LIST OF FINISHED DRAWING sé ke A RR ENGINE TYPE | eee 6UEC52LA ENGINE OUTPUT emt 6,620 kW ENGINE NO. IN 52315 SHIP NO ah a : 789 ORDERER MITSUBISHI HEAVY INDUSTRIES, LTD. Br . KOBE SHIPYARD OWNER ik aK SHIPYARD . THE HAKODATE DOCK CO., LTD. 58 i) AKASAKA DIESELS LIMITED. TECHNICAL DEPARTMENT APPROVED | _CHECKD A hua March 11th _ 2003 BOOK NO 233 017 582 — 3 4 sheetsVolume — 2/2 ENGINE TIPE BABE H A ENGINE NO. Colas 6UEC52LA 52315, NAME OF DRAWING ae 4 & Instruction manual of main engine AR—= 8 VE F 4 — CAR BAR RS Continuous operation of UE-LA diesel engine reduce power ABLE UL Ft I OMIT OC Mlustration , code book FR —=% UE FWA 1 IARL Yay Toy 36604M Instruction manual of governor PGA-58 PGA58 HANI 36684L Booster servomotor THARP PRED 36680D Preload buffer spring ANIA VO-BNY 7 7-AFULA NABCO PN-1U ( TSH58311-01) MIE remote control system SE HED RELIST ENGINE TYPE Be OB We at ENGINE OUTPUT HEBD ENGINE NO. JAB SHIP NO at ORDERER Tk x # OWNER eae SHIPYARD. 38 AD BT 4 sheets OF _ FINISHED DRAWING ce ROO GR 6UEC52LA 6,620 kW 52315 789 MITSUBISHI HEAVY INDUSTRIES, LTD. KOBE SHIPYARD THE HAKODATE DOCK CO., LTD. AKASAKA DIES TECHNICAL DEPARTMENT APPROVED | CHECKD | _DRAWN Wedel March 11th 2003 BOOK NO 233 017 582 — 3Volume ——1/2 ENGINE NO. aa DRAWING NAME OF DRAWING No. Me ff a ® 9 ' 233 019 139-4 Specification of the engine Bleed Records of shop test inspection ( with torque factor chart) TERRE (hI 77 IV N-TESB) 3 | N36-53H-0227 Instruction book for exh. gas turbocharger type MET53SD RAAT — EO IS 4 | N36-53M-0261 List of spare parts for exhaust gas turbocharger type MET53SD. BEAY — CD RR METS3SD ihe BS 5 | N36-53M-0099 List of tools for exhaust gas turbocharger , MET53SD BRAY —E Vise METS3SD BAAR 6 | 2002~309 Inspection report of exhaust gas turbocharger type MET 53SD HSH AS — Ei RRR Service manual, TLDCN type cylinder lubricator TLDON LY TEASE EE. WOR BLA 001 635 416 000 Non-flow switch for cyl. Oil lubricator VY PEMER I POAT VF 077 683 001 310 (AC440V 2.2kW ) Starter of M/E turning motor ERY FEY ARNE Cyclo-drive maintenance manual for M/E turning gear Of TORR RRA Instruction manual for FB type brake motor FBT bE b VRB TBMS3023 Auxiliary blower inspection report MON 77 Bee BAe Instruction manual of auxiliary blower iB) 7 Or 7 RR 077 682 019 401 (AC440V 30kW) Auxiliary blower starter ME) OD Ree 232 432 108 001 Fuel oil pressure control valve PRO AIEDMMRS (50A) 233 000 027 000 Longitudinal assembly (cam side ) Se eB (HLA) 233 000 028 000 Longitudinal assembly (exh. side) SME (HRM) 233 001 007 000 Transverse section See Raia233 111 126 000 Arrangement of holding down bolts SHUN ERE 238 750 020 000 238 750 021 000 Holding down bolts assembly HEMEL has 233 400 041 000 Piping arrangement SE SEC 52LA-M030 Main engine piping diagrams DIL 233 609 300 000 Arrangement of electric parts MASA $4103-0406-4RO Kawasaki-GEA air cooler , instruction manual MN GEA BSR Aes HR 008 157 102 000 Pneumatic pump for air cooler cleaning (HSP-1A) RUE ALS RY Instruction sheet for turbo air pump, model PAT1102N LIN YPBI-KEIRY FRR (AEB ) 003 821 141 000 Exhaust valve grinding machine (KUSANAGI : VG-52H TYPE.) > instruction manual 077 635 000 000 HRA OAIR(G DTM KVG-S2H FE ) - Wk Magnet type float switch WU RY bE AT oF (FO BUNT) 077 660 381 Remote control parts Wea ae (NUNOTAND) Engine telegraph YOVFVIFTAKASAKA-MITSUBISHI UE DIESEL ENGINE 6UEC52LA INSTRUCTION MANUAL (WITHOUT TURBOCHARGER) TY oY MAR 3 1: 2003 AKASAKA DIESELS LIMITED exis” OPERATING - INSTRUCTIONSAKASAKA-MITSUBISHI UE. DIESEL ENGINE GUEC52LA (HYDRAULICALLY DRIVEN EXHAUST VALVE) INSTRUCTION BOOK . (OPERATION MANUAL) © AKASAKA DIESELS LIMITEDOperation Manual Contents Group-item General Introduction . seeeeeeeees OO1-O1 se eeeeeeseeeees 002-01 003-01 Cross section Rotating direction, cylinder No., bearing No. Engine specification .....ssseseeeeeeeees setees 004-01 Engine operation range .-........0++ seeeeee : 005-01 Method of find engine output .....6.eseeeeeee eee teeeereres 006-01 Engine adjustment ... + 007-01 008-01 Indicator diagram ...... Engine operation se teeee eee 021-01 Standard of pressure and temperature .......... Limited values for operation .......s.eseceeeeeseeeueseees 022-01 Inspection and preparation for starting 023-01 Starting . 024-01 Procedure for increasing speed 025-01 Change over fuel oil From diesel oil to heavy fuel of] 026-01 From heavy fuel of] to diesel ofl 026-02 Removal of scavenging air drain ..... seteceeeeeen ee 027-01 Preparation for entering port and low speed operation 028-01 Stopping and reversing 029-01 Overload operation ......- 030-01 Cutting-off of cylinders Cut-off fuel injection pump .....eeeereeeee peseseeees 031-01 Removing the damaged moving parts 031-02 Cutting-off of turbocharger + 032-01 Cutting-off of auxiliary, blower 033-01 se eeeeee 034-01 Low speed operation ...-.--+ setae tent nen essen ennes Fuel oil Fuel ofl properties . 041-01 Handling of fuel ofl. : 042-01 Viscosity ~ Temperature diagram of {uel ofl ... 043-01 043-02 Specific gravity - Temperature diagram of fuel.ol} Specific gravity - Lower calorific value diagram of fuel oflLubricating of] Kinds of lubricating of} system lubricating of1 Cylinder lubricating of1 Standard for selection ......+ bee vep sees een eeeeees wee Procedure for Lubrication ...eeeseeeeeeeeeeeeeees sees Adjusting diagram of cylinder lubricating ofl .....++- Procedure for fuel injection pump lubrication .......+4+ . Cooling fresh water Criteria for cooling Fresh water .....-2.seeeeeeeee ere reee Anti-corrosive agent Control of cooling water Engine trouble Impossible of starting Impossible of reversing Abnormal explosion on starting Knocking in engine Drop of engine speed Sudden, stoppage of engine Troubles of cooling water system -..sss--eeeeeeereee eens Troubles of lubricating ofl system ...---.--eeeeeeeeeeeeee Rise in exhaust gas temperature Surging in turbocharger Damages to exhaust valve -.-- Fire in scavenging air chamber Abnormality of exhaust valve timing . Engine body and static parts Main bearing «+ . Thrust bearing Tie rod ....++ dese eeeeeenaeetere Piston rod stuffing box -+eseeeeee Group-item 051-01 052-01 053-01 053-02 053-03 055-01 061-01 062-01 063-01 071-01 072-01 073-01 074-01 075-01 076-01 077-01 078-01 079-01 080-01 081-01 082-01 083-01 114-01 116-01 124-01 133-01Group-item ++ -134-02- wedeteesseeeeeess TAL-O2 cylinder liner 2...060eee0- Cylinder cover -......eeeepeee eee Fuél injection valve Fuel. injection valve. ose... s ee cieeeeee eee eee eres 142-01 Exhaust valve .. 143-01 Starting air valve sesecsecissecsecessseeeececeeeeerensenee 144-02 ss 145-01 Cylinder safety Valve s.eeeesieepeeeeeeeeeeeeenepeeees Indicator valve ..ssessccegebes teense eeeeeeteeeeteeeneee ens LA6-0L ++ 162-01 164-01 Air. cooler’......4- Scavenging air valve ... Crank shaft and moving parts Crank shaft sebeeees 21-01 seteeeeeees 235-01 sereees 245-01- seve 246-01 Connecting rod and crossheat Piston and piston rod .... tteteeeeeees 255-01 Piston cooling system .... Camshaft and camshaft: bearing ...... Camshaft driving gear .....ecseceeseceeceeeecneeeesseeeeees 256-01 Exhaust valve driving gear. (Lower) ...s.s-seesesseeeeee sees 263-01 Camshaft shifting gear ‘ 271-01 282-01 Lubricator driving gear Fuel injection pump, governor arid control system e ceeeeeeeeeeeeereees 0-01, Fuel injection pump .-.-e.eseeeeee ee . Fuel injection pump driving gear ....--+-- beeeeeeeeeseeees 313-01! Starting air control valve: s..:...ceeeeseeeeeeeeeteeeeeees 323-01 Turning gears... ...eeeee ee! 331-01 341-01 . Tachometer and governor driving gear .....sssseeeteeeee eee weastseeegees 42-01 Governor ...peeeeee 350-01 Operation from engine side ..- ft 52LA 4f Fuel adjusting link device General ........--+ fetes etree eee Link device .. 2.0.2 2..eeeeee eee et ee tees eee Procedure for link device adjustment ......ssseeseeeee Turbocharger Turbocharger ... Turbocharger lubricating oi) pipe Pipe systems and fittings Scavenging air and exhaust gas system ......-....+-+ Cooling fresh water pipe ....eeseeeeeeeeeeec sete tere ee tes system lubricating oil pipe .....0+.eeeseeeeeeeeeee eres tees cylinder lubricating oil pipé Cylinder lubricating ofl pipe ....sessseeee scene eee eee cylinder lubricating oil stud ..... eee eeeeeeeee Rocker arm, exhaust valve and fuel injection pump lubricating oil pipe ...... tenes we teeeeeeeeee Fuel Oi] pipe ...seeeeeeeeceeeeeeeee Starting air pipe .-.-.+-....eeeee eee ees Automatic starting air stop valve .... eee teens Auxiliary blower Auxiliary blower ...6eeeceeeeeeeeeneeee 52LA - Group-itemIntroduction This booklet is Volume I (Operation and Construction) of the Instruction Book for handling of Akasaka-Mitsubishi UE Disel Engin UEC-LA Type describing important instruction for operation and engine construction. Please refer to Volume II (Maintenance) for maintenance and inspection. And about turbocharger, please refer to the Turbocharger Instruction Book. ALL people handling this engine are requested to grasp sufficiently the engine characteristics for no error in engine handling. The republication of this instruction book by reproduction or extraction vis prohibited.Ae ATT ao, TEE) ) S2LAUEC-L BRAA, Rotating Direction, Cylinder No., Bearing No. LUYTHS, BRED GROUP 003 ITEM (91 (| SSS Set cylinder No. Oat 7. 7788 @/@|@/O]® Thrust bearing Crank-pin bearing AFAb OE RAT BOS 1 Main bearing EMS Driving end | 2 A Free end ih Debs i TT Exhaust side cam side am A 4 © Direction Besa CA 52LAEngine Specification NO. of cylinders yyy em Bore vryuvrF ek Stroke 8 Max. cont. rating iit ve A tH 7 Cont. service rating A 85% Engine speed i eM A a Be 130 ‘Max. combustion press wh 38 VE 12.76 | Direction of rotation Aes Glock wise ( On ahead running ) viewing from Driving end aT nue) HirNaNBON 9 FL Cooling MIR Starting ih WK Cylinder jacket vex rob Exhaust valve Fresh water ot HF ih xk Piston Lub. oil vaky itt Hi Air-cooler Sea water aa HR 7k Compressed air Et 2 Turbocharger mf ‘Ausiliary blower tha 7 oD Firing order A WALT. 62LA MET53SD x1 FAN 'TBMS3023 MOTOR _30kW. 6-2-4-3-6-1The main engine can be operated without any limit in this zone. Zone B: ... Pay attention to the operating condition from time to time and take precautions early for avoiding the main engine from being operated in this zone. If the operating point (output and speed) of the main engine enters in this zone inevitably, minimize the operation hours in this zone below about one hour per 12 hours. Zone C: ... Operation in this zone is permitted only at sea trial. The engine speed in this range is 104 to 108 \ the maximum continuous speed. UEC-L Engine Operating Zones ae oe : aN ZS ss ISN NE z EXSN- £ me 8 NSN ISS = SESS a WS NSNG ed NS Sn 1 a7 SSSSw ; RSSSN 70 76 a a aGROUP 006 ITEM oon Method of Find Engine Output Engine output ie found by the following formula. Le = K+ Ne Le : Actual engine output (kW) Ne : Engine speed (min!) K 1 Torque factor found on the torque factor chart Method of find the torque factor (K) Torque factor chart, while is obtained based on the shop trial result end attached on the shop trial report, should be used. Before the pump rack ie ploted on the torque factor, chart, it ie necc to rectify the measured value of fuel pump rack, Because :the fuel 611 property in-the ship is generally different from that at the shop trial. The rectified value of pump rack 4s found by the following formula. Rew re SL. SL, Go Co Re : Rectified value of fuel pump rack re 1 Meaeured value of fuel pump rack Gl + Specific gravity of fuel ofl in the ship et the engine inlet temperature refer to 043-02 Go : Specific gravity of fuel ofl at the engine inlet temperature of the shop trial : Net calorific value of fuel ofl in the ship (kcal/kg) refer to 043-03 Net calorific value of fuel ofl at the shop trie] (kcal/kg) Correction coefficent value of F.0. pump efficency k = 1600 for diesel fuel ofl k = 1.035 for heavy fuel of} found _K ‘Operation without F.0. injection 7S _press, control device Torque factor (K) Phot Rectified value of fuel pump tack. Pump rack (Re) Torque factor chart@ROUP %7 Engine Adjustment ITEM on Generally, the readjustment of the engine is not necessary at the early period on the sea as the all parts of the engine are correctly adjusted when the ship sails off. However, after the long time sailing, if the operating condition of ship becomes largely defferent from the operation performance chart due to the wear and fouling or by the cause of fuel oil change, the readjustment is necessary. Standards for engine adjustment 1. The values of pressure and temperature shall nét exceed the standards 021-01, and the values of operation shall not be over the limited values 022-01. ALL the cylinders of the engine are supposed to be the same in the maximum pressure Pmax, compression pressure Pc, fuel injection pump rack Re and cooling water temperature at the inlet and outlet. However, the exhaust gas temperature Te at each cylinder outlet generally by approximately 30% 50°C even when the output of each cylinder is the same. Informative values for engine adjustment The following table may serve as rough standard for the adjustment of maximum pressure Pmax, compression pressure Pc and exhaust gas temperature Tc. (at loadsrange from 75 to 100%) ‘The values shown in the table may be somewhat different from the actual ones of each cylinder, and so measurements are to be actually made after adjustment of the engine. The fuel injection pump adjusting bolt is of the screw pitch 2 mm, and the angle at which fuel injection begins changes by roughly 1 Degree for one full turn. (+ 1 counter-clockwise, ~ 1 clockwise ) The adjustments mentioned above are based on the data when the fuel injection valve is functioning normally - Le Change due to adjustment Parts to be adjusted Foot liner Fuel 1 Tuer on pump (2FuLl a turn of mut)GROUP °%8 ITEM on Indicator Diagram The indicator diagram is very important to know the combustion in the cylinder and also to adjust the engine. The diagram is to be taken at least once a day. The compression pressure Pc and maximum pressure Pmax can be deduced from the indicator diagram. Pmax Normal indicator diagram ‘Indicator spring is vibrating. Aix column is vibrating. La Lever with indicator piston ‘coming td top end. tA 14 .Indicator Diagram qhe indicator diagram is very important to know the combustion the cylinder and also to adjust the engine. The diagram is to taken at least once a day. ‘he compression pressure Pc and maximum pressure Pmax can be deduced from the indicator diagram. in be cyl. No. Pmax Normal indicator diagram Pe coming td top end. : Indicator spring is vibrating. Aix column is vibrating. Lever with indicator pistonStandard of Pressure and Temperature UEC-L Tats Normal Alarm | ston! Item use Min. Max. | set start ON_OFF|_ON ‘System lube oil with piston | 9 j3~9.23 | 0.11 | 0.87 | 0.11013 | 0.13 cooling oil inlet | Exhaust valve driving 037~0.55 | 0.32 | 0.65 | 0.32037] 0.92 a & | urhochorger lube oll inlet | 04 ~0.17 | 008 [0.17 [0.0801 | 02 | Cylinder cooling water 0.18~0.42 | 0.16 | 0.42 | 0.16018] 0.18 2 | inle 8 | Air cooler E 0.08~0.18 | 0. 23 | 0.060. 8 | cooling sea water inlet 18 | 0.06 | 0.23 | 0.060.08 Starting air { 1.47~2.45 | 0.88. 245 [1.47-1.67] 1.47 Exhaust valve epring air | o.44~0.64| 0.39 | 0.64 | 0.99041] 0.44 Fuel oil oat~oe7 | 042 | 067 [oazoa7|- Syetemiobe EE 40~50 |_35 | 65 | 65 60 | - ; rust 7 - oil Thus 40~60 co | 70 65 Piston inlet 40~50__|36_| 65 | 65 60 | — cooling oil outlet 45~05 | - | 65 | 70 66 Darbocharger | Inlet 40~60_| 35 | 65 | - lube oil Outlet co~ao|_- | 85 | 85 80 go | Bxhaust valve 7 driving oil Inlet 40~60 35 65 § | Cylinder | Inlet : 65. = : * | cooling water Outlet, wo~90|_- | 9 | 90 a | — : oe | 18 & [Scavenging air | sirtrunk | 40~55 : 6o_| 65 60 | - = * = & [Scavenging air tranke fire ~ Peo. |. - . . alarm ‘Ais cooer Inlet : 30 -_ |- : - : jing sea water’ Outlet : ~ | 60 |- _ i. : - Gylinder cover : - |aso Jaso- | - “ - : Exhaust gas. outlet Turbine 7 ~ | inlet 550. | 550 J. Range of normal use shows the value for service load; and the other values are shown only for reference. 2, Pressure shows the value at gauge board. 3. System lube ofl supply line is common with piston cooling oil line. 4. The figure of cylinder cooling water pressure shows in case of the expansion tank is located at 3 to 4 meter above the main engine upper floor. 5. Lubricating oil pressure at the inlet of Turbocharger may exceed the above maximum limit but not 0.22MPa at dead slow or when the engine stops. 52LA 16-172UEC PROCEDURE FOR GROUP 021 MAIN ENGINE SAFETY DEVICE TEST ITEM 02 SHUT DOWN AND ALARM TEST (Out of service periods) ‘The function and adjustment of alarm and shut down should be checked. ‘The pressure switches in the lubricating and cooling oil system may be provided with a test tool, by means of which the pressure at the sensor may be decreased. L.O, LOW PRESSURE ALARM AND TRIP 1, Start the lubricating oil pump. Wisengage the turning gear) . Close the valve of air tanks for main engine. . Open the drain valve of the starting air automatic atop valve. . Set the maneuvering handle of engine side to the position “RUN”. Mount the testing tool to the lead line of the pressure switch. Open the valve(2) and (1) to vent air of the testing tool. 5. Close the valve (3) of the pressure switch and open the valve(2) slightly to decrease L.O. Pressure gradually, Record alarm pressure through the gauge when the pressure switch 2h ww ia operated. 6. Confirm the main engine is stopped by movement of the stop cylinder. 7. Open the valve(3) to return the pressure normal. 8. Set the maneuvering handle at stop position to reset emergency trip. —) / Gauge ee valve(2) test tool X valves) valve(1) —_| LO. pipe SHUT DOWM SYSTEM . fuel injection pump lever governor control air lever wt stop cylinder solenoid valve 16-35Limited Values for Operation x & ff mR wt GROUP 022 ITEM 02 Item KH 8 Limited values cid & cs —__| a . Berta | A-SLA | 5 2LA 8 LA Engine speed al a 5 104% of Max. Cont. Engine Speed WM Gl fe ee HERBGRKO1O 4% (rpm) 35% of Max. Cont. Engine Speed RARER HO 35% Speed Trip| 120% of Max. Cont. Engine Speed Lame + 9 > 7 eM 120 % Item Limited values Ti re & fit Economizer inlet pressure aas+iv*AROED 3.5 kPa Pressure loss of turbocharger suction filter _ BBB 7 1-H EDF 2.0 kPa Pressure loss of air cooler BO ORS LEE 7) BE 3.0 kPa Max. combustion pressure Py oe A RBED 12.75 MPa Turbocharger speed . Set etucelon book 384 LB 5 HE HEARD Exhaust gas temp. (Turbine inlet) 5 Renteer Rome 500 2) 52LA 17: w Cooling water system 1. Preheat the cooling water to 50°C or over. 2. Ascertain that all valves are fully opening then start the pump. 3. Regulate the water pressure. (See 021 - O1:) 4. Vent air from the water system. The cooling water quantity shall be kept constant, and che temperature control of cooling vater system {s made by aucomatic temperature control valve. - Exhaust valve air spring air system Be sure to supply air to the air.spring device of the exhaust valve before starting the lubricating oil pump. + Lubricating oi! system 1. Pre-heat until che Loves inlet temperature for standard use. (See 021 - 01.) . : 2. ‘Aseertain that all valve are.fully open, then start the pump. 3. Regulate the pressure. (See 021 - OL.) he Ascertatn chat all bearings 4n‘crankcase aré supplied with enough ofl. 5. Supply ofl manually. . Maneuvering linking, lubricator driving gear, starting air valve and automatic starting afr stop valve- Turbocharger lubricating of! system 1.When starting the engine, the lubricating oil is to be preheated to min use temp. 2.Regulatethe inlet pressure. (See. 021-01.) Cylinder lubricating of] system 1. Before curning the engine, turn the lubricator manually 50 times. 2. Ascertain that che element of lubricator ts injecting ofl by the indicator.vasrun aye Fuel_oil system when starting the engine, use diesel oil or heavy fuel oil heated by stean. 2. Pecform the priming. (1) Set the maneuvering handle in position "sToR". (2) Set the fuel circulating pump in service, and open the air vent of the fuel oil inlet strainer. And close it after the oi) - has begun to flow without any bubbles coming out. (3) Close the cut-off valve in the pipe ine of return oil. The fuel pressure is to be adjusted 0.9~1.0 MPa. (4) Open the air vent of fel injection valve. Close it after no more bubbles coming out is observed. (5) Open the cut-off valve in pipe line of return ofl. Make sure 021-01). the fuel pressure are within the range specified (S If necessary, adjust the fuel pressure by press-control valve. Control and starting air system 1. Confirm that the maneuvering handlé ig in pésition “sTOP". Disengage the turning gear. Set the automatic starting air stop valve as “MANUAL CLOSE”, and open the starting air root valve. 4. Regulate the pressure of system lubricating ofl,exh. valve driving oil, exh. valve spring air and turbocharger lube oil to the turbocharger. 5. Make sure the control air pressure is at the specified value. Move the reversing handle to “AHEM".and “ASTERN” positions to make sure the camshaft motion. . 7. Set the automatic starting air stop valve as "AUTOMATIC". B. Set the emergency stop switch located in the control room and the engine room to position “STOP” to ascertain the motion of stop cylinder. 9. I€ possible, check in the air-run. Scavenging and exhaust system 1. Ascertain that no abnormality is observed while fhe auxiliary blower in service. Pressure and temperature 1. Make sure that the pressure and temperature are in the range specified . (See 021 - O1.). Gc 52LA 19GROUP 024 ITEM on Starting LA Prior to the starting, that no abnormality is AL ru 9 10. AL. 12. 13, 1a, 1s. the air-run shall be performed to,check to ensure observed in all areas of the engine. Disengage the turning gear. Open the indicator valve fully. shift the fuel handle of engine side to position " Open the starting air root valve fully and check the starting air pressure. cheek the gauge board pressure and the temperature of Lub, of} and Cooling Water. tion. Conficem the camshaft po! chift the engine side reversing handle to position “AHEAD” and “ASTERN" consecutively to confirm the moving of the camshaft and set 1t to position "NORMAL". g engine side starting handle to position "STAKT" to wake the shift thy then return it to "STOP". On that time, check for no water oF air-run, oil spouting from the indicator valve. ter checking for no abnotmality in all parts of engine during the air~ n, start the engine. 8.1 Shift the engine side fuel handle to position "MAX." 6.2 Closes indicator valves. Set the auxiliary blower in operation Set the rotating.direction Bf the engine in accordance with the order from the telegraph. st Move the C/R maneuvering handle to position "START". Again move it forvard to fuel position rapidly after the speed reaches about 10 rpm. when the fuel does not start burnifig, return the C7R maneuvering hendle to position "STOP", and repeat the operation for tarting. Cares shall be taken for that the long aic-run period’cools the cylinder inside, thus causing the fuel to become hard to start burning. After the starting, turn the G/R maneuvering handle to the position choiced to obtain the necessary speed. A care shall bo taken to pass through rapidly the range of critical speeds which cause torsional vibration. cated _in the neighbour! 20 . dof the turbocha! ho air ducts loGROUP ‘025 | TEM oot UEC-L Procedure for Increasing Speed Procedure for intreasing speed on maidén voyage: (Reference) 1. An attention should be paid to various parts of the engine for heat generation, and also to the moving parts for noise. 2. Keep paying attention to the temperature and pressure of various parts while the engine speed is on the increase. 3. Refer to 053-02 for the amount of cylinder of] to be consumed on maiden voyace. 390-000 » Serriee continuers antteg. ‘ ' ' ' \ btseed teed comeery feet | 1 { t 1 “ae 92 Inetrectton dook | or mandy mama 1 Aecotmmdedis eving 7.4-<'1300 sve mH Ho. sctaal service 1.0 1 1 —feentoc=in_eucied_tor_feton and isber ___| po Bohning lin ported for Dearing Hott 1 ' 1 i 1 ' ' ' ! ' 1. Basing Looe Load (4) Wook $008 2,000 & Operating time (h) Notes: 1.° This chart will serves as reference ‘for a procedure for ~ increasing speed on the mai:den voyage. Therefore, in the case of an actual voyage, a decision-is to be made in accordance with the conditions of various parts of the ‘engine. 2. The range of critical sveeds that cause torsional vibration should be passed through as soon as possible. Standard procedure for increasing speed “in normal operation (Reference) pete feet —— ine ee 3 : —t ea] After cooling runing tenet co Tachat cqelinf wore ieGROUP 026 EMO} Change-Over Fuel O11 From Diesel 041 to Heavy Fuel 011 cation, So the heavy fuel oil can be used regardless faving the port, or on voyage, and also the engine can + This engine is pier to pier rpecifi whether the ship is entering or le be started or stopped without using diesel oil. (Refer to 034-01) Standard for change-over (1n case of starting by diesel oil) The change-over to the héavy fuel ofl shall be performed only aftar. the load 30% 4s xeached and the engine is well heated. we ————— i 700’ est (50°C) 380 ost (50°C) ——_-——--— 180 est (50°C) Procedure for Change-over Change-over period Operation with Operation with peso Aiesal ofl - heavy fuel of} Ful) Pull Diesel ofl. open fvel_of} Diesal ofl 140% 150°C 125% 140°C 75 95°C Uinforma- Temperature at fuel injection 110% 125°C _| Pump inlet (informative) Heavy fuel of2 service tank “ “ JL Uo Continue heating BO VB5°C \_ Heat diesel of] fteat the heavy fuel ofl-until ite viscosity at tha fuel injegtion ches 13° 18 oSt. The Felationship batwesen the viscosity Diesel oil ordina: service températur Fuel oi] temperature pump inlet x of using fuel and the heating temperature is shown in 043-01. Dapending on the treatment temperature of the purifier, the température but 75 v 95°C is of the heavy fuel oll service tank 1s not specified, given as for information, The heating of Alesel’ ofl and heavy fuel ofl shall be done slowly the heating speed of 10°C in 5 minutes. operation shall be dene quickly for no fuel counter flow due 4, The valve to the tank head difference or others. controlling the temperature with the viscosi- When using the device Ate ‘the heater manually for diesel oi} heating and for meter, oper + heating for a certain period after the change-over to heavy fuel o11, because its viscosity is high. 22 LAPoP. 1/3 Change-over of Fuel Of) From Heavy Fuel 011 to Diesel 041 Standard for change-over * This engine is pier to pier specification. So the heavy fuel oil can be used regardless whether the ship is entering or leaving the port, or on voyage, and also the engine can be started or stopped without using diesel oi]. (Refer to 034-01) —-———— 700 est (50°C) ——_—_—— 380 cst (50°C) —--—- — 180 esr (50°C) Procedure for Change-over Change-over period. Operation with heavy [7 "J tel_oil Operation with diesel ofl Full fuel_oJ1_ open Diesel of} Diesel 611 close Heavy fuel of °F 140 150°C 125 140°C 110% 125°C Confirm that the change-over ‘of fuel oil is done. 80 85°C Fuel of] temperature Diesel of2 ordinary service —— temparature ‘the cooling of heavy fuel oll shall be done slowly as the cooling | ‘spaed of 10° C in 5 minutes. . The valve operation shall be done quickly for no fvel counter flow due to the tank head difference or others. : 3. Generally the temperature variation at the engine inlet is not sudden. However, i£ it exceeds 20°C, select.the manual mode of the heater operation to regulate such variation because it may cause the sticking of the fvel injection pump. 4. The engine stopping before the change-over to may cause the' sticking of the fuel injection pump and the fuel injection valve. The change over period shall be sufficiently taken- Especially, if the engine is stopped by emergency stop or other during, the change-over or operation with heavy fuel oil,. the heater hall work until the change-over from heavy fuel oil to diesel ofl is completed. The heavy fuel, pil existing in the injection nozrle also shall be drained by the opening of the fuel valve aix vent, and if necessary, the fuel valve shall be dismantled for ¢leening. &. Wwbricate the fuel injection pump, for the procedure for lubrication, xefer to 055-01. diesel of] is completed 23-1 LA1/3 Change-over of Fuel 017 From Heavy Fuel 011 to Diesel 011 Standard. for change-over * ‘This engine is pier to pier specification. So the’heavy fuel oil ean be used regardless whether the ship is entering or Jeaving the port, or on voyage, and also the engine can he started or atopped without using diesel ofl. (Refer to 034-01) Procedure for Change-over . - —— 700 e8t (50°C) 380 est (50°C) —-——- —180 est (50°C) Operation’ with fuel of]. open Diese) O11 clése Heavy fuel-of2 140% 150°C 120% 128°C : Confirm that_the change-over __ 7 of fuel oil is done. . 80v B5°C Fuel cil tempera: Diesel oil ordinary sexvice > 7 temperature ‘the cooling of heavy ‘fuel ofl shall be done slowly as the cooling ~ | speed of 10° C in 5 minutes. gThe valve operation shall be done quickly for no fvel counter flow Que to the tank héad difference or others. 7 Generally the temperature variation at the Howaver, if it exceeds. 20°C, select .th operation to xagulate such variation because of the {uel injection pump. . Ghe engine s£opping before the change-over to digsel of] ts completed nay cause thereticking of the fuel injection pump and the fue Injection valve. ‘The change over period shall be sufficiently taken: Bepecially, 1£ the engine is stopped by emergency stop or other Goring, the change-over ox operation with heavy ful oi1,. the are lvuerk until the change-over from heavy fuel oil to diesel oll 1s Completed. ‘the heavy fuel, 9fl existing in the injection nozrle also shall be drained by the opening of the fuel valve air vent, and if necessary, the fnel valve shall be dismantled for eleaning- Lubricate the fuel injection pump, For the procedure for lubrication, refer to 055-01. ngine inlet ia not sudden. yal mode of the heater dt may cause the sticking Prep.lied GROUP 026 Engine Starting and Stopping with Heavy Fuel Oil ITEM 02 UEC-I. ‘This engine is provided With steam circulating type fuel injection valves, which can keep {vel oil in all fuel oll systems at a proper temperature by means of passing steam through the steam pipe suranging along the fuel oil pipe, even while the engine is stopped. With this provision, heavy fuel oil can be used regardless whether the ship is entering or leaving the port, or on voyage, and also the engine can be started or stopped without using diesel oil. “The start and stop shall be carried out in accordance with the following procedure and notice. Procedure before entering the port : “Decision should be made at least two hours before the ship enters into the port operation, whether operation-shoold be continued with heavy fuel ofl or should be shifted 10 diesel oll. ‘Although shifting from heavy fuel oll to diesel ol is possible by using an alr vent valve while the engine is stopped, it should be better to make the shifting during operation because the use of diesel oil is necessary in the following cases. (1) Doe to maintenance’or repair of fuel ofl systems, the fuel circulation pomp cannot be operated continuously. (2) Fuel pipes and fuel oi) cannot be heated. G) Because of long anchorage, a great amount of energy is required to keep fuel pipes and fuel using heavy fuel oil for start and stop. oil heated, therefore, there is no merit oF (4) At the port of entrance, use of low sulphur fuel oils legally obligated. 2, In connection with preparation for entering port and slow speed operation should be referred to (029-01) except for the selection of fucl olls. Disposition during anchorage (While engine Is stopped) : T, The following disposition should be made while the eng! starting by heavy fucl oil. (1) Continuovs operation of fuel circulation pump. Fuel oil up to the fuel injection pump should be circulated by the circulation pump. (2) Heating of fuel pil : ‘The heating temperature of circulated fuel oil can be red uced about 20, because its viscosity during anchorage can be kept at 20~30 cSt which is slightly higher than the recommended viscosity during operation of 13~18 est at the fuel injection pump inlet (3) Heating of fuel oil pipe ‘The steam pipe arranged along the fuel o} temperature drop of fuel oil can be prevented. ine is stopped, in order to make smooth iI pipe should be constanily run by steam so that 2 in connection with disposition after the engine is stopped should bs referred to 030-01. 23-2 LAte [. 026-02-3/3 Preparation for starting : Fuel oil should be heated 30 minutes before starting of the engine so that the viscosity, of Fuel oil becomes same as the recommended viscosity (13~ 18 cst) during engine operation without fail. Other matters relaied to preparation and starting should be followed to 023-01. Steam circulation system : Along the fuel oil pipe, a steam pipe which is connected to the fuel injection valve through the fuel injection pipe is arranged, and the steam is circulated through the steam passage of the fuel injection valve. ‘Therefore, fucl oil in the fuel supply line can be kept under properly heated conditions. LA 23-3Poise 026-02-3/3 — ” Preparation for starting : Fuel ail should be heated 30 minuies before starting of the engine so that the viscosity, of Fuel oil becories same as the recommended viscosity (13~ 18 cst) during engine operation without foil. Other matters related to preparation and starting should be followed to 023-01. Steam circulation system : ‘Along the fuel oll pipe, a steam pipe which is connected to the fuel injection valve through the fuel injection pipe is arranged, and the steam ts circulated through the stearn passage of the fuel injection valve. “Therefore, fuel oil in the fuel supply line can be kept under properly healed conditions, LA 23-3UEC-L Removal of Scavenging Air Drain If water drops are mixed in the scavenging air, adverse effects will occur to cylinder Liners and piston rings for wear and so forth. therefore, they should be removed as much as possible. ‘mis engine is equiped with moisture separator at driving end side of the scavenging air trunk. The moisture of the scavenging air cooled by the air cooler is separated by this separator and discharged out of the engine as.drain. The drain condition is viewable from the sight glass attached on drain pipe. The generation of moisture is affected by the engine load an The relationship a weather conditions (humidity, suction air temperature). petween drain generation and scavenging air temperature is shown in 027 - 01 - 2/2. The scavenging air temperature should be regulated within the range shown in 021 - Ol so that’ the drain generation will be minimized. when regulating the scavenging air temperature, be careful so that the aix cooler sea water temperature will not exeed the Limit. To each cylinder Moisture separator Scavengii air trunk’ Sight glass Drain tA 24027-01-2/2 Dew Point of Scavenging Air (Example) . (Eng. Room Temp.) 30°C, Absolute humidity 23.2 g/kg Dry. bulb tesp- (eng. Room Temp.) 28°C. Scav. air press. 0.06 MPa Wet bulb temp. Relative humidity 60 86%. Dew point of scav. air 35°C ssl} 50 45 40 350 int cf scavenging air (*C) B 0 & & 25 20 ° 10 20 | 30° 40 50 60 Absolute humidity (Water vapour content) 9/kg ° =z 10 : i 3B 20 a y & a 5 30¢ 4 a Pp 40 & Ta 25GROUP 028 U C- L Preparation for Entering Port E and Low Speed Operation ITEM O01 —_ Preparation for entering port : ther T. Decision is to be made at least two hours before the ship enters into the port operation, whet 5 to be continued with heavy fuel oil or is to be shifted to diesel oil Prepare operation is fer to 026-02 as to the procedure before changing over the fuel to “diesel oil” if necessary, Re! entering the port with heavy fuel oil. 2, Lubricate (grease) the starting air valve, and the camshaft the automatic starting air stop valve, shifting gear. 3, Check the pressure of the starting air reservoir, and.charge air up to 2.4SMPa (25kgf/em’). +t Ascertain whether lubricating oil in reversing oil bottles for the camshaft shifting gear is proper amount. Slow down operation : 1, Slow the engine speed gradually down. f necessary. Refer to 026-02 as to procedure for change- 2. Change-over the fuel to “diesel oil", over. 3. Set the automatic starting air stop valve at versing and stopping of the engine. “ Automatic" position and open the stop valve of. starting air reservoir to prepare for the re ‘Remarks for low speed operation 1. Positively regulate the engine inlet tempe (Refer to 026-01 and 042-01) 2. Maintain the engine outlet temperature of cylinder cooling wate rature of fuel oil. 1 near the upper limit of the operating temperature range. (Refer to 021-01) 3, Diminish the volume of sea water so as to maintain the scavenging air temperature near the upper limit of the operating range. However, exercise care so that the sea water outlet (emperature of air cooler shall not exceed the upper limit. (Refer to 021-01.) he “automatic” mode, change the operation mode to “manual” for avoiding the frequent "on is on the edge of operating the hall be carried out within the 4. Uf the auxiliary blowers run in ( run and continue operation with the auxiliary blowers turned on and off" of the starters if the load range of slow speed operation auxiliiry blowers. However the operation by the manual mode sl range not to be over-current in the motor. cal speed range of the engine resulting from torsional vibration 5. Avoid the criti resonance. Lowest speed operation : 1. Auxiliary blowers shall be mun. LA 26aye Stopping and Reversing (See Control System 350 - 04.) Stopping and reversin: Ordinary stopping and reversing Crash astern : To be shifted to To be shifted to Handle operating position "STOP". position "STOP". a ing bh: To be shifted to To be shifted to Maneuvering handle position "STOP". position "STOP". Reversing handle is to be At 308 rpm of (2) shifted to position "ASTERN" At 2Sxrpm maximum continuos. speed. (Camshaft begins shifting) Tt is to be ascertained that camshaft movement indicating needle of reversing gear has stopped at position "ASTERN" Confirm that the cam | Confirm that the (3) (astern indicating lamp is shaft is in the camshaft is in the lit and camshaft stopper is | reversing position. | reversing position. engaged (Camshaft stopper engaging indicating lamp is Lit). Reversing i To be shifted to To be shifted to 4) Rev (4) Reversing handle position "NORMAL". position "NORMAL". Maneuvering handle is to be At once after item 1 “ (5) shifted to position "START". | (4). At item(2) -Srem Maneuvering handle is to be (6) shifted to fréely determined | At 10 rpm astern position. At 10 rpm astern Steps to be taken after stopping engine 1. Open indicator valves of -all cylinders and make aix-run. 2. Close the starting air root valve. 3. Perform turning about 30 minutes. surface, piston side face and piston ring 4, Check the cylinder liner ‘The wet and bright condi- from the cylinder jacket inspection eye. tion of liner surface is standard. turn the cylinder lubricator and the rocker arm and the exhaust valve lubricator manually about SO times while the turning is performed. 6. After ascertaining that no crankcase doors are of abnormally high temperature, open them and inspect the inside of the crankcase. BROLA 27vey~u1-2/ (To prevent explosion, the door should not be opened until 10 minutes have passed after the engine stoppage.) 7. Close the root valve of fuel injection pump lubricating pipe. (After the completion of turning) Refer to 055-01. 8, Stop the lubricating oil and cooling water pump. The standard period during which pumps are in stoppage. Temperature pump's name Time after difference between pis nam stopping engine | outlet and iniet (Reference) Lubricating oi} pump abt. 30.min. not exceeding 1°C Cooling fresh water pump abt. 20 min. not exceeding 2°C Sea water pump abt. 20 min,i Overload Operation - UEC-L Overload operation The engine can be operated under the overload condition for the limited period of time. However, it shall not be operated under the overload condition as far as possible. In the overload operation, the following cautions shall be given. 1. ‘The overload operation shall be limited to 10% of the maximum contin— The degree of over- : the uous rating, and shall not exceed 30 minutes. loading can be seen from the rack of the fuel injection pump, exhaust gas. temperature at the turbocharger inlet, and the turbocharger speed. 2. The torque limiter of the Governor shall not be modified. 3. Make the supervising visits frequently to check for no abnormality. Cause and remedy of overtoraue cause. Remedy 3 3 + Effect of draft, trim, wind 3 | temporary | dizection, wind force, waves, z current, ete. 8 Sig eG | withthe Eg | tapse of BE | years &3 4 + Fouling due to attaching of ~ Washing of ship's & marine life (Especially, when bottom . ” a ship is staying in port for § | Temporary a long period of time.) + Repair of ship's hull Ba . Ho + Deformation of ship's hull ao 58 gt | with the | - Eefect of lengthy service, + Propeller blades cut 29 | lapse of such as change in surface short & §. | years roughness > # + Fouling due, to attaching of . Washing of propeller a marine life 8 : ‘il Eo Temporary Effect of local deformation Renewal or repair of due to shock caused by drift~ propeller 4 wood, stranding, and also due to a erosion caused by cavitation. 3. S = Change in surface roughness + Repair of propeller, 5 9 3} P Pp & | with the and pitch or propeller blades u lapse of 2 | years + Effect of deformation due to cut shore 6 wear and tear, etc. LA 29 :Cutting-off of Cylinders GROUP 032 UEC-L Cut-off Fuel Injection Pump ITEM o1 1 any one of the cylinders is damaged, the engine must be stopped whe However, the engine can be kept on operating immediately to repair it. by ‘shutting off the supply of fuel to’the fuel injection pump for the damaged cylinder. Procedure for cut-off fuel injection pump Lo 4 Insert the cut-off tool (2) into the normally plugged tapped hole provided in the right side wall of the fvel injection pump base (1) to prevent the roller from coming into contact with the fuel cam, Thus the pump can be stopped. Cut-off the pump in the following steps: 2. ‘Turn the engine until the driving piston (4) reaches the topmost position while the engine stops. Remove the plug installed on the right side wall of the fuel injection pump base (1). : Screw the cut-off tool (2) in the opened tapped hole until its end comes into contact with the 1ift-up piece (3). Screw in the cut-off tool (2) further, and its tapered end lifts up the driving piston (4) via the 1ift-Op piece (3). Thus the operation of the pump is cut off. Precautions for cylinder cut-off operation (Refer to 031-02.) Allowable engine output for cylinder cut-off operation (Refer to 031-02.)wy O31 i UEC-L Cutting-off of Cylinder GROUP ° - Removing the damaged moving parts ITEM 02 when the engine operation is not possible by only cutting-off fuel supply weet ailed cylinder, the engine can be operated by removing the moving parts St concerned cylinder according to the following procedure. Operating procedure 1. When the failure is concer the piston and the piston red. ning only piston or cylinder, remove only (See 031-02-2/2.) (1) Remove the piston. (2) Fit a blind cover to the of pin. (3) Cut-ofé the exhaust valve driving gear- (See 032-02-3/3) ' (a) Fie the blank flange to the piston rod stuffing box. (5) Remove the starting aix branch pipe at the cylinder cover inlet, and fit the blank flange. (6) Remove the connecting pipe between the starting control air pipe and starting air valve, and plug the air outlet. (7) Cat off the fuel injection pump, close the fuel inlee and neti Valves, and open the air vent valve for priming the fuel injection valve of the cut-off cylinder. 1 outlet on the top of the crosshead ¢ is concerning the connecting rod upper, bearing or 2. hen the Cailur .g rod over above-mentioned crank pin bearing, remove the connectin procedure. (See 031-02-2/2.) (1) Wecessary procedure is the same as above. Remarks the cylinders are removed, the A sometimes severe Operators, observing he appropriate ontiaue (1) When the moving parts of one of mechanical balance of the engine is broken, an vibration occurs within the operating range. the conditions of the engine, should decide on tI It should be avoided, whenever possible, to engine speed- And it is recommended long navigation with the engine unbalanced. to enter the nearest port for repaiting. and exhaust gas temperature docs (2) A care should be taken that Pmax he. maximum continuous rating. not exceed the limited value at tl (3) Fix the adjusting knob of the cylinder Lubricator to ZERO for the cur-off cybinder. ith some of the cylinders cut off, one ae the undamaged pistons should be placed in the position suitable for etacting. If it is not in a position suitable for starting, it. should be brought in a correct position for starting by means of the turning gear. (4) When starting the engine w Engine output by one cylinder cut off (informative). 1. Five-cylinder engine : 75% of the rated speed (42x of the rated output) 804 of the rated speed (G14 of the rated output) BSA of the rated speed (61% of the rated output) 2. Six- or seven-cylinder engine 3. Bight-cylinder engine : te OMS 2LA. 31The Piston and the Piston rod are removed CARY. ERA YHOBRAT MAE a rae Cap BL dhe Cover e, Hareb Gasket dl kab Bolt eb Cover 1, tre yb Gasket eA Spacer nL bE Cover 1, wary Gasket © J be Cover kk, be Cover. 1 Rye bk Gaaket ” ‘The Piston, piston rod and the connecting rod are removed URbY, CARY H, MRMSRAT ME. 52LA 3203 1-02-3/3 Cut-off procedure for exhaust valve driving gear Exhaust valve driving gear shall be cut-off according to the following pro™ when the engine is operated on the condition that moving parts such cedure, case of cylinder cut-off operation, as piston, etc. are removed, that is in the or the engine is subjected to continuous running with exhaust valve driving t enough time to repair it. gear damaged and withou nder to be cut-off at 6°12" before BDC. 1, Set crank angle of the cyli 2. remove the plug from screw hole for cutting-off, then set the pushing-up bolt in screw hole. 3. push up the driving piston of the exhaust valve driving gear with taper shaped at the end of pushing-up bolt. 4. Make sure that when the pushing-up bolt is fully set iving piston is pushed up by 2mm and the exhaust va in the screw hole, the dr. lve driving gear can be cut-off. g-up bolt securely not to loosen. pump shall be cut-off in advance whenever the exhaust Fasten the pushint 5. The fuel injection valve is cut-off. briving pisten S52LA 33P+? GROUP 034 Low Speed Operation (Pier to pier specification) ITEM a1 The engine is generally designed and adjusted so that 1 fs the most effective at a load of 75% to 90%. Accordingly spéctal cares are required for maintaining satisfactory performance and preventing damage to the engine parts when the engine r any reason for a long period of time. 4g run at low speed fo’ bustion of f adequate cares may result in the abnormal con! Neglect o: ire in the scavenging trunk, unbutned fuel in the exhaust reservoir, a £ overrun of the turbocharger, abnormal wear of piston rings and cylinder Lfners, and other serious incidents. Refer to the “Low Speed Operation Procedure of “UE Diesel Enj which describes the detailed requirements such as the operating key points in maintenance, and modification of engine Kindly consult the manufacturer gine” procedure, specifications at Jow spegd operation. bE the engine if necessary. Allowable continuous operating lime with heavy fuel oil. (Pier to pier) 345 10 24 1 TIME CH) monthTable of Contents HR # General — AAR Engine Operation if oh Cooling Fresh Water BEAK Engine Trouble +E BA DEN ER Engine Body and Static Parts AAR OF IE BBS} Crank Shaft and Moving Parts DIY TRRUVUEHBD Fuel Injection Pump, Governor and Control System DRAR DO’, TRE R ORE Turbocharger , i fo i Pipe Systems and Fittings MELEROBR Auxiliary Blower tHE ODAKASAKA GROUP 041 MITSUBISHI Fuel'Oil Properties UEC be ITEM 01 Fucl oil properties on bunkering time is as follows. (Refer to 042-01) Heavy fuel oil Diesel oil Item Limit values — Specific gravity 15°C 50991 0.88~0.90 Centistokes at 50°C 700 — Viscosity R.W.No.1 Sec. at 100°F $7,000 S61 Flash point c. 260 260 Water content Vol. % S10 0.1 Carbon residue (CCR) : 822 s4 Asphaltenes su. —_ Wu % Ash S015 50.05 Sulphur <5.0 S10 Vanadium ppm 600 —_ Sodium ppm <50 — Aluminium ppm 330 — Silicon ppm 50 _ Fuel oil with FCC catalyst shall not be used. In an unavoidable case of bunkering the FCC fuel oil, FCC catalyst shall be removed as much as possible by careful fuel oil pretreatment ie, sufficient claryfying and fine filtetation. And running condition of cylinder liners and piston tings shall be carefully and periodically checked. , FCC= Fluid Catalytic Cracking Note: The Limit values of heavy fuel oil refers to H55 of CIMAC Requirements (1990). ‘And it can be used for the fuel.oil treated by the proper purifier for the bunker oil, the specific gravity S 1.010 specified in K55. G B8-%FC AKASAKA: MITSUBISHI Fuel Oil Properties GROUP ott URC ‘ ITEM © o1-%| Fuel oil properties on bunkering time is as follows. (Refer to 042-0) Heavy fuel oil Diesel vil Hem (Service) — Specific gravity isc 50.991 0.88~0.90 Centistokes at 50°C = 380 — Viscosity R.W.No.1 Sec. at-100°F S 3500 s67 Flash point Xv | 260 260 ° Water content Vol. % S0.5 S01 Carbon residue (CCR) 212 <4 ‘Asphaltenes = 8 —_ Ww. % Ash S01 50.05 Sulphur S4 1.0 ‘Vanadium ppm = 300 —_— Sodium ppm <50 — ‘Aluminium ‘pom 30 — Silicon ;Ppm =50 —_— 1 CAUTION FCC: Fuel oil with FCC catalyst shall not be used. In an unavoidable case of bunkering the FCC fuel oil, FCC catalyst shall be removed as much as possible by careful fuel off pretreatment i.e. sufficient claryfying and fine filteration, And running condition of cylinder liners and piston rings shall be carefully and periodically checked. , Fluid Catalytic Cracking 38-3_ V3 Handling of Fuel O17 Standard for fuel of! selection he-following standards for fuel oil properties are provided taking in consideration the recent trend of various standards and the actual results of UE engine in service. however, as the following descriptions specify the critical properties on bunker time, the sufficient pre-treatment and heating shall be made fox the actual use of those fuel oils. Heating 1, ‘the fuel’ oil shall be heated before supplied to the engi sec. RW No. 1) ne so that its viscosity becomes in range of 13 ¥ 18 cst (60 v 60 at the inlet ‘of fuel injection pump. the heating temperature is to be determined in accordance with 043-01 "Viscosity-Temperature Diagram of Fuel 042". fowever, the properties may differ by each oil, so the heating is recommended to be effectuated in accordance with the actually measured viscosity (with viscosimeter, or simple viscosimeter) in the ship. convenient over 135°C. ter, filter, 2. some of heavy fuel oil produced sludge or other i material when heated long time at the temperature ‘therefore, special cares shall be taken for the hea’ etc, in which the fluid is easily staying on the way, when the high tempexatuxe heating is required. Pretreatment the professional knowledges’ in thé purifier, the clatifier and the additives, etc. are required for the pretreatment of the heavy fuel oil. Therefore the following descriptions are, of general precaution for pretreatment of heavy fuel oil, as'to the matter of detail, refer to the handling manual of each equipment and chemical additives provided in the ship. TA 39 ,wnerunnes 1. When purifying heavy fuel of1 of high viscosity and high specific gravity with the purifier, the passing fluid flow shall Pe properly determined corresponding to the respective properties of that oil. 2. The oil of which the specific gravity is over 0.99 (15°C/4°C) is hardly separable with the ordinary purifier. Therefore, the enough cares shall be taken for treating the heavy fuel oil shown in this document of which specific gravity is near 0.991 (15°C/4°C) 3. For the better separating efficiency and the safety trea ing much tment of the heavy fuel oil of high specific gravity and contain: impurity, it is recommended to perform the two stage cleaning with purifier and clarifier connected in series. . 4. The diesel oil also is to be purified. 5, The additives for heavy fuel oil are sludge dispersive, oil separator, combustion accelerator, etc. ‘The proper quantity of additive shall be used. n the fuel oil, the emulsion will be Therefore, the 6. If the sea water enters i produced and the oil/water separation becomes hard. sea water should not be put in the fuel tank (double bottom). as ballast. If the sea water is mixed with the fuel by error, add emulsion breaker and separate water from fuel by the purifier. The fuel oil strainer (with steam jacket) is to be frequently cleaned at the time of. maiden voyage or just after the ship is out of the dock. Mixture of different fuel oils ; the oil may produce much sludge, When different fuel oils are mixed A with especially, if the low grade fuel oi] named-as cracked oil is mixe other if, it may causes more problems, So, in case where the fuel oil mixed with different oil is used or the tanks are used in common, the compatibility of fuel shall be tested before use by heating oil up to the using zone. Low-grade_fuel off r-grade blends containing residual from ‘Among low grade fuel oils, lowe: mely difficult fluid catalytic cacking or visbreaking process and extre: TA 40042-01-3/3 to burn and injurious to the engine. This low grade fuel oils are difficult to identify as such from the report on oil properties or specifications submitted by the supplier at the time of bunkering. Most troublesome, hence deserving of especially careful attention, is the fuel oil produced using the fluid-catalytic-cracked residual as stock because minute particles of silica’ alumina used as catalyst in the fluid catalytic cracking persist.to remain in the oil and cause abnormal wear of the fuel injection pump, fuel injection valve, cylinder liner, piston ring, etc. Studies on the supplying ports, examples of troubles, and dealing and treat- ment of such low grade fuel oils have been recently progressed. However, how to treat effectively such oils when those. are actually bunkered on ship is not defined yet. For the time being, the following precautions shall be needed. 1. Investigation (2) If the fuel oil contains particularly great amounts of carbon residue, asphalten, impurities, etc.? (2) I£ the smoke from the stack is black and thus indicative of bad combustion? (3) If the fuel of1 system, piston ring, cylinder liner, etc., show signs of abnormal wear? (4) If the sludge in the purifier, lantern oil drain, fuel oil strainer deposits, etc., exhibit something unusual or the presence of particles of silica alumina? (5) Silicon or aluminium content shall be determined using the “simple F.C.C. oil detector” or others. 2. Precautions (1) In addition to above-mentioned pretreatment, the rate of passing oil of fuel oil purifier shall be reduced. (2) The fuel oil strainer is to be cleaned more frequently. (3) The engine load is to be maintained at somewhat lower levels than normal if circumstances permit to do so, to avoid the strain on the part of the engine or purifier. (4) The cylinder lubrication is to be maintained at somewhat higher levels than normal. (5) The engine operation and performance (including the operation of the fuel injection pump rack, etc.) are to be carefully watched for change, and necessary corrective actions are to be taken as soon as possible if some undesirable change.are evident. (6) Fuel-oils suspected of inclusion of F.C.C. are to be rejected for bunkering as far as if practicable. 41Cc. Viscosity-Temperature Diagram of Fuel Oil GROUP 043 UEC-L HMO —- 2a ITEM 01 10000 2000] 5001 2898} 009} 3000} 890} 609} 2000f- 509} Fr 1s00f° 400) 309] 1000] 800 }- 200} 600 500 400 }- 100} 300 f 80) ga TE yooh OS A co rear 8 ge So ry B: ey a Be | : : Be ay 8 & 3 | 30 ie 5060 70 60. 90 100 110 120 130 140 150160 170 190 °c ce 7080 90100 120 140 160 180 200 220 240 260 280 300 320 340 360 110130 150° 170 190 210 230 250 270 290 310 330 350 op > LA : 42Specific Gravity - Temperature Diagram GROUP 043 of Fuel O11 aAhoke — BeBe ITEM 02 & E 2B i z § ° Speci: PS 60 30 Temperature (*C) aSpecific Gravity - Lower Calorific Value Diagreal GROUP 043 UEC-L of Fuel O11 . RAMOKE — ECRKEBD ITEM 03 10300 T 7 «aie x — B ove 2 3 900 x y 4 ° = 4 05 = 9800 « 3 7 10 : 3 1s = . 9700 2@ 3 a | ay 3600 aa we Z os 9500 as? 50 2400 086 088 090 092 094 096 098 Loo Specific Gravity (15/4°C) k& ©Table of Contents HR General —AR RBA Engine Operation BREA Fuel Oil DRO Tk Cooling Fresh Water MHA K Engine Trouble EOE Engine Body and Static Parts AME RUA IEBD Crank Shaft and Moving Parts DPV IHROBDBD Fuel Injection Pump, Governor and Control System RRL, PRERURREE Turbocharger : WA Ae it Pipe Systems and Fittings MPR ROTA Auxiliary Blower Hib 7O7 45GRouP 5! ITEM Kinds’ of Lubricating 0i1 OL Kinds of lubricating oil to be used for lubrication systems are shown in the following table. For the details of the standard properties, maintenance, etc. of each of the lubricating oils, refer to the respective item included in the remarks column. System where oil to be used Viscosity Remarks a Equivalent Lubricating oil to be used for yerieating ofl sae 30 marine internal combustion engine jubricating of (See 052-01} Lubricating oil to be used for Cylinde lubricating oi Eautvazent marine internal combustion engine 3 (See 053-01) Lubricating oil to be used for em yerene marine internal combustion engine Fuel injection pump) (See 052-01) lubricating oil ‘ Lubricating oil to be used for Libel eet ley oil Bouivarent marine internal combustion engine = (See 052-01) sovernor oi Equivalent | Governor oil SAE 20 30 Turbine oil No, 68, No. 83 Manual Lubricating oil to be used for a) cing of Equivalent marine internal combustion engine lubricating 01 a SAE 30 (See 052-01) SE ee Se |UEC-L System Lubricating O#1 Uses of system lubricating of] 1, Bearing, gear, piston cooling . Turbocharger 2, Manual lubricating points . 3, Fuel injection pump control sleeve Standard for selection of lubricating oi] The lubricating oil for the marine internal combustion engine, which is of the HD type (alkalinity: 3 - 10 mg KOH/g) equivalent in viscosity to SAE 30, is to be the standard oil. Item ali Flash point (coc) °C viscosity cSt 100°C (mm’/s) Pour point °c Viscosity index Alkalinity mg KOH/g Maintenance of system lubricating oil 1. System lubricating oi1 shall be subject to chemical analysis once every three months to grasp its properties. 2. Values for use of system lubricating oil. Flash point (COC) °C. >180 cSt (mn?/s) 100°C F308 The values of this table shows =10% general using standard. Total acia mg KOI/g - Exceeding these values may cause -—-——)__ something unfavorable in the maintenance of engine. Alkalinity mg KOIt/g >2.0 Severe controlled pretreatment Viscosity Strong acid — mg KON/« ° J Ed ‘ and feeding new oil are recommended. Insolve (n=pentane) <2.0 Water content * <0.2 3. ‘The system lubricating oil is to be continuously cleaned hy oil circulation. Generally speaking the system lubricating oil of the HD type is emulsified when cleaned by means of water infusion. Therefore when the water infusion cleaning is needed, consulting with the oil maker is recommended. The waste of] collecting at the tanks and in the strainers is to be surely removed. As the deterioration of system lubricating oil progresses, carbon adheres to the cooling surface of the piston head, which may lead to the burning and cracking of the piston head. LA 47UEC-L . Standard for Selection ITEM The combustion and amount of the cylinder lubricating oil used are the decisive factors for the wear of the piston ring and cylinder liner. So Cylinder Lubricating Of1 GROUP 953 o1 the good operating condition of the engine depends greatly upon appropriate selection of the cylinder lubricating oil and its proper amount used. Standard for selection of cylinder lubricating of ‘the lubricating oil for the marine internal. combustion engine, which is equivalent in viscbsity to SAE 50 is to be regarded as standard Flash point (COC) °C HD type Heavy Duty >200 >210 cSt (inm?/s) Viscosity oor 16.3 ~ 21.9 Alkalinity — mg KOH/g >3 30% 100 Sulfur ash ¥ <0.8 L + Operation load of engine in question Tha value B in each of partial load is as follows ee Beye ee 1.0 1.2 <4 16, 1.8 2.0 2.2 2.4 Feed rate coefficient’: B Py rating ——— Woder i 6oLs aus SOLA 52un 45a 37LA Item : Engine ourpue kKW/eyt | 1770 1330 1550 1180 890 520 Engine speed — cpm 100 120 110 133 188 240 LA,LS 53V3 GROUP 053 UEC-L Adjusting Olagram of Cylinder Lub. 011 03 GURCS2LA 6620 kW x 130 rpm (miné1) (TEM Ex.1 Setting procedure for adjusting knob of lubricator ehh ™ SASK Esh Oi) feed rate converted into Py rating for initial sailing is determined to be 1.90 g/kWh from Flg.2, point 0. ~ When engine is operated at 85x load, that is, engine output 1s[938 |iK/cyl., point C is selected in Fig.2. Calculate derating coefficient Ky. In this case, since ky =[97.7 Jas shown dn Fig.2 with the mark (PJ, from the same Fig., actual feed rate qq * 9/kW-h can be read out as point A. In Fig. 1, the intersection of actual feed rate qq =[2-18]and output Le (938 ], 1.0. point & leads actual feed quantity Qa =[54.4}as point F. When engine spsed[173 |epm corresponding to load a5¥, the position of adjusting knob is given as The position of adjusting handle is determined to be| !0 |, Procedure for reading out of] feed rate api converted into Py rating When actual feed quantity Q, measured in engine is| 4: tyday.cyl., and engine output £ Kieyl., actual feed rate qq is given from Fig.1, point b as a, =[1.8)]9/kWeh- In Fig.2, draw the line passing on point ky =[97.7zJend qq [1.81], ana point P is settled on the Line T. Engine is now running at the load of ((@83_]+[1103]« 100 «[_80_]x, which can be protted as point e in Fig.2. Draw the line passing on point p and e, and feed rate converted into Pi rating is given as qPi = g/kw-h in Fig-2, point £. LALS 54 -053-03-2/3 Fig Austin Diagram of Cylinder Lub. OU ML vires UA EEA ea Engine speed Nes MIU MEER Cepm) R@ ae eR REE HR RE J: T a FF a0 wl "t | 60 70 Actual feed quantity MDE ON SED 3 CL 07 x 4 WEE MOC Z/day ey Position of adjusting knob 95 4.0 KOs i Ad z , WON Sora 7uiMaronse i 2. AAS Specific gravity ; 0.9 's W i $2 1ob tt ~~ & : 19 R20 oe 22 180 gate 1100 OM 2a Hh og 1030 err Sy 950 SS) 80 810 34 Ss 8 8 § 8B Output Le tit 9 (kW/eyt)9S 756 80 E- 85 90 95 py 1005 KN (%) Derating coefficient ~ L 1 eG cael ~ (Lap hs E14 (oss OF 12 @agyyplt 10 On 10.9 0.64 og ost? (g/PSh) g/kWh ga (Actual oil feed rate) Fig.2: |Caluculation Chart for Pl Conversion Oil aye hl (0.7) (0.6)---0.8 (g/PSh) g/kWh qe! P1 conversion oil feed rate Load (%) 30 40 30 20 ed Rate € jg 780890HEATER M3 BOLT - AC 1O0V. WITH NUT 053-04 1004 \ . = THERMOSTAT. il CABLE GLAND. OFF: 47.5% A-15¢ cover, [—ases_| immscarye |b ow zeus | wo mw | see, [ae > [ew] J WIRING ars HEATER i | LU VV THERMOSTAT HEATING UNIT 56-2,GROUP oss - - Pe jecti UEC-L rocedure for Fuel Injection Pump ITEM on Lubrication Lubricating time 1, Start the lubricating whe the change over fuel oil (heavy fuel oil+diesel oL1 is iniciated and continue it about one hour. 2. Before stand-by order for arrival, Supply the system oil to the fuel injection pump since 30min., and continue for an hour since them. Precautions: XY. Since this lubrication is for stick prevention, it shall securely executed. 2. In this lubricating line, oi) is supplied to the fuel injection pump through the tank which once receives oil leaking from the exhaust valve actuator. 3, In case whare the engine is stopped while the lubrication is pexformed, it shall be stopped after engine crank turning completion or when each pump is stopped (See 029-01). Lubricating work procedure The lubrication is performed by opening/closing operation of injection pump lubricating valve installed on the engine middle deck driving end. Name of parts: 1. Tank 3 2. Wbricating valve To crank case (overflow) 3, Fuel injection pomp S2LA 57-62Table of Contents HR R General —ARBLBA Engine Operation HR Fuel Oil HA OBE oh Lubricating Oil #78 38 Engine Trouble TERA OAL Engine Body and Static Parts AER OFF IE BBD Crank Shaft and Moving Parts DIL DARED Fuel Injection Pump, Governor and Control System RAK, PRR URE Turbocharger , i ne Hk Pipe Systems and Fittings MPREROAR A Auxiliary Blower iB) POTGROUP 61 EC-L Criteria for Cooling Fresh Wat UE! riterta 9 ater TEM Pure water (distilled water) or city water shall be used. As there are some ports supplying bad quality water, when the cooling water is acquired in any of ports, the chemical analysis shall be made as soon as possible to ensure the following matters. Total hardness element: 30 mg/% or less (as CaO) C2” ion: 100 ppm or less . 80,7 ion: 50 ppm or less There are some anti-corrosive agents which require severe water quality control. When used such water, if the above mentioned matters are over the criteria, the anti-corrosive effect will be remarkably reduced, or segregated products may become scale. Special cares shall be taken for such dangers. (the water analysis shall be subject to consultation with the anti-corrosive maker.)UEC-L Anti Corrosive Agent w in mi GROUP 062 ITEM ol Brands of recommended anti corrosives SAIC TIS Cs BEART 5. KO GIDL O& HET Brand tts ti YUNIPROT PC-200 seFoxvb PC—200 RUSMIN MK-45 FAL Y MK-45 KYORUKO™-WoNO.1 KOURYU MS-2 a-Ya- MS—2 Density (ppm) nm BE Maker Ame NIPPON YUKA KOGYOU cO., LID. BOA th tt KYOEISHA YUSHI KAGAKU KOGYO cO., LTD. 2,000~2,500 FERAL TH RE | at KYOKUKO KAGAKU CO. — PEED yen ee tk KOHRYU IND. CO., LID. 7 eo * 2:50 0~3,000 2,500~3,000 2500~3,000 HI-NOL —AM~5 A ee AMS PORICRIN 172D aye UY T-172D NEOS — PN-106 ® * A PN-106 FORMET 326 Tamra h 326 DEWT - NC TALUO IND. CO., LTD. a4 mw OTR 2000~2500 KURITA WATER IND. LID. a om rR NEOS CO. 2500~3,000 2,000~3,000 a FORK THE VEROLIN CO. , LTD. 2500~3,000 Ae y A Drew Chemical Corporation 3000~4500 Standard for water quality te Ak R & Total hardness element SRERD : 30mg/1 or less (as Cao) Cl ion : aay 100ppm or less WE 80, ion: 50ppm or less ae The above standard is to be strictly observed. ERM HICMIT EOL. Total hardness element BEI AY + 30 mg/l or less ab Cl ion : 5Oppm or less aay Oe so, , ton: SOppm or less AF A great care is to be taken net to exceed the above criteria. EBM EEN BR ROT Lo1/2 Control of Cooling Water GROUP 063 UEC-L ITEM on Density control of anti-corrosive when adding anti-corrosive, be sure to dissolve perfectly a specified amount of anti-corrosive in a separate tank beforehand, and put the solution in the cooling water system, Circulate the solution fully in the cooling water system, and make a check on the cooling water when it is considered that the density of the anti-corrosive has become uniform in the system: this check is to be made to make sure that the density is just as specified. In general, density is reduced in the initial stage of fresh water addition, and so a check is to be made frequently (at east once a day): and more anti-corrosive should be added, if necessary later, the density becomes unchangeable, and so you are to know fully the tendency of change in density for the future adjustment of the amount and interval of anti-corrosive addition. As long as the density is steady, a check is to be made once a week or once in two weeks; -the proper density is to be confirmed and recorded in order that the record can be serviceable for early detection of abnormal density if it should occur in the future. Incidentally, the reduction in the water quantity in the cooling water system due to evaporation and leakage should be made up for in proper manners In that case a care should be given to the density change of anti-corrosive before and after the addition of fresh water and anti-corrasive, and the tendency of the additional water quantity is to be confirmed. Control of pH The pt value of the cooling water is to be kept within the range of 8 to 10. When the pH value is not within this rang effect will be reduced, and so simultaneous check is to be made on both the density and pit value of the anti-corrosive. . When the pli value is less than 8, caustic soda is to be added; and when the value is more than 10, fresh water is to be added after the cooling the ‘anti-corrosive water has been taken out by 10 to 20%. Quality control of water Quality analysis is to be made at least once a month to make sure the standard mentioned in the pH value is maintained. If the water quality is out of the standard, the cooling water is to be renewed. In that case, however, the water treatment can be made by keeping the anti-corrosive density high only for a short period of time, but it is unavoidable that the deposit produced from the anti-corrosive may collect or that the anti- corrosive may be wasted. 66063-01 ~-2/2 ‘The proper use of the cooling water additive has a great effect upon the fatigue strength of the engine's component parts, such as cylinder cover, etc. For instance, supposing that the fatigue strength in the air is 100%, it is reduced to 62% in the air without additive. Renewal of cooling water The total amount of the cooling water is to be renewed in the following cases. Sea water mixed with fresh water due to the damaged fresh water cooler. A new brand of anti-corrosive is used for the first time. There arose floating matters and sediments in the cooling water system. The cylinder jacket cooling system is to be renewed every other year, though it depends upon the contamination of the cooling fresh water. others 1. The density meter which the anti-corrosive maker recommends is to be used. (The density meter will not be supplied by the engine maker.) Incidentally, {t is recommended that the sampling of cooling water should be periodically sent to the anti-corrosive maker for measurement of the anti-corrosive density, which is necessary to make sure of the accuracy of the measured value in the ship. Existence of floating matters in cooling water system. In the case that the cooling water is left as it is at an atmospheric temperature for a long period of time (about 10 days or over), there come into existence floating matters which are like gelatin or like jelly in extreme cases (a kind of mold). Once the floating matters come into existence, it 1s impossible to extinct them even through the temperature and circulation of the cooling water, and on the other hand, the anti-corrosive density will also be reduced in some cases. In the case that the cooling water system is xeused &f.ter it has been left out of use for a lonq time, the bottows Of the head tank and sump tank of the cooling water, and the cooling watér is to be renewed. Discharge of cooling water The discharge of the cooling water in the bay or harbor will, in some cases, results in the violation of the public nuisance control regula- tion (chemical oxygen requirement COD). In that ca: therefore, please consult the anti-corrosive maker about the treatment of the cooling water. clogging of cooling water passaga It is conceivable that the « cling water does not flow smoothly locally in the passages in the wat.r aed fuel injection valve and exhaust valve seat. In that case, the deposits in the cooling water collects gradually in the passages, thus resulting in clogging the passages completely. Therefore, a special consideration is to be given to the anti-corrosive in the cooling water system.Table of Contents HR R General — AREER Engine Operation wh RA Fuel Oil PROB ak Lubricating Oil #8 ak Cooling Fresh Water BAAR Engine Body and Static F Parts ARR RO LE BBS Crank Shaft and Moving Parts DF > TAR OUEDBD Fuel Injection Pump, Governor and Control System PREER LT, PER ORME Turbocharger i #3 tit Pipe Systems and Fittings MPI ROWE ah Auxiliary Blower ih) POTGROUP 0°71 - I ible of Starti UEC-L Impossi ng ITEM oon Causes for the engine impossible of starting are considered as follows: 1. The air does not run even with the maneuvering handle in position of “START”. (1) The valve on the control air line is closed or the control air line air pressure is too low. (2) The root valve of the starting air reservoir is closed. (3), The automatic starting air stop valve is left as manually closed ox engaged by sticking. (4) The camshaft is not incorrect position. The camshaft stopper is not inserted. (5) The turning gear is left as bitten and interlocked. (6) The system lubricating oi] pressure and the turbocharger lubricating oil pressure are too low. (7) Moving area such as bearing is sticked to work as brake. (8) The emergency stop switch is in stop position. 2. The fuel is not supplied and the engine does not make burning even with air-run. . (1) The stop. cylinder is engaged by sticking in fuel cutting position. (2) The solenoid valve of emergency stop device is’ engaged by sticking in stop position, (3) The valve on the fuel line is closed. (4) The fuel supply is insufficient due to the fuel strainer clogging. (5) Priming between the fuel injection pump and the fuel injection valve is insufficient. (6) The fuel injection pump plunger, delivery valve and rackare sticked. (7) ‘The wear of fuel injection pump plunger is excessive. (8) The fuel circulating pump pressure is too low. . (9) The camshaft direction is riot equal to the main engine rotational direction. . Some of cylinder is not normally ignited. . (1) The fuel injection pump is’ cut. (2) The fuel inlet valve of the fuel injection pump is closed. (3) Priming is insufficient. (4) The fuel injection valve nozzle is clogged, or the needle is sticked. (5) The priming valve of the fuel injection valve is left as opened. (6) Compression pressure is too low. (7) The fuel injection pump plunger, delivery valve and rack are sticked, 52LA .. 69 -Impossible of Reversing If the cam shaft does not moves to the reversing position even the operation is made for "REVERSING", causes for such trouble are considered as follows: 1. The maneuvering handle is not in the stop position. 2. The main engine speed is not under the speed enabling the reversing. 3. The valve on the starting air reservoir or air line is closed. 4. ‘The stopper of the safety device for camshaft shifting gear is sticked. 5. The reversing pilot valve is not operational because of poor adjustment of the reverse handle. “ 6. The valves of the control system control air line are sticked. 7. The pressure of the control system control air line is too low. The starting aix pressure is too low.UEC-L Abnormal Explosion on Starting Causes for the abnormal explosion on the engine starting are considered as follows: 1. 2. The maneuvering handle moved too far and fuel injection excessive Fuel oil is remaining on the top of the piston head from the beginning. In this case, the engine should be operated by means of starting air only slightly longer and blow off the fuel. (1) In priming operation of the fuel oil injection line, the fuel oil entered on the piston head. When the fuel injection valve is dismantled, fuel oil entered ‘on the piston head. Due to the failure and repetition of starting operation, fuel oil injected in previous operation still remained on the piston head. Incorrect adjustment of the fuel injection valve, namely, insuffi- cient opening pressure. Insufficient facing-up‘of the fuel injection valve nozzle and needle valve. Incorrect setting of the fuel injection pump rack and fuel injec- tion timing. . Incorrect setting of the handle and governor. Incorrect setting of the governor. Due to the sticking of the fuel injection pump delivery valve, the presence of foreign matters and incorrect facing-up of the valve, fuel oil flows into the fuel.injection valve too early and too long.Knocking in Engine The knocking and noise during the engine operations caused by the engine trouble. The noise due to the knocking in the engine is, in many cases, produced by the loosened moving parts, early ignition and uneven loads carxied by the cylinders. It is very difficult to detect the noise by hearing. If the noise is due to early ignition or due to uneven loads carried by the cylinders, it can be early detected through the indicator diagram taken from the cylinder in question. 1. Barly ignition (1) Leakage in the fuel injection valve or poor its spring force. (2) Incorrect setting of the fuel injection pump. (3) A large amount of low viscosity oil mixed in fuel oil. Uneven load carried by the cylinders (1) Incorrect adjustment of the fuel injection pump. (2) Incorrect adjustment. of the fuel injection. pump control system.bye. GROUP - Drop of Engine Speed * UEC-L p of Engine Sp; rem Causes for the trouble that the engine speed, in some cases, drops during operation in spite of the correct position of the maneuvering handle, are considered as follows: 1. Increase in the resistance of ship's hull. 2. Propeller damaged 3. Change in the center line of the shafting increased resistance. 4, Aix collects in the fuel injection pump or in the fuel line. In this case, open the air vent valve which is used for priming, and remove the air from the fuel oil line. 5. Damage to the fuel injection pump and the fuel ofl line. 6. Unsatisfactory functioning of the fuel injection valve. 7. Improper. fuel quality. 8. Fuel oil contains water Waste water should be removed from the service tank at regular intervals, or be separated by means of the purifier. 9. Insufficient pressure of the fuel injection pump suction. 10. The fuel oil strainer is clogged or damaged. 11. Insufficient supply of fuel oil due to unsatisfactory functioning of the fuel oil flow meter. 32. The governor is sticking at the position of low engine speed. 13. Abnormality of the governer control air pressure. 24. Overheat of the moving parts. The engine should be stopped immediately. 15. Unsatisfactory functioning of the exhaust valve and the dirty scavenging air ports. 16. A fire occurs in the scavenging chamber and air is insufficient. 17. The dirty or damaged turbocharger or air cooler, Insufficient supply of air. 52LA 73 075, o1GROUP ITEM UEC-L Sudden Stoppage. of Engine 076 OL Causes for unexpected stop of the engine are considered as follows: 1, Drop of the system lubricating o1l pressure, the turbocharger lubricating of] pressure, the EXH, Valve driving oil pressure and the EXH. Valve spring air prassure actuated the emergency stop device. 2. The fuel oil supply to the fuel injection pump is shut off by the causes of the stop of fuel circulating pump or the becoming empty of fuel oil service tank. 3., The fuel injection pump rack was pulled back to the zero position suddenly due to governor trouble. 4. When continuous fuel injection failed due to the damage to the fuel oi] line. 5. When the’ exhaust valve driving parts or the exhaust gas passages were damaged and gas discharge from the cylinder was obstructed. 6. Turbocharger damaged. 74GROUP 077 Troubles of Cooling Water System ITEM oO In some or all of the cylinders, cylinder cooling water and fuel injection valve cooling water, in some cases, show the abnormal drop or rise, or the incessant fluctuation in temperature or pressure though the cooling water system is correctly adjusted. In these cases, investigations should be immediately carried out to detect the cause, and corrective measures should be taken. Causes for troubles are considered as follows: 1. Fluctuation of cooling water pressure (1) Air remains in the cooling water pipes or in the cooling water chamber due to the insufficient air extraction at the early state. The head tank is empty, and the static pressure of the cooling water system drops. The system is partially damaged;‘and combustion gas leaks into. the cooling water. (4) The cooling water passage is clogged. 2. Temperature rise of cooling water in all the cylinders (1) The engine is overloaded. (Be cautious of the exhaust gas temperature, fuel injection pump rack and scavenging air pressure) ° Air is incompletely extracted from the cooling water chamber and from the piping. The stop valve is excessively closed by mistake. (Be cautious of pressure) The cooling water inlet or outlet is clogged. The cooler is fouled, or out of order. The cooling water pump is damaged, and discharges water insufficiently. Existence of failured area results the combustion gas infiltra- tion into cooling wate Temperature adjusting valve is in trouble,Troubles of Lubricating Oi1 System Causes for the troubles of lubricating oil system are considered as follows: 1. Pressure drop of lubricating oil (1) Lubricating oil pump inhales air. (2) Leakage occurs from safety valve of lubricating ofl pump or that valve is sticked. (3) 042 strainer is clogged. (4) Pipe joints are loose. 2. Temperature rise of piston cooling oil (1) The cylinder is damaged partly, or overloaded. (Be cautious of the exhaust gas temperature) (2) The piston is overheated or burnt partly. (3) The cooling oi1 passage in the piston head is clogged, or oil leaks from the piston cooling oil telescopic tube or other piston cooling oil pipe. (4) Combustion gas leaks into the cooling of] due to the partial damage to the piston head. 76Rise in Exhaust Gas Temperature The exhaust gas temperature rise has a great effect on the life of the exhaust valve and also on the wear of the piston ring and liner. The causes for exhaust gas temperature rise are considered as follows: Increase in load used ‘The fouling and deformation of the ship's hull increases resistance to a fairly great extent; even the washing of the ship's bottom does not reduce the resistance effectively: and the remaining resistance is gradually accumulated, resulting in a great resistance after several years. : And the bending of propeller blades due to drifting woods and going ground subjects the engine to an increased load.- In case that the range of the loads used is greatly discrepant from the range specified by the engine maker, the ship's bottom should be cleaned and the propeller repaired. . Defective fuel injection valve Exhaust gas temperature rises due to the enlarged nozzle hole of the fuel injection valve which was used for a long period of time. Rise in scavenging air temperature Exhaust gas temperature rises due to the fouling of the aix cooler or to scavenging air temperature raised purposely to prevent the production of water drops in the scavenging air. From experience, it is said that the 10°C rise in the scavenging air temperature xesults in the 5 to 10°C rise in the exhaust gas temperature. Fouling of scavenging air passage (1) Fouling of air side O11 mist chiefly fouls the suction casing and the diffuser of, the turbocharger; and exhaust gas temperature rises up due to the reduction in air quantity. The simple and best way to be taken is overhaul the turbocharger periodically and clean the diffuser and impeller.079-01-2/3 LA Clogging of cylinder liner scavenging port In rare case, the clogging of cylinder liner scavenging port by combustion products results the reduction in air quantity which causes the rise in exhaust gas temperature Fouling of exhaust gas passage Mainly, combustion products stick to the turbocharger nozzles and the surface of turbine blades, thus clogging the exhaust gas pas- sage and reducing the turbocharger efficiency. Therefore, the drop of the turbocharger revolution caused by above leads to the reduction in air quantity. ‘The most important measure is the improvement in combustion con- dition, but as other measures, the periodical cleaning of nozzles by opening and turbine side cleaning are ‘effective. (See the instruction book for the turbocharger.) Other than dirt, the failure of nozzles and blades caused by foreign materials results the reduction in the turbine efficiency. Leakage of scavenging air In case where scavenging air leaks into the crank case or where & large amount of air leaks out of the scavenging air trunk by the cause of too bit opening of the scavenging air trunk drain valve, the exhaust gas temperature rises up: A fire occurs in the scavenging chamber and air is insufficient. Unsatisfactory purification of fuel: oil - Unsatisfactory purification of fuel ofl causes the incomplete combustion and the exhaust gas temperature rii Employ properly the purifier and control carefully the temperature when using heavy fuel ofl. Insufficient suction of air. In case where the ventilating fan has not sufficient capacity of ventilating the engine room when the skylight is closed at sea in rainy weather, the engine room is short of fresh air, thus lead- ing to the rise in exhaust gas temperature. The engine room is to be provided with sufficient louvers, and proper measures are to be taken to get a large amount of fresh air into the engine room without difficulty. 78-1079-018 /3 —— 10. Blowby of exhaust valve. Refer to 081-01. U1, Exhaust valve driving gear (upper part) is out of order. Exhaust valve closing timing is deviated due to clogging of orifice of exhaust valve driving gear (upper part), usually accompanying with a slight water-hammering of exhaust valve driving oil and it causes slight deviation of exhaust gas temperature and pressure in cylinder. Checking the orifice at the earliest convenience is recommended. Cylinder of exhaust valve driving gear (upper part) Bolt “S2LA OBE) 3LA Surging in Turbocharger ITEM Surging occurs relatively frequently in the turbocharger while the engine is in servic Generally, the following causes may be considered as reasons for such surging. Rapid change in load Sudden fluctuation in rough weather or at the time of crash astern gunning. Insufficient supply of fuel The fuel is insufficiently supplied due to the clogging of strainers and incorrect adjustment of the circulating pump pressure. Abnormality of fuel system Combustion does not take place in some of cylinders due to the sticking of fuel injection pump, the damaged high pressure pipe, -: or the failure of plunger barrel. Or, combustion condition {s remarkably unequal in different cylinders due to incorrect adjustment of the fuel injection pump rack, the injection timing. Narrowed scavenging air passage Scavenging air passage is narrowed due to pronounced fouling etc., cloth, vinyl, etc. left carelessly on the top surface of the air cooler, or due to the sound insulating felt fallen and attached to the air suction side of turbocharger. Narrowed exhaust gas passage (after the tuxbocharger) There is an extreme increase in the resistance of the exhaust gas discharging passage. Engine operation at overload The engine speed is maintained as before even after the fouling of ship hull or damage of propeller is discovered. Fail of turbine blade, nozzle or diffuser Turbine blade, nozzle or diffuser is remarkably fouled or damaged unexpectedly wher they are opened for repair. Increased air resistance The turbocharger suction filter is extremely unclean, or there is @ great air resistance due to a small pieces of cloth and vinyl, etc. adhering to the filter surface. 79 GROUP 080GROUP 081 | vec- Damages to Exhaust Valve ITEM on I£ the following phenomena are observed during operation, the damage to exhaust valve shall be doubted. Quickly stop the engine, dismantle the suspectable exhaust valve, make inspection, and replace parts with spare ones if necessary. 1. Rise in exhaust gas temperature: The exhaust gas temperature first shows signs of abnormality due to the damages to the exhaust valve. It is usual that there occurs an exhaust temperature rise in the cylinder with damaged exhaust valves. 2. Abnormality of compression pressure: When damages advance to some extent, the compression pressure is reduced. This can be determined by comparison with that of other cylinders after taking the indicator diagram. 3, Noise: ead slow"; and the exhaust The engine speed is to be reduced to valve noise should be checked by means of the listening bar. When there exists the damage té the valve, the sound of the yas passing through the damaged parts is audible.’ Abnormal pressure of cooling water In the case that even the valve-seat cooling water chamber is damaged the cooling water infiltrates into the combustion gas and the cooling water pressure is difficult to remain constant. In that case, the lack of remedial treatment will result in the corrosion of the engine parts, the infiltration of cooling water into the turbocharger, the damage to the turbocharger blades due to drain attack, and the breakage of the blades.GROUP 082 TEM 2 Fire in Scavenging Air Chamber It is rare that a fire takes place in the scavenging air chamber after the ship is commissioned. If adequate actions are not taken, a serious incident such as the overrun of the turbocharger is caused. Remove the cause and detect its symptom as early as possible for preventing a fire. Causes of Fire in Scavenging Air Chamber and Removal of Causes (1) Accumulation of Sludge and Grease in Scavenging Air Chamber Ensure from time to time that the scavenging trunk drdin valve is opened slightly. Open the valve and blow off momentarily onec every day to prevent the clogging of the drain pipe. Remove sludge accumulated in the scavenging chamber and be sure that the drain pipe is not clogged, at regular intervals. Considerable Blow Out from Scavenging Air Port of Cylinder Liner Blow out of gas may be caused by slow combustion due to poor fuel or the faulty fuel valve, rise of backpressure due to the contami- nation of the exhaust system, or breakage or sticking of a piston ring. Carry out the maintenance of the fuel valve and keep fuel oil clean, and clean the turbocharger at regular intervals. Detection of Fire In case of a fire, the high temperature alarm due to the rise of scav- ‘enging:.chamber: ‘temperature’or the-scavenging chamber fire alarm is signalled. The fire, however, is detectable by the following symptoms. (1) The exhaust temperature of the cylinder affected by the fire rises. (2) The color of exhaust becomes thick like smoke. (3) The engine speed drops. Conduct the sensing check of the scavenging trunk etc., if any of the above symptoms is detected or the high temperaturé alarm is signaled without the aging contamination of the air cooler or other due reason, because there is a fear of a'small fire. Reduce the load and check the condition if the circumstances allow. : Action to Be Taken at A Fire (1) Slow down the engine speed to “SLOW and request the permission of the bridge for stopping the engine. (2) If permitted, stop the auxiliary blower in no time and shut down the engine. : Turn off the fuel supply pump after the engine comes to standing.082-01-2/2 (4) Check the scavenging trunk temperature by the local thermometer. If the temperature is below about 80°C, open the scavenging trunk window and check the fire. Put out the fire with a fire extinguisher for a oil fire or the fire extinguishing system of the scavenging trunk. When the window is opened, exercise extreme care because a flame may blow out. If the scavenging trunk temperature is over 80°C, put out the fire with the scavenging trunk fire extinguishing system without delay. Inspection and Actions after Extinction (1) Carefully check the inside of the scavenging trunk, (2) Inspect and clean the inside of the exhaust reservoir. (3) Check the piston rod, liner, and piston for the deformation and surface condition. Cost the piston rod with the system lubricating oil and drive the cylinder lubricator 50 times by the hand. (4) Check oil leakage from the piston. (5) Check the scavenging chamber wall, cylinder liner, and piston rod stuffing box if cracked. (6) Check the sensors of electric wiring at the high temperature section. (7 Carefully check the scavenging and exhaust system. (For, instance, the differential pressure of the air cooler, operation of the auxiliary blower, and operation of the scavenging air valve) (8) Inspect the piston rings for breakage and replace significantly worn piston rings earlier. (9) Increase the volume of cylinder oil and examine the effect, if sludge on the scavenging chamber well (opposite to the liner port) and the scavenging port is dry after run. Remove sludge if it 4s carbonized. Exercise extreme’ cars to the driness and carbonization of sludge at the above parts because they are a sympton of a fir (0) Remove other causes of.a fire AGROUP 083 ITEM on Abnormality of exhaust valve timing UEC-L Following phenomenon which took place on a specific cylinder or on some of cylin- ders during the operation suggest a possiblity of the abnormality in the exhaust valvetiming, The cause is considered to result from the conditions as noted below, 1, Phenomenon which occurs for advance of the valve timing. (J) Noise at which the exhaust valve strikes the valve seat is relatively high. @ lligh pressure driving oi! pipe, safety valve, oil,drain valve or feed oil check valve is incompletely mounted. ® Circulating orifice mounting bolts are loosened or the gasket of it is def- ective. @ Piston rings of the exhaust valve driving gears (upper and lower parts) are incorrectly mounted or fractured, The bush of the exhaust valve driving gears are excessively worn. (2) Driving oil is accumulating at the sight glass of the exhaust valve driving gear (lower part). @ The cause is the same as noted in the above item (1)-@, (3) Compression pressure is relatively high (take indicator diagram) ® The cause is the sane as noted in the above items (1)-@, @ and @. The cause of advance of the valve timing suggests the possibility of the driving oil leakage. Inspect and tighten up the above noted parts. If the oil still leaks, the engine operation should stop earlier, and replace them with spare parts if nec- essaly. LA 83083-01~2/2 2. Phenomenon which occurs for delay of the valve timing. (4) Compression-pressure is relatively low (take indicator diagram) @ Circulating orifice is blocked, 3. Exhaust valve is not operated. (In the engine turning, the exhaust valve does not actuated). (5) Seeing from the sight glass, of the exhaust valve driving gear (upper part) the exhaust valve is not operated. © Exhaust valve driving gear is cutting-off, (disconnected) @® Feed oil check valve is stuck. The above noted phenomena take place on rare occasions, but improper treatment is . likely to lead to a serious accident. The engine operation should stop as early as possible, and inspect the check valve. If necessary, replace it with the spare parts. LA 8Table of Contents General — AREA Engine Operation HERE Fuel Oil HR OBE oh Lubricating Oil Bl i Cooling Fresh Water BERK Engine Trouble ORE Engine. Body and Static Parts” eR ESR OFF LEB Sp Crank Shaft and Moving Parts DD 7 BHR OSE B85} Fuel Injection Pump, Governor and Control System BRELR UD’, TER ORE Turbocharger @ iS ' Pipe Systems and Fittings MELEROUARR Auxiliary Blower TOTca a4 GROUP ITEM o1 UEC-L Main Bearing The main bearing consists of the upper metal (2), the lower metal (3) and the bearing cap (1), which is installed on the bed plate with four stud bolts (6). ‘The white metal is casted on the surfaces of the metals (2) and (3). These metals are thin shell metal which becomes real round when tightened. Lubricating oil is supplied from the top of the center of the main bearing cap. For the main bearing clearance, refer to the clearance of main parts of the maintenance manual (0060-01) . For the main bearing tightening, refer to the section for the tightening values for main bolts of the maintenance manual (0070-01). For the maintanance work, refer to the’ section for main bearing of the maintenance manual (1140-01 % 04). Name_of part: 1. Main bearing cap 2. Main bearing uppex metal 3. Main bearing lower metal - Dowel pin Pin Stud bolt awe + Nut 52LA- BeGROUP 116 (TEM o1 Thrust Bearing. The thrust bearing is as fan-shaped bearing of Mitchel type consisting of 8 steel lined segments with cast white metal in ahead and astern side and transmit. the thrust force of the propeller to the thrust block. he pads are kept from turning round by the thrust bearing support (1), (2). Lubricating oi1 is supplied to the thrust bearing through a hole in the thrust bearing cover. For the thrust bearing clearance, refer to the section of the clearance of main parts of the maintenance manual (0060-01). For the procedure for inspection and adjustment of the thrust bearing, refer to the maintenance manual (1160-01, 02). Name_of parts: 1, Thrust bearing support (ahead side) 2. Thrust bearing support (astern side)q@Roup 124 ITEM o1 Tie rods (1) are, arranged intwo rows, cam side and exhaust side, and rigidly fasten the cylinder jacket, the column and the bed plate with the nuts (2) to for the engine body For the vibration, the vertically slitted bush (4) attached to the tie rod stem is supported by the special bolt (5) attached to the column. For the tie rod tightening, refer to the Tie rod tightening procedure of the maintenance manual (1240-01). Name_of parts: 1. Tie rod 4. Bush 7. Cover 2. Nut Special bolt 8, Hexagon socket head cap screw52LA Piston Rod Packings The stuffing box (1) and (2) are made of cast iron and split vertically. They house oil-seraper ring (4) and (5), and packing ring (6), (7), and (a). O11 scraped by the ofl-scraper ring, the third ring from the bottom, falls in the crankcase and that scraped by the fourth ring from the bottom is carried by a pipe to the exterior and dropped in the leak tank. Each ring is split to three segments which are pressed against the piston rod from behind with spring (9) and (10). The serviceable limit of each ring is stated in the description of the clearances of major parts (0060-4) in the maintenance manual. The disassembling and reassembling method of the piston rod stuffing box is stated in the maintenance manual (1330-01). Name_of Parts: Lower stuffing box Upper stuffing box Support Oil-seraper ring Ofl-scraper ring Packing ring Packing ring Packing ring Spring (oil-scraper ring) Swearwawrune . Spring (packing ring) 89GROUP 134 ITEM OL Cylinder Liner Being an unit type, the cylinder liner forms the combusticn chamber togather with the cylinder cover and the piston. the cylinder liner (1) is right cylindrical, made of special wear-resist- ant cast iron, and has 24 scavenging air ports of a special form in the lower part and eight cylinder lubricating oil holes in the upper part. There is a cooling water passage in its flange, and is cooled by fresh water led from the cylinder jacket in combination with the water guide jacket. (2). The water guide jacket (2) leads fresh water for cooling to the upper half of the cyliner liner and has the dowel pin (3) for positioning on the cylinder cover, attachment. The outer surface of theupper half is cooled by fresh water and the lower half the scavenging air ports is exposed in the scavenging air chamber. The gascket (4) is put on the contact surface with the cylinder cover to maintain the gastight joint. The sudden change in temperature of cooling water shall be avoided for the protection of cylinder liner. When the cylinder liner is renewed, it shall be faced up for a certain period, and the cylinder lubrication is to be adjusted. The load must be increased gradually. For the maintenance of the cylinder liner, refer to the section for the cylinder liner of the maintenance manual (1340-01 ¥ 02). Name of parts cylinder liner Water guide jacket Dowel pin Gascket O-ring O-ring O-ring Detail A S2LA 902 GROUP 141 7 cylinder Cover UEC-L Trem The cylinder cover is made of forged steel, and forms the combustion chamber together with the cylinder liner and the piston. On the top and the side of the cylinder cover, various valves required for engine operation are installed. ‘on the top, one exhaust valve (2), two fuel injection valves (3), one starting air valve (5), one cylinder safety valve (4), and one indicator valve (6) are rigidly secured to the cylinder cover. the cylinder cover is secured to the cylinder liner with eight cover bolts, and the soft iron gasket ring (8) for gas tightness is put on the contact surface with the cylinder liner. the cylinder cover which employs a “Bore cooling" system besides cooling water chambers is cooled inside by’ fresh water. The cooling water is led from the cylinder jacket cooling water chamber into the lower cooling water chamber of the cover (1) passing through the shoulder part of the cylinder liner anfl then through the water guide jacket (7). Furthermore, the water cools down the cover passing through the multi-bored part in it and then flows out to the exhaust valve. For the cylinder cover tightening, refer to the section for main bolt tightening standard of the maintenance manual (0070-01). For the maintenance of the cylinder cover, refer to the section for cylinder cover of the maintenance manual (1410 ¥ 03). Name of part: 1, Cylinder cover Exhaust valve Fuel injection valve . Cylinder safety valve Indicator balve 2. 3 4 5. Starting air valve 6 7, water guide jacket 8 - Gasket S2LA ~~ 91a [a FUT Sy a | a (| | aes ° | | “OT ee i a si bY Ky (\ 52L72 . GROUP 142 a Fuel Injection Valve UEC-L ITEM os The fuel injection valve is the most important part directly governing the engine performance and the durability of the combustion chamber, and the cate of fuel consumption is determined mainly by the performance of the fuel injection valve. Two fuel injection valves for each cylinder in the free end side and the driving end side are provided. The nozzle tip (3) hardened for durability is shrunk fit into the nozzle holder (2). In the valve body, there are the fuel oil passage, the heating steam passage, the spindle (8), the spring (9), etc., and the spring force is adjusted by the adjusting screw (12). The parallel pins (17) are install at the joint between the nozzle housing and the valve housing against the turning and so that the fuel oil passages do not misalign when assemblying. The air vent valve (15) is used for priming. When mounting the fuel injection valve, two attaching bolts inserted coned disc springs shall be properly tightened. Refer to the maintenance manual (1420-06) for the tightening method. When reassembled, the priming of the fuel oil piping system shall be made. For the process of priming, refer to the section for the Inspeation and preparation for starting (023-01). For the clearance adjustment between the adjusting screw (12) and the nut (13), refer to the section for procedure for fuel injection teat of the maintenance manual (1420-02).142-01-2/2 Name of parts: 1, Housing 2. Nozzle housing 3. Nozzle tip 4. cap nut 5. Needle 6. Spindle guide 7. spindle guide 8. Spindle 9. Spring 10. Spring retainer 11, Spring retainer 12. Adjusting screw 13. Lock nut 14, Connecting joint 15. Air vent valve housing 16, Steel ball 17, Parallel pin 18. O-ring 19. O-ring LA 94/95GROUP ‘43 ITEM or Exhaust Valve UEC-L ‘The exhaust valve is fixed in order to discharge the combustion gas in the cylinder and one set is attached at the center of the cylinder cover of each. The exhaust vavle consists of a valve stem (8) made of special heat-resisting steel, stem guide (6) supporting the motion of valve stem, guide bush (11) and piston (12) for actuating exhaust valve, air spring cylinder (2), and air spring piston (3), valve seat (9) made of special steel fixed at the lower end of the exhaust valve. Eight blades are so shaped on the top of piston (12) for actuating exhaust valve that the exhaust valve can be rotated by jet of oil. The valve seat (9) is cooled by cooling water led through the cylinder cov Notes: (1) For clearance of each part of exhaust valve, refer to “Maintenance Manual - Clearance of main parts (0060-02) (2) For exhaust valve tightening, refer to “Maintenance Manual - Tightening Values for Main bolts (0070-01)". (3) For maintenance for exhaust valve, refer to "Maintenance Manual - Exhaust valve (1430-01106)". Name of parts: : 1. Exhaust valve housing Driving oil => . 2 2. Air spring cylinder . 10 3. Air spring piston 4. valve cotter n 5. Fixing flange Wg 6. Stem guide 7. Retainer —_| {~~ 8. valve stem 2 4 9. Valve seat e l 3 10. Cylinder for actuater P| D 11, Guide bush 12. Piston i _ 6 : ? 52LA 96143-01-vz GROUP. UEC-L HYDRAULICALLY ACTUATED 143 EXHAUST VALVE SYSTEM ITEM a1 1, Exhaust valve u 2. Air spring 10. Bie 3. Actuator piston : 4. Driving oi! pipe 5. Piston (lower part) 6. Roller guide T. Roller 8. Exhaust Cam 9. Sight glass 10, Valve Lift limitation hole Dry Air (0.7~0.9MPa) 23 ll. Orifice 16. Relief valve (0.69mpa) 21, Check valve. 12. Spring 17. Air branch pipe 22. Air stainer 13. Check valve 18, Oil drain main pipe 23. Lubricating oil main pipe 14. Relief valve (24.5mpa). 19. Air main pipe 24. Air sparator 15. Drain valve 20. Check valve 25, Sight glass a. Screw for cut off driving gear 52LA 97GROUP 144 UEC-L Starting Air Valve ‘ ITEM or ‘The starting air valve controls the starting of the engine, and admits starting air into the cylinder when it is opened by the control air supplied through the starting air control valve. When control air is supplied to the piston (4), the valve stem is pushed down by its pressure, and starting air is admitted through the starting air inlet passage into the middle open space in the valve and then into the cylinder from between the valve housing (1) and the valve stem (3). When control air to the piston is exhaused, the piston (4) is pushed upward by the force of the spring (5), and the valve is closed. Refer to the section for the main bolt tightening standard of the maintenance manual (0070-01). For the clearance of the valve each parts, refer to the section for the clearance of main parts of the maintenance manual (0060-02). For the maintenance of valve, refer to the section for the starting air valve of the maintenance manual (1440-01. 02). Name of parts: 1, Valve housing S. Spring 9. Grease nipple 2. Cover 6. Gasket 10. O-ring 3. valve stem 7. Nut V1. o-ring 4. Piston 8. Washer with clicks 12. Bolt O-ring O-ring 52LA 98bE GROUP ITEM Cylinder Safety Valve 145 oL The cylinder safety valve automatically pops open and relieves high- pressure gas from within the cylinder in the event of gas within the cylinder rising to abnormally high level in pressure beyond a certain limit, to ensure the safe engine operation. The cylinder safety valve contains in its lower section the special ateel valve seat (5) and the valve (8') and, above these valve seat and valve, the spindle (2) and the spring (3). At a pressure in excess of the set pressure, the valve (8) 1s pushed upwards so that gas blows out into the atmosphere through gas vent holes in the valve seat(5). The blowing pressure of the safety valve is adjustable by handling the spring support (1). If the safety valve blows during engine operation, that leak shall be inv tigated as soon as possible, and if necessary, the valve shall be repaired. For the maintenance of valve, refer to the section for the cylinder safety valve of the maintenance manual (1450-01). Blowing Pressure =:16.7 oe Mpa Name_of part: 1. Spring support 2. Spindle 3. Spring 4, Lock nut 5, Valve seat 6. Gasket 7, Gasket 8, valve 9, Attaching holder 52LA 99GROUP Ms (TEM Indicator Valve oL ‘The indicator valve is equipped on the cylinder cover so as to measure the change in pressure in the cylinder during engine operation. The indicator is attached to gas talking out part and the pressure in the cylinder is measured by “o” the indicator valve. ‘The valve body (1) is made of special cast iron and threaded on the gas taking out part to permit the indicator being screwed into it. The valve spindle (2) and the valve seat (4) are located midway in a gas passage cut through the valve body. Since soot and oil adhere to the gas passage of cylinder cover for taking indicator diagram, before attaching the indicator to the valve, open the indicator valve slightly and blow of adhesion particles. The blowing off period should be in-once or twice combustion in each cylinder. Keep your body (especially your face and hands) off to the gas outlet of the indicator valve because high pressure gas blows off when opening indicator valve during engine operation. WARNING ‘When the engine is turning, air-run is being carried out or engine is before overhauling, the indicator valve shall be kept as fully opened. For the inspection of indicator valve, refer to the maintenance manual (1460-01). Name of parts 4. Valve body 2. Valve spindle 3. Valve guide 4. Valve seat 5.Cohical spring washer 6.u Nut 7. Piece 8. Gasket 9. Gasket . 52LA 100GROUP UEC-L Air Cooler eM The air cooler is of multi-tube type, having a steel plate casing (1) and a cast iron water chambers (2) (3) around. The air cooler is provided in each scavenging air passage between the turbocharger and scavenging air trunk on the one-air-cooler-per-turbocharger principle. Copper alloy cooling water tubes are each provided with numerous cooling fins, and cooling water passes through these tubes. As cooling water, sea water enters the air cooler at the lower entry port and is discharged through the upper exit port. An anti-corrosive anode plate is provided between the cover and casing. A manometer (4) is installed on the casing (1) lateral side for deter- mining the degree of fouling of the air side. For the maintenance, refer to the section for the air cooler of the maintenance manual (1620-01 © 02). Name of parts 2. Casing 2. Outlet/inlet side water chamber 3. Return side water chamber 4, Manometer 5. Aix vent cock 6. Drain cock \ 101Scavenging Air Valve UEC-L The scavenging air valve is of butterfly-valve lype af steel plate.One valve plate supported by Ihe shaft support is attached to the frame A number of scavenging air valve are installed inside the scavenging air trunk The function of the scavenging air valve plates shall be checked periadicaity. The valve plate shall be moved easily by hand. 41. Valve plate 2. Bearing 3. Bush Scavenging ait trunk a alle ts! Chonber 28d Chanber 102 52LATable of Contents BRR General — AAA Engine Operation BREW Fuel Oil WRB A Lubricating Oil oF ih Cooling Fresh Water MAGA Engine Trouble MORE Engine Body and Static Parts o REDRLT, HRER OER Turbocharger i #8 48 Pipe Systems and Fittings HAREROTE A Auxiliary Blower IOGROUP 2 ITEM o1 Crank Shaft ‘The crank shaft is of semi-built-up type of forged steel. The crank pin and the crank arm (1), which are in a piece, and its main shaft (2) is shrunk into the crank arm, The thrust shaft (3) is shrunk to the driving end crank arm, and the gear (4) attached to crank shaft for camshaft driving is attached to the thrust collar (5) driving end side. The fly wheel (5) is installed at the driving end of the thrust shaft. Cooling oil diverged from the crosshead pin is led to the crank pin through oil passage in the connecting rod and crank pin bearing. For the maintenance, refer to the section for the crank shaft of the maintenance manual (2210-01). Name of parts 1. Crank arm Fly wheel 2. Main shaft Key 3. Thrust shaft 4. Gear attached to crank shaft 52LA 104 -Connecting Rod and Crosshead The connecting rod receives via the piston and crosshead the driving gas pressure imparted by the expanding gaseous product of combustion in the combustion chamber and transmits it to the crank shaft to change the reciprocating motion into rotary motion, The crosshead supports the piston xod upright and moves up and down in the guide bars of the column . The connecting rod (1) is made of forged steel, and the crosshead pin bearing (7), (8) on which the white metal are cast, are attached by means of four bolts (17) to its top. ‘The other hand, at the bottom, the crank pin bearings (4), (5) with cast white metal are attached by means of two bolts together with the crank pin bearing housings (2), (3). The crank pin bearing metals (4), (5) are shell metal. The crosshead pin (6) is provided with guide shoe holder (9) and guide shoes (10), (11) at its both ends, and white metal is cast into the = surface of each. . The adjusting liner (13) is installed on the contact surface between the crosshead pin (6) and the piston rod for the piston centering. The corsshead pin bearings (7), (8), guide shoe (10), (11) and crank pin bearing (4), (5) are connected with the crosshead pin (6) for feeding piston cooling oil to lubricate the bearing. clearance between the guide bar and the guide shoe is adjusted by shim.” the clearance of each part, refer to the section for the clearance of main parts of the maintenance manual (0060-05). For the main bolt tightening, refer, to the section for the main bolt tightening standard of the mainténance manual (0070-01) . For the maintenance, refer to the section for the connecting rod and crosshead of the maintenance manual (2350-01 ~ 05). Name of parts: Connecting rod 13, Adjusting Liner Crank pin bearing housing (upper) Shim (exh. side) Crank pin, bearing housing (lower) 1S. Shim (cam side) Crank pin bearing metal (upper) Crank pin bearing bolt Crank pin bearing metal (lower) 17. Cross-head bearing bolt Cross-head pin 18. Stud bolt Cross-head pin bearing (upper) 19. Bolt Cross-head pin bearing (lower) 20. Bolt Guide shoe holder Nut Guide shoe (exh. side) 22. Nut, Guide shoe (cam side) 23. Nut 24. Locking washer 25. Piston rod 52LA 105zoorvl-“ye S2LA 106Piston and Piston Rod The piston consists of the special forged steel piston head (1), piston head inner pieces (2), (3), and piston skirt (5) attached to the piston rod flange bottom surface. Eight stud bolts (10) are provided ‘at the under side of the piston head to securely fix the piston head to the piston rod (4). ” Four piston rings (16),(6) and (7) are in the piston-ring grooves in the side of piston head ensure gastight interface between the piston head and cylinder liner inner surface. The top of piston head, cylinder cover, and oylinder liner together constitute a combustion chamber. The inner pieces consist of the upper inner piece (2) and the lower inner piece (3). The lower inner piece is securely fixed to the piston head (1) by four bolts (9), and the space between the piston head and inner pieces (2) and (3) serves as a cooling-oil chamber. cooling -oil chamber by way of inner pipe (8) built in the piston rod. The piston rod is of forged steel and has a square flat at its lower end, Cooling oil is supplied to the which is joined to the crosshead pin by four stud bolts Since the piston rod (4) shuttles between -the scavenging-sir chamber of the cylinder jacket and crankcase, a piston-rod stuffing box is provided in, way of the penetration in the cylinder jacket, . For the main bolt tightening, refer to the section for the tightening values of main bolts of the maintenance manual (0070-01). For the clearance of each part, refer to the section for the clearance of main parts of the maintenance manual (0060-03). For the maintenance, refer to the section for the piston and piston rod of the maintenance manual (2450-01 ~ 03). Name_of parts 1. Piston head : 2. Upper inner piece 3. Lower inner piece 3 4. Piston rod 5. Piston skirt 6. Piston ring 7. Piston ring 8. Inner pipe 9. Bolt 10, Stud bolt 1. onet |” 12, O-ring 15+ Plug | 13. Bolt 16. Piston ring 14, O-ring 107GROUP 246 ITEM Piston Cooling System UEC-L OL Cooling oil is distributed from the cooling-oil main pipe to the inner pipe (1) of cooling oil telescopic piping for each cylinder and led through the supporting piece (5) on the crosshead pin into oil passage in cooling-oil pipe in the piston’ rod. After cooling the piston head, cooling oil leaves the piston head by way of the center of the piston-head inner piece, goes down the outlet oil passage in cooling-oil pipe in the piston rod, and flows out into the oi] guide groove (7) through the discharge pipe (6). The sleeve box has the sleeve (3) and sleeve holder inside for preventing the oil leakage from the sliding are of inner pipe (1). For the maintenance of cooling system, refer to the maintenance manual (2460-01) Name of parts 1. Inner pipe 5. Supporting piece 2. Sleeve box 6. Discharge pipe 3. Sleeve 7. O41 guide groove 4. Sleeve holder 8. O-ring 52LA 108GROUP 255 Camshaft and Camshaft Bearing 1TEM 01 ‘The camshaft (1) has the exhaust cam (6), fuel cam (7), starting air control valve driving gear, and camshaft driving gear on it to directly contro] the engine operation. The camshaft is driven by the crank shaft via camshaft driving gear. The camshaft is a single, solid shaft and, housed in the camshaft casing, is supported by a bearing in way of each cylinder. The camshaft shifting gear is attached to the camshaft free end side and the camshaft driving gear and starting air control valve driving gear are installed on the driving end side. When the camshaft is at the position of free end side, the engine rotates in ahead direction, and at driving end side it rotates in astern direction. For the clearance of camshaft bearing, refer to the section for the clearance of main parts of the maintenance manual (0060-07). Name of parts - Camshaft Middle . Cap (Free, Driving end) + Cap (Middle) - Metal (Free, Driving end) + Metal (Middle) Free Driving end . Exhaust cam . Fuel cam . Key 52LA 109S2LA Camshaft Driving Gear The camshaft driving gear consists of the crank shaft gear (1), primary idle gear (2), secondary idle gear (3), and camshaft gear (4). All the gears are spur gears, and the secondary idle gear (3) has teeth with wider face width than other gears to take care of the shift of cam- shaft for “AHEAD” or "ASTERN" operation. ‘The gears are spray-lubricated where they mesh. The flange of gear shafts’ (5), (6) are bolted to the driving end of the engine column, and the shaft end itself is supported by the cast-iron supporter (7). For the backlash of each gear, refer to the section for the clerance of main parts of the maintenance manual (0060-06). For the inspection and adjustment of the camshaft driving gear, refer to the section for the camshaft driving gear of the maintenance manual (2860-01). Hame of parts: Crank shaft gear 5. Primary idle gear shaft Primary idle gear 6. Secondary idle gear shaft Secondary idle gear = ~ 7. Gear shaft supporter Camshaft gear 110 .GROUP 263 = Exhaust Valve Driving Gear UEC-L ITEM on ‘The exhaust valve driving gear consists of such parts as driving piston (1), roller (2), exhaust cam (3), spring (4}, piston (5), hydraulic cylinder (6) and feeds driving oil pressed to the exhaust valve actuator through check valve (7) to open/close the exhaust valve. Lubricating oil is supplied to the piston and others passing through oil passage in the camshaft housing and the driving piston. In order to stop the action of an exhaust valve in emergency, the screw hole which is used to keep driving piston pushed up is provided. For clearance of each part, refer to “Maintenance Manual - clearance of main parts (0060-10)". Name of parts: 1. Driving piston To exhaust valve actuater Roller Exhaust cam Piston 2 3 4. Spring 5 6. Hydraulic cylinder 6 7 Check valve ass'y Screw for cutting off driving gear Cam shaft housing t Driving oil supply port c-c LA 111iwe GROUP 271 ITEM UEC-L Camshaft shifting gear on The camshaft shifting gear, fitted to the free end of the camshaft, controls the shifting to free end side and to driving end side of camshaft by dint of hydraulic pressures built up in the hydraulic cylinder by oil supplied from each of ‘AHEAD’ and “ASTERN" oil bottle. The shifting {s accomplished by means of a reversing handle, and when going ahead, the camshaft 1s kept at free end side. The cast-iron piston (4) with 0 ring moves to free end side or driving end side in the cast-iron hydraulic cylinder (2) as oil 4s forced into the cylinder through top of the cylinder. Lubricating oil is used as hydraulic ofl. The camshaft shifting gear is equipped with a safety gear (8) on free end side to hold the camshaft. in shaft direction. The stopper of this safety gear (0) is loaded with springs (2) and 3) lands into a recess provided in the guide bar (7) to hold the camshaft during operation. A piston valve @1} is provided on the stopper top to shut off the ‘AHEAD" or starting air if the camshaft is not correctly held at “ASTERN" position. When the reversing handle 1s turned to “AHEAD" (or “ASTERN") position, the starting air {s supplied from the starting air reservoir to arrive at the safety gear (8) and push up its stopper (0), then goes to the “AHEAD" (or “ASTERN") 011 bottle to pressurize the oil in o11 bottle. This pressurized oil actuate the piston (4) in the hydraulic cylinder (2) to shift the camshaft to "AHEAD" (or “ASTERN") position. When the camshaft is correctly shifted to "AHEAD" (or “ASTERN") position, and the reversing handle is turned to NORMAL position, the air ‘held in the safety gear and oil bottle is discharged to atmosphere, and the stopper Q@ is pushed down by springs 42 and 43 to fix the camshaft. 52LA 112 .271-01-2/2 Name _ot parts 1. Camshaft 2, Cylinder 3. Cover 4, Piston 5. Shaft cover 6. Shaft cover 7. Guide bar 8. Safety gear body 9. Safety gear cover 10. Camshaft stopper 11. Piston valve 12. Spring (inner) 13. Spring (outer) 14, ‘Thrust pad 15. Shaft 16. © ring 17, 0 ring 18. Oi} bottle (ahead) 19. O42 bottle (astern) 20. 0 ring To Auto. starting air From Starting air From Oil bottle From Oil bottle stop valve pilot valve (astern) (Ahead) lea 52LA 113282 UEC-L Lubricator Driving Gear GROUP ITEM The cylinder lubricating system put an emphasis on the timely lubrication to reduce the cylinder lubricating oil consumption. The lubricator driving gear is located at the middle floor of the engine @riving end and driven by the camshaft through gears. . For the adjustment of the rate of cylinder lubrication, refer to the Section for the cylinder “lubricating oil (053-01 ~ 03). v For the maintenance, refer to the lubricator driving gear of the \ maintenance manual (2820-01'~ 02). For the clearance of each part, refer to the section for the clearance of main parts of the maintenance manual (0060-2). Handle the lubricator in accordance with the instruction book supplied by the maker. [% A Name of part: 1. Cylinder lubricator 2. Universal joint 3. Gears 4. Shaft 52 LA (BR) "4Table of Contents HX R General — ALBA Engine Operation BRE Fuel Oil HRB TR Lubricating Oil if a Cooling Fresh Water HA - Engine Trouble HOM Engine Body and Static Parts AEROBIE BB Crank Shaft and Moving Parts IDL TRROBHBD Fuel injection Pump, Governor and Control Sys BIRR URN - Turbocharger A i ik Pipe Systems and Fittings HERERO A Auxiliary Blower WHITGROUP 310 ITEM on Fuel Injectfon Pump The fuel injection pump is located on the camshaft casing of engine one for each cylinder and driven by the fuel cam attached to the camshaft. ‘This pump supplys the fuel oil to the fuel injection valve provided to each cylinder. The plunger (2) has special shaped notch on its top which changes fuel injection timing autdmatically, - The lubricating plug is provided on the housing (1) to prevent sticking of moving part due to the quick change of fuel oil temperature while the fuel ofl is changed. For the static injection timing of the fuel injection pump, refer to the operation result supplied by the engine maker. For the maintenance of the fuel injection pump, refer to the section for the fuel injection pump of the maintenance manual (3100-01 v 02). Name of parts: Housing 5. Delivery valve O-ring Plunger 6. Spring Set-bolt used for Control rack 7. Spring air vent as well Control sleeve 8. O-ring Plunger guide 12. O-ring 13. Backup ring E S52LA 116Fuel Injection Pump Driving Gear The fuel injection driving gear consists of the driving piston (1) which slides smoothly in the camshaft casing, and its accessories In its upper area, the adjusting screw to push up the fuel injection pump plunger guide is attached,and in its lower area, the roller pin (4), roller bush (5) and roller (3) are installed. The lubricating system is same as for the exhaust valve driving gear (263-01). ‘The fuel injection pump cutting-off device which stops the’ pump driving on emergency time is provided. For the handling of the fuel injection pump cutting-off device, refer to the section for the cutting-off fuel injection pump (031-01). For the clearance of each part, refer to the section for the clearance of main parts of the maintenance manual (0060-09). For the maintenance, refer to the fuel injection, puinp driving gaar of the maintenance manual (3130-01). Name of parts: ® . iL 1. - Driving piston 2. Pump holder 3. Roller 2 9 10 4. Roller pin 8 7 5. Bush : 1 12 6. Stopper plate of driving piston aa NIT 7. Lifting-up piece KOU = 8. Fuel oil splash preventive plate 9. Adjusting screw 10. Lock nut 11. Fuel injection pump uu 12. Camshaft casing 13. Fuel cam 52LA 117 .GROUP 323 Starting Air Control Valve ITEM o1 ‘The starting air control valve controls the distribution of control air to starting dir valves. ‘The starting air control valve is located at the driving end of the camshaft and consists of a couple of helical driving gears (4), (5), turning disk (6), gear shaft (3), which transmits the rotation, bearing support (2) cover (7), and housing (1). Once the maneuvéring handlé is turned to the "START" position when start— ing the engine, control air flows into the starting air control valve through the cover (7) and makes the turning disk (6) to be attached tightly to the gear shaft (2) to pass through the air way of the bearing support. when the maneuvering handle passed over the “START” position, the control air will be no more supplied and the gap is made between the turning disk (6) and the bearing support (2) to discharge the unnecessary aix existing in the control valve and starting air valve. For the timing of the control valve, refer to the section for the adjust- ment for engine timing of the maintenance mantial (0030-01) . For the clearance of each part, refer to the section for the’ clearance of main parts of the maintenance manual (0060-10) . Name_of parts: cover . Rousing Turning disk stopper Bearing support spring Driving gear shaft Double nipple with nonreturn valve Driving gear (large) Pressure ring Driving gear (small) Adjust ring Turning disk KeyU EC-L Turning Gear 52LA The engine turning gear, of cycloid reduction gear type, is provided at the driving end of the engine on the engine bed plate. ‘The engine turning gear, ‘driven by an electric motor, is engaged with the flywheel to turn the engine crank shaft for adjustment and like purposes. ‘To engage or disengage the turning gear (3) with the fly wheel, turn the lever (4) manually to move the gear (3) in shaft direction. ‘The three way valve (5) for interlock is provided to assure that the engine can be started only in the state the turning gear is disengaged. Before the engine start, ascertain that the gear (3) is disengaged and the stopper pin (6) of the’ lever (4) is surely inserted into the hole on gaide plate (7). When the turning gear is used, the indicator valve shall be fully opened. Give adequate warning to anybody who happens to be inside the engine cxank case when piston and connecting rod are dismounted because the crank shaft may turn a little under gravity once the turning gear is disengaged. Handle the cycloid reduction gear and the electric motor in accordance with the handling manual supplied by the maker. Name of parts Cycloid reduction gear Electric motor Gdar Lever Three way valve Pin Gaide plate Lever Flywheel 11912 GROUP 41 ITEM ot UEC-L Tachometer and Governor Driving Gear The tachometer and governor driving gear is installed at the driving end side of camshaft to drive the tachometer and the governor. The gear shaft (2) is driven by the camshaft driving gear (21) through spur gear (4), The bevel gear for the tachometer driving unit and the governor driving (7), (5) are attached to the gear shaft (2). The shaft (15) of the tachometer driving unit (18) drives the tachometer as . through the bevel gear (8). ‘The governor driving shaft (3) is driven through the bevel gear (6). The gear shaft (2) and the bevel gear (5) are connected directry. The governor (17) and the driving shaft (3) are connected by means of serrated joint (22). The \governor shall be PGA 58 type of Woodward Ltd. Maintenance and adjustment 1. Pay special attention to the-contact of gear, and rectify the gear if the burr or pitching is produced. 2. When the gear is much worn or broken, the governor may produce hunting and the tachometer indicating needle can not be stable. 3, For the cli ‘ance of each part, refer to the section for the clearance of main parts of maintenance mahual (0060-11). Refer to (342-01) for the governor. 4. Handle the tachometer driving unit in accordance with the instruction book supplied by the engine maker. S. Mandle the governor in accordance with the instruction book supplied by the engine maker. 1195273 S2LA341-01 ~ OD] Tachometer and governor driving gear Name of parts: Gear box Gear shaft Governor driving shaft Spur gear Bevel gear 1 2 3 4 5 6. Bevel gear 7. Bevel gear 8. Bevel gear 9. Governor bed plate 0 + Gear shaft housing 11, Attaching plece 12, shim 13, Bush 14, Bush 15, shart 16, Rubber joint 17. Governor 18. Tachometer a@riving unit 19, Tachometer 2), Cam shaft driving gear 22. Serrated joint 25, Flexible tube 23, Supporter (1) 24. Supporter (2) 26. Vibration proof rubber 119-3/3 S2LAGROUP 342 ITEM on The governor is of Woodward PGAS8 type. Take care about the property of oil for governor. About the property of oil, refer to 051-01. Renewal schedule of oil is kept strictly, refer to 0040-01 of maintenance manual. Principal items of Governor PGASB «58 ft-lb differential type power cylinder o1l pressure 200 psi (14.1 kg/em?) about construction, function and accessories, refer to the instruction manual of governor. 52L. 120(1/2)350-01-1/5 . . 1 GROUP 350 UEC-L Engine side operation manual TEM | This device is to be used in case of governor failure or remote control system abnormal. - In case of engine side operation the operating place selecting valve lever (004) to be changed to engine side after confirmation of engine stopping. Governor operation L. Reversing a) In case of camshaft position at ahead side, set the fuel handle (101) at the stop position, and operate the reversing handle (106) from normal to astern and then after confirma- tion of camshaft change-over by the engine.side lamp, operate the reversing handle (106) to normal again. Starting (1) Watch the press. gauge (009), set the speed control valve dial (001) at the dead slow speed pressure. (2) Confirm the fuel handle (101) at the stop position. (3) After set the starting handle(005) to the starting air pilot valve(015), operate the starting handle(005) manually and when engine speedreches to 10 20 rpm, set the starting air pilot valve(015) to the original position by the start- ing handle(005). (4) Retaming the starting air pilot valve (O15), set the fuel handle (101) at the 40~ So°scale position and after start- ing confirmation, set the fuel handle (101) at the max. position. 52LA 1201 2/2)350-01-2/5 GROUP 350 | UEC-L Engine side operation manual ITEM ol 3. Speed control ql) Set the speed control valve dial (001) at the suitable position, engine speed is to be controled by the governor. 4. Stoppin (ly Set the speed control valve dial (001) at the dead slow speed pressure. (2) After efgine speed.slow down, set thé fuel handle (LoL) at the ‘stop position. in emergency case, set the fuel handle (101) at the stop position immediately. B. Governor cut-off operation 1. Preparation of operation a) Set the fuel handle (101) at the stop position. (2) Remove the governor spring bax (8), (3) Set the bolt for governor cut-off operation ( 7)- (Ey In case of camshft position at ahead side, set the fuel handle(101) at the stop position and dperate the reversing handle(106) from normal to astern and then after comfirma- tion of camshaft change over by the engine side lamp, operate the reversing handle(106) to normal again. 52LA 121350-01-3/5 GROUP 350 UEC- L ITEM QO] | a. Starting (1) Set the fuel handle (101) at the stop position. (2) After set the starting handle (005) to the starting air pilot valve (015), operate the starting handle (005) manually and when engine speed reaches to 10~ 20 rpm, set the starting pilot valve (015) to the original position by the starting handle (005). aa) Returning the starting air pilot valve (015), set the fuel handle (101) at the suitable position. 4 peed control (1) As the fuel is supplied by the fuel handle {101), speed control by the fuel handle (101) is to be carefully. Stopping - ay) Set the fuel handle (101) at the stop position. 52LA. 122(004) (106) (008) (009) (001) valve. far” ahead £ € Operating place selecting valve lever Reversing handle Manometer (Control air pressure) B Manome tec (Governor input air pressure) Speed control valve dfal —350-01-4/5 Hplé for starting bandle fitting © (101)."Puel handle Vien aw S2LA 123350-01-5/5 FUEL INJECTION: PUMP 13. GOVERNOR Le GOVERNOR OUTPUT LEVER GOVERNOR OUTPUT LINK 2. 3. LEVER 1g. » 6 & 3 = § z z g 8 2 z = & & & g i & 1 SPRING BOX a. PUEL HANDLE 22. STOP CYLINDER 23, + FUEL INJECTION RACK STOPPER 124Fuel Adjusting Link Device General (See 354-03-2/3) The fuel injection pump delivery is generally adjustable by moving the fuel injection pump rack (13) by governor (1). But, in emergency case, it may be adjusted by manual handling. The maximum fuel injection pump delivery to each engine speed is set by the torque limit system of the governor. The maximum fuel injection pump delivery is controlled by the rack stopper (12), Since the setting value of rack stopper is determined on the basis of the results of official sea trial, it is not recommended to change the setting value without r sonable reason. The engine is stopped generally by the operation of the stop cylinder (23). When the stop cylinder operates, the governor spring box link (8) is compressed te draw the fuel injection pump rack to "0" notch for fuel cutting. Equally, the fuel cutting may be performed by drawing the fuel handle to STOP position for both governor operation and governor cut operation. 52LA : 125Fuel Adjusting Link Device GROUP ,,, UEC-L 354 Link Device ITEM (See 354-03-2/3) ‘The setting and the action of link in case of governor operation and governor cut operation (manual operation) are as follow. Governor operation Generally the engine is operate with governor. The governor input is made by air pressure. The governor operates the output Lever (2). in order to maintain the engine speed corresponding to that air pressure. The relation between the input air pressure and the governor speed is shown in 354-03-1/3. The fuel handle is set at handle notch "85" position during the governor operation. The governor output is transmitted to the fuel injection pump rack (13) by the output link (3). The governor output and the fuel injection pump rack’ are proportional vas lL tol. Governor cut operation Remove the governor output Link (3). Set the pin for governor cut operation (7) and connect the lever (16) with the lever (17). When the lever (16) is fixed, the action of fuel handle directly the fuel injection pump rack. 52LA 126(1/4)13 UEC-L Fuel Adjusting Link Device GROUP 354 Procedure for Link Device Adjustment ITEM 03 Tt is recommended that the match marks are put on parts contacting when dismantling so as to recover the ancient condition of length of lever, link, etc. However, in case where it is not possible, the link device is to be adjusted as below. Link adjustment for governor operation (see 354-03-2/3) 1. Attach the lever (2) to the governor output shaft. ‘The output shaft can move an angle of 30°. The lever (2) shall be attached so that it is at horizontal + 25° at "5" notch of governor output. 2. Fix the fuel handle (22) at handie notch "42.5" position. 3. Adjust the link (21) so that the lever. (20) becomes vertical. 4. Adjust the links (15) (18) to make the levers (14) (16) horizontal. 5. With the fuel injection pump rack at "42.5", adjust the link (24) for the lever (11) to be vertical, the link (10) for the lever (9) to be horizon- tal, and the link (8) for the lever (5) to be horizontal. 6. With the fuel infection pump rack "0", adjust the Link (3) so that the governor output becomes "0" notch. 7, Measure the fuel injection pump rack when the governor output is at "0", "S" and "8.5" notch. Ascertain that the measured values correspond to the diagram of link adjustment for governor operation. (See 354-03-3/3) 8. Set the governor output lever (2) at Max. ("10" notch) and draw the fuel handle (22) from handle notch"85" to "stop" pésition: Then as certain that the fuel pump rack is stop position. (Note) If the fuel pump rack is not stop position, . repeat the adjustment procedure from item 4. Link Adjustment for manual operation (see 354-03-2/3) 1. Cut off the link (3) at (Cc) area of lever (2). 2. Fix the lever (16) with (17) by means’ of fixing pin (7) 3. Move the fuel handle (22) a few times between "STOP" ++ "85" notch to check the working condition of all parts. 4. Measure the relation between the fuel handle and the fuel injecticn pump rack, and ascertain that the measured values correspond to the diagram of link adjustment for governor cut operation. After completion of above adjustment, move the fuel handle to habdle notch "42.5", take out the fixing pin(7) from the lever (16) and (1.7), connect the link (3) with the lever (2). 4 B2LA 126(2/4)