Table of Contents
Introduction
Introduction
Foreward
General Information
Basic Engine Consists
Engine Description
Engine Testing and Certificates
Torsional Vibration Analysis
Shipbuilder's Responsibility
Customer Application Information
Engine Data
Dimensions and Weights
Center of Gravity
Technical Data
Noise
Vibration
Engine Performance
Engine Ratings
Distillate Fuel
Heavy Fuel
Performance Criteria
Marine Performance Curves
Marine Performance Parameters
Engine Systems
Piping
Fuel
Distillate Fuel
Heavy Fuel
Lubricating Oil
Cooling
Fresh Water Cooling
Sea Water Cooling
Air
Air Intake
Exhaust
Starting Air
Crankcase Fumes Disposal
Mounting and Alignment
Foundation Design
Construction Materials
Dual Engine Installation
Mounting Arrangements
Alignment Procedures
Controls
Pneumatic Control System
Electronic Controls
Engine Governors
Fixed Pitch Propeller Systems
Controllable Pitch Propeller Systems
Instrumentation
Installation Drawings
General Drawing Datums and Conventions
Engine Installation Drawings
Engine Room Installations
Ancillary Equipment
Marine Gears
Couplings
Propellers
Repowering Applications
General
Foundations
Repower Survey Check List
Other Applications
Ships Service Generators
Shaft Generators
Bow or Stern Thrusters
Hydraulic Pump Drive
Reference Publications
®
LEKM8460 8-98
®
Introduction
Foreward
Introduction To ensure engines are installed properly,
Caterpillar has support capability
The information presented in this guide unmatched in the industry. From
should aid in the planning through disciplines required for installation, to
customer acceptance phases of a project. service and maintenance demanded
years after completion, Caterpillar
The guide is arranged and designed to continues its commitment to its
enable the information to be kept customer’s successful operation.
current, and for the user to easily locate
the specific information required. Over fifty years of developing marine
power equipment has culminated in a
The technical data included is for ease of broad line of practical equipment,
reference and will be updated providing cost-effective selection and
periodically. Dealers can also obtain installation ease. A single source for
current engine information by accessing propulsion engines and marine
the Caterpillar Technical Marketing auxiliaries assures testing and quality
Information System (TMI). This system for matched packages.
should always be checked for the most up
to date engine data available. The TMI Development of installation knowledge
System is a corporately oriented parallels equipment advances. While this
computerized system for collecting, Application and Installation Guide
preparing, maintaining, and summarizes many aspects of installation,
communicating technical data required Caterpillar Dealers stand ready with
for marketing Caterpillar Engine complete and detailed assistance.
Division products. TMI operates in an
IMS environment through the It is the installer’s responsibility to
Caterpillar Network and functions under consider and avoid possible hazardous
a corporate security system. conditions which could develop from the
systems involved in a specific engine
It must always be emphasized to refer to installation. The suggestions provided in
the TMI System for the latest engine this guide regarding avoidance of
performance information on all Engine hazardous conditions apply to all
Division products. applications and are necessarily of a
general nature since only the installer is
familiar with the details of a particular
Foreword installation. The suggestions provided in
this guide should be considered as
Proper selection and installation of
general examples only, and are in no way
engines for marine application is vital for
intended to cover every possible hazard
dependable performance and long,
in all installations.
trouble-free life. The purpose of this
guide is to help:
Use the table of contents as a checklist of
subjects affecting engine installations.
• Make knowledgeable choices of power
Using the indexed material during
equipment.
preliminary project planning can avoid
the effort and expense of after-
• Design and build marine installations
installation changes.
that perform reliably at an optimum
price/value relationship to the
customer.
5
®
General Information
Model Identification
Basic Engine Consists
Engine Description
Engine Testing and Certificates
Torsional Vibration Analysis
Engine Preservation and Packaging
Shipbuilder’s Responsibility
Customer Application Information
Model Identification Serial Number
The basic model number is Each engine is assigned a unique serial
representative of both the series of number. The number typically consists of
particular engine and the number of alpha numeric characters; the first three
cylinders. Typically an additional suffix represent the engine model, i.e.:
refers to the type of fuel injection method
and charge air aspiration. Model Serial Number
3606 8RBXXXXX
Example: 3612 DITA 3608 6MCXXXXX
3612 9RCXXXXX
Caterpillar 3600 Family - 36 3616 1PDXXXXX
12 Cylinder Vee Engine - 12
Direct Fuel Injected - DI The number is found on both the Serial
Turbocharged Aftercooled - TA Number Plate and the Information Plate.
ENGINE
MODEL
SERIAL
NUMBER
DATE
SER.NO. DELIVERED
DLR
MODIFICATION NO. CODE
AR PERF MAX
NO. SPEC ALT
ARRANGEMENT OEM
NUMBER NO.
FULL LOAD FULL TORQ.
STATIC FUEL STATIC FUEL
POWER A/F RATIO
DYNAMIC
BARE ENG. FULL FUEL
(ALWAYS GIVE ALL NUMBERS) HI IDLE LOAD TIMING
MADE IN U.S.A. 3N3790 11 RPM RPM 9L8531 13
Located on the left side of the engine block Located on the right side of the engine block
above one of the crankshaft inspection covers. above one of the crankshaft inspection covers.
Figure 1 Figure 2
9
Basic Engine Consists The lists specify functional requirements
of an engine resulting in a series of code
The Caterpillar 3600 Family is numbers uniquely describing the
configured in a positive-build manner for complete engine package.
optimum flexibility in meeting customer
requirements and ensures the ability to It should be emphasized that each
assemble and test a runnable engine at specific engine is optimized in
the factory. configuration hardware for the intended
application, including core hardware
Engine options, from Caterpillar’s such as cylinder liners, fuel injectors,
Selection Guide LEBQ5043, are listed in camshafts, turbochargers, etc. The
general code categories. The Selection hardware differences to obtain maximum
Guide is included in the 3600 Sales engine durability and performance
Manual, LEKQ6141, and is available efficiency, even for various fuel types, are
from Caterpillar Dealers or through the all defined by the engine ordering code
Caterpillar Corporate Literature system.
distribution system.
Reference Material
LEKQ6141 3600 Sales Manual
LEBQ5043 3600 Attachment
Selection Guide
10
Engine Description Valves
The 3600 Engine Family is a modern, The valves seat on replaceable
highly efficient engine family consisting induction-hardened inserts. Positive
of inline 6 and 8 cylinder engines and rotators on all valves maintain a
vee engines of 12 and 16 cylinders. They uniform temperature and wear pattern
are 4 stroke non-reversible engines rated across the valve face and seat. Exhaust
at speeds from 720 to 1000 rpm and valves used in heavy fuel engines are
intended for use as main propulsion and given required special attention. By
marine auxiliary engines for ship service using a Nimonic 80A material in the
generators. They are turbocharged and valves and reducing the exhaust gas
aftercooled with a direct injection fuel temperature, vanadium induced
system using unit fuel injectors. For corrosion is significantly minimized.
specification sheet information see the Increased valve overlap, water cooling
Engine Data section of this guide. the insert seats, and applying a ceramic
coating to the valves maintains low
valve head temperature.
Cylinder Block
The cylinder block is a one piece casting Unit Fuel Injectors
of heavily ribbed, weldable, gray iron
alloy. It is cast and machined at The fuel injectors combine the pumping,
Caterpillar’s facilities. Air intake metering and injecting elements into a
plenums run the full length of the single unit mounted directly in each
engine providing even air distribution to cylinder head. This system has proven
the cylinders. Inspection covers provide ideal not only when distillate and
easy inspection and service access to marine diesel oils are used, but also on
internal engine components, such as the heavy fuel; high injection pressure and
camshaft, rod and main bearings, valve precise injection timing, even at light
train, etc. The crankcase covers are loads, assure efficient combustion.
equipped with explosion relief valves. Injection pressures of 1620 bar
The cylinder block is designed for four, (23,500 psi) completely atomizes even
six, or eight point mounting. the heaviest of fuels for more complete
combustion and accelerated engine
response. External manifolds supply fuel
Cylinder Head at low pressure from the transfer pump
The unit cylinder head is poured in to drilled passages in the cylinder head.
compacted graphite iron at Caterpillar’s High pressure lines and double wall
foundry. The material approaches the high pressure fuel injection lines are not
strength of nodular iron, yet retains the needed. A 100 micron (.004 in.) edge
heat transfer and sound damping type filter within each injector prevents
properties of gray iron. It is a four valve, contaminants from entering the injector
quiescent, uniflow port design with a during maintenance procedures. The hot
central cast port for the unit fuel injector. water surrounding the injector location
The top deck is thick to carry gas loading in the head aids in starting and stopping
while the buttressed bottom deck is on heavy fuel. Individual control racks
thinner for good heat transfer. The for each cylinder permits precise injector
replaceable valve guides are threaded to timing and minimizes fuel waste. Field
provide close tolerance with the valves calibration is eliminated and factory
and still have good lubrication control. rebuilt injectors are available for engine
All valves are fitted with positive overhaul.
rotators and seat on replaceable inserts.
Fuel connections are made on the An injector tip cooling system is used for
outside of the head with drillings to the heavy fuel operation.
unit fuel injectors. The head is retained
by four hydraulically tensioned studs.
11
Crankshaft heavy fuel. The two middle rings are
taper faced and chrome coated. The oil
The crankshaft is a continuous grain ring is chrome faced and uses a spring
flow forging, induction hardened, and expander. Cooling oil for the crown and
regrindable. Counterweights at each ring belt areas is sprayed from a
cylinder are welded to the crankshaft cylinder block mounted jet through
and ultrasonically inspected to assure passageways in the piston.
weld integrity. The crankshaft end
flanges are identical, allowing full power
to be taken from either end. A visconic Cylinder Liners
crankshaft damper is fitted outside the
engine housing at the free end of the Cylinder liners are high alloy iron
engine. castings, induction hardened on the
wearing surface, plateau honed and
water jacketed over their full length.
Connecting Rods
Connecting rods are forged, heat treated, Camshaft
and shotpeened before machining. The
special four bolt design and elimination The camshaft is segmented (one per
of bearing grooves allows for an extra cylinder) to permit easy removal and
large bearing with reduced loads, and reduce service time. Each segment is
maximum oil film thickness. These made from case hardened, unique
factors extend bearing life and improve cleanliness controlled steel and bolted
crankshaft strength and stiffness. The between two induction hardened
four bolt design also reduces bolt torque journals. Only four unique camshaft
needed to achieve proper clamping load, segments are used for the entire engine
and allows the rods to be withdrawn family: (1) inline and vee right bank,
through the liner for service. Oil hole (2) vee left bank, (3) standard overlap,
drilling in the critical rod shank area is and (4) high overlap for heavy fuel.
eliminated by the use of piston cooling Reverse rotation is accomplished by
jets. rearranging the segments.
Bearings Turbocharger
All main, rod, and camshaft bearings are High efficiency turbochargers are used,
steel backed aluminum with a lead-tin one on the inline engines and two on the
overlay copper bonded to the aluminum. vee engines. The turbochargers have
Piston cooling jets eliminate oil grooves radial flow compressors and axial flow
in the highly loaded portion of the rod turbines. They are exhaust gas driven so
bearings. that gear drives are not required. The
turbocharger, combined with good
“breathing” and efficient aftercooling,
Pistons produces a high air/fuel ratio, providing
more complete burning for maximum
Pistons have a steel crown bolted to a efficiency and improved cooling of the
light weight forged aluminum skirt for combustion chamber and valves. The
excellent strength and durability. Each turbochargers are water cooled and the
piston has four rings, two in hardened bearings are pressure lubricated with
grooves in the crown and two in the engine oil.The turbochargers are
skirt. The top compression ring is barrel mounted at the flywheel end of the
faced and plasma coated for greater engine. If a front mounted exhaust
hardness. The coating, in conjunction system is required, the engine can be
with the induction hardened liner, gives turned end for end with full power taken
excellent oil control and life even with from the front.
12
Exhaust System Lube Oil System
The 3606 and 3612 Engines use a pulse The lube oil system, standard with the
exhaust manifold system. The manifold engine, features a prelube pump and a
piping arrangement for the inline 3606 priority valve regulating oil pressure at
and each bank of the vee 3612 is the oil manifold rather than at the pump.
identical. The front and rear three This allows the engine to have
cylinders are connected to separate continuous lubrication independent of
turbine inlet housing entries. The inline pressure drop across the oil filters.
3608 and the vee 3616 Engines use
constant pressure exhaust systems. The Oil Cooler and Filters
3608 has one manifold and the 3616 has The oil cooler and filters are factory
one manifold for each bank. installed, tested and warranted, thus
avoiding mixed responsibility for piping
Dry shielding assures surface and components and significantly
temperatures meet Classification Society lowering installation costs. Duplex filters
requirements. have replaceable elements allowing
service without engine shutdown. The
primary filter is 178 micron (.007 in.),
Air Intake System while the final secondary filters are a
media type of 5 micron (.0002 in.) size.
All engines are turbocharged and
freshwater aftercooled. A variety of
air cleaners can be supplied. The
Oil Sump
The oil sump is of a light mild steel
aftercoolers are mounted in air plenums
weldment bolted to the cylinder block. A
cast directly in the cylinder blocks.
wet type sump is normally used; a dry
Depending on the application, air
type can be provided to fit specific
shutoffs may be located in the air stream
applications.
between the turbocharger and
aftercooler.
Bypass Oil Centrifuges
Bypass oil centrifuges, driven by main
engine oil pump bypass flow, can be
Gear Trains mounted on the side of the engine to
Gear trains are used at both the front remove very small, solid, micron size
and rear of the engines. particles, and in some cases can be used
to extend oil filter change periods. They
A. The rear gear group has 5 base HCR can be cleaned and serviced with the
(High Contact Ratio) spur gears. The engine running. They do not replace the
idler gear shafts are mounted to the need for separate lube oil centrifuges on
rear of the block. The entire gear train heavy fuel burning engines.
can be removed with the rear housing
in place. The vee gear train consists of
seven gears with 5 being unique. The Cooling System
inline gear train consists of 4 unique
gears. Two basic cooling system configurations
are available, single circuit and separate
B. The front gear group, identical for all circuit. Both are designed for coolant
four engines, is helical. The right idler supply temperatures of 90°C (194°F)
drives the jacket water pump and the (inlet control) to the water jacket,
sea water pump. The left idler drives 32°C (90°F) to the aftercooler and
the water pump for the oil cooler and 83°C (181°F) regulated temperature for
aftercooler. The gear train can be the oil supply to the bearings. Both
removed with the front housing in circuits include an engine mounted plate-
place. fin aftercooler suitable for corrosive (salt
air) environment. Both circuits include
two water pumps that are engine driven
13
from the front gear train and Accessory Module
connections for vent lines to the high The accessory module shown in Figure 2
points in the system. The right-hand in the Drawings section provides
pump supplies coolant to the cylinder standard locations for accessory
block, heads, and turbochargers. The mounting. The accessories are factory
left-hand pump supplies coolant to the premounted on the module, with the
aftercooler and oil cooler. An optional complete module installed in one piece.
front gear train driven raw water pump This concept reduces installation time
for use with a remote heat exchanger is and cost. On diesel generator set
also available. Weld flanges are provided applications the module will be floor
at all customer connection points. mounted. It is used to mount the
expansion tank, heat exchangers,
Single Circuit instrument panel, engine controls,
Single Circuit is typically used with a annunciator panel, alarm contactors,
single heat exchanger and also with shutdown contactors and fuel strainers.
heavy fuel applications. The cylinder On diesel generator set applications it is
block/head/turbocharger cooling circuit compatible with the 450 mm (17.72 in.)
is in series with the aftercooler/oil cooler engine mounting feet dimension;
circuit. It requires two main connections connection lines to the accessories can be
to the engine and includes 90°C (194°F) factory installed. Custom accessories can
jacket water and 83°C (181°F) also be mounted on the accessory
lubricating oil temperature regulators module on a space available basis.
and two external circuit connections.
The single circuit uses an external Normally, the accessory module is
circuit temperature regulator and one mounted on the floor foundation
external heat exchanger. directly in front of the engine. Flexible
connections must be provided for the
Separate Circuit lines connecting the engine and the
Separate Circuit is typically used for auxiliaries located on the separately
applications requiring small heat mounted module.
exchangers and/or heat recovery
systems. The cylinder block/head/ When the module is mounted to other
turbocharger cooling circuit is separate structures, and particularly when the
from the aftercooler/oil cooler circuit, engine is resiliently mounted,
and requires four main connections to connections with increased flexibility
the engine. This circuit includes a may be necessary to accommodate
lubrication oil temperature regulator engine motion. Flexible connections are
and external connections for both provided by Caterpillar for the lines
circuits. It requires a 90°C (194°F) and a connecting the engine and the accessory
32°C (90°F) external circuit temperature module. Temperature contactors are
regulator and two external heat available with 8 meter capillary tubes if
exchangers. the accessory module is to be remotely
mounted. All other connections require
custom modification to accommodate
Water Pumps remote locations of the module.
Water pumps are gear driven and
located at the front of the engine. A
special housing and impeller allow
reverse rotation without changing the
pumps. A gear driven raw water pump
is also available to provide sea water to
the heat exchanger.
14
Auxiliary Pumps Engine Testing
The oil and water pumps are gear driven Standard dynamometer production
and located at the front of the engine. A testing of 3600 Engines includes a
special housing and impeller allow comprehensive analysis of all engine
reverse rotation without changing the systems. The following are standard
water pumps. A gear driven sea (raw) points monitored during the test:
water pump is available to supply
cooling water to the fresh water heat Engine Speed
exchanger. Observed Power
Observed Torque
Observed Fuel Rate
Fuel Transfer Pump Corrected Torque
Corrected Power
Engines built for distillate fuel or Corrected Fuel Rate
marine diesel oils are equipped with an Corrected Specific Fuel Consumption
engine driven gear type transfer pump. Full Load Correction Factor
For high viscosity fuels, an off engine Full Load Static Fuel Setting
mounted electrically driven pump is High Idle Engine Speed
used to circulate fuel prior to engine High Idle Stability
start up. Low Idle Engine Speed
Low Idle Stability
Torque Check Speed
Coupling Inlet Air Pressure
Marine torsional couplings are normally Dry Barometric Pressure
specified by the customer. They are Dew Point
available from Caterpillar. The selection Ambient Air Temperature
for each marine application is dependent Inlet Air Temperature
upon the Torsional Vibration Analysis. Compressor Air Outlet Temperature
Customer specified couplings require Inlet Air Manifold Temperature
Caterpillar approval. Adjusted Boost Pressure
Oil Pressure
Oil Pressure at Low Idle
Bearing Oil Temperature
Crankshaft Damper Fuel Pressure
Visconic crankshaft dampers are Supply Fuel Pressure
mounted outside the engine housing for Fuel Temperature
optimum cooling and accessibility. Return Fuel Temperature
Bolted covers and replaceable nylon Fuel Density
bearings permit rebuilding in the field. Jacket Water Inlet Temperature
Jacket Water Outlet Temperature
Delta T Jacket Water
Flywheel AC/OC Inlet Water Temperature
AC/OC Outlet Water Temperature
The flywheel is mounted at the rear of Delta T AC/OC Water
the engine and includes a ring gear for Exhaust Manifold Temperature
starting or barring. The high inertia Exhaust Stack Temperature
flywheel is usually used for marine
propulsion applications to permit the use
of a single element flexible coupling.
15
Depending on customer requirements, Marine Classification
a variety of other engine tests are
available including the following:
Society Certification
Caterpillar has approvals for 3600
engines from the major marine
Marine Limit Line Test provides fuel
Classification Societies listed below:
rate, turbocharger boost pressure,
specific fuel consumption, exhaust
Approvals Type Works
manifold gas temperature, turbocharger
speed and fuel rack position at the American Bureau of
Shipping (United States) x x
engine’s advertised rating limit line.
Data is provided at 50 or Lloyd’s Register of Shipping
(Great Britain) x x
100 rpm increments from rated speed to
400 rpm. The test is intended for Bureau Veritas (France) x x
controllable pitch propeller applications. Det Norske Veritas
(Norway) x x
Propeller Demand Curve Test Germanischer Lloyd
(Germany) x x
provides fuel rate, turbocharger boost
Nippon Kaiji Kyokai
pressure, specific fuel consumption, (Japan) x x
exhaust manifold gas temperature, Registro Italiano Navale
turbocharger speed and fuel rack (Italy) x x
position at the engine’s advertised fixed USSR Register of Shipping
pitch propeller demand curve. Data is (Soviet Union) x x
provided at 50 or 100 rpm increments Canadian Coast Guard
from rated speed to 400 rpm. (formerly CBSI) x
Zhong Chuan
Overload Test provides fuel rate, (China) —3606 & 3608 only x
turbocharger boost pressure, specific fuel
consumption and fuel rack position at a Certifications from other Societies are
customer specified temporarily increased available on request.
power setting (overload). The engine fuel
rack stop is reset to the proper power
level upon test completion.
A full description of standard available
tests is found in the Selection Guide,
LEBQ5043-01.
16
Torsional Vibration 5. Identification of all couplings by
make and model along with rotating
Analysis inertia (WR 2) and torsional rigidity
To ensure the compatibility of an engine values.
and driven equipment, a theoretical 6. Rotating inertia (WR 2) or principal
torsional vibration analysis is required. dimensions of each rotating mass and
Disregarding the compatibility of the the location of the mass on the
engine and driven equipment can attached shaft.
result in extensive and costly damage to
drive train components. 7. Weight or principal dimensions of
driven reciprocating mass.
Conducted during the design stage of a
project, the torsional analysis can avoid 8. Torsional rigidity and minimum shaft
torsional vibration problems through diameter or detailed dimensions of all
modification of driven equipment shafts, shafting in the driven system,
masses or couplings. The torsional report whether separately mounted or
will show natural frequencies, significant installed in a housing.
resonant speeds, relative amplitudes and 9. The number of propeller blades in
a determination of stress levels, and the addition to the rotating inertia
approximate nodal locations in the mass (WR 2) in water.
elastic system for each significant
natural frequency. 10. The ratio of the speed reducer or
increaser. The rotating inertia
The following technical data is required (WR 2) and rigidity submitted for a
to perform a torsional analysis: speed reducer or increaser should
state whether or not they have been
1. Is the application a variable or a adjusted by the speed ratio squared.
constant speed operation? If
variable, what is the operating speed Since compatibility of the installation is
range? the customer’s responsibility, it is also
his responsibility to obtain the
2. Load curve on installations for theoretical Torsional Vibration Analysis.
applications using load dependent Data on mass elastic systems of items
variable stiffness couplings. furnished by Caterpillar is shown in the
following tables. Damper selection for
3. Horsepower requirements of each set
marine propulsion engines is shown in
of equipment is required when
Figure 3. Always consult TMI for current
driving equipment from both ends of
data. The customer can calculate
the engine. Are front and rear
theoretical torsional vibration analysis or
loading occurring simultaneously?
hire Caterpillar Inc. to complete the
4. A general sketch of the complete analysis. A 3600 Torsional Vibration
system showing the relative location Analysis Request form is provided as a
of each piece of equipment and type guide to the type of information required
of connection. to complete the analysis (see Figure 4).
17
Marine Propulsion Damper Criteria Marine Auxiliary Damper Criteria
rpm 3606 3608 3612 3616 rpm 3606 3608 3612 3616
750 A1 A2 B3 720 A1 A2 B1 B3
800 A1 A2 C2 B3 750 A1 A2 B1 B3
900 A1 C1 C2 B3 900 A1 C1 C2 A3
1000 A1 C1 C2 B3 1000 A1 C1 C2 A3
Damper Data A1 A2 A3 B1 B2 B3 C1 C2
Lumped mass J* 6.1 6.1 6.1 23.1 23.1 23.1 26.2 26.2
Speed-rpm N-m-sec
Torsional
Damper Data Calculation
Engine 900
A
1000
B C D E
Engine
F G per radian
H I
Values
Lumped mass
3606 J*
1:152 6.56
1:188 6.56 29.29 46.15 3606
22.82 26.29 22.82 22.82
384 6.56
Reciprocating
3608 Mass
1:145 per Cylinder
1:179 = 3608 441
Separated
68.36
3612 kg Damper
1:254 Data 1:314 3612 531
Rotating Mass
3616Damper per Cylinder
Housing
1:450 J* 3.64= 39.61
1:556 3.64 kg
11.69 17.25 3616
8.37 11.69 8.37 8.37
531 3.64
Connecting Rod Length
Damper Flywheel J* 5.84 5.84 29.20 57.80 28.90 29.20 28.90 28.90 5.84
(between pin centers)
Damper Constant C = 600 mm
1243 1000 14123 Note: The
22500 5100damping values7500
7000 6600 for the1500
inline
Damper Rigidity K 0.73 0.41 4.52 engines1.80
6.50 are for2.85
each 1.60
cylinder; the 3612
1.48 0.60
Cyclic Irregularity and 3616 damping values are for a pair
The calculated cyclic irregularities for of cylinders since the vee engines have
3600 are: two cylinders on each crankshaft throw.
18
Torsional Vibration Data - Model 3606
Front Driven Equipment Visconic Damper _ See page 18
19
Torsional Vibration Data - Model 3612
Front Driven Equipment Visconic Damper _ See page 18
20
3600 Torsional Vibration Analysis Request
Project Number ___________________________________________________
Project/Customer Name ___________________________________________________
Dealer Name ___________________________________________________
The information on this form is to be used for a specific request for a torsional vibration
analysis on the above 3600 Diesel Engine application. Please provide a timely verbal
response followed by a written report to the responsible project engineer. The following
information describes the major components and performance data for this application:
Engine Model and Rating:
E29 ________ (36 ________); ________ kW (________ bhp)
Low Idle rpm ________ Rated Speed rpm ________
Engine Regulation: Isochronous (Y/N) ________, or Percent Droop ________ %
Application Specifics:_____________________________________________________
________________________________________________________________________
________________________________________________________________________
(quantity engines -- custom base -- front driven equipment, etc.)
Figure 4
21
Engine Preservation and vapor corrosion inhibitor (VCI) in all
internal compartments and glycol
Packaging solution in the cooling system. The
The Caterpillar factory has four shipper must provide tarpaulin
standard levels of engine preservation coverage during transportation to
and shipment protection. prevent the plastic from being
destroyed.
• Plastic Shrink Wrap Protection
• Export Boxing – Protects engine and
provides approximately one year of
accessories from functional
external protection from moisture,
deterioration for a minimum of one
sun and wind under storage
year under outside storage
conditions. If the engine is to be
conditions. Includes standard
stored for longer periods of time,
protective measures plus vapor
consider specifying Storage
corrosion inhibitor in all internal
Preservation as described below.
compartments, and a glycol solution
• Tarpaulin and Plastic Shrink Wrap – in the cooling system. The exterior
Same as previous point above except box provides protection against
this package includes a factory mechanical damage during shipment
supplied tarpaulin on the engine, and storage. All marine engines are
which remains on the engine after placed upon wooden skids prior to
arrival. shipment. All ship loose parts
are prepainted, oiled and placed in
• Storage Preservation – Protects the VCI paper lined boxes, with desiccant
engine and accessories from packages placed in the box. On
functional deterioration for a arrival, open all boxes and review their
minimum of one year under outside contents against the packing list. The
storage conditions. It includes parts should then be repackaged and
standard protective measures plus preserved for protection.
22
Shipbuilder's • See ISO 10816-6 and ISO 6954.
Typically, vibratory velocities under
Responsibility 10 mm/s with no structural resonances
Unless otherwise specified, the engine are required.
buyer shall be responsible for the
following: • Ensure all lube oil piping, fuel oil
piping, exhaust piping and intake air
• Provide electrical wiring and the ducting are free of rust, scale, weld
necessary piping to the engine, i.e., spatter and foreign material prior to
exhaust piping, fuel oil piping to and startup of the engines.
from the engine, air piping to the
starting motor(s), air filter • Provide all labor, equipment and
ducting/piping, crankcase fumes hardware to install the equipment.
disposal ducting, etc. • Provide all coolants, water treatment
All of the above noted chemicals (if used), lubricating oil,
interconnections need to be designed and fuel oils necessary to operate the
in such a way so as to comply with engine.
acceptable vibratory levels of
excitation throughout the entire • Warehouse and protect engines,
range of engine operation. No accessories and miscellaneous ship-
primary resonances in the interface loose equipment until their
hardware are acceptable. See ISO installation. Caterpillar engines are
4868 and 4867. protected against corrosion for inside
dry storage for a period up to six
• Furnish and install standby pumps as months. Provisions for additional
required by Classification Societies. storage periods are available from the
factory.
• Furnish accurate data for a torsional
vibration analysis.
23
Customer Application Information
Customer:____________________________ Address: __________________________________
Builder: ______________________________________________________________________
2. Propulsion controls:
Manufacturer: ________________________________________________________________
24
J6
J4 J5
k4
J1
J3
J2
k1 d1 k2
Figure 5
25
®
LEKM8461 8-98
®
Engine Data
Dimensions and Weights
Center of Gravity
Technical Data
Noise
Vibration
Dimensions and Weights included in the Drawings section of this
guide. Marine auxiliary dimensions,
The dimensions and weights of 3600 weights and outline drawings are
Marine Propulsion Engines are shown included in the Technical Data section of
below. Engine outline drawings are the EPG A&I guide (LEKX6559).
G
H H G
F
F
D
D
J B C E J B C E
I A L L
I A
K
K
In-Line Vee
Dimensions
A B C D E F1 F2 G H I J K L w
3606 In-Line
mm 3261 265 2050 841 1120 405 450 2035 1785 727 360 3988 1748 kg 15,680
in 128.39 10.43 80.71 33.11 44.09 15.95 17.72 80.12 70.28 28.62 14.17 157.01 68.82 lb 34,500
3608 In-Line
mm 4081 265 2870 841 1120 405 450 2035 1785 727 360 4808 1748 kg 19,000
in 160.67 10.43 112.99 33.11 44.09 15.95 17.72 80.12 70.28 28.62 14.17 189.29 68.82 lb 41,800
3612 VEE
mm 3657 300 2300 976 1120 405 450 1850 2255 905 360 4562 1714 kg 25,740
in 143.98 11.81 90.55 38.43 44.09 15.95 17.72 72.84 88.78 35.63 14.17 179.61 67.48 lb 56,630
3616 VEE
mm 4577 300 3220 976 1120 405 450 1850 2255 905 360 5482 1714 kg 30,750
in 180.2 11.81 126.77 38.43 44.09 15.95 17.72 72.84 88.78 35.63 14.17 215.83 67.48 lb 67,650
5
Center of Gravity
Center of gravity locations apply to dry runable engines:
Transverse
Distance From Vertical Distance Distance from
Cylinder Block Above Crankshaft Crankshaft
Model Rear Face Centerline Centerline
3606 1290 mm 350 mm On Crank Center
50.8 in. 13.8 in.
3608 1700 mm 350 mm On Crank Center
66.9 in. 13.8 in.
3612 1411 mm 380 mm On Crank Center
55.6 in. 14.9 in.
3616 1858 mm 380 mm On Crank Center
73.1 in. 14.9 in.
Technical Data
Distillate Fuel Heavy Fuel
Pages 7 through 23 are Marine Pages 24 through 43 are Marine
Propulsion technical data sheets for Propulsion technical data sheets for
distillate fuel engines. The data is given heavy fuel engines. See the Engine
at 750, 800, 900, and 1000 rpm. Performance section of this guide for a
Technical data for distillate fuel Marine complete description of ratings and
Auxiliary generator sets is in the 3600 limitations.
EPG A&I guide (LEKX6559). See the
Engine Performance section of this guide
for a complete description of ratings and
limitations.
6
TECHNICAL DATA Engine: 3606 In-Line
Rating: CSR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
General Data
Engine Output1 bkW (bhp) 1490 (2000) 1560 (2090) 1730 (2320) 1850 (2480)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 13:1 13:1 13:1 13:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 2152 (312) 2111 (306) 2081 (302) 2003 (291)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.0 (26.2) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-5-3-6-2-4 1-5-3-6-2-4
Firing Order - CW 1-4-2-6-3-5 1-4-2-6-3-5
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 31.5 (8.3) 33.6 (8.85) 38 (10) 41.5 (11)
Flow Rate, return Lpm (gpm) 24.5 (6.5) 26.2 (6.9) 30 (7.9) 32.4 (8.6)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 191.7 (.315) 191.8 (.315) 195.5 (.321) 198.6 (.326)
7
TECHNICAL DATA Engine: 3606 In-Line
Rating: CSR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
Cooling Water System - Block Cooling
Inlet Temperature, nominal °C (°F) 90 (194) 90 (194) 90 (194) 90 (194)
Inlet Temperature, maximum °C (°F) 95 (203) 95 (203) 95 (203) 95 (203)
Inlet Temperature, minimum °C (°F) 83 (181) 83 (181) 83 (181) 83 (181)
Outlet Temp., before Regulator, maximum °C (°F) 99 (210) 99 (210) 99 (210) 99 (210)
Pump Rise (Delta P) @ 90°C (194°) kPa (psi) 170 (24.3) 190 (27.1) 240 (34.3) 295 (42.1)
Pump capacity Lpm (gpm) 1095 (289) 1168 (308.5) 1315 (347) 1460 (386)
Pump Inlet Pressure, minimum3 kPa (psi) 30 (4.3) 30 (4.3) 30 (4.3) 30 (4.3)
Outlet Temperature, alarm °C (°F) 100 (212) 100 (212) 100 (212) 100 (212)
Outlet Temperature, stop °C (°F) 104 (219) 104 (219) 104 (219) 104 (219)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is
not recoverable in diesel engine applications.
3Separate circuit
8
TECHNICAL DATA Engine: 3606 In-Line
Rating: MCR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
General Data
Engine Output1 bkW (bhp) 1640 (2200) 1720 (2310) 1900 (2550) 2030 (2720)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 13:1 13:1 13:1 13:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 2368 (343) 2328 (338) 2286 (332) 2198 (319)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.0 (26.2) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-5-3-6-2-4 1-5-3-6-2-4
Firing Order - CW 1-4-2-6-3-5 1-4-2-6-3-5
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 31.5 (8.3) 33.6 (8.85) 38 (10) 41.5 (11)
Flow Rate, return Lpm (gpm) 22.1 (5.8) 23.6 (6.2) 27 (7.1) 29.2 (7.7)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 190.8 (.314) 193.2 (.318) 195.3 (.321) 199.8 (.328)
9
TECHNICAL DATA Engine: 3606 In-Line*
Rating: MCR
Fuel: MDO
Engine Speed Ratings
Units 1000
General Data
Engine Output1 bkW (bhp) 2030 (2720)
Cylinder Bore mm (in) 280 (11.0)
Stroke mm (in) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127)
Compression Ratio 13:1
Firing Pressure, maximum kPa (psi) 16200 (2350)
BMEP kPa (psi) 2198 (319)
Mean Piston Speed m/s (f/s) 10.0 (32.8)
Idle Speed rpm rpm 350
Crash Reversal Speed, minimum rpm rpm 300
Firing Order - CCW 1-5-3-6-2-4
Firing Order - CW 1-4-2-6-3-5
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 41.5 (11)
Flow Rate, return Lpm (gpm) 29.2 (7.7)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 200.8 (.330)
10
TECHNICAL DATA Engine: 3606 In-Line
Rating: MCR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
Cooling Water System - Block Cooling
Inlet Temperature, nominal °C (°F) 90 (194) 90 (194) 90 (194) 90 (194)
Inlet Temperature, maximum °C (°F) 95 (203) 95 (203) 95 (203) 95 (203)
Inlet Temperature, minimum °C (°F) 83 (181) 83 (181) 83 (181) 83 (181)
Outlet Temp., before Regulator, maximum °C (°F) 99 (210) 99 (210) 99 (210) 99 (210)
Pump Rise (Delta P) @ 90°C (194°) kPa (psi) 170 (24.3) 190 (27.1) 240 (34.3) 295 (42.1)
Pump capacity Lpm (gpm) 1095 (289) 1168 (308.5) 1315 (347) 1460 (386)
Pump Inlet Pressure, minimum3 kPa (psi) 30 (4.3) 30 (4.3) 30 (4.3) 30 (4.3)
Outlet Temperature, alarm °C (°F) 100 (212) 100 (212) 100 (212) 100 (212)
Outlet Temperature, stop °C (°F) 104 (219) 104 (219) 104 (219) 104 (219)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is
not recoverable in diesel engine applications.
3Separate circuit
11
TECHNICAL DATA Engine: 3608 In-Line
Rating: CSR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
General Data
Engine Output1 bkW (bhp) 1980 (2660) 2080 (2790) 2300 (3080) 2460 (3300)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 13:1 13:1 13:1 13:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 2144 (311) 2111 (306) 2075 (301) 1998 (290)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.0 (26.2) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-6-2-5-8-3-7-4 1-6-2-5-8-3-7-4
Firing Order - CW 1-4-7-3-8-5-2-6 1-4-7-3-8-5-2-6
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 31.5 (8.3) 33.8 (8.9) 38 (10) 41.5 (11)
Flow Rate, return Lpm (gpm) 22.6 (6) 24.5 (6.5) 27.6 (7.3) 30 (7.9)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 187.3 (.308) 188.7 (.310) 196.1 (.322) 197.6 (.325)
12
TECHNICAL DATA Engine: 3608 In-Line
Rating: CSR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
Cooling Water System - Block Cooling
Inlet Temperature, nominal °C (°F) 90 (194) 90 (194) 90 (194) 90 (194)
Inlet Temperature, maximum °C (°F) 95 (203) 95 (203) 95 (203) 95 (203)
Inlet Temperature, minimum °C (°F) 83 (181) 83 (181) 83 (181) 83 (181)
Outlet Temp., before Regulator, maximum °C (°F) 99 (210) 99 (210) 99 (210) 99 (210)
Pump Rise (Delta P) @ 90°C (194°) kPa (psi) 170 (24.3) 190 (27.1) 240 (34.3) 295 (42.1)
Pump capacity Lpm (gpm) 1095 (289) 1168 (308.5) 1315 (347) 1460 (386)
Pump Inlet Pressure, minimum3 kPa (psi) 30 (4.3) 30 (4.3) 30 (4.3) 30 (4.3)
Outlet Temperature, alarm °C (°F) 100 (212) 100 (212) 100 (212) 100 (212)
Outlet Temperature, stop °C (°F) 104 (219) 104 (219) 104 (219) 104 (219)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV. The fuel
HHV includes the latent heat of vaporization of water in the exhaust gas which is not recoverable in
diesel engine applications.
3Separate circuit
13
TECHNICAL DATA Engine: 3608 In-Line
Rating: MCR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
General Data
Engine Output1 bkW (bhp) 2180 (2920) 2290 (3070) 2530 (3390) 2710 (3630)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 13:1 13:1 13:1 13:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 2360 (342) 2324 (337) 2283 (331) 2201 (319(
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.0 (26.2) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-6-2-5-8-3-7-4 1-6-2-5-8-3-7-4
Firing Order - CW 1-4-7-3-8-5-2-6 1-4-7-3-8-5-2-6
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 31.5 (8.3) 33.8 (8.9) 38 (10) 41.5 (11)
Flow Rate, return Lpm (gpm) 20.3 (5.4) 22.1 (5.8) 24.5 (6.5) 27 (7.1)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 188.2 (.309) 190 (.312) 197.5 (.325) 198.3 (.326)
14
TECHNICAL DATA Engine: 3608 In-Line
Rating: MCR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
Cooling Water System - Block Cooling
Inlet Temperature, nominal °C (°F) 90 (194) 90 (194) 90 (194) 90 (194)
Inlet Temperature, maximum °C (°F) 95 (203) 95 (203) 95 (203) 95 (203)
Inlet Temperature, minimum °C (°F) 83 (181) 83 (181) 83 (181) 83 (181)
Outlet Temp., before Regulator, maximum °C (°F) 99 (210) 99 (210) 99 (210) 99 (210)
Pump Rise (Delta P) @ 90°C (194°) kPa (psi) 170 (24.3) 190 (27.1) 240 (34.3) 295 (42.1)
Pump capacity Lpm (gpm) 1095 (289) 1168 (308.5) 1315 (347) 1460 (386)
Pump Inlet Pressure, minimum3 kPa (psi) 30 (4.3) 30 (4.3) 30 (4.3) 30 (4.3)
Outlet Temperature, alarm °C (°F) 100 (212) 100 (212) 100 (212) 100 (212)
Outlet Temperature, stop °C (°F) 104 (219) 104 (219) 104 (219) 104 (219)
1
Performance based on SAE J1995 and ISO 3046/1 standard conditions
of 100 kPa (29.61 in-Hg) and 25°C (77°F). BSFC values are shown
with a Caterpillar tolerance of ±6 g/kW-hr (.010 lbs/hp-hr). For an ISO
fuel consumption, subtract 4 g/kW-hr (.007 lbs/hp-hr) from the values shown.
This takes into account the ±5% tolerance allowed by ISO. BSFC values
are based on an LHV of 42780 kJ/kg (18390 Btu/lb.)
2
Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is not
recoverable in diesel engine applications.
3
Separate circuit
4
Measured at starter inlet
15
TECHNICAL DATA Engine: 3612 Vee
Rating: CSR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
General Data
Engine Output1 bkW (bhp) 2980 (4000) 3120 (4180) 3460 (4640) 3700 (4960)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 13:1 13:1 13:1 13:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 2152 (312) 2111 (306) 2081 (302) 2003 (291)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.0 (26.2) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-12-9-4-5-8-11-2-3-10-7-6 1-12-9-4-5-8-11-2-3-10-7-6
Firing Order - CW 1-6-7-10-3-2-11-8-5-4-9-12 1-6-7-10-3-2-11-8-5-4-9-12
Combustion Air System cmm (cfm) 290.4 (10255) 321.7 (11361) 328.6 (11604) 362.8 (12812)
Flow of air @ 100% load °C (°F) 45 (113) 45 (113) 45 (113) 45 (113)
Air Temperature @ Air Cleaner, maximum °C (°F) 52.9 (127) 51 (124) 52.9 (127) 53.5 (128)
Air Temperature after Aftercooler °C (°F) 75 (167) 75 (167) 75 (167) 75 (167)
Air Temperature after Aftercooler, alarm kPa (psi) 190 (27.6) 233 (33.8) 226 (32.8) 219 (31.8)
Intake Manifold Pressure @ 100% load
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 61.2 (16.2) 68.8 (18.1) 72 (19) 78.5 (20.7)
Flow Rate, return Lpm (gpm) 47.3 (12.5) 53.2 (14) 55.4 (14.6) 60.1 (15.9)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 189.8 (.312) 191.4 (.315) 194.5 (.320) 196.5 (.323)
16
TECHNICAL DATA Engine: 3612 Vee
Rating: CSR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
Cooling Water System - Block Cooling
Inlet Temperature, nominal °C (°F) 90 (194) 90 (194) 90 (194) 90 (194)
Inlet Temperature, maximum °C (°F) 95 (203) 95 (203) 95 (203) 95 (203)
Inlet Temperature, minimum °C (°F) 83 (181) 83 (181) 83 (181) 83 (181)
Outlet Temp., before Regulator, maximum °C (°F) 99 (210) 99 (210) 99 (210) 99 (210)
Pump Rise (Delta P) @ 90°C (194°) kPa (psi) 170 (24.3) 190 (27.1) 240 (34.3) 295 (41.4)
Pump capacity Lpm (gpm) 2190 (579) 2338 (618) 2630 (695) 2920 (771)
Pump Inlet Pressure, minimum3 kPa (psi) 30 (4.3) 30 (4.3) 30 (4.3) 30 (4.3)
Outlet Temperature, alarm °C (°F) 100 (212) 100 (212) 100 (212) 100 (212)
Outlet Temperature, stop °C (°F) 104 (219) 104 (219) 104 (219) 104 (219)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is
not recoverable in diesel engine applications.
3Separate circuit
17
TECHNICAL DATA Engine: 3612 Vee
Rating: MCR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
General Data
Engine Output1 bkW (bhp) 3280 (4400) 3440 (4610) 3800 (5100) 4060 (5440)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 13:1 13:1 13:1 13:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 2368 (343) 2328 (338) 2286 (332) 2198 (319)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.0 (26.2) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-12-9-4-5-8-11-2-3-10-7-6 1-12-9-4-5-8-11-2-3-10-7-6
Firing Order - CW 1-6-7-10-3-2-11-8-5-4-9-12 1-6-7-10-3-2-11-8-5-4-9-12
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 61.2 (16.2) 68.8 (18.1) 72 (19) 78.5 (20.7)
Flow Rate, return Lpm (gpm) 42.6 (11.3) 47.9 (12.7) 49.9 (13.2) 54.1 (14.3)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 188.9 (.311) 192.8 (.317) 194.3 (.319) 196.8 (.324)
18
TECHNICAL DATA Engine: 3612 Vee
Rating: MCR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
Cooling Water System - Block Cooling
Inlet Temperature, nominal °C (°F) 90 (194) 90 (194) 90 (194) 90 (194)
Inlet Temperature, maximum °C (°F) 95 (203) 95 (203) 95 (203) 95 (203)
Inlet Temperature, minimum °C (°F) 83 (181) 83 (181) 83 (181) 83 (181)
Outlet Temp., before Regulator, maximum °C (°F) 99 (210) 99 (210) 99 (210) 99 (210)
Pump Rise (Delta P) @ 90°C (194°) kPa (psi) 170 (24.3) 190 (27.1) 240 (34.3) 295 (41.4)
Pump capacity Lpm (gpm) 2190 (579) 2338 (618) 2630 (695) 2920 (771)
Pump Inlet Pressure, minimum3 kPa (psi) 30 (4.3) 30 (4.3) 30 (4.3) 30 (4.3)
Outlet Temperature, alarm °C (°F) 100 (212) 100 (212) 100 (212) 100 (212)
Outlet Temperature, stop °C (°F) 104 (219) 104 (219) 104 (219) 104 (219)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is
not recoverable in diesel engine applications.
3Separate circuit
19
TECHNICAL DATA Engine: 3616 Vee
Rating: CSR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
General Data
Engine Output1 bkW (bhp) 3960 (5310) 4160 (5580) 4600 (6170) 4920 (6600)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 13:1 13:1 13:1 13:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 2144 (311) 2111 (306) 2075 (301) 1998 (290)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.0 (26.2) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-2-5-6-3-4-9-10-15-16-11-12-13-14-7-8 1-2-5-6-3-4-9-10-15-16-11-12-13-14-7-8
Firing Order - CW 1-8-7-14-13-12-11-16-15-10-9-4-3-6-5-2 1-8-7-14-13-12-11-16-15-10-9-4-3-6-5-2
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 61.2 (16.2) 68.8 (18.1) 72 (19) 78.5 (20.7)
Flow Rate, return Lpm (gpm) 43.2 (11.4) 48.6 (12.8) 51.1 (13.5) 55.2 (14.6)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 191.8 (.315) 197.4 (.325) 199.8 (.328) 198.2 (.326)
20
TECHNICAL DATA Engine: 3616 Vee
Rating: CSR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
Cooling Water System - Block Cooling
Inlet Temperature, nominal °C (°F) 90 (194) 90 (194) 90 (194) 90 (194)
Inlet Temperature, maximum °C (°F) 95 (203) 95 (203) 95 (203) 95 (203)
Inlet Temperature, minimum °C (°F) 83 (181) 83 (181) 83 (181) 83 (181)
Outlet Temp., before Regulator, maximum °C (°F) 99 (210) 99 (210) 99 (210) 99 (210)
Pump Rise (Delta P) @ 90°C (194°) kPa (psi) 170 (24.3) 190 (27.1) 240 (34.3) 295 (41.4)
Pump capacity Lpm (gpm) 2190 (579) 2338 (618) 2630 (695) 2920 (771)
Pump Inlet Pressure, minimum3 kPa (psi) 30 (4.3) 30 (4.3) 30 (4.3) 30 (4.3)
Outlet Temperature, alarm °C (°F) 100 (212) 100 (212) 100 (212) 100 (212)
Outlet Temperature, stop °C (°F) 104 (219) 104 (219) 104 (219) 104 (219)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is
not recoverable in diesel engine applications.
3Separate circuit
5All3616 engines come equipped with a High Performance Aftercooler (HPAC) to reduce
the air inlet manifold temperature.
21
TECHNICAL DATA Engine: 3616 Vee
Rating: MCR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
General Data
Engine Output1 bkW (bhp) 4360 (5850) 4580 (6140) 5060 (6790) 5420 (7270)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 13:1 13:1 13:1 13:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 2360 (342) 2324 (337) 2283 (331) 2201 (319)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.0 (26.2) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-2-5-6-3-4-9-10-15-16-11-12-13-14-7-8 1-2-5-6-3-4-9-10-15-16-11-12-13-14-7-8
Firing Order - CW 1-8-7-14-13-12-11-16-15-10-9-4-3-6-5-2 1-8-7-14-13-12-11-16-15-10-9-4-3-6-5-2
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 61.2 (16.2) 68.8 (18.1) 72 (19) 78.5 (20.7)
Flow Rate, return Lpm (gpm) 38.9 (10.3) 43.7 (11.5) 46 (12.2) 49.7 (13.1)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 192.6 (.317) 198.8 (.327) 200.4 (.329) 198.9 (.327)
22
TECHNICAL DATA Engine: 3616 Vee
Rating: MCR
Fuel: MDO
Engine Speed Ratings
Units 750 800 900 1000
Cooling Water System - Block Cooling
Inlet Temperature, nominal °C (°F) 90 (194) 90 (194) 90 (194) 90 (194)
Inlet Temperature, maximum °C (°F) 95 (203) 95 (203) 95 (203) 95 (203)
Inlet Temperature, minimum °C (°F) 83 (181) 83 (181) 83 (181) 83 (181)
Outlet Temp., before Regulator, maximum °C (°F) 99 (210) 99 (210) 99 (210) 99 (210)
Pump Rise (Delta P) @ 90°C (194°) kPa (psi) 170 (24.3) 190 (27.1) 240 (34.3) 295 (41.4)
Pump capacity Lpm (gpm) 2190 (579) 2338 (618) 2630 (695) 2920 (771)
Pump Inlet Pressure, minimum3 kPa (psi) 30 (4.3) 30 (4.3) 30 (4.3) 30 (4.3)
Outlet Temperature, alarm °C (°F) 100 (212) 100 (212) 100 (212) 100 (212)
Outlet Temperature, stop °C (°F) 104 (219) 104 (219) 104 (219) 104 (219)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is
not recoverable in diesel engine applications.
3Separate circuit
5All3616 engines come equipped with a High Performance Aftercooler (HPAC) to reduce
the air inlet manifold temperature.
23
TECHNICAL DATA Engine: 3606 In-Line
Rating: CSR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
General Data
Engine Output1 bkW (bhp) 1350 (1810) 1355 (1820) 1570 (2110) 1680 (2260)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 12.4:1 12.4:1 12.4:1 12.4:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 1949 (283) 1778 (258) 1889 (274) 1819 (264)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.25 (27.1) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-5-3-6-2-4 1-5-3-6-2-4
Firing Order - CW 1-4-2-6-3-5 1-4-2-6-3-5
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 15.2 (4.0) 15.5 (4.1) 18 (4.8) 19.4 (5.1)
Flow Rate, return Lpm (gpm) 10.2 (2.7) 10.4 (2.8) 12.1 (3.2) 12.9 (3.4)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 202 (.332) 204 (.336) 203 (.334) 208 (.342)
Unit Injector Tip Cooling System3 °C (°F) 50-65 (122-149) 50-65 (122-149) 50-65 (122-149) 50-65 (122-149)
Coolant Temp. Before Engine, nominal °C (°F) 56-71 (133-160) 56-71 (133-160) 56-71 (133-160) 56-71 (133-160)
Coolant Temp. After Engine, nominal kW (Btu/min.) 1.0 (57) 1.0 (57) 1.0 (57) 1.0 (57)
Heat rejection/Unit injector Lpm (gpm) 36 (9.5) 36 (9.5) 36 (9.5) 36 (9.5)
Coolant Flow (SAE 10W oil) kPa (psi) 260 (38) 260 (38) 260 (38) 260 (38)
Coolant Pressure Low, alarm
24
TECHNICAL DATA Engine: 3606 In-Line
Rating: CSR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
Lubricating Oil System
Manifold Pressure, minimum kPa (psi) 380 (55) 380 (55) 380 (55) 380 (55)
Manifold Pressure, alarm (650-1000 rpm) kPa (psi) 320 (46) 320 (46) 320 (46) 320 (46)
Manifold Pressure, alarm (0-650 rpm) kPa (psi) 120 (17) 120 (17) 120 (17) 120 (17)
Manifold Pressure, stop (650-1000 rpm) kPa (psi) 260 (38) 260 (38) 260 (38) 260 (38)
Manifold Pressure, stop (0-650 rpm) kPa (psi) 105 (15) 105 (15) 105 (15) 105 (15)
Manifold Temperature, alarm °C (°F) 92 (198) 92 (198) 92 (198) 92 (198)
Manifold Temperature, stop °C (°F) 98 (208) 98 (208) 98 (208) 98 (208)
Manifold Temperature, nominal °C (°F) 85 (185) 85 (185) 85 (1985) 85 (185)
Prelube Pump Capacity - intermittent Lpm (gpm) 76 (20) 76 (20) 76 (20) 76 (20)
Prelube Pump Capacity - continuous Lpm (gpm) 23 (6) 23 (6) 23 (6) 23 (6)
Sump Capacity (marine) L (gal) 697 (184) 697 (184) 697 (184) 697 (184)
BSOC @ 100% load (nominal) g/kW-hr (lb/hp-hr) 0.45 (0.0007) 0.50 (0.0008) 0.50 (0.0008) 0.5 (0.0009)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is
not recoverable in diesel engine applications.
3Injector
tip cooling is required with heavy fuel.
A separate external injector tip cooling module is required
when heavy fuels above 40 cSt @ 50°C (122°F) are used.
The coolant flow is based upon a separate circuit system.
4Separate circuit
25
TECHNICAL DATA Engine: 3606 In-Line
Rating: MCR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
General Data
Engine Output1 bkW (bhp) 1485 (1995) 1490 (2000) 1730 (2320) 1850 (2485)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 12.4:1 12.4:1 12.4:1 12.4:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 2144 (311) 1955 (282) 2081 (302) 2003 (290)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.25 (27.1) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-5-3-6-2-4 1-5-3-6-2-4
Firing Order - CW 1-4-2-6-3-5 1-4-2-6-3-5
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 16.5 (4.4) 17 (4.5) 20 (5.3) 22 (5.8)
Flow Rate, return Lpm (gpm) 11.0 (2.9) 11.4 (3) 13.5 (3.6) 15 (4.0)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 199 (.327) 200 (.329) 201 (.330) 207 (.340)
26
TECHNICAL DATA Engine: 3606 In-Line
Rating: MCR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
Lubricating Oil System
Manifold Pressure, minimum kPa (psi) 380 (55) 380 (55) 380 (55) 380 (55)
Manifold Pressure, alarm (650-1000 rpm) kPa (psi) 320 (46) 320 (46) 320 (46) 320 (46)
Manifold Pressure, alarm (0-650 rpm) kPa (psi) 120 (17) 120 (17) 120 (17) 120 (17)
Manifold Pressure, stop (650-1000 rpm) kPa (psi) 260 (38) 260 (38) 260 (38) 260 (38)
Manifold Pressure, stop (0-650 rpm) kPa (psi) 105 (15) 105 (15) 105 (15) 105 (15)
Manifold Temperature, alarm °C (°F) 92 (198) 92 (198) 92 (198) 92 (198)
Manifold Temperature, stop °C (°F) 98 (208) 98 (208) 98 (208) 98 (208)
Manifold Temperature, nominal °C (°F) 85 (185) 85 (185) 85 (1985) 85 (185)
Prelube Pump Capacity - intermittent Lpm (gpm) 76 (20) 76 (20) 76 (20) 76 (20)
Prelube Pump Capacity - continuous Lpm (gpm) 23 (6) 23 (6) 23 (6) 23 (6)
Sump Capacity (marine) L (gal) 697 (184) 697 (184) 697 (184) 697 (184)
BSOC @ 100% load (nominal) g/kW-hr (lb/hp-hr) 0.45 (0.0007) 0.50 (0.0008) 0.50 (0.0008) 0.5 (0.0009)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is
not recoverable in diesel engine applications.
3Injector
tip cooling is required with heavy fuel.
A separate external injector tip cooling module is required
when heavy fuels above 40 cSt @ 50°C (122°F) are used.
The coolant flow is based upon a separate circuit system.
4Separate circuit
27
TECHNICAL DATA Engine: 3608 In-Line
Rating: CSR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
General Data
Engine Output1 bkW (bhp) 1800 (2415) 1800 (2415) 2090 (2805) 2110 (2830)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 12.4:1 12.4:1 12.4:1 12.4:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 1949 (283) 1772 (257) 1886 (273) 1713 (264)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.25 (27.1) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-6-2-5-8-3-7-4 1-6-2-5-8-3-7-4
Firing Order - CW 1-4-7-3-8-5-2-6 1-4-7-3-8-5-2-6
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 20 (5.3) 21 (5.5) 24 (6.3) 25 (6.6)
Flow Rate, return Lpm (gpm) 13.4 (3.5) 14.3 (3.8) 16 (4.2) 16.8 (4.4)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 199 (.327) 202 (.332) 204 (.336) 210 (.345)
28
TECHNICAL DATA Engine: 3608 In-Line
Rating: CSR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
Lubricating Oil System
Manifold Pressure, minimum kPa (psi) 380 (55) 380 (55) 380 (55) 380 (55)
Manifold Pressure, alarm (650-1000 rpm) kPa (psi) 320 (46) 320 (46) 320 (46) 320 (46)
Manifold Pressure, alarm (0-650 rpm) kPa (psi) 120 (17) 120 (17) 120 (17) 120 (17)
Manifold Pressure, stop (650-1000 rpm) kPa (psi) 260 (38) 260 (38) 260 (38) 260 (38)
Manifold Pressure, stop (0-650 rpm) kPa (psi) 105 (15) 105 (15) 105 (15) 105 (15)
Manifold Temperature, alarm °C (°F) 92 (198) 92 (198) 92 (198) 92 (198)
Manifold Temperature, stop °C (°F) 98 (208) 98 (208) 98 (208) 98 (208)
Manifold Temperature, nominal °C (°F) 85 (185) 85 (185) 85 (1985) 85 (185)
Prelube Pump Capacity - intermittent Lpm (gpm) 76 (20) 76 (20) 76 (20) 76 (20)
Prelube Pump Capacity - continuous Lpm (gpm) 23 (6) 23 (6) 23 (6) 23 (6)
Sump Capacity (marine) L (gal) 760 (200) 760 (200) 760 (200) 760 (200)
BSOC @ 100% load (nominal) g/kW-hr (lb/hp-hr) 0.45 (0.0007) 0.50 (0.0008) 0.50 (0.0008) 0.5 (0.0009)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is
not recoverable in diesel engine applications.
3Injector
tip cooling is required with heavy fuel.
A separate external injector tip cooling module is required
when heavy fuels above 40 cSt @ 50°C (122°F) are used.
The coolant flow is based upon a separate circuit system.
4Separate circuit
29
TECHNICAL DATA Engine: 3608 In-Line
Rating: MCR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
General Data
Engine Output1 bkW (bhp) 1980 (2660) 1980 (2660) 2300 (3090) 2320 (3115)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 12.4:1 12.4:1 12.4:1 12.4:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 2144 (311) 1949 (283) 2075 (301) 1884 (273)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.25 (27.1) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-6-2-5-8-3-7-4 1-6-2-5-8-3-7-4
Firing Order - CW 1-4-7-3-8-5-2-6 1-4-7-3-8-5-2-6
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 22 (5.8) 22 (5.8) 26 (6.9) 27 (7.1)
Flow Rate, return Lpm (gpm) 14.7 (3.9) 14.6 (3.8) 17.4 (4.6) 18 (4.7)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 198 (.326) 201 (.331) 203 (.334) 208 (.342)
30
TECHNICAL DATA Engine: 3608 In-Line
Rating: MCR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
Lubricating Oil System
Manifold Pressure, minimum kPa (psi) 380 (55) 380 (55) 380 (55) 380 (55)
Manifold Pressure, alarm (650-1000 rpm) kPa (psi) 320 (46) 320 (46) 320 (46) 320 (46)
Manifold Pressure, alarm (0-650 rpm) kPa (psi) 120 (17) 120 (17) 120 (17) 120 (17)
Manifold Pressure, stop (650-1000 rpm) kPa (psi) 260 (38) 260 (38) 260 (38) 260 (38)
Manifold Pressure, stop (0-650 rpm) kPa (psi) 105 (15) 105 (15) 105 (15) 105 (15)
Manifold Temperature, alarm °C (°F) 92 (198) 92 (198) 92 (198) 92 (198)
Manifold Temperature, stop °C (°F) 98 (208) 98 (208) 98 (208) 98 (208)
Manifold Temperature, nominal °C (°F) 85 (185) 85 (185) 85 (1985) 85 (185)
Prelube Pump Capacity - intermittent Lpm (gpm) 76 (20) 76 (20) 76 (20) 76 (20)
Prelube Pump Capacity - continuous Lpm (gpm) 23 (6) 23 (6) 23 (6) 23 (6)
Sump Capacity (marine) L (gal) 760 (200) 760 (200) 760 (200) 760 (200)
BSOC @ 100% load (nominal) g/kW-hr (lb/hp-hr) 0.45 (0.0007) 0.50 (0.0008) 0.50 (0.0008) 0.5 (0.0009)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is
not recoverable in diesel engine applications.
3Injector
tip cooling is required with heavy fuel.
A separate external injector tip cooling module is required
when heavy fuels above 40 cSt @ 50°C (122°F) are used.
The coolant flow is based upon a separate circuit system.
4Separate circuit
31
TECHNICAL DATA Engine: 3608 In-Line
Rating: CSR & MCR**
Fuel: HEAVY
Engine Speed Ratings
Units 1000 (CSR) 1000 (MCR)
General Data
Engine Output1 bkW (bhp) 2240 (3005) 2460 (3300)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 20 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127)
Compression Ratio 12.4:1 12.4:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 1819 (264) 1998 (290)
Mean Piston Speed m/s (f/s) 10.0 (32.8) 10.0 (32.8)
Idle Speed rpm rpm 350 350
Crash Reversal Speed, minimum rpm rpm 300 300
Firing Order - CCW 1-6-2-5-8-3-7-4
Firing Order - CW 1-4-7-3-8-5-2-6
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 26 (6.9) 28 (7.4)
Flow Rate, return Lpm (gpm) 17.4 (4.6) 18.7 (4.9)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 208 (.342) 205 (.337)
32
TECHNICAL DATA Engine: 3608 In-Line
Rating: CSR & MCR**
Fuel: HEAVY
Engine Speed Ratings
Units 1000 (CSR) 1000 (MCR)
Lubricating Oil System
Manifold Pressure, minimum kPa (psi) 380 (55) 380 (55)
Manifold Pressure, alarm (650-1000 rpm) kPa (psi) 320 (46) 320 (46)
Manifold Pressure, alarm (0-650 rpm) kPa (psi) 120 (17) 120 (17)
Manifold Pressure, stop (650-1000 rpm) kPa (psi) 260 (38) 260 (38)
Manifold Pressure, stop (0-650 rpm) kPa (psi) 105 (15) 105 (15)
Manifold Temperature, alarm °C (°F) 92 (198) 92 (198)
Manifold Temperature, stop °C (°F) 98 (208) 98 (208)
Manifold Temperature, nominal °C (°F) 85 (185) 85 (185)
Prelube Pump Capacity - intermittent Lpm (gpm) 76 (20) 76 (20)
Prelube Pump Capacity - continuous Lpm (gpm) 23 (6) 23 (6)
Sump Capacity (marine) L (gal) 760 (200) 760 (200)
BSOC @ 100% load (nominal) g/kW-hr (lb/hp-hr) 0.55 (0.0009) 0.55 (0.0009)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV. The fuel
HHV includes the latent heat of vaporization of water in the exhaust gas which is not recoverable in
diesel engine applications.
3Injector
tip cooling is required with heavy fuel.
A separate external injector tip cooling module is required
when heavy fuels above 40 cSt @ 50°C (122°F) are used.
The coolant flow is based upon a separate circuit system.
4Separate circuit
33
TECHNICAL DATA Engine: 3612 Vee
Rating: CSR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
General Data
Engine Output1 bkW (bhp) 2700 (3625) 2710 (3640) 3140 (4215) 3360 (4510)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 12.4:1 12.4:1 12.4:1 12.4:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 1949 (283) 17778 (258) 1889 (274) 1819 (264)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.25 (27.1) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-12-9-4-5-8-2-3-4-10-7-6 1-12-9-4-5-8-11-2-3-10-7-6
Firing Order - CW 1-6-7-10-3-2-11-8-5-4-9-12 1-6-7-10-3-2-11-8-5-4-9-12
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 30.5 (8.1) 31 (7.8) 35.5 (9.4) 39 (10.3)
Flow Rate, return Lpm (gpm) 20.4 (5.4) 21 (5.3) 23.7 (6.3) 26 (6.9)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 201 (.330) 203 (.334) 202 (.332) 208 (.342)
34
TECHNICAL DATA Engine: 3612 Vee
Rating: CSR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
Lubricating Oil System
Manifold Pressure, minimum kPa (psi) 380 (55) 380 (55) 380 (55) 380 (55)
Manifold Pressure, alarm (650-1000 rpm) kPa (psi) 320 (46) 320 (46) 320 (46) 320 (46)
Manifold Pressure, alarm (0-650 rpm) kPa (psi) 120 (17) 120 (17) 120 (17) 120 (17)
Manifold Pressure, stop (650-1000 rpm) kPa (psi) 260 (38) 260 (38) 260 (38) 260 (38)
Manifold Pressure, stop (0-650 rpm) kPa (psi) 105 (15) 105 (15) 105 (15) 105 (15)
Manifold Temperature, alarm °C (°F) 92 (198) 92 (198) 92 (198) 92 (198)
Manifold Temperature, stop °C (°F) 98 (208) 98 (208) 98 (208) 98 (208)
Manifold Temperature, nominal °C (°F) 85 (185) 85 (185) 85 (1985) 85 (185)
Prelube Pump Capacity - intermittent Lpm (gpm) 76 (20) 76 (20) 76 (20) 76 (20)
Prelube Pump Capacity - continuous Lpm (gpm) 23 (6) 23 (6) 23 (6) 23 (6)
Sump Capacity (marine) L (gal) 910 (240) 910 (240) 910 (240) 910 (240)
BSOC @ 100% load (nominal) g/kW-hr (lb/hp-hr) 0.45 (0.0007) 0.50 (0.0008) 0.50 (0.0008) 0.5 (0.0009)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is
not recoverable in diesel engine applications.
3Injector
tip cooling is required with heavy fuel.
A separate external injector tip cooling module is required
when heavy fuels above 40 cSt @ 50°C (122°F) are used.
The coolant flow is based upon a separate circuit system.
4Separate circuit
35
TECHNICAL DATA Engine: 3612 Vee
Rating: MCR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
General Data
Engine Output1 bkW (bhp) 2970 (3985) 2980 (4000) 3460 (4645) 3700 (4965)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 12.4:1 12.4:1 12.4:1 12.4:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 2144 (311) 1955 (284) 2081 (302) 2003 (290)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.25 (27.1) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-12-9-4-5-8-11-2-3-4-10-7-6 1-12-9-4-5-8-11-2-3-10-7-6
Firing Order - CW 1-6-7-10-3-2-11-8-5-4-9-12 1-6-7-10-3-2-11-8-5-4-9-12
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 33 (8.7) 33 (8.7) 39 (10.3) 43 (11.4)
Flow Rate, return Lpm (gpm) 22 (5.8) 22 (5.8) 26 (6.9) 28.8 (7.6)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 198 (.326) 199 (.327) 200 (.329) 207 (.340)
36
TECHNICAL DATA Engine: 3612 Vee
Rating: MCR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
Lubricating Oil System
Manifold Pressure, minimum kPa (psi) 380 (55) 380 (55) 380 (55) 380 (55)
Manifold Pressure, alarm (650-1000 rpm) kPa (psi) 320 (46) 320 (46) 320 (46) 320 (46)
Manifold Pressure, alarm (0-650 rpm) kPa (psi) 120 (17) 120 (17) 120 (17) 120 (17)
Manifold Pressure, stop (650-1000 rpm) kPa (psi) 260 (38) 260 (38) 260 (38) 260 (38)
Manifold Pressure, stop (0-650 rpm) kPa (psi) 105 (15) 105 (15) 105 (15) 105 (15)
Manifold Temperature, alarm °C (°F) 92 (198) 92 (198) 92 (198) 92 (198)
Manifold Temperature, stop °C (°F) 98 (208) 98 (208) 98 (208) 98 (208)
Manifold Temperature, nominal °C (°F) 85 (185) 85 (185) 85 (1985) 85 (185)
Prelube Pump Capacity - intermittent Lpm (gpm) 76 (20) 76 (20) 76 (20) 76 (20)
Prelube Pump Capacity - continuous Lpm (gpm) 23 (6) 23 (6) 23 (6) 23 (6)
Sump Capacity (marine) L (gal) 910 (240) 910 (240) 910 (240) 910 (240)
BSOC @ 100% load (nominal) g/kW-hr (lb/hp-hr) 0.45 (0.0007) 0.50 (0.0008) 0.50 (0.0008) 0.55 (0.0009)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is
not recoverable in diesel engine applications.
3Injector
tip cooling is required with heavy fuel.
A separate external injector tip cooling module is required
when heavy fuels above 40 cSt @ 50°C (122°F) are used.
The coolant flow is based upon a separate circuit system.
4Separate circuit
37
TECHNICAL DATA Engine: 3616 Vee
Rating: CSR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
General Data
Engine Output1 bkW (bhp) 3600 (4830) 3600 (4830) 4180 (5610) 4220 (5665)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 12.4:1 12.4:1 12.4:1 12.4:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 1949 (283) 1772 (257) 1886 (273) 1713 (248)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.25 (27.1) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-2-5-6-3-4-9-10-15-16-11-12-13-14-7-8 1-2-5-6-3-4-9-10-15-16-11-12-13-14-7-8
Firing Order - CW 1-8-7-14-13-12-11-16-15-10-9-4-3-6-5-2 1-8-7-14-13-12-11-16-15-10-9-4-3-6-5-2
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 40 (10.6) 41 (10.8) 47.5 (12.5) 49 (12.9)
Flow Rate, return Lpm (gpm) 26.8 (7.1) 27.6 (7.3) 31.8 (8.4) 32.7 (8.6)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 195.0 (.321) 201.0 (.330) 196.5 (.323) 205.8 (.338)
38
TECHNICAL DATA Engine: 3616 Vee
Rating: CSR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
Lubricating Oil System
Manifold Pressure, minimum kPa (psi) 380 (55) 380 (55) 380 (55) 380 (55)
Manifold Pressure, alarm (650-1000 rpm) kPa (psi) 320 (46) 320 (46) 320 (46) 320 (46)
Manifold Pressure, alarm (0-650 rpm) kPa (psi) 120 (17) 120 (17) 120 (17) 120 (17)
Manifold Pressure, stop (650-1000 rpm) kPa (psi) 260 (38) 260 (38) 260 (38) 260 (38)
Manifold Pressure, stop (0-650 rpm) kPa (psi) 105 (15) 105 (15) 105 (15) 105 (15)
Manifold Temperature, alarm °C (°F) 92 (198) 92 (198) 92 (198) 92 (198)
Manifold Temperature, stop °C (°F) 98 (208) 98 (208) 98 (208) 98 (208)
Manifold Temperature, nominal °C (°F) 85 (185) 85 (185) 85 (1985) 85 (185)
Prelube Pump Capacity - intermittent Lpm (gpm) 76 (20) 76 (20) 76 (20) 76 (20)
Prelube Pump Capacity - continuous Lpm (gpm) 23 (6) 23 (6) 23 (6) 23 (6)
Sump Capacity (marine) L (gal) 1060 (280) 1060 (280) 1060 (280) 1060 (280)
BSOC @ 100% load (nominal) g/kW-hr (lb/hp-hr) 0.45 (0.0007) 0.50 (0.0008) 0.50 (0.0008) 0.55 (0.0009)
of 100 kPa (29.61 in-Hg) and 25°C (77°F). BSFC values are shown
with a Caterpillar tolerance of ±6 g/kW-hr (.010 lbs/hp-hr). For an ISO
fuel consumption, subtract 4 g/kW-hr (.007 lbs/hp-hr) from the values shown.
This takes into account the ±5% tolerance allowed by ISO. BSFC values
are based on an LHV of 42780 kJ/kg (18390 Btu/lb.)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is
not recoverable in diesel engine applications.
4Separate circuit
6All 3616 engines come equipped with a High Performance Aftercooler (HPAC) to reduce
39
TECHNICAL DATA Engine: 3616 Vee
Rating: MCR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
General Data
Engine Output1 bkW (bhp) 3960 (5315) 3960 (5315) 4600 (6175) 4640 (6230)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 300 (11.8) 300 (11.8) 300 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127) 18.5 (1127) 18.5 (1127)
Compression Ratio 12.4:1 12.4:1 12.4:1 12.4:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 2144 (311) 1949 (283) 2076 (301) 1884 (273)
Mean Piston Speed m/s (f/s) 7.5 (24.6) 8.25 (27.1) 9.0 (29.5) 10.0 (32.8)
Idle Speed rpm rpm 350 350 350 350
Crash Reversal Speed, minimum rpm rpm 300 300 300 300
Firing Order - CCW 1-2-5-6-3-4-9-10-15-16-11-12-13-14-7-8 1-2-5-6-3-4-9-10-15-16-11-12-13-14-7-8
Firing Order - CW 1-8-7-14-13-12-11-16-15-10-9-4-3-6-5-2 1-8-7-14-13-12-11-16-15-10-9-4-3-6-5-2
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 44 (11.6) 44 (11.6) 52 (13.7) 54 (14.2)
Flow Rate, return Lpm (gpm) 29.5 (7.8) 29.3 (7.7) 34.8 (9.2) 36.2 (9.6)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 195.1 (.321) 200.0 (.329) 196.5 (.323) 203.9 (.335)
Unit Injector Tip Cooling System3 °C (°F) 50-65 (122-149) 50-65 (122-149) 50-65 (122-149) 50-65 (122-149)
Coolant Temp. Before Engine, nominal °C (°F) 56-71 (133-160) 56-71 (133-160) 56-71 (133-160) 56-71 (133-160)
Coolant Temp. After Engine, nominal kW (Btu/min.) 1.0 (57) 1.0 (57) 1.0 (57) 1.0 (57)
Heat rejection/Unit injector Lpm (gpm) 96 (25.4) 96 (25.4) 96 (25.4) 96 (25.4)
Coolant Flow (SAE 10W oil) kPa (psi) 260 (38) 260 (38) 260 (38) 260 (38)
Coolant Pressure Low, alarm
40
TECHNICAL DATA Engine: 3616 Vee
Rating: MCR
Fuel: HEAVY
Engine Speed Ratings
Units 750 825 900 1000
Lubricating Oil System
Manifold Pressure, minimum kPa (psi) 380 (55) 380 (55) 380 (55) 380 (55)
Manifold Pressure, alarm (650-1000 rpm) kPa (psi) 320 (46) 320 (46) 320 (46) 320 (46)
Manifold Pressure, alarm (0-650 rpm) kPa (psi) 120 (17) 120 (17) 120 (17) 120 (17)
Manifold Pressure, stop (650-1000 rpm) kPa (psi) 260 (38) 260 (38) 260 (38) 260 (38)
Manifold Pressure, stop (0-650 rpm) kPa (psi) 105 (15) 105 (15) 105 (15) 105 (15)
Manifold Temperature, alarm °C (°F) 92 (198) 92 (198) 92 (198) 92 (198)
Manifold Temperature, stop °C (°F) 98 (208) 98 (208) 98 (208) 98 (208)
Manifold Temperature, nominal °C (°F) 85 (185) 85 (185) 85 (1985) 85 (185)
Prelube Pump Capacity - intermittent Lpm (gpm) 76 (20) 76 (20) 76 (20) 76 (20)
Prelube Pump Capacity - continuous Lpm (gpm) 23 (6) 23 (6) 23 (6) 23 (6)
Sump Capacity (marine) L (gal) 1060 (280) 1060 (280) 1060 (280) 1060 (280)
BSOC @ 100% load (nominal) g/kW-hr (lb/hp-hr) 0.45 (0.0007) 0.50 (0.0008) 0.50 (0.0008) 0.55 (0.0009)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV.
The fuel HHV includes the latent heat of vaporization of water in the exhaust gas which is
not recoverable in diesel engine applications.
3Injector
tip cooling is required with heavy fuel.
A separate external injector tip cooling module is required
when heavy fuels above 40 cSt @ 50°C (122°F) are used.
The coolant flow is based upon a separate circuit system.
4Separate circuit
6All3616 engines come equipped with a High Performance Aftercooler (HPAC) to reduce
the air inlet manifold temperature.
41
TECHNICAL DATA Engine: 3616 Vee
Rating: CSR & MCR**
Fuel: HEAVY
Engine Speed Ratings
Units 1000 (CSR) 1000 (MCR)
General Data
Engine Output1 bkW (bhp) 4480 (6015) 4920 (6600)
Cylinder Bore mm (in) 280 (11.0) 280 (11.0)
Stroke mm (in) 300 (11.8) 20 (11.8)
Displacement/Cylinder L (in3) 18.5 (1127) 18.5 (1127)
Compression Ratio 12.4:1 12.4:1
Firing Pressure, maximum kPa (psi) 16200 (2350) 16200 (2350)
BMEP kPa (psi) 1819 (264) 1998 (290)
Mean Piston Speed m/s (f/s) 10.0 (32.8) 10.0 (32.8)
Idle Speed rpm rpm 350 350
Crash Reversal Speed, minimum rpm rpm 300 300
Firing Order - CCW 1-2-5-6-3-4-9-10-15-16-11-12-13-14-7-8
Firing Order - CW 1-8-7-14-13-12-11-16-15-10-9-4-3-6-5-2
Fuel System
Pump Suction Restriction, maximum kPa (psi) -39 (-5.7) -39 (-5.7)
Return Line Backpressure, maximum kPa (psi) 350 (51) 350 (51)
Manifold Pressure @ 100% load kPa (psi) 430-676 (62.4-98) 430-676 (62.4-98)
Flow Rate, supply Lpm (gpm) 52 (13.7) 56 (14.8)
Flow Rate, return Lpm (gpm) 34.8 (9.2) 37.4 (9.9)
BSFC (with pumps)1 g/kW-hr (lb/hp-hr) 198.7 (.327) 199.5 (.328)
Unit Injector Tip Cooling System3 °C (°F) 50-65 (122-149) 50-65 (122-149)
Coolant Temp. Before Engine, nominal °C (°F) 56-71 (133-160) 56-71 (133-160)
Coolant Temp. After Engine, nominal kW (Btu/min.) 1.0 (57) 1.0 (57)
Heat rejection/Unit injector Lpm (gpm) 96 (25.4) 96 (25.4)
Coolant Flow (SAE 10W oil) kPa (psi) 260 (38) 260 (38)
Coolant Pressure Low, alarm
42
TECHNICAL DATA Engine: 3616 Vee
Rating: CSR & MCR**
Fuel: HEAVY
Engine Speed Ratings
Units 1000 (CSR) 1000 (MCR)
Lubricating Oil System
Manifold Pressure, minimum kPa (psi) 380 (55) 380 (55)
Manifold Pressure, alarm (650-1000 rpm) kPa (psi) 320 (46) 320 (46)
Manifold Pressure, alarm (0-650 rpm) kPa (psi) 120 (17) 120 (17)
Manifold Pressure, stop (650-1000 rpm) kPa (psi) 260 (38) 260 (38)
Manifold Pressure, stop (0-650 rpm) kPa (psi) 105 (15) 105 (15)
Manifold Temperature, alarm °C (°F) 92 (198) 92 (198)
Manifold Temperature, stop °C (°F) 98 (208) 98 (208)
Manifold Temperature, nominal °C (°F) 85 (185) 85 (185)
Prelube Pump Capacity - intermittent Lpm (gpm) 76 (20) 76 (20)
Prelube Pump Capacity - continuous Lpm (gpm) 23 (6) 23 (6)
Sump Capacity (marine) L (gal) 1060 (280) 1060 (280)
BSOC @ 100% load (nominal) g/kW-hr (lb/hp-hr) 0.55 (0.0009) 0.55 (0.0009)
2Exhaust heat rejection is based on fuel LHV although TMI values are based on fuel HHV. The fuel
HHV includes the latent heat of vaporization of water in the exhaust gas which is not recoverable in
diesel engine applications.
3Injector
tip cooling is not required with MDO fuel.
A separate external injector tip cooling module is required
when heavy fuels above 40 cSt @ 50°C (122°F) are used.
The coolant flow is based upon a separate circuit system.
4Separate circuit
6All
3616 engines come equipped with a High Performance (HPAC) to reduce the air inlet manifold
temperature.
43
Sound pressure
Noise Sound pressure
in
in pounds
per square
decibels (dB)
Sound Waves — Behavior inch (psi)
Common Sounds
and Measurement 160 3x10
_1
Medium jet engine
As sound waves radiate their strength
diminishes. As distance traveled doubles, _ 2 Large propeller aircraft
140 3x10 Air raid siren
the wave amplitude is reduced by Riveting and chipping
one-half. This rule applies if the first
_3
measuring point is at least two or three 120 3x10 Discotheque
times the largest dimension of the Punch press
noise source, usually about three feet. _ 4 Canning plant
100 3x10 Heavy city traffic;
subway
Sound
Distance Strength _5
80 3x10 Busy office
100,000:1
X 100% Pressure
2X 50% _6
Range
4X 25% 60 3x10 Normal speech
Private office
_7
Sound waves impinging on a microphone 40 3x10 Quiet residential
neighborhood
produce voltages proportional to sound
pressures. The signals measure 20 3x10
_8
Whisper
amplitude or strength of the sound
pressure waves. Amplitude and frequency _9
are the only sound properties measurable 0 3x10 Threshold of hearing
using ordinary techniques.
Figure 1
The extensive audible range of sound
complicates noise ratings. The human ear The system provides a meaningful
hears pressure levels 100,000 times human reference as the average ear first
stronger than the lowest detectable level detects noise at 0 dB.
without damage. Noise measuring
instruments have extraordinary range Humans can comfortably tolerate sound
and are scaled in decibels (dB). levels of 80 dB (10,000 times the sound
pressure at 0 dB). Between 80 dB and
90 dB they show some intolerance to the
Sound Terms noise, and above 90 dB the level becomes
intense.
Sound strength, or sound pressure level
(SPL), is rated in the logarithmic decibel Sound pressure levels of common
scale. The scale allows rating over the exposures to noise are shown in
entire sound pressure range of interest Figure 1.
with two to three digit numbers
(e.g., 90 dB or 100 dB). For illustration, Because of the logarithmic nature,
80 dB is a sound pressure of only 0.00003 differences in two decibel ratings indicate
psi as shown in Figure 38. the wave strength ratio between the two
measured levels. The following relations
are noted from the scale.
44
It considers three single-frequency
Difference In Pressure
Two Signal Levels Level sounds at 50 Hz, 500 Hz, and 5000 Hz.
In Decibels Ratio When their strength is adjusted until
they sound equally loud, the 50 Hz sound
1 1.12 to 1
must be 19 dB stronger than the
3 1.41 to 1
6 2.00 to 1 5000 Hz sound and 8 dB stronger than
10 3.1 to 1 the 500 Hz sound.
12* 4.00 to 1
20 10.00 to 1 Sounds
SOUNDSOfOF
Equal Loudness
EQUAL LOUDNESS
40 100.00 to 1
X Y Z
*See example in Figure 2. 100 95
87 8db
19db
90
80 76
D
E 60
C
LINEAR RATIO I
4A =4 B
A E
LOGARITHMIC RATIO L 40
82-70=12dB S 4A
82dB
80
20
70 dB A 70
60 0
50 500 5000
Figure 2 Frequency-Hz
Loudness Figure 3
The human ear does not use sound
pressure decibels to judge loudness. A-Weighted, dB(A)
Rating noise loudness is a complex Measurements
operation because human hearing is also
frequency sensitive. Loudness can be measured by filtering
the microphone signal to reduce the
Sounds with frequencies in the 5,000- strength of the low frequency signals and
10,000 Hz range are the easiest to hear; give more weight to frequencies in the
sounds with very low frequencies are the 5,000-10,000 Hz range. (These are the
hardest. Hearing loss from exposure to frequencies to which the ear is most
noise is similarly frequency sensitive. sensitive). This is done with a
standardized (international) “A” filter
An example of the frequency selectivity network to make adjustments
of the human ear is shown in Figure 3. throughout the frequency range
according to Figure 4. The result is a
total decibel rating with a correction
approximating the ear’s sensitivity. The
measurements are A-scale, A-weighted
or dB(A) levels.
45
SIGNALS ENTERING
FILTER
"A" WEIGHTED
FILTERING
SIGNALS LEAVING
FILTER
permitting the pressure levels of only the
sound within each subdivision to be
HIGH
FREQUENCIES measured. Each filter spans an octave;
LOW
FREQUENCIES
that is, the upper frequency limit is twice
dB(A) TOTAL the lower limit as shown in Figure 5.
dB TOTAL
Sound levels in each octave are
measured in decibels and are referred to
RELATIVE
RESPONSE as octave band levels.
-DECIBELS
+5
A
0 STANDARD OCTAVE BANDS
-5 ANSI STD.S1.11 IEC 225
-10
-15 BAND
-20 DESIGNATION BAND
-25 (CENTER LIMITS
-30 RESPONSE CHARACTERISTICS FREQUENCY)
-35
A
OF STANDARD A FILTER 11300 Hz
-40 8000 Hz
-45 5650
-50
20 50 100 200 500 1000 2000 5000 10,000 4000
FREQUENCY-HERTZ (CYCLES PER SEC.) 2830
2000
Figure 4 1415
1000
The previously discussed equal loudness 707
500
sounds have the following dB and dB(A) 353
ratings: 250
176
125
Frequency dB dB(A) 88
63 Hz
(X) 50 Hz 95 65 44 Hz
(Y) 500 Hz 87 84
(Z) 5000 Hz 76 76
Figure 5
46
With sound power, 80 dB expresses an
Sones-Loudness Comparison acoustic radiation of 0.0003 watts. In this
Loudness scale, a difference of 3 dB is a ratio of 2:1;
Sones Category
10 dB a ratio of 10:1.
Below 30 Very Quiet
30-40 Quiet The chart in Figure 7 illustrates
40-45 Medium Quiet differences in decibels and ratios in
45-50 Medium Loud
50-60 Loud
sound pressure and power. Sound power
Above 60 Very Loud in decibels is a measure of the total
sound radiation from a unit, while sound
Sones and dB(A) are both loudness pressure, also in decibels, is the strength
ratings, and care must be used to convert of a sound wave after it travels a
from one to the other. When one is specified distance from the unit.
plotted against the other for actual
noises, their relationship is evident. The two decibel scales are related despite
However, the scatter on the plot in the discussed differences. The change in
Figure 6 is so great that it is not one will produce the same numerical
practical to calculate one from the other. change in the other.
If this conversion must be used, errors of
±10% sones or ±1.5 dB(A) must be For example: If the sound power of a
accepted. engine was increased by 10 dB, the
sound pressure of that noise at any given
Comparison Of Sones
COMPARISON OF SONES point would also increase 10 dB.
vs. db(A)
LOUDNESS vs. db(A)
dB INCREASE dB INCREASE
-SONES SOUND PRESSURE SOUND POWER
100
90
80
70
60
20 X10 X100 20
50
40 SCATTER
BAND IS 15 15
3db(A) WIDE
30
X4 X16
10 10
20
X2 X4
SCATTER BAND IS 5 5
ABOUT 20% WIDE
X1.4 X2
10
60 70 80 90 100
LOUDNESS-dB(A)
Figure 7
47
Example: At a point equidistant among AdditionOFOfEQUAL
ADDITION EqualSOUNDS
Sounds
four identical engines with one operating 10
Increase in dB or dB(A)
As doubling sound pressure increases the 6
decibel level by 6 dB, a meter will read
83 dB(A) after the second engine is
started. The second machine doubles 4
sound power, not sound pressure. Noise
addition is made on the basis of sound
power. 2
Figure 8
48
Addition of
ADDITION OFUnequal
UNEQUALSounds
SOUNDS at a specified sound level and Tn is the
3 total time of exposure permitted at a
Decibels specified sound level as shown in Figure
added
to 2.5 10. The noise exposure is acceptable
higher
of when equal to or less than 1.
two 2
noises
to Duration Allowable
obtain
total 1.5 of Daily Exposure level
in Hours dB(A)
dB
1 8 90
6 92
.5 4 95
3 97
0 2 100
0 2 4 6 8 10 12 14 11/2 102
Difference between two noises in dB 1 105
1/2 110
Figure 9 1/4 or less 115
Figure 10
Figure 9 shows the versatility of the
decibel system. Although calculations are
made on the basis of sound power, the
system uses measured or calculated Noise Control
sound pressures. Use the difference in Noise can be either airborne or
the pressure levels of two sounds to find structureborne transmitted.
how their combined level exceeds the Structureborne noise is vibration
higher of the two. First adjust the levels transmitted through a structure,
for the distances from the source to the typically that supporting the engine.
spot where the noises are being added, as Noise control methods are different for
explained on page 46. To add a third the two sources.
level, use the same process to combine it
with the total of the first two. Figure 9 Mechanical Noise Control
can be used to check the data in Structureborne noise can be controlled by
Figure 8. isolating the engine from the supporting
structure using Caterpillar’s resilient
mounts for propulsion engines and spring
Noise Exposure isolators for ship set generator engines.
Exposure to excessive noise causes See the Mounting section of this guide for
permanent hearing damage and details. Airborne noise can be controlled
adversely affects working efficiency and through baffles, sound enclosures,
comfort. Recognizing this, the U.S. absorption materials, or any combination
Government created the Occupational of the above methods. An approximate
Safety and Health Act (OSHA) which guide comparing various isolation
established limits for industrial methods is illustrated in
environments. Figure 11.
49
The top curve indicates sound power Exhaust Noise Control
level in dB. The three lower curves are Exhaust noise is typically airborne.
the sound pressure levels in dB at Exhaust noise attenuation is commonly
distances of 1, 7, and 15 meters achieved with a silencer typically capable
(arranged top to bottom). The dB levels of reducing exhaust noise 15 dB(A) when
are plotted at octave band center measured 3.3 m (10 ft) perpendicular to
frequencies of 63, 125, 250, 500, 1000, the exhaust outlet. See guide section on
2000, 4000, and 8000 Hz. Below the Exhaust for exhaust silencer
charts the number in parentheses is the information.
overall dB(A) level at the indicated
distance. The abbreviation SP stands for Free-field exhaust noise plots for 3600
Sound Power. Engines with MCR and CSR ratings are
shown on pages 55 and 56. The exhaust
The mechanical noise plots are valid for noise plots are valid only at the indicated
all power settings at a given engine power and speed. Only plots for the 3606
speed. are shown with dB(A) modifications for
the other engines listed on each 3606
Approximate chart. The format is identical to the
Sound Level
Reduction dB(A) mechanical noise curves except that
Original
Machine
0 sound pressure levels are shown at
distances of 1.5, 7, and 15 meters.
Vibration 2
Isolators
Baffle 5
Absorption 5
Material Only
Rigid Sealed
15-20
Enclosure
Enclosure,
Absorption 35-40
and Isolators
Double Walled
Enclosure,
Absorption and 60-80
Isolators
Figure 11
50
150
Free-Field Mechanical Noise
140 All Ratings for 3606 Engines @ 1000 rpm
130
120
110
dB
100
90
80
70
60
63 125 250 500 1000 2000 4000 8000
Frequency (Hz)
SP (122 dB(A)) 1M (108 dB(A)) 7M (97 dB(A)) 15M (91 dB(A))
150
Free-Field Mechanical Noise
140 All Ratings for 3606 Engines @ 900 rpm
130
120
110
dB
100
90
80
70
60
63 125 250 500 1000 2000 4000 8000
Frequency (Hz)
SP (120 dB(A)) 1M (106 dB(A)) 7M (95 dB(A)) 15M (89 dB(A))
51
150
Free-Field Mechanical Noise
140 All Ratings for 3608 Engines @ 1000 rpm
130
120
110
dB
100
90
80
70
60
63 125 250 500 1000 2000 4000 8000
Frequency (Hz)
SP (125 dB(A)) 1M (111 dB(A)) 7M (100 dB(A)) 15M (94 dB(A))
150
Free-Field Mechanical Noise
140 All Ratings for 3608 Engines @ 900 rpm
130
120
110
dB
100
90
80
70
60
63 125 250 500 1000 2000 4000 8000
Frequency (Hz)
SP (122 dB(A)) 1M (108 dB(A)) 7M (97 dB(A)) 15M (92 dB(A))
52
150
Free-Field Mechanical Noise
140 All Ratings for 3612 Engines @ 1000 rpm
130
120
110
dB
100
90
80
70
60
63 125 250 500 1000 2000 4000 8000
Frequency (Hz)
SP (123 dB(A)) 1M (109 dB(A)) 7M (98 dB(A)) 15M (92 dB(A))
150
Free-Field Mechanical Noise
140 All Ratings for 3612 Engines @ 900 rpm
130
120
110
dB
100
90
80
70
SP (119 dB(A)) 1M (107 dB(A)) 7M (95 dB(A)) 15M (90 dB(A))
60
63 125 250 500 1000 2000 4000 8000
Frequency (Hz)
53
150
Free-Field Mechanical Noise
140 All Ratings for 3616 Engines @ 1000 rpm
130
120
110
dB
100
90
80
70
60
63 125 250 500 1000 2000 4000 8000
Frequency (Hz)
SP (126 dB(A)) 1M (112 dB(A)) 7M (101 dB(A)) 15M (95 dB(A))
150
Free-Field Mechanical Noise
140 All Ratings for 3616 Engines @ 900 rpm
130
120
110
dB
100
90
80
70
SP (123 dB(A)) 1M (109 dB(A)) 7M (98 dB(A)) 15M (93 dB(A))
60
63 125 250 500 1000 2000 4000 8000
Frequency (Hz)
54
150
130
120
110
dB
100
90
80
For continuous 3608 1000 rpm 2460 bkW, add 1 dB(dB(A)) at each level
70 For continuous 3612 1000 rpm 3700 bkW, add 2 dB(dB(A)) at each level
For continuous 3616 1000 rpm 4920 bkW, add 3 dB(dB(A)) at each level
60
63 125 250 500 1000 2000 4000 8000
Frequency (Hz)
SP (127 dB(A)) 1.5M (115 db(A)) 7M (102 dB(A)) 15M (95 dB(A))
150
140
FREE-FIELD EXHAUST NOISE
Continuous 3606 Engine @ 900 rpm 1730 bkW (CSR)
130
120
110
dB
100
90
80
For continuous 3608 900 rpm 2300 bkW, add 1 dB(dB(A)) at each level
70 For continuous 3612 900 rpm 3460 bkW, add 2 dB(dB(A)) at each level
For continuous 3616 900 rpm 4600 bkW, add 3 dB(dB(A)) at each level
60
63 125 250 500 1000 2000 4000 8000
Frequency (Hz)
SP (127 dB(A)) 1.5M (115 db(A)) 7M (102 dB(A)) 15M (95 dB(A))
55
150
130
120
110
dB
100
90
80
For 3608 1000 rpm 2710 bkW, add 1 dB(dB(A)) at each level
70 For 3612 1000 rpm 4060 bkW, add 2 dB(dB(A)) at each level
For 3616 1000 rpm 5420 bkW, add 3 dB(dB(A)) at each level
60
63 125 250 500 1000 2000 4000 8000
Freqency (Hz)
SP (127 dB(A)) 1.5M (116 db(A)) 7M (103 dB(A)) 15M (96 dB(A))
150
130
120
110
dB
100
90
80
For 3608 900 rpm 2530 bkW, add 1 dB(dB(A)) at each level
70 For 3612 900 rpm 3800 bkW, add 2 dB(dB(A)) at each level
For 3616 900 rpm 5060 bkW, add 3 dB(dB(A)) at each level
60
63 125 250 500 1000 2000 4000 8000
Freqency (Hz)
SP (127 dB(A)) 1.5M (116 db(A)) 7M (102 dB(A)) 15M (96 dB(A))
56
Intake Noise Control The equation for determining the sound
Intake noise is typically airborne. Intake pressure level of exhaust noise is:
noise attenuation is achieved through Sound Pressure Level, dB(A) = Sound POWER Level, dB(A) - 10
2
either air cleaner elements or intake X Log10 (CπD )
silencers. Noise attenuation due to Where C = 2 For exhaust source adjacent to a flat surface. such
various air cleaners and silencers can be as a horizontal exhaust pipe adjacent to a flat roof.
supplied by the component manufacturer. or C = 4 For exhaust source some distance from surrounding
surfaces.
57
Vibration Linear Vibration
All engines produce vibration due to Linear vibration is difficult to define
combustion forces, torque reactions, and without instrumentation. Human senses
foundation designs. Vibrations can create cannot detect relationships between the
conditions ranging from unwanted noise magnitude of vibration and period of
to excessive stress levels. occurrence. A first order (1 x rpm)
vibration of 0.254 mm (0.010 in.)
Vibrating stresses can reach destructive displacement may feel the same as third
levels at engine speeds which cause order (3 x rpm) measurement of
resonance. Resonance occurs when 0.051 mm (0.002 in.).
natural system frequencies coincide with
engine excitation frequencies. Each 3600 Vibration occurs when a mass is
application must be analyzed for deflected and returned along the same
critical linear and torsional vibration. path, as illustrated in Figure 12. The
mass travels through its original position
until stopped by frictional forces. When
external forces, such as the engine,
continue to affect the vibrating system,
“forced vibration” occurs.
W
X
SPRING AT REST
(MEAN POSITION) W TIME
1 CYCLE
SPRING EXTENDED
Mass-Spring
MASS-SPRING System
SYSTEM
Figure 12
The time required for the weight to If the weight completes a cycle in one
complete one movement is a period (see second, the frequency is one cycle per
Figure 13). second or one Hertz.
58
DISTANCE
PERIOD
PEAK
ACCELERATION
UPPER LIMIT
PEAK
VELOCITY
NEUTRAL POS.
PEAK-TO-PEAK
DISPLACEMENT
LOWER LIMIT
TIME
Figure 13
59
English Units:
Number of gs (Peak) = 1.42 D F 2 x 10-8 A A A A POOR
Where:
D = Peak-to-peak displacement, in mils
F = Frequency in cycles per minute (cpm). A B C D GOOD
60
Measurement Location Point 4
Vibration should be measured at eight Horizontal direction at the rear of the
points on propulsion engine and ship set engine; locate probe on the side of the
generator packages. The points are block at the crank centerline.
illustrated in Figure 15 for propulsion
engines and Figure 16 for ship set Point 5
generator packages. Vertical direction at the rear of the
marine gear (or at the rear of the
Point 1 generator); locate probe on the top of the
Vertical direction at the front of the output shaft bearing (or generator frame)
engine; locate probe on the top deck of at the shaft centerline.
the block in the plane of the crank
centerline for inline engines, and at the Point 6
base of the aftercooler housing at the Horizontal direction at the rear of the
crank centerline on vee engines. marine gear (generator); locate probe on
the side of the marine gear (generator
Point 2 frame) at the shaft centerline.
Horizontal direction at the front of the
engine; locate probe on the side of the Point 7
block at the crank centerline. Vertical direction at the right rear engine
foot.
Point 3
Vertical direction at the rear of the Point 8
engine; locate probe on the top deck of Axial direction at the rear of the marine
the block in the plane of the crank gear (generator); locate the probe on the
centerline for inline engines, and at the rear of the marine gear housing
top of the rear housing at the crank (generator frame) on a rigid member —
centerline on vee engines. not sheet metal — at the shaft
centerline.
55 33
11
44
88
22
66 77
1,3,5
1, 3, 5
2, 4,6
4, 6
77
Figure 15
61
Vibration Measurement Locations
VIBRATION MEASUREMENT LOCATIONS • Overall displacement = .22 mm
1
1 3
3 (8.5 mils)
55
• Overall velocity = 34.3 mm/sec
77 (1.35 in./sec)
8
8
22 4
4 66 If the measured vibration levels exceed
the limits, contact your Caterpillar dealer
representative or Caterpillar factory
representative for assistance.
1,3,5
1,3,5
62
Torsional Vibrations Engine Torsional Pickup
Each 3600 Engine is equipped with a
Torsional vibrations occur as engine magnetic pickup (7C1897) installed
components, such as an engine inside the front housing. It generates a
crankshaft, twist and recover. Standard signal from the front crankshaft gear
engine components, withstand normal (96 teeth) and can be connected to a
stresses caused by combustion forces and torsiograph. The electrical characteristics
torque reactions. Engine mounting of the pickup are:
systems and drive arrangements must be
designed to prevent the natural
Internal impedance .................100 Ohms
frequency of the drive train from
approaching the unit’s operating speed.
Failure of crankshaft, couplings, gears or Open circuit
voltage at
bearings may result without up front
1000 rpm ......................Approx. 80V A.C.
careful attention.
Max. current
Torsional Analysis output
All 3600 engine applications require a capability........................10 milliamperes
torsional vibration analysis. This
includes factory packaged ship set The pickup output voltage is
generator packages on Caterpillar approximately 50 volts when using a
designed bases. The analysis must be test instrument of approximately
performed by either the customer or by 10,000 Ohms impedance.
Caterpillar, depending on the customer’s
preference. Customer performed The pickup should be used when
analyses are subject to Caterpillar measuring torsionals on all 3600 engine
review and approval and Caterpillar does installations, particularly when a high
not assume responsibility for an analysis inertia front drive is used. It can also be
performed by others without the used to check eventual damper or flexible
approval. For a Caterpillar performed coupling deterioration.
analysis, one complete set of technical
data must be submitted to Caterpillar
before calculations are undertaken (see
the General Information section of this Reference Material
guide on Torsional and Vibration
Analysis). The report will include a LEHX1086 EDS 31.1, Linear
mathematical determination of the Vibration Isolators
natural frequency, critical speeds, LEHX9166 EDS 73.1, Linear
relative amplitudes of angular Vibration
displacement, and approximate nodal
locations of the complete elastic system LEKQ2352 EDS 206.1, Torsional
(both engine and driven equipment). Vibration Dampers
SEHS9162 Special Instructions -
Note: Consult factory on compound Spring Isolators
installations. There may be additional
charges for analysis of applications where
more than one engine drives a single
load. A separate torsional analysis is also
required for each engine with different
driven equipment in multiple engine
installations.
63
®
Engine Performance
Engine Ratings
Distillate Fuel
Marine Propulsion
Marine Auxiliary Generator Sets
Heavy Fuel
Marine Propulsion
Marine Auxiliary Generator Sets
Performance Criteria
Marine Performance Curves
Application Guidelines
Marine Performance Parameters
Limit Definitions
Conditions
Fuel Consumption
3600 Idle Fuel Rates
Tolerances
Engine Ratings The operating zones are:
67
3600 Distillate Fuel Marine Propulsion Ratings
Nominal 32°C (90°F) Coolant Temperature To Aftercooler
Engine Speed Ratings*
750 800 900 1000
3606
MCR
POWER bkW (bhp) 1640 (2200) 1720 (2310) 1900 (2550) 2030 (2720)
BMEP kPa (psi) 2368 (343) 2328 (338) 2286 (331) 2198 (319)
CSR
POWER bkW (bhp) 1490 (2000) 1560 (2090) 1730 (2320) 1850 (2480)
BMEP kPa (psi) 2151 (312) 2112 (306) 2082 (302) 2003 (290)
3608
MCR
POWER bkW (bhp) 2180 (2920) 2290 (3070) 2530 (3390) 2710 (3630)
BMEP kPa (psi) 2361 (342) 2325 (337) 2283 (331) 2201 (319)
CSR
POWER bkW (bhp) 1980 (2660) 2080 (2790) 2300 (3080) 2460 (3300)
BMEP kPa (psi) 2144 (311) 2112 (306) 2076 (301) 1998 (290)
3612
MCR
POWER bkW (bhp) 3280 (4400) 3440 (4610) 3800 (5100) 4060 (5440)
BMEP kPa (psi) 2368 (343) 2328 (338) 2286 (331) 2198 (319)
CSR
POWER bkW (bhp) 2980 (4000) 3120 (4180) 3460 (4640) 3700 (4960)
BMEP kPa (psi) 2151 (312) 2112 (306) 2082 (302) 2003 (290)
3616
MCR
POWER bkW (bhp) 4360 (5850) 4580 (6140) 5060 (6790) 5420 (7270)
BMEP kPa (psi) 2361 (342) 2325 (337) 2283 (331) 2201 (319)
CSR
POWER bkW (bhp) 3960 (5310) 4160 (5580) 4600 (6170) 4920 (6600)
BMEP kPa (psi) 2144 (311) 2112 (306) 2076 (301) 1998 (290)
Figure 1
68
3600 Heavy Fuel Marine Propulsion Ratings
Nominal 32°C (90°F) Coolant Temperature to Aftercooler
Engine Speed Ratings
750 825 900 1000
3606 Application
Restrictions
MCR
POWER bkW (bhp) 1485 (1995) 1490 (2000) 1730 (2320) 1850 (2485)
*
BMEP kPa (psi) 2144 (311) 1955 (283) 2081 (302) 2003 (290)
CSR
POWER bkW (bhp) 1350 (1810) 1355 (1820) 1570 (2110) 1680 (2260)
*
BMEP kPa (psi) 1949 (283) 1778 (258) 1889 (274) 1819 (264)
3608
MCR
POWER bkW (bhp) 1980 (2660)** 1980 (2660)* 2300 (3090)* 2320 (3115)* 2460 (3300)*** See
BMEP kPa (psi) 2144 (311) 1949 (283) 2075 (301) 1884 (273) 1998 (290) Footnotes
CSR
POWER bkW (bhp) 1800 (2415)** 1800 (2415)* 2090 (2805)* 2110 (2850)* 2240 (3005)*** See
Footnotes
BMEP kPa (psi) 1949 (283) 1772 (257) 1886 (273) 1713 (264) 1819 (264)
3612
MCR
POWER bkW (bhp) 2970 (3985) 2980 (4000) 3460 (4645) 3700 (4965)
*
BMEP kPa (psi) 2144 (311) 1955 (284) 2081 (302) 2003 (290)
CSR
POWER bkW (bhp) 2700 (3625) 2710 (3640) 3140 (4215) 3360 (4510)
*
BMEP kPa (psi) 1949 (283) 1778 (258) 1889 (274) 1819 (264)
3616
MCR
POWER bkW (bhp) 3960 (5315)** 3960 (5315)* 4600 (6175)* 4640 (6230)* 4920 (6600)*** See
BMEP kPa (psi) 2144 (311) 1949 (283) 2076 (301) 1884 (273) 1998 (290) Footnotes
CSR
POWER bkW (bhp) 3600 (4830)** 3600 (4830)* 4180 (5610)* 4220 (5665)* 4480 (6015)*** See
BMEP kPa (psi) 1949 (283) 1772 (257) 1885 (273) 1713 (248) 1819 (264) Footnotes
Application Restrictions:
* Limited Time At Part Speed - See Individual Rating Curves For Limit Lines.
** Very Limited Time At Part Speed, Generally Requires CP Propeller.
*** Always Requires CP Propeller.
Figure 18
69
3600 Engine Rating Request/Rating Information Form
PROJECT/CUSTOMER NAME________________________________________ PROJ. NO.__________________
DEALER______________________________________
Requester:_______________________________ Phone_______________________Date_______________________
Technical Serv. Rep._______________________________ No. of Engines is this Order______________________
If applicable list Special Request No. assigned to project: (SR)____________
MODEL_________________________Application Description/Duty___________________________________
Aftercooler Circuit: Single_________ or Separate_________ Temperature to AC_________ °C (Typically 50°C)
ROT. (ccw/cw) Low Idle Speed__________ High Idle Spd or %Droop__________ Governor Type__________
Is this Engine Certified (Y/N):__________ Society____________________________________________________
GENERATOR SETS: NOMINAL RATING_________ BKW or EKW @_________RPM (advertised)
(optional) Fuel Stop power requested:_______________________ BKW or EKW [with Standard Tolerances]
10% BKW overload capability (±3%bkw & ±5%ekw) is available with Continuous
and Prime Power ratings.
Generator Efficiency @ 100% PWR___________________________% (Assumed 96% if not provided)
Is Lafayette packaging the Generator Set? (Y/N)
Are there any Generator Response Requirements? (Y/N) If yes, specify
Regulator Type? (Volts-Hertz or Constant Voltage)
NON GEN SETS: NOMINAL RATING_____________BKW (±3%) @____________RPM (advertised)
Load Demand at the Flywheel by the Propeller, Pump, etc.________________BKW (at rated speed)
Marine - Propeller Type (fixed Pitch/Ctrl Pitch)
(Non-Standard) Fuel Stop (overload) Power requested:____________% [With Standard Tolerances]
Lug Requirement? (Y/N)____________ % @____________ RPM
Approved Rating: (Advertised) ____________ BKW or EKW @____________ RPM Appl Code _____________
(Fuel Stop) ____________ BKW or EKW @____________ RPM
Boost Relief Valve Required:____________
2T____________ Approved Turbo Prt No. ____________ Perf Engrg Init. ____________ Date ____________
LEXQ1183 (4-91) _________ Need New Spec STD or SPL _________ Append Database
Figure 28 70
Marine Auxiliary Generator Sets Some specifications require
Available standard ratings and demonstration of 10% overload
performance data for heavy fuel marine capability above the CSR or MCR rating
auxiliary generator sets are in the 3600 levels. The overload capability can be
EPG A&I Guide (LEKX6559). demonstrated at the factory by
specifying a special factory performance
test. After completion of the
Performance Criteria demonstration test, the engine power is
reset to the CSR or MCR power setting
Marine Performance Curves as applicable.
Caterpillar uses a two level rating
system for 3600 Engine marine
The performance curves for CSR and
propulsion applications _ Continuous
MCR ratings are similar in format.
Service Rating and Maximum
Figure 29 is a typical curve on distillate
Continuous Rating.
fuel. See Figures 19 through 27 for
heavy fuel curves. Both are plotted in
The Continuous Service Rating (CSR)
terms of engine power versus engine
corresponds to ISO Continuous and Fuel
speed, with operating limit line curves
Stop Power definitions and is similar to
identified by the numbers “1” and “3” in
the Marine Class A Continuous Ratings
the case of distillate fuel, and Zones in
used on Caterpillar’s other engines. The
the case of heavy fuel. Curves “2” and “4”
rating is suitable for continuous duty
are the corresponding fixed pitch
applications, including dredges, for
propeller demand curves based on 85%
operation without interruption or load
of MCR output or 90% of CSR output..
cycling. It is identical to Zone 1
operation as defined by ETDS.
Curve 1 defines the MCR limited time
operating capability of the engine.
The Maximum Continuous Rating
Operation in the zone between Curves 1
(MCR) corresponds to ISO Overload and
and 3 is limited to an average of 1 hour
Fuel Stop Power definitions and is 10%
in 12 (approximately 8%) over the total
higher than the CSR rating. It is similar
engine operating life.
to the Marine Class C Intermittent
Ratings used on Caterpillar’s other
Curve 3 defines the CSR continuous
engines. The engine power actually
operating limit of the engine. The zone
produced under normal operating
below Curve 3 is for continuous
conditions is limited by application
operation without interruption or load
guidelines, leaving a power reserve for
cycling while operating at any
vessel fouling, non-continuous normal
combination of power and speed on or
operation, and/or emergency reserve for
under Curve 3.
unusual operating conditions. This
rating is generally used for vessel
applications involving varying loads. The
establishment of MCR ratings for 3600
Engines is consistent with practices of
most worldwide large engine
manufacturers.
71
Propeller Design
Match Points
100
50 50
25 1 25
3 Zone of
Continuous
2 Operation
4
10 20 30 40 50 60 70 80 90 100 110
Percent of Rated Engine Speed
Curve #1 (MCR)
Curve #2 (PROP.@ 85% Of MCR)
Curve #3 (CSR)
Curve #4 (PROP.@ 90% Of CSR)
Maximum
Continuous 85% of MCR 100% MCR*
Rating
* Operation above Curve 3 (CSR) is
limited to one hour out of 12
72
Propeller design match points at rating Conditions
percentages other than specified by the Performance is based upon SAE J1995
guidelines are satisfactory provided and ISO 3046/1 standard conditions of
engine operating limits are not exceeded. 100 kPa (29.61 in. Hg) barometric
pressure, 25°C (77°F) ambient
For controllable pitch propeller temperature, and 30% relative humidity.
applications on distillate fuel, any For marine engine applications, the
combination of propeller pitch and nominal aftercooler water temperature
engine speed is acceptable for is 32°C (90°F) (maximum 38°C (100°F))
continuous operation at or below Curve instead of the 25°C (77°F) temperature
3 or for 1 hour in 12 in the zone between allowed by ISO. Performance and fuel
Curves 1 and 3. consumption are based on 35 API, 16°C
(60°F) fuel having a LHV of 42780 kJ/kg
Propeller match must always be verified (18,390 Btu/lb) used at 29°C (85°F) with
by sea trial. The best measure of a density of 838.9 g/L (7.001 lb/US gal).
propeller match is verification of fuel
rate at rated engine speed. The performance curves show the gross
output capability of an engine equipped
River push boats and dredge pump drive with fuel, lube oil, and fresh water
applications are limited to CSR power cooling pumps. The fuel consumption
levels. given includes the same engine driven
equipment. Power to drive auxiliaries
3600 application guidelines are must be deducted from gross output to
comparable to those published by most arrive at the net power available.
competitors. Auxiliaries may include a marine
transmission, an auxiliary generator,
and/or an auxiliary water pump.
Marine Performance
Parameters Lug operation below 85% of rated speed
can result in turbocharger surge,
Limit Definitions depending upon aftercooler water
CSR Continuous operation, including temperature, inlet restriction and
dredge engines, without ambient conditions.
interruption or load cycling on or
under Curve 3. For standard ratings, engine deration is
MCR Operation limited to an average not required for ambient temperatures
of 1 hour in 12 hours of total up to 45°C (113°F).
engine operating time.
Fuel Consumption
Power Curves 2 and 4 represent 3600 brake specific fuel consumption
the power demand of a typical (BSFC) is based on SAE J1995 and ISO
fixed pitch propeller, applied at 3046 standard ambient conditions of
the recommended propeller 100 kPa (29.61 in. Hg) barometric
design point. Curve 2 is matched pressure, 25°C (77°F) ambient
with Curve 1 (MCR), and Curve temperature and 30% relative humidity.
4 is matched to Curve 3 (CSR). The BSFC figures are also based on
typical production engine configurations,
See the performance curves in Figures 19 including engine driven fuel, oil and
through 27 for additional restrictions for fresh water cooling pumps. BSFC
heavy fuel applications. figures are based on 35 API test fuel
with LHV of 42,780 kJ/kg (18,390 Btu/lb)
and a Caterpillar tolerance of
± 6 g/kW-hr (.010 lb/hp-hr) applies.
73
A number of 3600 competitors declare Other considerations where applicable
fuel consumption according to ISO are:
3046/1 Standard or the British (BS • Compensate for alternate reference
5514) and German (DIN 6271) versions fuel heat values by multiplying the
of this standard. The latest revision of 3600 Engine BSFC by the Caterpillar
ISO 3046/1 allows a maximum 5% test fuel LHV (42,780), divided by the
tolerance for published BSFC data. reference fuel LHV.
Some competitors do not include engine
driven oil and water pumps in their Example:
advertised performance data. Caterpillar BSFC of 193 g/bkW-hr
with 42,780 LHV. Competition
The fuel consumption data included declares BSFC with 43,000 LHV fuel.
in this guide, as well as TMI data, Equivalent Caterpillar BSFC =
has standard Caterpillar tolerances.
When comparing 3600 BSFC to ISO 193 x 42780 = 192 g/bkW-hr
43000
based competitors, it is essential to use
with 43,000 kJ/kg fuel.
identical reference conditions. To do this
it is necessary to convert 3600 • Add 3% to the Caterpillar
performance curve BSFC from Performance Curve SAE J1995 BSFC
SAE J1995 to ISO 3046/1 reference figures to obtain a maximum
conditions using the following guaranteed rated fuel consumption.
modifications:
• Subtract 4 g/kW-hr (.007 lb/hp-hr) • Add 5% to the Caterpillar
from the Caterpillar performance Performance Curve SAE J1995 BSFC
curve SAE J1995 BSFC figures to figures to obtain maximum
compensate for the permissible +5% guaranteed part load fuel
tolerance. consumption.
• Subtract approximately 5 g/kW-hr • Contact the factory for guaranteed
(.008 lb/hp-hr) in cases where the fuel consumption figures with heavy
competitive situation dictates a fuel fuels. A complete fuel specification is
consumption declaration without required.
engine driven pumps.
• The power required to drive the
The results of the fuel consumption Caterpillar supplied sea water pump
calculations derived above provides an is shown in Figure 30. It is
ISO 3046/1 BSFC value based on +5% sometimes necessary to estimate the
tolerance, 42780 kJ/kg LHV fuel and added fuel consumption needed to
32°C (90°F) aftercooler water drive the pump at the rated speed of
temperature. the engine. This can be found by
multiplying the BSFC for the rated
power by the sum of the rated power
and the pump power and then
dividing by the rated power.
(PowerR + PowerSW)
BSFCSW = BSFCR
PowerR
74
50
40
1000 rpm
(KW)
30
(KW)
900 rpm
Pump Power
Power
20
Pump
750 rpm
10
500 rpm
350 rpm
0
0 1000 2000 3000 4000 5000
Flow
Flow(L/min)
(L/min)
3600 Seawater Pump
3600 vs.
Pump Power Seawater PumpSpeed
Flow and Engine Figure 30
Pump Power vs. Flow and Engine Speed
Note: Some competitors publish fuel Tolerances
consumption figures based on a “fuel The performance data presented in this
optimized engine configuration”. This is section represent typical values under
a fully run-in-test engine, generally normal operating conditions. Ambient
without water and oil pumps and with a air conditions and fuel will affect these
turbocharger match and fuel injection values. Each may vary in accordance
rates/timing not applicable to with the tolerances shown in
production engines. Only guaranteed fuel Figure 32.
consumption figures can be compared for
specific applications. Performance Tolerances
Item Tolerance
3600 Idle Fuel Rates
Figure 31 shows the idle fuel rates of Power ± 3%
Fuel rate ± 5%
3600 Engines operating on distillate fuel Specific fuel consumption ± 3%
with a density of 838.9 g/L (7.001 lb/gal). Inlet air flow ± 5%
Exhaust flow ± 6%
Heat rejection ± 5%
Exhaust stack temperature ± 8%
Intake manifold pressure ± 10%
Figure 32
75
3600 Engine Idle Fuel Rates
100 26
90 24
22
80
20
16
36
60 16
Fuel Rate (L/hr)
2
61
3 14
50
12
Fuel Rate
40
10
8
3 60
30 8
6
360 6
20
4
10
2
0
1000
300
400
500
600
700
800
900
RPM
rpm
3600 Engine Idle Fuel Rates
Figure 31
76
Figure 2
77
Figure 3
78
Figure 4
79
Figure 5
80
Figure 6
81
Figure 7
82
Figure 8
83
Note: These ratings are for CPP applications only.
Figure 9
84
Figure 10
85
Figure 11
86
Figure 12
87
Figure 13
88
Figure 14
89
Figure 15
90
Figure 16
91
Note: These ratings are for CPP applications only.
Figure 17
92
3606 and
3606 and3612
3612-- 1000 rpm
1000 RPM
120
CSR MCR
3606 - 1680 1850 bkW
100 3612 - 3360 3700 bkW II
40
III
20
I
0
IV
20 40 60 80 100 120
Percent
Percent of
of Rated Speed
Rated Speed
Zone Zone l -I Continuous Duty
- Continuous Duty
Zone
ZoneII,II,III
lll and
and IV lV- -Limited
Limited Operation
Operation
Marine
MarinePropulsion
Propulsion Applications
Applications
Figure 19 HeavyFuel
Heavy Fuel
3606/3612
1000 rpm
Figure 19
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3606 Power 3612 Power 3606 Power 3612 Power
rpm bkw bkw bhp bhp
100.0% 1000 100.0% 1680 3360 2253 4506
90.0% 900 90.0% 1512 3024 2028 4055
85.0% 850 32.7% 550 1100 738 1475
80.0% 800 28.6% 480 960 644 1287
78.0% 780 26.6% 447 894 599 1199
70.0% 700 23.1% 388 776 520 1041
60.0% 600 16.5% 277 554 371 743
50.0% 500 12.4% 208 416 279 558
35.0% 350 8.6% 145 290 194 389
INTERMITTENT DUTY
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3606 Power 3612 Power 3606 Power 3612 Power
rpm bkw bkw bhp bhp
100.0% 1000 110.0% 1850 3700 2481 4962
90.0% 900 99.1% 1665 3330 2233 4466
85.0% 850 73.7% 1238 2476 1660 3320
80.0% 800 60.1% 1010 2020 1354 2709
78.0% 780 57.0% 957 1914 1283 2567
70.0% 700 41.2% 692 1384 928 1856
60.0% 600 26.0% 436 872 585 1169
50.0% 500 15.0% 252 504 338 676
35.0% 350 8.6% 145 290 194 389
93
3606
3606and
and3612
3612 -- 900 RPM
rpm
120
CSR MCR
3606 - 1570 1730 bkW
100 3612 - 3140 3460 bkW II
40
III
20
I
0 IV
20 40 60 80 100 120
Percent
Percent of RatedSpeed
of Rated Speed
Zone Zone l -I Continuous
- Continuous Duty
Duty
ZoneII,II,III
Zone and IV
lll and lV--Limited
LimitedOperation
Operation
MarinePropulsion
Marine Propulsion Applications
Applications
Heavy
HeavyFuel
Fuel
Figure 20
3606/3612
900 rpm
Figure 20
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3606 Power 3612 Power 3606 Power 3612 Power
rpm bkw bkw bhp bhp
100.0% 900 100.0% 1570 3140 2105 4211
88.9% 800 88.9% 1396 2792 1872 3744
83.3% 750 30.9% 485 970 650 1301
80.0% 720 27.5% 432 864 579 1159
77.8% 700 25.5% 401 802 538 1075
66.7% 600 21.2% 333 666 447 893
55.6% 500 14.7% 231 462 310 620
44.4% 400 10.6% 166 332 223 445
38.9% 350 9.2% 145 290 194 389
INTERMITTENT DUTY
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3606 Power 3612 Power 3606 Power 3612 Power
rpm bkw bkw bhp bhp
100.0% 900 110.0% 1730 3460 2320 4640
88.9% 800 98.0% 1538 3076 2062 4125
83.3% 750 69.4% 1090 2180 1462 2923
80.0% 720 61.4% 964 1928 1293 2585
77.8% 700 56.4% 886 1772 1188 2376
66.7% 600 35.5% 558 1116 748 1497
55.6% 500 20.6% 323 646 433 866
44.4% 400 10.6% 166 332 223 445
38.9% 350 9.2% 145 290 194 389
94
3606 and
3606 and3612
3612- -825
825rpm
RPM
120
CSR MCR
3606 - 1355 1490 bkW
100 3612 - 2710 2980 bkW II
Power
80
Power
of CSR
of CSR
60
Typical Propeller
III
Percent
Demand Curve
Percent
40
20
I
0 IV
20 40 60 80 100 120
Percentofof
Percent Rated
Rated Speed
Speed
Zone
Zone I l- -Continuous
Continuous Duty
Duty
ZoneII,III
Zone II, lll
andand
IV -lV - Limited
Limited Operation
Operation
MarinePropulsion
Marine Propulsion Applications
Applications
Figure 21 Heavy
Heavy FuelFuel
3606/3612
825 rpm
Figure 21
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3606 Power 3612 Power 3606 Power 3612 Power
rpm bkw bkw bhp bhp
100.0% 825 100.0% 1355 2710 1817 3634
90.9% 750 90.9% 1232 2464 1652 3304
87.3% 720 87.2% 1182 2364 1585 3170
78.8% 650 44.3% 600 1200 805 1609
72.7% 600 32.7% 443 886 594 1188
60.6% 500 23.8% 323 646 433 866
48.5% 400 16.4% 222 444 298 595
42.4% 350 12.0% 162 324 217 434
INTERMITTENT DUTY
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3606 Power 3612 Power 3606 Power 3612 Power
rpm bkw bkw bhp bhp
100.0% 825 110.0% 1490 2980 1998 3996
90.9% 750 99.9% 1354 2708 1816 3631
87.3% 720 95.9% 1300 2600 1743 3487
78.8% 650 58.6% 794 1588 1065 2130
72.7% 600 46.2% 626 1252 839 1679
60.6% 500 26.7% 362 724 485 971
48.5% 400 16.4% 222 444 298 595
42.4% 350 12.0% 162 324 217 434
95
3606 and
3606 and3612
3612- -750
750rpm
RPM
120
MCR
CSR MCR
3606 - 1350 1485 bkW CSR
100
3612 - 2700 2970 bkW
II
Power
Power
80
CSRCSR
Typical Propeller
60
of of
Demand Curve
Percent
Percent
40 III
20
I
0 IV
20 40 60 80 100 120
PercentofofRated
Percent RatedSpeed
Speed
Zone Il--Continuous
Zone Continuous Duty
Duty
Zone
ZoneII,III and
II, lll IV -lVLimited
and Operation
- Limited Operation
Marine Propulsion
Marine PropulsionApplications
Applications
Heavy
HeavyFuel
Fuel
Figure 22
3606/3612
750 rpm
Figure 22
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3606 Power 3612 Power 3606 Power 3612 Power
rpm bkw bkw bhp bhp
100.0% 750 100.0% 1350 2700 1810 3621
96.0% 720 96.0% 1296 2592 1738 3476
86.7% 650 44.4% 600 1200 805 1609
80.0% 600 32.8% 443 886 594 1188
66.7% 500 23.9% 323 646 433 866
53.3% 400 16.4% 222 444 298 595
46.7% 350 12.0% 162 324 217 434
INTERMITTENT DUTY
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3606 Power 3612 Power 3606 Power 3612 Power
rpm bkw bkw bhp bhp
100.0% 750 110% 1485 2970 1991 3983
96.0% 720 106.0% 1431 2862 1919 3838
86.7% 650 78.1% 1055 2110 1415 2830
80.0% 600 61.4% 829 1658 1112 2223
66.7% 500 35.6% 480 960 644 1287
53.3% 400 16.4% 222 444 298 595
46.7% 350 12.0% 162 324 217 434
96
3608
3608and
and3616
3616-- 1000
1000 rpm
RPM
120
CSR MCR
100 3608 - 2110 2320 bkW
3616 - 4220 4640 bkW II
Power
80
Percent
Percent CSR
of of Power
CSR
60
Typical Propeller
Demand Curve
40
III
20
I
0
IV
20 40 60 80 100 120
Percent RatedSpeed
Percent of Rated Speed
Zone Zonel -I -Continuous Duty
Continuous Duty
Zone
ZoneII,II,III
lll and
andIV lV- -Limited
Limited Operation
Operation
Marine
MarinePropulsion Applications
Propulsion Applications
Figure 23 HeavyFuel
Heavy Fuel
3608/3616
1000 rpm
Figure 23
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3608 Power 3616 Power 3608 Power 3616 Power
rpm bkw bkw bhp bhp
100.0% 1000 100.0% 2110 4220 2830 5659
90.0% 900 90.0% 1899 3798 2547 5093
85.0% 850 85.0% 1793 3586 2404 4809
80.0% 800 30.3% 640 1280 858 1716
70.0% 700 24.5% 517 1034 693 1387
60.0% 600 19.2% 406 812 544 1089
50.0% 500 14.6% 308 616 413 826
40.0% 400 9.6% 202 404 271 542
INTERMITTENT DUTY
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3608 Power 3616 Power 3608 Power 3616 Power
rpm bkw bkw bhp bhp
100.0% 1000 110.0% 2320 4640 3111 6222
90.0% 900 99.0% 2088 4176 2800 5600
85.0% 850 93.5% 1972 3944 2644 5289
80.0% 800 61.4% 1296 2592 1738 3476
70.0% 700 41.1% 868 1736 1164 2328
60.0% 600 25.9% 547 1094 734 1467
50.0% 500 15.0% 317 634 425 850
40.0% 400 9.6% 202 404 271 542
97
3608
3608 and 3616- -1000
and 3616 1000RPM
rpm
High Power
High Power
120
CSR MCR
3608 - 2240 2460 bkW II
100 3616 - 4480 4920 bkW
40
20
I
0 IV
20 40 60 80 100 120
PercentofofRated
Percent Rated Speed
Speed
Zone Zonel I-- Continuous
Continuous DutyDuty
Zone II, II,
Zone llland
and IV lV - Limited
- Limited Operation
Operation
Controllable Pitch
Controllable PitchProp
Prop Only
Only
Marine Propulsion
Marine Propulsion Applications
Applications
Heavy Fuel
Figure 24 Heavy Fuel
3608/3616
1000 rpm High Power
Figure 24
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3608 Power 3616 Power 3608 Power 3616 Power
rpm bkw bkw bhp bhp
100.0% 1000 100.0% 2240 4480 3004 6008
95.0% 950 94.9% 2126 4252 2851 5702
80.0% 800 23.9% 535 1070 717 1435
70.0% 700 19.2% 430 860 577 1153
60.0% 600 16.7% 374 748 502 1003
50.0% 500 12.1% 271 542 363 727
40.0% 400 8.8% 197 394 264 528
INTERMITTENT DUTY
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3608 Power 3616 Power 3608 Power 3616 Power
rpm bkw bkw bhp bhp
100.0% 1000 110.0% 2460 4920 3299 6598
95.0% 950 105.0% 2352 4704 3154 6308
98
3608 and
3608 3616
and 3616- -900
900rpm
RPM
120
CSR MCR
100 3608 - 2090 2300 bkW
3616 - 4180 4600 bkW II
40
III
20
I
0
IV
20 40 60 80 100 120
Percent of Rated
Percent of RatedSpeed
Speed
Zone
Zone lI -- Continuous
Continuous Duty
Duty
Zone II, llland
Zone II,III andIV lV - Limited
- Limited Operation
Operation
Marine
Marine Propulsion Applications
Propulsion Applications
Figure 25 Heavy Fuel
Heavy Fuel
3608/3616
900 rpm
Figure 25
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3608 Power 3616 Power 3608 Power 3616 Power
rpm bkw bkw bhp bhp
100.0% 900 100.0% 2090 4180 2803 5605
90.0% 810 90.0% 1881 3762 2522 5045
83.3% 750 26.9% 562 1124 754 1507
80.0% 720 25.4% 531 1062 712 1424
77.8% 700 24.7% 517 1034 693 1387
66.7% 600 19.4% 406 812 544 1089
55.6% 500 14.7% 308 616 413 826
44.4% 400 9.7% 202 404 271 542
38.9% 350 8.2% 172 344 231 461
INTERMITTENT DUTY
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3608 Power 3616 Power 3608 Power 3616 Power
rpm bkw bkw bhp bhp
100.0% 900 110.0% 2300 4600 3084 6169
90.0% 810 99.0% 2070 4140 2776 5552
83.3% 750 69.0% 1442 2884 1934 3867
80.0% 720 61.3% 1281 2562 1718 3436
77.8% 700 51.8% 1082 2164 1451 2902
66.7% 600 32.6% 681 1362 913 1826
55.6% 500 18.9% 394 788 528 1057
44.4% 400 9.7% 202 404 271 542
38.9% 350 8.2% 172 344 231 461
99
3608 and
3608 3616
and 3616- -825
825rpm
RPM
120
CSR MCR
100 3608 - 1800 1980 bkW
3616 - 3600 3960 bkW II
Power
80
Power
of CSR
of CSR
60
Typical Propeller
Percent
Demand Curve
Percent
40
III
20
I
0 IV
20 40 60 80 100 120
Percentofof
Percent Rated
Rated Speed
Speed
Zone Il -- Continuous
Zone Continuous Duty
Duty
Zone II,III
Zone II, llland
andIV lV
- Limited Operation
- Limited Operation
Marine Propulsion
Marine PropulsionApplications
Applications
Figure 26 Heavy
HeavyFuel
Fuel
3608/3616
825 rpm
Figure 26
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3608 Power 3616 Power 3608 Power 3616 Power
rpm bkw bkw bhp bhp
100.0% 825 100.0% 1800 3600 2414 4828
90.9% 750 90.9% 1637 3274 2195 4390
87.3% 720 87.3% 1571 3142 2107 4213
78.8% 650 27.8% 501 1002 672 1344
72.7% 600 24.6% 443 886 594 1188
60.6% 500 17.3% 312 624 418 837
48.5% 400 13.7% 246 492 330 660
42.4% 350 10.8% 194 388 260 520
INTERMITTENT DUTY
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3608 Power 3616 Power 3608 Power 3616 Power
rpm bkw bkw bhp bhp
100.0% 825 110.0% 1980 3960 2655 5310
90.9% 750 100.0% 1800 3600 2414 4828
87.3% 720 96.0% 1728 3456 2317 4634
78.8% 650 58.2% 1048 2096 1405 2811
72.7% 600 46.2% 831 1662 1114 2229
60.6% 500 26.7% 481 962 645 1290
48.5% 400 13.7% 246 492 330 660
42.4% 350 10.8% 194 388 260 520
100
3608 and
3608 and3616
3616 -- 750 rpm
750 RPM
120
CSR MCR
100
3608 - 1800 1980 bkW II
3616 - 3600 3960 bkW
60
40
20
I
0 IV
20 40 60 80 100 120
Percent
Percent ofofRated
Rated Speed
Speed
ZoneZone I - Continuous Duty
l - Continuous Duty
Zone II, and IV - Limited Operation
Zone II, lll and lV - Limited Operation
Generally Requires Controllable Pitch Prop
Generally Requires Controllable Pitch Prop
Consult Caterpillar For Fixed Pitch Applications
Consult Caterpillar For Fixed Pitch Applications
Marine Propulsion Applications
Marine Propulsion Applications
Heavy Fuel
Figure 27 Heavy Fuel
3608/3616
750 rpm
Figure 27
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3608 Power 3616 Power 3608 Power 3616 Power
rpm bkw bkw bhp bhp
100.0% 750 100.0% 1800 3600 2414 4828
95.1% 713 90.0% 1620 3240 2172 4345
90.0% 675 27.9% 503 1006 675 1349
85.1% 638 26.6% 479 958 642 1285
80.0% 600 24.6% 443 886 594 1188
66.7% 500 17.3% 312 624 418 837
53.3% 400 14.1% 253 506 339 679
46.7% 350 10.3% 185 370 248 496
INTERMITTENT DUTY
CONTINUOUS DUTY
% Rated Speed speed % CSR Power 3608 Power 3616 Power 3608 Power 3616 Power
rpm bkw bkw bhp bhp
100.0% 750 110.0% 1980 3960 2655 5310
95.1% 713 105.9% 1906 3812 2556 5112
101
®
LEKM8462 8-98
®
5
Valves should normally be gate or globe Vent tanks containing flammable fluids
type, except for throttling purposes and the engine crankcase to atmosphere
where globe type valves should be used. with a gooseneck ventilator and flame
Pay special attention to the selection of screens and closures. Air vent
seat, stem and trim materials. Improper discharges must not enter ventilation air
material application may result in the inlets, openings to accommodations or
accelerated corrosion and failure of salt work spaces, discharge on machinery,
water service valves, and deterioration electrical equipment, or personnel.
of seat materials in ball and butterfly Thoroughly clean all piping and
valves used in fuel oil and lube oil equipment after fabrication and prior to
transfer systems. The substitution of ship installation. After installation, each
butterfly or ball valves can be made system must be cleaned and flushed
where permitted by classification with the applicable system’s medium, or
societies. Do not use butterfly or ball an approved substitute. The process
valves where close, controllable should be reviewed by the owner,
throttling is mandatory. Hand wheels or regulatory body’s inspector and the
operating levers of valves should be engine builder. Conduct each flushing at
easily operated from a walkway or deck. the system’s maximum operating
Unless obvious, provide valves with pressure and temperature, and above
nameplates clearly stating their normal line velocity. Remove, bypass, or
purpose. Valves attached to the ships blank-off heat exchangers, control
hull or oil tanks should be selected and valves, and other in-line components
arranged based on classification society which could trap debris during the
requirements. flushing process. Refer to Caterpillar
procedure 3L0492 for further details on
Safety or relief valve inlet piping should pipe flushing and pickling.
be as short as possible. Where
discharging to atmosphere, direct the Visually inspect combustion air and
open end of pipes away from machinery, exhaust gas piping systems to ensure
electrical equipment, or weld slag and debris is removed prior to
operating personnel. Discharge oil installation.
system relief valves to the low pressure
side of the system.
Piping Sizes
System monitoring gauges,
The following table is a pipe selection
thermometers, etc. should be visible
guide for suggested fluid velocities. To
from operating areas. Thermometers
avoid erosion, water hammer, or the
should have separate wells. Pressure
possibility of noise, the upper velocity
gauges should have test tees. Locate
limits should not be exceeded. The
isolating valves close to the main piping
final pipe sizes should be selected based
run. Pressure gauges, pressure switches,
on considerations of piping layout,
or similar instrumentation used in
number of fittings, valves, viscosity of
heated fuel oil piping systems, should be
fluid passing through the pipe, and
the filled or electric transmitter type.
pressure drop. Head loss on the suction
side of pumps should be carefully
analyzed. Compare the losses in the
suction piping to the net positive suction
head available with the specific pump
selected.
6
Fluid Design Velocities
Nominala Limit
Service m/sec (ft/sec) m/sec (ft/sec)
Schedule of Piping
Figure 1 is a guide for preparing piping schedules. It is not intended to replace specific
requirements of applicable classification societies or regulatory bodies.
Abbreviations
7
Piping Symbol
RR
Symbol
RRRR Description Symbol Description Symbol Description
R
R Gate Valve Un-Insulated Pipe Tank Heating Coil
LOR
LO R
LO
LO RR
R
LO
LOR
LO
LO R Gate Valve with Remote Insulated Pipe Gauge Glass
LO
LC
LOR
LCLO Operating Gear Attached (Automatic Closure)
LC
LO
LC
LCLO
LO
LC
LCLO
LO Locked "Open" Valve Air Vent with Flame Screen Plate Heat Exchange
LC
LCLO
LC
LC
LCLC
LC
LC
LC Locked "Closed" Valve Air Vent w/Flame Screen & Shell and Tube Heat
LC Closure Exchanger
TT
TTTT Globe Valve Air Vent w/Flame Screen, Centrifugal Pump
T
LS
LSTT
T T Check Valve & Closure
T
T T
LS
LS
LS T
T
LS Screw Down TTT Drip Pan Positive Displacement Pump
LST
T T
LS
LS T Non-Return Valve
LS
LS
LS
LS T FM
LS
LS
Lock Shut Valve
TT
TT
Thermometer FM
FM
Manhole in Tank
LS TT
T
TT
HTA FM
T FM
Swing Check Valve HTAT Thermometer FM Flow Meter
HTA
HTA FM
HTA
HTA
FM
FM
LTA FM
FM
Three -way Cock LTA
HTA High Temperature Alarm FM
FM Pipe Return to Tank
HTA
LTA
HTA
LTA FM
HTA
HTA
HTA
LTA
HTA
LTA
HTA
HTA
FM
Air Operated Three-Way HTA
HTA
HTA Low Temperature Alarm Pump Suction Bell
HLALTA
HTA
LTA
LTA
LTA
Cock (or Valve) HLALTA
LTA F
HLA
HLA LTA
LTA F
LTA
HLA
LTA F
Relief Valve HLA
LTA
LTA High Level Alarm F Filter
LLALTA F
HLA
HLA FF
LLA
HLA
HLA P
LLA
HLA
LLA FP
Angle Valve HLA
HLA Low Level Alarm FP Differential Pressure
LLA
LLA
HLA
HLA FFP
HLA
LLA
PSH
HLA
LLA PP
Indicator
HLA
LLA
HLA
PSH FFP
LLA
PSH PS F
Pressure Control Valve LLA
PSH
LLA Pump Start Pressure Switch
LLA
PSH PS FPP
PSH
LLA PS
LLA
PSH
PSH
LLA
PSL
PSH PSPP
LLA
LLA PS
PS
Self-Contained LLA
PSL
PSH
PSL Pump Stop PSPPP Alarm
PSH
PSL
PSH A
Temperature Control PSH
PSL
PSL
PSL
PSAP
PS
PSH
PSL
PSL
Valve w/ Manual Override PSH
PSH A
PSH
PSH AA
PS
PS
A
Butterfly Valve PSH
PSL Pressure Switch PS
A Motor
PSL
PSL PS
M
PSL
PSL A
M
PS
A
PSL M
PSL
PSL
PSL Steam Blow-Out MM
A
A
Ball Valve PSL M
MA
A
M
A
M
In-Line Relief Valve Sounding Valve M
M
with Lever M
M
S
Diverting Valve with S
S
S Simplex Strainer M
Manual Lever SS
SS
S
S
S
Temperature Control SS Duplex Strainer
SS
S
SS
Valve SS
SS
S
SSSS
Air Operated S
S Orifice Plate
SS
S
Butterfly Valve SS
S
S
S
S
S
S
Flexible Connector PS
P S
S
S Pressure Gauge
P S
S
PS
PSS
PP
L
S
Flexible Connector LP Level Indicator
P
L
L
LLPP
P
LP
L
PP
P
PP
P
L
LL
L
LL
L
LL
L
8
Schedule of Piping
SYSTEM PIPING TAKE DOWN JOINTS VALVES FITTINGS GENERAL
BOLTS NUTS GASKETS NOTES
## SERVICE SIZE TYPE SIZE TYPE SIZE PRESS MATERIAL TRIM SIZE TYPE
1 Cooling Above Seamless, ASTM Above Steel Slip-on Welded ASTM A307 ASTM A307 Inserted 50mm 125# Cast Iron or Brass 50mm Forged Steel Std.
Fresh Water 10mm A106, Sch. 40 10mm Flanges, Butt Welded Grade B Grade B Rubber Sheet (2 in.) Forged Steel (2 in.) Wt.,Butt Welded
(.5 in.) Grade A or B (.5 in.) or Sleeve and above Flanged and Above ends, ASTM A-234
10mm Seamless Copper, Below Brass Unions, 40mm 200# Brass 40mm Ductile Iron,
(.5 in.) ASTM B88, Type 10mm Bite Joint or (1-.5 in.) Bronze (1.5 in.) Forged Steel, or
and Below K or L (.5 in.) Sleeve and below and Below Brz., Screwed
2 Cooling Above 90 / 10 CuNi Pipe Above Bronze Flanges, ASTM A307 ASTM A307 Inserted 50mm 125# Cast Iron, Flanged Brass Above Bronze, Brazed; Or use ## 3
Sea Water 10mm 10mm Brazed. Galv. Galv. Rubber (2 in.) or Monel 10mm or Built-up Cu, which is
(.5 in.) (.5 in.) Sheet and above 150# Cast Steel, Flanged (.5 in.) Flanged acceptable
substitute
10mm Seamless Copper, Below Brass Unions, 40mm 200# Bronze, Flanged Brass 10mm Brass Joints
(.5 in.) ASTM B88, Type 10mm Bite Joint or Sleeve (1-1/2 in.) or Screwed or Monel (.5 in.)
and Below K or L (.5 in.) and below and Below
3 Sea Chest, All Seamless, ASTM Above Steel Slip-on Welded ASTM A307 ASTM A307 Inserted 50mm 150# Cast Steel, Flanged Brass 50mm Butt Welded
Overboard, Air Vent, A106, Sch. 80 Grade 10mm Flanges, Butt Welded Galv. Galv. Rubber (2 in.) or Monel (2 in.) Galvanized
and Blow-Out Conn. A or B, Galvanized (.5 ft.) or Sleeve Sheet and above and Above
Below Brass Unions, 40mm 200# Bronze, Flanged Brass 40mm Ductile Iron or
10mm Bite Joint or (1-.5 in.) or Monel (1.5 in.) Forged Steel,
9
(.5 ft.) Sleeve and below and Below Galv. Screwed
4 Oil & Fuel- Above Seamless, ASTM Above Steel Slip-on Welded ASTM A307 ASTM A307 Nitrile 50mm 125# Cast Iron or Brass 50mm Forged Steel Std. *Valves
*Valves onon
Filling,Transfer, and 10mm A106, Sch. 40 10mm Flanges, Butt Welded Galv. Galv. (2 in.) Forged Steel, Flanged (2 in.) Wt.,Butt Welded Oil Fuel
Oil & Fuel
Service (.5 in.) Grade A or B (.5 in.) or Sleeve and above 150# * Cast Steel, Flanged and Above ends, ASTM A-234 tanks
tankswill
subj.be
Cast Steel
to a static
10mm Seamless Copper, Below Brass Unions, 40mm 200# Bronze, Flanged Brass 40mm Ductile Iron or Flanged
head
(.5 in.) ASTM B88, Type 10mm Bite Joint or Sleeve (1.5 in.) or Screwed (1.5 in.) Forged Steel
and Below K or L (.5 in.) and below and Below Screwed or
Socket Weld
5 Exhaust Gas All Steel Resistance Steel Plate Flanges ASTM A307 ASTM A307 Hi-Temp., All Forged Steel, *Pipe to be
Welded, ASTM A53* All Butt Welded Flngd. at least 7mm
Galv. Galv. Asbestos
(Flex conns. to
Free (.25 in.) thick
be Stainless Steel)
6 Exhaust Gas - All Steel Resistance 50mm 200# Bronze, Flanged Brass All
Open Drains Welded, ASTM A53 (2 in.) or Screwed Forged Steel,
Sch.40 and above Butt Welded
7 Starting Air Above Seamless, ASTM Above Steel Slip-on Welded ASTM A307 ASTM A307 Nitrile 50mm 150#
125# Cast Iron or Forged Brass 50mm Forged Steel,
and Control Air 10mm A106, Sch. 40 10mm Flanges, Butt Welded Galv. Galv. (2 in.) Steel, Flanged (2 in.) Flanged or
(.5 in.) Grade A or B (.5 in.) or Sleeve and above and Above Butt Welded
Figure 1
10mm Seamless Copper, Below Brass Unions, 40mm 200# Bronze, Flanged Brass 40mm Forged Steel,
(.5 in.) ASTM B88, Type 10mm Bite Joint or Sleeve (1.5 in.) or Screwed (1.5 in.) Screwed or
and Below K or L (.5 in.) and below and Below socket weld
®
LEKM8463 8-98
®
Engine Systems -
Distillate Fuel Oil
Engine Fuel System Description
Engine Fuel Flow Rates
Bulk Storage And Delivery Systems
Day Tank (Distillate Fuel Service Tank)
Emergency Pump
Settling Tank
Fuel Cleanliness
Water Separation
Centrifuges
Sample Points
Suction Strainer
Centrifuge Supply Pump
Fuel Heater
Customer Connections
Flex Connections
Fuel Lines
Pressure and Flow Monitoring
Fuel Recommendations
Cetane Number
Filtering
Pour Point
Cloud Point
Sulfur
Viscosity
Additives
Fuel Sulfur Content
Specific Gravity
Fuel Temperature
Fuel Coolers
Day Tank Sizing As A Heat Sink
Day Tank Calculations
Fuel Heaters
Useful Fuel Formulas and Data
Specific Gravity and Density
Mass Flow Rate
Specific Heat
Heat Rejection
Burning Used Crankcase Oil
Continuous Blending
Reference Material
Engine Fuel System The engine driven transfer pump
delivers fuel to the unit injectors via the
Description secondary fuel filters. The 5 micron
Refer to Figures 1, 2, and 3 on pages 24, (0.0002 in.) duplex filters are usually
25 and 26 for schematics of the engine both in service for normal operation,
fuel system. although one housing may be isolated at
a time during operation for filter
The standard primary fuel system replacement if required. The
components include an engine driven recommended fuel delivery pressure to
fuel transfer pump, duplex media type the injectors is 414-690 kPa (60-100 psi)
filters (secondary), unit fuel injectors at rated speed.
and a fuel pressure regulator. Optional
Caterpillar supplied fuel system The unit injector combines the functions
components include flexible hoses, a of pumping, metering and injecting into
manual fuel priming pump, and a a single unit. It is mounted in the
duplex primary fuel strainer. cylinder head at the centerline of each
cylinder. External manifolds supply fuel
If used, the primary duplex fuel strainer from the transfer pump to the drilled
is installed remote from the engine in passages in the cylinder head,
the transfer pump suction line. The eliminating the need for high pressure
strainer has 178 micron (0.007 in.) fuel lines. A 100 micron (0.004 in.) edge
cleanable elements. The manual priming type filter within each injector prevents
pump is installed on the engine in contaminants from entering the injector
parallel to the engine driven pump. The during maintenance. Fuel circulates
manual pump helps to bleed air from the through the injectors and the portion
fuel piping before initial engine that is not used for combustion cools the
operation and following engine injectors and is returned to the fuel tank
maintenance (filter element changes, via the pressure regulating valve. For
injector replacement, etc.). It has a heavy fuel oil applications a special
suction lift of 2.6 m (8.5 ft) and a flow of cooling circuit is designed in the unit
38 L (10 gal) per 115 revolutions. The injector to supply and circulate the
manual priming pump has a lift of 7.8 m coolant through the injector tip (see the
(25.5 ft) if the fuel lines between the fuel Heavy Fuel Oil section of this guide).
tank and the pump are full, as after a
filter element change. The fuel delivery pressure to the
injectors is controlled by adjusting the
To avoid air suction into the fuel transfer pressure regulating valve on site. The
pump at low suction pressures and seal valve is a spring loaded variable orifice
leakage at high suction pressures, the type mounted on the front right side of
fuel pressure at the engine driven the engine, and it maintains adequate
transfer pump at rated speed must be injector supply pressure for all engine
greater than -39 kPa (-5.7 psi) or less speed and load ranges. The pressure
than 100 kPa (14.5 psi). If the manual regulator must be adjusted at the
priming pump is used the suction installation site. To provide 414-690 kPa
pressure must be less than 50 kPa (60-100 psi) fuel to the injectors, the fuel
(7.25 psi). The engine driven transfer return line restriction must not exceed
pump may be used for fuel with a 350 kPa (51 psi) at rated engine speed.
viscosity up to 40 cSt at 50°C. Higher
viscosity fuels require a fuel booster Engine Fuel Flow Rates
module to circulate and heat the fuel Refer to the table on page 6 for 3600
prior to engine operation (see the Heavy engine fuel flow rates and heat
Fuel Oil section of this guide). rejections at various engine speeds.
5
Bulk Storage and
Delivery Systems
Shipboard fuel systems must insure a • A fuel oil separator may be used to
continuous supply of clean fuel to the transfer fuel from the ship’s main or
engines. Bulk fuel is usually stored in a settling tank to the service tank.
large tank(s) and transferred to a
smaller tank(s) (day or service tank) Install vents on each tank to relieve air
near the engine room by one of three pressure created by filling and to
methods: prevent vacuum formation as fuel is
consumed. Water and sediment should
• Fuel flows by gravity from the ship’s be periodically drained from each fuel
main tank(s) to the service tanks. The tank.
engine driven transfer pump takes
fuel directly from the service tank. Seal piping and fittings to prevent air or
Fuel is normally returned from the dirt contamination. Air in the system
engine through a deaeration tank causes hard starting, erratic engine
back to the transfer pump inlet or operation, and can also erode injectors.
directly back to the service tank.
• An electric driven transfer pump Fuel lines can be black iron pipe, steel
delivers fuel from the ship’s main tank pipe or copper tubing. Galvanized,
to a settling tank. After allowing time aluminum, or zinc-bearing alloy pipe
for settling of water and solids the fuel must not be used.
is transferred to the service tank.
6
Day Tank (Distillate Fuel the tank bottom and near the tank end
Service Tank) opposite the return line. Do not use joint
Day tanks are used in almost all marine cement affected by fuel or gasketed
applications. The installation design connections. Flexible fuel lines must be
must consider engine mounted transfer installed at the engine fuel inlet and
pump limitations. Total suction head outlet to accommodate engine motion.
must not exceed 2.6 m (8.5 ft).
The return line should enter the top of
Locate tanks to avoid fuel levels higher the tank without shutoff valves. Avoid
than the engine fuel injectors to prevent dips so air passes freely and prevents
fuel leakage into the cylinders due to vacuum in the fuel system. All return
static head when the engine is shut fuel from the engine must be allowed to
down. If overhead mounting is deaerate before being returned to the
unavoidable, include an open/close engine. The maximum return flow
solenoid valve in the supply line and a restriction is 350 kPa (51 psi) at rated
3.45 kPa (0.5 psi) check valve in the speed.
return line.
All engines add heat to the fuel as the
The delivery line carrying fuel to the fuel engine operates. The day tank can be
transfer pump and the return line sized to dissipate the added heat. If this
carrying excess fuel to the service tank is not possible fuel coolers may be
should be no smaller than the engine required (see the section on Fuel
fittings. Larger fuel supply and return Temperature).
lines ensure adequate flow if the fuel
tank feeds multiple engines over 9.14 m Figure 4 on page 27 shows a typical
(30 ft) from the tank or temperatures are delivery system from the day tank to a
low. The maximum inlet flow restriction main propulsion engine.
is -39 kPa (-5.7 psi) at rated speed.
Caterpillar fuel pumps prime up to See Figure 5 for a recommended tank
2.6 m (8.5 ft) of suction lift, but pipe size, design. The rules and regulations for
bends, and cold ambients modify this fuel tanks of the applicable marine
capability. Position fuel suction lines to society must be observed.
remove fuel about 76 mm (3 in.) above
7
Typical Arrangement of Service Tank
ANTI-SIPHON OPENING
MANHOLE
OVERFLOW TO SETTLING TANKS
HLA
RETURN FROM
DEAERATION TANK
OR ENGINE
BAFFLE
STEAM BLOW-OUT PLATE
I LOCAL THERMOMETER
LLA
R
TO ENGINE TRANSFER
PUMP SUCTION
SLUDGE
SPACE
R
SLOPED BOTTOM
R
TO SLUDGE TANK
VALVES FITTED WITH REMOTE
Figure 5 OPERATING GEAR (AS REQUIRED
BY CLASSIFICATION SOCIETY) TO FUEL OIL
TRANSFER PUMP
8
Use screw type pumps to transfer fuel system can be used between the
from the bunker tanks to the settling main tank and the day tank to clean
tank. They minimize the possibility of only the fuel being burned. The filters
emulsifying water entrained in the can plug and careful attention must be
distillate fuel. The transfer pump should given to fuel pressure levels at the
operate automatically and fill the injectors to guard against
settling tank in less than two hours. misfiring.
10
Fuel Recommendations Cloud Point
The cloud point should be below the
Caterpillar 3600 engines are capable of lowest expected ambient operating
burning a wide range of distillate fuels. temperature. This prevents fuel filter
Also see the Heavy Fuel Oil section of elements plugging with wax crystals.
this guide.
Sulfur
Distillate Fuel Recommendations Fuels containing 0.5% or less sulfur may
Specifications Requirements* be used with normal crankcase oil drain
Aromantics (ASTM D1319) 35% Maximum intervals using API CF performance oils.
Ash (ASTM D482) 0.02% Weight Maximum
Cetane Number (ASTM D613) 40 Minimum
With sulfur above the 0.5% level, use
Cloud Point (ASTM D97) Not above lowest API CF oil with an ASTM D-2896
expected ambient minimum total base number (TBN) of 10
temperature
times the fuel sulfur for normal oil drain
Gravity API (ASTM D287) 30 Minimum and
45 Maximum intervals. See the guide section on
Pour Point (ASTM D97) 6°C (10°F) below Lubricating Oil for further details.
ambient temperature
Sulfur 0.5% Maximum
(ASTM D2788, D3605, or D1552) (See Sulfur Topic)
Viscosity
Viscosity, Kinematic @ 20.0 cSt Maximum Fuel viscosity is important for
38°C (100°F) (ASTM D445) 1.4 cSt Minimum lubrication of fuel system components
Water & Sediment (ASTM D1796) 0.1% Maximum
and fuel atomization. The minimum
*As delivered to fuel system.
allowable viscosity at the injectors is
1.4 cSt.
The fuels recommended for 3600 engines
are normally No. 2-D diesel fuel and Additives
No. 2 fuel oil. No. 1 grades and ISO-F- Fuel additives are generally not
DMB fuels are also acceptable. Other recommended. Cetane improvers can be
fuel types may be used when economics used as necessary. Biocides may be
or fuel availability dictate. needed to eliminate microorganism
growth in storage tanks. Treatment for
Consider the following fuel entrained water may also be necessary
characteristics when procuring fuel: in cold conditions. Consult the fuel
supplier about the use of additives to
Cetane Number prevent incompatibility with additives
The minimum cetane number required already in the fuel.
for average starting conditions is 40. A
higher cetane value may be required for Fuel Sulfur Content
high altitude operation or cold weather The percentage of sulfur in fuel will
starting. affect engine oil recommendations. Fuel
sulfur is chemically changed during
Filtering combustion to form both sulfurous and
Fuels should have no more than 0.1% sulfuric acid. The acids chemically
sediment and water. Storage of fuel for attack metal surfaces and cause
extended periods of time can cause fuel corrosive wear.
oxidation and formation of solids,
leading to filtration problems. Certain additives used in lubricating oils
contain alkaline compounds formulated
Pour Point to neutralize acids. The measure of
The pour point of the fuel should be at reserve alkalinity is total base number
least 6°C (10°F) below the lowest (TBN). Required TBN values are
expected starting and operating essential to neutralize acids and
temperatures. The lower pour point of minimize corrosive wear.
No. 1 or No. 1-D fuel may be necessary
in cold weather.
11
The TBN recommendation for an oil is piston deposits and loss of oil control.
dependent on the amount of sulfur in the Therefore, excessively high TBN or high
fuel used. For 3600 engines running on ash oils should not be used with 3600
distillate fuel oil, the minimum new oil engines running on distillate fuel.
TBN (by ASTM D 2896) must be 10 Successful operation of 3600 engines on
times the sulfur percent by weight in the distillate fuel has generally been
fuel, with a minimum TBN of 5 obtained with new oil TBN levels
regardless of the sulfur content (see between 10 and 15. See the guide section
Figure 7). on Lubricating Oil for more information.
TBN vsFUEL
TBN VS FuelSULFUR
SulfurFOR
for3600
3600 Engines
SERIES on Distillate
ENGINES FuelFUEL
ON DISTILLATE
17
15
NEW OIL TBN FOR
DISTILLATE FUEL
13
TBN — ASTM D 2896
11
7
USED OIL TBN
LIMIT
5
1
0 .5 1 1.5 2 2.5 3
NOTE:
OPERATION AT FUEL SULFUR LEVELS OVER 1.5%
MAY REQUIRE SHORTENED OIL CHANGE PERIODS
TO MAINTAIN ADEQUATE WEAR PROTECTION.
12
Specific Gravity Fuel Coolers
Fuel rack settings are based on 35° API Fuel coolers are site specific and sized to
(specific gravity) fuel. Fuel oil with a handle fuel heat not dissipated by the
higher API (lower specific gravity) day tank. The cooler must be located on
number reduces power output unless the the return circuit with a three way
rack setting is corrected. When using temperature regulating valve to control
heavier fuels (lower API number), a fuel return temperature to the service
corrected rack setting prevents power tank (see Figure 4). Submit the cooler
output above the approved rating. The design and materials to the appropriate
Caterpillar dealer will correct the rack classification society for approval.
setting for non-standard fuels.
The suggested material for a shell and
tube type heat exchanger is:
Fuel Temperature • Shell Red brass
The fuel temperature supplied to the • Heads Cast iron
engine can affect unit injector life and
• Tubes Copper
maximum power capability. Reduced
lubrication capability as a result of high • Tube sheets Brass
temperature/low viscosity fuel may • Baffles Brass
result in plunger scuffing. The minimum
allowable viscosity at the injectors is A plate type heat exchanger may also be
1.4 cSt. A maximum fuel temperature used with titanium plates for sea water
limit of 72°C (162°F) to the unit injectors, cooling or stainless steel plates for fresh
regardless of fuel viscosity, prevents water cooling.
coking or gumming of the injectors. The
maximum fuel viscosity to the unit Day Tank Sizing as a Heat Sink
injectors of 20 cSt prevents overpressure Day tank sizing is critical when fuel to
damage to the injectors. the engine is from a day tank without a
fuel cooler. The supply temperature
The engines are power set at the factory must be within specified limits for
with 30 ± 3°C (86 ± 5°F) fuel to the injector life and maximum power
engine transfer pump. Higher fuel capability.
temperatures reduce maximum power
capability. The fuel stop power reduction Day tank temperatures are impacted by:
is 1% for each 5.6°C (10°F) fuel supply
temperature increase above 30°C. If the • Day tank wetted surface area
engine is operating below the fuel stop (including tank bottom)
limit, the governor will add fuel as • Engine(s) fuel consumption rate
required to maintain the required
• Day tank replenishing level
engine speed and power.
• Storage tank fuel temperature
Day tank sizing is critical to maintain
• Ambient temperature
the desired fuel supply temperature. Fuel
coolers may be required. • Spaces contiguous to the day tank
(void tanks, cofferdams, vessel shell
plating, etc.)
• Return fuel temperature
13
Tank temperature calculation are • Brake specific fuel consumption (bsfc)
performed in five [5] steps. The first • Initial day tank fuel temperature
determines the fuel mass in the tank at • Storage tank fuel temperature
each time interval. The second step is (Make-up)
based on a fuel mix temperature • Ambient air temperature
resulting from the engine driven
• Day tank length, width, and height
transfer pump flow rate to the engine
and the return flow rate to the day tank. • Typical full day tank fuel height
The third step determines the day tank (assume 95% of tank capacity)
fuel height for each incremental time • Engine fuel transfer pump flow rate
element. Typically, the calculations will (see page 6 of this section)
be based upon a 30-60 minute iterative • Fuel heat rejection from the engine
time function. The end point for the (see page 6 of this section)
calculation is assumed to be when the • Incremental time element
day tank is refilled. The fourth step
approximates the heat transfer from the Day Tank Thermal Capacity
tank to the surrounding environment Calculation
due to the temperature difference Example:
between the fuel mix temperature and • Application: Single main engine
the ambient temperature. This • Engine Model: 3612
convective heat transfer then • Rated Power: 4640 bhp (CSR)
determines the resultant tank
• Rated Speed: 900 rpm
temperature. The fifth step evaluates
the impact of the final fuel supply • bsfc: 0.326 lb/bhp - hr
temperature on the engine’s maximum • Initial Day Tank Fuel Temperature =
power capability. 85°F
• Storage Tank Temperature = 85°F
The included example calculations • Ambient Air Temperature = 95°F
should only be used to provide general • Day Tank Dimensions:
guidance. If the day tank size is Length (L) = 12 ft.
marginal use a fuel cooler. Width (W) = 8 ft.
Height (H) = 8.42 ft.
To simplify the following calculations, it • Fuel Height (@ 95% of total Capacity)
is assumed the day tank walls are (H) = 8 ft.
surrounded by free moving air. If the
• Engine Fuel Oil Transfer Pump Flow
tank walls are contiguous to the shell
Rate (qxfer) = 19.0 gpm
plating, heat transfer from the day tank
will be enhanced. Conversely, if the day • Heat rejection from engine to fuel oil
tank is bounded by void spaces and (Q) = 1252 Btu/min
cofferdams, heat rejection from the day • Incremental time element, (t) =
tank will be retarded. Typically, most 60 min.
day tanks are located with various
combinations of the preceding boundary Assume that the day tank will be
elements. The individual performing the replenished from the vessel’s
evaluation must be familiar with the storage tanks when the day tank
installation as well as the fundamental level falls to approximately 50-55%
engineering concepts of the formulas of normal operating capacity.
used in the calculations.
Some of the data above must be
Day Tank Calculations converted to other units prior to
The following information is required to beginning calculations. The following
perform the calculations: formulas can be used:
• Engine model a) Engine Driven Transfer Pump Mass
• Engine developed power (MCR or CSR) Flow Rate = Mxfer (lb/min)
• Engine speed Assume: #2 DO with an API
gravity of 35 (7.1 lb/gal)
14
Mxfer = qxfer x 7.1 lb/gal = 19.0 gpm x ∆ TENG = ______________
Q
7.1 lb/gal = 134.9 lb/min MRTN x cp
b) Engine burn rate under full load 1252 Btu/min
conditions = ____________________________
1) Burn rate (gpm) = (109.70 lb/min x 0.5 Btu/lb-°F)
bsfc x bhp x 1 Hr. = 22.83°F
_____________________
Fuel density x 60 min. e) 95% Capacity of Diesel Oil Day Tank,
(lb)
0.326 lb/bhp - hr x 4640 bhp x 1 hr. Weight density (p) for #2
= _________________________________
7.1 lb/gal. x 60 min. diesel oil = 52.42 lb/ft3
MDT = L x W x H x pDO
= 3.55 gpm
= 12 ft x 8 ft x 8 ft x 52.42 lb/ft3
2) Fuel mass flow burn rate =
= 40258.6 lb.
MBR (lb/min)
= 3.55 gpm x 7.1 lb/gal
Step 1
= 25.21 lb/min
Calculate the fuel mass in the day tank
at specific time intervals:
c) Engine fuel return rate under full
load conditions: Day Tank Fuel Quantity = MDT - (MBR x t)
1) Fuel return flow rate = qrtn (gal/min)
Where:
= Supply rate - burn rate
MDT = Day tank contents at a specific
= 19.0 gpm - 3.55 gpm
time step (lb)
= 15.45 gpm
MBR = Engine fuel consumption (lb/min)
2) Fuel return mass flow rate = MRTN
(lb/min) t = Incremental time step (min)
= 15.45 gpm x 7.1 lb/gal
= 109.70 lb/min Assume the day tank is replenished at
d) ∆ TENG of fuel = (T supply - T rtn) 55% of initial quantity of fuel. Prepare a
table of volumes as shown below for our
example.
0 40258.6 100.0
60 38746.0 96.2
120 37233.4 92.5
180 35720.8 88.7
240 34208.2 85.0
300 32695.6 81.2
360 31183.0 77.5
420 29670.4 73.7
480 28157.8 69.9
540 26645.2 66.2
600 25132.6 62.4
660 23620.0 58.7
720 22107.4 54.9
Refill 40258.6 100.0
15
Step 2
Calculate the fuel oil mix temperature (Tmix):
DT (t -1) - [(Mxfer x t)]) TDT (t -1) + (MRTN x t) x (TDT (t -1)+ ∆ TENG)
[ (M ]
______________________________________________________________________________
MDT (t -1) - (MBR x t)
Incremental Mix
Time (Min) Temperature (°F)
0 85.0
60 88.9
120 92.9
180 97.1
240 101.5
300 106.1
360 110.9
420 116.0
480 121.3
540 126.9
600 132.9
660 139.3
720 146.1
Refill
16
Step 3 Incremental Time (min) Height (ft)
Calculate the height of fuel contained in
the day tank at t = incremental time 0 8.0
step. Prepare a summary table for each 60 7.7
time increment (t). 120 7.4
180 7.1
MDT
H =____________ 240 6.8
pxLxW 300 6.5
360 6.2
Where: 420 5.9
H = Height of fuel in the tank 480 5.6
MDT = Fuel contained in the day tank 540 5.3
at each incremental time step 600 5.0
p = Weight density of #2 DO 660 4.7
(52.42 lb/ft3) 720 4.4
L = Length of day tank (12 ft) Refill 8.0
W = Width of day tank (8 ft)
Step 4
Calculate the heat transferred between the fuel in the day tank and the atmosphere,
the ∆T of the fuel in the day tank due to the heat transfer, and the resulting fuel day
tank temperature.
17
Where: These three calculations are
TDT = Day tank temperature (°F) interdependent in nature. First, QTK
is determined for the first incremental
TMIX = Mix temperature of return fuel time step. The resulting value for QTK
and tank fuel (°F) is then used to compute the ∆TDT.
∆TDT is then used to determine TTK.
∆TDT = Temperature change of day This process is then repeated for each
tank (°F) incremental time step.
Example a):
QTK = [U [ H x (2L + 2W ) + (L x W)] x [ TAMB - ____________
(TMIX+ TDT)]] x t
2
QTK = 0.0424 x [7.7 (40) + 96 ] x [ 95 - (88.9 + 85)]
_________ x 60
2
= 8283.6 Btu
0 - - 85.0
60 8283.6 0.43 89.3
120 4069.7 0.22 93.2
180 -4.0 0.00 97.1
240 -4022.0 -0.24 101.3
300 -7966.3 -0.49 105.6
360 -11818.7 -0.76 110.2
420 -15561.4 -1.05 114.9
480 -19257.8 -1.37 120.0
540 -22802.6 -1.71 125.2
600 -26253.3 -2.09 130.8
660 -29655.5 -2.51 136.8
720 -32973.6 -2.98 143.1
Refill - - 116.9
18
The last part in Step 4 determines the day tank temperature after refilling
(TDT ):
refill
Example:
TDT [(40258.6 - 22107.4) x 85] + (22107.4 x 143.1)
= ____________________________________________
refill
40258.6 lb
= 116.9°F
19
Incremental Day Tank Corrected Engine
after refill is now 116.9°F instead of 85°F
Time (min) Temp. (°F) Power (bhp) as used at the beginning of the iteration.
Therefore, continued operation at full
0 85.0 - load on this fuel tank would cause the
60 89.3 4625
fuel temperature to rise even higher
120 93.2 4607
180 97.1 4588
than the maximum temperature shown
240 101.3 4569 in this iteration. To protect the fuel
300 105.6 4549 injectors a fuel cooler should be used in
360 110.2 4528 this application, despite the fact that
420 114.9 4506 available engine power is still
480 120.0 4482 acceptable.
540 125.2 4458
600 130.8 4432 Aside from the impact on engine
660 136.8 4405 performance, maximum fuel tank
720 143.1 4375 temperatures are also established by
Refill 116.9 4497 various marine classification societies
and regulatory bodies. Their interest is
Conclusion based upon the increased risks of fire
The previous calculations indicate day that results from elevated fuel
tank fuel temperatures can have an temperatures.
effect on the maximum power capability
of the engine. The example was based Fuel Heaters
upon a fixed pitch propeller application. Cold weather can form wax crystals in
Typically, a fixed pitch propeller is No. 1 or No. 2 diesel fuel if temperatures
selected and sized to absorb 85-90% of go below the cloud point. Small amounts
the engine's name plate rating. In this of heat added to the fuel before the
example, this would equate to 3950- filters can prevent clogging problems
4175 bhp. The lowest calculated due to wax. At temperatures below the
corrected power was determined to be cloud point, fuel will flow through
4375 bhp. This would leave a 5-10% pumps and lines but not filters. At
power margin and vessel performance temperatures below the pour point, fuel
would not be affected. will not flow in lines or pumps. The use
of fuel with a pour point above the
While vessel performance may not be minimum expected ambient
affected in this example, the maximum temperature is not recommended. Fuel
fuel temperature of 143.1°F will put the heaters will often solve cloud point
fuel viscosity near or below the problems but not pour point problems
minimum allowable viscosity of 1.4 cSt unless applied to the entire fuel storage
at the injectors depending on the type of volume.
distillate fuel being used. In addition,
the temperature of the fuel in the tank
20
The following are several suggestions for a heat source. Care must be taken to
applying fuel heaters: assure that coolant shunting to one
system does not adversely affect
• Use fuel heaters when the ambient another system, and that both have
temperature is below the fuel cloud adequate flow.
point. Many types of heaters can be
used. Heat the fuel before the first Caution: Failed water sourced fuel
filter in the fuel system. Do not use heaters can introduce excessive water
fuel heaters when the ambient into the engine fuel system and cause
temperature exceeds 15°C (60°F). The injector failure. Maintenance
maximum fuel temperature at the responsibility of this type of heater must
outlet of the fuel heater must never be clearly defined.
exceed 72°C (162°F).
When fuel heaters are used in ambient
• Use heaters capable of handling the temperatures below 0°C (32°F), start the
maximum fuel flow of the engine. The engine and run at low idle until the
restriction created must not exceed engine temperature rises slightly. This
the maximum allowable. allows heat transfer to the fuel before
• Coolant may be taken from taps on high fuel flow rates at high power output
the engine when using the engine as occur, reducing fuel filter wax plugging.
21
Useful Fuel Formulas and Data
The following information can be useful in sizing fuel coolers and heaters:
1 lbm/ft3 x ________
Density (lbm/gal) = SG x 998 kg/m3 x ___________ 1 ft3
16.02 kg/m 3 7.48 gal
The following table shows typical specific heat values for two different API gravity fuels
in Btu/lbm-°F:
Heat Rejection
•
Q (kW) = M (kg/sec) x cp (kJ/kg-°C) x ∆T (°C)
•
Q (Btu/min) = M (lbm/min) x cp (Btu/lbm-°F) x ∆T (°F)
22
Burning Used Caution: Diesel fuel day tank sight
glasses may blacken. Ash content of the
Crankcase Oil lube oil in the fuel may also cause more
With legislation and ecological accumulation of turbocharger and valve
pressures, it is becoming increasingly deposits.
difficult to dispose of used oil. Burning of
used crankcase oil in 3600 engines is Continuous Blending
not recommended due to the If the installation warrants, used
detrimental effects on exhaust lubricating oil can be blended and used
emissions. However, if ancillary methods in the engine in a continuous manner.
of reducing exhaust emissions to The normal method uses a centrifuge
acceptable limits are used, or if module similar to Figure 8. The
emissions are not a problem, burning following information describes the
crankcase oil in 3600 engines is possible system:
with these guidelines: Centrifuge No. 1
• Only diesel engine crankcase oils can Engine crankcase oil is continuously
be mixed with the diesel engine fuel centrifuged except when the clean waste
supply. The ratio of used oil to fuel oil tank is low, at which time the dirty
must not exceed 5%. Premature waste oil is centrifuged and directed to
filter plugging will occur at higher the clean waste oil tank.
ratios. Under no circumstances Centrifuge No. 2
should gasoline engine crankcase Distillate fuel/oil mixture daytank is
oil, transmission oils, special continually centrifuged.
hydraulic oils not covered by
Caterpillar recommendations, Metering Pump
greases, cleaning solvents, etc., be Adds up to 5% clean waste oil to the
mixed with the diesel fuel. Do not distillate fuel (from the main supply
use crankcase oils containing water tank) when the daytank low level switch
or antifreeze from engine coolant calls for more fuel.
leaks or from poor storage practices. Static Mixer
• Adequate mixing is essential. Lube oil Runs when the metering pump is on to
and fuel oil, once mixed, will combine insure a proper homogeneous mixture of
and not separate. Mix used crankcase the fuel and clean waste oil.
oil with an equal amount of fuel,
filter, and then add the 50-50 blend to The centrifuge module is electronically
the supply tank before new fuel is controlled and includes the components
added. This procedure will normally within the dotted line. Size the system
provide sufficient mixing. Failure to for appropriate fuel delivery.
achieve adequate mixing will result
in premature filter plugging by Reference Material
slugs of undiluted lube oil. SEHS9031 Special Instructions -
Storage Recommendations
• Filter or centrifuge used oil prior to SEBD0717 Diesel Fuel and Your Engine
putting it in the fuel tank to prevent SEBD0640 Oil and Your Engine
premature fuel filter plugging or LEKQ4219 EDS 60.1 – Fuel
accelerated wear or plugging of Recommendations for
fuel system parts. Soot, dirt, metal, Caterpillar Diesel Engines
and residue particles larger than
5 microns (.0002 in.) must be
removed.
23
2 3 4 5
1
10
FUEL SUPPLY
FUEL RETURN
11
12 13 14 15
16
Figure 1
24
1 2 3 4
8
7
10
FUEL SUPPLY
FUEL RETURN
11
12 13 14 15
16
Figure 2
25
Fuel System Schematic
UNIT
INJECTOR
PRESSURE
REGULATING VALVE
(RETURN FUEL)
SECONDARY
FUEL FILTER
CHECK ELEMENTS
VALVE
FILTER
CHANGE VALVE
SECONDARY
FUEL FILTER
CHECK ELEMENTS
VALVE
EMERGENCY
PRESSURE
FUEL INLET
RELIEF VALVE
(IF REQUIRED)
(FUEL PUMP)
MAIN
FUEL CHECK
PUMP VALVE
CHECK
VALVE
HAND
PRIMING
PUMP
MAIN FUEL
TANK PRIMARY
FUEL FILTER
Figure 3
26
VENT
WEATHER DECK
DISTILLATE FUEL
COOLER
DISTILLATE FUEL
DAY TANK
LLA
THERMOMETER
R
27
HEATING TO AUXILIARY
COIL R ENGINES
IF FUEL LEVEL IN DAY TANK
IS HIGHER THAN ENGINE R
TO TRANSFER
FUEL TO ENGINE DRIVEN FUEL INJECTOR VALVES
PUMP
FUEL OIL TRANSFER PUMP
BAFFLE
PLATE
INSTALL SOLENOID VALVE
IF FUEL LEVEL IN DAY TANK
M DRAIN
IS HIGHER THAN ENGINE
FUEL INJECTOR VALVES TO SLUDGE
P1
TANK
S
TO
RV Distillate Fuel Supply System OTHER
EMERGENCY FUEL PUMP ENGINES
Figure 4
VENT VENT
Figure 6
RETURN FROM MAIN
AND AUXILIARY ENGINES
OVERFLOW
HLA HLA
L1 PUMP
L1 STOP
DISTILLATE DISTILLATE
FUEL T1 T1 FUEL PUMP
START
SERVICE SETTLING
LLA LLA
TANK R R TANK
R
TO MAIN ENGINE
R
TO AUXILIARY ENGINES
R R
R R
28
TO SLUDGE
TANK
VENT
LOCAL
FROM F.O. SOUNDING
CENTRIFUGE
DISTILLATE CENTRIFUGE
FUEL SUPPLY PUMP DISTILLATE FUEL
CENTRIFUGE TRANSFER PUMP
HLA M M
TI PI PI PI PI
DISTILLATE FUEL CENTRIFUGE S S
SLUDGE TANK
LC
TO SLUDGE PUMP STEAM CONTROL RV RV
VALVE
TO F.O. FROM DISTILLATE TO DISTILLATE
DISTILLATE FUEL CENTRIFUGE SUPPLY FUEL BUNKERS FUEL BUNKERS
HEATER PUMP SUCTION
Centrifuge
Distillate Fuel Diesel System
Oil Centrifuge
System
RECIRCULATION PUMP
TO
ENGINE
FUEL DIRTY WASTE CLEAN WASTE
DAY TANK OIL OIL
FROM
ENGINE
ENGINE OIL
TO SUMP
FROM
SUMP
TRANSFER
PUMP
METERING
CENTRIFUGE #1 PUMP
STATIC MIXER
FROM DISTILLATE
FUEL STORAGE TANK
CENTRIFUGE#2
29
®
Lower inlet air temperature Standard on heavy fuel engines • Additional operators to maintain
Inlet manifold air temperature Required for heavy fuel engines
additional equipment
control for extended low load operation
• Greater spare parts usage as a result
Cuffed liners Standard on all engines
of more frequent overhaul intervals
• Increased downtime as a result of
The 3600 engine philosophy has been to
more frequent overhaul intervals
offer engines optimized for fuels
including crude, distillate and heavy fuel • Additional lube oil costs as a result of
oils. Components in the engine are contamination
changed to optimize reliability and • More educated operators to service
efficiency. Some of the components that more sophisticated equipment
are changed for a heavy fuel engine are:
Economic Studies
While there is a potential for lower fuel
costs, there are a number of trade-offs
when operating on heavy fuel. These
trade-offs must be evaluated against the
fuel oil savings. Some of the trade-offs
for operating on heavy fuel versus
distillate fuel include increased capital
costs, reduced engine component life,
higher maintenance costs, shorter times
between overhaul and increased
personnel costs.
33
Heavy Fuel 2. Find 380 cSt on the vertical axis and
draw a horizontal line through that
Characteristics point.
Viscosity 3. Find the intersection of the two lines.
Viscosity of a fuel oil is a measure of the
fuel’s resistance to flow. In other words it 4. Draw a line parallel to the fuel lines
is a measure of the consistency or in the chart through the intersection
thickness of the fuel oil. Proper viscosity point. A line already exists for
can aid the combustion process by 380 cSt fuel at 50°C (IBF 380).
helping to insure the proper spray 5. Draw two horizontal lines, one
pattern from the injector. Incorrect through the 17 cSt point on the
viscosity can cause increased thermal or vertical axis and one through the
mechanical loading on a number of 10 cSt point on the vertical axis.
engine components. 6. Where these two lines intersect the
380 cSt fuel line draw vertical lines to
The required injection viscosity of heavy determine the upper and lower
fuel is 10-17 cSt (injection temperature temperature limits for injection.
not to exceed 135°C). To obtain the
proper injection temperature the heavy 7. For this example, the lower injection
fuel must be heated prior to injection. temperature limit is approximately
Refer to Figure 9 to determine the 127°C and the upper limit is 148°C.
approximate injection temperature. Since injection temperature may not
exceed 135°C, injection viscosity
Example: would be limited to between 13 and
Determine the injection temperature for 17 cSt.
a fuel oil with a viscosity of 380 cSt at 8. Note that the viscosity of the heavy
50°C. fuels shown in Figure 9 are for
typical fuel oils. A fuel sample must
Solution: be obtained with the viscosity
1. Find 50°C on the horizontal axis and measured at a minimum of two
draw a vertical line through that points (ideally 95°C and 50°C) to
point. determine the true viscosity
characteristics of the fuel oil.
34
Figure 9
35
Density latent heat of vaporization of the water
The density of a heavy fuel oil impacts vapor formed during the combustion
fuel separator efficiency. Conventional process. Since this water vapor is not
separators can handle fuel oils with a condensed in a diesel engine the latent
density up to 991 kg/m3 at 15°C. New heat is not recovered, so the lower
types of separators such as Alfa Laval’s heating value of the fuel is used as a
ALCAP unit can handle heavy fuel oils reference for fuel consumption. It is
with a density up to 1010 kg/m3 at 15°C. important to insure that competitive fuel
The density of a heavy fuel oil will also consumption data references a similar
influence fuel oil consumption when heating value to get an accurate
computing the volume of fuel consumed. comparison.
Higher Heating
19,250
Value
44,795
Sulfur
2% 1% 0%
4% 3%
18,500 43,050
0%
Sulfur
17,750 41,305
3% 2% 1%
Lower Heating 4%
Value
17,000 39,560
16,250 37,815
15,500 36,070
API
40 38 36 34 32 30 28 26 24 22 20 18 16 14 12 10 8
• • • • • • • • • • • • • • • • •
.82 .84 .86 .88 .90 .92 .94 .96 .98 1.00 1.02
Figure 10 Specific Gravity at 60˚ F
36
The following table compares the specific gravity and heating value of four different
density fuels.
IBF 180 2.5 1500 180 16 0.96 17 225 40 065 8.0 960
Crude 1.0 Alaska Heavy 17 0.89 17 900 41 635 7.4 890
No.2 0 40 --- 34 0.85 18 280 42 520 7.1 850
Crude 0.5 North Sea Light 36 0.84 18 280 42 520 7.0 840
Fuel Consumption Corrections for IBF 180 cSt @ 40,065 kJ/kg (17,225 Btu/lb)
Heating Value and Density lower heating value
37
In the same combustion system, more • Know the actual fuel sulfur content of
mass of heavier fuel will be required each bulk delivery. Sulfur content
because of lower specific energy. For can change with each delivery. Have
example, 325 kg of IBF 180 will be the fuel analyzed by your supplier or
required to produce 1500 kW•hr vs independent laboratory. Do not rely
306 kg of No. 2 diesel. on published specifications from the
fuel supplier to determine the actual
Sulfur sulfur content.
Fuel sulfur increases ring, liner, and
valve guide wear. Without engine • As a starting point for selecting the
modifications and with temperatures correct TBN oil, follow the
below the dew point of sulfuric acid, recommendations in the appropriate
liner wear can increase ten times when maintenance guide and Figure 11. Let
fuel sulfur is increased from 0.6% to Infrared Analysis, ASTM Procedure
3.5%. The most effective treatment of D2896 results (performed every 250
fuel sulfur is to keep the engine liner operating hours) and Trend Analysis
and valve stem temperature above the of these data establish the correct oil
dew point of sulfuric acid, neutralize selection and change interval. Trend
acids with high alkalinity lube oils and Analysis of the test results is the best
maintain high inlet manifold air method to manage the oil selection
temperature during light load operation. and change interval. Infrared
See Low Load Operation section. Analysis determines the amount of
sulfur products in the crankcase oil.
Coping with the effects of fuel sulfur is
ASTM D2896 measures the amount
not a simple task. Even though the use
of alkaline additive (TBN) in the oil to
of proper lubricants and correct oil
neutralize acids.
change intervals reduces the degree of
corrosive damage, engine wear will
• Use an American Petroleum Institute
increase significantly when high sulfur
(API) class CF engine oil. The oil
fuels produce acid products during
must also meet the requirements of
combustion. These acids chemically
the Caterpillar Micro-Oxidation Test
attack the engine causing corrosive
(CMOT) and/or Field Test
wear. High TBN oils help to control acid
Qualifications. The percentage of
corrosion but also contain higher levels
sulfur in the fuel will affect the oil
of ash. Unfortunately, high ash oils in
recommendations.
the absence of high sulfur fuel increase
deposit formation and wear. Here are
five steps to combat the corrosive and
deposit effects associated with fuel
sulfur.
38
The sulfur products formation Vanadium
depends on the fuel sulfur content, oil Fuel vanadium forms highly corrosive
formulation, crankcase blowby, engine compounds during combustion. They
operating conditions, humidity, and melt at high temperatures and attack
ambient temperature. The metal surfaces, especially exhaust valve
effectiveness of an oil formulation will faces. If the temperature is above
depend on the additive package. A stiction temperature, the molten
balanced additive package oil of a compounds stick to the valve face,
lower TBN can be more effective in remove oxide coatings, and attack
fuel sulfur neutralization and overall molecular grain boundaries. Leak
performance than some oils with channels then form on the valve face,
higher TBN values which have reducing valve cooling from seat contact.
additives just for increased TBN. This accelerates the valve’s deterioration
as its temperature rises even further.
• Adhere to a 250 operating hours oil
Trend Analysis program until the Vanadium cannot be economically
correct oil selection and change removed from heavy fuel. The engine
interval have been determined. After must be specifically designed to reduce
selection and change intervals have vanadium effects.
been determined, continue to: 1) Use
the scheduled oil sampling (SOS) Micro Carbon Residue
program to monitor and trend wear Micro Carbon Residue (MCR) is a
metals (iron, chromium, lead) measure of carbon deposit formation
carefully; 2) Use Infrared Analysis trends during combustion. Carbon rich
Trending to continually determine oil fuels can lead to more soot and deposits,
condition; 3) Use ASTM D2896 to which are sources of abrasive wear and
measure and trend reserve alkalinity valve and turbocharger deposits.
(TBN).
Asphaltenes
• Be sure jacket water outlet Asphaltenes are large, heavy,
temperature is above 85°C (185°F) to hydrocarbon molecules containing heavy
minimize sulfur attack. Select the metals such as nickel, iron, and
proper thermostat to be in the vanadium. They are slower burning,
preferred range of 85°C-98°C (18°F- affect the combustion process, and
208°F). require regular exhaust-side turbine
washing.
A minimum initial TBN oil of 20 times
the fuel sulfur percent is recommended
(within the limits of oil availability). The
minimum TBN level of oil in the engine
sump is half the initial TBN of the new
oil (see Figure 11). Also see the
Lubricating Oil section of this Guide.
39
TBN VS FUEL SULFUR FOR 3600 SERIES ENGINES ON RESIDUAL FUEL
TBN vs Fuel Sulfur for 3600 Family of Engines on Heavy Fuel
40
NEW OIL TBN FOR
HEAVY FUEL
35
30
D 2896
2896
25
ASTM D
- ASTM
20
USED OIL TBN
TBN —
LIMIT
15
TBN
10
0
0 1 2 3 4 5
Total Base Number (TBN) for 50 TBN (by ASTM D 2896); however,
Heavy Fuel Engines: the majority of Caterpillar experience is
3600 engines operating on heavy fuel with the 30 TBN and 40 TBN oils.
must use an oil specifically blended for For 3600 engines running on heavy fuel,
heavy fuel engines. Oils for heavy fuel the minimum new oil TBN must be 20
engines are specially blended for use times the fuel sulfur level, and the
with lube oil centrifuges; these oils must maximum TBN is 40 regardless of sulfur
be able to release water and level. Oils for heavy fuel 3600 engines
contaminants by centrifuging without must also pass the performance
the loss of additives. These oils are requirements for commercially
generally available from 20 TBN to available oils.
40
Calculated Carbon Heavy Fuel
Aromaticity Index Specifications
The Calculated Carbon Aromaticity
Index (CCAI) is an approximate Limits for fuel as bunkered:
indicator of fuel combustion CIMAC designation K55
characteristics. This index was Viscosity - cSt @ 50°C 700
developed by Shell Oil Co. It can be
Density - kg/m3 @ 15°C 1010
calculated from the viscosity and density
of the fuel, using the following formula: Sulfur - % by weight 5
Vanadium - ppm 600
CCAI = D - [log log (V + 0.85)] - 81 Micro Carbon Residue - % by weight 22
Asphaltenes - % by weight 15
Where: Water and Sediment - % by weight 1.0
V = Viscosity of Fuel in cSt @ 50°C Ash - % by weight 0.20
D = Density of fuel in kg/m3 @ 15°C
Aluminum - ppm 80
Fuels with a CCAI greater than 845 may Silicon - ppm 80
cause engine damage. Consult Flash point 60°C
Caterpillar for fuels with a CCAI greater
than 845. Limits for fuel at injectors:
Viscosity - cSt @ 135°C max 10-17
Ash Density - kg/m3 @ 15°C 1010
Ash can exist in fuels and become Sulfur - % by weight 5
suspended in oils. Filtering is the most
Vanadium - ppm 600
effective method for removal.
Micro Carbon Residue - % by weight 18
Catalytic Fines Asphaltenes - % by weight 15
Refineries increasingly use catalytic Water and Sediment - % by weight 0.5
cracking to raise the percentage of Ash - % by weight 0.15
distillate fuels from crude. The catalyst Aluminum - ppm 3
residue is small abrasive particles of Silicon - ppm 3
aluminum and silicon. The particles
Vanadium/sodium ratio 10
pass through media type fuel filters,
cause damage to fuel injection
equipment, and increase ring and liner Blending of Heavy Fuel Oil
wear. with Distillate Fuel Oil
The blending of heavy fuel oil with
Centrifuging can remove a high distillate fuel oil should be avoided. It
percentage of catalytic fines. Two must never be attempted on site without
centrifuges in series may be required to special equipment and trained
remove the particles to a safe level. operators. If blending of the fuel oil is
required, approval must be obtained
Water from the factory and the fuel oil supplier.
Water exists in all fuels and can damage
fuel injection equipment. Remove water
by settling in tanks and centrifuging.
41
Addresses for Fuel Oil Sample DNVPS TEANECK
Analysis 111 Galway Place
Teaneck, NJ 07666
F.O.B.A.S. (Fuel Oil Bunker Analysis USA
and Advisory Service) phone: 201 833 1990
fax: 201 833 4559
TNT-Skypak International (UK) Limited
Unit 6, Spitfire Estate, Spitfire Way, DNVPS FUJAIRAH
Hounslow, Middlesex, England, TW5, Fujairah Port
9NW P.O. Box 1227
Attn: ACP 80 Code DRX Fujairah
Skypak Code CB10 UAE
If no TNT-Skypak International Service phone: 971 9 228 152
is available, send by air freight via fax: 971 9 228 153
Heathrow Airport to the address above.
Attn: ACP 80 CODE DRX Review analysis results before the fuel
SKYPAK CODE CB10 is consumed. Separate supply tanks are
recommended.
For inside U.K. send to the
following address: To establish fuel oil trends the same
laboratory and/or test methods must be
FOBAS used.
c/o Caleb Brett Laboratory Limited
Kingston Road, Leatherhead Heavy Fuel Treatment
Surrey KT22 7LZ
Always notify FOBAS by telex when Fuel Handling Systems
sample is sent @ telex #: 8953603-LR
Installation Recommendations
LON G. for Heavy Fuel
Figure 12
42
Separate newly bunkered heavy fuel Fuel treatment coordination
from previous bunkerings. The fuel responsibility must be clearly
should remain separated until understood by all concerned early in a
compatibility is established. project. Consider using a consultant.
Caterpillar will advise in a general sense
Heat and insulate all heavy fuel piping but detailed guidance must be obtained
to allow fuel pumping at ambient from vendors.
temperatures. Piping carrying heavy
fuel at injection temperature, including Bunker Tanks
the booster pump suction and Fuel compatibility problems are
recirculation lines, should be heat traced eliminated by installing a suitable
(either steam or electric). Line heating is number of bunker tanks and avoiding
also required when starting a cold mixing fuel from different bunkerings.
engine on heavy fuel. Heating coils or bunker tank suction
heaters should maintain a minimum
Heated heavy fuel storage tanks temperature of 10°C (18°F) above the
(bunker, settling, day and drain tanks) bunkered fuel’s pour point. Heating coil
must be vented to atmosphere in a safe grids should be manufactured from
location. Vents must have a flame seamless steel pipe with a schedule 80
screen, check valve, closure (manual minimum wall thickness. Use welded
vent shut off device) and drip pan as joints in the heating coil grids within
required by classification societies. the tanks.
Install heating coils in all bunker tanks Heavy Fuel System Components
to maintain a temperature of 10°C See Figure 13 for a schematic of the
(18°F) minimum above the fuel pour following components.
point. Heating coil sizing must consider
heat transfer required to raise the Transfer Pumps
temperature of the fuel in the tank in a Provide two transfer pumps (one in
given time frame (for example standby) for pumping from the bunker
0.56°C/hr (1°F/hr). The requirements to tanks to the settling tanks. Screw-type
maintain the fuel at its final pumps minimize water emulsification
temperature must be considered. during transfer operations. Arrange the
Normally, only the bunker tank pumps for automatic operation and size
containing the fuel being used is heated. them to fill the settling tank in 2 to 4
The others are unheated until ready for hours. The following pump design
use. characteristics are provided for
guidance:
The external fuel system design may
vary from ship to ship. However, every • Operating pressure–to suit conditions
system must have clean fuel at the of piping system
correct viscosity and pressure at the • Operating fluid temperature = 38°C
engine. The fuel must be free of solid (100°F)
matter and water. In addition to the • Viscosity for sizing pump motor–
harm poorly centrifuged fuel will cause 1000 cSt
to the engine’s injection system, a high • Pump Flow (L/hr) = 2.95 x bkW
content of water may also cause serious
problems with the fuel feed system
components. Install well proven
equipment and components in the fuel
oil system. Follow centrifuge sizing
recommendations closely.
43
VENT VENT VENT
WEATHER DECK
OVERFLOW TO BUNKER
OR OVERFLOW TANK
R
R R R
Figure 13
HLA HLA
HLA
PUMP STOP L1 L1 L1 PUMP
STOP
PUMP
PUMP START
SETTLING T1 T1 SERVICE LLA T1 SETTLING START
LLA TANK TANK TANK LLA
TO FUEL OIL R R R R TO FUEL OIL
OVERFLOW TANK OVERFLOW TANK
R R R
TO DIESEL OIL LS
TO SLUDGE
SERVICE TANK TANK
44
CENTRIFUGE
SUPPLY PUMP TRANSFER PUMP
M M
LOCAL P1 P1
SOUNDING T1 P1 P1
FUEL OIL S S
CENTRIFUGE VENT
TO ENGINES
VIA FUEL OIL
CONDITIONING
HLA MODULE RV
RV CENTRIFUGE (BOOSTER)
S.C.V. SUPPLY PUMP TRANSFER PUMP
CENTRIFUGE M
SLUDGE TANK HEATER M
P1 P1 P1 P1
TO SLUDGE PUMP T1
S S
LS
STEAM CONTROL RV
RV
VALVE FROM DIESEL OIL
CENTRIFUGE SETTLING TANK FROM BUNKER TO BUNKER
HEATER TANKS TANKS
HEATING COIL
R
TO CENTRIFUGE
PUMP SUCTION
SLUDGE
SPACE
R
SLOPED BOTTOM
R
TO SLUDGE TANK
VALVES FITTED WITH REMOTE
OPERATING GEAR (AS REQUIRED
BY CLASSIFICATION SOCIETY) TO FUEL OIL
TRANSFER PUMP SUCTION
45
The tank heating coil should heat the Follow the fuel oil separator
fuel evenly to the required temperature manufacturer’s recommendations for the
within 2 to 3 hours. The steam supply supply pump.
must have a temperature regulating
valve to automatically control the tank Preheater
fuel temperature. The preheater is normally sized based
on the centrifuge supply pump capacity
The coil design must avoid: and the temperature rise required
• Agitation of the sludge due to heating. between the settling tank and the final
Locate the heating coil a sufficient centrifuge temperatures. The heating
distance above the sludge collecting surface temperature must avoid fuel
space. cracking and be thermostatically
• Fuel temperatures above 75°C controlled to maintain correct centrifuge
(167°F). temperatures within ± 2°C (± 4°F). The
• Heat transfer per unit surface area temperatures are determined by fuel
above 1.1 W/cm2 (24 Btu/hr-in2). viscosity. Contact the centrifuge
Carbon deposits can form on the manufacturer for information regarding
heating coil at higher temperature purification/separation of heavy fuel
levels. with specific gravities above 0.991.
Suction Strainer
As a general rule the minimum heater
Install a duplex strainer ahead of the
capacity is:
centrifuge supply pumps. It should
include stainless steel baskets with
perforations sized to protect the supply
{
.P = M x∆T
________
1700
}
pumps (approximately 0.8 mm Where:
[1/32 in.]). P = Heat required, kW
M = Capacity of separator feed
Centrifuge Supply Pump pump, L/hr
The pump must be electrically driven ∆T = Temperature rise in heater, °C
and mounted separately from the
centrifuge. A high temperature resistant P = (M x SH x ∆ T)
screw pump is recommended. Size it for Where:
the viscosity being pumped and the P = Heat required, Btu/hr
design centrifuge flow. The flow rate M = Capacity of separator feed
through the centrifuge should not exceed pump, lbs/hr
the maximum fuel consumption of the ∆T = Temperature rise in heater, °F
engines by more than 18%. The SH = Specific heat of fuel, assume
following pump characteristics are 0.48 Btu/lb/°F
provided for design guidance:
• Operating pressure 5 Bar (75 psi)
• Operating Fluid Temperature 100°C
(212°F)
• Viscosity for sizing pump motor
1000 cSt
46
Centrifuges Example:
The fuel oil centrifuge, or separator, Calculate the minimum separator
must be sized in accordance with the system capacity for two 3616 engines
recommendations of the supplier. Install operating at 900 rpm with a published
two automatic programmable brake specific fuel consumption of
centrifuges as shown in Figure 13. 202 g/bkW-hr. The maximum continuous
Traditionally fuel oil separators for rating of the engine is 4600 bkW and the
heavy fuel have been operated with two density of the fuel is 950 kg/m3. A
in series as a purifier-clarifier (the first controlled partial discharge separator
centrifuge is a purifier removing will be used.
entrained water and the second
centrifuge is configured as a clarifier by N = 2 engines
replacing the gravity disc, thereby P = 4600 bkW
allowing removal of solid contaminants). b = 196.5 g/bkW-hr
The current recommendation is to use R = 950 kg/m3
two separators in parallel with t = 24 hours
controlled partial discharge of sludge
that operate on a continuous basis.
Centrifuge Sizing
[
Qmin = 2 x 1.18 x ______________________ _
(4600 bkW x 196.5 g/bkW-hr x 24 hr)
3
(950 kg/m x 24 hr) ]
Major factors to consider when selecting Qmin = 2,245 L/hr
fuel oil centrifuges include the number
of engines operating, engine rating, Note: The fuel consumption of
specific fuel consumption and fuel additional auxiliary engines or boilers
density. The minimum separator system that will use heavy fuel oil from the day
capacity is determined using the tank needs to be added to the minimum
following formula: separator system capacity.
Qmin = N x
[ (P x b x 24)
1.18 x __________
(R x t) ] The number of separators required can
be determined by dividing the minimum
Where: separator system capacity (Q min) by the
Qmin = minimum separator system maximum flow of the separator for the
capacity (L/hr) given viscosity of the fuel oil. Refer to
N = number of engines the separator manufacturer’s
P = Maximum Continuous Rating of specifications to determine the
engines (bkW) maximum flow through the separator for
b = Brake specific fuel consumption a given fuel oil viscosity. All separators
(g/bkW-hr) are derated from their rated capacity
R = Density of the fuel oil (kg/m3) based on the viscosity of the fuel oil
(use 950 kg/m3 for typical heavy (refer to the table below for typical
fuel oil) separator derates).
t = Daily separation time in
automatic service (hr) (23 for
purifier-clarifier mode, 24 for
controlled partial discharge Typical Separator Derates
separators) Fuel Oil Separation Maximum
Viscosity - cSt @ Temperature Throughput
50°C (122°F) °C (°F) (% of rated capacity)
Note: The margin of 18 percent (1.18 in
the above formula) allows for non-ISO 180 95-98 31
(203-208)
conditions, wear, fuel contamination, etc.
380 95-98 26
The margin for a fuel oil separator system (203-208)
may be reduced if the contaminant levels
460 95-98 22
of the fuel oil are low and an allowance is (203-208)
made for non-ISO standard conditions.
700 95-98 18
However, the reduced margin requires (203-208)
factory approval.
47
Note: Follow the manufacturer’s Caterpillar recommends operating the
recommendations in determining the redundant separator during normal
maximum throughput of the separator. operation. The throughput of the
Under no circumstances should the separators should be adjusted so the
throughput rate of a separator exceed the total separator throughput is no more
manufacturer’s recommendations. than 110 percent of the plant’s total fuel
consumption. This will increase the
Caterpillar recommends supplying a efficiency of each separator. If one
minimum of one redundant fuel oil separator is out of operation for an
separator in all applications except for extended period of time, the flow of the
single engine installations. In this case remaining separator(s) should be
distillate fuel may be made available as increased so the total separator
a backup in the event of a separator throughput is no more than 110 percent
failure. of the plant’s fuel oil consumption.
48
Typical Arrangement of Sludge Tank
LOCAL SOUNDING
CENTRIFUGE
MISCELLANEOUS
DRAINS
MANHOLE
HLA
STEAM BLOW OUT
HEATING
COIL
TO SLUDGE
PUMP SUCTION
SLOPED BOTTOM
49
• Air vent (sized to meet Classification Fit the steam supply with a regulating
Society requirements) valve to automatically control tank fuel
• Over flow pipe temperature.
• Filling pipe
• Steam blow out (for tank cleaning Locate the tank to keep an approximate
with steam) 42 kPa (6 psi) positive static head on the
• Inspection manhole and ladder supply pump inlet.
(if required)
• Local thermometer (in well) Service Tank-Distillate Fuel
• High and low tank level alarms A separate, additional centrifuge is used
• Fuel transfer pump suction pipe to clean distillate fuel. The centrifuge
• Remote and local sounding flow rate is normally selected to meet
(level gauges) the requirement of the auxiliary
• Drain to sludge tank generator diesel plant. However, when
heavy fuel main engines are used the
Depending on fuel viscosity, the tank tank minimum capacity should include
heating coil should maintain an additional 8 hour minimum supply
approximately 60°C (140°F) fuel for the main engines operating at full
temperature during engine operation. load. Tank design should be similar to
the heavy oil service tank in Figure 18.
ANTI-SIPHON OPENING
INSULATION
MANHOLE
OVERFLOW TO SETTLING TANKS
HLA
RETURN FROM
DEAERATION TANK
BAFFLE
STEAM BLOW-OUT PLATE
STEAM VALVE I LOCAL THERMOMETER
TEMPERATURE PROBE
LLA
HEATING COIL
R
TO SUPPLY PUMP
SUCTION
SLUDGE
SPACE
R
SLOPED BOTTOM
R
TO SLUDGE TANK
VALVES FITTED WITH REMOTE
OPERATING GEAR (AS REQUIRED
BY CLASSIFICATION SOCIETY) TO FUEL OIL
TRANSFER PUMP
50
Heavy Fuel/Distillate Fuel Pressure Control Valve
Change Valve The pressure control valve maintains
This valve allows the system to be constant fuel pressure at the required
changed between heavy fuel and level. Size the valve to return the
distillate fuel. The valve is normally following quantities of fuel to the pump
remotely controlled from the engine inlet side:
room by a pneumatic or electric motor. • With engine(s) shutdown - 100% of
Limit switches on the valve indicate the supply pump flow
valve position mode. The switches are • With engine(s) at full load - 33% of
connected to indicator lights in the supply pump flow
control room. The valve body must be
manufactured from cast steel or bronze The valve must be adjustable and set
and the valve trim and seals must be between 350 and 400 kPa (51 to 58 psi).
suitable for the temperature involved.
Include a manual control override in the Automatic Back Flush Filter
valve. An automatic back flush filter should
be installed in the supply line to the
Suction Strainer deaeration tank. Install a bypass filter in
Install a simplex strainer ahead of each parallel with the automatic filter to act
supply pump. It should be heat traced as a standby. The bypass filters should
and have stainless steel baskets with not cause a pressure drop in the system
perforations sized to protect the supply during the flushing cycle. The automatic
pumps. The strainer body is normally back flush filter can also be installed on
manufactured from cast steel or bronze. the hot side of the fuel oil conditioning
module. It would then be located after
Supply Pumps the viscosity controller.
Provide two electric motor driven supply
pumps with one arranged as a standby. The following filter design
A high temperature resistant screw type characteristics are provided for
pump is recommended. Size it to deliver guidance:
about 150% of the consumed fuel. The • Fuel oil viscosity - to suit fuel
pressure losses in the piping system specification
including the filter and flow meter (if • Operating fluid temperature - 38° to
fitted) must be considered. 150°C (100 to 302°F)
• Flow - see supply pump flow
The following pump characteristics are • Operating pressure - to 1000 kPa
provided for design guidance for pump (145 psi)
selection: • Steam jacketed or insulated
• Operating pressure - 690 kPa (100 psi) • Filter rating - back flush filter: 90%
• Operating fluid temperature - 75°C separation above 5 micron (mesh size
(167°F) 10 micron maximum)
• Viscosity for sizing pump motor Filter rating - bypass filter: 20 micron
1000 cSt nominal and 35 micron maximum
• Flow - 150% of consumed fuel • Maximum pressure drop across filter
requirements at normal operating viscosity to be
approximately:
Fuel Cooler clean filter - 21 kPa (3 psi)
An air cooled fuel cooler is normally dirty filter - 85 kPa (12 psi)
installed in the pump outlet line. This alarm - 152 kPa (22 psi)
prevents excessive recirculating system
heat buildup when the supply pump is Fuel Flow Meter
operating and the engine is shutdown. If used, locate the flow meter between
The cooler must be sized to dissipate the the supply pumps and the deaeration
heat produced by the operating pump. tank. Install isolation valves at the inlet
The cooler may not be required in all and outlet connections. Use a manually
fuel oil systems. controlled valved bypass for service.
51
Deaeration Tank The following pump design
The deaeration tank is arranged to characteristics are provided for guidance
collect the gas/air entrained in the fuel. in pump selection:
Equip the tank with a vent valve • Design pressure – 1000 kPa (145 psi)
actuated by a level switch installed in • Operating fluid temperature – 150°C
the tank, and insulate the tank. Base (302°F)
the volume of the tank on about 10 to 15 • Viscosity for sizing pump motor –
minutes of operation with the engine at 500 cSt
half-load consumption. Before prolonged • Flow – 4 times consumed fuel
shutdowns, change the system over to requirements (minimum)
distillate fuel to allow gradual
temperature equalization. Fit the tank Final Heater
with the following connections: The heater must maintain a viscosity of
• Clean out connection 10-17 cSt at the engine injectors.
• Outlet valved for service requirements Increase the outlet temperature at the
• Filling pipe heater by approximately 4°C (7°F) to
• Vent connection with automatic air compensate for piping losses between
pressure relief valve the engine and the heater. Normally two
• Pressure gauge final heaters are installed, each sized to
• Local thermometer (in well) handle the total engine’s fuel flow. The
• Low level alarm heaters can be steam or electric.
• Level switch
• Fuel return As a general rule the required minimum
• Manual controlled drain valve capacity of the heater is:
The tank should be capable of 1000 kPa
(145 psi) working pressure and be {
Mx∆T
P = _______
1700
}
approved by the appropriate
Classification Society rules and Where:
regulations. P = Heat required, kW
M = Capacity of circulating feed
Circulating Pumps pump, L/hr
Circulating pumps ensure the fuel ∆ T = Temperature rise in heater, °C
injectors are supplied with sufficient fuel or:
at the correct viscosity and pressure.
P = M x SH x ∆ T
{ }
Provide two pumps with one for standby
Where:
operation. A high temperature resistant
P = Heat required, Btu/hr
screw type pump is recommended. Each
M = Capacity of circulating feed
pump must circulate at least four times
pump, lb/hr
the maximum required fuel
∆ T = Temperature rise in heater, °F
consumption. The pump discharge
SH = Specific heat of fuel, assume
pressure should be approximately 690 -
0.48 Btu/lb/°F
880 kPa (100-128 psi) to allow for
pressure losses in piping, heaters, filters,
The following heater temperature rise
and the viscometer. Adjust the engine
can be used, assuming a temperature in
mounted pressure valve on site to supply
the service tank of 60°C (140°F).
500-690 kPa (73-100 psi) to the injectors.
The engine mounted pressure valve is
Temperature Rise thru Heater
used to regulate pressure to the engine. Fuel Temperature
Set the circulating pump relief valve cSt @ 50°C °C (°F)
high enough (900 - 965 kPa [130 - 140 180 50 (90)
psi]) to prevent fuel recirculating around 380 71 (128)
the pump under normal conditions. 700 83 (150)
52
Viscometer • Filter rating - 5 micron nominal
A viscometer installed between the • Maximum pressure drop across
heater outlet and the engine fuel filter at operating viscosity to be
manifold controls the final fuel heaters. approximately:
It must withstand the pressure peaks Clean filter - 14 kPa (2 psi)
caused by the engine fuel injectors. Dirty Filter - 84 kPa (12.0 psi)
Alarm - 103 kPa (15.0 psi)
The following fuel characteristics at the
engine are provided for design guidance: System 2 — Atmospheric
• Viscosity range (at injectors) -
10-17 cSt
Fuel System
(Viscosities below 180 cSt @ 50°C, see
• Operating fluid temperature - 150°C
Figure 19, page 61).
(302°F)
• Operating pressure - 965 kPa (140 psi)
Service Tank-Heavy Fuel
See page 49 under the topic Pressurized
For steam heated heavy fuel systems the
Fuel System - Service Tank-Heavy Fuel.
viscometer should automatically control
the steam regulating valve, which is
Service Tank-Distillate Fuel
installed on the steam inlet line to the
See page 50 under the topic Pressurized
heater. If an electric heater is used, the
Fuel System - Service Tank-Distillate
viscometer should control the contacts
Fuel.
that energize and deenergize the heating
coils as required to maintain the proper
Heavy Fuel/Distillate Fuel Change
fuel temperature.
Valve
See page 51 under the topic Pressurized
Final Filter
Fuel System - Heavy Fuel/Distillate Fuel
Caterpillar supplied final filters are
Change Valve.
remote mounted and installed in the
supply line directly ahead of the engines.
Fuel Flow Meter
The filter handles the total circulated
If a flow meter is used, locate it between
fuel flow, and has isolating valves for
the service tanks and the mixing pipe.
element service on each filter canister.
Provide isolation valves at the inlet and
The valve is normally in the center run
outlet connections and a valved bypass.
position, but can be used to isolate half
the elements for service. The filter must
Mixing Pipe
be steam jacketed or heat traced, and
The mixing pipe is fabricated from 200
provided with a differential pressure
to 300 mm (8 to 12 in.) diameter
gauge and alarm, and a drain
schedule 40 seamless pipe and collects
connection.
the gas/air entrained in the fuel during
startup. Equip the pipe with an
The following filter design
adequately sized vent line led directly to
characteristics are provided for
atmosphere above the weather deck.
guidance:
Install a condensate trap in the vent
• Fuel viscosity - 10-17 cSt
line. Insulate and fit the pipe with a
• Operating temperature - 38° to 150°C
heating coil.
(100° to 302°F)
• Flow - see supply pump flow
Base the volume of the pipe on about 10
• Operating pressure - 965 kPa
to 15 minutes of operation with the
(140 psi)
engine at half-load consumption. Before
• Steam Jacketed operating pressure:
prolonged shutdowns the system is
150 psig of steam
changed over to diesel oil operation. This
7 lbs/hr - Inline
allows for gradual temperature
6800 Btu/hr - Inline
equalization. Fit the pipe with the
10 lbs/hr - Vee
following connections:
10,240 Btu/hr - Vee
53
• Fuel oil filling Unit Injector Tip Cooling
• Fuel return
• Valved drain To control erosion and deposit formation,
• Vent connection with condensate trap the unit injector tip is cooled for heavy
• Valved outlet fuel operation. With fuels up to 40 cSt @
• Thermometer (with well) 50°C, series circuit cooling is provided by
• Heating coil routing combustion fuel through the
• Clean out connection injector tip. The engine is equipped with
the required hardware and additional
Design the mixing pipe for a pressure to external plumbing is not required.
suit the height of the vent pipe and Figures 20 and 21, on pages 62 and 63,
approval by the applicable classification show the engine piping for series circuit
society. tip cooling for an in-line and vee engine
respectively.
Suction Strainer
Install a simplex strainer ahead of each Separate Circuit Tip
circulating pump. It should be steam
jacketed or heat traced and use stainless
Cooling
For heavy fuels above 40 cSt @ 50°C, a
steel baskets with perforations sized to
separate external cooling circuit is
protect the supply pumps. The strainer
designed in the injector to supply and
body is normally manufactured from
circulate coolant around the tip. SAE
cast steel or bronze.
10W lubricating oil is normally used for
the coolant.
Circulating Pumps
See page 52 under the topic Pressurized
A cooling module must be used when the
Fuel System -Circulating Pumps.
engine is equipped with separate circuit
tip cooling. Typical schematics are
Final Heater
shown in Figure 22, page 64, for a single
See page 52 under the topic Pressurized
engine installation and Figure 23, page
Fuel System -Final Heater.
65, for multiple engine usage at the end
of this section. The module design
Viscometer
should provide for coolant pressure and
See page 53 under the topic Pressurized
temperature measurement capability.
Fuel System - Viscometer.
Engine connections are made at the
right front of the engine.
Final Filter
See page 53 under the topic Pressurized
Operate the module when the engine is
Fuel System - Final Filter.
running, regardless of the fuel being
burned. By continually supplying fresh
Burning Used Crankcase Oils
coolant to the injector tips, high
See page 23 under the heading Burning
temperature degradation of the coolant
Used Crankcase Oils of Engine
is prevented. The module does not
Systems - Distillate Fuel Oil in this
require operation before engine start up.
guide.
The recommended separate circuit
injector cooling system is shown in detail
in Figure 24, page 66.
54
Typical Injector Tip Cooling Circulating Tank
AIR VENT
LOCAL FILLING
LOCAL THERMOMETER
OUTLET TO
CIRCULATING PUMPS
SLUDGE SPACE
DRAIN CONNECTION
SLOPED BOTTOM
BAFFLE PLATE
Figure 25
55
Heat Exchanger The following valve characteristics are
A heat exchanger is used in the circuit provided for guidance:
when it is not practical to size the • Design pressure - 517 kPa (75 psi)
circulating tank large enough to remove • Design temperature - 65°C (150°F)
the heat added to the coolant from the • Cast iron or bronze body
injector tip. Information for tank sizing
to remove the required amount of heat is Series Circuit Tip Cooling
included in the Distillate Fuel section of Engines operating with heavy fuel
this guide. If a cooler is required it can viscosities up to 40 cSt @ 50°C are not
be either shell and tube or plate type, normally provided with a separate
and include: circuit injector cooling system. The fuel
• Drains circulated within the injector tip
• Air vents maintains the proper tip temperature.
• Zinc anodes (fitted in each head) The fuel flow can be found in Distillate
Fuel section of this guide. The heat
The suggested material for the shell
rejection is the same as in the separate
and tube heat exchanger is:
circuit tip cooling description.
• Shell - Steel
• Heads - Cast iron
• Tubes - 90/10 CuNi
• Tube Sheets - 90/10 CuNi Lube Oil
• Baffles - Steel
Recommendations
The suggested material for a plate type
Lubricants for 3600 heavy fuel engines
heat exchanger is:
depend on the fuel to be used and will be
• Frame - Mild steel
evaluated on an individual basis. See the
• Plates (sea water) - Titanium or
Lubricating Oil section of this guide.
aluminum brass; (Raw fresh water) -
Stainless steel
• Nozzles (sea water) - Steel, coated; Lubricating Oil
(fresh water) - Steel, coated Centrifuging
• Gaskets - Nitrile A higher level of combustion products is
introduced into the lube oil with heavy
Classification societies may require a
fuel operation. Remote mounted
spray shield around the plates to
centrifuges are recommended. See the
prevent liquid spraying on equipment or
Lubricating Oil section of this guide.
personnel.
56
• Extended shutdown – If the engine is Do not start and idle the engine for short
shutdown for more than 12 hours and periods to maintain jacket water
less than three days, use the engine temperature. This will produce excessive
jacket water heater. The fuel deposits in the combustion chambers
circulating system can be shut down and gasways. Use the jacket water
or adjusted to a lower temperature. If heater to maintain jacket water
shut down it must be heat traced to temperatures.
allow restart. Shut off the injector tip
cooling circuit. Before the engine is Low Load Operation
restarted, the fuel must be circulated
Heavy fuel with poor ignition quality
at the proper viscosity until all parts
requires higher cylinder air temperature
of the fuel system, including the
and pressure for satisfactory ignition.
engine mounted fuel lines, have
This can be a significant problem at idle
proper temperature and flow.
and light load conditions in pier-to-pier
operations. For these applications, the
• Indefinite shutdown – If the engine is
cooling system is modified to a two step
shutdown for more than three days
inlet air temperature control system
(or for an unknown length of time) it
regulating engine combustion air
should be done using distillate fuel.
temperature. At engine loads below 40%
Switch the engine to distillate fuel
of maximum, a significant increase in
15-30 min. before shutdown to purge
the temperature of compression is
the fuel system of heavy fuel. Shutting
achieved. This allows extended periods
down on distillate allows the jacket
of light load operation on heavy fuel
water heater and fuel conditioning
without switching to distillate fuel.
systems to be shut off. Use this
procedure when maintenance to the
Figure 24 is an estimate of time allowed
fuel handling equipment is needed, or
at part load while using heavy fuel. If
when work on the fuel injectors or fuel
operation is expected beyond these
lines is required.
times, provide the capability to operate
the engine on distillate fuel. Switch-over
Operational constraints may require the
must be done so the fuel injectors are
above recommendations to be modified.
never running without fuel.
The important considerations that must
be adhered to are:
The shaded portion of the graph
• Circulation of proper viscosity fuel indicates the area with a two step
prior to startup. cooling system to heat the intake air. See
• Jacket water heating anytime the the section in this guide on Fresh Water
engine is not running and heavy fuel Cooling for cooling system schematics.
is in the system.
57
3600 Heavy Fuel Operational Requirements
100
50
Requires Two
Step Inlet Air
Temp. Control
25
No. 2
or MDO
0 Required
0 6 12 18 24
Figure 26 Hours/Day
Hours/Day at at Part
Part Load
Load
Figure 27
Turbocharger Wash
Heavy fuel engines are equipped for A 137-7024 tool group is supplied with
water washing of the turbine side of the each heavy fuel engine. Special
turbocharger. Scheduled washing at 100 Instruction SEHS9929 describes the
hour intervals removes deposits from the washing procedure and provides a data
nozzle ring and turbine wheel and sheet to determine the effectiveness of
extends turbocharger overhaul intervals. the process.
To clean the turbocharger the engine
must operate at reduced load for 5-10
min.
58
Dry particle cleaning of the turbine side Performance
is also acceptable, allowing full load
cleaning. For additional information See guide section on Engine Data for
contact Caterpillar Inc. ratings of heavy fuel burning engines.
See guide section on Engine Performance
for differences in rating conditions for
Engine Jacket Water heavy fuel engines.
Preheating
Heat the engine jacket water prior to Heat Rejection
starting on heavy fuel. This reduces the See guide section on Engine Data for
viscosity of the fuel in the unit injector heat rejection data. It will differ from a
and aids in starting. Turn off the jacket distillate engine due to rating
water preheater when the engine is differences, injector tip cooling, and
running. higher air flow required on heavy fuel
engines.
Fuel Jacket Water
Viscosity Temperature Air Flow
≤ 40 cSt at 50°C 45°C (113°F) See guide section on Engine Data. To
> 40 cSt at 50°C 65°C (150°F) maintain a lower exhaust valve
temperature the air flow is considerably
The jacket water heater is factory higher than a distillate engine running
supplied when heavy fuel codes are at the same power and rpm.
selected. The heater is sized to raise the
jacket water temperature to the required Exhaust Backpressure
level within two hours. The exhaust backpressure limit is
2.5 kPa (10 in. H2O) when operating on
Additional information is in the Fresh heavy fuel due to the effect of higher
Water Cooling System section of this backpressure on valve temperature. The
guide. exhaust flow is higher for engines
capable of burning heavy fuel than on
engines configured for distillate fuel
Fuel Filter Preheating (see note above on Air Flow).
59
FROM F.O. CENTRIFUGE
VENT VENT
M
RETURN FROM
AUXILIARY ENGINES HLA
P1 P1 HLA
L1 L1
S
Figure 17
FINE H. O.
FILTER P1
DIESEL OIL T1 T1 SERVICE
LLA
SERVICE TANK LLA
TANK R R
RV
M
R
BY - PASS P1 P1
R R
FILTER S
(OPTIONAL)
F.O. / D.O.
TO CHG OVR.
RV
AUXILIARY VALVE
ENGINES
PRESSURE FUEL
CONTROL VALVE COOLER SUPPLY
PUMPS
TO D.O.
FLOW METER OVERFLOW TANK TO TRANSFER
PUMP TO SLUDGE
TANK
60
VALVE MOUNTED ON ENGINE
T1
P1
DEAERATION
TANK CIRCULATING LINE
FP
FLOW PRESSURE SENSOR
M
DRAIN FINAL FILTER
T1 T1
FINAL HEATER STEAM A
VISCOMETER
CONTROL
S VALVE P
F
T1 T1 P1
M RV
F
T1 T1
S STEAM P
CONTROL
VALVE A
FINAL HEATER NOTE: DENOTES PIPE ANCHOR POINT
FINAL FILTER
RV
CIRCULATION
PUMPS
Typical Pressurized Fuel
Delivery
P r eSystem
ssurized Fuel
Delivery System
FROM F.O. CENTRIFUGE
VENT
VENT VENT
DRIP PAN
DRIP PAN DRIP PAN WEATHER DECK
WEATHER DECK
FROM D.O. CENTRIFUGE
RETURN FROM
AUXILIARY ENGINES HLA
HLA
L1 L1
H.O.
DIESEL OIL T1 T1 SERVICE
LLA
SERVICE TANK LLA
TANK
R
DRAIN TO
SLUDGE TANK
F.O. / D.O.
TO CHG OVR.
MIXING PIPE AUXILIARY VALVE
ENGINES
THERMOMETER
TO D.O.
R R OVERFLOW TANK TO TRANSFER
FM PUMP TO SLUDGE
TANK
DRAIN
61
FUEL PRESSURE REGULATING
VALVE MOUNTED ON ENGINE
BYPASS
CIRCULATING LINE
M
FINAL FILTER
FINAL HEATER STEAM
T1 T1 VISCOMETER A
CONTROL
S VALVE P
T1 T1 P1 F
RV
M
F
T1 T1
S STEAM P
CONTROL
VALVE A
FINAL HEATER
FINAL FILTER NOTE: DENOTES PIPE ANCHOR POINT
RV
Figure 19
CIRCULATION
PUMPS
Typical Atmospheric
Atmoshpere Fuel Fuel
Delivery System
Delivery System
TOP VIEW OF CYLINDER HAED
6
12 13
14
5
13
11
12 14
10
9
5
4 6
3*
7
2*
BYPASS
FUEL
8
SUPPLY
FUEL
3600 Fuel System Schematic With Series Circuit Injector Tip Cooling
Model 3608
Figure 20
62
TOP VIEW OF CYLINDER HEAD
14
5
13 12
12
14
13
9 6
11
10
7
4
5
3*
BY - PASS 6 2*
FUEL
SUPPLY FUEL
3600 Fuel System Schematic With Series Circuit Injector Tip Cooling
Model 3612
Figure 21
63
Typical Injector Tip Cooling Module
INJECTOR Single Engine MODULE
TIP COOLING
SINGLE ENGINE
INTERNAL
RELIEF
FILL VALVE
VENT
50-65˚C
PUMP
HEAT
EXCHANGER DRAIN COOLANT: SAE 10W
T=6˚C WEIGHT OIL
56-71˚C
PRESSURE
GAGE
TEMPERATURE
FACTORY SUPPLIED
GAGE (INLET)
ENGINE MOUNTED
TEMPERATURE PIPING
LOW PRESSURE
GAGE
(OUTLET)
P ALARM
FLEXIBLE
CONNECTION
ENGINE CONNECTIONS:
Figure 22
64
Typical
INJECTORInjector Tip Cooling
TIP COOLING MODULEModule
MULTIPLE ENGINES
Multiple Engines
OIL FILTER
UP TO 400
DIFFERENTIAL MICRON
LEVEL INDICATOR: PRESSURE GAGE
SIGHT GAGE
THERMOSTATIC
OR DIPSTICK INTERNAL
REGULATOR MAY
RELIEF
BE REQUIRED FILL
VENT VALVE
50-65˚C
HEAT PUMP*
EXCHANGER DRAIN COOLANT: SAE 10W WEIGHT OIL
T=6˚C
BACKPRESSURE VALVE
56-71˚C
BALANCE BALANCE
VALVE VALVE
PRESSURE
GAGE
TEMPERATURE
TEMPERATURE GAGE (INLET)
GAGE (OUTLET)
FLEXIBLE
CONNECTION
P LOW PRESSURE
ALARM P
ENGINE CONNECTIONS:
* System must be designed to provide proper flow and temperature to each engine. This must be maintained while an
individual engine is isolated for servicing. System may include variable speed pump, flow regulating valves, or bypass
plumbing.
Figure 23
65
VENT
LOCAL FILLING
CIRCULATING CONNECTION
R
TANK
DRIP PAN DIFFERENTIAL
HLA PRESSURE GUAGE RV
PRESSURE SWITCH TO
Figure 24
START STANDBY PUMP
P1
LLA
P1 P1 PS
P1
R M RV TO OTHER
S
ENGINES
LOCAL
SELF-CONTAINED GAUGE GLASS
TEMPERATURE DRAIN P1 P1
REGULATING VALVE BAFFLE SIMPLEX
WITH MANUAL PLATE STRAINER M
OVERRIDE
SEA WATER IN SEA WATER OUT BACK PRESSURE VALVE (SEE NOTE 2)
66
HEAT EXCHANGER
HTA
FROM OTHER
ENGINES LPA P
NOTE:
1. DENOTES PIPE ANCHOR POINT Injection Cooling System
2. SYSTEM MUST BE DESIGNED TO PROVIDE PROPER FLOW AND Injection Cooling System
TEMPERATURE TO EACH ENGINE. THIS MUST BE MAINTAINED
WHILE AN INDIVIDUAL ENGINE IS ISOLATED FOR SERVICING.
SYSTEM MAY INCLUDE VARIABLE SPEED PUMP, FLOW REGULATING
VALVES AND/OR A BACK PRESSURE VALVE IN THE BYPASS PIPING.
®
4
Typical
TYPICAL3600
3600Oil
OIL Pressure
PRESSURE
550
525
500
OIL PRESSURE TO MAIN GALLERY (kPa)
475
450
425
400
375
350
325
300
275
250
225
200
25 50 75 100
PERCENT OF ENGINE SPEED
Figure 4
5
Caterpillar has various prelubrication configuration. When the prelube
systems available that include the motor pressure sensor measures 10 kPa
(air or electric), prelube pump, electric (1.5 psi) the starting interlock allows the
motor starting box (if applicable), check engine to be cranked. The intermittent
valve, and engine piping. The check prelube pump should not be operated
valve is used at the discharge of the continuously for more than 10 minutes.
prelube pump to prevent pressurized oil Time for engine prelube varies with
from flowing to the prelube pump during engine size, oil temperature and
engine operation. The Caterpillar viscosity, etc. Typical curves for prelube
prelube system can be engine mounted pump performance are shown in Figures
by the factory prior to shipment, or 5 and 6.
shipped loose for customer installation.
Engine connections for customer Continuous prelube is typically used in
supplied prelube systems are also emergency generator set applications
available. where the engine must start on loss
of power from a main generator and
For marine applications in general, assume load. Continuous prelube
Caterpillar recommends remote systems are designed for constant
mounting the prelube pump from the operation during engine shutdown. A
engine. This prevents any engine spill tube installed at the front of the
vibration from affecting the pump and it engine prevents excessive oil from
allows the pump to be mounted in an flooding the cylinder heads and causing
easily accessible location for service. hydraulic lock on startup. A lower flow
However, remote mounted prelube pump is also used for continuous prelube
pumps must be located and plumbed to systems. A jacket water heater must
prevent excessive pump inlet restriction. also be used for emergency generator
For Caterpillar supplied pumps, the sets to keep the engine warm for quick
maximum allowable velocity in the starting. An oil heater is generally not
pump suction line is 1.5 m/sec (4.9 ft/sec) required with continuous prelube since
to prevent pump cavitation, and the net the oil circulates through the engine and
positive suction head of the pump is 2 m picks up heat from the engine block that
H2O (6.6 ft H2O). See the pump is kept warm by the jacket water.
manufacturer’s data for customer
supplied prelube pumps. The prelube pump may also be used as a
sump drain pump. Two manual three-
Caterpillar offers prelube pumps way valves are required to configure the
powered by compressed air or by single prelube pump as a sump drain pump.
phase AC, three phase AC, or DC The oil sump drain valve is connected to
motors. Flow characteristics of some the prelube pump suction with one
Caterpillar supplied pumps are shown in three-way valve, and the pump
Figure 11 at the end of this section. discharge goes to a waste oil tank via the
other three-way valve. The three-way
Two types of prelubrication systems are valves are not supplied by Caterpillar.
available: intermittent and continuous. Install a pressure switch at the prelube
Intermittent prelube is generally used pump outlet to automatically shut down
for marine applications, and involves the pump when there is a loss of
running the prelube system for a few discharge pressure. This prevents
minutes prior to engine starting or running the pump dry when draining
barring device use. With intermittent the oil sump.
prelube the engine is not available for
immediate starting. Intermittent
prelube may take up to several minutes
depending on oil viscosity, temperature,
engine condition and system
6
3608 Prelube Time
3608 PRELUBE TIME
Intermittent Electric
INTERMITTENT Prelube
ELECTRIC PRELUBE
140 (20.3)
120 (17.4)
OIL TO BEARING PRESSURE - kPa (psi)
23 C (73 F) OIL
100 (14.5)
63 C (145.4 ) OIL
80 (11.6)
60 (8.7)
40 (5.8)
20 (2.9)
100 (14.5)
33 C (91.4 F) OIL
80 (11.6)
60 (8.7)
40 (5.8)
20 (2.9)
0
0 10 20 30 40 50 60 70 80
7
Customer Supplied Prelube Pumps Wet Sump
Locate a gear type pump with a pressure
relief valve near the front of the engine The standard 3600 engine configuration
with the following characteristics: uses a wet oil sump. This is an oil pan
mounted directly underneath and
Intermittent /Continuous connected to the engine block. An oil
• Flow 76 Lpm 23 Lpm pump suction pipe with a suction bell
(20 gpm) (6 gpm) near the center of the oil pan exits the oil
pan at the front of the engine and
• Operating connects directly to the engine driven oil
Pressure 172 kPa (24.5 psi) pump, (see Figures 1 and 2). See Figure
• Operating 16 for wet sump oil volumes for each
Temperature 21°C (70°F) engine model.
• Viscosity for
sizing electric External Sump Tank
motor 340 cSt
Engine room space, tilt requirements,
or the desire to extend oil change periods
Tilt Capability may dictate using an external oil sump
tank. The following arrangements and
Continuous Tilt Angle Capability Figures 9 and 10 at the end of this
module are provided for guidance.
Marine Marine
Propulsion Auxiliary
Under the Engine
Intermittent ± 10° Pitch & ± 10° Pitch &
The suggested design of an external
Tilt ± 22.5° Roll ± 22.5° Roll
Criteria (any combination) (any combination) sump tank is shown in Figure 9.
Installation
Angle / Extend the lube oil sump tank over the
Rear Down Level entire length of the engine to ensure
(Degrees) Installation
uniform thermal expansion of the engine
Engine Model 0 1 2 3 4 5
foundation structure. Use flanged,
3606 X X X X X X X flexible, drain connections at each end of
3608 X X X D D D X the engine mounted sump to prevent
3612 X X X X X X X damage from vibration and thermal
3616 X X X X D D X growth. The connections must be
compatible with engine lube oil at a
X = Standard Sump, capable of meeting the temperature up to 130°C (266°F), and
indicated tilt criteria. should withstand exposure to fuel,
D = Requires Dry Sump option to achieve the
indicated tilt criteria.
coolant, and solutions used to wash
down the engine. Terminate the drain
Note: If wet sump engine is installed at >0° tilt, it will pipes from the engine oil sump to the
reduce oil capacity and reduce the oil change interval. external sump below the minimum oil
Consult Caterpillar for specific details.
level. Locate the engine sump drains as
Figure 7 far away as possible from the oil pump
suction area. The oil should be in the
tank for the longest possible time to
maximize degassing.
8
To provide adequate degassing of the Remote Sump with
external sump, a minimum distance of Scavenging Pump
approximately 150 mm (6 in.) must be An engine driven scavenging pump can
provided between the top of the tank be provided to empty the oil in the
and the highest oil level expected in the engine pan to a remote storage tank (see
tank. Provide the transverse structure in Figure 10 at the end of this section).
the tank with air holes and two 100 mm This arrangement is normally used
(4 in.) minimum diameter air vent pipes, where the foundation structure height is
one at the forward end of the tank and small. Oil from the remote tank is
another at the aft end. returned to the engine oil system by the
engine driven main pressure pump. Due
The oil passages in the transverse to the importance of the main engine
structure must ensure adequate oil flow lube oil system, marine societies and/or
to the pump suction piping. Fit the end the owner may require electric motor
of each suction pipe with a bell mouth to driven standby pumps. This system can
keep pressure losses to a minimum. The become very complex due to the
maximum available suction lift to the additional pumps, piping and valves.
engine driven lube oil pump, including Also, the oil level in the remote storage
losses in the piping and strainer, must tank must be kept below the engine
be kept below 1.3 m (4 ft 3 in.). crankcase to prevent oil leak back into
the engine when the engine is stopped.
Cofferdam the external sump tank from This can result in a long narrow tank
the shell and fit with a coil to heat the taking useful space. Incorporate the
oil to 38°C (100°F). The coils should be features recommended in the design of
manufactured from corrosion resistant the remote sump tank located below the
material. engine as discussed above.
Locate a collecting sump at the aft end Piping
of the tank. When used, the lube oil The piping must be short with minimum
centrifuge should take oil from the bends and have a continual upward
collecting sump at a level below the slope towards the pump to avoid pump
main lube oil pump suction pipe. cavitation and keep suction pressure
Discharge the clean oil from the drops low. Install a non-return valve in
centrifuge near the lube oil pump the piping to prevent the oil from flowing
suction piping. backwards when the engine is stopped.
The pipes must be supported and have
The inner surfaces of the external sump flexible connections at the engine and
tank should be accessible for cleaning. auxiliary connecting points. Provide vent
Thoroughly clean the tank after and drain connections at the high and
construction or repairs and prior to low points in the system.
filling. Use flanged joints on the suction
piping to the lube oil pump to allow Suction Strainer
inspection before use. The surfaces Install a suction strainer in the piping
above the minimum oil level must be between the tank and the lube oil
corrosion protection coated. The tank circulating pumps to protect the pumps
requires a local sounding tube as well as from large particles collecting in the
a low level alarm contactor. tank. It should have stainless steel
basket with 650 micron (0.025 in.)
perforations and magnetic inserts.
Provide a differential pressure gauge to
indicate when manual cleaning of the
strainer is required.
9
Lube Oil Centrifuge • Utilize Caterpillar PLC and automatic
valves for the changeover of sumps.
The engine is provided with lube oil final
filters and centrifugal bypass filters. A • Use no more than four oil sumps per
lube oil centrifuge, or separator, can also separator.
be installed as optional equipment for • A redundant separator and the
distillate fuel applications and is necessary piping for the additional
required for heavy fuel applications. separator must be incorporated into
the design of the engine room.
Heavy fuel engines produce higher levels
of lube oil contaminants than distillate • The lube oil separators shall be
fuel engines. The lube oil separator oversized (greater than 0.14 L/bkW-hr
removes insolubles and water from the (0.028 gal/bhp-hr)).
lube oil, which increases the life of the
lube oil and lube oil filters. Consult Caterpillar for a specific project
or application.
The lube oil separator is sized based on
the power output of the engine. For The centrifuge should take oil from the
heavy fuel oil applications, the lube oil rear of the engine and return it to the
must be continuously processed by the front of the engine so that clean oil is as
lube oil separator at a minimum flow close to the engine oil pump suction as
rate of 0.14 L/bkW-hr (0.028 gal/bhp-hr). possible. Oil connections are provided at
The lube oil centrifuge should be of the both ends of the oil sump. Shutoff valves
self-cleaning type due to the frequent are provided for customer connection,
cleaning required. Solid bowl separators but flexible connections must be
must not be used for lube oil service. The provided by the customer.
fresh water and control air requirements
for the centrifuge should be specified by The maximum amount of time a heavy
the manufacturer. The sludge discharge fuel engine can operate without cleaning
process should be automatic with the the lube oil is eight hours.
sludge tank arranged similar to the fuel
oil sludge tank as described in the Heavy
Fuel Oil section of this guide. Centrifuge Supply Pump
The centrifuge supply pump can be
There are two methods for configuring either direct driven from the centrifuge
the lube oil separator system. The first or electric motor driven. Size the pump
method is to supply each engine with its in accordance with the manufacturer’s
own dedicated lube oil separator. The recommendations.
second method is to service up to four
engines with one single lube oil Preheater
separator. Certain requirements must be Preheater size is determined by pump
met in order to use a single separator for capacity and required temperature rise
multiple engines: between ambient temperature and the
final centrifuge. The final outlet
• Only Alfa Laval ALCAP model temperature is determined by the
separators, or similar models from centrifuge manufacturer, but will range
other manufacturers, may be used in between 85°-95°C (185°-203°F)
multiple engine applications. depending on the grade and type of oil
• All precautions must be taken to used. Other heater sizing considerations
minimize sump cross-contamination. are:
This includes locating the changeover
manifold at the separator. • Oil temperature must be 95°C
(203°F) for engines centrifuging
during engine operation.
10
• The heater must be oversized to Renovated Oil
account for the heat normally Contaminated oil can be cleaned using
supplied by an operating engine so the lube oil centrifuge and discharged to
the centrifuge can be operated when the renovated oil tank.
the engine is shut down.
Transfer Pump
• Thermostatically control the heater to
The lube oil transfer pump can take oil
maintain the oil temperature to the
from the engine sump (or sumps), the
centrifuge within 2°C (± 4°F).
clean oil storage tank, the dirty lube oil
storage and settling tank, and the
Sample Points renovated oil tank. The pump can
Check the centrifuge efficiency by
discharge to the dirty lube oil and
drawing samples from points upstream
settling tank, the sludge tank, and the
and downstream of the centrifuge.
engine sump (or sumps). Use a gear type
Figure 11 is a typical arrangement.
pump and include a relief valve. The
following characteristics are provided for
LUBE OIL PIPE guidance:
GLOBE VALVE
• Flow - 190 Lpm (50 gpm)
• Pressure - 345 kPa (50 psi)
6 mm (.25 in)
• Operating Fluid Temp. - 130°C
(266°F)
• Viscosity for sizing electric motor -
1000 cSt
DRIP PAN
Storage Tanks
A lube oil storage tank capacity table is
provided below for guidance. Many
Typical Sampling Connection variables go into establishing tank
Typical Sampling Connection capacity — the number of engines
Figure 11 installed, sump volume, lube oil
consumption, etc.
Lube Oil Storage and Tank Volumes
Transfer System Liters Gallons
Figures 12 and 13 at the end of this Lube oil storage tank 7500 2000
section show typical piping schematics
Dirty oil storage
for operational lubricating oil storage. and settling tank 3780 1000
It consists of three storage tanks, a Renovated oil
centrifuge and a transfer pump storage tank 3780 1000
arranged as follows:
Each tank should have the following
Clean Oil
connections: filling, vent, local sounding,
Clean oil from the storage tank is piped
gauge glass, heating coil, thermometer
to supply the engine sump (or sumps)
(with well), transfer pump suction,
either by gravity, via the centrifuge, or
outlet, steam blowout, manhole and
by the transfer pump.
ladder (if required).
Dirty Oil
Preheat the oil with tank heating coils to
Dirty lube oil is removed from the engine
approximately 38°C (100°F). When
sump (or sumps) by the transfer pump
heating with steam or water, the heating
and discharged to the dirty lube oil
coils must be manufactured from
storage and settling tank.
corrosion resistant material.
11
The engine can be filled with oil from the To simplify the oil selection process,
storage tank via the centrifuge, by the Caterpillar has developed
lube oil transfer pump (with a strainer) recommendations to determine the most
through the forward or aft sump drain suitable oils for the 3600 Family of
valves, or through the filling cap located Engines. In most instances, the owner
on the engine crankcase cover. can select the oil company he prefers.
Caterpillar will assist the customer and
supplier in choosing an oil that meets
Oil Guidelines engine requirements based on the fuel
As with all modern high technology being burned in the engine. At all times,
engines, oil selection for the it is the responsibility of the supplier to
3600 engines is more critical and maintain the quality and performance
possibly more time consuming than for level of his product.
older, lower specific output engines.
Even though the process is necessary, it The Caterpillar Micro-Oxidation Test
must be recognized that newer engines speeds up and simplifies the screening
deliver more power at lower owning and and selection process. Rather than the
operating cost than their predecessors. traditional method of selecting oil
Fuel quality has also changed through expensive, time consuming
considerably over the past three engine testing (typical of the method
decades, making the choice of oil even used by competitors as well), the
more complicated. Caterpillar test is an alternative method
of initially screening an oil from the
Even though choosing a proper oil for selected supplier. Final oil acceptability
the 3600 engines may not be as simple is obtained through demonstrating
as with older engines, it can still be a satisfactory oil performance during
fairly easy process if all variables are engine operation for an extended period
understood. of time.
12
Caterpillar has provided Micro- • Depending on oil pan capacity (see
Oxidation Test procedures and analysis Figure 13), oil changes must be
techniques to various laboratories as made at 1400 hour intervals
well as worldwide additive package (maximum) for the first 3000 hours
suppliers and major oil companies. of operation. If no oil related
Contact them or similar labs for problems are encountered in the first
information on their capabilities and 3000 hours, the change period may be
fees. Test work done by laboratories determined by oil analysis. After the
other than the Caterpillar lab listed initial evaluation, the oil change
below must be certified by Caterpillar. interval should only be increased at
250 hour increments prior to moving
Inquiries about Caterpillar Micro- to the next 250 hour interval
Oxidation testing can be directed to: extension. The oil must be analyzed
Test & Development at each interval.
Caterpillar Inc.
Technical Center - E Based on worldwide testing and quality
P.O. Box 1875 control measures in blending processes,
Peoria, IL 61656-1875 Caterpillar DEO (CF) SAE 40 oils are
Telephone (309) 578-6604 recommended for use in the 3600 Family
Fax: (309) 578-4496 of Engines. It does not require the Micro-
Oxidation test. Caterpillar DEO (CF) oil
Oil Requirements meets the performance requirements of
To be acceptable in a 3600 engine, API CF, with high detergency
an oil must demonstrate satisfactory effectiveness. It has high alkalinity
performance in the following areas: (TBN 14) for the neutralization of wear-
causing combustion products and higher
• The oil must have an API fuel sulfur.
classification of CF. Military
Specification Mil-L-2104D Note: Caterpillar DEO multigrade oils
oils also meets this requirement. are specially formulated for smaller
engines and are not recommended for the
• The oil must pass the Caterpillar 3600 Family of Engines.
Micro-Oxidation test performed on
samples from the suppliers facility Commercial Oils
supporting the engine. If multiple Caterpillar recognizes commercial oils
suppliers are involved, oil must be that have successfully completed 7000
evaluated from all suppliers. The test hours of documented field service in
can be run at labs having equipment 3600 engines. Guidelines for field testing
and procedures approved by are available through 3600 Customer
Caterpillar. The oil acceptability Services in the Large Engine Center.
remains valid, consistent with During the test the engine must operate
constant oil base stock, formulation, at normal operating loads and have the
and blending practices. following parameters monitored: oil
• Scheduled Oil Sampling (SOS), consumption, oil deterioration, and valve
TBN, viscosity, oil consumption and recession. At the completion of the field
crankcase pressure trends must be trial, the condition of the oil and the
analyzed every 250 hours. An oil engine must be within the following
change interval chart is provided for limits:
installations where SOS is not • No ring sticking or ring scuffing
available for scheduled analysis. • No liner scuffing or carbon cutting
from excessive piston top land deposits
13
• Valve recession must not exceed the distillate fuel oil, the minimum new oil
limits established by Caterpillar for TBN (by ASTM D 2896) must be 10
the engine times the sulfur percent by weight in the
• Oil consumption must not exceed two fuel, with a minimum TBN of 5
times the initial oil consumption. regardless of the fuel sulfur content (see
Initial oil consumption is established Figure 6). In most oil formulations the
during the first 1000 hours of TBN is a function of the ash bearing
operation. additives in the oil. Excessive amounts
of ash bearing additives can lead to
• At the end of the specified oil change excessive piston deposits and loss of oil
periods, the oil condition must remain control. Therefore, excessively high
within Caterpillar limit for oxidation, TBN or high ash oils should not be used
nitration, and TBN. with 3600 engines running on distillate
fuel. Successful operation of 3600
Caterpillar does not recommend lube engines on distillate fuel has generally
oils by brand name. Field operation may been obtained with new oil TBN levels
identify oil brands which yield good between 10 and 15.
results. Oils which may be listed as
having good field operating results do 3600 engines running on heavy fuel oil
not form a Caterpillar recommendation. must use an oil specifically blended for
They serve only as potential oils which heavy fuel engines. Oils for heavy fuel
may be successful. Each particular oil engines are specially blended for use
company has control of its product and with lube oil separators; these oils must
should be accountable for its oil be able to release water and
performance. Establish product contaminants by centrifuging without
consistency before using any product. the loss of additives. These oils are
generally available from 20 TBN to
Lubricant Viscosity 50 TBN (ASTM D 2896), however most
Use an SAE 40 grade oil. SAE 30 and Caterpillar experience is with 30 to
some multigrade oils may be used if the 40 TBN oils. For 3600 engines running
application requires. SAE 30 is on heavy fuel oil, the minimum new oil
preferable to a multi-grade oil. TBN must be 20 times the fuel sulfur
percent by weight in the fuel, with a
Ambient Temperature Range maximum TBN of 40 regardless of the
Oil Viscosity °C °F
fuel sulfur level (see Figure 15). Oils for
SAE 40 +5 to +50 +41 to +122 heavy fuel 3600 engines must also pass
SAE 30 0 to +40 +32 to +104 the performance requirements for
SAE 20W-40 -10 to +40 +14 to +104 commercially available oils as previously
SAE 15W-40 -15 to +40 +5 to +104 described.
14
TBN
TBN vs Fuel
VS FUEL Sulfur
SULFUR for 3600
FOR 3600 Engines
SERIES on DISTILLATE
ENGINES ON Distillate FUEL
Fuel
17
15
NEW OIL TBN FOR
DISTILLATE FUEL
13
D 2896
11
D 2896
TBN — ASTM
9
TBN - ASTM
7
USED OIL TBN
LIMIT
5
1
0 .5 1 1.5 2 2.5 3
NOTE:
OPERATION AT FUEL SULFUR LEVELS OVER 1.5%
MAY REQUIRE SHORTENED OIL CHANGE PERIODS
TO MAINTAIN ADEQUATE WEAR PROTECTION.
30
D 2896
25
2896
ASTM
20
TBN — D
LIMIT
15
10
0
0 1 2 3 4 5
15
Oil Change Interval Caterpillar Dealers can determine
To achieve maximum life from the acceptable concentration levels for the
engine oil and provide optimum various elements in the analysis program.
protection for the internal engine
• Other oil condition results
components, a Scheduled Oil Sampling
determined from SOS include:
program (SOS) must be used.
maximum permissible water (0.5%);
Information is available through
glycol is not permitted in the oil and
Caterpillar Dealers. The program will
it should be changed if detected
determine oil change intervals based on
(ASTM D 2982 Procedure B);
trend analysis and condemning limits
maximum fuel dilution (3%).
established for the engine. For an
optimized program, oil samples must be • Additional oil condition tests are
taken every 250 operating hours required until the final change period
throughout the life of the engine. is established.
When extending lube oil life, Caterpillar The testing should be continued
recommends that the oil change interval periodically at oil change intervals
not exceed 3000 hours unless the oil is and/or oil brand or formation
managed through the Caterpillar SOS changes. The tests can be arranged
program. through Caterpillar Dealers and/or
independent testing facilities:
SOS Analysis
Analysis is performed on samples taken TBN (Total Base Number)
every 250 hours and requires two test The limit is reached when the TBN of
procedures: the used oil is 50% of the new oil TBN
as measured by ASTM D 2896.
• Wear Analysis
• Oil Condition Analysis
Viscosity
The limit for used oil viscosity is 3 cSt
Wear analysis is usually performed
above the new oil viscosity as
with an atomic absorption
measured by ASTM D445 @ 100°C.
spectrophotometer or flame emission
spectroscopy (ASTM D3601). After
Initial Oil Change Interval
three samples are taken, trend lines for
The following chart is the required
the various wear elements are
initial oil change based on engine type
established. Impending failures can be
used and oil sump size.
identified when trend lines deviate from
the established norm. The SOS program
has also established limits for all Engine Oil Pan Oil Change
appropriate wear metals. Contact a Model Capacity Interval
Caterpillar Dealer for more information. Liters Gallons (Hours)
3606 697 * 184 1025
Oil Condition Analysis includes the 846 ** 224 1400
following: 3608 761 * 201 925
1078 ** 285 1325
• Infrared analysis monitors soot, sulfur 3612 909 * 240 750
products (from combustion of the 1268 ** 335 1050
fuel), and oxidation. The soot index 3616 1057 * 279 605
correlates to the amount of soot or 1649 ** 436 1025
carbon particles in the oil. Infrared * Typical marine oil pan; tilt angles > 0° may change
volumes.
oxidation level correlates with the
** Typical generator set or industrial oil pan.
amount of oil degradation. Use sulfur
products readings as part of an oil
condition trend analysis. Figure 16
16
Oil Change Intervals The rate of oil consumption is called
without Oil Analysis Results BSOC (brake specific oil consumption)
If SOS analysis results are not available, and the unit of measure is grams per
see Figure 16 to determine oil change brake kilowatt hour (g/bkW-hr) or pounds
intervals. Even though oil sampling per brake horsepower hour (lb/bhp-hr).
results may not be available on the The typical BSOC for new 3600 engines
recommended 250 hour intervals, operating at 100% load factor is
samples should be analyzed at every oil 0.486 g/bkW-hr (0.0008 lb/bhp-hr).
change period, even if the turn around
time for the data may be long. Note: This value can vary significantly
due to engine condition, load factor and
If oil sample analysis is not available, maintenance practices. Also, with very
the oil must be changed in 500 hour low consumption measurement methods
intervals when operating on heavy fuel. become difficult and numbers erratic.
Therefore, these values can only be used
as a guide for make-up oil requirements.
Increasing Oil The following formula may be used to
Change Intervals estimate oil consumption per hour:
Change intervals can only be increased Engine bkW x Load Factor (%) x BSOC (g/bkW-hr)
L/hr = ______________________________________________
when analysis results indicate the oil Density of Oil*
has not reached the contamination or
Engine bhp x Load Factor (%) x BSOC (lb/bhp-hr)
depletion limits. Trend lines for each gal/hr = _____________________________________________
measured parameter must have a nearly Density of Oil*
17
TYPICAL 3600 OIL PRESSURE
550
525 15
500
13
11
OIL PRESSURE TO MAIN GALLERY (kPa)
475
450
425
400
375 14 10
5
350 3
12
325
300
6 275
250 4
225
200
25 50 75 100
7
PERCENT OF ENGINE SPEED
8
16
9
8
1
2 17
Figure 1
18
15
11 13
10
16
12
14 13
5
3
11
6 18
16
9
8
1
2 17
Figure 2
19
Lube Oil System
LUBRICATION SYSTEM Schematic
SCHEMATIC
OIL COOLER
OIL TEMP.
REGULATOR
OIL COOLER
FILTER
CHANGE
VALVE
PRIORITY VALVE
CENTRIFUGAL
OIL FILTER
NO FLOW AT LESS
THAN 100 kPa (15psi)
MAIN OIL COOLING JET BY-PASS VALVE
MANIFOLD FLOW AT TO SUMP
CONTINUOUS 140 kPa FLOW AT 430 kPa
FLOW (20 psi) (63 psi)
TO SUMP RELIEF VALVE
TO SUMP
CHECK PRELUBE FLOW AT
MAIN
VALVE OIL PUMP 1000 kPa
BREATHER TO OIL
(145 psi)
ATMOSPHERE PUMP
Figure 3
Intermittent
Air 20 gpm 172 kPa
Electric (110/220 50 Hz) 17 gpm 172 kPa
Electric (115/230 60 Hz) 13 gpm 172 kPa
Electric (60-72 VDC) 16 gpm 172 kPa
20
TO ENGINE DRIVEN
LUBE OIL PUMP
Figure 9
SUCTION
STRAINER
CHECK
APPROX. VALVE
150 mm
(6 in)
ENGINE
TANK
TOP
OIL
LEVEL
SHELL SHELL
21
COLLECTING SUMP SLOPED TANK
COFFERDAM
RETURN FROM L.O. CENTRIFUGE PRELUBE PUMP SUCTION
ENGINE SUMP
VENT
L.O. TRANSFER
PUMP SUCTION
SUCTION TO L.O.
FLEX CENTRIFUGE
CONNECTIONS VENT
150 mm
(6 in)
PIPE
SOUNDING PIPE
TYPICAL SUMP
Typical Sump
OIL Oil
DRAIN CONNECTIONS
Drain Connections
SUCTION PIPE TO ELECTRIC SUMP OIL OUTLET
MOTOR DRIVEN STANDBY PUMP
FLEXIBLE COUPLING
(CUSTOMER SUPPLIED)
200 mm (8 in)
PIPE
MANHOLE
LUBE OIL
PRESSURE
TO OVERFLOW PUMP
TANK
22
LUBE OIL
SCAVENGE
PUMP
FRONT VIEW OF
CATERPILLAR ENGINE
150 mm (6 in)
STRAINER FLEX JOINT PIPE
DRAIN (CUSTOMER SUPPLIED) (CUSTOMER SUPPLIED)
Figure 10
L.O. FILLING
LOCAL SOUNDING LOCAL SOUNDING LOCAL SOUNDING
VENT VENT VENT
GAUGE GLASS
(AUTOMATIC)
Figure 12
CLOSE TYPE
23
S TO SLUDGE TANK
M PRELUBE OIL
HEATER (OPTIONAL)
LUBE OIL
TRANSFER
P1
PUMP
ENGINE DRIVEN
LUBE OIL LOCAL OIL PUMP
CENTRIFUGE SOUNDING M
(OPTIONAL)
LUBE OIL
HEATER M
TO SLUDGE TANK PRELUBE
M PUMP
STANDBY
P1 P1 LUBE OIL PUMP
S
TOP OF
GAUGE GLASS
(AUTOMATIC STACK
CLOSE TYPE)
DIRTY LUBE OIL THERMOMETER RENOVATED OIL THERMOMETER LUBE OIL THERMOMETER
STORAGE & SETTLING STORAGE TANK OIL VENT /
TANK STEAM STEAM STORAGE TANK CONDENSATE
BLOWOUT BLOWOUT STEAM
HEATING HEATING TRAP
HEATING BLOWOUT
COIL COIL
COIL
DRAIN TO
S TO SLUDGE TANK SLUDGE TANK
24
PRELUBE OIL
HEATER (OPTIONAL)
DRAIN TO
P1 SLUDGE TANK
ENGINE DRIVEN M
LUBE OIL OIL PUMP VENT FROM
SUMP TANK
(OPTIONAL) CENTRIFUGE
LUBE OIL
HEATER M PRELUBE DETAIL OF VENT OIL /
PUMP CONDENSATE TRAP
M
TO SLUDGE TANK
LOCAL STANDBY
SOUNDING L.O. PUMP
P1 P1
S S P1 S P1
SUCTION
STRAINER
RV CENTRIFUGE
SUPPLY PUMP
Figure 13
HEATING LLA
COIL
COLLECTION SUMP
SUMP TANK
®
LEKM8465 8-98
®
Marine engines which must operate in The separate circuit cooling system
sea water temperatures greater than shown in Figures 6, 7, and 8 is available
26°C (79°F) will be allowed to operate for marine applications. It is normally
without any power deration with water used for keel cooled or radiator cooled
to the aftercooler and oil cooler of installations to reduce the external
38°C (100°F) maximum. Larger heat cooling package size. (Refer to pages 38-
exchangers will be required to attain 40 for illustrations.)
38°C (100°F) aftercooler/oil cooler water
temperatures when sea water
temperatures exceed 26°C (79°F), but Engine Coolant
the benefits will be longer valve, exhaust Flow Control
manifold, and turbocharger life. The correct coolant flows are provided by
factory installed orifices combined with
Consult the dealer or factory project external circuit resistance (set at each
engineer in those cases where site). The orifices are sized to provide
aftercooler/oil cooler water temperatures proper flow splits and pressure levels to
are expected to exceed the 38°C (100°F) engine components (aftercooler, oil cooler,
limit. cylinder block, cylinder heads, and
turbochargers). The external resistance
Basic System setting is critical. It establishes total
circuit flow by balancing total circuit
Configurations losses with pump performance curves.
Two basic closed circuit fresh water Set it with an adjustable, lockable valve
cooling systems are used — combined or orifice in customer piping. Measure
circuit and separate circuit. external circuit resistance with blocked
open regulators to assure all flow is
The combined circuit configuration is passing through the external circuit. The
also referred to as the single circuit fresh valve used to set the resistance must not
water system. It is typically used for use elastomer seat material.
marine and heavy fuel applications
where a single heat exchanger is Typical factory and customer orifice
preferred. The aftercooler and oil cooler locations are shown in Figure 1 for a
circuit is externally regulated (fluid inlet combined system and Figure 6 for a
temperature control) to 32°C (90°F). The separate circuit system.
5
Temperature Regulation in front of the engine, the regulator may
be mounted on the tank. See the table
Inlet control temperature regulators are
below for typical Caterpillar regulator
used on the jacket water and
mounting locations. Regulators supplied
aftercooler/oil cooler (AC/OC) coolant and
by other suppliers are usually mounted
lube oil circuits. The standard regulator
in the shipyard piping.
characteristics are shown below. Some
marine societies require coolant
temperature regulators to have a Water Pumps
manual override capability. In these All engines have two engine driven fresh
cases the standard Caterpillar regulator water pumps mounted on the front
is not acceptable and another supplier engine housing. The right hand pump
must be used. (viewed from the flywheel end) supplies
coolant to the cylinder block, cylinder
Start-Open Full-Open Nominal heads, and turbocharger. The left hand
Temp Temp Temp
°C (°F) °C (°F) °C (°F) pump supplies coolant to the aftercooler
and oil coolers. Complete pump
AC/OC Circuit*: performance curves at various pressure
Distillate and 27 (81) 37 (99) 32 (90)
Heavy Fuel
heads are shown in Figure 9. An engine
Two Step Control (at low load) 75 (167) driven raw water pump is available and
JW Circuit**: is gear driven off the front of the engine.
Distillate Fuel 85 (185) 95 (203) 90 (194) See Figure 46 in the Engine Performance
Heavy Fuel 88 (190) 98 (208) 93 (199) section for raw water pump power
Lube Oil Circuit: 76 (169) 89 (192) 83 (181)
requirements.
* Dual temperature control may be required on heavy
fuel applications. See “Heavy Fuel” in the “Engine
Systems” section of this guide. Some applications will require standby
** Minimum allowable inlet water temperature is 83°C pumps. Electrically driven standby
(181°F) on distillate fuel and 85°C (185°F) on heavy
fuel. pumps are shown in Figures 4 and 5
and are also included in the following
description.
Heat recovery circuits usually require an
external regulator to prevent over-
cooling the engine. If the heat recovery Standby Pumps
circuit uses less than 30% of the Typically an electric standby pump is
available jacket water heat load, then an required to parallel each engine driven
external regulator is not required. If pump for single engine marine
used, the heat recovery regulator must propulsion applications to meet marine
have a start-to-open temperature 5°C society requirements. Two fresh water
(9°F) lower than the jacket water circuit pumps are required for standby, or
regulator. See Heat Recovery within this emergency, service. One parallels the
section. engine driven high temperature jacket
water circuit. The other parallels the
Regulator mounting location depends on engine driven low temperature AC/OC
the cooling system type and engine circuit. Each external circuit must be
package configuration. If an expansion isolated from the engine by check or
tank is mounted on an accessory module shutoff valves.
6
Water Pump Performance
3606 & 3608 Engines
320
280
1000
240
Pump Rise (kPa)
900
200
750
160
AC/OC Pump 720
120 Operating JW Pump
Line Operating
80
Line
40
350 rpm Engine
0
0 400 800 1200 1600 2000 2400 2800
Fresh Water Flow in L/min
280
240
1000
Pump Rise (kPa)
200
900
160
750
AC/OC Pump 720
120 Operating JW Pump
Line Operating
80
Line
40
350 rpm Engine
0
0 400 1200 2000 2800 3600
Fresh Water Flow in L/min
Figure 9
7
Watercooled manifolds are not used and
Install a water pressure low alarm there is no direct heat rejection from
contactor at the discharge of the engine exhaust manifolds to the coolant. Jacket
driven pump to control the operation of water heat rejection on 3600 Engines
the standby motor driven pump. The always refers to the sum of the block,
standby pump should start head, and turbocharger.
automatically if the engine driven pump
discharge pressure falls below 120 kPa Nominal values for heat rejection,
(17.4 psi). The control configuration coolant flows, and temperatures are
should be arranged to operate only when shown in the Engine Data section. For
the engine is running. Additionally, the the most current data always consult
contactor should be tied into the oil step the TMI System.
function of the speed switch so that the
standby pump can only operate above Aftercooler
75% of rated speed. This is because the Correction Factors
engine driven pump pressure may be Heat rejection correction factors for the
lower than the alarm set point at low aftercooler can be calculated for
engine speeds, but the pump pressure is various ambient air and cooling water
still sufficient to cool the engine and the temperatures (see Figure 10). A typical
standby pump is not required. correction factor for 45°C ambient air
and 32°C water to the aftercooler would
Flow Requirements be approximately 1.2 times the nominal
Standby pump flow requirements must aftercooler heat rejection valve in the
match the engine driven pump it is to Engine Data section of this guide.
replace. See the following table for pump
requirements. Heat Rejection Tolerances
Coolant Flow = ±10%
Heat Rejection = ±10%
AC/OC Pump @ 32°C JW Pump @ 90°C
Flow Rise Flow Rise
L/min gpm kPa psi L/min gpm kPa psi
3606/3608:
1000 rpm 1200 317 295 42.8 1460 385 295 42.8
900 rpm 1080 285 240 34.8 1315 347 240 34.8
750 rpm 900 238 170 24.7 1095 289 170 24.7
720 rpm 860 227 160 23.2 1050 277 160 23.2
3612/3616:
1000 rpm 1730 457 305 44.3 2920 771 290 42.1
900 rpm 1560 412 245 35.6 2630 694 240 34.8
750 rpm 1300 343 170 24.7 2190 578 170 24.7
720 rpm 1250 330 160 23.2 2100 554 155 22.5
The recommended materials for the The tolerances account for engine-to-
standby pumps are: engine variation, test data accuracy,
• Casing — Cast Iron repeatability, and scatter. The heat
• Impeller — Bronze rejection tolerance band does not
• Shaft — Stainless Steel account for on-site conditions such as
• Seal — Mechanical ambient air temperature. Tolerance
For emergency pump connection guidelines are as follows:
locations and sizes see Figure 4
(combined circuit). Heat Exchanger Tolerances
Base heat rejection capacity on the high
side of the tolerance band, i.e., +8% to
Heat Rejection +10%. This tends to assure normal
Heat rejection to engine coolant comes engine operating temperatures and
from the cylinder block, cylinder heads, compensates for unexpected fouling
watercooled turbocharger turbine situations.
housing, aftercooler, and oil cooler.
8
AfterCooler Heat Rejection
Correction Factors for Water and Ambient Air Temperature
NOTE: Applicable At or Near Rated Load Only.
1.6
Water Temp to AC
1.4 27°C
32°C
37°C
42°C
47°C
1.2
HAC Correction Factor
1.0
0.8
0.6
0.4
-20 0 20 40 60
Ambient Air Temp (°C)
STD. Conditions
Figure 10
9
Heat Recovery Unit Tolerances JACKET WATER
Assume recoverable heat available is at
the lower end of the tolerance zone,
i.e., -8% to -10%. This adjusts for the
regulator control system characteristics
and convection/radiation losses from the
piping. See Heat Recovery in this section
of the guide.
SINGLE PASS
JACKET WATER
Heat Exchanger COOLING
WATER
The Caterpillar shell and tube type heat
exchangers provide compact, reliable,
and cost effective cooling. Since heat
exchanger tubes can be cleaned easily,
raw water is usually routed through
tubes and engine coolant through the
TWO-PASS
shell. The flow in the raw water section
is either single-pass or two-pass (see
Figure 11). A two-pass type flows raw
Heat Exchanger Types
water twice through the exchanger;
single-pass types use raw water only
once. To provide maximum temperature Figure 11
differential and heat transfer in single-
pass exchangers, the raw water flows
opposite to coolant flow. The direction of Heat Exchanger Sizing
flow is not important in two-pass Combined Circuit:
exchangers. The heat exchanger should be sized
using a maximum coolant temperature
If the raw water contains debris, use at the AC/OC pump inlet of 38°C (100°F)
strainers to prevent tube plugging. In for all Marine engines. The heat
cases of extreme silt contamination or exchanger sizing must also consider the
abrasive materials, consider a back-flush maximum expected ambient air
filter. Some raw water sources contain temperature, maximum engine power
high levels of impurities or hardness (rack stop power), maximum expected
which accelerate heat exchanger fouling. raw water temperature, and 10% margin
More frequent heat exchanger cleaning for a fouling and safety factor. Consult a
will be required if treatment is not project engineer if the vessel will operate
practical. in sea water temperatures greater than
32°C (90°F). It is impractical to purchase
Heat exchanger performance depends on heat exchangers which are sized for less
raw water flow and temperature than a 6°C (11°F) differential between
differential. Orifices or fixed valves must sea water and AC/OC water.
be used to limit raw water velocity and
avoid tube erosion. Do not use
temperature regulators in the raw water
circuit. Engine jacket water is
thermostatically controlled and
additional controls add expense, cause
restriction, and decrease reliability.
10
Separate Circuit: Caterpillar offers two expansion tanks.
There are two heat exchangers required The smaller tank has an expansion
for separate circuit cooling systems, one volume of 75 L (20 gal) and the larger
for the engine jacket water circuit and tank has 245 L (65 gal). Calculations can
one for the AC/OC water circuit. The determine if an auxiliary expansion tank
jacket water heat exchanger should be is required.
sized using a maximum coolant
temperature at the jacket water pump Two tank arrangements can be provided
inlet of 93°C (199°F) for heavy fuel by Caterpillar as follows:
engines, and 90°C (194°F) for distillate
Standard Volume Tank - For use with
fuel engines. The jacket water heat
cooling systems whose total volume is up
exchanger sizing must also consider
to 1500 L (400 gal), assuming a 4.4°C
maximum engine power (rack stop
(40°F) fill water temperature.
power), maximum expected raw water
temperature, and 10% margin for a
High Volume Tank - For use with cooling
fouling and safety factor.
systems whose total volume is up to
5700 L (1500 gal), assuming a 4.4°C
The AC/OC heat exchanger should be
(40°F) fill water temperature.
sized using a maximum coolant
temperature at the AC/OC pump inlet of
Figures 12 and 13 on page 13 show the
38°C (100°F) for all marine engines. The
two Caterpillar expansion tanks that are
AC/OC heat exchanger sizing must also
available.
consider the maximum expected
ambient air temperature, maximum
Two possible methods of arranging the
engine power (rack stop power),
expansion tank in the cooling system are
maximum expected raw water
the full flow system and shunt type
temperature, and 10% margin for a
system. The most important point with
fouling and safety factor. See the
either system is to ensure that air
previous note on combined circuit heat
entrained in the coolant is removed to
exchanger sizing if sea water
prevent pump cavitation and cavitation
temperature is greater than 32°C (90°F).
erosion of internal engine components.
Deaeration of the coolant requires a low
Separate circuit cooling systems are
velocity area. In either case, locate the
most commonly used in applications
expansion tank to prevent vacuum
where keel coolers or radiators are used
formation. The water level in the tank
as the heat exchangers, to keep the
should be the highest point in the cooling
equipment size to a minimum.
circuit at any ship attitude.
Expansion Tanks With the full flow system, the entire flow
of coolant passes through the expansion
Caterpillar expansion tanks provide:
tank via a regulator mounted on the
• Expansion volume for coolant
tank. This allows air to be removed from
• Coolant level alarm
the coolant because the tank has
• Single filling location
internal baffles that slow the water flow
• Pressure cap & vent
down to 0.6 m/sec (2 ft/sec). The full flow
• Coolant sight gauge
system provides a single fill point in
• Deaeration chamber
both the combined and separate circuit
• Thermostat mounting
systems. A make-up line between the
• Drain
two circuits is required on the separate
• Positive pump inlet pressure
circuit system (see Figure 6). The full
flow system is usually used when the
expansion tank is located near the front
of the engine.
11
With the shunt type system, the Expansion Tank Volume
expansion tank is connected to the
Expansion tanks must provide adequate
cooling system by one smaller pipe that
volume for coolant expansion plus
maintains a static head on the cooling
reserve. Total cooling system volume
system. Separate vent lines must be run
must be known to determine the
from each system high point to the
minimum acceptable expansion tank
expansion tank to remove entrained air
size. The total volume is the engine
from the coolant. A deaerator chamber
coolant volume plus the volume of all
must also be installed at the coolant
external (customer supplied) circuits.
outlet from the engine. The deaerator
Volume data is shown in Figures 12 and
removes entrained air from the coolant
13 for the engine, full Caterpillar
and a port in the top of the chamber is
standard and high volume expansion
used to connect to the expansion tank.
tanks, tank piping and the Caterpillar
Figure 5 shows a shunt type cooling
supplied shell and tube heat exchanger.
system used in a heavy fuel engine two
step cooling system.
The required expansion volume is
calculated as follows:
The shunt type system is used in
applications where the expansion tank Required Expansion Volume =
cannot be located near the front of the (Total System Volume) x
engine. In this case the expansion tank (Expansion Rate)
is mounted remotely (usually on the next The expansion rate depends on the
deck up from the engine level), and only coolant mixture being used, and can be
a few small connection lines to the tank determined from the curves shown in
are required for vents and the static Figure 14 on page 14.
head connection. This prevents the need
for running large coolant pipes over long Some installations will use the
distances through the engine room. The Caterpillar supplied heat exchanger and
coolant regulator is mounted separately factory piping. In those cases, the
from the expansion tank in a place volume of all external piping must be
convenient for the builder. calculated. The minimum reserve
capacity is determined from the
following table:
12
Expansion Tank Standard Volume 75 L (20 gal)
Figure 12
Figure 13
13
Figure 14
System Pressures
The following pressure limits apply to all
3600 Diesel Engines:
Water Pump Pressures: Maximum Operating Pressures:
Maximum Allowable Engine Cooling Circuits........500 kPa (51 m H20)
Static Head ..........................145 kPa (15 m H20) Caterpillar Expansion
Minimum AC/OC Pump Tanks....................................150 kPa (15.3 m H20)
Inlet (Dynamic).......................-5 kPa (-0.5 m H20) Caterpillar
Minimum JW Pump Inlet Heat Exchangers...............1000 kPa (102 m H20)
(Dynamic)* .............................30 kPa (3.0 m H20) Radiators/Non-Cat Heat
Minimum Raw Water Exchangers ...............................(Contact Supplier)
Pump Inlet (Dynamic) ...........-5 kPa (-0.5 m H20)
* Acceptable jacket water pump inlet pressures are achieved on
combined cooling systems by maintaining the correct external
circuit resistance.
14
External Circuit Resistance rpm ∆P (P1-P2) kPa (psi)
The method used to set external circuit 1000 90 (13)
resistance depends on cooling system 900 73 (11)
geometry. 750 51 (7.5)
720 47 (7)
Method No. 1: Used when the cooling
circuit includes the Caterpillar Tolerance: ±10%
expansion tank and regulators mounted The above external resistance settings
on the front module assembly (full flow must be made with blocked-open
system). External pressure drop is regulators to assure full heat exchanger
measured from the engine outlet to the flow. Refer to Engine Data Sheet 50.5,
cold flow entrance at the regulator “Cooling System Field Test”.
housing. Measure both pressures as
close to the same elevation as possible A lockable plug valve is preferred for
(see Figure 15 and table at right). setting external resistance. A plate type
orifice or other adjustable valve may be
Method No. 2: Used when the cooling used, but it must not include an
circuit includes a remote-mounted elastomer seal element.
expansion tank and remote regulators
(shunt type system). External pressure
drop is measured from the engine outlet
to the pump inlet. Make pressure
measurements at the corresponding
outlet and inlet elevations
(see Figure 16).
Figure 15
15
3606 and 3608 Combined Circuit
External Circuit Resistance, kPa (psi)
Figure 16
16
The correct circuit restriction must also • Predict regulated coolant temperatures
be maintained for bypass flow. Systems at any engine operating conditions for
including the module mounted expan- a specific keel cooler configuration.
sion tank with Caterpillar regulators This is an iterative process and
contain factory installed orifices to requires temperature regulator
control bypass flow. For remote systems, characteristic curves (temperature vs
set the external bypass restriction to stroke and flow split vs stroke) for the
130% ±10% of the corresponding external thermostats being used. Contact a
restriction value for full heat exchanger Caterpillar Application Engineer for
flow. The restriction must be set before this analysis.
the circuit reaches regulator start-to-
open temperature. The general technique for analyzing keel
cooler performance is based on
establishing a unit heat rejection
Keel Coolers capacity factor in terms of kW/m2 of
A keel cooler is an outboard heat surface area per °C temperature
exchanger attached to the submerged difference between coolant-to-engine and
portion of a ship’s hull. They are the raw water. This is determined from
typically used in applications the curves in Figure 17 for a nominal
encountering muddy or silty cooling (typical) set of conditions, and is referred
water. to as the baseline performance. The
baseline capacity is then adjusted for
Fabricated keel coolers use many shapes actual operating conditions using a set of
(pipe, tubing, channel, etc.). Material correction factors. The corrections take
choice depends on the cooling water into account fouling factors (raw water
encountered. It must be compatible with and coolant), use of antifreeze (% glycol)
the ship’s hull materials to prevent if applicable, and actual steel thickness
galvanic corrosion. of the heat transfer surface. Materials
other than structural (mild) steel are not
Fabricated Cooler Performance considered in this analysis.
and Sizing
This guide section may be used to For keel cooler sizing, the heat rejection
determine keel cooler performance capacity factor is used to calculate the
characteristics, including sizing, for total surface area required. This is based
3600 Engines. Careful identification of on acceptance criteria for the specific
application type, operating conditions, engine and application. Acceptance is
coolant temperature specifications, and normally based on coolant-to-engine
acceptance limits must be emphasized temperature limits specified in the
for accurate analysis. beginning of this Cooling section. After
determining the required surface area,
Application the structural members can be selected
The data may be used for the following: based on space limitations, availability,
and total coolant flow. The cross sections
• Determine keel cooler size (surface
selected (angle irons, channels, etc.)
area) required for either a combined or
must provide flow conditions (velocity
separate circuit cooling system.
and turbulence) used in the capacity
• Determine the performance capability, calculations and analysis. Flow losses
including the return to engine coolant (pressure drop) through the cooler must
temperature, for an existing keel cooler also be calculated to confirm an
configuration. acceptable external circuit resistance.
17
To evaluate an existing keel cooler • For marine auxiliary engines, the
configuration (vessel repower, etc.), the critical condition will most likely be
heat rejection capacity factor is used to maximum load, still water (ship
calculate the coolant-to-engine anchored), and maximum raw-water
temperature. This calculation should be temperature. If load demand varies
done assuming full keel cooler flow significantly between anchored and
(thermostats fully open). If the resulting under-way operation, both conditions
coolant temperature is below the must be evaluated.
maximum allowable limit, the keel
cooler design is acceptable relative to The keel cooler design must meet the
heat rejection. Pressure drop through following criteria:
the cooler must also be calculated to
determine if external circuit resistance is • Structural (mild) steel welded to ship’s
acceptable. hull. If raw water temperature exceeds
30°C, particularly in salt water, the use
The curves and techniques in this of packaged coolers made of corrosion
section can also be applied to predict resistant materials is recommended.
engine cooling system temperatures for • Engine coolant flowing from rear to
specific operating conditions. This front of the vessel (counter-flow). If this
analysis procedure requires the is not possible due to the hull design
determination of the equilibrium point at and piping limitations, or if an existing
which the system flows — temperatures, cooler with split flow types is being
engine heat rejection, keel cooler analyzed, contact a Caterpillar
capacity, and thermostat temperature/ Application Engineer.
flow characteristics are all balanced.
Refer this iterative process to a • No paint or protective coatings applied
Caterpillar Application Engineer. to heat transfer surfaces.
Performance and Sizing Criteria The engine coolant must meet the
Keel cooler sizing must be based on the following:
most critical set of operating conditions.
• Water used must meet Caterpillar
• For marine propulsion engines specifications.
operating in a consistent type of raw
• Conditioner must be used and
water, the critical case will most likely
maintained at proper concentration
be maximum engine power at rated
levels.
vessel speed at maximum expected
raw-water temperature. Examples • Use of antifreeze (glycol) is acceptable.
would include ocean going ships,
vessels limited to the Great Lakes, or Engine coolant flow through the cooler
large river tugs. must meet the following:
• For propulsion engines operating in • Flow velocity:
multiple raw-water types, several Maximum 2.5 m/sec (8.2 ft/sec)
cases may have to be evaluated to Minimum 0.5 m/sec (1.65 ft/sec)
identify the critical situation. An Design Point** 1.5 m/sec (4.92 ft/sec)
example is an ocean-going vessel
entering inland harbors via rivers, • Turbulent flow (natural or induced)
channels, etc.
** Rated engine speed with full flow through
cooler (thermostats fully open)
18
Baseline Performance Conditions Correction Factors
The baseline performance curves in The baseline keel cooler performance
Figure 17 are for the following (unit heat rejection capacity) obtained
conditions: from Figure 17 must be adjusted to
Engine Coolant: account for actual conditions. Correction
Treated Fresh Water (no glycol) factors (multipliers) required are shown
Engine Coolant Fouling Factor: in Figures 18 and 19.
0.0010 (no excessive hardness) Use of extremely hard water
Raw Water Fouling Factor: Figure 18
0.0030 (typical river water) Use of antifreeze (glycol)
Steel Thickness: Figure 18
6.35 mm (0.25 in) Raw water fouling factors
Figure 18
Steel thickness (heat transfer surface)
Figure 19
0.40
1.0 m/sec
°CST
0.34
0.32
0.5 m/sec
0.30
0.28
0.20
0.18
0 2 4 6 8 10
Vessel Speed (knots)
Figure 17
19
Keel Cooler Performance Correction Factors
Correction Factors for Cooling System Water:
Water meets Caterpillar specifications .....................................................(baseline)1.00
Extremely hard water (>15 grains/gal)......................................................................0.90
Correction Factors for Antifreeze:
0% glycol.....................................................................................................(baseline)1.00
10% glycol .....................................................................................................................0.97
20% glycol .....................................................................................................................0.94
30% glycol .....................................................................................................................0.91
40% glycol .....................................................................................................................0.88
50% glycol .....................................................................................................................0.85
Correction Factors for Raw-Water Type
Correction Factors @
*Fouling Vessel Speed
Raw-Water Description Factor <2 knots >2 knots
River water (baseline) 0.0030 1.00 1.00
Open sea (ocean water) 0.0007 1.11 1.16
Great Lakes 0.0010 1.10 1.13
Chicago Canal 0.0060 0.88 0.85
* Fouling factor is shown here for reference only and is used to calculate the vessel
speed correction factor.
Figure 18
1.6
3.175 mm
1.4 (0.125 in)
Material Thickness Correction Factor
1.2
Material Thickness
BASELINE 6.350 mm
1.0
(0.250 in)
.8
9.525 mm
(0.375 in)
12.70 mm
(0.50 in)
.6
19.05 mm
(0.75 in)
.4
0 2 4 6 8 10
20
Worksheet recommended line size. A differential
A worksheet for calculating keel cooler pressure gauge across the duplex
size (surface area) is shown on page 22. strainer can be used to determine
This worksheet applies to combined and service periods.
separate circuit systems. A separate
circuit system requires two worksheets: Pressure drop across a strainer at
one for the low-temperature (aftercooler/ maximum water flow must be
oil cooler) circuit, and one for the high considered as part of the system’s
temperature (jacket water) circuit. external resistance. The strainer should
have no more than 1 m (3 ft) H2O
Design/Installation Considerations restriction in clean condition.
Large cross-sectional channels are often
used for keel cooler passages. This can Packaged Keel Coolers
result in water velocities that are too Packaged keel coolers are purchased and
slow for effective heat transfer. Inserts bolted to the outside of a ship’s hull.
can be installed to create localized high They are normally copper-nickel alloy
water velocity or turbulence. An effective and are initially toxic to marine growth,
design for keel cooler inserts is a ladder- one of the more important advantages
like device inserted through the full over fabricated keel coolers. The toxicity
length of the keel cooler passages. will decline with time, but the keel cooler
can be partially restored by cleaning the
Construct the ladder using rods [6 mm heat transfer surfaces with a vinegar-
(1/4 in.) diameter] and flat bar (approxi- salt solution. Another advantage of
mately the same shape, but 70% of the packaged keel coolers is their
cross sectional area of the keel cooler compactness and light weight compared
flow passages). Use the same metal alloy to fabricated keel coolers. They can have
as the hull and keel cooler. The flat bar less than 20% of the heat transfer
cross pieces must not restrict flow. They surface of a fabricated cooler.
should redirect the flow to avoid the Manufacturers publish sizing guidelines
laminar flow due to slow average for specific conditions.
velocity. Insert the ladder into the keel
cooler flow passages and weld on end Never paint packaged keel coolers. Paint
inlet and outlet manifolds. greatly reduces heat transfer.
21
KEEL COOLER SIZING WORKSHEET
GENERAL INFORMATION:
Project Engine
Application
Fuel Type
22
Keel Cooler Circuit Pumps The gear manufacturer can supply
The engine driven water pump will actual heat rejection values as well as
normally circulate engine fresh water required cooling temperatures. Use the
through the cooler. If the total external graphs previously presented to calculate
resistance cannot be held within limits, the additional cooling area required for
an auxiliary pump will be required. the marine gear.
23
Line Sizing with potential coolant contaminants such
as lube oil, fuel, and system cleaning
Water velocity guidelines are: solutions. The outer cover must be
Maximum Velocity compatible with its environment —
m/sec ft/sec temperature extremes, ozone, grease, oil,
Pressurized Lines 4.5 15 paint, etc.
Pressurized
Thin-Wall Tubes 2.0-2.5 6.5-8
Suction Lines Jacket Water Heating
(Pump Inlet)
Low Velocity
1.5 5 System
Deaeration Line 0.6 2 Jacket water heating systems allow
starting at ambient temperatures below
0°C (32°F). Heated water must enter the
Connections top of the cylinder block and exit from
Cooling system weld flanges for customer the bottom. This maintains a positive
connections are shown in Figures 20, 21, water pressure to the heater pump and
22, and 23. (Refer to pages 41-44 for avoids priming and cavitation problems.
illustrations.) The jacket water heater and pump
should automatically turn on when the
Caterpillar flexible joint assemblies are engine is shutdown and automatically
available in the three pipe sizes used on stop when the engine is started.
cooling systems: 100 mm, 127 mm,
and 152 mm (4 in., 5 in., and 6 in.). The Caterpillar system is a prepackaged
shipped loose unit including:
Use flexible joints for all connections to the • Circulating pump
engine, but do not use rubber hoses. • Electric water heater
Minimize the length and weight of piping • Control panel including controls for
mounted on the engine. Place the flexible starting/stopping pump, high
connection as close to the engine temperature shutdown, no flow
connection as possible, preferably right at shutdown, etc.
the engine connection. This minimizes the • Piping, valves and fittings are on the
stresses on the water pump housings unit -- the customer must plumb the
caused by piping weight. Provide adequate unit to the engine
pipe support on the hull side of system
piping to minimize pipe movement and A typical jacket water heating package is
flex connection loading. Arrange flexible shown in Figure 24. (Refer to page 45 for
connections, check valves and shutoff illustration). The heating requirements
valves as shown in Figure 4 when for each engine is shown in Figure 25.
emergency cooling connections are used so
that the engine can continue to operate
with the standby pump. This is
particularly important in single engine
propulsion applications.
24
Water Treatment
Caterpillar’s water quality recommen-
dations must be followed, particularly in
closed cooling systems. Excessive
hardness will cause deposits, fouling,
and reduced cooling system component
effectiveness. Water hardness is
described in grains per gallon, one grain
being equal to 17.1 parts per million
(ppm) or mg/L, both expressed as
calcium carbonate. Water containing up
to 3.5 grains per gal (60 ppm) is
considered soft and causes few deposits.
Cooling system water must meet the
following criteria:
Chloride (CL).......2.4 g/gal (40 ppm) max.
Sulfate (SO4).....5.9 g/gal (100 ppm) max.
Total
Hardness .......10.0 g/gal (170 ppm) max.
Total Solids......20.0 g/gal (340 ppm) max.
pH ...................................................5.5 - 9.0
COOLANT FREEZING AND BOILING TEMPERATURES
VS. ETHYLENE GLYCOL CONCENTRATION
Water softened by removal of calcium
and magnesium is acceptable. Corrosion Figure 26
inhibitors added to water maintain
cleanliness, reduce scale and foaming, Note: Caterpillar antifreeze contains the
and provide pH control. With the proper amount of coolant conditioner. Do
addition of an inhibitor, maintain a not use coolant conditioner elements or
pH of 8.5 to 10. liquid coolant conditioners with
Dowtherm 209 Full-Fill Coolant.
Exposing engine coolant to freezing Caterpillar inhibitors are compatible
ambient temperatures requires the use with ethylene glycol base antifreeze.
of antifreeze. Ethylene glycol is most Soluble oil or chromate solutions must
common. The concentration required can not be used.
be determined from Figure 26. Also refer
to Form No. SEBD0970-01, Coolant and Note: Water treatment may be regulated
Your Engine. by local codes when cooling water
contacts domestic water supplies.
Caterpillar recommends using a 50/50 Caterpillar’s coolant additive is available
mixture of glycol/water. Concentrations in 19 L (5 gal) and 208 L (55 gal)
less than 30% require the addition of containers: Part No’s. 8C3680 and
corrosion inhibitors to maintain 5P2907 respectively. Caterpillar does not
cleanliness, reduce scale and foaming, recommend additives from other
and provide acidity and alkalinity (pH) suppliers. Caterpillar antifreeze is
control. The rust inhibitor must be available in 3.8 L (1 gal) and 208 L
compatible with the glycol mixture and (55 gal) containers: Part No’s. 8C3684
not damage flexible connections, seals, or and 8C3686 respectively.
gaskets. Avoid sudden changes in coolant
composition to minimize adverse effects
on nonmetallic components.
25
System Monitoring Serviceability
Make provisions for pressure and Access to heat exchangers is required for
temperature differential measurements tube rodding (cleaning) or removal of the
across major components. This allows tube-bundle assembly. Engine water
accurate setup and performance pumps should also be easy to remove.
documentation of the cooling system Remote water temperature regulators
during the commissioning procedure. must be accessible, and appropriate
Future system problems or component isolation valves provided. Apply similar
deterioration (such as fouling) are easier guidelines to heat recovery units,
to identify if basic data is available. It deaeration chambers, and other
also provides information for relating components requiring service.
on-site conditions to the original
factory test.
System Design:
Temperature and pressure measurement Engine Data, Criteria
locations should give an accurate and Guidelines
reading of fluid stream conditions.
Preferred locations are in straight Design Forms:
lengths of piping reasonably close to Included in this section are forms for
each system component. Avoid pressure recording design input for both the
measurements in bends, piping combined (page 27) and separate circuit
transition pieces, or turbulent regions. systems (page 28). See the Engine Data
Self-sealing probe adapters are available section of this guide for heat rejection
in several sizes of male pipe threads and and coolant flow values for both distillate
straight threads for O-ring ports. The and heavy fuel engines. Use Figure 10 to
adapters use a rubber seal allowing correct the AC/OC water and ambient
temperature or pressure to be measured air temperatures when different from
without leakage. Probe diameters up to standard conditions.
3.2 mm (0.125 in.) may be used. The
straight-threaded adapters are used on
the engines with available ports. Pipe
threaded adapters are more easily
incorporated in the external customer
supplied system. The adapters are an
excellent alternative to permanently
installed thermometers, thermocouples,
and pressure gauges. They are not
subject to breakage, fatigue failures, and
gauge-to-gauge reading variations.
26
3600 Combined Cooling System
(T3)= °C
85°C
OIL
OIL
REG.
(Q2)= L/MIN
AFTERCOOLER (T5)= °C
(Q5)=
HEAT REJ (H5)= kW
L/MIN TEMP RISE (t5)= °C
INL. MANIFOLD
ENGINE
MODULE
EXPANSION AC/OC
TANK REG.
T1= °C ORIFICE
(BYPASS FLOW)
ORIFICE
(H.E. FLOW)
HEAT EXCHANGER
HEAT REJ (H2)= kW
TEMP RISE (t2)= °C
FULL FLOW (Q2)= L/MIN
27
3600 Separate Circuit System
85°C
INLET AIR
MIX TURBO (T0)= °C
T6= °C (Q3)=
L/MIN (T3)= °C
AFTERCOOLER (Q5)=
HEAT REJ (H5)= kW
(T5)= °C TEMP RISE (t5)= °C L/MIN
JW
INL. MANIFOLD PUMP
T1= °C AC/OC
PUMP
MAKE-UP
LINE ENGINE
MODULE
AC/OC
REG. JW
EXPANSION REG.
ORICICE TANK
ORIFICE T7= °C
(H.E. FLOW) (BYPASS FLOW) ORIFICE ORIFICE
(BYPASS FLOW) (H.E. FLOW)
28
Heat Recovery The typical heat balance of 3600 Engines
is shown in Figure 27.
The 3600 Engines convert about 44% of
their input fuel energy into mechanical Typical 3600 Heat Balance
power compared to 33% on older engines. ISO Conditions
The remaining input fuel energy
transforms into heat from friction and MECHANICAL WORK ENERGY 44%
combustion. It is carried from the engine
by jacket water (including turbocharger
cooling water), oil cooler water,
aftercooler water, exhaust, surface EXHAUST GAS 29%
desirable.
29
Heat rejection values for marine a combined circuit cooling system and
propulsion engines are included in the Figure 29 shows a separate circuit
Engine Data section of this guide. The cooling system, both with heat recovery
following data is included for all four from the high temperature jacket water
engines at 750, 800, 900 and 1000 rpm. circuit. The flow restriction in the heat
recovery circuit is critical because all of
• Jacket water heat rejection (includes
the cylinder block flow is directed to the
turbo)
heat recovery unit. Pressure measuring
• Oil cooler heat rejection
locations at the inlet and outlet
• Aftercooler heat rejection
connections of the engine are provided,
• Exhaust gas heat rejection using the
but a factory project engineer should be
lower fuel heating value
consulted to determine the permissible
• Exhaust stack gas temperature
pressure differential of the heat recovery
• Volume flow of the exhaust gas
system. Exhaust gas heat recovery is
• Coolant flow — jacket water and
also available in either arrangement but
AC/OC water
details are not shown. If the heat
recovery circuit uses less than 30% of the
Heat rejection for marine auxiliary
available jacket water heat load, then an
engines is given in Form No. LEKX6559,
external temperature regulator is not
the Technical Data section of the EPG
required. If a regulator is used it must be
A&I Guide.
set 5°C (9°F) lower than the jacket water
circuit regulator to prevent overcooling
When considering heat recovery for
the engine. Install a full flow bypass
3600 Engines review the cooling system
valve to isolate the heat recovery circuit
parameters. The two cooling systems
when not in use. A heat recovery unit
available are the combined circuit and
bypass line may be required if the heat
separate circuit, and either system can
recovery unit cannot use the full amount
use the high temperature jacket water
of coolant flow.
circuit for heat recovery. Figure 28 shows
30
Heat Balance
Typical heat balance calculations are illustrated in the following information. These are
typical numbers only, meant to illustrate the calculations required. Values selected are
from the Engine Data section of this guide. For the latest data use the TMI System.
The exhaust gas mass flow rate is obtained by multiplying the volumetric flow rate
(372.1 m3/min in this example) by the density. See the conversion formula in the
Exhaust section.
Note: This example does not consider the heat of vaporization of water, a product of combustion and not usually retrievable.
31
Heat Balance (continued)
Oil Cooler = 185 = 4.6%
4019
Radiation = 73 = 1.8%
4019
100%
32
3600 Combined Circuit Cooling
Typical System Schematic
Figure 1
33
Typical 3606 and 3608
Combined Cooling Schematic
Figure 2
34
Typical 3612 and 3616
Combined Cooling Schematic
Figure 3
35
Heat Recovery Provide Continual Upward Slope Filler Cap Low Level Alarm
Unit
Regulator
Figure 4
Bybass Orfice
K
•
•
•
A
•
Statmix
H
•
AC B
•
G
•
F.W. Heat
Oil Clr
PS Exchanger
•
F C
•
PS
E D
•
•
P1
JW Pump AC/OC P1
M Engine Pump
36
Standby J.W. P1 M
Pump Standby AC/OC P1
Pump
FLANGE TABLE
Full Flow
Bybass Drain
•
•
Deaerator
A
•
F.W. Heat
Statmix
H Exchanger
Orifice
AC B
•
G
Oil Clr
F C PS
•
•
PS
•
E D
•
Electronically
P1 Controlled Electronic
JW Pump AC/OC P1 Regulator
Engine Controller
37
M Pump
P1 M Engine
Standby J.W. Load
Pump Standby AC/OC P1 Input
Pump
Note: Controller Maintains 32°c Or 75°c
Coolant To The Engine Depending
On Engine Load
Note: • Denotes Pipe Anchor Point
Electric Heater
M Typical Cooling System for
Circulation Pump Low Load Operations on Heavy Fuel
FLANGE TABLE
WELD FLANGE I.D. - MM (IN.)
ENGINE A B C D E F G H
Figure 5
3606 143 (5.63) 110 (4.33) 110 (4.33) 171 (6.73) 171 (6.73) 110 (4.33) 110 (4.33) 143 (5.63)
3608 143 (5.63) 110 (4.33) 110 (4.33) 171 (6.73) 171 (6.73) 110 (4.33 110 (4.33) 143 (5.63)
3612 143 (5.63) 143 (5.63) 143 (5.63) 171 (6.73) 171 (6.73) 143 (5.63) 143 (5.63) 171 (6.73)
3616 143 (5.63) 143 (5.63) 143 (5.63) 171 (6.73) 171 (6.73) 143 (5.63) 143 (5.63) 171 (6.73)
3600 Separate Circuit Cooling
Typical System Schematic
Figure 6
38
Typical 3606 and 3608
Separate Circuit Cooling Schematic
Figure 7
39
Typical 3612 and 3616
Separate Circuit Cooling Schematic
Figure 8
40
3600 Combined Circuit — Treated Water Cooling System
Customer Connections
HEAT
EXCHANGER
A
STAT MIX
OIL D
COOLER AC
STAT
AC/OC EXPANSION
PUMP TANK
JW B
E
PUMP
CATERPILLAR SUPPLIED
WELD FLANGES
Weld Flange ID — mm
ENGINE A B C D E
3606 143 171 143 143 171
3608 143 171 143 143 171
3612 143 171 143 143 171
3616 143 171 143 143 171
Figure 20
41
3600 Combined Circuit — Treated Water Cooling System with Auxiliary Pumps
Customer Connections
HEAT
EXCHANGER
A
STAT MIX
H
OIL J
COOLER AC
STAT
B
G
AC/OC EXPANSION
PUMP TANK
F K
JW
PUMP
D
E
AUX
AC/OC
PUMP
AUX
JW PUMP
CATERPILLAR SUPPLIED
WELD FLANGES
Weld Flange ID — mm
ENGINE A B C D E F G H I J K
3606 143 110 110 171 171 110 110 143 143 143 171
3608 143 110 110 171 171 110 110 143 143 143 171
3612 143 143 143 171 171 143 143 171 143 143 171
3616 143 143 143 171 171 143 143 171 143 143 171
Figure 21
42
3600 Separate Circuit — Treated Water Cooling System
Customer Connections
HEAT
EXCHANGER
D
A
E
F
STAT OIL
COOLER AC
EXPANSION AC/OC
TANK
PUMP
STAT
G
C JW B
PUMP
HEAT EXCHANGER
CATERPILLAR SUPPLIED
WELD FLANGES
Weld Flange - mm
Engine A B C D E F G
Figure 22
43
3600 Separate Circuit — Treated Water
Cooling System With Auxiliary Pumps
Customer Connections
HEAT
H EXCHANGER
A
I
J
STAT OIL
COOLER AC
B
EXPANSION G
AC/OC
TANK
PUMP
F STAT
C
K
JW
PUMP
E D
HEAT EXCHANGER
AUX
AC/OC
PUMP
CATERPILLAR SUPPLIED
WELD FLANGES
AUX
JW PUMP
Weld Flange ID - mm
Engine A B C D E F G H I J K
3606 110 110 110 171 171 110 110 143 143 143 171
3608 110 110 110 171 171 110 110 143 143 143 171
3612 143 143 143 171 171 143 143 143 143 143 171
3616 143 143 143 171 171 143 143 143 143 143 171
Figure 23
44
46.00
Ref.
1168.4
Elem.
CL
24.18 Ref.
614.1
.84
22.97 21.50 Ref.
21.4
583.4 546.3
20.00
508.0 12.00 15.92 Ref.
MTG. 404.4
304.8 C.G.
8.34
211.8
4.25 4.06
MTG.
108.0 103.12
.125 M.P.T
42.00 Red
Drain Plug
1066.8 Power on
Light
51.314
MTG.
1303.4 This Edge Up For
12.63 Ref. Vertical Mounting
Coolant Outlet 320.8
1.00 N.P.T.
Coolant Inlet
1.25 N.P.T. CL
Power In
Base Down (1.106 Dia. 26 mm) 1.44 Ref.
Mounting Edge 24 V.D.C. to Control 36.58
35.00 Relay Col. (.875 Dia 22 mm)
889.00
41.25
1047.75
53.00
1346.2
Figure 24
45
3600 Combined Circuit Heat Recovery System
With Heat Recovery on Jacket Water Circuit
HEAT RECOVERY
UNIT
CYLINDER BLOCK,
HEAD & TURBO
JW PUMP
REGULATOR
(ENGINE JW)
MIX FROM
AC/OC
FACTORY OR
CUSTOMER
ORIFICE
OIL COOLER
FACTORY ORIFICES
AFTERCOOLER
FACTORY OR
CUSTOMER
ORIFICE
AC/OC REGULATOR
PUMP
HEAT
EXCHANGER
EXPANSION
TANK
Figure 28
46
3600 Separate Circuit Heat Recovery System
With Heat Recovery on Jacket Water Circuit
HEAT
RECOVERY
UNIT
HEAT EXCHANGER
(JW CIRCUIT)
FULL FLOW
BYPASS
VALVE
CYLINDER BLOCK,
HEAD & TURBO
REGULATOR
(ENGINE JW)
JW PUMP
EXPANSION TANK
OIL COOLER
CUSTOMER
FACTORY ORIFICES ORIFICE
AFTERCOOLER
CUSTOMER
ORIFICE
AC/OC REGULATOR
PUMP (AC/OC)
Figure 29
47
®
51
AIR VENT AIR VENT
Figure 30
OVERBOARD
CATERPILLAR
3600 ENGINE
AIR
BLOW MAIN ENGINE
DIVERTING FRESHWATER
OUT VALVE HEAT EXCHANGER DRAIN DRAIN
P1
AIR VENTS
OVERBOARD
PS P1
P1
52
AIR VENT
BLOW OUT (TYP)
(TYP.) TO OTHER ENGINES
& AUX. COOLING SYSTEMS.
S S
LOW SEA S S
LOW SEA
CHEST TANK TOP CHEST
DOUBLER PLATE
GATE OR GLOBE VALVE OR STEEL INSERT
BAFFLE PLATE
CAST STEEL OR
BRONZE SECURING BOLTS
FITTED WITH LOCKING
PIN OR WIRE
TANK TOP
GATE VALVE
CAST STEEL OR
BRONZE
DOUBLER PLATE
SHELL
Typical Overboard
Typical Overboard
Figure 31
53
Sea Water Strainer determined by the type of cooler used,
Use duplex strainers with changeover heat to be dissipated, and the sea water
valves between the sea chests and the inlet temperature. The heat to be
sea water pumps. They must be bronze Water Pump Performance
dissipated in the main engine fresh
3606 & 3608water
Enginesheat exchanger is listed in the
or galvanized cast iron and have
320 Engine Data section of this guide.
stainless steel baskets with 5 mm
(3/16 in.) diameter
280 perforations. The
perforation size must be smaller than In many sea water systems, 1000 the pump
240 supplying cooling water to the main
the tube diameter of the heat exchanger
Pump Rise (kPa) engine heat exchanger 900also supplies
to minimize flow200passage fouling. Fit
each strainer with a zinc anode. Locate cooling water to750 auxiliary heat
160 exchangers (such as the reduction gear
them to allow servicing and cleaning of
AC/OC Pump 720
the baskets. Pressure loss
120 Operating through the oil cooler). In these arrangements the
JW Pump
strainer when clean and capacity of the sea water pump must be
Line at full flow Operating
80 increased to allow for the additional
conditions should be as low as possible, Line
approximately 7 kPa
40 (1 psi). Use a requirements.
differential pressure gauge or switch for 350 rpm Engine
0
early warning of strainer plugging. Start and stop control of the electric
0 400 800 1200 1600 2000
motor driven pump2400should2800
be with a
Fresh Water Flow in L/min
pressure switch installed in the common
Sea Water Pumps
Two centrifugal sea water pumps are discharge line from the pumps. The
Water Pump
normally used, one engine driven and3612 & 3616switchPerformance starts the pump at 35 kPa (5 psi)
Engines
one electrically driven. The engine and stops at 245 kPa (35 psi). The pipes
320
driven sea water pump is not self- connecting to the individual pumps must
280 be located below the
priming, so it must be at least equal to the pump suction
light water line 240
of the ship or a priming diameter, to minimize the restrictions in
arrangement must be provided. The the suction piping. 1000
Pump Rise (kPa)
280
1000
240
80
40
350 rpm (Engine)
0
0 400 800 1200 1600 2000 2400 2800 3200 3600 4000
54
Fresh Water Heat The suggested material for the heat
Exchanger exchangers is:
Caterpillar supplies both shell and tube • Shell Steel
and plate type coolers for the fresh water • Heads Cast Iron
heat exchanger. Since the heat • Tubes 90/10 CuNI
exchanger tubes can be cleaned easily • Tube Sheets 90/10 CuNi
with a shell and tube type, sea water is • Baffles Steel
usually routed through the tubes and
the engine coolant through the shell. A plate type heat exchanger can be
The flow in the sea water side of the substituted for the shell and tube type. If
heat exchanger is either single-pass or installed, the suggested material for the
two-pass. A two-pass unit flows sea plate heat exchanger is:
(raw) water twice through the heat • Frame Mild steel, painted
exchanger; single-pass units use sea • Plates (sea water) Titanium or
(raw) water only once. To provide aluminum brass
maximum temperature differential and • Plates Stainless steel
heat transfer in single-pass heat (raw, fresh water)
exchangers, the sea (raw) water must • Nozzles (sea water) Steel, coated
flow opposite the coolant flow. The • Nozzles (fresh water) Steel, coated
direction of the sea (raw) water flow in • Gaskets Nitrile
two-pass heat exchangers is not
important. Classification societies may require a
spray shroud around the plates to
Heat exchanger performance will prevent liquid spray on equipment or
depend on the sea water flow and personnel if a gasket fails.
temperature differential. Orifices or
fixed valves must be used to limit the The Engine Data section of this guide
sea water velocity to avoid erosion in the has heat rejection to the sea water for
heat exchanger tubes. The maximum the various propulsion engine ratings
velocity through the tubes must not based on 32°C (90°F) fresh water to the
exceed 2.5 m/sec (8.2 ft/sec). AC/OC circuit. Add a safety margin of
10% to the total heat rejection to allow
Fit each heat exchanger with: for heat exchanger fouling.
• Drains
• Air vents
55
Marine Gear Oil Cooler Central Cooling System
Reduction gear lube oil heat exchangers
normally use sea water taken directly Figure 33 is a guide for a central cooling
from the engine sea water circulating system for both engine and auxiliary
system. The water flow required is equipment. The fresh water system is a
obtained from the gear manufacturer. closed circuit with all components
connected in parallel with separate fresh
Fit each cooler with the following: water circulating pumps.
• Drain
• Air vents The sea water system circulates water
• Zinc anode (fitted in each head) from the sea chests through the
central fresh water coolers and then
Sea Water Cooling overboard.
Temperature
This arrangement will reduce the extent
If sea water temperature to the fresh
of the sea water piping system and
water heat exchanger is too low, it can be
thereby reduce wear, corrosion, and
raised by installing a three-way valve
maintenance. Some disadvantages to
fitted just inboard of the overboard
this system are the additional electrical
discharge valve. The valve can either be
loads required for the additional
locally or remote controlled. The valve
circulating pumps, and a somewhat
bypass feeds water directly back to the
higher capital and installation cost.
common suction pipe of the sea water
circulating pumps. Pressure drop across
the valve would normally be about
Sea Connections
See section under Sea Water Cooling
35 kPa (5 psi), and must be included in
System for a description of sea
the sea water pump total dynamic head
connections and the suction strainer.
requirements.
56
HIGH & LOW LEVEL ALARM
CHEMICAL AIR VENT
AIR VENT
FILLING
GAUGE GLASS INSPECTION OPENING
LLA
LO LC LO EXPANSION TANK
NOTE: TANK LOCATED ABOVE HIGHEST
AIR BLOW OUT LOW TEMPERATURE POINT IN FRESHWATER
DIVERTING FRESHWATER CIRCULATING SYSTEM
VALVE COOLER TO DRAIN
OVERBOARD
DISCHARGE
MISCELLANEOUS
57
HEAT EXCHANGER
PS
BLOW OUT
(TYP.)
M M PS
HIGH SEA
CHEST
M M
25˚C
S
Figure 33
Typical
Typical Central
Central Cooling
Cooling System
System
Sea Water Pumps Temperature Control Valve
Provide two electrically driven The low temperature fresh water circuit
centrifugal sea water pumps with one should achieve about 26-32°C (79-90°F)
arranged as a standby. The pumps must at the discharge to the auxiliary heat
be self priming and have the capacity to exchanger circuits when cooled by
handle the complete cooling system. seawater at a maximum temperature of
Determine the capacity and head about 25°C (77°F). This ensures that the
characteristics of the pumps from the low temperature engine coolant circuit
type of coolers used and the heat can operate between 32-38°C (90-100°F)
rejection. The total dynamic head of the with a maximum approach temperature
circulating pumps should include of 6°C (11°F) between the central cooling
friction losses in the piping, pressure circuit and engine cooling circuit. The
loss through the cooler, static discharge central cooling temperature control
head (if any), and velocity head. Add a valve should be self-contained and fitted
10% margin to the calculated head to with a manual override. The valve must
allow for fouling and aging of the have a cast iron body with bronze
system. internal components.
The suggested pump material is: Vent pipes from high points in the
• Casing Cast iron system must have separate connections
• Impeller Bronze to the expansion tank. The pipes on a
• Shaft Stainless steel continual upward slope will prevent air
• Seal Mechanical locks. The connection on the tank must
be below the minimum water level in the
Fresh Water Coolers tank to prevent the entry of air.
The fresh water central cooler (or
coolers) can be either shell and tube or Fabricate the tank from mild steel. It
plate type. The cooler construction must be provided with the following
should be similar to those outlined in the connections: air vent, manhole, local
previous section. Pressure drop across chemical fill, overflow, gauge glass,
the coolers on the sea water circuit can outlet strainer, drain, vent(s) from
be obtained from the cooler engine or equipment, and filling.
manufacturer. Install two coolers with
each being capable of handling the total See Figure 34 for a typical expansion
heat from the various sources. tank arrangement.
58
LOCAL CHEMICAL INSPECTION OPENING
FILL CONNECTION HIGH & LOW
LEVEL ALARM VENT PIPE
GAUGE GLASS
BAFFLE PLATES
LLA
100mm EXPANSION TANK
(4 inches)
LEGS
LO LO LC LO
DECK
VENTS FROM
SYSTEM HIGH
POINTS STATIC HEAD PIPE
TO PUMP SUCTION PIPING
Pressure Control Valve pumps, valves, etc. The shell and tube
A valve is installed to balance the heat exchangers provided by Caterpillar
system if one or more of the heat are manufactured from material which
exchangers is shut off. In response to is designed for a sea water environment.
pressure differences across the Do not install zinc sacrificial anodes in
exchangers, the valve will open or close the inlet or outlet bonnet of Caterpillar
and try to maintain the pressure at its supplied shell and tube heat exchangers
original setting. As a result, the water because these increase turbulence in the
flowing through the remaining heat tubes and can break off and lodge inside
exchangers will remain unchanged, and the tubes. This further increases
the temperature relationships will turbulence and leads to tube erosion and
remain constant. Fabricate the valve leakage. Generally black iron piping is
from cast iron, with bronze internal used for sea water systems and this
components, and stainless steel trim. provides the best galvanic protection for
the heat exchanger. If copper-nickel or
stainless steel piping is used, zinc or iron
Galvanic and Electrolytic anodes should be provided in the piping
Corrosion to protect the heat exchangers. Rods
Electrical current in coolant flowing must be inspected regularly and
through different metals can cause replaced when necessary. The
galvanic corrosion. The coolant acts as recommended inspection interval is
an electrical conductor between metals every 50 hours until a wear rate is
that are coupled together. An established. A listing of zinc rods
electromotive force or a potential voltage currently available through the
existing between dissimilar metals Caterpillar Parts System is shown below
allows current to flow. Galvanic in Figure 35. This may be used as a
corrosion occurs on the least resistant guide in selecting suitable zinc rods for
(i.e., the least noble) metal. specific applications. Check the status,
In marine applications where sea water availability, and possible additional
is highly conductive, a sacrificial similar parts, prior to making a final
material is placed in sea water flow selection.
passages to act as the anode and absorb
current flow. Typically, the sacrificial Brass plugs attach the zinc rods to
anodes are zinc rods strategically placed system components. The rods are held in
in the piping and near critical place by straight threads. A typical zinc
components such as heat exchangers, anode assembly is shown in Figure 36.
59
Apply sealant only to the shoulder of the Zinc Anode Summary
zinc rod before assembling to the brass Straight Rod Length Zinc
Thread From Shoulder Rod Diameter
plug. Sealant is not to be applied to the
straight threaded joint between the rod Zinc
Rod Size (mm) (in) (mm) (in)
and plug. Apply thread sealant to the
6L3104 1/4 - 20 38.1 1.50 9.5 0.38
external pipe thread of the plug 6L2283 1/4 - 20 57.0 2.25 10.0 0.39
following normal procedures and 6L2287 3/8 - 16 22.4 0.88 12.7 0.50
specifications as illustrated below in 6L2281 3/8 - 16 30.2 1.19 12.7 0.50
6L2280 3/8 - 16 41.0 1.62 13.0 0.51
Figure 36.
5B9651 3/8 - 16 50.8 2.00 16.0 0.63
6L2288 3/8 - 16 63.5 2.50 16.0 0.63
Brass plugs currently available through 6L2289 3/8 - 16 76.0 3.00 16.0 0.63
the Caterpillar Parts System for use 7F9314 3/8 - 16 114.3 4.50 16.0 0.63
6L2016 5/8 - 18 20.5 0.81 22.0 0.87
with Caterpillar zinc rods are shown 6L2284 3/4 - 10 53.8 2.12 31.8 1.25
below in Figure 37. Check status and 6L2285 3/4 - 10 63.5 2.50 31.8 1.25
availability prior to final selection.
Sacrificial anodes are not provided with Figure 35
the factory supplied heat exchangers.
They can be ordered through the
Caterpillar parts distribution system.
Typical ZincAnode
Typical Zinc Anode
Sealant Application
APPLY SEALANT TO Sealant Application
SHOULDER AREA Zinc- Anode
Zinc Anode
Figure 36
60
Brass Plug Summary
External Drill Boss
Rod Brass Plug Plug Dia. Min.Dia. Min.Thk.
Thrd. Thread (mm) (mm) (mm)
1/4 - 20 6L2282 1/4 - 18 11.2 28 6
3/8 - 16 6L2279 3/8 - 18 14.5 30 7
3/8 - 16 5B9169 1/2 - 14 18.0 35 8
5/8 - 18 6L2020 3/4 - 14 23.2 40 9
3/4 - 10 6L2286 1-1/4 -11-1/2 38.0 55 11
Figure 37
Marine Growth
Over a period of time, marine growth chemical type and concentration must be
will adversely impact the efficient controlled to prevent deterioration of
operation of heat exchangers. It is components in the sea water circulating
necessary to periodically disassemble system, and to minimize environmental
heat exchangers to clean heads and impact. Contact a knowledgeable
tubes. The use of local thermometers, supplier if a chemical treatment system
high temperature alarms, and other is to be installed. Continuous low
instrumentation can warn of gradual concentration chemical treatment via
loss of sea water flow, and are highly either bulk or self-generating electrical
recommended. Periodic chemical processes are available from various
treatment will also combat marine manufacturers.
growth in sea water systems. The
61
®
LEKM8466 8-98
®
Electrical
equipment Filtered Air To Engine
including motors Room
Hot tanks The engine room air must supply
engines and boilers with combustion air,
Engine room air flow arrangements remove radiant heat, and provide
generally fall into two categories: comfortable engine room working
conditions. The following factors must be
• Engine room supplied with filtered air considered:
for engine combustion and radiated
heat removal. The engine uses • Combustion air must be free from
combustion air from the engine room water spray, dust and oil mist.
using an air intake silencer at the
turbo inlet. This system is normally • Water spray, dust, exhaust gas fumes,
used in vessels operating in clean oily vapors, etc. must not enter the
ambient surroundings. ventilation fan air inlet plenums.
Figure 1 is a suggested plenum
arrangement for filtered combustion
and ventilation air.
5
PLENUM CHAMBER
DECK
DECK PIECE
HEIGHT AS REQUIRED
BY CLASSIFICATION SOCIETY DUCT TO ENGINE ROOM
BUT AT LEAST 600mm (24")
DECK DRAINS
Typical AirAirPlenum
Typical Plenum
Arrangement
Arrangement
Figure 1
CASING
EXHAUST
DOOR SYSTEM
FILTER
DECK
LOUVERS
COLD SILENCER
OUTSIDE AIR
FAN
DECK DECK
DECK PIECE
HEIGHT AS REQUIRED
BY CLASSIFICATION SOCIETY DUCT TO WARM AIR
BUT AT LEAST 600mm (24") ENGINE ROOM FROM CASING
DECK DRAINS
• Heated engine room air may be The door would be closed in warm
required (for starting purposes only) weather. A suggested arrangement is
in applications at very cold ambients shown in Figure 2. Admitting
(-25°C (-13°F)). This assumes engine room air must be done without
combustion air is being drawn from the possibility of allowing dirt or
outside the ship and the engine is debris in the engine air inlet system.
preconditioned with preheaters for Also, do not recirculate oil laden air or
fuel, water and oil temperatures of warm engine room air through engine
0°C (32°F). In cold weather room doors.
operations provide a door from the
engine room casing into the plenum
to warm the cold outside air.
6
• Air cleaner icing can occur in • Rooms with fuel oil centrifuges should
saturated air environments when the have separate spark proof exhaust
ambient air dew point is near freezing fans discharging to atmosphere. Do
temperature. Velocity and pressure not locate the discharge near fresh
changes at the air cleaner inlet reduce air inlets.
the moisture holding capacity of the
air, resulting in moisture • Install fire dampers in the ventilation
condensation and ice crystal ducting at fans and all exhaust
formation. The ice buildup reduces air openings.
flow area and increases the pressure
differential across the air cleaner.
Eventually a plateau is reached where Outside Air
the pressure differential remains To Engine Air Filters
constant even though ice buildup may
continue. Power loss and increased Air Cleaners Outside The
fuel consumption will result during Engine Room
these periods. Combustion air should be taken directly
from the atmosphere through remote
• Consider two speed engine room mounted air cleaners in dirty
supply fans for cold climate operation. environments, hot climates, and tropical
service operations (see Figure 3 on page
• Engine room air ducting design 23). They are dedicated to engine
should consider: combustion air and can be Caterpillar
a) Engine cool air duct discharges supplied. One air cleaner is provided for
should be near and directed at the each turbocharger. Combustion air is
turbochargers air inlets. This ducted from the air cleaner to the
arrangement assumes water free turbocharger air inlet. The turbocharger
air. air inlet is provided with a transition
b) A smaller air flow should evenly piece and flexible connection as shown in
distribute ventilation air alongside Figure 3. The ducting between the air
the engine, coupling, reduction cleaner and the turbocharger should be
gear, and generator (if fitted) to corrosion resistant material of sufficient
dissipate radiant heat. thickness and stiffness. The air velocity
c) Distribute sufficient air flow in the duct should not exceed 25 m/sec
throughout the engine room and (82 ft/sec), and the ducting able to
in areas where work or withstand a minimum restriction of
maintenance take place. 12.5 kPa (50 in. H 2O), which is also the
structural capability of the Caterpillar
• Engine room supply fans should air cleaner.
maintain a slight overpressure in the
engine room. This pressure should Air Cleaners In
normally not exceed 0.062 kPa
(0.25 in H 2O).
The Engine Room
Locate the air cleaners as close to the
turbocharger as possible. Each
• Exhaust fans may be required if the
turbocharger is provided with a separate
ventilation air from the engine room
Caterpillar supplied air cleaner (see
cannot be led through a stack with
Figure 4 on page 24).
natural ventilation.
7
.
Cleanliness VAir (m/min) = .01486 x MAir (kg/hr)
.
Air intake ducting must be cleaned of all VAir (cfm) = .2382 x MAir (lb/hr)
debris. Rivet type fasteners should not
be used and welding should be
minimized. Remove slag from the Note: Heavy fuel oil burning engines
ducting interior. Due to the distinct require higher inlet air flow than
possibility of inlet screen failures and distillate burning engines. See the
subsequent turbocharger damage, Engine Data section of this guide.
Caterpillar does not provide devices to
trap debris ahead of the turbocharger.
Ducting should be made of material Caterpillar Air Cleaners
durable enough to withstand prolonged Caterpillar air cleaners consist of high
operation without debris loosening and efficiency washable paper elements
entering the turbocharger. packaged in a low restriction
weatherproof housing. They may be
Install an identifiable blanking plate bulkhead or deck mounted with the air
ahead of the turbocharger to prevent inlet facing downward. Modification is
debris from entering during initial required for element support if
engine installation. The plate should horizontal entry is required. Depending
have a warning tag indicating it must be on environmental operating conditions,
removed prior to starting the engine. two housings are available. One housing
The Caterpillar supplied shipping cover contains two elements (double) and the
can be used. other contains three elements (triple).
Housings are also available with
Install takedown flanges in the ducting precleaners (see Figure 5).
to allow internal inspection prior to
Figure 5
initial startup.
Standard Duty Heavy Duty
Without Precleaner With Precleaner
Inlet Restriction 3606 1-Double Element 1-Triple Element
The maximum allowable inlet restriction Housing Housing
is 3.7 kPa (15 in. H2O) with dirty air 3608 1-Double Element 1-Triple Element
Housing Housing
cleaner elements, and 1.2 kPa (5 in. H2O)
with initially clean elements. 3612 2-Double Element 2-Triple Element
Housing Housing
3616 2-Double Element 2-Triple Element
Housing Housing
Mass/Volume Flow
Conversions The cleaners are 99.5 percent efficient
The volumetric air flow found in TMI for proper turbocharger and aftercooler
and in the Engine Data section of this performance. Use of less efficient
guide are at conditions of 95.9 kPa (28.4 elements will result in turbocharger
in. hg) inlet pressure and 25°C (77°F) compressor wheel and aftercooler
inlet temperature. The flow also fouling. Dirt on the turbo compressor
simulates the restriction of a clean air wheel can cause rotating imbalances
cleaner and is applicable for conditions leading to turbocharger failure. Fouling
of 100 kPa (29.6 in. Hg) inlet pressure of the aftercooler core results in reduced
and 25°C (77°F) inlet temperature performance and high exhaust
(which represent SAE J1995 and ISO temperature problems.
3046 conditions).
All air cleaner housings are now epoxy
.
The corresponding mass air flow (M) can coated and can be used for operation in a
be calculated using the following salt spray environment.
relationships:
8
MINIMUM CLEARANCE FOR MINIMUM CLEARANCE FOR
FILTER ELEMENT REPLACEMENT OW FILTER ELEMENT REPLACEMENT
FL
OW
(DOOR OPENING SPACE) AI
R
(DOOR OPENING SPACE) R
FL
AI
765mm
765mm
OPTIONAL
SOOT OPTIONAL
FILTER SOOT
FILTER
750mm (MINIMUM)
750mm (MINIMUM)
(CUSTOMER
(CUSTOMER
SUPPLIED FL
OW
AI
R
OW
SUPPLIED
SUPPORTS) FL
AI
R SUPPORTS)
OW
FL
R
AI
CONCRETE
MOUNTING CONCRETE
PAD MOUNTING
PAD
Figure 6 Figure 8
Figure 7
9
1344 mm
(53 in)
AIR OUTLET
612 mm
344 mm (24 in)
(14 in)
739 mm
(29 in) ø508 mm
688 mm (20 in)
(27 in)
41 mm
(1.75 in)
AIR INLET
5/8-11 UNC-28
12 PLACES
AIR OUTLET
50 mm (2 in) MINIMUM
200 mm (8 in) MAXIIMUM
ENGAGEMENT
BOTTOM VIEW
Figure 9
10
Air Cleaner
Air Cleaner Performance
Performance CurvesCurves
10.0
9.0
3 Element with Precleaners
8.0
7.0
Restriction (In. H2 O)
6.0
5.0
4.0
3.0
Standard Duty 2 Element
2.0
1.0
3000 4000 5000 6000 7000 8000 9000 10,000 11,000 12,000
11
400 mm (15.75 in) 305 mm (12 in)
SHIPYARD
DUCTING
50 mm (2 in) MINIMUM
CATERPILLAR 200 mm (8 in) MAXIMUM CATERPILLAR
AIR INLET ADAPTER ENGAGEMENT FLEXIBLE JOINT
02
03
50 mm (2 in)
12
Maximum
MAXIMUM Loads
LOADSFor
FORTurbocharger
TURBOCHARGERIntake
INTAKE
VERTICAL OR Axial
Vertical Or AXIAL Air
AIR Inlet
INLET HORIZONTAL
HorizontalSIDE AIRAir
Side INLET
Inlet
T
CL TURBO
ADAPTER
A Z
100 mm 50 mm HOSE
TYPICAL
B HOSE
ADAPTER
HOSE 30˚
D
N
P K
F E K
ELBOW
ELBOW
J
Y
L
Figure 15
Turbocharger Loading
Figure 15 shows the maximum
turbocharger loads and how to calculate
the turbocharger load.
13
Turbocharger Air Inlet Engine room air flow calculations
The total air flow is the sum of the
Design combustion air flow for engines and
For an axial air inlet, the Caterpillar boilers added to the ventilation air flow
air inlet adapter shown in Figure 12 for removal of radiated engine room
should be used. This ensures smooth heat.
flow conditions at the turbocharger
inlet. If a bend is used to connect to the The total air flow should always be
Caterpillar straight inlet adapter, make greater than 150% of the combustion air
the bend radius as large as possible. As flow.
a minimum the bend radius should be
equal to the pipe diameter, 508 mm Machinery areas separated from the
[20 in.], or preferably one and a half engine room, such as auxiliary
times the pipe diameter. If an air inlet machinery and boiler rooms, should be
elbow is required, use the Caterpillar calculated separately.
supplied adapter shown in Figure 14.
These two adapters are designed in Combustion Air Flow Requirements
conjunction with the turbocharger to Air flows at various engine ratings are in
provide favorable air flow at the the Engine Data section of this guide.
compressor inlet. Consult TMI for the latest data.
14
Note: Where values for Qd are not Note: If specific data is not available,
available, the following may be used for Qa = 16.8 kg/kg may be used for
calculations: calculations.
Qd = 0.0023 kg air/kW x sec p = 1.15 kg/m3 (density of air)
p = 1.15 kg/m3 (density of air) The total combustion air flow can be
calculated as follows:
Combustion air flow for boilers can be
calculated as follows:
qc = qdp + qdg + qb
Qs x Qf x Qa
qb = _____________
p Where:
qc = Sum of combustion air flow,
Where:
m3/sec
qb = Combustion air flow for
qdp = Combustion air flow for
boilers, m3/sec
propulsion engines, m3/sec
Qs = Total steam consumption at
sea, kg/sec Note: If the main engines use combustion
Qf = Fuel consumption in kg (fuel) air directly from atmosphere, qdp will be
per kg (steam). zero.
Note: If specific data is not available, qdg = Combustion air flow for
Qf = 0.079 kg/kg may be used for generator engines, m3/sec
calculations. qb = Combustion air flow for
boilers, m3/sec
Qa = Combustion air requirements
in kg (air) per kg (fuel)
15
Ld
6
4
Heat Loss %
3
bkW x 10 1 5 10 15
Brake Power
Percent Of Heat Loss
Percent of Heat Loss
Figure 16
Air flow requirements for removal Heat radiated from generator set
of radiated heat engines
In repowers where a non-3600 generator
Heat radiated from propulsion set engine is already in place the
engine radiated heat can be estimated by:
Heat radiated from the propulsion L
Ødg = Pdg x _____
d
engines is found in the Engine Data
section of this guide. Check the TMI 100
system for the latest data.
Where:
Ødg = Ship service generator engine
radiated heat, kW
Pdg = Maximum brake shaft power,
kW
Ld = Percent of heat loss as taken
from Figure 16
16
Heat rejected from boilers h = Lower heating value of fuel, kJ/kg
The heat radiated from boilers can be
Note: Where specific data is not
calculated as follows:
available, h = 41800 kJ/kg may be used
Lb x Bpl x Be
Øb = Qs x Qf x h x ____ for calculations.
100
Where: Lb = Percent heat loss @ maximum
Øb = Heat radiated from boilers, kW steam consumption per
Q s = Total steam consumption at sea, Figure 17
kg/sec Bpl = Boiler partial load constant per
Qf = Fuel consumption in kg (fuel) per Figure 18 below
kg (steam) Be = 0.1 for boilers located directly
below exposed casing
Note: If specific data is not available,
Qf = 0.079 kg/kg may be used for
calculations.
Lb
3.0
Heat Loss %
2.5
2.0
1.5
1.0
0.5
0
3
0 .367 .735 1.1025 1.47 1.8375 lb/min x 10
0 2 4 6 8 10 12 14 kg/s
1
0 50 100
% Boiler Load
Figure 18
17
Heat rejected from steam and Heat rejected from electrical
condensate pipes equipment
The heat rejected from steam and For conventional ships where details of
condensate pipes can be calculated as the electrical installation are not known
follows: the heat rejected is assumed to be 10%
Lp
Øp = Qs x Qf x h x _____ of the effective output of the generators
100 and can be calculated as follows:
Where: 10
Øel = Pg x _____
Øp = Heat rejected from steam and 100
condensate piping, kW Where:
Qs = Total steam consumption, kg/sec Øel = Heat rejected by electrical
Qf = Fuel consumption in kg (fuel) per machinery, kW
kg (steam) Pg = Output of generator, kW
Note: If specific data is not available, Heat rejected from exhaust pipes
Qf = 0.079 kg/kg may be used for The heat rejected from exhaust piping,
calculations. Qep, can be approximated from
Figure 19. The heat rejection is given in
h = kJ/kg - Lower heating value of kW/m of pipe versus diameter of pipe
fuel with four different types of insulation.
Note: If specific data is not available,
h = 41800 kJ/kg may be used for Heat rejected from hot tanks
calculations. The heat rejected by hot tanks, Qt, is
based on the sum of the hot tank surface
Lp = Heat loss from steam and area contiguous with the engine room.
condensate pipes as a percent of These values may be approximated from
energy supplied to the boiler Figure 20.
Note: If specific data is not available,
0.15 percent may be used for Heat Rejection from Tanks
calculations. kW/m2 (Btu/min/ft2) kW/m2 (Btu/min/ft2)
@ 60° (140°F) @ 70° (158°F)
Uninsulated 0.060 (0.320) 0.105 (0.550)
Heat rejected from generators Approx. 50 mm 0.012 (0.063) 0.021 (0.111)
The heat rejected from generators can be (2 in.) insulation
calculated as follows:
N ) Figure 20
Øg= Pg x (1- _____
100
Where:
Øg = Heat rejected by generator, kW
Pg = Output of generator, kW
N = Generator efficiency, percent
Note: If specific data is not available,
N = 96% may be used for calculations.
18
1.0
(17.34)
0.1
(1.73)
19
FILTER CASING AREA
DOOR FOR COLD WEATHER OPERATION
PLENUM HOUSE
LOUVER
DECK
750 mm
(30 in)
AIR HEATER (IF REQUIRED)
DECK
FIXED SUPPORT
DECK
EXPANSION JOINT
& TRANSITION PIECE
TURBOCHARGER
REDUCTION GEAR
CATERPILLAR
3600 ENGINE
TANKTOP
Remote
RemoteMounted
Mounted AirAir
Cleaner Arrangement
Cleaners
Combustion Air From Outside
Combustion Air From OutsideEngine RoomRoom
Engine
Figure 3
20
CASING AREA
DECK
DECK
AIR FILTER
508 mm (20 in) DUCT
750 mm
(30 in) FIXED SUPPORT
DECK
EXPANSION JOINT
& TRANSITION PIECE
TURBOCHARGER
REDUCTION GEAR
CATERPILLAR
3600 ENGINE
TANKTOP
Remote Mounted
Remote Air Cleaner
Mounted Arrangement
Air Cleaner Arrangement
Combustion Air From
Combustion Inside
Air From Engine
Inside Room
Engine Room
Figure 4
21
®
25
To obtain equivalent length of straight Example:
pipe for various elbows: Figure 1 shows a typical exhaust system
for a 3600 Engine from the turbocharger
33 D to the stack outlet. The components
L = _____ Standard Elbow
X (Radius of elbow equals pipe diameter) included in this example are as follows:
20 D
L = _____ Long Elbow Rectangular to 14 in. Round Adapter
X (Radius > 1.5 diameter)
14 in. Bellows
15 D 14 in. to 18 in. Round Adapter
L = _____ 45° Elbow
X Two Standard Radius 18 in. Elbows
Various Lengths of Straight Pipe
66 D
L = _____ Square Elbow 18 in. Bellows
X
Exhaust Silencer
where X = 1000 mm or 12 in. Exhaust Opening to Atmosphere
As shown above, if 90° bends are To calculate the total backpressure for
required a radius of at least one and a these components, use the preceding
half times the pipe diameter lowers the formulas to determine the equivalent
resistance. length of piping and elbows, and add in
the backpressure values for the other
The following table lists exhaust components. Assume the engine is a
restriction for various Caterpillar 3606 engine with an MCR rating of
supplied exhaust components (based on 2030 bkW at 1000 rpm (exhaust gas flow
MCR ratings). of 437 cmm at 412°C from the Engine
Data section).
Rectangular to Round Adapter
(Turbo Outlet). . .0.5 kPa (2.0 in. H 2O) Equivalent length for 18 in. (457 mm)
Expander 356 mm x 457 mm diameter Standard Elbow:
(14 in. x 18 in.) (Round to Round
Expander). . . . . 0.25 kPa (1.0 in. H 2O) 33 D 33 (457)
L = _____ = _______ = 15.1 m
356 mm (14 in.) Diameter X 1000
Bellows. . . . . . . . .0.1 kPa (0.4 in. H 2O)
457 mm (18 in.) Diameter Total length of piping and equivalent
Bellows. . . . . . .0.025 kPa (0.1 in. H 2O) length of two elbows:
As a guide, the total flow loss of the L = 0.5 m + 15.1 m + 2 m + 0.5 m +15.1 m + 2 m + 4 m = 39.2 m
standard Caterpillar exhaust adapters is
1 kPa (4 in. H 2O). This leaves an Backpressure in piping and elbows:
additional 1.5 kPa (6 in. H 2O) of flow
losses for the exhaust piping and 352.5
S = ________ = 0.515 kg/m3
silencer. 412+273
(39.2)(0.515)(4372)(3.6)(106)
P = ____________________________ = 0.7 kPa
4575
26
4m
SILENCER
18 in. BELLOWS 2m
2m
STANDARD
RADIUS
ELBOW
0.5m
APPROX.
3D TO 5D EXHAUST BACKPRESSURE
MEASUREMENT LOCATION
0.5m
STANDARD
RADIUS
14 in. TO 18 in. ROUND ELBOW
ADAPTER 14 in. BELLOWS
RECTANGULAR TO 14 in.
ROUND ADAPTER
Figure 1
27
Backpressure in other components:
This meets the 2.5 kPa backpressure limit established for 3600 engines,
so this application would be acceptable.
Exhaust Flow
Mass/Volume Conversions
Air flow and temperature data for 356 mm
(14 in)
propulsion engines can be found in TMI
and the Engine Data and Engine
Performance sections of this guide. The
flows available in TMI and Engine Data
and Engine Performance sections of this
306 mm
guide are volume flows. Mass flow (12.05 in)
conversions are:
818 mm
(32.20 in)
Exhaust flow in kg/hr =
(exhaust flow in m3/min) (21150)
______________________________
(exhaust gas temp in °C) + 273
EXHAUST STACK
Exhaust StackPOSITIONS POSSIBLE
Positions ON THE
Possible OnTURBOCHARGER
The Turbocharger
INLINE ENGINE VEE ENGINE
0 DEG 0 DEG 0 DEG
30 DEG 30 DEG 30 DEG
60 DEG 60 DEG
90 DEG 90 DEG
LH TURBO RH TURBO
REAR VIEW REAR VIEW
Figure 4
FLANGES MUST BE
PARALLEL Installation Limitations Of Bellows - Type
Flexible Exhaust Fittings
FREE LENGTH A B C
L Max. Offset Max. Compression Max. Extension
Between Flanges From Free Length From Free Length
355 mm (14 in. ) I.D.
A mm in. mm in. mm in.
0 0 99.06 3.90 52.32 2.06
22.20 .87 0 0 0 0
Spring rate of bellows = 55.8 kN / m (318.7 lb/in.) : Axial
163.9 kN / m (936.0 lb/in.) : Lateral
457 mm (18 in.) I.D.
mm in. mm in. mm in.
0 0 100.00 3.94 50.00 1.97
B OR C 30.00 1.18 0 0 0 0
L = 305 (356 mm I.D.)
Spring rate of bellows = 13.37 kN / m (76.4 lb/in.) : Axial
L = 457 (457 mm I.D.)
25.7 kN / m (146.8 lb/in.) : Lateral
Figure 5 Lagging or insulation must not restrain flexibility of bellows.
29
Exhaust Piping The maximum gas velocity should not
exceed 50 m/sec (164 ft/sec) at full load.
A common exhaust system for multiple Avoid sharp bends, but where bends are
installations is not acceptable. Combined necessary have the largest possible
exhaust systems with boilers or other radius. The minimum radius should be
engines allow operating engines to force two pipe diameters. The piping should
exhaust gases into engines not be as short as possible and insulated.
operating. Every gallon of fuel burned Protect the insulation by mechanical
provides about one gallon of water in the lagging to keep it intact. Insulate all
exhaust. The water vapor condenses in flexible exhaust fittings with removable
cold engines and causes engine damage. quilted blankets.
Soot clogs turbochargers, aftercoolers,
and air cleaner elements. Duct valves Exhaust piping must be able to expand
separating engine exhausts is and contract. Install flexible exhaust
discouraged. High temperatures warp fittings between fixed points in the
valve seats and soot deposits cause system. It is recommended that one
leakage. fixed point be installed at the
turbocharger outlet directly after the
Each engine should have an exhaust flexible exhaust fitting. This will prevent
pipe led to atmosphere at the top of the the transmission of forces resulting from
stack as shown in Figure 6. A flexible weight, thermal expansion, or lateral
exhaust fitting must be mounted directly displacement of the exhaust piping
on the transition piece at the acting on the turbocharger.
turbocharger outlet.
TOP OF STACK
RAIN CAP
STACK
FLATBAR RING
DETAIL OF TYPICAL
RAIN CAP
150mm ( 6 in ø)
SCH 40 PIPE
SWAY BRACE
SILENCER
HEIGHT TO SUIT
MOUNTING FEET WATER SEAL
DECK
10 mm ( 3 / 8 in ø )
DETAIL OF TYPICAL BOTTOM PLATE
EXPANSION SPRING DRAIN POT
JOINT HANGER
DRAIN
FIXED SUPPORT
DECK
DECK
EXPANSION JOINT
& TRANSITION PIECE
TURBO CHARGER
REDUCTION GEAR
TO BILGE CATERPILLAR
3600 ENGINE
TANKTOP
Figure 6
30
Typical Exhaust Pipe System
Maximum Loads For
MAXIMUM Turbocharger
LOADS Exhaust
FOR TURBOCHARGER EXHAUST
VERTICAL EXHAUST HORIZONTAL EXHAUST
BELLOWS
ADAPTER
H
Figure 7
Mh1 = MS + QI
BELLOWS
C
285mm
Figure 8
31
MAIN EXHAUST
PIPE
45 ELBOW
CONCENTRIC REDUCER
EXHAUST TO SILENCER
90 ELBOW
FIXED PIPE SUPPORT
TURBOCHARGER
12 OR 16 CYLINDER ENGINE
PART SECTION
Figure 9
Typical Exhaust Pipe System
On Caterpillar Vee 12 & 16 Cylinder Engines
Cleanliness or casing areas. Silencers fitted with a
Install an identifiable blanking plate to spark box must have accessible cleaning
prevent debris from falling into the ports. Use resilient mounts to limit noise
turbocharger during installation. The and vibration transfer to the
Caterpillar shipping cover can be used. surrounding structures.
Install it directly on the turbine housing
and attach a warning tag indicating the Single silencers on vee engines should
plate must be removed before starting have dual inlets rather than a “Y”, “T”,
the engine. or 180 degree abrupt enlargement.
32
Silencer Data Sizing Maxim™ Silencer Models MSA1 -
The following technical information has MSA2
been obtained from Beaird Industries
Inc. and is presented to provide a guide Information Required:
for silencer selection information. Other Qo = Volume Flow Rate (ft3/min)
manufacturers can be used with 3600 To = Exhaust Gas Temperature (oF)
Engines.
∆ P = Allowable Silencer Pressure
Drop (in. H2O)
Exhaust Noise
See the Noise section of this guide for Procedure:
3600 noise data. The procedure given in Determine standard velocity (Vs) from
this section estimates the silenced A- Figure 12, which corresponds to
weighted sound level of exhaust noise the allowable silencer pressure drop.
3m (10 ft) from the exhaust pipe of an
engine using a Maxim™ MSA1 or Determine velocity correction factor
MSA2™ silencer. It may be used when (Cr) from Figure 13, which
unsilenced engine noise data is corresponds to the Exhaust Gas
unavailable or when a first Temperature.
approximation of silenced sound levels is
desired. The reduction in sound level Calculate minimum silencer area.
achieved with a silencer is dependent on Amin = Q divided by CrVs .
the frequency distribution of the noise From Figure 11 select a silencer
source. size with an area, m2 (ft2), equal to or
greater than Amin
Information Required
• Engine horsepower Example 1 (Determine silencer size):
• Silencer model Qo = 10,000 ft3/min
Procedure: To = 850°F
SL’ = SLo- NR dB(A) at 3m (10 ft) ∆ P = 4 in. H2O maximum
SLo= Unsilenced engine sound a. Vs = 4,000 ft/min (Figure 12)
level at 3m (10 ft) b. Cr = 1.57 (Figure 13)
determined from Figure 10 c. Amin. = Qo divided by CrVs = 10,000
as a function of horsepower divided by (1.57)(4,000) =1.59 ft2
(dB(A))
d. Silencer Size = 18 in. (A=1.77 ft2)
NR = Silencer noise reduction
(Figure 11)
factor obtained from
Figure 11 as a function of
Example 2 (Determine actual pressure
silencer model (dB)
drop for the silencer sized in Example 1):
Example: Vs = Qo divided by CrA = 10,000
divided by (1.57)(1.77) = 3599 ft/min
• Horsepower - 1000 hp
∆ P = 3.25 in. H2O (Figure 12)
• Silencer Model - MSA1
SLo = 114 dB (A) (from Figure 10) Note: Heavy fuel engines require a
NR = 20 dB (from Figure 11) higher air flow. This must be taken into
account when sizing the
SL’ = SLo - NR
silencer.
= (114) - (20)
SL’ = 94 dB (A) at 3 m (10 ft)
33
130
SL o(dB(A) @ 10 ft)
120
ed
oc harg
Turb
110
100
2 3 4
10 10 10
Horsepower
Inlet Outlet
A C
34
10
9
8
7
®
MAXIM
P (inches of H 2 O)
2 MSA1
MSA2
1.0
0.9
0.8
0.7
0.6
0.5
3 2 3 4 5 6 7 8 9 4
10 10
V s (fpm)
Maxim
® ® Silencer Pressure Drop Figure 12
MAXIM Silencer Pressure Drop
Versus
Versus Exhaust
Exhaust GasGas Velocity
Velocity (Vs (V
) s)
35
1.8
1.7
Cr
1.6
1.5
1.4
600 800 1000 1200
T0 (°F)
T o ( ˚F)
Velocity Correction Factor (Cr)
Figure 13
Velo city Correction Factor
(Cr)
Versus Exhaust Gas Temperature
Versus Exhaust Gas Temperature
A normally operating engine should be Types of Emissions
expected to run for at least one hour at
light loads without significant slobber. Nitrogen Oxides
Some engines may run for as long as Nitrogen oxides are formed by
four or more hours before slobbering. decomposition of the molecular oxygen
However, all diesel engines will and nitrogen present in the combustion
eventually slobber if run at light loads. air and recombination as nitrogen
oxides. This occurs during high
If extended idle or lightly loaded periods temperature combustion. Nitrogen
of engine operation are mandatory, the oxides consist primarily of nitric oxide
effects of the engine slobber can be (NO) and nitrogen dioxide (NO2 ). The
avoided by loading the engine to at least designation NOx indicates 1 or 2 oxygen
30% load for approximately ten minutes atoms can be present in the molecule.
every four hours. This removes fluids Generally, over 90% of the NOx in diesel
accumulated in the manifold. Correctly exhaust is in the form of NO. The NO
sized engines for each application gradually oxidizes to the more harmful
minimizes exhaust manifold slobber. NO2 specie in the atmosphere. By
convention, the NOx mass emissions
Emissions (such as g/hr) are usually given as an
Diesel engines emit substances that are equivalent mass of NO2 .
regulated in many areas. They include NOx emissions in parts per million by
nitrogen oxides (NOx), particulates, volume can be calculated approximately
hydrocarbons, sulfur oxides, carbon from the mass emission rate
monoxide, and carbon dioxide. Check (if available) and the exhaust flow:
local regulations to determine
limitations and special permits which
might apply.
36
(NO_x________________
mass emissions)
NOx concentration = 629 x ____ 1034 (CO mass emissions)
CO concentration = __________________________
(Exhaust mass flow) (Exhaust mass flow)
Where: Where:
NOx concentration is in parts per million (ppm) CO concentration is in parts per million (ppm)
NOx mass emissions are in g/hr of equivalent NO2 CO mass emissions are in g/hr
Exhaust mass flow is in kg/hr Exhaust mass flow is in kg/hr
37
3600 Emissions Data Exhaust after treatment of various types
Factors affecting emissions include has been tested on diesel engines. NOx
engine rating, rated speed, turbocharger, can be reduced by selective catalytic
timing, ambient conditions, and fuel. reduction by ammonia in which
Emissions levels for some ratings are ammonia is added to the exhaust gas
available in the TMI. Consult the factory and reacted with the NOx as a catalyst.
for emission estimates for ratings not in Particulates can be removed by ceramic
the TMI. Information that must be filters. These systems are considered
provided with an emissions request experimental.
includes:
Measurement Units and
• Rated speed and power Conversions
• Type of rating Emission rate can be calculated from
(e.g., MCR, Ship set auxiliary) brake specific emissions:
38
®
200
VOLUME Figure 3, page 46, shows an air starting
system with electric prelube and Figure
150
4, page 47, shows an air starting system
PRESSURE
100 with air prelube.
24(75) 10(50) -4(25) -18(0) -32(-25)
Example:
41
Pressure Requirements Static Regulator Estimated Dynamic Air Flow Capacity
Outlet Pressure Pressure At The Per Starter L/sec
Vane type starters operate on gauge air kPag (psig) Starter kPag (psig) (SCFM)
pressures from 621 kPag (90 psig) to 862 (125) 620-655 (90-95) 400 (720)
1550 kPag (225 psig) at the starter inlet 1550 (225) 1172 (170) 615 (1300)
42
3600 Air Start Tank Sizing
1.4 2.8
Pa
a
kP
0k
00
1.3 2.6
70
INITIAL TANK
10
1.1 a 2.2
kP
00
14
1.0 2.0
0.9 1.8
a
kP
00
0.8 16 1.6
0.7 Pa 1.4
0k
200
0.6 1.2
0.5 1.0
kPa
3000
0.4 0.8
If the engine will be started at ambient Check the safety valves periodically for
temperatures lower than 25°C (77°F), sticking. Fit the receiver drains with
additional storage tank volume may be automatic drain traps to keep water and
required. Additional volume may also be compressor oil from accumulating.
required if the air is used for other
purposes besides starting air, such as air Customer Connections
prelube and pneumatic controls. The Vane type starters must be supplied
Caterpillar intermittent air prelube with clean air. Deposits of oil-water
pump consumption rate is 28.2 L/sec mixture must be removed by traps
(60 cfm). The pump motor operating air installed at intervals in the lines. Lines
pressure is 689 kPa (100 psi), and it is should slope toward the traps and away
supplied with its own air pressure from the engine.
regulator. The intermittent prelube
pump will normally operate between one Air supply pipes should be short and at
and five minutes before the engine is least equal in size to the motor intake.
started, but should not be run for longer Black seamless steel ASTM-A106 grade
than ten minutes. ‘B’ pipe is preferable with wall thickness
dependent on the line air pressure and
Air Tank Requirements the type of connections (socket weld,
Air tanks must meet all applicable
threaded, etc.) used in the system.
specifications [e.g., American Bureau of
Shipping, Lloyds Register, The American
A flexible connection is required close to
Society of Mechanical Engineers
the engine and positioned to make
(ASME)] and be complete with the
maximum use of its flexibility.
following:
Caterpillar supplied starting systems
include a flexible hose 610 mm (2 ft)
• Safety Valve • Drains
long.
• Gauge • Inspection Openings
• Inlets • Outlets
43
If the engine operates at ambients below Testing
0°C (32°F), and operates in a high Hydrostatically test the compressed air
humidity environment, an air dryer is lines to at least 1.5 times the system
needed to prevent condensed water from working pressure, or to the
freezing in piping. When the same air is requirements of the applicable
used for other purposes, e.g., engine regulatory agency.
controls, the air dryer is essential.
Cleanliness
Purge the compressed air lines of debris
and loose weld material prior to initial
startup. Dirty supply lines can damage
starters and cause malfunctions of the
relay valve. A damaged valve can open
or keep open the main air supply lines
and cause pinion and flywheel ring gear
teeth damage (pinion spinning while
engaging).
44
INSPECTION CONTROL AIR TANK
OPENING ( TYP. )
REFRIGERATION
RELIEF
P VALVE P AIR DRYER
MOISTURE SEPARATOR
P
DRAIN DRAIN
P
AIRCOOLED
AFTERCOOLER DRAIN
45
M (IF REQ'D)
AIR FILTER
ALT. TWIN STARTER
STARTING AIR AIRCOOLED
COMPRESSOR (S) AFTERCOOLER STARTERS
225 psi (1550 kPa)
Y-STRAINER
AIR FILTER
LUBRICATOR
DRAIN
LUBRICATOR
Figure 1
FLEX HOSE System
Y STRAINER
Typical
TypicalAir
AirStarting
StartingSystem
AIR INLET
Air Starting Motor - Electric Prelube
Pump with Electric Controls
START/PRELUBE
SWITCH
BATTERY
OIL PRESSURE
SWITCH/VALVE
SHUT OFF
SWITCH
RELAY
SWITCH
PRELUBE
PUMP
OIL OIL
MANIFOLD PAN
PRESSURE REGULATOR
ELECTRIC/AIR
& RELIEF VALVE
START RELAY
(WHEN REQUIRED)
VALVE
1550 kPa (225 psi) MAX
CUSTOMER SUPPLIED
Figure 3
46
Air Starting Motor - Air Driven Prelube Pump
AIRElectric
with STARTING MOTOR - AIR DRIVEN PRELUBE PUMP
Controls
WITH ELECTRIC CONTROLS
START/PRELUBE
SWITCH
BATTERY
24 VDC
RELAY VALVE
PRESSURE
RELIEF
VALVE
OILER
PRELUBE PUMP
PRESSURE
REDUCING
VALVE
OIL
OIL PAN
MANIFOLD
OILER
SHUTOFF
STRAINER
VALVE
MANUAL
RELAY
BARRING
VALVE
INTERLOCK
PRESSURE REGULATOR
& RELIEF VALVE
(WHEN REQUIRED)
1550 kPa (225 psi) MAX
CUSTOMER SUPPLIED
WATER
AIR AIR AIR
SEPARATOR
COMP. STORAGE FILTER
Figure 4
47
®
Engine Systems -
Crankcase Ventilation
Crankcase Ventilation 41.7 mm/m (.5 in./ft) slope from the
Normal combustion pressures in an engine. In typical marine installations,
internal combustion engine cause some the weight of the vent pipes will require
blowby past piston rings into the separate off-engine supports as part of
crankcase. To prevent pressure buildup the installation design (see Figure 1).
within the crankcase, vent tubes and
crankcase breathers are provided. Vent the pipe directly to atmosphere at
the top of the stack and fit with a
Do not vent crankcase fumes into the gooseneck (with flame screen) to keep
engine room. Fumes clog air filters and rain or spray from entering the engine.
increase air inlet temperature causing Give consideration to other equipment
engine damage. They can also cause located near the discharge area. The
problems in the electrical equipment. small amount of oil carryover can
accumulate over time and become
Crankcase fumes should be discharged unsightly.
to the atmosphere through a venting
system as shown in Figure 1. A separate An oil vent/condensate trap installed in
vent line for each engine is required. The the piping will minimize the amount of
vee engines have breathers located on oil discharge through the vent pipe
the service side of the engine. Crankcase (see Figure 1).
vent pipes must be large enough to
minimize backpressure. Blowby on a In cold climate conditions the oil
new engine will be approximately vent/condensate trap should be installed
.02 m3/hr/bkW (.5 ft3/hr/bhp). The pipes closer to the engine breather connection
should also be adequately sized to to prevent condensation from freezing in
accommodate a worn engine. Size vent the trap.
piping for .04 m3/hr/bkW (1 ft3/hr/bhp)
with a maximum of 13 mm H2O Under no circumstances should
(0.5 in. H2O) pressure drop in the piping. crankcase pressure vary more than
25.4 mm H2O (1.0 in. H2O) from
Loops or low spots in a crankcase vent ambient barometric pressure. Make
pipe must be avoided to prevent measurement at the engine dipstick
condensation from collecting in the pipe location with the engine at operating
and restricting normal fume discharge. temperature and speed, and at 50%-75%
Where horizontal runs are required, rated load.
install the pipe with a gradual
51
GOOSE NECK
WITH
FLAME TOP OF STACK 75 mm SCH 40 PIPE
SCREEN
200 X 75mm REDUCER
78mm
20mm SCH 40 PIPE
VENT DETAIL 275mm
VENT 394mm
904mm
236mm
157mm
DRAIN TO SLUDGE
ON WASTE OIL TANK
STACK 200mm SCH 40 PIPE
Detail Of
DETAIL OilVENT
OF OIL Vent
/ /
CONDENSATE TRAP
Condensate Trap
OIL VENT /
CONDENSATE TRAP
SEE DETAIL ABOVE
DECK
CONTINUOUS GRADUAL
SLOPE UPWARDS
FIXED SUPPORT
DECK
DECK
EXPANSION JOINT
& TRANSITION PIECE FLEXIBLE CONNECTOR
TURBO CHARGER
REDUCTION GEAR
CATERPILLAR
3600 ENGINE
TANKTOP
Figure 1
52
®
LEKM8467 8-98
®
Sectional View At A
Ship’s Transverse Frame Figure 1
5
As shown in Figure 2 on page 28, the Foundation Deformations
foundation’s longitudinal foundation
girders located on each side of the engine The designer must assess the rigidity of
or gear box continue below the tank top the foundation versus the engine and
as keelsons in the inner bottom gear deformation. The following engine
structure. When it is not possible to use bending inertias may be used to
one piece girders and keelsons, they evaluate the foundation system:
should at least be in alignment above
and below the tank top. Table of Bending Inertias
The main engine foundation must have Engine Model Bending Inertia (Ix)
sufficient rigidity to transmit static and 3606 3.8 E11 mm4
dynamic forces from the main engine 3608 3.8 E11 mm4
into the foundation. The girder and face 3612 6.0 E11 mm4
plate must: 3616 6.0 E11 mm4
• Increase bending inertia of the
structure
• Facilitate chock installation
• Permit installation of side blocks and
collision chocks
• Provide a work shelf for servicing the
side of the engine
Because the loads originate from sources Double continuous fillet welding must be
other than the engine, the foundation used for the entire engine foundation
sections should be uninterrupted and and inner bottom structure in the
have adequate section strength. proximity of the engine and gear box.
Full penetration welds are
To avoid natural frequency resonance recommended when heavy scantlings
between engine and hull, the ship are required, such as longitudinal
builder must ensure resonance between girders and engine foundation top
torque excitation and the natural flange. Submit details of the main
transverse hull frequencies does not engine scantlings and welding to the
occur. appropriate classification society.
6
More engine location possibilities will be Extend the engine foundation top flange
available in new ship construction. The beyond the forward engine mounting
main engine’s location may be moved foot to allow room for collision blocks. At
somewhat to facilitate optimum shafting this point, taper the flange downward to
positioning. Specific repowering is meet the tank top at a floor. Review the
discussed in more detail in the top flange length and its location
Repowering Applications section of this relative to the ship’s framing. It must
guide. The foundation girders must be extend beyond a frame to accommodate
integral with the longitudinal keelsons one pair of brackets at the forward end
within new engine room construction. before it tapers gradually downward to
The distance of the foundation girders the tank top.
from the engine centerline is determined
by the engine mounting feet location The forward taper is generally
shown in Figures 4 through 8 on pages determined by the ship’s transverse
29 through 33 in the Mounting section. frame spacing. In closely spaced
After allowing chocking clearance, the framing, the end taper should extend
height of the mounting feet below the over two frame spaces while in ships
horizontal centerline of the engine with larger frame spaces, the forward
determines the foundation height. See taper would generally extend over one
the Mounting section for chocking frame space, Figure 9. The taper should
discussion. be gradual, but will depend on the floor
spacing; approximately 30°- 45° above
the horizontal.
7
Also taper the foundation girder top The foundation top flange must be wider
flange down to the tank top. The sloping than required for engine mounting feet.
flange can be thinner than the Include requirements for side guide
foundation top flange, about 60 to 75% of blocks and damming when using poured
the top flange thickness. Make the chocking.
sloping flange from straight flat bar or
flat bar tapered to a lesser width at the The aft end foundation location is
tank top end, Figure 10. The flange must determined in a similar manner to the
have a full penetration weld at the tank forward using the last set of mounting
top. Double continuous welds are foot bolts and the need for rear collision
generally used in the foundation and full blocks. The engine top flange should
penetration welds are used where thick have a transition into the reduction gear
plates (≥1/2 in.) join each other. foundation.
Figure 11
Figure 12
9
Elevation
Figure 13
10
Plan View
Elevation
Figure 14
11
Section Through
Generator Set Foundation
Section Through
Figure 15 Generator Set Foundation
12
Main Engine No. 1 Main Engine No. 2
13
Section Through Ship
Figure 16
Installations Near the The bracket web would usually be of a
thickness equivalent to the web frame
Ship’s Side thickness. The face bar of the bracket
In small ships or where twin screw/twin may be sniped or welded directly to the
engines are used, the main engine web frame face plate. A welded
girders may be close to the ship’s side. connection is preferable. However, when
When this occurs the outboard engine welded directly a flat bar chock must be
girder may be bracketed directly to the provided on both sides of the web frame.
ship’s web framing as shown in
Figure 17.
14
Engine Foot
Tack Weld and Sealant
• Permanently lock the hold-down
bolts.
13mm (1/2")
Minimum Overfill • The chock operating temperature
must not exceed 80°C (176°F).
• The chock area should be greater than
Foam Dam
Foundation Top Plate 130 cm 2 (20 in2).
Poured Resin Chock • Increase the amount of resin used by
10% to provide allowances for
Section A-A Elevation damming. The seating must have
enough footprint to facilitate foam
rubber damming strips.
• The resin thickness must be 12 mm
Plastic Foam
13 – 19mm (1/2" – 3/4") to 45 mm (0.5 in. to 1.75 in.). Also see
Strip Dam
Pouring Gap section on Isolation Mounts.
Metal Front Dam • Do not allow resin material to flow
between the engine and the foundation
A A mounting plate.
15
• Do not weld chocks in place. They • For easy positioning, the top flange of
must be removable for inspection. the engine foundation should allow for
• The final location of hold down bolt tapered chocks. Taper the chock
holes is determined with the engine in approximately 1°, see Figure 20. An
place on the foundation. See guide alternative is a parallel top flange and
section, Hold Down Bolts, on page 18. tapered steel pads welded to the
engine top flange, Figure 20.
Figure 19
Typical Steel Chock
Figure 20
16
Collision Blocks operating temperature, the rear collision
Collision blocks are normally required blocks should have a 0.15 mm (0.006 in.)
on marine installations. Guide blocks gap between the feet and the blocks. See
are optional when using the Figure 21. Use the following values for
recommended bolting method described engine thermal expansion:
below. For location, see Figure 21. The
figure also shows hole and bolt size • The thermal expansion coefficient for
detail of the normal hold down bolts as the 3600 Engine block is equal to:
well as the ground body bolts used at the 10 E¯6 mm/mm/°C
rear of the engine. (5.6 E¯6 in./in./°F)
Collision Stops A
Set 0.15 ± 0.60 mm
(0.006 ± 0.002 in) Clearance 44 dia. Leveling Screws
1 1/2-12 THD
514 mm (20.20 in) 152 mm (6.0 in) 4 Places
(Typical) (Typical)
Ship Structure
Chock
Figure 22
19
Figure 23
20
Typical Arrangement of
Silicone Pad Mounting Feet
Vee Engine
A thin layer of high silicone rubber is foundation plates. This prevents
sandwiched between two metal plates, excessive movement forward, aft, and
eliminating metal-to-metal contact side-to-side. Shear pads on top of the feet
between the engine and the ship are used for vertical restraint. The
structure. The pads are also used following table lists the shear pad
between the mounting feet and mounting configurations for all four
restraining stops on the engine 3600 engines:
21
Christie & Grey Mounts Caution: The person performing the
This mounting system, Figure 24, uses alignment procedure should be
six spring-rubber combination isolators familiar with basic alignment
to isolate vibration and noise. During terminology as well as the basic
operation the engine is “free” to move. alignment tooling and its use. Improper
The torsional coupling, water, oil, fuel alignment may result in loss of life,
lines and exhaust connections must serious injury, and/or equipment
accommodate greater engine motion. In damage. Alignment should be performed
addition, the engine coupling and/or by trained and qualified personnel.
output drive line must be flexible
enough to maintain the engine bearing Before the final alignment procedure can
loads, as well as driven equipment be started the following conditions must
bearing loads below appropriate limits. be met:
• Per manufacturer’s installation
Christie & Grey isolators are built with instructions, install and align the
an internal buffer unit to eliminate the propeller shaft and marine gear to
need for collision blocks on most each other.
applications. • Permanently anchor the marine gear.
• The ship must be in the water with all
permanent ballast in place.
• Fuel, water, and temporary ballast
Installation and tanks must be filled to normal
Alignment operating levels (generally 1/2 to 3/4
This section provides the basis of the full).
alignment process and alignment • All major machinery weighing over
variables. Always use the appropriate 450 kg (1000 lb) must be installed or
Caterpillar Special Instruction, Service simulated by equivalent weights
Literature and Instructions. Use the appropriately located.
specifications from the coupling and
driven equipment manufacturer to Preparation and Cleaning
install and align the components. Remove all dirt, burrs, grease and paint
from:
When the engine transitions from an at • Mating surfaces of the engine
rest condition to normal operating mounting feet and the mounting pads.
temperatures, the thermal growth of the • Matching surfaces of the engine
engine and the driven equipment must flywheel and coupling.
be compensated for during the • Mating surfaces of the marine gear
alignment process. As an example, the input shaft and the coupling.
total engine crankshaft centerline • Mounting surfaces of the Caterpillar
change due to thermal growth and oil split spacer ring, if applicable.
film lift can be expected to be
approximately 0.38 mm (0.015 in.) Engine Installation
• Locate the approximate location of
Hard Mounting each engine mounting foot on the
These recommendations cover the engine foundation rails. This can be
installation and alignment of couplings done by referring to the ship
to the 3600 Family of Engines engines installation drawings and using the
driving free standing marine reduction centerline of the marine gear input
gears. These recommendations apply shaft as a reference. Mark a rough
specifically to hard mounted engines. outline of the mounting feet locations
The recommendations offered are a on the engine foundation rails.
guideline only. Correct alignment of the
equipment is the responsibility of the
person performing the alignment.
22
23
Typical Christie and Grey
Mounting Feet
Figure 24
• Inspect the engine foundation rails. a. Measure Crankshaft End Play
The engine mounting feet areas must
Prior to performing the axial
be rust free, smooth, and free from
alignment the crankshaft end play
weld splatter, etc.
must be measured.
• Move the engine into place over the
foundation. • Remove one crankcase inspection
Caution: Use lifting equipment with cover.
sufficient capacity to handle the • Use a 1524 mm (5 ft) pry bar between
weight of the engine. the crankshaft and the cylinder block.
• Position the engine flywheel face Do not pry on the damper. Move
relatively parallel to the marine gear’s (thrust) the crankshaft all the way
input flange. Exact parallelism is not towards the front of the engine. A
necessary at this point. definite klunk can be heard when the
• Lower engine onto the foundation with crankshaft bottoms out against the
the mounting feet on the previously thrust washer.
marked outlines. • Install a dial indicator with the tip on
• Lightly lubricate the engine the flywheel face.
foundation under the vertical • Preload the dial indicator stem a
alignment jacking bolts with oil or minimum of one turn. Adjust the
grease. indicator bezel so the pointer is set on
• Install horizontal jacking screws and zero. Do not rotate the flywheel or
brackets. Note the screws and brackets runout error may be introduced
are not part of the normal engine resulting in incorrect readings.
supply. Typically the brackets are • Move (thrust) the crankshaft all the
installed on the four corner feet and way towards the rear of the engine
they must be positioned to allow and record the reading on the dial
sufficient travel of the jacking bolts for indicator. This measurement is
movement of the engine to its final known as crankshaft end play.
aligned position. • Move (thrust) the crankshaft forward
• Prior to the coupling installation, again. The dial indicator should
check flywheel face and bore runout return to zero.
according to the procedures and • Repeat this procedure two or three
specifications outlined in the engine times to verify results.
service manual. See the guide section • Verify that the measured end play is
on Service and Maintenance. within 0.4 ± 0.2 mm (0.016 ± 0.008 in.).
See the service manual for the latest
Note: Damage to the main and rod specifications.
bearings may occur if they are not
prelubed prior to rotating the engine. Note: Do not remove the dial indicator at
this time. Periodically check to ensure the
Marine Gear Input Shaft Runout crankshaft does not move while
(Face and Bore) positioning the engine to the appropriate
Follow the marine gear manufacturer’s axial spacing dimension.
procedures for installation and
b. Measure the Marine Gear Input
alignment. Check the input shaft face
Shaft End Play
and bore runout. Dimensions must meet
the marine gear manufacturer’s • Follow the marine gear manufacturer’s
specifications. procedure to accurately measure total
input shaft end play.
Axial Alignment • Record input shaft total end play.
The exact axial spacing between the face • Verify that the end play measured
of the engine flywheel and the gear meets the tolerances specified by the
input flange must be checked and manufacturer.
adjusted prior to final placement of the
c. Calculate the modified axial spacing
engine and coupling installation.
dimension.
24
To accurately place the engine, the Position the Engine
engine crankshaft and marine gear • Thrust the engine crankshaft and gear
input shaft must remain fixed. input shaft fully forward or aft.
Ideally the shafts would be placed in • Mount a dial indicator with the tip on
their normal axial operating positions the marine gear input flange face.
while positioning the engine. This is • Preload the indicator a minimum of one
not easily done, and once set they revolution.
tend to move one way or the other. It • Adjust the indicator dial to zero.
is suggested that both shafts be • Preload the dial indicator (previously
thrusted completely forward or installed on the engine flywheel) a
completely aft and axial spacing be minimum of one revolution and set the
modified accordingly. indicator to zero.
• Use an inside micrometer to measure
For example: the distance between the engin flywheel
Coupling overall length face and the pilot of the marine gear
(mating surface to mating surface) = input flange. Measure along a line
431.8 mm (17 in.) perpendicular to the marine gear input
flange.
Split spacer ring width = • Compare the figure to the modified
63.5 mm (2.5 in.) axial dimension calculated previously. If
this number is not within the tolerances
Total measured crankshaft end play = specified by the coupling supplier, use
0.36 mm (0.014 in.) the fore and aft jacking screws to
position the engine accurately.
Total measured input shaft end play =
• After the engine is accurately placed,
0.10 mm (0.004 in.)
check the dial indicators on the flywheel
Assume that both the crankshaft and and the marine gear input flange
the input shaft normally center making sure the crankshaft or the
themselves in the middle of their total marine gear input shaft has not moved.
end play when rotating (this must be If the dial indicators are not on zero, the
verified with the marine gear supplier). engine must be moved in the correct
direction by the amount shown on the
If both shafts are thrusted fully aft, dial indicators.
0.05 mm (0.002 in.) must be added to
the axial spacing dimension. This Coupling Installation
compensates for the marine gear input Install and align the coupling according
shaft movement that will occur once the to instructions and specifications
shaft is rotating. To compensate for the supplied by the coupling manufacturer.
engine crankshaft movement that will The coupling must have enough axial
occur, 0.18 mm (0.007 in.) must be tolerance to avoid restricting movement
subtracted from the axial spacing of the engine crankshaft and marine gear
dimension. input shaft within their respective end
Axial spacing dimension = coupling play allowances. The tolerances must be
length + split spacer ring length. met in both cold and hot conditions.
Allowance must be made for a change in
Axial spacing dimension = crankshaft centerline from cold
431.8 mm (17 in.) + 63.5 mm (2.5 in.) = alignment conditions to hot running
495.3 mm (19.5 in.). conditions. Vertical thermal growth
changes the location of the crankshaft
Modified Axial Spacing Dimension = centerline as the engine’s block
495.3 mm (19.5 in.) + 0.05 mm (0.002 in.) temperature increases. Typically the
- 0.18 mm (0.007 in.) = growth of the engine will be greater than
495.17 mm (19.495 in.). the driven equipment. Vertical growth of
the engine and driven equipment must
be evaluated to determine the cold
alignment crank offsets.
25
The total engine crankshaft centerline Hot Alignment
change due to thermal growth and oil Repeat the cold alignment procedure
film lift can be expected to be after the engine has been run and water
approximately 0.38 mm (0.015 in.). and oil temperatures have reached
Obtain the driven equipment growth normal operating points. Record the
from the manufacturer. temperatures every 15 minutes as the
alignment is being checked.
Note: Damage to the main and rod
bearings may occur if they are not Record the dial indicator readings and
prelubed prior to rotating the engine. verify they are within specified coupling
limits in the hot condition.
Final Axial Alignment
Measure the axial space dimension and Hot Crankshaft Deflection Check
crankshaft end play. If these dimensions Follow the engine service manual
are not within appropriate tolerances, procedure to check crankshaft deflection
they must be corrected and the entire after the engine has been run and the
alignment procedure repeated. water and oil temperatures have
reached their normal operating point.
Shimming, Bolting, Dowelling,
Guide & Collision Stop Note: Attention must be given to the
Recommendations warning statements in the service
After final cold alignment is completed manual concerning the removal of
and checked, the engine must be crankcase access covers when the engine
shimmed and dowelled in position. is hot. Explosions in the crankcase can
Collision stops may also be required. See occur, resulting in injury or damage if
guide section on Mounting. the covers are removed too soon after
operating the engine.
Cold Crankshaft Deflection Check
The crankshaft deflection must be The combined overhung weight of the
checked to verify stress has not been flywheel and coupling influences the
induced into the engine cylinder block as static deflection of the crankshaft.
a result of engine mounting and Figure 25 shows the allowable
alignment. Follow the engine service cantilevered crankshaft loads.
manual procedure to perform this check.
Refer to the service manual to verify
that crankshaft deflection is within
specified limits.
Figure 25
26
Isolation Mounting Christie & Grey Alignment
Caterpillar Silicone Shear Pads With this mounting system, the engine
The procedure for this mounting system is free to move during engine operation.
is very similar to the alignment used for It is necessary to select the torsional
the hard mounted system described coupling, water, oil, fuel, and exhaust
above. Read that section before connections to accommodate increased
beginning the alignment of shear pad engine motion. The engine coupling
mounting system. and/or output drive line must be flexible
enough to maintain the engine bearing
Note: Before beginning the alignment loads, as well as driven equipment
procedure, read and understand the bearing loads, below appropriate limits.
entire procedure. Improper alignment of
this machinery may result in loss of life, The engine torque reaction will cause
serious injury, and/or equipment the isolators to compress/decompress
damage. and the crankshaft centerline to change;
this must be compensated for during
Contact a Caterpillar 3600 Marine engine alignment. This alignment value
Project Engineer at (765) 448-5000 to is established for each application.
receive a copy of the installation Engine power rating, the type of
procedures for the silicone shear pads. isolators, operating temperature, and
the coupling used are major factors
affecting engine alignment values.
27
Typical Section Through Main Engine Foundation
Figure 2
28
03
01
312 [12.27"]
445 [17.52"]
605 [23.82"]
525 [20.67"]
2575 [101.38"]
2655 [104.53"]
2495 [98.23"]
436 [17.15"]
405 [15.94"]
801 [31.52"]
02 02 02 02
385 [15.16"]
399 [15.71"] 385 [15.16"]
460 [18.11"] 510 [20.08"]
435 [17.13"]
FLYWHEEL 560 [22.05"]
660 [25.98"] 660 [25.98"]
610 [24.02"]
841 [33.10"]
328 [12.91"]
243 [9.57"]
405 [15.94"]
691 [27.20"]
2318 [91.26"]
2832 [111.50"]
76 [2.99"]
3001 [118.14"]
782 [30.79"]
268 [10.55"]
01
ROTATED 90~
PLAN VIEW
4 Pads-Plan View
2575 [101.38"]
2655 [104.53"]
2495 [98.23"]
312 [12.27"]
445 [17.52"]
605 [23.82"]
525 [20.67"]
1345 [52.95"]
1425 [56.10"]
1265 [49.80"]
03
01
436 [17.15"]
405 [15.94"]
801 [31.52"]
691 [27.20"]
660 [25.98"] 610 [24.02"]
660 [25.98"]
560 [22.05"]
435 [17.13"] 460 [18.11"]
399 [15.71"] 385 [15.16"] 510 [20.08"]
385 [15.16"] PROFILE OF BOTTOM
OF OIL PAN CENTERLINE OF ENGINE
OIL DRAIN
02 02 02 02
385 [15.16"]
399 [15.71"] 385 [15.16"]
460 [18.11"] 510 [20.08"]
435 [17.13"]
FLYWHEEL 560 [22.05"]
660 [25.98"] 660 [25.98"]
610 [24.02"]
691 [27.20"]
405 [15.94"]
328 [12.91"]
243 [9.57"]
841 [33.10"]
76 [2.99"]
782 [30.79"]
2318 [91.26"]
268 [10.55"]
2832 [111.50"]
3001 [118.14"]
01
REAR VIEW
03
PLAN VIEW
CUSTOMER MTG LOCATION
ROTATED 90~
6 Pads-Plan View
312 [12.28"]
445 [17.53"]
525 [20.68"]
605 [23.83"]
405 [15.94"]
801 [31.52"]
436 [17.15"]
01
691 [27.20"]
610 [24.02"]
660 [25.98"] 660 [25.98"]
435 [17.13"] 560 [22.05"]
460 [18.11"] 510 [20.08"]
399 [15.71"] 385 [15.16"]
385 [15.16"]
PROFILE BOTTOM
OIL DRAIN 1 7/8-12 OF OIL PAN CENTERLINE OF ENGINE
NO. 24 PORT THD
02 02 02 02
385 [15.16"]
399 [15.71"] 385 [15.16"] 510 [20.08"]
435 [17.13"] 460 [18.11"]
FLYWHEEL 560 [22.05"]
660 [25.98"] 660 [25.98"]
610 [24.02"]
691 [27.20"]
3138 [123.55"]
3652 [143.79"]
3821 [150.43"]
405 [15.94"]
841 [33.10"]
243 [9.57"]
330 [12.99"]
268 [10.56"]
76 [3.00"]
782 [30.80"]
REAR FACE CRANKSHAFT ADAPTER
01
REAR VIEW
03
4 Pads-Plan View
3475 [136.82"]
3315 [130.52"]
3395 [133.67"]
1675 [65.94"]
525 [20.68"]
312 [12.28"]
445 [17.53"]
1755 [69.09"]
605 [23.83"]
03
1835 [72.24"]
801 [31.52"]
436 [17.15"]
405 [15.94"]
01
CENTERLINE OF
CRANKSHAFT
LEVELING SCREW
LOCATION ENGINE MOUNTING HOLES (33)
3 PLACES PER FOOT
1 1/2-12 THD
1 PER FOOT
02 02 02 02
385 [15.16"]
399 [15.71"] 385 [15.16"]
435 [17.13"] 460 [18.11"] 510 [20.08"]
FLYWHEEL 560 [22.05"]
660 [25.98"] 660 [25.98"] 610 [24.02"]
691 [27.20"]
3138 [123.55"]
3821 [150.43"]
3652 [143.79"]
782 [30.80"]
76 [3.00"]
268 [10.56"]
841 [33.10"]
405 [15.94"]
243 [9.57"]
330 [12.99"]
REAR FACE OF
CRANKSHAFT ADAPTER
01
03
REAR VIEW
CUSTOMER MTG LOCATION
6 Pads-Plan View
Figure 5
30
2940 [115.74"]
2780 [109.44"]
2860 [112.59"]
03
436 [17.15]
936 [36.85]
976 [38.44]
556 [21.89]
405 [15.94]
01
312 [12.28"]
480 [18.90"]
560 [22.05"]
640 [25.20"]
LEVELING SCREW LOCATION ENGINE MOUNTING HOLE
1 1/2-12 THD 33, 3 PER FOOT
1 PER FOOT
02 02 02 02
385 [15.16]
415 [16.34] 385 [15.15"]
435 [17.13] 460 [18.10"] 510 [20.07"]
FLYWHEEL 560 [22.04"]
660 [25.98] 660 [25.97"] 610 [24.00"]
691 [27.19"]
405 [15.94]
330 [12.99]
243 [9.57]
01
817 [32.17"]
303 [11.93"]
76 [2.98"]
3117 [122.71"]
2603 [102.47"]
3321 [130.74"]
REAR VIEW REAR FACE CRANKSHAFT ADAPTER
4 Pads-Plan View
LEVELING SCREW
LOCATION
1 1/2-12 THD
1 PLACE PER FOOT
03
2860 [112.59]
2780 [109.44]
2940 [115.74]
1480 [58.27]
1400 [55.12]
1560 [61.42]
312 [12.28]
480 [18.90]
560 [22.05]
640 [25.20]
01
436 [17.15]
936 [36.85]
976 [38.44]
556 [21.89]
405 [15.94]
FRONT FACE OF
CRANKSHAFT ADAPTER
ENGINE MOUNTING HOLES (33)
3 PLACES PER FOOT
691 [27.20]
610 [24.02]
660 [25.98] 660 [25.98]
560 [22.05]
435 [17.13] 460 [18.11]
385 [15.16] 510 [20.08]
415 [16.34]
385 [15.16] PROFILE BOTTOM
OF OIL PAN CENTERLINE OF ENGINE
OIL DRAIN
02 02 02 02
385 [15.16]
415 [16.34] 385 [15.16]
435 [17.13] 510 [20.08]
460 [18.11]
FLYWHEEL 560 [22.05]
660 [25.98] 660 [25.98] 610 [24.02]
691 [27.20]
2603 [102.47]
3117 [122.71]
76 [2.98]
3321 [130.74]
303 [11.93]
817 [32.17]
01
243 [9.57]
330 [12.99]
405 [15.94]
REAR VIEW
PLAN VIEW
CUSTOMER MTG LOCATION
ROTATED 90~
6 Pads-Plan View
01
CENTERLINE OF CRANKSHAFT
REAR FACE OF
CRANKSHAFT ADAPTER
LEVELING SCREW LOCATION
640 [25.20"]
480 [18.90"]
560 [22.05"]
312 [12.28"]
936 [36.85"]
976 [38.44"]
556 [21.89"]
436 [17.15"]
405 [15.94"]
ENGINE MOUNTING HOLES, 33
3700 [145.66"]
3780 [148.81"]
3860 [151.96"]
1 1/2-12 THD
8 PLACES
4 PLACES
691 [27.21"]
660 [25.97"] 660 [26.00"] 610 [24.03"]
560 [22.06"]
435 [17.13"] 460 [18.12"] 510 [20.09"]
385 [15.17"]
415 [16.34"]
385 [15.16"] CENTERLINE OF ENGINE
PROFILE BOTTOM
OIL DRAIN OF OIL PAN
02 02 02 02
CENTERLINE OF ENGINE
32
385 [15.16"]
415 [16.34"] 385 [15.15"]
435 [17.13"] 460 [18.10"] 510 [20.07"]
FLYWHEEL 560 [22.04"]
660 [25.99"] 660 [25.97"] 610 [24.00"]
691 [27.19"]
76 [2.98"]
01
REAR FACE CRANKSHAFT ADAPTER
817 [32.17"]
303 [11.93"]
243 [9.57"]
330 [12.99"]
405 [15.94"]
4241 [166.96"]
4037 [158.93"]
3523 [138.69"]
REAR VIEW
03
CUSTOMER MTG LOCATION
ROTATED 90 PLAN VIEW
4 Pads-Plan View
03
01
CENTERLINE OF CRANKSHAFT ENGINE MOUNTING HOLES (33)
3 PLACES PER FOOT
3780 [148.81"]
3860 [151.96"]
3700 [145.66"]
560 [22.05"]
480 [18.90"]
640 [25.20"]
312 [12.28"]
1480 [58.27"]
1560 [61.42"]
1400 [55.12"]
936 [36.85"]
976 [38.44"]
556 [21.89"]
436 [17.15"]
405 [15.94"]
691 [27.20"]
610 [24.02"]
660 [25.97"] 660 [25.98"]
560 [22.05"]
435 [17.13"] 460 [18.11"] 510 [20.08"]
385 [15.16"]
415 [16.34"]
PROFILE BOTTOM CENTERLINE OF ENGINE
385 [15.16"] OF OIL PAN
OIL DRAIN
02 02 02 02
33
CENTERLINE OF ENGINE
385 [15.16"]
415 [16.34"] 385 [15.16"]
435 [17.13"] 460 [18.11"] 510 [20.08"]
FLYWHEEL 560 [22.05"]
660 [25.99"] 660 [25.98"]
610 [24.02"]
691 [27.20"]
76 [2.98"]
REAR FACE CRANKSHAFT ADAPTER
303 [11.93"]
817 [32.17"]
01
243 [9.57"]
3523 [138.69"]
4241 [166.96"]
4037 [158.93"]
405 [15.94"]
330 [12.99"]
03
REAR VIEW
CUSTOMER MTG LOCATION PLAN VIEW
ROTATED 90
6 Pads-Plan View
Figure 8
®
LEKM8468 8-98
®
Controls
Pneumatic Control System
Electronic Controls
Engine Governors
Clutches
Shaft Brake
Fixed Pitch Propeller Systems
Recommended Control System
Raised Low Idle Speed Setting
Engine Throttle Boost
Shaft Brake
Flexible Control System Timing
Typical Pneumatic Control System
Controllable Pitch Propeller Systems
Single Engine
Multiple Engines
Instrumentation and Monitoring Systems
Wire Routing
Instruments
Alarms and Shutdowns
Protection System Settings
Alarm Settings
Caterpillar Protection Systems
Marine Monitoring System
Standard Relay Based Protection System
Alarm Panel
Electrical Systems
Caterpillar Wiring Diagrams
Electrical Speed Switch
Commissioning
Instrumentation
Fixed Pitch
Controllable Pitch
3161 (LIO) Marine Governor Setup
Control system types and sophistication Electronic engine controls with
levels are varied. This section covers pneumatic ship controls require a
common Caterpillar 3600 engine control pressure-to-current or pressure-to-
arrangements and governor features. voltage transducer to convert the
pneumatic speed signal to a usable
The two basic control systems used are electrical signal.
electric and pneumatic. A number of
variations can be developed from these,
but only the more common will be Electronic Controls
discussed herein.
Electronic propulsion controls are
becoming more popular. This type of
system is typically used for:
Pneumatic Control • Multiple engines driving a common
System controllable pitch propeller requiring
precise load sharing between engines
Pneumatic engine control is the most
operated under different conditions.
common method of speed setting
See Figure 6 in the Drawings
3600 marine engines. Control pressures
section of this guide.
range from 69 to 690 kPa (10 to 100 psi)
and 69 to 414 kPa (10 to 60 psi). Valves, • Single main engines driving a
switches, and relays are commercially controllable pitch propeller and a
available to allow for multiple station number of different power takeoffs
operation. While pneumatic systems (PTOs). See Figure 6 in the Other
allow for installation over longer Applications section of this guide.
distances, they are prone to delays in the The PTOs could consist of ship service
control signal between the bridge and generators, pumps, and/or
the engine room. Routine maintenance compressors.
is required to keep the system leak-free • Multiple engines of different power
and prevent water and oil ratings driving a controllable pitch
contamination. The pneumatic signal propeller (Father-Son engine
can be connected directly to the configuration). This arrangement
Woodward 3161 governor with requires load sharing over the
pneumatic speed control. Examples are operating range of the propulsion
illustrated in Figures 1 through 3 on system (see Figure 4).
pages 27 through 29.
8 ft
KG30 GOVERNOR
TYPE 3161
INCR.
STG30 ACTUATOR
6
Electronic: Electronic:
Heinzmann KG30 governor with Woodward 721 digital governor
STG30 Actuator (Proportional, integral, and derivative
(Proportional, integral, and governor)
derivative governor)
• Remote and local electronic speed
• Remote speed setting inputs
potentiometer standard, optional mA • Fuel limiting feature available for
or VDC speed setting transducer or boost pressure, speed, and starting
pneumatic speed setting with
• Fuel indexing control
pressure transducer
• Torsional filtering and alarm (requires
• Optional smoke limiter with pressure
additional magnetic pickup)
transducer
• Multiple ramp rates
• Actuator is all electric without
ballhead backup, no oil required • Gain slope and gain windows
• 0-8% adjustable droop • Choice of actuators: UG-18 with no
ballhead backup, EGB-13P (in-line)
• Actuator is spring loaded to shutoff
or EGB29P (vee) with ballhead
and is energized-to-run (ETR)
backup, or PGA-EG with tracking
• Requires 20-35 VDC (24 VDC ballhead, all require oil
nominal) @ 8 amps, optional power
• UG actuator is forward acting and
supply/battery backup available
ETR only, forward/reverse acting and
• Equal rack load sharing available for ETR/ETS combination available with
multiple engine applications EGB and PGA-EG actuators
• Setup/trouble shooting hand tool • Isochronous or adjustable droop
provided operation
• Reference SENR4661, Heinzmann • Requires 18-40 VDC (24 VDC
Marine Governor Service Manual nominal) power supply
• Equal rack load sharing available for
multiple engine applications
• 8 discrete inputs, 4 analog inputs,
3 relays, and 3 analog outputs
• Rough sea mode
• Clutch inputs and clutching logic
• Soft loading and unloading
• Parameters set by hand-held
programmer
7
Clutches The duration of clutch slip is limited by
the heat rise (thermal horsepower) the
Selection of marine gear clutches is clutch materials can withstand. The
important to propulsion system heat generated during slip is a function
operation. Clutch characteristics directly of instantaneous driveline torques,
affect how rapidly the propulsion system driveline inertia, and the difference in
can respond to maneuvering demands of velocity of the clutch’s driven and
the vessel. driving elements. Matching a clutch’s
slip ability to the engine’s torque rise
The 3600 Family of Engines’ low load characteristics is an iterative process.
torque rise characteristics exceed most The engine may stall if the slip duration
similar engines (including two stroke is too brief. If the slip duration is too
design). Their ability to develop low rpm great, the resulting frictional heat load
power depends on how quickly the will exceed the thermal capacity of the
exhaust gas turbocharger can increase clutch, resulting in clutch failure. The
the combustion air mass flow rate. This clutch manufacturer must be consulted
is inherent in all high bmep four stroke in the early project stages.
diesel engines. It becomes more
important when the main engine is The control system must precisely time
operating at a low load/idle rpm and sequence ahead and astern clutch
condition and a high torque demand is engagement during all maneuvering
placed on the engine. Figure 7 illustrates conditions.
the time required for an unloaded/idled
engine to achieve rated horsepower at a
specific rpm. The reduction gear clutches Shaft Brake
must be capable of providing a smooth
transition from a no load to high load A propeller shaft brake is beneficial in
condition. This is directly related to applications where frequent
clutch slip capability. maneuvering is required, or if full speed
reversals may be encountered. A
% of Power properly controlled shaft brake will stop
100 the rotation of the propeller when the
90 reduction gear clutches are disengaged.
80 This action reduces the heat loading of
70
the clutches and the amount of torque
60
required from the engine/clutch to
50
complete a shaft directional change.
40
30
20
Several advantages are gained with the
10
use of shaft brakes:
0 1 2 3 4 5 6
TIME (seconds)
Approximate TimeFor
Time Required Required For
Turbocharger
Turbocharger Acceleration
Acceleration
Figure 7
8
• Reduce vessel maneuvering time. Fixed Pitch Propeller
Vessel speed is reduced quickly due to
increased drag of a stopped propeller Systems
versus a windmilling propeller. The Pneumatic or electronic control systems
propeller back torque is also reduced require proper sequencing of shaft brake
as vessel speed diminishes. engagement, clutch engagement, and
• The shaft brake brings the propeller engine speed to ensure safe vessel
to a stop with the propeller back operation and driveline component
torque and driveline momentum protection.
transmitted directly into the hull. The
main engine is only required to Sufficient engine torque must be
develop the torque associated with a available at engagement engine speed
stopped propeller shaft rather than a when shifting from forward to reverse,
windmilling propeller. Because or vice versa, to overcome driveline
thermal loading on the engaging inertia and propeller back torque. The
clutch is greatly reduced, clutch life is engine will stall or operate in reverse if
extended. sufficient torque is not available.
• The propeller shaft brake will reduce
the chance of engine stall when It is important to review the propeller
attempting crash stops, or when characteristics during the preliminary
attempting high vessel speed shaft design phase of the vessel. This includes
reversals. propeller torque during deceleration and
Consider a propeller shaft brake on any reversing. These values are graphically
fixed pitch marine propulsion system represented on a Robinson Diagram,
where repetitive high speed Figure 8.
maneuvering is a requirement.
Propeller back torque is generated by a
Both disc and drum type brakes are free-wheeling propeller being turned by
available. The brake and structural water flowing past the hull.
supports must be sized for full rated Engine stalling and reversal problems
shaft torque, and should stop the shaft can be predicted with a Robinson
quickly during all maneuvering diagram of the propeller. Inform the
scenarios. Shaft brake size requirements propeller designer of the ship’s intended
will vary with the propeller type, maneuvering characteristics.
driveline inertia, vessel speed, and
vessel application.
9
0 1.0
0.8
0.2 0.6
POSITIVE
0.4
0.4
TORQUE 0
0.8 0.4 0.4 0.8
NEGATIVE
0.4
0.8
1.2
ASTERN AHEAD
SHAFT
Shaft RPM
rpm
Robinson Diagram
Robinson Diagram
Figure 8 Propeller TorqueTorque
"Propeller During Deceleration
During and
Deceleration and Reversing
Reversing"
10
Engine Throttle Boost Event Sequences (Adjustable)
Throttle boost momentarily raises the 1. Governor move to low idle
idling speed setting of the engine. The 1a. Engine used as a dynamic brake,
engine speed increase should occur just (coast down with engine absorbing
prior to engagement of the clutch. The propeller torque)
momentary speed increase occurs only 2. Clutch disengaged
during maneuvering; the engine’s
3. Shaft brake applied, propeller shaft
normal idle speed is unaffected. Keep
stops
throttle boost as low as possible because
it tends to increase the load on clutches 4. Shaft brake released
during maneuvering. With air clutches, 5a. Throttle boost applied
increased throttle boost will increase 5b. Clutch fill
centrifugal forces on the clutch pads, 5c. Clutch contact*
causing very rapid clutch lockup. The 5d. Clutch lockup*
control system should permit 6. Throttle boost off, governor to full
adjustment of the amount, duration, and fuel position
rate of throttle boost. As a safety feature,
some application controls will not allow * The time between contact and lockup
throttle boost to be applied until marine represents clutch slip.
gear oil pressure reaches a preset level.
The timing sequence from shaft brake
Shaft Brake off to clutch lockup should result in only
Proper control and sequencing of the one quarter revolution of the propeller
shaft brake is extremely important. shaft. This ensures no overlap between
Improper adjustment of the brake and brake release and clutch engagement.
clutch sequencing will manifest itself in With the above sequencing and timing,
two ways - clutch/brake overlap or the shaft brake will engage any time the
underlap. Overlap can occur if the clutch pilot house control lever is in the neutral
engages before the brake is released. position. Throttle boost will activate
This would be realized as an additional each time the pilot house control lever is
load on the engine imposed by the shifted from neutral to a clutch-engaged
engaged brake. Conversely, underlap position. The boost timing must be
represents releasing the brake prior to precise in multiple engine installations
clutch engagement. In this case, the to prevent one engine from attempting
propeller will quickly begin to windmill, to provide required power before the
and much of the advantage of the brake others become active.
is lost.
Without a propeller shaft brake, a longer
Overlap is desired in some applications pause in neutral in place of Steps 3 and
to allow the engine torque to rise prior to 4 will normally be required to allow
brake release. vessel speed to diminish.
11
A proportional neutral delay-type Typical Pneumatic Control
control system is highly recommended to System
allow a variable time delay between The Rexroth Logicmaster Pneumatic
steps 3 and 4 when the shaft brake is Control System is an example of a
applied. This delay is proportional to the flexible sequencing propulsion control
last-called-for engine speed signal system. Other manufacturers may also
(indirectly related to vessel speed at the provide similar suitable systems.
time of maneuver). A crash reversal The system provides interlocked and
from full speed causes the brake to be sequenced operation of proportional
applied longer than when slow speed timing in ahead and astern clutch
maneuvering. In full speed reversal, engagement and engine speed control.
adjust the neutral delay to be just long This ensures proper operation of the
enough to slow the vessel speed, so propulsion machinery as the operator
propeller back torque won’t reduce manipulates the remotely mounted
engine speed 100 rpm below low idle control lever. The control system
setting when engaging the astern clutch. incorporates the following interlocks and
the optional features:
For adequate lubrication and to prevent
• Positive cross engagement interlocks
engine stall during vessel maneuvers, it
ensure that one clutch is vented before
is imperative that engine speed not drop
the opposite clutch can be engaged.
100 rpm below the low idle rpm. Engines
equipped with the Woodward 3161 • The clutch engagement system
governor will shut off fuel if subjected to incorporates a three stage clutch fill
engine reversal. Engines equipped with as shown in Figure 9.
electronic speed governors need extra 1. An initial quick-fill to bring the clutch
protection to prevent the engine from pads into contact with the drum, (or
firing and starting in reverse. hydraulic clutch plate initial
movement).
Set the control system timing as fast as 2. A controlled (adjustable) rate of fill of
the propulsion system can safely be approximately 6 seconds.
operated. Set and permanently lock-wire 3. Hard fill inflation at a maximum rate
the timing adjustments after the up to supply pressure.
completion of sea trials. Record the
sequence timing and adjustment
100 Supply
settings in the control box for future Pressure
90
reference.
80
Clutch Pressure
Hardfill pressure
• Less than one second initial pressure 50
Clutch is Fully
to clutch touch point 40
lat
ion Locked Up
du
30 Mo
• Six seconds from clutch touch to full
20
lock Fill
10
• One second hard fill time
0
• Proportional delay of one second per 2 4 6 8 10
12
The initial quick-fill assures the clutch Controllable Pitch
will move just to the point of contact as
soon as possible to reduce the overall Propeller Systems
clutch engagement times. Controllable pitch propellers have blades
separately mounted on the hub. The
Note: For dry type drum clutches, the pitch can be changed or reversed to suit
higher the throttle boost the faster the vessel operating conditions. The two
clutch spins and the greater the basic propulsion systems are:
centrifugal force exerted on the clutch
• Single or multiple main engines with
pads. High engine rpm with the clutch
auxiliary power takeoffs (PTOs)
disengaged will result in the pads
requiring main engine load control.
engaging too fast. As a result,
centrifugal force will tend to hold the • Multiple main engines with power
clutch pads away from the hub until the takeoffs (PTOs) requiring main engine
air pressure overcomes the centrifugal load control and load sharing.
forces. If the throttle boost is too high
the actual clutch lock-up times can be Single Engine
cut to less than 1/4 the clutch fill times With a single main engine the engine
because of the influence of centrifugal controls are required to:
forces. • Interface with the controllable pitch
• Governor speed boost is applied propeller (CPP) system’s engine speed
during initial clutch engagement to demand signal. This component
prevent engine stalling. This boost is typically converts the CPP system
adjustable in magnitude, duration, speed demand signal to a signal that
and rate. is usable by the engine speed
• A clutch-pressure-engine speed signal governor.
interlock is used to ensure the clutch • Generate a signal representative of
is inflated to lockup pressure prior to the engine’s power output to the CPP
an engine speed increase. control system. This component’s
• Proportional neutral time delay output is electrical in nature. It is
occurs in both ahead and astern utilized by the CPP control system to
directions. The delay is adjustable and protect the engine from overload. If an
provides a neutral time proportional overload condition is detected, the
to vessel speed. Normal low speed propeller pitch is reduced until the
maneuvers are accomplished with a engine is no longer overloaded.
minimum delay.
The Woodward 3161 can be used in this
• The ahead clutch hold-in function
application. An additional interface
shortens the reversing time by holding
device is required to convert a voltage or
the ahead clutch while the vessel
current speed signal to a pneumatic
coasts down in speed. This procedure
speed signal acceptable to the governor.
uses the engine’s compression to
A rack position indicator is required for
absorb torque from the propeller.
an electrical engine load signal.
• A shaft brake signal (optional) is
provided to actuate a shaft brake in The Heinzmann E30 electronic governor
synchronization with the clutch system is capable of interfacing directly
engage/disengage control system. The with CPP control systems. An SG02 rack
brake is released when clutch position indicator is required to provide
engagement is initiated and is applied an electrical engine load signal (either 4-
when both clutches are disengaged. 20 mA, 1-5 VDC or 1-10 VDC) to the
When a brake is used, the interlocks CPP control system. It is mechanically
provide a neutral hold to permit the connected to the fuel system linkage and
brake to be applied and the shaft outputs a signal directly to the CPP
stopped before reversal is initiated. control system.
13
A speed setting potentiometer is Multiple Engines
provided standard with the Heinzmann With several main engines driving a
E30 governor system, but the governor single propeller the controls are required
can receive a remote electrical or to:
pneumatic speed signal from the CPP
• Interface with the controllable pitch
control system with the addition of a
propeller (CPP) control system’s
SW09 speed setting transmitter or BG03
engine speed demand signal. This
pressure converter. The SW09 speed
component typically converts the CPP
setting transmitter receives a 1-5 VDC
system speed demand signal to a
or 4-20 mA signal from the CPP control
signal usable by the engines’ speed
system and sends a signal to the
governors.
governor to match speed demand. The
BG03 pressure converter receives either • Generate an electrical signal
a 1-5 bar or 1-10 bar pneumatic pressure representative of the engines’ power
signal from the CPP control system and output to the CPP control system. It is
converts it to an electrical signal that is utilized by the CPP system to protect
sent to the governor for speed demand. the engines from overload. It provides
a reference for a proper diversion of
Caterpillar provides a Heinzmann load during load sharing operation.
control panel that encloses the governor,
rack position amplifier, speed setting Either the Heinzmann E30 or
potentiometer and remote speed setting Woodward 721 electronic governor can
transmitter all pre-wired and ready for be used for multiple engine loadsharing
customer installation. A local/remote applications. The Heinzmann system
switch is mounted on the front of the uses an SW50 marine control unit for
panel for choosing governor control from each engine, along with the STG30
the local speed setting potentiometer or actuator, KG30 governor and SG02 rack
from the remote speed setting signal. An position indicator, that provides the
optional power supply/battery backup following features (see Figure 11 on page
box is also available since the governor 31):
does not have a ballhead backup. See • Equal fuel rack load sharing
Figure 10, on page 30, for a typical • Direct interface capability for volts
wiring schematic of the Heinzmann E30 or milliamps speed setting (SW09 not
governor system. needed)
• Adjustable speed ramping between
The Woodward 721 governor is also idle and rated speed
capable of interfacing directly with CPP • Fuel limiting proportional to boost
control systems. As with the other two pressure
governors previously discussed, a rack • Smoke limiting (requires an optional
position signal is required from the pressure transducer)
governor to the CPP control system to • Power supply and battery backup
indicate engine load. An electrical provided as standard
engine speed demand signal is required
from the CPP control system to the 721 The Woodward 721 governor also
governor. provides equal fuel rack loadsharing
between multiple engines. A rack
position indicator is required for each
engine along with a choice of fuel rack
actuators previously discussed.
14
Instrumentation and A Lube Oil Pressure
Loss of oil pressure is likely to result
Monitoring Systems in severe engine damage. Quick
Wiring Routing - action in reducing engine speed and
load or stopping the engine can
Preferred Practices minimize damage. Engine oil
Wiring for D.C. circuits, magnetic pressure must be continuously
pickups, thermocouples, and resistance monitored and recorded, either
temperature detectors (RTDs) can be manually or automatically.
routed in common conduits. They must
not be in the same conduit with A.C. A Lube Oil Temperature
circuits. Separate A.C. circuits greater Much like all modern diesel engines,
than 600 Volts from A.C. circuits less 3600 Engines rely on piston
than 600 Volts. cooling with lubricating oil. Oil
temperature is a good indicator of
Always use 100% shielded wire for cooling system operation as well as oil
magnetic pickups as well as wiring for cooler condition.
the electronic governor actuator. A Jacket Water Temperature
Jacket water temperature increase is
The RTDs supplied by the factory are almost as serious as loss of lube oil
100 Ohm platinum, and all factory pressure and is more likely to occur.
supplied thermocouples are type K with Similar quick action can minimize
chromel alumel material. Care must be engine damage.
taken when attaching additional wiring A Intake Manifold Air Temperature
at the job site. The wrong material, High technology diesel engines rely
incorrect fastening, or different lengths on efficient turbocharger and
can result in erroneous temperature aftercooler operation to produce the
readings. required output within safe operating
limits. Air inlet temperature is a good
Instruments (also see indication of the turbocharger and air
Alarm/Shutdown section) inlet system operation.
The Caterpillar supplied engine A Exhaust Manifold Temperature
protection, alarms, and instrumentation Changes from normal exhaust
systems are strongly recommended. manifold temperatures give useful
Installations not using recommended information concerning air filter
systems must have factory approval. restriction, aftercooler restriction,
valve problems, turbocharger fouling,
The functions below are listed in their and engine speed and load.
order of desirability for operator station
A Clock Hour Meter
instrument panel placement.
Operating hours are essential for
A = Highly Desirable Instrumentation determining required maintenance
(Caterpillar, Caterpillar dealer, intervals.
installer, or user supplied)
A Fuel Pressure
B = Desirable Instrumentation Low fuel manifold pressure to the
C = Useful Instrumentation unit injectors can result in poor
performance, reduced power, poor
A Engine Speed (rpm) starting characteristics, and misfire.
Observing the relationship between
B Differential Pressure Gauges
engine speed and governor (or rack)
Oil, fuel, and air filter condition can
can allow the operator to make
be accurately monitored with the
engine operation and maintenance
differential pressure gauges. The
judgments. Manual shutdown for an
instrumentation is helpful in
overspeed fault is not possible as an
determining service periods.
engine will overspeed too quickly for
operator reaction.
15
B Crankcase Pressure (or vacuum) C Sea Water Pressure
High crankcase pressure can indicate Particularly when using an engine
crankcase breather malfunctions or driven sea water pump, it is
problems in the piston and piston important to insure that sufficient
ring belt areas. Changing trends in sea water pressure is delivered to the
crankcase pressure will normally engine cooler. Engine overheating
detect impending problems. may result from loss of sea water
Continued operation of an engine pressure. In many single engine
with severe problems can result in applications, an electric emergency
significant damage to the engine. In sea water pump will be used to
these rare instances, the damage automatically start upon loss
occurs much too rapidly to detect by of engine driven pump pressure.
normal gauge observation. Automatic C Jacket Water Pressure
engine shutdown for high crankcase It is important to maintain jacket
pressure is essential. See water pressure to the engine to
Alarm/Shutdown section. prevent overheating. Single engine
B Inlet Manifold Air Pressure applications may use an electric
This measurement is helpful in emergency jacket water pump to
determining the condition of the automatically start upon loss of
turbocharger, aftercooler, and air engine driven pump pressure.
intake system as well as being an C AC/OC Water Pressure
indicator of engine load. Loss of AC/OC water pressure will
B Oil Scavenge Pump Outlet result in high inlet manifold air
Pressure temperature and lube oil
Large engines can be applied in temperature, which can quickly cause
installations requiring very large engine damage. An electric
external oil sumps in addition to the emergency AC/OC water pump may
engine oil pan (dry sump be installed to automatically start
configuration). In those instances the upon loss of engine driven pump
oil pressure measured at the scavenge pressure.
pump outlet can detect oil system C AC/OC Water Temperature
problems prior to low pressure It is beneficial to monitor AC/OC
detection in the main engine water temperature to help determine
lube oil supply. operating efficiencies of the
B Air Start Pressure aftercooler and oil cooler. Impending
Low air tank pressure can prevent problems with the inlet regulator
engine starting until tank pressure is may be detected with a gradual rise
raised to the required level. in water temperature.
C Individual Cylinder Exhaust C Fuel Temperature
Temperature The temperature of the fuel delivered
While these instruments will give to the engine may be useful for
warning of individual injector failure, determining the fuel viscosity and
the inevitable wide tolerance on the power limitations of the engine. Fuel
standard temperature (± 42°C (75°F)) at higher temperatures causes a
often causes undue operator concern. reduction in maximum available
Advantages gained can be engine power and lower fuel viscosity
overshadowed by cost (thermocouples which may lead to seized injectors.
need annual replacement) and need
for special operator training.
16
Alarms and Shutdowns A Low Lube Oil Pressure Alarm
A wide variety of preset contactors And Shutdown
(switches), transducers, and RTD’s are Two operating conditions require
available to activate a specified alarm, alarms and shutdowns: low oil
light, or engine shutdown. Any pressure at low engine speed (idle
equipment operating function can be conditions) and low pressure at high
monitored depending on individual engine speed and/or load. A safe oil
installation requirements. pressure while operating at very low
loads and/or speeds is too low at full
Alarm switches available from load/speed conditions. The system
Caterpillar operate at various voltages includes two pressure-sensitive
(refer to Form No. LEBQ5043, 3600 contactors for alarm, two for
Engine and Attachment Selection shutdown and one speed (rpm) switch
Guide). They are single-pole, double- to decide which pressure switch has
throw type. the authority to initiate the alarm or
shutdown for the engine.
Minimum engine protection includes A High Crankcase Pressure
automatic shutdowns for overspeed, low Shutdown
lubricating oil pressure (at both low and High crankcase pressure indicates
high engine speeds), and high crankcase problems occurring in the piston and
pressure. Additional shutdowns are piston ring belt areas. Continued
available for cooling water loss, high operation of an engine with severe
lubricating oil temperature, high jacket problems can result in significant
water temperature, and oil mist damage.
detection. A Oil Mist Detector Shutdown
A = Mandatory (Caterpillar supplied). An oil mist detector may be required
Exceptions to this requirement will by marine societies on engines with a
only be allowed by agreement from rating of 2250 bkW and higher. Oil
Caterpillar. mist can be an immediate indication
B = Highly desirable of an impending bearing failure, and
the engine should be shutdown for
C = Useful
inspection.
A Overspeed Shutdown A High Oil Temperature Alarm
Overspeed faults occur when some Oil temperature measured near the
part of the engine fails, causing the supply to the engine oil manifolds
fuel control mechanism to lock in a and piston cooling jets indicates the
high fuel flow condition. When the lube oil cooling system’s condition.
engine load goes to a low level the Higher than normal oil temperatures
engine will continue to receive a high can result in bearing and/or piston
fuel flow. Without the load, the engine problems.
speed increases rapidly to a A Cooling Water Loss Alarm
dangerously high level. Generally, the Warning of coolant loss can allow the
engine’s air and fuel supply must be operator to save an engine which
cut off to stop the engine. The air would otherwise be lost to overheat
shutoff requires a 552 kPa (80 psi) failure. If the high water temperature
minimum air supply pressure for sensors discussed below are not
activation force. Overspeed contactors immersed in water they will not
are set 13% nominally over rated activate. This coolant detection
engine speed to avoid nuisance switch is installed on the engine at
engine shutdowns during sudden the highest location in the jacket
reductions in engine load. water system.
17
A High Jacket Water B Expansion Tank Level Alarm
Temperature Alarm While coolant temperatures and
Set the high coolant temperature pressures are important indicators of
contactors to activate within 2.8°C cooling system operation, an
(5°F) of the highest normal engine expansion tank level alarm can
temperature at the time of indicate loss of system coolant.
installation. C Low Starting Air Pressure
A Intake Manifold Air Alarm
Temperature Alarm Time saving feature to alert the
Excessive intake air temperature operator of impending starting
indicates problems in the problems prior to attempting to start
turbo/aftercooler/air intake system. the engine.
A Exhaust Manifold C Low Injector Coolant
Temperature Alarm Pressure Alarm
Excessive temperatures indicate a Lack of adequate injector tip cooling
variety of impending engine can result in injector problems when
problems, see the previous section on using heavy fuel.
Instruments. C Low Sea Water Pressure Alarm
B Fuel Temperature Alarm Can warn of impending problems
High fuel temperature can present with an engine mounted sea water
performance, power loss, and injector pump.
durability problems. This is even C Low Jacket Water
more significant when operating on Pressure Alarm
heavy fuel. Can warn of impending problems
B Oil Level Alarm with an engine mounted jacket water
Oil temperatures and pressures are pump.
not the complete picture of an C Low AC/OC Water
engine’s lubrication system condition. Pressure Alarm
An alarm to signal low oil level in the Can warn of impending problems
sump can also warn of impending with an engine mounted AC/OC
danger. water pump.
B Low Fuel Pressure Alarm C Low AC/OC Water
Low fuel pressure in the fuel Temperature Alarm
manifold supplying the unit injectors Set the AC/OC water temperature
can result in poor performance, alarm at 65°C (149°F) for distillate
reduced power, poor starting fuel engines and 38°C (100°F) for
characteristics, and misfire. heavy fuel engines.
B High Injector Coolant
Temperature Alarm
For use with heavy fuel.
18
C Differential Pressure Alarms Protection System Settings
Oil and fuel filter condition should be The chart below lists required protection
monitored with differential pressure system settings. See the chart below for
alarms to prevent low oil and fuel alarm function settings. The settings
pressure delivery to the engine. should be used for the protection and
C Exhaust Temperature monitoring system, regardless of source
Deviation Alarm (attachment, special order, or customer
An individual injector failure may be provided).
detected with an exhaust port
temperature deviation alarm.
Protection System
Function Alarm System Settings Shutdown
Oil Pressure
650-1000 rpm 320 kPa 46 psi 260 kPa 38 psi
Oil Pressure
0-650 rpm 120 kPa 17 psi 105 kPa 15 psi
Crankcase
– – 101.6 mm H20 4.0 in. H20
Pressure
Note: Low sea water pump pressure, low JW pump pressure, and low aftercooler pump pressure alarms are
normally connected to the 650 rpm speed switch contacts. Pump pressures below 650 rpm will not result in
an alarm. The alarm contactor can therefore be set at 140 kPa to protect the engine at high speeds and loads
without getting nuisance alarms at low engine speeds.
19
Alarm Settings dependent on fuel viscosity and the fuel
The chart below lists alarm system conditioning requirements to maintain
settings. Fuel temperature and injector the viscosity at the unit injector between
coolant temperature alarm settings are 15 and 20 cSt.
Metric U.S.
Note: Low sea water pump pressure, low JW pump pressure, and low aftercooler pump pressure alarms are
normally connected to the 650 rpm speed switch contacts. Pump pressures below 650 rpm will not result in
an alarm. The alarm contactor can therefore be set at 140 kPa to protect the engine at high speeds and loads
without getting nuisance alarms at low engine speeds.
20
Caterpillar Protection Standard Relay Based
Systems Protection System
Caterpillar offers two types of engine Caterpillar also has a standard relay
protection systems, the Marine based protection system that uses
Monitoring System (MMS) and the separate panels for control, protection,
standard relay based protection system. and monitoring. A start/stop control
panel provides these functions for the
Marine Monitoring System engine. A customer mounted junction
The Caterpillar MMS is a box contains the relay protection logic
microprocessor based engine control, and a separate contactor panel provides
protection and monitoring system the required switches for alarm and
designed specifically for marine shutdown parameters. Flexible hoses
applications. The control features of the must be used to connect the pressure
system enable the operator to start and switches from the contactor panel to the
stop the engine locally from the MMS engine and the temperature switch
panel or remotely. The minimum capillaries must also be connected to the
protection features enable the system to engine. A separate relay based alarm
shutdown the engine if overspeed, low annunciation panel is also available with
oil pressure, crankcase pressure, or oil this system.
mist detector (if applicable) parameters
exceed the set points. The monitoring Alarm Panel
features allow the operator to view Caterpillar recommends the following
current operating temperatures and minimum features in alarm panels:
pressures of various engine parameters. • Fault light lock-in circuitry keeps the
A 10” touch screen computer display fault light on when intermittent
screen displays the information, and faults occur.
shows when a parameter is in alarm • Lockout of additional alarm lights
condition. prevents subsequent alarm lights
from going on after the activated
The MMS utilizes all engine mounted engine shutoff stops the engine. This
sensors so there are no customer aids in troubleshooting.
pressure connections or temperature
• Alarm silence allows the operator to
capillary connections. All sensors are
acknowledge the alarm without the
wired to an engine mounted terminal
need to continually listen to the
box. The entire system is enclosed in a
alarm horn. The alarm light is left on
single panel for ease of installation. The
until the fault is corrected.
MMS can also communicate with other
shipboard alarm systems via an • If more than one engine is connected
industry standard data link connection. to an alarm panel, a fault in a second
The system has been designed to meet engine should activate the alarm
ABS, Lloyd’s and DNV unmanned even though the alarm horn may
engine room requirements. The MMS have been silenced after a fault on
has some flexibility built in to allow another engine.
customers to add additional monitoring • Circuit test provides for periodic
and alarm parameters such as marine checking of alarm panel functions.
gear oil temperature and pressure, bilge
level alarms, etc. See Figure 12 for one
line drawing of the MMS system layout.
21
Electrical Systems • Overspeed: Provides an adjustable
Caterpillar Wiring Diagrams overspeed setting. The overspeed
The following are generic comments recognition point is typically set at
applicable to Caterpillar wiring 113% of rated speed for engines rated
diagrams: at 720, 750, 900 and 1000 rpm. This
• SR1 is used to activate the fuel gives a shutdown before 120%
shutoff for any fault reason. This overspeed is reached. The switch
relay can also be used to trip a circuit trips using a latching contact on
breaker. increasing speed. A manual reset
button on the switch is used to clear
• SR2 is used to activate the air shutoff
the fault. The switch also has a 75%
due to an emergency or overspeed
verify feature which provides an
fault.
electrically simulated overspeed
• The position of all switches are shown shutdown at 75% of the true
at rest. overspeed setting (rpm).
• Crank termination (CT) comes on at • Crank Termination: Senses if
170 rpm and stays on for two engine is running. This contact
seconds after the engine shuts down. becomes energized when engine
• The engine electrical system uses less speed reaches 170 rpm on increasing
than 1 amp during normal operation speed and stays energized for two
with no faults. About 40 milliamps seconds after the engine stops. It
are used when the engine is stopped. automatically disengages the starter
About 7 amps is used during an and energizes the safeties after a
overspeed fault until the engine 9 second delay on startup.
comes to a complete stop.
• Oil Step: Used to arm the high speed
• The annunciator panel has its own oil pressure alarm and shutdown
power supply. Once a light is turned contactors. It is preset to arm when
on it stays on (latched in) until the engine speed reaches a preset
reset button is pressed. function of rated engine speed. The
• The water level low alarm switch unit has a 9 second delay on
(WLLA) and the oil level low alarm increasing speed and no time delay on
switch (OLLA) are shown in the no decreasing speed. It allows time for
fluid condition. pressure to develop to the alarm and
shutdown contactors before checking
Electrical Speed Switch for faults.
The Caterpillar electrical engine speed • Miscellaneous: The air shutoff and
switch is located inside the MMS panel governor fuel shutoff solenoids trip for
or junction box as applicable. The power overspeed or emergency shutdowns.
supply to this switch can be 8-40 VDC, The air shutoff and speed switch
but is typically 24 VDC. It receives its must be manually reset for restarts.
speed input signal from a magnetic The air shutoff is connected as an
pickup which senses speed from the energized to shutdown solenoid. Only
flywheel ring gear teeth. All contacts are the governor fuel shutoff solenoid
single pole, double throw, “C” form. The trips in other shutoff modes. 24 VDC
engine speed switch provides three is standard for both the fuel and air
functions: shutoff solenoids.
22
PRELUBE GOVERNOR TO ALARM/SHIP CENTRAL
MOTOR CONTROL
PRELUBE STARTER PANEL
PUMP
ENGINE CONTROL
YARD SUPPLIED PANEL
COMPONENTS (ECP)
(YSC) CONTAINS
START-STOP & PLC
LOGIC,
ENGINE TACH,
AND
TO ALARM/SHIP CENTRAL
HOUR METER
MODBUS &
CONTACTORS & CAT SUPPLIED
4 - 20 mA
23
TO REMOTE MONITOR
DATA-LINK
ENGINE GOVERNOR
JBOX ACTUATOR
(EMTB)
EXHAUST RAIL(S)
Figure 12
Commissioning A. Governor Installation and
Engine Synchronization
Recommended Procedure
Instrumentation • Install governor with linkage to the
Because of the need for precise rack control housing disconnected.
sequencing of the control system, use an Note: Use caution — the governor drive
event logger during the commissioning can fall inside the engine.
of the propulsion system. The
instrumentation points are: • Rotate the allen head rig pin on the
governor and move the governor
Fixed Pitch output lever to fuel on. Hold the lever
against the pin with a force of
• Engine speed
approximately 20 N•m (15 lb ft). The
• Shaft speed governor is now in the sync position
• Shaft brake pneumatic signal (about 50% fuel).
• Astern clutch pressure
• Install the engine sync bolt (without
• Engine pneumatic speed signal the washer) and rotate the racks in
• Ahead clutch pressure the fuel on direction. Hold the racks
• Engine fuel rack position against the sync bolt with a force of
• Turbocharger boost pressure approximately 20 N•m (15 lb ft). The
engine racks are now in their sync
Controllable Pitch position.
• Engine speed
• Adjust the engine-to-governor rod
• Shaft speed
until the bolts on the rack control
• Engine pneumatic speed signal housing and governor can be installed
• Propeller pitch position freely. Install the bolts, remove the
• Engine fuel rack position tension from the governor and rack,
• Turbocharger boost pressure remove the sync pin, and rotate the
rig pin back to its normal position.
3161 (LIO) Marine Governor B. Governor Angle Indicator
Setup Recommendations Setting
The seven areas of recommendations Note: An angle indicator is available
covered for the 3161 with air head from Woodward to indicate engine rack
control are: travel.
A. Governor Installation and Engine
• With the engine off move the
Synchronization
governor to full fuel (rack control
B. Governor Angle Indicator Setting touching the rack screw). Adjust the
C. Air Fuel Ratio Control Adjustment angle indicator to read a round
D. Compensation Screw Adjustment number, approximately 30° for river
E. Idle Adjustment boat engines.
F. Matching Ship’s Controls • Return the governor to the fuel-off
G. Clutch/Control adjustment position and recheck governor angle.
It should be approximately 0°.
24
C. Air/Fuel Ratio Control Note: The low idle setting should be 350
Adjustment rpm and the high idle setting is
• Start the engine and allow the dependent upon the governor’s droop
governor oil to warm. A final setting. Both low and high idle settings
adjustment may be required after the are part of the engine’s 2T specification
governor is at normal operating and they are stamped on the engine
temperature. This can take up to 6 nameplate. The following formula can be
hours. used to calculate the high idle speed
based on the governor’s droop setting:
• From step B, note the angle position
for idle and dead rack (fuel rack stop
position) — typically 10°
at idle and 30° at dead rack.
rpm high idle = rpm rated
(
1 + % Droop
100 )
• Blip the throttle toward full fuel. • Make adjustments as necessary.
Note where the air/fuel ratio control F. Matching Ships Controls
is holding the rack. Adjust the control
Note: The governor operates with ship
to give about 50% (approximately
service air between 69 kPa (10 psi) at idle
20°) of maximum fuel.
and 414 kPa (60 psi) at rated rpm.
Note: Speeds above approximately
• Check the ship service air by
450 rpm are not needed. Only a blip of
plugging off the air clutches and
the throttle is needed to find the air/fuel
moving the pilot house air controls
ratio control setting.
from neutral to idle and then to full
Note: Setting the air/fuel ratio control speed. Note the following pressures
too much under 50% will cause the to the governor.
engine to accelerate slowly, particularly Neutral 0 kPa (0 psi)
in flanking and crash maneuvers. Idle 69 kPa (10 psi)
Setting it to a higher (richer setting) will Full speed 414 kPa (60 psi)
allow the engine to accelerate faster, but
• After setting the ship controls to the
with pronounced smoke.
69-414 kPa (10-60 psi) signal, move
D. Compensation Screw Adjustment the throttle lever to idle. Adjust the
The LIO governor is isochronous air head to obtain approximately
above 450 rpm but has approximately 365 rpm and move the throttle to
10% droop at idle (200 to 450 rpm). within 13 mm (1/2 in.) of full throttle.
Therefore, the compensation screw Rotate the bellows to get high idle
can be turned out considerably when rpm.
the engine is at 350 rpm, but can
only be turned out about 1/2 turn • Shut off the engine, reconnect the air
above 450 rpm. More turns causes lines to the clutches, and restart the
the engine to become unstable unless engine. Move the throttle to idle and
there is a load on the engine. adjust the air head to 350 rpm with
the prop turning. Some customers
When the governor is warm and at may want the idle rpm to be higher
idle, turn the compensation in until it when the prop is engaged to prevent
softly seats. Then turn the screw out gear box noise. Adjustment on the air
between 1/2 to one turn. More turns head can accommodate the
will increase engine response but the customer’s wishes. The in-gear rpm
engine will surge if operated without should not be below 350 rpm for
load. engine oil pressure and engine
response reasons.
E. Idle Adjustment
• Move the governor speed handle from
low idle to high idle. Check that both
speeds are within specifications.
25
Note: Because of the high droop of the 2. Throttle boost
governor in the 200-450 rpm range, the Just before clutch engagement
load of the prop will affect the rpm of the throttle boost should bring the engine
engine. Water depth, rudder position, to a speed acceptable to the marine
and water flow will affect the load on the gear manufacturer, typically 400 -
engine and, therefore, will affect the rpm 500 rpm. Excessive boost will
of the engine. This is a normal situation cause the centrifugal forces of the
for the LIO governor. clutch to hold the clutch away from
the drum for a longer time. This
G. Clutch/Control Adjustment causes the clutch to grab and either
Note: Clutch fill occurs in three phases. lock up too fast, thereby stalling the
engine, or creating excessive heat in
• Initial filling of the cavities. the clutch. The throttle boost should
• Actual engagement and transfer of remain on until the clutch has fully
power from the engine to the gear. engaged.
• A hard clutch fill to maintain clutch
engagement at higher rpm. The If the boost is too low, reduced engine
following recommendations reduce rpm, low engine oil pressure, and
clutch abuse and provide acceptable acceleration problems occur during
engine response: normal vessel maneuvers. This can
1. Clutch fill times/rates cause engine stalling and/or running
The first phase (initial fill) occurs in reverse during a crash reversal
between 0 kPa (0 psi) and 138 kPa maneuver.
(20 psi). This phase should occur as
quickly as possible. The second phase Additional information of shaft
(transfer of power) occurs between brakes, proportional time delays,
approximately 138 to 345 kPa (20 to clutch hold-in, etc., is available from
50 psi) and this should be set between the air control manufacturer.
5 to 7 seconds. The third phase (hard
fill and lock up) occurs at
approximately 414 kPa (60 psi), and
should occur as quickly as possible to
fully hold the clutch in at the higher
rpm.
26
Forward Pilothouse
Control Station
3 1 Out In 3 1
2 8 2 8
27
Port AFT Deck Starboard AFT Deck
Control Station Control Station
3 1 Out In 3 1 3 1 Out In 3 1
2 8 2 8 2 8 2 8
Engine Room
Control Station
100 PSI
Air Supply
Figure 1
Two (2) Engine Tug Boat
Pilothouse Control Station Port AFT Deck Control Station STBD AFT Deck Control Station
Control Control Control
Transfer Transfer Transfer
1 3 1 3 1 3 1 3 1 3 1 3 Out In
Figure 2
In Out In Out
8 2 8 2 8 2 8 2 8 2 8 2
28
Ahead Unit Hydraulic Pressure
Ahead N
Supply Astern
AHD AST
100 PSI Shaft Brake
HYD. Press
HYD. Safety
200 PSI Return
Ships Air Supply 125 PSI Idle Full
Speed Port
Main Engine
Brake Control Governor
Astern Logic Master Hydraulic Return
Speed Control
Ahead Unit Hydraulic Pressure
Ahead N
Supply Astern
AHD AST
Shaft Brake
HYD. Press
HYD. Safety
Return
Three (3) Station Two (2) Station Remote
Remote
Pneumatic Control System
Pneumatic Control System
Two (2) Engine Utility Vessel
Two (2) Engine Utility Vessel
Port Flying Bridge STBD Flying Bridge
Control Station Control Station
Control Control
Transfer Transfer
3 1 In Out Out In
3 1
2 8 2 8
Out In
3 1
2 8
29
Engine Room Control Station
Astern Hydraulic Return
Ahead Logic Master Hydraulic Pressure
Speed Control Speed
1 3 Unit Ahead
Supply Astern N Idle Main
2 8 AHD AST Engine
Full Governor
1 3
8 2
Hydraulic Pressure
Hydraulic Safety
Return
100 PSI
200 PSI
Ships Air Supply
Figure 3
Single Main Engine Fishing VesselVessel
HEINZMANN CONTROL BOX
THE SG 02VR COMES THE SG 02VR COMES WITH A 10K OHM RESISTOR "R25".
WITH A 10K OHM LEAVE R25 IN FOR 1-10V POSITION SIGNAL, REMOVE (A) (B) (C)
RESISTOR "R25". RACK POSITION R25 FOR 1-5V POSITION SIGNAL.
RACK POSITION
LEAVE R25 IN FOR AMPLIFIER SW1
TRANSMITTER
1-10V POSITION
SIGNAL, REMOVE R25
120 120 DETAIL B
FOR 1-5V POSITION 4
Figure 10
SIGNAL. 123 123
B 3
122 122 120A 1-5 VDC EX
C 2 8
121 121 TO DATA LOGGER
SG 02A
A 1 121A M12
7
THE SG 02VR AMPLIFIER IS WIRED
TO INCREASE THE VOLTAGE OR
E CURRENT SENSOR SIGNAL FOR
120A 4-20 MA CLOCKWISE (CW) ROTATION. TO
132 (MAX 250 OHMS) M12 INCREASE VOLTAGE OR CURRENT
10 + 122A
5 SIGNAL FOR COUNTERCLOCKWISE
133
9 - (CCW) ROTATION, REMOVE JUMPER
HEINZMANN POWER BOX FROM A TO B IN SW1 AND INSERT
JUMPER FROM B TO C IN SW1.
NGP 04-01
AC POWER SW 09-UR1 131 1-5 VDC
NO 17 FAILURE ALARM REMOTE SPEED SIGNAL
137
NC 16 4 CUSTOMER PROVIDED
M6A REMOVE JUMPER FOR 1-5V REMOTE SPEED SIGNAL. REMOTE SPEED SETTING SIGNAL
C 15 3 136 SPEED SIGNAL MUST BE EITHER 1-5V OR 4-20MA, NOT BOTH.
130 TO BE GALVANIC ISOLATED
+ 2 FROM HEINZMANN SYSTEM.
135 131
- 12 9 - - 1 4-20 MA
134 REMOTE SPEED SIGNAL D4
+ 11 10 + 7
14 AWG RG1
CONVERTER GP
4P-4788 WIRE R25
KG 30-04
133
30
- 10 F - D R26
132
+ 9 E + C DETAIL C
1
8 B L12 2 5K OHM
7 GPS GOVERNOR A 4P4432
ON/OFF LOCAL 3
6
5
200-220 VAC B2 113 113
4 112 112 MPU2
SINGLE PHASE 111 111 MPU
3 A2 (B)
220 VA
2 110-127 VAC
SINGLE PHASE STG 30-01
1 12 AWG
BATTERY BACKUP 220 VA 118 118
LIGHT J B
X1 X2 119 119
- 14 H C
115 115
+ 13 N A ACTUATOR
116 116
LOW BATTERY M D
ALARM 117 117
G E
C 114 114
+ K
LOW BATTERY M5A NO
VOLTAGE ALARM -
NC
SR
82A 82A 5 9
I3
82C 82C
H3
KG 30
45 24 Close Potentiometer Increase Speed
L1
44 23 Speed Adjust
K1
43 22
J1
42 21 See Note 1
H1
41 20
G1 40 19
F1 39 18 Close To Override
SW 50
11
10 Clutch Contact (Tandem Operation)
31
9
8 MPU
7
24 VDC
19
20
21
22
23
19
20
21
22
23
19
20
21
22
23
10
9 Voltage Input 1 10VDC Pneumatic Speed Setting P/E
Power Supply
8 Close For Power + - - + (Isolated Input) + - Transducer
7 To Governor
21
22
Figure 11
®
LEKM8469 8-98
®
Drawings
General Drawing Datums and Conventions
Engine Installation Drawings
Engine Room Installations
General
Drawings
General Drawing Datums
and Conventions
Caterpillar Drawing Datums And General Conventions
Zero Datum
All dimensions identified on standard Caterpillar General Arrangement Drawings
are referenced to three (3) principal datums:
01 Horizontal Centerline Of Engine
02 Vertical Centerline Of Engine
03 Rear Face Of Crankshaft Adapter
The rear of the engine has been established as the flywheel end with right
and left identified as looking forward from that location.
UP UP
Figure 1
Engine Installation
Drawings
Installation Drawings numbered,
3606 MAR, 3608 MAR, 3612 MAR and
3616 MAR represent the 3600 engines
with marine propulsion configurations.
See LEKX1120 generator set Technical
Data for drawings of typical marine
auxiliary generator set engine
configurations.
5
Engine Room monorails with hoists throughout the
engine room to move heavy equipment
Installations and spares from the storage area. The
The engine room machinery layout is ship design must allow movement of
normally made by the shipyard and/or heavy parts to and from the engine
the owner and consultant. However, the room.
engine builder requirements must be
considered to ensure all systems When two or more engines are connected
function properly and service to the propeller through reduction gears,
requirements are met. Pumps, coolers, the center distance between engines
starting air compressors, etc., must be must allow access space for servicing
serviceable. Piping attached to each engine. The sketches that follow
equipment such as coolers should allow allow for a 2.44 m (8 ft) between engine
cooler end bonnets to be removed for centerlines. This is minimum for
tube bundle service. Cooler tubes must inspection and service. If closer spacing
be removable without interfering with is required it is considered marginal,
piping, wiring or machinery. Access and the design should be reviewed with
covers, grease points, etc., must be the operator.
accessible.
The instrument panel, bypass oil filters,
Provide sufficient floor space or service lube oil filling connection, fuel and lube
platforms near the engine and marine filters located on the engine inboard side
gear for major parts removed during facilitates inspection and service for twin
service (cylinder heads, pistons, etc.). engine installations.
Reinforce service platform plates subject
to heavy loads. All engine and marine Engine installation cost can be reduced
gear service and inspection areas must by factory ordering an auxiliary module
be accessible without removing (fresh water expansion tank, heat
floorplates, pipes, or wiring. exchanger, etc.). The module comes
complete with associated engine
The engine room should have storage auxiliary equipment. It can be mounted
space, preferably near the engine, for at the forward end of the engine as
major spare parts. Locate a bridge crane shown in Figure 2.
above the engine. Provide additional
6
Flexible connections should be used Give consideration to keeping the
between the module and shipyard machinery casings separate from living
piping. accommodations to minimize noise and
vibration.
If possible, place the fuel treatment and
service equipment within a separate, The following drawings indicate overall
dedicated room. This allows the majority dimensions for various engine/marine
of fuel handling equipment to be located gear configurations. The dimensions
in one area and confines fire potential shown are approximate and can change
areas. Provide separate ventilation and based on marine gear manufacturer,
fire extinguishing systems. torsional coupling selected, horsepower
and speed of engine, propeller rpm, etc.
Enclose the ship’s service generators The dimensions shown can be used for
within a sound proof room to minimize preliminary design and configuration
engine room noise. This allows the arrangement. The table of horsepower
operators to service the main engines in ranges is based on the Continuous
port at reasonable engine room noise Service Rating (CSR) at an engine
levels. speed of 900 rpm.
7
Figure 3
8
Single Engine - Single Screw
9
Figure 4
Twin Engine - Single Screw
Figure 5
10
Twin Engine - Twin Screw
11
Figure 6
Three Engine - Single Screw
Figure 7
12
Twin Engine - Triple Screw
13
Figure 8
Four Engine - Single Screw
Figure 9
14
Four Engine - Twin Screw
15
Figure 10
Typical Electric Drive
Figure 11
16
Typical Rotatable Drive
3606
17
3606
18
3606
19
3606
20
3606
21
3608
22
3608
23
3608
24
3608
25
3608
26
3612
27
3612
28
3612
29
3612
30
3612
31
3616
32
3616
33
3616
34
3616
35
3616
36
®
LEKM8470 8-98
®
Ancillary Equipment
Marine Gears
Couplings
Torsional Limits
Propellers
Fixed Pitch
Controllable Pitch
Marine Gears between the shafting, gearbox, and main
engines. Collision chocks are normally
Reversing marine gears are used: fitted at the corners of the gearbox
mounting flange to maintain alignment
• To match relatively small, economical in the event of an accident.
medium speed engines to the low
propeller rpm necessary for high Care should be taken in selecting the
efficiency. capacity of the low speed output bearing.
• To reverse the propeller rotation for It must be capable of carrying loads
the non-reversing 3600 Family of imposed by the line shaft or tail shaft
Engines. directly connected to the low speed
coupling. Advise the gear manufacturer
Marine gears are selected to transmit if a propeller blade actuating box is to be
rated engine horsepower (plus overload mounted on the gearbox, or if auxiliary
if required) at rated rpm. Design the equipment is to be driven from power
gear to meet appropriate classification takeoffs on the gear housing.
society rules. Inspection and
Certification may be required. Advise Carefully review the final arrangement
the gear manufacturer of expected of the gearbox in the engine room for the
adverse conditions, such as operation in best overall installation. Space must be
ice. available for service and maintenance.
The following are examples of typical
Main engine marine gears are normally arrangements used with the 3600
single or double reduction, with the ratio Family of Engines:
of input and output speeds selected to
meet the propeller design rpm. The • Single input/single output, horizontal
gears are either uni-directional or offset, reversing. See Figure 1.
reverse reduction depending on the type
• Single input/single output, vertical
of propeller selected (either fixed or offset, reversing. See Figure 2.
controllable pitch).
• Single input/single output, concentric,
reversing. See Figure 3.
Pinion and bull gear bearings are either
sleeve or antifriction. The thrust bearing • Twin input/single output, horizontal-
is normally built into the gear casing vertical offset, non-reversing. See
and sized to take the reactive thrust of Figure 4.
the propeller. • Twin input/single output, horizontal
offset, non-reversing. See Figure 5.
Clutches are normally pneumatic or
hydraulically actuated, straight The Torsional and System Stability
engagement, or slip type. Ahead and Analysis section within General
astern clutches are required if a Information in this guide describes the
reversing gear is used. required torsional analysis. The marine
gear manufacturer must provide data.
The gear box lubrication and cooling oil
system is normally self-contained and
fitted on the gearbox assembly. It is also
used for hydraulic clutch actuation.
5
Figure 1
Single Input/Single Output
Horizontal Offset, Reversing
6
Single Input/Single Output
Vertical Offset, Reversing
7
Figure 2
Figure 3
Single Input/Single Output
Concentric, Reversing
8
Twin Input/Single Output
Horizontal Vertical Offset
Non-Reversing
9
Figure 4
Figure 5
10
Twin Input/Single Output
Horizontal Offset
Non-Reversing
Couplings used. The first uses elastomer elements
to provide both torsional flexibility and
A propulsion engine’s power damping. Figure 6 illustrates a typical
transmission is through a flexible example of this coupling design. The
coupling, or a combined flexible coupling number of required elements depends on
and clutch mounted on the flywheel. A the torsional vibration calculation. In
heavy coupling can be mounted on the addition, engines with a resilient
flywheel or shaft flange without mounting system require a balanced
intermediate bearings. The type of coupling.
flexible coupling to be used for each
installation must be determined on the Note: The application will determine the
basis of torsional vibration calculations. coupling size.
Two fundamental coupling types are
03
HIGH INERTIA
FLYWHEEL
MOUNTING FACE
170 ONE, TWO OR THREE ELASTIC ELEMENTS
REQUIRED DEPENDING ON TORSIONAL
VIBRATION ANALYSIS
FLYWHEEL REF.
Ø1025 BOLT CIRCLE
Ø 24 BOLT HOLE
32 PLACES
CENTERLINE OF
CRANKSHAFT
Ø259mm
Ø1070mm
01 01
BORE *
REAR FACE OF
CRANKSHAFT ADAPTER
03
DETAIL OF COUPLING
SCALE NONE
* HUB MACHINED TO CUSTOMER SPECIFICATION
Figure 6
11
A second type of coupling utilizes leaf or by oil displacement (dash pot). Figure 7
coil springs for torsional flexibility. illustrates a typical example of this
Hydrodynamic damping is accomplished coupling type.
Figure 7
12
The selection of a coupling depends on • Select coupling that meets all the
the driveline configuration (gearbox, following criteria:
shafting, propeller, etc.). A complete set Coupling vibratory torque limits
of driveline data is required to properly Crankshaft vibration limits
select a coupling. A Torsional Vibration • Analyze alternative couplings until
Analysis (TVA) must be performed to all of the above conditions are met.
confirm the coupling selection. The
information required by Caterpillar to Use torsional limit stops (coupling locks
perform a TVA is shown in Figure 8. if operated beyond limits) on couplings
Also see Torsional Vibration Analysis providing the sole source of transmitting
under the General Information section of propulsive power. A single screw vessel
this guide. is an example. The vessels should have a
take-home feature if the coupling fails.
Torsional Limits
The following guidelines should be used Note: Germanischer Lloyd and Bureau
in the coupling selection process: Veritas may not permit a torsional limit
stop because of potentially severe
• Crankshaft Amplitude Limits: torsional problems when the propulsion
Misfire calculated using #1 engine system is operated with a failed coupling.
cylinder misfiring. Individual order
analysis with or without misfire.
Propellers
Amplitude limits at front of crank
• Do not exceed ± 1.0° for 0.5 order Fixed Pitch
• Do not exceed ± 1.0° for 1st order The dimensions of fixed pitch (FP)
• Do not exceed ± 0.25° for 1.5 order propellers must be carefully reviewed for
• Do not exceed ± 0.15° for all orders each application. They control the level
above 1.5 at front of crank of engine power that can be used in a
• Do not exceed ± 21 MPa (3000 psi) ship installation.
crankshaft stress for each engine
order Factors influencing the design are:
• Vibratory Torque: Limit of coupling • Propulsion resistance of the ship
with #1 cylinder misfire increases with time.
• Coupling Power Loss: Limit of
• Wake factor for the ship increases
coupling with #1 cylinder misfire
with time.
Coupling Selection • Propeller blade frictional resistance
• Develop a coupling selection matrix in water increases with time.
based on: • Bollard pull requires higher torque
Engine model than free running.
Power • Propellers rotating in ice require
Inertia - driveline data higher torque.
Ambient temperature
45°C Fixed pitch propellers are normally
60°C designed to absorb 85% of the Maximum
Application Continuous Rating (MCR), or 90% of the
Main Propulsion or Ship
Continuous Service Rating (CSR) at
Service Generator Set
normal speed when the ship is on trial at
specified speed and draft (see Figure 9).
13
3600 Torsional Vibration Analysis Request
Project Number ___________________________________________________
Project/Customer Name ___________________________________________________
Dealer Name ___________________________________________________
The information on this form is to be used for a specific request for a torsional vibration
analysis on the above 3600 Diesel Engine application. Please provide a timely verbal
response followed by a written report to the responsible project engineer. The following
information describes the major components and performance data for this application:
Engine Model and Rating:
E29 ________ (36 ________); ________ kW (________ bhp)
Low Idle rpm ________ Rated Speed rpm ________
Engine Regulation: Isochronous (Y/N) ________, or Percent Droop ________ %
Figure 8
14
Propeller Design
Match Points
100 100
50 50
Clutch In
Speed Range
25 25
10 20 30 40 50 60 70 80 90 100 110
Percent of Rated Engine Speed
CURVE #1 (MCR)
CURVE #2 (PROPELLER @ 85% OF MCR)
CURVE #3 (CSR)
Figure 9 CURVE #4 (PROPELLER @ 90% OF CSR)
15
100 100
50 50
Clutch In
Speed Range
25 25
10 20 30 40 50 60 70 80 90 100 110
Percent of Rated Engine Speed
CURVE #1 (MCR)
COMBINATOR CURVE
Figure 10
CURVE #3 (CSR)
Controllable Pitch
Controllable pitch (CP) propellers are Figure 10 shows the operating range for
normally designed at 90 to 100% of the a typical CP propeller installation, see
Continuous Service Rating (CSR) at the Engine Performance section for a full
rated rpm. See the Engine Performance explanation of the rating curve. The
section of this guide. This power level is recommended combinator curve is valid
used when the ship is on trial with a for single engine installations. In
clean hull at specified speed and draft. installations where several engines are
Consider the shaft generators or connected to the same propeller,
generators connected to the free end of overload protection or load control is
the engine when dimensioning CP necessary. Loads close to the combinator
propellers if continuous generator curve are also recommended when all
output is used at sea. Overload engines are not operating. The idle
protection or load control is (clutch-in) speed will be determined
recommended in all installations. separately in each case.
16
®
LEKM8471 8-98
®
Repowering Applications
General
Foundations
Repower Survey Check List
Repower Applications Existing auxiliary equipment such as
ballast and bilge pumps, fire pumps, fuel
General oil transfer pumps, general service
This section covers areas for a repower pumps, etc., are normally located in the
application review. Specific systems or lower engine room. This equipment will
equipment sizing and selection are usually remain and must be considered
described in greater detail in other guide when locating the new propulsion plant.
sections.
Depending on the extent of equipment
Operation, maintenance, and overhaul located at the floorplate level, a new
accessibility is a prime concern in the intermediate deck between the floorplate
arrangement of propulsion plants. This and the existing upper engine room deck
is especially true in repowers where may be required. The new deck can be
space is often limited. For example, used to locate the diesel generators,
when locating the main engines in the starting air compressors, switchboard,
aft end of the engine room, adequate engine control room, etc.
space must be provided around the
marine gear for periodic inspections, The existing engine room ducting must
maintenance, and foundation girder be reviewed for installation, inspection,
locations. When arranging an engine and maintenance of the engine exhaust
room for repowering, the piping, pipes and exhaust services. Space must
ventilation ducts, wireways, and other also be allowed for ventilation and
equipment associated with the new intake air ducting.
propulsion plant must be carefully
reviewed. New equipment functional Removal of large machinery components
requirements and its relationship with must be possible. In many repowers a
existing equipment is important hatch and lifting arrangement is
regarding equipment supervision, provided. In others, components are
inspection, overhaul, and maintenance. removed through existing access rooms.
Locate lifting gear and workshop
Once the general location of the main equipment for the maintenance and
engine or engines has been established overhaul of the main propulsion engines,
and the reduction gear design decided on diesel generators, and fuel treatment
(vertical or horizontal, offset or inline) plants.
the vertical centerline of the engine and
reduction gear can be determined. The Adequate space must be provided for
engine and reduction gear foundation operating areas and access around the
can then be designed. See the foundation propulsion plant. The following are
description at the end of this section. minimum requirements:
5
• The width of vertical ladders to • Automation - In many repowers, the
infrequently used intermediate levels engine room automation level is
should be 380 mm (15 in.). changed from manned to one man or
to unmanned. Review classification
Develop several designs before selecting society and/or governmental agency
a final machinery arrangement offering requirements for the engine room
the best combination of cost, manning level.
performance, and accessibility for
operation and service. • Handling - A ship’s survey should
include a review for removing the
Consult the ship owner or operator to existing power plant and the
determine if the ship’s operating profile requirements to transport the new
or trade route will change after the engine into engine room position. This
repower is completed. If a change is may include cutting the decks or side
contemplated, review the following shell and temporarily removing other
points: equipment, piping, and/or electrical
items.
• Operating environment - An
anticipated increase in ambient air • Stability - The repowering of a large
and sea water temperatures can have ship may not impact the ship’s
an impact on the operation of existing stability. In a small ship the new
machinery. It may require equipment engine’s weight and vertical and
replacement or size increases. longitudinal centers of gravity may
Temperature increase also affects lead to marginal ship stability. It may
operating alignment. become necessary to add permanent
fixed ballast in the inner bottom to
• Circulating water - A ship designed for compensate for appreciable differences
fresh water, but operated in sea water, in the weights and centers of gravity.
will experience accelerated corrosion
and increased maintenance of • Torsional analysis - Perform a
circulating pumps, heat exchangers, torsional analysis based on the new
valves, fittings, and piping. propulsion drive line arrangement and
new operating parameters. This
• Ventilation and access openings - If a calculation could impact the decision to
ship originally designed to operate in reuse or replace the shafting or
coastal waters is modified and propeller.
converted to operate in ocean waters,
the ventilation, combustion air, and • Drive shafting - The shaft horsepower
access openings may have to be and/or the rpm may change with the
relocated. This ensures no ingress of repower. Check the existing shafting
sea water from increased wave height. stresses. Shafting calculations may
require a classification society and/or
• Classification - If the ship is classed by government agency’s submittal.
a classification society or governmental
agency, the repowering may be A tabulation of information required
considered to be a major conversion during a survey of the ship to be
and many other areas of the ship may repowered is included at the end of this
require upgraded machinery to meet section. The list will assist in engine
regulations. The possible increased room design, selection of necessary
cost should be made known before auxiliary machinery and piping, and
proceeding. electrical system arrangement.
• Generating Plant - The existing plant
must have capacity to handle
additional electrical loads resulting
from the repower. An increase in the
ship’s electrical plant may be required.
6
Foundations Cranking or sloping the foundation
With some exceptions, the principles girders is a viable option if an integral
discussed in the Mounting and engine/gear box foundation can be
Alignment section are applicable for accommodated. When the engine
repowers. foundation is cranked, the modified
girders must eventually tie back into the
When retaining the existing marine longitudinal girders of the gear box
gear, the input shaft height and fore and foundation. When a new gear is
aft positions are known. This determines installed, review the locations of both
the location for the torsional coupling the engine and gear box mounting feet to
and/or flywheel on the engine. It keep modifications to the engine and
establishes the fore and aft location and gear box foundation structure minimal.
height of the engine mounting feet (with Each repower will produce unique
chocking allowances) and the engine modifications due to differences in
girder top flange. engines and foundations.
When installing a new gear, the engine Clearance must be allowed between the
and gear box position must be engine sump and existing tank top
determined. Once known, review the elevation. Depending on the ship design,
position of the gear box and engine the engine sump and new gear box
mounting feet relative to the existing bottom may interfere with the existing
mounting flange. Not only changes to tank top of the ship. This must be
the existing foundation must be known, recognized early in the process to
but also the effect of modifications to the eliminate, or at least reduce, the
double bottom structure. Existing interference. One option is to cut away
foundation girders cannot arbitrarily be the tank top and relocate it downward
moved without providing suitable between the two foundation engine
replacement double bottom structure girders as shown in Figure 2. This
aligned with foundation girders. involves cutting floors in the double
bottom and perhaps the addition of
Minimize ship structure modifications ship’s structure to retain continuity of
and when possible, change only the the existing structure. Small chocks may
structure above the tank top. Frequently be necessary between the two girders
it will be possible to alter the existing when the tank top offset becomes more
structure rather than construct a new than a few centimeters (inches).
foundation.
A second option is to install new
The ideal engine foundation design foundation girders sloped out from the
positions the foundation girders directly engine centerline to match the engine
under and vertically in line with the mounting feet. Attach new girders to
engine mounting feet. This arrangement existing girders below the tank top level.
is generally not possible in a repower They can generally be sloped far enough
due to different spacing of engine from the engine centerline to provide
mounting feet. The foundation girders adequate clearance for the engine sump
may require cranking (sloping) to match and still mate up to the engine mounting
engine mounting feet. Keep the engine feet. Figure 3 is a typical engine
girder base in line with the longitudinal foundation section with new girders.
structure in the double bottom as shown
in Figure 1.
7
Typical Section
Sloped Girders
Figure 1
8
Typical Section
Lowered Tank Top
Figure 2
9
Typical Section
Foundation Modification To Clear Sump
Figure 3
10
REPOWERING SURVEY
CHECK LIST
OWNER: __________________________________________
__________________________________________
__________________________________________
__________________________________________
__________________________________________
TELEPHONE: __________________________________________
FAX: __________________________________________
DATE: __________________________________________
LOCATION: __________________________________________
TIME: __________________________________________
11
SHIP DATA
Existing Dimensions Remarks:
Length, O.A. m (ft.)
Length, B.P. m (ft.)
Beam, Molded m (ft.)
Depth m (ft.)
Draft m (ft.)
Speed @ loaded draft knots
Where Built:
Location
Year
Hull No.
MAIN ENGINES
Manufacturer Remarks:
Number installed
Type
No. of cylinders
Bore x Stroke mm (in.)
Brake horsepower, MCR kW (hp)
BMEP kPa (psi)
Speed rpm
Fuel type
Chocking type
REDUCTION GEAR
Main Reduction Gear Remarks:
Manufacturer
Type
Input speed rpm
Output speed rpm
Design horsepower kW (hp)
Chocking type
Torsional Couplings
Manufacturer
Number installed
Clutches:
Manufacturer
Number installed
Type
Operating pressure kPa (psig)
12
SHAFTING & PROPELLER
Line Shaft Remarks:
Material
Diameter (approx.) mm (in.)
Tail Shaft
Number installed
Material
Diameter (approx.) mm (in.)
Thrust Bearing
Manufacturer
Number installed
Type
Bearing Pressure kPa (psig)
Propeller
Manufacturer
Number installed
Type
Material
Diameter (approx.) m (ft.)
Number of blades
Design horsepower kW (hp)
13
SHAFTING & PROPELLER
CPP Hydraulic Tank Remarks:
Number installed
Head kPa (psig)
Capacity liters (gal.)
Stern Tube
Number installed
Type
Seals
Manufacturer
Number installed
Type
Shaft Brake
Manufacturer
Number installed
Type
14
FUEL OIL SYSTEM
Heavy Fuel Oil Purifier Heater Remarks:
Manufacturer
Number installed
Type
Capacity kg/hr (#/hr)
Oil inlet temperature °C (F°)
Oil outlet temperature °C (F°)
Steam pressure kPa (psig)
Pressure drop, oil kPa (psig)
Fouling factor
Fuel Tanks
Heavy fuel oil tank (Capacity) # of tanks:
Diesel oil tank (Capacity) # of tanks:
Blend oil settling tank (Capacity) # of tanks:
Blend oil day tank (Capacity) # of tanks:
Diesel oil settling tank (Capacity) # of tanks:
Diesel oil day tank (Capacity) # of tanks:
15
FUEL OIL SYSTEM
Heavy Fuel Oil Purifier Remarks:
Manufacturer
Number installed
Type
Capacity (approx.) L/hr (gph)
Discharge pressure kPa (psig)
Oil viscosity (@ 50°C) SSU
Oil inlet temperature °C (F°)
16
LUBRICATING OIL SYSTEM
Main Engine L. O. Purifier Remarks:
Manufacturer
Number installed
Type
Capacity (approx.) L/hr (gph)
Discharge pressure kPa (psig)
Oil viscosity (@ 50°C) °C (F°)
Oil inlet temperature °C (F°)
17
LUBRICATING OIL SYSTEM
Main Engine L. O. Filters Remarks:
Number installed
Type
Capacity L/min (gpm)
18
LUBRICATING OIL SYSTEM
Main Reduction Gear L. O. Settling Tank Remarks:
Number installed
Type
Capacity liters (gal.)
19
SEA WATER SYSTEMS
Oil/Water Separator Remarks:
Manufacturer
Number installed
Capacity (approx.) L/min (gpm)
Ballast Pump
Manufacturer
Number installed
Type
Drive
Capacity L/min (gpm)
Head kPa (psi)
Motor size kW (hp)
20
SEA WATER SYSTEMS
Sea Water Circulating Pump Remarks:
Manufacturer
Number installed
Type
Drive
Capacity L/min (gpm)
Head kPa (psi)
Motor size kW (hp)
Fire Pump
Manufacturer
Number installed
Type
Drive
Capacity L/min (gpm)
Head kPa (psi)
Motor size kW (hp)
Priming Pump
Manufacturer
Number installed
Type
Drive
Capacity L/min (gpm)
Suction mm (in.)
Motor size kW (hp)
Desalination Plant
Manufacturer
Number installed
Type
Capacity m3/day (gpd)
Evap. feed temp. °C (°F)
Steam supply pressure kPa (psig)
21
SEA WATER SYSTEMS
Sea Water Strainer Remarks:
Manufacturer
Number installed
Type
Size mm (in.)
Sea Chests
Number installed
High?
Low?
22
FRESH WATER SYSTEMS
Main Engine Jacket Water Coolers Remarks:
Manufacturer
Number installed
Type
Jacket water flow L/min (gpm)
Sea water flow L/min (gpm)
Jacket water inlet °C (F°)
Jacket water outlet °C (F°)
Sea water temp. °C (F°)
Tube diameter and thickness
Shell and baffle material
Head, tube sheet, and tube
component material
All wetted parts in contact
with sea water
Maximum sea water velocity m/sec (ft/sec)
Fouling factor
23
FRESH WATER SYSTEMS
Cooling Water Temperature Control Valve Remarks:
Number installed
Type
Temperature setting °C (°F)
24
FEED AND STEAM DRAIN SYSTEM
Drain and Inspection Tank Remarks:
Number installed
Type
Capacity liters (gal.)
25
SHIP’S SERVICE REFRIGERATION
Refrigerated Stores Compressors Remarks:
Manufacturer
Number installed
Type
Capacity (approx.) tons
Motor size kW (hp)
Refrigerated Stores Condenser
Manufacturer
Number installed
Type
Refrigerated Stores Receiver
Manufacturer
Number installed
Type
Pump-down capacity (approx.) %
26
MACHINERY SPACE VENTILATION
Supply Fans Remarks:
Manufacturer
Number installed
Type
Capacity m3/hr (cfm)
Static Head, H2O mm (inches)
Motor size kW (hp)
Speed rpm
Exhaust Fans
Manufacturer
Number installed
Type
Capacity m3/hr (cfm)
Static Head, H2O mm (inches)
Motor size kW (hp)
Speed rpm
HULL MACHINERY
Steering Gear Remarks:
Manufacturer
Number installed
Type
Motor size kW (hp)
Bow Thruster
Manufacturer
Number installed
Type
Output rating kW (hp)
Stern Thruster
Manufacturer
Number installed
Type
Output rating kW (hp)
27
ELECTRICAL SYSTEM
Main Engine Driven Generator Remarks:
Manufacturer
Number installed
Type
Volts at 0.8 pf
Output rating kW
Speed rpm
Number of phases
Hertz
Diesel Generator
Manufacturer, engine
Manufacturer, generator
Number installed
Type
Speed rpm
Output rating kW
Volts at 0.8 pf
Number of phases
Hertz
28
MISCELLANEOUS
Lifting Arrangements Remarks:
Number installed
Main engine
Ship service generator (s)
Emergency generator (s)
Fuel oil centrifuge (s)
Diesel oil centrifuge (s)
Lube oil centrifuge (s)
Others
Listing of Alarms
Main Engine Sensor Type Voltage Remarks:
29
MISCELLANEOUS
Listing of Alarms
Reduction Gear Sensor Type Voltage Remarks:
Listing of Alarms
Others Sensor Type Voltage Remarks:
30
MISCELLANEOUS
Listing of Gauges
Main Engine Sensor Type Voltage Remarks:
Listing of Gauges
Others Sensor Type Voltage Remarks:
31
MISCELLANEOUS
Control Locations Remarks:
Number installed
Type of controls
Local Yes/No
Engine room Yes/No
Pilot house Yes/No
Bridge wings Yes/No
Others Yes/No
Miscellaneous
32
MISCELLANEOUS
Provide Sketch of existing Main Engine and Reduction gear foundation:
(include dimensions)
33
MISCELLANEOUS
Provide ideas/sketch for removal of Main Engines and other major equipment from machinery space:
34
MISCELLANEOUS
Provide any other technical information pertinent to the repower:
35
MISCELLANEOUS
Required Drawings Remarks:
General Arrangement
Machinery Arrangement
Shafting Arrangement
Ventilation Arrangement
Exhaust Pipe Arrangement
Fuel Oil System Diagram
Diesel Oil System Diagram
Lube Oil System Diagram
Compressed Air Sys. Diagram
Sea Water System Diagram
Fresh Water System Diagram
Exhaust System Diagram
Control Air Diagram
Steam System Diagram
Condensate System Diagram
Electrical One Line Diagram
Electrical Load Analysis
Note: If the above noted diagrams are not available, provide sketches of the various
systems in way of the main engines: (Use additional pages as required.)
36
®
Other Applications
Ship’s Service Generators
Shaft Generators
Bow or Stern Thrusters
Dredge Pumps
Hydraulic Pump Drive
The 3600 Engine Family with its wide Auxiliary Marine
range of horsepower, speed and fuel
burning capabilities can be used in a Applications
variety of applications. The 3600 engine series can perform
many other auxiliary marine
The following paragraphs briefly applications including:
describe other marine applications. • Front power take-off to drive
Consult Caterpillar, Inc. or a Caterpillar equipment such as a shaft generator
dealer for further information on other or pump drive
applications. • Large bow or stern thrusters
• Dredge pumps
• High speed ferry propulsion pump
Ship’s Service drive
Generators
Full engine torque can be transmitted
Factory packaged generator set
through a front stub shaft from the free
electrical output ratings on distillate fuel
end of the engine as shown in Figure 1.
are shown on page 4 of LEKX6559, the
In this application the accessory module
Technical Data section of the 3600 EPG
normally located directly in front of the
Application and Installation Guide,
engine must be moved. Also, a front
Form LEKX1002. The engines can
drive shaft can be provided to drive an
normally be applied at Prime Power
air compressor or other small items of
ratings for ship’s service generator
equipment up to 225 kW (300 hp).
applications. See the Engine Data section
Consult Caterpillar or a Caterpillar
of the EPG guide for heavy fuel ratings.
Dealer for applications requiring
Always consult TMI for the latest rating
complex free end driven machinery. Also
information.
see the General Information section of
this guide for discussion of the required
For ship’s service diesel generator sets
torsional vibration analysis for all
the rated load is restricted to 2 hours in
applications.
24 hours. A Rating Request Form must
be submitted if the usage is outside these
The following figures are provided for
limits. A nominal 10% overload is
guidance and indicate typical auxiliary
available for transient loading.
drive arrangements.
The engine, generator, and equipment Typical Front Stub Shaft
accessory rack can be furnished factory
assembled and package tested on a rigid
steel base. Auxiliary equipment such as
accessory module, fresh water heat
exchangers, expansion tank, instrument
panels, piping, etc., can be factory
mounted on the base and fully tested as
a unit. This arrangement greatly
reduces shipyard installation cost.
40
Typical Bow Thruster Arrangement Figure 4
DREDGE PUMP
41
®
LEKM8472 8-98
®
02
02
DISTANCE
LUBE OIL
407 mm CENTRIFUGAL
(16 in.) FILTER REMOVAL
DISTANCE
01 01 01 01
02
02
2113 mm
CRANKCASE ACCESS
(81.6 in.)
REAR VIEW
(83 in.)
ENVELOPE
03
FRONT VIEW
02 02
DISTANCE
03
*FLYWHEEL
REMOVAL
DISTANCE
TOP VIEW
4
SERVICE REMOVAL DISTANCES
Service Removal Distances
INLINE ENGINE
In-line Engine
PISTON & ROD REMOVAL HEAD REMOVAL
2035 mm
(80 in)
1980 mm
(78 in )
CENTER OF CRANKSHAFT
REDUCED HEIGHT
NORMAL LINER REMOVAL LINER REMOVAL
362 mm
(14 in)
2095 mm
(82 in)
1980 mm
(78 in)
CENTER OF CRANKSHAFT
DISTANCES ARE TO THE CENTER OF LIFTING EYES (30 MM ID)
Figure 2
5
02
02
1587 mm
(65.5 in.)
LUBE OIL
FILTER REMOVAL
DISTANCE
LUBE OIL
407 mm CENTRIFUGAL
(16 in.) FILTER REMOVAL
DISTANCE
01 01 01 01
02
02
REAR VIEW FRONT VIEW
4152 mm (163.5 in.)
CRANKCASE ACCESS
2069 mm
(81.5 in.)
2083 mm
(82 in.)
ENVELOPE
REMOVAL
DISTANCE
ENGINE JUNCTION BOX
600 mm (24 in.)
OPENING REQUIREMENT
02 02
228 mm (9 in.)
MIN
REMOVAL
DISTANCE
TOP VIEW
6
SERVICEService
REMOVALRemoval Distances
DISTANCES
Vee Engine
VEE ENGINE
PISTON & ROD REMOVAL HEAD REMOVAL
860 mm 662 mm
(33.9 in) (26 in)
1844 mm 1876 mm
(72.6 in) (73.8 in)
25 25
CENTER OF CRANKSHAFT
1899 mm
(74.8 in) 1714mm
(67.5 in)
25 25
CENTER OF CRANKSHAFT
DISTANCES ARE TO THE CENTER OF LIFTING EYES (30 MM ID)
Figure 4
7
1 2 3
120 mm (4.7 in)
279.6 mm 279 mm
(11.0 in) (11.0 in)
249.8 mm
(9.8 in) 967 mm
338 mm
(13.3 in) (38.1 in)
4 5 6
5 mm
(0.19 in)
755 mm 372 mm
(29.7 in) (14.6 in)
631 mm
(24.9 in) 295 mm
(11.6 in)
400 mm 252mm
(15.7 in) (9.9 in)
7 332 mm 8 9
(13.1 in)
170 mm 173.8 mm 90 mm
(3.5 in) 392.4 mm
(6.7 in) (6.8 in) (15.4 in)
10 11 12
184.1 mm
(7.2 in)
266.5 mm 228.4 mm
(10.5 in) (8.9 in)
82.5mm 60 mm
92 mm (3.2 in) (2.4 in)
(3.6 in)
Shipping Weights
Figure 5
8
13 14 15
110 mm 55 mm
453.4 mm (4.3 in) 55 mm 452.7 mm (2.2 in)
(17.8 in) 501.7 mm (2.2in) (17.8 in)
(19.8 in)
16 17
777 mm
(30.6 in) 699 mm 394.7 mm 228 mm
(27.5 in) (15.5 in) (9.0 in)
422 mm
(16.6 in)
663 mm
(26.1 in)
18
411 mm
(16.2 in) 344.3 mm
(13.6 in)
316 mm
(12.5 in)
Shipping Weights
Figure 6
9
Spare Parts Kits flexibility to choose which items to keep
in stock. In general, marine societies
There are several spare parts kits leave it to the discretion of the vessel
available to ship from the factory with a owner to decide which spares to
3600 engine order. The parts are boxed maintain on board.
and preserved to insure protection for a
minimum of two years in a marine The following is a list of the available
environment. These spare parts kits are Caterpillar spare parts kits and their
designed to allow the customer the contents:
10
In addition to spare parts kits, a practices, fuel type and quality, engine
recommended spare parts list is duty cycle and operating environment.
available from Caterpillar to assist Refer to the 3600 Operation &
customers in selecting parts to support Maintenance Manual, Form SEBU6965,
3600 engines. For more information for maintenance intervals for major
contact the 3600 Marine Product engine components.
Support Group at (765) 448-5000.
Figure 7 shows the typical effects of
Expected Parts Life engine operating hours on published oil
The life of major engine components and fuel consumption figures. The
such as cylinder liners, pistons, rings, graphs assume that the guidelines in the
bearings, etc. is dependent upon a Caterpillar Operation & Maintenance
number of factors including installation Manual are followed.
design, preventive maintenance
11
OilOIL
Consumption vs VS
CONSUMPTION Engine Hours
ENGINE HOURS
4
3.5
TOLERANCE ZONE LIMITS
BSOC — G/BKW-HR
NOMINAL
2.5
1.5
0.5
0
0 10000 20000 30000 40000
ENGINE HOURS
Diesel
DIESELFuel
FUELConsumption
CONSUMPTIONvsVS
Engine Hours
ENGINE HOURS
+4
+2
0
BSFC — CHANGE
-2
-4
-6
TOLERANCE ZONE LIMITS
-8
NOMINAL
ENGINE HOURS
2
BSFC — % CHANGE
1.5
1
0.5
0
-0.5
-1
0 10 20 30 40 50 60 70 80
ENGINE HOURS ( x 1000)
13
Standard Service Tooling Recommendations
Quan. Part No. Description
1 8T0460 Standard Mechanic Service Tooling
1 9S1749 3/4 in. Drive Tool Group
1 FT1921 Guide Bolt
1 FT1922 Guide Bolt
1 6V2156 Lifting Bracket
1 1U8224 Nylon Lifting Sling 1 in. Wide
1 6V9093 Combination Wrench 13 mm
1 6V9097 Combination Wrench 17 mm
1 6V9099 Combination Wrench 19 mm
1 6V9103 Combination Wrench 24 mm
1 6V9104 Combination Wrench 30 mm
1 1U7827 Combination Wrench 32 mm
1 6V9109 Socket 3/8 in. Drive 13 mm
1 6V9112 Socket 1/2 in. Drive 17 mm
1 6V9114 Socket 1/2 in. Drive 19 mm
1 1U7883 Socket 1/2 in. Drive 24 mm
1 1U7902 Hex Socket 1/4 in. Drive 5 mm
1 1U7828 Hex Socket 3/8 in. Drive 8 mm
1 8T5096 Dial Indicator Group
1 6V2012 Depth Gauge Group
1 8H8581 Feeler Gauge Group
1 8T9293 Torque Wrench 1/2 in. Drive
4 to 339 N•m (3 to 250 lb ft)
1 8T9294 Torque Wrench 3/4 in. Drive
149 to 814 N•m (202 to 600 lb ft)
1 6V6080 Torque Multiplier
A complete set of Factory Diagnostic Tooling is also available for engine service. A
recommended list for a specific application can be made available by contacting the
Caterpillar Service Technology Group.
14
Operation and 3612 and 3616 Service Manual
Form SENR3590 includes:
Maintenance
1. Engine Specifications
Documentation
2. Engine Systems Operation, Testing
To order Caterpillar literature, consult and Adjusting
your dealer or a Caterpillar 3600 Diesel
Engine Application Engineer at 3. Engine Disassembly and Assembly
3701 State Rd. 26E, Lafayette, IN 47905 4. Operation and Maintenance Manual
(317) 448-5000. Form SEBU6965
Caterpillar includes the following engine 3612 and 3616 Operation and
documentation: Maintenance Manual
Form SEBU6965 includes:
3606 and 3608 Service Manual
1. General Engine Information
Form SENR3595 includes:
Including Emergency Service and
1. Engine Specifications Safety Information
2. Engine Systems Operation, Testing 2. Basic Engine Technical Data
and Adjusting
3. Procedures for checking, starting,
3. Engine Disassembly and Assembly operating, stopping and storing the
engine
4. Operation and Maintenance Manual
Form SEBU6965 4. Maintenance instructions
5. Maintenance Management Schedules
3606 and 3608 Operation and
6. Preventence Maintenance Program
Maintenance Manual
Form SEBU6965 includes: 7. Warranty
1. General Engine Information
Including Emergency Service and 3600 Parts Books
Safety Information Form SEBP3600 and the Engine
Serial Number
2. Basic Engine Technical Data
3. Procedures for checking, starting, Two parts books are supplied with each
operating, stopping and storing the engine. They are specific to each
engine individual engine serial number.
4. Maintenance instructions
3600 Technical Manual
5. Maintenance Management Schedules
Contains parts and service information
6. Preventative Maintenance Program on non-Caterpillar production parts
7. Warranty based upon the Packaging Arrangement
ordered by the customer.
15
See Miscellaneous section of this guide SEBF8107 Specifications for Pistons
for a more detailed list of helpful and Rings
publications for 3600 engines. SEBF8108 Specifications for
Caterpillar literature can be ordered by Connecting Rods and
using the LODE screen on the DTS Bearings
order system. The following Caterpillar
SEBF8109 Cylinder Liners
literature may be ordered to supplement
the documents listed: SEBF8110 Specifications for Water
Pumps
Form No. Title SEBF8129 Procedure to Salvage
SEBF8100 Component List for Cylinder Heads
3600 engines SEBF8092 Specifications for
SEBF8101 Specifications for Reusable Turbocharger
Cylinder Blocks Components
SEBF8102 Specifications for SEHS8841 Metal Stitching
Crankshaft Measurement Procedures
SEBF8103 Specifications for SEBF8150 Piston Cleaning
Grinding Crankshafts
SEBF8151 Cylinder Block Salvage
SEBF8104 Specifications for
SEBF8152 Damper Rebuild
Camshaft Measurement
SEBF8160 Oil Pan Salvage
SEBF8105 Injector and Valve Lifter
Groups SEBF8171 Cleaning and Inspecting
SEBF8106 Specifications for Engine Components
Cylinder Head SEHS8704 Operation with Damaged
Assemblies Turbocharger
16
®
LEKM8473 8-98
®
Commissioning Guide
Design Review
General
Explanation of Design Review Report
Unsatisfactory System Design Review or Installation Audit
Main Propulsion Design Review Report
Installation Audit
Introduction
Explanation of the Installation Audit Report
Air Intake System
Cooling System
Starting System
Exhaust System
Fuel System
Governors/Actuators
Lubrication System
Mounting and Alignment
Driven Equipment
Safety System
Monitoring System
Ventilation
Serviceability
Equipment Safety
Propulsion System Control
Operation and Maintenance
Crankcase Ventilation System
Main Propulsion Installation Audit Report
Dock Trials
3600 Commissioning Sensor Points
3600 Commissioning Instruments Sensing
Location by Function
Sea Trials
Engine Performance Data
Performance Analysis Report
Sea Trials Conditions
Engine Instrumentation Data
4
Design Review criteria of the ship, record specific data
concerning physical characteristics as
General well as the engine supporting systems.
A well planned main propulsion
installation aids reliability, performance, There are provisions to record
and serviceability. The designer must be Caterpillar reference materials provided
aware of the application and installation to the designer, as well as a checklist for
requirements for 3600 engines. The results of the design and serviceability
designer should first be aware of review. Note compliance with Caterpillar
pertinent reference publications, such as requirements by placing an “X” in the
the 3600 Marine Application and space next to the system reviewed,
Installation Guide, as well as other indicating satisfactory or unsatisfactory
information available from Caterpillar. compliance. If the design of a system
does not comply, space is provided to
A poor installation can hinder record required follow-up action.
serviceability and make routine
maintenance and repairs difficult. The After completing the design review form,
neglect of mounting, alignment, and and after reaching agreement on the
support system requirements can lead required corrective action, all concerned
to poor performance and increased parties should sign the form in the
operational cost. designated location.
GENERAL
Selling dealer: District or Subsidiary:
Servicing dealer: Customer:
Equipment suppliers: Address:
City, State, Zip:
CONSIST
Engine model #: Engine arrangement #:
OT specification #: Serial #:
Rating: bkW (bhp) Speed:
Engine cooling circuit: Separate /Combined Coolant used: Antifreeze/Corrosion inhibitor
6
Governor model and type: Oil used in engine:
High idle specified: “OT” specification:
Low idle specified: % Droop specified:
Fuel used: Distillate/Blended/Residual Fuel gravity: kg/1(lb/gal)
Fuel treatment: Filter/Centrifuge Viscosity control: Yes/No
SHIP DATA
Type of hull: Expected ship usage: service hours/year
Water line length: meters/feet Expected vessel speed: knots
Displacement: long tons Fuel capacity: liters/gallons
Midship coefficient: Water capacity: liters/gallons
Prismatic coefficient: Beam: meters/feet
Hull material: Draft: meters/feet
CATERPILLAR 3600
Main Propulsion Design Review Report
Directions: Fill in the blanks below, or circle the appropriate choice listed.
PROPELLER DATA
Manufacturer: Model #:
Propeller type: Fixed/Controllable Kort nozzle: Yes/No
Number of blades: Diameter:
7
Pitch: Radius of aperture:
Developed blade area: Radius of aperture:
Contact for propeller design information:
Name:
Address:
Telephone:
SHAFTING DATA
Intermediate shaft, diameter: Tail shaft, diameter:
Intermediate shaft, material: Tail shaft, material:
Intermediate shaft, length: Tail shaft, length:
Maximum angle of operation: from horizontal Add’l engine driven loads:
Shaft brake manufacturer: Shaft brake model #:
Contact for drive line/shafting design information:
Name:
Address:
Telephone:
CATERPILLAR 3600
Main Propulsion Design Review Report
Directions: Fill in the blanks below, or circle the appropriate choice listed.
MISCELLANEOUS SYSTEMS
Type of cooler for engine jacket water: Fuel day tank capacity:
Manufacturer of J.W. cooler: Day tank temperature rise evaluated? Yes/No
Model # of J.W. cooler: Fuel cooler type:
Manufacturer of propulsion control system: Manufacturer of F.O. cooler:
Type of propulsion control system: Model # of F.O. cooler:
Model # of propulsion control system:
APPLICATION SUMMARY
8
Provide any comments/remarks regarding this installation:
CATERPILLAR 3600
Design Review Report Results
Directions: Fill in the blanks below, or circle the appropriate choice listed.
Air Intake
Satisfactory _____
Unsatisfactory_____
Cooling
9
Satisfactory_____
Unsatisfactory_____
Starting
Satisfactory_____
Unsatisfactory_____
Exhaust
Satisfactory_____
Unsatisfactory_____
CATERPILLAR 3600
Design Review Report Results
Directions: Fill in the blanks below, or circle the appropriate choice listed.
Fuel
Satisfactory _____
Unsatisfactory_____
Lubrication
Satisfactory_____
10
Unsatisfactory_____
Engine Mounting
Satisfactory_____
Unsatisfactory_____
Driven Equipment
Satisfactory_____
Unsatisfactory_____
CATERPILLAR 3600
Design Review Report Results
Directions: Fill in the blanks below, or circle the appropriate choice listed.
Satisfactory _____
Unsatisfactory_____
Engine Monitoring
Satisfactory_____
11
Unsatisfactory_____
Ventilation
Satisfactory_____
Unsatisfactory_____
Serviceability
Satisfactory_____
Unsatisfactory_____
CATERPILLAR 3600
Design Review Report Results
Directions: Fill in the blanks below, or circle the appropriate choice listed.
Equipment Safety
Satisfactory _____
Unsatisfactory_____
Propulsion Controls
Satisfactory_____
12
Unsatisfactory_____
Satisfactory_____
Unsatisfactory_____
Crankcase Ventilation
Satisfactory_____
Unsatisfactory_____
CATERPILLAR 3600
Design Review Report Results
Directions: Fill in the blanks below, or circle the appropriate choice listed.
Satisfactory _____
Unsatisfactory_____
Satisfactory_____
13
Unsatisfactory_____
Satisfactory_____
Unsatisfactory_____
Satisfactory_____
Unsatisfactory_____
CATERPILLAR 3600
Design Review Report Results
Directions: Fill in the blanks below, or circle the appropriate choice listed.
The following parties have discussed and agreed to the results and required action during the design review process:
14
Installation Audit When the construction and installation
Introduction are in compliance with Caterpillar
Vessel construction follows the requirements, indicate by placing an “X”
satisfactory completion of the design in the space next to the system reviewed
review. During this phase, visit the for satisfactory and unsatisfactory
shipyard at least two times to perform compliance to requirements. If a system
an ongoing review of the installation does not comply, there is space to record
progress. the necessary corrective action. The
following system-by-system review
The first visit should follow the engine provides general guidance for the audit.
installation. Additional visits may be
necessary depending on the difficulty of Air Intake System Evaluation
the installation and the stage of The total system must be evaluated from
completion. Make the final visit before the source of the air for the engine to the
the initial startup process begins. turbocharger. This may include engine
room air, or the air cleaner may be
Visit objectives are to determine if the mounted outside the engine room.
previously agreed on design criteria are Consider the following items:
being followed. These visits not only
continue to produce a better A. Combustion Air
understanding of Caterpillar Air inlet temperature to the engine
requirements, but also provide the basis must not exceed 45°C (113°F) for
for a more reliable installation. To avoid distillate and heavy fuel engines.
costly delays, experienced shipbuilders
will make necessary changes as soon as The quantity of available air must be
possible. sufficient for combustion. The
3600 engine requires approximately
0.1 m3/min/bkW (2.5 ft3 of
Explanation of the air/min/bhp) for engines using
Installation Audit Report distillate fuel. Heavy fuel engines
The Caterpillar 3600 Main Propulsion require more air for proper
Installation Audit Report is intended to component temperatures.
provide a checklist for dealer use only,
and is available from Caterpillar. The The engine room or enclosure should
report is a simple checklist used to not experience negative pressure if
determine if the previously agreed on combustion air and ventilation air are
design criteria have been successfully from the same source.
implemented during the construction
process. In extremely cold climates, an
alternate warm filtered air source
Fill out the report with general must be available for starting the
information about the owner, ship engine.
particulars and builder/installer
information, including the engine room B. Remote Mounted Air Cleaners
physical features. Provisions are made Air cleaner elements must be
for recording the propulsion system accessible for periodic maintenance.
component descriptions, including serial
numbers and manufacturer where Mount the air cleaner elements in the
applicable. housing to assure the engine does not
ingest foreign material due to
incorrect positioning.
15
The air cleaner housing air outlet prior to initial startup.
must have a flexible transition The interior surface of the intake
attaching the air inlet ducting. ducting must be protected from
Double band clamping at each end of future rust and corrosion due to
the flex is required to assure intake air quality.
nonfiltered air does not enter the
ducting. If a single straight length from the air
cleaner housing is not possible, the
The epoxy paint provided on all intake air piping must have long
Caterpillar supplied air cleaner gentle radius bends (2 x Dia = bend
housings must be maintained for radius) and generous straight
good surface protection in harsh lengths.
environments, such as salty
atmosphere. The diameter of the intake ducting
must be the same or larger than the
Air inlet restriction is recommended air cleaner housing outlet and the air
not to exceed 381 mm (15 in.) of inlet adapter for the turbocharger.
water. New, clean systems should be Any abrupt transitions must be
near 127 mm (5 in.) of water avoided. For further information and
restriction to allow appropriate guidance, see the Engine Systems -
service intervals for the filter Air Intake section of the 3600 Marine
elements. Application and Installation Guide
on air inlet ducting.
The air cleaner housing must be
mounted in a position that will not The air inlet restriction created by
allow recirculating exhaust gases, the ducting must be minimal to allow
crankcase fumes, rain, or sea spray to normal service intervals for the air
mix with the combustion air. cleaner elements.
16
D. Filtered Engine Room Air During performance testing of the
An ABB air intake silencer can be engine, be sure the appropriate inlet
used at the turbocharger inlet if water temperature is being supplied
combustion air supplied to the engine to both circuits and the temperature
room is properly filtered. The rise of the water is within specified
combustion air must also be free of limits.
insulation pericles, exhaust leakage,
or other sources of contamination B. System Coolers
from the engine room 3600 propulsion engines have the
coolant water cooled by various
If an ABB intake silencer is remote- methods, including shell and tube
mounted, the same requirements heat exchangers, plate and frame
apply for ducting to the turbocharger heat exchangers, keel coolers, and
inlet as in the case of a remote- box coolers.
mounted air cleaner housing.
It is the user/installer’s responsibility
E. Air Cleaner Provided by Others to provide proper venting and
Engine air cleaners not provided by isolation of the cooler for required
Caterpillar must meet air flow and maintenance or repair.
contamination containment
requirements to protect the engine C. Cooling System Pressure Drop
from shortened component life. This The external system resistance must
requires prior factory approval. be site adjusted to specifications
based on the rated speed of the
Cooling System Evaluation engine and full flow to the external
A cooling system evaluation must system. Circuits with thermostats
include engine operating parameters, must be replaced with blocked open
external system piping, water quality stats (for adjustment only) to allow
and external cooling components. A full flow.
properly controlled cooling system is
essential for satisfactory engine life The inlet and outlet pressure of the
and performance. Defective cooling coolant must be measured as close to
system and careless maintenance are a the engine as possible to obtain a
direct cause of many engine failures. correct external system resistance.
Consider the following: Customer piping must have
monitoring ports for this
A. Engine Cooling Circuits measurement.
Water flow from the left side pump
(viewed from the rear) is split Insure that the flow control orifice is
between the aftercooler and oil cooler. positioned in the outlet lines from the
Flow balance orifices are used on the engine to the cooler. A lockable plug
outlet of both components. Insure the valve is preferred but a plate-type
orifices are in place. orifice or other type adjustable valves
are permitted. The external system
The right-hand pump (viewed from resistance must be maintained at the
the rear) supplies water to the jacket specified value. See the Engine
water system. Insure the orifice is in Systems - Cooling section of the 3600
place. Marine Application and Installation
Guide.
The two pump design can be used as
either a combined or separate circuit The method used to set external
cooling system. The temperature of resistance depends on cooling system
the water is always inlet controlled. geometry.
17
Method 1: Used with Caterpillar Method 2: Used when the circuit
expansion tank and regulators mounted includes a remote-mounted expansion
on the front module. External pressure tank and remote regulators. External
drop is measured from the engine outlet pressure drop is measured from the
to the cold flow entrance at the regulator engine outlet to the pump inlet (see
housing (see Figure 1). Figure 2).
1000 90 (13)
900 73 (11)
750 51 (7.5)
720 47 (7)
Tolerance: ± 10%
Figure 2
18
D. Expansion Tanks Automatic air release valves are
The water level in the expansion tank recommended when it is not practical
should be at the highest point in the to route vent lines to a common
cooling system to allow proper venting point. The heavy duty (cast
venting during initial filling of the iron body) style is recommended. The
system. This will also provide a single valves usually have a fast-vent port
fill point for the cooling system. which can be replaced by a ball valve
to allow venting during the system
If the expansion tank is not the initial fill. An internal diaphragm
highest point in the system, it is the collects entrained air and
user/installer’s responsibility to automatically releases it to
provide an auxiliary expansion tank atmosphere.
at the highest point in the system.
The auxiliary tank must be E. Cooling System Protection
interconnected with the expansion Protecting the engine from cooling
tank to provide complete venting of system problems is imperative.
the system. Insure the engine is equipped with
the following, and the protection
Run vent lines from other cooling system functions according to
system components to the auxiliary specification.
tank, or vent them independently.
• High jacket water temperature alarm
and shutdown
Initial filling of the system must be
done at a rate to allow complete • High oil temperature alarm and
venting of the system. Always be shutdown
ready to add supplemental volume of • Low water detector alarm and
water to system at initial start-up in shutdown
case air has been trapped in the • High air inlet manifold temperature
system. The Caterpillar expansion alarm
tank is provided with a 48 kPa (7 psi)
pressure cap. Remove the pressure The protection system functions listed
cap during the testing and adjusting above may require modification due
the external system resistance. to the involvement of marine
Reinstall the pressure cap prior to the classification societies and other
engine performance testing under regulatory bodies.
load.
It is the user/installer’s responsibility
If an expansion tank pressure cap is to provide additional pressure and
not used, adjust the water temperature gauges and alarms in
temperature alarm and shutdown the external system for the operators
contactors according to atmospheric to monitor daily. Detection of a
conditions to insure adequate engine developing cooling system problem
protection. can prevent an unscheduled
shutdown of the engine or an
If a non-Caterpillar expansion tank or operation alarm condition.
a shunt style cooling system is used, a
complete test must be done complying F. Central Cooling Systems
with requirements listed in Cooling multiple engines from one
Caterpillar EDS 50.5, Cooling System system is becoming common on large
Field Test, Form No. LEKQ7235. ocean going vessels.
19
If a central cooling system is used, H. Corrosion Protection
the system performance must be Ensure that Caterpillar guidelines
evaluated with the maximum heat established for water quality are
rejection possible from all engines followed precisely. They are published
being cooled. Since every system, by Caterpillar and available in the
application and installation will be standard publication system. Engine
unique, they must be approved by Installation and Service Handbook,
Caterpillar. Form No. LEBV0915, and Coolant
and Your Engine, Form No.
G. External System Piping SEBD0970, are two publications
The external system piping must be containing information.
clean and free of weld slag and other
debris. Insure the piping is Ensure the system is filled with the
thoroughly cleaned before filling the proper quality fresh water. It should
system. also be treated with corrosion
inhibitor. Caterpillar Coolant additive
Install temporary strainers at the is 8C3680 and 5P2907 in 18.95 L
engine in the coolant inlet lines prior (5 gal) and 208 L (55 gal) containers.
to initial engine operation. Operate Caterpillar does not approve other
the engine at no-load and rated speed additives.
for at least 15 minutes. Remove the
strainers and check for debris. If If ambient conditions require
debris is found, reinstall the strainers antifreeze, only low silicate antifreeze
and repeat the operation. Continue is allowed. Caterpillar Antifreeze is
this procedure until no debris is found available in 3.8 L (1 gal) and
in the screen. Do not adjust external 208 L (55 gal) containers, part No’s.
system resistance with the strainers 8C3684 and 8C3686 respectively.
installed. The temporary strainers Use the Cooling System Test Kit
are available from Caterpillar for (8T5296) to evaluate the concentration
101 mm (4 in.) [4C9045], 127mm of corrosion inhibitor in the system.
(5 in.) [4C9046], and 152 mm (6 in.) Excessive concentrations are as
[4C9047] pipe. detrimental to the engine as
insufficient concentrations.
If a permanent strainer in the coolant
inlet lines is provided by the I. Heat Recovery
user/installer, the pressure drop Recovering heat from the engine
across the strainer must be coolant can improve the efficiency of
monitored as well as alarmed. the operation but can also be
Excessive pressure drop can cause detrimental to the engine if not
improper coolant flow to the engine. designed and installed properly. A
The same procedure should be common example of heat recovery is
followed for permanent strainers as using engine jacket water heat to
was described above for temporary operate fresh water distilling plants.
strainers during initial engine
operation. At maximum flow External temperature regulators must
condition clean strainers should have not, in any way, inhibit the operation
no more than a 10-14 kPa (1.5-2 psi) and temperature control of the engine
pressure drop. temperature regulators.
20
Inlet temperature control at the Receiver tanks must meet specific
engine is often misunderstood during characteristics, such as the
the design of the system. The water specifications of the American Society
temperature returning to the engine of Mechanical Engineers (ASME). If
must be cooled sufficiently to achieve the ship is classed, the Classification
the required coolant mix temperature Societies may have specific
at the engine pump inlets. requirements for air receivers
(unfired pressure vessels). Each
J. Cooling System Performance receiver tank should have been
The complexity of the external cooling pretested at 1 1/2 times the normal
system, which may include heat working pressure unless the
recovery and/or some other cooler, is cognizant Classification Society
best understood by reviewing the requires some greater value. Make
installed system and producing a sure the tank pressure relief valve is
schematic of that system. The set at a level below test pressure.
schematic should indicate all of the
system flow paths, test and Receiver tanks must be equipped
monitoring points, and external with a maximum pressure relief valve
system components. It should be and a pressure gauge. Provide
included as an attachment to the monitoring to assure proper
Installation Audit Report. operation.
21
D. Engine Starters and Accessories • Check the air starter lubricator oil
Note: Maximum air pressure to the level. Check the prelube motor
starter inlet ports is 1550 kPag lubricator oil level (if air prelube
(225 psig). An air regulator must be equipped).
used if supply pressure exceeds this • Be sure the engine control system
level. allows engine shutdown from the
engine starting panel.
Adjust the starter lubricator to limit • Remember that other engine support
excessive leakage of starter lubricant systems or control systems must be
at the starter air outlet. This should prepared before engine startup. This
be done during initial engine startup. includes reduction gear prelube and
The starter silencer discharge must external piping system valve position.
not endanger personal safety. Provide
• Open the combustion chamber snifter
shielding if the discharge is directed
valves (Keine valves) and with the
toward potentially occupied areas.
fuel control switch in the OFF
position, rotate the engine with the
E. Start-up and Shutdown
air starters while watching for fluids
Procedure
expelled from Keine valves. After this
The following procedure is a guide for:
step is completed, close the Keine
• 3600 engine start-up procedures valves hand tight. If the valves
• Design consideration of the engine are over tightened, the seat may be
control systems. damaged when the engine reaches
operating temperatures.
Before Starting the Engine
• Check the coolant level in the Starting the Engine
expansion tank site glass. • Put the engine fuel on/off switch to
• Check the crankcase oil level using the ON position.
the engine dip stick. Be sure to use • Put the engine start/prelube switch in
the side marked “Engine Stopped the prelube position. The green
Cold Oil”. Mark the dipstick for indicator will light when prelube oil
operating and non-operating pressure reaches 7 kPa (1 psi). The
conditions. engine can now be started. Verify oil
• Be sure all protective guards are gauge pressure if time is not a critical
in place and the barring device is factor.
disengaged. • Move engine start/prelube switch to
• Open and close the drain valve on the the START position while viewing
bottom of the starting air tank and the engine tachometer. At 130 to
fuel day tank to drain condensation 150 rpm, the start/prelube switch can
and sediment. be released from the start position. If
• Open the starting air shutoff valve at not the starters will automatically
the side of the engine. disengage when the engine reaches
• Check the starting air pressure. There 170 rpm.
must be a maximum of 1551 kPa • The engine should stabilize at low idle
(225 psi) or a minimum of 861 kPa speed, typically 350 rpm. Check the
(125 psi) air pressure available for gauge panel oil and fuel pressure
starting. readings to see they reach normal
levels.
22
• Inspect the engine for leaks and listen A. Exhaust System Warnings
for abnormal noises. The engine installer must protect
• After proper engine operation is engine room equipment and
assured, adjust the engine and other personnel from the heat of exhaust
control systems to increase engine system piping.
speed/load to normal operation.
The engine installer must provide
After starting the engine appropriate drains and/or rain caps to
• Close the starting air shutoff valve. protect the engine from rain water
and sea spray entering the engine
• Monitor engine operating parameters
through the exhaust piping. The
every hour and record the readings on
configuration of the last few feet of
an appropriate log sheet.
exhaust outlet should prohibit rain
• Compare the operating parameters water or sea spray entry without
recorded to the factory specifications excessive exhaust backpressure.
on a daily basis. Monitor operating
trends and take action when Common exhaust systems between
discrepancies are found. engines are to be strictly avoided.
Stopping the engine The turbocharger must be protected
• Reduce load on engine to zero. from debris entering the exhaust
• Allow the engine to operate for the outlet during construction of the
period of time necessary to reduce exhaust piping. A properly tagged
jacket water temperature to 85°C blanking plate is recommended. It
(185°F) and the average cylinder must be removed prior to initial
exhaust temperature (of all engine operation. The debris collected
cylinders when exhaust pyrometer on the plate must not enter the
equipped) is reduced to below 150°C turbocharger.
(302°F). Fifteen minutes of operating
time will normally achieve the cooler B. Exhaust System Piping
temperatures. The exhaust system piping material
• Request the wheelhouse to release must withstand the effects of exhaust
propulsion system control to the gas temperature, velocity, and
engine room. thermal expansion. Insulation added
• Turn the engine fuel on/off switch to to the exhaust piping must not
the OFF position. The engine will deteriorate the piping. Insulated pipe
coast to a stop by energizing the fuel temperatures are higher than non-
shutoff solenoid. insulated.
• Check (and put into shutdown mode)
all other non-engine driven system Exhaust backpressure of the total
components that have been operating piping system must be minimal to
to support engine operation. allow for muffler restriction, outlet
piping from the muffler, and piping
Exhaust System Evaluation degradation during the life of the
The exhaust system for 3600 engines engine. Fuel consumption and
must be evaluated from the exit of component life will be affected if the
exhaust gases from the turbocharger to backpressure is beyond the
the atmospheric conditions at the recommended value of 254 mm
muffler outlet. Fuel consumption and (10 in. H2O). Heavy fuel engines are
component life of the engine are affected limited to 254 mm (10 in. H2O).
by a faulty exhaust system. Consult Caterpillar if higher
Consider the following items: backpressures are anticipated.
23
Exhaust backpressure on each bank The exhaust piping must be rigidly
of the twin turbocharged 3612 and supported (with off- engine
3616 (vee) engines must be balanced, supports) near the engine to
even when the dual pipes exiting the minimize compression and offset of
turbos are transitioned into one the engine exhaust bellows. Exhaust
larger pipe going to the muffler. Do pipe expansion must be directed away
not allow gas flow to turn at a right from the engine. Rollers are strongly
angle during a transition. If possible, recommended when vertical supports
do not allow the exhaust system are required between expansion
piping for a vee engine to be routed joints and rigid supports.
vertically from each turbocharger and
then be blended horizontally. This Fuel System Evaluation
will cause excessive backpressure on Clean fuel meeting Caterpillar’s fuel
one bank. Blend the exhaust gasses recommendations provides the
into a common pipe before making maximum engine service life and
the directional change. If this is not performance; anything less is a
possible, the blending area must be compromise and the risk is the user’s
designed to maintain equal bank-to- responsibility. The fuel system must be
bank restriction. evaluated from the storage tank to the
engine, including the engine fuel
Measure backpressure in a straight controls. A fuel sample must be analyzed
length of the exhaust pipe at least 3 to verify engine performance. The data
to 5 pipe diameters away from the is used in the Caterpillar CAMPAR
last size transition change from the evaluation. The governor control system
turbocharger outlet. System should be described along with
backpressure measurement is part of information concerning the governor’s
the engine performance testing and interaction with the engine.
must be recorded. A 1/4 in. NPT or
1/8 in. NPT fitting is required in the A. Fuel Tanks
exhaust piping for backpressure Fuel tanks vented to atmosphere
measurements. Extensions may be must have some form of flame
required to protect instrumentation arrester in the vent opening to
from heat damage and reach through prevent flames entering or exiting the
exhaust lagging into the gas stream. tank. As a minimum precaution,
Backpressure gauges are available to install a fine mesh screen at the
continuously monitor pressure levels. outlet opening in the tank vents
to act as a flame arrester. Other
Do not support exhaust piping forms of flame arresters can be used
from the engine package and do not and the vent opening must never be
allow it to interfere with the service of left totally open to atmosphere.
the engine.
The fuel supply piping should draw
Expansion joints and vertical fuel from approximately 100 mm
supports in appropriate positions (4 in.) above the bottom of the day
must allow for free movement of the tank. The fuel return to the day tank
exhaust piping during thermal must enter at the top (above the fuel
expansion. level) and opposite the supply end.
24
B. Fuel Lines D. Fuel Coolers
Galvanized fittings or piping must A fuel cooler may be required if the
not be used in any portion of the day tank is not large enough to
lines. Zinc can leak from piping or handle heat transfer from the
fittings and react with sulphur in the injection pumps. Size the fuel cooler
fuel during the combustion process to to cool fuel returning to the day tank
form zinc sulphate with a detrimental to below 40°C (100°F) with distillate
effect on exhaust valves. Fuel line fuel. Return heavy fuel oil (HFO) to
size and length must conform to the the booster module without cooling to
fuel transfer pump inlet and return allow viscosity control back to the
restriction limits. The inlet restriction engine. Parallel HFO and distillate
must not exceed 39 kPa (5.7 psi) and systems must have control valves to
the fuel return line restriction must send fuel to the cooler when switching
not exceed 350 kPa (51 psi). Measure to distillate. HFO systems are
and record the values. operated at higher temperatures to ˚
maintain proper viscosity.
Note: The limits are independent of Note: See the section on Engine
each other and should not be Systems - Fuel in this guide for
combined in the evaluation. additional information.
25
Lubrication System Evaluation C. Engine Prelube
The lubrication system supplies a If equipped, insure that the air
constant flow of oil to engine prelube motor is properly lubricated
components. The oil is filtered, cooled, prior to operation.
and pressure regulated throughout the
engine operating range. Bearing failure, Check the air receiver tank sizing for
piston ring sticking, and excessive oil the required starting requirements.
consumption are classic symptoms of oil Consider air prelubing requirements.
related engine problems. Maintaining
the lubrication system, using scheduled Prelube time must be within the
oil sampling and quality oil can make required engine starting time. If not,
the difference between repeated oil a larger pump or continuous prelube
related failures and satisfactory engine may be required.
life.
Electric prelube systems must have
A. Engine Oil motor starters sized for the proper
The oil must be evaluated for 3600 oil current draw to maintain pump
requirements prior to filling the operation until prelubing is complete.
sump, including scheduled oil
sampling (S•O•S). Record oil Continuous prelube systems must
brand and type. Note: Refer to the have the Caterpillar spill tube system
Engine Systems - Lubricating Oil installed to prevent oil collecting in
section of this guide for additional the cylinders, resulting in hydraulic
information. An S•O•S sample must lock and damage to cylinder
also be evaluated after sea trails components on startup.
completion.
D. Oil Pressure and Temperature
A system must be in place to properly Provide safety shutdowns and alarms
handle waste oil from engine oil for these engine operating
changes. parameters.
27
A. Engine Contactors A. Engine Operating Parameters
Ensure the minimum Caterpillar Gauges and instrumentation on the
required shutdowns and alarms are engine gauge panel or mounted by
on the engine. The minimum user/shipbuilder on the external
requirements for propulsion engines systems should give accurate
are generally determined by the readings of operational parameters
classification society and/or for the oil, water, fuel, air and
regulatory body involved in the exhaust systems for the engine.
project. The commissioning engineer
must be prepared to demonstrate how Periodic maintenance of oil, fuel and
shutdown and alarm contactors air filters is based on differential
activate and de-activate according to pressure as well as hours. Ensure
Caterpillar specifications. Record gauges are provided to monitor filter
demonstrated values. If the vessel is conditions. An hour meter is required
classed, notify a society surveyor at to properly monitor operating time.
the time of demonstration.
B. External Engine Support
The user must provide both audible Systems
and visual annunciation of faults in The user is responsible for providing
both the engine room and the control instrumentation to monitor operation
room. This should include horns, of the external engine support
rotating beacons, or other forms of systems. These should include, but
audible or visual alert. not be limited to, the following:
• Fuel day tank site glass
B. External Engine Support • Oil storage tank site glass
Systems
• Water temperature to and from
The user must provide alarms and/or
external cooler. This will include
shutdowns on external system
both treated cooling water and
components that can adversely affect
raw water to and from the heat
engine operation in a fault condition.
exchangers.
These components may include fuel
day tanks, primary fuel filters and/or • When strainers are permanently
centrifuges, sea water cooling pumps, installed before the pump inlets,
etc. monitor pump inlet pressure to
check strainer condition.
C. Emergency Stops
The user must provide both local (at C. Daily Log Sheet
the engine) and remote emergency The user is responsible to provide a
stop buttons, allowing an operator to log sheet to record gauge and
safely shutdown the system without instrumentation readings taken
endangering personnel. The stop periodically by the operators and/or
buttons must be guarded from the automatic monitoring system.
accidental personnel contact, but still Regulatory bodies usually require an
be operational by trained personnel in engine room log book.
case of an emergency. Locate them in
the engine room, the control room, Ventilation Evaluation
and the bridge control console. Radiated heat from the engine and
driven equipment can cause engine room
Monitoring System Evaluation temperature rise to adversely affect
Monitoring the propulsion system personnel and the propulsion system
requires periodic readings of gauges and performance. Supply clean, cool air to
readouts during a 24 hour period to the control rooms and engine rooms. It
insure all systems are not changing flows across and around equipment to
more than normal. carry radiated heat to the outside.
28
A. Engine Room Ventilation movement to and from the engine
Direct ventilating air toward the floor room.
of the engine room and then upward
around the engine before exiting B. Engine Maintenance
above the engine. Design the The shipbuilder is responsible for
machinery space ventilation to bring locating the deck plating adjacent to
the coolest air to the turbocharger the engine. It should not hinder
intake ducting/air cleaner. For periodic maintenance functions, daily
personnel comfort, maintain the air inspections, or engine overhauls.
velocity at 1.5 m/sec (5 ft/sec) in areas
of heat sources or areas exceeding C. Reserved Work Area
38°C (100°F). Provide a work area in the engine
room for disassembly and cleaning
Check the temperature rise in engine components and support
potentially dead air spaces during equipment. Overhead lifting capacity
engine operation. Check all electrical must be sized for the largest
and mechanical equipment in the component expected to be placed in
dead air space. If necessary, require this area.
corrections to be made.
D. Spare Parts Storage
Engine room pressure should not Reserve an area for storage of spare
become negative. This indicates a parts and tools for all equipment in
shortage of ventilating air or the engine room. They should be
excessive exhaust fan flow. inventoried to ensure ready access
during a repair. Lock the area.
Serviceability Evaluation Missing parts or tools can impair
Well designed engine rooms include scheduled maintenance or repair.
serviceability features for the engines
and support equipment. They include Equipment Safety Evaluation
overhead lifting, space for component The commissioning engineer must be
storage and cleaning, and required able to recognize a safe operating
service tools. Consider the following environment. The entire system
when evaluating serviceability: operation must be reviewed to provide
operator safety in all situations.
A. Engine Component Removal Consider the following when evaluating
Overhead and side clearance must be the safety of the operating systems:
provided around the engine for major
component removal and A. Engine Room
serviceability. Unfortunately, at the • Shield or guard hot engine water
time of commissioning it may be too pipes to prevent operator contact.
late to change the configuration. • Generator drive components
and damper guards must be in
Overhead lifting equipment must be place prior to operating the engine.
provided. Most engine components
• Floor openings in the engine
are heavier than one man can safely
room must be covered with plating
lift. Review the overhead features for
or grating.
multidirection motion. Most engine
component removal involves at least • Chains and hooks on overhead
two direction motion for removal. lifting equipment must not
Arrange for multiple engine endanger operating personnel.
installations to use the same • Floors must be cleaned of
overhead lifting equipment without debris or liquid spills.
major disassembly of piping or • Engine heat shields must be in
ducting. Equipment should be place prior to operating the engine.
available for engine component
29
• Remote emergency system stops engagements. When the air supply
must be guarded but operable is contamination free, the engine
during a safety simulation. governor pneumatic speed
• Test fire suppression systems prior adjustments can be evaluated.
to allowing normal operation. Ensure throttle boost is part of the
• Independently test all engine system to facilitate crash reversals.
emergency stops while operating
at no load. B. Electronic Controls
Delays must be part of the system
• Check engine room noise levels in
to allow the engine speed to increase
normal operating areas. Include
slightly as the clutch is engaging.
the data in the Installation
Audit Report.
Prior to energizing the control
system evaluate the power supply to
B. Control Room
determine if AC ripple and DC
• Ensure control room emergency voltage levels are within control
stops are guarded to prevent supplier tolerances. This may be
accidental contact. accomplished by using a portable
• Check control room noise levels battery powered oscilloscope.
and include this data in the Another method using standard test
Installation Audit Report. instrumentation is:
30
Operation and Maintenance Crankcase Ventilation System
Evaluation Evaluation
Operating and maintenance training for Crankcase fumes must be piped away
the ship’s crew involved in the operation from the engine to atmosphere.
and/or maintenance of 3600 engines and A. Crankcase Breathers
support equipment is an important Crankcase breathers can be arranged
factor in achieving dependable engine in several positions to match the best
operation. The Commissioning Engineer piping routing away from the engine.
should be prepared to give this training Breather connections must be easily
at the time of commissioning. disconnected for scheduled
maintenance. Piping of the same size
A. Engine Operation and as the breather outlet is suitable
Maintenance unless the length and/or bends cause
Introduce each engineer to the engine excessive restriction. This can cause a
maintenance guide and explain each false crankcase pressure
topic. This may require a measurement. See the Engine
presentation be given several times to Systems section of this guide for
match the rotation of the watch- additional information on pipe sizing
standing engineers. Coordinate the requirements. Consideration must be
effort with the ship’s chief engineer. given to the blow-by requirements of
a worn engine when initially sizing
Ensure instruction is given for the pipe.
starting and stopping the engine.
Include a demonstration at the A separate ventilation piping system
engine and allow each operator to must be installed for each engine.
observe and follow the directions Slope piping away from the engine at
given. Follow the procedure outlined a minimum of 13 mm per 300 mm,
in the Starting System Evaluation (.5 in. per ft). Configure the outlet to
section. collect oil droplets prior to fumes
exiting the piping. If piping rises from
B. Engine Support Equipment the engine, a trap with an
Review the list of equipment appropriate drain valve must be
suppliers that will be on-site during installed to collect condensation or oil
commissioning. If representatives are droplets before they reenter the
on-site, ensure they are prepared to breathers. Crankcase fumes must
train the engineers. never be discharged directly to the
engine room.
C. Mechanical Training
Train shipboard engineers and shore- After the installation audit and the
side maintenance personnel to make installation audit forms are
major repairs as well as be familiar completed and corrective action
with routine maintenance. agreed to, it is recommended that all
parties concerned sign the
installation audit form at the
designated locations on the report.
31
CATERPILLAR 3600
Main Propulsion Installation Audit Report
Directions: Fill in the blanks below, or circle the appropriate choice listed.
GENERAL
Selling dealer: District or Subsidiary:
Servicing dealer: Customer:
Equipment suppliers: Address:
City, State, Zip:
CONSIST
Engine model #: Engine arrangement #:
OT specification #: Serial #:
Rating: bkW (bhp) Speed:
Engine cooling circuit: Separate /Combined Coolant used: Antifreeze/Corrosion inhibitor
32
Governor model and type: Oil used in engine:
High idle specified: “OT” specification:
Low idle specified: % Droop specified:
Fuel used: Distillate/Blended/Residual Fuel gravity: kg/1(lb/gal)
Fuel treatment: Filter/Centrifuge Viscosity control: Yes/No
SHIP DATA
Type of hull: Expected ship usage: service hours/year
Water line length: meters/feet Expected vessel speed: knots
Displacement: long tons Fuel capacity: liters/gallons
Midship coefficient: Water capacity: liters/gallons
Prismatic coefficient: Beam: meters/feet
Hull material: Draft: meters/feet
CATERPILLAR 3600
Main Propulsion Installation Audit Report
Directions: Fill in the blanks below, or circle the appropriate choice listed.
PROPELLER DATA
Manufacturer: Model #:
Propeller type: Fixed/Controllable Kort nozzle: Yes/No
Number of blades: Diameter:
Pitch: Radius of aperture:
Developed blade area: Radius of aperture:
33
Contact for propeller design information:
Name:
Address:
Telephone:
SHAFTING DATA
Intermediate shaft, diameter: Tail shaft, diameter:
Intermediate shaft, material: Tail shaft, material:
Intermediate shaft, length: Tail shaft, length:
Maximum angle of operation: from horizontal Add’l engine driven loads:
Shaft brake manufacturer: Shaft brake model #:
Contact for drive line/shafting design information:
Name:
Address:
Telephone:
CATERPILLAR 3600
Main Propulsion Installation Audit Report
Directions: Fill in the blanks below, or circle the appropriate choice listed.
MISCELLANEOUS SYSTEMS
Type of cooler for engine jacket water: Fuel day tank capacity:
Manufacturer of J.W. cooler: Day tank temperature rise evaluated? Yes/No
Model # of J.W. cooler: Fuel cooler type:
Manufacturer of propulsion control system: Manufacturer of F.O. cooler:
Type of propulsion control system: Model # of F.O. cooler:
Model # of propulsion control system:
APPLICATION SUMMARY
34
Provide any comments/remarks regarding this installation:
CATERPILLAR 3600
Installation Audit Report Results
Directions: Fill in the blanks below, or circle the appropriate choice listed.
Air Intake
Satisfactory _____
Unsatisfactory_____
35
Cooling
Satisfactory_____
Unsatisfactory_____
Starting
Satisfactory_____
Unsatisfactory_____
Exhaust
Satisfactory_____
Unsatisfactory_____
CATERPILLAR 3600
Installation Audit Report Results
Directions: Fill in the blanks below, or circle the appropriate choice listed.
Fuel
Satisfactory _____
Unsatisfactory_____
Lubrication
Satisfactory_____
36
Unsatisfactory_____
Engine Mounting
Satisfactory_____
Unsatisfactory_____
Driven Equipment
Satisfactory_____
Unsatisfactory_____
CATERPILLAR 3600
Installation Audit Report Results
Directions: Fill in the blanks below, or circle the appropriate choice listed.
Satisfactory _____
Unsatisfactory_____
37
Engine Monitoring
Satisfactory_____
Unsatisfactory_____
Ventilation
Satisfactory_____
Unsatisfactory_____
Serviceability
Satisfactory_____
Unsatisfactory_____
CATERPILLAR 3600
Installation Audit Report Results
Directions: Fill in the blanks below, or circle the appropriate choice listed.
Equipment Safety
Satisfactory _____
Unsatisfactory_____
Propulsion Controls
Satisfactory_____
38
Unsatisfactory_____
Satisfactory_____
Unsatisfactory_____
Crankcase Ventilation
Satisfactory_____
Unsatisfactory_____
CATERPILLAR 3600
Installation Audit Report Results
Directions: Fill in the blanks below, or circle the appropriate choice listed.
Satisfactory _____
Unsatisfactory_____
39
Satisfactory_____
Unsatisfactory_____
Satisfactory_____
Unsatisfactory_____
Satisfactory_____
Unsatisfactory_____
CATERPILLAR 3600
Installation Audit Report Results
Directions: Fill in the blanks below, or circle the appropriate choice listed.
The following parties have discussed and agreed to the results and required action during the design review process:
40
Dock Trials • Work closely with the owner and
A thorough Dock Trial of the main builder in the development of a
propulsion system has extreme value to thorough trial agenda. The value of
both the builder and the propulsion the dock trial is only as good as the
machinery commissioning engineers. It data recorded and the tests
allows system design validation at the performed.
shipyard. • Determine the points to be monitored.
Usually these will be the same as
A typical dock trial consists of making a those for sea trials. This will allow
vessel fast to a suitable structure sufficient time to install additional
capable of withstanding the vessel’s necessary instrumentation. See
developed forward thrust (Bollard pull). Figure 3 and Figure 4 for
The fundamental purpose of the dock guidance on engine monitoring point
trial is: locations. For guidance on sensor self
• To evaluate the main engine’s sealing plug types available from
ancillary systems with the systems Caterpillar, see Figure 5.
operating under simulated at sea • Assemble all available performance
conditions. data (OT, sea trial data, and test cell
• With vessels such as tug boats, report) prior to the dock trial date.
trawlers or push boats, the propeller’s
developed thrust can be measured to Self Sealing Probe
validate the propeller design criteria. Plug Size Cat P/N
Figure 5
41
3600 COMMISSIONING
SENSOR POINTS
Function & Use G - Gauge H - HMSO M - Manufacturing T - Temperature L - LEVEL
Index A - Alarm P - Pressure POS - Position S - SPEED
Cooling System:
Name Point 1 Point 2 Point 3 Point 4 Point 5 Function
Type Use Type Use Type Use Type Use Type Use 1 2 3 4 5
Elbow - H2O Pump Out #6 O-Ring S #6 O-Ring S T P
Elbow - Engine Out #6 O-Ring S 1/2" NPT G 1/2" NPT H 1/2" NPT A #6 O-Ring S T T T T P
Tube - AS Turbo Inlet #6 O-Ring S #6 O-Ring S T P
Elbow Turbo H2O Out #6 O-Ring S #6 O-Ring S T P
Adapter - A/C In #6 O-Ring S #6 O-Ring S T P
Water Terminal - A/C Out 1/2” NPT G T
Elbow Seawater -Pump Out #6 O-Ring A P
Lube System:
Name Point 1 Point 2 Point 3 Point 4 Point 5 Function
Type Use Type Use Type Use Type Use Type Use 1 2 3 4 5
Priority Valve Body #6 O-Ring S #6 O-Rin G&P P P
Elbow - Temp. Reg. Out #6 O-Ring S&M 1/2" NPT G 1/2" NPT H 1/2" NPT A T T T T
Elbow - Scav. Pump Out #6 O-Ring G G
Tee - Pump Discharge #6 O-Ring S P
Oil Manifold (External) #6 O-Ring S&M #6 O-Ring G #6 O-Ring H #6 O-Rin A P P P P
Oil Pan (Level) #6 O-Ring S 4 bolt hole A T I L
Fuel System:
Name Point 1 Point 2 Point 3 Point 4 Point 5 Function
Type Use Type Use Type Use Type Use Type Use 1 2 3 4 5
Fitting - Pump In #6 O-Ring S P
Housing End of #6 O-Ring S #6 O-Ring G #6 O-Ring S&M P P P
Fuel Filter (In) (In) (Out)
backpressure #6 O-Ring S #6 O-Ring G T P
Regulator Body
Tee - Lines Out of 37° Fitting G&A P
filter (Out)
Tee - Lines Into Filter #7 O-Ring S&M T
(In)
Speed System:
Name Point 1 Point 2 Point 3 Point 4 Point 5 Function
Type Use Type Use Type Use Type Use Type Use 1 2 3 4 5
Camshaft Cover 5/8"-18-2B S 5/8"-18-2B S 5/8"-18-2B S S S S
Housing - HMSO 5/8"-18-2B A 5/8"-18-2B A 5/8"-18-2B A
42
3600 COMMISSIONING
SENSOR POINTS
Function & Use G - Gauge H - HMSO M - Manufacturing T - Temperature L - LEVEL
Index A - Alarm P - Pressure POS - Position S - SPEED
Intake System:
Name Point 1 Point 2 Point 3 Point 4 Point 5 Function
Type Use Type Use Type Use Type Use Type Use 1 2 3 4 5
Silence GP #6 O-Ring S #6 O-Ring G P P
Aftercooler Hsg #6 O-Ring S #6 O-Ring G #6 O-Ring S P P T
Block #8 O-Ring S&M #8 O-Ring S&M #8 O-Ring G T P T
Engine Room Ambient Air Temperature T
Elbow Assy - Air Inlet #6 O-Ring S #6 O-Ring G #6 O-Ring S T P P
Exhaust System:
Name Point 1 Point 2 Point 3 Point 4 Point 5 Function
Type Use Type Use Type Use Type Use Type Use 1 2 3 4 5
Exhaust Stack 1/2" NPT G 1/2" NPTF A T T
Exhaust Manifold Ports 1/4" NPSF G T
Crankcase:
Name Point 1 Point 2 Point 3 Point 4 Point 5 Function
Type Use Type Use Type Use Type Use Type Use 1 2 3 4 5
Front Housing #6 O-Ring S #6 O-Ring A P P
Figure 3
43
3600 COMMISSIONING INSTRUMENTS
SENSING LOCATION BY FUNCTION
Cooling System
Function Location Plug Type
Lube System
Function Location Plug Type
Main oil manifold pressure Elbow
Piston cooling jet manifold press. Priority valve body #6 O-ring
#6 O-ring
Engine oil temperature Elbow - temp. reg. out #6 O-ring
12mm(1/2") NPT(3)
Scavange pump pressure Elbow - pump discharge #6 O-ring
Pressure drop across oil filter Elbow - oil filter in #6 O-ring
Elbow - oil filter out #6 O-ring
Main oil pump pressure Tee - pump discharge #6 O-ring
Main manifold pressure Manifold ext. to turbo #6 O-ring (3)
Temp. drop from manifold to pan Oil pan #6 O-ring
Pan oil level Oil pan 4 bolt hole
Priority valve position Priority valve body
Speed System
Function Location Plug Type
Engine speed “rpm” from camshaft cover, or 5/8"-18-2B(3)
Hydro/mechanical shut off housing 5/8"18-2B(3)
Intake System
Function Location Plug Type
Engine room temperature, or
temperature rise across turbo Elbow ass’y - air inlet #6 O-ring
Aftercooler housing #6 O-ring
Pressure rise across turbo Silencer GP #6 O-ring (2)
Elbow ass’y - air inlet #6 O-ring (2)
Aftercooler housing #6 O-ring (2)
Air plenum temperature Block - adapter #6 O-ring
Block - adapter 12mm(1/2") NPT
Air plenum pressure Block - adapter #6 O-ring
Exhaust System
Function Location Plug Type
Exhaust stack temperature Exhaust stack 12mm(1/2") NPTF
Exhaust port temperature Manifold 7mm(1/4") NPSF
Crankcase
Function Location Plug Type
Crankcase pressure Front housing#6 O-ring (2)
Figure 4
45
Sea Trials to preparing for the sea trial. In addition
to the standard gauge panel
Sea trials are the final test of the instrumentation, Figure 6 can be used to
installed machinery. The duration and customize sensor points needed to
complexity of a sea trial is related to the validate performance of unique marine
vessel type, the propulsion system installations.
configuration, and the class of service.
Ensure test data and fuel rate are
The commissioning engineer must play entered in the CAMPAR program for
an active role in planning the Sea Trial evaluation. Figure 7 can be used to draw
Agenda relating to the propulsion a performance curve based on actual fuel
system. All points highlighted under the rate at operating conditions.
previous dock trial section are applicable
46
ENGINE PERFORMANCE DATA
Record the following data using field equipment while the engine is at rated conditions and speed:
Comments:
Comments:
Figure 6 48
49 Figure 7
Sea Trial Conditions Experience has shown that conditions
where Bollard pull tests are usually
Perform sea trial running tests under conducted are not ideal for performance
the following conditions: of the other engine system tests. Other
• Load the vessel the same as during sea trial measurements should be made
normal service: 50% to 75% load of under free-running conditions after the
fuel, fresh water, cargo, and ships’ Bollard pull engine speed has been
stores. Properly located ballast may measured.
be substituted.
• All gauges, panels, and test Figure 8 is a sample of a main engine
instruments must be in good sea trial log sheet.
operating condition before conducting
tests. Record machinery and structure
• The engines and reduction gear must vibration levels at various engine speed
be operated under full throttle and and load conditions. The data becomes
load long enough to allow part of the permanent engine
temperatures and pressures to commissioning record.
stabilize.
• If the ship operation includes towing Take lube oil samples after the
or trawling, take sea trial completion of the sea trial and the
measurements while the vessel is analysis results have been made a
towing its intended load. If testing permanent part of the engine
under actual working conditions is commissioning record.
impossible, Bollard pull engine speed
and free-running engine speed are Check crankshaft deflections
required to determine if the engine immediately after the engine has been
will attain rated rpm under full load secured following the sea trial. This will
conditions. help validate engine mounting and
insure unrestricted thermal expansion of
the machinery.
50
ENGINE INSTRUMENTATION DATA
Record the following data using field equipment or by recording instrument readings while the engine is at
rated conditions and speed:
ACTUAL
MEASUREMENT FACTORY READINGS
POINTS SPEC.
Comments:
51 Figure 8
The attached report reflects the analysis of authorized Caterpillar or
Caterpillar dealer representative(s). It is based on information provided
by the customer and other manufacturers. Caterpillar is not responsible
for the accuracy of information provided by these third parties.
Caterpillar warrants this report to be free from errors in calculations.
Failure to comply with the recommendations in this report will have a
direct effect on suggested engine operation. Caterpillar will not be
responsible for any auxiliary supporting system or operation associated
with the 3600 engines when the specific recommendations within this
report are not followed and completed. Caterpillar will not be
responsible for any changes in the engine, engine system, or system
malfunctions occurring after the time of the initial evaluation other than
those specified in the applicable Caterpillar warranty. This warranty is
expressly in lieu of any other warranty, express or implied, including any
warranty of merchantability or fitness for a particular purpose.
Caterpillar disclaims and will not be responsible for any incidental or
consequential damages.
LEKM8474 8-98
Operation and Maintenance
Operation and Maintenance Manual - 3600 Distillate Fuel Engines SENR6965
Operation and Maintenance Manual - 3600 Heavy Fuel Engines SENR6966
Operation and Maintenance Manual - 3612/3616 Fast Vessel SENR7083
Systems Operation - 3606 and 3608 Engines SENR3599
Systems Operation - 3612 and 3616 Engines SENR3593
Maintenance Manual - Schedules for Equipment Maintenance SEBU6103
Maintenance Management Recommendations - 3600 Distillate Fuel Engines SELU6965
Maintenance Management Recommendations - 3600 Heavy Fuel Engines SELU6966
Operation with Damaged Turbocharger Service SEHS8704
Specifications - 3606 and 3608 Major Components SENR3598
Specifications - 3612 and 3616 Major Components SENR3592
Disassembly and Assembly - 3606 and 3608 Engines SENR3600
Disassembly and Assembly - 3612 and 3616 Engines SENR3594
Service Manual - 3606 and 3608 Engines SENR3595
Service Manual - 3612 and 3616 Engines SENR3590
Special Edition Engine News - Serviceability SEBD9129
Parts - 3600 Parts SEBP3600
Parts - 3600 Parts (Microfiche) SBFY0628
Service Manual - 3161 Governor SENR3028
Service Manual - 2301 Electric Governor SENR3585
Service Manual - Heinzmann Governor-Generator Sets SENR4622
Service Manual - Heinzmann Governor-Marine SENR4661
Lubrication
Lubrication - Oil and Your Engine SEBD0640
Lubrication - S•O•S (Scheduled Oil Sampling) PEDP7036
Fuel
Fuel - Diesel Fuel and Your Engine SEBD0717
EDS 61.1 Heavy Fuel Contaminant Levels LEKQ2314
EDS 61.4 Heavy Fuel Operating Procedures for 3600 Engines LEKQ1177
Miscellaneous
Storage - General - Storage Procedures for Caterpillar Products SEHS9031
Specification - List of Standard Torques SENR3130
Special Instructions -
Spring Isolator Group Installation & Adjustment Procedure SEHS9162
EDS 64.5 - Fuel Heaters for Cold Weather Operation LEKQ4065
EDS 159.0 - Electric Jacket Water Heaters LEKX3301
3600 Marine Monitoring System Owner’s Manual SEBU7134
2
Component Reusability
Index SEBF8029
Component List SEBF8100
Specifications For Cylinder Blocks SEBF8101
Cylinder Block Salvage SEBF8151
Cylinder Block Salvage SEHS8919
Metal Stitching Procedures SEHS8841
Cleaning and Inspecting Engine Components SEBF8171
Specifications for Crankshaft Measurement SEBF8102
Specifications for Grinding Crankshafts SEBF8103
Crankshaft Handling, Cleaning, Assembly and Installation Procedures SEHS9182
Specifications for Camshaft Measurement SEBF8104
Specifications for Injector and Valve Lifter Groups SEBF8105
Specifications for Cylinder Heads SEBF8106
Cylinder Head Salvage Procedures SEBF8129
Specifications for Pistons and Rings SEBF8107
Piston Cleaning SEBF8150
Specifications for Connecting Rods and Bearings SEBF8108
Specifications for Cylinder Liners SEBF8119
Specifications for Water Pumps SEBF8110
Specifications for Turbocharger Components SEBF8092
Damper Rebuild SEBF8152
Oil Pan Salvage SEBF8160
3
Materials and specifications are
subject to change without notice.