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    62 views125 pages

    Operation Manual

    Uploaded by

    mazlum doğan Demirkol

    Copyright:

    © All Rights Reserved
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    AKASAKA-MITSUBISHI UE DIESEL ENGINE SUEC37LA INSTRUCTION BOOK x (OPERATION MANUAL) vp i, ae BB UEC-L Operation Manual |aroup Contents | ITEM Group-item General Introduction .eeeeeseeeceeeeeseees 001-01 Cross section ......... 002-01, Rotating direction, cylinder No., bearing Wo. 003-03, Engine specification 004-03 Engine operation range ...... 005-01 Method of find engine ourput 7 006-02 Engine adjustment os ....eeeeeeeeeeae seveeeeeees 007-01 Indicator diagram ccraisc : 008-01 Engine operation Standard of pressure and temperature ..... seve 021-02 Limited values for operation ...... si. 022-01 spection and preparation for starting ......s.sseeseeee. 023401 Starting .. AsaSt seeteeeeeeeeeeeeees 026-02 Procedure for increasing speed ........ severe 023-01 Change over fuel oil From diesel ofl to heavy fuel oil 026-01 From heavy fuel oil to diesel oil 026-02 Removel of scavenging air drain ..... 027-01 Preparation for entering port and low speed operation ..... 026-01 Stopping 7 029-01 Overload operation ...... om sees 030-01 Cut-off fueF injection pump escseeeeeeeeeeeeeeeseeee 031-01 Removing the damaged moving parts ......-.00--.00- ++ 031-02 Cutting-off of turbocharger . 032-01 Cutting-off of auxiliary blower ..... 033-01, Low speed operation ......... 034-01 Fuel oi1 Fuel of] properties ..... aeroaeererae 41-01 Handling of fuel of} «1... aoe 042-01 Viscosity - Temperature diagram of fuel oi} 043-01 37LA Group-item Lubricating oft Kinds of lubricating-oil System lubricating of) .eeeeeeseceeeeeeeeeeeeee ee s+ 052-02 cylinder lubricating of} Standard for selection ++ 053-02 Procedure for lubrication 083-02 Rocker arm and exhaust valve lubricating of1 Procedure for lubrication ..e..eeeeeeeeee sere 054-02 Adjusting éiagram of rocker arm Adjusting diagram of exhaust valve ....s.e 5-03 Procedure for fuel injection pump lubrication . +) 055-03 Cooling fresh water Criteria for cooling fresh water e.s.seeeeeeeerees 061-02 Anti-corrosive agent teeeeeees 062-02 Control of cooling water seeeseeee Engine trouble Impossible of starting Abnormal explosion on starting 7 Rnocking in engine Drop of engine speed . Sudden stoppage of engine Troubles of cooling water systen ... Troubles of lubricating oi] system ' Rise in exhaust gas temperature .... Surging in turbocharger ..... Damages to exhaust valve ...- Fire in scavenging air chamber .. gine body and static parts Main bearing ..seeeeeeeeeeees sae ee aber : Thrust bearing 116-01 The Tod seeeeeeeeeeeees 124-01 Piston’ rod stuffing box ....-..+ 133-01 37LA Cylinder liner . Linder cover . Fuel injection valve Fuel injection valve Fuel injection pressure control device Exhaust valve . Starting air valve cylinder safety valve Indicator valve .. Air cooler .... Scavenging air valve .... Crank snaft and moy parts shat Ag rod and crosshead .... Pister end piston rog Piston cooling system end camfhats Cansnaf: driving geez camsna; Exhaust velve driving gea: Exna t valve driving gear (upoe Y Griving ge. jon pump, “governor an¢ control system Fuel injection puns ., Fuel injection pump driving gear .. Starting air control valve ....g Turning gear 6.22.0, ta nometer an¢ governor ériving oe. Governor Mechanica) maneuvering system maneuve: Bg Interlock and safety device Fuel adjusting link device Link device 37L Group-item 134-01 241-01, 342-01 142-02 143-01 144-01 245-01 146-01, 162-01 165-01 221-01, 235-01 248-01 246-01 255-02 256-01 264-01 282-01 341-08 462-01 350-02 350-02 354-01 354-02 37LA Turbocharger Turbocharser .. Turbocharger lubricating 011 pipe Pipe systems and fittings Scavenging a Cooling fresh water pipe System lubricating oil pipe - cylinder lubricating of1 pipe cylinder lubricating oil pipe cylinder lubricating oi} stud Rocker arm, exhaust valve and fuel lubricating oil pipe .. Fuel oil pipe - Starting air pip Automatic starting air stop valve Auxiliary blower Auxiliary blower . and exhaust gas system .... injection punp Group-item Table of Contents BR & + Engine Operation er BB Fuel Oil RE ak Lubricating Oil #8 ja Cooling Fresh Water AHA K Engine Trouble HEE OAR Engine Body and Static Parts AAR UB ILE Crank Shaft and Moving Parts DFY TBROEDBD Fuel Injection Pump, Governor and Control System ERD, PRER ORR Turbocharger i 4G 18 Pipe Systems and Fittings MERBROTER Auxiliary Blower i 7O7— — GROUP 001 ITEM on UEC-L Introduction This booklet is Volume I (Operation and Construction) of the Instruction Book for handling of Akasaka-Mitsubishi UE Diesel Engine UEC-LA type describing important instruction for operation and engine construction. Please refer to Volume II (Maintenance) for maintenance and inspection. and about = rbocharger, please refer to the Turbocharger Instruction Book. All peopie handling this engine are requested to grasp sufficiently the engine characteristics for no error in engine andling. The republication of this instruction book by reproduction or extraction is probibited. LA GROUP ¢o2 TEM ol 37LA GROUP 005 Rotating Direction, cylinder No., Bearing No UEC-L cae : BEAR, LyuL Tes, BeBe ITEM oo = , Dj{OI@/@/@ as ‘Thrust bearing RNG peiving ene | the SS Exhaust side uy cam side 2s te 6-37L(A) 1 fs | Engine Specification GROUP 00« UEC-L = = a ITEM O41 L [— No. of cylinders 6 yoy oy ee Bore Z yoy * 8 = 370 Stroke = 5 # 880 Max. cont. rating 5 Z RR RK ED i Pee Cont. service raring = B » D PS 3,230 Engine speed aseee ReRRTER . ate Max. combustion press| gy -as iio a z Tlsek oi ahead running) viewing frou Direction of rotation Driving endo” "ee? ere g = A a RESO Rew) ADM ORS Cylinder jacket PYEE Per eh Exhaust valve - Fresh water #2 F mK Fuel valve Cooling LR F & a a I Piston wees Lub. ofl cay an te Air-cooler eke Sea vater BRane ex Starting Compressed air Be & B x EGER Turbocharger i BQ 8 ® MET33SC*1 Auxiliary blower UEGSSAUx1 aM 7 e 9 UEQSSCHx) 6-2-4-3- 6 Cylinder cae Firing order a kK RO OF 37LA GROUP 00s. ITEM on UEC-L Engine Operating Zones 100) 9 90} { 85} eo A 8 vee oA NY 2 7 F, a & Cy 3 1 Sy B 7 c a 8 aN fe 60) 55 sq SN 70 5 8 20 708 | 2 Engine speed (4) 2 ; } Zone Az zi The main engine can be operated without any limit in this zone. ' ‘aa Zone B: ... Pay attention to the operating condition from time to time and take Precautions early for avoiding the main engine from being operated in this zone. If the operating point (output and speed) of the main engine enters in this zone inevitably, minimize the operation hours in this zone below about one hour per 12 hours Zone ¢: Operation in this zone is permitted only at sea trial. The engine speed in this range 18 104 to 108 4 the maximum continuous speed. 5 006 UEC-L Method of Find Engine Output nea ITEM on Engine output is found by the following formula Leek + Ne Le : Actual engine output (PS) Ne : Engine speed (rpm) K : Torque factor found on the torque factor chart Nethod of find the terque factor (K) Torque factor chart, while is obtained based on the shop trial result and attached on the shop trial report, should be used. Before the pump rack is pleted on the torque factor chart, it is neccessary to rectify the measured value of fuel punp rack. Because the fuel oil Property in the ship is generally different from that at the shop trial. The rectified value of pump rack is found by the following formula. Re are Sl, k Re : Rectified value of fuel pump rack re: Measured value of fuel pump rack Gl + Specific gravity of fuel of1 in the ship at the engine inlet temperature refer to 043+ 2 Go : Specific gravity of fuel oil at the engine inlet temperatu: of the shop trial Cl: Net calorif value of fuel of] in the ship (kcal/kg) refer to 043-03 Co + Net calorific value of fuel o11 at the shop trial (keul/kg) k + Correction coefficent value of F.0. pump efficency k = 1,000 for diese! fuel oil & = 1.035 for heavy fuel of] ~ Operation without F.0. injection press. control device Operation with F.0. injection ness. contro! device Plot Measure value of fuel pump rack Re ee ae Pump rack (Re) Torque factor chart < Torque factor (K) Two Lines are drawn on the torque factor chart. Lower one is operating condition with F.0, injection press. control device aud the other is without F.0. injection press, control device. Finding the torque factor, choose the line in two torque factor lines after confirming the operation of F.O. injection press. device, EERE eee eer eer Cee eeer cere eee eee Pere eee eeeer ere eerreerereereeeeretE GROUP °07 ITEM OL UEC-L Engine Adjustment Generally, the readjustment of the engine is not necessary at the early period on the sea as the all parts of the engine are correctly adjusted when the ship sails off. However, after the long tine sailing, if the operating condition of ship becomes larcely defferent from the operation performance chart due to the wear and fouling or by the cause of fuel 031 change, the readjustment is necessary. Standards for engine adjustment ressure and temperature shall not exceed the standards ¢ values o£ operation shall not be over the 1i ne engine are supposed to be the same in the Maximum pressure Pmax, compression pressure Pe, fuel injection pump rack Re and cooling watez temperature at che inlet and outlet. 3. However, the exhaust gas temperature Te at each cylinder outlet generally by approximately 30 ¥ 50% even when 1 output of each cylinder is the same. Info ive values for engine adjustment The following table may serve as rough standard for the adjustment of maximum pressure Pmax, compression pressure Pe and exhaust cas temperature Tc. (at loadsrange from 75 to 100%) The values shown in the table hay be somewhat. ai fferent from the actual ones of each cylinder, and so measurements are to be actually nade after adjustment of the engine. 1. The fuel injection pump adjusting bolt is of the screw pitch 2 mm, and the angle at which fuel injection begins chances by roughly 2 Degret full turn. (+ 1 counter-clockwise, = : clockwise 2. The adjustments mentioned above are based on the data when the fuel injection valve is functioning normally. forone Change due to Pe Pmax Te adjustment, kg/en? | 2 g/m? | kg/em’ . Parts to be adjusted c Foot liner 21mm 21.0 fly = Fuel injection pump rey = 710 ry ck_scale Fuel = [nection puno (#¥alf a turn of nut) = 4.0 3 GROUP © UEC-L Indicator Diagram TEM very important to know the combusti The indicator diagram is ‘The diagram is to be the cylinder and also to adjust the engin: taken at least once a day The compression pressure Pe and maximum pressure pmax can be deduced from the indicator diagran Normal indicator diagram Indicator spring is vibrating. Air columa is vibrating Lever with indicator piston Vaan coming to top end. LA GROUP 021 UEC-L Standard of Pressure and Temperature | g o1 “Auta Alarm | stop/ Temp. lem Max] set | Start differ. [ON OFF|_ON ee System lub. oil with Piston peal dghibe te - a cooing oil iniet pei cee eerie eet & | Cylinder cooling water with 7 B | Fuel inj. valve Cooling water 45/1820) 20 | - -| - a | niet i | Turbocharger jub. oil inlet 70.8 |e. o10] — cf @ [air coor a Teepe = £ | Cooling see water inlet Bee. | * [Starting air 8 - -[ - - Fuel oil ES See ~ | System lub. Inlet 40~50| 35 | 55 so] - | - -| 50 ‘ ol Throat al-}te}j-.-|- t= -}e outlee | 4~80| - | 6 ! | Pistor peal aL 35/58 50) - | > cooling oi] | Oniet w~s[- [elm oe) - |- -| - Cyiinder |__ inlet Eee 2664 eee eed eebeece eee ee 7 cooling water | Oution ooo [tees Fuel inj Toes Sea | valve cooling ‘ Hl water Outlet eee perce eet i a reer | inter | - |---| - Parbochare a li Pe | Outler EEE ESE i Scavenging air | -[- -[- = Air cooler Inlet eee = cooling sea water Outier | ~ t--[- - [Cynder cover ee eee eee : gee ‘outlet i Exhaust gas Tarowne—] Sir eetere trite = inte | { 1, Range of normal use shows the value for service load; and the other values are shown only for reference. 2. Pressure shows the value at gauge board 3. System lub. oil supply line is common with piston cooling oil line, and cylinder cooling water supply line is common with fuel injection vaive cooling water line 4. The figure of cylinder cooling water pressure shows in case of the expansion tank is located at 3 to 4 meter above the main engine upper floor, 5, Lubricating cil pressure at the inlet of Turbocharger may exceed the above maximum limit bat not 2.2kq/em? et dead slow or when the engine stops. HEB SEISSBSEBESIBBSIBBSIBESBEIBESBESBESESEN 0D x0 SSECEE70 5c uneL=o Une UsezsSzs0 SoEssesseesessesseses| i i 4 i 4 GROUP 022 UEC-L Limited Values for Operation = & we oR ITEM ot teem Limited values Type ay LA 52 LA 5 OLA + # Ingine speed ane tax 10s oF i Speed RR Re ie ube es vl paag ee “tin. of Max. Cont. Fagine Speed [ts LRG Mba a 8 Iver Limited values Es EEECEEEEEEEEE = He tik Economizer inlet pressure ras 74e ATEN # _ ure loss of turbocharger suction filter aaa FE 97 be WKB AZ As air cooler ie Pressure loss of ERY BE 230K Ag combust ian PS IE Hh It pressure 13.0% Zeb Turbocharger speed i OL dey See Turbocharger instruction book Myke EST SI (Purbine inlec} ee Exhaust gas comp. Meee eh 550c 7 UEC-L Inspection and Preparation for Starting [GROUP 023 TEM 02 i, /Tesuest the cooling wet 2. ase ain that all valves are fully opening then star the pump, Regulate the water pressure, (See 021 - OL.) Vent a, from the wi y shall be kept constant, and the system is made by automa: Ascertain that all valve 3. Regulate the pressur (see 021 ~ 01.) 4. Ascertain that all bearings in crankcase are supplied with enough oil. manually. ng linking, lubricator ériving gear, starting air valve, automatic starting air step valve. Rocker a and exhaust valve Tub ¢ 1. Before turning the engine, make sure that the exhaust valve bush and rockerarm bearing sre surplied with ample oil. 2. Make sure that the head cf pusn rod anc tar ample cil, if necessary, lubricate manually am. Turbocharger lubricating of! systen + When starting the engine,the luerieating otlis tobe prenented to min use temp. 2. Regulate the ‘nlet pressure. (See C21~0t.) Cylinder lubricating oi] system 1 etore cuminy the angine, cuss the lubricator manvatly £0 cines 2. Ascertain that the element ot tReicacer is injecting oil by the indicator. | | | Fuel of] system When starting the engine, use diesel oil, Perform the priming. (2) Set the maneuvering han: (2) Set the fuel circulating pus in service, an open the air vent of the fuel o:1 inle: etre And close it after has begun to flow w. (3) Close the cut-eff valve 1 4) Open the air vent of £ more bubbles coming our is observed Open the cut-off valve in pipe line of return Make sure the fuel pressure are within the range specified (See 021-0) ne fuel pressure control valve 2, Open y rost valve 4. Regulate the pressure of syster lupricatine 5 ke Sure the control air pressure is at the specified “value 6. Set the emergency stop switch located in the control room te position “STOP” to ascertain the motion of stop cylinder. possible, check in the air-run Scavenging and exhaust system 1. Ascertain that no abnormality is cbserved while che auxiliary blower an service. Pressure and temrerature hake sure that the pressure and temperature are in tne range specifies (See 021 - 01.). GROUP 024 ITEM ot UEC-L Starting Prior to the starting, the air-run shall be performed to check to ensure that no abnormality is observed in al! areas of the engine 2. Disengage the turning gear 2. Open the indicator valve fully 3. Shift the maneuvering handle to position rting air root valve pressure. 1 gauge board p Cooling Water. spouting fromthe indicater valve. After checking for no abnormality in al) parts of engine during the air- run, start the engine. 9. Set the auxiliary blower in operation 10. Move the maneuvering handle to position Again move it forward 0 fuel position rapidly after the speed reaches about 10 rpm. When the fuel does not start burning, return the maneuvering handle to position "STOP", and repeat the operation fer starting 12. Cares shall be taken for that the long air-. period cools the cylinder inside, thus causing the fuel to become nard to start burning 13. After the starting, turn the maneuvering handle to the position choiced to obtain the necessary speed 4 care shall be taken to pass through rapidly the range of critical speeds which cause torsional vibration. 15, Open fully the air ducts located in the neighbourhood of the turbocharger. 37L Bee alee eee eee eee EEot GROUP 025 UEC-L Procedure for Increasing Speed ITEM oot Proc: for _increasino speec on maiden voyage (Reference) 1. An attention shoulé be paid to various parts of the engine for heat Generation, anc also to the moving parts for noise 2. keep paying attention to the temperature and pressure of various parts while the engine speed is on the increase. 3. Refer to 053-02 for the amount of cylinder oi} to be consumed on maiden voyece, 308 fa oer 2 | See UE Instruction Boot sit et Baney temas aa eddisdsitcielr Meet a pete alo ceet UOTE eT ON é jf); Cee tee (deta erestiee scintee nia j i ‘Siitinris gecice for Bearing 40 i i eee es ‘ en 90 a» acing time (h) Noes: 1, his chart will serves as reference for a procedure for increasing speed on the mai den voyage. Therefore, in the case of an actual voyage, a decision is to be made in accordance with the conditions of various parts of the engine. The range of critical sveeds that cause torsional vibration should be passed through as soon as possible. Standard procedure for increasing speed in normal operation (Reference) UEC-L Change-Over Fuel 017 GROUP 026 From Diesel Gil to Heavy Fuel Oi! ITEM o Standard for change-over on starting, the diesel oil shall be used. The change-over to the heavy fuel oil shall be performed only after the load 308 is re: ed and the en, eo is well heated Procedure for Change-over pete renter change-over period iesel oil valve Full Fell Diesel cil open open Heavy fuel Loil | Gntorm= | Heavy fuel ei ive} | Heavy £ 1 7 service tank === Diesel oil ordinary service tenperatur Heat the heavy fuel oi} its viscos. ¢ fuel injection ump inlet reaches 13s 18 cSt, The relationship betweeen the viscosity of using fuel and the heating temperature is shown in 043-02. 2, Depending on the treatment temperature of the purifier, the temperature ne heavy fuel oi servic tank is not specified, but 75 © 95°C is von as for information. 3. The heating of diesel oil and heavy fuel oil shall be done slowly as the heating speed of 10°C in § minutes. ‘The valve operation shall be done guickly for no fuel counterflow due to the tank head difference or others. Wnen using the device controlling the temperature with the viscosi- meter, operate the heater manually for diesel oi! heating and for heating for a certain period after the change-over to heavy fuel oil, because its viscosity is high. Change-aver of Fue} GROUP 0x From Heavy Fuel Oil to Diesel O71 ITEM 02 UEC-L Standard for change-over ‘The operation shall securely be done with diesel oil under the load 20s. Procedure for Change-over Changeover _pericd Operation with heavy fuel oil Operation with diesel oil Full open Heayy valve operation Confirm that the change-over i : of fuel oii is done. | | J z = Diesel oil ordinary service temperature 1. The cooling of heavy fuel ctl shall he done slowly as the cooling speed cf 10° C in 5 minutes The vaive operation shall be done quickly for no fvel count due to the tank head difference or others Generally the temperature variation at the engine inlet is not sudden. However, if it exceeds 20°C, select the manua’ moce of the heater operation to regulate suci. variation because it may cause the sticking of the fuel injection pump. ‘The engine stopping before the change-over to diesel cil is completed may cause the sticking of the fuel injection pump and the fuel injection valve. The change over period shall be sufficien| 5. Especially, if the engine is stopped by emergency stop or other during the change-over or operation with heavy fuel oil, the heater shall work until the change-over trom heavy fuel oi1 to diesel oi) is completed. The heavy fuel oi1 existing in the injection nozzle also shall be drained by the opening of the fuel valve air vent, and if necessary, the fuel valve shall be dismantled for cleaning 6. Lubricate the fuel injection pump. For the procedure for lubrica: refer to 055-01. flow taken 12 GROUP 927 ITEM OL UEC-L Removal of Seavenging Air brain If water drops are mixed in the scaveno ing air, adverse effects will occur to cylinder liners and piston rings for wear and so forth. Therefore, they should be removed as much as possible This enqine is equiped with moisture separator at driving end side o: the scavenging air trunk, The moisture of the 5 eng cooled by the air cooler is separated by this separ and discharged © of the « ne as drain. The drain cond sight glass attached on drain pipe. The generation of moisture affected by th ngine load and weather Y, Suction air temperature}. The relationship between drain generation and scavenging air temperature is shown in 027 = o1 - The scavenging air temperature should be requlated within the rance shown in 02) - G1 so that the drain generation wili be minimized When regulating the scavenging sir are, be careful so that the air cooler sea water temperat From air <= Ma cooler ! ot J |S To each cylinder Moisture separator | Drain | 027-01-2/2 Dew Point of Scavenging Air (Example) Dry bulb temp. (Eng. Room Temp.) 30°C, Absolute humidity 23.2 g/kg Wet bulb temp. (Eng. Room Temp.) 26°C. Scav. air press. 0.6 ko/en? Relative humidity 60 %. Dew point of scav. air 35°C 354 of scavenging air (°C) & 30 25 20 7 0 10 20 | 30 40 50 60 Absolute humidity (Water vapour content) g/kg = 10 s B 20 g & 5 30 Dry bu UEC-L Preparation for Entering Port GROUP o20 and Low Speed Operation TEM oo LA Preparation for entering port: Make the following preparations before entering pé 1. Lubricate (grease) the sta: ing air valve. 2. Check the pressure of the starting air reservoir, and arge air to it up to 25 kg/em*. 3. Prepare for the fuel change to diesel oil. iw_down operation ow down gradually Cnange-over the fuel to diesel oil. See 026 - 02 for change-over 3, Lubricate the fuel injection p See 055-01 for Lubrica 4. The engine shall be operated surely with @iesel oi] when the load is downed under 30% (67% of maximur continuous speed). Oven the starting air root valve to epare for the reversing and ing of the engine. speed operation ly regulate the engine inlet temperature of fuel oil. (Refer to 026-01 and 042-01.) Maintain the engine outlet temperature cf cylinder cooling water at the higher end of the operating temperature range. (Refer to 021-01.) 3, Diminish the volume of sea water so as to maintain the scavenging air temperature at the high end of the operating range. However, exercise care so that the sea water temperature at the outlet of air cooler shall not exceed the upper limit. (Refer to 021-01.) 4. If the auxiliary blowers are in the automatic mode, change the oper- ation mode to manual run and continue operation with the auxiliary blowers turned on for avoiding the frequent on and off of the actuatoks if the load range of slow speed operation is on the edge of operating the auxiliary blowers. Avoid the critical rotation speeds of the engine. 2st_speed operation: J. The lowest speed is about 35% of the maximum conrinuous speed. 2. Use auxiliary blowers. n procedure. | | 228 GROUP 02s UEC-L Stopping ITEM on" Stopping (See Maneuvering System 350 - 01.) Ordinary stopping Energeney stop Stop- To be shifted to To be shisted to Wandle operatin: ‘ ere position "sop", | position "stop" 37L Steps to be taken after stovsing engine i. Open indicator valves of al eyline 2, Close the starting air root valve. 3. Perform turning about 30 minutes 4. Check the cylinder liner from the cylinder jackez ef Liner surface is 5. 6. utes have passed a: 7. Close the root valve of fuel injection pus the completion of turning) Refer to 055-01 a. Stop the lubricating ofl ané cooling water pump. Temperature ifference verween outle: and inlet stopping engine (Reference) | Lubricating of1 pump abr. 30 min not exceeding 1°C fresh water pump not exceeding Sea water pump abt. 20 min, See EU UE Eee ee eeeoeoeey ee UEC-L Overload Operation GROUP = 020 ITEM oL Overload operation The engine can be operated under the overload condition for the linited period of time. However, it shall not be operated und) the overload cond. as far as possible tne overload operation, the foliowing caut sha?l be given 1, The overload operation shall be Limited to 10% of the maximum conti: uous rating, and shall not exceed 30 minutes, Th loading can be seen from the rack of the fuel injection pump, the exhaust gas temperature st the turbocharger inlet and the turbocharger speed. ‘The torque limiter of the Governor shall not be mo 3. Make the supervising v3 s frequently cheek no abnormality. Cause and remedy of overtoraue c = + Effect of drags, trim, wir current, et 2 | wich the E | lapse of 7 Fouling due to actaching oF "Washing of ship's 2 sarine life (Gopecial Bottom % | temporary | long period of tine.) + Bepair of ship's hull ue + peformation of shie"s hell a5 I gE | mtn the | - eftect of tengtny service, Feito ade sudeatl cue ES | Tupce'of |” cuch ac enange tn surface i : = | Fouling due to ateaching of «washing of propeller & + Effect of local deformation Kenewal or repair of £ | renporar rere due to shock caused by drift- propeller | wooa, stranding, and also cue to g ~ Change in surface roughness > Repair of propeller, & | wien the |” land’ piech or propeller blades g | lapse of cut short 7 + Effect of deformation due to E | years i wear and tear, ete. rr eee Cutting-off of Cylinders GROUP «3: UEC-L Cut-off Fuel Injection Pump ITEM os When any one of the o the engine must be stopped immediately to repair it, However, the engine can be kept on operating by shutting off the supply of fuel to the fuel injection pump for the danaged cylinder. Procedure for cut-off fuel injection pum 43 j | fa) | rt : — o Insert the cut-off tool (3) into the tapped hole provided in the’ r wall of the fuel ection pump base (1) to prevent the roller from comin into contact with ¢ Fuel cam. Thus the pump can be stopp. Cut-off the pomp in Following steps. 1. Turn the engine unt iston (2) reaches the topmost position while the engine stops. Remove the cover installed o: side wall of the fuel injection purp base (1). 3. Insert the lifting lever (5) from the front side wall to contact with the lower surface cf the lockiny piece (6). ft up the driving piston (2) and the locking (©) by means of the liftin lever (). Screw the cut off tool (2) in the opened tap} hole until its end comes into contact with the locking piece [ lock the cut eff tool (3) by the lock nut (4). Thus the operation of the pump is cut off and removes the liftina lever Precautions for cylinder cut-off operation (xofer to 031-02.) Allowable engine output for’ cy] 37L ut-off op (Refer to O31 ae Cutting-off of Cylinder GROUP °°) UEC-L Removing the damaged moving parts ITEM oz. L. Wher the engine operation is not possible by only cutting-off to failed cylinder, the engine can be o; of concerned cylinder according to the following procedure. Operating procedure Le iarks Engine output by one cylinder cut off (informative) uel supply fated by removing the moving parts linen the the failure 1s concerning only piston or cylinder piston and the piston rod, (See 031-02-2 remove only (2) Remove the piston, (2) Fit a blind cover to the oil outlet on the tor of the crosshead pin. (2) Remove the push rod and driving piston of the exheust valve driving gear, and after that, fit the blank plac (Fi blank flange to the piston rod stuffing box. (5) Remove the starting air branch pipe at the cylinder cover inlet, and fit the blank flange Remove the connecting pipe between the starting control air pipe and starting air valve, and plug the air outler. f the fuel injec: pum, close ) and open the air vant valve of the cut-off cylin a the failure is conenrning the connwer rod ulper beaying or IN bearing, remove the connecting red o rocedure. (See 031-02-2/3.) Q) Wecessary procedure is same as above (4) Wnen the moving parts ef one of the cylinders are renoved, the mechanical balance of the engine 1s broken, and sometines severe vibeation occurs within the operating range. Operators, observing the conditions of the engine, should decide on the appropriate engine speed. Tt should be avoided, whenever possible, to continue tong navigation with the encine unbalanced, And at is recommended to enter the nearest yort for repairana. (2) A care should be taken that Pmax and exhaust gas temperature does hot exceed the limited value at the maxaman continuous rating. |) Fix the adjusting know cf tne cylinder lubricator tu ZERO for the cut-off cylinder. (4) When starting the engine with some of the cylinders cut off, one of the undamaged pistons should be pla: the position suitable for starting. If it is not in a position suitapl= fo: starting, it should be brought in a correct yusition for starting by means of the turning gear. avuccylinder engine 179% of the rated speed (42s of the rated output) Six oF seven-eylinder enaine By of che rated spend tayat-eylinder engane St Of the rated specd (LY of the rated output) The Piston and the Piston Rod are removed. way The prst baby EA bYROSRATES 's piston rod and the connecting red are removed, CADE. MRRERATES 27 GROUP 032 ITEM on UEC-L Cutting-off of Turbocharger When the turbocharger is faileé, the engine can be operated with only auxiliary blowers by cutting-off turbocharger Operating procedure 2. Detach the turbocharger noazle and the gas outlet guide and fix the turbocharger rotor. (Refer to Turbocharger Instruction Book.) 2, Operate both two auxiliary Remove blank cover which is attached at the Side of suction port and put filter (tool), Remarks 2. The maximum cylinder pressure and the exhaust gas temperature shall not exceed the limit at the maximum output in continuous operation. 2. The air-seal at the bearing can act be kept in the no! operating turbocharger, so that lubricating oil may leak from the bearing to the air scroll chamber and the gas casing. In case of putting the turbocharger into motion again after a dong sutting-off period, check lubricating oil leakage fron the beaving, and clean the air scroll chamber and the gas casing if it is necessary, Engine output by cutting-off turbocharger informative] Proportion to rated speed () 60 Proportion to rated ootpar wy [2 | 37L. 45L GROUP °3: ITEM ol 37L.45L GROUP 034 ITEM. a1 Low Speed Operation UEC-L LA ‘The engine is generally designed and adjusted so that it is the most effective at a load of 75% te 90%. According!y special cares are required for maintaining satisfactory performance and preventing danage to the engine parts when the engine cu is run at low speed for anv reason for s long period o} equate cares may res t in the abnormal combustion of unburned fuel in the exhaus reservoir, a fire in the scavenging trunk, overrun of the turbocharger, abnormel wear of piston rings and cylinder liners, and other serious incidents. “Low Speed Operation Procedure of Mitsubishi Diesel describes the det. i reowiremencs such as the operating dure, key points in maintenance, d modification of engine low speed operation. Kindly consult the manufacturer necessa GROUP 041 Fuel oil Properties UEC-L e 4 ee oe ITEM 01 Heavy fuel oi] ] Diesel oil ry, RE Fanta Ri E values | Tee | gravity a : 1st 2¢ j o8s~c8e S 0981 0. 0 Centistokes 2% a v: eye abeoss Sate a 7 R.ti.Wo.2 See. gE a 0 S67 vere eo Raet (eee see = Flash poins | i Sat as i > 60 2 60 Water conte: vou pace < i: iz fe < 10 501 ! Carbon residue | { eae | < 22 BGR OR = i ‘ \ j Aschala ! ey | s4 - : wee g —— { Ash ‘eR | i RK aaa | Ss 02 = 005 x ! Sulphur | a t ER 8 | S50 ata \ Bea i ba 8m - tRY ow Ppm | = : Aluminium m < 30 7 Te ts a ba \ | | | | | j UEC-L Handl.ing of Fuel 041 Standard far fuel_oi1 selection The following standards for fuel oil properties at provided taking in and the actual consideration the recent trend of various standard: results of UE engine in service. However, as the following descriptions s on bunker time, the sufficuent pre-treatment and heating shall be made for the actual use of those fue oils Heat ing 1. The fuel oil shall be heated before supplied to the engine so th. 13% 18 cst « its viscosity becomes in ra VBL sec, RW No the inlet of fuel inject. ne heating temperature is to be determined in a: 043. “Visco: yoTel dagram of Fuel However, che properties may 23 by each oil, so the & recommended to be effectuated in accordance with the @ measured viscosity (with viscosineter, or simple viscosimeter) in the ship 2, Some of heavy fuel oil produced sludge or other inconvenient material when heated lone time at the temperature over 135°C. ‘Therefore, special cares shall be taken for the heater, filter, ete. in which the fluid is easily staying on the way, when the high tenperature heating Pretreatment The professional knowledges in the purificr, the clarifier and the additives, ote. are required for the pretreatment of the heavy fuel oil. Therefore the following descriptions are of general precaution for pretreatment of heavy fuel oil, as to the matter of deteil, refer to the handling manuel of each equipment and chemical additives provided in the ship. 042-01-2/3 1. When purifying heavy fuel oi? of high viscosity and high specific gravity with the purifier, the passing fluid flow shall be properly determined corresgen: ng to the respective propertice of that oil. 2. The oil of which the specific gravity is over 0.99 (15°C/4°C) is hardly separable with the ordinary purifier. ‘Therefore, the enough cares shall be taken for treating the heavy fuel oil shown in this document of which specific gravity is near 0.991 3. For the better separating efficiency and the safety treatment o: the heavy fuel oil of high specific gravity and taining much impurity, it is recommended to perform the two stage cleaning with purifier and clarifier connected in series. ‘The diesel oil also is to be purified. ‘The additives for heavy fuel oil are s separator, combustion ace elevator, ete oper quantity of a: ve shall be used. 8. If the sea water enters in the fuel oil, the e sion will be | produced and the oil/water separation becomes hard. Therefore, the sea water should not be put in the fuel tank (double bottom) as ballast. If the sea water is mixed with the fuel by error, add emulsion breaker and separate water fron fuel by the porifier. | 7. The fuel oll strainer (with steam jacket) 1s to be frequently cleaned at the time of maiden voyage or just after the ship is out of the dock. : Mixture of different fuel oils 9, When different fuel oils are mixed, the oil may produce much sludge, especially, if the low grade fuel 01] named as cra oil is mixed with other oil, 1 may causes more problems. $0, in case where the fuel oi} mixed with different oil is used or the tanks are used in common, the compatibility of fuel shall be tested before use by heating cil up to | the using zone. Low-grade fuel oils Amon; low grade fuel oils, lower-grade blends containing residual from fluic catalytic cacking or visbreaking process and extremely difficult t si | | | 042-01-3/3, ns to burn and injurious to the engine. This low grade fuel oils are difficult to identity as such from the report on oi] properties or specifications submitted by the supplier at the time of bunkering. Most troublesome, hence deserving of especially careful attention, is the fuei oil produced using tne fluid-catalytic-cracked residual as stock because minute particles of silica alumina used as catalyst in the fluid catalytic cracking persist co remain in the o11 and cause abnormal wear of the fuel injection pum:, fuel inscction valve, cylinder liner, piston ring, ete. Studies on the supplying ports, examples of troubles, and dealing and treat- ment of such low grade fuel oils have been recently progressed. However, how to treat effectively such oils when those are actually bunkered on ship is ot defined yet. For the time being, the following precautions shall be needed. 1. Investigation (1) If the fuel 011 contains particularly great amounts of carbon residue, asphalten, impuritios, ete .? (2) 12 the smoke from the stack is black and thus indicative of sad combustion? (3) If the fuel oil system, piston ring signs of abnormal wear? (4) Tf the sludge in the purifier, lantern oi! drain, fel oil 7 strainer deposits, ete + cylinder Line! + exhibit something unusual or the particles of silica alumina? (8) Silicon or aluminium content shall be determined usinw the ample F.C.C. oil detector" or others 2. Precautions (2) In addition to above-mentioned pretreatment, the rate of vas oil of fuel oi1 purifier shall be reduced (2) The fuel o11 strainer is to be cleaned more frequently. (GG) The engine load 1s to be maintained at somewhat lower levels than normal if circumstances permit to do so, to avoid the strain on the part of ©. engine or purifier (4) The cylinder lubrication is to be maintained at somewhat higher levels than normal. (5) The engine operation and performance (including the operation o: fuel injection pump rack, etc.) are to be carefully watched for change, and necessary corrective actions are to be taken as sccm aS possible if some undesirable change are evident. (6) Puel oils suspected of inclusion ef F.C.C. are to be rejected for bunkering as far as if pra ble. 043 GROUP ITEM Viscosity-Temperature Diagram of Fue) O47 UEC-L GROUP 5! UEC-L Kinds of Lubricating 011 eM Kinds of lubricating oil to be used for lubrication systems are shown in the following eabie. For the details of the standard properties, maintenance, etc. of each Ot the lubricating oils, reter to the respective item included in the ronacks column. system where oil 7 { PaAnRas ee leven Remarks Q ; Lubricating of1 to be used for a | Syston . en marine internal combustion engine ! Rubriceting oi ee ete cbricating of1 to be used for { 7 Bees marine internal combustion engine Lubricating oi2 pensar Rocker arm huprieating ofl d : lubricating off to be used for | 3 Exbauee valve Equivalen: marine internal combustion engine Lubricating eit | Ske 30 reece Fuel snyeevion puny | lubricating oil | | Lubricating oft to be used for 4 | Turbocharger newer marine internal combustion engine | lubricating ott | sar 30 eine | | eouivatent 5 | covernor of Jurbine oi No. 68, No. 9 : 7 SAP 20% 40 a 7 | iubricating 011 to be used tor ee eeee SAL 10 (See 052-01) —— GROUP os2 ITEM ol UEC-L System Lubricating O17 Uses, of system lubricating oi] 1. “Bearing, gear, piston cooling urbocharcer 2, Rocker arm, exhaust valve stem 5. Manual lubr ting points sleeve 3, Fuel injection pump contr: Standard for selection of lubricating of] ‘The lubricating oil for the marine internal combustion engine, which of the HD type (alkalinity si 3 = 10 mg KOH/g) equivalent in viscosity w) , ig to be the standard oil. See Item Flash point Wiscosity cst ine*s im vey] 3 Pour poin cosity index Alkalani Maintenance of system lubricating oil 1, System Lubricating o 1 be subject every three months to grasp its prc 2. Values for use of system lubricating oil. icoc) °C 14 7 Viscosity ost (nm®/s) 100°C | 730 The values of this table shows | __=10) general using standard, Total acid mg KOH/q a Exceedine these values may c. 4 something unfavorahle in the Strong ac tenance of engine. ng KOH Alkalinity mg KOH 22.6 srolled pretreatment ane ending new of? ave Insolve (n-pentane) © P< recommended Water centent ¥ T 0.2 7 : ! : : Theasystem Lubricati Le continuously cleaned by oil circulation, erally speaking the system lubricating ofl of the HD type 18 emulsified when cleaned by means of water infusion. Therefore when the water infusion cleaning is needed, consulting with the oi] maker 1s recommended. The waste oi] collecting at th- tank: and in the strainers is to be surely removed. As the deterioration of system Lubricating eil progresses, carbon adheres to the cooling surface of the piston head, wh. may lead to the burning and cracking of the piston head. UEC L Cylinder Lubricating 011 GROUP °°? Standard for Selection ITEM i ‘The combustion and amount of the cylinder lubricating oil used are the decisive factors for the wear of the piston ring and cylinder liner. So the good operating condition of the engine depends greatly upon appropriate selection of the cylinder lubricating oil and its proper amount used Standard for selection of cylinder lubricating o ‘The lubricating oil for the marine internal combus engine, which is equivalent in viscosity to SAE40~S0 is to he regarded as standard ensenneel | BA type ftom igh Alkalinity Flash point 3219 Viscosity 12,5 ~ 21.9 Alkalinity mg KOH/¢ i] 30°v 100 . sulfur ash 5 <0.8

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