c2 VM 46 DF

Original Operating Instructions

12 / 16 M 46 DF

Engine number: Cost unit:

VM 46 DF c2
Revision history

Version Chapter Change Date

1-0 All Original edition 2018-05-15
1-1 Fax-No., New Fax-number
5.5 Commissioning lube oil system 2020-02-20
1-2 1.2 Safety Note chrome VI Nov. 2020

Published by:

Address of the manufacturer

Caterpillar Motoren GmbH & Co. KG
Falckensteiner Str. 2
D-24159 Kiel

P.O. Box 9009

D-24157 Kiel

Tel.: +49 (0) 431 3995-01

Fax: +49 (0) 431 3995-2193
E-mail: info@cat.com
Internet: http://www.cat.com
http://www.cat.com/marine
http://www.cat.com/oilandgas
http://www.catpowerplants.com

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Media colour code of the graphics in the operating instructions for Caterpillar engines:
In order to clarify their function, the media-carrying components or lines are marked with the
following colours in the illustrations:

Exhaust gas

AUS / DEF, urea solution, urea

Fresh air, combustion air

* High-purity diesel fuel

Compressed air 30 bar

Working and control air 8 bar

Electrically active components

* Natural gas, gaseous

Explosion protection

HT cooling water

Hydraulic oil

* Inert gas

Fuel return: HFO, MDO, MGO

Fuel feed: HFO, MDO, MGO

LT cooling water

Oily sludge, to be disposed of

Lubricating oil, fresh or cleaned

Lubricating oil, used or dirty

Waste water / condensate, to be disposed

of
Washing water for turbocharger washing

*: Only exists on dual fuel and/or gas engines

Rotating components are not affected by this media colour code; they
may be in different colours for the sake of clarity.

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0–6 General Copyright notice

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0 General ................................................................................................ 0–16

0.1 About this Manual .......................................................................................... 0–16
0.2 Copyright ....................................................................................................... 0–17
0.3 Warranty ........................................................................................................ 0–17
0.4 Obligations of the Operator ............................................................................ 0–18
0.5 Exclusion of Liability ...................................................................................... 0–18
0.6 Scope of Supply ............................................................................................ 0–19
0.6.1 Documentation .............................................................................................. 0–19
0.6.2 Accessories ................................................................................................... 0–19
0.6.3 Tools.............................................................................................................. 0–19
0.6.4 Spare Parts and Class Required Parts .......................................................... 0–19
0.7 List of Acronyms ............................................................................................ 0–20
1 Safety................................................................................................... 1–22
1.1 Intended Use ................................................................................................. 1–22
1.2 Modifications and Retrofitting ......................................................................... 1–23
1.3 Personnel Qualification .................................................................................. 1–23
1.4 Personal Protective Equipment (PPE) ........................................................... 1–25
1.5 Safety Notes .................................................................................................. 1–26
1.5.1 Safety Notes in the Manual ............................................................................ 1–26
1.5.2 Safety Symbols .............................................................................................. 1–27
1.6 Safety Regulations......................................................................................... 1–29
1.6.1 General Safety Notes .................................................................................... 1–29
1.6.2 Special Safety Notes ..................................................................................... 1–30
1.6.2.1 Handling of MDO ........................................................................................... 1–30
1.6.2.1.1 Hazards when Handling MDO........................................................................ 1–30
1.6.2.1.2 Protective Measures when Handling MDO..................................................... 1–32
1.6.2.1.3 First-Aid Actions ............................................................................................ 1–32
1.6.2.2 Handling of NG .............................................................................................. 1–33
1.6.2.2.1 Hazards when Handling NG .......................................................................... 1–33
1.6.2.2.2 Behaviour in Case of Leaking Gas ................................................................. 1–33
1.6.2.3 Handling of Electricity .................................................................................... 1–34
1.6.2.3.1 Hazards when Handling Electricity ................................................................. 1–34
1.6.2.3.2 Safety Precautions when Working with Electricity .......................................... 1–35
1.6.2.3.3 First-Aid Actions ............................................................................................ 1–35
1.6.2.4 First Action in Case of a Fire .......................................................................... 1–36
1.6.2.5 Handling of Compressed Air .......................................................................... 1–36
1.6.2.5.1 Hazards when Handling Compressed Air ...................................................... 1–36
1.6.2.5.2 Safety Precautions when Working with Compressed Air ................................ 1–37
1.6.2.5.3 First-Aid Actions ............................................................................................ 1–37
1.6.2.6 Handling of Hot Surfaces ............................................................................... 1–37
1.6.2.6.1 Hazards when Handling Hot Surfaces ........................................................... 1–37

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1.6.2.6.2 Safety Precautions when Working with Hot Surfaces ..................................... 1–37
1.6.2.6.3 First-Aid Actions............................................................................................. 1–38
1.6.2.7 Hazard due to Noise ...................................................................................... 1–38
1.6.3 Safety Requirements ..................................................................................... 1–39
1.6.3.1 Commissioning .............................................................................................. 1–39
1.6.3.2 Operation ....................................................................................................... 1–39
1.6.3.3 Prerequisites for Opening Crankcase Doors .................................................. 1–39
1.7 Safety Devices ............................................................................................... 1–40
1.7.1 Safety Devices on the Dual Fuel Engine ........................................................ 1–41
1.7.1.1 Safety Devices for Diesel Operation .............................................................. 1–41
1.7.1.2 Safety Devices for Gas Operation .................................................................. 1–42
1.7.1.3 Further Safety Measures for Dual Fuel Operation .......................................... 1–43
1.7.2 SOLAS Safety Devices .................................................................................. 1–43
1.7.3 Integration in the Alarm System ..................................................................... 1–43
1.8 Safety of Operation and Maintenance ............................................................ 1–44
1.8.1 Electrical / Electronic Equipment .................................................................... 1–44
1.8.2 Electric Welding Work .................................................................................... 1–45
1.8.3 Inspection According to the Operational Safety Regulations .......................... 1–45
2 Mechanical Configuration ................................................................. 2–46
3 Description of Assemblies ................................................................ 3–52
3.1 Engine Block .................................................................................................. 3–52
3.2 Main Running Gear........................................................................................ 3–56
3.2.1 Cylinder Liner ................................................................................................ 3–56
3.2.2 Piston ............................................................................................................ 3–58
3.2.3 Piston Pin ...................................................................................................... 3–58
3.2.4 Piston Pin ...................................................................................................... 3–59
3.2.5 Connecting Rod ............................................................................................. 3–60
3.2.6 Crankshaft ..................................................................................................... 3–62
3.2.7 Camshaft with Valve Drive ............................................................................. 3–64
3.2.8 Variable Valve Adjustment FCT ..................................................................... 3–66
3.3 Cylinder Head ................................................................................................ 3–68
3.4 Gas Valve Unit ............................................................................................... 3–80
3.5 Gas Supply .................................................................................................... 3–82
3.6 Ignition Fuel Injection System ........................................................................ 3–86
3.6.1 Ignition Fuel Module ...................................................................................... 3–86
3.6.2 High-Pressure Pump of the Ignition Fuel System ........................................... 3–89
3.6.3 Fuel Pipes...................................................................................................... 3–89
3.6.4 Injectors ......................................................................................................... 3–90

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3.7 MDO Fuel System ......................................................................................... 3–92

3.7.1 Fuel Supply.................................................................................................... 3–93
3.7.2 Main Injection System.................................................................................... 3–93
3.7.3 Injection Pump ............................................................................................... 3–94
3.7.4 Starting Air Control ........................................................................................ 3–95
3.7.5 Main Fuel Injector .......................................................................................... 3–96
3.7.6 Control ........................................................................................................... 3–98
3.8 Internal Lubricating Oil System .................................................................... 3–100
3.9 Cooling System ........................................................................................... 3–102
3.9.1 Charge Air Cooler ........................................................................................ 3–103
3.9.2 High-Temperature Cooling Water Circuit (HT) ............................................. 3–103
3.9.3 Low-Temperature Cooling Water Circuit (LT)............................................... 3–103
3.10 Charging ...................................................................................................... 3–104
3.10.1 Combustion Air System ............................................................................... 3–104
3.10.2 Turbocharging Group................................................................................... 3–106
3.10.2.1 Turbocharger, Exhaust Side ........................................................................ 3–107
3.10.2.2 Turbocharger, Compressor Side .................................................................. 3–108
3.10.2.3 Drainage of the Charge Air Ducts ................................................................ 3–110
3.10.3 Exhaust Gas System ................................................................................... 3–112
3.10.3.1 Exhaust Gas System ................................................................................... 3–113
3.10.3.2 Measurement of the Exhaust Gas Temperatures ......................................... 3–113
3.10.3.3 Flushing Unit of the External Exhaust Gas System ...................................... 3–114
3.11 Compressed Air System .............................................................................. 3–116
3.11.1 Starting Air ................................................................................................... 3–117
3.11.2 Control Air Distribution ................................................................................. 3–117
3.11.3 Compressed Air System .............................................................................. 3–117
3.12 Barring Device ............................................................................................. 3–118
3.13 Control Elements and Displays .................................................................... 3–120
3.14 Modular Alarm and Control System ............................................................. 3–121
3.15 Emergency Operation Devices .................................................................... 3–122
3.15.1 Emergency Shut-Down Device for Diesel Operation .................................... 3–123
3.15.2 Emergency Shut-Down Device for Gas Operation ....................................... 3–123
3.15.3 Emergency Start Device .............................................................................. 3–124
3.15.3.1 Electrical Emergency Start........................................................................... 3–124
3.15.3.2 Mechanical Emergency Start ....................................................................... 3–124
3.16 Safety Devices............................................................................................. 3–125
3.16.1 Oil Mist Detector (Crankcase Monitoring) .................................................... 3–125
3.16.2 Explosion Relief Valves ............................................................................... 3–125

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3.16.3 Valve Covers ............................................................................................... 3–125
3.16.4 Function of the Double Wall ......................................................................... 3–126
3.16.5 Ventilation Module ....................................................................................... 3–128
3.16.6 Air Exhaustion from the Jacket Space of the Gas Supply Pipe .................... 3–129
3.16.7 Flame Trap in the Gas Supply Pipe ............................................................. 3–129
3.16.8 Slow Turn Device......................................................................................... 3–129
3.16.9 Black-out Fuel Feed Module (Optional Equipment) ...................................... 3–130
4 Functional Description .................................................................... 4–132
4.1 Fuel System................................................................................................. 4–132
4.1.1 External Fuel System ................................................................................... 4–132
4.1.2 MDO Operation............................................................................................ 4–133
4.1.3 Internal Fuel System .................................................................................... 4–134
4.1.4 External Filter Module of the Ignition Fuel Injection System ......................... 4–136
4.1.5 Ignition Fuel Injection Safety Check ............................................................. 4–139
4.2 Gas System ................................................................................................. 4–140
4.2.1 External Gas System ................................................................................... 4–140
4.2.2 Functions of the Gas Valve Unit ................................................................... 4–142
4.2.2.1 Main Components of the Gas Valve Unit ..................................................... 4–143
4.2.2.2 Leak Test of the Gas Shut-off Unit (DBB) .................................................... 4–145
4.2.3 Internal Gas System .................................................................................... 4–147
4.2.4 Gas Valve Safety Check .............................................................................. 4–147
4.2.5 Inert Gas System ......................................................................................... 4–147
4.2.6 Flushing Procedure ...................................................................................... 4–148
4.2.7 Ventilation Module ....................................................................................... 4–150
4.3 Lubricating Oil System ................................................................................. 4–152
4.4 Cooling Water System ................................................................................. 4–154
4.4.1 HT Cooling Water Circuit ............................................................................. 4–155
4.4.1.1 Cooling ........................................................................................................ 4–155
4.4.1.2 Preheating ................................................................................................... 4–155
4.4.2 LT Cooling Water Circuit .............................................................................. 4–155
4.4.3 Feeding Seawater into the Cooling Circuits (Marine) ................................... 4–155
4.5 Combustion Air System ............................................................................... 4–156
4.6 Exhaust Gas System ................................................................................... 4–157
4.6.1 Exhaust Manifold ......................................................................................... 4–157
4.6.2 Flushing Unit of the External Exhaust Gas System ...................................... 4–158
4.7 Starting Air System ...................................................................................... 4–160
4.7.1 Start Method ................................................................................................ 4–161
4.7.2 Electrical Emergency Start ........................................................................... 4–161

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4.7.3 Mechanical Emergency Start ....................................................................... 4–161

4.7.4 Slow Turn Device......................................................................................... 4–161
4.8 Function of the Variable Valve Adjustment FCT ........................................... 4–162
5 Commissioning ................................................................................. 5–163
5.1 Safety Notes ................................................................................................ 5–163
5.2 Fuel System................................................................................................. 5–165
5.3 Ignition Fuel System .................................................................................... 5–167
5.4 Gas Valve Unit............................................................................................. 5–168
5.4.1 Pressurization .............................................................................................. 5–168
5.4.2 Leak Test ..................................................................................................... 5–168
5.5 Lubricating Oil System ................................................................................. 5–169
5.6 Cooling Water System ................................................................................. 5–170
5.6.1 Preheat the Engine (HT Circuit) ................................................................... 5–170
5.6.2 Commission the LT Circuit ........................................................................... 5–170
5.7 Starting Air System ...................................................................................... 5–171
5.8 Exhaust Gas System ................................................................................... 5–171
5.9 Running-in ................................................................................................... 5–172
5.9.1 Running-in with MDO ................................................................................... 5–172
6 Operation........................................................................................... 6–173
6.1 Safety Notes ................................................................................................ 6–173
6.2 Modes of Operation ..................................................................................... 6–174
6.2.1 Operation in Gas Mode ................................................................................ 6–175
6.2.1.1 Normal Operation with Natural Gas ............................................................. 6–175
6.2.1.2 Diesel Operation in Gas Mode ..................................................................... 6–175
6.2.2 Operation in Diesel Mode ............................................................................ 6–175
6.2.3 Changing the Fuel Type during Operation ................................................... 6–176
6.2.3.1 Changing over from Gas Operation to Diesel Operation .............................. 6–176
6.2.3.2 Changing over from Diesel Operation to Gas Operation .............................. 6–176
6.3 Normal Operation ........................................................................................ 6–177
6.3.1 Slow Turn Process (Manual) ........................................................................ 6–178
6.3.2 Commissioning / Start-Up ............................................................................ 6–180
6.3.2.1 Preparations for a Gas Start ........................................................................ 6–180
6.3.2.2 Gas Start ..................................................................................................... 6–181
6.3.2.3 Diesel Start .................................................................................................. 6–182
6.3.3 Running the Preheated Engine to Temperature (Load Increase) ................. 6–183
6.3.3.1 Gas Operation ............................................................................................. 6–183
6.3.3.2 Diesel Operation .......................................................................................... 6–186
6.3.3.3 Load Rates in Emergency Operation ........................................................... 6–188

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6.3.4 Cold Start..................................................................................................... 6–189
6.3.4.1 Cold Start with NG ....................................................................................... 6–189
6.3.4.2 Cold Start with MDO .................................................................................... 6–189
6.3.5 Setting the Engine Speed at the Control Stand ............................................ 6–189
6.3.6 Decommissioning the Engine....................................................................... 6–190
6.3.6.1 Stopping the Engine .................................................................................... 6–190
6.3.6.1.1 Gas Operation ............................................................................................. 6–190
6.3.6.1.2 Diesel Operation .......................................................................................... 6–190
6.3.6.2 Temporary Decommissioning ...................................................................... 6–191
6.3.6.2.1 Decommissioning the Gas Supply ............................................................... 6–191
6.3.6.2.2 Decommissioning the Engine....................................................................... 6–191
6.4 Operation at special conditions .................................................................... 6–192
6.4.1 Operation at Low Intake Air Temperatures ................................................... 6–192
6.4.2 Part Load Operation .................................................................................... 6–192
6.5 Operational Monitoring................................................................................. 6–193
6.5.1 Fuel System................................................................................................. 6–193
6.5.1.1 Storage Tank ............................................................................................... 6–193
6.5.1.2 Automatic Filter ............................................................................................ 6–193
6.5.1.3 Day Tank ..................................................................................................... 6–193
6.5.1.4 Fuel Pressure Retention Valve .................................................................... 6–193
6.5.1.5 Fuel Circulating Pump.................................................................................. 6–194
6.5.1.6 Duplex Fuel Filter......................................................................................... 6–194
6.5.2 Gas System ................................................................................................. 6–194
6.5.3 Lubricating Oil System ................................................................................. 6–195
6.5.3.1 Lubricating Oil Maintenance......................................................................... 6–195
6.5.3.2 Lubricating Oil Treatment ............................................................................. 6–195
6.5.3.3 Checking Correct Functioning of the Attached Lubricating Oil Pressure Pump6–196
6.5.3.4 Automatic Filter (Installed on the Engine / on Plant Side as an Option) ........ 6–196
6.5.3.4.1 Automatic Backflushing Filter with Inherent and Foreign Media Flushing ..... 6–197
6.5.3.4.2 Automatic Filter with Permanent Inherent Media Flushing ........................... 6–198
6.5.3.5 Duplex Lubricating Oil Filter (Installed on the Engine / on Plant Side as an
Option) 6–198
6.5.3.6 Lubricating Oil Safety Strainer ..................................................................... 6–199
6.5.3.7 Dirt Filter ...................................................................................................... 6–199
6.5.4 Cooling Water System ................................................................................. 6–200
6.5.4.1 Cooling Water Temperature ......................................................................... 6–200
6.5.4.2 Cooling Water Pressure ............................................................................... 6–200
6.5.4.2.1 Calculating the Minimum Cooling Water Pressure ....................................... 6–200
6.5.4.2.2 Monitoring the Cooling Water Pressure ....................................................... 6–201
6.5.4.2.3 Alarm Thresholds in the Cooling Water System ........................................... 6–202
6.5.5 Combustion Air System ............................................................................... 6–203
6.5.6 Exhaust Gas System ................................................................................... 6–205

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6.5.7 Ignition Pressure .......................................................................................... 6–206

6.5.8 Starting Air System ...................................................................................... 6–206
7 Emergency Operation ...................................................................... 7–207
7.1 Safety Notes ................................................................................................ 7–207
7.2 Definition ..................................................................................................... 7–209
7.3 Manual Emergency Stop.............................................................................. 7–210
7.3.1 Gas Operation ............................................................................................. 7–211
7.3.2 Diesel Operation .......................................................................................... 7–211
7.4 Electrical Emergency Start........................................................................... 7–212
7.5 Mechanical Emergency Start ....................................................................... 7–214
7.6 Failure of an ICPM ....................................................................................... 7–216
7.7 Misfire Operation ......................................................................................... 7–218
7.7.1 Misfires ........................................................................................................ 7–218
7.7.2 Full Failure ................................................................................................... 7–220
8 Troubleshooting ............................................................................... 8–221
8.1 Troubleshooting Preparations ...................................................................... 8–222
8.2 Troubleshooting with Automatic Emergency Stop ........................................ 8–223
8.2.1 Oil Mist Alarm .............................................................................................. 8–223
8.2.2 Overspeed ................................................................................................... 8–225
8.2.2.1 Gas Operation ............................................................................................. 8–225
8.2.2.2 Diesel Operation .......................................................................................... 8–226
8.2.3 Lubricating Oil Pressure Too Low ................................................................ 8–227
8.2.4 Lubricating Oil Temperature Too High ......................................................... 8–227
8.2.5 Cooling Water Pressure HT, LT and Recooling Too Low ............................. 8–228
8.2.6 Cooling Water Temperature HT, LT, Recooling Too High ............................ 8–228
8.2.7 Exhaust Gas Temperature Upstream of the Turbocharger Too High ........... 8–229
8.2.8 Charge Air Temperature Upstream of the Engine Too High ......................... 8–229
8.2.9 Control Air Pressure Too Low ...................................................................... 8–230
8.3 Troubleshooting with Irregularities ............................................................... 8–231
8.3.1 Misfiring in Gas Operation ........................................................................... 8–231
8.3.2 Gas pressure: Deviation from Setpoint Too High ......................................... 8–231
8.3.3 Gas Temperature Too High ......................................................................... 8–232
8.3.1 Error Messages of the Ignition Fuel System................................................. 8–233
8.3.1.1 External Ignition Fuel Module ...................................................................... 8–233
8.3.1.2 Internal Ignition Fuel System ....................................................................... 8–233
8.3.2 Engine Does Not Start Up or Does Not Start Up Securely, Diesel Operation 8–234
8.3.3 Engine Reaches the Ignition Speed, But Does Not Ignite, Diesel Operation 8–234
8.3.4 Engine Speed and/or Power Too Low or Unstable....................................... 8–235

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8.3.4.1 Gas Operation ............................................................................................. 8–235
8.3.4.2 Diesel Operation .......................................................................................... 8–236
8.3.5 Exhaust Gas Turbidity.................................................................................. 8–237
8.3.5.1 Black Exhaust Gas ...................................................................................... 8–237
8.3.5.2 Blue Exhaust Gas ........................................................................................ 8–237
8.3.5.3 White Exhaust Gas ...................................................................................... 8–238
8.3.6 Detonation ................................................................................................... 8–238
8.4 Measures after Troubleshooting .................................................................. 8–239
9 Storage and Preservation................................................................ 9–240
9.1 Safety Notes ................................................................................................ 9–240
9.2 Storage in Case of Risk of Frost .................................................................. 9–241
9.3 Preservation ................................................................................................ 9–242
9.3.1 General........................................................................................................ 9–242
9.3.2 Packaging/Storage ...................................................................................... 9–243
9.4 Light Preservation ........................................................................................ 9–244
9.4.1 Inside Preservation of the Engine ................................................................ 9–244
9.4.1.1 Fuel System................................................................................................. 9–244
9.4.1.2 Lubricating Oil System ................................................................................. 9–245
9.4.1.3 Cooling Water System ................................................................................. 9–245
9.4.1.4 Main Running Gear, Camshaft, Valve and Pump Drive ................................ 9–245
9.4.1.5 Crankcase, Charge Air Duct ........................................................................ 9–246
9.4.1.6 Upper Valve Drive........................................................................................ 9–246
9.4.2 Outside Preservation ................................................................................... 9–247
9.5 Heavy-Duty Preservation ............................................................................. 9–247
9.5.1 Heavy-Duty Preservation of the Engine ....................................................... 9–248
9.5.1.1 Combustion Chamber and Cylinder Liner .................................................... 9–248
9.5.1.2 Actuator of the Fuel Control (Mechanical-Hydraulic) .................................... 9–248
9.5.1.3 Starting Air System, Starting Air Filter, Starting Air Distributor ..................... 9–249
9.5.1.4 Turbocharger ............................................................................................... 9–249
9.5.1.5 Outside Preservation ................................................................................... 9–249
9.6 Preservation of Loose Parts and Tools ........................................................ 9–250
9.7 Depreservation ............................................................................................ 9–251
9.7.1 Depreservation Measures ............................................................................ 9–251
9.7.1.1 General Work .............................................................................................. 9–251
9.7.1.2 Fuel System................................................................................................. 9–251
9.7.1.3 Lubricating Oil System ................................................................................. 9–251
9.7.1.4 Cooling Water System ................................................................................. 9–251
9.7.1.5 Actuator of the Fuel Control (Mechanical-Hydraulic) .................................... 9–252
9.7.1.6 Turbocharger ............................................................................................... 9–252
9.7.1.7 Outside Depreservation ............................................................................... 9–252

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10 Transportation and Packaging ...................................................... 10–253

10.1 Safety Notes .............................................................................................. 10–253
10.2 Transport Inspection .................................................................................. 10–253
10.3 Handling during Transportation .................................................................. 10–255
10.3.1 Centre of Gravity and Engine Lifting Points................................................ 10–255
10.3.2 Transportation of Pallets ............................................................................ 10–255
10.3.2.1 Transportation of Pallets by Means of a Crane .......................................... 10–255
10.3.2.2 Transportation of Pallets by Means of a Fork Lift ....................................... 10–255
10.3.3 Unpacking and Loading ............................................................................. 10–256
10.3.4 Disposal of Packaging Materials ................................................................ 10–256
10.3.5 Stability Requirements ............................................................................... 10–256
10.3.6 Storage of Packing Pieces ......................................................................... 10–257

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0 General
0.1 About this Manual
These operating instructions describe the 16 VM 46 DF dual fuel engine.
By means of the nameplate the engine can be uniquely identified.
The operating instructions are to be considered as part of the CAT documentation of the
engine plant.
The operating instructions are to be kept available on the engine at all times.
The operating instructions contain important notes regarding the operation of the engine
which are intended to ensure safe, appropriate, and economical operation of the engine at all
times.
The operating instructions must be completely read by each operator before starting to work
for the first time. The operating company has to ensure that all operating personnel has fully
understood the contents of these operating instructions.
For general safety instructions, see chapter 1 Safety.
For an overview of the engine design, see chapter 2 Mechanical Configuration. For a detailed
description of the individual components, including safety-relevant equipment, see chapter 3
Description of Assemblies.
Chapter 4 Functional Description explains the technical background in the interaction of the
components.
Chapter 5 Commissioning describes all necessary work for putting the engine into service
again after a longer downtime and depreservation or special maintenance work. Initial
commissioning is carried out by authorized CAT personnel and not covered by this manual.
Chapter 6 Operation describes how the plant is to be operated and monitored during normal
operation.
Chapter 7 summarizes all information relating to Emergency Operation.
Chapter 8 shows the possibilities for locating defects and Troubleshooting.
Chapter 9 Storage and Preservation describes work to ensure corrosion protection in case of
longer downtime, lay time or long-term storage.
Chapter 10 provides information on Transportation and Packaging of the complete engine or
spare parts.

Presentation of the engine components in chapters 2 and 3

according to the media colour code on page 0-5!

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0.2 Copyright
These operating instructions must be treated confidentially. They may only be used by
authorized personnel. They may only be given to third parties with the written consent of
Caterpillar Motoren GmbH & Co. KG.
All documents are protected under copyright law.
Forwarding and duplication of documents, in whole or in part, or evaluation and communica-
tion of their contents are not permitted unless authorized in writing.
All documents, such as drawings, data and programs as well as models, templates, etc.
remain the exclusive property of Caterpillar Motoren GmbH & Co. KG. They are provided for
the agreed purpose only and must not be used for any other purpose.
Copies or other reproductions including storage, processing or distribution by using electronic
systems may only be made for the agreed purpose. Neither originals nor copies may be
handed over to third parties or be made available in any other form.
We reserve all rights to exercise industrial property rights (e.g. in the event of the grant of a
patent utility model or design).
Infringements are punishable and liable to damages.

0.3 Warranty
These operating instructions have to be carefully read before putting the engine into service!
The operator shall supplement the operating instructions with directives based on existing
national accident prevention and environmental protection regulations. This also includes
information on the monitoring and reporting obligations for considering operational peculiari-
ties, e.g. with regard to work organization, work processes and employed personnel.
In addition to the operating instructions, the binding accident prevention regulations and the
recognized technical regulations for safe, professional working also have to be observed.
The warranty lapses in case of:
 Damage and malfunction resulting from non-observance of the operating instructions,
 Use of inadmissible operating media,
 Faulty connection,
 Preceding work that is not included in the scope of supplies and services,
 Non-use of original spare parts and accessories,
 Retrofits that have not been agreed upon with Caterpillar Motoren GmbH & Co. KG,
 Failure to perform required maintenance work.

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0.4 Obligations of the Operator
It is the operator's responsibility and he has to ensure that the operating personnel entrusted
with the operation of the engine meet the following prerequisites:
 The operating personnel have the following qualifications in accordance with
chapter 1.3, Personnel Qualification.
 The operating personnel have read and fully understood the contents of this manual.
 The operating personnel have received instructions on how to operate the engine.
 The operating personnel are using their personal protective equipment.
The operator defines the responsibilities of the personnel for commissioning, operation, and
the execution of repair work.
The operator ensures that the environmental, safety, and accident prevention regulations
applicable on site are complied with at all times.
The operator ensures that these operating instructions are kept accessible at all times in the
immediate vicinity of the engine.

0.5 Exclusion of Liability

All of the technical information, data and notes on operation contained in these operating
instructions reflect the latest status as of the publication date and have been compiled based
on the experience and insights of Caterpillar Motoren GmbH & Co. KG gained to date.
Caterpillar Motoren GmbH & Co. KG reserves the right to make technical modifications in line
with further developments. No claims can be derived from the data, illustrations, and descrip-
tions contained in these operating instructions.
Caterpillar Motoren GmbH & Co. KG accepts no liability for damage and malfunction resulting
from operating failures, non-observance of these operating instructions or improper repairs.
It is expressly pointed out that only original spare parts and accessories approved by
Caterpillar Motoren GmbH & Co. KG may be used. This analogously applies to assemblies of
subsuppliers that are being used.
Installation and/or use of non-approved spare parts and accessories and any unauthorized
conversions and modifications are forbidden for safety reasons and exclude any liability of
Caterpillar Motoren GmbH & Co. KG for any resulting damage.
Caterpillar Motoren GmbH & Co. KG is liable for any errors or failures of the manufacturer,
excluding any further claims, within the framework of the warranty obligations entered into in
the contract. Claims for damages, regardless of their legal basis, are excluded.

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We do not accept any liability for translation errors, even if the translation was made by
Caterpillar Motoren GmbH & Co. KG or on behalf of Caterpillar Motoren GmbH & Co. KG.
Only the original text shall be binding.
The text and graphic representations are examples and may deviate from the actual scope of
delivery or a possible spare parts order. The drawings and graphics are not to scale.

0.6 Scope of Supply

Together with the engine, the scope of delivery comprises the following items:

0.6.1 Documentation
The documentation comprises the following manuals:
 Original Operating Instructions,
 Maintenance,
 Technical Engine Data (incl. engine-specific technical data),
 Operating Media,
 Tool Catalogue,
 Spare Parts Catalogue,
 Control and Monitoring,
 External Documentation (Subsupplier Documentation).

0.6.2 Accessories
Accessories according to the delivery order.

0.6.3 Tools
Tools according to the delivery order.

0.6.4 Spare Parts and Class Required Parts

Spare parts and class required parts according to the delivery order.

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0.7 List of Acronyms
Acronym Explanation
BDC Bottom dead centre
LLK Charge air cooler
C## Connection point with number
CPP Controllable pitch propeller
Td Dew point
DBB Double block and bleed valve
ZKG Engine block
ECM Engine control module
ECR Engine control room
Peng Engine pressure
FPP Fixed pitch propeller
FCT Flexible camshaft technology
FW Fresh water
GAV Gas admission valve
GVU Gas valve unit
HFO Heavy fuel oil
HT High temperature
pz Ignition pressure
ICPM In cylinder pressure module
IAMCS Integrated Alarm, Monitoring and Control System
LESS Large Engine Safety System
LT Low temperature
HU Lower heating value
MDO Marine diesel oil
MGO Marine gas oil
mmWC Millimetre water column
Pmin Minimum pressure
MACS Modular Alarm and Control System
NG Natural gas (Methane CH4)
NOx Nitrogen oxides
DN Nominal diameter

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Acronym Explanation
PPE Personal protective equipment
PMS Power Management System
PTO Power take -off (second shaft output)
Prop / n = const. Propeller with constant speed
SOLAS Safety of Life at Sea
LM Signal lamp
sm³ Standard cubic metre
Standards of Training, Certification and Watchkeeping
STCW
(IMO standard)
Pstat Static pressure
TDC Top dead centre

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1 Safety
These operating instructions do not release the operating personnel of the engine plant from
their due diligence obligation. To be observed are the generally acknowledged rules of
technology taking into account higher level regulations as well as compliance with the general
safety measures and the accident prevention regulations applicable on site.
All auxiliary and operating materials may only be used in accordance with the applicable
safety data sheet.

1.1 Intended Use

When the engine plant and its components are installed in a ship, they exclusively serve the
purpose of propelling the ship and, when operating in generator mode, supplying electrical
power to electrical propulsion motors, auxiliary machinery or the ship's network.
When the engine plant and its components are installed as a stationary plant on land, they
exclusively serve the purpose of supplying electric power to an electricity network in generator
mode or delivering mechanical driving power.
The engine may only be used in a non-explosive area.
The power/performance limits of the plant and its components must be kept.
The intended use of the plant presupposes that the present instructions have been read and
understood and that all notes – particularly the safety instructions – contained in them are
complied with.
Maintenance and repair work must be carried out within the prescribed time intervals by
trained and authorized professionals. Only MaK "Genuine Spare Parts" must be used.
Intended use exclusively comprises the use of operating media expressly indicated in the
engine specification as being admissible. Particular care has to be taken to comply with the
operating and maintenance intervals specified for the respective type of fuel.
Devices of the monitoring and safety system that are a functional part of the safety equipment
may not be impaired in their effectiveness due to subsequent changes.

If the engine is to be used for purposes not covered by the intended

use, the approval of the manufacturer has to be obtained.

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1.2 Modifications and Retrofitting

Serious injuries and engine damage possible!

Unauthorized conversions and changes to the engine plant may
impair the safety of the operating personnel and the engine plant!
Furthermore, there is a risk of severe engine damage.
 Changes may only be carried out by personnel authorized by
Caterpillar Motoren GmbH & Co KG or authorized dealers.

Caterpillar Motoren GmbH & Co. KG assumes no liability for damage or costs caused by
unauthorized modifications.
Devices of the monitoring and safety system that are a functional part of the safety equipment
may not be impaired in their effectiveness due to subsequent changes. The setting of the
injection volumes per cylinder and the valve timing must not be changed without the prior
approval of Caterpillar Motoren GmbH & Co. KG.

Serious injuries, up to and including death possible!

When using non-original spare parts (no CAT or MaK "Genuine
Spare Parts") there may be a risk of chrome VI occurring on metal
surfaces.
Chrome VI is highly toxic and may be fatal if swallowed even in small
quantities.
Chrome VI may also cause kidney damage, paralyses, cramps, and
digestive disorders. The same applies for dust containing chrome VI
and chrome VI contaminated steam.
Skin contact will lead to severe burns.
Form of appearance:
Yellowish discolouration on stainless steel surfaces exposed to heat
(do not confuse with sulphur residues!).
 Avoid areas with air contaminated with chrome VI particles.
 Avoid skin contact.
 Wash your hands thoroughly.
 Use personal protective equipment.
 Do not grind, brush or scrape discoloured surfaces.
 Do not clean with compressed air.
 Properly dispose of chrome VI contaminated objects and
working materials and media.

Only use MaK "Genuine Spare Parts" from authorized dealers.

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Any changes, conversions or design supplements require the approval of Caterpillar Motoren
GmbH & Co. KG. This also applies to modifications carried out by dealers authorized by
Caterpillar Motoren GmbH & Co. KG. Changes, conversions and supplements are to be
notified to Caterpillar Motoren GmbH & Co. KG so that the documentation can be supple-
mented accordingly.
Protective equipment on the engine always needs to be correctly and completely fastened.

1.3 Personnel Qualification

Operation, maintenance, and repair of the engine plant and its components may only be
carried out by authorized and qualified personnel.
The qualified personnel must have been trained to become:
Stationary Application Marine Application
 Chief engineer,  Technical watch officer / chief engi-
 Engine mechanic, neer (STCW III/2),

 or possess an equivalent level of  Engine / Ship mechanic (STCW II/4

training. and STCW III/4)
 or possess an equivalent level of
training.

The qualified personnel have to be familiar with normal and emergency operation of the
corresponding engine plant. Training regarding the engine specific requirements / characteris-
tics may, if required, be provided by order of the operator of the plant in the Training Center of
Caterpillar Motoren GmbH & Co. KG.
Work on the engine exceeding the scope of this documentation may only be carried out by
service technicians authorized by the manufacturer.

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1.4 Personal Protective Equipment (PPE)

Fig. 1-1 Personal protective equipment

1 Safety glasses 5 Safety shoes

2 Hard hat 6 Tight-fitting protective clothing
3 Ear protection 7 Respiratory protection
4 Protective gloves

Hazard due to engine operation!

 It is absolutely required to use personal protective equipment!
 Always work carefully and circumspectly during operation.
 Observe the safety regulations.
 Personnel should stay within the hazard area only for the
absolute minimum required for operational reasons.

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1.5 Safety Notes
1.5.1 Safety Notes in the Manual
The following safety notes are used in this manual:

Serious injuries up to death as direct consequence!

This risk level signals the imminent threat of a hazardous situation.
Non-observance will lead to death or serious, irreversible injuries.

Serious injuries up to death possible!

This risk level signals the threat of a hazardous situation.
Non-observance may lead to death or serious, irreversible injuries.

Minor injuries possible!

This risk level signals a potentially hazardous situation.
Non-observance may lead to minor injuries.

Damage to property possible!

This warning level signals a possible hazard that may lead to damage
to property.

Notes are designed to improve working procedures and quality

assurance.

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1.5.2 Safety Symbols

The following symbols are used in this manual and on the machine:

Symbol Meaning

General hazard warning

Risk of electrical shock

Risk of explosion

Risk of burns on hot objects or surfaces

Hazard due to cold substances, objects or surfaces

Danger due to suspended load

Risk of injury to hands

Hazard due to poisonous substances

Risk of slipping

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Symbol Meaning

Hazard due to combustible substances

Risk of crushing due to moving and rotating machinery parts

Environmental perils

Risk of damage to property

General notes

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1.6 Safety Regulations

1.6.1 General Safety Notes

Danger in case of non-observance of warning notices!

Failure to observe the relevant warning notices when carrying out any
work on the engine creates hazards that may cause damage to
health or injuries up to death.
 Personnel should stay within the hazard area only for the
absolute minimum required for operational reasons.

Danger to life due to moving and rotating machinery parts!

Touching of moving and rotating machinery parts will lead to most
serious injuries up to death!
 Only work on a running engine with utmost attention.
 Do not come near rotating parts during operation.
 Always use personal protective equipment in the hazard area.

Risk of wrong decisions and delays in exceptional

circumstances
It is strongly recommended to read the instructions in this chapter
and to become familiar with the relevant procedures as a preventive
measure and not just when an acute emergency situation arises.

Risk of injury due to poisonous exhaust gas!

Exhaust gas escaping in the engine room may cause severe
respiratory disorder.
 Always keep the engine room well ventilated.
 The exhaust gas system must always be in good order and
able to carry off the exhaust gas into the atmosphere.
 Never remain longer in the hazard area than necessary.

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Risk of injury for unauthorized operating personnel!

Unauthorized persons cannot assess the risks in the working area of
the engine plant.
 Keep unauthorized persons away from the working area.
 Discontinue work immediately if unauthorized persons are in
the working area.

Risk of injury due to noise!

The noise level in the working area of the engine plant may cause
severe hearing damage.
 Always use personal protective equipment in the hazard area.

1.6.2 Special Safety Notes

1.6.2.1 Handling of MDO
When handling MDO the safety notes / safety data sheets of the product manufacturer must
be observed! The operator has to provide for means of collection for drained or evacuated
operating media.

1.6.2.1.1 Hazards when Handling MDO

Danger to life due to extremely flammable materials!

Extremely flammable materials, gas and liquids may cause most
severe and even lethal burns if ignited.
Fuel temperature at engine inlet < 70 °C.
 Never smoke in the hazard area and in the immediate vicinity
of the hazard area.
 Do not carry out any welding work in the hazard area and the
immediate vicinity of the hazard area.
 Do not store any explosive materials in the hazard area and
the immediate vicinity of the hazard area.
 Do not carry along any matches or pocket lighters in the haz-
ard area.
 Immediately absorb any leaking fuels and oils with an appro-
priate binding agent and dispose of in an environmentally
compatible manner.
 Always use personal protective equipment.

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Danger of poisoning due to leaking fuels and oils!

Contact with fuels or engine oil may cause damage to health on the
skin, in the eyes, and in the respiratory tract.
 Avoid direct contact with fuels and oils.
 In case of skin contact immediately remove any residues of
fuels and oils by rinsing.
 Do not inhale the vapours of fuels and oils.
 Always use personal protective equipment.

Risk of injury due to leaking fuels and oils!

Leaking fuels and oils cause a risk of slipping.
 Immediately absorb any fuel and oil leaks with an appropriate
binding agent and dispose of in an environmentally compatible
manner.
 Always use personal protective equipment.

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1.6.2.1.2 Protective Measures when Handling MDO
Use safety gloves when handling MDO and there is a risk of contamination. Safety gloves
must meet DIN EN 374 or an equivalent standard. Contaminated safety gloves are to be
disposed of in an environmentally compatible manner.
Use safety glasses or face protection to protect your eyes against possible oil splashes.
Use protective clothing to prevent any contact with fuels.
Use safety shoes whose soles are resistant to chemical or petroleum distillates.
Do not inhale the fuel vapours! Use respiratory equipment if the concentration of the fuel
vapours is unknown or if it has exceeded the occupational exposure limit.
Avoid any skin contact!

1.6.2.1.3 First-Aid Actions

Inhaling of fuel vapours  Bring the person outdoors.
 In case of breathing difficulties supply with
oxygen (from a bottle).
 In the event of respiratory arrest, start resus-
citation measures.
 Seek medical help as quickly as possible.
Swallowing  Do not induce vomiting in case of swallowing!
 Seek medical help as quickly as possible.
Eye contact  Thoroughly rinse the eye with clear water for
15 minutes.
 Seek medical help as quickly as possible.
Skin contact  Thoroughly rinse the affected skin areas with
water and clean them with soap.
 Clean contaminated clothing before wearing
it again!
 Dispose of contaminated leather clothing in
an environmentally compatible manner.

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1.6.2.2 Handling of NG

Danger to life due to explosion or fire!

Depending on the concentration of the gas in the ambient air the
formation of sparks or open fire will lead to an explosion or
combustion.
 No open flame within spaces that may be subject to gas con-
tact.
 No smoking.
 Do not open or close any electric contacts.
 Use non-sparking tools.

Danger to life due to explosion or fire!

The engine control cabinet and the engine fitted terminal boxes
contain components that must be installed in gas-tight housings
according to EN 60079-14. Damaged gaskets may lead to an
explosion of the separate engine control cabinet and the engine fitted
terminal boxes due to the ignition of gas that may have entered.
 Regularly check the separate engine control cabinet and the
engine fitted terminal boxes to make sure that the gaskets are
not leaky or damaged.

1.6.2.2.1 Hazards when Handling NG

NG is extremely volatile, odourless, and propagates very quickly.
When handling NG particularly the following hazards occur:
 Explosion in case of concentrations between 5 and 15 % in the air,
 Fire,
 Frostbite in case of direct skin contact,
 Inhaling will lead to discomfort, tiredness and vomiting or loss of consciousness in case
of higher gas concentration.

1.6.2.2.2 Behaviour in Case of Leaking Gas

 Make sure that all ignition sources are excluded:
o Open fire,
o Smoking,
o Formation of sparks
 Shut off the gas supply.
 Bring all persons out of the hazard zone.
 Avoid touching NG with the skin (risk of injury due to frostbite).
Always use personal protective equipment.
 Ventilate affected rooms with fresh air.

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When ventilating rooms that have been subject to gas contact with
fresh air make sure that all ignition sources are excluded also in the
open.

1.6.2.3 Handling of Electricity

Danger to life due to electrical shocks!

Contact with electrically conducting parts of the engine plant will
cause an electrical shock that leads to certain death.
 Do not touch any battery terminals, generator terminals or
cables during operation.
 De-energize the machine before carrying out any work on
electrical components and secure it against being switched on
again.
 Protect all electrical components against humidity.
 Do not bypass fuses.

1.6.2.3.1 Hazards when Handling Electricity

Different hazards occur when handling electricity. These particularly include:
 Risk of electrical shock and
 Fire hazard.
Direct or indirect contact with electrically conducting parts can lead to a lethal electrical shock.
If electrical current flows through the human body, this will cause muscular cramps, damage
to nerves, burns or lethal ventricular fibrillation.
Special care has to be taken when handling electricity. Current intensities are dangerous to
life already from a level of 50 mA. Hazard to man increases the higher the current intensity
and the longer the exposure time. Alternating voltages in excess of 50 V and direct voltages in
excess of 120 V are also dangerous to life.

Pay attention to voltage and current intensity of the corresponding

equipment when carrying out any work on the engine. For technical
data such as voltage and current intensity please refer to the engine
documentation.

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1.6.2.3.2 Safety Precautions when Working with Electricity

In low-voltage systems the electric circuit can be interrupted e.g. by switching off, pulling the
power plug or removing the fuse. As protection against electric voltage the following work
steps are to be carried out.
 Disconnect from the mains.
 Secure against switching on again.
 Check for zero potential.
 Ground and short circuit.
 Cover or lock adjacent parts under voltage.

Observe the instructions of the manufacturers in section "External

Documentation" of the engine documentation.

Always use personal protective equipment. When carrying out any work on live components,
protect yourself by means of special protective equipment, e.g. insulating protective gloves
and an insulating mat.

1.6.2.3.3 First-Aid Actions

Switch off the current.  To avoid causing further harm to the injured
person, switch off the current!
 If the path to the switch or fuse is blocked by
the injured person, be sure to use an insulat-
ed object to switch off the current.
 If the injured person cannot release the live
conductor by himself/herself, remove the cor-
responding part of the body by means of an
insulated object.
Remove the accident victim from the  Insulate yourself against the earth.
hazard area.
 Do not touch the accident victim directly!
Always use an insulated object to remove the
accident victim from the hazard area.

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1.6.2.4 First Action in Case of a Fire

Danger of poisoning due to inhaling poisonous substances!

In the event of a fire, there is a danger of poisoning due to inhaling
vapours and smoke from burning products, e.g. cables and insulation
material.
 Do not inhale smoke and vapours.
 Use respiratory protection.

Extinguish the fire.  Report the fire.

 Initiate first extinguishing measures.
 Only try to extinguish the fire if you are not
putting yourself at risk.
Check injuries and provide first aid  Burns can be cooled with water. Do not use
and assistance to the accident victim. creams or powder on any account.
 After cooling, cover the wound with a sterile
wound dressing.
 In the event of respiratory arrest, start resus-
citation measures.
 In case of cardiac arrest, start cardiac mas-
sage (manually or with a defibrillator)
 In case of loss of consciousness, bring the
accident victim into a stable recovery posi-
tion.
 In case of a shock, place the accident victim
flat on his/her back and put the legs up.

1.6.2.5 Handling of Compressed Air

1.6.2.5.1 Hazards when Handling Compressed Air

Risk of injury due to compressed air!

The engine is started with starting air (30 bar). Suddenly escaping
starting air may cause injuries, especially to the eyes. The occurring
noise may cause severe hearing damage.
 If carrying out any work on the compressed air system, make
sure to prevent any possibility of a sudden escape of com-
pressed air.
 Always use personal protective equipment.

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1.6.2.5.2 Safety Precautions when Working with Compressed Air

Always use personal protective equipment, especially safety glasses.

1.6.2.5.3 First-Aid Actions

Eye injuries due to direct contact with  Shut off the compressed air or bring the
compressed air injured person away from the hazard area.
 Cover the injured eye with a sterile cloth.
 Consult a doctor as soon as possible.
Hearing injury  Shut off the compressed air or bring the
injured person away from the hazard area.
 Consult a doctor as soon as possible.

1.6.2.6 Handling of Hot Surfaces

1.6.2.6.1 Hazards when Handling Hot Surfaces

Risk of injury due to hot engine components!

Parts of the engine block, the turbocharger and the exhaust gas
system can become hot during operation and cause serious burns
upon skin contact.
 Before beginning to work, make sure that the engine compo-
nents have cooled down to a normal temperature.
 Always use personal protective equipment!

Obligations of the operator

The operator has to assess whether there is a risk that persons might get injured by touching
hot surfaces.
If necessary, protective measures are to be taken (barriers, warning signs).

1.6.2.6.2 Safety Precautions when Working with Hot Surfaces

Always use personal protective equipment.

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1.6.2.6.3 First-Aid Actions
Check injuries and provide first aid  Burns can be cooled with water. Do not use
and assistance to the accident victim. creams or powder on any account.
 After cooling, cover the wound with a sterile
wound dressing.
 In the event of respiratory arrest, start resus-
citation measures.
 In case of cardiac arrest start cardiac mas-
sage (manually or using a defibrillator)
 In case of loss of consciousness, bring the
accident victim into a stable recovery posi-
tion.
 In case of a shock, place the accident victim
flat on his/her back and put the legs up.

1.6.2.7 Hazard due to Noise

Risk of injury due to noise!

The noise level in the working area of the engine plant may cause
severe hearing damage.
 Always use personal protective equipment in the hazard area.

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1.6.3 Safety Requirements

1.6.3.1 Commissioning
Before commissioning of the plant, all devices and system components must have been
properly installed according to the applicable instructions / specifications.
Before commissioning, all maintenance and repair work must be completed.

1.6.3.2 Operation
The operating personnel must be familiar with the operation of the engine system and the
individual system components.
The operating personnel must be aware of the ramifications and consequences of each of the
actions performed by them.
If an alarm is detected or signalled by the alarm and protection system, appropriate measures
have to be initiated immediately to remedy the fault.
The alarm and protection system and all system components must be fully functional to
ensure proper operation of the plant. If the alarm and protection system or any system
components show a fault, appropriate actions are to be taken immediately.

1.6.3.3 Prerequisites for Opening Crankcase Doors

Gas explosion may cause severe injuries!

After the end of engine operation gas may have accumulated in the
crankcase, which must be removed by flushing before opening the
crankcase.
 Flush the crankcase 2 minutes with inert gas.
Inert gas may be supplied via the connection of the inert gas
flushing valve (Fig. 2-2/17).

Danger of suffocation by inhaling inert gas!

After flushing inert gas may have accumulated in the crankcase,
which must be removed before opening the crankcase.
 Flush the crankcase 2 minutes with inert gas.
Fresh air can be supplied as compressed air via the connection
of the fresh air flushing valve (Fig. 2-2/17).

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1.7 Safety Devices

Fig. 1-2 Media guide – fuels and sensors at the engine

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Legend for Fig. 1-2 Media guide – fuels and sensors at the engine:

1 Engine room vent outlet 16 Gas valve

2 Fresh air inlet into engine room 17 Fresh air supply valve (solenoid valve)
3 Crankcase ventilation outlet 18 Inert gas flushing valve
4 Vent outlet of ventilation module 19 Inert gas inlet connection for maintenance
purposes
5 Flame trap 20 Fresh air inlet connection for maintenance
purposes
6 Ventilation pumps 21 Intake of external air
7 Gas sensor in the crankcase breather 22 Exhaust gas ventilator
8 Gas sensor in the ventilation module 23 Temperature probe (PT100)
9 Inert gas inlet into the ventilation 24 Butterfly valve to the exhaust gas system
module
10 MDO inlet into the engine C76 25 Explosion relief valve with flame trap
11 NG inlet into the engine C96 26 Charge air pressure control valve
12 Ignition fuel inlet into the engine C76a 27 Exhaust gas outlet to the exterior
13 Flame trap in gas supply pipe 28 Charge air intake from engine room
14 Section valves 29 Function monitoring of the gas valve
15 Flushing piping 30 Cylinder pressure sensor
The dual fuel engine can only be operated with gas once all safety devices have released the
gas supply. Any deviation from the specified operating states and conditions results in the
immediate, uninterrupted changeover to conventional diesel operation, in special cases also
to an emergency stop.

1.7.1 Safety Devices on the Dual Fuel Engine

1.7.1.1 Safety Devices for Diesel Operation
The safety devices of the dual fuel engine comprise all the equipment commonly found on
conventional diesel engines:
 Modular Alarm and Control System,
 Oil Mist Detector (Crankcase Monitoring),
Additionally:
 Pneumatically operated shut-down cylinders at each injection pump,
 Explosion Relief Valves with flame retardant equipment at the engine block,
 Main bearing temperature monitoring,
 Big end bearing temperature monitoring.

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1.7.1.2 Safety Devices for Gas Operation
The engine meets the requirements of resolution MSC.391(95) of the "Gas safe engine room
concept", i.e. the presence of gas in the engine room is prevented via design measures.
The safety devices of the dual fuel engine for gas operation include the following:
 Explosion relief valves with flame retardant equipment at the
o Charge air duct,
o Exhaust gas collecting tubes and
o Exhaust pipe downstream of the turbocharger.
 Double-walled design of the high-pressure piping of the ignition fuel injection system,
 Flame retardant equipment in the crankcase vent pipe, the starting air pipe, and the
starting air monitoring pipe,
 Double-walled design of all the gas-conveying pipes from the gas valve unit (GVU) to
the gas valves in the cylinder heads with gas leakage monitoring,
 Flame trap in the gas supply pipe upstream of the gas inlet into the engine,
 Permanent intake of fresh air by means of the ventilation module in the area of the
outer jacket spaces of the double-wall gas piping with air flow monitoring and gas de-
tection,
 Function of the Double Wall with flushing devices (with inert gas) in the
o Gas supply pipe from the gas valve unit (GVU) to the gas valves in the cylinder
heads and the
o Jacket spaces in the double-wall gas supply pipes,
o Engine block (manual operation),
 Monitoring of the inert gas system via the
o Ship protection system and the
o Gas management system,
 Gas detection in the
o Crankcase vent pipe,
and, if required by the classification societies, in the
o Lubricating oil tank and the
o Cooling water expansion tank,

The lubricating oil tank and the cooling water expansion tanks are not
included in the scope of supply. The operator has to ensure himself
that the safety requirements of the classification societies are
complied with.

 Pressure and detonation monitoring in the cylinders,

 Pressure monitoring in the engine block.

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1.7.1.3 Further Safety Measures for Dual Fuel Operation

If any operating parameter deviates from the specified values, operation changes from gas to
diesel and the gas is removed from the engine system as quickly as possible.
Furthermore, special safety measures must be met for gas operation on board. These
measures must prevent the development of a potentially explosive atmosphere via thinning.
This includes:
 Forced venting of the exhaust gas ducts when gas operation is interrupted,
 Restricted access to rooms with direct gas contact and adjacent rooms,
 Flushing of the engine block with inert gas after an emergency gas stop with subse-
quent venting prior to maintenance work, see chapter 1.6.3.3 Prerequisites for Opening
Crankcase Doors.

1.7.2 SOLAS Safety Devices

The SOLAS safety devices of the engine include the following:
 Valve covers
 Exhaust pipe cladding
 Splash protection at the flange connections of the fuel and lubricating oil pipes,
 Flywheel guard

1.7.3 Integration in the Alarm System

MACS is connected to the integrated alarm, monitoring and control system (IAMCS) of the
ship by means of different operating modes. Further engines can be connected via a network
device and thus shown jointly on a remote display or communicate with remote monitoring.

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1.8 Safety of Operation and Maintenance
The following prerequisites must be met for safe operation as well as proper and safe
execution of maintenance tasks:
 Maintenance and servicing tasks may only be carried out by specially trained technical
personnel authorized by Caterpillar Motoren GmbH & Co. KG.
 Inform the operating personnel prior to carrying out maintenance and servicing tasks,
appoint a supervisor.
 Observe the specified deadlines or the deadlines stated in the maintenance plan for
inspections as well as maintenance and servicing tasks.
 Replace hose pipes at the specified intervals, even if no external damage is detected.
 Only MaK "Genuine Spare Parts" must be used.
 Ensure safe and environmentally friendly disposal of fuels and auxiliary substances and
replacement parts.
 If the engine is switched off for maintenance and servicing tasks, make sure it cannot
be restarted accidentally:
o Control stand selector switch is set to 0 "Reparatur / Repair",
o Engage the barring device and
o Post a warning sign stating
"Do not switch on! Work in progress at the engine!"
 Cordon off the working area appropriately.
 Ensure sufficient lighting in the working area.
 Always use suitable tools when carrying out maintenance and servicing tasks.
 Always re-tighten threaded connections loosened during maintenance and servicing
work to the specified torque.
Tightening torques deviating from the standard tightening torques are mentioned explic-
itly in the Job Cards. A list of the most frequently used standard tightening torques is in-
cluded in the engine documentation, section 2 "Maintenance".
 If safety devices must be decommissioned or removed, immediately install, recommis-
sion and check proper function of the safety devices once the maintenance and servic-
ing tasks have been completed.

1.8.1 Electrical / Electronic Equipment

Work on electrical equipment may only be carried out by a qualified electrician or trained
personnel under personal instruction and supervision of a qualified electrician according to the
electro-technical rules and regulations.

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1.8.2 Electric Welding Work

Risk of severe damage to the control and sensors!

Electric welding work at the engine is not permitted!

The following safety measures must be met prior to carrying out electric welding work at
systems or units electrically connected to the engine:
 Disconnect electronic devices and sensors at the engine,
 Disconnect the power supply to all terminal boxes and systems at the respective circuit
breaker,
 Remove inflammable substances and dust from the engine,
 Connect the earth connection of the welding equipment directly at the welding location,
 Make sure that no welding current can reach the electrical equipment of the engine via
the earth cable or screening.

1.8.3 Inspection According to the Operational Safety Regulations

Prior to commissioning or recommissioning after a conversion, check the engine system
according to the valid operational safety regulations or the accident prevention regulations
and the applicable electrotechnical rules and regulations.
This particularly applies to:
 The installation or modification of the installation of engines and engine systems and/or
 The combination of fuels from various manufacturers/suppliers.

In case of doubt, please consult your authorized Caterpillar dealer.

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VM 46 DF c2
2 Mechanical Configuration
Presentation of the engine components in chapters 2 and 3 according to the media
colour code on page 0-5! The engine equipment shown might include extras.

Fig. 2-1 Dual fuel engine VM 46 DF, overview of the driving end, cylinders B1 - B8
1 Charge air duct cover with explosion relief 15 Dosing tank of the compressor washing
valves unit
2 Switch box of the engine control 16 Compressed air cylinder of the FCT drive
3 Explosion relief valves of the exhaust pipes 17 Vibration damper chamber
4 Actuator for fuel control 18 Camshaft covering
5 Upper valve drive with rocker arm bracket 19 Explosion relief valve on crankcase door
6 Valve covers 20 Oil mist detector
7 Exhaust pipe cladding 21 Engine block foot
8 Pump covering 22 Oil pan
9 Exhaust gas outlet from exhaust nozzle 23 Lower valve drive
C91a, A side
10 Exhaust gas outlet from exhaust nozzle 24 Main bearing (normal bearing) in the crank
C91a, B side chamber
11 Turbocharger cladding 25 Camshaft gear in the timing gear casing
12 Intake silencer, B side 26 Lubricating oil outlet
13 Crankcase ventilation with gas sensor C91 27 Flywheel
14 Switch box of the engine control 28 Control stand

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Fig. 2-2 Engine VM 46 DF, overview of the driving end, cylinders A1 - A8

1 Power turbine 15 Control shaft, A side

2 Compressor 16 Leak fuel connection (leakage groove) C81
3 Combustion air inlet to the engine, intake 17 Connection possibility for inert gas and
silencer compressed air for flushing the crankcase
4 Exhaust gas outlet from exhaust nozzle 18 Reduction gear of the barring device
C91a, A side
5 Washing nozzle for power turbine, B side 19 Fuel pipe cladding of the fuel admission
(without use) and return pipes of the cylinders
6 Expansion joints in the exhaust gas 20 Temperature monitoring of the main
collecting tubes bearings
7 Double-walled T-piece as gas supply pipe to 21 Injection pumps
the gas valve in the cylinder head
8 Section valves in the inert gas flushing pipe 22 Compressed air cylinder of the FCT drive
9 T-shaped segments of the exhaust gas 23 Pressure transducer of the lubricating oil
collecting tube pressure pump
10 Fresh air supply valve 24 Cladding of the fuel connection points
11 Switch box 25 Gas supply pipe to the cylinders, A side
12 Switch box of the engine control 26 Starting air inlet C86c
13 Transmission shaft to the A side 27 Emergency start button (underneath a
cover!)
14 Speed pick-up at the flywheel 28 Charge air cooler cartridge, A side

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Fig. 2-3 Engine VM 46 DF, free end, connection points, cylinders A1 - A8

1 A-side return of the HT cooling water to C17 15 Inlet of fuel to the engine C76
2 Actuator of the charge air pressure control 16 Fuel return outlet from engine C78
valve
3 Charge air pressure control valve 17 Outlet from lubricating oil pressure pump
to the lubricating oil circulation tank C58
4 Exhaust gas outlet from exhaust nozzle 18 Leak fuel connection (leakage groove)
C91a, B side C81
5 Charge air discharging pipe into A-side 19 Inlet into lubricating oil pressure pump
exhaust nozzle from oil pan C51
6 Exhaust gas outlet from exhaust nozzle 20 Ignition fuel return pipe outlet C81e
C91a, A side
7 Lubricating oil return from the turbocharger, 21 Charge air cooler drain outlet C34, A- and
A side B-side collecting pipe
8 Wash nozzle inlet at the compressor, A side 22 LT cooling water outlet C15
9 Lubricating oil supply for turbocharger, A side 23 LT cooling water inlet C14
10 HT cooling water inlet into charge air cooler 24 Inlet of cleaned lubricating oil from
lubricating oil circulation tank C55
11 LT cooling water outlet from charge air cooler 25 Inlet for gas C96 and inert gas C97
12 HT cooling water supply pipe to the cylinders, 26 HT cooling water outlet C17
A side
13 Starting air inlet C86 27 HT cooling water inlet C23
14 LT cooling water inlet into charge air cooler 28 Charge air differential pressure sensors

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Fig. 2-4 Engine VM 46 DF, overview of the free end, cylinders B1 - B8

1 Pressure switch at the control stand 18 Shut-off cock for washing water supply
pipe, A side
2 Valve covers 19 Charge air pressure differential sensor
3 Section valve in the inert gas flushing pipe 20 Shut-off cock for washing water supply
pipe, B side
4 Fuel pipe cladding 21 Ignition fuel high-pressure pump
5 Fuel injector delivery pipe of the injection 22 Lubricating oil pressure pump
pump
6 Rocker arm of the inlet valve 23 Inlet of cleaned lubricating oil from
lubricating oil circulation tank C55
7 Rocker arm of the exhaust valve 24 Charge air cooler drain outlet C34, A- and
B-side collecting pipe
8 Fuel return from the injection pumps 25 Charge air duct drain outlet C35, A- and B-
side collecting pipe
9 Fuel supply pipe, injection pumps 26 Shut-off cock for washing air
10 HT cooling water vent pipe to the 27 Dosing tank with plug in the cover
expansion tank C37
11 Crankcase ventilation with gas sensor C91 28 Switch box of the engine control
12 Lubricating oil supply for the turbocharger, 29 Compressed air supply of the FCT drive
B side
13 Intake silencer, B side 30 Pressure reducer for oil mist detector
14 Wash nozzle inlet at the compressor, B 31 Extraction of air mixture from the engine
side block
15 Intake silencer, A side 32 Leak oil channel in the engine block foot
16 Lubricating oil return from the turbocharger 33 Timing gear casing
into the engine block, B side
17 Source for washing air from the charge air 34 Control stand

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Fig. 2-5 Engine VM 46 DF, top view

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Legend for Fig. 2-5 Engine VM 46 DF, top view:

1 Double-walled expansion joint in the A-side 17 Segment in the exhaust gas collecting
gas supply pipe tube,
2 Double-walled tube section in the gas 18 Crankcase ventilation with gas sensor C91
supply pipe
3 Double-walled T-piece as gas supply pipe to 19 FCT drive, B side
the gas valve in the cylinder head
4 Section valve in the inert gas flushing pipe 20 Segment (T-piece) in the exhaust gas
collecting tube
5 Inert gas flushing pipe 21 Expansion joint in the exhaust gas
collecting tube
6 HT cooling water collecting pipe return, 22 Pump covering
A side
7 A-side gas supply pipe to the cylinders 23 Control shaft, B side
8 Compressor, A side 24 Actuator for fuel control
9 Intake silencer, A side 25 Control stand
10 Charge air discharging pipe into A-side 26 Explosion relief valve, exhaust manifold, B
exhaust nozzle side
11 Driving shaft of the charge air pressure 27 Explosion relief valve, exhaust manifold, A
control valve side
12 Compressed air driven drive of the charge 28 Barring device
air pressure control valve
13 Charge air pipe, B side 29 Inert gas flushing valve
14 Turbocharger cladding 30 Coverings of the exhaust gas collecting
tubes, A side and B side
15 Exhaust gas outlet from exhaust nozzle 31 Inspection cover on valve cover
C91a, B side
16 Last expansion joint in the B-side exhaust 32 Valve covers, A side
gas collecting tube

The Dual Fuel Engine VM M 46 DF is a four-stroke engine with cylinders arranged in a V

shape which can be operated with natural gas as well as with marine diesel oil.
The engine is suitable for the propulsion of ships via reverse gearbox or controllable-pitch
propeller as well as for stationary or marine power generation.
The engine can be supplied for both directions of rotation, but is not reversible.
During operation, it is possible to change between various fuels, the engine start can
generally take place in gas operation. An exception is the emergency start, which always
takes place in diesel operation.
Due to the utilization of natural gas as the fuel, the engine is equipped with special control and
safety devices which exceed the usual equipment for diesel engines. This applies, amongst
others, to the double-walled gas piping and the explosion protection equipment.
Operation and monitoring can take place locally, remote controlled or fully automated.
The engine control has been designed for particularly eco-friendly operation. The engine is
equipped with an engine monitoring system.
The engine meets the requirements of resolution MSC.391(95) and thus conforms to the
current IGF Code.
The most important features are:
The bore diameter is 460 mm with a piston stroke of 610 mm.
Thanks to single-stage turbocharging with double-stage charge air cooling, the cylinder power
is approximately 965 kW. The engine has been designed as a V-engine for 16 cylinders.

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3 Description of Assemblies
3.1 Engine Block

Fig. 3-1 Engine block, driving end

1 Charge air duct 13 Crankcase

2 Central oil tube 14 Installation area for the lower valve drives
3 Oil holes in the engine block 15 Camshaft bearings
4 Point of installation of the actuator 16 Camshaft casing
5 Upper fit for cylinder liner, B side 17 Main bearing cap of a normal bearing
6 Threaded holes for cylinder head studs 18 Side bolt of a normal main bearing
7 Intake air outlet, B side 19 Timing gear casing
8 Leakage groove for leak media, B side 20 Main bolts of the thrust bearing
9 Cover surface, B side 21 Crankshaft bearing cap of the thrust
bearing
10 Point of installation of the crankcase 22 Thrust washer of the thrust bearing
ventilation
11 Vibration damper chamber 23 Lubricating oil inlet to the upper shell of the
thrust bearing
12 Camshaft chamber

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The engine block (Fig. 3-1) is manufactured from spheroidal graphite iron in one piece. The
following functional areas are combined in this casting:
 Support of the main bearings (Fig. 3-1/17, 21) in the crankcase (Fig. 3-1/13),
 Support of the camshaft bearings (Fig. 3-1/15) in externally arranged camshaft cham-
bers (Fig. 3-1/12),
 Timing gear casing (Fig. 3-1/19),
 Vibration damper chamber (Fig. 3-1/11),
 Charge air duct (Fig. 3-1/1),
 Engine block foot (Fig. 3-2/12).
Large openings in the walls ensure that all components in the engine block that need to be
accessible for maintenance work are in fact accessible.
After removing the main bearing caps (Fig. 3-1/17, 21), the crankshaft can be lowered. Side
bolts (Fig. 3-1/18) are used as cross connection for the main bearing caps.
The timing gear casing, in which the camshafts are driven by the crankshaft gearwheel via a
step wheel and an intermediate wheel, is located between the driving end of the engine block
and the first crankcase.
The partitions and each section of the laterally arranged camshaft chambers (Fig. 3-1/12)
contain the seats for the camshaft bearings (Fig. 3-1/15) and the installation areas (Fig.
3-1/14) for the bearing blocks of the lower valve drives respectively. Lubricating oil leaking
from the bearing points is returned to the lubricating oil circuit via the camshaft casings (Fig.
3-1/16).
Deep-hole bores (Fig. 3-1/3), which intersect inside the block, enable the distribution of
lubricating oil from the inlet connection point via the central oil tube (Fig. 3-1/2) to the
individual bearing lubricating points and up to the turbochargers (Fig. 3-2/3).
The leakage groove (Fig. 3-1/8) integrated in the cover surfaces Fig. 3-1/9) that are arranged
similar to a roof is used to improve the cleanliness of the engine and the safety for collecting
residual oil and small leaks from other media pipes.

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VM 46 DF c2

Fig. 3-2 Engine block, free end

1 Charge air duct 9 Push-rod duct, exhaust valve

2 Leakage groove for leak media, B side 10 Push-rod duct, inlet valve
3 Connection point, lubricating oil supply for 11 Point of installation for leak fuel connection
turbocharger (leakage groove)
4 Connection point to the media block for 12 Collecting channel for leak media in the
lubricating oil supply of the cylinder heads engine block foot
5 Upper fit for cylinder liner, A side 13 Point of installation for discharge of leak
media from the engine block foot
6 Intake air outlet, A side 14 Point of installation for lubricating oil
pressure pump
7 Leakage groove for leak media, A side 15 Point of installation for flange as seat of the
ignition fuel high-pressure pump
8 Hole for injection pump 16 Central oil tube

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The channels (Fig. 3-2/12) moulded in the engine block foot collect leak oil.
The free end contains the bearing hole for the attached lubricating oil pressure pump (Fig.
3-2/14) which is driven by a gear wheel at the vibration damper end of the crankshaft. Next to
it, the point of installation (Fig. 3-2/15) for the pump flange of the ignition fuel high-pressure is
located. This pump is driven by the crankshaft of the engine via an intermediate wheel.
The charge air duct (Fig. 3-2/1) which is accessible from both front ends of the engine block,
distributes the charge air from the charge air coolers via air outlets in the cover surfaces (Fig.
3-2/6) to the individual inlet ducts of the cooling collars and subsequently to the cylinder
heads.
Threaded holes in the cover surfaces (Fig. 3-1/6) accommodate the cylinder head studs.
Respective openings are provided for the push-rods (Fig. 3-2/9, 10) and the injection pumps
(Fig. 3-2/8).
The cylinder liners are positioned by means of two fits (Fig. 3-2/5) and the upper landing on
the cover surfaces.
The engine block is not integrated in the cooling water circuits.

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3.2 Main Running Gear
3.2.1 Cylinder Liner

Fig. 3-3 Cylinder liner in the cooling collar

1 Cooling collar 11 Push-rod duct for inlet and exhaust valve

drive in the cooling collar
2 O-ring to the cylinder head 12 O-ring in the cooling collar
3 Anti-polishing ring 13 Contact surface
4 Charge air duct in the cooling collar 14 Control air transfer to the injection pump
5 Control air transfer to the cylinder head 15 Upper fit in the engine block
6 Cooling water outlet from the cylinder head 16 Lower fit in the engine block
7 Cooling water inlet to the cooling collar 17 Engine block
8 Sealing ring 18 Starting air pipe to the adjacent cooling
collar
9 Recess for the anti-polishing ring 19 Cooling water chamber in the cooling collar
10 Control air transfer to the cylinder head 20 Cylinder liner

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The cylinder liner (Fig. 3-3/20) is inserted as a separate component into the engine block from
the top.
The cylinder liner rests with the contact surface (Fig. 3-3/13) on the respective cover surface
of the engine block. To achieve this, the cylinder liner is guided in bores on two levels with the
upper (Fig. 3-3/15) and lower fit (Fig. 3-3/16).
The area above the cover surface of the engine block is affected by the highest temperatures
in the combustion chamber. Therefore, this area is surrounded by the cooling water chamber
(Fig. 3-3/19) of the cooling collar (Fig. 3-3/1).
The narrow part of the cooling collar in the area of the top edge of the cylinder liner increases
the flow speed of the cooling water. This results in better cooling of the hottest zone.
The water chamber is sealed with an O-ring (Fig. 3-3/12) between the cooling collar and the
cylinder liner directly above the cover surface. Therefore, the engine block does not come into
contact with the cooling water.
The anti-polishing ring (Fig. 3-3/3) is inserted in the top area in a recess (Fig. 3-3/9) on the
inside wall of the cylinder liner.
The inside diameter of the anti-polishing ring is slightly smaller than that of the cylinder liner.
This ensures that the gap between the anti-polishing ring and the piston skirt is reduced and
the effect of the ignition pressure on the compression rings is limited.
Combustion residues which preferably accumulate in the gap between the piston crown and
the cylinder liner above the compression rings at the piston crown are scraped off from the
piston crown surface at the lower edge of the anti-polishing ring with each stroke.
A metallic sealing ring (Fig. 3-3/8) has been countersunk into the front side of the cylinder liner
from the top and seals it against a seal seat surface at the bottom part of the cylinder head.
Additionally, an O-ring (Fig. 3-3/2) at the top of the cylinder liner seals the sealing ring against
cooling water.

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3.2.2 Piston

3.2.3 Piston Pin

Fig. 3-4 Piston with piston pin

1 Piston crown 11 Circlip

2 Parallel pin for positioning 12 End plug
3 Vaulted chamber in the piston crown 13 Oil holes for distributing fresh oil
4 Combustion chamber 14 Fresh oil supply duct in the connecting rod
5 Hollow space with ceiling bores 15 Small end bush
6 Compression rings 16 Fresh oil transfer through small end bush
7 Oil control ring (bevelled-edge oil 17 Fresh oil outlet, lubrication of the small end
control ring)
8 Returning lubricating oil 18 Small end
9 Rising fresh oil for cooling the 19 Piston skirt
piston crown
10 Piston pin 20 Cylinder liner

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The piston consists of two components, the piston crown (Fig. 3-4/1) and the piston skirt (Fig.
3-4/19).
The cylinder liner (Fig. 3-4/20) accommodates the piston which seals the combustion
chamber in combination with the compression rings (Fig. 3-4/6) almost gas tight in downward
direction.
The piston crown (Fig. 3-4/1) is exposed to higher thermal and mechanical load during the
combustion process and must, therefore, be cooled. To achieve this, the piston crown has a
circumferential hollow space (Fig. 3-4/5) with cylindrical ceiling bores while the central area
has been designed as a vaulted chamber (Fig. 3-4/3). This artificially enlarges the surface.
The piston crown top side features an optimized piston bowl geometry.
Two radially circumferential compression rings (Fig. 3-4/6) with coated running surfaces have
been inserted into grooves of the piston crown and rest against the wall of the cylinder liner
due to their residual stress and the working pressure. These prevent the escape of combus-
tion gases from the side of the piston. An oil control ring (Fig. 3-4/7) designed as a bevelled-
edge oil control ring and stretched by an expansion ring is located in a third groove. This ring
is used to scrape off lubricating oil from the cylinder liner wall.
The piston crown is screwed to the piston skirt below. The piston skirt represents the lateral
areas of the bottom piston part and is used to guide the piston in the cylinder liner.
The central element in the piston skirt is the support of the piston pin (Fig. 3-4/10). Oil guide
grooves guide the lubricating oil from the piston pin via drilled ducts Fig. 3-4/9) into the
circumferential cavity below the piston crown where it is distributed through the oscillating
movement of the piston.
The lubricating oil returns to the cylinder liner (Fig. 3-4/8) and thus into the lubricating oil
circuit from the vaulted chamber of the piston crown (Fig. 3-4/3).

3.2.4 Piston Pin

The piston pin (Fig. 3-4/10) establishes the connection between the oscillating piston and the
connecting rod and ensures lubricating oil supply to the piston.
To this end, the pin has been axially drilled hollow and sealed with end plugs (Fig. 3-4/12).
The lubricating oil escapes from the small end (Fig. 3-4/16) and enters the pin (Fig. 3-4/16) via
cross bores, is distributed and exits the piston pin via bores (Fig. 3-4/13) which are connected
to oil guide grooves in the piston (see chapter 3.2.2 Piston).
Circlips (Fig. 3-4/11) hold the piston pin in position in the piston skirt.

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3.2.5 Connecting Rod

Fig. 3-5 Connecting rod with small end, big end bearing, and fresh oil guide

1 Piston pin 10 Connecting rod shank

2 End plug 11 Big end bearing bolt with washer
3 Small end bush 12 Cross bore to oil guide
4 Small end 13 Point of installation of big end bearing
temperature sensor
5 Small end flange 14 Round nuts for big end bearing bolts
6 Intermediate plate 15 Lower big end bearing shell
7 Connecting rod shank flange 16 Lower big end bearing cap
8 Segment 17 Oil passage in big end bearing cap
9 Connecting rod shank bolts 18 Upper big end bearing shell

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The connecting rod consists of:

 Small end (Fig. 3-5/4),
 Connecting rod shank (Fig. 3-5/10) with upper big end bearing cap and
 lower big end bearing cap (Fig. 3-5/16).
The connecting rod is forged from a single piece.
The small end (Fig. 3-5/4) accommodates the small end bush (Fig. 3-5/3) which is freeze
fitted. An oil guide groove is located behind the small end bush.
The division of the shank (Fig. 3-5/5, 7) enables easy removal and is used to set the com-
pression ratio by inserting an appropriate intermediate plate (Fig. 3-5/6) and thus changing the
height of the upper clearance volume. Parallel pins in the connecting rod shank flange are
used to align the small end, the intermediate plate, and the connecting rod shank. The
components are connected via connecting rod shank bolts (Fig. 3-5/9) whose clamping length
is enlarged on both sides via a segment (Fig. 3-5/8).
In order to be able to mount the connecting rod at the crankshaft, the big end bearing has
been designed as a divided bearing. The ground serration in the big end bearing cap provides
a positive fit. The connecting rod shank (Fig. 3-5/10) with the upper big end bearing cap and
the lower big end bearing cap (Fig. 3-5/16) are bolted together using big end bearing bolts
(Fig. 3-5/11) and round nuts (Fig. 3-5/14).
As an option, a big end bearing temperature sensor has been integrated into the lower big
end bearing cap (Fig. 3-5/13).
From the rear oil guide ducts the lubricating oil flows from the engine block through apertures
in the less stressed upper bearing shell halves of the main bearings into the crankshaft.
Through intersecting holes in the crankshaft the lubricating oil is conveyed to the big end
bearings (Fig. 3-5/16). Through apertures in the less stressed lower bearing shell halves (Fig.
3-5/17) the lubricating oil flows into the oil guide ducts of the upper and lower big end bearing
cap.
The lubricating oil subsequently flows through the connecting rod shank (Fig. 3-5/10) and the
piston pins towards the piston (see 3.2.2 Piston).
The connecting rod is axially guided in the small end (Fig. 3-5/4) through the side surfaces of
the small end bush (Fig. 3-5/3).

Copyright notice Description of Assemblies 3–61

according to DIN ISO 16016! BA_VM46DF_1-2_en.docx
VM 46 DF c2
3.2.6 Crankshaft

Fig. 3-6 Crankshaft with details

The crankshaft is forged from a single piece.

A hub (Fig. 3-6/34) to which the flywheel (Fig. 3-6/35) is screwed has been pressed on the
crankshaft at the driving end. The gear wheel for the camshaft drive (Fig. 3-6/33) is screwed
directly to the crankshaft.
The flywheel features a toothing on its outer circumference for the drive by the barring device.
A bore pattern, which is read by sensors for speed pick-up and position determination for
controlling the ignition fuel system, is located on a further circumference surface.
The crankshaft is suspended in the main bearing caps.
The first bearing of the crankshaft when viewed from the driving end has been designed as a
thrust bearing (Fig. 3-6/32) and assumes the axial guide of the crankshaft using two thrust
washers. All further main bearings are designed as radial normal bearings (Fig. 3-6/31). All
main bearing caps are fixed to the engine block via main bolts (Fig. 3-6/14). The radial normal
bearings are additionally fixed to the engine block via side bolts (Fig. 3-6/26) on both sides.

Legend for Fig. 3-6 Crankshaft with details

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1 Camshaft position wheel, B side 19 Crankshaft vibration damper

2 Lubricating oil inlet to the camshaft 20 Drive gear ring for pump drive
3 Bearing and guide of step and intermediate 21 High-pressure pump with drive gear
wheel
4 Actuator turbine drive 22 Lubricating oil pressure pump
5 Step wheel 23 Drive gear of the lubricating oil pressure
pump
6 Intermediate wheel 24 Balance weight
7 Camshaft gear, A side 25 Lubricating oil transfer to the crankshaft
through upper main bearing shell
8 Cam follower bracket 26 Side bolt
9 Push-rod, inlet valve drive 27 Crank web
10 Push-rod, exhaust valve drive 28 Lubricating oil inlet to the connecting rod
through lower big end bearing shell
11 Cam followers, inlet and exhaust valve 29 Camshaft section
drive
12 Cam follower of the injection pump drive 30 Connecting rod, B side
13 FCT shaft with lubricating oil duct 31 Normal bearing
14 Main bolt 32 Thrust bearing
15 Piston 33 Drive gear on the crankshaft
16 Inlet cam 34 Flywheel hub
17 Exhaust cam 35 Flywheel with serration
18 Camshaft vibration damper 36 Camshaft gear, B side

All main bearings are equipped with split bearing shells (Fig. 3-6/25).
The balance weights (Fig. 3-6/24) are screwed to the opposite side of the crank webs as
mass balance using studs.
Two big end bearings (Fig. 3-6/28) each are located between two adjacent crank webs (Fig.
3-6/27).
A vibration damper (Fig. 3-6/19) has been mounted to the free end of the crankshaft.
The vibration damper is a mechanical-hydraulic attenuator and damps the torsional vibrations
in the crankshaft. The vibration damper is supplied with lubricating oil by the crankshaft.
Furthermore, a gear wheel (Fig. 3-6/20) for driving attached pumps (e.g. Fig. 3-6/21, 22) is
provided at this crankshaft end.
The main bearings are also used to supply the main running gear with lubricating oil:
The lubricating oil escapes from the engine block through apertures in the less stressed upper
bearing shell halves of the main bearings (Fig. 3-6/25) and enters the rear oil guide duct in the
main bearing shell and then reaches the oil guide duct in the less stressed lower shells of the
big end bearings (Fig. 3-6/28) via bores in the crankshaft.
The lubricating oil subsequently flows through the openings into the big end bearing caps from
where it reaches the piston (see 3.2.5 Connecting Rod and 3.2.2 Piston) through the
connecting rod shank and the piston pin.

Copyright notice Description of Assemblies 3–63

according to DIN ISO 16016! BA_VM46DF_1-2_en.docx
VM 46 DF c2
3.2.7 Camshaft with Valve Drive

Fig. 3-7 Crankshaft with camshaft, camshaft drive and valve drive

1 Bearing and guide of the camshaft gears 13 Driven gear wheel on the intermediate
shaft
2 Camshaft gear, A side 14 Compressed air cylinder
3 Lubricating oil inlet to the camshaft, A side 15 FCT shaft with lubricating oil duct
4 Bearing and guide of the intermediate wheel 16 Cam follower shaft with oil guide
5 Bearing and guide of the step wheel 17 Lubricating oil inlet to the camshaft, B side
6 Actuator turbine drive 18 Camshaft gear, B side
7 Drive gear for the actuator hydraulic pump 19 Camshaft position wheel, B side
8 Camshaft section, A side 20 Gear ring on the flywheel
9 FCT unit, A side 21 Pinion of the step wheel
10 Camshaft vibration damper, B side 22 Wheel of the step wheel
11 Drive gear on the FCT shaft 23 Bearing and guide of the step wheel
12 Driven gear wheel on the lever shaft 24 Intermediate wheel

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The camshafts consist of individual camshaft sections (Fig. 3-7/8) which each operate a
cylinder unit.
The camshafts are mounted in plain bearings (Fig. 3-7/3, 17) in the engine block.
The gear wheel screwed to the crankshaft drives the drive gears (Fig. 3-7/2, 18) of the
camshafts via a step wheel (Fig. 3-7/21, 22) and an intermediate wheel (Fig. 3-7/24) at a
speed ratio of 2:1.
The camshaft gear wheel is connected to the camshaft via a hydraulically unlockable oil press
fit. The position of the camshaft gear wheel (and thus also of the crankshaft) in relation to the
cams is used by the manufacturer to determine the start of fuel delivery of the injection
pumps.
Each camshaft section of the camshaft has three cams:
 The inlet cam,
 the exhaust cam and
 the fuel cam.
The cam followers mounted on the cam follower (Fig. 3-7/16) shaft push the push-rods on the
cam followers upwards when the camshaft rotates. These open the inlet and exhaust valves
with direction change using the rocker arms. These valves are closed and the rocker arms
and cam followers are reset by spring force.
The cam follower for driving the injection pump is also guided on the cam follower shaft.
The stems of the valve spindles are guided in valve guides in the cylinder head, while guide
bolts guide the valve bridges (see 3.3, Cylinder Head, Fig. 3-9). The rocker arm shaft is
included in the main lubricating oil circuit via the rocker arm bracket.
Lubrication of the camshaft takes place via an oil inlet in the first camshaft bearing (Fig. 3-7/3,
17). The lubricating oil then flows through the sections of the camshaft ((Fig. 3-7/8) to the
remaining camshaft bearings
The escaping lubricating oil is collected in the camshaft casing of the engine block and
returned to the lubricating oil circuit.

Copyright notice Description of Assemblies 3–65

according to DIN ISO 16016! BA_VM46DF_1-2_en.docx
VM 46 DF c2
3.2.8 Variable Valve Adjustment FCT

Fig. 3-8 FCT drive

1 Intermediate shaft with drive gear 8 Pressure regulating valve

2 Driven gear on the lever shaft 9 Compressed air inlet "descending" to the drive
cylinder
3 Drive follower on the lever shaft 10 Compressed air cylinder
4 Piston rod with drive connecting rod 11 Compressed air inlet "ascending" to the drive
cylinder
5 Set of springs as resetting drive 12 Camshaft section with inlet and exhaust valve
cams and injection pump cam
6 Pressure gauge for compressed air 13 Drive gear on the FCT shaft
7 Shut-off cock for compressed air supply

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The engine is equipped with a pneumatically operated adjusting device ("Flexible Camshaft
Technology", FCT) (Fig. 3-8). Due to the bearing of the cam followers on an eccentric on the
cam follower shaft, the cam followers are moved in proportion to the camshaft (Fig. 3-8/12) by
rotating the cam follower shaft. Due to this movement it is possible to influence the opening
times of the inlet and exhaust valves.
The required rotation of the cam follower shaft with its eccentrics is achieved through a
compressed air cylinder (Fig. 3-8/10) as a piston (Fig. 3-8/4) rotates the drive gear (Fig.
3-8/13) of the cam follower shaft via a lever (Fig. 3-8/3) and a step-up gear (Fig. 3-8/1, 2).
The position of the cam follower shaft is monitored by limit switches on the gear.

For details regarding the function of FCT see chapter 4.8 Function of the Variable Valve
Adjustment FCT.

Copyright notice Description of Assemblies 3–67

according to DIN ISO 16016! BA_VM46DF_1-2_en.docx
VM 46 DF c2
3.3 Cylinder Head

Fig. 3-9 Cylinder head, overall view with connections

1 Return pipe of the nozzle leak 11 Double-walled gas supply pipe

2 Discharge of leaks from fuel injector 12 Gas inlet, gas valve
delivery pipe
3 Lubricating oil supply pipe 13 Connection flange, inlet duct
4 Leak fuel return pipe (ignition fuel) 14 Ignition fuel injector
5 Star handle screw 15 Connection flange, exhaust duct
6 Valve cover 16 Plug
7 Inspection cover 17 Double-walled expansion joint, gas supply
pipe
8 Electronic connection of the solenoid 18 Plug (point of installation of cylinder relief
valve valve)
9 Inert gas pipe 19 Plug on the indicator hole
10 Jumper pipe for ignition fuel

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Cylinder head
Each cylinder unit has its own cylinder head. All cylinder heads feature an identical design.
The cylinder head (Fig. 3-9) serves as an upper cover of the combustion chamber as well as
for the supply and discharge of media required for engine operation (Fig. 3-9/1-4).
For this purpose, numerous ducts and enclosed spaces have been integrated in the cylinder
head made from spheroidal graphite iron. A large number of holes, which partially intersect
and thus enable various changes of direction, guide the control air, the starting air, the
lubricating oil, the cooling water, and the fuels to the points of consumption, as well as leak oil
to the outside. Plugs are provided in the cylinder head in order to seal these holes externally.
Numerous larger plugs seal casting openings, particularly to the cooling water chambers (Fig.
3-9/16).
Furthermore, connection flanges for the following connection points are provided:
 Gas inlet (Fig. 3-9/12),
 Combustion air inlet from the charge air duct (Fig. 3-9/13) and
 Exhaust duct to the exhaust gas collecting tube (Fig. 3-9/15).
Valve cover
The cylinder head is equipped with a removable valve cover (Fig. 3-9/6). This cover is fixed
into position using two star handle screws (Fig. 3-9/5). Dowel pins ensure unique positioning
on the cylinder head.
The valve cover is sealed by means of a gasket against a surface surrounding the cylinder
head.
The valve cover is also part of the safety devices of the engine, it prevents hazards due to
moving engine parts and splashing hot lubricating oil.
Lubricating oil escaping at numerous points of lubrication below the valve cover exits the area
through the push-rod duct and is returned to the lubricating oil circuit.

Copyright notice Description of Assemblies 3–69

according to DIN ISO 16016! BA_VM46DF_1-2_en.docx
VM 46 DF c2

Fig. 3-10 Cylinder head, top view

1 Push-rod for exhaust valve drive 10 Gas valve

2 Rocker arm bracket 11 Ignition fuel outlet in the jumper pipe
3 Rocker arm shaft 12 Inlet into ignition fuel injector
4 Rocker arm of the exhaust valves 13 Point of installation of exhaust gas temperature
sensor
5 Rocker arm of the inlet valves 14 Valve spring of the exhaust valve
6 Valve projection adjustment 15 Point of installation of the fuel injector
7 Lubricating oil supply to the valve 16 Valve bridge guide
bridge
8 Valve bridge of the exhaust valves 17 Media ducts in the cylinder head
9 Adjusting screw for valve compensation 18 O-ring

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Top side of cylinder head

On the top side of the cylinder head underneath the valve cover, there is the upper valve drive
for the inlet and exhaust valves with
 rocker arm bracket (Fig. 3-10/2),
 rocker arm shaft (Fig. 3-10/3),
 valve bridges (Fig. 3-10/8) on the valve bridge guide bolt and the stems of the inlet and
exhaust valves,
 as well as the fuel injector (Fig. 3-10/15) with fastening and
 the starting air valve below the rocker arm bracket.
The following equipment is located outside the valve cover and can be accessed:
 Indicator hole sealed with a plug (Fig. 3-9/19),
 Hole for the cylinder relief valve sealed with a plug (Fig. 3-9/18),

In case of a failure on the in-cylinder pressure module (ICPM), the

cylinder relief valve supplied as a tool must to be installed instead of
the plug (Fig. 3-9/18)!
The engine can then continue to operate in diesel mode.

 The ignition fuel injector (Fig. 3-10/11, 12) with attachment lug and fuel supply pipe in a
recess of the valve cover
 as well as the point of installation of the pressure sensor for in-cylinder pressure.
The gas valve (Solenoid Operated Gas Admission Valve, GAV") (Fig. 3-10/10), which is
electronically controlled and features a gas-tight cable inlet, is located on the inlet duct in an
upward-facing pipe union with flange.
The pick-up for the exhaust gas temperature (Fig. 3-10/13) is located on the exhaust duct.
Various holes are used as fastening points for the exhaust cladding and pump covering.

Copyright notice Description of Assemblies 3–71

according to DIN ISO 16016! BA_VM46DF_1-2_en.docx
VM 46 DF c2

Fig. 3-11 Cylinder head, bottom view

1 Cooling water inlets 11 Injection nozzle

2 Connection flange, exhaust duct 12 Starting air inlet into the cylinder head
3 Cooling water outlet 13 Starting air valve
4 Gas outlet from the gas valve 14 Indicating hole, sealing ring leak
5 Connection flange inlet duct (air) 15 Water-cooled valve seat inserts on the exhaust
valves
6 Ignition fuel injector 16 Push-rod duct
7 Inlet valves (gas and air) 17 Control air transfer to the cylinder head
8 Point of installation of cylinder pressure 18 Exhaust valves
sensor
9 O-ring 19 Indicator hole
10 Seal seat surface to the cylinder liner

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Bottom side of cylinder head

The bottom side of the cylinder head features the following main elements:
 The nozzle of the fuel injector (Fig. 3-11/11) is located in the centre.
 The nozzle of the ignition fuel injector (Fig. 3-11/6) is positioned next to it.
The nozzle is kept clear due to the regular injection of ignition fuel and thus cooled by
the fuel.
 Two inlet valves (Fig. 3-11/7) and
 two exhaust valves (Fig. 3-11/18) are provided.
 The starting air valve (Fig. 3-11/13) is located next to one of the inlet valves.
Moreover, holes are provided as entry points
 to the pressure sensor (Fig. 3-11/8) for the cylinder pressure
 to the indicator valve (Fig. 3-11/19).
Outside the seal seat surface of the cylinder liner (Fig. 3-11/10), the indicating hole is used to
detect leaks of the sealing ring and the O-ring (Fig. 3-11/9) towards the water chamber. This
hole is conducted from the bottom side (Fig. 3-11/14) of the cylinder head laterally towards the
outside.

Gas may leak!

Some gas may also leak if cooling water escapes from the lateral
indicating hole during gas operation.
 Stop gas operation immediately if cooling water escapes from
the indicating hole of the cylinder head!

Connections for the supply of control air (Fig. 3-11/17) and starting air (Fig. 3-11/12) to the
cylinder head are located outside the combustion chamber.
The cooling water enters the cylinder head via lateral openings in the cylinder head collar (Fig.
3-11/1) and escapes via the opening (Fig. 3-11/3).
The view also shows the arrangement of the inlet openings (Fig. 3-11/4) for the gas in the inlet
duct for combustion air (Fig. 3-11/5).

Copyright notice Description of Assemblies 3–73

according to DIN ISO 16016! BA_VM46DF_1-2_en.docx
VM 46 DF c2

Fig. 3-12 Cylinder head, cross section of the inlet duct

1 Gas inflow 8 Inlet valves

2 Media duct, ignition fuel nozzle leak 9 Cooling water chamber
3 Media duct, leak fuel (ignition fuel) 10 Gas inflow ducts
4 Media duct, lubricating oil supply pipe 11 Combustion air in the inlet duct
5 Discharge of leaks from fuel injector 12 Connection flange of the inlet duct
delivery pipe
6 Media duct, return of the nozzle leak 13 Gas valve
7 Cooling water chambers

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Gas entry into the combustion chamber

In gas operation, the gas is available at the inlet of the gas valve (Fig. 3-12/13) at a pressure
adjusted by the gas valve unit depending on load and charge air pressure.
This electronically controlled gas valve releases two inflow ducts (Fig. 3-12/10). The gas partly
flows towards the airflow of the compressed charge air (Fig. 3-12/11) from the charge air duct
to the cylinder unit, thus achieving a good gas-air mixture in the inlet duct.
The inflow duct supplies two inlet valve openings with the gas-air mixture which are released
by the inlet valves (Fig. 3-12/8).
The cylinder head is cooled with cooling water via numerous water chambers (Fig. 3-12/7, 9).
Through the media bores the lubricating oil (Fig. 3-12/4) for rocker arm lubrication flows and
leak fuels (Fig. 3-12/2, 3) are discharged, and furthermore the ignition fuel (Fig. 3-12/5) is
returned.

Copyright notice Description of Assemblies 3–75

according to DIN ISO 16016! BA_VM46DF_1-2_en.docx
VM 46 DF c2

Fig. 3-13 Cooling of fuel injector and ignition fuel injector

1 Ignition fuel injector 7 Media duct, return of the nozzle leak

2 Fuel injector 8 Cooling water chambers
3 Fuel supply pipe to fuel injector 9 Cooling water supply pipe to the injection nozzle
4 Media duct, leak fuel (ignition fuel) 10 Injection nozzle
5 Media duct, lubricating oil supply pipe 11 Ignition fuel injector nozzle
6 Discharge of leaks from fuel injector 12 Cooling water inlets
delivery pipe

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Cooling of the ignition fuel injector and the fuel injector

The ignition fuel injector (Fig. 3-13/1) injects small amounts of diesel fuel as the ignition fuel
into the combustion chamber. The injection of ignition fuel is electronically controlled. The
nozzle (Fig. 3-13/11) of the ignition fuel injector is cooled by leaking fuel and thus remains
unblocked. Furthermore, the upper area of the injector is water-cooled (Fig. 3-13/8).
The centrally arranged fuel injector (Fig. 3-13/2) is, on the one hand, cooled by the flowing
fuel and, on the other hand, by lubricating oil which is branched off from the rocker arm
lubrication via a duct. The lubricating oil almost flows through the entire length of the fuel
injector before it can escape upwards again.
Additionally, the lower end of the fuel injector with the nozzle (Fig. 3-13/10) is cooled by the
surrounding water chambers (Fig. 3-13/9).

Copyright notice Description of Assemblies 3–77

according to DIN ISO 16016! BA_VM46DF_1-2_en.docx
VM 46 DF c2

Fig. 3-14 Cylinder head, cross section of the exhaust duct

1 Water-cooled valve seat inserts 6 O-ring
2 Connection flange to the exhaust gas collecting 7 O-ring
tube
3 Exhaust duct 8 Sealing ring, copper plated
4 Connection flange of the inlet duct 9 Exhaust valves
5 Cooling water chambers 10 Cooling water chamber

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Exhaust ducts
After opening the exhaust valves (Fig. 3-14/9), the exhaust gas flows through the exhaust
duct (Fig. 3-14/3) to the exhaust gas collecting tube (Fig. 3-14/2).
The valve seat inserts of the exhaust valves (Fig. 3-14/1) are water-cooled, contrary to those
of the inlet valves.
Due to the high temperatures of the exhaust gas, the exhaust duct is surrounded by a cooling
water chamber (Fig. 3-14/5).
The temperature of the exhaust gas flow is measured at the end of the exhaust duct by a
sensor.

Copyright notice Description of Assemblies 3–79

according to DIN ISO 16016! BA_VM46DF_1-2_en.docx
VM 46 DF c2
3.4 Gas Valve Unit

Fig. 3-15 Gas valve unit

The gas valve unit provides natural gas with a defined pressure of 0.5 bar - 5.0 bar at the inlet
connection point of the engine.
The gas valve unit is equipped with all the necessary control and monitoring components
which enable safe operation with natural gas.
The gas valve unit is encased. The enclosure (Fig. 3-15/2) acts as a pressure vessel to
protect the environment of the engine room.
The enclosure is provided with the following connection points:
 Gas inlet into the gas valve unit (GVU) (Fig. 3-15/30)
 Ventilation connections of the enclosure (Fig. 3-15/15, 29)
 Connections for venting of the gas pipe to the GVU (Fig. 3-15/13)
 Compressed air inlet (Fig. 3-15/25)
 Gas outlet to the engine (Fig. 3-15/16)
 Outlet of the flushing pipe of the gas pipe between GVU and engine (Fig. 3-15/18)

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Legend for Fig. 3-15 Gas valve unit:

1 Ball valve, gas inlet in the gas valve unit 16 Gas supply pipe outlet to the engine
2 Enclosure of the gas valve unit 17 Flushing valve of the gas supply pipe to the
engine
3 Inert gas supply inlet, input side (for 18 Flushing pipe outlet
servicing the GVU only)
4 Gas filter 19 Shut-off valve on the engine side in DBB
5 Flow meter 20 Terminal box E1
6 Pressure transducer 21 Pressure transducer in DBB for leak tests
7 Temperature monitor 22 Terminal box E2
8 Gas pressure regulator 23 Shut-off valve on inlet side in the DBB
9 Pneumatically operated vent valve 24 Pressure gauge
10 Ball valve for manual flushing 25 Compressed air supply inlet
11 Relief valve in the DBB 26 Ball valve with lock
12 2 pressure transducers in the gas supply 27 IP-converter
pipe to the engine
13 Vent outlet to the exterior 28 Pressure gauge
14 Gas sensor 29 Ventilation connection of the double wall
15 Ventilation connection of the double wall 30 Gas supply inlet 6.5 - 10 bar

The following GVU main components are provided in the gas flow direction:
 Ball valve (Fig. 3-15/1) at the gas inlet
 Gas filter (Fig. 3-15/4)
 Flow meter (Fig. 3-15/5)
 Gas pressure regulator (Fig. 3-15/8)
 Pneumatically operated vent valve (Fig. 3-15/9),

Actuation and monitoring of the vent valve (Fig. 3-15/9) are not
captured by the monitoring and control devices implemented by
Caterpillar.

 Double block and bleed valve, consisting of:

o Shut-off valve on the inlet side (Fig. 3-15/23)
The pneumatically operated shut-off valve is the inlet-side stage of the two-stage
main shut-off component of the gas valve unit.
o Pneumatically operated relief valve (Fig. 3-15/11)
The relief valve is used to execute leak tests.
o Shut-off valve on the engine side (Fig. 3-15/19)
The pneumatically operated shut-off valve is the engine-side stage of the
redundant, two-stage main shut-off component of the gas valve unit.
o Pressure transducer (Fig. 3-15/21)
The pressure transducer monitors the pressure between the two shut-off valves
of the DBB and is required for the leak tests.
 Flushing valve of the gas supply pipe to the engine (Fig. 3-15/17)
 Pressure transducer in the gas supply pipe to the engine (Fig. 3-15/12)
Furthermore, the gas sensor (Fig. 3-15/14) is installed in the enclosure.

Copyright notice Description of Assemblies 3–81

according to DIN ISO 16016! BA_VM46DF_1-2_en.docx
VM 46 DF c2
3.5 Gas Supply

Fig. 3-16 Gas piping and flushing piping

1 Gas supply pipe to the cylinder units 9 Outer jacket space of a double-walled
of the B side expansion joint
2 Double-walled T-piece as gas supply pipe to 10 Double-walled expansion joint
the gas valve in the cylinder head, cylinder
unit 8 of the B side
3 Gas valve in the cylinder head, cylinder unit 11 Inert gas flushing piping
8 of the A side
4 Fresh air pipe, inlet laterally into the flange of 12 Section valve
the cylinder head, seat of the gas valve
5 Gas inlet to the first T-piece of the gas 13 Gas supply pipe to the cylinder units
piping, A side of the A side
6 Double-walled T-piece as gas supply pipe to 14 Gas supply pipe inside the double-walled
the gas valve in the cylinder head, cylinder connection point C96
unit 8 of the A side
7 Outer jacket space of the double-walled gas 15 Inert gas supply and permanent fresh air
piping exhaustion C97
8 Double-walled gas piping

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Gas supply
In gas operation, the gas at connection point C96 (Fig. 3-16/14) is transferred to the engine at
a pressure adjusted by the gas valve unit depending on load and charge air pressure.
The complete gas piping, including expansion joints (Fig. 3-16/10) and T-pieces (Fig. 3-16/2,
6), has a double-walled design.
At connection point C97 (Fig. 3-16/15), it is possible to provide the engine with inert gas via
the outer jacket space of the double-walled gas supply pipe. The inert gas can be extracted at
the first T-piece of the gas piping and fed via the monitoring and flushing piping (Fig. 3-16/11)
at the following T-pieces into the double-walled gas piping. The monitoring and flushing piping
is divided into sections by section valves (Fig. 3-16/12) and leads up to the flushing valve at
the end of the gas supply pipe.
During gas operation, ambient air is permanently drawn in from the outer jacket space of the
double-walled gas supply pipe (Fig. 3-16/7, 9) by means of the ventilation module and
monitored for gas, in order to detect any leaks in the gas supply pipe.

Copyright notice Description of Assemblies 3–83

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Fig. 3-17 Gas supply pipe, cross section of the gas piping, gas valve and inlet duct

1 Fresh air supply in the double wall 12 Inert gas flushing valve
2 Double-walled T-piece 13 Point of installation for the pressure sensor
in the flushing piping
3 Gas pipe inside the double-walled 14 Manual operation of flushing valve
expansion joint
4 Jacket space of the double-walled 15 Fresh air supply pipe to the cylinder units
expansion joint of the B side
5 Limit switch connection 16 Fresh air supply valve (solenoid valve)
6 Electrical connection of the section valve 17 Fresh air supply pipe to the cylinder units
of the A side
7 Double wall, T-piece (fresh air intake / 18 Filter with orifice
flushing with inert gas)
8 Inert gas inlet to the T-piece 19 Gas inlet from gas valve into inflow ducts
9 Gas inlet to the gas valve 20 Gas inlet from inflow ducts into inlet duct
10 Gas valve 21 Combustion air in the inlet duct of the
cylinder head
11 Inert gas inlet for the flushing process 22 Fresh air supply pipe to the adjacent
cylinder unit

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In the area of the cylinder heads, the gas supply pipe consists of double-walled T-pieces (Fig.
3-17/2, 7) which are connected to double-walled expansion joints (Fig. 3-17/3, 4). The jacket
space of the gas piping is divided into sections, with a new section always starting after the T-
piece of the previous cylinder head. The expansion joints whose direction of installation is
specified by the design fulfil a key function for the sectional safety concept.
Thanks to structural measures, the double-walled expansion joints can be dismantled and
installed without having to remove the T-pieces. Due to the double-walled design of all the
components, each connecting flange is sealed with two sealing rings. These sealing rings are
equipped with retaining burls which fit into a groove to enable safe assembly without losing
the sealing rings.
Connections for the monitoring and flushing piping (Fig. 3-17/8) are available on the T-pieces
in order to monitor the pressure or to flush the jacket spaces. The jacket spaces are moni-
tored continuously for leaks via a pressure transducer upstream of the connection point. An
increase in pressure or the presence of methane in a jacket space due to a leak is detected
by the safety devices and triggers respective countermeasures.
An electromagnetically operated flushing valve (Fig. 3-17/12) has been installed at the end of
the gas supply pipe and can be used to flush the entire gas supply pipe at short notice with
inert gas (Fig. 3-17/11) to eliminate any ignitable gas mixture. To achieve this, the inert gas
fills the jacket spaces and the entire gas supply pipe up to the gas valve unit.
Section valves (Fig. 3-17/6) have been installed upstream of the connections to the T-pieces
in the flushing piping and can be used to block the sections individually. It is thus possible to
allocate an occurred leak to a specific section and carry out repairs in a targeted manner
without having to dismantle the entire piping.
Gas valves
The Gas valves (Fig. 3-17/10) in the upward facing flanges on the intake ducts (Fig. 3-17/21)
of the cylinder heads are the central switching element of the internal gas system.
The electronically controlled and electromagnetically driven gas valve has been designed as a
plate valve. Two opposite, gas-tight and face-ground plates with concentric recesses, one of
which is flexible, release a large, effective cross section with a very short working stroke at a
high operating speed.

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3.6 Ignition Fuel Injection System
3.6.1 Ignition Fuel Module

Fig. 3-18 Ignition fuel module

1 Control cabinet structure 9 Cock for changing/switching between
working filter and maintenance filter, inlet
side
2 Control stand distribution box 10 Maintenance filter DF8 [first stage]
3 Differential pressure indicator 11 Cock for changing/switching between
working filter and maintenance filter, outlet
side
4 Cock for changing/switching of the duplex 12 Differential pressure indicator
filter arrangement DF2, inlet side
5 Cock for changing/switching of the duplex 13 Supply filter stage
filter arrangement DF2, outlet side (duplex filter) DF9 [second stage]
6 Prefilter stage (duplex filter) DF2 14 Cock for changing/switching of the duplex
filter arrangement DF9, inlet side
7 Leak fuel collecting pan C134 15 Cock for changing/switching of the duplex
filter arrangement DF9, outlet side
8 Working filter (3 filter elements) DF8 16 Differential pressure indicator
[first stage]

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Risk of severe damage to the high-pressure pump of the fuel

system due to contaminated fuel!
Prior to commissioning the engine (this also includes
recommissioning after working on the filter module or the connection
point between the filter module and the high-pressure pump of the
ignition fuel system), make sure that the connecting pipes have been
cleaned in accordance with the CAT standard 1E2500 D .

Risk of engine damage!

When using the wrong fuel grade there is a risk of damage to the
ignition fuel high-pressure pump.
 For the operation of the ignition fuel system only use MDO
grades DMA and DMZ according to ISO 8217.
Before using grades DMB or DMX please contact your author-
ized Caterpillar dealer.

The ignition fuel module is installed in a control cabinet and arranged upstream of the engine.
It supplies the engine with filtered ignition fuel. The ignition fuel is conveyed from the MDO
day tank to the ignition fuel module, is filtered there in three stages, and then, in a next step,
supplied to the engine. The return ignition fuel from the engine is fed back to the ignition fuel
module in a closed circuit.
The ignition fuel module is provided with the following connection points:
 Fuel inlet from the day tank C131,
 Ignition fuel return from the engine C132,
 Ignition fuel inlet/outlet to the engine C133, and
 Leak fuel pan C 134.
The connection points are arranged at the bottom of the control cabinet so as to be accessible
from below.
The following components are installed in the module:
 Prefilter stage (duplex filter) DF2 (Fig. 3-18/6)
 Circulating pump, diesel DP10
 Circulation filter loop [first stage] consisting of working filter and maintenance filter DF8
(Fig. 3-18/10)
 Supply filter loop [second stage] (duplex filter) DF9 (Fig. 3-18/13)
 Pressure regulating valve DR7
 Feed pump, ignition fuel DP11
 Pressure regulating valve DR8
 The electrical distribution box (Fig. 3-18/2) with all indicators and switches is located in
the upper section of the control cabinet of the ignition fuel module.
 For further information on the ignition fuel module, see the operating instructions for
the ignition fuel module.

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Fig. 3-19 Ignition fuel system

1 Injectors 9 Drain of leak fuel from pan

2 High-pressure pipe to the injectors, 10 Lubricating oil supply pipe, seating of the
A side ignition fuel high-pressure pump in the
pump flange
3 Discharge of leak fuel (ignition fuel) from 11 Connecting block 1 with monitoring sensors
media block, A side
4 Corner connection block 12 High-pressure pipe
5 Pump flange (accommodates high-pressure 13 Connection block 2 with monitoring sensors
pump and gear)
6 Ignition fuel high-pressure pump 14 Corner connection block
7 Connection of fuel return to the filter module, 15 Discharge of leak fuel (ignition fuel) from
C78a media block, B side
8 Fuel inlet from the filter module, C76a 16 Jumper pipes between the injectors

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3.6.2 High-Pressure Pump of the Ignition Fuel System

The high-pressure pump of the ignition fuel system (Fig. 3-19/6) is designed as a reciprocat-
ing piston pump with two cylinders. The working pressure is 1000 bar, the maximum pressure
is 1500 bar.
The maximum feed rate of 650 mm³ per stroke is regulated with the help of an electromag-
netically controlled interphase transformer.
The high-pressure pump has the following connections:
Fuel inlet from the filter module (Fig. 3-19/8),
Fuel return to the filter module (Fig. 3-19/7),
High-pressure connection to the injectors (Fig. 3-19/12),
 Electrical connection for controlling the interface transformer and
 Relief valve with outlet to the fuel return to the module.
The high-pressure pump controls the pressure at the pump outlet and the feed rate automati-
cally. The pressure in the pump outlet is throttled to below 600 bar,
 if the permissible pressure in the high-pressure pipe is exceeded and the relief valve is
activated or
 if the flow control fails.
In this case, emergency operation (limp home) is possible.

3.6.3 Fuel Pipes

The ignition fuel is fed to the last injector of the respective cylinder bank via double-walled
high-pressure pipes (Fig. 3-19/2, 12) and from there via double-walled jumper pipes (Fig.
3-19/16) to the other injectors. The volume of the supply pipe and the connecting pipes
between the injectors serves as a fuel pulsation damper (rail).
The high-pressure pipe is divided into several sections for which the following connecting
elements are available:
Connecting block 1 (Fig. 3-19/11) combines the following connections:
 Inlet
 Rail pressure sensor 1
 Leakage probe (Bedia) and
 Pressure drain plug
 Outlet to connection block 2
 Outlet of the leak oil pipe to the ignition fuel module
Connection block 2 (Fig. 3-19/13) has the following connections:
 Inlet of connection block 1
 Rail pressure sensor 2
 Outlets to the subsequent connection blocks (Fig. 3-19/4, 14).
Connection block 2 therefore assumes the distribution function to the two line sections
(cylinder banks of the A and B side) to the subsequent connection blocks that only have a
connecting function.

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3.6.4 Injectors

Fig. 3-20 Injector for ignition fuel

1 Electric supply line 7 Seal seat

2 Attachment lug 8 Two-piece water sleeve
3 Stud for fastening 9 Sealing rings
4 Outlet opening for nozzle leak 10 Pin as positioning aid
5 Nozzle leak discharge 11 Jumper pipe access to the following injector
6 Injection nozzle 12 High-pressure pipe access from the high-
pressure pump

The ignition fuel injectors (Fig. 3-20) are primarily used to ignite the gas-air mixture in gas
operation according to the pilot injection method.
If an ignition fuel injector fails, changeover to gas operation is not possible.
The injectors are installed on top of the cylinder heads outside the valve covers and fixed into
position using an attachment lug (Fig. 3-20/2).
The injectors have a pin (Fig. 3-20/10) as the positioning element which engages in a
respective slot in the cylinder head.
Furthermore, the injectors are located in a two-piece water sleeve (Fig. 3-20/8) around which
cooling water is flowing.

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The following are used as connection points:

 Two internally connected high-pressure connections for inlet (Fig. 3-20/12) and guid-
ance to the subsequent injector (Fig. 3-20/11) via the jumper pipe,
 Outlet of the nozzle leak (Fig. 3-20/4, 5) between the two O-rings (Fig. 3-20/9)
 Electrical connection (Fig. 3-20/1).
At the lower end, the injectors are provided with a separate combustion chamber seal
between the injection nozzle (Fig. 3-20/6) and the cylinder head.
The solenoid valves of the injectors are controlled electronically by the engine control module.
The electronic control of the injectors permits the greatest possible flexibility of the injection
volume over the duration and point of time of the opening times.
The ignition fuel enters at the high-pressure connection (Fig. 3-20/12) and is thus available at
the solenoid valve. Irrespective of the mode of operation (diesel or gas operation), injection
fuel is injected with each working stroke to prevent the nozzle openings (Fig. 3-20/6) from
coking or overheating which could result in damage or failure.

Risk of damaging the injector

Without sufficient fuel pressure in the high-pressure pipe, the
nozzle needles of the injectors may open unintentionally due to the
pressure in the combustion chamber.
This may cause the atomizers to overheat or clog and the injection
needles to become trapped.
 Make sure the required minimum pressure of 600 bar is
available in the high-pressure pipe at all times.

Via drilled ducts in the cylinder heads the nozzle leak flows from the respective injector
towards the outside to the respective media guide. This serves as a collecting pipe for the
nozzle leak between the cylinder heads. At the last cylinder head of the respective cylinder
bank the nozzle leak escapes via a media block. From there, the leak bypasses the high-
pressure pump via a low-pressure pipe (connection point C78a) and is returned to the first
filter stage of the ignition fuel module (connection point C132).
For further information on the ignition fuel module, see chapter 4.1.4 External Filter Module of
the Ignition Fuel Injection System.

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3.7 MDO Fuel System

Fig. 3-21 Main injection system: Media guide with connection points
1 Connection block from nozzle leak pipe to 14 Connection block from nozzle leak pipe to the
the fuel return pipe, B side fuel return pipe, A side
2 Injection pump, B side 15 Fuel supply pipe to the injection pumps, A
side
3 Fuel supply pipe to the injection pumps, B 16 Leak oil discharge of the injection pumps, A
side side
4 Fuel return pipe from the injection pumps, 17 Media block
B side
5 Fuel delivery tubes to the fuel injectors, B 18 Collecting pipe for leak oil mixtures
side
6 Fuel injectors, B side 19 Inlet of fuel to the engine C76
7 Fuel injectors, A side 20 Fuel return outlet from engine C78
8 Injection pump, A side 21 Leak media outlet C81
9 Leak fuel pipe to the leakage groove 22 Media block, fuels
10 Leak fuel connection (leakage groove) C81 23 Fuel return pipe from the injection pumps, B
side
11 Fuel pipe cladding 24 Fuel supply pipe to the injection pumps,
B side
12 Compressed air supply pipe to the shut- 25 Leak oil discharge of the injection pumps, B
down cylinders side
13 Fuel return pipe from the injection pumps, 26 Media block
A side

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3.7.1 Fuel Supply

The needed fuel is supplied to the engine (engines) at the required primary pressure and in
the required amount from the day tank.
An intermediate tank with upstream filter is also installed in the system.
For further information on the external fuel system, see chapter 4.1.1 External Fuel System.

3.7.2 Main Injection System

MDO is transferred to the engine at connection point C76 (Fig. 3-21/19), inlet of diesel oil fine
filter (duplex filter) DF1, at a primary pressure of 4 to 5 bar.
The diesel oil fine filter (duplex filter) DF1 is not installed on the engine but in the external
system.
In a media block (Fig. 3-21/22) the fuel is distributed to the fuel supply pipes (Fig. 3-21/3, 15)
of the cylinder banks.
In the same media block (Fig. 3-21/22) the return fuel from the injection pumps (Fig. 3-21/4,
13) is collected and conveyed via connection point C78 (Fig. 3-21/20) to the external
intermediate tank. In this pipe, the pressure retention valve DR2 is installed.
In the media blocks (Fig. 3-21/17, 26), media from the leakage grooves, leak oils from the
injection pumps (Fig. 3-21/16, 25), and leak oil mixtures from the cylinder heads are collected.
Via collecting pipes (Fig. 3-21/18), these media are conveyed to the media block (Fig.
3-21/22) and discharged at connection point C81 (Fig. 3-21/21).
For further information on the main injection system, see chapter 4.1.3 Internal Fuel System.

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3.7.3 Injection Pump

Fig. 3-22 Main injection system: Injection pump with drive, fuel injector

1 Shut-down cylinder 16 Actuator turbine drive

2 Fuel supply pipe to the injection pump 17 Drive gear for the actuator hydraulic pump
3 Injection pump 18 Camshaft gear, B side
4 Fuel return pipe from the injection pump 19 Lubricating oil inlet to the camshaft, B side
5 Leak fuel pipe to the leakage groove 20 Cam follower roller of the inlet valve
6 Water-cooled valve seat inserts of the 21 Exhaust valve cam
exhaust valves
7 Fuel injector delivery pipe 22 Injection pump cam
8 Ring groove with hole for lubricating oil 23 Cam follower roller of the injection pump
inlet to the fuel injector
9 Area for delivery pipe leak discharge 24 Camshaft section
10 Ring groove for discharge of nozzle leak 25 Lubricating oil duct in the camshaft section
11 Water-cooled area of the fuel injector 26 FCT shaft with lubricating oil duct
12 Storage tank for hydraulic oil 27 Tappet rod of the injection pump drive
13 Injection nozzle 28 Injection pump leak oil discharge
14 Booster at the actuator 29 Compressed air supply pipe to the shut-down
cylinder
15 Transmission shaft to the A side 30 Control shaft

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A circulating pump supplies the pressurized fuel to the injection pumps (Fig. 3-22/3) installed
on the respective cylinder unit through a diesel oil fine filter (duplex filter) and the fuel pipe
(Fig. 3-22/2).
The plunger of the respective injection pump is driven by the camshaft of the engine (Fig.
3-22/19). As long as the cam follower roller (Fig. 3-22/23) with the cam follower is positioned
on the base circle of the camshaft, pressurized fuel can flow into the chamber above the
pump plunger. As soon as the cam (Fig. 3-22/22) raises the cam follower roller, the upper
edge of the pump plunger closes the inlet bore. The cam that continues to rotate forces the
plunger to move towards TDC and builds up the injection pressure until the fuel injector (Fig.
3-22/11) opens and injection occurs (Fig. 3-22/13).
The cylinder jacket of the rotatable pump plunger is equipped with a curved milled slot in order
to change the amount of fuel to be injected. If the control edge of this milled slot releases the
inlet bore as the pump plunger moves upwards, the pressure decreases and injection is
completed.
The effective distance between the upper edge and the control helix of the pump plunger at
inlet hole level therefore determines the amount of fuel delivered under high pressure. This
can be changed by rotating the pump plunger.
This rotation is effected by an electronically controlled actuator (Fig. 3-22/14) which rotates
the control shaft (Fig. 3-22/30) according to the set amount of fuel to be injected. The rotary
motion of this control shaft is converted into the horizontal movement of a rack segment on
pump side via a lever mechanism consisting of an actuator, linkage and rod. The rack
segment rotates a toothed segment on the circumference of the pump plunger.
Excess fuel from the injection pumps returns to the respective fuel circuit via the return pipes
(Fig. 3-22/4).
The pump plungers are supplied with lubricating oil from the lubricating oil circuit of the engine
via the cam followers.

3.7.4 Starting Air Control

In addition to the task of increasing the pressure in the fuel, the injection pump assumes the
timing of starting air distribution for the starting process.
For detailed information on the compressed air starting device, see chapter 4.7.1 Start
Method.

Copyright notice Description of Assemblies 3–95

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3.7.5 Main Fuel Injector

Fig. 3-23 Main injection nozzle and corresponding nozzle needle

1 Lubricating oil ducts for nozzle cooling 5 Nozzle needle tip

2 Nozzle body 6 Valve seat for cone-shaped nozzle needle
tip
3 Nozzle needle 7 Nozzle holes
4 Pressure shoulder

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A main fuel injector is arranged axially to the cylinder liner in each cylinder head.
Each has a pin as the positioning element which engages in a respective slot in the cylinder
head.
It consists of a cylindrical housing (Fig. 3-23/2) and a nozzle hole, which is gradually tapered
towards the bottom, ending with a cone-shaped valve seat (Fig. 3-23/6) on the inside at the
bottom. This housing also accommodates the nozzle needle (Fig. 3-23/3) as the piston,
whose cone-shaped tip (Fig. 3-23/5) is forced into the valve seat (Fig. 3-23/6) via a return
spring in the nozzle holder. The nozzle chamber between the upper seal surface and the
lower valve seat is connected to the injection pump via the fuel injector delivery pipe and filled
with fuel. When the pressure in the nozzle chamber is increased by the injection pump, the
force acting on the pressure shoulder (Fig. 3-23/4) from below increases. When the injection
pressure has been reached, the nozzle needle (Fig. 3-23/3) moves upwards against the
pressure of the return spring and the cone-shaped tip of the nozzle needle thus releases the
valve seat (Fig. 3-23/6), enabling injection. The fuel is atomized via the nozzle holes (Fig.
3-23/7) in the hemispherical nozzle head.
Injection continues until the injection pressure in the nozzle chamber created by the injection
pump has decreased to such an extent due to the fuel flowing to the combustion chamber that
the return spring can push the nozzle needle back to the initial position and the cone-shaped
tip (Fig. 3-23/5) of the nozzle needle seals against the valve seat (Fig. 3-23/6) again.
Fuel which has entered the ambient space via leaks of the pipe connections is led back to the
respective fuel circuit via media ducts and return pipes.
This is connected to the lubricating oil system of the engine for cooling the main fuel injector.
The lubricating oil escapes from the cylinder head and enters the main fuel injector via an inlet
between two O-rings in the upper third. It then flows almost entirely through the main fuel
injector via cooling ducts (Fig. 3-23/1) before escaping from the top. Furthermore, the main
fuel injector is located in a water sleeve around which cooling water is flowing.

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3.7.6 Control

Fig. 3-24 Control of the engine

1 Speed pick-up at the flywheel 15 Compressed air supply pipe to the shut-
down cylinder
2 Drive gear for the governor hydraulic pump 16 Tappet rod of the injection pump drive
3 Switch box of the engine control 17 Thrust rod
4 Actuator 18 Toothed segment
5 Storage tank for hydraulic oil 19 Coil spring of the control element
6 Adjustment mechanism 20 Control lever on the control shaft
7 Gas valve 21 Cam follower of the injection pump
8 Control shaft, A side 22 FCT shaft
9 Ignition fuel injector 23 Camshaft section, B side
10 Fuel injector 24 Camshaft gear, B side
11 Fuel injector delivery pipe 25 Position wheel
12 Injection pump 26 Transmission shaft to the A side
13 Lever mechanism 27 Flywheel
14 Control shaft, B side 28 Position indicator at the flywheel

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The fuel quantity to be injected is controlled by an electronic-hydraulic actuator (Fig. 3-24/4)

which acts on the injection pumps (Fig. 3-24/12) via a continuous control shaft (Fig. 3-24/14)
and a lever mechanism (Fig. 3-24/13, 17 - 20). The hydraulic pressure for the control tasks of
the actuator is generated by the rotating engine via a hydraulic pump that is driven by a gear
train (Fig. 3-24/2) from the camshaft gear (Fig. 3-24/24). During the starting process, the
missing hydraulic pressure is applied to the required extent by means of compressed air from
the starting air system.
An electronically controlled control valve ensures the correct actuator position by setting the
hydraulic pressure.
The arrangement of the lever mechanism (Fig. 3-24/13) for setting the individual injection
pumps on the control shaft ensures that, in the event of an emergency stop, the compressed
air actuated pistons of the shut-down cylinders can regulate the quantity of injected fuel to
zero irrespective of the control shaft position.

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3.8 Internal Lubricating Oil System

Fig. 3-25 Internal lubricating oil system

1 Pressure transducer at the control stand 12 Lubricating oil outlet connection point
2 Media duct from the lubricating oil inlet to the 13 Deep-hole bores for lubricating oil
pressure transducer at the control stand supply of the main bearings
3 Piston lubrication 14 Lubricating oil inlet to the crankshaft
4 Lubricating oil supply pipe for rocker arm 15 Central oil tube
lubrication between the cylinder units
5 Lubricating oil supply from the engine block to 16 Fresh oil supply duct in the connecting
the cylinder units rod shank
6 Lubricating oil supply pipe to the turbocharger 17 Oil pan
7 Lubricating oil return from the turbocharger 18 Oil mist detector
8 Deep-hole bores for distribution of lubricating oil 19 Extraction of air mixture from the
engine block
9 Lubricating oil pressure pump 20 Camshaft casing, return of used
lubricating oil
10 Lubricating oil inlet into the engine via safety 21 Lubrication of camshaft bearings
strainer C55
11 Lubricating oil supply for vibration damper via
crankshaft

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The attached lubricating oil pressure pump (Fig. 3-25/9) takes the lubricating oil in (at
connection point C51) from the oil pan (Fig. 3-25/17) or the lubricating oil circulating tank and
presses it via connection point C58 to the external automatic lubricating oil filter. From there,
the lubricating oil is conveyed to the lubricating oil cooler and then to the external duplex
lubricating oil filter.
At connection point C55 (Fig. 3-25/10) the cooled lubricating oil enters the lubricating oil
safety strainer fitted to the engine and from there the central oil tube (Fig. 3-25/15) of the
engine. It is distributed by the central oil tube and conveyed through deep-hole bores (Fig.
3-25/8, 13) in the engine block to the lubrication points of the plain bearings (Fig. 3-25/14) and
the consumers outside the engine block (Fig. 3-25/6).
Lubricating oil escaping at the lubrication points (Fig. 3-25/20) is collected and returned via
openings and pipes into the oil pan (Fig. 3-25/17) below the engine block.

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3.9 Cooling System

Fig. 3-26 Cooling water system, overview

1 Cylinder heads, B side 13 HT cooling water collecting duct to outlet
C17
2 HT cooling water return pipe, B side 14 LT cooling water outlet C15
3 HT cooling water return pipe, A side 15 LT cooling water inlet C14
4 Cooling water blocks 16 HT cooling water outlet C17
5 HT cooling water feed pipe to the cylinders, 17 HT cooling water inlet C23
B side
6 HT cooling water inlet into charge air cooler, 18 B-side return of the HT cooling water to
B side C17
7 HT stage of the charge air cooler, B side 19 LT stage of the charge air cooler, B side
8 Cooling tubes of the HT stage of the charge 20 LT cooling water inlet into charge air
air cooler, A side cooler
9 Cooling tubes of the HT stage of the charge 21 LT cooling water outlet from charge air
air cooler, B side cooler
10 LT cooling water collecting duct to outlet C15 22 HT cooling water supply pipe to the
cylinders, B side
11 LT cooling water collecting duct from inlet 23 Cooling collar, B side
C14
12 HT cooling water collecting duct from inlet
C23

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3.9.1 Charge Air Cooler

Each cylinder bank (A and B side of the engines) has its own charge air cooler. The charge air
coolers are positioned between the compressor outlets of the turbochargers and the charge
air duct inlet on the engine block. The charge air temperature is reduced in the charge air
coolers via heat transfer; part of the internal energy of the charge air is thus transferred to the
cooling water circuits.
For this purpose, the air successively flows through two zones:
 Cooling initially occurs with cooling water from the engine circuit (HT),
 then with cooling water from the external LT circuit.
For further information on the charge air cooler, see chapter 4.4 Cooling Water System
3.9.2 High-Temperature Cooling Water Circuit (HT)
The HT cooling water circuit successively cools the cylinder liners and the cylinder heads and
then the charge air.
The separate HT cooling water pump conveys the HT cooling water to connection point C23.
At connection point C23 (Fig. 3-26/17) the HT cooling water enters the engine and is then
conveyed through the pipes (Fig. 3-26/22, 5) to the cooling water inlet openings of the cooling
collars of the cylinder banks of the A and B side (Fig. 3-26/23) where it is forced into a
tangential flow path around the cylinder liner due to the shape of the inlet. It subsequently
uses transfer openings to enter the cylinder heads and flows through their water chambers.
The HT cooling water exits each cylinder head via a vertical outlet. Via descending ducts in
the cooling collars and one collecting pipe (Fig. 3-26/2, 3) for each cylinder bank, it enters the
HT stage of the charge air coolers provided separately for the A and B side (Fig. 3-26/7).
Through the laterally arranged inlet chamber (Fig. 3-26/6) the HT cooling water enters the
cooling tubes (Fig. 3-26/7, 9) located in the charge air flow and, after inversion of direction,
exits the charge air cooler via the outlet chamber (Fig. 3-26/18). During this process, the
cooling water removes part of the heat energy of the charge air.
From the outlet chambers of the charge air coolers the warmed-up cooling water is conveyed
in a collecting duct (Fig. 3-26/13) to connection point C17 (Fig. 3-26/16).
For further information on the HT cooling water circuit, see chapter 4.4.1 HT Cooling Water
Circuit.
3.9.3 Low-Temperature Cooling Water Circuit (LT)
Within the engine, the externally supplied LT cooling water circuit is exclusively used to cool
the charge air in the LT cooling water heat exchangers (Fig. 3-26/19) of the charge air
coolers.
The LT cooling water enters at connection point C14 (Fig. 3-26/15) where it is distributed
among the charge air coolers that are provided separately for the A and B side. Through the
laterally arranged inlet chambers (Fig. 3-26/20) the LT cooling water then enters the cooling
tubes (Fig. 3-26/19) located in the charge air flow and, after inversion of direction, exits the
charge air cooler via the outlet chambers (Fig. 3-26/21) to enter the collecting duct again.
During this process, the cooling water removes part of the heat energy of the charge air. The
LT cooling water exits the engine at connection point C15 (Fig. 3-26/14). For information on
the LT cooling water circuit, see chapter 4.4.2 LT Cooling Water Circuit.

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3.10 Charging
3.10.1 Combustion Air System

Fig. 3-27 Charging system with turbocharger, charge air cooler

1 Openings in the charge air duct to the 9 Charge air inlet from the compressor into the
explosion relief valves air inlet casing
2 Charge air transfer into the cooling collars 10 HT cooling water collecting duct to the outlet
3 Charge air inlet in the charge air duct 11 HT cooling water collecting duct from the inlet
4 Charge air cooler cartridge, LT stage, 12 LT cooling water collecting duct from the inlet
with cooling tubes, B side
5 Charge air cooler cartridge, HT stage, 13 LT cooling water collecting duct to the outlet
with cooling tubes, B side
6 Intake silencer (marine) 14 Charge air cooler casing drainage
7 Charge air outlet from the compressor 15 Charge air cooler casing drain outlet C34
8 Compressed air driven drive of the 16 Charge air duct drain outlet C35
charge air pressure control valve

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On marine engines, the combustion air is sucked in by the intake silencer (Fig. 3-27/6) and
also cleaned of larger particulate material.
For stationary plants, a supply pipe for outside air intake is installed instead of the intake
silencer.
The combustion air is compressed by the compressor of the turbocharger and thus heated up.
The compressed combustion air is forced through the charge air pipe (Fig. 3-27/7) into the
inlet casing (Fig. 3-27/8) of the charge air cooler.
For each cylinder bank (A and B side) a separate turbocharging group consisting of compres-
sor and charge air cooler is provided, downstream of the charge air cooler both air masses
are combined in a joint charge air duct.
At the face end of the charge air cooler casing the compressed air actuated charge air
pressure control valve (Fig. 3-27/8) is arranged. By means of this control valve the charge air
pressure downstream of the compressors is reduced by discharging a controllable percentage
of the charge air into the A-side exhaust nozzle prior to entering the charge air cooler.
The charge air cooler removes part of the compression heat in two stages through heat
transmission as the combustion air first flows through the HT charge air cooler (Fig. 3-27/5)
and then through the LT charge air cooler (Fig. 3-27/4).
Then, the combustion air enters the charge air duct (Fig. 3-27/3) of the engine block where it
is distributed among the inflow ducts of the cylinder heads.
Condensation water forming in the charge air cooler is collected in a groove and can drain off
via the drain openings and pipes with compressed air drain traps at connection point C34 (Fig.
3-2715).

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3.10.2 Turbocharging Group

Fig. 3-28 Turbocharging group

1 Exhaust gas collecting tube, B side 14 Charge air pipe, B side

2 Exhaust pipe cladding 15 Compressor, B side
3 Expansion joint in the exhaust gas collecting 16 Washing nozzle inlet, B side
tube, A side
4 Last segment upstream of the power turbine, 17 Washing water supply pipe, B side
B side
5 Last segment upstream of the power turbine, 18 Washing water supply pipe, A side
A side
6 Turbocharger cladding 19 Lubricating oil return from the turbo-
charger
7 Exhaust gas outlet from exhaust nozzle 20 Lubricating oil supply pipe inlet to the
C91a, A side turbocharger
8 Charge air discharging pipe into A-side 21 Power turbine, B side
exhaust nozzle
9 Intake silencer, A side 22 Shut-off cock for charge air to the dosing
tank
10 Exhaust gas outlet from exhaust nozzle 23 Dosing tank
C91a, B side
11 Charge air pipe, A side 24 Shut-off cock for washing water supply
pipe, A side
12 Compressed air driven drive of the charge air 25 Shut-off cock for washing water supply
pressure control valve pipe, B side
13 Intake silencer, B side

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Depending on the installation conditions, the turbocharging group is mounted on one of the
two front ends of the engine block.
The design of the exhaust nozzle may also differ from the one shown in the manual as a
result of the installation conditions.
The turbocharger consists of a power turbine (Fig. 3-28/21) and a compressor (Fig. 3-28/15).

3.10.2.1 Turbocharger, Exhaust Side

During operation, gases expelled from the cylinder units are concentrated in the exhaust gas
collecting tubes (Fig. 3-28/1) before being fed to the inlet casings of the power turbines (Fig.
3-28/4, 5).
The exhaust gas energy rotates the turbine wheel (Fig. 3-28/21) and drives a compressor
wheel (Fig. 3-28/15) via a plain bearing mounted shaft.
The lubricating oil for the plain bearings is fed via the supply pipe (Fig. 3-28/20) and returns to
the lubricating oil circuit via the pipe union (Fig. 3-28/19).

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3.10.2.2 Turbocharger, Compressor Side

Fig. 3-29 Compressor side of the turbocharger with washing unit

1 Washing water supply pipe, B side 12 Washing nozzle inlet, A side

2 Washing water supply pipe, A side 13 Actuator of the charge air pressure
control valve
3 Lubricating oil supply pipe inlet to the 14 Compressed air pipe to the charge air
turbocharger pressure control valve
4 Lubricating oil return from the turbocharger 15 Air inlet casing, A side
5 Washing nozzle inlet, B side 16 Air inlet casing, B side
6 Intake silencer (marine), B side 17 Charge air differential pressure sensor
7 Compressor, B side 18 Source for washing air from the charge
air
8 Compressor, A side 19 Shut-off cock for charge air to the dosing
tank
9 Charge air pipe, A side 20 Dosing device with plug
10 Charge air pipe, B side 21 Shut-off cock for washing water supply
pipe, A side
11 Intake silencer, A side 22 Shut-off cock for washing water supply
pipe, B side

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The intake silencers (marine) (Fig. 3-29/6, 11) or (for stationary plants) the supply pipe for the
outside air intake are fitted to the compressors (Fig. 3-29/7, 8).Besides the damping of intake
noise, their main purpose is to hold back coarse airborne particles in the combustion air.
The compressors are driven by the power turbines and force the combustion air through the
air inlet casings (Fig. 3-29/15, 16) into the charge air coolers. From there, the now cooled
charge air passes through the charge air duct of the engine block and reaches the inlet ducts
of the cylinder heads.
Charge air is also used to convey the washing water for compressor cleaning to the washing
nozzles (Fig. 3-29/5, 12).
The compressor wheels and the power turbine wheels are seated on a joint shaft whose plain
bearings are lubricated hydro-dynamically. The lubricating oil is fed via the supply pipes (Fig.
3-29/3) and returns to the lubricating oil circuit via the pipe unions (Fig. 3-29/4).
At the face end of the charge air cooler casing the compressed air actuated (Fig. 3-29/13, 14)
charge air pressure control valve is arranged. By means of this control valve the charge air
pressure downstream of the compressors is reduced by discharging a controllable percentage
of the charge air into the A-side exhaust nozzle prior to entering the charge air coolers.
Washing unit, compressor side
The compressors can be cleaned by injecting a precisely dosed amount of fresh water into the
intake duct. To achieve this, a dosing tank (Fig. 3-29/20) is filled manually and the washing
water is forced by charge air diverted from the B side charge air cooler casing (Fig. 3-29/18)
to the washing nozzles (Fig. 3-29/5, 12), please refer to the "Daily Maintenance" schedule.
For information on the operating conditions for compressor cleaning, please refer to the
"Daily Maintenance" schedule.

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3.10.2.3 Drainage of the Charge Air Ducts

Fig. 3-30 Drainage of the charge air ducts

1 Charge air cooler casing drainage 6 Charge air cooler casing drain outlet C34
2 Charge air duct 7 Charge air duct drain outlet C35
3 Charge air duct drainage 8 Collecting pipe for charge air cooler casing
drainage (centre)
4 Charge air cooler casing 9 Pipes for charge air cooler casing drainage
(outside)
5 Automatic compressed air drain traps 10 Pipe for charge air duct drainage

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Condensation water must be drained from the charge air in the charge air ducts.
On the one hand, this takes place in the charge air cooler casing (Fig. 3-30/4). Condensation
water is collected in a groove and can drain off via the drain openings (Fig. 3-27/1) and pipes
(Fig. 3-27/8, 9) with compressed air drain traps (Fig. 3-27/5) at connection point C34 (Fig.
3-27/6).
Any water collecting in the charge air duct (Fig. 3-30/2) of the engine block is discharged via
two connections (Fig. 3-30/3) and the pipe (Fig. 3-30/10) with connection point C35 (Fig.
3-30/7).

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3.10.3 Exhaust Gas System

Fig. 3-31 Exhaust gas system overview

1 Exhaust gas outlet from exhaust nozzle C91a, 6 Segments (T-pieces) in the exhaust gas
A side collecting tubes
2 Inlet of charge air into A-side exhaust nozzle 7 Expansion joints in the exhaust gas
collecting tubes
3 Power turbine in the turbocharger, B side 8 Explosion relief valves for exhaust gas
collecting tubes
4 Exhaust gas outlet from exhaust nozzle C91a, 9 Connection flanges for the exhaust ducts
B side
5 Last segments upstream of the power turbines 10 Power turbine in the turbocharger, A side

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3.10.3.1 Exhaust Gas System

The exhaust gas system consists of individual T-piece shaped segments (Fig. 3-31/6) of the
collecting tube at each cylinder head. The T-piece shaped segments are connected to each
following section via an expansion joint (Fig. 3-31/7).
An explosion relief valve (Fig. 3-31/8) is fitted at the closed end of each exhaust gas collecting
tube.
For further information on the exhaust gas system, see chapter 4.6 Exhaust Gas System.

3.10.3.2 Measurement of the Exhaust Gas Temperatures

Exhaust gas temperatures are measured at three points of the exhaust gas duct:
 At the exit of the outlet duct of each individual cylinder head,
 Upstream of the turbocharger inlet (A and B side) and
 At the outlet of the turbocharger (A and B side).
The measurements are evaluated by the Modular Alarm and Control System.

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3.10.3.3 Flushing Unit of the External Exhaust Gas System

Fig. 3-32 Exhaust tube flushing module (example)

1 Electric drive for butterfly valve 5 Radial fan

2 Electrical connection box 6 Butterfly valve
3 Switch for butterfly valve 7 Expansion joint
4 Switch for fan drive 8 Flushing air outlet to exhaust piping

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To ensure that any remaining ignitable gas in the exhaust manifold is fully removed from the
entire exhaust gas system after an emergency stop during gas operation, a flushing unit is
installed behind the forked pipe, which combines the internal exhaust gas system outlets.
This consists of a radial fan and an electrically controlled butterfly valve. The required air is
drawn in from the engine room and forces the possibly gas-charged exhaust gas into the open
as quickly as possible via the external exhaust gas system.

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3.11 Compressed Air System

Fig. 3-33 Compressed air system with starting air control

1 Governor booster 12 Service air pipe to the actuator of the charge
air pressure control valve
2 Service air pipe to the shut-down 13 Charge air pressure control valve
cylinders
3 Compressed air supply pipe, flame trap 14 Actuator of the charge air pressure control
valve
4 Monitor pipe (control air pipe to governor 15 Compressed air supply pipe to the FCT drive
booster and relay valves)
5 Starting air pipes between the cooling 16 Flame trap of the crankcase ventilation
collars
6 Starting air valves in the cylinder heads 17 FCT unit
7 Control air pipes to the injection pumps 18 Shut-down cylinders of the injection pumps
8 Inlet of starting air to the engine C86 19 Oil mist detector
9 Master starting valve and emergency 20 Service air pipe to the oil mist detector
start button (underneath a cover!)
10 Compressed air supply pipe 21 Pressure transducer at the control stand
11 Pressure reducer

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3.11.1 Starting Air

The engine is started with compressed air, which is fed to the engine at a maximum pressure
of 30 bar at connection point C86 (Fig. 3-33/8). The lowest air pressure at which the engine
can still be started is 14 bar. A test pipe for monitoring the starting air pressure is routed to the
pressure transducer (Fig. 3-33/21) at the control stand.
The starting air inlet is controlled by the electromagnetic master starting valve (Fig. 3-33/9), a
mechanically operated pushbutton is available for emergency start-up.
The starting air pipe (Fig. 3-33/5) is looped into the cylinder heads through the cooling collars
installed on the A side. There, the starting air is available at full pressure at the starting air
valves (relay valves) (Fig. 3-33/6) after opening of the master starting valve.

3.11.2 Control Air Distribution

The control air is branched off from the master starting valve and conveyed to the injection
pumps (installed on the A side) of the cylinder units arranged for start-up via two air filters
connected in parallel and the control air pipes (Fig. 3-33/7). Via drilled ducts the control air
flows through the injection pumps via the cooling collars to the cylinder heads.
In the cylinder heads the control air pressure then opens the relay valves (Fig. 3-33/6), which
admit the starting air with a large cross section into the combustion chambers. The starting air
presses the pistons downwards.This puts the crankshaft into a rotary movement that is
transmitted to the camshaft via the timing gear train.
For detailed information on the compressed air starting device, see chapter 4.7.1 Start
Method.

3.11.3 Compressed Air System

Over and above the starting process, compressed air is used at the engine as service air for
different purposes:
 Drive of the charge air pressure control valve (Fig. 3-33/13, 14),
 Drive of the shut-down cylinders of the injection pumps (Fig. 3-33/18),
 Drive of the FCT unit (Fig. 3-33/17),
 To generate a vacuum in the oil mist detector (Fig. 3-33/19),
 As auxiliary energy for the governor booster (Fig. 3-33/1),
 To blow in flushing air underneath the flame trap of the crankcase ventilation (Fig.
3-33/16).
Compressed air supply
The compressed air required for the charge air pressure control valve (Fig. 3-33/10, 13), the
shut-down cylinders (Fig. 3-33/2, 18), the FCT unit (Fig. 3-33/17), and the oil mist detector
(Fig. 3-33/19) is branched off from the starting air at the master starting valve (Fig. 3-33/5)
and cleaned, dried, and relieved to a working pressure of 8 bar via the maintenance unit at the
control stand housing.
Compressed air for the governor booster (Fig. 3-33/1) is branched off at the end of the starting
air pipe and supplied to the governor booster via a separate pressure reducer.

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3.12 Barring Device

Fig. 3-34 Barring device

1 Electric motor 8 Engaging lever

2 Fresh air supply pipe (gas pipe jacket 9 Flywheel
space)
3 Leak fuel connection (leakage groove) C81 10 Locking lever
4 Position indicator 11 Limit switch
5 Gear ring on the flywheel 12 Laterally adjustable pinion
6 Speed pick-up at the flywheel 13 Reduction gear
7 Bore pattern (for speed pick-up) 14 Hand wheel for rotating the gear

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The barring device (Fig. 3-34) is fitted to the engine block at the driving end and used for the
slow and precise turning (barring) of the crankshaft for maintenance, assembly, and meas-
urement tasks.
An electric motor (Fig. 3-34/1) adapted to the on-board power supply system drives an output
pinion (Fig. 3-34/12) via a reduction gear (Fig. 3-34/13) consisting of a self-locking helical gear
and spur gear speed.
The output pinion is laterally adjustable and can, with the aid of an engaging lever (Fig.
3-34/8), be engaged in the gear ring (Fig. 3-34/5) on the flywheel (Fig. 3-34/9) (see chapter
3.2.6 Crankshaft) when the engine is idle. The hand wheel (Fig. 3-34/14) on the drive motor
shaft of the barring device is used to manually rotate the laterally adjustable pinion to a
position suitable for engagement.
A locking lever (Fig. 3-34/10) prevents unintentional actuation of the engaging lever.
Due to the self-locking helical gear, the engaged barring device can also be used for locking
the engine. A limit switch (Fig. 3-34/11) detects the position of the lever at the "disengaged"
end position and cancels a starting interlock in the engine control system.

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3.13 Control Elements and Displays

Fig. 3-35 Control stand

1 "RESET" button with signal lamp 9 "LOWER" button > speed decrease
2 "LAMP TEST" button 10 "GAS SHUTOFF" button with cover
3 "DIESEL" button with signal lamp > diesel 11 "RAISE" button > speed increase
mode
4 Multifunctional display 12 "EMERGENCY START" button with cover
5 Pressure transducer 13 "EMERGENCY STOP" button with signal
lamp and cover
6 "GAS" button with signal lamp > gas 14 "SLOW TURN" button with signal lamp and
mode cover
7 "STOP" button with signal lamp 15 Control stand selector switch
8 “START” button with signal lamp

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3.14 Modular Alarm and Control System

For information on the Modular Alarm and Control System, refer to the separate manual.

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3.15 Emergency Operation Devices

Fig. 3-36 Emergency stop button and emergency start button

1 Starting air inlet C86 6 "GAS SHUTOFF" button with cover

2 Master starting valve 7 "EMERGENCY START" button with cover
3 Button for mechanical emergency start 8 "EMERGENCY STOP" button with signal
(underneath a cover at the master starting lamp and cover
valve!)
4 "START" button with signal lamp 9 Control stand selector switch
5 "STOP" button with signal lamp

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3.15.1 Emergency Shut-Down Device for Diesel Operation

An emergency stop during diesel operation is activated by pressing the "EMERGENCY
STOP" button at the control stand (Fig. 3-36/8).
This triggers two processes which stop the engine independent from each other as quickly as
possible:
 The actuator of the fuel control is switched to 0% and the stopping solenoid activated. A
valve in the actuator controls the hydraulic pressure so that the control shaft is rotated
to the zero setting.
The lack of fuel injection results in the engine coming to a standstill.
 Compressed air is admitted to the shut-down cylinders of the injection pumps. The
pistons in the shut-down cylinders push the rack of the injection pumps to the zero set-
ting irrespective of the control shaft setting.
To achieve this, the lever between the control shaft and the actuator of the rack is
equipped with a spring-loaded joint.

3.15.2 Emergency Shut-Down Device for Gas Operation

The engine is equipped with an emergency shut-down device for gas operation.
It is activated by pressing the "GAS SHUTOFF" button with a cover at the control stand (Fig.
3-36/6) and blocks the gas supply to the engine.
This results in the gas supply at the gas valve unit being interrupted and the engine changing
over to diesel operation. All chambers that come into contact with gas are flushed using an
inert gas. For details about the changeover and the inert gas flushing procedure, see chapter
4.2.6 Flushing Procedure.

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3.15.3 Emergency Start Device
The engine is equipped with an electrical and a mechanical emergency start device.

3.15.3.1 Electrical Emergency Start

Certain starting interlocks are overridden by the electrical emergency start; the engine is,
however, started with the normal control.
 All the systems have been started:
o Fuel system,
o Ignition fuel system,
o Lubricating oil system,
o Cooling water system,
o Compressed air system
o Starting air system,
o Crankcase ventilation,
o MACS, PMS
 The barring device is disengaged.
 A slow turn process has been carried out.
 Control stand is active,
Control stand selector switch is set to "Local".
 HT cooling water has if possible been preheated (see Preheat the Engine (HT Circuit))
to temperature (t) for operation with:
MDO t = 60 °C
The engine is started by pressing the "EMERGENCY START" button with cover (Fig. 3-36/7)
at the control stand.

3.15.3.2 Mechanical Emergency Start

In case of a mechanical emergency start, the usually required prerequisites are bypassed
and the engine is started by mechanically releasing the starting air.
 The ECM must be supplied with power (except for Single Main systems: In the event of
power outage, the backup governor assumes control).
 Sufficient venting is ensured in the engine room.
 Starting air pressure of at least 14 bar is available at the master starting valve.
 Sufficient supply of
o Fuel
o Lubricating oil
o Cooling water
 The barring device is disengaged.
The engine is started by pressing the emergency start button (red arrow) underneath the
cover (Fig. 3-36/3).

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3.16 Safety Devices

3.16.1 Oil Mist Detector (Crankcase Monitoring)
The oil mist detector warns of an excessive oil mist concentration or oil vapours in the
crankcase of the engine block well before the atmosphere becomes explosive.
For this purpose, an air mixture is permanently extracted from the crankcase at several points
of the engine block and analyzed for the formation of oil mist or vapours via optical turbidity
measurement. As the Venturi effect is used to extract air, the oil mist detector must be
supplied permanently with compressed air at a pressure of 8 bar when the engine is running.
The required compressed air is branched off from the starting air at the master starting valve.
An increased oil mist concentration in the crankcase may be due to the following reasons:
 Damage of the main or big end bearings,
 Damage of the timing gear,
 Piston seizure,
 Increased blow-by caused by worn compression rings or cylinder liners.
The oil mist detector is equipped with a bar graph display for on-site display of the oil mist
concentration. The dimension of a signal is indicated by means of a scale as a light bar is
displayed. The length of the bar changes with the dimension of the signal.
Moreover, the oil mist detector is integrated in both the engine protection system and the
protection system.

3.16.2 Explosion Relief Valves

The crankcase, the charge air duct and the internal exhaust gas system are equipped with
explosion relief valves which reduce the pressure caused by gas or oil mist explosions in a
safe manner.
A flame trap is additionally installed at the crankcase ventilation.
The explosion relief valves are equipped with a protective device to prevent the propagation of
flames (flame arrester).

3.16.3 Valve Covers

The valve covers made from cast aluminium are screwed to the cylinder head using two star
handle screws and supplied with a seal that seals them against a surface surrounding the
cylinder head. At the top they offer an inspection hatch complete with screw cap which can be
used to inspect the valve rotator.
The valve covers prevent serious injuries which could result from accidental contact with the
moving cylinder head components.
Furthermore, the valve covers ensure that hot lubricating oil leaking from the lubricating points
of the rocker arm control does not spray in an uncontrolled manner.

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3.16.4 Function of the Double Wall

Fig. 3-37 Double-walled space of the gas conveying pipes

1 Double-walled gas supply pipe to the 10 Double-walled expansion joints

cylinder units of the A side
2 Inert gas supply and permanent fresh air 11 Fresh air supply pipe to the adjacent cylinder
exhaustion C97 unit
3 Gas supply pipe inside the double-walled 12 Inert gas flushing valve
connection point C96
4 Double-walled gas supply pipe to the 13 Point of installation for the pressure sensor
cylinder units of the B side in the flushing piping
5 Inert gas extraction from the double- 14 Fresh air supply valve (solenoid valve)
walled gas piping at the first T-piece
6 Section valves 15 Point of installation of filter with orifice
7 Double-walled T-pieces as gas- 16 Fresh air supply pipe
conveying pipe to the gas valves in the
cylinder heads
8 Inert gas flushing piping 17 Fresh air supply in the double wall
9 Gas valve in the cylinder head

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Danger of death due to explosive gases!

Ignitable mixtures may form due to the uncontrolled leakage of the
fuel gas. These mixtures can present an explosion hazard if they
come into contact with a source of ignition, such as overheating or
sparks.
 For each flushing procedure, a minimum amount of 3.5 kg of
inert gas at a minimum pressure of 7.5 bar at a storage temper-
ature of 20 °C must be available on board in order to flush ex-
plosive gas mixtures from areas at risk of explosion at any time.

Double-walled space of the gas conveying pipes serves to

 Detect a potential leak from the gas pipe,
 Flush all gas spaces in the gas piping with inert gas that are potentially at risk after a
gas leak was detected.
The inert gas system flushes the following spaces with inert gas:
 Jacket space of the double-walled gas supply pipe
 Connecting pipe between the cylinder heads,
 the gas-bearing section of the double-walled gas supply pipe.
The inert gas is supplied to the engine at connection point C97 (Fig. 3-37/2) via the jacket
space of the double-walled gas supply pipes. If an ignitable gas-air mixture is detected due to
the permanent air exhaustion from the jacket space, the MACS will
 immediately change the engine over to diesel operation,
 interrupt the gas supply to the gas valve unit.
 During this procedure, the solenoid valve (Fig. 3-37/14) closes the air extraction into
the jacket space and interrupts the fresh air supply into the double-walled space (Fig.
3-37/17) and
 through the inert gas flushing valve at the ventilation module (Fig. 3-38/8) inert gas is
automatically forced into the jacket space in order to flush out the ignitable gas from
the gas conveying pipes between the gas valve unit and the engine as well as the en-
gine itself. The inert gas pushes the residual gas through the now open flushing valve
at the end of the gas pipe at the engine (Fig. 3-37/17) into the inner gas pipe and fur-
ther back to the gas valve unit where it is discharged into the flushing pipe and to the
exterior via the flushing valve (Fig. 3-17/17) at the gas valve unit.

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3.16.5 Ventilation Module

Fig. 3-38 Ventilation module

1 Ventilation pumps 6 Connection for double-walled gas piping

2 Control cabinet with on/off switches 7 Inert gas inlet from inert gas system
3 Shut-off valves 8 Inert gas flushing valve
4 Shut-off valve 9 Outlet to exterior
5 Inlet valves 10 Gas sensors for CH4

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The ventilation module is necessary for safe gas operation:

The ventilation module generates the vacuum required for the permanent Air Exhaustion from
the Jacket Space of the Gas Supply Pipe, see chapter 3.16.6.
The ventilation module contains the gas sensor and the connections for inert gas and to the
double-walled gas piping as well as two ventilation pumps, also see chapter 4.2.7 Ventilation
Module.

3.16.6 Air Exhaustion from the Jacket Space of the Gas Supply
Pipe
The jacket space, that is divided into sections at the T-pieces of the gas supply pipe, between
the inner gas piping and the environment is under vacuum during operation. Fresh air is
permanently drawn in and monitored for gas admixture due to leaky gas pipes.
The fresh air enters the intake piping through an opening with an orifice plate and down-
stream filter and through a solenoid valve. An intake pipe is fitted laterally to each cylinder
head at the seat of the gas valve and equipped with a non-return valve. The fresh air is draw
into the space around the gas valve through the non-return valve and enters the jacket space
of the double-walled gas supply pipe through the double-walled T-piece.
With the aid of the section valves (Fig. 3-37/6) in the inert gas flushing pipe between the
cylinder heads, a leak of the double-walled gas supply pipe can be localized via a service
procedure (optional).During the flushing process, the non-return vale prevents the inert gas
from entering the intake piping.

3.16.7 Flame Trap in the Gas Supply Pipe

A flame trap is provided between the gas valve unit and the engine upstream of the gas inlet
on the engine side.

3.16.8 Slow Turn Device

After a longer shutdowns, water may have collected in the combustion chambers which can
cause serious damage when starting the engine, as the volume of the compression chamber
decreases.
By slowly turning the crankshaft with compressed air at a low drive torque it is possible to
detect whether water has collected in a combustion chamber, as the increased compression
caused by the volume of water prevented the crankshaft from rotating.
In this case, the crankshaft would only start to oscillate, which can be detected with the help of
speed sensors. A starting interlock would be activated in this case.

After shutdown of the engine, the slow turn function is

automatically activated by the Power Management System (PMS).
As an alternative, this process can be also be activated manually
before commissioning / starting, see chapter 6.3.1, Slow Turn
Process (Manual) .

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3.16.9 Black-out Fuel Feed Module (Optional Equipment)

Fig. 3-39 Black out fuel feed module (optional equipment)

1 Fuel feed pump 5 Fuel outlet to the engine

2 Pressure reducer 6 Compressed air inlet from the starting air
system
3 Fuel pressure gauge, outlet 7 Base frame
4 Fuel inlet from the MDO day tank 8 Fuel pressure gauge, inlet

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Depending on the equipment on board, the engine can be provided with a black-out fuel feed
module.
During a power outage, the engine can be supplied with fuel from the MDO day tank via the
compressed air driven black-out fuel feed module.
The engine can therefore be started irrespective of the power supply.

High air consumption by the pneumatic feed pump

The high air consumption of the pneumatically driven fuel feed
pump limits the period of use, as the applied compressed air is
retrieved from the starting air system of the engine.
 In order to avoid an unnecessary consumption of starting air,
the plant should be powered entirely by electricity as soon as
possible after a successful engine start.

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4 Functional Description
4.1 Fuel System
4.1.1 External Fuel System

MDO storage
MDO day tank
tank

MDO separa-
Fuel prefilter
tion

Sludge tank

Mixing tank

Fuel cooler Fuel circulating

(MDO) pump

Duplex
fuel filter

Engine

Fig. 4-1 External fuel system (schematic diagram)

Schematic diagrams acc. to each specific plant see

Caterpillar Engine Documentation / Part 3, Technical Engine
Data / Engine Documents / Section H, Schematic Diagrams.

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4.1.2 MDO Operation

The MDO fuel is stored in storage tanks and fed to a day tank. Depending on the fuel quality
a separation system can be provided with which the MDO is continually cleaned in circulatory
operation.
The MDO fuel is conveyed to the mixing tank through an incline or by means of fuel primary
pressure pumps.
Fuel circulating pumps are conveying the MDO fuel to the engine.
The MDO fuel flowing back from the engine into the mixing tank is conveyed through a fuel
heat exchanger in order to adjust the temperature of the MDO fuel. The fuel heat exchanger is
cooled either with LT cooling water or with water from the cooling system.

Danger of poisoning and severe environmental damage!

Residues from the separation process contain dangerous
substances, toxins, and heavy metals.
 Properly dispose of the residues according to the applicable
environmental regulations.

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4.1.3 Internal Fuel System

Fig. 4-2 Internal fuel system (schematic diagram)

DP8 Ignition fuel high-pressure pump, LSH Level switch (too high)
fitted to the engine
E Engine PI Pressure gauge
PT Pressure transducer
C76 Fuel inlet from the fine filter (duplex TI Thermometer
filter)
C76a Ignition fuel inlet TT Temperature probe (PT100)
C78 Fuel return outlet from engine
C78a Ignition fuel outlet ai Fresh air inlet
C81 Leak fuel connection (leakage s Instruments according to the list of
groove) measuring points
C81e Leak fuel connection (ignition fuel)
C96 Gas inlet
C97 Gas line flushing (inert gas)

Applicable to C76 and C78:

Pressure peaks max. 16 bar

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From the external diesel oil filter (duplex filter) DF1 the fuel is transferred to the engine at
connection point C76.
Via diesel oil supply pipes the fuel reaches the injection pumps.
Non-combusted fuel is returned via the diesel oil return pipe to connection point C78 and
further to the intermediate tank DT2. At full power, roughly one third of the circulating fuel is
used in the engine.
In the external diesel oil return pipe to the intermediate tank, the fuel pressure retention valve
DR2 is installed.

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4.1.4 External Filter Module of the Ignition Fuel Injection System

Fig. 4-3 Functional schema

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Legend for Fig. 4-3 Functional schema

1 Inlet from day tank C131 DF2 Prefilter stage (duplex filter)
2 Return of the ignition fuel from the DF8 Maintenance filter and working filter
engine C132 (3 filter elements) [first stage]
3 Ignition fuel outlet to the engine C133 DF9 Supply filter stage
(duplex filter) [second stage]
4 Leak fuel collecting pan C134 DP10 Circulating pump, diesel
5-20 Shut-off cocks and valves DP11 Feed pump, ignition fuel
21 Drain cocks DR7 Pressure regulating valve
22-23 Shut-off cocks and valves DR8 Pressure regulating valve

LSH Level switch (too high) PI Pressure gauge

PDI Differential pressure indicator PSL Pressure switch (pressure too low)
PDSH Differential pressure switch (too high)

* Static pressure up to 1.0 bar without engine operation

Media flow during normal operation Media flow in case of failure of one pump
Fuel uncleaned from external
If DP10 fails
source
Return of fuel from the engine or
If DP11 fails
prefiltered by DF2
Fuel cleaned by DF8

Fuel cleaned by DF9

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The filter module contains the following main components:
 DF2, prefilter stage (duplex filter)
Besides its filter function, the filter also acts as water separator to remove excess water
from the fuel.
The filter is equipped with a differential pressure switch.
 DP10, circulating pump, diesel
Gear pump with relief valves
 DF8, circulation filter loop [first stage] /
The loop of the first stage consists of three filter elements arranged in parallel for nor-
mal operation (working filter) and one maintenance filter. This filter stage is equipped
with a differential pressure switch.
 DR7, pressure regulating valve
The pressure of the fuel in the circulation loop is controlled by the pressure regulating
valve.
 DP11, feed pump, ignition fuel
Gear pump with relief valve
 DF9, supply filter loop [second stage]
This filter stage (duplex filter) is equipped with a differential pressure switch.
 DR8, pressure regulating valve
The pressure of the ignition fuel in the engine supply line is controlled by the pressure
regulating valve. Any excess fuel is fed back to the second filter stage.

The ignition fuel module receives fuel from the MDO day tank.
It supplies the engine with filtered ignition fuel. The return ignition fuel from the engine is fed
back to the ignition fuel module in a closed circuit.
The configuration of the three filter stages allows to replace a filter within a stage without
having to interrupt the operation of the engine.
Filter loops DF8 and DF9 are each equipped with a low-pressure fuel pump DP10 and DP11
respectively. If the circulating pump DP10 or the feed pump DP11 should fail, fuel supply of
the engine is nevertheless maintained, engine operation does not have to be interrupted. An
alarm indicates which of the two pumps is affected by a malfunction.

For more details on the ignition fuel module, see chapter 3.6.1 Ignition Fuel Module

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4.1.5 Ignition Fuel Injection Safety Check

To ensure the injectors of the ignition fuel system are functioning properly, each individual
injector is tested for correct functioning prior to changing over to gas operation.
Gas operation is only released when all the injectors are in perfect working order.

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4.2 Gas System
4.2.1 External Gas System

Fig. 4-4 External gas system (schematic diagram)

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Legend for Fig. 4-4, External gas system (schematic diagram):

1 Double-walled pipe DP8 Ignition fuel high-pressure pump, fitted

to the engine
2 Engine GA1 Flame trap
3 Fresh air inlet GF1 Gas filter
4 Ventilation module GR1 Gas pressure regulator
5 Enclosure of the gas valve unit VP1 Ventilation pump
6 Gas valve unit VP2 Ventilation pump
7 Gas supply
8 Vent FQI Flow meter
9 Compressed air supply LSH Level switch (too high)
10 Vent (extraction and flushing pipe PI Pressure gauge
outlet)
PT Pressure transducer
C96 Gas supply QIT Gas sensor
C97 Gas pipe flushing (inert gas) TI Thermometer
C102 Engine ventilation TT Temperature probe (PT100)
C120 Ball valve, GVU inlet TW Immersion sleeve
C122 Outlet of the gas-air mixture to the
exterior
C123 Vent downstream of DBB
C124 Compressed air inlet

to 2 mmin= 1 kg/s N2@ 7.5 bar g fs Depends on the classification society

Temp = 20 °C
3.5 kg/flushing
to 3 16 m3/h s Instruments according to the list of
max. 10 bar g measuring points
to 7 6.5 - 10 bar g vp Pipe length between GVU and engine
max. 10 m
Ventilation module:
1 Connection for double-walled gas
piping
2 Inert gas inlet from inert gas system
3 Outlet to exterior

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4.2.2 Functions of the Gas Valve Unit

Fig. 4-5 Components of the gas valve unit (GVU)

1 Gas supply inlet 6.5 - 10 bar 16 Ventilation connection

2 Ball valve, gas inlet in the gas valve unit 17 Flushing valve of the gas supply pipe to
the engine
3 Inert gas supply inlet, input side 18 Gas supply pipe outlet to the engine
4 Air inlet for compressed air supply 19 GVU
5 Terminal box E1 20 Two pressure transducers in the gas
supply pipe to the engine
6 Gas filter 21 Shut-off valve on the engine side in the
DBB
7 Gas sensor 22 Pressure transducer in the DBB for leak
tests
8 Ball valve with lock 23 Relief valve in the DBB
9 Vent outlet to the exterior 24 Shut-off valve on inlet side in the DBB
10 Filter and pressure reducer 25 Ball valve for manual flushing
11 Control unit box E2 26 Pneumatically operated vent valve
12 Valves for control of the compressed air for 27 Gas pressure regulator
the pneumatic valves installed in the
enclosure
13 Flushing pipe outlet 28 Flow meter
14 Double block and bleed valve (DBB) 29 Ventilation connection
15 Enclosure of the gas valve unit

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Actuation and monitoring of the vent valve (Fig. 4-5/26) are not
captured by the monitoring and control devices implemented by
Caterpillar.

In gas operation, the gas is transferred to the engine at connection point C96 by the gas
valve unit at a pressure depending on the current engine power output.
Furthermore, the central double block and bleed valve (DBB) of the gas valve unit fully blocks
the gas supply to the engine, if necessary.

4.2.2.1 Main Components of the Gas Valve Unit

 Ball valve at the gas inlet (Fig. 4-5/2)
The ball valve is used to block the gas supply to the gas valve unit manually and is pre-
dominantly intended for maintenance tasks.
 Gas filter (Fig. 4-5/6)
The gas filter's role is to prevent particles from entering the following components.
 Flow meter (Fig. 4-5/28)
A flow meter is installed for metering of gas consumption.
 Gas pressure regulator (Fig. 4-5/27)
The gas pressure regulator is an electronically controlled and pneumatically driven reg-
ulating valve. It sets the gas pressure in the gas supply pipe to the engine to a specified
value according to the level of charge air pressure and engine power.

The gas pressure regulator or the engine control system must

ensure that the gas pressure is always greater than the charge air
pressure.
 Ball valves for manual flushing
If the gas valve unit is shut down for maintenance work, it can be flushed with inert gas
after opening the ball valve (Fig. 4-5/3) and the ball valve (Fig. 4-5/25) in order to re-
move ignitable gas from the gas valve unit to the exterior.
 The double block and bleed valve is the central gas shut-off unit of the gas valve unit
and consists of:

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o Shut-off valve on the inlet side (Fig. 4-5/24)
The pneumatically operated shut-off valve is the first stage of the two-stage main
shut-off component of the gas valve unit.
o Relief valve (Fig. 4-5/23)
The relief valve is needed for GVU leak tests and ensures a safe separation of
the block valves.
o Shut-off valve on the engine side (Fig. 4-5/21)
The pneumatically operated shut-off valve is the second stage of the redundantly
designed, two-stage main shut-off component of the gas valve unit.
o Pressure transducer (Fig. 4-5/22)
The pressure transducer monitors the pressure between the two shut-off valves
of the DBB and is required for the leak tests.
 Flushing valve for the gas supply pipe of the engine
The pneumatically operated flushing valve (Fig. 4-5/17) opens the gas supply pipe of
the engine in the event of flushing, e.g. after an emergency engine stop during gas op-
eration.
Inert gas is then used to dissipate the gas to the exterior (Fig. 4-5/13).

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4.2.2.2 Leak Test of the Gas Shut-off Unit (DBB)

If a request for gas start is triggered from ship operation, defined safety queries regarding the
affected systems will be made by the PMS and MACS. If no events excluding a gas start are
occurring during these test procedures, the respective systems will be activated and the
engine can be started with gas. See chapter 6.3.2 Commissioning / Start-Up.

If the preparations are completed but the prerequisites for gas start
are not met, the start will take place in diesel mode.

If the engine starts with gas or if a changeover from diesel to gas operation takes place, an
automatic test procedure will be carried out before the changeover for safety reasons that
ensures that both shut-off valves in the central gas shut-off unit are capable of preventing gas
being supplied to the engine independently from each other.
Only after the leak test of the complete gas shut-off unit (DBB) was successful, gas operation
can be started.
If the leak test of the central gas shut-off unit is not completed successfully for both shut-off
valves, starting of gas operation will be prevented and diesel operation of the engine will be
continued.
In this case a corresponding message will be displayed at the control console.
Prerequisites:
 All the pipe spaces between the gas pressure regulator and the engine are vented,
control takes place via the gas mode ECM. It is a requirement that no vent pipes are
blocked.
 Gas pressure is available on the inlet side of the gas pressure regulator.
 All valves in the DBB are closed, control takes place via the gas mode ECM.
 The gas pressure regulator is closed, control takes place via the gas mode ECM.
The gas pressure regulator admits approx. 0.5 bar.

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Automatic test procedure (no operator action necessary):
o The relief valve (Fig. 4-5/23) is closed. The shut-off valve on the inlet side
(Fig. 4-5/24) and the shut-off valve on the engine side (Fig. 4-5/21) are
closed.
o The gas pressure regulator (Fig. 4-5/27) opens and generates gas
pressure upstream of the shut-off valve on the inlet side.
o The pressure transducer in the DBB (Fig. 4-5/22) checks whether the
pressure downstream of the shut-off valve on the inlet side (Fig. 4-5/24)
rises.
If the pressure remains the same, the valve is leak-tight.
o The shut-off valve on the inlet side opens briefly.
Gas fills the volume space between the three valves of the DBB.
The pressure transducer in the DBB (Fig. 4-5/22) registers the gas
pressure.
o The shut-off valve on the inlet side closes.
The entered gas is now trapped.
o The flushing valve of the engine supply pipe (Fig. 4-5/17) opens, vents
the area downstream of the DBB and generates a drop in pressure
across the shut-off valve on the engine side.
o The pressure transducer in the DBB registers the pressure of the gas
trapped in the DBB.
If the pressure drops, either the second valve or the venting valve in the
DBB is leaky.

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4.2.3 Internal Gas System

For further information on the internal gas system, see chapter 3.5 Gas Supply.

4.2.4 Gas Valve Safety Check

If starting takes place in gas operation or when changing over to gas operation, it is checked
whether the gas valves are leak-tight prior to releasing the gas supply.
For this purpose, the gas supply pipe is pressurized with gas pressure without opening the
gas valves. The pressure in the gas supply pipe is measured to ensure leak-tightness of the
gas valves. If the pressure drops when the gas valves are closed, there is at least one leaky
gas valve.
In this case, starting will not take place in gas operation or there will be no changeover to gas
operation (GMI = Gas Mode Interlock) and the gas supply will be interrupted.

4.2.5 Inert Gas System

In the event of a leak in the double-walled gas piping at the engine, inert gas is used to
remove ignitable gas and gas-air mixture from the gas piping and to flush the intake ducts to
minimize the risk of an explosion.

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4.2.6 Flushing Procedure

Fig. 4-6 Flushing procedure

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Legend for Fig. 4-6 Flushing procedure:

1 Inert gas feed valve at the ventilation module 9 Combustion chamber

2 Ventilation module demarcation 10 Engine demarcation
3 Double wall of the gas supply pipe 11 Gas valve
4 Inert gas flushing pipe to the flushing valve 12 Gas supply pipe
5 Exhaust tube flushing module 13 Gas valve unit demarcation
6 Inert gas flushing valve 14 Ball valve for manual flushing
7 Gas fuel distributor 15 Vent outlet to the exterior
8 Fresh air supply valve 16 Flushing valve of the gas supply pipe to
the engine

In the event of an unscheduled stop, gas fuel is pushed by inert gas from the engine towards
the vent system on the ship side via the gas valve unit.
Inert gas is supplied to the engine, and both the feed valve (Fig. 4-6/1) and the flushing valve
(Fig. 4-6/6) open in order to flush out the gas fuel via the flushing valve (Fig. 4-6/16) at the gas
valve unit in the direction of the ship's vent mast.

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4.2.7 Ventilation Module

Fig. 4-7 Ventilation module

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Legend for Fig. 4-7 Ventilation module:

1 Ventilation module demarcation 8 Gas outlet to engine

2 Second ventilation pump with 9 Jacket space of the double-walled gas pipe
valves
3 Outlet to exterior 10 Gas supply pipe to the engine
4 Non-return valve 11 Inert gas inlet
5 Ventilation pump 12 Inert gas flushing valve
6 Pressure gauge 13 Gas sensor for CH4
7 Inlet valve

The ventilation pumps (Fig. 4-7/5, 2) generate a slight vacuum in the jacket space (Fig. 4-7/9)
of the double-walled gas piping of the engine.
For this purpose, ambient air is drawn in via an orifice plate which allows for a limited flow of
air; thus creating a vacuum in the jacket space. The vacuum in the jacket space is monitored
by the MACS. A gas detector (Fig. 4-7/13) monitors the air flow for the presence of gas from
leaks of the double wall.
The ventilation pumps are switched alternately, i.e. upon each new start, the pumps are
changed. This ensures permanent readiness for operation of both ventilation pumps.

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4.3 Lubricating Oil System

Lubricating oil
storage tank

Lubricating oil
transfer pump

Lubricating oil Lubricating oil

circulating tank / separation /
wet sump preheating

Lubricating
Lubricatingoil
oil Prelubrication
Sludge tank
pressure
pressurepump
pump pump

Lubricating oil
cooler

Duplex
lubricating oil
filter /
automatic filter /
safety strainer

Engine

Fig. 4-8 Lubricating oil system (schematic diagram)

Danger of poisoning and severe environmental damage!

Residues from the separation process contain dangerous
substances, toxins, and heavy metals.
 Properly dispose of the residues according to the applicable
environmental regulations.

Schematic diagrams acc. to each specific plant see

Caterpillar Engine Documentation / Part 3, Technical Engine
Data / Engine Documents / Section H, Schematic Diagrams.

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The lubricating oil is stored in a storage tank and conveyed into the lubricating oil circuit by
means of the transfer pump.
The lubricating oil pressure pump, which is driven by the crankshaft via a gear wheel, extracts
the lubricating oil from the lubricating oil circulating tank / wet sump and conveys it to the
lubricating oil cooler and from there to the inlet connection point of the engine.
The lubricating oil enters the engine via a duplex lubricating oil filter, automatic lubricating oil
filter or the lubricating oil safety strainer and is conveyed to the central oil tube moulded in the
engine block. This tube is responsible for the central distribution of the lubricating oil.
The internal lubricating oil system distributes the lubricating oil via deep-hole bores in the
engine block and ducts which guide the lubricating oil to the various lubrication points for
lubrication and cooling via plain bearings and holes in the camshaft sections and the
crankshaft.
The arrangement of the deep-hole bores in the engine block ensures that the bores intersect
at various points to enable changes in direction. Attached components also have lubricating
bores and are fully integrated in the lubricating oil distribution. This helps to prevent free-
standing lubricating oil pipes outside the engine as much as possible. The transfer points are
sealed with O-rings.
The lubricating oil uses gravitational forces to travel through the crankcase into the oil pan and
the lubricating oil circulating tank.
From the lubricating oil circulating tank or the lubricating oil wet sump the lubricating oil is
continually conveyed to the lubricating oil separator. The preheater of the lubricating oil
separator also serves as lubricating oil preheater if the lubricating oil shall be preheated for an
engine start.
Residues from the separation process are collected in the sludge tank.

Gas accumulation possible in the lubricating oil system!

During gas operation, the lubricating oil may contain dissolved gas
that collects in the lubricating oil circulation tank and in the engine
oil pan.
A gas sensor (optional) detects the presence of gas.
 Stop gas operation immediately if gas is detected in the
lubricating oil circulation tank!
 Continue to run the engine in diesel operation and outgas the
lubricating oil.
The gas is released into the open via the crankcase and lu-
bricating oil circulation tank vent.

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4.4 Cooling Water System

Expansion tank Expansion tank

HT LT

Lubricating oil
Cooling water Lubricating oil Cooling water
Cylinder heads Lubricating
cooleroil
heat exchanger cooler heat exchanger
/ engine cooler
HT LT

Charge air
Charge air
cooler HT
cooler LT
(not M 20)

Cooling water Preheater Cooling water

Cooling water Cooling water
pump HT pump LT
pump HT pump LT

Preheating
pump

Fig. 4-9 Cooling water system (schematic diagram)

Schematic diagrams acc. to each specific plant see

Caterpillar Engine Documentation / Part 3, Technical Engine
Data / Engine Documents / Section H, Schematic Diagrams.

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4.4.1 HT Cooling Water Circuit

4.4.1.1 Cooling
The main task of the HT cooling water circuit is to cool the thermally loaded components of
the engine in order to dissipate the heat from the combustion process. The second task is to
dissipate the heat energy of the compressed combustion air through heat exchange from the
HT stage of the charge air cooler.
The HT cooling water pump is driven either mechanically, through the rotation of the crank-
shaft, or electrically. A stand-by HT cooling water pump is provided, which can also be used
as a preheating pump.
The HT cooling water is conveyed to the HT cooling stage in the charge air cooler. From
there, it reaches the cooling collars and the cylinder heads via the HT cooling water pipes. Via
a collecting pipe the warmed-up HT cooling water exits the engine. For stationary plants with
cogeneration the arrangement may be different.
For marine plants, recooling of the HT cooling water takes place via a seawater heat ex-
changer as well as through heat exchange to consumer circuits.
For stationary plants, recooling of the HT cooling water takes place via heat exchange in
radiators or to consumer circuits.
Two control valves ensure control of the HT cooling water temperature.

4.4.1.2 Preheating
An (electrically or steam heated) preheater and a preheating pump are provided for preheat-
ing the engine.

4.4.2 LT Cooling Water Circuit

The task of the LT cooling water circuit is to dissipate the heat energy of the compressed
combustion air through heat exchange from the LT stage of the charge air cooler. Further-
more, the lubricating oil cooler, the fuel heat exchanger, and the generator cooler (if provided)
are cooled through the LT cooling water circuit.
In most cases, the LT cooling water pump is driven electrically, but it may also be driven by
the rotation of the crankshaft.
An electrically driven stand-by LT cooling water pump is provided.
For marine plants, recooling of the LT cooling water takes place via a seawater heat ex-
changer.
For stationary plants, recooling of the LT cooling water takes place via heat exchange in
radiators.
The LT cooling water temperature is controlled by the a control valve.

4.4.3 Feeding Seawater into the Cooling Circuits (Marine)

From the sea chest, seawater can be fed into both the LT and the HT cooling water circuit via
a filter, a seawater pump and a stand-by seawater pump.

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4.5 Combustion Air System
Larger airborne particles are removed from the drawn in ambient air in intake silencers
(marine) or an external filter system (stationary) and fed to the suction side of the turbo-
chargers.
The air is compressed in the compressors and thus heated up
Drainage of the combustion air system
Most of the compression heat is extracted from the air in the charge air coolers in two stages
before the air is fed to the cylinder units via the charge air duct.
Condensation water forming in the charge air cooler casing is collected in a groove and can
drain off via the drain openings and pipes with compressed air drain traps at connection point
C34.

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4.6 Exhaust Gas System

4.6.1 Exhaust Manifold
The exhaust gas is fed from the combustion chambers through the exhaust gas collecting
pipes to the turbochargers. Downstream of the exhaust gas outlets C91a the exhaust is led
together in a forked pipe from where it is released into the open through a pipe (Fig. 4-6/3, 4).
To remove any remainders of gas from the exhaust manifold prior to starting the engine, an
exhaust tube flushing module (Fig. 4-6/5) is provided. A powerful fan in the exhaust tube
flushing module generates a strong flow of fresh air which is fed into the exhaust manifold via
a nozzle and, due to the suction effect, conveys the exhaust mixed with gas to the exterior. In
normal operation, the exhaust tube flushing module is sealed off by means of a motor-driven
flap.

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4.6.2 Flushing Unit of the External Exhaust Gas System

Fig. 4-10 External exhaust tube flushing module (schematic diagram)

1 Explosion relief valve with flame trap 7 Intake of fresh air

2 Outlet into the atmosphere 8 Radial fan
3 Exhaust gas outlet 9 Butterfly valve
4 Nozzle in exhaust gas flow direction 10 Forked pipe
5 Fresh air from outside 11 Engine demarcation
6 Exhaust tube flushing module

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The drive of the butterfly valve (Fig. 4-10/9) installed on the module is electrical; as an
alternative, drive is also possible manually, by means of a crank lever.
A radial fan (Fig. 4-10/8) takes in fresh air (Fig. 4-10/7) and pushes it through the butterfly
valve (Fig. 4-10/7) into the exhaust manifold downstream of the forked pipe (Fig. 4-10/10).
A nozzle (Fig. 4-10/4) is arranged in the pipe in exhaust gas flow direction, which creates a
suction effect. By means of the suction effect the exhaust gas that may contain gas is
conducted into the atmosphere by means of the fresh air (Fig. 4-10/5).

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4.7 Starting Air System

Fig. 4-11 External starting air system (schematic diagram)

AC1 Compressor PI Pressure gauge
AC2 Stand-by compressor PS Pressure switch (pressure too high)
H
AR1 Master starting valve PS Pressure switch (pressure too low)
L 6106 for main engine only
AR4 Pressure reducer PT Pressure transducer
AR5 Oil-water separator
AT1 Starting air container (air receiver) C8 Starting air connection
6
E Engine
FA Flame trap
ST Slow turn device

a Control air j Automatic drainage required

d Drainage (located at the lowest h Instruments according to the list of measuring
point) points
e To the 2nd engine T To the tyfon
ER To the second engine room V To the crankcase ventilation

Clean and dry starting air is required.

If necessary, a starting air filter has to be installed upstream of the engine.
The starting air system supplies the engine system with starting air at up to 30 bar. One
compressor (AC1) and one starting air container (AT1) each with sufficient size and capacity
are provided. The starting air container is equipped with an automatic drainage (Fig. 4-11/j).
Besides supplying the engine with starting air, the starting air system supplies compressed air
to the following systems:
 Drive of the charge air pressure control valve and the shut-down cylinders of the
injection pumps
 Oil mist detector and FCT system
 Compressed air maintenance unit of the engine and auxiliary energy for the governor
booster
 Slow Turn Device
 Black out fuel feed pump (optional) and drive of the flame trap of the crankcase venti-
lation as well as
 Shipboard consumers.
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4.7.1 Start Method

In addition to main task of increasing the pressure of the fuel in the fuel supply pipe, the
injection pumps of the cylinder units set up for starting control the relay valve for the starting
air.
For this purpose, an inlet for the control air is located in the base of the respective pumps
where the control air is available at up to 30 bar for the starting process as soon as the master
starting valve AR1 is open.
If control air is applied to the inlets of the involved injection pumps by pressing the "START"
button at the control stand, control air flows through a recess in the plunger tappet past the
tappet to the control air outlet of the injection pump if the pump plunger is in the appropriate
position. From there, the control air flows through a duct in the cooling collar and in the
cylinder head to the pressure side of the relay valve for the starting air.
The relay valve is thus pneumatically opened and the starting air available at the relay valve
with a larger cross section at a pressure of up to 30 bar flows into the combustion chamber;
the starting air presses the plunger downwards.
The resulting crankshaft rotation is converted into a movement of the pump plunger by the
driven camshaft and the cam follower. The recess at the pump plunger passes the inflow
opening for control air, and the pump plunger closes the inflow opening again when moving
downwards. The plunger in the engine cylinder has now covered approximately half the
distance to the bottom dead centre.
The inflow of starting air into the combustion chamber is stopped, as the recess at the pump
plunger releases the control air outlet of the injection pump while moving to its bottom dead
centre, allowing control air to escape from the pressure chamber of the relay valve. The relay
valve thus closes via spring force.
For information on the compressed pressure starting device, see chapter 3.11 Compressed
Air System.

4.7.2 Electrical Emergency Start

The electrical emergency start is triggered by pressing the "EMERGENCY START" button at
the control stand (Fig. 3-36/7) and its process does not differ from a normal start.

During an electrical emergency start, certain start interlocks of the MACS are suppressed. For
information on the Modular Alarm and Control System, please refer to the separate manual.

4.7.3 Mechanical Emergency Start

The engine is started by pressing the emergency start button (Fig. 3-36/3), i.e.

 keep the button pressed until the engine ignites.

The process is identical to the one described in chapter 4.7.1 Start Method. However, the
starting process is not monitored with regard to the achievement of the minimum speed over a
specified time period.

4.7.4 Slow Turn Device

The slow turn device enables automatic turning of the engine by the Power Management
System (PMS) at specified intervals using pressure-reduced starting air. Alternatively, the

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process can be triggered manually by pressing the "SLOW TURN" button on the control
stand.
The small air quantity is sufficient to let the engine turn slowly. The air quantity is, however,
limited, ensuring the ignition speed cannot be reached. During this process, the master
starting valve is electrically opened and the injection of fuel is suppressed.
The movement of the crankshaft is monitored during the slow turn process:
If the crankshaft only oscillates during the slow turn, failing to rotate evenly, it must be
assumed that water has collected in a cylinder due to leaks.
Engine start-up is blocked.

4.8 Function of the Variable Valve Adjustment FCT

The engine is equipped with a variable valve adjustment ("Flexible Camshaft Technology",
FCT).
The cam followers of the inlet and exhaust valves are mounted eccentrically on the cam
follower shaft so that the positions of the cam follower rollers in proportion to the camshaft are
moved by rotating the cam follower shaft. This changes the timing of the inlet and exhaust
valves.
The required rotation of the cam follower shaft with its eccentrics is achieved through a
compressed air cylinder, by a piston which rotates the drive gear of the cam follower shaft via
a lever and a reduction gear unit. The position of the cam follower shaft is monitored by limit
switches at the drive unit.

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5 Commissioning
This chapter describes the recommissioning procedure after a longer downtime (out-of service
periods, yard periods or periods of non-use lasting several weeks).
Initial commissioning is not covered by these operating instructions.
Initial commissioning is carried out exclusively by qualified personnel authorized to do so by
Caterpillar Motoren GmbH & Co. KG.

5.1 Safety Notes

Danger in case of non-observance of warning notices!

Failure to observe the relevant warning notices when carrying out any
work on the engine creates hazards that may cause damage to
health or injuries up to death.
 Personnel should stay within the hazard area only for the
absolute minimum required for operational reasons.

Danger to life due to moving and rotating machinery parts!

Touching of moving and rotating machinery parts will lead to most
serious injuries up to death!
 Only work on a running engine with utmost attention.
 Do not come near rotating parts during operation.
 Always use personal protective equipment in the hazard area.

Risk of injury for unauthorized operating personnel!

Unauthorized persons cannot assess the risks in the working area of
the engine plant.
 Keep unauthorized persons away from the working area.
 Discontinue work immediately if unauthorized persons are in
the working area.

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Risk of explosion!
In the engine block oil mist is forming. At high temperatures in
combination with oxygen from the ambient air this may lead to
explosion.
 Flush the crankcase 2 minutes with inert gas before opening.
Inert gas may be supplied via the connection of the inert gas
flushing valve.
 After that, flush the crankcase 2 minutes with fresh air.
Fresh air can be supplied via the connection of the fresh air
flushing valve.
 Before opening the crankcase doors wait 20 minutes until the
engine has cooled down a bit!

Risk of injury due to poisonous exhaust gas!

Exhaust gas escaping in the engine room may cause severe
respiratory disorder.
 Always keep the engine room well ventilated.
 The exhaust gas system must always be in good order and
able to carry off the exhaust gas into the atmosphere.
 Never remain longer in the hazard area than necessary.

Risk of injury due to noise!

The noise level in the working area of the engine plant may cause
severe hearing damage.
 Always use personal protective equipment in the hazard area.

Danger due to the failure of the emergency stop device and the
oil mist detector!
Without compressed air supply, the safety systems (emergency stop
device and oil mist detector) are disabled!
 Do not close the starting air shut-off valves during operation!

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5.2 Fuel System

The following instruction describes the work to be executed for a

possible configuration of a fuel system. The concrete configuration of
the respective system cannot be described here.

If an engine start with MDO is intended, the following preparatory measures have to be
executed after a longer period of non-use:
 Remove the fuel injectors (see section "Maintenance", Job Card A5.05.07.07.01.nn).
 Check the nozzles, check the nozzle opening pressure (see section "Maintenance",
Job Card A5.05.07.08.01.nn).
 Clean the fuel filter (see section "Maintenance", Job Card A5.05.07.12.01.nn).
 Drain, desludge and refill the day tank(s).

A longer period of non-use is understood to last a maximum of 3

months and imply compliance with the following conditions during
the downtime:
 Average temperature at the installation site of the plant: 10 -
20 °C
 Maximum relative humidity 65 %
 Pre-lubrication pump regularly switched on every 10 days for
at least 30 minutes, if the stand-by pump is used for lubrica-
tion, the max. duration is 10 min.
 Exhaust gas system drainage downstream of the engine is
open.
 • The fresh air inlet to the compressor turbines is closed (e.g.
by covering the intake silencers, closing of the air intake).

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Make the fuel system ready for operation
Ensure that the engine is supplied with MDO prior to starting the engine.
Procedure:
1. Open all the test valves to thermometers, pressure gauges, and sensors.
2. If necessary, set the three-way cocks upstream and downstream of the automatic
filter to the operating position.
3. If necessary, open the valve upstream of the flow meter.
4. Open the valve upstream of the circulating pump.
5. If necessary, ensure that the drain valves of the mixing tank and the fuel preheat-
ers are closed.
6. Switch on the circulation pump.
The fuel system is filled.
7. If necessary, activate the heating circuit of the fuel preheaters.
8. Vent the fuel system via the intermediate tank.
9. Check the vents, threaded connections and flange connections for leaks.
10. If necessary, activate fuel preheating in due time prior to starting the engine.

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5.3 Ignition Fuel System

Risk of severe damage to the high-pressure pump of the fuel

system due to contaminated fuel!
Prior to commissioning the engine (this also includes
recommissioning after working on the filter module or the connection
point between the filter module and the high-pressure pump of the
ignition fuel system), make sure that the connecting pipes have been
cleaned in accordance with the CAT standard 1E2500 D .

Risk of engine damage!

When using the wrong fuel grade there is a risk of damage to the
ignition fuel high-pressure pump.
 For the operation of the ignition fuel system only use MDO
grades DMA and DMZ according to ISO 8217.
Before using grades DMB or DMX please contact your author-
ized Caterpillar dealer.

Prerequisites:
 The ignition fuel module has been put into service.
 All system components must (including those on the engine) have been properly in-
stalled according to the applicable instructions / specifications.
 All maintenance and repair work has been completed.
For further information on the external ignition fuel system, see the operating instructions for
the ignition fuel module.

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5.4 Gas Valve Unit
5.4.1 Pressurization
Procedure:
1. Ensure inert gas supply.
2. Ensure compressed air supply.
3. Ensure that the ball valves (Fig. 3-15/3, 10) are closed.
4. Slowly open the ball valve (Fig. 3-15/1) at the gas valve unit.
Gas flows into the chambers upstream of the gas pressure regulator (Fig. 3-15/8)
of the gas pipe.

If the ball valve is opened too quickly, there is a risk of blocking the
control stage of the gas pressure regulator.
 Close the ball valve (Fig. 3-15/1) at the gas valve unit.
 Vent the gas valve unit by opening the ball valve (Fig.
3-15/10).
 Close the ball valve (Fig. 3-15/10).
 Slowly open the ball valve (Fig. 3-15/1) at the gas valve unit.

5. Read off the gas pressure at the pressure gauge (Fig. 3-15/24).
For rated power the pressure shall be min. 6.5 bar and max. 10 bar.

5.4.2 Leak Test

Procedure:
1. Check the gas and compressed air conveying pipes for leaks.
o Spray the threaded connections and packing glands of valves or cocks
with a suitable leakage detection spray and inspect them visually
o for bubble formation.

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5.5 Lubricating Oil System

After longer shutdowns and during operation carry out regular

analyses of the circulating lubricating oil (see engine documenta-
tion, section "Operating Media").

Lubricating oil filters

1. Clean all lubricating oil filters (e.g. duplex lubricating oil filter, automatic lubricat-
ing oil filter, safety strainer, dirt trap and dirt filter) upstream of the lubricating oil
pressure pump and stand-by lubricating oil pump (see engine documentation,
section "Maintenance", Job Cards A5.05.08.04.03.nn, A5.05.08.03.02.nn,
A5.05.08.02.01.nn, A5.05.08.04.01.nn).
Lubricating oil circulating tank
2. Check the fill level.
3. Marine applications:
Make sure that the bunkered amount of lubricating oil is sufficient for the entire
duration of the voyage under all foreseeable circumstances. In this regard, any
external influences shall be taken into account with nautical diligence.
Pre-lubricate
4. Switch on the stand-by lubricating oil pump or the pre-lubrication pump.
5. Vent the lubricating oil system.
6. Check the tightness of all flange and threaded connections in the lubricating oil
system.
7. Check the lubricating oil pressure at the control stand.

Operating pressure (see engine documentation, section

"Technical Engine Data") must be achieved with a switched on
stand-by pump.

8. Start separating the lubricating oil in due time prior to commissioning the engine:
The lubricating oil can be preheated via separation.

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5.6 Cooling Water System
Prior to engine start, make sure the engine is supplied with cooling water and check the
corrosion protection in the cooling water.

5.6.1 Preheat the Engine (HT Circuit)

Risk of engine damage!

A cold start is possible with MDO only!
 Always preheat the engine.
 Prior to a start-up with gas, the HT cooling water temperature
downstream of the engine should be at least 60 °C
 Prior to a start-up with MDO, the HT cooling water temperature
should reach 70 °C.

1. Switch on the HT preheating pump.

2. If necessary, switch on the preheater.
With multi-engine systems, the warm cooling water of the other engine(s) can be
used for preheating.
3. Preheat the cooling water:
o Start-up with gas: To min. 60 °C
o Start-up with MDO: To 70 °C
o Check at the thermometer whether the HT cooling water circuit is heat-
ed.
4. Vent the HT circuit.
5. Check the HT circuit for leaks.

5.6.2 Commission the LT Circuit

1. Open the shut-off valve upstream of the LT cooling water pump (if provided).
2. Switch on the stand-by LT cooling water pump (if provided).
The cooling water pressure should be 2.5 - 6 bar.
3. Vent the LT circuit.
4. Check the LT circuit for leaks.
5. Ensure that all the heat exchangers in the LT circuit are supplied with LT cooling
water.

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5.7 Starting Air System

Danger due to the failure of the emergency stop device and the
oil mist detector!
Without compressed air supply, the safety systems (emergency stop
device and oil mist detector) are disabled!
 Do not close the starting air shut-off valves during operation!

Ensure the engine is supplied with starting air prior to starting it:
1. Commission the compressor system.
2. Check the starting air system for leaks.
3. Drain the starting air receiver.
4. Set all the valves to the operating position.
5. Check the starting air pressure at the control stand.
The starting air pressure must be between 30 and 14 bar.
6. Ensure compressed air supply of the gas valve unit.

5.8 Exhaust Gas System

Risk of explosion due to insufficiently ventilated exhaust gas

ducts!
An explosive mixture may form in the exhaust system due to the
accumulation of inflammable gas.
 Ensure that the exhaust system is sufficiently ventilated before
starting the engine.

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5.9 Running-in

All engines manufactured by Caterpillar Motoren GmbH & Co. KG

have been fully run-in prior to delivery.
The engine must be run-in again after replacing certain components.
This necessity is indicated on the respective Job Cards.

Running-in is required when recommissioning the engine after repairing the following
components:
 Pistons,
 Piston rings,
 Cylinder liners.

5.9.1 Running-in with MDO

Prerequisites:
 The engine has been installed according to the information provided in the Job Cards.
 The start prerequisites according to chapter 6.3.2 Commissioning / Start-Up have been
met.
 The engine is supplied with MDO.
 The engine has been started.
Procedure:
1. Set the engine to approx. 20 % of rated power, see chapter 6.3.5 Setting the En-
gine Speed at the Control Stand.
2. Adjust the engine to full power within 10 hours in steps of 10 %.
3. Compare the operating data to the respective data in the acceptance test record,
please refer to the Manual, Technical Engine Data, Inspection Documents and
Certificates.
In case of deviations, determine the causes and eliminate them immediately.

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6 Operation
6.1 Safety Notes

Danger in case of non-observance of warning notices!

Failure to observe the relevant warning notices when carrying out any
work on the engine creates hazards that may cause damage to
health or injuries up to death.
 Personnel should stay within the hazard area only for the
absolute minimum required for operational reasons.

Danger to life due to moving and rotating machinery parts!

Touching of moving and rotating machinery parts will lead to most
serious injuries up to death!
 Only work on a running engine with utmost attention.
 Do not come near rotating parts during operation.
 Always use personal protective equipment in the hazard area.

Risk of injury due to poisonous exhaust gas!

Exhaust gas escaping in the engine room may cause severe
respiratory disorder.
 Always keep the engine room well ventilated.
 The exhaust gas system must always be in good order and
able to carry off the exhaust gas into the atmosphere.
 Never remain longer in the hazard area than necessary.

Risk of injury due to noise!

The noise level in the working area of the engine plant may cause
severe hearing damage.
 Always use personal protective equipment in the hazard area.

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6.2 Modes of Operation
The engine can be operated with NG (natural gas) and MDO (marine diesel oil).

Engine start-up may take place either in gas operation or in diesel

operation.
An exception is the emergency start, which always takes place
in diesel operation!

The mode of operation is selected by the operator:

 Gas mode
The engine is operated with natural gas; gas ignition is established by ignition fuel in-
jection of MDO.
 Diesel mode
The engine can be operated with MDO; MDO is additionally used as ignition fuel injec-
tion to keep the injectors unblocked.

"Mode" describes the desired engine operation.

"Operation" describes the fuel that is actually burnt.

Possible
operation
Diesel operation Gas operation
Selected
mode

Diesel mode YES NO

Gas mode possible YES

A change in mode of operation does not lead to a drop in engine

power.

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6.2.1 Operation in Gas Mode

6.2.1.1 Normal Operation with Natural Gas
Within a power range of 0 to 100 % (the engine was started in gas mode), the engine is
operated in gas mode with natural gas.
Differences to diesel mode cannot be recognized.
The cylinder pressure sensor (point of installation laterally at each cylinder head) evaluates
the operating pressures of each individual cylinder unit with each working stroke as well as
the chronological sequence of combustion.
The cylinder pressure sensor transmits the values to the ICPM. By means of the ICPM
deviations from the specified parameters can be detected within one working cycle before any
potential dangers arise.
Thanks to the pressure monitoring of the ICPM, possible malfunctioning of a gas inlet valve is
recorded within one working cycle.
The information of the ICPM is transmitted to the ECM.
The ECM (engine control device) controls, amongst others, the opening times of the gas
valves and the ignition point (ignition fuel injection) and specifies the setting of the valve timing
via the FCT.
In addition, the ECM monitors the double wall system of the gas pipe and the engine for the
presence of gas, and also the charge air is monitored.

6.2.1.2 Diesel Operation in Gas Mode

Within a power range of 0 to 20 %, no automatic changeover from gas operation to diesel
operation takes place. Only if a value of 20 % is exceeded once, a changeover to diesel
operation can take place without leaving the gas mode.

6.2.2 Operation in Diesel Mode

Operation in diesel mode basically corresponds to the operation of a conventional diesel
engine.
The additional injection of a small amount of MDO via the ignition fuel injection system is only
used to cool the ignition fuel injection nozzles and to prevent coking or clogging.
In this mode of operation, no automatic changeover to gas operation takes place.

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6.2.3 Changing the Fuel Type during Operation

During operation, it is possible to change between various fuels.

The engine start can generally take place in gas operation.

Emergency start always takes place in diesel operation!

6.2.3.1 Changing over from Gas Operation to Diesel Operation

The changeover from gas to diesel operation takes place automatically through the MACS or
at the request of the operator.
The changeover from gas to diesel operation takes approximately 50 seconds including the
standard flushing process.
In the event of a fault, the changeover takes approx. 1 second. After that, the flushing process
is carried out.
For reasons of safety, diesel supply of the engine in gas operation is limited in time. If this
time limit is exceeded, the engine changes over automatically from gas operation to diesel
operation.

6.2.3.2 Changing over from Diesel Operation to Gas Operation

Changing over to gas operation depends on the fulfillment of certain conditions.
A gas operation changeover is carried out automatically by MACS if
 The engine plant has been changed over to gas mode by means of a "Remote" query
of the operator.
 The operating parameters enable changeover and
 The safety checks have been carried out without any objections.
For further information on the safety checks, see chapter 4.2.2.2 Leak Test of the Gas
Shut-off Unit (DBB) , chapter 4.1.5 Ignition Fuel Injection Safety Check, and chapter
4.2.4 Gas Valve Safety Check.
According to the preset loading rate, the changeover from diesel to gas operation takes
approx. 50 seconds totally. When changing over for the first time, the changeover takes
longer due to the leak test of the double block and bleed valve.

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6.3 Normal Operation

Fig. 6-1 Control stand

1 "RESET" button with signal lamp 9 "LOWER" button > speed decrease
2 "LAMP TEST" button 10 "GAS SHUTOFF" button with cover
3 "DIESEL" button with signal lamp > diesel 11 "RAISE" button > speed increase
mode
4 Multifunctional display 12 "EMERGENCY START" button with cover
5 Pressure transducer 13 "EMERGENCY STOP" button with signal lamp
and cover
6 "GAS" button with signal lamp > gas 14 "SLOW TURN" button with signal lamp and
mode cover
7 "STOP" button with signal lamp 15 Control stand selector switch
8 “START” button with signal lamp

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6.3.1 Slow Turn Process (Manual)
After a downtime, the engine must be turned by means of the slow turn device prior to
commissioning / start-up in order to determine whether any water has collected in the
combustion chambers.

If water has accumulated in the combustion chambers, the

crankshaft would only oscillate during the slow turn process, which
can be determined by means of speed pick-ups, see chapter
3.16.8 Slow Turn Device.

The slow turn process can be carried out irrespective of the

operating mode, i.e. irrespective of the preselected type of fuel.
The air quantity is limited so as to ensure the ignition speed cannot
be reached; additionally, fuel injection is blocked.

Prerequisites:
 Sufficient venting is ensured in the engine room.
 All the necessary systems have been started:
o Fuel system
o Gas system
o Inert gas system
o Lubricating oil system
o Cooling water system
o Starting air system
o MACS
o Control stand is active.
Control stand selector switch is set to "Local"
o Start is not blocked.
o The barring device is disengaged.
o HT cooling water has been preheated (see Preheat the Engine (HT Cir-
cuit)) to temperature (t) for operation with:
NG t = 60 °C
MDO t = 60 °C

 Engine was regularly barred via the slow turn device during longer periods of non-use.

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Automatic control by the PMS (Power Management System).

Procedure:
1. Press the "SLOW TURN" button.
The signal lamp in the "SLOW TURN" button illuminates.
o The actuator moves the control shaft to zero delivery position, thus
stopping the injection of fuel into the cylinders.
o The engine is set into motion with pressure-reduced starting air.
o The process is stopped automatically after 10 seconds.
2. Press the “SLOW TURN” button at the control stand.
The signal lamp in the "SLOW TURN" button extinguishes.

If an accumulation of water in a combustion chamber is detected

by means of the slow turn process, the plugs on the indicator holes
are used to identify the cylinder at which water has accumulated.
 Screw out the plugs of all indicator valves and check for
water leaking during the slow turn process.
 If water is leaking out of an indicator valve, either the com-
bustion chamber must be checked by means of a borescope
via the removed fuel injector or the cylinder head must be
removed.
 Draining is also required after repair work on the cylinder
head or the cooling water circuit.

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6.3.2 Commissioning / Start-Up
6.3.2.1 Preparations for a Gas Start

The preparation takes approximately 1 minute.

Preparations:
 From ship operation, a request for gas start of the engine is triggered.
 An information is sent to the gas system via the IAMCS by the PMS that gas has been
selected as the type of fuel. The MACS receives a signal to prepare the engine.
 If the gas system is ready, the MACS will receive the corresponding signal.
Within the MACS, the following processes are triggered:
o Activation and monitoring of the engine room ventilation
o Leak monitoring of the double-walled pipe connection between GVU and
engine
o Display at the control stand:
o "DIESEL" signal lamp at the control stand: ON
o "GAS" signal lamp at the control stand: Flashes
o Activation and monitoring of the crankcase monitoring
o Activation of the HT temperature monitoring
temperature at engine outlet ≥ 60 °C
o Activation of the lubricating oil temperature monitoring,
temperature at engine inlet ≥ 40 °C,
o Query to the gas system to release gas supply of the GVU and
o Execution of the GVU leak test.

If, parallel to the signal of the gas system, the MACS receives fault
signals or if there are any system malfunctions, the states of the
signal will change.
A start in gas mode is not possible.
The engine starts with MDO.

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6.3.2.2 Gas Start

Prerequisites:
 The involved systems have been activated, tested and are running without failure
 HT temperature and lubricating oil temperature meet the specifications
 Display at the control stand:
o "DIESEL" signal lamp at the control stand: OFF
o "GAS" signal lamp at the control stand: ON
Procedure:
1. Press the "START" button.
The start process begins automatically, the engine is started in gas mode.

A gas start is possible in "Remote" only.

If the preparations are completed but the prerequisites for gas start
are not met, the start will take place in diesel mode.

Abb. 6-2 Engine Start Behaviour in Gas Operation

1 Acceleration up to Low Idle Speed 3 Earliest possible Synchronization

2 Acceleration up to Rated Speed

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6.3.2.3 Diesel Start
Prerequisites:
 Sufficient venting is ensured in the engine room.
 All the systems have been started:
o Fuel system,
o Ignition fuel system,
o Lubricating oil system,
o Cooling water system,
o Compressed air system
o Starting air system,
o Crankcase ventilation,
o MACS, PMS
 Start is not blocked.
 The barring device is disengaged.
 A slow turn process has been carried out.
 Control stand is active,
Control stand selector switch is set to "Local".
 HT cooling water has been preheated (see Preheat the Engine (HT Circuit)) to tem-
perature t = 60 °C for operation with MDO.
Procedure:
1. Press the "START" button.
The start process begins automatically, the engine is started.

Abb. 6-3 Engine Start Behaviour in Diesel Operation

1 Acceleration up to Low Idle Speed 3 Earliest possible Synchronization

2 Acceleration up to Rated Speed

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A diesel start is possible in both "Local" and "Remote" mode.

6.3.3 Running the Preheated Engine to Temperature (Load

Increase)
6.3.3.1 Gas Operation
Prerequisites:
 The engine has been started
 The engine is in gas operation
 Lubricating oil temperature at engine inlet ≥ 50 °C
 HT cooling water temperature at engine outlet ≥ 70 °C
 In case of loading at a defined rate:
o The engine has been synchronized.
 In case of loading in steps:
o Engine speed has stabilized.
Procedure:
 If loading is not controlled by a program, load the engine according to the specific rates
of increase, see engine documentation, section "Technical Engine Data".

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Loading in Gas Mode after Start in Gas Mode:

Abb. 6-4 Loading in Gas Operation by Load Ramp

1 Synchronization at 500/514 rpm 3 Load Drop without Shutdown

2 Load Ramp in Grid Parallel (100 s)

Abb. 6-5 Loading in Gas Operation by Load Steps

1 Synchronization at 500/514 rpm 3 Load Drop without Shutdown

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Loading in Gas Mode after Start in Diesel Mode:

Abb. 6-6 Loading in Gas Operation by Load Ramp after Start in Diesel Mode

1 Synchronization at 500/514 rpm 3 Load Drop without Shutdown

2 Load Ramp in Grid Parallel (80 s)

Abb. 6-7 Loading in Gas Operation by Load Steps after Start in Diesel Mode

1 Synchronization at 500/514 rpm 2 Load Drop without Shutdown

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6.3.3.2 Diesel Operation
Prerequisites:
 The engine has been started
 The engine is in diesel operation
 Lubricating oil temperature upstream of the engine min. 45 °C
 HT cooling water temperature min. 70 °C.
Procedure:
 If loading is not controlled by a program, load the engine according to the specific rates
of increase, see engine documentation, section "Technical Engine Data".

Fig. 6-8 Loading in diesel operation

1 Synchronization at 500/514 rpm 3 Load Drop without Shutdown

2 Load Ramp in Grid Parallel (80 s)

Risk of engine damage if load is increased too quickly!

If the prerequisites are not met (lubricating oil temperature below
45 °C and HT cooling water temperature below 70 °C), only operate
the engine at low speed and low power (10 - 20 %) until the
lubricating oil temperature has reached 45 °C. Only then slowly
increase the power (over 10 minutes to 100 %).

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Abb. 6-9 Loading in Diesel Operation by Load Steps

1 Synchronization at 500/514 rpm 2 Load Drop without Shutdown

Additional procedures in "Local" operation:

1. Permanently monitor the indicators, such as the pressure gauges, the thermome-
ters and the speed indicator of the engine.
2. Do not leave the control stand until the operating values are in a steady-state con-
dition for the required performance range.

It is essential to pass through critical speed ranges, which should be

avoided due to the vibration caused, as quickly as possible.
Please refer to signs affixed to the engine and section "Technical
Engine Data" in the engine documentation.

Temporary start-up results in the formation of sulphuric acid which,

together with other aggressive combustion residues, will cause
corrosion at the valves and in the exhaust gas ducts.
 Always run the engine to operating temperature after each start-
up, even when carrying out short test runs.

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6.3.3.3 Load Rates in Emergency Operation
Emergency operation is only possible as diesel operation.

Fig. 6-10 Load rates in emergency operation

1 Synchronization at 500/514 rpm 2 Load Ramp in Grid Parallel (30 s)

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6.3.4 Cold Start

A cold start is when the engine is started at a temperature below the preheating temperature
specified in chapter 6.3.3 Running the Preheated Engine to Temperature (Load Increase) .

6.3.4.1 Cold Start with NG

Risk of engine damage!

Cold start with gas is not possible.
A cold start is possible with MDO only!

6.3.4.2 Cold Start with MDO

Caterpillar Motoren GmbH & Co. KG advises against cold starting.

Cold starting leads to increased wear and subjects the components
surrounding the combustion chamber to high thermal load.

6.3.5 Setting the Engine Speed at the Control Stand

Prerequisites:
 The engine is in operation.
 The control stand is active.
Control stand selector switch is set to "Local"
Raising the engine speed:
1. Press the "RAISE" button.
The engine speed increases according to the preset acceleration rate.
The engine speed can be monitored at the multifunctional display.
Lowering the engine speed:
1. Press the "LOWER" button.
The engine speed decreases according to the preset acceleration rate.
The engine speed can be monitored at the multifunctional display.

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6.3.6 Decommissioning the Engine
6.3.6.1 Stopping the Engine

6.3.6.1.1 Gas Operation

Prerequisites:
 The engine is in operation.
Procedure:
1. Unload the engine by shedding the load:
o In generator operation, cut off the power via the power management system.
o In propeller operation (FPP), disengage the gear.
o In propeller operation (CPP), neutralize the propeller pitch.
2. Press the "STOP" button with cover at the control stand.
o The MACS triggers the following steps:
o Closing of the valves of the gas shut-off unit (DBB).
o Opening of the vent valve after DBB (Fig. 4-5/17).
After stopping
3. Switch on the stand-by lubricating oil pump
4. Switch on the HT and LT stand-by cooling water pumps.
5. Switch on the fuel circulating pump.
6. Continue to supply the engine with starting air.

6.3.6.1.2 Diesel Operation

Prerequisites:
 The engine is in operation.
Procedure:
1. Unload the engine by shedding the load:
o In generator operation, cut off the power via the power management system.
o In propeller operation (FPP), disengage the gear.
o In propeller operation (CPP), neutralize the propeller pitch.
2. Press the “Stop” button at the control stand.
The engine is stopped; this may take up to 30 seconds.
After stopping
3. Switch on the stand-by lubricating oil pump
4. Switch on the HT and LT stand-by cooling water pumps.
5. Switch on the fuel circulating pump.
6. Continue to supply the engine with starting air.

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6.3.6.2 Temporary Decommissioning

6.3.6.2.1 Decommissioning the Gas Supply

Prerequisites:
 The engine has stopped.
Procedure:
1. Close the ball valve at the gas valve unit (Fig. 4-5/2).
2. Shut-off the compressed air supply.
3. Open the vent valve at the gas valve unit (Fig. 4-5/25).

6.3.6.2.2 Decommissioning the Engine

"Temporary decommissioning" means the engine is decommissioned for a few days.
Prerequisites:
 The engine has stopped.
 The control stand is active.
Control stand selector switch is set to “LOCAL”.
Procedure:
1. Secure the engine against accidental operation.
Control stand selector switch is set to “REPAIR”.
2. Ensure that gas supply is shut off.
3. Switch off the fuel circulating pump.
4. Secure the control shaft in zero position.
5. Ensure that the engine is still supplied with HT cooling water:
o Switch off the HT and LT cooling water pumps approx. 20 minutes after engine
stop.
o Switch on the preheating pump.
o Switch on the preheating.
6. Switch off the lubricating oil stand-by pressure pump approx. 20 minutes after engine
stop.
If necessary, switch on the prelubrication pump and continue lubricating oil
separation.
7. Shut off the starting air supply upstream of the engine.
8. Reduce machine room ventilation.

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6.4 Operation at special conditions
6.4.1 Operation at Low Intake Air Temperatures
The engine has been calculated for operation at intake air temperatures of 10 °C.

At intake air temperatures below 10 °C, there is a risk of the

permissible ignition pressures being exceeded.

 At outside temperatures of below 10 °C, mix external intake air with air from the engine
room to ensure that the inlet temperature at the engine does not fall below 10 °C.
 Observe the charge air pressure.
 If the charge air pressure exceeds the value calculated for 20 °C, reduce the engine
power until the charge air pressure reaches a permissible value.

6.4.2 Part Load Operation

.

Unlimited part load operation is permissible with MDO.

The permissible exhaust gas temperature downstream of the

turbine (see chapter 6.5.6 Exhaust Gas System) should not be
exceeded throughout the entire operating range – incl. part load.

In gas operation, time-limited (restricted) part load operation is

permissible, see engine documentation, section "Technical
Engine Data".

In the load range below 20 % a changeover from MDO to NG is

only possible if the engine was previously operated with more than
20 % power at least once.

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6.5 Operational Monitoring

6.5.1 Fuel System
6.5.1.1 Storage Tank
Only store the fuel in an empty storage tank to prevent the consequences of potential
incompatibilities when using various types of fuel together.

6.5.1.2 Automatic Filter

Filter elements with a mesh size of 10 μm are specified for automatic fuel filters.
The filters have been designed as automatic backflushing filters.
In case of a filter alarm between the flushing intervals caused by an excessive differential
pressure, check the function of the separators and clean the filters (for maintenance notes,
see manufacturer's documentation).

6.5.1.3 Day Tank

The day tanks have been designed as storage tanks for the treated fuel for a minimum of 4
hours of full load operation. The day tanks should always be filled up to the drain level to
avoid the formation of condensation water.
Operator actions:
 Drain the day tanks on a daily basis.

6.5.1.4 Fuel Pressure Retention Valve

The setting of the pressure retention valve installed in the return pipe must ensure that the
specified pressure is available at the engine (see engine documentation, section "Tech-
nical Engine Data", paragraph "Pressures of the Operating Media").
Operator actions:
 Adjust the fuel pressure retention valve:
o Check the pressure at the engine control stand or at the pressure gauge on
the pressure side of the pumps.
o Increase the spring pre-load of the pressure retention valve for a short period
of time.
o Check the pressure at the engine control stand or at the pressure gauge on
the pressure side of the pumps.
The pressure must change according to the setting.
o Set the spring pre-load in a way that ensures the required pressure is
available at the engine.

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6.5.1.5 Fuel Circulating Pump
The fuel circulating pumps ensure that a sufficient quantity of fuel is available at the engine
injection pumps.
The fuel circulating pumps are equipped with pressure retention valves in the bypass.
Operator actions:
Ensure that the fuel circulating pumps are in operation.

6.5.1.6 Duplex Fuel Filter

The duplex filter installed externally in the system is used as an indicator filter to protect the
injection system of the engine.
Operator actions:
 Change to the other filter chamber when the set differential pressure has been
reached.
 Clean the filter.
 Check correct functioning of the duplex filter in the fuel system.
For maintenance instructions, please refer to the maintenance sheets in the engine documen-
tation, section "Maintenance".

6.5.2 Gas System

During operation compressed air supply of the gas valve unit must be ensured:
Compressed air must generally be available at the gas valve unit with a nominal pressure of
6.5 - 10 bar.
For the gas valve unit an air consumption of <0.5 sm3 / h has been calculated.

In case of very frequent switching of the shut-off valves, the value

will be higher.

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6.5.3 Lubricating Oil System

Together with the condensed water vapour generated during the

combustion process, sulphurous residues and fuel combustion
products form sulphuric acid, which can cause corrosive wear at
bearings, pistons, valves and cylinder liners.

6.5.3.1 Lubricating Oil Maintenance

Operator actions:
 Check the oil level in the lubricating oil circulating tank / wet sump on a daily basis.
 Refill new oil when the oil circulation quantity falls by 20 %.
This ensures that consumed additives are partially replenished.
 Carry out regular analyses of the circulating lubricating oil during operation and after a
longer period of non-use (see engine documentation, section "Operating Media",
paragraph "Regulations and Maintenance – Lubricating Oil").

6.5.3.2 Lubricating Oil Treatment

Cleaning of the lubricating oil takes place via a separator installed in the system.
If this is not applied, this may result in warranty restrictions, see chapter 0.3 Warranty.
Separation conditions:
 The separation temperature for MDO operation is 85 - 95 °C.
 The separation temperature for NG operation is 85 - 95 °C.
 The separator may be operated at max. 20 % of its rated capacity (see the nameplate
of the separator or pump).

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6.5.3.3 Checking Correct Functioning of the Attached Lubricating Oil
Pressure Pump
Operator actions:
 Check the oil pressure of the attached lubricating oil pressure pump at rated speed and
operating temperature.
If the oil pressure is too low, check the following:
o Is the lubricating oil pressure limitation valve connected correctly (control
pipe, relief pipe)?
o Is the overflow valve of the lubricating oil pressure pump leak-tight?
o Is the suction pipe air-tight?
o Are the drain valves closed?
o Is the safety strainer clean?
o Does the differential pressure indicator of the automatic lubricating oil filter
show the red field (differential pressure too high)?
Is the flushing volume of the automatic filter too great?
o Does the differential pressure indicator of the duplex lubricating oil filter show
the red field (differential pressure too high)?
o Is the lubricating oil pressure limitation valve damaged (spring damaged,
orifice plate soiled), see Job Card A5.05.08.05.01.nn?
o Is the lubricating oil pressure pump worn / damaged, see Job Card
A5.05.08.03.02.nn?
o Is the relief valve of the lubricating oil pressure pump damaged or wrongly
adjusted, see Job Card A5.05.08.03.01

6.5.3.4 Automatic Filter (Installed on the Engine / on Plant Side as an Option)

As the automatic filter
 an automatic backflushing filter with inherent and foreign media flushing
or
 an automatic filter with inherent media flushing is used.

The automatic filter is the main filter with the finest filter unit. The
function of the entire filter chain is indispensable for the required
lubricating oil filtering.
 As a basic rule, the automatic filter may only be bypassed for a
short time in emergency cases and if the backflushing filter (at
the engine) is functional!

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6.5.3.4.1 Automatic Backflushing Filter with Inherent and Foreign Media Flushing
The flushing frequency of the automatic filter results from the quantity of dirt particles which
enter the filter together with the lubricating oil and is an indicator for the separator function.
Operator actions:
 Monitor the flushing intervals of the filter.
The flushing cycle counter indicates the level of contamination.
If there are more than 100 flushing intervals per day, determine the cause of oil contamina-
tion:
 Check the separator function.
 Check the charge air temperature.
If the charge air is too cold, this results in the formation of soot.
 Check the filter cartridges and, if necessary, clean them.

 If necessary, the particles must be analyzed.

 The operating data must be checked for indicators of high
bearing wear.

 With backflushing filters with inherent media flushing, set the flushing volume at the
valve in the backflushing line in a way that ensures there is no significant drop in the
operating pressure (see engine documentation, section "Technical Engine Data").
 With backflushing filters with flushing oil treatment clean or replace the treatment
cartridges after a filter alarm. For maintenance instructions, see engine documenta-
tion, section "External Documentation".

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6.5.3.4.2 Automatic Filter with Permanent Inherent Media Flushing
Operator actions:

With filters with filter candles, the damage of just one candle means
the entire filter is inoperative.
For maintenance instructions, see engine documentation, section
"External Documentation".

 Check and clean the filter elements regularly.

The differential pressure display shows the level of filter element

contamination.

 Carefully check the filter elements for damage.

 Replace damaged filter candle(s).
 Additionally, check proper functioning of the overflow valves at regular intervals.

6.5.3.5 Duplex Lubricating Oil Filter (Installed on the Engine / on Plant Side
as an Option)
Operator actions:
 Check the filter regularly.
In case of a differential pressure alarm at the duplex lubricating oil filter:
1. Switch to the inactive filter chamber.
2. Clean the switched off filter chamber according to the manufacturer's specifications.

 Damaged filter candles are to be replaced forthwith.

 If necessary, make sure to check the automatic filters in the
plant during the next engine stop.
 For maintenance instructions, see engine documentation,
section "Maintenance", Job Card A5.05.08.04.01.nn.

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6.5.3.6 Lubricating Oil Safety Strainer

The lubricating oil safety strainer is exclusively used for preventing

engine damage due to contamination of loose machinery parts or
cleaning agents in the lubricating oil supply pipe of the engine.
 Prior to recommissioning after removal of the external lubricat-
ing oil piping check the lubricating oil safety strainer.

6.5.3.7 Dirt Filter

Clean the dirt filters (provided by the customer) in the intake pipes of the lubricating oil
pressure pump, prelubrication / stand-by and feed pumps (separator) every 7,500 operating
hours and after carrying out work at the lubricating oil pipe system.

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6.5.4 Cooling Water System
 Check the filling level in the coolant expansion tanks and, if necessary, refill.
 In case of continued cooling water loss, determine and eliminate the cause.
 Check the cooling water pressure, cooling water temperatures and heating.
See pressures and temperatures of the operating media as well as the acceptance
test record in the engine documentation, section "Technical Engine data".
 If the operating temperatures or pressures are too high, determine and eliminate the
cause.
For regulations and servicing of the engine cooling water, see engine documentation,
section "Operating Media", paragraph "Cooling Water".

6.5.4.1 Cooling Water Temperature

The engine should be run in full load operation for at least 30 minutes to allow the tempera-
ture in the entire cooling system to settle.
If problems arise with the temperature control, contact your authorized dealer.

There is a direct connection between cooling water temperature and

cooling water pressure.
A minimum cooling water pressure of 2.5 bar must be available at the
engine to securely dissipate the heat from the engine.

6.5.4.2 Cooling Water Pressure

6.5.4.2.1 Calculating the Minimum Cooling Water Pressure

The required measured values for determining the minimum cooling

water pressure can only be checked when the engine is idle!
The calculation must take place separately for both cooling water
circuits.

Prerequisites:
 The engine has stopped.
 The external cooling water pump and the stand-by pump are inoperative.
 The coolant expansion tanks are filled.
 All shut-off valves are in operating position.

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Procedure:
1. Check the cooling water pressure (Pstat) for the LT circuit at the control stand.
2. Add minimum pump pressure of 2.5 bar to P stat.
3. Record the minimum cooling water pressure (Pmin) for the LT circuit.
4. Repeat steps 1 to 3 for the HT circuit.

6.5.4.2.2 Monitoring the Cooling Water Pressure

Engine with external cooling water pumps
Prerequisites:
 The engine has been started.
 The external cooling water pump(s) and the stand-by pump are in operation.
 The coolant expansion tanks are filled.
 All shut-off valves are in operating position.
Procedure:
1. Check the cooling water pressure for the LT circuit at the control stand.
The calculated minimum cooling water pressure must be achieved.
2. Check the cooling water pressure for the HT circuit at the control stand.
The calculated minimum cooling water pressure must be achieved.
Engine with attached cooling water pumps
With engines with attached cooling water pumps, the cooling water pressure depends on the
speed:
Prerequisites:
 The engine has been started.
Procedure:
1. Check the cooling water pressure for the LT circuit at the control stand.
The calculated minimum cooling water pressure must be achieved.
2. Check the cooling water pressure for the HT circuit at the control stand.
The calculated minimum cooling water pressure must be achieved.
Engine with Engine with
attached cooling external cooling
Minimum cooling water pressure Pmin water pumps water pumps
Engine runs at 100 % rated speed Pmin = Pstat + 2.5 bar Pmin = Pstat + 2.5 bar
Engine runs at 70 % rated speed Pmin = Pstat + 1.5 bar Pmin = Pstat + 2.5 bar

The electric stand-by pump should only intervene if the attached

pump fails.

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6.5.4.2.3 Alarm Thresholds in the Cooling Water System

Cooling water pressure Control response

Pmin = Pstat + 2.5 bar
Pmin = Pstat + 2.5 bar - 0.2 bar Start of the stand-by pump
Pmin = Pstat + 2.5 bar - 0.4 bar Alarm
Pmin = Pstat + 2.5 bar - 0.6 bar Emergency stop

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6.5.5 Combustion Air System

Fig. 6-11 Compressor side of the turbocharger with washing unit

1 Dosing tank 4 Plug

2 Shut-off cock for washing water supply pipe, 5 Shut-off cock for charge air to the dosing
A side tank
3 Shut-off cock for washing water supply pipe,
B side

The intake silencers or the filters of the external intake system do not retain all the contamina-
tions of the drawn in combustion air. Particularly, sticky contaminants may accumulate on the
compressor blades and cause imbalances due to an uneven distribution.
The compressors can be cleaned by injecting a precisely dosed amount of fresh water into the
intake ducts.
Prerequisites:
 The engine has been started.
 The engine is operated with at least 90 % load.

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The capacity of the dosing tank is designed for washing one

compressor.
 Carry out the washing procedure for each compressor
separately.
 Never wash both compressors simultaneously!

Procedure:
1. Screw the plug out of the cover of the dosing tank (Fig. 6-11/4).
2. Fill the dosing tank Fig. 6-11/1) with fresh water.
3. Screw the plug into the cover of the dosing tank again.
4. Open the shut-off cock (Fig. 6-11/2 or 3).
5. Open the shut-off cock (Fig. 6-11/5).
The washing water is forced through the charge air diverted from the charge air
cooler casing (B side) to the washing nozzles.
6. Close the shut-off cock (Fig. 6-11/5).
7. Close the shut-off cock (Fig. 6-11/2 or 3).
8. Repeat the washing procedure for the second compressor.

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6.5.6 Exhaust Gas System

Evaluation of exhaust gas temperatures

For physical reasons, the exhaust gas temperatures after

cylinder differ from each other (see acceptance test record).
The differences in exhaust gas temperatures between the individual
cylinders cannot be harmonized by technical adjustments. This would
result in emissions or wear or affect the service life of the engine, up
to severe engine damage due to thermal overload!
The manufacturer excludes any warranty in cases of non-authorized
manipulations.
 Never manipulate exhaust gas temperatures by changing the
injection or valve opening times yourself!
 In case of deviations that cannot be accounted for, please
contact your authorized dealer.

The best way to assess the thermodynamic behaviour of the engine is to compare the
exhaust gas temperatures with the values from the acceptance test record or the records
taken during testing / sea trials. This will also allow to narrow down any changes (pressure
charging, injection, combustion) that may have occurred with regard to new condition. For
example, wear on injection pumps or nozzles affects the thermal behaviour of the engine. The
influence of the respective intake conditions on the engine data must be identified and taken
into account.
The exhaust gas temperatures after cylinder cannot be used for an accurate assessment
of the performance of the individual cylinders. The exhaust gas temperatures in the exhaust
gas outlet from the cylinder are captured by means of temperature sensors. The temperature
sensors are, however, influenced to differing degrees by turbulences in the exhaust gas
collecting tube. Differences between the individual cylinders in spite of well-balanced cylinder
outputs are normal. Such measurements are, therefore, of only limited relevance and may
lead to wrong conclusions.

Do not change fuel rack positions or delivery data of the injection

pumps to achieve identical temperature readings! This would disturb
the balance in cylinder outputs.

Provided the injection cam position is correct, the only parameter relevant for adjusting power
output is the fuel rack position.
When operating on gas, the MACS controls the opening times of the gas valves and the
ignition point and thus the cylinder output via the ECM.

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Operator actions:
 Regularly monitor the temperatures after cylinder.
 In case of deviations determine the cause (e.g. nozzle, injection pump, exhaust valve,
gas valve, ignition fuel high-pressure pump, and ignition fuel injectors) (see chapter 7
Emergency Operation).

6.5.7 Ignition Pressure

In gas operation, the ignition pressure is monitored by the ICPM in combination with the ECM.
Differences between the individual cylinders can be balanced. For this purpose, the MACS
controls the opening times of the gas valves and the ignition point and thus the cylinder output
via the ECM.
 Maximum permissible ignition pressure (pz) see acceptance test record of the engine
documentation, section "Technical Data").

If an accumulation of water in a combustion chamber is detected

by means of the slow turn process, the plugs on the indicator holes
are used to identify the cylinder at which water has accumulated.

6.5.8 Starting Air System

The compressed air for starting the engines is to be supplied to the engines in clean and dry
condition at a pressure of up to 30 bar.
The applicable guideline is ISO 8573-1 Class 4, a temperature of about 25 °C ambient
temperature is to be assumed for the pressure dew point so that the maximum water content
may be 22 g/m3.
Operator actions:
1. Check the air pressure in the compressed air receivers.
2. Daily drain the compressed air receivers, compressed air filters, water separators,
and valves with drain devices.
3. Ensure compressed air supply to the emergency stop device.

Danger due to the failure of the emergency stop device and the
oil mist detector!
Without compressed air supply, the safety systems (emergency stop
device and oil mist detector) are disabled!
 Do not close the starting air shut-off valves during operation
(see chapter 5.7 Starting Air System)!

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7 Emergency Operation
7.1 Safety Notes

Danger in case of non-observance of warning notices!

Failure to observe the relevant warning notices when carrying out any
work on the engine creates hazards that may cause damage to
health or injuries up to death.
 Personnel should stay within the hazard area only for the
absolute minimum required for operational reasons.

Danger to life due to moving and rotating machinery parts!

Touching of moving and rotating machinery parts will lead to most
serious injuries up to death!
 Only work on a running engine with utmost attention.
 Do not come near rotating parts during operation.
 Always use personal protective equipment in the hazard area.

Risk of wrong decisions and delays in exceptional

circumstances
It is strongly recommended to read the instructions in this chapter
and to become familiar with the relevant procedures as a preventive
measure and not just when an acute emergency situation arises.

Risk of injury due to poisonous exhaust gas!

Exhaust gas escaping in the engine room may cause severe
respiratory disorder.
 Always keep the engine room well ventilated.
 The exhaust gas system must always be in good order and
able to carry off the exhaust gas into the atmosphere.
 Never remain longer in the hazard area than necessary.

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Risk of injury due to hot engine components!

Parts of the engine can become very hot during operation and cause
serious burns in case of skin contact.
 Before beginning to work, make sure that the engine compo-
nents have cooled down to a normal temperature.
 Always use personal protective equipment!

Risk of injury due to compressed air!

The engine is started with starting air (30 bar). Suddenly escaping
starting air may cause injuries, especially to the eyes. The occurring
noise may cause severe hearing damage.
 If carrying out any work on the compressed air system, make
sure to prevent any possibility of a sudden escape of com-
pressed air.
 Always use personal protective equipment.

Risk of injury for unauthorized operating personnel!

Unauthorized persons cannot assess the risks in the working area of
the engine plant.
 Keep unauthorized persons away from the working area.
 Discontinue work immediately if unauthorized persons are in
the working area.

Risk of injury due to noise!

The noise level in the working area of the engine plant may cause
severe hearing damage.
 Always use personal protective equipment in the hazard area.

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7.2 Definition
Emergency operation means engine operation under special conditions which entail technical-
ly justified operational restrictions.

Emergency operation is only possible in diesel operation.

In the event of a malfunction of any kind occurring in gas
operation, the engine changes over automatically and as quickly
as possible to diesel operation, see chapter 6.2.3.1 Changing over
from Gas Operation to Diesel Operation and chapter 4.2.6
Flushing Procedure.

Emergency operation includes:

 Manual Emergency Stop
 Electrical Emergency Start
 Mechanical Emergency Start
 Misfire operation
o Misfires
o Full Failure

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7.3 Manual Emergency Stop

Fig. 7-1 Emergency stop devices

1 "EMERGENCY STOP" button with 2 "GAS SHUTOFF" button with cover

signal lamp and cover

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7.3.1 Gas Operation

Prerequisites:
 None
Procedure:
1. Press the "GAS SHUTOFF" button with cover at the control stand (Fig. 7-1/2).

The gas supply to the engine is blocked, which results in the gas supply at the
gas valve unit being interrupted and the engine changing over to diesel opera-
tion. All chambers that come into contact with gas are flushed using an inert gas.
For details about the changeover and the inert gas flushing procedure, see chap-
ter 4.2.6 Flushing Procedure.

7.3.2 Diesel Operation

Prerequisites:
 None

Danger due to the failure of the emergency stop device and the
oil mist detector!
Without compressed air supply, the safety systems (emergency stop
device and oil mist detector) are disabled!
 Do not close the starting air shut-off valves during operation!

Procedure:
1. Press the button with cover (Fig. 7-1/1) at the control stand.

The actuator of the fuel rack control regulates the injection pumps to zero feed.
Additionally, the stop cylinders of the injection pumps are pressurized with com-
pressed air via the redundant stop air pipes and the duplex non-return valve, the
pistons of the stop cylinders push the thrust rods of the fuel rack control to zero de-
livery position also against the position of the control shaft. The lack of fuel injection
results in the engine coming to a standstill.

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7.4 Electrical Emergency Start

Fig. 7-2 Emergency start device, electrical

1 "EMERGENCY START" button with

cover

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The electrical emergency start is triggered by pressing the "EMERGENCY START" button at
the control stand and its process does not differ from a normal start.
During an electrical emergency start, certain start interlocks of the MACS are suppressed. For
information on the Modular Alarm and Control System, please refer to the separate manual.
Prerequisites:

Emergency start always takes place in diesel operation!

Procedure:
1. Press the button with cover (Fig. 7-2/1) at the control stand.

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7.5 Mechanical Emergency Start

Fig. 7-3 Emergency start device, mechanical

1 Hatch of the pump covering 2 Button for mechanical emergency start

(underneath a cover at the master starting
valve!)

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Prerequisites:

Emergency start always takes place in diesel operation!

 Power supply to the ECM of the engine is available.

Electric power can be supplied by accumulators or a current generator
(emergency diesel generator set, harbour diesel generator set).
With "Single Main" systems, power supply to the ECM is not necessary, because a
mechanical back-up governor is provided.
 Compressed air supply (min. 14 bar) is available.
 Lubricating oil supply is available,
all valves in the lubricating oil system are in operating position.
 Cooling water supply is available,
all valves in the cooling water system are in operating position.
 Fuel supply is available,
all valves in the fuel system are in operating position.
 The black-out fuel feed pump is in operation.
MDO fuel at min. 4 bar is available at the engine inlet.
Procedure:
1. Remove the hatch (Fig. 7-3/1) of the pump covering by loosening the star handle
screws.
2. Press the emergency start button at the master starting valve (Fig. 7-3/2).
The engine will be started with compressed air.
3. Release the emergency start button when the engine has ignited and is running up
to speed.

Do not waste the starting air supply with pointless starting

attempts!
 If the engine does not ignite within 30 seconds, the root cause
is to be identified before further starting attempts are made.

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7.6 Failure of an ICPM

In case of a failure of in In Cylinder Pressure Module (ICPM), the

engine can continue to operate with diesel only and the power
output of the engine will automatically be limited to 85 %.

In order to be able to run at full power again, a cylinder relief valve can be temporarily
installed.

Fig. 7-4 Point of installation of the cylinder relief valve

1 Point of installation of the cylinder relief 2 Point of installation of the indicator valve
valve (after removing the plug) (after removing the plug)

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Prerequisites:
 The engine has stopped.
Procedure:
1. Make sure the engine cannot be restarted.
2. Wear personal protective equipment.
3. Secure the working areas.
4. Ensure sufficient lighting and venting.
5. Remove the plug (Fig. 7-4/2).
6. Install the cylinder relief valve (from the supplied tool kit).
7. Ensure tightness of the mounting flange.
8. Put a wire jumper in place in the engine control cabinet.
Connect terminal 145 in module 8DI#42 (if applicable, in module 8DI#1) at 99018
to terminal 146 by means of wire jumper.
o At the multifunctional display of the control stand an alarm is displayed.
o Gas operation will be prevented by the gas mode interlock.
o The engine can only be operated in diesel mode with full load.

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7.7 Misfire Operation
7.7.1 Misfires

Fig. 7-5 Measures in case of misfires in diesel operation

1 Injection pump 7 Thrust rod
2 Valve cover 8 Control shaft
3 Plug (point of installation of cylinder relief 9 Control lever on the control shaft
valve)
4 Plug on the indicator hole 10 Coil spring of the control element
5 Valve cover of the adjacent cylinder unit 11 Toothed segment (linkage)
6 Compressed air supply pipe to the shut-
down cylinder

Definition:
 An individual cylinder only fires intermittently or not at all.
 Compression pressure in the affected cylinder is available.

Due to misfires, the crankshaft, the vibration damper and the

flexible coupling are particularly stressed.

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Procedure:
1. Stop the engine and allow it to cool down.
2. Use the torsional vibration analysis to check to what extent the power and speed
restrictions apply.
3. Decommission the injection pump of the affected cylinder (Fig. 7-5/1) by disman-
tling the linkage (Fig. 7-5/11) between the spring-loaded actuator (Fig. 7-5/10) and
thrust rod of the fuel control (Fig. 7-5/7) at zero delivery.
4. Dismantle the plug at the cylinder head (Fig. 7-5/4) and install the indicator valve
(tool).
5. Establish the oil drain pipe with the material available on board and install it at the
indicator valve in order to collect leaking lubricating oil.
6. Start the engine.

After engine start:

Risk of severe engine damage!

Due to the accumulation of lubricating oil in the decommissioned
combustion chamber, the cylinder head might be damaged.
 Discharge lubricating oil every hour!

7. Open the indicator valve for 1 - 2 minutes every hour so that the lubricating oil ac-
cumulated in the combustion chamber can be discharged.
Collect the lubricating oil in a suitable container.

Risk of severe coupling damage!

Partial or complete failure of a cylinder results in an increased load
of the coupling. The larger the power reduction of the affected
cylinder, the higher the load!
 Fully recommission failed cylinders as soon as possible!

8. Check the flexible coupling regularly for heating!

9. Avoid load fluctuations to prevent rapid or periodical changes to the turbocharger
speed.
10. If changes of the actuator position are occurring periodically, change the engine
operating point until the actuator position remains stable.

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7.7.2 Full Failure
Definition:
One cylinder must be decommissioned completely!

Risk of severe engine damage!

Due to the dismantling of the cylinder unit, the lubricating oil circuit
and the guide of the other media are influenced significantly.
Prior to recommissioning the engine, ensure that
 the guide of all media to the remaining cylinder units has been
established,
 all remaining connecting rods and valve drives are supplied
with lubricating oil,
 the leakage of lubricating oil at installed components has been
disabled (see work step 4).

Depending on the extent of damage and prevailing conditions,

decisions on the measures to be taken must be made in individual
cases.

Procedure:
1. Stop the engine and allow it to cool down.
2. Use the torsional vibration analysis to check to what extent the power and speed
restrictions apply.
3. Remove the injection pump, connecting rod, and piston of the affected cylinder,
please refer to the relevant Job Cards.
4. Seal the lubricating oil outlet openings on the affected crank pin by means of a
metal sleeve screwed around the crank pin to such an extent that any pressure
loss in the lubricating oil supply of the other connecting rod on the affected crank
pin is prevented.
If this is not possible with the material available on board, the other connecting
rod and the piston must also be removed.
5. Reinstall the cylinder head without push-rods.
6. Start the engine.
After engine start:

7. Check the flexible coupling regularly for heating!

8. Avoid load fluctuations to prevent rapid or periodical changes to the turbocharger
speed.
9. If changes of the actuator position are occurring periodically, change the engine
operating point until the actuator position remains stable.

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8 Troubleshooting

Risk of wrong decisions and delays in exceptional

circumstances
It is strongly recommended to read the instructions in this chapter
and to become familiar with the relevant procedures as a preventive
measure and not just when an acute emergency situation arises.

This chapter describes troubleshooting for the following faults and irregularities during
operation:
 Fault due to emergency stop with
o Oil Mist Alarm
o Overspeed
o Lubricating Oil Pressure Too Low
o Lubricating Oil Temperature Too High
o Cooling Water Pressure HT, LT and Recooling Too Low
o Cooling Water Temperature HT, LT, Recooling Too High
o Exhaust Gas Temperature Upstream of the Turbocharger Too High
o Charge Air Temperature Upstream of the Engine Too High
o Control Air Pressure Too Low
 Irregularities during operation
o Misfiring in Gas Operation
o Gas pressure: Deviation from Setpoint Too High
o Gas Temperature Too High
o Engine Does Not Start Up or Does Not Start Up Securely, Diesel Operation
o Engine Reaches the Ignition Speed, But Does Not Ignite, Diesel Operation
o Engine Speed and/or Power Too Low or Unstable
o Black Exhaust Gas
o Blue Exhaust Gas
o White Exhaust Gas
o Detonation

In addition to the faults treated in this document, all further possible

faults and irregularities are described in the Troubleshooting Guide
of the engine.

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8.1 Troubleshooting Preparations

Danger of suffocation by inhaling inert gas!

After flushing inert gas may have accumulated in the crankcase,
which must be removed before opening the crankcase.
Flush the crankcase 2 minutes with inert gas.
Fresh air can be supplied as compressed air via the connection of the
fresh air flushing valve (Fig. 2-2/17).

Gas explosion may cause severe injuries!

After the end of engine operation gas may have accumulated in the
crankcase, which must be removed by flushing before opening the
crankcase.
 Flush the crankcase 2 minutes with inert gas.
Inert gas can be supplied via the connection of the inert gas
flushing valve (Fig. 2-2/17).

Risk of injury due to hot engine components!

Parts of the engine block, the turbocharger and the exhaust gas
system can become hot during operation and cause serious burns
upon skin contact.
 Before beginning to work, make sure that the engine compo-
nents have cooled down to a normal temperature.
 Always use personal protective equipment.

Prerequisites:
 The engine has stopped.
 There are alarm messages.
Procedure:
1. Make sure the engine cannot be restarted.
2. Wear personal protective equipment.
3. Secure the working areas.
4. Ensure sufficient lighting and venting.

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8.2 Troubleshooting with Automatic Emergency Stop

8.2.1 Oil Mist Alarm
Triggering sensor: 1253

Risk of explosion!
Due to an increased oil mist concentration in the crankcase, there is
a risk of the engine block exploding.
This may kill persons.
 Do not recommission the engine before the cause has been
eliminated.

For information on the oil mist detector, see chapter 3.16.1 Oil Mist Detector (Crankcase
Monitoring).
Prerequisites:
 The engine has stopped.
Procedure:
1. Make sure the engine cannot be restarted.
2. In case of a remote display, record the temperatures of the main bearings and, if
necessary, big end bearings and check them for greater deviations.
3. Allow the engine to cool down sufficiently (approx. 20 minutes) (see instructions on
the engine).
4. Check the temperature of the main bearings.
5. Check the temperature of the big end bearings.
6. Check the temperature of the camshaft bearings.
7. Carry out a visual inspection for discolouration and scoring marks at the following
components after dismantling the respective coverings:
o Main running gear
o Lower valve drive
o Camshaft vibration damper
o Timing gear train
o Crankshaft vibration damper
o Power take-offs of the crankshaft

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8. Visually inspect the oil pan and oil filters for metal chips.
9. Remove the intake silencers at the turbochargers and check the turbines for ease
of movement.
10. Apply compressed air to the combustion chambers and check them for pressure
loss.
11. Eliminate the cause of the oil mist alarm.
12. Check correct functioning of the oil mist detector (see documentation of the man-
ufacturer).
13. Check the measuring chamber(s) and, if necessary, the pipes of the oil mist detec-
tor for water.
Water and water vapour can trigger a false alarm.
14. If necessary, remove water.
15. Clean the measuring probes.
16. Sufficiently bar the engine prior to recommissioning.
17. Purge the engine prior to recommissioning.

If the error occurs again and if it is not possible to determine the

cause, contact the Caterpillar Customer Service.

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8.2.2 Overspeed
Triggering sensors: 9419.1, 9419.2

8.2.2.1 Gas Operation

Overspeeding can occur after sudden load shedding.
Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Before opening the engine, allow it to cool down sufficiently (about 20 minutes)
(see the sign on the engine).
2. Open the crankcase door.
3. Check the tightening torques of the big-end bearing bolts.
4. Check the tightening torques of the balance weight studs.
5. Check the following components for damage:
o Main running gear
o Timing gear train
o Camshafts
o Inlet and exhaust valves
o Rocker arms and push-rods
6. Check the thrust bearing in the turbocharger for damage (see manufacturer's
documentation).
7. Sufficiently bar the engine prior to recommissioning;
during this process, observe the following components:
o Main running gear
o Timing gear train
o Camshafts
o Valve drive
o Valves
8. Purge the engine prior to recommissioning.

If the fault still occurs and it is not possible to identify the cause,
contact your authorized dealer.

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8.2.2.2 Diesel Operation
Overspeeding can occur after sudden load shedding.
Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Check the compressed air supply of the shut-down device.
2. Check the function of the shut-down cylinders of all injection pumps.
3. Check the control shaft for ease of movement.
4. Check the rod for free movement.
5. Check the actuator of the control shaft.

If the fault still occurs and it is not possible to identify the cause,
contact your authorized dealer.

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8.2.3 Lubricating Oil Pressure Too Low

Triggering sensor: 1105
Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Check the connections of the lubricating oil pressure limitation valve for leaks.
2. Check correct functioning of the lubricating oil pressure limitation valve (spring
defective, orifice plate soiled?).
3. Check the oil pressure sensor.
4. Check the Lubricating oil pressure pump for wear and leaks.
5. Check the lubricating oil pumps for damage.
6. If necessary, check the function of the prelubrication pressure pump.
7. If necessary, check the overflow valve of the pumps for leaks.
8. Check the entire lubricating oil piping for leaks.
9. Check the filter for contamination.
10. If necessary, check the flushing intervals of the automatic filter.
11. Check the internal lubricating oil system of the engine for contamination and
damage.

If the fault still occurs and it is not possible to identify the cause,
contact your authorized dealer.

8.2.4 Lubricating Oil Temperature Too High

Triggering sensor: 1202
Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Check the temperature sensors.
2. Check the cooling water supply of the lubricating oil cooler.
3. Check the lubricating oil cooler for contamination.

If the fault still occurs and it is not possible to identify the cause,
contact your authorized dealer.

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8.2.5 Cooling Water Pressure HT, LT and Recooling Too Low
Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Check the pressure sensors.
2. Check correct functioning of the cooling water pumps.
3. Check correct functioning of the stand-by cooling water pumps.
4. Check the filling level of the cooling water expansion tank.
5. Vent the cooling water system of the engine.
6. Check the heat exchanger for contamination.

If the fault still occurs and it is not possible to identify the cause,
contact your authorized dealer.

8.2.6 Cooling Water Temperature HT, LT, Recooling Too High

Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Check the cooling water temperature sensors.
2. Check correct functioning of the cooling water thermostat.
3. Check correct functioning of the cooling water pumps.
4. Check correct functioning of the stand-by cooling water pumps.
5. Check the internal cooling water system for leaks.
6. Vent the cooling water system of the engine.
7. Check the heat exchanger for contamination.

If the fault still occurs and it is not possible to identify the cause,
contact your authorized dealer.

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8.2.7 Exhaust Gas Temperature Upstream of the Turbocharger

Too High
Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Compare the engine operating data with the acceptance test record.
2. Check the turbocharger for contamination and free passage.
3. Check the injection pumps.
4. Check the fuel injectors.
5. Check the control times.
6. Check the combustion chambers for leaks.
7. Check correct functioning of the charge air pressure control valve.
8. Start the engine.
After engine start:
9. Check the differential pressure of the charge air cooler.
If necessary, clean the charge air cooler.
10. Check the exhaust gas resistance (downstream of the turbocharger).
11. Check the load parameters of the engine.

If the fault still occurs and it is not possible to identify the cause,
contact your authorized dealer.

8.2.8 Charge Air Temperature Upstream of the Engine Too High

Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Compare the engine operating data with the acceptance test record.
2. Check the air ducts in the charge air cooler for dirt and clogging.
3. Check the temperature sensor.
4. Check the HT and LT cooling water inlet temperature.
5. Check the intake air temperature.

If the fault still occurs and it is not possible to identify the cause,
contact your authorized dealer.

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8.2.9 Control Air Pressure Too Low
Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Check the supply with starting air pressure.
2. Check the internal starting air system for leaks and contamination.
3. Check correct functioning of the pressure reducer unit / pressure reducing valve,
see manufacturer's documentation of the pressure reducer unit.
4. Check correct functioning of the pressure sensor.

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8.3 Troubleshooting with Irregularities

8.3.1 Misfiring in Gas Operation
Triggering sensors: Cylinder pressure sensors of the ICPM
Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Check the cylinder pressure sensor.

Risk of injury due to hot engine components!

The exhaust gas system becomes very hot during operation and will
cause severe burns in case of skin contact.
 Before beginning to work, make sure that the engine compo-
nents have cooled down to a normal temperature.
 Always use personal protective equipment.

2. Check the ignition fuel injection system.

3. Check the GAV.
4. Check the gas supply.

If the fault still occurs and it is not possible to identify the cause,
contact your authorized dealer.

8.3.2 Gas pressure: Deviation from Setpoint Too High

Triggering sensor: 45103, 45104
Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Check the sensor.
2. Check the EP converter in the gas valve unit.
3. Check the gas system for leaks.

If the fault still occurs and it is not possible to identify the cause,
contact your authorized dealer.

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8.3.3 Gas Temperature Too High
Triggering sensor: 45201
Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Check the sensor.
2. Check whether the gas quality meets the specifications.

If the fault still occurs and it is not possible to identify the cause,
contact your authorized dealer.

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8.3.1 Error Messages of the Ignition Fuel System

8.3.1.1 External Ignition Fuel Module
Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Check the power supply on plant side.
2. If necessary, replace the filter.
3. Drain the water separator.
4. If necessary, eliminate any leaks.
5. Check the pump pressures.
6. Check the switching points of all switches via the existing test connections.
7. Drain the fuel collecting pan via connection point C134 into a suitable container,
normally via the waste oil system.
For further information on the external ignition fuel system, see the operating instructions
for the ignition fuel module.

8.3.1.2 Internal Ignition Fuel System

Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Check the high-pressure pump.
2. Check the high-pressure pipes.
3. Check the connecting blocks.
4. Check the jumper pipes for leaks.
5. Check the injectors.

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8.3.2 Engine Does Not Start Up or Does Not Start Up Securely,
Diesel Operation
Procedure:
1. Check the supply of operating media to the engine,
see chapter 5 Commissioning.
2. Check the temperatures of cooling water and lubricating.
o Make sure the temperatures reach the values specified in
chapter 5 Commissioning.
3. Check the condition of the injection pumps and the fuel injectors.
4. Check the compression of the cylinders.
5. Check the starting air pressure.
o Make sure the starting air pressure is at least 14 bar.
6. Check the starting air system of the engine for leaks.
7. Check the starting air valves in the cylinder heads.
8. Check the master starting valve.

8.3.3 Engine Reaches the Ignition Speed, But Does Not Ignite,
Diesel Operation
Procedure:
See chapter 8.3.2 Engine Does Not Start Up or Does Not Start Up Securely, Diesel Operation
, steps 1 - 8.
1. Check the fuel pressure upstream of the engine.
o If necessary, repair the circulating pump.
2. Check the differential pressure of the duplex fuel filter.
o If necessary, clean it, see engine documentation, section "Maintenance".
3. Check the lubricating oil pressure switch.

During the starting process, the lubricating oil pressure switch

measures whether the lubricating oil pressure has achieved the
required operating pressure when reaching the ignition speed.
If the lubricating oil pressure switch is misadjusted or defective,
injection is not released and the starting process is terminated.

4. Check the actuator of the fuel control.

o Make sure the actuator moves to fuel position.
If the actuator does not move to the fuel position:
5. Check the level of the storage tank of the actuator hydraulics.
o If necessary, fill the storage tank with hydraulic oil.
6. Check the compressed air supply to the actuator.
7. Check the electrical operation of the actuator, refer to the manufacturer's docu-
mentation.
8. Check the power transmission to all the components of the control shaft.
9. Check the fuel setting at all the injection pumps.

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8.3.4 Engine Speed and/or Power Too Low or Unstable

8.3.4.1 Gas Operation
Triggering sensors: Cylinder pressure sensors of the ICPM
Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Check the cylinder pressure sensor.

Risk of injury due to hot engine components!

The exhaust gas system becomes very hot during operation and will
cause severe burns in case of skin contact.
 Before beginning to work, make sure that the engine compo-
nents have cooled down to a normal temperature.
 Always use personal protective equipment.

2. Check the ignition fuel injection system.

3. Check the GAV.
4. Check the gas supply.

If the fault still occurs and it is not possible to identify the cause,
contact your authorized dealer.

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8.3.4.2 Diesel Operation
Procedure:
1. See chapter 8.3.3 Engine Reaches the Ignition Speed, But Does Not Ignite, Diesel
Operation , steps 2 - 9.
2. Check correct functioning of the turbocharger.
o If necessary, clean the turbocharger on the turbine side, refer to the "Daily
Maintenance" schedule.
o If necessary, replace/repair the turbocharger.
3. Check the differential pressure of the charge air cooler.
o If necessary, clean the charge air cooler.
4. Check the fuel quality.
5. Check the percentage of water in the fuel.
o If necessary, check separation.
6. Check the constant pressure valves in the injection pumps, refer to the
manufacturer's documentation.
7. Check the setting of the actuator of the fuel control and starting fuel limiter
8. Check the pump elements of the injection pumps for wear.
o If necessary, replace/repair the injection pumps.
9. Check the injection nozzles and nozzle needles for wear.
o If necessary, replace the injection nozzle element.
10. Check the intake silencer for contamination.
o If necessary, clean the intake silencer.

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8.3.5 Exhaust Gas Turbidity

8.3.5.1 Black Exhaust Gas
The main cause of black exhaust gas is the combustion of too much fuel.
Procedure:
1. Determine the cause:
o Fuel injector opening pressure too low
o Coked injection nozzles
o Nozzle needle stuck
o Injection nozzle defective
o Charge air pressure too low, see chapter 8.3.4 Engine Speed and/or Power
Too Low or Unstable, steps 2 and 3
2. Check the exhaust gas resistance.
o Check the exhaust gas duct for free passage.
3. Check the engine speed.
o If necessary, reduce the engine load.
4. Check the engine power output.
o If the engine output is too low, increase the engine load.

8.3.5.2 Blue Exhaust Gas

The main cause of blue exhaust gas is oil in the cylinder's combustion chamber.
Procedure:
1. Check the oil control rings.
o Repair defective oil control rings, refer to the engine documentation,
section "Maintenance", Job Card A5.05.02.07.01.nn, Job Card
A5.05.01.05.01.nn.
2. Check the compression rings.
o Repair seized compression rings, refer to the engine documentation,
section "Maintenance", Job Card A5.05.02.07.01.nn.
3. Check cylinder liners for wear, roughness and ovality.
o Refer to the engine documentation, section "Maintenance", Job Card
A5.05.03.03.01.nn.
4. Check the valve guide and sealing.
o Refer to the engine documentation, section "Maintenance", Job Card
A5.05.01.05.01.nn.

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8.3.5.3 White Exhaust Gas
The main cause of white exhaust gas is water in the cylinder's combustion chamber.
Procedure:
1. Check the engine operating temperature.
o If necessary, run the engine to temperature, see chapter 6.3.3 Running the
Preheated Engine to Temperature (Load Increase)
o Check the percentage of water in the fuel.
o If necessary, check separation.
o Drain the charge air duct.
2. Check the cylinder heads for leaks.
3. If necessary, replace water-cooled valve seat inserts, refer to the engine docu-
mentation, section "Maintenance", Job Card A5.05.01.08.02.nn.
o If necessary, replace the cracked cylinder head.

8.3.6 Detonation
Triggering sensors: Cylinder pressure sensors of the ICPM
Prerequisites:
 The engine has stopped.
 The engine has been secured against restarting.
Procedure:
1. Check whether the fuel grade meets the specifications.
2. Check the calibration of charge air pressure and gas pressure sensors.
3. Check the charge air temperature.
If necessary, check the charge air cooler, see chapter 8.2.8 Charge Air Tempera-
ture Upstream of the Engine Too High
4. Check the HT and LT cooling water temperatures.

If the fault still occurs and it is not possible to identify the cause,
contact your authorized dealer.

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8.4 Measures after Troubleshooting

Prerequisites:
 All the identified fault causes have been eliminated.
Procedure:
1. Reset fault messages.
2. Check correct functioning of the safety devices.
3. Commission the engine, see chapter 5 Commissioning.
4. Start the engine.
After engine start:
5. Make sure all the system components are functioning correctly.
6. Compare the operating parameters with the acceptance test record.

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9 Storage and Preservation
9.1 Safety Notes

Property damage due to low temperatures.

Low temperatures may cause property damage on the engine.
 The concentration level of the anti-freeze agent is to be chosen
in such a way that sufficient freeze protection is ensured.

The engine's coat of paint may be affected when preserving the

engine.
 Only use washing agents that are suitable for the purpose.
 Follow the instructions of the manufacturer regarding applica-
tion, safety and disposal.

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9.2 Storage in Case of Risk of Frost

Even when the engine is taken out of service for a short period (without warming device), it is
required, in areas where temperatures below freezing point may occur, to use a commercial
anti-freeze agent with anti-corrosion effect (see engine documentation, section "Operating
Media", paragraph "Cooling Water").
If the engine is decommissioned for a longer period and there is a risk of frost, the operating
instructions, chapter 9.4 Light Preservation and chapter 9.5 Heavy-Duty Preservation must be
observed.
For storage of packing pieces, the operating instructions, chapter 10.3.6 Storage of Packing
Pieces, must be observed.

Property damage due to low temperatures.

Low temperatures may cause property damage on the engine.
 The concentration level of the anti-freeze agent is to be chosen
in such a way that sufficient freeze protection is ensured.

Prior to use, enquire the exact range of application of the corrosion preventative from the
manufacturer of the corrosion preventative.

Contrary to anti-corrosion oil emulsions, the chemical corrosion

preventatives used in the cooling water can be mixed well with
commercial anti-freeze agents.

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9.3 Preservation
9.3.1 General
In case of downtimes in excess of 4 weeks the engine must be preserved. The extent of these
measures depends on climatic conditions and duration of storage.
Durability and effectiveness of a preservation are determined by the following factors:
 Implemented preservation measures,
 Implemented packaging,
 Maximum storage period.

Only careful implementation and adjustment of the preservation

measures ensures a sufficient protection of the engine and the
accessories.
For storage of packing pieces the operating instructions, chapter
10.3.6 Storage of Packing Pieces, must be observed.

The climatic conditions of the storage location or location of use as well as the intended period
of storage determine the kind and scope of the measures for light or heavy-duty preserva-
tion.

Risk of injury!
For preservation some components must be disassembled and
afterwards reassembled.
This involves a considerable risk of injury.
 The disassembly and reassembly work may only be carried out
or supervised by professionals specifically trained on the en-
gine.

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9.3.2 Packaging/Storage
The measures for storage and packaging depend on storage period and location.
Light preservation (see chapter 9.4 Light Preservation) provides sufficient protection for
storage and placement in a well vented machine room/hall and for transportation on road
under Central European climatic conditions.
For storage in the open, the engine has to be protected against atmospheric influences with
water-resistant tarpaulin or tear-resistant plastic film.
The tarpaulin or plastic film must be protected against mechanical damage.
Sufficient ventilation below the cover has to be ensured. In Central Europe, tarpaulin and
preservation are to be checked every 4 weeks.
In case of worse climatic conditions than in Central Europe, the measures of a heavy-duty
preservation (see chapter 9.5 Heavy-Duty Preservation) are to be carried out and the engine
as well as the accessories/tools below the tarpaulin are to be checked every 2 weeks.
Any damage that is found has to be repaired immediately, already existing corrosion is to be
removed and the preservation is to be renewed.
In case of risk of frost immediately ensure adequate freeze protection (see engine documen-
tation, section "Operating Media", paragraph "Lubricating Oil" or "Cooling Water".

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9.4 Light Preservation
Light preservation is carried out for a shutdown of the engine with subsequent storage of up to
2 months in Central European areas.
Light preservation is also suitable for carriage by road within Central Europe.

9.4.1 Inside Preservation of the Engine

Required tools, preservation, cleaning, and auxiliary materials:
 Spraying gun, injection pipe, brush, rag
 Sprayable, non-drying preservation oil (e.g. Aral Konit SAE 30)
 Corrosion preventative, viscous, adhesive, drying (e.g. Valvoline Tectyl 506)
 Anti-corrosion oil (e.g. Rust Ban 310)
 Anti-freeze agent (e.g. Glysantin)
 Solvent-free washing or cleaning agent

The engine's coat of paint may be affected when preserving the

engine.
 Only use washing agents that are suitable for the purpose.
 Follow the instructions of the manufacturer regarding applica-
tion, safety and disposal.

The preservation measures for the individual engine parts must be carried out according to
the following sequence of operations:

9.4.1.1 Fuel System

1. Clean the duplex fuel filter, see engine documentation, section "Maintenance",
Job Card A5.05.07.12.01.nn.
2. Prepare a mixture of MDO and anticorrosion oil at a ratio of 1:1.
The amount of fuel B (ltr) is to be prepared for 15 - 20 minutes.
The running time depends on the engine type and can be determined approximate-
ly with the following formula:

rated power (kW)

This requires a separate vessel with a corresponding shut-off valve to

be incorporated into the fuel system.

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3. Operate the warmed-up engine with the fuel/anticorrosion oil mixture at 75 % of

nominal speed and low load.
4. If an engine that is part of a multi-engine plant is taken out of service, run the en-
gine until the fuel system is empty.
5. If an engine that is part of a multi-engine plant is taken out of service, firmly seal
each connection point with a blank flange or a sheet metal cover.

9.4.1.2 Lubricating Oil System

1. Clean the safety strainer (see engine documentation, section "Maintenance",
Job Card A5.05.08.04.03.
2. Only drain the lubricating oil if the engine is part of a multi-engine plant and taken
out of service.
3. If the engine is part of a multi-engine plant and taken out of service, firmly seal
each connection point with a blank flange or a sheet metal cover.

The lubricating oil remains in the circuit if the values required for
engine operation (see engine documentation, section "Operating
Media", paragraph "Lubricating Oil") are kept.
 Recommendation: Pump fresh lubricating oil through the lubri-
cating oil circuit of the engine until clean oil leaks out at the last
camshaft bearing.

9.4.1.3 Cooling Water System

 Cool the engine down to 30 °C and drain the cooling water.

The cooling water chambers are protected by the corrosion

preventatives used in the cooling water
(see engine documentation, section "Operating Media",
paragraph "Cooling Water").

9.4.1.4 Main Running Gear, Camshaft, Valve and Pump Drive

 Spray the components with preservation oil.

Take particular care to make sure that all areas of crankshaft,

camshaft, connecting rods, and gear wheels are reached.

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9.4.1.5 Crankcase, Charge Air Duct
1. Open the charge air duct.
2. Spray with preservation oil from the inside.
3. Close the charge air duct again.

9.4.1.6 Upper Valve Drive

1. Loosen and remove the valve cover.
2. Clean the contact surface of the valve cover.
3. Spray the superstructural parts of the cylinder head with preservation oil.
4. Put on the valve cover and tighten it.

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9.4.2 Outside Preservation

1. Clean all bare metal, unpainted parts of the engine.

The engine's coat of paint may be affected when preserving the

engine.
 Only use washing agents that are suitable for the purpose.
 Follow the instructions of the manufacturer regarding applica-
tion, safety and disposal.

2. Allow the cleaned parts to dry.

3. Coat the cleaned parts with drying corrosion preventative.

9.5 Heavy-Duty Preservation

Heavy-duty preservation has to be carried out when the engine is to be put out of service for
more than 2 months, but not longer than 1 year and stored in Central European areas.
These measures also apply for transportation on board (under deck) of seagoing ships into
international areas.

Preservation measures, particularly for subtropical or tropical areas,

have to be coordinated with Caterpillar Motoren GmbH & Co. KG
depending on destination/storage location and the intended storage
period.

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9.5.1 Heavy-Duty Preservation of the Engine
Heavy-duty preservation has to be carried out when the engine is to be put out of service for
more than 2 months, but not longer than 1 year and stored in Central European areas.
These measures also apply for transportation on board (under deck) of seagoing ships into
international areas.

Preservation measures, particularly for subtropical or tropical areas,

have to be coordinated with Caterpillar Motoren GmbH & Co. KG
depending on destination/storage location and the intended storage
period.

9.5.1.1 Combustion Chamber and Cylinder Liner

1. Screw out the plugs for indicator valves.
2. Bar the first cylinder unit to BDC in direction of rotation of the engine until the ex-
haust valves are open.
3. Blow preservation oil with spray gun and injection pipe through the indicator hole
into the combustion chamber.
4. Continue to bar the engine up to TDC in direction of rotation until the inlet valves
are open.
5. Spray the inlet valves with preservation oil.
6. Repeat this procedure on each cylinder unit.
7. Screw in the plugs.

9.5.1.2 Actuator of the Fuel Control (Mechanical-Hydraulic)

1. Fill the actuator up to the brim with actuator oil according to the documentation of
the manufacturer (see engine documentation, section "External Documenta-
tion").
2. Apply non-drying preservation grease to the pinions behind the actuator dial.

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9.5.1.3 Starting Air System, Starting Air Filter, Starting Air Distributor
1. Remove the blank flange from the starting air distributing pipe.
2. Remove the drain plug from the master starting valve as well as the banjo bolts of
the control air pipes on the starting air valves of all cylinders.
3. Spray preservation oil through the distributing pipe. While spraying, open the start-
ing air valves several times by means of a mandrel inserted through the control air
bores.
Preservation oil must leak out of the control apertures.
4. Remount banjo bolts, drain plug, and flange.
5. Remove banjo bolt of the starting air system.
6. Inject preservation oil.
7. Close the banjo bolt again.

9.5.1.4 Turbocharger
If the engine as part of a multi-engine plant is taken out of service:
1. Blank off the exhaust gas flange with cap and gasket.
2. Wrap the air filter with polyethylene foil and glue so as to be air-tight.
3. Protect the foil against damage due to shocks (if necessary by means of a slatted
frame).

Observe the documentation of the manufacturer (see engine

documentation, section "External Documentation").
If necessary, carry out further preservation measures according to
the instructions of the manufacturer.

9.5.1.5 Outside Preservation

1. Close the crankcase ventilation with protective plugs so as to be air-tight.
2. Clean all bare metal, unpainted parts of the engine.

The engine's coat of paint may be affected when preserving the

engine.
 Only use washing agents that are suitable for the purpose.
 Follow the instructions of the manufacturer regarding applica-
tion, safety and disposal.

3. Coat the cleaned parts with drying corrosion preventative.

4. After drying apply a second coat of corrosion preventative to ensure sufficient coat
thickness.

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9.6 Preservation of Loose Parts and Tools
1. Thoroughly clean small parts.
2. If necessary, cover threads, holes, grooves and similar with self-adhesive alumini-
um foil.
3. Then seal the small parts in an immersion bath with thermoplastic.
Do not use the immersion bath procedure for bigger and more intricate parts, in-
stead coat the bare metal parts of these with drying corrosion preventative and
pack them in oil paper.
4. Package loose parts and tools in a wooden box lined with bituminized felt. Make
sure all parts are secured in the box.
5. Cover the opening of the box with plastic foil prior to putting on the top cover.

Loose parts and tools may be subject to corrosive attack during

storage!
The aforesaid packaging is sufficient for sea transportation (below
deck) and storage of up to 6 months.
 In the event of longer storage (up to max. 1 year), shrink-wrap
all non-immersed loose parts!

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9.7 Depreservation
Required Cleaning Agents and Auxiliary Materials
 Fresh turbine or hydraulic oil (see engine documentation, section "Operating Me-
dia", paragraph "Lubricating Oil")
 Solvent-free washing or cleaning agent

The engine's coat of paint may be affected when depreserving

the engine.
 Only use washing agents that are suitable for the purpose.
 Follow the instructions of the manufacturer regarding applica-
tion, safety and disposal.

9.7.1 Depreservation Measures

The following measures are to be implemented after a light or heavy-duty preservation:

9.7.1.1 General Work

Restore the engine to operational condition depending on the preservation measures that
were taken:
1. Remove any protective plugs, covers, blank flanges or other seals/foils.
2. Remove existing transport locking devices.
3. If the engine was disconnected, reconnect it to the overall system.

9.7.1.2 Fuel System

The fuel system does not require any depreservation measures, even if the piping system is
still filled with the mixture used for the light preservation run.
The engine can be restarted with the mixture that has remained in the system.

9.7.1.3 Lubricating Oil System

The lubricating oil system does not require any depreservation measures.
If the lubricating oil was drained, refill with the required grade (see engine documentation,
section "Operating Media", paragraph "Lubricating Oil").

9.7.1.4 Cooling Water System

1. Visually inspect the cooling water chambers; if necessary, use a borescope.
2. Flush the cooling water chambers with fresh water.
3. In case of a changeover from anti-corrosion emulsion to a chemical corrosion pre-
ventative, flush the entire system with an alkaline cleaning solution (see engine
documentation, section "Operating Media", paragraph "Cooling Water").

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9.7.1.5 Actuator of the Fuel Control (Mechanical-Hydraulic)
1. Lower the oil level in the actuator to the specified level.
2. Actuator dial:
Remove any excess anti-corrosion grease from the pinions behind the actuator di-
al.

9.7.1.6 Turbocharger
If required by the manufacturer, clean the turbocharger or preserved parts according to the
instructions of the manufacturer.

9.7.1.7 Outside Depreservation

 Remove corrosion preventative completely from all coated, bare metal engine parts.

The engine's coat of paint may be affected when depreserving

the engine.
 Only use washing agents that are suitable for the purpose.
 Follow the instructions of the manufacturer regarding applica-
tion, safety and disposal.

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10 Transportation and Packaging

10.1 Safety Notes

Danger of death due to suspended load!

When lifting a load there is danger of death due to parts that may fall
down or swing in an uncontrolled manner.
 Never stand under a suspended load.
 Observe the specifications regarding the provided lifting points.
 Do not sling to projecting machinery parts or eyes of fitted
components.
 Ensure perfect fit of the slings.
 Only use approved hoists and slings of sufficient capacity.
 Do not use ropes and belts that are superficially cracked or
abraded.
 Do not attach ropes and belts to sharp edges and corners, do
not knot and twist them.
 Only transport the engine in the installation position.
 Only use the handling devices specified by the manufacturer.
 Observe the operating instructions of the handling device.

10.2 Transport Inspection

In case of non-observance of the following instructions for damage

cases the insurer may not be liable for damages any more.

Procedure in case of transport damage that is visible on the outside:

 Check the delivery for completeness and possible transport damage immediately upon
receipt.
 In case there is a possibility that a hidden damage may have occurred, acknowledge
receipt only under reservation (e.g. on the shipping document) indicating the suspected
damage.

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 If the goods are in containers, make sure that containers and locks or seals are
checked by representatives of the shipowners or the carrier. If a container was dam-
aged or locks and seals were broken, are missing or do not correspond to the shipping
documents, acknowledge receipt only under reservation indicating the suspected dam-
age.
 Keep any damaged or wrong locks and seals in custody.
 Secure any claims against third parties. Shipowners, other carriers, forwarders, stock
keepers, customs and port authorities
o are to be asked to carry out a joint damage inspection
o are to be asked to certify the damage
o are to be held liable in writing.
 Describe the damage in detail:
o In case of damage visible on the outside this has to take place before
acceptance of the goods.
o In case of damage that is not visible on the outside this has to occur
immediately upon discovery.
 Ascertain and keep the time limits for claims.

Each defect has to be claimed as soon as it has been identified.

Claims for damages can only be raised within the applicable time
limits.
 Take action to mitigate the damage that has occurred and prevent further damage.
 Immediately consult the average adjustor indicated in the insurance documentation.
 Do not alter the condition of the consignment before arrival of the average adjustor
unless to the extent required for mitigating and avoiding further damage.
 The average adjustor ascertains the damage and provides advice on how to secure
claims for damages against third parties and actions to mitigate the damage.
 Immediately notify the claim to the insurer and, in order to accelerate the claim settle-
ment, provide him with complete damage documentation (at the latest before expiry of
possible preclusion and/or limitation periods for claims against third parties).

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10.3 Handling during Transportation

10.3.1 Centre of Gravity and Engine Lifting Points
The individual engine may only be lifted by means of the handling device supplied by
Caterpillar Motoren GmbH & Co. KG. The handling device is included in the scope of supply
and remains with the customer.
For stationary plants (engine with coupling and generator on base frame) no handling devices
are supplied. They must be attached at the provided lifting points on the base frame using the
standard equipment (provided by the forwarding company).
For further information regarding appropriate use of the handling device please refer to the
operating instructions of the handling device.

For information on centre of gravity, lifting points of the individual

assemblies and components please refer to section "Maintenance".

10.3.2 Transportation of Pallets

Pallets must be secured against shifting during transportation.

10.3.2.1 Transportation of Pallets by Means of a Crane

Packing pieces fastened on pallets can be transported by means of a crane under the
following conditions:
 Crane and hoists must be designed for the weight of the packing pieces.
 The operator must be authorized to handle the crane.
Slinging:
1. Sling ropes, belts or multi-point tackles to the pallet according to instructions.
2. Make sure the packing pieces are not damaged by the slings. If necessary, use dif-
ferent slings.
3. Carry out the transport.

10.3.2.2 Transportation of Pallets by Means of a Fork Lift

Packing pieces fastened on pallets can be transported by means of a fork lift under the
following conditions:
 The fork lift must be designed for the weight of the transport units.
 The driver must be authorized to drive the fork lift.
Picking up and transporting the cargo:
1. Move the fork lift so as to insert its forks between or below the stringers of the pal-
let.
2. Insert the forks so that they project on the opposite side.
3. Make sure that the pallet cannot tilt in case of eccentric centre of gravity.
4. Lift the packing piece and start the transportation.

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10.3.3 Unpacking and Loading
The individual packing pieces are packaged according to the transport conditions to be
expected. The packaging is to protect the individual components until their assembly against
transport damages, corrosion, and other damage.
Procedure:
 Protect the packaging against mechanical damage.
 Remove the packaging only shortly before assembly.

10.3.4 Disposal of Packaging Materials

Packaging materials must be disposed of according to the applicable legal provisions and
local regulations.

Environmental damage due to wrong disposal!

Packaging materials are valuable raw materials and can continue to
be used in many cases or reasonably reconditioned and re-cycled!
 Dispose of packaging materials in an environmentally compati-
ble way.
 Follow the locally applicable waste disposal regulations. If
necessary, employ a specialized waste disposal company to
dispose of packaging materials.

10.3.5 Stability Requirements

For transportation, the engine is installed on a wooden transport frame. This will prevent
damage to the oil pan during transportation. During transportation the engine is bolted to the
substructure. This ensures sufficient stability.

The engine must be put onto an even and firm ground so as to rest
on it with its entire surface!

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10.3.6 Storage of Packing Pieces

Storage conditions:
 Avoid mechanical shocks and damage.
 Storage temperature: 15 - 25 °C.
 Relative humidity: max. 60 %.
 In case of storage longer than 3 months regularly check the general condition of all
parts and the packaging. Where necessary, renew the preservation.
Packing pieces
 are not to be stored outdoors.
 are to be stored dry and dust-free,
 shall not be exposed to aggressive substances,
 are to be protected from sunlight.

On the packing pieces there may be notes on storage that exceed

the requirements outlined above. These are to be observed
accordingly.

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List of Figures:
Fig. 1-1 Personal protective equipment ................................................................. 1–25
Fig. 1-2 Media guide – fuels and sensors at the engine ......................................... 1–40
Fig. 2-1 Dual fuel engine VM 46 DF, overview of the driving end, cylinders B1 - B82–46
Fig. 2-2 Engine VM 46 DF, overview of the driving end, cylinders A1 - A8 ............ 2–47
Fig. 2-3 Engine VM 46 DF, free end, connection points, cylinders A1 - A8 ............ 2–48
Fig. 2-4 Engine VM 46 DF, overview of the free end, cylinders B1 - B8 ................. 2–49
Fig. 2-5 Engine VM 46 DF, top view ...................................................................... 2–50
Fig. 3-1 Engine block, driving end .......................................................................... 3–52
Fig. 3-2 Engine block, free end.............................................................................. 3–54
Fig. 3-3 Cylinder liner in the cooling collar ............................................................. 3–56
Fig. 3-4 Piston with piston pin................................................................................ 3–58
Fig. 3-5 Connecting rod with small end, big end bearing, and fresh oil guide ........ 3–60
Fig. 3-6 Crankshaft with details ............................................................................. 3–62
Fig. 3-7 Crankshaft with camshaft, camshaft drive and valve drive ........................ 3–64
Fig. 3-8 FCT drive ................................................................................................. 3–66
Fig. 3-9 Cylinder head, overall view with connections............................................ 3–68
Fig. 3-10 Cylinder head, top view ............................................................................. 3–70
Fig. 3-11 Cylinder head, bottom view ....................................................................... 3–72
Fig. 3-12 Cylinder head, cross section of the inlet duct............................................. 3–74
Fig. 3-13 Cooling of fuel injector and ignition fuel injector ......................................... 3–76
Fig. 3-14 Cylinder head, cross section of the exhaust duct....................................... 3–78
Fig. 3-15 Gas valve unit ........................................................................................... 3–80
Fig. 3-16 Gas piping and flushing piping .................................................................. 3–82
Fig. 3-17 Gas supply pipe, cross section of the gas piping, gas valve and inlet duct 3–84
Fig. 3-18 Ignition fuel module ................................................................................... 3–86
Fig. 3-19 Ignition fuel system.................................................................................... 3–88
Fig. 3-20 Injector for ignition fuel .............................................................................. 3–90
Fig. 3-21 Main injection system: Media guide with connection points ....................... 3–92
Fig. 3-22 Main injection system: Injection pump with drive, fuel injector ................... 3–94
Fig. 3-23 Main injection nozzle and corresponding nozzle needle ............................ 3–96
Fig. 3-24 Control of the engine ................................................................................. 3–98
Fig. 3-25 Internal lubricating oil system .................................................................. 3–100
Fig. 3-26 Cooling water system, overview .............................................................. 3–102
Fig. 3-27 Charging system with turbocharger, charge air cooler ............................. 3–104
Fig. 3-28 Turbocharging group ............................................................................... 3–106
Fig. 3-29 Compressor side of the turbocharger with washing unit .......................... 3–108

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Fig. 3-30 Drainage of the charge air ducts ............................................................. 3–110

Fig. 3-31 Exhaust gas system overview ................................................................. 3–112
Fig. 3-32 Exhaust tube flushing module (example) ................................................. 3–114
Fig. 3-33 Compressed air system with starting air control ...................................... 3–116
Fig. 3-34 Barring device ......................................................................................... 3–118
Fig. 3-35 Control stand........................................................................................... 3–120
Fig. 3-36 Emergency stop button and emergency start button................................ 3–122
Fig. 3-37 Double-walled space of the gas conveying pipes .................................... 3–126
Fig. 3-38 Ventilation module................................................................................... 3–128
Fig. 3-39 Black out fuel feed module (optional equipment) ..................................... 3–130
Fig. 4-1 External fuel system (schematic diagram) .............................................. 4–132
Fig. 4-2 Internal fuel system (schematic diagram) ............................................... 4–134
Fig. 4-3 Functional schema ................................................................................. 4–136
Fig. 4-4 External gas system (schematic diagram) .............................................. 4–140
Fig. 4-5 Components of the gas valve unit (GVU) ............................................... 4–142
Fig. 4-6 Flushing procedure ................................................................................ 4–148
Fig. 4-7 Ventilation module.................................................................................. 4–150
Fig. 4-8 Lubricating oil system (schematic diagram) ............................................ 4–152
Fig. 4-9 Cooling water system (schematic diagram) ............................................ 4–154
Fig. 4-10 External exhaust tube flushing module (schematic diagram) ................... 4–158
Fig. 4-11 External starting air system (schematic diagram) .................................... 4–160
Fig. 6-1 Control stand .......................................................................................... 6–177
Abb. 6-2 Engine Start Behaviour in Gas Operation ................................................ 6–181
Abb. 6-3 Engine Start Behaviour in Diesel Operation ............................................ 6–182
Abb. 6-4 Loading in Gas Operation by Load Ramp................................................ 6–184
Abb. 6-5 Loading in Gas Operation by Load Steps ................................................ 6–184
Abb. 6-6 Loading in Gas Operation by Load Ramp after Start in Diesel Mode ....... 6–185
Abb. 6-7 Loading in Gas Operation by Load Steps after Start in Diesel Mode ....... 6–185
Fig. 6-8 Loading in diesel operation .................................................................... 6–186
Abb. 6-9 Loading in Diesel Operation by Load Steps ............................................. 6–187
Fig. 6-10 Load rates in emergency operation ........................................................ 6–188
Fig. 6-11 Compressor side of the turbocharger with washing unit ......................... 6–203
Fig. 7-1 Emergency stop devices ........................................................................ 7–210
Fig. 7-2 Emergency start device, electrical .......................................................... 7–212
Fig. 7-3 Emergency start device, mechanical ...................................................... 7–214
Fig. 7-4 Point of installation of the cylinder relief valve ........................................ 7–216
Fig. 7-5 Measures in case of misfires in diesel operation .................................... 7–218

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