Meridian’s engine room is a
mechanics dream with bright lighting, great access to all
components including work bench.
She has two Volvo-Penta
TAMD120BCC 6-cylinder, four-stroke, direct injection marine
diesel engines. An exhaust driven turbo-compressor with fresh
water cooled turbine housing and sea water cooled aftercooler.
For safety reasons, each engine has its own seawater
circulation with appropriate lines and valves. The engine is
equipped with intake air pre-heating. The exhaust system has a
fresh water cooled exhaust manifold and dry silencers. Each
engine has a crankshaft output of 340 hp, set for continuous
performance in heavy-duty operation. The displacement volume is
12 liters. Cylinder block and cylinder heads consist of a
special cast iron alloy, separate cylinder heads with steel
seals, replaceable wet-type cylinder liners, pistons made of
light alloy with oil cooling and cast iron ring carriers.
Standard for this installation are double fuel filters (can be
replaced while the engine is running), double full flow lube
oil filters of spin-on type (can be replaced while the engine
is running) and double air filters, an airtight electrical
junction box with terminal boards, auxiliary relays, charge
regulators, fuses and overrev sensor.
The engines are equipped
with a two-pole 24VDC electrical system with insulation
monitoring in accordance with the requirements of the
classification societies. Wiring is done via connectors to
warning light panels and the ship's alarm system. There are
four instrument panels for each engine, three of them in the
pilothouse and one in the engine room. One of the control
panels in the pilothouse contains a rev-counter, coolant
temperature gauge, oil pressure gauge, voltmeter, key switch,
start and stop button and a brightness control for the
instrument panel. The other panel contains cooling water
pressure gauges for the seawater and fresh water systems, oil
pressure gauges for the gearbox, manometers for turbo
compressor, hour meter and an exhaust gas temperature gauge.
The warning light panel for each engine triggers visual and
audible alarms for engine temperature, engine oil pressure,
transmission oil pressure, alternator faults, low battery,
blown fuses and engine overrev. It has an alarm test and an
alarm stop contact. The instrument panel for the engine room is
the same as the one described here first.
Each engine has a CAV
28V/60A alternator, a seawater-cooled oil cooler and a
freshwater filter. The starboard engine has a manually
disengageable TwinDisc power take-off for the hydraulic crane,
anchor winch and capstan. Another auxiliary drive is used for
the rudder and variable-pitch propeller hydraulics via a drive
belt (power belt) and double V-belts. The port engine has a
manually disengageable TwinDisc power take-off for the fire
pump/bilge pump and two further power take-offs, for the
hydraulics of the steering system and the controllable pitch
propeller (as on the starboard engine) and a power take-off via
gears for a bilge pump. Morse heavy duty operation with
separate lever to control the engine speed in neutral position.
Both engines have a fresh water preheating system with a heat
exchanger for each engine fed by the ship's Viessmann central
heating system. Conversely, it is possible to heat the ship
while the engines are running.
A Masson RSY200 double
gearbox with a reduction ratio of 5:1 is installed. Ideal when
high continuous performance is required with both engines and
on the other hand it enables extremely economical driving with
just one machine. The built-in “Take Me Home” device allows for
mechanical intervention if a fault occurs in the hydraulic
system. The gearbox has two seawater-cooled oil coolers. It
transmits the output power to the hydraulic „Berg Propulsion“
controllable pitch propeller system. The CPP system essentially
consists of the hydraulic pitch control box, the shaft with a
shifting rod and the propeller with its three movable blades.
The propeller has a diameter of 1.54 meters and a weights
approx. 350 kg. The pitch setting of the propeller takes place
via two Morse control levers, one on each side of the
pilothouse, via a valve to a rotating hydraulic cylinder inside
the control box. There are three external hydraulic pumps, one
connected to each engine and the other coupled to a three-phase
380V motor. The capacity of the hydraulic oil tank is approx.
40 liters. A propeller pitch indicator is installed in the
wheelhouse.
Below the engines and
gearbox is a collection pan that keeps dripping oil and water
away from the bilges and makes any leaks clearly visible. A
central hand pump is installed to empty the collecting pans
into the used-oil tank. The entire drive train is specially
designed for workboats in heavy-duty operation.
V. 1.6