Starting System -1-

Compressed air is required for starting the engine and a number of pneumatic controls.
For starting 30 bar is required. For the controls, 30 bar, 8 bar or lower pressures are
required.

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Starting System -2-

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Starting System -3-

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Starting System -4-

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Starting System -5-

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Starting System -6-

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Starting System -7-

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Starting System -8-

Slow turn

The opening of indicator valves is not ensured on engines that are started in the
automatic mode. On these engines, the slow turn device is actuated prior to starting.

The device permits a slow turning of the engine through approx. two revolutions to
check whether all cylinder spaces are free from fluids for subsequent starting. The
device uses the existing starting system as a basis and requires reduced starting air
pressure of approx. 14 bar

Slow turn device:

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Starting System -9-

VIT – Variable Injection Timing

Functioning :

The cam follower (6) which transmits the cam movement to the injection pump is
supported on the eccentric shaft (7) . The torsional action can take place by
means of a worm gear pair (10). This changes the position of the cam follower in
relation to the camshaft (8). This is the procedure on the engine type 40/54,
48/60 and 58/64.

In field of service , by adjustment in the direction of “Early”, it is possible to

increase the ignition pressure to the design point, with the result of a distinctly
lower fuel oil consumption. On the other hand, adjustment in the “Later”
Position direction resulting in a drop of the ignition pressure leads to distinctly
lower nitrogen oxide emission. The relevant setting can be seen on the graduated
collar (3).

In starting Position the engine have an “Late Adjustment “, after the engine have
reached approx. 75 % Load, the break will be released and the eccentric shaft
will be turned by the electric motor via the worm gear pair. When the eccentric
shaft reach the final position ( “ Early Adjustment “ ) the electric motor will be
stopped by pneumatic cam switches.

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Starting System - 10 -

Accessories

Jet-Assist Accelerator

This equipment is used where special demands exist regarding fast acceleration and / or
load application. In such cases, air is drawn from the starting air vessels and reduced to
a pressure of approx. 4 bar before being pressed into the compressor casing of the
turbocharger to be admitted to the compressor wheel via the inclined bored passages.
In this way, additional air is supplied to the compressor which in turn is accelerated,
thereby increasing the charge air pressure.

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Starting System - 11 -

Accessoires

Charge air blow off

When engines are operated at full load at a low intake temperature, the high air density
involves the danger of excessive charge air pressure leading to an inadmissibly high
ignition pressure. In order to avoid such conditions, the excessive charge air is with-
drawn upstream or downstream of the charge air cooler and blown off into the engine
room. This is achieved by means of an elector – pneumatically or spring loaded throttle
flap.

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Starting System - 12 -

Accessories

Charge air bypass

The charge air bypass serves to improve the engine performance under part loads.
The charge air pipe is connected to the exhaust pipe via a reduced diameter pipe a
bypass flap . The flap is closed in normal operation. During the operation 25 and 60 %
Load, the volume of air which is available for the engine is relatively small and the
charge air pressure is relatively low. To increase the air volume that is available for the
engine under this conditions, charge air is blown into the exhaust pipe. For this purpose,
the bypass flap is opened. The resultant increase in the exhaust pipe leads to a higher
turbine output and consequently, to higher charge air pressure.

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Starting System - 13 -

Accessories

Exhaust gas blow off ( waste gate )

Depending on the turbocharger design, especially in case of part – load oriented use,
turbocharger over speed may occur in the upper load range. In order to prevent this
exhaust gas is taken from the exhaust pipe upstream of the turbocharger and led via a
bypass pipe directly into the chimney or to the exhaust gas boiler plant. This way, an
exhaust gas pressure reduction is reached and thus a turbine speed decrease during full
load. If required, the bypass ( blow – off pipe ) is opened and / or closed by means of an
electro – pneumatically controlled flap.

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