2. STRUCTURE OF MAJOR PARTS 2-1, Outline of Structure This engine is designed to be a crankcase integrated, suspension metal structure as shown in the below sectional view, For its installation, there are the fixed supporting to fix it directly on the common bed and the antivibration supporting to fix the mounting feet and generator on the common bed via rubber vibration insulators. OPERATING SIDE NON-OPERATING SIDE ena esata suesEen. Vata ol ee \= SS rieebon Pipe E . megtes a man or ra i Fuel Injection Pump Q sea Le sce Az Chabe i Pump Housing Cover. as t on ‘Swing Arm 2 cca Lue ct coor Ol 5 commtero ns > ST sun oo orine Oy. Black ona ES i ‘Main Bearing Bott ] oe sata ha@& omaat-v 2 . Structure of Major Parts 1) Cylinder block Provided with side covers on both the operating side and the non-operating side, the cylinder block is a duplex wall structure made of castings integrating the boost air manifold (boost air chamber), main lubricating oil pipe and main cooling water pipe. 2) Cylinder liner Made of a special cast iron, the cylinder liner has the special thermal treated surface. The inner face is finished with precision honing. On the upper part of inner diameter of the liner, an anti-polish ring is mounted. 3) Cylinder head ‘The cylinder head is of the 4-valve type equipped with two suction valves and two exhaust valves and arranged with a fuel injection valve at the center. The cylinder head is clamped by tightening four bolts under the hydraulic pressure. ‘The exhaust valve seat is water cooled, and the fuel injection valve is mounted with a sleeve. 4) Piston and piston rings ‘The piston is made of special cast iron, Its upper partis cooled by the cocktail shaker method using lubricating oil that passes through the connecting rod and piston pin. The skirt is provided with special coating. ‘The piston rings are two compression rings, and their sliding surface is chrome-plated. Besides, there is one oil ring combined with 2 coil expander whose sliding surface is also chrome-plated. 5) Connecting rod ‘The big end of a connecting rod is an obliquely split structure, and its mating surfaces are serrated. The connecting rod bolts are two tap bolts tightened to the specified angle. 6) Crankshaft and main bearings A balance weight is attached to each arm of the crankshaft by tightening the balance weight clamping bolts to the specified angle. ‘The main bearing is of the suspension metal type. At the flywheel-side timing gear case of the No. 1 main bearing, the No, 0 main bearing is provided, and it is atached with thrust metal and journal metal. Each bearing cap is fixed with two mounting bolts and two side bolts on both the operating side and non-operating side. The mounting bolts are tightened to the specified hydraulic pressure. (The side bolt of the No. 0 main bearing, cap is equipped only on the non-operating side.) 7) Camshaft ‘The suction/exhaust cam and fuel cam form a monoblock structure with the camshaft. It is split in two at the bearing part between the No. 3 & No. 4 cylinders. 8) Fuel injection pump ‘The fuel injection pump is of the Bosch type. The delivery valve is @ pressure equali is of the top closed type. The fuel injection timing is adjusted by means of the adjusting bolt of tappet of pump driving gear. ig valve, and the plunger barrel 9) Fuel injection valve ‘The type using the high viscosity fuel oil is cooled with the cooling water running through the fuel injection sleeve mounted on the cylinder head. A heat transfer bush (copper) is installed between the fuel injection nozzle and the injection valve sleeve, thus indirectly cooling the injection nozzle. The engine using the MD,oil does not use the indirect cooling system nor a heat transfer bush. The injection pressure is adjusted with the spring shoe fastened with the adjusting nut. 10) Starting and stopping devices ‘The engine is started by an air motor using the compressed air. To stop the engine, the starv/stop lever is set in the STOP position. To stop the engine by the remote operation, the air piston is actuated to set the rack of fuel injection pump at the non-injection position. ‘The starv/stop lever and tuming device are interlocked with the respective switches to prevent starting by erroneous operation, 00. 8. 8R 2 BN18(A)L-V6N18A4L 2-3. Lubricating Oil System ‘© The lubricating oil pump is a gear pump integrating the pressure regulating valve and safety valve. © The lubricating oil strainers are a notch-wire type strainer and a centrifugal bypass strainer. © The lubricating oil cooler isa unit structure of the multi-tubular type fitted with an automatic thermostatic valve and a notch-wire type strainer. © The priming pump is a motored screw pump and is mounted on the common bed. The delivery pipe is connected with the inlet side of the notch-wire type strainer. ‘The lubricating oil discharged from the pump is regulated ofits pressure to the specified value by the pressure regulating valve. Then, the lub. oil passes through the cooler and strainer and then enters the main gallery of the cylinder block. ‘The lubricating oil line is branched at the main gallery. The oil passes through each part and retums to the oil pan and then the common bed. Each lub. oil passage franched off from the main gallery is a drilled hole structure, excluding lines leading to the pressure regulating valve and governor driving gear. The oil su n part of the pump varies according to the engine installation types. In the case an engine installed by the fixed supporting, the fixed suction partis the command bed; in the case of antivibration supporting, it is oil pan. (Heavy Fuel Oil Scec.) [Fuel injection Pump inion] — Swing Am Erg] —Swng Arm Roller Fn Sue Exh, Valve Recker Ar] (Foal nection Pump Tanset Rater] [Cam Bear (Connecting Red) (Wae] Canes} (Fiaen) (ening Water Pump inwred: Gear] (Gamahat riermed. Goa] — SS [a Di Pamp een Goa] — = | songs (TE Sarge ita [ten Guy L sicko Lub. Oi Strainer, Paper Element Type Engine, Mein Cub. Oi Strainer Notch-wire Type [Fubocharser| Pressure Regulatin Valve 2 Pump Bypass Strainer, Centrifugal Priming Pump Command Bac 9.7.286NIBAL 2-4, Cooling Water Pipe System The cooling system of this engine is to cool the engine (cylinder liner and cylinder head) with hot fresh water and the lubricating oil cooler and boost air cooler with cold fresh water. This cooling system is called the dual fresh water line cooling system of the mixing type. © Both the cold water pump and the hot water pump are centrifugal pumps equipped to the frontal part of the engine. The hot water pump is such a stiucture to incorporate the check valve directly to the frontal side gear ccase through the check valve on the delivery side. (The suction parts of both pumps are caupled in the gear case.) ‘© The temperature of hot water is controlled by the pellet type automatic thermostatic valve. ‘© The temperature of cold water is controlled by a thermostatic valve equipped on the fresh water cooler side. ‘The cooling water discharged from the cold water pump passes through the boost air cooler and lubricating oil cooler, and then returns to the fresh water cooler side. However, a part of the cooling water passes through the cooling water passage in the cylinder block and flows into the cold water pump suction side through the automatic thermostatic valve. The cooling water discharged from the hot water pump returns to the cylinder jacket, cylinder head and cooling water collecting pipe and then to the automatic thermostatic valve which controls the temperature of thus returned cooling water. The cooling water flown into the cylinder head cools the combustion surface and periphery of fuel injection valve sleeve and then cools the exhaust valve seat. After that, the cooling water flows into the cooling water cooling pipe. Expansion Tank ——— { t i= i] AL check vave = L Hot Weter Pump Automat Theresia Vata Cold Weter Pump Cold Water Thermostatic Valve