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Operating Manual: For 8320 Marine Diesel Engine
Operating Manual: For 8320 Marine Diesel Engine
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o "J iMIAL 7#Atwl
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a MANUAL
OPERATING
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a FOR8320MARINEDIESELENGINE
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o DIESELENGINEFACTORY
GUANGZHOU
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o THEPEOPLE'S
REPUBLIC
OF CHINA
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e CONTENT
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o CONTENTS
o GoNTENT......... ...........0_,1
a ATTENT|ON......
PREFACE.........
..........0___4
..........0_5
I Installation
Arrangementof Model8320MarineEngine.........'... .,............0-7
o Propulsion Characteristic
curvesof Model8320MarineEngine...............,.......................
0-g
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o CHAPTER1 MAiNSPECIFICATIONS
1.1 Mainspecification
OF THEENGINEANDITSACCESSORIES...,.,,.,,.,......1_1
of theEngine...... . .. ... .. . ... ... 1- 1
o 1.2 Specificationofmainaccessoriesandsystemdata'.'.......,...,........................
a 1-3 Maintechnical dataoftheengine......-....... ...,........................1-s
o 1.3.1 Pressure.....'.....
1.3.2 Temperature,.,....
........................1_5
... ... ...1_5
o 1.3.3 Pretightening Torque forMajorBotts .........................1__S
o 1.3.4 Weights Components
of l\rlajor Needed forOverhaul...........................1_7
I 1.3.5 Pressure forllydraulic Testof MajorComponent.................................1-7
1 . 3 . 6 F u eal n dL u b eO i lR e c o m m e n d e d . - . ............'..........-.1-7
O '1.3.7 Refreshing .............1-B
Interval of LubeOil..'....'............
o 1.3.8 Thefittingclearances andWearlimitsof mainpartsof the engine.........1-9
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I .........-.....-...,...,2-1
CHAPTER2 OUTLINEOF MOOEL8320MAINMARINEOIESELENGINE,
a 3.2.3 Cylinder
3.3 ValveGear.
HeadanditsAttachments'.' ........................3-38
.......................3-47
o 3.3.1 Camshaft. ...........3-42
I 3-3.2 Camshaft Driving Gear......... .........3-49
a 12.6 Emergency
12.7 Emeryency
Operation
Stopping
of theDieselEngine.'.'"""""
-[urbocharger
"""""""12-g
DuringEngineRunnin9"""""" """""""'12-10
o 12.8 WaterWashingof theTurbocharger Compressor"" """"""12 10
o 12.9 WaterWashingof the Turbine""' """"""'12-13
o 12.10 Technical Maintenance for
Schedule theEngine"""".'"" """"""12-'15
"""'12*20
a 12.1'1 EngineStorageandReuse"""""""'
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a PREFACE
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a This operatingmanual is for 8320 marine Diesel engine (irreversible).lt introduces
o in some detail the main componentsand main systems of the engine, provides some
t experiencein engineoperationard maintenance,as well as remediesfor enginetroubles.
o Thereis a separatedvolumefor the turbocharger.
o All manuals should be handed over to the operators,so as fo ensure them a better
o understandingand masterof the engineconfigurationand relatedtechnicaldata, to reach a
rational maintenance of the engine, ensuring the engine being operated in normal
o conditions,and reducingtroubles,getting more safety in seruiceand longer lifetime of the
o engine.
o It may make a differencebefuveenthe actual components(which are generally |ess
o important)and the onesdescribedhereafter,as a resultof continuousproductimprovement
o and change of some accessorles.However,additionalremarks will be provided if evident
differenceshould exist.
a
Any commentsand suggestionsconcerningthisoperationmanual are welcome.
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o 0-4
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o Installation of Model8320MarineEngine
Arrangement
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o pu! outlLrnoL,r
DctZ uo]!d 6ut+ur1oLJ5! Jo lqSt;f
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o Propeller MarineEngine
Curvesof Model8320ZCd-4
Characteristic
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Lrn on pnessL;re
!1,rxconhust P,,r,
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a :s f
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2100
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o , t p , ,i - t c , , o o r e- [ n o [ I - l 22t]0
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o = 15|]00
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tB00
o ( UUUU 1600
o -rt 5000 -=
1100
o \ ir
o 1200
tu
10t)
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o '200
800
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- Supenchoru
g ri ntge m p e r o t u r e
2100
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uI l t p r r t i r c o o \ a ntl ;u u
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o 20rl 100 1ltl (n/nln)
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o 0-7
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Propeller
Characteristir::
Curvesof Model8320ZCd-8
MarineEngine
t5
- pnessur
Muxconbustjon P P
ra
tJ,4
0
-5s
:rJ
t 010 <i
a o.-
0,2(] :>
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alr Ex h or s t s n o " r '
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a.a Supenchc,nging nir tenperoture 2400
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- linnn
o f t e r i n t e n c o o l e{ 6r 0 |
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r; lllnf 1600
l= 50(]
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600
[ r l e c t v e p o w e ln\ p
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(-)
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S p e c l i cf u ' . r o n s u n p t oIn
5?3
54?(n/nin)
0-8
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o MAINSPECIFICAI IONSOF THE ENGINEAND ITS
ACCESSORIES
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o GHAPTER 1
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o MAINSPECIFICATIONS
OF THE ENGINEAND ITSACCESSORIES
o 't.1 Main of the Ine
o Item unit calionsor p4rameters
Specifi
I model 8320ZCd-4 832oZCd-6 832oZCd-8
o type
4-stroke,r'ilfi ne, water-cooled,direct
injection,turbocharged, irreversible
marine
o mainengine(rightengine)with intercooler
t Numberof cylinder 8
o Cylinderbore mm 320
I Pistonstroke mm 440
Totaldisplacement of
o piston
L 262-J
a aircooler
C JZ
a 2. coolingsystem
o Coolingtype closed
a pumpequippedwith engine
Centrifugal
e Seawaterpumptype
320.81A.00
I Freshwaterpumptype
pumpequippedwith engine
Centrifugal
a Speedof sea waterpump r/min 2240
320.81A.00
2352 2352
o Speedof freshwaterpump r/min 2240 2352 2352
o Flowof sea waterpump m"/h 110 110 120
o Flowof freshwaterpump m3/h 100 100 100
o Liftof sea waterpump
Lift of freshwaterpump
m
m
18
18
o 81G30.50. BLG30.50B
or BLG3O.
o Freshwatercoolertype
144 NT15OSHVCD-10 508
a Coolingarea of freshwater
m3
an 30 or 11.96 2n
a cooler
Thermolatorfor fresh water LZF100II,(60-75C)
o Minimumvolumeof expansion
o tank for the freshwater
m' 0.35 (tobe prepared
by the user)
I Capacityof the fresh water in
m- Approx.0.6
o the engine
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o t-2
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o M A I NS P E C I F I CiA
I O N SO F T H E E N G I N E
$CCESSORIES
ANDITS
o
o Designation
unit cationsor parameters
Specifi
o 8320ZCd-4 8320ZCd-6 t8320ZCd-8
o 3. Lubeoil system
Lubrication
type by pressure
Lubrication or splash
o Gearpumpequippedwith engine
a Lubeoil pressedpumpmodel
8320.71E.00A
a Speedof lube oil pressedpump r/min 1473 1547 1547
o Displacement
Pressedpump
of lube oil
m3/h 47 50
o Extractionpumprnodelof lubeoi! To be preparedby user
o HFO
SBL125lT (264meshes/inch)
o Lubeoil finefiltertype
Engine
o Engine SBL1008lT (264meshes/inch)
o BLG45.55A
o Lubeoil coolertype 81G30.50.144 or NT150S BLG45.55A
o H VC D - 1 0
o Coolingareaof lube oil cooler m' 30 4 5o r 1 5 . 1 8 45
o Lubeoil thermolatortype
4. Fueloil system
LZF80ll2(55-70C)
o Fuelsupplyadvanceangle 14*3beforeT.D.C
a Boreof the plungerof injectionpi:'np mm 25 25 zo
o Strokeof theplungerof injectior'
mm 19.75
a pump
o Fuel injectortype
Specification of fuel injectionnozzle
Multi-holetype
9X0.45RX130"
I Iniectionstartingpressureof iniector MPa 30
o Fuelfine filtertype SBL40II r 4Dneshes/inch
o Fuelcoarsefiltertype SBL40II r ZPmeshes/inch
Flowof fueldeliverypump
o m3/h 1F
L i g hftu e o
14
l i l0 . 1 - 0 . 1 5 :
1q,
o Pressure pump
of fueldelivery
Heavyfueloil 0.4-0.5
o HFOviscosity pump
at high-pressure cSt 12-14
a inlet
Open distanceof oil hole of plunger
a sleeveof fuel iniectionpump
mm 4*ot
o 5. speedgoverningsystem
o Governormodel YT111GV
o Governortype
Controllingmodel
type,VariableSpeed
Mechanical-hydraulic
Handletypeor remote-control
o ^. >50o/oload <1.5
o Coefficientof soeed fluctuation '-
ula
<50% load <2
a Transientspeedregulation o/o <tt
o
o -3
o'
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a OS
M A I NS P E C I F I C A T I O N ANDITS
F T H EE N G I N E
ACCESSORIES
o
o Designation unit
Specificationor parameter
o 8320ZCd-4 | 8320ZCd-6 | 8320ZCd-8
a Steady-statespeed regulation % <5
6. startingsystem
o Startingtype By compressedair
a Pressureof strarting
air bottle MPa 2.94
a Volurneof air bottle L 300x2
a Minimum sta(ingpressure MPa no
7. ValveTimingand fuel injectionTimirg
I Firingorder 1-4-7-6-8-5-2-3
I Inletvalveopen CA 70 beforeT.D.C
o lnletvalveclose CA 45 after B.D.C
a Exhaustvalveopen CA 55 beforeB.D.C
o Exhaustvalveclose
Startingvalveopen
1lA
CA 5
50 afterT.D.C
beforeT.D.C
a valveclearance
a (incoldengine)
mm o.7
o S.outlinedimensionof engine
o Overalldimension
(lengthX widthX heiqht)
mm 6010x1818X3380
o Heightabovethe centerlineof the
o crankshaft
mm 2675
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e MAINSPECIFICAiIONS
OF THE ENGINEAND ITS
ACCESSORIES
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o 1.3 MAINTECHNICALDATAOF THE ENGINE
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a 1 . 3 . 1P R E S S U R E
Compressed Pressure (idle)
of cylinders
o
o 3.1-3.8MPa
a airpressure
Starting
a Air pressurefor the localcontrolsystem 't.47-2.94MPa
t
o Air pressurefor the remotecciitrolsystem 0.6MPa
a
Open pressureof cylindersafetyvalve
o (at whichthe safetyvalveis opened)' .
0.6MPa
a 16.5MPa
o
o Open pressureof air bottlesafetyvalve--
(at whichthe safetyvalveis opened) --..--
o . 3.14MPa
o Open pressure of the safety valve of the
a low-pressureair boftlefor remotecontrolsystem(at
o whichthe safetyvalveis opened) 0.7MPa
o Workingpressure
of internal
circulating
water 0.12MPa
a
a Pressure
of fueloildelivery 0.06-0.23MPa
I Pressure
of HFOdeliverv 0.1-0.1sMPa
a
o 0.4-0.5MPa
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a l-5
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a ANDITS
OFTHEENGINE
MAINSPECIFICATIONS
o ACCESSORIES
o 1.3.2 TEMPERATURE
a Supercharging afterintercooler
air temperature 45C -50C
a
Exhaust air temperatureafter the cylinder head {450C
o (engineoperatedon lightfuelrt:l)
o
a afterthe cylinderhead
Exhaustair temperature <430C
I (engineoperatedon heavyfuel oil)
c y'
-.- <640'C
o Exhaustair temperaturebeforethe turbine
t
50-65C
o Lubeoiltemperatureat engineinlet -
-<75C
o Lubeoiltemperatureat engineoutlet'
a alarmforovertemperature lubeoil (atengineIntel,
<110"C
o Turbocharger'slubeoiltemperature ....'
o 60 -70c
o coolingwatertemperature{atengineinlet)
<85C
a coolingwatertemperature(atengineoutlet)
o <15C
o Temperature differencebetween
o inletandoutletcoolingwater
85C
I coolingwater
Overtemperature
o (alarm)(at
engineoutlet)
<32 C
o
a e ';t aircooler----
Thewaterinletternperatur
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a M A I NS P E C I F I C A T I O N
OSF T H EE N G I N E
A N DI T S
o ACCESSORIES
o 1.3.3 PRETIGHTENING TOIIQUEFORMAJORBOLTS
o Designation Torque(N.m)
Specification Pretightening
a Connectingrod bolt M27X2 750-800
O Mainbearingbolt M3OX2 736-834
Flywheelbolt M3OX2 490-588
o Boltfor rockerarmseat M24X2 295-344
a Boltsfor connectingengine M20X2 137-176
o blockwith bedolate M22X2 206-255
o Boltsfor the crankshaft
resilientgear
M20X2
159-196
o Boltsfor the damper M2OX2 159-196
o Hydraulic 8320ZCd-4:50-53 MPa
a Cylinderheadbolts M33X2
Pressure 8320ZCd-6:54-56 MPa
o of
stretcher
8320ZCd-8i57-60 MPa
o Tie-rodbolts M39X2 Hydraulicpressureof strelcher
o 86MPa
o Boltsforcrankshaft
M3OX2 800
o counterbalance
M 1 0 X.15 14-22
o M12X1.75 24-38
a Recommended
other bolts
torouefor
M14X2 38-60
a M16X2 59-94
a M18X2.5 82-130
1.3.4. Weights of main componentsneededfor overhaul
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o DESIGNATION (ks)
WEIGHT
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a piston-connecting
rod assembly 235
o cylinderhead 205
o cylinderliner 160
I turbocharger 870
o flywheel 938
o 1.3.5. Pressureof raulic Test of Main Com
a Coolingwaterchambeiof CylinderHead,
o EngineBlockand Coolers
Turborcharger,
o Air Chamberof CylinderHead,andAir Bottle
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o M A I NS P E C I F I C A T I O N
OSF T H EE N G I N E
ANDITS
o ACCESSORIES
o
o 1 . 3 . 6 FUELANDLUBEOIL RECOMMENDED
o 1. F U E LO I L
Lightdieselfuels(G8252-2000)
o 180cSU50Cheavy refersto (Pointsfor
dieseloil (Theperformance
o Attentionto HFO Operationfor Series320 Engines))
a
o 2 . L U B EO I L
40CDdieselenginelube oil (G811122-1997)
o 4030 lubeoil with highT.B.N(whenthe engineis operatedon HFO,
o see (PointsforAttentionto HFO Operationfor Series320
o Engines)).
o 3. LUBEOIL FORTHETURBOCHARGER
a SteamTurbineOil46# (G811120-1989).
RustPrevention
a
o 4 . L U B EO I LF O R T H EG O V E R E N O R
Turbineoil 22#
o
o 1 . 3 . 7 RefreshingIntervalFor lube oil
a
o 1 . For the newdieselengine,the firsttimeto refreshthe lube oil shallbe
after300 operatinghours.
o The recommendedLube Oil RefreshingInterval (the Engine is
o flow of 1.36 L/kW;
operatedon lightdieseloil with a lubeoil circulating
a Otherwisethe intervalshould be changedaccordingly,Reasonable
o refreshingIntervalshouldthen be baseduponCheckingResultsof Oil
Sampling)is every2500operatinghours.
O lf the engine is operated on HFO, the recommendedLube Oil
o refreshinginte|val refers to the ((Points for Attention to HFO
o Operationfor Serres320 Engines) .
The refreshing lube oil interval for the turbocharger is every 500
o operatinghours.
o 4 . The refreshinglubeoil intervalfor the governoris every2500operating
o nouts.
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o l-8
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a MAJORSPECIFICATIONS
& MAINTECHNICALDATA
o OFTHEENGINE ANDACCESSORIES
o
o 1.3.8 THE FITTINGCLEARANCE
AND WEARLIMITS
o OF MAINPARTSOF THE ENGINE
o (in mm, measuredat 20C of ambienttemperature)
o
a DIMENSIONS
o DESIGNATION POStTtONS
CLEARANCE PERMISSIBLE
WEAR
o OF OR
OF
IN NEW
o ASSEMBLY ITIIATCHED
PARTS
NEW ASSEMBLY
CLEARANCE
LIMIT
o PARTS
a
o Mainiournal @250
€ffi 0.22-0.30 o.45
o {O=
o Mainbearing O250 {o€
a
o Crank-pin
o Crankshaft
-oGts
(D250 -od 0.20-0.28 0.45
o +OE
o Connectingrod (D250 .|oG
o oeanng
o Axialclearance
O betweenthe
1.6-2.0 2.2
o crankshaftand
o thethrustcollar
o Crank-web Aftercrankshaft
a Deflection beingcoupledto Seechapter3
I shafting
o
o
o
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1-
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o MAJORSPECIFiCATIONS & MAINTECHNICAL DATA
o O F T H EE h I G I NA
E N DA C C E S S O R I E S
o
DESIGNATION POSITIONS OR DIMENSIONSCLEARACE PERMISSIBLEWEAR
a IN NEW
o OFASSEMBLY MATCHED PARTS OF NEW
ASSEMBLY
CLEARANCE LIMIT
o PARTS
a Piston
o piston o31e68-0903
a
o piston o31e.4o-o9os
o
a prsronIII o318.70-0%5
o
o 1"t compression ring
^ rotl
a groove
b 4Cl(E
0.13-0.165 0.30
o 1*' compresgion ring ^ -€xxr
O -CICE
a (chromiumplated)
a 2nd,and 3d
o Pistonring
rlng
compressron ^ {t(E
b {alct
o grooves 0.011-0.135 0.30
a 2nd,and 3d
^ -oct
O -C'CE
o rings
compression
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o
O
1-10
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o
a
a
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a MAJORSPECIFICATIONS
& MAINTECHNICALDATA
a OFTHEENGINE ANDACCESSORIES
o DESIGNATION POSITIONS DIMENSIONSCLEARACE
o OF OR OF IN NEW
PERMISSIBLE WEAR
t 4th compressiorrring
10 1889
g roove
t scraperring 1
0.07-0.1 0_30
t 1 0 -Boz
o Pistonring Gap clearance of '1st
e compressionring fittedin
thecylinderliner
t.t-.tY 3.0
o PistonpinConnecting
rodsmallendbush
0'135 {oct
o 1 3 5€ 3
0.195-0.243 0.40
o Pistonpin
Diameterof theseathole
0135€&
0.048-0.073 0.20
a -o.25
o Connecting rodsmallend 94 -0.45
o bush(axial)
Distancebetweenpiston +0.40
0.25-0.8s
o pin seats(axial)
vc 0
a f/LillJlL\>'
a e, *,ou
o
o
o 1-11
o
o
o
o
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e
a
a MAJORSPECIFICATIONS & MAINTECHNICAL DATA
o O FT H EE N G I N E
A N DA C C E S S O R I E S
I DESIGNATION POStTloNs OIMENSIONSCLEARACE PERMISSIBLE WEAR
o OR
OFASSEMBLY MATCHED
PARTS
OF IN NEW
NEWPARTS ASSEMBLY CLEARANCE LIMIT
o Valves -oit
a Diameterfor valvespindJe Q22 -oE
guides 0.10-0.14 0.40
a a22Ec''
o Outer-diameter
spindleguides
of valve
{<t(X (inteierence)
o Holesfor fittingvalve
spindleguidesin cylinder
O40 ror
0.01-0.03
t Cylinderhead heads o40€(E
o Startingvalvestem -off
o30
o StafiingvalvebodybOre 0.02"0.035 010
o Startingvalvepistons
o30 €(rB
-oc6
o Boreof startingvalve
caps
046 -od
0.025-0.035 0.10
o o46 €o5
a journal
Camsheft
Camshaft
bearing
o
o90 -{tct5
I rOfiE
0.'t0-0.
rs u.zc
o Camshaftjournal
o90 rOlL
-oe
t camshaft Bearingat the tail end of @70 -orz
0.08-0.1
camshaft 5 0.?5
a o70€cB
o Axialclearanceof the
Camshaft o.40-o.45
o
o Tappets
Tappetseab -C'(E
a O85 -o@
0.05-0.11
0.20
o o85 €c5
Rollerhole
I Outerdiameter
of roller - __ {O(E
o Valvetappet
Bush 44z *r@
-o(D
0.15
a O42 -o(E
0.02-0.04
o Innerdiameterof roll"!"
{'CE
a BushRollerpin
O30 {o@
0.02-0.04 0.15
t o
o30 -oq4
o
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o t-1,2
o
o
I
o
o
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o
o
o & MAINTECHNICALDATA
MAJORSPECIFICATIONS
o OFTHEENGINE ANDACCESSORIES
a DESIGNATION POSITIONS DIMENSIONS
CLEARACE
o OF OR OF
IN NEW
ASSEM
PERMISSIBLE WEAR
O of inletvalve 0.30-0.50
rockerarm
a Shaftof Exhaust -0.01
a valverockerarm
Rockerarm seaL
o5+0.023
01e 0.00-0.05
os5+8
e
o Exhaust valve
rocker-armbush a82 4.22
o (axial) 0.12-0.45
t _ ^^ +p.22
IUOZ U
Rocker-armseat
t Pumpbody
a Pumpgears
0108 92 3(E 0.10-0.15
o Pumpbody
Pumpgear
- -- -{OCg
@3//.5 o
0.10-0.'13
I 0.25
o
a O37.34-o€ (atoneside)
Fueldelivery
t Pump-shaft -o(2
o pump Shaftbush o20 -.oG
0.025-0.04 0 . 15
a Axialclearanceof
@20€(zr
a Runningclearance
betweenpump Moduleof
o Drivingfor three
pumps
drivinggearsat the
frontend of the
0.20-0.30
a enorne
Gears= 4
a Runningclearanca Moduleof
o Drivingfor
between
gears
bevel
Gears=3
0.12-0.24
o Governor
Runningclearance Moduleof
o betweencylindrical Gears= 5
qears
0.15-0,22
t
o
a
o t-14
o
o
o
o
o
t
o
a
o O F M O D E L8 3 2 0M A R I N ED I E S E LE N G I N E S
OUTLINE
o
a CHAPTER2
a
a OUTLINEOF MODEL8320MARINEDIESELENGINES
o
o The model8320 MarineDieselEngineis an irreversible modelof 320 seriesof products.
The engineis rigidin structure,safeand reliablein operation,durablein service,excellentin
o controlperformance, easyto maintainand goodin economy.
o The marinemainenginecan be equippedwith the remotecontroldeviceso as to improve
a the operatingperformanceof the ship and the labor conditionin the engineroom for the
o operator.
o working,
The dieselenginehas four strokeswhichare composedof suction,compression,
t exhaust.The dieselenginecontinuesworkingin suchcirculating.
o The dieselenginemay be madedifferenttypeaccordingto the differentworkingconditionin
orderthat the usermay choosethe suitableengine-
o
o 1. The dieselengineis irreversible.lt may driveeitherfixed-pitchor conlrollable-pitch
propellersthroughthe gear box and is usedas main enginesfor freighter,passengerand
o workingshipsfor specialpurpose.
a 2. The dieselengineis usedas the powerfor the mud pumpequippedwith mud drag.
o The structurefeaturesof the model8320Marinedieselengineare as follows:
a
The engineblockand bedplateare madeout of cast ironwith a thickwall and are fastened
o togetherby meansof two-linetensionboltsas a strongrigidbody.
t The crankshaftis madeout of nodulargraphitecast ironwiththe largejournal(model
o 8320ZCd-8dieselengineis Electroslag smeltingcastingsteelcrankshaft). Two cranksof
a everycylinderare providedwith balanceweightsso as to ensuregooddynamicbalance
o and goodworkingconditions for the mainbearings.The crankshafiis up to the requirements
at homeandabroad.
a of shipbuilding
o 3--1
O
a
o
o
o
o
a
o
o E N G I N EM A I NC O M P O N E N T S
a
o withoutshorteningthe effectivelengthof the bearing,and reducesthe stressconcentration
o in this part.Thereare two slopeoil passageskeepingawayfromthe internalholeof journal,
o to connectwith crankweb pin. The take-offflangeof the crankshaftand flywheel(2) are
securedtogetherby ten bolts(1) (dia.32)fittedinto reamedholes(dia.32mm).The timing
o gear (5) on the crankshafiis boltedto the crankshaftflangewith bolt (6). There is an oil
a throw ring (4) fittedon the take-offend of the crankshaft,
the ring is made up by two bolts
a halves.The tightnessof the boltsshouldbe checkedwhenreassembling, so as to avoidany
I damageresultingfrom bolt loosening.
o Installationof crankshaftcounterbalance
a
o
o
o tineof
l,1or"k
countenbolonce
o
o
o
a
a
o
Fig. 3-3 lnstruction diagram for the 60' angle between the mark lines of the
a
o bolt and counterbalancewhen the bolts of counterbalanceare tightened.
o 10l1 12
a IJ
I
o
o
a
o
a
o
o
a
o
a
o
c
o
o
o
o
o
o Fig. 3-4 The resilientgear
o 1. thrust plate 2. tooth ring 3. hub 4. spacer 5. crankshaft 6.driving gear for
o the water pump T.drivinggear for oil pump 8. driving gear for the water pump 9.
driving gear for tachometer motor lO.spring seat 11. ouFide spring 12. inner
o spring 13. the driving gear for the fuel delivery pump
o
o On request,an overhangingfront take-offshaff may be connectedwith the free end of
o The take-offpoweris less than
crankshaft, which may drive other auxiliarymachineries.
o 240kw.
o lf a fronttake-offshaftis provided(see Fig 3-1),the spacerwill be removedand the flange
I of the take-offshaft will replacea spacer,at the same time, there are reamedscrews
o betweenthe take-offshafiand the crankshaft so as to ensuretake-offtorquetransmission.
o 3-5
o
o
o
o
t
o
a
t E N G I N EM A I NC O M P O N E N T S
o
t
o A siliconeoil damperis installedat crankshaftfree end in orderto improvethe torsional
o vibrationcharacteristicsof the shafting,the propeller,thedieselengineand wholesystem.
a Referringto the crankshaftdrawing.The leaf-springdamperor springcoilingdampermay
I be installedin orderto reducethtl torsionalstressof dieselenginecrankshaft.
a On the contrary,if the positionof two mainbearingsof the crankin questionis higherthan
theiradjacentmainbearings,so that L<L, the axiallineof the crankshaftis thus in the
o upwarpshape,the valueof crankweb deflectionin this case is assumedto be G).
t The crank web deflectionshould be checkedafter every 1000-1200operationhours. lt
a should also be done in the case of main bearingdamage,cylinderliner scuffingand
a retighteningof bedplatebolts,as well as afterthe shipstrandedor bumpedand beforeand
o afferthe shiodocked.
o The measuringpoint is at a diitance of 345 mm from the axis of crank-pin, where center
a hole is orovided.
o
o I
a -1r7"rr.
I
I
o
a
a
o
I
a
o
o
o
o
I
a Fig. 3- 6 Measurementof Crank-webDeflection
o
Specialcrankweb deflectionmeteris generallyusedfor such kindof measurement.
o
a The crank web deflectionis measuredat four differentpositions,namely T.D.C,B.D.C
o 3-7
o
o
I
o
t
o
a
o E N G I N EM A I NC O M P O N E N T S
a
a horizontallefr and right,in other words,at four crank angles:00, 900,1800and2700.The
a measurementcan be carriedout withoutdismountingthe pistonand connectingrod. The
o shank of the connectingrod may knockagainstthe neter when the crank pin is at B.D.C
(1800).In this case,thejob can be doneby followingthe measuringsequencegivenin Fig.3
a -6, measuredvaluesare filledin Table3.1. The meanvalueof points5 and 1 is takenas the
I resultmeasuredat B.D.C.Attentionshouldbe paidto makesure of not knockingthe meter
a by the connectingrod,otherwiseihe resultmay be wrongor eventhe meterdamaged.
o Table3.1 Measured
resultof crankwebdeflection
e
o CylinderNo.
a
o 1 z 4 6 7 o
o Crankshaft
a Position
o 1 B.D.C
a (exhaust
pipeside)
o
2 Exhaustpipeside
a
o 3 T.D.C
a 4 Operatingside
I 5 B.D.C
o (operatinq
side)
a Maximumcrank-web
t deflection
a Measuredresultsshouldbe filledin technicalreference,
with the date and loadcondirrons.
o Allowablecrank-webdeflection
o 1) Crankshaftis supportedcn bearingswithoutflywheel + 0.035mm
o
o 2) The crankshaffis fittedwith a standardflywheel,for thatcylinder
o adjacentto the fly-wheel(cylinderNo.8): -0.10 mm
o 3) The crankshaffis elasticallyconnectedto the shaffingand the flywheelis mounted
o additionalweight such as elastic coupling or air tyre clutcher elc (correspondingto
o increased weight of flywheel),the more permissiblevalue of crank-webdeflection is ,the
o moreadditionweightis permissible valueof crank-webdeflection - 0.13 mm
I
3-8
o
o
o
a
o
o
o
a E N G I N EM A I NC O M P O N E N T S
o
o limib for readiustrnent: - 0 . 1 5m m
o
o Maintenanceof Crankshaft
o of the crank-webdeflection,attentionshouldalso be
ln additionto regularmeasurement
o paidto the following:
a 1) Regularcheckingthe qualityof lubricatingoil, preventingdust or foreignsubstances
a from enteringinto the lube oil systemso as to ensuregood lubricationconditionsfor
a the crankshafi.
o 2) For thosebearingshellswith workingsurfacedefects,inspecttheir matchingjournals
o and reface carefullyexisteddefectssuch as scratchingor scoring etc. repairthe
bearingshellsand thenreassemble.
a
Attentivelyobservesurfacesof the journalsand webs,especiallyfilletsand oil holes
o 3)
for any possiblecracksand/ordamages,usinga magnifoingglasswith a factorof 3 to
o
o 4) Regularcheckingthe wear extent,ovalityand conicityof all journals.lf a reductionof
o the journaldiameterof 0.20 mm (comparingto the standardvalues),or the ovalityof
o 0.10 mm or morebeingreached,sucha crankshafishouldbe sentto the manufacturer
o for regrinding.Crankshafflike this may also be repairedby meansof filing,and then
polishedusingfinestabrasivecloth,specialaftentionmustbe paidto the oil holesand
o fillets.The radial runoutef journalsand the parallelismof the main and crank pin
o journalsand crank-webdeflectionshouldbe checkedas well.
a 3.1.3 Piston and ConnectingRod Assembly
o 3.1.3.1 Piston
a The oil-cooledintegral"suspendedtype" piston(1) is made of nodulargraphitecast iron.
a The top of crown is machinedto be "trr'shape,which makesup the combustionchamber
o togetherwith the cylinderhead.Four recesseswere cut on the crownto avoid the piston
o collidingwith the valves.
o There is a threadedhole in the middleof pistontop for liftingthe piston.Thereare totally
three compressionringsand one scraperring in the pistoncrown,Lube oil passagesare
o providedin the scrapinggroove,whichallowsthe scrapedoil returningto the crankcase.
o In ordertOreducethe temperature of the top surfaceand the ring-beltof the piston,thereis
o a castedcoolingchamberin the pistoncrown.Lubeoil flowsfrom mainbearingvia oil holes
o in the crankshaftand connectinuiod to the oil passageof the pistonpin (11),and then via
I the oil-groovein the pistonpin seat and inlet oil hole,finallyinto coolingchamber. After
cooling the piston crown, the tii flows through the screw plug (7) of piston back to the
a crankcase.
o
o 3-9
o
o
o
o
I
a
o
a E N G I N IM
: A I NC O M P O N E N T S
o
o
o
o
o
o
a
a
t
o
o
a
o
a
o
o
a
o
o
a
a
o
o
o
a
o
o
o
o Fig.3- 7 PistonaridConnectingRodAssembly
t
l.piston 2.pistonring 3.pistonring 4.pistonring 5. scraperring 6.plugscrew 7.oil
a outlet plug screw S.screw 9.circlip 10.screw 11.piston pin 12.copperbush
a l3.connectingrod l4.locatingpinbushing 15.lockwasherlG.connecting rodshortbolt
a 17. bolt 18. upperbearing sheM 9.bottom bearingshell 2O.connectingrod cap 21.
o longerconnectingrodbolt
a
3-10
o
I
o
a
o
a
o
a E N G I N EM A I NC O M P O N E N T S
a
a The pistonis madeof nodulargraphitecast iron ,whichis "suspendedtype' ,thinwall and
a strongback with high rigidityand lightweight,it can bear highertemperature.Mechanical
a loadis passedto pistonpin seatdirectlyby the verticalreinforcement
the side trust is passedby horizcntalreinforcement
rib, at the sametime,
a rib. This struciurehas enoughrigidity
and strengthto preventthe pistonpin seatfromdeforming.The pistonskirtis thin-wall,and
a cylindroid,to ensurereliability
whenthe engineoperatesunderthe thermalstateand heavy
a load.In this case,the pistonis noteasyto be scuffingof cylinderbore,the pistonclearance
a is small,the noiseof the vibrationis low and the load-carrying abilityis big.
I 3.1.3.2 PistonRing
a Thereare threecompression ringsfittedontothe ringgroovesto sealthe combustiongases
o and ensurethe heattransferfrom the crownto cylinderlinerand then to the coolingwater.
These rings are made of high strengthalloy cast iron and their working surface is
o chrome-plated.Three compressionrings is double cone shape, drum shape and cone
o shapeaccordingto the workingcondition.On the upperof the rings:sculpture"13E.02"for
a the firstcompression, sculpture"138.03'for the secondcompression, sculpture"13E.07"for
a the third compression.
distribution
In orderii' ensurethat the ringscan displayair seal,oil seal and oil
function,the sequenceof ringcan'tbe confusedandthe sculpturingend of rings
a must be upward.ln orderto preventair from leaking,the joint of differentringsshouldbe
I staggeredeachotherduringassembling.
a To preventlubeoil fromenteringthe combustionchamber,an oil scraperring is fittedabove
I the pistonpin seat.However,no scraperringis arrangedin the pistonskirt,so this areacan
o be sufficientlylubricated.The oil ringis springexpandefringtype,the radialpressureof the
oil ring is big, so the performanceof scrapingoil is strong.The flexibilityof the oil ring is
a good, so the oil ring mates the wall of the cylinder evenly,
I the pressureof the oil ring to the wall of the cylinderis stability,the decreasingof the
t elasticityis smallwhenthe ringis worn,the consumption of the lube oil is small.Thereis a
oil{hroughhole in the middleof tf'e ring.
o
o 3.1.3.3 PistonPin
o f. Fit the pistonpin into its holes in the pistonand the connectingrod, and then
dismountthe specialtoal.
o
g. Fittingretainerringto bothendsof the pistonpin hole.
a
o h. Turnthe piston-connecting rod upsidedownand put themonto a supportframe.
c 3-19
o
o
o
o
I
o
e
o E N G I N EM A I NC O M P O N E N T S
o
t shouldbe checkedaccordingto Fig.3-g.lf necessary,
the bronzebushof the smallend may
o be scrappedby a skilledworker.Afterscraping,smeartest with the pistonpin shouldthen
I be done to ensureevendistribution
of the contactspots.The surfacerouohnessRa should
o be not morethan 0.4 um.
t-r--J!rt
I
\-\r{
..*--
\.
?
s ,'.11
'f
_*
JT
@
3 10
4 1la
".:t-E3i'
5 rxb
7 13
3-23
o
a
a
o
o E N G I N EM A I NC O M P O N E N T S
o
o 9. Depressions
causedby erosionor cavitation
o These depressionsare generallysickleor kidney-shaped. They are recognizedby the
a steppededgesof the damagedareas.The borderlineitselfis very irregularand,generally,
o smallareawithdepressions Thesedepressions
existnextto the borderline. are harmless-
o However,if they are accompaniedby damage in the lead bronze layer or if bronze
particlesare scatteredand embeddedover the bearingsurfacelikefreckles,the bearing
o mustbe renewedand lhe GuangzhouDieselEngineFactoryrepresentative notified.
o 10. Diagonalareasof heavypressure:
o Makesure thatthe shellsand bearingcap are fittedaccurately. Measurethe crankweb
o deflection.lf the platedoverlaycontainscracksand scaling,renewthe shells.
o 11. The platedoverlayis very smeary,the lead bronzeis partlyexposed(mainly alongthe
o transversecentreline)(11a:innersurface,ll b:outersurfaceofthe bearing):
o Gallingdue to lackof oil.Veryoftenthe outersurfaceof the bearingis quiteblackwith
o carbondepositsalongthe transversecenterline.The bearingshellshavecontractedas
o a resultof overheating(negativeexpansion).Checkthe bearinghousingandjournalor
crankpinfor cracks.The sheiismustbe renewedand it is essentialto tracethe cause.
o
o 12.Heavyworkingtraceson the outer surfaceof the bearingand some areas of fretting
corroston:
o prestressof bolts,faultyassembly.
Cause:insufficient
a
The bearingmustbe exchangedpayingparticularattentionto the assemblyinstruction
a for tighteningthe bearingbolts.Check the crush of the bearingand inspectfurther
a crankpin.
a 13.Workingtraceson the jointfacesof the bearingshells:
o Check the prestressof the bearingshells.Followthe instructionsfor tighteningthe
I bearingboltsexactly.Checkthe crush.lf suchworkingtracesoccuron severalbearings,
o notifythe DuangzhouDiese!fngine Factoryrepresentiative.
o 14. Workingtraceson the joint faces (partingline)of the bearingcap and bearinghousing
a (not availableas figure).
o Exactlyobservethe instructionsfor the assembly,especiallythose for tighteningthe
I bearingbolts.Try and smoothany roughnesson thejointfaces.lf the workingtracesare
heavynotifythe DuangzhouDieselEngineFactoryrepresentative.
o Inspectionand Evaluateof the bearingshellsof the connecting-rod
a
o
o
o
a 3-24
o
o
a
o
a
o
o
o
o MAINCOMPONENTS
ENGINE
a
a Note:
o The figures(from3-15 to 3-18) showthe wear patternfoundin heavyfuel operation.
o Bearingshellswith a corrosionresistantgalvanizedzinc layeris hardlyaffectedin the event
a of corrosion,which leads to considerablybetterrunningpattern.The mechanicalwear is
o dominanthere.
o to Fig.1on 3-15. Gooduniformrunningpattern,
Fig 3-15 Perfectbearingshellcorresponding
a hardtyany wear,minorscratchesand corrosionin the platedoverlay.Properlubricatingoil
a treatment.The shellscan be usedagain-
a Fig 3-16 Typicalwear patternwith transitionareas afier a long period of heavy fuel oil
o operation.
o
t
o
o
a
o
t
o E N G I N EM A I NC O M P O N E N T S
o
o 3.2 MainstationaryParts
o 3.2.1 Cylinderblock,Bedplateand MainBearing
a
o x
a 4
.T
o 32
o
o {--'.--''"
o
o
I
a
o
o
a
o a
t Zs
o
o 4
t '21
a
o f,e"**_ 22
o
o
a
t
I
o
o
a
o
a
a Fig. 3 19 Engine Block and Bed-plate
o 3-29
a
o
o
o
I
o
o
I
o
o
E N G I N iM
l A I NC O M P O N E N T S
o Inspectiondoors are providedin lower parts ot both sides of the cylinder block, for
inspectingthe conditionsinside the crank case and assemblingor disassemblingmain
o bearingsand connectingrod bearings.The windowsin the frontsideare coveredby covers
o (24) whichare sealedwith asbestos-packing gaskets.The 6 observationcovers(8) on the
a exhaustside are equippedwithexplosionproofdoor (10)whichwillopenquicklyin casethe
a oil mist in the crankcaseis ignitc, so as to ensurethatengineis safety.
o The integralbed-plateis made of cast iron. The joint surfaceof the cylinderblock and
a bedplateis at 10 mm upwardfromthe centerline of the crankshaft.
o The rigidityand dampingperformance of the castedbedplateare comparatively
good,the
a main bearing seats with sufficientthickness are devised on the lateral walls with
a reinforcement,which result in small deformationof the main bearings during engine
o operation,so as to ensurethe workingreliability.
o 3-32
a
I
o
a
I
o
a
a
o E N G I N EM A I NC O M P O N E N T S
o
a that no suctionpumpis mounted,no suctionpipeis providedand the lube oil will flow from
a the holeof the end faceof the bedplateto the oil tank underthe engine.
o Thereare 30 holesof 627 drilledand 4 reamedholesof 0 25 on the four cornerin suppons
a in bothsidesof enginebed-plate,whichcan be usedtogetherwiththe enginefoundationfor
a reamingthe holesof anchorbolts.Thereare 6 tap holesof M 36 x 1.5 in the supportsfor
o alignmentof the enginewith the shaftsystemThe adjustingboltsare screwedinto these
o holesto prop againstthe foundaiionfor adjustmentof the enginepositionor for facingthe
cradles.These bolts shouldhe femovedafter adjustment,the anchor bolts can then be
o secured.
t
O
o I
a
o
a
e
a
o
a
a
o
o Fig. 3-21 Main Bearingsand the Thrust Bearing
o 3.2.2CylinderLiner
o The cylinderlineris madeof alloycastironwithgoodwearability. The upperflangeis seated
C on the supportingfaces 16 mm abovethe top face of the cylinderblock,ared copperringis
o placedbetweenthe flangeand supporting. The partabovethe mid supportalsofor location
I is designedto be thinnerthan the lowerpart,coolingwatercan flow directlyup to the area
closedto the flange.Betterheatrejectioncanthus be realized,leadingto lowertemperalure
o levelof the upperpartof the liner.Thereare threeo-ringsmadeof oil-proofrubberfittedin
o threegroovesof the lowerlocatingsurface..A recessfor fittingwith the cylinderheadis cut
o on top surfaceof the liner.The recessis just at the positionof the supportingarea of the
a cylinderblock,this reducesthe additionalbendingmomentof the flange,preventingthe
flange from crackingduringengine operation.Furthermore,concaveroundedgroove is
I adoptedfor kansitionpart of the flange to the cylindricalsurfaceof the liner to eliminate
o stressconcentration.
o Thereis a pin in each cylinderli;rerfor its locatingon cylinderblock.In innersurfaceof the
o liner bottom,there are two oppcsitemachinedrecesseswith an angle of 15' to the liner
o central line, to avoid the liner being collidedwith the connectingrod as the engine in
o operation.
o The anti-polishingringis sprayedin the innersurfaceof the upperpartof the cylinderlinerof
o HFO enginein orderto scrapethe carbonin the upperpartof the piston,and to reducethe
o wear of the cylinderlinerand lube oil consumption,and to increasethe gas-sealingof the
cylinderlinerand piston,and to reducethe pollutionof the lubeoil .
o
o Maintenanceand removingof Cylinder Liners
a The cylinderlinersshouldbe cher:kedfor scuffingfor every500 operatinghours:To do this,
o
o 3-36
a
o
o
a
o
a
o
o E N G I N EM A I NC O M P O N E N T S
a
a turn the crankshafiuntil the piston being at T.D.C.,open the observationwindow,and
o observethe conditionof the workingsurfaceby meansof a mirrorextendedto near the
o cylinderlinersurface.
a The exteriorityof the liner shouldbe checkedvia removingthe water inlet coverfor every
a 2000operatinghours,lf seriouscorrosionis found,replacethe cylinderlinerwith a newone.
a lf the depthof pitsbeinglessthan8 mm,tin repairweldingis recommended. lf scaledeposit
exceeds1.5 mm in thickness,the linershouldbe removedfor cleaning.In any case of the
a piston-connecting rod assemblydismounted,the wear conditionof the liner should be
a measuredtogetherwith the pistonbeforereassembling. The linershouldbe replacedif its
o wearextentbeingbeyondthe lin:its.The centralline of a new linershouldbe normalto that
o of the crankshaft. This can be checkedby meansof smeartest if the supportingshoulders
of the cylinderliner is in uniformcontactcircumferentially
with the supportingface of the
o engineblock.At the sametime,the clearancebetweenthe lowermatchingsurfacesof the
o liner and block shouldbe checkedby using a feeler gauge.The flange may be locally
o scrapedif necessary.In doingso, no O-ringis fitted.The bore corresponding to the area
o fiftingO-ringsshouldbe measuredafterreassembling,
linewith specifiedvalues.
wherethe deformationshouldbe in
o
o Dismountingof GylinderLiners
O 1. Drainoff all coolingwaterin the engineblock.Openthe observation
windowson both
a sidesof engineblock.
o 2. Removethe cylinderhead.
a
o 3. Removethe piston-connecting
rod assembly.
o 4. Installtool No.320.100.90 for the cylinderlineras shownin Fig. 3-24.The righthalf
o sideof the diagramshowsdismounting.
o 5. turn the nut (2) on the tool untilthe liner cominginto
One by one or simultaneously
o with
contact the beam.
o
6. Withdrawthe linerfromthe engineblock.
o
a Mounting of Cylinder Liners
o 1. Fit new watersealingrubberringwith the ringsprojecting0.4-0.6 mm from the liner
o surface,this can be obtainedvia filingthe ringsif necessary.
o 2. Placesuitableannealedred copperring on the concaveof the supportof the cylinder
a block.
a
o
3-37
a
o
o
o
o
o
o
o
o ENGINE
MAINCOMPONENTS
o
o 3 . Fit the mountingtool to the liner as shown in the left ot Fig.3-24.Lift the liner and
o slowly put down into the cylinderblock.The liner can fit into the counterborevia its
a deadweightor slightlypressingby hands.
a 4. Removethe tool and assemblethe cylinderhead. Hydrostatic test with a pressureof
o o.7 Mpa shouldbe carriedout aftertighteningall bolts,and tightnessof the o-ringsand
a the red copperringshouldalsobe checkedat the sarnetime.
o
o
o
I
o
o
o
o
a
o
o
o
o
o
I
o
a
o Fig. 3-24Mountingand Dismotrntingof CylinderLiners
o 3.2-3 Cylinder Headsand IG Accessories
o
3.2.3.1 CylinderHeads
t
a The cylinderhead is made of sphericalgraphitecast iron, and is tightenedto the engine
a blockbv meansof I studs.
o
o
a
I
o 3-38
o
o
o
o
o
o
o
o E N G I I { EM A I NC O M P O N E N T S
I
a
o
o
o
o
o
o
o
o
a
o
o
o
o
o
o
o
o Fig. 3-25CylinderHead
o In the cylinderhead there are iwo inlet valves and two exhaustvalves .The inlet and
I exhaustportsare in the sameside nf the cylinderhead.Eachvalveseatinsert(17)madeof
a heat resistantstee! is tightly t,l',d to the cylinderhead. The Valve guide (22) can be
replacedwhenworn out.
a
o there is the port of fuel injectionin whichan injectoris
In the centerof the cylinderi,.-,...,d,
o installedand clampingby a clampingplate(6). The startingvalveis installedin its inclined
hole in left part of the cylinderhead.In the right handside, a hole of @12 is providedfor
o fittingthe safetyvalve(28)and iest valve(29).
o
o Coolingwater entersthe cylinderhead throughthe tr'o inlethole in its bottom,then along
the horizontalpassageto the seatsof fuel injectorand valvesto cool directlythe exhaust
t valve insert, and turns upward,finally flows throughthe outlet to the water pipe. The
o sand-cleaning holesin the sidewallof the cylinderheadare blockedwith a plug (18),and a
'51
o cover (15) There is an midlav'
,
on top of the head, on which the rockerarms are
therr, i 3 horizontalholes two for injectorcoolingwhen heavy
installed.In the mid..iayer
o fuel is burntand the lowestonr .r,ngfuel returnholealignedwiththe fuel returngrooveof
a the injectorto collectleakecl:, ,;l from the injector.The horizontalhole in the center.of
O
o 3--39
o
o
o
o
I
o
o
o E N G I I { EM A I NC O M P O N E N T S
a
o mid-layeris for mountingsealingbushingof the fuel injector
o
o On top of the midJayer,thereare a headcover(4) and a hood(1).Generallythe coverneed
not be openedbut onlythe hoodwhen removingthe injector.
o
o All valvesand their drivinggearsare all insidethe coverthat separatedthem from outside
o so as to reducemechanicalnoiselevel.
t
o
o
o
I
a
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o E N G I N EM A I NC O M P O N E N T S
a
a In case no torquewrench,thejob can be doneas follow:
o
1. Use a wrench of 320 mm handle lengthto manuallytightenthe nuts in the above
I sequenceby one hand.
a
a 2. Markone angleofthe hex nut on the cylinderheadas referenceby usinga pen
o 3. Pretightenthe nutsin 34 stepsby meansof the wrenchstartingfromeach reference,in
a the abovementionedsequence,untileachnut has turnedg0'.
o Maintenanceof Valves
o
a 1 . All valvesand valve seats must be lappedto ensuretheir perfectcontact.lntervalof
valve lappingdependson the operatingconditionsof the engine.lf the unevencontact
a of the valve cone and the valve seat or leakagehad been detected,re-lappingis
a necessary.
o z. The valve springsshouldbe checkedperiodically. lf one of the springsis broken,it is
a permittedto operatethe engine at low speed not exceeding300 rpm.lf possible,
I replacethe brokenspringal once.In doingso,the pistonshouldbe atTDC to avoidthe
a valvefallingintothe cylinder.
o 2 The wornvalve guidesshouldbe replaced.Afterhavingpressedthe new guide, the
a clearancebetweenthe valve stem and valve guide should be checkedand should be
a limits0.10-0.14mm (whennew).
withinthe following
a Disassemblingthe Valves
o
o 1. Removethe cylinderhead.
I 2. Removethe rocker-arm
sea{.
o 3. Holddownthe valvespringby meansof specialtool320.100.50.
Removethe snapring
a and locks.
o
o 4. Removethe retainerand the valvespring.
o 1. Apply lappingpasteonto the valve seat , installthe valve lappingtool onto the valve
o plate,Slidethe valveintothe valveguide.Repeatedly tap and rotatethe valve untilthe
seat-to-facebeingin perfectcontactcondition.After havingbeen lappedwith lapping
O paste,furtherlappingshouldbe carriedout with lubeoil for a shortperiod.Particlesize
o of lappingpasteis recommended in the rangeof No.180to 300.
o
o 3-46
a
o
a
I
a
o
a
o MAINCOMPONENTS
ENGINE
o
a Qualityof valvelappingmay be checkedas following.
o
a. Mark severalshortradiallineswith a soft pencilon the valveseat. Placethe valvein
t and turn it for about20' to 30'. lf lappingis good,the shortlinesshouldbe erasedaway.
a
a b. Fill dieselfuel on the valveplateaftervalveassembling.For a highqualitylapping,no
dieselfuel leakagethroughthe contactsurfaceof the valveplateand seatoccur.
o
o 2. lf the workingsurfaceof the valve seat was seriouslyburnt or becamestepped,it
o should be reconditioned by using a specialreamerbeforevalve lapping.Maximum
thicknessfor trimmingis 1.5 mm (i.e. Iowerthan the top face of combustionchamberby
o 14.5mm). lf this limitis exceeded,replacethe valveseatwith a new one.
o 3. lf the valveconesurfacewas seriouslyworn or insertedwith carbondepositor foreign
a matters,it shouldbe groundfirstlybeforelapping.Maximumallowableamountfor valve
a conegrindingis 1.5 mm.The valveshouldbe replacedif the amountof grindingshould
exceedthis limit.
a
o 3,3 ValveGear
o The functionof the valvegearis to ensuregoodperformance
of the gas-exchange process.
o The valvegearof the engineconsistsof the camshaft,camshaftdrivinggear,trappets,
push
a rod, rocker-arms and valves,etc.
a 3.3.1. Camshaft
a
The camshaft(9) is incorporatedin bearinghousingslocatedunder the platformat the
a operatingside of the engine,which can be ren$ved laterally.The canrshaftis supportedby
a bearings,each one of thesebearingsis composedof two halvesof steel backingthin-wall
o babbitalloy shells(16)and (18), and separablecasings(15) and (19). Two halvesof
a bearingsare securedtogetherby two bolts (17). The bearingcan be installedonto the
camshaftfirstand then placedaxiallyintothe bearinghousingsand fixedby holdingscrews
o (5), which shouldnot be overtightenedto avoidtoo muchdeformationof the bearings.In
o addition,thereare two copperbushes(11)and (14) in both sidesof the timinggear.Axial
o locatingof the camshaftis ensuredby the collars(10) and (12). The collar (10) is tightly
o fitted onto the camshafi. lts axial clearance can be adjusted by using the pump
(320.103A.00) to expandthe bore of the collarfor axiallymoving.This clearanceis in the
o rangeof 0.4-0.45mm.
O
o
a
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a 3-47
o
o
o
O
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o E N G I N EM A I NC O M P O N E N T S
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o
o Fig. 3-29 Camshaft
o
a From the free end of the engine,the inlet cam (6), exhaustcam (7) and fuel cam (B) are
a fittedin sequenceon the camshaff.The camsare fittedonto the camshaftwithoutkeys and
can be adjustedfor timingby meansof the hydraulictool
a
o The startingcam is fitted in the free end of the camshaftwith the screw (3) for its locating.
o The cam is securedby the bolt(2).A smallscrew(1) is usedfor locking,to avoidthe bolt(2)
loosening,the smallscrew(1)is lockedby meansof dottedpunching.lf the startingcam had
o beendismounted,attentionshouldbe paidto lockthe boltand screw.
o
o 3.3.2 CamshaftDriving Gear
o
o
o
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Fig.3-30 Driving Gearfor the Camshaft
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3-49
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a E N G I N EM A I NC O M P O N E N T S
o
o lf the camshaftis dismountedfor any reasonor any gear in the drivinggear is replaced,in
o reassembly,the mark on one gear should tally with that of its matchinggear when
a reassembling. In doingso, turn the engineuntilthe pistonbeingat its TDC and the key of
the camshaffgear beingalso upward.ln this case,the markon the crankshaftgear aligns
a with the markon the big intermediategear,the markon the smallintermediate gear should
o also alignswith the mark on the gear on the crankshaft.After assembly,timing of No. 1
o cylindershould be checked.For backlashof gears in the drivinggear and for the radial
gear,see Tableof
a clearancein the bushesas well as the axialclearanceof the intermediate
Clearancein Chapter1.
o
o Twodowelpins(19)in the shaftseab (7) shouldbe placedfirstduringassembling,and then
a the blot (17) shouldbe securedand the specialwasher(20) shouldbe used to coverthe
dowelpinsto avoidthe pin fallingoff.
t
a 3,3.3 Tappetsfor Inlet and ExhaustValves
o
I lc 13
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O Fig. 3-31Tappetsfor Inlet and ExhaustValves
a Every cylinderis equippedwith;r tappet housing(1), in which tappetsare arrangedas
a shown in Fig. 3-31. the exhausi\appet(22), inlettappet(28) and the fuel injectiontappet
a (19). Directionof the oil groovein inlettappetdiffersfromthat in exhaustone.Thereis a half
a 3-50
o
o
a
o
a
o
o
o E N G I N IM A I NC O M P O N E N T S
a
a oil slotin the mid of the exhausttappet.Consequently correctinstallingis requiredotherwise
o no lube oil will flowto the fuel injectiontappet.The guidekey (15)is providedin the housing
o for each tappetto ensureit againstrotationduringits seesawmotion,resultingin keeping
good contact conditions for working surfaces between the rollers (20), (25) and their
a matchingcams.
o
a Rollers(20) and (25) are madeof alloy steel with specialheat treatment.Such they can
bear high contactstress.The bush (24) is made of quenchedball-bearingssteel with
a clearancesin both inner and out diameters,lt bears high pressure,and is wearable.The
o rollerpin (23)is madeof carburizedand quenchedalloysteel,securedby bolts(26) . Dotted
o punchingshouldbe done at the openingof the bolt openingafter reassembling, to avoid
a looseningof bolt (26).
a The lifter insert (21) with concavesphericalsurfaceis fitted insidethe inlet and exhaust
a tappets. All tappetscan be takenout fromthe tappetseats.
a The pushrod (5) is madeof a seamlesssteeltubewithcapsweldto the bothends.The end
o face of the upper cap (6) is in concavespheresnape,but the lower one (27) in convex
o sphereshape.The bothc:rpsare quenched.The pushrod is housedby a sleevepipe(7) to
reducethe noiselevel,and collectoil for pushrod cap lubrication.
o
o 3.3.4 RockerArms
o the inlet and exhaust rocker arms are made of nodular cast iron with very high bending
a strengthand good ductility.They are fittedto their rockarm seat (6) by meansof theirown
a rockerarm shafts.The exhaustrocker-arm(1) in'Y'shape, is fittedon a fixed shaft (7).A
a bronzebush (5) madeof wear resistancealloy is pressedinto the innerhole of the rocker
arm, There is an offset oil groove in this bush, correctinstallingis thus requiredwhen
o replacing.Otherwiseno oil will flowto the rocker-armfor its lubricating.The rocker-armand
o its cap oscillate{elativeto the fixed shaft. Each end of the
'Y'-shaperock arm controlsone
o exhaustvalve.The clearancebetweenthe rocker-armcap and valvecouldbe regulatedvia
o screwingin or out of the threadedcap (3). Thereare two inletvalves(2) and (4), fittedon
both ends of the rotableshaft(10).The drivingrockerarm (2) is securedby meansof two
o wedgepins(13)as keys;whilethe drivenone (4) is securedby the key (9) and clip bolt(12)
o and oscillatestogetherwith the :,lraffduringengineoperating.The two supportingbushes
o (11)and (14)are fittedin the seat(6) of the rocker-arrns,in whichoil holeshelpto dishibute
lubeoil to bearingsand capsetc.
o
o The rockerarm seat is securedto the cylinderhead and mid-layerby way of two bolts(8).
o The rockerarm seat and the mid-layershouldbe removedWhen dismountingthe cylinder
the four capsshouldbe alignedwith
headby usinga hydraulictensiontool.For remounting,
o the four valves,the seats could then be securedby meansof bolts (8) with a torqueof
)
o 3-51
o
I
a
o
o
a
a
a ENGINE
MAINCOMPONENTS
o
o 295-344 Nm.The clearancebetweenthe rockarm ball headand valveshouldbe checked
o each time of reassembling
o
o
a
a
a
o
o
o
I
O
o
o
o *-_Ja
a
o
a
o Fig.3-32 RockerArms
o 3-52
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E N G I N EM A I NC O M P O N E N T S
@
The clearanceis checkedwhenlhe enginebeingin coldstate,the procedureis as following:
t
o 1. Turn the flywheeluntilthat the cam of the valve to be checkedis in contactwith the
tappet rollerin the base circle( i.e. the lowestpoint of the cam's lift, or the enginebeing
t in working stroke).
I
Check the clearancewith a feeler, the valve should be 0.7+0.1mm, otheMise
o 2.
readjusting.
a
o 3. The lock nut (1) shouldbe loosenedwhen adjusting,and then screwin or out the cap
(2) untilthe clearancebeingup to the requirement.
Retightenthe locknut(1).Checkthe
a clearanceonceagainafterlockingthe locknut,the resultshouldagreewith the above
o value.
e
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o
o Fig" 3-33The ValveGlearance
o
o
3
3
a 3-53
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o
@**"
I CHARTER4FUELSYSTEM
o The fuelsystemmainlyis composedof the fuel transferpump,the coarsefilter,the fine filter,
t fuel injectionpump,tappetfor fuel injectionpump,fuel controlrod for the injectionpump,
o fuel injectorand fuel pipes.
o
a
o tl
t-1
a Ir
o
o _--l -_l
o _=J -----l I[__ _)
t
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o --][
I
o I
o _tL ____l
a
a
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t
a
o Fig.4-l FuelSystem
o J.
f F8 I
o J
:
i
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il
i,,.,
o
a
o I'/J
o
o
a
o
o
o
o
o
a Fig.4-2 The Fuel TransferPump
a In this way,directionof fuel flow remainsthe same no mafterthe engineruns in whichever
o direction.
o 4-3
o
a
o
a
o
o
a
o
I
o is fitted,which formsa labyrinthseal togetherwith the disc (12) on the shaft seat thus to
o preventinfiltrationof fuel from there into the oil sumpof the engineand dilutionof lubeoil
o there.The fuel and lube oil leakingout from there is led out throughthe joint (38).The ball
bearingsare lubricatedby the splashedoil enteringthroughthe passagein the drivingshaft
a seat (9), and the excessoil returnsvia the smallholein the bottompartto the oil sump.
o 4.2 Fuel Filter
o The engineis providedtwo semi-automatic cleaningfuelfilter,whichare usedfor removing
a the physicalimpuritiesin the fuel,the net meshof the fuel straineris 202 meshesper inch
o and the rneshof the fine filteris 400 meshesper inch.The fuel filtershouldbe periodically
a cleaned, the relatedusageand maintenance see the manualof the fuel filter.
o The engineshouldbe providedthe HFOseparatorwhenoperatingon heavyfuel oil.
a 4.3 Fuel InjectionPump
o The individualfuel injectionpump is of helix controlledtype. Each cylinderhas its own
a injectionpump.Plunger(9) and barrel(10)are precisionpartsin pair,they are not allowedto
be exchanged.The barrel(10)with inletport and locatingslot is placedin the pumpcasing
o (11), the cylindricalpart of locatingscrew(22) is insertedinto the locatingslot of the banel.
a Abovethe annulusof the plunger,thereare two verticalslotsin oppositedirection,and two
o spiralgroovesconnectedwiththe slots.
I The inletportof the barrelis openedas the plungerbeingin the lowerpartof its shoke,fuel
a flowsto fill the volumeabovethe plunger.Upwardmovementof the plungerforcedby the
o fuel cam seals off the barrelport. Continuedupwardmovementof the plungerforcesthe
fuel pressureto increaserapidly,so that the deliveryvalve (12) is opened.The fuel flows
o into the high-pressure tubing.Fuel deliveryceaseswhen the plungerhelix uncoversthe
a barrel port. This releasesthe trappedfuel in the volumeabove the plungerthroughthe
a annulus and ports. Consequently, the fuel pressurereduces,the deliveryvalve (12) is
seatedunderactionof the spring(16) and the fuel pressurefromthe high-pressure
o tubing.
Connectionof the fuel injectorand injectionpump i9 thus cufoff resultingin no more fuel
o delivery.When the barrelport is openedas the plungermovesdown, negativepressureis
o established, leadingto back-flowof the fuel throughthe port.An anticorrosive
screw(21) is
O providedto avoidcavitationof the casingpartfacingthe port.
o
o
o
o
O
a
a
o 4-4
o
o
o
o
o
o
o
o YSTEM
o
a
o t*"ll
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a
w :
o .
a ;!l
o
a
o
F i g . 4 - 3 F u e lI n j e c t i o nP u m p
o
o The amount of fuel deliveredis determinedby the relativepositionof the plungerhelix and
the barrelport. This relativepositionas well as the finishedtime of fuel delivery(i.e.,the
a amountof fuel delivered)are alteredwith the rack (8) moving.The amountof fuel delivered
a rncreasesa$ the rack end with a hole beingleavingawayfrom the pump casing,and vice
o versa.Fuel deliverywill completelystop as the rack beingat the positionwhere the scale
o markbeing0.
o A lug of the plunger {9) is insertedinto the open slot of the plunger gear (7), the plunger
rotatesas the gear turning.The gear teeth engagethe teeth of the rack guided by the
O positioningscrew(23) in the pumpcasing(11).The screwpreventsthe rack from rotation.
I The gear is supportedby the upperspring retainer(5).
o In the lowerpart,the plungerspring(4) and lowerspringholder(2) are fitted.The bulbend
o of the plungeris set in the lowerspringholderwhichpressesthe guidesleeve(3),whilethe
o springis againstthe springretainer.A lock ring(1) fittedin the casingis usedto preventthe
guidesleevefrom beingfallingout of the casing.
o
The deliveryvalveseat(15)is placedon top of the barrel,withthe valvematchingsurfaces
o being preciselylappedto ensureits tightnessunder actionof high-pressure fuel oil. The
o
o 4-5
o
o
o
o
o
o
t
o
o
a valve seat is held down by pressureplate (19) and clampingcap (20), the plate (19) is
o securedgo the pump casingby four boltsof M14. The cap (20) is sealedby meansof a
o rubber"O" ring (17).Spring(16) presseson the deliveryvalve(12),aboveit there is a stop
pin (18)for limitingthe valveliftand guidingthe spring.The deliveryvalvehas a reliefring.
a The cylindricalpart of the reliefring comesinto the valveseat to cut off the fuel line when
o the valve startsseating.The volumeof the high-pressure fuel line is increasingwith the
o valvemovingdown,the fuel pressureis thus decreasingandlhe needlevalveof the injector
o is closedrapidly.No fuel leakagewill take place.
o 4.4 Fuel InjectionTappet(c.f. Fig. 3-31)
o The plungerof the fuel injectionpump is drivenby the fuel tappet(19) fittedin the tappet
o housing(1) togetherwith inletand exhausttappets.The tappetis of rollertype,a roller(20)
is in its lowerpart.Insidethe roller,thereis a loosebush(24)supportedby the rollerpin (23)
o in a horizontalhole.The hardenedbushis turnablerelatedto eitherthe rolleror the pin, as
o there beingclearancein innerand outerdiameters.Consequently, the wear amountof the
o bush is limited.Thereare oil holesin the bushand pin, connectedto oil holeof the tappet.
o Lubeoil for their lubricationcomesfrom the tappethousing.The rolleris widerthan that of
eitherinletor exhausttappet.
o
The tappet(19) can be removedfrom top of the tappethousing(1). In the lower part of
o tappet,therean axialslotmatchedto a guidancekey (15)to preventthe tappetfromturning.
o A core (18)is pressedintothe tappet.Thereis an axialthreadedholeof M24x 2 in end face
o of the core.An adjustableejectorpin (9) can be placedintothe threadedhole.The top end
o of the ejectorpin is a hardenedbulbwhichcontactthe bottomof the guidancesleeveof the
fuel injectionpump.The fuel injectiontimingcan be changedby adjustingthe lengthof the
o tappetcore projectingfrom the tappet,afteradjustment, the nut (10)shouldbe re{ightened
a to lockthe ejectorpin and maintainthe fuel sprayangleunchanged.
o The tappetcan be manuallymovedup and downto pre-fillthe pressurethe high pressure
o tubing,or to checkfuel injectio:rqualityof the injectorif necessary,by meansof the fuel
a compressing tool 320.100.14fittedto the washerin upperpartof the core.
o The tappetis drivenby the fuel cam. In the upperand lowerpartsof the bore of the tappet
o housing,a springretainer(16) lockedby a retainerring (13) and a spring(17) pressedon
the tappetis thus alwayspresseduponthe fuel cam"
the tappetare fittedaccordingly,
a
An oil deflector(8) is fittedto the core to avid oil leakinginto crankcasethroughthe tappet.
o Possibleleakedoil will flowto the platformsupportvia a drainholeand then to the oil return
o prpe.
o
o 4.5 The Control linkagefor Fuel InjectionPump
o
o
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4-6
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t YSTEM
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o "SN
1FK----
llffi .\l
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O
o
a Fig.4- 4 Fuel Control Rod Assembly of the Oil InjectionPump
o
a l.support in the front end 2. clamp ring 3. middlesupport 4. limitingarm assembly5.
rotatingarm assembly 6. fuel injectionpump 7. the fuel control rod 8. limitingarm
I
o 4-7
a
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a
o
o
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o
a
o
a
o assembly 9. supportin the backend 10. pad plate11.claw-shaperockerarm 12. support
o in the middle13,claw-shapeengineshutdownsleeve14.support 15.groovedarm 16.the
o swing arm 17. screw 18. spring 19. the connectingarm 20. the start-upfuel limiter21.
ring for fuel injectionpump
copperwire for lead seal22. lockingscrew23. limiterretiaining
t 24. connectingarmforthefuel controlrod 25. supportingcover26. pinshafi 27. efferenl
I rockerarm for the governor28. hufferbar 29. copperwire for the lead seal 30. spherical
I screw31. bed-platefor headscrew 32. the startingaccelerator 33.limiterarm assembly.
a The amountof fuel deliveryis controlledby meansof movingthe pumpcontrolrack, racks
o of individualpumpsare linkedtogethervia connectionarms.
a At one end of the fuel controlrod (7), a connectionarm (24) is connectedto buffera bar (28)
I controlledby the governor.Whilein the otherend, the claw-shapeshutdownsleeve(13)
and movableclawrockingarm (11)controlledby the rodfittedon valuefixingcam.
a
As the controlhandlemovesto the shutdownposition,the fuel controlrod (7) of the fuel
o injectionpump is forcedtowardthe directionof reducingfuel deliveryby the claw rocking
o arm (11),fuel deliveryisthus endedand thenengineis shutdown.
o As the controlhandleis placedon the workingposition,controlrod (7) couldmovefreelyto
a be fullycontrolledby the governorif the claw rockingarm (11)rnovingin oppositedirection
o The bufferbar (28) is forcedto rnoveslowlyby the governorwhen increasingthe load,the
I controlrod and then the rack of each injectionpumpare movedtowardthe fuet increasing
o direction,fuel deliveryis thus increased.The rod and the rackwill movein reversedirection
whenthe loaddecreasing, fuel deliveryin this case is reduced.
o
When the fuel deliveryof somecylinderdiffersfrom that of othercylinders,it is possibleto
o readjustthe screw (17) on the swing arm (16) of the linkingarm of the fuel pump,thus
o making the rack shift a tittle so that the tuet detivery ot that cylinder beconres the same as
I other cylinders.This readjustment,may properlybe done by making referenceto the
I exhausttemperatureand max.pressureof each cylinder.To slop fuel deliveryof a cylindel
disconnectthe linkingarm fromthe rack,or the linkingarmwiththe fuel controlrod.
I
o The connectingarm (19)and the tackare connectedvia the swingarm ('16),spring(18)and
groovedarm (15).This designensuresthat in case the rack of fuel injectionpump of any
a one cylinderis seized,the fuel injectionpumpsof othercylinderscan still be controlledby
a the control handle and pushed in the directionof stoppingfuel supply.Thereforeit is
a guaranteedin this case that the speedof enginecouldbe reducedto the minimumtill the
engineshutdown.
o
On the fuel controlrod are fittedwith two limitingarms ( ) and (8). The limitingarm (4) is
o directedat the start-upfuel limiter(20), and. receiptthe action.When the dieselengine
o starts, The rack travel o{ the fuel injectionpump should be at the positionof starting .The
a limitingarm (33) is directedat the startingaccelerator(32) whose action makesthe fuel
a controlrod rotatein the fuel inr:reasing direction,The combinedeffectof thesetwo devices
o 4-8
a
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o
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o
o ensuresthe dieselengineto start up rapidly,not to reachvery high speed,keepingthe
o startingto be safeand reliable.Afterthe startingandwhenthe controlhandleis set on
o workingposition,the startingfuellimiterandthe startingaccelerator
releasethe air inside
fromthefuelcontrolrod,so thecontrolrodis controlled onlyby the
andreset,disengaging
o governor. Thelimitingarmwillensurethattheoilsupplymaximum quantityis at theposition
I of 100%load.
o The protrusion of the startingacceleratorhas beenadjustedproperlyand sealedin the
o factorybeforedelivery,theusermustnotregulate it arbitrarily.
I 4.6 Fuel Injector
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a Fig.4 - 5 Fuel lnjector
o
o
o The fuel injectoris of lessmovingmasstype,with the pressureregulatingspring(9) located
in the lower part near the nozzle.The push rod (10) is relativelyshort and its mass moving
o with the needlevalve (14) is ve;v small,so as to improvefuel injectingperformanceand
o reducewear of the injectionpon.
o Removablepipe connectionof oil feed (2) is horizontallymountedon the upper part of the
a fuel injectorbody.When the fuel injectoris mountedonto or dismountedfrom the cylinder
o head, the gap type filter has first to be removed.When mountedon the dieselengine,a
o 4-9
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O
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t sealingsleeve(1) and washer(3) are providedon the outerpartof the filterto preventthe
o leaked high-pressurefuel from mixingwith the lube oil in the collectinggroove on the
t cylinderhead.
a The nozzle is of multi-orificeenclosedtype, with nine orificesof dia. 0.45 mm and an
o injectionangleof 130'. The orificesare directlyclosedby the spring-loaded needlevalve.
The high-pressurefuel from the oil iniectionpump passesthroughthe pipe connectionof oil
o feed (2) and entersthe fuel passageinsidethe injectorbody (7), then flows into the oil
a chamberof the needlevalvebody(16).The fuel pressureactson the cone of needlevalve
t (14),producingan axialforcecomponent. Whenthis forceis higherthanthe springload,the
needlevalve is lifiedso that the fuel is injectedinto the combustionchamberthroughthe
a orifices in atomized state. The needle valve opening pressure(fuel iniectingpressure) is
o 30MPa which can be obtainedthroughadjustingthe pressureregulatingspring (9) by
I meansof the pressureregulatingrod (5) at the injectorhead,The regulatingrod shouldbe
a lockedwith nut (4) afteradjustment.
a The needlevalve (14) and nozzlebody (16) are matedby lappingto make up a precision
matchingpartsin pair.When assemblingand disassembling, they are neverallowedto be
a exchanged.The fuel injectorbody (7) and needlevalve body (16) are positionedto each
t other by dowelpin (13)and fixedwith the nut case (12).When the injectoris installedinto
I the cylinderhead,its lowershoulderis sealedwith a 2 mm ihick coppershim (15).A little
I fuel seeping from the gap betweenthe matchingparts passesthroughthe fuel return
passagelinkedwiththe boreof the injectorbodyand flowsout fromthe holein the midJayer
I wall ofthe cylinderhead.The fuel returnpassageat the intermediate
cut in the injectorbody
I is sealedby rubber"O" rings(8) in the grovesaboveand underthe cut.
o Only in the casethat the engineis operatedon heavydieseloil of highviscosity,the cooling
a type injectorswill be used.The injectoris cooledby the independentcoolingsystem,the
t coolingmediumis 40CD lube oil, the pressureof lhe coolingmediumis from 0.2Mpato
0.3Mpaand the temperatureis from 80Cto 90C.The independentcoolingmoduleof the
o injectorneedorderindependently.
I
4.7 Maintenance and Overhaul of the Fuel System
o
4.7.1. VentingAir In the Fuel $ystem
I
a Any air presentedin the fuel systemwill cause difficultiesin enginestarting,reductionof
poweroutput,even unfrcd. Air may leak into the fuel systemif the junctionsin the system
o beinginsufficientlytightened,fuelfilteror transferpumpbeingimproperlysealed,insufiicient
a fuel storedin the fuel tank,or majorpartsin the systembeingseriouslyworn off, especially
a when restartingthe enginewhichhad beenshutdowndue to no fuel supplied.
o Priorto the startingof engine,expellingof air from the fuel systemshall be carefullymade.
To do this, toosethe air vent plug and needlevalve (1) atthe end of manifoldwhile pumping
a fuel oil intothe engine.When no air bubblebut only continuous fuel flowgoes out, retighten
o
o 4-10
a
o
o
a
o
o
o
o
e
o the plugand closethe needlevalve.
o lf the fuel oil systemof the dieselengineand its pipingare empty,to fill themwith fuel oil, it
o is recommended to screwoff the air vent plug (14) at the injectionpumpin orderto expel
I thoroughlythe air whichcouldbe retainedin the system.
a 4.7.2. Washingthe Fuel Filter
o This engine is equippedwith semi-automatic filter which is composedof the two parallel
a filter drum. There is a wirewoundfilter core in every filter drum. When the filter core is
o cleaned,loosenthe tightenednut and take out it. The mesh size of the fine filter is 400
mesh/inchand semi-finefilteris 202 meshes/inch.
o
When the decreasingpressureof the filterreachesthe stipulaledvalve , the enginedoes
o not stop , the filteris not dismounted,the transitionhandleis swungfor severaltimes,the
I filteris carryingout to backflushand dischargeautomatically.
o One of the parallelfiltersmay be closed, dismountedand cleanwhileanothermay fulfillthe
o requirement of filteringthe dieselengineduringengineoperating. Whenthe handleis at the
I positionof "stop in the left' or "stop in the right' , one of the filter is closed.When the
backflushingof the filter can not reducethe pressure(more than 0.1MPa),the filter is
a dismountedand cleaned.When the engineis operaledon heavy dieseloil and the filter
o screenof the filtercorehas gumwhichis difficultto clean,the filtermay dip for sometime in
o the waterwithmetalcleaningagent,then brushwiththe brush,finallydry it withcompressed
a air.
a Thereis a air reliefvalveon eve!'yfiltertop.When the filtersuppliesoil for the firsttime or
afterthe filteris dismountedand cleaned, the air reliefvalveshouldbe opened,the air in
o The valveis closeduntilthe air bubbleof the dieselis disappear.
the filteris discharged.
o 4.7.3. Repairof the Fuel DeliveryPumps
a
The fuel deliverypumpis dismountedin the followingsequence:
a
o 1) the pipingof the pump.
Disconnect
a
a 7
o
a I
o
o
o
a
o
a Fig. 4-7 Glass Gaugefor Gheckingthe AdvanceAngle of Fuel Injection
o Thereare two methodsto adjustthisadvancedangle:(a) alteringthe lengthof the tappet;(b)
o alteringthe peripheralpositionof the fuel cam on the camshaft.
a Openingof the fuel inletportwill be reducedwhen alteringthe lengthof the tappet.
o When advancedangleis muchdeviation,alteringthe peripheralpositionof the fuel cam on
o the camshaft.
o It should be noted here that the openingof the fuel inlet port shouldbe maintainedin range
o of 4.0-4.3mmno matterwhichmethodyou adoptedto adjustthe advancedanglefor fuel
o injection.
a The downwarddistancefromthe scalemarkon the pumpcasingto the steppededgeof the
guidedpart of the plunger,observedvia the sight-glassin the lowerpart of the pump(Frg.
o 4-3 "a" ), representsthe inlet port opening.
o (1) Alteringthe lengthof the tappet
a
Removethe coverof the sight-glassin the tappethousing,loosenthe lock nuts M8. Screw
a the adjustablecap:the advancedanglebeingdecreasedwhenscrewingout, but increased
o when screwingin. Once the positionof the cap being all right,tightenthe lock nut, and
a checkthe advancedangletwicer.rccording the abovemethod.
o (2) Alteringthe peripheralpositionof the fuel cam
o Removethe coverof the camshafichamber,fit the oil pipe of the manualpump onto the
o hole on end face on the fuel cam as shown in the Fig.4 -8. High-pressureoil from the
manualpump (320.103A.00) is deliveredto the annualgrooveA of the cam which is thus
o swelledup and the oil oozesout of both sidesof the cam. The cam is swelledup as the
a pressurereaches180-200MPa,an oil film is thus formedbetweenthe matchingsurfaces
o and the cam can be freelymoved.
a
4-16
o
a
o
a
o
o
a
o
o
o Beforeconnectingthe oil pipeontothe holeof the cam,the flywheelshouldbe turnedfirstof
o all to the angle needed for adjustingthe cam in question,and the inspectionpipe
o 320.100.160shouldbe fittedto the fuel injectionpump.As soon as oil oozes out of both
sides of the cam and the cam can be treelymoved,turn the cam 5'-10" manuallyto the
a directionof loweringthe plungeras the manualpumpis continuously working,then slowly
o turn backthe cam whilecarefullykeepan eye on the levelof the pipe.As soonas
inspection
o this level starts raising up, stop turning the cam and oil pumping,and releasethe oil
o pressure,the cam is thus ftxedon the new position.Renpve oil pipe,checkthe advanced
angleand the positionof the camshaft.
o
No pressuregaugeis requiredfor the manualpump as the pressureis in fact higherthan
o the range of the gauge.Oil used for the manualpump is gear oil or locomotiveoil with
o higherviscosity.
a
o
o
I
o ;;l;:i:
o ,r.\
o
o H:
o '^.t;
o
o
I
a
o Fig. 4-8Adjusting of the AdvancedAngle for Fuel Injecfion
o 4.7.7 Maintenanceand Repairof the Fuel Injector
e Requiredconditionfor normalworkingof the injectoris to maintaina fuel injectionpressure
o of 30MPa,to ensureperfectatomization and no dripping,to stopfuel injectionflatly.All this
o should be checkedbeforefittingthe in.iectoronto the engine.
o During engine operation,the working conditionsof the injectorcould be checked by
o touchingthe high-pressure fuel oil pipe,observingthe colorof the exhaustgas, measuring
o the exhausttemperatureand fidngpressureetc. In caseabnormalconditionssuch as dark
exhaustcolor,high exhausttemreratureor abnormalfiringpressureetc. being observed,
a the injector should be replaced ir\ time, and those abnormalinjectorsshould be carefully
o
o 4-17
O
o
a
o
I
o
o
o
o
@"*."
I checked.
I (1) Generalfaultsof the injector
o The injectorcould be checkedfor faults based upon the conditionsof the exhaustgas.
o Consequently, observation of the exhaustcolorshouldbe carriedout duringidlingwith one
a cylinderstop fuel deliveryin turn. In this way, the exhaustcolorwill be normalwith a very
) littlespeedvariationas the faultinjectorstopsinjection.lf the enginespeedbeingevidently
reducingdue to one injectorstopsfuel injection,this injectorshouldthus be a normalone
o withoutfault.
a The injector removed from the engine should be tested using injector tester before
o disassembling so as to judgethe abnormalconditionof the injectorand repairit.
a Generally,
fuel injectorfaultsare:
o (a) The needle valve is opened as the fuel pressure has not yet reached 30MPa;
a (b) The fuel is continuously flowing into the comhustion chamber without
o atomization;
o (c) Fuel injection could not sharply stop but with dripping;
o (d) Fuel sprays from differcnt injection holes differ from each other;
t
(e) No fuel injected or injected fuel being changed to branches as the hole being
o blocked.
o (2) Disassemblingthe injectcr (Fig a-5)
o (a) Clamp the injector with the nozzle downward in a bench vise with soft jaws.
o Loosen the lock nut (4), screw in the adlustable threaded rod (5) anti-clockwise
I to release spring (9).
o (b) Turn the injector upside down with the nozzle upward, remove the nut case (12)
a and then the needle valve and the valve seat Remove downward the lock nut
I (4), the threaded rod (5), adjustable sprtng p) and push rod (10).
a e) Checkthe injectionpressureonceagain.
o (e) Test and calibration of the iniector.
o The injectormay be testedin the injectortesterdeliveredwith the engine,it can also be
a testedby connectedto one of the fuel injectionpumpswith manuallyfuel pumping. In the
lattercase,high pressuregaugeshouldbe installedin the connectingpipefor checkingthe
a in.iectionpressure.
I
a) Operatethe manualpumpiirghandleto keepthe fuel pressure2MPa lowerthan the
a injectionpressure,i.e. 2BMPa,to checkthe needlevalvefor leakagein 10 seconds.
o Fuel injectionhole is allowedto be wetted but not leaked.lf there should be oil
a dripping,reconditioning shouldbe carriedout.
o b) Adjustthe openingpressureof the needlevalve to be 29.4-30 MPa, then carryout
o atomizationtest with 40-80 injectionsper minute.The fuel spray should be well
atomizedwith evenly distributedoil dropleb in every section of the spray. Fuel
I injectionshouldstart and stop in time with ringingsound.When the injectionhole is
o blocked,removethe dirtwiththe steelprobe.The diameterof the probeis thinnerthan
I the iniectionhole.
t
e
t 4-19
a
a
a
o
I
o
t
o
o
I
o
I
I
o
o
o
a
o
o
t
o
I
a
o
o
I
a
o
o Fig. 4-9 Fuel InjectionPump Test Band
o
I
o
a
o
o
o
o
o
o
a
o
o
o 4-20
t
e
o
o
a
a
o
o LUBRICATING
SYSTEM
o
a
o CHAPTER 5 LUBRICATINGSYSTEM
o
t 15
o
a .I
o
t
o
M
o
a
o
I
a
a
t
o
o
a
t
e
a
I
O
o Fig. 5-1 LubricatingSystem
o The thermoregulator (16) is fittedat the inletof the lubeoil coolerand connectsoutletof a
a by-pass pipe. Duringthe engine startingup, the lube oil cooler passageis cut off by
thermoregulator (16), lube oil flows into engine directly without cooler, so that the
a temperatureof the lube oil in the systemcan be increasedrapidly,thermoregulator (16)will
a openthe lubeoil coolerpassageaccordingto the temperature parameterwhichis set, then
o mostlyor full lube oil by-passing the lubeoil coolerbeforeinletto engine.This is necessary
o especiallyin the severe cold area for the requirementof the lube oil temperaturein
maintenance of the engine.
a
o It is recommendedthat ballvalve(17)shouldbe fittedon the inletand outletof the lubeoil
a for maintenance
coolerrespectively convenient.
a 5-4
o
a
a
o
o
o
o
LUBRICATING
SYSTEM
o
o
o 1. Disconnectall pipesand biockall holeswithcleancoversto preventforeignmatterfrom
o entering.
o 2. Loosingthe bolts for connectingthe pump with the front cover of the engine,and
a removethe pump.Put a preparedcardboardcoveron the holein the frontcover.
a 3. Inserta steel bar in the hole of the hub of drivinggear (3) to preventthe shaft from
o rotating,then loosethe nut (1), removethe gear (3) and flat key 16x 55..
a
4. Loosethe boltM10x35 andthe pin G8120-810X40,
removebearingboss(6).
O
o 5. Removethe drivinggearshaff(7) and drivengear shaft(9).
o 6. Loosethe cap nut, measureand recordbulgeof pressureregulatingtube (18),then
O removeothercomponents of pressureregulatingvalve.
o 7. Cleanall the componentswith dieseloil, inspectthe wear for pumphousing,gear and
a bush,maintenance and replaceaccordingto actualcondition.
a
o procedures,
The pumpcan be assembledin the reversesequenceof the above-mentioned
it shouldbe notedas follows'
o
o 1. All componentsto be assembledshouldbe cleanwithoutany burror partingJineflash.
o 2. Axial and radialclearancesgivenin Chapter1 shouldbe ensured.Axialclearancecan
o be ensuredby meansof suitablenumberof shirnsor scrapingdown the end faces of
o the pumphousing.
o 3. The seamingof bush(4)is accordingto Fig.5-2if the bushshouldbe replaced.
a
4. When the pressureregulatingvalve is assembled,it shouldbe ensuredthe dimension
o of bulge quantityfor pressureregulatingtube when disassembling, then lock it. lf
o replaceany componentof pressureregulatingvalve, it should regulatethe opening
o pressureto 0.7MPa.
o 5.2 Lube Oil PressureRegulatingValve
a
o The pressureregulatingvalvefittedin parallelwith the lube oil pipeworkfor regulatingthe
lube oil pressurehas been adjustedin the workshopbeforedelivery.However,attention
o shouldbe paidto the lube oil pressureof a new engineduringcommissioning- In casethis
o pressurebeingbeyondthe recommended values,the valveshouldbe re-adjusted.
o The pressureregulatingvalveworksas follows.
o
o As shown in Fig. 5-3, the inlet,shown by chamberA, is connectedwith the pressureoil pipe
o 5-r
o
o
a
I
t
a
o
o LUBRICAI'ING
SYSTEM
o
o afier the lube oil pump; the outlet,shown by chamberB, is connectedwith suction oil pipe
a beforethe lube oil pump,chamberA and B are closedby valve(7).The lubeoil pressureis
t adjustedby adjustingscrew (3.) and spring (6), (the adjustedvalue is 0.45-0.55MPa).
Whenthe lubeoil pressureis overthe adjustedvalue,the pressureis actedon the valve(7)
a by chamberA is higherthan the pretightening forceof spring(6),thus the valve (7) opens
O with the resultthat inletis connecledto the outlet,and the pressurein the inletdecreases.
o When the pressure in the inlet decreasesto adjustedvalue, the force at the valve (7) and
o spring(6) are balancedeachothel the valve(7) stopsai the positionshownin the Fig.5-3.
When the pressureis lowerthan adjustedvalue,the forceat the valve (7) is less than the
a pretightening forceof spring(6),the valve(7) is closed.
o
o
o
o
t
a
o oit
Pressune
a
I
t
e
a
a
a
a []il neturn
a
o Fig. 5-3 i.ube Oil PressureRegulatingValve
a l.valve housing 2.pressureregulatingvalve seat 3. adjustingscrew 4.O-typesealed
o ring S.springseat 6.spring T.valve
o 5.3 Lube Oil Filter
a
o Lubeoil filteris usedfor removingmechanicalimpuritiesandjelly sedimentsin re-circulating
cleaningfillertype is employed,whichis composedof six filterdrums
o oil. A semi-automatic
dividedinto two filtersin parallel.Each filter drum has a filteringelementis bundledby
a wire-steel,it can be removedto cleanby loosingthe lockednut.The net meshof the lubeoil
a filteris 264 meshoeLinch.
o 5-6
a
o
o
o
a
o
o
o LUBRICATING
SYSTEM
o
o When the pressureof filterdecreasingto the prescribedvalue,it can backwashand drain
o as long as movingtransferhandlefor manualseveraltimes,withoutstopping
automatically
O the engineand dismounting the filter.
a Two filtersin parallel,eitherfllterscan be cut off for cleaningduringengineoperation,while
'left
o the other can meet the requirementof the filtration.Turn the handleto the position
o stopping"or "rightstopping"to close one filter.The pressuredecreasingof filter can't be
reducedwhen movingthe handlewith manualto backwashautomatically, dismountthe filter
a to clean.Duringthe engineoperateon the heavyfuel oil,thereis jelly sedimentscementon
o the filterscreenwhichin the filteringelementis hardto clean,here,put the filteringelement
o to the waterwhichis addedmetalliccleaningagentto lookfor a periodtinreand scrubwith
brush,finallydry it usingcompressed air.
o
o A vent plug(3) is providedin the top coverof eachfilter.lf the filterbeingthe firsttime in use,
o or reuseaftercleaning,this plugshouldbe loosenedto releaseair in the filteruntilno air in
the out-tlowingoit.
I
a 5.4ManualOiling
o Someof the bearingsare not suitablefor forcedlubrication, for example,the bearingsof the
o fuel controlrod for the fuel pump,those in the controlbox etc. Handoilingis thus required
O for thesebearings.Somegreaseor few dropsof lubeoil are requiredfor an intervalof one
o week.
o -!
o V
I
I
o fi*u
I
o lhoh nufl?t
o
a
o Fig.6-1 Cooling System
o
e pump 3.freshwaterpump 4.maininletpipefor fresh
l.seawaterstrainer 2.seawater
o regulator7.lubeoil cooler S.temperature
water S.freshwater cooler o.temperature
relay 9.air cooler 1o.three-way valve 11.mainoutlet pipe for fresh water
a l2.superchargerl3.expansionwaterbank 14.angle{ypeshutoffvalve
o
a 6-l
a
o
a
o
o
o
I
o COOLINGSYSTEM
o
a The coolingsystemadoptedis of an closedsystem.The coolingcircuitdiagramis in Fig.
a 6-1. The cylinder,cylinderhead and the turbochargerare cooledby the fresh water and the
I lubeoil coolel freshwatercoolerand supercharging air coolerare cooledby the sea water.
Thereare two centrifugalwaterpumpson the front coversof the engine.One is sea water
o pump(2),the otheris the freshwaterpump(3).Seawaterentersthe sea waterpump(2) via
a the sea valve in the cabin,to inletwater valve,to sea water filter (1). The sea water is
a pumpedby the pump(1) to the air cooler(9),then to the lubeoil cooler(7) and to the fresh
o water cooler(5), finiallyto the sea via dischargingpipe.The freshwatersystemis a close
type circulatingsystem in which the fresh water pump make the fresh water circulate
a betweenthe coolingchamberof the engineand freshwatercooler(S).Thesteamor air in
o fresh water comingfrom the water outletmanifoldare dischargedto the expansionwater
o tank (13) throughthe pipe connectedbetweenthe expansionwater tank and the water
outlet manifold.The expansionwater tank is equippedwith water adding pipe for
o compensating the freshwaterof the coolingsystem,an overflowpipeand a pipeconnected
o with the inlet of the freshwater pump.The tank'spositionshouldbe 4 m higherthan the
a centerline of the enginecrankshaft. The freshwatercomingfromthe wateroutletmanifold
o (6)
entersthe temperatureregulator which automatically regulatesthe water flow into the
freshwatercooler(5) to maintainthe waterintolhe enginewithin60-70C, and then passes
a throughfreshwatercooler(5),afterthat,the freshwateris pumpedby freshwaterpump(3)
o into the water inlet manifold(4). There,the fresh water is dividedinto two branches:one
t branchcoolscylinderlinersand windsup to cylinderheads;the otherbranchdirectlyenters
a the turbochargerfrom the end of the water inlet manifoldto cool the turbine and the
compressorcasings.Then, the two branchesfinallyjoin each other in the water outlet
I manifold. After that, the fresh water is again pumped by the fresh water pump into the
I engineto repeatthe samecirculation.
o There is a inletof the sparefreshwater pump in the inletmanifold, when the sparefresh
t waterpumpis started,the angleshutoffvalve(14)is closed.
o
o In orderto monitorthe coolingwateroutlettemperatureof cylinderheads,the thermometer
pipeof eachcylinderhead.
is installedon the waterdischarging
a
I As shownin the coolingwatercircuitdiagram,thereare severalshutoffvalvesmountedon
pipe linesfor the purposeto regulatethe waterflow passingthroughcoolersto controlthe
a temperatureof the lube oil, freshwater and supercharging air.When the engineis started
o and operatedin the cold season,it is necessaryto reducethe coolingwater flow to maintain
o lube oil at an appropriatetemperature.The water inlet pressureis measuredby the
e manometerand the temperaturr,: by thermometers. Furthermore,a temperaturerelaywith
alarm may be installedto monitorthe conditionof the coolingwater system.
o
I To preventthe water chamberof the enginefrom cracksdue to cold weather,remaining
a water in the dieselengineand coolersshouldbe dischargedwhen the enginestops.In an
s 6-2
I
a
a
o
t
C
o
o COOLINGSYSTEM
a
I the enginecan be cooledwith seawatersuppliedby a stand-bypump.
emergency,
o
Apart from the water inletand outletpipesmountedon lhe engine.All other pipes,valves
I
and the expansionwatertankare suppliedby the user'.
o
a When the engineoperateson the HFO,it is equippedwith the cleaningdeviceof the turbo
in order to erase the carbonin the leafs of turbo,so the turbochargercan work in good
o condition.The waterin the cleaningdeviceis the innercircuitwaterof the engine.
o
I 6,1 Gooling Water Pump
o
o t,:'.j-_l:t
I
o
I
a
I
o
a
a
o
a
o
a
o
o
c
o
o
o
o
o Fig. 6-2 CentrifugalWaterPump
o The coolingwaterpumpsis installedon the frontend coverof the engineand directlydriven
a by the crankshaftspringgear.The pump body (8) is securedon the bracket(5), and the
a
a 6-3
a
a
o
o
I
o
o
I COOLING
SYSTEM
o
o waterinletpipe is connectedwiththe frontend coverplate(9) of the pump.Screwplug (16)
a fittedat the lowerpartof the pumpbody (8) is usedfor removingthe remainingwater.The
o impeller(10) is mountedon the taperend of the pumpshaffby the key (13) and pressed
tightlyby the nut (11).The nut(11)is screwedand lockedby the lockingpiece(12).
I
a In orderto preventthe pressureowater in the pump bodyfrom leaKingback to the inletof
I the pump,water-sealring (14) is pressedbetweenthe inlet rim of the impellerand cover
plate(9).The clearancebetweenthe water-sealringand the inletrim of the impellershould
a be maintainedin 0.12-0.22mm.The mechanicalseal deviceshouldbe installedbetween
I the pumpshafr(15)and the pumpbody(8) in orderto sealwater.
o There is a section of cavum betweenthe pump body (8) and bearing box of bracket,The
o screwplug (20)fitiedat the lowerpartof the cavumis usedfor removingthe water leaking
o fromthe pumpbodyand the oil fromthe bearingbox.
o The pumpshaft(15)is supportecon a type 1309ball bearing(6) at one end of the impeller,
a two type 408 ball bearings(4) at gear end .All the ball bearingsare housedin the bracket
o (5)lubricated with the oil splashedfrom the crankcaseofthe engine.The type HG4-692-67
a oil seal ring is fittedon the bearingseat and shaft near to the end of the pump body to
preventthe lube oil from leakingfrom the bearing,and waterenteringthe crankshaftbox.
o The ball bearingsis directlylubricatedby the oil pipe.
o
o 6.1,1 Repairof the Water Pump
o When the changeovervalve for the baning and startinglinkage mechanismis at the
a starting position and after the handle of the operatingcontrol box is turned to the
"WORKING I " position,when the handle of the startingcontrol valve is moved to
I 'STARTING'position,
the startingcontrolvalve (7) is opened.The compressedair enters
t the top chamber K of the main startingvalve (10) which is thus opened, and the
I compressedair waitingin the chamberA of the mainstartingenterschamberC immediately,
o and then flows into the air inletpipe,air distributor(11)and startingfuel limiter(3).The air
the air accordingto the fire orderto openthe startingvalve(4) of each
a distributordistributes
cylinderby burning.Compressedair from the air inletpipe entersthe cylinderto push the
o pistondownand lhereforerotatethe engine.At the sametime,whenthe mainstartingvalve
o is opened and the enginestarts,the startingaccelerator(1) is actuatedby the compressed
a air comingfrom one air line, pullingthe fuel controlrod to increasethe fuel injectedinto
cylinderswhile the startingfuel limiter (3) limits the fuel injected into cylindersat a
a appropriatevolumeto preventthe enginefrom startingrudely.
a
t As the enginerunningat a certainspeed,self-ignition of the injectedfuel is realizedwhich
can be judgedby listeningto the exhaustgases.The startinghandleof the startingcontrol
o valve (7) should be movedas soon as possibleto the originalpositionafter successof
a starting.The startingcontrolvalve is then closed,air distributorand startingair pipingare
t relieved,the startingvalveis closedand the startingprocessis completed.
o Whenthe changeover valvefor the barringand startinglinkagemechanismis at the position
o of the barring,the startingair is cut off and the dieselenginecan not start.
o 7.1Air Distributor
a
o Air distributorshownin Fig.7-2 controlsthe startingvalvein the cylinderheadto be opened
by startingair in the sequencea* the firingordel allowingthe compressedair to enterthe
o cylinderto startthe engine.
a
a The distributoris locatedat the freeend ofthe engine.In centralpartofthe distributor,
there
is a startingcam (12) fittedin one end of the camshafi.The cam is so designedthat the
o enginecould be startedno matterwhich positionthe crankshaftbeing.
t
Thereare two ring grooves(A) and (B) in the housingof the distributor(7), and eightslide
o valves (6) and (11).A pipe at the outlet of each slide valve (C) connectsthe distributor
o accordingto the firingorderto the staringvalveof the cylinder.Thereis also an air inletfor
a chamber(A). Compressed air enteredchamberAfromthe mainstartingvalvepushesspool
I (11)towardthe cam. As hole (C) beingopenedby shoulderof the spool,compressedair
I
7-2
I
o
o
a
o
a
a
a STARTING
SYSTEM
a
o flows through hole (C) to correspondingcylindervia a pipe to open the startingvalve, and
o then rotatesthe canshafi.Everyslidevalveis then openedat 50AfrerT.D.Cby turnwith a
a periodof ggoCA.
a
I
a
o
t
o
a
a
o
a
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a
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o
o
a
o Fig. 7-2 Air Distributor
a
a When the startingprocesscompietedand chamber(A) relievedfrom compressedair,slide
valve (11)is returnedby spring(4) and disengagesfrom the cam. Hole (C) is cut off from
o chamber(A) but connectedto (B).The sectionof compressedair pipefromair distributorto
I via chamber(B).
startingvalveis relievedas air beingreleasedto atmosphere
a Thereare "O" ringsin innerand outersidesof the holder(1) for sealing.
I
a 7.2 Main Slarting Valve
o The mainstartingvalveshownin Fig.7-3 is sucha majorcomponentwhichis swiftto supply
a compressedair to the startingvalveof everycylinderfor enginestarting,and to relievethe
o startingpipe-workfromcompressedair.
o Compressedair with a pressureof 3MPafrom the air bottleflowsinto chamber(A) through
I hole (P),the valve(19)in this caseis closed.Piston(15)in the upperpartmovesdownas it
receivingthe startingsignalvia hole K from the slartingcontrolvalve in the local panelor
o
a 1-3
o
a
a
a
t
a
o
o STARTING
SYSTEM
a
o from a remotecontrolsystem,to open valve (19). Compressedair enters chamber(C),
I flows to the inlet pipe for staftingvalves in cylinder heads. Compressedair is then
o distributedinto branchesfor enteringstartingvalveof eachcylinder.Baseduponthe signal
from the air distributor,compressedair flowsintothe cylinderin the sequenceas the firing
a orderto push downthe pistonand startengine.The rubbersheetof valve(19) is pressedby
I the bottomof piston(15)to cut off the connectionof chamber(C) and hole (O), preventing
a the air in chamber(C) fromleakagethroughhole(C).As the startingprocesscompletedand
o the enginebeingin normaloperating,hole(K) is relievedfromcompressedai1 piston(15)is
returnedby springs(16) and (1i'), valve(19) is closed.Compressed air in the inletpipefor
a startingair is relievedto atmospherethroughhole(C) via the centralholein piston(15).Any
a heattransferredfromthe startingvalvecan be rejectedvia hole(O).
o
a
o
t
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a
t
I
a
a
a
o
I
o
I
o Fig. 7-3 The Main StartingValve
o
a Theretwo holesin chamber(A),orreof themis for connecting
panel
air in the control to indicatethe pressure
to the manometerfor starting
of startingair,the otherone for connectingto
o the pressurereducingvalveand air filter,etc. for conhollingair source.
o A hole is providedin chamber(C) for connectingto inletof the air distributor.
Air distributor
o will receivecompressed air as air enteringchamber(C).Openingor closingsignalsare thus
O emitted.
a
o
a 7-4
a
o
o
a
t
a
o ,A'.
o SYSTEM
STARTING @
\w,. cE€
o r
o 7.3 StartingControlValve
I
o
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o
a
a
o
a
a
o
o
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a
a
o
o Fig.7-4 Startingcontrol valve
o There are notchesfor two positionsof handle(1) with an indicatorto show the working
a statusof the handle.
a
a t-J
a
o
a
a
I
o
a STARTING
SYSTEM
a
o 7.4 Starting Valve
o
o A startingvalveshownin Fig.7-5 is fittedslantinglyin each cylinderhead.Compressedair
from chamber(C) of the mainstartingvalveenterschamber(A) when starting,while valve
o (2) is closedby upperspring(6). Piston(8) movesas compressedair comingfrom the air
I distributorthroughhole (K),to openvalve(2), air waitingin chamber(A) entersthe cylinder
o immediately to pushdownthe pistonfor enginestarting.Strokeof the startingvalve(2)is
a Z€mm. Strokeshouldbe controlledin thisvaluein casethe startingvalvebeingdismantled
and reassembled. Whenfittedthe valveonto the cylinderhead,attentionshouldbe paidto
O
tight two boltsevenly,and to cheekat hole (K) in the upperpirt if piston(8) can be freely
o movedto avoiddeformation of the valvecoverwhichmayseizethe piston,makingthe valve
o ineffective.
o
o
o
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a
o
o
o
o
o
a
o
a
a
a
o
o
o
t
a
o Fig. 7-5 StartingValve
a
o
o 7-6
a
a
o
a
o
o
o
a SYSTEM
STARTING
o @
a 7.5 Starting Accelerator
o
o
o
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o
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o
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o
t
o Fig. 7-6 StartingAccelerator
I
a The startingacceleratoris mountedon the platformof the camshaftwith the ball head screw
beingupwards,aligningwith the limitingarm of the fuel controlrod.At the beginningof the
I
starting of the engine, the oil pressureof the hydraulicgovernor has not yet been
o established. will pushthe fuel controlrod to supplyfuel
At this time,the startingaccelerator
o to the engineso as to startthe enginerapidly.
o The acceleratoris a pneumaticservo,with a piston(5) mountedin the cylinder(4). On the
o piston,a ball head screw('1)is mounted.When startingof the engine,the compressedair
a from the air inletpipe entersholeA, liftsup the pistontogetherwith the screwand pushes
o the limitingarm of the fuel controlrod. At the time, the rod rotatesin the directionof
increasingfuel. In this case, the fuel injectionpump will supply certainamount of fuel into
a cylindersand the dieselenginein the startingcoursewill soonbe ignitedand started.When
I the startingprocessis completed,air in the pipelineis relieved.Piston(5) of the accelerator
I resetsunderthe actionof spring(6) and is out of the fuel controlrod.
o 7.6 Fuel Limiter
o
The fuel limitershown in Fig.7-7 are mountedon the platformof the camshafl,placed
o the startingof
againstthe limitingarm on the fuel controlrod. lt actsas the function:.during
o the engine,it can limitthe fuelinjectedintocylindersto avoidan extremelyhighspeedof the
o engineafterstarting.
t
a
o
o
a
o
o
o
a
a
o
a SYSTEM
STARTING
o
o
o
o
a
o
a
o
o
a
o
o
o
o xJ(
a
Fig.7-7 Fuel Limiter
a
o How does the Fuel Limiterwork?
o ScrewholeA is connectedto the mainair-starting pipe.When startingthe dieselengine,air
o comesthroughthe screwholeand pushespistonrod (6) to the rightside at the sarnetime,
a limitsleevebanel (7) is pushedtu the left side untilthe end face of piston(4) is stoppedby
a the lefi end faceof limitsleevebarrel(7).At this time,ball screw(12)at the rightend of the
pistonrod is placedat the adjustedpositionto preventthe fuel controlrod from rotatingin
o the fuel increasingdirection,thus the fuel injectedinto cylinderswill be limited at the
o adjustedvalue.Whenstartingis completed, the compressed air is relievedthroughthe main
O startingvalveand piston rod (6) resetsundertheactionof the spring(5).At the time,the fuel
a controlrod can receivethe actuationof the rockerarm of the governorto controlfuel.
o The valve sheet shouldbe repiacedif the sealingbeingineffectiveas the sheet material
o rubberwith a
deterioratedby corrosion.Materialfor the sheetshouldbe hardyoil-resistant
o Shorehardnessof 75-85.
o
I
o
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o
o
o
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t
o
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o
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o
a 7-12
I
o
o
t
o
o
a
o CONTROL
SYSTEM
o
o
o GHAPTER8 CONTROLSYSTEM
a 8.1 Principleof ControlAction at local engine
o
a
o
o
t
o
a
o
O
o
o
o
o
a
o
o
a
a
o
o
o renot€oir sorrcpfron o./tslde
6):Connect
o
o Fig.8-1Principleof the control system
I 1.air bottle 2.main air filter 3.main startingvalve 4.manometer 5. air dishibutor
o 6.startingvalve T.startingoil quantity limiter S.speed controller 9. shuttle valve
l0.control box 11. value fixer l2.control handle l3.starting control valve
t l4.conversionvalve 1S.oil sprayer 1G.water-separating gas filter 17.cut-offvalve
a l S.manometer l9.security valve 20.air bottle assembly 21.check-valve 22.relief
o pressurevalve 23.low-pressure air bottle assembly 24.emergencystop device 25.
o barringand startinginterlockingmechanism 26.startingaccelerator.
o
t
8-l
o
o
o
a
a
o
I
o CONTROL
SYSTEM
o
o Fig. 8-1 showsthe principleof controlaction.Referenceshouldbe madeto Chapter7 for
o the functionand construction
of majorstartingelements.
o As shownin Fig.8-1, the partswiththe number(15)-(23) are the controlair sourcesystem
a with the air pressureof 0.6MPa.
o 8.1.1 Starting
o
o At the first,open the outletvalve of the air bottle(1),and move the controlhandle(12) to
o "WORKING I "position,then move the lever(13) to the "STRATING" position,thus the
engine starts.In this case, the changeovervalve of the barringand startinginterlocking
a mechanismshouldbe 'STRATING" oosition.Referenceshouldbe madeto Chaoter7 for
a the workingprinciple.
o 8.1.2 Operation
o
o The lever(13)shouldbe returnedto its originalpositionas soonas the startingis successful.
In this case, the speed of the enginedependson the positionof the handle(12), i.e. the
o largerthe angleof handletowardsthe directionof working,the higherthe enginespeedis.
I However,the correctspeedshouldbe readon the tachometerin the instrurnent panel.
o The lifi ofthe valuefixingcam dependson the positionofthe handle(12),The pressurized
a signalis deliveredby the valuefixer(11), accordingto the lift of the valuefixingcam,which
o flows via the shuttlevalve (9) into the one-waythrottlevalve and the speed regulating
o cylinderof the speedcontroller(8) to makethe pushingbar of the speedcontrollermoveto
o controlthe arm of the governorso as to changethe springpre{ighteningforce of the fly
weights ,so the governorcontrolsthe supply system ,and thus the engine speed is
a controlledat an appropriate value.
o
o In case that the valuefixeror the speedcontrolleris out of orderto fail to controlthe engine
speed,ihe enginespeedcan be controlledby the emergencyhandlebesidethe governor
o (see Frg. 9-3 in Chapter9).
o
o 8.1.3 Shut-down
a comoleted.
a 8-5
o
o
o
a
o
I
o
o CONTROLSYSTEM
o
o downwardsto a new position,the valuefixerwill repeatthe above-mentioned motion.But
o the outputpressurewill be changedto a new stablevaluewhich is a functionof the axial
o displacementof the valvesleeve.
I After valve sleeve(2) resetsand movesupwards,the pressingforce of valve (12) will be
o relivedinstantaneously. The compressed air in the cavityb is led to atmospherethroughthe
o cavityc and the pressureis reduced.The forceof balancespringis higherthanthe air force
actingon the balancepiston,so the pistongoes upwardsuntilthe pressurein the cavityb is
a reducedto the adjustedvalueand valve(12) is shut.Whilevalve(14)on the upperpartwill
t be in closed state. As a result,the output pressurewill be reducedto a slable value
o corresponding to the lift of the value-fixed
cam.
a The outputof the valuefixeris 0.1-0.6MPaor 0.6-1MPa.The outputair is led intothe
o speedcontrollerto controlthe governorand steplessvariablespeedcan be obtained.
a 8,4 Speed Controller
o
o Speed controlleris a action elernentfor remote control system, it can control the engine
a speedaccordingto the signalwhichis sentby valuevalvein the remotecontrolsystem.
'l Speed controlleris consistedby speed controlsever with diaphragmtype and one-way
I throtllevalve.the pressureshouldnot be exceed0.49MPa.
o
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O
a
o
a
o
a
o
o
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a
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o
o
a 8-6
o
o
o
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o
o
a
o CONTROL
SYSTEM
o
o Fig. 8-4 SpeedController
I
o In the speedcontrolseverwith diaphragmtype,rubberdiaphragm(11)and pushingrod (14),
the up and down supportingplatesof diaphragm(10),(9) is connectedby nut (13),on the
o top of the diaphragmis fitted balancingspring (12), while on the top of the pushingrod
o connectthroughhingejoint(16)via swingrod (3) and rotaryhinge(1). When the pressure
a of the compressedair from the value fixer increases,the compressedair flow into the
chamberB via the hole A and then the throttlevalve (4). The pushingrod (14) is pushed
I upwardby the compressedair till the pressureof the compressedair in the chamber(B) is
o balancedwith the pressedtorce of the balancespring (12) and the pushingrod at the same
o time stops a position;bui when the pressureof the compressedair from the value flxer
a decreases,the pushingrod is pusheddown by the pressedforceof the balancespring(12)
and the compressedair the ChamberB flows backto the fixervaluevia one-wayvalve (5)
t and the hole A till the oressurein the chamber B is balancedwith the pressedfotce of the
a balancespring(12) and the pushingrod stopsat a new position.Duringthe movernentup
t and down of the pushingrod,it makethe swingingrodconnectedwith the speedregulating
shaft of the governorvia a set of controllinkagesswingto move the fuel controlrod so that
o the enginespeedis controlledat a corresponding speed.
I
o The open of the throttlevalve has been adjustedin the Factoryfor delivery.lf the engine
speedis foundunsteadyduringoperationof the engine,the openof the throttlevalveshould
o be readjustedby the userfor a steadyenginespeed.
a
a 8.5 Shuttle Valve
o
a
o
o
a
a
a
o
o
o
t
o Fig. 8-5 Shuttle Valve
o The shuttlevalve shown in Fig- 8-5, is a two-waycheckvalve,which is connectedto an
o
t
8-7
a
o
o
o
o
o
a
a CONTROLSYSTEM
I
a actuatorand two commandelementsin the remote controlcircuit.When the valve is
o connectedto the channelbetweenone of the commandelementsand the final control
o element,it plays a functionof closingthe channelbetweenthe actuatorand the other
a commandelement.
o
o
o
o
a
a
o
a
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o
a
t
o
o
o
a
I
a
o
a 8-8
a
O
o
o
o
o
o
a ., OVERSPEED
GOVERNOR LIMITERAND
EMERGENCY
BRAK'@
o ,- 'v' llE c,
o
o CHAPTER 9
o GOVERNOR LIMITERAND
. OVERSPEED EMERGENCY
BRAKE
a The load of an engineis frequentlyvaryingduringits operation,for example,changeof the
o numberof electricalconsumersfor an enginefor powergenerationor the load variationof
a the propellerin the case of a stormor part of the propellerbeing out of the water for a
o marineengine.In otherwords,the load of an enginemay suddenlyincreaseor decrease.
o The engine is endangeredto runawayif the load is decreasingwhile the injectedfuel
remainsunchanged.On the contrary,the enginespeedis to be apparentlydecreasedeven
I be stoppedif the load beingincreasedwhilethe injectedfuel remainsunchanged.
I
In the governingsystem,the lever-typehydraulicgovernorof modelYT111VGis used for
o the marinemainengine,the rneter-type hydraulicgovernorof modelYT111Vfor the motive
o machineof generatorsfor marineand stationaryapplications-
o The governoris easilycontrolledthroughthe pneumaticelement(speedcontrolle$fromthe
o localor the drivepanel.Furthermore,thereis a set of manualemergencycontroldeviceon
I the governor,whichmay controlthe speed-governor in casethe pneumaticelementis out of
o order.
a In addition,the overspeedlimiteris also providedto protectthe enginefrom runawayin
o casethe governorbeingout of work.The limiterwill be in effectas the enginespeedbeing
a higherthan '112o/o-115o/o
of the rated speed.In this case, the oil-doormakesthe speed
decreaseto underthe ratedspeed.
o
o 9.1 Driving Gear for the Governor
o The governorand over-speedlimiterare symmetrically
locatedin each side of the engine
a rearcover.Eachof themis drivenby the camshaftgearwheelwitha similardrivinggearand
o fromeach other.
with a samespeed,but the drivingmechanismis independent
o The drivinggear is conposed of a horizontalshaft and a verticalshaft.
a
t A helicalgear (14)anda segmentgea(15)arefitted on the horizontalshaft(9),which is
supportedon a holder fitted with a rollingbearingof type 206 (16) and two opposite
a single-rowangularcontactball bearingsof type 36205(11).Helicalgea(14) is matchedto
o the camshaftgear.
a The hollowverticaldrivingshatt(2O) is integratedwiththe segmentgear.Thereis a triangle
o spline near the top end face, into which the governoror overspeedlimiter shafi is inserted.
a The segmentgear is matchedto that on the horizontalshafi,The verticalshaft rotatesas
o the camshaffis rotating.On verticalshaff(20)thereare two angularcontactball bearingsof
I
9-1
a
a
o
a
a
o
O
I . OVERSPEED
GOVERNOR EMERGENCY
LIMITERAND BRAKE
@
a
o type 36107 fitted,which are fitted into the verticalhole in the governorstiand.The side
o clearanceof gear can be alteredby way of varyingthe thicknessof shims(22)and (4).
a Thickeror thinnershimsshouldnot be usedwhen replacingtheseshims.
a
o
a
a
I
o l-"-.-
a
o
o -...di
o
a
o t-- '
-'.: -'
o a_---:--'
3--'-' --'
o -.-.---.-
a
o !L--"'
L--.'
,_._-----'
a
o Fig. 9-1 Driving Gear of the Governor
a Thereare locatingpins betweenstand(3)for the horizontalshaftand the rear coverof the
a engine,as well as stand(3) and the stand(1) for the governor.Markingis requiredbefore
dismantlingthese drivinggears to avoid mistakeswhen reassemblingas they are quite
a similar.
o oil fromthe connector(2).
Gearsand bearingsare lubricatedwith lubricating
o
a 9,2 VariableSpeed HydraulicGovernor
a 9.2.1 Brief lntroductionof the Structure
,
The fly-weight(24)is the speedsensingand is fittedits stand(30)whichis drivenby gearof
o the drivingshaft(31).The drivingshaftis a componentwith resilientdevice(37),Thereis a
o oil-pump driven gear in the lower part ot the shaft, which is matched to the gear of the
a rotiatingsleeve(8) to form a gear pump.The sleeve(8) is drivenby main drivingshafi (1).
Boththe flyweightand its standare rotatingduringengineoperation.
)
o 9-2
a
a
a
o
o
o
O
o LIMITERAND
covERNoR, ovERspEED EMERGENCY
BRAKr
@
o lv*c.
a
o Jr
o
o
o
o
o
o
o
o
a
o
o
o
o
o
o
o
o
o
o
o Fig. 9-2 the HydraulicGovernor
o
The oil inlet hole D of the rot On top of the fly-weight,thereis the governorspring (23) with
o its settingdevice,Enginespeedcan be alteredby rotatingthe speed regulatingshaft (19)
o whichcan looseor tightthe governorspindle.On the shafi(19) is mountedthe limitingarm
o (18) and on the governorbody is the limitingscrew (17) to limit the rotatingangle of the
o speed regulatingshaft.On the shaftoutsidethe governorbodyis mountedthe emergency
controlmechanismfor the governor(see Frg.9-3). The elnergencycontrolmechanismis
o connectedwith the speed controllervia a lever,which can controlthe governorin the
o pneumaticmode or the manualmode. The lower part of the tappet of the fly-weightis
a connectedwiththe floatingrod {10),theupperpartof lhe tappetis connectedwiththe tie-rod
o (21) of engine-shutdown.
The floatingrod (10) is equippeci with 3 hingesA, B, C. The hingeA is connectedwith slide
o valveplunger(9), B with fly-weiEht follow-uprod (11)and C with smallcompensating piston
o
o 9-3
o
o
O
o
o
o
o
o GOVERNOR LIMITERAND
. OVERSPEED EMERGENCY
BRAKE
o
o (2\.
o The rotatingslidevalve bush(8) is connectedwith the chamberH on the upperpart of the
I powerpiston(33),oil pump(34) and the pressureaccumulation cylinder.Two gearsof the
o oil pump are mountedon the above-mentioned two drivingshafts,respectively.The oil
pump is equippedwith the reversingvalve (35), which can supplypressurizedoil during
o both ahead or asternturningof the engine.There are piston(36) and spring (32) in the
I pressureaccumulation cylinder,in whichan overflowgate is providedto maintaina stable
o oil pressure.Hole(E) in the bush{8) is connectedto the chamberI underpowerpiston(33),
o while the hole F in bush (8) is connectedto the oil sump.Powerpiston(33) is connected
with the arm (25) on governoroutputshaft (26) by rod (28).When the power pistonis in
o action,the shaft (26) is rotatingalongwith it. A compensatingrockerarm (14) is fittedon
o shaft(14).Connecting-rod of the big compensation piston(7)and compensationrockerarm
o (14)are connectedby strokecontrolleverofthe big compensation piston(15).Strokesof big
compensationpistons can be changed by means of rotatingcompensatingregulation
o pointer(13)to changethe positionof the supportingpoint'O'.
o
o The governoroutputshaft(26)outsidethe governorbodyis equippedwiththe drivingrocker
arm (27),whichis connectedwith the fuel controlrod of the enginevia the bufferbarrel.The
o small hole in the chamberJ under large and small compensatingpistons(4) and (2) is
o connectedto the oil sumpvia a compensating needlevalve.
o
a
a
o
I
o
o
O
o
o
o
o
o
a
o
o Fig. 9-3 EmergencyControl Mechanismof the Governor
o
o 9-4
o
o
o
o
o
t
t
o
o GOVERNOR LIMITERAND
. OVERSPEED EMERGENCY
BRAKE
@
o _ v. *,r,
a j
o :
a
a
I
a
o
I
I
o
o
o
o
a Fig.9-5 EmergencyBrake
a
a Accumulation is realizedas the springs(5) and (14)are compressedrightwardsby piston(6)
Spacingnut (7) of piston is pressedby rockerarm (11).The
o in the spring accumulator.
action is as the following.
o
o 9-9
a
o
o
I
o
a
o
a LIMITERAND
. OVERSPEED
GOVERNOR EMERGENCY
BRAKE
t
o (1) Powerfor electromagnetis automaticallyturned on by the pressurerelay as the lube oil
o pressurein the systembeing lower than 0.12MPa.Rockerarm ('11)is shiked out by
o push rod (12) under the effect of magneticpower and thus rotated leftwardsa certain
o angle,the rolleris then lefi out the limitnut (7). Piston(6) is quicklymovedleftwardsby
spring force to skike the rockerarm (8), which pushesthe fuel oil rod to the no fuel
t deliveryposition.The engineis thereforestopped.
o (2) Pressureoil in the overspeedlimiterflowsto the hydraulicservovia connector(10) as
o the enginespeedbeinghigherthanthe presetmaximumvalue.The oil movespiston(9)
t rightwardsto rotaterockerarm (11)a certainangle,the rolleris then left out the limitnut
o (7). The engineis thenstoppedas mentionedin (1).
t (3) Emergencystop can be achievedunder emergencycases via liftinghandle (1) and
I stirringrockerarm (11) Samesequencewill then be the caseas thosementionedin (1).
o (4) Piston(6) in the accumulator shouldbe pushedbackto the extremerightpositionif the
e engineis to be re-started.In doingso, the restorehandlefor the two-position three-way
o valve in the controlbox should be rnoved(c.f. Fig, 8.3). This allowsthe compressedair
a flows into the accumulatorchamberfrom connector(2) via needlevalve (3) to move
rightwardsthe piston.Rockerarm (11)is restoredby spring(15)to pressthe limitnut (7)
o again.The handleshouldthen be restoredto cut off the air source,compressedair is
o escapedto atmosphere via hole(o) of the two-position
three-wayvalve.
o
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t
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o
o
a
o
a
o
o
o
o
a
o
o
o 9-10
a
o
o
o
I
a
a
o SYSTEM
GASTURBOCHARGING
EXHAUST
I
o
o GHAPTER 10 EXHAUSTGASTURBOCHARGINGSYSTEM
o
o
a 15
o \=
a
o
o
o
I
o
o I
O Lf 5\ ll
a
a II
I
a
a
#
o
a
a Fig. l0-l Exhaust Gas Turbocharger System
o systemillustrated
ThedieselengineadoptedMIXPCtypeturbocharging in Fig.10-1.
I
I Thissystemis composed of typeWR321-2P,air coolerandair
of exhaustpipe,axial{lowturbocharger
inletmanifoldetc.
o
a The exhaustgas dischargedfrorr the enginecylindersdrivesthe turbineof turbocharger,
o and dischargeto atmosphere
pressed.
via the exit pipe.The air compressoris drivenby the turbine,
The supercharging air flows into air coolerfor coolingdown,
air is admittedand
a and againflowsinto cylindersvia inletmanifold,More fuel can be burntas the densityof air
a trappedin the cylinderbeingmuchhigherthanthat in aspiratedengines.So the meanefect
o pressureis muchhigheras well.
I The turbochargeris matchedlo the engine,of whichthe speed,chargedair deliveryare
o
a l0-1
o
a
o
a
o
o
o
a EXHAUST SYSTEM
GASTURBOCHARGING
I
o functionsof engineload.The exhausttempeEturemustnot exceed640C beforethe
o of boththeengineandtheturbocharger.
turbineforsafetyoperation
a 10,'l Turbocharger
a
a Detailof the turbocharger shouldbe referredto relatedtechnical
ano its maintenance
Heredoesn'tdescribe.
VTR32'1-2P.
of turbocharger
documents
o
a 10.2 ExhaustAirpipes(Fig.10-1)
o Theexhaustpipeis newandmixedstructurewhichis simple,utilityand highlyactive.Serial
o number(1) is the exhaustbranchpipe for NO.1 cylinder,othersfor NO.2-8 cylinder
I according (Theexhaustbranchpipefor NO.4cylinder
to cylindersequence. is mixed-pipe,
o whiletheexhaustbranchpipesfor NO.s,6, 7, I cylinderaregeneraFpipe)
o Exhaustpipe is madefrom seamlesssteel pipe. Expansion joints are fitted between
t manifolds on the pipeitselfand the
to reducethe negativeeffectof thermalexpansion
cylinderhead.Screwedconnection is providedin everymanifoldof each cylinderfor
o electrothermorneter Asbestosgasketscovered
to measurethe exhaustgas temperature.
a with red coppersheetare usedfor sealingbetweenthe exhaustmanifoldand expansion
o jointor cylinderhead.
o is alsoprovided
A screwedconnection in theshortconnectingpipenearturbineinlet,foran
o to measureexhausttemperaturebeforeturbine.The connectingbolts
electrothermometer
I andnutsforexhaustpipesaremadeof healresistantalloysteelin orderto preventcreeping
fromothernuts.
whenheatedandto distinguish
I
a Watercoolingis notadopted fortheexhaustpipesforreducing heat
heatlo.s. Forreducing
o radiationand heatconduction and temperatureof the enginecompartment. The exhaust
pipeis cladwith a thermalinsulatinglayerwhichis madeof inorganicfibrewhichis both
o insulationandenvironmental proiection.
a
o 10.3 Air InletPipes
o Theairinletmainpipeis madeof steelbyweldingwithanenoughvolume, shownin as Fig.
a (3), (7), (8), eachsegmentis
10-1,is dividedintothe front,middleand rearsegments
o connected headsviabranchflangerespectively.
withcylinder
D The movablejoints,shownin the acrosssectionB--B in Fig.10-1,are provided between
a the two segrnentsinlet main pipe and betweenthe flange (9)
jointconsists
for the air coolerin the
shelfandinletmainpipe.Themovable of thepipeclamping ring
o turbocharger
(6),clamping ''O"
bolt(4) andrubbe! ring(5)for sealing. Tghteningthe clampingboltcan
a achievea verygoodsealingeffectforthepipe.At theendof frontsegrnent (3),a cover(2)is
a
a t0-2
o
I
o
o
a
o
a
o
o EXHAUSTGAS TURBOCHARGING
SYSTEM
o
o providedto seal it.
t
Expansionjoint (14) is mountedbetweenthe outletof the compressorand air inlet bent pipe
o of the air coolerto reducethe bad effectdueto the hightemperature
of supercharging air on
a the turbocharger or the air cooler.
o
10.4 Air cooler (seeFig. 10-1and Fig 6-4)
t
I The constructionand maintenancerequirementsof the air cooler in the turbocharging
a systemshould be refenedto section6-3 ,Chapter6.
o WgP ANDALARMTNG
MoNrroRrNG DEVtcEs
a
a
o CHAPTER
11 MONITORING DEVICES
ANDALARMING
O
o 11.'l Locallnstrumentation
o for measuring
Instrurnents enginespeed,temperatures andpressures, as wellas localand
o of all systernsof
rernoteoperatingindicatinglampsareequippedfor checkingthe conditions
a the engine.Mostinstruments panel,someof themin the
are equippedin the instrument
o measurement points.
o 1l .1.1 InstrumentPanel
t
a
o
a
a
a
o
a
o
a
o
o
o
a
a
o
o
a
o
o
a
a
o
o Fig. 11-1lnstrumentPanel
o rl-l
o
o
o
)
a
a
./\
I
a rc14?
\-/
ANDALARMING
MoNrroRrNG DEvtcEs
r'v'r^
t
a The instrumentpanelis fixedon iop of the controlbox via dampingrubbers(11).On rear
a facethereis a commonpipesaddle(10).All manometers arefirstlyconnected to different
a holesin thesaddle,andthento themeasuring points,
thereareadjustable needle valves(9)
pointsto reducetheimpacting
a pipesbetween
in connecting thesaddleandmeasuring
of pressurewaveson instruments. Openingof the needlevalvesshouldbe regulated
effect
to
a allowthemsensitive to pressurevariationbutwithouthighfrequency to protect
oscillation
o theinstruments.
o when connectingpipes
Referenceshouldbe madeto the indicatorplateof the instrument
a and the sensorto the measuringpointsin the systemto avoid possiblemistakes.
o shownin Table11.1areprovided
fnstruments in theinstrumenl panel(seeFig.11-1).
t Table11.1 lnstrumentsProvided(c.f. 11-1
o No. Designation Specification Display
o 1 for lubeoil
Manometer 0-1 MPa at engineinlet
Pressure
o Enginein remotecontrolmode
Remote control indicator
I z
lisht
o Thermometer
for lubeoil 0-125C Temperature
at engineinlet
a 4 Tachometer 0-800r/min Enginespeed
)
Local operation indicator Enginein localoperationmode
o light
a Thermorneter for fresn 0-125'C Outlettemperature
of the fieshwater
o water
o I for freshwater 0-0.4 MPa
Manorneter lnlet Dressureof the fresh water
a for seawater
1 6 Manometer Outletpressure
0-0.4MPa of theseawaterpump.
o 0-0.25MPa outlet pressureof compressorof the
Super-charging
1 7 Manometer
a atr turbocharger
o for Startingair
1 8 Manometer 0-4 MPa Pressureof the startingair bottle.
o Manometerfor fueloil 0-0.25 Mpa Pressureat outletof the fuel transfer
a 'to 0-1 .6 Mpa
pump
o Pressureat outlet of the heaw fuel
o transferpump
o 20 Advancingindicatorlight Shipin forwardstate
o 21 Free indicatorlight ShiDin free state
a 22
Countermarchingindicator
Shio in backwardstate
a liqht
a
o rt-2
o
I
I
o
a
o
o
o MONITORING
AND ALARMINGDEVICES
a
a 11.1.2 Thermocouple
Pyrometer
o
a The pyrometer is for measuringexhausttemperatures
andaftertheturbine.ltsthermocouple with
of theexhaustmanifolds
jacket
protective is inserted
andbefore
points
to measuring
a of everyexhau$tmanifold, to thatbeforeandaffertheturbineof upperandlowerexhaust
a pipes,and is wiredto a temperature indicator(millivoltmeter)whichcan be pacedin a
I suitableplace.
a It shouldbe notedduringwiringto connecteachthermocouple in exhaustmanifold to the
I samenumberat the knobof the millivoltmeter code,whilefor thatin before
as lhe cylinder
a andafierturbines.Numbers otherthanthatof thecylinder codescan be chosen.Attention
shouldbe paidnotto messupthecompensating specially
resistor foreachthermocouple so
o as not to affect the accuracyof measuredresults.Referenceshould be made to
o thermocouple operating
instructions.
o | 1,1.2 Thermometer Outside the lnstrumentPanel
and Manometer
a
o jacketare mounted
of 0-100C with the metalprotective
(1)A mercurythermometers
o respectively
in:
o a) the lubeoil inletandoutletof thelubeoilcoolerformeasuring
thelubeoiltemperature
o beforeandafterthe cooler,
o b) the coolingwaterinletand outletof the lubeoil coolerfor measuringthe sea water
a temperature beforeandaftercooler,
I
c) thefreshwaterinletandoutletof thefreshwatercoolerfor measuring
thefreshwater
o temperature
beforeandafterthecooler,and,
o
d) the seawaterinletandoutletof thefreshwatercoolerfor measuring
the seawater
a temperature
beforeandafterthe cooler.
o
o (2)Thedouble-metal respectively
of 0-100C aremounted
thermomeier in:
o a) the outlet pipe of the air inter-cooler
for measuringthe temperatureof the
o supercharging airafterthecooler.
a b) the watermainpipefor measuringthe engineinlettemperature
of the freshwater,
a
c) the coolingwateroutletbranchpipefor eachcylinderfor measuringthe engineoutlet
o temperatureof the coolingwater,
I
o (3) The manometerof 0-1MPa is mountedin the pipebeforethe inletand outletof the lube
oil filterfor neasuringthe pressurebeforeand afterthe filter,for whichthe connectorin
a
o
11 -3
o
o
o
o
I
a
a
o .A\
o \.W.7
\t/
ANDALARMINGDEVICES
MONITORING
o
a lube oil pipeshouldbe providedby the user.
o
a 11.2 AlarmingDevice
a and
a 4. The over-speed stoppingdevicewiththe speedat 560-575riminfor 8320ZCD-4;
a at 588-604 r/minfor 8320ZCd-6and 8320ZCd-8. The opticaland acousticalarm
I signalsare givenout.
a Furthermore, the lube oil pressureat the inlet of the enginereaches0.12MPa,the alarm
o signalis given out,the enginestops.
a
I
o
a
o
a
O
a
o
o
o
o tl-4
o
o
a
o
ANt]ALARMING
MONITORING DEVICES
l1 -5
o
a
o
o
o OF DIESELENGINE
OPERATION
o
o
o 12 OPERATION
CHAPTER OFDIESEL
ENGINE
o
o 12.1Working fluids
o 12.1.1Fuel oil
o
a Fueloil usedfor the engineis givenin Chapter1, Shalelightdieselcan also be used.A long
o period for settlementtreatmentof the fuel oil before used is required.Fuel oil used should
be strictlyfilteredfor mechanicalimpurities.Centrifuge,heater,filteringand settlingdevice
o shouldbe providedby the clientin the caseof usingheavyfuel oil 20r.While heavyfuel oil
o separator,lube oil separatorand HFO supplyunit shouldbe providedby the clientin the
o case of usingheavyfuel oil 1B0cSV50C.
o 12.1.2 Lube oil
o and governoris givenin Chapter1. Major
Lube oil for the engineand for rhe turbocharger
I soecification is listedin Table12.1.
o
o of the LubeOil
o
o
a LUBEOIL
a
o G811122-97 G811120-89
o
o Multifunctional
additive i Yes
a Kinematic
visco€ity.
cst ' 12.6-16.3
o at 100C
o
o at 50C
o Viscosityratio(at 50C/'E)),
o
o Flashpoint(open),C,
o
o
Lube oil quality,i.e. its viscosityand water contentshouldbe periodicallychecked(every
o
o
o t2-r
o
a
o
o
o
o
o
o OF DIESELENGINE
OPERATION
o
o 200 operatinghours).
a
lf it is doubtedthat oil was dilutedby fuel oil, oil samplemustbe taken for lab analysis.lt
I shouldbe notedthat fuelvapormayform an explosivemixturein the crankcase.
a
I beingbeyondthe givenvalue.
Lubeoil mustbe refreshedif one of the followingparameters
Freshlube oil shouldbe pumpedto the engineby meansofan independentoil pumpso as
t to 'force'out the old oil insideall bearings.
o
o or -10o/o
to new oil):+20o/o
(a)Viscositychange(comparing
a (b)Watercontent: >0.3%
e (c)Acidnumber: <2 mg KOH/g
I
o ln case no analyticalfacilitiesavailable,the simplecomparisonmethodof droplettest may
be applied,whichquicklyprovidesa generalideafor howseriousthe lubeoil contaminated.
o
o Smallamountof lubeoil is sampledduringenginerunning,a cleanpipetteor a sharpstickis
o used to take a little lube oil and allow the oil drops onto a clean piece of filter paper,put the
filterpaperwith nothingunderneathfor severalhoursand then observethe oil sludgeand
o compareit with the originalor last test. Moredark the sludge,moredirtythe oil is. lf the oil
o sample is sent to a lab for analyzing,the situationof harmfulcontentincreasedcan be
I clearlyunderstoodif the color is gettinglighterand lighteroutwardsfrom the center,this
a means the oil still with certaindegree of dispersibility.lf the sludge being only a dark spot,
this indicatesno moredispersedadditiveexistedin the oil.
o
I lf such a iest is done periodicallyand all resultsare kept in order,developrnentof lube oil
e contamination pro@sscan be easilyobserved.Experience on lubeoil contamination
a cumulatedfor examiningif the oil can be furtherused.lt shouldbe pointed
can be
out here that
o for suchtestssamef lterpapershouldbe used,and oil sampleshouldbe takenat the same
o Dlace.
o Samplediagramsgivenin the appendixcan be referredto in caselackof experience
o
o Intervalfor refreshinglube oi! rs given in Chapterl. Used lube oil must be completely
refreshedas becomingdue. lf no analyzedresultsbeingbeyondadmissiblelimits,the oil
o can then be furtherusedfor reasonably a longerperiod.
I
o tank shouldbe carefullycleanedout when refreshinglube oil, a fine
Lube oil recirculating
strainershouldbe providedfor fillingnew lubeoil.
a
t 12.1.3 CoolingWater
o
a 12-2
(l
o
I
I
o
o
I
o
o OF DIESELENGINE
OPERATION
o
o The freshwaterfed intothe closedtype circulatingcoolingsystemshouldbe cleanwithout
o any mud, sand and mechanicalimpuritiesin it, and with a low alkalinityand a low salt
a contend.The qualityof the coolingshouldbe conforrnedwith the demandsas follows:
a (a) Concentrationof the added solutionor oil is getting higher and higher as the result of
o watervaporization,reasonableamountof freshwatershouldbe added.
t (b) Cooling water should be guided to a vessel when drained up for reuse. lt is
a recommended to maintainthe engineroomtemperaturehigherthan 15C. In this case,
t the jacketwateris not requiredto be drainedup afrerengineshut-down.
o (c) The pH value shouldbe checkedevery operating500 hoursif being in the rangeof
a 7.5-9. Refreshingcoolingwateris requiredif the pH valuebeinglowerthan 6.
a (d) Checkingintervalshouldbe shortenedif use NL type emulsionantirustoil in the early
o is mucheasiet
stageas reductionof concentration
I
(e) Oil floatson waterof the expansiontankif usingNL typeemulsionantirustoil shouldbe
a removedfrequently,the tank shouldbe periodicallycleanedup. lf oil is found when
o drainingwaterfromthe circuit,hot detergentshouldbe circulatedto removethe oil.
a (f) lt is forbiddento mix the coolingwater added antirustagentand scale inhibitorwith
o drinkable.ll is not allowedto use the stand-bypumpfor pumpingdrinkablewater.
a
a 12.1.4GompressedAir
o (7) Test the fuel systemby pressuredifferencefrom positionsof the daily tank and the
o system.Checkthe tightnessof connectionparts.Checkif the fuel can reacheveryfuel
o injectionpump.Any possibleair in fuel pipesshouldbe escapedfromthe system.
a (8) Check the advanced angle for fuel injection, no delivery position of the pump and
a if necessary.
openingof the inlethole.Re-adjusting
o (9) Fill up the fuel injectorby neans ofa specialhandle.lf the injectorhas been removed,
I checkif any miscellaneous articleor fueloil presentedin the cylindervia the holeof the
o injectorseat.
I (10) Cleanout lubeoil filter.
a gradeto
o (11) Wash up the crankcaseand lubeoil tank.Fillfreshlubeoilwith recommended
the tank and checkthe oil levelwhichshouldbe at a positionneat 314heightof the
I tank.
a (12) Fillthelubeoilto the engineby wayof an independent drivenpump,witha pressure of
o 0.2-0.5MPa. Check all connection parts of the system for leakage especially pipes
I insidecrankcaseas all valvesin the systembeingin the workingpositions.Rotatethe
a crankshaftslowlywhilefeedinglubeoil, to checkif oil has reachedthe main bearings,
o 12-5
o
a
a
t
o
a
a
o OF DIESELENGINE
OPERATION
o
O connecting-rodbearings,hushesin connecting-rod smallends,camshaffbearingsand
a bushes for intermediate 'Jears etc. until lube oil following out from the above
o comDonents.
a The lube oil pipeto the mainbearingshouldbe firstof all loosenedfor pumpingoil thtoughit.
o This can helpto cleanit and checkif it is blockedup. The pipeis then fixed,and furthertest
a is carriedout.
a Enginedailystartingprocedures
are as follows.
o (1) Checkif all cocksand valvesin everysystembeingin correctopen/closeposition.
o
o tank, dailyfuel tank,governorand bearingof the
(2) Check oil level of the re-circulating
All oil shouldagreewiththe graderecommended.
a turbocharger.
a (10) Putthe controlhandlein the positionof "stoppage", openthe test valveof all valves,lift
a up the spacerpin of startingcontrolvalve,put the handleof startingcontrolvalve in the
position of "starting" to make the crankshafi run for blowing the water and
t
miscellaneous articlein the cylinderhead and cylinderlinerso that the dieselengine
O run safely.Closethe testvalveafterfinishingblowing.
o (11) Liff up the latch of the controlhandle,move the controlhandleto the positionof
o "WORKING I " to startthe engine.Furthermovethe controlhandleto the positionof
o "WORKING" afterthe firstfiring.Regulateenginespeed.Whichshouldbe in the range
o of 210-230 r/min in early stage after starting.However,the criticalspeed shouldbe
o avoided.
o (12) The closeattentionshouldt'e paidto readingsof the instruments,
especiallythatof the
a lube oil pressurewhichshouldbe not lessthan 0.20MPa.Admissiblevaluefor lubeoil
pressurebeforethe oil gettinghot is not higherthan 0.8MPafor a short periodbefore
a waterby way of the waterpressuregageand observer,
the filter.Checkthe circulatirtg
o check every part of the engine for possible troubles and take necessary remedy
a measures.
a 12.4 Maintenanceduring Engine Running
o
a (1) Engine warm-upis requiredafter starting.Engine speed is graduallyincreasedto
300-350 rpm. Load can be applied only when the water and lube oil outlet
o temperatures beingas highas 35-40C. The warm-upoperationcan be donewith25%
a loadfor engineswithouta clutch.Howeverthe criticalspeedshouldbe avoided.
I
The load can be graduallyincreasedafter engine warm-up.lt takes about 10-15
a minutesto reachfull load. However,neverbe less than 5 minuteseven in necessary
a conditions.
o (2) lt is requiredto run the engineunder25o/oand50o/o loadrespectivelyfor 2-3 hoursfor
a a new engineor for an enginewith majorcomponentsreplacement. The enginecan
o then be run with the rated power. Engine shouldbe shut down for checking conditions
o of all movingcomponents afterthe first0.5-1houroperation.
a (3) Attentionshould be paid at all times to instrumentreadingsand engine operating
a
I
12-7
o
a
o
o
o
a
a
o OF DIESELENGINE
OPERATION
a
o conditionsduringenginerunningand the parameters
shouldbe recorded.
a (4) The engine speed should not exceed the rated speed, but the diesel engine may be
o overloadedwhenthe engineis runningunderthe conditionsthatthe shipis turningand
o seaweedor shellfishadheredto the ship hull,that ambientconditionsis changedand
o or the engineis drivinga heavy propeller,at the time, the enginespeed shouldbe
a reducedproperlyaccordingto the exhausttemperature.
o (5) Readingsof lube oil pressuregages should be in the range given in Chapter1.
a Pressure difierence between inlet and outlet of the lube oil filter should not exceed
o 0.1MPa. Otherwisethe filter should be cleaned up. lf this pressuredifferenceis
evidentlydecreasedsuddenly,the mosl possiblecauseis the burstof the filterscreen
o whichneedsto be reolaced.
I
The lube oil temperatureshouldagreewith the value given in Chapter 1
O
o (6) Water pressure gage should maintain certain pressure.Water flowing must be
I observedfrom the outflowobserver.The freshwater outlettemperatureshouldbe less
than 85C. In casethatthe freshwaterpumpis in failureand the engineis cooledwith
o sea water, the coolingwater outlet temperatureshould not be higher than 55"C while
o the water inlet temperatureshouldnot be lowerthan 25C by regulatingthe heating
o valve. lf the enginebeing seriouslyoverheateddue to no water by any cause, the
a engine should be shut down for taking measures.lt is not allowedin this case to
quicklyfill up coolingwater,in orderto preventthosethermalloadedcomponentsfrom
a cracking.
o
Regulateevery cylinderto ensureequalwater outlettemperatures.Toucheach cylinder
o to checkif the readingbeingabnormaldue to passageblocking.
o
o lube oil tank, daily fuel tank, the governorand
(7) Check the level of the re-circulating
a turbocharger.
o washingis as follows.
Operationfor compressor
a (1) Loosenthe handwheeland opencoverAof the reservoir.
I
t (2) Fill 0.5Lof cleanwaterintothe reservoir.
a (3) Fit back coverAby screwingon the handwheel.
o (4) When the turbochargerspeedid comparatively highas the enginehad gottenfullyhot
o throughwarm-upfirstlyand then runningat low loadfor a certainperiod,pressbutton
a (B) for 5-8 secondsand then release.Chargedair entersthe reservoiras the button
a beingpressedto forcethe waterto the inletchamberof the compressor.
o (5) After each tinre of compressorwashing,the engineshouldbe operatedunderthe sanF
o Ioadfor at leastt hourand can then be shutdown.
o (6) The washingresultcan be ir;dgedby the fact of air pressureand exhausttemperature
o variationbeforeand afterw$shing.lf no evidenteffect,furtherwashingcan be carried
o out 20 minutesafterthe firsi washing.
o
o 12-tl
I
o
o
OPERATIONOF DIESELENGINE
t2-12
I
o
t
a
t OPERATION
OFDIESELENGINE
I
o 12,9 Waterwashing of the turbine
o 12.9.1Water washing of the turbine
I
O When the diesel engine operates on heavy fuel oil, turbine blades are easy to produce
I deposit,so the efficiencyof the turbocharger
is reducedand bearingload is added,These
depositmustbe movedby meansof freshwaterjet.
a
o 12.9.2 fhe periodity of water Washingis decied by conhmination degree
t It is suggestedthat the periodityof waterwashingshouldbe 24 hours,the water pressure
a is not lessthan 0.05MPa,ltis notedthat the engineshouldn'twash beforestoppage,during
o returningwith no-loador duringturningin low speed.when the turbochargeris seriously
a contaminated, the turbineshouldbe washedby the professionat.
a
o
_l
o Voter pipe
-
o Bostspositing B0sispositing
a
a A Vlew
o
o
o Voshinn-r- - Sosispositing
I Threewuvcock
a l.
l l l r n s p e cp0siTi0n
r
o Y
a Fig.{2.2 Washing device of the turbine
o
a
o
o t2-t4
I
o
o
o
a
o
o
o OPERATION
OF DIESELENGINE
a
a d. put the handleof three-waycockof exhaustmainfoldin the positionof waterwashing
o e. openthe waterwashingvalveto makethe waterjet for 2-3 minute
o
a f. After finishingthe washing,closethe valveof waterwashing,stop valve,drainingvarve,
a put the handleof three-waycock in the normalposition,makethe enginerun not less
than 10 minutesto ensureall oartsdried.
t
a g. After finishingthe washing,checkthe water lever of expansionwater tank in order to
a supplywater in tirne.
o
o 12.{0 TechnicalMaintenance
Schedulefor the Engine
o
I Enginetroublewill be reducedto minimumif the above-mentioned
operationalinstructions
can be observed.The maintenance schedulegivenin Table12.1for normaloperating
o conditionscan be referredto however,troublesoccurwithinthe maintenance interval
o shouldbe treatedin time,and hopefullythe maintenancework will be carriedout in a
o shorterinterval.
a
o
I Addeditemin dailymaintenance
for newenginesafterputting Operating
Hours
o in operation 20 CU 1 0 0 300
o Cleaning
thedoublebaneltypelubeoilfilterin turn
o
a Changinglubeoil
t Checkingthe pretighteningforceof the connectingrod bolts
o
o Checkingthe pre{ighteningforce of the tie bolts
a
a
o
a
o
o
a
a
a t2-t5
a
o
o
)
o
a
a
o
o OPERATION
OF DIESELENGINE
o
a Table12.1 ine MaintenanceSchedule
o Operating
Hours
a
a Checking the oil level in the
o circulatingoil tank.
o Checkingthe fuel levelin the daily
o fuel tank and drainingthe water
I accumulatingin it.
o Checking the oil level of the
o governor.
I
o 12-18
O
o
o
O
o
a
o
a OPERATION
OF DIESELENGlNE
a
o Operating
Hours
Item
a Daily
1 0 0 250 s00 1000 2500 3000 5000
o Check the clearance of the
connectingrod smallend bush
t
o Check the clearance of the
o connectingrod big end bearing.
o Checkclearance
of the rockerarm
a bearings.
o Checking rocker push rod roller
and its bushfor wearingcondition.
I
o Checking the clearance of the
camshaftbearing.
a
o Checking the clearance of the
immediatedrivinggear bush.
I
a Checking the clearance of the
elasticgear bush.
o
o Disassemblingand checkingthe
lubeoil pump.
o
Disassemblingand checking the
a fuel deliverypump.
o
Removingthe water scale deposit
a in cylinderlinerwaterchamber.
o
Disassemblingand checking the
a fuel injectionpump.
a Removingthe depositin bothends
o of the lube oil cooler.
o Removing the deposit in the
o superchargingair inter-cooler
o Checkingthe lube oil pressure
o regulating
valve.
a Checkingthe wearingconditionof
o the mainbearingshell. Whennecessary
a
o
o t2-t9
o
o
o
I
o
o
o
o OPERATION
OF DIESELENGINE
a
o 12.11 EngineStorageand Reuse
o 12.11.l EnginaTransportationand storage
o
a The enginehas beenpreservedbeforedeliveryto preventengineand its componentsfrom
o corrosionduringtransportation and/orin storage.The validperiodof the preservationrefers
to the "the deliverytechnicalcondition'.lf the preservationexceedsthe valid period,the
a engine must be cleanedand preservedagain.The followingconditionmust be complied
o with duringtransportation
and/orin storage.
o (1) The enginepackingcaseshouldbe coveredwith canvasduringtransportation.
o
O (2) The enginepackingcase shouldbe cleanedout as arrivalat the storehouseand then
o moveintothe storehousein time.
o The engine should not be stored togetherwith corrosivematerials and/ot producb (acid,
o base, salt or other chemicals,rubberproductsand batteries\.
o (4) The enginepackingcaseshouldbe checkedas soonas deliverybeingtakenover,since
o the packingor oil seaiingmay have been damagedduring transportation. The case
o should be openedand remedymeasuresshould be taken immediatelyas water had
leakedinto the case. In general,the case shouldbe openedfor inspectionin ten days
o from the date of arrival.Anti+ustoil shouldbe appliedagainto thosesurfaceswherethe
o anti-rustoil layer had been damaged.lf rust corrodedarea found,the rust shouldbe
a removedand then anti-rustoil applied.Cleanthosesurfacesfree of anti-rustoil with a
o pieceof dry cloth.
a (5) The oil sealingshouldbe checkedat leastonce a month.
o
12.11.2 Before the First Starting
o
o Beforethe first starting,oil layer on the outer surfacesshouldbe cleanedup. The room
temperaturefor doingthis shouldnot be lowerthan +10C as too low a roomtemperature
o will makethejob quitedifficult-
o
o Oil layeron the outersurfaceor on the movingpartsshouldbe cleanedwith a pieceof cloth
of 35-40C.
dippedin dieseloil betterwith a temperature
o
o l2-20
a
o
o
t
a
a
o
o OPERATION
OF DIESELENGINE
a
a Pump lube oil into the engineby an independentoil pump until lube oil flowingout from
o bearingsand other oil holes.Removedirty oil in the enginebed-plateand clean it by dry
o cloth.
o Removepossibleoil on top of the pistonvia the injectorholes.Smallquantityof oil leftwitl
o be blewout beforestartingup when"air blowing".
o lf there being more than 15 days from finishingthis job to the first enginestarting,a thin
o layer or lube oil shouldbe appliedto engineinnerand outersurfaces,and checkedevery
o oay.
o 12.11.3 Temporary preservation
o
a ff the engineis stoppedfor a shortperiod(forexamplefor 20-30 days).it shouldbe carried
out temporarypreservation.
o
o (1) Drainingoff coolingwaterin coolingsystemand blowingout by compressedair.
o (2) Pump lube oil beingdewatertreatedinto the engineby an independentoil pump until
o lube oil flowingout from all lubricatedplaces.Turn the crankshafffor 3-4 turnsduring
a lubeoil pumping.
o (3) Rotatethe crankshaftand add lube oil to the valve spindleto ensure the oil flowing
o throughthe gap betweenvalvespindleand valveguide.
o (4) Injectdehydratedairshaftlube oil into cylindersvia their injectorholesand then slowly
o rotatethe crankshaftfor 2-3 turns.
a (5) Cleanout componentsurfaceswith a pieceof clothwith gasoline.and applya thin later
a of grease to those surfacesnot pained.
o
I (6) Fill up the fuel systemand deliveryfuel oil to injectorby pryingthe fuel injectorpump.
a (7) Turn the enginefor 3-5 turns after pumpingsome lube oil into the engineevery five
o oays.
o
o
o
a
o
a
o
o 12-21
o
a
o
o
o
o
o
o ANDREMED.E'
sHoortNc
o @,r"rE
I
CHAPTER
13TROUBLE ANDREMEDIES
SHOOTING
o
o Commontroublesof dieselenginesand remediesare describedin this chapter.
t Howevel treatmentof a troubleencounteredshouldnot be limitedto the contentgiven in
o this chaptel the base of correctjudgmentfor any trouble occurred is to understand
a completely the design and performanceof the engine itself via reading this operating
o manual.
o 3
Abnormalworkingof thc governorStop the engine and check it, repair if
drivinggear necessary
o
a
,
13-3
t
o
t
I
o
t@,
a
o
-v. *€)
BLE SHOOTINGAND REMEDIES
a 13.8Abnormalnoiseduringengineoperating
a N o . Causesand featuresof the trouble Remedymeasures
a Rhythmicalringing sound of metal Re-adjustingthe fuel injectiontiming or
knockingin the cylinderdue to too reducefueldelivery
o 1
early fuel injectionor overloadingof
I the engine
o Too much retardof fuel injection,Re-adjustingthe fuel injectiontiming
generatingnon-ringing,deep and
a 2
suppressedknocking
soundfromthe
o cylinder
I J Air leakedinto fuel system Get rid of air leakage
I Enginecomponentnoisegenerated
a (1) Noise from too much clearance Replacethe piston or the cylinderliner
o between the piston and the accordingto the wear condition
cylinderliner,noiseis reducedas
o enginewarmedup Maintain the normal clearance by
o (2) Sharp and low noise from too replacingthe bush of conneclrngro0
o muchclearanceof the pistonpin, smallend
a featured by more serious during
idling Check the connectingrod bearing, its
I (3) Noise from too much clearance clearanceand tightnessof connecting
o of the big end gearing,featured rod bolts. Replacethe connectingrod
o by more heavy noise when bearing if ne@ssary to maintain the
suddenlyreducedenginespeed clearancespecified
a from rated one
I 4
(4) Ruptureof valvesprings,sticking Replace the valve spring, check the
I of the valve stemwhich couldn't clearancebetweenthe valve spindleand
o follow the movement of the guide,replacethe valveif necessary
rocker-arm, knocking noise
o generatedas the piston closing
o to T.D.C Stopthe engineimmediatelyand inspect
a (5) Commencementof scuffing of the engine,replacepiston and cylinder
o the cylinder bore, heavy and linerif necessary
gradually increasing unsharp
o metalfriciionalnoisegenerated
a (6) Other kind of noise due to too Replace the gear and/or other related
I much running clearance of partsaccordingto theirwear condition.
gearscouldbe listenedto as the
I speedbeingsuddenlyreduced
a
I
13-4
I
o
o
a
o
o
o
o sHoorlNc
ANDREMEDIES
o @rrrE
o 13.9Abnormal and non-uniformof ne
I No. Causesandfeatures
of thekouble Remedymeasures
o ,| Unfiring or poor combustion of Check the fuel injection pump and
o individualcylinde(s)
Difference pressure,
in fuel injection
iniector
Re-calibrate
o 2 amountof fuelinjection
andinjection
a timingbetween cylinders
o a Air leakedinto ihe fuel system Get rid of leakedair
a
o 4
Fuel leakagefromfuel pipes,fuel oil Checkthe fuel pipelineand watercontent
mixedwith water of the fuel
I Insuffi
cientcompressionpressure Checkthe tightnessof cylinderheadand
I vatves
o High exhausl back pressuiedue to
Cleanupexhaust pipeline
o blockageof exhausipipeline
Abnormalworkingof the governor Checkthe governor
a 13.10 Speeddecreasinounti
o No. Causesandbaturesof thehouble Rernedv measures
o Check the water contentof the fuel oil.
o 1 Waterentersthefuel Drain off the fuel oil from the fuel system
I and add cleanfuel oil intothe svstem
Fuel delivery to the engine is
o z reducedas no morefuelin the dailv
Add fuel to the dailyfuel tankand checkif
a fueltank
all valvesbeingcorrectlyopened
:@,
. -::=
BLESHOOTING
ANDREMEDIES
o Forhousing of highpressure
fuelpipe
a 320.100.
13 No.2 Spanner pump.
for injection SeeFig.6
o Forhousing of highpressure
fuelpipe
o 320.100.12 No.l Spanner pump.
for injection SeeFig.7
o 320.100.0'1 Spanner
For dismantlingthe flywheelbolts
o See Fig. 8
o 320.100.03 socketspanner
For the cylinderheadstuds.
SeeFig.I
o For fuel pipeconnections
and bollsfor
o 320.100.09 T-typespanner rockerarm supportingseats. SeeFig.10
o For dismantlingconnectingrod big
o 320.100.120ATool end covers- SeeFig.11
o For fitting or removingpiston pin
o 320.100.80 Tool circlio SeeFig.12
o For putting piston into the cylinder
o 320.100.30 Tool liner. SeeFig.'13
o Forliftingpistons
o 320.100.20 Tool SeeFig.14
o For mainbearingnuts.
a 3 2 0 . 1 0 0 . 1 7 Socketspanner SeeFig.15
o
o
o 14-2
o
o
o
o
o
o
t
o TOOLS
SPECIAL
o
t
o TOOL NO. DESCRIPTION APLICATION REMARK
o 130A
320.100. Tool
For fittingor removingmainbearing
cap SeeFig.16
I
o 320.100.90 Tool Forfittingor removing
cylinder
liners. SeeFig.17
a Forfiftingor removing
o 320 100.50 Tool vatves.
conicalringsof
SeeFig.18
o
o 320.100.60 Lappingtool Forlappingvalves. SeeFig.19
a For dismantlingand tighteningstay
Hydraulic
t 320.102.00A
tensioningtool bolts. SeeFig.20
o
o 320.104.00A
Hydraulic For dismantling and
cylinderheadbolts.
tightening
SeeFig.21
o tensioningtool
o
I For checkingfuel injectionadvance
320100.160 Testpipe
o angre. see trg. zb
o
o 32066.00 Tester Fortestinginjectors. SeeFig.28
a
o
o
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a Solutions
KenmarkTech
o
a
a POWERSECTOR/INDUSTRY& MARINE
I services,engine&
o KTS providesspecialised
I Componentrepairsand major engineoverhaulsto
o The power sector,co-generationplants,land based
t Industryand the oil & gas industry.
a
o a
,J>...
o f *.
a
o
o
a
t
I
o
o
a
a
I
a
a
a
o
a
o
o
a G In-situ
Lineboringofenginebedplate DoctorDiagnosticServices
to run
Finetuningof engines
a c., test,repair
N4anufacture, at optimumloads.
a of fuelequiPment
& recondition
@ In-situGrinding
crankshaft
o @ of alltypesof engine/equipments
ChocKast iA Grinding
Bench
Crankshaft
a @ Enginerepairandmajoroverhaul
Sparepaftsforallmajorengines
I
@ (New/Used/Recond itioned)
/ eqpmt.
(9 Lock'n'Stitch
o @ of dieselengines
Gasconversion
(n Reconditioned
Connecting Rods
andothersparesin our stoclvwarehouse.
o
I Having associatecompaniesin Dubai, Shanghai,Korea, Japan& Cyprus.
a
CrankshaftGrinding:-
As acknowledged
Supplyof SparcsParts:-
leadersin the field of crankshaftKenmark provides sparepattsfor all majorenginesand
a
grinding,Kenmarkhavereconditioned by crankshaftsothermachineries. a
andhavetheexpertise
thehelpoftheirprinciples.
to tackleanykindof problem with ReconditioningSeruices:-
Our principalshave developedproceduresfor
a
LineBoring:-
In-situlineboringsis anotrerKenmark specialty
reconditioning services forcylinder heads,Piston
using Exhaustvalve spindlesand Connectingrods using
crowns, a
specially designed toolsand laser-guided equipment to specially designedtoolsand machinery and libraryof o
executeworkof exactprecision.
EngineRepairsand Overhauls:-
dati formostenginemodels.
FuelEquipmentr-
e
Dieselenginerepairs andmaintenance isthecoreseryice Kenmark havea longtraditionin FuelEquipment repairc. o
of Kenmark. Routine maintenancetrouble- We have, over the years, build up a World-wide
shootingand repairson all majormakesof mainand reputation forexcellence infuelequipment services. I
auxilliary
chocking:-
engines. Seruicesto the Oil & GasIndustry:-
lGnmarksis privileged to offerteamsof highlytmined
a
Usingpoul"bleresinchocks, l(enmark havepefectedan and experiencedengineers,techniciansand O
accurate. dependable andfastsystemfor alignment and trudesman available for bothworkshop or in-siturepairs,
chocking. maintenance, upgrades and troubleshootingproJects. o
EngineDiagnosisr-
Gives a completediaqnosisof the performanceinstallations.
on both land based and offshoreOil and Gas a
of the enginebehaviourThis meansthat without Lock'n Stitch:-
findout Repairs to castironComponenb
o
dismantling variouscomponents we canactually usingspecially adapted
thehealthoftheengines/componenb. pinsandlockswhich"Stitch", arrestandrepaitscrack. o
PlantInspection:-
Providethird party Inspection/ Evaluation
Specialists€rvices:
services,lYarine-ISN4and ISPS systems development,
a
Conditionand monitoringof entire plant,Adviceon implementation
upgrades, designmodifications and plantmaintenanceIndustry-Quality
andmonitoring. o
Management systemto ISO 9001:
programs. 2000,CEmarkingfor Pressure Equipment Directiveand I
Condens€rsand air coolerc: QualityAssurance systemfor Products, developmen! t
CTI has developedits patentedshieldsrepairfor Implementation andMonitoring.
condensor andheatexchanger tubesin 1976.Therepair Expertise from retiredsurveyorof leadingclassification I
techniqueinvolves the installation of thin walledalloy socreW.
insertsintothe damaged ends.Thisrepairmethodcan GasConversionof Enginesto DualFuel: a
savefrom 75o/oto 90o/oversusthe cost of traditional Dieselenginescan be safelyconvertedto Dual Fuel
retubing.The shield,besidesrestoringthe tube end technology forthefollowing reasons
o
erosion/ corrosion,
integrity,
will restoretube-to-tubesheet
permitpropermechanical tubecleaning
hole a.Toextendthebnk capacity
andin
of liquidfuel.casas o
backupfuel.
many casesrestoreleaking, pluggedtubes to full b.To save on the high
cost of liquid fuel
o
operction.Once expanded-either
Hydraulically
mechanicallyor c. Tocontrolemissions.
or a hydridof the two , the shieldsthen a
becomeintegralwith the parenttubes. CTI has also Some .
benefitshighlighted;
I
developed dretechnology for repairingfailedor plugged Duai FuelControlled GasreleasecombustionDrocess
tubeswith FULLlengthLiners.CTI hasinstalledmore
than5 millionshieldsin 32 countries
ishighly
roundthe world. . Natural
dependable.
gasimproves thereliabilityof efficientdiesel
a
Savings in cost, practically nilldowntime of the plant enqrnes, e
andlifeextensionaresomeofthebenefits. Opemtors havetheflexibilityto
a combination of dieselandnatural
runanengineon
gasor 100%
a
liouidtuel. e
Engine lifeisextended
ReducesdieselconsumDtion. which stretches a
sitesupplies duringemergencies. I
Diesel . properly combined withnatural gat lasb
longerandeliminates theneedfor largertanks. o
Operate cleaner
controleouiDment.
withoutexpensive pollution
a
Kenmarkis tied up with a companydealingwith Turnsblackdieselsmokeintoemissions
manufacture of Aircoolels. Thesehavebeensuccessfully asair
as clean e
usedon marineas well as powerplantapplications Givesbusiness a lowcost/ environmentally friendly o
withoutany compromise
customer is competitive
in quality.The savingto the
costandreduced downtimeas
alternative .
All the above- Wthout makingany changes
o
thesecanbemanufacturd withina vervsmallfmme. yourexisting engine. a
KENIYARK TECHSOLUTIONS o
8-502,Orchid,EvershinePark,VeeraDesaiRoad,AndheriWest,lvlumbai- 400 053.INDIA
. Tele/ Fax| +91 ZZ 26783775. Mobile: +91 9820557558. E-mail: kenmarktech@gmail.com
o
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