Professional Documents
Culture Documents
Attention
1. The diesel engine has undergone release test rigidly on specifications, and the lead seal on
fuel injection pump has been set. Do not dismantle the lead seal at will to increase fuel injection,
or the engine maker will not bear the responsibility due to it.
2. The operator shall read the instruction manual carefully to be familiar with the construction of
the engine, and manipulate it according to the regulations of operation and maintenance.
3. The oil shall be inspected and assayed after the first 50 running hour of new engine; the oil
filter shall be cleaned; the torque of cylinder-head nut and connecting rod bolt shall be checked
before further running.
4. In the case of new engine or engine having been standstill for a long time, before its starting, it
is necessary to open the air escape valve (or power indicator) of cylinder head to blow off the
engine in addition to starting of oil priming pump to guard against damage to the engine due to
condensation water in exhaust pipe flowing into cylinder.
5. The engine shall run at 500~600 rpm without load to warm up after it is started. Do not
increase its speed or load sharply. Do not shut down the engine immediately after running for
long time with heavy load. It must be shut down after running in low speed without load for 5-10
minutes.
6. The antifreeze agent shall be used in coolant if the ambient temperature is lower than 0℃. If
the ambient temperature is lower than 5℃, starting engine is to be implemented only after its
cooling water and oil are preheated.
7. The fuel and oil must be determined according to the specifications. When they are filled into
engine, they shall be kept in a clean container, and filtered by a strainer. It is preferred to allow
the fuel settle for more than 72 hours.
8. The inspection and maintenance of electrical system shall be taken over by the person with
electrical knowledge.
9. Installation and repair shall only be carried out by trained and qualified personnel.
10.The residual fluids must be disposal correctly according to local regulations.
11.The rated speed of the engine has been adjusted and limited. Never attempt to change the
speed adjusting device.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
12.Some parts, such as the turbo, the intercooler, the pipes and injection pump of heavy diesel
and the exhaust pipes, are hot. All these parts are protected by guards or thermal isolation
material. Do not remove these protection till these hot parts are cooled down when repair or
maintenance. Restore these protections after repair or maintenance in time.
13.Do not install and use the engines in explosive environment.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Preface
200 series diesel engines (inline, equipped with individual injection pump) are developed
and manufactured by Chongqing Weichai Engine Works based on researching techniques of
medium speed engine both at home and abroad, and are awarded the title of “Famous-brand
Products in Chongqing”.
The engines feature compact construct, reliable running, good economic index, easy
operation, so they are ideal propelling power for passenger ships, transport ships, fishing boats,
etc. and also perfect primary power for marine auxiliary sets, land-used generating sets and other
power plants.
This manual explains the principle of every system, and gives specification to the
operation, maintenance, procedure of service and test, the quality of fuel oil, lubrication oil, and
cooling water.
The user shall read this manual sufficiently to
acquaint himself with the construction and
operation of the diesel engine before starting it, so
that the efficacy of the engines can be brought out
fully.
The construction and performance of the 200
series engines will be improved with the
development of science and technique; thus, the
users will not be notified if there is modification
in newly developed engine, except a new version
is published. Please notice the technical
documents delivered with the diesel engine.
Therefore, the diesel engine shall be regarded as
standard if there is difference between the
specification of manual and the actual
performance of engine due to the improvement of product.
J u n e , 2012
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Contents
Explanation of Model No. ........................................................................................................... 1
Explanation of engine model: ................................................................................................... 1
Longitudinal and cross section of diesel engine ........................................................................ 2
Overall drawing of diesel engine ................................................................................................ 3
Performance diagram of diesel engine ....................................................................................... 7
Chapter 1 Main performances, technical parameters and specifications of accessories of
engine ........................................................................................................................................... 11
1. Main performances and technical parameters ...................................................................... 11
Model 1000r/min.................................................................................................................. 11
Model 900r/min................................................................................................................... 14
Model 750~720 r/min ......................................................................................................... 17
2. Main specifications of accessories ...................................................................................... 20
Model 1000r/min................................................................................................................. 20
Model 900r/min................................................................................................................... 23
Model 750~720r/min .......................................................................................................... 26
3. Fit clearance and worn limit of major parts ........................................................................ 29
4. Tightening torque of main bolts (screws) of diesel engine.................................................. 31
Chapter 2 Quality requirements for fuel oil, lube oil and cooling water ........................... 33
1. Quality requirements of fuel oil .......................................................................................... 33
2. Quality requirements of lube oil.......................................................................................... 38
3. Quality requirements of fresh water .................................................................................... 41
Chapter 3 Main configuration and systems of diesel engine ............................................... 43
1. Construction feature ............................................................................................................ 43
2. Dimensions and weight of main parts ................................................................................. 44
3. Cylinder block and cylinder liner ........................................................................................ 45
4. Crankshaft ........................................................................................................................... 45
5. Dismantlement and installation of main bearing bolt ......................................................... 50
6. Piston and connecting rod ................................................................................................... 52
7. Cylinder head ...................................................................................................................... 56
8. Camshaft and timing gear system ....................................................................................... 61
9. Controlling principle of YT111 Governor ........................................................................... 62
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
VII
Manual for operation & maintenance of 200 series inline engines with individual injection pump
The model No. of the diesel engine consists of four parts: the first one indicating new
engine version and enterprise; the second one indicating cylinder quantity, cylinder arrangement,
stroke and bore; the third one indicating the construction and application; and the last one
indicating the variation (expressed by Arabic numerals) of this model. A hyphen could be used
between the third and the fourth parts.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Model 1000r/min
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
closes
Exhaust
valve 60°before BDC 60°before BDC
opens
Exhaust
valve 50°after TDC 50°after TDC
closes
Advanced angle of fuel
Advanced angle of fuel supply depends on models of diesel engines,
delivery (crank angle) *
and is stamped on nameplate of engine.
③
Initial injection pressure 24+0.8(non-cooling type nozzle for diesel fuel and heavy fuel oil)
MPa 30+0.8 (cooling type nozzle for heavy fuel oil)
Air pressure into starter
0.8~1 0.8~1
MPa
Wet oil sump capacity *
140 185
④ L
Volume of cooling water
75 100
in cylinder L
Capacity of expansion
150 150
tank L
CD-40 Oil.
Oil type See the specifications in this manual in the case of engine burning
heavy fuel.
Light diesel fuel (0#,-10#); Heavy diesel fuel (10#, 20#, 30#)
Fuel type HFO (RIS 600s, 1000s, 1500s; 3500s heavy fuel only applicable for
engine of power per cylinder not more than 100kW)
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Model 900r/min
Quantity of cylinders 6 8
Bore mm 200 200
Stroke mm 270 270
Rated power*② kW 540 648 720 864
Rated speed r/min 900
Mean effective pressure
1.415 1.698 1.415 1.698
MPa
Mean piston speed m/s 8.1
Max. explosion pressure
≤11.5 ≤12.5 ≤11.5 ≤12.5
MPa
Displacement L 50.892 67.856
Air intake type Supercharging intercooling Supercharging intercooling
Specific fuel consumption
≤200 ≤197 ≤200 ≤197
g/kW.h
Specific oil consumption
≤0.8 ≤0.8
g/kW.h
Diesel engine rotating clockwise if viewed from flywheel end
is standard arrangement of 200 series engine. Diesel engine
Rotation direction of
rotating counterclockwise can also be supplied if user
crankshaft
requires, the model code of which shall be followed by letter
N.
CW: 1-4-2-6-3-5 CW: 1-3-5-7-8-6-4-2
Firing order
CCW: 1-5-3-6-2-4 CCW: 1-2-4-6-8-7-5-3
Minimum steadyspeed
360 (marine main engine) 360 (marine main engine)
r/min
Exhaust back pressure kPa ≤2.5 ≤2.5
Compression ratio 13.37 13.37
Boost pressure Mpa
0.16~0.19 0.17~0.20 0.16~0.19 0.17~0.20
(rated conditions)
≤530 (manifold pipe)
Exhaust gas temperature ℃
≤580 (main pipe)
Charge air temperature
45~60 45~60
before cylinder ℃
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Note: * ① 200 series diesel engines other than basic model shall be supplied as per
technical agreement.
* ② Rated output is subject to the standard conditions (GB/T 6072.1-2000) of 100kPa
atmospheric pressure, 25 ℃ ambient temperature, 25 ℃ charge water temperature in
intercooler. If the actual condition differs from the standard one, it should be revised.
* ③ Advanced angle of fuel supply depends on models of diesel engines, and is
stamped on nameplate of engine.
If the diesel engine is used for generating set, the letters ZC in above model are
modified to ZD. The two configurations are identical. Seawater pump is called
external circulating pump in the case of land-based engine.
When burning heavy fuel, the power would decrease by 5% due to higher thermal load.
* ④: Dry oil sump is used for engine burning heavy fuel oil, which will be equipped
with additional oil tank (0.8m3 tank for 6-cylinder engine and 1.1 m3 tank for 8-cylinder
engine).
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Quantity of cylinders 6
Bore mm 200 200
Stroke mm 270 270
Rated power*② kW 450 540 600 518
Rated speed r/min 750 720
Mean effective pressure
1.415 1.698 1.886 1.698
MPa
Mean piston speed m/s 6.75 6.48
Max. explosion pressure
≤11.5 ≤12.5 ≤14 ≤12.5
MPa
Displacement L 50.892
Air intake type Supercharging intercooling Supercharging intercooling
Specific fuel consumption
≤200 ≤197 ≤200 ≤197
g/kW.h
Specific oil consumption
≤0.8 ≤0.8
g/kW.h
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Note: * ① 200 series diesel engines other than basic model shall be supplied as per
technical agreement.
* ② Rated output is subject to the standard conditions (GB/T 6072.1-2000) of 100kPa
atmospheric pressure, 25 ℃ ambient temperature, 25 ℃ charge water temperature in
intercooler. If the actual condition differs from the standard one, it should be revised.
* ③ Advanced angle of fuel supply depends on models of diesel engines, and is
stamped on nameplate of engine.
If the diesel engine is used for generating set, the letters ZC in above model are
modified to ZD. The two configurations are identical. Seawater pump is called
external circulating pump in the case of land-based engine.
When burning heavy fuel, the power would decrease by 5% due to higher thermal load.
* ④: Dry oil sump is used for engine burning heavy fuel oil, which will be equipped
with additional oil tank (0.8m3 tank for 6-cylinder engine).
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
CW6200ZC CW8200ZC
S/N
XCW6200ZC XCW8200ZC
Basic model
XCW6200ZC-1 XCW8200ZC-1
XCW6200ZC-10 XCW8200ZC-10
Type Gear pump Gear pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Rating μm 40 40
Rating μm 40 40
Note: All of these parameters are values when the engine rotates at 1000r/min. As for the
technical data and operation of the main parts such as turbocharger, governor and fuel
injection pump, please refer to technical agreement.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Model 900r/min
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Type Hydraulic
YT111GC-3 or YT111GC-5 used in marine
main engine
Model YT111UG or YT111UG-1 used in diesel
engine driving generator
6 Governor
Work capacity N.m 11.1
Adjustable range of
steady state 0~10%
speed-adjusting rate
Stabilization time s <10 (marine main engine)
Cooling area m2 16 21
Secondary
9
intercooler Air flow kg/h 4800 6400
Cooling water flow
10 12
m3/h
C62.19. C82.19. C82.19. C82.19.
Model
Oil 07.2000 07.2000 07.2000 08.200
cooler
Cooling area m2 6.6 10 10 13.2
10
Fresh C62.19. C62.19. C82.19. C82.19.
Model
water 07.1000 07.1000 07.1000 07.1000
cooler Cooling area m2 3.3 3.3 5 5
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
3
Volume of air bottle dm 160 320
Air
12 Pressure of air bottle
bottle 3 3
MPa
Model See the nameplate See the nameplate
Flow m3/h 30 38
Oil fine
13
filter
Pressure MPa 0.6~1 0.6~1
Rating μm 40 40
Rating μm 40 40
Note: All of these parameters are values when the engine rotates at 900r/min. As for
the technical data and operation of the main parts such as turbocharger, governor and
fuel injection pump, please refer to their manuals.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Model 750~720r/min
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Type Hydraulic
YT111GC-3 or YT111GC-5 used in marine
main engine
Model YT111UG or YT111UG-1 used in diesel
engine driving generator
6 Governor
Work capacity N.m 11.1
Adjustable range of
steady state 0~10%
speed-adjusting rate
Stabilization time s <10 (marine main engine)
Cooling area m2 16 16
8 Intercooler
Air flow kg/h 4800 4800
Cooling water flow
10 10
m3/h
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Flow m3/h 30 38
13 Oil fine filter
Pressure MPa 0.6~1 0.6~1
Rating μm 40 40
Rating μm 40 40
Note: All of these parameters are values when the engine rotates at 750r/min. As for the
technical data and operation of the main parts such as turbocharger, governor and fuel
injection pump, please refer to their manuals.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Tightening torque
Thread
S/N Position of thread Lubricant No.1 step No.2 step +
size
(N•m) (N•m) Angle
01 Crankcase and engine feet M16 MoS2 140
Engine feet and frame base
02 M20 MoS2 200 400
(foundation)
Reamed bolt hole between engine hole
03 M24 MoS2 200 470
and frame base
04 Counterweight bolt M24 MoS2 250+25 30°±3°
+40
05 Flywheel bolt M20 MoS2 100 400
06 Main bearing bolt M30 MoS2 200 300+30 60°
+30
07 Connecting rod bolt (splined nut) M16 MoS2 80 140 220+20
Connecting rod bolt The 3rd time
08 M16 MoS2 150 210
280 20
+
(Spiralock nut )
09 Cylinder head stud M30 MoS2 100 300+30 90°±5°
+5°
10 Cylinder head nut M30 MoS2 100 300+30 90°
11 Idle gear bolt M12 MoS2 70+10
12 Camshaft connecting stud M12 Loctite 242 60
13 Camshaft connecting stud and nut M12 Loctite 242 70
14 Camshaft housing fixing bolt M16 Loctite 242 140
15 Dual gear bolt M12 MoS2 70+10
Stud bolts on fuel injector and cylinder
16 M10 MoS2 30
head
17 Pulley bolt on free end M16 Loctite 242 140
18 Driving gear nut of oil pump M22 Loctite 242 250
Driving gear of seawater and fresh
19 M22 Loctite 242 250
water pumps
20 Injection pump shaft and flange M24 Loctite 242 300+30
Driving shaft of injection pump and
21 M12 Loctite 242 110+10
gear
22 Injection pump fixing bolt M12 Loctite 242 60
23 Water pump impeller and rotation shaft M18 Loctite 242 60 170°
Antisticking
24 Exhaust pipe and cylinder head M12 agent 60
Antisticking
25 Exhaust pipe and turbocharger M16 agent 140
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
!
Note: When tightening screws to a given torque, only the
lubricant specified could be used.
Coefficient of Coefficient of
0.08 0.14 0.08 0.14
friction friction
Thread size Tightening torque (N•m) Thread size Tightening torque (N•m)
M5 4 6 M24 470 690
M6 7 10 M24×2 500 750
M8 17 25 M27 700 1020
M10 34 50 M27×2 730 1100
M12 60 85 M30 950 1380
M14 95 135 M30×2 1015 1540
M14×1.5 100 145 M33 1270 1870
M16 140 205 M33×2 1350 2060
M16×1.5 150 220 M36 1640 2400
M18 200 280 M36×3 1710 2550
M18×1.5 215 320 M39 2115 3120
M18×2 205 300 M39×3 2190 3300
M20 275 400 M42 2630 3860
M20×1.5 295 450 M42×3 2760 4170
M20×2 285 425 M45 3260 4820
M22 370 540 M45×3 3415 5180
M22×1.5 395 595 M48 3950 5820
M22×2 380 565 M48×3 4185 6370
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
10# general diesel fuel: suit for the area that the 10% risk rate of minimum temperature
above 12℃;
5# general diesel fuel: suit for the area that the 10% risk rate of minimum temperature
above 8℃;
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
0# general diesel fuel: suit for the area that the 10% risk rate of minimum temperature
above 4℃;
-10# general diesel fuel: suit for the area that the 10% risk rate of minimum temperature
above -5℃;
-20# general diesel fuel: suit for the area that the 10% risk rate of minimum temperature
above-14℃;
-35# general diesel fuel: suit for the area that the 10% risk rate of minimum temperature
above -29℃;
-50# general diesel fuel: suit for the area that the 10% risk rate of minimum temperature
above -44℃;
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
80 25 600
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
(2)RME25-180 Marine fuel oil is equivalent approximately to RIS 1500s (100°F). It is used
for 200 series marine main and auxiliary engines, on which nitriding cylinder liners,
combined-type pistons with steel crown and aluminum skirt, fuel injectors with cooling type
nozzle and cooling type cylinder heads are installed. The inlet and outlet valves are of heavy fuel
type.
(3)RME35-380 Marine fuel oil is equivalent approximately to RIS 3500s (100°F). It is used
for 200 series marine auxiliary engines and land-used generating sets, on which nitriding
cylinder liners, combined-type pistons with steel crown and aluminum skirt, fuel injectors with
cooling type nozzle and cooling type cylinder heads are installed. The inlet and outlet valves are
of heavy fuel type.
(4)20# heavy diesel fuel in GB445 is equivalent approximately to DMC in GB/T17411.
(5)1cSt=1mm2/s
1.2.3 Determination of preheating temperature for heavy fuel
Properties of fuel determine largely the operation of engine, service interval and working life
of parts. Especially, when the engine burns heavy diesel fuel or heavy fuel, poor fuel atomization,
inferior combustion, serious carbon accumulation may occur in the operation due to high density,
viscosity, mechanical foreign matters, water content, elements as S, V, Na, etc. in heavy fuel.
Therefore, it is necessary that perfect devices for separating, filtering, preheating and supplying
are equipped to fuel system. Separating and filtering devices could remove solid matters and
water in fuel (requirements: water ≤0.2%(V/V), solid matters content ≤50mg/kg, matter size
≤5μm ) . Preheating device could ensure 12 mm2/s kinematic viscosity of fuel before injection
pump. The preheating temperature can be determined by Viscosity-Temperature Diagram.
1.2.4 Determination of preheating temperature of heavy fuel
Determination of preheating temperature of heavy fuel 120cSt (50℃ kinematic viscosity)
=1000s(Redwood No.1 Second)
Refer to Diagonal 3 in Viscosity-Temperature Diagram, the lower section of which meets
horizontal lines 10 mm2/s, 12 mm2/s, 15 mm2/s respectively at A1, A2, A3. Then draw three
vertical lines from A1, A2, A3 to meet Temperature-coordinate axis respectively. The values on
Temperature-coordinate indicate the preheating temperature range, i.e. 108 ~ 126 ℃ . The
preheating temperature should be 117℃ if the kinematic viscosity of heavy fuel is required to
be 12 mm2/s before it flows into injection pump.
Note: The V-T Diagram is for reference only. In actual practice, the viscosity shall be
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
!
When the engine burning heavy fuel, acidic oxide would be produced easily during
combustion since there are many foreign matters, especially high sulphur content in heavy fuel.
If the temperature of fresh water in cylinders is low, when the high temperature combusted gas
contacts the cool surface of combustion chamber, sulfuric acid and sulfurous acid are easily
generated. If flowing back to oil sump, the acids will lead to acidification and deterioration of oil,
which aggravates the low temperature corrosion of components and parts. The marine engines
work under foul conditions with poor lubrication, the lube oil inevitably mixes with water. So
the oil for marine engine should be added with additive, such as metallic detergent, ashless
dispersant and antioxygen, anticorrosion and antiwear water diversion additive, to increase the
cleanness and dispersivity, stability under thermooxidizing condition, water diversion
performance and anticorrosion of lubricating oil. The basic oil with which additives have been
mixed must demonstrate the following characteristics:
1) The additives must be dissolved in the oil and must be of such a composition that an
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
absolute minimum of ash remains as residue after combustion. The ash must be soft.
2) The cleaning capacity must be so high that coke and tar-like residues occurring when fuel
is combusted must not build-up.
3) The dispersing capacity must be able to remove the combustion deposits from the used
oil.
4) The neutralization capacity must be so high that the acidic products produced during
combustion are neutralized.
5) The tendency to evaporate must make the lube oil not form a stable emulsion with water.
Water should be separated rapidly from other foreign substance in separator.
Generally, additives in lube oil is determined by qualities of parts and fuel in HFO engine.
High alkaline lube oils as API-CD grade and above are preferably used for turbocharged or
intensified HFO engine. Low quality lube oil is permitted to be substituted with a higher one.
Therefore, only lube oil designed for marine mid-speed engine with trunk piston can be
used for HFO engine, and shall be subject to selection according to the properties of heavy fuel
oil burned by engine.
Lube oil with 15mgKOH/g total base number (TBN) is suitable for lubricating cylinders
and crankcase of engine burning heavy fuel, in which sulfer content is less than 1.5%.
Lube oil with 30mgKOH/g total base number (TBN) is suitable for lubricating cylinders
and crankcase of engine burning heavy fuel, in which sulfer content is less than 3.0 %.
Note: We recommend Kunlun lube oil DCB4015 and DCB4030. They are designed for
serving marine mid-speed HFO engine with trunk piston, and are applicable for
lubricating cylinders and crankcase in main or auxiliary engine.
Main specifications of Kunlun lube oil DCB4015 and DCB4030
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
3.1 The cooling water must be treated before commencement of start of engine. During running,
examine regularly the quality indexes of cooling water to ensure that it maintains specified
quality.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
!
cooling water, antifreeze should not be added in the water, or the
emulsifying agent will be destroyed, and generate oil sludge in the
system.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
1. Construction feature
Flywheel end
Free end
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Cylinder block assembly 1640 2140 Main bearing cover (with shell) 15 15
cooler are not included in it, because oil volume varies with force mechanisms.
HFO engine has a dry sump and an additional larger volume of fuel tank.
4. Crankshaft
The crankshaft is made from good quality high strength steel (or alloy, depending on
power) subject to continuous fibre die forging. Main bearing and crankpin bearing belong to
sliding bearing. A set of thrust bearing mounted on output end, which has steel back plated
bearing alloy, has working surface and nonworking surface. The working surface should be
outward when it is mounted or disassembled. Flywheel is installed on output end. At free
end, crankshaft gear drives all gear system. If necessary, full or part power can be output
through free end. In marine main engine, the free end can be, depending on applications,
equipped with belt pulley to drive fresh water pump and seawater pump.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Note: The criterion is the position of the crankpin, not of the gauge. The terms
“left” and “right” as well as the direction of rotation refer to the crankshaft as seen
from the flywheel end.
Crankweb deflections are indicative of the misalignment of the main bearings with
relation to each other and of main bearings with relation to the bearings of the connected
shaft. If the values measured exceed the permissible maximum, the crankshaft must be
realigned. Possible causes are: uneven wear of main bearings, a dislocation of the driven
shaft, or changes in the supports of the engine on the foundation or changes in the foundation
itself.
Sequence of operations
1.1 Remove crankcase covers;
1.2 Turn crankshaft so as to move crank of cylinder No.1 into start-out position that is either
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
UTL or UTR, which depends on revolution direction of engine (connecting rod has been
installed on crankpin);
1.3 Insert crankweb deflection gauge (crank spread gauge) into measuring points in the two
webs and set dial gauge to “0” at about the middle of the measuring range.
Note: If measurements are taken in a warm engine, the crankweb deflection gauge must
first be placed near the running gear in the crankcase of the engine for approximately
15 minutes so as to bring the gauge up to the same temperature.
1.4 Turn crankshaft in the normal direction of rotation to the different measuring points (see
illustrations). Take deflection gauge readings, magnitude and direction (+ or -), shown as
defection from the starting position, in each of the measuring positions and enter them in the
table (see measuring example).
1.5 Measure remaining crankweb deflection in the same way.
1.6 Remove crankweb deflection gauge and replace crankcase covers.
4.2 Measuring example(Connecting rod has been installed on crankpin)
Unit: 0.01mm
Cylinder No.
Crank position
1 2 3
1 Crank in UTR 0 0
2 Crank in ROT +2 +2
3 Crank in OT +4 +1
4 Crank in LOT +3 -3
5 Crank in UTL 0 -2
Deflection OT-UT +4 +2
Deflection ROT-LOT -1 +5
Difference between OT values of adjacent cylinders 3
Note: The crankweb deflection is the difference in the distances between each pair of
webs measured in the two positions displaced 180º.
4.2.1 Measuring crankweb deflection with connecting rod:
UTR UTL
TDC crankweb deflection UT
2
An increment in the distance between a pair of webs, compared with the datum position,
is to be entered in the table with a plus sign (+), a minus sign (-) is to be used when the
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
4.2.2 The following additional information must also be entered in the measuring record:
4.2.2.1 The condition of assembly of the engine, especially the condition of assembly of the
running gear, coupling with driven machines, condition of foundation, etc;
4.2.2.2 Oil and cooling water temperatures, when measurements were taken in a warm
engine;
4.2.2.3 The normal direction of rotation of the engine;
4.2.2.4 Measure crankweb deflection again after connecting flywheel, coupling
and gear box. Do not start engine unless crankweb deflection is satisfactory.
If admissible max. crankweb deflection is exceeded, realignment of crankshaft and check of
foundation are required.
backwards and fix with the use of the knurled screw (5).
4. Fix the rope in the fishplate (9) and hook the tackle into the rope loop. Do not let the
unprotected rope run over edges.
5. Amply oil the rope and rope guide.
6. Using the tackle, loosen the main bearing bolt as far as possible.
Note: If necessary, unload the rope, set the spanner to a new initial position and repeat
points 3-6.
7. Unload the rope and place the spanner on the second main bearing bolt (as under
points 3+4).
8. Loosen the second main bearing bolt (as under point 6).
9. Remove the tightening tool.
5.3 Sequence of operations 2, Tightening
Note: Apply molybdenum disulfide grease (MoS2) to threads when mounting main
bearing bolt.
1. Alternately tighten the main bearing bolts (4) in 2 steps with the specified tightening
torque (300N.m).
2. Measure the gap (A) between the bearing cap (3) and the cylinder block (6).
Note: Gap (A) must be smaller than 0.03mm on both sides.
3. Push the rope (2) through the bore hole corresponding to the pulling direction, draw
in the rope guide (1) and screw hand-tight with tommy bar.
4. Apply the spanner (8) to main bearing bolt (2) so as to point approximately 30º
backwards and fix with knurled screw (5).
5. Fix the rope in the fishplate (9) and hook the tackle into the rope loop. Do not let the
unprotected rope run over edge.
6. Mark the rope with adhesive tape using a suitable edge as reference.
7. Amply oil the rope and rope guide.
8. Operate the tackle until a rope distance of 130mm has been reached. Check the rope
distance.
Note: 130mm rope distance corresponds to the specified turning angle 60º.
9. Unload the rope, take out of the fishplate and place the spanner on the second main
bearing bolt. (as under points 4-7).
10. Tighten the second main bearing bolt (as under point 8).
11. Remove the tightening tool.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
12. Measure the bearing clearance with thickness gauge and check the crankweb
deflection of the crankshaft. Enter both measurements in records.
13. Verify that all tools and foreign bodies have been removed from the engine.
14. Coat the screw plugs (7) with sealing agent and screw in place.
Starting position
Crankcase open, crankgear in TDC position, big end bearing cover removed, and cylinder
head removed.
Operation:
1. Use the cleaning rod to clean taphole in piston (1).
2. Screw eye bolt into piston. (1×M12 for engine burning light fuel, 2×M10 for engine
burning heavy fuel).
3. Lower piston slightly by cranking, remove carbon deposits from top of running surface of
cylinder liner (2) and reset piston to TDC position.
4. Screw eye bolt into piston, and, using the rope, fasten to lifting gear. Lift it up somewhat.
Note: Before the piston is pulled out, the connecting rod bolts and shell halves should be
removed, and crankpin is at TDC position. Pay attention to the marks on bearing shell
and connecting rod.
5. Using the lifting gear, pull out piston with connecting
rod slowly and in a careful manner. Be sure that the
cylinder liner is neither lifted nor damaged. (Turning of
piston is not permitted.)
6. Deposit piston with connecting rod on wooden supports.
6.2 Installing piston
Starting position:
Piston is cleaned, checked, reconditioned if necessary,
and reassembled with connecting rod. Cylinder liner is
cleaned. Engine crankgear is in TDC position.
Operation:
1. Screw eye bolt into piston and fasten with rope to lifting
gear. 1. Piston 2. Cylinder liner
2. Lubricate piston rings and piston running surface with 3. Connecting rod
clean oil.
3. Arrange the butting joints of the compressions rings to be alternately offset by 180º.
4. Lubricate inside of insertion bush and place bush on cylinder liner.
5. Using the lifting gear, position piston vertically over the cylinder and lower connecting rod
carefully into cylinder liner as far as slightly before crankpin. When doing so, pay attention
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Starting position:
Piston with connecting rod is pulled and placed on wooden supports.
Sequence of operations:
1) Check condition of piston and piston rings.
2) Measure and note down axial clearance of piston rings in their grooves.
3) Clean piston of carbon deposits. When doing so, take care not to roughen surface
of piston crown. Clean the running surface cautiously. The graphite-treated layer
must be retained.
Note: The piston running surface should exhibit an even bearing pattern (contact
pattern) without scoring or other damage. Sever shaving or scuffing is an indication
of engine having been overloaded , cooling disturbed , insufficient lubrication, etc.
Scoring is caused by foreign matter that had been wedged between piston and
cylinder liner.
4) Remove compression rings by use of piston ring expanding pliers and make a close
inspection, replace rings if necessary.
Note: On no account must piston rings be exchanged without the use of the piston
ring expanding pliers. When removing, note position of rings in their grooves. They
must be reinstalled in the same groove as when removed, unless new rings are
fitted.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
5) When fitting new rings, measure gap clearance by placing the piston ring into
lower third of the cylinder liner (if possible a new one).
6) Carefully clean ring groove in piston and determine wear.
Note: Tapered out ring groove flanges are an indication of excessive liner wear.
7) Roll off piston ring in groove to determine the groove depth.
8) Using the piston ring expanding pliers, fit piston ring and measure ring clearance in
groove. Enter data into engine log.
Note: When fitting a used piston in another cylinder liner, gas rings and oil ring
must be replaced in any case. The engine is then to be run at reduced load for a
short time.
9) Use the circlip pliers to remove one of the circlip rings (4), if necessary heat the
piston.
10) Push piston pin (5) out while holding the connecting rod (6), then lift off and set it
down.
Clean carefully the inside of the piston, blow compressed air through the oil ducts
and check for signs of damage (cracks).
11) Measure clearance from piston pin to bush by means of feeler gauge and enter
measurements in engine log.
12) Oil piston pin, insert it into piston, insert connecting rod, and
push piston pin to bottom.
13) Using pliers, insert circlip ring carefully.
Maintenance
Pull out and check piston regularly (refer to section Maintenance).
Overhaul of piston varies with its running conditions (load, fuel,
combustion quality, lubrication and cooling). When checking, do not
disassemble piston rings, because they will bear high stress during
assembling and disassembling. Examine the lubrication of piston and cylinder liner.
Arrangement of piston rings (right cutline)
1) In the first groove from the top, a chromium-plated gas ring 1 with inside chamfer
and crowned running surface is fitted.
2) The second and third grooves from the top take chromium-plated taper-face gas
rings 2 with inside chamfer.
3) Fitted in the fourth groove from the top is the oil ring 3.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Note: Do not attempt to remove or install piston rings without the use of the ring
expanding pliers as rings would be over-extended and deformed.
Piston ring 1 has a mark of “TOP1” and ring 2 a mark of “TOP2”. Install piston rings
with the side marked “TOP” up, i.e. facing the combustion chamber. Chromium-plated gas
ring 1 or 2 must be replaced when the plating is worn off at any spot or the gap clearance
exceeds the maximum permissible value.
Note: The piston ring must not be installed conversely for position or upper and
lower surface. It not only could not scrape the oil, but also may result in oil leading to
combustion chamber.
7. Cylinder head
Cylinder head is made of heat-resistant grey cast iron, and secured to the cylinder block
by four bolts, one cylinder head for each cylinder. Each cylinder head has an inlet and an
exhaust valve, valve spring, valve-turning mechanism, valve guide, fuel injector, and rocker
arm, etc.
Each valve is equipped with valve seat made from special material and valve guide
made from wear-resistant alloy cast iron. A seal ring is mounted on the valve guide to prevent
oil from flowing air passage through gap of valve guide.
Rocker arm on cylinder head, driven directly by camshaft, makes the structure of
engine simpler and more reliable, and easy for service.
Fuel injector is installed in a bushing between two rocker arm casings, impacted by two
bolts and a tension block.
Oil lubricating rocker arms and air valves flows through hollow screw of positioning
rocker arm shaft into cylinder head, then enters into camshaft housing through a pipe
between cylinder and camshaft housing. At last, it reaches oil sump.
Air release valve is mounted on screw hole at side face of cylinder head via an extension
rod. The valve is used for blowing the engine off before starting and for measuring explosion
pressure of each cylinder. There is a removable cover on the cylinder head. If removing the
cover, inspection and adjustment of valve clearance.
Normal cylinder heads are used for engine burning light diesel fuel or heavy diesel
fuel.
Cylinder head specially designed for HFO engine and fuel injector with
non-cooling type nozzle are used for engine burning 600~1000s heavy fuel.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Cylinder head specially designed for HFO engine and fuel injector with cooling
type nozzle are used for engine burning 1500s and 3500s heavy fuel.
Dismantling and installing cylinder head
Starting position:
Cylinder cooling water has drained from engine. Position of crankshaft is such that
piston of cylinder in question is in TDC.
1. Sequence of operations 1: Removal
1) Unscrew four screws (6) from
exhaust pipe flange, paying
attention to seal ring.
2) Unscrew injection pipe and
loosen drainage pipe joint.
3) Unscrew mounting clip for
cooling water outlet stub, and
push outlet stub into cylinder
head until lifting off the head is
possible.
1. Stud bolt 2. Cylinder head nut 3. Eye bolt
4) Remove the cylinder head
4. Hexagon nut 5. Cooling water outlet stub
cover, screw the plate with eye 6. Screw (exhaust pipe) 7. Seal ring
8. Seal ring (cylinder liner)
bolt.
9. Cylinder liner 10. Cylinder crankcase
5) Loosen and unscrew cylinder 11. Cooling water transit stub 12. Bolt hole
head nuts (2).
6) Using the rope, hang cylinder head onto lifting gear and raise the head. Close off
cooling water transit stub with plastic cap. Carefully lower cylinder head onto
wooden supports, paying attention to injection nozzle, seal ring (7) and cooling
water transit stub (11).
2. Sequence of operations 2: Cleaning
1) Clean out any carbon deposits found in exhaust channels and bottom of cylinder
head. When cleaning, do not roughen the surface.
2) Check cooling spaces for calcareous deposits and remove them if necessary.
3) Thoroughly clean the sealing surfaces between cylinder head and cylinder liner
(9).
4) Clean oil space, especially in the corners, from oil sludge, and use an air hose for
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Starting position:
Run crank of respective cylinder in ignition TDC, cylinder head and its plate are
removed.
1. Sequence of operations 1: Removal
1) Remove necked-down bolt (4) and dog point screw (5).
2) Move rocker arm axle (1) inwards, using wood block and hammer (see Fig.) and
remove seal ring (2).
3) Pull out rocker arm axle (1) and remove rocker arm (7).
Note: if the seal ring (2) is not removed before the axle is being pulled out, it will be
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Note: Do not remove roller (10) and roller axle (9) from rocker
!
arm. If marks (M) do not coincide or if roller axle (9) can be
turned or roller (10) is damaged, replace the complete rocker arm.
Camshaft is made of two stages of alloy steel, which are connected with bolts and pins.
Camshaft of 6-cylinder engine has 7 bearings, and that of 8-cylinder engine has 9 bearings.
An axial oil passage runs through camshaft, whose ends are plugged up with nuts. There is an
open oil tubule on each bearing and cam, leading to axial oil passage, to force to lubricate
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Refer to below illustration for YT111 governor. The injection pumps (10) are
accommodated inside the engine casing and are arranged in inverted position beneath the
camshaft housing. The racks (5) of the injection pumps are connected through dog arms (9)
and short tension springs (4) with the control linkage (6) which is also accommodated in the
casing and moving in axial direction on roller (7). The movement of the control linkage (6) in
the direction of fuel admission is transmitted to the pump racks by the force-locked dog arms,
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
and in the direction STOP elastically by tension springs. This arrangement permits the fuel
control linkage to be pulled in the direction STOP should one or more injection pumps be
blocked so that the engine can be shut down in any case.
Note: Refer to the operation instruction issued by the governor manufacturer for its
working principle and operation. Speed governor oil shall be clean and not prone to
scum, settle and erode governor components. It is also required to be good in heat
resistance and small in viscosity variation, and not to deteriorate if the temperature is
over 100℃.Governor mounted on 200 series diesel engine requires 30# turbo oil in
summer and 22# turbo oil in winter. It is advisable that operating oil temperature does
not exceed 80℃. If the diesel engine is used frequently, it is recommended to change
governor oil every three months. If the diesel engine is used intermittently, please
change governor oil every six months.
10.1 General
Besides YT111 governor, imported PSG governor can be used for the diesel engine.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
PSG governor (17) is linked to the fuel control linkage (6) by the forked lever (3), the
shaft (2), the levers (13 and 16) and the linking rod (14). The movement of the lever (13) is
transmitted to the shaft (2) through a torsion-elastic spring member arranged concentrically
around the shaft (2). The two stop bolts (11) limit the angular travel of the forked lever (3)
and thus of the pump racks in the direction of STOP and MAX (full load). The actual pump
setting is indicated on the scale (22) mounted on the shaft (2) and the dash mark (23). The
hand lever (12) serves for shutting the engine down by hand. The resultant opposite
movement (pump racks and STOP, governor pulling in the direction of MAX) is absorbed by
the torsion elastic spring member. The tension springs (1 and 18) are pulling the fuel control
linkage in the direction STOP.
For setting the desired speed, the governor may be equipped either with an electric
speed setting motor (15) in generating set, or pneumatic positioner (8) in marine main engine
for remote controlling. In the fuel supply adjustment, the hand wheel of pneumatic positioner
(8) could realize beside-controlling; or the pneumatic positioner driven by controlled air to
actualize the remote adjustment of fuel supply. The engine can be shut-down either directly
by means of the hand lever (12) or via the governor. Shut-down by safety instruments at
over-speed, etc., if provided, is effected via the governor and additionally via the emergency
shut-down sleeve (24) which is tripped by the solenoid or pneumatic actuator (25). Here, the
shut-down sleeve in the device is released and this in turn moves the hand lever (12) to STOP
with the aid of a preloaded torsion spring.
When the engine has been shut down by action of the emergency shut-down device, the
shut down sleeve (24) will no longer assume its normal position with relation to the mark
(23), i.e. the mark will no longer register with the zero mark on the scale (22) when the
engine is at standstill. In this case, before resuming operation, the shut-down device must be
reset after the fault condition that has caused the shut down has been removed. For this
purpose, the shut-down sleeve (24) must be turned by use of the tommy bar, dia. 10, in the
direction of full load (MAX) until the mark (23) again registers with the zero mark on the
scale (22). In this position, the arresting pin on the solenoid or pneumatic actuator must lock
completely into the emergency shut-down sleeve. This is checked by exerting hand pressure.
Thus reset, the shut-down device is again operational
The figure is a fuel-supplying system of one engine. Fuel from tank is supplied through
coarse filter and fuel delivery pump to fine filter, then to fuel injection pump, where it is
atomized and sprayed into combustion space.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Engine-driven fuel/ lube oil pumps are used for engine burning light diesel fuel
and blended fuel, and oil pump is used for engine burning heavy fuel.
out these steps two times. The measurement error should be less than 0.5°crankshaft angle.
!
technicians or professionals. When an engine is delivered, a record
about advance angle and valve timing has been kept in documents
with engine.
(3)Calibrating injector
Test content: The injector is tested for
opening pressure, tightness, opening
behavior and spray pattern of nozzle.
Tools required:
1 Nozzle testing device complete, including
hand pump with delivery tubes ( M18X1.5)
1 Receptacle for cleaning tools
1 Chuck
1 set of graded thickness washers
Starting position:
1. Nozzle 2. Seal ring
Injector has been removed, its outside has 3. Nozzle clamp nut 4. Nozzle holder
been cleaned. Nozzle testing device is bolted 5. Injector 6. Delivery tube
7. Connection fitting 8. Pressure gauge
onto a suitable support. 9. Shut-off valve 10. Vent screw
11. Hand lever 12. Hand pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
jet, as they are capable of penetrating the skin and will then cause painful
inflammation. Open fire must be prohibited at the work site!
1) Shut off the valve (9).
2) Actuate hand lever slowly (downward, one down stroke takes approx. 2 second). A
deep sound of “Pu-Pu” occurs at nozzle, which may hardly be heard. But the
sound of smack at nozzle could be detected clearly at pump lever. The fuel is not
sprayed fan-shapely.
3) Actuate hand lever rapidly (downward, one down stroke takes approx. 0.3 second).
The nozzle jet fans out and atomizes completely. All fuel jets must emerge in
visible state.
Note: During the transition period from pushing slowly hand lever to pushing
rapidly (item 2 to 3), fuel columns are sprayed from the nozzle, without being
atomized, and without changing sound from high to low or sound of “Pu-Pu”.
These characteristics are indicative of a good nozzle. The absence of one of the
reference characteristics may be the result of:
a) A distorted nozzle clamp nut
Repair: Loosen nozzle clamp nut (3), and move nozzle (1) up and down on its
seat. Re-tighten clamp nut to specified torque. If this is of no avail, replace
nozzle clamp nut.
Tightening torque of the nut after oiling: 80N.m (light diesel fuel)
170N.m (heavy fuel, cooling type nozzle)
b) Nozzle orifices are deposited with carbon or plugged.
Repair: Dismantle injector and clean it.
Note: Clean conditions are of prime importance when carrying out these tests. The
work site must be free from dirt. Dirty testing oil must be replaced and the filter
element of the testing device washed in clean diesel fuel. Replace filter element if
necessary. After refilling new testing oil (corrosion inhibiting oil) flush testing device by
operating the hand lever, without the injector, allowing the oil to spout out. Clean the
testing device and check pressure gauge at regular intervals by use of a master gauge.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
T-006 Leak fuel tank NRV-001 Non-return valve VI-001 Viscosity measuring device
T-013 HFO day tank FIL-007 HFO filter T-016 Mixing tank H-002 End
pre-heater T-015 Diesel oil day tank FSH-001 Leak fuel monitoring tank
CK-001 Three-way valve CK-002 Three-way valve P-014 Working pump
P-015 Spare pump
slant bottom of day tank serves for deposition of HFO, and the drainage valve should be
designed at the lowest position. The deposition in day tank should be cleared regularly. In
order to keep the temperature of day tank, it should be equipped with a heating device.
Diesel oil day tank(T-015)
The volume of diesel oil day tank should also be able to afford to 8 hours’ running of
engine with full-load. Its deposition space and drainage valve are designed as the HFO day
tank.
Mixing tank(T-016)
The mixing tank is for switching the supply of fuel oil, guarantying gradual change of
temperature of fuel oil, as well as deaerating the HFO that returns from the engine. The top
edge of mixing tank, 100mm higher than that of day tank, is designed for deflation of system.
The volume of mixing tank, the min. diameter of which is 200mm, should be able to
guarantee 10~15 minutes’ running of engine with full-load.
Fuel supply pump
A working pump (P-014) and a spare pump (P-015) supply fuel oil into engine to
encourage the fuel cycling in the system. (No fuel supply pump on HFO engine).
Heavy fuel filter(FIL-007)
The filter, which must be of double barrels, can be cleaned during the running of engine.
There are two optional types: automatic back washing and artificial flushing. Clean the filter
regularly according to the selected type. The filter element must be replaced when the
before-after pressure difference is greater than or equal to 0.15Mpa!
Viscosity measuring device (V1-001) and End pre-heater (H-002)
The measuring device can control automatically the end pre-heater depending on the
infused fuel viscosity, to guarantee the fuel viscosity the injectors require. If the quality of
HFO is relative stable, the viscosity could be controlled by measuring temperature, so the
viscosity measuring device can be left out.
Three-way valve (CK-001), (CK-002)
They switch over the fuel oils manually or remotely by pneumatic-electronically remote
controller in control cabinet.
Non-return valve (NRV-001)
It is used for maintaining the stable fuel oil inlet pressure.
Leak fuel monitoring tank (FSH-001)
If the high-pressure fuel pipes fails, the leak fuel oil flows through shield into
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
monitoring tank, in which a float switch will alarm. It also can be led to leak fuel tank by a
guide tube.
Leak fuel tank (T-006)
The collected leak lube oil and fuel oil, after being treated, shall be reused in the HFO
engine.
12.3 System maintenance
Draining air from system
Before starting engine, the operator should drain out air from system. Start the spare
delivery pump to cycle the fuel oil in pipes, then unscrew the bleed screw on fuel filter.
When the whole piping is full of fuel oil and deflated, start the engine. If no spare delivery
pump is equipped, start engine until air is drained off and fuel full of filter and piping. Heavy
fuel oil piping shall be bound up by thermal insulation material to guard against thermal loss
and scald to operator.
Inspecting fuel-supply advance angle
The fuel-supply time of injection pump influences directly the performances of engine.
Generally, user needn’t adjust it, because it has been adjusted at optimal position before HFO
engine is delivered. However, if the engine works abnormally, it is necessary to inspect the
fuel-supply advance angle, as the following will show:
a. Open escape valves on cylinder heads.
b. Dismantle high-pressure fuel pipe and fuel delivery valve of injection pump of the last
cylinder (No.6 cylinder on 6-cyl. engine, and No.8 cylinder on 8-cyl. engine).
c. Measure injection pump plunger lift by using special tool.
d. Crank engine according to direction of revolution of engine until injection pump
plunger moves upwards by 4.1mm.
At this time, scale value at flywheel indicated by TDC indicator is the starting position
of fuel supply of the cylinder. According to this, the advance angle can be determined. Carry
out these steps two times. The measurement error should be less than 1°crankshaft angle.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
1. Oil filler
2.Intermediate gear (lower)
3. Fuel injection pump drive
gear
4. Flange shaft
5. Intermediate gear(upper)
6. Spray nozzle
7. Intermediate gear
8.Pipe (to camshaft)
9. Oil pump
10. Priming pump
11. Pipe
12.Lube oil cooler
13.Lube oil filter
14.Supply pipe
(turbocharger)
15. Return pipe
(turbocharger)
16. Header pipe
17. Pressure regulating valve
18. Relief pipe
19.Suction pipe (oil pump)
20. Oil dipstick
22.Branch pipe(to rocker
arms)
23. Temperature regulator
Note: The oil filter and oil sump should be replaced or cleaned
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
and is also to draw the oil from the oil sump and delivers it via a non-return valve into the
engine oil circuit then back to oil sump.
Fitted in the header pipe is the pressure regulating valve (17) connecting the relief pipe
(18) which returns the oil through the crankcase back into the oil sump. The oil pump (9) is
equipped with a relief valve which limits the effective delivery to the preset value.
The oil level is checked by means of the dipstick (20) when the engine is at standstill.
The oil filler (1) at the controlling side of engine serves for filling in the oil to required level.
From the header (16), the oil flows through drilled passages in the crankcase to the main
bearings and further through drilled passages in the crankshaft and in the connecting rods to
the crank bearings (big end bearings) and piston pin (small end) bearings. After cooling the
piston, the oil returns via inner wall to oil sump.
The pipe (8) on the engine free end leads from the header pipe to the camshaft housing
and through a short drilled passage to the outer-most camshaft bearing. Through the
hollow-drilled camshaft and small outlet drill holes, oil is delivered to all other bearings and
cam tracks. At the same time, oil is delivered to the rocker arm of each cylinder from the
branch pipe (22) and lubricates the rocker arm shaft. Oil also is delivered to timing gear
system, drive shaft of fuel injection pump, drive gears of fresh water pump and sea water
pump through oil pipe (21), spray nozzle (6) and timing gear piping.
The turbocharger is connected to the oil system of the engine, the oil is supplied to the
turbocharger through the supply pipe (14) and returns to the oil sump through the return pipe
(15).
13.2 Oil sump
The oil sump is welded with rolled sheet steel, which is fixed under the crankcase by
socket head cap screws. There is a gasket between oil sump and cylinder block.
13.3 Oil pump
Oil pump is a gear pump with revolution speed of 2455 rpm and working pressure of
0.4~0.5 MPa. It is mounted on transmission case of free end. The marine main engine is
equipped with an interface for spare oil pump inlet.
13.4 Oil cooler
Oil cooler is of tubular type. In order to control oil temperature, there is a temperature
regulating valve and pass-by passage mounted at the inlet of cooler. Oil will not be cooled at
low temperature. When the temperature increases to a limit (the temperature regulating valve
begins to open at 60℃, and fully opens at 75℃), oil is cooled. The operator can adjust
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
manually if the temperature regulating valve is damaged (refer to the instruction of the
temperature regulating valve). If no temperature regulator mounted, the operator can regulate
temperature manually through a manual ball valve.
13.5 Oil filter
Oil filter guarantees cleanness of entire oil system.
Please check cleanliness of filtering element during operation, especially the fine
filter before engine. If the pressure of oil is found decreased, please check and clean filter
element and flush oil system with new oil. Please see the instruction manual of oil filter.
When cleaning strainer or filter disk, be careful not to bring foreign matters into
the oil piping after filter.
13.6 Linking pipes of oil system
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
lubricating oil filter (13), and further to the lube oil header (16) via indicating filter (19).
The priming pump (10) serves for priming the engine bearings to form a pressure oil
film when the engine is at standstill, and transfers oil via a non-return valve into the engine
oil circuit from day tank, so that oil circulates in engine and the engine warms up.
Fitted in the header pipe is the pressure regulating valve (17) connecting the relief pipe
(18) which returns the oil through the crankcase back into the oil sump. The oil pump is
equipped with a relief valve which limits the effective delivery to the preset value.
From the header (16), the oil flows through drilled passages in the crankcase to the main
bearings and further through drilled passages in the crankshaft and in the connecting rods to
the crank bearings (big end bearings) and piston pin (small end) bearings. After lubricating
piston pin and cooling the piston, the oil returns freely via inner wall to oil sump.
The pipe (8) on the engine free end leads from the header pipe (16) to the camshaft
housing and through a short drilled passage to the outer-most camshaft bearing. Through the
hollow-drilled camshaft and small outlet drill holes, oil is delivered to all other bearings and
cam tracks. In the meantime, oil is delivered to the rocker arm of each cylinder from the
branch pipe (7) and lubricates the rocker arm shaft.
Part of the oil supplied through the drilled passage of the outer-most main bearing for
lubricating main bearing, is conveyed into the flange shaft of the intermediate gear for
lubricating it through the small hole of free end. The oil is supplied to the turbocharger
through the supply pipe (14) and returns to the oil sump through the return pipe (15).
The oil flows into day tank via return pipe after it reaches oil sump. The oil sump is
called dry sump since it does not store oil.
Note:
(1) The brands and specifications of lube oil should be in accordance with the
prescription.
(2) The oil filter and oil pipe should be replaced or cleaned whenever replacing oil.
(3) If the day tank cannot be designed under the dry oil sump, oil cannot return
into day tank automatically. In such case, there should be a suction pump
between oil sump and day tank to absorb oil from dry sump to day tank. The
flow capacity of suction pump shall be greater than that of engine-driven oil
pump.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Oil system
Illustrated as figure (lube oil system of dry sump), the priming pump draws the oil from
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
the day tank to temperature regulator, oil cooler, and through duplex filter into header pipe.
14.3 Main accessories of lube oil system
1 Day tank
The HFO engine adopts dry sump. The engine is equipped with a separate day tank for
burning heavy fuel oil. The day tank, which is to remove ash sediment of burning HFO from
lube oil and preheat the lube oil, could be mounted below the engine if it is used as main
engine, and inside the base frame if as auxiliary engine.
Min. effective volume of day tank: 0.8m3 in 6-cyl. engine, and 1.1m3 in 8-cyl. engine
2 Lube oil pump
It is a gear pump, fixed at transmission case at free end. The marine main engine is
equipped with an electric spare lube oil pump, the flow rate and pressure of which must be
same as the engine-driven pump.
3 Temperature regulator
A temperature regulator and a bypass are mounted at the inlet of oil cooler to control the
oil inlet temperature. Temperature regulator is of proportion type (with a thermosensor), used
as a distributing valve.
A hand ball valve instead of temperature regulator can realize manual temperature-
controlling.
4. Oil cooler
It is tubular cooler. The air and oil discharging devices must be installed at the oil side.
5. Automatic filter
It is a full automatic bounce-back filter, with strainer aperture 50µm (spherical port). It
has several filter chambers, among them there is one off working, according to a sequence, to
be flushed by the filtered medium, lube oil. The filter is mounted with a cleaning and treating
device for flushing oil. The treated oil is delivered back to day tank by pressure of
compressed air, then into oil circulation.
6. Indicating filter
It is of double-barrel type, with strainer aperture 40µm, designed behind the automatic
filter, close to the oil outlet of engine. It removes the foreign matters further in lube oil. It
should be cleaned manually. When the pressures before and after filter vary b 0.15MPa, the
differential pressure indicator will alarm.
7. Leak oil tank
The tank collects leak fuel oil and dirty lube oil from automatic filter housing, to use
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
otherwhere.
Note: 1. The arrangement of peripheral piping is assumed by enduser. A support
should be fitted to the piping connecting with engine, and other bearings, at
appropriate intervals be fitted to the peripheral piping. We still recommend elastic
tubes to link engine even if the diesel engine is rigidly supported.
2. If no automatic oil filter is mounted in piping, we suggest that additional oil
separators are installed at the inlet and outlet at day tank respectively to remove foreign
matters from oil. In such a case, frequent clean of filter can be avoided and operation of
engine will not be affected.
1. Plug screw
2. Cooling water outlet
3. Thermometer
4. Temperature
regulator
5. Cooler
6. Connecting pipe
7. Expansion tank
8. Centrifugal pump
9. Cooling water inlet
10. Cooling water
outlet
11. Supply pipe
(cylinder)
12. Temperature
sensor
13. Condensate drain
14. Secondary
intercooler
15. Cooling water
passage
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centrifugal type driven by electricity. The check valve on the discharging pipe of pump could
avoid counterflow when one of pumps does not work. Working pressure: 0.4MPa
Fresh water filter of fuel injector
This is a split type strainer, with filter rating 0.2mm and flow resistance 150kPa,
mounted before the connecting pipe of engine.
Freshwater expansion tank (T-005)
The tanks is designed and arranged as above figure. Its bottom should, in any case, be
higher than the highest point of freshwater system to guarantee the flow rate at 00.1m/s, so as
to eliminate effectively the fuel oil that leaks into freshwater system (if cooling medium is
water).
Immersion heater of expansion tank
The expansion tank should be equipped with steam or hot oil heater, or immersion heater
and automatic temperature controller. The freshwater temperature at engine inlet is 80℃. If
the system loses too much heat and the temperature could not reach the defined value, it is
necessary to heat the freshwater. Temperature range: 80~85℃.
15.2.2 Medium in cooling water system can also be CD-40 lube oil.
15.2.3 The cooling water or lube oil shall be heated to 80℃ before heavy fuel is brought
into operation.
15.3 Seawater system
The sea water system is used to cool air intercooler (two stages), oil cooler and fresh
water cooler. It is an opened circuit. Part of the seawater from seawater pump, flows into
secondary intercooler through inlet. After it is delivered out of intercooler, through outlet,
then to a detached primary intercooler through a water passage, it returns to initial point of
seawater. Another part of water flows to cooler to cool oil, then to cool fresh water and
returns to its initial point. The water quantity at seawater pump outlet must be distributed by
a valve in such a way that 1/3 water flows through intercooler and 2/3 water enters into oil /
water cooler.
Condensate and any leakage water from the intercooler will escape through condensate
drain (13), which are designed for this purpose.
15.4 Fresh water pump and seawater pump
Refer to Main specifications of accessories ,Section 5, Chapter 1 for the types of fresh
water pump and seawater pump Both pumps are driven by belt pulley at free end and fresh
water pump can also be installed on engine and driven directly by gear.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Note: Parameters of pump prepared by user should match with the parameters of
engine-driven pump.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
AST825 Yantai Current air starter comprises power part and output part. The power part
is a vane pneumatic motor. When starting diesel engine, air reservoir is opened, and the
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
compressed air flows through pressure reducing valve (1) and oil mist collector (2), the
waits in air relay (3) for control signal of start switch. When two-position three-way
solenoid valve (4) receives the electrical signal from start switch, the solenoid valve
between air relay (3) and air inlet control pipe (6) is opened. A part of compressed air
flows to pre-meshed air inlet at output part of air starter via air inlet control pipe (6), and
pushes output shaft extending to make output gear and flywheel rim in mesh. Where a
tooth of output gear just contacts that of flywheel rim, the output shaft can retract
elastically and rotate by an angle related to flywheel rim to guarantee correct mesh of the
two gears. When output shaft travels design stroke, compressed air flows to air control port
on main start valve through return control pipe (7) and opens main start valve. Then the
compressed air flows into air starter via main air pipe (5), driving the starter motor rotating
to achieve diesel engine firing. After diesel engine is started up, the air starter is overrun
by overrunning clutch. Start switch is released, output shaft of air starter retracts
automatically and a start process is completed.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Open drain screw plug or drain valve regularly to discharge condensed water in air
bottle.
16.3 Starting and E. Shutdown Air System
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Outlet of oil gas separator must be ducted to the open air outside the room, and outlet of
engine room must be far away from inlet of blower to avoid that the vented oily gas enters
engine room again and is sucked into turbocharger to contaminate air cleaner and intercooler.
Attention: when fixing hoisting tool, eye bolts must be tightened onto cylinder head studs (note:
studs for receiving eye bolt is longer than other cylinder head studs).
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Rabbet face of flywheel must align with input flange of gear box. Exam radial, axial and angle
alignment with dial indicator. Alignment requirement at cold state:
Radial runout: 0~0.15 mm Face runout: 0~0.20 mm
Fig. 1
Number, location and dimension of reamer bolts on diesel engine feet, top plate of engine
base are shown in Fig.2.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
Fig. 2
Cyl. qty. A B
6 1760 1120
8 2320 1680
First step: Drill eight φ22 nontapped holes on top plate of onboard
engine base according to locations shown in above figure to match up
to bolt holes on engine feet. Hoist diesel engine and place it onto top
plate of onboard base. Block the nontapped holes with four identical
process tie plates (L×W×T 80×80×15). Screw one M24×2 adjusting
bolt in spare parts box delivered with engine into bolt hole on each
engine foot. Adjust the height of diesel engine and align the engine by changing the length of
screw in engine feet. Please see right figure. Alignment shall be carried out according to 3.1.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
grade: 10.9, in spare parts box delivered with engine), nut, flat washer and spring washer to
locate the engine preliminarily (see the right figure). After that, recheck alignment. If alignment
is not satisfactory, continue to fabricate adjusting shims and adjust engine position (refer to
figure as below for adjusting shims).
Third step: After alignment, drill and ream another bolt hole on
each engine foot together with adjusting shims, nontapped hole
bolts and castle nuts in spare parts box delivered with engine to
fix diesel engine ultimately, and lock the bolts with split pins, as
shown in right figure (locations of bolt holes on engine feet for adjusting and those for drilling
and reaming in assembly are shown in Fig.2)
Tighten all bolts and apply anti-rust oil onto the threads protruding nut.
Measure crankweb deflection again after connecting flywheel, coupling and gear box. Do
not start engine unless crankweb deflection is satisfactory.
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
injection pump at “supplying” position. Switch on the starting key on the monitor to start the
engine. After starting, adjust the position of the hand lever of fuel supply to keep the speed at
about 400rpm (idle speed). The engine at cold state is not allowed to run at high speed with
load. Only when the oil temperature and water outlet temperature increases higher than 40℃,
could the engine be allowed to run at high speed with load.
The engine should be inspected carefully for leakage and abnormal sound after starting.
If the first starting fails, it could be started again after more than one minute (until the
flywheel is standstill). If it takes long time to start the engine or the starting fails three times
in succession, the operator should examine the cause.
Note: For the newly assembled engine, the first starting will be
!
difficult because there is a little air in fuel oil pipe and fuel injection
pump. So before the first time, the fuel-returning connection of fuel
injection pump could be loosened to drain the remained air in pipe
and pump.
Air starting pressure is 0.8~1 MPa and the starting time shall not be greater than 10s.
Close the main air pipe and valve after starting successfully.
Note: During operation, air pressure for emergency stop is kept between 0.8 and
1.0 MPa.
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4 Stopping engine
1) Normal stopping
Handle the fuel supply grip to decrease the load gradually, so that the engine’s
speed decreases to about 400r/min. Then disengage the clutch, so the engine runs
at idle speed without load. When the temperate of oil and water decreases lower
than 50℃, stop the engine. (Stop the engine by shutdown handle. The shutdown
button on monitor only serves as emergent stopping).
2) Emergent stopping at abnormal condition
If the abnormal conditions such as noise or smoking occur during the running of
engine, the engine with the stopping solenoid valve can be done emergent stopping
through the shutdown button on monitor. However, after the engine is stopped it
should be supplied with oil for 5~10 minutes by spare oil pump. Open air release
valve and turn manually crankshaft to prevent from high temperature of engine,
which may result in seizing or scuffing of cylinder bore. At the same time, the
operator should find out the cause and eliminate it.
The air-release valve should be opened immediately after the engine is stopped. If the
engine will not run, all the valves that need to be closed in fuel system and cooling water
system should be closed. In cold surroundings in which cooling water may freeze, if the
engine is about to be stored for a long time, the cooling water should be drained when it is at
30~40 ℃. After the engine has been stopped, open the crankcase cover, and check the
bearing’s temperate and tightness of main screws and bolts if necessary. In addition, after the
engine has been stopped, the operator should rectify the trouble in running so that the engine
could be started whenever.
During running-in, the relatively palpable unevenness on the surface of piston ring and
cylinder is ground off. The running-in finishes when the piston rings seal the combustion
chamber effectively. Therefore, full-load shall not be put definitely on the engine before
running-in finishes.
5.1 Running-in of new engine
All engines leaving factory have experienced running-in. However, after engine is
installed on working site, it is necessary to carry out running-in on site. The running-in time
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This series diesel engine should be started and stopped by trained and experienced
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personnel only.
All of important data and work operations (operating hours, fuel consumption, time of
lubricating oil change, maintenance and overhaul work etc.) should be entered into an
operation monitoring log, which must be kept properly.
On the basis of that record together with instruction manual, the operating personnel
must be in a position to operate and to maintain the engine appropriately.
The temperature of engine room should not be lower than 5℃. If the temperature drops
lower than 5℃, the cooling water must be added with antifreeze, and oil and cooling water
shall be preheated before starting engine. If the engine is taken out of operation for a longer
period of time, the cooling water jackets are to be drained at any rate.
The running, maintaining and overhauling of the engine should conform to safety
regulations. It is recommended that the safety regulations should be placarded at
conspicuous place to remind the operator of accident danger.
The use of fuel and lube oil represents an inherent fire hazard in the engine room.
It is prohibited strictly to use gasoline in the engine room!
After overhauling, all insulations and laggings are to be reattached completely and with
great care. Inspect leak-proof of fuel and oil pipes regularly. Leakages of pipes and tanks and
leaked oil on the ground are to be eliminated immediately.
In case of fire in the engine room, the supply of fuel and oil must be cut off
immediately (turn off the valves, fuel supply pump and engine), attempts are be made
to extinguish the fire by means of hand fire extinguishers. If the fire could not be
extinguished or the engine room could not be entered in, all openings are to be sealed tightly,
thus cutting off admission of air to quench the fire. Fire extinguishing equipment based on
carbon dioxide must not be used until it has been absolutely ensured that no one is left in the
engine room.
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1. Necessary repair
No matter how small the defect is, the repair shall be carried out immediately.
For the cleaning of the engine, and its individual parts, please use diesel fuel or special
solvents. The use of gasoline is not permitted in closed room. For drying engine components,
pressure air or soft cloth, instead of waste cotton yarn, is to be preferred.
Upon completion of repair and overhaul work, check to see that all tools, cleaning
material and other foreign matter are removed from the engine. The exact setting as well as
clearances of new or reinstalled parts must be checked and the data entered in the engine log.
A few hours after resuming operation, check lubricating oil filter for fouling, and clean
them if necessary.
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The fire risk prevailing in the engine room should be borne in mind, especially when
carrying out welding work on pipe lines, etc. Fuel and lube oil pipes in the immediate
vicinity should be covered up. The fire fighting equipment should be readily available. When
installing or removing larger engine components, suitable lifting gear and the special tools
supplied should be used. Attention should furthermore be paid to the good condition of ropes,
shackles and the tools being used.
2. Maintenance
2.1 Maintenance after first 30~50 running hours of new or overhauled engine
1) Check oil, water and air of system for leakages and remedy them in time.
2) Check and adjust the clearance of air valve.
3) Check the oil level and cooling water capacity and refill them.
4) Check lube oil, fuel oil filter, and replace oil.
5) Check looseness of fastening parts and connecting parts, and recheck the torque of
connecting rod bolts.
6) Check crankweb deflection of crankshaft.
2.2 Daily maintenance
1) Unscrew the drain plug of fuel filter to eliminate accumulated water or dirt;
2) Check used conditions of meters. Check oil, water and air of system for leakages
and remedy them in time;
3) Summarize and check the running log (Record carefully the faults and remedies
that have happened);
4) Examine lube oil quality, and assay it if necessary.
5) Examine if the air pressure in emergency stop piping is within the specified range.
2.3 First-class maintenance
In addition to all the checking items specified in daily maintenance, the following
contents should also be included after 400 running hours:
1) Clean lube oil and fuel oil filter;
2) Replace oil according to water content and smudginess in oil. Clean oil sump
when replace oil;
3) Check clearance of inlet and exhaust valve and advance angle of oil supply.
Adjust them if necessary;
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Manual for operation & maintenance of 200 series inline engines with individual injection pump
4) Inspect impeller and inner chamber of compressor of turbocharger and clean when
necessary;
5) Clean air filter;
6) Check accumulated filth in oil and water cooler. Clean or replace anticorrosive
zinc if necessary;
7) Check bolts of main bearings and connecting rods for looseness. Re-inspect the
tightening torque of connecting rod bolt. In the case of splined nut: 140N·m.
Hexagonal nut: 280 N·m.
2.4 Second-class maintenance
In addition to all the checking items specified in first-class maintenance, the following
contents should also be included after 1000 running hours:
1) Check working equilibrium of cylinders. Readjust uniformity of fuel oil from fuel
injection pump to cylinders if necessary.
2) Check injection pressure and atomization of fuel injector. Readjust and repair it if
necessary.
3) Examine oil, water and air in system. Check circuit elements and connecting and
fastening condition of fastening parts.
4) Check whether the connecting rod nuts and necked-down nuts of flywheel
become loose. Tighten the torque in accordance with defined value.
5) Check water seal of water pump. Grind or replace it in time.
6) Clean piping of oil or fuel system. Clear oil sludge and dry the piping with
compressed air.
2.5 Third-class maintenance
In addition to all the checking items specified in second-class maintenance, the
following contents should also be included after 2500 running hours:
1) Clean air cooler, special oil sludge on radiation fins;
2) Dismount two cylinders to check the degree of carbon deposit on piston top.
Eliminate carbon deposit if necessary. Check sealability of air valves. Grind
valves if necessary. Make a decision;
3) Check sealability of delivery valve in fuel injection pump. Grind or replace it if
necessary.
4) Check working condition of needle valve of fuel injector. Replace it if necessary.
5) Clear water scale in cooling system. Replace anticorrosive zinc spelter.
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If oil quality deteriorates, abnormal wear of early phase will appear, and thus it will lead
to raise noise of engine, aggravate vibration, increase fleeing air to crankcase, raise
temperature of oil and cooling water, decrease oil pressure and overheat engine and so on. It
can also influence the output of engine and thus result in damage of engine when the wear of
moving parts reaches the limit.
So the user must pay more attention to the quality and brand of lubricating oil and use it
exactly according to the prescribe.
The user should examine regularly the quality of oil during operation. A simple way is to
unfold the cover of cylinder head and examine the oil accumulated in cylinder head. If there
are many water globules in oil or the oil color turns to pale creamy white, it shows that the oil
contains much water. If the oil turns to black or gluey, it shows that the oil quality is inferior
or the oil has been used for a long time. The oil should be replaced with new one.
A simple method is employed to examine the viscosity of oil. Drop several unused and
used oil globules on a smooth surface of metal or glass plate. Then incline the plate, and
check the flow speed of oil globules. The flow speed of used oil is distinctly faster or slower
than the unused oil if there is much difference between their viscosities. Generally speaking,
in such case, it shows that the viscosity of used oil has been greatly changed. It must be
replaced with clean one.
When replacing lube oil, it had better to clean the oil system and oil sump, and clean oil
filter.
When change oil, filter the new oil and drained waste oil with fine strainer respectively.
Inspect abnormal worn and components damage.
work normally;
3) Whether there is abnormal wear in engine;
4) Whether there is water scale accumulated in cooling chamber of cylinder block and
cylinder head;
5) Whether the sensor of temperature regulating valve is stuck due to much water
incrustation.
Generally, the cooling water should be treated and added to rust inhibiting additive. If
the user does not do so, water scale will accumulate in cooling chamber of engine after the
engine operates a period of time. Water scale will result in insufficient heat elimination, thus
the water temperature will rise abnormally.
Method of treatment: remove the scale in cooling water chamber with tank scale
dissolver sold in market.
3. Insufficient output
The failure of insufficient output results from insufficient air input, insufficient oil
supply or low cylinder pressure.
Generally speaking, the possible cause of insufficient output first lies on low-pressure oil
circle. If the engine runs with the conditions of even speed, good exhaust smoke, normal
operation of cylinders, proper oil-supply time, favorable seal property of cylinders and
sufficient air input, and it still output insufficiently, the following causes can be taken into
consideration:
1) Whether the low-pressure oil pipe is broken or leaks;
2) Whether the fuel filter is badly blocked and the oil /fuel piping is blocked or leaks.
The air valves, injection time and clearance of air valves shall be checked and adjusted
when the air input is insufficient. In addition, the operator should check air filter, clearance of
rotor and idle motion of turbocharger.
4. Black smoke
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Troubleshooting table
12) No fuel oil or insufficient fuel oil enters to cylinder. Check the
position of fuel injection pump rack, and adjust it if necessary.
13) The orifices of fuel injector clogged up or the element of
needle valve bound. Clean or change fuel injector.
14) Leaks for inlet and outlet valve so that the air pressure is too
low. Grind the valve.
1) Fuel oil system air-bound.
2) Unsuitable fuel oil.
3) Water in fuel oil.
4) Low fuel oil pressure before fuel injection pumps, supply
Cylinders fire pump defective.
3 5) Fuel oil filter clogged up.
irregularly.
6) Individual fuel injectors defective.
7) Inlet or exhaust vales stuck, valve spring broken, drive
defective.
8) Engine too cold, and lubricating oil too viscous.
1) Pump plunger stuck, spring broken.
The fuel supply is 2) Control sleeve or pump element bound.
4 3) Governor or fuel control linkage mal-adjusted.
stuck.
4) Fuel control linkage bound or stuck.
1) Fuel oil system air-bound.
2) Unsuitable fuel oil.
3) Water in fuel oil.
4) Low fuel oil pressure before fuel injection pumps, supply
pump defective.
5) Fuel oil filter clogged up.
6) Beginning of injection too early.
7) Beginning of injection too late.
8) Excessive clearance of pump plunger in pump barrel.
Engine does not 9) Pump plunger stuck, spring broken.
5 reach full speed or 10) Control sleeve or pump element bound.
11) Delivery valve in fuel injection pump leaking.
output. 12) Individual fuel injectors defective.
13) Nozzle orifices or injection pipes clogged up.
14) Fuel control linkage bound or stuck.
15) Inlet or exhaust vales stuck, valve spring broken, drive
defective.
16) Ring clearance or ring gap excessive.
17) Piston rings stuck or broken.
18) Marine engines: propeller too large, damaged or hull fouled.
19) Turbocharger fouled or defective.
1) Fuel oil system air-bound.
Engine runs 2) Low fuel oil pressure before fuel injection pumps, supply
6 irregularly, knocks pump defective.
and rocks. 3) Fuel oil filter clogged up.
4) Beginning of injection too early.
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Annex
1. Correction of output at nonstandard condition
Ambient
10 15 25 30 35 40 45 50
0℃ 5℃ 20℃
temperature ℃ ℃ ℃ ℃ ℃ ℃ ℃ ℃
Atmospheric
(kPa)
pressure
Altitude
Coefficient of correction C
(m)
0 101.33 99 97 95 93 91
110 100.0 100 98 96 94 92 90
200 98.93 99 97 95 93 91 89
300 97.73 98 96 94 92 90 88
400 96.67 99 97 95 93 91 89 87
500 95.47 98 96 94 92 90 88 86
600 94.40 98 96 93 91 89 87 85
700 93.20 99 97 95 92 90 88 86 84
800 92.13 98 96 94 91 89 87 85 83
1000 89.87 99 96 94 92 90 88 86 84 82
1500 84.53 96 94 92 90 88 86 84 82 80 78
2000 79.20 93 91 89 87 85 83 81 79 78 76 74
2500 74.67 89 87 85 83 81 79 77 76 74 72 71
3000 70.13 85 83 81 79 77 75 74 72 70 69 67
3500 81 79 77 75 73 71 70 68 67 65 64
4000 77 75 73 71 69 68 66 63 63 62 60
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1.2 Torsional vibration calculation systematic diagram of single engine shafting including
vibration damper
1.3 Torsional vibration calculation systematic data of single engine shafting including vibration
damper
XCW8200ZD-2
Engine type CW8200ZC XCW8200ZC XCW8200ZC-1
XCW8200ZC-10
Bore/Stroke 200/270
Quantity of cylinders 8
Rated output kW 800 928 960 1104 1030
Rated speed r/min 1000r/min
Rated torque kNm 7.640 9.378 9.168 10.543 9.836
Min. stabilized speed 400r/min
Tensile strength of
600MPa 800 MPa
crankshaft material
Drawing No. of C62.03.04.0001
fl h l
Flywheel inertia If 50kgm2
Structural damping 0.05
C
Damper Type : Coil spring
Number of damper 1
Moment of inertia of
1.08 kgm2
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2.2.2 Torsional vibration calculation systematic diagram of single engine shafting including
vibration damper
2.2.3 Torsional vibration calculation systematic data of single engine shafting including
vibration damper
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2.3 The above-mentioned parameters of torsional vibration are provided to user, which
should be taken into consideration with power units (such as shaft coupling, reduction
gearbox, propeller shafting system and other load) and relative model parameters for the
calculations of torsional vibration to determine that whether there is a resonance point.
Necessarily some measures could be adopted to reduce the stress. The works will not bear
the responsibility to the damage and lose caused from large amplitude if the resonance
point have not been calculated and determined properly
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