Generator Protection Application Guide
Generator Protection Application Guide
CM25
6, 8 + 9 Cylinder Project Guide Generator Set for Petroleum Applications
Introduction
Information for the user of this project guide
The project information contained in the following is not binding, since technical data of products may especially change due to product development and customer requests. Caterpillar Motoren reserves the right to modify and amend data at any time. Any liability for accuracy of information provided herein is excluded. Binding determination of data is made by means of the Technical Specication and such other agreements as may be entered into in connection with the order. We will supply further binding data, drawings, diagrams, electrical drawings, etc. in connection with a corresponding order. This edition supersedes the previous edition of this project guide. All rights reserved. Reproduction or copying only with our prior written consent.
Caterpillar Motoren GmbH & Co. KG P. O. Box, D-24157 Kiel Germany Phone +49 431 3995-01 Telefax +49 431 3995-5004
Issue
July 2012
Caterpillar Financing Guidelines Power: Cat and MaK. Financial Products: Construction, term and repower financing. Repayment: Loan terms up to 10 years, with longer amortizations available. Financed Amount: Up to 80% of your offshore unit cost. Rates: Fixed or variable. Currency: US Dollars, Euros and other widely traded currencies.
Global Resource from One Source When you select Cat Global Petroleum Power for your offshore units, look to Cat Financial for world-class financial support. With offices in Europe, Asia and the US supporting Caterpillars worldwide distribution network, Cat Financial is anchored in your homeport. We also have over 20 years of financing experience, so we understand your unique commercial offshore, drilling, power production industry business needs. Whether youre in this business, you can count on Cat Financial for the same high standard you expect from Caterpillar. www.finance.cat.com Visit our web-site or see your local dealer to learn how our financing plans and options can help your business succeed.
II
Commissioning
DICARE Diagnostic Software
Training
Remanufactured Parts
Maintenance
Overhauls
Engine Upgrades
Providing integrated solutions for your power system means much more than just supplying your engines. Beyond complete auxiliary and propulsion power systems, we offer a broad portfolio of customer support solutions and financing options. Our global dealer network takes care of you wherever you are worldwide. Localized dealers offer on-site technical expertise through specialists and an extensive inventory of all the spare parts you might need.
III
IV
Contents
1.
1.1 1.2
1
1 2
2.
2.1 2.1.1 2.1.2 2.1.3 2.1.4 2.1.5 2.1.6 2.2 2.2.1 2.2.2 2.3 2.4 2.4.1 2.4.2 2.4.3
3
3 3 3 4 4 4 5 7 7 8 9 10 12 13 13
3.
3.1 3.2
14
14 15
4.
4.1 4.1.1 4.1.2 4.1.3 4.1.4
Systems .............................................................................................................
Combustion air system ........................................................................................................ General.................................................................................................................................... Air intake from engine room (standard) ............................................................................ Air intake from outside ......................................................................................................... Radiated heat .........................................................................................................................
CM25 Generator Set GP 07.2012
16
16 16 16 16 16
V
Starting air system ............................................................................................................... Quality requirements of starting air ................................................................................... System diagram ..................................................................................................................... Starting air system components ......................................................................................... a) Receiver capacit acc. to GL recommended AT1/AT2 ................................................ b) Compressor AC1/AC2 ...................................................................................................... Exhaust system ..................................................................................................................... General.................................................................................................................................... Exhaust compensator ........................................................................................................... Silencer ................................................................................................................................... Exhaust gas boiler ................................................................................................................. Turbocharger cleaning device ............................................................................................ Cooling water system .......................................................................................................... Quality requirements of cooling water .............................................................................. System diagram heat balance ............................................................................................ System diagram cooling water ........................................................................................... Cooling water system components .................................................................................... a) LT-cooling water pump FP2 ............................................................................................ b) LT-cooling water stand-by pump FP6 ........................................................................... c) HT-cooling water pump (tted) FP1 .............................................................................. d) HT-cooling water stand-by pump FP5 .......................................................................... e) HT-temperature controller (tted) FR1 ......................................................................... f) LT-temperature controller (separate) FR2 ................................................................... g) Pre-heater (tted) FH5/FP7............................................................................................. h) Charge air temperature controller CR1 (tted) ........................................................... i) HT-cooler (separate) FH1 ............................................................................................... j) LT-cooler (separate) FH2................................................................................................. k) Header tank FT2 ............................................................................................................... Recommendation for cooling water system .....................................................................
17 17 18 19 19 20 20 20 20 21 22 23 24 24 25 28 29 29 29 29 29 29 30 30 30 30 30 30 31
4.3 4.3.1 4.3.2 4.3.3 4.3.4 4.3.5 4.4 4.4.1 4.4.2 4.4.3 4.4.4
4.4.5
VI
Fuel oil system, MGO/MDO operation .............................................................................. Quality requirements of MGO/MDO fuel/permitted fuels ............................................... System diagram - Fuel oil system, MGO/MDO operation ............................................... MGO/MDO fuel system components ................................................................................. a) Fine lter (tted) DF1 ....................................................................................................... b) Strainer (separate) DF2................................................................................................... c) Pre-heater (separate) DH1 ............................................................................................. d) MGO/MDO cooler DH3.................................................................................................... e) Feed pump (tted) DP1.................................................................................................... f) Feed pump (separate) DP1/DP2 .................................................................................... g) MGO/MDO service tank DT1.......................................................................................... h) Intermediate tank (separate) DT2 ................................................................................. i) Separator DS1 .................................................................................................................. Fuel oil system, HFO operation .......................................................................................... Quality requirements of HFO/permitted fuels ................................................................... Crude Oil specication limit values ................................................................................ Heavy fuel operation ............................................................................................................ HFO system components ..................................................................................................... a) Fine lter (tted) HF1 ....................................................................................................... b) Strainer HF2 ...................................................................................................................... c) Self cleaning lter HF4 .................................................................................................... d) Viscosimeter HR2 ............................................................................................................. e) Pressurizing pumps HP1/HP2 ........................................................................................ f) Circulating pumps HP3/HP4 ........................................................................................... g) Pressure regulating valve HR1/DR2.............................................................................. h) Final preheater HH1/HH2 ................................................................................................ i) Mixing tank (without insulation) HT2 ............................................................................ j) Settling tanks HT5/HT6.................................................................................................... k) Day tank DT1/HT1 ............................................................................................................ l) Separators HS1/HS2........................................................................................................ Heavy fuel oil supply and booster standard module ....................................................... a) Primary lter FIL1 ............................................................................................................. b) Fuel pressure pumps SP1/SP2....................................................................................... c) Pressure regulating system PCV1................................................................................. d) Self cleaning ne lter AF1 ............................................................................................ e) Consumption measuring system FLOW1 ..................................................................... f) Mixing tank with accessories T1 .................................................................................. g) Circulating pumps BP1/BP2 ........................................................................................... h) Final preheater H1/H2 ..................................................................................................... Heating medium control valve CV1 ............................................................................... Control cabinet .................................................................................................................
CM25 Generator Set GP 07.2012
32 32 33 34 34 34 34 34 34 34 35 35 35 35 35 37 39 40 40 40 40 40 40 40 42 42 42 43 43 43 44 44 44 44 44 44 44 44 44 44 44
VII
4.6.5
4.7.5
Lubricating oil system ......................................................................................................... Quality requirements of lubricating oil system ................................................................ Lubricating.............................................................................................................................. System diagram ..................................................................................................................... Lubricating oil system components ................................................................................... a) Force pump (tted) LP1 ................................................................................................... b) Prelubrication pump (tted) LP5.................................................................................... c) Stand-by force pump (separate) LP2............................................................................ d) Strainer LF4 ....................................................................................................................... e) Self cleaning lter (tted) LF2 ........................................................................................ f) Cooler (tted) LH1 ............................................................................................................ g) Temperature controller (tted) LR1 ............................................................................... h) Circulation tank LT1 ......................................................................................................... i) Crankcase ventilation C91 .............................................................................................. j) Separator; treatment at MGO/MDO operation LS1 .................................................... k) Separator; treatment at HFO operation LS1 ................................................................ Recommendation lubricating oil system ...........................................................................
49 49 50 51 52 52 52 52 52 52 53 54 54 54 55 55 55
5.
5.1 5.2
56
57 58
6.
6.1 6.2 6.3 6.4 6.5 6.6
59
59 60 61 62 63 63
VIII
6.7 6.7
64 65
7.
7.1 7.2 7.3 7.4 7.5 7.6
66
66 67 68 69 74 75
Diagnostic Trending Monitoring - DICARE ................................................. Engine acceptance test .................................................................................. Engine International Air Pollution Prevention Certicate ....................... Painting/Preservation ..................................................................................... Engine parts ...................................................................................................... Flexible Camshaft Technology - FCT............................................................
77 79 80 81 84 85
IX
14.
14.1 14.1.1 14.1.2 14.1.3
Appendix ...........................................................................................................
Exhaust system ..................................................................................................................... Resistance in exhaust gas piping ....................................................................................... Exhaust data (preliminary) ................................................................................................... Exhaust sound power level .................................................................................................
86
86 86 87 88 90 90 91 91 92 94
14.2 Fuel oil system ...................................................................................................................... 14.2.1 Viscosity/temperature diagram .......................................................................................... 14.3 Cooling water system .......................................................................................................... 14.3.1 Flow velocities ....................................................................................................................... 14.4 14.5 Air borne sound power level .............................................................................................. Structure borne sound level LV ...........................................................................................
| Engine description
1.1 Engine description
The CM25 is a four stroke diesel engine, non-reversible, turbocharged and intercooled with direct fuel injection.
Cylinder conguration: Bore: Stroke: Stroke/Bore-ratio: Swept volume: Output/cyl.: BMEP: Revolutions: Mean piston speed: Turbocharging: Direction of rotation:
6,8,9 in-line 255 mm 400 mm 1.57 20.4 l/Cyl. 333 kW 26.1 bar/27.2 bar 720/750 rpm 9.6/10.0 m/s
Clockwise
Drive End
Counter Clockwise
| Engine description
1.2 Engine design features
Designed for heavy fuel operation up to 700 cSt/50C, 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 skirt. It includes the crankshaft bearing, camshaft 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 nodular cast iron skirt. Piston ring set consisting of 2 chromium plated compression rings, rst ring with chromium-ceramic plated running surfaces and 1 chromium plated oil scraper ring. All ring grooves are hardened and located in the steel crown. 2-piece connecting rod, fully machined, obliquely split with serrated joint. Cylinder head made of nodular cast iron with 2 inlet and 2 exhaust valves with valve rotators. Directly cooled exhaust valve seats. Camshaft made of sections per cylinder allowing a removal of the pieces sideways. Turbocharger supplied with inboard plain bearings lubricated by engine lubricating oil. 2-stage fresh water cooling system with 2-stage charge air cooler. Nozzle cooling for heavy fuel operation only with engine lubricating oil. For invisible smoke at part load operation Flexible Camshaft Technology is available.
Remark: The generator outputs are based on 96% efency and a power factor of 0.8.
2.1
2.1.1
The permissible overload is 10 % for one hour every twelve hours. The maximum fuel rack position is limited to 110 % continuous rating.
2.1.2
Fuel consumption The fuel consumption data refer to the following reference conditions: Intake temperature Charge air temperature Charge air coolant inlet temperature Net heating value of the diesel oil Tolerance 298 K (25C) 318 K (45C) 298 K (25C) 42,700 kJ/kg 5%
Specication of the fuel consumption data without tted-on pumps; for each pump tted on an additional consumption of 1 % has to be calculated.
CM25 Generator Set GP 07.2012 3
2.1.4
Nitrogen oxide emissions (NOx-values) NOx-limit values according to MARPOL 73/78 Annex VI: 9.69 g/kWh (n = 720 rpm) 9.60 g/kWh (n = 750 rpm)
2.1.5
General installation aspect Inclination angles at which gensets and essential aux. machinery is to operate satisfactorily: Heel to each side: Rolling to each side: Trim by head and stern: Pitching: 15 22.5 5 7.5
Cylinder kW 1/min 1/min bar bar bar m/h g/kWh g/kWh g/kWh g/kWh g/kWh g/kWh 1,900 720 240 25.8 3.1 205 10,475
6 2,000 750 250 26.1 3.2 210 11,290 186 184 185 193 0.6 9.6 KBB HPR6000 2,534 720 240 25.8 3 205 13,650
8 2,666 750 250 26.1 3.2 210 14,740 205 15,570 2,850 720 240 25.8
9 3,000 750 250 26.1 3.2 210 15,835 187 184 185 193 0.6 9.6 KBB HPR6000 1.5/3 2.7/10 0.01 0.034 89/10 4-5 70/3 10/13/5 3.9 60 - 65 100 80 0.08 0.03 4.0 3.6 93/10 60/10 2.8/10 0.025
186 184 185 193 0.6 9.6 KBB HPR6000 1.5/3 2.7/10 2.8/10 0.025 0.01 0.034 89/10 4-5 70/3 10/13/5 2.7 3.4 60 - 65 100 80 0.08 0.03 93/10
Turbocharger type Fuel Engine driven booster pump Stand-by booster pump Mesh size MDO ne lter Mesh size HFO automatic lter Mesh size HFO ne lter Lubricating Oil Engine driven pump Independent pump Working pressure on engine inlet Independent suction pump Primimg pump pressure/suck pump Sump tank content/dry sump content Temperature at engine inlet Temperature controller NB Double lter NB Mesh size double lter Mesh size automatic lter m/h/bar m/h/bar bar m/h/bar m/h/bar m C mm mm mm mm m/h/bar m/h/bar mm mm mm
1.5/3 2.2/10 0.01 0.034 89/10 4-5 57/3 6.6/8/5 2.6 60 - 65 80 80 0.08 0.03 93/10 2.3/10 0.025
45/10
60/10
Cylinder m bar m C m/h/bar m/h/bar mm m/h C kJ/kW kJ/kW kW kW kW kW kW mm mm bar C kg/h bar bar Nm mmWs/mm 14,080 570 194
6 0.4 4.6/6.0 0.2 80 - 90 40/4.5 40/4.0 80 40 38 500 490 273 278 576 196 85 500/500 500 0.03 333 14,220 30 7 0.8 15/80 335 17,870 744 253
8 0.5 4.5/6.0 0.25 80 - 90 55/4.5 55/4.0 100 55 38 500 490 362 370 752 256 113 600/600 600 0.03 333 18,050 30 7 0.8 15/80 360 21,040 799 272
9 0.6 4.5/6.0 0.3 80 - 90 60/4.7 60/4.0 100 60 38 500 490 410 417 807 275 128 600/600 600 0.03 342 21,250 30 7 0.8 15/80
2) 3) 4) 5) 6)
Reference conditions: LCV = 42,700 kJ/kg, ambient temperature 25 C charge air coolant temperature 25 C, tolerance 5 %, + 1 % for engine driven pump Standard value, tolerance 0.3 g/kWh, related on full load Charge air heat based on 45 C ambient temperature Preheated engine Tolerance 10 %, rel. humidity 60 % MARPOL 73/78 Annex VI, Cycle E2, E3, D2
Engine dimensions
Genset dimension
Dimensions [mm] Engine Type 6CM25C 8CM25C 9CM25C L1 8,070 9,130 9,516 L2 7,638 8,727 9,057 H1 2,950 3,097 3,097 H2 1,340 1,340 1,340 W1 2,479 2,534 2,534 W2 977 977 977
* depending on generator weight Prime mover and generator are always exibly coupled.
Removal of:
Piston in transverse direction in longitudinal direction in transverse direction reduced Cylinder Liner in transverse direction in longitudinal direction in transverse direction reduced Reduced removal height with special tools only. Min. centre distance of 2 gensets: 2,700 mm X1 X2 = 3,760 mm = 4,340 mm
Y1red = 3,640 mm
Mounting ap for anti-condensation heater above the mounts With air cooling the air outlet above the mounts The mounts are to be designed with 4 alignment screws Plain bearings must be removable without coupling removal
Stator design B 20
D max.
S min.
HFO-operation
3. Load step
Limiting curve for 3rd load step
2. Load step
1. Load step
Limiting curve for 1st load step
[bar]
1. max. load from 0 % to 30 % output 2. max. load from 31 % to 52 % output 3. max. load from 53 % to 71 % output 4. max. load from 72 % to 100 % output
10
Engine speed
Time
11
Load
100%
71%
52%
30%
5-10s
5-10s
5-10s
5-10s
5-10s
Time
Different load steps available
12
The engine is equipped with an actuator without mech. back-up governor. The electronic governor is delivered as a separate part for installation by the shipyard at a suitable place (e.g. switchboard). On request the governor can be installed inside a separate cabinet. The governor comprises the following functions: Speed setting range to be entered via parameters Adjustable acceleration and declaration times Adjustable synchronizing ramp rates Starting fuel limiter Input for stop (not emergency stop) 18 - 32 V DC voltage supply Alarm output Isochronous load sharing by master / slave principle Droop operation selectable 2.4.3 Speed control of auxiliary generating sets Mechanical governor (optional electronic governor) Standard settings: Droop 4 % Fuel rack 110 % Speed setting range + 5 % Standard speed governor, maker 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) Innitely adjustable from the outside at the governor, 0 - 10 % droop
CM25 Generator Set GP 07.2012 13
| Safety equipment
3.1 Air shut-off valve
The purpose of air shut-off valves is to stop the engine in case of overspeed. Overspeed may occur when gaseous fuel is in the engine room and is sucked in by the turbocharger. In this case engine can only be stopped by shutting down the air supply with the air shut-off valves. Air shut-off valves are placed between the turbocharger and the air inlet housing of the specic engine. The air shut-off valves are connected and actuated via the engine air supply.
14
| Safety equipment
3.2 Hot-box ventilation
When operating diesel engines with crude oil it is necessary to avoid the presence of gas from crude oil leaks in the injection pump housing.
For this purpose the complete area of the injection pumps is covered with a protective casing. Mounted on these casings (bank A and B of V-engines) is the air intake manifold that has exible connections for the required pipes, which will be routed into a common pipe out of the engine room. The pipes after the exible connection are to be provided by the customer.
In the common pipe after the exible connections an electrically driven fan is installed that exhausts the air from the injection pump housing of the engine. Compared to the engine room air pressure, a negative pressure will be inside the pipe. This is necessary to exhaust the gas from the engine injection pump housing. Due to the importance of this function, gas and negative pressure will be monitored in the control system by means of 2 separate sensors (1 x gas sensor, 1 x vacuum sensor).
15
| Systems
4.1
4.1.1
4.1.2
Air intake from engine room (standard) Fans are to be designed for a slight overpressure in the engine room. On system side the penetration of water, sand, dust, and exhaust gas must be avoided. When operating under tropical conditions the air ow must be conveyed directly to the turbocharger. The temperature at turbocharger lter should not fall below + 10 C In cold areas warming up the air in the engine room must be ensured.
4.1.3
Air intake from outside The intake air duct is to be provided with a lter. Penetration of water, sand, dust, and exhaust gas must be avoided. Connection to the turbocharger is to be established via an expansion joint (to be supplied by the yard). For this purpose the turbocharger will be equipped with a connection socket. At temperatures below + 10 C the Caterpillar Motoren/Application Engineering must be consulted.
4.1.4
Radiated heat see technical data To dissipate the radiated heat a slight and evenly distributed air current is to be led along the engine exhaust gas manifold starting from the turbocharger.
16
| Systems
4.2 Starting air system
As required by the classication societies, two air compressors compress the starting air to a nominal pressure of 30 bar. The starting air has to have a certain quality, be free from solid particles, oil, and water.
4.2.1
Quality requirements of starting air For the faultness operation of engine a staring air quality of class 4 according ISO 8573-1 is required.
Class
1 2 3 4 5 6
The standard DIN ISO 8573-1 dene the quality cases of compressed air as follows: Oil content Specication of the remnant of aerosols and hydrocarbons which may be contained in the compressed air. Particle size and density Specication of size and concentration of particles which still may be contained in the compressed air. Pressure dew point Specication of the temperature on which the compressed air can cool down without the steam contained in it condensing. The pressure dew point changes with the air pressure.
17
| Systems
4.2.2 System diagram
General notes: For location, dimensions, and design (e.g. exible connection) of the disconnecting points see engine installation drawing. Clean and dry starting air is required. A starting air lter has to be installed before engine, if required. Notes: a Control air d Water drain (to be mounted at the lowest point) e To engine no. 2 h Please refer to the measuring point list regarding design of the monitoring devices * Automatic drain required
Accessories and ttings: AC1 Compressor AC2 Stand-by compressor AR1 Starting valve AR4 Pressure reducing valve AR5 Oil and water separator AT1 Starting air receiver (air bottle) AT2 Starting air receiver (air bottle) PI Pressure indicator PSL Pressure switch low, only for main engine PT Pressure transmitter AT1 / AT2 Option: Tyfon valve Relief valve with pipe connection
18
| Systems
4.2.3 a) Starting air system components Receiver capacity acc. to GL recommendation AT1/AT2
Number of gensets 2 3, 4 Number of receivers 2 2 Receiver capacity available [l] 250 500 L mm 1,868 3,355 D mm 480 480 Valve head DN 40 DN 50 Weight approx. kg 230 320
1 Starting valve DN 38 2 Filling valve DN 18 3 Inlet lling valve 4 Safety valve G1/2 5 Free connection G1/2 6 Drainage horizontal 7 Drainage vertical 9 Connection G1/2 for vent 10 Outlet starting-air valve 12 Pressure gauge
When CO2 re extinguishing plants are arranged in the engine room, the blow-off connection of the safety valve is to be piped to the outside.
Requirement of Classication Societies (regarding design) No. of starts: No. of receivers: 6 min. 2
19
| Systems
b) Compressor AC1/AC2: 2 compressors with a total output of 50 % each are required. The lling time from 0 to 30 bar must not exceed 1 hour Capacity V [m/h] = VRec. 30 VRec. - Total receiver volume [m]
4.3
Exhaust system
The exhaust system carries the engines exhaust gases out of the engine room, through piping, to the atmosphere. A good exhaust system will have a minimum backpressure. Exhaust backpressure is generally detrimental, as it tends to reduce the air ow through the engine. Indirectly, exhaust backpressure tends to raise exhaust temperature which will reduce exhaust valve and turbocharger life.
4.3.1
General Position of exhaust gas nozzle: A nozzle position of 0, 30, 45, 60 and 90 from the vertical is possible. The basic position is 45. The other positions are reached by using a transition piece.
The pressure loss is to be minimized in order to optimize fuel consumption and thermal load of engine. Max. ow velocity: 40m/s (guide value). Max. pressure loss (incl. silencer and exhaust gas boiler): 30 mbar (lower values will reduce thermal load of engine).
4.3.2
Exhaust compensator
6CM25C 8/9CM25C
20
| Systems
4.3.3 Silencer Design according to the absorbtion principle with wide-band attentuation over great frequency range and low pressure loss due to straight direction of ow. Sound absorbing lling consisting of resistant mineral wool. Sound level reduction 35 dB(A) (standard). Max. permissible ow velocity 40 m/s. Silencer with spark arrester: Soot separation by means of a swirl device (particles are spun towards the outside and separated in the collecting chamber). Sound level reduction 35 dB(A). Max. permissible ow velocity 40 m/s. Silencers are to be insulated by the yard. Foundation brackets are to be provided as an option.
21
| Systems
Dimension of silencer/spark arrestor and silencer: Installation: vertical/horizontal Flange according to DIN 86044 Counteranges, screws and gaskets are included, without supports and insulation
Silencer
Attentuation DN 6CM25C 8/9CM25C 500 600 D 950 1,100 B 588 659 L 3,940 4,760
4.3.4
Exhaust gas boiler Each engine should have a separate exhaust gas boiler. Alternatively, a common boiler with separate gas sections for each engine is acceptable. Particularly when exhaust gas boilers are installed attention must be paid not to exceed the maximum recommended back pressure.
22
| Systems
4.3.5 Turbocharger cleaning device Cleaning the turbocharger compressor:
The components for cleaning (dosing vessel, pipes, shutoff valve) are installed on the engine. Water is fed before compressor wheel via injection pipes during full load operation every 24 hours.
The cleaning is carried out with clean fresh water wet cleaning during low load operation at regular intervals, depending on the fuel quality, 150 hours. Cleaning in 3 - 4 intervals of 30 seconds each. Fresh water of 2 - 2.5 bar is required.
Water ow [l/min] 17
C42
C42
23
| Systems
4.4 Cooling water system
MaK engines generally use two closed water cooling circuits. The High Temperature (HT) cooling water circuit is used to cool the charge air - in rst stage - and the engine jacket. The Low Temperature (LT) cooling water circuit cools the charge air - in second stage - and the lub oil. Moreover, the LT cooling water circuit can be used to cool additional equipment, e.g. a generator or gearbox. The cooling water needs to be treated to guarantee a certain quality.
4.4.1
Quality requirements of cooling water The engine cooling water is a medium, which must be carefully selected, treated and controlled. In case of using untreated cooling water corrosion, erosion and caviation can occur on the walls of the cooling system. Deposits can impair the heat transfer and may result in thermal overload on the components to be cooled. The treatment with an anti-corrosion agent has to be effected before the rst commissioning of the plant. Requirements The characteristics of the untreated cooling water must be within the following limits: Distillate or freshwater free from foreign matter (no sea water or waste water) A total hardness of max. 10 dH pH-value 6.8 - 8 Chloride ion content of max. 50 mg/l Supplementary information Distillate: If a distillate or fully desalinated water is available, this should preferably be used as engine cooling water. Hardness: Water with more than 10 dGH (German total hardness) must be mixed with distillate or be softened. Treatment before operating the engine for the rst time Treatment with anti-corrosion agent should be done before the engine is operated for the rst time so as to prevent irreparable initial damage.
24
| Systems
4.4.2 System diagram heat balance
6CM25C
25
| Systems
8CM25C
26
| Systems
9CM25C
27
| Systems
4.4.3 System diagram cooling water
Accessories and ttings: CH1 Charge air cooler HT CH2 Charge air cooler LT CR1 Charge air temperature control valve DH3 Fuel oil cooler for MDO operation FH2 Freshwater cooler LT FH5 Freshwater preheater FP1 Freshwater pump (tted on engine) HT FP2 Freshwater pump (tted on engine) LT FP7 Preheating pump FR1 Temperature control valve HT FR2 Temperature control valve LT FT2 Compensation tank LT LH1 Lube oil cooler LH7 Generator bearing lube oil cooler SF1 Seawater lter SP1 Seawater pump 28
SP2 Seawater stand-by pump ST1 Sea chest XH1 Generator cooler LI Level indicator LSL Level switch low PI Pressure indicator PSL Pressure switch low PSLL Pressure switch low low PT Pressure transmitter TI Temperature indicator TSHH Temperature switch high TT Temperature transmitter (PT 100)
General notes: For location, dimensions and design (e.g. exible connection) of the disconnecting points see engine installation drawing. Disconnecting points: C19 Oil cooler, outlet C22 Freshwater pump LT, inlet C37 vent connection Notes: h Please refer to the measuring point list regarding design of the monitoring devices
| Systems
4.4.4 Cooling water system components The heat generated by the engine (cylinder, charge air and lube oil) is to be dissipated by treated freshwater acc. to the Caterpillar Motoren coolant regulations. The system components of the LT cooling water circuit are designed for a max. LT cooling water temperature of 38 C with a corresponding seawater temperature of 32 C in tropical conditions. Two-circuit cooling: a) LT-cooling water pump FP2 (tted on engine): b) LT-cooling water stand-by pump (optional) FP6: c) HT-cooling water pump (tted) FP1: d) HT-cooling water stand-by pump (optional) FP5: e) HT-temperature controller (tted) FR1: with two-stage charge air cooler. Option: separate (FP4) Capacity: acc. to heat balance Capacity: acc. to heat balance Option: separate (FP3) Capacity: acc. to heat balance Capacity: acc. to heat balance Option: separate P-controller with manual emergency adjustment (basis). Option: PI-controller with electric drive (sep. only)
Weight [kg] 27 47 47 67
HT HT
1)
LT LT
separate
29
| Systems
f) LT-temperature controller (separate) FR2: P-controller with manual emergency adjustment (basis). Option: PI-controller with electric drive.
Consisting of circulating pump 1), electric preheater 2) and control cabinet (separate: W x H x D = 500 x 400 x 200mm).
1)
Capacity Output
8m/h 18 kW
2)
P-controller for charge air heating in part load condition. Option: Pi-controller with electric drive (separate only)
Plate type (plates made of titanium), size depending on the total heat to be dissipated.
Plate type (plates made of titanium), size depending on the total heat to be dissipated.
Arrangement: min. 4 m / max. 16 m above crankshaft centre line (CL). Size acc. to technical engine data. All continuous vents from engine are to be connected. Option: Header tank HT FT1 for two-circuitcooling
30
| Systems
4.4.5 Recommendation for cooling water system Drain tank with lling pump: It is recommended to collect the treated water when carrying out maintenance work (to be installed by the yard).
Option for fresh and seawater, vertical design. Rough calculation of power demand for the electric balance.
P - Power [kW] HV P= 367 [kW] PM - Power of electr. motor [kW] V - Flow rate [m/h] H - Delivery head [m] - Density [kg/dm] - Pump efciency 0.70 for centrifugal pumps
kW kW kW
31
| Systems
4.5 Fuel oil system, MGO/MDO operation
Cat diesel engines have the capacity to burn a wide variety of fuels. See the information on fuel requirements in section MDO / MGO and heavy fuel operation or consult the Cat technical product support. For a faultless operation of Cat engines the minimum Cat requirements for storage, treatment and supply systems have to be observed; as shown in the following sections.
4.5.1
Quality requirements of MGO/MDO fuel/permitted fuels Two fuel product groups are permitted for Cat engines: Pure distillates: Distillate/mixed fuels: Gas oil, marine gas oil, diesel fuel Marine gas oil (MGO), marine diesel oil (MDO). The difference between distillate/mixed fuels and pure distillates are higher density, sulphur content and viscosity.
MGO Designation ISO 8217:2005 ASTM D 975-78 ISO-F-DMA No. 1 D No. 2 D DIN DIN EN 590 Max. viscosity [cSt/40 C] 1.5 - 6.0 2.4 4.1 8 Designation ISO-F-DMB ISO-F-DMC No. 2 D No. 4 D
32
| Systems
4.5.2 System diagram - Fuel oil system, MGO/MDO operation
General notes: For location, dimensions and design (e.g. exible connection) of the connecting points see engine installation drawing. DH1 not required with: Gas oil 7 cSt./40 Heated diesel oil day tank DT1 Notes: p s Free outlet required Please refer to the measuring point list regarding design of the monitoring devices For systems without stand-by pump connect the connection point C75 for lling-up the engine system!
Accessories and ttings: DF1 Fine lter (duplex lter) DF2 Primary lter (duplex lter) DF3 Coarse lter DH1 Preheater DH2 Electrical preheater (separator) DH3 Fuel oil cooler for MDO operation DP1 Diesel oil feed pump DP3 Transfer pump (to day tank) DP5 Transfer pump (separator) DR2 Pressure regulating valve DS1 Separator DT1 Day tank, min. 1 m above crankshaft level DT4 Storage tank
Connecting points: KP1 Fuel injection pump C73 Fuel inlet, to engine tted pump KT1 Drip fuel tank C75 Connection, stand-by pump FQ1 Flow quantity indicator C78 Fuel outlet LI Level indicator C80 Drip fuel LSH Level switch high C81 Drip fuel LSL Level switch low C81b Drip fuel PDI Diff. pressure indicator PDSH Diff. pressure switch high PI Pressure indicator PT Pressure transmitter TI Temperature indicator TT Temperature transmitter (PT 100)
33
| Systems
4.5.3 MGO/MDO fuel system components a) Fine lter (tted) DF1: Duplex lter, mesh size see technical data
Heating capacity Peng. [kW] Q [kW] = 166 Not required: MGO 7 cSt/40C Heated day tank
Required if the heat can not be removed by radiation of the day tank
Capacity see technical data Screw type pump with mechanical seal. Installation vertical or horizontal. Delivery head 5 bar.
34
| Systems
g) MGO/MDO service tank DT1: The classication societies specify that at least two service tanks are required. The minimum volume of each tank should, in addition to the MDO/MGO consumption of the generating sets, enable an eight hour full load operation of the main engine. Cleaning the MDO/MGO by an additional separator should, in the rst place, be designed to meet the requirements of the diesel generator sets on board. The tank should be provided with a sludge space including a sludge drain valve and an overow pipe from the MDO/MGO service tank.
Capacity 49 l
i) Separator DS1:
Recommended for MGO Required for MDO The utilisation must be in accordance with the makers ofcial recommendation (details from the head ofce). Veff [kg/h] = 0.22 Peng. [kW]
4.6
4.6.1
Minimum requirements for storage, treatment and supply systems Bunker tanks:
In order to avoid severe operational problems due to incompatibility, each bunkering must be made in a separate storage tank.
35
36 CIMAC C10 RMB30 RMD80 RME180 RMF180 RMG380 RMH380 RMK380 RMH500 RMK500 RMH700 RMK700 CIMAC D15 CIMAC E25 CIMAC F25 CIMAC G35 CIMAC H35 CIMAC K35 CIMAC H45 CIMAC K45 CIMAC H55 CIMAC K55
Designation
CIMAC A10
CIMAC B10
RMA30
RMB30
| Systems
Characteristic 975 3) 991 25 15 60 24 14 0.10 0.10 0.5 3.5 300 80 15 15 30 30 30 15 15 15 15 80 80 80 15 15 30 350 200 500 300 600 4.0 4.5 4.5 0.5 0.5 0.5 0.10 0.10 0.10 0.10 0.5 4.5 600 80 15 15 30 0.10 0.10 0.15 0.15 0.15 7) 0.15 7) 14 15 20 18 22 22 30 30 30 30 60 60 60 60 60 30 22 0.15 7) 0.10 0.5 4.5 600 80 15 15 30
5)
Limit
Density at 15C 10
kg/m
max
950 2)
max
cSt
1)
min
5)
Flash point
min
max
0 6
% (m/m)
max
12 6)
Ash
% (m/m)
max
% (m/m)
max
Water
% (V/V)
max
Sulphur
% (m/m)
max
Vanadium
mg/kg
max
150
mg/kg
max
Zinc
mg/kg
max
Phosphor
mg/kg
max
Calcium
mg/kg
max
1)
An indication of the approximate equivalents in kinematic viscosity at 50 C and Redw. I sec. 100 F is given below:
Kinematic viscosity at 100 C mm/s (cSt) Kinematic viscosity at 50 C mm/s (cSt) Kinematic viscosity at 100 F Redw. I sec.
7 30 200
10 40 300
15 80 600
25 180 1,500
35 380 3,000
45 500 5,000
55 700 7,000
7)
ISO: 975 ISO: 981 ISO: 985 ISO: not limited ISO: Carbon residue 10 ISO: 0.20
| Systems
4.6.2 Crude oil specication - limit values
Characteristic Density at 15C Dimension Kg/m Limit max Limit value 1010 Notes Density is limited due to separator capabilities. Fuels with higher carbon contents (higher asphaltenes and carbon residue) are heavier than fuels with lower carbon content. Fuel viscosity information is important for the design of the fuel system. Fuel viscosity information is used to size pumps and heating equipment for tanks, preheaters. Fuel viscosity is limited due to the high temperatures and pressures that are required to process fuel above the limits indicated.
Kinematic viscosity at 100C cSt Equivalent kinematic viscosity at 50C Flash point C
max
55
max
700
min
60
The ash point of a fuel is the temperature at which vapor given off will ignite when an external ame. A ash point is dened to minimize re risk during normal storage and handling. The pour point is the lowest temperature at which a fuel can be handled without excessive amounts of wax crystals forming so preventing ow. If a fuel is below the pour point, wax will begin to separate out which will block the lters. The wax will also build up on tank bottoms and on heating coils. The carbon residue of a fuel is its tendency to form carbon deposits under high temperature conditions in an inert environment. A high carbon residue number may cause excessive fouling of exhaust system including boilers and may result in increased maintenance. Ash is the residue after all combustible components have been burned. Elevated levels of ash can cause premature component wear.
max
30
% (m/m)
max
22
Ash
% (m/m)
max
0.15
% (m/m) % (V/V)
max max
0.10 1.0 Water contamination sources include condensation, leakage during transport or steam heating. This is generally not an issue because water should be removed by separator. Problems associated with water in the fuel include:
Retardation of the combustion Dilution of the cylinder liner oil lm Corrosion of exhaust system components
37
| Systems
Characteristic Sulphur Dimension % (m/m) Limit max Limit value 5.0 Notes The amount of sulphur in a fuel depends mainly on the source of the crude. The corrosive effect of the sulphuric acid is controlled by the design of the cylinder head and the use of lube oils as recommended by KEC. Vanadium is present in fuels in soluble form; the level of vanadium depends mainly on the source of the crude. Vanadium cannot be removed from the fuel. Vanadium deposits may cause damage to the turbocharger nozzle ring and turbine wheel. Aluminum and silicon are limited to reduce the level of catalytic nes (catnes). Catnes cause abrasion and wear and should be removed. Catnes are removed during separation and by the ne lter. Sodium is typically present in the fuel in the form of seawater. Sodium is normally present at low levels generally below 50 mg/kg, every additional percent of seawater increases this by 100 mg/kg. Seawater and the sodium contaminant is generally removed during the separation process. The level of sodium is not specied by CIMAC but the ratio of vanadium to sodium is normally limited to 3/1. At 600 mg/kg of vanadium the maximum sodium level would be 200 mg/kg. Reid vapor pressure (RVP) is a common measure of the volatility of gasoline. It is dened as the absolute vapor pressure exerted by a liquid at 100 F (37.8 C) as determined by the test method ASTM-D-323. The test method applies to volatile crude oil and volatile nonviscous petroleum liquids, except liquied petroleum gases. The Total Acid Number (TAN) is the amount of potassium hydroxide in milligrams that is needed to neutralize the acids in one gram of oil. It is an important quality measurement of crude oil.
Vanadium
mg/kg
max
600
mg/kg
max
80
Sodium
mg/kg
NA
Sodium/vanadium ratio
wPa psi
max
1.0 0.14
mg KOH/g
max
0.5
38
| Systems
4.6.3 System diagram - Heavy fuel oil operation
C76 , C78 Peak pressure max. 20 bar Dampers recommended
General notes: For location, dimensions and design (e.g. exible connection) of the connecting points see engine installation drawing. If a Fuel oil supply and booster module is supplied by Caterpillar Motoren, arrangement and scope of the supply components are to be gathered from the module scheme. Valve ttings with loose cone are not accepted in the admission and return lines Accessories and ttings: DH3 MGO/MDO cooler DP1 Diesel oil feed pump DR2 Pressure regulating valve DT1 Diesel oil day tank DT2 Diesel oil intermediate tank HF1 Fine lter (duplex lter) HF2 Primary lter HF4 Self cleaning lter HH1 Heavy fuel nal preheater HH2 Stand-by nal preheater HH4 Heating coil HP1/HP2 Pressure pump HP3/HP4 Circulating pump HR1 Pressure regulating valve HR2 Viscometer HT1 Heavy fuel day tank HT2 Mixing tank HT4 KP1 FQ1 LI LSH LSL PDI PDSH PDSL PI PSL PT TI VI VSH VSL Mixing receiver Injection pump Flow quantity indicator Level indicator Level switch high Level switch low Diff. pressure indicator Diff. pressure switch high Diff. pressure switch low Pressure indicator Pressure switch low Pressure transmitter Temperature indicator Viscosity indicator Viscosity control switch high Viscosity control switch low
Notes: ff Flow velocity in circuit system 0.5 m/s m Lead vent pipe beyond day tank level p Free outlet required s Please refer to the measuring point list regarding design of the monitoring devices tt Neither insulated nor heated pipe u From diesel oil separator or diesel oil transfer pump All heavy fuel pipes have to be insulated. ---- Heated pipe Connecting points: C76 Inlet duplex lter C78 Fuel outlet C80 Drip fuel C81 Drip fuel C81b Drip fuel (lter pan) 39
| Systems
4.6.4 HFO system components Supply system (separate components): A closed pressurized system between day tank and engine is required as well as the installation of an automatic backflushing filter with a mesh size of 10 m (absolute).
Mesh size 34 m a) Fine lter (tted) HF1: Without heating Differential pressure indication and alarm contact tted
DN
H1
H2 [mm]
32 40 65 80
40
| Systems
c) Self cleaning lter HF4: Mesh size 10 m (absolute), make Boll & Kirch*, without bypass lter. * In case of Caterpillar Motoren supply.
d) Viscosimeter HR2:
This device regulates automatically the heating of the nal-preheater depending on the viscosity of the bunkered fuel oil, so that the fuel will reach the nozzles with the viscosity required for injection.
e) Pressurizing pumps HP1/HP2: Screw type pump with mechanical seal. Installation vertical or horizontal. Delivery head 5 bar. Peng. [kW] Capacity V [m/h] = 0.4 1,000
Screw type pump with mechanical seal. Installation vertical or horizontal. Delivery head 5 bar. Peng. [kW] Capacity V [m/h] = 0.7 1,000
41
| Systems
g) Pressure regulating valve HR1 / DR2: Controls the pressure at the engine inlet, approx. 4 bar. 3,000 kW
Engine outputs
> 3,000 kW
Heating media: Electric current (max. surface power density 1.1 W/cm) Steam Thermal oil Temperature at engine inlet max. 150 C. The piping for both heaters shall be arranged for separate and series operation. Parallel operation with half the throughout must be avoided due to the risk of sludge deposits.
Vent
The missing tank compensates pressure surges which occur in the pressurised part of the fuel system. For this purpose there has to be an air cushion in the tank.
42 CM25 Generator Set GP 07.2012
| Systems
j) Settling tanks HT5/HT6: In order to ensure a sufcient settling effect, the following settling tank designs are permissible: 2 settling tanks, each with a capacity sufcient for 24 hours full load operation of all consumers 1 settling tank with a capacity sufcient for 36 hours full load operation of all consumers and automatic lling Settling tank temperature 70 - 80 C
Two day tanks are required. The day tank capacity must cover at least 4 hours/max. 24 hours full load operation of all consumers. An overow system into the settling tanks and sufcient insulation are required. The tank should have a sludge space with a tank bottom inclination of preferably 10, with sludge drain valves at the lowest point, and is to be equipped with heating coils.
l) Separators HS1/HS2:
Caterpillar Motoren recommends to install two self-cleaning separators. Design parameters as per supplier recommendation. Separating temperature 98 C! Maker and type are to be advised by Caterpillar Motoren.
43
| Systems
4.6.5 Heavy fuel oil supply and booster standard module (Pressurized system), up to IFO 700 for steam and thermal oil heating, up to IFO 180 for elect. heating Technical specication of the main components: a) Primary lter FIL1 1 pc. Duplex strainer 540 microns b) Fuel pressure pumps, vertical installation SP1/SP2 2 pcs. Screw pumps with mechanical seal c) Pressure regulating system PCV1 1 pc. Pressure regulating valve d) Self-cleaning ne lter AF1 1 pc. Automatic self cleaning ne lter 10 microns absolut (without by-pass lter) e) Consumption measuring system FLOW1 1 pc. Flowmeter with local totalizer f) Mixing tank with accessories T1 1 pc. Pressure mixing tank approx. 49 l volume up to 4,000 kW approx. 99 l volume from 4,001 - 20,000 kW (with quick-closing valve)
g) Circulating pumps, vertical installation BP1/BP2 2 pcs. Screw pumps with mechanical seal h) Final preheater H1/H2 2 pcs. Shell and tube heat exchangers each 100 % (saturated 7 bar or thermal oil 180 C) each 100 % electrical (steam/thermal oil)
Control cabinet (electrical) 1 pc. Control valve with built-on positioning drive, 1 pc. control cabinet for electr. preheater Viscosity control system VA1 1 pc. Automatic viscosity measure and control system VAF Cooler CL1 1 pc. Shell and tube heat exchanger for operating on MGO/MDO
44
| Systems
Module controlled automatically with alarms and starters Pressure pump starters with stand-by automatic Circulating pump starters with stand-by automatic PI-controller for viscosity controlling Starter for the viscosimeter Analog output signal 4 - 20 mA for viscosity Alarms Pressure pump stand-by start Low level in the mixing tank Circulating pump stand-by start Self cleaning ne lter clogged Viscosity alarm high/low The alarms with potential free contacts Alarm cabinet with alarms to engine control room and connection possibility for remote start/stop and indicating lamp of fuel pressure and circulating pumps Performance and materials: The whole module id tubed and cabled up to the terminal strips in the electric switch boxes which are installed on the module. All necessary components like valves, pressure switches, thermometers, gauges etc. are included. The fuel oil pipes are equipped with trace heating (steam, thermal oil or electrical) where necessary. The module will be tested hydrostatically and functionally in the workshop without heating.
Capacity [kW] 2,400 - 3,000 4,000 - 4,500 5,000 - 6,000 8,000 - 9,000 10,000 - 12,000 13,400 - 16,000 19,200 - 24,000 25,600 - 32,000 Type Steam / thermal electric Steam / thermal electric Steam / thermal electric Steam / thermal electric Steam / thermal Steam / thermal Steam / thermal Steam / thermal Weight [kg] 1,800 1,700 2,600 2,400 3,200 3,000 3,600 3,200 4,000 4,200 5,400 6,000 L x B x H [mm] 2,800 x 1,200 x 2,000 3,000 x 1,200 x 2,100 3,200 x 1,300 x 2,100 3,400 x 1,400 x 2,100 3,600 x 1,400 x 2,100 4,200 x 1,600 x 2,100 5,000 x 1,700 x 2,100 6,000 x 2,000 x 2,100
45
| Systems
Steam heated Symbols
FLOW1 Flowmeter SP1/SP2 Screw displacement BP1/BP2 pump H1/H2 CL1 VA1 FIL1 AF1 T1 PD1 COV1 COV3 PCV1 CV1 Steam heater Cooler Viscosimeter Duplex filter Automatic filter Mixing tank Metal bellows accumulator Change over valve Pressure regulating valve Control valve Y-strainer Steam trap Globe valve Non-return valve Safety valve, angle Magnet valve Test valve Brass pres. gauge shock absorber Ball valve locking device Ball valve Butterfly valve Pipe with insulation Pipe with insulation & trace heating Scope of supply module
Diff. pressure alarm Diff. pressure indicator Diff. pressure switch Flow indicator Limit switch Level alarm low Level switch Motor drive Pressure indicator Pressure switch Temperature alarm Temperature indicator Temperature sensor Viscosity alarm Viscosity controller
| Systems
Thermal oil heated Symbols
FLOW1 Flowmeter SP1/SP2 Screw displacement BP1/BP2 pump H1/H2 CL1 VA1 FIL1 AF1 T1 PD1 COV1 COV3 PCV1 CV1 Steam heater Cooler Viscosimeter Duplex filter Automatic filter Mixing tank Metal bellows accumulator Change over valve Pressure regulating valve Control valve Y-strainer Steam trap Globe valve Non-return valve Safety valve, angle Magnet valve Test valve Brass pres. gauge shock absorber Ball valve locking device Ball valve Butterfly valve Pipe with insulation Pipe with insulation & trace heating Scope of supply module
Diff. pressure alarm Diff. pressure indicator Diff. pressure switch Flow indicator Limit switch Level alarm low Level switch Motor drive Pressure indicator Pressure switch Temperature alarm Temperature indicator Temperature sensor Viscosity alarm Viscosity controller 47
| Systems
Electric heated Symbols
FLOW1 Flowmeter SP1/SP2 Screw displacement BP1/BP2 pump H1/H2 CL1 VA1 FIL1 AF1 T1 PD1 COV1 COV3 PCV1 CV1 Steam heater Cooler Viscosimeter Duplex filter Automatic filter Mixing tank Metal bellows accumulator Change over valve Pressure regulating valve Control valve Y-strainer Steam trap Globe valve Non-return valve Safety valve, angle Magnet valve Test valve Brass pres. gauge shock absorber Ball valve locking device Ball valve Butterfly valve Pipe with insulation Pipe with insulation & trace heating Scope of supply module
Diff. pressure alarm Diff. pressure indicator Diff. pressure switch Flow indicator Limit switch Level alarm low Level switch Motor drive Pressure indicator Pressure switch Temperature alarm Temperature indicator Temperature sensor Viscosity alarm Viscosity controller
| Systems
4.7 Lube oil system
The lube oil performs several basic functions: It cleans the engine by carrying dirt and wear particles until lters can extract and store them. It cools the engine by carrying heat away from the piston, cylinder walls, valves and cylinder heads to be dissipated in the engine oil cooler. It cushions the engines bearings from the shocks of cylinder ring. It lubricates the wear surfaces, reducing friction. It neutralizes the corrosive combustion products. It seals the engines metal surfaces from rust.
4.7.1
Quality requirements of Lube oil system The viscosity class SAE 40 is required. Wear and tear and thus the service life of the engine depends on the lube oil quality. Therefore high requirements are made for lubricants: Constant uniform distribution of the additives at all operating conditions. Perfect cleaning (detergent effect) and dispersing power, prevention of deposits from the combustion process in the engine. Sufcient alkalinity in order to neutralize acid combustion residues. The TBN (total base number) must be between 30 and 40 KOH/g at HFO operation. For MDO operation the TBN is 12 - 20 depending on sulphur content.
49
| Systems
3.7.2 Lubricating
The following oils have been tested and approved by Caterpillar Motoren GmbH & Co. KG:
Manufacturer AGIP BP Diesel oil/marine-diesel oil operation DIESEL SIGMA S CLADIUM 120 ENERGOL HPDX 40 ENERGOL DS 3-154 ENERGOL IC-HFX 204 VANELLUS C3 DELO 1000 MARINE TARO 12 XD TARO 16 XD TARO 20 DP TARO 20 DPX MARINE MLC MHP 154 TLX PLUS 204 KORAL 1540 EXXMAR 12 TP EXXMAR CM+ ESSOLUBE X 301 MOBILGARD 412 MOBILGARD ADL MOBILGARD M 430 MOBILGARD 1-SHC 1) DELVAC 1640 GADINIA GADINIA AL ARGINA S ARGINA T RUBIA FP DISOLA M 4015 AURELIA TI 4030 x x x x x x x x x x x x x x x ARGINA T ARGINA X x x x x x x x x x x x x x x x EXXMAR 30 TP EXXMAR 40 TP EXXMAR 30 TP PLUS EXXMAR 40 TP PLUS MOBILGARD M 430 MOBILGARD M 440 MOBILGARD M 50 x x x x x x x TARO 30 DP TARO 40 XL TARO 40 XLX x x x I II x x HFO operation CLADIUM 300 S CLADIUM 400 S ENERGOL IC-HFX 304 ENERGOL IC-HFX 404 I x x x x II
CASTROL
x x
CEPSA ESSO
MOBIL
SHELL
TOTAL LUBMARINE
x x
I II
Approved in operation Permitted for controlled use When these lube oils are used, Caterpillar Motoren must be informed because at the moment there is insufcient experience available for Cat 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:
50
| Systems
4.7.3 System diagram CM25 Genset
General notes: For location, dimensions and design (e.g. exible connection) of the connecting points see engine installation drawing. Notes: h Please refer to the measuring point list regarding design of the monitoring devices o See crankcase ventilation installation instructions 4-A-9570 Connecting points: C60 Separator connection, suction side or drain or lling pipe C61 Separator connection, delivery side or from bypass lter C91 Crankcase ventilation to stack C65 Luboil lling
Accessories and ttings: LF2 Self cleaning luboil lter LF4 Suction strainer LH1 Lube oil cooler LH2 Lube oil preheater LP1 Lube oil force pump LP5 Prelubrication pump LP9 Transfer pump (separator) LR1 Lube oil thermostat valve LR2 Oil pressure regulating valve LS1 Lube oil separator LT1 Lube oil sump tank
Level indicator Level switch low Level switch high Diff. pressure indicator Diff. pressure switch high Pressure indicator Pressure indicator Pressure switch low Pressure switch low low Pressure transmitter Temperature indicator Temperature switch high Temperature transmitter (PT 100)
51
| Systems
4.7.4 Lubricating oil system components a) Force pump (tted) LP1: Gear pump
Delivery head 5 bar Continuous lubrication is carried out with stopped genset. Starter to be supplied by the yard.
Per engine according to classication society requirement Screw type/gear type pump
d) Strainer LF4:
Mesh size 2 - 3 mm
The self-cleaning lter protects the engine against dirt particals which may have accumulated in the oil tank. The lter is tted and replaces the duplex lter. Separate self-cleaning lter as option possible. Dimension see next page. Mesh size 30 m (absolute), type 6.46 DN 100, make Boll & Kirch. Without by-pass lter. Without ushing oil treatment.
52
| Systems
Self-cleaning lter separate LF2 (option)
A 435 485
B 170 200
C 735 775
E 205 245
F 225 295
S 400 400
X 160 180
Y 160 180
ND 80 100
53
| Systems
g) Temperature controller (tted on base frame) LR1: Option: Separate P-controller with manual emergency adjustment
Dimensions [mm] DN 6CM25C 8/9CM25C 80 100 D 200 220 F 171 217 G 267 403 H 151 167
Weight [kg] 27 47
Located in the base frame, equipped with high/low level switch and level control stick.
At engine 1 x DN 80. Approx. 1 m after the connection point has to be enlarged to DN 100. It must be equipped with a condensate trap and continuous drain. It has to be arranged separately for each genset. Crankcase pressure max. 150 Pa.
54
| Systems
j) Separator; Required with the following design: treatment at MGO/MDO operation LS1: Separating temperature 85 - 95 C Quantity to be cleaned three times/day Self cleaning type Veff [l/h] = 0.18 Peng [kW] Required with the following design: k) Separator; treatment at HFO operation LS1: Separating temperature 95 C Quantity to be cleaned ve times/day Self cleaning type Veff [l/h] = 0.29 Peng [kW] 4.7.5 Recommendation lube oil system For each engine a separate lube oil system is recommended. Lube oil quantities/-change intervals: The circulating quantity is approx. 1.1 l/kW output. The change intervals depend on: Fuel quality Quality of lube oil treatment (lter, separator) Engine load By continuous checks of lube oil samples (decisive are the limit values as per Cat Operating Media) an optimum condition can be reached. External lube oil piping system information After bending and welding all pipes must be cleaned by using approved accid cleaning process. A proper inspection of the inner walls of the pipes is needed by our service engineers before starting the engine to ensure that no weld spatter, slag, rust and oxide remain. Expansion joints Pipe expansion joints are necessary in systems that convey high temperature comodities in this case hot oil. The bellows are designed to withstand the internal pressures of the pipe, but are exible enough to accept the axial, lateral and angular deections.
CM25 Generator Set GP 07.2012 55
Engine type
Power [kW]
Speed [rpm]
Weight [kg]
56
To be able to provide a correct torsional vibration calculation, we would like to ask you to ll in the documents in the appendix, according to your scope of supply.
Please send the completed data to your local dealer 6 months prior to the engine delivery at the latest.
57
58
59
Semi-submersible / Column-stabilized
Classication Society ABS Offshore Rules Equipment For essential service For emergency purpose For essential service BV Offshore Rules For emergency purpose DNV Offshore Rules Main and auxilliary machinery For emergency purpose self propelled not propelled self propelled not propelled Propulsion Angle of inclination Static 15 15 15 in any direction 25 in any direction 15 15 Dynamic 22.5 22.5 22.5 in any direction No requirement No requirement 22.5 25
Self-elevating units
Classication Society ABS Offshore Rules Equipment For essential service For emergency purpose For essential service BV Offshore Rules For emergency purpose DNV Offshore Rules Main and auxilliary machinery For emergency purpose self propelled not propelled self propelled not propelled Propulsion Angle of inclination Static 10 10 10 in any direction 15 in any direction 15 15 Dynamic 15 15 15 in any direction No requirement No requirement 22.5 25
Propulsion
Angle of inclination Static 15 15 Dynamic 22.5 22.5 22.5 in any direction No requirement No requirement 22.5 25
60
61
Charge air cooler cleaning Cleaning is carried out with charge air cooler dismantled. A container to receive the cooler and cleaning liquid is to be supplied by the yard. Intensive cleaning is achieved by using ultra sonic vibrators. Turbocharger dismantling Removal of cartridge with compressor delivery casing after removal of air lter silencer.
R [mm] 6CM25C 8/9CM25C
62
727 727
6.6
63
Drain
6/8/9CM25C
1 x DN 100
64
65
alarms
*)
TC speed (optional) Engine speed (optional)
Emerg. stop
DICARE (optional)
FCT failure signal Change genset
Control signals
Main Switch Board ( MSB ) Diesel start automatic -Remote start / stop -Emergency start -Emergency stop -Main breaker ON / OFF -Frequency control -Synchronizing -Etc.
*)
Next genset => If available
230V AC
*)
0-10V DC / 4-20mA
*) *) *)
actuator control / speed pickups ON/OFF signal
Load sharing
Shutdown signal
24V DC 24V DC
CAN bus
A larms
MENU
SELECTION
JOURNAL
BAR
STATUS
ACK. SENS.FAIL.
N3000-DSP-52
R R
Main Engine Main Engine Main Engine INSUL. Emergency Stop ECR Oil Mist Concentrat. Concentrat. 1253 Lub. Oil Press. Low Low1106 1106 Status Pick-Up 1/Oversp. Status Pick-Up 2/Oversp. Engine Run Emergency Stop Bridge Emergency Stop 3
TEST
Power Supply 1
EMERG. STOP
Emergency System
Autostop System
Operating panel
*)
66
A larms
*)
A larm signal
Minor alarm
(P1)
ENGINE
(P02)
(S13)
(S11)
(S12)
Abstellluft
Kuehlwasser H.T.
Ladeluft n. K.
Kuehlwasser N.T.
Anfahrluft
Schmieroel
Kraftstoff
Zyl.1
200
800
RPM
0 1000
Temperatur Messgeraet
(P02)
(S13)
Start (S11)
Stop (S12)
Stop
Abstellluft
Kuehlwasser H.T.
Ladeluft n. K.
Kuehlwasser N.T.
Anfahrluft
Schmieroel
Kraftstoff
67
Detail x
X 55
68
4-20 mA binary binary binary binary PT 100 PT 100 1 evaluation unit for 1112.1/.2 Only exhist when aut.-lter is mounted on engine
1112.2
10035 1142 10116 1202 30010 1203 30119
1251 Oil mist concentration in crankcase high - alarm 1251.1 Oil mist concentration in crankcase high - Pre-alarm 1251.2 Opacity 1253 Oil mist concentration in crankcase high - shutdown 9631 Oil mist detector failure - alarm
Level probe/switch unit Lube oil level low - alarm Level probe/switch unit Lube oil level high - alarm Pressure transmitter Cooling water pressure HT at engine inlet low - alarm Pressure switch Cooling water pressure HT at engine inlet low - shutdown Pressure transmitter Cooling water pressure LT at engine outlet low - alarm Resistance thermometer Cooling water temp. HT at engine inlet low - alarm Resistance thermometer Cooling water temp. HT at engine outlet high - alarm
1251:
binary 1 evaluation unit for 1251, 1253 ,9631
1251.1
10001
1251.2 1253
10112
1251.2:
4-20 mA
1253:
binary
9631
10047 1311 10034 1312 10035 2102 30011 2103 10114 2112 30012 2201 30013 2211 30014
9631:
binary binary binary 4-20 mA binary 4-20 mA PT 100 PT 100 40 kPa below operating pressure 60 kPa below operating pressure stop delay: 20s 40 kPa below operating pressure
69
5201 Fuel oil temp. at engine inlet low - alarm *5202 Fuel oil temp. at engine inlet high - alarm
Fuel oil temp. after viscomat - DICARE Fuel oil viscosity at viscomat - DICARE Level probe/switch unit Leakage oil level at engine high - alarm Pressure transmitter Starting air at engine inlet low - alarm Pressure switch Stopping air pressure at engine low - alarm Absolute pressure transmitter Intake air pressure in engine room - DICARE Pressure transmitter Charge air pressure at engine inlet - Indication Resistance thermometer Charge air temp. at engine inlet high - alarm Resistance thermometer Intake air temp. at turbocharger inlet - DICARE Level probe/switch Condense water in charge air canal Differential pressure transmitter Charge air diff. pressure at charge air cooler - DICARE Thermocouple type K Charge air temp. at charge air cooler inlet - DICARE Thermocouple type K Exhaust gas temp. after cylinder 1 high high
PT 100
PT 100 4-20 mA binary 4-20 mA binary 4-20 mA 4-20 mA PT 100 PT 100 binary 4-20 mA NiCr-Ni (mV) NiCr-Ni (mV)
Alarm delay: 2s
7301
10004
7307
30018
7309
30087
8211.1
30073
70
Exhaust gas temp. deviation from mean average cyl. 1 to 9 - alarm Deviation of mean average value reduct alarm cyl. shutdown Exhaust gas temp. reduct alarm of each cyl. absolute - shutdown Thermocouple type K Exhaust gas temp. at turbocharger outlet Exhaust gas temp. reduction alarm of turbocharger outlet - shutdown Thermocouple type K Exhaust gas temp. at turbocharger inlet - Indication Thermocouple type K Exhaust gas temp. at turbocharger inlet - Indication Thermocouple type K Exhaust gas temp. at turbocharger inlet - Indication Common alarm exhaust gas temp. monitoring load reduction included 8216, 8218, 8224
binary
4-20 mA
8231.1
30083
8231.2
30084
8231.3
30085
8234
10136
71
Description Resistance thermometer, terminal set A02-1-X40 Temperature compensation thermocouples Resistance thermometer, socket X2.1 Temperature compensation thermocouples Resistance thermometer Electr. charge air temp. control
Sensor range
Remarks
PT 100 PT 100 PT 100 To be created in alarm system; Alarm system received the engine rpm signal via MODBUS (plant specic) Hardwired to CW-preheating control (plant specic) Hardwired to PMS (plant specic) Option Hardwired to yard supplied pumpcontrol (plant specic) 1,15 x n rated 683.3 Hz = 0-1000 rpm
R2
R16
9401.1
Suppression of alarms
binary
binary binary
Pre lube oil pump switch on / off Relay contact Overspeed - shutdown Engine speed signal
binary
30051
Pick up RPM switching equipment Pick up RPM switching equipment Pick up Electronic governor Pick up Electronic governor Pick up / transmitter Turbine speed high - alarm* Turbine speed - Indication Limit switch Control level at fuel rack - stop position Distance sensor / switching device Fuel setting Engine fuel rack position Engine fuel rack position Engine fuel rack position
9503
10222
9509
30031
Switching device not mounted on engine (plant specic) Hardwired to PMS Spare Option Hardwired to exhaust gas temp. (plant specic)
72
9561
10117
binary binary
Start blocking
9602
10005 9609 10223
Start blocking (plant specic) Hardwired to alarm system Pick up fault, Actuator wire break Generator protection shutdown Hardwired to alarm system Hardwired to alarm system Hardwired to alarm system Hardwired to alarm system Hardwired to alarm system Hardwired to alarm system Hardwired to alarm system Hardwired to alarm system Hardwired to alarm system plant specic plant specic plant specic
9615
9616
9771 9828
10221
73
4-20mA
4-20mA
*)
Analogue Sensors
MODbus
Diesel Engine
Local indicators Installed at the engine Fuel oil temperature at engine inlet Fuel oil differential pressure at lter Fuel rack position (mean injection pump rack) Lube oil temperature at engine inlet Lube oil differential pressure at lter Fresh water temperature ar engine inlet (HT circuit) Fresh water temperature at engine outlet (HT circuit) Fresh water temperature (LT circuit) Fresh water temperature cooler inlet Fresh water temperature cooler outlet Charge air temperature cooler inlet Charge air temperature engine inlet
Installed at the engine (gauge board) Fuel oil pressure Lube oil pressure Fresh water pressure (HT circuit) Fresh water pressure (LT circuit) Start air pressure Charge air pressure cooler outlet Engine speed Charge air temperature cooler inlet (digital valve)
Remote indicators
X X X X X X X 1)
X X
Exhaust gas temperature after cylinder (digital valve) Exhaust gas temperature before/after turbocharger (digital valve)
1)
X X
74
System data Inputs: 4 xed automatic shut down + overspeed inputs 4 manual emergency stop inputs 16 congurable inputs for shutdown, load reduce request or start interlock 2 separate override inputs 1 remote reset input All inputs are wire break- and short circuit monitored.
Outputs: 4 x 2 adjustable speed contacts 3 fuel setting signals (1 x 0-10V DC, 2 x 4-20 mA) 1 overload contact at rated speed 4 speed signals (1 x pulse, 1 x 0-10V DC, 2 x 4-20 mA or 0-10V DC congurable)
75
Sensor signals
A01.5
PROTECTION
Main Engine Emergency Stop ECR Emergency Stop Bridge Emergency Stop Nock SB Emergency Stop Nock PS Main Engine Oil Mist Concentrat. 1253 Lub. Oil Press. Low 1106 Cool.Wat. Press. HT 2103 Lub. Oil Gear Press. Low Autostop from Start-Stop Override Oil Mist Concentr. Override AS 2 - AS 5 Autostop System Main Engine Status Pick-Up 1/Oversp. Status Pick-Up 2/Oversp. Engine Run Pick-Ups Discrepancy Reset Remote Battery 1 Battery 2 Speed System
R
A05.1
INSUL.
ME1 OVERVIEW
0114 Engine Speed 9419.1/.2 423.0 RPM 0193 Engine Hour Counter 18.22 h 0362 Turbocharger Speed 9429 18250 RPM 0174 Fuel setting (Load)9509 22.59 % 0117 Start Blocking off 0138 Reduce off 0137 Shut Down off Page=00, ENTER=ChannelSelection
SYSTEM INTERNALS ALARM LIST CHANNEL CHANNEL CHANNEL LIST SETTINGS DETAILS
R
RESET
TEST WIRE BREAK
ESC
Emergency Stop Local Shut Down Valve 1 Shut Down Valve 2 Emergency System
EMERG. STOP
N3000-DSP
77
78
79
An NOx emission evidence will be issued for each engine showing that the engine complies with the regulation. The evidence will come as EAPP (Engine Air Pollution Prevention) Statement of Compliance, EAPP (Engine Air Pollution Prevention) Document of Compliance or EIAPP (Engine International Air Pollution Prevention) Certicate according to the authorization by the ag state and related technical le. For the most part on basis of an EAPP Statement of Compliance or an EAPP Document of Compliance an EIAPP certicate can be applied for. According to IMO regulations, a technical le shall be made for each engine. This technical le contains information about the components affecting NOx emissions, and each critical component is marked with a special IMO number. Such critical components are piston, cylinder head, injection nozzle (element), camshaft section, fuel injection pump, turbocharger and charge air cooler. (For Common Rail engines the controller and the software are dened as NOx relevant components instead of the injection pump.) The allowable setting values and parameters for running the engine are also specied in the technical le. The marked components can later, on-board the ship, be easily identied by the surveyor and thus an IAPP (International Air Pollution Prevention) certicate for the ship can be issued on basis of the EIAPP certicate and the on-board inspection.
80
11
| Painting/Preservation
Inside preservation
N 576-3.3 The preservation is sufcient for a period of max. 2 years. It needs to be removed when the engine is commissioned! Main running gear and internal mechanics
Outside preservation
VCI 368 N 576-3.2 Engine outside preservation with Cortec VCI 368 is applicable for Europe and overseas. It applies for sea and land transportation and storage of the engines in the open, protected from moisture. The duration of protection with additional VCI packaging is max. 2 years. It must be removed before commissioning of the engines! Environmentally compatible disposal is to be ensured. Durability and effect are determined by proper packaging, transportation, and storage, i.e. protected from moisture, stored at a dry place and sufciently ventilated. Inspections are to be carried out at regular intervals. Appearance of the engine: Castings with red oxide antirust paint Pipes and machined surfaces left as bare metal Attached components with colours of the makers N 576-4.1 - Clear Varnish Clear varnish painting is applicable within Europe for land transportation with protection from moisture. It is furthermore applicable for storage in a dry and tempered atmosphere. Clear varnish painting is not permissible for: Sea transportation of engines Storage of engines in the open, even if they are covered with tarpaulin The duration of protection with additional VCI packaging is max. 1 year. VCI packaging as per N 576-5.2 is generally required! Durability and effect are determmined by proper packaging, transportation, and storage, i.e. the engine is to be protected from moisture, VCI lm not ripped or destroyed. Inspections are to be carried out at regular intervals.
81
11
| Painting/Preservation
If the above requirements are not met, all warranty claims in connection with corrosion damage shall be excluded. Appearance of the engine: Catings with red oxide antirust paint Pipes and machined surfaces left as bare metal Attached components with colours of the makers Surfaces sealed with clear varnish Bare metal surfaces provided with VCI 368 preservation N 576-4.3 - Painting The painting is applicable for Europe and overseas. It applies for sea and land transportation and short-term storage in the open (protected from moisture) up to max. 4 weeks. In case of Europe and overseas shipment and storage in the open longer than 4 weeks VCI packaging as per N 576-5.2 is required. The duration of protection with additional VCI packaging is max. 2 years. Durability and effect are determined by proper packaging, transportation, and storage, i.e. protected from moisture, VCI lm not ripped or destroyed. Inspections are to be carried out at regular intervals. Appearance of the engine: Surfaces mostly painted with varnish Bare metal surfaces provided provided with VCI 368 preservation N 576-5.2 - VCI packaging Corrosion protection with VCI packaging applies for: Engines with outside preservation VCI 368 as per N 576-3.2 Engines with clear varnish according to application group N 576-4.1 These engines are always to be delivered with VCI packaging! Nevertheless, they are not suitable for storage in the open! Engines or engine generator sets with painting according to application group N 576-4.3 for shipment to Europe and overseas or storage in the open (protected from moisture).
82
11
| Painting/Preservation
Durability and effect are determined by proper packaging, transportation, and storage, i.e. protected from moisture, VCI lm not ripped or destroyed. Inspections are to be carried out at regular intervals. Bare metal surfaces provided with VCI 368 or VCI oil Cortec VCI impregnated exible PU foam mats hung up on the engine using tie wraps. Kind and scope depending on engine type. The mats are to be hung up in free position and should not come into contact with the painted surface. Cover the engine completely with air cushion lm VCI 126 LP. Air cushions are to point towards the inside! The air cushion lm is fastened to the transportation skid (wooden frame) by means of wooden laths. Overlaps at the face ends and openings for the lifting gear are to be closed by means of PVS scotch tape. In case of engines delivered without oil pan the overhanging VCI lm between engine and transport frame is to be folded back upwards towards the engine before fastening the air cushion lm. Attention! The corrosion protection is only effective if the engine is completely wrapped with VCI lm. The protective space thus formed around the component can be opened for a short time by slitting the lm, but afterwards it must be closed again by means of adhesive tape. N 576-5.2 Suppl. 1 - Information panel for VCI preservation and inspection Applies for all engines with VCI packaging as per application group N 576-5.2. Description: This panel provides information on the kind of initial preservation and instructions for inspection. Arranged on the transport frame on each side so as to be easily visible. N 576-6.1 - Corrosion Protection Period, Check, and Represervation There will only be an effective corrosion protection of the engine if the denitions and required work according to factory standard N 576-6.1 are duly complied with. Normally, the applied corrosion protection is effective for a period of max. 2 years if the engines or engine generator sets are protected from moisture. However, depending on the execution of the preservation shorter periods may be applicable. After 2 years represervation must be carried out. Every 3 months specic inspections are to be carried out the engine or engine generator set at dened inspection points. Any corrosion that is found and existing condensation water are to be removed immediately.
CM25 Generator Set GP 07.2012 83
12
| Engine parts
Cylinder head, Weight 240 kg Cylinder liner, Weight 162kg
Piston, Weight 46 kg
84
13
180
270
360
450
540
630
Crank angle()
Schematic diagram
Plunger speed
2,0
IMO II
Max. soot emissisions (FSN)
1,5
IMO I
Baseline
1,0
FCT
0,5
Invisible Smoke
0 6 7 8 9 10
Low NOx
Low Smoke
11
12
13
Schematic diagram
14
| Appendix
14.1
14.1.1
Exhaust system
Resistance in exhaust gas piping
Example (based on diagram data A to E): t = 335 C, G = 25,000 kg/h l = 15 m straight pipelength, d = 700 mm 3 off 90 bent R/d = 1.5 1 off 45 bent R/d = 1.5 Pg = ? p L L Pg 86 = 0.83 mm WC/m = 3 11 m + 5.5 m = l + L = 15 m + 38.5 m = 53.5 m = p L = 0.83 mm WC/m 53.5 m = 44.4 mm WC
t G p d w l L L Pg
= Exhaust gas temperature = Exhaust gas massow = Resistance/m pipe length = Inner pipe diameter = Gas velocity = Straight pipe length = Spare pipe length of 90 bent pipe = Effective substitute pipe length = Total resistance
(C) (kg/h) (mm WC/m) (mm) (m/s) (m) (m) (m) (mm WC)
14
| Appendix
14.1.2 Exhaust data Tolerance: Atmospheric pressure: Relative humidity: Constant speed 5% 1 bar 60 %
87
14
| Appendix
14.1.3 Exhaust gas sound power level Exhaust gas sound power level Cat 6CM25C
(To be expected directly after turbo charger at open pipe (A0=1m2), values measured with a probe inside the exhaust gas pipe)
140 130 122
-12 ound power level [dB(A)] ref: 10 W
129 123
130
1000
2000
4000
8000
Tolerance: +/- 2 dB
132
125
1000
2000
4000
8000
Tolerance: +/- 2 dB
88
14
| Appendix
14.1.3 Exhaust gas sound power level Exhaust gas sound power level Cat 9CM25C
(To be expected directly after turbo charger at open pipe (A0=1m2), values measured with a probe inside the exhaust gas pipe)
132
126
114
31,5
+/Tolerance: +/- 2 dB
63
125
250
500
1/1 octave band frequency [Hz]
1000
2000
4000
8000
89
14
| Appendix
14.2
14.2.1
90
Temperature
14
| Appendix
14.3
14.3.1
91
14
| Appendix
14.4 Air borne sound power level
Airborne sound power level Cat 6CM25C Genset
Measured in test cell according EN ISO 9614-2
130
W]
-12
1000
2000
4000
SUM
Tolerance +/- 2 dB
121 120 112 110 100 100 90 90 80 70 63 125 250 500 1000 2000 4000 SUM
1/1 Octave [Hz]
-12
114
116
115 111
Tolerance +/- 2 dB
92
14
| Appendix
14.4 Air borne sound power level
Airborne sound power level Cat 9CM25C Genset
Measured in test cell according EN ISO 9614-2
130
W]
123 120 112 110 101 100 90 80 70 63 125 250 500 1000 2000 4000 SUM
1/1 Octave [Hz]
-12
118 115
117
117
95
Tolerance +/- 2 dB
93
14
| Appendix
14.5 Structure borne sound level LV, expected (measured in the test cell)
Structure borne noise level CM25 Genset Above resilient mounting measured at testbed in Kiel
(Values below resilient mounting depend on rubber rail type and foundation mobility)
110
100 100 91 93 88 88 85 74 69 104
100
ound velocity [dB] ref: v 0 = 5 x 10 -8 m/s
90 80 70 60 50 40 30 20
Tolerance +/- 2 dB
94
Europe, Africa, Middle East and CIS Caterpillar Commercial Northern Europe Ltd. Global Petroleum OTV House Wokingham Road, Rounds Hill Bracknell, Berkshire United Kingdom, RG42 1 NG Phone: (+44) 1344 782 920 Telefax: (+44) 1344 782 930 Caterpillar Motoren GmbH & Co. KG Global Petroleum Falckensteiner Str. 2 D-24159 Kiel, Germany Phone: (+49) 431 3995 3004 Telefax: (+49) 431 3995 5004 Caterpillar CIS LLC 82 Sadovnicheskaya Str. Moscow 113035, RF Phone: (+7-495) 755 6811 Telefax: (+7-495) 785 5688
Asia Pacific Caterpillar Global Petroleum China Room 1601 Caterpillar Tower No. 8 Wangjing Street Beijing 100102, P.R. China Phone: (+86-10) 5921 0521 Telefax: (+86-10) 5921 0022 Caterpillar Asia Pte., Ltd 7 Tractor Road Singapore 627968 Republic of Singapore Phone: +65 6828-7333 Telefax: +65 6828-7414
Subject to change without notice. Leaflet No. 711GP 07.12 e L+S VM3 LEBW0013-00
2012 Caterpillar All Rights Reserved. Printed in Germany. CAT, CATERPILLAR, their respective logos, ACERT, ADEM, Caterpillar Yellow and the POWER EDGE trade dress, as well as corporate identity used herein, are trademarks of Caterpillar and may not be used without permission
TM
Caterpillar Global Petroleum is committed to sustainability. This document is printed on PEFC certificated paper.