N/A N/A

Common Warning 101502 Bit Read N/A N/A

Red Diagnostic Message 101503 Bit Read N/A N/A

Amber Diagnostic

Message 101504 Bit Read N/A N/A

White Diagnostic


Common Diagnostic


Ready State 101507 Bit Read N/A N/A

Initial Delay State 101508 Bit Read N/A N/A

Prelube State 101509 Bit Read N/A N/A

Cranking State 101510 Bit Read N/A N/A

Awaiting Run State 101511 Bit Read N/A N/A

Running State 101512 Bit Read N/A N/A

Crank Delay State 101513 Bit Read N/A N/A

Delayed Stop State 101514 Bit Read N/A N/A

Cooling State 101515 Bit Read N/A N/A

Stopping State 101516 Bit Read N/A N/A

Stopped State 101517 Bit Read N/A N/A

Blocked State 101518 Bit Read N/A N/A

Stopped For Unknown

Reason 101519 Bit Read N/A N/A

First Start Attempt

Failed 101520 Bit Read N/A N/A

Final Start Attempt

Failed 101521 Bit Read N/A N/A

Tach 1 Failure 101522 Bit Read N/A N/A

Service Interval 101523 Bit Read N/A N/A



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RS-485 Information

Sensor Description

RS-485

Configurable

Address

RS-485

Configurable

Bit/Word

RS-485

Configurable

Read/Write

RS-485

MSW

Address

RS-485

MSW

Bit/Word

Engine Protection

Override 101524 Bit Read N/A N/A

System On 101525 Bit Read N/A N/A

Supply Voltage Low 101526 Bit Read N/A N/A

SpeedSwitch1 101527 Bit Read N/A N/A

SpeedSwitch2 101528 Bit Read N/A N/A

Speed Switch 3 101529 Bit Read N/A N/A

Speed Switch 4 101530 Bit Read N/A N/A

Alarm List/Acknowledge

Button, or Remote

Acknowledge

101531 Bit Read N/A N/A

Stop Failure 101532 Bit Read N/A N/A

Start Button 101533 Bit Read N/A N/A

Stop Button 101534 Bit Read N/A N/A

Alarm List Button 101535 Bit Read N/A N/A

Arrow Up Button 101536 Bit Read N/A N/A

Arrow Down Button 101537 Bit Read N/A N/A

Menu Button 101538 Bit Read N/A N/A

Soft Button 1 101539 Bit Read N/A N/A




Ready to Take Load 101543 Bit Read N/A N/A

Function On/Off 1 101544 Bit Read N/A N/A






Ready for PMS Start 101550 Bit Read N/A N/A

On Secondary Supply 101551 Bit Read N/A N/A

New Alarm Pulse 101552 Bit Read N/A N/A

All Faults 101553 Bit Read N/A N/A

Primary Power Failure 101554 Bit Read N/A N/A



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RS-485 Information

Sensor Description

RS-485

Configurable

Address

RS-485

Configurable

Bit/Word

RS-485

Configurable

Read/Write

RS-485

MSW

Address

RS-485

MSW

Bit/Word

Secondary Power Failure 101555 Bit Read N/A N/A

Overspeed (MCS

controller or SDU) 101556 Bit Read N/A N/A

In Remote Mode 101557 Bit Read N/A N/A

Energize to Run Active 101558 Bit Read N/A N/A

Energize to Stop Active 101559 Bit Read N/A N/A

Shutdown Active 101560 Bit Read N/A N/A

Running Active 101561 Bit Read N/A N/A

Crank Active 101562 Bit Read N/A N/A

Prelube Activation

Active 101563 Bit Read N/A N/A

Engine State 451310 Bit Write N/A N/A

Service 1, hours until 451320 Bit Write N/A N/A




Service 1, services done 451324 Bit Write N/A N/A




Shutdown Override N/A Bit Read N/A N/A

Shutdown Coil Broken

Wire N/A Bit Read N/A N/A

Shutdown Coil 24V

Shortedto0V N/A Bit Read N/A N/A

No Coil Supply Voltage N/A Bit Read N/A N/A

Shutdown Override

Broken N/A Bit Read N/A N/A

Shutdown Override

Shorted N/A Bit Read N/A N/A

SDU in Overspeed

Shutdown N/A Bit Read N/A N/A

SDU Pickup 1 Failure N/A Bit Read N/A N/A

SDU Pickup 2 Failure N/A Bit Read N/A N/A

Transmission Pressure 101926 Bit Read 451626 Word



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RS-485 Information

Sensor Description

RS-485

Configurable

Address

RS-485

Configurable

Bit/Word

RS-485

Configurable

Read/Write

RS-485

MSW

Address

RS-485

MSW

Bit/Word

Transmission

Temperature 101927 Bit Read 451627 Word

Latitude 102094 Bit Read 470584 Word

Longitude 102095 Bit Read 470585 Word

Trip Engine Running

Time 102051 Bit Read 471036 Word

Trip Idle Time 102052 Bit Read 471037 Word

Trip Average Fuel Rate 102053 Bit Read 471029 Word

Trip Drive Average Load

Factor 102092 Bit Read 471015 Word

RS-485

Sensor Description RS-485 FMI

Read/Write

RS-485

MSW

Address

RS-485

MSW

Read/Write

RS-485

LSW

Address

RS-485

LSW

Bit/Word

Turbo Boost Pressure Read 451409 Read 451405 Word

Intake Manifold

Temperature Read 451408 Read 451409 Word

Coolant Temperature Read 451414 Read 451415 Word

Coolant Level -Heat

Exchanger Tank Read 451410 Read 451411 Word

Aftercooler Coolant Level Read 480178 Read 480179 Word

Percent Load Read 451422 Read 451423 Word

Primary Throttle Position Read 451400 Read 451401 Word

Secondary Throttle Position Read 480010 Read 480011 Word

Maximum Crank Attempts

per Start Attempt Read 480172 Read 480173 Word

Time Remaining in Engine

Operating State Read 480174 Read 480175 Word

Engine Operating State Read 480176 Read 480177 Word

Synchronization Status Read 480180 Read 480181 Word

Slow Vessel Mode Read 480184 Read 480185 Word

Trolling Mode Status Read 480182 Read 480183 Word


Present Start Attempt Read 480186 Read 480187 Word

Engine Hours (lifetime) Read 451502 Read 451503 Word



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RS-485


Read/Write

RS-485

MSW

Address

RS-485

MSW

Read/Write

RS-485

LSW

Address

RS-485

LSW

Bit/Word

Heading Read 480254 Read 480255 Word

Vessel Speed Read 480256 Read 480247 Word

Battery Voltage Read 451506 Read 451507 Word

Maximum Engine Speed Read 480140 Read 480141 Word

Programmed Low Idle Read 480120 Read 480121 Word


Speed Read 480150 Read 480151 Word

Engine Alarm Acknowledge Read 480086 Read 480087 Word

Engine Overspeed Verify Read 480092 Read 480093 Word

Idle Hours (lifetime) Read 451514 Read 451515 Word

Desired Engine Speed Read 480052 Read 480053 Word

Average Fuel Consumption

(lifetime) Read 480190 Read 480191 Word

Fuel Burned (lifetime) Read 451530 Read 451531 Word

Idle Fuel (lifetime) Read 451512 Read 451513 Word

Fuel Rate Read 451436 Read 451437 Word

Trip Vehicle Idle Fuel Used Read 480170 Read 480171 Word

Fuel Pressure Read 451432 Read 451433 Word

Fuel Filter Differential

Pressure Read 451434 Read 451435 Word


Voltage Read 480276 Read 480277 Word


Current Read 480278 Read 480279 Word


Compensation Mode Read 480266 Read 480267 Word

Voltage Regulator

VAr/Power Factor Operating

Mode

Read 480268 Read 480269 Word

Voltage Regulator

Underfrequency


Read 480270 Read 480271 Word

Voltage Regulator Soft Start

State Read 480272 Read 480273 Word

Voltage Regulator Enabled Read 480274 Read 480275 Word

Generator Phase CA Line-

Line AC RMS Voltage Read 480288 Read 480289 Word



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RS-485


Read/Write

RS-485

MSW

Address

RS-485

MSW

Read/Write

RS-485

LSW

Address

RS-485

LSW

Bit/Word

Generator Phase BC Line-


Generator Phase AB Line-


Generator Phase B AC RMS



Power Read 480298 Read 480299 Word


Factor Read 480300 Read 480301 Word


Factor Lagging Read 480302 Read 480303 Word

Generator Total Apparent

Power Read 480294 Read 480295 Word

Generator Total Real Power Read 480296 Read 480297 Word


Frequency Read 480292 Read 480293 Word

Generator Total Real Power Read 452016 Read 452017 Word









Generator Phase A Line-

Neutral AC RMS Voltage Read 452000 Read 452001 Word

Generator Phase B Line-


Generator Phase C Line-


Generator Phase A AC RMS




Generator Phase C AC RMS



Frequency Read 452012 Read 452013 Word



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RS-485


Read/Write

RS-485

MSW

Address

RS-485

MSW

Read/Write

RS-485

LSW

Address

RS-485

LSW

Bit/Word

Generator Winding A


Generator Winding A Temp Read 451090 Read 451091 Word

Generator Winding B


Generator Winding B Temp Read 451094 Read 451095 Word

Generator Winding C


Generator Winding C Temp Read 451098 Read 451099 Word





Requested Generator Total

AC Reactive Power Read 480260 Read 480261 Word

Requested Generator Overall

Power Factor Read 480262 Read 480263 Word


Power Factor lagging Read 480264 Read 480265 Word

Oil Pressure Read 451426 Read 451427 Word

System RPM (mRPM) Read 451300 Read 451301 Word

Primary Supply Voltage

(mV) Read 451302 Read 451303 Word

Shutdown Override Read 101832 Read N/A Word

Shutdown Coil Broken Wire Read 101833 Read N/A Word

Shutdown Coil 24V Shorted

to 0V Read 101834 Read N/A Word

No Coil Supply Voltage Read 101835 Read N/A Word

Shutdown Override Broken Read 101836 Read N/A Word

Shutdown Override Shorted Read 101837 Read N/A Word

SDU in Overspeed

Shutdown Read 101838 Read N/A Word

SDU Pickup 1 Failure Read 101839 Read N/A Word

SDU Pickup 2 Failure Read 101840 Read N/A Word

Transmission Pressure Read 451452 Read 451453 Word

Transmission Temperature Read 451627 Read 451455 Word

Latitude Read 480250 Read 480251 Word



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RS-485


Read/Write

RS-485

MSW

Address

RS-485

MSW

Read/Write

RS-485

LSW

Address

RS-485

LSW

Bit/Word

Longitude Read 480252 Read 480253 Word

Trip Engine Running Time Read 480164 Read 480165 Word

Trip Idle Time Read 480166 Read 480167 Word

Trip Average Fuel Rate Read 480168 Read 480169 Word



RS-485

Sensor Description RS-485 LSW

Read/Write

RS-485

Units

RS-485

Units

Address

RS-485

Units

Bit/Word

RS-485

Units

Read/Write

Turbo Boost Press Read Pa 401401 Word Read

Intake Manifold

Temperature Read mC 403001 Word Read

Left Manifold Exhaust Gas

Temperature Read mC 403501 Word Read

Coolant Temperature Read mC 402901 Word Read

Coolant Level -Heat

Exchanger Tank Read m% 401501 Word Read

Aftercooler Coolant Level Read m% N/A Word Read

Percent Load Read m% 402101 Word Read

Primary Throttle Position Read m% 401001 Word Read

Secondary Throttle Position Read m% N/A Word Read


per Start Attempt Read enum N/A Word Read


Operating State Read enum N/A Word Read

Engine Operating State Read ms N/A Word Read

Synchronization Status Read enum N/A Word Read

Slow Vessel Mode Read enum N/A Word Read

Trolling Mode Status Read enum N/A Word Read


Present Start Attempt Read enum N/A Word Read

Engine Hours (lifetime) Read 1/100 h 406101 Word Read

Heading Read 10E-7

degrees N/A Word Read



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RS-485


Read/Write

RS-485

Units

RS-485

Units

Address

RS-485

Units

Bit/Word

RS-485

Units

Read/Write

Vessel Speed Read m/h N/A Word Read

Battery Voltage Read mV 406301 Word Read

Maximum Engine Speed Read mRPM N/A Word Read

Programmed Low Idle Read mRPM N/A Word Read


Speed Read mRPM N/A Word Read

Engine Alarm Acknowledge Read enum N/A Word Read

Engine Overspeed Verify Read enum N/A Word Read

Idle Hours (lifetime) Read 1/100 h 406701 Word Read

Desired Engine Speed Read mRPM N/A Word Read

Average Fuel Consumption

(lifetime) Read ml/h N/A Word Read

Fuel Burned (lifetime) Read ml 407501 Word Read

Fuel Burned (trip) Read ml 407401 Word Read

Idle Fuel (lifetime) Read ml 406601 Word Read

Fuel Rate Read ml/h 402801 Word Read

Trip Vehicle Idle Fuel Used Read ml N/A Word Read

Fuel Press Read Pa 402601 Word Read

Fuel Level Read m% N/A Word Read


Voltage Read mV N/A Word Read


Current Read mA N/A Word Read


Compensation Mode Read enum N/A Word Read

Voltage Regulator

VAr/Power Factor Operating

Mode

Read enum N/A Word Read

Voltage Regulator

Underfrequency


Read enum N/A Word Read

Voltage Regulator Soft Start

State Read enum N/A Word Read

Voltage Regulator Enabled Read enum N/A Word Read


Line AC RMS Voltage Read mV N/A Word Read



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RS-485


Read/Write

RS-485

Units

RS-485

Units

Address

RS-485

Units

Bit/Word

RS-485

Units

Read/Write






Current Read mA N/A Word Read


Power Read mW N/A Word Read


Factor Read

10E-6

enum N/A Word Read


Factor Lagging Read enum N/A Word Read


Power Read mW N/A Word Read

Generator Total Real Power Read mW N/A N/A N/A


Frequency Read mHz N/A Word Read

Generator Average Line-Line

AC RMS Voltage Read mV N/A Word Read

Generator Total Real Power Read N/A N/A N/A N/A


Factor Read N/A N/A N/A N/A


Line AC RMS Voltage Read N/A N/A N/A N/A





Generator Phase A Line-

Neutral AC RMS Voltage Read N/A N/A N/A N/A

Generator Phase B Line-


Generator Phase C Line-


Generator Phase A AC RMS

Current Read N/A N/A N/A N/A



Generator Phase C AC RMS




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RS-485


Read/Write

RS-485

Units

RS-485

Units

Address

RS-485

Units

Bit/Word

RS-485

Units

Read/Write


Frequency Read N/A N/A N/A N/A

Generator Winding A

Temperature Read N/A N/A N/A N/A

Generator Winding A Temp Read N/A N/A N/A N/A

Generator Winding B


Generator Winding B Temp Read N/A N/A N/A N/A

Generator Winding C


Generator Winding C Temp Read N/A N/A N/A N/A






AC Reactive Power Read N/A N/A N/A N/A


Power Factor Read N/A N/A N/A N/A


Power Factor lagging Read N/A N/A N/A N/A

Oil Pressure Read Pa 402301 Word Read

Transmission Pressure Read Pa 403601 Word Read

Transmission Temperature Read mC 403701 Word Read

Latitude Read 10E-7


Longitude Read 10E-7


Trip Engine Running Time Read 1/100 h N/A Word Read

Trip Idle Time Read 1/100 h N/A Word Read

Trip Average Fuel Rate Read ml/h N/A Word Read


Factor Read enum N/A Word Read

System RPM (mRPM) Read N/A N/A N/A N/A

Primary Supply Voltage

(mV) Read N/A N/A N/A N/A



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RS-485 (Continued)

Sensor Description

RS-485

Broken Wire

Address

RS-485

Broken Wire

Bit/Word

RS-485

Broken Wire

Read/Write

RS-485

Shorted

(pos/neg)

Address

RS-485

Shorted

RBit/Word

Generator Winding A

Temperature 101290 Bit Read 101326 Bit

Generator Winding A

Temp 101291 Bit Read 101327 Bit

Generator Winding B


Generator Winding B


Generator Winding C


Generator Winding C


Generator Rear

Bearing Temperature 101296 Bit Read 101332 Bit

Generator Front

Bearing Temperature 101297 Bit Read 101333 Bit

RS-485

Sensor Description

RS-485

Shorted

Read/Write

RS-485

Sensor Fault

Address

RS-485

Sensor Fault

Bit/Word

RS-485

Sensor Fault

Read/Write

Generator Winding A

Temperature Read 101362 Bit Read

Generator Winding A Temp Read 101363 Bit Read

Generator Winding B


Generator Winding B Temp Read 101365 Bit Read

Generator Winding C


Generator Winding C Temp Read 101367 Bit Read







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J1939

Sensor Description J1939

Identifier J1939 ID

J1939

Default

Priority

J1939

PGN Dec J1939 SPN

Turbocharger Boost

Pressure IC1 18FEF600 6 65270 102

Intake Manifold

Temperature IC1 18FEF600 6 65270 105

Left Manifold Exhaust Gas

Temperature N/A N/A 6 65031 2434

Coolant Temperature ET1 18FEEE00 6 65262 110

Coolant Level -Heat

Exchanger Tank EFL_P1 18FEEF00 6 65263 111

Aftercooler Coolant Level N/A N/A 6 64938 3668

Percent Load EEC2 CF00300 6 61443 92

Primary Throttle Position N/A N/A 6 61443 91

Secondary Throttle

Position N/A N/A 6 61443 29


per Start Attempt N/A N/A 6 64895 280


Operating State N/A N/A 3 64914 3544

Engine Operating State N/A N/A 3 64914 3543

Synchronization Status N/A N/A 6 64988 2615

Slow Vessel Mode N/A N/A 6 64988 2617

Trolling Mode Status N/A N/A 6 64988 2616


Present Start Attempt N/A N/A 6 65214 3671

Engine Hours (lifetime) HOURS 18FEE500 6 65253 247

Heading N/A N/A 6 65256 165

Vessel Speed N/A N/A 6 65256 517

Battery Voltage VEP1 18FEF700 6 65271 168

Maximum Engine Speed N/A N/A 6 65251 532

Programmed Low Idle N/A N/A 6 65251 188


Speed N/A N/A 6 65251 535

Engine Alarm

Acknowledge N/A N/A 6 65252 2815

Engine Overspeed Verify N/A N/A 6 65252 2812

Idle Hours (lifetime) N/A N/A 6 65244 235

Desired Engine Speed N/A N/A 6 65247 515



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J1939


Identifier J1939 ID

J1939

Default

Priority

J1939

PGN Dec J1939 SPN

Average Fuel

Consumption (lifetime) N/A N/A 7 65101 1834

Fuel Burned (lifetime) N/A N/A 6 65257 250

Fuel Burned (trip) N/A N/A 6 65257 182

Idle Fuel (lifetime) N/A N/A 6 65244 236

Fuel Rate N/A N/A 6 65266 183

Trip Vehicle Idle Fuel Used N/A N/A 6 65209 1004

Fuel Temperature ET1 18FEEE00 6 65262 174

Fuel Pressure EFL_P1 18FEEF00 6 65263 94

Fuel Level N/A N/A 6 65276 96


Voltage VREP FDA6 N/A 64934 N/A


Current VREP FDA6 N/A 64934 N/A

Generator Output Voltage

Bias Percentage VREP FDA6 N/A 64934 N/A


Compensation Mode VROM FDA7 N/A 64935 3375

Voltage Regulator

VAr/Power Factor

Operating Mode

VROM FDA7 N/A 64935 3376

Voltage Regulator

Underfrequency


VROM FDA7 N/A 64935 3377

Voltage Regulator Soft

Start State VROM FDA7 N/A 64935 3378

Voltage Regulator Enabled N/A N/A N/A 64935 3379


Line AC RMS Voltage GPCAC FDFD N/A 65021 N/A


Line AC RMS Voltage GPBAC FE00 3 65024 3


Line AC RMS Voltage GPAAC FE03 N/A 65027 N/A

Generator Phase B AC

RMS Current GPBAC FE00 N/A 65024 N/A


Power GTACR FE04 N/A 65028 N/A


Factor GTACR FE04 N/A 65028 N/A



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J1939


Identifier J1939 ID

J1939

Default

Priority

J1939

PGN Dec J1939 SPN


Factor Lagging GTACR FE04 N/A 65028 N/A


Power GTACP FE05 N/A 65029 N/A

Generator Total Real

Power GTACP FE05 N/A 65029 N/A


Frequency GAAC FE06 N/A 65030 N/A

Generator Average Line-

Line AC RMS Voltage GAAC FE06 N/A 65030


AC Reactive Power GAAC FE06 N/A 65030 N/A

Requested Generator

Overall Power Factor GAAC FE06 N/A 65030 N/A

Requested Generator

Overall Power Factor

Lagging

GAAC FE06 N/A 65030 N/A

Oil Pressure EFL_P1 18FEEF00 6 65263 100

Transmission Pressure N/A N/A 6 65272 127

Transmission Temperature N/A N/A 6 65272 177

Latitude N/A N/A 6 65267 584

Longitude N/A N/A 6 65267 585

Trip Engine Running Time N/A N/A 6 65200 1036

Trip Idle Time N/A N/A 6 65200 1037

Trip Average Fuel Rate N/A N/A 6 65203 1029


Factor N/A N/A 6 65207 1016

Trip Reset N/A N/A 7 7 988

J1939 (Continued)

Sensor

Description

J1939

Length

J1939 Resolution

(unit/bit)

J1939

Offset J1939 Data Range

J1939

Byte

Turbocharger

Boost

Pressure

1 2 kPa/bit 0 kPa 0 to 500 kPa

(0 to 72 psi) 2



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J1939 (Continued)

Sensor

Description

J1939

Length

J1939 Resolution

(unit/bit)

J1939


J1939

Byte

Intake

Manifold

Temperature

1 1 deg C/bit -40°C (-

40°F)

-40 to 210°C

(-40 to 410°F) 3

Left Manifold

Exhaust Gas

Temperature

2 0.03125 deg C/bit -273 deg C -273 to 1735°C

(-459 to 3155°F) 3,4

Coolant

Temperature 1 1 deg C/bit -40 deg C

-40 to 210°C

(-40 to 410°F) 1

Coolant Level

-Heat

Exchanger

Tank

1 0.4%/bit 0% 0 to 100% 8

Aftercooler

Coolant Level 1 0.4%/bit 0% 0 to 100% 6

Percent Load 1 1% 0% 0 to 125% 3

Primary

Throttle

Position

1 0.4%/bit 0% 0 to 100% 2

Secondary

Throttle

Position

1 0.4%/bit 0% 0 to 100% 5

Maximum

Crank

Attempts per

Start Attempt

1 1 count/bit 0 0 to 250 1

Time

Remaining in

Engine

Operating

State

2 1sec/bit 0 0 to 65535 sec 2,3

Engine

Operating

State

1 Status 0 0000 - Engine

Stopped

Bits:4,3,

2,1 of

Byte 1

Synchronizati

on Status 1 Status N/A

0000 - Not

Synchronized

Bits:4-

1ofByte1

Slow Vessel

Mode 1 Status N/A

00 - Slow vessel

mode OFF

Bits: 8,7

of Byte 1

Trolling Mode

Status 1 Status N/A

00 - Trolling mode

is OFF

Bits: 6,5

of Byte 1



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J1939 (Continued)

Sensor

Description

J1939

Length

J1939 Resolution

(unit/bit)

J1939


J1939

Byte

Crank

Attempt

Count on

Present Start

Attempt

1 1 count/bit 0 0 to 250 6

Engine Hours

(lifetime) 4 0.05 h/bit 0 h

0 to

+210,554,060.75

h

1-4

Heading 2 1/128 deg/bit 0 deg 0 to +502 deg 1,2

Vessel Speed 2

1/256 km/h/bit

upper byte: 1

km/h/bit

0km/h 0 to 251 km/h

(0 to 135 knots) 3,4

Battery

Voltage 2 0.05 V/bit 0 V 0 to +3212.75 V 5,6

Maximum

Engine Speed 2 0.125 rpm/bit 0 rpm

0 to 8,031.875

rpm 16,17

Programmed

Low Idle 2 0.125 rpm/bit 0 rpm

0 to 8,031.875

rpm 1,2

Slow Vessel

Mode Set

Speed

1 10 rpm/bit 0 0 to 2,500 rpm 25

Engine Alarm

Acknowledge 1 Status N/A

00 - Alarm Ack Not

active

Bits: 1,2

of Byte 7

Engine

Overspeed

Verify

1 Status N/A

00 - Engine

Overspeed Verify

Operation Not

Active

Bits: 7,8

of Byte 7

Idle Hours

(lifetime) 4 0.05h/bit 0 h

0 to

+210,554,060.75

h

5-8

Desired

Engine Speed 2 0.125 rpm/bit 0 rpm 0 to 8031.875 rpm 2,3

Average Fuel

Consumption

(lifetime)

2 0.05 L/h/bit 0 L/h 0 to 3,212.75 1,2

Fuel Burned

(trip) 4 0.5 L/bit 0L

0 to

+2105540607.5 L 1-4

Idle Fuel

(lifetime) 4 0.5 L/bit 0L

0 to

+2,105,540,608 L 1-4

Oil Pressure 1 4kPa/bit 0kPa 0 to 1000 kPa

(0 to 145 psi) 4



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J1939 (Continued)

Sensor

Description

J1939

Length

J1939 Resolution

(unit/bit)

J1939


J1939

Byte

Generator

Phase BC

Line-Line AC

RMS Voltage

3 N/A N/A N/A N/A

Transmission

Pressure 1 16 kPa/bit 0 kPa

0 to 4000 kPa

(0 to 580 psi) 4

Transmission

Temperature 2 0.03125 deg C/bit -273 deg C

-273 to +1735.0

deg C 5,6

Latitude 4 10-7 deg/bit -210 deg

-210 deg (south) to

+211.108122 deg

(north)

1-4

Longitude 4 10-7 deg/bit -210 deg

-210 deg (west) to

+211.108121 deg

(east)

5-8

Trip Engine

Running Time 4 0.05 h/bit 0 h

0 to

+210,554,060.75

h

9-12

Trip Idle Time 4 0.05h/bit 0 h

0 to

+210,554,060.75

h

13-16

Trip Drive

Average Load

Factor

2 0.05 L/h/bit 0 L/h 0 to +3212.75 L/h 5,6

Trip Reset 1 Status N/A 00 -Take No Action Bits: 2,1

J1939 (Continued)

Sensor Description J1939 Transmission

Rate (milliseconds)

Turbocharger Boost Pressure 50

Intake Manifold Temperature 50

Left Manifold Exhaust Gas Temperature 500

Coolant Temperature 50

Coolant Level -Heat Exchanger Tank 500

Aftercooler Coolant Level 500

Percent Load 50

Primary Throttle Position 50

Secondary Throttle Position 50

Maximum Crank Attempts per Start Attempt 1000

Time Remaining in Engine Operating State 250



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J1939 (Continued)

Sensor Description J1939 Transmission

Rate (milliseconds)

Engine Operating State 250

Synchronization Status 1000

Slow Vessel Mode 1000

Trolling Mode Status 1000

Crank Attempt Count on Present Start Attempt 1000

Engine Hours (lifetime) 50

Heading On Request

Vessel Speed On Request

Battery Voltage 1000

Maximum Engine Speed On change of more than

10% or every 5 s.

Programmed Low Idle On change of more than

10% or every 5 s.

Slow Vessel Mode Set Speed On Change or 5 sec

Engine Alarm Acknowledge 1000

Engine Overspeed Verify 1000

Idle Hours (lifetime) On Request

Desired Engine Speed 250

Average Fuel Consumption (lifetime) On Request

Fuel Burned (lifetime) 1000 (Not Request)

Fuel Burned (trip) 1000

Idle Fuel (lifetime) On Request

Fuel Rate 100

Trip Vehicle Idle Fuel Used On Request

Fuel Temperature 50

Fuel Pressure 50

Fuel Level 1000

Oil Pressure 50

Transmission Oil Pressure 50

Transmission Oil Temperature 50

Latitude 5000

Longitude 5000

Trip Engine Running Time 1000

Trip Idle Time On Request

Trip Average Fuel Rate 1000

Trip Drive Average Load Factor On Request

Trip Reset When Needed



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Wiring Schematics

Refer to EDD and SIS for C175 wiring schematics.

KENR6659 – Engine wiring schematic

3616921 – Generator wiring schematic

3305171 – MPD 3.0 wiring schematic

3617990 – Cat Alarm and Protection System

3116017 – Engine protection set points



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Packaged Genset Foundation and Mounting

Mounting

The standard configuration of the C175 package for petroleum offshore

applications is mounted on an inner/outer base system. A rigid inner base is used to

attach the engine to the generator in a close-coupled configuration. This ensures

alignment is maintained at all times. The inner base is in turn mounted on an outer

base by means of three spring isolators. The customer is responsible for attaching

the package’s outer base to the foundation.

An alternate mounting system for the C175 package for petroleum offshore

applications is the I-beam base. This mounting scheme features a larger base that

attached to the foundation by means of spring isolators. Free-standing and close-

coupled generator mounting configurations are available. Consult the general

installation drawings section for an example of this configuration.

Foundation Design

The generator set foundation must resist vertical, horizontal and fore-and-aft

deflection. It should also have sufficient rigidity to transmit static and dynamic

forces from the package into the foundation. Exact analytical methods cannot

always be used to design foundations. The design is also influenced by several

factors, including previous successful installations, the designer's experience, and

the basic dimensions of the specific package being installed.

General Arrangement Drawings

C175-16 1200 rpm Electric Drilling Module ................. Page 95

C175-16 1500 rpm STD PROD/AUX ST Module ......... Page 103

Sample C175-16 1200 rpm Drilling Package with

I-Beam Base and Free-Standing Generator .................. Page 111

Petroleum C175-16 P and ID Drawings ..................... Page 120



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C175-16 1200 rpm Electric Drilling Module

449-9681, Sheet 1 of 8



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449-9681, Sheet 2 of 8



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449-9681, Sheet 3 of 8



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449-9681, Sheet 4 of 8



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449-9681, Sheet 5 of 8



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449-9681, Sheet 6 of 8



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449-9681, Sheet 7 of 8



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C175-16 1500 rpm STD PROD/AUX ST Module

453-3588, Sheet 1 of 8



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453-3588, Sheet 2 of 8



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453-3588, Sheet 3 of 8



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453-3588, Sheet 4 of 8



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453-3588, Sheet 5 of 8



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453-3588, Sheet 6 of 8



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453-3588, Sheet 7 of 8



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453-3588, Sheet 8 of 8



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Sample C175-16 1200 rpm Drilling Package with I-Beam Base and

Free-Standing Generator

Sheet 1 of 9



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Sheet 2 of 9



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Sheet 9 of 9



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Petroleum C175-16 P and ID Drawings

Cooling System



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Lubricating Oil System



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Fuel System



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Intake / Exhaust System



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Air System



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Miscellaneous

C175 Witness Test Description

Customers can request an optional witness test for Cat C175 gensets. This test

is conducted at the Caterpillar facility in Lafayette, Indiana, USA. The standard

witness test includes a load test, transient response test, and vibration test. Below

is a detailed description of the test procedures.

Standard testing includes a load test, transient response test, and vibration test,

described as follows.

1. The load test uses 0.8 PF unless otherwise noted, and is recorded at 30

minute intervals:

30 minutes @ 50% rated load



60 minutes @ 110% rated load, 1.0 PF

The cylinder and exhaust temperatures are manually recorded. All other

data is recorded electronically and printed by computer.

2. The transient response test is performed at 0.8 PF with load stepping

from 0% to 100% ekW, with pre-determined intervals depending on

engine frequency, then back to 0%.

3. The vibration test is taken at 0% and 100% load, and printed by

computer. This is a 14-point, 1-dimensional test around the operating

genset package to ensure no unusual vibration is occurring on the as-built

configuration.

The standard testing also includes the following data as obtained through the

data acquisition system:

Performance Data

rpm

Real Power (ekW)

Reactive Power (kVAR)

Power Factor

Frequency

Fuel Rate (g/min)

Specific Fuel Consumption

(g/min)

Electrical Data

Voltage A-B

Voltage B-C

Voltage C-A

Average Voltage

Current Phase A

Current Phase B

Current Phase C

Average Current



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Pressures (kPa)

JW Pump Inlet

JW Pump Outlet

AC Outlet

Engine Fuel

Supply Fuel

Oil

Boost

AC/OC Pump In

AC/OC Pump Out

Generator RTD

Stator Phase A

Stator Phase B

Stator Phase C

Front Bearing

Rear Bearing

Temperatures (Deg C)

JW Inlet

JW Outlet

Oil

Inlet Manifold

AC Outlet

AC/OC In

AC/OC Out

Inlet Fuel

Inlet Air

Turbocharger Outlet

General Information

Customer Name

Test Date

ESO Number

Engine Data

Engine Serial Number

Engine Arrangement

E Model

Engine

Engine Setting (bkW, rpm)

OT or 2T

Generator Data

Generator Serial Number

Generator Arrangement

Volts/Phase/Hertz

ekW

ekVA

Power Factor

Test Operation Data

Test Cell (East or West) Test Cell Operator

Test Conditions

Barometer (kPa)

Dew Point (deg C)

Fuel Density (degree API)

Lastly, the following temperatures are recorded during load testing at 50%, 75%,

100% (3 separate recordings at this load), and 110% (2 separate recordings at this

load) power:

Exhaust Manifold (Left)



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Exhaust Manifold (Right)

Cylinders 1 through 16 individually, or as a function of total cylinder

count (6, 8, or 12).

Maintenance Interval Schedule

Ensure that all safety information, warnings, and instructions are read and

understood before any operation or any maintenance procedures are performed.

The user is responsible for the performance of maintenance, including all

adjustments, the use of proper lubricants, fluids, filters, and the replacement of

components due to normal wear and aging. Failure to adhere to proper

maintenance intervals and procedures may result in diminished performance of the

product and/or accelerated wear of components.

Use fuel consumption, service hours, or calendar days to determine the

maintenance intervals. Products that operate in severe operating conditions may

require more frequent maintenance.

Daily

o Air Prelube Pump Lubricator Oil Level - Check

o Air Tank Moisture and Sediment - Drain

o Battery Charger - Check

o Control Panel - Inspect/Test

o Coolant Level - Check

o Engine Oil Filter Differential Pressure - Check

o Engine Oil Level - Check

o Fuel Filter Differential Pressure - Check

o Fuel Tank Water and Sediment - Drain

o Jacket Water Heater - Check

o Walk-Around Inspection

Every Week

o Space Heater - Test

250 Service Hours (not reoccurring)

o Engine Valve Lash - Check

Every 500 Service Hours

o Battery Electrolyte Level - Check

o Belts - Inspect/Adjust/Replace

o Coolant Sample (Level 1) - Obtain

o Cooling System Supplemental Coolant Additive (SCA) - Test/Add

o Engine Oil Sample - Obtain

o Hoses and Clamps - Inspect/Replace

Every 1000 Service

o Air Shutoff - Test

o Coolant Sample (Level 2) - Obtain

o Engine Air Cleaner Element (Single Element) - Inspect/Clean/Replace



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o Engine Crankcase Breather - Clean

o Engine Oil and Filter - Change

o Engine Protective Devices - Check

o Fuel System Primary Filter - Clean/Inspect/Replace

o Fuel System Secondary Filter - Replace


o Crankshaft Vibration Damper - Inspect

o Driven Equipment - Check

o Engine Mounts - Inspect

o Speed Sensor - Clean/Inspect

o Turbocharger – Inspect

Every 3000 Service Hours or 3 Years

o Coolant (DEAC) - Change


o Coolant Temperature Regulator - Replace

o Engine Valve Lash - Check

Every 6000 Service Hours or 3 Years

o Coolant Extender (ELC) - Add


o Alternator - Inspect

o Prelube Pump - Inspect

o Starting Motor - Inspect

o Water Pump - Inspect

Every 10,000 Service Hours

o Fuel Injection Pump - Replace

o Fuel Injector - Replace

Every 12,000 Service Hours or 6 Years

o Coolant (ELC) - Change

Overhaul

o Overhaul (Major) - Reference SEBU8333 for 1200 RPM (P6L)

- Reference SEBU8333 for 1500 RPM (P5P)



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Reference Material

The following references contain additional information related to the topics

covered in this guide. For more detailed information on the Cat alarm and

protection system, please reference SEBU2430 and REHS7334.

Media

Number Publication Name Description

LEHW6097 Spec Sheet

C175 petroleum offshore genset basic specs,

features, configuration, performance data, and

dimensions

LESW0037 Sales Toolkit C175 petroleum offshore genset sales presentation

LEDW0002 Brochure C175 petroleum offshore genset brochure

LEXW0196 Product News New Lubrication and Fuel filter Systems Available for

Cat C175-16 Offshore Drilling Module

LEXW0114 Product News C175 petroleum offshore announcement, features,

ratings, configuration, and attachments

KENR6415 Disassembly and Assembly Instructions for disassembly and assembly of C175

petroleum offshore engine

KENR6659 Electrical schematic C175 petroleum engine electrical schematic

SEBU8333 Operation and Maintenance

Manual

Operation and maintenance procedures of C175

petroleum offshore genset

SEBP4709 Parts Identification Complete list of genset parts identified by system

DM8825 Performance Number Full performance data set, fuel consumption, altitude

capability, heat rejection, noise level, rating definition

DM9508 Performance Number Full performance data set, fuel consumption, altitude

capability, heat rejection, noise level, rating definition

KENR5454 Troubleshooting

Service tools, electronics system overview,

configuration parameters, diagnostic trouble codes,

event codes, symptom troubleshooting, circuit tests

KENR5453 Testing and Adjusting C175 systems operation, test and adjustment

procedures for each engine system

LEBW4951 A&I Guide - Air Intake

Systems

Technical application and installation guidelines of air

intake systems in Cat engines

LEBW4978 A&I Guide - Cooling

Systems

Technical application and installation guidelines of

cooling systems in Cat engines

LEBW4958 A&I Guide - Crankcase

Ventilation


crankcase ventilation systems in Cat engines



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Media

Number Publication Name Description

LEBW4976 A&I Guide - Diesel Fuels

and Diesel Fuel Systems


diesel fuels and diesel fuel systems in Cat engines

LEBW4971 A&I Guide - Engine Room

Ventilation

Technical application and installation guidelines for

proper engine room ventilation

LEBW4970 A&I Guide - Exhaust

Systems


exhaust systems in Cat engines

LEBW4957 A&I Guide - Lubrication

Systems


lubrication systems in Cat engines

LEBW4974 A&I Guide - Mounting Technical application and installation guidelines of

mounting systems in Cat engines

LEBW4980 A&I Guide - Starting

Systems


starting systems in Cat engines

LEBW4995 A&I Guide - Petroleum

Applications

Technical application and installation guidelines for

Cat engines in petroleum applications

LEXM8526 MPD 3.0 Product News MPD 3.0 panel, features and benefits, dimensions,

software features, parameters, screen configuration

LEGM8130 MPD 3.0 User's Manual MPD 3.0 panel manual, operation, screen

configuration

SEBU6251 Diesel Engine Fluids

Recommendations

Recommendations for engine oil, transmission oil,

additives, SOS, fuel, coolant

REHS4726 Fuel Tank Instructions

Calculations for required inlet pressure and back

pressure of the fuel on C175 engines that are utilizing

a day tank or standby application

LEBM0189 MPD 3.0 Operator's Guide MPD 3.0 panel hardware, software, configuration,

operation, installation

REHS4817 Cat Alarm and Protection

System Special Instructions

Overview and configuration of MCS alarm and

protection, controller and remote equipment interface

SEBU2430

UENR2430 Systems Operation Cat Alarm and Protection System Control Panel

REHS7334 Special Instruction Cat Alarm and Protection (A and P) Control Panel



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Project Checklist

General Information

Customer

Rig Name

Rig (New or Rebuild)

Shipyard

Dealer

Dealer Contact

Caterpillar A&I

Contact

Application Summary

Application

Prime Power:

Continuous: @ % load

Emergency Genset:

Engine Model

Number of Packages

Needed

Expected Annual

Operating Hours

Environmental / Site Conditions

Ambient

Temperature

Maximum :

Minimum :

Atmospheric

Conditions Typical Relative Humidity: %

Air Quality

Salty

Dusty

Clean

Additional Information



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Air Intake System

Item Response / Comment

Based on air quality single

element filter, double element

or other?

If other describe request.

Engine room temperature good

for combustion air or will air

need to be piped from outside

into air cleaner?

If piped to cleaner, is the pipe

run isolated from engine

vibration?

Piping sized and routed

correctly?

Air intake system Piping and

Instrumentation Diagram (P and

ID) reviewed?




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Engine Cooling System


Radiator or Heat Exchanger

(HEX) cooled?

If radiator, mounting location?

If radiator, Caterpillar provided?

If not who is and reason why

not Caterpillar supplied.

Engine SCAC heat rejection and

SCAC pump flow. (Found in

TMI)

Engine JW heat rejection and

JW pump flow. (Found in TMI)

Engine cooling system vents

reviewed? (Location, size and

routing to radiator)

If HEX, Caterpillar provided?

If not who is and reason why

not Caterpillar supplied.

If HEX, mounting location

requested.

If HEX, what is the cold side

media, flow and temperature?

IF HEX, expansion tank

supplied by Cat?

If not who is and is it sized

correctly?

Cooling water treatment to be

used?

Jacket water vents and cooling

circuit located on Generator

Arrangement drawings and

connection sized noted?

SCAC water vents and cooling

circuit located on General



Cooling system P and ID

reviewed?




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Generator Cooling


If the generator is to be water

cooled, will it have its own

HEX?


cooled, will it share a HEX with

engine cooling?


cooled, who will provide the

piping?

Is there a preferred side (LH or

RH) of the generator cooling

connections?

What are the cold side media,

flow and temperature?




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Starting System


Starting motors to be Air or

Electric.

Starting system to have dual

starting methods?

If so what is requested?

What is the number of starts

required for this application?

If air start is to be used,

silencer to be used and routing

been considered?

What is the start time required

for this application?

Name all the air systems that

will need to be considered for

the Air tank.

What is the starting motor’s air

consumption?

If air pre-lube is used, what is

the motor’s air consumption?

If air pre-lube is used for the

generator, what is the motor’s

air consumption?

If electric starting motor, are

batteries required and are they

Caterpillar provided?

If not who is and are they sized

correctly?

If batteries are used, is a box

and/or battery rack needed?

If so Caterpillar provided?

If not who?

Air inlet to the starter located

on General Arrangement

drawings and connection sized

noted?

Air starting system P and ID

reviewed?




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Exhaust System


The engine can only have 27

inches of water of

backpressure. Has each

engines exhaust run been

calculated to verify

backpressure?

Single 14 inch vertical exhaust

outlet at engine. Is an expander

and bellows needed? If so what

size?

Who is providing the

muffler/silencer?

If not Caterpillar provided, who

will be providing and why not

Cat?

Type of muffler/silencer to be

used. (Spark arresting, end in/

end out, side in/ end out and

what noise reduction is

needed?

Has consideration for after

treatment in the exhaust run?

Is there a drain available so rain

water and condensation do not

enter engine?

Are the bellows offset within

Caterpillar specification at rated

load and speed?

Exhaust system P and ID

reviewed?




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Fuel System


Has LEBW4979 (Diesel – Fuels

and Fuel Systems) been

reviewed for fuel to be used?

With the C175 fuel system

there is minimum heat rise to

the return fuel. Is a fuel cooler

still required?

If so what type? (radiator HEX)

If HEX fuel cooling, what is the

cooling media, temperature and

flow?

Fuel system on General



Fuel system P and ID reviewed?




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Engine Lubrication System


Type of oil to be used?

Pre-lube to be air or electric?

If air pre-lube consideration

take for air tank sizing?

If generator needs pre-lubed

will there be an air pre-lube or

electric pre-lube be used?

If air pre-lube on the generator

has there been consideration

taken for air tank sizing?

If electric, consideration for

battery size?

Lube system on General



Lube system P and ID

reviewed?




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Generator Lubrication


Does the generator type of

bearing require Pre-lubrication?

If the generator does require

pre-lube, what type is required?

(Air or Electric)

Are the generator bearings self-

lubricating?

If a lubrication module is

needed for the generator,

describe what is needed and

location of the module.




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Mounting


Standard package is inner tube

base 3 point mounted with

spring isolator to outer tube

base. Is a different mounting

system required?

If so explain what is needed

and why.

If I-beam base is used, 3 point

mounting or other?

Mounting system on Generator

Arrangement drawings

reviewed?




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Control / Monitoring System


Description of MPD 3.0

controls reviewed in Pricelist

and are they acceptable for this

project?

Description of GMS 3.0

controls reviewed in Pricelist

and are they acceptable for this

project?

If the MPD 3.0 or GMS 3.0

controls do not satisfy control

and monitoring requirements

explain what is needed.

If other than standard mounted,

define the location of the

control/monitoring panel.

(Package mounted location or

remote mounted)




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Engine Room Ventilation System


Engine room ambient air

temperature.

Engine and generator radiant

heat.

Ventilation type to be used.

Quantity of air calculation for

proper engine room ventilation.

Ventilation fan information.

(Location, flow and number of

fans used)




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Crankcase Ventilation


Consideration to route

crankcase ventilation to

atmosphere and not engine

room?

Are the vent pipes sized to

accommodate a worn engine?

(Blow-by rate of 0.04 m3/hr

bkW (1 ft3/hr bhp).

Are the vent pipes sized with

the maximum of 13 mm H2O

(0.5 in. H2O) pressure drop at

full load.

Is there consideration taken for

gradual rise in horizontal

piping?

Crankcase breathers located on

Generator Arrangement

drawings and connection sized

noted? 60.3 mm (2.37 in.)




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Generator Requirements


Requested Generator rating.

1. EkW -

2. Power Factor -

3. kVA -

4. Voltage -

5. Frequency (Hz) -

6. Duty

7. Engine RPM

Air inlet filter with differential

pressure switch needed?

Standard Generator

Information.

Excitation System –

Bearing type –

Bearing Temperature detectors (copper or

platinum) –

Winding connection –

Winding Pitch –

Winding type –

Temp RTD’s Platinum or copper –

Number of leads –

Cable Entry facing exciter end –

Temperature rise by Resistance –

Generator enclosure class –

Marine Society certified? If so,

what class?

Generator options and/or

special testing.




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Special Testing


Testing requested. (Witness,

marine society TVA, FEA

and/or other.


Documentation


Project installation drawings

required? (Mechanical,

electrical and/or P and ID)

CERTS: IMO Emissions, Marine

Society, etc….




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Spare Parts / Special Tools


Spare parts to be stocked on

rig.

Spare parts to be stocked at

servicing dealer.

Special tools needed for this

application.

Can dealer service the package

purchased?

Is the dealer prepared to

support this package?


Lifting


Lifting capabilities needed for

shipping.

Lifting requirements needed to

get the package in the engine

room.

Special spreader bars needed

for installation? Caterpillar

provided? If not who will be

providing?




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Training


Have dealer personnel (TC,

mechanics, electricians,

commissioning) been trained on

package?

Have rig personnel

(mechanics, electricians,

commissioning) been trained on

package to be used?


Signatures

The following parties have discussed and agreed to the results and required

action during the design review process.

Customer Signature:

Date:

Dealer Signature:

Date:

A&I Engineer*:

Date:

* If the order is a Price List, an A&I engineer signature is not needed.

©2014 Caterpillar® All rights reserved. - Capital … Schematics ... 1.30 ohms Zero Sequence R0...

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Transcript of ©2014 Caterpillar® All rights reserved. - Capital … Schematics ... 1.30 ohms Zero Sequence R0...