ProCharger Intercooled Supercharger Systems for CORVETTE ...
M20 Genset...m 1 1. Engine description Free end Driving end The M 20 C is a four stroke diesel...
Transcript of M20 Genset...m 1 1. Engine description Free end Driving end The M 20 C is a four stroke diesel...
M 20 CProject Guide • Generator Set
m
Introduction
Caterpillar Motoren GmbH & Co. KGP. O. Box, D-24157 KielGermanyPhone +49 431 3995-01Telefax +49 431 3995-2193
Issue April 2007
Information for the user of this project guide
The project information contained in the following is not binding, since technical data of products mayespecially change due to product development and customer requests. Caterpillar Motoren reservesthe right to modify and amend data at any time. Any liability for accuracy of information providedherein is excluded.
Binding determination of data is made by means of the Technical Specification and such other agree-ments as may be entered into in connection with the order. We will supply further binding data, draw-ings, diagrams, electrical drawings, etc. in connection with a corresponding order.
This edition supersedes the previous edition of this project guide.
All rights reserved. Reproduction or copying only with our prior written consent.
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Contents
Page
1. Engine description 1 - 2
2. General data and outputs 3 - 4
3. Restrictions for low load operation 5
4. Load application and recovery behaviour 6 - 7
5. Technical data 8 - 9
6. Genset dimensions and weights 10 - 13
7. Required dimensions of generator 14
8. Space requirement for dismantling of charge air cooler and
turbocharger cartridge 15
9. System connections 16
10. Fuel oil system 17 - 30
11. Lubricating oil system 31 - 36
12. Cooling water system 37 - 44
13. Flow velocities in pipes 45
14. Starting air system 46
15. Combustion air system 47
16. Exhaust system 48 - 53
17. Air borne sound power level 54
18. Foundation 55 - 58
19. Control and monitoring system 59 - 67
20. Diesel engine management system DIMOS 68
21. Standard acceptance test run 69
22. EIAPP certificate 70
23. Painting/Preservation 71 - 72
24. Lifting of gensets 73
25. Engine parts 74
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1. Engine description
Free end Driving end
The M 20 C is a four stroke diesel engine, non-reversible, turbocharged and intercooled with direct fuelinjection.
In-line engine M 20 C
Cylinder configuration: 6, 8, 9 in-lineBore: 200 mmStroke: 300 mmStroke/Bore-Ratio: 1.5Swept volume: 9.4 l/Cyl.Output/cyl.: 170/190 kWBMEP: 24.1/24.2 barRevolutions: 900/1000 rpmMean piston speed: 9/10 m/sTurbocharging: constant pressure systemDirection of rotation: counter-clockwise,
viewed from driving end
Control side
Exhaust side
6 5 4 3 2 1 Cyl. number
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1. Engine description
Engine design
- Designed for heavy fuel operation up to 700 cst./50 °C, fuel grade acc. to CIMAC H55 K55, ISO 8217,1996 (E), ISO-F-RMH55 RMK55.
- 1-piece dry engine block made of nodular cast iron. It incorporates the crankshaft bearing, cam-shaft bearing, charge air receiver, vibration damper housing and gear drive housing.
- Underslung crankshaft with corrosion resistant main and big end bearing shells.
- Natural hardened liners, centrifugally casted, with calibration insert.
- Composite type pistons with steel crown and aluminium alloy skirt.
- Piston ring set consisting of 2 chromium plated compression rings, first ring with chrom-ceramiclayer and 1 chromium plated oil scraper ring. Two ring grooves are hardened and located in thesteel crown.
- 2-piece connecting rod, fully machined, obliquely split with serrated joint.
- Cylinder head made of nodular cast iron with 2 inlet and 2 exhaust valves with valve rotators.Direct cooled exhaust valve seats.
- Camshaft made of sections per cylinder allowing a removal of the pieces sideways.
- Turbocharger with inboard plain bearings lubricated by engine lubricating system
- No water cooling for turbocharger.
- 2-circuit fresh water cooling system with single charge air cooler.
- Nozzle cooling for heavy fuel operation only with engine lubricating oil.
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2. General data and outputs
Remark:The generator outputs are based on 95 % efficiency and a power factor of 0.8.
Output definition
The maximum continuous rating stated by Caterpillar Motoren refers to the following reference condi-tions according to "IACS" (International Association of Classification Societies) for main and auxiliaryengines:
Reference conditions according to IACS (tropical conditions):air pressure 100 kPa (1 bar)air temperature 318 K (45 °C)relative humidity 60 %seawater temperature 305 K (32 °C)
The permissible overload is 10 % for one hour every twelve hours. The maximum fuel rack position islimited to 110 % continuous rating.
Fuel consumption
The fuel consumption data refer to the following reference conditions:intake temperature 298 K (25 °C)charge air temperature 318 K (45 °C)charge air coolant inlet temperature 298 K (25 °C)net heating value of the Diesel oil 42700 kJ/kgtolerance 5 %Specification of the fuel consumption data without fitted-on pumps; for each pump fitted on an additio-nal consumption of 1 % has to be calculated.Increased consumption under tropical conditions 3 g/kWh
900 rpm / 60 Hz 1000 rpm / 50 Hz
EnginekWm
GeneratorkWe
EnginekWm
GeneratorkWe
6 M 20 C 1020 969 1140 1083
8 M 20 C 1360 1292 1520 1444
9 M 20 C 1530 1453 1710 1624
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Lubricating oil consumption
Actual data can be taken from the technical data.
Nitrogen oxide emissions (NOx-values)
NOx-limit values according to MARPOL 73/78 Annex VI: 11.5/11.3 g/kWh at 900/1000 rpm
Generator according to cycle D2: 10.5/10.0 g/kWh at 900/1000 rpm
General installation aspect:
Inclination angles at which gensets and essential aux. machinery is to operate satisfactorily:
Heel to each side: 15°Rolling to each side: + 22,5°Trim by head and stern: 5°Pitching: + 7,5°
2. General data and outputs
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3. Restrictions for low load operation
The engine can be started, stopped and run on heavy fuel oil under all operating conditions.
The HFO system of the engine remains in operation and keeps the HFO at injection viscosity. The tem-perature of the engine injection system is maintained by circulating hot HFO and heat losses are com-pensated.The lube oil treatment system (lube oil separator) remains in operation, the lube oil is separated con-tinuously.The operating temperature of the engine cooling water is maintained by the cooling water preheater.Below 25 % output heavy fuel operation is neither efficient nor economical.A change-over to diesel oil is recommended to avoid disadvantages as e.g. increased wear and tear,contamination of the air and exhaust gas systems and increased contamination of lube oil.
Cleaning run of engine
1 h 2 3 4 5 6 8 10 15 20 24 h
PE %
100
70
5040
30
20
15
10
8
6
HFO-operation
3 h 2 1 h 30 min 15 min 0
Cleaning run after partial load operation
Load increase periodapprox. 15 min.
Restricted HFO-operation
Emergency start in the event of black out
Emergency start with gravity feed fuel from the diesel oil day tank is possible.The bottom edge of the diesel oil day tank has to be arranged approx. 4 m above injection pump level.
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4. Load application and recovery behaviour
Example: 6 M 20 C, 1140 kW, 1000 rpm, bmep = 24.2 bar
1. max. load from 0 % to 33 % MCR2. max. load from 33 % to 55 % MCR3. max. load from 54 % to 75 % MCR4. max. load from 75 % to 100 % MCR
The permissible load increase according to ISO 8528-5 and IACS must be carried out in several steps,depending on the mean effective pressure. The ship‘s network must be designed so that this permissi-ble load increase is kept. The shipyard is to provide the approval of the responsible classificationsociety in time before classification acceptance of the engine.
Reference values for load steps, depending on bmep at continuous rating
BMEP at cont. rating of diesel engine
[bar]
6 8 10 12 14 16 18 20 22 24 26 28
Limiting curve for1st load step
Limiting curve for2nd load step
Limiting curve for3rd load step
100
90
80
70
60
50
40
30
20
10
[%]
Load
incr
ease
ref
erre
d to
con
tinuo
us r
atin
g
4. load step
3. load step
2. load step
1. load step
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4. Load application and recovery behaviour
Standard settings:
- Droop 4 %- Fuel rack 110 %- Speed setting range + 5 %
Standard speed governor, make RE, type 1102, equipped with:
- Speed setting motor (24 V DC/100 % continuous duty) for a setting speed of 4 - 8 sec/Hz- Start fuel limiter- Shut-down solenoid (24 V DC/100 % continuous duty) for remote stop (not for automatic engine
stop)- Infinitely adjustable from the outside at the governor, 0 - 10 % droop
Option for DE-drive only: RE, Viking 25 electronic governor
Recovery behaviour after load increase based on reference values for load steps as well as unloading.
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5. Technical data(preliminary)
Cylinder 6 8 9 Performance data Maximum continous rating acc. ISO 3046/1 kW 1020 1140 1360 1520 1530 1710
Speed rpm 900 1000 900 1000 900 1000 Minimum speed rpm 280 300 280 300 280 300 Brake mean effektive pressure bar 24.06 24.2 24.06 24.2 24.06 24.2 Charge air pressure bar 3.1 3.25 2.9 3.25 3.1 3.3 Compression pressure bar 145 145 145 Firing pressure bar 180 180 180 Combustion air demand (ta = 20 °C) m3/h 5800 6650 7845 9260 8620 10150 Delivery/injection timing ° b. TDC 7/- 9/- 7/- 9/- 7/- 9/- Exhaust gas temperature after cylinder/turbine
°C 380/343 375/350 360/335 380/320 380/351 400/340
Specific fuel oil consumption Propeller/const. speed 1) 100 % 85 % 75 % 50 %
g/kWh g/kWh g/kWh g/kWh
186186
188/189 195/199
190189189
191/195
186186
188/189 195/199
190189189
191/195
186186
188/189 195/199
190189189
191/195 Lubricating oil consumption 2) g/kWh 0.6 0.6 0.6 Turbocharger type KBB HPR 4000 KBB HPR 5000 KBB HPR 5000 Fuel Engine driven feed pump (for gas oil/MDO only) m3/h/bar 1.2/5 1.2/5 1.2/5
Stand-by feed pump m3/h/bar 0.80/5 1.0/5 1.2/5 Mesh size MDO fine filter mm 0.025 0.025 0.025 Mesh size HFO selfcleaning filter mm 0.010 0.010 0.010 Mesh size HFO fine filter mm 0.034 0.034 0.034 Nozzle cooling by lubricating oil system for heavy fuel only
Lubricating Oil Engine driven pump m3/h/bar 52.5/10 58.8/10 52.5/10 58,8/10 52.5/10 58.8/10 Stand-by pump m3/h/bar 30/10 35/10 40/10 Working pressure on engine inlet bar 4 - 5 4 - 5 4 - 5 Engine driven suction pump m3/h/bar 43/3 48.3/3 61/3 Stand-by suction pump m3/h/bar 40/3 45/3 48/3 Prelubrication pump (press./suction) m3/h/bar 5/5/8/3 8/5/10/3 8/5/10/3 Sump tank content (dry/wet) m3 1.7/0.5 2.3/0.6 2.6/0.8 Temperature at engine inlet °C 55-65 55-65 55-65 Selfcleaning filter DN mm 65 65 65 Mesh size selfcleaning filter mm 0.03 0.03 0.03
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5. Technical data(preliminary)
Cylinder 6 8 9 Fresh water cooling Engine content m3 0.12 0.16 0.18 Pressure at engine inlet min/max bar Header tank capacity m3
Temperature at engine outlet °C
2.5/6.0 0.1
60 - 65
2.5/6.0 0.1
60 - 65
2.5/6.0 0.1
60 - 65 2-circuit system Engine driven pump HT m3/h/bar 25/4.0 30/4.0 30/4.0 35/4.0 35/4.0 40/4.0 Stand-by pump HT m3/h/bar 30/4.0 40/4.0 45/4.0 HT-Controller DN mm 50 65 65 Engine driven pump NT m3/h/bar 40/45 / 4.0 40/45 / 4.0 40/45 / 4.0 Temperature at charge air cooler inlet
°C 42 42 42
Heat Dissipation Specific jacket water heat kJ/kWh 550 550 550 Specific lub. oil heat kJ/kWh 500 500 500 Lub. oil cooler kW 156 174 208 232 234 261 Jacket water kW 142 158 189 211 213 238 Charge air cooler 3) kW 414 441 471 563 562 588 Heat radiation engine kW 52 69 78 Exhaust gas Silencer/spark arrester DN 25 dBA mm 400 500 500 DN 35 dBA mm 400 500 500 Pipe diameter DN after turbine mm 400 500 500 Maximum exhaust gas pressure drop
bar 0.03 0.03 0.03
Temperature 5) at 25 °C air intake °C 340 340 334 314 351 337 45 °C air intake °C 362 362 354 333 372 357 Mass 5) at 25 °C air intake kg/h 7380 8230 9677 11485 10703 12505 45 °C air intake kg/h 7085 7715 9290 11025 10275 11800 Starting air Starting air pressure max. bar 30 30 30 Minimum starting air pressure bar 10 10 10 Air consumption per start 4) Nm3 0.5 0.5 0.5 1) Reference conditions: LCV = 42700 kJ/kg, ambient temperature 25 °C charge air temperature 45 °C,
tolerance 5 %, + 1 % for each engine driven pump 2) Standard value, tolerance + 0.3 g/kWh, related to full load 3) Charge air heat based on 45 °C ambient temperature 4) Preheated engine 5) Tolerance 10 %, relative air humidity 60 %
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6. Genset dimensions and weights
Removal of:
Piston in transverse direction X1 = 2976 mmin longitudinal direction X2 = 3296 mm
Cylinder Liner in transverse direction Y1 = 2981 mmin longitudinal direction Y2 = 3156 mm
Genset centre distance of 2 gensets Minimum 2010 mmRecommended 2120 mm
1) Dependent on generator maker/type
Dry weight Dimensions [mm]
Engine Genset 1)Engine type
A B C D E F G H I J [t] [t]
6 M 20 C 6073 4900 2165 1054 1680 1170 627 783 1322 4405 11 20
8 M 20 C 6798 5548 2335 1054 1816 1170 710 783 1422 5053 14 27
9 M 20 C 7128 5875 2335 1054 1816 1170 710 783 1422 5380 15 30
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6. Genset dimensions 6 M 20 C
Scal
e 1
: 50
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6. Genset dimensions 8 M 20 C
Scal
e 1
: 50
m
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6. Genset dimensions 9 M 20 C
Scal
e 1
: 50
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7. Required dimensions of generator
- Mounting flap for anti-condensation heater is required above the mounts- With air cooling the air outlet is required above the mounts- Plain bearings must be removable without coupling removal
Type Design A B Ø D max. X h Ø d Ø S
6 M 20 C
8 M 20 C 200
9 M 20 C
B 20 1210 1350 1200
250
285 150 22
* Bore distances without tolerances + 0.8 mm,the location of the holes has to be agreed
Generators structural requirements for MaK diesel gensets M 20 C
Assembly control dimension "XX" and end float marked on the bearing
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8. Space requirement for dismantling of charge air cooler andturbocharger cartridge
Charge air cooler cleaning
Cleaning is carried out with charge air cooler dismantled. A container to receive the cooler and clean-ing liquid is to be supplied by the yard. Intensive cleaning is achieved by using ultra sonic vibrators.
Turbocharger Removal/Maintenance
Caterpillar Motoren recommends to provide a lifting device above the bearing housing of the turbo-charger (see "B").
Weights of Turbocharger [kg] Dimensions [mm]
Turbo-charger, compl.
Silencer Compressor housing
Turbine housing
Car-tridge
Rotor A B C D E
6 M 20 C 236 25 46 51 54 13 515 268 892 1330 830
8/9 M 20 C 354 55 87 87 88 20 670 276 1025 1400 910
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9. System connections
C15 Charge Air Cooler LT, Outlet DN 50C21 Freshwater Pump HT, Inlet DN 65C22 Freshwater Pump LT, Inlet DN 65C23 Freshwater Stand-By Pump HT, Inlet DN 50C25 Freshwater, Outlet DN 50C28 Freshwater Pump LT, Outlet DN 50C37 Vent. DN 10C39 Drain Cooling Water DN 25C60 Separator Connection, Suction Side DN 32C61 Separator Connection, Delivery Side DN 32
C62a Drain Pre-Lube Pump DN 32C73 Fitted Fuel Pump, Inlet DN 20C75 Fuel Stand-By Pump, Connection DN 20C78 Fuel, Outlet DN 20C81b Fuel Duplex Filter, Dripoil DN 10C86 Starting Air DN 40C91 Crankcase Ventilation DN 50C91a Exhaust Gas Outlet 6 M 20 C DN 400
8/9 M 20 C DN 500
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10. Fuel oil systemMGO/MDO operation
Two fuel product groups are permitted for MaK engines:
Pure distillates: Gas oil, marine gas oils, diesel fuel
Distillate/mixed fuels: Marine gas oil (MGO), marine diesel oil (MDO). The differ-ence between distillate/mixed fuels and pure distillates arehigher density, sulphur content and viscosity.
MGO MDO
Designation Max. viscosity[cSt/40 °C]
Designation Max. viscosity[cSt/40 °C]
ISO 8217: 2005 ISO-F-DMA 1.5 - 6.0 ISO-F-DMB ISO-F-DMC
11 14
ASTM D 975-78 No. 1 D No. 2 D
2.4 4.1
No. 2 D No. 4 D
4.1 24.0
EN 590 EN 590 8
Max. injection viscosity 12 cSt (2 °E)
Day tank DT 1: To be layed out for heat dissipation from injection pumps,approx. 1 kW/cylinder
Strainer (separate) DF 2: Mesh size 0.32 mm, dimensions see HFO-system
Preheater (separate) DH 1: Heating capacity
Not required with:- MGO < 7 cSt/40 °C- Heated day tank
Q [kW] =Peng. [kW]
166
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10. Fuel oil systemMGO/MDO operation
Feed pump (fitted) DP 1: Capacity see technical data
Transfer pump (fitted) DP 3: Capacity equal to feed pumpOption for MGO operation only
Pressure regulating valve (separate) DR 2
Fine filter (fitted) DF 1: Duplex filter, mesh size see technical data.
Separator DS 1: Recommended for MGORequired for MDO
Capacity
V [l/h] = 0.22 · Peng. [kW]
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10. Fuel oil systemMGO/MDO operation
Accessories and fittings:DF1 Fine filter (duplex filter) KP1 Fuel injection pumpDF2 Primary filter (duplex filter) KT1 Drip fuel tankDF3 Coarse filter FQ1 Flow quantity indicatorDH1 Preheater LI Level indicatorDH2 Electrical preheater (separator) LSH Level switch highDP1 Feed pump LSL Level switch lowDP3 Transfer pump (to day tank) PDI Diff. pressure indicatorDP5 Transfer pump (separator) PDSH Diff. pressure switch highDR2 Pressure regulating valve PI Pressure indicatorDS1 Separator PSL Pressure switch lowDT1 Day tank, min. 1 m above crankshaft level TI Temperature indicatorDT4 Storage tank TT Temperature transmitter (PT 100)
Connecting points:C73 Fuel inlet C80 Drip fuelC75 Connection, stand-by pump C81 Drip fuelC78 Fuel outlet C81b Drip fuel (filter pan)
General notes:For location, dimensions and design(e. g. flexible connection) of the con-necting points see engine installa-tion drawing.DH1 not required with:- Gas oil < 7 cSt/40°- heated diesel oil day tank DT1
Notes:p Free outlet requireds Please refer to the measuring
point list regarding design of themonitoring devices
z For systems without stand-bypump connect C75 for filling-upof the engine system!
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10. Fuel oil systemHeavy fuel operation
1)An
indi
catio
n of
the
appr
oxim
ate
equi
vale
nts
inki
nem
atic
vis
cosi
ty a
t 50
°C a
nd R
edw
. I s
ec.
100
°F is
giv
en b
elow
:
Kine
mat
ic v
isco
sity
at
100
°C m
m2 /s
(cSt
)Ki
nem
atic
vis
cosi
ty a
t 5
0 °C
mm
2 /s (c
St)
Kine
mat
ic v
isco
sity
at
100
°F R
edw
. I s
ec.
Fuel
sha
ll be
free
of u
sed
lubr
icat
ing
oil (
ulo)
2)IS
O: 9
753)
ISO:
981
4)IS
O: 9
855)
ISO:
not
lim
ited
6)IS
O: C
arbo
n Re
sidu
e 10
7)IS
O: 0
.20
7
10
15
2
5
35
4
5
55
30
40
80
180
380
500
700
200
300
600
1500
3000
5000
7000
Requ
irem
ents
for r
esid
ual f
uels
for d
iese
l eng
ines
(as
bunk
ered
)
De
sign
atio
n:
CIM
AC
A 10
CI
MAC
B
10
CIM
AC
C 10
CI
MAC
D
15
CIM
AC
E 25
CI
MAC
F
25
CIM
AC
G 35
CI
MAC
H
35
CIM
AC
K 35
CI
MAC
H
45
CIM
AC
K 45
CI
MAC
H
55
CIM
AC
K 55
Re
late
d to
ISO8
217
(200
5):F
- RM
A30
RMB3
0 RM
B30
RMD8
0 RM
E180
RM
F180
RM
G380
RM
H380
RM
K380
RM
H500
RM
K500
RM
H700
RM
K700
Char
acte
ristic
Di
m.
Lim
it
Dens
ity a
t 15
°C
kg/m
3m
ax95
02)
97
5 3)
98
0 4)
991
99
1 10
10
991
1010
99
1 10
10
m
ax
10
15
25
35
45
55
Kin.
vis
cosi
ty a
t 100
°C
cSt 1
)m
in6
5)15
5)
Flas
h po
int
°C
min
60
60
60
60
60
60
Pour
poi
nt
(win
ter)
(sum
mer
) °C
max
0 624
30
30
30
30
30
Carb
on R
esid
ue
(Con
rads
on)
% (m
/m)
max
12
6)
14
14
15
20
18
22
22
22
Ash
% (m
/m)
max
0.
10
0.10
0.
10
0.15
0.
15
0.15
7)
0.15
7)
0.15
7)
Tota
l sed
im, a
fter a
gein
g %
(m/m
) m
ax
0.10
0.
10
0.10
0.
10
0.10
0.
10
Wat
er
% (V
/V
max
0.
5 0.
5 0.
5 0.
5 0.
5 0.
5
Sulp
hur
% (m
/m)
max
3.
5 4.
0 4.
5 4.
5 4.
5 4.
5
Vana
dium
m
g/kg
m
ax
150
30
0 35
0 20
0 50
0 30
0 60
0 60
0 60
0
Alum
iniu
m +
Sili
con
mg/
kg
max
80
80
80
80
80
80
Zinc
m
g/kg
m
ax
15
15
15
15
15
15
Phos
phor
m
g/kg
m
ax
15
15
15
15
15
15
Calc
ium
m
g/kg
m
ax
30
30
30
30
30
30
m
21
10. Fuel oil systemHeavy fuel operation
Visc
osity
/tem
pera
ture
dia
gram
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22
10. Fuel oil systemHeavy fuel operation
Minimum requirements for storage, treatment and supply systems
Bunker tanks: In order to avoid severe operational problems due to incom-patibility, each bunkering must be made in a separate stor-age tank.
Settling tanks: In order to ensure a sufficient settling effect, the followingsettling tank designs are permissible:
- 2 settling tanks, each with a capacity sufficient for24 hours full load operation of all consumers
- 1 settling tank with a capacity sufficient for 36 hours fullload operation of all consumers and automatic filling
- Settling tank temperature 70 - 80 °C
Day tank: Two day tanks are required. The day tank capacity mustcover at least 4 hours/max. 24 hours full load operation of allconsumers. An overflow system into the settling tanks andsufficient insulation are required.
Guide values for temperatures
Fuel viscosity cSt/50 °C
Tank temperature [°C]
30 - 80 70 - 80
80 - 180 80 - 90
180 - 700 max. 98
Separators: Caterpillar Motoren recommends to install two self-clean-ing separators. Design parameters as per supplier recom-mendation. Separation temperature 98 °C! Maker and typeare to be advised to Caterpillar Motoren.
Capacity
V [l/h] = 0.22 · Peng. [kW]
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Pressure pumps HP 1/HP 2: Screw type pump with mechanical seal.Installation vertical or horizontal. Delivery head 5 bar.
Capacity
V [m3/h] = 0.4 .. Peng. [kW]
1000
10. Fuel oil systemHeavy fuel operation
Supply system (Separate components): A closed pressurized system between daytank and engineis required as well as the installation of an automatic back-flushing filter with a mesh size of 10 µm (absolute).
Strainer HF 2: Mesh size 0.32 mm
DN H1 H2 W D Output [kW] mm
< 5000 32 249 220 206 180
< 10000 40 330 300 250 210
< 20000 65 523 480 260 355
> 20000 80 690 700 370 430
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10. Fuel oil systemHeavy fuel operation
Self cleaning filter HF 4: Mesh size 10 µm sphere passing mesh, make Boll & Kirch*,without by-pass filter.
* In case of Caterpillar Motoren supply.
= 8000 kW, Type 6.60, DN 50 > 8000 kW, Type 6.61, DN 100<
Dismantling of sieve300 mm
Dismantling of sieve300 mm
Pressure regulating valve HR 1: Controls the pressure at the engine inlet, approx. 4 bar.
Engine outputs
= 3000 kW = 8000 kW > 8000 kW< <
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10. Fuel oil systemHeavy fuel operation
Design head: 5 bar
Final preheater HH 1/HH 2: Heating media:
- Electric current (max. surface power density 1.1 W/cm2)- Steam- Thermal oil
Temperature at engine inlet max 150 °C.
Viscosimeter HR 2: Controls the injection viscosity to 10 - 12 cSt.Higher injection viscosity possible up to 16 cSt in combina-tion with main engines.To be confirmed by Caterpillar Motoren.
Fine filter (fitted) HF 1: - Mesh size 34 µm- Without heating- Differential pressure indication and alarm contact fitted
V [m3/h] = 0.7 ...... Peng. [kW]
1000
Circulating pumps HP 3/HP 4: Design see pressure pumps.
Capacity
Mixing tank (without insulation) HT 2:
Engine output Volume Dimensions [mm] Weight
[kW] [l] A D E [kg]
< 4000 50 950 323 750 70
< 10000 100 1700 323 1500 120
> 10000 200 1700 406 1500 175
Vent
Inletfrompressurepump
Fromengine
Outletto engine
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10. Fuel oil systemHeavy fuel operation
Mixing receiver HT 4: Permits the individual change-over to MGO/MDO. Reducesthe temperature variation during change over.Capacity: approx. 30 lDimensions: Ø approx. 320 mm
height approx. 665 mmwithout insulation
Diesel oil intermediate tank DT 2: Required for the individual change-over to MGO/MDO.Capacity: approx. 50 lDimensions: see mixing receiver
Diesel oil feed pump DP 1: Capacity and delivery headsee heavy fuel oil circulating pump HP 3/HP 4
Fuel Cooler DH 3: Required for heat dissipation with MGO/MDO operation.
m
27
10. Fuel oil systemHeavy fuel operation
Notes:ff Flow verlocity in circuit system
< 0.5 m/sm Lead vent pipe beyond day tank
levelp Free outlet requireds Please refer to the measuring
point list regarding design of themonitoring devices
tt Neither insulated nor heated pipeu From diesel oil separator or diesel
oil transfer pump
All heavy fuel pipes have to be insu-lated.---- heated pipe
Connecting points:C76 Inlet duplex filterC78 Fuel outletC80 Drip fuelC81 Drip fuelC81b Drip fuel (filter pan)
Accessories and fittings:DH3 MGO/MDO coolerDP1 Diesel oil feed pumpDR2 Pressure regulating valveDT1 Diesel oil day tankDT2 Diesel oil intermediate tankHF1 Fine filter (duplex filter)HF2 Primary filterHF4 Self cleaning filterHH1 Heavy fuel final preheaterHH2 Stand-by final preheaterHH4 Heating coilHP1/HP2 Pressure pumpHP3/HP4 Circulating PumpHR1 Pressure regulating valveHR2 ViscometerHT1 Heavy fuel day tank
General notes:For location, dimensions and design (e. g. flexible connection) of the connectingpoints see engine installation drawing. Valve fittings with loose cone are not ac-cepted in the admission and return lines.
HT2 Mixing tankHT4 Mixing receiverKP1 Injection pumpFQ1 Flow quantity indicatorLI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPDSL Diff. pressure switch lowPI Pressure indicatorPSL Pressure switch lowTI Temperature indicatorVI Viscosity indicatorVSH Viscosity Control switch highVSL Viscosity Control switch low
- Peak pressuremax. 16 bar
Tanks and separators integrated inthe main engine system
C76 C78
m
28
10. Fuel oil systemHeavy fuel operation
Heavy fuel oil supply- and booster standard module
(Pressurized System), up to IFO 700 for steam and thermaloil heating, up to IFO 180 for electr. heating
Technical specification of the main components:
1. Primary filter
1 pc. Duplex strainer 320 microns
2. Fuel pressure pumps, vertical installation
2 pcs. Screw pumps with mechanical seal
3. Pressure regulating system
1 pc. Pressure regulating valve
4. Self cleaning fine filter
1 pc. Automatic self cleaning fine filter 10 microns absolut (without by-pass filter)
5. Consumption measuring system
1 pc. Flowmeter with local totalizer
6. Mixing tank with accessories
1 pc. Pressure mixing tank approx. 49 l volume up to 4,000 kWapprox. 99 l volume from 4,001 - 20,000 kW
(with quick-closing valve)
7. Circulating pumps, vertical installation
2 pcs. Screw pumps with mechanical seal
8. Final preheater
2 pcs. Shell and tube heat exchangers each 100 % (saturated 7 bar or thermal oil 180 °C)each 100 % electrical
m
29
9. a) Heating medium control valve (steam/thermaloil)b) Control cabinet (electrical)
1 pc. control valve with built-on positioning drive 1 pc. control cabinet for electr. preheater
10. Viscosity control system
1 pc. automatic viscosity measure and control system VAF
Module controlled automatically with alarms and startersPressure pump starters with stand-by automaticCirculating pump starters with stand-by automaticPI-controller for viscosity controllingStarter for the viscosimeterAnalog output signal 4 - 20 mA for viscosity
AlarmsPressure pump stand-by startLow level in the mixing tankCirculating pump stand-by startSelf cleaning fine filter pollutionViscosity alarm high/lowThe alarms with potential free contacts
Alarm cabinet with alarms to engine control room and connection possibility for remote start/stop andindicating lamp of fuel pressure and circulating pumps
Performance and materials:The whole module is tubed and cabled up to the terminal strips in the electric switch boxes which areinstalled on the module. All necessary components like valves, pressure switches, thermometers,gauges etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermaloil orelectrical) where necessary.The module will be tested hydrostatical and functional in the workshop without heating.
10. Fuel oil systemHeavy fuel operation
Steam Thermal oil
Electric Steam Thermal oil
Electric Steam Thermal oil
Steam Thermal oil
For power in kW up to (50/60 Hz) 4000/4800 4000/4800 8000/9600 8000/9600 12000/14400 20000/24000 Length in mm 2200 2700 3200 3500 3500 3500 Width in mm 1200 1200 1200 1200 1350 1500 Height in mm 2000 2000 2000 2000 2000 2000 Weight (approx.) in kg 2300 2400 2500 2700 3100 3600
m
30
10. Fuel oil systemHeavy fuel operation
Notes:dd To diesel oil storage or overflow
tankff Flow velocity in circuit system
< 0.5 m/sm Lead vent pipe beyond service
tank levelp Free outlet requireds Please refer to the measuring
point list regarding design of themonitoring devices
u From diesel oil separator or die-sel oil transfer pump
All heavy fuel pipes have to be insu-lated.---- heated pipe
Connecting points:C76 Inlet duplex filterC78 Fuel outletC80 Drip fuel connectionC81 Drip fuel connectionC81b Drip fuel connection (filter
pan)
Accessories and fittings:DH3 Fuel oil cooler from MDO operationDP1 Diesel oil feed pumpDR2 Fuel pressure regulating valveDT1 Diesel oil day tankDT2 Diesel oil intermediate tankHF1 Fine filter (duplex filter)HF2 Fuel primary filterHF4 Self cleaning filterHH1 Final preheaterHH2 Stand-by final preheaterHH4 Heating coilHP1 Pressure pumpHP2 Stand-by pressure pumpHP3 Circulating pumpHP4 Stand-by circulating pumpHR1 Pressure regulating valveHR2 ViscometerHT1 Day tank
HT2 Mixing tankHT4 Mixing receiverHT8 Compensation damping tankKP1 Fuel injection pumpFQ1 Flow quantity indicatorLI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPDSL Diff. pressure switch lowPI Pressure indicatorPSL Pressure switch lowTI Temperature indicatorVI Viscosity indicatorVSH Viscosity control switch highVSL Viscosity control switch low
General notes:For location, dimensions and design (e. g. flexible connection) of the connectingpoints see engine installation drawing.Tanks and separators integrated in the main engine system.
- Peak pressuremax. 16 bar
C76 C78
m
31
11. Lubricating oil system
Lube oil quality
The viscosity class SAE 40 is required.
Wear and tear and thus the service life of the engine depend on the lube oil quality. Therefore highrequirements are made for lubricants:
Constant uniform distribution of the additives at all operating conditions. Perfect cleaning (detergenteffect) and dispersing power, prevention of deposits from the combustion process in the engine. Suffi-cient alkalinity in order to neutralize acid combustion residues. The TBN (total base number) must bebetween 30 and 40 KOH/g at HFO operation. For MDO operation the TBN is 12 - 20 depending on sulphurcontent. RE-governor should be fitted with a normal 15 W 40 multipurpose oil.
I Approved in operationII Permitted for controlled use
When these lube oils are used, Caterpillar Motoren must be informed because at the moment there is insufficient experience availablefor MaK engines. Otherwise the warranty is invalid.
1) Synthetic oil with a high viscosity index (SAE 15 W/40). Only permitted if the oil inlet temperatures can be decreased by 5 - 10 °C.
Manufacturer Diesel oil/Marine-diesel oil operation
I II HFO operation I II
AGIP DIESEL SIGMA S CLADIUM 120
X X
CLADIUM 300 S CLADIUM 400 S
XX
BP ENERGOL DS 3-154 VANELLUS C 3
XX
ENERGOL IC-HFX 304 ENERGOL IC-HFX 404
XX
CALTEX DELO 1000 MARINE DELO 2000 MARINE
XX
DELO 3000 MARINE DELO 3400 MARINE
XX
CASTROL MARINE MLC MXD 154 TLX PLUS 204
X
XX
TLX PLUS 304 TLX PLUS 404
XX
CEPSA KORAL 1540 X CHEVRON DELO 1000 MARINE OIL
DELO 2000 MARINE OIL XX
DELO 3000 MARINE OIL DELO 3400 MARINE OIL
XX
TOTAL LUBMARINE DISOLA M 4015 AURELIA 4030
XX
AURELIA XL 4030 AURELIA XT 4040
XX
ESSO EXXMAR 12 TP EXXMAR CM+ ESSOLUBE X 301
XXX
EXXMAR 30 TP EXXMAR 40 TP EXXMAR 30 TP PLUS EXXMAR 40 TP PLUS
X
XX
X
MOBIL MOBILGARD 412 MOBILGARD ADL MOBILGARD M 430 MOBILGARD 1-SHC 1)
XXX
X
MOBILGARD M 430 MOBILGARD M 440
XX
SHELL GADINIA GADINIA AL ARGINA S ARGINA T
XXXX
ARGINA T ARGINA X
XX
TEXACO TARO 16 XD TARO 12 XD TARO 20 DP
XXX
TARO 30 DP TARO 40 XL
XX
m
32
11. Lubricating oil system
Lube oil quantities/- change intervals: Circulating quantity: 0.8 - 0.9 l/kW output
The change intervals depend on:- the quantity- fuel quality- quality of lube oil treatment (filter, separator)- engine load
By continuous checks of lube oil samples (decisive are thelimit values as per "MaK Operating Media") an optimum con-dition can be reached.
Force pump (fitted) LP 1: Gear type pump
Suction strainer (fitted) LF 4
Selfcleaning filter (fitted) LF 2: Mesh size 30 µm (absolute), type 6.48, make Boll & Kirch.Without by-pass filter. Without flushing oil treatment..
Cooler (fitted) LH 1: Tube type
Temperature controller: Not required
Prelubrication pump (fitted) LP 5: Delivery head 5 barContinuous lubrication is carried out with stopped genset.Starter to be supplied by the yard.
Hz Capacity [m3/h] Electr. motor [kW]
50 4.0 1.4 6 M 20 C
60 5.0 1.8
50 6.6 2.3 8/9 M 20 C
60 8.0 3.0
m
33
11. Lubricating oil system
Circulating tank LT 1: Located in the base frame, equipped with high/low levelswitch and level control stick.
Crankcase ventilation: The location of the ventilation is on top of the engine blocknear to the turbocharger (see system connections C 91).
The vent pipe DN 50 must be equipped with a condensatetrap and drain. It has to be enlarged to DN 65 approx. 1 mafter the connection point and to be arranged separately foreach genset. Crankcase pressure max. 150 Pa.
Treatment at MGO/MDO operation
The service life of the lube oil will be extended by by-passtreatment.
Centrifuge (Option, fitted) LS 2: Minimum requirement
Separator LS 1: Recommended with the following design:- Separating temperature 85 - 95 °C- Quantity to be cleaned three times/day- Self cleaning type
Separation capacity
Veff [l/h] = 0.18 · Peng [Total kW]
For auxiliary gensets: Strongly recommended1 separator for max. 3 engines
For diesel-electric drive: Required1 separator for max. 3 engines with automatically switchover in intervalls of 1.5 hours. See treatment at heavy fueloperation.
m
34
11. Lubricating oil systemMGO/MDO operation
Accessories and fittings:LF2 Self cleaning filterLF4 Suction strainerLH1 CoolerLH2 PreheaterLP1 Force pumpLP5 Prelubrication pumpLP9 Transfer pump (separator)LR2 Pressure regulating valveLS1 SeparatorLS2 Centrifuge (option)LT1 Sump tank
General notes:For location, dimensions and de-sign (e. g. flexible connection) ofthe connecting points see engineinstallation drawing.
Notes:e Filling pipef Drainh Please refer to the measuring
point list regarding design ofthe monitoring devices
o See "crankcase ventilationinstallation instructions"
Connecting points:C60 Separator connection, suction
side or drain or filling pipeC61 Separator connection, delivery
side or from by-pass filterC62a Oil drain, prelubrication pumpC91 Crankcase ventilation to stackNC Normally closed
LI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPI Pressure indicatorPSL Pressure switch lowPSLL Pressure switch lowTI Temperature indicatorTSH Temperature switch highTT Temperature transmitter (PT 100)
m
35
11. Lubricating oil systemTreatment at heavy fuel operation
Separator LS 1: Required with the following design:- Separating temperature 95 °C- Quantity to be cleaned five times/day- Utilization 20 % max.
Capacity
Veff [l/h] = 0.29 . Peng [Total kW]
For auxiliary gensets: 1 separator per genset recommended1 separator for maximum 3 gensets required
The following is to be observed: 1. The separator is switched over successively and auto-matically controlled in intervals of 1.5 hours to the re-spective sump tank of the diesel genset.
2. The change over valves are to be provided with mutualmechanical or electric interlocks in order to avoid faultsin switching over.
3. All diesel gensets (operation, stand-by, stopped) are tobe included in these change over intervals.
4. If a diesel genset is not available (servicing, maintenanceetc.), it must be taken out of the interval control. For this acontact of a higher ranking start/stop automatic (inte-grated in the power management system) must be pro-vided for the interval control.
5. The separator must always be running or restarted aftera failure/black-out.
Change over valves and the automatic switch over controlsystem have to be supplied by the yard.
For diesel-electric drive: 1 Separator per genset required
m
36
11. Lubricating oil systemHeavy fuel operation
Accessories and fittings:LF2 Self cleaning filterLF4 Suction strainerLH1 CoolerLH2 PreheaterLP1 Force pumpLP5 Prelubrication pumpLP9 Transfer pump (separator)LR1 Temperature control valveLR2 Pressure regulating valveLS1 SeparatorLT1 Sump tank
General notes:For location, dimensions and de-sign (e. g. flexible connection) ofthe connecting points see engineinstallation drawing.
Notes:e Filling pipef Drainh Please refer to the measuring
point list regarding design ofthe monitoring devices
o See "crankcase ventilation in-stallation instructions"
Connecting points:C60 Separator connection, suction
side or drain or filling pipeC61 Separator connection, delivery
side or from by-pass filterC62a Oil drain, prelubrication pumpC91 Crankcase ventilation to stackNC Normally closed
LI Level indicatorLSH Level switch highLSL Level switch lowPDI Diff. pressure indicatorPDSH Diff. pressure switch highPI Pressure indicatorPSL Pressure switch lowPSLL Pressure switch lowTI Temperature indicatorTSH Temperature switch high
m
37
12. Cooling water system
The heat generated by the engine (cylinder, turbocharger, charge air and lube oil) is to be eliminated bymeans of treated freshwater acc. to the MaK coolant regulations.
The inlet temperature in the LT-circuit is max. 38 °C.
Standard cooling system: Two-circuit cooling
Charge air temperature control not required. Water-cooled generators are not equipped with pipes.
HT-fresh water pump (fitted) FP 1: Capacity: acc. to heat balance
LT-fresh water pump (fitted) FP 2: Capacity: acc. to heat balance
HT-temperature controller (separate) FR 1: P-controller with manual emergency adjustment(basis).
Dimensions [mm] Weight
DN D F G H [kg]
6 M 20 C HT 50 165 150 225 177 24
8/9 M 20 C HT 65 185 165 254 158 26
3 x 6/8/9 M 20 C LT 125 250 241 489 200 67
m
38
12. Cooling water system
LT-temperature controller (separate) FR 2: P-controller with manual emergency adjustment.
Not required with the combination of the main en-gine LT-system.
Preheater with pump (fitted on base frame)FH 5/FP 7: Consisting of circulating pump (3.5 m3/h), electric
heater (7 kW) and switch cabinet (separate: W x H xD = 450 x 300 x 200 mm). Voltage 380 - 460, frequency50/60 Hz.
Freshwater cooler (separate) FH 1: Plate type, size depending on the total heat to bedissipated.
For auxiliary genset normally integrated in the mainengine cooling system.
Header tank: For auxiliary genset normally integrated in the mainengine system.
- Arrangement: min. 4 m above crankshaft centreline.
- Size acc. to technical engine data, in case of sev-eral engines + 25 % volume per engine.
- All continuous vents from engine are to be con-nected.
m
39
ρ · H · VP = [kW]
367 · η
.
P - Power [kW]PM - Power of electr. motor [kW]V - Flow rate [m3/h]H - Delivery head [m]ρ - Density [kg/dm3]η - Pump efficiency
0,70 for centrifugal pumps
< 1.5 kW1.5 - 4 kW4 - 7.5 kW
> 7.5 - 40 kW> 40 kW
PM = 1.5 · PPM = 1.25 · PPM = 1.2 · PPM = 1.15 · PPM = 1.1 · P
.
Drain tank with filling pump: Is recommended to collect the treated water when carryingout maintenance work (to be installed by the yard).
Electric motor driven pumps: Option for fresh and seawater , vertical design.Rough calculation of power demand for the electric bal-ance.
13. Cooling water system
m
40
12. Cooling water system
Heat balance 6 M 20 C
m
41
12. Cooling water system
Heat balance 8 M 20 C
m
42
12. Cooling water system
Heat balance 9 M 20
m
43
12. Cooling water systemIntegrated in the main engine LT-cooling water system
General notes:For location, dimensions and design (e. g. flex-ible connection) of the connecting points seeengine installation drawing.
Notes:h Please refer to the
measuring point list re-garding design of themonitoring devicesDistance min. 1 m
NC Normally closed
Connecting points:C15 Charge air cooler, outletC21 Freshwater pump HT,
inletC22 Freshwater pump LT,
inletC25 Cooling water, engine
outletC37 Ventilation connectionC39 Drain
Accessories and fittings:CH1 Charge air coolerFH5 Freshwater preheaterFP1 Freshwater pump (fitted
on engine) HTFP2 Freshwater pump (fitted
on engine) LTFP7 Preheating pumpFR1 Temperature control
valve HTLH1 Luboil coolerPI Pressure indicatorPSL Pressure switch lowTI Temperature indicatorTSH Temperature switch highTSHH Temperature switch high
from central coolingsystem LT
to central coolingsystem LT
m
44
12. Cooling water systemFor gensets not integrated in the main engine LT cooling water system
Accessories and fittings:FH1 Freshwater coolerFR2 Temperature control valve LTSF1 Duplex seawater filterSP1 Seawater pumpSP2 Seawater stand-by pumpST1 Sea chestPI Pressure indicatorTI Temperature indicator
Notes:o Mesh size 2 - 5 mmz Short circuit pipe for adjusting a
minimum seawater inlet tem-perature of 10 - 20 °C
to gensets
from gensets
Connection see drawing page 43
m
45
13. Flow velocities in pipes
Example: di = 100 mm, V = 60 m3/hVelocity in the pipe 2.1 m/s
Volu
me
flow
[m
3 /h]
Velocity in the pipe [m/s]
m
46
14. Starting air system
Required pressure 30 bar
Air starter (fitted) AM 1: With pressure reducer 30/10 bar.
Min. starting air pressure and air consumption see technical data.
General notes:For location, dimensions and design (e. g. flexible connection) ofthe connecting points see engine installation drawing.
Clean and dry starting air is required.
Notes:a Control aird Water drain (to be mounted at the lowest point)e To other gensetsh Please refer to the measuring point list regarding design of
the monitoring devicesj Automatic drain (recommended)
Connecting points:C86 Connection, starting air
Accessories and fittings:AC1 CompressorAC2 Stand-by compressorAM1 Air starterAR1 Starting valveAR4 Pressure reducing valveAR5 Oil and water separatorAT1 Starting air receiverAT2 Starting air receiverPI Pressure indicatorPSL Pressure switch low, only for main enginePT Pressure transmitter
AT1/AT2 Option:- Typhon valve- Relief valve with pipe connection
m
47
15. Combustion air system
General: To obtain good working conditions in the engine room and toensure trouble free operation of all equipment attentionshall be paid to the engine room ventilation and the supply ofcombustion air.
The combustion air required and the heat radiation of allconsumers/heat producers must be taken into account.
Air intake from engine room (standard): - Fans are to be designed for a slight overpressure in theengine room.
- On system side the penetration of water, sand, dust, andexhaust gas must be avoided.
- When operating under tropical conditions the air flowmust be conveyed directly to the turbocharger.
- The temperature at turbocharger filter should not fall be-low + 10 °C.
- In cold areas warming up of the air in the engine roommust be ensured.
Air intake from outside: - The intake air duct is to be provided with a filter. Penetra-tion of water, sand, dust and exhaust gas must beavoided.
- Connection to the turbocharger is to be established via anexpansion joint (to be supplied by the yard). For this pur-pose the turbocharger will be equipped with a connectionsocket.
- At temperatures below + 10 °C the Caterpillar Motoren/Application Engineering must be consulted.
Radiated heat: see technical dataTo dissipate the radiated heat a slight and evenly distributedair current is to be led along the engine exhaust gas mani-fold starting from the turbocharger.
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48
16. Exhaust system
Position of exhaust gas nozzle: A nozzle position of 0, 45 and 90° is possible.
Exhaust compensator:
Design of the pipe cross-section: The pressure loss is to be minimized in order to optimize fuelconsumption and thermal load of the engine.
Max. flow velocity: 40 m/s (guide value).
Max pressure loss (incl. silencer and exhaust gas boiler):30 mbar(lower values will reduce thermal load of the engine).
The aforesaid value is also applicable as value for the totalflow resistance of plants with separate intake air filter!
Notes regarding installation: - Arrangement of the first expansion joint directly on theexhaust gas nozzle
- Arrangement of the first fixed point in the conduit directlyafter the expansion joint
- Drain opening to be provided (protection of turbochargerand engine against water)
- Each engine requires an exhaust gas pipe (one commonpipe for several engines is not permissible).
If it should be impossible to use the standard transitionpiece supplied by Caterpillar Motoren, the weight of thetransition piece manufactured by the shipyard must not ex-ceed the weight of the standard transition piece. A drawingincluding the weight will then have to be submitted ap-proval.
Diameter DN Length [mm] Weight [kg]
6 M 20 C 400 365 31
8/9 M 20 C 500 360 42
m
49
16. Exhaust system
t = Exhaust gas temperature (°C)G = Exhaust gas massflow (kg/h)∆p = Resistance/m pipe length (mm WC/m)d = Inner pipe diameter (mm)w = Gas velocity (m/s)l = Straight pipe length (m)L' = Spare pipe length of 90° bent pipe (m)L = Effective substitute pipe length (m)∆Pg = Total resistance (mm WC)
Example (based on diagram data A to E):t = 335 °C, G = 25000 kg/hl = 15 m straight pipelength, d = 700 mm3 off 90° bend R/d = 1.51 off 45° bend R/d = 1.5∆Pg = ?
∆p = 0.83 mm WC/mL' = 3 · 11 m + 5.5 mL = l + L' = 15 m + 38.5 m = 53.5 m∆Pg = ∆p · L = 0.83 mm WC/m · 53.5 m = 44.4 mm WC
Resistance in exhaust gas piping
m
50
0.031 0.063 0.125 0.25 0.5 1 2 4 8
160
150
140
130
120
110
100
137 138 138 136
132 129126
123 119
f [kHz]
0.031 0.063 0.125 0.25 0.5 1 2 4 8 f [kHz]
160
150
140
130
120
110
100
136 138 138136
133 130127 125
121
0.031 0.063 0.125 0.25 0.5 1 2 4 8 f [kHz]
160
150
140
130
120
110
100
136 138 139 137134
131 128 127123
16. Exhaust system(preliminary)
Exhaust sound power level Lw not attenuated [1 x 1 m from open pipe]The noise measurements are made with a probe inside the exhaust pipe.
Tolerance + 2 dB
LwOct [dB](reference 10-12 W)
LwOct [dB](reference 10-12 W)
LwOct [dB](reference 10-12 W)
6 M 20 C (1140 kW/1000 rpm)
9 M 20 C (1710 kW/1000 rpm)
8 M 20 C (1520 kW/1000 rpm)
m
51
16. Exhaust system
Silencer: Design according to the absorbtion principle with wide-band attenuation over a great frequency range and lowpressure loss due to straight direction of flow. Sound ab-sorbing filling consisting of resistant mineral wool.
Sound level reduction 25 dB(A), alternatively 35 dB(A).Max. permissible flow velocity 40 m/s.
Silencer with spark arrester: Soot separation by means of a swirl device (particles arespun towards the outside and separated in the collectingchamber). Sound level reduction 25 dB(A) or 35 dB(A). Max.permissible flow velocity 40 m/s.
Silencers are to be insulated by the yard. Foundation brack-ets are provided as an option.
m
52
16. Exhaust system
Silencer/Spark arrestor and silencer: Installation: vertical/horizontalFlange according to DIN 86044Counterflanges, screws and gaskets are included, withoutsupports and insulation
Silencer
Spark arrestor and silencer
Attenuation 25 dB (A) 35 dB (A)
DN D B L kg L kg
6 M 20 C 400 850 544 2934 550 3686 680
8/9 M 20 C 500 950 594 3184 710 3936 800
Exhaust gas boiler: Each engine should have a separate exhaust gas boiler. Al-ternatively, a common boiler with separate gas sections foreach engine is acceptable.
Particularly when exhaust gas boilers are installed attentionmust be paid not to exceed the maximum recommendedback pressure.
m
53
16. Exhaust system
Cleaning the turbocharger compressor: The components for cleaning (dosing vessel, pipes, shut-offvalve) are engine mounted.
Water is fed before compressor wheel via injection pipesduring full load operation every 24 to 48 hours.
Cleaning the turbine blade andnozzle ring: At heavy fuel operation only.
The cleaning is carried out with clean fresh water "wetcleaning" during low load operation at regular intervals, de-pending on the fuel quality, 250 to 500 hours.
Duration of the cleaning period is approx. 20 minutes. Freshwater of 1.5 bar is required.
During cleaning the water drain should be checked. There-fore the shipyard has to install a funnel after connectionpoint C36.
C36 Drain, Ø 25
C42 Fresh water supply,Ø 16,with quick couplingdevice
Dirty water tank
Water flow[l/min]
Injection time[sec]
6 M 20 C 4 - 6 3 - 4 x 30 *
8/9 M 20 C 6 - 10 3 - 4 x 30 *
* with 3 min waiting period at a time
m
54
0.031 0.063 0.125 0.25 0.5 1 2 4 8 16 f [kHz]
130
125
120
115
110
105
100
95
90
104
114 114
119
114
111 112108 110
101
0.031 0.063 0.125 0.25 0.5 1 2 4 8 16 f [kHz]
130
125
120
115
110
105
100
95
90
108 110 111114
111 110 111108
107
101
0.031 0.063 0.125 0.25 0.5 1 2 4 8 16 f [kHz]
130
125
120
115
110
105
100
95
90
100
108
109
115
111 109 110107 110
102
17. Air borne sound power level(preliminary)
The airborne noise of the engines is measured as a sound power level according to EN ISO 9614-2/Accuracy class 3.
Tolerance + 2 dB
LwOct [dB](reference 10-12 W)
LwOct [dB](reference 10-12 W)
LwOct [dB](reference 10-12 W)
6 M 20 C (1140 kW/1000 rpm)
9 M 20 C (1710 kW/1000 rpm)
8 M 20 C (1520 kW/1000 rpm)
m
55
Gensets have to be resiliently mounted.
This provides an activ insulation against forces generated by the engine as well as protection againstvibration from rigidly mounted main engines.
The ship's foundation does not require machining. Unevenness is to be compensated by weldingplates (to be provided by the shipyard). The resilient element includes horizontal and vertical stopper(fail-safe design).
Major components:- Resilient elements for active insulation of dynamic engine forces- Flexible pipe connections for all media- Welding plates
Number of resilient elements: 6 M 20 C: 128/9 M 20 C: 14
18. FoundationResilient mounting
Structure borne sound level Lv, expected (measured in the test cell)
Lv Oct [dB](reference5*10-8 m/s)
72777876
8182
97
91
45525850
6259
7470
20
30
40
50
60
70
80
90
100
110
0.031 0.063 0.125 0.25 0.5 1 2 4Frequency [kHz]
above
below
m
56
18. FoundationFoundation plan
Resilient element with fail-safedesign (horizontal and verticalstopper)
Alignment tolerance, vertical + 1,0 mm
6 M 20 C
m
57
18. FoundationFoundation plan
Resilient element with fail-safedesign (horizontal and verticalstopper)
Alignment tolerance, vertical + 1,0 mm
8 M 20 C
m
58
18. FoundationFoundation plan
Resilient element with fail-safedesign (horizontal and verticalstopper)
Alignment tolerance, vertical + 1,0 mm
9 M 20 C
m
59
19. Control and monitoring system
Engine control panel
Detail X: Equipment for local engine control
m
60
19. Control and monitoring system
Genset control
*) = not delivered by Caterpillar Motoren
m
61
19. Control and monitoring system
Engine monitoring
m
62
19. Control and monitoring systemMonitoring: M 20 C aux. genset
* located in the fuel pressure system
Sensor Measur.-point
Monitoring point Abbrev. Action
Fitted Separate
Remarks
1105 Luboil pressure PAL OA A
1106 Luboil pressure PALL OAMS B
1112 Luboil differential pressure selfcleaning filter PDAH OA B
1142 Luboil pressure prelubrication PL B Starting interlock
1202 Luboil temperature engine inlet TAH OA A
1311 Luboil level sump tank LAL OA B 1312 Luboil level sump tank LAH OA B
2102 FW pressure high temp. circuit engine inlet PAL OA A
2112 FW press. low temp. circuit cooler inlet PAL OA A
2211 FW temp. high temp. circuit engine outlet TAH OA A
2213 FW temp. high temp. circuit engine outlet TAHH OA
MS B
5102 Fuel oil pressure engine inlet PAL OA A
5105 Fuel oil pressure pressure pump PAL OA B* Starting stand-by pump from
pump control
5111 Fuel oil differential pressure duplex filter PDAH OA B
5112 Fuel oil differential pressure selfcleaning filter
PDAH OA B*
5115 Fuel oil differential pressure circulating pump
PDAL OA B* Starting stand-by pump from pump control
5116 Fuel oil differential pressure before and after circulating pump
PDAL OA B*
5251 Fuel oil viscosity engine inlet VAH OA A* 1 Sensor f. 5251, 5252 5252 Fuel oil viscosity engine inlet VAL OA A* 1 Sensor f. 5251, 5252 5301 Level of leak fuel LAH OA B 5333 Fuel level mixing tank LAL OA B*
6101 Starting air pressure engine inlet PAL OA A
6105 Shut down air pressure on engine PAL OA B
8221 Exhaust gas temp. after turbocharger T OA A Only thermocouple
8221 Exhaust gas temperature after turbocharger TAH OA A
9404 Engine overspeed S OAMS B
9405 Engine speed stop starting air S B
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63
19. Control and monitoring system
Sensor Measur.-point
Monitoring point Abbrev. Action
Fitted Separate
Remarks
9409 Working hour meter/engine S B
9419 Engine speed NI A
9503 Stop lever in pos. operation S B Genset ready for operation
9561 Barring gear engaged S B Start interlock
9601 Electronic units/terminal point X1/voltage failure
S OA B
9611 RPM switch/voltage failure/ wire break
S OA B
9615 Failure electronic governor S OA B With electronic governor only
9616 Failure electronic governor S OAMS
B With electronic governor only
9761 Viscosity control, voltage failure
OA B Dependent from system
9775 Fuel oil preheater, voltage failure
OA B Dependent from system
Monitoring: M 20 C aux. genset
Abbreviations
B = Binary sensor OA = Visual and audible alarmA = Analogue sensor AD = Autom. speed/load reduction
MS = Autom. engine stopLAH = Level alarm high QA = Measurement alarmLAL = Level alarm low QAH = Measurement alarm highNI = Speed indication S = SpeedPAL = Pressure alarm low TAH = Temperature alarm highPALL = Pressure alarm low low TAHH = Temperature alarm high highPDAH = Pressure difference alarm high VAH = Viscosity alarm highPDAL = Pressure difference alarm low VAL = Viscosity alarm low
Additional monitoring for DE-drive
Sensor Measur.-point
Monitoring point Abbrev. Action
Fitted Separate
Remarks
2103 FW pressure high temp. circuit engine inlet PALL OA
MS B For DE-drive only
2321 Oil ingress in fresh water cooler outlet QAH OA B
5102 Fuel oil pressure engine inlet PAL OA A 8211 Exhaust gas temp. per cyl. T OA A Only thermocouples
8231 Exhaust temperature before turbocharger TAH OA A
9429 Turbocharger speed S A
9622 Exhaust gas temp. average equipment, voltage failure S OA B
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19. Control and monitoring system
Local and remote indicatorsRemote indication interfacing
Indi
cato
rs
At t
he e
ngin
e Re
mot
e 96
x 9
6
Fuel
tem
pera
ture
at e
ngin
e in
let
⊗
Diffe
rent
ial p
ress
ure
fuel
filte
r
Mea
n in
ject
ion
pum
p ra
ck p
ositi
on
⊗
Lubo
il te
mpe
ratu
re a
t eng
ine
inle
t
Diffe
rent
ial p
ress
ure
lubo
il fil
ter
Fres
hwat
er te
mpe
ratu
re a
t eng
ine
inle
t HT
Fres
hwat
er te
mpe
ratu
re a
t eng
ine
outle
t HT
⊗
Fres
hwat
er te
mpe
ratu
re a
fter i
nter
cool
er
Char
ge a
ir te
mpe
ratu
re b
efor
e in
terc
oole
r
Char
ge a
ir te
mpe
ratu
re b
efor
e en
gine
⊗
Exha
ust g
as te
mpe
ratu
re a
fter c
ylin
der
⊗2)
Exha
ust g
as te
mpe
ratu
re a
fter t
urbo
char
ger
⊗2)
Star
t air
pres
sure
⊗
Shut
dow
n ai
r pre
ssur
e
Engi
ne s
peed
⊗
1)
Gau
ge b
oard
(fitt
ed o
n en
gine
) Fu
el p
ress
ure
⊗
Lubo
il pr
essu
re
⊗
Fres
hwat
er p
ress
ure
HT
⊗
Fres
hwat
er p
ress
ure
LT
⊗
Char
ge a
ir pr
essu
re a
fter i
nter
cool
er
Turb
ocha
rger
spe
ed (o
ptio
nal f
or D
E)
⊗ (0
- 10
V)
1) A
ltern
ativ
ely
144
x 14
4 2) O
nly
96 x
192
with
exh
aust
gas
mon
itorin
g ⊗
Opt
ion
* not Caterpillar Motoren supply
mA VΩ mV mA
Sensor Signals from theengine
RPM switchunit
Analog-monitoringequipment *
Display (mA)
Remote indicatoroption
Remote indicatorengine speed
option
Monitor*
Signal type4-20 mA
0 - 1
0 V
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65
19. Control and monitoring system
Protection system Operating voltage: 24 V DCType of protection: IP 55
Protection against false polarity and transient protection provided.
Designed for: 3 starting interlock inputs6 automatic stop inputs1 manual stop input
The input and output devices are monitored for wire break.
Rpm switch unit system Designed for:3 rpm switching pointsAnalogue outputs for speed:1 x 0-10 V, 1 x 4-20 mA, 1 x frequency
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66
19. Control and monitoring system
Rpm switch unit
Protection system
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67
19. Control and monitoring system
Start/stop logic
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68
20. Diesel engine management system DIMOS
DIMOS
Engine operatinginstructions
Engine spare partscatalogues
Maintenanceschedule
Maintenancejob cards
Maintenanceplanning
Work ordercreation
History andstatistics
Inventory andpurchase
O U T P U T
I N P U TDIMOS
Engine operatinginstructions
Engine spare partscatalogues
Maintenanceschedule
Maintenancejob cards
Maintenanceplanning
Work ordercreation
History andstatistics
Inventory andpurchase
O U T P U T
I N P U T
DIMOS is a computer aided maintenance and spare part management system for Caterpillar Motorendiesel engines. The DIMOS-system will include a data base which is filled with information derivedfrom the operating instructions and the spares catalogue of your respective engine type. This systemenables to administration and check the following three major subjects:1. Maintenance2. Material management3. Statistics
These four major subjects are provided with many internal connections, so that no double inputs arerequired. All you need for running the DIMOS-system is commercial PC hardware.
The advantages are evident:• Precise follow-up regarding the maintenance intervals as specified by Caterpillar Motoren. No
scheduled date will be forgotten and no history file will be missed.• Immediate access to maintenance and component information.• Quick and simple modification of data is possible at any time.• Extensive and permanently up-to-date decision documents for maintenance with precise updating
of terms.• A lot of paper work can be omitted, and this means a considerable saving of time.• This can be taken from the DIMOS database as well as from the CD-Rom and the standard docu-
mentation.
From various single information to an integrated system
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21. Standard acceptance test run
In addition to that the following functional tests will be carried out:
- governor test- overspeed test- emergency shut-down via minimum oil pressure- start/stop via central engine control- measurement of crank web deflection (cold/warm condition)
After the acceptance main running gear, camshaft drive and timing gear train will be inspectedthrough the opened covers. Individual inspection of special engine components such as piston orbearings is not intended, because such inspections are carried out by the classification societies atintervals on series engines.
Engine movement due to vibration referred to the global vibration characteristics of the engine:
The basis for assessing vibration severity are the guidelines ISO 10816-6.
According to these guidline the MaK engine will be assigned to vibration severity grade 28, class 5.On the engine block the following values will not be exceeded:
Displacement Seff < 0.448 mm f > 2 Hz < 10 HzVibration velocity Veff < 28.2 mm/s f > 10 Hz < 250 HzVibration acceleration aeff < 44.2 m/s2 f > 250 Hz < 1000 Hz
The acceptance test run is carried out on the testbed with customary equipment and auxiliaries usingexclusively MDO and under the respective ambient conditions of the testbed. During this test run thefuel rack will be blocked at the contractual output value. In case of deviations from the contractualambient conditions the fuel consumption will be converted to standard reference conditions.
The engine will be run at the following load stages acc. to the rules of the classification societies.After reaching steady state condition of pressures and temperatures these will be recorded and reg-istered acc. to the form sheet of the acceptance test certificate:
Load [%] Duration [min]
50 30
85 30
100 60
110 30
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22. Engine International Air Pollution Prevention Certificate
The MARPOL Diplomatic Conference has agreed about a limitation of NOx emissions, referred to asAnnex VI to Marpol 73/78.
When testing the engine for NOx emissions, the reference fuel is Marine Diesel Oil (Distillate) and thetest is performed according to ISO 8178 test cycles:
D2: Auxiliary gensetE2: Diesel electric on controlable pitch propellerE3: Fixed pitch propeller at variable speed
Subsequently, the NOx value has to be calculated using different weighting factors for different loadsthat have been corrected to ISO 8178 conditions.
An EIAPP (Engine International Air Pollution Prevention) certificate will be issued for each engineshowing that the engine complies with the regulation. At the time of writing, only an interimcertificate can be issued due to the regulation not yet in force.
According to the IMO regulations, a Technical File shall be made for each engine. This Technical Filecontains information about the components affecting NOx emissions, and each critical component ismarked with a special IMO number. Such critical components are injection nozzle, injection pump,camshaft, cylinder head, piston, connecting rod, charge air cooler and turbocharger. The allowablesetting values and parameters for running the engine are also specified in the Technical File.
The marked components can later, on-board the ship, be easily identified by the surveyor and thus anIAPP (International Air Pollution Prevention) certificate for the ship can be issued on basis of theEIAPP and the on-board inspection.
Output [%] 100 75 50 25 10
E2+E3 weighting factor 0,20 0,50 0,15 0,15 -
D2 weighting factor 0,05 0,25 0,30 0,30 0,10
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71
23. Painting/Preservation
Inside preservation
N 576-3.3Up to 1 year, engine protected from moisture.- Main running gear and internal mechanics
Outside preservation
N 576-3.1 - Tectyl lightEuropeStorage in the open, protected from moisture, up to 1 year
Appearance of the engine:- Castings with red oxide antirust paint- Pipes and machined surfaces left as bare metal- Attached components with colours of the makers
N 576-3.2 - Tectyl heavy-dutyOverseasStorage in the open, protected from moisture, up to 1 year
Appearance of the engine:- Castings with red oxide antirust paint- Pipes and machined surfaces left as bare metal- Attached components with colours of the makers
N 576-4.1 - Clear VarnishClear varnish painting is applicable within Europe for land transportation with protection frommoisture. It is furthermore applicable for storage in a dry and tempered atmosphere.
Clear varnish painting is not permissible for:- Sea transportation of engines- Storage of engines in the open, even if they are covered with tarpaulin
VCI packaging as per N 576-5.2 is always required!Durability and effectiveness are dependent on proper packing, transportation, and storage, i.e. theengine must be protected from moisture, the VCI foil must not be torn or destroyed.Checks are to be carried out at regular intervals.If the above requirements are not met, all warranty claims in connection with corrosion damagesshall be excluded.
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72
23. Painting/Preservation
Appearance of the engine:- Castings with red oxide antirust paint- Pipes and machined surfaces left as bare metal- Attached components with colours of the makers- Surfaces sealed with clear varnish- Bare metal surfaces with light preservation
N 576-4.3 - Painting- No VCI packaging:
Short-term storage in the open, protected from moisture, max. 4 weeks- With VCI packaging:
Storage in the open, protected from moisture, up to 1 year
Appearance of the engine:- Surfaces mostly painted with varnish- Bare metal surfaces provided with light or heavy-duty preservation
N 576-5.2 - VCI packagingStorage in the open, protected from moisture, up to 1 year.Applies for engines with painting as per application groups N 576-4.1 to -4.4Does not apply for engines with Tectyl outside preservation as per application groups N 576-3.1 and -3.2.
Description:- Engine completely wrapped in VCI air cushion foil, with inserted VCI-impregnated flexible
PU-foam mats.
N 576-5.2 Suppl. 1 - Information panel for VCI preservation and inspectionApplies for all engines with VCI packaging as per application group N 576-5.2
Description:- This panel provides information on the kind of initial preservation and instructions for inspection.- Arranged on the transport frame on each side so as to be easily visible.
N 576-6.1 - Corrosion Protection Period, Check, and RepreservationApplies to all engines with inside and outside storage
Description:- Definitions of corrosion protection period, check, and represervation
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73
24. Lifting of gensets
A B
6 M
20
C 13
93
1505
8 M
20
C 19
02
1400
9 M
20
C 20
53
1600
m
74
25. Engine parts
Cylinder head, Weight 121 kg
Piston with connecting rod, Weight 57 kg Cylinder liner, Weight 60 kg
Subject to change without notice.Leaflet No. 219 · 06.07 · e · L+S · VM3
© 2007 Caterpillar All Rights Reserved. CAT, CATERPILLAR, their respective logos,„Caterpillar Yellow“ and the POWER EDGE trade dress, as well as corporate identityused herein, are trademarks of Caterpillar and may not be used without permission
Europe, Africa, Middle East
Caterpillar MarinePower SystemsNeumühlen 922763 Hamburg/Germany
Phone: +49 40 2380-3000Telefax: +49 40 2380-3535
Caterpillar Marine Asia Pacific Pte Ltd14 Tractor RoadSingapore 627973/SingaporePhone: +65 68287-600Telefax: +65 68287-624
Americas
MaK Americas Inc.
3450 Executive WayMiramar Park of CommerceMiramar, FL. 33025/USAPhone: +1 954 447 71 00Telefax: +1 954 447 71 15
Caterpillar Marine Trading(Shanghai) Co., Ltd.25/F, Caterpillar Marine Center1319, Yan’an West Road200050 Shanghai/P. R.ChinaPhone: +86 21 6226 2200Telefax: +86 21 6226 4500
Asia PacificHeadquarters
Caterpillar MarinePower SystemsNeumühlen 922763 Hamburg/Germany
Phone: +49 40 2380-3000Telefax: +49 40 2380-3535
For more information please visit our website:www.cat-marine.com or www.mak-global.com
Caterpillar Marine Power Systems