Approved: Operating Manual

OPERATING MANUAL
Chapter 4 – Page 0/1

Ed. 6 - 15/07/2015 – EN
Service and supervision of the engine at service
APPROVED
Date:
Head of technical department
ANGLO BELGIAN CORPORATION

GHENT
WN/NT/... WN
Ed. Date Initials Changes
+ Ed. (file nr) (distr. nr.)
06 15/07/2015 / / JO New Layout + Aanpassing HT-LT koelcircuit
aanpassing temperatuur thermostaten in
installatie volgens interne vergadering BT
dd10/2/2015
File: B33_104_dd2015_07_15_Ed006_EN_Service_and_supervision_of ABC owns the copyright of this document. It shall not be
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OPERATING MANUAL
Ed. 6 - 15/07/2015 – EN
CHAPTER 4
SERVICE AND SUPERVISION OF THE ENGINE
AT SERVICE
OPERATING MANUAL
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CONTENTS
1 INTRODUCTION ................................................................................................... 3
2 DESCRIPTION AND SUPERVISION OF THE FUEL CIRCUIT FOR DISTILLATE FUELS ................................... 4
2.1 Fuel circuit with shielded injection pipes and alarm system for fuel leaks (unmanned
engine room, EO, AUT or UMS) ....................................................................4
2.2 Supervision of the fuel circuit while the engine is running ...................................9
3 DESCRIPTION AND SUPERVISION OF THE LUBE-OIL CIRCUIT ..................................................... 10
3.1 Lubricating oil circuit with wet sump execution ............................................. 10
3.2 Lubricating oil circuit with dry sump execution .............................................. 24
3.3 Supervision of the lubricating oil circuit while the engine is running .................... 33
3.4 Preheating of the engine oil lubricating circuit .............................................. 35
4 DESCRIPTION AND SUPERVISION OF THE COOLING WATER CIRCUITS ............................................. 36
4.1 Split cooling water circuit with box cooler/radiator ........................................ 36
4.2 Split cooling water circuit with plate cooler and seawater pump ........................ 41
4.3 Supervision of the cooling water circuit ....................................................... 45
4.4 Individual HT and LT- circuit ..................................................................... 47
4.5 Connection for heat recuperation on HT-circuit ............................................. 50
5 DESCRIPTION AND SUPERVISION OF TURBO CHARGING .......................................................... 51
5.1 Description .......................................................................................... 51
5.2 Supervision of turbo charging .................................................................... 52
5.3 Operation with blocked turbo compressor .................................................... 53
6 SUPERVISION OF THE MECHANICAL SYSTEMS .................................................................... 54
6.1 Inspection tours .................................................................................... 54
6.2 Daily inspection tours ............................................................................. 54
6.3 Normal maintenance tours ....................................................................... 54
7 DESCRIPTION AND SUPERVISION OF THE STARTING ARRANGEMENT .............................................. 55
7.1 Description .......................................................................................... 55
7.2 Supervision of the starting air installation .................................................... 59
8 CONTROL OF THE ELECTRICAL AND PROTECTION EQUIPMENT ................................................... 60
8.1 General .............................................................................................. 60
8.2 Speed pick-up on soft water pump - fine adjustment ....................................... 60
8.3 Heinzmann speed pick-up on flywheel – fine adjustment .................................. 61
OPERATING MANUAL
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1 INTRODUCTION
The staff responsible for operating the engines must be able to distinguish between the
general directives and more specified instructions according to their particular field of
application.
The numerical values indicated are those that are standardized for ABC-engines.
If any deviations are noticed when the installation is in service, please verify whether or not
these deviations were agreed upon during the discussions prior to the sale.
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2 DESCRIPTION AND SUPERVISION OF THE FUEL CIRCUIT

FOR DISTILLATE FUELS
The fuel circuit, as part of the engine, mainly contains:
• A fuel feed pump driven by the diesel engine
• Duplex fuel filter (switchable, for element change during operation)
• Fuel injection pumps and fuel injection pipes
• Nozzle holder and nozzle
• Piping on engine
2.1 FUEL CIRCUIT WITH SHIELDED INJECTION PIPES AND ALARM SYSTEM FOR FUEL
LEAKS (UNMANNED ENGINE ROOM, EO, AUT OR UMS)
Please consult Fig. 4.1 and Fig. 4.2 below for further details.
The circuit contains the fuel feeding pump (F2) driven by the diesel engine. The fuel passes
over a non-return valve (F4) to the duplex fuel filter (F10), equipped with a fuel leak tray
(F11). After filtration, the fuel oil arrives in the fuel manifold (F17) to which the fuel
injection pumps (F30) are connected.
The fuel injection pumps are equally equipped with a fuel leak tray each (injection pipes)
(F34). For each cylinder, an individual fuel pump is provided. From these pumps, high
pressure shielded injection pipes (F31) feed the nozzles (F32).
Exceptional leaks caused by a fracture or crack in an injection pipe (F31) are caught by the
double wall of the duo system and carried off with a separate manifold to a fuel drain tank
(F35). According to the requirements of the classification societies, this tank must be
equipped with a level switch (FSLH1) for alarm.
Normal and functional leaks which are collected in the fuel leak tray (F11) and the leaks from
the injection pumps are carried off to a fuel leakage tank (F162), which is placed during
installation. The leaks from the nozzles (F32) are carried off to the daily fuel tank (F130).
A daily fuel tank (F130) is installed. The circuit can be deaerated by means of a manual
primer pump (F6). Also the shut-off valve (F161) can be used to deaerate the circuit by means
of the hydrostatic pressure from the daily fuel tank.
For the purpose of filling the daily fuel tank, an electro pump set (F107) is present, which can
be controlled from the level switches (FLSH21/FLSL22). In case the electro-pump set is
defective, the daily fuel tank may also be filled by means of the manual primer pump (F111).
The fuel circuit can be also equipped with a fuel consumption meter (F141) and a water
separator (F150) equipped with an alarm (FLSH4). To avoid a malfunctioning of the fuel
consumption meter due to the pulsations of the injection pumps, a buffer vessel (F186) of 30
liters will be installed. The fuel consumption meter, the water separator and the buffer
vessel can all be delivered by ABC.
The fuel filter circuit is equipped with a pressure regulation valve (F9), ensuring a constant
feed pressure of 2,5 bar. The filter elements can be replaced when the engine is in operation.
For this, the filter has to be switched over to 1 element. The other element may then be
replaced. Note that for normal operation, fuel should be filtered by the 2 elements.
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For unmanned machine rooms, if there is damage to the fuel feeding pump (F2) a pressure
alarm (FPSL2) will occur. This alarm signal will start the emergency fuel pump (F191). For
manned machine rooms, you can manually switch over to the emergency pump in case of
emergency.
Depression at suction fuel pump: max. 0,4 bar

Normal working pressure of the fuel pump: 2,5 bar
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Code Component
F2 Fuel feeding pump
F4 Non-return valve
F6 Manual primer pump
F9 Pressure regulation valve
F10 Duplex fuel filter
F11 Fuel leak tray
F17 Fuel manifold
F30 Fuel injection pumps
F31 High pressure shielded injection pipes
F32 Nozzles
F34 Fuel leak tray (injection pipes)
F35 Fuel drain tank
F107 Electro pump set
F111 Manual primer pump
F130 Daily fuel tank
F141 Fuel consumption meter
F150 Water separator
F161 Shut-off valve
F162 Fuel leakage tank
F186 Buffer vessel
F191 Emergency fuel pump
FLSH21/FLSL22 Level switches
FLSH4 Alarm
FPSL2 Pressure alarm
FSLH1 Level switch for alarm
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Fig. 4.1 6/8 DZC
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Fig. 4.2 12/16 VDCZ
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2.2 SUPERVISION OF THE FUEL CIRCUIT WHILE THE ENGINE IS RUNNING

2.2.1 Fuel level in the service tank
Depending on the capacity of the service tank, this must be regularly filled up by means of
the transfer pump (usually the capacity ensures the engine can run for a minimum of 24 hours
at nominal loading).
If filling up is performed automatically by means of a pump set and float-actuated switches,
no supervision is needed.
2.2.2 Fuel leaks
The fuel leakage tank must be emptied regularly.

After a period of use, make sure that the leakage tank does not fill more quickly than
expected, as this can be an indication of more serious leaks, such as:
• Leaking connections to the injection pump
• Leaking injection pipe
• Leaking plugs at the injection pump
• Loose vent screw on the injection pump
• Leaking of the fuel filter
2.2.3 Fuel circuit with special leak-protection (AUT – UMS)
This circuit has automatic supervision in the sense that a leaking injection pipe activates an
alarm signal by means of a float-actuated switch mounted in a separate leakage tank.
If this occurs, you should locate the leaks, stop the engine and replace the defective
component.
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3 DESCRIPTION AND SUPERVISION OF THE LUBE-OIL

CIRCUIT
The different lubricating oil circuits are described here.
3.1 LUBRICATING OIL CIRCUIT WITH WET SUMP EXECUTION

3.1.1 For engines without emergency lubrication
Line engine 6/8 DZC

Please consult Fig. 4.3 below for further details.
There is only one engine-driven lubricating oil pump (O7). This lubricating pump brings the oil
from the strainer in the oil tank under the engine to the thermostatically (O16) controlled oil
cooler (O14), the duplex oil filters (O19) and the oil collectors. From these oil manifolds, the
oil flows to the different engine components to be lubricated and falls, after lubrication,
back into the crankcase. From there, the oil flows back to sump.
A certain amount of oil is also filtered in by-pass through 1 centrifugal oil filter (O9) bolted
onto the crankcase.
Engine pre-lubrication is done manually with the hand pump (O4). To change the oil bath, the
hand pump (O4) can be used with the shut-off valve (O5) opened.
Oil pressure in the engine manifolds is regulated by means of the pressure regulating valve
(O12). Oil pressure and temperature are measured and controlled close to the oil manifolds.
If a sudden pressure loss should occur, the fuel injection pumps are brought to zero injection
by means of the hydro-pneumatic stop cylinder (O36).
Table 4.1 Capacity of the oil sump bolted to the crankcase
6 DZ (l) 8 DZ (l)
Oil sump type 1 (h = 600 mm):
Min. 180 l 230 l
Max. 450 l 510 l
Oil sump type 2 (h = 760 mm)
Min. 180 l 230 l
Max. 615 l 675 l
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Code Component
O4 Hand pump
O5 Shut-off valve
O7 Engine-driven lubricating oil pump
O9 Centrifugal oil filter
O12 Pressure-regulating valve
O14 Oil cooler
O16 Thermostat
O19 Duplex oil filters
O36 hydro-pneumatic stop cylinder
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Fig. 4.3 6/8 DZC
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V-engine 12/16 DZC

There is only one engine-driven lubricating oil pump (O7). The lubricating pump brings the oil
from the strainer in the oil tank under the engine to the oil cooler (O14), the triplex oil filter
(O19) and the oil collectors. From these oil manifolds, the oil flows to the different engine
components to be lubricated and falls, after lubrication back into the crankcase. From there,
the oil flows back to sump.
A certain amount of oil is also filtered in by-pass through 1 centrifugal oil filter (O9) bolted
onto the crankcase.
The oil pressure in the engine manifolds is regulated by means of the pressure-regulating
valve (O12). Oil pressure and temperature are measured and controlled close to the oil
manifolds.
If a sudden pressure loss should occur, the fuel injection pumps (Bank A & Bank B) are
brought to zero injection by means of the hydro-pneumatic stop cylinders (O36).
For the capacity of the oil sump bolted to the crankcase, see chapter “General” –
“Lubrication system”.
Code Component
O7 Engine-driven lubricating oil pump
O14 Oil cooler
O19 Triplex oil filters
O36 hydro-pneumatic stop cylinder
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Fig. 4.4 12/16 DZC
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3.1.2 For engines with emergency lubrication
• Line engine 6/8 DZC (Fig. 4.5)
The basic system in 3.1.1 (For engines without emergency lubrication) is maintained
here.
• V-engine 12/16 DZC (Fig. 4.6)
The basic system in 3.1.2 (For engines with emergency lubrication) is maintained
here.
For unmanned machine rooms, if there is damage to the lubricating oil pump (O7) a pressure
alarm (OPSL3) will occur. This alarm signal will start the emergency lube-oil pump (O110). For
emergency.
Furthermore the emergency lubricating oil pump can be used for pre-lubrication of the
primary lubrication oil pump (O7) opening shut-off valve (O37).
Code Component
O7 Lubricating oil pump
O37 Shut-off valve
O110 Emergency lube-oil pump
OPSL3 Pressure alarm
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Fig. 4.5 6/8 DZC
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Fig. 4.6 12/16 DZC
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3.1.3 For engines with emergency lubrication and pre-lubrication pump
here.
here.
emergency.
Extra for this circuit is a pre-lubrication pump (O106). This lubrication pump provides
lubrication for the engine prior to engine start. The primary lubrication oil pump (O7) can
also be pre-lubricated opening shut-off valve (O37) during pre-lubrication of the engine.
Code Component
O7 Primary lubricating oil pump
O37 Shut-off valve
O106 Pre-lubrication pump
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Fig. 4.7 6/8 DZC
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Fig. 4.8 12/16 DZC
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3.1.4 For engines with emergency lubrication and with pre-

lubrication/preheating module
here.
here.
emergency.
Extra for this circuit is a pre-lubrication/preheating module. This module consist of a heater
(O121) that preheats the engine oil and a electro pump set (O120) that feeds the oil through
the engine prior to engine start. The purpose of this module is firstly to lubricate the engine
and secondly to warm up the engine before engine start.
Also the primary lubrication oil pump (O7) can be pre-lubricated opening shut-off valve (O37)
during pre-lubrication of the engine.
Code Component
O37 Shut-off valve
O120 Electro pump set
O121 Heater
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Fig. 4.9 6/8 DZC
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Fig. 4.10 12/16 DZC
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3.2 LUBRICATING OIL CIRCUIT WITH DRY SUMP EXECUTION

3.2.1 For engines without emergency lubrication – only for 6/8 DZC engines

There are two engine-driven lubricating oil pumps (O7, O51). The lubricating pump brings the
oil from the strainer in the oil tank (O100) to the thermostatically (O16) controlled oil cooler
(O14), the duplex oil filters (O19) and the oil collectors. From these oil manifolds the oil
flows to the different engine components to be lubricated and falls, after lubrication, back
into the crankcase. The oil level in the crankcase is kept under control by the scavenging
pump (O51) which brings the oil back to the oil tank (O101). A certain amount of oil is also
filtered in by-pass through 1 centrifugal oil filter (O9) bolted onto the crankcase.
Engine pre-lubrication is done manually with the hand pump (O4). To change the oil bath, the
hand pump (O4) can be used with the 2 shut-off valves (O3, O5) set in the right position.
The oil pressure in the engine manifolds is regulated by means of the pressure-regulating
valve (O12). Oil pressure and temperature are measured and controlled close to the oil
manifolds.
If a sudden pressure loss should occur, the fuel injection pumps are brought to zero injection
by means of the hydro-pneumatic stop cylinder (O36).
Table 4.2 Oil capacity in engine (dry sump execution) and installation
6 DZ (l) 8 DZ (l)
In engine oil sump on 60 80
installation
Oil tank 1020 l
Min. 615 l 615 l
Max. 1020 l 1020 l
Oil tank 440 l
Min. 270 l 270 l
Max. 440 l 440 l
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Code Component
O4 Hand pump
O3, O5 Shut-off valve
O7, O51 Lubricating oil pumps
O14 Oil cooler
O16 Thermostat
O19 Duplex oil filters
O36 Hydro-pneumatic stop cylinder
O51 Scavenging pump
O100 Oil tank

O101
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Fig. 4.11 6/8 DZC
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3.2.2 For engines with emergency lubrication – only for 6/8 DZC engines

The basic system in 3.2.1 (For engines without emergency lubrication – only for 6/8 DZC
engines) is maintained here.
For unmanned machine rooms, if here is damage to the lubricating oil pump (O7) a pressure
alarm (OPSL3) will occur. This alarm signal will start the emergency lube-oil pump (O110).
For unmanned machine rooms, if there is damage to the scavenging pump (O51) an oil level
alarm (OLSL2) (L<615 L) will occur. This alarm signal will start the emergency scavenging
pump (O115). For manned machine rooms, you can manually switch over to the emergency
pump in case of emergency.
Furthermore, the emergency lubricating oil pump can be used to pre-lubricate the primary
lubrication oil pump (O7) opening shut-off valve (O37).
Code Component
O37 Shut-off valve
O51 Scavenging pump
O115 Emergency scavenging pump
OLSL2 Oil level alarm

L<615 L
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Fig. 4.12 6/8 DZC
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3.2.3 For engines with emergency lubrication and with pre-lubrication oil pump –
only for 6/8 DZC engines

The basic system in 3.2.2 (For engines with emergency lubrication – only for 6/8 DZC engines)
is maintained here.
Extra for this circuit is a pre-lubrication pump (O106). This lubrication pump provides
lubrication for the engine prior to engine start. The primary lubrication oil pump (O7) can
also be used for pre-lubrication opening shut-off valve (O37) during pre-lubrication of the
engine.
Code Component
O7 Primary lubrication oil pump
O37 Shut-off valve
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Fig. 4.13 6/8 DZC
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3.2.4 For engines with emergency lubrication and with preheating/pre-

lubrication module – only for 6/8 DZC engines

The basic system in 3.2.2 (For engines with emergency lubrication – only for 6/8 DZC engines)
is maintained here.
Extra for this circuit is a pre-lubrication/preheating module. This module consist of a heater
(O121) that preheats the engine oil and a electro pump set (O120) that feeds the oil through
the engine prior to engine start. The purpose of this module is firstly to lubricate the engine
and secondly to warm up the engine before engine start.
The primary lubrication oil pump (O7) can also be pre-lubricated opening shut-off valve (O37)
during pre-lubrication of the engine.
Code Component
O7 Primary lubrication oil pump
O37 Shut-off valve
O120 Electro pump set
O121 Heater
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Fig. 4.14 6/8 DZC
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3.3 SUPERVISION OF THE LUBRICATING OIL CIRCUIT WHILE THE ENGINE IS RUNNING
The supervision refers in particular to:
• Oil temperature
• Oil pressure
• Oil level in tank or sump
• Oil consumption
• Contamination of the filters, if an indicator is fitted
• Leaks
• State of the lube-oil
3.3.1 Oil temperature
The normal working temperature is between 71 °C and 79 °C, at the engine inlet. Supervision
of the temperature may be automatically executed by an early-warning device set at 80 °C
and by a stop alarm set at 85 °C. Should the oil temperature rise, you should determine the
cause (see chapter “Engine Faults”).
If the oil temperature is too low, this can result in a contamination of the oil by deposits
from the combustion.
Filter efficiency decreases as the temperature drops.
3.3.2 Oil pressure
The oil pressure is regulated by means of the spring tension on the pressure control valve.
The normal working oil pressure at working temperature is between 4,85 and 5 bar at the
engine inlet for nominal speeds from 720 to 1000 rpm.
Oil pressure monitoring is automatically performed by means of a mechanical oil pressure
safety device which causes the engine to stop if the oil pressure falls below 1,4 bar.
Additional electrical supervision can be provided with:
• A stop device set at 2,5 bar (decreasing pressure)
• Propulsion engine (rpm variable):
 Alarm device set at 2,75 bar (rpm > 450 decreasing pressure)
 Alarm device set at 1,5 bar (rpm < 450 decreasing pressure)
• Genset engine (rpm constant):
 Alarm device set at 3,25 bar (decreasing pressure)
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During idling of the engine, oil pressure falls at a lower value (the oil pressure depends on
speed and cylinder number – see “General”) with the oil at working temperature. If the oil
pressure falls during normal working, this may be due to:
• Dirty oil filters - examine the state of the servicing indicator.
• Maladjusted pressure regulating valve
For other defects, see chapter “Engine faults”.
3.3.3 Oil level in oil tank
Regularly inspect the oil level in the oil tank or sump. Replenish if necessary.
3.3.4 Oil consumption
1st method
The oil consumption can be measured approximately by measuring the level of the oil in the
tank at a determined time. For example, time O level A.
Later, at P hours, measure the oil level in the tank and add a quantity of oil, for example X
liters, until the level A is reached again; the oil consumption is then in kg/h:
0,900 *
X 
P  O 
Example: At two o'clock, the oil level in the oil tank is measured (level A). At four o'clock,
2 liters of oil are added to reach the level A again. The oil consumption is then
0,900 kg/h.
0,900 *
2  0,900
4  2
Such a measurement is only valid if, during the period between the times O and P, the load,
as well as the oil temperature, have remained practically constant.
2nd method
Over a longer period, oil consumption can also be measured approximately by noting the
number of running hours necessary for passing from maximum level to minimum level.
Increased oil consumption can be caused by:
• Oil leaks (most frequent cause)
• Wear of piston rings, liners
3.3.5 Dirty filters
The switchable triplex oil filters are equipped with servicing indicators.
As soon as the half-way mark of the red section is reached, the filter is clogged.
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3.3.6 Leaks
An inspection of the engine, if performed regularly, will uncover any early leaks. This way you
can prevent any further loss of oil.
3.3.7 Oil condition
We advise regularly verifying the condition of the oil, namely:

• Viscosity (tracing, thinning or thickening)
• Total base number (TBN)
• Degree of detergency
• Water content
• Content of insolubles
• Spectro-analysis (metals)
These analyses should be carried out every 1500 hours by an arrangement with the oil
supplier. These analyses will indicate when the oil must be replaced, and, in this way, the
prescribed period for changing the oil at 3000 hours can usually be exceeded.
In view of the fact that it is not always possible to have analyses made, and in view of the
fact that these are sometimes rather time-consuming, test kits are available from the oil
suppliers. With these kits, the operating staff can quickly determine the condition of the oil
on site.
3.3.8 Oil level (self-contained lubricating circuits)
Regularly inspect the oil level and replenish as necessary the following equipment:
• Hydraulic regulator
• Starting-air oil lubricator
3.4 PREHEATING OF THE ENGINE OIL LUBRICATING CIRCUIT

Preheating of the engine oil circuit might be necessary for automatic starting gensets.
In this case, a preheating-pre-lubricating module is necessary. This module consists of an
electric-driven pump group and a heat exchanger for preheating the lubricating oil and the
cooling water. This module replaces the pre-lubricating pump.
The supervision on this system consists of:
• Oil pressure
• Oil temperature
• Oil leaks
The oil temperature is a consequence of the HT water temperature. The temperature is
monitored on HT water side.
An inspection at the oil lubricating module, if effected regularly, will uncover any early leaks.
For spare parts, see the spare parts manual, section 137.
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4 DESCRIPTION AND SUPERVISION OF THE COOLING WATER

CIRCUITS
4.1 SPLIT COOLING WATER CIRCUIT WITH BOX COOLER/RADIATOR

Please refer to Fig. 4.15, Fig. 4.16 and Fig. 4.17 below for further details.
In this execution, the engine is equipped with an individual closed HT-circuit. The HT-circuit
is a closed circuit filled with treated water (see chapter “Fuel – Lubricating oil – Cooling
water”). The circuit includes the cooler (W132) (a box cooler or a radiator), the engines air
cooler (W25) (equipped with “Make and break”-flanges W27, W28, W29), and the lubricating
oil cooler (W32).
The HT-soft water pump(s) (W2) pump(s) the water to the water inlet manifold (W9) of the
engine. In the engine, the water flows from the inlet manifold (W9) over the liners into the
cylinder heads and is collected in the outlet water manifold(s) (W10). The HT-circuit also
includes the cooling of the turbo charger(s) (W12) which is connected on the one hand to the
water inlet manifold (W9) and on the other hand to the water outlet manifold(s) (W10). From
the outlet manifold the cooling water passes to the thermostatic regulator (W14). From
there, the flow is split. Part of the flow directly returns to the suction side of the HT-water
pump(s) (W2). The other part of the flow is directed externally toward the water cooler
(W132) which can be a box cooler or a radiator mounted into the installation.
In the external part of the cooling circuit, a thermostat valve (W135) and a cooler (W132: box
cooler or radiator), which is over-dimensioned for the system, is installed. The thermostat
valve regulates the cooling of the hot water of the engine to a temperature of 43 °C for
6/8DZC and 41 °C for 12/16DZC engines. The thermostat valve (W135) regulates the amount
of coolant that is passed through the cooler (W132) via channel C and the amount of the
coolant that can pass through via channel B. After the thermostat, the cooled engine water
returns to the suction side of the HT-pump(s) (W2), first passing through the charge air cooler
(W25) and then through the oil cooler (W32). For V-engines with the turbo on the pump side
(see Fig. 4.17) the cooled water first passes through the oil cooler (W32) and then through
the air cooler (W25). In the circuit, an expansion vessel (W101) with float switch is also
installed. The float switch signals when a water level drops too low.
Options for the water circuit:
• The HT-circuit can be equipped for heat recuperation (W113) and/or a cooler (W139)
for a ship’s gearbox. Sluice valves and shut-off valves are then placed in the circuit.
• For unmanned machine rooms, if there is damage to the soft water pump (W2) a
pressure alarm (WPSLL1) will occur. This alarm signal will start the emergency soft
water pump (W161).
• For manned machine rooms, you can manually switch over to the emergency pump in
case of emergency.
• Preheating during stand-still of the engine can be provided. A preheating module
(W38) is fixed on the line-engine itself and for V-engines it is built into the
installation.
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Code Component
W2 HT soft water pump
W9 Inlet manifold
W10 Outlet water manifold
W12 Turbo charger
W14 Thermostatic regulator
W25 Air cooler
W27, W28, W29 “Make and break”-flanges
W32 Lubricating oil cooler
W38 Preheating module
W101 Expansion vessel with float switch
W113 Heat recuperation
W132 Water cooler (box cooler or radiator)
W135 Thermostat valve
W139 Cooler
W161 Emergency soft water pump
WPSLL1 Pressure alarm
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Fig. 4.15 6/8 DZC
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Fig. 4.16 12/16 DZC (TKV)
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Fig. 4.17 12/16 DZC (TKP)
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4.2 SPLIT COOLING WATER CIRCUIT WITH PLATE COOLER AND SEAWATER PUMP
Please refer to Fig. 4.18, Fig. 4.19 and Fig. 4.20 below for further details.
The basic system in 4.1 (Split cooling water circuit with box cooler/radiator) is maintained
here.
In this circuit the engine cooling water is cooled by means of a plate cooler (W132). For this
cooler, an extra pump needs to be installed into the system. For sea-going vessels the engine
is equipped with a seawater pump (W60) which is engine-driven. The seawater circuit is
equipped with rough strainers (W201 & W204) to filter the seawater of rough particles.
Behind the pump, a fine particle filter (W251) is installed to protect the plate cooler filling up
with silt and ensure the cooler’s efficiency.
Options for the water circuit:
• Additional coolers (W238) can be installed into the cooling system to cool auxiliary
equipment of the system, for example the propulsion line of a vessel.
• For this circuit with unmanned machine rooms, a pressure alarm (WPSLL3) will occur
if there is damage to the seawater pump. This alarm signal will start the emergency
seawater pump (W211).
• For manned machine rooms, you can manually switch over to the emergency pump in
case of emergency
• Preheating during stand-still of the engine can be provided. A preheating module
(W38) is fixed on the line-engine itself and for V-engines it is built into the
installation.
Code Component
W60 Seawater pump
W132 Plate cooler
W201 Rough strainers

W204
W211 Emergency seawater pump
W238 Additional coolers
W251 Fine particle filter
WPSLL3 Pressure alarm
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Fig. 4.18 6/8 DZC
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Fig. 4.19 12/16 DZC (TKV)
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Fig. 4.20 12/16 DZC (TKP)
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4.3 SUPERVISION OF THE COOLING WATER CIRCUIT

4.3.1 Emergency cooling
The following states of emergency may arise:

• Defective soft water pump
In this case, the soft water pump should be bypassed by an electrically driven pump.
• Defective charge air cooler (W25)
In this case, the water that flows through the air cooler (W25) can be cut off by
means of the "make and break" flanges (W28-W27) and opening “Make and break”
flange (W29).
4.3.2 Power reductions in case of emergency situation
Defective charge air cooler:

Generally this situation is self-limited by the surge limit of the turbo charger’s compressor.
Symptoms of this are irregular air flow or irregular loud noise at the air inlet.
If it does not get limited by the turbo charger’s compressor, limit the engine so as not to
exceed the following conditions:
• Exhaust temperature before turbine or at cylinders (see chapter “General Directives”
– “Evaluating temperature”)
• Smoke (black)
• Charge air temperature after cooler: max. 75/80 °C
• Usual load should be limited to 65/70 % with a fixed pitch propeller, i.e. a speed
reduction to about 85 % of normal used or nominal speed.
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4.3.3 Supervision during operation
Supervision covers the following aspects:
Cooling water temperature

The cooling water temperature is thermostatically controlled.
For 6/8DZ engines, the normal operating temperature is between 75 °C and 87 °C for 80 °C
thermostat (nominal value) or 80 °C and 89 °C for 85 °C thermostat (nominal value) at the
outlet from the engine.
For 12/16DZ engines, the normal operating temperature is between 76,5 °C and 85 °C for
80 °C thermostat (nominal value) or 82 °C and 89 ° for 85 °C thermostat (nominal value) at
the outlet from the engine.
The temperature can be automatically monitored by a pre-alarm set at 90 °C and a stop
alarm set at 95 °C.
Should the cooling water temperature rise, the cause of this should be investigated (see
chapter “Engine faults”).
The engine will wear down more quickly if the cooling water temperature is too low,
causing deformation of the cylinder liners and deposits of oil sludge at cold points, which
increases corrosion of the valve stems.
Water level in the expansion tank

Keep the level in the expansion tank topped up.
If topping up is necessary, we advise using treated water, but fresh water may also be used.
Continuous dropping of the water level indicates a leak or a defect (see chapter “Engine
faults” for troubleshooting). In case of a leak, topping up has to be done with treated water.
Do not forget to check additive concentration (see chapter “Fuel – Lubricating oil – Cooling
water”).
We recommend the automatic survey of the water level. For this purpose, a float switch is
used.
Cooling water condition

The condition of the cooling water must be checked regularly. Discuss this with the supplier
of the treatment products who can supply you with a test kit if necessary (see chapter “Fuel –
Lubricating oil – Cooling water”).
Water pressure
If a pressure gauge is fitted on the pressure side of the pump, this can be used to check the
pump delivery. Pressure values depend on the circuit layout and the position of the expansion
tank.
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4.4 INDIVIDUAL HT AND LT- CIRCUIT

Please refer to Fig. 4.21 and Fig. 4.22 below for further details.
For higher power rating engines, a separate cooling circuit for oil cooler (W32) and the air
cooler (W25) can be installed. Because of the 2 separate water circuits, 2 expansion vessels
also need to be installed (W101): the HT and LT expansion vessel.
The functionality of the circuit is completely similar to 4.2 (Split cooling water circuit with
plate cooler and seawater pump) (Fig. 4.18 and Fig. 4.19) except that each engine cooler (air
& oil cooler) is equipped with an individual cooling circuit with separate cooler and
thermostatic valve included.
For the 6/8DZC engine the LT water pump is engine-driven and for the 12/16DZC engine this
pump is electrically driven by an electro motor.
Code Component
W14 Engine thermostatic valve
W101 HT or LT expansion vessel
W113 Heat recuperation
W132 HT cooler
W135 Installation thermostatic valve
W139 Extra cooler for installation auxiliaries
W161 Standby water pump
W172 LT cooler
W181 Standby water pump (electrically driven)
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Fig. 4.21 6/8 DZC
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Fig. 4.22 12/16 DZC
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4.5 CONNECTION FOR HEAT RECUPERATION ON HT-CIRCUIT

Heat recuperation is possible on request. Here you will find the description of working and
heat data.
B
Ref. Description
A A Connections (max. diameter 1,5 G)
B Butterfly valve
Fig. 4.23 Connection between engine (left) and heat recuperation device (right)
Procedure:
1 When the heat recuperation device is working, the butterfly valve will be more or less
closed. The other shut-off valves will remain open.
2 When water enters the heat recuperation device, this water has a nominal temperature
of about 80 °C or 85 °C.
3 When the device is not working, the butterfly valve will be open and the other shut-off
valves on the connection will be closed.
This heat recuperation can be used for sanitary installations, central heating, seawater
evaporators, water preheaters, etc. The amount of heat recuperation depends on many
factors, such as:
• The capacity of the device that takes off heat
• The available heat according to:
 Butterfly valve position
 Ø of connection
 Engine load
 Engine type
• The Δt over the connection
OPERATING MANUAL
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5 DESCRIPTION AND SUPERVISION OF TURBO CHARGING
5.1 DESCRIPTION
Fig. 4.24 Turbo charger set 6/8 DZC (left) and 12/16 DZC (right)
The above simplified diagram (Fig. 4.24) consists of a gas turbine running at no-load. The
exhaust gases flow through the turbine (1), the expansion of the gases produces the energy
that sets the turbine in motion.
On the same shaft as the turbine, a centrifugal compressor aspirates the air through the air
filter (2). The air is compressed by the compressor, which heats the air through internal
friction. Then the air passes into the air cooler (4) where it is cooled before reaching the
cylinders.
The 12/16DZC engine has 2 turbo chargers, one for each cylinder bank. The combined
compressed turbocharged air of the 2 turbo chargers is cooled in 1 air cooler (4).
OPERATING MANUAL
Ed. 6 - 15/07/2015 – EN
5.2 SUPERVISION OF TURBO CHARGING

5.2.1 General
Good engine operation depends largely on the good condition of the turbo charger. A badly-
working or dirty turbo charger gives a smoking, badly-operated engine output, with all its
disadvantages.
It is therefore very important to supervise the key turbo charging elements:
• Good air supply
• Cleanliness of the air filter
• Cleanliness of the compressor
• Cooling of the supercharged air
For maintenance operations, we refer to the maintenance manual, chapter “Turbo charger”.
5.2.2 Sufficient air supply
Always ensure that the engine room is supplied with completely fresh air. On small ships in
bad weather, it is necessary to close off the engine room; make sure that at that time the
higher openings are clear for the supply of air. The engine room should also be ventilated so
that the engine aspirates cold air. All leaks which cause oil vapors must be repaired as quickly
as possible.
5.2.3 Clean air filter
One cannot be too careful with the cleanliness of the air filter. It can quickly gather dust.
Once the circuit layer of the filter is saturated, the pressure drop will rapidly increase and
the efficiency will rapidly decrease.
Never spray oil into the air filter and make sure to prevent any oil or oil vapors from coming
near it (with the exception of certain remote filters).
5.2.4 Cleanliness of the compressor
A dirty compressor causes a drop in turbocharging pressure and an increase of turbocharging

temperature, which is detrimental to the operation of the engine.
Therefore, we advise regularly checking the following figures and noting them in a log book:
• Engine load and number of revolutions
• Ambient temperature
• Under-pressure at the filter or dirt indicator
• Turbocharging pressure
• Turbocharged air temperature before and after cooler
• Cooling water temperature at air cooler inlet
• Temperature of exhaust gases at turbine inlet
The simultaneous decrease of the turbocharging pressure, and rise in the turbocharged air
temperature indicate a dirty compressor.
OPERATING MANUAL
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All engines are fitted with water cleaning equipment (see chapter “General directives”) to
clean the compressor.
An increase in the negative pressure at the filter indicates a dirty air filter.
5.2.5 Cooling of the turbo charged air
An increase in the turbo charged air temperature after the air cooler for the same load and
cooling water temperature, indicates a dirty air cooler.
5.2.6 Compressor run-out time
When the engine is stopped, one must listen if the turbo charger goes on turning for
approximately 15 seconds.
5.3 OPERATION WITH BLOCKED TURBO COMPRESSOR

If there is damage to the turbo compressor, the rotor shaft can be blocked with special
equipment.
1 Reduce the engine output to the following values:
• Limiting factors:
 Exhaust temperature - not to exceed the full load values particularly before
turbine
 Smoke (black)
• Engine at constant speed: power to be limited between 40 and 45 kw/cyl
• Engines at variable speed: in case of fixed pitch propeller - max. speed 60 % of
normal use or nominal speed.
See the maintenance manual, chapter “Turbo charger”.
OPERATING MANUAL
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6 SUPERVISION OF THE MECHANICAL SYSTEMS
6.1 INSPECTION TOURS

The frequency of tours of inspection depends on the extent of automatic supervision.
Inspection tours must be carried out with care and concern, mainly Sections 2, 3, 4 and 5
described above.
We advise writing down engine data (temperatures, pressures, speed, load, fuel rack
position, ambient conditions) and other particularities in a log book at regular intervals.
6.2 DAILY INSPECTION TOURS

Daily inspection tours have the purpose of:
- Tracing leaks
- Verifying noises (to trace vibrations, loose screws, bolts, etc.)
- Determining local temperature rises
- Ensuring the general cleanliness of the engine
6.3 NORMAL MAINTENANCE TOURS

When the engine is at rest, the maintenance staff is to carry out the work necessary in
accordance with the maintenance program (see “General”).
OPERATING MANUAL
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7 DESCRIPTION AND SUPERVISION OF THE STARTING

ARRANGEMENT
7.1 DESCRIPTION
Please refer to Fig. 4.25 and Fig. 4.26 below for further details.
Starting the engine is done by means of compressed air at max. 30 bar. The air is stored in
compressed air bottles (S108). Filling the air bottles is done by means of air compressors
(S100), which can be motor or engine-driven. Before the air is fed to the engine it is first
conditioned: the air is dried by means of a water separator filter (S124) and the starting
system is the lubricated by an automatic lubricator (S125), which brings lubricating oil into
the air and in doing so lubricates the air system.
At this stage the compressed air is ready to be used for the engine and is connected to the
main air starting valve (SSaV1) mounted on the engine. The main starting valve directs the
compressed air in 2 directions, namely to the hydropneumatic stop cylinder(s) connected to
the fuel rack(s), and to the engine cylinders. When using the main starting valve (SSaV1) by
hand, the air is directed toward these 2 parts.
7.1.1 Air towards the engine cylinders
At 30 bar, the air is led to the main air manifold (S6) of the cylinders and towards the air
distributor (S4). Every cylinder is equipped with a starting valve (S7), which is activated by
pilot air at 30 bar coming from the distributor (S4). The distributor is driven by the camshaft
and sends the pilot air to each cylinder according to the firing order of the engine. This sets
the engine in motion. For the 12/16DZC engine, starting the engine is done on one bank,
namely bank B, and follows the firing order for this bank.
7.1.2 Air towards hydropneumatic stop cylinder
During the starting process, simultaneously, compressed air is supplied to a pressure reducing
valve (S1) reducing the air pressure from 30 bar to 10 bar. Then the reduced air flows through
toward the hydropneumatic stop cylinder (S3). The air pressure at the hydropneumatic stop
cylinder brings the piston into a position so the connected mechanism and the racks of the
fuel injection pumps can move freely. Under the action of the governor, which is controlled
by engine speed, the fuel racks are brought to full injection.
7.1.3 Engine ignition
The compressed air turns the engine and the injection pump injects fuel into each cylinder
according to the injection sequence. The engine will fire up at this time. The start cycle is
interrupted at engine firing speed. An electrical signal from the firing speed contact brings
the electromagnetic coil from the main air starting valve (SSaV1) to a neutral position and
blocks the compressed air into the starting air system. By means of a throttle valve (S2), the
air pressure at the hydropneumatic stop cylinder is kept for a certain time. This time is
enough for the lube-oil pressure to be built up in the main gallery by means of engine-driven
lube-oil pump. The lube-oil pressure builds up in the engine and in the hydropneumatic stop
cylinder (S3). The oil pressure will now take over the air pressure in the hydropneumatic stop
cylinder (S3) and keep the piston in its free position. If the oil pressure should drop, the
spring in the hydropneumatic cylinder will force the fuel racks of the injection pumps to zero
injection and stop the engine.
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The contents of the air bottles are maintained using a pressure switch (SPSL1) that can start
up the air compressors (S100) to pressurize the air bottles (S108).
Additionally for 12/16DZC engine, there is an extra circuit for emergency engine stop to bring
all injection pumps to zero and stop the engine. This is done by single working pneumatic
cylinders (S51), 1 for each bank. These cylinders are actuated by reduced compressed air (10
bar) controlled by an electromagnetic valve (SPV2). When the electromagnetic valve is
operated, the reduced compressed air is fed by the valve into the pneumatic cylinders (S51)
and brings the injection pumps to 0 which stops the engine.
Code Component
S1 Pressure-reducing valve
S2 Throttle valve
S3 Hydropneumatic stop cylinder
S4 Air distributor
S6 Main air manifold
S7 Starting valve
S51 Pneumatic cylinder
S100 Air compressors
S108 Air bottles
S124 Water separator filter
S125 Automatic lubricator
SPSL1 Pressure switch
SPV2 Electromagnetic valve
SSaV1 Main air starting valve
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Fig. 4.25 6/8 DZC
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Fig. 4.26 12/16 DZC
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7.2 SUPERVISION OF THE STARTING AIR INSTALLATION

The supervision consists mainly of:
• Tracing air leaks
• Verifying air pressure
• Verifying the draining and lubricating equipment
• Verifying the working of automatic equipment of the engine
7.2.1 Tracing air leaks
Most of the difficulties that can occur in the starting air equipment are caused by air leaks.
Regularly examine the equipment for leaks from valves, pipe couplings and appliances.
7.2.2 Verifying air pressure

Regularly verify the air pressure in the bottles. If the pressure falls continually without
starting having been affected, then it is necessary to investigate for leaks. In order to be
certain to be able to start, it is necessary to have a pressure of at least 20 bar.
7.2.3 Verifying the draining and lubricating equipment
In order to keep all the equipment (electro-valve, pressure reducing valve, etc.) water-free
and well-lubricated, it is of the highest importance to:
• Regularly drain the filter water separator (S124).
• Top up the automatic lubricator (S125).
7.2.4 Verifying the working of automatic equipment of the engine
We advise periodically verifying the working of this system:

This is best done by one person standing near the engine and for another person to operate
the remote control. Carefully inspect start movements any leaks.
OPERATING MANUAL
Ed. 6 - 15/07/2015 – EN
8 CONTROL OF THE ELECTRICAL AND PROTECTION

EQUIPMENT
8.1 GENERAL
Inspections mainly consist of checking the normal working conditions of:
1 The indicators mounted on the engine or on the control panel: speed, pressures, and
temperatures.
2 The DMU separate from the engine:
a If the speed indicator is not working, check the cable connected to the magnetic
pick-up or the magnetic pick-up itself. Check the distance between pick-up and
gear top.
b To check if the sensor itself is still working, check if the sensor head is still
magnetic and if the coil is still intact. Do this by checking the electrical resistance.
Result: If these situations cannot be cleared, the system is out of service. There is no
protection on alarms and stops. There is also no overspeed protection
anymore.
For further checks, see chapter “General directives” and chapter “Engine faults”.
8.2 SPEED PICK-UP ON SOFT WATER PUMP - FINE ADJUSTMENT

To remount the pick-up, use a sealant like Loctite 577 to seal the thread.
1 Screw back the locking nut (A, Fig. 4.27) all the way to the back of the sensor.
2 Apply some sealant on the thread of the sensor and manually turn the sensor
completely against the top of a tooth of the water pump gear.
3 To finely adjust the gap, turn back the sensor 1 turn to create a clearance of 1,5 mm
and then tighten the locking nut to fix the sensor.
Result: The sensor is set.
Fig. 4.27 Speed pick-up on soft water pump - fine adjustment
OPERATING MANUAL
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8.3 HEINZMANN SPEED PICK-UP ON FLYWHEEL – FINE ADJUSTMENT

The distance between the magnetic pulse pick-up and the tooth top should range between 0,5
and 0,8 mm.
1 Screw in the magnetic pick-up till it touches the tooth.
2 Then unscrew it for about 1/2 turn.
3 Lock the sensor with the locking nut.
Voltage output Resistance Distance to gear

0,5 to 10 Volt ~ (AC) ± 52 Ohm 0,5 to 0,8 mm
Fig. 4.28 Heinzmann speed pick-up on flywheel – fine adjustment

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OPERATING MANUAL

Chapter 4 – Page 0/1

Head of technical department

ANGLO BELGIAN CORPORATION

SERVICE AND SUPERVISION OF THE ENGINE

2 DESCRIPTION AND SUPERVISION OF THE FUEL CIRCUIT

Depression at suction fuel pump: max. 0,4 bar

F6 Manual primer pump

F9 Pressure regulation valve

F10 Duplex fuel filter

F11 Fuel leak tray

F17 Fuel manifold

F30 Fuel injection pumps

F31 High pressure shielded injection pipes

F34 Fuel leak tray (injection pipes)

F35 Fuel drain tank

F107 Electro pump set

F111 Manual primer pump

F130 Daily fuel tank

F141 Fuel consumption meter

F150 Water separator

F161 Shut-off valve

F162 Fuel leakage tank

F186 Buffer vessel

F191 Emergency fuel pump

FLSH21/FLSL22 Level switches

FPSL2 Pressure alarm

FSLH1 Level switch for alarm

Fig. 4.1 6/8 DZC

Fig. 4.2 12/16 VDCZ

2.2 SUPERVISION OF THE FUEL CIRCUIT WHILE THE ENGINE IS RUNNING

2.2.2 Fuel leaks

The fuel leakage tank must be emptied regularly.

2.2.3 Fuel circuit with special leak-protection (AUT – UMS)

3 DESCRIPTION AND SUPERVISION OF THE LUBE-OIL

3.1 LUBRICATING OIL CIRCUIT WITH WET SUMP EXECUTION

Line engine 6/8 DZC

Min. 180 l 230 l

Max. 450 l 510 l

Oil sump type 2 (h = 760 mm)

Min. 180 l 230 l

Max. 615 l 675 l

O7 Engine-driven lubricating oil pump

O9 Centrifugal oil filter

O12 Pressure-regulating valve

O14 Oil cooler

O19 Duplex oil filters

O36 hydro-pneumatic stop cylinder

Fig. 4.3 6/8 DZC

V-engine 12/16 DZC

O9 Centrifugal oil filter

O12 Pressure-regulating valve

O14 Oil cooler

O19 Triplex oil filters

O36 hydro-pneumatic stop cylinder

Fig. 4.4 12/16 DZC

3.1.2 For engines with emergency lubrication

O37 Shut-off valve

O110 Emergency lube-oil pump

OPSL3 Pressure alarm

Fig. 4.5 6/8 DZC

Fig. 4.6 12/16 DZC

3.1.3 For engines with emergency lubrication and pre-lubrication pump