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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
o
I .........-.....-...,...,2-1
CHAPTER2 OUTLINEOF MOOEL8320MAINMARINEOIESELENGINE,

o CHAPTER 3 ENGTNE MA|NCOMPONENT,... .................3_1

o 3.'l MainmovingParts...... ..........3-1
o 3.1-1 Nodular grapr..ri';
Castlroncrankshaft.... ....................3-1
o 3.1.2 Electroslag
3.1.3 Piston
S".relting
andConnecting
Casting SteelCrankshaft,...................................3-2
....................3-g
o 3 . 2 M a i nS t a t i o n aPr a
RodAssembly....
yrts....'..........' ................3 29
o 3.2.1 Cylinder Block,Bedplate andMainBearin9.......................................3-29
o 3.2.2 Cylinder Liner. --.-...-....... .............3-36

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

o 3.3.3 Tappets forInletand Exhaust Valve'.'..

3 . 3 , 4 R o c k eArr m . - - . . . " . . . . ' . . . . . . . '
......................3-S0
............3-S1
a 3.3.5 Adjustment c\i'ie ColdValveClearance-' ...................3*S2
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a CONTENT
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a CHAPTER4 FUELSYSTEM........ ""'""""4-1
o 4.1 FueltransferPump"" """""'4-2
o 4.2 FuelFilter"""""" ""' """""'4-4
"""""'4-4
o 4.3 FuelInjection
Pump""
Tappet"
4.4 FuelInjection """""'4--S
t 4.5 ControlLinkagefortheFuel jnjection
Pump"""""""" """""""'4-7
a 4.6 FuelInjector""""""" """ "'4-1o
4.7 Maintenance andoverhaul of theFuelSystem"".'"""' """"' "'4-11
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4.7.1 Escaping Airfromthefuelsystem""""""" ""' "' "' "' 4-11
a 4.7.2 Washing of ti'eFuelFilter""""'-"""' """""""""""'4-12
o 4.7.3 Overhaul of theFuelDelivery Pump"" """""""""'"4-12
o 4.7.4 Maintenance andOverhaul of thefuelinjection
Pump.'""""""""""".''4-13
o 4.7.5 Checking
4.7,6 Adjusting
theAdvanced Anglefor Fuellniection""""""
of theAdvanced
".'"4-16
Anglefor FuelInjection"""""""""""""""4-17
o 4.7.7 lvlaintenance andOverhaul of the FuelInjector"-""""""""""-"".'"""4-'19
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o GHAPTER5 LUBRTCATTNG SYSTEM........... .""""""""'5-1
"".'"""".'"""-"""5-3
o 5.1 LubeOilPump""""""""
5.2 LubeoilPressure Va|ve""""""""
Regulating """"""""-""""'5-5
o 5.3 LubeOilFilter""""""'"" """5-7
o 5.4 ManualOiling"""""""" """5 7

o CHAPTER6 COOLTNG SYSTEM'.'..'....' """"""""""-'-'6-1

o 6.1 Cooling
Water Pump"""' """'6-3
o 6,2 Lubeoilcoolerandfreshwatercoo|er"""""""""".' """""""'6-5
o 6.3 Supercharging
AirCooler""" "'-""""""""""6-8

o GHAPTER7 STARTTNG SYSTEM....'..,... """"""""""""7-1

o 7i An Distributor" "" "" """"""7-2
o 7.2 MainStarting Valve"'.' """""7 3
o 7.3 SbrtingControlValve""" """'7-5
"""""""""'-"""'7--€
Valve"""""""' "
o 7.4 Starting
7,5 StartingAccelerator"""""""""-"'-""" """7-7
a 7.6 FuelLimiter'..""""" """""'7 7
o 7.7 Air Filter""' " " " .'""7-9
""""'7--9
""""""""
o 7.8 Air Bottle""

a CHAPTERI CONTROL SYSTEM.'..'..,.""""" """"""""8-1

o 8.1 Principle at localengine""
of ControlAction """8-1
o 8.2 ControlBox"""""""""
8.3 Valuefixer.'
"''""'8 3
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o CONTENT
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o CHAPTER9 GOVERNOR.OVERSPEED LIMITER
9,1 DrivingGearfortheGcvernoT"""" "" " ""
ANDEMERGENCY
BRAKE.........."..'9-1
"""'9-1
I 9.2 VariableSpeedHydraulic Governor"""""' """'9-3
O 9.3 Oversoeed limiter'.....'..'.
"' """""""""""""9-8
a 9.4 Emergency Brake"'-'.""""" """"""""""""9-10

o CHAPTER 10 EXHAUST GASTURBOCHARGING SYSTEM ....'''''".."..''10-1

o 10.1 Turbocharger'.'..'..........""' """""""""""1G*2
o 1 0 . 2 E x h a u sAti ro i p e s . . . . ' . " " " " '-""""""""" "'10-2

o 10.3 Air Inletpipes.'........

10.4 Air cooler.' " " " "' ' ' ' ' ' '
""""'1O-2
' ' ' ' ' ' ' ' ' 10-3
o 10.5 Air-Water SeDarator..,"" " "' """""""""""' 1G-3
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o GHAPTER11 MONITORTNG ANDALARMDEVICES.'.'...'.. .' . ' .' ' . ' .. ' ... . .. ... 11- I
"""""""11-1
o 11.1 LocalInstrumentation.""""""""'
11.2 AlarmingDevice........""" " """ " " " "" " """ 11 2
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o CHAPTER 12 OPERATION OFTHEENGINE .,.........."'".12-1

o 12.1 Working Fluids.-........"".' " """""""" " """ 12-1

12.2 Prepe'alionfor SErtingthe EngineAfterLongPeriodStoppage""" "" " """ """ 12-4
o 12.3 Starting"" """""""""""'12---6
o 12.4 Maintenance DuringEngineRunning"""""" """""""""""12-7
o 1 2 . 5 S h u tD o w no f t h ee n g i n e " " " . ' " " " " - . ' . ' ' """12 g

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"""""""'

o 0HAPTER13 TROUBLESHOOTTNGANDREMED|ES......., ..........'.'..'....13-1

o CHAPTER TOOLS.-.'....'....
14 SPEC|AL '.,.'.14*1

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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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DctZ uo]!d 6ut+ur1oLJ5! Jo lqSt;f

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o 0-5
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o Propeller MarineEngine
Curvesof Model8320ZCd-4
Characteristic
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o t5
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Lrn on pnessL;re
!1,rxconhust P,,r,
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1100
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tu
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o
o Propeller Curvesof Model83202Cd-6
Characteristic Engine
Marane

o
o 0-6
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 Propeller
Characteristir::
Curvesof Model8320ZCd-8
MarineEngine

t5
- pnessur
Muxconbustjon P P
ra
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0
-5s
:rJ

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- linnn
o f t e r i n t e n c o o l e{ 6r 0 |

ger speed llt

Tuibochar
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2000

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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

o Compression ratio 13:1 -.--

a Max.Continuous Rating KW 4 7 A F 2060v 2206
o Speedat
Max.Continuous Rating
r/min 500 525 azc
a One hourratedpower KW 1941.5 zzoo 2426.6
I One hour ratedspeed r/min 4 , 1 4 542 542
a Lowestcontinuous
r/min 200 210 210
o speedwith load
Mean effectivepressure lJlPa 1.455 1-6622 1.782
o Maxcombustion
t MPa 12.5 12.5 13.5
pressure
of cylinder
a Meanpistonspeed mis 7.33 7.7 7-7
I Directionof Rotationof
Clockwise( seenfromthe flyv'rheel
end )
the crankshaft
o Specificfuel
o consumption
gikw.h 205with+5 % Tolerance
a Specificlubeoil
g/kw.h t.l
a Consumption
Air consumption i.q/s 4.05 4.689 4.902
t (ln ratedcondition) m'/s 3.572 4.O23 4.206
o Startingtype By compressed
air
o
Coolingtype
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a Note: The maximum output has been set in the position with 100% load when the
diesel engine is ex-factory.
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o 1-l
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a MAINSPECIFICATIONS
OF THE ENGINEAND ITS
ACCESSORIES
t
o .2 Specificationsof main accessoriesand Svstem data
o Designation unit
cationor param_eter
Specifi
a 1. Supercharging
system
832oZCd-4 832ozDd-6
01 8320ZCd-8
o
o Supercharging type furbo-charging,
with air intercooler
a Supercharging model wR321-2P
t Allowablespeed for long{ime
r/min 24000
operation
o Allowablemax.speedfor
r/min <27500
t shorttimeoperation
o Allowableexhausttemperature
o beforeturbinefor long{ime
operation
C <640

o Supercharged air pressure MPa 0.2687 o.274 0.2865

o AllowableMax.Back-pressure
MPa 0.00294
o afterturbine
o Air coolertype
Air coolingarea m2
KLQ92H KLQ117H I KLQ146H
117 146
a Temperature
of inletwaterfor
YZ

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

o Deoth belowthe centerline of the

mm 705
a crankshaft
Minimum heightabovethecenter
o for liftingpiston
lineof the crankshaft mm 2750
o andconnectingrods
I Net weightof the engine kg Approx.30000
o 9. safetydevice
Alarmfor low lubeoil pressure MPa 0.20
o Stopfor too low lubeoil pressure MPa o.12
o Alarmfor higherlube oil c
a temperatu re (at engineinlet)
o Alarm for higher fresh water c 85
o temperature(at engineoutlet)
Alarm for leaking the fuel from the
o high pressureoil pipe
Highlevel
a Type of the over-speedstop device Hydraulicand centrifugal
type
I Action speed of over-speed stcp
r/min 560-575 588-604 588-604
o device

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e MAINSPECIFICAiIONS
OF THE ENGINEAND ITS
ACCESSORIES
o
o 1.3 MAINTECHNICALDATAOF THE ENGINE
o
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 Lubeoil pressure(in the mainoil passage)

o
o Lubeoil pressure(at the camshaftbearing 0.45-0.55MPa
and the valvemechanism)
o 0.1-0.3MPa
a Low lube oil pressure (alarm)
a
o (enginestop) -.
Toollowlubeoil pressure 0.2MPa

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
a
O
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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o
o
o
o
a
a 1-6
O
a
o
I
o
a
o
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
t
o DESIGNATION (ks)
WEIGHT
a
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
o
I
a t-7
o
o
o
o
a
a
O
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.
a
o
o
a
o
o l-8
o
o
o
a
o
a
a
o
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
a
o
o
I
1-
o
a
o
o
a
o
o
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

o Cylinderliner o32o€6 o320.6

a
o II]
o
o
a
o
O
Nodular
o graphite
a 0.30-0.37 135 0318.6
o Castiron

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
o
o
O
1-10
o
o
a
a
o
o
a
o
a MAJORSPECIFICATIONS
& MAINTECHNICALDATA
a OFTHEENGINE ANDACCESSORIES
o DESIGNATION POSITIONS DIMENSIONSCLEARACE
o OF OR OF IN NEW
PERMISSIBLE WEAR

o ASSEMBLY MATGHEDPARTS NEWPARTS ASSEMBLY

CLEARANCE LIMIT

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 Gap clearanceof 2nd ,

and 3rd compressionring
1.3-1.5 3.0
3 fittedin thecylinderliner
o Gap clearance of the
scraper ring fitted in the
o cylinderliner 0.9"1.3 3.0
o {'GE

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 The distancebetweenthe top surfaceof

a the pistonand the up{::r end surfaceof the
I cylinderliner with tie piston being at Permissible
o T D.C. as sh(l'vn in the fig IOrerance
I 1cl 0.5
o Assembling of I mm between
o the piston l7.t.#1 cylinders
in the
o %JN\\l--.rl' rangeof 9.7
o r,4Nr--\
r,4l\\
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o [/RN N
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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
I
a
t
o t-1,2
o
o
I
o
o
t
o
o
o & MAINTECHNICALDATA
MAJORSPECIFICATIONS
o OFTHEENGINE ANDACCESSORIES
a DESIGNATION POSITIONS DIMENSIONS
CLEARACE
o OF OR OF
IN NEW
ASSEM
PERMISSIBLE WEAR

o ASSEMBLY MATCHEDPARTS NEWPARTS

BLY CLEARANCE LIMIT
t Rollerpin o 0.007-
a Valvetappet
O30 -oc:4
(interference)
Tappetpin hole
o
a {OCl2
o.o2
o O30 -o@ (clearancel
o Shaftof Inletvalve
rockerarm o
o Bearingof Inletvalve <D55-ocre
0.05-0.07 0.30
o rockerarm
{O(t
o Valverockerarm Axialclearance
O55 {os

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

a @108e2 €3 (at one side) 0.25

o
a
a Lubeoil pump Bushfor thedriven o54 d ""
a gear
o Drivenshaft
-0.06
@54 -0.106 0.05-0.10 0.25
o
o
a
I Endclearance of 0.15-0.20
lubeoil pumpgear
o
o
o r-13
o
o
o
I
I
a
a
a
a & MAINTECHNICAL
MAJORSPECIFICATIONS
ANDACCESSORIES
DATA
o OFTHEENGINE
I
a DESIGNATION POSITIONS DIMENSIONS
CLEARACE
PERMISSIBLE WEAR
o OF OR OF
IN NEW
ASSEMBL
LIMIT
a ASSEMBLY MATCHEDPARTS NEWPARTS CLEARANCE

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 pumpgear o.08-o.12 0.20

o Frontend cover
o Water-sealring o14o€E
0.115-0.226 0.8
a Coolingwater
-ct't 5
O140 -oG
a pump
Pumpcasing -o?
@90 -o*
o Water-sealring 0.165-0345 0.5
o Intermediategeal
ago €2E
{('tt
I bush @180 {o'ls
Intermediategear 0.12"0.18 0.3
I seat
-C'(E
Q180-oe
o Camshaft Axialclearance
0.6
a driving
of the intermediate
qear
0.20-0.35

a Backlashof the Moduleof

o camshaftgear
Gears= 5
0.26-0.34 0.45

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 The nodulargraphitecastiron pistonis "suspended type".lt has some merits,such as light

weightand high strengthof structure,and smallvibrationwhen the engineoperating.The
a piston is made with a coolingchamberin ib upper part and cooledwith lube oil. The
o connectingrod body is columniform. The splitface of the connectingrod is bevelcut type
o The pistonpin is the floatingtype.
with serrationfor positioning.
a The cylinderheadis madeof vermicularcastiron and providedwith two inletportsand two
o exhaustports.The valveseat ring is made of heat resistingsteel and the valve surfaceis
hard alloy,so the valveseatsis longlife in service.The
coatedwith a layerof heat-resisting
o exhaustvalvesof HFOengineis madeout of NiMoNiC.
o withoutkeys . The cam anglecan
All the camsare fittedon the cailtshaftwith interference
a
o 2-l
o
o
o
o
a
a
o
o
o OUTLINE
OF MODEL
8320MARINE
DIESEL
ENGINES
o
o be hydraulically
adjusted.The camshafican be mountedand dismountedtransversally
so
o as to reducethe mountingand dismounting
spacein the engineroom.
a The MIXPCturbocharging systemis adoptedin the enginewith a turbocharger of excellent
o performanceand a highefficiencyair cooler The inletand exhaustmanifoldsare installedin
o the sameside of the enginein orderto be easyto operate.

o The valve mechanismsuch as push rod, rockerarm is completelyenclosedto reduce

mechanicalnoise.
a
The engine is equippedwith a variable-speed hydraulicgovernorso it has an excellent
I
speed governing performance.Furthermore, the engineis equippedwith an over-speed
a limiterwith safetyfunction,nameiy,the engineis stoppeddue to over-speed.
o The lube oil pump,coolingwaler pump,fuel deliverypump and the tachometergenerator
I etc. are mountedat the frontend of the engineand drivenby the crankshaft.
o At the front end , the engineis providedwith a damperto improvethe torsional-vibration
o characteristicsaccordingto the shafting.
a At the free end,the engineis providedwith an extensionshafiaccordingto the requirement
o of the user,suchthe enginecan takeoff the continuouspowerof 240kwat the raledspeed
o of the engine.The Guangzhoudieselenginefactoryis not responsible for the faultengine,
which is caused because the output shaft is not carried out the torsional-vibration
o calculationby user.
o The marinemain engineis providedwith the remotecontroldeviceand is very easy to be
a the localoperationand remotecoirtroloperationchangeover.
a The engineis equippedwith alrto-alarmdevicefor lube oil pressureand temperature,for
o coolingwatertemperature
etc.,and instrumentationfor monitoringthe dieselparameters
o The lubeoil coolet freshwatercoolerand lubeoil filterare mountedoutsidethe enoine.
o
o
o
a
o
a
o
e
o
o
o
o
2-2
o
o
a
o
o
o
a
o
o E N G I N EM A I NC O M P O N E N T S
o
a
a CHAPTER 3 ENGINEMAINCOMPONENTS
I
3.1 Main Moving Parts
O
Model 8320 Marinedieselenginemay fit the nodulargraphitecast iron crankshaftor
a
electroslagsmeltingcastingsteelcrankshaftaccordingto the strength.
o
o 3.1.1. Nodular graphite cast iron crankshaft
a
o
t
I
t
o
o
o
o
a
t
o
o
o
o
Fig. 3-1 Nodulargraphite cast iron Crankshaft
o
o l.flywheel bolt 2. flywheel 3. Hex-socketcap head screw 4. oil throw ring

o 5. timing gear 6. bolt 7. crankshaft 8. vibration damper L resilientgear assembly

o 10.oil leadingshaft 11.gasketring. 12.gasket 13.connectingbolt 14.bolt
o
o The crankshaft(7) is made of high strength nodulargraphitecast iron with excellent
o performance.lt has rationaldesignin crankwebs and journals,so that the stressesduring
operationare evenlydistributedin its differentparts,resultingin sufficientstrength.lt is well
a balanced,and the main bearingsare runningin excellentconditions,as counter-weights
a beingcastedonto each crankweb to reducethe unbalancedcentrifugalforceand internal
o moments.Both diametersof the main journal and crank-pinare 250 mm. There is a
o concaveprofilefilletbetweenthe journaland the web, which providesa largerfilletradius

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.

a 3.1.2. Electroslagsmelting casting steel crankshaft

o
o
o
o
o
o
o
a
o
o
I
a
o
o
o
o smeltingcastingsteelcrankshaft
Fig.3-2 Electroslag
o l.flywheel bolt 2. shaft for sealing oil 3.fly wheel 4. hex-socketcap head screw
o 5. oil throw ring 6,timing gear7. bolt 8. crankshaft 9. counterbalance 10.parallel
o pin 11.bolt for counterbalance12. hex-bolt 13.Twin-winglock washer14.check
washer 15. plug screw 16. vibration dampar 17. elistic gear assembly. 18
t passed-oilshaft19.gasketring 20.gasket 21.connectingbolt 22. bolt
a The crankshaff(8) is made of electroslagsmelting casting steel with excellent performance
o and high fatigue strength. lt has rational design in crank webs and journals, so that the
o stresses during operation are evenly distributedin its different parts, resulting in sufiicient
a strength and rigidity. lt is well balanced, and the main bearings are running in excellent
conditions, as counter-weights (9) being casted onto each crank web to reduce the
o
o 3-2
o
o
o
a
o
o
a
a
o E N G I N EM A I NC O M P O N E N T S
o
o forceand internalmoments.Bothdiametersof the mainjournaland
unbalancedcentrifugal
o crank-pinare 250 mm. There is a concaveprofilefilletbetweenthe journaland the web,
a which providesa largerfillet radiuswithoutshorteningthe effectivelengthof the bearing,
o and reducesthe stressconcentration in this part.The take-offflangeof the crankshafiand
a the flywheel(3) are securedtogetherby ten bolts(1) (dia.32mm) .Thefive boltsthereofare
fitted into reamedholes.The timinggear (6) on the crankshaftis boltedto the crankshaft
a flangewith bolt (7). The oil hole ot the crankwebcoats"letai242"and is blockedwith plug
a screw There is an oil throwring (5) fittedon the take-offend of the crankshaft,the ring is
a made up by two bolted halves.The tightnessof the bolts should be checkedwhen
o reassembling, so as to avoidany 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.

a a. Clean all contactsurfaces,coat threadedportionwith thin anti-friction

MoSz.
materiallaverof
o
o b. Check the threadand body of counterbalancebolt whichcan not contactwith bolt hole of
counterbalance.
o c. Method of tighteningthe counterbalancebolts: tightendiagonallythe bolts of
o counterbalancern 3 sfeps to a torqueof 550N.m by means of a torquespanner,then
o draw the two mark lineson the bolt head and counterbalanceseparately, angle of the two
a mark line is 60" ,finally turn the bolt of counterbalanceto 60,atthe same time, the two
mark linesalign
o
o d. The bolts should not move when the bolt is tightenedby 800 N.m after the bolt is
tightened
o e. Drill two holesin thehole positionof checkwasher(the hole is not near the edge), the
O
a 3-3
o
o
o
a
o
o
o
o
a MAINCOMPONENTS
ENGINE
o
o depth of the drillinghole is 23mm, the depthof the tappinghole is 20mm. the diameterof the
a tappinghole is 11mm. then add the duplex stop washer and tighten the bolts,finally Lock
o the two bolts with duplex stop washer.
o There are scale markson the circumferentialsurfaceof the flywheelindicatingTDC and
a some adjacentcrankanglesfor each cylinder.The crankpositionof individualcylindercan
thus be determinedwhencheckingthe valveand/orinjectiontiming,via the pointerfixedon
o the rearcover.Notchesfor turningthe engineare alsocastedon centralpartof the flywheel
a periphery.
o The passed-oilshaftis mountedwhenthe crankshaftis equippedwiththe Gazlingcoupling.
o The shafifor sealingoil is mountedon the take-offend of the crankshaftin orderto sealthe
o oil inletand outletholeswhenthe crankshaftis equippedwith highlyelasticcoupling.
a The Gazlingcouplingis tighteningon the flywheelby 24 boltsof M20.The passedoil shaff
The lubeoil passesthroughthe
is boltedto the flangeof the take-offend of the crankshaft.
o passedoil shaftto Gazlingcoupiang which produces damp,reducesthe torsion-vibration
of
o shaftingand lubricatesand coois the Gazlingcoupling.
a The installationrequirementof the Gazlingcoupling
o 1) Adjustthe distancebetweenend surfaceof passed-oilshaftand end surfaceof flylvheel
a F+015

to 5.orowith shim, adjustthe gap betweenend surfaceof passed-oilshaft and seal

o
o surfaceof Gazlingcoupling to 6 =9.1-9.'tUmm
withshim,thisdeviceshouldnotleakoil
duringworking.
o
2) When the Gazlingcouplingaligns,the end face run-outis not morethan 0.01mmin the
a rangeof every100mmdiameter,diameterrunoutis not morethan 0.08mm.
o On the crankshaftfree end,the elasticgear as illustratedin Fig.34 is mounted.All the
o pumpsfor oil, waterand fuelfor the engineare drivenby crankshaft.
o The hub (3) and thrustplate(1) of the gear are securedontothe end face of the crankshaft
o (5) by bolts,There is a spacer(4) betweencrankshaftand hub.The tooth ring (2) is freely
o supportedon hub (3) with an axial clearanceof 0.2-0.4mm,and a radial clearanceof
a 0.07-0.'175mm.The teeth ring is driven via spring holder(10), spring (11) and (12). The
springholder(10)is laterallypositionedamongthe hub,the toothringand thrustplate.The
o same buffer effect of the spring set can be realizedin either direction,the dynamic
a fluctuatingload of the drivinggears can thus be reduced.Gears meshingto the resilient
a gear are: drivinggearsfor lubeoil pump(7), for waterpumps(6) (8) and for fuel oil delivery
pump(13)and for tachometerprobe(9).
o
it shouldbe notedthatthat
of the resitientgear in caseof dismounting,
o Duringreassembling
all slop washersshouldbe replaoedand all screwslocked.
a
o
o 3-4
o
a
o
a
o
a
o
o
o E N G l l t i :M
: A I NC O M P O N E N T S
o
o
||

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.

o When the crankshaftinstallsthe leaf-springdamperor springcoilingdamper,the O-seal

ring is installed,removethe tighteningscrewwith groove.
o
a Method of Measuringthe Grank-webDeflection

o The crankshaftshouldbe placedevenlyon all mainbearings.As deformationof the central

part of the crankshaffshouldbe resultedby itselfweightwhen placingonly on two end
I bearings.Crankshaftdeformationcould not be Cemonstratedif only the conlact area
o betweenthe journaland the bearingwas checks.Duringengineoperation,the crankshafris
o subjectto repeatedperiodicbendingin the caseof improperassemblingor unevenwear of
the lowerhatvesof mainbearings,Fatiguedamage,crackingor even ruptureof crankshaft
t materialwill naturallybe the resultof numeroussuch repeateddeformation.
I
The distancebetweentwo crank'websof the same crankis knownas crankweb distance,
o The differencebetweenthe nreasuredmaximumand minimumvalues of this distance
I is termedcrankweb deflection
duringone revolutionof the cran<shaft
o
o L> L, L< t'
a
a
a
o
a
o
o
o
o
a
t
a
o Fig. 3- 5 Elastic Oeflection of Crankshaft
a
o
c 3-6
o
a
a
o
o
I
a
a MAINCOMPONENTS
ENGINE
a
t
a The crank-webdistanceL at T.U.Cis largerthanthat L'at B.D.C.,i.e.L > L', if the positionof
o two main bearingsof the crankin questionis lowerthan their adjacentmain bearings.The
a axial line of the crankshaftis in the down-warpshape,the valueof crankweb deflectionin
o this caseis assumedto be (+) .

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

a In cool condition,the fit clearancebetweenthe pistonpin and pistonpin seat is 0,048to

o 0.073 mm, and the fit clearancebetweenthe piston pin and the copper bush in the
o connectingrod smallend is 0.195to 0.243mm. For assembly,slightlypush the pistonpin
into its seat-In operation,the pistonpin can be rotatedrelativelyto the connectingrod or to
o the piston.Therefore,wear will be very uniformperipherally, and jammingcan be avoided.
o To preventpistonpin from axialmoving,a cliprings(9) are installedin groovesof seat.The
o pistonpin (11) is a hollowcylindrical,
passage
which is drilledholes in longitudinal
pin
and radial
directionsfor the of lubeoil, The end surfacemustbe pluggedby screwplug
o and caulkedto the screwplugholeto avoidits looseness.
a 3.1.3.4 ConnectingRod
o
a 3-11
o
o
o
o
e
o
a
a MAINCOMPONENTS
ENGINE
a
o The shank (13) and small end of the connectingrod are steppedtype .The shank of the
o connectingrod is a circularcross-section.The angleof the bevelcut to the shankis 40'with
o locatingby angularracktoothrack.The shankand big end cap are connectedtogetherby
two longer(21) and two shorter(17) connectingrod boltsof M 27x2 ,madeof high quality
a alloy steel.These boltsare lockedby meansof lockwasher(15) and M8 x 12 bolt (17).A
a locatingpin bush(14)is pressedin the oil holeof the cap for axiallocation,which is hollow.
I The internalhole of the bushis the oil passage.The finishmachiningof the connectingrod
a big end bearing hole is carried out as the cap and the shank is secured together.A
counterpartmark is madeon the same side of the cap and the shank respectively. These
I marksshouldbe matedwithoutmistakeswhen reassembling
o Thereis an oil groovewith 5 mrnin depthand 14 mm in widthin the innersurfaceof the cap
o (20),whichis connectedto the oil holeof shankvia two angularholesof o 10 and a straight
o holeof o 16.Thereis alsoan oii groovein the smallend bushthatconnectedto the oil hole
o ofthe shank.Lubeoil comingfromthe oil holeofthe crankshaft flowsto the oil grooveofthe
low half of the connectingrod bearingshell(19),to the oil holeof the shankand to the small
a end and bush(12),then to the pistonpin (11).On the top of the smallend ofthe connecting
o rod, a plugscrewis usedto blockthe holefor machingthe oil hole.
o The bush (12)is madeof tin bronzeand fittedto the holeof the smallend with interference
o of 0.117to 0.149mm.Thereare oil groovesand holesin its innersurfaceto introducelube
o oil into the bearingsurfaceand to the pistonpin and then to the coolingchamberof the
piston.
o
a There are bearingshellswith coatedtri-metalalloy laye(8320cd4 is bearingshells of high
tin aluminumalloy)and fittedin big end bearingholes,a locationpin in the bearingshell
a insertsto the recessof the connectingrod.
o Maintenanceof the Piston
a One of the pistonshouldbe dismountedfor inspectionafter every3,000 operatinghours,
o Observationof surface conditionsof all cylinderliners from the inspectionwindow in
o crankcasebox shouldbe carriedout. The pistonin such a cylinderwhere heaviestwear is
o foundshouldbe chosento be withdrawn.lf no seriousscratchesor wear of the cylinderliner
workingsurfacefound,the conditionsof ihe withdrawnpistonbeingnormal,all ringsbeing
o well movablewithoutheavywear,inspectionof all otherpistonsin this case may be put off.
o However,all ringsand pistonsshouldbe inspectedwith the operatinghoursnot morethan
o 8000.
t lf abnormalconditionof the dismountedpistonand pistonringsfound,otherpistonsshould
a then be dismountedfor inspeciion.
o Diametersof the pistonand the cylinderlinershouldbe measuredat the same time.The
liner should be replacedif the toleranceclearancereachesthe limit values specifiedin
o chapterl.lfthe wearextentof the pin holehas reachedthe limitgivenin chapterl, the piston
o
a 3-t2
t
o
o
o
o
o
o
a
o E N G I N EM A I NC O M P O N E N T S
a
o shouldbe replacedas well.
o Whenany pistonringsticksto its pistonringgroovewithcarbondeposit(this will causepoor
O combustionresulting from reduced compressionpressure).use gasoline or carbon
o tetrachlorideto wash off the carbondeposit,the ring is then knockeddown using a wood
I malletand then dismounted.lf the toleranceclearancereachesthe limitvaluesspecifiedin
chapterl as the ringwornout,oi ringspallationis found,the ringshouldthen be replaced.
I
o lf cracks are detectedor the toleranceclearancereachesthe limit values specifiedin
chaperl as seriouslyworeout, the pistonpin shouldbe replaced.
o Afier maintenanceof pistons,cylinderlinersand piston rings,the engine should be run
o accordinqto the followingtable,the dieselenginema afterrunn
a model 8320ZCd4 8320ZCd-6 832oZCd-8
o Speed(r/min) 200 3 1 5 454 210 aan 417 477 210 330 417 477
o Time(min) 30 30
JY/

120 120 30 30 120 120 30 30 120 120

a
o
a Replacingof Piston Ring
o
a
a
o
a
O
a
a
o
o
o
o Fig. 3-8Assemblingand Dismountingof Piston Ring
o The gap of thejoint shouldbe checkedwhenassemblinga new pistonring.Firstly, the ring
I is put into the corresponding cylinderlinerwith its top end parallelwith the linerend face,
a and the gap measuredby means of a feeler should not exceed values specifiedin
chapterl.Secondly,the ring is put into the groove,and the side clearanceis also measured
a by meansof a feeler,which shouldfulfillrequirement given in Chapterl. The joint of each
o ring shouldstaggereachotherfor 120'.Tworings(3) as illustratedin Fig 3-8 may be made
o by the user and then hitchedup lhe ringjointas shownin Fig 3-8 to pull openthe ring.lt is
o
3-13
o
a
o
a
o
o
I
a E N G I N EM A I NC O M P O N E N T S
o
a essentialnot to pull too muchto preventthe ringfrom beingbroken.
t Maintenanceof ConnectingRod
o 1. The connectingrod bolt is such an imporlantcomponentthat its fracturewill resultin
o seriousdamageof the engine. After every 100 operatinghours,the pretightening
a conditionof eachboltshouldbe checkedby way of lightlyknockingbolt heads.All four
a boltsshouldbe retightened if one of thembeingloosened,
a The pretightening conditionof connectingrod boltsshouldbe checkedas followsafter
I first 250 to 300 operatinghours in case of a new engineor the crank pin bearings
beingreassembled
o
o 1) Removethe smallboltsand lockwasherson the connectingrod bolts.

o 2) Markthe relativepositionbetweenthe connectingbolt headand connectingrod.

o 3) Try to retightenthe bolt by a torquespannerwith a torqueof 800 Nm. lf the marked

positionof one of the four bolts has been changed,all of the four bolts shouldbe
a retightened and then reassembled with new checkwashers.
o The connectingrod boltsmustbe replacedif any of the followingsshouldhappen
a 1) Crack(s)is foundon the connectingrod boli;
a
2) The engineis shut-downas the pistonseizedup in cylinderliner.
a
o 3) Accumulatedoperationtime is over 20000hours.

a No defectsshouldbe found on threadedpart of the connectingrod bolt, defectssuch as

scuffingetc. on the shank of the'connectingrod shouldbe polishedoff, specialattention
a shouldbe paidto the filletarea.
a 2. lf the clearanceof the small end bush has exceed 0.4 mm, the bush should be
a replaced.
a 3. Shoulddefectsof the connectingrod such as cracks,twistingor deformationwere
o detected,the connectingrod shouldbe replaced
o 4. The connectingrodshouldbe checkedfor deformaiion and crackingin casethe piston
o was seizedup in the cylinderliner or the ship was strandedresultingdeformationof
o the crankshaftand bedplate.Measurementmethod is shown in 3-9. Difference
betweenL and L'is not allowedto exceed0.12 mm ,whilethat betweenH'and H not
a to exceed0.2 mm.
I
o
a
a
O
o
3-14
o
a
o
o
o
a
o
o ENGINE
MAINCOMPONENTS
o
t
o
o
o
a
I
a
I
o
o
o
o
a
o
o
a
o
o
a
o
a
O
a Fig.3 - 9 Measurementof the ConnectingRod
o The Dismountingot Piston and ConnectingRod
o 1. Drainall coolingwaterin theengineblock.
o the cylinderhead.
2. Dismount
o 3. Openthe test valvesof the cylinders.
o 4. Turn the pistonto its B.D.C,cleanoff the carbondepositin the cylinderliner.Checkif a
a step had beenformedin the positionof the cylinderlinerin the positioncorrespondingto
o the T.D.Cof the first pistonring.In case that yes, the step shouldbe smoothedwith an
o oilstoneand then cleaned.Then coatgreaseon the cylinderlinersurfaceso that when
the pistonis drawnout, the residualcarbonparticlesor metalparticlescan be buriedin
o the greaseand will not scratchthe cylinderliner.
o
o 3-15
o
a
o
o
a
a
o
a E N G I N EM A I NC O M P O N E N T S
a
o 5. Installthe toolNo.320.100.20A on the pistontop,run a ropethroughit and hangii up
o witha liffinghook.Turnthe crankshaft to the positionfor mostconvenientdismounting
a connecting rodbolts.Straintheropewitha crane.
o 6. Loosenthe boltsdiagonally,
first unscrewthe two boltsfor the mountingtool for
a dismounting rod.
connecting
I 7. InstallthetoolNo.320.100.120A throughthe observation
window,slidethetwo pinsof
thetoolintothetappedholesof thedismounted bolts.
o
o
o
I
t
o
o
o
a
o
o
o
o
o
o
a
o
o
o Fig. 3 - 10 Mountingand Dismountingof the ConnectingRod
O R Removethe otherconnectingrod bolts.Usethe toolto takeout the connectingrod cover.
o Removethe tool.
o 9 . Whileturningthe crankshaftslowlytowardsthe directionaway from the connectingrod
o opening, lifi the piston up slowly until the crank-pinno longer interfereswith the
o connectingrod big end when the latteris liftedup from the cylinderliner.Removethe
connectingrod uppershell,tren carefullylift up the pistonand conneclingrod together
t from the cylinder,pay attentir.nto avoidthe connectingrod scratchingor bumpingthe
o cylinderliner.
o
a 3-16
o
o
o
a
a
a
a
o E N G I N FM A I NC O M P O N E N T S
o
t 10.Use a standto supportthe pistonand connectingrod so as to avoidthe connectingrod
a touchingthe g round.
o 11.Uponinspection, firstthe circlipin the pistonpin seat
if the connectingrod is dismounted,
a shouldbe removed.
o 12.Turnthe pistonand connectingrod assemblyupside-down so that the pistontop can
o face downward.Installthe tool No. 320.100.180 onto the pistonpin and removethe
pistonpin.
a
13.Cleanand inspectall parts
O
o Assembly the Piston and Connecting Rod

o a. Measuringand recordingdimensionsof the pistonpin and its hole as well as the

givenin Chapter1.
smallend and checkingif the resultsfulfillthe requirements
o
b. Liftingthe connectingrod with the small end downward.
o
o ontothe pistonpin.
c. Fittingthe specialtoolNo.320.100.180
o d. Turningthe pistonupside-down
with its top end layingon a wood-plate.
o e. Fit the smallend intothe pistonwhile payingattentionto the bevelcut towafdthe
'p'
o mark on the piston,namely,towardthe exhaustvalve.

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.

O The abovemethodis basedon the casewherethe pistonis placedstationary. lf conditions

o are available,the work may be performedin sucha waythatthe connectingrod is fixedwith
its small end pointingupwards,and then liff the piston up and slowly mount it onto the
o connectingrod,
o Maintenanceof ConnectingRod Bearingshells
o The wearconditionofthe big end bearingshelland smallend bushshouldbe checkedafter
a every3000workingoperalinghours.
o was detectecifromthe dismountedbearingshellor
lf abnormalwear , spallationor r:racking
o bushes,the othersshouldalsobe dismountedfor inspection, thosebearingshellsor bushes
a withdefectsimpossibleto be correctedshouldthen be replaced.
o It shouldbe notedduringreplacingthe smallend bush,thatthe widersidemustbe closedto
o the big end.

a Any scuffingon the journalsof the crankpinshouldbe removedby neans of grindingstone

and be polishedby usingthe fine abrasivecloth.
o
o 3-17
o
o
o
o
o
a
o
o MAINCOMPONENTS
ENGINE
o
a In the case of replacingthe bearingshell , the shellshouldbe fittedintothe connectingrod
o as per the assemblyrequirements, and the bearingholediarnetershouldbe measuredand
a recordedas per requirements givenin technicalcertificate,
and then writedownthe dateof
replacernent.
o
o Parallelismand twistingof boththe big end bearingand smallend bushshouldbe checked
afterreplacement as shownin Fig 3-9-
I
lf the requirementsof clearancegiven in Chapter1 are met, the assemblycan then be fitted
O to the engine
o Fitting of Piston and ConnectingRod
o
a. Clean up thoroughlythe internalsurfacesof cylinderlinerand the crankpin,coat them
o withcleanlubeoil,and placethe assembling toolNo.320.100.30 on top of the cylinder
o liner.
o o . Lifl and clean the assembledpiston-connecting
rod assembly,check if cuts of piston
a rings being staggeredand apply some lube oil.
o Turnthe crankpincloseto the exhaustside.
o d . Carefullyand slowlyfit the assemblyintothe cylinderliner,The side of pistoncrownwith
o the mark'p' mustcloseto the sideof exhaustpipe.
a
o
o
O
a
o
o
o
o
o
o
o
c
o tg 3t1 Fri.irgd tleHstorad@Eti4gnd
o
o e. Turn slowlythe crankshafiunl;ithatthe crankpinentersthe bearingin the big end of the
o
o 3-18
o
o
o
o
o
a
o
o ENGIl',iE
MAINCOMPONENTS
o
o connectingrod.
o f. Fit the tool No. 320. 100. 120Aonto the observation
window.Placethe connectinqrod
o coverwith lowerhalfof the bearingshellontothe tool,and fit it to the big end.
t g. Coat MoS2 on both the threadpart of the connectingrod bolt and frictionsurfaceof
I the hexagonhead,diagonallyinstallthe connectingrod bolts,tightenthemslightlywith a
wrencn.
t
o h. Dismountthe tool No.320.100"120A, then fit the othertwo bolts.
a i. Turnthe crankshaftto a positionsuitablefor pretightening
the bolts.Then pretightenthe
boltsas follows
C
I a) Pretightenthe boltsdiagonallyand alternatively
in 3 tinres,the torqueof long bolts
of connectingrod is 3101{.m,
the torqueof shortboltsis 270N.m.
o
o b) Draw the base line in the hexagonhead of bolts and connectingrod cap, Use a
torquewrenchto turnthe tour boltsin 3 to 4 timesalternatively
and diagonallyto 60
t oegree
a c) The boltsshouldnot turnwhen the torqueis 800 N.mfor check.
a lf no torquewrenchis available,the pretightening
methodis as follows:
o (a) With a wrenchof 400 mm handle, pretightenthe four connectingrod boltsby
O one handalternatively
and diagonally.
o (b) Markthe baselinesin hexagonheadof boltsand connecting-rod cap connecting
e rod cover, and Use a long wrench to turn the four bolts in 3 to 4 times
I alternativelyand diagonallyto 60 degree .
o The boltsshouldnotturnwhenthe torqueis 800 N.mfor check.Movethe connecting
o rod with leverto checkif the connectingrod can moveaxiallyon the journal.
o j. Placelockwashersand tightenlhe screwsfor the lockwasher.
i k. Checkthe axialclearanceofthe connectingrod smallend.
o l. In the case that the bronzebushof the connectingrod smallend or the cylinderliner is
a replaced,or the enginehas operatedfor very longtime,the followinginspectionsshould
o be carriedout beforefinalinstallationis made.Theseinspections are to be madewith the
piston without piston rings ano the assemblyalready is fitted into the engine as per the
o aboveprocedures.
o
o Use a feelergaugeto measurethe clearancesat four positionsof the lowerend of piston
o skirtin crankshafi to rneasure
axisdirection i.e.a'and b'at T.D.Cand a and b at B.D.C,as
o shownin Fig.3 -9, Maximumdifferenceof themshouldnot exceed0.10 mm. otherwisethe
o causeshouldbe foundout.The parallelism of big end and smallend of the connectingrod

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.

a lf all these have beendone,reassemblethe assemblyinto the cylinderliner.lf beingup to

the standard,the assemblyis dismountedto fit pistonringsand finallyfittedintothe engine.
a
m. Checkthe distance6 betweentop of the pistonand top end of the linerwhen the piston
o beingat T.D.Cas shownin Fig 3-13,ifthe pistonor cylinderlinerhad been replaced.The
o differenceof 6 for differentcylindersin the sameengineshouldnot exceed0.5 mm.
I
t
a
o
o
a
o
a
I
a
a
a
a
o
I
a
o
I
o
o
I Fig.3 - 12 Positionsfor ClearanceMeasurement
of the Piston
t
t
a
t
t
3-20
o
o
o
o
I
o
t
o E N G I N FM- A I NC O M P O N E N T S
o
I
o
a
a
o
o
a
o
a
a
o
o
o Fig. 3 - 13 Checkingof Distance,6
o Betweentop of the piston and top end of the liner
a tnspectionand evaluationof tri-metalbearingshells of connecting rod (suitablefor
o dieselengine).
8320ZCd-B
ModelB320ZCd-6,
a
Note: The criteriamentionedbelow are used for the assessmentof tri-metalcorrosion
a steelbackwith a nickeldam and a
resistentbearingshellsconsistingof a leadbronze-lined
a plated overlayof 0.015-0.035.11 is recommended to open perfectlyrunningbearingsas
a seldomas possiblebecausethey haveto adaptthemselvesagainaftereveryassembly-
t The big-endbearingsof the connectingrod are equippedwith a corrosionresistenttri-metal
o bearingshell.
O Contaminatedoil, solid foreignmatterand water are the cause of 85% of all cases of
I bearingdamage.Dirt is the enemyto all bearings.A thoroughoil treatmentand a careful
are thereforeindispensable
filtermaintenance for a reliableoperationand a long life.
a
The platedoverlayhas much betterrunning-inand continuousrunningpropertiesthan the
a harderlead bronze.In addition,lournaland crankpinwear is greatlyreducedby the plated
a overlay.
a lf the platedoverlayis corrodedby heavyfuel operationor the engineis frequentlystarted
I and stopped(max friction),the bearingsmay be more rapidlyworn so that they rnustbe
t renewedsooner.
a Griteriacatalogue(seeillushation3-14)
o 1. Uniformdull grey surface
o
o 3-21
a
o
o
o
o
a
t
a E N G I N EM A I NC O M P O N E N T S
a
o The bearingfunctionperfectly.A uniformrunning patterncan be seen in the main
o load-carrying
area.
o 2. Glossyarea alongthe two edgesof the bearing
o The bearingis overloadedalongthe two edges.A slightglosswill disappearaftera fairly
a longtime of operation.lf the glossis very intense,the hardhighspotsshouldbe touched
o up with a scraperto ease running-in.Do not use emerycloth!lf the crankshafthas been
regroundcheckthe filletradiusbetweenthe web andjournalor crankpin.
o
o 3. Heavypressureon one bearingedgewith lead bronzeexposedover a largearea:

a This is not permissibleand the bearingmust be renewed.lf such a wear patterncan

alreadybe seenaftera shortperiodof operation,it is of vitalimportance
to find the cause,
o checkthe crankweb deflectionvalues.
o 4. Scratchesin the platedoverlayand lead bronze:
o The scratchesare caused by dirt or foreign matter in the lubricatingoil. lf such scratches
a are not concentrated or do not reachfar intothe bronzetheywill be harmless.lf thereare
o a lot of scratches,the shellssiiouldrenewed.
o 5.Platedoverlaywornover a largearea (bronzeexposed)
I lf the bearinghas beenin operationfor a longtime and its surfaceand transitionarea at
o the edges are smooth,therewill be no danger.Checkthe shaftfor wear. lf such wear
o patterncan alreadybe seen aftera shod periodof operation,lack of oil supplycouldbe
the cause. Check the journal or crank pin surface for increased roughness or
a scores..Polishif necessary.lf the bearingsof the connecting-rodare concerned,check
o the crank web deflection.Realignthe engine if necessary.Renew the shells as a
a precaution.
o 6. Renewthe bearingif platedoverlayis wornover a largearea,bronzeand nickeldam are
o exposed,deepscoremarkbothin the platedoverlayand bronzelayer,Checkthe surface
I conditionof the journaland crankpin and smoothit if necessary. Checkthe oil filterand
pipingbetweenthe filterand engine.lf furtherbearingsare fed with oil from this bearing,
a thesemustbe inspected,too. Ensureextremecleanliness duringassembly.
o 7. Heavypressurebelowthe reliefarea nearthe partingline.
a These areasare sometimesmarkedby heavypressure.Glossyarea shouldbe touched
a up with steelwool or a scraper.Checkthe expansionof the free bearingshells.lf there
a are smallcrackswith somescalingof lhe platedoverlay,the shellsmustbe renewed.
o 8. Cracksin the platedoverlay
o Minor cracks are harmless.The bearingscan be fitted again unless a very marked
o accumulationof cracksexistsr;.,the loadedarea and the platedoverlay3calesoff.
o
t
3-22
o
a
o
o
 E N G I T IM
E A I NC O M P O N E N T S

t-r--J!rt
I
\-\r{

..*--
\.
?
s ,'.11
'f
_*

JT
@

3 10

4 1la

".:t-E3i'

5 rxb

7 13

Fig.3-14 Criteriacataloguefor bearingshell of connecting rod

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.

a Area I -Plated overlaycompietelyconservednear the partingline. Protectivetin flash

stillexisting.
o
AreaII --Platedoverlaystillexisting,but darkenedand roughenedby corrosion.
o
Arealll--Transitionarea to the runningsurfaceproper.Narrow,almost black rim with
o platedoverlayheavilydamagedby corrosion.
o Area IV --Plated overlay almost completelyremoved by corrosionand, partly, by
O abrasion.Silverybrightnickeldam exposed.
o AreaV --Nickel dam wornaway,bronzebecomingvisible.
o Area\4--Bronzebecomingvisiblethroughminorscratchesfromdirt.
o
Variouswearstiagescausedby corrosionand abrasionof the platedoverlayin
Fig3-17118
o heavyfuel operatio:r.
o
o
o
o
o
o
o
o
o
o
o
o
a
a
3-25
o
o
O
o
a
o
o
o
o E N G I N EM A I NC O M P O N E N T S
o
o Reassembly
o
o A---- Minor conosionof the plated overlay.A narrowship of nickeldam is exposed
a on one side.Theshellcan be usedagain.
o B---- Heaviercorrosionof the platedoverlay.Nickeldam exposedon both sides.
o The shellhas nearlyreachedthe wear limit.A perfectadaptationis no longer
a fullyensured.The hearingcan operateanother50% of the time reached.
o C---- A largeareaof the platedoverlayhas beenremovedby corrosionas far as the
c nickeldam.The runningpatternis otheruisegood.Althoughthe bronze
layerhas not yet beenexposed,the bearingmustbe renewedbecauseit
o can no longerembedand adaptitself.
o D--- Heavycorrosionof the platedoverlay.Lubricating
oil contaminated
by
o Solid foreign matter causing additionaln'lechanicalwear of the plated
o overlaywith scraichesdown into the bronze.Checkthe journalor crankpin
o for scratchesand smooth it with an oil stone if necessary.This bearing
o conditionis a considerable
riskfor the engine.Inspectfurtherbearings,
o E---- Heavy corrosion :nd abrasion of the plated overlay. Lubricatingoil
o contaminated by solidforeignmattercausingadditionalmechanicalwear of
the platedoverlaywith scratchesdownintothe bronze.Checkthejournalor
o crank pin for scratchedand smoothit with an oil stone if necessary.This
a bearing conditionis a considerablerisk for the engine. Inspectfurther
o bearings.
a F-:- Platedoverlayalmostcompletelyremovedby corrosionand mechanicalwear.
o The runningpatternshows partialscoringby a lot of dirt in the dangerof
heavyconsequential damage.Checkthe journalor crankpin for scratches
o and try to smooth it with an oil stone. Inspectall the other bearings
o immediatelyClean the lubricatingoil circuit. Inspect the filters and
o lubricating
oil separators.
o
I Replacement
o
o
o
o
o
o
o 3-26
o
o
a
a
o
o
o
o
O ENGINE
MAINCOMPONENTS
o
o
o
o
o
a
o
t
o
o
o l:ig.3-15
I
o
a
o
o
o
o
o
I
a
o
o
o
o
o
a
o
o
o
t
a
o l'i fi. 3-1 l
o
o 3-27
a
o
o
o
a
t
o
o
o E N G i I * EM A I NC O M P O N E N T S
o
I
o
o
o
a
o
a
o
O
o
a
o
a
o
t
o
o
a
a
I
o
o
o
I
o
I
o
a
o
a
I
l'ie.3-18
I
I
a
a 3-28

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

The cylinderblock (3) is made of high strengthcast ironwith comparatively

@
thick wall. lts
o constructionensuressufficientlongitudinaland lateralrigidity.There are 8 cylinderhead
o bolts(2) aroundeach cylinderbore,a closedcrankcase is formedafier the cylinderblock
o secured to the bedplate (13),to both ends of which front and rear end plates are
fitted.Projectionfor assemblinglubeoil pump,fuel pumpand speedtransducerare casted
a in the frontend plate,whilethosefor drivinggearsof speedgovernorand over-speedlimiter
I etc. are castedin rearend olate.
o In the horizontalplatformof the operationsideof the cylinderblock,for each cylinderthere
o is a projectionfor supportingthe tappetsand three through-holes for placingthe tappet
a supports.The recessaroundthe projectionformsthe oil returngroove,from wherethe oil
couldflowdownto the returntubevia a throughhole.
o A long openingwith the same lengthas the cylinderblockon the side plan of the camshaft
a spaceallowslaterallydismounting the camshaft.Camshaftbearingseatswith Y{ype open
o are casted in verticalwalls of the opening.This long openingis coveredby three long
o covers (28), one small cover and a gear casing. Behindthe interfaceof two covers,a
o base-plate(29) is added,soft wood gasket (30) are fitted with specialarrangementfor
inclinedlap-jointedso as to ensurethe sealingofthe coverinterface.lt shouldbe notedthat
o duringassembling,no gap of the gasketis allowedin the interfacingarea. Movablepedal
o (25) for the operatorto stand on for inspectingcylinderheads are mountedbelow the
a camshaftcovel whichcan be put downwhen not usedin orderto gain morespacebeside
o the engine.

a The wet cylinderliners(27)are fiitedin the cylinderblock.Thereis an intermediate

support
in the waterjacketarea,whichis also functionedas the upperlocatingsurface.Thereare
I also 3 rubber"O" ringsin the bottomlocatingsurface(26),thus ensuringboth the cylinder
a liner free expansionand water-tightness. This design reduces the distance between
o supportingpointsand the amplitudeof high frequencyvibration,increasesthe rigidityof
o bearingthe sideforcefromthe pistonand the abilityagainstcavitation.

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 In orderto decreasethe presstiiein the crankcasewhichis formeddue to the exoansionof

the oil mist,two vent coversare providedin the exhaustsideof the cylinderblockclosedto
a the end surface,so the user is easy to installthe breathpipe of the crankcaseand lead
a oil-mistto the safe locationof the deck.
o A coolingwaterinletis providedfor eachcylinderon the exhaustsideand the inletis sealed
t by the cover(5) . The lowerpartof coolingwaterchamberformedby the cylinderblockand
a
3-30
o
o
o
o
o
a
o
o
o E N G I N EM A I NC O M P O N E N T S
o
o the cylinderlineris widerthanthe upperpart,this allowsthe waterto flow upwardevenly.In
a the intermediatesupportthere are two notchesperpendicular to the water inletto change
a directionof coolingwaterthusto enablecoolingwater sweeping the wholeuppersurfaceof
the cylinderlinerbeforeit enterscylinderheadvia pipes(31)on eitherside.
o
o The engineblockand enginebed-plateare tightenedtogethermainlyby 18 tie bolts(14)of
M 39 x 3, to bearthe majorpartof the tensileforceappliedby combustiongasesinsidethe
o cylinder.In additionto these tie-bolts,there are also 52 screws (12) ol M22X2 evenly
a distributedin the joint plane.A sturdyrigid structureis formedafter securedall boltsand
o screwsof the cylinderblockand bed-plate.The tie-bolbare tightenedin the crankcaseby
o meansof hydraulictensiondevices320.102.00A, The devicesare screwedto the extension
partsof one pair of tie-boltswhen tightening,the oil pipes320.102.10and 320.102.20are
o then connected.As the oil pressureis increasedby a oil pump(320.103A.00) to 81Mpa,the
o devicescan be dismountedafferthe roundnuts in the long groovesof the pressurerings
O had beenscrewedup. In the caseof dismounting thesetie bolts,theonlythingneedsto do
is to screw off the round nuts afier the oil pressure of the connectedhydraulictension
o deviceshad beenincreasedto a liftlebit higherthan 81Mpa.The sequencefor tighteningtie
o boltsis indicatedin the figurebeiow.
a
I
o
I
a
a
e
o
o
a
o
t
a
a
o
o
O
Fig. 3-20Tighteningof the Tie Bolts
a
o
t
3-31
a
t
o
a
o
a
a
a
o E N G I N EM A I NC O M P O N E N T S
o
o It should be notedthat these scr€iwsmust not be over-tighteningas the screwthreadsbeing
o directly threaded in the bedFiate.The torque should be controlledin the range of
216-260N.mto preventthe threadfrom damage.Thereare alsofour dowelpin (22),which
o mustbe fittedbeforetighteningtie boltsand screws.
a
on the outputend ofthe engine,thereis a bracketfor turbocharger
o air coolerand the air outletcoverfor the supercharging
air cooler.
and the supercharging

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.

a In orderto reducethe lengthof the cantileverpartof the crankshaft.

an 1Orhmainbearingis
providedbetweenthe crankshafidrivinggear and the flywheel.In other words,there are
a totallyten mainbearings,amongwhichthe gt one beingthe thrustbearing.
a The cap of mainbearing(23)are madeof cast iron ,andshrunklyfittedto the mainbearing
a seat.The jointface of the mainbearingcoverand the bed-plateis at 10 mm downwardfrom
a the centralline of the crankshaft.Eachmainbearingis tightenedby two mainbearingbolts
a of M30 x 2 ('11)ln the innersurfaceof the mainbearingcover,oil groovesand bearingshell
locatinggroovesare providedon the innersurface,thereis an oil holeand tap hole on the
a top surfacefor oil pipe connection.
I
a The main bearingshells are oi aluminumalloy tin steel backingtype, as illustratedin
3-21,andare dividedinto uppershell(3) and the lowershell(4),The thicknessof the ailoy
a layer is 0.8 + 0.1 mm. Oil grooveis providedon the workingsurfaceof upper shell ,to
o which 14 drillingsof + 14 are connected.Lube oil from the crankshaftoil hole lows via
o these drillingsto the oil passageof the connectingrod, then to the coolingspace of the
o piston.Dowelpin (6) in the shellare matchedto conespondingrecessesin the bearingcap
and seat respectively to preventthe shellsfrom rotatingaxiallyand peripherally.
The joint
a face of bearingshellsis 10 mm higherthan that of the bearingcap,whichallowsthe upper
o and lowershellsto be fittedin the same cylindricalhole.Sincethe actualjoint face being
a higher than theoreticalone, adequateshrink range can thus be realizedafter bearing
a assembling.

o On the bottomshellof the 9tnma'r1bearing,one thrustpieces(5) of tin bronzeis installedon

a eithersidefor axiallocatingof tilr crankshaft.
The spiiifaceof thrustcollaris lightlypresses
by the bearingcoversto preventthemfrom rotating.
o
a lf the engineis equippedwitha lubeoil suctionpump,a suctionpipe(17) wiltbe arrangedin
o the lowerpartof the bed-plateso as to drawout the lube oil from io the bed-plate.In case

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 Checking and Replacementof Main Bearings

o The wear of a main bearingis quite little under normaloperatingconditions.However,
o heavier wear of some individualbearing should happen for any reason resultingin
o deflectionof centerline of the crankshaft.
This increasesthe wear of other main bearings,
o as well as the bendingstress nf the crankshaft,even leads to the crankshaftrupture.
a Therefore,bearing inspectionshould be carried out in accordancewith the interval
recommendedin Chapter12. lf in any case abnormalconditionis found,dismountingand
o inspectingshouldbe doneaccordingly.
o The bearingshouldbe replacedif its clearanceexceedinglimitvaluesor abnormaldefects
a existed,suchas alloylayercrackingor spallation,
seriousscarfingeic.
t
a The normalthicknessof the bearingshellis 6.381iijmm.lf the journalis seriouslyworn out,
o
o
3-33
a
a
o
I
a
o
o
a MAINCOMPONENTS
ENGINE
a
o a thickershellshouldbe used.A replacen€ntshellneednot be scraped.lf too muchcontact
a or too smallclearancefor replacingthe bearingshell,the shellwith a thicknessof lowerlimit
a shouldbe chosen.Only in case sucha shellstillcouldnot fit the case,the shellcan then
a be scarpedby skilledworkers.

o Certaincrush heightof the bearingshell is required,which had been strictlycheckedby

O bearingmanufacturerand shouldnot be filedor cut by the user.
a lf the replacementwork shouldbe done insidethe crankcase,it is essentialnot to remove
o lower half shellsof two adjacentmain bearings,so as to ensurethe crankshaftbeingwell
o supported.
o Removementof the main bearingcoverinsidethe crankcaseis carriedout as follows(c.f.
o Fig 3-22)
o 1. Turnthe crankshaftto the positionshownin Fig.3 -22.
o
o 2. Unscrewthe nut of the mainbearingbolts.
o 3. Removethe oil tube for the main bearing,installthe tool (320.100.130A)
for removing
o mainbearingcover.
I
a
o
I
o
o
a
o
o
o
o o\J=',,'.,--.-
a
a ------------ -V
o
a Fig. 3-22Removingof Main Bearingcover inside the Grankcase
I 4. Rotatingthe two electingbo;ts(2) to eject the cover.Installrod (3) and plate (4) for
a movingthe bearingcover.Carefullytakeout the mainbearingcoverand uppershell.
o
o
3-34
a
a
o
a
o
o
a
o
o E N G I N [M
: A I NC O M P O N E N T S
a
a 5. lf removingthe lowershell(see Fig. 3-23),atonguedpin (5) is insertedinto such an oil
o hole of the journalthat the pin itselfcan not drop out dufingcrankshaffturning.Turningthe
a crankshaftin the directiontowardthe dowelpin of the bearingshell,the lowershellcan ihen
be removed.In the caseof removingthe shellof the mainbearingadjacentto the flywheel,
a a tongued pin in right angle shape is insertedinto the hole of the journal as shown in
o Fig.3-23 to withdrawand installihe shell.
a
For placingthe bearingshellas follows:
o
o in the directionoppositeto that in abovepoint4.
1. The tonguedpin is inserteci
o 2. The lowerbearingshellis placedon the mainjourna..
o
o 3. The main bearingtool is fittedas shown in Fig 3-23.Thedowel pin (2) of the tool is
insertedintothe locatinggrooveof the bearingseat,and is removedafterthe tool being
o tightened.
a
a
o
o
o
a
o
o
o
o
o
a
o
o
o
Fig.3-23 Mountingand Fismounting of the Bottom Shell of the Main Bearing
o
o 4 . Turnthe crankshaftslowlyto helpthe shellmovingdown untilits halfway and then the
a limiter(6) and (8) is fittedto the main bearingbolt on the otherside and tightenthem
with nuts.Again slowlyturn the crankshaftuntilone end of the shell is in contactwith
a the limiter.lt shouldbe notednot to rotatethe crankshafttoo fast so as to avoid any
a possibledamageof the shell.lt must be sure at lhe beginningof crankshaftrotating,
o that the dowelpin of the shellshouldfit intothe grooveof the tool.
a 3-35
a
o
o
o
a
o
o
a
o ENGINEMAINCOMPONENTS
o
a 5. Afterremovingthe tonguedpin,the uppershellis placedto the mainbearingcover,to
o whichthe tool is then fitted.The wholeassemblyis then placedon the bedplate.(see
o Fig. 3-2s)
a 6. Tightenthe two mainbearingboltsalternatively
and uniformlyin severaltimesto reach
o the specifiedtorque.
o 7. Checkbearingclearanceand crank-webdeflectionofthe crankshaft,
measuredresults
o shouldbe in linewith the soecifiedvalues.
o
8. The oil pipesare placedand secured.
o
o It is also very importantto be cleanduringthe whole removingor placingprocess,no any
o mechanicalparticleis allowedto presentin slidingsurface.

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.

o 3.2.3.2 lnlet and ExhaustValves

I When the engineoperateson the lightdieseloil, inletand exhaustvalvesare identicaland
I made of high quality heat-resistantsteel, with an overlay of Stellitealloy on the working
t surface.
a When the engineoperateson the heavyfuel oil, exhaustvalvesare made of NiMoNiC.lt
o shouldbe attentionthat inletand exhaustvalvescan'tbe exchanged.
a The valves are closed by spring force of the valve springs (20) and (21). The spiral
a directionsof the innerand outervalvespringshavetheirhelixhandin reversedirection.The
a valve(27) is securedby the conicalring (24)and spindleseat(23),and a snap ring is used
o for safety(25).On the end of valvespindlea hardenedvalvetop cap (26) is fittedto protect
o the spindleend fromweardue tir rheknockby the headof rockerarm.

t The engineoperateson the heavyfuel oil, inletand exhaustvalveswhich mountedrotary

a valve deviceinsteadof spindleseat (23),leak tightnessand operatinglife will be betterfor
a valves.

a 3.2.3.3 GylinderSafetyValveand Test Valve

o ln order to avoidexcessivehigh pressureinsidethe cylinderand to measurethe cylinder
a pressure,a safetyvalve and test valve are fitted in the cylinderhead.
a
The safetyvalveis normallyseatedon its seat(1) by the actionof the spring(3),the valveis
o thus in closedstate.Pretightened loadof the springis adjustedvia the adjustingsleeve(4)
o in such a way that it will be oper',"das the pressurewithinthe cylinderhas reacheda value
a of 16.5Moa.
a Thereare two valvefacesin the testvalve(9).The lowerone shutsoffthe passagebetlveen
o the cylinderand pressuremeasuringinstrument, the upperone preventsgas from leakage
o duringmeasurement. Therefore,duringoperationof the engine,the lowervalvefaceshould
be tightlyclosedwhile the upperone shouldbe tightlyclosedwhen carriedout pressure
a measurement. No gas leakageis allowedduringengineoperation,otherwisethe valvewill
I be overheatedand valveface damaged.
a
o 3-40
a
o
I
o
a
o
o
o E N G I N EM A I NC O M P O N E N T S
o
o The test valve should be opened during turning,and should be closed before engine
o startino.
o
o
a
o
o
ll
o
a
o
a
a
o
a
a
o
I
a Fig. 3-26 Safety Valve and Test Valve

a Maintenance of Cylinder Heads

I
1 . In order to preventthe cylinderhead from cracking,overheating,or increasingwater
o flow as soon as overheatingshouldoccur, especiallywhen water beingrunningoff, is
o not allowed.Otherwisehreakageof the cylinderhead shouldbe resultedfrom high
o thermalstress.
o 2. Frequentlycheckthe cylinderhead,cleanoff all oil stainon its surface.Checkthe fuel
a pipes,injectors,inletand exhaustmanifoldson the cylinderheadfor oil or gas leakage
a at the joints.
o 3 . The cylinder head suspectedof crackingshould be removed earlier for careful
o inspection.Hydrostatictest may be carriedout if any visiblecracksdetected.However,
a it is sometimesvery difficultto see a crack by naked eye, which may cause water
leakageonly afier the engi.rr beingwarmedup. In this case,after a longerperiodof
a enginestoppage,rust mark cr water trace could be found on the bottomplate of the
o cylinderheadwherewaterrJrgas leakageoccurred.In criticalcases,water may spray
o out fromthe testvalvewhenthe crankshaftis turned.Any crackedcylinderheadshould
a 3--41
o
a
o
a
o
I
o
o E N G I N EM A I NC O M P O N E N T S
o
I be replacedwith a new one.
o
4. lf gas leakage being detected,the engine should be shut down immediately,the
o cylinderhead nuts shouldbe retightened,otherwisethe cylindergasketsand sealing
o surface may be burnt out. lf gas leakagebeing still the case after retightening,
the
I cylinderheadshouldbe removedfor inspection.Snear test shouldbe donefor sealing
o surfaceof the cylinderhead.Remediesshouldbe takenfor any defects.Faultygasket
shouldbe replaced.
o
o The coolingwater chamberof the cylinderhead shouldbe periodically
checked,and
o too muchscaledepositshouldbe removedchemically. In doingthis:

a a) Removethe cylinderhead,open the cover platesand plugs,scrapeaway the scale

a depositon the wall of the cylinderhead.
o b) Remountthe coverplatesand plugs.
I
o c) Fll 12o/o
to 15olo acidsolutionto the coolingwaterchamber
hydrochloric

a acidwhen preparingthe solution,but

It is essentialnot to pourwater inio the hydrochloric
o drop the acid in the water by way of drip feeding,so as to avoid explodingand personal
injuringby splashingsolution.The solutionshould be preparedin a wooden barrelwith
o stirringby a woodenstick.Fillingthe solutionintothe coolingwaterspaceshouldbe carried
o out slowly,so as to avoid personalinjuringby reversedsprayingof the solutiondue to
o chemicalreaction.Lubeoil shouldbe appliedto thosesurfacewhichmay come intocontact
a withthe solutionto avoidetching.No lightingis allowableand goodventilationis requiredfor
the workingroom,as hydrogenwill be releasedduringreactionof acidwith metal.
o
o d) lf violentreactionis taken placeas well as a lot of heat and gases are released,the
o scalewill be removedin 30 to 40 minutes;lf the reactionbeingslowly,it maytake2 to 3
hoursto dissolvethe scaledeposit.
a
o e) Drainawaythe acidsolution.checkfor unsolvedscaledeposit.
a fl Thoroughlycleanthe coolingchamberfirstlyby usingcalcareousway and then fresh
o water.Glassesand rubberglovesshouldbe worn for protectionyour skin and eyes
a duringthe wholeworkingprocess.
o Withdrawingof cylinder Heads
o
o 1. Drainawaythe coolingwaterin the engineblock.

o 2. Removeall diesel,waterand compressedair pipesconnectedto the cylinderhead.

o
o 3-42
a
o
o
o
o
o
t
o E N G I N EM A I NC O M P O N E N T S
o
a ,l
Removethe cylindercover,mid-layer,rockerarmand the fuel injector,Thosepipesand
o injectorsremovedshouldbe carefullypackedby usingoil-paper.
o 4 . Removethe boltsfor securingthe intakeand exhaustpipes.
o
a lnstallthe tensiontool No. 32d.104.00Afor cylinderhead studs. Place the tension
deviceto the cylinderheadstuds.and connectthe tensiontool and high-pressure oil
o pump 320. 103A.00. by meansof the pipe 320.1034.10.Manuallyraise the oil
o pressureto the tightenedvalue(refer
to the page1-6),thenloosenthe nut.
o 6. Removethe tensiondeviceand the nut. Placethe eye bolt to the cylinderhead,lifrthe
o cylinderhead.The nutsmayalsobe removednot by usingthe hydraulicspecialtool but
o as shownin the Fig.3 -27 and
by a wrench,the looseningsequenceis 6-5-8-7-3-4-2-1
a then removingthe cylinderhead.
a 7. Coverthe removedcylinderheadwith a woodenplate.The cylinderheadis now ready
o for cleaningand inspection.
o Assembling of the CylinderHead
o
o 1. Checkthe top tightnesssurfaceof the cylinderlinerand the bottomtightnesssurfaceof
o theyshouldbe lapped.
cylinderhead,if necessary,

o 2. Checkthe gasketif any defectaffectingtightness,if so replacethe gasket.

o 3. Measureand recordthe heightbetweenthe bottomsurfaceof the cylinderhead and
a tightnesssurface.Chooseand fit the gasketso that the heightdifferencebetweenthe top
o surfaceof the pistonand bottomsurfaceof the cylinderheadis as possibleas small.
o 4. The doublesurfacesofthe gasketscoatsealantof Loctite510, and placethe gasketon
I the tightnesssurfacein the top surfaceof the cylinderliner.
a
5. Checkthe top surfaceof the pistonin the linerif any foreignmatters.Liftthe cylinderhead
a and wipe its bottomsurface,then carefullyplaceon top of the liner.
a
o 6. Line up the joint face for exhaustmanifoldwith joint faces of other cylinderheads.
Tightenthe nuts of the cylinderhead bolts by one of the followingmethods,among
a whichmethodA is highlyrecommended. This is becauseit resultsin moreuniformityof
o the pretighteningloads. Method B could be adoptedonly if the tool for methodA being
t with sometroubles
I MethodA: Pretightenthe nuts,.ruith
hydraulictensiondevice320. 104.00A
o (1) Manuallyscrewlightlythe nutsclosingto the cylinderhead.
o
o 3-43
o
o
o
a
o
a
o
o ENGINEMAINCOMPONENTS
a
o (2) lnstallthe hydraulictensiontool 32O.104.00A. Connectthe tool and the pump 320.
o 103A.00 by oilpipe320.103A.10.
O (3) Raisethe oil pressureto the specifiedvalueby oil pump(refer
to the pagefrom 1-6).
a
a (4) Screwthe nut once againclosingto the cylinderheadvia the gap in the device.

o (5) Relievethe pressureand then removethe device.

o (6) Assemblethe midJayerand rocker-armseats.Align the rocker arm to the valve.
I Checkthe valveclearanceaccordingto the methoddescribedin 3.3.5of Chapter3.
o
o (7) Installthe cylinderheadcoverand hood.

a MethodB: Pretightenthe cylinderheadnutsby meansof a tensionwrench.

I
a
o
t
I
o
o
a
a
a
o
o
o
o
t
a
a
I
O
Fig.3-27 Pretighteningsequenceof Cylinder Head bolts
o
a Pretightenthe cylindernuts in 3-4 steps to a torque of 785-883 N-m, accordingto the
o sequenceof 1-2-34-5$-7-8as shownin the Fig.3-27

t
o
o
o
I
a
I
I
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.

a 5. Turn upsidedownthe cylinderheadand removethe valve.

o Assembling Valves
o
o 1. Cleanthe guidesand the valvewith lightdieseloil, then applysome lube oil on sliding
surfaces.Placethe soecialtool.
o
o 2. Putthe valveintothe valveiruide.
a 3-45
o
o
o
o
I
a
a
I
o E N G I N EM A I NC O M P O N E N T S
a
a Placethespringseat,thevalvespringsandtheretainer.
o 4. Holddownthe retainer
andthesprings,
theninstallthelocks.
o
O lnstall
thesnapring.
a
a
o
o
o
O
a
o
o
a
a
o
o
I Fig. 3-28 Mountingand Dismountingof Valves
a Valve assemblingand disassembling shouldbe carefullycarriedout to avoid scratching
o the valve and springs.Afier disassembling,
the valvesand springsshouldbe checkedif
a scratchesand scoringsexistedon valve stems or springs.lf any, scratchesor scorings
a should be eliminated.The valvesand springswith heavy scratchesor cracksshouldbe
reolaced.
I
o Lapping Valves
o In principle,numbersof valvelappingwith its valveseatshouldbe as few as possible.The
o matchingarea of the valvewith its seat in perfectcontactconditionmustbe of smoothring
o with a widthof 1 to 2 mm. The valvelappingshouldbe €rried out if the contactring being
a non-uniform or gas leakagetakinqplace,

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
t
o
a 3-47
o
o
o
O
a
a
a
o E N G I N EM A I NC O M P O N E N T S
o
a
o
o
a
o
o
o
o
a
a
o
t
a
o
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 The camshaftis drivenby the crankshaftvia drivinggear.The drivinggear is locatedin the

o flywheelend, with the intermediate gear (4) meshedwith the crankshaftgear (2) and the
o smallintermediate gear(5) neshedwiththe timinggear (15)on the camshaff.The camshaft
rotatesat half crankshaftspeedin the same direction.The crankshaftgear (2) is fastened
I on the crankshaftby the bolts(1).The smallintermediate gears(S)of the intermediate gear
o setsare fittedto the hubsof the iargergearwheelsafterheatingthe former,so as to forman
a integralpart with the latterby mcansof fit. The relativepositionof the two was
interference
regulatedby way of hydraulicmeihodin factory.In the boreof the hub of intermediate gear,
o bushes(3) and (6) of ZQSn 1tl-1 tin-phosphorbronzeare inserted.The big intermediate
o
o 3-48
a
o
O
I
a
o
a
o ENGif'iEMAINCOMPONENTS
a
t gear is fittedon lhe gear shafiseat (7) whichis of cantileverdesignwith its largerdiameter
o journalfittedontothe engineblockby the bolb (17).The end faceof gear pivotshaftseatis
o providedwith the fasteningplate(9) for axialpositioning of the intermediategears.The gear
ofthe camshaftis pressedagainstthe conicalsurfaceby a roundnut.The normalmoduleof
a the toothis 5, with a helicalangleof 8". The gearsare lubricated with sprayingoil via lubeoil
o pipe.The bronzebushesin the intermediate gearsare lubricatedby oil fromthe oil holesin
o the gear shaft seat (7) and the oil hole are connectedto the oil pipesvia the connectors
a (18).

o
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Fig.3-30 Driving Gearfor the Camshaft
e
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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
a
a
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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
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a
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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 lf too muchimpactnoiseis generatedaroundrocker-arms, attentionshouldbe paidto check

a if the bolts(8) beingloosened,or if the bushesof the rocker-armsbeingabnormalworn out.
o lf the clearancebeingbeyondthe specifiedlimit,the bush/orshafishouldbe replaced.

a 3.3.5. Adjustment of the Cold Clearanceof the Valve

o Componenttemperature willincreaseas the enginerunning.The pushrod is thusexpanded,
a and the valve clearancewill of coursebe changed,The valvetimingas well as the valve
o tightnesswill then be affectedif no adjustmentbeing carriedout,, leadingto deratingpower
I or valveface burntout . Therefore,this clearanceshouldbe checkedperiodically.
o Referenceshouldbe madeto section3.2.3.1for designof the valveand springs.(Cylinder
o Head section).
O lf componentsin one of the rocker-arm assemblyhavebeenreplaced,inspectionshouldbe
o can'iedout as the shaftof the inletrocker-armis throughthe penetratedholeof the exhaust
o rocker-arm. There mustbe certairrclearancebetweenthe penetratedholeand the shaftof
to ensuretiri:,strokeof the exhaustrocker-arm.
a the inletrocker-arm,

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.
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o Fig" 3-33The ValveGlearance
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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
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o _--l -_l
o _=J -----l I[__ _)
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o --][

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o I

o _tL ____l
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o Fig.4-l FuelSystem

o 1.fuelfine filter2. mainfuel returnpipe 3. mainfuel inletpipe 4. mainfuel returnpipefor

fuel injector S.highpressurepipe 6. branchfuel inlet pipe for fuel injectionpump 7.
I branch of fuel return pipe for fuel injector 8. branch of fuel return pipe for fuel injection
o pump 9. fuel injectionpump 10. air-ventneedlevalve 11.fueldeliverypump 12.diesel
o fuel pipe 13.ball valve 14.one-wayvalve 1S.fuel mixed tank 16.fuel coarse filter
17.baltvalve 18. dieselfuel outlet 19.three-wayvalve 20.HFO outlet 21.dieselfuel
a inlet 22.three-way valve 23.HFOiniet
I
Fig.4-1is fuel systemwhen engineoperateon HFO,flangemouth 18,20,21,23
connectto
a
a 4-r
o
o
a
o
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o corresponding mouthof the HFO supplyunit respectively. When the engineis operatedon
a fightdieseloil, 2, 8, 13,14,15, '17,19,22 are not provided,
the dieselpipe(12)connects
t directlyto the dailydieseloil tank.
a Each cylinder is equipped with an individual{uel-injectionpump which is driven by the
o cam via the fuel tappet.Fueldeliveryquantityof eachfuel-injection
fuel-injection
its
be adjustedvia own adjustingmechanismcomposed ofthe controlrack and
pumpcan
connecting
I arm. Individualadjustingrnechanism is linkedup by a controdrod.
o The dieselfuel fromthe dailyfuel tank or fuel supplyunitthroughthe fuel coarsefilter(16)
o pump(9).The in,jection
and the fuel finefilter(1) goesto the fuel-injection pumppumpsfuel
a accordingto the fring order and injectiontiming.The dieselfuel passesthroughthe high
o pressurepipe (5) to the injector.When the needlevalve in the injectoris lifted by the
high-pressurefuel, the atomized fuel is injected into the cylinder.The leaked fuel in the
a injectorreturnsalongthe fuel returnpipe(7) to the mainfuel returnpipe (4)
o An air vent needlevalve (10) is providedat the rear end of the main fuel inlet pipe (3)
a distributingthe fuel for the injectionpumps.Wheneverthe fuel systemis refilledwith fuel,
o the needlevalveshouldbe openedto ventout the air in the piping.lf duringwork it is found
a that thereis air in the fuel piping,the needlevalvemayalsobe openedto ventthe air.
o
o 4-1 Fuel transfer Pump
a The fueltransferpumpis onlymountedon the dieselengineoperatedon the lightfuel oil.
o The fuel transferpumpis composedof a pump itselfand a drivingdevice,Thesetwo parts
o are alignedby a cylindricallocatirigsurfaceand securedby bolts.The fuel transferpumpis
a of gear type and is reversible,
The capacityis the samein eitherrotatingdirection.

a The pumphas an integralcorrectedgear .Thedrivinggear(19)and the drivengear (36)are

supportedon the pump body (18) via bronzebushes(17),(20) and (35), (37) made of tin
I The bushesare fittedwithinthe same innercylindricalsurfaceof the
bronzerespectively.
o pumpbody.Pressurereliefgroovesare providedon the bushesto reducethe radicalload.
t The pumpbody (18),reversalvalvebody (26)and pumpseat (15) are boltedby meansof
o four bolts(34).
t The reversalvalveincludestwo setsof ball valve.In the reversalvalvebody (26) thereis a
fuel groovethroughto the inletand outletchambersof the deliverypumpbody.In the body
o there are two horizontalfuel channels,with the upperone for flowing-outfuel and the lower
o one for flowing-in.At the rightard the left thereare two verticalfuel channelsin whichare
o mountedthe ball valveswith the iowerone beinginletfuel valves(22) and (27),the upper
o one,fuel outletvalves(23)and (28).Fuelflowsfromthejoint(30)intothe lowerfuel channel.
When the enginerotatesin the aheaddirection,the lowerright ball valve (27) opens,the
I fuel is sucked into the intake chamberof the pump body,and the pressuredfuel after
o
o
4-2
o
o
o
o
a
o
o
a
I
o passingthroughthe oil pumppushesthe upperlefloutletballvalve(23)openand entersthe
o fuel outletchannel,whilethe resttwo ballvalvesare pressedby the pressuredfuel and can
a not open so that the fuel goes out from the joint (29).When the engineruns in the astern
direction,the pumprotatesalso reversely,nowthe lowerleft fuel-suckingball valve (22) is
I suckedopen and the fuel entersthe entersthe inlet chamberof the pump body.Afterthe
o fuel passesthroughthe pumpthe upperrightoutletball valve (28) is pushedopen by the
o pressurefuel, the fuel entersthe fuel outlet channel,while the rest two ball valves are
o closedby the pressuredfuel,the iuel goes out fromthejoint (29).

o J.
f F8 I
o J
:
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i,,.,

o
a
o I'/J
o
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a
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o
o
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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 At the centerofthe switch-over valvebodythereis alsoa verticalfuel channelconnectedto

the fuel-inletand fuel-outchannels.At the joint of the verticalfuel channelwith the inlet
o channelis mounteda pressureregulatingvalve(31) and a pressureregulatingspring(32).
o This valve is so set that when the fuel pressurereaches1.5 x 105Pa the valve beginsto
o open.When the fuel pressurein the outletchannelexceedsthis pressure,the oil returns
o throughthe valveto the inletchannel.

o The drivingdevice is an independentassemblyof the fuel deliverypump, and may be

preliminarilymountedonto the enginefrontend coveror togetherwith the pumpbody.The
a drivingshaff(8) is fittedin the drivingshaftseat (9) and supportedby two ball bearings(6)
o and (10).At one end of the shaftthere is a drivinggear (2) whichengageswith the driving
o gearon the crankshaft. The otherend of shaftis milledwitha groovein whichthe shaff'sflat
a end of drivinggear (19)is insertedfor beingdriven.On the groovediournal,a oil slinger(11)

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

a
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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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a
o
t YSTEM

a
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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
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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
o
a
a
o
t
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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o
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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
t
t
o
o
O
o
I
a
o
t
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

o 2) Unscrewthe connectingbolt(16) of the pumpand drivingshaftbracket,then remove

the pump.
I
I 3) Unscrewthe nut of connectingbolt (34) for the pump seat, the pump body and
changeovervalvebody.Separatethem.
o 4) Removethe bronzebushand gear insidethe pumpbody.
o
5) Unscrewthe screw plug of the changeovervalve, removethe ball valves and spill
o vatve.
a The gear shafi and bush shouldbe replacedif the clearancebetweenthem exceeds0.15
o mm. When the clearanceexceedsthe above-citedvalue,wear will occur on the gear and
I
t
4-tl
o
o
o
a
a
t
o
o
o
I the pumpbody.lf the totalclearancebetweenthe end ofpump bodyand that ofthe bronze
o bushexceeds0.25 mm, the end face of pumpbodyshouldbe scrapedto makeit meetthe
o requirement.
a The out-of-circleor rust ball valve must be replacedwith new one. The damagedvalve seat
a shouldbe repaired.

a Remountingis carriedout in the reverseorderof dismounting.

All matchingsurfacemustbe
clean. Betweenthe joiningfaces of the pump seat, pump body and reversevalve body,
a gasketof tracingpapershouldbe placed,makingthejunctiontightand preventingleakage.
o A fish paper gas jet should be placed betweenthe pump seat and the bracket.After
t remounting, the pumpshaftshouldbe checkedfor free rotation.
o 4.7.4 Maintenanceand repairof the Fuel InjectionPump
a The engineperformanceis directlyaffectedby the workingconditionsof the fuel injection
I pump. Deformation, seizureeven damageof the pumpcomponentsmay happen,or fuel
may leak throughjoint face betweenthe barrel and deliveryvalve, if the pump being
o improperlyassembledor with improperclearance,or the fuel being improperlyfiltered.
I Reductionof fuel amountdelivered,increaseof unevennessof fuel suppliedto different
o cylindersand incorrecttimingof fueldeliverywill be broughtaboutby wear of the barreland
o plungeror deliveryvalveand its seat,by damageof sealingringsor by reductionof spring
forceduringthe fuel injectionpumpworking.Consequently, the engineis workingroughlyor
t unstable,the output decreasing,the fuel consumptionincreasing.The engine is more
a difiicultto be startedup. The fuel injectionpumpmustthereforebe periodically checkedand
I maintained.In case any abnormalphenomena,e.9., remarkabledecreaseof the exhaust
o temperatureof certiaincylindel had been observed,checkingshould be carried out
immediately. Fuel suppliedto this cylindercan be cut off by meansof closingthe section
a valvein ib fuel supplymanifoldso as to checkthe fuel injectionpump,or the engineis shut
I downfor detailedinspection.
o (a) Dismantling the fuel injection pump (c.t. Fig. +3).
I (1) Cleanthe pumpexteriority.
a (2) Removethe pressureplate(19),dismountthe cap (20) usingtool 320.100.08,then
o the spring(16)and deliveryvalve(12)and its seat(15).The deliveryvalveshouldbe
o storedin pair.
o (3) Removethe locatingscrew(22)and anti-corrosive
screw(21).
o (4) Turn the pump upside down, press the guide sleeve (3) by rneansof tool 320.
o 100.150and removethe lock ring (1); slowlyreleasethe tool and removethe guide
t sleeve(3), lowerspringholder(2), spring(4) and plunger(9),then removethe snap
ring (5),upperspringretainer(6) and gear (7)
o (5) Turnthe pumpupsidedown,takeout the barrel(10).Placethe plungerintothe barrel
a
I
4-12
o
o
o
a
o
a
o
o
o
a
@**"
and put themin pair.
o (6) Unscrewthe locatingscrew(23)of the rack,removethe rack(8).
o (b) lnspection and repair of the pump
,
All dismountedpartsshouldbe washingin cleandieseloil and thendried.Inspectionshould
a be carriedout for those dried parts.Those parb not agreedwith related requirements
o shouldbe replaced,whilethosewith sornedefectcouldbe repairedand reused.
o No scar is allowedon the gear or on the rack.The backlashshouldnot exceed0.10 mm.
o The rack is not allowedto be bent.
a The plungershouldmovefreelyinsidethe barrelalthoughthe clearanceis quite small.In
o case slightresistanceshouldhavesometimesduringthe movement,both the plungerand
the barrelshouldbe thoroughlycleaned,and then let them run-inwith cleanlube oil. Afier
o that, if the plungercouldstill not movefreely,very few chromiumoxide may be added as
a abrasivematerialfor plungeriapping.lf this can not solvethe problem,the plungershould
o havebeenbent.In this caseboththe plungerand the barrelshouldbe replaced.Normally,if
a the pfungeris drawnfor 4O-45mm from the barrelwhenthey are inclinedwith an angleof
45', no matter how the barrel rotates,the plungershouldslide down freely by its own
a weight.
I
All edges especiallythe edge of the helix shoulcjbe carefullycheckedfor defects.Any
I defectin the helixedge shouldaffectthe fuel deliverycontrol,and will createscratcheson
o the barrelsurface.Sucha plungerwith its barrelshouldthen be replaced.
t lf any scar found on eitherthe plungeror the barrel,lappingwith abrasivematerialis not
o allowed.Theyshouldbe replaced.
o No slight defectsuch as burr,oii spot, scratchor crackshouldbe allowedon the sealing
a surfacesbetweenthe deliveryvalve and the barrel.In case very light oil spot or scratch
existed,they couldbe polishedon a plateby usingvery fine abrasivepowderwith a grain
I sizeof 300,then usingchromiumoxidewith a sizeof 3*5 pm for furtherpolishing.However,
a specialattentionshouldbe paidnotto polishthemexcentrically lf the contact
or excessively.
o of the deliveryvalveis not so good,lappingcan be donewith chromiumoxidewhichshould
a be completelyremovedafterlapping.

I (c) Assembling the fuel injection pump

o (1) Placethe banel (10)intothe pumpcasing(11),screwin the locatingscrew(22)and
screw(21).
anti-corrosive
I
o (2) Inversethe pump casing.place the gear (7) and rack (8). Their marks should be
facedwitheachotheras shownin Fig.4-6. Screwin the locatingscrew(23).
a (3) Placethe upperspringretainer(6),snapring(5),plunger(9) and lowerspringholder
o
a
I
4-13
a
a
o
a
o
a
o
o
o
a (2). Markson the plungerlug and on the rackshouldbe facedwith as illustratedin Fig.4-6.
o
o
a
o
a
a
o
o
o
o
o
o
a Fig. 4-6 Facingwith the Marks of the Fuel InjectionPump
o (4) Placetheguidesleeve(3) andlockring(1) by usingtool320.100.150.
o (5) Turnthe pumpupsidedown.Placethe deliveryvalve(15)and valveseat (12),spring
O (16),cap (20)and pressureplate(19). Tightenfour boltsin severalsteps.
o All componentsshouldbe thoroughlycleanedin cleandieseloil, no any mechanicalparticle
o on these componentsis allowed.The pump should be checkedfor free movernentand
o resistancein the wholeoperatingrange.
a (6) Placethe pumponto the enginewhenthe fueltappetbeingin the lowestpositionby
a meansof turningthe camshaft.lf the ejectorpin had beendismantledor replaced,it should
a then be screwedin a littlebit to preventthe tappetto be too long.In the case of the tappet
o beingtoo long,the lug of the plungerwill pressagainstthe barrelwhenturningthe camshaft,
damagemay thus be resulted.After havinginstalledthe fuel injectionpump,the injection
I timingis adjustedas follows.
a The pumpshouldbe checkedif thegearand the rackcan rrrlvesmoothly.Manuallypushing
I the connectingarm of the rack fromshufdown to full-loadpositionas the operatinghandle
o being at stop position,and then releasingit, the rack shouldgo back to the shut down
o positionunderthe actionof the springwithoutseizingup, otherwisethe connectingarm
shouldbe recalibrate.lf this couldnot solvethe problem,pumpcheckingshouldbe carried
o out.
a Every 1000operatinghours,or the pump had been dismantledfor repairing,the following
o adjustmentshouldthen be carriedout:
a
t
4-14
o
a
o
o
o
o
o
o
o
O
I When the operatinghandlebeingat stop position,the racksof all the fuel injectionpumps
o shouldproject0-3 scalemarks.
o Duringidling,racksshouldprolecf10-13 scalemarks.
t Duringfull load operation,racksshouldproject28-33 scale marks.Underthis condition,
o exhausttemperatureand firing pressureof each cylindershould be checkedso as to
a determinethe correctrackpositionfor the cylinder.

o Under nominaloperatingconditions,the differencebetweenthe exhausttemperatureand

its rneanvalueshouldnot exceedt5 %, and shouldnot exceed+ 4 % for firingpressure.
o
o 4.7.5. Gheckingthe AdvancedAngle for Fuel lniection

o The advancedanglefor fuel injectionshouldbe checkedaftercertainperiodof operation.

The fuel deliverywill startas the plungertop coversthe fuel inlet port,the corresponding
O crankanglebeforeTDC is knownas advancedanglefor fuel injection.
o The methodfor checkingthisangleis as follows.
o (1) Connectthe inspectionglass gauge shown in Fig. 4-7 to the connectorof the
o clampingcap of the deliveryvalve.
a (2) Manuallypush the rack to the scalemarks 15 and put a woodenblockbetweenthe
o pumpcasingand drawingarm to preventthe rackfrom releasing.
o (3) Manuallypumpthe fuel untilfillingabouthalfheightof the glassgauge.
a (4) Observethe fuel levelin the glassgaugewhile slowlyturningthe flywheeluntilthe
a fuel level moving up. This moment is termed the startingpoint of fuel in.jection.
a Recordthe corresponding crankangleand repeatthe proceduretwice.The tolerance
a for the crankangleshouldnot exceed1'.
o 4.7.6. Adjusting of the Advani:edAngle for Fuel Injection
o The advancedangleis well adjustedin the workshopfor each new enginebeforedelivery.
a This angleshouldbe checkedand/oradjustedaccordingto the maintenanceplan.lf some
relativepositionsbeingaltereddue to, for example,looseningof the adjustablecap of the
o tappet,replacingone of the drivinggears of the camshaft,plungerand barrel,or pump
o casingetc.,this affectsadvancedanglefor fuel injectionwhichshouldthen be checkedand
o adjustedif necessary.
a
o
o
o
o
o
a 4-15
a
o
o
o
a
a
o
o
o
o
o I

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).

o All removedpartsshouldbe washingup in gasoline,carbondepositon needlevalvecasing

and nut case shouldbe removedusing a brush,depositin the injectionholes shouldbe
I removedby usinga needle,thenall partsbe driedby compressedair.
o In case the needle valve (14) and its body (16) are stickedtogether,they should be
o immersedin dieseloil for a period,then clampthe tail of the needlevalve in a benchvise
o with soft jaws, using a woodenpiece to protectthe end plane of the needlevalve body.The
o needlevalvecan then be tappedout.The needlevalveand its bodyshouldbe put in pair.
t (c) Repair of the injector
a The injector should be checked afier cleaning, injectorswhich did not neet the
o shouldbe replaced,thosewith smalldefectsshouldbe reconditioned.
requirements
o 4-18
o
I
I
t
I
o
a
o
o
t The matchingarea of the needlevalve (14) and its body (16) should appear to be a
t completebrightring.In orderto ensurethe tightness,lappingcouldbe carriedout with some
I chromiumoxidein a sizeof 3-5 pm,
o The needlevalveis placedinto its bodyafierdippingin gasoline.lt shouldfreelyseatdown
a only by its weightafterbeingdrawnout for aboutonc thirdto half from the seat,otherwise
lappingshouldbe carriedout. lf such lappingstill couldnot get rid of difficultseating,the
t needlevalveand its bodyshouldbe replaced.
o A blockedinjectionholeshouldbe clearedusinga needle.Injectorswith oval injectionholes
t or with crushedhole edge shouldbe replaced.Seal surfacesof injectorbody (7), needle
o valve body (16), limitersleeve (11) and nut case (12) should be carefullychecked,no
t scratch,oil mark,crackis allowed.

o (d) Assemhling the injector

t a) Placethe ejectorpin ('10),adjustablespring(9),threadedrod (5) with "O' ring (6) into
the injectorbody(7) one by one.
I
o b) Turnthe body(7) upsidedownto placedowelpin (13),needlevalveand its body,and
nut case(12).
t
a c) Adjustthe injectionpressurein the injectortester.

o d) Placethe lock nut.

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
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t
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o
o
o
a
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a
o
o
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a
o
o Fig. 4-9 Fuel InjectionPump Test Band
o
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a
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o
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o
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o
o 4-20
t
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o
o
a
a
o
o LUBRICATING
SYSTEM
o
a
o CHAPTER 5 LUBRICATINGSYSTEM
o
t 15
o
a .I
o
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o
M
o
a
o
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a
a
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o
o
a
t
e
a
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O
o Fig. 5-1 LubricatingSystem

t l.circulatingtank 2. pre-lubricating pump 3.one-wayvalve 4.lube strainer 5.lube

o suctionpump 6.lubepressurepump 7.lubepressurereliefvalve
a 8. valve holderanglecoupling 9. filterscreenfor the firstrun of the engine 10.mainlube
pipe 11.emergencybrakedevice 12.mainlube pipefor camshaft 13.mainlube pipefor
t rockingarm l4.overspeedlimiter 1S.needlevalve lG.temperatureregulator
'17.ball
o valve 18.lubeoil cooler 19.lubeoil filter 20.lubeoii pressureregulatingvalve
o The functionof the lubricatingsystem,in Fig.5-1,is to lubricatefrictionalsurfaceof the
o engine,and to carryout the heat generated.The majormovingcomponentsof the engine
o
o 5-l
o
o
o
o
I
a
o
o LUBRICATING
SYSTEM
a
o are forced lubricatedby pressurizedoil from the lube oil pump,only very few surfacesby
o splashing oil. The lubricatingsystem for the turbochargerand the governor are
o independently fittedinsidethemrespectively.
) The crankcaseis of dry-type.Lubeoil collectedin the bedplateis pumpedby the oil pumpto
I the circulatingtank (1) via the oil hole in the frontend of the bedplate.This tank is generally
o providedby the user,of whichthe minimumcapacityis recommended
cockor valvefor drainingof settledimpuritiesor watershouldbe
to be 1.36 L/kW.A
provided in the tankbottom.
o An oil dipstickfor oil levelcheckingand a washingholeshouldalsobe providedfor the tiank.
a
o The lube oil which is gatheredto bedplatecan flow from the oil outletin the flywheelend
surfaceof the bedplateto the cycleoil tank underthe bedplate,in this case,the oil-pumping
a pipeshouldnot be mountedon the bedplate.
o
It shouldbe notedthat beforethe enginestarts,an prelubricatingoil pump (2) shouldbe
o startedto pumplube oil to each bearingof enginein orderto avoidthe dry frictionbetween
a frictionsurfaces,whichis causedbecausethe enginehas restedfor a long time and is lack
a of oil.
a Lubeoil is suckedin by the lubeoil pump(6) fromthe re-circulating tank (1). Lubeoil is then
a deliveredto the filter(18)for filtration,to the cooler(19)for cooling,to the mainlubeoil pipe
o (10) and dishibutedto main bearings.Lube oil frfri the throughhole in mainjournaland
o crank-pinflows to the connectingrod bearing,and along with the oil passagein the
connectingrod flows to the pistonpin, then via a hole in the pin seat into the pistoncrownfor
a cooling.Afier coolingthe piston,lube oil flows back to the bed-platevia a hole in another
o side of the coolingchamberof the pistoncrown.The cylinderlineris lubricatedby way of
o splashing.
a There is a righfanglejoint (8) fittedin the entranceof the main lube oil pipe,with a filter
I screenfor the first run of the engine.This filter screenshouldbe removedafter 2 hours
o operationof the firstrun,and needn'tto fit it again.Otherwise,on the bossof the right-angle
joint, there are five pipe connectorsfor connectingthe lube oil manometerand the
o telethermoneteron the instrumentpanelas well as the temperature relayand the pressure
a relyto the instrumentpanel.
a A pressurereliefvalve (7) is fittedin the end face of joint (8), which reducesthe lube oil
o pressureto 0.1 - 0.3 MPa.Lubeoil is then dividedintotwo branches:one into the lubeoil
o pipe (12) for lubricatingthe camshaffand the other to lube oil pipe (13) for rocker-arms.
o Lube oil in the forner pipe is dislributedto all cams,tappedseatsand all pipesfor driving
gears. Lube oil in the latter pirrriis distributedto lubricatelhe rocker-armseats, tips of
o rocker-arms,and governordrivinggears.All the lube oil will flow back to the camshaft
o interlayer, andfinallyis deliveredby the lubeoil pump
to the bed-platevia holesin interlayer,
o (5) to the re-circulating
tank.
I
5-2
a
a
o
a
I
a
o
SYSTE]V
LUBRICATING
o
o
o Thereis a needlevalve(15)locatedat the jointof the lubeoil pipeto the rocker-arm to limit
o the amountof oil for lubricatingthe ball tip of rocker-arm,so as to reducethe oil leakage
a along the valve guide. of
Opening this needle valve shouldnot be largerthan 0.25 mm.
When adjustment,the valve is first of all completelyclosed,then it is screwedoul for 114
a turn.Too muchopeningof the needlevalveresultsin too muchlubeoil flowsto the airlgas
o passage,leadingto more depositon inlevexhaustvalves-
o Pressurein the mainlubeoil pipeis regulatedby an independentpressurecontroller(20)to
o ensurethe oil pressurein the mainpipebeingin the rangeof 0.45-0.55MPa.
a
cleaningtypefilter(19)and the cooler,thento the lube
Lubeoil flowsto the semi-automatic
a oil main pipeof the engine.
a
a Thereis a pipe connectedthe mainpipe in the flywheelend to the over-speedlimiter(14),
lubeoil fromthis pipewill be the powersourcefor the emergencystop device(11
a ).

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 5.1 Lube Oil Pump

o The lube oil pump shownin Fig.5-2 is a single-stagegear pump,which is used as the
o pressureoil pump,and supplythe lube oil for engine.
o The lube oil pump works as follows:Drivinggear (3) is driven by a spring gear of the
a crankshaft, then drivesthe drivinggear shaft(7) whichdrivesthe drivengear shaft(9).Two
o gears of oil pump are supporteciby the thin-wallbush (4), one end is fitted on the pump
o housing(5) and the otherend is fittedon the bearingboss(6),they are designedskewgear
and the inclineangleis 8" in orderto ensurerunningstationaryand reducethe noisewhen
a the gearpumpsmeshing.
a
a
o
a
a 5-3
a
o
o
I
a
a
a LUBRICATING
SYSTEIVT
o
o
o
t
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o
o
o
o
a
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o
a
o
a
a
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o
o
o Fig. 5-2Lube Oil Pump

o The bearingof pump is lubricatedby circuitwhich is formed by drillingon the pressure

o chamberbetweenpump housingand bearingseat, via up and down bearingand suction
o chamberdrilling,the lube oil circuitcan move heat in time and ensureworkingreliabilityof
lubeoil pump.The bearingneardrivinggear (3) is fittedin front-endcoverplateof engine,to
I ensureenoughlube oil to lubricateby way of splashing.
o
A pressureregulatingvalveis composedof slidevalve(14),pressureregulatingspring(15),
o dampingoil cylinder(16) and pressureregulatingtube (18),which is fitted in the suction
o chamberunderthe pump.The pressureregulatingvalve shouldbe openedwhen the oil
a pressureis over 0.7MPain the pressurechambel,then the plessurechamberand suction
o chamberare connected,the oil pressurewill be released,contrarily,when the oil-pressureis
under 0.7MPa,the valve close,to ensure securityof the lube oil pump. The pressure
o regulatingvalve has set up and lockedwith flat nut (17) and cap nut (19),generally,user
a shouldnot dismountand adjust.
o Maintenanceof the lube oil pump:
o
o The lube oil pump shouldbe di;mantledfor every 5000 operatinghours.The procedures
a are as follows.

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
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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 Coppercupsare providedfor aCdinggreaseusinga greasegun,for example, the bearings

a of the fuel control rod for the tuel pump and supportsin the front and back ends while for
handoiling,an oil holeis provided,for example,the bearingsin the controlbox.
a
o All cupsor oil holescan be foundby the operator.The controlbox covershouldbe opened
o to oil the slidingsurfaces.For some other flexiblejoints,such as the controlrods for the
controlbox, speedgovemor,speedcontroller,emergencycontrolling,oilingis requiredfor
o every one or two weeks.
o The rackofthe injectorand its connectingpartshouldadd the lubeoil everyday.
o
a
o
o
a
o
a
o
a 5- /
o
o
o
o
o
o
o
o COOLINGSYSTEM
o
t
CHAPTER 6 COOLING SYSTEM
o
o
a
a
a
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o
a
o
o
o
o
a
a
o thiln
o EuUet

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

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o
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a
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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 a. Removethe waterinletand outletpipe of pump.

O
b. Dismountthe pumpfromthe frontend coverofthe engine.
a
o c. Removethe frontend coverolate(9).
o d. Prizeup the lockingpiece(i 2), unscrewthe lockingnut (11)of the impeller(10)and pull
a out the impellerby meansof the drawer(ToolNo. 320.100.40), and then take out the
o key (13).
o e. Removethe mechanicalsealdevice(17).
o
f. Separatethe pump body (8) from the bracket(5) by looseningthe bolts,then remove
o the stop plate(7) and the oil sealring(2'l).
o
o g. Screwoff the fixingnut (1) of the drivinggear (2) and pull out the gear by meansof a
tool fromthe pumpshafl .
I
a h. Removethe lockingironwirJ the boltwith hole ,baffleplate(3),and shaftwith the type
1309ball bearings(6) and the sleeve(22)etc.dismountthe shaft,then removethe type
a
o 6-4
a
a
o
o
o
a
o
o COOLING
SYSTEM
o
a 408 ball bearings(4) from the bracket.
o
i. Cleanoartsand checkand measurethem.
a
a Renew the mechanicalseal device and the oil seal ring with new one if cracks and
a scratchesare found on them whichaffectthe sealing.Renewthe ball bearingswhich are
fauttywith new one.
a
a Renewthe impellerif the clearancebetweenthe impellerand pumpbody, 6 1, as well as 6
I 2. betweenimpellerand frontend coverplateexceed0.8mm.
a Inspectthe impellerif there are crackson it and if the bladesare foundwith cracks,renew
a the impellerwith a new one.
o 6.1.2 Mounting of the Water Pump
a
a. Mountthe collar(19)and the ballbearing(6) on the pumpshafi(15)and then intothe
a bracket(S).Mount the sleeve(22) andtwo ballbearings(4) on the pumpshaftwhichhas
o been insertedin the bracket(5).Mountthe bearingcover(3) and pushthe drivinggear
I (2) intothe pumpshaftand tightenthe gearby screwingthe nut intothe pumpshaft.Fix
o the stop plate(7) and oil sealingring and mountthe coverplate(18).Checkthe pump
shaftfor turningfreelyin the ballbearings.The shaftshouldturnfreely,and then tighten
a the fastenersat the bothends.
o
o b. Put a shim on the bracket{5) and then connectand tightenpump body (8) to the
bracket.
a
a c. Mountthe mechanicalsealdevice.
o d. Mountthe key on the pumpshafiand then mountthe impeller.lighten the impellernut
O carefullyand bendthe lockingpiece.The old lockingpieceshouldbe changedwith new
I one.
o e. Put a shimon the frontend coverplate(9) and mountthe coverplateon the pumpbody'
o checkthe pumpshaftfor free rotation.
a 6.2 Lube Oil cooler and FreshWater Cooler
o
t The diesel engine is usually equipped with tube{ype cooler. The 832OZCd-6and
8320ZCd-8may be equippedwith platetypeheat-change equipmentaccordingto the user.
a The followingis basedon the seriesBLGtube-type
heafchangeequipment.the plate{ype
o providedby the matingfactory.
equipmentmay referto the relatedinformation
heat-change
I
I
o 6-5
a
a
o
a
a
a
a
o COOLINGSYSTEM
o
o 6.2.1 The Basic Constructionof Cooler
a
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o
o
o
o
a
O
o
I
o
I
o
o Fig.6-3 BLG cooler
o The cooleris of fixedtypewithexpansionringas shownin Fig.6-3, lt consistsof threemajor
o components, that is the combinedbody (6) with coolingpipes(9), inleUoutlet
end cover(1)
o and waterpassagecover(11).
o By way of pipe expanding,coolingpipesand leff plate,rightplate,body (6) are sealedand
a made up an undetachablecomponent.Baffle plates (4) are fixed by means of rods
o (7),spacersleeves(3) and (5).
o Cooling pipe bundles are separatedinto two groups by a bulkheadin the mid of the
o zinc rod (15) or zinc plate (12) is providedin inleUoutlet
inleVoutletcover.Anti-corrosive
a cover and water passage cover, to prevent those parts contactedwith sea water from
o corrosion.

a When the cooler is working,coolingmedium(for example,sea water) enters the upper

a group of the pipe bundles,and flows to the lowergroup of bundlesafter passingthroughthe
water passagecover.Finallyit flowsout from the outlet.The cooledrnedium(e.9. hot fluid
o such as lube oil or hot freshwater)guidedby baffleplatesis flowingin the gaps between
o cooling pipes. lt flows out after cooledfrom the outletfor hot fluid.
I
6.2.2 The lnstallationand Use of the Cooler
o
o a. Oval bolt-holesin the rightr^andsideof the coolersaddleare for anchorbolts.Eachbolt
o
a 6-6
o
a
o
o
a
o
a
o
o
o
COOLING
SYSTEM
@
has two nuts.The first one shouldbe screweduD.then screwedout for suitableturns
o duringcoolererection.The secondone is thenscrewedup so as to ensurethe coolerto
a be fixedon the groundbut extendibleas temperature
varying.
o b. All valesand pipesshownin Fig.6-3 shouldbe connected.Spaceshouldbe available
a for cleaningand replacecoolingpipes.
o c. Sequencefor valve openingis as follows:cooling water dischargevalve *cooling
a water inlet valve * hot fluid dischargevalve * hot fluid inlet valve.(Reverse
a sequenceis for shut-offthe valve.)
a d. The air vent valve(c) shouldbe openedbeforeoperating.Thisvalvecan be closedonly
o afterno moreair but coolingmediumin the outflow.
a e. Liquidmediumin the coolershouldbe completelydrainedoff afterengineshut-downin
o coldweatherconditionto preventthe coolerfromdamagedue to freezing.In the caseof
o enginestoppagefor a long period,the coolershouldbe dried by compressedair after
o drainedoff the liquidmedium,all exposedsurfacesshouldbe greases,and all ports
o shouldbe covered.

o 6.2.3 Mainlenanceof the Cooler

o 1. The cooling spaces should be checkedfor residualgas, the cooling pipes for
a blockageby sundriesin case the coolingperformancebeing decreasedand the
a resislanceincreased.lf everythingis normal,coolercleaningshouldbe considered.
a a. Cleaningthe cooledspace(outsidepipes)
a
a Drainoff liquid,flushout pipeinletsand outletswith pressurized
water.Closehole(f)
and open hole (c) .Fillin sodawaterfrom hole(d) untilthe lowerpipe bundleshave
o been immersedin. Supplysteamwith a pressureless than 0.3 Mpa to make the
a sodawaterboilingfor severalhoursto dissolvethe deposit.Afterthat,drainoff soda
o water,then flushout with aqueoussolutionof 2-3% sodiumcarbonatefor several
a times,and finallywith plentyof hot water.(N.B.operatorsshouldstand away from
the pipe outleb for safetywhensupplyingsteam.)
a
a b. Cleaningof the coolingwaterchamber(insidetubes).
o Removethe inleUoutlet andwaterpassagecovers.Brushthe pipeone by onewitha
o pipe brush,then flush out using pressurizedwater.Attentionshould be paid not to
o damagethe pipes.
a 2. Gasketshouldbe placedif no effectof screwingin the nut upon leakageat joint
a
o
6-7
o
I
o
t
a
o
a
a COOLINGSYSTEM
o
o plants.
o
3. lf leakagehas beenfoundat the jointof pipeand plate,repaircan be carriedout by
o meansof tin solderingor expandingof the pipeend. Placethe coolervertically,
block
a the lowerpipeendswitha woodenplugs.Leakagecan be detectedif the waterlevel
o beinglowering.Leakagepipeshouldbe replacedor repairedby way of tin soldering.
a 4. Periodically zinc rod (or plate).ltshouldbe replacedif more
checkthe anti-corrosive
o than 50% of it had been conoded.This can be done only by removingthe small
o cover(13) or zinc rod (15).
O 5. Water test should be carried out after reassemblingthe cooler. No leakage is
I allowed.Test pressureis:
o a. Coolingspace(pipeinterior) -0.4MPa
o
o b. Cooledspace(outsirleof the pipe)- 0.9MPa
o lf there exisls any discrepancybetweenthe abovetext and cooleroperatingmanual,
t the manualfor BLG seriescoolershouldbe referredto.
o 6.3 SuperchargingAir Cooler
o
o The supercharging air cooler,shownin Fig. 6-4, is locatedat a placebetweenthe air inlet
The cooleris fixed on the end
manifoldand outletof the compressorof the turbocharger,
o surfaceof inlet chamberintegrated with turbocharger support. lt is used to reduce the
o chargedair temperatureso as to increasethe densityof the air admittedin the cylinderfor
O more engine outputand lowerexhausttemperature,and to improvethermalstate of the
o engrne.

o The supercharging air coolerconsistsof mainlythe coolingcase (5),coolingcore (6),water

a inleloutletcover(1) and water-passingcover(13),etc.
o The coolingcore consisb of the big end plate(3), coolingpipes(6), coolingfins (8), small
o end plate(12)and sideplate(7),etc.
a Thereare fins on outersurfaceof the pipe.Finsare fixedto the pipe surfaceby way of tin
a solderingto ensure a better contact.The joint betweena pipe and the endplateis a
o cylindricalarea ,whichcan be sealedvia expandingthe pipe end. Sea waterflows inside,
o the coolingpipesas the coolerbeingused,chargedair flowsin the spaceoutsidethe pipes.
Side plate (7) are usedto fill up the space betweenthe core and the case, so as to force a[[
t the airto flowthroughgapsbetweenfinsto improveheatexchange.Heatis transferred from
o chargedair to coolingwatervia lirs and coolingpipes.
I
o 6-8
o
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o
o COOLINGSYSTEM
a
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o Fig. 6- 4 SuperchargingAir Cooler
a
o The big end plateof the coreis fixedto ihe case,whichthe smallend platesmallerthanthe
coolerchamberis sealedby way of rubberring (10) tightlypressingby pressureplate(11)
o uponthe surfaceof the srnallend plate.This coveris freelyextendiblein the rubberringas
o the pipesexpandingwhenheated"One sideof the big end plateis fittedwith inletand outlet
o capson whicharrowsindicating waterflowdirectionbeingcast.Attentionshouldbe paidnot
to make mistake when assemblingthese caps. Water passage cove(13) is fitted on one
o side of the small end Dlate.Sea water flows around inside this cover to the outlet.
a Anti-corrosiveplates (14) and (16) are fitted in the sea water chamberto weaken the
a corrosioneffecton the core coverand end cover.
o A vent plug (2) is providedin providedin the upperpartof the wateroutlet,whichshouldbe
o
o 6-9
o
o
o
o
t
o
t
o COOLINGSYSTEM
o
t openedwhenfillingwaterto the cooler.
!
Thereis a draincock locatedat the lowerpartof the casefor dischargingcondensatein the
I air chamber.
I
I 6.3.1 Maintenanceof the SuporchargingAir Gooler
I Seawateris directlyusedfor the air cooler.The coolercan be usedfor a longperiodwithout
o reducingits heat exchangeefficiencyif the water being cleanenough. However,if there
a beingoily soiland/orothermuddymattersin the sea water,heatexchangeefficiencywill be
reducedquickly.Pipe wallsor sealedsurfacesmay have some problemsin certaincases,
3 which affectsthe normaloperationof the cooler.Workingconditionsof the cooler musr
e frequentlybe judgedfromvariationof the pressureand temperature differencesof charged
o air beforeand afterthe cooler,fromexhausttemperature and color.
o 1. Periodically
openthe draincockof the air chamberto dischargecondensate,especially
I in wet or rainingseason.Flow rate of coolingwater may be graduallyadjustedto
C increasethe air temperature
for reducingeveneliminatingcondensateif therebeingtoo
o muchcondensatein the chanrber.However,the loadshouldbe controlledundersucn a
caseto ensurethe exhausttemperature withinthe normalrange.
a
a 2. lf there being a lot of white smoke in the exhausl,the smoke still exists even the
rneasuregiven in point(1) had been takenfor sometime. In this case,attentionshould
o be paidto checkif the coolingpipedbeingbroken,or any leakageat the joint surfaceof
t the pipe and the end plate.Repairby way of pipe end expandingcan be carriedout if
a only leakageat the joint surface.For the case of pipe wall brokenwhich could not be
o repairedby sofi soldering,it is suggestedto use woodenor rubberplugsto block both
pipeends.The coolercan then be usedagain.
a
o 2 Evidentincreaseof the pressuredifferenceand decreaseof temoeraturedifference
o betweenwater inlet and outietundersame engineworkingconditionsindicatesthere
beingdepositinsidethe waterchamber.
o
t 4 . Evidentincreaseof the pressuredifferenceand decreaseof temperaturedifferenceof
a chargedair flowingthroughthe coolerundersameengineworkingconditionsindicates
there being deposit inside the air chamber of the cooler. The core should be
o dismountedfor cleaningif above (2) and (3) had been the case. The pipe can be
o cleanedby brushand flushedby water,then dried by compressedair, For pipeexterior
a and gapsbetweenfins,loosedepositcan be blownaway by compressedair,whileoily
layercan be removedby immersingthe core into hotwaterfor cleaningand then dried
o up by compressedair.
a
o
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a 6-r0
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o
o
a
o SYSTEM
STARTING
o
)
t SYSTEM
7 STARTING
CHAPTER
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a Fig.7-1StartingSystem
a Purposeof the startingsystemis to ensurethat the coldenginecan easilybe started
I provided thattheambienttemperature is notlowerthan+8C. Thestarting systemconsists
o (11),starting
of the air bottle(8), air lilter (9), main startingvalve(10),air distributor
e accelerator(1),starting (3),
fuellimiter starting (4)
valve startingcontrolvalve (7)andcontrol
air sourcesystem(5)with0.6MPapressure.Thecontrolair sourcesystem(5) consistsof a
t changeover valve,air filler,pressurereducing valve,safetyvalve,shuttlevalve,one-way
o valve,an oilsprayer,andtheairbottlewith0.6MPa pressureetc.
I valveof the air bottle(8)shouldbe opened.The
Beforestartingtheengine,the rJischarge
I startingair flowsthenvia the air'fllter(9) intothe chamberA of the mainstiartingvalve(10),
o waitingfor enteringthe air mainpipe.Onebranchof theairflowsviathecontrolair source
a system(5) withits pressurebeingreducedto 0.6MPaand mechanism
(7)
of the barringand
startlinkage,thenentersthe inletsof the startingcontrolvalve and valuefixer.The
o
a 7-l
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o
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a
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a
o
a
a STARTINGSYSTEM
a
t way valve (6) acts as ihe changeovervalve for the engine-sideor remote
three-position-four
a operationcontrols.Therefore,the leverof the valve shouldbe sefion the "ENDINE-SIDE'
f positionbeforestartingthe engine.

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
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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
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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
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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
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a
a
o
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o
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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
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o
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o
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o
o
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a
o
o Fig.7-4 Startingcontrol valve

The startingcontrolvalveshownin Fig. 7-4 is installedin localcontrolpanel.This valve is

a openedby startingcam as the handlebeingmovedto the startingposition.Compressedair
o directlyflows to top of the main startingvalvethroughthis valveto open the main starting
valve.
o
a The valvebodyis dividedintotwo chambers:the lowerone connectedto hole(P) is the inlet
I chamber,the upper one is conrectedto hole (A). These two chambersare separatedby
valve (9),of whichsealingis the oil-resistant rubbervulcanizedon the valveface.A release
o spring (11) is fitted in the lower part of the valve. Compressedair enters ihe valve through
o hole (P) as valve (9) closed,hole(A) connectedto atmosphere. Valverod (5) movesdown
o controlledby startingcam (3) to openvalve (9),compressedair flowsout via hole(A).In this
o case, bottomof the valve rod contactswith the rubbersealingsurfaceto tight hole (O).
When the startingprocesscompleted,the handleis restoredand the valve released,valve
o rod (5) is returnedto the originalpositionby spring(13).Valve(9) is closed.Compressed air
I (A)
in the chamberconnectedto hole is relievedthroughthe centralhole (O) in valve(9),the
o pipe-workconnectedto hole(A) is also relieved.

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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o Fig. 7-5 StartingValve
a
o
o 7-6
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a SYSTEM
STARTING
o @
a 7.5 Starting Accelerator
o
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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
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o
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a SYSTEM
STARTING
o
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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 On top of the rightside,a fuel limitingscrew(11) is fittedof whichthe positionis adjustedat

o the maximumload of the engine.Afteradjusting,the screwis sealedwith lead,so the screw
o limib the maximumfuel amountsuppliedinto cylindersto avoid overloadof the diesel
engine,
o
I 7.7 Air Filter
o The filteringelementof the air flltershownin Fig. 7-8 is composedof three sections.The
o uppersection(14) is madeup by three layersof copperwire fubricsof 80mesh/inch2 on a
a seamlesssteeltube. A platewith a centralthreadedhole is weldedon top of this section,
while a supportring is weldedin the bottom.A screenplateis weldedin bottomof the middle
a
o 7-8
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o
o
o
o
STARTING
SYSTEM
@
section(7) whereno meshin the cylindrical surface.A reinforcedringis weldedin the upper
o part,while a waterring (12)is fitted.Designof the bottomsection(8) is similarto that of the
o upperone. Threesectionsare boltedtogetherby usinga long bolt (13),and supportedvia
the supportring whenfittedin the filterand pressedby a springload on the top. Air enters
o from the uppersectionand flows axiallythroughthe middlesection,leavingwater drops and
O dust behindthis section.The air reachesthe bottomspace and flows out via the outlet.
a Wateraccumulated in the bottomsectionand in bottomspaceof the filtercan be drainedby
o periodicallyscrewingout bolt(11).Filteringelementshouldbe takenout by removingcover
(2) aftera periodof operationand cleanedin cleandieseloil and then driedby compressed
a air.
o
o
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O
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a Fig.7-8Air Filter
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o 7-9
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o SYSTEM
STARTING
o
o 7.8 Air Bottle
o
o
o
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a .?
a
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o --17
-tE
o
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o
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a
o d.s.
o
o
o Fig.7-9Air Bottle
o Compressed airforenginestartingis pre-compressed bya compressor andstoredin theair
o bottleshownin Fig.7-9.Maximum service pressure fortheair bottleis 2.94MPa. Capacity
a of an air bottleis 300L.Amou'nt of air in the air boftlewith a pressure of 2.94 MPa is
a Thebottlebody(8)is weldedusingboilerplates,the
for6 timesof engineslarting.
sufficient
head(7)is boltedto thebodyby rneansof fourboltswitha bronzeshimforsealing.
.
a valve(3),inletvalve(16),safetyvalve(24),drawoffvalve(2) anda valvefor the
Delivery
I manometer(6) are fiftedin the head.Pipe(a) is for connecting Valve(6)
to the manorneter.
o 7-10
a
o
t
o
o
t
o
o STARTINGSYSTEM
o
o mustbe openedas chargingair to the bottle.Air pressureshouldbe frequentlyto avoidthe
t dangerof too highair pressurein the bottledue to the ineffective
manometer.
O Locationfor the air bottleshouldbe convenientfor checkingthe bottle.Bottlein vertical
o positionis recommended. lf the bottleis placedlongitudinally
alongthe ship,it is necessary
a to make the bottomof the bottletowardsthe stern.The inclinedangle towardsthe stern
o should not be less than 100.At this time, water-dischargetube (1) shoutd be bent to the
lowestpositionof the air bottlefor the sakeof dischargingwatereasily.
I
O 7.8.1 Inlet and Outlet Valves
t There are trapezoidalthreadsin outletvalve stem (3) for screwingonto valve cap (14).
I Valve(15) is pressedto the seat (11)by valvestem (10) Stemand valve (15) are flexibly
a connected,valve seat centeringcan thus be automaticallyensuredwhich resultsin tightly
closedofthe valve.The valvecan be openedor closedby turninghand-wheel(12),tomake
o it easy,the hand-wheelcan be turnedto and fro to strikesoftlythe stopper(13). Conical
o head of the valve stem tightlypressesuponthe valve cap for sealingwhen the maximum
o valve openingreached,this is convenientfor packingreplacernent when valve opened.
o Designof the inletvalve (16) is the sameas the above-mentioneddelivery
valve.

t 7.8.2 Safety Valve

o Rubbervalvesheet(23)is fittedin the bLtcket valve(22) andis presseduponthe valveseat
o (24) by spring (19) via spring holder(21). openedto release
The valve is automatically
a some air as the forcefromthe air pressurebeinghigherthanthe pre{ighteningload of the
) spring in the case of air pressurebeing higherthan 3.14MPa.The valve will be re-close
o whenthe air pressurebeinglowerthan2.8MPa.

; The adjustedscrew (18) is to adjustthe jumpingpressureof the safety valve,whichhas

o beenadjustedand lead-sealed by cap (17)at the delivery,lt mustnoi openin orderthatthe
o tensionof the springis changedandthe safetyvalvefailssafe.

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 7.8.3 Draw off Valve

t Condensateof vaporfrom compressedair will accumulatedin the air boftle.The draw ofi
t valve shouldbe openedeveryweek in generalto drainthe condensatealongpipe (1). In
o this case, there must be some air spurtedout with the condensate.
o The valvestem(6) is
Designof the draw off valveis the sameas the valvefor manometer.
I
o 7-tr
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o
o
I
o
I
a
O STARTINGSYSTEM
o
o threaded.Thereis sorneleadedalloyin groovesin eilhersideof the valveplatefor sealing.
o The valvestemshouldbe movedro its top positionas the valvebeingopened,to ensurethe
I sealingsurface(leadedalloy)tightlycontactedwith the cap (5), preventingthe air from
leakagevia threadedpan of the stem.
o
I If the air tightnessof the safetyvalve being no more in efiect due to deformationof the
t sealingsurfaces,the leadedalloycan be re-casted.

o
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a 7-12
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o CONTROL
SYSTEM
o
o
o GHAPTER8 CONTROLSYSTEM
a 8.1 Principleof ControlAction at local engine
o
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O
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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

o Move the controlhandle(12) to the "SHUT-DOWN"position,the fuel injectionpump is

o forced to stop fuel deliveryby meansof the fuel controlrod and the arm movedby the value
fixingcam behindthe controlboxvia the tie rodand the clawrocker-arm. The engineis thus
I shutdown.
o
o
o
o
o 8-2
o
I
o
a
o
o
a
a CONTROL
SYSTEM
o
O 8.2 Control Box
a
The handle(6) of the controlbox shownin Fig.8-2, is for controlling
o shut-down,normal operation (speed control).Differentpositionsof
fuel amountfor engine
the handle are shownin
o the indicatorboard.
a
o
O
a
t
I
a
o
o
o
a
o
I
o Fig, 8-2 Control Box
a In the handlebase (2),thereare a locatingpin (1), and threesprings(5). The pin insertsto
o the pin holesin difierentpositions.Consequently, handle(2) can only be movedas it has
a beenlifieda littlebit for the pin leavingits hole.The springis usedfor the pressingthe plate
o (4) to preventthe handlefrom losing due shock arisingduring engine operation.After
enginespeedbeingset, the handlecan be lockedby tighteninghandlenut (3).
o
t The value fixingcam (8) is fittedin the rearend of the handleshaft(7). When the handle
a being set in "WORKINGI " position,the tie rod (10) connectedwith the value fixing cam
releasethe controleffecton the fuelcontrolrod via the clawrockerarm (9) and at the sarne
o time the valuefixingcam pressesdownthe valvesleeveof the valuefixer as a resultof a
o limitedfuel amountinjectedintocylinderthus the enginestartswiththe appropriatespeed.
o Afterthe enginestartingbeingsuccessfuland whilethe handlebeingmovedclock-wise, the
a rocker arm (9) has no controleffecton the fuel controlrod but the value fixer will changeits
o lifeaccordingto the positionin whichthe handleis set andthe valuefixer (14)will followthe
o lift deliveringcompressedair with differentpressuresto the speedcontrollerto conholthe
governor,thus the enginespeedis controlled.
o
o
a 8-3
o
o
o
a
o
o
a
o CONTROL
SYSTEM
t
a When the handle(6) is set in the "SHOUT-DOWN" position,the fuel controlrod is forcedto
o the positionof fuel deliverystopby the tie rod and the clawrockerarm whichare connected
o with the valuefixingcam and the engineis thusstopped.
o There are a two-position-three-way valve ('11)which is used as the startingcontrolvalve.
e Whenstartingor tryingstarton startingair withoutfuel injection,pullout the spacingpin (12)
o and movedownthe handleof startingconlrolvalveto the "STARTING" positionto openthe
startingcontrolvalve,the engineis then rotated.As the handle(6) ofthe controlbox is in the
o 'SHUT-DOWN" position, starting the engine on starting air without fuel injection can be
o carriedout, lf the enginehas beenshutdownfor an appreciable lengthof time,it shouldbe
a startedon startingair withoutfuel injectionand all tesl valvesin cylinderheadsshouldbe
I openedto checkif any wateror fuel oil in the cylinders.
a -three-wayvalve (14)for resetof the engineemergency
Thereis an anothertwo-position
a brakingdevice.
o lf the user buy the remotecontrolin our company,we shouldsupply a changeovervalve for
a engine-sidecontrol and remote control. lt should be noted the handle positionof the
I changeovervalveduringthe enginebeingcontrolled.
o 8.2.1 ChangeoverbetweenRemoteand Engine-sideControls during Operatingthe
I Engine
o controlto remotecontrol
a. Changeoverfromengine-side
I
a Firstly,move the speed controlhandleon the remotecontrolconsoleto the positionon
which the enginespeed correspondsto the one underthe engine-sidecontroland then
o move the handleof the changeovervalve from "ENGINE-SIDE" positionto the "REMOTE
a CONTROL'posilion.Again,movethe handle(6) to its maximumpositionafterthe engine
O speed becomingnarmal one and put the locatingpin (1) into its pin hole. NoW the
I changeoveris completed.

o b. Changeoverfrom remotecorrtrolto engine-side

control.
o Firstly,pull out the locatingpin (1) from its pin holeand movethe handle(6) to the position
o on which the enginespeed correspondsto the one under remotecontrol,lhen lock lhe
o handle(6) by turningthe nut (4).Againmovethe handleof the changeovervalvefrom the
t "REMOTECONTROL' positionto the "ENGINESIDE"position.Now, the changeoveris

a comoleted.

o 8.3 Value Fixer

o Valuefixer is a pneumatic-6snlpi:,lled
elementfor the enginespeed.lt has two types,one is
o
o
8-4
t
o
o
t
a
e
t
CONTROLSYSTEM
o
o
o the valuefixerusedforengine-side control,andtheotheris for remotecontrol.Theirbasic
I structure and principle are identical.The value-fixerfor engine-sidecontrol is of
o tube-connectiontype,of whichthe inputair sourcepressure
The one for remoiecontrolis of plate-connection
is 0.6MPa,seeA in Fig.B-3.
type, of which the input air source
o pressureis 0.6MPa,seeB in Fig 8-3.
o
o
a
o
o
a
a
a
a
o
t
o
o
o Fig. 8-3 ValueFixer
a
Lettersmarkednearthe inletand outletof valvebody (1) havingthe followingmeanings:P
a *air inlethole,A*air outlethole.The workingprincipleas follows:
o
o When the valuefixer is at work,air sourceflowsinto cavityvisa holeP lf at that time valve
steeve(2) has been forced to go downwardsfor a certaindistanceby the value-fxing cam,
a underthe actionof spring(16),the valve rod (3) goes alongwith the valvesleeveto valve
I plate(7) on the lowerpartand reachesvalveseat (12)on balancepiston(6).The passage
o fromcavitiesb to c is thus closed.At this moment,sincethe pre-tightening forceof balance
o spring (8) is largerthan that of valve rod spring (16) on the upper part, the valve rod is
stopped.While the valve bush continuesto go downwards,valve seat (14) mountedon
o valve sleeve (2) will go away from the valve plate on valve rod (3), the passagesfrom
o cavitiesa to b will be opened;thuscompressedair is throttledand lhen will go intothe cavity
t b. As a result,the pressurein the cavityb will rise up and the compressedair goesout from
the holeA. Sincethe forcethat balancepistonreceivesfromaboveis higherthan its original
a pre{ighteningforce of the balani:espring,the pistongoes downwards. When the pressure
o in the cavityb reachesthe adiustedvalue,the valve(14)is shutand the actingforcesabove
o and underthe balancepistonis balancedeach other.Afterthat,the pressurein cavityb is
o kept steady.When valve sleeve (2) is controlledby the value-fixingcam and moves again

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
I
I
O
a
o
a
o
a
o
o
t
a
o
o
o
a 8-6
o
o
o
a
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 Valebody (4) is madewiththreeair holeA, B and C, and is eguippedwithvalve(2) of which

a are equippedwith rubber valve clack on its both ends. A and B are air inlets, but
compressedair will not comeinto them at the sametime.When air entersA, B is shutand
a viceversa,C is an air outlet.
a
o The shuttlevalve works like this. When hole B is let to atmosphereand compressedair
entersA, valve(2) is pushedto the rightsideby the air to blockair hole B. At this time,A is
a connectedto C and air flowsout throughC, and is let to the actuator.When holeA is let to
o atmosphereand air comesinto holeB, valve(2) is pushedto the left side and air holeA is
o blocked.At this monEnt,B is connectedto C; air flowsout throughholeC, is letto the same
a actuator.

o
o
o
o
a
a
o
a
a
o
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 9.2,2. Working Principleof the Governor

o
o (1)Stableload.

t The fly-weights(24)and slidevaiveplunger(9) are in theirnormalpositionas shownin Fig.

o 9-2,.At this time,the hole E of the rotationslidevalve bush is coveredby the ring landof
slidevalveplunger(9) . The powerpiston(33)is in sucha positionset for the enginespeed
I and load level.
a
o (2) Loaddecreased
I Enginespeedis increasedas the loaddecreasing.Centrifugal forceof the flyweight(24) is
o in this case higherthan the preloadedforceof the governorspring(23)and the follower(11)
o movesupwardsas the flyweightmovingoutwards. The hingepointA of the floatingrod (10)
rotatesaroundthe point C and the plunger(9)rnovesup. Hole (E) is thus connectedto (F) to
a connectchamberI underthe powerpistonto the oil sump.The powerpiston(33) is forced
a to move down by pressureoil .Thismakestransfershaft (26) to move in the directionof
o reducingfuel delivery.The big compensation piston(4) is thereforemovedup but the small
one down. The floatingrod (10) rotatesanticlockwise aroundB as its instantcenter.The
I plunger(9) moves down. Movementof power piston (33), big and small compensation
O piston(4) and (2) as wellas plunger(9) is continuinguntilthe hole(E) havingbeencovered
a again by shoulderof the plunger.Both the plungerand flywheelare thus returnedto their
a originalpositions.Enginespeed is reducingin the courseto the normal lever, and the
piston(2) is returnedto its originalposilionunder
o followerdrops,the small compensation
the springforcewith a speedsimilarto that of the follower(11) . Consequently, the engine
o operatesat the originalspeed
t (3) Loadincreased
a
o The enginespeed is redu@das the load increasing.ln this case,the centrifugalforceof
a fly-weights(24)is lowerthanthe preloadedforceof speedgovernorspring(23),the follower
(11) moves downwardsas the flyweightmoving inwards.The floatingrod (10) rotates
o downwardsaround(C) and the hingepointA movesdown.Hole(D) is thus connectedto (E),
o top and bottom surfaces of the power piston(33)are subjectto a sarne oil pressure.The
o pistonis thus movesup as the area of the bottomsurfacebeinglargerthan that of the top
o surface.The drivesthe shafi(26)movingtowardthe directionof increasingfueldeliveryand
forces the big cornpensationpiston (4) moving down while the small one moving up. The
o floatingrod (10)rotiatesclockwisearoundB as instantianeous centerand slidevalveplunger
o (9) goes upwards.Movementof power (33),bigand smallcompensation piston(4) and (2)
o as well as plunger(9) is continuinguntilthe hole (E) havingbeen coveredagain by shoulder
of the plunger(9). Boththe pluniier(9) and flyweight(24)arethus returnedto their original
a position.Powerpiston(33) remainsat a speedcorresponding to the set outputand speed.
I
I
9--5
t
a
I
o
o
a
o
o
o GOVERNOR
. OVERSPEi:D BRAKE
EMERGENCY
LIMITERAND
@
o
o In this coursethe enginespeedis graduallyincreasing to the normallevel,the follower(11)
e movesup, the small compensation piston(2) is returnedto its originalpositionunderthe
a spring force with a speed similarto that of the follower(11). Consequently, the engine
o operatesstableat the originalspeed.

o Repositionspeed of the small compensationis relatedto the openingof needlevalve (6) in

o the courseof above-mentioned load changingprocesses.However,displacementof the
piston(4) , travel
piston(2) is affectedby that of the big compensation
a srnallcompensation
of which is in turn relatedto the positionof the compensation pointer (13). Governor
o is evidentlyaffectedby thesecomponents
characteristics whichshouldbe well adjusted.
o (4) Engineshutdown
o
o Engine shut down from the remotecontroltingstate is executedvia the governor.When the
o electromagnet insidethe governorfor emergencystoppageis activatedor the emergency
controlhandleof the governoris moved,the speedregulating shaft(19) on the governorwill
a be rotated towards the engine shout-downposition.Engine shut-down tie-rod (2'l)
o connectingwith fly-weightfollower(11)will be forcedto go upwardsto lift up slide valve
o plunger (9) ,thus holes E and F are connectedwith the chamber I under the power
piston,sothe chamber I is relievedand the power pistonmovesdown,whichdrivesthe
o transfershaft(10)to the shufdownposition,the engineis thus shutdown.
a
a 9.2.3 GovernorService
o 9,2.3.1Oil for the Governor
I
Clean and well filteredturbo oil 22# should be added to the governorup to the level
o indicatedon the oil dipstickbeforethe enginebeing put into operation.This level shouldbe
a maintainedall alongthe courseof engineoperation.No depositremovershouldbe addedin
a the oil unlessde-foamingagent being used together.There must be not much foam or
t depositas the oil beingstirringand no colloidaldepositwhenheated.Oil shouldbe drained
when hot if the oil beingdirtyor beingdegraded.The governorshouldbe washedup using
o cleanlightdieseloil, and thenfillswith freshoil.
I
a 9.2.3.2CompensationAdjustment

o The governorwas generallyweriadjustedbeforeenginedelivery.However,there mustbe

I some change, leadingto incorrectadjustmentof the governorcompensationto cause
differentdegree of unstabilitysuch as over-speedor stall, too long period of speed
a speed fluctuationetc. The go,./ernor
re-stability, compensationshouldbe re-adjustedif it
o doesn'twork satisfactory.
I
Compensationadjustmentshould be carriedout after engine being warmed up but not
a
o 9-6
a
o
I
o
a
t
t
o
o LIMITERAND
. OVERSPEED
GOVERNOR EMERGENCY
BRAKE
o
o loaded.and the oil insidethe governorhavingreacheda normaltemperature.Theremust
o be an operatorstandingby the localcontrolbox,preparing
to stopthe engine
manually
to
a preventtheenginefromrunaway
a (1) Putthecompensation pointer(13)to itsmaximum
adjusting position;
a
o needlevalve(6)for 3-4 turns;
(2) Screwthe compensation
a (3) Allowtheengineto be running withspeedfluctuation
forabouthalfa minuteto release
t anyair in controloil passages
of thegovernor;
a (4) Screwthecornpensation pointer(13)to itsminimum
adjusting position;
a
a needlevalve(6)slowly,untilminimum
(5) Closethe compensation speedfluctuation
has
beenreached;
o
I (6) Checkopeningof the compensation needlevalve(6) by completely
closingit. The
openingshouldbe in rangefrcm114to 112tum:
a
O disturbtheenginespeedto checktheresultof adjustment.
(7) Intentionally lf theengineis
o and the adjustment
stableoperating
needlevalve(6)andtheadjustmentis finished;
fix the compensation
is up to the requirement,
a
a or the enginecan notworkstablein the whole
(8) lf the enginespeedis stillunstable,
a speedrange, position
of the compensation pointer(13) shouldthen be gradually
changed,and the abovesteps(5), (6) and (7) shouldbe repeated. Openingof the
t needlevalvenraybe increased to 112-314tum.
a
t It shouldbe pointedout herethat apparentspeedfluctuation mightbe resultedas the
compensation pointer (13)beingin a positionbeyond its limit(toomuchcompensation),
I whilethe speedregulating processmaybe quiteslowif compensation beingverysmall.
a Consequently, the compensation
it is rational mustbe as smallas possiblebut openingof
o theneedlevalveis recomrnended to be notlessthan114turn.
a 9.2,3.3 GovernorRepair
a
Very seldom the governorwill be in trouble during engine operating.However,
a dismantlement andrepairingof thegovernor withtroublesnotbroughtaboutby oil used,by
a dirtyoilto jamtheslidingparts,or by irrational
adjustment shouldbe done.
of compensation
o It is recommended that this job shouldbe done by agentswith sufficientrepairing
o experience withgovernor.
o
o
a
9-7
a
a
o
t
a
o
a
o GOVERNOR LIMITERAND
. OVERSPEED EMERGENCY
BRAKE
@r v *6,
I
o 9.3 OverspeedLimiter
a
)
a
o
a
o
,
o
I
a
o
I
o
a
a
a
a
a Fig. 9-4 Over-speedLimiter
I
o The over-speedlimiteris fittedin a standof an independent
The limiteris drivenby the camshaft via a driving
drivingin the enginerearcover.
mechanism. The speed-sensitive element
e is the fly weights(5),controlelementsare the slidevalves(17). (18),workingmediumis the
o pressurelube oil comingfromthe mainlubeoil pipe.
a lnletA is connectedto the mainlubeoil pipe,whichthe outletB to the hydraulicservoof the
a brake. Centrifugalforce of the fly weight (5) will go beyondthe preloadedforce of the
o overspeedspring (15) as the enginespeed being exceededa preset limit value. In this
a case,theslide (17) is movedup, A and B are connectedbut B and C are shut off by its
shoulder.Pressurized lubeoil flowsto the servo,oil in whichmovesthe controlswinglinkto
o actuatethe emergencybrake.Fuel oil rod is forcedto move in the directionto cut off fuel
o delivery,theengineis thusstopped.
a The maximumpresetspeedlirnitcan be alteredby meansof regulatingthe preloadedforce
a of spring(15)via bolt(13).The maximumlimitedenginespeedis set in the workshopbefore
a enginedelivery, the usershouldnot adjustit again.
o
o 9-8
a
a
o
a
a
o
o
a - OVERSPEED
GOVERNOR LIMITERAND BRAKE
EMERGENCY
I
o
a Model Maximumspeed
o 8320ZCd-4 560-575r/min
a
o 832oZCd-6 588-604r/min
o 832oZCd-8 588-604rimin
a 9.4 EmergencyBrake
o
O The emergencybrakeis one of the engineprotectiondevices,The enginewill be stopped
I by way of quicklymovingthe fuel oil rod to the no fuel oil deliverypositionas soon as
receivingthe signalof no lubeoil pressureor enginebeingoverspeed. This will protectthe
t enginefromdamageas the governorbeingout of workor no lubeoil pressurein the lubeoil
o system. The emergencybrake is composedof four parts, namely spring accumulator,
a electromagnet, handleand hydraulicservo.(seeFig 9-5)
o
a p {"
,lt llc4ttfl,ln::

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
I
t
I
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.

a 10.5 Air-water Separator (see Fig. 10-1: sectionA---A)

I
The air-waterseoaratoris fitted in the outletof the air cooler to reducedeposit in the
o combustionchamber,whichis formedby combustionproductsof fueland lubeoil withwater
o dropletscondensedfrom the chargedair dischargedfrom the cooler when the humidity
a beinghigh.
o The air-waterseparatoris a set of air-inducing bladeplacedvertically.lt can be seen from
a sectionA-A that the end of the vans is in a beardshapeto allowaccumulation and dripping
a of waterdropletsseparatedfromthe passingair.The wateris dischargedfrom the draining
devicein the bottom.
t
a in the air coolercoverconnectedwith the turbocharger
The separatoris fittedtransversely
a bracketwith its one end pressedby coverwith a gasketfor sealingwhile the other end
sealedwith rubber"O" ring and supportedin a seat by two fixingpins so as to ensureit to
O expandor contractfreelyafterheatingor cooling.
a
a The drainingdevice (11) dischargeswater automatically.
wateraccumulated
However,periodicalcheck for
in the drainingdeviceby openingthe cockis requiredas the devicemay
a be blockedby deposits.Anywaterthereshouldbe discharged.
a
Amountof coolingwaterenteringthe air coolermay be regulatedto increaseslightlythe air
o temperatureand reducethe condensedwaterin casethe humiditybeingvery highwith too
o muchcondensedwaterfound.
o
Cock should be opened to dischargedpossibleaccumulatedwater after the engine
a shut-down.
o
o The connectorfor thermometeifor chargedair and for manometerfor air pressureare
providedat the outletof the cooler.
a
o
o
o l0-3
o
o
o
o
t
a
o
a .A\

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

o The engineis providedwiththe alarmdevicesfor ib lubeoil and coolingwatersysterns.The

a alarmsignalindicatinglightsare mountedon respectivelythe localalarmindicatorbox,the
remolecontrolconsoleand the centralized-controlconsole.The engine-sidealarmindicator
o box,shownin Fig. 11-2,shouldbe placedat a suitableplacein the engineroomby the user.
a
a On the localalarmindicatorboxare providedwith indicating lights,(1) for engineemergency
lube oil, (3) for high lube oil temperature,(6) for power
shut-down,(2) for under-pressure
a supply, for high coolingwatertemperature,(7) for stand-by,the muffierswitch(4), and
(8)
o the test switch (9).
a When
o
a 1. The lubeoil pressureat the inletof the enginereaches0,2MPa.
o at the inletof the enginereaches75C.
2. The lubeoil temperature
a
at the outletof the enginereaches85C.
o 3. The freshwatertemperature

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

Fig.11-2Local Alarm IndicatingBox

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) Overallhardnessshouldtre in 6-10degree.(1 degreebeingequalto 1omgCaO/L)

I
(b) Chlorineion contentshouldnot exceed150mgiliter.
I
o (c) PH valuelies between6.5-8.5at20'C.
o Purificationand demineralizaitionshould be carried out if the water quality can not reach
t the aboverequirements.Two nEthodsare recommended to reducedepositon the cooling
o jacketand to reducecorrosion.
I (A) Add potassiumbichromateand causticsodato the water.
o Amountaddedfor eachm3'
o
o 5kg.
Potassiumbichromate:
o Causticsoda:1.5kg.
t
a (a) dissolvethe groundpotassiumbichromateinto small amountof additionalhot water
(20L of hot waterper kg of potassiumbichromate):
o
a (b) dissolvethe causticsodato smallamountof wateras well(5Lof waterper kg of caustic
o soda);

t (c) pour the potassiumbichromatesolutionto the cooling(freshwater)and mix up, then

t pourthe causticsodasolutionand carefullymix up.
a (d) Take5 cm3of the coolingliquidafterbeingcompletely mixingup, and drop2-3 dropsof
a phenolphthalein solutioninto the liquidalreadytaken out. lf the liquidchangesto pink
o color,the waler is thus correctlytreated.lf one drop of causticsoda solutionbeing
added,darkercolorwill be resulted.No colormeansnot sufficientcausticsoda added,
I
furtheraddingis required.
a
o Protectionrrpasuresshouldbe takenfor operatorsto avoidskincontactwith the liquidsas
those solutionsbeing of toxicant.In case anyoneshouldbe splashedwith the solution
I wash out with plenty of water. Mixing the solutioninto drinkablewater is absolutely
a forbidden.
a (B) lf depositor conosionis foutrdwhen usingthe ordinarytap wateras for cooling,adding
I O.8o/o-1 NL typeemulsionantirustoil
of NL typeemulsioi,antirustoil is recommended.
.5o/o
o
t 12-3
t
a
a
o
a
a
a
a OF DIESELENGINE
OPERATION
a
o is a Chineseproductappraisedby the Ministryof Chemicallndustry.The amountof oil
o added shouldbe based upon the hardness,contentof chlorideion and pH value of the
I localtap water.Detailedmethodof usingthis productis givenin the serviceinstructions
of
the product.
t
a Attentionshouldbe paid to the followingpointsno matterwhichmethodyou have chosen
t for treatingthe coolingwater:

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 Air is suppliedby the compressorto the air bottlewith a pressureof 2.8-2.94MPa.and

o condensation shouldbe drainedawayeveryday.
o 12.2 Preparation for Starting the Engine after Long Period Stoppage
I
Followcheckingwork shouldbe carriedout aflerlongperiodstopor afterrepairing.
t
o (1) Open the crankcasewindowsto check if the bolts insidebeing tightenedup, if the
a cotter pins being pertect.gpeciai attentionshouldbe paid to those bolts lor con-rods,
main bearingsand the nuts for shaftsupportof the intermediategears for camshaft
o d riving.
a
(2) Checkif the connectingboltsfor the engineand itsfoundationbeingtightenedup.
I
a
o t2-4
o
o
I
o
o
a
o
o
t OF DIESELENGINE
OPERATION
o
o (3) Check if any miscellaneousarticle presented in the crankcase or on the cylinder
o heads.
a (4) Carry out hydrostatictest of the coolingsystemby meansof an independentwater
o pump with a pressureof 0.2MPa.Check the tightnessof connectionparts in the
o system.
o Specialattentionshouldbe paid to the tightnessof the "O" ring in the lower part of the
o cylinderlinerand the supportflangeof the cylinderliners.
a (5) Testthe startingsystemand startingvalveusingcompressedair. In doingso, the inlet
a of the air distributorshouldbe stoppedby a pieceof sheetmetal.Openthe valveto be
a tested and move the controlhandleto the positionof "WORKING I " . Check the
o tightnessof connectingpartsof the system.
a Any air leakageshould indicatepoor tightnessof the startingvalve tested.lt shouldbe
o noted that any work on the engineespeciallyinsidethe crankcaseand on the shaft system
o must be stoppedto avoidaccidenias the enginemay rotate.Remedymeasuresshouldbe
takenfor the leakedvalve.Removethe sheetmetalto allowthe inletof the air distributorin
o normalstate.
a
I (6) Cleanthe fuelflter.

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.

o (13) Checkthe oil levelof the governor.Refreshthe oil if necessary.

a (14) Oilingwheremanuallyfeedingrequired.
o
o (15) Checkcold clearanceof valves,valvetimingand startingtiming.
o (16) Supplycompressedair to the air bottleuntilair pressurereaching2.94MPa.drainany
o water.
accumulated
a (17) In case that engine is providedwith the remotecontrolequipment,changing-over
a operationmustbe carriedout betweenthe engine-side and remotecontrolside one or
a two timesand thenturnthe handleof the changing-over valveon the controlboxto the
positionof "REMOTE"to test the functionof the remotecontrolequipmentwithoutthe
o enginerunning.
I
o (18) Turn on alarmingdevicesand checkaiarmingsignals.
I How manyitemsfor checkingshouldbe determinedbasedon the actualenginecondition.
a
a 12.3 Starting

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.

o (3) Checkvia cocksif the coolingsystemhas beenfilledup withwater.

o (4) Checkif the air bottlebeingfilledup with compressedair.
a
o articleon the enginespeciallyon the cylinderhead.
(5) Checkif stillany miscellaneous

a (6) Feedlubeoil to the enginehrya handor electricalpump.Openthe testvalveand rotate

I the crankshaftfor 2-3 tuins-
a
I t2-6
o
a
a
o
a
o
o
a OPERAT]ON ENGINE
OF DIESEL.
o
o (7) Check if the rocker-armof the baning gear being movedaway and locked.
a (8) In casethat the engineis providedwith a clutch,the clutchshouldbe disengagedform
a the engine.
a
o (9) Openthe outletvalveof the air bottle.

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 Apparentlevel decreaseof the recirculatinglube oil tank may indicateleakageor

o blockingof the pipe systenror failureof the oil suctingpumpof the engine.lf the level
being increasingwhile the pressurebeing normal,some water or fuel may be mixed
o with the lubeoil.At thistimethe engineshouldbe shutdownfor correcting.The oil tank
o should be completelyrefreshed.
o (8) Exhausttemperatureshould be checkedevery hour and should not exceed450C
o (exhaust temperatureshould not exceed 430 C with HFO operation) with the
a difierencebetweenthat of diffbrentcylindersshouldnotexceed30C.
o (s) Observethe exhaustcolorli withthe pointsgivenin Chapter13.
accordance
o
I
12-8
o
o
o
a
o
a OF DIESELENGINE
OPERATION
a
a (10) Periodically
openthe test r,i-ri;eto allowflameblowingout for checkingthe combustion
o and evennessof different,;'9,:",3"r".
o (11) Listen to the engine noise. lf there is some abnormalnoise due to knockingor
a loosenedbearings,and other abnormalvibrationandior noise,the engineshouldbe
o shut downfor checkingand takingrernedymeasuresimmediately.
a (12) Touchthe crankcasefor cornparingtemperaturesof differentmain bearings.lf there
o should have some abnormalhigh temperatures,shut down the engine and take
a remedyrneasures.
a (13) Pay attentionto those exposedcomponentsfor their working,tighteningand locking
o conditions,and to the inletflr:cexhaustvalvesfor theirfree movement.
a
(14) Touch the compressedair 1:ipeto the startingvalve to check the leak-proofness.The
o pipewill get hot if air leakaEcexisted.The engineshouldbe shutdown in caseserious
I leakagefound.
o (15) Check the fuel injectionsystem.Seriousvibrationand/or heat evolutionmay result
o from blockage of the tuel injectronpipe, or from overloadingof that cylinder.These
I shouldbe eliminatedimmediately.
o (16) Manuallyfeedlube oil to placesspecified.
o
o (17) Keep an eye on engine speed fluctuation.The cause for serious fluctuationif
o happenedshouldbe judgerijShutdownthe engineif necessary

a (18) Writedownall placeswith ;,.iikageand untightness

for takingremedymeasLrres
a (19) Maintainsufficientpressureof the air bottle.
o
a 12.5Shut Down of the Engine
O (1) The load should be decreasedgraduallyuntil no load before engine shout down.
o Reducethe speed to 210-230 rpm and run the enginefor 5-15 minutes.Attention
a shouldbe paidnot to stopthe engineat the criticalspeedwhendecreasingthe speed.
In doing so, enginetemperatureis decreasinggradually,so as to preventthe engine
o componentsfrom overheating. Underemergencycondition,the controlhandlecan be
o directlymove to
'SHUT-Dfr',.!N" positionto shut down the engineimmediately. In the
o down
case of suddenlyengines,i,i.l from full load or immediately
shut down,the water
purnp(not drivenbythe e,,;ire) shouldbe operatedfor 5-15 minutesto ensurefurther
o coolingwatercirculation.
o
o (2) lf not to startthe engineagain,all valvesfor fuel oil,lubeoil and compressedair should
a
a t2-9
O
o
o
o
o
a
a
o
o OF DIESELENGINE
OPERATION
o
o be closed.
o (3) In cold weathercondition,if the enginewill not be operatedfor a longer period,the
O coolingwater should be drainedaway at a temperatureabout 30-40C to avoid
a freezing.
O
(4) Open the crankcasedoor for checkingtemperaturesand tightnessof bearingsif
a necessary.
o
(5) Get rid of all troublesfoundand preparefor startingthe engineat any time.
o
a 12.6 EmergencyOperationof the Diesel Engine
o ln case that a certainmain valve such as the value fixer,etc. is out of order and cannot be
o corrected,the speedcontrolcan be carriedout by meansof the emergencycontrolhandle
o mountedon the exlensionshaft of the governor.(see Fig. 9-3).At this time, put down the
o pawl to fix the emergencycontrolhandleby meansof the ratchetand then carry out the
speedcontrolby meansofthe handle.
o
a 12,7 EmergencyStopping the TurbochargerDuring Engine Running
o When the operationof the engine,the turbocharger may be in out of orderdue to a certain
o reason.In this case,the turbochargercan be stoppedby brakingits turbineshaftonly and
o the enginecan stillcontinueto operatewithoutthe turbocharger operating.
a After stoppingthe turbochargerin an emergency,work should be done in the following
o procedures.
o (1) Unscrewthe screwplug at the turbineside to drainthe lube oil and removethe end
a cover.
o
to fix the oil plate.
(2) Use the fixingtoolfor the rotorof the turbocharger
o
a (3) Remove the cover at the end of the air inlet manifoldand then rnounteda net with
o meshof 5XSmm.
a (4) After stoppingthe turbocr,afgelthe load of the engineshouldbe reducedand at the
a sametine pay atlentionto the exhausttemperature. The temperatureof each cylinder
preventthe enginefromoverload.Afterthe shipreturns
o shouldbe notexceed450C to
to the base; the turbochargershouldbe repairedat once.
a
o 12.8 WaterWashingof the Compressorof Turbocharger
a Air pressure and flow of the compressor,and thus the engine output and exhaust
a
a l2-t0
a
o
o
o
o
o
o
o OF DIESELENGINE
OPERATION
o
o temperatureare affectedby compressorcontamination in difierentdegreesduringengine
o operation.The compressorwith iightcontaminationcan be washedout by meansof water
a jet to the inlet chamber-However,this will have not very good result for a seriously
contaminatedcompressor.ln this case,the betterway is to dismantlethe compressorfor
t washing.
t
withwaterjet is to dash uponib vaneswith smallwater
a Principleof washinga compressor
the water
droplets.This is a mechanicalway withoutany dissolutioneffect.Consequently,
o used must be clean withoutsolvent,withoutany additiveto avoid adheringto the inner
o surfaceof the inletchamber
e It is a good way to preventfrom and reduce compressorcontaminationto wash the
o However,this can not take the place of washingii
compressorby waler jet periodically.
a through dismantlingfor maintenance.lt is suggestedto wash it for every 25-75 operating
o nours.

o Washingdeviceis shownin Fig. 13-1. Water reservoir(C) is fittedunder 1 meterfrom the

o centralline of the turbocharger.
a Air pipe (a) connectsthe outletof the compressor voluteto the inletof reservoir(C).valve(B)
a separatesthe air from reservoir,whilewater pipe (W) connectsthe outletof reservoirto the
o inlet chamber of the compressor. Cover (A) should be opened for filling water to
a reservoir(C).

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

Fig 12-1 Washing device for Compressor of the turbocharger

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.

o 12.9.3 fnstruction of pipes ( tig.12-2|

a a. The functionof the stopvalveis to shutdownthe watersourceof washing,
o
a b. The functionof the washwashingvalveis to switchthe water.
I c. The functionof the drainingwateris to drainthe wastewaterinsidethe turbine.
o
12.9.4 The function of three-way cock
a
o a. When the handleis in the normalposition. the watersourceis cut off from the turbine.
(l When the waterwashingvalve is open,the "inspectinterface"of three-waycock should
jet water.
I
I b. When the handleis in the insl,ectposition, the watersourceis cut off from the turbine.
I When the waterwashingvalveis open,the "inspectinterface"of three-waycock should
exhaust.
a
o position, the watersourceis connectedwiththe
c. When the handleis in the water-washing
o turbine.When the waterwashingvalveis open,the waterentersturbine.

a 12.9.5 Produceof the water washing of turbine.

a a. Decreasethe load of the dieselengineso thatthe exhausttemperatureis between200C
a to 300C.
a
b. openthe stopvalve
o
I c. open the drainingvalve.
o
o t2-13
a
o
a
o
I
o
t
o
t OPERATION
OF DIESELENGINE
o
o
o
o
t
I
a
o
a
a
o
o
o
a Voshing
vulve
O
o
-l
o
a rooler
I

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.

o Checking the oil level of the

o turbocharger

a Checkingthe pressureof the

startingand remote control air
o bottlesanddrainingthecondensed
o waterin thebottles.
o Checkingthe condensedwater in
t the air filter and water-air
a separatingfilter.
o Drainingthe condensedwater in
t the supercharging
air inter-cooler.
o Checking the function of remote
I
Checkingthe circuit of the alarm
o
o oilingpositions
Manually required.
o Checking the readings
of all kinds
o of instrumentation
and recording
o them.
o Cleaningthe surfacesof the diesel
o Washingout compressorduring
a operating
o Washing out turbine during
a (HFOengine)
operating
a
a 12-16
a
o
o
a
a
a
o
o OPERATION
OF DIESELENGINE
a
o Operating
Hours
o llem Daily
100 250 500 1000 2500 3000 5000
o Cleanthe lube oil strainer
a Cleaningthe fuel fine filter and
o strainer.
o Fillingthegreasecupwithgrease.
o Checkingthe valveclearance.
o
o Checking the tightness of the
connectingrod bolts.
I
o Checkingthetightness
bearingbolts.
of the main
o
o Checking the tightness of the tie
bolts.
o
a Checking the silence-filterof the
turbocharger.
o
Cleaningthe startingair filter.
a
a Checkingand cleaningthe safety
o valveof each cylinder.
O Check the fuel injectionpressure
and removingcarbondepositlayer
o on the iniector.
a Checking if the valve spring has
o broken
a Checkingif the startingvalve acts
o freely
o Checking if the starting air
o distributoracts freely.

O Checking if the explosion'proof

door acts freely.
o Checkingthe inner surfaceof the
a cylinderlinerby meansof a mirror.
o Refreshing the lube oil of the
o turbocharger
o
o 12-11
a
o
o
a
a
a
a
o OPERATION
OF DIESELENGINE
o
o Operating
Hours
Item Daily
o 100 zcv 500 1000 2500 3000 5000
o Checkingthe evennessof different
cylinders.
a Checkingthe drivinggearsfor the
o camshaft.
o Checkingthedrivinggearsfor
o threepumps.
o Checkingthe foundationboltsfor
o tightness.
I Checkingthe crank-webdeflection
o
o Testing
thefuelinjection
Advanceangle.
a thewaterpumpshaftfor
Checking
o leakage.
a Lappingthe startingvalve
) lf necessary
a Lappingthe inletandexhaust
lf necessary
valves
o
o Refreshinglubeoil of the engine.
a Refreshingthe lubeoil of the
a governor.
I
Checkingthe clearancebetween
o the valvespindleand guide
a Removingthe waterscaledeposit
o in cylinderwaterchamber.
a Replacingall the anti-corrosion
o zinc plates.
a Cleaningthe carbondepositlayer
o on the pistons,and cylinderliners
a and cylinderheads.
o Checkingthe wearingconditionof
a pistonrings.

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 (3) The storehousefor the engineshouldbe dry.The roomtemperatureshouldbe kept in

o the range of 5-30C with the temperaturevariationduringthe clock round being not
exceeding10C.
o
o The storehouseshouldbe completelyisolatedfrom any corrosivegases (suchas smoke,
o acid, seam,ammoniaetc.).

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.

a 13.1 Engine Stop after Startingfor Less than One Turn

o
I No. Causesand featuresof the trouble Remedymeasures
I
o Insufficient airpressure
starting
Checkthepressure of thestartingair
bottleandchargeairto a pressureof
o 1
2.94MPa
o
o Toosmallopeningof the mainstarting
t 2 valve
valvedue to seizureof the valveor Checkthemainstarting
o piston
o Test the startingvalve in cylinder
o Valve stem is seized at the opening headsusingcompressed air to find
o J position or is not fully sealed, the out the failed valve and lap it as
a controlpistonis seized necessary or checkthe valvefor its
o movingfreely
o 4
The pipe betweenthe air distributor Introducedcomoressedair to check
o and cylinderis blockedup if the pipeis all right
o Incorrect of pipesof theair Check if the pipes are arrectly
connection
t distributor connected
o Fasteningbolts of startingcam are
loosened,or positionpin of the cam is
Replacethe pin or tightenup the
a o
broken
bolts
o
o
a
a
o
o 13-1
I
o
I
o
o
I
o
I BLESHOOTING
ANDREMEDIES
o
o 13-2 No firing or uncontinuousfiring even the speed being quite enough, and
a the engine stops as moying the control handlefrom 'Starting' to 'Operation'
I No. Causesandfeatures
of thetrouble Remedymeasures
I
Check if all valvesin the fuel pipeline
a No or insufficient
fuelentersthe fuel have been opened,fill up fuel pipeline
1
t pump and fuel injector pump with fuel oil
o beforestartingthe engine.
Air existedin the fuel systemand/or
I z
fuel injectionpump
Releasingair fromthe fuel system
o Drainofffueloilfromthedailyfueltank,
a 3 Too much water in fuel oil the fuel systemand filter, fill up the
a systemwithcleanfueloil
Veryfewor no fueloil injectedor very
o 4
pressure
lowinlection
Repairthe injector
o of pipes
Checkthe correctconnection
I 5 Fuelcontrolrodcouldnotbe moved of starting accelerator or if the
a Insufficientcompressedpressure:
acceleratorbeingseized
Replacepiston rings: replacecylinder
a (1) Toomuchpistonringwear linersif necessary
t (2) valveleakage Check valve springs and valves, lap
o (3) pistonringsburned valvesif necessary
o Poorfuelmobility
used
whenheavyfueloil
Preheatedthe fuel oil
o
t 13.3 As the control handle being placedon the position, 'stoppage',the engine
I is started immediatelyas the outlet valve of the air bottle ooened
o N o . Causesand batures of the trouble Remedymeasures

o 1 Seizureof the mainstartingvalveor Get rid of seizure

controlvalve
o
a 13.4 As the control handle being placed on the position, 'stoppage', the engine is
I not
N o . Causesand featuresof the trouble Remedymeasures
I
Find out those pumpsstill deliveringfuel
a One or more fuel injectionpumps
oil and push their fuel racks to no fuel
o 1 are still deliveringfuel oil as the
position. lf being seized, loosen the
a handlebeingat 'stop'position
connectorof fuel injectionpipeto stop the
engine, and check the no fuel delivery
a position of the pump and get rid of
I
)
t3-2
o
o
t
o
o
I
o
a ANDREMEDIES
BLESHOOTING
I
o serzure.
a 13.5 No or insufficientlube oil pressure
o
No. Causesand featuresof thetrouble Remedyneasures
I
Insufficient oil pressure of the Check oil level of re-circulatino
oil tank.
I 1
re-circulatinq
oil tank and add lubeoil to it
o 2
Air is suckedintoin thesuctionpipe check the suction pipeline,get rid of
o untightness
a Troublesin the non-returnvalve,or Shut down the engine, wash out the
I blockageof thefilterscreen screenand checkthe non-returnvalve
Seriousleakagein lube oil pipeline Check the pipelineand get rid of the
I 4
leakaoe
I Too much clearane or incorrect
o assemblingof lube oil pump gears,
Overhaulthe lube oil pump
o resultingin abnormalworkingof the
pump
o thepipe
Blockageor ruptureof the pipefor Cleanup or replace
I 6
lubeoil manometer
o 1
Damageof the lubeoil manometer Replaceit
a Blockageof the slide valveof the Cleanupthevalveor replacethe springif
lubeoil pressureregulating
valveor damaged
o I
damaqeof the spring
a q Too muchbearingclearance Checkthe bearingclearance,replacethe
t bearingif necessary
a
I 13.6 Pressuredifferenceof the filter beinghigherthan0.2MPa.
o No. Causesand featuresof the trouble Rernedymeasures
o 1 Blockageof the filterscreen Washout the filter
o
o 13.7 ne s increased(ru
N o . Causesandfeaturesof thetrouble Remedymeasures
a workingof thegovernor Stop the engine immediatelyand check
Abnormal
a 1
the governor
t 2
Seizureof the gear rack of the fuel Stop the engineimmediatelyand get rid
o injectionpump of the seizure

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

a Air existedin thefuelsystem Getridof airin thesystem

t
o Fuel deliverycan not be increased
4 due to low lube oil pressurein Checklubeoil pressurein the govenror
o oovernorservo
a Shoutdownthe engine.Cleanup, repair
t 5 Scuffingof the rylinderbore or replace according to the actual
a condition
Shut sown the enginefor checking.Pay
o 6 Seizureof lhe bearing
attentionto freeflowingof the lubeoil
a
13.1 I Dark smoke of engine exhaust
O
o The light blue smokingin the exhaustgas meansthat the lubricatingoil has enteredthe
cylinder.The white smoke means that the water has entered the cylinder.The black
o smokingrneansthat the diesd..Salis excessiveand not be fullycombusted.The lightgrey
a
o 13-5
a
o
o
o
a
o
o
o BLESHOOTING
A N DR E M E D I E S
o
o is allowed.
o N o . Causesand featuresof the trouble
Remedymeasures
o 1
Highexhausttemperature
and dark Reduceengineload
o smokedueto overloading
Overloadingof individualcylinders, Checkexhausttemperatures,
adjustfuel
o 2
somecylinderswith dark smoke deliveryof eachcylinder
a Sometimes the inlectorwith fuel oil Re-adjust pressure,
the fuelinjection lap
a drops,pooratomization,
lowinjectionthe needlevalve,replacefuel injection
o oressure nozzleif necessary
Much retardof fuel injection,part of Re-adjustthe advancedangle for fuel
o the fuel is burningin exhaustpipe, iniection
o 4
leading to dark smoke in exhaust
t gases
lnsufficientcompressionpressure,Checkthe valve springs.Tightnessof
I 6 valvesor cylinderheadsleakage valves and cylinderhead. Check the
o of pistonrings
wearcondition
o Lube oil leaks to combustion
o chamberas the resultof wornoiston Cleanoutor replace pistonrings
a ringsor insufficient of rings
elasticity
Lube oil splashes onto the liner
o 1 surface and leaks into c,?mbustionStop engine and check oil level of the
a chambersdue to raisedoil levelas a crankcase.Checkthe pumpfor fault
o resultof non-emptyinq
oil sump
Water in combustionchambersor Check if cracks in the cylinder head.
a 8
waterin fueloil Drainoff the fuel contentswater
a Poorfuelquality Change fuel oil or add necessary
I
o equipment
a 10
Too much carbon depositin nozzle
Removecarbondeoosit
rinqsof the turbocharger
o Depositin compressorsilencerof the
o 11
turbocharger
Removedeposit
o 13.12 Oil level increasingin lube oil re-circulatingtank
a iank risesdue mainlyto coolingwater leaksinto lube oil
The oil levelof the re-circulating
o with lightyellowfoam,in comecaseswithoutcolorchangebut somewater bubbleson the
tank wall.Takea cup of lubeoil of 300 gramsand waitfor one hour,then checkif thereany
a waterin bottomof the cup. lf waterfoundin the bottom,checkfor waterleakageand get red
o of it. Refreshall lubeoil.
o N o . Causesand featuresof the trouble Rernedvmeasures
Damage of the lower "O" ring in the Replacethe "O" ring
a 1
cylinderliner
a
O
13-6
o
o
o
I
o
o
a
a BLE SHOOTING
AND REMEDIES
o
o Waterleakageof the lube oil cooler Checkthe coolerand get rid of water
2
o leakage
o 3
Water leakagethroughholes resulted
Replacethe cylinderliner
o from cavitationof the cylinder
I I 3.13 startinq air pi hot as e ne runn
N o . Causesand featuresof the kouble Remedyrneasures
a Air leakagein that startingvalve Shut down lhe engine to check the
o 1 wherethepipegettinghot startingvalveandvalvebody,lap it, and
I checkbycompressed airafterassembled
o Damage of the shim in such a Replacethe shim
2 startingvalvewherethe pipegetting
t hot
a 13.14 oo or too low exhausttemperature
a No. Causesandfuatures of thetrouble Remedymeasures
o Toohighexhausttemperature:
o (1)Toohighengineload
(2) Tooretardof fuelinjection
Reduceengineload
Re-adjustfuel injectiontiming
I 1 (3) Leakage or dripping of injectors Cleanup or replace
a (4)Thermometer fault Replace
o (5)Blockageof the turbocharger or Get rid of the blockage
compressor
I
Toolowexhausttemperature:
o (1)Thermometer fault Replace
a (2)Thermocouple fault Reolace
O (3)insufficient
inserteddepthof the Maintainan inserteddepth of 112 pipe
thermocouple
o z
(4)thermocouple indicator fault
diameteror above
Checkor repair
o (5)no fuelinjectionin sucha cylinder Check fuel delivery of the fuel injection
a where the exhausttemperaturepumpandiorinjector
o beingquitelow
Exhausttemperature of onecylinder Re-adjustfuel deliveryof cylindersto
a being35C higherthan theothers maintain samefueldelivery
o
o
a
o
o
a
a
o 13-7
a
o
o
a
o
o
o
o
o sHoorlNG
ANDREMEDIES
o @'"'E
o 13,15 Too high coolingwatertemperature
o
O Causesandfuatures
of thetrouble
No. Remedvmeasures
o No or insufiicientwaterdeliveryof
o thefreshor seawaterpumps:
o (1)Closureor faultof theseachest Checkthe sea chest
a (2) Btockageof the seawaterfilter Clean out the lilter
(3)Air leakedintothewaterinletpipe Check and maintaintightnessof all pipe
o connectors
o 1 (4)Damageof the impellerof water
o pumps
(5)Poortightness
Check the water pump, re-adjust the
clearanceor replacethe impeller
I Replace "O" rings, rubber bushes or
a (6)Insufficient
circulating
freshwater othersprings
a Add fresh \it/aterinto the exoansionwater
o tank
Gas cellsformedin cylinderheadsor Escapeup leakedair to allowfree flowing
I z
in waterpipelines of water
o 2 Waterthermometer fault Replace
a 4 Heavyengineload Reduceengineload
a Coolingwaterflowsthroughonly part Checkthe coolingwaterpump
of cylinderheadsdue to insufficientor startup the stand-bywaterpump
o water output of the water pump,
a temperatureof the cylinderhead
O beinghigherthanwateroutletpipe
o whentouching. Thisshouldhappen
duringlow speedoperationas the
o water thermometerbeing not in
a effect
o
o 13.16 Too high lube oil temperature
o
a No. Causesandfeatures of thetrouble Remedymeasures
a 1 Heavyengineload Reduceengineload
a z
q
Deoositin the lubeoil cooler
Poorlubeoil quality
Cleanup the cooler
Refreshlubeoil
o
a
O
o 13-8
a
o
o
a
o

:@,
. -::=
BLESHOOTING
ANDREMEDIES

O 13.17 Vibrationand noiseof the turbocharger

o
O Note:The speedof the turbocharger is veryhigh,if any abnormalvibrationand noisyis
found. lt is necessary
to stoptheengineimmediately so asto checkandrepairthem.
a
o of thetrouble
No. Causesandfeatures Remedymeasures
o Vibrationor noisebeingsaboutby Dismantlefor inspection.Replace the
o 1
bentor ruptureof turbineblade(s) damaged blade(s)or remove both the
damagedone and that oppositeit and
o then do dynamicbalance
a Bearing damage or too much Replacethe bearing(s)
z
o bearingclearance
I 2
Shock spring ring of the bearing Replace
broke
a 4 Rotorshaftbent Replace
o 5
Incorrectassemblingof air sealing, Re-assembleand regulation
o creatingfriction
I Blade(s)of turbineor compressor is Re-adjustthe axial positionof lhe rotor
6
collidedagainstitscasing shaft
o
o
o
o
a
o
o
o
a
o
o
o
a
a
o
a
a
o
I
13-9
a
o
o
t
o
o
o
o SPECIALTOOLS
o
o
o CHAPTER14 SPECIALTOOLS
o Ordinarytoolsfor enginedismantlingand assemblingsuch as open-endwrenches,socket
o wrenches,socketscrewwrenches,screwdriversin diffurentsizesetc. shouldbe provided
I by the ctient.
o Necessaryspecialtoolsare suppliedwiththe engineby the manufacturer.
They are:
o Hydraulictensioningtool for cylinderhead bolts,tie boltsetc., togetherwith the hydraulic
o tool for fuel cam regulation.
o Specialspannersand sleeves.
o Tools for pistons,connecting-rod cover, main bearingcover, lower main bearingshells,
o cylinderliner,valves,impellerof the water pump,camshaftgear,fuel injectionpumpsand
injectors.
o
Toolsfor valvelapping,for checkingthe advancedanglefor fuel injection,for enginelifting.
a
o Applicationof thes€ tools is introducedin early of the manual,the followingdiagrams,
namesand relatedstatementsshould provideyou their purposes.
o
takingthemfor service.
The toolsshouldbe wellstoredfor conveniently
o
a
o
a
o
o
o
o
a
o
o
o
o
o
o
a
a
a
o 14-l
o
o
o
o
a
o
o
o SPECIALTOOLS
o
o
a TOOL NO. DESCRIPTION
APLICATION
REMARK
o
a 320.100.70 rorque
spanner
For fitting or removingbearing cap
and connectingrod bolb.
See Fig.1
o
o 320.100.05 Spanner
For fittingor removingconnectingrod
bolts. See Fig.2
o
o 3 2 0 . 1 0 0 . 1 1 Socketspanner
For fitting and removingconnecting
rod bolts. See Fig. 3
o
o 320.1
00.190 Tool
For dismantlinginjectors
SeeFig.4
o For fuel oil pumping of injection
o 320.100.14 Hand level pumps S e e F i g .5

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 320.103A.00 Pump For tensioningdevice SeeFig.22

o pistonpins.
Forfittingor removing
320.100.180 Tool
t SeeFig.23

o 3 2 0 . 1 0 0 . 1 1 0 Liftingtool For liftingthe engine. SeeFig.24

o
o 320100.08 Dismantling
tool
fueldeliveryvalvesof
Fordismantling
pumps
theinjection
SeeFig.25

o
I For checkingfuel injectionadvance
320100.160 Testpipe
o angre. see trg. zb

o For fittingor removinginjectionpump

o 320,100.150 Dismantling
tool springs. SeeFig.27

o
o 32066.00 Tester Fortestinginjectors. SeeFig.28

o 320.100.40 Tool waterpumpimpeller.

Fordismounting See Fig.29
I
Fordismounting gear
camshaft
a 320100.10 Tool SeeFig.30

a
o
o
a 14-3
a
o
I
O
a
o
()

o TOOLS
SPECIAL
o
o
o 320.100,70
I
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o
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a fig. I
a
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o szo.t00.05
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o s20.100.11
I
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o SPECIALTOOLS
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I
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o 320.r00. 14
a
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o SPECIALTOOLS
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o It$. 100.13

I
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a Fig^6

a 320.r00.12
o
a
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o Fig. 1-

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I
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o Fig.8
o
o 14-6
o
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 SPEGIAL
TOOLS

320.IG0,03

Frg-9

3C0.100.09

o
o
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o Fig. 1{i
o
o t4-7
O
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390.100.90

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KenmarkTech
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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.
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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: [email protected]
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