Quantum System MCRS Marine Engines ... - … CONFIDENTIAL Page 5 1. Introduction This product guide serves as a guide for installation of the QSK series marine engines equipped with

Quantum System MCRS Marine Engines Project Guide

CUMMINS CONFIDENTIAL Page 2

*DISCLAIMER* The Project guide is intended to give an overview of the engine from a system level. The topics described in the Table of Contents will be covered. Each topic includes a system and function overview, followed by installation challenges, where applicable to support installation. This document provides detail on each of the major subsystems. Cummins cannot accept any responsibility or liability for any omissions or errors. Cummins products are under continuous development, all information provided in this document is subject to change without notice – consult the following Cummins website for most recent data: http://marine.cummins.com/ If further information is required, consult your local distributor or the nearest Cummins Marine Regional Office. Cummins reserves the right to modify or amend the data at any time. No part of this document may be copied without prior permission from Cummins.


Contents

1. Introduction .............................................................................................................................. 5

2. Engine Application ................................................................................................................... 6

3. Fuel Consumption .................................................................................................................. 11

4. Time Before Overhaul (TBO) ................................................................................................. 13

5. Emissions ............................................................................................................................... 15

6. Product Certification ............................................................................................................... 17

7. Quantum Series Electronic Product Line ............................................................................... 22

8. QSK MCRS Engine Design Overview ................................................................................... 23

9. QSK MCRS Fuel System ....................................................................................................... 35

10. QSK MCRS Cooling System .............................................................................................. 53

11. QSK MCRS Starting System.............................................................................................. 80

12. QSK MCRS Exhaust System ............................................................................................. 90

13. QSK MCRS Mounting System ......................................................................................... 104

14. QSK MCRS Accessory Drive and PTO ......................................................................... 1155

15. QSK MCRS Lube System .............................................................................................. 1244

16. QSK MCRS Air Intake System and Engine Room Ventilation ......................................... 132

17. QSK MCRS Control, Gauges & Alarms ........................................................................... 154

18. QSK MCRS Electronic Controls and Engine Protection ................................................ 1666

19. QSK MCRS Installation Technical Publications and Tools ............................................ 1933

20. QSK MCRS Sea Trial Procedures ................................................................................... 196


About Cummins Cummins Inc., a global power leader, is a corporation of complementary business units that design, manufacture, distribute and service engines and related technologies, including fuel systems, controls, air handling, filtration, emission solutions and electrical power generation systems. Headquartered in Columbus, Indiana (USA), Cummins serves customers in approximately 190 countries and territories through a network of more than 500 Company-owned and independent distributor locations and approximately 5,200 dealer locations. Cummins Distribution Worldwide, over 500 Cummins distributors provide new equipment sales including engines and gensets, and aftermarket sales and service support. Our local presence guarantees a face-to-face relationship wherever our products are operating, ensuring our customers have fast access to reliable service, engineering expertise and parts support. Cummins Distribution Europe Cummins has strong distribution in Europe. It’s wholly owned pan-European distribution business serves 16 countries from a network of 34 Service Centres and a fleet of over 250 field-based service technicians and engineers delivering local support through rapid response. Cummins Marine Cummins offers a complete line of propulsion, generating sets and auxiliary power solutions designed specifically for commercial marine applications in all marine markets, including:

Dredging Fisheries Government Inland Waterways Merchant Offshore Passenger / Ferry Tugs and Workboats Yachting

Cummins specialist expertise in the commercial marine marketplace ensures customers have access to a complete range of essential commercial marine products including marine filtration hardware, exhaust systems and control panels. In addition Cummins provides its customers with engineering, project management and commissioning support through its strategically located global service network.


1. Introduction This product guide serves as a guide for installation of the QSK series marine engines equipped with the Modular Common Rail System (MCRS). These include the QSK19, QSK38, QSK50, and QSK60 propulsion and auxiliary engines. This manual is intended as a guide for the proper installation of Cummins marine diesel engines which are used in commercial applications. The manual is divided into sections which cover Cummins Inc. installation requirements and recommendations for QSK MCRS engine system. All the requirements specified in this document are highlighted in bold text and must be met on any installation in order to obtain Cummins' concurrence to that installation. Failure to meet the installation requirements may result in poor performance, shorter engine life, higher maintenance costs or engine failure. Installations that do not comply with Cummins requirements may also be excluded from Warranty consideration. The purpose of the recommendations is to help the engine installer meet the requirements of a particular system. The recommendations are intended as an aid and their use is strictly optional so long as all of the installation requirements are met. If you have any questions concerning these requirements or anticipate any problems meeting any of the requirements, contact a Cummins Marine Application Engineer at your local Cummins distributor. This manual is applicable to the following engine families:

Engine Model Configuration Displacement Aspiration

QSK19 MCRS In-line 6 cylinder 19 L (1150 in3) Turbocharged/Aftercooled QSK38 MCRS V-12 38 L (2300 in3) Turbocharged/Aftercooled QSK50 MCRS V-16 50 L (3068 in3) Turbocharged/Aftercooled QSK60 MCRS V-16 60.2 L (3672 in3) Turbocharged/Aftercooled


2. Engine Application

Marine Installation Requirements

The engine must be used in accordance with the application guidelines for that particular rating.

Engines must achieve or exceed rated speed at full throttle under any steady state operating condition; except engines in variable displacement boats, which must achieve no less than 100 rpm below rated at full throttle during a dead push or bollard pull.

Proper application of your Cummins marine engine is important to assure that the engine gives you the reliability and durability it was designed for. The engine must be used in accordance with the application guidelines for that

particular rating.

Cummins develops its marine engines to meet demanding customer expectations for performance, reliability and durability. In order for the engine to perform as it is intended, it must be used in accordance with Cummins' published marine ratings guidelines. It is important to choose the proper engine rating to provide the optimum performance in a given application. Listed below are the Cummins marine ratings guidelines. Continuous Duty (CON) This power rating is intended for continuous use in applications requiring uninterrupted service at full power. This rating is the ISO 15550 Standard Power Rating. Heavy Duty (HD) This power rating is intended for continuous use in variable load applications where full power is limited to eight hours out of every ten hours of operation. Also, reduced power operations must be at or below 200 rpm of the maximum rated rpm. This is an ISO 15550 Fuel Stop Power Rating and is for applications that operate 5,000 hours per year or less. Medium Continuous Duty (MCD) This power rating is intended for continuous use in variable load applications where full power is limited to six hours out of every twelve hours of operation. Also, reduced power operations must be at or below 200 rpm of the maximum rated rpm. This is an ISO 15550 Fuel Stop Power Rating and is for applications that operate less than 3,000 hours per year. Intermittent Duty (INT) This power rating is intended for intermittent use in variable load applications where full power is limited to two hours out of every eight hours of operation. Also, reduced power operations must be at or below 200 rpm of the maximum rated rpm. This is an ISO 15550 Fuel Stop Power Rating and is for applications that operate less than 1,500 hours per year.


Government Service (GS) This power rating is intended for use in variable load applications where full power is limited to one hour out of every eight hours of operation. Also, reduced power operations must be at or below cruise speed; cruise speed is dependent on the engine rated speed. This rating is for applications operating less than 500 hours per year. Prime Power (Fixed Speed Auxiliary Only) Engines with this rating are available for an unlimited number of hours per year in variable load applications. Variable load is not to exceed a 70 percent average of the rated power during any operating period of 250 hours. Total operating time at 100 percent Prime Power shall not exceed 500 hours per year. A 10 percent overload capability is available for a period of one hour within a twelve hour period of operation. Total operating time at the 10 percent overload power shall not exceed 25 hours per year. This power rating conforms to ISO 8528 guidelines. Engines must achieve or exceed rated speed at full throttle under any steady state

operating condition; except engines in variable displacement boats, which must achieve no less than 100 rpm below rated at full throttle during a dead push or bollard pull.

Another important part of proper engine application is choosing the correct marine gear ratio and propeller size. Cummins develops its marine engines around loads based on propellers that are properly sized to absorb full engine horsepower under fully loaded conditions. Therefore, the marine gear ratio and propeller size must be chosen to allow the engine to achieve rated speed under fully loaded conditions (full fuel, water, passengers and maximum equipment load). This does not apply to bollard pull conditions, in which the boat is stationary in the water at full throttle. Under these conditions, the engines must achieve no less than 100 rpm below rated rpm. Controllable Pitch Propellers If controllable pitch propellers are to be used, the maximum pitch on the propeller should be determined under fully loaded conditions. The vessel should be taken out fully loaded and the pitch slowly increased until the engines are operating at rated speed at full throttle. This is the maximum amount of pitch that should be used under any operating conditions. Engine Performance Curve Definition Full Throttle curve represents power at the crankshaft for mature, gross engine performance,

corrected in accordance with ISO 15550.


The Full Throttle Curve must not be used for propeller sizing.

Propeller Demand Curve represents approximate power demand from a typical propeller.

Prop Shaft Power Prop Shaft Power is approximately 3% less than rated crankshaft power after typical reverse/reduction gear losses and may vary depending on the type of gear or propulsion system used. Other reductions to Prop Shaft Power:

Alternator Other parasitics (Hydraulic pump, etc.) Manufacturing tolerance Ambient air temperature and pressure Type of fuel used


Propulsion vs. Auxiliary

Engine Model with "-M" Suffix

Engine Model with "-D(M)" Suffix

Cummins Name of Product Series

"Propulsion Series" "Generator Drive" or "Auxiliary"

Fuel Governor Type Variable speed control Fixed speed control (1500 or 1800 rpm)

Application (1)

(Industry name for

engine use)

Propulsion (Moves the

boat)

Main Engine(1) Diesel Electric propulsion

Controllable Pitch Propellers

Auxiliary (Does not

move the boat)

Pump Drives Bow or stern Thrusters

Generator Drive(1)

Pumps (fixed speeds)

Misapplications Never use a propulsion engine for generator drive application

Never use an auxiliary engine with fixed pitch propellers.

1) Most common use for the given product series

Propulsion ratings may be used in auxiliary applications provided the limits of the rating are

met and variable speed control is desired. Pump drives Bow or stern thrusters

Never use a propulsion engine for a generator drive

Auxiliary ratings may be used in propulsion applications, provided the limits of the rating are met & fixed speed control is desired:

Diesel electric Controllable pitch propellers

Never use an auxiliary rating with a fixed pitch propeller

Reference Conditions Rated Conditions: All Cummins ratings are based upon ISO 15550 reference conditions; air pressure of 100 kPa [29.612 in Hg], air temperature 25deg. C [77 deg. F] and 30% relative humidity. Power is in accordance with IMCI procedure. Member NMMA. Unless otherwise specified, tolerance on all values is +/-5%. Fuel Consumption is based on fuel of 35 deg. API gravity at 16 deg C [60 deg. F] having LHV of 42,780 kj/kg [18390 Btu/lb] and weighing 838.9 g/liter [7.001 lb/U.S. gal]. Refer to Section 3 for detailed explanation on Fuel Consumption. Consult the following Cummins intranet site for specific engine rating detail. http://marine.cummins.com/


Rating Definitions Rating Definitions for all Marine Products are found in the following publications:

Product Guide Curve and Datasheets Websites Page 6 of this document


3. Fuel Consumption Fuel economy depends on a combination of different factors that affect the performance of a vessel and fuel economy such as hull design (below and above water line), growth, surface texture, paint, current, temperature, wind conditions, sea state, etc. One of the most commonly asked customer questions is, “How much fuel will that engine use in my boat?” The answer often may be derived using any of the following four fuel consumption prediction methods.

Advertised fuel consumption at rated power (single point). Average fuel consumption over a standard test cycle - ISO 8178 such as E3 or D2 test

cycle. Average fuel consumption over a specific Duty Cycle. Surrogate vessel comparison.

Cummins advertises its fuel consumption values at rated power as well as ISO 8178 standards. Cummins Marine publishes these values on the performance data sheet (see example below).

3.1 Fuel Consumption at Rated Power Fuel consumption value advertised at rated speed is the most commonly used method, but it is not recommended for prediction of the actual fuel consumption for the following reasons:

1. The value advertised at rated is not representative of the customer’s fuel consumption, unless engine is run continually at full power, which usually never applies.

2. It is not directly comparable with different power ratings. 3. Engine consumes maximum fuel rate at rated power, rated power value represents a

worst case condition. Engines always consume significantly less fuel in actual operation than the rated fuel consumption.

3.2 Average Fuel Consumption over Standard Test Cycle – ISO 8178

The fuel consumption value published in the Marine Products Guide and Performance Datasheets is the average fuel consumption and rated power over standard cycles recommended by the International Standard Organization (ISO 8178 E3 standard test cycle for propulsion applications and D2 for auxiliary applications). It represents the fuel consumption for a typical marine customer, as defined by ISO. (See Table 3.1 & 3.2)


Table 3.1 - ISO 8178 E3 Standard Test Cycle*

Mode % HP % RPM Weight Factor

1 100 100 0.20 2 75 91 0.50 3 50 80 0.15 4 25 63 0.15

* For “propeller-law operated main and propeller-law operated auxiliary engine” applications

Table 3.2 - ISO 8178 D2 Standard Test Cycle

Mode % HP % RPM Weight Factor

1 100 100 0.05 2 75 100 0.25 3 50 100 0.30 4 25 100 0.30 5 10 100 0.10

*For “constant-speed auxiliary engine” applications

The ISO standard fuel consumption value is the recommended prediction of vessel fuel consumption. It is an internationally recognized standard that represents a vessel’s typical operating pattern. The fuel consumption value matches more closely with customer’s actual fuel consumption unlike the rated power consumption value. Alternatively, fuel consumption can also be measured by performing a vessel’s duty cycle analysis or comparing with a surrogate vessel. Contact your local Cummins professional for assistance with duty cycle analysis. Cummins Marine recommends:

Using ISO 8178 E3 or D2 cycle value as the first estimate of fuel consumption Analyzing the duty cycle for the most fuel sensitive applications

Note: fuel consumption calculations are based on fuel of 35° API gravity at 16°C (60°F) having an LHV of 42,780 KJ/KG (18,390 BTU/lb) when used at 29°C (85°F) and weighing 838.9 g/liter (7.001 lb/US gal) with LTA when available.


4. Time Before Overhaul (TBO) Engine life to overhaul is an important factor when determining life cycle costs and, ultimately, cost of ownership of marine engines. Customers routinely ask for time between overhaul (TBO) numbers when considering the purchase of a Cummins Marine engine. Often these numbers are used when comparing Cummins marine engines to TBO numbers of competitor's engines. Cummins Inc. has established the following total fuel consumption to overhaul values for our engines. These numbers should be representative of what customers may expect from Cummins engines.

Table 4.1 - Total Fuel Consumption to Overhaul

Engine Total Fuel Consumption to Overhaul US gallons [Liters]

QSK19 330,000 [1,249,186] QSK38 715,000 [2,706,569] QSK50 962,500 [3,643,459] QSK60 1,100,000 [4,163,953]

Using the following formula the Time Between Overhaul (TBO) for marine engines can be determined:

.

Note: the TBO number is significantly affected by the power factor entered. A reasonable estimation of the power factor must first be determined, when calculating the TBO. Power factor is defined as:

There are several methods for determining the power factor of the vessel’s engines when operated over a user defined duty cycle. The power factor can be compared to the range of power factors presented in Table 4.2 to help confirm the appropriate rating. Note: while performing the calculation, it is recommended to use higher power factor for a given range on a duty cycle considering worse case. A description of Cummins Marine power factors is presented in table below.


Table 4.2 - Cummins Marine Power Factors

Rating Description Power Factor %

Prime Power Intended for applications requiring unlimited use in variable load applications

Variable load must not exceed 70% of the rated power within any 250 hour operating period, and full power operation must not exceed 500 hours annually

One hour of operation at 110% of rated power is available (for emergency) within any twelve hours of operation, and total annual operation at 110% power must not exceed 25 hours

50 - 70

Continuous Intended for applications requiring uninterrupted & unlimited service at full power (like push boats)

70 - 90

Heavy Duty Intended for nearly continuous use in variable load applications (like crewboats)

Full power limited to 8 of every 10 hours of operation

Reduced power operation is 200 rpm at or below rated (full power) rpm

5,000 annual hours of operation

60 - 75

Medium Continuous

Intended for moderate use in variable load applications (like fishing or dinner cruise boats)

Full power limited to 6 out of every 12 hours of operation



40 - 60

Intermittent Intended for intermittent use in variable load engine applications (like patrol craft)




20 - 40

High Output Intended for infrequent use in variable load, non-commercial applications (like motor yachts)



500 annual hours of operation

10 - 30

The Time Between Overhaul numbers obtained using the above TBO formula are intended for base discussion for our customers and what they might expect from Cummins engines. However the engine life predictor discussed in this document is intended to be used as a tool to provide consistent predictions of life to overhaul for Cummins Marine engines. It does not compensate for deviations from normal usage. Therefore some field data may not correlate with the prediction. Many of our distributors have their own estimates of TBO for our engines based on field experience of engines in their area. Contact your local distributor for estimates of TBO for Cummins engine.


5. Emissions Cummins engines are designed to provide customers with the highest level of reliability, durability, safety and performance. At the same time, we are committed to meeting or exceeding clean air standards worldwide. Cummins has long been a pioneer in emissions research and development. We have invested in critical technologies to achieve current and future emissions standards and meet the needs of our customers. The emissions solutions we use today are the direct result of a technology plan that was put in place in the early 1990s. It is a plan that will carry us through 2017 and beyond. As we move closer to future regulation implementations, we will broaden this product offering and continue to leverage our extensive experience from other markets. A summary of current and near-term regulations is listed below.

International Maritime Organization (IMO)

kW HP 2011 2012 2013 2014 2015 2016 2017

> 130 > 174 Tier I Tier 2 Tier 3*

U.S. Environmental Protection Agency (EPA) - Tier 2 and Tier 3

Displacement (L/cyl) 2011 2012 2013 2014 2015 2016 2017

> 0.9 >75kW Tier 2 Tier 3 0.9 - 1.2 Tier 2 Tier 3 1.2 - 2.5 Tier 2 Tier 3 2.5 - 3.5 Tier 2 Tier 3 3.5 - 7.0 Tier 2 Tier 3

U.S. EPA - Tier 4

kW HP 2011 2012 2013 2014 2015 2016 2017

600 - 1399 805 - 1876 Tier 4 1400 - 1999 1877 - 2681 Tier 4 2000 - 3700 2682 - 4962 Tier 4

European Union (EU)

Product Applications 2011 2012 2013 2014 2015 2016 2017

Propulsion / Auxiliary EU Stage IIIA

* Exceptions may apply on certain applications


5.1 Emissions Regulations IMO – The International Maritime Organization (IMO) regulates exhaust emissions on diesel engines above 130 kW (174 HP); engines used exclusively in emergency applications are exempt. IMO Tier III applies only when operating within an Emission Control Area. An ECA may be established for NOx, SOx and particulate matter, or both. The Tier III regulation will go into effect for the North America and U.S. Caribbean Sea ECAs in 2016. EPA – The United States Environmental Protection Agency (EPA) regulates exhaust emissions from diesel engines installed on U.S. flagged / registered marine vessels. EU – The Nonroad Mobile Machinery Directive regulates exhaust emissions from marine propulsion and auxiliary engines used aboard inland waterway vessels operating in the European Community. Note: Certain ratings may not be available for sale in all areas due to emissions compliance. Other local certifications may be available.

Charts are displayed for reference purposes only. See the appropriate regulation for specific details and options related to emission standards and implementation dates.

5.2 References

Emissions Application Guide - MAB 2.06.01-3/1/2010


6. Product Certification Cummins understands the importance of classification society certification to the commercial marine industry. Therefore, Cummins obtains type approvals from major marine classification societies worldwide. Table 6.1 shows list of classification societies.

Table 6.1 - Classification Societies

Classification Society Country Birth

Bureau Veritas (BV) France 1828

Lloyds Register (LR) Great Britain 1834

American Bureau of Shipping (ABS) USA 1862

Det Norske Veritas (DNV) Norway 1864

Germanischer Lloyd (GL) Germany 1867

Nippon Kaiji Kyokai (NK) Japan 1899

China Classification Society (CCS) China 1956

Korean Register of Shipping (KR) Korea 1960

To achieve this certification, Cummins designs and builds products that comply with the strictest safety standards. In accordance with marine classification society rules, Cummins offers a full line of options such as independent safety and alarm systems, dual-skinned fuel lines and duplex filtration to meet vessel certification requirements. All Quantum Series MCRS engines are certified, type approved and available with Product Certificate, FAT (Factory Acceptance Test) certificates. Major engine components are certified. For more information on emission or marine classification society certification, please contact


your local Cummins distributor or Cummins Professional. Inquiries regarding classifications rules or notations should be made directly to the society concerned.

6.1 Engine International Air Pollution Prevention (EIAPP) Certificate

An EIAPP is an IMO certificate issued by a recognized organization on behalf of a country; this certificate identifies that the engine complies with the applicable IMO regulation. Ships (>400 gross tons) on international voyages will be required to carry an IAPP certificate. In order to receive a vessel IAPP a vessel must have an EIAPP covering each of its diesel engines (non-emergency diesel engines > 130kW). A vessel <400 gross tons that may not require an IAPP may still require an EIAPP for each of its non-emergency diesel engines >130kW. Since IMO is enforced country-by-country, following are the recommendations for US and non-US flagged vessels to demonstrate compliance.

6.1.1 United States-Flagged or Registered Vessel

For engines installed on a USA flagged or registered vessels, IMO Technical Files and EPA-issued EIAPPs can be downloaded directly from the Product Environmental Management (PEM) website – emissions.cummins.com and provide it to customer to keep aboard the vessel.

6.1.2 Non-US Vessel

For engines installed in non-US vessel, there are two approaches to compliance. 1. Compliance can be demonstrated by presenting an American Bureau of Shipping (ABS)

EIAPP/SOC and stamped IMO Technical File issued for a specific engine serial number. This approach is recommended for vessels that travel from country to country. This documentation can be ordered with the engine. Refer to section 6.2 Process to Request an (ABS) EIAPP for more detail.

2. It may be acceptable to present a copy of the IMO Technical File and Statement of Compliance (SOC) issued for the engine family – not specific to engine serial number. This approach is recommended for engines installed in vessels that operate only in domestic waters. This information can be downloaded directly from the Product Environmental Management (PEM) website – emissions.cummins.com.

In general, an EIAPP is issued for a specific engine serial number upon request; the exception to this applies to EPA-issued EIAPPs. The US EPA issues EIAPPs for an entire emissions family at the time the family is certified.


6.2 Process to Request an (ABS) EIAPP

It is important to note that an ABS EIAPP can only be issued under the following circumstances: The flagging country of the vessel has ratified IMO Annex VI ABS is recognized by the country flagging the vessel

In cases where either of the two items above is not met, ABS will issue a Statement of Compliance. A Statement of Compliance (SOC) can be issued on behalf of the flag state (country) or the manufacturer. If the flagging country has not ratified Annex VI, but ABS is authorized to issue documentation for the country, an SOC issued on behalf of the country can be issued. If ABS is not recognized by the flagging country or vessel information is not provided with the EIAPP request, ABS can issue an SOC only on behalf of the manufacturer. See Figure 6.1 for more details.

Figure 6.1 - EIAPP versus Statement of Compliance

6.2.1 Converting SOC to EIAPP Certificate

The regulation states that, in order for the vessel to receive the required IAPP certificate, all engines > 130 kW on board the vessel that are not emergency engines must have an EIAPP Certificate. The following cases are covered in this section:

1. SOC has been issued by ABS 2. SOC has been issued by LR or another IACS Society

1. EIAPP Certificate to replace SOC issued by ABS

Customer will need to provide the SOC along with the stamped Technical File to ABS and request conversion to an EIAPP Certificate. Vessel information and flag state will also be required if not listed on the SOC or if it has changed.


EIAPP certificate will be issued once ABS reviews the information and determines everything is in order

2. EIAPP Certificate to replace SOC issued by LR (or other IACS Society) Customer will need to provide the SOC (EIAPP from LR) along with the Technical File

stamped by the IACS Society to the ABS office. Vessels details and flag state information must also be included if not listed on the SOC or if it has changed.

ABS will survey the vessel and verify that components match the RIL in the Technical File or their acceptable replacements as recorded in the record book of engine parameters.

ABS will inspect the Technical File and inform customer if they feel additional information will be needed for future surveys.

After satisfactory completion of the survey and inspection of the documents, ABS will issue the EIAPP certificate.

Contact your local ABS office for information about cost for converting SOC to EIAPP. Contact your local distributor if the SOC has not been issued for the engines and the owner wants an EIAPP certificate.

6.3 Definitions and Acronyms

ABS – American Bureau of Shipping is the Recognized Organization that Cummins Inc. currently uses as a certifying organization for the regulations. EIAPP – Engine International Air Pollution Prevention IACS – International Association of Classification Societies IAPP – International Air Pollution Prevention LR – Lloyd’s Register of Shipping is the Recognized Organization that Cummins Inc. previously used as a certifying organization for the regulations. RO – Recognized Organization that the Administration has selected as their representative for certification activities for the regulations. SOC – Statement of Compliance, a document issued by an Administration or RO in lieu of an EIAPP when one of the following happens:

1. The flag state was not known at the time of engine shipment 2. The flag state had not ratified the Protocol 3. Prior to the protocol entering into force


6.4 EIAPP for Replacement Engine

IMO permits like-for-like replacement of engines as long as replacement engine is identical to the engine being replaced. Cummins interpretation of an identical engine is one with the same model name, rating and emissions level. This interpretation has been reviewed by our Recognized Organization ABS. When replacing an engine with an identical engine, it is imperative that specific details of the replaced engine be captured such as,

Engine Serial Number Model Name Rating

This information must be included when requesting an EIAPP after January 1, 2011. In order for ABS to issue an EIAPP for a Tier I engine after 2011, ABS require evidence that it is only being used as an identical replacement. Figure 6.1 above also identifies that in cases where an identical replacement engine is not available, the replacement engine should meet the current IMO regulation.


7. Quantum Series Electronic Product Line

The Quantum Series product line was introduced in 2005 to meet the U.S. Environmental Protection Agency’s stringent Tier 2 emission standard. Today the product line is certified to current EPA, IMO and EU regulations and will serve as the platform for future more stringent standards.

Electronic engines offer numerous benefits, including higher power while meeting more stringent emissions and providing a more sociable operating environment. Cummins Quantum Series engines allow engine fuelling to be precisely measured and optimized, which can significantly reduce smoke when operating in transient conditions. Because fuel injection can be specifically controlled at varying loads and engine speed, fuel consumption can be optimized – not only at full power, but also at partial load conditions. Perhaps the most beneficial feature of an electronic engine is the ability to capture and interpret engine parameters specific to the vessel’s operating pattern.

QSK engines with Modular Common Rail (MCRS) fuel system Advanced functionality, options and features World class durability Proven electronics Enhanced engine protection Marine Classification Society approved

7.1 Product Offerings

Cummins offers a complete line of variable speed propulsion solutions and constant speed auxiliary power solutions designed specifically for the challenges of commercial marine applications. Refer to http://marine.cummins.com for QSK MCRS Engine Specifications and rating detail.

Figure 7.1 - QSK MCRS Propulsion Product Range

Figure 7.2 - QSK MCRS Auxiliary Product Range


8. QSK MCRS Engine Design Overview The QSK series represent newer, more technically advanced versions of the older 19, 38 and 50 liter K-series engines. They also surpass the design level of the electronically controlled tier 1 versions of the QSK19 and QSK60 engines (with HPI fuel system). The QSK MCRS engines are uniquely designed to meet more stringent emissions levels. A short list of the major design changes used to achieve emissions is listed in the table below.

Table 8.1 - Major Changes for Emissions Reduction

Design Objective Component Changes

Increase air flow to improve combustion and lower HC and PM

Larger turbochargers Larger aftercoolers with cast iron covers

Decrease intake air temperature to reduce NOx

Improved low temperature aftercooling Increased flow coolant pump

Optimize fuel injection (metering & timing) to improve combustion

MCRS fuel system Electronic control system (MCRS)

Improve in cylinder combustion efficiency Ductile iron piston with new combustion bowl geometry

The new engines were developed to improve more than just emissions. Some of the major improvements compared to the K-series are listed below, and explained in more detail throughout this document. 15-20% improvement in life to overhaul (for the same power level) Additional heavy duty ratings at 1800 RPM, as well as traditional higher speed heavy duty

ratings Increased power: Propulsion 6-10%, Auxiliary - 8-20% for Q19, 8-11% for Q38, and 4-10%

for Q50 Improved idle speed control and governor response Significantly lower noise No visible steady state smoke Little or no cold start white smoke Constant power band for propeller matching increased from 60 to 100 RPM Wet exhaust manifolds and turbos with horizontal exhaust connections Lower exhaust gas temperatures (5-20%) SOLAS compliant - surface temperatures <220 C, shielded fuel/ lube hose fittings Serviceable titanium plate heat exchangers instead of tube and shell type Single loop low temperature after-cooling on QSK19 Enhanced modular instrument panel systems - 3 micro-processor based systems offered

instead of 1 mechanical electrical system Marine society approved safety & alarm system Engine mounted gear coolers Common auxiliary and propulsion control system hardware with standard interfaces for

throttle and genset speed controllers


Electronic features - alternate 550 RPM idle, speed control, back-up throttle, EGT monitoring, enhanced engine protection, % power broadcast, fuel rate broadcast, overload protection, gear oil pressure alarm and monitoring

Optional mounting arrangements compatible with vibration isolators Optional Eliminator “Junior” lube filter on QSK19 Optional pre-lube and sump evacuation system on QSK38/50 Optional premium option “Centinel” to improve customer uptime Customisable electronic features

8.1 Engine Design Features

The basic engines characteristics are shown in Table 8.2 below, followed by a short description of the primary components and subsystems. Contact your local distributor or refer to http://marine.cummins.com for Base Engine and Performance Datasheets and Rating details.

Table 8.2 - QSK MCRS Engine Characteristics

Engine Model Configuration Bore & Stroke mm (in)

Displacement L (in3)

Rotation Aspiration

QSK 19 In-line, 6 cylinder, 4 stroke diesel

159 X 159 (6.25 X 6.25)

19 (1150) Counterclockwise facing flywheel

Turbocharged / Aftercooled

QSK 38 V-12 cylinder, 4 stroke diesel

159 X 159 (6.25 X 6.25)




159 X 159 (6.25 X 6.25)




159 X 190 (6.25 X 7.48)

60.2 (3672) Counterclockwise facing flywheel


Engine Design Robust engine block for continuous duty operation and long life. Ductile single-piece piston with nitride-coated rings and hardened cylinder

liners provide excellent durability and long life. Dual piston cooling nozzle reduces oil consumption and improves

resistance to scuffing Certification Designed to meet International Association of Classification Societies

(IACS) Compliance with SOLAS requirements for:

- Maximum surface temperature of 220OC (428OF) and shielded fuel and lube hose fittings - Electronic control system that complies with IACS E10 requirements - Double walled high pressure fuel lines with leak detection switch

Optional duplex lube and fuel filter Optional C Command Elite Plus with independent alarm and safety system Complete certified package available from the factory Refer to certification section of marine database http://marine.cummins.com/ or consult your local Cummins professional for current status of type-approval certificates.


Fuel System High pressure Modular Common Rail Fuel System On-engine and off-engine filtration system with integrated

fuel pumps Double wall fuel lines with optional fuel leak detector Improved idle stability Little or no white smoke at start-up No visible steady state smoke Multiple injections per combustion stroke Fuel pressure and temperature monitored to optimize

combustion and performance Electronically actuated injectors for advanced fueling and timing controls Injectors plumbed in series Advantages of the MCRS injector

- Closed nozzle (no static leakage or need for external shutoff valves) - No mechanical actuation and overhead adjustment maintenance - Self-diagnostics - Unlimited timing control - Variable injection patterns - Precision monitoring and speed governing (within 5 RPM) - Alternate low idle capability - Individual cylinder monitoring - Over fueling limiter

Features of the fuel filtration system: - Stage 1 filters (Sea Pro 5) available in single, dual and triple configurations with a duplex

option - Sea Pro 5 contains a fuel pump and water in fuel (WIF) sensor - Equipped with a standard fuel differential pressure measuring device to monitor pressure

differential across filters

Table 8.3 - Stage 2 Filter Options

Engine Description

QSK19 Low Mount, Left Side, SeaPro Single or Duplex

High Mount, Left Side, SeaPro Single or Duplex

Right Side, Flywheel Housing, SeaPro Single or Duplex

QSK38 Flywheel Housing, SeaPro Dual or Triplex Front Mount, SeaPro Dual or Triplex

QSK50 Flywheel Housing, SeaPro Triple or Quadplex

Front Mount, SeaPro Triple or Quadplex

QSK60 Flywheel Housing, SeaPro Triple or Quadplex

Refer to Section 9. QSK MCRS Fuel System for more detail and installation instructions.


Cooling System QSK19 Features & Benefits Single loop cooling system incorporates low temperature aftercooling (LTA) and jacket water

cooling circuits Requires only one keel cooler and one engine mounted coolant pump, resulting in reduced

installation weight, cost and time, as well as simplified repower installations Integrated gear oil cooler option Radiator fan option with fan drive Hose type or bolted flange flex connections (ANSI or DIN) Sea water sensors included for classed engines Integrated titanium plate type heat exchanger complete with engine-mounted expansion tank

- Easy to clean - Low profile - Bronze and rubber impeller seawater pump options

QSK38 & QSK50 Features & Benefits Combo pump with two external coolant loops, low temperature aftercooling (LTA) and jacket

water requires two independent keel coolers Radiator option with fan drive Multiple water filter options Sea water sensors included for classed engines Straub connections on engine for improved sealing Hose type or bolted flange flex connections (ANSI only) Optional jacket water coolant connections for gear cooler supply Left or right bank jacket water outlet connection (H-tube) to simplify installation Integrated titanium plate type heat exchanger complete with engine-mounted expansion tank

- Optimal heat exchanger size for engine model and rating - Easy to clean - Low profile

QSK60 Features & Benefits Two pump, two loop system requiring two independent keel coolers Radiator option with fan drive Sea water sensors included for classed engines Left or right bank jacket water outlet connection (H-tube) to simplify installation Hose type or bolted flange flex connections (ANSI only) Cast connections with double bead o-ring seals and back-up sleeves Integrated titanium plate type heat exchanger complete with engine-mounted expansion tank

- Easy to clean - Low profile

Refer to Section 10. QSK MCRS Cooling System for more detail and installation instructions.


Starting System Both air and electric options available Presolite electric starters Dual arrangements Turbine type air starters Engine mounted starter relays Completely wired from factory QSKV engines feature the same starters as K series products Multiple starter locations Available accessory kits Refer to Section 11. QSK MCRS Starting System for more detail and installation instructions. Exhaust System QSK19 Features & Benefits Includes a water cooled turbocharger composed of the

proven QSK19 Tier 1 (HPI) compressor and the KTA19 turbine

Utilizes the same cast water cooled exhaust manifold as the KTA19

Center mount turbo available with horizontal or vertical oriented cast elbows (installed from factory) and optional flexible bellows

Stack temperature monitoring for diagnostic capability Complies with SOLAS requirement of 220OC (428OF)

maximum surface temperatures ANSI and DIN connections

QSK38/50 Features & Benefits Dual water cooled turbos mounted at the rear of the engine

above the flywheel housing Triple wall exhaust manifolds Stack temperature sensors (left and right bank) Available with horizontal dual or vertical single exhaust

outlet connections and optional multiple length flexible bellows

Optional individual EGT sensors for cylinder health management

Easy accessibility for service Low package profile Complies with SOLAS requirement of 220OC (428OF)

maximum surface temperatures Minimal joints reduce leak potential Increased air flow capacity ANSI connections


QSK60 Features & Benefits Same design as Tier 1 New turbo with increased air flow capacity Dual exhaust vertical connections and optional flexible

bellows Exhaust stack temperature monitoring sensors (left/right

bank) Optional individual EGT sensors for cylinder health

management Complies with SOLAS requirement of 220OC (428OF)

maximum surface temperatures ANSI connections Refer to Section 12. QSK MCRS Exhaust System for more detail and installation instructions. Mounting System Four-point mounting options for use with resilient mounts available on QSK19, 38 and 50 Common bolt spacing (centerlines) between 0 and 00 flywheel housings on all products Multiple bolt spacing options on all arrangements Center post option for generator applications Front trunnion mounts are standard or available on all engines (except QSK19) Rear mounts included QSK19 mount feet can be inverted Refer to Section 13. QSK MCRS Mounting System for more detail and installation instructions. Accessory Drives

Table 8.4 - Accessory Drive Options

Engine Drive Front PTO Overrunning Clutch

Fan Drive

QSK19 SAE A & B pad Available N/A Available QSK38/50 SAE B pad Available Available (SAE #1) Available QSK60 SAE A pad Available N/A Available

Intermediate speed control for PTOs (configurable)

Table 8.5 - Belt Drive Options

Engine Description Drive Ratio

Location Rotation Capacity

QSK19 5 groove selection V ribbed

1.68 : 1 Gear cover, right side of engine

CW 10 HP @ 1800 RPM (engine)

QSK38/50 5 groove K selection V ribbed

1.68 : 1 Gear cover, right side of engine


2 x 1/2 inch V groove 1 : 1 Gear cover, left side of engine


QSK60 5 groove selection V ribbed

1.68 : 1 Gear cover, left side of engine



Refer to Section 14. QSK MCRS Accessory Drive System for more detail and installation instructions. Lube Oil System Spin-on Venturi combo filter with full flow media and bypass media in a common canister Locking and level running dipsticks Two alternatives are available to satisfy the filter requirements for Marine Classification

Society certification: 1. Duplex spin-on filters or 2. Eliminator self-cleaning filter

Table 8.6 - Duplex Filter Options

Engine Description

QSK19 Spin-on duplex filter QSK38/50 Spin-on duplex filter mounted off engine QSK60 Eliminator

Table 8.7 - Spin-on Filter Options

Engine Description

QSK19 2 spin-on filters located on left bank 2 spin-on filters located on right bank

QSK38 3 spin-on filters located on left bank 3 spin-on filters located on right bank

QSK50 4 spin-on filters located on right bank 4 spin-on filters located on left bank 3 spin-on filters located on right bank*

QSK60 4 spin-on filters located on right bank * This option is restricted for Emergency genset applications with dual electric starter and single air starter options

Lube Oil System - Eliminator

The Eliminator is a combination self-cleaning stacked disk filter and centrifuge housed in a single engine mounted assembly

Lowers the cost of operation by: - Eliminating the recurring cost and maintenance of

spin-on filters - Reducing downtime for filter changes - Eliminating disposal cost of used filter elements - Improving filtration and reducing component wear

which can extend overhaul periods - Extending oil change intervals when used concurrently

with oil sampling and Centinel

Satisfies Marine Classification Society requirements for duplex filters (except Lloyd’s

Register, which only approves for multi-engine vessels) The QSK19 version fits within the space of standard spin-on lube filters The QSK38, 50 and 60 feature the same Eliminator design as the KV engines


Lube Oil System – Centinel Continuous oil burn (disposal) of

working engine oil in an amount proportional to the engine’s burned fuel.

Centinel is controlled by the ECM and comes installed as a factory option.

The integrated factory system provides the following benefits: - Eliminates or extends oil

change intervals by automatically draining used oil to the fuel tank and replacing it with clean oil.

- Reduces downtime and the cost of oil change service - Reduces the risk of engine damage due to poor oil change maintenance practice

Note: Centinel does not affect compliance to marine emission regulations

Oil Pan Options Shallow pan options for low profile engine rooms Connections for pumping out used oil Certain pans meet angularity limits for Classification Societies.

Table 8.8 - Oil Pan Options

Engine Description

QSK19 16-gallon shallow sump full length

19-gallon deep rear sump

QSK38 30-gallon center sump

44-gallon rear sump Class-Approved

QSK50 40-gallon rear sump

54-gallon center sump Class-Approved

QSK60 69-gallon deep center sump

69-gallon full length Class-Approved

100-gallon full length

Pre-Lube Options

Available for the QSK38/50/60 engines Options for the use of a pre-lube system to generate oil pressure before engine start Complete with marine type hoses and fittings Pump-out capability with control valve and interlock switch (QSK38 and QSK50 only) Electrically integrated into on-engine wiring harness and C Command panel system Emergency override switch Engine mounted Refer to Section 15. QSK MCRS Lube System for more detail and installation instructions.


Air System Following are the changes to the air intake system in QSK MCRS engines relative to K series. Design contributes greatly to emissions reductions needed for Tier 2 certification Combustion air flow increased by 15-20% by using larger turbochargers Cast iron aftercooler covers on the QSK38 and 50 for improved tolerance to higher

compressor outlet temperatures Aftercooler temperatures reduced by about 20% to a maximum of 600C (1400F) by using low

temperature aftercooling (LTA) Air filter features:

- Engine mounted filter options - Replaceable paper elements - Protective metal housing - Integral restriction indicator specifies optimal change interval - No air cleaner option for customer-supplied - Common filters between the QSK38 and 50 - All filters available from Cummins Filtration

Table 8.9 - Air Cleaner Options

Engine Description

QSK19 1 cylinder air filter canister (remote or engine mounted) QSK38/50 2 cylinder air filter canisters (remote or engine mounted) QSK60 4 cylinder air filter canisters (remote or engine mounted)

Refer to Section 16. QSK MCRS Air Intake System for more detail and installation instructions. Control Gauges and Alarms C Command is a fully digital, modular control, gauge and alarm system. Building on common components, three system versions with progressively increasing features are available. No special tools are required for installation, set-up or operation. C Command Basic System Simple and robust Durable, proven hardware Most cost-effective solution for basic monitoring Provides vessel operator with information at a glance SAE J1939 communication only C Command Elite Premium System SAE J1939, Ethernet, Modbus and CAN Open communication protocols Microprocessor controlled panel system Full color TFT displays Capable of integrating six vessels supplied inputs (two temperature, two pressure and two

switch) Digital access to all ECM engine data Detailed engine information in remote areas with increased troubleshooting capability Enhanced performance data logging – easily interfaces with ship’s monitoring system 500 event downloadable memory on the Elite and Elite Plus systems


C Command Elite Plus Type-Approved System Meets Marine Society requirements for class approval Includes modules for Safety and Alarm system requirements Additional vessel supplied inputs available Additional alarm inputs available to satisfy Marine Classification Society requirements

Refer to Section 17. QSK MCRS Controls, Gauges and Alarms for more detail and installation instructions.

Electrical System DC electrical system and all on-engine components have isolated ground Multiple ECMs used on QSKV engines provide increased processing capabilities 24 V battery power to the engine 24 volt alternator; 12-24 V converter Base-level harness used to connect all base engine sensors; connectors mounted in easily

accessible area Premium harnesses build upon base harness with the addition of connections required for

individual EGT sensors and mounting studs to support addition of Type Approved wiring harness

Type Approved harness constructed from high performance wire and includes additional sensors for Safety and Alarm & Monitoring systems

Wiring harnesses are tested to IACS E10 standards, contain water tight shrouded connectors and are securely attached to the engine

Wiring for Marine Classification Society applications features fire resistant, low smoke, low noxious fumes type wires called Type 44

Extruded aluminum harness protects engine wiring (QSK38/50/60 only) All vessel interfaces and electrical connections contained in one NEMA-rated Customer

Interface Box (CIB) Electrical circuit breaker switches, readily accessible inside the CIB, replace the more difficult

to find fuses used on the K-series instrument panel systems On-engine fuses and electrical connectors secured on an easy to locate bracket Remote instrument panels use digital communication such that they require fewer electrical

wires compared to the K-series remote panels

Electronic Controls Standard Features Constant Power Band Percent Power Adjustable High Speed Governor Water in Fuel Sensor J1939 Datalink Speed Bias Frequency/Gain Adjust Idle/Rated Switch Droop Adjust Enhanced Engine Protection


Optional Features Gear Oil Pressure Electronic Throttle Remote Throttle Alternate Low Idle Intermediate Speed Control Shutdown Override Switch Individual EGT Monitoring Refer to Section 18. QSK MCRS Electronic Controls and Engine Protection for more detail and installation instructions. INSITETM Electronic Service Tool

INSITE™ is a PC-based software application that provides quick

and easy access to performance information Provides fault description and history with step-by-step

diagnostics and includes built-in engine drawings and schematic diagrams

Allows vessel operators to quickly and easily adjust or enable operating parameters including intermediate speed control, high speed governor, speed bias, frequency adjust, idle/rated and engine protection shutdown*

Tracks long term fuel consumption and graphically displays 40 hour history

Provides an overall engine operating map to allow the vessel operator to make adjustments for optimal performance based on fuel consumption

Provides engine protection witness test interface* * Requires Lite version Refer to Section 18.8 Overview of INSITETM Electronic Service Tool Features for more detail of features & benefits.


8.2 Engine Weight and Dimensions The QSK engines dimensions are similar to the Cummins mechanical K-Series engines, the installation drawings can be downloaded from http://marine.cummins.com or can be requested from your local distributor.

Table 8.10 below shows general dimensions of QSK MCRS engines; refer to installation drawing for detailed dimension information.

Table 8.10 - QSK MCRS Weight and Dimensions

Engine Model

Dimensions Weight kg (lb) L1

mm (in) L2

mm (in) L3

mm (in) H1

mm (in) H2

mm (in) W1

mm (in) W2

mm (in)

QSK 19 1504 (59) 2007 (79) 2236 (88) 1880 (74) 1733 (68) 963 (38) 1088 (43) 2189 (4825)

QSK 38 1547 (61) 2688 (106) 3033 (119) 2102 (83) 2099 (82) 1705 (67) 1651 (65) 4640 (10230)

QSK 50 2045 (81) 3186 (125) 3515 (138) 2090 (82) 2099 (82) 1705 (67) 1651 (65) 6615 (14584)

QSK 60 2051 (81) 3290 (130) 3595 (142) 2415.3 (95.09) 2415 (95) 1757 (69) 2415.3 (95.09) 8754 (19300)

Where: L1: Length of the Block W1: Overall Width – Heat Exchanger L2: Overall Length – Keel Cooled W2: Overall Width – Keel Cooled L3: Overall Length – Heat Exchanger Cooled FFOB: Front Face of the Block H1: Overall Height – Heat Exchanger Cooled RFOB: Rear Face of the Block H2: Overall Height – Keel Cooled CL: Crankshaft Centre Line Note: dimensions and weight may vary based on selected engine configuration. Please consult your local distributor for more detail.


9. QSK MCRS Fuel System This section provides a description of the fuel system features and requirements of the QSK Series 19, 38, 50 & 60 engines with MCRS fuel system to support installation. Along with requirements highlighted in this document, the Commercial Marine Installation Review Bulletin #4081838 should also be referred for complete list of fuel system requirements. For easy reference, the instructions have been broken down into sections.

Section Chapter Page No

9.1 MCRS System Overview and Function 36

9.1.1 Advantages of the MCRS Fuel System 36

9.2 Fuel Quality 37

9.3 Summary of Installation Requirements 38

9.3.1 Stage 0 Filters and Fuel Water Separators 39

9.3.2 Centrifuge 39

9.3.3 Centrifuge Installation Considerations 40

9.3.4 Stage 1 Filters 41

9.3.5 Fuel Priming Pump 45

9.3.6 Water in Fuel Sensor (WIF) 45

9.3.7 Differential Pressure Pop-up Indicator 45

9.3.8 Stage 1 Filters Installation Considerations 46

9.3.9 Duplex Stage 1 Filters 47

9.3.10 Stage 2 Filters 48

9.3.11 Priming the Fuel System 49

9.3.12 Other Installation Recommendations 49

9.3.13 Fuel Line Plumbing 51

9.4 Service Accessibility 52

9.5 References 52


The QSK 19, 38, 50, & 60 marine engines are equipped with a High Pressure Modular Common Rail Fuel system referred to as MCRS. The fuel system function is identical on all QSK engines. The only differences are the number of fuel filters, the number of injectors, and the size of the fuel pump.

9.1 MCRS System Overview and Function High pressure common rail fuel systems require high standards of fuel cleanliness. The fuel system component tolerances are relatively tight and they operate at extreme pressures and temperatures. Consequently, Cummins MCRS products have adopted a three level filtration scheme (Stage 0, Stage 1 and Stage 2). The quality of fuel that comes out of a filter is greatly dependent on the quality of fuel entering. Staged fuel filtration is used to ensure that the cleanest possible fuel enters the engine. Stage 0 filters contain 10 micron elements, Stage 1 contains 7 micron elements and Stage 2 contains dual pass 3 micron elements. Note: this multi-staged filtration must be achieved without exceeding the maximum inlet restriction at the gerotor pump on the rear of the high pressure pump. This restriction value is specified on the General Engine Datasheet. The diagram in Figure 9.1 outlines the flow of the MCRS fuel system as installed on the QSK19. The flow diagram shown can be used for the 38, 50, & 60 engines, with the addition of a larger high pressure pump. On all of the QSKV engines there are two high pressure fuel lines off of the high pressure pump that feed each bank. Although each bank is independent, the injectors on a bank are still plumbed in series. The MCRS fuel system uses an electric priming pump (lift pump) during startup to draw fuel from the stage 0 filter, pass it through the stage 1 fuel filter, and feed the inlet to the mechanically driven gear pump, called the gerotor. After the engine starts, the lift pump is shut off and bypassed so that the gear pump (gerotor) draws fuel directly from the tank through the Stage 0 and Stage 1 filters. The lift pump is integrated into the Stage 1 fuel filter and is controlled and powered by the engine ECM. The gerotor is mounted to the rear of the high pressure pump and supplies approximately 5-7 bar (100 psi) of fuel pressure through the Stage 2 filter and into the high pressure pump. The high pressure pump pressurizes the fuel to the desired injection pressure. The Inlet Metering Valve (IMV) controls the fuel pressure as dictated by the software calibration and delivers it to the fuel injectors via the double walled fuel lines. Pressure at the outlet of the pump is nominally 1600 bar (23,000 psi) at rated speed.

9.1.1 Advantages of the MCRS Fuel System Lower emission and improved fuel economy levels

• Electronically controlled timing and duration of injection • Multiple injection events • Individual cylinder control

Closed nozzle – no static leakage or need for external shutoff valves Over fuelling limiter


9.2 Fuel Quality

The use of a high pressure common rail fuel system comes with strict requirements for fuel quality and fuel filtration. The effectiveness of an engines fuel filtration system is greatly affected by the quality of fuel provided. Failure to provide the proper quality fuel to a QSK MCRS engine will have a direct impact on reducing injector life. Cummins Service Bulletin #3379001 Fuels for Cummins Engines outlines the new fuel supply requirements. The information contained in this document should be discussed early in the integration stages of vessel production to ensure that the fuel system design will not impact engine durability. Please contact your local distributor for more detail on type of Fuels.

Figure 9.1: MCRS Fuel System Schematic


9.3 Summary of Installation Requirements This section outlines Fuel System installation requirements to assist with the challenges associated with designing satisfactory fuel system. Marine fuel system installations must comply with these requirements. A primary fuel filter and water separator with a 10 micron rating and a drain valve must

be installed between the engine and the fuel tank The engine must be installed with the fuel filters supplied with the engine. No

aftermarket filters can be used to replace Cummins supplied filters. Non-Cummins hoses and fittings connected to the engine must comply with SAE

J1942/J1527. A water in fuel (WIF) sensor must be installed with each primary fuel water separator

and have alarm annunciation at the operator station. Do not pre-fill the Stage 2 engine filters with fuel. Always install these filters dry so that

fuel passes through the Stage 1 filters prior to entering the Stage 2 filters. The maximum restriction at the inlet of the fuel pump must not exceed the value

specified on the Engine General Data Sheet. The fuel return line must be routed at least 12” (0.3 m) from the supply line. It must be

routed to the top of the tank for engines with MCRS fuel systems. The maximum return line restriction is 20 inHg.

The supply line must be routed to prevent pressure surges and must be free from

vertical loops. The fuel tanks must be equipped with a vent, and this vent must also be designed to

prevent contamination. The fuel piping used between the engine and shipboard piping must have a flexible

section to allow for relative movement of the engine and hull. Fuel lines must be routed away from heat sources. A shut-off valve must be installed on the supply line. The fuel system must not contain any zinc, zinc plated, or galvanized components. Teflon tape must not be used on any fittings or threaded connections in the fuel

system.


The fuel system must deliver an adequate supply of clean fuel that is free of air and water to the engine. Fuel is drawn from the fuel tanks, through a fuel/water separator and fuel filters, and into the fuel pump. The fuel is also used to lubricate and cool many fuel system components.

9.3.1 Stage 0 Filters and Fuel Water Separators A primary fuel filter and water separator with a 10 micron rating and a drain valve must

be installed between the engine and the fuel tank Cummins specifies a three level filtering setup for all MCRS engine installations. Stage 0, Stage 1 and Stage 2. The primary Stage 0 filter (the first filter module after the tank) is usually mounted off-engine and is typically customer supplied. The primary filter uses a relatively coarse media with a larger capacity compared to the secondary filter, and includes a water separator. Primary filtration of the fuel supply with a customer-supplied 10-micron filter will extend the life of the secondary Cummins-supplied filter, without adding excessive inlet restriction to the system. All of the fuel pumps used on the engines is fuel lubricated. Water in the fuel will decrease the lubrication in the pump and possibly cause a failure of the pump. Injectors are also fuel lubricated and can also fail as a result of water in the fuel. Therefore, it is necessary to remove any water from the fuel before it reaches the fuel pump by using a fuel/water separator. Fuel/water separators that are available from Cummins Engine Company are recommended as shown at the right. If another fuel/water separator is to be used, it must be sized for the engine's fuel supply flow rate. This information is available on the engine performance data sheet. Table 9.1 below details the maximum fuel supply flow rates for QSK MCRS engines that can be used in sizing stage 0 filters. Refer to datasheets for the actual flow rates associated with each individual rating.

Table 9.1 - Maximum Engine Fuel Supply Flow

Model GPH [liter]

QSK 19 100 [379] QSK 38 153 [579] QSK 50 206 [780] QSK 60 264 [999]

9.3.2 Centrifuge

Stage 0 filtration can also be achieved by a vessel centrifuge instead of a traditional element type filter. The benefit of a centrifuge is that one centrifuge can be used to filter fuel for all the engines in a vessel. This becomes an attractive, cost effective option on larger vessels with multiple engines. Alfa Laval and Westphalia centrifuges are the most common. Figure 9.2 shows the smallest version designed for 300 gal/hr fuel flow.


Figure 9.2 - Alfa Laval Fuel Centrifuge Model

There are two methods that can be applied with the use of a centrifuge. The first is a parallel application. The centrifuge is plumbed in parallel with main fuel supply to the engines. This is typically employed by larger vessels. The centrifuge will run at all times, filtering the fuel in the main tanks of the vessel. A cartridge type Stage 0 filter system is often used in conjunction with the centrifuge in this method. The second method is a series application, also known as full flow. In this method, the centrifuge is plumbed in series with the main fuel supply to the engine. The Stage 0 filter is the centrifuge and must be sized to accommodate the maximum fuel flow to the engine. This method is typically employed by smaller vessels. Please refer to the Fuel Systems Layout in Figure 9.4 below for the recommended method to install this type of filter application.

9.3.3 Centrifuge Installation Considerations When using a centrifuge it is essential that the vessel fuel delivery system is plumbed such that clean fuel is always available. This is primarily achieved by the use of day tanks. The centrifuge acts as a transfer pump from the available storage tanks around the vessel. When using a centrifuge it is best that they run constantly to ensure the cleanest fuel possible. If a centrifuge is used and is plumbed correctly into the vessel fuel system, the use of Stage 0 element type filters may not require. Following figures represent possible vessel fuel delivery systems layout. One is for using standard elements and the other is for vessels with centrifuge systems. These are simple recommendations; it is boat builder responsibility to make sure the vessel fuel delivery system is designed properly for a particular application and engine selection.


Figure 9.3 - MCRS Fuel System Layout Using Elements as Stage Zero Filters

Figure 9.4 - MCRS Fuel System Layout Using a Centrifuge as Stage Zero Filters

9.3.4 Stage 1 Filters The engine must be installed with the fuel filters supplied with the engine. No

aftermarket filters can be used to replace Cummins supplied filters. All Cummins MCRS engines are supplied with Stage 1 filters and must be mounted off the engine by customer. These filters are designed for Cummins engines and provide the protection necessary for the fuel pump and injectors. They are arranged in single, dual and triple


configurations, depending on engine fuel flow requirements. (See Figures 9.5, 9.6 and 9.7) This is done by simply adding canister units to the filter assembly.

Figure 9.5 - Single Sea Pro 5 for QSK19 Tier II

Figure 9.6 - Dual Sea Pro 5 for the QSK 38


Figure 9.7 -: Triple Sea Pro 5 for the QSK 50/60

Customer fittings are supplied on all the Sea Pro models and all are the same size regardless of model. They are #12, 37o flare JIC fittings. The filters also contain at least (2) 14mm ports for external measurements or devices. Non-Cummins hoses and fittings connected to the engine must comply with SAE

J1942/J1527 All fuel hoses must meet the flame resistance, burst pressure limits and other requirements of SAE J1942/J1527. Note: type approved applications may have requirements on hoses that are more stringent than SAE J1942. The Sea Pro 5 fuel filter is more than just a filter. Sea Pro 5 filters may also contain the following additional features:

Fuel Priming Pump - 24 volt Water in Fuel sensor (WIF) Differential Pressure Pop-up Indicator Filter Shutoff Valves

An example of a Sea Pro 5 assembly which depicts the location of these features is shown in Figure 9.8 - Sea Pro 5 Features.


Depending on which type of Stage 1 filter assembly is selected, a different set of features will be available. A description of which filter assemblies contain which features is shown in Table 9.2: Stage 1 Fuel Filter Feature Description.

Figure 9.8 - Sea Pro 5 Features

Table 9.2 - Stage 1 Fuel Filter Feature Description

Feature Single Dual Triple Duplex Triplex Quadplex

(Unit 1) Quadplex

(Unit 2) Priming Pump ● ● ● ● ● ● DP Indicator ● ● ● ● ● ● WIF ● ● ● Dual WIF ● ● ● “Y”- Harness ● ● ● Shutoff Valves ● ● ● ●


9.3.5 Fuel Priming Pump When control panel key switch is turned on, the fuel priming pump will run automatically to pressurize the on-engine filters and gerotor pump. It will run for a period of 2 minutes or until an accumulator pressure of 200 bar (2900 psi) is achieved at the fuel rail pressure sensor. The priming pump will then turn off and be bypassed. The pump will not turn on again until the key switch is cycled. The engine can be started at any time during this process. The priming pump is able to pull fuel 11 feet vertically through a 1” pipe in flooded conditions. If the lift pump is allowed to run dry it will only be able to pull less than 33.9 kPa (10 in. Hg). The lift pump is arranged after the Stage 1 filters. A check valve is included in the priming pump bypass line to prevent backflow when the lift pump is running. The priming pump is intended to prime the gerotor and Stage 2 filters only. Other means must be used to prime the Stage 0 and Stage 1 filters.

9.3.6 Water in Fuel Sensor (WIF) A water in fuel (WIF) sensor must be installed with each primary fuel water separator

and have alarm annunciation at the operator station. The filter also contains a standard stainless steel WIF sensor that is mounted in the lower portion of the filter. This sensor is connected to the engines ECM and continually monitors for water in the fuel. If water is detected an alarm will appear on the vessels panel system. Water can be drained using a valve located on the bottom of each canister. When an alarm is reached the engine should be shut down immediately and the water drained from the system. Small amounts of water in the fuel system can lead to severe damage to the fuel pump and injectors. The WIF and Priming pump must be connected via the included harness that is connected directly to the ECM. The priming pump and WIF sensor are controlled and powered via the ECM so no external power connections are required. The harness length is 10 ft and this harness cannot be lengthened. The Stage 1 filters need to be mounted within 10 ft of the fuel inlet block on the engine.

9.3.7 Differential Pressure Pop-up Indicator Each unit is also equipped with a standard fuel differential pressure measuring device, Figure 9.9. This device monitors the pressure differential across the filters on the unit. When the differential reaches a range of 6 to 8 inHg, a pop-up indication appears alerting the operator that the Stage 1 and Stage 2 filters should be changed. It is also recommended that the Stage 0 filters be serviced or changed as well. This device is not intended to be used to extend filter change intervals; it is included to indicate premature filter clogging between standard intervals.


Figure 9.9 - Differential Pressure Pop-up Indicator

The fuel inlet and outlet is delivered from the factory on the left side of the filters when facing them in a mounted position. The clean fuel is always on the top rail and the dirty fuel is on the bottom rail. Although it is not recommended, the customer connections can be switched to the right side if required. Included with every Sea Pro 5 filter system from Cummins is an installation and operation bulletin from Cummins Filtration. This document provides detailed information on the usage of the filter system. If there are questions or issues that are not contained with this document, please refer to the Fuel Filtration section of the Cummins Filtration website.

9.3.8 Stage 1 Filters Installation Considerations The Sea Pro’s are supplied by Cummins as complete units and are to be mounted off engine. Customers will need to specify a mounting location that within 10 ft. of the fuel inlet block because of the factory supplied electronic connections to the engine. Once the filters are mounted hoses and or piping will need to be installed from the Stage 0 filter location to the Stage 1, then from the Stage 1 to the fuel inlet block on the engine. Important: surveyors require no hoses to be longer than 30”. It is important to note that fuel restriction must be taken into account when designing the fuel system. Fuel restriction will be measured at the fuel inlet block located on the engine Figure 9.10. The block contains (2) M14 X 1.5 face seal O’ ring ports.


Figure 9.10 - Fuel Inlet Connection Block Located on the engine

9.3.9 Duplex Stage 1 Filters Some marine agencies require duplex-type fuel filters on marine engines. Duplex filter arrangements provide the operator with individual filter shutoff valves. This allows isolation of a filter element during normal engine operation. Duplex fuel filtration is typically required in marine society approved vessels and applications where customers need uninterrupted engine operation. In such cases, Cummins offers an optional duplex stage 1 (Sea Pro) fuel filter arrangement. The only duplex options available are for use with the Stage 1 Sea Pro filters. To facilitate duplexing, the Sea Pro filters have been re-sized by adding an extra filter element to standard arrangement. This allows that one canister can be “turned off” at rated RPM and full fuel flow to the engine will still be achieved. Table 9.3 shows duplexing filters available with each QSK engine model.

Table 9.3 - Duplexing Filters Supplied with Engine

QSK 19 Duplex 2 Elements

QSK38 Triplex 3 Elements

QSK50 Quadplex 2 Duplex Units

QSK 60 Quadplex 2 Duplex Units

The Duplex and Triplex versions are identical to the Dual and Triple Sea Pro 5 units with the addition of individual fuel shutoff valves for each filter element and an additional WIF sensor. The Quadplex is actually two Duplex filter units assembled in parallel. One of the Duplex filters is identical to the standard Duplex unit and includes the lift pump, WIF sensors, and Differential Pressure Pop-up Indicator. The other Duplex assembly will not contain the additional equipment; it will just contain two filter elements. The two assemblies will need to be mounted next to one another and a customer supplied set of hoses installed between the upper and lower manifolds. See example quadplex installation Figure 9.11, the drawing of a Sea Pro 5 with duplexing option is shown in Figure 9.12. By simply turning the lever to the off position the filter element is turned off and can be changed.


Figure 9.11 - Duplex Sea Pro 5 Figure 9.12 - Example Quadplex Installation

These filter units will also utilize two WIF sensors instead of one, so that a WIF is always active even in the event that the canister being turned off contains a WIF sensor. The WIF sensors will be wired in parallel and will be installed into two of the canisters. The WIF sensor for dual WIF is different than the standard sensor. It has a different mating connector and requires a T-harness to connect these sensors to the ECM. WIF indication is critical to prevent damage to the MCRS injection system from water intrusion. The engine can be affected in as little as 30 seconds from the water detection alarm from the WIF. The Dual WIF sensors can also be used in non-duplex applications to provide an extra measure of protection. One WIF sensor may be installed in the Stage 1 and the other in the Stage 0 filters. This method would provide an earlier warning from the ECM upon detection of water in the Stage 0 filters. To do so, the Dual WIF sensors and the T-harness must be ordered from Cummins Filtration independently and installed by the end user. Please contact your local distributor for more detail.

9.3.10 Stage 2 Filters The Stage 2 filter assembly is factory installed. The QSK19 has 2 elements and the QSK38, 50, and 60 have 3 elements. These assemblies utilize special dual pass 3 micron elements. Aftermarket filters cannot be used. This filter assembly is located after the gerotor pump and operates at pressures of up to 100 PSI. The filter head assembly is also vibration isolated to aid in maintaining filtration efficiency. Take precautions to prevent contamination when working on the fuel system. The ideal situation is to not disturb the Stage 2 filtration during engine installation to ensure that no dirt, dust or other particles enter the fuel system. On engine fuel system components should be disassembled only when absolutely necessary. The fuel pressure and temperature sensors are also located in the filter head. A high pressure alarm warns that the pressure going into the fuel filter head is high indicating that the Stage 2 filters are clogged and should be changed. Always prime the filters with the fuel lift pump by cycling the key switch power 2 or 3 times after a filter change.


Note: when changing these filters, do not pre-fill them. Manually filling the filters will result in unfiltered fuel being supplied to the high-pressure pump and injectors. The marine societies agreed with Cummins recommendation that the stage 2 (3 micron) on engine assembly will remain as the standard (non-duplex) arrangement, for the following reasons.

Changing a stage 2 filter during operation may be hazardous because these filters are under high pressure, which cannot be easily relieved while the engine is running.

A blocked fuel system failure due to contaminated fuel will first occur in the stage 0 and

stage 1 filters. Duplex filtration for these two stages provides protection to maintain flow through the stage 2 (non-duplex) filters and allow for uninterrupted engine operation.

Consequently, there is no duplex fuel filter option available for the Stage 2 on-engine filters. The QSK19, QSK38, and QSK50 have two locations for the on engine fuel filter, whereas the QSK60 has only one location. Please consult your local distributor for more detail on fuel filter locations.

9.3.11 Priming the Fuel System Do not pre-fill the Stage 2 engine filters with fuel. Always install these filters dry so that

fuel passes through the Stage 1 filters prior to entering the Stage 2 filters. If present, head pressure allows for easy system priming by opening the vents on top of each filter. When no head pressure is present, it is best to fill the Stage 0 and Stage 1 filter elements through the top cap. Once the Stage 0 and Stage 1 filters are full of fuel, cycle the control panel power (key switch) 3 to 5 times to fill all the fuel lines and prime the system. Once the priming pump is wet, it will prime the on engine filters and fuel lines.

9.3.12 Other Installation Recommendations The maximum restriction at the inlet of the fuel pump must not exceed the value

specified on the Engine General Data Sheet. Excessive fuel inlet restriction can lead to insufficient fuel flow to the pump and injectors. This will affect fuel pump and injector life and the power output of the engine. The fuel line size required for an engine will depend on the engine flow rate, the length of the line, the number of bends and the number and type of fittings. In general, the minimum recommended supply line pipe size will be the same as the fuel inlet fitting size. However, larger line sizes may be required when several bends, valves or fittings are used in the fuel plumbing. Whatever line size is used, the fuel inlet restriction must not exceed the value specified in the Engine General Data Sheet.


The fuel return line must be routed at least 12” (0.3 m) from the supply line. It must be routed to the top of the tank for engines with MCRS fuel systems. The maximum return line restriction is 20 inHg.

On engines with MCRS fuel systems, the return fuel must be routed to the top of the tank (either the main or intermediate tank), at least 12 inches (305 mm) from the supply line. This will prevent entrained air in the return line from entering the supply line. It also minimizes the potential to stir up sediment from the bottom of the tank.

The supply line must be routed to prevent pressure surges and must be free from vertical loops.

The fuel supply and return line must be routed without loops. Any loops in the fuel plumbing will cause pressure surges in the line and result in engine speed instability. Whenever multiple engines are used, each engine should have separate fuel supply and return lines. Running two or more engines with common fuel lines can result in idle surge and speed stability problems. Pressure pulses in the return line of one engine may affect the operation of other engines that share the common return line. This can be overcome by using a common return line whose cross-sectional area is equal to the sum of the area of each of the individual return lines. The fuel tanks must be equipped with a vent, and this vent must also be designed to

prevent contamination.

The vent allows the air and gases from the return line to escape from the fuel tank. It also equalizes internal and external pressures on the tank and prevents tank bulging or collapse. The


vent line diameter should be at least 1/3 of the fill line diameter with a minimum fuel tank vent line size of 13 mm (0.5 inches). The vent line should terminate above the deck in a protected location. A gooseneck at the top is recommended to keep dirt and water from entering the fuel tank through the vent line. Fuel tanks can be made of terneplate or phosphate coated steel, aluminum or fibreglass. Galvanized or zinc plated steel tanks or piping should never be used in a diesel fuel system. All auxiliary tanks should have vents routed to a point that is above the highest possible fuel level in the main tanks. This will prevent accidental flooding of the bilges if the auxiliary tank is overfilled.

9.3.13 Fuel Line Plumbing The fuel piping used between the engine and shipboard piping must have a flexible

section to allow for relative movement of the engine and hull. Engine vibration, thermal growth of a hot engine and flexure of the hull when rolling and pitching in heavy seas could cause a rigid fuel line to crack and fail. Therefore, a section of flexible hose must be used between the engine and hull. Non-Cummins hoses and fittings connected to the engine must comply with SAE

J1942/J1527. All fuel hoses must meet the flame resistance, burst pressure limits and other requirements of SAE J1942/J1527.


The fuel system must not contain any zinc, zinc plated or galvanized components.

Rigid piping materials suitable for the fuel system are black iron, steel, stainless steel, and flexible hose. The fuel system must not contain any zinc, zinc plated or galvanized components. Copper and copper-nickel lines are not recommended as they tend to work/age harden which will lead to leaks. The fuel lines should be routed where they are protected from damage. Tubing and hoses must be supported at regular intervals to prevent failure due to excessive load and vibration. Electrical wire ties are not designed to secure fuel tubing and hoses and are not recommended for this purpose.

9.4 Service Accessibility The following is a list of Fuel System service points that should be accessible:

Primary water separating fuel filter, drain valve, and water in fuel sensor Water in Fuel (WIF) sensor Secondary, on engine fuel filter Fuel supply and return restriction test ports Any fuel shut-off or tank selection valves Any installed drains Fuel tank level sensor

9.5 References Cummins Service Bulletin 3379001 – Fuels for Cummins Engines SAE J1942 Hose and Hose Assemblies for Marine Applications Commercial Marine Installation Review Bulletin 4081838 – Fuel System pages 16-20 QUANTUM™ QSK19 Fuel System Familiarization – Bulletin# 3898180 Aftermarket Water in Fuel Indicator Installation Guide – Bulletin# 3666212 QSK Series (MCRS) Fuel Systems – MAB 0.05.00-12/07/2006 Engine Fuel System Installation – MAB 0.05.00-03/24/2004


10. QSK MCRS Cooling System This section provides a description of the Cooling System features and requirements of the QSK Series 19, 38, 50 & 60 engines to support installation design of MCRS engines. For easy reference, the instructions have been broken down into sections. Section Chapter Page No

10.1 Introduction and Overview 54


10.2.1 Installation Directions 56

10.2.1.1 Coolant Requirements 56

10.2.1.2 General Installation 58

10.2.1.3 Pressure Caps 59

10.2.1.4 Expansion Tank 60

10.2.1.5 Vent Lines 61

10.2.1.6 Make-up Lines 63

10.2.1.7 Cooling System Accessories 64

10.2.1.8 Heat Exchanger Cooling 64

10.2.1.9 Keel Cooling 67

10.2.1.10 Marine Gear Oil Coolers / Accessory Coolers 70

10.3 QSK MCRS Cooling System Description 70

10.4 QSK19 MCRS Cooling System 71

10.5 QSK38 / 50 MCRS Cooling System 73

10.6 QSK60 MCRS Cooling System 74

10.6.1 QSK60 Keel Cooling System 74

10.6.2 QSK60 Heat Exchanger Cooling System 74

10.6.3 QSK60 Radiator Cooling System 74

10.6.4 Central Cooling System Recommendations 76

10.7 Additional Options 77

10.7.1 Coolant Heaters 77

10.7.2 Gear Oil Cooler 77

10.8 Service Summary 79


10.10 References 79


10.1 Introduction and Overview Marine engine cooling systems are inherently different from those used in other applications due to environmental factors and marine regulations. Engines used in marine applications can utilize seawater as a heat sink to control engine temperature. Cummins engines must have a closed cooling system. A closed cooling system circulates chemically treated water (coolant) through the engine. QSK MCRS engines are Low Temperature Aftercooled (LTA) and use water cooled exhaust manifolds, turbos. This place more demands on cooling system. Increased airflow and lower intake manifold temperatures are required to meet emissions constraints. These factors result in more heat rejection to the coolant. Cooling system and its requirements differ depending on engine model.

10.2 Summary of Installation Requirements Coolant Requirement Marine engine coolants must contain at least a minimum of 25% antifreeze

concentration.

Marine engine coolants using less than 40% antifreeze concentration must maintain higher minimum SCA levels as prescribed in Service Bulletin No. 3666132, Section 8.

Separate cooling circuits must be used for each engine. Such that coolant is not

shared between engines. General Installation No modifications are to be made to any factory supplied cooling systems.

The cooling system must be designed and installed so that the maximum jacket water

temperature does not exceed 96ºC (205ºF) under any operating conditions.

All joints, components, piping, and connections must be leak free.

Flexible lines must be installed between the engine and shipboard piping to allow for relative motion.

All plumbing must be free from chafing points.

Customer supplied hoses and fittings connected to the engine must comply with SAE

J1942 for coolant hoses.


Pressure Caps The engine must have a closed cooling system that will maintain the system pressure

between 103 kPa and 138 kPa (15 psi and 20 psi).

The overflow line from the pressure cap must be routed to safely drain excess coolant. Expansion Tank The expansion tank volume must provide for a minimum excess coolant volume that is

equal to 20% of the engine coolant capacity listed on the Engine General Data Sheet AND 5% of the total coolant system volume.

Remote mounted expansion tanks must be mounted above the highest point in the

cooling system.

The cooling system vent lines must be routed to the top air gap section of the expansion tank.

Cooling system vent lines must be routed continuously upward, and must not be teed

together.

The system must vent during initial fill to allow filling of the total cooling system volume to 95% of its full capacity.

The cooling system must remove entrained air at engine start-up, and must

continuously remove air that enters the cooling system during normal operation. Make-up Lines The makeup line must be at least 6 times the cross-sectional area of all vent lines.

Cooling System Accessories All cooling system accessories must have a minimum pressure rating of 414 kPa (60

psi).

All cooling system accessories must be located below the top coolant level of the expansion tank.

Heat Exchanger Cooling When measured by Cummins' recommended method, the sea water inlet restriction

and discharge pressure must not exceed the value listed on the Engine General Data Sheet.


The location of the sea water pickup must be below the water line at all operating conditions.

A seacock valve must be installed before the sea water pump and strainer.

A sea water strainer/scoop with a maximum hole diameter of 1.6 mm (1/16 in.) must be

used.

Keel Cooling Keel coolers must be submerged in seawater under all operating conditions.

The cooling system must be designed and installed so that the maximum jacket water

temperature does not exceed 96ºC (205ºF) under any operating conditions.

The pressure at the water pump inlet must be greater than atmospheric when the engine is run at rated speed with a coolant temperature of 82ºC to 88ºC (180ºF to 190ºF), and the system fill cap removed.

The engine coolant pressure drop across any external coolers, measured from the

engine coolant outlet to the engine coolant inlet connections, must not exceed 34.5 kPa (5 psi).

Manufactured keel cooler specified heat rejection capacity (including loss due to

fouling) at maximum coolant flow must meet or exceed the value specified on the Engine Performance Data Sheet.

10.2.1 Installation Directions

10.2.1.1 Coolant Requirements Marine engine coolants must contain at least a minimum of 25% antifreeze

concentration.

Cummins marine engines are designed to use a coolant that is 50% water and 50% ethylene or propylene glycol antifreeze. This mixture raises the boiling point of the coolant and prevents vapor pockets from forming in the engine as well as lowering the freezing temperature. The antifreeze will also provide additional protection from cavitation and liner erosion. The antifreeze concentration may be increased to 60% ethylene/propylene glycol for operation below -37ºC (-34ºF).


Cummins marine engines are designed to use Fleetguard's "DCA" system of chemical protection and are equipped with a DCA spin-on coolant treatment filter. DCA is a formulation of supplemental coolant additives specifically designed for Cummins engines and inhibits rust formation, helps prevent cavitation and neutralizes acids in the cooling system. The precharge DCA elements that come on many engines are designed for a standard Cummins heat exchanger cooling system. Since keel cooling systems have a much larger coolant volume, an additional DCA charge must be added at initial fill. Spin-on cartridges are available with 2 to 23 units of DCA. Larger coolant volumes are treated with DCA liquid or powder. The recommended DCA precharge levels are as follows

Antifreeze Concentration DCA Level Required

40-60% ethylene/propylene glycol 3 units per gallon of cooling system volume 25-40% ethylene/propylene glycol 5 units per gallon of cooling system volume

Marine engine coolants using less than 40% antifreeze concentration must maintain

higher minimum SCA levels as prescribed in Service Bulletin No. 3666132, Section 8.

To help reduce costs of fill and maintenance of high volume cooling systems, Service Bulletin No. 3666132, Section 8, contains provisions for using reduced levels of antifreeze in marine engines. When maximum freeze protection is not required, adequate cooling system protection may be achieved with reduced antifreeze concentration and higher minimum levels of DCA as described above. For instructions on checking and maintaining the cooling system refer to your Cummins Marine Operation and Maintenance manual.

Note: Cummins requires that the water used in coolant solutions must meet the requirements in Service Bulletin 3666132-02, Section 9. Excessive levels of calcium, chloride, and sulphate can lead to cooling system scaling, corrosion, and reduced service life. Cummins recommends the use of deionized or distilled water. If deionized or distilled water is not available, the water used must be tested for suitability and must meet allowable limits for dissolved minerals and other characteristics given in Service Bulletin 3666132-02

For a copy of Service Bulletin No. 3666132, contact your local Cummins distributor or Marine Certified Application engineer.

Separate cooling circuits must be used for each engine, such that coolant is not shared between engines.

Each engine must have a dedicated closed cooling system that does not share coolant with any other engine. Separate cooling systems are important for several reasons:

1. They maintain the ability to troubleshoot the system effectively


2. Flow throughout the system is unpredictable when cooling circuits are combined potentially causing inadequate flow to the block and/or low temperature aftercooler

3. Dearation may not occur effectively 4. In the event of a failure such as an engine overheating, the overheated engine will not

affect the other installed engines with separate cooling systems. This requirement includes the use of coolant recovery bottles; they are not to be shared between engines.

10.2.1.2 General Installation

No modifications are to be made to any factory supplied cooling systems. Cooling systems supplied with the engine by the factory have been developed and tested to ensure proper operation. Modifications to these systems may have an adverse effect and therefore are not approved. Any modifications made to the system will become the responsibility of the installer. The cooling system must be designed and installed so that the maximum jacket water

temperature does not exceed 96° C (205° F) at any operating condition. Cummins engines are designed to operate within a specified coolant temperature range. The minimum warm engine coolant temperature is given on the Engine General Data Sheet. The maximum coolant temperature is 96° C (205° F) for all engines. The coolant temperature must not exceed 96° C (205° F) at any operating condition. Operating the engine with high engine coolant temperatures may result in reduced engine life and possible engine or component failure. For Keel Cooled engines the keel cooler must be sized properly to assure sufficient cooling under all operating conditions. If a manufactured keel cooler or box cooler is used, the system should be sized by the cooler manufacturer. All of the engine information required by the manufacturer can be found on the particular engine data sheet. Commercially made keel coolers are designed for the marine environment and should not be painted as this will adversely affect their performance. In order to assist boat builders who wish to fabricate their own keel coolers, Cummins has developed a computer program to calculate keel cooler size. Your local distributor can assist you with this calculation. Fabricated keel coolers should be painted with bottom paint to protect the metal from corrosion. All joints, components, piping, and connections must be leak free. All joints, components, piping, and connections used in the cooling system must be leak free. Robust methods for joining components should be used to ensure leaks do not develop over time. A suitable pipe sealant compatible with coolant should be used on tapered fit threaded connections. Teflon® tape and other wrap type thread sealants must not be used because the risk of the material entering the cooling system.


If using hose clamps, the clamp should be positioned behind the hose bead and tightened to the clamp manufacturer’s specifications. Excessively tightening clamps and positioning them over the hose bead can cause failure of the clamp and/or hose material. Flexible lines must be installed between the engine and shipboard piping to allow for

relative motion. All lines installed between the engine and the vessel must have flexible sections that allow for relative motion. Flexible sections should be of sufficient length to allow for unrestricted movement in all directions. Hard wall and/or reinforced hose commonly used for sea water pump suction applications are relatively stiff and should be installed with a length of least 5 times the hose diameter and a sweeping bend to minimize stress on the connections. All plumbing must be free from chafing points. Proper installation techniques must be observed to ensure hoses and piping are securely fastened and routed to prevent chafing. Additionally, hoses and piping must not be routed near or on hot surfaces. If the routing cannot avoid chafing points or hot surfaces, then adequate chafe protection and or insulating sleeves must be used. Customer supplied hoses and fittings connected to the engine must comply with SAE

J1942 for coolant hoses. Non-factory supplied hoses and fittings connected to the engine must comply with SAE J1942, Hose and Hose Assemblies for Marine Applications.

10.2.1.3 Pressure Caps

The engine must have a closed cooling system that will maintain the system pressure between 103 kPa and 138 kPa (15 psi and 20 psi).

Dirt or debris must not be allowed to enter the engine cooling system. All cooling systems on Cummins engines should have a 103 kPa (15 psi) pressure cap unless the expansion tank is more than 1.5 meters (5 feet) above the engine. This will maintain the proper pressure in the cooling system which will in turn raise the boiling point of the coolant and help prevent overheating and cavitation. The recommended combinations of pressure caps and expansion tank height are as follows:

Table 10.1 - Expansion Tank Water Level Height v/s Pressure Cap Rating

Expansion Tank Water Level Height Above Crankshaft

meters (feet)

Minimum Pressure Cap kPa (PSI)

0 to 1.5 (0 to 5) 103 (15) 1.5 to 4 (5 to 13) 48 (7) 3 to 7 (10 to 23) 28 (4) 6 to 9 (20 to 30) Fill Cap & Vent


Expansion tanks more than 9 meters (30 feet) above the engine crankshaft are not recommended. Note: expansion tanks that are high enough not to require a pressure cap must have a fill cap and a vent tube from the top of the tank to allow for the air and gases to escape from the cooling system. The vent must be designed to prevent dust and debris from contaminating the cooling system. A gooseneck vent is recommended for simplicity and effectiveness. Note: Cummins recommends that the expansion tank be located no more than 6 meters (18 feet) horizontally from the front of the engine.

The overflow line from the pressure cap must be routed to safely drain excess coolant.

Excess coolant escaping the expansion tank due to initial overfilling or an overheat condition is a potential impact upon safety. The overflow line from the pressure cap must be routed in a way to safely drain excess coolant so that it does not impact personnel accessible areas and/or contact hot surfaces. Cummins recommends the line be terminated into either a suitable coolant recovery bottle or catch tank.

10.2.1.4 Expansion Tank Cummins engines with keel cooling require the installer to fabricate or source an expansion tank to meet the needs of the system. The following installation requirements describe the design and installation criteria to ensure proper operation of the expansion tank. Cummins engines with heat exchanger cooling will be equipped with an integral, engine mounted expansion tank. Additions and modifications to the expansion tank are not required by the installer and will not be approved by Cummins. If modifications are made to the expansion tank, the installer will assume the component liability and any progressive damage that may be attributed to the component. The expansion tank volume must provide for a minimum excess coolant volume that is

equal to 20% of the engine coolant capacity listed on the Engine General Data Sheet AND 5% of the total coolant system volume.

The engine coolant will expand approximately 5% between its high and low temperatures. The expansion tank must have enough capacity to accommodate this plus additional capacity for any evaporation or minor leaks. The following formula is used to calculate the minimum required deaeration expansion tank size:

V =T/18 + E/4.5 Where: V = Minimum Expansion Tank Volume T = Total System Coolant Volume (including engine)

E = Engine Coolant Volume


Note: when designing an expansion tank, Cummins recommends the use of vertical and vent baffles to prevent aerated coolant from being drawn into the engine. A vertical baffle prevents the coolant from sloshing as the vessel pitches and rolls in a seaway. A vent baffle assists with removing the entrained air from the coolant entering from the vent lines. Vent baffles are situated at an angle at the top of the tank so that coolant from the vent flows over the baffle allowing the entrained air to escape.

For heat exchanger cooled engines, the expansion tank system has been properly sized for a Cummins supplied heat exchanger. If a customer is using a different heat exchanger or wishes to build their own expansion tank, the equation shown above should be used. Remote mounted expansion tanks must be mounted above the highest point in the

cooling system. Since air will always travel to the highest point in the cooling system, it is necessary for the bottom of a remote mounted expansion tank to be above any other point in the cooling system. The bottom of the tank must be above all vent locations on the engine at any vessel trim and operating angle and all vent lines must have a continuous upward run to prevent air traps from forming.

10.2.1.5 Vent Lines

The engine vent system provides a continuous flow of water through the expansion tank as a method of removing air and gases from the engine coolant. The highest points in the engine coolant circuit are the best vent locations. All Cummins engines have venting provisions at the thermostat housing and water outlet connection. Other vent locations on a particular engine are shown on some engine installation drawings. These may include the turbocharger (water cooled), exhaust manifold, aftercooler and any other locations requiring vents. Additional vents are also required to allow air to escape from the top of the keel cooler during initial engine coolant fill.


The cooling system vent lines must be routed to the top air gap section of the expansion tank.

Cooling system vent lines must be routed continuously upward, and must not be teed

together. All vent lines must be installed with a continuous upward run from the engine or keel cooler to the expansion tank at all vessel operating angles. Since vent lines run from points of different pressures, teeing the vent lines together may result in reduced vent water flow and inadequate venting of the system. Each vent line must be connected to the expansion tank without using tees or other fittings that would join the vent line together in a common vent. Joining the vents into a common line will reduce the total vent water flow and may result in aerated water flowing back into the engine.

The system must vent during initial fill to allow filling of the total cooling system

volume to 95% of its full capacity.

The cooling system must remove entrained air at engine start-up, and must continuously remove air that enters the cooling system during normal operation.

Note: improper filling of the cooling system can create air pockets that may cause localized overheating and failure. The system must be equipped with adequate venting to allow the cooling system to fill 95% of its volume during the initial fill. The system should be filled slowly at a rate of less than 19 lpm (5 gpm). Filling too quickly may overwhelm the ability of the vents to deaerate the system and air pockets could form. Air pockets left in the system may cause localized overheating and failure. The system must also remove entrained air at engine start-up and must continuously remove air that enters the cooling system during normal operation. The system should never be filled with antifreeze and then topped off with water. Antifreeze at full concentration may prevent proper filling of the system due to the higher viscosity restricting the


venting system. The desired antifreeze concentration should be mixed with high quality water before being added to the system. All petcocks must be open during the fill process, especially those on the keel cooler and keel cooler plumbing if so equipped. Note: for engine fill and startup procedures, consult the Owner’s Operation and Maintenance Manual.

10.2.1.6 Make-up Lines The deaerated water return, or make-up line, connection is located in the bottom of the expansion tank. The purpose of the make-up line is to provide a means for filling the engine and to feed the water from the vent lines back to the engine after it has been deaerated during operation. The make-up line should be plumbed from the bottom of the expansion tank to the engine water inlet line. The make-up line should not be plumbed to the water pump housing or body. When the make-up water enters the engine water inlet line, the turbulence created in the flow may cavitate the water pump. Therefore, the line should be plumbed at least 450 mm (18 inches) from the engine water pump inlet connection and at least 150 mm (6 inches) from any bends or elbows in the piping. This will reduce the chances of pump cavitation. QSK38/50/60 The QSK38/50/60 does not incorporate provisions for make-up line connections. The make up line connections must be included in the customer installed piping that connects to the coolant pump inlets. The make up lines for both the main & LTA connections can be "Teed" together and routed to the common expansion tank. Note: Refer to installation drawing for make up line port connection details. The makeup line must be at least 6 times the cross-sectional area of all vent lines. The size of the make-up line is also important. The line must be large enough to allow proper coolant fill and to provide adequate return flow from the expansion tank without allowing air back into the system. The size of the make-up will depend on the number and size of the vent lines. In general, the cross-sectional area of the make-up line must be 6 times the sum of the vent line areas. For assistance with designing and applying expansion tanks, contact your local Cummins Marine Certified Application Engineer.


10.2.1.7 Cooling System Accessories All cooling system accessories must have a minimum pressure rating of 414 kPa (60

psi).

The cooling system becomes dependent upon the integrity of the added accessory when a cabin heater, water heater, auxiliary coolers, or any other cooling system accessory is added to the cooling system,. Failure of an accessory can lead to progressive or catastrophic damage due to coolant loss. Cummins is not responsible for any engine damage caused by the failure of these accessories. All cooling system accessories must have a minimum pressure rating of 414 kPa (60 psi). All cooling system accessories must be located below the top coolant level of the

expansion tank. All cooling system accessories must be installed so that they are located below the coolant level in the expansion tank. Cooling System accessories that have multi-pass flows or large internal volumes that may trap air such as cabin and water heaters should be equipped with a properly routed vent line to the expansion tank.

Note: to prevent overcooling and to assure sufficient water flow to the engine when using a water/cabin heater, the water circulated to the water/cabin heater should be less than 5% of the engine coolant flow. This is accomplished with the proper sizing of the lines and the use of restriction fittings. For information where to connect the supply and return lines for water/cabin heaters to the engine, refer to the Installation Drawing.

10.2.1.8 Heat Exchanger Cooling A heat exchanger cooling system circulates engine coolant through a heat exchanger to remove heat from the engine. The engine coolant flows around the outside of the tubes in the heat exchanger and sea water flows through the tubes. The engine coolant leaves the heat exchanger and is recirculated through the engine by the engine water pump. The sea water flows in through the sea water pump, through the heat exchanger and then is injected into the exhaust piping or is discharged overboard. A heat exchanger cooled engine may have either a sea water gear oil cooler or a fresh water gear oil cooler. Additionally, a fuel cooler and aftercooler may be found in the sea water system.


When measured by Cummins' recommended method, the sea water inlet restriction and discharge pressure must not exceed the value listed on the Engine General Data Sheet.

If the sea water inlet restriction is too great, the sea water pump will not be able to supply enough water to the heat exchanger to satisfactorily cool the engine water. Excess restriction can also lead to sea water pump cavitation with reduced impeller life and, if rubber hose is used, collapse of the sea water piping. There are many factors that can affect the sea water pump inlet restrictions and discharge pressure. Consideration must be given to each of these and their respective and combined effects. These include, but are not limited to the following: Inlet Restriction:

Through hull inlet scoop type or location Sea cock and/or strainer restriction Hose size, routing and/or connections

Discharge Pressure:

Internal restriction through the engine’s integral sea water cooling circuit including the piping, fuel cooler, aftercooler, gear oil cooler, heat exchanger and exhaust elbow.

Customer supplied coolers, exhaust elbows, and discharge circuit plumbing and connections.

Exhaust back pressure. The plumbing from the sea water pickup to the sea water pump inlet should be short and as free of sharp bends as possible. Wide, sweeping bends will minimize restriction. Excessively sharp bends increase restriction and can kink. Hard wall, wire reinforced hose rated for suction applications or suitable pipe should be used. Hoses that are not rated for suction applications can collapse and severely restrict flow. The hoses, through hull connection, and sea cock internal diameter should be at least the same diameter as the sea water pump inlet connection. Using the next larger standard internal diameter size is often necessary to stay within inlet restriction limits. Each engine should have a dedicated sea water pickup. Sea chests are acceptable given engines do not share sea water inlet plumbing. Doing so prevents overheating of more than one engine if a sea water plumbing becomes restricted. Verification of sea water pump inlet restriction and discharge pressure must be made during the sea trial of the completed installation to ensure they are within specified limits. Cummins has developed a computer program that will estimate the sea water piping diameter required for a particular system. Your local Cummins distributor can assist you in determining what size piping should be used for your particular system.


The location of the sea water pickup must be below the water line at all operating

conditions. Proper placement of the sea water pickup is important for ensuring a continuous and non-aerated water flow to the sea water pump. The location of the sea water pickup must be below the waterline at all operating conditions. It should be in a location of smooth, undisturbed water flow. Installation close to lifting strakes or behind other hull fittings should be avoided as they can cause disturbances and aeration that negatively affect flow.

The orientation of the sea water pickup should be such that the openings in the pickup are facing the bow of the vessel. The forward motion of the vessel will assist in forcing sea water into the pickup and increase flow at higher speeds. Incorrect installation can cause significant reduction in flow and unacceptable restriction.

A seacock valve must be installed before the sea water pump and strainer. A seacock valve must be installed before the sea water pump and strainer. Installing the sea cock directly to the sea water pickup connection is preferred. To minimize restriction, a sea cock with an internal flow area equal to at least that of the sea water pump inlet is recommended. Sea cocks stop the flow of water for servicing of the sea water system components without having to remove the vessel from the water. Sea cocks are also safety related as they can prevent the ingress of sea water in the event of a failure of any of the sea water cooling system components.

A sea water strainer/scoop with a maximum hole diameter of 1.6 mm (1/16 in.) must be

used. Debris in the sea water system can lead to sea water pump damage or clogging of the heat exchanger. This will in turn result in overheating and possible failure of the engine.

Cummins recommends the use of a wire mesh strainer in the sea water system prior to the sea water pump in addition to a scoop on the bottom of the hull. These strainers are generally much more effective than the scoop type strainers and can be checked for clogging and serviced more easily.


If a scoop is used on the bottom of the hull, it must be able to handle the volume of sea water flow listed on the engine data sheet.

10.2.1.9 Keel Cooling Keel cooling is a cooling system that uses a group of tubes, pipes, or channels in direct contact with the surrounding water to transfer heat from the coolant to the water. Keel cooling is widely used in river push boats and fishing boats, especially in areas of heavy silt, ice or other debris which may clog raw water inlets or erode heat exchanger tubes. Keel coolers may be manufactured units purchased complete or fabricated on site. Commercially manufactured keel coolers or grid coolers are generally much more compact and efficient than fabricated units. They are made of corrosion resistant materials and have a grid of specially designed and positioned tubes to increase heat rejection. They should not be painted as it reduces the efficiency. Protective guards should be installed to prevent damage to the tube grid. Fabricated keel coolers will generally be a series of pipes or channels that are welded to the bottom of the hull. These tend to be less efficient, and therefore larger than a manufactured unit. Your local Cummins distributor can help with sizing and proper installation of these units. Another type of keel cooler is a box cooler. This type uses a box or sea chest that sits inside the hull with openings that allow sea water to flow through it. A tube bundle sits inside the box with engine coolant circulated through it. These units are useful since they can be serviced without pulling the vessel from the water and the cooler is protected from any impact with foreign objects or due to grounding. Keel coolers must be submerged in seawater under all operating conditions. Good keel cooler performance requires a constant water flow over the cooler. The keel cooler should be installed far enough below the waterline to avoid aerated water close to the surface. Locations that are in the water flow and flush on the hull are preferred over side locations and


recessed installations. Recessed and/or shielded installations must allow for unobstructed sea water flow in and out of the cooler. Slow moving boats should have the keel cooler installed behind the propeller to benefit from the increased flow from the propeller wash. Dredges and other vessels with little movement through the water should have the keel cooler installed on an incline or vertically to promote water circulation by convection.

Keel coolers should not be located in areas that are exposed to pounding seas, hull flexing, or excessive vibration. The bow of the vessel is subjected to tremendous water forces and is generally a poor location for a keel cooler. The area of the vessel bottom adjacent to the keel is the strongest and is the best keel cooler location. The cooling system must be designed and installed so that the maximum jacket water

temperature does not exceed 96ºC (205ºF) under any operating conditions. Operating the engine with high engine coolant temperatures will result in shorter engine life and possible engine or component failure. The keel cooler must be sized properly to assure sufficient cooling under all operating conditions.

If a manufactured keel cooler or box cooler is used, the system should be sized by the cooler manufacturer. All of the engine information required by the manufacturer can be found on the particular engine data sheet. Commercially made keel coolers are designed for the marine environment and should not be painted as this will adversely affect their performance.

In order to assist boat builders who wish to fabricate their own keel coolers, Cummins has developed a computer program to calculate keel cooler size. Your local distributor can assist you with this calculation. Fabricated keel coolers should be painted with bottom paint to protect the metal from corrosion. The pressure at the water pump inlet must be greater than atmospheric when the

engine is run at rated speed with a coolant temperature of 82ºC to 88ºC (180ºF to 190ºF), and the system fill cap removed.

If the pressure on the suction side of the water pump is negative, the pump will cavitate and, in some cases, lose its prime. This will result in a loss of coolant flow and overheating of the engine. Any external cooling system components must be sized such that there is always a positive pressure at the water pump. Your Cummins distributor can help you in proper selection and sizing of cooling system components. The engine coolant pressure drop across any external coolers, measured from the

engine coolant outlet to the engine coolant inlet connections, must not exceed 34.5 kPa (5 psi).


The total engine coolant pressure drop across any external coolers, including the keel cooler, measured from the engine coolant inlet and outlet connections must not exceed 34.5 kPa (5 psi). Pressure drops greater than 34.5 kPa (5 psi) may result in insufficient coolant flow through the engine and possible overheating. Any external cooling system component should be sized to keep pressure drop at a minimum. Refer to the Installation drawing for the pressure test port locations. On some systems it may be necessary to bypass some of the coolant flow around an external cooler (gear oil, fuel, etc.) to stay within the 34.5 kPa (5 psi) restriction limit. This may be done with a bypass line with a valve to control flow. The valve is opened gradually until the pressure drop is within limits. The valve handle is then removed or locked to prevent the valve position from being changed. An orifice may also be installed in place of a valve to obtain the proper amount of bypass flow. Note: when adjusting flow, care must be taken to ensure temperature of the component cooled by the auxiliary cooler is maintained within the manufacturer’s limits. Cummins has developed a tool to calculate the coolant pressure drop across a single external cooler system. It covers a range of nominal pipe sizes based on engine coolant inlet and outlet connections, diameters, and coolant flows for the whole range of Cummins engines. It assumes constant pipe sizes from the engine to and from the external cooler connections. Although designed primarily for keel cooler systems, this tool may also be used for pressure drop calculations in other piping systems meeting the constraints of the tool. The tool can be accessed through the Tools section of http://marine.cummins.com. Due to the multitude of available designs for external coolers, the value for the pressure drop across the cooler must be obtained from the manufacturer or in the case of a fabricated cooler, the naval architect designing the system. The system pressure drop values obtained from the tool are estimates only. Actual values must be verified by sea trial tests. Manufactured keel cooler specified heat rejection capacity (including loss due to

fouling) at maximum coolant flow must meet or exceed the value specified on the Engine Performance Data Sheet.

If using a commercially available manufactured keel cooler, the specified heat rejection capacity of the cooler including losses due to fouling at maximum coolant flow must meet or exceed the heat rejection value specified on the Engine Performance Data Sheet. The manufacturer of the cooler will need to be consulted to determine the size and configuration needed to meet the specified heat rejection requirements. In addition to the engine heat rejection requirements, the keel cooler manufacturer will also need the following information

Coolant Flow……………………..…………………..Engine Performance Data Sheet Coolant Temperature Out of Engine……………....Engine Performance Data Sheet


Coolant Inlet and Outlet Size………………………Installation Drawing Maximum System Pressure Drop…………………35 kPa (5 psi) Minimum Vessel Speed at Full Throttle……...…..Consult the Designer/Builder of Vessel Maximum Ambient Sea Water Temperature…….Local Information

10.2.1.10 Marine Gear Oil Coolers / Accessory Coolers

Cummins optionally supplies gear oil coolers on many engine models that have been integrated into the cooling system and validated for proper operation. Location and fitting size and type of the coolers can be found on the Installation Drawing. If a customer chooses to supply the gear coolers and integrate it into the engine cooling system they must meet the applicable cooling system requirements:

Sea water pump inlet restriction if installed before the sea water pump (Heat Exchanger Cooled).

Sea water pump discharge pressure if installed after the sea water pump (Heat Exchanger Cooled).

Pressure drop for auxiliary coolers (Keel Cooled) In addition, cooler must meet the following to ensure performance and durability of the system:

Required heat rejection including losses due to fouling. Maximum Allowable Working Pressure of the cooler meets or exceeds the operating

pressure of the fluids. Cooler is compatible for use with sea water (Heat Exchanger Cooled)

10.3 QSK MCRS Cooling System Description

The QSK MCRS engines come in three main configurations: Keel Cooled, Heat Exchanged, and Radiator Cooled. Table 10.2 presents a comparison of these three cooling systems.

Table 10.2 - QSK MCRS Cooling System Comparison

Engine Type of System Description

QSK19 Keel Cooling Single loop that incorporates an LTA circuit.

Heat Exchanger Cooling

Same as KC, - Uses a titanium plate style heat exchanger mounted to the front of the engine. One plate pack assembly is used for the main and LTA circuit.

Radiator Cooling Same as KC, - Available with an engine mounted fan drive. Note: fan and radiator are not Cummins supplied and must be user/customer supplied.

QSK38/50 Keel Cooling 2 pump 2 loop. Single pump with two separate main and LTA impellers - Available with hose bead and flexible connections that connect to the shipboard piping.


Uses a titanium plate style heat exchanger, mounted to the front of the engine. The heat exchanger is assembled


utilizing two individual plate packs (one for LTA and one for jacket water).

Radiator Cooling Same as KC - Available with an engine mounted fan drive.

QSK60 Keel Cooling 2 pump 2 loop system, jacket water and LTA. Single thermostat with hot bypass to reduce flow by 50%.


2 pump, 2 loop. Jacket water and LTA contained in single heat exchanger is a titanium plate type cooler, mounted on the front of the engine.

Radiator Cooling Comes with two jacket water outlet connections consists of two hose bead type connections oriented straight up and one LTA outlet connection.

10.4 QSK 19 MCRS Cooling System The QSK19 cooling system is comprised of a single loop that incorporates an LTA circuit. The system is designed for simplicity and ease of installation. The obvious advantage (as opposed to a two loop system) is a package that requires only one keel cooler (or one heat exchanger/radiator) and one coolant pump. This result in a reduction of installed weight, installed cost, installation time, and simplified repower installations. The coolant flow diagram, Figure 10.1, illustrates the flow of coolant throughout the system. Approximately two-thirds of the total coolant pump output circulates within the engine (through the oil cooler, cylinder liners, heads, and into the water rail). There is no thermostat in this part of the system controlling flow. The remaining one-third of the total flow is split off the primary circuit at the coolant pump outlet, and is delivered to the thermostat housing, which contains a single low temperature thermostat. This is the only thermostat in the system. The flow is then directed by the thermostat to either the cooler, or through a bypass passage in the housing, depending on coolant temperature. From either path, the flow passes through the aftercooler where it mixes with engine jacket water return to the engine coolant pump. The flow schematic is the same regardless of cooler type (HX, KC, or radiator). The single loop design provides better control of coolant temperature in the aftercooler. The system is designed such that the aftercooler receives the hottest engine coolant while the engine is cold, thus minimizing white smoke, and receives progressively cooler flow from keel cooler as engine coolant temperature and power level increases. The single loop system requires only one keel cooler (or seawater heat exchanger, or radiator), as opposed to two coolers (one for engine jacket water, one for the aftercooler) for the conventional LTA cooled system.


Figure 10.1 - QSK19 MCRS Cooling System Flow Diagram


10.5 QSK38/50 MCRS Cooling System The QSK38/50 cooling system is a two pump two loop system incorporating the LTA in a separate loop as shown in Figure 10.2. The pumps are housed in one assembly with two impellers, one impeller for the jacket water (main) coolant loop, and one for the LTA. For both the QSK38 and QSK50, the main coolant circulates within the engine (through the oil cooler, cylinder liners, heads, into the water rail, and through the turbochargers and exhaust manifolds). Coolant is then directed to the main thermostats where four thermostats regulate flow back to the water pump or to the heat exchanger, keel cooler, or radiator. The LTA coolant circulates through the aftercoolers only, then to the two LTA thermostats. The LTA thermostats regulate flow back to the LTA pump or to a separate heat exchanger (plate pack), keel cooler, or radiator.

Figure 10.2 - QSK38/50 MCRS Cooling System Flow Diagram


10.6 QSK 60 MCRS Cooling System The QSK60 MCRS cooling system features a two-pump two-loop system. The engine uses two cooling loops consisting of a main engine loop (or Jacket Water) loop and a Low Temperature Aftercooling (LTA) loop. The main engine loop controls the jacket water circuit and runs at higher temperatures. This circuit is sometimes referred to as the high-temperature circuit. The low-temperature aftercooling loop runs at lower temperatures and is sometimes referred to as the low-temperature circuit.

10.6.1 QSK60 Keel Cooling System The QSK60 keel cooled configuration is a two pump two loop system, jacket water and LTA. With keel cooled configurations, there needs to be two separate keel coolers, one for the jacket water circuit and one for the LTA. Separate coolers are required due to the different flows and heat rejection requirements of the jacket water and LTA circuits. It is not possible to optimize one cooler that will meet the requirements of both circuits. The customer will also need to supply an expansion tank. LTA and jacket water circuits should be plumbed to the same expansion tank. If a common tank cannot be used, then a balance tube must be connected between the two tanks. The tank must have provision for showing the level in the tank, a fill cap, and a sensor to activate an alarm when the level in the tank is low.

The schematic of the cooling system for QSK60 Keel Cooled engine is shown in Figure 10.3.

10.6.2 QSK60 Heat Exchanger Cooling System The QSK60 heat exchanger is a titanium plate type cooler that is mounted on the front of the engine. It features a total of 74 titanium plates of 0.5 mm of thickness each. The jacket water and LTA circuits are both located in the same heat exchanger and divided by a pair of blanking plates. The sea water pump is equipped with a bronze impeller, and is self-priming. Although they fit, the pumps cannot be interchanged. Contact your local distributor for heat exchanger and sea water pump performance data. Figure 10.4 shows a schematic of the cooling system for a QSK60 Heat Exchanger cooled engine.

10.6.3 QSK60 Radiator Cooling System

The QSK60 MCRS engine comes with a one radiator cooled arrangement similar to QSK38/50. Cummins does not supply radiator instead it is customer supplied. The QSK60 radiator cooled version comes with two jacket water outlet connections consists of two hose bead type connections (76.2 mm [3 in]) oriented straight up and one LTA outlet connection (76.2 mm [3 in]).


Figure 10.3 - QSK60 MCRS Keel Cooling System Flow Diagram


Figure 10.4 - QSK60 MCRS Heat Exchanger Cooling System Flow Diagram

10.6.4 Central Cooling System Recommendations A central cooling system is a system that can be used to cool several engines and other marine components such as gears coolers, auxiliary engines, etc. Typical engines that work in vessels with central cooling system are heat exchanged engines. One important parameter that needs to be sized for central cooling system is the sea water flow through the engine heat exchanger. Contact your local distributor for Jacket Water and LTA cooler performance data and follow the procedure described below.

a. Perform a study of all heat loads included in the circuit (make sure to include all other sources of heat such as gear coolers, auxiliary engines, etc.)

b. Provide a 20% margin to the value calculated in (a). This safety factor is required due to fouling in the heat exchanger plates. (Fouling forms on the plates with time under normal operating conditions.)


c. Match the total heat value to the rated engine rpm curve an obtain the seawater flow for both the JW and LTA circuit

d. Compare the two seawater flow numbers obtained in (c) and select the greater value of the two

e. Multiply by 2 the value obtained in (d) to account for total seawater flow required by the engine

This process works fine as a quick estimate of the total sea water flow needed from the centralized system; however, a careful study of all heat loads has to be done by the designer.

10.7 Additional Options A selection of additional options is available for each of the QSK MCRS engines to accommodate vessel and installation requirements. These options are described below.

10.7.1 Coolant Heaters Cummins offer range of coolant heater options for each of its QSK MCRS engine. Contact your local distributor for selection of right coolant heater option. The heater elements should be plumbed in parallel with the outlet from each heater routed to each side of the block. The inlet of each heater should be “Teed” together and routed to the coolant pump inlet. The schematic is illustrated in Figure 10.5. The fitting locations are shown on the respective installation drawings available on www.marine.cummins.com Note: the QSK60 engine does not offer a coolant heater.

10.7.2 Gear Oil Cooler

QSK19 – Gear oil cooler, is a plate and fin style of cooler mounted on the engine. An external gear cooler can also be installed in the keel cooler loop. Design of an external gear cooler must take into account the maximum coolant pressure in this loop, which is 207 kPa [30 PSI]. Also, the total pressure drop through the keel cooler loop must not exceed 34.5 kPa [5 PSI], including the pressure drop produced by the gear oil cooler. Note: when using an external gear oil cooler, there will be no flow through the cooler when the engine is cold, since the thermostat will bypass this loop during cold engine operation.

Figure 10.5 - QSK38/50 Coolant Heater Schematic


QSK38/50 – Several gear oil cooler methods are available for the QSK38 and QSK50.

Cummins Supplied Gear Oil Cooler - An engine mounted cooler attached to the flywheel housing is available. An example of the cooler is shown in Figure 10.6. Contact your local distributor for gear oil cooler performance data.

Figure 10.6 - QSK38/50 Gear Oil Cooler

Customer Supplied Gear Oil Cooler – Contact your local distributor for coolant

flow data. The fitting locations are shown in the respective installation drawings.

QSK60 – Cummins offer one brazed type option for gear oil cooler located at the rear of the engine with oil connection ports facing rearward. This option is shown in Figure 10.7.

Figure 10.7 - QSK60 Gear Oil Cooler


10.8 Service Summary The Cooling system should be filled and de-aerated using the process defined in the respective Operations and Maintenance Manual bulletins available on Quickserve Online. The cooling system should be serviced and maintained in accordance with Cummins Service Bulletin 3666132-07.

10.9 Service Accessibility The following is a list of Cooling System service points that should be accessible: All Applications: Cooling System Fill/Pressure Cap Thermostat Housing Cooling System Sensors Any installed petcocks Coolant level sight glass Heat Exchanger Cooled: Sea Cock Sea Water Strainer Sea Water Pump Impeller Sacrificial Anodes

10.10 References Cummins Service Bulletin – 366132-07 Cummins Coolant Requirements and Maintenance Cummins Service Bulletin – 3666260 Operations and Maintenance Manual Commercial Marine Installation Review Bulletin 4081838 – Cooling System pages 24-35 QSK Series With MCRS Cooling Systems – MAB 0.08.00-12/7/2006


11. QSK MCRS Starting System

This section provides a description of the Starting system features and requirements of the QSK Series 19, 38, 50 & 60 engines to support installation design of MCRS engines. Along with requirements highlighted in this document, the Cummins Commercial Marine Installation Review Bulletin #4081838 should also be referred to for complete list of starting system requirements. For easy reference, the instructions have been broken down into sections.





11.3 Electrical Starters 84

11.4 Air Starters 85

11.5 Customer Supplied Starters 87

11.6 Starter Solenoid Considerations 88

11.7 Pre-Lubrication System Effects on Starting 88

11.8 Starter Operation 88

11.9 Other Considerations 89


11.11 References 89


11.1 Introduction and Overview The starting system consists of wiring and associated components to connect the battery bank to the engine/starter. Inadequate sizing and/or installation of these components can create a number of starting and engine operation problems ranging from intermittent nuisance faults to engine shutdown. When dealing with electrical circuits, care should be taken to ensure that good installation practices are observed and all connections make good contact, are secure, and protected against water and corrosion. The QSK MCRS engines are available with either electric or air starting systems, or customer supplied starter, location of the starter depends on the placements of the other components.

Installations using customer supplied starters will need to be reviewed for potential interference.

11.2 Summary of Installation Requirements The starting system must be designed so that the engine will start readily under the most severe ambient conditions ordinarily encountered. This section outlines Starting System installation recommendations to assist with the challenges associated with designing satisfactory starting system. The installed battery capacity must not be less than that specified on the General

Engine Data Sheet.

The engine must achieve a minimum cranking speed of 150 rpm (tested with no fuel flow to the engine).

The maximum resistance in the starting circuit must not exceed 0.002 ohms.

All electrical harnesses must be loomed/covered, clamped securely and routed away from heat sources. The wiring must use protective grommets at clamp points.

The air starter supply line size must meet the air starter manufacturer's requirements.

11.2.1 Installation Directions The installed battery capacity must not be less than that specified on the General

Engine Data Sheet.

The engine must achieve a minimum cranking speed of 150 rpm (tested with no fuel flow to the engine).

There must be enough power available to the starter to ensure quick, reliable starts under any operating conditions. The minimum recommended battery capacity for the engines is listed on the


corresponding General Engine Data Sheet. The temperature of the environment in which the vessel operates will greatly affect the power required for starting, so the worst case condition for the vessel should be used. Battery voltage or current capacity can be increased by connecting batteries in different combinations of series and parallel arrangements. Consult your local distributor for more detail. The maximum resistance in the starting circuit must not exceed 0.002 ohms.

If the circuit resistance is too high, the starting motor will not receive an adequate supply of electrical energy and will not provide reliable cranking over the range of conditions encountered in service. The maximum starting circuit resistance is 0.002 Ohms. The table below lists the maximum length of typical cables in the cranking circuit necessary to meet this requirement.

Table 11.1 - Battery To Cranking Motor Cable Sizes

Maximum Circuit

Resistance

Maximum Total Length of Cable In Cranking Circuit

Remarks

#00 #000 #0000 ORTWO # 0

TWO #00

0.00200 Ohm 6.10 M (20 Feet)

8.23 M (27 Feet)

10.67 M (35 Feet)

13.72 M (45 Feet)

Single Cranking Motor

0.00200 Ohm 6.10 M (20 Feet)

8.23 M (27 Feet)

10.67 M (35 Feet)

13.72 M (45 Feet)

Dual Cranking Motors W/Single Battery Bank

Table 11.2 below lists the cable diameter and cross-sectional area for the sizes listed above.

Table 11.2 - Battery Cable Sizes

Cable Size (AWG)

Cable Diameter Cable Area (SQ. MM) mm in

#0 7.8 (.3065) 47.8 #00 8.4 (.3310) 55.4

#000 9.2 (.3625) 66.5 #0000 10.0 (.3938) 78.5

Starting motor circuit resistance will be affected by cable size and length, the number of connections in the system and the possible presence of additional contactors in the wiring arrangement. For assistance in calculating the circuit resistance, contact your local Cummins distributor. All electrical harnesses must be loomed/covered, clamped securely and routed away

from heat sources. The wiring must use protective grommets at clamp points.


Because of operating and environmental conditions, wiring on marine applications need special precautions. Connections should be made with corrosion resistant hardware and be shielded as much as possible. All wiring should be in protective looms, conduit or tape and be routed away from heat sources, such as the exhaust piping, and above bilge water level. Cummins schematic wiring diagrams show standard and various optional systems, give recommended cable sizes and other data. Wire Routing Proper routing and clipping of electrical wiring is extremely important. Listed below are basic guidelines which should be followed when designing or installing wiring systems. American Boat and Yacht Council (ABYC) guidelines, section E-11 “AC and DC Electrical Systems on Boats” may also be consulted for further details.

1. On any surface likely to see movement from vibration or normal deflections, such as the frame or stringer to engine, wires must not rub against surrounding parts or each other. If they must touch a surface, they should be banded or clipped to it.

2. Under no circumstances should the wires contact sharp edges, screws, bolts or nuts.

3. When clamps are used, the proper size must be installed. An oversized clamp promotes chafing.

4. All wires should be routed so that they are at least 127 mm (5 inches) away from an exhaust pipe, turbocharger, turbocharger crossover tubes or aftercooler assemblies. This is a minimum. The further the wires can be kept from any heat sources, the better.

5. Some type of support should be used at least every 450 mm (18 inches). Improperly routed wires may quickly rub through due to relative motion or melt due to exposure to high temperatures.


Starter Circuit Wiring The starter cable terminals should have soldered connections. Rosin flux should be used for soldering electrical connections. Acid flux solders will cause deterioration of the electrical connection. Connecting two strands of cable, such as two #00 or two #000 should be done carefully in order to assure that both wires have a good connection with the battery. The figure at right shows one method used to connect two cables to a battery. Tinning the stainless steel washers and cable connectors with solder will reduce the chances of problems due to corrosion. The use of a non-conductive grease at the connection will also help prevent corrosion. The cable to battery connections should use the maximum available contact area of the battery post. Clamps must be positioned squarely on the battery post or stud with clean surfaces and securely fastened. Stacked terminal connections which have only point or line contact will not be satisfactory.

11.3 Electrical Starters All of the electric starters come complete with engine mounted starter relays and wiring installed. Customers only need to supply connections from the battery to the starter. QSK19 MCRS engines are available with either right or left bank mounted single electrical

starter. QSK38 & 50 MCRS engines are available with either right or left bank mounted dual electric

starter.

QSK60 MCRS engines are available with left bank mounted starter option. The starter is limited to the left side of the flywheel housing due to the location of the pre-lube pump.

Note: Cummins supplied combination starting options are available on QSK MCRS engines, these options are intended for emergency genset applications where redundant starting types may be required.


11.4 Air Starters All QSK MCRS engines are available with Air Starters, all air starters offered on QSK MCRS engines are turbine type air starters. These starters offer many benefits over vane type air starters. Turbine starters are smaller, quieter, and use less air than vane type starter motors. A separate muffler or lubrication is not necessary on these air starters. QSK19 MCRS engines are available with air starter; it requires a 24V air started control valve

and air supply valve. QSK38 & 50 MCRS engines are available with air starters either mounted of the right or left

bank. The option consists out of one Turbine air starter. And also requires a 24V air starter control valve and air supply valve.

QSK60 MCRS engines are available with air starter mounted on the left bank of the engine,

Note: All Cummins starter options have both manual and electrical actuator options.

Note: Cummins supplied combination starting options are available on QSK MCRS engines, these options are intended for emergency genset applications where redundant starting types may be required. Air Compressor Cummins recommends the use of a separate motor driven or clutch actuated air compressor. Separate motor driven or clutched air compressors can be sized to the air requirements of the vessel and operate only on demand. Engine driven air compressors are not offered on Cummins marine engines.


Air Piping The figure below is a typical piping schematic for an air starting system. The only connection in the bottom of the tank should be the drain required to bleed off condensed moisture, which could cause rust and corrosion if allowed in the cranking motor. Drain valves of the screw-out tapered-seat variety are recommended since others are unreliable and are a common source of air leaks. The inlet check valve is mounted directly on the receiver where it is supported and provides maximum protection to the air supply.

The air starter supply line size must meet the air starter manufacturer's requirements. Air starter manufacturers generally recommend the use of 1.5 inch ID minimum hose or pipe for supply lines up to 4.6 meters (15 feet) in length, and 2 inch minimum for supply lines greater than 4.6 meters (15 feet). Also, a 300 mesh strainer (50 micron filtration) on the air supply line is recommended to extend the life of air starters.

The engine must achieve a minimum cranking speed of 150 rpm (tested with no fuel

flow to the engine). Air starter manufacturers recommend that the dynamic pressure at the starter to be no less than 90 psi for satisfactory performance. Dynamic pressure refers to the pressure measured at the starter while the starter is operating and flowing air. A dynamic pressure of less than 90 psi can lead to a no-crank condition with either a vane or turbine starter. Optimum performance will be achieved with 120 psi dynamic pressure at the starter.


The hose should have J.I.C. fittings with dry seal threads. Any pipe fittings used should also be dry seal type. All connections should be made up with Loctite pipe sealant or equivalent. Teflon tape does not provide enough friction at the pipe threads to prevent loosening; and when carelessly applied, it may get inside the piping and clog valves. It should not be used in air starting systems. Air Starter Lubricators Automatic lubricators are recommended for vane type air starters to increase air motor reliability and extend its life; however, they are not required on turbine air starters. The installer must bleed the air out of the lubricator after the initial engine start to prevent a permanent air lock.

11.5 Customer Supplied Starters QSK MCRS engines flywheel housings provide an SAE #3 mounting flange. To select an appropriate starter for this application, use the following engine requirements:

Minimum Break-Away Engine Cranking Torque

Engine Model Torque (ft-lb) QSK19 450 QSK38 900 QSK50 1200 QSK60 1519

Minimum Engine Cranking Torque (at 150 rpm) Engine Model Torque (ft-lb)

QSK19 200 QSK38 400 QSK50 550 QSK60 675

Minimum engine cranking speed to start: 150 rpm Number of flywheel teeth: # 0 flywheel: 142

# 00 flywheel: 168 Values are measured at the crankshaft, rather than at the starter, they can be converted to starter speed and torque requirements using ratios involving the number of flywheel teeth and the number of starter teeth as follows:

RequiredStarterrpm requiredenginerpm#offlywheelteeth#ofstarterteeth


RequiredStartertorque requiredenginecrankingtorque#ofstarterteeth#offlywheelteeth

11.6 Starter Solenoid Considerations All QSK MCRS engines use a 24 V starter circuit. If repowering a vessel with an existing “12 V” engine, the new QSK starter circuit will always need to be 24 V.

11.7 Pre-lubrication System Effects on Starting Some QSK MCRS engines incorporate an optional pre-lubrication system to reduce engine start up wear. Prelube is standard on the QSK60, and has either AC or DC motors. There are 2 types of prelube configurations available, Until Pressure and Oscillating Prelube. Until Pressure:- Under normal start conditions, when the operator pushes the start button, the prelube pump will run until engine oil pressure builds up to a preset value, then the pump will disengage and the starter will automatically engage. The engine will not start until oil pressure reaches the preset value. A manual override switch circuit is provided in the CIB, terminating at the CLU, which can be wired by the distributor or shipyard to provide override capability to the prelube system. This override should only be used in an emergency start situation, or if the engine is being restarted within 5 minutes of shutdown. Contact your local distributor for instructions on wiring the override switch. Oscillating Pre-Lube:- Oscillating Pre-Lube feature allows operator to configure pre-lube time to maintain oil pressure, Enabling this feature automatically prepares the engine for start under any condition, eliminating need for additional pre-lube before start or during emergency. There is no need for use the pre-lube override when Oscillating Pre-Lube mode is used. A detailed explanation of the prelube system is explained in Lubrication Section 15.

11.8 Starter Operation Starter operation with C Command control systems is a highly simplified process. With C Command systems, the cranking circuit is controlled by a solid state control system (the CLU). As the operator holds the start button, the start sequence proceeds as follows: 1. Start Button contact closed (ERP, RP, or Customer Supplied) providing 24V to Start input of

CLU. 2. If no pre-lube is installed, proceed to Step 5. (Jumper installed bypassing pre-lube) 3. “Pre-Lube Output” of CLU provides 24V to the pre-lube unit to activate the pump. 4. Oil pressure switch closes on engine when sufficient pressure is reached, allowing 24V to be

sent to channel labeled “Pre-Lube Complete” input of CLU. 5. Once engine speed achieves >500 RPM, the CLU automatically terminates the 24V outputs. 6. If Start button is released prior to engine starting, cranking will stop.


11.9 Other Considerations A cold start idle speed advance feature is active in engine startup for propulsion engines only. If engine coolant temperature is lower than 21˚C (69.8˚F) a cold idle speed of 900 rpm is used. The idle speed is returned to normal when coolant temperature reaches 21˚C (69.8˚F) or after 10 minutes, whichever occurs first.

11.10 Service Accessibility The following is a list of Starting System service points that should be accessible: Battery disconnect switch Starter mounting bolts and electrical connections Battery Terminals Alternator Auxiliary magnetic switch All wiring connection points

11.11 References Cold Weather Operation – Bulletin# 3387622 Operation of Diesel Engines in Cold Climates – Bulletin# 3379009 Commercial Marine Installation Review Bulletin 4081838 – Starting System pages 71-74 QSK MCRS Starting System - MAB 0.24.00-12/7/2006


12. QSK MCRS Exhaust System This section provides a description of the Exhaust system features and requirements of the QSK Series 19, 38, 50 & 60 engines to support installation design of MCRS engines. Along with requirements highlighted in this document, the Cummins Commercial Marine Installation Review Bulletin #4081838 should also be referred for complete list of exhaust system requirements. For easy reference, the instructions have been broken down into sections.



12.1.1 Exhaust Connections 91

12.1.2 Low Overhead Clearance 92

12.1.3 Exhaust Monitoring System 93



12.2.2 Dry Exhaust System 95

12.2.3 Wet Exhaust System 99


12.4 References 103


12.1 Introduction and Overview This section focuses on key features and description of the QSK MCRS exhaust system.

12.1.1 Exhaust Connections

The QSK19 engine offers two exhaust elbow and two flexible connections. The exhaust elbow can be rotated 90 degrees counterclockwise in order to accommodate horizontal arrangements due to low overhead clearance. The QSK19 elbow is a 6 inches flanged 90 deg elbow with two port locations for temperature and pressure monitoring.

Figure 12.1 - Single Horizontal / Vertical Connection

The QSKV38/50 engine incorporates several exhaust options that accommodate various exhaust system configurations.

This is typically critical in installations with lower overhead clearance.

Figure 12.2 - Single Vertical Connection

Figure 12.3 - Dual Horizontal Connection

Figure 12.4 - Single Horizontal Connection


Single vertical connection is connected to the water cooled turbos by means of flexible bellows. Dual horizontal connection consists of two pipes located on top of the flywheel. This option is connected to the water cooled turbos by means of flexible bellows.

Single exhaust horizontal connection, this option is recommended for low overhead clearance installations.

All of these connections include the pressure port required for backpressure measurements as well as for temperature.

12.1.2 Low Overhead Clearance QSK 38/50 Low overhead clearance is found typically in high speed boats but also in some low speed vessels. In these cases, it is recommended to use one of the horizontal exhaust connections. Typically, for horizontal connections there is no room for flanges; therefore, these must be a weld end. The shipyard needs to locate the flanges a short distance away so the section of pipe can be removed for service of engine or gear. If a single exhaust pipe is required as shown in Figure 12.5, use 90 deg. Elbows or two 45 deg. bends to adapt to the main exhaust pipe. If a dual exhaust pipe is required as shown in Figure 12.6, use 90 deg. Elbows or two 45 deg. bends to adapt to main exhaust pipes.

Figure 12.5 - Single Exhaust Piping

Figure 12.6 - Dual Exhaust Piping

The bellows sections to be covered during welding (to protect it from hot metal burns).

To support the bellows during handling & shipment, and also to prevent the cracks from the unsupported weight, bellows should be fastened to a rigid support.

Single Horizontal Connection – Installation presenting a low overhead clearance might require use of a horizontal exhaust connection, Cummins recommends using longest flexible bellows.


Single Vertical Connection – if installations require use of vertical connection in low overhead engine room, ensure there is minimum overhead clearance of 75 inches from crankshaft centerline. QSK19 MCRS engines An elbow connected directly to the vertical connection cannot be used as the bending/loading applied on the elbow will cause a failure in the turbo. The use of horizontal elbow is recommended. If vertical connection is required, ensure there is at least 53 inches clearance from the crankshaft centerline.

The QSK60 engine offers dual outlet top-out exhaust with flexible connection Each outlet connector includes two ports one for temperature and one for pressure. The flexible connections consisting of two bellows are available as an option.

Figure 12.7 - Dual Exhaust Collector with Flex Connections

For more details on these options refer to the Installation Drawings posted on http://marine.cummins.com website.

12.1.3 Exhaust Monitoring System An important performance parameter that often times is needed for either engine protection or engine diagnostic is the exhaust gas temperature. QSK Series engines have two methods for monitoring exhaust temperature:

Stack Temperature Individual Cylinder Monitoring.

Both are integrated within the electronic engine control system. Therefore, the data is broadcasted digitally by the ECM and the stack temperature is used as part of the engine protection system.

Stack Temperature Monitoring All QSK MCRS engines come with stack temperature sensor, in a thermistor connected to exhaust outlet. The temperature signal is sensed by the thermistor (variable voltage) and sent to the engine’s electronic control module (ECM) to be processed digitally.


The QSK19 stack temperature sensor is connected to the exhaust elbow The QSK 38/50 engines come with left and right bank stack temperature sensor for either the

single or dual exhaust connectors. The QSK60 engine comes with left and right bank stack temperature sensor located on the

exhaust outlet adapter. These sensors must be installed in a unique M12 x 1.75 threaded boss and cannot be relocated. Figure 12.8 shows stack temperature sensor location.

Figure 12.8 - Stack Temperature location

Single Cylinder Temperature Monitoring The single cylinder exhaust temperature monitoring system is a monitoring & diagnostic tool offered as an option on the QSK 38/50 and 60 engines. This feature helps to monitor the cylinder health as well as to troubleshoot problems, such as engine misfiring or overfueling. The single cylinder exhaust monitoring (SCEM) system is not offered on the QSK19 MCRS engine. The exhaust manifold has no bosses for thermocouples and the ECM has no provisions for the input signals. Contact your local distributor for more detail.

12.2 Summary of Installation Requirements

Protective guards, jacketing, and/or covers must be used wherever persons or gear may come in contact with any section of the exhaust system where the surface temperature exceeds 93ºC (200ºF).

Piping must not be installed near combustible material. All exhaust system surfaces with temperatures above 220ºC (428ºF) which may be

impinged as a result of a fuel system failure must be properly insulated. The exhaust back pressure must not exceed 3 in. Hg (10 kPa). The exhaust system components must not impose excessive load or bending

moments on the exhaust manifold or turbocharger due to weight, inertia, relative motion of the components or dimensional change due to thermal growth.


The maximum allowable bending moment at the turbine outlet mounting flange must not exceed the maximum specified on the Engine General Data Sheet.

The maximum allowable direct load at the turbine outlet mounting flange must

not exceed the maximum specified on the Engine General Data Sheet.

A flexible connection must be installed directly to the engine exhaust outlet connection.

The exhaust system must prevent the entrance of water into the engine or turbocharger whether it be from spray, rain, washing, wave action, boat motion or any other source.

The point of water injection is downstream of and at least 8 in (203mm) from

the internal high point of the elbow, or 2 in (50 mm) below the highest dry point.

The injected water must not be able to flow backward into engine.

The exhaust gas must be dispersed so that it does not detrimentally affect the air

cleaner function, the engine ambient environment, the crew or passengers.

There must be no bends within 305 mm (12 inches) downstream of the point of water injection.

Wet exhaust piping must have a continuous downward slope of at least 2 degrees (35 mm per meter or 1/2" per foot).

A service port must be provided in the exhaust system. The service port must be internally threaded with standard pipe threads not larger than 12.7 mm (0.5 in). The port must be located between the engine exhaust outlet connection and the point where it mixes with sea water (for sea water cooled exhaust systems) or exits to ambient air (for dry exhaust systems).

12.2.1 Installation Directions The purpose of the exhaust system is to carry the exhaust gas from the engine to the atmosphere with minimal flow restriction. Marine applications have two types of exhaust systems, wet and dry.

12.2.2 Dry Exhaust Systems Dry exhaust systems use steel or iron pipe for the exhaust piping, stainless steel flexible sections, and steel for the mufflers. Due to the high exhaust temperatures and the thermal conductivity of the metal components, they can be dangerous unless certain precautions are taken.


Protective guards, jacketing, and/or covers must be used wherever persons or gear may come in contact with any section of the exhaust system where the surface temperature exceeds 93ºC (200ºF).

For safety reasons, and to help maintain low engine room temperatures, thermal insulation or shields are required on all parts of a non-cooled, dry exhaust system. The insulation should be sufficient to maintain a surface temperature of less than 93° C (200° F). Piping must not be installed near combustible material. Due to the high temperatures of a dry exhaust system, dry exhaust piping should never be installed near combustible materials. Cummins recommends that the wrapped exhaust piping be at least 15 cm (6 inches) from any combustible materials. The exhaust back pressure must not exceed 3 in. Hg (10 kPa). Excessive exhaust back pressure can lead to low power, black smoke, poor fuel economy and decreased engine life. It is important to keep the exhaust back pressure to a minimum.

Any bends in the exhaust system should be made as smooth as possible. Sharp bends will increase the back pressure and should be avoided.

In general, the minimum exhaust pipe diameter for various engine models and ratings can be determined from the size of the exhaust outlet connection. The actual exhaust piping size may vary depending upon the complexity of the routing and the silencer used in the system. In order to determine what diameter should be used on a particular system, Cummins has developed a computer program that will estimate the exhaust diameter required for a particular system. Your local Cummins distributor can assist you in determining what size exhaust should be used for your particular system. The exhaust system components must not impose excessive load or bending

moments on the exhaust manifold or turbocharger due to weight, inertia, relative motion of the components or dimensional change due to thermal growth.

The maximum allowable bending moment at the turbine outlet mounting flange

must not exceed the maximum specified on the Engine General Data Sheet.

The maximum allowable direct load at the turbine outlet mounting flange must not exceed the maximum specified on the Engine General Data Sheet.

The exhaust components attached to the engine are designed to support short sections of piping but not major exhaust system components or piping. The maximum load and bending moment values must not exceed the limit specified in engine general datasheet.


A flexible connection must be installed directly to the engine exhaust outlet connection.

For all QSK MCRS exhaust systems a flexible section must be utilized between the engine and shipboard piping, using a Cummins-supplied option or a customer-supplied flexible section. This connection protects the engine exhaust manifold and turbocharger from the stresses due to thermal expansion or relative movement of the engine and exhaust components. It also minimizes the transmission of vibration from the engine to the exhaust pipe. Dry exhaust systems must be designed to accommodate the thermal growth of the piping without over stressing any components in the exhaust system or on the engine. One method to allow for this growth is to use a fixed support at the engine end and let the other end "float." All supports except the fixed support must be flexible to allow for the growth of the exhaust piping. This method is not suitable for systems which have long horizontal and vertical sections of piping in the same system.

If the exhaust system has both long vertical and horizontal sections, separate flexible exhaust sections must be used to absorb the thermal growth in each direction. The horizontal flexible sections should be installed as far away from the vertical piping as possible to avoid collecting soot and condensation in the bellows.


Flexible exhaust sections must be installed in straight runs of piping without bends or offset. All water cooled exhaust risers should be supported due to the added weight of the water in the riser. To provide flexibility in a wet exhaust system, a hose is usually installed immediately downstream of the water injection point. It is recommended that the gap, between the end of the piping at the water injection point and the downstream exhaust piping, be at least equal to the diameter of the exhaust piping. The exhaust system must prevent the entrance of water into the engine or

turbocharger whether it be from spray, rain, washing, wave action, boat motion or any other source.

If water enters the turbocharger or engine it will damage the turbocharger and, if it enters the exhaust manifold, may cause a hydraulic lock and engine failure upon startup. This can usually be prevented in a dry exhaust system by using a 45 degree or greater bend at the top of the piping. The pipe should also have a slight overhang to make the entrance of water more difficult

The exhaust outlet should face the stern of the boat so that any water that comes over the bow will not enter the exhaust system. Cummins also recommends a condensation trap and drain at the bottom of any vertical section. The vertical exhaust connection on the QSK19 has no provision to drain or inhibit water from

entering the engine. The exhaust connection (vertical or horizontal) on the QSK38/50 has no provision to drain or

inhibit water from entering the engine.


It is strongly recommended that a water/condensation trap be installed in a low part of the exhaust pipe arrangement to catch any water that may inadvertently enter the exhaust system, and prevent it from flowing into the engine. The exhaust gas must be dispersed so that it does not detrimentally affect the air

cleaner function, the engine ambient environment, the crew or passengers. All exhaust outlets should be located aft of and above all air intake locations so as to prevent exhaust gases from re-entering the engine room. The exhaust outlet should be high enough above the deck or far enough aft so that the exhaust gases are dispersed into the atmosphere without adversely affecting the passengers or crew. The exhaust outlet should also be angled out to the side of the vessel to allow the exhaust gas to disperse and not be drawn back onto the deck.

The exhaust outlets should not be angled directly into the water as this will result in higher noise levels and the sudden quenching of the exhaust gases may result in a visible film of carbon deposits on the water.

12.2.3 Wet Exhaust Systems Water Injection In a wet exhaust system, raw water is sprayed into the exhaust pipe at some point downstream of the turbocharger. Heat is transferred from the exhaust gases to the raw water and the exhaust gas temperature drops low enough to allow the use of hard rubber hose, fiberglass tube or other corrosion resistant materials downstream of the water injection.


Wherever water is injected in the exhaust system, it is important that an even spray pattern is achieved. If the spray pattern is uneven, parts of the exhaust piping may not be sufficiently cooled. This can result in failure of the exhaust piping system due to overheating and a possible safety hazard from high surface temperatures. The surface temperature of the exhaust piping should not exceed 93ºC (200ºF) under any operating conditions. Cummins recommends using evenly distributed holes with an 8 mm (0.31 in) diameter, with the number of holes being dependent upon the raw water flow. The following equation can be used to determine the number of holes:

No. OfHoles L/min rawwaterflow

10

G/min rawwaterflow2.6

If raw water is desired for shaft seal cooling, the water should be taken between the heat exchanger and the exhaust riser or elbow, or another approved location per the installation drawing. The amount of water should be limited so that the surface temperature of the exhaust piping does not exceed 93ºC (200ºF) under any operating conditions. The highest exhaust piping temperatures will usually be at lower engine speeds due to the decreased raw water flow.

The exhaust back pressure must not exceed 3 in. Hg (10 kPa).

There must be no bends within 305 mm (12 inches) downstream of the point of water

injection. Excessive exhaust back pressure can lead to low power, black smoke, poor fuel economy and decreased engine life. It is important to keep the exhaust back pressure to a minimum.


Any bends in the exhaust system should be made as smooth as possible. Sharp bends will increase the back pressure and should be avoided. The location of the water injection must be at least 305 mm (12 inches) from any sharp bends in the exhaust system to prevent a water build-up that would result in high back pressure, and to prevent hot spots in the bend.

The diameter of the exhaust piping will have a large effect on the exhaust back pressure in the system. In general, the minimum exhaust pipe diameter for various engine models and ratings can be determined from the size of the exhaust outlet connection. Wet exhaust should be TWICE the diameter of the exhaust outlet connection. The actual exhaust piping size may vary depending upon the complexity of the routing and the silencer used in the system. In order to determine what diameter should be used on a particular system, Cummins has developed a computer program that will estimate the exhaust diameter required for a particular system. Your local Cummins distributor can assist you in determining what size exhaust should be used for your particular system. The exhaust system must prevent the entrance of water into the engine or

turbocharger whether it be from spray, rain, washing, wave action, boat motion or any other source.

The point of water injection is downstream of and at least 8 in (203mm) from the internal high point of the elbow, or 2 in (50 mm) below the highest dry point.

The injected water must not be able to flow backward into engine. Wet exhaust piping must have a continuous downward slope of at least 2 degrees (35

mm per meter or 1/2" per foot). Whenever possible, the engine should be installed with the exhaust manifold or turbocharger outlet at least 12" above the loaded waterline. The exhaust pipe must then have a continuous downward slope of at least 2 degrees (35 mm per meter or 1/2" per foot). A surge pipe is recommended to keep water from entering the engine through the exhaust system. All exhaust outlets should be located above the loaded waterline. A flapper valve may also be installed at the exhaust outlet to help prevent water from entering the exhaust system while slowing down or when the boat is at rest.


If a water injection elbow is used, the elbow should be directed downward at a minimum of 15 degrees to prevent the water being injected from getting back into the turbocharger and should have a 1/8" pipe tap for exhaust restriction measurements. If the engine cannot be installed with the turbocharger or exhaust manifold outlet 305 mm (12 in.) above the loaded waterline, then an exhaust riser or waterlift muffler should be used. An exhaust riser routes the exhaust above the vessel's normal waterline before injecting raw water into the exhaust pipe. A waterlift muffler may be used to route the exhaust gas and raw water above the loaded water line and out of the vessel. Waterlift mufflers are very restrictive and often require larger diameter exhaust piping than other systems. If the turbocharger or exhaust manifold outlet is below the loaded waterline, a siphon break is necessary to prevent the system from filling with water during engine shutdown. The line should be routed from the heat exchanger, above the waterline, then to the exhaust elbow. A vent line must also be incorporated since this will be the highest point in the raw water system. A service port must be provided in the exhaust system. The service port must be

internally threaded with standard pipe threads not larger than 12.7 mm (0.5 in). The port must be located between the engine exhaust outlet connection and the point where it mixes with sea water (for sea water cooled exhaust systems) or exits to ambient air (for dry exhaust systems).


All engines subject to EPA Tier 1/Tier 2 emission standards must be equipped with a connection in the engine exhaust system that is located downstream of the engine and before any water injection point. This is for the temporary attachment of emissions sampling equipment. This connection must be internally threaded with standard pipe threads of a size not larger than one-half inch to meet EPA requirements.

12.3 Service Accessibility The following is a list of Exhaust System service points that should be accessible for service and maintenance. Service port for exhaust gas temperature, pressure and emissions. Any exhaust system drains Engine to exhaust system connection points

12.4 References

Commercial Marine Installation Review Bulletin 4081838 – Exhaust System pages 43-48 QSK Series with MCRS Exhaust Systems - MAB 0.11.00-12/7/2006


13. QSK MCRS Mounting System This section provides a description of the Mounting system features and requirements of the QSK Series 19, 38, 50 & 60 engines to support installation design of MCRS engines. Along with requirements highlighted in this document, the Cummins Commercial Marine Installation Review Bulletin #4081838 should also be referred for complete list of mounting system requirements. For easy reference, the instructions have been broken down into sections.




13.2.1 Engine Foundation 107

13.2.2 Solid Engine Mounting 108

13.2.3 Flexible Engine Mounting 110

13.2.4 Trunnion Mounting 110

13.2.5 Axial Clearance and Lubrication 111

13.2.6 Engine Installation Angle 111

13.2.7 Driveline 113

13.2.8 Propeller Shaft Alignment 113


13.4 References 114


13.1 Introduction and Overview This section focuses on key features and the description of the QSK MCRS mounting system. QSK19 The QSK19 design provides various mounting options to fit both solid and flexible mounted

applications. Specifically designed flexible front mount locates the crankshaft centerline close to the single

post isolators, decreasing with vibration levels. This design allows for greater stability of flexible mounts.

QSK19 system maintains K-Series footprint, especially useful for repowers from previous K-Series engines.

QSK38/50 The QSK38/50 front support is only available as a Trunnion design. The rear support mounts

are designed to maintain same center distance as that for corresponding front mounts. Specifically designed to fit single post isolators. Low vertical offset – brings isolators close to crankshaft centerline. Allows axial movement for thermal expansion of the engine & relative movement between the

vessel hull and engine. Intended mostly for solid mounts. Flexible mounts can cause trunnion to pivot Rear mounts include bolts attached to the bottom of the flywheel housing to increase stiffness

and prevent vertical slip. QSK38/50 system maintains K-Series footprint, especially useful for repowers from previous

K-Series engines.


QSK60 The QSK60 engine comes with Trunnion type front support only. QSK60 system maintains HPI version engine footprint, especially useful for repowers.

Contact your local distributor for further details and up-to-date information on front and rear mounts for QSK MCRS engines.

13.2 Summary of Installation Requirements The mounting system must be constructed so that the supporting structure

deflections do not overstress the engine castings.

The engine must be installed so that the static bending moment at the point where the flywheel housing is attached to the engine does not exceed the maximum value on the Engine General Data Sheet.

Engine movement must be restrained sufficiently to prevent damage from physical contact between the engine components and adjoining structures; and the movement must not exceed the flexural limits of the connecting systems.

On flexible mounted systems, the vibration isolators must be installed parallel to the

engine centerline in both the vertical and horizontal directions. The mount must be free to deflect and must not be fully compressed under a static load.

Front trunnion type mounts must be adjusted to achieve end play clearance of 2.8 - 4.0

mm (.110 - .160") for the QSK19/QSK38/QSK50, and QSK60 with the trunnion support bolted to the foundation.

The trunnion must be lubricated such that grease can be seen to flow from between the pivot and trunnion joint.

The front trunnion is not designed to handle thrust action; therefore, it must take no thrust reaction from the propeller or longitudinal engine G forces.

The static installation angle of the engine in a waterborne vessel must not be less than

the minimum value given on the Engine General Data Sheet. The static installation angle of the engine in a waterborne vessel must not be greater

than the maximum value given on the Engine General Data Sheet.


The propeller shaft flange bore and face alignment must meet the gear manufacturer's requirements.

A TVA must be performed on all new high horsepower engine installations (K19 and above) excluding gensets.

13.2.1 Engine Foundation The engine foundation, consisting of longitudinal stringers and the engine bed, provides the attachment points for the engine and marine transmission to the vessel framework. This system should be rigid enough to resist excessive flexing in any part of the hull and securely hold the engine in place during all operating conditions. The longitudinal stringers are a part of the hull structure and are primarily used to stiffen the hull against stresses and deflections. They also provide support for the engine bed and distribute the engine and marine gear weight throughout the hull. The mounting system must be constructed so that the supporting structure

deflections do not overstress the engine castings. The engine bed provides attachment points for the engine and marine gear. It should be made of welded steel or aluminum and welded or bolted to the stringers. The bed should be of a box type construction or have cross bracing to provide lateral support. This will assure that structural deflections are not transmitted to engine castings and will also limit the amount of lateral engine movement that is transferred to the hull causing vibration.

The engine must be installed so that the static bending moment at the point where the

flywheel housing is attached to the engine does not exceed the maximum value on the Engine General Data Sheet.

The following table summarizes the requirements for engine families.

Table 13.1 - RFOB Max Bending Moment

Engine Family Max Bending Moment, Rear Face of Block

N-M LB-FT

QSK19 1356 (1000)

QSK38 6101 (4500)

QSK50 6101 (4500)

QSK60 10,350 (7634)


In order to properly support the weight of the engine and marine gear, a six-point mounting system is recommended on all commercial engines. Cummins supplied engine and gear supports are recommended and should be located at the front, on the flywheel housing and on the marine gear on each side of the engine. When using a six-point mounting system, the engine should be aligned using the mounts at the front and at the marine gear. Once the alignment is complete, the flywheel housing mounts should be added. On flexible mounted engines, brackets which connect both the marine gear and the flywheel housing to a single isolator may be used if the bracket design is approved by Cummins Marine Engineering. If a six point mounting system cannot be used, your local Cummins Marine Application Engineer should be contacted for assistance in meeting this requirement. Note: if the gear must be mounted prior to installation in the hull, the engine and gear should be mounted on base rails and the whole system installed together. The lifting brackets on the engine will not support the weight of the engine and gear.

13.2.2 Solid Engine Mounting Engine movement must be restrained sufficiently to prevent damage from physical

contact between the engine components and adjoining structures; and the movement must not exceed the flexural limits of the connecting systems.

Solid mounting an engine is usually done by using brass or steel shims, pourable chocking compound or Fabreeka type washers and pads. The use of pourable chocking compounds is the simplest and preferred way to solid mount the engine. When using a chocking compound, the alignment of the marine transmission and propeller shaft is accomplished using jacking


screws between the support brackets and the engine bed. The mounting bolts can be loosely put into place at this point or a hole can be drilled through the chocking compound later. The jacking screws, mounting bolts and bottom of the engine bracket should be coated with a grease or anti-bonding substance to allow them to be removed later. Temporary dams are put on the engine bed and should extend approximately 13mm (0.5") above the bottom of the engine beds. The chocking compound is poured in to fill the space between the bracket and engine bed. Once the compound has solidified, the jacking screws can be removed or left in place and the final mounting bolts are torqued down. When using jacking screws on wood or fiberglass engine beds, steel plates should be used under the jacking screws to prevent damage to the engine bed. The chocking compound manufacturer should be consulted for further recommendations. Fabreeka type washers and pads consist of layers of rubber-impregnated canvas and will provide a small amount of flexibility for minor misalignment and a degree of protection from shock loading. A steel plate is required between the nut and Fabreeka pad to protect the pad from wear and should be the same size as the pad. It is still necessary to use brass or steel shims to align the engine and gear with the shafting. Transverse cross bracing on the engine bed and stringers should be used to prevent lateral engine movement on solid mounted systems. If a front power take-off clutch is used, it is a good practice to support the clutch. Clutch options available from Cummins must be supported to avoid overstressing the nose of the crankshaft due to the overhung weight.


13.2.3 Flexible Engine Mounting Flexible engine mounts use either rubber or spring isolators to absorb engine vibration before it is transmitted to the hull. This will reduce noise and vibration in the vessel. Any mount selected must hold the engine in alignment and provide for acceptable mount life. The isolator manufacturer should be consulted for further recommendations. The engine should be installed with sufficient clearance on all sides so that the allowable engine movement will not cause structural or component damage. Snubbers may be required on softer mounts to prevent excessive engine movement due to propeller thrust. If a front power take-off clutch is required on a flexible mounted engine, the clutch and engine should be mounted on common base rails with isolators between the base rails and engine bed. On flexible mounted systems, the vibration isolators must be installed parallel to the

engine centerline in both the vertical and horizontal directions. The mount must be free to deflect and must not be fully compressed under a static load.

If the engine bed is not parallel to the engine crankshaft, it may be necessary to use wedges beneath the isolators to assure the isolator springs or rubber bushings are properly and evenly compressed.

13.2.4 Trunnion Mounting Front trunnion type mounts must be adjusted to achieve end play clearance of 2.8 - 4.0

mm (.110 - .160") for the QSK19/QSK38/QSK50, and QSK60 with the trunnion support bolted to the foundation.

The trunnion must be lubricated such that grease can be seen to flow from between

the pivot and trunnion joint.

The front trunnion is not designed to handle thrust action; therefore, it must take no

thrust reaction from the propeller or longitudinal engine G forces.


QSK38/50 and 60 engines feature a front trunnion mount arrangement which allows for thermal expansion of the engine as well as flexure of the vessel hull relative to the engine. The trunnion mount requires special considerations as follows:

The trunnion carries no thrust reaction. The rear mounts must be designed to handle full propeller thrust.

The front mounting feet must be aligned axially with the centerline of the trunnion housing. There must be no offset or the trunnion may cock on the support.

The trunnion must be installed with the proper end clearance and must be properly lubricated.

If a flexible mounting system is used, it is recommended that a remote fixed gear be used to carry propeller thrust reaction, and a flexible coupling is chosen which is designed to handle relative movement between the engine and fixed gear.

13.2.5 Axial Clearance and Lubrication As specified in section 10.2.4 (Trunnion Mounting), The Trunnion type mounts must be installed with end play clearance within 3.8 - 5.0 mm (.150 - .200") for the QSK19, and 2.8 - 4.0 mm (.110 - .160") for the QSK38 / 50 / 60L. Also, Trunnion must be lubricated such that grease can be seen to flow from between the pivot and trunnion Joint. To achieve the specified end play, position the front trunnion support axially relative to the engine before securing the engine to the foundation. Then measure the clearance with a feeler gauge between the front support and trunnion block. The correct end play should be checked at location #2 as shown all the way around the mount. Lubricate the mount with grease at the fitting installed in the block at location #1, shown. The specified end clearances account for worst case thermal expansion, (installation taking place on a cold day).

13.2.6 Engine Installation Angle The static installation angle of the engine must not be less than the minimum value

given on the Engine General Data Sheet.


For engines with no vent provision at the rear of the engine block, a nose down installation will not allow proper venting of the engine during fill and normal operation. This can lead to localized hot spots within the engine and possibly engine or component failures. The QSK19 engine with heat exchanger does not allow for nose down (front down) installations because the highest point of the coolant system (turbo vent line) is at the same height of top part of the expansion tank. If a front down installation is required, then a remote mounted expansion tank must be installed.

The static installation angle of the engine must not be greater than the maximum value

given on the Engine General Data Sheet.

Installing the engine at an angle greater than that listed for the particular engine model may result in poor operation and performance and possible engine failure. If the installation angle is too large, the connecting rods may begin dipping into the oil in the pan. This may aerate the oil causing poor lubrication and decreased engine life. It may also cause high oil consumption, increased fuel consumption, low power and an increase in smoke levels. Too high of an installation angle may also result in a loss of oil supply to the lubricating oil pump and a loss of oil pressure to the engine. This can result in major engine damage and possible engine failure. Refer to the latest Engine General Data Sheet for the particular engine family for maximum installation angle requirements.


13.2.7 Driveline In order to isolate engine vibration and prevent it from being transferred to the hull through the propeller shaft, Cummins recommends that the distance from the marine gear output flange to a fixed stuffing box or first fixed bearing be a minimum of 20 times the shaft diameter. If the distance is less than this, a flexible coupling may be necessary to isolate the engine vibration. The driveline component manufacturer should always be consulted for more details on the installation of their product.

13.2.8 Propeller Shaft Alignment The propeller shaft flange bore and face alignment must meet the gear manufacturer's

requirements. The alignment of the engine and marine transmission with the propeller shafting is essential to minimize vibration, noise, power loss and stress in the driveline components. While aligning the engine and gear, check both the propeller shaft flange bore and face. The shaft and gear flanges should fit together without deflecting either the engine or the shaft from its operating position. This will allow the propeller shaft flange and marine gear output flange to mate properly without over stressing the driveline components.


Cummins requires that the face alignment be within the gear manufacturer's specifications when checked with a feeler gauge at the top, bottom, and each side of the flanges. The shaft should then be rotated 180 degrees and checked again. The propeller shaft flange bore and face alignment should not be done until after the vessel is in the water and, on a solid mounted engine, should be rechecked after the vessel has been in the water and loaded to its normal operating condition. On solid mounted engines, temporary alignment is made with jacking screws and final alignment is made using shim stock or chocking compound underneath the supports. On flexible mounted engines the engine is aligned by shimming under the isolator and then the final alignment is accomplished using the adjusting nuts on the isolator. The mounting brackets should always be located as low as possible on the isolator stud to prevent overstressing the stud. The alignment must be redone each time a flexible mounting system is disconnected from the propeller shaft since the system is not rigid. If the system uses a flexible stuffing box, it will be necessary to block the propeller shaft into the center of the stuffing box bore. This will assure that the shaft passes through the center of the stuffing box when the mounting is complete and will not prematurely wear out the bearing in the stuffing box.

13.3 Service Accessibility The following is a list of Engine Mounting service points that should be accessible:

Engine Mounts Vibration isolators

13.4 References

Commercial Marine Installation Review Bulletin 4081838 – Mounting System pages 59-63

QSK Series with MCRS - Mounting System - MAB 0.16.00-12/07/2006


14. QSK MCRS Accessory Drive and PTO This section provides a description of the Accessory Drive and PTO features and requirements of the QSK Series 19, 38, 50 & 60 engines to support installation design of MCRS engines. Along with requirements highlighted in this document, the Cummins Commercial Marine Installation Review Bulletin #4081838 should also be referred for complete list of Accessory Drive and PTO requirements. For easy reference, the instructions have been broken down into sections.




14.2.1 Installation Requirements for All Applications 117

14.2.2 Installation Requirements for Belt Driven Accessories 119

14.2.3 Installation Requirements for Front Power Take Off 120


14.4 References 123


14.1 Introduction and Overview An engine driven accessory refers to any component driven by mechanical link from the engine that is not supplied by Cummins. Examples of engine driven accessories are hydraulic pumps for power steering, deck machinery, or roll stabilizers; water pumps for deck wash down, livewells, or firefighting; bilge pumps; additional alternators; Freon compressors; and air compressors. This section provides instructions on how to apply an engine driven accessory so that it will not hinder the engine operation, reliability, and durability. Cummins MCRS engines are equipped depending on engine, configuration, and rating with provisions for accessory drives. Common drive options that are available are belt pulleys from the front of the crankshaft, additional pulley locations on the front of the gear case, and front power take-offs (FPTO) from the nose of the crankshaft. All QSK MCRS engines are suitable for non-factory supplied accessories or power take offs. Check the Engine Performance Curves and Datasheets for the amount of available power. For assistance in determining what accessory drive options and their capability are available for a specific engine, configurations, and rating, contact your local Distributor. Additional accessory drive locations can be obtained by using a marine gear with PTO capability. Many marine gear manufacturers offer models that have accessory PTO drives.

14.2 Summary of Installation Requirements All Applications The total power taken off the front of the crankshaft must not exceed the value listed in

the Engine Performance Curve and Data Sheet. Brackets used to mount accessories must provide adequate strength to hold the static

and dynamic load of the accessory and avoid resonant vibration within the normal operating range of the engine.

All exposed rotating components must have a protective guard.

A TVA must be performed on all new engine installations with a front power takeoff.

Belt Driven Accessories The calculated radial load on the crankshaft must not exceed the values specified on

the Engine General Data Sheet. Belt driven accessories must be mounted on the engine when a flexible mounting

system is used.


Belt driven equipment must be held in alignment to a tolerance of 1 mm in 200mm (1/16 inch in 12 inches).

Front Power Take Off The calculated axial load on the crankshaft must not exceed the values specified on

the Engine General Data Sheet. The engine crankshaft end clearance must be within specifications after installation of

the marine gear or any accessory that imposes an axial load on the crankshaft Front power take off (FPTO) accessories driven from the crankshaft must have

sufficient axial clearance to allow for thermal expansion of the crankshaft.

14.2.1 All Applications

The total power taken off the front of the crankshaft must not exceed the value listed in the Engine Performance Curve and Data Sheet.

This limit is in place to maintain the structural integrity of the crankshaft and bolted joints at the front of the crankshaft. The maximum torque capacity from the front of the crankshaft is given in the Performance Curve and Data Sheet. Additionally, the total power required by the propeller and FPTO cannot exceed the full load torque curve at any given rpm. If the propeller is engaged, this means that the power available at the front is equal to the difference between the propeller curve and full load torque curve as seen on the engine performance data sheet. Since engine driven accessories will experience fluctuations in load during normal operation, the rated load of the accessory should be multiplied by a design service factor to determine the actual load imposed on the engine by the accessory (see Table 14.1).

Table 14.1 - Accessory Design Service Factor

Accessory Type Design Service Factor

Bilge Pumps and Alternators 1.3 Air Compressors 1.4 Hydraulic Pumps 2.0

For example, if a hydraulic pump is rated at 20 HP, using the design service factors from above determines the actual load to be 40 HP (20 HP * 2.0 = 40 HP). In addition to the above, the following must also be considered before applying an engine driven accessory:


Impact on Achieving Rated Speed An engine must be able to meet or exceed rated speed at full throttle under any steady state operating condition; except for engines in variable displacement vessels, which must achieve not less than 100 rpm below rated speed at full throttle during a dead push or bollard pull. Additional parasitic loads from engine driven accessories will affect the ability of an engine to meet this requirement. Depending on the power draw of the accessory and how it is used while underway (in conjunction with the propulsion load) will determine the need to adjust the propeller to ensure the engine cannot be operated in an overloaded condition. Impact on Partial Throttle Operation A propulsion engine will operate along a relatively fixed load curve dictated by the propulsion device (propeller, water jet, etc). With the addition of engine driven accessories, the demand on the engine throughout the operating range will be increased depending on the power draw of the accessory and when it is used. Accessories with relatively low power demands such as an alternator wash down pump, and other belt driven devices typically have little impact on the engine. However, larger accessories such as hydraulic pumps, fire pumps, and other PTO devices can pull a significant load from the engine. A large accessory load, either on its own or in combination with the propulsion demand must be limited to allow the engine to operate within its design limits. A propulsion engine operates on a relatively fixed load curve. When a large accessory load is added, either on its own or in combination with the propulsion demand, the result can be a load curve that is elevated above the normal and expected fixed load curve from the propulsion device. Depending on severity, the increase in load can impact the performance (ability for the engine to maintain speed or accelerate), durability (the engine is working harder therefore less life will be achieved), and overall reliability of the product. Other factors such as increased noise, smoke, and soot may also be experienced. Impact on Power Factor For applications with engine accessories that operate continuously or frequently for extended periods of time, the additional load placed on the engine may appreciably increase the power factor. For these applications, the effect of the accessory upon power factor should be considered when determining the proper engine rating. This also applies to any other accessory driven by the engine including, but not limited to an accessory drive from a marine gear PTO. Note: accessory loads placed on the engine in combination with the propulsion load will decrease the engine performance with respect to acceleration and load stability. Brackets used to mount accessories must provide adequate strength to hold the static

and dynamic load of the accessory and avoid resonant vibration within the normal operating range of the engine.

Brackets used to mount accessories must provide adequate strength to hold the static and dynamic load of the accessory. This is critical for maintaining proper alignment of the accessory. If the accessory is to be mounted on the engine, then the bracket must be designed and constructed to avoid resonant vibration within the normal operating range of the engine. In other terms, the natural frequency of any engine mounted accessory must be outside the normal


operating range of the engine. Operation in the engine natural frequency range may cause accessory bracket, component, for engine casting failure. Since Cummins has no control over the design or material of the component, they are not responsible for any damage resulting from the failure of a non-Cummins supplied part. All exposed rotating components must have a protective guard. Since any rotating component may potentially injure someone through direct contact or through contact with loose clothing, a protective guard must be placed around any exposed rotating parts. Guards provided by Cummins must not be modified or altered without approval from Cummins Marine Engineering. A TVA must be performed on all new engine installations with a front power takeoff. All direct driven equipment will have some effect on torsional vibration. Excessive torsional vibration in a system can result in excessive noise, gear failure or, in the most severe cases, crankshaft failures. If a front power take-off arrangement is to be used, a torsional vibration analysis must be performed prior to installation. The torsional compatibility of the system is the responsibility of the installer (ref. ISO 3046-5) and not Cummins.

If a front power take-off clutch is used, it is good practice to support the clutch. Clutch options available from Cummins must be supported to avoid over-stressing the nose of the crankshaft due to the overhung weight.

14.2.2 Belt Driven Accessories The calculated radial load on the crankshaft must not exceed the values specified on

the Engine General Data Sheet. Belt driven accessories will place a radial load upon the crankshaft due to the tension of the belt. Excessive tension in a belt drive system can overstress the engine drive components The maximum allowable radial load is dependent on the direction of load with relation to the engine crankshaft while looking at the front of the engine. Values for the maximum allowable radial load are located on the General Engine Data Sheet. If two or more accessories are being driven from the front of the crankshaft, the accessories should


be arranged to have opposing belt pulls so that the resulting force on the crankshaft is kept to a minimum Accessory drive locations can be found on the particular engine installation drawing. Increasing the belt and pulley width may exceed the safe loading of the crankshaft or drive location and is not recommended unless the design has been reviewed by Cummins Marine Engineering. Belt driven accessories must be mounted on the engine when a flexible mounting

system is used. If the engine uses flexible mounts, then the engine will have significant motion in relation to the hull. This will cause the belt to slip or jump off the pulley and subject the shaft and bearings to concentrated intermittent loads if the accessory is mounted off the engine. Any engine mounted accessories should have flexible connections to any components which they are driving. If solid connections or lines are used, they are likely to fatigue and fail as a result of engine vibration. Belt driven equipment must be held in alignment to a tolerance of 1 mm in 200mm

(1/16 inch in 12 inches). Misalignment between the belt driven accessory and the engine will result in bending forces on the shafts that can result in bearing and/or shaft failures. Misalignment will also cause greatly increased belt wear. Alignment must be held to within a tolerance of 1 mm over a span of 200 mm or 1/16 inch over a span of 12 inches.

14.2.3 Front Power Take Off More power may be taken from a direct drive at the front of the crankshaft than any other accessory drive location. Many Cummins engines can be fitted with a front power take-off clutch for driving accessories such as a winch, fire pump, hydraulic pump or generator. The calculated axial load on the crankshaft must not exceed the values specified on

the Engine General Data Sheet.


Direct drive FPTO accessories installed in line with the crankshaft are most likely to impose an axial load. The axial or thrust load imposed by an accessory upon the crankshaft must not exceed the values listed in the General Engine Data Sheet. Torque converters and viscous coupling are known to impose an axial load and are acceptable given it is less than the specified limits. Typically, axial load limits are exceeded due to how the accessory is mounted in relation to the engine. FPTO driven accessories that are remote mounted to a flexibly mounted engine pose the greatest risk. The relatively large amount of fore and aft motion of the engine can cause high cyclical loads on the engine thrust bearing if the mounting is not adequately designed to compensate for this motion.

It is recommended that direct drive FPTO accessories driven from the crankshaft have a provision to accommodate for both axial and radial misalignment. There are a variety of flexible couplings and shaft assemblies commercially available that will allow for both. Regardless of what is used, it must be capable of transferring the maximum torque required by the accessory. The engine crankshaft end clearance must be within specifications after installation of

the marine gear or any accessory that imposes an axial load on the crankshaft CAUTION: The engine should not be run without sufficient end clearance. Doing so may result in damage to the engine The installation of an accessory drive that may impose an axial load on the crankshaft requires the verification of sufficient crankshaft end clearance. Without crankshaft end clearance, the crankshaft will be turning in solid contact with the engine thrust bearing surface and may damage the thrust bearing and crankshaft. To find the crankshaft end clearance, push the crankshaft vibration damper hub in until the crankshaft contacts the thrust bearing. Then pull the crankshaft forward. Refer to the applicable Troubleshooting and Repair manual which lists the minimum and maximum amount of allowable free axial movement for the engine model. Front power take off (FPTO) accessories driven from the crankshaft must have

sufficient axial clearance to allow for thermal expansion of the crankshaft.

CAUTION: The engine should not be run without sufficient clearance for thermal expansion of the crankshaft. Doing so may result in damage to the engine As the engine heats up to normal operating temperature, the crankshaft will increase in length due to thermal expansion. This expansion of the crankshaft must be accounted for when mounting a crankshaft driven FPTO. Adequate axial clearance or movement between the accessory and the crankshaft must be provided. Insufficient clearance will cause the crankshaft


and accessory to push against creating an axial load and potentially causing damage to the accessory and/or engine thrust bearing. Note: when installing the accessory, the amount of clearance required for thermal expansion must be in addition to any other clearances required such as the relative movement between the engine and accessory when flexible mounting is used and the crankshaft end play. The following should be used to determine the amount of clearance required:

Thermal Growth (mm) = * T * L Where: = 0.000014 per °C (coefficient of thermal expansion for 4140H Steel)

T = the change in ambient temperature to the oil temperature alarm setpoint (°C). L = the initial length of the engine block (obtained from the installation drawings) Unit Conversion: Inches = mm / 25.4 The amount of clearance provided must be equal to or greater than the calculated thermal growth. Clearance should be measured with the crankshaft and accessory/coupling at their extreme opposites in relation to each other (i.e. they are pushed away from each other). Table 14.2 provides a reference for determining thermal expansion of the crankshaft at various T for common Cummins engines.

Table 14.2 - Crankshaft Thermal Expansion

Engine Length of Block (mm)

Thermal Expansion (mm) with respect to T (°C)

70 80 90 100 110 120 QSK 19 1200 1.18 1.34 1.51 1.68 1.85 2.02 QSK 38 1547 1.52 1.73 1.95 2.17 2.38 2.6 QSK 50 2045 2 2.29 2.58 2.86 3.15 3.44 QSK 60 2051 2.01 2.3 2.58 2.87 3.16 3.45


14.3 Service Accessibility

The following is a list of Accessory Drives & Power Take Offs points that should be accessible for service and maintenance.

Vibration Damper Mounting brackets Brackets used for adjusting belt tension PTO mounting flanges and associated fastening hardware PTO shafts and couplings

14.4 References

Commercial Marine Installation Review Bulletin 4081838 – Accessory Drives pages 36-42

QSK Series with MCRS Accessory Drives - MAB 0.09.00-12/07/2006 QSK Series with MCRS - Mounting System - MAB 0.16.00-12/07/2006 QSK MCRS Power Take Offs - MAB 0.16.05-10/9/2007


15. QSK MCRS Lube System This section provides a description of the Lubrication System features and requirements of the QSK Series 19, 38, 50 & 60 engines to support installation design of MCRS engines. Along with requirements highlighted in this document, the Cummins Commercial Marine Installation Review Bulletin #4081838 should also be referred for complete list of mounting system requirements. For easy reference, the instructions have been broken down into sections.



15.1.1 QSK MCRS Lubrication Oil Filter Types 125

15.1.2 Venturi Combination Filter 125

15.1.3 Duplex Filter 126

15.1.4 Self-Cleaning Lubrication System (Eliminator) 126

15.1.5 Centinel Replenishment Oil System 127

15.1.6 Pre-Lube System 127



15.4 References 131


15.1 Introduction and Overview The lubrication system must supply a continuous supply of clean oil to the engine and marine gear at a controlled temperature. Cummins typically provides this system complete, integrated into the engine package, and requiring no installation other than filling the engine with oil and marking the dipstick if necessary. However, the customer may elect to install a marine gear or remote mount a filter to the vessel structure requiring routing of hoses and connections to be made. Section 12.2 provides the installation requirements for the lubrication system.

15.1.1 QSK MCRS Lubrication Oil Filter Types

15.1.2 Venturi Combination Filter The QSK MCRS engines feature new Venturi™ Combo lube filter elements that allow for an extended maintenance interval, better oil condition, and improved engine life. These filters consist of a combination of stacked disk bypass media, full flow media, and a venturi nozzle housed in a single filter can as shown in Figure 15.1. The implementation of these filters brings many advantages and benefits to the installation as listed below:

Eliminates the need for bypass filters as previously used on KV engines Incorporates bypass media that ensures that only clean oil reaches the engine

components Provides protection to vital engine parts during cold stars Up to 5 times more dust capacity than occurs in a standard service interval

Figure 15.1 - QSK MCRS Venturi™ Combo Lube Filters


For more information about Venturi™ Combo Lube Filters, refer to bulletin LT36043 from the Cummins Filtration website (www.cumminsfiltration.com).

15.1.3 Duplex Filter Duplex filters are unique in their function because they contain a redundant filter mounted on the same filter head which allows an operator to divert flow from one filter to another while the engine is running. This allows an engine to continue to operate in the event of a restricted or contaminated filter and, if necessary, when changing filters at the normal service intervals. All QSK MCRS engines offer duplex filter options. Duplex filters are typically installed on vessels that require marine society certification.

15.1.4 Self-Cleaning Lubrication System (Eliminator) The Eliminator is a combination of self-cleaning stacked disk filter and a centrifuge housed in a single engine mounted assembly as shown in Figure 15.2. This system adds value to the installation by lowering the cost of ownership through the benefits listed below:

Eliminates the recurring cost and maintenance of spin-on filter Reduces down time for filter changes Eliminates disposal cost of used filter elements Improves filtration and reduces component wear which can extend overhaul periods Extends oil change intervals (when used concurrently with oil sampling and Centinel) Satisfies marine classification society requirements for duplex filters; except Lloyd’s

Registry only approves for multi-engine vessels – not single engine

Figure 15.2 - QSK MCRS Eliminator System

The principle operation of the Eliminator™ Filter System is: unfiltered oil enters the full-flow filter and passes across the filter element. These elements consist of a series of stacked discs with triple wire mesh elements for strength and durability. Solids are collected on the filter element surface and the filtered oil is passed on into the engine. 95% of the total flow is directed into the engine. The remaining 5% back-flushes the full-flow elements then splits into two halves with one


half passing through the centrifuge before returning to the sump and the other half returning directly to the sump. For more details in how the Eliminator operates please consult your local distributor.

15.1.5 Centinel Replenishment Oil System The Centinel oil management system option provides a continuous oil burn (disposal) of working engine oil in an amount proportional to the engine’s fuel burned. This option is controlled by the Electronic Control Module (ECM). The system provides the following benefits.

Eliminates or extends oil change interval by automatically draining used oil to the fuel tank and replacing it with clean oil

Reduces down time and the cost of oil change service Reduces the risk of engine damage due to poor oil change maintenance practice

The use of Centinel requires a customer supplied tank, please consult your local distributor for Centinel installation requirements and Make-up Tank Design Guidelines.

15.1.6 Pre-Lube System Some QSK MCRS engines incorporate an optional pre-lubrication system to reduce engine start up wear. Pre-lube system is used to generate oil pressure before engine start. Therefore, under normal start conditions, when the operator pushes the start button, the prelube pump will run until engine oil pressure builds up to a preset value, then the pump will disengage and the starter will automatically engage. The engine will not start until oil pressure reaches the preset value. A manual override switch circuit is provided in the CIB, terminating at the CLU, which can be wired by the distributor or shipyard to provide override capability to the prelube system. This override should only be used in an emergency start situation, or if the engine is being restarted within 5 minutes of shutdown. Contact your local distributor for instructions on wiring the override switch. Prelube system is not required on QSK19/38/50 marine engines, largely because propeller load curves do not include high pressure bearing loads like those associated with torque operation for industrial applications. Prelube is optional on QSK 38/50 and standard on the QSK 60 marine engine. Prelube option offered on QSK38/50 has a QuickEvac feature; this feature is also available as optional on QSK60. QuickEvac feature allows the capability to pump engine oil out of the engine oil pan. For vessels with no oil pump out system, this option can provide great benefit as part of the engine package. An oil pump out system, like Quick-Evac, can greatly increase the speed and efficiency of engine oil changes.


15.2 Summary of Installation Requirements The lubricating filters that are furnished by Cummins Engine Company with every

engine must be installed.

The lubricating oil dipstick must be marked with the high and low oil level when the vessel is in the water and at its normal trim.

All lube oil and fuel hoses and fittings not supplied by Cummins Marine and connected to the engine or marine gear must comply to SAE J1942 and SAE J1527.

The lubricating oil used in the engine must meet the specifications listed in the Operation and Maintenance manual.

Closed crankcase ventilation systems are not permitted, except for Cummins-supplied systems.

All lines must be routed away from heat sources.

Flexible lines must be installed between the engine and shipboard piping to allow for relative motion.

The lubrication system must provide a continuous supply of clean lubricating oil to the engine at a controlled temperature. Proper installation and maintenance of the lubrication oil system is essential to ensure long engine life and performance. The lubricating filters that are furnished by Cummins Engine Company with every

engine must be installed. All QSK MCRS engine models are supplied with lubricating oil filters explained in Section 12.1.1. Cummins offers a variety of lubrication filter systems depending on the engine model, please consult your local distributor for available engine specific lubrication system. For engine-mounted options, the engine installation drawing specifies the filter location and space required for element removal. Engine oil filters that are integral with the engine cannot be removed or modified.

The lubricating oil dipstick must be marked with the high and low oil level when the

vessel is in the water and at its normal trim. Since the installation angle of a marine engine may vary greatly between vessels, the high and low oil levels on the dipstick will also vary as the engine angle changes.


Dipsticks should be marked by engraving. Stamping or notching will weaken the dipstick and the tip of the dipstick may break off in the oil pan. To correctly mark the oil dipstick, the following procedure should be followed:

1. Open oil drain plug to ensure the oil pan is empty, then close.

2. Fill engine with the Low Oil Pan capacity listed in the General Engine Data Sheet. 3. Allow oil to drain to oil pan (at least 5 minutes) 4. With the vessel waterborne and at its normal trim, verify low oil level on dipstick and

engrave. 5. Add oil to reach High Oil Pan capacity. 6. Allow oil to drain to oil pan (at least 5 minutes). 7. Verify high oil level on dipstick and engrave. 8. Operate engine and add oil if necessary to bring level up to the high mark.

All lube oil and fuel hoses and fittings not supplied by Cummins Marine and connected

to the engine or marine gear must comply to SAE J1942 and SAE J1527. Proper lube oil and fuel hose selection and installation are essential for meeting engine operational criteria and establishing a safe environment for the vessel and crew. Marine societies and the United States Coast Guard (USCG) have strict requirements for the application of marine nonmetallic flexible hoses. All lubrication hoses must meet the flame resistance, burst pressure limits and other requirements of SAE J1942/J1527. Hoses and hose fittings used must be compatible and should be a product of the same manufacturer. Fittings must conform to SAE J1475. Applicable fittings are listed in SAE J1942-1. Push-on fittings, quick connect couplings, and fittings with a single worm-gear clamp or a single band around the hose are unacceptable.

The lubricating oil used in the engine must meet the specifications listed in the

Operation and Maintenance manual. CAUTION: Failure to use the proper oil may result in engine damage or dramatically reduced maintenance intervals. Consult the Operation and Maintenance manual for proper lubricating oil specifications for your engine. The use of quality engine lubricating oils combined with appropriate oil drain and filter change intervals is a critical factor in maintaining engine performance and durability. Refer to your Operation and Maintenance manual for more information on lubricating oil specifications.


For operation below -18ºC (0ºF), an oil pan immersion heater is recommended to maintain oil temperature and viscosity in an acceptable range for cranking and lubrication. Closed crankcase ventilation systems are not permitted, except for Cummins-supplied

systems. The use of closed crankcase ventilation systems, where the crankcase vent is plumbed to the engine inlet, is not approved for use on Cummins engines. Aftermarket or non-factory-installed closed crankcase systems are not permitted because they can contaminate turbochargers and aftercoolers. Crankcase vent plumbing should have a continuous upward slope to prevent oil build-up in the vent lines. Drain fittings are required at the bottom of long vertical runs to remove accumulated oil. All lines must be routed away from heat sources. Routing of oil lines away from heat sources, such as exhaust plumbing, is done primarily for safety reasons. In the event that a leak develops, oil must not impinge on any hot surfaces. If the routing cannot avoid hot surfaces, then adequate insulating sleeves must be used. For agency classed vessels, fittings/flanges/connections on fuel and oil lines shall be screened or otherwise suitably protected to avoid spray or leakage onto hot surfaces or machinery intakes. Please contact your local distributor for The Safety of Life at Sea (SOLAS) requirements regarding fuel lines and fuel fittings.

Flexible lines must be installed between the engine and shipboard piping to allow for

relative motion. All oil line connections from the vessel to the engine or any components that may have relative motion must have a flexible section. Engine vibration, thermal growth, and flexure of the vessel when pitching and rolling in heavy seas may cause a rigid line to fail. If hose is used for the flexible section, it must meet the requirements set in the document. Cummins recommends the hose is installed with a sweeping bend to provide the best isolation of movement and protect the hose from tensile and compressive loads.


15.3 Service Accessibility The following is a list of lubrication System points that should be accessible for service and maintenance:

Engine oil fill and dipstick Engine oil filter(s) Engine oil drain Marine gear oil fill and dipstick Marine gear oil filter(s) Marine gear oil drain

15.4 References Cummins Engine Oil and Oil Analysis Recommendations – Bulletin# 3810340 Oil Analysis Techniques for High Horsepower Diesel Engines – Bulletin# 4022060 Master Repair Manual, CentinelTM Cummins Service Bulletin# 3666231 Commercial Marine Installation Review Bulletin 4081838 – Lubrication System pages 21-23 QSK Series (MCRS) Lube System - MAB 0.07.00-12/7/2006 Duplex Lube Oil Filters - MAB 0.07.02-02/15/2002


16. QSK MCRS Air Intake System and Engine Room Ventilation

This section provides a description of the Air Intake System features and requirements of the QSK Series 19, 38, 50 & 60 engines to support installation design of MCRS engines. Along with requirements highlighted in this document, the Cummins Commercial Marine Installation Review Bulletin #4081838 should also be referred for complete list of mounting system requirements. For easy reference, the instructions have been broken down into sections.




16.2.1 Installation Requirements for All Applications 135

16.2.2 Installation Requirements for Air Cleaner – Remote Mounted 139

16.2.3 Installation Requirements for Customer Supplied Air Cleaners 142

16.2.4 Installation Requirements for Crankcase Ventilation 143

16.3 Engine Room Ventilation Design Process 144

16.4 Air Shut-off Devices 152


16.6 References 153


16.1 Introduction and Overview The purpose of the air intake system is to:

Provide sufficient combustion air to the engine. Provide combustion air that is not overly heated. To remove water, dirt, debris, salt, or any other foreign object(s) from the combustion and

ventilation air. Ventilate the engine compartment of radiated heat and fumes for the engine and other

installed machinery.

Vessel vent type, location and sizing as well as remote air cleaner plumbing (if used) are critical to achieve the above. If the air intake system fails in its purpose, increased maintenance cost, loss of performance/efficiency, and operating difficulties may result. The methods for supplying ventilation to the engine compartment are varied.

For engines with intake air from within engine compartment, the ventilation must provide combustion air for the engine as well as carry away heat and fumes generated by engine and any other auxiliary equipment.

For engines with intake air from outside the engine compartment via a remote air cleaner, only ventilation to carry away heat and fumes is necessary.

The maximum engine compartment temperature should not exceed 66° C (150° F); temperatures exceeding this may cause deterioration of the hoses and/or wiring of the engine. Adequate ventilation depending on vessel configuration may be achieved from natural (unforced) circulation, forced circulation (fans, blowers, etc), or a combination of natural and forced circulation. Determining the size and configuration of the system prior to the engine installation is recommended. Cummins provides instructions how to calculate the total air flow required for the combustion air and ventilation, how to apply the flow requirements to a method of ventilation, and how to measure the system for compliance. Consult your local Cummins Marine Certified Application Engineer for assistance. A restriction indicator is installed to signal when maximum air inlet restriction has been exceeded and the air cleaner element requires servicing. The preferred connection point for restriction indicators is in a straight section of pipe approximately 305 mm (12 in) upstream of the engine inlet connection. Note: the set point of the indicator should match the maximum inlet restriction as specified in the Engine General Data Sheet.

-AND-

The restriction indicator is a tool to determine if filter maintenance is required. It should not be used as a measuring device to determine if inlet restriction is within acceptable limits.


16.2 Summary of Installation Requirements All Applications The air inlet location, air piping and engine room ventilation must be designed so that

the air inlet temperature measured at the inlet connection to the manifold or turbocharger is not more than 17ºC (30ºF) above the outside ambient temperature at rated speed and load. Maximum engine room temperature must not exceed 150ºF under any operating conditions.

Forced ventilation systems must operate continuously any time the engines are running.

The air inlet must be located or shielded to prevent direct ingestion of water, snow, ice,

exhaust gases, blowby gases, and other combustible vapors. The integrity of the piping between the air cleaner and the engine must not be broken

during routine operation or maintenance functions. Air Cleaner – Remote Mounted When tested by Cummins' recommended method, the air inlet system restriction must

not exceed the value shown on the Engine General Data Sheet.

All ducts, components, and connections are capable of operating at a maximum temperature of 92ºC (200ºF).

Remote mounted air cleaner plumbing joints must be capable of functioning in an ambient temperature of 92º C (200º F), must be free from leaks, and must withstand a negative pressure (vacuum) of -8 kPa (-32 in. H2O) without collapsing.

All remote mounted air cleaner plumbing must be routed away from high heat sources.

All piping must be free from chafing points.

Remote mounted air cleaner plumbing must allow for thermal expansion and relative motion between the engine and shipyard piping.

Hoses connected to the compressor inlet must be rated for a continuous temperature of 205ºC (400ºF).


Air Cleaners – Customer Supplied

All engines must have an effective air cleaner to remove airborne dirt particles from the intake air. The air cleaner must have the minimum dirt holding capacity listed in the installation directions for the particular application.

The air cleaner media must be reinforced to prevent media from being ingested by the engine.

Oil bath type air cleaners are not approved for use on Cummins Marine engines.

Crankcase Ventilation

For open crankcase ventilation, the crankcase gases must be vented to atmosphere (not to the air intake system).

Only factory installed closed crankcase ventilation systems can be used. Aftermarket

closed crankcase systems are not approved.

16.2.1 All Applications

The air inlet location, air piping and engine room ventilation must be designed so that the air inlet temperature measured at the inlet connection to the manifold or turbocharger is not more than 17ºC (30ºF) above the outside ambient temperature at rated speed and load. Maximum engine room temperature must not exceed 150ºF under any operating conditions.

High air inlet temperatures will lead to high thermal stresses, high exhaust temperatures, poor engine performance, decreased fuel economy and shorter engine life. Inlet air temperatures above 27ºC (81ºF) will reduce engine power by approximately 1% for every additional 5.6ºC (10ºF) temperature rise. At lower engine speeds and loads, such as idle, temperatures may be higher without sacrificing engine life or performance. If the air cleaner is to be remote mounted, the inlet location should be outside the engine room. The inlet should be located so that a supply of air at or near the ambient temperature is always available. Locations with high inlet air temperature should be avoided. Areas to consider as heat sources are exhaust components, mufflers, air conditioner and refrigeration condensers, boilers and heating system components and auxiliary engines. Marine engines with engine mounted air cleaners may draw air from the engine room. Engine rooms with natural draft ventilation must have vent openings of adequate size and location to ensure an ample supply of air at a reasonable temperature to the engine, and carry away heat from the machinery in the engine room.


Cummins has developed a computer program that will estimate the recommended minimum total ventilation area required for each engine in the engine room (including any auxiliary engines). The ventilation area will vary depending on location of the vents and the resulting flow of air through the engine room. Some systems may require larger ventilation areas in order to meet the installation requirement. Your local Cummins distributor can assist you in determining what ventilation area should be used for your particular engine room.

Good circulation in the engine room is a key factor in keeping down the engine room temperature. Air inlets should be louvered or pointed forward to increase air circulation through the engine room.

The inlet vents should be ducted to the bottom of the engine room to promote bottom up circulation of the fresh air and to clear fumes and moisture from the bilge. The exhaust vents should be located near the top of the engine room to carry away the hot air in the engine room. In planning the ventilation ports, two-thirds of the area should be used for intake air and one third of the area should be for exhaust ventilation.

If it is not possible to install sufficient ventilation ports to maintain the required engine room temperature, blowers and exhaust fans can be used to circulate fresh air through the engine room. The inlet blowers must have a capacity of two times the engine's rated air consumption listed on the engine performance data sheet. Exhaust fans should be from one-half to one times the rated air consumption of the engines to carry away the excess heat.

With both engine mounted and remote mounted air cleaners, there should be enough ventilation to keep the engine room temperature below 54ºC (130ºF). Temperatures above this may cause deterioration in the hoses and/or wiring on the engine. Maintaining reasonable engine room temperatures can be aided by insulating as many hot surfaces as possible (i.e., exhaust piping, turbocharger, muffler, heating system).


Proper engine room ventilation is an important factor for engine performance and engine life. Section 16.3 Engine Room Ventilation Design Process provides a description of the design process that should be followed when designing a new or modifying an existing engine room ventilation system. Forced ventilation systems must operate continuously any time the engines are

running. If forced ventilation systems are needed to maintain a temperature difference of less than 17° C (30° F), then the forced ventilation systems must operate continuously any time the engine(s) are running. The air inlet must be located or shielded to prevent direct ingestion of water, snow, ice,

exhaust gases, blowby gases, and other combustible vapors. In most marine applications the air cleaner is in the engine room where there is little debris and dust. Protection from water is usually the biggest factor when designing the system. The exception to this is when the installation is a new boat. It is common to find dust and debris attributed from the build process in sufficient quantities to clog an air cleaner. For applications with an engine mounted filter or remote mounted filter within the engine compartment, vents supplying air to the engine compartment should be positioned so that air does not flow directly onto the air inlet. Cummins recommends ducting intake vents to the bottom of the engine compartment to:

1. Promote natural air circulation carrying away heat and blow by gases, 2. Remove vapors and moisture from the bilge area, 3. Help to keep any water vapor and salt entrained with the intake air off the engine and air

inlet. Intake vents that are located on the hull sides should be baffled to help prevent and remove any entrained water such as sea spray. Louvers over the vent can also help prevent the entrance of water. The opening of the louvers should be orientated away from the most prevalent direction of water from rain, washing, sea spray, etc.


Deck hatch seams that are exposed to the weather or any other possible leak path must not be located directly above the engine air inlet unless they are properly sealed and/or drains are installed to prevent the entrance of water under all conditions including, but not limited to rain, sea spray, and/or washing.

For engines with a remote mounted air cleaner outside the engine compartment, the remote air cleaner housing must be designed and located so that water, snow, dust and debris cannot directly enter the filter element. Areas that are exposed directly to the weather and/or sea spray should be avoided. For vessels operating in freezing climates the air cleaner must be protected from water freezing on the element or over the air cleaner inlet. A drain incorporated into the remote filter housing to remove the collection of any water or condensation is recommended. The inlet to an air cleaner, especially remote mounted cleaners mounted outside the engine compartment must not be located near fuel vents or any other source that may allow combustible vapors to be drawn into the air inlet. Combustible vapors entering the engine may cause an overspeed/runaway condition. The location of the air inlet and exhaust outlet must be orientated so that exhaust gases are not drawn into the air inlet. See Exhaust System section for more detail. The integrity of the piping between the air cleaner and the engine must not be broken

during routine operation or maintenance functions. Any breaks or leaks in the air system after the air cleaner will allow dirt to enter the engine and decrease engine life. Relative movement between the engine, air cleaner and air inlet requires flexibility in the pipe components and flexible connections. Any deflections must occur in the flexible components and not in the rigid piping. On turbocharged engines a flexible connection must be provided between the compressor casing and the first piping support. The first support should be less than 1.5 meters (5 feet) from the turbocharger.

Steel, aluminum and fiberglass reinforced plastic tubing have been used for air intake piping. Some of the factors to be considered in selecting tubing are:


1. If the tubing lacks strength or rigidity, tightening of the hose clamps to provide an adequate seal may deform or crack the tube and allow dirt into the engine.

2. Rough end surfaces can cut or abrade the flexible connectors and prevent a proper seal. 3. Inside and outside walls of tubing need to be smooth and leak-free to assure a perfect

seal and lessen air flow resistance. Butt welded tubing should have a flat surface (no bead) and be air tight.

The installer should use caution during any pipe welding in order to prevent slag on the inside of the pipe that may be drawn into the turbocharger. Flexible rubber fittings designed for use on diesel engines are available from Cummins and most air cleaner manufacturers. These fittings include hump hoses, reducers, reinforced rubber elbows and a variety of special shapes and sizes. Wire reinforced hose is not recommended for intake air system piping.

Hose clamps which provide a full 360 degree seal should be used. Either "T" bolt type or SAE F are preferred. Reinforced plastic tubing is not suitable for temperatures above 150ºC (300ºF). Do not expose rubber parts to continuous temperatures above 120ºC (250ºF). Avoid locating these near high temperature components such as exhaust components, mufflers, air conditioner and refrigeration condensers, boilers and heating system components, engine room vents and auxiliary engines.

16.2.2 Air Cleaner – Remote Mounted When tested by Cummins' recommended method, the air inlet system restriction must

not exceed the value shown on the Engine General Data Sheet. High air inlet restriction will lead to decreased air flow through the engine for combustion. This in turn will lead to a decrease in power, performance and engine life as well as an increase in smoke. The air cleaner should be mounted in an area that is free of dirt, dust, fish scales or other debris that may plug the filter during regular operation, net handling or deck operations.


If the exhaust and air intake are both above the vessel, the exhaust should be located higher and aft of the intake. If the exhaust gas is drawn back into the intake, the air cleaner can quickly become clogged.

Remote mounted air cleaners should not have inlets located where water can enter the element, either during operation or wash down. Avoid large flat areas where the intake can pull water into the engine during rain, rough weather or wash down operations.

A water or condensation trap should be located prior to the air cleaner on remote mounted systems. The air cleaner should be easily serviced without removing other parts of the air system and should be checked at air cleaner service intervals or if the air inlet restriction increases unexpectedly. Remote Mounted Air Cleaner Piping

The air inlet piping must be sized to provide inlet air to the engine without exceeding the air inlet restriction limit. Your Cummins distributor can assist you in properly sizing the intake air system. Engines with remote air cleaners should have a restriction indicator or vacuum gauge installed in the piping between the air cleaner and the engine. The preferred connection point for restriction indicators is in a straight section of pipe approximately 305 mm (12 inches) upstream of the engine or turbo inlet. All ducts, components, and connections are capable of operating in a maximum

temperature of 92ºC (200ºF). Remote mounted air cleaner plumbing joints must be capable of functioning in an

ambient temperature of 92º C (200º F), must be free from leaks, and must withstand a negative pressure (vacuum) of -8 kPa (-32 in. H2O) without collapsing.


Generally, only applications using a true remote mount air filter will require the fabrication of a duct system to route air directly into the engine. However, some applications using an engine mounted air cleaner may require slight modifications for additional air cleaner clearance for airflow and service considerations. Many materials exist that are suitable for use in intake air system. Reinforced plastic, fiberglass, and stainless steel are common materials for pipe used in long runs. Pipe or tubing must have sufficient rigidity to prevent crushing and/or collapsing the tube when tightening the clamps and mounting brackets. Flexible rubber connections for connecting inlet pipes are available from most air cleaner manufacturers. These connections include hump hoses, reducers, elbows, and a variety of special shapes and sizes. Metal materials are not recommended unless they are inherently corrosion resistant or specially coated to prevent corrosion. Moisture laden air and salt common in the marine environment will cause unprotected metals such as steel and aluminum to corrode producing abrasive oxides that can be ingested into the engine and cause accelerated wear. All ducts, components, and connections must be free from leaks. Any breaks or leaks in the air system after the air cleaner may allow unfiltered air into the engine and cause accelerated wear. All connection points must have a smooth finish. Rough or uneven surfaces can cut or abrade hose connections. Hose clamps which provide a 360 degree seal should be used at connection points where pipe and hose meet. Either “T” bolt type or SAE F is recommended. Wire reinforced hose should be avoided as this type of hose does not clamp evenly causing leaks. All ducts, components, and connections must be capable of operating continuously in an ambient temperature of 92° C (200° F). Be sure to check the suitability of any reinforced plastics used. Rubber components (commonly referred to as EPDM) are suitable for temperatures up to 120° C (250° F). All ducts, components, and connections must withstand a negative pressure (vacuum) of -8kPa (-32 in H2O) without collapsing. Collapsing of ducts, components, and connections can drastically increase air restriction and can cause significant power loss and excessive smoke.

All remote mounted air cleaner plumbing must be routed away from high heat sources. All plumbing associated with the remote mount air cleaner plumbing must be routed away from high heat sources such as exhaust piping, mufflers, boilers, auxiliary engines, air conditioning and refrigeration condensers, etc. Locating air intake plumbing near these components will increase the air temperature of the air entering the engine and may exceed the 17° C (30° F) temperature difference limit between the intake air and the ambient air. All piping must be free from chafing points. Proper installation techniques must be observed to ensure hoses and piping are securely fastened and routed to prevent chafing. Additionally, hoses and piping must not be routed near or on hot surfaces. If the routing cannot avoid chafing points or hot surfaces, then adequate chafe protection and or insulating sleeves must be used.


Remote mounted air cleaner plumbing must allow for thermal expansion and relative motion between the engine and shipyard piping.

Connections made between the engine and the remote mounted air cleaner plumbing must allow for relative motion between the two. A silicone or EPDM hump hose connection is recommended because it provides excellent isolation of vibration and free range of movement. Connections that are stiff can impose excessive loads upon the engine inlet connection. The location of the flexible connection must be between the engine inlet connection and the first support for the remote air cleaner plumbing. Cummins recommends installing the flexible connection directly to the engine inlet connection. The first fixed support should be no more than 1.5 meters (5 feet) from the engine inlet connection.

Hoses connected to the compressor inlet must be rated for a continuous temperature

of 205ºC (400ºF). Hoses connected directly to the turbocharger compressor inlet are subject to high temperature. Materials used must be rated for a continuous temperature of 205° C (400° F). Cummins recommends silicone hose for this type of service which are easily available commercially.

16.2.3 Customer Supplied Air Cleaners All engines must have an effective air cleaner to remove airborne dirt particles from

the intake air. The air cleaner must have the minimum dirt holding capacity listed in the installation directions for the particular application.

Dirt is the primary cause of wear in an engine. Reducing the amount of dirt that enters the engine will increase the engine life. Although no universal standard for air cleaners has been established, the following guidelines are recommended:

Table 16.1 - Air Cleaner Ratings

Rating Efficiency at 15% to 100%Air Flow

Dirt Holding Capacity g/cfm (g/l/s)

Type Construction

Normal Duty 99.5% 3 (6.4) Single Stage

Medium Duty 99.7% 10 (21) Single Stage

Heavy Duty 99.9% 25 (53) Two Stage


If the engine operates in an environment that contains debris that may clog the air cleaner (fish scales, coal/ grain dust, etc.) or a longer service interval is needed, then a heavy duty air cleaner should be used. The air cleaner media must be reinforced to prevent media from being ingested by the

engine. Over the life of the air cleaner, the restriction through the filter media will increase as it collects dirt and debris. This restriction causes the air cleaner media to be pulled inward toward the engine inlet. The air cleaner must be constructed to prevent the media from being ingested into the engine. Typically expanded wire mesh is used to reinforce the interior of the air cleaner media and prevent it from collapsing into engine inlet. Oil bath type air cleaners are not approved for use on Cummins Marine engines. Oil bath air cleaners are not approved for use on turbocharged Cummins engines. Potential carryover of the oil used in oil bath air cleaners can form deposits on the turbocharger compressor wheel and aftercooler core (if equipped) that cause a decrease in engine performance and efficiency. Note: when not using a factory supplied air cleaner option, Cummins recommends consulting with an air cleaner manufacturer before making a selection. Cummins Filtration is a division of Cummins Inc. that can supply air cleaners and technical support for most marine applications. The website www.cumminsfiltration.com has contact information for the local Customer Service location.

16.2.4 Crankcase Ventilation For open crankcase ventilation, the crankcase gases must be vented to atmosphere

(not to the air intake system). Open crankcase ventilation (OCV) systems allow combustion gases that accumulate in the crankcase to vent to the atmosphere, either directly or through an intermediate oil trap device. Routing the crankcase gases to vent directly into the air intake system, either before or after the air cleaner is not approved and may cause oil contamination and/or coking of the turbocharger, aftercooler, and intake valves. Note: exceptions to this requirement apply only to engines that are factory supplied with crankcase ventilation systems routing the crankcase gases to the dirty side of the air filter. Only factory installed closed crankcase ventilation systems can be used. Aftermarket

closed crankcase systems are not approved. Closed crankcase ventilation (CCV) systems use an oil separating filter to remove entrained oil mist from the combustion gases so that it can be vented into the air intake system. The apparent advantage of a closed crankcase system is that combustion gases and entrained oil are not allowed to enter the engine compartment keeping it cleaner. However, closed crankcase systems


that are not properly designed and applied can have detrimental effects. Inefficient oil separating filters can cause oil contamination and/or coking of the turbocharger, aftercooler, and intake valves. Improper pressure regulation can cause either crankcase overpressure or excessive vacuum leading to seal failure. Therefore, only factory installed closed crankcase ventilation systems can be used. Customer supplied closed crankcase systems are not approved.

16.3 Engine Room Ventilation Design Process Proper engine room ventilation is an important factor for engine performance and engine life. Cummins qualifies proper engine room ventilation by measuring temperatures inside and outside the engine room. The temperature difference and maximum temperature are used to confirm that the engine room has been designed with proper ventilation. Figure 16.1 below is a flow chart that provides a description of the design process that should be followed when designing a new or modifying an existing engine room ventilation system. Note: the Cummins Requirement is more flexible than other standards within the marine industry. For example, the ISO8861 standard only allows for 12.4oC (22.2oF) DTair and other engine manufacturers recommend only allowing for a 6oC(10oF) DTair.

Figure 16.1 - Engine Room Ventilation Design Process

The following steps are recommendations on how to meet engine room ventilation requirements. STEP 1. Evaluate Application Environment Evaluate the application environment and understand the condition under which the vessel will operate.

Identify the maximum ambient temperature that the vessel will be expected to operate in. This parameter is critical to sizing the ventilation system components. Most boats should use 37C (100F) as a normal maximum temperature. Some regions of the world may require the use of a higher ambient air temperature when designing the engine room for proper ventilation.


If the engines will be frequently run up to high RPM levels and then back to idle, heat soak may be a condition that needs to be addressed in the design of the engine room ventilation. If heat soak may be a problem, then the customer should use a combination of a natural and forced ventilation system.

STEP 2. Determine Combustion Air Supply Source The combustion air supply source will either be internally supplied from the engine room or it will be externally ducted from outside of the engine room. Engine rooms that have ample size and ventilation capacity can employ an internal air supply system to minimize installation cost. Small engine rooms and those with poor ventilation will require an external air supply system. STEP 3. Calculate Total Air Flow Required for Combustion This step is only required for using internally supplied combustion air.

Identify all engines that will be installed in the engine room, this includes propulsion and auxiliary engines.

Identify the combustion air flow for each engine found on the performance datasheets for Cummins Marine engines.

Sum all of the combustion air flow values.

Q comb = Q peng + Q aeng

Figure 16.2 is an illustration of airflow within an engine room that is using an internal air supply system and is unforced (natural).

Q comb = Total air flow required for combustion Q peng = Combustion air flow required in propulsion engines Q aeng = Combustion air flow required in auxiliary engines


Figure 16.2 - Engine Room Ventilation – Natural (unforced)

STEP 4. Calculate the Air Flow Required for Engine Room Heat Rejection This design step is for all types of engine room ventilation systems. The goal is to calculate the air flow required to properly reject the heat put into the engine room by engines and other significant heat sources.

Identify the heat rejection to ambient at rated horsepower for each engine. This includes propulsion and auxiliary engines. Found on the performance datasheets.

Identify other significant sources of heat rejection to the engine room. Examples include: – Exhaust Systems – Water heaters – Generators – Electrical systems

Sum the heat rejection from all engines and other sources of significant heat rejection in the engine room.

Calculate the air flow required for engine room heat rejection as follows

Heng+ Hother Qhrj = --------------------------------

rair * cp * DTair


Qhrj Engine room heat rejection air flow

Heng Sum of heat rejection to ambient from engines in engine room

Hothe Sum of heat rejection to ambient from other significant heat sources (non-engine)

rair Air density (note: this is temperature dependent)

cp Specific heat of air

DTair Maximum temperature difference allowed between ambient air and intake air (For

Cummins Marine the maximum limit is 17oC (30oF)

STEP 5. Calculate Air Flow Required for Engine Room Ventilation The required total air flow required will depend on the type of combustion air supply system being used.

Internal Air Supply System: Determine the required Inlet air flow using following formula:

Qin Required = Qhrj + 0.6*Qcomb

QIn Total Engine room inlet air flow

Qhrj Air flow required for heat rejection

Qcomb Air flow required for combustion

Determine the required Exhaust air flow using following formula:

Qout Required = Qhrj + 0.4*Qcomb

Qout Total engine room exhaust air flow required

Qhrj Engine room heat rejection air flow

Qcomb Air flow required for combustion

External Air Supply System:

The required Inlet and Exhaust air flow is equal to the air flow required for heat rejection:

Qin Required = Qhrj

Qout Required = Qhrj


STEP 6. Select Engine Room Ventilation System Engine room can employ either a Forced or Unforced or combination of Forced and Unforced ventilation system. The specific design selected is not critical as long as the total airflow requirements are satisfied under all conditions.

Table16. 2 shows advantages and disadvantages to each type of engine room ventilation system. This table may be used in helping the boat builder, architect, or ship yard select the appropriate ventilation system. The table also shows formulas that calculate the airflow into and out of the engine room. Step 7 will use the air flows calculated here to determine the free cross -sectional area needed to provide for unforced engine room ventilation.

Table 16.2 - Engine Room Ventilation System Advantages and Disadvantages

Ventilation System Type

Advantages Disadvantages Formulas

Unforced Common system in many recreational applications

Most cost effective Simple design Simple installation

Requires more free cross-sectional area than a forced or combination system

QIn, unforced = QIn

QOut, unforced = QOut

Forced Requires less free-cross sectional area than an unforced system

Good for installations that do not have space for unforced vents

Good for applications where heat soak may be a problem

Design is complex Installation is complex

QIn, forced = QIn

QOut, forced = QOut

Combination

Good for installations that have some room for unforced vents, but not enough to properly ventilate the engine room by unforced means

Involves the complexity of the forced system

QIn, unforced = QIn -

Qin, forced QOut, unforced= QOut

- QOut, forced

Forced ventilation systems must operate continuously anytime the engines are running. Forced ventilation systems whether used in a completely forced or combination system, must operate continuously anytime the engines are running. It is recommended that the fans are automatically operated anytime the engines are operating, this is the best way to ensure the engine room is properly ventilated while the vessel is in operation. Figure 16.3 is an illustration of engine room ventilation where there is a combination of unforced and forced air flows used.


Figure 16.3 - Engine Room Ventilation - Combination Forced and Unforced

STEP 7. Size and Locate Vents, Ducts, Blowers Vent Sizing: To correctly calculate the free cross-sectional area of the engine inlet and engine room exhaust vents, divide the total unforced air flow by the velocity of the air going through the vents. Cummins Marine assumes that this velocity will be a maximum of 3000 feet per minute. Total Inlet Vent Cross Sectional Area in square inches (in^2) Total Inlet Vent Area = QIn, unforced (ft^3min) X 144 in^2

3000 (ft / min) ft ^2 Total Exhaust Vent Cross Sectional Area in square inches (in^2) Total Exhaust Vent Area = Qout, unforced (ft^3min) X 144 in^2

3000 (ft / min) ft ^2


Vent Design: The boat builder, shipyard, or architect is responsible for a vent design that meets Cummins Marine installation requirements. There are many approaches to designing the engine room inlet and exhaust vents.

Crucial to the vent design is the free cross sectional area in the vents. This area is the area that is unrestricted in the vent, through which air flows. The free cross sectional area of all of the vents must be equal to the total inlet vent and total exhaust vent areas calculated in step 6. For example if the vents are louvered, the free cross sectional area is not the area of the hole in the side of the boat that contains the vent, but is the unrestricted area between the louvers of the vent through which air flows see Figure 16.4.

Figure 16.4 - Free Cross Sectional Area

Vent Location Vents must be located such that they will not allow exhaust gases or water to be pulled into the engine room under any conditions. There are numerous ways to prevent water from being carried into the engine room by the incoming air. One solution includes an air box behind the vent that collects water in the bottom and is drained to the bilge pump or overboard via a drain hose. For a single engine installation, it’s recommended to have inlet vent on the side of the hull and the exhaust vent on the other. This will help ensure cross flow ventilation within the engine room and reduce the potential for hot localized areas. Figure 16.5 is an illustration of one way to achieve this.


Figure 16.5 - Single Engine Inlet and Exhaust Vent Location

For twin engine installation, recommended practice is to have an inlet and exhaust vent on each side of the hull. This will allow air to enter and exit on both sides of the engine room. Do not install only inlet on one side and only exhaust vents on the other side. Figure 16.6 is an illustration of one way to achieve this.

Figure 16.6 - Twin Engine Inlet and Exhaust Vent Location

Problems can result if the vent is located in a region where there is a low pressure zone created by the design of the vessel when under way. If the vent is located in one of these regions, it should be relocated to a region where a low pressure region does not exist. Vents must be located such that they remain clean and will not be clogged by debris. Duct Design Ducting should be designed with a total free cross-sectional area that is greater than or equal to the free cross-sectional area of the inlet or exhaust vent. The calculated free cross sectional area of the ducting should be reduced to account for the restriction caused by the bends in the ductwork. The inlet air should be ducted to the bottom of the engine room and the exhaust vented


from above the engine(s) to promote a bottom-up circulation of fresh air within the engine room (fig 16.7). Ducts should be designed such that inlet air flow does not blow directly on the engine. All ducts joints, components, and connections must be capable of operating continuously in a maximum ambient temperature of 920C [2000F].

Figure 16.7 - Engine Room Inlet and Exhaust Ducting

Forced Ventilation System Design Forced ventilation system design is the responsibility of the boat builder / naval architect. Forced ventilation systems must operate continuously anytime the engines are running. If a forced ventilation system is required, the system must operate anytime the engines are running, this is to ensure proper air flow supply and exhaust to the engine room, if the forced ventilation system is not automatic, then engine room may not get the airflow required for heat rejection or engine combustion. STEP 8. Install Engine Room Ventilation System Visit boat during the installation of the engine room ventilation system to confirm compliance with installation requirements.

16.4 Air Shut-off Devices Emergency air shutoff devices are required on some vessel installations. Cummins does not require use of these devices and does not offer them as production options. One shutoff device per turbocharger is generally required. These should be located in the air tubes between the air cleaner and turbocharger inlet. Contact your local distributor for recommended suppliers of emergency shutoff devices.


16.5 Service Accessibility The following is a list of Air Intake System service points that should be accessible for service and maintenance.

Air cleaner Restriction indicator / test port Any installed drains

16.6 References

Air for Your Engines – Bulletin# 3379000 QSK Series with MCRS Air Intake Systems - MAB 0.10.00-12/7/2006 Salt Accumulation in the Air Intake System - MAB 0.10.00-3/3/2000 Engine Air Intake System - MAB 0.10.00-07/17/2000


17. QSK MCRS Control, Gauges & Alarms This section provides a description of the Control Gauges and Alarm features and requirements of the QSK Series 19, 38, 50 & 60 engines to support installation design of MCRS engines. For easy reference, the instructions have been broken down into sections.



17.2 System Architecture 156

17.2.1 C Command Panel 156

17.2.2 C Command Elite 157

17.2.3 C Command Elite Plus 158

17.2.4 Optional Components 159

17.2.5 Engine Room Panel (ERP) 159

17.2.6 Electronic Digital Display (ED-3) 159

17.2.7 Control Panel (CP) 159

17.2.8 Gauge Instrument Panel (GP) 160

17.2.9 Remote Control Panel (RP) 160

17.3 Major Components and Function Description 161

17.4 References 165


17.1 Introduction and Overview The Control, Gauges and Alarm system provides the operator with necessary information to ensure proper operation of the engine system. The QSK MCRS Marine engines are offered with a fully digital Control, Gauge and Alarm system called C-Command. This system is intended to work equally well in both propulsion and auxiliary marine applications. Control, Gauges and Alarm System Definition There are two major systems that need to be distinguished. The first is the Engine Control System, and the second is the Control, Gauges and Alarm System (Figure 17.1). Refer to chapter 14.for more detail on Engine Control System.

Figure 17.1 - Engine Control System vs. Control, Gauges & Alarm System

Engine Control System The engine control system consists of an engine controller (ECM), software (calibration) and sensors with corresponding wiring. The system is responsible for interpreting the operator’s input and governing engine speed under varying load conditions. It is also capable of monitoring all sensors and performing diagnostics for alarm conditions. Detailed information on Engine Control System is covered in separate chapter 14. QSK MCRS Electronic Controls and Engine Protection Control, Gauges and Alarm System The Control, Gauges and Alarm System is a Customer Interface Panel system which relays the information between the engine control system and the operator. The Controls, Gauges and Alarms System is available in variety of configurations. This section covers the Control, Gauges and Alarm system and available Cummins options for monitoring.


17.2 System Architecture The Electronic Information System (EIS) is comprised of products that are designed specifically for use in the marine applications. At the core of this product line is the C-Command Panel System. It is a modular panel system that has three versions that progressively increase in features:

C-Command C-Command Elite C-Command Elite Plus

The main features for each C-Command version are as follows:

17.2.1 C Command The cost-effective basic system offers the flexibility to function with or without an engine room panel (ERP) and features a variety of display options to ensure engine data is easily accessible.

All connections are centralized in a customer interface box (CIB), which helps simplify vessel installation. The CIB contains all ECM connections, start/stop logic, emergency stop button and OEM connections.

Basic version Contains all of the basic system connections to operate a

Cummins diesel engine effectively SAE J1939 communication Simple and robust

Figure 17.2 shows an overview of the C Command Panel System outlining the mandatory and optional components. These components can be ordered to satisfy various project needs.


Figure 17.2 - C Command Panel System Layout

17.2.2 C Command Elite C Command Elite offers additional functionality and monitoring over the C Command system with the added benefit of easy-to-read, customer configured, color displays.

Premium version of the C Command panel system All ECM connections provided SAE J1939, Ethernet, Modbus and CAN Open communication protocols Microprocessor controlled panel system Full color TFT displays Capable of integrating 6 vessel supplied inputs Supports all C Command remote options

Customer Interface Box (CIB) Features

Includes integral control panel Full color text and graphics in menu format Multiple languages and configurations may be saved to

accommodate multinational crews Stores a comprehensive history of alarms and faults for

more efficient troubleshooting and service scheduling, easily downloaded via Ethernet connection

Capable of supporting customer-supplied temperature, pressure and switch inputs


17.2.3 C Command Elite Plus C Command Elite Plus utilizes the same displays for both main station and remote monitoring as the Elite system, but also includes Classification Society-mandated sensors, alarms and shutdowns. The result is a globally supported, fully classed engine and electronic and safety system that protects against the substantial risk of non-compliance. The Elite Plus system components and the complete system can be fully approved via surveyor witness.

Type Approved version of the C-Command Elite Meets Marine Society requirements for class approval. Includes modules for Safety and Alarm system requirements Additional vessel supplied inputs available Supports all C Command and C Command Elite remote options

Figure 17.3 shows an overview of the C Command Elite and C Command Elite Plus Panel System outlining the mandatory and optional components. These components can be ordered to satisfy various project needs.

Figure 17.3 - C Command Elite and Elite Plus Panel System Layout

Contact your local distributor for detail on CIB, CIB integrated components and detailed instructions on the Installation and Operation of the Customer Interface Panels.


17.2.4 Optional Components Figures 17.4 to 17.88 contain images of optional components that are available for use with the C Command Panel System. For detailed specification for each optional component, refer to Premium Options menu on marine.cummins.com.

17.2.5 Engine Room Panel (ERP) The Engine Room Panel is a separate cabinet which allows for engine control and monitoring. It is connected to C Command panel system by an extension harness. ECM information is displayed with the use of the Electronic Digital Display (ED-3). ED-3 allows the operator to view a selection of engine parameters as well as full text descriptions of ECM fault codes. ERP also has a control panel installed. This control panel has keyswitch for main power, buttons for start, stop and alarm acknowledge and an alarm lamp and buzzer. The ERP is enclosed in an IP44 rated box designed for operation in harsh engine room environments.

17.2.6 Electronic Digital Display (ED-3) The same Digital Display that is included in the ERP panel face can be utilised at any remote station that requires engine data to be displayed. The ED-3 reads all engine data from the ECM and displays information in text and graphics. It includes full text alarm indication, data trending, internal buzzer and external alarm contact, as well as fault code logging with text description and service tool connection port. The ED-3 is compatible with C Command, C Command Elite and Elite Plus.

17.2.7 Control Panel (CP) The control panel (CP) is a soft button remote interface for engine control featuring start/stop and alarm acknowledgement. It also includes red alarm indication with buzzer and local and remote control indication. It is compatible with C Command, C Command Elite and Elite Plus.

Figure 17.4 - Engine Room Panel (ERP)

Figure 17.5 - ED-3

Figure 17.6 - Control Panel (CP)


17.2.8 Gauge Instrument Panel (GP) GP is a digitally driven J1939 Gauge Panel which displays engine data, the gauge instrument panel provides fault code readout through a mini-digital display in the tachometer. The Gauge Panel consists of the following gauges:

Tachometer (with Mini display) Engine Oil Pressure Engine Coolant Temperature System Voltage Exhaust Stack Temperature Marine Gear Oil Pressure (If applicable)

The GP is compatible with C Command, C Command Elite and Elite Plus.

17.2.9 Remote Control Panel (RP) This remote digital interface to engine control is an 8.4" configurable touch screen featuring superior visibility even in direct sunlight, displays all DCU broadcasted measurements and alarms. Alarms are displayed as on the DCU and include a full text description of the alarm or fault. The RP includes all of the functionality available at the DCU, including engine start and stop. The RP can simultaneously monitor and control up to eight engines, can support as many as three remote panels and may be complemented by an ED-3 in areas where only basic monitoring is required. Remote Panel Features

Automatically scans for connected engines (DCUs). Up to 8 DCUs may be connected to one RP via Ethernet network Displays engine parameters as displayed on each DCU Capability to Start and Stop multiple engines from a single RP Capability to display Alarm status for multiple engines from a single RP Displays service interval timer, as on DCU

The RP is compatible with C Command Elite and Elite Plus.

Figure 17.7 - Gauge Panel (GP)

Figure 17.8 - Remote Panel (RP)


17.3 Major Components and Function Description The C Command Panel system is made up of several components. A matrix in Table 17.1 below outlines which components are available for each version of C Command panel. Contact your local distributor for more detailed description of each component, as well as the installation operation instructions for each version.

Table 17.1 - C Command Panel System Components Matrix

Component Detail/Function C

Command

C Command

Elite

C Command Elite Plus

Customer Interface Box (CIB)

S S S

CIB Logic Unit (CLU) ● ● ● Integrated Control Panel (DCU)

─ ● ●

Engine Stop Button ● ● ●

Power Switch ─ ● ●

Local/Remote Switch ─ ● ●

Start/Stop Buttons ─ ● ●

Alarm Indication ─ ● ●

Remote I/O Module (RIO) ─ ─ ●

Shut Down Unit (SDU) ─ ─ ●

Vessel Interface Terminals ● ● ● Additional Vessel Input Support

─ ● ●

Legend: S – Standard O - General Option ● - Included in System/Component ─ - Not applicable/Not available in System/Component


Table 17.1 - C Command Panel System Components Matrix (Cont’d)


Command

C Command

Elite


Integrated CIB Control Panel (DCU)

─ S S


Local/Remote Selection ─ ● ●

Full Text Fault Code Indication ─ ● ●

Alarm Buzzer ─ ● ●

Alarm Silence/Acknowledge ─ ● ●

Power Indication ─ ● ●

Automatic/Manual Mode Selection

─ ● ●

Full Color6.4" TFT Display ─ ● ●

Soft and Hard Button Menu Driven Interface

─ ● ●

Engine Speed ─ ● ●

Engine Oil Pressure ─ ● ●

Engine Coolant Temperature ─ ● ●

Marine Gear Oil Pressure ─ O O

Exhaust Stack Temperature ─ ● ●

System Voltage ─ ● ●

Engine Hours ─ ● ●

Performance and Troubleshooting Screens

─ ● ●

Data Trending ─ ● ●

Text/Graphic Display ─ ● ●

Custom Configurable Screens ─ ● ● Displays Safety and Alarm System Information

─ ─ ●

Engine Room Panel (ERP)

O ─ ─

Local Analog Display (LAD) ● ─ ─

Master Switch ● ─ ─

Local/Remote Switch ● ─ ─

Electronic Display (ED-3) ● ─ ─

Control Panel (CP)

O O O

Start/Stop Buttons ● ● ●

Local/Remote Indication ● ● ●

Red Alarm Indication ● ● ●

Alarm Silence/Acknowledge ─ ● ─

Alarm Buzzer ● ● ●

Power Indication ● ● ●





Command

C Command

Elite


Gauge Panel (GP)

O O O

Engine Speed ● ● ●

Engine Oil Pressure ● ● ●

Engine Coolant Temperature ● ● ●

Marine Gear Oil Pressure O O O

Exhaust Stack Temperature ● ● ●

System Voltage ● ● ●

Mini-Display in Tachometer ● ● ●

Full Text Fault Code Indication ● ● ●

Alarm Indication ● ● ●


Alarm Silence (Panel Only) ● ● ●

Electronic Display (ED-3)

O O O

Engine Speed ● ● ●

Engine Oil Pressure ● ● ●

Engine Coolant Temperature ● ● ●

Marine Gear Oil Pressure ● ● ●

System Voltage ● ● ●

Engine Hours ● ● ●

Text/Graphic Display ● ● ●

Engine Data Trending ● ● ●

Full Text Fault Code Indication ● ● ●


Alarm Silence (Panel Only) ● ● ●





Command

C Command

Elite


Remote Panel (RP)

─ O O


Local/Remote Indication ─ ● ●

Full Text Fault Code Indication ─ ● ●

Alarm Buzzer ─ ● ●

Alarm Silence/Acknowledge ─ ● ●

Power Indication ─ ● ●

Command Request Button ─ ● ●

Full Color 8.8" TFT Display ─ ● ●

Touch Screen Menu Driven Interface

─ ● ●

Engine Speed ─ ● ●

Engine Oil Pressure ─ ● ●

Engine Coolant Temperature ─ ● ●

Marine Gear Oil Pressure ─ O O

Exhaust Stack Temperature ─ ● ●

System Voltage ─ ● ●

Engine Hours ─ ● ●

Performance and Troubleshooting Screens

─ ● ●

Data Trending ─ ● ●

Text/Graphic Display ─ ● ●

Custom Configurable Screens ─ ● ●

Multiple Engine Control/Display Capability

─ ● ●

Displays Safety and Alarm System Information

─ ─ ●



17.4 References QSK 19- M Wiring Diagram C Command – 4957586 QSK19DM/ QSK 38/50/60 Wiring Diagram C Command - 4947586 QSK 19/38/50/60 Wiring Diagram C Command Elite - 4989146 QSK 19/38/50/60 Wiring Diagram C Command Elite Plus – 4989144 Electronic Display 3- ED3 MAB 0.15.00 – 00-09/02/2004 Controls Gauges and Alarm Engine Protection MAB 0.15.00-02/02/2005 QSK Series MCRS Controls Gauges and Alarms MAB 0.15.00-12/07/2006 C Command Panel System MAB 0.15.00-11/02/2006 Command Elite and Elite Plus Panel Systems MAB 0.15.00-05/18/2007 C Command Elite Series User Manual - 4082078 C Command Elite Series Install Manual – 4082079


18. QSK MCRS Electronic Controls and Engine Protection

This section provides a description of the Engine Electronic Controls and Engine Protection features and requirements of the QSK Series 19, 38, 50 & 60 engines to support installation design of MCRS engines. Along with requirements highlighted in this document, the Cummins Commercial Marine Installation Review Bulletin #4081838 should also be referred for complete list of system requirements. For easy reference, the instructions have been broken down into sections.





18.3 Electronic Controls 170

18.3.1 Electronic Control Modules (ECM) 170

18.3.2 Calibrations (Software) 170

18.3.3 Sensors 171

18.4 Engine Protection 171

18.5 Common Electronic Features (Propulsion & Auxiliary) 180

18.6 Propulsion Engine Features 184

18.7 Auxiliary Engine Features 187

18.8 Overview of INSITETM Electronic Service Tool Features 190

18.9 Commissioning and Feature Setup 191


18.11 References 192


18.1 Introduction and Overview Electronic Controls and Engine Protection covers the engine control system consisting of the electronic control module (ECM), sensors that are read by the ECM and engine wiring that is directly connected to QSK MCRS engines and provides detailed explanation of the electronic features for propulsion and auxiliary QSK MCRS engines. Electronic Controls The electronic control system encompasses the power supply to the Engine Control Module (ECM) and ECM inputs and outputs such as electronic throttle, communications (datalinks), and switched inputs. The ECM is continuously reading information via inputs, processing those signals, and then adjusting outputs to control fueling, gauges, etc. to meet the needs of the operator in an effective and efficient manner. Like any electronic component, a robust power supply is critical for ensuring its proper operation. Both analog (voltage, resistance, mA) and digital (datalinks, controlled area networks) signals are used on the engine. When installing or integrating electronic control system components, the most important considerations are proper initial setup and protecting the signal from degradation or interference. If welding on the vessel or engine, the following must be performed to protect the engine:

1. Disconnect the battery positive and negative connductors from the battery 2. Turn off circuit breakers in the CIB or remove fuses in all the power supplies to the

engine and any engine associated electrical equipement 3. Disconnect and pull back the OEM interface connector from the engine control

module and any other engine related electronic control modules.

Engine Protection The QSK MCRS engines are equipped with a wide variety of sensors. The ability to sense engine operating conditions provides an opportunity for engine protection (EP). The control system for both propulsion and auxiliary engines senses and responds to conditions that risk the durability of the engine. The engine protection system determines if the engine is operating outside of normal conditions and provides feedback by annunciating an alarm. Refer to section Section 18.4 Engine Protection for more detail. Electronic Features for Propulsion and Auxiliary Engines Refer to Section 18.5 - Common Electronic Features, Section 18.6 - Propulsion Engine Features, Section 18.7 - Auxiliary Engine Features. These sections describe the QSK MCRS engine electronic features in detail.


18.2 Summary of Installation Requirements Cummins supplied Electronic Control Systems must be “as delivered” and must not

be modified.

The ECM positive and negative power cables must be connected to the engine battery so that the power to the ECM will not be interrupted during operation.

The ECM power cable must be a dedicated power supply to the ECM. No additional loads may be connected to the ECM power cable.

If a battery charger is connected to the battery, it must be independent of the ECM power supply cable such that they do not share a conductor.

Wiring used for SAE J1939 connections must comply with applicable communications standards.

T`he datalink diagnostic connector must be installed in a technician accessible location.

18.2.1 Installation Directions Cummins supplied Electronic Control Systems must be “as delivered” and must not

be modified.

Cummins supplied Electronic Control Systems must be “as delivered” and must not be modified. Modifications including splices, removal and/or addition of hardware, and any other changes are not approved modified electronic control system and any associated progressive damage will not be warranted by Cummins.

The ECM positive and negative power cables must be connected to the engine battery so that the power to the ECM will not be interrupted during operation.

The ECM power cable must be a dedicated power supply to the ECM. No additional

loads may be connected to the ECM power cable. If a battery charger is connected to the battery, it must be independent of the ECM

power supply cable such that they do not share a conductor. The ECM is continuously reading information via inputs, processing those signals, and then adjusting outputs to control fueling, gauges, etc. to meet the needs of the operator in an effective an efficient manner. Like any electronic component, a robust power supply is critical for ensuring its proper operation. With QSK MCRS engines the power supply connections are made in the Customer Interface Box (CIB), refer to installation manual for complete details.


It is not acceptable for the power supply to ECM to be controlled by the keyswitch, either directly or by a relay. Note: To prevent accidental damage to the ECM, all breakers in the CIB should be switched off and all OEM connectors should be disconnected prior to performing any welding operations. Wiring used for SAE J1939 connections must comply with applicable communications

standards. SAE J1939 and/or SAE J1708 are datalinks that provide a means for the engine and related electronic devices on the vessel to communicate with each other. Some typical functions performed are sharing of sensor data, sharing of calculated information, allowing subsystems to influence each other’s operations, and communication of subsystem operation state. Datalinks also provide a means for diagnostic work to be done by way of electronic service tools. Electronic Cummins engines are supplied with one or more datalinks that provide the necessary communication needs. Depending on the number of engines and helm stations, some configuration of the datalink system may be necessary. Additionally, the customer may choose to interface other compatible components that require proper installation practices. Cummins has many panel options available for displaying datalink information detailed in Section 17.2.4 Optional Components. The datalink also allows for remote engine parameter and fault monitoring at the operator’s location. In addition to Cummins panels, the fault monitoring can be achieved by using customer supplied lamps (red, amber and white) to indicate different levels of severity. All datalink devices and adapters must share a common ground to the vessel battery system. Whenever devices or adapters have separate power sources, the grounds must be connected such that the ECM and the device/adapter are at the same ground potential. Specifics regarding configuration and integration into the datalinks can be obtained through Cummins published Marine Application Bulletins (MABs) and Wiring Diagrams. For assistance with obtaining Cummins published MABs, contact your local Cummins Marine Certified Application Engineer. For details of each datalink, refer to www.sae.org. The datalink diagnostic connector must be installed in a technician accessible

location. The datalink diagnostic connector will be located either as a stub off the main station harness, on the engine, or on the Vessel Interface Box (CIB). Regardless of its location, the diagnostic connector must be accessible for connection to Cummins diagnostic service instruments by a technician.


18.3 Electronic Controls The engine control system consists of an engine controller (ECM), software (calibration) and sensors with corresponding wiring. The system is responsible for interpreting the operator’s input and governing engine speed under varying load conditions. It is also capable of monitoring all sensors and performing diagnostics for alarm conditions.

Figure 18.1 - System Overview of Electronic Control System

18.3.1 Electronic Control Modules (ECM) The QSK MCRS engines use electronically controlled fuel injectors in each cylinder to provide fuel to the engine. Each injector may be controlled independently to regulate engine fueling and injection timing. The injectors and all other engine control features are controlled by the electronic control module (ECM). Each ECM is capable of controlling six injectors. The number of ECMs per engine will vary based on the number of cylinders. Therefore, the QSK 19 uses one ECM, the QSK 38 requires two and the QSK 50/60 uses three ECMs. The ECMs are electrically isolated with gaskets and rubber isolators. The ECM does not require additional cooling. For battery power requirements refer to the general engine datasheet. For installation requirements refer to section 18.2 Summary of Installation Requirements.

18.3.2 Calibrations (software)

Each ECM in a multi-module control system has a unique calibration and each ECM must be programmed during calibration update. The calibration download can be performed individually or as a system using INSITETM. Contact your local distributor for assistance with calibration update.


18.3.3 Sensors Sensors are an integral part of the engine control system and are responsible for providing engine operating conditions to the ECM. Table 18.1 lists all sensors that are available with each QSK MCRS engine type. OEM wiring schematics and installed sensor locations can be found on the QuickServe™ Online website.

Table 18.1 - Engine Control System Sensor Quantity

Sensor QSK19 QSK38 QSK50/60Cam Position (Hall Effect) 1 1 1 Crank Position (Hall Effect) 1 1 1 Intake Manifold Temperature 1 1 4 Intake Manifold Pressure 1 2 2 Fuel Accumulator 1 1 1 Oil Pressure 1 1 1 Fuel Supply Temperature 1 1 1 Oil Temperature -- 1 1 Coolant Temperature 1 1 1 Ambient Air Pressure 1 1 1 Coolant Level 1 1 1 Coolant Pressure -- 1 1 Fuel Supply Pressure 1 1 1 Pre-/Post-Oil Filter Pressure -- 1 1 Stack Temperature* 1 2 2 Crankcase Pressure* 1 1 1 Water In fuel (WIF) Sensor* 1** 1** 1** Optional Individual Cylinder EGT* -- 12 16 Optional Gear Oil Pressure* 1 1 1

* Marine unique sensors ** Duplex filter option will have 2 WIF sensors.

18.4 Engine Protection The QSK MCRS engines are equipped with a wide variety of sensors listed in Table 18.1 in section 18.3.3 Sensors. The ability to sense engine operating conditions provides an opportunity for engine protection (EP). The control system for both propulsion and auxiliary engines senses and responds to conditions that risk the durability of the engine. The engine protection system determines if the engine is operating outside of normal conditions and provides feedback by annunciating an alarm. The Engine Protection (EP) system uses the following sensors to respond to conditions that risk the durability of the engine:


Table 18.2 - Monitored Parameters

Sensors Function Coolant Temperature Coolant Pressure Coolant Level

Provides feedback for problems with the engine cooling system.

Intake Manifold Temperature

Provides advance notice to problems with the intake system and after-cooler.

Crankcase Pressure Detects power cylinder wear or ventilation blockage. Engine Oil

Temperature Engine Oil Pressure

Detects problems with the engine lubrication system.

Exhaust Stack Temperature

Protects engine from thermally abusive conditions.

Gear Oil Pressure Protects marine gear from low gear oil pressure operation. Fuel Temperature Provides warning with fuel temperature and monitors for

shutdown The ECM monitors each sensor and compares the value to the engine protection threshold. If the sensor value is above or below the EP diagnostic threshold, the ECM annunciates an engine protection fault and outputs a signal to the C-Command panel system or a customer supplied monitoring device. The EP fault is logged in the ECM memory and can be retrieved with INSITE™. The operator can then change the engine operating condition to alleviate the alarm condition. Once the alarm condition is no longer present, the fault will clear after a predefined time delay. C-Command Elite Plus panels offer additional engine protection and by design are independent from ECM engine protection. Marine classification societies may require use of a safety system independent from that controlled by the ECM. Refer to section 17. Control, Gauges & Alarm for more detail. Engine Protection Derates The engine can perform either a speed or a torque derate. The ECM uses a time delay to ensure that the fault condition is persistent. Then the derate function is invoked gradually using either a time-based or severity-based derate. Various types of derates can occur depending on the sensed condition. For time-based derates, the level of derate is increased over a certain length of time until it reaches maximum derate. For severity-based derates, the level of derate is proportional to the severity of the fault. In either case, limiting the engine fueling and speed reduces the potential for engine damage. See figure 18.2 for an example derate. Note: Auxiliary engines do not have derates


Figure 18.2 Torque and Speed derate example

Engine Protection Shutdowns

Engine protection shutdown is disabled as a default. It must be enabled using INSITE™ for applications that require it. If abnormal operation continues even after derate has been applied, an automatic shutdown can occur after a reasonable warning time. Severity and time-based shutdowns are available. A time-based shutdown occurs after a fixed period of time, once a threshold condition has been exceeded. A severity shutdown would occur after the monitored parameter has exceeded a shutdown threshold level. After the engine protection control feature has determined that a shutdown will be initiated, the fault code will be annunciated over the datalink and the ECM will output a signal to the customer supplied red warning lamp. The red lamp will flash for a period equivalent to a warning time before the shutdown occurs. The flashing lamp serves as an indicator that an engine protection shutdown is imminent. Note: Shutdowns are disabled as a default and must be enabled using INSITE™. Shutdown must be enabled with written agreement from customer. Shutdown and Derate Manual Override An external switch can be used to allow continued engine operation while most derate or shutdown faults are active. The engine protection override switch can be configured to override “Shutdown only” or override “Shutdown and Derate” using INSITE™. This feature allows for control of engine protection derate and shutdown, if enabled, in emergency or highly critical situations. Note: The shutdown or derate override feature prevents the ECM from shutting down or derating the engine, even when engine-damaging conditions are present. Damage done to the engine while in engine protection override mode is NOT covered by the engine warranty. Cummins offers a remote switch panel that includes an engine protection override switch. When the switch is closed, all engine protection, based on customer selection, is inhibited with


exception of the emergency stop and engine overspeed shutdown. The switch configuration is set to override Shutdown only as a default in marine calibrations. This feature should only be used in applications where customers want to enable engine protection derate and/or shutdown and engine damage is an acceptable trade-off for keeping the engine running in critical situations. Engine Overspeed Protection It is necessary to protect the engine from exceeding the mechanical speed limit to prevent engine damage. The engine overspeed protection is an independent feature from the rated overspeed protection used on auxiliary engines and is designed to protect engine hardware from damage due to overspeed. The overspeed protection feature monitors the engine speed and shuts off fuel to the engine when the speed reaches a certain threshold. The feature has the ability to resume fueling when the engine speed drops below a secondary engine speed threshold. For propulsion engines the overspeed protection threshold depends on the engine family. Typically, it is 2250 rpm for 1800 rpm rated engines and 2450 for 2100 rpm rated engines. The reset threshold where the fuel is re-enabled is typically set to 100-200 rpm below that. Therefore, once the engine speed is below the reset threshold, the engine will continue running and overspeed fault will go inactive. For an auxiliary engine, it is unlikely the engine protection overspeed threshold will ever be exceeded because the rated overspeed protection will be triggered at much lower speed. This ECM feature does not meet societies’ requirement for overspeed shutdown. Marine classification societies require use of a safety and alarm system independent from that controlled by the ECM. Both systems can be active. Refer to section 17 Control, Gauges & Alarms for information on the optional Cummins class approved monitoring system. Coolant Temperature When the coolant temperature exceeds the first calibrated threshold of 100°C (212°F), the EP feature logs a FC146 after a 5 second delay and applies a torque derate based on the severity of the temperature value. The lower threshold results in a minimum derate and the higher threshold results in a maximum derate. If the coolant temperature exceeds the second calibrated threshold of 110°C (230°F), a FC151 is logged and a time based speed derate is applied to limit engine speed. (Figure 18.3). If the EP shutdowns are enabled and the temperature is above the second calibrated threshold, then the engine will shut down after a 10 second warning time and after a 10 second delay time.


Figure 18.3 – Coolant temperature engine protection

Coolant Pressure When the coolant pressure falls below the first fault threshold, the EP feature limits torque after a 20 second delay. The torque derate is proportional to the severity level of the coolant pressure value. (Figure 18.4). Note: The coolant pressure engine protection is not available for QSK19 engine. If a shutdown is enabled and the coolant pressure value is below the second fault threshold then a shutdown will occur after 20 seconds of warning time. Both fault thresholds are dependent on engine speed.

Figure 18.4 – Coolant Pressure Engine Protection

Coolant Level The coolant level works as a switch to indicate coolant level. When the coolant level is low for 30 seconds, an FC197 is annunciated. If the coolant level is still low after an additional 90 seconds, an FC235 is annunciated and the EP feature limits engine torque. The longer delay prevents the system from nuisance faults triggered by rolling and pitching of the vessel in rough weather conditions (Figure 18.5).


Figure 18.5 – Coolant level engine protection

Intake Manifold Temperature When the intake manifold temperature crosses the first fault threshold of 88°C (190°F) (93°C for QSK19), the EP feature applies a time based speed derate after a 90 second delay. If the temperature exceeds the second fault threshold of 93°C (200°F) (96°C for QSK19), a severity based torque derate is applied after a 10 second delay. The derate level is proportional to the degree of severity between the second and third threshold (Figure 18.6) If the EP shutdowns are enabled and the temperature exceeds the third threshold of 99°C (210°F), then the engine will shut down after 10 seconds of warning time and after 10 seconds of delay.

Figure 18.6 - Intake manifold temperature engine protection

Crankcase Pressure When the crankcase pressure exceeds the calibrated limit of 9.96 kPa (40 inH2O), the EP feature limits engine torque after a 5 second delay (Figure 18.7).


If shutdowns are enabled and the crankcase pressure value exceeds the fault threshold for more than 10 seconds, the engine will shut down after 10 seconds of warning time. The crankcase pressure EP fault is latched active until the engine key is cycled.

Figure 18.7 – Crankcase pressure engine protection

Engine Oil Temperature When the oil temperature exceeds the first threshold of 121°C (250°F), the EP feature limits engine torque after a 5 second delay. The torque derate is proportional to the severity level of the oil temperature value and reaches maximum derate at the second threshold of 125°C (258°F) (Figure 18.8). Note: The oil temperature EP is not available on the QSK19 engine. If a shutdown is enabled and the oil temperature value exceeds the second threshold, then the engine will shut down after 10 seconds of warning time and after a 10 second delay.

Figure 18.8 – Oil temperature engine protection


Engine Oil Pressure When the oil pressure falls below the fault threshold, the EP feature limits torque and speed after a 5 second delay. The fault threshold is dependent on the engine speed. The max torque derate will be reached in 2 seconds and max speed derate will be reached in 10 seconds (Figure 18.9). If a shutdown is enabled and the oil pressure value is below the fault threshold then a shutdown will occur after a 5 sec delay and 10 seconds of warning time.

Figure 18.9 – Oil pressure engine protection

Exhaust Stack Temperature The stack temperature EP thresholds depend on engine family but the derate strategy is the same for all QSK MCRS engines. When the stack temperature crosses the first fault threshold, the EP feature applies a time based torque derate after a 180 second delay. The derate level is proportional to the degree of severity between the first and second threshold. If the temperature exceeds the second fault threshold, a speed derate is applied after a 20 second of delay. The engine protection based shutdown is not enabled on this channel (Figure 18.10).


Figure 18.10 – Stack temperature engine protection

Gear Oil Pressure The gear oil pressure alarm and derate threshold is adjustable with INSITE™ to suit the installed, specific marine gear. When the gear oil pressure falls below the threshold, the EP feature enables the speed and torque derate after a 4 second delay. Engine protection based shutdown is not enabled for gear oil pressure (Figure 18.11).

Figure 18.11 – Gear oil pressure engine protection

Fuel Temperature High inlet fuel temperatures are highly unlikely in marine applications due to large fuel tanks and cooler fuel supply temperatures. Therefore, there are no derates for inlet fuel temperature, but an alarm will be annunciated when the fuel temperature exceeds 77°C (170°F) for 15 seconds. If shutdown is enabled and the inlet fuel temperature exceeds the threshold, the engine will shut down after 10 seconds of warning time and a 10 second delay.


18.5 Common Electronic Features (Propulsion & Auxiliary) Electronic Features which are common for both propulsion and auxiliary engines are described below. Water in Fuel The fuel system is intolerable to water ingestion. Therefore, there is a need for water in fuel detection. The water-in-fuel (WIF) sensor detects the presence of water in the stage 1 fuel filter. The sensor consists of two conductivity probes in the bottom of the fuel filter and provides a ratiometric input to the ECM.

Figure 18.12 - Stage 1 Fuel Filter with Integrated WIF Sensor

Digital Communication The MCRS QSK engines use the SAE J1939 communication protocol to broadcast information on a public datalink. The datalink also provides a means for the engine and related electronic devices on the vessel to communicate with each other. The QSK MCRS engines do not support SAE J1587 communication protocol. All datalink devices and adapters must share a common ground to the vessel battery system. Whenever devices or adapters have separate power sources, the grounds must be connected such that the ECM and the device/adapter are at the same ground potential. Cummins has many panel options available for displaying datalink information; refer to section 17, Control, Gauges and Alarms for more detail Percent Power The “percent power” parameter was designed for the QSK MCRS engines to provide the vessel operator feedback on the amount of power the engine is producing.


Provides a more accurate measure of available power at the current vessel loading

conditions, compared to the “percent load” parameter. Helps to distinguish heavy vs. a light propeller. Should be used exclusively when assessing proper engine operation and to ensure the

engine achieves rated speed at full throttle. Assists with identifying engine overload operation due to marine growth on the hull, etc.

Figure 18.13 - Percent Power and Percent Load Calculation

Percent power is calculated as a ratio of power produced at a given operating point (point C) to the rated power (point A) as seen in Figure 18.13. In the case of a heavy propeller (red propeller curve), the engine is lugged down; it will operate on the maximum power curve (point B) and the percent power will be less than 100%. The percent load parameter should not be used because, in this case, it will be 100%. The percent torque J1939 parameter is the ratio of the engine torque and rated engine torque and should not be used as well. For a conventional propeller, the engine runs on the propeller curve during steady state conditions. Figure 18.14 shows percent power and percent load for a typical propeller. For example, at 1200 RPM, the percent power is 30% and the percent load is 50%. It is easy to calculate the power the engine is producing by multiplying the percent power by rated power.


Figure 18.14 - Percent Power and Percent Load for Given Propeller

To determine the same from percent load, maximum torque at a given speed is needed and is dependent on the engine torque curve. The calculation is much more complex and the value may be misleading. The percent power will be 100% when a propulsion engine is operating in constant power band region (Figure 18.13). For auxiliary engines with CM2150 ECM, the percent power is a ratio to prime power. Therefore, if the engine is operating in the overload region, the percent power will be greater than 100%. The percent power is currently available as a digital signal only. It is broadcasted on the J1939 datalink (PGN 00FF1B, pos 1, length 1 byte) in 2% increments. For some propulsion applications the propeller load at a given speed can be varied, e.g. controllable pitch propeller (CPP) or Voith-Schneider drives. In this case, it is important to limit engine load to a maximum propeller curve (2.7 exponent) to insure engine operation in the allowable region as defined in the engine performance datasheet. It is recommended the percent power signal is used to interface with the third party controller. Dedicated Power Width Modulation (PWM) Output If using the J1939, broadcast percent power signal is not possible, the dedicated PWM output can be used to indicate engine load. The PWM output is proportional to the percent load parameter and provides feedback on current engine load as a percentage of maximum engine torque at current speed. For CM2150 ECM additional functionality was provided for the PWM output to be proportional to percent power. The type of output can be selected with INSITE™. Dedicated PWM feature is disabled by default and must first be enabled. Table 18.3 lists signal requirements that must be followed for proper operation for Tier II and Tier III MCRS engines.


Table 18.3 - PWM Driver Specifications

Item RequirementAmplitude 0-24 VDC Base Frequency 279 Hz Duty Cycle Range 5-95% Resistive Loading 4.5 to 12kOhm

The dedicated PWM signal is also available for auxiliary engines. In this case the percent load is a ratio of current torque and maximum torque (which is defined as 110% of prime power). The dedicated PWM output is disabled by default and must be enabled with INSITE™ during installation. Exhaust Stack Temperature An exhaust stack temperature sensor has been added and is standard for all QSK MCRS engines. A thermistor type sensor is used. The sensor is mounted in the exhaust after the turbocharger. The QSK 19 engine has 1 sensor and the QSK38/50/60 engines have 2 sensors, one per bank. The stack temperature has also been added to the engine protection logic. The ECM identifies abnormally high exhaust stack temperature and takes preventive action by derating the engine and annunciating a corresponding fault code. Individual Exhaust Gas Temperature (EGT) System Cummins also offers advanced cylinder health management as an optional feature which provides exhaust temperature monitoring on each cylinder as well as detection of abnormal operating conditions defined for each type on a per cylinder basis. Each sensor is read by the ECM and individual temperatures broadcast on the J1939 public datalink. Cylinder Health Feature The Cylinder Health feature continuously monitors exhaust gas temperature. If it detects abnormal cylinder conditions, fault code will result to alert the operator to the presence of the conditions. There are two abnormal conditions that can be detected:

1. Temperature above normal (high temperature) 2. Temperature deviation low (low power)

The high temperature fault (yellow lamp) will result if a cylinder temperature is greater than 732°C (1350°F) for at least 5 seconds. The low power fault (white lamp) will result if a cylinder temperature is less than the average temperature by 82°C (180°F) for at least 45 seconds. To insure a proper diagnostic, the cylinder health checks are only performed when the following engine operating conditions are met: Engine is running Oil Temperature is above 60°C (140°F) Engine Load is above 40%


CentinelTM – Continuous Oil Replenishing System The engine control system has the capability to control the Centinel™ also known as the Continuous Oil Replenishing System (CORS) feature. The Centinel™ system provides continuous removal and replacement of working engine oil in an amount proportional to fuel burned by the engine. Centinel™ eliminates or extends oil change intervals by automatically draining used oil to the fuel and replacing it with clean oil.

18.6 Propulsion Engine Features This section describes the features specific to propulsion engines. Contact your local distributor for details on the electrical interface. Constant Power Band Marine vessels operate under varying load and environmental conditions. The propeller power curve may shift up and down due to payload, current, wind, bottom fouling, etc. With this in mind, propulsion engines now feature constant power band, from rated speed to 100 RPM above rated speed. This insures maximum engine power output under varying vessel operating conditions. This feature is intended to help with propeller sizing. It is recommended to size a propeller to absorb full power within the constant power band. The target speed should be derived depending upon available gear ratio and vessel speed requirements. This practice results in a lower pitch propeller compared to the traditional method and avoids engine overloading. Governors There are several types of variable speed governors used on propulsion engines: Low Speed Governor (LSG), High Speed Governor (HSG), and All Speed Governor (ASG). A specific governor is used depending on engine operating conditions (throttle position and speed).

Figure 18.15 - Propulsion Engine Governors

Low Speed Governors The low speed governor (LSG) controls the low idle speed of the engine. The low speed governor, or idle governor, controls engine fueling to maintain the desired engine idle speed


within the torque capability of the engine when the throttle value is zero (Figure 18.15). It is set up for isochronous governing (0% droop) to respond quickly to idle loads and minimize smoke. The idle governor becomes inactive when overridden by another engine governor, such as the all speed governor, once throttle command is greater than 0%. Base engine idle speed can be adjusted with INSITE™ between 650 and 1200 rpm. By default, the idle speed is set to 650 rpm. All Speed Governor Propulsion engines use the all speed governor (ASG) to control the engine speed proportional to the throttle position (Figure 18.15). For all marine propulsion engines, the all speed governor is setup to run isochronously (0% droop). The governor controls engine fueling to maintain engine operating speed to a value defined by the throttle lever position. As propeller load rises, the governor maintains constant engine speed. The all speed governor is tuned to prevent engine speed from overshooting in dynamic engine loading conditions.

High Speed Governor The high speed governor (HSG) is typically active during wide open throttle (WOT) conditions and is responsible for limiting the maximum operating speed of the engine. The breakpoint speed determines at what point on the engine torque curve the engine torque curve the HSG will start limiting the fueling. For marine propulsion engines, the breakpoint speed is defined by the upper end of the constant power band, which is equal to rated speed+100 rpm. Above the breakpoint speed, the HSG controls engine speed to the droop curve (Figure 18.15). Default droop values are 16% for continuous duty ratings and 5% for non-continuous ratings. Refer to the performance data sheets for droop and governor characteristics.

Cold Idle Speed Advance To aid a faster engine warm-up in cold climates, the marine propulsion engines utilize the cold idle speed advance feature. If the coolant temperature is below 21˚C (70˚F), the engine will ramp to 900 rpm idle speed after start. When the coolant temperature exceeds the threshold or 600 seconds has passed since engine started, the engine speed will ramp down to the normal idle speed (Figure 18.16).

Figure 18.16 - Cold Idle Feature Operation


On some direct drive bow thruster applications where operation at higher idle speed is not desired, it is possible to inhibit the cold idle speed advance. This can be achieved using alternate idle switch, which will have to be adjusted to the same value as base idle speed. If the switch is active, the ECM will use alternate idle speed instead of cold idle speed. Primary Throttle Electronic throttles provide the means for an operator (or machine interface) to command the engine speed. Marine propulsion engines are setup to use an analog throttle signal. The ECM converts the throttle voltage signal to a percentage ranging from 0 to 100%. The voltage to percentage conversion is defined by a throttle table in the ECM. The ECM provides +5VDC supply and a signal return for the throttle input. The throttle typically uses a potentiometer to scale the +5VDC to either a voltage signal, or a current signal, proportional to the physical displacement of the accelerator. Cummins offers a low cost optional electronic throttle device that can be especially useful when re-powering from mechanical to electronic engine. Back-Up (Remote) Throttle Some marine societies require having back-up throttle capability in case of primary throttle failure. Cummins offers back up throttle functionality for all QSK propulsion engines as an option. It also enables local throttle control to aid in dockside engine maintenance and troubleshooting without gear engagement. The backup throttle switch indicates to the ECM which throttle signal is desired.

Optional Alternate Low Idle Some applications may require the low idle setting to be below the default idle speed. For some applications a gear engagement may be too aggressive at the default idle speed. Some applications may operate in no wake zones and require capability to run at lower speeds. Others using dynamic positioning systems (DPS) can benefit from lower engine speed when in DPS mode. The switched alternate idle feature allows the low idle engine speed to be adjusted by a remotely mounted switch, typically installed on the bridge. Intermediate Speed Control Some applications require the engine operating at a predefined speed, e.g. running PTO equipment or for vessels that run standard commuting pattern that can benefit from a simple cruise control mode. The intermediate speed control (ISC) allows the operator to switch to a predefined engine speed to accommodate the application needs.

QSK MCRS engines only have ISC1 and ISC3 set speeds due to ECM input limitation (ISC2 set point is not used).

The Intermediate Speed Control set points can be adjusted with INSITE™. By default, the ISC feature is disabled and must be enabled with INSITE™ before use. ISC switches are available in the Cummins remote switch panel.


Gear Oil Pressure Sensor If remote monitoring of the gear oil (GOP) is desired, an optional gear oil pressure (GOP) sensor is offered. The ECM monitors the gear oil pressure with a Cummins supplied sensor. The pressure is broadcasted on the datalink. In addition, gear oil pressure has been added to the Engine Protection logic and the alarm threshold can be tailored to specific marine gears. When the GOP falls below the threshold, the ECM annunciates an alarm and induces speed and torque derate. Low GOP condition is only checked when engine speed is above 1000 rpm to avoid nuisance alarm alarms when gear is in neutral. If customer desired gear oil pressure alarm capability at speeds less than 1000 rpm, an additional alarm device is recommended. The optional gear oil pressure feature is meant to provide additional information about low gear oil pressure condition and does not guarantee the protection of marine gear against damage caused by such conditions. The Cummins supplied sensor must be installed per gear manufacturers’ specifications for location and alarm set point. If a gear oil pressure sensor is installed, the alarm threshold must be adjusted with INSITE™ to the gear manufacturer’s specification for the feature to work properly.

18.7 Auxiliary Engine Features This section describes the features specific to auxiliary engines. The auxiliary engines now have common engine control hardware components with propulsion engines and also utilize the INSITE™ service tool. Contact your local distributor for details on the electrical interface. Auxiliary Speed Governor The auxiliary engines utilize the auxiliary speed governor to control engine speed. The auxiliary speed governor controls fueling to maintain the engine speed to 1500 (50 Hz) or 1800 (60 Hz) rpm. The controller is designed to operate at fixed speed in the stand-alone generator set or pump applications. However, for multiple genset applications, the ECM can interface with a 3rd party controller for paralleling and load sharing. The auxiliary engine uses the Low Speed Governor (LSG) to operate at a default low idle speed of 800 rpm which can be controlled with an Idle/Rated switch input. The fueling limit for max power set to allow 110% of rated power to satisfy regulatory requirements remains unchanged. In addition, the base governed (rated) speed can be fine-tuned by parameters like droop, speed bias and frequency adjust. The operation of each of these features is explained below. Speed Bias The speed bias feature provides the primary interface between an engine and a generator set controller. It is used as the means for synchronization with the main bus power grid during load acceptance and load sharing.


The speed bias input has an operating range between 0.5 and 4.5 VDC, making it compatible with most 3rd party commercially available load sharing and synchronizing controllers (e.g. Woodward GCP31 controller). Input voltage corresponds to a range of ±3 Hz (±90 rpm) with 2.5 VDC corresponding to 0 Hz (0 rpm) bias. The speed bias input does not affect the engine overspread protection threshold. The speed bias feature is disabled by default and must be enabled with INSITE™.

Figure 10.17 - Auxiliary Engine Operating Envelope

Frequency Adjust Further modifications to engine speed may be via the frequency adjust input. The frequency adjust input is available to manually fine tune the electrical frequency of the generator (by controlling engine speed) or run fixed speed application with a limited offset from the rated speed. The amount of speed adjustment from frequency adjusts is additive with that from speed bias. This feature works similarly to the speed bias but offers an ability to add a constant offset to the rated speed. They can be used simultaneously and the effect is additive. The total frequency adjust range including potentiometer and tool adjust can be no more than ±9 Hz (±270 rpm). The Frequency Adjust feature can be either an analog input like a potentiometer or can be a fixed value set by the Insite™ service tool. Potentiometer Analog Input The potentiometer input can adjust frequency ±3 Hz (±90 RPM) from rated speed based on a voltage signal of 0.5 – 4.5 VDC with 2.5 VDC corresponding to 0 Hz (0 rpm) offset. This feature allows the user to make adjustments to the operating frequency without INSITE™. It is often used with self-centering potentiometer in power control station. It is recommended to use a 20 turn 5 kOhm locking potentiometer for finer engine speed control and to prevent frequency drift.


If input voltage exceeds 4.5 VDC, the out-of-range high fault code will be set and the frequency adjust would be forced to 0 rpm. The potentiometer frequency adjust input is enabled by default. Frequency Adjust Offset The frequency adjust offset is a fixed tool offset. It will offset the operating speed from rated speed in the range of 6± Hz (±180 rpm) from rated speed. The default frequency offset is set to 0 rpm. The desired value can be adjusted with INSITE™. Droop Adjust Some applications require genset engines to have backup load sharing capability in case of a primary generator set controller failure or if a load sharing controller is not used. In this case, the droop adjust feature can be utilized to provide engine load sharing capability.

Idle/Rated Switch Depending on customer requirement, it might be desired to have an ability to run the auxiliary engine at low idle speed. The idle/rated switch feature is provided to allow control of the engine speed between low idle and rated speed. Default idle speed is set to 800 rpm and can be adjusted with the INSITE™ in a range of 650 to 1200 rpm. When a customer supplied idle/rated switch input is active, the engine will run at idle speed. When the switch is open, the engine will ramp up (accelerate) to rated speed in “Idle to Rated Ramp Time”. If the engine is running at rated speed and the switch is closed, the engine will ramp-down (decelerate) to idle speed in “Rated to Idle Ramp Time”. The idle/rated switch functionality can be tailored to customer requirements. Rated Overspeed Protection The rated overspeed protection feature calculates engine speed threshold based on a user adjustable percentage over the rated operating speed. The ECM initiates a shutdown and annunciates an alarm whenever the engine speed exceeds that threshold. i.e. if percent overspeed is set to 15%, the overspeed threshold for a 50 Hz rating is 1725 rpm and for a 60 Hz rating it is 2070 rpm. The percent overspeed is adjustable with INSITE™ between 5% and 15% and the default is 15% over rated speed. This ECM feature does not meet societies’ requirement for overspeed shutdown. Marine classification societies require use of a safety and alarm system independent from that controlled by the ECM. Refer to section 13. Control, Gauges and Alarms for information on the optional Cummins supplied classed approved monitoring system. Gain Adjust Depending on the inertia of the generator set used, the governor gains might have to be turned for stability and optimal response to variable load conditions. The gain adjust feature is a way of compensating for high and low inertia applications by changing governor control settings. It is not commonly needed because the engines are developed and tuned for inertias of typically matched alternators. However if a specific application needs to be tuned due to poor engine stability or step response; the gain adjust feature can be used during installation and commissioning.


The gains adjust can only be adjusted with INSITE™. It should be adjusted to attain the desirable stability of the engine speed at idle or rated condition. It also can be used to improve load acceptance and load sharing response. As a default, the gain adjustment is set to 5 with a total adjustment range of 0-10. Lower the value (0-4) if governor is too aggressive (lower inertia), and increase it (6-10) if governor is too sluggish (high inertia). Note: Do not disable the gain adjustment as the governor will not have correct settings.

18.8 Overview of INSITETM Electronic Service Tool Features INSITE™ is the Cummins service tool for both propulsion and auxiliary applications. In addition to the ECM calibration and parameters adjustment, INSITE™ offers a variety of other functions. Contact your local distributor for more detail and features of INSITETM. Engine Protection Witness Testing The Engine Protection Witness Test feature is part of the “ECM Diagnostic Tests” section in INSITE™. It allows the demonstration of the engine protection features by using the tool to temporarily override sensor values. Such tests often must be demonstrated to marine surveyors. By overriding a sensor to a value that exceeds an engine protection threshold, the desired response can be observed. If the surveyor requires a demonstration of engine protection shutdown, the EP shutdown must first be enabled. Cylinder Cutout Test The Cylinder Cutout Test feature is part of the “ECM Diagnostic Tests” section in INSITE™. It allows individual cylinder control to diagnose problems with engine performance and smoke. This test can be used as a part of troubleshooting for potential injector problems. Centinel™ Operational Test The Centinel™ Operational Test feature is part of the “ECM Diagnostic Tests” section on INSITE™. It allows activation of the Centinel™ control valve to verify proper operation. Electric Lift Pump Override Test The Lift pump override test feature is part of the “ECM Diagnostic Tests” section on INSITE™ It can be used to validate operation of a lift pump while engine is not running by turning it on and off. Once the test is started, the lift pump will follow the selected command. Engine Protection Settings and History INSITE™ allows the user to view the engine protection settings as well as engine protection history under “Advanced ECM Data” section. EP Settings view summarizes EP fault code; derate type, threshold and persistence time. The Engine Protection section lists the EP related fault code history. It provides a summary of all Engine Protection related faults and includes last 5 occurrences. In addition, when an engine protection fault is logged, snapshot data will be recorded and engine protection data will also be recorded. The snapshot data can be viewed in the “Fault Codes” section of INSITE™.


Engine protection data will include extreme values for all engine protection feature inputs (minimum oil pressure, maximum coolant temperature, etc), the duration of time the fault has been active, and ECM time at which the fault went active. Fuel Consumption Monitor The fuel consumption monitor feature is part of the “Advanced ECM Data” section of INSITE™. It provides a graphical representation of the engine fuel rate for the last 40 hours. Long term fuel rate is the total average fuel rate.

18.9 Commissioning and Feature Setup During vessel commissioning, all electronic features must be setup and tested prior to sea trial. Testing will insure the correct wiring connections were made and INSITE™ parameters were adjusted properly. Table 18.4 contains a list of features that require hardware setup (HW), i.e. removal of a jumper, or tool setup (INSITE™), after the electronic features have been setup and tested, it is recommended to take an ECM image and save it for future reference.

Table 18.4 - Electronic Feature Setup Summary

Feature Setup Action Common Features Dedicated PWM Output

INSITE™

Enable with INSITE™.

Individual EGT System N/A Recalibrate if an EGT system is removed from the engine to disable EGT diagnostics.

Centinel™ HW Remove Centinel™ plug in order to connect the control valve; remove Oil level jumper if using oil tank level sensor.

Low Speed Governor INSITE™

Adjust with INSITE™ from 650-1200 rpm if needed. Default low idle speed is 650 rpm.

Coolant Level Sensor HW Remove coolant level jumper for remote tank coolant level sensor application (keel cooler).

*Engine Protection based Shutdown

INSITE™

Enable with INSITE™ to activate shutdowns in agreement with owner of the vessel.

*enable customer selected derates in agreement with owner of the vessel".Propulsion Features Intermediate Speed Control

INSITE™

Enable with INSITE™ and configure set speeds.

Gear Oil Pressure INSITE™

HW

Remove GOP plug to install the sensor; configure GOP low threshold per gear specification.

Primary Throttle NA If IVS type throttle, cycle from 0-100% three times to complete IVS detection.

Recalibrate ECM if non-IVS throttle replaces IVS type throttle.

High Speed Governor INSITE™

Enable with INSITE™ to make changes to breakpoint speed and HSG droop


Alternate Low Idle INSITE™

HW

Install alternate idle switch. Adjust speed with INSITE™ from 550-650 rpm. Default alternate low idle speed is 550 rpm.

Back- up Throttle HW Remove jumper when remote throttle is installed Auxiliary Features Speed Bias INSITE

™ Enable using INSITE™

Idle/Rated Switch INSITE™

HW

Install Idle/Rated switch. Adjust switch input polarity if needed

Frequency Adjust INSITE™

Adjust Tool offset with INSITE™; potentiometer is enabled by default

Droop Adjust INSITE™

Adjust tool droop or enable potentiometer droop with INSITE™

Gains Adjust INSITE™

Modify gain with INSITE™ if needed. Default gain is 5.

18.10 Service Accessibility

The following is a list of Electronic Control System service points that should be accessible for service and maintenance.

ECM power supply overcurrent protection Datalink Diagnostic Connector Electronic throttle adjustment point

18.11 References QSK Series MCRS Electronic Controls – MAB 0.19.00 - 07/12/2006


19. QSK MCRS Installation Technical Publications and Tools

This section provides a information about source reference documents and availability of various Technical Publications and Tools of the QSK MCRS 19, 38, 50 & 60 engines to support installation design of MCRS engines. For easy reference, the instructions have been broken down into sections.


19.1 Installation Tools – Publications 194

19.1.1 Information Site 195

19.1.2 Installation Drawings 195

19.1.3 Wiring Diagrams 195

19.1.4 Curves and Data Sheets 195


19.1 Installation Tools – Publications The summary Table 19.1 below lists publications that serve as installation tools for marine engines. The table highlights the sources for such information. Some websites are restricted and is only available to all corporate and distributor employees. If you do not have access then Contact your local distributor for ordering hard copies of publications material and softcopies.

Table 19.1 - Publication Resources for Cummins Marine Engines

Desired Information Primary Technical Tool(s) Availability

Engine specifications & operating limits

General Engine Data Sheet (applicable to all ratings by engine family)

Performance Curve & Data Sheet (applicable to a single rating by FR No.)

Technical Info Tab found on product page at marine.cummins.com

Design details including engine dimensions, installation connections, option features, & service/test ports.

Installation Drawing(s)

Technical Info Tab found on product page at: marine.cummins.com

Marketing CAD on gce.cummins.com (for CAD files or full size drawings)

Electrical system details for unique marine options

Marine Wiring Diagram(s) http://marine.cummins.com

Electronic engine control system circuit details

Electronic Control System Wiring Diagram & Fault Code Bulletin (laminated bulletin)

Contact your local Distributor

(locate bulletin number from catalog)

Engine installation directions

Installation Directions Bulletins QSK MCRS Project Guide

Marine Application Bulletins

Installation Directions page on https://marine.cummins.com (Hard copy available - Contact your local Distributor)

ProNet >>Application Engineering Marine Application Bulletins (Complete Listing)

Contact your local Distributor

Installation review and sea trial report forms

Ref. MAB 3.00.00-01/17/2001 Installation Review Reports

CARS (Cummins Application Review System)

http://cars.cummins.com For hard copy order – Contact

your local Distributor (locate bulletin number from

MAB link to the left)

Characteristics of sea water pumps

Sea water pumps performance curves and restrictions.

MAB 0.08.17-07/16/2001 Sea Water Pump Performance

Characteristics of engine options

Application Options Technical Data Site http://.gce.cummins.com/ace main/index.html


19.1.1 Information Site The following links will take you to the appropriate Marine Home Page on the Internet. For specific product information choose the Marine engine class from the Product menu. This will provide a list of available information for product family including PDF formats of Installation drawings, wiring diagrams, performance curves, and datasheets.

Cummins Marine Product Line: https://marine.cummins.com

19.1.2 Installation Drawings All HHP marine engines drawings can be accessed through the https://marine.cummins.com website as Adobe Acrobat Portable Document Files (.pdf). These files can be downloaded and printed. CAD file formats are available for viewing and downloading through the Cummins Marketing CAD Website. Cummins distributors can access these drawings through https://gce.cummins.com (GCE) with a password and access approval. Files are offered (if available) in Pro E, Unigraphics, and Catia, DXF, IGES, 3D wireframe, and solid model step files.

Note: Marketing CAD is a restricted website and is available to all Corporate and Distributor Employees. If you do not have access, please fill out the registration form per the attached link. http://gce.cummins.com

19.1.3 Wiring Diagrams Marine wiring diagrams can be accessed as PDF files from the following web sites: Cummins Marine website - The public website for all marine customers and distributors includes wiring diagram links for each marine engine when selected from the Propulsion or Auxiliary tab option on the main menu.

Cummins HHP Marine Product Line: http://marine.cummins.com

QSK MCRS engines have wiring diagram and an electronic engine control system diagram. Electronic control system diagrams are available in the form of laminated bulletins, including diagnostic and fault code information and may not be specific to marine engines. However, the detail showing the interface between the wiring for the electronic control system and that of the marine accessories is included in the marine wiring diagrams.

Marine engine installers will typically need both the marine wiring diagram and the appropriate laminated bulletin containing the electronic control system diagram to understand all of the circuit detail of a given engine. Contact your local distributor for more detail on obtaining electronic control system diagram.

19.1.4 Curves and Data Sheets

For the Marine product line, the Performance Curves & Data Sheets and General Engine data sheet are available to the public and can be found on the engine family product pages at https://marine.cummins.com.


20. QSK MCRS Sea Trial Procedures

This section provides a information about how to conduct a Sea Trial for the QSK MCRS propulsion and auxiliary engines and Summary of Requirements. For easy reference, the instructions have been broken down into sections.






20.3.1.1 Set-up, Start-up, and Warm-Up 199

20.3.1.2 Cold Start and Idle Stability Test 199

20.3.1.3 Steady State Prop Curve Procedure (Free Sailing) 200

20.3.1.4 Steady State Prop Curve Procedure (Dead Push or Bollard Pull) 201

20.3.1.5 Wide Open Throttle Acceleration (WOT) 202

20.3.1.6 Max Load for Fixed Speed Auxiliary 203

20.3.1.7 Sound level measurement procedure (dBA) 203

20.3.1.8 Tools and Instrumentation 203

20.3.1.9 Sea Trial Data Sheets 204


20.1 Introduction and Overview Sea trail performance and acceptance testing is the culmination of the time and effort put forth into the installation. While performing a sea trail, accurate and complete collection of sea trail data is necessary to validate whether the installation is correct or if changes are required. A full set of accurate data will also provide a useful baseline to reference for subsequent production builds as well as for troubleshooting service related issues. The installation review form, depending on the application, will include a sea trial sheet with fields relating to the vessel pertinent data, test conditions, and necessary engine parameters to be recorded. Sea Trial tests are required for every new engine installation, following a major engine repair, and troubleshooting. This document explains how to conduct a sea trial for propulsion and auxiliary engines and also covers the following procedures.

Set-up, Start-up, and Warm-up. Cold start and Idle Stability Test. Steady State Prop Curve (Free Sailing). Steady State Prop Curve (Dead Push or Bollard Pull). Wide Open Throttle (WOT) Acceleration. Max Load Test for Fixed Speed Auxiliary. Sound Level (dBA). Tools and Instrumentation. Sea Trial Data sheets.

20.2 Service Accessibility The following is a list of Sea Trial service points that should be accessible:

Diagnostic connector for electronic engines Intake air restriction test port Exhaust system test port Sea water pump inlet restriction and discharge pressure test ports (heat exchanger

cooled) Coolant inlet and outlet test ports (keel cooled) Fuel inlet and return restriction test ports Starter and battery wiring connectors

20.3 Summary of Installation Requirements All Applications Sea trial tests must be completed according to the procedures specified within this

document for all new engine installations and following major engine repairs.


Sea trial measurements must be above the minimum and below the maximum values listed in the Engine General Data Sheet or the Engine Performance Data Sheet.

All readings that can be electronically measured with INSITE must be recorded along the propeller curve (idle to full throttle) for electronic engines.

Engines must achieve or exceed rated speed at full throttle under any steady state operating condition; except engines in variable displacement vessels, which must achieve not less than 100 rpm below rated speed at full throttle during a dead push or bollard pull.

Engines must achieve or exceed rated rpm when accelerating from idle to full throttle.

20.3.1 Installation Directions Table 20.1 shows the need to perform sea trails depending on installation type. Where procedures are given for performing sea trial tests within the Installation Directions document or any other Cummins document, they must be followed.

Table 20.1 - Sea Trial Requirements

Installation Type Sea Trial New Vessel Yes – Complete sea trial Repeat Build for Volume Production (no design changes)

Recommended – Partial sea trial to confirm operating parameters are within limits at full throttle and rated speed

Modifications for Existing Vessel Design (including volume production)

Partial – Any system affected by change(s)

Repower of an Existing Vessel Yes – Complete sea trial Major Engine Repair, Engine Rebuild, Like for Like Repower, or Power Uprate

Yes – Complete sea trial

Troubleshooting of Engine or Vessel Performance

Partial – Depending on needs

Regular Audits of Production Vessels Recommended – Complete sea trial

Sea trial tests must be completed according to the procedures specified within this document for all new engine installations and following major engine repairs.

It is important that the vessel is operated during sea trial in a manner similar to the way it will be loaded and operated during its normal duty. The expected loading should consider cargo capacity, fuel and water, number of personnel, hard tops, soft tops, rigging, dingys, personal water craft, nets or other items which add significant weight or drag for vessels routinely outfitted with these items. Conduct a sea trial made up of the individual tests listed in Table 20.2 on all engines as appropriate:


Table 20.2 - Sea Trial Tests

Sea Trial Test Measurement Type Required? ApplicationSteady State Prop Curve (Free Sailing) * Basic and INSITE Yes Constant load Steady State Prop Curve (Dead Push or Bollard Pull) *

Basic and INSITE Yes Highly variable load

Wide Open Throttle (WOT) Acceleration Basic and INSITE Yes All Neutral and in-gear Idle Stability Basic Yes All Max Load Test (Fixed speed) Basic and INSITE Yes Auxiliary Sound levels Basic No All

* Required prop curve test depends upon application; vessels that are loaded beyond their own displacement use dead push or bollard pull.

20.3.1.1 Set-up, Start-up, and Warm-Up

This is a pre-trial procedure that should be accomplished before the formal sea trial event. 1. Review sea trial test plan with people that will be operating or on the boat during the sea trial. 2. Install sea trial instrumentation. 3. Fill out Vessel / Application, Propulsion System, and General Conditions sections on the Sea

Trial Pre-Test data sheet. THIS IS REQUIRED INFORMATION. 4. Prior to engine startup, check engine, marine gears and additional equipment per

Manufacturer's Operating Instructions. 5. Start engines dockside and confirm normal operation while idling. Repair any leaks or

anomalies before proceeding with sea trial tests. 6. Run engines at part load (sailing) to achieve normal coolant operating temperature. Sustain

warm engine conditions for at least fifteen minutes. Confirm all test instrumentation is functioning correctly.

7. Run engines at full throttle for at least five minutes. Confirm full throttle and rated speed can be achieved and check for leaks or anomalies before proceeding with other sea trial procedures.

The intervals of recording measurements vary among the applications as outlined in the requirements below:

Commercial Propulsion and Variable Speed Auxiliary- Full throttle rpm, Cruise rpm (200 below rated), and Peak Torque rpm.

Fixed Speed Auxiliary - At rated speed under maximum load.

20.3.1.2 Cold Start and Idle Stability Test The Idle Stability Test consists of the following conditions:

Cold Start w/idle neutral and drive - should be the first test scheduled. Warm engine w/idle neutral and drive- can be scheduled whenever convenient.


1. Unloaded and in-gear idle engine speed can be measured as follows: 2. Ensure that engines are at normal operating temperature. 3. Ensure that transmission is in neutral position and throttle is at idle position. 4. Record engine measurements (listed in Table 20.3). 5. Shift into forward gear maintaining the throttle at idle position. 6. Wait for vessel speed to stabilize. 7. Record engine measurements (listed in Table 20.3).

Table 20.3 - Insite Measurements for QSK MCRS Engines

Recommended Insite Measurements Battery Voltage Cold Idle Override Switch Coolant Temperature Engine Speed Intake Manifold Temperature Percent Torque Rail Pressure Timing Pressure Final Throttle Command Intake Manifold Pressure Desired Rail Fueling Fueling Current Offset

20.3.1.3 Steady State Prop Curve Procedure (Free Sailing)

Engines must achieve or exceed rated speed at full throttle under any steady state

operating condition; except engines in variable displacement vessels, which must achieve not less than 100 rpm below rated speed at full throttle during a dead push or bollard pull.

Correct propeller sizing is required to ensure expected engine life, acceleration, and minimize acceleration smoke. Propeller selection should be made considering the maximum expected loading of the vessel. The full throttle test is designed to confirm that the propulsor device does not overload the engine. In certain operating conditions, such as crew boat maneuvering and station holding, it is possible to lug the engine down while at full throttle. Sustained operation in this mode is not permissible. Such operation may cause major engine damage.

1. Warm up engines and allow them to stabilize at normal operating temperatures. 2. Record all measurements at slow and/or low idle (in-gear). 3. Increase the engine speed to the first test rpm. Allow the engines to achieve a stabilized

rpm for 30-60 seconds. Record all of the required test parameters shown in the following tables. Repeat at every interval to WOT.

4. Basic measurements for the steady state prop curve are required for QSK MCRS engines. Refer to Table 20.4

5. INSITE measurements listed in Table 20.4 for the steady state prop curve are additional measurements required for electronically controlled engines.


6. INSITE measurements must be recorded on all electronically controlled engines. There are two acceptable ways to record the required INSITE data during a sea trial.

i. Set up INSITE at the beginning of the sea trial using one file name and letting it log data until the steady state prop curve is complete.

ii. Record a new INSITE log file for each engine interval speed tested. A column is provided on the sea trial data sheet to record the INSITE data file names.

7. For steady state sea trial data, set the INSITE sample rate to 5 seconds. Allow at least 30 seconds stabilized operation at each RPM interval.

Table 20.4 - Parameters for Basic and Insite Measurements

Basic Measurements Insite Measurements Engine Speed Engine Speed Vessel Speed Intake Manifold Pressure (Turbo Boost) Exhaust Back Pressure Intake Manifold Temperature Sea Water Inlet Restriction % Throttle Sea Water Pump Outlet Pressure % Fuel or % Torque Fuel Inlet Restriction Engine Oil Pressure

Table 20.4 - Parameters for Basic and Insite Measurements (cont’d)

Basic Measurements Insite Measurements Fuel Drain Restriction Engine Oil Temperature Intake Manifold Pressure (Turbo Boost) Coolant Temperature Exhaust Temperature Ambient Air Pressure Intake Air Temperature Fuel Rate Oil Pressure Battery Voltage Coolant Temperature Fuel Rail Pressure Fuel Supply Temperature Timing Rail Pressure Fuel Pump Out/Rail Pressure Desired Fueling Engine Coolant Pressure In % EFC Engine Coolant Pressure Out Step Timing Control Status LTA Coolant Temperature In Crankcase Pressure LTA Coolant Temperature Out LTA Coolant Pressure In LTA Coolant Pressure Out Air Intake Restriction

20.3.1.4 Steady State Prop Curve Procedure (Dead Push or Bollard Pull)

Engines must achieve or exceed rated speed at full throttle under any steady state

operating condition; except engines in variable displacement boats, which must achieve no less than 100 rpm below rated at full throttle during a dead push or bollard pull.

The dead push or bollard pull procedure is required only for vessels that can be loaded beyond their own maximum displacement (weight). For example, tugboats, pushboats, net-dragging fishing boats, and dredgers are required to conduct this sea trial test procedure. The dead push or bollard pull test subjects the engines to the maximum load, thereby simulating the vessel's

worst case towing or pushing operation.


CAUTION: This test should not be conducted on any vessel that has a hull design that cannot handle the resultant loads.

1. Confirm with the vessel owner, captain, and/or shipyard that it is acceptable to conduct a

dead push or bollard pull using their vessel. Have them determine what facilities and equipment should be used to handle the thrust resulting from full throttle operation. Take care to avoid dock/pier erosion that can result from propeller wash, and be considerate of nearby boat traffic.

2. Secure the vessel to a stationary bulkhead either with lines (in the case of a bollard pull) or a pier head, sand bank, etc. (in the case of a dead push). CAUTION: Confirm with the captain that the equipment used to secure the vessel can handle the maximum thrust.

3. Follow the same propeller curve test procedure and record the measurements as outlined in the free sailing test describe above.

4. Confirm that all engines achieve a value greater than 100 rpm below rated speed when at full throttle.

20.3.1.5 Wide Open Throttle Acceleration (WOT)

Engines must achieve or exceed rated rpm when accelerating from idle to full throttle. Acceleration time and planing time can be measured as follows:

1. Determine desired engine speed(s) at which the time interval will be measured. i. For commercial and displacement hulled vessels this is typically rated engine

speed. ii. For recreational vessels 50%, 75%, 90%, 100% of rated engine speed and WOT

should be recorded. iii. For recreational planing and semi planing hull vessels time to plane should also

be recorded, see below. 2. Ensure that engines are at normal operating temperature. 3. Bring vessel to rest. 4. Shift into forward gear at idle. 5. Wait for vessel speed to stabilize. 6. Advance throttles to WOT as quickly as possible, simultaneously starting stopwatch or

logging data with INSITE. 7. Log time to each engine speed as determined in step 1. 8. Repeat steps 3 through 7 for a total of 6 runs (3 each in opposite directions to account for

wind or current effects). It is acceptable to make three runs in one direction then three acceleration runs in the opposite direction, or to make a run followed by a run in the opposite direction and repeat three times.

9. Average times to each engine speed and planing time and record value on sea trial form.


20.3.1.6 Max Load for Fixed Speed Auxiliary For fixed speed marine auxiliary drives, measurements should be taken at rated speed under maximum load and documented on the sea trial data sheet. Variable speed engines used in auxiliary applications should apply the appropriate prop curve test.

20.3.1.7 Sound Level Measurement Procedure (dBA) The vessel application dictates whether the sound level measurement should be taken in the engine room or at the helm. Larger vessels with manned engine rooms should have the sound level measurements taken in the engine room. Typical recreational vessel should have the sound measurements made at the helm or in the case of flybridge vessels it may be appropriate to measure sound level in the salon or other interior spaces. In all cases the location where the sound measurement was made should be documented.

1. Determine desired engine speed(s) at which sound level measurements will be taken. Typically in gear idle, cruise and WOT engine speeds.

2. Ensure that engines are at normal operating temperature. 3. Ensure other equipment is not operating and area for testing is away from external

sources of noise. 4. Run engine at desired speeds and measure the sound level using dBA scale

i. Sweep the meter through the space ii. Observe the worst case position, highest sound pressure level, and record value

and location (including distance and direction from engine or fixed reference).

20.3.1.8 Tools and Instrumentation A combination of mechanical and electronic gauges are used to measure the basic parameters mentioned in Table 20.4, section Steady State Prop Curve Procedure (Free Sailing) in addition to engine installation angle. A laptop personal computer capable of operating INSITE is also necessary. Tools and instrumentation can include, but are not limited to the following:

Angle Indicator (Inclinometer) Fluke Digital Multimeter System (including 80TK thermocouple module and PV350 digital

pressure module) Tachometer Appropriately sized fittings and adaptors Exhaust temperature probe Stopwatch

It is highly recommended that applicable tools be calibrated on a periodic basis to ensure the integrity of sea trial measurements.


20.3.1.9 Sea Trial Data Sheets Sea trial measurements must be above the minimum and below the maximum values

listed in the Engine General Data Sheet or the Engine Performance Data Sheet.

All measurements must be compared to the values provided on either the Engine General Data Sheet or the Engine Performance Data Sheet for the specific engine. If a minimum value is specified, the measured value must be above the minimum. If a maximum value is specified, the measured value must be below the maximum. However, some parameters (like oil pressure) may have a normal operating range specified, and the measured value may be higher than the range shown. This is acceptable. In these cases some judgment must be used to verify that the measured value is better than the value shown on the data sheet. Sea Trail Data Sheets can be downloaded from http://cars.cummins.com. For MCRS Engines, use Field Calterm or Insite to capture applicable parameters in addition to the measurements specified in the sea trial sheets.


Marine Manufacturing

o Marine manufacturing facilities can be found in the US (Seymour, Charleston), UK (Daventry, Darlington), China (Chongqing) and India (Pune).

o Cummins Global Logistic warehouses are strategically located in the US (Memphis), Belgium (Rumst) and Singapore to meet regional demand of Genuine and ReCon parts, consumables and filtration products for maximum availability.

Quality Standard

Cummins products conform to the international standard for highest quality design, manufacturing and supply.

All products externally certified to ISO 9001-2000

Six Sigma-led process improvement common across all worldwide facilities, ensuring highest levels of manufacturing quality

Global build capability enables local applications and emission requirements to be met


Marine Global Presence, Local Support

Cummins serves customers in approximately 190 countries and territories through a network of more than 500 company owned and independent distributor locations and approximately 5,200 dealer locations. Cummins products are supported by a team of marine certified distributors offering sales, service and application expertise. In fact, all authorised service locations go through a rigorous factory training and certification process. Plus, our products are backed by a comprehensive warranty that is consistent and valid at any authorised service outlet worldwide. Our commitment to support is further evidenced by QuickServe®. This system is dedicated to performing fast, accurate maintenance and repair services using quality genuine Cummins new and ReCon® parts to minimise downtime and maximise productivity. Mobile QuickServe trucks and marine trained technicians are fully equipped to respond rapidly, performing the necessary diagnosis and repairs on-site in a timely manner.


Marine Local Distributor Capabilities We aim to offer the best customer service. And we achieve our goal because our network of distributors offer truly local support, ensuring you always have fast access to reliable technical expertise and personal contact with people who know how to help you.

Marine Sales Representatives

Project Management

Customer Engineering Expertise

Commissioning

Experienced Service Advisors for technical assistance and support

Warehouse and Cummins Global Logistic centres

(CGLs) for easy access to parts and consumables

Parts specialists to provide the best advice

Fleet of service vans for on-site support

Workshop for in-house support

Frequently trained and qualified technicians

Training School


Marine Aftermarket Support Genuine Cummins Parts There is a genuine difference in the performance, reliability, durability and value of engine parts. That’s why it pays to go with Genuine Cummins. Everytime. Cummins continually improves the performance characteristics of its engines. As improvements are identified, they are incorporated into Genuine Cummins Parts. Genuine Parts meet exacting Cummins specifications, utilise advanced material and incorporate state-of-the-art Cummins design and technology. ReCon® Products ReCon is the name used within Cummins to designate our line of genuine remanufactured parts and engines. Cummins ReCon products are not just repaired or rebuilt. They are remanufactured at Cummins’ factories. Every product is completely torn down, cleaned and brought back to Cummins specifications. Filtration Cummins Filtration is the leading worldwide designer

and manufacturer of filtration products for heavy‑duty

diesel powered equipment; and it owns the well recognised brand of Fleetguard. Coolants Cummins offers a full line of coolants that not only provide optimal coolant and boil over protection, but also prevent liner pitting, corrosion and scale.

Lubricants & Oils Cummins offers a wide range of oils and lubricants developed and blended by Valvoline, one of the leading manufacturers of lubricants in the world.

Cummins Inc. 4500 Leeds Avenue-Suite 301 Charleston, SC 29405-8539 U.S.A. Internet: marine.cummins.com Email: [email protected] Bulletin 4082102 U.S.A. 5/14 ©2014 Cummins Inc.

Documents

Quantum System MCRS Marine Engines ... - … CONFIDENTIAL Page 5 1. Introduction This product guide serves as a guide for installation of the QSK series marine engines equipped with