Marine Commissioning Guide

CAT MARINE AIR-ASSIST AFTERTREATMENTBECOME EPA TIER 4 / IMO III COMPLIANT WITH CAT’S SCR SOLUTION

Applicable for Cat C32, 3500-series, C175 & C280

ONE SOURCE. ZERO STRESS.

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A&I GUIDE Air-Assist AftertreatmentU.S. EPA Tier 4 / IMO III

Applicable for Cat C32, 3500-series, C175 & C280

Warning: Paper copies of this document are uncontrolled. Page 2 of 126

Cat® Marine Air-Assist Aftertreatment A&I Guide LEBM0023-6

Caterpillar: Confidential Green

Table of Contents

1.1 Purpose ............................................................................................................................ 4 1.2 Scope ............................................................................................................................... 4 1.3 Terminology and Definitions .............................................................................................. 4

Acronyms ................................................................................................................. 4 1.4 EPA Tier 4 and IMO III Emissions Requirements .............................................................. 5 1.5 Basic SCR System Function ............................................................................................. 6 1.6 Air-Assist Solutions and Variations ................................................................................... 7

2. Mechanical Requirements ..................................................................................................... 9

2.1 Cat® Clean Emissions Module (CEM) ............................................................................... 9 Weight and Dimensions – C18, C32, and 3500 ...................................................... 11 Weight and Dimensions – C280 / MaK ................................................................... 13 Mounting – C18, C32, and 3500 ............................................................................. 16 Mounting – C280 / MaK ......................................................................................... 21 Thermal Growth ..................................................................................................... 26 Lifting – U-Flow & Z-Flow ....................................................................................... 27 Lifting – C280 / MaK ............................................................................................... 28 Service Access and Clearance – U-Flow & Z-Flow ................................................ 29 Service Access and Clearance – C280 .................................................................. 31

Connections .................................................................................................... 32 2.2 PETU / Dosing Cabinet ................................................................................................... 34

Weight and Dimensions ......................................................................................... 35 Mounting Orientation .............................................................................................. 36 Lifting ..................................................................................................................... 36 Service Access and Clearance............................................................................... 37 Installation and Venting .......................................................................................... 38 Connections ........................................................................................................... 40 Dosing Cabinet Operation & Schematic ................................................................. 41 Dosing Cabinet Air / DEF Purge ............................................................................. 42 Dosing Cabinet / PETU Symbols ............................................................................ 43

2.3 Optional Cat Supplied Transfer Pump ............................................................................. 44 Cat Transfer Pump Dimensions ............................................................................. 45 Cat Transfer Pump Schematic ............................................................................... 46

2.4 Diesel Exhaust Fluid (DEF) System ................................................................................ 47 Overview ................................................................................................................ 47 DEF Selection ........................................................................................................ 47 Material Selection for DEF ..................................................................................... 48 DEF Handling Procedure, Transport & Cleanliness ................................................ 49 Vessel DEF Tank ................................................................................................... 50 DEF Flow ............................................................................................................... 52 DEF Flow Schematic .............................................................................................. 53

2.5 Air System ...................................................................................................................... 54 Overview ................................................................................................................ 54 Air Supply Requirements........................................................................................ 54 Air Line Requirements (Dosing Cabinet to Injector) ................................................ 55 Water / Oil Separator ............................................................................................. 55 Air System Mechanical Schematic ......................................................................... 55

2.6 Exhaust System .............................................................................................................. 56 Overview ................................................................................................................ 56




Exhaust Backpressure Requirements .................................................................... 58 Joint Loading .......................................................................................................... 61 Thermal Management and Protection .................................................................... 61 Sound Attenuation.................................................................................................. 63

2.7 Overall System Considerations ....................................................................................... 64 Overall Mechanical Schematic ............................................................................... 64 Welding .................................................................................................................. 79 Painting .................................................................................................................. 79 Multiple Engine Installations ................................................................................... 79

2.8 Mechanical Connection Summary ................................................................................... 80

3. Electrical Requirements ........................................................................................................81

3.1 Overall System Considerations ....................................................................................... 81 3.2 Wiring Diagrams, Connectors and Pinouts ...................................................................... 82

Wiring Diagrams .................................................................................................... 82 Connectors ............................................................................................................ 87 Pinouts ................................................................................................................... 88

3.3 CDL and J1939 Control Wiring........................................................................................ 92 CDL (First Fit Only) ................................................................................................ 92 J1939 ..................................................................................................................... 92

3.4 24V Power Supply .......................................................................................................... 97 Customer Supplied................................................................................................. 97 Engine or Panel Supplied ....................................................................................... 98

3.5 AC Power Supply ............................................................................................................ 99 3.6 DEF Transfer Pump Control .......................................................................................... 100

DEF Transfer Pump Control with Multiple Dosing Cabinets .................................. 101 3.7 Main DEF Tank Level Switches .................................................................................... 102 3.8 Electrical Loads ............................................................................................................ 102 3.9 Temperature Limits ....................................................................................................... 103

4. Service and Maintenance Considerations ......................................................................... 105

4.1 Cleaning ....................................................................................................................... 105 High Pressure Wash ............................................................................................ 105 Spills & Basic Cleaning ........................................................................................ 105 HC Mitigation & EPA Codes ................................................................................. 105

5. Startup and Commissioning ............................................................................................... 106

5.1 Initial Startup ................................................................................................................. 106 5.2 Commissioning ............................................................................................................. 106

Delegated Final Assembly (DFA) ......................................................................... 106 Cat Engine ET Configuration ................................................................................ 107 Control Panel Configuration ................................................................................. 110

6. References ........................................................................................................................... 124

6.1 Links ............................................................................................................................. 124 6.2 A&I Literature ................................................................................................................ 124 6.3 A&I Newsletters ............................................................................................................ 124 6.4 Product News ............................................................................................................... 124 6.5 SISWeb Documents ...................................................................................................... 125 6.6 Miscellaneous ............................................................................................................... 125




Introduction

1.1 Purpose

This document is a reference and guide for the installation of Cat Air-Assist Selective Catalytic Reduction (SCR) system.

Note: The information in this document is subject to change as the aftertreatment system is revised and improved or as required for emission regulation standards.

Cat engines are designed and built to provide superior value, however, achieving the end user’s value expectations depends greatly on the performance of the complete installation to assure proper function and design life. Proper installation will allow the engine to produce rated power, expected fuel consumption, and meet emissions standards.

Caterpillar® does not guarantee or approve the validity or correctness of any installation. Caterpillar’s obligation with respect to any product is as set forth in the applicable Cat warranty statement.

It is the installer’s responsibility to consider and avoid possible hazardous conditions, which could develop from the systems involved in the installation. The suggestions provided in this guide should be considered general examples only and are in no way intended to cover every possible hazard in every installation.

The information in this document is the property of Caterpillar Inc. and/or its subsidiaries. Without written permission, any copying, transmissions to others, and any use except that for which it is intended is prohibited.

Contact the appropriate application support group for the latest information on Cat Air-Assist SCR guidelines.

1.2 Scope

The scope of this document covers the Cat Air-Assist SCR system for the C18, C32, 3500, C280, and MaK Marine products. This system is considered the Air-Assist system as compressed air is required in addition to DEF to meet EPA Tier 4 and IMO III engine solutions.

1.3 Terminology and Definitions

Acronyms

ASTM American Society for Testing and Materials

AT Aftertreatment

AUS Aqueous Urea Solution

CEM Clean Emissions Module

DEF Diesel Exhaust Fluid

DFA Delegated Final Assembly

ECM Engine Control Module

EDDC Engine Drawing Design Center

EPA U.S. Environmental Protection Agency

ISO International Organization for Standardization

JIC Joint Industry Council




NOx Nitrogen Oxides (NO & NO2)

OEM Original Equipment Manufacturer

OMM Operation and Maintenance Manual

ORS Oil Renewal System

OSHA Occupational Safety and Health Administration

P&ID Piping and Instrumentation Diagram

PETU Pump Electronic Tank Unit (also referred to as Dosing Cabinet)

PI Pressure Indicator

PM Particulate Matter

PS Pressure Sensor

SAE Society of Automotive Engineers

SCR Selective Catalytic Reduction

SIS Service Information System

STOR Straight Thread O-Ring

T4 Tier 4

TMI Technical Marketing Information (available from a Cat Dealer)

ULSD Ultra Low Sultur Diesel

1.4 EPA Tier 4 and IMO III Emissions Requirements

This Installation Guide is intended for use with engines that must comply with EPA Tier 4 or IMO III emission requirements. Proper fluids must be used to meet these requirements. Refer to the specific Operation and Maintenance Manual (OMM) for the Cat engine model being installed for the proper fuel, lubricants, and coolants that are to be used. The proper fluids enable the engine to produce its published rated power, fuel consumption, and emissions regulations.

JP8 Diesel fuel is not compatible with Cat Tier 4 and IMO III. U.S. EPA Tier 4 regulations require the use of commercial ULSD that conforms with the ASTM D975 specification of 15 ppm max sulfur fuel. (See publication SEBU6251 in SIS for more information). IMO III also requires that fuel sulfur levels are below 1,000 ppm.

Engine Operating Fluids

Fuel Tolerance – Sulfur (ppm) Tier 4 = 15 or less IMO III = 1,000 or less

Fuel Tolerance – biofuels (ASTM 6751-075 B100) B20 or less

Oil Tolerance (ash content) CJ-4 or better

Table 1: Tier 4 & IMO III Engine Operating Fluid Requirements

Oils that have more than 1% total sulfated ash should not be used in aftertreatment device equipped engines. To achieve expected ash service intervals, performance, and life, these engines require the use of Cat DEO-ULS or oils meeting the Cat ECF-3 specification and the API CJ-4 oil category. Oils that meet the Cat ECF-2 specification and that have a maximum sulfated ash level of 1% are also acceptable for use in most aftertreatment equipped engines. Use of oils




with more than 1% total sulfated ash in aftertreatment device equipped engines will cause the need for more frequent ash service intervals, and/or cause loss of performance. Refer to your engine specific Operation and Maintenance Manual, your aftertreatment device documentation, and fluids documents SEBU6251 and SEBU7003 for additional guidance.

Warning: Use of an Oil Renewal System (ORS) is strictly forbidden. Any ORS that extends the oil life through the combustion process and topping off the oil reservoir with new oil will damage the aftertreatment device. Failures that result from non-approved oil are not Cat factory defects therefore, the cost of repair would NOT be covered by the Cat warranty for materials and/or the warranty for workmanship.

1.5 Basic SCR System Function

The primary function of the SCR system is to reduce Nitrogen oxides (NOx), normal by-products of internal combustion engines, which are considered atmospheric pollutants. Through this process, DEF (an aqueous solution containing urea and deionized water) mixes with exhaust gases. Exhaust heat evaporates water from DEF, converting it to gaseous Ammonia (NH3). Ammonia, exhaust gases, and the catalysts react with NOx and oxygen resulting in gaseous particles of nitrogen, water, and CO2. The two main components of the SCR system are the CEM (Clean Emissions Module), a stainless-steel reactor containing catalysts (commonly referred to as “bricks”) and a Pump Electronic Tank Unit (PETU, commonly referred to as the Dosing Cabinet). The dosing cabinet contains a controller, DEF pump, and an air regulation system. The C18, C32, and 3500 CEMs have an inlet spool where DEF and air are injected into the system. The mixture will then flow through the CEM and catalysts within it, Figure 1.

Figure 1: Cat® C18, C32, & 3500 (shown) CEM and Dosing Cabinet




The C280 / MaK has a similar design but utilizes a separate longer mixing tube instead of an inlet spool. The piping between the mixing tube and CEM is shipyard supplied and must be stainless steel, Figure 2.

Figure 2: C280 (shown) / MaK CEM and Dosing Cabinet

1.6 Air-Assist Solutions and Variations

This guide covers two main types of Air-Assist Aftertreatment solutions for marine emissions compliance:

• First Fit: This refers to a matched engine and aftertreatment solution ordered from thefactory.

o 3500E EPA Tier 4 / IMO III and the C32 Tier 4 / IMO III: The engine andaftertreatment must be ordered and installed together for EPA Tier 4 emissionscompliance. This first fit solution is the only solution which meets U.S. EPA Tier 4regulations. These solutions are not switchable, meaning the aftertreatment isalways enabled.

o 3500E IMO II / III Switchable: This solution does not require the engine andaftertreatment to be ordered together and offers “switchability,” meaning theaftertreatment can be disabled for IMO II only compliance. Although thisconfiguration does include the same 3500E and aftertreatment system as the EPATier 4, any “switchable” configuration allowing the aftertreatment to be disabled willnot meet EPA Tier 4 regulations and will therefore only be certified to IMO III.

▪ Refer to Product News: LEXM0361 for applicable ratings.




• Retrofit (commonly referred to as Field Fit): This refers to an aftertreatment unit which can be added to an existing IMO II certified engine for IMO III compliance. This solution does not require the engine and aftertreatment to be ordered together and offers “switchability,” meaning the aftertreatment can be disabled for IMO II only compliance. This solution is not certified to U.S. EPA Tier 4 regulations. The retrofit aftertreatment is considered a prime product with its own prime product serial number. Information regarding this product can be found in SIS and other Caterpillar systems using the prime product serial number prefix EF5.

o Refer to Product News: LEXM0267 for applicable ratings.

First Fit Retrofit

EPA Tier 4 / IMO III 3500E IMO II/III

Switchable MaK IMO II/III

Switchable IMO II/III

Switchable

C18 X

C32 X X

3508C/12C/16C X

3512E/16E X X

C280 X

MaK X

Table 2: Types of Marine Air-Assist Aftertreatment Solutions




2. Mechanical Requirements

2.1 Cat Clean Emissions Module (CEM)

The largest component of the SCR system is the Cat Clean Emissions Module (CEM). Exhaust gases from the engine enter the inlet spool of the CEM along with DEF and air, which are injected into the exhaust stream. The atomized DEF and exhaust gases then flow through a mixer plate. Water evaporates from DEF, creating gaseous ammonia NH3.

The reaction through the catalysts converts gaseous ammonia (NH3), nitrous oxides (NOx), exhaust gases (CO(NH2)2), and oxygen (O2), into nitrogen (N2), water (H2O), and CO2.

There are two main types of CEM designs across the C18, C32, 3500, C280, and MaK platforms.

• C18, C32, and 3500: The CEM is a modular design with a varying number of “bricks” or SCR catalysts depending on the engine size, backpressure, and solution type. These are offered in a U-Flow and Z-Flow design, both offering flexible mounting orientations. With the U-Flow design, the exhaust enters and exits the CEM on the same side. With the Z-Flow design, the exhaust enters and exits the CEM on opposite sides. (Refer to Figure 3 and Figure 4)

Figure 3: C18, C32, & 3500 (shown) U-Flow CEM




Figure 4: C18, C32 & 3500 (shown) Z-Flow CEM

• C280 / MaK: The C280 / MaK is offered with a vertically mounted, rectangular shaped CEM. It varies in size based on the engine rating and the catalysts required but is the same general shape. This solution includes a separate mixing tube which is not connected to CEM from the factory. (Refer to Figure 5).

Figure 5: C280 / MaK Mixing Tube & CEM




Weight and Dimensions – C18, C32, and 3500

There are four (4) different size CEMs varying in the number of bricks required for the C18, C32, and 3500 engines. Table 3 is a guideline illustrating the CEM required for each platform and solution type. Refer to Product News: LEXM0267 for applicable retrofit ratings.

Engine Solution 6-Brick 12-Brick 16-Brick 20-Brick

C18 Retrofit X

C32 Retrofit X

First Fit X

3508C Retrofit X

3512C Retrofit X

3512E First Fit X

3516C Retrofit X

3516E First Fit X

Table 3: CEM brick quantities for the C18, C32, and 3500.

(This table applies to Marine applications only, contact the appropriate A&I team for other applications.)

The 6-Brick CEM used on the C18 and C32 has a slightly different overall structure when compared to the other CEMs, but functionally operates identically. Figure 6 and Figure 7 along with Table 4 and Table 5 highlight the differences in size, weight, appearance, and connections of each C18, C32, and 3500 CEM option. The weights shown include the catalysts, which weigh approximately 23.6 kg (52 lb) each.

Figure 6: C18 & C32 6-Brick U-Flow and Z-Flow CEM




Figure 7: C32 & 3500 12-Brick, 16-Brick, & 20-Brick U-Flow and Z-Flow CEM

U-Flow Z-Flow

CEM Size A

mm (in) B

mm (in) C

mm (in) Weight kg (lb)

D mm (in)

E mm (in)

F mm (in)

Weight kg (lb)

6-Brick 2,098 (83)

1,516 (60)

688 (28)

560 (1,235)

3,752 (148)

1,171 (47)

688 (28)

565 (1,246)

12-Brick 2,712 (107)

1,629 (65)

1,013 (40)

1,262 (2,782)

3,454 (136)

1,628 (65)

1,013 (40)

1,254 (2,765)

16-Brick 2,946 (116)

1,770 (70)

1,004 (40)

1,390 (3,064)

3,679 (145)

1,770 (70)

1,004 (40)

1,399 (3,084)

20-Brick 3,386 (134)

1,926 (76)

1,013 (40)

1,720 (3,792)

4,116 (163)

1,918 (76)

1,013 (40)

1,740 (3,836)

Table 4: CEM dry weights & dimensions for C18 - 3500 U-Flow and Z-Flow with catalysts installed

CEM Size Flange Size

6-Brick 12” ANSI Class 150 Modified – ½” thickness




Table 5: CEM Flange Sizes for the U-Flow & Z-Flow

NOTE: Always refer to the installation drawings available in EDDC and TMI for the most up -to-date and accurate information.




Weight and Dimensions – C280 / MaK

There is only one (1) style of CEM for the C280 / MaK, again it varies in bricks required based primarily on the number of cylinders of the engine. Table 6 illustrates the structure of the bricks inside the CEM. For example, 4x4x4 implies a cube of 4 bricks by 4 bricks by 4 bricks, totaling 64 bricks.

Engine Solution 4x4x2 4x4x3 4x4x4 5x5x4 6x6x3

C280-8 First Fit X

C280-12 First Fit X

C280-16 First Fit X

M20C First Fit X

6M25E First Fit X

8M25E / 9M25E First Fit X

M32E First Fit X

Table 6: CEM brick configurations for C280 / MaK engines.

Figure 8 along with Table 7, Table 8, Table 9, and Table 10 highlight the differences in size and weight of each C280 / MaK CEMs. The weights shown include the catalysts, which weigh approximately 20.9 kg (46 lb) each.

Note: Contact the Dealer Sales Support Team for additional MaK information.

Figure 8: C280 / MaK CEM & Mixing Tube




C280 CEM Mixing Tube

CEM Size #

Catalysts A

mm (in) B


C mm (in)

D mm (in)

Weight kg (lb)

4x4x4 64 1,751

(69) 3,930 (155)

3,138 (6,918)

3,074 (122)

868 (35)

146 (322)

5x5x4 100 2,073 (82)

4,035 (159)

4,414 (9,731)

3,074 (121)

973 (39)

162 (357)

6x6x3 108 2,285 (90)

5,080 (200)

5,470 (12,059)

2,464 (97)

973 (39)

148 (326)

Table 7: C280 CEM & Mixing Tube dry weights & dimensions with catalysts installed. Dimensions are taken at the longest and widest section.

MaK CEM Mixing Tube

CEM Size Max #

Catalysts A

mm (in) B


C mm (in)

D mm (in)

Weight kg (lb)

4x4x2 32 1,752 (69)

3,010 (119)

* 2,464 (97)

973 (39)

122 (269)

4x4x3 48 1,752 (69)

3,470 (137)

* 2,464 (97)

973 (39)

122 (269)

6x6x3 108 1,752 (69)

3,010 (119)

* 3,657 (144)

1192 (47)

264 (583)

Table 8: MaK CEM & Mixing Tube Dimensions. Dimensions are taken at the longest and widest section.

*Contact the Dealer Sales Support team for additional MaK information.




C280 CEM Mixing Tube

CEM Size # Catalysts Flange Size Flange Size

4x4x4 64 24” ANSI Class 150

Modified – ½” thickness 18” ANSI Class 150

Modified – ½” thickness

5x5x4 100 24” ANSI Class 150



6x6x3 108 24” ANSI Class 150



Table 9: C280 CEM & Mixing Tube Flange Sizes

MaK CEM Mixing Tube

CEM Size Max #

Catalysts Flange Size Flange Size

4x4x2 32 DN 500 DN 500

4x4x3 48 DN 600 DN 500

6x6x3 108 DN 900 DN 700

Table 10: MaK CEM & Mixing Tube Flange Sizes





Mounting – C18, C32, and 3500

Mounting Orientation – U-Flow & Z-Flow

The C18, C32, and 3500 CEMs can be mounted in any orientation except with the service door down. Due to the weight of the catalysts, downward servicing is strongly discouraged. The service door is always located on the outlet side of the CEM, which can also aid in ensuring proper orientation. See Figure 9, Figure 10, and Figure 11 for examples. (Sensor box orientation will be covered later in this section.)

Figure 9: CORRECT Z-Flow orientation: Service Door & Sensor Box orientations are acceptable (covered later in this section)

Figure 10: INCORRECT Z-Flow orientation: Service Door Down (potential safety issue) & Sensor Box orientations are unacceptable (covered later in this section)




Figure 11: CORRECT Z-Flow orientation: Service Door & Sensor Box orientations are acceptable (covered later in this section)

Mounting Locations – U-Flow & Z-Flow

The U-Flow and Z-Flow CEMs provide several 4-bolt mounting pads (shown in orange in Figure 12). Although there are multiple pads, a proper mounting only requires using at least four (4) of them.

Four (4) sets of mounting brackets (shown in yellow in Figure 12) and 16 bolts (M20 x 2.5) are also provided. Each mounting bracket has an M28 hole for mounting the CEM. The shipyard can use their own mounting brackets as desired however, all brackets must be bolted to the mounting pads, welding is not permitted.




Figure 12: C18, C32, & 3500 (shown) Mounting Pads and Brackets

The provided brackets are not intended to be used in tension. If the CEM is mounted from above, a separate structure or vessel provided brackets must be used to support the weight of the CEM.

Figure 13: INCORRECT C18, C32, & 3500 Provided Mounting Bracket cannot be used in Tension

Mounting Orientation & Location – “Simplified” U-Flow & Z-Flow

The 3512E and 3516E also offer a simplified CEM. The simplified CEM only provides a bottom mounting support structure and therefore only four (4) mounting pad locations. The simplified CEM is offered in both a port and starboard orientation. (Refer to Figure 14).




Figure 14: Single Mounting Orientation for the Simplified 3500E U-Flow (shown) & Z-Flow

Mounting Method – U-Flow & Z-Flow

A combination of one (1) fixed and three (3) floating mounts are recommended to allow for thermal expansion of the CEM. The fixed mounting point should be closest to the engine allowing thermal growth away from it (see Figure 15). A stiff isolator can also be used as a fixed point.

Figure 15: Example of Fixed and Floating Mount Locations for the C18, C32, & 3500 CEMs

Mounting considerations must allow for the below conditions:

• The CEM has not been designed to withstand engine vibration levels and should not be installed or supported by the engine or package frame rails.

• If CEM vibration input is greater than 60 Hz, the CEM must use tuned isolation mounts to

reduce loads. In some cases, extensive vibration measurements may be required. If

necessary, work with a Caterpillar A&I engineer.

• Any brackets, bolted joints or isolation mounts must be designed to withstand the anticipated load level of the vessel. In general, for marine applications, Caterpillar has designed the CEM and mounting brackets to withstand a +/-1 G load.

• Any CEM mounting structure or mounts must be able to withstand high temperatures up to 550 C̊ (1022 F̊) during engine operation.

• The mounting system must be designed to handle the thermal growth of the CEM during operation. This is discussed in detail in Section 2.1.5.

• The 6-Brick Z-Flow CEM (shown in Figure 16), requires support on the inlet spool due to its length and bending moment.




Figure 16: C18 & C32 6-Brick Z-Flow CEM

Inlet and Outlet Spool Orientation – U-Flow & Z-Flow

The U-Flow and Z-Flow CEMS have inlet and outlet spools which are attached with a bolted flange connection. Both spools have a sensor box installed. The inlet spool also has a DEF injection lance installed opposite of the sensor box. This feature can be used to identify the inlet versus outlet spool.

The spools are installed via a bolted flange connection so that they can be easily removed and re-oriented during the installation. There are several requirements which must be considered when orienting the inlet and outlet spools.

• In a horizontal CEM installation as shown in Figure 17, the sensor boxes must be installed so the sensor box is oriented vertically in the upward direction (12 o’clock position). The spool can be rotated up to one (1) bolt hole in either direction (roughly the 11 o’clock to 1 o’clock position) but not further. This orientation prevents the pooling of moisture on the sensors.

Figure 17: Proper sensor box orientation on horizonal CEM orientations (inlet spool shown).

• In a vertical CEM installation, the inlet and outlet spools can be rotated freely without regard to the vertical sensor box orientation requirements, as shown previously in Figure 11.




• Clearance must be provided to remove and service the DEF injector lance, which is approximately 570 mm (22.4 in) for the C18, C32, and 3500.

• Clearance must be provided to service the electronics and sensors in the sensor boxes, which is approximately 150 mm (5.90 in)

Mounting – C280 / MaK

CEM Mounting Orientation

The C280 / MaK CEM must be installed in a vertical orientation; there is no option to install it in any other orientation.

The horizontally installed mixing tube will require additional piping to attach it to the CEM, see Figure 18. This piping must be stainless, preferably 316 or 409. Contact the proper Caterpillar A&I resource to discuss other mixing tube orientations.

Figure 18: C280 / MaK CEM & Mixing Tube Orientation




Mounting Locations – C280 / MaK

The C280 CEM must be secured on both the top and bottom.

1. Bottom Mounting

On the C280 / MaK vertical CEM modules, a total of eight (8) slotted 22 x 44 mm (0.87 x 1.73 in) mounts are provided on the bottom of the structure. All eight (8) of these mounting locations should be used for a proper installation.

The slots are located on two (2) sides of the CEM, four (4) on each side. The angular orientation of these slots, in conjunction with the Caterpillar provided spacer and mounting plate allow for thermal expansion of the CEM during operation. See Figure 19 highlighting one side of the CEM, showing four (4) slots and their orientation.

Figure 19: C280 / MaK CEM Bottom Mounting Slots

Each slot will utilize a Caterpillar provided spacer and mounting plate (Figure 20). These pieces will be used together as both a mounting an allowance for thermal expansion of the CEM.

Figure 20: Caterpillar provided Spacer and Mounting Plate




The spacer should be oriented in the slot such that it touches the outer most edge (Figure 21). As the CEM grows due to thermal expansion, it will expand outward along the spacer. (The spacers are intentionally taller than the foot of the CEM.) The mounting plate should be placed on top of the spacer and will aid in the ease of growth.

Figure 21: Correct placement of the Spacer (Left) and Mounting Plate (Right) to allow for Thermal Growth

Once all spacers and mounting plates are installed, both mounting sides of the CEM should look like Figure 22 and are now ready to be bolted into place.

Figure 22: C280 / MaK CEM Bottom Mount with Spacers and Mounting Plates installed




It is recommended to use eight (8) M20 (3/4”) SAE grade 8 bolts torqued to 250 +/- 40 Nm along with 2 washers (one on top of the mounting plate and one beneath the spacer) to mount the bottom of the CEM. Figure 23 shows the thickness of the bottom mounting structure. Note: It is mandatory that all mounting feet are contacting the mounting surface to distribute the load over the entire surface.

Figure 23: Thickness of the C280 / MaK CEM Bottom Mounting Prior to Torque being applied

2. Top Mounting On the top of the CEM, the four (4) lifting eye locations are used for securing it, preventing side motion. A 20-100 kN/mm (114,203 - 571,015 lbf/in) compressive spring load is required when the CEM is mounted in a cold resting state. This load should be oriented at 135 degrees to each side and align with the center of the CEM.

Figure 24: C280 / MaK CEM Top Mounting




Mixing Tube Orientation – C280 / MaK

With the C280 / MaK, the mixing tube is a separate piece from the CEM module and is installed horizontally. There are several requirements which must be considered when orienting this mixing tube:

• The sensor boxes on the mixing tube must be installed so that the sensor box is oriented vertically in the upward direction (12 o’clock position). This can be rotated up to one (1) bolt hole in either direction (roughly the 11 o’clock to 1 o’clock position), but not further. This requirement is the same as on the C32 and 3500 with the inlet and outlet spools and can be seen in Figure 17.

• Clearance must be provided to remove and service the DEF injector lance, which is approximately 723 mm (28.5 in) for the C280 and 938 mm (37 in) for the largest MaK CEM.

• Clearance must be provided to service the electronics and sensors in the sensor boxes, which is approximately 150 mm (5.90 in).

Mounting Method – C280 / MaK

Mounting considerations must allow for the below conditions:

• The CEM has not been designed to withstand engine vibration levels and should not be installed or supported by the engine or package frame rails.

• If CEM vibration input is greater than 60 Hz, the CEM must use tuned isolation mounts to

reduce loads. In some cases, extensive vibration measurements may be required. If

necessary, work with a Caterpillar A&I engineer.

• Any brackets, bolted joints or isolation mounts must be designed to withstand the anticipated load level of the vessel. In general, for marine applications, Caterpillar has designed the CEM and mounting brackets to withstand a +/-1 G load.

• Any CEM mounting structure or mounts must be able to withstand high temperatures up to 550 C̊ (1022 F̊) during engine operation.

The mounting system must be designed to handle the thermal growth of the CEM during operation. This is discussed previously in section 2.1.4.2 as well as the following section.




Thermal Growth

Due to the temperature in the exhaust system, the CEM will experience significant thermal growth, just like other exhaust components. The thermal growth rate for the stainless steel CEM is 0.0000124 m/m/ C̊ (0.00000689 in/in/ ̊F). This means that for every 100 deg C, the CEM will thermally expand 1.24mm per meter (for every 100 deg F, the CEM will expand 0.008 in/ft). Refer to Table 11 for a reference which can be used to estimate thermal growth of the CEM.

Temperature Rise (deg C)

Expansion Rate

(mm/m)

Net Expansion Per Total Original Length (mm)

1 meter 2 meters 3 meters 4 meters

100 1.2 1.2 2.4 3.6 /\4.8

200 2.4 2.4 4.8 7.2 9.6

300 3.7 3.7 7.4 11.1 14.8

400 5.0 5.0 10.0 15.0 20.0

500 6.2 6.2 12.4 19.5 24.8

600 7.4 7.4 14.8 22.2 29.6

Table 11: CEM estimated thermal expansion (Metric)

Figure 25: Example of the estimated thermal growth of the 12-brick U-Flow CEM due to a 500 deg C (932 deg F) temperature increase.

Compensation for thermal growth must be accounted for when mounting and installing exhaust piping, the CEM, and the mixing tube (for the C280). Recommendations include:

• Flexible exhaust bellows should be installed in the exhaust piping at the inlet and outlet of the CEM, or as close as possible. This will aid in minimizing additional stresses on the system due to thermal growth. Bellows are also recommended on the inlet of the mixing




tube for the C280 / MaK. Remember that all piping on the outlet side of the mixing tube to the inlet of the CEM, must be stainless steel.

• The C18, C32, and 3500 CEM mounting should use a combination of “fixed” and “floating” or “flexible” mounting locations. A floating or flexible mount refers to one which allows thermal growth in at least one direction. One (1) fixed or stiff isolator mounting should be used and positioned such that thermal growth is outward – away from the engine side. An example of this was shown in Figure 15.

• Additional details for the C280 / MaK CEM mounting information can be found in section 2.1.4.

Lifting – U-Flow & Z-Flow

The CEM is provided with four (4) M20x2.5 lifting eyes, all four (4) must be used during lifting. These can be removed and installed in any orientation required depending on the method of lift. Several examples are shown in Figure 26. These lifting eyes are rated to support the weight of the CEM only and should not be used to lift the CEM with any additional attachments. The lifting eyes have an acceptable lift angle of up to 90 degrees as shown in Figure 27. Due to the high temperatures seen by the CEM, all lifting eyes must be removed once the CEM is installed.

Figure 26: Example lifting methods for the CEM utilizing four (4) provided lifting eyes

Figure 27: Allowable lifting angle for provided lifting eyes

A spreader bar is not required provided the lifting straps do not contact the sensor boxes or DEF injection lance installed on the inlet and outlet spools.




When lifting or placing the CEM, it should not be allowed to rest on the inlet or outlet spools. If necessary, these spools can be removed during the lift. A fork truck should not be used to lift the CEM unless the CEM in placed on a suitable pallet. This is to prevent the forks from contacting and potentially damaging the CEM.

Lifting – C280 / MaK

The CEM is provided with four (4) lifting points on its top corners. All four of these lifting points must be used when lifting the CEM into place, Figure 28. Additionally, the C280 CEM is shipped without the catalysts installed. It should be lifted and installed into place without the catalysts, refer to the Operation and Maintenance Manual (OMM) for instructions on installing the catalysts once the CEM is installed in place. The CEM is shipped in a horizontal orientation. A single central lifting eye should be used to rotate the CEM from horizontal to vertical. Then, all four (4) lifting points must be used when lifting and moving. Note that the inlet flange extends approximately 165 mm (6.5 in) below the bottom of the rectangular module. Care must be taken to not rest the CEM on this inlet flange when it is upright, Figure 29.

Figure 28: Lifting method for the C280 / MaK CEM




Figure 29: Lifting method to rotate the C280 / Mak CEM from horizontal to vertical

Service Access and Clearance – U-Flow & Z-Flow

DEF Injection Lance

To remove the DEF injection lance on the C18, C32, and 3500 CEMs, a minimum distance of 570 mm (22.4 in) is required as shown in Figure 30. If this clearance cannot be met due to equipment or structure interference, the inlet spool can be rotated, refer to section 2.1.3.3 for more details.

Figure 30: Service clearance required for DEF injection lance on the C18 / C32 / 3500.




Sensor Boxes

The inlet and outlet sensor boxes must be free from obstruction to allow access to service and replace sensors, at least 150 mm (5.90 in) is recommended.

Catalyst Removal

To remove and replace the C18, C32, and 3500 CEM catalysts, a minimum service clearance of 400mm (15.75 in) is required. Where possible, a clearance of 1000mm (39.4 in) is recommended. This is shown in Figure 31. Details on the procedure for installation and removal of the catalysts is given in the Disassembly and Assembly Instructions, M0075247. The lifting tool 399-9725 aids in catalyst removal, shown in Figure 32.

Figure 31: Recommended service clearance to remove and replace catalysts.

Figure 32: 399-9725 Lifting Tool in a Catalyst




Service Access and Clearance – C280

DEF Injection Lance

To remove the DEF injection lance on the C280 CEMs, a minimum distance of 723 mm (28.5 in) is required. The largest MaK lance removal is 938 mm (37 in). These can be seen in Figure 33. To provide this clearance, the inlet spool can be rotated, refer to section 2.1.3.3 for more details.

Figure 33: Service clearance required for DEF injection lance on the C280 & Largest MaK CEM


Sensor Boxes

The inlet and outlet sensor boxes must be free from obstruction to allow access to service and replace sensors, at least 150 mm (5.90 in) is recommended.

Catalyst Removal

To remove and replace the C280 / MaK catalysts, a service door is provided at the top of one side of the CEM. The recommended clearance for the catalysts and support grid removal is given in Figure 34 and Table 12. Details on the procedure for installation and removal of the catalysts is given in the Assembly & Disassembly Instructions, UENR0127.




Figure 34: Recommended Clearance for Catalyst & Support Grid Removal for the C280 CEM

C280 CEM

CEM Size A

mm (in) B

Radius mm (in)

4x4x4 2411 (95) R1560 (R62)

5x5x4 2572 (102) R1560 (R62)

6x6x3 2737 (108) R1560 (R62)

Table 12: Recommended Clearance for Catalyst & Support Grid Removal for the C280 CEM


Connections

Air and DEF are connected to the injection lance, located on the inlet spool (C18, C32, and 3500) or the mixing tube (C280 / MaK). Refer to Figure 35 as well as Table 13 for more information about these connection points.




Figure 35: CEM connections on injection lance.

Connection

Point Description Fitting Type

1 DEF inlet line to CEM 3/4"-16 STOR

2 Air inlet line to CEM 9/16”-18 JIC

Table 13: CEM connection details.





2.2 PETU / Dosing Cabinet

The Dosing Cabinet or PETU has 3 primary functions / features that enable the system to maintain emissions compliance:

o Monitoring and dosing DEF o Monitoring and regulating compressed air o Housing an Aftertreatment Electronic Control Module (ECM)

A few key internal components are shown in Figure 36 below. Each dosing cabinet contains a DEF pump, which pulls DEF from the internal DEF Buffer tank to supply to the injector. The aftertreatment ECM will communicate with the engine over J1939 datalink via one of the front connection points (covered later in this section and shown in Table 15). Note: The Dosing Cabinet buffer tank only fills to 92% (this is discussed later in 2.2.8). Once the buffer tank level lowers to 62%, it will begin signaling for DEF from the Main Vessel DEF tank.

Figure 36: Internal view of the PETU / Dosing Cabinet




Weight and Dimensions

There are three variations of dosing cabinets available for the marine air-assist solution:

• 60 lph First Fit: Utilized on C32 and 3500 first fit solutions as well as MaK (6M20C, 8M20C, 9M20C, 6M25E, 8M25E, 9M25E, and 6M32E)

• 120 lph First Fit: Utilized on the C280 first fit solutions as well as MaK (8M32E & 9M32E)

• 60 lph Retrofit: Utilized on C18, C32, and 3500 retrofit IMO II/III switchable solutions The interface / connections are identical for the first fit Dosing Cabinets however, the space claim is different. The retro fit solution is similar but includes an additional top mounted display. A reference for overall dimensions and dry weight is given in Table 14. The two (2) variations (First fit & Retrofit) are also shown in Figure 37.

C32 / 3500 / MaK*

60 lph First Fit C280 / MaK*

120 lph First Fit C18 / C32 / 3500 60 lph Retro Fit

Length 940 mm (37.0 in)

1010 mm (39.8 in)

940 mm (37.0 in)

Width 500 mm (19.7 in)

553 mm (21.8 in)

500 mm (19.7 in)

Height 585 mm (23.0 in)

634 mm (25.0 in)

845 mm (33.3 in)

Dry Weight 100 kg (220 lb)

125 kg (276 lb)

123 kg (271 lb)

Table 14: Dosing cabinet reference dimensions and weight. *Note: MaK uses both First Fit cabinets, varying by product

Figure 37: Dosing cabinets; First Fit and Retro Fit NOTE: Always refer to the installation drawings available in EDDC and TMI for the most up-to-date and accurate information.




Mounting Orientation

The dosing cabinet must be installed in a level orientation with the mounting rails down as shown in Figure 37 (above). It is not acceptable to mount the dosing cabinet in any other orientation. Four (4) holes sized for an M10 bolt are provided in the bottom of the mounting rails and should be used for securing the dosing cabinet. The dosing cabinet is not designed to be subjected to engine vibration levels and should not be mounted to the engine or genset package frame. Multiple dosing cabinets can be mounted above one another if they are independently supported, ensuring the top cabinet is not resting directly on the cabinet beneath. If cabinets are mounted above each other, take special note of the control panel installed on the top of the retrofit cabinet, clearance must be provided for this unless it’s relocated to the side of the cabinet.

Lifting

To lift the dosing cabinet, insert two (2) straps through the slots of the mounting rails and lift from above. See Figure 38.

Figure 38: Dosing Cabinet Mounting Holes & Lifting Slots




Service Access and Clearance

Minimum recommended clearances around the dosing cabinet for service are shown in Figure 39. A 610 mm (24 in) clearance is required on either the right hand or left-hand side of the dosing cabinet for service. The non-service side and the rear of the dosing cabinet requires 152mm (6 in) clearance for ventilation. Additionally, clearance is required on the front to connect the air, DEF and electrical connections. The minimum clearance recommended is 457 mm (18 in) but will vary with the routing to these connections.

Figure 39: Both options for recommended service distances of the Dosing Cabinet





Installation and Venting

There are several requirements that must be considered when locating & venting the dosing cabinet in the vessel.

Figure 40: Example of a Dosing Cabinet Vent Line when the Vessel DEF Tank is below the Injector

(1) DEF line to Injector (2) Dosing Cabinet should be below the Injector (3) Dosing Cabinet Vent Line (4) Vessel DEF Tank Vent Line (5) OSHA DEF Overflow Container (shown in Figure 41)

Location (Refer to Figure 40)

• The top of the dosing cabinet must be installed below the level of the injector (2). The DEF line from the injector to the dosing cabinet must have a continuous downward slope of at least 10° above horizontal (if not vertical), with no loops or p-traps (1). This will allow DEF to easily return to the dosing cabinet and prevent potential plugging of the lines. Keep lines away from sharp edges and vibration.

• A maximum DEF pressure drop of 200 kPa (29 psi) from the dosing cabinet to the CEM cannot be exceeded (1).

• The dosing cabinet must be maintained at an ambient temperature between -11°C to 45°C (12°F to 113°F) when 32.5% DEF is used or 0°C to 45°C (32°F to 113°F) with 40% DEF usage. Installing the dosing cabinet in the stack or near exhaust components is not recommended. (Refer to Section 2.4 for information about the affects of temperature on DEF).




Venting (Refer to Figure 40 and Figure 41)

• The dosing cabinet DEF vent line must route continuously away from the vent port without any kinks or loops that would allow DEF pooling in the line (3).

• The vent line must be routed back to vessel DEF tank vent line or vented out of the vessel independently (3).

o Note: Routing back to the Vessel DEF tank itself creates the potential for DEF to flow into the dosing cabinet’s vent line, overfilling the buffer tank in the dosing cabinet.

• If the vessel DEF tank is located above the CEM injector, a local/OSHA approved container must be provided (compatible with DEF). This is required for the unlikely event of a dosing cabinet overfill. It is recommended to install a sensor in this overflow container to alert when liquid is present (5).

There is a Purge process enabling DEF in the line to the injector to be returned to the buffer tank in the dosing cabinet. Refer to section 2.2.8, for information about this Purge Process.

Figure 41: Example of a Dosing Cabinet Vent Line and Overflow Container when the Vessel DEF Tank is above the Injector

(Definitions are above the image)




Connections

The dosing cabinet controls external DEF, Air, and Electrical components via the connection points on the front face of the cabinet. Each connection is shown in Figure 42 and Table 15. Note: All lines carrying DEF must meet requirements stated in ISO 22241-1 (32.5%) and ISO 18611 (40%). Details of DEF, Air and Filter requirements into the dosing cabinet are found in sections 2.4 and 2.5.

Figure 42: Dosing Cabinet Connections

Connection Description Fitting Type

1 Service Tool Connector 9 Pin

2 Wiring harness connector to engine ECM 23 Pin Connector

3 Wiring harness connector to main DEF tank (level

sensor/transfer pump) 14 Pin Connector

4 Wiring harness connector to CEM 21 Pin Connector

5 DEF Vent Port ½” BARB

6 AC Power In Grommet for wiring & 3 terminal Blocks

7 DEF Outlet to CEM

3/8” Quick Connect SAE J2044

(No. 6 STOR (Straight Thread O-Ring) if Quick Connect Removed)

8 DEF Inlet 3/4-16” JIC

9 Air Outlet to CEM No. 6 STOR (Straight Thread O-Ring)

10 Air Inlet 9/16-18” JIC

11 DC Power for Display 3 pin Connector

Table 15: Dosing Cabinet Connections




Dosing Cabinet Operation & Schematic

The system goes through a start-up check, verifying air and DEF pressure sensor operation, and system readiness for dosing (Refer to Figure 43 and Figure 44). After all requirements are met, the Aftertreatment ECM will activate the dosing pump, moving DEF from the buffer tank to the injector. The Air Inlet Solenoid (S1) is energized (open) allowing air to the injector. The Aftertreatment ECM is constantly monitoring air and DEF pressure for system operational health.

The Aftertreatment ECM controls the DEF fill valve to the buffer tank. When the buffer tank’s level drops below 62%, the Aftertreatment ECM energizes the DEF Inlet Solenoid Valve (S3) to open and fill the buffer tank. The DEF pressure requirements to the tank are 34.5 - 69 kPa (5-10 psi) at a flow rate of 5.7 – 9.5 liters per minute (1.5 – 2.5 gpm).

Purging the system is accomplished by leaving the Air Inlet Solenoid (S1) energized (open), and de-energizing Purge Solenoid (S2) to open. This allows compressed air to assist DEF purge flow back to the buffer tank ensuring no DEF remains in the injection line (S3 is closed during the purge cycle). (Refer to the next section for more details.)

Figure 43: Schematic with Dosing Cabinet Details

The following components are REQUIRED unless noted:

(1) Customer Supplied: Air Pressure Regulator: 724-1068 kPa (105-155 psi) (2) Customer or Caterpillar Supplied: Filter/Oil Water Separator (Cat Option: 267-5286) (3) Cat Supplied: Dosing Cabinet Air Pressure Regulator: 442 +/- 27 kPa (64 +/- 4 psi) (4) Customer Supplied: DEF Filter: 100µm (recommended) (5) Customer Supplied: Pressure Regulator: 34.5-69 kPa (5-10 psi) (6) Customer Supplied: Pressure Relief Valve: 69 kPa (10 psi) (7) Customer or Caterpillar Supplied: DEF Filter: 40µm (Cat Option: 491-6779)

Dosing Cabinet Solenoid Valves

(S1) Air Inlet (S2) DEF Purge (S3) DEF Inlet




Dosing Cabinet Air / DEF Purge

When the engine shuts down, the system is designed to purge all DEF back to the buffer tank inside the dosing cabinet. This prevents a potential blockage that could occur due to DEF crystalizing in the lines or pump. DEF is also purged when a DEF related fault code is active. The purge cycle takes approximately 2 minutes to complete after the engine has been shut down. Do not remove the main power or keyswitch power from the aftertreatment system until the purge system has completed. If a purge process doesn’t complete, a diagnostic code is active upon the next start sequence. Once normal dosing operation is achieved, the code is cleared, but will show on logged ECM history. The buffer tank only fills to approximately 92% during normal operation. This allows ample space for DEF returning via the purge process.

Figure 44: Air / DEF flow through the Dosing Cabinet




Dosing Cabinet / PETU Symbols

Figure 45 below shows the symbols on the Dosing Cabinet / PETU

Figure 45: Dosing Cabinet / PETU Symbols




2.3 Optional Caterpillar Supplied Transfer Pump

In most vessels, a DEF Transfer Pump will be required to supply DEF at the required pressure 34.5-69 kPa (5-10 psi) during normal operation. A pressure regulator and relief valve are required prior to the dosing cabinet to ensure pressure does not exceed the 69kPa (10 psi) limit. It may be possible to obtain this pressure via a gravity feed from the vessel DEF tank (note that the Dosing Cabinet would have to be at least 3.66 m (12 feet) below the main tank to consider this option, assuming 9.81 kPa/m (0.433 psi/ft).

Caterpillar offers a DEF transfer pump capable of servicing several dosing cabinets and a combination of both of the Air Assisted and Airless DEF dosing systems (Refer to Figure 46). The Transfer Pump has two modes, manual and automatic. Manual mode is only used for testing and troubleshooting. When in automatic mode, the pump receives a fill command from the dosing cabinet control requesting DEF be supplied. When the DEF Transfer Pump receives a fill signal, it activates the pump to run until the fill signal terminates. The pump will then continue to run for a brief period (~30 minutes) before shutting off and waiting for the next fill signal. Also included with the DEF Transfer Pump is a primary DEF strainer and a secondary bypass screen. The secondary bypass may be used to continue operation while servicing the primary. Figure 47 shows the layout of the Cat Transfer Pump.

For more information about the DEF Transfer Pump and installation requirements, refer to:

• SISWeb for M0089817 (Transfer Pump Manual)

• SISWeb for UENR8335 (DEF Transfer Pump Electrical)

• TMI - physical data section

• TMI for a link to current EDDC drawings

Figure 46: Electrical Connections of one (1) Transfer Pump into Multiple Dosing Cabinets

The DEF transfer pump relay, shown in Figure 46, is part of the panel on the transfer pump skid. If the Cat transfer pump isn’t used, this relay will have to be provided by the customer/shipyard.




Figure 47: Layout of the Cat Transfer Pump

Cat Transfer Pump Dimensions

Figure 48: Cat DEF Transfer Pump Dimensions




Cat Transfer Pump Schematic

The below schematic highlights mechanical components of Cat Transfer Pump.

PI = Pressure Indicator, PS = Pressure Sensor, CV = Check Valve

Figure 49: Cat DEF Transfer Pump

The following components are REQUIRED unless noted: (1) Customer Supplied: DEF Filter: 100µm (recommended) (2) Caterpillar Supplied: Transfer Pump Pressure Relief Valve: 500 kPa (72.5 psi) (3) Customer Supplied: Pressure Regulator: 34.5-69 kPa (5-10 psi) (4) Customer Supplied: Pressure Relief Valve: 69 kPa (10 psi) (5) Caterpillar Supplied: Dosing Cabinet Vent (6) Customer or Caterpillar Supplied: DEF Filter: 40µm, (Cat Option: 491-6779) (7) Caterpillar Supplied: Dosing Cabinet Solenoid Refill Valve

• Pressure regulators must be installed before each Dosing Cabinet to ensure that the pressure at each Dosing Cabinet is between 34.5–69 kPa (5-10 psi).

• Pressure relief valve on the DEF Transfer Pump should be set at its maximum valve of 500 kPa (72.5 psi).

• Pressure relief valves should be placed between each pressure regulator and corresponding Dosing Cabinet. These pressure relief valves should be set to 69 kPa (10 psi). They will help purge any trapped pressure in the line between the pressure regulators and Dosing Cabinets back to the bulk tank.




2.4 Diesel Exhaust Fluid (DEF) System

Overview

Diesel Exhaust Fluid (DEF) is a relatively inexpensive urea solution that enables Cat engines equipped with Selective Catalytic Reduction (SCR) to reduce NOx emissions by up to 93%. DEF is a colorless liquid made up of high purity urea and deionized water.

DEF Selection

For Marine SCR applications, the required DEF solution must meet ISO 22241-1 (DEF 32.5%), ISO 18611 (DEF 40%), Caterpillar specifications SEBU6251, or DIN V70070 standards. These standards are designed around DEF solutions of approximately 32.5% and 40% concentrations. (Due to the high risk of contaminants that could potentially damage the SCR system, Caterpillar does not allow the use of agricultural grade urea in Cat SCR systems.)

The advantage of 32.5% concentration is that it provides the lowest possible freezing point, -11°C (12°F) while 40% concentration freezes is at 0°C (32°F). The 40% solution, having a higher concentration, has the advantage of using less DEF per the amount of fuel used and potentially a smaller main DEF tank design.

DEF 32.5% 40%

Freezing Point -11°C (12°F) 0°C (32°F)

Table 16: DEF Freezing Temperatures

The quality of DEF rapidly degrades when stored at high temperatures. The ideal storage temperature for DEF is shown in Table 17. DEF that is stored above 35°C (95°F) for longer than one month must be tested before use.

Refer to ISO 22241 & 18611 for the most updated information storage temperature information.

Expected DEF Life 32.5 % DEF Storage Temperature 40% DEF Storage Temperature

Ideal Storage Temperature -9°C to 25°C

(15°F to 77°F) 2°C to 25°C

(36°F to 77°F)

18 Months Below 25°C (77°F) Below 25°C (77°F)

12 Months 25°C to 30°C (77°F to 86°F)

25°C to 30°C (77°F to 86°F)

6 Months 30°C to 35°C (86°F to 95°F)

30°C to 35°C (86°F to 95°F)

1 Month – Test Before Use Above 35°C (95°F) Above 35°C (95°F)




Table 17: DEF Expected Life based on Storage Temperature

Changes in DEF concentration can occur for a variety of reasons, including evaporation of water, degradation of urea, or contamination. Caterpillar offers 2 Refractometers for concentration testing, a Brix Digital (360-0774), and an Analog Refractometer (431-7087).

DEF is typically colorless and clear. A visual inspection should also be performed as any changes in color and clarify indicate a quality issue.

Material Selection for DEF

Material compatibilities must be considered in the DEF storage and delivery system due to the caustic corrosive nature of the liquid. Refer to ISO 22241 and ISO 18611 prior to any material selection. RECOMMENDED Materials Include: ▪ Stainless Steel (304, 304L, 316, 316L, 409, 439)

▪ Highly alloyed austenitic Cr-Ni and Cr-Ni-Mo Steels

o Titanium

o Polyethylene

o Polypropylene

o Polyisobutylene

o Perfluoroalkoxyl alkane (PFA)

o Polyfluroethylene (PFE)

o Polyvinylidenefluoride (PVDF)

o Polytetrafluroethylene (PTFE)

o Teflon (PFA)

▪ Seal/Hose Materials – EPDM (1E0712B) and NBR (1E0741)

NON-RECOMMENDED Materials Include:

▪ Unalloyed Steel

▪ Galvanized Steel

▪ Aluminum / Aluminum Alloys

▪ Magnesium

▪ Copper

▪ Brass

▪ Metals and Plastics coated with Nickel

▪ Nonferrous Metals and Alloys (copper, copper alloys, zinc, and lead)

Figure 50: Cat® Brix & Analog Refractometer Offerings, 360-0774 and 431-7087




Refer to PELJ1160 for additional information on DEF fluids (available on catpublications.com).

DEF Handling Procedure, Transport & Cleanliness

Ensure that equipment used to transfer DEF is made from recommended materials. Any hoses or other non-metallic transfer equipment should be made from Nitrile Rubber (NBR), Fluoroelastomer (FKM), and/or Ethylene Propylene Diene Monomer (EPDM). (Refer to ISO 22241 and ISO 18611 prior to any material selection.) DEF should be transported between storage temperature recommendations shown in Table 17.

Contaminants can degrade the quality and life of DEF. Therefore, it is recommended to filter DEF as it’s dispensed using a DEF compatible filter, preferably a mesh-type of compatible metals, such as stainless steel. The filter should be used exclusively with DEF. (Refer to SEBU6251 - Contamination Control for detailed cleanliness recommendations)

When filling the dosing cabinet buffer tank manually, clean the filler cap and surrounding area prior to dispensing DEF.

Spills and leaks: Spills should be cleaned immediately, and surfaces wiped and rinsed with warm water. Use caution when dispensing DEF near an engine that has recently been running. Spilling DEF onto hot components will cause it to vaporize, which can be harmful.

Due to the corrosive nature of DEF, the condition of hoses and other non-metallic components should be monitored for signs of degradation. DEF leaks are easily recognizable by white urea crystals that accumulate at the site of the leak (

Figure 51). Solid DEF is very corrosive to galvanized or unalloyed steel, aluminum, copper, and brass, so leaks should be addressed immediately to ensure no damage to surrounding hardware.

.

Figure 51: DEF Crystallization




Vessel DEF Tank

Tank Shape, Temperature, and Connections

The shipyard or installer must provide a vessel DEF tank and delivery system. Consideration for both high and low temperatures must be considered with tank design. If the location of the tank within the vessel can’t meet temperature requirements, (see Table 17), then a way to cool or heat the fluid must be installed in the vessel DEF tanks.

If there is a possibility of DEF freezing, the tank would need a heater large enough to thaw it. The density of frozen DEF is lower than the liquid, so it would float. To ensure complete thawing, at least part of the heating source must be located at the bottom of the tank. As DEF is consumed, the level in the tank reduces and cold DEF approaches the heater. Adequate protection is recommended to keep frozen DEF, sludge and sediment from blocking the port.

Irregular tank shapes are acceptable if air pockets and/or frozen DEF inside the ridges or any contours of the tank can be avoided. To facilitate the thawing process, the tank should have a simple rectangular or trapezoidal shape so that the base of the tank is slightly larger than the top of the tank.

Tank Volume

DEF tanks must be sized such that sufficient DEF is always available to operate the SCR system. The amount of DEF consumed by the engine can be estimated as a fraction of the engine fuel burn. DEF consumption by the engine will be approximately 5-10% for C18, C32, 3500, and MaK engines and upwards of 15% for C280 engines. Consult TMI Performance Data or work with the Caterpillar A&I team for actual numbers for each engine rating.

Caterpillar recommends a capacity safety margin of 5% of the total tank volume to ensure adequate supply (2% of which is a margin for freeze protection). If a vessel operating in EPA areas runs out of DEF, the operator must report each instance to the EPA within 30 days. Each instance of insufficient amounts of DEF will be recorded in nonvolatile memory by the engine. Refer to the Operation & Maintenance Manual for recordable codes.

Guideline of DEF to Fuel Consumption

Engine Fuel DEF

C18/C32/3500 100% 5-10%

C280 100% 15%

MaK 100% 5-10%

Table 18: DEF to Fuel Consumption Guideline




Examples of DEF to Fuel Consumption

Engine Fuel 32.5% DEF 40% DEF

3516E 3386bhp / 2525bkW

EM1756 100% 6.0% 4.6%

3516E 2682bhp / 2000bkW

EM1766 100% 6.6% 5%

C280-12 4962bhp / 3700bkW

EM0850 100% 7.4% 5.7%

C32 Retro Fit 1600bhp / 1193bkW

EM2768 100% 3.2% 2.4%

Table 19: Example DEF to Fuel Ratio – Refer to TMI for the most up to date data

NOTE: Always refer to TMI or A&I personnel for the most up-to-date and accurate information.

Tank Materials

Non-crosslinked polyethylene (PE) is the material of choice for DEF tanks. It provides a wide temperature range of operation, has good strength properties, allows for flexibility in “shaping”, low weight, and has been used in other DEF applications. Stainless Steel tanks are also a viable option. If using a coating on a steel tank, make sure the coating is compatible with DEF and completely seals the tank to prevent contact with DEF. If DEF touches steel, it will dissolve the metal, plug valves, and other components of the aftertreatment system.

Tank Sensors

DEF Temperature Sensor

A vessel storage tank temperature sensor may be installed and connected to the Cat system.

Temperature sensor requirements include:

• Operating temperature range: –40°C and 150°C (probe end), –40°C and 120°C

(connector end)

• Vibration limits: 30Grms X 3 sigma for 0.03% of operational lifetime

• Painted using the Electrostatic painting process

• Salt and DEF corrosion-resistant.

DEF Level Sensor

A low level DEF tank sensor is required on the main DEF tank per EPA 1042 regulation




guidelines. Caterpillar provides a connection point on the dosing cabinet for a vessel DEF

tank sensor via the Dosing Cabinet Junction boxes, Terminals 19 & 20 on Circuits 410 &

A487 (shown in Figure 67, Figure 68, Figure 69, and Figure 70). The sensor needs to be salt

and DEF corrosion-resistant, with an operating temperature range of –40°C to 85°C.

If the main DEF tank low sensor is connected to the dosing cabinet junction box, the system

will warn the vessel operator that the DEF main tank is low. No reportable faults are

recorded for low main tank volume. A reportable fault is recorded if the buffer tank in the

dosing cabinet runs completely out of DEF. The low-level sensor input into the dosing

cabinet ECM is a switch input to GND.

DEF Level Warning Light

The installation of warning light indicating a low level of DEF in the main tank is

recommended. The warning light should be set at a level in the tank that would allow

adequate time to get quality DEF and refill the main tank.

DEF Flow

DEF into Vessel Tank

An inlet strainer is required to prevent large debris from entering the fill port of the Vessel DEF tank. The strainer should be made of stainless steel with 30-mesh / 500-micron filtration.

DEF into the Transfer Pump

A course 100-micron filter must be located at the end of the DEF pickup line in the tank to keep frozen chunks of DEF and debris out of the delivery system.

DEF into the Dosing Cabinet

A 40-micron with Beta > 1000 filter must be installed before the dosing cabinet. It must meet ISO 22241-1 (32.5%) or ISO 18611 (40%) quality requirements with a maximum particle size of 40 microns. The filter screen needs to be able to handle 5.67 liters/min within a pressure range of 34.5 to 69 kPa (5 to 10psi). The filter should be installed as close as possible to the inlet port of the dosing cabinet. An isolation valve may be considered for serviceability. Caterpillar has released a 491-6779 DEF filter which meets all requirements for DEF and flow into the dosing cabinet.

The dosing cabinet stainless-steel connection point for DEF, does include a screen, but this does not replace the need for the 40-micron filter.

If the system will be shutting down in freezing conditions or put into storage, the screen filter and supply line should be drained. The customer is responsible for protecting the DEF supply line from freezing and damage from foreign objects (a stainless-steel supply line is recommended).

Refer to Section 2.2 for Dosing Cabinet Mounting and Venting Information.




DEF into the CEM

DEF lines are to be installed following instructions based on DIN 20066 part 4. The line from the dosing cabinet to the injector must have a constant downward slope back to the dosing cabinet (if not vertical). DEF must be able to easily flow back to the dosing cabinet without any residual being left in the line. The maximum pressure drop from the cabinet to the injector is 200 kPa (29 psi) therefore, it is recommended that the inside diameter of the line be greater than 5.5 mm.

DEF Flow Schematic

The below schematic highlights Caterpillar vs customer supplied mechanical elements of the DEF system.

Figure 52: DEF Flow Schematic (assuming 3 engines)

The following components are REQUIRED unless noted:

(1) Customer Supplied: DEF Filter: 100µm (recommended) (2) Customer Supplied: Pressure Regulator: 34.5-69 kPa (5-10 psi) (3) Customer Supplied: Pressure Relief Valve: 69 kPa (10 psi) (4) Cat Supplied: Dosing Cabinet Vent (5) Customer or Caterpillar Supplied: DEF Filter: 40µm, (Cat Option: 491-6779) (L1) Low Level Sensor: Required on the vessel DEF tank per EPA regulations. (L2) High Level Sensor




2.5 Air System

Overview

This air-assisted aftertreatment system utilizes compressed air along with DEF for three main reasons:

• To assist in the atomizing of DEF as it is injected into the exhaust stream to improve NOx conversion and reduce DEF usage

• To keep the nozzle clean and cool, thus preventing any plugging.

• To purge the DEF line during shutdown to prevent DEF crystallization in the nozzle

Air Supply Requirements

The air supply to each dosing cabinet must meet the specifications in Table 20.

Air Supply Requirements

Air Quality (-40°C minimum air Temp)

Air Quality (3°C minimum air Temp)

ISO 8573.1:2010 [5:2:4]*

ISO 8573.1:2010 [5:4:4]*

Air Temperature -40C to 50C (-40F to 122F)

Air Flow for 3500/C280

Air Flow for C18/C32

Air Flow for C32 Retrofit

0.28 m3/min (10 SCFM)

0.113 m3/min (4 SCFM)

0.28 m3/min (10 SCFM)

Air Consumption Continuous during engine operation, purge, and after

shutdown

OEM Supply Operational Air Pressure

(Measured at Dosing Cabinet Air Strainer Inlet)

Minimum: 482 kPa (70 psi)

Recommended: 724 – 1068 kPa (105-155 psi)

Internally Regulated System Air Pressure Target

(Pressure used for System Diagnostics) 441 +/- 27 kPa (64 +/- 4 psi)

Air Pressure at Startup

Aftertreatment ECM will activate low air pressure alarm ONLY after CEM inlet temperature reaches a

temperature threshold – AND – system internally regulated pressure is <375 kPa. Alarm will de-activate

once pressure is >375 kPa.

Purge Air Pressure at Shutdown

(Purges back to buffer tank) >482 kPa (70 psi) for 180 sec

Maximum Airline Pressure Drop from Dosing Cabinet to Lance

6.89 kPa (1 psi)




Coalescing Filter / Separator – Min Rating

(OEM supplied or Cat 267-5286

90% Efficient

Pressure: 1069 kPag (155 psig)

Flow: 0.85 m3/min (30 SCFM)

Table 20: Air Supply Requirements

*ISO 8573.1:2010 [A:B:C] where:

A is the purity class for particles

B is the purity class for humidity and liquid water

C is the purity class for oil

Air Line Requirements (Dosing Cabinet to Injector)

The air supply line used to deliver air from the dosing cabinet to the injector must be able to provide 442 +/- 27 kPa (64 +/- 4 psi) at maximum flow capacity. All air lines must progress continuously without air locks or line bends that would allow condensation to form or prevent proper air flow through the system.

Water / Oil Separator

The dosing cabinet requires customer supplied air which meets the ISO 8573.1 requirements, specified in Table 20. The dosing cabinet does contain a secondary air screen filter at the dosing cabinet air inlet port (Male 3/8” JIC). It is required that an oil / water separator be installed prior to this connection to catch any water in the lines prior to the cabinet; the 267-5286 filter is available from Cat.

Air System Mechanical Schematic

The below schematic highlights Caterpillar vs customer supplied mechanical elements of the air system.




Figure 53: Air System Schematic

The following components are REQUIRED:

(1) Customer Supplied: Air Pressure Regulator: 724-1068 kPa (105-155 psi) (2) Customer or Caterpillar Supplied: Oil/Water Separator, (Cat Option: 267-5286) (3) Cat Supplied: Dosing Cabinet Air Pressure Regulator: 442 +/- 27 kPa (64 +/- 4 psi) (4) Cat Supplied: Dosing Cabinet Solenoid Valve

2.6 Exhaust System

Overview

Examples of the engine exhaust system with aftertreatment are shown in Figure 54, Figure 55, and Figure 56 below. The engine, CEM, and mixing tube (for the C280 / MaK) are supplied by Cat. The exhaust piping and muffler are supplied by the shipyard. The C280 / MaK does require OEM/Shipyard supplied stainless steel piping between the mixing tube and CEM. Caterpillar recommends 409 or 316 Stainless Steel for all piping between the DEF injector and CEM. The exhaust system must be insulated, except for the sensor boxes, which must not be covered. The spools and sensor boxes must be oriented such that there isn’t the potential for any pooling liquid, which could damage the sensors (refer to 2.1.3.3 for more information). On overview of the engine exhaust system with installed aftertreatment is shown in Figure 54, Figure 55, and Figure 56. (The engine and CEM module are Caterpillar supplied while the exhaust piping, muffler, bellows, insulation, and other exhaust components, are shipyard supplied.) Refer to the Exhaust Systems A&I guide LEBW4970 for additional details on best practices including exhaust support thermal expansion and backpressure.




Figure 54: Example of C18, C32, & 3500 Exhaust System Components and Layout

Figure 55: Example of C18, C32, & 3500 Exhaust System Components and Layout




Figure 56: Example of C280 Exhaust System Components and Layout

Exhaust Backpressure Requirements

Because the CEM is a component of the exhaust system, it imposes backpressure on the engine. Therefore, its restriction must be considered when calculating the user allowance for backpressure. The data needed for each CEM restriction and total allowable restriction is provided in the System Data section of TMI & is linked to the engine performance number. Each engine rating may have a different backpressure allowance so TMI systems data should be referenced for this information. The pertinent TMI systems data includes the following three (3) items.

• MAXIMUM ALLOWABLE SYSTEM BACK PRESSURE – This provides the total allowable backpressure on the engine measured at the engine outlet. This would include the CEM, muffler, and any exhaust piping. This value can be found by looking up the engine’s performance data in TMI and navigating to the supplementary data section.

• MAXIMUM PRESSURE DROP ACROSS THE CEM – This provides the backpressure contribution from the CEM module. This value can be found by looking up the engine’s performance data in TMI and navigating to the supplementary data section.




• USER ALLOWANCE BACK PRESSURE – This provides the total backpressure allowance for the remaining vessel piping excluding the CEM. This value is calculated using the below equation and varies by rating.

The above exhaust restrictions are related by the below equation.

𝐌𝐀𝐗𝐈𝐌𝐔𝐌 𝐀𝐋𝐋𝐎𝐖𝐀𝐁𝐋𝐄 𝐒𝐘𝐒𝐓𝐄𝐌 𝐁𝐀𝐂𝐊 𝐏𝐑𝐄𝐒𝐒𝐔𝐑𝐄= 𝐌𝐀𝐗𝐈𝐌𝐔𝐌 𝐏𝐑𝐄𝐒𝐒𝐔𝐑𝐄 𝐃𝐑𝐎𝐏 𝐀𝐂𝐑𝐎𝐒𝐒 𝐓𝐇𝐄 𝐂𝐄𝐌 + 𝐔𝐒𝐄𝐑 𝐀𝐋𝐋𝐎𝐖𝐀𝐍𝐂𝐄 𝐁𝐀𝐂𝐊 𝐏𝐑𝐄𝐒𝐒𝐔𝐑𝐄

Refer to the Exhaust Systems A&I guide LEBW4970 for details on calculating and measuring exhaust backpressure of the total system. Refer to Product News LEXM0267 for Retrofit Ratings and Performance Numbers. Note: This information is not published in TMI for MaK products; consult the Order Execution or A&I Team for information.

Maximum Allowable

System Back Pressure Maximum Pressure Drop

Across the CEM User Allowance Back

Pressure

C32/3500 First Fit

Consult TMI: Varies by Rating

Consult TMI: Varies by Rating

27” H2O (6.7 kPa)

C280 First Fit 10” H2O (2.5 kPa)

C18/C32/3500 Retro Fit Consult TMI:

Varies by Rating

MaK Consult the MaK Order Execution Team

Table 21: Exhaust Backpressure

Examples Maximum Allowable

System Back Pressure Maximum Pressure Drop

Across the CEM User Allowance Back

Pressure

3516E First Fit 3386bhp / 2525bkW

EM1756 86” H2O (21.5 kPa) 59” H2O (14.8 kPa) 27” H2O (6.7 kPa)

3516E First Fit 2682bhp / 2000bkW

EM1766 65.6” H2O (16.3 kPa) 38.6” H2O (9.6 kPa) 27” H2O (6.7 kPa)

C280-12 First Fit 5444bhp / 4060bkW

EM0851 36” H2O (9 kPa) 26” H2O (6.5 kPa) 10” H2O (2.5 kPa)

C32 Retro Fit 1600bhp / 1193bkW

EM2768 40” H2O (10 kPa) 24” H2O (6 kPa) 16” H2O (4 kPa)

Table 22: Exhaust Backpressure Examples – Reference TMI for the most current information




Figure 57: 3500E & C32 EPA Tier 4 / IMO III Backpressure

Figure 58: C280 EPA Tier 4 & MaK Backpressure




Figure 59: C18, C32, & 3500C Retrofit Backpressure

Joint Loading

To minimize additional load on the exhaust flange, downstream exhaust piping must be self-supporting. A flexible joint should typically be installed to minimize cantilever type loads on the exhaust flange. Maximum allowable vertical load and bending moment limits are provided for each engine and rating in the Systems Data section of TMI. Dynamic loading for the CEM inlet and outlet can also be found for each engine rating in TMI. Refer to LEBW4970: Exhaust Systems as well as the Mounting and Thermal Growth sections of this document for more information.

Thermal Management and Protection

Care must be taken to ensure the exhaust temperature does not drop significantly between the engine and CEM inlet.

10% Load & Rated Speed

Maximum Allowable Temp Drop (Engine Outlet to CEM inlet)

C18 / C32 / 3500 10˚C

C280 / MaK 30˚C

Table 23: Maximum Temperature Drops from the Engine to the CEM




Exhaust piping between the engine outlet and CEM inlet must be insulated, except for the sensor boxes located on the CEM inlet and outlet as well as the sensor boxes on the mixing tube for C280 & MaK SCR system.. These sensor boxes must not be wrapped as the exhaust temperatures can lead to early failures of the sensors. The locations of these sensor boxes can be seen in Figure 60, Figure 61, Figure 62, and Figure 63 below. Caterpillar recommends thermally wrapping exhaust components to minimize ambient heat rejection and protect adjacent components from damage due to excessive temperatures. Additionally, refer to applicable marine society and SOLAS regulations which limit surface temperatures.

Figure 60: The two sensor boxes on the U-Flow and Z-Flow, shown in yellow, must NOT be wrapped with thermal insulation. (C18 / C32 / 3500 U-Flow)

Figure 61: The sensor box, shown in yellow, on the C280 / MaK Mixing Tube must NOT be wrapped with thermal insulation.




Figure 62: The sensor box, shown in yellow, on the C280 / MaK CEM inlet must NOT be wrapped with thermal insulation.

Figure 63: The sensor box, shown in yellow, on the C280 CEM outlet must NOT be wrapped with thermal insulation.

Sound Attenuation

The CEM provides some level of sound attenuation but is not designed to replace a muffler. A muffler will likely still be required on installations with aftertreatment systems. Refer to TMI Performance Data - Sound Data. The published information provides sound power levels after the CEM.




2.7 Overall System Considerations

Overall Mechanical Schematic

The below schematic highlights Caterpillar versus customer supplied mechanical connections of the overall aftertreatment system.

Figure 64: Overall System Schematic

The following components are REQUIRED unless noted: (1) Customer Supplied: Air Pressure Regulator: 724-1068 kPa (105-155 psi) (2) Customer or Caterpillar Supplied: Oil/Water Separator, Cat Option: 267-5286) (3) Customer Supplied: DEF Filter: 100µm (recommended) (4) Customer Supplied: Pressure Regulator: 34.5-69 kPa (5-10 psi) (5) Customer Supplied: Pressure Relief Valve: 69 kPa (10 psi) (6) Customer or Caterpillar Supplied: DEF Filter: 40µm, (Cat Option: 491-6779) (L1) Low Level Sensor: Required on the vessel DEF tank per EPA regulations. (L2) High Level Sensor














































Welding

Welding of the CEM housing or mixing tube is strongly discouraged. It is permissible to add exhaust lagging pins to the reactor housing for insulation purposes. If welding is required, rods must be compatible with stainless steel, must not affect the thermal expansion movement of the CEM, or damage any electronics or sensors. Any failure due to improper welding will not be covered by warranty. Contact your Cat dealer prior to any welding.

Painting

Painting of the CEM is strongly discouraged. Skin temperatures of the CEM can reach as high as 525°C during operation and will cause charring and burning of the paint.

Multiple Engine Installations

Each engine requires its own dosing cabinet and CEM. (Refer to 2.2.1 and 2.2.2 for dosing cabinet sizes and mounting information.)

One transfer pump (if required) and one air compressor can be shared across multiple engines if sized correctly.

Depending on customer or regulatory requirements, some installations may require redundant DEF transfer pumps or air compressors. Two Cat DEF transfer pumps can be stacked and bolted to each other at the foot locations (refer to Figure 47 to see these locations.)




2.8 Mechanical Connection Summary

The below table summarizes the mechanical connections listed in this document.

Equipment Connection Fitting / Flange

Dosing Cabinet Service Tool Connector 9 Pin

Dosing Cabinet Wiring harness connector to engine ECM 23 Pin Connector

Dosing Cabinet Wiring harness connector to main DEF

tank (level sensor/transfer pump) 14 Pin Connector

Dosing Cabinet Wiring harness connector to CEM 21 Pin Connector

Dosing Cabinet DEF Vent Port ½” BARB

Dosing Cabinet AC Power In Grommet for wiring & 3 terminal Blocks

Dosing Cabinet

DEF Outlet to CEM 3/8” Quick Connect SAE J2044

(No. 6 STOR (Straight Thread O-Ring) if Quick Connect Removed)

Dosing Cabinet DEF Inlet 3/4-16” JIC

Dosing Cabinet Air Outlet to CEM No. 6 STOR (Straight Thread O-Ring)

Dosing Cabinet Air Inlet 9/16-18” JIC

Dosing Cabinet DC Power for Display 3 pin Connector

Injector DEF inlet line to CEM 3/4"-16 STOR

Injector Air inlet line to CEM 9/16”-18 JIC

C280 CEM 4x4x4 24” ANSI Class 150 Modified – ½” thickness



C280 Mixing Tube 4x4x4 18” ANSI Class 150 Modified – ½” thickness



Z-Flow & U-Flow 6-Brick 12” ANSI Class 150 Modified – ½” thickness




Table 24: Mechanical Connection Summary




3. Electrical Requirements

3.1 Overall System Considerations

The electrical requirements differ between the two main system variations detailed in 1.6. Figure 65 and Figure 66 show the overall system connections between the two system variations. The only difference is the wiring to the engine. For First Fit systems, there is a connector on the engine harness for connecting to the aftertreatment system. For Retrofit systems, the wiring must be made at the Control Panel.

Figure 65: Overall system connection diagram for first fit systems.




Figure 66: Overall system connection diagram for retrofit systems.

3.2 Wiring Diagrams, Connectors and Pinouts

Wiring Diagrams

There are four main variations in wiring diagrams depending on:

• First fit or retrofit aftertreatment: First fit engines have a connection on the engine harness which is used for all aftertreatment connections while retrofit engines do not have this connection so all aftertreatment connections must be made at the control panel.

• Customer-supplier or panel-supplied power: Cat control panels provide a dedicated circuit breaker and keyswitch circuit for the aftertreatment which can be used. However, in some installations it may be preferred to use customer supplied power and keyswitch circuits.

Diagrams covering these four possible scenarios are shown below.




Figure 67: First fit, customer-supplied power.




Figure 68: First fit, panel-supplied power.




Figure 69: Retrofit, customer-supplied power.




Figure 70: Retrofit, panel-supplied power.




Connectors

First fit engines provide a connector for all aftertreatment connections on the engine. These connectors are shown in Figure 71 and Figure 72. All other connections are located on the terminal strips in the junction boxes and control boxes.

Figure 71: C18, C32, and 3500 aftertreatment connectors on engine.

Figure 72: C280 aftertreatment connectors on engine.

Retrofit engines do not have these engine connectors for the aftertreatment and the aftertreatment wiring connections can be made directly into connector C1 at the bottom of the panel using 8T-8730 sockets. This is shown in Figure 73.

Figure 73: Retrofit aftertreatment connections are made on the C1 connector on panel.




Pinouts

This section provides wiring information for each of the junction boxes. The pinouts are color-coded by destination and type for easy reference. The legend for this color coding is shown in Table 25.

Destination Description

Customer Supplied + VDC

SCR Terminal Box 0 VDC

Engine Connector Signal

Communications

Table 25: Pinout legend

Engine Connector – First Fit

Connector Pin ID Description Color Size Dosing Cabinet Terminal

B 945 CDL - BN 18 9

C 944 CDL + OR 18 8

J R976 Local CAN - GN 18 17

K R970 Local CAN + YL 18 16

P 101 System Power 24V RD 14 1

Q A250 System Power 0V BK 14 10

R 101 System Power 24V RD 14 2

S A250 System Power 0V BK 14 11

X 105 Keyswitch BR 18 5

Table 26: C18, C32, and 3500 first fit engine connector.

Connector Pin ID Description Color Size Dosing Cabinet Terminal

B 945 CDL - BN 18 9

C 944 CDL + OR 18 8

J R976 Local CAN - GN 18 17

K R970 Local CAN + YL 18 16

Q A250 System Power 0V BK 14 10

T 101 System Power 24V RD 14 1

V 101 System Power 24V RD 14 2

W A250 System Power 0V BK 14 11

X 105 Keyswitch BR 18 5

Table 27: C280 first fit engine connector.

Panel Connector – Retrofit

Control Panel ID Description Color Size Dosing Cabinet Terminal

C1:12 105 Keyswitch BR 18 5




C1:17 K900 Global CAN + YL 18 12

C1:18 K990 Global CAN - GN 18 13

C1:50 101 System Power 24V RD 14 1

C1:51 101 System Power 24V RD 14 2

C1:52 A250 System Power 0V BK 14 10

C1:53 A250 System Power 0V BK 14 11

Table 28: Retrofit panel connector.

Dosing Cabinet Terminal Box – First Fit

Terminal ID Description Color Size Destination

1 101 System Power 24V RD 14 Engine Connector pin P (C32), pin T (3500-C280)

2 101 System Power 24V RD 14 Engine Connector pin R (C32), pin V (3500-C280)

3 103 DEF Heater Relay 24V Not used


5 105 Keyswitch BR 18 Engine Connector pin X



8 944 CDL + OR 18 Engine Connector pin B

9 945 CDL - BN 18 Engine Connector pin C

10 A250 System Power 0V BK 14 Engine Connector pin Q

11 A250 System Power 0V BK 14 Engine Connector pin S (C32), pin W (3500-C280)

12 K900 Global CAN + Not used

13 K990 Global CAN - Not used

14 L838 DEF Heater Relay 24V Not used

15 P830 DEF Heater Relay 0V Not used

16 R970 Local CAN + YL 18 Engine Connector pin K

17 R976 Local CAN - GN 18 Engine Connector pin J

18 Y719 DEF Transfer Pump Switch

Not used

19 410 Ship's DEF Tank Hi Switch

WH 18 DEF Tank Hi Switch

20 A487 Ship's DEF Tank Lo Switch

PU 18 DEF Tank Lo Switch

21 H857 Local DEF Tank Level Sensor

Not used

22 K811 Local DEF Tank Temp Sensor

Not used

23 K839 DEF Heater Relay 24V Not used

24 L838 DEF Line Heater 0V Not used

25 P830 DEF Line Heater 24V Not used




26 T791 DEF Heater Relay 0V Not used

27 Y719 DEF Transfer Pump Switch

BU 18 DEF Pump Relay Coil -

28 Y947 Analog Sensor Return Not used

29 997 5V Analog Sensor Power OR 18 SCR Terminal Box terminal 1


31 J807 Dout Return BK 18 SCR Terminal Box terminal 3


33 J890 SCR Inlet Gas Temp BU 18 SCR Terminal Box terminal 5

34 J891 SCR Outlet Gas Temp GN 18 SCR Terminal Box terminal 6

35 K895 Aft #1 Module ID BU 18 SCR Terminal Box terminal 7


37 L920 Intake NOx Sensor 24V BR 18 SCR Terminal Box terminal 8

38 L921 Outlet NOx Sensor 24V YL 18 SCR Terminal Box terminal 9


40 P938 SCR Abs Pressure WH 18 SCR Terminal Box terminal 10

41 R970 Local CAN + YL 18 SCR Terminal Box terminal 11

42 R976 Local CAN - GN 18 SCR Terminal Box terminal 12

43 T993 Analog Sensor Return BR 18 SCR Terminal Box terminal 13


Table 29: First fit Dosing Cabinet Terminal Box

Dosing Cabinet Terminal Box – Retrofit

Terminal ID Description Color Size Destination

1 101 System Power 24V RD 14 Control Panel C1:50

2 101 System Power 24V RD 14 Control Panel C1:51



5 105 Keyswitch BR 18 Control Panel C1:12



8 944 CDL + Not Used

9 945 CDL - Not Used

10 A250 System Power 0V BK 14 Control Panel C1:52

11 A250 System Power 0V BK 14 Control Panel C1:53

12 K900 Global CAN + YL 18 Control Panel C1:17

13 K990 Global CAN - GN 18 Control Panel C1:18

14 L838 DEF Heater Relay 24V Not used

15 P830 DEF Heater Relay 0V Not used

16 R970 Local CAN + Not used

17 R976 Local CAN - Not used

18 Y719 DEF Transfer Pump Switch Not used

19 410 Ship's DEF Tank Hi Switch WH 18 DEF Tank Hi Switch

20 A487 Ship's DEF Tank Lo Switch PU 18 DEF Tank Lo Switch




21 H857 Local DEF Tank Level Sensor

Not used

22 K811 Local DEF Tank Temp Sensor

Not used

23 K839 DEF Heater Relay 24V Not used



26 T791 DEF Heater Relay 0V Not used

27 Y719 DEF Transfer Pump Switch BU 18 DEF Pump Relay Coil -

28 Y947 Analog Sensor Return Not used





33 J890 SCR Inlet Gas Temp BU 18 SCR Terminal Box terminal 5

34 J891 SCR Outlet Gas Temp GN 18 SCR Terminal Box terminal 6

35 K895 Aft #1 Module ID BU 18 SCR Terminal Box terminal 7


37 L920 Intake NOx Sensor 24V BR 18 SCR Terminal Box terminal 8

38 L921 Outlet NOx Sensor 24V YL 18 SCR Terminal Box terminal 9


40 P938 SCR Abs Pressure WH 18 SCR Terminal Box terminal 10

41 R970 Local CAN + YL 18 SCR Terminal Box terminal 11

42 R976 Local CAN - GN 18 SCR Terminal Box terminal 12



Table 30: Retrofit Dosing Cabinet Terminal Box.

CEM Terminal Box – First Fit and Retrofit

CEM Terminal ID Description Color Size Dosing Cabinet Terminal

1 997 5V Analog Sensor Power OR 18 29

2 997 5V Analog Sensor Power OR 18 30

3 J807 Dout Return BK 18 31

4 J807 Dout Return BK 18 32

5 J890 SCR Inlet Gas Temp BU 18 33

6 J891 SCR Outlet Gas Temp GN 18 34

7 K895 Aft #1 Module ID BU 18 35

8 L920 Intake NOx Sensor 24V BR 18 37

9 L921 Outlet NOx Sensor 24V YL 18 38

10 P938 SCR Abs Pressure WH 18 40

11 R970 Local CAN + YL 18 41

12 R976 Local CAN - GN 18 42

13 T993 Analog Sensor Return BR 18 43

14 T993 Analog Sensor Return BR 18 44

Table 31: First Fit and Retrofit CEM Terminal Box




3.3 CDL and J1939 Control Wiring

CDL (First Fit Only)

Use twisted pair wires to connect the CDL wiring between the Dosing Cabinet Terminal Box and the Engine Connector as shown in Figure 74. First Fit systems transmit aftertreatment parameters over CDL to the engine ECM, which re-broadcasts them over the J1939 Global Data Link to the Control Panel and Remote Displays. This CDL connection cannot be used on retrofit systems.

Figure 74: CDL connection on first fit systems.

J1939

J1939 Architecture

The J1939 communication bus length must not exceed 40 meters with a max drop to each device of 1 meter. The bus is terminated at each end by 120 ohm resistors.

Figure 75: J1939 Architecture limits

If the vessel does not allow for the standard 40 meter bus, two separate busses can be connection using a J1939 repeater (available on the internet).

120 ΩResistor

120 ΩResistor

1 meter max

Device

Device Device

40 meters max




Figure 76: J1939 Repeater

First Fit Systems

Use approved J1939 cable to wire between the Dosing Cabinet Terminal Box and the SCR Terminal Box as shown in Figure 77. When using a Cat control panel, Cat engine and Cat aftertreatment system, there will be one (1) excess terminating resistor on CAN B Local (SCR) once the components are connected. The terminating resistor next to the engine ECM must be removed as shown in Figure 78.

Figure 77: J1939 connection on first fit systems.

120 ΩResistor

120 ΩResistor

1 meter max

Device

Device Device

40 meters max

J1939 Repeater

1 meter max

120 ΩResistor

120 ΩResistor

1 meter max

Device

Device Device

40 meters max

1 meter max




Figure 78: J1939 diagram for first fit systems showing removed terminating resistor.

Retrofit Systems

Use approved J1939 cable to wire between the Dosing Cabinet Terminal Box and the SCR Terminal Box as shown in

Figure 79. When using a Cat control panel, Cat engine and Cat aftertreatment system, there will be three (3) excess terminating resistors on CAN A Global once the components are connected. Remove one (1) terminating resistor from the Control Panel and the two (2) from the lower portion of the Dosing Cabinet as shown in Figure 80.

Figure 79: J1939 connection on retrofit systems.




Figure 80: J1939 diagram for retrofit systems showing removed terminating resistors.

J1939 Bus Parameters

Parameter Name PGN SPN First Fit 3516E Retrofit

Aftertreatment 1 SCR System State 61475 4332 Y Y

Aftertreatment 1 SCR Intake Temp 64830 4360 Y Y

Aftertreatment 1 SCR Outlet Temp 64830 4363 Y Y

Aftertreatment 1 SCR Intake Pressure 64831 6586 Y Y

Aftertreatment 1 Supply Air Pressure 64927 3485 Y Y

Aftertreatment 1 DEF Doser Pressure 64590 6875 Y Y

Aftertreatment 1 DEF Quick Thaw Temp 64829 4368 Y Y

Aftertreatment 1 DEF Doser 1 Temp 64833 4337 Y N

Aftertreatment 1 DEF Quick Thaw Tank Volume 64829 4367 Y Y

Aftertreatment 1 SCR Dosing Air Assist Valve 64833 4336 Y Y

Aftertreatment 1 DEF Dosing Unit 1 Diverter Valve 64828 4376 Y Y

Aftertreatment 1 DEF Tank Fill Valve Command 64828 5434 Y Y

Aftertreatment 1 DEF Pump Drive Percentage 64828 4375 Y Y

Aftertreatment 1 Total DEF Used 64701 5963 Y Y

Aftertreatment 1 SCR System Hydrocarbon 64514 7934 Y Y

Aftertreatment System Enable Status 33024 7851 Y Y

Aftertreatment System Enable Command 34048 8148 Y Y

Total Aftertreatment Operating Hour 64585 8629 N Y

Aftertreatment DEF Dosing Mode Command 64561 9175 Y N




Aftertreatment DEF Dosing Mode Status 64980 9176 Y N

Aftertreatment 2 SCR Intake Temp 64824 4413 Y (C280 only) N

Aftertreatment 2 SCR Outlet Temp 64824 4415 Y (C280 only) N

Aftertreatment 2 SCR Intake Pressure 64825 6587 Y (C280 only) N

Aftertreatment 2 Supply Air Pressure 64926 3499 Y (C280 only) N

Aftertreatment 2 DEF Doser Pressure 64589 6876 Y (C280 only) N

Aftertreatment 2 DEF Quick Thaw Temp 64820 4434 Y (C280 only) N

Aftertreatment 2 DEF Doser 1 Temp 64827 4390 Y (C280 only) N

Aftertreatment 2 DEF Quick Thaw Tank Volume 64820 4433 Y (C280 only) N

DEF Quality Malfunction Time ++ 64599 6818 Y N

Aftertreatment 1 SCR Intake High Temp Time++ 64487 8327 Y N

DEF Tank1 Empty Time++ 64599 6817 Y N

Engine speed 61444 190 Y Y

Boost Pressure 65270 102 Y Y

Boost Temp (IMT) 65270 105 Y Y

Fuel Rate 64737 1600 Y Y

Barometric Pressure 65269 108 Y Y

J1939 Diagnostics

In addition to the parameters listed above, the following SPNs can be transmitted as diagnostic messages (DM1).

Parameter Name SPN

Number of ECU Resets 152

Battery Potential / Power Input #1 168

Ambient Air Temperature 171

Engine Exhaust Gas Temperature 173

Calibration Memory 630

Calibration Module 631

J1939 Network #1 639

Heater Circuit #1 854

J1939 Network #2 1231

Aftertreatment #1 DEF Tank Volume #1 1761

Engine Exhaust Manifold Bank #1 Temperature #1 2434

Aftertreatment #1 Intake NOx 3216

Aftertreatment #1 Intake O2 3217

Aftertreatment #1 Outlet NOx 3226

Aftertreatment #1 Outlet O2 3227

Aftertreatment #2 Outlet NOx 3265

Aftertreatment #2 Outlet %O2 3266

Aftertreatment #1 DEF Controller 3360

Aftertreatment #1 DEF Dosing Unit Input Lines 3362

Sensor Supply Voltage 1 3509

Sensor Supply Voltage 2 3510




Aftertreatment #1 DEF Concentration 3516

Aftertreatment #1 SCR Dosing Air Assist Absolute Pressure 4335

Aftertreatment #1 DEF Line Heater #3 4356

Aftertreatment #1 DEF Line Heater #4 4357

Aftertreatment #1 SCR Catalyst Conversion Efficiency 4364

Aftertreatment #1 DEF Quick Thaw Heater 4372

Aftertreatment #1 DEF Line Heater Relay 5491

Aftertreatment #1 Identification 5576

Aftertreatment #1 DEF Pump Heater 5706

Aftertreatment #1 Intake Gas Sensor Power Supply 5758

Aftertreatment #1 Outlet Gas Sensor Power Supply 5759

Aftertreatment #2 Outlet Gas Sensor Power Supply 5761

Aftertreatment #1 SCR Intake Absolute Pressure 6797

ECU Interface Mismatch 6806

Aftertreatment #1 DEF Line Heater Relay #2 7069

Aftertreatment #1 Inconsistent Configuration Detected 7105

Aftertreatment #1 DEF Pump 7107

Aftertreatment #1 DEF Pump Power Relay 7416

Aftertreatment #1 DEF Control Module Circuit Breaker 7417

Aftertreatment #1 SCR System Sulfation Level 7504

3.4 24V Power Supply

Customer Supplied

A 24VDC power supply is required for the aftertreatment system. A 20-amp circuit breaker is recommended for proper operation of the system. A Keyswitch is recommended, the same Keyswitch must be used for the engine and its aftertreatment system. If different Keyswitches are used, a mismatch in the state of the different switches can cause the aftertreatment system to be inoperable while the engine is running.

Figure 81: Power supply diagram with customer supplied power.




Engine or Panel Supplied

If a factory MECP, MGCP II, or IIIB panel is installed, a circuit breaker is available specifically for the Aftertreatment System. There is an aftertreatment circuit breaker in the power distribution box for the 3500E and C280.

Engine Supplied - First Fit

The 24VDC power supply is connected to the engine connector. Depending on the distance between the engine and the aftertreatment system, a 20A circuit breaker may be desired. A Keyswitch is recommended. Operation of the Keyswitch during normal operation will reset the AFT ECM faults. It will not stop DEF dosing if the engine is already running. It will not stop a purge cycle.

Figure 82: Power supply diagram with panel supplied power on first fit applications.

Panel Supplied - Retrofit

The 24VDC power supply is connected to the C1 connector on the bottom of the control panel. Depending on the distance between the engine and the aftertreatment system, a 20A circuit breaker may be desired. A Keyswitch is recommended. Operation of the Keyswitch during normal operation will reset the AFT ECM faults. It will not stop DEF dosing if the engine is already running. It will not stop a purge cycle.

Figure 83: Power supply diagram with panel supplied power on retrofit applications.




3.5 AC Power Supply

The AC power connections are inside the Dosing Cabinet. They can be accessed by removing either the top or side panel. The terminal strip is marked COM for the white neutral wire, PWR for the black live wire, and GND for the green ground wire. The AC connection can be anywhere between 100 and 240 volts AC, at 50 or 60 Hertz.

Figure 84: Dosing Cabinet AC power requirements

Figure 85: Dosing Cabinet AC power requirements.

NOTE: If using a GFI outlet make sure it meets all the requirements and it is not tied with any other circuits as the load from dosing pump could cause the GFI outlet to trip.




3.6 DEF Transfer Pump Control

The Cat supplied DEF transfer pump or a 3rd party supplied pump can be used. The control of this pump by the aftertreatment ECM is the same regardless of source. When the local tank level in the Dosing Cabinet is low, the Dosing Cabinet will send a signal on terminals 27 and 18 (0V = active) to activate the DEF Transfer Pump Relay. It will also open the local Dosing Cabinet tank’s Fill Valve. A DEF Transfer Pump Override Switch can be installed if desired as shown in Figure 86. The configuration shown in Figure 86 uses the same 24V power supply as the Dosing Cabinet. If the DEF Transfer Pump requires a different voltage, it must be wired independently as shown in Figure 87. The DEF Pump Relay will still be powered by the Dosing Cabinet 24V and controlled by the signal on terminal 27 but the DEF Transfer Pump and DEF Pump Override Switch will be connected to the independent power source.

Figure 86: DEF transfer pump control with a common power source and DEF pump override switch.

Figure 87: DEF transfer pump control with an independent power source.




A DEF pump relay should be used even if a common power supply is used and sized appropriately for the pump. An override switch is recommended in to troubleshoot and in case of relay issues.

DEF Transfer Pump Control with Multiple Dosing Cabinets

It is possible to supply more than one engine with DEF with a single DEF transfer pump. If multiple Dosing Cabinets are connected to a single transfer pump, they can all activate the pump relay in parallel – this will not damage the ECM or cause an alarm. As shown in Figure 88, either Dosing Cabinet can activate the pump relay, but only the Dosing Cabinet that needs DEF will open its local fill solenoid.

Figure 88: Example of installation with DEF transfer pump and multiple Dosing Cabinets.

NOTE: The dosing cabinets shown above are for reference only, any number and combination Cat Dosing Cabinets may be connected in parallel as shown.




3.7 Main DEF Tank Level Switches

The ship’s main DEF tank level can be monitored by the Dosing Cabinet. If the “Tank High” or “Tank Low” switches are activated and connected to our system, the Dosing Cabinet ECM will broadcast an alarm on the J1939 bus. The alarm will be displayed by the Local control panel or display. If the dosing cabinets are being used to monitor main DEF tanks levels, it is recommended that at least two Dosing Cabinets from different engines (e.g. one propulsion engine, one generator set) be connected so the main DEF tank is always monitored, even if one engine or Dosing Cabinet is powered down. Both switches must be wired to be open during normal operation. The Dosing Cabinet should be connected to the low switch’s “common” and “normally closed” terminals (during normal operation, the float will open the switch). The Dosing Cabinet should also be connected to the high switch’s “common” and “normally open” terminals (the float will close the switch when the tank is high).

Figure 89: Main DEF tank level switches

3.8 Electrical Loads

Electrical loads for various aftertreatment components are provided in Table 32.

SCR Component Electrical Load

AC Max Amp DC Max Amp

3 3.9

Table 32: Aftertreatment system electrical loads.




3.9 Temperature Limits

The electrical sensors and wires on the CEM / Missing Tube have temperature limits that must be considered during the installation. Although the CEM must be insulated, the spools are already insulated from the factory. This insulation must be inspected, but no additional insulation should be installed. The sensor boxes and wiring must be open to air flow, as seen in Figure 90, and kept below the temperatures shown in Table 33. The wiring from the sensors must also be tied so that its weight doesn’t pull on the sensors once they’re installed.

Figure 90: Sensor Box

Component Temperature Limits

Component Temp Limit (C)

Temperature Sensors 120

NOx Sensor Control Box 100

Pressure Sensor 125

NOx Sensor Wire (from Probe end to Control Box)

200

Table 33: Electrical Component Temperature Limits




Figure 91 and Figure 92 show the locations of the 5 sensors on the spools. The pressure sensor may or may not be within the sensor box.

Figure 91: U-Flow / Z-Flow Inlet Spool Sensors (with sensor control box removed)

Figure 92: U-Flow / Z-Flow Outlet Spool Sensors




4. Service and Maintenance Considerations

4.1 Cleaning

High Pressure Wash

High pressure air and/or water may be used on the CEM and Dosing cabinet for cleaning purposes. The maximum allowable pressure for each is given in Table 34. Avoid spraying water directly on electrical connectors, connections, and components. Caution should always be exercised when using high pressure fluid and it can cause fluid and/or debris to be ejected. Always wear necessary personal protective equipment when cleaning components.

Fluid Maximum Pressure

Air 205 kPa (30 psi)

Water 275 kPa (40 psi)

Table 34: Allowable pressure for high pressure wash of aftertreatment components.

Wiring harness connector seals may experience failures if impacted directly with high pressure water. It is recommended to avoid direct exposure to these seals and, where not possible, install shielding to protect the connector.

Spills & Basic Cleaning

Any spills or leaks should be cleaned up immediately by wiping them clean and rinsing the area with water. Any DEF spilled onto hot components may cause harmful vapors. Care must be taken while dispensing DEF. Do not use containers or funnels that have been used with other materials previously as this may cause contamination.

HC Mitigation & EPA Codes

Refer to Engine Specific OMMs for HC Mitigation & EPA code details: SEBU9045 – C18

M0078454 – C32 M0065584 – 3500E SEBU9211 – C280-12 SEBU9351 – C280-16




5. Startup and Commissioning

5.1 Initial Startup

Refer to LEBM0088 Aftertreatment Initial Start-Up and Commissioning Guide Refer to LEBM0047 Start Up checklist for the SCR system Refer to Engine Specific OMMs: SEBU9045 – C18

M0078454 – C32 M0065584 – 3500E SEBU9211 – C280-12 SEBU9351 – C280-16

5.2 Commissioning

Refer to LEBM0088 Aftertreatment Initial Start-Up and Commissioning Guide Refer to LEBM0025 Marine Commissioning Guide

Delegated Final Assembly (DFA)

(1) Each installer shall enter into a delegated final assembly agreement (DFA) with Caterpillar, Inc.

as required by 40 C.F.R. § 1068.261. This publication fulfills Cat’s obligation under 40 C.F.R. §

1068.261 (c) (2) to provide installation instructions to ensure the engine will be installed in its

certified configuration. Refer to LEXM0281 (Product News: DFA Checklist) and LEDM0153

(A&I Newsletter: Marine DFA for EPA Tier 4 and IMO III)).

a. All aftertreatment systems (EPA and IMO III) must be documented in the DFA web

portal.

(2) The installer is required to follow Cat Application and Installation requirements for proper Cat

CEM integration with the engine.

(3) A full sea trial, as described in the marine commissioning procedure (LEBM0025), utilizing

CAMPAR, is required on all engines equipped with an SCR system. The completed sea trial

data must be uploaded by the authorized Cat dealer in Service Interlink. The following forms

must also be completed and uploaded into Service Interlink:

a. Design and Construction Review Form (SEHS8716)

b. Start Up checklist for the Engine:

i. LEBM0038 for C7-C32 Prop

ii. LEBM0039 for 3500-C280 Prop

iii. LEBM0053 for C7-C32 Aux

iv. LEBM0057 for 3500-C280 Aux

c. Start Up checklist for the SCR system (LEBM0047)

Any deviation from these instructions resulting in improper installation or connection of the Cat SCR system may be considered an emissions-related defect requiring the shipyard or installer to report to U.S. EPA pursuant to 40 C.F.R. § 1068.261 (h). Shipyard installations are subject to audit by Cat pursuant to 40 C.F.R. § 1068.261 (d)(3), as further set forth in the delegated final assembly agreement.




Note: If the available Cat CEM option does not meet the application/installation requirements, the installer must contact his or her respective Caterpillar A&I Representative.

Cat Engine ET Configuration

Cat ET

Connect Cat ET to the engine service tool connector.

Verifying Current Software Revision

Using the Dosing Cabinet software number listed in Cat ET, open SIS and verify that this is still the latest software part number. (If an update is made later, all parameters that have been configured will remain configured after the software update.)

Enabling Aftertreatment System

If it is not already enabled, change the Aftertreatment System Enable Status to Enabled.




Labeling Dosing Cabinet Disconnect Switches

It is recommended to label the Dosing Cabinet power disconnect switches with a warning:

Warning: Do not disconnect power to the Aftertreatment System unless the System State = “Dormant” or “Ready for Shutdown”

(System State is shown on the Local Control Panel or Display.) Parameters are saved once per hour into flash memory, disconnecting power when the system is not ready will cause data to be lost. The Dosing Cabinet must not be powered down during a Purge cycle, it will cause alarms and can lead to crystallized DEF in unpurged lines.

ECM ID and Serial Numbers

In the Dosing Cabinet ECM configuration in Cat ET, there are three ID numbers: Engine ECM S/N, Aftertreatment ID, and the Dosing Cabinet ID (Aftertreatment DEF Pump Electronics Tank Unit ID).

Program Engine ECM Serial Number

The Dosing Cabinet must be programmed with the Engine ECM Serial Number for the proper reporting in the Product Status Report.




Aftertreatment ID

Cat ET will auto-populate the field for the Aftertreatment ID based on the information it receives from the ID module mounted in the CEM electronics box.

Program Dosing Cabinet ID

The Dosing Cabinet ECM ID (Aftertreatment DEF Pump Electronics Tank Unit ID) must be programmed to match the ID of the Aftertreatment ID in the CEM connected to the Dosing Cabinet.




Program Engine Location

The Engine Location must also be configured.

Control Panel Configuration

There are three options for control panels.

Cat Panel – Aftertreatment Supported

This currently includes the LECP 2, LECP 3, MECP II, MECP IIIb, MGCP II and MGCP IIIb. (The RP410E supports aftertreatment when used with one of these panels.)

Cat Panel – Aftertreatment Not Supported

This currently includes the EMCP 4.2, DEIF, MECP I, MPD, and CMPD local control panels and the CMD helm display. Some of these displays (EMCP 4.2, DEIF, MECP I and CMD) will be updated to support Caterpillar supplied aftertreatment systems in the future but they do not currently support it. A third-party display is required to display parameters and alarms, and to control the aftertreatment system.

Cat Retrofit Aftertreatment Dosing Cabinet with Local Display

This option can be used in conjunction with either of the previous two options. The local display on the dosing cabinet will display aftertreatment parameters and alarms (which can also be monitored by other panels). It will also control the aftertreatment system (enable/disable) and the dosing mode (IMO II/III – airless systems only). In this case, the local display will be the only method of controlling the aftertreatment




system, no other device is allowed to take control. Since the control commands are continuously broadcast over J1939, a second device broadcasting contrary commands would prevent the system from operating correctly. If a Retrofit Cabinet with Local Display is installed, the local control panel must be configured to NOT broadcast control parameters. However, it can still be configured to display status parameters and alarms if desired.

Cat Panel Configuration (Aftertreatment Supported)

When using a Cat MECP/MGCP II or III panel, download the latest zip file containing factory default configurations from SIS, they contain the required configuration items to support a Cat aftertreatment system. If a manual configuration is required, follow the steps below.

Manual Configuration

Connect a laptop to the DCU as shown in the Programming Guide. You should see the screen below.

Select DCU, User Interface, Controls.




Enable Aftertreatment System Control [SPN 8148]

There are four options for Aftertreatment, they are highlighted by the red box below.

Setting “Enable Aftertreatment System Control” and “Enable Aftertreatment Operating Mode Control” to “Yes”, as shown, places the Aftertreatment System icon in the DCU Controls screen. The user can now toggle the system between Active and Inactive from the local control panel.

Local Mode Control of Aftertreatment System [SPN 8148]

If desired, a switch input can be used to control the Aftertreatment System. If this option is used, the DCU will no longer be able to control the system from the Controls menu.




Aftertreatment Modes

There are four (4) modes the aftertreatment can be put in across all airless and air assisted Marine aftertreatment systems. The appropriate configuration depends on the required emissions and the duration of time that the engine system will be outside regulated areas requiring SCR technology.

The four (4) modes are:

1. System Enabled

This mode means that the system is either actively dosing DEF or is ready to dose DEF when engine operation and exhaust conditions are met.

2. System Enabled - Reduced Dosing

This mode is available for the Airless and 3500E IMO II / III Switchable solutions.

• Airless: This mode allows for IMO II without removal of aftertreatment components. Some DEF is required to keep the injector cool and clean. Any warnings or alarms indicating low DEF should NOT be ignored.

• 3500E Switchable: This reduced dosing allows the engine to meet IMO II emissions with optimal fuel consumption.

3. System Disabled

This mode is available for IMO II / III engines and allows them to meet IMO II emissions. Since the aftertreatment components are still installed, the system will remain powered on.

• Airless: The airless system will require removal of the injector since there is no DEF being used to keep it cool during operation.

• Air Assist: The air assist system will continue to utilize air to cool the injector in this mode. (3500E and C32 EPA Tier 4 / IMO III are not intended to be run in this mode – it will be derated.)

4. System Disabled – Powered Off – Components Removed

• This mode is available for IMO II / III engines that will be operating at IMO II levels for longer durations (30 days). The system should be disabled, and powered off, with the NOx sensors and DEF injector removed. The air assist system should also have catalysts removed. This will prevent unnecessary component aging. (3500E and C32 EPA Tier 4 / IMO III are not intended to be run in this mode – it will be derated.)




Aftertreatment Modes

System Enabled System Enabled Reduced Dosing

System Disabled

System Disabled, Powered Off, Components

Removed

Time Indefinite Indefinite Short Term <30 days Long Term (Indefinite)

DCU Control

Dosing

No Dosing

Power

Airless IMO II / III

IMO III

IMO II

Reduced Dosing for Hardware Protection

IMO II

Injector Removed

IMO II

Injector & NOx Sensors Removed*

Retrofit Air Assist IMO II / III

IMO III Not Applicable IMO II

Air: On

IMO II

Air: Off

3500E Switchable Air Assist IMO II / III

IMO III

IMO II

Reduced Dosing for Optimal Fuel Efficiency

IMO II

Air: On

IMO II

Air: Off

Injector, NOx Sensors, & Catalysts Removed*

Air Assist Tier 4 / IMO III

Tier 4 / IMO III Not Applicable Engine will be

derated Engine will be

derated

*See OMM for additional component removal information

Table 35: Aftertreatment Modes




Disable Aftertreatment System Control [SPN 8148]

For the IMO II / III solutions, when aftertreatment inactive is selected, the engine is running at IMO II emissions.

For the airless solution, coolant from the engine cools the body of the DEF injector but not the tip. Instead, a small amount of DEF is sent to the injector when the exhaust is hot to cool the tip and prevent damage. In the air assisted system, cooling is done with compressed air, which remains on in this mode.

If the engine will be operating in the inactive mode for longer periods of time (30 days) or with the power off, the NOx sensors, DEF injector, and catalysts should be removed to prevent unnecessary wear on the components.

If the engine will be running while the aftertreatment system is powered off, the DEF injector and NOx sensors must be removed to prevent unnecessary wear on the components.

Enable Aftertreatment Operating Mode Control [SPN 9175]

For the 3500E IMO II / III solution Aftertreatment active with Aftertreatment Dosing Status [Reduced] selects IMO II emissions with reduced dosing.

When switching from IMO III [Standard Dosing] to IMO II [Reduced Dosing] emissions mode, the system must remain enabled if the engine is running.




Enable Aftertreatment Operating Mode Control [SPN 9175]

The below status, Aftertreatment Dosing Status [Standard], applies to both the airless and air assist systems running in IMO III.

Local Mode Control of Aftertreatment Operating Mode Control [SPN 9175]

If desired, a switch input can be used to control the Aftertreatment Dosing Status. If this option is used, the DCU will no longer be able to control the system from the Controls menu.

Graphic User Interface

The DCU in the Local Control Panel can now be configured to display the various parameters shown in section 3.3.2.1 J1939 Bus Parameters and 3.3.2.1 J1939 Diagnostics. Please see LEBM0063 Cat A&P Controls - Programming Guide for detailed instructions.




Air-Assist and C9.3

Example:

The following example shows how to activate one parameter and place it on a screen.

1. Connect to the DCU according to the instructions listed in LEBM0063.

2. Select DCU, I/O Configuration, J1939 and enter the desired SPN or signal name. For this example, we will use SPN 4360 for Aft #1 SCR Intake Temp.

3. Configure the display and alarm settings as desired and click Submit.




4. Navigate to DCU, User Interface, Pages. In this example, we are going to add a new page after page 4.

5. Once the page is inserted, click on the link under Select Page.

6. Now you can populate the slots on the new screen. The last input that was activated will be at the top of the list to make it easier to find.




7. After populating the slots, click Submit. The screen is now available on the DCU.

C18 Airless

Example:

C18 airless aftertreatment systems use two dosing cabinets connected to the same J1939 bus but using different source addresses. The standard J1939 parameters are not address-specific, so you must use the J1939 Node Signals as shown below. All other steps are the same.

1. Select DCU, I/O Configuration, J1939, Node Signals.




2. Select the Node (source address) for the first dosing cabinet (0x91, the second cabinet will use 0x92).

3. Now select the SPN and click Submit.

4. Now configure the display and alarm settings and click Submit again.

5. You will also need to assign a custom name or “J1939 Node Signal #1” will be used.




6. Repeat these steps for the second dosing cabinet. Tip: once the Node and SPN are selected for the second cabinet and the Submit button is clicked, you can copy the configuration from the previous node.

7. You can now assign a custom name for the second cabinet. If a custom name is not assigned, it will appear in the Pages list as simply J1939 Node Signal #2.

Third-party panels

Caterpillar highly recommends using Cat panels with Cat engines and aftertreatment systems, but sometimes third-party panels or displays are used. The SPNs for the J1939 status parameters and alarms are listed in Error! Reference source not found. Error! Reference source not found. and Error! Reference source not found. Error! Reference source not found.. Most are straightforward, but two SPNs must be sent to the dosing cabinets by the third-party panels. These are highlighted in yellow below. For all systems (including the non-C18 Airless systems), the SPNs can be broadcast to FF (all).

Overview

The following five SPNs are involved in controlling the dosing cabinet. Without these commands, the cabinet will report a 639-14 alarm. The two highlighted in yellow are broadcast by the DCU in Cat panels.

State Dosing Cabinet - 4332 (reporting actual state)




Enable System DCU - 8148 (command: enable/disable system) Dosing Cabinet - 7851 (reporting current status)

Dosing Mode DCU - 9175 (command: IMO II or IMO III) Dosing Cabinet - 9176 (reporting current status)

Details

The following table contains the message details for these SPNs.

SPN Source Name Purpose Details

4332 PETU Aftertreatment 1 SCR System 1 State

Actual state of SCR system

0000b = Dormant (sleep mode) 0001b = Preparing dosing readiness (wake up; prepare to operate; wait for start) 0010b = Normal dosing operation 0011b = System error pending 0100b = Purging (SCR dosing system is removing residual DEF from system prior to shutdown) 0101b = Protect mode against heat (pressure buildup) 0110b = Protect mode against cold (defreeze) 0111b = Shutoff (wait for after-run) 1000b = Diagnosis (after-run) 1001b = Service test mode, dosing allowed 1010b = Service test mode, dosing not allowed 1011b = Ok to Power Down (SCR dosing system has complete housekeeping and power may safely be removed.) 1100b = Priming (Pressure Buildup) 1101b = Reserved for future assignment by SAE 1110b = Error 1111b = Not available

7851 PETU Aftertreatment System Enable Status

Indicates that the aftertreatment system is enabled or disabled. Enabled indicates the system will dose at regular intervals.

00b = Aftertreatment System is Disabled 01b = Aftertreatment System is Enabled 10b = Error 11b = Not available Note: In some marine applications it may be desirable to enable or disable the aftertreatment system. To disable the system the user will need to get a migratory exemption from EPA 1042.915.

8148 DCU Aftertreatment System Enable Command

Request to enable Aftertreatment system.

00b = De-activate Aftertreatment System 01b = Activate Aftertreatment System 10b = Reserved 11b = Don't care/Take no Action




Note: In some marine applications it may be desirable to enable or disable the aftertreatment system. SPN 7851 indicates the status of the aftertreatment system.

9175 DCU Aftertreatment DEF Dosing Mode Command

Request the aftertreatment system to run in standard or reduced mode.

Standard indicates that the system will dose at higher capacity where the reduced mode will dose at a lower capacity. (e.g., IMO 3 to IMO 2 in Marine Applications) 000b = Standard DEF Dosing Mode 001b = Reduced DEF Dosing Mode 010b = Reserved 011b = Reserved 100b = Reserved 101b = Reserved 110b = Reserved for status error value (SPN 9176) 111b = Don't care/Take no Action

9176 PETU Aftertreatment SCR Dosing Mode Status

Indicates that the aftertreatment system is dosing in standard or reduced mode.

Standard indicates that the system will dose at maximum capacity where the reduced mode will dose at minimum capacity (e.g., IMO 3 to IMO 2 in Marine Applications). 000b = Standard SCR Dosing Mode 001b = Reduced SCR Dosing Mode 010b = Reserved 011b = Reserved 100b = Reserved 101b = Reserved 110b = Error 111b = Not Available Note: In some marine applications it may be desirable to enable a reduced aftertreatment system operating mode. SPN 9176 indicates the mode of the aftertreatment system. Reference SPN 7851 for Aftertreatment System Enable Status. SPN 7851 must indicate Aftertreatment System is Enabled for Standard or Reduced mode operation.




6. References

6.1 Links

EDDC https://enginedrawings.cat.com/

TMI https://tmiwebclassic.cat.com/tmi/servlet/TMIHomeServlet#

SISweb https://sisweb.cat.com/sisweb/servlet/cat.cis.sis.PController.CSSISMainServlet

Marine Power Net A&I Page

https://engines.cat.com/en/marine.html

DEF Reference Material

https://dealer.cat.com/en/products/standards-regulations/emissions-technology/scr-def-information.html

6.2 A&I Literature

LEBE0033 Retrofit Selective Catalytic Reduction System

LEBM0025 Marine Commissioning Procedure & Sea Trial Guide (Supersedes LEBM5081 – non current)

LEBM0038 C7-C32 Marine Prop Start Up & Commissioning Checklist

LEBM0039 3500-C280 Marine Prop Start Up & Commissioning Checklist

LEBM0040 Sea Trial & Commissioning Tables

LEBM0047 SCR Design & Construction Review Checklist

LEBM0053 C7-C32 Marine Aux Start Up & Commisioning Checklist

LEBM0057 3500-C280 Marine Aux Start Up & Commissioning Checklist

LEBM0063 Cat A&P Controls Programming Guide

LEBM0088 Marine Aftertreatment: Initial Start Up & Commissioning Guide

LEBW0019 Flushing & Cleaning of System Piping A&I Guide

LEBW4970 Exhaust Systems A&I Guide

LEEM0005 CAMPAR Tier 4 – Aftertreatment System Analysis Worksheet

LEGM0006 Marine Commissioning Procedure: Bollard Pull

6.3 A&I Newsletters

LEDM0131 A&I Newsletter: Sea Trial Sensor Location 900 Numbers Used for CAMPAR Analysis

LEDM0153 A&I Newsletter: Marine DFA for EPA Tier 4 and IMO III

6.4 Product News

LEBE0033 Retrofit Selective Catalytic Reduction System

LEXM0139 Product News: Includes IMO II/III Certificate Order Process

LEXM0267 Product News: C32 & 3500C IMO II/III Solutions – Open Order Board of SCR Pricelists

LEXM0281 Product News: DFA Checklist

https://enginedrawings.cat.com/

https://tmiwebclassic.cat.com/tmi/servlet/TMIHomeServlet

https://sisweb.cat.com/sisweb/servlet/cat.cis.sis.PController.CSSISMainServlet

https://engines.cat.com/en/marine.html






LEXM0361 Product News: 3516E IMO II / III Marine Engines available in Pricelist

6.5 SISWeb Documents

M0065584 3500E Operation and Maintenance Manual

M0065590 3500E System Operation Testing and Adjusting

M0065598 3500E Troubleshooting

M0075247 3500E Assembly / Disassembly

M0078454 C32 Marine Propulsion Engines Operation and Maintenance Manual

M0080116 Marine SCR Retrofit Aftertreatment Operation and Maintenance Manual

M0083759 C32 Marine Auxiliary Engines Operation and Maintenance Manual

M0089817 Transfer Pump Manual

M0097672 3500E IMO II/III Switchable Operation and Maintenance Manual

REHS8151 NOx Sensors Handling & Installation Procedures

REHS8652 Initial Filling of the Dosing Cabinet Tank with Diesel Exhaust Fluid

REHS9756 Installation & Troubleshooting Procedure for Product Link PLE601 as an EPA Datalogger on Marine Systems

SEBU6251 Cat Commercial Diesel Engine Fluids Recommendations

SEBU7003 Cat 3600 and C280 Series Diesel Engine Fluids Recommendations

SEBU9045 C18 Marine Engine Operation and Maintenance Manual

SEBU9221 C280-12 Operation and Maintenance Manual

SEBU9351 C280-16 Operation and Maintenance Manual

SEHS8716 Design & Construction Review Form

UENR0127 Disassembly & Assembly, C280-12 & 16 Tier 4 Marine Engine

UENR4742 SCR System Electrical Schematic

UENR6963 Marine Engine Electrical Schematic (3512E)

UENR6964 Marine Engine Electrical Schematic (3516E)

UENR8335 DEF Transfer Pump Electrical System

6.6 Miscellaneous

PELJ1160 Publication: Availability of DEF for SCR Equipped Engines




©2019 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, LET’S DO THE WORK, their respective logos, "Caterpillar Yellow", the "Power Edge" and Cat “Modern Hex” trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

LEBM0023-06