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    146 views32 pages

    Navodilo Za Vzdrževanje Detektorja Tlaka

    Uploaded by

    Kole964

    Copyright:

    © All Rights Reserved
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    INTRODUCTION Low water and crankease pressure (combination) detectors have been applied on locomotives since 1964. Crankcase pressture detectors for Marine and Industrial applications have also been available since 1964 The combination device has proven itself, and is available for all locomotive engine applications (Irom 567BC engines on), Many units have had this protective device added after delivery, however, other units are operating without an engine protector. For “Engine Model Engine Protector Application Data” see table in Service Data, Years of research, development, sand field tests have resulted in the integration of compounded improve- ments into detector assemblies, Conversion kits have been made available to the field over the years to provide repair, rebuild, parts, and modernization information covering existing equipment. (Refer to. “Rebuild and Kit Information Table.”) Similarly, assembly and procedural differences have occurred. Therefore, it is the responsibility of the individual equipment owner to determine his requirements and carclully select equipment and follow procedures relative Lo bis particular application. Where variations occur among the devices, specitie instructions will be given pertaining to cach model DESCRIPTION The combination low wa detcetor, Fig. 1 nd crankease pressure is a mechanically operated M.L. 259 Rey. F TENANCE J NSTRUCTION Engine Oit Pressure Line From Governor Low Water Reset Button From Water Pump Low Water And Crankcase Pressure Detector Installation Fig.1 pressure-sensitive device used to determine abnor mal conditions of engine coolant and crankcase pressures. If potentially harmful conditions exist this protective device will cauye engine shutdown Operational and functional differences between the low water and crankcase pressure detectors are explained as follows, *This bulletin is revised and supersedes previous issues af this number DEAMPR October 198] M1. 259 OPERATION LOW WATER DETECTOR The low water safety device is a spring loaded, normally closed, two-way valve piloted by a latching mechanism mounted on a diaphragm stack. There are two diaphragms in the stack - one sensing water pressure into the engine, and the other sensing engine air box pressure, The air box-to-water diaphragm area ratio for turbocharged application is 1:1, and for blower aspirated (Roots) application, the ratio is 3:1 Under normal operating conditions, water pressure exceeds air box pressure, and the diaphragm stack positions a latch to hold the two-way oil relief valve closed. During low water conditions, Fig. 2, the diaphragm stack positions the latch to open the oil relief valve, dumping oil from the low oil pressure ensing device in the governor, causing an engine shutdown, Spring bias is applied as required on the air box side to ensure the requisite functions of the valve. LOW WATER SHUTDOWN AND RESET When a low water shutdown occurs, the low water button pops out, Fig. 2, low oil plunger on governor protrudes, and governor shutdown light on the engine control panel comes on, Manual latching (resetting) of the vaive may be accomplished at this time by depressing the low water reset button, Fig. The latching point of the low water reset putton with c shut down is a function of spring force at the diaphragm. This spring pressure must be com- pensated by water pressure to keep the device latched in. The low water reset bution is more difficult to latch and keep latched on a dead engine and when starting an engine, Depending on the application, either a 890 or 1524 mm (35” or 60") head of water is required in a dead engine to enable latching of the reset button Even though the system is full, the possibility exists that the low water reset button may trip on initially starting the engine (particularly the 645 engine) Press the reset button within | minute and again within 2 minutes after engine start. This procedure will ensure positive latching of the relief valve NOTE The cooling system should be fully vented (no entrained air) to ensure latching, This can be determined by checking coolant level on gauge while the engine is stopped and while the engine is running. ‘The low water reset button will trip when water pressure is reduced to approximately that of air box. The following conditions will cause the detector to tip: 1. Loss of water. 2. Pump cavitation due to air entrainment {particularly during engine start), Pump cavitation due to water temperature approaching boiling point. (Application to installations without pressurized cooling lem.) Excessive air box pressure due to turbine surging at low throttle speeds. (Turbocharged engines only.) DIAPHRAGM SPRING APPLICATION The 1:1 detector design is equipped with a biue colored diaphragm spring, A gold colored diaphragm spring, Fig. 3, was added to the low water portion of. all 3:1 ratio detectors and applicable rebuild and conversion kits supplied since May 1, 1975, This aphragm spring provides the additional force required to trip the low water portion of the detector when a low water pressure fault exists and the engine is operating at low idle speed. (Refer to “Rebuild And Kit Information.”) Water pressure must exceed air box pressure plus the force of a light spring, under normal operating conditions. Cross-sectional views of the I:Tand 3:1 detector configurations are shown in both latched and tripped positions in Figs. 4 and 5 respectively In addition, nylon serews have replaced metal screws which hold the air box pressure diaphragm and spacer to the ball cup, Fig. 3. Therefore, the need to rework the metal screws has been elimi- nated. Nylon screws are included in rebuild kits. Refer to “Rebuild And Kit Information” or the EMD Parts Catalog for applicable kit part numbers, > Crankcase Pressure Negative MA Cover Plate Diaphragm And Plate Assembly Vent Cap. Diaphragm : Spring Oil In From Grankease Governor Pressure Block ao Oil Valve Block Ball Retainer Reset Button Enclosure Valve Stem 259 Reset Button Sprin 3 oe S ‘08 Ring Latch Position RS — SS Spacer Ar Box Pressure NS wr | Y Leen xe fp ‘Valve Stem RSS Reset Button 88 3 Spring Pressure : Diaphragm Trip Position Diaphragm Spring See ‘Bive) Gasket J even - Hole a GF Oil Return Water Air Box To Crankease Mounting Plate Pressure Prossure Housing Spacer Ring Low ir Box Pressure 1:1 RATIO. water —| [| ~ Bupivou DETECTOR Block Water Diaphragm Spring Pressure = — phragm Spring Diaphragm (Gold) spacer — 3:1 RATIO yr Diaphragm DETECTOR ot Fig.2 ~ Low Water And Crankcase Pressure Detector Schematic -3- Md, 259 Water (Red) Diaphragm Nylon Screw 17 Ratio Detector Gold Diaphragm Spring Reset Button Spring 3:1 Ratio Detector ears Fig.3 - Location Of Nyion Screws, Reset Button Spring, And Colored Diaphragm Springs CRANKCASE PRESSURE DETECTOR The crankcase pressure detector has a large diaphragm that is held in position by spring force When pressure on the diaphragm exceeds spring force, the diaphragm moves. This movement results in tripping of an oil valve latch (comparable to the action of the low water device), Figs. 4 and 5, or tripping of a latch that operates a switch Engine shutdown is through governor sensing of low oil pressure or by means of a governor shutdown solenoid Crankease ventilating equipment normally maintains a negative pressure in the crankease Malfunction, whether plugging of crankcase ventilating system, excessive blowby, faulty seals or damaged components, or crankease explosion will result in positive pressure and crankcase pressure detector trip NOTE Crankcase pressure detectors installed on marine applications DO NOT initiate auto- matic engine shutdown. Instead, during a positive crankcase pressure condition, the ‘outward movement of the stem causesa switch lever to close contacts in the switch and activate an alarm system. After the alarm is sounded, the engine should be shut down as soon as possible The following conditions will eause the detector to sip: 1. Blockage of oif separator or aspirator tube in exhaust 2. Cylinder compression leak into oil pan, 3. Overheated part causing ignition of oil vapor 4. Incorrectly applied lube oi relief valve in accessory gear train. Oil splash reaches the diaphragm! 5. Excessive oil level in crankease. 6. Air box leak to crankcase. WARNING Following an engine shutdown because of crankcase pressure detector trip, do NOT open. any handhole or top deck covers to make an inspection until the engine has been stopped and allowed to cool off for at least 2hours. Do NOT attempt to restart the cngine until the cause of the trip has been determined and corrected. Crankease pressure detector trip indicates a potentially explosive condition within the engine. The possibility exists that an overheated bearing may ignite the hot oil vapors if air is allowed to enter, Do NOT operate engine until the pressure detector has, been replaced, since the diaphragm backup plates may be damaged. The crankcase pressure portion isdesigned to detect very low pressure. Therefore, application of pressures appreciably above the normal 0-120 mm (0°-5") of water may permanently damage backup plates on the diaphragm. A detector with damaged backup plates cannot be reset. To reduce the bail to ball cup wear and backing plate wear at the housing stops, thin backing plates are used. M.I. 259 Oil In From, Governor o eh) ee Tap Position Crankease} ; (Sch Pressure Position Positive © ni BoP OT RGur Water Pressure 0 Crankease Normal Normal -anso8 il In From Governor eo “ atch Position crankcase ro. Pressure |: ition Negative ee 2 Lf ye, Pho OT RGuen Water Bicone To Crankease Low” Normal 200 Fig.4 - 1:1 (Turbo Device) Schematic 259 6 Crankcasel Pressure Positive 6 Crankcase Fig.6 Oil In From Governor o <_ rip f= Position < Latch Bosition r= 2 Oil Return water Air Box n Pressure Pressure T° Crankcase Normal Normal ares Oil In From Governor oS < Larch Position WT Reiurn Water Air Box? O Pressure Pressure 1° Crankease Low Normat 2160 3:1 (Roots Device) Schematic Reduced ball to ball cup wear results in less loss of sensitivity of the crankcase portion of the detector, and also reduces the overhung mass of the diaphragm assembly, Manual operation of erankease pressure diaphragm through crankcase opening must be done carefully to avoid distorting aluminum backup plates. Do not exert excessive force. Damaged detectors will not latch properly, if at all, NOTE Replace or qualify the device any time that a true crankease pressure trip has occurred. ‘The rate at which the large diaphragm moves from trip to lateh position on the crankcase pressure portion is dependent on pressures involved and the freeness with which air can enter the vent fitting at top of detector body. When pressing the crankcase pressure detector reset button on a dead engine, the air pressure on the diaphragm is the same on both sides and only the ight spring foree is available to move diaphragm to a latched position, With the reset button held in to latch the device, air must enter at the front of the diaphragm through the vent fitting to permit the spring to move the diaphragm until the valve stem and reset button remain latched, This takes several seconds when detector is cold. The reset button, must therefore be depressed for several seconds to ensure complete latching, “RING SEALS Both reset buttons actuate hube oil valves which are sealed with “O” rings. Toensure lubrication and free movement of the valves, the “O” rings and retaining grooves are designed to seal only when normal oil pressure is present, When engine is being started or stopped and oil pressure fals below 138 kPa (20 psi), the “O” rings will seep oil momentarily and thereby lubricate “O” ring, valve stem, and guide, Figs. 4 and 5. No leakage should occur when oil pressure is above 138 KPa (20 psi). MAINTENANCE The maintenance of these detectors is very important and requires the use of special tools and a properly maintained test pancl to ensure correct functioning of the detector at the time of assembly In order (0 ensure proper operation, the detectors, should be dismantled, cleaned, and inspected at intervals indicated in the applicable Scheduled Maintenance Program. MA. 259 DISASSEMBLY . Detach oil drain line by removing four 10-24 x 1/2" hex socket head cap screws from oil Grain line Manges, wsing a 5/32” Allen wrench 2. Remove the four 10-24 x 5/8” hex socket head cap screws holding the reset button enclosures to the oil valve block, 3. LOOSEN alll eight 1/4” hex socket head cap screws from oil valve block using a 3/16" Allen wrench, 4, Remove the top four 1/420 x 3-1/4” hex socket head retaining cap screws from the oil valve block, Remove the valve stems, the oil valve block, and low water detector assembly from the remaining crankcase pressure assembly NOTE Both deviees must be tripped to remove the oi valve block ot the valve stems will be held in place by the stee! balls CAUTION Ifit is necessary to manually trip the crankease pressure diaphragm, avoid distorting aluminum backup plates. Gentle finger pressure will suffice. 5. Remove the bottom four 1/420 x 1-1/4" hex, socket head cap screws holding the low water assembly to the oil valve block and separate these assemblies, 6. Disassemble the low water block from the diaphragm assembly by removing the four 1/4°-20 x 1” hex socket head screws, and separate the diaphragms, diaphragm spacer, spacer ring, and ball cup. Discard three steel balls from low water portion. 7. Remove the cover plate from the mounting, plate housing by removing the 12 1/4°-20 socket head bolts around the outer edge of the assembly, Do not remove the vent cap, 8, Remove diaphragm: assembly from mounting plate housing, 9, Remove the three cage mounting screw holding the ball cup to the diaphragm and plate assembly, Discard three steel balls from the crankcase portion, 10. Disassemble both valve stem assemblies by clamping the stem major diameter in a suitable M1, 259 clamping device to prevent damaging the stem finish. Remove Allen head screw securing button to stem, Remove button, spring and stem from guide housing, INSPECTION Clean all parts with a NON-CAUSTIC solution 10 remove foreign material. Do not wire brush or use abrasives that may scratch or alter finish on valve shafis or surfaces mating with "O” rings or diaphragms. Remove and scrap all "O” rings including those in bores. Inspect parts as follows: VALVE SHAFTS Sliding surfaces must be free of scratches and tool marks, Ball groove must be free of brinell marks. BALL CUP Free of pits and brinelt marks, BALL RETAINER Ball passages must be free of tool marks and dents and provide free movement of balls, Ball retainer must be checked for flush engagement of face into aluminum housing, If loose, tighten and secure with single punch mark at intersection of threads. NOTE Do not remove ball retainer from crankease pressure or low water block unless inspection proves it to be defective. Rebuild kits do not include the retainer-to-block “O" ring, There- fore, if reusable ball retainers are removed, the possibility of reassembling ball retainer without “O” ringexists, This would result in an oil leak or loss of sensitivity of the device. If it is necessary to remove ball retainer, sce Service Data for removal tool Remove the “O" ring in the ball retainer bore by spearing it with a sharp, pointed instrument such as a scribe, and pulling it from the groove. Be extremely careful not to seratch the bore, Install a new “O” ring by insertingiit in the bore and using the stem shaft 10 work it into place in the groove. LOW WATER BLOCK The water (red) diaphragm is very sensitive to abrasion. The low water block, diaphragm spacer and spacer ring should be free of corrosion deposits, nicks, pits, and deep machine marks in areas that contact the diaphragm. If the low water block is brass, and the surface that contacts the diaphragm is not pitted severely, the block may be reused by refacing with fine grade emery. If refacing is done, a flat surface must be maintained. Replacement parts of brass are available through EMD Parts Centers. OIL VALVE BLOCK Mounting face must be flat and square with bore within 0.07 mm (.003") RESET BUTTON ENCLOSURE Sliding “O” ring surface must show a high polish and be free of tool marks, scratches, and pits ASSEMBLY Reassemble as follows using the equipment as listed in Service Data. See Tool Kit, Fig. 6. Fig.6 - Tool Kit LOW WATER PRESSURE SECTION 1. Assemble diaphragm spacer. air box pressure diaphragm, spacer gasket, and ball cup in that order with diaphragm positioned so that diaphragm spacer fits within cavity formed by diaphragm convolution. Apply silastic to underside of three nylon retaining screw heads and install retaining serews. Torque to 1.36 N’m (12 in-lbs). CAUTION When nylon retaining screws are used, care must be exercised 10 ensure against overtorquing, 2. Place assembly containing the four 1/4”-20x 1" socket head screws through tow water block, water pressure diaphragm (with convolution pointing away from block), spacer ring (with vent hole position at same side as water connection on block), and air box pressure diaphragm assembly. Install new “O" ring in bore of air box block and ball retainer assembly. Place three steel balls in ball passages of ball retainer, using petroleum jelly to hold in place. NOTE Do not substitute Lubriplate grease for petroleum jelly. Lubriplate has a tendency to harden slightly and may interfere with proper ball movement, 4, Position diaphragm spring over ball cup of air box pressure diaphragm assembly. Position air box block with pressure connection 90° clockwise of water connection. Invert assembly and thread cap screws into air box block and tighten to 6.78 N’m (60 in.-Ibs) torque. 5. Apply two new “O” rings to oil valve block bores, and check fit with valve stem to ensure seating of “O” ring without twisting. 6. Apply new °O” ring to valve stem and lubricate with petroleum jelly, Insert stem guide housing and slide back and forth to ensure seating of “O" ring without wisting. Clamp stem at major diameter in manner that will not damage valve stem, Apply reset button spring, reset button, and retaining screw, Tighten retaining screw to 1.7 Nim (15 inlbs) torque. NOTE Unless damaged, the red reset button spring should be reused. This spring is no longer included in repair kits 8430364, 8467306, 8469590, 8469591, 8379503, and 9535868. 7. Place oil valve block over low water pressure portion with new “O” ring between assemblies. Apply four 1/4”-20 x 1-1/4” retaining screws and tighten to 6.78 N'm (60 in.-Ibs) torque. 8, Install new “O" ring into recess in oil valve block and install valve stem assembly into oil valve block. Apply retaining screws finger tight Depress reset button for full engagement and hold while tightening retaining screws to 1.7N'm (15 in,-Ibs) torque, Valve stem must move freely without binding -9- Cc 1 ML. 259 RANKCASE PRESSURE SECTION Assemble new crankcase pressure diaphragm with aluminum backup plate on each side, to ball cup. Check 1D. of ball cup for brinell marks from previous service. Orient crankcase diaphragm with housing so in subsequent assembly, the balls will not engage the brinell marks. Tighten attaching screws to 0.91 N'm (8 in-Ibs) torque. Assemble crankcase pressure diaphragm between mounting housing and cover, with gasket on each side, Start retaining screws but do not tighten. Install diaphragm centering fixture into ball cup and secure before aligning pilot of fixture with cover opening. (Refer to Service Data page for part number of diaphragm centering fixture.) Release plunger (o pull diaphragm beyond trip position; tighten retaining screws to 2.26 N’m (20 in.-Ibs) torque before removing centering fixture Install new “O” ring in bore of crankcase pressure block assembly. Apply replacement steel balls (with petroleum jelly to hold them in place), to ball retainer in’ crankcase pressure block, Place crankcase diaphragm spring over ball cup on crankcase diaphragm assembly Position crankcase pressure block over diaphragm spring with vent fitting at top of assembly. NOTE Do not substitute Lubriplate grease for petroleum jelly. Lubriplate has a tendency to harden slightly and may interfere with proper ball movement. 4, Apply low water detector assembly to the crankcase pressure assembly with new “O" ring between oil valve block and crankease pressure block. Apply four 1/420 x 3-1/4" hex so head retaining screws, and tighten to 6.78 } (60 in-Ibs) torque. 5. Apply new “O" ring to valve stem and lubricate with petroleum jelly, Insert stem guide housing and slide back and forth to ensure seating of “O" ring without twisting. Clamp stem at major diameter in manner that will not damage valve stem, Apply reset button spring, reset button, and retaining screw. Tighten retaining screw to 1.7 N'm (15 in-Ibs) torque, NOTE Unless damaged, the red reset button spring should be reused. This spring is no longer included in repair kits 8430364, 8467306, 8469590, 8469591, 8379503, and 9535868. ML. 259 6. Cheek vent cap (on top of reset button block) for freeness (must be loose). 7. Install new*O" ring into recess in oil valve block and install valve stem assembly into oil valve block. Insert finger through opening in mount- ing face, and apply sufficient pressure to diaphragm backup plate until valve stem drops into ball latch assembly. NOTE Care should be exercised when manually depressing crankcase pressure diaphragm to ensure against distortion of aluminum backup plates, Release diaphragm and depress reset button, and hold until diaphragm moves to latch position to hold button depressed. Apply retaining screws and torgue to 1.7 N'm (15 in-lbs). Depress crankcase pressure diaphragm backup plate with finger to release valve stem and reset button. Quickly depressing and releasing reset button should not reveal any binding during movement TEST PANELS “There are various test panel configurations in use in the field. Figs, 7, 8, and 9 illustrate the test panel configurations being used Test panels 8468433 or 8349133 with added panel 8468434 consiructed prior to August 1, 1973, Fig. 7. were equipped with 60 psi gauges and regulators “These panels ean be reworked by replacing the 60 psi gauge and regulator with 100 psi gauge 8382496 and 100 psi regulator 8382500. Original design engine protector test panel 8349133 was equipped with a 0-40" 1,0 low water pressure gauge. To test new 3:1 engine protectors equipped with gold diaphragm spring, a new 0-60" H,O gauge is required, Fig. 8. Conversion kit 9098930 and 0-60" gauge assembly 9098659 are available through Eleetro-Motive Parts Centers, NOTE ANY test panel constructed prior to June 1, 1974 must be modified to be applicable for use with either I:1 or 3:1 ratio engine protectors, Modified test panel 8349133, Fig. 8, replaces test pane 8468433. 1. Ale Gauge (pei 4. Crankecase Valve 2 Ol Gauge (psi) 18. Air Box Gauge Valve 3. Water Gauge (psi) 18. Oi Hose Connection 4. Water Gauge VT. Alc Hose Connection (in of water) 18 Water Hose Connection 5, Crankcase Gouge 49. Port No. 1 (Oi) (ir of water) 20. Port No. 2 - Vir) 6, Air Pressure Regulator 21. Port No. 3 - (Water) 7 Oi Pressure Regulator 22. Surge Load Valve. 8 Water Prossure Regulator (Not Used). 8 Crankeaso Pressure 23, Surgo Release Valve Regulator 24. Roots-Turbo Valve 10. Air Valve (psi 25 Air Box Proasure 34. Oi! Valo (psi) Regulator 32. Water Valve (psi) 26. Air Box Gauge 13, Water Valve fin. of water) fir, of water) Fig.7 - Type A Test Panel (8468433 Or Original 8349133 With Added Panel 8468434) TROUBLESHOOTING Qualified detectors have been unnecessarily removed and returned for warranty. Engine conditions may exist which make the detector appear faulty. To avoid premature detector changeout, check the following possibilities LOW WATER BUTTON WILL NOT RESET 1. Cooling system not filled to the proper level. 2. Cooling system not fully vented. NOTE The cooling system is fully vented when water level in expansion tank drops from the FULL DP level to the FULL RUN level (or equivalent). -10- 8349133 test panels converted in the field will have Air Box Gauge Valve (18) at this location ae 1. Al Gauge (psi) 10. Air Valve tos) 2 0 Gauge (psi) 1. Ol Valve (psi) 3. Water Gauge (osit AZ Water Vaive (psi 4 Water/AirBor Gauge 13. Water Valve (ins of water {ins of water) 6. Crankease Gauge 14. Crankcage Valve {inf water) 18, Air Box Gouge Vaive 8. Ait Pressure Regulator 16. Oll Hose Connection 7. Oil Pressure Regulator 17. Air Hose Connection. & Water Prossure. 18. Water Hose Connaction Roguloter 19. Porto. t= (Oi) 9 Crankease Pressure 20. Port No. 2 (Ain) Fieguiator 21. Por No’ 3: Water Fig.8 - Type B Test Panel (8349133 Modified) CRANKCASE BUTTON CAN BE LATCHED, BUT TRIPS AT HIGHER THROTTLE POSITIONS 1. Marginal crankcase suction. 2. Excessive oil in erankease. 3. Relief valve improperly applied. NOTE Oil relief valve must point downward to ensure against cold oil dumping into the detector. DEVICE TRIPS, BUT DOES NOT SHUT ENGINE DOWN (LOCOMOTIVE APPLICATION ONLY) 1. Low oil pressure shutdown in governor not functioning properly. Air Gauge Water Vaive (psi), Air Valve (osi Prossure Regulator Git Valve tps Pump tar Valve ips) : F Ot Gage 1 Winer Valeo 5 Biner Suge ins feist wat 2 Wi bad vg Cramate Ve Mase af waren 1, Kiron Gauge Vaive 5 Eranicese Gauge te. Ou rate Combuctne finenese wate) 17. Rr Hogs Gunmeton 6 ir breeute 18) Water Hose Connection Regeltor 18. Poo oir 2. Siete 20: Por No. 3K) Rogoitor BY Far No.3 ete 0 War Nessure 27. Pap nia Cocion Regulater 28. Pimp inet 0, Granesue Pressure Gouge ips) Rogue 29. Bon a ° 30, Fig.9 ~ Type C Test Panel (9339066 - Differential Pressure) TESTING The “Test Procedures” specifically as a step-by-step guide for determining the applicable engine detector and test panel combination test instructions, Refer to Figs. 7, 8, and 9 for item number references contained in the test instructions, LOW WATER DETECTOR PORTION TEST PROCEDURES ROOTS DEVICES (3:1) have been developed I. Visually check ports for plugging. 2. Conn at ct test panel to a supply of clean, dry air minimum pressure of 100 psi. 6 10. 1 12. 16. Vy, a1, 259 Mount detector device on panel with four nuts at top and bottom corners or using toggle clamps and fasten adapters to water, air, and ofl hoses. Fasten water line (0 port No. 3 (20). Fasten air line to port No. 2 (20) Fasten oil line to port No. 1 (19). Set water psi valve (12) to ON position and turn water pressure regulator (8) to attain 10 psi pressure on water psi gauge (3). Latch low water button, then raise pressure 10 100 psi. Latch crankease button if necessary. Set air psi valve (10) to ON position and turn air pressure regulator (6) 1o attain 5 psi pressure on air psi gauge (1), Set oil psi valve (11) to ON position and turn oil pressure regulator (7) to attain 80 psi pressure on oil psi gauge (2). Check joints for lea solution. s using soap and water Cheek oil return port for leaks. If panel has flowrator, maximum allowable leak is 10 SCFH. Reduce oil, water and air pressure 100 psi, Turn valves (10), (1), and (12) to OFF position, On type A test panel only, turn Roots-Turbo valve (24) to ROOTS position, Switch water gauge valves (12) and (13) to ON position. Using water pressure regulator (8), raise water pressure to 60” HO on water gauge (4). Reset button must latch when depressed CAUTION Water valve (13) must be switched to OFF position at this point since pressure may exceed gauge (4) limit Using water pressure regulator (8), raise water pressure to 3 psi on water gauge (3). Depress reset button two or three times to ensure positive latching. Check low water reset button for minimum of 0.38 mm (.015") overtravel while in latched position. 18. Reduce water pressure to approsimately | psi using water pressure regulator (8). Turn water valve (13) to ON position and reduce water pressure slowly with water regulator (8). Low water reset button on a new 3:1 detector must trip at or above 0" H,O on water gauge (4) NOTE When testing a used 3:1 detector (one that has, been in service 3 months or more since it was new or rebuilt), if the device does not trip when fr pressure is reduced to zero, follow the appropriate steps below for each panel type. a, Ontype A test panel, turn air box valve (15) and air valve (10) to ON position, Turn air regulator (6) to maximum clockwise position and adjust air box pressure regulator (25) slowly until low water reset button trips. Button must trip at or before 5” H,0, as shown on air box gauge (26). On type B or C test panel, turn low water valve (13) to OFF position and air box valve (15) and air valve (10) to ON position. Adjust air box regulator (6) slowly until low ‘water reset button trips. Button must trip at or before 5” H,O, as shown on air box gauge (4), 19, Repeat Steps 16, 17, and 18, 20, If test is satisfactory, turn all regulators fully counterclockwise and all valves to OFF position, TURBO DEVICES (1:1) 1. 1. Visually check ports for plugging. 2. Connect test panel to a supply of clean, dry air at a minimum pressure of 100 psi. 3, Mount detector device on panel with four nuts at top and bottom corners oF using toggle clamps, and fasten adapters to water, air, and oil hoses 4, Fasten water line (0 port No. 3 21). 5. Fasten air line to port No. 2 (20). 6, Fasten oil line to port No. 1 (19). 7, Set water psi valve (12) to ON position and turn water pressure regulator (8) to attain 10 psi pressure on water psi gauge (3), Latch low water button, then raise pressure to 100 psi. 8. Latch crankcase button if necessary. 9. Set air psi valve (10) to ON position and turn air pressure regulator (6) to attain 20 psi pressure ‘on air psi gauge (1). 10. Set oil psi valve (11) to ON position and turn oil pressure regulator (7) to attain 80 psi pressure on oil psi gauge (2), 11, Check joints for leaks using soap and water solution. 12, Check oil return port for leak, If panel has flowrator, maximum allowable leak is 10 SCFH, 13. Reduce oil, water, and air pressure to 0 psi. ‘Turn valves (10), (11), and (12) to OFF position, 14. On type A test panel only, turn Roots-Turbo, valve (24) to TURBO position, 15. Switch water gauge valves (12) and (13) to ON position 16. Using water pressure regulator (8), raise water pressure to 35” 1,0 on water gauge (4), Reset button must fatch when depressed, CAUTION Water valve (13) must be switched to OFF position at this point since pressure may exceed gauge (4) limit 17. Raise water pressure to 3psion water gauge (4), and depress reset button two or three (imes (0 ensure positive latching. Cheek low water reset button for minimum of 0.38 mm (.015%) overtravel while in latched position. Reduce water pressure to approximately 1 psi using water pressure regulator (8). Turn water valve (13) to ON position and reduce water pressure slowly with water regulator (8). Low water reset button must trip at or above 10” HO on a new device and 4” H,0 on a used device (one that has been in service 3 months or more since it was new or rebuilt), as shown on water gauge (4) 19. Repeat Steps 16,17, and 18. 20. If test is satisfactory, turn all regulators fully counterclockwise and all valves to OFT position, CRANKCASE PRESSURE TEST PROCEDURE - ALL DEVICES 13. 1, Mount detector device on panel with four nuts at top and bottom corners or using toggle clamps. Set crankease pressure gauge (5) on zero pressure using pressure regulator (9). If regu. lator (9) is not effective in reducing the pressure to zero, air may be trapped in back of the detector. Loosen mounting nuts or clamps slightly to relieve trapped air. Retighten nuts or toggle clamps when trapped air has been relieved, . Crankcase pressure button must be in latched position, This may require holding button in until crankcase pressure gauge (5) reads zero. Check reset button for overtravel in latched position (must be 0.38 mm [.015"] minimum). NOTE Be sure crankease pressure regulator (9) is turned to minimum position or is turned until gauge (5) registers 0, 4, Turn nkease valve (14) to ON position. 5, Turn crankcase pressure regulator (9) to raise pressure slowly until crankease button trips. A new device should tip between 0.8” and 1.8” H,0 on crankcase gauge (5) and a used device should trip between 0.8" and 3” H,0. NOTE A used device is one that has been in service 3 months or more since it was new or rebuilt. 6 Reduce crankease pressure to zero using regulator (9) and turn crankcase valve (14) to OFF position Relaich crankease button when pressure drops to zero. Repeat Steps 4 through 7 two times MA TESTING AND SERVICING The following are some conditions and their causes which may be encountered in testing and servicing these detectors, CONDITION: Low water button latches and trips in area of 30” H,O pressure. CAUSE: Steel balls are not all in place in ball retainer, CONDITION: Low water button latch point OK trip point low, CAUSE: Alignment of air box diaphragm incorrect or, convolution in di phragm is reversed CONDITION: Low water button latch point OK, trip point high, CAUSE: Valve stem only partially latched, CONDITION: Low water button fails to trip with air box pressure and no water pressure. CAUSE: Lack of pretravel in diaphragm. Lack of overtravel in valve stem. Misaligned valve stem passages. Incorrect or broken reset buiton spring CONDITION: Engine oil pressure fails to build up with reset buttons latched. CAUSE: “O" sing in valve body missing or damaged, CONDITION: CAU CONDITION: CAUSE, CONDITION: CAUSE: CONDITION CAUSE: CONDITION: CAUSE: CONDITION CAUSE: CONDITION CAUSE: -14- Air box pressure portion full of oi! and carbon, Small “O" ring at valve stem in the ball retainer is damaged or missing, Water leaking from vent hole in diaphragm spacer. (Pressure applied only at water port.) Water diaphragm faulty Oil and air leaking from vent hole in diaphragm spacer. (Pressure applied only at air box port.) ‘Air box pressure diaphragm faulty, Crankcase pressure button trips at too high a pressure, Incorrect diaphragm spring. Diaphragm applied taut Crankease pressure button trips at too low a pressure. Incorrect diaphra Valve m spring. -m only partially latched. Tripping of low water portion trips crankcase button, when testing on test panel Transfer seal on test panel for exhausting oil dump line, leaking, Crankcase pressure button refuses to latch. Positive pressure not being relieved from test panel Vent on top of devi Crankease diaph damaged. c is plugged m plate bent or MI. 259 SERVICE DATA ENGINE MODEL/ENGINE PROTECTOR APPLICATION DATA ENGINE MODEL 8-567-BC 8-567- 8-567-CR 8-645-E 8-645E3 12-567-BC 12-567-C 12.645-1 12-645-E3 16-567-BC 16-567-C 16-567-D1 16-567-D2 16-567-D3 16-567-D3A, 16-645-1 16-645-E3 16-645-E3A 20-645-E3 ENGINE PROTECTOR APPLICATION, 8385288" 8385288" 8385288" 8385288, 9081663 8340584 8340584 8368196 or B454989"* 8428 104°" 8340584 8340584 8340584 8338016 8338016 8338016 R368 196 or 845498944 8348793 or 84281044" RA28 104+ 8428 104e* *Plange adapter 9093556 required. (Reference 8340584 for application.) **Combination engine protector and hot oil valve application For field application order engine protector application kit 9096690. Fight cylinder engines will need tube NOTE ‘The application kit contains mblies 8385171, 8385172, and 8385173 in addition to the kit. Also order the engine protector (Roots or Turbo) that is compatible with the engine being equipped. (Reference above application drawings.) ssary parts (and in some instances extraneous parts) to apply an engine protector to either a turbo or Roots engine. M 1, 259 REBUILD AND KIT INFORMATION TABLE GENERAL INFORMATION _DESCRIPTION _REBUILD ID PART NO, STR 8362040 Crankease pressure detector switch. | Rebuild with kit 8379503. 8370362 | Crankease pre: : Rebuild with kit 8379503. 8444042 Utex Number for a 8428395 Turbo combination low water and | Rebuild low water portion with kit 8430364 and crankease press e detector (1:1). | crankcase portion with kit 8379503. Combination rebuild kitior low water and crank case portions - 8467306 Utex number for above. 8447342 Turbo low water valve - flanged connection, : Rebuild with kit 8430364. 8446593 Turbo low water valye - threaded connection. 8464678 Roots blown combination. Rebuild low water portion with kit 8469590 and Low water and crankease pressure | crankease portion with kit §37950 : detector (3:1). Combination rebuild kit for low water and erank~ 8474255, Utex number for above, case portions - 9535868. 469592 Roots blown low water valve - PART NO, Rebuild with kit 8469590. flanged connection 9535868 8467306 | _All parts needed to rebuild 8428395 and 8446372 8430304 | Rebuild 8446593, 8447342 and low water portion of 8428395 8379503 | Rebuild 8362040, 8370362, 8444042 and crankcase portion of 8428395, 8446372, B46467R and 8474255 [8469590 | Rebuild 8469592 and low water portion of 8464678 and 847425. 8469591 ¢ on 8428395 and 8447342, Conversion of low water portion to 3:1 = 16- MAI, 259 SPECIFICATIONS 1:1 (Turbo) Device -(New) 8428395 and (Utex) 8446372 and 3:1 (Roots) Device (New) 8464678 and (Utex) 8474255, CONNECTIONS Port No. 1, Oil Inlet Connection (100 psi maximum), Port No. 2, Air Box Connection (0 10 20 psi Port No. 3, Engine Cooling Water Connection (0 to 60 psi). Port No. 4, Oil Return To Crankcase, PERFORMANCE Port No. I normally blocked from Port No. 4 Port No. I connected to Port No. 4 if: a. Port No. 3 pressure does not exceed Port No. 2 pressure by 10” to 35” of HO. b. Crankcase pressure exceeds .8” to 1.8” H,0 (new device). RESET INFORMATION Low Water Detector -Manually resetable when Port No. 3 pressure execeds Port No. 2 pressure by 35” H,0 ‘on @ 1:1 (turbo) device and by 60” H,O on a 3:1 (Roots) device. Crankcase Detector - Manually resetable when erankease pressure does not exceed 0 psi. TEST LIMITS RESET TRIP Deviee (Rising Pressure) (Rising Pressure) News Used Low Water ay 35” to" a” Low Water G1) 60" 0" 3” H,0% to 3.0" HO Crankcase 0” *Limits applicable to all new or rebuilt devices with less than 3 months service, Refers to air box pressure. EQUIPMENT LIST TEST PANELS ‘Test Panels (with 100 psi gauge and regulator) i : seraraa 8468433 or 8349133 With Added Panel 8468434 Modified Test Panel (replaces panel 8468433) oe Fl So. 8340133 Differential Pressure Test Panel : ; 9339066 Crankease Diaphragm Centering Fixture 8361217 ‘Torque and T-Bar Wrench Kit 8361215 Ball Retainer Removal Tool pasar Ran oe 488380 REFERENCES Modernization Recommendation Converion of Engine Protector Test Panels : 9613 Modernization Recommendation - Application of tow Water and Crankease Pressure Detector 9544 e e © e A Service Department Publication « +6 « « Electro.Motive Division Of General Mators La Grange, Iilino's 60525 Litho in USA, -17- a " M.1. 260 “Rev, A fs ELECTRO-MOTIVE INSTRUCTION ‘ : DIFFERENTIAL PRESSURE (DELTA P) COMBINATION ENGINE PROTECTOR DESCRIPTION The A P engine protector configuration has the water portion located on the top of the crankcase The differential pressure (Delta(QJP)combination _ portion. Fig. 2, shows the easily discernible housing engine protector, Fig. !,isa mechanically operated, _profile of the A P protector, This arrangement pressure sensitive device used to determine enables the pump inlet chambers of the device to abnormal engine conditions and pressures. If drain when the cooling system is drained in order to potentially harmful conditions exist, this protective _ prevent the possibility of trapped water which could device will cause engine shutdown result in freeze damage. Combination Engine Protector I Fig.2 ~ Side View A Protector i This bulletin is revised and supersedes previous issues of this number. Aseas of change are indicated by vertical bars DE-LMPRI 186 M.1. 260 The A P water portion provides protection from conditions which cause the engine water pump input and discharge differential pressure to drop below the air box pressure, and also protects against the loss of the engine coolant, ‘The crankease pressure portion senses malfunctions resulting in positive crankcase pressure which will ‘cause the detector to trip; thereby shutting down the engine. Operational and functional differences between the A P water and crankcase pressure detectors are explained below. OPERATION A P WATER DETECTOR The A P water safety device is a spring loaded, normally closed, two way oil valve piloted by a latching mechanism mounted on a diaphragm stack, There are four diaphragms in the stack, Fig. 3, A piston located between the water pump inlet and high pressure (water discharge) diaphragms senses loss of differential pressure and moves with the diaphragms to allow latching mechanism release, On turbocharged application differential pressure ratio between pressures is 1:1:1 (air box: pump inlet: pump discharge), and for blower aspirated (Roots) applications, the ratio is 3:1:1 Under normal operating conditions, pump differential pressure exceeds air box pressure, and the diaphragm stack positions a latch to hold the iwo-way oil relief valve closed. During low water conditions, Fig. 4, or conditions of cavitation caused by cooling system overheat or exhaust gas in the cooling system, the water pump discharge pressure may, and the water pump differential pressure will, drop below the air box pressure, When this occurs, the diaphragm stack positions the latch mechanism to disengage the spring loaded oil relief valve, dumping oil from the low oil pressure sensing device in the governor, causing an engine shutdown. Bleed holes are provided between the pump inlet and outlet diaphragms and the pump inlet and air box diaphragms to visually indicate a leak. DIFFERENTIAL WATER PRESSURE SHUTDOWN AND RESET When a water shutdown occurs, the low water button pops out, Fig. 4, the low oil plunger on governor protrudes, and governor shutdown light on the engine control panel comes on. NOTE Since the A P water detector compares pump differential with air box pressure, it cannot be tested on a non-operating engine. The engine must be running, and the cooling system vented in order to permit latching the low water reset button. The low water reset button will trip whenever differential pressure drops below air box pressure when the engine is running. However, the low water detector may or may not trip when the engine is drained dead. CAUTION A serious problem exists when the water pumps are not delivering coolant to theengine, and when the crankcase becomes pressurized Both of these conditions are either the result of engine damage or an indication that engine damage is imminent, The Delta P protector uses water pump cavitation as the signal that the cooling system is in trouble. The following conditions will cause the detector to trip: 1. Loss of engine coolant. 2. Pump cavitation due to air entrainment (particularly during engine start.) 3. Water pump failure on a single-water-pump engine, or a failed left bank water pump on a dual-pump engine Because this device is not affected by cooling system pressurization, it also provides engine protection against: haust gas in cooling system which: a, Causes pump cavitation, b. Results in cracked heads. Can resuit in hydraulic locks. Results in head-to-liner seal damage. 2, Engine overheat (especially below 6th throttle position), and pump cavitation due to water temperature approaching boiling point MI. 260 The A P water portion provides protection from conditions which cause the engine water pump input and discharge differential pressure to drop below the air box pressure, and also protects against the loss of the engine coolant, ‘The crankease pressure portion senses malfunctions resulting in positive crankcase pressure which will cause the detector to trip; thereby shutting down the engine Operational and functional differences between the 4 P water and crankcase pressure detectors are explained below. OPERATION A P WATER DETECTOR ‘The A P water safety device is a spring loaded, normally closed, two way oil valve piloted by latching mechanism mounted on a diaphragm stack. There are four diaphragms in the stack, Fig. 3. A piston located between the water pump inlet and high pressure (water discharge) diaphragms senses loss of differential pressure and moves with the diaphragms to allow latching mechanism release. On turbocharged application differential pressure ratio between pressures is 1:1:1 (air box: pump ink pump discharge), and for blower aspirated (Roots) applications, the ratio is 3:1:1 Under normal operating conditions, pump \ifferential pressure exceeds air box pressure, and the diaphragm stack positions a latch to hold the two-way oil relief valve closed. During low water conditions, Fig. 4, or conditions of cavitation caused by cooling system overheat or exhaust gas in the cooling system, the water pump discharge pressure may, and the water pump differential pressure will, drop below the air box pressure, When this occurs, the diaphragm stack positions the latch mechanism to disengage the spring loaded oil relief valve, dumping oil from the Jow oil pressure sensing device in the governor, ‘eausing an engine shutdown Bleed holes are provided between the pump inlet and outlet diaphragms and the pump inlet and air box diaphragms to visually indicate a leak DIFFERENTIAL WATER PRESSURE SHUTDOWN AND RESET When a water shutdown occurs, the low water button pops out, Fig. 4, the low oil plunger on governor protrudes, and governor shutdown light on the engine control panel comes on NOTE Since the A P water detector compares pump differential with air box pressure, it cannot be tested on a non-operating engine. The engine must be running, and the cooling system vented in order to permit latching the low water reset button ‘The low water reset button will trip whenever differential pressure drops below air box pressure when the engine is running. However, the low water drained dead. CAUTION A serious problem exists when the water pumps are not delivering coolant to the engine, and when the crankease becomes pressurized, Both of these conditions are either the result of engine damage or an indication that engine damage is imminent. The Delta P protector uses water pump cavitation as the signal that the cooling system is in trouble. The following conditions will cause the detector to trip: 1. Loss of engine coolant. 2. Pump cavitation due to air entrainment (particularly during engine start.) 3. Water pump failure on a single-water-pump engine, or a failed left bank water pump on a dual-pump engine. Because this device is not affected by cooling system pressurization, it also provides engine protection against: 1. Exhaust gas in cooling system which: a, Causes pump cavitation. b. Results in cracked heads. ¢. Can result in hydraulic locks 4. Results in head-to-liner seat damage, ngine overheat (especially below 6th throttle position), and pump cavitation due to water (cmperature approaching boiling point ML. 260 Water Pump Discharge Pres: Water Pump Inior Pressure Ar Box Pressure Dil in From Governor Trip Position Loteh Position it Retuen To Vent Fiting Crankcase Pressure Negative cankease are I Fig.4 - Low Water Pressure Condition CRANKCASE PRESSURE DETECTOR The crankcase pressure detector has a large diaphragm that is held in position by spring force. When pressure on the diaphragm exceeds spring force, the diaphragm moves. This movement results in tripping of an oil valve latch, Fig. 5, or tripping of a latch that operates a switch. Engine shutdown is through governor sensing of low oil pressure or by means of governor shutdown solenoid. Crankcase ventilating equipment normally maintains a negative pressure in the crankcase. Malfunction, whether plugging of crankcase ventilating system, excessive blowby, faulty seals or damaged components, or crankcase explosion will result in positive pressure and crankcase pressure detector trip. CAUTION Automatic engine shutdown is NOT provided on marine applications unless specially equipped. Crankease pressure detectors installed on marine applications are equipped with a crankcase pressure switch (CPS). This switch ‘Water Pump Discharge Pressure Wate: Pump Intet Pressure Air Box Proseure Gil in From Gavernat Latch Position Trip Position Oil Rewirn To Crankease Vent Fitting Crankease Pressure Positive IFig.5 - Positive Crankcase Pressure Condition closes contacts when the crankcase pressure detector reset stem trips, and provides a signal to the alarm system. After the alarm is sounded, the engine should be shut down as soon as possible. Units equipped with an optional shutdown selector switch provide selection of two differznt responses 10 an excessive crankcase pressure. In the NORMAL SHUTDOWN position, an excessive crankcase pressure will shut down the diesel engine. In the EME GENCY ALARM position, an excessive crankcase pressure causes only the alarm| system to be activated. The following conditions will cause the detector to trip: 1. Blockage of oil separator or aspirator tube in exhaust. 2. Cylinder compression leak into oil pan. 3. Overheated part causing ignition of oil vapor 4, Incorrectly applied lube oil relief valve in accessory gear train. Oil splash reaches the diaphragm of detector. . Excessive oil ievel in crankease, resulting in blockage of oil separator. 6. Air box leak to crankcase. WARNING Following an engine shutdown because of crankcase pressure detector trip. do NOT open any handhole or top deck covers to make an inspection until the engine has been stopped and allowed to cool off for at least two hours. Do NOT attempt to restart the engine until it has been determined that the cause of the trip has not been acrankcase explosion. Crankease pressure detector trip indicates a potentially explosive condition within the engine. The possibility exists that an overheated bearing may ignite the hot oil vapors if air is allowed to enter. If the shutdown was the result of a crankease explosion, do NOT operate the engine until the pressure detectar has been replaced, since the diaphragm backup plates may be damaged ‘The crankcase pressure portion is designed to detect very low pressure. Therefore, application of pressure appreciably above the normal 0 mm-127 mm (0”-5") of water may permanently damage backup plates on the diaphragm. A detector with damaged backup plates cannot be reset. Manual operation of crankcase pressure diaphragm through crankcase opening must be done carefully to avoid distorting aluminum backup plates. Do not exert too much force. Damaged detectors will not latch properly, if at all. NOTE Replace or qualify the device any time that a true crankcase pressure trip has occurred ‘The rate at which the large diaphragm moves from trip to latch position on the crankcase pressure portion is dependent on pressures involved and the freeness with which air can enter the vent fitting at bottom of detector body. ‘When pressing the crankcase pressure detector reset button on a dead engine, the air pressure on the diaphragm is the same on both sides and only the light spring force is available to move diaphragm to a latched position. With the reset button held in to release the diaphragm, air must enter at the front of the diaphragm through the vent fitting to permit the spring to move the diaphragm until the valve stem and reset button remain latched. This takes several seconds when detector is cold. The reset button must therefore be depressed for several seconds to ensure complete latching. M.I. 260 “0” RING SEALS Both reset buttons actuate lube oil valves which are sealed with “O” rings. To ensure lubrication and free movernent of the valves, the “O” rings and retaining grooves are designed to seal only when normal oil, pressure is present. MAINTENANCE The maintenance of these detectors is very important and requires the use of special tools and a properly maintained test panel to ensure correct functioning of the protector at the time of assembly. In order to ensure proper operation, the detectors should be dismantled, cleaned, and inspected at intervals indicated in the applicable Scheduled Maintenance Program. DISASSEMBLY 1. Remove two hex socket head cap screws from oil drain line flange, using an Allen wrench, 2. Remove the four hex socket head cap screws holding the reset button enclosures to the oil valve block. Remove low water valve stem and “O" ring from oil block 3. Loosen all eight hex socket head cap screws from oil valve block using an Allen wrench 4. Remove the top four hex socket head retaining cap screws from the oil valve block. Slide out air housing, low pressure housing, and high pressure housing as an assembly. 5. Remove the crankcase reset valve stem and “O” ring from oil block, CAUTION If itis necessary to manually trip the crankcase pressure diaphragm, avoid distosting aluminum backup plates. Gentle finger pressure will suffice, 6. Remove the bottom four 1/4"-20 x 4-1/4” hex socket head cap screws securing the oil valve block to crankcase housing assembly. 7. Remove oil valve block and replace all “O” rings, Fig. 6. 8. Remove crankcase housing assembly and spring, NOTE Do not lose balls. MLL. 260 9. 10. JUL “See Text JZ, Note Under (Ball Retainer / Vion “O° Ring Gasket Sorina DESCRIPTION 4.75 mm | 187°) Dra, Ball Bearing Diapheagm & Plate Assy: | [ BFig.6 ~ Crankcase Repair Kit Remove the cover plate from the mounting plate housing by removing the twelve 1/4”-20 socket head bolis around the outer edge of the assembly, It is not necessary to remove the vent fiuing Remove aluminum backup plate and apply new diaphragm, Fig. 6. L1, Invert the air and water pressure assembly 12. Remove the four hex socket head cap screws from the high pressure block and remove from assembly with diaphragm facing upwards. 13, Separate circular brass spacer from low pressure block assembly. 14, Loosen 1/4"-20 x 1-3/8" flat head screw approximately 3/8”, 15, Lift outscrew, piston, diaphragm and spacer as a unit in that order. Disassemble low pressure block assembly. Separate circular brass spacer from air housing assembly. Remove sleeve, piston, diaphragm and gasket assembly, To separate, remove three nylon serews, INSPECTION Clean all parts with a NON-CAUSTIC solution to remove foreign material. Do not wire brush or use abrasives that may seratch or alter finish on valve shafts or surfaces mating the “O™ rings or diaphragms. Remove and scrap all “O” rings including those in bores. Inspect parts as follows: VALVE SHAFTS Sliding surfaces must be free of scratches and tool marks. Ball groove must be free of brinell marks. BALL CUP Free of pit marks. NOTE The use of ball cups with chrome plating is recommended. These ball cups tend to brinell less than hardened steel ball cups. BALL RETAINER NOTE Do not remove ball retainer from crankcase pressure ot low water block unless inspection proves it to be defective. Rebuild kits do not include the retainer-to-block “O” ring. Therefore, if reusable ball retainers are removed, the possibility of reassembling ball retainer without “O" ring exists. This would result in an oil leak or loss of sensitivity of the device Ball passages must be free of tool marks and dents and provide free movement of balls. Ball retainer must be checked for flush engagement of face into aluminum housing. Ifloose, tighten and secure with single punch mark at intersection of threads. It itis necessary to remove ball retainer, see Service Data for removal tool, M.I. 260 Replace the three steel balls in the crankcase and low water portion of the detector with those furnished in the replacement kit LOW WATER BLOCK (CONTAINING WATER CAVITIES) Check that the button controlling water pressure diaphragm travel is located 2.3 mm (.090”) from the gasket face. Gasket face must be smooth and free of nicks. CAUTION All surfaces contacting red water diaphragm must have radius and be free of nicks, pits, or deposits because diaphragm is sensitive to abrasion, If the low water block is not pitted severely, the block may be reused by refacing with fine grade emery. If refacing is done, a flat surface must be maintained. block is not fit to be reused, replace with new brass block. Replacement parts are available through EMD Parts Centers OIL VALVE BLOCK Mounting face must be flat and square with bore within 0.07 mm (.003”), RESET BUTTON ENCLOSURE Sliding “O” ring surface must show a high polish and be free of tool marks, scratches, and pits. SPACERS Spacers separating water and air box diaphragms or water chamber must be free of nicks, pits, and deposits in all areas which contact the red water diaphragm. Ifa spacer is not fit to be reused, replace with new spacer. VENT FITTING Effective July 1, 1982, the elbow vent fitting was replaced with a straight vent cap, Fig. 7, to prevent excess accumulation of oil on the front side of the crankease diaphragm. This modification can be performed simply by disassembling the two-piece fitting, discarding the etbow portion, and threading only the straight, capped portion into the vent opening provided. REASSEMBLY Reassemble as follows using the equipment as listed in Service Data. Fitting 8338723 ze I Fig.7 ~ Vent Fitting Applied To Engine Protector LOW WATER SECTION Use replacement kit parts where required, Fig. 8, and reassemble as follows: 1. Ensure steel balls are installed using a small amount of petroleum jelly. NOTE Ensure all three housing openings are located on the same side and that the diaphragms are properly seated when reassembling. (When viewing the protector from the front, Fig. 1, with the low water assembly positioned properly under oil block, these openings will be to the viewer's left.) 2. Reassemble gasket, air box diaphragm, piston and sleeve assembly. Apply silastic to screw threads during assembly. Torque to 0.91 Nem (8 in.-Ibs). 3. Return circular brass spacer to air housing assembly. NOTE ‘To ensure proper orientation of the two vent holes, itis necessary to position one hole 180° from the housing openings, with the second vent hole 90° counterclockwise from the 180° vent hole. diaphragm and circular brass spacer, and | 4. Install 1.52 mm (.060") spacer between smali position over air housi 5, Place low pressure block over diaphragm. AIR BOX PRESSURE OCOOOHOO O Y eo WATER come / WATER PUMP INLET (LOW) DISCHARGE PRESSURE (HIGH) PRESSURE anEtananntataussesnaseersuaasanana EH eM DESCRIPTION RE. 1 | <0" Ring 1 2 | O"Ring 1 3 | 6" Ring | 4 | “ov Ring 1 5 | Notincluded tn Kit (See Ball Retainer Note) 1 8 | “O° Ring ; 7 | diaphragm 1 8 | Diaphragm 1 8 | Diaphragm 3 10 | Diaphragm 1 11 | Biston: 1 "12 | Screw 1/4"-20% 1-1/4" Flat Ho, 1 13 | Spacer 1 14 | 1152 mm (.080" Spacer 3 115 | Siceve 1 16 | Piston 1 | (17 | Gasker i +18 | Screw 8-32 x 3/8” Nvion) 3 19. | Bat *Apply silicone rubber compound to threads during assembly. (Reference Service Data for part number.) 21078 I Fig.8 - Water Portion Repair Kit 6. Position airbox-to-pump inlet spacer, diaphragm, piston and screw in low pressure housing assembly. NOTE Apply silastic (or equivalent) to threads during assembly and torque to 6.78 Nm (60 in.-1bs). 7. Position circular brass spacer over low pressure block between inlet and outlet diaphragms, Ensure proper vent hole position. Install diaphragm in circular brass spacer. Assemble high pressure block to assembly using four hex socket head cap screws. Torque to 6.78 N-m (60 in.-Ibs). 10. Invert assembly and position over cover plate, CRANKCASE SECTION Use replacement kit parts when required, Fig. 6,and reassemble as follows: 1, Assemble new crankcase pressure diaphragm with aluminum backup plate on each side, to ball cup. Check ID. of ball cup for brinell marks from previous service, Orient crankease diaphragm with housing so in subsequent assembly, the balls will not engage the brinell marks. Tighten attaching screws to 0.91 Nem (8 in.-Ibs) torque. 2. Assemble crankcase pressure diaphragm between mounting housing and cover, with gasket on each side. Start retaining bolts but do not tighten. Install diaphragm centering fixture into ball cup and secure before aligning pilot of fixture with cover opening. (See Service Data for part number of diaphragm centering fixture.) Release plunger to pull diaphragm beyond trip position; tighten retaining screws to 2.26 Nem (20 in.-Ibs) torque before removing centering fixture. 3. Make sure “O" ring is in place in center block Apply replacement steel balls (with petroleum jelly to hold them in place), in ball retainer. Place center block with crankcase pressure to diaphragm spring over ball cup in diaphragm NOTE Do not substitute Lubriplate grease for petroleum jelly. Lubriplate has a tendency to harden slightly and may interfere with proper ball movement. 4. Install «wo new “O” rings to oil block. 5 Insert crankcase button stem through oil block and position oil block over crankcase pressure and water and airbox pressure assemblies. 6. Loosely reinstall the four 1/4"-20 x 4-1/4" hex socket head cap screws securing oil block to crankease block. MLL. 260 Depress and hold crankease reset button to fully seat stem in ball cage. (It may be necessary to slightly lift crankease block or wiggle crankcase block and oil block white inserting stem.) Once stem has seated, release button and tighten down cap screws. Reinstall the crankcase identification ring over button, Ensure button vent hole is facing “down” before reinstalling the two hex head cap screws securing button enclosures to oil valve block, FINISHING SEQUENCE 10. Align low water portion assembly (with alignment tool inserted in vaive stem opening) to full engagement (See Service Data), to oil valve block and reinstall the four 1/4*-20 x 1-1/4” hex socket head retaining bolts. Tighten 10 6.78 Nem (60 in.-Ibs) torque. Alignment tool must be free of bind. Insert valve stem and reset button into oil valve block with new “O” ring, To seat stem, insert Allen wrench (or similar blunt object) into airbox block opening and press gently down while guiding stem down through bail cage 13. Reinstall the low water identification ring over button. Ensure button vent hole is facing “down” before reinstalling the two hex head cap screws securing button enclosure to oil valve block Tighten retaining bolts to 1.7 Nem (5 in.-Ibs). 15, Torque the four 1/4”-20 x 1-1/4” hex socket head retaining bolts securing the oil valve block to crankcase block to 6.78 N-m (60 in.-Ibs). 16, Set both reset buttons and perform test procedures as required NOTE Check to ensure proper vent hole positions. The two vent holes in ach spacer should be oriented down (towards the crankcase portion of device) and to the viewer's right when viewed from the front as indicated in previous “Note”. M.A. 260 TEST PROCEDURE NOTE Test panel, Fig. 9, uses air pressure only for all tests in place of oil or water. Prior to performing any test procedure, ensure all test panel valves are in the “off position, 5 gurslenee ee TEE Ean ie Sie Fig.9 - A A Engine Protector Test Panel DELTA P WATER DETECTOR PORTION I. Visually check ports for plugging 2. Connect test panel to a supply of clean, dry air at a minimum pressure of 190 kPa (100 psi) 3. Mount detector device on panel with Toggle ‘clamps and fasten adapters to water (19), pump inlet (16), air (18), and oil hoses (17), 4, Fasten water high pressure line (19) to pump discharge pressure port, Port No, 1 (24) Fig. 9 5, Fasten pump inlet line (16) to pump inlet pressure, Port No. 2 (25). 6, Fasten air line (18) to air box pressure port, Port No. 3 (26). 7. Fasten oil line (17) to port No. 4 (27). 8, Turn on water PSI valve (12). 9, Turn water PSI pressure regulator (8) to attain 69 kPa (10 psi) pressure. Latch low water button, then raise pressure to 690 kPa (100 psi) 10, Latch crankcase button if necessary. 11, Turn on air PSI vaive (10), 12. Turn air PSI pressure regulator (6) to attain 138 kPa (20 psi) pressure (Turbo Device), 35 kPa (5 psi) Roots Device. 13. Turn on pump inlet valve (22). 14, Turn pump inlet regulator (21) to attain 207 kPa (30 psi) pressure. 15. Turn on oil PSI valve (11), 16. Turn oil PSI regulator (7) to attain 552 kPa (80 psi) pressure. 17, Check joints for leaks, using soap and water solution. 48, Check oil return port for leak. If panel has flowrator, maximum allowable leak is 0.283 m3/hr. (10 SCFH.) 19, Reduce oil PSI, water PSI, pump inlet, and air and water pressures to 0 psi using regulators (7), (8), 2D, and (6). CAUTION To avoid damage to low pressure meter, always reduce water oF ait box pressure 10 7 kPa (1 psi) of less before switching panel valve to water/air box meter readout, Make pressure. 20. Open water gauge valve (13) 10 read water pressure in inches of water on water’ air box pressure gauge (4) 21. Turbocharged Applications: Raise water pressure to 20" H,O by adjusting water PSI pressure regulator (8). Reset button must laich when depressed. Roots Blown Applications: Raise water pressure to 30” H,O by adjusting water PSI pressure regulator (8). Reset button must laich when depressed. 22, 23. 24, 25. 26. 21, Close water gauge valve (13). Raise water PSI gauge pressure (3) to 21 kPa G psig) minimum, using water PSI pressure regulator (8) and depress reset button two or three times to ensure positive latching. Check low water button for minimum of 0.38 mm (.015") overtravel in latched position, Reduce water pressure slowly to zero, and open air box gauge valve (15) to read air box pressure on water/air.box gauge (4). Raise air box pressure slowly by adjusting air pressure regulator (6) until low water reset button trips. Button must trip before pressure reaches 20” HO on a new device; 30” on used device. Reduce air pressure to zero and close air box gauge valve (15). Repeat Steps 20 through 26. CRANKCASE PRESSURE TEST J. Set crankcase pressure gauge (5) on zero 3 pressure. If crankcase pressure regulator (9) is not effective in reducing the pressure to zero, air may be trapped in back of the detector. Loosen Toggle clamps slightly to relieve trapped air. Tighten clamps when trapped air has been relieved ‘Crankcase pressure button must be in latched position. This may require holding button in until crankcase pressure gauge (5) reads zero. heck reset button for overtravel in latched position (must be 0.38 mm [.015"] minimum.) CAUTION Be sure crankcase pressure regulator (9) is turned to minimum position or is turned until crankcase pressure gauge (5) registers 0". ‘Turn crankcase valve (14) to ON position. 4. Turn crankcase pressure regulator (9) to raise pressure slowly until crankcase button trips. A new device should trip between 0.8” and 1.8” H,0 on crankcase pressure gauge (5) and a used device should trip between 0.8” and 3” H,0. NOTE A used device is one that has been in service 3 months or more since it was new or rebuilt M1. 260 5. Reduce pressure to zero by adjusting crankcase pressure regulator (9). 6, Relatch crankcase button when pressure drops to zero, 7, Repeat Steps 4 through 6 two times. 8, Close crankcase valve (14). 9. Close oil PSI, pump inlet valve, air PSI, and water PSI valves (11), (22), (10), and (12) in that order. 10. Disconnect supply lines from device. TESTING AND SERVICING ‘The following are some conditions and probable causes which may be encountered in testing and servicing these detectors. The single causes given below are not necessarily the only causative factors involved in a certain condition, but should be considered the most likely. Condition: Low water button latches and trips in area of latch pressure Cause: Steel balls are not all in place in ball retainer. Condition: — Low water button latch point OK. trip point low. Cause: Alignment of air box diaphragm in- correct or, convolution in diaphragm is reversed Condition: Low water button latch point OK, trip point high, Cause: Valve stem only partially latched. Condition: Low water button fails to trip with air box pressure and no water pressure Cause: Lack of pretravelin diaphragm. La of overtravel in valve stem. Mis- aligned valve stem passages Incorrect or broken reset button spring. Reset button spring missing. Condition: Engine oil pressure fails to build up with reset button laiched “O" ring in valve body missing or damaged. -U- Mul, 260 Condition: Cause: Condition: Cause: Condition: Cause: Condition: Cause: Air box pressure portion full of oil and carbon, Small"O" ring at valve stem in the ball retainer is damaged or missing. Water leaking from bleed hole in diaphragm spacer. Waterdiaphragm faulty orimproperly applied. Oil and air leaking from bleed hole in diaphragm spacer. (Pressure applied only at air box port.) Air box pressure diaphragm faulty. Crankcase pressure button trips at too high a pressure. Incorrect diaphragm spring. Dia- phragm applied taut, -12- Condition: Cause: Condition: Cause: Condition: Cause: Crankcase pressure button trips at too low a pressure, Incorrect diaphragm spring. Valve stem only partially latched. Tripping of low water portion trips crankcase button, when testing on test panel. Transfer sealon test panel forexhaust- ing oil dump line, leaking. Crankease pressure button refuses to latch. Positive pressure not being relieved from test panel. Vent on device is plugged. Diaphragm backing plate bent, Balls missing from ball retainer, MI. 260 SERVICE DATA DEVICES But (TurboyNew eee eee 9320130 (Turbo) Urex 9332828 3ils1 (Roots) New... 9505867 (Roots) Utex 9506013 EQUIPMENT LIST TostPanel oo. eee pee he aoe ehacebee epi 9339066 Alignment Tool |. 8361214 Crankease Diaphragm Centering Fixture 2.2... sees e cece ce sess ss 8361217 ‘Torque And T-Bar Wrench Kit ne 361215 Bail Retainer Removal Tool 8488380 Straight Vent Cap eeeeeeeeenennneeannen le 8338723 & KIT INFORMATION Test Panel Conversion Kit 9339067 ‘Turbocharged application: Complete Rebuild Kit for 9320130 device... eee eee ee 95358698 Low Water Repair Kit 9339065 *Crankease Repair Kit eee eee eee ee eee es 8379503 Roots Application: Complete Rebuild Kit for 9505867 device 6... 2... 9535870 E Low Water Repair Kit... wae . fA 9505990 *Crankcase Repair Kit. tt 7 ‘ Hl wee . . ‘ 8379503 +Same for both applications. MATERIAL Silicone Rubber Compound - $ oz. tube : 8453256 Silicone Rubber Compound - 12 oz. cartridge, Sees soe. 8366747 Petroleum Jelly TEST LIMITS NOTE During pressure testing, test pump inlet port at 207 kPa (30 psi). :1:1 DEVICE (NEW AND UTEX) LOW WATER PORTION: a. Should latch at a pump discharge pressure of 20" H,O. (Used devie maximum.) must latch at 30” 0 b, Must trip when all pressures are zero, and the airbox pressure is 20' CRANKCASE PORTION (New) Trip at a pressure of 0.8" to 18” HO. (Used) Trip at a pressure of 0.8” to 3.0” HO. maximum.) -13- ML. 260 3:1:1 DEVICE (NEW AND UTEX) LOW WATER PORTION: a. Should latch at a pump discharge pressure of 30” H,0. b. Must trip when all pressures are zero, and the airbox pressure is 30” H,O maximum. CRANKCASE PORTION: (New) Trip at a pressure of 0.8” to 1.8” H,O. (Used) Trip at a pressure of 0.8” to 3.0” H,O. e e« « «

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