INSTRUCTIONS
Engine Operation and
Maintenance Manual (O&MM)
Document ID
DBAA790827c
Date of issue
12.10.2016
Product type
W6L50DF
Product number
PAAE060420, PAAE060421
© Copyright by Wärtsilä Finland Oy
All rights reserved. No part of this booklet may be reproduced or copied in any form or by
any means (electronic, mechanical, graphic, photocopying, recording, taping or other
information retrieval systems) without the prior written permission of the copyright owner.
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INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS
AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS WITH
COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA,
AND THE DESIGN OF THE SUBJECT-PRODUCTS IS SUBJECT TO REGULAR
IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER
AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT ANY
RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS
BOOKLET OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL
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CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES
OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY
MAKING USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED HEREIN.
Wärtsilä Finland Oy, Services
Services Office Vaasa
Tarhaajantie 2
FI-65380
Vaasa
P.O. Box 252
FI-65101
Finland
Wärtsilä service numbers
24 hours
24hrs Phone +358 10 709 080
Fax +358 10 709 1380
Switchboard +358 10 709 0000
(Office hours 7.30 - 16.30)
E-mail service.solutions@wartsila.com
Homepage www.wartsila.com/services
Table of Contents
Table of Contents
00. Contents, Instructions, Terminology..................................................................................00 -1
00.1. General operation and maintenance instructions...............................................................................00 -1
00.1.1. Explanation of terminology..........................................................................................................00 -2
00A. Risk Reduction..............................................................................................................00A -1
00A.1. General identified hazards, hazardous situations or events..........................................................00A -2
00A.1.1. Hazards that may be due to moving parts..............................................................................00A -2
00A.1.2. Hazards that may be due to incorrect operating conditions....................................................00A -3
00A.1.3. Hazards due to leakage, breakdown or improper component assembly................................00A -3
00A.1.4. Hazards that may be due to electricity or incorrect electrical connections.............................00A -5
00A.1.5. Other hazards.........................................................................................................................00A -5
00B. Welding Precautions.....................................................................................................00B -1
00B.1. Welding safety...............................................................................................................................00B -1
00B.1.1. Welding hazards and precautions..........................................................................................00B -1
00B.2. Protecting equipment when welding..............................................................................................00B -3
00B.2.1. Preventing uncontrolled current loops....................................................................................00B -3
00B.2.2. Prevention of radiation............................................................................................................00B -3
00B.2.3. Prevention of damage due to welding splatter........................................................................00B -4
00B.3. Precaution checklists.....................................................................................................................00B -4
00B.3.1. WECS 7000/8000 checklist....................................................................................................00B -4
01. Main Data, Operating Data and General Design...............................................................01 -1
01.1. Main data for Wärtsilä® 50DF............................................................................................................01 -1
01.2. Recommended operating data...........................................................................................................01 -2
01.3. Reference conditions.........................................................................................................................01 -3
01.4. General engine design.......................................................................................................................01 -3
02. Fuel, Lubricating Oil, Cooling Water..................................................................................02 -1
02.1. Fuel....................................................................................................................................................02 -1
02.1.1. Gas quality...................................................................................................................................02 -1
02.1.2. Pilot fuel quality...........................................................................................................................02 -3
02.2. Lubricating oil.....................................................................................................................................02 -3
02.2.1. System oil characteristics, continuous natural gas operation......................................................02 -3
02.2.2. System oil characteristics, dual fuel operation............................................................................02 -4
02.2.3. Lubricating oil qualities................................................................................................................02 -6
02.2.4. Maintenance and control of the lubricating oil.............................................................................02 -6
02.2.5. Changing the oil...........................................................................................................................02 -9
02.2.6. Lubricating oil for the governor....................................................................................................02 -9
02.2.7. Lubricating oils for turbochargers..............................................................................................02 -10
02.2.8. Lubricating oils for engine turning device..................................................................................02 -11
02.3. Cooling water...................................................................................................................................02 -11
02.3.1. Additives....................................................................................................................................02 -12
02.3.2. Treatment..................................................................................................................................02 -14
02A. Environmental Hazards.................................................................................................02A -1
02A.1. Fuel oils.........................................................................................................................................02A -1
02A.1.1. Safety precautions for fuel oil handling...................................................................................02A -1
Table of Contents - i
Table of Contents
02A.1.2. Personal protection equipment for fuel oils.............................................................................02A -2
02A.1.3. First aid measures for fuel oil accidents.................................................................................02A -2
02A.2. Natural gas....................................................................................................................................02A -3
02A.3. Lubricating oils..............................................................................................................................02A -3
02A.3.1. Safety precautions for handling lubricating oil........................................................................02A -4
02A.3.2. Personal protection equipment for lubricating oils..................................................................02A -4
02A.3.3. First aid measures for lubricating oil accidents.......................................................................02A -5
02A.4. Cooling water additives, nitrite based............................................................................................02A -5
02A.4.1. Safety precautions for handling cooling water additives.........................................................02A -6
02A.4.2. Personal protection equipment for cooling water additives....................................................02A -6
02A.4.3. First aid measures for accidents with cooling water additives................................................02A -6
02A.5. Precautions for handling fly ashes and exhaust gas dust ............................................................02A -7
02A.5.1. Personal protection equipment for fly ashes and exhaust gas dust.......................................02A -7
02A.5.2. First aid measures for fly ash and exhaust gas accidents......................................................02A -8
02A.6. Lead in bearings............................................................................................................................02A -8
02A.7. Fluoride rubber products...............................................................................................................02A -9
02A.7.1. Handling instructions - normal sealing applications................................................................02A -9
02A.7.2. Handling instructions in case of overheated seats and valve blow-by....................................02A -9
02A.7.3. Special conditions...................................................................................................................02A -9
02A.7.4. Personal protection equipment for fluoride rubber products.................................................02A -10
02A.7.5. First aid measures for accidents with fluoride rubber products............................................ 02A -10
02B. Oil requirements & oil quality........................................................................................02B -1
02B.1. Requirements and oil quality ........................................................................................................02B -1
02B.2. Continuous natural gas operation ................................................................................................02B -1
02B.3. Condemning limits for used lubricating oil.....................................................................................02B -2
02B.4. Approved lubricating oil qualities for W 32DF, W 34DF and W 50DF engines.............................02B -3
02B.5. Continuous light fuel oil operation or periodic operation with natural gas and light fuel oil...........02B -4
02B.6. Condemning limits for used lubricating oil.....................................................................................02B -6
02B.7. Approved lubricating oil qualities for W 32DF, W 34DF and W 50DF engines.............................02B -6
02B.8. Allowed running hours for engines lubricated with low ash gas engine oils and using LFO
periodically as a main fuel........................................................................................................................02B -7
02B.9. Continuous heavy fuel oil operation or periodic operation with heavy fuel oil, light fuel oil and
natural gas................................................................................................................................................02B -8
02B.10. Fresh lubricating oil requirements...............................................................................................02B -8
02B.11. Condemning limits for used lubricating oil.................................................................................02B -11
02B.12. Approved lubricating oil qualities for W 32DF, W 34DF and W 50DF engines......................... 02B -12
02B.13. Additional requirements and recommendations........................................................................02B -14
02B.14. Approved lubricating oils for engine turning device...................................................................02B -15
02B.15. Lubricating oils for governor / actuator......................................................................................02B -16
02B.16. Lubricating oils for coupling of pilot fuel pump.......................................................................... 02B -16
02C. Raw water quality.........................................................................................................02C -1
02C.1. Raw water quality and approved cooling water additives.............................................................02C -1
02C.2. Raw water quality..........................................................................................................................02C -1
02C.3. Approved cooling water additives.................................................................................................02C -2
02C.4. Use of glycol.................................................................................................................................02C -5
03. Start, Stop and Operation..................................................................................................03 -1
03.1. Turning of the crankshaft...................................................................................................................03 -1
03.1.1. Maintaining the turning device.....................................................................................................03 -2
03.2. Start....................................................................................................................................................03 -3
03.2.1. Manual start.................................................................................................................................03 -4
03.2.2. Remote- and automatic start.......................................................................................................03 -6
03.3. Starting after a prolonged stop (more than 8 h).................................................................................03 -6
03.4. Starting after overhaul........................................................................................................................03 -7
Table of Contents - ii
Table of Contents
03.5. Stop....................................................................................................................................................03 -7
03.5.1. Manual stop, gas mode...............................................................................................................03 -8
03.5.2. Manual stop, diesel mode............................................................................................................03 -9
03.5.3. Automatic stop.............................................................................................................................03 -9
03.6. Normal operation supervision............................................................................................................03 -9
03.6.1. Supervising the engine, every second day or after every 50 running hours..............................03 -10
03.6.2. Supervising the engine, once a month or after every 500 running hours..................................03 -12
03.6.3. Supervising the engine, in connection with maintenance work.................................................03 -12
03.7. Supervising the operation after overhaul.........................................................................................03 -13
03.8. Running-in........................................................................................................................................03 -13
03.9. Loading............................................................................................................................................03 -15
04. Maintenance Schedule......................................................................................................04 -1
04.1. Daily routine inspections....................................................................................................................04 -2
04.2. Every second day...............................................................................................................................04 -2
04.3. Once a week......................................................................................................................................04 -3
04.4. Every second week............................................................................................................................04 -3
04.5. Interval: 50 operating hours...............................................................................................................04 -3
04.6. Interval: 100 operating hours.............................................................................................................04 -4
04.7. Interval: 500 operating hours.............................................................................................................04 -4
04.8. Interval: 1000 operating hours...........................................................................................................04 -5
04.9. Interval: 2000 operating hours...........................................................................................................04 -6
04.10. Interval: 3000 operating hours.........................................................................................................04 -6
04.11. Interval: 4000 operating hours.........................................................................................................04 -7
04.12. Interval: 6000 operating hours.........................................................................................................04 -8
04.13. Interval: 8000 operating hours.........................................................................................................04 -8
04.14. Interval: 12000 operating hours.......................................................................................................04 -8
04.15. Interval: 12000 operating hours (HFO)............................................................................................04 -9
04.16. Interval: 16000 operating hours.....................................................................................................04 -10
04.17. Interval: 18000 operating hours.....................................................................................................04 -10
04.18. Interval: 18000 operating hours (GAS/LFO)..................................................................................04 -12
04.19. Interval: 24000 operating hours.....................................................................................................04 -13
04.20. Interval: 24000 operating hours (HFO)..........................................................................................04 -14
04.21. Interval: 32000 operating hours.....................................................................................................04 -14
04.22. Interval: 36000 operating hours.....................................................................................................04 -15
04.23. Interval: 36000 operating hours (GAS/LFO)..................................................................................04 -16
04.24. Interval: 48000 operating hours.....................................................................................................04 -17
04.25. Interval: 72000 operating hours.....................................................................................................04 -17
05. Maintenance Tools............................................................................................................05 -1
05.1. Maintenance tools overview...............................................................................................................05 -1
05.1.1. Use of this list..............................................................................................................................05 -1
05.1.2. Ordering of Maintenance tools....................................................................................................05 -1
05.2. Maintenance Tools (Cylinder cover)..................................................................................................05 -2
05.3. Maintenance Tools (Piston)...............................................................................................................05 -7
05.4. Maintenance Tools (Connecting Rod)..............................................................................................05 -10
05.5. Maintenance Tools (Cylinder liner)..................................................................................................05 -15
05.6. Maintenance Tools (Main bearing)...................................................................................................05 -17
05.7. Maintenance Tools (Injection equipment)........................................................................................05 -21
05.8. Maintenance Tools (Camshaft)........................................................................................................05 -24
05.9. Miscellaneous Tools ........................................................................................................................05 -26
05.10. Miscellaneous tools for air cooler...................................................................................................05 -31
05.11. Maintenance Tools (optional tools)................................................................................................05 -32
06. Adjustments, clearances and wear limits...........................................................................06 -1
06.1. Adjustments.......................................................................................................................................06 -1
Table of Contents - iii
Table of Contents
06.2. Clearances and wear limits for W50DF (at 20°C)..............................................................................06 -3
07. Tightening torques and use of hydraulic tools...................................................................07 -1
07.1. Tightening torques for screws and nuts.............................................................................................07 -1
07.1.1. A: Crankshaft and flywheel..........................................................................................................07 -2
07.1.2. B: Governor drive and overspeed trip device..............................................................................07 -3
07.1.3. C: Camshaft.................................................................................................................................07 -5
07.1.4. D: Cylinder head and starting valve.............................................................................................07 -6
07.1.5. E: Piston......................................................................................................................................07 -9
07.1.6. F: Injection pump and injection valve........................................................................................07 -10
07.1.7. G: Turbocharger, wastegate and by-pass valve........................................................................07 -12
07.1.8. H: Engine driven fuel pumps.....................................................................................................07 -14
07.1.9. I: Engine driven water pump......................................................................................................07 -16
07.1.10. J: Free end of crankshaft.........................................................................................................07 -18
07.1.11. K: Exhaust pipe.......................................................................................................................07 -19
07.1.12. General torques.......................................................................................................................07 -19
07.2. Use of locking fluids.........................................................................................................................07 -20
07.3. Hydraulically tightened connections.................................................................................................07 -21
07.3.1. Tightening pressures.................................................................................................................07 -22
07.3.2. Dismantling hydraulically tightened screw connections.............................................................07 -24
07.3.3. Reassembling hydraulically tightened screw connections.........................................................07 -25
07.3.4. Maintenance of high pressure tool set.......................................................................................07 -25
07.4. Use of hydraulic extractor cylinder...................................................................................................07 -26
07.5. Use of low pressure pump for lifting purposes in the crankcase......................................................07 -28
07.6. Torque calculations..........................................................................................................................07 -28
08. Operating Troubles............................................................................................................08 -1
08.1. Trouble shooting................................................................................................................................08 -1
08.2. Emergency operation.........................................................................................................................08 -8
08.2.1. Operation with defective air cooler(s)..........................................................................................08 -8
08.2.2. Operation with defective turbocharger(s)....................................................................................08 -8
08.2.3. Operation with defective cams....................................................................................................08 -9
08.2.4. Operation with removed piston and connecting rod....................................................................08 -9
08.2.5. Torsional vibrations and other vibrations...................................................................................08 -10
09. Specific Installation Data...................................................................................................09 -1
09.1. Marine installations............................................................................................................................09 -1
09.2. Power installations.............................................................................................................................09 -1
10. Engine block with bearings, cylinder and oil sump............................................................10 -1
10.1. Engine block.......................................................................................................................................10 -1
10.2. Main bearings.....................................................................................................................................10 -1
10.2.1. Maintenance of the main bearings..............................................................................................10 -1
10.2.2. Dismantling of the main bearing..................................................................................................10 -2
10.2.3. Inspection of main bearings and journals..................................................................................10 -11
10.2.4. Assembling of the main bearing................................................................................................10 -12
10.3. Flywheel / thrust bearings................................................................................................................10 -18
10.3.1. Maintenance of flywheel / thrust bearings.................................................................................10 -18
10.3.2. Dismantling of flywheel / thrust bearing.....................................................................................10 -19
10.3.3. Assembling the flywheel / thrust bearing...................................................................................10 -25
10.4. Camshaft bearings...........................................................................................................................10 -30
10.4.1. Maintenance of camshaft bearings............................................................................................10 -30
10.4.2. Inspection of the camshaft bearing bushing..............................................................................10 -30
10.4.3. Removing the camshaft bearing bushing..................................................................................10 -32
10.4.4. Mounting of camshaft bearing bushing......................................................................................10 -33
Table of Contents - iv
Table of Contents
10.5. Cylinder liner....................................................................................................................................10 -36
10.5.1. Maintenance of the cylinder liner and antipolishing ring............................................................10 -36
10.5.2. Removing the cylinder liner.......................................................................................................10 -37
10.5.3. Engines alternative tool for cylinder liner removing...................................................................10 -43
10.5.4. Mounting the cylinder liner.........................................................................................................10 -44
10.5.5. Honing of the cylinder liner bore................................................................................................10 -47
10.5.6. Cleaning of the cylinder liner water side....................................................................................10 -47
11. Crank mechanism: Crankshaft, connecting rod, piston.....................................................11 -1
11.1. Crankshaft..........................................................................................................................................11 -1
11.1.1. Vibration damper.........................................................................................................................11 -1
11.1.2. Crankshaft alignment...................................................................................................................11 -2
11.1.3. Measuring the thrust bearing axial clearance..............................................................................11 -4
11.1.4. Oil lock at crankshaft sealing.......................................................................................................11 -5
11.2. Connecting rod and piston.................................................................................................................11 -6
11.2.1. Removing and dismantling the piston and connecting rod..........................................................11 -9
11.2.2. Maintaining the piston rings and gudgeon pin bearing..............................................................11 -18
11.2.3. Assembling and mounting the piston and connecting rod.........................................................11 -19
11.3. Big end bearing................................................................................................................................11 -27
11.3.1. Removing the big end bearing...................................................................................................11 -28
11.3.2. Inspecting the big end bearing.................................................................................................. 11 -32
11.3.3. Mounting the big end bearing....................................................................................................11 -33
12. Cylinder head with valves..................................................................................................12 -1
12.1. Cylinder head.....................................................................................................................................12 -1
12.1.1. Maintenance of the cylinder head................................................................................................12 -1
12.1.2. Removing the cylinder head........................................................................................................12 -2
12.1.3. Mounting the cylinder head screws.............................................................................................12 -6
12.1.4. Mounting the cylinder head.........................................................................................................12 -7
12.1.5. Adjusting valve clearance..........................................................................................................12 -12
12.1.6. Checking the cylinder tightness.................................................................................................12 -13
12.2. Exhaust and inlet valves.................................................................................................................. 12 -16
12.2.1. Dismantling the valves...............................................................................................................12 -17
12.2.2. Checking and reconditioning the valves and the seats............................................................. 12 -18
12.2.3. Machine grinding the valves and the seats............................................................................... 12 -22
12.2.4. Assembling the valves...............................................................................................................12 -24
12.3. Valve seats.......................................................................................................................................12 -25
12.3.1. Maintenance of the valve seats ................................................................................................12 -25
12.3.2. Removing an old seat ring.........................................................................................................12 -26
12.3.3. Fitting a new inlet valve seat ring.............................................................................................. 12 -27
12.3.4. Fitting a new exhaust valve seat ring........................................................................................ 12 -28
12.4. Rotocap............................................................................................................................................12 -32
12.4.1. Maintaining the Rotocap............................................................................................................12 -32
12.5. Starting valve................................................................................................................................... 12 -33
12.6. Injection valve.................................................................................................................................. 12 -33
13. Camshaft driving gear........................................................................................................13 -1
13.1. Intermediate gear and camshaft gear................................................................................................13 -1
13.1.1. Maintenance of the intermediate gear and the camshaft gear ...................................................13 -2
13.1.2. Removing the camshaft gearing..................................................................................................13 -3
13.1.3. Mounting the camshaft gearing.................................................................................................13 -12
13.2. Split gear wheel................................................................................................................................13 -18
13.2.1. Maintenance of the split gear wheel .........................................................................................13 -19
13.2.2. Removing the split gear wheel.................................................................................................. 13 -19
13.2.3. Mounting the split gear wheel....................................................................................................13 -20
13.2.4. Removing only the split gear wheel...........................................................................................13 -21
Table of Contents - v
Table of Contents
14. Valve mechanism and camshaft........................................................................................14 -1
14.1. Valve mechanism...............................................................................................................................14 -1
14.1.1. Maintenance of the valve mechanism.........................................................................................14 -2
14.1.2. Dismantling the valve mechanism...............................................................................................14 -3
14.1.3. Inspecting the valve mechanism.................................................................................................14 -5
14.1.4. Assembling the valve mechanism...............................................................................................14 -6
14.2. Camshaft............................................................................................................................................14 -6
14.2.1. Maintenance of the camshaft......................................................................................................14 -8
14.2.2. Removing the camshaft piece.....................................................................................................14 -9
14.2.3. Mounting the camshaft piece.....................................................................................................14 -11
14.2.4. Vibration damper.......................................................................................................................14 -14
14.2.5. Elastical coupling.......................................................................................................................14 -18
15. Turbocharging and Air Cooling..........................................................................................15 -1
15.1. Turbocharging and air cooling overview............................................................................................15 -1
15.2. Turbocharger......................................................................................................................................15 -2
15.2.1. Turbocharger maintenance.........................................................................................................15 -2
15.3. Water cleaning of turbine during operation........................................................................................15 -3
15.3.1. Cleaning procedure for turbine....................................................................................................15 -5
15.4. Water cleaning of compressor during operation................................................................................15 -6
15.4.1. Cleaning procedure for compressor............................................................................................15 -6
15.4.2. Low load compressor wash.........................................................................................................15 -7
15.5. Allowable operation with damaged turbocharger...............................................................................15 -8
15.6. Charge air cooler................................................................................................................................15 -8
15.6.1. Maintenance of the charge air cooler........................................................................................15 -10
15.6.2. Pressure drop measurement over charge air cooler.................................................................15 -11
15.6.3. Removing the charge air cooler.................................................................................................15 -12
15.6.4. Cleaning cooler inserts..............................................................................................................15 -21
15M. Exhaust Gas Wastegate..............................................................................................15M -1
15M.1. Function of the exhaust gas wastegate........................................................................................15M -2
15M.2. Maintenance of the exhaust gas wastegate.................................................................................15M -3
15M.2.1. Checking the wear of the wastegate system.........................................................................15M -3
15M.2.2. Changing the positioner pilot valve........................................................................................15M -4
15M.3. Adjusting the wastegate positioner..............................................................................................15M -5
15M.4. Calibration of the wastegate I/P converter...................................................................................15M -6
15M.4.1. Calibrating manually with mA calibrator (WECS 8000).........................................................15M -7
16. Injection system.................................................................................................................16 -1
16.1. Overview of injection system..............................................................................................................16 -1
16.2. Fuel injection pump............................................................................................................................16 -2
16.2.1. Maintenance of fuel injection pump.............................................................................................16 -2
16.2.2. Removing of fuel injection pump.................................................................................................16 -3
16.2.3. Mounting of fuel injection pump...................................................................................................16 -4
16.2.4. Dismantling of fuel injection pump...............................................................................................16 -5
16.2.5. Assembling of fuel injection pump.............................................................................................16 -10
16.2.6. Checking the fuel injection pump adjustment............................................................................16 -13
16.2.7. Adjusting fuel injection pump.....................................................................................................16 -15
16.3. Injection line.....................................................................................................................................16 -18
16.3.1. Main and Pilot fuel injection pipes.............................................................................................16 -18
16.4. Pilot fuel pump unit...........................................................................................................................16 -19
16.4.1. Maintenance of pilot fuel pump..................................................................................................16 -21
16.5. Injection valve..................................................................................................................................16 -26
16.5.1. Maintenance of fuel injection valve............................................................................................16 -26
Table of Contents - vi
Table of Contents
16.5.2. Removing of injection valve.......................................................................................................16 -28
16.5.3. Mounting of injection valve........................................................................................................16 -31
16.5.4. Testing of injection valve...........................................................................................................16 -31
17. Fuel System.......................................................................................................................17 -1
17.1. Overview of the gas system...............................................................................................................17 -1
17.2. Maintenance of the gas system.........................................................................................................17 -2
17.3. Gas pipes...........................................................................................................................................17 -2
17.3.1. Testing the gas system for leaks.................................................................................................17 -3
17.4. Main gas admission valve..................................................................................................................17 -4
17.4.1. Removing the gas admission valve.............................................................................................17 -5
17.4.2. Changing the main gas valve filter insert.....................................................................................17 -6
17.4.3. Overhauling the gas admission valve..........................................................................................17 -6
17.4.4. Testing the main gas valve coil integrity......................................................................................17 -8
17.4.5. Mounting the gas admission valve (GAV)...................................................................................17 -8
17.5. Gas filter.............................................................................................................................................17 -9
17.6. Overview of the liquid fuel system....................................................................................................17 -10
17.7. Maintenance of the liquid fuel system..............................................................................................17 -13
17.7.1. Draining the fuel system............................................................................................................17 -13
17.7.2. Venting......................................................................................................................................17 -13
17.7.3. Adjusting the fuel system...........................................................................................................17 -14
17.8. Pilot fuel pump.................................................................................................................................17 -15
17.9. Pilot fuel filter....................................................................................................................................17 -15
17E. Pilot fuel filter................................................................................................................17E -1
17E.1. Changing the filter cartridges........................................................................................................17E -2
17E.2. Venting..........................................................................................................................................17E -4
18. Lubricating oil system........................................................................................................18 -1
18.1. The engine lubricating oil circuit.........................................................................................................18 -2
18.1.1. Lubrication of special points........................................................................................................18 -4
18.2. Splash guards for lubricating oil pipes...............................................................................................18 -8
18.3. General maintenance of lubricating oil system................................................................................18 -12
18.4. Lubricating oil pressure regulating valve..........................................................................................18 -12
18.4.1. Maintaining the pressure regulating valve.................................................................................18 -15
18.5. Lubricating oil safety valve...............................................................................................................18 -15
18.6. Centrifugal filter................................................................................................................................18 -15
18.6.1. Cleaning the centrifugal filter.....................................................................................................18 -17
18.7. Running-in filter................................................................................................................................18 -18
18.8. Engine driven lubricating oil pump...................................................................................................18 -19
18.8.1. Maintenance of the lubricating oil pump....................................................................................18 -19
18G. Lubricating oil pump.....................................................................................................18G -1
18G.1. Removing the pump from the engine...........................................................................................18G -1
18G.1.1. Removing the pump from V-engines, turbochargers situated in the free end........................18G -2
18G.1.2. Removing the driving gear.....................................................................................................18G -3
18G.2. Dismantling the lubricating oil pump.............................................................................................18G -3
18G.3. Inspecting the lubricating oil pump...............................................................................................18G -5
18G.4. Assembling the lubricating oil pump.............................................................................................18G -5
18G.4.1. Assembling the driving gear...................................................................................................18G -6
18G.5. Mounting the pump to the engine.................................................................................................18G -6
18G.6. Pressure control valve..................................................................................................................18G -6
19. Cooling water system........................................................................................................19 -1
19.1. HT and LT circuit................................................................................................................................19 -3
Table of Contents - vii
Table of Contents
19.2. Venting and pressure control.............................................................................................................19 -4
19.3. Preheating..........................................................................................................................................19 -5
19.4. Maintenance of the Cooling water system.........................................................................................19 -5
19.5. Cleaning the Cooling water system....................................................................................................19 -5
19A. Water pump..................................................................................................................19A -1
19A.1. Water pump maintenance.............................................................................................................19A -1
19A.1.1. Before disassembling the water pump....................................................................................19A -1
19A.1.2. Disassembling and assembling of impeller.............................................................................19A -2
19A.1.3. Disassembling and assembling of the shaft seal....................................................................19A -2
19A.1.4. Disassembling and assembling of bearings...........................................................................19A -3
19A.1.5. After assembling the water pump...........................................................................................19A -6
20. Exhaust system.................................................................................................................20 -1
20.1. Maintenance of the exhaust system...................................................................................................20 -3
20.1.1. Exhaust system insulation...........................................................................................................20 -3
20.1.2. Changing the expansion bellows.................................................................................................20 -4
20.1.3. Assembling the expansion bellows between turbocharger and exhaust pipe.............................20 -4
20.1.4. Suspension of the insulation box.................................................................................................20 -6
21. Starting air system.............................................................................................................21 -1
21.1. Starting air system overview..............................................................................................................21 -1
21.1.1. Main starting air valve and slow turning valve in one unit...........................................................21 -1
21.2. Main starting valve.............................................................................................................................21 -3
21.2.1. Main starting valve and slow turning valve in one unit................................................................21 -3
21.3. Starting air distributor.........................................................................................................................21 -4
21.3.1. Maintaining the starting air distributor..........................................................................................21 -5
21.4. Starting valve.....................................................................................................................................21 -6
21.4.1. Removing the starting valve........................................................................................................21 -7
21.4.2. Maintaining the starting valve .....................................................................................................21 -7
21.5. Starting air vessel and pipings...........................................................................................................21 -8
21.5.1. Maintaining the starting air vessel and pipings............................................................................21 -8
21.6. Pneumatic system..............................................................................................................................21 -9
21.6.1. Instrumentation of the starting air system..................................................................................21 -10
21.6.2. Maintenance of the pneumatic system......................................................................................21 -11
21.7. Waste gate control...........................................................................................................................21 -13
22. Control Mechanism............................................................................................................22 -1
22.1. Maintenance of the control mechanism.............................................................................................22 -5
22.2. Check and adjustment.......................................................................................................................22 -9
22.2.1. Stop lever stop position...............................................................................................................22 -9
22.2.2. Actuator stop position................................................................................................................22 -10
22.2.3. Mechanical overspeed trip device.............................................................................................22 -10
22.2.4. Electro-pneumatic overspeed trip device..................................................................................22 -12
22.2.5. Indicator of fuel rack position.....................................................................................................22 -13
22.2.6. Fuel rack settings on fuel pumps...............................................................................................22 -14
22.3. Speed governor................................................................................................................................22 -15
22.3.1. Hydraulic governor drive............................................................................................................22 -17
22.3.2. Removal of governor.................................................................................................................22 -18
22.3.3. Mounting of governor.................................................................................................................22 -19
22.3.4. Electrical governor/actuator.......................................................................................................22 -20
22.4. Mechanical overspeed trip device....................................................................................................22 -20
22.4.1. Cocking the overspeed trip device............................................................................................22 -21
22.4.2. Check of tripping speed.............................................................................................................22 -23
22.4.3. Adjustment of tripping speed.....................................................................................................22 -25
Table of Contents - viii
Table of Contents
22.4.4. Maintenance..............................................................................................................................22 -25
22.5. Electro-pneumatic overspeed trip device.........................................................................................22 -26
22.5.1. Check and adjustment of stop position......................................................................................22 -27
22.5.2. Check of tripping speed.............................................................................................................22 -27
22.5.3. Adjustment of tripping speed.....................................................................................................22 -28
22.5.4. Maintenance..............................................................................................................................22 -28
23. Instrumentation and Automation........................................................................................23 -1
23.1. System configuration..........................................................................................................................23 -1
23.1.1. Main parts in the WECS 8000.....................................................................................................23 -4
23.2. System architecture and instrumentation.........................................................................................23 -10
23.2.1. Local control panel (A2).............................................................................................................23 -11
23.2.2. Relay module (RM-11)..............................................................................................................23 -20
23.2.3. Power distribution & filtration.....................................................................................................23 -21
23.2.4. Other parts of WECS 8000........................................................................................................23 -24
23.3. Installation controls..........................................................................................................................23 -25
23.3.1. Electric pre-lubricating pump.....................................................................................................23 -25
23.3.2. Preheating of cooling water.......................................................................................................23 -25
23.3.3. Fuel feed pump..........................................................................................................................23 -25
23.4. Speed measurement........................................................................................................................23 -26
23.4.1. Engine speed measurement......................................................................................................23 -26
23.4.2. Turbocharger speed measurement...........................................................................................23 -30
23.5. In/out signals....................................................................................................................................23 -31
23.5.1. Binary inputs..............................................................................................................................23 -31
23.5.2. Binary outputs............................................................................................................................23 -34
23.5.3. Analogue inputs.........................................................................................................................23 -36
23.5.4. Analogue outputs.......................................................................................................................23 -37
23.6. Safety system...................................................................................................................................23 -37
23.6.1. Alarm.........................................................................................................................................23 -38
23.6.2. Start blocking.............................................................................................................................23 -39
23.6.3. Stop...........................................................................................................................................23 -40
23.6.4. Shutdown...................................................................................................................................23 -40
23.6.5. Emergency stop.........................................................................................................................23 -40
23.6.6. Load reduction request..............................................................................................................23 -41
23.6.7. Gas trip......................................................................................................................................23 -41
23.6.8. Pilot trip......................................................................................................................................23 -42
23.7. Engine modes..................................................................................................................................23 -42
23.7.1. Emergency stop mode...............................................................................................................23 -44
23.7.2. Shutdown mode.........................................................................................................................23 -48
23.7.3. Run mode..................................................................................................................................23 -50
23.7.4. Start mode.................................................................................................................................23 -53
23.7.5. Stop mode.................................................................................................................................23 -63
23.8. Engine control processes during operation......................................................................................23 -68
23.8.1. Internal governor.......................................................................................................................23 -69
23.8.2. Gas feed system........................................................................................................................23 -71
23.8.3. Gas pressure control.................................................................................................................23 -72
23.8.4. Gas admission...........................................................................................................................23 -73
23.8.5. Diesel actuator...........................................................................................................................23 -74
23.8.6. Pilot system...............................................................................................................................23 -74
23.8.7. Pilot injection.............................................................................................................................23 -75
23.8.8. Pilot pressure control.................................................................................................................23 -75
23.8.9. Air/fuel ratio...............................................................................................................................23 -76
23.8.10. Cylinder balancing...................................................................................................................23 -77
23.9. Maintenance of the automation system...........................................................................................23 -78
23.9.1. Maintenance of electrical contacts............................................................................................23 -78
23.9.2. Maintenance of the Weiland connectors...................................................................................23 -80
Table of Contents - ix
Table of Contents
23.9.3. Maintenance of the DIN72585 connector..................................................................................23 -80
23.9.4. Replacing of the MCM (or CCM) module.................................................................................. 23 -81
Table of Contents - x
Contents, Instructions, Terminology
00. Contents, Instructions, Terminology
V6
This Manual contains maintenance data, and instructions for correct
and economical operation of the engine. It also contains instruction
about personal protection, first aid and handling of fuel, lubricating
oils, cooling water additives during normal operation and mainte‐
nance work.
Basic general knowledge about engine operation and maintenance
has not been entered. Consequently, it is assumed that the staff is
well informed of the care of diesel or gas engines.
Wärtsilä reserves for itself the right to minor alterations and improve‐
ments owing to engine development without being obliged to enter
the corresponding changes in this Manual.
The diesel or gas engines are equipped as agreed upon in the sales
documents. No claim can be made on the basis of this Manual as here
are described also components not included in every delivery.
The system diagram plans (fuel, oil, cooling, etc.) are just indicative
and thus do not cover all installations. See installation specific system
drawings for more details.
Exact engine build-up in all details is defined by the engine number
which is located on the engine name plate.
Note!
In all correspondence or when ordering spare parts, be careful to state
engine type and engine number.
This Manual is supplemented by the Spare Parts Catalogue including
sectional drawings or exterior views of all components (partial as‐
semblies).
00.1.
General operation and maintenance
instructions
V2
● Read this manual carefully before starting to operate or maintain
the engine.
● Keep an engine log book for every engine.
● Observe utmost cleanliness and order in all maintenance work.
00 - 1
Contents, Instructions, Terminology
● Before dismantling, check that all concerned systems are drained
and the pressure is released. After dismantling, immediately cover
holes for lubricating oil, fuel oil, and air with tape, plugs, clean cloth
or similar material.
● When replacing a worn-out or damaged part with a new one, check
for markings on the old part, for instance, identification marking,
cylinder or bearing number, and mark the new part with the same
data at the same location. Enter every exchange in the engine log
along with the reason for the exchange clearly stated.
● In marine applications, all changes which may influence the NOx
emission of the engine, for instance, change of components and
engine settings, must be recorded in the "Record Book of Engine
Parameters" according to "Annex VI to MARPOL 73/78".
● After assembly, check that all screws and nuts are tightened and
locked according to the instructions in this manual. Check that all
shields and covers are fully functional, in their places and closed.
Note!
Preventive maintenance is important when it comes to fire protection.
Inspect fuel lines, lubricating oil lines and connections regularly.
00.1.1. Explanation of terminology
V13
The most important terms used in this manual are defined as follows,
see Figure: Terminology.
Operating side and rear side: Details located at the operating side
may be marked with "M" (operating side) and correspondingly "B" for
the back of the engine (B-bank on a V-engine).
Operating side: The longitudinal side of the engine where the instru‐
ment panel (Local Display Unit) or operating devices (start and stop,
local panel, speed governor) are located .
Rear side: The longitudinal side of the engine opposite the manoeu‐
vering side.
Driving end: The end of the engine where the flywheel is located.
Free end: The end opposite the driving end.
Designation of cylinders: According to ISO 1204 and DIN 6265, the
designation of cylinders begins at the driving end. In a V-engine the
cylinders in the left bank, seen from the driving end, are termed A1,
A2 etc. and in the right bank B1, B2 etc., see Figure: Terminology.
00 - 2
Contents, Instructions, Terminology
Terminology
Free end
6
A6
5
Free end
4
3
A bank
2
A5
B6
1
A4
B5
A3
Rear side
Operating
side
B bank
B4
A2
B3
A1
B2
B1
Operating
side
Rear
side
Driving end
Driving end
Clockwise rotation
Counter-clockwise rotation
Fig 00-1
V2
Designation of bearings:
● Main bearings: The shield bearing (nearest the flywheel) is No. 0,
the first standard main bearing is No. 1, the second No. 2 etc., see
Figure: Designation of bearings.
● Thrust bearing: The thrust bearing rails are located at the shield
bearing. The outer rails close to the flywheel are marked with 00
and the inner rails with 0.
● Camshaft bearings: The camshaft bearings are designated as the
main bearings, the thrust bearing bushes being designated 00
(outer) and 0.
● Camshaft gear bearings: The bearing bushes are designated 00
(outer) and 0.
● Upper and lower bearings shells: In bearings where both the shells
are identical, the upper one is marked with "UP".
00 - 3
Contents, Instructions, Terminology
Designation of bearings
0
5
4
3
2
00
1
0
00
0
0
00
00
5
Fig 00-2
4
3
2
1
0
0
V1
Clockwise rotating engine: When looking at the engine from the driv‐
ing end, the crankshaft rotates clockwise.
Counter-clockwise rotating engine: When looking at the engine from
the driving end, the crankshaft rotates counter-clockwise.
Bottom dead centre: Abbreviated BDC, is the bottom turning point of
the piston in the cylinder.
Top dead centre: Abbreviated TDC, is the top turning point of the pis‐
ton in the cylinder. TDC for every cylinder is marked on the graduation
of the flywheel. During a complete working cycle, comprising in a fourstroke engine two crankshaft rotations, the piston reaches TDC twice:
a) For the first time when the exhaust stroke of the previous working
cycle ends and the suction stroke of the following one begins. Exhaust
valves as well as inlet valves are slightly open and scavenging takes
place. If the crankshaft is turned to and fro near this TDC, both ex‐
haust and inlet valves move, a fact that indicates that the crankshaft
is near the position which can be named TDC at scavenging.
b) The second time is after the compression stroke and before the
working stroke. Slightly before this TDC the fuel injection takes place
(on an engine in operation) and this TDC can therefore be defined
TDC at firing. At this point all valves are closed and do not move if the
crankshaft is turned.
When watching the camshaft and the injection pump it is possible to
note that the pump tappet roller is on the lifting side of the fuel cam.
00 - 4
Contents, Instructions, Terminology
00.1.1.1. Designation of valves
V1
Designation of inlet and exhaust gas valves in cylinder head
A
D
B
C
Fig 00-3
V1
A and B.Inlet valves, C and D. Exhaust valves.
00.1.1.2. Markings on the flywheel
V12
The flywheel is provided with a 360° scale, starting from TDC at fir‐
ing for cylinder 1. TDC at firing for every cylinder is marked on the
flywheel. There is a common marking for the cylinders in engines with
even cylinder numbers, one cylinder is at TDC at firing and the other
is at TDC at scavenging. See also firing order in chapter 01.
Firing intervals of an in-line engine (in degrees of crank angle) can be
determined by dividing 720° with the number of cylinders.
There are separate scales for A- and B-bank in a V-engine. In V-en‐
gines the scale starts from TDC at firing for cylinder A1. TDC at firing
for cylinder B1 is consequently at 45°. Firing intervals in a bank of a
V-engine can be determined by dividing 720 ° with the number of cyl‐
inders of the bank.
00 - 5
Contents, Instructions, Terminology
140
90
130
80
a
Cyl A2 TDC
120 CYL A2, 5 TDC
70
110
60
10°
5 4 3 2 1 0 1 2 3 4 5
Markings on the flywheel
a. Clockwise rotating engine.
Fig 00-4
V1
Example:In this example of a clockwise rotating V engine, the fuel
timing is read to 10° for cylinder A2 when the flywheel is in position
shown in the figure above.
00 - 6
Risk Reduction
00A. Risk Reduction
V5
Read the engine manual before installing, operating or servicing the
engine and/or related equipment.
Failure to follow the instructions can cause personal injury, loss of life
and/or property damage.
Proper personal safety equipment, For example gloves, hard hat,
safety glasses and ear protection must be used in all circumstances.
Missing, unsuitable or defective safety equipment might cause seri‐
ous personal injury or loss of life.
The table below lists general identified hazards, hazardous situations
or events, which are to be noticed during normal operation and main‐
tenance work.
Identified hazard, hazardous
situation or event
3
Chapter of engine manual
4
8
10
11
12
13 14
Dropping parts during main‐
tenance work
x
x
x
x
x
x
Turning device engaged dur‐ x
ing maintenance work and
operated unintentionally1)
x
x
x
x
x
x
Crankcase safety explosion x
valves will open if crankcase
explosion
Noise level
16
x
x
17 18
x
x
x
x
x
x
x
Running engine without cov‐ x
ers
x
x
x
x
x
x
In case of major failure, risk
of ejected parts
x
x
x
x
x
x
x
x
x
x
x
x
x
x
Electrical hazard if grounding x
of electrical equipment is in‐
correct
x
x
x
x
Ejection of components / high x
pressure gas due to high fir‐
ing pressures
x
x
22
23
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
Overspeed or explosion due
to air-gas mixture in the
charge air 2)
21
x
Contact with electricity during
maintenance work if power
not disconnected
x
20
x
x
Risk of ejected parts due to
break down of turbocharger
19
x
x
x
15
x
x
x
x
x
x
x
x
x
00A - 1
Risk Reduction
Identified hazard, hazardous
situation or event
3
Chapter of engine manual
4
Ejection of fuel injector if not
fastened and crankshaft is
turned
Engine rotating due to en‐
gaged gear box or closed
generator breaker during
overhaul
10
11
x
x
x
Fire or explosion due to leak‐ x
age in fuel / gas line or lube
oil system
x
Inhalation of exhaust gases
due to leakage 3)
8
12
13 14
x
x
x
x
x
16
x
x
x
x
19
20
21
22
23
x
x
x
x
x
x
x
x
17 18
x
x
Inhalation of exhaust gas
dust
15
x
x
x
x
x
x
x
x
Explosion or fire if flammable x
gas/vapour is leaking into the
insulation box 4)
x
Touching of moving parts
x
x
x
x
x
x
x
x
x
x
High pressure hoses, risk of
oil spray
x
x
x
x
x
x
x
x
x
x
x
x
x
x
1)
Warning light when turning device engaged.
2)
Suction air to be taken from gas free space.
3)
Requires proper ventilation of engine room/plant.
4) Requires proper ventilation and/or gas detector in the engine room/
plant.
00A.1.
General identified hazards, hazardous
situations or events
00A.1.1. Hazards that may be due to moving parts
V3
● Running engine without covers, coming in contact with moving
parts.
● Touching pump parts during unintentional start of el. driven pump
motor.
● Charger starts to rotate due to draft if not locked during
maintenance.
00A - 2
Risk Reduction
● Somebody sticks their hand into the compressor housing when
the silencer is removed and engine running.
● Unexpected movement of valve or fuel rack(s) due to a broken
wire or a software/hardware failure in the control system.
● Unexpected movement of components.
● Turning device engaged during maintenance work.
● Turning device not engaged, e.g. If a turning device is removed
for overhaul, this could cause the crankshaft to rotate during
maintenance work.
● Mechanical breakage (e.g. of speed sensor) due to incorrect
assembly of the actuator to the engine or faulty electrical
connections.
00A.1.2. Hazards that may be due to incorrect
operating conditions
V8
● Overspeed or explosion due to air-gas mixture in the charge air,
● Overspeeding due to air-oil mist mixture in the charge air,
● Malfunction of crankcase ventilation,
● Oil mist detector will trip if water is present in lubricating oil,
● Crankcase explosion if oil mist is mixed with "fresh" air during
inspection after an oil mist shut down,
● Crankcase safety explosion valves will open if there is a crankcase
explosion.
00A.1.3. Hazards due to leakage, breakdown or
improper component assembly
V4
● A fuel or gas pipe bursting and spraying fuel or gas
● A control oil pipe bursting and spraying oil (Common Rail)
● VIC housing bursting and spraying oil (If variable inlet close valve
used)
● Leakage of:
- fuel in joints on the low and/or high pressure side and
components
-
lube oil
-
high pressure water on DWI engines
-
HT water
00A - 3
Risk Reduction
-
charge air
-
exhaust gas
-
pressurised air from air container, main manifold or pipes
-
high pressure gas and sealing oil on GD engines
● Fire or explosion due to leakage from a fuel line
● Fire due to oil or fuel/gas leakage
● Explosion or fire if flammable gas/vapour (crude oil) is leaking into
the insulation box
● Inhalation of exhaust gases or fuel gases due to leakage
● Failure of pneumatic stop
● Ejected components due to:
- breakdown of hydraulic tool
-
breakdown of hydraulic bolt
-
breakdown of turbocharger
-
high firing pressures
-
major failure
● Ejection of:
- pressurised liquids and gases from the block and pipings
-
high pressure fluid due to breakdown of hydraulic tool
-
gas due to high firing pressures
-
pressurised gases from high pressure gas system
-
high pressure fluid due to breakdown of HP sealing oil pipe
-
high pressure air during maintenance of oil mist detector main
air supply piping
-
cooling water or fuel/lube oil if sensor is loosened while the
circuit is pressurised
-
leaks during maintenance work
● Oil spray if running without covers
● Ejection of fuel injector if not fastened and:
- turning device engaged and turned
-
00A - 4
engine turning due to closed generator breaker/coupling.
Risk Reduction
00A.1.4. Hazards that may be due to electricity or
incorrect electrical connections
V3
● Fire or sparks due to damage or a short circuit in electrical
equipment.
● Contact with electricity during maintenance work if power not
disconnected.
● Electrical hazard if grounding of electrical equipment is incorrect.
● Electrical shocks if electrical cables or connectors are damaged
or if electrical equipment is dismantled with the power connected.
● Overheating of a control system component due to incorrect
electrical connections.
● Incorrectly wired or disconnected emergency stop switch.
● Overload of control system components due to damaged control
circuitry or incorrect voltage.
● Engine not controllable due to a failure in the shutdown circuitry.
● Unexpected start-up or overrun.
● Crankcase explosion if:
- engine not safeguarded at high oil mist levels, due to energy
supply failure
-
engine not (fully) safeguarded at high oil mist levels, due to
failure in oil mist detector circuitry
-
engine not (fully) safeguarded at high oil mist levels, due to an
incorrect electrical connector or leakage in pipe connection.
00A.1.5. Other hazards
V7
Injury may be caused by:
● Slipping, tripping or falling
● Water additives and treatment products
● Touching the insulation box, turbo-charger, pipes exhaust
manifold or (other) unprotected parts without protection during
engine operation
● Dropping parts during maintenance work
● Starting maintenance work too early, i.e. causing risk when
handling hot components
● Neglecting use of cranes and/or lifting tools
● Not using proper tools during e.g. maintenance work
00A - 5
Risk Reduction
● Burns if not correct protecting outfits are used in contact with hot
parts
● Contact with fuel, lubrication oil or oily parts during maintenance
work
● Exposure to high noise levels
● Touching or removing turbocharger insulation
● Preloaded fixation springs during check/replacement of sensor.
00A - 6
Welding Precautions
00B. Welding Precautions
00B.1.
Welding safety
V3
Before starting welding, it is important that the welder has read the
welding safety instructions and has been instructed in the safe use of
the equipment by a qualified teacher or welder.
00B.1.1. Welding hazards and precautions
V5
General work area hazards and precautions
● Keep cables, materials and tools neatly organised.
● Connect the work cable as close as possible to the area where
welding is being performed. Do not allow parallel circuits through
scaffold cables, hoist chains, or ground leads.
● Use only double insulated or properly grounded equipment.
● Always disconnect power from equipment before servicing.
● Never touch gas cylinders with the electrode.
● Keep gas cylinders upright and chained to support.
Precautions against electrical shock
Warning!
Electrical shock can kill.
● Wear dry, hole-free gloves. (Change when necessary to keep dry.)
● Do not touch electrically “hot” parts or electrode with bare skin or
wet clothing.
● Insulate the welder from the work piece and ground using dry
insulation, for example, rubber mat or dry wood.
● If in a wet area the welder cannot be insulated from the work piece
with dry insulation, use a semi-automatic, constant-voltage welder
or stick welder with a voltage reducing device.
● Keep electrode holder and cable insulation in good condition. Do
not use if insulation is damaged or missing.
00B - 1
Welding Precautions
Precautions against fumes and gases
Warning!
Fumes and gases can be dangerous.
● Use ventilation or exhaust fans to keep the air breathing zone clear
and comfortable.
● Wear a helmet and position the head so as to minimize the amount
of fumes in the breathing zone.
● Read warnings on electrode container and material safety data
sheet (MSDS) for the electrode.
● Provide additional ventilation or exhaust fans where special
ventilation is required.
● Use special care when welding in a confined area.
● Do not weld with inadequate ventilation.
Precautions against welding sparks
Warning!
Welding sparks can cause fire or explosion.
● Do not weld on containers which have held combustible materials.
Check the containers before welding.
● Remove flammable material from welding area or shield them
from sparks and heat.
● Keep a fire watch in area during and after welding.
● Keep a fire extinguisher in the welding area.
● Wear fire retardant clothing and hat. Use earplugs when welding
overhead.
Precautions against arc rays
Warning!
Arc rays can burn eyes and skin.
● Select a filter lens which is comfortable for you while welding.
● Always use helmet when welding.
● Provide non-flammable shielding to protect others.
● Wear clothing which protects skin while welding.
00B - 2
Welding Precautions
Precautions when welding in confined spaces
● Ensure that the ventilation is adequate, especially if the electrode
requires special ventilation or if welding causes the formation of
gas that may displace oxygen.
● If the welder cannot be insulated from the welded piece and the
electrode, use semi-automatic constant-voltage equipment with a
cold electrode or a stick welder with voltage reducing device.
● Provide the welder with a helper and plan a method for retrieving
the welder from the enclosure in case of an emergency.
00B.2.
Protecting equipment when welding
V4
The main principles for protecting equipment when welding are:
● Preventing uncontrolled current loops
● Preventing radiation
● Preventing the spread of welding splatter
● Switching off or disconnecting all nearby electrical equipment
when possible.
00B.2.1. Preventing uncontrolled current loops
V4
Always check the welding current path. There should be a direct route
from the welding point back to the return connection of the welding
apparatus.
The main current always flows along the path of least resistance. In
certain cases the return current can therefore go via grounding wires
and electronics in the control system. To avoid this, the distance be‐
tween the welding point and the return connection clamp of the weld‐
ing apparatus should always be the shortest possible. It must not in‐
clude electronic components.
Pay attention to the connectivity of the return connection clamp. A bad
contact might cause sparks and radiation.
00B.2.2. Prevention of radiation
V3
The welding current and the arc is emitting a wide spectrum of elec‐
tromagnetic radiation. This might damage sensitive electronic equip‐
ment.
00B - 3
Welding Precautions
To avoid such damages all cabinets and terminal boxes must be kept
closed during welding. Sensitive equipment can also be protected by
means of shielding with a grounded (earthed) conductive plate.
Also, avoid having the cables of the welding apparatus running in
parallel with wires and cables in the control system. The high welding
current can easily induce secondary currents in other conductive ma‐
terials.
00B.2.3. Prevention of damage due to welding
splatter
V4
Welding splatter is commonly flying from the welding arc. Few mate‐
rials withstand the heat from this splatter. Therefore all cabinets and
terminal boxes should be kept closed during the welding. Sensors,
actuators, cables and other equipment on the engine must be prop‐
erly protected.
Welding splatter can also be a problem after it has cooled down; e.g.
short-circuits, leaks.
00B.3.
Precaution checklists
00B.3.1. WECS 7000/8000 checklist
V3
The following precautions must be paid attention to before welding in
the vicinity of a WECS 7000 or 8000 control system:
● Deactivate the system by disconnecting all external connectors
(X1...X6).
● If the welding point is close to (approximately within a radius of 2
m) an electronic module, disconnect all connectors to the module.
● If an electronic module is connected through a CIB (Connection
Interface Box) then open the CIB cover, disconnect all connectors
to the module and close cover again.
● Close the covers of the cabinet
● If engine is equipped with harness: disconnect the harnesses and
the cabinet.
● If convenient, protect harnesses, cables, sensors and other
equipment from welding splatter with a proper metal sheet.
00B - 4
Main Data, Operating Data and General Design
01. Main Data, Operating Data and General
Design
01.1.
Main data for Wärtsilä® 50DF
V1
Cylinder bore ....................................................................... 500 mm
Stroke .................................................................................. 580 mm
Piston displacement per cylinder ........................................... 113.9 l
Firing order
Engine type
Clockwise rotation
Counter-clockwise rotation
6L50
1-5-3-6-2-4
1-4-2-6-3-5
8L50
I: 1-3-2-5-8-6-7-4
I: 1-4-7-6-8-5-2-3
II: 1-6-2-4-8-3-7-5
II: 1-5-7-3-8-4-2-6
I: 1-2-4-6-8-9-7-5-3
I: 1-3-5-7-9-8-6-4-2
II: 1-7-4-2-8-6-3-9-5
II: 1-5-9-3-6-8-2-4-7
A1-B1-A5-B5-A3-B3-
A1-B4-A4-B2-A2-B6-
A6-B6-A2-B2-A4-B4
A6-B3-A3-B5-A5-B1
A1-B1-A3-B3-A2-B2-A5-B5-
A1-B4-A4-B7-A7-B6-A6-B8-
A8-B8-A6-B6-A7-B7-A4-B4
A8-B5-A5-B2-A2-B3-A3-B1
A1-B8-A7-B6-A4-B3-A2-B9-A8-
A1-B2-A5-B4-A9-B7-A3-B1-A6-
B5-A6-B1-A3-B7-A9-B4-A5-B2
B5-A8-B9-A2-B3-A4-B6-A7-B8
9L50
12V50
16V50
18V50
Normally the engine rotates clockwise.
Note!
The engine specific firing order can be found in "Setting table" of Test
run reports in file "Technical documents".
Lubricating oil volume in the engine (litres)
Engine type
Dry sump
6L50
250
8L50
330
Wet sump
9L50
370
12V50
370
16V50
490
18V50
550
See section "Lubricating oil level" in chapter 18.
Approx. cooling water volume in the engine (litres)
Engine type
6L50
8L50
9L50
12V50
16V50
18V50
HT
950
1350
1500
1700
2100
2600
LT
100
100
100
200
200
200
01 - 1
Main Data, Operating Data and General Design
01.2.
Recommended operating data
V1
Apply to normal operation at nominal speed.
Normal values
Limits
Alarm
Stop
70
80 (xx)
105
105(xx) 110
Temperatures, (°C)
Lubricating oil before engine
60 - 65
Lubricating oil temp. increasing, after
engine
10 - 15
HT water after cylinders
82
HT temperature range before engine
70 - 75
HT water temperature, rise over
turbocharger (only VTR- and
Napierchargers)
8 - 12
HT temperature after charge air cooler
91
LT water before engine
25 - 38
Charge air in air receiver
45 - 55
65
75(xx)
Exhaust gas after cylinder
See test records
550
580(xx)
Exhaust gas after cylinder,
temperature deviation from average
±80
Preheating of HT water
74
Gas before engine
0 - 50
Gauge pressures (bar)
Lube oil before engine
4,0
3,5
Lube oil before turbocharger: VTR
0,5 - 1,5
0,4
Lube oil before turbocharger: TPL
1,25 - 2,25
1,0
2,3 - 3,3
2,1
Lube oil before turbocharger: Napier
2,5
HT water before engine
2,5+ static pressure, max. 5,3 bar 1,0+ static press. 0,5+ static press.
(xx)
G (x)
LT water before charge air cooler
2,5+ static pressure, max. 5,3 bar
G (x)
Gas before engine
4,3 - 8,0
Fuel before engine
7-9
Pressure before pilot fuel pump
4-8
Starting air
max. 30
Charge air
See test records
1,0+ static
pressure
4,0
18
Other pressures (bar)
Firing pressure
See test records
(x)
Depending on speed and installation.
(xx)
01 - 2
Load reduction -20% at loads over 60%.
Main Data, Operating Data and General Design
01.3.
Reference conditions
V1
Reference conditions according to ISO 3046-1 (2002):
Air pressure ........................................................... 100 kPa (1.0 bar)
Ambient temperature ................................................... 298 K (25°C)
Relative air humidity ................................................................. 30 %
Cooling water temperature of charge air cooler ........... 298 K (25°C)
In case the engine power can be utilized under more difficult condi‐
tions than those mentioned above, it will be stated in the sales docu‐
ments. Otherwise, the engine manufacturer can give advice about the
correct output reduction. As a guideline additional reduction may be
calculated as follows:
Reduction factor = (a + b + c) %
a = 0.5 % for every °C the ambient temperature exceeds the stated
value in the sales documents.
b = 1 % for every 100 m level difference above stated value in the
sales documents.
c = 0.4 % for every °C the cooling water of the charge air cooler ex‐
ceeds the stated value in the sales documents.
01.4.
General engine design
V1
The engine is a turbocharged intercooled 4-stroke diesel engine with
direct fuel injection.
The engine block is cast in one piece. The main bearings are under‐
slung. The main bearing cap is supported by two hydraulically ten‐
sioned main bearing screws and two horizontal side screws.
The cooling water header is cast into the engine block. The crankcase
covers, made of light metal, seal against the engine block by means
of rubber sealings.
The lubricating oil sump is welded.
The cylinder liners are designed with high collars and drilled cooling
holes. The cooling effect is optimized to give the correct temperature
of the inner surface.
The liner is provided with an anti-polishing ring in the upper part of
the bore to eliminate the risk of bore polishing.
The main bearings are tri-metal bearings and can be removed by
lowering the main bearing cap. A hydraulic jack is provided for every
main bearing to lower and lift the main bearing cap.
01 - 3
Main Data, Operating Data and General Design
The crankshaft is forged in one piece and is balanced by counter‐
weights as required.
The connecting rods are drop forged. The design is a three piece
marine design. The small end bearing is stepped to achieve large
bearing surfaces. The big end bearings are of tri-metal type.
The piston ring set in the Wärtsilä® 50DF engines consist of two chro‐
mium-plated compression rings and one spring loaded oil scraper ring
with chromium-plated edges.
In the older engines the piston ring set consists of three chrome-plat‐
ed compression rings and one chrome-plated, spring-loaded oil scra‐
per rings.
The piston upper part ring grooves are hardened. Cooling oil enters
the cooling space through the connecting rod. The cooling spaces are
designed to give an optimal shaker effect. Part of the oil going to the
cooling space is led to piston skirt lubrication through nozzles situated
in the piston.
The piston ring set consists of two chrome-plated compression rings
and one chrome-plated, spring-loaded oil scraper ring.
The cylinder head, made of special cast iron, is fixed by four hydraul‐
ically tensioned screws. The head is of the double deck design and
cooling water is forced from the periphery towards the centre giving
efficient cooling in important areas.
The inlet valves are stellite plated and the stems are chromium plated.
The valve seat rings are made of a special cast iron alloy and are
changeable.
The exhaust valves seal against the directly cooled valve seat rings.
The valves are made of Nimonic in engines using HFO as fuel or they
have Stellite seats and chromium-plated stems in case of using MDO
or gas.
The seat rings, made of a corrosion and pitting resistant material, are
changeable.
The camshafts are made up from one-cylinder pieces with integrated
cams. The bearing journals are separate pieces and thus it is possible
to remove a camshaft piece sideways.
The injection pumps have integrated roller followers and can be
changed by adjusting the base measure with the tappet screw. The
pumps and piping are located in a closed space, so called "hot box",
for heavy fuel operation.
The charge air cooler is designed for easy maintenance and equipped
with water separator (= water mist catcher).
The internal lubricating oil system is provided with a welded oil sump,
lubricating oil connections and a centrifugal type filter.
01 - 4
Main Data, Operating Data and General Design
The starting system. The air supply into the cylinders is controlled by
the starting air distributor run by the camshaft.
01 - 5
Main Data, Operating Data and General Design
Cross-section of Wärtsilä® 50DF, in-line engine
Fig 01-1
01 - 6
V1
Main Data, Operating Data and General Design
Cross-section of Wärtsilä® 50DF, V-engine
Fig 01-2
V1
01 - 7
Main Data, Operating Data and General Design
01 - 8
Fuel, Lubricating Oil, Cooling Water
02. Fuel, Lubricating Oil, Cooling Water
02.1.
V1
Fuel
V1
The engine is designed to operate on natural gas as a main fuel and
light fuel oil as a pilot fuel. The maximum limits of natural gas and light
fuel oil for a certain engine are stated in the documentation delivered
with the engine.
02.1.1. Gas quality
V1
The Wärtsilä®32DF/50DF engines are designed for running on nat‐
ural gas qualities according to the following specification:
Gas quality, maximum limits
32DF: Lower Heating Value LHV 1), min.
24 MJ/m³N
W 50DF: Lower Heating Value LHV 1), min.
28 MJ/m³N
Methane Number (MN), min.
80
Methane content CH4, min.
70 vol. %
Hydrogen sulphide H2S 2)
0.05 vol. %
Hydrogen
3 vol. %
Water and hydrocarbon condensates before the engine
not allowed
Ammonia
25 mg/m³N
Chlorine + Fluorine
50 mg/m³N
Particles or solids content *)
50 mg/m³N
Particles or solids size *)
5 µm
Gas inlet temperature
0 - 50 °C
*) Content of gas in engine inlet
1) Lower Heating Value corresponds to the energy content of the gas.
If the LHV is lower than specified above, the engine output has to be
adjusted or a higher gas pressure to the engine is needed.
Methane Number is a scale for evaluation of the knock resistance of
the fuel. A higher number means better knock resistance. If the com‐
ponents of the fuel gas are known, the methane number can be cal‐
culated. Heavier hydrocarbons as ethane, propane and butane tend
to lower the methane number and special care should be taken if the
gas contains even small portions of butane and heavier hydrocar‐
bons.
02 - 1
Fuel, Lubricating Oil, Cooling Water
If the methane number does not match with the requirements, the
engine should be derated according to Fig 02-1.
Derating curve for methane number
Max. Engine Load (%)
110
100
90
80
70
60
50
30
40
50
60
70
80
90
100
110
Methane Number
Fig 02-1
V2
Carbon dioxide and nitrogen will increase the methane number.
2) Hydrogen contents above 3 vol-% must be agreed on case by case
basis.
Hydrogen sulphide, H2S may cause corrosion on the gas handling
equipments.
Particles can be the reason for improper sealing and function of the
gas handling equipments. The gas regulating unit should contain a
suitable filter.
Note!
During dismantling and assembly of the gas components, special
care should be taken in order to avoid foreign particles entering the
gas system.
02 - 2
Fuel, Lubricating Oil, Cooling Water
02.1.2. Pilot fuel quality
V2
The Wärtsilä®32DF/50DF engines are designed to operate on light
fuel as a pilot fuel according to the following specification.
Pilot fuel characteristics, maximum limits
Kinematic viscosity
cSt at 40 °C
11.0
32DF: Kinematic viscosity, min.
cSt at engine inlet
1.5
W 50DF: Kinematic viscosity, min.
cSt at engine inlet
2.0
cSt
24.0
kg/m³ at 15 °C
900
Flash point, min. (PMCC)
°C
60
Pour point
°C
6
Sulphur
mass-%
2.0
Carbon residue (micro method)
mass-%
0.30
Ash
mass-%
0.01
Sediment
mass-%
0.07
vol-%
0.3
Kinematic viscosity, max.bef. injection pumps
Density
Water, before engine
Cetane number, min.
35
The limits above correspond to the demands:
● ISO 8217:1996 (E), ISO-F-DMX, DMA and DMB
The fuel characteristics' limits for a specific engine may differ from the
numbers above. The valid values are stated in the sales contract. If
the values in the sales contract are exceeded during the warranty
period, the engine warranty is not valid anymore.
02.2.
Lubricating oil
02.2.1. System oil characteristics, continuous natural
gas operation
V1
Viscosity. Viscosity class SAE 40.
Viscosity Index (VI). Min.95.
Alkalinity (BN). Lubricants with a BN of 4 - 7 mg KOH/g have to be
used.
02 - 3
Fuel, Lubricating Oil, Cooling Water
Sulphated ash level. The content of sulphated ash in gas engine lu‐
bricants is a very important property. Too high ash content can cause
preignition and knocking, while too low ash content can lead to in‐
creased valve wear. Low ash lubricants with sulphated ash levels of
0.3 - 0.6 w-% must be used.
Additives. The oils should contain additives that give good oxidation
stability, corrosion protection, load carrying capacity, neutralization of
acid combustion and oxidation residues, and should prevent deposit
formation on internal engine parts (piston cooling gallery, piston ring
zone and bearing surfaces in particular).
Foaming characteristics. Fresh lubricating oil should meet the follow‐
ing limits for foaming tendency and stability, according to the ASTM
D 892-92 test method:
● Sequence I: 100/0 ml
● Sequence II: 100/0 ml
● Sequence III: 100/0 ml
In this test a certain amount of air is blown through the lubricating oil
sample. The first number in the results is the foam volume after a
blowing period of 5 minutes and should be less than or equal to 100
ml. The second number is the foam volume after a settling period of
10 minutes and should always be 0 ml.
Sequences I and III are performed at a temperature of 24 °C and
sequence II at a temperature of 93.5 °C.
Base oils. Use of virgin base oils is only allowed, i.e. recycled or rerefined base oils are not allowed.
02.2.2. System oil characteristics, dual fuel operation
V1
Note!
If the engine is in continuous liquid fuel operation or periodical oper‐
ation on natural gas and light fuel oil as a main fuel, following require‐
ments should be fulfilled.
Viscosity. Viscosity class SAE 40.
Viscosity Index (VI). Min.95.
Alkalinity (BN). Liquid fuel always contains some sulphur and be‐
cause of that higher BN in lubricating oil compared to natural gas op‐
eration is required. The required lubricating oil alkalinity in LFO op‐
eration is tied to the fuel specified for the engine, which is shown in
the table below.
02 - 4
Fuel, Lubricating Oil, Cooling Water
Additionally, the recommended lubricating oil BN depends on the
mode of operation (periodic operation with natural gas and LFO vs.
continuous operation with LFO): If gas oil or marine diesel oil is con‐
tinuously used as fuel, lubricating oil with a BN of 10-20 is recom‐
mended to be used. In periodic operation with natural gas and light
fuel oil lubricating oil with a BN of 10-15 is recommended.
Fuel standards and lubricating oil requirements
Category
A
B
Fuel standard
Lube oil
BN
ASTM D 975-94
GRADE 1D, 2D
BS MA 100:1996
DMX, DMA
10 - 15¹)
CIMAC 1990
DX, DA
10 - 20²)
ISO 8217: 1996(E)
ISO-F-DMX, DMA
ASTM D 975-94
GRADE 4D
BS MA 100:1996
DMB
15¹)
CIMAC 1990
DB
15 - 20²)
ISO 8217: 1996(E)
ISO-F-DMB
1)
Periodic operation with natural gas and light fuel oil as a main fuel.
2)
Continuous operation with light fuel oil as a main fuel.
Additives. The oils should contain additives that give good oxidation
stability, corrosion protection, load carrying capacity, neutralisation of
acid combustion and oxidation residues and should prevent deposit
formation on internal engine parts (piston cooling gallery, piston ring
zone and bearing surfaces in particular).
Foaming characteristics. Fresh lubricating oil should meet the follow‐
ing limits for foaming tendency and stability, according to the ASTM
D 892-92 test method:
● Sequence I: 100/0 ml
● Sequence II: 100/0 ml
● Sequence III: 100/0 ml
In this test a certain amount of air is blown through the lubricating oil
sample. The first number in the results is the foam volume after a
blowing period of 5 minutes and should be less than or equal to 100
ml. The second number is the foam volume after a settling period of
10 minutes and should always be 0 ml.
Sequences I and III are performed at a temperature of 24 °C and
sequence II at a temperature of 93.5 °C.
Base oils. Use of virgin base oils is only allowed, i.e. recycled or rerefined base oils are not allowed.
02 - 5
Fuel, Lubricating Oil, Cooling Water
02.2.3. Lubricating oil qualities
V1
Lubricating oil is an integrated engine component and thus the quality
of it is upmost important. All lubricating oils, which have been ap‐
proved for use in Wärtsilä®32DF/50DF engine types, have gone
through an approval test according to the engine manufacturer's pro‐
cedure.
The use of approved lubricating oil qualities during the warranty pe‐
riod is mandatory and is also strongly recommended after the war‐
ranty period.
The list of approved lubricating oils can be found in the end of this
chapter.
Note!
Never blend different oil brands unless approved by the oil supplier,
and during the warranty period, by the engine manufacturer.
Note!
Before using a lubricating oil not listed in the table the engine manu‐
facturer must be contacted. Lubricating oils that are not approved
have to be tested according to the engine manufacturer's procedures.
02.2.4. Maintenance and control of the lubricating oil
Systems equipped with lubricating oil separators:
02 - 6
V1
Fuel, Lubricating Oil, Cooling Water
a)
Centrifuging of the system oil is recommended in order to separate
water and insolubles from the oil. Water must not be added when
centrifuging ("washing"). The oil should be pre-heated to 80 - 95 °C.
Many oil manufacturers recommend a separation temperature of 90
- 95 °C for an effective separation. Please check with the supplier of
your lubricating oil what the optimal temperature is. Use the highest
recommended temperature. For efficient centrifuging, use only about
20 % of the rated flow capacity of the separator. For optimum condi‐
tions the centrifuge should be capable of passing the entire oil quan‐
tity in circulation 4 - 5 times every 24 hour at 20 % of rated flow. Gravity
disc should be chosen acc. to oil density at separation temperature.
Note!
The separator should run always when the engine is running.
Caution!
Defects on automatic, "self-cleaning" separators can quickly increase
the water content of the oil under certain circumstances! (The water
control valve fails.)
All systems:
b)
During the first year of operation it is advisable to take samples of the
lubricating oil at 500 operating hours intervals. The sample should be
sent to the oil supplier for analysis. On the basis of the results it is
possible to determine suitable intervals between oil changes. Fre‐
quent oil analysis at 500 - 1000 operating hours intervals is also rec‐
ommended after the first year of operation to ensure safe engine op‐
eration.
To be representative of the oil in circulation, the sample should be
taken with the engine in operation at the sampling cock located im‐
mediately after the oil filter on the engine, in a clean container holding
0.75 - 1 litre. Take samples before, not after adding new oil to com‐
pensate for consumption. Before filling the container, rinse it with the
oil from which the sample is to be taken.
In order to make a complete assessment of the condition of the oil in
service, the following details should be furnished with the sample:
Installation, engine number, oil brand, engine operating hours, num‐
ber of hours the oil has been in use, where in the system sample was
drawn, type of fuel, any special remarks. Oil samples with no infor‐
mation except installation and engine number are close to valueless.
c)
When estimating the condition of the used oil, the following properties
should be observed. Compare with guidance values (type analysis)
for new oil of the brand used.
In continuous natural gas operation, in periodic operation with natural
gas and light fuel oil and in continuous light fuel operation:
02 - 7
Fuel, Lubricating Oil, Cooling Water
Viscosity. Should not decrease by more than 20 % and not rise by
more than 25% above the guidance value at 100 °C.
Should not decrease by more than 25 % and not rise by more than
50% above the guidance value at 40 °C.
Flash point. Should not fall by more than 50 °C below the guidance
value. Min. permissible flash point 190 °C (open cup) and 170 °C
(closed cup) . At 150 °C risk of crankcase explosion.
Water content. Should not exceed 0.3 %. A value higher than 0.3%
can not be accepted for longer periods, but measures must be taken;
either centrifuging or oil change.
BN (Base Number). The minimum allowable BN value of a used oil is
50 % of the nominal value of a new oil.
TAN (Total Acid Number). Should not increase by more than
2.5 mg KOH/g compared to nominal value of a new oil.
Insolubles. The quantity allowed depends on various factors. The oil
supplier's recommendations should be followed. However, an n-Pen‐
tan insoluble value above 0.5 w-% calls for attention. A value higher
than 1.0 w-% cannot be accepted for longer periods.
Additionally, in continuous natural gas operation:
TAN (Total Acid Number). Should not increase by more than 2.5 mg
KOH/g compared to the nominal value of a new oil.
Nitration and oxidation. If nitration level exceeds 20 Abs/cm and/or
oxidation level exceeds 25 Abs/cm, oil must be changed.
In general it can be said that the changes in the analysis give a better
basis of estimation than the absolute value. Fast and great changes
may indicate abnormal operation of the engine or of a system.
d)
Compensate for oil consumption by adding max. 10 % new oil at a
time. Adding larger quantities can disturb the balance of the used oil
causing, for example, precipitation of insolubles. Measure and record
the quantity added.
Attention to the lubricating oil consumption may give valuable infor‐
mation about the engine condition.
A continuous increase may indicate that piston rings, pistons and cyl‐
inder liners are getting worn, and a sudden increase motivates pulling
the pistons, if no other reason is found.
e)
Guidance values for oil change intervals are to be found in chapter
04. Intervals between changes are influenced by system size (oil vol‐
ume), operating conditions, fuel quality, centrifuging efficiency and
total oil consumption.
It is recommended to follow up that the BN value of the lubricating oil
keeps within engine manufacturer’s limits during the whole oil change
interval.
02 - 8
Fuel, Lubricating Oil, Cooling Water
02.2.5. Changing the oil
V3
1
Empty oil system while oil is still hot. Be sure that oil filters and coolers
are also emptied.
2
Clean oil spaces, including filters and camshaft compartment. Insert
new filter cartridges.
3
Fill a small quantity of new oil in the oil sump and circulate with the
pre-lubricating pump. Drain!
4
Fill required quantity of oil in the system, see chapter 01, section
01.1.
Oil samples taken at regular intervals analyzed by the oil supplier, and
the analysis results plotted as a function of operating hours is an ef‐
ficient way of predicting oil change intervals.
Send or ask the oil supplier to send copies of oil analyses to the engine
manufacturer who will then assist in the evaluation.
02.2.6. Lubricating oil for the governor
V3
See the Instruction Book for the governor, attached. An oil of viscosity
class SAE 30 or SAE 40 is suitable, and the same oil can be used as
in the engine. Turbocharger oil can also be used in the governor. In
low ambient conditions it may be necessary to use a multigrade oil
(e.g. SAE 5W-40) to get a good control during start-up. Oil change
interval, see maintenance schedule in chapter 04
Condensed water, high temperature or leaking drive shaft seal may
cause the oil to deteriorate, or internal surfaces of the governor to
collect deposits. If the reason cannot be clarified and rectified, a
shorter oil change interval or change of oil type should be considered.
The governor should be flushed with the oil in use or gasoil if heavy
contamination of the oil is evident.
02 - 9
Fuel, Lubricating Oil, Cooling Water
Examples of suitable lubricating oils for governor can be found from
the end of this chapter, where the lists of approved lubricating oils for
an engine and turbocharger are available.
● If the system is equipped with a start booster, then this should also
be emptied when changing oil.
● In installations whereby the actuator is equipped with a filter, it has
to be cleaned when changing oil.
● Depending on the governor type, oil should be separately emptied
from the power cylinder. This is done by removing the plug in the
bottom of the power cylinder.
● Some governors are equipped with a magnetic oil plug, this plug
should be cleaned in connection with an oil change.
Caution!
If turbine oil is used in the governor, take care not to mix it with engine
lubricating oil. Only a small quantity of engine lubricating oil into the
turbine oil may cause heavy foaming.
02.2.7. Lubricating oils for turbochargers
V4
Please note that different types of turbochargers can be used for the
engine. The lubricating system is different for the different turbo‐
charger. One type of chargers has a common lubricating oil system
with the engine, see chapter 15, while the other type of chargers has
an internal lubricating system for the bearings, see chapter 15. See
the Instruction Book for the turbocharger, attached.
Note!
In the ABB VTR..4 series turbochargers the use of synthetic low fric‐
tion lubricating oils is strongly recommended by the engine and the
turbocharger manufacturers!
Oil change interval is 500 h service for normal mineral oils, 1 500 h
service for special mineral oils and 2 500 h service for synthetic lu‐
bricating oils.
Caution!
Take care that the turbine oil is not mixed with engine lubricating oil.
Only a small quantity may cause heavy foaming.
The list of approved lubricating oils for the ABB VTR..4 series turbo‐
chargers can be found in the end of this chapter. These lubricating
oils are, regarding viscosity and quality, according to the recommen‐
dations.
02 - 10
Fuel, Lubricating Oil, Cooling Water
02.2.8. Lubricating oils for engine turning device
V1
It is recommended to use EP-gear oils, viscosity 400-500 cSt at
40°C=ISO VG 460 as lubricating oils for the turning device.
The list of lubricating oils for the engine turning device approved by
the turning device manufacturer can be found in the end of this chap‐
ter.
02.3.
Cooling water
V1
In order to prevent corrosion, scale deposits or other deposits in
closed circulating water systems, the water must be treated with ad‐
ditives.
Before treatment, the water must be limpid and meet the specification
found in the end of this chapter. Further, the use of an approved cool‐
ing water additive or treatment system is mandatory.
Caution!
Distilled water without additives absorbs carbon dioxide from the air,
which involves great risk of corrosion.
Sea water will cause severe corrosion and deposit formation even if
supplied to the system in small amounts.
Rain water has a high oxygen and carbon dioxide content; great risk
of corrosion; unsuitable as cooling water.
If risk of freezing occurs, please contact the engine manufacturer for
use of anti-freeze chemicals.
Fresh water generated by a reverse osmosis plant onboard often has
a high chloride content (higher than the permitted 80 mg/l) causing
corrosion.
Caution!
The use of glycol in the cooling water is not recommended, if it is not
necessary. Since glycol alone does not protect the engine against
corrosion, additionally an approved cooling water additive must al‐
ways be used!
02 - 11
Fuel, Lubricating Oil, Cooling Water
02.3.1. Additives
V1
As additives, use products from well-known and reliable suppliers with
vast distribution nets. Follow thoroughly the instructions of the sup‐
plier.
Note!
The use of emulsion oils, phosphates and borates (sole) is not ac‐
cepted.
In an emergency, if compounded additives are not available, treat the
cooling water with sodium nitrite (NaNO2) in portions of 5 kg/m³. To
obtain a pH value of 9, add caustic soda (NaOH), if necessary.
Note!
Sodium nitrite is toxic.
Corrosion rate as a function of nitrite concentration
Corrosion rate
B
To give full protection the Nitrite level
should be kept above X ppm. The
actual concentration is additive
supplier dependent.
A permanent lower level will lead to
an accelerated corrosion rate.
A
X ppm
Fig 02-2
Nitrite Concentration
V2
Nitrite based cooling water additives are so called anodic inhibitors
and require proper dosing and maintenance in order to serve as in‐
tended. The nitrite of the additive is as such a salt and it will increase
the conductivity of the water. The conductivity is on the other hand
one of the main parameters affecting the corrosion rate once a cor‐
rosion process gets started, the higher the conductivity the higher the
corrosion rate.
02 - 12
Fuel, Lubricating Oil, Cooling Water
If the conditions (nitrite level, chlorides, pH, etc.) in the systems are
such that the nitrite based additive is no longer able to protect the
entire surface of the system there may occur a rapid, local corrosion
in the areas that are not protected. The corrosion rate at the attacked
areas will even be much greater than it would be with no additive at
all present in the system, see schematic graph of the corrosion rate
as a function of the nitrite dosage in Fig 02-2. Observe that the posi‐
tion of the curve peak on the x-axis (= dangerous condition for corro‐
sion) is not stable, but will shift depending on temperature, pH, chlor‐
ide & sulphate contents, etc. in the cooling water.
The table below shows examples of the most common cooling water
additive types.
Summary of the most common cooling water additives
Additive
Sodium nitrite
Nitrite + borate
Advantages
Disadvantages
- good efficiency, if dosage is control‐ - suitable as additive except in air cooled
led carefully
heat ex-changers with large soft solder
surfaces
- small active quantities, 0.5 % by
mass
- toxic
- cheap
- risk of spot corrosion when too low con‐
centration
- no increased risk of corrosion at
over doses
- tendency to attack zinc coverings and soft
solderings
- innocuous for the skin
- toxic: lethal dosage 3 - 4 g solid nitrite
- risk of spot corrosion when too low con‐
centration
Sodium silicate
- not toxic
- harmless to handle
- not active when water velocity exceeds
2 m/s
- commercial products very expensive
- increased risk of corrosion when too low
concentration; spot corrosion
- limited suitability
Sodium molybdate
- not toxic
- more expensive than toxic additives
- harmless to handle
- increased risk of corrosion, if unsufficent‐
ly dosed
- can cause deposit formation (molybdates
can collect to ferrous sulphates)
Organic and inorcanic syner‐ - not toxic
gistic based
- more expensive than sodium nitrite and
molybdate based additives
- big active quantitives by mass
02 - 13
Fuel, Lubricating Oil, Cooling Water
02.3.2. Treatment
V1
When changing the additive or when entering an additive into a sys‐
tem where untreated water has been used, the complete system must
be cleaned (chemically) and rinsed before fresh treated water is pour‐
ed into the system. If, against our recommendations, an emulsion oil
has been used, the complete system must be absolutely cleaned of
oil and greasy deposits.
Evaporated water should be compensated by untreated water; if trea‐
ted water is used the content of additives may gradually become too
high. To compensate for leakage or other losses, add treated water.
In connection with maintenance work calling for drainage of the water
system, take care of and reuse the treated water.
The list of approved cooling water additives and treatment systems
can be found in the end of this chapter.
Note!
Ask the supplier of the treatment product for instructions about treat‐
ment procedure, dosage and concentration control.
Most suppliers will provide a test kit for the concentration control.
Additionally a frequent laboratory analysis of cooling water at 3
months interval is recommended to ensure safe engine operation.
02 - 14
Environmental Hazards
02A. Environmental Hazards
V2
Fuel oils, lubricating oils and cooling water additives are environmen‐
tally hazardous. Take great care when handling these products or
systems containing these products. Detailed information and han‐
dling instructions can be found in the text below.
02A.1.
Fuel oils
V3
Fuel oils are mainly non-volatile burning fluids, but they may also
contain volatile fractions and therefore present a risk of fire and ex‐
plosion.
The fuel oils may cause long-term harm and damage in water envi‐
ronments and present a risk of contaminating the soil and ground
water.
Prolonged or repetitive contact with the skin may cause irritation and
increase the risk of skin cancer (polyaromatic hydrocarbons, etc.).
Fumes that are irritating for eyes and respiratory organs, such as hy‐
drogen sulphide or light hydrocarbons, may be released during load‐
ing/bunkering.
Note!
Study the safety instructions provided by the fuel oil supplier.
02A.1.1. Safety precautions for fuel oil handling
V4
● Isolate the fuel oils from ignition sources, such as sparks from
static electricity.
● Avoid breathing evaporated fumes, for instance, during pumping
and when opening storage tanks. The fumes may contain toxic
gases, for instance, hydrogen sulphide. Use a gas mask if
necessary.
● Keep the handling and storage temperatures below the flash point.
● Store the fuel in tanks or containers designed for flammable fluids.
● Note the risk of methane gas formation in the tanks due to bacterial
activities during long-term storage. Methane gas causes risk of
explosion, for instance, when unloading fuel and when opening
storage tanks. When entering tanks, there is a risk of suffocation.
02A - 1
Environmental Hazards
● Do not release fuel into the sewage system, water systems or onto
the ground.
● Cloth, paper or any other absorbent material used to soak up spills
are a fire hazard. Do not allow them to accumulate.
● Dispose of any waste containing fuel oil according to directives
issued by the local or national environmental authorities. The
waste is hazardous. Collection, regeneration and burning should
be handled by authorised disposal plants.
02A.1.2. Personal protection equipment for fuel oils
Protection of
respiratory organs:
V3
Against oil mist: Use respirator with
combined particle and gas filter.
Against evaporated fumes (hydrogen
sulphide, etc.): Use respirator with inorganic
gas filter.
Hand protection:
Use strong, heat and hydrocarbon resistant
gloves (nitrile rubber for example).
Eye protection:
Wear goggles if splash risk exists.
Skin and body
protection:
Wear facial screen and covering clothes as
required. Use safety footwear when handling
barrels. Wear protective clothing if hot
product is handled.
02A.1.3. First aid measures for fuel oil accidents
Inhalation of fumes:
V3
Move the victim to fresh air. Keep the victim
warm and lying still. Give oxygen or mouth to
mouth resuscitation if needed.
Seek medical advice after significant
exposure or inhalation of oil mist.
Skin contact:
If the oil was hot, cool the skin immediately
with plenty of cold water. Wash immediately
with plenty of water and soap. Do not use
solvents as they will disperse the oil and
might cause skin absorption. Remove
contaminated clothing.
Seek medical advice if irritation develops.
02A - 2
Environmental Hazards
02A.2.
Eye contact:
Rinse immediately with plenty of water, for at
least 15 minutes. Seek medical advice. If
possible, keep rinsing until eye specialist has
been reached.
Ingestion:
Rinse the mouth with water. Do not induce
vomiting as this may cause aspiration into
the respiratory organs. Seek medical advice.
Natural gas
V2
Natural gas is non-toxic and will not harm anyone breathing in the low
concentrations near minor fuel leaks. Heavy concentrations, howev‐
er, can cause drowsiness and eventual suffocation.
In a gas engine installation, gas may be dangerous. Particularly se‐
rious are fires and explosions, caused by gas leakage into the engine
room, and explosions caused by unburned gas in the exhaust system.
If a gas explosion occurs, it is important to protect people, equipment
and environment from damage. Damage is caused by the shock wave
and the burning effect of the expanding and partly burning gases.
Damage can be avoided by preventing pressure build up in equip‐
ment and extracting the released gas to an open area.
Read the Gas Safety Manual that can be found at the end of chapter
03 for gas engine installations.
02A.3.
Lubricating oils
V3
Fresh lubricating oils normally present no particular toxic hazard, but
all lubricants should always be handled with great care.
Used lubricating oils may contain significant amounts of harmful metal
and PAH (polyaromatic hydrocarbon) compounds. Avoid prolonged
or repetitive contact with the skin. Prevent any risk of splashing. Keep
away from heat, ignition sources and oxidizing agents.
There is a risk of long term contamination of the soil and the ground
water. Take every appropriate measure to prevent water and soil
contamination.
Note!
Study and follow the safety information provided by the supplier of the
lubricating oil.
02A - 3
Environmental Hazards
02A.3.1. Safety precautions for handling lubricating
oil
V4
When handling lubrication oils:
● Ensure adequate ventilation if there is a risk of vapours, mists or
aerosols releasing. Do not breathe vapours, fumes or mist.
● Keep the oil away from flammable materials and oxidants.
● Keep the oil away from food and drinks. Do not eat, drink or smoke
while handling lubricating oils.
● Use only equipment (containers, piping, etc.) that are resistant to
hydrocarbons. Open the containers in well ventilated
surroundings.
● Immediately take off all contaminated clothing.
Note also the following:
● Empty packaging may contain flammable or potentially explosive
vapours.
● Cloth, paper or any other absorbent material used to recover spills
are fire hazards. Do not allow these to accumulate. Keep waste
products in closed containers.
● Waste containing lubricating oil is hazardous and must be
disposed of according to directives issued by the local or national
environmental authorities. Collection, regeneration and burning
should be handled by authorised disposal plants.
02A.3.2. Personal protection equipment for
lubricating oils
02A - 4
V3
Hand protection:
Use impermeable and hydrocarbon resistant
gloves (nitrile rubber for example).
Eye protection:
Wear goggles if splash risk exists.
Skin and body
protection:
Wear facial screen and covering clothes as
required. Use safety footwear when handling
barrels. Wear protective clothing when
handling hot products.
Environmental Hazards
02A.3.3. First aid measures for lubricating oil
accidents
02A.4.
V3
Inhalation of fumes:
Move the victim to fresh air. Keep the victim
warm and lying still.
Skin contact:
Wash immediately with plenty of water and
soap or cleaning agent. Do not use solvents
(the oil is dispearsed and may be absorbed
into the skin). Remove contaminated
clothing. Seek medical advice if irritation
develops.
Eye contact
Rinse immediately with plenty of water, and
continue for at least 15 minutes. Seek
medical advice.
Ingestion
Do not induce vomiting, in order to avoid the
risk of aspiration into respiratory organs.
Seek medical advice immediately.
Aspiration of liquid
product
If aspiration into the lungs is suspected
(during vomiting for example) seek medical
advice immediately.
Cooling water additives, nitrite based
V4
The products are toxic if swallowed. Concentrated product may cause
serious toxic symptoms, pain, giddiness and headache. Significant
intake results in greyish/blue discoloration of the skin and mucus
membranes and a decrease in blood pressure. Skin and eye contact
with the undiluted product can produce intense irritation. Diluted sol‐
utions may be moderately irritating.
Note!
Study the safety information provided by the supplier of the product.
02A - 5
Environmental Hazards
02A.4.1. Safety precautions for handling cooling
water additives
V4
● Avoid contact with skin and eyes.
● Keep the material away from food and drinks. Do not eat, drink or
smoke while handling it.
● Keep the material in a well ventilated place with access to safety
shower and eye shower.
● Soak up liquid spills in absorbent material and collect solids in a
container. Wash floor with water as spillage may be slippery.
Contact appropriate authorities in case of bigger spills.
● Bulk material can be land dumped at an appropriate site in
accordance with local regulations.
02A.4.2. Personal protection equipment for cooling
water additives
V3
Respiratory protection: Normally no protection is required. Avoid
exposure to product mists.
Hand protection:
Wear rubber gloves (PVC or natural rubber
for example).
Eye protection:
Wear eye goggles.
Skin and body
protection:
Use protective clothing and take care to
minimise splashing. Use safety footwear
when handling barrels.
02A.4.3. First aid measures for accidents with cooling
water additives
02A - 6
V2
Inhalation:
In the event of over exposure to spray mists,
move the victim to fresh air. Keep the victim
warm and lying still. If the effects persist,
seek medical advice.
Skin contact:
Wash immediately with plenty of water and
soap. Remove contaminated clothing. If
irritation persists, seek medical advice.
Eye contact:
Rinse immediately with plenty of clean water
and seek medical advice. If possible, keep
rinsing until eye specialist has been reached.
Environmental Hazards
Ingestion:
02A.5.
Rinse the mouth with water. Make the victim
drink milk, fruit juice or water. Do not induce
vomiting without medical advice.
Immediately seek medical advice. Never
give anything to drink to an unconscious
person.
Precautions for handling fly ashes and
exhaust gas dust
V4
When handling fly ashes, exhaust gas dust or any contaminated
components, observe the following requirements and precautions:
● Avoid inhaling and swallowing fly ashes and dusts. Prevent eye
and skin contacts.
● Avoid spreading and spilling the fly ashes and dusts to the
environment.
● Take measures to avoid spreading the dust in the surrounding
area when opening the manholes of the exhaust gas system,
especially the Selective Catalytic Reduction (SCR) system (if
included). Avoid spreading dust when handling exhaust gas
system components.
● Take care that the ventilation is suitable when collecting dust
arisen during the machining and cleaning of the components.
● Apply appropriate disposal instructions for flue gas dust spillage.
The dust collected from the exhaust gas system must be
considered as hazardous waste. It must be treated according to
the local regulations and legislation.
02A.5.1. Personal protection equipment for fly ashes
and exhaust gas dust
V4
Respiratory organ
protection:
Use P3 filter respirator against toxic particles.
For work inside the SCR or other places in
the exhaust gas system, where the dust
concentration is high, a respiration mask with
fresh filtered compressed air supply is
recommended.
Hand protection:
Use gloves.
Eye protection:
Wear goggles.
02A - 7
Environmental Hazards
Skin and body
protection:
Wear covering clothes.
Use proper protection also when machining or cleaning engine com‐
ponents that have been in contact with exhaust gases.
02A.5.2. First aid measures for fly ash and exhaust
gas accidents
02A.6.
V3
Inhalation of ashes:
Move the victim to fresh air. Keep the victim
warm and lying still. Give oxygen or mouth to
mouth resuscitation if needed. Seek medical
advice after a significant exposure.
Skin contact:
If the ash is hot, cool the skin immediately
with plenty of cold water. Wash immediately
with plenty of water and soap. Do not use
solvents as it disperses the ash and may
cause skin absorption. Remove
contaminated clothing. Seek medical advice
if irritation develops.
Eye contact:
Rinse immediately with plenty of water for at
least 15 minutes and seek medical advice. If
possible, keep rinsing until eye specialist has
been reached.
Ingestion:
Rinse the mouth with water. Do not induce
vomiting as it may cause aspiration into
respiratory organs. Seek medical advice.
Lead in bearings
V3
Lead has valuable lubricating properties and is therefore incorporated
into many bearing alloys.
The bearings in Wärtsilä engines contain lead and are therefore toxic.
Bearings that are to be scrapped and contain lead must be disposed
of according to the local authority regulations.
02A - 8
Environmental Hazards
02A.7.
Fluoride rubber products
02A.7.1. Handling instructions - normal sealing
applications
V2
In normal sealing applications the use of fluoride rubber products
does not cause any health hazards. The products can be handled
without any risk provided that normal industrial hygiene is applied.
02A.7.2. Handling instructions in case of overheated
seats and valve blow-by
V2
When changing O-rings, for instance after a valve blow-by, operators
handling the remains of burnt fluoride rubber must wear impenetrable
acid-proof gloves to protect the skin from the highly corrosive remains.
Appropriate glove materials are neoprene or PVC. All liquid remains
must be considered to be extremely corrosive.
The remains can be neutralized with large amounts of calcium hy‐
droxide solution (lime water). Used gloves must be disposed off.
02A.7.2.1. Use of fluoride rubber products at
temperatures above 275°C (527°F)
V2
Fluoride rubber can be used in most applications (up to 275°C) with‐
out any substantial degradation or health hazard. Use of or test of
fluoride rubber at temperatures above 275°C must be avoided. If the
material is exposed to higher temperatures there is a risk that the
temperature will rise out of control.
02A.7.3. Special conditions
02A.7.3.1. Grinding dust
V2
Dust and particles which originate from the grinding or abrasion
(wear) of fluoride rubber can cause the formation of toxic degradation
products when burned (incinerated). Smoking must therefore be pro‐
hibited in areas where there is fluoride rubber dust and particles
present.
02A - 9
Environmental Hazards
02A.7.3.2. Fire
V1
In case of a fire, burning fluoride rubber can cause the formation of
toxic and corrosive degradation products (e.g. hydrofluoric acid, car‐
bonyl fluoride, carbon monoxide and carbon fluoride fragments of low
molecular weight).
Burning (incineration) of fluoride rubber is allowed only when using
approved incinerators equipped with gas emission reduction sys‐
tems.
02A.7.3.3. Decontamination
V2
Operators handling the remains of burnt fluoride rubber must wear
impenetrable acid-proof gloves to protect the skin from the highly cor‐
rosive remains of burnt fluoride rubber. Appropriate glove materials
are neoprene or PVC. All liquid state remains must be considered to
be extremely corrosive.
02A.7.4. Personal protection equipment for fluoride
rubber products
Hand protection:
Use impenetrable acid-proof gloves
(neoprene or PVC).
Inhalation protection:
Use breathing mask.
02A.7.5. First aid measures for accidents with fluoride
rubber products
02A - 10
V3
V3
Inhaling:
Move the victim from the danger zone. Make
the victim blow his nose. Seek medical
advice.
Eye contact:
Rinse immediately with water. Seek medical
advice.
Skin contact:
Rinse immediately with water. Put a 2 %
solution of calcium gluconate gel on the
exposed skin. If calcium gluconate gel is not
available, continue to rinse with water. Seek
medical advice.
Oil requirements & oil quality
02B. Oil requirements & oil quality
02B.1.
Requirements and oil quality
V1
LUBRICATING OIL REQUIREMENTS AND QUALITY FOR WÄRT‐
SILÄ® 32DF, WÄRTSILÄ® 34DF AND WÄRTSILÄ® 50DF EN‐
GINES
02B.2.
Continuous natural gas operation
V1
FRESH LUBRICATING OIL REQUIREMENTS
Viscosity
Viscosity class SAE 40
Viscosity Index (VI)
Min. 95
Alkalinity (BN)
Lubricating oils with BN of 4-7 mg KOH/g shall be used, if possible.
However, in practise, especially on marine installations it can be dif‐
ficult to guarantee whether natural gas as a main fuel is possible to
use continuously. In such cases also lubricating oils with 10 – 20 mg
KOH/g designed for distillate fuel operation can be used.
Sulphated ash level
The content of sulphated ash in gas engine lubricating oils is a very
important property. Too high ash content can cause preignition and
knocking, while too low ash content can lead to increased valve wear.
Low ash lubricating oils have sulphated ash level of max. 0.6 % m/m
and shall be used, if possible, see Alkalinity here above. BN 10 – 20
lubricating oils have typically sulphated ash content of 1,2 – 2,5 % m/
m.
Additives
The oils should contain additives that give good oxidation stability,
corrosion protection, load carrying capacity, neutralisation of acid
combustion and oxidation residues and should prevent deposit for‐
mation on internal engine parts.
Foaming characteristics
02B - 1
Oil requirements & oil quality
Fresh lubricating oil should meet the following limits for foaming ten‐
dency and stability, according to the ASTM D 892-92 test method:
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
Base oils
Use of virgin base stocks is only allowed, i.e. recycled or re-refined
base oils are not allowed.
02B.3.
Condemning limits for used lubricating oil
V1
When estimating the condition of used lubricating oil, the following
properties along with the corresponding limit values must be noted. If
the limits are exceeded, measures must be taken. Compare also with
guidance values for fresh lubricating of the brand used.
Property
Viscosity
Unit
cSt at 40 °C
Limit
max. 25% decrease
Test method
ASTM D 445
max. 50% increase
Viscosity
cSt at 100 °C
max. 20% decrease
ASTM D 445
max. 25% increase
Water
% V/V
max. 0.30
ASTM D 95 or D 1744
Base Number
mg KOH/g
max. 50% depletion
ASTM D 2896
Total Acid Number
mg KOH/g
max. 2.5 mg KOH/g
increase
ASTM D 664
Insolubles
% m/m in n-Pentane
max. 1.0
ASTM D 893b
Flash Point, PMCC
°C
min. 170
ASTM D 93
Flash Point, COC
°C
min. 190
ASTM D 92
Oxidation
Abs/cm
max. 25
IR
Nitration
Abs/cm
max. 20
IR
02B - 2
Oil requirements & oil quality
02B.4.
Approved lubricating oil qualities for W
32DF, W 34DF and W 50DF engines
V1
In addition to continuous natural gas operation, the below mentioned
lubricating oils can also be used during short operating periods on
periodical natural gas / LFO operation. See the details in the chapter
2.4.
SUPPLIER
BRAND NAME
VISCOSITY
BN
SULPHATED ASH
(% m/m)
BP
Energas NGL
SAE 40
4.5
0.45
Castrol
Duratec L
SAE 40
4.5
0.45
Chevron (Texaco)
Geotex LA
SAE 40
5.2
0.45
HDAX Low Ash Gas
SAE 40
4.2
0.50
Pegasus 705
SAE 40
5.3
0.49
Pegasus 805
SAE 40
6.2
0.50
Pegasus 905
SAE 40
6.2
0.49
Pegasus 1
SAE 40
6.5
0.49
Idemitsu Kosan Co. Apolloil GHP 40L
Ltd.
SAE 40
4.7
0.45
Petro-Canada
Sentron 445
SAE 40
4.7
0.40
Shell
Mysella LA 40
SAE 40
5.2
0.45
Mysella XL 40
SAE 40
4.5
0.50
Nateria X 405
SAE 40
5.2
0.45
Engine Oil SAE 40
ExxonMobil
Total
The table here below includes BN 10 – 20 lubricating oils, which have
to be used on DF engines, if continuous operation on natural gas can
not be guaranteed and the running hours on LFO are exceeding the
02B - 3
Oil requirements & oil quality
allowed limits for the use of low ash gas engine oils included in chapter
2.4, but on the other hand these products can be used as well, even
if the a.m. limits will not be exceeded.
SUPPLIER
BP
BRAND NAME
VISCOSITY
BN
Energol HPDX 40
SAE 40
12
Energol IC-HFX 204
SAE 40
20
HLX 40
SAE 40
12
MHP 154
SAE 40
15
Seamax Extra 40
SAE 40
15
TLX Plus 204
SAE 40
20
SAE 40
12
SAE 40
20
Taro 12 XD 40
SAE 40
12
Taro 20 DP 40
SAE 40
20
Delvac 1640
SAE 40
12
Mobilgard ADL 40
SAE 40
15
Mobilgard 412
SAE 40
15
Mobilgard 1 SHC
SAE 40
15
Servo Marine 1040
SAE 40
10
Servo Marine 2040
SAE 40
20
Marbrax CCD-410-AP
SAE 40
12
Marbrax CCD-415
SAE 30
15
Marbrax CCD-420
SAE 40
20
Shell
Gadinia Oil 40
SAE 40
12
Statoil
MarWay 1040
SAE 40
10.6
Total / Lubmarine
Disola M 4015
SAE 40
14
Disola M 4020
SAE 40
20
Castrol
Chevron (Texaco + Caltex Delo 1000 Marine 40
+ FAMM)
Delo 2000 Marine 40
ExxonMobil
Indian Oil Corporation
Petrobras
02B.5.
Continuous light fuel oil operation or
periodic operation with natural gas and
light fuel oil
FRESH LUBRICATING OIL REQUIREMENTS
Viscosity
Viscosity class SAE 40
Viscosity Index (VI)
02B - 4
V1
Oil requirements & oil quality
Min. 95
Alkalinity (BN)
Liquid fuel always contains some sulphur and because of that higher
BN in lubricating oil compared to natural gas operation is required.
The required lubricating oil alkalinity in LFO operation is tied to the
fuel specified for the engine, which is shown in the table below.
FUEL STANDARDS AND LUBRICATING OIL REQUIREMENTS
Category
A
B
Fuel standard
ASTM D 975-01,
GRADE NO. 1-D, 2-D
BS MA 100: 1996
DMX, DMA
CIMAC 2003
DX, DA
ISO 8217: 2005(E)
ISO-F-DMX, DMA
BS MA 100: 1996
DMB
CIMAC 2003
DB
ISO 8217: 2005(E)
ISO-F-DMB
Lube oil BN
10 - 20
15 - 20
If the installation is equipped with either a SCR or oxidation catalyst,
lubricating oil with lower BN decreases the risk of fouling and may
result in longer maintenance intervals of the catalyst.
Additives
The oils should contain additives that give good oxidation stability,
corrosion protection, load carrying capacity, neutralisation of acid
combustion and oxidation residues and should prevent deposit for‐
mation on internal engine parts (piston cooling gallery, piston ring
zone and bearing surfaces in particular).
Foaming characteristics
Fresh lubricating oil should meet the following limits for foaming ten‐
dency and stability, according to the ASTM D 892-92 test method:
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
Base oils
Use of virgin base stocks is only allowed, i.e. recycled or re-refined
base oils are not allowed.
02B - 5
Oil requirements & oil quality
02B.6.
Condemning limits for used lubricating oil
V1
When estimating the condition of used lubricating oil, the following
properties along with the corresponding limit values must be noted. If
the limits are exceeded, measures must be taken. Compare also with
guidance values for fresh lubricating of the brand used.
Property
Viscosity
Unit
cSt at 40 °C
Limit
max. 25% decrease
Test method
ASTM D 445
max. 45% increase
Viscosity
cSt at 100 °C
max. 20% decrease
ASTM D 445
max. 25% increase
Water
% V/V
max. 0.30
ASTM D 95 or D 1744
Base Number
mg KOH/g
max. 50% depletion
ASTM D 2896
Insolubles
% m/m in n-Pentane
max. 2.0
ASTM D 893b
Flash Point, PMCC
°C
min. 170
ASTM D 93
Flash Point, COC
°C
min. 190
ASTM D 92
02B.7.
Approved lubricating oil qualities for W
32DF, W 34DF and W 50DF engines
V1
If in addition to natural gas also light fuel oil (LFO, MGO, MDO) is used
either continuously or periodically as fuel, lubricating oils with a BN of
10-20 have to be used. If only short periods at a time on LFO are
operated, low ash gas engine oils listed in the chapter 1.3 can also
be used. Allowed running periods are mentioned in the chapter 2.4.
SUPPLIER
BP
Castrol
BRAND NAME
BN
FUEL CATEG.
Energol HPDX 40
SAE 40
12
NG,A
Energol IC-HFX 204
SAE 40
20
NG,A,B
HLX 40
SAE 40
12
NG,A
MHP 154
SAE 40
15
NG,A,B
Seamax Extra 40
SAE 40
15
NG,A,B
TLX Plus 204
SAE 40
20
NG,A,B
SAE 40
12
NG,A
SAE 40
20
NG,A,B
Taro 12 XD 40
SAE 40
12
NG,A
Taro 20 DP 40
SAE 40
20
NG,A,B
Chevron (Texaco Delo 1000 Marine 40
+ Caltex + FAMM)
Delo 2000 Marine 40
02B - 6
VISCOSITY
Oil requirements & oil quality
SUPPLIER
ExxonMobil
BRAND NAME
VISCOSITY
BN
FUEL CATEG.
Delvac 1640
SAE 40
12
NG,A
Mobilgard ADL 40
SAE 40
15
NG,A,B
Mobilgard 412
SAE 40
15
NG,A,B
Mobilgard 1 SHC
SAE 40
15
NG,A,B
Indian Oil
Corporation
Servo Marine 1040
SAE 40
10
NG,A
Servo Marine 2040
SAE 40
20
NG,A,B
Petrobras
Marbrax CCD-410-AP
SAE 40
12
NG,A
Marbrax CCD-415
SAE 30
15
NG,A,B
Marbrax CCD-420
SAE 40
20
NG,A,B
Shell
Gadinia Oil 40
SAE 40
12
NG,A
Statoil
MarWay 1040
SAE 40
10.6
NG,A
Total / Lubmarine
Disola M 4015
SAE 40
14
NG,A
Disola M 4020
SAE 40
20
NG,A,B
*) NG = Natural gas
02B.8.
Allowed running hours for engines
lubricated with low ash gas engine oils and
using LFO periodically as a main fuel
V1
It is allowed to operate the W 32DF, W 34DF and W 50DF engines in
some extent on LFO when still using low ash gas engine oils.
The allowed running periods are depending on total yearly accumu‐
lated running hours as well as on the sulphur content of LFO quality.
If longer periods, than specified below, are operated on LFO, lubri‐
cating oil qualities according to the chapter 2.3 have to be used.
LFO qualities fulfilling ISO-F-DMX or DMA standard and having sul‐
phur content of max. 0.2 % m/m:
Engines accumulating > 4000 hours
yearly
Engines accumulating < 4000 hours
yearly
Max. running hours per week: 50
Max. running hours per week: 25
Max. running hours per month: 100
Max. running hours per month: 50
Max. running hours per year 400
Max. running hours per year: 200
02B - 7
Oil requirements & oil quality
LFO qualities fulfilling ISO-F-DMB standard and / or having sulphur
content of max. 0.2 - 0.5 % m/m:
02B.9.
Engines accumulating > 4000 hours
yearly
Engines accumulating < 4000 hours
yearly
Max. running hours per week: 25
Max. running hours per week: 15
Max. running hours per month: 50
Max. running hours per month: 25
Max. running hours per year 200
Max. running hours per year: 100
Continuous heavy fuel oil operation or
periodic operation with heavy fuel oil, light
fuel oil and natural gas
V1
In the W 32DF engine HFO as a main fuel can be used, if the engine
is modified according to the document 4V92A1109.
In the W 50DF engine it depends on the engine design, whether the
engine in question needs modifications in order to be able to run on
HFO or if the use of HFO is allowed without modifications. The mod‐
ifications are described in the document 4V92A1168.
When operating the W 50DF engines periodically on two or three fuel
qualities including heavy fuel, only one lubricating oil quality is needed
and that has to be chosen based on heavy fuel operation require‐
ments. Approved products are listed hereafter in the table included in
chapter 3.3.
02B.10.
Fresh lubricating oil requirements
Viscosity
Viscosity class SAE 40
Viscosity Index (VI)
Min. 95
Alkalinity (BN)
02B - 8
V1
Oil requirements & oil quality
The required lubricating oil alkalinity on HFO operation is tied to the
fuel specified for the engine, which is shown in the table hereafter.
FUEL STANDARDS AND LUBRICATING OIL REQUIREMENTS
Category
C
Fuel standard
ASTM D 975-01
GRADE NO. 4-D
ASTM D 396-04,
GRADE NO. 5-6
BS MA 100: 1996 DMC, RMA 10 RMK 55
CIMAC 2003
DC, A30 - K700
ISO 8217:
2005(E)
ISO-F-DMC,
Lube oil BN
30 - 55
RMA 30-RMK 700
For installations running periodically with two fuel qualities, i.e. natural
gas and heavy fuel or three qualities including additionally distillate
fuel, lubricating oil quality must be chosen based on heavy fuel op‐
erating requirements, i.e. BN 30 – 40 must be used. It’s the respon‐
sibility of the operator to follow the used lubricating oil condition, es‐
pecially alkali reserve (BN) and to ensure that a chosen lubricating oil
brand suits from BN point of view to the operating conditions resulting
from the fuel qualities being used. This is very important, since there
are several factors, like operating periods on each fuel quality, sulphur
content of each fuel quality and lubricating oil consumption all influ‐
encing on BN depletion rate.
It is recommended to use in the first place min. BN 50 lubricants when
operating continuously on heavy fuel. By continuous heavy fuel op‐
eration it is meant that natural gas operation can not be anticipated,
that only heavy fuel is available or that the engine is specified so that
only the use of heavy fuel is possible, see page 5, chapter 3. This
recommendation is valid especially for engines having wet lubricating
oil sump and using heavy fuel with sulphur content above 2.0 % m/
m. BN 30 and 40 lubricants can be used as well if experience shows
that the lubricating oil BN equilibrium remains at an acceptable level
and if operation on different fuels including natural gas, light fuel oil
and heavy fuel is taking place periodically. The optimum BN level of
fresh lubricating oil depends on sulphur content of each fuel being
used, operating periods on each fuel as well as on lubricating oil con‐
sumption of the engine in question
Further, on heavy fuelled installations BN 30 lubricants have eventu‐
ally a positive influence on cleanliness of the SCR catalyst. With BN
30 oils lubricating oil change intervals may be rather short, but lower
total operating costs may be achieved because of better plant avail‐
ability provided that the maintenance intervals of the SCR catalyst can
be increased.
An example of BN depletion curve with different BN lubricating oils is
shown hereafter.
02B - 9
Oil requirements & oil quality
Additives
The oils should contain additives that give good oxidation stability,
corrosion protection, load carrying capacity, neutralisation of acid
combustion and oxidation residues and should prevent deposit for‐
mation on internal engine parts (piston cooling gallery, piston ring
zone and bearing surfaces in particular).
Foaming characteristics
Fresh lubricating oil should meet the following limits for foaming ten‐
dency and stability, according to the ASTM D 892-92 test method:
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
Base oils
Use of virgin base stocks is only allowed, i.e. recycled or re-refined
base oils are not allowed.
02B - 10
Oil requirements & oil quality
02B.11.
Condemning limits for used lubricating oil
V1
When estimating the condition of used lubricating oil, the following
properties along with the corresponding limit values must be noted. If
the limits are exceeded, measures must be taken. Compare also with
guidance values for fresh lubricating of the brand used.
Property
Viscosity
Unit
cSt at 40 °C
Limit
max. 25% decrease
Test method
ASTM D 445
max. 45% increase
Viscosity
cSt at 100 °C
max. 20% decrease
ASTM D 445
max. 25% increase
Water
% V/V
max. 0.30
ASTM D 95 or D 1744
Base Number
mg KOH/g
min. 20
ASTM D 2896
Insolubles
% m/m in n-Pentane
max. 2.0
ASTM D 893b
Flash Point, PMCC
°C
min. 170
ASTM D 93
Flash Point, COC
°C
min. 190
ASTM D 92
02B - 11
Oil requirements & oil quality
02B.12.
Approved lubricating oil qualities for W
32DF, W 34DF and W 50DF engines
V1
In case of heavy fuel oil (HFO) as a main fuel is used periodically in
addition to natural gas (NG) and light fuel oil (LFO), BN 30 and 40
lubricating oils listed in the table hereafter have to be used. BN 50
and 55 lubricating oils listed here are recommended only to the en‐
gines running continuously on HFO.
SUPPLIER
BP
Castrol
Cepsa
Chevron (Texaco +
Caltex + FAMM)
Chinese Petroleum
Corporation
ENI S.p.A.
02B - 12
BRAND NAME
VISCOSITY
BN
FUEL
CATEG.
Energol IC-HFX 304
SAE 40
30
NG,A,B,C
Energol IC-HFX 404
SAE 40
40
NG,A,B,C
Energol IC-HFX 504
SAE 40
50
C
TLX Plus 304
SAE 40
30
NG,A,B,C
TLX Plus 404
SAE 40
40
NG,A,B,C
TLX Plus 504
SAE 40
50
C
TLX Plus 554
SAE 40
55
C
Troncoil 3040 PLUS
SAE 40
30
NG,A,B,C
Troncoil 4040 PLUS
SAE 40
40
NG,A,B,C
Troncoil 5040 PLUS
SAE 40
50
C
Ertoil Koral 3040 SHF
SAE 40
30
NG,A,B,C
Ertoil Koral 4040 SHF
SAE 40
40
NG,A,B,C
Ertoil Koral 5040 SHF
SAE 40
50
C
Taro 30 DP 40
SAE 40
30
NG,A,B,C
Taro 40 XL 40
SAE 40
40
NG,A,B,C
Taro 50 XL 40
SAE 40
50
C
Delo 3000 Marine 40
SAE 40
30
NG,A,B,C
Delo 3400 Marine 40
SAE 40
40
NG,A,B,C
Delo 3550 Marine 40
SAE 40
55
C
Marilube Oil W 304
SAE 40
30
NG,A,B,C
Marilube Oil W 404
SAE 40
40
NG,A,B,C
Marilube Oil W 504
SAE 40
50
C
Cladium 300 S SAE 40
SAE 40
30
NG,A,B,C
Cladium 400 S SAE 40
SAE 40
40
NG,A,B,C
Cladium 500 S SAE 40
SAE 40
50
C
Cladium 550 S SAE 40
SAE 40
55
C
Oil requirements & oil quality
SUPPLIER
ExxonMobil
BRAND NAME
VISCOSITY
BN
FUEL
CATEG.
Mobilgard M 430
SAE 40
30
NG,A,B,C
Mobilgard M 440
SAE 40
40
NG,A,B,C
Mobilgard M50
SAE 40
50
C
Exxmar 30 TP 40
SAE 40
30
NG,A,B,C
Exxmar 40 TP 40
SAE 40
40
NG,A,B,C
Exxmar 50 TP 40
SAE 40
50
C
MAEO 4040
SAE 40
40
NG,A,B,C
MAEO 4050
SAE 40
50
C
Titan PSW 40 SAE 40
SAE 40
40
NG,A,B,C
Titan PSW 55 SAE 40
SAE 40
55
C
Servo Marine K-3040
SAE 40
30
NG,A,B,C
Servo Marine K-4040
SAE 40
40
NG,A,B,C
Servo Marine K-5040
SAE 40
50
C
Servo Marine K-5540
SAE 40
55
C
Aquamor 130MD
SAE 40
30
NG,A,B,C
Aquamor 140MD
SAE 40
40
NG,A,B,C
Aquamor 150MD
SAE 40
50
C
Nippon Oil Corporation Marine T 304
SAE 40
30
NG,A,B,C
Marine T 404
SAE 40
40
NG,A,B,C
Marine T 504
SAE 40
50
C
Martron 430
SAE 40
30
NG,A,B,C
Martron 440
SAE 40
40
NG,A,B,C
Martron 450
SAE 40
50
C
Salyx 430
SAE 40
30
NG,A,B,C
Salyx 440
SAE 40
40
NG,A,B,C
Salyx 450
SAE 40
50
C
Marbrax CCD-430
SAE 40
30
NG,A,B,C
Marbrax CCD-440
SAE 40
40
NG,A,B,C
Marbrax CCD-450
SAE 40
50
C
Petromar XC 3040
SAE 40
30
NG,A,B,C
Petromar XC 4040
SAE 40
40
NG,A,B,C
Petromar XC 5540
SAE 40
55
C
Disrol 300 SAE 40
SAE 40
30
NG,A,B,C
Disrol 400 SAE 40
SAE 40
40
NG,A,B,C
Disrol 500 SAE 40
SAE 40
55
C
Neptuno W NT 4000 SAE 40
SAE 40
40
NG,A,B,C
Neptuno W NT 5500 SAE 40
SAE 40
55
C
FL Selenia S.p.A.
Fuchs
Indian Oil Corporation
Morris Lubricants
Pertamina
Petrobras
Petron
Petronas
Repsol YPF
02B - 13
Oil requirements & oil quality
SUPPLIER
BRAND NAME
VISCOSITY
BN
FUEL
CATEG.
Saudi Arabian
Lubricating Oil
Company (Petrolube)
Petromin Petropower 2-40
SAE 40
30
NG,A,B,C
Petromin Petropower 3-40
SAE 40
40
NG,A,B,C
Petromin Petropower 4-40
SAE 40
55
C
Shell
Argina T 40
SAE 40
30
NG,A,B,C
Argina X 40
SAE 40
40
NG,A,B,C
Argina XL 40
SAE 40
50
C
Aurelia XL 4030
SAE 40
30
NG,A,B,C
Aurelia XL 4040
SAE 40
40
NG,A,B,C
Aurelia XL 4055
SAE 40
55
C
Aurelia TI 4030
SAE 40
30
NG,A,B,C
Aurelia TI 4040
SAE 40
40
NG,A,B,C
Aurelia TI 4055
SAE 40
55
C
Total / Lubmarine
*) NG = Natural gas
02B.13.
Additional requirements and
recommendations
V1
LUBRICATING OIL LEVEL:
The intervals between lubricating oil changes may be extended by
adding oil daily to keep the oil level constantly close to the maximum
level.
CHANGE OF LUBRICATING OIL BRAND:
If the main fuel type is changed from natural gas to light fuel oil or
heavy fuel oil, or vice versa, change the lubricating oil to a suitable
product as shown in the chapters 1.3, 2.3 and 3.3 of this document.
In order to minimize the risk of lubricating oil foaming, deposit forma‐
tion, blocking of lubricating oil filters, damage of engine components,
etc., the following procedure should be followed when lubricating oil
brand is changed from one to another:
● If possible, change the lubricating oil brand in connection with an
engine (piston) overhaul
● Drain old lubricating oil from the lubricating oil system
● Clean the lubricating oil system in case of an excessive amount
of deposits on the surfaces of engine components, like crankcase,
camshaft compartment, etc.
● Fill the lubricating oil system with fresh lubricating oil
02B - 14
Oil requirements & oil quality
If the procedure described above is not followed, responsibility of
possible damage and malfunctions caused by lubricating oil change
should always be agreed between the oil company and customer.
USE OF NON-APPROVED LUBRICATING OILS:
Before using a lubricating oil not listed in the tables above, the engine
manufacturer must be contacted. Lubricating oils that are not ap‐
proved have to be tested according to engine manufacturer’s proce‐
dure.
Should unapproved lubricating oils be used during the engine war‐
ranty period, and there exist no agreement with the engine manufac‐
turer about testing, the engine guarantee does not hold.
02B.14.
Approved lubricating oils for engine turning
device
V1
It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40
°C = ISO VG 460 as lubricating oils for turning device.
LUBRICATING OILS FOR ENGINE TURNING DEVICE
SUPPLIER
BRAND NAME
VISCOSITY
cSt at 40 °C
BP
Energol GR-XP 460
460
30.5
95
Castrol
Alpha SP 460
460
30.5
95
Chevron
(Texaco +
Caltex +
FAMM)
Meropa 460
460
31.6
100
ENI S.p.A.
Blasia 320
300
23.0
95
ExxonMobil
Mobilgear 600 XP
460
460
30.6
96
437
27.8
96
Mobilgear 634
VISCOSITY VISCOSIT
cSt at 100 °C Y INDEX
(VI)
Shell
Omala Oil 460
460
30.8
97
Total /
Lubmarine
Epona Z 460
470
30.3
93
02B - 15
Oil requirements & oil quality
02B.15.
Lubricating oils for governor / actuator
V1
An oil of viscosity class SAE 30 or SAE 40 is suitable and usually the
same oil can be used as in the engine. Turbocharger oil can also be
used in the governor. In low ambient conditions it may be necessary
to use a multigrade oil (e.g. SAE 5W-40) to get a good control during
start-up. Oil change interval: 2000 service hours.
02B.16.
Lubricating oils for coupling of pilot fuel
pump
V1
ONLY FOR W 32DF and W 34DF:
It is recommended to use lithium soap based EP-greases having a
penetration of 300 - 350 when measured according to the ASTM D
217 standard and being classed as NLGI Grade 1 at 30 - 70 °C op‐
erating temperature.
LUBRICATING OILS FOR COUPLING OF PILOT FUEL PUMP
SUPPLIER
BRAND NAME
BP
Energrease 1
Energrease SY 4601
Castrol
Spheerol EPL 1
Chevron (Texaco + Caltex +
FAMM)
Dura-Lith Grease EP 1
ENI S.p.A.
GR-MU EP 1
ExxonMobil
Beacon EP 1
Mobiltemp 78
Mobilux EP 111
Mobilith SHC 460
02B - 16
IP
Athesia EP 1
Shell
Alvania EP 1
Raw water quality
02C. Raw water quality
02C.1.
Raw water quality and approved cooling
water additives
Revision: e
Document No:
4V92A0765
FOR WÄRTSILÄ50DF, ENGINE TYPES
02C.2.
Raw water quality
V8
V3
Raw water for the closed cooling water circuits of engines has to meet
the following specification:
Property
Limit
pH
min. 6.5
Hardness
max. 10 °dH
Chlorides
max. 80 mg/l
Sulphates
max. 150 mg/l
For raw water, evaporated water and a good quality tap water are
normally recommended. Water from a reverse osmosis process may
also be used if it meets the specifications. Untreated sea water, fresh
water and rain water are unsuitable.
02C - 1
Raw water quality
02C.3.
Approved cooling water additives
Manufacturer
S.A. Arteco N.V.
Additive name
Havoline XLi
Technologiepark-Zwijnaarde 2
B-9052 Ghent/Zwijnaarde, Belgium
Ashland Specialty Chemical
Drewgard 4109
Drew Industrial
One Drew Plaza
Boonton, NJ 07005, USA
Ashland Specialty Chemical
DEWT-NC powder
Drew Marine
Liquidewt
One Drew Plaza
Maxigard
Boonton, NJ 07005, USA
Chevron Global Lubricants
Havoline XLi
6101 Bollinger Canyon Road
San Ramon, CA 94583
GE Water and Process Technologies
CorrShield NT 4293
Interleuvenlaan 25
B-3001 Heverlee, Belgium
CorrShield NT 4200
GE Water and Process Technologies
4636 Somerton Road
Trevose
PA 19053, United States
Houseman Ltd
Cooltreat 651
The Priory, Burnham
Slough SL1 7LS, UK
Kuwait Petroleum (Danmark) AS
Q8 Corrosion Inhibitor Long-Life
Hummetoftveij 49
DK-2830 Virum, Denmark
Maritech AB
Marisol CW
Box 143
S-29122 Kristianstad, Sweden
Nalco Chemical Company
One Nalco Centre
Naperville, Illinois
60566-1024 USA
02C - 2
Trac 102 (ex-Nalcool 2000)
V5
Raw water quality
Manufacturer
Additive name
Nalfleet Marine Chemicals
Trac 102 (ex-Nalcool 2000)
PO Box 11
Nalfleet EWT 9-108
Winnington Avenue, Northwich
Cheshire, CW8 4DX, UK
Rohm & Haas
RD11
La Tour de Lyon
RD11M
185, Rue de Bercy
RD25
75579 Paris, Cedex 12, France
Suomen KL-Lämpö Oy
Korrostop KV
Keisarinviitta 22
33960 Pirkkala, Finland
Total
WT Supra
Diamant B, 16, rue de la République
92922 Paris La Défense Cedex, France
Unitor ASA
Dieselguard NB
P.O. Box 300 Skøyen
Rocor NB liquid
N-0212 Oslo, Norway
Cooltreat AL
Vecom Holding BV
Vecom CWT Diesel QC-2
PO Box 27
3140 AA Maassluis, The Netherlands
In order to prevent corrosion in the cooling water system, the instruc‐
tions of right dosage and concentration of active corrosion inhibitors
should always be followed. The information can be found in the table
below.
Product designation
Corrshield NT 4293
Dosage per 1 m³ of system capacity
Concentration of active corrosion
inhibitor
10 litres
670 - 1000 ppm as NO2
Drewgard 4109
16 - 30 li-tres
640 - 1200 ppm as NO2
DEWT-NC powder
3 - 4.5 kg
1500 - 2250 ppm as NO2
Drewgard 4109
16 - 30 litres
640 - 1200 ppm as NO2
Liquidewt
8 - 12 litres
Maxigard
16 - 30 litres
470 - 700 ppm as NO2
Cooltreat 651
5 litres
800 ppm as NO2
Q8 Corrosion Inhibitor
50 - 100 litres
1.8 - 3.7 Brix° of active compounds
CorrShield NT 4200
Long-Life
640 - 1200 ppm as NO2
measured with a supplier’s refrac‐
tometer
02C - 3
Raw water quality
Product designation
Dosage per 1 m³ of system capacity
Concentration of active corrosion
inhibitor
Maricol CW
6 - 9 litres
1000 - 1500 ppm as NO2
Trac 102 (ex-Nalcool 2000)
32 - 48 litres
1000 - 1500 ppm as NO2
Nalfleet EWT 9 - 108
2.25 - 3.4 litres
670 - 1000 ppm as NO2
Korrostop KV
20 - 25 litres
120 - 150 ppm as Mo
RD11 (RD11M)
5 kg
1250 ppm as NO2
RD25
50 litres
710 ppm as Mo
Havoline XLi
50 - 100 litres
1.8 - 3.7 Brix° of active compounds
measured with a supplier’s refrac‐
tometer
WT Supra
50 - 100 litres
1.8 - 3.7 Brix° of active compounds
measured with a supplier’s refrac‐
tometer
Dieselguard NB
2.0 - 4.8 kg
1000 - 2400 ppm as NO2
Rocor NB Liquid
9.5 - 24 litres
1000 - 2400 ppm as NO2
Cooltreat AL
50 - 100 litres
1.8 - 3.7 Brix° of active compounds
measured with a supplier’s refrac‐
tometer
Vecom CWT Diesel QC-2
6 - 10 litres
1500 – 2500 ppm as NO2
Note!
For many products the recommended minimum and maximum limits
are listed in the table above. Since the amount of active corrosion
inhibitors, especially nitrites, decreases during service, the engine
manufacturer recommends to start the dosage from the upper level
of indicated range.
Note!
The nitrite content of nitrite-based cooling water additives tends to
decrease in use. The risk of local corrosion increases substantially
when nitrite content goes below the recommended limit.
Note!
Cooling water additive manufacturers can indicate the required nitrite
content measured either as sodium nitrite, NaNO2 or as nitrite, NO2.
1 mg/l as NO2 is equivalent to 1.5 mg/l as NaNO2.
02C - 4
Raw water quality
02C.4.
Use of glycol
V3
If a freezing risk exists, glycol needs to be added to cooling water.
Since glycol alone does not protect the engine and cooling water sys‐
tem against corrosion, an approved cooling water additive must also
be used. All approved cooling water additives are compatible with
glycol.
Ready-to-use mixtures containing both glycol and corrosion inhibitors
are not permitted since the concentration of each component cannot
be individually optimized. Usually, if the inhibitor concentration is cor‐
rect, the glycol concentration will be unnecessarily high. No reduction
in the glycol concentration is possible without increasing the risk of
corrosion.
The amount of glycol in a closed cooling water systems should always
be minimized since glycol adversely affects the heat transfer proper‐
ties of water. Therefore it may be necessary to de-rate the engine if
glycol is used; see document DAAE062266 for more information.
Two types of glycol are available: monopropylene glycol (MPG) and
monoethyleneglycol (MEG). So called industrial qualities of both gly‐
col types can be used, but MPG is considered to be less harmful to
the environment.
02C - 5
Raw water quality
02C - 6
Start, Stop and Operation
03. Start, Stop and Operation
03.1.
V1
Turning of the crankshaft
V2
Turning is performed by means of an electrically driven turning device
built on the engine.
The turning device consists of an electric motor which drives the turn‐
ing gear through a gear drive and a worm gear. There is a control box,
including a cable, which allows the turning to be accomplished from
any position near the engine. The turning speed is about 1/3 rev/min.
The engaging and disengaging of the turning gear is done by the lev‐
er. The lever is secured by a locking pin.
The turning device is provided with a stop valve which prevents the
engine from starting in case the turning gear is engaged. For more
information see Starting air system.
For careful adjustment of the crankshaft position there is a hand wheel
with which it is possible to perform manual turning.
Electrically driven turning device for In-Line engine
1
2
3
4
5
6
7
8
1. Lever for turning gear engaged (TGE), 2. Vent hole, 3. Drain hole, 4. Locking
pin, 5. Lever for turning gear disengaged (TGD), 6. Hand wheel, 7. Drain hole,
8. Grease nipple.
Fig 03-1
V2
03 - 1
Start, Stop and Operation
Electrically driven turning device for V-engine
1
2
3
4
5
6
7
8
1. Vent hole, 2. Filling hole, 3. Lever for turning gear engaged (TGD), 4. Locking
pin, 5. Hand wheel, 6. Lever for turning gear disengaged (TGD), 7. Drain hole,
8. Grease nipple.
Fig 03-2
V1
03.1.1. Maintaining the turning device
V1
Secondary shaft
Grease the secondary shaft of the turning gear with water resistant
grease according to the maintenance schedule in chapter 04.
The greasing takes place with the turning gear engaged (the secon‐
dary shaft in the in-position), when the extra grease comes out from
the locking pin bore in the other end of the shaft. Excessive greasing
is to be avoided.
Oil change
Change the gear box lubricating oil once during the first year of op‐
eration. Approved lubricating oils, can be found in the end of chapter
02. After that, oil should be changed according to chapter 04.
Check also that the vent hole (3) is open.
03 - 2
Start, Stop and Operation
03.2.
1
Drain old oil, preferably when warm, through the drain hole (4).
2
Rinse the gear box with clean, thin fluid oil.
3
Fill the gear box with oil (according to the table in section 02.2.8)
through the filling hole (5) until the oil level reaches the level screw.
Utmost cleanliness must be observed.
4
Close the oil holes and drive the turning device a few revolutions.
5
Check the oil level and fill, if necessary.
Start
V1
Before starting the engine, check that:
● the fuel system is in running order (correct preheating, correct
pressure, sufficient precirculation to heat the fuel injection pumps).
● the LT- and HT-circulating systems and the raw water system are
in running order (correct pressures, circulating water preheated
and precirculated sufficiently to heat the engine, see Fig 03-3).
● the oil level in the governor is correct.
● the starting air pressure exceeds 15 bar (normally, 10 bar is still
sufficient to start the engine, see also section 01.2).
● the instrument air pressure is correct (See section 01.2).
● the starting air system is drained of condensate.
All covers and protecting shields are to be mounted before starting
the engine. Covers should be removed only occasionally for e.g.
measurements and checks.
Before starting the engine, ensure that possible maintenance and
service operations have been finished and all personnel have been
moved away from the engine room and other risk areas.
Note!
Never leave the engine running with covers removed.
Caution!
Avoid running the engine in gas mode without load. There is a risk for
misfiring which may lead to unburned gas entering the exhaust sys‐
tem causing a gas explosion.
03 - 3
Start, Stop and Operation
Output de-rating factor as function on HT water temperature
1
0,8
0,6
0,4
0,2
0
40
45
50
55
60
65
70
75
80
C˚
Fig 03-3
V1
03.2.1. Manual start
V2
Before the PLC activates a start request the engine must be ready for
start. There is a list of conditions to be fulfilled before starting in sec‐
tion 23.6.
03 - 4
1
Start the prelubricating oil pump to obtain a lubricating oil pressure,
min. approx. 0.5 bar, or if full flow electric lubricating pumps are in‐
stalled, adjust the pressure to nominal. (See section 01.2).
2
Due to the automatic slow turning function it is not required to turn the
engine with air before starting, but always when there is time available
turn the crankshaft two revolutions with turning gear keeping the stop
lever in stop position (S), see Fig 03-4.
3
Disengage the turning gear from the flywheel.
4
Check that the automatic alarm and stop devices in the installation
are set in operation.
5
Check that the stop lever is in work position (N). See Fig 03-4.
6
Open the starting air valve and shut the blow-off valve when there is
no more condensate.
Start, Stop and Operation
7
Choose the mode of operation (diesel mode with pilot injection / diesel
mode without pilot injection / gas mode). The pilot fuel injection should
be omitted only if mono-needle type injectors are installed.
Stop lever position
N
S
N.Normal,S.Stop.
Fig 03-4
8
V1
Give a start command from the master console. If the engine has not
been running during last 30 minutes it will do automatic slow-turning
and the engine turns slowly two turns. When slow turning is over the
engine immediately takes a full start. The start signal is automatically
on for 12 seconds or until the engine has reached the preset speed.
(More detailed information in chapter 22.)
Note!
Re-start of the engine is possible after the ventilation sequence of the
exhaust system is finished. The exhaust system is equipped with au‐
tomatic ventilation and it will stay open for a while (see installation
documentation) after the stop. During this time the start will be
blocked.
Warning!
Despite the safety system, there is always a risk of an explosion when
dealing with gas. To avoid possible accidents, no-one should remain
in the engine room and boiler/silencer room during an engine start.
9
Check immediately after start that the pressure and temperature val‐
ues are normal. Check that all cylinders are firing, if not, the engine
must be stopped and the misfiring cylinders should be checked.
03 - 5
Start, Stop and Operation
03.2.2. Remote- and automatic start
V1
See installation specific instructions.
03.3.
Starting after a prolonged stop (more than
8 h)
V1
1
Check:
● the lubricating oil level in the oil tank
● the lubricating oil pressure
● the circulating water level in the expansion tank
● LT/HT water pressure
● the raw water supply
● the fuel oil level in the day tank
● the fuel oil pressure
● the starting air pressure
● the governor oil level (sight glass or stick)
● that the fuel racks move freely to prevent risk of overspeed
2
Observe section 03.2.1
3
After starting check:
● that the starting air distributing pipes are not hot at any cylinder
(leakage from the starting valve)
● the governor oil level
● exhaust gas temperatures after each cylinder (all fuel pumps are
operating)
03 - 6
Start, Stop and Operation
03.4.
Starting after overhaul
V2
1
Check that the connections between the speed governor, overspeed
trip and injection pumps are set correctly (hold original values in fuel
pumps in relation to governor position) and move freely. Check that
all connections are locked properly and that the injection pump racks
move freely in the pumps.
2
Release the overspeed trip manually the speed governor control lever
being in max. position and the stop lever in work position. Check that
all injection pump racks move to a value less than 5 mm.
3
If the injection pump, camshaft or its driving mechanism have been
touched, check the fuel pump timing, see chapter 16 and refer to val‐
ues in setting table included in the Official Trial Report. Adjust the
timing if necessary.
4
Check the cooling water system for leakage, especially:
● the lower part of the cylinder liner
● the oil cooler (installation)
● the charge air cooler(s)
03.5.
5
Check and adjust the valve clearances. If the camshaft or its driving
mechanism have been touched, check, at least, the valve timing of
one cylinder (V engines: on each cylinder bank). For guidance values
see section 06.2
6
Start the priming pump. Adjust the pressure so that oil appears from
all the bearings and lubricating nozzles, from the piston cooling oil
outlet and from the valve mechanism. Adjust the oil pressure to nom‐
inal (see section 01.2) and check that there is no leakage from the
pipe connections inside or outside the engine.
7
Rags or tools left in the crankcase untensioned or unlocked screws
or nuts (those which are to be locked) worn-out self-locking nuts, may
cause total breakdown. Well cleaned oil spaces (oil sump and cam‐
shaft spaces) save the oil pump and oil filter.
8
When starting see the instructions in section 03.2.1 and section
03.3.
Stop
V1
The engine can always be stopped manually (with the stop lever, see
Fig 03-4) independent of the remote control or automation system.
03 - 7
Start, Stop and Operation
Warning!
When overhauling the engine, make absolutely sure that the auto‐
matic start and the priming pump are inoperative. Close the starting
air shut-off valve located before the solenoid valve. Otherwise it might
cause engine damage and/or personal injury.
Move the stop lever into STOP position.
If the engine is to be stopped for a long time, it is advisable to cover
the exhaust pipe opening.
The lubricating oil system on a stopped engine should be filled with
oil every second day by priming the engine. At the same time, turn
the crankshaft into a new position. This reduces the risk of corro‐
sion on journals and bearings when the engine is exposed to vibra‐
tions. Start the engine once a week to check that everything is in or‐
der.
Prolonged stop
Circulate the cooling water properly once in a while during possible
prolonged stops (months) of the engine and keep the cooling water
additive (nitrite) dosage at least at the maximum recommended level
and preferably at 1,5 times the normal dosage.
The measures needed when keeping the engine stopped for a long
time depend much on the conditions in the place of storage.
If the engine is to be removed from service for months, please contact
Wärtsilä for further instructions.
03.5.1. Manual stop, gas mode
1
V1
Engines provided with built-on cooling water pumps: Idling the engine
before stopping is not possible.
Engines provided with separate cooling water pumps: Idling the en‐
gine before stopping is not possible. Run the cooling water pumps for
5 more minutes.
2
03 - 8
Stop the engine by giving a stop command from the master console.
Normally when the stop command is given the engine starts to de‐
crease the load automatically until it is near zero and the engine stops.
The time of slowing down offers a good opportunity to detect possible
abnormal sounds.
Start, Stop and Operation
03.5.2. Manual stop, diesel mode
1
V1
Engines provided with built-on cooling water pumps: Idle the engine
5...7 min before stopping.
Engines provided with separate cooling water pumps: Idle the engine
3...5 min before stopping. Run the cooling water pumps for 5 more
minutes.
2
Stop the engine by moving the stop lever in stop position (see Fig
03-4). The time of slowing down offers a good opportunity to detect
possible abnormal sounds.
03.5.3. Automatic stop
V1
The automatic shut down system is activated by some disturbance in
the system. A stop signal is energized simultaneously with the stop
solenoid in the speed governor and the pneumatic stop valve on the
engine. Through the pneumatic stop valve air is fed to a stop cylinder
fitted on each fuel pump which drives the pumps to stop position.
03.6.
Normal operation supervision
V1
If an alarm limit is reached and an alarm is activated, the engine sit‐
uation is already serious. All necessary counter measures must be
taken to remove this emergency condition and return to normal op‐
erating conditions. As the abnormal operating situation may cause
damages to the engine, all efforts must be put into returning to the
normal operating situation instead of just waiting for an automatic shut
down of the engine.
Note!
There is no automatic supervision or control arrangement that could
replace an experienced engineer's observations. LOOK and LISTEN
to the engine.
Strong gas blow-by
Strong gas blow-by past the pistons is one of the most dangerous
things that can occur in a diesel engine. If gas blow-by is suspected
(e.g. because of a sudden increase of the lubricating oil consumption)
check the crankcase pressure. If the pressure exceeds 30 mm H2O,
check the crankcase venting system. If that is in good working con‐
dition, pull the pistons!
03 - 9
Start, Stop and Operation
Operation at loads below 20 %
Operation at loads below 20 % of rated output should be limited to
maximum 100 hours continuously when operating on heavy fuel by
loading the engine above 70 % of rated load for one hour before con‐
tinuing the low load operation.
Idling (i.e. main engine declutched or generator disconnected) should
be limited as much as possible. Warming-up of the engine for more
than 5 minutes before loading, as well as idling more than 5 minutes
before stopping is unnecessary and should be avoided.
03.6.1. Supervising the engine, every second day or
after every 50 running hours
1
V1
Read all temperatures and pressures and, at the same time, the load
of the engine. All temperatures are more or less dependent on the
load, and the lubricating oil, cooling water pressures (built-on pumps)
are dependent on the speed. Therefore, always compare the values
read with those at corresponding load and speed in the Acceptance
Test Records and curves. Guidance values are stated in chapter 01.
The charge air temperature should, in principle, be as low as possible
at loads higher than 60 %, however, not so low that condensation
occurs, see Fig 03-5.
03 - 10
2
Check the indicator for pressure drop over gas and liquid fuel filters.
When the pressure drop over the filters increases, the feed pressure
to the engine might become too low and the output of the engine must
be decreased. Too high of a pressure drop may also result in defor‐
mation of filter cartridges.
3
Check the indicator for pressure drop over the lubricating oil filters.
Too large of a pressure drop indicates clogged filter cartridges, which
results in reduced oil filtration when the by-pass valve is open. Re‐
duced oil filtration results in increased wear. Vent filters and, if no
improvement, change the cartridges.
4
Check the oil level in the oil sump/oil tank. Estimate the appearance
and consistency of the oil. A simple control of the water content: A
drop of oil on a hot surface (about 150°C), e.g. a hot-plate. If the drop
keeps "quiet", it does not contain water; if it "frizzles" it contains water.
Compensate for oil consumption by adding max. 10 % fresh oil at a
time.
5
Check the ventilation (de-aerating) of the engine cooling water sys‐
tem. Check that the leakage from the telltale hole of the cooling water
pumps are normal (slight).
6
Check that the drain pipes of the air coolers are open.
Start, Stop and Operation
7
Check that the telltale holes of the oil coolers and the cooling water
coolers are open.
8
Clean the compressor side of the turbocharger by injecting water. See
the instruction manual of the turbocharger.
9
Running in diesel mode without pilot fuel injection, check the quantity
of leak fuel.
Water dewpoint ˚C
Amb air temperature ˚C
Condensation in charge air coolers
Fig 03-5
60
50
40
30
20
10
0
10
20
30
40
50
60
70
f=40
f=60
f=80
f=100
f=Relative humidity %
P=Air manifold pressure
bar abs
P=1,5
P=4,5
P=3,5
P=2,5
.01 .02 .03 .04 .05 .06 .07 .08 .09
Water content (kg water/kg dry air)
V2
Example: If the ambient air temperature is 35°C and the relative hu‐
midity is 80 % the water content in the air can be read from the dia‐
gram (0.029 kg water/kg dry air). If the air manifold pressure (receiver
pressure) under these conditions is 2.5 bar, i.e. absolute air pressure
in the air manifold is abt. 3.5 bar (ambient pressure + air manifold
pressure), the dew point will be 55°C ( from diag.). If the air temper‐
ature in the air manifold is only 45°C, the air can only contain 0.018
kg/kg (from diag.). The difference, 0.011 kg/kg (0.029-0.018) will ap‐
pear as condensed water.
03 - 11
Start, Stop and Operation
03.6.2. Supervising the engine, once a month or after
every 500 running hours
V3
1
Clean the centrifugal lubricating oil filters.
2
Clean the turbine side of the turbocharger by injecting water. See
chapter 15 and the Instruction manual in chapter 04 for the turbo‐
charger.
3
Check content of additives in the circulating water.
4
Keep the injection pump racks clean.
5
Check the cylinder pressures At the same time, note the load of the
engine. Fuel rack position, turbine speed, charge air pressure and
inlet air temperature all offer an accurate estimation of the engine
load.
Note!
Measurement of cylinder pressures without simultaneous measure‐
ment of the engine load is practically worthless.
03.6.3. Supervising the engine, in connection with
maintenance work
1
V1
Record the following steps and the running hours in the engine log:
● lubricating oil sampling (record also operating time of oil). Lubri‐
cating oil analyzes without statement of operating time is of limited
value ("go - no go" only).
● lubricating oil changes
● cleaning of centrifugal lubricating oil filters
● cleaning of lubricating and fuel oil filter cartridges
● change of parts in connection with maintenance according to
chapter 04
2
Disconnect the electronic equipment according to the instructions in
Appendix 00B, if any welding is performed on the engine. Keep the
return connection near the welding point.
Caution!
Welding may, if incorrectly performed, cause serious injury on the
electronic engine control system.
03 - 12
Start, Stop and Operation
03.7.
Supervising the operation after overhaul
V1
1
At the first start, listen carefully for possible jarring sounds. If anything
is suspected, stop the engine immediately, otherwise stop the engine
after 5 minutes idling at normal speed. Check at least the tempera‐
tures of the main and big end bearing and of all other bearings which
have been opened. Make visual inspection from below to the cylinder
liners and piston skirts which have been opened. If everything is in
order, restart.
2
Check that there is no leakage of gas, water, fuel, cooling oil or lubri‐
cating oil. Especially observe the fuel lines, injection pumps and in‐
jection valves. Watch the quantities emerging from the leak oil pipes!
Caution!
Check that the starting air distributing pipe is not hot at any cylinder
(leaky starting valve). May cause explosion!
3
After overhauling, the following instructions are especially important:
● Check pressures and temperatures.
● Check the automatic alarm and stop devices.
● Check the pressure drop over the fuel filter and lubricating oil filter.
● Check the oil level in the oil sump/oil tank. Estimate the condition
of the oil.
● Check the ventilation (de-aerating) of the engine circulating water
system.
● Check the quantity of leak fuel in diesel mode, pilot pump switched
off.
● Check the telltale holes of the coolers.
● Check the content of additives in the circulating water.
● Listen for jarring sounds.
● Check the crankcase pressure.
● Check the starting air pipes.
● Vent the filters.
03.8.
Running-in
V1
The running-in of a new engine must be performed according to pro‐
gramme in Fig 03-6. It is also recommended that running-in procedure
is performed after following maintenance jobs.
03 - 13
Start, Stop and Operation
1
After piston overhaul, follow program A in Fig 03-6.
The piston rings have slid into new positions and need time to bedin. If the program cannot be followed, do not load the engine fully for
4 h, at least.
2
After changing piston rings, pistons or cylinder liners and after honing
of cylinder liners follow program B in Fig 03-6 as closely as possible.
If the program cannot be followed, do not load the engine fully for 10
h, at least.
Note!
Avoid "running-in" at continuous and constant low load
The important thing is to vary the load several times. The ring groove
will have a different tilting angle at each load stage, and consequently
the piston ring a different contact line to the cylinder liner.
The running-in may be performed either on distillate or heavy fuel,
using the normal lubricating oil specified for the engine.
For use of running-in filters see chapter 18
Running-in program
L%
100
90
80
70
60
50
40
30
20
10
0
A
B
1
2B
2A
1
2
3
4
5
6
7
8
9
10 h
T
A.......... After piston overhaul
B__________ After change of piston rings, pistons or cylinder liners, after honing
of cylinder liners
L.Engine load,T.Operating hours
1. Stop.Check big end bearing temperatures and inspect the cylinder liners and
pistons from below.
2. Endof running-in programme. Engine may be put on normal load.
Fig 03-6
03 - 14
V1
Start, Stop and Operation
03.9.
Loading
V1
Engine loading, see Fig 03-7.
The loading of the engine is subjected to a heated engine with HTwater temperatures ≥70°C.
Lubrication oil temperatures ≥40°C.
If the temperatures are lower the loading time must be twice as long.
Normally the loading is automatically controlled by the engine control
system.
Engine loading curve, diesel mode
L%
100
75
1
2
3
50
25
0
0
30
60
90
120
150
180
300
360
T (s)
L.Engine load,T.Time
1.Emergency load
2.Normal max. loading in operating condition
3.Load acceptance with preheated engine in stand-by condition
(HT-water temperature min. 70°C, Lub.oil temperature min. 40°C)
Fig 03-7
V1
03 - 15
Start, Stop and Operation
Engine loading curve, gas mode
L%
100
G
75
50
25
G
0
0
30
60
90
120
150
180
570
600
T (s)
L.Engine load,T.Time
G.Gas operation
Fig 03-8
03 - 16
V1
Wärtsilä 50DF Engine O&MM
04.
04. Maintenance schedule
Maintenance schedule
Maintain the engine regularly according to the maintenance schedule. Regular maintenance
helps to avoid engine malfunction and increases the engine's lifespan.
The actual operating conditions and the quality of the fuel used have a large impact on the
recommended maintenance intervals. Because of the difficulty in anticipating the engine
operating conditions encountered in the field, the maintenance intervals stated in the
schedule are for guidance only.
NOTE
Do not exceed the maintenance intervals during the warranty period.
If there is any sign indicating the need for a maintenance operation in advance of the
scheduled time, prudent industry practice dictates that the maintenance operation must be
performed. Likewise, if an inspection or observation reveals wear of any part or use beyond
the prescribed tolerances, replace the part immediately.
In some cases, the fuel quality used affects the length of the maintenance intervals.
The maintenance schedule distinguishes the following fuel types:
HFO 1
Heavy fuel oil of normal quality
HFO 2
Heavy fuel oil of a quality below normal standard quality
DO
Diesel oil or light fuel oil (LFO)
NG
Natural gas
For more information on the fuel types, see the fuel specifications and limit values.
For maintenance instructions, see the references given in the schedule. Also see the
turbocharger instructions and other equipment manufacturer's instructions.
04.1
Basic maintenance principles
v3
GUID-A703D9C0-545A-47DC-B6E2-3CA64DEFC05C
● Observe utmost cleanliness and order during all maintenance work.
● Before dismantling, check that all concerned systems are drained and the pressure
released.
● After dismantling, immediately cover the lubricating oil, fuel oil and air holes with tape,
plugs, clean cloth or similar means.
● When exchanging a worn-out or damaged part provided with an identification mark
stating cylinder or bearing number, mark the new part with the same number on the
same spot. Enter every exchange in the engine log along with the clearly stated reason
for the exchange.
● Always renew all gaskets, sealing rings and O-rings at maintenance work.
NOTE
The O-rings in the cooling water system must not be lubricated with oil based
lubricants. Use soap or similar.
● After reassembling, check that all screws and nuts are tightened and locked (as
required).
DBAA790827c
04-1
04. Maintenance schedule
Wärtsilä 50DF Engine O&MM
● If any welding is performed on the engine, disconnect the electronic equipment
according to the welding instructions. Keep the return connection near the welding
point.
● Consider that well cleaned oil spaces (oil sump and camshaft spaces) spare the oil
pump and oil filter.
● When supervising engine operation or doing maintenance, record all relevant data in the
measurement records. This helps you evaluate the engine condition and follow up
changes over time. You can find the measurement records in the Attachments binder.
04.2
Before starting maintenance
v8
GUID-4B97B862-B07D-431F-A11D-F8F5B2C8C746
WARNING
To prevent personal injury or engine damage, take all the necessary safety
precautions before starting any maintenance work on a stopped engine.
● Check that the engine mode selector switch is in the blocked position.
● Disconnect the engine’s automatic start.
● Disconnect all the concerned circulation pumps, for example, for prelubricating oil,
lubricating oil, cooling water and fuel.
● Close the starting air shut-off valve located before the main starting valve.
● Drain the starting air system.
● Set the turning device in engaged position and secure the generator breaker or
disengage the gearbox to avoid accidental crankshaft rotation.
● Disconnect the power supply before removing any electrical components.
04.3
Maintenance intervals
04.3.1
Maintenance intervals and expected component lifetime v3
GUID-3F752082-DDDF-4606-8811-41AEC4A67C1A
The given maintenance intervals and component lifetimes are for guidance only. The
achieved lifetimes depend on several factors, such as operating conditions, average loading
of the engine, fuel quality used, fuel handling systems, lubricating oil quality, and
maintenance.
For auxiliary equipment, see the supplier's manual.
Table 04-1 Maintenance intervals and expected component lifetimes (heavy fuel oil operation)
Component
Maintenance intervals (hours)
Expected lifetime (hours)
Piston crown
12 000
36 000
Piston skirt
12 000
60 000
Piston rings
12 000
12 000
18 000–24 000
18 000–24 000
Cylinder liner
12 000
72 000
Cylinder head
12 000
60 000
Antipolishing ring
Continued on next page
04-2
DBAA790827c
Wärtsilä 50DF Engine O&MM
Component
04. Maintenance schedule
Maintenance intervals (hours)
Expected lifetime (hours)
Inlet valve
12 000
24 000
Inlet valve seat
12 000
24 000
Exhaust gas valve
12 000
24 000
Exhaust gas valve seat
12 000
24 000
Fuel injection valve nozzle
6 000
6 000
Fuel injection valve (complete)
6 000
18 000
Fuel injection pump
12 000
24 000
Tappets
36 000
-
Main bearing
18 000
36 000
Big-end bearing
18 000
36 000
Small-end bearing
12 000
36 000
Camshaft bearing
36 000
72 000
Balancing gear bearing
12 000
24 000
ABB TPL turbocharger bearings
12 000
36 000
Turbocharger rotor replacement
-
48 000
Napier turbocharger bearings
12 000
12 000
Wastegate
12 000
36 000
Exhaust gas bellows
24 000
24 000
Main gas admission valve
18 000
18 000
18 000–24 000
36 000–72 000
-
36 000–54 000
Flexible fuel oil connections
18 000
18 000
Resilient mounting
4 000
36 000–72 000
Main control modules
48 000
48 000
Drive electronics (cylinder control
module, power distribution module)
24 000
24 000
Charge air cooler
Flexible connections
Table 04-2 Maintenance intervals and expected component lifetimes (light fuel oil and gas operation)
Component
Maintenance intervals (Hours)
Expected lifetime (Hours)
Piston crown
18 000–24 000
96 000–120 000
Piston skirt
18 000–24 000
96 000–120 000
Piston rings
18 000–24 000
18 000–24 000
Antipolishing ring
18 000–24 000
18 000–24 000
Cylinder liner
18 000–24 000
180 000
Cylinder head
18 000–24 000
72 000–96 000
Inlet valve
18 000–24 000
36 000–48 000
Continued on next page
DBAA790827c
04-3
04. Maintenance schedule
Wärtsilä 50DF Engine O&MM
Component
Maintenance intervals (Hours)
Expected lifetime (Hours)
Inlet valve seat
18 000–24 000
36 000–48 000
Exhaust gas valve
18 000–24 000
36 000–48 000
Exhaust gas valve seat
18 000–24 000
36 000–48 000
Fuel injection valve nozzle
6 000
6 000
Fuel injection valve (complete)
6 000
18 000
12 000–18 000
24 000–36 000
Pilot fuel pump
24 000
24 000
Tappets
36 000
-
Main bearing
18 000–24 000
36 000
Big-end bearing
18 000–24 000
36 000
Small-end bearing
18 000–24 000
36 000
Camshaft bearing
36 000
72 000
Balancing gear bearing
12 000
24 000
ABB TPL turbocharger bearings
12 000
36 000
Turbocharger rotor replacement
-
48 000
Napier turbocharger bearings
12 000
12 000
Wastegate
12 000
36 000
Exhaust gas bellows
24 000
24 000
Main gas admission valve
18 000
18 000
18 000–24 000
36 000–72 000
-
36 000–54 000
Flexible fuel oil connections
18 000
18 000
Resilient mounting
4 000
36 000–72 000
Main control modules
48 000
48 000
Drive electronics (cylinder control
module, power distribution module)
24 000
24 000
Fuel injection pump
Charge air cooler
Flexible connections
04.3.2
Daily routine inspections
v5
GUID-DDBE220D-6AF6-432F-BEFB-7B8431D765DE
Part or system
Maintenance task
Gas system
Inspect the gas system for leakage using a hand held gas detector.
17
Pneumatic system
Drain condensate water.
21
Control mechanism
Inspect for free movement.
22
Oil mist detector (if installed)
Observe normal operation.
-
04-4
Chapter
DBAA790827c
Wärtsilä 50DF Engine O&MM
04.3.3
04. Maintenance schedule
Every second day
v5
GUID-15AB2AAD-B46E-4218-BBDD-22DE65213A88
Perform these maintenance tasks irrespective of the engine being in operation or not.
Part or system
Maintenance task
Automatic prelubrication
Check the automatic prelubrication's operation.
Chapter
03
Replace parts, if necessary.
Crankshaft
04.3.4
In a stopped engine, turn the crankshaft into a new position.
03
Once a week
v7
GUID-0919E641-1251-4875-92AA-842D7CE429C0
Perform these maintenance tasks irrespective of the engine being in operation or not.
Part or system
Maintenance task
Start process
Test start if the engine is on standby.
Chapter
03
Charge air cooler’s condensation Check that drain pipes and automatic drain valve water outlets are
drain (if installed)
open.
15
Clean the filter.
Lubricating oil pressure pulsation Check the pressure pulsation damper’s air content and fill more air,
damper (if installed)
if needed.
Oil mist detector (if installed)
04.3.5
Clean the oil mist detector.
Check the suction pressure according to the manufacturer's
instructions.
18
-
Every second week
v3
GUID-FDC42ED4-3E99-4EA6-AD17-3A2D11FBBD0B
Perform these maintenance tasks irrespective of the engine being in operation or not.
Part or system
Maintenance task
Cooling water system
Check the content of additives.
02
Check the water quality.
19
04.3.6
Chapter
Interval: 50 operating hours
v6
GUID-F263D39D-E0B8-4BB8-A1F0-1A8A73BD91C1
Part or system
Maintenance task
Chapter
Automation
Check and record all operating values.
03
Valve mechanism
Check the valve clearances after 50 running hours in new and
overhauled engines.
06
12
Continued on next page
DBAA790827c
04-5
04. Maintenance schedule
Wärtsilä 50DF Engine O&MM
Part or system
Maintenance task
Chapter
Air cooler
Check that the air coolers are drained completely.
Check that the draining pipes are open.
Check if there is any leakage.
03
15
Turbocharger
Clean the compressor by injecting water.
15
Gas, fuel and lubricating oil filters Check the pressure drop indicators.
Replace the filter cartridges if a high pressure drop is indicated.
Check for water by draining the water separator at the pilot return
fuel line.
15
17
18
Cooling water system
Check the water level in the expansion tanks.
Check the static pressure in the engine cooling circuits.
Ensure that the ventilation (de-aerating) of the expansion tank is
working.
19
Actuator
Check the oil level in the actuator.
Inspect for any leakage.
02
22
04.3.7
Interval: 100 operating hours
v3
GUID-56389B5F-C926-4217-848D-183929127618
Part or system
Maintenance task
Turbocharger
Clean the turbine by injecting water if the engine has been operating
on HFO.
04.3.8
Chapter
15
Interval: 500 operating hours
v6
GUID-46B7ABB8-6619-451B-8577-71807B3EF234
Part or system
Maintenance task
Lubricating oil
In a new installation or after changing to a new lubricating oil brand,
take oil samples for analysis.
02
Turbocharger (MDO mode)
Clean the turbine by injecting water if the engine has been operating
on light fuel oil (LFO) or MDO.
Clean more often, if necessary.
15
Charge air cooler
The cleaning interval is based on cooler performance. Clean the
cooler if the pressure difference (Δp) over the cooler exceeds the
pressure difference of a new or clean cooler by 50% or more.
Measure the pressure drop over the charge air cooler using an Ugauge or tool 848051.
15
Wastegate valve
Check the operation.
15
Bypass valve (if installed)
Check the operation.
15
Injection and fuel system
Check the amount of clean leak fuel from the injection pumps and
nozzles running in heavy fuel oil (HFO) or marine diesel oil (MDO)
mode.
03
16
17
Centrifugal filter
Clean the centrifugal filters.
Clean more often, if necessary. Remember to open the valve before
the filter after cleaning.
18
Chapter
Continued on next page
04-6
DBAA790827c
Wärtsilä 50DF Engine O&MM
04. Maintenance schedule
Part or system
Maintenance task
Lubricating oil low-pressure
accumulator (if installed)
Check the air pressure in the low-pressure accumulator.
Fill more air, if necessary.
18
Control mechanism
Inspect for free movement.
Clean and lubricate the control mechanism.
22
Oil mist detector (if installed)
Check the operation.
See the manufacturer's instructions.
04.3.9
Chapter
-
Interval: 1000 operating hours
v6
GUID-49141B4A-4664-44F4-972C-E0FE97E9DAAA
Part or system
Maintenance task
Air filter (built-on)
Remove the turbocharger air filters.
Clean according to the manufacturer's instructions.
Clean more often, if necessary.
15
Fuel filter
Inspect the fuel oil filter.
Clean the wire gauze and filter housing. Clean the filter earlier if the
pressure difference indicator shows very high pressure drop.
17
Pilot fuel oil filter
Replace the pilot fuel oil filter cartridges.
Clean the wire gauze and filter housing. Replace the cartridge earlier
if the pressure difference indicator shows very high pressure drop.
17
Gas filters (if installed)
Replace the filter cartridge after the first 1000 operating hours on a
new installation. After that, replace the cartridge after 4000 hours or
when the pressure difference indicator shows a pressure drop of
minimum 0.2 bar.
17
Engine fastening bolts
Inspect the engine fastening bolts' tightness on new installations
latest after one year (engines on common baseframe and rigid
mounted).
-
Flexible coupling
Inspect the flexible coupling visually after the first 1000 operating
hours on a new installation. After that, follow the coupling
manufacturer’s maintenance schedule.
-
04.3.10
Chapter
Interval: 2000 operating hours
v7
GUID-AD9B82C8-9F12-4914-99E1-B60BD960B566
Part or system
Maintenance task
Valves
Adjust the yoke and valve clearance.
06
12
Valve rotators
Check the function of valve rotators by monitoring the valve rotation
visually between engine stops.
06
12
Gas system (single pipe)
Perform the leak test.
17
Actuator
Change the lubricating oil in the actuator.
02
22
Chapter
Continued on next page
DBAA790827c
04-7
04. Maintenance schedule
Part or system
Wärtsilä 50DF Engine O&MM
Maintenance task
Chapter
Electro-pneumatic overspeed trip Check the electro-pneumatic overspeed trip device. Note that the
device
electrical overspeed trip takes place before the electro-pneumatic
overspeed trip.
Inspect the function and the tripping speed.
06
22
Control mechanism
Check for wear in all connecting links between the actuator and all
injection pumps.
Ensure that the fuel rack moves easily and the fuel pumps follow.
22
Control and monitoring system
Check the function of the safety system and automatic stop devices.
Replace faulty sensors.
23
Oil mist detector (if installed)
See the manufacturer's instructions.
-
Pilot fuel pump (electrically
driven)
Re-lubricate the pilot fuel pump flexible coupling.
See the installation-specific documents.
-
04.3.11
Interval: 4000 operating hours
v7
GUID-FCCB6762-18B2-4FC2-A591-B1845F7B18CC
Part or system
Maintenance task
Crankshaft
Check the crankshaft alignment. Use the measurement record
Crankshaft deflection (4611V005).
It is not necessary to perform an alignment check if the engine is
mounted on rubber.
11
Camshaft
Inspect the camshaft's contact faces.
Check the cams' and tappet rollers' contact faces.
Check that the rollers rotate.
Rotate the crankshaft with the turning gear.
03
14
Wastegate
Check the wastegate valve and the actuator.
Replace the positioner pilot valve.
15
Gas filters (if installed)
Replace the gas filter cartridges. Replace earlier if the pressure
difference indicator shows the very high pressure drop.
Clean the filter housing outside and inside.
17
Control and monitoring system
Check the wiring condition inside the cabinets and boxes.
Check for insulation wear, loose terminals and loose wires.
Check for cable conditions, insulation wear, damages, loose cable
glands, connectors, holders and loose grounding shields.
Check for loose grounding straps and corrosion.
Check the sensors, actuators, solenoids etc. for leakages and
physical damages. Also check the signal or measurement, where
applicable.
Check the condition of vibration dampers and replace them, if
necessary.
Verify correct readings on engine displays and meters.
Check the electronic modules visually for damages. Rectify, improve
or replace the equipment, if necessary.
Check the sealing condition on cabinets and boxes.
23
Chapter
Continued on next page
04-8
DBAA790827c
Wärtsilä 50DF Engine O&MM
04. Maintenance schedule
Part or system
Maintenance task
Resilient mounting (if installed)
Check the engine alignment.
Check the thrust rubber elements' compression.
Inspect according to the maintenance instructions for resilient
installation. See technical documents.
Check the flexible coupling’s alignment. Use the measurement
record Alignment of flexible coupling (WV98V041).
04.3.12
Chapter
-
Interval: 6000 operating hours
v5
GUID-CBCF032D-696F-4FFA-AE36-8FDC1CCE972D
Part or system
Maintenance task
Chapter
Charge air cooler's condensation Dismantle the drain and clean all components.
drain (if installed)
See the manufacturer's instructions.
15
Injection valves
Inspect the injection valves.
Replace the nozzles
Replace the O-rings.
Adjust the main needle opening pressure in a test pump.
Replace the complete injection valve, if necessary.
Test the functionality of the pilot fuel injection valves.
16
Fuel system
Check and adjust the pressure control valve.
17
Gas, fuel and lubricating oil filters Replace the pilot fuel water separator insert.
17
18
Exhaust manifold
20
Inspect the expansion bellows.
Inspect the exhaust system's supports, support plates and clamps.
Replace parts, if necessary.
Mechanical overspeed trip device Inspect the mechanical overspeed trip device's function.
(if installed)
Check the tripping speed. Note that the electrical overspeed trip
takes place first.
22
Flexible pipe connections
Inspect the flexible pipe connections.
Replace, if necessary.
-
Pilot fuel pump (electrically
driven)
Clean and inspect the pilot fuel pump coupling.
See the installation-specific documents.
-
Pilot fuel system
Clean and inspect the condition of the pilot fuel pump control valve.
Replace, if necessary.
-
04.3.13
Interval: 12 000 operating hours
v8
GUID-1579CB97-5974-4EFA-A295-E4F5C8167291
Part or system
Maintenance task
Chapter
Turning device
Grease the turning device's drive shaft.
11
Balancing device (if equipped)
Replace the balancing device bearing bushes.
Inspect the balancing device driving gear. Replace parts if
necessary.
Inspect the bearing pin. Replace if necessary.
11
Continued on next page
DBAA790827c
04-9
04. Maintenance schedule
Wärtsilä 50DF Engine O&MM
Part or system
Maintenance task
Wastegate
General overhaul of the wastegate valve and the actuator.
Change the positioner pilot valve.
15
Napier turbocharger
Dismount and clean the turbochargers.
Inspect and assess the shaft and replace the bearings.
Clean the turbine and the compressor casings.
Check for any cracks, erosion or corrosion.
Clean the nozzle ring and check for any crack or erosion.
Measure and record the axial clearance.
If the clearance is out of tolerance, contact the engine manufacturer.
15
ABB TPL turbocharger
Inspect the turbocharger bearings.
Replace the bearings at 36 000 hours at the latest.
15
Injection pumps
Inspect and clean the injection pumps.
Replace worn parts.
Replace the erosion plugs if worn.
16
Air filter (in pneumatic systems)
Clean the filter.
Clean the filter cartridge. Replace, if necessary.
Clean the filter housing from both outside and inside.
21
Oil mist detector (if installed)
Every six months or after 16 000 hours, see the manufacturer's
instructions.
04.3.14
Chapter
-
Interval: 12 000 operating hours (heavy fuel oil)
v7
GUID-9056ABF1-D5C3-4336-8908-C23792248B47
NOTE
Include the tasks given in this table in the 12 000 hours maintenance if the
engine is operating on heavy fuel oil (HFO) for more than 30% of the time.
Part or system
Maintenance task
Chapter
Cylinder liners
Inspect the cylinder liners.
Measure the bore using measurement record Cylinder liner
(5010V001).
Replace the liners if wear limits have been exceeded.
Hone the liners.
Check the deposits in the cooling bores. If the deposits are thicker
than 1 mm, clean the bores.
Replace the anti-polishing ring.
06
10
Connecting rods
Inspect one big-end bearing per bank.
Dismantle the big-end bearing.
Inspect the mating surfaces.
If you find defects, open all big-end bearings.
Replace bearing shells, if necessary.
06
11
Connecting rods
Inspect one small-end bearing and piston pin per bank
If you find defects, open all and renew, if needed.
See the measurement record Gudgeon pin (4611V004).
06
11
Continued on next page
04-10
DBAA790827c
Wärtsilä 50DF Engine O&MM
04. Maintenance schedule
Part or system
Maintenance task
Pistons, piston rings
Pull out, inspect and clean the pistons.
Check the piston ring grooves' height. Use the measurement
records Piston ring grooves (4611V009) and Piston ring groove wear
curve (4611V002).
Check the gudgeon pins' retainer rings.
Replace a complete set of piston rings.
Note the running-in programme.
03
06
11
Pistons
Check the cooling gallery deposit for one piston per bank.
If the deposits are thicker than 0.3 mm, open all piston tops.
Inspect the piston skirt.
Clean the lubricating oil nozzles.
11
Cylinder heads
Refer to the measurement record 4612V003.
Clean the cylinder head.
Pressure test the cylinder head.
Inspect the cooling water spaces. If the deposits are thicker than 1
mm, clean and improve the cooling water treatment.
Check and recondition the valves and seat rings.
Measure valve guides.
Maintain the valve rotators.
Inspect the sealing surfaces visually.
Check the rocker arms.
Replace the O-rings, sealings and gaskets.
Replace the O-rings at the bottom of the cylinder head screws at
every overhaul.
Check and clean the starting air valves.
Replace parts, if the wear limits or replacement criteria are
exceeded.
12
14
04.3.15
Chapter
Interval: 18 000 operating hours
v8
GUID-57C053AF-0D53-4B10-9BB2-D537A92DEC60
Part or system
Maintenance task
Turning device
Change the lubricating oil in the turning device.
02
Engine fastening bolts
Check the engine fastening bolts' tightness (engines on common
baseframe and rigid-mounted engines).
07
Crankshaft
Inspect the main bearings.
Inspect one main bearing. If it's condition is bad, check all main
bearings and replace, if necessary. Note the type of bearing in use
and do the inspection accordingly.
06
10
Hydraulic jack
Check the function.
Replace the O-rings in the hydraulic jack if they are leaking when
lifting the main bearing cap.
10
Crankshaft
Check the thrust bearing clearance.
Check the axial clearance.
06
11
Camshaft driving gear
Inspect the intermediate gears.
Inspect the teeth surfaces and running pattern.
Replace parts, if necessary.
06
13
Chapter
Continued on next page
DBAA790827c
04-11
04. Maintenance schedule
Wärtsilä 50DF Engine O&MM
Part or system
Maintenance task
Vibration damper
Viscous type
Take an oil sample from the vibration damper for analysis.
14
Injection valves
Renew the complete fuel injection valves.
Send the fuel injection valve to the engine manufacturer for
reconditioning.
16
Gas admission valves
Replace the main gas admission valves.
17
Gas system
Replace the sealings in pipe connections.
Check the sealing faces for wear and corrosion.
Perform the leak test.
17
Fuel oil flexible pipe connections
Replace the fuel oil flexible connections.
04.3.16
Chapter
-
Interval: 18 000 operating hours (gas/light fuel oil)
v4
GUID-B272ACF0-303E-4405-ADAE-22E0FB60D9A9
NOTE
Include the tasks given in this table in the 18 000 hours maintenance if the
engine is operating on gas or light fuel oil (LFO) for more than 70% of the time.
Part or system
Maintenance task
Chapter
Cylinder liners
Inspect the cylinder liners.
Measure the bore using measurement record Cylinder liner
(5010V001).
Replace the liners if wear limits have been exceeded.
Hone the liners.
Check the deposits in the cooling bores. If the deposits are thicker
than 1 mm, clean the bores.
Replace the anti-polishing ring.
06
10
Connecting rods
Inspect one big-end bearing per bank.
Dismantle the big-end bearing.
Inspect the mating surfaces.
If you find defects, open all big-end bearings.
Replace bearing shells, if necessary.
06
11
Connecting rods
Inspect one small-end bearing and piston pin per bank
If you find defects, open all and renew, if needed.
See the measurement record Gudgeon pin (4611V004).
06
11
Pistons, piston rings
Pull out, inspect and clean the pistons.
Check the piston ring grooves' height. Use the measurement
records Piston ring grooves (4611V009) and Piston ring groove wear
curve (4611V002).
Check the gudgeon pins' retainer rings.
Replace a complete set of piston rings.
Note the running-in programme.
03
06
11
Pistons
Check the cooling gallery deposit for one piston per bank.
If the deposits are thicker than 0.3 mm, open all piston tops.
Inspect the piston skirt.
Clean the lubricating oil nozzles.
11
Continued on next page
04-12
DBAA790827c
Wärtsilä 50DF Engine O&MM
04. Maintenance schedule
Part or system
Maintenance task
Cylinder heads
Refer to the measurement record 4612V003.
Clean the cylinder head.
Pressure test the cylinder head.
Inspect the cooling water spaces. If the deposits are thicker than 1
mm, clean and improve the cooling water treatment.
Check and recondition the valves and seat rings.
Measure valve guides.
Maintain the valve rotators.
Inspect the sealing surfaces visually.
Check the rocker arms.
Replace the O-rings, sealings and gaskets.
Replace the O-rings at the bottom of the cylinder head screws at
every overhaul.
Check and clean the starting air valves.
Replace parts, if the wear limits or replacement criteria are
exceeded.
04.3.17
Chapter
12
14
Interval: 24 000 operating hours
v10
GUID-43BA73C4-9BCD-42D0-8BB5-2762BE923D05
Part or system
Maintenance task
Turbocharger
Inspect the turbocharger parts.
Inspect and replace the nozzle ring, the turbine diffuser and the
cover ring, if necessary.
Check the rotor balance (Napier turbocharger only).
15
Fuel injection pump
Clean and inspect the fuel injection pumps.
Replace worn parts.
Renew the fuel injection pump elements if worn.
Replace erosion plugs.
16
Pilot fuel pump
Send the pilot fuel pump to the engine manufacturer for
reconditioning.
17
Lubricating oil pump
Inspect the lubricating oil pump.
Replace the bearings.
18
Lubricating oil pump driving gear
Inspect the lubricating oil pump driving gear.
Replace parts, if necessary.
06
18
HT water pump
Dismantle and inspect the high-temperature (HT) water pump.
Replace bearings and shaft sealing.
19
HT water pump driving gear
Inspect the HT water pump driving gear.
Replace parts, if necessary.
06
19
LT water pump
Dismantle and inspect the low-temperature (LT) water pump.
Replace bearings and shaft sealing.
19
LT water pump driving gear
Inspect the LT water pump driving gear.
Replace parts, if necessary.
06
19
Exhaust manifold
Renew the expansion bellows between exhaust pipe sections, after
the cylinder head and before the turbocharger.
20
Main starting valve
General overhaul of the main starting valve.
Replace worn parts.
21
Chapter
Continued on next page
DBAA790827c
04-13
04. Maintenance schedule
Wärtsilä 50DF Engine O&MM
Part or system
Maintenance task
Chapter
Governor drive
Inspect the governor driving gears.
Replace parts, if necessary.
06
22
Actuator (speed control)
Send the actuator to the engine manufacturer for overhaul.
22
Booster servomotor for actuator
Replace worn parts.
See the manufacturer's instructions.
22
Control and monitoring system
Replace the drive electronics, such as the cylinder control module,
coil drivers, fuel injection controls and power distribution modules.
At the latest, the electronics must be replaced every tenth year.
23
Replace the vibration dampers (rubber elements).
Replace the rubber elements for components such as connection
boxes, control modules, connection rails and the main cabinet.
Replace the vibration dampers every 24 000 operating hours or
every fourth year depending on whichever comes first.
04.3.18
Interval: 36 000 operating hours
v7
GUID-2D6F1C8D-66C7-4E99-BDF4-38E8351E55C3
Part or system
Maintenance task
Crankshaft
Replace the main bearing shells, flywheel bearings and thrust
bearing halves.
Inspect the bearing journal’s surface finish.
Replace the crankshaft seal if leaking.
06
10
Cylinder liners
Clean the cylinder liner cooling water spaces.
Replace the liner O-rings.
10
Connecting rods
Replace the big-end bearing shells.
Inspect the mating surfaces.
Measure the big-end bore using forms Big-end bearing shell and
Big-end bearing bore.
Replace the small-end bearing bushes.
Inspect the bearing journal’s surface finish.
06
11
Piston
Inspect the piston cooling gallery, all cylinders.
Clean, if necessary.
11
Camshaft bearing bushes
Inspect one camshaft bearing bush per bank.
If you find defects, inspect all including driving end and thrust
bearing.
Replace, if necessary.
See the measurement record Camshaft bearing.
06
14
Camshaft coupling at camshaft’s
driving end (if installed)
Dismantle and inspect the coupling. Change the bearing bushes, if
necessary.
For changing the spring packs, contact Wärtsilä.
14
Valve mechanism
Dismantle one rocker arm assembly for inspection.
Proceed with other rocker arm bearings if defects are found.
Replace the valve tappet roller bearing bushes.
06
12
14
Fuel injection pump tappet
Replace the fuel injection pump tappet roller pins.
16
Starting air distributor
General overhaul of starting air distributor.
Replace the worn parts.
21
04-14
Chapter
DBAA790827c
Wärtsilä 50DF Engine O&MM
04.3.19
04. Maintenance schedule
Interval: 48 000 operating hours
v7
GUID-97A90A56-6211-454F-936E-A7CDF22BBD0A
Part or system
Maintenance task
Vibration damper at crankshaft’s
free end
(spring-type, optional)
Dismantle the damper and check its condition.
The damper must be opened only by authorized personnel.
Contact the engine manufacturer.
07
11
Intermediate gear
Replace the intermediate gear thrust bearing.
Replace the intermediate gear bearing bushes.
13
Vibration damper at camshaft’s
free end
(spring-type, optional)
Dismantle the damper and check its condition.
The damper must be opened only by authorized personnel.
Contact the engine manufacturer.
07
14
Turbocharger
Replace the rotor and the rotating parts.
The components' lifetime depends on the operating conditions.
Inspect the turbocharger gas inlet and the outlet casings.
Replace the gas inlet and the outlet casings, if necessary.
15
Charge air bellow
Renew expansion bellows between the turbocharger and air inlet
box.
20
Control mechanism
Renew bearing bushes and thrust washers for control shaft.
Renew ball joints between the control shaft and control racks.
Renew ball joint for the spring loaded rod.
22
Governor drive
Renew bearing bushes for governor drive vertical shaft.
Renew bearing bushes for governor driving gear horizontal shaft.
22
Control and monitoring system
Replace the measuring electronics and display units.
Renew the control system modules.
At the latest, the electronics must be replaced every tenth year.
23
04.3.20
Chapter
Interval: 72 000 operating hours
v6
GUID-030C7841-DA59-4471-AD2A-23402A581D7E
Part or system
Maintenance task
Camshaft bearings
Replace the camshaft bearings.
Replace the camshaft driving end bearing bush and camshaft thrust
bearings.
13
14
Fuel system
Replace high-pressure main and pilot fuel pipes.
17
DBAA790827c
Chapter
04-15
04. Maintenance schedule
Wärtsilä 50DF Engine O&MM
This page has intentionally been left blank.
04-16
DBAA790827c
Maintenance Tools
05. Maintenance Tools
V1
Maintenance tools overview
05.1.
V1
Maintenance of a engine requires some special tools developed in
the course of engine design. Some of these tools are supplied with
the engine, and others are available through our service stations or
for direct purchase by the customer.
Tool requirements for a particular installation may vary greatly, de‐
pending on the use and service area. Standard tool sets are therefore
selected to meet basic requirements.
This list presents a comprehensive selection of tools for the Wärtsi‐
lä 50DF engine family.
Tool sets are grouped in order to facilitate selection for specific serv‐
ice operations. This makes the job of the end-user much easier.
05.1.1. Use of this list
V1
1
Read the corresponding item in this Instruction Manual before any
maintenance work is started.
2
Check with list below that all the maintenance tools are available.
3
Check that necessary spare parts and consumable parts are availa‐
ble.
05.1.2. Ordering of Maintenance tools
V1
1
Find the part(s) that interests you in the following pages.
2
Select the tools or parts required. You should use the code number
in the following page when ordering.
3
Make a note of the specifications and other information as required
for the order.
05 - 1
Maintenance Tools
4
Send the order to your local service station. When possible, state in‐
stallation name and engine number(s) when ordering.
Note!
This chapter includes all available tools for above mentioned engine
types. See also the installation specific tool lists. Some of the tools
are applicable for certain cylinder numbers and with certain engine
mounted equipment.
05.2.
Maintenance Tools (Cylinder cover)
Description
Code No.
Weight
(kg)
Hydraulic pump with hoses
860100
Hydraulic pump 1000 bar
860175
Flexible hose, short
861011
0,7
Flexible hose, long
861012
2,0
Quick coupling, male
860177
Quick coupling, female
860176
Pin for hydraulic tensioning tool
861146
05 - 2
30
0,6
Dimensions
V1
Maintenance Tools
Description
Code No.
Weight
(kg)
861143
95
Lifting tool for cylinder cover
832001
20,5
Assembly tool for valves
834001
38
580
400
280
Hydraulic tightening tool for M90x6
screws
Dimensions
05 - 3
Maintenance Tools
Description
Code No.
Weight
(kg)
841010
4
Lifting eye injection valve
805001
2,5
Valve clearance feeler gauge
848001
0,035
Spindle for removing valve seat rings
845001
1,4
Extraction tool for exhaust valve seat
rings
845002
4,8
Extraction tool for inlet valve seat rings 845003
4,6
Spindle for valve guide removing tool
5
590
210
Turning tool for grinding valves
Dimensions
05 - 4
845004
Maintenance Tools
Code No.
Weight
(kg)
Bed for tension cylinder
845005
5,2
Bed for tension cylinder
845011
5,6
Fitting tool for inlet valve seat ring
845012
5
Fitting tool for exhaust valve seat ring 845006
7
Lapping too for injection valve sealing 840001
surface
4,3
Lapping too for starting valve sealing
surface
2,6
840003
Dimensions
670
120
Description
05 - 5
Maintenance Tools
Description
Code No.
Weight
(kg)
Grinding device for valve seats
842015
18
Flange for removing tool
845031
13
Lifting tool for rocker arms
836031
2
05 - 6
Dimensions
Maintenance Tools
05.3.
Maintenance Tools (Piston)
Description
835001
Weight
(kg)
Dimensions
39
498
445
Lifting tool for piston
Code No.
V1
9
128
Piston assembly ring for liner with anti- 845010
polishing ring
Ø 520
835005
4.0
Assembly guide for connecting rod and 836008
piston
3,6
80
714
220
Protecting sleeve for connecting rod
05 - 7
Maintenance Tools
Description
Code No.
Weight
(kg)
Pliers for piston rings
800002
0.5
Pliers for securing ring
800001
1.3
05 - 8
Dimensions
Maintenance Tools
Description
843001
Weight
(kg)
Dimensions
1.5
130
Clamp device for piston rings
Code No.
546
835002
Lifting tool for piston and connecting
rod
835008
1.2
665
160
Guide lever for piston assembly
05 - 9
Maintenance Tools
05.4.
Maintenance Tools (Connecting Rod)
Description
Code No.
Weight
(kg)
Hydraulic tightening tool for M72x6
screws
861142
66
Pin for hydraulic tensioning tool
861028
0.05
Hydraulic tightening tool for M42
screws
861120
10
Distance sleeve
861027
2.3
05 - 10
Dimensions
V1
Maintenance Tools
Description
Code No.
Weight
(kg)
Stud remover (M42)
803001
0.5
Stud remover (M72x6, M90x6)
803003
0.8
Mounting device for big end bearing,
complete
836011
123
Mounting device for big end bearing
upper half
836038
81,5
1
Frame complete
Frame
Frame
Support
Rail
2
Car
Dimensions
05 - 11
Maintenance Tools
Description
Mounting device for big end bearing
lower half
1
Outside support
2
Inside support
Clip
Plate
Shaft
3
Rod
Code No.
846006
Weight
(kg)
41,5
846009
Mounting device for big end bearing,
complete
836010
150
Mounting device for big end bearing
upper half
836038
100
1
Frame complete
Frame
Frame
Support
Rail
2
Car
05 - 12
Dimensions
Maintenance Tools
Description
Mounting device for big end bearing
lower half
1
Outside support
2
Inside support
Clip
Plate
Shaft
3
Rod
Combined big end bearing lock and
foot support
Code No.
836006
Weight
(kg)
Dimensions
50
836007
846005
3,1
05 - 13
Maintenance Tools
Description
Combined big end bearing lock and
foot support
Code No.
846008
Weight
(kg)
3.1
Guide lever for positioning the big end 846012
bearing at the piston assembly.
5
Removing and assembling tool for
gudgeon pin bearing
46
05 - 14
834012
Dimensions
Maintenance Tools
05.5.
Maintenance Tools (Cylinder liner)
Description
Code No.
Weight
(kg)
836009
20
Yoke for lifting the cylinder liner
836039
11
Measuring rail for cylinder bore
847001
2,0
Dimensions
540
145
130
70
Lifting tool for cylinder liner
V1
1060
05 - 15
Maintenance Tools
Description
Inside micrometer for cylinder bore
Code No.
Weight
(kg)
848012
0.6
Support for cylinder liner lifting device 836032
38
Dimensions
Dismantling tool for anti-polishing ring 836043
Ø 500
05 - 16
Maintenance Tools
05.6.
Maintenance Tools (Main bearing)
Description
Code No.
Weight
(kg)
Stud remover screw for mounting and 803004
dismantling device (M56)
0.9
Turning tool for main bearing shell
851001
0.5
Turning tool for thrust washer and
bearing shell
851020
3.4
Hydraulic pump, complete
Hydraulic pump, low pressure (Max.
150 bar)
860050
860181
12.4
V1
Dimensions
05 - 17
Maintenance Tools
Description
Code No.
Quick coupling, male
860172
Flexible hose, long
861012
Straight male stud
860174
Quick coupling, female
860173
Weight
(kg)
2.0
Mounting device for hydraulic cylinder 861040
9,8
Mounting device for hydraulic cylinder 861041
10,2
05 - 18
Dimensions
Maintenance Tools
Description
Code No.
Weight
(kg)
Hydraulic tightening tool for M56
screws
861100
13
Distance sleeve
861009
4.4
Distance sleeve
861009
4.5
Pin for tightening nuts
861010
0.05
Bar for lifting tool
831003
16.5
Dimensions
05 - 19
Maintenance Tools
Description
Code No.
Weight
(kg)
Lifting tool 1000 kg
836001
10
Transport device
836030
0.6
Transport device into crankcase
836044
14
Transport device into crankcase
836041
16
05 - 20
Dimensions
Maintenance Tools
05.7.
Maintenance Tools (Injection equipment)
Description
Code No.
Weight
(kg)
Flare nut Wrench (32 mm)
806052
0.13
Special key for high pressure line (46
mm)
806058
3.5
Special key for main nozzle cap nut (75 806054
mm)
4,2
V1
Dimensions
115
365
Box insert tool for pilot nozzle cap nut 806055
(36 mm)
0.2
05 - 21
Maintenance Tools
Description
Code No.
809032
Testing device for nozzle equipment
864001
Dimensions
0.1
561
Special socket wrench for main fuel
valve connection piece (36 mm)
Weight
(kg)
Lifting tool for injection pump
05 - 22
831001
0,3
Ø 300
280
450
Maintenance Tools
Description
Code No.
Lifting tool for injection pump
831004
Yoke for injection pump lifting tool
831007
Weight
(kg)
2
Withdrawing device for injection pump 836040
spindle
4.3
Timing tool for injection pump, GD
2
862020
Dimensions
05 - 23
Maintenance Tools
05.8.
Maintenance Tools (Camshaft)
Description
Code No.
Weight
(kg)
Locking device for camshaft
834053
14
Locking bar for valve tappet
845013
0.4
Locking bar for injection pump tappet
845014
0.4
05 - 24
Dimensions
V1
Maintenance Tools
Description
Code No.
Mounting and removing device for
camshaft bearings
834010
Camshaft piece mounting device
845020
Weight
(kg)
Dimensions
70
05 - 25
Maintenance Tools
05.9.
Miscellaneous Tools
Description
Code No.
Weight
(kg)
Deflection indicator for crankshaft
848111
4,3
Limiter for fuel rack movement
863001
0.3
05 - 26
V1
Dimensions
Maintenance Tools
Hydraulic tension cylinder
834050
Checking device for cylinder
848020
Weight
(kg)
Dimensions
19
86
Code No.
198
270
Description
05 - 27
Maintenance Tools
Description
Code No.
Weight
(kg)
Mounting device for overspeed
cylinder and elastic link rod
837020
0.5
Lever for drawing off the overspeed
cylinder
837040
2.5
Stud remover M20
837039
0.2
Universal puller
837038
4.3
05 - 28
Dimensions
Maintenance Tools
Description
846160
Weight
(kg)
4
Dimensions
144
138
Guiding mandrel for assembly of HT
pipe sealing
Code No.
Torque wrench 730R/20 (Max 200 Nm) 820008
(vfrc. 200)
1.5
Torque wrench 721/80 (Max 800 Nm) 820009
4.8
Torque wrench
820010
0.8
Air operated hydraulic pressure unit
860170
8,2
Eye–bolt screw (M10)
831005
0.1
05 - 29
Maintenance Tools
Description
Code No.
Weight
(kg)
Eye–bolt screw (M12)
831002
0.18
Eye–bolt screw (M16)
831006
0.3
Shackle A 0.4
833002
0.1
Shackle A 0.6
833003
0.2
Shackle A 1.6
833004
0.4
Lifting bend, 500 kg
833005
1
Differential pressure gauge
848051
05 - 30
Dimensions
1500 mm
Maintenance Tools
Miscellaneous tools for air cooler
Mounting device for air cooler W50DF 846053
Weight
(kg)
Dimensions
127
1310
782
Code No.
158
1313
646
40 x 60
825
656
288
Description
V1
200
05.10.
230
450 x 80 x 10
05 - 31
Maintenance Tools
05.11.
Maintenance Tools (optional tools)
Description
Code No.
Weight
(kg)
Lifting tool for camshaft pieces
836024
34.6
Lifting tool for drive gear
836023
16.5
Lifting bar for drive gear
836034
16.5
Connecting piece for camshaft
extension piece lifting tool
836019
18.0
Lifting device for end piece of camshaft 836018
6.5
Lifting device for camshaft piece
12.7
05 - 32
836029
Dimensions
V1
Maintenance Tools
Description
Lifting device for bigger intermediate
gear
Code No.
836021
Weight
(kg)
Dimensions
1.7
Lifting device for end piece of camshaft 836017
14.5
Lifting device for camshaft drive gear
836020
12
Lifting device for smaller intermediate
gear
836022
8.4
Guide shaft extension for heat
exchanger plates
845009
4.3
Pressure testing flange for cylinder
head
848021
115
Pressure test flange
847012
4
05 - 33
Maintenance Tools
Description
Code No.
Honing machine with crane
842010
Assembly rig for cylinder head
847002
Assembly trestle for injection pump
862023
Distance sleeve
861122
05 - 34
Weight
(kg)
45
4
Dimensions
Maintenance Tools
Description
Code No.
Hydraulic tightening tool for M48x3
screws
861121
Extractor for water pump WD–200L
impeller
837001
Assembling tool for WD–200L water
pump bearing
846030
Assembling tool for water pump WD–
200L sealings
846031
Extractor for water pump WD–125L
impeller
837005
Assembling tool for WD–125L water
pump front bearing
846002
Weight
(kg)
Dimensions
13
05 - 35
Maintenance Tools
Description
Code No.
Assembling tool for water pump WD–
125L sealings
846004
Assembling tool for WD–125L water
pump back bearing
846003
Lifting tool for lubricating oil pump
836046
Lifting tool for cooling water pump
836054
05 - 36
Weight
(kg)
83
Dimensions
Maintenance Tools
24
Dimensions
32
1404
Rail for pump lifting tools SWL 110 kg 836061
Glide for pump lifting tools
836056
6,6
400
240
1210
Rail for pump lifting tools SWL 650 kg 836055
Weight
(kg)
387
210
200
Code No.
216
Description
05 - 37
Maintenance Tools
Description
Code No.
Weight
(kg)
836057
2,6
Bracket for pump lifting tools
836058
12
696
281
Fastener for pump lifting tools
Dimensions
90
836059
3,1
85
Lifting lug for oil pump
319
420
836060
18
Lifting bracket for pilot fuel pump
836062
12,7
Ø 300
228
860
550
Lifting lug for water pump
50
05 - 38
370
275
Adjustments, clearances and wear limits
06. Adjustments, clearances and wear limits
Adjustments
V4
The valve timing is fixed and cannot be changed individually, cylinder
by cylinder.
Schematic valve timing
TDC
Inlet valve opens
Exhaust valve closes
INL ET VAL VE
AUST VALV
EXH
E
06.1.
Exhaust valve ope
Inlet valve closes
BDC
Fig 06-1
V2
06 - 1
Adjustments, clearances and wear limits
Other set values:
● Valve clearances, cold engine: inlet valves 1.0 mm, exhaust
valves 1.5 mm
● Fuel delivery commencement: See test records
● Opening pressure of main fuel injection valve: 450 bar
● Opening pressure of safety valve on lub. oil pump: 6-8 bar
Tripping speed of electro-pneumatic / mechanical overspeed trip devices
Installation
Nominal speed
Electro-pneumatic tripping speed
Mechanical tripping speed
[rpm]
[rpm]
[rpm]
Power plants,
500
550
575
Marine, diesel electric
514
565
590
Marine, propulsion
500
550
590
514
570
605
Tripping speed of ESM overspeed / mechanical overspeed shutdown
Installation
Nominal speed
ESM overspeed shutdown
Mechanical tripping speed
[rpm]
[rpm]
[rpm]
Power plants,
500
565
575
Marine, diesel electric
514
580
590
Marine, propulsion
500
565
590
514
580
605
06 - 2
Adjustments, clearances and wear limits
06.2.
Clearances and wear limits for W50DF (at
20°C)
V5
Part, measuring point
10
Crankshaft journal, diameter
Drawing dimension (mm)
Min.
Max.
449,960
450,000
Nominal
clearance
(mm)
Wear limit
(mm)
Crankshaft journal, ovality
0,020
0,030
Crankshaft journal, taper
0,020/100
0,025/100
9,845
9,800
Main bearing shell thickness
9,825
Measurement record 4610V004: Main bearing shell
Bore of main bearing housing
470,000
470,040
horizontal
450,405
450,485
vertical
450,450
450,530
Assembled bearing bore
Main bearing clearance (also flywheel bearing)
vertical
0,405-0,525
horizontal
0,450-0,570
Thrust bearing, axial clearance
0,470-1,050 1,500
Thrust washer thickness
24,720
24,750
Camshaft diameter
299,968
300,000
Camshaft bearing bush thickness
9,875
9,890
Camshaft bearing housing bore
320,000
320,036
Assembled bearing bore
300,260
300,330
Camshaft bearing clearance
24,50
300,370
0,260-0,362 0,400
Measurement record 4610V003: Camshaft bearing bore
Camshaft thrust bearing housing, bore
230,000
230,029
Shaft diameter of camshaft end piece
209,710
210,000
Bearing bush diameter assembled on housing
210,200
210,260
- housing
60,000
60,060
- shaft
29,980
30,020
210,300
Camshaft thrust bearing width
Camshaft thrust bearing clearance
0,200-0,290 0,350
Camshaft thrust bearing, axial clearance
0,280-0,440 0,700
Cylinder liner diameter
500,000
Cylinder liner ovality at TDC
500,063
0,04
0,30
Measurement records 5010V001 and 5010V002: Cylinder liner
Thrust bearing thickness
14,820
14,850
06 - 3
Adjustments, clearances and wear limits
Part, measuring point
11
Crank pin, diameter
Drawing dimension (mm)
Min.
Max.
449,960
450,000
Nominal
clearance
(mm)
Wear limit
(mm)
Crank pin, ovality
0,020
0,030
Crank pin, taper
0,020/100
0,030/100
Big end bearing shell thickness
9,820
9,840
Measurement record 4611V008: Big end bearing shell
Big end bore diameter
470,000
470,040
0,10
0,020
Ovality
Measurement record 4611V003: Big end bearing bore
Assembled bearing bore
vertical
450,420
450,540
horizontal
450,340
450,460
Big end bearing clearance
vertical
0,420-0,580
horizontal
0,340-0,500
Gudgeon pin diameter
219,980
220,000
Small end bore
250,000
250,046
Assembled bearing bore
220,150
220,226
Gudgeon pin bearing clearance
220,260
0,150-0,246
Measurement record 4611V004: Gudgeon pin
Connecting rod axial clearance in piston
0,40
0,90
Small end bearing bush, thickness
14,920
14,935
Clearance gudgeon pin - piston
Bore diameter in piston
0,06-0,10
220,06
220,08
Measurement record 5011V001: Piston rings
Piston ring gap (clamped diam.460)
Compression ring 1
1,50-1,90
3,0
Compression ring 2
2,00-2,60
3,0
Oil scraper ring
1,60-2,60
3,0
Piston ring height clearance:
06 - 4
Compression ring 1
0,223-0,265 0,7
Compression ring 2
0,223-0,265 0,7
Oil scraper ring
0,063-0,105 0,3
Adjustments, clearances and wear limits
Part, measuring point
Drawing dimension (mm)
Min.
Max.
Nominal
clearance
(mm)
Wear limit
(mm)
Measurement record 4611V002: Piston ring groove wear curve
Piston ring groove height:
Groove I and II
10,110
10,130
10,6
Groove III
8,050
8,070
8,3
Measurement record 4611V009: Piston ring groove height
Piston clearance at bottom in cross direction of
engine
0,250-0,290
Corresponding piston diameter
Part, measuring point
Drawing dimension (mm)
Min.
12
Valve guide diameter assembled
Max.
Nominal
clearance
(mm)
Wear limit
(mm)
34.147
34.174
34.350
33.975
34.000
33.900
Measurement record 4612V002: Valve guides
Valve stem diameter
Measurement record 4612V001: Valves
Valve stem clearance
0.147-0.199 0.450
Valve seat radial deviation in relation to valve
guide (max. value)
0.10
Inlet valve seat bore in cylinder head:
outer bore
inner bore
172.000
164.000
172.040
164.100
Exhaust valve seat bore in cylinder head:
174.000
174.040
Part, measuring point
Drawing dimension (mm)
Min.
13
Max.
Nominal
clearance
(mm)
Wear limit
(mm)
Intermediate gear of camshaft
drivebearing clearance (1) (see Fig 06-2)
0.200-0.350 0.5
axial clearance (2)
0.33-0.52
Bearing diameter, in situ
210.200
210.320
Bearing journal diameter
209.971
210.000
Camshaft driving gear backlash:
Crankshaft gear wheel
- intermediate gear wheel
0.300-0.904
Small intermediate gear wheel
- camshaft gear wheel
0.389-0.754
06 - 5
Adjustments, clearances and wear limits
Intermediate gear of camshaft drive
1
2
Fig 06-2
Part, measuring point
14
V1
Drawing dimension (mm)
Min.
Max.
Valve tappet diameter (1) (see Fig 06-3)
159.815
159.915
Guide diameter (2)
160.00
160.063
Diameter clearance (3)
Nominal
clearance
(mm)
Wear limit
(mm)
0.085-0.248
Roller pin bore in the tappet (4)
60.000
60.030
Bearing bush bore diameter (5)
60.090
60.120
Tappet pin diameter
59.971
59.990
60.200
Bearing clearance
tappet-tappet pin (6)
0.010-0.059
bearing bush-tappet pin (7)
0.100-0.149
Roller bore diameter (12)
70.000
70.030
Bearing bush outer diameter (13)
69.870
69.900
Diameter clearance (14)
0.100-0.160
Bearing journal diameter (8) (see Fig 06-4)
109.966
109.988
Rocker arm bearing diameter, in situ (9)
110.088
110.154
Bearing clearance
06 - 6
110.500
0.100-0.188
Yoke pin diameter (10)
41.904
41.920
Yoke bore diameter (11)
42.000
42.025
Diameter clearance
69.800
0.121-0.080
Adjustments, clearances and wear limits
Valve tappet
4, 5
A
12, 13
1, 2
3
A
6
14
7
A-A
Fig 06-3
V1
Rocker arm
10, 11
B
8, 9
B
B-B
Fig 06-4
Part, measuring point
V1
Drawing dimension (mm)
Min.
16
Max.
Nominal
clearance
(mm)
Wear limit
(mm)
Nozzle needle lift (see Fig 06-5)
Main (M):
0,98
1,02
Pilot (P):
0,16
0,19
1,12
06 - 7
Adjustments, clearances and wear limits
Nozzle needle lift
M
P
Fig 06-5
Part, measuring point
16
V1
Drawing dimension (mm)
Min.
Max.
Injection tappet diameter (1) (see Fig 06-6)
179.875
179.915
Guide diameter (2)
180.000
180.063
Diameter clearance (3)
Nominal
clearance
(mm)
0.085-0.188
Roller pin bore in tappet (4)
75.000
75.030
Tappet pin diameter (5)
74.971
74.990
Roller bore diameter (12)
75.090
75.120
Bearing clearance
06 - 8
tappet - tappet pin (6)
0.010-0.059
roller bore - tappet pin (7)
0.100-0.149
Wear limit
(mm)
Adjustments, clearances and wear limits
Injection tappet
1, 2
6
12
4, 5
3
7
Fig 06-6
Part, measuring point
V1
Drawing dimension (mm)
Min.
18
Lubricating oil pump, diameter of shaft (1)
59. 970
Max.
Nominal
clearance
(mm)
Wear limit
(mm)
60.000
Backlash for driving gear
0.422-0.731
1
Lubricating oil pump
Fig 06-7
Part, measuring point
V1
Drawing dimension (mm)
Min.
19
Backlash for water pump driving gear WD 200
(see Fig 06-8)
Max.
Nominal
clearance
(mm)
Wear limit
(mm)
0.422-0.731
06 - 9
Adjustments, clearances and wear limits
Water pump WD 200
Fig 06-8
Part, measuring point
V1
Drawing dimension (mm)
Min.
19
Backlash for water pump driving gear WD 125
(see Fig 06-9)
06 - 10
Max.
Nominal
clearance
(mm)
0.456-0.729
Wear limit
(mm)
Adjustments, clearances and wear limits
Water pump WD 125
Fig 06-9
Part, measuring point
V1
Drawing dimension
(mm)
Min.
22
Max.
Driving shaft for governor (1) (see Fig 06-10)
32.000
32.016
Bearing for driving shaft (2)
32.050
32.075
Nominal
clearance
(mm)
Wear limit
(mm)
Bearing clearance
0.034-0.075 0.15
Axial clearance (3)
0.100-0.150 0.40
Backlash for driving gear (7) (see Fig 06-10)
L-engine
0.125-0.680 0.80
V-engine
0.138-0.685 0.80
Backlash for driving gear (8) (see Fig 06-10)
L-engine
0.040-0.190 0.30
V-engine
0.040-0.185 0.30
Control shaft (4) (see Fig 06-11)
44.961
45.000
Control shaft bearing (5) (see Fig 06-11)
45.080
45.180
Bearing clearance (5)
0.080-0.219 0.50
Axial clearance (6)
0.300-0.500 1.00
Shaft for connection bar levers (11) (see Fig 06-12)
V-engines
44.961
45.000
45.025
45.064
Bearing diameter, in situ (10) (see Fig 06-12)
V-engines
Bearing clearance (10)
V-engines
0.025-0.103 0.2
Axial clearance (9)
V-engines
0.400-0.600 1.00
06 - 11
Adjustments, clearances and wear limits
Driving shaft for governor
3
2
7
1
8
Fig 06-10
V1
Control shaft
6
4
Fig 06-11
06 - 12
5
V1
Adjustments, clearances and wear limits
Bearing support for link levers, V-engine
A
11
10
A
Fig 06-12
9
V1
06 - 13
Adjustments, clearances and wear limits
06 - 14
Tightening torques and use of hydraulic tools
07. Tightening torques and use of hydraulic
tools
07.1.
V1
Tightening torques for screws and nuts
V1
Note!
See section 07.3 for hydraulically tightened connections!
The position numbers in the tables below refer to the corresponding
figures A to K, which are located in the engine according to Fig 07-1.
Note that the position numbers of components in this chapter are not
necessarily the same as those to be found in the assembly instruc‐
tions in chapters 10-23. This is to be taken in consideration when
looking for torque values. Always tighten to stated torque shown in
the tables. A loosen screw connection might cause serious damages/
human injury. Threads and contact faces of nuts and screw heads
should be oiled with lubricating oil unless otherwise stated. Note that
locking fluids are used in certain cases.
Note!
Molycote or similar low friction lubricants must not be used for any
screws or nuts. Great risk of overtensioning of screws.
1 Nm = 0.102 kpm
Tightening torques
K
F
E
M
D
C
G
I
H
B
A
L
J
Fig 07-1
V2
07 - 1
Tightening torques and use of hydraulic tools
07.1.1. A: Crankshaft and flywheel
V1
Crankshaft and flywheel
18
19
17
Fig 07-2
Pos.
V1
Screw connection
Torque
Nm
Split gear screws on crankshaft
17
(M30) 10.9
1900±100
(M36) 10.9
3160±150
Apply Loctite 243 on threads M36. (See section 07.2)
18,
19
07 - 2
Flywheel fastening screws and flywheel fitting bolts
In case you need the tightening torque for these screws,
please contact the nearest Wärtsilä service office.
Tightening torques and use of hydraulic tools
07.1.2. B: Governor drive and overspeed trip device
V1
Governor drive
Alternative 1
Alternative 2
34
34
Fig 07-3
Pos.
V2
Screw connection
Torque
Nm
Alternative 1:
34.
Hexagon socket head screw M10x130, 10.9
50
Hexagon socket head screw M10x130, 12.9
80
Apply Loctite 243 on threads, see section 07.2
Alternative 2:
34.
Hexagon socket hed screw M8x60
25
07 - 3
Tightening torques and use of hydraulic tools
Overspeed trip device
6
A-A
Alternative 1
Alternative 2
54
A
A
56
49
Fig 07-4
Pos.
07 - 4
V2
Screw connection
Torque
Nm
6
Overspeed trip lever screw (M12)
85±4
49
Locking screw of centrifugal tripping mechanism
14
54
Overspeed trip housing fastening screws (M12)
85±4
56
Overspeed trip fastening screws (M10)
50±2
Tightening torques and use of hydraulic tools
07.1.3. C: Camshaft
V1
Camshaft
1
2
Alternative1
1
47
50
Alternative 2
Fig 07-5
Pos.
1
V2
Screw connection
Torque
Nm
Alternative 1:
Pretightening of camshaft flange connection nuts (M20)
200
Final tightening of camshaft flange connection nuts (M20)
550±24
Alternative 2:
2
Pre-tightening of camshaft flange connection screws (M20)
200
Final tightening of camshaft flange connection screws (M20)
620±25
Camshaft gear flange connection screws (M20)
575±25
In-line engines:
47
Camshaft damper (H&W) connection screws (M20) (8.8) (optional)
410±15
V-engines:
47
50
Vibration damper (viscous type), connection screws (M20) (8.8)
410±15
Vibration damper (spring type), connection screws (M20) (10.9)
575±25
Elastical coupling, vibration damper fastening screws (M10)(optional)
85
07 - 5
Tightening torques and use of hydraulic tools
07.1.4. D: Cylinder head and starting valve
V1
Cylinder head — Alternative 1
12
13
48
8
67
10
40
41
42
43
Fig 07-6
Pos.
07 - 6
V1
Screw connection
Torque
Nm
8
Main injection valve fastening screws (M16)
72±5
10
Injection pipe nuts
200±5
Use Molykote G-n plus lubricant on threads and the sealing
cone.
12
Rocker arm console fastening screws (M24)
13
Locking screw for valve clearance adjusting screw (M12) 30±5
48
Locking nut for adjusting screw of yoke (M24x2)
400±25
40
Fastening screws for connection pipe pressure flange
(M12)
38±2
41
Fastening screws for connection pipe sealing flange (M12) 85±5
42
Pilot fuel pipes (M22x1,5)
43
Fastening screws for pilot fuel pipe connection piece (M8) 17±2
67
Clamp tightening screw (M16)
600±25
25±2
170±10
Tightening torques and use of hydraulic tools
Cylinder head — Alternative 2
12
13
48
8
67
40
42
43
Fig 07-7
Pos.
V1
Screw connection
Torque
Nm
8
Main injection valve fastening screws (M16)
72±5
12
Rocker arm console fastening screws (M24)
600±25
13
Locking screw for valve clearance adjusting screw (M12) 30±5
48
Locking nut for adjusting screw of yoke (M24x2)
400±25
40
Fastening screws for connection pipe pressure flange
(M10)
38±2
42
Pilot fuel pipes (M22x1,5)
25±2
43
Fastening screws for pilot fuel pipe connection piece (M8) 17±2
67
Clamp tightening screw (M16)
170±10
07 - 7
Tightening torques and use of hydraulic tools
Starting valve
16
15
Fig 07-8
Pos.
07 - 8
V1
Screw connection
Torque
Nm
15
Fastening nuts for starting valve (M16)
165±5
16
Nut for starting valve spindle (M12)
45±2
Tightening torques and use of hydraulic tools
07.1.5. E: Piston
V1
Piston
55
Fig 07-9
Pos.
V1
Screw connection
Torque
Nm
Piston crown connection screws
1. Thread and contact surface of screw to be lubricated with
oil.
2. Screws to be tightened crosswise.
55
310
3. Screws to be slackened off.
4. Screws to be retightened crosswise.
50
5. Screws to be cross tightened.
120°
6. Test for the right tightness.
Screws should not move when tightening by 245 Nm tor‐
que.
07 - 9
Tightening torques and use of hydraulic tools
07.1.6. F: Injection pump and injection valve
V1
Injection pump
A
26
105
46
46
A
23
106
24
25
22
Fig 07-10
Pos.
07 - 10
V1
Screw connection
Torque
Nm
22
Locking screw (M12) for injection pump adjusting screw
(locked with locking fluid)
60±5
23
Injection pump fastening nuts (M24)
460±20
24
Injection pump cover fastening screws (M14)
150±5
25
Injection pump element fastening screws (M12)
125±5
26
Main injection pipe fastening nut
200±5
Use Molykote G-n plus lubricant on threads and the sealing
cone.
46
Erosion plug, see instructions for locking in section 16.2.6. 350±5
105
Stop washer mounting screw
100
106
Pneumatic cylinder fastening screw
30
Tightening torques and use of hydraulic tools
Injection valve — Alternative 1
60
28
Fig 07-11
V1
Injection valve — Alternative 2
60
28
Fig 07-12
Pos.
V1
Screw connection
Torque
Nm
28
Main injection nozzle cap nut
600±15
Use Molykote G-n plus lubricant on threads and shoulder
60
Counter nut of main injection valve adjusting screw
200
07 - 11
Tightening torques and use of hydraulic tools
07.1.7. G: Turbocharger, wastegate and by-pass
valve
V2
Turbocharger, Napier
31
Fig 07-13
Pos.
31
V1
Screw connection
Turbocharger fastening screws (M24)
Torque
Nm
950
Turbocharger, TPL 73
31
Fig 07-14
Pos.
31
07 - 12
V1
Screw connection
Turbocharger fastening screws (M24), TPL73
Torque
Nm
780±50
Tightening torques and use of hydraulic tools
Turbocharger, TPL76C
A:
2
A
6
8
4
7
3
1
5
Fig 07-15
Pos.
1–8
V3
Screw connection
Torque
Nm
Turbocharger fastening screws, TPL76C
1350±100
Tightening order of the screws is from 1 to 8.
Waste gate
M
Fig 07-16
Pos.
M
V1
Screw connection
Torque
Nm
Fastening screw for waste gate valve (M16)
90
Fastening screw for waste gate valve (M20)
140
Fastening screw for waste gate valve (M24)
250
Fastening screw for waste gate valve (M30)
480
07 - 13
Tightening torques and use of hydraulic tools
By-pass
M
Fig 07-17
Pos.
M
V1
Screw connection
Torque
Nm
Fastening screw for by-pass valve (M16)
90
Fastening screw for by-pass valve (M20)
140
Fastening screw for by-pass valve (M24)
250
Fastening screw for by-pass valve (M30)
480
07.1.8. H: Engine driven fuel pumps
V1
H: Engine driven lube oil pump
30
Fig 07-18
Pos.
30
07 - 14
V1
Screw connection
Lube oil pump gear fastening screws
Torque
Nm
41± 4
Tightening torques and use of hydraulic tools
H: Engine driven pilot fuel pump
14
17
13
Fig 07-19
Pos.
V1
Screw connection
Torque
Nm
13
Pipe union for supply connection
30
14
Connection piece
50
17
Pipe union for drain connection
25
07 - 15
Tightening torques and use of hydraulic tools
07.1.9. I: Engine driven water pump
V1
Engine driven cooling water pump, WD-125
44
43
Fig 07-20
Pos.
07 - 16
V1
Screw connection
Torque
Nm
43
Water pump gear fastening screws
Tighten the screws crosswise (0-20-40-50)Nm
50±3
44
Hexagon screw
Apply Loctite 243 on threads, see section 07.2
110
Tightening torques and use of hydraulic tools
Engine driven cooling water pump, WD-200
66
43
24
Fig 07-21
Pos.
V1
Screw connection
Torque
Nm
43
Water pump gear fastening screws
41
24
Hexagon screw.
Apply Loctite 243 on threads, see section 07.2
200
66
Hexagon screw
Apply Loctite 243 on threads, see section 07.2
10
07 - 17
Tightening torques and use of hydraulic tools
07.1.10. J: Free end of crankshaft
V1
Free end of crankshaft
44
45
Fig 07-22
Pos.
07 - 18
V1
Screw connection
Torque
Nm
44
Tightening screws of vibration damper or gear wheel for
engine driven pumps (M39x3) (optional)
2800
45
Fitting bolts of vibration damper or gear wheel for engine
driven pumps (M39x3) (optional)
2200
Tightening torques and use of hydraulic tools
07.1.11. K: Exhaust pipe
V3
Exhaust pipe
84
83
84
Fig 07-23
Pos.
V1
Screw connection
83.
Exhaust manifold fastening screws (M20)
Use Molykote G-n plus lubricant on the threads.
84.
Flange connections of the exhaust manifold
Use Molykote G-n plus lubricant on the threads.
Torque
Nm
300
M24
510
M20
300
M16
145
M12
61
07.1.12. General torques
V1
We recommend the use of torque measuring tools also when tight‐
ening other screws and nuts. The following torque values apply to
screws treated with lubricating oil or Loctite.
07 - 19
Tightening torques and use of hydraulic tools
These tightening values can not be used if the rod diameter of the
screw has been reduced or the thread ends in final pass.
Screw di‐
mension
Width across flats of Key width of hexagon
hexagon screws
socket head screws
(mm)
(mm)
Torque
(Nm)
(kpm)
Strength class 8.8
M6
10
5
10
1.0
M8
13
6
25
2.5
M10
17
8
50
5.0
M12
19
10
85
8.5
M16
24
14
190
19.0
M20
30
17
370
37.5
M24
36
19
640
65.0
Strength class 10.9
M6
10
5
14
1.4
M8
13
6
37
3.8
M10
17
8
75
7.7
M12
19
10
130
13.3
M16
24
14
310
31.6
M20
30
17
620
63.2
M24
36
19
1060
108
Strength class 12.9
07.2.
M6
10
5
18
1.8
M8
13
6
43
4.4
M10
17
8
87
8.9
M12
19
10
150
15.3
M16
24
14
370
37.7
M20
30
17
720
73.4
M24
36
19
1240
126.5
Use of locking fluids
V1
When using locking fluid (Loctite), clean parts carefully in degreasing
fluid and let them dry completely before applying locking fluid.
07 - 20
Tightening torques and use of hydraulic tools
07.3.
Hydraulically tightened connections
V1
In case it is impossible to turn the nuts, when the maximum hydraulic
pressure is reached, check is there corrosion in the threads and are
the tools and manometers operational.
Note!
The screws will be overloaded if the maximum hydraulic pressure is
exceeded. It is recommended to change the screws if maximum hy‐
draulic pressure is exceeded for some reason.
When tightening hydraulic bolt connections, follow the instructions
given in section 07.3.3
07 - 21
Tightening torques and use of hydraulic tools
07.3.1. Tightening pressures
V1
Hydraulically tightened connections
34
A
39
41
38
37
49
36
35
40
B
34
38
39
49
37
40
35
A.In-line engine, B.V-engine.
Fig 07-24
07 - 22
V1
Tightening torques and use of hydraulic tools
Tightening pressures for connections, see following table.
Pos.
Screw connection
Hydraulic pressure
(bar) (±3%)
Tightening
Loosening
Cylinder head bolts M90 x 6 in two steps:
34
35
36
37
38
39
Stage I
300
Stage II
500
400
Stage II
815
400
Stage II
600
300
Stage II
600
400
Stage II
800
400
Stage II
760
40
41
49
300
Stage II
600
300
Stage II
650
400
Stage II
815
300
Stage II
700
861100
400±40
861142
150±10
861120
300±30
861100
400±40
861142
400±40
861143
By hand
861120
835
Fixing bolts M42 in two steps:
(resilient mounting)
Stage I
By hand
670
Central bolts for intermediate gears M90x6
in two steps:
Stage I
861100
620
Counterweight bolts M72x6 in two steps:
V-engine
Stage I
300±30
780
Counterweight bolts M56 in two steps:
L-engine
Stage I
861143
820
Connecting rod bolts M42 in two steps:
Stage I
400±40
620
Big end bearing bolts M72x6 in two steps
Stage I
861143
620
Lateral bolts of main bearings and thrust
bearing M56 in two steps:
Stage I
400±40
835
Thrust bearing bolts M56 in two steps:
Stage I
Hydraulic
cylinder
520
Main bearing bolts M90 x 6 in two steps:
Stage I
Tightening
torque for
stud (Nm)
720
07 - 23
Tightening torques and use of hydraulic tools
07.3.2. Dismantling hydraulically tightened screw
connections
V1
1
Attach distance sleeves and hydraulic cylinders to the nuts according
to scheme A in Fig 07-25. Screw on the cylinders by hand.
2
Connect the hoses to the pump and cylinders according to scheme B
in Fig 07-25. Open the release valve (2) and screw cylinders in clock‐
wise direction to expel possible oil.
3
Turn the cylinders or distance sleeves in counter-clckwise direction
about half a revolution (180°), M72 x 6 thread sleeve 3/4 revolution
(270°). Otherwise the nuts will be locked by the cylinder and impos‐
sible to loosen.
4
Close the release valve and pump pressure to the stated value. (See
stage II in section 07.3.1). Read pressure in both manometers (6),
see Fig 07-25.
5
Turn the nuts in counter-clockwise direction about one revolution with
a pin.
6
Open the release valve slowly and remove the hydraulic tool set.
7
Screw off the nuts.
Hydraulic cylinders
861143
M90x6
861100 861009
M56
861142
M72x6
A
6
1
5
4
B
7
Fig 07-25
07 - 24
2
3
V1
Tightening torques and use of hydraulic tools
07.3.3. Reassembling hydraulically tightened screw
connections
V1
1
Screw on the nuts and attach distance sleeves. Screw on the cylin‐
ders by hand.
2
Connect the hoses to the pump and cylinders according to Fig
07-25. Check that the release valve (2) is open and screw the cylin‐
ders inclockwise direction to expel possible oil.
3
Close the release valve (2) and pump the pressure to the value of
stage I stated in the table of section
4
Tighten the nuts with a pin until close contact to face. Keep the pres‐
sure constant at the stated value during tightening.
5
Release the pressure.
6
Pump the pressure to the value of stage II and tighten the nuts. Ob‐
serve, that the nuts turn equally.
7
Open the release valve slowly and remove the hydraulic tool set.
07.3.4. Maintenance of high pressure tool set
V1
The hydraulic tool set consists of a high pressure hand pump with
integrated oil container, hoses fitted with quick-connections and nonreturn valves, cylinders and a pressure gauge mounted on the hand
pump and another mounted after the last hydraulic jack. See Fig
07-25. The components are connected in series, the pressure gauge
being the last component thus ensuring that every cylinder is fed with
the correct pressure.
07 - 25
Tightening torques and use of hydraulic tools
The non-return valves in the hoses are integrated with the quick-con‐
nections and are opened by the pins located in the centre of the male
and female parts. If these pins get worn the connection must be re‐
placed due to the risk of blocking.
● In the high pressure hydraulic tool set it is recommended to use a
special hydraulic oil or at least an oil with a viscosity of about 2°E
at 20°C.
● During the filling of the high pressure pump container, it is
recommended to connect the set according to scheme B Fig
07-25. Before filling, open the release valve (2) and empty the
cylinders (4) by pressing piston and cylinder together. After that,
the container can be filled through the filling plug (1).
● After filling, vent the system by pressing in, with a finger, the centre
pin of the female part of the last quick-connection; the connection
being disconnected from the pressure gauge. Keep on pumping
until airfree oil emerges from the connection.
● Check the pressure gauge of the hydraulic tool set regularly. For
this purpose a comparison pressure gauge is supplied. This
pressure gauge can be connected to the plug hole (7) and the
outlet hose of the pump is connected direct to the pressure
gauges.
07.4.
Use of hydraulic extractor cylinder
V1
For some power demanding operations a hydraulic extractor cylinder
is used. In connection with this cylinder the hydraulic high pressure
hand pump is utilized. (Connection scheme acc. to Fig 07-26.)
07 - 26
Tightening torques and use of hydraulic tools
Hydraulic extractor cylinder
1
B
2
A
Fig 07-26
V1
The effective area of the piston is 58.32 cm2 which gives the following
relation between pressure and force (Fig 07-27.)
Relation between pressure and force (hydraulic cylinder 834050)
p
(bar)
600
A. Max. Pressure
300
F
0
0
Fig 07-27
50
100
150
200
250
300
350 (kN)
V2
According to the design of the cylinder, the outer cylinder (1) must not
be loaded, but the force is created between the surfaces A and B in
Fig 07-26.
07 - 27
Tightening torques and use of hydraulic tools
The piston is prevented from running out of the cylinder by an expan‐
sion ring (2). The strength of this ring is limited and it is recommended
that care be taken when operating at the end of the stroke.
07.5.
Use of low pressure pump for lifting
purposes in the crankcase
V1
A special low pressure pump (150 bar, 860050) is delivered for lifting
the main bearing cap in the crankcase. Normal engine oil, which is
used in the engine lubricating system (sump) must be used in this
pump if the drain oil from the tools is led to the sump of the engine.
However, it is also possible to connect the drain oil back to the pump
chamber. (Fig 07-28.) When lifting the main bearing connect the pres‐
sure hose to connection "UP", when lowering connect the hose to
connection "DOWN".
Low pressure pump
A
A
UP DOWN
1
07.6.
2
Fig 07-28
V2
Torque calculations
V1
Note!
Torque wrench settings must be recalculated according to the follow‐
ing formula when using tools (806054) and (806058) together with
torque wrench (820009) or (820008).
07 - 28
Tightening torques and use of hydraulic tools
Example
M1 =
B xM
B+A
M
M1
A
Fig 07-29
B
V1
Example:
M = 600 Nm
A = 272 mm
B = 880 mm
M1 = 600 x 880 / ( 880 + 272 ) = 458 Nm
07 - 29
Tightening torques and use of hydraulic tools
07 - 30
Operating Troubles
08. Operating Troubles
V1
Trouble shooting
08.1.
V5
The engine should be maintained according to the schedule in chap‐
ter 04. Some possible operating troubles require prompt action. Op‐
erators should acquire knowledge of this chapter for immediate action
when needed.
Table 08-1
Trouble and possible reasons
1. Crankshaft does not rotate at starting attempt
See chapter,
section
a) Control system indicates start blockings
- low lubricating oil pressure
- low starting air pressure
- low HT temperature before engine
- turning device engaged
- emergency stop activated
Check the alarm list or the local display unit
b) Engine in shutdown or emergency stop mode
23.7
c) Communication to external system not running
d) Incorrect CCM configuration
e) MCM not restarted after power disconnection
f) Starting air solenoid valve faulty
g) Starting system faulty (starting air distribution piston or starting valve jammed)
See chapter 21
(Starting air sys‐
tem)
h) Inlet or exhaust valve jammed in open position or "negative" valve clearance
2. Crankshaft rotates but engine fails to fire
a) Too low speed
See chapter,
section
See chapter 21
(Starting air sys‐
tem)
b) Fuel oil insufficiently precirculated
c) Fuel and injection system not vented after overhaul / Repeat the start procedure
23
d) Very low air and engine temperatures in connection with fuel of low ignition quality
02
e) Gas supply restricted or blocked
17.1
08 - 1
Operating Troubles
2. Crankshaft rotates but engine fails to fire
f) Charge air system restricted or blocked
See chapter,
section
See chapter 15
(Turbocharging
and Air Cooling)
g) TDC/speed sensor failure or wrongly adjusted
h) Pilot fuel system failure
17.8, 23.8.6
23.8.6
i) Gas fuel and charge air pressure difference too high
j) Fuel filter clogged
17.5
k) Three-way cock of fuel filter wrongly set, valve in fuel inlet pipe closed, fuel day tank
empty, fuel feed pump not started or faulty
17.1
3. Engine fires irregularly, some cylinders do not fire at all
a) Faulty main gas admission valve
See chapter,
section
17.4
- jamming when closed
- damaged wiring or electrical connector
17.4
- gas fuel and charge air pressure difference too high
b) Faulty pilot fuel injector
16
c) Incorrect pilot injection timing or duration
23
- incorrect software setting
- TDC/speed sensor wrongly adjusted
d) Incorrect air-fuel ratio (too lean)
23
- incorrect software setting
- malfunction of wastegate valve
- Insufficient charge air pressure
- air intake clogged
- turbocharger compressor dirty
- charge air cooler clogged on air side
- turbocharger turbine badly fouled
e) Faulty CCM
f) 12 ... 18-cylinder engines. It may be troublesome to make these fire on all cylinders
when idling, due to the small quantity of fuel gas required.
In normal operation this is acceptable.
g) See point 2c
In diesel fuel operation:
h) Diesel fuel rack linkage set-up incorrect or too much limitation in start fuel limiter (soft‐ 22
ware setting)
i) Injection pump control sleeve does not mesh properly with rack (may cause overspeed 16
if set in direction towards increased fuel quantity)
08 - 2
Operating Troubles
3. Engine fires irregularly, some cylinders do not fire at all
See chapter,
section
j) Injection pump faulty (plunger or tappet sticking; delivery valve spring broken or sticking, 16
constant pressure relief valve leaking)
k) Injection valve faulty; nozzle holes clogged
16
l) Speed actuator start booster not functional
4. Engine speed not stable
See chapter,
section
a) Loading automation outside engine faulty
Speed signal to speed controller disturbed due to wrong sensing distance or poor con‐
nection / Wrong dynamic setting in speed controller or misfiring
Misfire in cylinder
- Faulty main gas admission valve (3a)
- Faulty pilot fuel injector (3b)
b) Incorrect ignition timing
23
- incorrect software setting
- TDC/speed sensor wrongly adjusted
c) Incorrect pilot injection timing or duration
23
- incorrect software setting
- malfunction of wastegate valve
- insufficient charge air pressure (see point 3d)
d) Incorrect software setting of speed control parameters
23.8.1.1
e) Gas pressure too low
17.1, 23.8.3
f) Fuel oil pressure too low
17.6
5. Knocks or detonations occur in engine
(if reason cannot be found immediately, stop the engine!)
See chapter,
section
a) Big end bearing clearance too large (loose screws!)
06.2, 07.3.1,
11.3
b) Valve springs or injection pump tappet spring broken
12
c) Inlet or exhaust valve jamming when open
d) Too large valve clearances
06.1, 12.2
e) One or more cylinders overloaded
f) Tappet guide block or injection pump loose
14, 07.1.6
g) Initial phase of piston seizure
h) Incorrect air-fuel ratio (too rich)
23
- incorrect software setting
- malfunction of wastegate valve
- insufficient charge air pressure (see point 3d)
08 - 3
Operating Troubles
5. Knocks or detonations occur in engine
(if reason cannot be found immediately, stop the engine!)
i) Faulty main gas admission valve
See chapter,
section
17.4
- jamming when open
- particles in gas fuel system
j) Incorrect pilot injection timing or duration
23
- incorrect software setting
- TDC/speed sensor wrongly adjusted
- Faulty pilot fuel injector
k) Changes in gas fuel characteristics (gas with lower methane number)
6. Dark exhaust gases
a) Late injection (wrongly set camshaft drive)
02.1
See chapter,
section
06.2, 16, 17.1
17.6
b) See points 3b, c, d, e
c) Insufficient charge air pressure:
- air intake clogged
- turbocharger compressor dirty
- charge air cooler clogged on air side
- turbocharger turbine badly fouled
Test Records
See chapter 15
(Turbocharging
and Air Cooling)
04
Note! In case of a rapid increase of load the engine may smoke in diesel mode.
7. Engine exhaust gases blue-whitish or gray-whitish
See chapter,
section
a) Excessive lubricating oil consumption due to: gas blow-by past piston rings; worn or
03.6, 11.2
broken oil scraper rings or worn cylinder liners; sticking compression rings; compression
rings turned upside-down; ring scuffing (burning marks on sliding surfaces)
b) Gray-whitish exhaust gases due to water leakage from exhaust boiler/turbocharger or
due to water content in fuel.
8. Exhaust gas temperature of all cylinders abnormally high
See chapter,
section
a) Engine overloaded
b) Charge air temperature too high
- charge air cooler clogged on water side or dirty on air side
- water temperature to air cooler too high, water quantity insufficient
- engine room temperature abnormally high
Test Records,
01.2
See chapter 15
(Turbocharging
and Air Cooling)
c) Excessive deposits in cylinder head inlet or exhaust ports
d) Exhaust pipe pressure after turbine high
04
See chapter 15
(Turbocharging
and Air Cooling)
08 - 4
Operating Troubles
See chapter,
section
8. Exhaust gas temperature of all cylinders abnormally high
e) Leakage in charge air system
f) Leakage in exhaust gas system
g) Incorrect air-fuel ratio (too rich)
23
- incorrect software setting
- malfunction of wastegate valve
- insufficient charge air pressure (see point 3d)
9. Exhaust gas temperature of one cylinder above normal
Test Records
a) Exhaust valve
- jamming when open
- "negative" valve clearance
- sealing surface blown by (burned)
b) Faulty main gas admission valve
17.4
- jamming when open
- particles in gas fuel system
c) Leakage in cylinder head inlet
d) Faulty pilot fuel injector
16.5
e) Injection pump faulty
16.2
See chapter,
section
10. Exhaust gas temperature of one cylinder below normal
a) Faulty exhaust gas temperature transducers
23, chapter 03.1
b) Leakage in gas fuel system
17.3.1
c) When idling, see point 3g
03.6
d) Incorrect air-fuel ratio (too lean)
23
- incorrect software setting
- malfunction of wastegate valve
- insufficient charge air pressure (see point 3d)
e) Faulty main gas admission valve
17.4
- stacked in close position
- damaged wiring or electrical connector
- gas and charge air pressure difference too high
- open connection i valve's cable
f) Faulty pilot fuel injection valve
16.5
- sticking needle
- pilot nozzle hole clogged
- open connection i valve's cable
g) Leaky injection pipe or pipe fittings
16
08 - 5
Operating Troubles
See chapter,
section
11. Lubricating oil pressure lacking or too low
a) Faulty pressure transducers
01.2, 23
b) Lubricating oil level in oil sump too low
01.1, 18
c) Lubricating oil pressure control valve out of adjustment or jamming
18G.6
d) Three-way cock of lubricating oil filter wrongly set
18
e) Leakage in lubricating oil suction pipe connections
18
f) Lubricating oil viscosity too low
02.2.1
g) Lubricating oil pipes inside engine loose or broken
18
12. Too high lubricating oil pressure
See chapter,
section
13. Too high lubricating oil temperature
See chapter,
section
a) See points 11a and c
a) Faulty temperature transducer
01.2
b) Insufficient cooling water flow through oil cooler (faulty pump, air in system, valve
closed), too high raw water temperature
19.4, 01.2
c) Oil cooler clogged, deposits on tubes
18
d) Faulty thermostat valve
18
14. Abnormally high cooling water outlet temperature, difference between cooling water inlet
and outlet temperatures too large
a) One of temperature transducer faulty
See chapter,
section
01.2
b) Circulating water cooler clogged, deposits on tubes
c) Insufficient flow of cooling water through engine (circulating water pump faulty), air in 19.4, chapter 03.1
system, valves closed
d) Thermostat valve faulty
19
15. Water in lubricating oil
a) Leaky oil cooler
See chapter,
section
02.2.1, chapter
03.1, 18
b) Leakage at cylinder liner O-rings (always pressure test when cooling water system has
been drained or cylinder liners have been dismantled)
c) Faulty lubricating oil separator. See separator instruction book!
16. Water in charge air receiver
(escapes through drain pipe in air cooler housing)
See chapter,
section
a) Leaky air coolers
See chapter 15
(Turbocharging
and Air Cooling)
b) Condensation (too low charge air cooling water temperature)
chapter 03.1
08 - 6
Operating Troubles
17. Engine looses speed or power
a) Engine overloaded or too fast load increase
23
b) See points 4e, 5g
18. Engine stops
See chapter,
section
a) Shortage of fuel
b) Automatic shutdown or emergency stop from control system
23.7.5
c) Power failure to electronic equipment
19. Engine does not stop although remote stop signal is given
See chapter,
section
a) Faulty wiring. Stop the engine by closing the shut-off valve in the gas supply system
20. Engine does not stop although stop signal is given
See chapter,
section
a) Injection pump control rack wrongly set (3b, c)
Press emergency stop button. If the engine does not stop immediately, block fuel supply
as near the engine as possible (e.g. by fuel filter three-way cock) .Before restarting the
engine, the fault must be located and corrected.
Great risk of overspeed
b) The engine driven by generator or propeller or by another engine connected to same
reduction gear
21. Engine overspeeds and does not stop although
overspeed trip device trips
See chapter,
section
a) Injection pump control rack wrongly set (3b,c). Load the engine, if possible.
Block fuel supply, e.g. by means of fuel filter three-way cock.
- Diesel fuel control rack blocked or incorrectly set
b) An overspeeding engine is hard to stop. Therefore, check regularly the adjustment of 22.1
the control mechanism (the injection pump rack positions):
1) the stop lever being in stop position or the overspeed trip device being tripped and
the speed governor at max. fuel admission
2) the stop lever and the overspeed trip being in work position and the speed governor
in stop position.
This control should be done always when the control mechanism or the injection pumps
have been touched.
08 - 7
Operating Troubles
08.2.
Emergency operation
08.2.1. Operation with defective air cooler(s)
V3
If the water tubes of an air cooler are defective, the cooling water may
enter the cylinders. If water or water mist flows out of the drain pipe
at the bottom of the cooler housing, check whether it is raw water or
condensate. If condensate, reduce cooling (see chapter 03, Fig
03-3). If raw water, stop the engine as soon as possible and fit a spare
cooler.
In case of no available spare cooler, the following procedure can be
carried out as an emergency solution:
a)
Dismantle the cooler for repair and blank off the opening in the charge
air cooler housing. Shut off the water supply and the return pipes.
Repair the cooler, e.g. by plugging the leaking tubes.
b)
If there is not time enough to remove the defective coolerto repair it,
then only shut off the water supply and the return pipes.
c)
Operating with a partially plugged, shut-down or removed air cooler.
The engine output must be limited and normal full load exhaust tem‐
peratures must not be exceeded. The turbocharger may surge before
the admissible exhaust temperatures are reached. In such a case,
engine load must be reduced further to avoid continuous surging.
08.2.2. Operation with defective turbocharger(s)
V1
A defective turbocharger is to be treated in accordance with the serv‐
ice instructions given in the turbocharger instruction book (blocking of
rotor, blanking of turbocharger etc.)
If one of the turbochargers on a V-engine is defective and must be
blocked, the other charger has to be blocked too. The air connection
between the turbocharger and the air cooler housing should be re‐
moved and the engine will operate as a naturally aspirated engine.
Available load from the engine with blocked turbocharger(s) is about
20 % of full load. The engine output must, however, be limited so that
the normal full load exhaust temperatures are not exceeded.
Note!
Both turbochargers on a V-engine must be blocked or blanked in case
of one charger is defective and blocked
08 - 8
Operating Troubles
08.2.3. Operation with defective cams
V2
If the camshaft piece with damaged cams cannot be removed and
replaced by a new one, the engine can be kept running by the fol‐
lowing measures:
a)
Injection pump cams:
Slight damage:
Set the injection pump control rack to zero position and lock it by using
the limiter tool 863001.
Bad damage:
Remove the fuel injection pump. See chapter 16.
Note!
Concerning vibrations, see section 08.2.5
When operating with a shut-off injection pump over a long period, the
valve push rods of the inlet and outlet valves are to be removed, and
the indicator valve on the respective cylinder is to be opened once an
hour to allow any accumulated oil to escape.With one cylinder out of
operation, reduce load to prevent exhaust temperature of the remain‐
ing cylinders from exceeding normal full load temperatures.
b)
Valve cams
Shut off the fuel injection to the cylinder concerned, see chapter 16.
Remove the valve push rods and cam followers of the cylinder. Re‐
place the tubes covering the push rods.
Run the engine with reduced load to prevent the exhaust tempera‐
tures from exceeding their respective normal full load temperatures.
08.2.4. Operation with removed piston and
connecting rod
V1
In case of such damage on piston, connecting rod or big end bearing
that cannot be repaired, the following can be done to allow emergency
operation:
08 - 9
Operating Troubles
1
Remove the piston, the connecting rod and the big end bearing.
2
Cover the lubricating oil bore in the crank pin with a suit-able hose
clip, and secure it.
3
Fit the cylinder head without mounting the valve push rods.
4
Prevent starting air entry to the cylinder head by removing the pilot
air pipe.
5
Set the injection pump fuel rack to zero position and lock it using the
limiter tool 863001.
Run the engine with reduced load to prevent the exhaust tempera‐
tures from exceeding their respective normal full load temperatures.
If the turbocharger(s) surges, reduce load further to avoid continuous
surging.
Operation with removed piston and connecting rod, from one or more
cylinders, should be performed only in absolute emergency condi‐
tions when there are no other means of proceeding under own power.
08.2.5. Torsional vibrations and other vibrations
V1
When running the engine with one cylinder, or more, out of operation,
the balance of the engine is disturbed and severe, or even dangerous,
vibrations may occur. The vibration conditions are, in practice, de‐
pendant on the type of the installation.As a general advice, when
there are cylinders out of order:
1
Reduce load as much as possible.
2
Keep the speed in a favourable range (completely depending on the
type of installation).
If one or several pistons are removed, lowest possible speed should
be used.
08 - 10
Specific Installation Data
09. Specific Installation Data
09.1.
Marine installations
V2
Chapter 09 is reserved for specific installation data.
Depending on installation, the specific installation data may also be
found in the separate "Attachments" binder.
09.2.
Power installations
V2
All test reports and certificates are collected in series 8 Quality re‐
cords. The specific installation data can be found in binder 7A 02 01.
09 - 1
Specific Installation Data
09 - 2
Engine block with bearings, cylinder and oil sump
10. Engine block with bearings, cylinder and
oil sump
10.1.
Engine block
V1
V2
The nodular cast iron engine block is cast in one piece. The jacket
water distributing pipes are incorporated in the engine block. The
crankcase covers as well as other covers tighten against the engine
block by rubber sealings and four screws each. Some of the crank‐
case covers are equipped with safety valves which relieve the over‐
pressure in case of a crankcase explosion. The number of relief
valves depends on the crankcase volume. The crankcase is also pro‐
vided with a vent pipe including a non-return valve with a drain con‐
nection. This vent pipe should be routed away from the engine room.
10.2.
Main bearings
V1
The main bearing caps, which support the underslung crankshaft, are
clamped by hydraulically tensioned screws, two from below and two
horizontally. The bearing shells are axially guided by lugs to provide
a correct assembly. All main bearings are equipped with temperature
sensors.
10.2.1. Maintenance of the main bearings
V3
For maintenance intervals see chapter 04, Maintenance schedule. If
abnormal temperatures appears the bearing has to be inspected.
10 - 1
Engine block with bearings, cylinder and oil sump
10.2.2. Dismantling of the main bearing
10.2.2.1. Loosening the side screws
V3
1
In case of a wet oil sump: Pump oil from the oil sump to the storage
tank if not done yet.
2
Remove two crankcase covers on each side of the bearing, on both
side of the engine.
3
Remove carefully the main bearing temperature sensor (1) and the
clamps for the cable, see Fig 10-1.
4
Remove the caps from the side screws of the concerned bearing.
5
Lift the distance sleeves (861009) and the hydraulic tool (861100)
into position on the side screws. Both sides can be loosened simul‐
taneously.
Main bearing side screws
861009
861100
1
Fig 10-1
10 - 2
V1
Engine block with bearings, cylinder and oil sump
6
Tighten the hydraulic tool (861100), until the piston and cylinder end
faces are at the same level. Connect the hoses of the hydraulic pump
(860170) according to Fig 10-2.
Note!
Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
Hydraulic pump connection
860170
861009
861100
Fig 10-2
V1
7
Turn the hydraulic tool counter-clockwise about half a turn (180°) and
close the valve.
8
Raise the hydraulic pressure to the stated value, see section 07.3.1.
9
Loosen the nut about half a turn with the pin 861010.
10 Release the pressure slowly. Disconnect the hoses and unscrew the
hydraulic tool.
11 Remove the nuts from the side screws by hand.
10.2.2.2. Opening the main bearing nuts
V3
A. Using transport device (836044) on L-engines
10 - 3
Engine block with bearings, cylinder and oil sump
1
Fit the transport device (836044) and tackle (836001) according to
Fig 10-3A. Fasten the transport device to the threaded holes of the
crankcase cover fastening screws. Use e.g. M24 screws from the
mounting device for big end bearing (836011).B. Using transport de‐
vice (836030) with bar (831003) on L-engines
2
Fit the bar (831003) together with transport device (836030) and
tackle (836001) into position inside the crankcase, see Fig 10-3B.
Transport device, L-engines
A:
836001
B:
836001 836003 836030
836044
861143
861143
861040
861040
Fig 10-3
3
10 - 4
V1
Lift the hydraulic tool (861143) inside the engine by using the mount‐
ing device (861040) connected to the tackle, see Fig 10-4.
Engine block with bearings, cylinder and oil sump
4
Mount the hydraulic tool by using a wrench when at the right position.
Repeat the procedure with the other screw by fitting the hydraulic jack
from the other side of the engine.
Mounting device, L-engines
A:
B:
836044
836001
861143
861040
861143
861040
Fig 10-4
V1
Using transport device (836041) on V-engines
5
Fit the transport device (836041) and tackle (836001) according to
Fig 10-5. Fasten the transport device to the threaded holes of the
crankcase cover fastening screws. Use e.g. M24 screws from the
mounting device for big end bearing (836010).
Transport device, V-engines
836001
836041
861143
861041
Fig 10-5
V1
10 - 5
Engine block with bearings, cylinder and oil sump
6
Lift the hydraulic tool (861143) inside the engine by using the mount‐
ing device (861041) connected to the tackle, see Fig 10-6.
Mounting device, V-engine
836041
836001
861143
Fig 10-6
10 - 6
861041
V1
Engine block with bearings, cylinder and oil sump
7
Mount the hydraulic tool by using a wrench when at the right position.
Repeat the procedure with the other screw by fitting the hydraulic jack
from the other side of the engine.
Note!
Hydraulic tool can also be lifted in two parts. Use lifting device for
lifting the cylinder in position and lock it together with the nut by using
two pins or bolts (see Fig 10-7). The inside part of the hydraulic tool
can then be lifted by hand and screwed into position.
Note!
On a V-engine, never turn the crankshaft with hydraulic tools mounted
to the main bearing screws, because then the counterweights do not
have enough space to rotate.
Hydraulic tool
861143
1
1.Inside part of 861143
Fig 10-7
V1
10 - 7
Engine block with bearings, cylinder and oil sump
8
Connect the hoses of the hydraulic pump (860170) to hydraulic tool
according to Fig 10-8.
Note!
Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
Hydraulic pump
860170
Fig 10-8
9
V1
Keep on turning the hydraulic tool as long as it rotates. Repeat the
procedure few times to get all oil out from the tool.
10 Turn the hydraulic tool back about 3/4 of a turn (270°).
11 Raise the hydraulic pressure to the stated value. See section 07.3.1.
12 Loosen the nuts about 3/4 of a turn by using the pin (861010).
13 Release the pressure slowly, disconnect the hoses and unscrew the
hydraulic tools. Remove the hydraulic jacks from the crankcase by
using the tool (861040) and the tackle.
10 - 8
Engine block with bearings, cylinder and oil sump
10.2.2.3. Lowering the main bearing cap
1
V3
Connect the hoses of the hydraulic pump to the hydraulic jack, the
supplying hose set to the side marked "DOWN". From the connection
"UP", the hose is preferred to be connected back to the pump cham‐
ber, see Fig 10-9. Use clean engine oil.
Lowering the main bearing cap
1
A:
A
860050
UP DOWN
B:
2
DOWN UP
B
860050
1.Dry oil sump2.Wet oil sump
Fig 10-9
V2
10 - 9
Engine block with bearings, cylinder and oil sump
2
Remove the side screws to be able to lower the main bearing cap. If
necessary, use stud remover (803004), see Fig 10-10.
Stud remover
A
803004
Fig 10-10
3
Remove the nuts of the main bearing screws.
4
Lower the main bearing cap by pumping oil pressure to the hydraulic
jack with the hydraulic pump if necessary. If the bearing cap comes
down without pumping, control the lowering speed with the valve of
the pump.
Note!
Only the lower part of the hydraulic jack is pulling down.
10 - 10
V1
Engine block with bearings, cylinder and oil sump
10.2.2.4. Removing the bearing shells
V2
1
Remove the lower bearing shell by hand.
2
Insert the turning tool (851001) into the main bearing journal radial oil
hole, see Fig 10-11.
Removing bearing shell
851001
Fig 10-11
V1
3
Turn the crankshaft carefully until the bearing shell has turned 180°
and can be removed.
4
Cover the two main bearing journal radial oil holes with tape.
Note!
Every second main bearing should be in place at the same time to
support the crankshaft.
10.2.3. Inspection of main bearings and journals
V5
Bearings
10 - 11
Engine block with bearings, cylinder and oil sump
1
Clean the bearing shells and inspect for wear, scoring and other dam‐
age. If the main bearing shells are of TRI-METAL type, they can be
used until the overlay is partially worn off. When the underlaying nick‐
el-barrier or the lining material is exposed in any area, the bearing
must be renewed.
Caution!
Never re-install a tri-metal bearing with the nickel barrier exposed in
any part of the bearing shell.
Note!
It is highly recommended to always renew a bearing shell that has
been removed.
Caution!
Mark the new bearings with the bearing numbers.
Journals
2
Inspect the surface finish of the main bearing journals. Damaged
journals (i.e. rough surface, scratches, marks of shocks etc.) must be
polished. If, after a longer running period, considerably uneven wear
appears (table 10. section 06.2) the crankshaft may be reground and
used together with thicker bearing shells.
Note!
No scraping or other damage of bearing shells, caps or saddles is
allowed. Burrs should be locally removed, only.
10.2.4. Assembling of the main bearing
10.2.4.1. Mounting the bearing shells
V3
1
Take off the protecting tapes from the journal oil holes and clean the
main bearing shells, the cap and the journal very carefully. Lubricate
the journal with clean engine oil.
2
Lubricate the bearing surface and end faces of the upper bearing shell
with clean lubricating oil.
Caution!
The bearing shell can be completely destroyed (deformed) during the
assembly, if it is not lubricated properly.
10 - 12
Engine block with bearings, cylinder and oil sump
3
Place the end of the bearing shell in the slot between the journal and
the bearing bore, with the lug guiding in the oil groove (see Fig
10-12), and push it by hand as far as possible (recommended 2/3 of
its lenght).
Assembling bearing shell
A
B
A
B.Push by hand
Fig 10-12
V1
10 - 13
Engine block with bearings, cylinder and oil sump
4
Insert the turning tool (851001) into the main bearing journal radial oil
hole and turn the crankshaft carefully until the bearing shell has turned
into position. Take care that the bearing shell lug slides into the oil
groove without being damaged, see Fig 10-13.
Caution!
A bearing shell forced into its place can be completely destroyed due
to deformation.
Turning tool
851001
Fig 10-13
10 - 14
V1
5
Remove the turning tool.
6
Lubricate the bearing surface and both ends of the lower bearing shell
with clean lubricating oil and place it in the bearing cap.
Engine block with bearings, cylinder and oil sump
10.2.4.2. Lifting the bearing cap
1
V2
Connect the hoses of the hydraulic pump (860050) to the hydraulic
jack, the supplying hose connected to the side marked "UP", see Fig
10-14.
Lifting bearing cap
1
A
A:
860050
UP DOWN
2
B:
860050
DOWN UP
B
1. Dry oil sump, 2. Wet oil sump.
Fig 10-14
V1
From the connection "DOWN" the hose can be connected back to the
pump chamber. Grease the guide faces of the main bearing cap.
2
Lift the main bearing cap by pumping oil pressure to the hydraulic jack
with the hydraulic pump. Screw the main bearing nuts in position by
hand. Ensure that the bearing caps and shells are correctly in joining
places.
10.2.4.3. Fitting the side screws
V3
1
Remove O-rings on the side screws and clean the side screws prop‐
erly. Lubricate the threads (the threads towards the bearing cap).
2
Renew the O-rings on the side screws. Fit the screws and tighten to
bottom by hand or by using the tool (803004), see Fig 10-10.
3
Tighten the side screw nuts by hand.
10 - 15
Engine block with bearings, cylinder and oil sump
10.2.4.4. Pretightening the side screws
V3
1
Lift the distance sleeve (861009) and the hydraulic tool (861100) into
position on the side screw on the rear side (B-bank side on a Vengine) of the engine.
2
Tighten the hydraulic tool (861100) until the piston and cylinder end
faces are at the same level. Connect the hoses and open the valve,
see Fig 10-15.
Note!
Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
Hydraulic tool for side screws
860170
861009
861100
Fig 10-15
3
Raise the pressure to the pretightening pressure of 200 bar.
4
Tighten the nut by using the pin. Release the pressure slowly.
10.2.4.5. Tightening the main bearing on a L-engine
V1
V3
Using transport device (836044) on L-engines
1
Fit the transport device (836044) and tackle (836001) according to
Fig 10-3A. Fasten the transport device to the threaded holes of the
crankcase cover fastening screws. Use e.g. M24 screws from the
mounting device for big end bearing (836011).B. Using transport de‐
vice (836030) with bar (831003) on L-engines
2
Fit the bar (831003) together with transport device (836030) and
tackle (836001) into position inside the crankcase, see Fig 10-3B.
10.2.4.6. Tightening the main bearing on a V-engine
Using transport device (861041) on V-engines
10 - 16
V3
Engine block with bearings, cylinder and oil sump
1
Lift the hydraulic tool (861143) for main bearings into positions by
using the mounting device (861041). See Fig 10-6.
2
Connect the hoses of the hydraulic pump (860170) . Keep on turning
the hydraulic jack as far as it rotates. See connection schema in Fig
10-8.
3
Raise the pressure to the stated value (stage I), see section 07.3.1,
and tighten the nuts by using the pin (861010). Release the pressure
slowly and tighten the hydraulic cylinder until the end faces of the
piston and the cylinder are at same level.
4
Raise the pressure to stated value (stage II), see section 07.3.1, and
tighten the nuts by using the pin (861010).
5
Release the pressure slowly and disconnect the hoses. Remove the
tools.
6
Re-install the temperature sensor and cable clamps.
10.2.4.7. Final tightening of the side screws
V3
1
Mount the distance sleeve (861009) and the hydraulic tool (861100)
on the side screw on the rear side (B-bank side on a V-engine).
2
Connect the pump and the hose to the hydraulic tool on the side screw
on the rear side (B-bank side on a V-engine) of the engine.
3
Raise the pressure to the full stated value (stage I), see section
07.3.1, and tighten the nuts by using the pin (861010). Release the
pressure slowly.
4
Raise the pressure to stated value (stage II), see section 07.3.1, and
tighten the nuts by using the pin (861010).
5
Release the pressure slowly, disconnect the hoses and remove the
hydraulic tools.
6
Repeat the steps 7-11 on the side screw on the manoeuvring side of
the engine.
10 - 17
Engine block with bearings, cylinder and oil sump
7
Mount the caps on the side screws.
Note!
The final tightening of the side screws can also be done for both sides
simultaneously.
Tightening order
Loosening:
1. Side screw nuts
one by one or simultaneously
2 . Main bearing nuts
simultaneously
Pretightening:
1. Side screw nut on rear side (B-bank
side on a V-engine)
Final tightening:
1. Main bearing nuts
simultaneously
2. Side screw nut on rear side
(The final tightening of the side
screws can also be done for both
sides simultaneously)
3. Side screw nut on manoeuvring side
Tightening
pressure
200 bar
07.3
07.3.2
8
Take care that all tools and clothes are removed from the oil sump.
9
In case of a wet oil sump: Fill the oil sump with oil if you have finished
your work.
10 Mount the crankcase covers.
10.3.
Flywheel / thrust bearings
V2
A combined flywheel/thrust bearing is located at the driving end.
The flywheel bearing shells are of the same type as the main bear‐
ings, only different size. The two pairs of thrust washers guide the
crankshaft axially.
10.3.1. Maintenance of flywheel / thrust bearings
V3
For maintenance intervals see chapter 04, Maintenance schedule. If
abnormal temperatures appear, the bearing has to be inspected.
10 - 18
Engine block with bearings, cylinder and oil sump
10.3.2. Dismantling of flywheel / thrust bearing
10.3.2.1. Loosening the side screws
V3
1
In case of a wet oil sump: Pump oil from the oil sump to the storage
tank if not done yet.
2
Remove the two crankcase covers next to the flywheel end, on both
sides of the engine.
3
Carefully remove the temperature sensor (1) and the cable clamps,
see Fig 10-1. Ensure that it will not be damaged while working with
the bearing.
4
Remove the caps from the side screws of the flywheel/thrust bearing.
5
Lift the distance sleeves (861009) into position and the hydraulic tool
(861100) on the side screws. Both sides can be loosened simultane‐
ously.
6
Tighten the hydraulic tool (861100), until the piston and the cylinder
end faces are at the same level. Connect the hoses of the hydraulic
pump (860170) according to Fig 10-2.
Note!
Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
7
Turn the hydraulic tool counter-clockwise about half a turn (180°).
8
Raise the hydraulic pressure to the stated value, see section
07.3.2. (column for loosening).
9
Loosen the nut about half a turn using the pin (861010).
10 Release the pressure slowly, disconnect the hoses and unscrew the
hydraulic tool.
11 Remove the nuts from the side screws by hand.
10 - 19
Engine block with bearings, cylinder and oil sump
10.3.2.2. Opening of flywheel / thrust bearing nuts
1
V3
Lift the distance sleeve (861009) into position on the flywheel bearing
nut and hang it by inserting the pin (861010), see Fig 10-16.
Note!
Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
Opening of flywheel / thrust bearing nuts
861009
861010
Fig 10-16
V1
Hydraulic tool connection
860170
861100
Fig 10-17
10 - 20
V1
Engine block with bearings, cylinder and oil sump
2
Mount the hydraulic tools (861100), connect the hoses of the hy‐
draulic pump (860170) according to Fig 10-17.
3
Keep on turning the hydraulic tool until the piston and the cylinder end
faces are at the same level.
4
Turn the hydraulic tool counter-clockwise about half a turn (180°).
5
Raise the pressure to stated pressure value, see section 07.3.1.
6
Loosen the nuts about half a turn by using the pin (861010).
7
Release the pressure slowly, disconnect the hoses and remove the
hydraulic tools.
10 - 21
Engine block with bearings, cylinder and oil sump
10.3.2.3. Lowering the flywheel / thrust bearing cap
1
V3
Connect the hoses of the hydraulic pump (860050) to the hydraulic
jack, the supplying hose set to the side marked "DOWN". From the
connection "UP" the hose is preferred to be connected back to the
pump chamber, see Fig 10-18.
Lowering the flywheel / thrust bearing cap
1
A:
A
860050
UP DOWN
B:
2
DOWN UP
B
860050
1.Dry oil sump2.Wet oil sump
Fig 10-18
10 - 22
V2
2
Remove the nuts of the flywheel / thrust bearing screws.
3
Remove the side screws to be able to lower the bearing cap. If nec‐
essary, use stud remover (803004), see Fig 10-10.
Engine block with bearings, cylinder and oil sump
4
Lower the bearing cap by pumping oil pressure to the hydraulic jack
with the hydraulic pump.
Note!
Only the lower part of the hydraulic jack is pulling down.
10.3.2.4. Removing the flywheel / thrust bearing shells
1
V1
Remove the lower bearing shell and the lower thrust washers. To re‐
move the thrust washer next to the driving end an M8 screw or eyebolt
can be fitted to each end of the washer to help the removing, see Fig
10-19. Note the guide pins (C).
Removing the flywheel/thrust bearing shells
M8
C
Fig 10-19
V1
10 - 23
Engine block with bearings, cylinder and oil sump
2
Insert the turning tool (851020) into the bearing journal radial oil hole
to remove the upper bearing shells, see Fig 10-20.
Turning tool 851020
851020
Fig 10-20
10 - 24
V1
3
Turn the crankshaft carefully until the bearing shell and the washers
have turned 180° and can be removed. Depending on the position of
the crankshaft the thrust washers can be quite loose.
4
Cover the two bearing journal radial oil holes with tape
5
Check the bearing in the same way as the main bearings, (see section
10.2.3). The thrust washers on the same side have to be changed in
pairs.
Engine block with bearings, cylinder and oil sump
10.3.3. Assembling the flywheel / thrust bearing
10.3.3.1. Fitting the flywheel / thrust bearings
V3
1
Take off the protecting tapes from the bearing journal radial oil holes
and clean the bearing shells, washers and journal very carefully. Lu‐
bricate the journal with clean engine oil.
2
Lubricate the upper bearing shell running surface and place the end
of the bearing shell in the slot between the journal and the bearing
bore. The axial location of the shell is to be secured by keeping the
bearing shell end recesses (A) at the same level with the axial faces
(B) of the engine block. (See Fig 10-21). Insert the shell by hand as
far as possible, see Fig 10-22.
Upper bearing shell
Fig 10-21
B
B
A
A
V1
Caution!
The bearing shell can be completely destroyed (deformed) during the
assembly, if it is not properly lubricated.
10 - 25
Engine block with bearings, cylinder and oil sump
Assembling flywheel/thrust bearing shell
A
A.Push by hand
Fig 10-22
V1
3
Insert the turning tool (851020) into the bearing journal radial oil hole
and turn the crankshaft carefully until the bearing shell has turned into
position.
4
Remove the turning tool
5
Lubricate the running surfaces of the upper thrust washers and push
the washers into position by hand. To facilitate the mounting of the
washer the crankshaft can be axially moved to each direction.
Caution!
A bearing shell forced into its place can be completely destroyed due
to deformation.
6
10 - 26
Lubricate the running surfaces of the lower thrust washers and push
them into position on the guiding pins (C) in the bearing cap. For
mounting the thrust washer next to the driving end an M8 screw can
be fitted to each end of the washer, see Fig 10-19.
Engine block with bearings, cylinder and oil sump
7
Lubricate lower bearing shell running surface and place shell in bear‐
ing cap. The axial location of the shell is to be secured by keeping the
bearing shell end recesses (A) at the same level with the axial faces
(B) of the cap, see Fig 10-23.
Lower bearing shell
Fig 10-23
A
A
B
B
V1
10 - 27
Engine block with bearings, cylinder and oil sump
10.3.3.2. Lifting the bearing cap
1
V3
Connect the hoses of the hydraulic pump (860050) to the hydraulic
jack, the supplying hose connected to the side marked "UP", see Fig
10-24.
Lifting the bearing cap
1
A
A:
860050
UP DOWN
2
B:
860050
DOWN UP
B
1. Dry oil sump, 2. Wet oil sump.
Fig 10-24
2
Lift the bearing cap by pumping oil pressure to the hydraulic jack with
the hydraulic pump. Screw the main bearing nuts in position and
tighten by hand. Ensure that the bearing caps and shells are correctly
in joining places. Disconnect the hoses.
10.3.3.3. Fitting the side screws
10 - 28
V1
V3
1
Remove O-rings on the side screws and clean the side screws prop‐
erly. Lubricate the threads (the threads towards the bearing cap).
2
Renew the O-rings on the side screws. Fit the screws and tighten to
bottom by hand or by using the tool (803004), see Fig 10-10.
3
Tighten the side screw nuts by hand.
Engine block with bearings, cylinder and oil sump
10.3.3.4. Pretightening of the side screws
V3
1
Lift the distance sleeve (861009) into position on the side screw on
the rear side (B-bank side on a V-engine) of the engine.
2
Mount the hydraulic tool (861100) and connect the hoses. Open the
pump valve, see Fig 10-15.
Note!
Some hydraulic pumps types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
3
Keep on turning the hydraulic tool until the piston and cylinder end
faces are at the same level.
4
Raise the pressure to the pretightening pressure of 200 bar.
5
Tighten the nut by using the pin (861010).
10.3.3.5. Tightening of the flywheel / thrust bearing
V3
1
Lift the distance sleeves (861009) into position on the flywheel bear‐
ing nuts and hang them by inserting the pins (861010). (See Fig
10-16.)
2
Mount the hydraulic tools (861100), connect the hoses of the hy‐
draulic pump (860170) according to (Fig 10-17).
3
Keep on turning the hydraulic tool until the piston and the cylinder and
faces are at the same level.according to Fig 10-17.
Note!
Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
4
Close the valve and raise the pressure to the stated value, see section
07.3.1, and tighten the nuts by using the pin (861010).
5
Release the pressure slowly, disconnect the hoses and unscrew the
hydraulic tools.
6
Reinstall the temperature sensor and cable clamps.
10.3.3.6. Final tightening of the side screws
V3
1
Mount the distance sleeve (861009) and the hydraulic tool (861100)
on the side screw on the rear side (B-bank side on a V-engine).
2
Connect the pump and the hose to the hydraulic tool on the side screw
on the rear side (B-bank side on a V-engine) of the engine.
3
Raise the pressure to the full stated value (stage I), see section
07.3.1, and tighten the nuts by the pin (861010). Release the pressure
slowly.
10 - 29
Engine block with bearings, cylinder and oil sump
4
Raise the pressure to stated value (stage II), see section 07.3.1, and
tighten the nuts by using the pin (861010).
5
Release the pressure slowly, disconnect the hoses and remove the
hydraulic tools.
6
Repeat the steps 24-28 on the side screw on the manoeuvring side
of the engine.
7
Mount the caps on the side screws.
Note!
The final tightening of the side screws can also be done for both sides
simultaneously.
8
Take care that all tools and clothes are removed from the oil sump.
9
In case of a wet oil sump: Fill the oil sump with oil if you have finished
your work.
10 Mount the crankcase covers.
10.4.
Camshaft bearings
V1
The camshaft bearing bushes are fitted in housings directly machined
in the engine block. Bushing can be inspected and measured either
by removing the camshaft journal or opening one connection in the
camshaft and sliding the complete shaft towards the free end of the
engine.
10.4.1. Maintenance of camshaft bearings
V3
For maintenance intervals see chapter 04.
10.4.2. Inspection of the camshaft bearing bushing
V3
When the camshaft bearing journal has been removed, the inner di‐
ameter of the bearing bushing can be measured at site, by using a
ball anvil micrometer screw. The wear limit is stated in section 06.2.
If the wear limit for one camshaft bearing bushing is reached, all cam‐
shaft bearing bushes should be replaced. For visual inspection of the
camshaft bearing bushing, proceed as follows:
10 - 30
Engine block with bearings, cylinder and oil sump
1
Remove the both camshaft covers adjacent to the bearing concerned.
2
Remove the cover from the starting air distributor, see section 14.2.
3
Loosen the rocker arm completely on the cylinders where the cam‐
shaft is to be moved axially, see section 14.2.Lock the fuel tappet
using the pin 845014 and the valve tappet using the pin 845013 in the
upper position. The oil pipe needs to be removed on some engine
designs.
Caution!
If no locking pins are available, the contact surface for the rollers must
be protected.
4
Open the flange connection between the camshaft piece and bearing
journal on the driving end of the bearing concerned.
5
Move the camshaft towards the free end of the engine max. 35 mm
by using a suitable lever. Inspection of the bearing:
6
Check the uncovered part of the bearing bushing by means of a mir‐
ror. All camshaft bearing bushes towards the free end of the engine,
seen from the bearing concerned, can be checked when the camshaft
is in this position.
10 - 31
Engine block with bearings, cylinder and oil sump
10.4.3. Removing the camshaft bearing bushing
V7
1
Remove the camshaft cover, injection pump, valve tappets and cam‐
shaft piece from the two cylinders adjacent to the bearing concerned,
see section 16.2.2 and section 14.2. If an end bearing has to be re‐
moved, the respective camshaft end piece has to be also removed.
2
Remove the camshaft bearing journal, see section 14.2.
3
Assemble the removing device (834010) according to Fig 10-25A or,
if the first bearing at the flywheel end is concerned, according to Fig
10-25B.
Note!
Ensure that the hydraulic tool is unharmed and completely returned
to inner position before being used.
Removing the camshaft bearing bushing
5
C
2
5
C
B
A
4
3
1
3
4
C.Bearing bush
Fig 10-25
10 - 32
V1
4
Tighten the hydraulic tool (2) (834050) by tensioning the pull screw
(1) slightly.
5
Connect the hoses of the hydraulic pump (860100) to the hydraulic
tool according to Fig 10-26.
Engine block with bearings, cylinder and oil sump
6
Pump pressure to the hydraulic tool to withdraw the bearing bushing.
If the bearing bush does not move when this pressure is achieved a
light knock on the end flange (5) may be necessary.
Note!
The pressure must not exceed the "Max. pressure" value stated in
section 07.4.
Hydraulic pump 860100
860100
Fig 10-26
7
V1
Open the pump valve, disconnect the hoses of the hydraulic tool and
dismantle the removing device.
10.4.4. Mounting of camshaft bearing bushing
V3
Alternative 1
10 - 33
Engine block with bearings, cylinder and oil sump
1
A new bearing bush of the camshaft can be frozen in (e.g. nitrogen).
Ensure that the bearing bush is mounted to correct position. (The oil
slot directed upwards and the oil hole of the bush directed against the
oil hole of the engine block, detail C in Fig 10-28. The mark at the end
of the bearing bush has to be directed straight down on L-engines/
aligned with the side of the engine block on V-engines, see detail D
in Fig 10-28.
Alternative 2
2
Lubricate the outer surface of a new bearing bushing lightly with clean
engine oil and put it on the guide sleeve (4).
3
Assemble the mounting device (834010) according to Fig 10-27A, or
if the first bearing at the flywheel end is concerned according to Fig
10-27B. Ensure that the bearing bush is mounted to correct position.
(The oil slot directed upwards and the oil hole of the bush directed
against the oil hole of the engine block, detail C in Fig 10-28. The mark
at the end of the bearing bush has to be directed straight down on Lengines/aligned with the side of the engine block on V-engines, see
detail D in Fig 10-28.
Mounting of camshaft bearing bushing
5
4
2
1
2
4
5
A
B
c
3
d
c. Bearing bush, d. Bearing bush.
Fig 10-27
10 - 34
V1
Engine block with bearings, cylinder and oil sump
Bearing bush end
A
B
C
C
D
D
A.L-engine,B.V-engine
Fig 10-28
V1
4
Tighten the hydraulic tool (2) by tensioning the pull screw (1) slightly.
5
Connect the hoses of the hydraulic pump (860100) to the hydraulic
tool according to Fig 10-26.
6
Pump pressure to the hydraulic tool to mount the bearing bushing.
Note!
The pressure must not exceed the "Max. pressure" - value stated in
the diagram in section 07.4.
7
Open the pump valve, disconnect the hoses of the hydraulic tool and
dismantle the mounting device.
8
Lubricate the bearing bushing running surface with clean engine oil
and insert the camshaft bearing journal. See section 14.2.3
9
Mount the camshaft pieces, valve tappets, injection pumps and cam‐
shaft covers, see section 14.2.3 and section 16.2.3
10 Check the valve clearances, see section 12.1.4. Check delivery com‐
mencement of the injection pumps on all cylinders towards the free
end, see chapter 01.1 "firing order" and chapter 13.
10 - 35
Engine block with bearings, cylinder and oil sump
10.5.
Cylinder liner
V1
The cylinder liner is centrifugally cast of special cast iron alloy. The
collar is equipped with cooling bores and drillings for temperature
monitoring.
10.5.1. Maintenance of the cylinder liner and
antipolishing ring
V3
The cylinder liner must always be inspected when overhauling the
piston, see chapter 04. The liner diameter is measured according to
the measuring record 4610V001GB for a W46-engine and record
5010V001 for W50DF-engine. To estimate the lifetime of a cylinder
liner it is very important to fill in the record properly.
Measuring records can be found in chapter "ATTACHMENTS".
When overhauling the liner, if necessary, the cooling water space can
be cleaned of deposits by using a wire brush. The cooling bores in
the collar can be cleaned by boring with a suitable drill.
It is recommended to always change the antipolishing ring when
changing the piston rings.
10 - 36
Engine block with bearings, cylinder and oil sump
10.5.2. Removing the cylinder liner
V3
1
Drain the engine cooling water. Remove the cylinder head, antipo‐
lishing ring and piston with connecting rod. (See chapter 12 and
chapter 11)
2
Loosen the cylinder liner fastening screw (1). Remove the holder (2)
and the O-ring (3), see Fig 10-29.
Removing the cylinder liner
A
B
1
1
2
3
2
A.L-enginesB.V-engines
Fig 10-29
V1
10 - 37
Engine block with bearings, cylinder and oil sump
3
Fit the cylinder liner lifting device (836009) in position according to
Fig 10-30. Note the different lifting holes for In-line engines and Vengines.
Note!
The lifting tool is only for lifting and not for pulling out the liner. Note
maximum capacity of the tool.
Cylinder liner lifting device
2.
1.
836009
A
836009
B
A:
B:
1.In-line engine 2.V-engine.
Fig 10-30
4
V1
Remove the cylinder liner temperature sensors.
Note!
An alternative cylinder liner removing tool can be find at section 10.5.3
10 - 38
Engine block with bearings, cylinder and oil sump
5
Turn the crankshaft so that the counterweights are pointing at the
manoeuvring side and fit the support (836032) on a L-engine, (see
Fig 10-31) and support (836033) on a V-engine (see Fig 10-32) to the
counterweight fastening bolts. Use the transport device (836041) and
tackle (836001) on a V-engine when lifting the support into position
inside the crankcase. Fasten the screws (5).
Hydraulic tool support for L-engine
A
836039
834050
836032
A
Fig 10-31
V1
10 - 39
Engine block with bearings, cylinder and oil sump
Hydraulic tool support for V-engine
836041
836033
836001
5
Fig 10-32
10 - 40
V1
Engine block with bearings, cylinder and oil sump
6
Turn the crankshaft to BDC and fit the hydraulic tool (834050) and
yoke (836039) on the support, see Fig 10-31 for a L-engine and Fig
10-34 for a V-engine.
Connection of hydraulic pump to hydraulic tool for L-engine
834050
860100
Fig 10-33
V1
10 - 41
Engine block with bearings, cylinder and oil sump
Connection of hydraulic pump to hydraulic tool for V-engine
B:
836039
834050
836033
B
Fig 10-34
V1
7
Connect the hoses of the hydraulic pump (860100) to the hydraulic
tool (834050) according to Fig 10-33 for a L-engine and Fig 10-34 for
a V-engine.
8
Pump pressure to the hydraulic tool to push the cylinder liner out.
When the liner starts to move freely, use crane to lift the liner out, see
Fig 10-33 for a L-engine and Fig 10-34 for a V-engine. Be careful not
to damage the cylinder head screws.
Note!
The pressure must not exceed the "Max. pressure" - value stated in
the diagram in section 07.4.
9
10 - 42
Open the pump valve , disconnect the hoses of the hydraulic jack and
remove the tools 836039, 834050 and 836032 for L-engine or 836033
for V-engine.
Engine block with bearings, cylinder and oil sump
10.5.3. Engines alternative tool for cylinder liner
removing
V3
1
Mount the hydraulic tool (861166) inside the extraction tool (836047)
and fit the tools between the cylinder liner and one of the cylinder head
screws. See Fig 10-35.
2
Pump pressure to the hydraulic tool with the hydraulic pump (860100)
to push the cylinder liner up. When the liner starts to move freely, use
crane to lift the liner out. Be careful not to damage the cylinder head
screws.
Note!
The pressure must not exceed the "Max. pressure" - value stated in
the diagram in .
Cylinder liner removing tool
836047
861166
860100
Fig 10-35
V1
Note!
Because the top of the liner is very heavy the removed liner must be
properly supported e.g. to engine room wall.
Note!
Avoid unnecessary turning of the liner. Extreme care must be taken
if turning is compulsory.
10 - 43
Engine block with bearings, cylinder and oil sump
Note!
Note the location of the centre of gravity, see Fig 10-36.
Centre of gravity
1.
1. Center of gravity
10 - 44
Fig 10-36
V1
10.5.4. Mounting the cylinder liner
V3
1
Check that all the contact faces of the engine block and cylinder liner
are clean and intact.
2
Check that the O-ring grooves of the cylinder liner are clean, and in‐
sert new O-rings.
3
Lubricate the lower O-rings and the corresponding sealing faces with
vaseline or soft soap and assemble the lifting device (836009).
4
Apply sealing compound to the sealing surfaces between lower part
of collar and engine block.
Engine block with bearings, cylinder and oil sump
5
Lower the liner carefully into the bore of the engine block. When the
lowest O-ring touches the engine block align the liner so that the mark
on the liner is directed towards the driving end of the engine, see Fig
10-37 for L-engine and Fig 10-38 for V-engine. Lower further until the
liner collar faces the engine block.
Mounting the cylinder liner, L-engine
B
A
A. Marks for the position of the cylinder liner, B. O-ring.
Fig 10-37
V1
10 - 45
Engine block with bearings, cylinder and oil sump
Mounting the cylinder liner, V-engine
836009
a
b
a. Driving end, b. Distinct mark.
Fig 10-38
V1
6
Mount the holder (2) (Fig 10-29) and tighten the cylinder liner fasten‐
ing screw (M24x100) to stated torque. See chapter 07.
7
Check the cylinder liner inner diameter (see Fig 10-39 ) and complete
the measurement record 4610V001 for W46 engine and record
5010V001 for W50DF engine, see "ATTACHMENTS".
Cylinder liner inner diameter
I
II
848012
847001
III
IV
Fig 10-39
10 - 46
V1
Engine block with bearings, cylinder and oil sump
8
Re-install the temperature sensors.
9
Mount the piston with connecting rod and cylinder head. Refill the
cooling water, see chapter 12 and chapter 11.
10 Check the O-ring seals from the crankcase side while circulating
cooling water. If there is an engine driven cooling water pump, apply
3 bar static pressure.
10.5.5. Honing of the cylinder liner bore
V1
It is recommended to hone the cylinder liner whenever new piston
rings are mounted. Normally a light honing is sufficient. If the honing
is done when the cylinder liner is on its place in the engine block, the
crankshaft under the cylinder concerned must be covered by plastic
film. Honing rests must be prevented from falling into the oil sump of
the engine. For the honing process the following instructions are pre‐
scribed:
● Only ceramic hones with a coarseness of 80 and 400 should be
used as follows:
● A coarseness of 80 must be used until the inside of the liner has
been entirely honed.
● A coarseness of 400 must be used for about 30 strokes to give a
correct surface finish.
● The pitch angle of the honing lines in the cross hatch pattern
should be about 30° which is achieved by combining e.g. 40
strokes/min with a rotational speed of 100 rpm.
● For cooling, a honing oil is preferred but a light fuel oil may also
be used.
● When honing the liner fitted to the engine the used honing oil must
be directed from the engine with e.g. a tarpaulin or similar.
● The honing time depends on the condition of the bore surface.
Usually only a few minutes' honing is required.
After honing, the liner bore must be carefully cleaned by using a suit‐
able brush and solvent or fuel oil. Dry with a cloth and lubricate with
engine oil for corrosion protection.
● Check the cylinder liner inner diameter, see section 10.5.4
10.5.6. Cleaning of the cylinder liner water side
V1
The water side of the cylinder liner can be cleaned of deposits with a
wire brush. The cooling bores in the collar can be cleaned by boring
with a suitable drill (diam. 18 and 25 mm).
10 - 47
Engine block with bearings, cylinder and oil sump
10 - 48
Crank mechanism: Crankshaft, connecting rod, piston
11. Crank mechanism: Crankshaft,
connecting rod, piston
11.1.
V1
Crankshaft
V2
The crankshaft is forged in one piece and provided with counterweights, fastened with hydraulically tensioned screws. At the driving
end of the engine the crankshaft is equipped with a V-ring for sealing
the crankcase, a combined flywheel/ thrust bearing and a split gear
wheel for camshaft driving. The crankshaft can be turned by an elec‐
trical turning device operating the flywheel.
11.1.1. Vibration damper
V1
Depending on the installation the engine may be equipped with a vi‐
bration damper to dampen the torsional vibrations which are excited
by the engine.
Vibration damper
2
5
1
3
4
1. Inner part2.Spring pack 3.Spacers 4Clamping ring5. Side plate
Fig 11-1
V2
Inner part (1) of the damper is bolted onto the free end of the crank‐
shaft and follows its torsional vibrations. The outer part consists of
spring packs (2), spacers (3), a clamping ring (4) and side plates (5).
Springs are clamped at their outer end by the spacers and their inner
11 - 1
Crank mechanism: Crankshaft, connecting rod, piston
ends mesh with grooves of the inner part. The cavities between spring
packs and spacers are filled with oil which comes through the crank‐
shaft drillings.
Due to torsional vibrations, the inner member will twist against the
outer part. The springs deflects and one cavity will reduce and another
will enlarge. Oil flow then through the narrow gap between inner and
outer part, generating the hydrodynamic friction and therefore damp‐
ing the vibrations.
Note!
For more information, see separate damper manual in "Attachments".
11.1.2. Crankshaft alignment
V2
The check of crankshaft alignment should be preferably done when
the engine is cooled down near the ambient temperature. Especially
with the resilient mounted engine uneven engine block temperature
distribution has big influence on the crankshaft alignment readings.
1
Turn the crank of the first cylinder against normal running direction
near BDC (bottom dead centre) and fit the crankshaft dial indicator
(848011) or the transducer of the crankshaft deflection indicator
(848111) to the punch marks between two counterweights, see Fig
11-2. The distance between the transducer (or dial indicator) and
connecting rod should be as small as possible when starting the
measurement.
Deflection indicator between two counterweights
+
700
-
848011
848111
Fig 11-2
11 - 2
V1
Crank mechanism: Crankshaft, connecting rod, piston
2
If using a dial indicator, set it to zero.
3
If using the deflection indicator (848111), combine extensions with
the transducer to the required length.
4
Connect the cable on the measuring unit.
5
Fix the cable on the crank web by using suitable bandage or magnetic
holder.
6
Turn on the measuring unit by pressing Power-button. Push "Light" if
needed.
7
Reset the measuring unit by pressing Reset-button.
8
Adjust the transducer to a reading somewhere between +0.500 and
-0.500 and push "Zero".
9
Turning the crank and read deflections in the marked positions ac‐
cording to Fig 11-3. Starting point for clockwise rotating engine is
measuring point "A" and counterclockwise rotating engine measuring
point "E". B is rear side, C is TDC (top dead centre), D is operating
side, A and E are BDC (bottom dead centre). Record readings in form
4611V005 "Crankshaft alignment"
Note!
During the alignment procedure the crankshaft should be turned in
the direction of rotation, only.
Measuring points, deflections
DIAL INDICATOR POSITION
as seen from the flywheel end
A
E
REAR SIDE
OPERATING
SIDE
D
B
C
Fig 11-3
V2
10 Repeat this procedure with other cylinders.
11 - 3
Crank mechanism: Crankshaft, connecting rod, piston
11 The following limits of misalignment are given for an engine at its nor‐
mal running temperature:
a)On the same crank, the difference between two diametrically op‐
posed readings must not exceed 0.30 mm. Realignment is necessary
if this limit is exceeded by more than 0.02 mm.
b)On two adjacent cranks the difference between two corresponding
readings must not exceed 0.15 mm. Realignment is necessary if this
limit is exceeded.
To investigate the cause of excessive deflection values, note follow‐
ing matters:
● The temperature level of cylinder block and crankcase has to be
observed. Big temperature difference causes bending to the
block.
● The crankshaft has to be either uncoupled from its driven equip‐
ment or in any case the coupling alignment has to be controlled.
● If the engine is rigidly mounted, the engines' mounting bolts have
to be slackened to determine if a permanent deformation of the
engine foundation has occurred.
Note!
In an engine having abnormal temperature, the corresponding values
must be based on experiences from the particular installation.
11.1.3. Measuring the thrust bearing axial clearance
11 - 4
V1
1
Lubricate the bearings by running the prelubricating pump for a few
minutes.
2
Apply the measure gauge for instance against the plane end surface
of the flywheel.
3
Move the crankshaft by a suitable lever in either direction until contact
is established with the thrust bearing.
4
Set the measure gauge to zero.
5
Move the crankshaft in the opposite direction and read the axial clear‐
ance from the measure gauge. Reference values in section 06.2 table
11.
Crank mechanism: Crankshaft, connecting rod, piston
11.1.4. Oil lock at crankshaft sealing
V1
This optional equipment collects the minor oil leakage past the crank‐
shaft sealing and returns oil back to the crankcase. By the same the
oil lock prevents the possible pressure in the crankcase from blowing
oil out through the crankshaft boring.
The oil lock is filled with lubricating oil before the first start of the en‐
gine.
Crankshaft without oil lock is equipped with a seal arrangement where
a V ring (6) is fitted onto the end cover and having sealing surface in
contact with the collar of the crankshaft, see Fig 11-5.
11.1.4.1. Filling the oil lock
V1
The following steps should be taken if there is any oil leakage from
the shaft boring:
1
Check that the oil lock is filled with lubricating oil. The oil pocket should
be filled up to the plug hole (14), see Fig 11-4.
2
If necessary fill the oil pocket.
3
Contact the engine manufacturer, if the oil leakage continues al‐
though the oil pocket is filled.
Oil lock
14
1
Fig 11-4
V1
11 - 5
Crank mechanism: Crankshaft, connecting rod, piston
11.1.4.2. Cleaning the oil lock
V1
1
Remove the plug (1), see Fig 11-4.
2
Blow through the holes of the oil lock from outside with compressed
air.
3
Fill the oil pocket with lubricating oil after cleaning.
Crankshaft seal, V-ring
6
11.2.
Fig 11-5
V1
Connecting rod and piston
V1
The connecting rod is a three-piece design. Extensive research and
development has been carried out to develop a connecting rod in
which the combustion forces are distributed over a maximum bearing
area and where the relative movements between mating surfaces are
minimized.
The connecting rod is forged and machined with round sections of
alloy steel. The lower end is split horizontally in three parts to allow
removal of piston and connecting rod parts. All connecting rod bolts
are hydraulically tightened. The big end bearing and gudgeon pin
bearing are of tri-metal design.
Between the upper part of connecting rod and big end there is a com‐
pression shim.
Oil is led to the gudgeon pin bearing and piston through a bore in the
connecting rod, see Fig 11-6.
11 - 6
Crank mechanism: Crankshaft, connecting rod, piston
Connecting rod and piston
2
9
3
8
4
A
10
5
11
6
7
13
12
2. Piston, upper part, 3.Piston lower part, 4.Connecting rod, upper part,
5.Compression shim, 6.Big end, upper part, 7.Big end, lower part, 8.Gudgeon
pin, 9.Securing ring, 10.Connecting rod bolt, 11.Connecting rod nut, 12.Big end
bolt, 13.Big end nut.
A.Lube oil flow in connecting rod
Fig 11-6
V1
The piston is of a composite type with a nodular cast iron skirt and a
forged steel crown screwed together. The space between the crown
and the skirt is supplied with lubricating oil for cooling the crown by
means of a cocktail shaker effect.
Lubricating oil is led from the main bearing through the drillings in the
crankshaft to the big end bearing, and further through the drillings in
the connecting rod, gudgeon pin and piston skirt up to the cooling
space and from there back to the oil sump. Part of the lubricating oil
is led out from the piston skirt through special nozzles to lubricate the
liner, see Fig 11-7.
Note!
Always handle the pistons with care.
The piston ring set consists of two compression rings and one springloaded oil scraper ring.
11 - 7
Crank mechanism: Crankshaft, connecting rod, piston
Lubricating oil flow in piston
A
B
A.Nozzle to lubricate the liner, B.Lube oil flow in piston.
Fig 11-7
11 - 8
V1
Crank mechanism: Crankshaft, connecting rod, piston
11.2.1. Removing and dismantling the piston and
connecting rod
1
Remove the cylinder head according to chapter 12.
2
Turn the crankshaft to BDC.
3
Loosen the antipolishing ring:
V2
Cover the piston top with cloth or paper, pressed tightly against the
cylinder wall to collect the dropping carbon deposits.
Place the tool (836043) onto the piston top and expand it to the bore
diameter. Bring the piston in question to TDC by turning the crank‐
shaft carefully, see Fig 11-8.
Lift the ring off when it is loose.
Removing the antipolishing ring
836043
8
1
2
Fig 11-8
4
V1
Loosen the connecting rod screws as follows:
11 - 9
Crank mechanism: Crankshaft, connecting rod, piston
5
Fit the distance sleeves 861027 crosswise on the two diagonally op‐
posite connecting rod screws and screw on the hydraulic tools
861120, see Fig 11-9.
Mounting the distance sleeves and hydraulic tools
A
861027
A
861120
Fig 11-9
6
V2
Connect the hoses of the hydraulic pump according to Fig 11-10 and
open the pump valve.
Loosening the connecting rod screws
860100
Fig 11-10
11 - 10
V2
7
Keep on turning the hydraulic tools until the piston and the cylinder
faces are at same level.
8
Turn the hydraulic tool back half a turn (180°).
Crank mechanism: Crankshaft, connecting rod, piston
9
Shut the pump valve and pump to stated pressure, see chapter 07
Caution!
The screws will be overloaded if the maximum hydraulic pressure is
exceeded. It is recommended to change the screws if the maximum
hydraulic pressure is exceeded for some reason.
10 Loosen the nuts half a turn by the pin.
11 Open the pump valve slowly and disconnect the hoses and unscrew
the hydraulic tool. Repeat the same procedure on the other two con‐
necting rod screws.
12 Remove three nuts at BDC.
13 Turn the piston to TDC and remove the last nut.
14 Fit the lifting tool (835008), as shown in Fig 11-11.
Lifting tool for piston and connecting rod
835008
15
860100
Fig 11-11
V1
15 Pump pressure to the hydraulic cylinder with the pump (860100) until
the piston starts to move, see Fig 11-11.
16 When the piston is up enough, lock the piston in this position by clos‐
ing the valve (15).
17 Remove the upper piston ring by using the pliers 800002.
11 - 11
Crank mechanism: Crankshaft, connecting rod, piston
18 Fit the lifting tool (835001) to the upmost piston ring groove. Use the
correct lifting point for In-line engines and for V engines, see Fig
11-12.
Piston lifting tool
L
V
835001
Fig 11-12
V1
19 When lifting the piston take care not to damage the cylinder wall, see
Fig 11-13.
20 Remove the conrod studs and the shim plate.
21 Take this step if V engine. Mount the protecting sleeve (835005) to
the connecting rod to protect the cylinder liner when lifting the piston,
see Fig 11-14.
22 Lift the piston carefully out from the cylinder liner, use lever (837040)
to hold the piston in the correct position when it leaves the cylinder
liner.
11 - 12
Crank mechanism: Crankshaft, connecting rod, piston
23 Mount the guide tool (836008) according to Fig 11-14 before the con‐
necting rod comes out from the cylinder.
Lifting the piston, in-line engine
Lift with care !
Pay attention to the
cylinder wall.
Fig 11-13
V2
11 - 13
Crank mechanism: Crankshaft, connecting rod, piston
Lifting the piston, V engine
837040
836008
835001
836008
A
A
835005
Fig 11-14
V1
24 Lower the piston/connecting rod onto a plain surface (a wooden
board) so that the connection rod is showing upwards. Be careful not
to damage the piston surface.
11 - 14
Crank mechanism: Crankshaft, connecting rod, piston
25 Remove the securing ring (9) from the gudgeon pin hole by using the
pliers 800001, see Fig 11-15.
Removing the securing ring
9
Fig 11-15
800001
V1
Note!
Never compress the securing ring more than necessary to remove it
from the groove.
26 Fasten an eyebolt M10 in the middle of the gudgeon pin, see Fig
11-16. Before removing the pin be sure that you have proper markings
on the pin and piston to be able to fit the parts back into the original
positions, see Fig 11-19.
11 - 15
Crank mechanism: Crankshaft, connecting rod, piston
27 Draw the pin carefully out. Lift the connection rod slightly so that the
gudgeon pin comes out easily. In low temperatures the gudgeon pin
may stick but will be easily removed after uniformly heating the piston
to about 30 °C.
Removing the gudgeon pin
M10
Fig 11-16
11 - 16
V1
Crank mechanism: Crankshaft, connecting rod, piston
28 Fasten the gudgeon pin lifting tool (835004) and carefully lift the pin
out. See Fig 11-17.
Lifting the gudgeon pin
835004
M10
Fig 11-17
V1
29 Lift the connecting rod out from the piston carefully.
Piston upper part and lower part can be separated by opening the
screws (14), see Fig 11-18
11 - 17
Crank mechanism: Crankshaft, connecting rod, piston
11.2.2. Maintaining the piston rings and gudgeon pin
bearing
1
V1
Clean all the parts carefully. Remove the rest of the piston rings by
using the pliers 800002. The design of the pliers prevents overstress‐
ing of the rings.
Remove burned carbon deposits from the piston and piston ring
grooves. Special care should be taken not to damage the piston ma‐
terial. Never use emery cloth on the piston skirt.
The cleaning is facilitated if coked parts are soaked in kerosene or
fuel oil. An efficient carbon solvent - e.g. ARDROX No. 668 or similarshould preferably be used to facilitate cleaning of the piston crown.
When using chemical cleaning agents, take care not to clean piston
skirt with such agents because the phosphate/graphite overlay may
be damaged.
2
Check the rings for wear by inserting them in a new cylinder liner and
measure the ring gap at the joint. Measure the height of the piston
ring grooves, and the piston ring side clearances. Use new rings when
measuring the clearances.
Caution!
Always replace the piston rings with new ones when removing from
the grooves.
See clearances and wear limits in section 06.2 When measuring, use
forms 4611V002, 4611V009 and 5011V001, see "Attatchments".
Caution!
When mounting a new cylinder liner, or a honing the old liner, all rings
are to be replaced by new ones, according to chapter 04
3
Check the gudgeon pin clearances by measuring the pin diameters
and bearing bores separately, see clearance and wear limits in sec‐
tion 06.2
If the bearing bore diameter exceeds the wear limit replace the bear‐
ing bushing.
Measure the gudgeon pin diameter in four different places and in four
directions. When measuring the gudgeon pin and bore, use form
4611V004, see "Attatchments".
4
11 - 18
Check that the plugs in both ends of the gudgeon pin are properly
fitted.
Crank mechanism: Crankshaft, connecting rod, piston
5
Check that the oil bores in the gudgeon pin are in good condition.
Note!
It is very seldom you need to remove the gudgeon pin bearing bushing
and when doing so there is a great risk to damage the connecting rod.
However, if there is a need to remove the bearing bushing, please
contact the nearest Wärtsilä service office.
11.2.3. Assembling and mounting the piston and
connecting rod
V2
Before fitting a used piston upper part to a lower part, or vice versa,
check the condition of the mating surfaces, see Fig 11-18 for contact
marks. Local spot material can be removed by means of an oilstone.
Caution!
Grinding away larger areas of fretting (destruction of surface geom‐
etry) and scraping away fretting (creation of notches) are strictly for‐
bidden.
Mating surfaces
Mating surfaces
14
Mating surfaces
Fig 11-18
V2
11 - 19
Crank mechanism: Crankshaft, connecting rod, piston
1
Apply lubricating oil to the threads and contact faces of the screws
(14), see Fig 11-18.
2
When assembling the piston crown to the piston skirt, follow tightening
procedure mentioned in chapter 07
Note!
It is not allowed to mix partly worn but reusable crowns and skirts due
to possible differences in wear pattern of contact surfaces.
Note!
When assembling be sure that the various markings on the different
parts are according to Fig 11-19.
Piston and connecting rod marks
A
View A
Markings of the classification authority
All markings on
the same side
(Towards the
driving end in
A-bank, towards the free
end in B-bank)
Cylinder numbers
on the same side
(On plug hole side
of the connecting
rod.)
Fig 11-19
11 - 20
Factory markings
V2
Crank mechanism: Crankshaft, connecting rod, piston
3
Lift the piston to a plain surface, e.g. a wooden board, see Fig
11-20.
Assembling the piston and connecting rod
A
835004
Fig 11-20
4
V2
Lubricate the gudgeon pin and push it into the gudgeon pin bore as
far as shown in Fig 11-20. Ensure that all parts are assembled in their
original positions (the factory markings on the piston's upper part ap‐
pear on the same side as the markings of the piston's lower part,
connecting rod and gudgeon pin, see Fig 11-19.
11 - 21
Crank mechanism: Crankshaft, connecting rod, piston
5
Lower the connecting rod carefully into the piston so that a slight con‐
tact is reached on surface (A), see Fig 11-20. Slide the gudgeon pin
to its place. Mount the securing ring (9), see Fig 11-15 with pliers
800001.
Caution!
Never compress the securing ring more than necessary to fit it into
the groove. If the ring is loose in its groove after mounting, it must be
renewed.
Note!
The number of the cylinder is stamped in the upper part of the piston
and on the connecting rod, see Fig 11-19. When the piston has been
renewed, the same markings must be stamped in the same locations
as those visible on the replaced piston.
6
Turn the piston to an upright position and lift it onto a support for
cleaning.
7
Turn the crankshaft to TDC of the piston in question.
Note!
When turning the crankshaft ensure that the big end is in its normal
running position (connecting rod studs have space to turn).
8
Clean the cylinder liner bore carefully and lubricate with engine oil.
9
Check and clean the contact surface of the connecting rod foot. En‐
sure that the oil bores are open. Note that the markings on the foot of
the connecting rod are on the same side as on the big end, see Fig
11-19.
10 Check and clean the big end contact surface. Ensure that the surface
is free from oil. Fit the compression shim (5) into position, see Fig
11-21 for in-line engine and Fig 11-22 for V engine.
11 Fit the piston assembly ring (845010) to the place of the antipolishing
ring.
12 Fit the lifting tools onto the cylinder liner as shown in Fig 11-11 and
pump to the upmost position. (Up enough so that all piston ring
grooves of the piston will remain in sight when the piston has been
lowered). Close the valve (15).
13 Take this step if V engine. Mount the protecting sleeve (835005) into
position (V-engines). Use guide tool (836008) and lever (837040)
when lowering the piston and remove the guide tool when the con‐
necting rod lower end has slid into the cylinder, see Fig 11-22.
14 Lubricate the piston and lower it carefully into the cylinder liner onto
the lifting tools (835008), see Fig 11-11.
11 - 22
Crank mechanism: Crankshaft, connecting rod, piston
15 Use the positioning tool (846012) to hold the big end in the correct
position when lowering the piston.
16 Remove the lifting tool (835001).
17 Mount the piston rings by using the pliers 800002. When new rings
are mounted, check the height clearance by using a feeler gauge with
the rings fitted into their grooves. The rings should be placed with
gaps located 180° in relation to each other. Note that the mark "TOP"
near the gap is showing up.
Note!
Always renew the piston rings if they have been removed from the
piston during maintenance.
18 Place the clamping device for the piston rings (843001) around the
piston, checking that the piston rings slide into their grooves, see Fig
11-21 or Fig 11-22.
19 Make a final check of the contact surfaces Ensure that the surfaces
are clean and free from oil. Check that the shim (5) is in place.
20 Lower the piston completely by opening the valve (15) carefully, see
Fig 11-11. Take care that the foot of the connecting rod slides over
the studs (10) without jamming and damaging the studs and the
threads, see Fig 11-6.
21 Remove the lifting tool (835008) from below the piston, the clamping
device (843001), the piston assembly ring (845010), the positioning
tool (846012) and on a V engine the protecting sleeve (835005), see
Fig 11-21 and Fig 11-22.
11 - 23
Crank mechanism: Crankshaft, connecting rod, piston
22 Fit one of the connecting rod nuts (11) in place by hand and turn the
piston to BDC, see Fig 11-6. Fit all nuts in place by hand until they
are seated.
Lowering the piston, in-line engine
835001
Pay attention to
the cylinder wall
843001
845010
5
846012
Fig 11-21
11 - 24
V2
Crank mechanism: Crankshaft, connecting rod, piston
Lowering the piston, V engine
835001
837040
835005
843001
845010
836008
5
846012
Fig 11-22
V1
23 Lift the distance sleeves (861027) crosswise on the two diagonally
opposite connecting rod studs and screw on the hydraulic tools
(861120), see Fig 11-23.
11 - 25
Crank mechanism: Crankshaft, connecting rod, piston
24 Connect the hoses of the hydraulic pump (860100) according to Fig
11-10 and open the pump valve.
Connecting rod studs
A
861027
A
861120
Fig 11-23
V1
25 Keep on turning the hydraulic tools until the piston and cylinder end
faces are at the same level.
26 Shut the pump valve and pump to the stated pressure of stage I, see
section 07.3.
27 Tighten the nuts with the pin (861028).
28 Open the pump valve slowly, move the tools to the two remaining
studs and tighten them in the same way.
29 Release the pressure.
30 Tighten the nuts to the final pressure of stage II according to section
07.3 and tighten with the pin (861028). Observe that the nuts turn
equally.
31 Release the pressure and remove the tools.
11 - 26
Crank mechanism: Crankshaft, connecting rod, piston
32 Mount the hydraulic tools on the two first remaining studs and tighten
them to the final pressure of stage II. Observe that the nuts turn
equally. See tightening order in Fig 11-24.
Tightening order for connecting rod
2,3
1,4
1,4
2,3
Fig 11-24
V1
33 Release the pressure and remove the tools.
34 Clean the antipolishing ring carefully and check its condition. No
cracks are allowed. It is recommended to renew the antipolishing ring
every time the piston rings are renewed.
35 Clean the bore in the cylinder liner and check that no debris or parti‐
cles remain between the liner and the antipolishing ring.
36 Fit the antipolishing ring in place.
11.3.
Big end bearing
V1
The connecting rod is horizontally split in three parts to allow easy
removal of piston and big end bearing. Two bearing shells of tri-metal
type are fitted in the big end.
The big end is connected to the connecting rod with hydraulically ten‐
sioned screws. Similarly, the two big end halves are connected to‐
gether.
A compression shim is fitted between the connecting rod upper part
and big end.
11 - 27
Crank mechanism: Crankshaft, connecting rod, piston
11.3.1. Removing the big end bearing
V1
1
Remove the cylinder head, see chapter 12 and section 11.2.1.
2
Turn the crankshaft to BDC. Ensure that the big end stays in its normal
running position while turning.
3
Turn the big end upside down and secure it with locking plates
(846005) for in-line engine, see Fig 11-25, and (846008) for V engine,
see Fig 11-26.
Locking plates for big end, in-line engine
846005
Fig 11-25
11 - 28
V1
Crank mechanism: Crankshaft, connecting rod, piston
Locking plates for big end, V engine
846008
Fig 11-26
4
V1
Fit the hydraulic tightening tool (861142) for loosening the big end
nuts. The tool can be lifted in three parts: distance sleeve, cylinder
and piston, see Fig 11-27.
Fitting the hydraulic tightening tools 861142
861142
Fig 11-27
V1
11 - 29
Crank mechanism: Crankshaft, connecting rod, piston
5
Connect the hoses of the hydraulic pump 860170 and open the pump
valve, see Fig 11-28.
Connecting the hoses of the hydraulic pump 860170
860170
Fig 11-28
V1
Note!
Some hydraulic pumps have a built-on pressure gauge and a return
hose has to be connected back to the pump. Always follow the in‐
structions delivered with the pump.
6
Turn the hydraulic tightening tool to the bottom (same level).
7
Loosen the tool about 3/4 of a turn (270°).
8
Shut the pump valve and pump to stated pressure, see chapter 07
9
Loosen the nuts about half a turn (6 keyholes).
10 Release the pressure slowly, disconnect the hoses and remove the
hydraulic tools.
11 Remove the locking plates
12 Fit the big end mounting device, (836026) for a in-line engine, see
Fig 11-29, to the manoeuvring side of the engine.
On a V engine fit the big end bearing mounting device (836027) to
the A-bank side of the engine when removing the big end bearing of
a B-bank connection rod, see Fig 11-30.
13 Turn the crankshaft to a suitable position to connect the big end to
the device with connecting rod nuts (11).
11 - 30
Crank mechanism: Crankshaft, connecting rod, piston
14 Remove the big end nuts from the back side of the engine and fit the
rod, (846009) for in-line engine and (836007) for V engine, together
with the outside support (846006)/(836006).
Removing the big end, in-line engine
836026
846007
846009
A
B
846006
11
A
B
Fig 11-29
V1
Removing the big end, V engine
836004
836027
836007
A
B
836006
11
A
B
Fig 11-30
V1
15 Slide the big end lower half out along the rod, (846009) for in-line
engine and (836007) for V engine, until it is against the support
(846006)/(836006).
11 - 31
Crank mechanism: Crankshaft, connecting rod, piston
16 Fit the inside support, (846007) for in-line engine and (836004) for V
engine, and remove the outside support (846006)/(836006). The low‐
er half can be lifted away with M12 eye bolt fitted to the bearing side.
17 Remove the rod (846009) for in-line engine and (836007) for V en‐
gine.
18 Slide the upper half out with the tool (836026) for in-line engine and
(836027) for V engine. Fit the eyebolt M12 and lift the big end upper
half away, see Fig 11-29 or Fig 11-30.
19 Cover the crank pin oil holes with plugs or tape.
11.3.2. Inspecting the big end bearing
1
V1
Check the big end bearing clearances by measuring the big end
bearing bores and crank pin diameters separately. Use form
(4611V003). See tightening instructions for big end bearing in section
11.3.3 and for connecting rod see section 11.2.3. See also clearances
and wear limits table in section 06.2
Note!
Always when measuring the big end bore, the connecting rod and the
big end halves must be tightened.
2
Bearing shells are of tri-metal type. If the running layer is worn off
more than 30% the bearing shells must be replaced by new ones, see
Fig 11-31.
Tri-metal type bearing shell
1
2
3
4
5
Fig 11-31
V1
Thickness of the shell can be measured according to form
(4611V008) and compared with the values given in the clearance and
wear table in section 06.2
11 - 32
Crank mechanism: Crankshaft, connecting rod, piston
11.3.3. Mounting the big end bearing
V1
1
Remove the plugs from the crank pin oil holes. Clean the crank pin
and lubricate it properly with clean engine oil.
2
Fit the bearing shell to the big end upper half.
Note!
Notice that LOWER and UPPER big end bearing shell halves are dif‐
ferent. The shells must never be installed in the incorrect location.
3
Fit the big end upper half to the mounting device and fasten it with
connecting rod nuts, see Fig 11-32 or Fig 11-33.
Note!
On a in-line engine the big end (upper half) must be turned so that on
its final position the text is facing the manoeuvring side.
Note!
On a V engine the big end (upper half) must be turned so that on its
final position, the locating pins are towards the driving end on A-side
and towards the free end on B-side. The cylinder numbers are facing
the manoeuvring side on the A-bank and the rear side on the B-bank.
4
Slide the big end (upper half) carefully to its position. Note that the
crankshaft is turned to the right level.
11 - 33
Crank mechanism: Crankshaft, connecting rod, piston
5
Fit the rod, (846009) on a in-line engine and (836007) on a V engine,
to the rear side of the engine together with the inside support,
(846007) on a in-line engine and (836004) on a V engine, see Fig
11-32 or Fig 11-33.
Mounting the big end, in-line engine
846007
846009
846006
Fig 11-32
V1
Mounting the big end, V engine
836004
836027
836007
836006
Fig 11-33
11 - 34
V1
Crank mechanism: Crankshaft, connecting rod, piston
6
Fit the bearing shell to the big end lower half.
7
Lift the big end lower half to the mounting device and slide it towards
the inside support (846007) on a in-line engine and (836004) on a V
engine, see Fig 11-32 or Fig 11-33.
8
Fit the outside support (846006) or (836006).
9
Remove the inside support, (846007) or (836004), and slide the big
end lower half carefully to its position.
10 Fasten the big end nuts by hand until the shells are together.
11 Remove the mounting device.
12 Turn the big end upside down and secure it with locking plates
(846005) for in-line engine, see Fig 11-25, and (846008) for V engine,
see Fig 11-26. Check the clearance between upper and lower half
(same clearance on both sides).
13 Fit the hydraulic tightening tool (861142), see Fig 11-27.
14 Connect the hoses of the hydraulic pump and open the pump valve.
15 Tighten the hydraulic tool to same level.
16 Shut the pump valve and pump to stated pressure (see section
07.3.1).
17 Tighten the nuts with the pin (861028).
18 Open the pump valve slowly and remove the hydraulic tools.
19 Turn the big end to normal position. Fit the piston and cylinder head.
See section 11.2.3 and chapter 12.
Note!
Check that all the tools are removed from the crankcase.
Note!
Check that the connecting rod is axially movable after tightening.
11 - 35
Crank mechanism: Crankshaft, connecting rod, piston
11 - 36
Cylinder head with valves
12. Cylinder head with valves
V1
Every cylinder is equipped with a cylinder head including two inlet and
two exhaust valves with rotators, a main injection valve, a starting
valve (in some cases on B-bank of V-engines a dummy) and a gas
admission valve.
Cylinder heads are cast of special quality grey iron and are water
cooled. Cooling water is lead into the cylinder head from the engine
block through the cylinder liner water bores. Water leaves the cylinder
head through an outlet channel on the top and flows to a common
pipe and is drained away.
12.1.
Cylinder head
12.1.1. Maintenance of the cylinder head
V5
For operational maintenance tasks typically performed by engine op‐
erator, see chapter 03 (Start, stop and operation). For other mainte‐
nance tasks, typically performed by maintenance crew, see mainte‐
nance schedule in chapter 04.
General maintenance includes a thorough check of the cylinder heads
including cooling water spaces. Possible scale formation in cooling
spaces can disturb the cooling effect and therefore has to be cleaned
off. Cleaning can be done by using chemical solvents. Contact Wärt‐
silä for more information about chemical cleaning.
Combustion spaces must be inspected carefully. Valve seats (13) and
the injection valve sleeve (14) have to be inspected for possible water
leakages and replaced if necessary, see Fig 12-1. Valve guides (15)
have to be checked and replaced if badly worn. O-rings (16) must be
replaced with every overhaul.
The sealing surface between cylinder head and cylinder liner has to
be inspected and reconditioned if necessary. This can be done by
using the lapping tool (842029) for a few strokes, until the surface
color changes to grey. If there are local spots that are not cleaned
after a few minutes of lapping, the cylinder head sealing surface has
to be reconditioned.
12 - 1
Cylinder head with valves
Cylinder head with valves
16
15
14
13
Fig 12-1
V3
12.1.2. Removing the cylinder head
V3
Caution!
Before doing any maintenance work, inspect that the gas supply
valves are closed, venting valves are open and gas is drained out
from the gas system.
12 - 2
1
If V-engine, drain and remove the gas pipe (22). Remove also the gas
admission valve (35), see Fig 12-3. For maintenance of gas system,
see section 17.2.
2
Drain the cooling water. Remove the cooling water discharge pipes
(1) and the circulating water connection piece (41), see Fig 12-2.
3
Remove the rocker arm casing cover (2), the rocker arm casing, the
cable for pilot control, the "Hot box" cover (3) and in V-engines also
the insulating shield (4) over the exhaust gas connection to the cyl‐
inder head, see Fig 12-3.
4
Fasten the lifting strap to the rocker arms.
5
Turn the engine with the turning gear so that the piston in the cylinder
concerned is at TDC, valves are closed and rocker arms are unloa‐
ded.
6
Open fastening bolts (12) of the valve rocker arm bracket, lift off the
bracket and push rods, see Fig 12-4.
Cylinder head with valves
7
Remove the clamps (5) of the exhaust and suction air pipes, see Fig
12-3.
8
Loosen the oil pipe (7), fuel valve leaking pipe (8) and pilot starting
air pipe (9).
Cooling water discharge pipes
A -A
A
1
41
A
V
V.V-engines
Fig 12-2
V1
Rocker arm casing cover and Hot box cover
4
II
I
2
22
5
2
35
3
3
6
5
A
10
A
A
11
8
9
7
I.In-line engines,II.V-engines
Fig 12-3
V2
12 - 3
Cylinder head with valves
9
Remove the main injection pipe (10), see Fig 12-3. Protect the con‐
nections of the injection pipes and oil pipe from damage and ingress
of dirt.
10 Open the quick connections A and B (optional) for exhaust gas tem‐
perature monitoring sensors, see Fig 12-4.
Exhaust gas temperature monitoring sensors
B
A
12
12
Fig 12-4
V1
11 Remove the pilot fuel pipes (11), see Fig 12-3, and the rest of the
electrical connections.
Note!
Ensure, that all connections of the cylinder head have been loosened.
12 Remove the protecting caps of the cylinder head screws.
13 Lift the hydraulic tools (861143) in position using the lifting tool
(834045). Notice, that there are different lifting points for inline en‐
gines and V-engines, see Fig 12-5. Connect the hoses according to
the drawing.
Note!
Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
12 - 4
Cylinder head with valves
14 Screw on the cylinders. Keep on turning the hydraulic tool as long as
it rotates to expel any possible oil. Repeat the tightening procedure
to expel all oil.
Tools for cylinder head screws
A
L
V
A
861143
834045
Fig 12-5
V1
15 Turn the cylinders back about 3/4 of a turn (270°).
16 Pump the hydraulic pressure to the stated value, see section 07.3.1.
Caution!
Maximum tightening pressure must not be exceeded when loosening
the nuts.
17 Loosen the nuts about 3/4 of a turn by using the pin (861010).
18 Release the pressure, disconnect the hoses and unscrew the cylin‐
ders. Lift off the hydraulic tool set.
19 Remove the cylinder head nuts.
20 Apply the lifting tool (832001), Notice, that there are different lifting
points for inline engines and V-engines, see Fig 12-6.
21 Lift off the cylinder head.
12 - 5
Cylinder head with valves
22 Cover the cylinder opening with a piece of plywood or similar and
install the caps to protect the screw threads.
Lifting tool for the cylinder head
A
1
2
A
832001
1. V-engine, 2. In-line-engine.
Fig 12-6
V1
12.1.3. Mounting the cylinder head screws
V4
Before mounting the cylinder head, following actions are recommen‐
ded:
● Change the cylinder head screws, if the maximum pressure is ex‐
ceeded when applying the hydraulic tool.
● Change the O-rings (48) at every piston overhaul, see Fig 12-7.
● When corrosion pits with a depth of less than 0.1mm is found,
grind/polish away the pits with a small hand grinder. If corrosion
is deeper than 0.1mm, then change the screw.
12 - 6
Cylinder head with valves
Note!
Corrosion depth in threads can be hard to determine, therefore it is
recommended to change the screws, whenever in doubt.
1
Lubricate the threads of the screw with a thin layer of Rustban 326 or
corresponding.
2
Mount the screw and tighten to specified torque, see chapter 07
(Tightening torques and use of hydraulic tools).
3
Fill the compartment between screw and engine block with Mobilarma
524 or corresponding corrosion protection agent.
4
Mount the O-rings (48).
Mounting of cylinder head screws
48
a
b
a. Mobilarma 524, b. Rustban 326.
Fig 12-7
V1
12.1.4. Mounting the cylinder head
V4
1
Clean the sealing surfaces and put a new cylinder head gasket and
new O-rings for the circulating water jacket. Lubricate the O-ring seal‐
ing surfaces with vaseline or oil. Change the seal rings of the charge
air, starting air and push rod protecting pipe.
2
Renew the sealings of the gas piping as described in section 17.2.
3
Attach the lifting tool (832001) to the cylinder head, see Fig 12-6.
4
Lift the cylinder head to its place on the engine. When lowering it, take
care that the starting air connecting pipe and push rod protecting
pipes slide into the seal rings without force.
12 - 7
Cylinder head with valves
5
Make sure that machined surfaces (1), are parallel with each other,
see Fig 12-8. Parallel check can be performed by using ruler or align‐
ment wire. Check alignment for three adjacent cylinder heads.
Note!
Make sure the cylinder heads are in line with each other in order to
have exhaust manifolds, bellows and fuel pipes correctly aligned.
Cylinder head alignment
A
1
A
1
Fig 12-8
V1
Caution!
Do not damage the cylinder head screws!
6
Screw on the cylinder head nuts.
7
Lift the hydraulic tools (861143) into position using the lifting tool
(834045), see Fig 12-5. Connect the hoses according to the drawing.
Note!
Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
Note!
Note the general tightening instructions for hydraulically tightened
connections in section 07.3 before tightening.
8
Screw on the cylinders. Keep on turning the hydraulic tool as long as
it rotates to expel any possible oil. Repeat the tightening procedure
to expel all oil.
9
Tension the screws by increasing the hydraulic pressure to the stated
value of stage I, see section 07.3.1.
10 Tighten the nuts by means of the pin until firm contact is acchieved.
Keep the pressure constant while tightening.
12 - 8
Cylinder head with valves
11 Release the pressure.
12 Tension the screws by increasing the hydraulic pressure to the stated
value of stage II, see section 07.3.1.
13 Tighten the nuts by means of the pin until firm contact is achieved.
Keep the pressure constant while tightening.
14 Release the pressure.
15 Check the tightening of the nuts by tension the screws again to the
stated value of stage II. Check that the nuts can't be turned further.
16 Release the pressure.
17 Disconnect the hoses and remove the cylinders.
18 Apply the protecting caps to the cylinder head screws.
19 Connect the exhaust gas sensors and HT cooling water sensors if
installed.
20 Fit the main injection pipe (10), see Fig 12-3
21 Assemble injection pipe and check position of pipe.
22 Fit the pilot fuel pipes (11), see Fig 12-3.
Note!
Do not use force to fit the pipes. If it is difficult to fit the pipes, check
that the cylinder head is in line.
23 Fit the oil pipe (7), fuel valve leaking pipe (8) and pilot starting air pipe
(9).
12 - 9
Cylinder head with valves
24 Fasten the exhaust and air pipe clamps (5): Support the lower clamps
from below eg. by means of a wedge to position the pipes correctly,
see Fig 12-9. Tighten to torque according to chapter 07
Fastening of the exhaust and air pipe clamps
Fig 12-9
V2
Note!
Before mounting the upper clamps ensure, that the pipes seals evenly
all around against the mating surface in the cylinder head.
25 The yokes may be adjusted here according toAdjusting valve clear‐
ance before assembling the rocker arm bracket.
12 - 10
Cylinder head with valves
26 Reconnect the cooling water discharge pipes (1). Replace the sliding
ring gaskets (42) with new ones. Use a special guiding mandrel
(846160) when assembling the flange (43), see Fig 12-10. item I.) It
is advisable to use some glue to keep the O-ring (44) in place when
connecting the pipe (1) to the connection piece (41), see Fig 12-10.
item II.
Reconnecting the cooling water discharge pipes
846160
42
43
1
44
41
I
II
Fig 12-10
V1
27 Lift the rocker arm bracket into position and fasten the fastening bolts
(12) to stated torque, see Fig 12-4 and chapter 07
28 Fit the rocker arm casing to its place.
29 Adjust the valve clearance, see section 12.1.5.
30 Reinstall the rocker arm casing cover, the Hot Box cover and in Vengines the exhaust pipe insulating shield (4).
31 Re-assemble the gas admission valve (35) (V-engines) and gas pipe
(22), see Fig 12-3 and 17.2 for instructions of maintaining the gas
system.
32 Fill the engine cooling water system and turn the crankshaft two rev‐
olutions. Check for leaks and monitor the expansion tank level.
12 - 11
Cylinder head with valves
12.1.5. Adjusting valve clearance
V3
1
Turn the crank of the cylinder concerned to TDC at ignition.
2
Loosen the locking screw (17) of the adjusting screws on the rocker
arm.
3
Loosen the yoke counter nut (18).
4
Turn the adjusting screws in anti-clockwise direction to provide
enough clearance.
Adjusting valve clearance
17 20
19
18
a
b
c
17. Locking screw, 18. Yoke counter nut, 19. Adjusting screw, 20. Adjusting
screw
Fig 12-11
12 - 12
V2
5
Press the fixed end of the yoke against valve stem by pressing down
on adjustable end.
6
Screw down the adjusting screw (19) until it touches the valve end
and note the position of the spanner (pos. a).
Cylinder head with valves
7
Continue screwing while the yoke tilts, until the guide clearance is on
the other side and the fixed end of the yoke starts lifting from valve
stem. Press down on the fixed end. Note the position of spanner (pos.
b).
8
Turn the adjusting screw anti-clockwise to the middle position be‐
tween "a" and "b", i.e. "c".
9
Lock yoke counter nut (18).
10 Valve clearances for inlet and exhaust valves are given in chapter 06
(Adjustments, clearances and wear limits).
11 Before adjusting the valve clearance hit the push rod end of the rocker
arm with soft hammer to ensure that the push rod is correctly seated.
12 Put a feeler gauge corresponding to the valve clearance between the
surface of yoke and shoe at rocker arm. Tighten the adjusting screw
(20) until feeler (See chapter Tightening torques and use of hydraulic
tools).
13 Check that the clearance has not changed while tightening.
Note!
Take care not to over tension the locking screw (17).
12.1.6. Checking the cylinder tightness
V2
The condition of inlet- and exhaust valves can be estimated by check‐
ing the cylinder tightness according to the following work phases:
12 - 13
Cylinder head with valves
1
Turn the crankshaft to such a position that the valves of the cylinder
concerned are all closed.
2
Remove the plug from the test hole (42) in the front part of the cylinder
head, see Fig 12-12.
3
Connect the testing device (848020) to the test hole (42), see Fig
12-12.
Checking the cylinder tightness
42
848020
Fig 12-12
4
12 - 14
V2
Supply pressurized air (5-7 bar) via the testing device. Open the valve
and record the pressure.
Cylinder head with valves
5
Shut the valve of the testing device and record the pressure drop in
a certain time (e.g. 20 s).
● If the pressure drops directly to 0 bar, it is possible that one or
more valves are sticking or the valve(s) are burnt.A sticking valve
can be found from the immobility of the valve when the engine is
turned.A burnt valve can normally be seen from the exhaust tem‐
perature. If the valve clearance is zero that would also cause an
direct pressure drop.
● Carbon particles trapped between the valve and the seat when the
engine is stopped could also prevent the valve to close properly
thus causing a direct pressure drop. If that is suspected, the en‐
gine should be run for a few minutes and after that a new check
of the same cylinder.
● If a blow-by between the cylinder liner and piston is suspected e.g.
from fast fouling of filters or high crankcase pressure, it is best to
take readings of the complete engine and make a comparison.
● The test can be verified by listening for leaking sounds inside
crankcase during testing.
● If the time is limited to overhaul only one piston, it is recommended
to dismantle the worst measured blow-by piston for inspection.
The result of inspection gives a hint of general engine condition.
● When re-testing the cylinder after an overhaul a rapid pressure
drop can be observed. The reason for this is because the running
in of piston rings is not yet performed.
Note!
Keep the pre-lubricating pump running during the test.
Note!
The turning gear should be engaged during the test.
● In general, the location of leakage can be found by listening when
the air valve is open.
Note!
The general condition of the engine is indicated with the test device,
but more important is the operation data records.The overhauls must
be made according to recommended overhaul intervals and not only
when the pressure test shows a big blow-by.
6
Remove the tool (848020) and reassemble the plug.There is no use
giving absolute guiding values for the pressure drop, but you can
evaluate the condition of the valves by comparing the pressure drop
in different cylinders.
12 - 15
Cylinder head with valves
12.2.
Exhaust and inlet valves
V2
The valve mechanism consists of a system where valve guides and
exhaust and inlet seats are integrated into the cylinder head. There
is also a rotating mechanism called Rotocap (23) for the exhaust and
inlet valves which will ensure smooth and even valve wear. Double
valve springs (26) make the valve mechanism dynamically stable, see
Fig 12-13.
Note!
Exhaust and inlet valves differ in dimensions and also in material and
must not be mixed.
Exhaust and inlet valves
25
24
15 26
23
27
13
14
A
B
A: Exhaust B: Inlet
13. Exhaust valve seat 14. Inlet valve seat 15. Valve guide 23. Rotocap 24.
Exhaust valve 25. Inlet valve 26. Valve springs 27. Valve cotters.
Fig 12-13
12 - 16
V2
Cylinder head with valves
12.2.1. Dismantling the valves
V1
1
Fit the tool assembly in position according to Fig 12-14.
2
Fit the hydraulic jack and the nut (28). Leave about 40 mm distance
between the jack and the nut.
3
Use the hydraulic pump to press the spring assembly down enough
to remove the valve cotters (27), see Fig 12-13.
Note!
Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
Fitting of the tool assembly
834001
834002
834050
28
860170
40
Fig 12-14
V1
4
Knock at the centre of the valve discs with a soft piece of wood, plastic
hammer or similar to loosen the valve cotters for removal.
5
Release the pressure carefully so that the valve springs are slowly
unloaded.
Note!
Take care that the springs are fully unloaded before removing the nut.
6
Remove spring holders (Rotocaps) and springs.
12 - 17
Cylinder head with valves
7
Note the marks of the valves or mark them so that they can be rein‐
stalled into the same guide if they are in good condition. Valves are
marked according to the gas flow: inlet A and B, exhaust C and D,
see Fig 12-15.
Valves marked according to the gas flow
1
2
A
D
B
C
1.Air in, 2.Exhaust out.
Fig 12-15
V1
12.2.2. Checking and reconditioning the valves and
the seats
V2
There are two alternatives used as "EXHAUST" valves depending on
the installation:
12 - 18
Cylinder head with valves
Exhaust valves
I
II
Stellit
160
170
I. Stellit, valve disc diam. 160, II. Nimonic, valve disc diam. 170.
Fig 12-16
V3
1
Check first which kind of an exhaust valve (I or II) is in question.
2
Clean the valves, seats, ducts and guides as well as the underside of
the cylinder head. At this stage, a pressure test for the cylinder head
must be performed, see chapter 12.3.4.1.
Note!
No scratches or notches are allowed on the valve surfaces, especially
on the area marked with an "A" in Fig 12-17.
Burn-off area
B
Z
Y
A
X
B.Burn-off area.
Fig 12-17
V1
12 - 19
Cylinder head with valves
3
Compare the burn-off on the valve disc to Fig 12-17. Read the limit
values for measures (X), (Y) and (Z) from the following table.
Inlet valve
Exhaust valve
[mm]
I
Stellit
Ø160
II
Nimonic
Ø170
[mm]
[mm]
B0137
B0375 *)
(Y) minimum
13
12.5
11.3
(Y) nominal
14.5
14
12.5
Seat face inner diameter (X) minimum 133
140
131.5
(Z) maximum
2
2
2
Burn-off area limits
*) = component code stamped in the end of the valve stem.
If any of these dimensions exceed the given limits, the valve must be
replaced.
4
12 - 20
Reconditioning of valves and valve seats has to be done by grinding
or by machining.
Cylinder head with valves
5
Before grinding check the valve stem clearance by measuring the
stem and guide and change the worn part if necessary. Use meas‐
uring documents 4612V001 and 4612V002. The valve guide can be
pressed out by using the tools 845004 and 845005, see Fig 12-18.
Check the bore in the cylinder head. When refitting, cooling with liquid
nitrogen is recommended, but pressing in with oil lubrication is also
acceptable. After the new guide is fitted, check the guide bore.
Extraction of valve guide
37
845005
834050
860170
845004
Fig 12-18
V1
12 - 21
Cylinder head with valves
12.2.3. Machine grinding the valves and the seats
1
V2
Seat face of the valve: The seat angle of the "INLET" valve is 19,5°
and the "EXHAUST" valve 30°. See tolerances in Fig 12-19. Check
the minimum allowable edge tickness (Y) and the minimum seat face
inner diameter (X) of the inlet valve and the exhaust valve from Fig
12-17.
INLET and EXHAUST valve seat angles
A
-0,05°
19,5° -0,15°
B
B
+0,25°
+0,25°
30° +0,15°
I
30° +0,15°
II
A. Inlet,B. Exhaust.
I. Stellit, II.Nimonic
Fig 12-19
12 - 22
V2
Cylinder head with valves
2
Seat ring for the inlet valve: The seat angle of the inlet valve seat ring
is 19.5°, see tolerances in Fig 12-20. The seat can be ground until the
outer seat diameter reaches 171 mm. After that the seat ring must be
replaced with a new one.
Outer limit diameter for inlet seat grinding
19,5°
-0,00
-0,15
Ø140
Ø165,6
+0,0
-0,5
Ø171
Fig 12-20
3
V2
Seat ring for the exhaust valve: The seat angle of the exhaust valve
seat ring is 30°, see tolerances in Fig 12-21. The seat can be ground
until the outer seat diameter reaches 173 mm.
Exhaust seat diameter limits and angles
+0,25°
30° +0,15°
+0,2
Ø171 -0,2
Ø173
Fig 12-21
V2
Note!
If blow-by has occurred, the O-ring for the corresponding valve seat
ring must be changed. Blow-by increases the temperature and the Oring is "burned", which will result in water leakage into the cylinder.
12 - 23
Cylinder head with valves
4
Check with a blueing test that the contact area is wide enough and
that it is at the inner edge of the seat, see Fig 12-22. Ensure, that the
valve used in the blueing test is the one that will be assembled to the
seat concerned.
Spread a thin layer of engineering blue paint on the whole seat face
of the valve. Fit the valve into its place in the valve guide and press
the valve gently against the valve seat using the tool (841010). Re‐
peat 2-3 times turning the valve about 45° between the strokes.
Note!
Ensure, that the sealing faces are absolutely clean and the engineer‐
ing blue paint layer is as thin as possible.
Check of contact areas on the valve seat
A
B
10 – 30%
30 – 90%
A:Inlet, B:Exhaust.
12 - 24
Fig 12-22
V2
12.2.4. Assembling the valves
V3
1
Check the valve springs for cracks and wear marks. If there are any,
replace the springs with new ones.
2
Clean the valve guides (15) thoroughly and fit new O-rings (16), see
Fig 12-1
3
Lubricate the valve stems (29), see Fig 12-23, with clean engine oil.
4
Fit the valves and check for free movement. Before closing the sealing
surface between valve and seat be absolutely sure that it is clean.
When fitting the valves, ensure that they go back to their locations,
especially if the seat rings have been ground.
Cylinder head with valves
5
Install the springs and be sure that the seating faces are undamaged
and clean, both on springs (26) and (30) as well as on the spring discs
(rotocaps) (23).
6
Fit the assembling tool (834001) in position.
7
Compress the springs with the hydraulic tool. Put in the valve cotters
(27) after lubricating them properly. Unload the springs slowly.
While unloading the springs check that the cotters fit properly; the
spaces between the two halves should be equal on both sides.
12.3.
Valve seats
12.3.1. Maintenance of the valve seats
V1
It is strongly advised to contact the engine manufacturer, if the valve
seat rings have to be removed or fitted because of wear and leaks.
12 - 25
Cylinder head with valves
Valve and valve seats in cylinder head
27
23
17
26
30
16
29
12 - 26
Fig 12-23
V1
12.3.2. Removing an old seat ring
V2
1
Set the removing tools (845001 and 845003 for the inlet valve seat
ring, or 845001 and 845002 for the exhaust valve seat ring) so that
the clutches fit under the edge of the seat ring. Tighten the nut (31),
see Fig 12-24.
2
Fit the plate (32) and the hydraulic jack (33) and tighten the nut (34)
slightly.
3
Connect the hoses of the hydraulic pump (860100) to the hydraulic
jack and loosen the seat ring by pumping.
Cylinder head with valves
4
Release the pressure, disconnect the hoses and dismantle the tool.
Removing of old seat rings
33
860100
845001
845001
34
34
31
845003
32
31
845002
Fig 12-24
V2
12.3.3. Fitting a new inlet valve seat ring
V2
1
Check the bore diameter in the cylinder head, see table 12 in 06.2.
2
The ring can be assembled by cooling with liquid nitrogen of -152°C
and with the cylinder head temperature at a minimum of 20°C, or by
pressing in with a guided arbor.
3
Check the eccentricity of the sealing face in relation to the valve guide,
and if it exceeds 0.1 mm, the seat surface must be machined with a
seat grinding machine.
12 - 27
Cylinder head with valves
12.3.4. Fitting a new exhaust valve seat ring
V2
1
For fitting an exhaust valve seat ring an oven for heating the cylinder
head and a freezer for cooling the seat ring are required.
2
Check the seat bore diameter (A) in the cylinder head, see Fig
12-25, according to values in table 12 in 06.2. Clean the bores care‐
fully.
3
Heat the cylinder head up to +50...+60°C.
Note!
It is important that the entire cylinder head is heated up, not only the
seat bore.
12 - 28
4
Cool the seat ring in the freezer to -18...-25°C.
5
Apply Loctite 620 locking compound in the cylinder head boring A
around water canals, see Fig 12-25. Locking compound is not allowed
to flow under seat ring to the horizontal surface.
Cylinder head with valves
6
Dry the outer surface of the seat ring and fit the seat ring quickly to
its place.
Note!
Mounting of a exhaust valve seat ring should be done carefully so that
the seat ring is correctly seated. Pay attention to the cooling water
canals.
Seat bore diameters
1
2
A
1.Exhaust 2.Inlet.
Fig 12-25
7
V2
When the cylinder head has reached the room temperature, check
the eccentricity of the sealing face in relation to the valve guide. En‐
sure that the seat ring is in continuous contact against the bottom
machined surface. The maximum allowed eccentricity is 0.07mm. If
the eccentricity is 0.07-0.25mm, the seat surface must be ground with
a seat grinding machine.
12.3.4.1. Hydraulic test
V1
A hydraulic test at 10 bar must be carried out as follows every time a
new exhaust valve seat ring has been fitted:
1
Block the cooling water inlet passages (38) (8 pcs) and the deaerating
hole (39), see Fig 12-26, rather with a special tool (848021), see Fig
12-27. Note the washers (47) and the correct tightening torque
(640Nm) of the tightening nuts.
● If the tool is not available:
- Block the 8 cooling water inlet passages (38) with rubber expansion
plugs.
- Tap the deaerating hole (39) with M8 thread and block it with a plug.
12 - 29
Cylinder head with valves
12 - 30
2
Block the cooling water outlet passage (40), see Fig 12-26, with a
pressure test flange (847012), see Fig 12-27, and fill the cooling water
space with water.
3
Connect the checking device (848020) to the test flange and replace
the hose coupling with the transformation piece (46) taken from the
test flange.
Cylinder head with valves
4
Connect the low pressure pump (860050) to the transformation piece
and apply a pressure of 10 bar.
Cooling water inlet passages
38
40
39
Fig 12-26
V1
Warning!
Beware of the rubber plugs while there is pressure in the cylinder
cover. The plugs may be dangerous if they become loose.
Blocking of cooling water inlet passages
848020
860050
847012
47
46
848021
Fig 12-27
V1
12 - 31
Cylinder head with valves
12.4.
Rotocap
V1
Exhaust and inlet valves are equipped with Rotocaps. These are ro‐
tating mechanisms, which turn the valves 8° at every opening. The
rotation makes the valves wear smoothly and increases the mainte‐
nance intervals.
12.4.1. Maintaining the Rotocap
V1
Valve rotator (Rotocap)
6
5
2
4
1
3
6
Fig 12-28
12 - 32
V1
1
Remove the spring band (6).
2
Remove the cover plate (1).
3
Remove the cap spring (3).
4
Remove the steel balls (4) and turning springs (5).
5
Clean the base plate (2) and all other parts. Check for wear, replace
if neccessary.
6
Lubricate parts with clean engine oil.
7
Reinstall the parts in the opposite order.
Cylinder head with valves
12.5.
Starting valve
V3
The starting valves are described in section 21.4.
When refitting the starting valves, the outer cylindrical surfaces should
be lubricated with engine oil or a special lubricant.
12.6.
Injection valve
V1
The injection valves are described in chapter 16.
When refitting, the injection valves should be lubricated with engine
oil only.
12 - 33
Cylinder head with valves
12 - 34
Camshaft driving gear
13. Camshaft driving gear
V2
The camshaft is driven by the crankshaft through gearing. For V-en‐
gines the gears are alike for both camshafts, see Fig 13-1. The gear‐
ing consists of a split gear (36) on the crankshaft, two hydraulically
fastened intermediate gears (1 and 2) and a camshaft driving gear
(7). Lube oil nozzles provide for lubrication and cooling of the gears.
The camshafts rotates with half of the engine speed in the same di‐
rection as the engine.
Intermediate gear and camshaft gear
7
7
1
1
2
2
36
36
1.Bigger intermediate gear wheel for camshaft drive,2.Smaller intermediate
gear wheel for camshaft drive, 7.Drive gear for camshaft, 36.Gear wheel for
crankshaft.
13.1.
Fig 13-1
V2
Intermediate gear and camshaft gear
V1
The intermediate gear wheels (1) and (2) are connected together with
a hydraulically tightened screw (3). The bearings (4) for the inter‐
mediate wheel assemblies are incorporated into the crankcase. Lu‐
brication for the bearings is from the pressurised engine system
through the thrust bearing (5), along the screw (3) and through the
bores in the bearing shaft (6). The camshaft driving wheel (7) is fixed
to the camshaft end (8) by a guiding pin (9) and fastened by means
of a flange connection between the camshaft end (8) and the cam‐
shaft extension (10), see Fig 13-2.
13 - 1
Camshaft driving gear
13.1.1. Maintenance of the intermediate gear and the
camshaft gear
V4
Whenever the opportunity occurs, check the condition of gears.
Measure the tooth backlash and the bearing clearances, see section
06.2 . An early detection of any tooth damage can prevent serious
damage.
Intermediate gear and camshaft gear
18
10
11
16
19
15
17
13
14
12
33
8
9
10
29
4
20
7
6
3
5
32
4
2
1
Fig 13-2
13 - 2
V1
Camshaft driving gear
13.1.2. Removing the camshaft gearing
V1
Note!
Special tools are needed for this work. Please contact the engine
manufacturers service network.
13.1.2.1. Removing the camshaft gear
V1
1
Remove the gear covers and the camshaft covers.
2
Turn the crankshaft to TDC at ignation for cylinder No.1 and look
through the first camshaft service cover. Notice the nuts and con‐
necting studs between the first camshaft piece and the camshaft ex‐
tension (10) which are behind the camshaft, see Fig 13-2.
3
Turn the camshaft and remove the above mentioned nuts and studs.
4
Unscrew the fastening screws (11) for the camshaft thrust bearing
housing (18) and remove the cover (13), see Fig 13-2.
5
Unscrew the fastening screws (14) and remove the outer shaft plate
(15) together with the outer part of the thrust bearing (12).
6
Open the fastening screws (16) and remove the housing plate (19)
together with the inner part of the thrust bearing (33) and inner shaft
plate (17).
7
Slide the camshaft thrust bearing housing (18) out. (Use extraction
holes M16 if needed.)
8
Turn the crankshaft to TDC at ignition for cylinder No.1 and secure
the camshaft by using the locking tool (834053), see Fig 13-3. Three
nuts from the camshaft piece fastening studs must be removed for
that reason. There are two different locking device alternatives (A and
B) shown in the Fig 13-3.
Camshaft securing tool
834053
834053
A
B
D
C
C
Fig 13-3
D
V1
13 - 3
Camshaft driving gear
9
Open the flange connection screws (20) and remove the camshaft
extension (10) by using the lifting tool (836024) together with the con‐
nection pieces (836017) and (836018), see Fig 13-4.
Caution!
Support the driving gear wheel (7) when lifting the extension piece
out.
Caution!
Cranking of engine with the hydraulic tightened nut (27) loosened,
see Fig 13-7, is allowed only for some degrees to adjust the timing.
Otherwise great risk for contact between pistons and valves if the
rocker arm bearing brackets has not been loosened first.
Removing of camshaft extension
836024
836017
20
10
836018
Fig 13-4
13 - 4
V1
Camshaft driving gear
10 Lift the camshaft driving wheel out by using the lifting device (836024)
together with the connection pieces (836020) and (836023), see Fig
13-5.
Lifting tool for camshaft driving wheel
836020
836024
836023
(836034)
836020
Fig 13-5
A
A
A-A
V1
13 - 5
Camshaft driving gear
11 Lift the camshaft extension out by using the lifting device (836024)
together with connection pieces (836019), see Fig 13-6.
Removing the camshaft extension
836024
836019
Fig 13-6
V1
13.1.2.2. Removing the intermediate gear
V3
Note!
The intermediate gear wheels (1 and 2) must not be dismantled un‐
less it is absolutely necessary. The relative position between the two
wheels has been adjusted when assembled at the factory and should
not be changed. If you must separate the two gear wheels you must
mark them so that they can be assembled back exactly to the correct
positions.
13 - 6
Camshaft driving gear
Intermadiate gear
28
26
25
24
23
4
22
6
27
3
29
5
32
21
4
2
1
Fig 13-7
V1
1
Open the screws (21) to remove the cover (22) from the intermediate
gear thrust bearing, see Fig 13-7.
2
Open the fastening screws (23) and remove the shaft plate (24) to‐
gether with the outer thrust bearing (5).
3
Open the fastening screws (25) and remove the housing plate (26)
together with the inner thrust bearing (32).
4
Lift the hydraulic tool (861143) onto the center stud, see Fig 13-8.
5
Screw on the hydraulic tool (861143).
13 - 7
Camshaft driving gear
6
Connect the hoses of the hydraulic pump (860170) according to Fig
13-8 and open the pump valve.
Note!
Some hydraulic pumps are to be used with a separate oil return hose.
Always follow the instructions delivered with the pump.
Hydraulic tool for intermediate gear center stud
861143
860170
Fig 13-8
V1
7
Keep on turning the hydraulic tool as long as it rotates. Repeat the
procedure a few times to get all oil out from the tool.
8
Turn the hydraulic tool back about 3/4 of a turn 270°.
9
Close the valve on the hydraulic pump (860170).
10 Pump the hydraulic pressure to the stated value, see chapter 07
(Tightening torques and use of hydraulic tools).
11 Loosen the nut (27) about 3/4 of a turn with the pin (861010).
12 Release the pressure slowly, disconnect the hoses and unscrew the
hydraulic tools.
13 Remove the hydraulic tool.
14 Remove the nut.
15 Unscrew the center stud (3) by using a tool (803003) and slide the
stud against the flywheel.
16 Slide the smaller intermediate gear (2) against the engine block and
remove the distance ring (28), see Fig 13-7.
13 - 8
Camshaft driving gear
17 Screw the lifting tool (836021) to the shaft (6) of the bigger intermedi‐
ate gear (1) and lift the tool (836021) and shaft (6) out together by
using the lifting device (836024) together with connection pieces
(836023 or 836034), see Fig 13-9.
Lifting tool for intermediate gears
6
A-A
836021
A
836024
A
836023
(836034)
Fig 13-9
1
V1
13 - 9
Camshaft driving gear
18 Slide the smaller intermediate gear (2) out from the engine block and
support it so that you can put the lifting tool (836022) to the shaft of
the smaller intermediate gear and tighten it with a wrench, see Fig
13-10.
Lifting tool for smaller intermediate gear
836022
2
Fig 13-10
13 - 10
3
V1
Camshaft driving gear
19 Remove the smaller intermediate gear by using the lifting device
(836024) together with connection pieces (836023 or 836034), see
Fig 13-11.
Removing of smaller intermediate gear
836024
836023
(836034)
836022
Fig 13-11
V1
20 Remove the center stud (3).
Caution!
The intermediate wheels (1 and 2), see Fig 13-7, must not be dis‐
mantled unless it is absolutely necessary. The relative position be‐
tween the two wheels has been adjusted when assembled at the fac‐
tory and should not be changed.
13 - 11
Camshaft driving gear
13.1.3. Mounting the camshaft gearing
13.1.3.1. Mounting the intermediate gears
V2
Caution!
On an In-line engine, make sure that the crankshaft is in TDC at ig‐
nation for cylinder No.1 before proceeding with the job.
Caution!
On a V-engine, make sure that the crankshaft is in TDC at ignation
for cylinder No. A1 (or B1) before proceeding with the job.
Marking of the gears on In-line engines
A
9
B
A
A
A
B
A-A
A
Fig 13-12
V1
In-line engine: when the crankshaft is in TDC at ignation for cylinder
No.1 notice that:
● Assembly marks "A" on camshaft driving wheel must be aligned
with the side of the engine block, see Fig 13-12.
● Assembly marks on the bigger intermediate gear and marks "AA" on the crankshaft gear must be aligned.
● Guide pin (9) in the first camshaft piece must be in the top position.
13 - 12
Camshaft driving gear
Marking of the gears on V-engines
1
9
A
2
A
B
A
B
B
A
A
B
B
A
B
A
A-A
B-B
1.Cyl. A1 at TDC,2.Cyl. B1 at TDC
Fig 13-13
V1
V-engine: when the crankshaft is in TDC at ignation for cylinder No.
A1 (or B1) notice that:
● Assembly marks "A" ("B") on camshaft driving gear wheel must be
aligned with the side of the engine block, see Fig 13-13.
● Assembly marks on the bigger intermediate gear and marks "AA" ("B-B") on the crankshaft gear must be aligned.
● Guide pin (9) in the first camshaft piece must be in the correct
position, see Fig 13-13.
13 - 13
Camshaft driving gear
1
Mount the shaft (6) and the big intermediate gear wheel (1) together
with screws (29), see Fig 13-7. Tighten the screws to stated torque,
see chapter 07.
2
Lift the smaller intermediate wheel (2) into position using lifting device
(836024) with connection pieces (836022) and (836023 or 836034),
see Fig 13-14. At the same time the center stud (3) must be put into
position inside the smaller intermediate gear, see Fig 13-10. When
the gear is fitted inside the bearing, slide it against the engine block.
Lifting the smaller intermediate gear wheel
836024
836023
(836034)
836022
Fig 13-14
13 - 14
V1
Camshaft driving gear
3
Lift the distance ring (28) to the shaft of the smaller intermediate gear,
see Fig 13-15.
Note!
The distance ring must be aligned so that the adjusting slot is against
the smaller intermediate gear, see Fig 13-15.
Smaller intermediate gear
28
A
A-A
2
A
1
Fig 13-15
4
V1
Lift the bigger intermediate gear wheel (1) into position by using the
lifting device (836024) together with connection pieces (836021) and
(836023 or 836034), see Fig 13-16.
13 - 15
Camshaft driving gear
5
Slide the smaller gear wheel (2) against the bigger intermediate gear
wheel (1), see Fig 13-15.
Note!
Check that the assembly marks are as shown in Fig 13-12 or Fig
13-13.
Lifting the bigger intermediate gear wheel
836024
836023
(836034)
836021
Fig 13-16
6
Clean the center stud (3) and lubricate the threads, see Fig 13-7.
7
Screw the center stud (3) in position and tighten it to stated torque,
see chapter 07
8
Screw the nut (27) by hand against the end surface; check that the
nut is in the guide, see Fig 13-7.
Pretightening the center nut of the intermediate gear
9
Lift the hydraulic tool (861143) into position on the center stud (3),
see Fig 13-8.
10 Screw on the hydraulic tool (861143).
13 - 16
V1
Camshaft driving gear
11 Connect the hoses of the hydraulic pump (860170) according to Fig
13-8 and open the pump valve.
Note!
Some hydraulic pumps are to be used with a separate oil return hose.
Always follow the instructions delivered with the pump.
12 Keep on turning the hydraulic tool as long as it rotates.
13 Close the pump valve.
14 Pump to the pretightening pressure of 300 bar.
15 Tighten the nut (27) with the pin (861010).
16 Release the pressure slowly.
17 Check that the assembly marks are still as shown in Fig 13-12 (Inline
engine) and Fig 13-13 (V-engine).
18 Check that there is no clearance between gear wheels (1 and 2) and
distance ring (28), see Fig 13-15.
13.1.3.2. Mounting the camshaft gear
V5
1
Lift the camshaft driving gear wheel (7) into position, see Fig 13-2, so
that the marks on the wheel are in according with the side of the en‐
gine block, see Fig 13-12 (In-line engine) and Fig 13-13 (V-engine).
2
Fit the camshaft end piece (10) by using the lifting tools (836024) with
connection piece (836017) and (836018), see Fig 13-4. Note that the
pin (9) is at the top position, see Fig 13-2. Tighten the screws (20) to
stated torque, see chapter 07
3
Mount the bearing housing (18). If necessary use a hydraulic jack or
crane to lift the shaft while assembling the housing.
4
Fit the inner shaft plate (17) with the inner thrust bearing (33). Fit the
house plate (19) and tighten the screws (16) to stated torque, see
chapter 07
5
Fit the outer thrust bearing (12) together with the outer shaft plate (15)
and tighten the screws (14) to stated torque, see chapter 07
6
Remove the locking tool (834053) from the camshaft, see Fig 13-3,
and mount the three nuts to the camshaft piece fastening studs.
7
Check the axial bearing clearance and backlash between the gears
(2) and (7). See section 06.2.
8
Lock the screws (14) with locking wire and mount the cover (13).
9
Tighten the rocker arm bracket fastening screws, if loosened and
mount the covers, see chapter 14
13 - 17
Camshaft driving gear
10 On Wärtsilä 46 and Wärtsilä 50DF engines: Check the valve timing
and fuel pump timing of one cylinder, see chapter 16, and compare
to the checked values of the setting table in engine test protocol. Re‐
adjust if necessary.
11 On Wärtsilä 46CR engines: Check the valve timing of one cylinder
and compare to the tested values of the Setting Table in the "Test
Run Report" document. Readjust if necessary.
12 Tighten the nut (27) of the intermediate gears center stud (3) to stated
torque, see section 07.3.1, by using tightening tool (861143). Tighten
order is the same as previously described in this section.
13 Mount the inner thrust bearing (32) and the housing plate (26), see
Fig 13-7. Tighten the screw (25) to stated torque according to chapter
07
14 Mount the outer thrust bearing (5) together with the shaft plate (24).
Tighten the screws (23) to stated torque according to chapter 07
15 Check the axial clearance by moving the shaft. Record the movement
with a dial indicator. See section 06.2.
16 Disconnect the hoses and remove the hydraulic tool (861143).
17 Assemble the intermediate gear thrust bearing cover (22), see Fig
13-7.
18 Mount the covers for the gearing and camshaft.
13.2.
Split gear wheel
V1
The split gear is divided into two parts which are connected together
with connecting screws (30), and then to the crankshaft with screws
(31).
If only the split gear wheel has to be changed, one half of the wheel
can be removed or mounted at a time.
13 - 18
Camshaft driving gear
Split gear wheel
31
30
Fig 13-17
V1
13.2.1. Maintenance of the split gear wheel
V4
Whenever the opportunity occurs check the condition of gear, meas‐
ure the tooth backlash and the bearing clearances and refer to section
06.2. Early detection of any tooth damage can prevent serious dam‐
age.
13.2.2. Removing the split gear wheel
V2
Both the camshaft gear and intermediate gear are dismantled ac‐
cording to section 13.1.2.
Note!
Special tools are needed for this work. Please contact the engine
manufacturers service network.
1
Lower the bearing cap of main bearing No.1, see section 10.2.2.1.
2
Loosen the fastening screws (30).
3
Unscrew the axial screws (31).
4
Unscrew the fastening screws (30) and remove the gear wheel
halves.
13 - 19
Camshaft driving gear
13.2.3. Mounting the split gear wheel
V3
1
Clean the parting surfaces of the wheel halves and the contact faces
of the gear wheel and the crankshaft.
2
Apply Loctite 242 to the threads of the screws (31) and (30), and en‐
gine lubricating oil under the screw heads.
Do not use Molykote.
13 - 20
3
Mount the gear wheel halves on the crankshaft with the parting face
at right angles with the crank of cylinder No.1 and fasten the screws
(31) and (30) by hand.
4
Tighten the axial screws (31) to a torque of 10 Nm and check that
contact is established between the gear wheel and the crankshaft
flange.
5
Tighten the fastening screws (30) to stated torque, see chapter 07.
The screws closest to the crankshaft flange are to be tightened first.
6
Tighten the axial screws (31) to stated torque, see chapter 07.
7
Check the split gear wheel roundness. Place the cylindrical pin in the
toothcap as shown in Fig 13-18. Turn the engine and use a dial indi‐
cator to get indications. Repeat the procedure and take comparative
indications from at least four different locations. The difference be‐
tween the four indications must be less than 0.09 mm.
Camshaft driving gear
8
Lift the bearing cap for main bearing No.1, see section 10.2.4.1.
Measuring the split gear wheel
20
Fig 13-18
V1
13.2.4. Removing only the split gear wheel
V5
If you remove only the split gear wheel:
1
On Wärtsilä 46 and Wärtsilä 50DF engines: Check the fuel pump tim‐
ing of one cylinder, see section 16.2.6.
2
On Wärtsilä 46CR engines: Check the exhaust/inlet valve timing of
one cylinder, see section 14.2.3.
3
Lower the bearing cap of the main bearing No.1, see section
10.2.2.1.
4
Turn the crankshaft so that the bolt heads of the fastening screws (30)
are downwards, see Fig 13-17.
5
Unscrew the fastening screws (30).
6
Unscrew the axial screws (31) of the lower half.
7
Remove the lower half of the split gear wheel.
8
Clean the parting surfaces of the wheel half and the contact faces of
the gear wheel and the crankshaft.
9
Apply Loctite 242 on the threads of the screws (31) and engine lubri‐
cating oil under the screw heads. Do not use Molykote.
13 - 21
Camshaft driving gear
10 Mount the new gear wheel half on the crankshaft against the old upper
half and tighten the screws (30) to stated torque, see chapter 07.
Check with a feeler gage that the joint surfaces meet properly.
11 Tighten the new half axial screws (31) to stated torque, see chapter
07.
12 Remove the fastening screws (30).
13 Turn the crank of cylinder No. 1 carefully to TDC.
14 Unscrew the axial screws (31) of the other half.
15 Remove the other half of the split gear wheel.
16 Clean the parting surfaces of the wheel half and the contact faces of
the gear wheel and the crankshaft.
17 Apply Loctite 242 on the threads of the screws (30) and engine lubri‐
cating oil under the screw heads. Do not use Molykote.
18 Mount the new gear wheel half to the crankshaft against the upper
half and tighten the screws (30) to stated torque, see chapter 07.
Check that the joint surfaces meet properly.
19 Apply Loctite 242 on the threads of the screws (31) and engine lubri‐
cating oil under the screw heads. Do not use Molykote.
20 Tighten the axial screws (31) of the new half to stated torque, see
chapter 07. Check that contact is established between the gear wheel
and the crankshaft flange.
21 Turn the crankshaft half a turn.
22 Check the split gear wheel roundness as mentioned in section
13.2.3.
23 Lift the bearing cap of main bearing No.1 back to its place, see section
10.2.4.1.
24 On Wärtsilä 46 and Wärtsilä 50DF engines: Check that the fuel pump
timing of the reference cylinder has not changed. See step No. 1 of
this section.
25 On Wärtsilä 46CR engines: Check that the exhaust/inlet valve timing
of the reference cylinder has not changed. See step No. 2 of this sec‐
tion.
13 - 22
Valve mechanism and camshaft
14. Valve mechanism and camshaft
14.1.
Valve mechanism
V1
V3
The valve mechanism operates the inlet and exhaust valves at the
required timing. The valve mechanism consists of piston type valve
tappets (11) moving within the engine block, tubular push rods (4) with
ball joints, nodular cast iron rocker arms (3) journalled on a rocker arm
bearing bracket (13), and a yoke (14) guided by a yoke pin, see Fig
14-1.
The valve tappets movement follows the cam profile and transfers the
movement through push rods to the rocker arms. The rocker arms
operate the inlet and exhaust valves through a yoke (14).
Lubrication for the rocker arms is supplied from the feed channel on
the engine block through pipe connections and drillings in both the
cylinder head and rocker arm bracket.
For the valve tappets, rollers and their shafts pressurized oil is fed
from the feed channel through drillings in the engine block, see Fig
14-4.
To compensate for heat expansion a clearance must exist between
the rocker arm and yoke. All adjustments are done on a cold engine,
and this work procedure is explained in chapter 12.
14 - 1
Valve mechanism and camshaft
Valve mechanism
1
3
13
4
5
14
8
11
12
1.Screws,3.Rocker arms,4.Push rod,5.Protecting sleeves,8.Cover,11.Valve
tappet,12.Shaft,13.Bracket,14.Yoke
Fig 14-1
V2
14.1.1. Maintenance of the valve mechanism
V3
The valve mechanism is inspected according to the maintenance
schedule in chapter 04. See chapter 06.1 for adjustments and wear
limits. However, whenever the opportunity exists, make a visual in‐
spection of the cams, rollers and tappets.
If the valve mechanism is dismantled, the components should be
marked and later assembled in the same position and cylinder as be‐
fore to avoid unnecessary wear.
14 - 2
Valve mechanism and camshaft
14.1.2. Dismantling the valve mechanism
V2
1
Remove the covers of the valve mechanism and camshaft from the
cylinder concerned.
2
Turn the crankshaft so that the valve tappet rollers in the cylinder
concerned are on the base circle of the cam and a clearance exists
between the rocker arm and yoke.
3
Secure the rocker arm bracket with crane by using a lifting strap, see
Fig 14-2 or by using a special tool (836031), see Fig 14-3.
Lifting rocker arm bracket
1
13
3
20
2
7
1. Screws, 2. Locking screw, 3. Rocker arm, 7. Shaft, 13. Rocker arm bracket,
20. Bushing.
Fig 14-2
4
V1
Open the screws (1) and lift the rocker arm bearing bracket (13) from
the cylinder head.
14 - 3
Valve mechanism and camshaft
5
Remove the yokes (14), see Fig 14-1.
Securing rocker arm bracket by using tool (836031)
836031
Fig 14-3
V1
Note!
Before dismantling, mark the parts so that they will be reinstalled into
their original positions.
14 - 4
6
Support the bracket by crane and open the locking screws (2). Slide
the brackets (13) out from the shaft (7) on both sides. Remove the
rocker arms (3) and the shaft, see Fig 14-2.
7
Remove the push rods (4) and the protecting sleeves (5) by lifting up
through the guide holes in cylinder head, see Fig 14-4.
8
Open the screws (9) and remove the cover (8).
9
Lift the valve tappet (11) out.
Valve mechanism and camshaft
10 Push the spring loaded locking pin (6) down and pull the shaft (12)
out.
Valve tappet, roller and shaft
4
18
A
10
5
9
8
17
C
C
19
11
26
12
6
B
27
28
A
B.Tappet guiding surface,C.Oil, 4.Push rod,5.Protect sleeve,6.Locking pin,
8.Cover,9.Screw,10.Guiding pin,11.Valve tappet,12.Shaft,17.O-ring,18.O-ring,
19.Ball head pin,26.Compression spring,27.Bearing bush,28.Roller
Fig 14-4
V1
14.1.3. Inspecting the valve mechanism
V4
1
Clean the rocker arm bearing bushing and the journal, then measure
for wear. When cleaning, pay special attention to the oil holes. See
section 06.2 for all clearances and wear limits.
2
Inspect the push rod (4) running surface for possible mechanical
damage.
3
Clean and inspect all parts of the valve tappet and corresponding bore
in the engine block. When cleaning, pay special attention to the oil
holes.
4
Measure the bearing bush (27), shaft (12) and the roller (28) for wear,
see Fig 14-4.
5
Inspect the ball head pin (19) running surface for possible mechanical
damage.
6
Change the O-rings (17) and (18).
14 - 5
Valve mechanism and camshaft
14.1.4. Assembling the valve mechanism
V5
1
Lubricate the parts of the valve tappet with clean engine oil, add
Rustban 326 or similar grease to the tappet guiding surface against
the roller (B in Fig 14-4) and assemble.
2
Keep the roller (28) at correct level and slide the journal (12) into po‐
sition observing that the locking pin (6) secures to the corresponding
drilling in tappet body.
3
Insert the valve tappet (11) into the guide hole in the engine block.
4
Mount the cover (8).
5
Grease the O-rings (17) and (18) properly. Insert the protecting
sleeves (5) and push rods (4) into position through the cylinder head
guide bores.
6
Mount the yoke. For adjusting the yokes see section 12.1.5.
7
Lubricate the rocker arm parts properly with clean engine oil.
8
Assemble the bushing (20) to the journal (7), see Fig 14-2.
9
Fit the rocker arms to the journal.
10 Slide the brackets and journal together and secure the journal with
the locking screws (2).
Note!
The journal has to be exactly at the right position to be able to fit the
screws.
11 Check for free movement of the rocker arms.
12 Mount the complete rocker arm bracket into position on the cylinder
head and tighten the screws (1) crosswise to stated torque, see
chapter 07.
13 Check and adjust the valve clearances according to Adjusting valve
clearance.
14.2.
Camshaft
V2
The camshaft is built up from one-cylinder camshaft pieces (1) and
separate bearing journals (2), see Fig 14-5. The fixing pins (4) on the
bearing journals order the position of the camshaft pieces, and the
bearing journals must be put back to the original places after overhaul
or replaced by a similar journal with same pin position (identification
number on each journal).
14 - 6
Valve mechanism and camshaft
Camshaft
Fuel inject.
EX
2
IN
1
3
4
9
7
Fig 14-5
V2
The drop forged camshaft pieces have integrated cams, the sliding
surfaces of which are case hardened. The bearing surfaces of the
journals are induction hardened. The camshaft is driven by the crank‐
shaft through a gearing at the driving end of the engine.
Vibration damper
A:
10
8
B:
8
5
5
10
C:
8
5
5. Camshaft extension, 8.Cover for starting air distributor,10.Vibration damper.
Fig 14-6
V1
14 - 7
Valve mechanism and camshaft
The camshaft can be equipped with a vibration damper to dampen
the torsional vibrations. See separate instructions for the vibration
damper in the Attachments file.
Two different types of vibration dampers are used, a spring type ("B"
in Fig 14-6) or a viscous type ("C").
In some cases, depending of the installation, the camshaft is without
vibration damper ("A" in Fig 14-6)
A cam for operating the starting air distributor is equipped at the free
end of the camshaft extension (5).
At the driving end the camshaft has an axial bearing (6) and in some
installations a damper (10) intergrated to the driving gear of the cam‐
shaft, see Fig 14-7.
Camshaft, axial bearing
6
10
6
Fig 14-7
V1
14.2.1. Maintenance of the camshaft
V4
The cams have to be inspected according to the maintenance sched‐
ule, see chapter 04, but always whenever the opportunity exists,
make a visual inspection of the cams, tappets and rollers. A camshaft
14 - 8
Valve mechanism and camshaft
piece has to be replaced if some mechanical damage has occurred.
The camshaft bearing bushing has to be replaced if the wear limit
given in section 06.2 is exceeded.
14.2.2. Removing the camshaft piece
V4
1
Remove the camshaft covers from the cylinders concerned.
2
Remove the cover (8), of the starting air distributor, see Fig 14-6.
3
Loosen the valve clearance adjusting screws and the rocker arm
brackets fastening screws of all cylinders in which the camshaft is to
be moved axially, see section 12.1.5.
4
Turn the camshaft so that you can lock the valve tappets one by one
to the uppermost position with locking bars (845013) and for Wärtsilä
46 and Wärtsilä 50DF engines locking bar (845014), see Fig 14-8 for
In-line engine or Fig 14-9 for V-engine.
5
For Wärtsilä 46CR engines, lift off all injection pumps at the con‐
cerned camshaft
Caution!
When the valve tappets are locked in the upper position the rocker
arm brackets/push rods must be removed, otherwise when cranking
the engine the pistons will come in contact with the valves.
6
Open the nuts (3) and unscrew the flange connection studs (7) from
both ends of the camshaft piece, see Fig 14-5.
7
Assemble the special mounting devices (845030) for In-line engine,
see Fig 14-8 or (845020) for V-engine, see Fig 14-9. Fasten the de‐
vices to engine frame with camshaft cover fastening nuts (21). Adjust
the flat bar (22) with screws (23) close to the camshaft piece.
8
It is also possible to use lifting tool (836024) with connection piece
(836029) to support the camshaft piece. For In-line engine see Fig
14-10 and for V-engine see Fig 14-11.
9
Move the part of the camshaft locating towards the free end of the
engine a maximum of 35 mm by using a suitable lever.
Caution!
Be careful that the rollers do not fall from the cams.
14 - 9
Valve mechanism and camshaft
10 Disengage the camshaft piece from the centering and fixing pins (4),
see Fig 14-5, and remove it sideways on a In-line engine or on a Vengine lower it sideways using screw (25), see Fig 14-9.
Removing the camshaft piece, In-line engine
845013
845014
845013
A
845030
22
21
23
A-A
A
Fig 14-8
V1
Removing the camshaft piece, V-engine
845014
845013
A-A
A
845013
845020
22
21
A
25
24
Fig 14-9
14 - 10
23
V1
Valve mechanism and camshaft
14.2.3. Mounting the camshaft piece
V4
1
Clean the flange connection surfaces and threaded holes from oil and
grease, see Fig 14-5.
2
Insert the fixing pins (4) with retainer rings (9), with the longer part of
the pin in the bearing journal.
3
Move the camshaft piece in position along the tool (845030) for Inline engine, see Fig 14-8 or by using the screw (25) on the tool
(845020) for V-engine, see Fig 14-9.
4
It is also possible to use lifting tool (836024) with connection piece
(836029). For In-line engine see Fig 14-10 or for V-engine see Fig
14-11.
5
Mount the camshaft piece (1) on the fixing pin, see Fig 14-5. After
centering it at either end, press together the camshaft using three
assembly screws at both ends of the camshaft piece.
14 - 11
Valve mechanism and camshaft
6
Fasten the studs (7) by hand and tighten the nuts (3) by using the
torque wrench (820009), see Fig 14-5. Tighten to stated torque ac‐
cording to chapter 07.
Mounting the camshaft piece, In-line engine
836024
A
836029
A
Fig 14-10
14 - 12
V1
Valve mechanism and camshaft
Mounting the camshaft piece, V-engine
836024
836029
Fig 14-11
V1
7
Check the tappet rollers carefully. Even slightly damaged rollers have
to be changed.
8
Turn the camshaft and remove the locking bars one by one when
there is a contact between the roller and the cam.
9
Mount the cover (8) of the starting air distributor.
10 Tighten all the loosened fastening screws of the rocker arm brackets,
see chapter 07.
11 Check the valve clearances on the cylinder concerned and on all cyl‐
inders towards the free end, see section 12.1.5.
12 On Wärtsilä 46 and Wärtsilä 50DF engines: Check the fuel pump tim‐
ing on the cylinder concerned according to chapter 16 and on the next
cylinder towards the free end. If any corrections have to be done on
the next cylinder, all the other pumps on the concerned camshaft have
to be checked as well.
13 On Wärtsilä 46CR engines: Check the exhaust/inlet valve timing on
the cylinder concerned and on the next cylinder towards the free end.
Compare the values in the "Test Protocol" to the scale of the flywheel
when the exhaust/inlet valves begins to open.
14 - 13
Valve mechanism and camshaft
14.2.4. Vibration damper
V2
The camshaft can be equipped with a vibration damper to dampen
the torsional vibrations which are excited by the engine.
Two different types of vibration dampers are used, a viscous damper,
see section 14.2.4.1, or a spring type vibration damper, see section
14.2.4.3.
Note!
See separate instructions for the vibration damper in the Attachments
file.
14.2.4.1. Vibration damper, viscous type
V4
Vibration damper, viscous type
2
3
1
4
5
6
A
Fig 14-12
V1
See detail Aon Fig 14-13.
The damper is bolted on the free end of the camshaft and follows its
torsional vibrations. It consists of a totally enclosed housing (1) with
cover (2) and inertia ring (3). The inertia ring is located radially and
axially in the housing by plain bearings (4). Gaps (5) between the
housing and the ring are filled with a high viscosity silicone fluid.
14 - 14
Valve mechanism and camshaft
As soon as vibration amplitudes occur, relative movement takes place
between the housing (primary mass) and the inertia ring (secondary
mass) and shares stresses in the silicone film. Due to the different
stresses in operating conditions it is impossible to give a general
guide as to when the dampers should be replaced. The proper func‐
tion of the damper can be checked at regular intervals, see 04 Main‐
tenance Schedule, by measuring the viscosity of the silicon fluid in‐
side the damper. Two draining plugs (6) provide the means of testing
the silicone fluid without having to dismantle the damper.
14.2.4.2. Taking a silicon oil sample
V1
Fluid samples may be taken from dampers equipped with draining
plugs (6). Usually two of these are positioned diametrically oppisite to
each other in the damper cover.
It is recommended that the damper is rotated until the two plugs are
approximately horizontal and that the damper remains in this position
for a minimum period of one or two hour before the sampling proce‐
dure begins.
A silicon oil sample should be extracted as follows:
1
After engine stops let the damper cool down to nearly 40°C.
2
Rotate the damper to bring one of the draining plugs (6) to optimum
position, see Fig 14-12.
3
Remove the cap nut (8) from the end of the sample container (7) to
be inserted in the damper, see Fig 14-13. There is a various types of
sample containers.
Taking a silicon oil sample
6
11
8
10
9
7
Fig 14-13
4
V1
Unscrew and remove the draining plug (6) and replace it by the sam‐
ple container (7). If meeting at the inertia ring (9) unscrew the con‐
tainer one revolution.
14 - 15
Valve mechanism and camshaft
5
Remove the second cap nut (8) from the sample container and wait
until silicon fluid (10) reach the open end of the container. This may
occur within minutes or over an hour dependent upon fluid condition
and other factors. If possible it can be speeded up by means of:
● 1. Turning the damper until the sample container is underneath
the shaft.
● 2. Temporarily removing the second drain plug.
6
As soon as the silicon fluid begins to flow from the open end, shut the
sample container by the cap nut (8). Do not use spanners.
7
Mount the second draining plug hand tight with new sealing washer
(11).
8
Remove the container from the damper casing, wipe off the sealing
face round the draining hole and screw in the plug (6) hand tight to‐
gether with new sealing washer (11). Close the second side of the
container.
9
Tighten both draining plugs (6) by turning them further for 45°, about
20Nm torque.
10 Seal both plugs by using a punch to disturb cover material into the
slot of the plugs.
11 Send the sample container with information of the damper type, num‐
ber, engine and operation data to the damper manufacturer for anal‐
ysis.
The quantity of silicone oil removed is so small that up to 10 such
samples of 1 cm3 can be taken without risk.
14 - 16
Valve mechanism and camshaft
14.2.4.3. Vibration damper, spring type
V1
Vibration damper, spring type
A
3
2
5
2
1
3
A-A
Fig 14-14
4
A
V1
The inner part (1) of the damper is bolted on the free end of the cam‐
shaft and follows its torsional vibrations, see Fig 14-14. The outer part
consists of spring packs (2), spacers (3), a clamping ring (4) and side
plates (5). The springs are clamped at their outer end by the spacers
and their inner ends mesh with grooves of the inner part. The cavities
between spring packs and spacers are filled with oil which comes
through the camshaft drillings.
Due to torsional vibrations the inner member will twist against the
outer part, the springs will deflected, one cavity will reduce and one
will enlarge and the oil will flow through the narrow gap between inner
and outer part, generating the hydro dynamic friction and therefore
damping the vibrations.
Note!
See separate instructions for the vibration damper in the Attachments
file.
14 - 17
Valve mechanism and camshaft
14.2.5. Elastical coupling
V1
The camshaft of the engine can be equipped with an elastical coupling
to dampen the torsional vibrations which are excited by the engine
and fuel pumps.
Elastical coupling
C
A
6
6
5
3
1
B
B
2
C
A-A
Fig 14-15
4
3
A
C-C
V1
The elastical coupling is bolted on the camshaft gear (6) and the inner
part (1) is a part of camshaft so it follows camshaft torsional vibrations,
see Fig 14-15. The outer part consists of spring packs (2), spacers
(3), a clamping ring (4) and side plate (5). The springs are clamped
at their outer end by the spacers and their inner ends mesh with the
grooves of the inner part. The cavities between spring packs and
spacers are filled with oil which comes through the camshaft drillings.
Due to torsional vibrations the inner member will twist against the
outer part, the springs will deflected, one cavity will reduce and one
will enlarge and the oil will flow through the narrow gab between inner
and outer part, generating the hydrodynamic friction and therefore
damping the vibrations.
Note!
See separate instructions for the elastical coupling in the Attachments
file.
14 - 18
Valve mechanism and camshaft
14 - 19
Valve mechanism and camshaft
14 - 20
Turbocharging and Air Cooling
15. Turbocharging and Air Cooling
15.1.
Turbocharging and air cooling overview
V10
The engine is equipped with a turbocharger and air cooler situated
either in the free end or in the driving end of the engine. The turbo‐
charger turbine (2) is driven by exhaust gases. Ambient air is com‐
pressed by the compressor (1) and forwarded to the charge air cooler
(3) and further through the water mist catcher (4) to the charge air
receiver (7).
Turbocharger and charge air cooler, In-line engine
1
2
3
4
7
5
1.Compressor,2.Turbine,3.Charge air cooler,4.Water mist catcher, 5. Air flow,
7.Charge air receiver
Fig 15-1
V1
15 - 1
Turbocharging and Air Cooling
15.2.
Turbocharger
V5
The NA357 Turbocharger consists of a single stage axial–flow turbine
and centrifugal air compressor connected by a single rotor shaft sup‐
ported on inboard bearings.
The turbocharger is mechanically independent of the engine to which
it is applied, but its lubrication forms a part of the engine lubricating
system.
The speed measuring probe is positioned on the compressor outlet
casing insert.
A more detailed description about the turbocharger speed sensor can
be found in chapter 23.
15.2.1. Turbocharger maintenance
V8
Normal overhauls can be carried out without removing the turbo‐
charger from its place. When dismantling, remove the protecting cov‐
ers and disconnect the oil and air connections. When reassembling,
take care that all seals are intact as well as that the orifices at the
compressor cleaning water inlet and lube oil inlet are in place. High
temperature resistant lubricants are used for exhaust pipe screws.
Maintenance of the turbocharger is carried out according to following
instructions and the instructions of the turbocharger manufacturer. It
is recommended to use the service network of the engine manufac‐
turer or the turbocharger manufacturer.
See also appendix 00A “Risk Reduction” and appendix 02A "Envi‐
ronmental Hazards"
Note!
Wear protective clothing (protective suit, gloves, protective shoes, ear
protection, protective glasses).
Note!
The oil pipe position may vary depending on installation.
15 - 2
Turbocharging and Air Cooling
Turbocharger oil pipes
1
2
5
3
1. Oil pressure measurement, 2. Oil outlet, 3. Oil inlet.5.Oil orifice
Fig 15-2
15.3.
V1
Water cleaning of turbine during operation V8
Practical experience shows that the formation of dirt deposits on the
turbine side can be reduced by periodical cleaning during operation.
By the same the overhaul periods can be lengthened. Dirty turbines
cause higher turbocharger speed and under certain circumstances
higher temperatures and higher stresses of the bearings due to im‐
balances. Washing of the turbine side is necessary when running on
heavy fuel.
During an extended period of operation, periodical cleaning delays
the buildup of significant deposits on the turbine blades and nozzle
ring vanes. This cleaning method does not work on very dirty turbines
which have not been washed regularly when put into operation or after
revisions.
15 - 3
Turbocharging and Air Cooling
Water must be injected into the exhaust system with the engine run‐
ning at suitable output. (See section 15.3.2) The disadvantages of
occasionally reducing the output are not significant compared with the
advantages of cleaning.
The necessary water flow is basically dependent on the volume of gas
and its temperature. Additives or solvents must not be used in the
cleaning water
Caution!
The use of salt water is prohibited.
The turbine washing intervals are stated in the Maintenance Sched‐
ule.
The exhaust gas pipe is equipped with 3 inlets for turbine cleaning
water (5).
The cleaning water evaporates during the cleaning process and exits
through the exhaust pipe. The valve (8) is normally in scavenging
position (A) thus allowing the charge air to flow through the turbine
washing pipe to keep it open.
Valves (8) and (16) should be operated daily for a short time to prevent
the pipes and valves from clogging.
Turbocharger cleaning system
10
5
47
42
11
8
9
B
16
8
A
5. Inlet, 8. Valve, 9. Quick coupling, 10. Flow gauge, 11. Valve, 16. Valve, 42.
Quick coupling, 47. Control valve
Fig 15-3
15 - 4
V1
Turbocharging and Air Cooling
15.3.1. Cleaning procedure for turbine
V4
Cleaning should take place regularly according to the maintenance
schedule. Depending on the results, washing interval may be in‐
creased or reduced.
Performance parameter records that have been documented after a
complete mechanical cleaning should always be used as reference,
in order to evaluate the efficiency of the cleaning.
Note!
More detailed information can be found in the turbocharger manual
in "Attachments".
1
For evaluating the efficiency of the cleaning, record these values.
● Charge air pressure
● Exhaust gas temperatures
● Turbocharger speed
2
Reduce the engine load to max 15% so that the exhaust gas temper‐
ature before the turbine is less than 450 °C. Normally temperature
before turbine at 15% load is around 420 °C. Operate the engine at
this load for at least 10 minutes before injecting water. Optimal wash
result is obtained at zero load.
3
Open valve (8) shortly and check that it is not clogged.
4
Connect the water hose to quick connections (9) and (42).
5
Open valves (11) and (8).
6
Adjust the water flow by the control valve (47) of the flow gauge (10)
to the correct level according to the table below. Leave the control
valve in this position.
Water cleaning of turbine NA357 (l/min)
In-line engine (1 turbocharger)
33
V-engine (2 turbocharger)
66
7
Continue the washing for 10 minutes.
8
Shut off valves (8) and (11).
9
Disconnect the hose to ensure that no water can enter the exhaust
pipes after the washing period.
15 - 5
Turbocharging and Air Cooling
10 Keep the engine load at same level for at least 10 min. Excess water
can evaporate during this time and temperatures are stabilized.
11 Resume normal engine operation at higher output.
12 After 1 hour repeat the readings made before the water cleaning pro‐
cedure. If no improvement can be seen the procedure may need to
be repeated or mechanical cleaning need to be done.
15.4.
Water cleaning of compressor during
operation
V6
The compressor can be cleaned by injecting water during operation.
The method is efficient provided that contamination is not too far ad‐
vanced. If the deposit is very heavy and hard, the compressor must
be dismantled and cleaned mechanically.
The injected water does not act as a solvent, the cleaning effect is
achieved by the physical impact of the drops on the deposit. It is
therefore advisable to use clean water containing no additives either
in the form of solvents or softening agents, which could be precipita‐
ted in the compressor and form deposits.
Regular cleaning of the compressor delays the formation of deposit
but it does not eliminate the need of normal overhauls, for which the
turbocharger has to be dismantled.
Cleaning should take place regularly according to maintenance
schedule, see chapter 04. Depending on the results obtained, the in‐
terval between two washings may be increased or reduced.
Water cleaning is done when the engine is running at its normal op‐
erating temperature with high load and with compressor running at
high speed.
15.4.1. Cleaning procedure for compressor
V2
Water cleaning is done when the engine is running at its normal op‐
erating temperature with high load and with compressor running at
high speed.
15 - 6
1
Record the charge air pressure, exhaust gas temperatures and the
charger speed for later use to assess efficiency of cleaning.
2
Open valve (16) shortly and check that it is not clogged. (Fig 15-3)
3
Connect the water hose to the quick connections (9) and (42).
4
Open valves (11) and (16). (See Fig 15-3)
Turbocharging and Air Cooling
5
Open the control valve (47) of the flow gauge (10) and adjust the water
flow to a suitable level for two turbochargers (= 66 l/min).
Caution!
Ensure that the system is not being flooded due to usage of excessive
water pressure.
6
Continue the cleaning for 5 – 10 seconds (do not exceed 10 sec‐
onds) and then close the flow control valve (47).
7
Shut the valves (16) and (11).
8
Disconnect the hose to ensure that no water can possibly enter the
compressor except during the cleaning periods.
9
After water cleaning the engine must run for at least 5 minutes at high
load.
10 Repeat the readings made before the water cleaning procedure. If
only a little improvement has taken place, the procedure may need to
be repeated.
The frequency of cleaning is determined through a combination of
loading, the quality of the fuel, and the effectiveness of cleaning. The
operator, in accordance with the rate with which performance deteri‐
orates from nozzle fouling, should determine this.
Performance parameter records that have been documented after a
complete mechanical cleaning should always be used as reference,
in order to gauge the effectiveness of the cleaning regime, and help
to determine the point at which a mechanical cleaning becomes nec‐
essary, if applicable.
Note!
See also the turbocharger instruction manual in “Technical docu‐
ments”.
15.4.2. Low load compressor wash
V2
If turbocharger surging has occurred during water washing of the
compressor side, an alternative compressor wash at low load can be
implemented.
Low load compressor wash is performed at the same load and with
the same interval as turbine wash. Max. interval is however 100
hours. If the turbine wash interval is more than 100 hours it is advis‐
able to divide it by 2 for determining the compressor wash interval.
15 - 7
Turbocharging and Air Cooling
1
After the turbine wash and during the holding time before loading the
engine the low load compressor wash can be executed by injecting
water with an injection time of 40 seconds.
2
If the compressor wash is performed without adjacent turbine wash
the holding time before washing can be reduced to 2 minutes.
Note!
See also the turbocharger instruction manual in “Attachments”.
15.5.
Allowable operation with damaged
turbocharger
V3
In case of a serious breakdown of the turbocharger, a blanking device
(the preferred option) or a rotor locking device can be fitted according
to the instructions in the turbocharger manual. The WÄRTSILÄ en‐
gines can in an emergency situation like this operate temporarily at
20% output. The thermal overload is a limiting factor on the diesel
engine, therefore the exhaust gas temperatures must be carefully
watched during operation.
The exhaust gas temperature after the cylinder must not exceed
500°C. See chapter 08 (Operating troubles).
Note!
Both turbochargers of a V-engine must be locked or blanked if one of
them fails.
15.6.
Charge air cooler
V8
The engine is equipped with a charge air intercooler to cool down the
compressed and heated air after the turbocharger. The insert type
charge air coolers are mounted in a welded housing (4). The housing
is mounted to the engine block with screws.
As a standard a 2-stage charge air cooler is used where the charge
air temperature is kept on the right level by regulating the HT- and LTor merely the LT-cooling water flow through the central cooler.
15 - 8
Turbocharging and Air Cooling
Charge air cooler
4
3
1
2
5
1.HT water out,2.LT water out,3.Charge air cooler,4.Welded housing, 5. LT wa‐
ter in
Fig 15-4
V1
15 - 9
Turbocharging and Air Cooling
15.6.1. Maintenance of the charge air cooler
V9
1
The air cooler is provided with water mist catcher.
2
Condensate from the air is drained through a drain pipe under the
cooler housing after the inserts.
Water mist catcher
4
2
1
5
3
1. Air flow, 2.Water mist catcher, 3.Drain pipe, 4.Tightening screws, 5.Throttle
orifice
Fig 15-5
V1
Note!
Ensure that the throttle orifice is not clogged.
Note!
If water keeps on dripping or flowing from the draining hole for a longer
period (unless running all the time in conditions with very high hu‐
midity) the cooler insert may be leaking and must be dismantled and
pressure tested.
15 - 10
Turbocharging and Air Cooling
3
At longer stops, the cooler should be either completely filled or com‐
pletely empty, as a half-filled cooler increases the risk of corrosion. If
there is a risk of the water level in the system decreasing when the
engine is stopped, drain the cooler completely.
4
Clean and pressure test the cooler at intervals according to chapter
04 (Maintenance Schedule), or if the air temperature in the charge air
receiver cannot be held within stipulated values at full load
5
Always check for corrosion when cleaning. The charge air intercooler
is to be cleaned, if the pressure drop over the cooler on the air side
exceeds 1.5 times that of a new condition or if the water temperature
on the LT-side or HT-side increases from normal.
15.6.2. Pressure drop measurement over charge air
cooler
V2
Air cooler fouling can be determined on the air side by measuring the
air pressure drop over the air cooler, and on the water side by meas‐
uring the cooling water temperature difference over the air cooler.
Measuring the pressure drop by using a differential pressure gauge
(848051) can be done by connecting the gauge to measuring points
shown in Fig 15-6. Follow the instructions of the gauge.
Pressure drop measurement
V–engine
In-line engine
Fig 15-6
V1
The cooler has to be cleaned if the air pressure drop over the cooler
exceeds the pressure drop of a clean cooler by 50% or more.
Example: If the air pressure drop over a new cooler is 400 mmWG,
cleaning is needed when the pressure drop exceeds 600 mmWG.
15 - 11
Turbocharging and Air Cooling
15.6.3. Removing the charge air cooler
V3
Before removing the charge air cooler, the water must be drained from
the charge air cooler and pipes. If there is a drain tank, the engine
and the coolers can be drained for maintenance so that the water and
cooling water treatment can be collected and reused
Most of the cooling water in the engine can be recovered from the HTcircuit, whereas the amount of water in the LT-circuit of the engine is
small.
Note!
Wear protective clothing (protective suit, gloves, protective shoes, ear
protection, protective glasses).
15 - 12
1
Drain water from the air cooler LT and HT side. Make sure that the
venting hole (13) is open.
2
Remove the air cooler protecting cover.
3
Remove the HT and LT cooling water pipes from the cooler (14) and
(15).
Turbocharging and Air Cooling
4
Remove the protecting covers and hatches (19) and (24).
Removing the charge air cooler
14
13
25
21
17
18
19
24
15
13.Venting hole, 14.HT water pipe, 15. LT water pipe, 17, 18Air cooler fastening
screws, 19.Protecting cover, 21.Air cooler protecting cover, 22.Threaded holes,
24.Hatch, 25. M16 holes,
Fig 15-7
V1
5
Fasten lifting cables to the lifting yoke (23) of the cooler housing.
6
Open all the air cooler fastening screws (17) and (18). Note that part
of the screws are inside the air inlet box and air duct after the water
mist catcher.
15 - 13
Turbocharging and Air Cooling
7
Loosen the air cooler horizontally using M16 screws and threaded
holes (22) made especially for this purpose. To help the loosening
there are also two M16 holes (25) in the air inlet box.
Charge air cooler lifting yoke
23
26
22
27
22
26
27
22
26
26
22
22. Threaded hole, 23. Lifting yoke, 26. Hole, 27. Screw
Fig 15-8
15 - 14
V1
Turbocharging and Air Cooling
8
Pull out the charge air cooler 100 mm before lifting it out.
Lifting the charge air cooler
Fig 15-9
V1
15.6.3.1. Cleaning the charge air cooler
V1
Cleaning the air side
● Remove the water separator insert by opening the screws (27).
● Clean the air side according to cooler manufacturer’s instructions.
15 - 15
Turbocharging and Air Cooling
Charge air cooler covers
30
32
34
33
31
30. Reversing cover, 31. End cover, 32. Gasket, 33. Gasket, 34. Side panel
Fig 15-10
V1
Cleaning the water side
Regular cleaning is necessary. The cleaning intervals depend on the
cooling water used. Cleaning of the water side is not only required to
maintain the thermal performance of the cooler, but also to prevent
scaling and corrosion. Scaling increases the risk of pitting corrosion
and obstacles partly blocking the tubes lead to erosion.
● Remove the cover (30), (31) and side panel (34) from one side
only to make the water side accessible.
● Push the middle bar towards the tube bundle fins according Fig
15-11 in order to remove the screws.
● Clean the water side.
Note!
To avoid internal air by passes in the charge air cooler, it is important
that in every main overhaul the cooler side panels are removed and
the sealing compound between the side panel and the cooling bundle
is replaced. Cooler is also easier to clean when a side panel is off
however be careful when handling the cooler with a side panel re‐
moved.
15 - 16
Turbocharging and Air Cooling
Pushing the middle side bar
Fig 15-11
V1
Note!
Use of a high pressure water cleaning device may cause damage to
the fins, which will result in an increased pressure drop over the cool‐
er.
Note!
Wear protective clothing (protective suit, gloves, protective shoes, ear
protection, protective glasses).
Mechanical cleaning
Mechanical cleaning is done by use of nylon brushes fitted to a rod.
The length of the rod corresponds to the tube length of the cooler in
question and the type of brush is chosen in accordance to the finned
tube type. Mechanical cleaning can be done on site or with the cooler
removed. Check the gaskets (32) and (33) and replace if necessary.
Hydraulic cleaning
Hydraulic cleaning is carried out with the cooler removed using a high
pressure spray gun to remove dirt deposits inside the tubes. It is rec‐
ommended that the size of the spray gun nozzle is 3 mm.
15 - 17
Turbocharging and Air Cooling
Chemical cleaning
Chemical cleaning is recommended, when the cooler is removed. The
tube bundle is immersed into a chemical cleaning bath. Time of im‐
mersion is a function of the degree of fouling. When the cleaning is
complete, the cooler is to be flushed by applying a powerful water jet.
If the result is still not satisfying, cleaning should be repeated.
● Add the sealing compound Loctite 5339 or similar to the four
locations shown in Fig 15-12.
● Install the side panel, by pushing down the middle bar towards the
tube bundle in order to install the screws. Use Loctite 243 in
threads.
Sealing of the charge air cooler
Fig 15-12
15 - 18
V1
Turbocharging and Air Cooling
15.6.3.2. Mounting the charge air cooler
V2
Inline engines have two different types of air duct in use (A) and (B).
Type A is sealed against the receiver flange with sealing compound.
Type B air duct is sealed against the receiver flange with O—ring (6).
Renew O-ring always when assembling type B air duct.
1
Reassemble the cooler and water mist catcher insert. Clean the seal‐
ing surfaces of the cooler, air inlet box and air duct after cooler.
2
Spread Wacker Elastosil RTV–1 E 14 sealing compound on the seal‐
ing surfaces.
Air duct and sealing surfaces
A
1
3
2
1
5
1
4
1
B
3
4
2
6
1. Sealing surfaces, 2. Air duct fixing screws, 3. WMC housing fixing screws, 4.
Air duct, 5. CAC fixing screws, 6. O-ring
Fig 15-13
V2
15 - 19
Turbocharging and Air Cooling
3
Fix the air duct
● If type A air duct
a ) Fix the air duct using screws (2). Tighten lightly.
● If type B air duct
a ) Mount bush in every other hole. Tighten lightly against engine
block. Use thread sealant Loctite 577 on threads and bushes.
b ) Tighten screws to a torque of 150 Nm.
c ) Assemble rest of the bushes and tighten them to a torque of
50Nm.
d ) Tighten rest of the screws to a torque of 150 Nm.
4
Lift the cooler together with the water mist catcher back to its place.
Adjust with M16 screws using holes (26).
5
Tighten screws between WMC housing and air duct (3).
6
If type A Air duct is used. Tighten screws between air duct and engine
block (2).
7
Tighten screws between CAC and turbocharger support (5).
8
Fit the hatches and protecting covers (19) and (24).
9
Connect the HT and LT cooling water pipes (14) and (15).
10 Fill the system with water, check for possible leaks.
11 Reassemble the protecting cover (21).
15 - 20
Turbocharging and Air Cooling
15.6.4. Cleaning cooler inserts
V2
1
Drain water from the air cooler LT and HT side by opening the drain
connections (12) and vent connections (13). (See Fig 15-14)
2
Remove the HT and LT cooling water pipes (14 and 15)1 from the
cooler.
HT and LT cooling water connections
13
14
15
12
14.HT cooling pipe connections, 15.LT cooling pipe connections, 12.Drain con‐
nections, 13.Venting connections
Fig 15-14
V1
3
Fit the tool (846053) and tighten the connection screws. (See Fig
15-15)
4
Open the supporting screws (29) and (28).
5
Open all the air cooler fastening screws (27).
15 - 21
Turbocharging and Air Cooling
6
Pull out the air cooler horizontally (by using a block and a tackle).
When the cooler is outside from the cooler housing it can be removed
by truck or by crane using the lifting yokes of the cooler.
7
Clean the air side according to the cooler manufacturer’s instructions
Charge air cooler
VIEW B
A
28
B
27
44
846053
29
A.Lifting yoke27.Air cooler fastening screw28.Supporting screw29.Supporting
screw, 44.Sealing plug,846053.Mounting tool for air cooler
Note!
Use of a high pressure water cleaning device may cause damage to the fins,
which will result in an increased pressure drop over the cooler.
Fig 15-15
8
15 - 22
V1
Remove the flow return header (30) and the inlet/outlet header (31)
to make the water side accessible. (See Fig 15-16)
Turbocharging and Air Cooling
9
Clean the water side. Regular cleaning is necessary. The cleaning
intervals depend on the cooling water used. Cleaning of the water
side is not only required to maintain the thermal performance of the
cooler, but also to prevent scaling and corrosion. Scaling increases
the risk of pitting corrosion and obstacles partly blocking the tubes
lead to erosion.
Mechanical cleaning
Mechanical cleaning is done by use of nylon brushes fitted to a rod.
The length of the rod corresponds to the tube length of the cooler in
question and the type of the brushes is chosen in accordance to the
finned tube type. Mechanical cleaning can be done on site or with the
cooler removed. Check the gaskets (32) and (33) and replace if nec‐
essary.
Hydraulic cleaning
Hydraulic cleaning is carried out with the cooler removed using a high
pressure spray gun to remove dirt deposits inside the tubes. It is rec‐
ommended that the size of the spray gun nozzle is 3 mm.
Chemical cleaning
Chemical cleaning is recommended, when the cooler is removed. The
tube bundle is immersed into a chemical cleaning bath. Time of im‐
mersion is a function of the degree of fouling. When the cleaning is
complete, the cooler is to be flushed by applying a powerful water jet.
If the result is still not satisfying, cleaning should be repeated.
15 - 23
Turbocharging and Air Cooling
Covers, charge air cooler
30
32
33
31
30. Flow return header31. Inlet/Outlet header32.Gasket33.Gasket
Fig 15-16
V1
10 Reassemble the cooler insert and lift it on the tool (846053) (spread
plenty of vaseline on the tool, where the cooler will be seated).
11 Pull the cooler into the welded housing (by using a block and a tackle),
be careful not to damage the sealing plates (44). (See Fig 15-15)
12 Fit and tighten the air cooler fastening screws (27).
13 Tighten the supporting screws (28) lightly against the air cooler and
lock with Loctite or locking nuts. (Use the same method as was used
before opening).
14 Tighten the supporting screws (29) to a torque of 20 Nm and lock with
Loctite or locking nuts. (Use the same method as was used before
opening).
15 Remove the tool (846053). Connect the HT and LT cooling water
pipes (14) and (15).
When filling the system with water, check for possible leaks.
15 - 24
Exhaust Gas Wastegate
15M. Exhaust Gas Wastegate
V4
A reliable and safe performance of the engine requires a correct airfuel ratio during all kind of site conditions. If the air-gas mixture be‐
comes too lean, misfire will occur and if the air-gas mixture becomes
too rich, knocking will occur.
To maintain a correct air-fuel ratio, the engine is equipped with an
exhaust gas wastegate valve that keeps the air pressure in the reci‐
ever at an optimal level all over the power output range. The exhaust
gas wastegate valve is by-passing the exhaust gases past the turbo‐
charger. The wastegate valve is working as a regulator and adjusts
the air-fuel ratio to the correct value regardless of varying site condi‐
tions (ambient temperature, humidity, etc).
The exhaust gas wastegate system is built on the engine and consists
of an actuator connected to the butterfly valve which controls the ex‐
haust by-pass flow via pipes and to the distance piece as much as
required to get the correct air-fuel ratio according to the preprogram‐
med values.
15M - 1
Exhaust Gas Wastegate
Exhaust Gas Wastegate System
2
1
6
4
3
5
1. Bellows 2. Exhaust pipe 3. Exhaust pipe 4. Butterfly
valve 5. Actuator 6. Exhaust pipe
15M.1.
Fig 15M-1
V1
Function of the exhaust gas wastegate
V4
The wastegate control system gets compressed air from the instru‐
ment air system. The pressure is approx. 6 - 7 bar. The instrument air
needs to be clean, dry and oil free to secure troublefree function of
the components. See also chapter 21.
The wastegate system works as follows:
15M - 2
Exhaust Gas Wastegate
When the engine is running, instrument air is supplied to the I/P con‐
verter (8) and to the positioner (9) in the actuator unit (1).
The I/P converter maintains a 0.2 - 1.0 bar control air pressure to the
positioner according to the incoming 4 - 20mA control signal from the
control system. The 4 - 20mA current is based on the load dependent
charge air pressure, measured with the analogue pressure sensor
PT601.
The positioner pilot valve (11), see Fig 15M-3, maintains the actuator
(1) with air pressure according to the control air pressure from the I/
P converter.
The engine control system (WECS) is monitoring the air pressure in
the receiver. If the pressure is lower than the set-point, the engine
control system will close the wastegate gradually, until the correct
value is reached.
The control logic is carried out in the engine control system and no
external regulators are required
Wastegate control system
24
1
BA
9
SUPPLY
SIGNAL
1
8
8
6
311
1.Actuator,6.Valve,8.I/P converter,9.Positioner,24.Power cylinder.
Fig 15M-2
15M.2.
V1
Maintenance of the exhaust gas wastegate
15M.2.1. Checking the wear of the wastegate system
V1
The systems requires a regular check of the wear and the function.
15M - 3
Exhaust Gas Wastegate
1
Check for wear of the key connection between the actuator and the
positioner.
2
Check for possible wear inside actuator by moving the shaft.
15M.2.2. Changing the positioner pilot valve
V1
The pilot valve (11) in the positioner should be replaced with a new
one according to chapter 04 or in case of malfunction.
1
Remove the cover of the positioner and the pilot valve screws (12),
see Fig 15M-3.
2
Pay attention to the pilot valve stem and the lever (13), remove the
pilot valve carefully.
3
Replace the pilot valve (11) with a new one and re-assemble the po‐
sitioner in the opposite order.
4
Adjust the wastegate positioner, see section 15M.3.
5
Calibrate the wastegate I/P converter, see section 15M.4.
6
Check the function of the valve by following the positioners movement
when the engine is re-started and runs on load.
Wastegate positioner
A
B
13
11
16
15
C
18
14
12
17
19
11.Positioner pilot valve,12.Screw,13.Lever,14.Cam,15.Screw,16.Screw,
17.Adjusting screw,18.Adjusting screw,19.Ball bearing
A.Control air from I/P converter 0.2 - 1.0 bar,B.Control air 6 - 8 bar,C.Connec‐
tions to and from the actuator
Fig 15M-3
15M - 4
V1
Exhaust Gas Wastegate
15M.3.
Adjusting the wastegate positioner
V1
Remove the cover and the yellow indicator. Make sure the cam (14),
see Fig 15M-5, is in zero position when the actuator is closed (Sposition), see Fig 15M-4.
1
To adjust the zero position of the cam disc, loosen the screws (15)
and (16) about 1 turn, see Fig 15M-3. The cam disc will now go to
zero position.
2
Tighten the screws (15) and (16).
3
Calibrate the wastegate I/P converter, see section 15M.4.
15M - 5
Exhaust Gas Wastegate
4
Mount the yellow indicator and the cover. Indicator reading on the
cover should be the same as on the cam scale (14).
Actuator position
A
B
A:Open,B.Shut
Fig 15M-4
V1
Cam position
0
A
15
30
45
60
75
90
A.Zero position.
15M.4.
Fig 15M-5
V1
Calibration of the wastegate I/P converter
V1
Before starting calibration of the wastegate I/P converter (two different
types are used Fig 15M-6 or Fig 15M-7), the wastegate positioner
must first be adjusted. See section 15M.3.
15M - 6
Exhaust Gas Wastegate
The calibration can be done in the following ways:
● Using the software service tool WECSplorer (only for WECS
8000). Contact nearest network office for more information and
instructions.
● Using a mA calibrator.
15M.4.1. Calibrating manually with mA calibrator
(WECS 8000)
V1
For the calibration a 4-20 mA current calibrator is needed. Wärtsilä
spare part no. 800 119 and 800 120.
1
The engine must be stopped.
2
Ensure that the instrument air is open during the whole calibration
procedure.
3
Connect the mA calibrator to the I/P converter. See Fig 15M-6 or Fig
15M-7.
4
Set the mA to equal 30 degrees on the cam (14). See table 1 below.
5
Adjust the zero adjustment screw (23) on the I/P converter (marked
with Z on the converter) so that wastegate has 30 degrees on the cam
(14).
6
Set the mA to equal 60 degrees on the cam (14). See table 1 below.
7
Adjust the range adjustment screw (22) (marked with R or S on the
converter) until the wastegate has 60 degrees on the cam (14).
8
Repeat steps 4-7 above until it shows correct values.
9
Check the whole range according to the table 1. If 4mA does not equal
0 degrees, adjust with the zero adjustment screw (23).
Table 15M-1 Table 1.
Degrees [°]
Current (mA)
0
4,0
15
6,4
30
8,8
45
11,2
60
13,6
75
16,0
90
18,4
15M - 7
Exhaust Gas Wastegate
Wastegate I/P converter
22
R
23
Z
IN
OUT
22.Range adjustment screw,23.Zero adjustment screw.
Fig 15M-6
V1
Wastegate I/P converter
mA -
mA +
3
-
2
+
1
Z
S
22
23
OUT
IN
22.Range adjustment screw,23.Zero adjustment screw.
Fig 15M-7
15M - 8
V1
Injection system
16. Injection system
V1
This chapter deals with the high pressure side of the fuel system in‐
cluding injection pump, high pressure pipe, injection valve as well as
the pilot fuel system.
The injection pumps are one-cylinder pumps with built-in roller tap‐
pets. The element is of mono type. The drain fuel is led to a pipe
system with atmospheric pressure outside the pump, or back to the
low pressure circuit of the injection pump. Each injection pump is
equipped with an emergency stop cylinder, which is coupled to an
electro-pneumatic overspeed protecting system.
The injection line from the injection pump consists of an injection pipe
and a connection piece attached sideways into the nozzle holder at
a conical inlet port.
The pilot fuel system is a common rail system fed by a pump directly
driven by the pump gear at the driving end of the crankshaft. A con‐
nection piece is mounted to each cylinder head connecting the one
per cylinder rail pipes. From the connection piece the fuel is fed
through a connection pipe to the injection valve.
The injection valve is a two-needle type combined pilot and main die‐
sel fuel injection valve, where the pilot injection is electronically con‐
trolled. The nozzle holder consists of a top body and a lower body,
which contain the rods, springs, control valve and solenoid.
16.1.
Overview of injection system
V2
The Wärtsilä50DF is a pilot fuel ignited lean-burn gas engine that can
be run on natural gas, light fuel oil (LFO) and heavy fuel oil (HFO).
The engine can switch over from gas to LFO/HFO) and vice versa
during engine operation.
There are two operating modes, gas mode and diesel mode.
In gas mode low pressure gas is mixed with the combustion air in the
air inlet channel in the cylinder head, the mixture is compressed in the
cylinder during compression stroke and ignition is initiated with a small
amount of pilot fuel injected into the combustion chamber.
In diesel mode there is no gas mixed with the air. Main diesel fuel is
injected at the end of compression stroke with small amount of pilot
fuel to cool the twin nozzle and prevent orifices to clog.
16 - 1
Injection system
16.2.
Fuel injection pump
V2
Fuel injection pump connections
1
7
3,9
12
2
13
6
4
5
8
11
10
14
15
1.Main injection pipe 2. Pilot fuel inlet 3.Screw 4.Leak fuel connection
5.Lubricating oil pipe 6.Air connection 7. Drain from main injector 8.Nut 9.Oring 10.O-ring 11. Pilot fuel return 12.Fuel in 13.Fuel out 14.Leak from injection
pipe 15.Leak from injection pump.
Fig 16-1
V3
16.2.1. Maintenance of fuel injection pump
V1
Fuel injection pumps are inspected according to the maintenance
schedule in chapter 04., but always when working with the camshaft
or gears it is important to check the fuel injection pump adjustments
of the affected cylinders.
Note!
The fuel injection pump erosion plugs must be secured with a locking
wire and no copper seal rings are allowed!
16.2.1.1. Lubricating fuel injection pump control rack
Use normal grease gun filled with engine lubricating oil.
16 - 2
V1
Injection system
1
Open the plug (54) from the left side of the pump. (See Fig 16-5).
2
Press oil in through the nipple (55) on the right until first drops appear
on the left side.
3
Remove the grease gun and close the left side plug.
16.2.2. Removing of fuel injection pump
V2
If HFO has been used, it is recommended that the engine runs 5 min
with light fuel before it is stopped for overhaul of the fuel injection
pump.
1
Shut off fuel supply to the engine and stop the prelubricating pump.
2
If possible use air to blow the fuel out from low pressure system. See
section 17.6.
3
Remove the main injection pipe (1) and leak fuel connections. (See
Fig 16-1).
4
Open the fuel feed connection by removing the screws (3).
5
Open the leak fuel connections (4) from the pump chamber; loosen
the lubrication pipe (5) and the air connection (6) to the emergency
stop cylinder.
Note!
Immediately cover all openings with tape or plugs to prevent dirt from
entering the system.
6
Open the fuel rack connection by removing the screw (7), see Fig
16-2.
7
Turn the crankshaft so that the injection pump tappet is in the bottom
position, the roller resting on the base circle of the cam.
8
Open the nuts (8) and lift off the injection pump by using the lifting
tools (831007 and 831001).
Note!
Be careful not to damage the O-rings (9) on the fuel feed connection
while lifting the pump.
16 - 3
Injection system
9
Cover the bore in the tappet.
Lifting tools
831001
831004
831007
9
831007
3
A
11
8
7
B
A. L-engine. B. V-engine.
3. Screw, 7. Screw, 8. Nut, 9. O-ring, 11. Nut.
831001. Lifting tool, 831004. Lifting tool, 831007. Lifting tool.
Fig 16-2
V2
16.2.3. Mounting of fuel injection pump
V2
Note!
If the pump has been replaced with a new pump check distance X ,see
section 16.2.7.
16 - 4
Injection system
1
Clean the pump of protection oil; check free movement of the control
rack (28), see Fig 16-6.
2
Clean the surfaces of the pump. Also clean the plane and the bore of
the tappet.
3
Check the O-ring (10) of the insert part and lubricate with vaseline or
engine oil. Check that the fuel cam is not in the lifting position.
4
Fit the pump to it's position by using the lifting tools (831001 and
831007). Be careful not to damage the Orings on the fuel supply con‐
nection while lowering the pump. Tighten the nuts (8) to stated torque.
(See chapter 07)
5
Remove the protecting tapes and plugs. Fasten the fuel supply con‐
nection with screws (3) and fit the injection, leak fuel, control air and
lubricating oil pipes. Fasten the injection pipe to stated torque.
6
Fit the fuel rack connection and fasten the screw (7).
Note!
Always replace the self locking nut (11).
7
Rotate the control shaft and check that all pumps follow the shaft
movement. Check the fuel rack positions of all pumps, see chapter
22.
8
Open the fuel supply to the engine and circulate the fuel for some time
to vent the system; see section 17.7.2. Turn simultaneously the
crankshaft with turning gear.
Note!
Never use copper seal rings on the injection pumps. A deformed seal
ring may cause hazardous fuel spray and/or fire.
16.2.4. Dismantling of fuel injection pump
V1
Before dismantling, the outside of the pump must be cleaned care‐
fully.
16 - 5
Injection system
1
The use of a special rotating device (862023) is recommended where
the pump can be put in different positions depending on the work, see
Fig 16-3
Rotating device
862023
862023.Rotating device
Fig 16-3
16 - 6
V2
Injection system
2
Open the bottom cover screws (12) and remove the flange (13). (See
Fig 16-5).
3
Secure the push spindle assembly by using a tool (836040) as shown
in Fig 16-4. and push the assembly slightly to be able to remove the
retainer ring (14) with pliers (800001). (This can be done hydraulically
if using assembling trestle 862023.)
Removing device for fuel pump
836040
836040.Removing device
Fig 16-4
V2
Note!
The tappet is spring loaded; Be careful when loosening the tool.
4
The push spindle assembly (15, 16) and the element plunger (17) can
be taken out now.
Note!
Be careful when handling the plunger and taking it out from the push
spindle assembly. Plungers, elements and pump valves are matched
and they must be kept together during overhaul.
5
Remove the springs (18) and (56), spring disc (42) and the control
sleeve (19). Spring (56) not used in all injection pumps.
6
Turn the pump to the vertical position.
16 - 7
Injection system
7
Open the screws (20) crosswise in steps of 30° and also screws (21).
Remove the cover (22) carefully with its valves.
8
Remove the main delivery valve (23) and the constant pressure valve
(25) with springs.
Injection pump
D
D
21
23
B
20
22
25
B-B
A-A
35
A
26
46
46
27
36
54
38
28
C
A
B
C
C -C
34
19
42
19
17
47
34
56
16
14
18
55
26
17
12
44
43
15
45
13
28
12. Screw, 13. Flange, 14. Retainer ring, 15. Push spindle, 16. Spring holder, 17.
Plunger, 18. Spring, 19. Control sleeve, 20. Screw, 21. Screw, 22. Pump cover,
23. Main delivery valve, 25. Constant pressure valve, 26. Element cylinder, 27.
Plug, 28. Control rack, 34. Grub screw, 35. Seal ring, 36. Seal ring, 38. Seal
ring, 42. Spring disc, 43. Seal, 44. Screw, 45. Cover, 46. Erosion plug, 47. Seal,
54. Plug, 55. Nipple, 56. Spring.
Fig 16-5
16 - 8
V2
Injection system
9
Take out the element cylinder (26) by tapping the bottom of the ele‐
ment with a soft tool. If O-rings are seated tightly you can use air for
assistance by opening the plug (27) at the pump chamber and blowing
air in. Air will create a lifting force on the element. The element cylinder
can be removed now by using the screws (21) for lifting.
10 To remove the control rack (28) open the pneumatic cylinder fastening
screws (29) and remove the cylinder (30) with piston (32) and sliding
O-ring (50). (See Fig 16-6). Loosen the grub screw (34) and pull out
the control rack.
Control rack
28
34
29
30
Pull
out
32
50
28.Control rack 29.Screw 30.Cylinder 32.Piston 34.Screw 50.O-ring.
Fig 16-6
V2
11 It is recommended to keep the components of different pumps apart
from each other or to mark the parts so that they can be fitted back
into the same pump. The parts must be protected against rust and
especially the running surface of the element plunger should not be
unnecessarily handled with bare fingers.
12 Wash the element plunger and the cylinder in clean fuel for inspection
and normally keep the plunger and cylinder always together, the
plunger being inserted in the cylinder.
16 - 9
Injection system
16.2.5. Assembling of fuel injection pump
V1
1
Wash the components in absolutely clean diesel oil and lubricate in‐
ternal parts with clean engine oil. When handling parts of the injection
equipment, keep hands absolutely clean and grease them with
grease or oil.
2
Renew the seal rings (35) of the pump cover, (36) and (38) on the
element cylinder and seal (47) on upper spring disc. (See Fig 16-5).
Lubricate the rings with lubricating oil.
3
Reinstall the main delivery valve (23) and constant pressure valve
(25) with springs into the cover (22).
4
Mount the element cylinder (26) and the cover (22) together using
screws (21). Note that the pins (39) are fitted properly. (Fig 16-7). Lift
the assembly (22, 26) into position in the pump housing.
Pump cover (seen from below)
25
23
39
23.Delivery valve 25.Constant pressure valve 39.Pin.
Fig 16-7
V2
Note!
Be careful with the valves in the pump cover. Some oil may be used
in the valves to keep them in position during assembly.
5
16 - 10
Tighten first screws (21) crosswise in three steps to stated torque and
then screws (20) in the same way, see chapter 07.
Injection system
6
Mount the control rack (28) and fasten the grub screw (34). (Fig
16-6). Fit the counter sleeve (48) and pressure plate (33) together
with screw (31) to position. Fit the piston (32) and put on the cover
(30) with screws (29).
7
Turn the pump upside down and fit the control sleeve (19). (Fig
16-5). Move the control rack to a position where two marks (A) can
be seen, see Fig 16-8. One of the control sleeve teeth is chamfered
(B) and this tooth must slide into the tooth space between the marks
on the rack, see Fig 16-9).
Note!
Incorrectly mounting of control sleeve assembly may cause the en‐
gine to overspeed.
Control sleeve assembly
B
A
D
Fig 16-8
C
V1
8
Reinstall the spring disc (42) and spring (18), see Fig 16-5.
9
Assemble the element plunger and push spindle assembly (15,16)
and lift carefully into position.
16 - 11
Injection system
10 Note the mark on one of the plunger vanes (C), see Fig 16-8. The
marked plunger vane must slide into the marked groove on the control
rack side of the control sleeve (D). It corresponds to the marks on the
control rack (A) and the chamfered tooth (B) of the control sleeve.
Control sleeve teeth
A
C
B
A
D
D
Fig 16-9
V1
11 Press the push spindle down carefully by using a tool (836040), see
Fig 16-4. To make the plunger vanes slide into the grooves on control
sleeve you can gently move the control rack.
12 When the plunger is deep enough, install the retaining ring (14) with
pliers (800001). After removing the tool check that the control rack
can be easily moved.
16 - 12
Injection system
13 Before installing the flange (13) make sure that the shaft sealing (43)
is in good condition. If necessary replace the sealing by opening the
screws (44) and removing the cover (45), see Fig 16-10.
Mounting of pump flange
14
12
44
43
15
45
13
12. Screw, 13. Flange, 14. Retainer ring, 15. Push spindle, 43. Shaft sealing,
44. Screw,45. Cover.
Fig 16-10
V2
Note!
If the sealing starts to leak, fuel can enter the lubricating oil system
and possibly spoil it.
14 Install the flange (13) and tighten screws to stated torque, see chapter
07.
15 Check that the control rack can be easily moved.
16 Unless the pump is immediately mounted on the engine it must be
well oiled and protected by plastic cover or similar. The fuel ports and
injection line connections must always be protected by plugs or tape.
16.2.6. Checking the fuel injection pump adjustment
V1
The beginning of the effective pump stroke is determined by using a
pneumatic timing tool connected to one of the erosion plug holes and
sealing against the spill port cone.
Control of fuel pump timing is necessary if major components have
been changed, e.g. injection pump, pump element, pump tappet,
camshaft piece or some work has been done with gears; especially
to the intermediate gear.
16 - 13
Injection system
1
Shut off fuel supply to the engine.
2
If possible use air to blow the fuel out from low pressure system, see
section 17.6.
3
Remove one of the erosion plugs (46) from the pump, see Fig 16-5.
4
Mount the timing tool (862020) and connect the air supply as shown
in Fig 16-11.
Mounting of timing tool
B
A
a
5 - 7 bar
862020
C
862020. Timing tool, a. Air.
Fig 16-11
V2
5
Turn the crankshaft to a position 22 before TDC at ignition.
6
Set the fuel rack to 35 mm position.
7
Turn the crankshaft to the normal running direction of the engine and
read and record the full pressure from the pressure gauge (A), (Fig
16-11) when the plunger is closing the spill port (B) completely.
If the gauge doesn't work properly make sure that the throttle points
(C) of the timing tool (862020) are clear end open.
8
16 - 14
Turn the engine against the normal running direction until the pres‐
sure in pressure gauge (A) falls down to zero.
Injection system
9
Turn the crankshaft slowly to the normal running direction of the en‐
gine. Preferably by hand from the turning gear. Keep on turning until
the pressure in the pressure gauge starts to rise. Stop turning when
the pressure has increased to half of the measured full presure. Re‐
cord the pressure and the position of the flywheel. E.g. if full measured
pressure was 4 bar, the timing should be checked at 2 bar.
10 Compare the measured values to the correct values given in the "set‐
tings"-table of the test records. The deviation to those readings should
be max 0,5 crank angle. The deviation between the different cylinders
in one engine should not exceed 1,0 crank angle. If larger deviations
are noted the injection pump lifter must be adjusted, see section
16.2.7.
11 Mount the erosion plugs (46) (see tightening torque in chapter 07)
securing with a locking wire and switch on the fuel. Check for possible
leaks before starting the engine again.
Warning!
Never use copper seal rings on injection pumps. A deformed seal ring
may cause hazardous fuel spray and fire.
16.2.7. Adjusting fuel injection pump
V2
Pump timing can alter due to manufacturing tolerances in pumps,
cams and gears or when doing some modifications to the engine. To
get the best possible operation from the engine it is important that fuel
pump adjustment are done properly and in accordance with the set‐
ting table, (see test records).
16 - 15
Injection system
1
Remove the pump. (See section 16.2.2).
2
Fasten the pump base using suitable sleeves under the nuts (8), see
Fig 16-12.
Pump adjustment
8
8
0.1
X
29
49
8.Nut 49.Screw.
Fig 16-12
3
16 - 16
V2
Measure the distance (X) between the adjusting screw and the pump
base upper surface when cylinder is turned to a position where de‐
livery stroke should start. (See setting table in test records).
Injection system
4
Use Fig 16-13 to determine the correction needed for the adjusting
screw to achieve the right timing.
Adjusting of tappet position
A
+4
+3
+2
B
+10˚
+8˚
+6˚
+1
+4˚
+2˚
D
-2˚
-4˚
-6˚
-8˚
-10˚
-1
-2
-3
C
-4
A. Adjusting of tappet position (mm) B. Spring retainer contact against lock
ringC. Plunger contact against barrel D. Change of injection timing (deg.
BTDC)
Fig 16-13
V1
0.8 mm in tappet position corresponds to about 1 on flywheel scale.
Example: According to measurements the delivery stroke starts 15.5°
before TDC instead of 16.8° given on the setting table. The change
of injection timing has to be +1.3° and from Fig 16-13 you can read
that dimension X has to be 1,04 mm smaller, see Fig 16-12.
5
Open the locking screws(49) and adjust the distance X to the correct
position; lock the screws again to stated torque (see chapter 7.) be‐
fore the final checking of distance X. Note the correct positioning of
the securing plate (distance from the top of the tappet given in Fig
16-12).
6
Open the nuts (8) and remove the sleeves.
7
Fit the fuel pump according to section 16.2.3.
16 - 17
Injection system
8
Check again the timing, see section 16.2.6
Note!
Never use copper seal rings on the injection pumps. A deformed seal
ring may cause hazardous fuel spray and/or fire.
16.3.
Injection line
V2
The main fuel injection line consists of two parts, the connection piece
and the injection pipe from the injection pump. The spherical end of
the connection piece is pressed against the conical inlet port of the
nozzle holder by means of a flange. Always check the sealing surface
before mounting, and tighten the flange screws to correct torque. The
injection pipe is shielded with an annular pipe and equipped with a
drain pipe. It seals against the pump and the connection piece with
conical metallic surfaces.
The pilot fuel line consists of cylinder specific shielded pipes, con‐
nection pieces on the cylinder heads and connection pipes between
the connection piece and the injection valve. The rail pipes, delivered
complete with connection nuts assembled, seals with conical metallic
surfaces. The connection pipe have spherical metallic sealing surfa‐
ces pressed against cones in the connection piece and the injection
valve. Always check the sealing surfaces before mounting and always
tighten to correct torque.
Note!
Cleanliness is of utmost importance to obtain functionality and relia‐
bility of the injection system.
16.3.1. Main and Pilot fuel injection pipes
V1
The Main and Pilot fuel pipes have two grooves. Groove (1) is used
to indicate when the pipe is correctly mounted. Groove (2) is used to
indicate when the injection valve can be safely removed.
● When groove (1) is in level with cylinder head surface, the pipe is
correctly mounted.
● When groove (2) is in level with cylinder head surface, the injection
valve can be safely removed.
16 - 18
Injection system
Main and Pilot fuel pipes
A
B
Z
Y
X
1
2
A
1
2
B
A. Main fuel quill pipe B. Pilot fuel quill pipe 1,2. Groove
16.4.
Fig 16-14
V1
Pilot fuel pump unit
V1
The pilot fuel pump is an 8- or 4-cylinder radial piston pump directly
driven by the pump gear at the free end of the crankshaft. The builtin pressure regulating unit is electrically controlled by the engine con‐
trol system. On the feed line a valve group with a filter regulates the
inlet pressure to the pump. A safety valve is mounted on the high
pressure line.
16 - 19
Injection system
The pump shaft is equipped with two roller bearings. The pump ele‐
ments slide on ceramic slide rings, one ring per two elements. The
fuel oil functions as lubricating media. The pump is equipped with an
indication hole for shaft sealing leakage.
Note!
Do not run the pump without sufficient feed pressure nor with zero
consumption!
Pilot fuel pump
1
3
39
41
22
2
7
A
32
35
24
13
5
11
6
47
4
27
26
A
1.Connector 2.Valve stem 3.Flange screw 4.Flange screw 5.Pump element
6.Roller bearing 7.Roller bearing 11.Distance plate 13.Sliding ring 22.Distance
piece 24.Fixing screw 26.Feed check valve 27.Feed check valve 32.Throttle
valve 35.Spring 39.Shaft lubricating bush 41.Solenoid 47.Shaft sealing.
Fig 16-15
16 - 20
V1
Injection system
16.4.1. Maintenance of pilot fuel pump
V1
The pilot pump should be changed according to chapter 04
Before removing the pilot fuel pump, close the fuel feed shut-off valve.
16.4.1.1. Removing of pilot fuel pump
V1
1
Disconnect the electrical cable connector (1) to the pressure regulat‐
ing unit, unscrew the pipe connections for feed pipe (2), high pressure
pipe (3) and drain pipe (4), see Fig 16-16.
2
Make a wooden support under the pump.
3
Mount the lifting tool 836061 and 832008.
4
Fasten the lifting bracket 832008 to the pump.
5
Remove the screws (9) on the mounting plate (8) and carefully pull
out the pump from the engine block.
6
Remove the gear wheel (7) .
7
Remove the nuts (5) on the pump flange and remove the mounting
plate (8).
16 - 21
Injection system
8
Protect all connections with suitable plugs, clean plastic or similar.
Removing and mounting of the fuel feed pump
8
4
13
2
14
1
7
3
6
5
9
1.Plug socket,2.Supply connection,3.High pressure connection,4.Drain con‐
nection,5.Nut,6.O-ring,7.Gear wheel,8.Mounting plate,
13.Pipe union,14.Connecting piece
Fig 16-16
V1
16.4.1.2. Changing filter element
V1
If the maintenance only consists of changing the filter element, re‐
move the pipe connections for feed pipe (2).
1
Remove connection piece (14), see Fig 16-16.
2
Remove filter (12) and O-ring (11), see Fig 16-17.
Caution!
Ensure that no dirts gets into the pump during reconditioning.
16 - 22
3
Put the connection piece (14) into a bench vice and remove the pipe
union (13).
4
Put a new O-ring (11) on the connection piece (14).
5
Mount the new filter (12) into the connection piece (14).
Injection system
6
Apply thread with engine oil.
Caution!
Be careful when mounting the connection piece (14) not to damage
the filter (12).
7
Mount the connection piece (14) and filter (12) to the pilot pump.
8
Tighten the connection piece (14) to stated torque, see chapter 07
9
Mount the new pipe union (13) with a new O-ring (15), to the connec‐
tion piece (14).
10 Tighten the pipe union (13) to stated torque, see chapter 07
11 Remove the protecting cap from the pipe union (13). Pay attention to
correct positioning of the O-ring (16) when mounting the supply con‐
nection (2).
Filter element of the pilot fuel pump
12
11
14
15
13
16
11. O-ring,12.Filter,13.Pipe union,14.Connection piece,
15. O-ring, 16.O-ring.
Fig 16-17
V1
16.4.1.3. Mounting of pilot fuel pump
V1
1
Clean all sealing surfaces carefully and replace the O-ring (6) on the
pump flange. Make also a visual check on the gear wheel (7)
2
Mount the pilot pump to the mounting plate (8).
3
Tighten the nuts (5) crosswise to torque, see chapter 07.
4
Mount the gear wheel (7).
5
Mount the pilot pump assembly to the engine block.
6
Tighten the nuts (9) crosswise to torque, chapter 07.
7
Connect all pipes.
16 - 23
Injection system
8
Connect the cable to the regulating unit.
Note!
Before setting pump in operation, ensure that all fittings and connec‐
tions are tight, secured and sealed. Fill pump with filtered fuel before
engine start.
16.4.1.4. Removing of pilot pump gear wheel
V1
For removing and mounting the pilot pump gear wheel, the assembly
tool 860186 is required. See Fig 16-18.
Assembly tool for pilot pump gear wheel
1
2
3
4
5
1. Hydraulic pump, 2. Pipe, 3. Bush, 4. Screw, 5. Gear wheel.
Fig 16-18
16 - 24
V1
1
Mount the screw (4) to the camshaft.
2
Mount the hydraulic pump (1) including pipe (2) and bush (3) to the
screw.
3
Increase hydraulic pressure until the gear wheel (5) slips off.
4
Remove the assembly tool and the gear wheel.
Injection system
16.4.1.5. Mounting of pilot pump gear wheel
1
V1
Check that align mark A on the gear wheel and B on the hub are inline, see Fig 16-19.
Gear wheel align marks
A
B
Fig 16-19
V1
Note!
Marks have to be in-line during the complete assembly.
2
Mount the gear wheel on to the camshaft and push it by hand until it
stops.
Note!
Make sure that marks remain in upper position and the gear wheel
does not turn during mounting.
3
Mount the assembly tool (860186) to the camshaft, see Fig 16-18.
4
Tighten the assembly tool by hand. Don't use tools, otherwise the gear
wheel will rotate.
5
Press the gear wheel slightly to the camshaft by using hydraulic pump
(1) and by turning bush (3) by hand. A pressure of approx. 1000 bar
is required.
6
Press the gear wheel to the camshaft by using hydraulic pump and
bush until it stops. A pressure of approx. 3000 bar is required. Hold
the gear wheel by hand to prevent rotation.
7
Remove the assembly tool.
16 - 25
Injection system
8
Check that align marks are still in-line.
Note!
If the marks are not in-line after assembly, the gear wheel has to be
exchanged.
16.5.
Injection valve
V2
16.5.1. Maintenance of fuel injection valve
V1
Maintenance of the injection valve consists of replacing the nozzle
and inspection of internal parts.
1
Clean the nozzle and the nozzle nut with a wire brush. Pay attention
to the small gap between the nut and the nozzle. If necessary soak
the nozzle and nut.
2
Place the injector in the clamping tool (843187).
3
Open the nut with tool (806054).
Injector clamping tool
806054
843187
843187. Clamping tool 806054. Box slugging wrench
Fig 16-20
16 - 26
V1
Injection system
4
Release nozzle spring tension by opening counter nut (1) and open‐
ing the adjusting screw (2).
Note!
Make sure that the nozzle is not jammed in the nut. If the nozzle is
jammed in the nut and it is allowed to rotate it will damage the guiding
pins and other internal parts of the injector body.
Fuel injection valve parts
8
2
1
3
6
4
5
9
7
10
1. Counter nut 2. Adjusting screw 3. Spring 4. Spring holder 5. Push rod 6. Oring 7. Spring 8. Pilot solenoid cable 9. Nozzle nut 10. Nozzle
Fig 16-21
5
V1
Inspect the sealing surface of the injector body.
Note!
No lapping of the sealing surface is allowed. If the sealing surface is
found in bad conditions contact the engine manufacturer for regrind‐
ing.
16 - 27
Injection system
6
Open the nozzle holder by removing the counter nut (1) and adjusting
screw (2).
7
Remove the spring (3).
8
Remove the spring holder (4).
9
Remove the push rod (5).
10 Inspect the internal parts for wear and replace the O-ring (6).
11 Examine the condition of the spring (7).
Note!
No other part of the injector body should be opened.
12 Check the resistance of the pilot solenoid cable (8), it should be in
the range of 0,6 – 1.2Ώ. The resistance between any pin and the con‐
nector body should be infinity.
16.5.2. Removing of injection valve
16 - 28
V2
1
Remove the cylinder head cover and the hot box cover.
2
Remove the pilot fuel pipes to neighbor cylinders and protect the
ends.
3
Open the connection to the leak fuel pipe (39).
4
Remove the flange (40) for main fuel connection piece.
5
Pull out the connection piece (35).
6
Open the fastening screws (29) and remove the pilot fuel pipe (30).
7
Disconnect the cables from the injection valve connectors.
8
Remove the lubricating oil pipe (43).
Injection system
9
Remove the fastening screws (28) of the injection valve.
Fuel injection valve
40
36
43
35
39
32
41
41
31
28
35
38
36
30
29
28. Fastening screw 29. Fastening screw 30. Pilot fuel pipe 31. Leak alarm
pipe connection 32. Screw 35. Main fuel pipe 36. Sealing cone 38. Fixing thread
39. Leak fuel pipe 40. Tightening flange 41. O-ring 43. Lubricating oil pipe.
Fig 16-22
V2
16 - 29
Injection system
10 Open lock nut (6) of lead-through of injector and pull cable inside valve
cover see Fig 16-23
Lifting of injection valve
5
832009
4
3
1
2
6
1. Screw 2. Plate 3. Nut 4. Shaft 5. Nut 6. Lock nut 832009. Extractor tool for
injection valve
Fig 16-23
V1
11 Turn screws (1) to injector lifting threads.
12 Insert plate (2) and tighten nuts (3).
13 Tighten shaft (4) to plate (2) and attach extractor yoke pins.
14 Turn nut (5) with a key wrench until the injector can be lifted
Note!
The maximum tightening torque for nut (5) is 200Nm. If the injector
doesn't release with this torque use a copper hammer to end of shaft
(4)
15 Protect injector hole.
16 - 30
Injection system
16.5.3. Mounting of injection valve
V2
1
Check the bottom of the stainless sleeve in the cylinder head. Clean
if necessary. The injection valve seals directly to the bottom of the
sleeve.
2
Put new O-rings on the injection valve. Lubricate the O-rings with en‐
gine oil or grease. Fit the injection valve into the cylinder head bore
and tighten the valve fastening screw (28) to torque stated in chapter
07
3
Put a new O-ring on the liquid fuel connection piece. Mount the con‐
nection piece (35) and flange (40). Tighten screws (32) to torque sta‐
ted in chapter 07.
4
Put a new O-ring on the pilot fuel connection piece (30). Mount the
pipe. Tighten screws (29) to torque stated in chapter 07.
5
Mount the lubricating oil pipe (43) and pilot fuel rail pipes. Tighten
connection screws and nuts to torque stated in chapter 07.
6
Connect the cables to the injection valve connectors.
7
Check cooling oil flow.
8
Mount the covers.
16.5.4. Testing of injection valve
V2
The injection valve is a precision made valve with small borings and
moving parts with small clearances. Therefore cleanliness is of ut‐
most importance.
Adjust the main fuel needle opening pressure and check the valve
function in the test bench.
1
Insert the valve in the test bench and connect the high pressure sup‐
ply to the main diesel inlet port. Apply fuel pressure and adjust the
opening pressure to stated value, see section 06.2. Note the fuel
spray uniformity.
2
Check the needle seat tightness:
● Decrease the supply pressure to a value 20 bar below the opening
pressure
● Keep the pressure constant for 10 s and check that no fuel drops
appear at the nozzle tip. A slight dampness may be acceptable.
16 - 31
Injection system
16 - 32
3
If the tests according to step 1...2 give satisfactory results the injection
valve can be re-installed in the engine. Otherwise, replace the injec‐
tion valve by a new one.
4
If leakage occurs on the high pressure sealing surfaces the damaged
detail should be replaced by a new one.
5
If the injection valve is to be stored it should be treated with corrosion
protecting oil.
Fuel System
17. Fuel System
17.1.
Overview of the gas system
V1
Before the gas is supplied to the engine it passes a gas regulating
unit. The unit includes filter, pressure regulators, shut-off valves and
ventilating valves. The outlet gas pressure is controlled by the control
system (WECS) according to engine load and site ambient conditions.
As the gas regulating unit can vary from one installation to another,
this unit is not described in detail in this manual. See separate in‐
structions.
Gas fuel system
B
A
1
2
1.Gas regulating unit 2.Gas engine.
A:Gas supply B:Ventilation.
Fig 17-1
V1
On the engine the gas is supplied via a common pipe running along
the engine, continuing with individual feed pipes to each cylinder.
The gas admission is controlled with "Main Gas Admission Valves"
for the main charge. Valve is direct actuated solenoid valve and con‐
trolled by the control system (WECS).
Main gas pressure at the engine can be checked from the local display
unit. Alarms are set for low pressure difference between charge air
pressure and the gas pressures.
17 - 1
Fuel System
17.2.
Maintenance of the gas system
V1
When working with the fuel system, always observe utmost cleanli‐
ness. Pipes, gas valves, check valves, components in the gas regu‐
lating unit, etc. should be carefully cleaned before taken into use.
Warning!
Before doing any maintenance work, check that gas supply valves
are closed, vent valves are in open position and gas pressure is
drained out from the gas lines.
17.3.
Gas pipes
V1
An in-line engine has an own distributing pipe which feeds the gas
along the engine for the main gas admission valves.
On a V-engine both A- and B-bank has own distributing pipes.
The distributing pipes can be of single or double wall design.
At double wall pipes, the inner pipe is for gas feed and the outer for
air ventilation (gas leakage drain).
The gas venting valve at the end of the distributing pipe, is used to
release the gas from the distributing pipe when the engine is trans‐
ferred from gas operation mode to diesel operating mode. The valve
is pneumatically actuated and controlled by the engine control sys‐
tem.
The cylinder gas pipe connections and gas distributing gas pipes are
sealed by O-rings. The ventilation pipes are sealed by gaskets.
Caution!
Before beginning maintenance work, the fuel gas piping system has
to be de-pressurized and purged with inert gas.
The DF engine and the gas valve unit are equipped with purging con‐
necrions for inert gas (nitrogen).
Note!
Always renew the O-rings and the spiral gaskets if a pipe has been
removed.
When mounting of gas piping, check for cleanliness in pipes and
sealings surfaces and check O-rings in the pipe flanges. Always tight‐
en the screws to correct torque. Check for gas leakage with a leak
test, see section 17.3.1.
17 - 2
Fuel System
Gas pipe system with double walls
A:
726B 708B
CV
947B
311
CV911B
CV921B
CV931B
CV941B
CV951B
CV961B
CV911A
CV921A
CV931A
CV941A
CV951A
CV961A
SE
614B
B:
03
SE
614A
311
02
04
CV
947A
PT
901
01
726A 708A
Fig 17-2
108
V1
A:V-engine B:In-line engine.
01.Safety filter, 02.Gas admission valve,03.Cylinder,04.Venting
valve,108. Gas inlet,311.Compressed air, PT901.Gas pres‐
sure,SE614A.Knock sensor,SE614B.Knock sensor, 708A.Safety
ventilation,708B.Safety ventilation,726A.Air inlet to double wall gas
system, 726B.Air inlet to double wall gas system.
17.3.1. Testing the gas system for leaks
V2
Note!
Only individuals trained in the use of leak detection methods should
perform this leak test procedure.
Following the calibration and operation procedures for your gas de‐
tector, place the probe of the detector near possible leak points such
as connections, pipe flanges, valves, manifolds, pressure gauges of
the gas fuel system for at least two times the response time of the gas
detector.
If a leak is detected, immediately shut off the supply of gas at its
source and perform maintenance to stop the leak. Do not use a flam‐
mable gas until the system has been pressure leak tested with an inert
gas.
17 - 3
Fuel System
1
Connect compressed air pressure of 3 bar, to the inlet flange of the
gas system.
2
Check all connections with soap water or leakage spray, beginning
from the inlet flange and continue through the gas line. The last con‐
nection on the main gas line is connections between flexible hoses
and the main gas admission valves.
3
Growing bubbles on the connection indicates leakage.
Warning!
Release the air pressure in the system before disassembling.
17.4.
4
Disassemble the leaking connection, clean the sealing surfaces and
renew the O-rings. Replace worn parts.
5
Repeat the leak test for the repaired connection(s).
Main gas admission valve
V4
The main gas admission valve is controlling the amount of gas fed to
each cylinder of the engine. On a V-engine the valve is located on the
cylinder head and on a line engine the valve is between the gas mani‐
fold and cylinder air inlet pipe. The gas is fed into the inlet channel of
the cylinder head. The main gas valve is a direct actuated solenoid
valve. The design of the gas feed pipes varies between the V- and inline engines.
With the control system (WECS) it is possible to adjust the amount of
gas fed to individual cylinders, even when the engine is running. For
further information about engine control, see chapter 23.
17 - 4
Fuel System
Main gas admission valve, V-engine
A
B
2
14
2
16
14
8
8
9
9
2
3
15
23
17
3
12
10
11
2
10
11
1
25
1
18
19
24
18
20
5
25
21
21
A. Single wall pipe, B. Double wall pipe.
1. Gas admission valve, 2. O-ring, 3. Filter, 5. Connection piece, 8. Gas feed
pipe, 9. Screw, 10. Screw, 11. Cable, 12. O-ring, 13. O-ring, 14. Screw, 15.
Washer, 16. O-ring, 17. Sealing ring, 18. O-ring, 19. Cable gland, 20. Protecting
box, 21. O-ring, 22. O-ring, 23.O-ring 24.Plug, Sealing ring 25.Screw.
Fig 17-3
V1
17.4.1. Removing the gas admission valve
V1
1
Check that the gas supply valves are closed, gas ventilation valves
are in open position and gas pressure is drained out from the gas
lines.
2
Disconnect the cable (11), see Fig 17-3
3
Unscrew the fastening screws (14) and (9) of the flexible gas feed
pipe (8).
17 - 5
Fuel System
4
Remove the flexible gas feed pipe (8).
5
Remove the filter (3) with O-ring(s) (12) and for double wall gas pipe
system also the sealing ring (17).
6
Unscrew the fastening screws (10) of the gas admission valve (1).
7
Remove the gas admission valve (1).
8
Remove the connection piece (5), for single wall gas pipe system, or
the protecting box (20) for double gas pipe system.
9
Protect the bore in the cylinder head and the gas pipe end.
17.4.2. Changing the main gas valve filter insert
V2
On every main gas valve, at the connection to the flexible pipe, an
interchangeable gas filter (3) is located, see Fig 17-3.
Replace these filters with new ones according to the maintenance
schedule, see chapter 04.
1
Check that the gas supply valves are closed, gas ventilation valves
are in open position and gas pressure is drained out from the gas
lines.
2
Unscrew the flexible gas feed pipe fastening screws, see Fig 17-3.
and remove the pipe (8).
3
Replace the gas filter (3), and the O-rings (2 and 12) with new ones.
4
Reassemble the parts and tighten the screws to torque, see chapter
07.
17.4.3. Overhauling the gas admission valve
V1
The main gas admission valve requires no maintenance and should
preferably be overhauled by authorized personnel. Contact engine
manufacturers (local service network).
Remove the gas admission valve according to section 17.4.1.
17 - 6
1
Unscrew the screws (31) and remove the coil (24).
2
Press the lower spring seat (34) using an arbor press to compress the
lower springs (35).
3
Remove the retaining ring (23), see Fig 17-4.
4
Remove the lower spring seat (34) and the lower springs (35).
Fuel System
5
Carefully remove the valve assembly with a suitable tool.
Note!
Do not mix the valve parts with other valves parts.
Caution!
To ensure a trouble free function the valve parts must be kept totally
clean and well protected from oil and dust!
6
Remove the lower plate (30), ring (36) and the moving plate assembly
(28).
7
Loosen the screw (22) keeping the plate (32) in a shielded vice. Be
careful not to drop the springs (27).
Main gas admission valve
31
24
32
25
33
26
27
21
28
22
36
29
23
30
34
35
21. Upper plate,22. Screw23. Retaining ring,24. Coil, 25. O-ring,26. Valve
housing,27. Spring,28. Moving plate,29. O-ring,30. Lower plate,31. Screw,32.
Plate,33. Pin,34. Lower spring seat,35. Spring,36. Ring.
Fig 17-4
V1
8
Check the valve parts for wear and pay special attention to the sealing
surfaces on the moving plate (28) and the lower plate (30). Renew
the complete valve if the sealing surfaces are worn or damaged. Parts
21, 26, 32, 33 are a matched assembly. Must be replaced together.
9
Renew the screw (22). Apply one drop of Loctite 271. Mount and and
tighten to 20 Nm.
10 Reassemble the gas valve in the opposite order, with new O-rings
(25) and (29).
17 - 7
Fuel System
17.4.4. Testing the main gas valve coil integrity
1
V1
Measure coil integrity from one connector pin to the other. At room
temperature the coil integrity should be within the following ranges,
see table below.
Coil resistance (Low Voltage)
Type
Resistance
SOGAV 250/Flying Lead
1.1 - 1.3Ω
Because of the low resistance, make sure to compensate for the me‐
ter lead resistance. If outside this tolerance, the coil assembly should
be replaced.
Additional indication of a coil problem can be observed by comparing
the coil resistance of a suspect coil to one that is known to be good.
This is particularly helpful if the meter's accuracy at low resistance is
questionable.
2
Check for a ground fault. Measure the resistance from either pin to
the solenoid assembly housing. If a low resistance is measured, a
ground fault exists and the solenoid valve should be replaced. If a
high resistance is measured at first and the reading gradually increa‐
ses until the meter reading is infinite, the meter has been charging
the coils natural capacitance.
17.4.5. Mounting the gas admission valve (GAV)
17.4.5.1. Mounting the GAV in single wall pipe system
17 - 8
V1
1
Remove the protecting covers and check that the surface of the cyl‐
inder head is clean.
2
Renew O-rings (13) on the gas admission valve (1) and connection
piece (5), see Fig 17-3.
3
Mount the connection piece (5) and the gas valve (1). Tighten the
fastening screws (10) to correct torque acc. to chapter 07.
4
Renew O-rings (12) on the filter (3) and gas feed pipe (8).
5
Mount the filter (3) to the gas feed pipe (8) .
6
Renew O-ring (2) on the gas feed pipe (8).
Fuel System
7
Mount the gas feed pipe (8) and tighten all fastenings screws (9) and
(14) to stated torque, see chapter 07.
Note!
Be careful with the O-rings when mounting the gas feed pipe.
8
Connect the cable (11).
9
Perform a gas system leak test, see section 17.3.1
17.4.5.2. Mounting the GAV in double wall pipe system
V1
1
Remove the protecting covers and check that the surface of the cyl‐
inder head is clean.
2
Renew O-ring (18) on the gas admission valve (1) and the O-rings
(21) and (22) on the protecting box (20).
3
Mount the protecting box (20) and the gas valve (1). Tighten the fas‐
tening screws (10) to correct torque acc. to chapter 07.
4
Renew the O-ring (12) and the sealing ring (17) on the filter (3) and
gas feed pipe (8).
5
Mount the filter (3) to the gas feed pipe (8) .
6
Renew the O-rings (2) and (16) on the gas feed pipe (8).
7
Mount the gas feed pipe (8) and tighten all fastenings screws (9) and
(14) to stated torque, see chapter 07.
Note!
Be careful with the O-rings when mounting the gas feed pipe.
17.5.
8
Connect the cable (11).
9
Perform a gas system leak test, see section 17.3.1
Gas filter
V3
The gas filter is mounted on/outside the engine and consists of a filter
cartrige (14). The filter is drained at the bottom (15) and vented on the
top (16) of the filter (concerns only vertical filter type).
A horizontal filter type is mounted in some installations.
When the filter cartridge is removed for inspection or changed, the Oring (13) has to be renewed, see chapter 04 for intervals.
17 - 9
Fuel System
Gas filter
16
16
13
14
13
12
11
10
15
15
10.Nut 11.Screw 12.Gasket 13.O-ring 14.Filter cartridge 15.Drain 16.Venting.
17.6.
Fig 17-5
V1
Overview of the liquid fuel system
V2
As the fuel treatment system before the engine can vary widely from
one installation to another, this system is not described in detail in this
manual. See separate instructions.
In multi-engine installations the engine is equipped with an electrically
driven fuel feed pump and a duplex filter to provide correct flow, pres‐
sure and filtration irrespective of the number of engines connected to
a common external treatment system.
The internal fuel system consists of fuel injection pump, dual fuel in‐
jection valve and pilot fuel pump, see Fig 17-6. The engine is provided
with a pressure control valve for constant pressure control in the sys‐
tem.
Leak fuel from the nozzles, pilot pump and injection pumps is drained
to atmospheric pressure (clean leak fuel system). Clean leak fuel can
be pumped back to the day tanks without treatment. In some instal‐
lations the leak fuel from the nozzles is drained to the fuel oil outlet ,
see Fig 17-6.
17 - 10
Fuel System
Possible leak fuel from a broken injection pipe is drained to the clean
leak fuel oil system. An alarm switch for eccesive amounts of leakage
is mounted on this line, see Fig 17-6. Fuel spilled out in the hotbox,
at e.g. cylinder head overhaul, is drained to the sludge tank. This
system is also optionally equipped with a similar alarm device.
The pilot pump and high pressure system, with injection pump and
injection valve, are described in chapter 16
17 - 11
Fuel System
Fuel system
1
PT
6
18
17
3
LS
2
TE
5
p
1
PT
4
103
102
101
13
8
12
9
16
10
11 14
7
9
7
12
16
15
11
14
1.Pressure sensor 2.Temperature sensor 3.Level switch 4.Pressure control
valve 5.Pressure difference indicator 6.Safety valve 7.Fuel feed pump
8.Pressure regulating valve 9.Safety valve 10.Deaeration tank 11.Circulating
pump 12.Safety valve 13.Pressure regulating valve 14.Valve 15.Valve 16.Valve
17.Pilot fuel filter 18.Pilot fuel pump
101.Fuel oil inlet 102.Fuel oil outlet 103.Clean fuel oil leakage.
Fig 17-6
17 - 12
V1
Fuel System
17.7.
Maintenance of the liquid fuel system
V4
When working with the fuel system, always observe utmost cleanli‐
ness. Pipes, tanks and the fuel treatment equipment, such as pumps,
filters, heaters and viscosimeters, included in the engine delivery or
not, should be carefully cleaned before taken into use.
Change the filter cartridges regularly. The fuel filter is provided with a
combined visual indicator/electrical switch, connected to the auto‐
matic alarm system, which indicates too high pressure drop over the
filter.
Note!
The paper cartridges should be changed as soon as possible when
too high a pressure drop is indicated.
The intervals between changes of cartridges depend largely on the
quality and dirt content of the fuel as well as on fuel treatment before
the engine. Guidance values are stated in chapter 04.
The fuel should always be separate and it is recommendable to fit an
automatic filter in the fuel treatment system.
Always when the system has been opened, it should be vented after
reassembly, see section 17.7.2
For maintenance of the fuel treatment equipment not mounted on the
engine, see separate instructions.
17.7.1. Draining the fuel system
V1
Because the fuel volyme in the supply line is relatively high, it is rec‐
ommended to use control air pressure to blow out the fuel from the
supply pipes to a suitable tank when overhauling the fuel pumps or
supply lines.
The pressure control valve (4) has to be adjusted so that the air pres‐
sure will open it. Blow the system about 10 - 15 minutes to be sure
that all fuel has come out.
17.7.2. Venting
V1
Start the fuel feed pump if the static pressure from the day tank is not
sufficient.
Always vent the filter after changing cartridges in the filter.
17 - 13
Fuel System
If the engine has been stopped and the feed pump is not running, the
three-way valve can be changed directly over to the position where
both sides are in operation. The air can be vented through the re‐
spective air vent screw. If the engine is running, the change-over of
the three-way valve should be carried out very carefully to give only
a small flow of fuel to the filter side to be vented. Activate the segment
cock valve (18) slowly. If the nose (30) of the valve points to the near‐
est screw of the plate (25), the segment cock valve opens a small gap
wich is enough to fill the filter chamber (see Fig 17-7). The filter side
will be slowly filled. Vent the filter side. Set the three-way valve and
slow-filling valve in normal position (both filter sides in use).
A sudden change-over of the three-way valve to an empty filter side
will cause a temporary pressure drop in the engine system, and the
alarm switch will give a signal for too low a fuel pressure. This may
also involve the risk of air escaping from the filter to the injection
pumps, which may also cause the engine to stop.
Caution!
To avoid air escaping to the injection pump, fill up the filter with clean
fuel before changing over.
Three-way valve positions
18
30
25
18. Cock valve, 25.Plate,30.Nose
Fig 17-7
V1
17.7.3. Adjusting the fuel system
V4
Check the adjustment at intervals recommended in chapter 04. Adjust
the valves at normal temperatures with an idling engine, i.e. the boos‐
ter pump (7, Fig 17-6) running.
17 - 14
Fuel System
1
Adjust the fuel system before engine according to installation specific
instructions or by following steps 2 to 5.
2
The fuel feed pumps (7) maintain a system pressure of 3-4 bar. The
pressure is adjusted on the pressure regulating valve (8) when the
valve (15) is closed.
3
The safety valves (9) on the fuel feed pumps should be adjusted to
12 bar and locked when the valves (16) are closed. The purpose of
the safety valve is only to protect the pump.
Caution!
These adjustments should be carried out rapidly as the pumps may
run hot if the system is closed for a lengthy time.
4
The fuel circulating pumps (11) keep the fuel in constant circulation
and maintain a system pressure between the circulating pumps and
the pressure regulating valve (13). Adjust the opening pressure of the
pressure regulating valve to 10 bar.
5
The safety valves (12) on the fuel circulating pumps should be ad‐
justed to 12 bar and locked when the valves (14) are closed. The
purpose of the safety valve is only to protect the pump.
Caution!
These adjustments should be carried out rapidly as the pumps may
run hot if the system is closed for a lengthy time.
17.8.
6
The engine mounted pressure regulating valve/adjustable orifice (4)
should be adjusted according as follows. Raise the pressure in the
system slowly by closing the valve/ orifice (4), until the pressure meter
in LDU is according to section 01.2.
7
Adjust the other engines according to workstep described above.
8
Check that pressures in all engines are according to section 01.2.
Pilot fuel pump
V2
The pilot pump is described in chapter 16. Injection System.
17.9.
Pilot fuel filter
V2
Depending on engine type, the position and type of the filter may vary.
See 17E Appendix.
17 - 15
Fuel System
17 - 16
Pilot fuel filter
17E. Pilot fuel filter
V1
The filter is a duplex filter. By means of the three-way valve (5) the
fuel flow can be guided to one side or the other, or to both sides in
parallel. The direction of the flow appears from the mark on the filter
housing, see Fig 17E-2. At normal operation, one or both sides of the
filter can be used. When changing cartridges during operation one
side can be closed. Fig 17E-2B shows the position of the valve when
the right side of the filter is closed.
The fuel flows through a strainer core (11) and a cartridge (3) made
of special paper material for filtering off small particles, see Fig
17E-3.
Pump unit for pilot fuel, V-engine
22
20
21
23
20.Pilot fuel filter 21.Pilot fuel pump 22.Cover 23.Drip sump.
Fig 17E-1
V1
17E - 1
Pilot fuel filter
17E.1.
Changing the filter cartridges
V2
Change cartridges regularly (see chapter 04.) and, if the differential
pressure indicator gives alarm, as soon as possible. As the useful life
of the cartridges is largely dependent on fuel quality, centrifuging and
filtering before the engine, experience from the installation concerned
will give the most suitable intervals between changes of cartridges.
Change of cartridges and cleaning is most conveniently done during
stoppage. See also instructions about fuel oil handling in chapter
02A (Environmental Hazards).
By closing one side of the filter the cartridges can, however, be
changed during operation as follows:
Warning!
Take care not to open the side of the filter which is in operation.
Three-way valve positions
A
B
C
A.Both sides in use,B.Left side in use,C.Right side in use
Fig 17E-2
V1
1
Remove the cover (22).
2
Shut off the filter side to be maintained by lifing up the lock knob (6)
and turning the three-way valve (5) to the correct position, see Fig
17E-2 and Fig 17E-3.
Warning!
Take care not to open the side of the filter which is in operation.
3
Open the air venting screw (1) carefully to depressurise the bowl.
4
Open the drain plug (4) on the bottom of the filter bowl. Let the fuel
oil flow out to the drip sump (23), see Fig 17E-1.
Warning!
Fuel oil may splash during opening the plug.
17E - 2
Pilot fuel filter
5
Drain the drip sump (23).
6
Open the filter bowl (2) by turning the fastening ring (13) and sup‐
porting the bowl by hand. Let down the bowl with cartridge and turn
to the side when lifting away.
7
Remove the cartridge (3) and put it in a container for oil contaminated
waste, see chapter chapter 02A Environmental Hazards. Paper car‐
tridges cannot be cleaned. Always keep a sufficient quantity of car‐
tridges in stock.
Note!
Dispose the used filter cartridges properly!
8
Clean and rinse the bowl (2) and strainer core (11) carefully with gas
oil. Check the condition of the seals, renew the O-rings.
Fuel filter
6
5
7
1
11
12
14
2
8
13
3
9
10
4
1.Venting screw 2.Bowl 3.Filter cartridge 4.Drain plug 5.Three-way valve
6.Locking knob 7.Indicator 8.O-ring 9.Adapter 10.O-ring 11.Strainer core
12.Lock ring 13.Fastening ring 14.Bleeding pipe.
Fig 17E-3
9
V1
Fit the new cartridge (3) and the cleaned strainer core into place in
the bowl. Check that all seals are intact and in position.
17E - 3
Pilot fuel filter
10 Fasten the bowl (2) back into place by turning the fastening ring (13).
Tighten the fastening ring firmly. Mount the drain plug (4).
11 Change slowly over to working position to avoid quick pressure drop,
see section 17E.2.
12 Close the air vent screw (1) after the air has exited. See section 17E.
2. Check the tightness of the filter housing when pressurized.
13 Repeat the same procedure with the other side of the filter.
14 Fasten the cover (22) back into place.
17E.2.
Venting
V1
The air can be vented through the respective air vent screw (1). If the
engine is running, the change-over of the three-way valve should be
carried out very carefully to give only a small flow of fuel to the filter
side to be vented. Vent the filter side. Set the three-way valve in nor‐
mal operation position, see Fig 17E-2.
A sudden change-over of the three-way valve to an empty filter side
will cause a temporary pressure drop in the engine system, and the
alarm switch will give a signal for too low fuel pressure. This may also
cause the risk of air escaping from the filter to the pilot fuel pump,
which may also cause the engine to stop.
Caution!
To avoid air escaping to the pilot fuel pump, fill up the filter with clean
fuel before changing over.
Note!
When the injection valve has been changed, the engine might need
several start attempts due to air in the pilot fuel system.
17E - 4
Lubricating oil system
18. Lubricating oil system
V4
The marine engines lubrication systems are of dry oil sump type and
power plant engines are of wet oil sump type. The oil is filtrated/sep‐
arated outside the engine.
Besides lubrication of pistons, bearings, etc. the lube oil also conducts
heat transfer and is cleaning the engine inside. Various auxiliary de‐
vices i.e. filters and coolers, keeps the oil conditioned.
The system components outside the engine are not handled in this
manual. For a more detailed information, see installation specific doc‐
umentation.
A general overview of the engine lube oil system is shown below.
Lubricating oil system
Fig 18-1
V1
System components:
01 Oil sump
02 Centrifugal filter (optional)
03 Sampling cock
04 Running-in filter
05 Turbine (TC connected to engine lube oil system)
06 Compressor (TC connected to engine lube oil system)
07 Crankcase breather
08 Lubricating oil main pump (optional)
09 Pressure control valve (optional)
Pipe connections:
201 Lubricating oil inlet
18 - 1
Lubricating oil system
202 Lubricating oil outlet
203 Lubricating oil inlet to engine driven pump
204 Lubricating oil outlet from engine driven pump
701 Crankcase air vent
X Condense water drain
Y Intermediate gear wheels
Z Lube oil to valve gear, camshaft, injection pumps etc.
PI Manometer
TI Thermometer
Electrical instruments:
PSZ201 Lubricating oil inlet pressure
PT201 Lubricating oil inlet pressure
TE201 Lubricating oil inlet temperature
TE700.. Main bearing temperature
The oil pressure in the engine is controlled by the pressure control
valve (09).
Note!
See installation specific documentation for a more detailed lube oil
system drawing.
18.1.
The engine lubricating oil circuit
V4
From the distributing pipe (1) in the bottom of the oil sump, the oil is
forwarded as shown in Fig 18-2.
Lubricating oil is led through the gudgeon pin and piston up to the
piston crown cooling space and thereafter returned to the oil sump.
Part of the lube oil is furthermore merged to the skirt lubrication before
returned to oil sump, see Fig 18-3.
When returned to oil sump the oil flows freely back to the oil tank.
18 - 2
Lubricating oil system
Lubricating oil supply to bearings and piston
8.
7.
6.
5.
4.
3.
2.
1.
1. Distributing pipe at the bottom of the oil sump,2. Up through the hydraulic
jacks,3. Main bearings,4. Through the crankshaft,5. Connecting rod bearings,6.
Up through the connecting rod, 7. Gudgeon pin bearings,8. To the piston.
Fig 18-2
V1
18 - 3
Lubricating oil system
Lubricating oil flow in the piston and cylinder liner
A.
B.
A. Lube oil to piston skirt lubrication, B. lube oil to piston.
Fig 18-3
V2
18.1.1. Lubrication of special points
V3
The lubrication oil system in the engine incorporates pipes which
supply lubricant to the most important operation points. Pipes are sit‐
uated in both ends of the engine, where the oil is led or sprayed to
various points.
18 - 4
Lubricating oil system
Lubricating oil supply piping in flywheel end
1 3
2
4
7
5
4
6
6
1.Governor drive bearings,2.Governor drive gears,3.Camshaft end bearings,
4.Intermediate gears,5.Driving gears,6.Driving gears,7.Turbocharger (if lubri‐
cated by engine oil system)
Fig 18-4
V1
18 - 5
Lubricating oil system
Turbocharger oil pipes
1
2
5
3
1. Oil pressure measurement, 2. Oil outlet, 3. Oil inlet, 5. Oil orifice .
Fig 18-5
18 - 6
V1
Lubricating oil system
Lubricating oil from the free end
1
2
2
3
3, 4
3
4
Fig 18-6
V2
1 Lubricating oil to camshaft bearings, tappets, valve mechanisms and fuel
pumps.
Also to turbocharger, when lubricated by engine oil and located in engine
free end.
2 Lubricating oil to water pumps (if pumps built on engine).
3 Lubricating oil to water pump drive (engine driven pumps).
4 Lubricating oil to lubricating oil pump.
Note!
The turbocharger (VTR-turbochargers) and the speed governor have
own lubricating oil systems, see installation specific documentation.
18 - 7
Lubricating oil system
18.2.
Splash guards for lubricating oil pipes
V2
All pressurized lubricating oil pipe connections which exceeds 1.8 bar
at the free end and driving end of the engine should be shielded with
splash guards. The splash guards prevent oil spray and leakage onto
the hot surfaces, machinery air-intakes, or other ignition sources of
the engine.
Before starting the engine, all splash guards should be mounted in
correct position in case they have been removed during maintenance.
Splash guards, driving end
1
1
1
1
1
1
1
1
1
1
1
1
1
1. Splash guard
Fig 18-7
18 - 8
V1
Lubricating oil system
Splash guards, free end
1
1
1
1
1
1. Splash guard.
Fig 18-8
V1
18 - 9
Lubricating oil system
Splash guards, driving end
1
1
1
1
1
1
1
1
1
1. Splash guard.
Fig 18-9
18 - 10
V1
Lubricating oil system
Splash guards, free end
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1. Splash guard.
Fig 18-10
V1
18 - 11
Lubricating oil system
18.3.
General maintenance of lubricating oil
system
V4
Only use high quality oils approved by engine manufacturer according
to section 02.2.1.
Caution!
Utmost cleanliness should be observed when treating the lubricating
oil system. Dirt, metal particles and similar may cause serious bearing
damage. When dismantling pipes or components from the system,
cover all openings with blank gaskets, tape or clean rags.
Note!
When storing and transporting oil, take care to prevent dirt and foreign
matters from entering the oil. When refilling oil, use a screen.
18.4.
Lubricating oil pressure regulating valve
V5
The lubricating oil system is equipped with a pressure regulating valve
(1) to keep the oil pressure constant in the lubricating oil feed pipe
under variable conditions such as pressure changes after feed pump,
pressure drop, changes in coolers and filters etc. The valve can be of
different type and its place depends on the installation design.
18 - 12
Lubricating oil system
Location of the pressure regulating valve
1
1
B
A
A. Alternative 1, B. Alternative 2.
Fig 18-11
V2
Pressure regulating valve, type A
A
B
4
3
C
13
11
5
19
10
A:Oil in B:To the crankcase C:Control oil pressure.
Fig 18-12
V1
Oil pressure itself is working as a controlling media by operating the
servo piston (5) and further the actual regulating piston (4), see Fig
18-12.
18 - 13
Lubricating oil system
If, for some reason, the pressure should increase too high in the
pressure pipe, e.g. due to clogged system, the ball (11) will open and
admit oil to pass to the servo piston (5) which will open the regulating
piston (4) by means of the pin (3). Thereby serving as a safety valve.
Pressure regulating valve, type B
4
10
3
2
B.
A.
5
C.
A.Oil in,B.Oil to the crankcase,C.Control oil pressure,2.Pilot control piston,
3.Choke,4.Main regulating piston,5.Spring chamber
Fig 18-13
V1
The oil pressure affects through the choke (3) also in the spring
chamber (5) to the back side of the main regulating piston (4) thus
demanding less spring power to keep the valve closed, see Fig
18-13.
The feed pressure is also merged to the pilot control piston (2). When
the control pressure reaches the preadjusted value, the pilot control
piston opens and releases the pressure in spring chamber (5).
The pressure drop in chamber (5) makes the feed oil pressure open
the main regulating piston by the same reducing the feed pressure.
The set point is adjusted by the engine manufacturer but can be read‐
justed if necessary by turning the adjusting screw (10); clockwise to
increase and counter-clockwise to decrease the pressure. See chap‐
ter 01 Main data, Operating data and General design for correct set
values.
18 - 14
Lubricating oil system
18.4.1. Maintaining the pressure regulating valve
V3
1
Dismantle all moving parts. Check them for wear and replace worn or
damaged parts with new ones.
2
Clean the valve carefully.
3
Check that the components moves freely and do not stick. Check that
the drain hole (19) is clear if using valve type (A), see Fig 18-12.
Note!
When using valve type (A), Fig 18-12, do not forget copper sealing
rings (13) when re-assembling. If the seals have been changed,
check that the thickness is correct, (=1.5 mm), as the thickness of
these sealings influences valve function.
4
18.5.
If using type A valve, after re-assembling, check that piston (4) closes
properly (especially if components have been replaced with new
ones).
Lubricating oil safety valve
V2
This valve prevents the oil pressure from rising too high e.g. in case
of blockage in oil pipe.
The opening pressure has been adjusted by the engine manufacturer
to 7.5 - 8 bar.
For maintenance, see separate lube oil pump manual.
18.6.
Centrifugal filter
V1
The engine can be optional provided with a by-pass filter of centrifugal
type, see Fig 18-14, as a complement to the main lubricating oil filter.
The centrifugal filters main duty is to indicate the quality of the lubri‐
cating oil.
18 - 15
Lubricating oil system
Centrifugal filter
1
9
10
14
2
8
3
13
6
5
11
4
7
15
12
Fig 18-14
V1
The centrifugal filter comprises of a housing (12) containing a hard‐
ened steel spindle (2) on which a dynamically balanced rotor unit (3)
is free rotating. Oil is circulated through the housing, up to the central
spindle into the rotor. The rotor comprises two compartments, a
cleaning chamber and a driving chamber. Oil flows from the central
tube (13) into the upper part of the rotor, where it is subjected to a
high centrifugal force, and dirt is deposited on the walls of the rotor in
the form of heavy sludge.
Lube oil passes from the cleaning compartment into the driving com‐
partment formed by the stand-tube (11) and the lower part of the rotor
(4), which carries two driving nozzles. The flow of clean oil through
the nozzles provides a driving torque to the rotor and oil returns
through the filter housing to the engine oil sump.
18 - 16
Lubricating oil system
18.6.1. Cleaning the centrifugal filter
V3
It is very important to clean the filter regularly, see chapter 04, as it
collects considerable quantities of dirt and thus unloads the main fil‐
ter.
Note!
If the centrifugal filter has collected maximum quantity of dirt (dirt de‐
posit of 25 mm thickness) within the recommended cleaning intervals,
the filter should be cleaned more frequently.
Clean the filter as follows, the engine being out of operation:
1
Close the valve (15) in the supply line, see Fig 18-14.
2
Open the nut of the clamp and slacken the cover clamp (7). Unscrew
the cover nut (1) and lift off the filter body cover (8).
3
Lift off the rotor assembly from the spindle (2) and drain oil from the
nozzles (on the bottom of the rotor assembly) before removing the
rotor from the filter body. Hold the rotor body and unscrew the rotor
cover jacking nut (9), then separate the rotor cover (3) from the rotor
body (4).
4
Remove sludge from the inside of the rotor cover and body by means
of a wooden spatula or suitably shaped piece of wood and wipe clean.
Remove the stand tube and clean it.
5
Ensure that all rotator components are thoroughly cleaned and free
from dirt deposits.
6
Clean out the nozzles with brass wire and compressed air. Examine
the top and bottom bearings in the tube assembly to ensure that they
are free from damage of excessive wear. Examine the O-ring (5) for
damage. Renew, if necessary.
7
Re-assemble the rotor complete in opposite order. Ensure that the
alignment pins (6) in joint face body align with the holes in the cover
and that the stand tube fits correctly in the rotor base.
8
Examine the spindle journals to ensure that they are free from dam‐
age or excessive wear. Examine the O-ring (14) for damage and re‐
new if necessary, see Fig 18-14.
9
Replace rotor on to spindle ensuring rotor revolves freely and replace
body cover. Tighten the cover nut by hand and refit safety cover.
Tighten the filter cover clamp (7).
Note!
Read also the installation specific documentation concerning the cen‐
trifugal filter.
18 - 17
Lubricating oil system
18.7.
Running-in filter
V3
A new engine is provided with running-in filters situated in the lubri‐
cating oil delivery pipes in both ends of the engine, see section
18.1.1, (the running-in filters marked with grey) and in the crankcase
under the main bearings. The filters are to be used for 100 - 500 h,
including the test run period at manufacturer and on site. These filters
are usually removed by the commissioning personnel.
It is also recommended to use running-in filters after engine repairs
and oil pipe system maintenance and/or repair.
Flange (17) has to be used when a running-in filter is installed. When
the filter is removed the flange has to be removed as well.
Note!
The minimum operating time of a running-in filter is 100 h and maxi‐
mum 500 h. Remove the running-in filter within this time.
Running-in filter
17
16
16.Filter insert,17.Flange
Fig 18-15
18 - 18
V1
Lubricating oil system
18.8.
Engine driven lubricating oil pump
V1
The lubricating oil pump is driven by the gear mechanism at the free
end or at the flywheel end of the engine depending on engine type.
See Appendix 18G
18.8.1. Maintenance of the lubricating oil pump
V3
Check the oil pump at the intervals stated in chapter 04. If oil leakage
occurs, inspect the pump immediately.
18 - 19
Lubricating oil system
18 - 20
Lubricating oil pump
18G. Lubricating oil pump
V3
The lubricating oil pump is a three- rotor screw pump driven by the
gear mechanism at the free end of the engine
Engine driven lubricating oil pump
A
1
B
1
A:In-line engine B:V-engine.1.Lubricating oil pump
18G.1.
Fig 18G-1
V1
Removing the pump from the engine
V5
In engines, where turbocharger is situated in the driving end, the oil
pump can be lifted directly by crane using a lifting eye.
1
Remove the water pipe by removing the flange screws from the water
pump suction pipe above the lubricating oil pump.
2
Remove the outlet and inlet oil pipes.
Caution!
Before removing the unit, leave a couple of screws fastened until the
unit is secured with lifting belts/chain.
3
Loosen the fastening screws of the pump.
18G - 1
Lubricating oil pump
4
Mount the lifting eyes and the lifting belts/chains.
5
Open the fastening screws of the pump.
6
Remove the screws adjacent to the threaded holes and screw them
into these holes to press off the pump.
18G.1.1. Removing the pump from V-engines,
turbochargers situated in the free end.
V1
1
Remove the pipes from the pump.
2
Use tool (836046) for lifting the pump.
3
Fasten the lifting lug (28) to the pump and the rail (29) with equipment
to the air cooler housing, see Fig 18G-2
4
Fit the bracket (30) between the pump and the rail and adjust the lift
height with the adjusting nut of the fastener (31).
5
Open the pump fastening screws.
Note!
The glide of the rail moves very easily. Make sure that the rail is in a
horizontal position and that there is nobody in front of the pump when
it gets loose from the pump cover.
Removing oil pump
29
31
836046
30
28
28
28.Lifting lug,29.Rail,30.Bracket,31.Fastener,836046.Tool
Fig 18G-2
18G - 2
V1
Lubricating oil pump
18G.1.2. Removing the driving gear
V3
1
Loosen all screws (3), see Fig 18G-3.
2
Remove the screws adjacent to the threaded holes and mount them
into these holes to press off the outer ring (4). Remove the driving
gear wheel.
Driving gear
2
3
4
2.Driving gear, 3.Screw, 4.Outer ring.
18G.2.
Fig 18G-3
V1
Dismantling the lubricating oil pump
V5
1
Release the valve spring (42) tension by the adjusting screw (20), see
Fig 18G-4.
2
Loosen screws (44) and take off the valve cover carefully.
Warning!
Observe that the valve cover might be spring loaded.
3
Remove valve spring (42).
4
Loosen screws (43) and remove the end cover (40) with the gasket
(41).
5
Remove the valve cone (19).
6
Remove the inner circlip (38) and distance ring (37).
7
Remove the outer circlip (17).
18G - 3
Lubricating oil pump
8
Draw the ball bearing (21) with an extactor from the driving screw (35).
Caution!
The shaft nut at the driving screw (35) must not be loosened (manu‐
facturing depending connection).
9
Mark the position of the idler screws (36) and driving screw (35) in the
end cover side.
10 Push the screw set out of the housing halfway.
11 Fix the idler screws (36) and driving screw (35) with a screw set clamp
device or a lifting belt.
12 Remove screw set out of the housing.
Caution!
Be careful the screw set may sway when it comes out from the hous‐
ing!
Lubricating oil pump
36
41
35
39
17
38
43
40
44
37
20
21
23
22 34 42
19
17.Outer circlip, 19.Valve cone, 20.Adjusting screw, 21.Bearing, 22.Gasket,
23.Cover, 34.Pin, 35.Driving screw, 36.Idler screw, 37.Distance ring, 38.Inner
circlip, 39.O-ring, 40.End cover, 41.Gasket, 42.Spring, 43.Screw, 44.Screw.
Fig 18G-4
18G - 4
V1
Lubricating oil pump
18G.3.
Inspecting the lubricating oil pump
V2
1
Check all parts for wear and replace worn parts.
2
Check ball bearing(21) for wear. Replace if necessary.
3
Check the housing and flow pockets in the relief valve for dirt con‐
tamination. Clean if necessary.
Assembling the lubricating oil pump
18G.4.
V4
1
Clean all details carefully before assembling.
2
Align the idler screw (36) in pairs around the driving screw (35) and
join it with a screw set clamp device or similar.
3
Lubricate the screw set borings in the pump housing slightly with oil.
4
Insert the complete screw set into the pump housing, so that it will
come out a little bit on the bearing side.
5
Remove screw set clamp device.
6
Lubricate the ball bearing and driving screw shaft. Heat up the ball
bearing before mounting.
7
Slide or press the ball bearing (21) onto the driving screw (35) shaft.
Do not apply heavy strokes in order to mount the ball bearing.
8
Mount the distance ring (37) and circlip (38).
9
Press the screw set back into the pump.
10 Install the circlip (17).
11 Place gasket (41) onto the pump housing and mount the end cover
(40).
12 Mount the screws (43) and tighten to stated torque.
13 Clean the valve cone (19) and mount the valve spring (42) with the
valve cone (19).
Note!
Pay attention that the valve spring (42) fits into the spring collar and
the grooved pin (34) locks into the nut of the pump casing.
14 Mount the gasket (22).
15 Mount valve cover (23) with the screws (44).
16 Slightly preload the valve spring (42) with the adjusting screw (20).
18G - 5
Lubricating oil pump
18G.4.1. Assembling the driving gear
1
Clean and oil slightly all contact surfaces, including the threads and
screw head bearing contact.
2
Mount the gear wheel (2) and the outer ring (4), see .
3
Tighten the screws (3) evenly and diametrically in two or three stages
to the correct torque, see chapter 07. If the gear wheel (2) has been
changed, check the backlash after mounting the pump to the engine,
see section 06.1.
18G.5.
18G.6.
V4
Mounting the pump to the engine
V6
1
Clean all flange contact surfaces.
2
Mount integrated non return valve to the prelubricating connection if
equipped. Lock the valve.
3
Renew the O-ring (39) on the pump housing.
4
Lift the lubricating oil pump back to the engine.
5
V-engines, when turbochargers are situated in the free end: Use the
lifting tool (836046) as shown in Fig 18G-2, when assembling the
pump back to the engine.
6
Mount the outlet and inlet oil pipes and tighten all screw connections
to stated torque, see chapter 07.
7
Reinstall the water pipes and connections.
Pressure control valve
V2
The pressure control valve on the lubricating pump is adjusted at
commissioning and should not be disassembled.
Note!
For disassembling and adjustment of the pressure control valve, con‐
tact Wärtsilä local service network.
18G - 6
Cooling water system
19. Cooling water system
V2
The engine is cooled by a closed circuit treated fresh water system,
divided into a high temperature circuit (HT) and a low temperature
circuit (LT). The cooling water is cooled in a separate central cooler.
Note!
Only treated fresh water must be used for cooling the engine, see
chapter 02 for water quality.
The engine is as standard equipped with a built-on two-stage charge
air cooler for increased heat recovery or heating of cold combustion
air. As optional, the charge air cooler can be equipped with two low
temperature circuits (LT1) and (LT2).
Fig 19-1 below shows an example of an internal cooling water system.
To find the installation specific cooling water system drawings see
"Installation specific documents".
19 - 1
Cooling water system
An example of the internal cooling water system
01
02
01
02
04
05
Fig 19-1
V2
System components:
Pipe connections:
01
Charge air cooler (HT)
401
HT water inlet
02
Charge air cooler (LT)
402
HT water outlet
03
Cooling water pump (HT) (optional)
404
HT air vent
04
Cooling water pump (LT) (optional)
406
Water from preheater to HT-circuit (optional)
06
Turbocharger (if water cooled)
411
HT water drain
07
Charge air cooler (LT2) (optional)
451
LT(LT1) water inlet
452
LT(LT1) water outlet
454
LT(LT1)- air vent
483
LT2- water inlet (optional)
484
LT2- water outlet (optional)
485
LT2- air vent from air cooler (optional)
Electrical instruments: (the amount varies in different installations)
19 - 2
PT401
HT water inlet pressure
TE401
HT water inlet temperature
TE402
HT water outlet temperature
TSZ402
HT water outlet temperature
PT451
LT(LT1)-water inlet pressure
Cooling water system
Electrical instruments: (the amount varies in different installations)
19.1.
TE451
LT(LT1)-water inlet temperature
TE452
LT(LT1)-water outlet temperature
PT477
LT2-water inlet pressure (optional)
TE477
LT2-water inlet temperature (optional)
P1
Manometer
T1
Thermometer
HT and LT circuit
V2
HT circuit
The HT circuit cools cylinders, cylinder heads and charge air.
In some installations the HT-stage of the charge air cooler can be
cooled by LT-water.
For more detail information, see separate installation specific docu‐
mentation.
From the pump water flows to the distributing duct which is cast in the
engine block. From the distributing ducts, water flows through the
cooling water bores in the cylinder liners and continues to the cylinder
heads. In the cylinder head water is forced by the intermediate deck
to flow along the flame plate, around the valves to the exhaust valve
seats and up along the fuel injector sleeve.
From the cylinder head water flows out through a connection piece
(1) to the collecting pipe (2) and, depending on installation, through
the first stage of the charge air cooler or to a preheating unit.
In case of water cooled turbochargers, part of water flows through the
turbocharger parallel to the flow to the cylinders.
The system outside the engine is not handled in this manual. See
separate installation specific documentation.
LT circuit
The LT circuit cools the charge air and the lube oil.
LT water flows first through the second stage of the charge air cooler,
then to the separate lube oil cooler and through the separate tem‐
perature control valve.
Depending of installation, the LT-water can be connected to the HTstage of the charge air cooler after lube oil cooler.
The engine can be equipped as an option with a 3-stage air cooler, if
adequate cooling of charge air can not be achieved by 2-stage cooler,
see chapter 01. Main data, Operating data and General design.
19 - 3
Cooling water system
The necessary cooling for the LT-water is gained from the central
cooler.
The system outside the engine is not handled in this manual. See
separate installation specific documentation.
Cooling water connections, HT and LT
2
1
LT
HT
406
401
468.1
451
452
402
(401)HT- water inlet,(402)HT- water outlet,(451)LT- water inlet,(452)LT- water
outlet, (406)Water from preheater,(468.1) LT-water to air cooler by-pass or gen‐
erator,(HT)Charge air cooler HT- side,(LT)Charge air cooler LT- side
19.2.
Fig 19-2
V1
Venting and pressure control
V6
Note!
When the engine is in use, the venting pipes must always be open so
that air can vent from the system.
19 - 4
Cooling water system
19.3.
Preheating
V1
For preheating purposes, a heater circuit with a pump and heater are
connected in the HT circuit before the engine. The non-return valves
in the circuit force the water to flow in the correct direction.
Note!
Before starting, the HT circuit is heated up to a minimum of 70ºC by
a separate heater. This is of utmost importance when starting and
idling on heavy fuel.
19.4.
Maintenance of the Cooling water system
V2
The maintenance including expansion, venting, preheating, pressur‐
izing should be carried out in strict accordance with the instructions
of the engine manufacturer to obtain a correct and trouble free instal‐
lation.
There should be no reason to start maintenance on the cooling water
system unless the temperatures in the oil system or cooling water
system start to rise without clear reason.
Normally all inspections and mechanical cleaning of the cooling water
system components are better done at the stated maintenance inter‐
vals.
The circulating fresh water should be treated according to the rec‐
ommendations in section 02.3 to prevent corrosion and deposits.
If a risk of freezing occurs, drain all of the cooling water spaces. Avoid
using new cooling water. Save the discharged water and use it again.
19.5.
Cleaning the Cooling water system
V7
In completely closed systems the fouling is minimal if the cooling wa‐
ter is treated according to instructions in section 02.3. Depending on
the cooling water quality and the efficiency of the treatment, the cool‐
ing water spaces may or may not foul over the course of time. De‐
posits on the cylinder liners, cylinder heads and cooler stacks should
be removed as they may disturb the heat transfer to the cooling water
and thus cause serious damage.
19 - 5
Cooling water system
The necessity for cleaning should be examined, especially during the
first year of operation. This may be done by overhauling a cylinder
liner and checking for fouling and deposits on the liner and block. The
cylinder head cooling water spaces may be checked by opening the
water space plugs on the sides of the cylinder heads.
The deposits can be quite varied in structure and consistency. In
principle, they can be removed mechanically and/or chemically as
described below. More detailed instructions for cleaning the coolers
are given in chapter 15 (Turbocharging and air cooling).
a) Mechanical cleaning
A great deal of the deposits contains loose sludge and solid particles
which can be brushed and rinsed off with water.
For places where the accessibility is good, for example, cylinder lin‐
ers, mechanical cleaning of considerably harder deposits is possible.
In some cases, it is advisable to combine chemical cleaning with a
subsequent mechanical cleaning as the deposits may have dissolved
during the chemical treatment without having come loose.
b) Chemical cleaning
Narrow water spaces (example, cylinder heads, coolers) can be
cleaned chemically. At times, degreasing of the water spaces may be
necessary if the deposits seem to be greasy.
Limestone deposits can be easily removed by treating with an acid
solution. On the other hand, deposits containing calcium sulphate and
silicates may be hard to remove chemically. The treatment may, how‐
ever, have a certain dissolving effect which enables the deposits to
be brushed off if there is access.
There are a lot of suitable acid based agents available in the market
supplied by the companies mentioned in section 02.3.
The cleaning agents should contain additives (inhibitors) to prevent
corrosion of the metal surfaces.
Always follow the manufacturer's instructions to obtain the best result.
After treatment, rinse carefully to remove any residues of the cleaning
agent. Brush the surfaces, if possible. Rinse again with water and
further with a sodium carbonate solution (washing soda) of 5 % to
neutralize possible acid residues.
19 - 6
Water pump
19A. Water pump
V4
The engine driven water pumps are centrifugal pumps driven by the
gear mechanism at the free end of the engine. The shafts are made
of acid resistant steel, with the remaining main components of cast
iron.
The radial shaft sealing (44) prevents oil and the shaft sealing (40) in
the pump prevents cooling water from leaking out, see Fig 19A.1.3.
In addition to the shaft sealing (40) there are also O-rings (50) and
(51) to seal the water side.
19A.1.
Water pump maintenance
V3
Check the pump at the intervals stated in chapter 04. In case of water
or oil leakages occur, the drain holes (16) would indicate this, see Fig
19A-1.
19A.1.1. Before disassembling the water pump
V3
1
Drain water from the cooling water system and collect for re-use.
2
Drain the water from the pump by removing the plug (82) from the
pump, see Fig 19A-1.
3
Remove the inlet pipe from the water pump.
4
Remove the outlet pipe from the water pump if the pump is to be
removed from the engine.
19A - 1
Water pump
19A.1.2. Disassembling and assembling of impeller
1
When disassembling the impeller (3) open the nuts (61) and remove
the suction flange (4).
2
Remove the screw (24) and the washer (25) and then the impeller (3)
with an extractor (837005).
3
When reassembling the impeller (3) by using washer (25) and screw
(24), tighten the screw to stated torque, see chapter 07. Loosen the
screw and remove the impeller with the extractor (837005). Apply
locking compound on the screw and tighten the impeller finally to the
stated torque.
4
Check the tightening of the studs (60) to the pressure chamber (2).
5
Renew the O-ring (51) to the suction flange (4) and tighten the flange
to the pressure chamber (2) with nuts (61).
6
Mount the plug (82).
19A.1.3. Disassembling and assembling of the shaft
seal
19A - 2
V3
V3
1
Disassemble the impeller according to section 19A.1.2.
2
Remove the shaft sealing (40) together with the ring (41) and O-ring
(42).
3
When reassembling the shaft seal, lubricate the O-ring (42) with
soapy water and assemble it with the ring (41) to the sealing flange
(5).
4
Lubricate the rubber bellow of the shaft sealing (40) and the shaft with
soapy water and push the shaft sealing to the shaft with the tool
(846004).
Water pump
5
Assemble the impeller according to section 19A.1.2.
Water pump
60
2
50
67
16
5
7
6
31
11
61
51
4
43
3
25
24
82
45
44
30
40
41
42
2.Chamber,3.Impeller,4. Flange,5.Flange, 6.Housing,7.Screw,11.Locking ring,
16.Drain hole,24.Screw,25.Washer,30.Bearing,31.Bearing, 40.Shaft sealing,
41.Ring,42.O-ring,43.Screw,44. Shaft sealing,45.V-ring,50.O-ring,51.O-ring,
60.Stud,61.Nut,67.Nut,82.Plug.
Fig 19A-1
V1
19A.1.4. Disassembling and assembling of bearings
V3
The water pump can be removed from the engine by using the lifting
tool (836054), see Fig 19A-2.
19A - 3
Water pump
Lifting tool for the water pump
29
31
28
836054
28.Lifting lug,29.Rail,31.Fastener.
Fig 19A-2
V1
19A.1.4.1. Removing the pump from the engine
V3
1
Fasten the lifting lug (28) to the pump and the rail (29) with fastener
(31) to the air cooler housing, see Fig 19A-2.
2
Adjust the lift height with the adjusting nut of the fastener (31).
3
Open the pump fastening screws (7), see Fig 19A-1.
Warning!
The glide of the rail moves very easily. Make sure that the rail is in a
horizontal position and that there is nobody in front of the pump when
it gets loose from the pump cover.
4
Remove the pump from the pump cover.
Caution!
Be careful not to damage the pump gear.
19A - 4
Water pump
19A.1.4.2. Removing the driving gear
V2
1
Disassemble the impeller according to section 19A.1.2.
2
Disassemble the shaft seal according to section 19A.1.3.
3
Open the nuts (67) and remove the pressure chamber (2) with the Oring (50).
4
Remove the sealing flange (5) and the V-ring (45).
5
Open the screws (43) and remove the pump gear, without using any
tool. If the gear wheel does not come loose, a few strokes with a nonrecoiling hammer will help. (The covical ring elements (13) come
loose together with the gear wheel.)
6
Remove the locking ring (11).
7
Dismantle the bearing part carefully by drawing the shaft with bear‐
ings outwards from the bearing housing (6).
8
Remove the radial shaft sealing (44).
9
Remove the bearings (30) and (31) with an extractor.
19A.1.4.3. Assembling the driving gear
V2
1
Assemble the outer ring of the bearing (30) to the bearing housing (6)
by using the tool (846002).
2
Warm the bearing (31) and the inner ring of bearing (30) up to +80 °C
electrically or by clean lubricating oil and push them to the shaft.
3
Push the shaft with bearings to the bearing housing (6) by using the
tool (846003).
4
Fit the locking ring (11) to its place.
5
Assemble the pump gear to the driving end of the shaft. Tighten the
screws (43) to stated torque. See chapter 07
Caution!
Re-install the friction rings (13) exactly as situated in Fig 19A-3. The
friction rings should fall easily in place and must not jam.
6
Lubricate the radial shaft sealing (44) with oil and assemble it to the
bearing housing the lip of the sealing towards the bearing housing.
Use the tool (846004).
7
Assemble the Vring (45) to the shaft the lip towards the shaft sealing
(44).
8
Assemble the sealing flange (5) and fit the O-ring (50) on it.
19A - 5
Water pump
9
Check the tightening of the studs (60) to the pressure chamber (2).
Assemble the pressure chamber (2) to the bearing housing (6) and
tighten the nuts (67).
10 Assemble the shaft seal according to section 19A.1.3.
11 Mount the pump carefully on the engine and fasten with screws (7).
If the gear wheel has been changed, check the backlash after mount‐
ing the pump on the engine, see section 06.1
Mounting of gear wheel to water pump
13
15
43
13. Friction rings, 15. Pressure plate, 43. Screw.
19A - 6
Fig 19A-3
V1
19A.1.5. After assembling the water pump
V1
1
Reassemble the inlet (9) and outlet (8) pipes.
2
Fill the cooling water system with the collected drained cooling water.
3
Check for leaks.
Exhaust system
20. Exhaust system
V4
The Single pipe exhaust system (SPEX) is a combination of pulse
system and constant pressure system. It retains the kinetic energy of
exhaust gases in a simple constant pressure type exhaust pipe.
Exhaust gases from each cylinder is led into one (In-line engine ) or
two (V-engine) common exhaust manifold(s). This is connected to the
turbocharger(s). Pipe sections are provided with bellows at each end
to avoid thermal deformation.
The complete exhaust system is enclosed in an insulation box built of
sandwich steel sheets. It is flexibly mounted on the engine struc‐
ture.The insulation pads should be replaced when the insulation box
is opened for maintenance.
"SPEX" Exhaust system, V-engine
6
5
2
6
5
4
7
8
(4)
20
3
(64)
21
2.Insulation box,3.Fixing elements,5.Expansion bellows,6.Flange screws,
7.Clamp ring insulation, 8.Fixing band for insulation box, 20.Alternative design
1,21.Alternative design 2.
Fig 20-1
V4
20 - 1
Exhaust system
"SPEX" Exhaust system, In-line engine
6
5
2
8
20
5
8
4
3
2
4
3
7
21
4
2.Insulation box,3.Flexible elements, 4.Screw, 5.Expansion bellows, 6.Flange
screws, 7.Insulation pad, 8.Insulation pad, 20.Alternative design 1,21.Alterna‐
tive design 2.
Fig 20-2
20 - 2
V2
Exhaust system
Splash guard between cylinder and exhaust bend
1
1. Insulation.
Fig 20-3
20.1.
V1
Maintenance of the exhaust system
20.1.1. Exhaust system insulation
V2
High temperatures, cramped engine spaces and the vicinity of com‐
bustible media may result in hazardous conditions. Droplets or spray
from a broken fuel line may ignite even at moderate temperatures,
creating a dangerous environment for personnel and machinery. In
order to increase safety and reduce risk of fire, proper insulations
should be used.
Proper insulation can reduce the risk of both, the escape of combus‐
tible substances and the high temperature caused by it. All high pres‐
sure fuel pipes, lubrication oil pipes and surfaces of the engine that
may reach high temperatures causing combustion, must be covered.
The surface temperature should not exceed 220°C at normal load,
which can be checked by a contact thermometer.
20 - 3
Exhaust system
Note!
In order to maintain an effective insulation system, all sealing and soft
insulations must be replaced during regular maintenance or when
damaged. After any maintenance that has affected the insulations,
check the surface temperature using a contact thermometer.
20.1.2. Changing the expansion bellows
1
V4
Remove the necessary parts (2) of the insulation box.
Warning!
The surface of the insulation box is hot.
2
Open the flange screws (6) of the expansion bellows (5) in question
and remove the bellows.
3
Before fitting a new bellow, check the gaskets between the flanges of
the bellows (5) and exhaust pipes. Renew if necessary.
4
Check that the exhaust pipe flanges are parallel and positioned on
the same centre line to avoid lateral forces on the bellows.
5
Check the correct tightening torque for the flange connections (6) in
chapter 07
Caution!
Do not keep the wrench against the bellows when tightening, other‐
wise the bellows can be deformed.
6
Mount all parts (2) of the insulation box.
7
Check for possible leaks.
20.1.3. Assembling the expansion bellows between
turbocharger and exhaust pipe
V4
Thermal expansion of the connection piece, see Fig 20-4, as well as
the transverse movement of the last engine side exhaust pipe section
together causes lateral movement (=misalignment) of the bellows
flanges. To avoid overstressing the convolutions a proper alignment
with a pre-offset is required.
20 - 4
Exhaust system
Expansion bellows between turbocharger and exhaust pipe
L
8
TC
CL
CL
TC
7
9
846602
7.Connection piece,8.Exhaust pipe,9.Screw,846602. Pre-offset tool.
Fig 20-4
V1
Proceed according to the following instructions:
20 - 5
Exhaust system
1
Join the connection piece to the turbocharger (TC) so, that the con‐
nection piece is offset as much as possible from the centerline (CL)
of the engine.
2
Fasten the bellows to the exhaust pipe so that the bellows lies as near
as possible to the centerline of the engine.
3
Connect the gas inlet casing and the bellows. Before the final tight‐
ening of the screws, use tool (846602) to adjust a pre-offset, see the
pre-offset adjustment table.
Table 20-1 Pre-offset adjustment
Pre-offset adjustment
L (mm)
Offset (mm)
164
2-4
239
4-6
Pre-offset is depending of the bellows length, see Fig 20-4. The offset
can be achieved by tightening the screw of the tool.
4
See the correct tightening torques for the flange connections in chap‐
ter 07.
20.1.4. Suspension of the insulation box
V2
The insulation box is mounted on flexible elements (3) to dampen
vibrations thus protecting the insulation. Replace the elements with
new ones, if necessary.
The movement of the insulation box is limited by limiting screws (4)
in some alternative designs.
20 - 6
Starting air system
21. Starting air system
21.1.
Starting air system overview
21.1.1. Main starting air valve and slow turning valve
in one unit
V3
The engine is started with compressed air of maximum 30 bar pres‐
sure. Minimum pressure required is 15 bar. The main starting valve
(01) is a special design with integrated throttle valve for slow turning,
see chapter 03. A pressure gauge (38) mounted on the instrument
panel indicates the pressure before the main starting valve. The inlet
air pipe from the starting air receiver is provided with a non return
valve (14) and a blow off valve (13) before the main starting air valve
(01).
The main starting/slow turning valve is operated pneumatically via the
solenoid control valves (16) and (17) by pushing the start button (39)
on the local instrument panel or by activating the solenoids from re‐
mote control.
21 - 1
Starting air system
Main starting air valve and slow turning valve in one unit
22
01
03
16
38
39
17
02
13
14
04
09
01. Main starting valve,02. Flame arrestor, 03. Starting valve,04.Starting air dis‐
tributor, 09.Blocking valve,13. Blow of valve,14.Non return valve, 16.Control
valve,17.Control valve,22. Slow turning valve,38.Pressure gauge,39.Start but‐
ton
Fig 21-1
V2
When the main starting valve opens, the starting air passes through
the slow turning valve (22) (if not activated) and partly through the
flame arrestors (02) to the starting valve (03) in the cylinder head. Part
of the air passes through the blocking valve (09) on the turning gear
(if not engaged) and through the starting air distributor (04) to open
the starting valves in the cylinder head. The starting air distributor
controls the opening time and sequence of the starting valves.
Slow turning is automatically activated for two revolutions if the engine
has been stopped for more than 30 min.
Blocking valve (09) on the turning gear is a precaution to prevent the
engine from starting when turning gear is engaged.
21 - 2
Starting air system
21.2.
Main starting valve
21.2.1. Main starting valve and slow turning valve in
one unit
V2
The main starting valve is a pneumatically controlled valve with inte‐
grated throttle valve. On normal starting, only the main start section
is activated (control air to connection A) and air can go freely through
the throttle valve. When slow turning is needed both valve sections
are activated (control air to connections A and B) and throttle valve
(24) moves to decrease the air amount going to the cylinder. The
throttle valve can be adjusted by turning the screw (25) clockwise to
increase the speed and counterclockwise to decrease the speed.
Slow turning speed should be in the range of 20-30 rpm.
Main starting air valve and slow turning valve in one unit
B
A
C
24
25
Fig 21-2
V1
When the starting signal is over the main starting valve closes and
the starting air pressure in engine piping is vented through connection
(C).
21 - 3
Starting air system
21.3.
Starting air distributor
V2
The starting air distributor is of the piston type with precision ma‐
chined interchangeable liners (26). The liners as well as the pistons
are of corrosion resistant materials. The distributor pistons are con‐
trolled by a cam (28) at the camshaft end. When the main starting
valve opens, the control pistons (27) are pressed against the cam,
whereby the control piston for the engine cylinder which is in starting
position admits control air to the piston (05) of the starting valve, see
Fig 21-4. The starting valve opens and allows air pressure to pass
into the engine cylinder.
Starting air distributor
33
29
28
30
32
26
27
31
1
1.To the starting valve, 26.Liner,27.Piston,28.Cam,29. Protecting plate, 30.End
plate,31.Plug, 32.Spring, 33.Plate
Fig 21-3
V1
The procedure will be repeated as long as the main starting valve is
open or until the engine speed is so high that the engine fires. After
the main starting valve has closed, the pressure drops quickly and the
springs (32) lift the pistons off the cam. This means that the pistons
touch the cam only during the starting cycle and thus the wear is in‐
significant.
21 - 4
Starting air system
21.3.1. Maintaining the starting air distributor
V1
Normally, the starting air distributor does not need maintenance. If it
has to be opened for control and cleaning, remove the complete dis‐
tributor from the engine. Certain pistons can be checked in place.
1
Remove the protecting plate (29) and end plate (30), see Fig 21-3.
Loosen all pipes from the distributor. Remove the fastening screws
and lift the distributor off.
2
Remove the plugs (31). The pistons (27) will come out due to the
spring force (32).
3
Take care not to damage the sliding surfaces of the pistons and liners.
4
In case of a stuck piston, use thread M8 at the end of the piston to
get it out, if necessary.
5
It is recommended not to change the place of the pistons, although
they are precision machined to be interchangeable. Utilize cylinder
numbers stamped at the control air connections.
6
Clean the parts and check for wear.
7
If a liner is worn, press it out. It may be necessary to heat the distrib‐
utor up to about 200 °C as Loctite is used for fixing and sealing.
8
Clean the bore carefully so that the new liner can be inserted by hand.
Otherwise there is a risk of deformation of the liner and sticking of the
piston.
9
Apply Loctite 242 on the outside surfaces when mounting the liner.
Check that the openings in the liner correspond to those in the hous‐
ing.
10 Check that there is no Loctite on the inside sliding surfaces.
11 Apply Molykote Paste G to the piston sliding surfaces before reas‐
sembling. Wipe off surplus paste. Check that pistons do not stick.
12 Apply silicon sealant to both sides of the intermediate plate (33). Do
not use too much as surplus sealant will be forced into the system
when tightening the fastening screws.
13 After mounting the distributor to the engine but before connecting the
control air pipes and the end plate (30), check that all pistons work
satisfactorily, e.g. by connecting compressed air (working air of 6 bar)
to the distributor air inlet and by turning the crankshaft. It is then pos‐
sible to see whether the pistons follow the cam profile.
Caution!
When testing the starting air distributor always vent the control air
pipes to the starting valves to avoid the engine from starting.
21 - 5
Starting air system
21.4.
Starting valve
V1
The starting valve is operated by control air pressure coming from the
starting air distributor. The valve consists of a valve spindle with a
spring-loaded piston mounted in a separate housing.
Starting valve
04
08
24
10
14
09
05
15
07
06
11
25
04.Fastening nuts, 05.Piston, 06. Spindle, 07. Housing, 08. Locking nut, 09.
Spring, 10. O-ring, 11.Securing screw, 14. Slide O-ring, 15. Slide O-ring, 24. Oring, 25. Seal ring
Fig 21-4
21 - 6
V1
Starting air system
21.4.1. Removing the starting valve
V2
1
Remove the fuel injection pipes (01) from cylinder head.
2
Remove the starting valve extension (02).
3
Mount the starting valve extractor (837038).
4
Turn the extractor tool nut until the starting valve comes loose.
5
Lift the starting air valve out.
Start valve extractor
2
837038
1
1
01. Fuel injection pipes, 02. Starting valve extension, 03. 837038. Starting valve
extractor tool
Fig 21-5
V1
21.4.2. Maintaining the starting valve
V3
Note!
Check and clean the starting valve when overhauling the cylinder
head.
1
Remove the fastening yoke and pull out the valve.
2
Open the locking nut from the valve spindle and remove the piston.
3
Clean all the parts.
4
Check the sealing faces of the valve and valve seat. If necessary, lap
the valve by hand. See instructions for the engine valves in chapter
12.
21 - 7
Starting air system
5
If it is necessary to change the piston seals, take care not to deform
the Teflon rings, located outside the slide O-rings, more than neces‐
sary. Lubricate the seals and the piston with lubricating oil.
6
Apply the threads of the locking nut and the securing screw with Loc‐
tite 243. Tighten the locking nut to the torque stated in chapter 07.
7
After reassembling the valve, check that the valve spindle with the
piston moves easily and closes completely.
8
Check that the vent holes in the valve are open.
9
Check that the O-ring of the valve housing is intact. Lubricate with oil.
10 Check that the seal ring is intact and in position (by a stick and a torch
if needed), when mounting the valve into the cylinder head.
11 Tighten the valve to the torque stated in chapter 07.
21.5.
Starting air vessel and pipings
V1
The starting air system has been designed so that explosions are
prevented.
An oil and water separator as well as a non-return valve are located
in the feed pipe, between the compressor and the starting air vessel.
At the lowest position of the piping there is a drain valve. A non-return
valve and a blow-off valve are mounted on the engine immediately
before the main starting valve.
21.5.1. Maintaining the starting air vessel and pipings
1
V1
Drain the condensate from the starting air vessel through the drain
valve before starting.
Note!
The piping between the air vessels and the engines must be carefully
cleaned when installing. Also in service they must be kept free of dirt,
oil and condensate.
21 - 8
2
Inspect and clean the starting air vessels regularly. If possible, coat
the starting air vessels with suitable anti-corrosive agent. Let the
coating dry.
3
Inspect the valves of the starting air vessels. Too strong a tightening
may cause damage to the seats, which in turn causes leakage. Re‐
grind the leaky and worn valves, including safety valves. Test the
safety valves with pressure.
Starting air system
21.6.
Pneumatic system
V1
The engine is equipped with a pneumatic system for control of the
following functions by means of identical solenoid valves:
● emergency stop
● stop of the engine (pneumatic overspeed trip)
● start of the engine
● slow turning of the engine.
Solenoid valves
EMERGENCY STOP
1
11
18
STOP
START
SLOW TURNING
2
3
5
12
10
1. Emergency stop,2.Stop, 3.Start, 5.Slow turning,10.Drain valve, 11.Filter,
12.Air container, 18.Non-return valve.
Fig 21-6
V1
21 - 9
Starting air system
21.6.1. Instrumentation of the starting air system
V2
Fig 21-7 shows an example of an internal starting air system with main
starting air valve and slow turning valve in one unit.
Note!
The installation specific drawing of the internal starting air system can
be found in "Technical documents".
An example of the internal starting air system
Fig 21-7
V1
System components
1 Starting air master valve
11 High pressure filter
2 Drain valve
12 Air vessel
3 Pressure control valve
13 Stop valve
4 Slow turning valve
14 Blocking valve, when turning gear engaged
5 Starting booster for speed governor
15 Starting air master valve, B-bank
6 Flame arrestor
16 Oil mist detector
7 Starting air valve in cylinder head
17 Turbine and compressor cleaning unit
21 - 10
Starting air system
System components
8 Starting air distributor
18 Gas pressure control valve
9 Pneumatic cylinder at each injection pump
19 VIC control valve, optional
10 Valve for automatic draining
21 Gas venting valve
Electrical instruments
CV153-1 Stop solenoid
CV331 Slow turning solenoid
CV153-2 Stop solenoid
CV381 VIC control solenoid
PT301 Starting air inlet pressure
CV382 VIC venting solenoid
PT311 Control air pressure
CV519 I/P converter for waste gate valve
PT312 Low pressure control air pressure
CV 947 Gas venting solenoid
CV321 Starting solenoid
Pipe connections
301 Starting air inlet, 30 bar
311 Control air to WG, BP and TC-cleaning, 4-8 bar.
303 Driving air to oil mist detector, 2-12 bar
The system includes a filter (11), an automatic draining valve (10) and
furthermore an air container (12) and non-return valves to ensure the
pressure in the system in case of a lack of feed pressure, see Fig
21-7. The main starting valve (01), which is described in detail in
section 21.2.1 is actuated by solenoid valves (CV331) and (CV321)
for slow turning and by (CV321) for starting at remote start. Fig 21-7
shows the solenoid valve, which is equipped with a push button and
can be energized manually. At the same time as the main starting
valve is actuated, an impulse goes to the automatic water separator,
which opens during the starting cycle to expel condensate water sep‐
arated by the air filter (11).
21.6.1.1. Overspeed trip and emergency stop
V1
The pneumatic overspeed trip devices (09), described in detail in
chapter 22, are controlled by the valve which is actuated by the sol‐
enoid valve (CV153-1) on an electric signal from the speed monitoring
system, whereby the engine stops.
Control of the emergency stop solenoid valve (CV153-2) is completely
separate from the normal stop system.
21.6.2. Maintenance of the pneumatic system
V1
The system is built with high quality components. Usually it requires
no other maintenance than checking its function, cleaning of the air
filter (11) and draining of condensate water from the vessel (12) using
the draining valve, see Fig 21-6.
21 - 11
Starting air system
21.6.2.1. Maintaining filters and valves
V1
1
When starting, check that the automatic water drain functions prop‐
erly by checking that water mixed with air flows out from the valve
(10).
2
Clean the insert (1) and inside of the air filter after each 8000 h. The
bottom part of the air filter is attached to the top part with a thread. To
open the filter, vent the air and turn the bottom part. See Fig 21-8
Cross sections of the filter, solenoid valve and pressure control valve
Filter
Solenoid valve
1
Pressure control valve
3
1
4
2
A
Fig 21-8
21 - 12
V1
3
If there is disturbance in the electric function of the solenoid valve,
see Fig 21-8, test the function by pushing the button (1). If a me‐
chanical malfunction of the valve occurs, open the valve by using a
special tool. Check that the bores (2) and (3) in the seat are open,
and the gasket (4) is intact. Change the valve if it does not function
properly after cleaning.
4
Clean the water draining valve if there is any disturbance.
5
The pressure control valve, see Fig 21-8, requires no maintenance.
If there is any malfunction, change the pressure control valve.
Starting air system
21.7.
Waste gate control
V2
Waste gate control system
21
B A
01
Y519 / CV519
311
01. Signal 4-20mA from control system, 21. Waste gate valve
Fig 21-9
V2
A waste gate valve (21), see Fig 21-9, is used for limiting the charge
air pressure in engines which are optimized to part load, and in base‐
load-engines for limiting the charge air pressure in cases of momen‐
tary overload or when operating in low ambient temperature. The
waste gate valve is operated pneumatically and controlled electroni‐
cally.
The waste gate valve is described in more detail in chapter 15 and
chapter 23
21 - 13
Starting air system
Assembling the pressure transducer and I/P-converter:
01
02
03
04
01. Supply air to waste-gate valve 0-10 bar,02. To positioner supply,03. Charge
air pressure from charge air receiver,04.Output to waste-gate positioners signal
0,2-1 bar.
Fig 21-10
21 - 14
V1
Control Mechanism
22. Control Mechanism
V1
During normal operation the engine speed is controlled by an electri‐
cal speed governor and an actuator (18a) or a governor (18g) which
regulates the injected fuel quantity to correspond with the load, see
Fig 22-1.
Control mechanism
6
Flywheel
end
7
A
11
18a
16
18g
16
5
4
2
3
19
10
15
15
B
8
9
A
2
14
14
13
C
C
Alternative 1
1
10
4
12
Alternative 2
17
50
60
70
A-A
Fig 22-1
B
C
V1
The regulation movement is transferred to the regulating shaft (10)
through a spring-loaded rod (16) and the lever arms (15). This allows
stop or limit functions to be transferred to the regulating shaft, irre‐
spective of the governor position.
In V-engines the regulating shafts of the cylinder banks A and B are
connected with rods (25) in such a way, that the two regulating shafts
work synchronously together, see Fig 22-2.
The regulating shaft consists of smaller pieces (control shafts) con‐
nected with joints (19) and it is supported to the engine block by bear‐
ing supports (12). Axial movement is limited by thrust bearings (17),
see Fig 22-1.
22 - 1
Control Mechanism
Regulating shafts on a V-engine
25
25
25
16
16.Spring-loaded rod, 25.Connecting rod.
Fig 22-2
V1
The movement from the regulating shaft, to the injection pump fuel
racks (1), is transferred through the control shaft lever (4) and then to
the fuel rack lever (2), see Fig 22-1. The torsion spring (3) enables
the regulating shaft and, consequently, the other fuel racks to be
moved to a stop position, even if one of the racks has jammed. In the
same way the torsion spring (5) enables the regulating shaft to be
moved towards fuel-on position, even if an injection pump has jam‐
med in a no-fuel position. This feature can be of importance in an
emergency situation.
There is also a fixed mechanical limiter (20), see Fig 22-3, affecting
the regulating shaft directly by means of the lever (13). The limiter is
adjusted and locked by the engine manufacturer so that the engine
can not be overloaded and to give the best results for the operating
characteristics of the engine.
Note!
If for any reason the limiter's position or its operating characteristics
need to be changed, contact the engine manufacturer. The changes
to be done always under the manufacturer's supervision, who also
will reseal the limiter after the change.
22 - 2
Control Mechanism
Mechanical limiter
20
13
13.Lever, 20.Limiter.
Fig 22-3
V1
Stop mechanism
The engine can be stopped by means of the stop lever (6), see . Fig
22-4. When the stop lever is moved to stop position, the lever (23)
and the link lever (7) actuate the primary (21) and the secondary gear
segment (22) to force the regulating shaft to stop position.
22 - 3
Control Mechanism
Stop mechanism
23
A
6
B
7
29
21
22
10
A.Normal, B.Stop.
6. Stop lever, 7.Link lever, 10.Regulating shaft, 21.Primary gear,
22.Secondary gear, 23.Lever, 29.Locking nut.
Fig 22-4
V1
The speed governor is provided with a stop function by which the
engine can be stopped remotely. The governor stop is also connected
to the electro-pneumatic overspeed protection system and to the au‐
tomatic stop system, which stops the engine through a pneumatic
stop cylinder on each injection pump at too low lubricating oil pres‐
sure, too high circulating water temperature, or at any other desired
function.
Overspeed trip devices
The engine is provided with two independent overspeed trip devices,
an electro-pneumatic device, see section 22.5 and a mechanical de‐
vice, see section 22.4 .
The electro-pneumatic device, see Fig 22-19 moves every fuel rack
to a no-fuel position ( 0 - 2 mm) by means of a pneumatic cylinder on
each injection pump. Air pressure actuates the piston at the free end
of the fuel pump rack.
The mechanical device actuates the lever (14), see Fig 22-1 and Fig
22-10 moving the regulating shaft to stop position. Both the electropneumatic and the mechanical device can be tripped manually.
22 - 4
Control Mechanism
22.1.
Maintenance of the control mechanism
V1
Note!
Special attention should be paid to the function of the system as a
defect in the system may result in a disastrous overspeeding of the
engine or in the engine not being able to take load.
22 - 5
Control Mechanism
a)
The control system should work with minimal friction.Regularly clean
and lubricate all racks with lubricating oil, see section 16.2. Bearings
and ball joints should be lubricated with vaselin. Grease points are
shown in Fig 22-5 . On V-engines same grease points are on both
regulating shafts.
Grease points of the control mechanism
A
C B
C B
A
3
1
2
4
B-B
C-C
A -A
1.Alternative 1, 2.Alternative 2, 3.Normal, 4.Stop.
Fig 22-5
22 - 6
V1
b)
The system should be as free as possible of excessive clearan‐
ces.Check clearances of all connections. Total clearance may corre‐
spond to max. 0.5 mm of injection pump fuel rack positions, see sec‐
tion 06.2.
c)
Check regularly the adjustment of the system.Stop position, over‐
speed trip devices and starting fuel limiter, see chapter
d)
Observe following when disassembling the regulating shaft (10) :
● The bearing supports (12) are connected to the engine block with
connection screws (8) and their position is secured by the cylin‐
drical pin (9).
Control Mechanism
● Most levers connected to the regulating shaft are secured by a
taper pin.
● At in-line engine, the lever (15) for the spring loaded rod (16) is
connected on the regulating shaft (10) by friction ring pairs (25),
see Fig 22-6.
Lever arms with friction rings, L-engines
25
15
10
10.Regulating shaft, 15.Lever, 25.Friction ring.
Fig 22-6
V1
● The shaft joints (19) are connected to the regulating shaft (10) by
friction ring pairs (28) and the spring pins (26), see Fig 22-7.
● When assembling the shaft joints (19) remember:
● -
The spring pins (26) are to be installed before tightening the
screws (27).
-
The screws are to be lubricated.
-
Tightening torque for the screws is 20 Nm in steps.
-
Tightening order for the connecting screws is 123456.
22 - 7
Control Mechanism
Shaft joint
19
1
3
6
19
26
28
10
5
4
2
27
10.Regulating shaft, 19.Shaft joint, 26.Spring pin, 27.Screw,
28.Friction ring.
Fig 22-7
e)
22 - 8
V1
When reassembling the system,check that all details are placed in the
right position, that all nuts are properly tightened and to torque, if so
prescribed, and that all locking elements like pins, retainer rings, lock‐
ing plates are in their positions. Check according to pos. a) - d) in
section 22.1.
Control Mechanism
22.2.
a)
Check and adjustment
V1
22.2.1. Stop lever stop position
V1
Check:
● Set the terminal shaft lever (24) to the max. fuel position and check
that all fuel pumps also go to max. fuel position, see Fig 22-8 or
Fig 22-9.
● Set the stop lever (6) to the stop position.
● Check that the fuel racks (1) go to 0 - 2 mm in all injection pumps.
b)
Adjustment:
When the stop lever (6) is in the stop position, adjust the connection
rod (7) so that the fuel racks (1) go to 0 - 2 mm in all injection pumps,
see Fig 22-4. Lock the adjustment with locking nuts (29).
Stop lever stop position, in-line engine
18
MAX
STOP
16
15
24
15. Lever, 16.Spring loaded rod, 18.Governor, 24. Shaft lever.
Fig 22-8
V1
22 - 9
Control Mechanism
Stop lever stop position, V-engine
18
16
MAX
24
STOP
16.Spring loaded rod, 18.Governor, 24. Shaft lever.
a)
Fig 22-9
V1
22.2.2. Actuator stop position
V1
Check:
● Set the stop lever (6) to the run position, see Fig 22-4.
● Set the actuator terminal shaft lever (24) to the stop position, see
Fig 22-8 or Fig 22-9.
● Check that all fuel racks (1) go to 0 - 2 mm in all injection pumps.
b)
Adjustment:
● Adjustment must be done according to section 22.3.3 .
22.2.3. Mechanical overspeed trip device
a)
V1
Check of stop position
● Set the stop lever (6) to the run position and the terminal shaft
lever (24) to the max. fuel position.
● Release the overspeed trip device manually with lever (47), see
Fig 22-16.
● Check that all fuel racks go to 0 - 2 mm in all injection pumps.
b)
22 - 10
Adjustment of stop position
Control Mechanism
● The stop position is adjusted and secured by the engine manu‐
facturer to provide a stop position equal to that of the stop lever.
If deviations occur, check the lever mountings and check also for
wear. Replace if necessary.
● If assembly and adjustment is correctly done, a clearance (X) of
0.3 - 0.5 mm should appear between lever (14) and spindle (45)
when the overspeed device is released and the fuel rack is 0 - 2
mm in all injection pumps, see Fig 22-10.
● If the whole spring assembly with the spindle has been dismantled
be sure when reassembling to adjust all the clearances on one
side so that releasing of the trip device will not move the assembly.
Adjustment of the lever for overspeed trip device
14
45
X
14.Lever, 45.Spindle
Fig 22-10
c)
V1
Check and adjustment of tripping speed
● See section 22.4.
22 - 11
Control Mechanism
22.2.4. Electro-pneumatic overspeed trip device
a)
V1
Check of stop position
● Set the stop lever (6) to the run position and the terminal shaft
lever (24) to the max. fuel position, see "Test Run Report" protocol.
● Release the electro-pneumatic overspeed trip device manually by
pushing the stop button (A) on the stop solenoid valve, see Fig
22-11.
● Check that all fuel racks on all pumps go to 0 - 2 mm in all injection
pumps.
Air bottle for overspeed trip device
EMERGENCY STOP
A
STOP
START
SLOW TURNING
A.Stop button.
Fig 22-11
b)
Adjustment of stop position
● The electro-pneumatic overspeed trip device requires no adjust‐
ment.
● If a no fuel position is not abtained:
● -
22 - 12
V1
check the control air pressure
check for air leaks
Control Mechanism
c)
check the machanical parts for wear (pistons, cylinders and
sealing rings) and replace if necessary
Check and adjustment of tripping speed
● See section 22.5.
22.2.5. Indicator of fuel rack position
V1
Check that the indicator (30) corresponds to the fuel rack (1) posi‐
tions. The position of the indicator is adjusted by the engine manu‐
facturer and is secured by a pin.
22 - 13
Control Mechanism
22.2.6. Fuel rack settings on fuel pumps
a)
V1
Check of adjustment
● Set the stop lever (6) to the run position, see Fig 22-4.
V-engine:
● Check that the actuator terminal shaft (24) is at middle position,
5° or 20° depending of scale. Adjust, if necessary, from the spring
loaded rod (16), see Fig 22-9.
● Move the control shaft so that the load indicator (30) shows 35
mm, see Fig 22-12.
● Check that the fuel rack position on all fuel pumps is 35 ± 0,5 mm.
In-line engine:
● Check that the scales of fuel pumps and governor are adjusted
acording to the following table 1:
Table 1
Governor/ Position
Fuel pump/mm
2
9
4
24
6
39,4
8
54,6
● Adjust, if necessary, from the spring loaded rod (16), see Fig
22-8.
b)
22 - 14
Adjustment
● Adjust the control screw (31) to achieve the correct fuel rack po‐
sition; lock the adjustment, see Fig 22-12.
Control Mechanism
Adjustment of fuel rack position
31
1
30
14
10
1. Fuel rack, 10. Regulating shaft, 14. Lever, 30. Load indicator, 31. Screw.
22.3.
Fig 22-12
V1
Speed governor
V1
The engine can be equipped with various governor alternatives de‐
pending on the kind of application. Concerning the governor itself, see
installation specific documents.
The actuator is equipped with a separate booster unit (32), see Fig
22-13. The booster is needed to increase the oil pressure inside the
actuator during the starting process. During normal operation the oil
pump inside the actuator generates the power to operate the fuel
racks. For more information, see installation specific documents.
22 - 15
Control Mechanism
Speed governor
A
37
18
39
38
32
B
37
73
39
32
38
18. Governor, 32. Booster,37. Connection,38. Plug, 39. Screw,73. Scale.
A. In-line engine,B.V-engine
Fig 22-13
22 - 16
V1
Control Mechanism
22.3.1. Hydraulic governor drive
V1
The governor is driven by a separate drive unit, which, in turn, is driven
by the camshaft through helical gears (34). The governor is fastened
to this drive unit and connected to the drive shaft through a serrated
connection (35), see Fig 22-14. The governor, with drive, can thus be
removed and mounted as a unit or the governor can be changed
without removing the drive unit.
Pressurized oil is led through drilling's in the bracket, to the bearings
and to a nozzle for lubricating the gears. The gear and the serrated
coupling sleeve (35) are locked together with a pin (36) and secured
by a nut (41).
Governor drive
41
41
35 36
34
A:
35 36
B:
34
A.In-line engine B.V-engine.
34.Gear, 35.Sleeve, 36.Pin, 41. Nut.
Fig 22-14
V1
22 - 17
Control Mechanism
Check at recommended intervals:
● radial and axial clearances of bearings, see section 06.2
● gear clearance
● oil drilling's and nozzle to be open
● gears and serrated coupling sleeve to be firmly fastened to the
shaft
● serrations of coupling sleeve (35) and governor drive shaft for
wear
Change worn parts.
Caution!
If any problems occur with governor drive gearing, contact the nearest
Wärtsilä service network office.
22.3.2. Removal of governor
22 - 18
V1
1
Loosen the terminal shaft lever (24), see Fig 22-8 or Fig 22-9, and
make a clear mark on the lever and terminal shaft for refitting. Remove
the lever and open the electrical connection (37), see Fig 22-13.
2
Drain oil from the governor by opening the oil plug (38), see Fig
22-13.
3
Open the pipe connections to the booster.
Control Mechanism
4
Open the screws (39) and pull the governor vertically upwards by us‐
ing a lifting sling, see Fig 22-15.
Note!
The governor must not fall or rest on its driving shaft.
Lifting the governor
73
73
A
B
A. Alternative 1, B. Alternative 2.
73.Scale.
Fig 22-15
V1
22.3.3. Mounting of governor
V1
When mounting the same governor:
1
Clean the sealing face carefully on the governor drive; check the con‐
dition of the serrated shaft sleeve (35), see Fig 22-14.
2
Use a sealing compound (Loctite 510 or similar) on the sealing sur‐
face when assembling.
3
Be careful, not to damage the serrated joint when lifting the governor
into the position.
22 - 19
Control Mechanism
4
Fasten the fastening screws (39), pipe connections to the booster and
the electrical connection (37), see Fig 22-13.
5
Assemble the terminal shaft lever (24) to the correct position, see Fig
22-8 or Fig 22-9.
6
Check that the mark on the lever (24) corresponds to the mark on the
shaft.
Check the stop position according to section 22.2.
When mounting a new governor, proceed as follows:
7
Set the fuel racks (1) to the 9 mm position on a in-line engine and to
the 14 mm position on a V-engine, see Fig 22-12.
8
Turn the actuator terminal shaft to 8°. Read the position from the
governor`s own scale (73), see Fig 22-15.Turn the governor terminal
shaft to position 2 on the governor`s own scale from 0 to 10, pos. 73
in Fig 22-15. (Some older governors may have a degree-scale from
0 to 40°).
9
Mount the terminal shaft lever (24), to such a position on the serrated
terminal shaft that it is suitable for the spring loaded rod (16), see Fig
22-8 or Fig 22-9.
10 Check the fuel racks and actuator terminal shaft according to section
22.2.6.
22.3.4. Electrical governor/actuator
V1
For electrical governor/actuator and digital speed control unit, see
separate manuals.
22.4.
Mechanical overspeed trip device
V1
The mechanical overspeed trip device is of the centrifugal type where
the tripping speed is adjusted according to section 06.1. For electropneumatic overspeed trip device, see section 22.5.
22 - 20
Control Mechanism
Mechanical overspeed trip device
C
C
53
46
59
14
70
2
45
69
44
58
43
56
55
A
56
54
A-A
B
A
42
B
48
51
49
50
B-B
47
71
52
74
57
Fig 22-16
V1
The trip mechanism is fastened to the camshaft end. When the engine
speed increases, the centrifugal force on the trip mechanism increa‐
ses and exceeds the force of the spring (42) at the set trip speed. The
weight (43) is thrown outwards forcing the latch (44) to turn, thus re‐
leasing the spindle (45), which is forced outwards by the working
springs (46). At the same time when the lever (47) is released together
with the latch (44), the lever (47) activates the pneumatic valve (71),
air pressure goes to the cylinder to help the piston (59) to go out as
quickly as possible, see Fig 22-16.
22.4.1. Cocking the overspeed trip device
V1
The overspeed trip device may be tripped manually by the lever (47).
The engine cannot be restarted before the lever (14) has manually
been depressed so far that the latch (44) engages the piston of the
spindle (45), see Fig 22-16.
In V-engines, the control air pressure must be turned off first.
22 - 21
Control Mechanism
1
Turn the pressure reducing valve (33) counter-clockwise so that the
pressure gauge (34) points at zero, see Fig 22-17.
Cocking the overspeed trip device
33
34
74
47
A
71
71
A
33.Valve, 34.Gauge, 47. Lever, 71. Valve, 74. Air pipe.
Fig 22-17
22 - 22
V1
Control Mechanism
2
Turn the lever (14) of the mechanical overspeed trip device to the run
position by using the tool (837040), see Fig 22-18. The overspeed trip
device is in the run position when the latch (44) is set in the groove
of the piston, see Fig 22-16.
3
Adjust the air pressure to 3.5 bar from the pressure reducing valve
(33) after depressing the spindle. The limit switch (70) gives an alarm
when the overspeed trip device is released, see Fig 22-16.
Turning the lever to run position with tool (837040)
14
837040
14. Lever, 837040.Tool.
Fig 22-18
V1
22.4.2. Check of tripping speed
V1
The tripping speed can be checked by increasing the engine speed
manually beyond the nominal speed as follows:
Overspeed test:
22 - 23
Control Mechanism
Caution!
Special attention should be paid to the testing of tripping speed as an
inadequate carefulness may result in adisastrous overspeeding of the
engine.
1
Increase the maximum speed of the electrical governor to 600 rpm
with a hand held programmer:
(Service values, Heading: "Speed reference" - Prompt: "Maximum
speed")
2
Start the engine.
3
Check the critical shutdown parameters of the engine.
4
Loosen the plug from the stop-solenoid valve (valve A in Fig 22-11)
to disconnect the electro-pneumatic overspeed trip device.
5
Increase the engine speed slowly by giving the "Increase"-command.
Caution!
Do not increase the engine speed by more than 30 RPM above the
tripping speed.
6
Note the speed from the local speed indicator and record the speed
when the mechanical overspeed trip device is activated.
7
Reconnect the plug and set the maximum speed of the electrical gov‐
ernor back to the original value, see step 1.
Note!
Unnecessary running at high speed should be avoided and testing
should always be carried out as quickly as possible.
22 - 24
Control Mechanism
22.4.3. Adjustment of tripping speed
V1
1
Remove the plug (48), see Fig 22-16.
2
Turn the crankshaft until the locking screw (49) is in front of the open‐
ing.
3
Loosen the locking screw (49), and turn the spring retainer (51).
If a higher tripping speed is desired, tension the spring by turning the
spring retainer (51) clockwise.
If a lower tripping speed is desired, turn the spring retainer (51) coun‐
ter-clockwise.
Note!
One turn on the spring retainer corresponds to about 5 rpm in engine
speed.
4
Tighten the locking screw (49) to the stated torque, see section
07.1.
5
Mount the plug (48) and check the tripping speed according to section
22.4.
6
The spring (42) can be replaced through the opening of the spring
retainer (51), if necessary.
22.4.4. Maintenance
V1
Caution!
Always release the tripping device manually by lever (47) before
starting the maintenance work.
1
Remove the spring (53), see Fig 22-16.
2
Remove the air pipe (74).
3
Remove the spindle system of the mechanical overspeed trip device
by opening the screws (69).
4
Use a tool (837020) to disassemble the spindle system and open the
screws (52).
5
Remove the spindle (45) with the piston (59) and the springs (46).
Warning!
Be careful when removing the springs (46).
22 - 25
Control Mechanism
6
Open the screws (54) and remove the cover (55). Remove the cen‐
trifugal tripping mechanism by removing the screws (56). The screws
are secured by wire which must be removed.
7
Check all moving parts for wear and replace if necessary.
8
Check that the oil drain hole (57) is open.
9
Change the self-locking nut (58) whenever it seems to be loose, or
when it has been removed.
10 Tighten the screws (56) to stated torque when assembling and secure
with steel wire, see section 07.1.
11 Tighten the screws (54) to stated torque, see section 07.1.
12 Use tool (837020) when mounting the springs (46).
13 When assembling the spindle and spring assembly, it is correctly
done if the clearance (X) between the lever (14) and spindle (45) is
0.3 - 0.5mm, see Fig 22-10. If the whole spring assembly with the
spindle has been dismantled be sure when reassembling to adjust all
the clearances on one side so that releasing the trip device will not
move the assembly.
14 Check the tripping speed according to section 22.4.2.
22.5.
Electro-pneumatic overspeed trip device
V1
The overspeed trip device is electronically controlled. Air of max. 30
bar is used as operating medium. The specified tripping speed, see
test records and chapter 06., section 06.1 and section 22.4.
The electro-pneumatic device moves each fuel rack (1) to the no fuel
position by means of a pneumatic cylinder (60) on each injection
pump. Air pressure actuates the piston at the free end of the fuel pump
rack, see Fig 22-19.
The electronic speed measuring system activates the three-way sol‐
enoid valve (CV 153-1), Fig 21-7, with a stop signal for overspeed.
The solenoid is also connected to the stop system.
When the solenoid valve (CV153-1) opens, air is supplied to the threeway valve which conveys pressure air to the cylinders (60), Fig
22-19, on each injection pump. The piston of the air cylinder actuates
the fuel pump rack moving it to stop position.
The stop signal is normally energized long enough to stop the engine
completely. When de-energized, the air is evacuated through the
three-way valve. The solenoid valve can also be operated manually.
22 - 26
Control Mechanism
The cross section of the electropneumatic overspeed trip device can
be found in section 16.2. in this manual.
Fuel pump rack
A - A:
66
1
60
A
A
1.Fuel rack, 60. Pneumatic cylinder, 66.Air connection.
Fig 22-19
V1
22.5.1. Check and adjustment of stop position
V1
See section 22.2.4.
22.5.2. Check of tripping speed
V1
See section 22.4.2.
22 - 27
Control Mechanism
22.5.3. Adjustment of tripping speed
V1
Adjustments will be made in the control unit of the electronic speed
measuring system, see instructions for speed measuring system,
chapter 23
22.5.4. Maintenance
a)
V1
Three-way solenoid valve
● If the solenoid is out of order, replace it by a new one.
● If the valve does not move, clean all channels. Check also the
valve piston.
● If air is leaking to the cylinders, change the sealings.
b)
Air cylinder
See cross section in Fig 16-6.
● Check for wear.
● Check the tightness of the piston. Replace sealings by new ones,
if necessary. Take care not to deform the teflon ring outside the
O-ring.
● Lubricate the sealings and piston with lubricating oil.
● Check that the piston does not stick.
22 - 28
Instrumentation and Automation
23. Instrumentation and Automation
V2
This chapter describes the design and functions of the WECS 8000
(Wärtsilä Engine Control System) engine management system, used
on Wärtsilä®50DF engines.
23.1.
System configuration
V1
The WECS 8000 system is a fully integrated engine management
system, designed for harsh environments. The engine-built system
handles all necessary monitoring- and strategic control features nee‐
ded on a DF engine. The system architecture is based on distributed
electronic modules, thus the measurements and controls are occur‐
ring where locally needed on the engine. The functionality of WECS
8000 comprises the following main categories:
● Handling of engine slow turning, start & stop sequences
● Changing of fuel modes
● Instrumentation & communication
● Speed measurement
● Engine safety
● Speed/load control
● Gas pressure- & gas admission control
● Pilot pressure- & pilot injection control
● Air/fuel ratio control
● Cylinder balancing & knock control
● Diagnostics
A more accurate description of the functionality will follow in other
chapters.
The system consists of a number of distributed electronic modules,
which all are interconnected. The exact structure of the system de‐
pends on the engine's cylinder configuration. The electronic modules
communicate with each other over a communication bus, and this
communication is based on the CAN (Controller Area Network) pro‐
tocol. Some safety critical backup control functions are handled over
hardwired point-to-point wiring, and with a separate backup module.
23 - 1
Instrumentation and Automation
WECS 8000 system parts on front side of in-line engine
1
2
1.Diesel fuel actuator,2.Local control panel
Fig 23-1
V1
WECS 8000 system parts on the rear side of the in-line engine
MC
+ MCM700-1
CCM10-1&2
MCM700-2
MCM700-2
MCMain cabinet
Fig 23-2
23 - 2
V1
Instrumentation and Automation
WECS 8000 system parts on the front side of the V-engine
1
2
CCM10-A2
CCM10-A1
1.Diesel fuel actuator,2.Local control panel
Fig 23-3
V1
WECS 8000 system parts on the rear side of the V-engine
CCM10-B1
Fig 23-4
CCM10-B1
V1
23 - 3
Instrumentation and Automation
WECS 8000 system parts on the free end of the V-engine
MCM700-2
Fig 23-5
V1
23.1.1. Main parts in the WECS 8000
V2
The main parts of the WECS 8000 systems are:
● MCM-700 Main control module, see section 23.1.1.1
● CCM10 Cylinder control module, see section 23.1.1.2
● Local control panel, see section 23.1.1.3
● Diesel actuator, see section 23.1.1.4
- PG-EG58 actuator is used in in-line engines, PG-EG200 in Vengines.
● Cabling and CIB (Cabling Interface Box), see section 23.1.1.5
23.1.1.1. MCM-700 Main control module
V1
This module is the master in the WECS 8000 system. It handles the
processing of all strategic engine control functions. The main pro‐
cesses are the engine start- & stop sequences, engine safety, and
the combustion control. Based on the internal speed/load control al‐
gorithms, gas pressure, gas admission and pilot fuel injection/timing
23 - 4
Instrumentation and Automation
calculations are made. It handles the information sent by all other
modules, and it sends reference signals to the cylinder control mod‐
ules about gas admission, pilot fuel quantity and timing etc.
MCM-700 module
Fig 23-6
V1
It also communicates with systems external to the engine itself. A
second MCM-700 module is also part of the system (free end of the
engine), exclusively for collecting of sensor signals and for control of
the wastegate.
23.1.1.2. CCM10 Cylinder control module
V1
The cylinder control modules control the gas admission- and pilot fuel
injection valves by means of using high-energy type PWM (Pulse
Width Modulation) outputs. Each module is providing PWM type con‐
trol signals to three gas admission valves and three pilot fuel injection
valves. The modules calculate the relevant injection duration and in‐
jection timing based on references sent over CAN from the main con‐
trol module. In order to provide injection command signals at the rel‐
evant angular position, the cylinder control modules need accurate
information from the engine's speed and phase sensors. Therefore
the speed and phase signals are hard-wired to each cylinder control
module. The cylinder control modules also handle cylinder specific
measurements, i.e. exhaust gas temperature and cylinder knock
measurements.
All cylinder specific information as measured by these modules is sent
over CAN to the main control module.
23 - 5
Instrumentation and Automation
CCM10 module
Fig 23-7
V1
23.1.1.3. Local control panel
V1
There is a local control panel on the engine, where most engine
measurement and statuses can be monitored, and where the local
push buttons and selector switches are located. For viewing of the
engine parameters, there is an electronic LDU (Local Display Unit)
used, with a number of menus and menu selection buttons.
Mechanical backup instruments for engine speed, HT water temper‐
ature and lubricating oil pressure are also arranged.
The local push buttons and switches are the following:
● Start
● Stop
● Shutdown reset
● Remote/Local mode
● Speed Increase/Decrease
● Emergency stop
23.1.1.4. PG-EG58 / PG-EG200 Diesel actuator
V2
The hydraulic-mechanical actuator is used in diesel- and backup op‐
erating mode, for control of the fuel rack of the engine. The actuator
receives a control signal from WECS 8000 main control module (via
a current converter), and sets the fuel rack position accordingly.
23 - 6
Instrumentation and Automation
Local control panel (A2), with engine in background
Fig 23-8
V1
Diesel actuator
Fig 23-9
V1
23 - 7
Instrumentation and Automation
23.1.1.5. Cabling and CIB (Cabling Interface Box)
V1
Interconnections and cabling on the engine is utilizing a so called ca‐
bling interface box, CIB, which is acting as an interface between the
control modules and their peripheral devices.
The CIB is a robust construction mounted on top of the control mod‐
ules, it's equipped with cable glands for the outgoing cables and with
multi-pin connectors for mating to the control module. Internally there
is a printed circuit board containing spring loaded terminal strips, test
connections, terminal resistors etc.
Screened, special cables for the demanding engine environment are
used for all equipment. Control modules are interconnected with a
special multi-bus cable, including power supply (24V), engine speed,
engine phase, safety wire loop and CAN-bus, all doubled for redun‐
dancy reasons.
The CIB provides an improvement in the EMC performance of the
engine control systems. Every cable screen is connected to ground
by means of 360° EMC cable glands and CIB is properly grounded to
the engine block.
In addition to a good EMC performance, the CIB also provides a
service friendly cabling system. It is easy to make measurements on
different signals and easy to exchange the electronic modules in case
of failure.
As the WECS 8000 system contains electronic components to a high
degree, certain electrical precautions are always necessary at system
installation-, service- and engine overhaul operations. Detailed infor‐
mation about ESD (Electro Static Discharge) handling routines and
welding precautions is described in installation specific documents.
The entire cabling of the DF engine, including references to each
sensor (refer to engine wiring diagram, for sensor code explanations
and sensor data) is schematically described in Fig 23-11.
23 - 8
Instrumentation and Automation
CCM-10 CIB enclosure used for interconnections and cabling
Fig 23-10
V1
WECS 8000 system overview
IS-BARRIER
"Customer supply"
6
Sensors to A1 CABINET
12 pcs. (3x0.75)
Fig 23-11
TE701
CYL.A1
TE700
TE705
QS700
QS701
NS700
QU700
P700.2
CYL.A2
PT700
E700
PT201-2
TE402-2
6
TE702
TE706
CYL.A3
CYL.A4
TE703
CYL.A5
TE704
CYL.A6
6
DRIVING END
MULTICABLE 1W1
P700.1
CV947
PT601
TE601
TCE601-2
ST196P
ST196S
ST197P
ST197S
PT301
PT311
GT165
GS172
GS177
CV161
CMOD
110VDC 2x2x2.5 2W1
6
CCM10-A1
CIB
MCM700:1
CV153-1
CV153-2
CV321
CV331
GS792
ST174
LS103A
LS108A
E191
A2
EGW
PMOD
2x2x2.5 4W1
12x0.75 6W1
A2W1 12x0.75
A2W2 12x0.75
CAN 1 120Ω+2x0.5
CAN 2 120Ω+2x0.5
12
POWER SUPPLY
V2
23 - 9
P700.1/24VDC
MULTICABLE 1W2
TE5061A
TE761A
TE762A
SE664A
CV163A
CV961A
TE5051A
TE751A
TE752A
SE654A
CV153A
CV951A
TE5041A
TE741A
TE742A
SE644A
CV143A
CV941A
6
110VDC 2x2x2.5 2W2
TE5031A
TE731A
TE732A
SE634A
CV133A
CV931A
TE5021A
TE721A
TE722A
SE624A
CV123A
CV921A
TE5011A
TE711A
TE712A
SE614A
CV113A
CV911A
CCM10-A2
CIB
ST191
TE272
PT125
PT201
PT312
PT901
PT101
TE101
CV124
PTZ201
TE201
TE402
TSZ402
110VDC 2x2x2.5 2W1
P700.2
FREE END
6
TE707
PT112
MCM-700:2
TE112
CIB
PDS129
PT271
PT401
TE401
TE432
PT471
TE471
CV519
GT519
SE518
TE600
TE112
TE511
TE517
MULTICABLE 1W3
P700.2
*)
*)
CV901
HABIA 12X0.75 3W1
MULTICABLE 1W5
*) Option, used if HFO
Instrumentation and Automation
23.2.
System architecture and instrumentation
V1
WECS 8000 system consists on DF engines of two main types of
electronic control modules:
● Main Control Module (MCM-700)
● Cylinder Control Module (CCM 10)
WECS 8000 is a distributed system, where all the electronic modules
communicate over the CAN-bus with each other. The system collects
signals from various sensors at different locations on the engine, con‐
nected to locally mounted modules. The signals received are pro‐
cessed and compared with the control parameters given for all the
active engine processes (such as speed or load control, air/fuel-ratio
control etc.).
● These engine-strategic controls are processed in one of the two
main control modules, which is the master of the system. This
main control module also automatically controls the start- and stop
sequences of the engine, as well as monitors the engine safety. If
any input signal indicates an abnormal value, the master will first
give an alarm. It will then give a load reduction request or execute
a gas trip, pilot trip or a shutdown if the signal continues to
deteriorate.
● The second main control module is exclusively used for collecting
of sensor signals and for control of the wastegate.
● Several cylinder control modules are used, each module handles
3 cylinders. All the modules are mounted along the engine side
close to the engine sensors or the control units they are reading
or controlling. The data transferred over CAN between the
modules, has a number of different rate groups for optimized and
secured data transfer. The rate groups vary between 10 and 1000
ms. Also some immediate event based messages (such as
cylinder knock values) are communicated. The system
architecture and data transfer is presented in Fig 23-12
23 - 10
Instrumentation and Automation
WECS 8000 system communication & signals
CAN (500kbit/s)
CAN-repeater
WECSplorer
Sensors
Bank wiring
Cylinder wiring
Sensors
Sensors & valves
RM-11
Media
converter
Hardwired connections
LDU
Engine mounted
Modbus TCP/IP (Ethernet, 10/100Mb/s)
Fig 23-12
Plant systems
V2
All the necessary processes are based on data, which is communi‐
cated over CAN between the modules. All parameters handled by
WECS are also transferred to the external operator interface over a
communication bus; Modbus TCP/IP, and presented there as read‐
ings and graphs.
A number of hard wired signals, such as start, stop and emergency
stop are always provided, to secure safe operation even if the external
bus would during engine operation become inoperative. If hardwired
commands and bus commands (where both available) are in contra‐
diction, commands requesting for an activation of an action, will over‐
rule the other.
Apart from the electronic control modules, there is number of other
parts belonging to the WECS 8000 system. Below a description of
these other system parts.
23.2.1. Local control panel (A2)
V1
The local control panel on the engine is equipped with push buttons,
switches, the LDU display and several mechanical back up instru‐
ments, see Fig 23-13.
23 - 11
Instrumentation and Automation
External view of Local control panel
Fig 23-13
V1
23.2.1.1. Push buttons and switches
V1
The following push buttons are located on the A2 panel:
● Start: The local start button. A start will be initialized by pressing
this button, providing that the Local/Remote switch is in local
position, and no start blocking is active.
● Stop: The local stop button. A stop of the engine is initialized by
pressing this button. As stop mode has higher priority than start
mode, simultaneous activation of start and stop (remotely or
locally) will result in a stop.
● Reset: A shutdown, emergency stop, gas trip or pilot trip is locally
reset by pressing this button, providing that the cause has
disappeared and a latch time has elapsed.
● Emergency stop: The local emergency stop button. An emergency
stop of the engine will be initiated by pressing this button. An
emergency stop is instant, and the action will override the control
of the main control module. The emergency stop is a latching
function in WECS 8000, but also the button itself is latching, and
23 - 12
Instrumentation and Automation
must be pulled out before a restart is possible. An emergency stop
overrules all other engine modes, i.e. any other command and the
Local/Remote switch position is invalid, if this button is pressed.
● Local/Remote: The position of this switch defines if the engine can
be locally controlled, by the buttons on the same panel, or remotely
controlled.
● Increase/Decrease: The speed reference of the engine is affected
by the speed increase/speed decrease switch, providing that the
engine is running in speed control mode (not kW mode), and that
the Local/Remote switch is in local position.
23.2.1.2. Local Display Unit (LDU)
V1
The LDU display replaces the traditional pressure gauge panel, ther‐
mometers and other engine instruments. The LDU is connected to the
main control module over the CAN bus, over which it receives all data
to be displayed. The 111mm x 84 mm graphic display has a number
of different pages (menus), and integrated key buttons for activation
of these pages.
Front view of the LDU
Fig 23-14
V1
The LDU's buttons and pages are briefly described below.
23 - 13
Instrumentation and Automation
Button 1, Main page. On the Main Page, the LDU will display the most
important engine parameters:
● Engine speed
● Engine load
● Lube oil pressure
● HT water temperature
● Engine mode
● Operation mode
● Speed/Load mode
● Fuel mode
Button 1 - Main Page
Fig 23-15
V1
The other buttons seen in Fig 23-14 are used for the following pur‐
pose:
Button 2, Alarm log. The Alarm log page shows the latest events of
the engine, e.g. engine being started, alarms, shutdowns, etc. In case
of alarm and shutdown, the sensor code and time is also shown on
the display.
23 - 14
Instrumentation and Automation
Button 2 - Alarm log
Fig 23-16
V1
Button 3, Help page. On the Help page the User level and eHMI set‐
tings can be changed.
Button 3 - Help page
Fig 23-17
V1
23 - 15
Instrumentation and Automation
Button 4 - Back command.
Button 5 - Navigation buttons.
Button 6 - Enter command.
On the top of the graphical display, there are two fields showing:
A - Alarm row.
B - Page name.
There are also a number of pre-defined engine system pages, which
can be entered with buttons F1 ... .F6. These pages are:
Button F1 - Engine temperatures
Fig 23-18
23 - 16
V1
Instrumentation and Automation
Button F2 - Lube oil system
Fig 23-19
V1
Button F3 - Fuel system
Fig 23-20
V1
23 - 17
Instrumentation and Automation
Button F4 - Cooling system
Fig 23-21
V1
Button F5 - Charge air system
Fig 23-22
23 - 18
V1
Instrumentation and Automation
Button F6 (>>>) then F1 - Miscellaneous measurements
Fig 23-23
V1
Button F6 (>>>) then F2 - Knock measurements
Fig 23-24
V1
23.2.1.3. Back up instruments
V1
Individual back up instruments are provided on the local control panel
of the engine, for indication of the following engine parameters:
● Engine speed.
● HT cooling water temperature.
● Lubrication oil pressure.
23 - 19
Instrumentation and Automation
23.2.2. Relay module (RM-11)
V1
Unlike other parts of WECS, the RM-11 relay module electronics is
based on analogue circuit technology (no microprocessor). The relay
module, which is located in main cabinet A1, handles a number of
backup safety related functions on the engine. It also constitutes the
hardwired interface between the main control module and the startslow turning- & stop solenoids of the engines, and partly also to the
external systems.
Critical parameters such as engine speed, lubricating oil pressure and
HT water temperature are monitored in this module, and in case of
abnormal levels, a shutdown is initiated and controlled from this mod‐
ule, independently of the main control module. The relay module is
located in the main cabinet of the engine and LED's indicate the status
of each input/output of it. Also all supply voltages have their own LED.
The relay module consists of the following functional blocks:
● Speed measuring block (backup)
● Lubricating oil shutdown block (backup)
● HT water temperature shutdown block (backup)
● MCM stop/shutdown block
● Hardwired stop block
● Over speed shutdown block (backup)
● Emergency stop block
● Stop/shutdown override block
● Shutdown reset block
● Stop block
● Hard wired start block
● MCM start block
● Slow turning block
● Failure block
● Power supply block
23 - 20
Instrumentation and Automation
Relay module
LUBE OIL SHUTDOWN
LUBE OIL SHUTDOWN
BLOCKING
OPTIONAL SHUTDOWN
MCU STOP / SHUTDOWN
LOCAL STOP
OVERSPEED SHUTDOWN
EMERGENCY STOP
WECSWATCHDOG
STOP/SHUTDOWN OVERRIDE
SHUTDOWN RESET
LUBE OIL SHUTDOWN SWITCH FAILURE
OPTIONAL SHUTDOWN SWITCH FAILURE
ENERGIZED STOPSOLENOID FAILURE
STOPRELAY
LOCAL START BLOCKING
BACKUP U1
U2
U3
U4
U5
LOCAL START
WECSSTART
FUEL LIMITER
+ 12 VDC
SLOW TURNING
FAILURE ALARM
OVERSPEED
BY-PASS
SPEED SWITCH 1
SPEED SWITCH 2
SPEED PULSE
RELAY
MODULE
EMERGENCY STOPFAILURE
SHORT CIRCUIT
RM-11
Fig 23-25
V1
23.2.3. Power distribution & filtration
V1
The power module (PMOD) is a separate cabinet on the engine, that
handles the power distribution and filtration within the WECS 8000
system. On the front of the cabinet, there are separate switches for
disconnection of the 24 VDC system and the 110 VDC system. Both
the main and the backup voltages for both these DC-systems have
green lamps on the front of the PMOD cabinet, for indication of pres‐
ence of input voltage
23 - 21
Instrumentation and Automation
Signals between MCM-700, RM-11, solenoids & external system
MCM-700-1
Engine speed (backup)
Engine overspeed sh.d. info
LO press. sh.d. info
HT water temp. sh.d. info
Hardwired stop info
Emergency stop info
Start info
Trip/shutdown reset info
Stop/shutdown override info
RM failure
Start blocking signal
Stop signal
Start signal
Slow turning signal
Fig 23-26
23 - 22
RM-11
.
.
.
.
.
.
.
.
.
.
.
.
.
ST174
External system
n
PSZ201
P
TSZ402
T
HS722
HS723
HS721
HS725
OS7305
OS7308
OS7306
Engine running
RM failure
IS181
NS719
CV153-1
CV153-2
CV 321
CV331
V2
Instrumentation and Automation
PMOD cabinet
Fig 23-27
V1
The external 24VDC power supply enters the PMOD via two separate
inputs. The two 24 VDC power supplies are via diodes inside PMOD
connected to a EMC-filter. There are separate distribution lines from
the PMOD to each sub-module, all having an individual fuse.
23 - 23
Instrumentation and Automation
Principal design of the PMOD
PMOD
Safety wire loop
110 VDC
Filter
Lamp
Main switch
Fuse
0V
Safety wire loop
110 VDC
0V
PE
Filter
Lamp
Fuse
Lamp
Main switch
Fuse
Lamp
Fuse
0V
To CMOD
24 VDC
Filter
0V
24 VDC
110 VDC
Filter
0V
110 VDC
0V
PE
24 VDC
0V
PE
24 VDC
0V
PE
Fig 23-28
V2
A separate voltage of 110 VDC is in WECS 8000 used as drive voltage
for the high energy solenoids (both gas admission valves and pilot
fuel inj. valves). The external 110VDC power supply enters the PMOD
via two separate inputs. The two 110 VDC power supplies are via
diodes inside the PMOD connected together into one single supply.
This supply is then via a bidirectional EMC filter and a fuse connected
to the Cylinder controllers. The engine's safety wire loop will in a fail‐
ure situation or if an emergency stop is initiated, disconnect the 110
VDC power supply inside the PMOD in order to shut down the engine
in a very secured way. In some failure situations (see sep. chapter) a
pilot trip is performed, but also then the 110 VDC disconnection will
occur.
23.2.4. Other parts of WECS 8000
V1
● A CAN repeater. This signal repeater extends and isolates
galvanically the CAN-bus outside the engine. This external
interface is to be connected to an external configuration,
calibration & diagnostic tool (PC program), used by authorized
personnel. The transfer rate is 500 kbit/s.
● A media converter. This converter is used to convert the external
communication bus signal (Modbus TCP/IP) from an electrical
signal (from LDU) to a signal transferred optically through an
23 - 24
Instrumentation and Automation
optical fibre (to plant automation system). The transfer rate adapts
itself according to the device used externally to the engine, and
will be either 10 Mb/s or 100 Mb/s.
● A current converter for the diesel actuator. This signal converter
module converts the proportional 4-20 mA signal from the main
control module to a 0-200 mA signal used by the diesel actuator.
23.3.
Installation controls
23.3.1. Electric pre-lubricating pump
V1
The pre-lubricating pump start and stop is controlled by the unit con‐
trol panel.
The unit control panel shall perform following functions:
● Continuous lubricating when the engine is not running.
● Pre-lubricating before the start of the engine.
23.3.2. Preheating of cooling water
V1
Preheating of the cooling water is preferably controlled automatically.
In an installation with several engines and a common pre-heater the
circulating pump should start when one engine stops and stop when
all engines are running. The function should be checked for each in‐
stallation depending on the design of the cooling water system. Au‐
tomatic start and stop of the circulating pump, is to be controlled by
the unit control panel.
23.3.3. Fuel feed pump
V1
The function of the fuel feed pump should be checked for each in‐
stallation depending on the design of the fuel oil system. Automatic
start and stop of the feed pump, is to be controlled by the unit control
panel.
23 - 25
Instrumentation and Automation
23.4.
Speed measurement
23.4.1. Engine speed measurement
V1
The engine speed is measured, based on the signal from two speed
sensors. Both speed sensors are connected directly to the main con‐
trol module (MCM-700), where the speed calculation is carried out in.
The information is used as feedback for the internal speed controller,
but also for overspeed protection, and additionally in some engine
speed dependent control maps. In case both speed signals interrupt
in the main control module, it will use the speed indication sent out
over CAN from the cylinder control modules.
For the gas admission- and pilot injection timing processing, the cyl‐
inder control modules (CCM-10) need accurate information about the
engine speed and engine angular position. Therefore the engine
speed- and phase signals are connected to each cylinder control
module, for this calculation. These signals are hard-wired to each
module, i.e. not transferred as data over CAN.
For redundancy reasons two speed sensors and two phase sensors
are connected to each cylinder control module. The hardwired speed/
phase signal distribution is described in Fig 23-29.
Engine speed- & phase signal distribution
A
1
2
CC M 1 0
CC M 1 0
MCM 700
3
4
A.Engine,1.Prime speed & TDC,2.Backup speed & TDC,3.Prime phase,4.Back‐
up phase.
Fig 23-29
23 - 26
V2
Instrumentation and Automation
The engine speed is measured by means of pulses, coming from two
magnetic sensors, which are mounted at the flywheel. The speed
sensors are providing 24VDC square-wave pulses (amplified pushpull type output), derived from dedicated speed-sensing holes in the
flywheel. The pulse frequency generated by these sensors is hence
proportional to the engine speed
Speed sensor
Fig 23-30
V1
Phase sensor
Fig 23-31
V1
23 - 27
Instrumentation and Automation
As WECS 8000 must detect the accurate engine angular position, one
missing hole is arranged in both speed sensing hole-peripheries on
the flywheel, i.e. the pulse train will contain one missing pulse for each
engine revolution.
The angular locations of the missing holes are such, that the endedge (= positive electrical flank) of the hole coming after the missing
hole, is accurately at TDC (Top Dead Centre) of cylinder (A)1.
The speed sensors use separate holes, but the holes are "in parallel",
thus the phase difference between the two signals is negligible. The
number of holes is 120 minus the missing one, i.e. 120 - 1.
120 - 1 bored speed-sensing holes in the flywheel
A
B
A.Prime,B.Backup
Fig 23-32
V1
The sensing gap for these engine speed sensors has to be 2,5 mm
+/-0,2 mm. The speed signal pulse train from the two speed sensors
will have the shape as in Fig 23-33. This signal is connected to all
cylinder control modules, as well as to the main control module.
The main control module however, has no use of the TDC information,
only the speed level.
23 - 28
Instrumentation and Automation
Missing hole location, and speed signal pulse train
Cylinder (A)1 TDC
Direction of rotation
Drillings
Missing drilling
Sensor tip (M12)
Hi
Signals
Low
Cylinder (A)1 TDC
at first positive flank after
missing hole
Fig 23-33
V1
As the engines controlled by WECS 8000 are 4-stroke engines, the
crankshaft and thereby flywheel will make two revolutions for one
complete engine cycle. To detect which TDC marker signal (missing
pulse) belongs to the working phase of cylinder A(1), also engine
phase detection is needed. Two phase sensors are provided of re‐
dundancy reasons. These sensors are mounted at the driving end of
the camshaft of the engine. These sensors are PNP-type proximity
switches.
The phase sensors are detecting the "phase" of the engine by means
of detecting the position of a "half-moon" disc, attached to the driving
end of the camshaft. This disc is mounted in such a way, that a pos‐
itive edge (signal going high) will occur 180° BTDC of cyl. (A)1, and
will remain high until 180° ATDC for the same cylinder, see picture
below. Based on whether the phase signal is high (24VDC) or low
(0VDC) when the missing pulse comes, WECS can exclude the false
missing pulse. Only the missing transition coming while the phase
signal is high, is in WECS defined as true.
23 - 29
Instrumentation and Automation
Location of phase sensors
1
3
2
A
4
B
1.Camshaft,2."Half-moon" disc,3.Cylinder (A)1 TDC,4.Edge high/low
A:High,B.Low
Fig 23-34
V1
The sensing gap for these engine phase sensors has to be 1,5 mm
+/-0,2 mm.
All four sensors are individually monitored in the cylinder control mod‐
ules, and an alarm will be initiated if any of these sensors would fail.
Each cylinder control module sends the calculated speed over CAN
to the main control module, and if the prime speed signal fails in that
module, it will initiate an alarm, and use the information over CAN as
back-up signal for the speed controller and other calculations.
In case of an engine overspeed, the main control module will instantly
initiate an emergency stop. Also an independent second overspeed
protection is provided on DF engines, as part of the RM-11 module's
functionality. A separate back up engine speed sensor is connected
to this independent safety module, which is located in the WECS
cabinet of the engine. The RM-11 initiates independently of WECS
an emergency stop of the engine, in case engine overspeed is de‐
tected.
23.4.2. Turbocharger speed measurement
V1
The turbocharger speed is measured by magnetic speed pick-ups.
One sensor on each turbocharger produces a pulse train with two
pulses for each turbocharger revolution. The sensing gap has to be
between 0,2 ... 2,0 mm depending on turbocharger type. The sensors
are connected to the main control module, where the speed calcula‐
tion is performed.
23 - 30
Instrumentation and Automation
Turbocharger speed pickup
A
METAL
red -1
+V
yellow -4
black -2
4
1
3
2
OV
uncoloured -3
A.Alignment mark on the connector barrel (view from the end of the connector)
23.5.
Fig 23-35
V2
In/out signals
V1
Following below, a short description of all the inputs and outputs of
the WECS 8000 system. For signal type definitions and other details,
see installation specific wiring diagram.
23.5.1. Binary inputs
V1
● OS7302 Remote start: If no start blocking is active, the activation
of this input initiates a start of the engine, in the predetermined fuel
mode. If the engine is not in stand by (remote stand by request
input not active) the starting process will include slow turning of
the engine. In gas operating mode, the starting includes interactive
actions with the system controlling the gas valve unit, for relevant
sequencing of the engine external gas valves (safety- & vent
valves). The input is disabled when the local/remote switch on the
engine is in local position.
● OS 7317 Remote stand by request: When the engine is in stop
mode (shut down), the activation of this input will initiate periodical
slow turning of the engine (each half hour). This will ensure a fast
and secured start without slow turning, when an engine start is
23 - 31
Instrumentation and Automation
performed. If this input is toggled low/high, a slow turning will
immediately be performed, providing that the engine is ready for
start.
● OS7318 Blackout start mode: When this input is active, and an
engine start is initiated, certain start blockings (low lube oil
pressure and low HT water temperature) will be overridden, and
the engine will start in backup operating mode. This ensures a fast
and secured start in critical situations like a blackout. If the start
failure indication alarm is active, the start block (in case of failed
slow turning) will be overridden if blackout start mode is selected
true.
● OS7312 External start blocking 1: Engine start is prevented, if this
input is activated.
● OS7313 External start blocking 2: Engine start is prevented, if this
input is activated.
● OS7314 External start blocking 3: Engine start is prevented, if this
input is activated.
● OS7300G Gas mode request: The engine will start (when a start
command is given) and run in gas operating mode, providing that
gas mode operation premises are met (no gas- or pilot trip active).
Changing the request to another fuel mode during engine
operation, will initiate a fuel transfer to diesel- or backup mode.
The activation of this operating mode is overruled, if any other
operating mode is simultaneously requested.
● OS7300DI Diesel mode request: The engine will start (when a
start command is given) and run in diesel operating mode,
providing that diesel operating mode premises are met (no pilot
trip active). Changing the request to another fuel mode during
engine operation, will initiate a transfer to gas mode (if gas
operation premises are met), or to backup mode. The activation
of this operating mode is overruled, if backup operating mode is
simultaneously requested.
● OS7300B Backup mode request: The engine will start (when a
start command is given) and run in backup operating mode.
Changing the request to another fuel mode during engine
operation, will not automatically initiate a transfer to another fuel
operating mode. The engine must be restarted in gas- or diesel
operating mode, thus undergo a pilot system check during the start
sequence, before operation in these fuel modes is secured.
● IS940 Gas leak test complete: Signal sent from the external unit
control panel during an engine start in gas operating mode, or a
transfer to gas, after a successful gas valve unit leak test. This
signal indicates that the engine can initiate gas admission, i.e.
operate on gas.
23 - 32
Instrumentation and Automation
● OS7306 Stop/shutdown override: Overrides all stops and
automatically initiated shutdowns. Emergency stops (local/remote
emergency stop buttons), overspeed trips and external shutdowns
are however not overridden. When the stop/shutdown override
input is activated, the engine will automatically trip to backup
operating mode.
● OS7304 Remote stop: An activation of this input initiates an
immediate stop of the engine. When the engine has reached zero
speed (+ a short delay), the system will automatically enter stop
mode and "Engine ready for start" output is set high. The engine
can then be restarted without performing a reset. The input is
disabled when the local/remote switch on the engine is in local
position. As stop mode has higher priority than start mode,
simultaneous activation of start and stop (remotely or locally) will
result in a stop.
● OS7309 External shutdown 1: Initiates an immediate shutdown of
the engine. This shutdown is a latching function.
● OS7310 External shutdown 2: Initiates an immediate shutdown of
the engine. This shutdown is a latching function.
● OS7311 External shutdown 3: Initiates an immediate shutdown of
the engine. This shutdown is a latching function.
● OS7305 Emergency stop: Initiates an instant shutdown of the
engine. Will also trip the engine safety wire loop, thus disconnect
the valve drive voltage (to gas & pilot fuel valves), to secure a
shutdown in case of hardware failure in the valve drive circuitry.
An emergency stop cannot be blocked by the activation of the
stop/shutdown override input. As emergency stop mode has the
highest priority, activation of any other simultaneous command will
be overruled, if emergency stop is activated.
● OS7308 Trip/shutdown reset: An activation of this input will reset
the latch of a shutdown or emergency stop, or the latch after
tripping to diesel- or backup operating mode. If the reason for the
shutdown or trip isn't first cleared, the function will latch and cannot
be reset. The root cause for the engine shutdown/trip must always
be investigated, and action taken to correct the problem before a
restart or a transfer back to the requested fuel mode is performed.
● OS163 Speed/load increase: An activation of this input will ramp
up the speed reference of the internal speed controller. During
parallel running in droop mode, the activation of this input will lead
to an increase of the engine load. Input also used during
synchronization of the engine. The remote signal is disabled when
the local/remote switch on the engine is in local position, and the
input will follow the increase command from the local control
panel.
23 - 33
Instrumentation and Automation
● OS164 Speed/load decrease: An activation of this input will ramp
down the speed reference of the internal speed controller. During
parallel running in droop mode, the activation of this input will lead
to a decrease of the engine load. Input also used during
synchronization of the engine. The remote signal is disabled when
the local/remote switch on the engine is in local position, and the
input will follow the decrease command from the local control
panel. If remote increase and decrease commands are activated
simultaneously, the decrease command overrules an increase
command.
● GS101 MDF selected: Sets the engine safety in either HFO
(Heavy Fuel Oil) or MDF (Marine Diesel Fuel) operation mode.
Starting in gas mode is blocked if HFO is selected. Fuel oil
temperature alarm levels are different in MDF and HFO mode.
● OS798 Generator breaker status: A signal which indicates that the
generator breaker is closed. Will change the dynamics of the
internal speed controller. Some control modes will also change
when the generator breaker closes (see section 23.8Engine
control processes during operation, for details).
23.5.2. Binary outputs
V1
● IS872 Engine ready for start: Output is active when the engine is
in stop mode (engine standstill and reset) and no start blocking is
active.
● XS7318 Slow turning pre-warning: Used to start auxiliaries, such
as generator bearing lubricating oil pump etc. Indicates 20
seconds before a periodic slow turning (engine in stand by), that
this automatically initiated procedure is about to occur. The output
stays high also during the slow turning procedure. Not active
before normal start since the automation system then has started
necessary auxiliaries.
● IS875 Start failure indication: Indicates that an engine start has
failed.
● IB724 Remote control indication: Indicates that the remote/local
switch is in remote position, and engine operation is controlled
remotely.
● IS181 Speed switch 1: Output activated at a predefined "engine
running" speed level. See installation specific document for
details.
● IS182 Speed switch 2: Output activated at a predefined "engine
overspeed" speed level. See installation specific document for
details.
23 - 34
Instrumentation and Automation
● IS183 Speed switch 3: Output activated at a predefined third
speed level. See installation specific document for details.
● IS184 Speed switch 4: Output activated at a predefined fourth
speed level. See installation specific document for details.
● IS7323 Shutdown pre-warning: Output activated a predefined
time before the engine will automatically shut down, to ensure
possible manual activation of the system's Stop/shutdown
override input, in critical situations. The shutdowns related to here,
are engine internal automatic shutdowns with built-in delays, not
emergency stop signals or command signals.
● IB7324 Shutdown status: Indication that a shutdown or
emergency stop is active, and that the engine has shut down.
● IS7602 Stop/shutdown status: As above, but also activated at
normal stop. Output used to control the opening of the generator
breaker and other devices needing a status indication from the
engine.
● IS877 Engine run/stop: Output is active when engine is in startand run mode.
● NS719 Relay module failure: Indicates that there is a power-,
connection- or other hardware failure in the relay module. See
RM-11 description for details.
● NS801 PMOD alarm: Indicates that there is a power supply
abnormality detected in the PMOD module. See PMOD
description for details.
● NS881 Engine control system, minor alarm: Indicates that there is
a minor failure in the WECS 8000 system, not activating a
shutdown of the engine. This can be due to a missing signal,
abnormal supply voltage level or similar. Each time a new WECS
minor failure activates, this output toggles low/high for a preset
time.
● NS886 Engine control system, major failure: Indicates that there
is a major failure in the WECS 8000 system, which activates a
shutdown of the engine. This can be due to a module failure, an
internal CAN-communication failure, a power failure or similar.
Each time a new WECS major failure activates, this output toggles
low/high for a preset time.
● NS885 Common engine alarm: Indicates that an alarm (any alarm
or shutdown initiated by an engine sensor) is active. Each time a
new engine alarm activates, this output toggles low/high for a
preset time.
● IS166 Engine overload alarm: An alarm indicating that the engine
is running with overload. This alarm activates also if a load
reduction request is active, and the load is over the preset level.
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Instrumentation and Automation
● IS7315 Load reduction request: A signal sent to the power
management system via the unit control panel, which requests
reduction of the engine load. The signal stays active as long as
there is an abnormal engine condition, which sets limits to the max.
output of the engine. The load should be reduced according to
levels defined by the analogue output Max available power.
● OS940 Ready to transfer: Command to the unit control panel to
perform a gas leak test of the GVU (gas valve unit). This will occur
prior to transfer to gas operating mode.
● OS9310 Open gas supply: Command to the unit control panel to
open the GVU (gas valve unit) safety valve(s), shortly before the
engine begins to operate on gas (at start or transfer).
● CV947 MCC degasing valve control (optional): Command to the
unit control panel to open the GVU degasing valve, at a stop/
shutdown of the engine or a trip to diesel/backup operating mode.
The output is also active at an instant major load rejection, to
minimize the gas pressure transient. A degasing valve can also
be mounted on the engine.
● IS7300G Engine in gas mode: Indicates that the engine is in gas
operating mode. This output indicates the actual mode, and can
differ from the requested fuel mode, in case of the occurrence of
a gas trip or pilot trip.
● IS7300DI Engine in diesel mode: Indicates that the engine is in
diesel operating mode (diesel operation with pilot injection active).
This output indicates the actual mode, and can differ from the
requested fuel mode, in case of the occurrence of a pilot trip.
● IS7300B Engine in backup mode: Indicates that the engine is in
backup operating mode (diesel operation without pilot injection
active). This output indicates the actual mode, and can differ from
the requested fuel mode, in case a fuel transfer is not finalized.
23.5.3. Analogue inputs
V1
● UT793 Generator load: The measured engine load. Feedback
signal used by the internal speed/load controller, when in kWmode. The engine load signal is also used for load-dependent
mapping of the speed controller dynamics, and a number of other
maps & algorithms (see other sections).
● OT190 Analogue speed reference: Analogue reference of the
engine speed, used by the internal speed controller. This is
optional feature, only used in special applications.
23 - 36
Instrumentation and Automation
23.5.4. Analogue outputs
V1
● SI196 Engine speed: Signal proportional to the engine speed.
● SI518 TC A speed: Signal proportional to the A-bank turbocharger
speed.
● SI528 TC B speed: Signal proportional to the B-bank turbocharger
speed.
● IT797 Max available power: Signal defining the engine's max
available power output. The signal is a percentage value of the
rated power of the engine, and used in abnormal engine
conditions, when the available power is limited. The binary Load
reduction request output is active under such conditions, and the
power management system must reduce the engine output
accordingly.
● CV901 Main gas press control: Signal represents the set value of
the gas pressure, and the level is dependent of the engine load.
Connected to the pressure control device of the engine-external
gas valve unit (GVU).
23.6.
Safety system
V1
In WECS 8000 the data acquisition is distributed. All sensors are
connected to the distributed CCM-10 modules (number of modules
according to engine's cylinder number) and the two MCM-700 mod‐
ules. One MCM-700 is exclusively used for processing of sensor sig‐
nals. In the modules, the sensor signals are filtered, linearized and
scaled. Signal error checking is also handled, i.e. sensor- or wiring
failures will always be detected, and alarms issued. All measurements
are processed into engineering units, and the information is sent out
over the CAN-bus. All measurements are also available over Modbus
TCP/IP. In case of engine abnormalities, this is detected by the sen‐
sors, and WECS will automatically take appropriate action, in order
to ensure safe operation.
Therefore, there is a safety process in WECS 8000, where all abnor‐
malities are treated in the relevant way. Within the safety process, the
following safety categories exist:
● Alarm
● Start blocking
● Stop (manually initiated)
● Shutdown
● Emergency stop
23 - 37
Instrumentation and Automation
● Load reduction request
● Gas trip
● Pilot trip
Regarding the action in case of Shutdown, Emergency stop, Gas trip
and Pilot trip, please refer to the Engine modes section 23.7. Alarm-,
trip- & shutdown levels are described in installation specific docu‐
mentation.
23.6.1. Alarm
V1
● High fuel oil temperature, engine inlet
● Low fuel oil pressure, engine inlet
● Fuel oil leakage, injection pipe
● Fuel oil leakage, dirty fuel
● Low pilot fuel pressure at engine inlet (only if HFO operation)
● High pilot fuel temperature at engine inlet (only if HFO operation)
● Speed pulse missing in main control module
● Speed pulse missing from one sensor in cylinder control module
● Phase pulse missing from one sensor in cylinder control module
● High pilot fuel filter delta-pressure
● High lube oil temperature, engine inlet
● Low lube oil pressure, engine inlet
● Low lube oil pressure, turbocharger inlet
● High lube oil temperature, turbocharger outlet (A-bank on W50DF
V-engine)
● High lube oil temperature, turbocharger outlet B-bank (if W50DF
V-engine)
● Low starting air pressure
● Low control air pressure
● Low instrument air pressure
● Low HT water temp, jacket inlet
● High HT water temp, jacket outlet (A-bank on W50DF V-engine)
● High HT water temp, jacket outlet, B-bank (if W50DF V-engine)
● Low HT water press, jacket inlet
● Low LT water press, CAC inlet
● High exh. gas temp. after cylinder
23 - 38
Instrumentation and Automation
● High exh. gas temp. deviation from average
● High exh. gas temp. before turbocharger
● High exh. gas temp. after turbocharger
● High turbocharger speed
● High waste-gate valve position deviation
● High ambient temperature
● High charge air temp, engine inlet
● High charge air pressure, engine inlet (diesel- & backup operating
mode)
● Charge air shut-off valve position open when controlled closed
● Light cylinder knock
● High main bearing temperature
● High cylinder liner temperature
● High crankcase pressure
● High oil mist concentration
● Engine overload
● High internal temperature, MCM-700
● High internal temperature, CCM-10
● High gas pressure deviation from reference
● Engine load over max. transfer level (active only during transfer)
● CAN communication failure
● High valve drive voltage
● High electronics supply voltage
23.6.2. Start blocking
V1
● Engine running
● Mech. overspeed device tripped
● Stop lever in stop position
● Low pre-lubrication oil pressure, engine inlet *)
● Low HT water temp, jacket inlet *)
● Charge air shut-off valve position closed when controlled open
● Turning gear engaged
23 - 39
Instrumentation and Automation
● Start block in gas mode on engines with HFO operation: High fuel
oil temperature (if input "GS101 MDF selected" is not activated, or
if fuel oil temperature is high)
● Low valve drive voltage (gas- & diesel operating mode)
● External start blocking 1, 2 & 3
*) Overridden if Blackout start mode input activated
23.6.3. Stop
V1
● Local stop
● Remote stop
23.6.4. Shutdown
V1
● Rated speed not reached
● Mech. overspeed device tripped
● Stop lever in stop position
● Low lube oil pressure
● Low control air pressure (power plant applications)
● High HT water temp, jacket outlet
● High main bearing temperature
● High cylinder liner temperature
● High exhaust gas temp. after cylinder
● High crankcase pressure
● High oil mist concentration (load reduction, when required by
marine class. society)
● External shutdown 1, 2 & 3
23.6.5. Emergency stop
● Engine overspeed (WECS internal)
● Engine overspeed (RM-11)
● Engine low speed in run mode
● Emergency stop button activated
● Degassing failure
23 - 40
V1
Instrumentation and Automation
23.6.6. Load reduction request
V1
● High lube oil temperature
● High HT water temp, jacket outlet
● Low HT water press, jacket inlet
● High exh. gas temperature after cylinder
● High exh. gas temp. before turbocharger
● High exh. gas temp. after turbocharger
● High charge air temp., CAC outlet
23.6.7. Gas trip
V1
● Low fuel oil pressure
● Low instrument air pressure
● High exhaust gas temp. deviation from average
● Exhaust gas temp. sensor failure
● High charge air temp., CAC outlet
● Charge air pressure sensor failure
● Heavy cylinder knock
● Engine load signal failure
● Engine overload
● High load oscillation
● Generator breaker opening
● Grid breaker opening
● Gas pressure sensor failure
● High gas pressure deviation from reference
● Too long gas pressure build-up time at engine start
● High diff. pressure between gas pressure and charge air pressure
● Too long engine operation on low load
● Injection duration at max. too long
23 - 41
Instrumentation and Automation
23.6.8. Pilot trip
V1
● Speed pulse failure in cylinder control module
● Phase pulse failure in cylinder control module
● Pilot fuel pressure sensor failed
● High pilot fuel pressure
● Low pilot fuel pressure
● High pilot fuel pressure oscillation
● High pilot fuel pressure deviation from reference
● Low exhaust gas temp. (any cylinder) during pilot system check
at engine start
● CAN communication failure in cylinder control module
● Low valve drive voltage
● Low electronics supply voltage
● Engine safety wire loop tripped
23.7.
Engine modes
V1
The WECS 8000 engine management system controls and monitors
the engine parameters and initiates all required actions in different
situations. These actions can vary from giving an alarm to the oper‐
ator, to shutting down the engine. Depending on the status of the en‐
gine, there are a number of parameters controlled. E.g. when the en‐
gine is stopped, it is not valid to create alarms for cooling water pres‐
sure. Therefore alarms need to be suppressed under certain condi‐
tions. WECS 8000 has because of this and other reasons a number
of modes. Different modes have different priority, and the mode
changes can occur only according to predefined rules.
23 - 42
Instrumentation and Automation
Engine modes
Power up
Software
initialisation
Stop
Mode
Shutdown
Mode
Emergency
Stop Mode
Start
Mode
Run
Mode
Fig 23-36
V2
The engine modes are (listed in priority order from highest to lowest):
● Emergency stop mode. Proceeded after any other mode. The
engine is standstill or under deceleration, and brought to this mode
by activation of an engine related emergency stop (severe engineor WECS failure), or by activation through an emergency stop
button.
● Shutdown mode. Proceeded after stop mode, start mode or run
mode. The engine is standstill or under deceleration, and brought
to this mode by activation of an internal shutdown (engine- or
WECS failure), by activation of any of the external shutdown
inputs,or is temporarily entered in the sequence of a stop request.
● Run mode. Proceeded after start mode. The engine is running
(gas-, diesel- or backup operating mode) i.e. the speed is above
a preset speed limit and no stop, shutdown or emergency stop is
active.
● Start mode. Proceeded after stop mode. The engine is in the start
sequence (under acceleration). The start is initiated by a remote
start request (activation of remote start input). A possible start
blocking will prohibit the engine start to take place. Some start
23 - 43
Instrumentation and Automation
blockings (see separate section) will be suppressed if the blackout
start mode input is activated. Different fuel modes have partly
different start blockings.
● Stop mode. Proceeded after shutdown mode or emergency stop
mode. When the WECS 8000 system is powered up, the default
engine mode is stop mode. The engine is always standstill in this
mode. If an automatically initiated shutdown or emergency stop
has occurred, a reset must be performed before the engine enters
stop mode. The engine is not necessary ready for start (a binary
output will indicate this), a start blocking can be active in this mode.
A binary output and the LDU display, will indicate if the engine is
ready for start.
Following, a more detailed description of each mode, including flow‐
charts of the sequences used.
23.7.1. Emergency stop mode
V1
In emergency stop mode, the engine will be automatically and in‐
stantly stopped (without sequencing), additionally secured by discon‐
nection of power supply to some control devices. The emergency stop
mode has the highest priority of all engine modes, and can be acti‐
vated by an emergency stop request created in any other engine
mode. Engine overspeed, the activation of an emergency stop button
or degassing failure are the categories for activation of this mode. The
engine will always remain in emergency mode until a reset is made.
Of safety reasons, a safety wire loop is part of the WECS 8000 design
concept. This hard-wired signal loop is connected to each module of
WECS 8000, and is also controlled by engine external signals.
23 - 44
Instrumentation and Automation
Engine safety wire loop
CIB
CIB
Emergency stop info
B+
IB+
Safety
wire
SSR
Safety wire status
External emergency stop
SSR
SSR
CIB
MCM-700
B+
IB+
B+
CCM 10
Safety
wire
Safety
wire
IB+
B+
CCM 10
SSR
Safety
wire
IB+
CCM 10
A1 CABINET Local
+24V
emerg.
stop
+110V
SSR
Safety wire loop
CIB
Fig 23-37
V2
In case of activation of the engine external emergency stop, the local
emergency stop, or in case of a WECS module failure, the safety wire
loop will be opened, and a WECS independent solid state relay will
disconnect the valve drive supply from the Cylinder controllers. Each
WECS module has a dedicated output controlling this loop, and the
Main controller is also reading the status of it.
The CIB (Cabling Interface Box) mounted on each WECS module is
equipped with LED's, to indicate the status of a number of parameters
in the individual modules.
There are totally 10 LED's on the CIB:
● CAN 1 (flashes in yellow, when CAN-bus status is OK)
● CAN 2 (flashes in yellow, when 2nd CAN-bus status is OK (if a
2nd CAN-bus is used))
● PWR CTL (green light is on, when 24 VDC supply is connected to
electronics)
● PWR DRW (green light is on, when 110 VDC supply is connected
to valve drive circuitry)
● FAIL (red light is on, if there is a failure of the module)
● PWR 5V (green light is on, when 5 VDC supply from the module
is present)
● SWL 1 CTL (green light is on, when the safety wire loop output of
the specific module is OK)
● SWL 1 STATUS (green light is on, when the safety wire loop status
is OK)
23 - 45
Instrumentation and Automation
Following LED's are only in use if a 2nd safety wire loop is used:
● SWL 2 CTL (green light is on, when the safety wire loop 2 output
of the specific module is OK)
● SWL 2 STATUS (green light is on, when the safety wire loop 2
status is OK)
LED's on Cabling interface Box
L
CT
R
DW
2
1
US
AT
ST
L2
SW
L
CT
L2
US
SW
AT
ST
L1
SW TL
C
L1
SW
5V
R
PW
IL
FA
R
PW
R
PW
N
CA
N
CA
Fig 23-38
V2
The control sequence in case of an emergency stop request, is built
according to the flow chart in Fig 23-39.
23 - 46
Instrumentation and Automation
Emergency stop mode sequence
Emergency stop mode routine *)
*) Background check
routine for activation of
emergency stop mode
continuously active.
Disable MFI control and PFI control
Set IB7324 Shutdown indication,
IS7602 Stop/shutdown status OS820
Main controller shutdown, CV153-1/2
Diesel stop solenoid, CV621
Charge air shut-off valve*) and
CV947 MCC degasing valve true.
Set IS877 Engine run/stop, and
OS940 Ready to transfer false
*) Only in case of
engine overspeed
(used only on
offshore installations)
Engine
speed = 0?
Y
Transition on
OS7308 Reset
and no
shutdown/
em.stop
active?
Y
Enter stop
Fig 23-39
V2
23 - 47
Instrumentation and Automation
23.7.2. Shutdown mode
V1
In shutdown mode, the engine will be automatically stopped, in a se‐
quenced way. Shutdown mode can only be overridden by emergency
stop mode. A shutdown can be activated due to different reasons.
The WECS 8000 safety (see separate section) will request shutdown
mode, based on abnormal engine conditions detected by a number
of engine sensors. The external shutdown inputs will also request
shutdown mode. The engine will always remain in shutdown mode
until a reset is made, except in the situation when shutdown mode is
temporarily entered in the sequence of a (manual) stop request.
The control sequence in case of a shutdown request, is built accord‐
ing to the flow chart below.
23 - 48
Instrumentation and Automation
Shutdown sequence
Shutdown
mode active *)
*) Background check
routine for activation of
shutdown mode
continuously active.
Set IB7324 Shutdown
indication*),IS7602
Stop/shutdown status
OS820 Main
controller shutdown*)
Diesel stop solenoid true.
Set IS877
Engine run/stop,
and OS940Ready
to transfer false.
Disable MFI control
Engine
speed <
PFI
enable speed?
Shutdown
max time
elapsed?
Y
Set CV311 control
air solenoid false.
Disable PFI
control. Set CV947
MCC degasing
valve true
Enter
emergency
mode
Engine
speed =
0?
Y
No reset transition
necessary, only timed
delay, if HS722 local stop
or OS7304 remote stop
caused the shutdown
Transition
on OS7308
reset and no
shutdown/em.s top
active?
Y
Enter stop mode
Fig 23-40
V2
23 - 49
Instrumentation and Automation
23.7.3. Run mode
V2
WECS 8000 switches over from start mode to run mode, when the
engine speed reaches 175 rpm during acceleration, and this mode
will remain active until a (manual) stop is requested, or a shutdownor emergency stop request has become active.
In run mode, the engine can operate in three different fuel operating
modes; gas-, diesel- or backup mode. The engine can be started in
any of these modes (defined by the status of the gas- diesel- & backup
mode request inputs), and a transfer to another mode is possible un‐
der engine operation. If the engine has been started to operate in
backup operating mode, it is however not possible to perform a trans‐
fer to gas operating mode, because the pilot injector check was not
performed during the start sequence, or has been disabled during
engine operation. A transfer from diesel- to gas mode is only possible,
after the reason for the trip has been cleared and a reset performed.
The control sequence in case of a transfer to gas, is built according
to figure shown below.
23 - 50
Instrumentation and Automation
Transfer sequence, part 1/2
Transfer
routine
Transition
of OS7300G
Gas mode
request to
true
Return
Y
Gas trip
or pilot trip
active?
Engine
load <
transfer
load limit?
Y
Return
Return
Set OS 940 Ready
to transfer true
IS940
Gas leak test
complete
true?
Max
leaktest
time
elapsed?
Y
Set OS 940 Ready
to transfer false
Y
Set OS940 Ready
to transfer false
Set alarm MCC
press builduo time
elapsed true,
trip to diesel mode
Set OS931O Open
gas supply true
G
Fig 23-41
V2
23 - 51
Instrumentation and Automation
Transfer sequence, part 2/2
G
Enable gas press.
control and ramp
gas press. reference
acc. to MCC gas press.
ref. rate
Min gas
press.
time
elapsed?
Gas
Pressure
>= MCC
gas press
ref[load]?
Y
Set CV947 MCC
degasing valve
true
Y
Set alarm gas
supply
system failure true,
trip to diesel mode
Delay gas
ventilation time
Set CV947 MCC
degasing valve
false
Activate transfer mode
and ramp gas/diesel fuel
ratio from 100%
diesel to 100%
gas, then
Activate gas mode
and set IS7300G
Engine in gas
mode true
Continue gas
mode run
routines
Fig 23-42
23 - 52
V2
Instrumentation and Automation
23.7.4. Start mode
V1
If the engine is in stop mode, and no start blocking is active, an engine
start can be initiated by giving a start signal either locally on the en‐
gine, or via theremote start input. If the local/remote switch on the
engine is in local mode, a remote start is automatically prohibited.
During the engine start some safety is temporarily overruled. The start
has to be finished within a certain time frame, otherwise a start failure
alarm will be initiated, and the start sequence will be interrupted.
If the remote standby request input is activated, the engine will peri‐
odically perform a slow turning, and the engine is thereby continu‐
ously ready for an immediate start (stand-by). If a start is initiated
under these conditions, the engine will start without slow turning, to
ensure a fast and secured start under all conditions.
If the blackout start mode input is activated, the engine start routine
will override start blockings for low lube oil pressure and HT water
temperature. If the start failure indication alarm is active, the start
block (in case of failed slow turning) will be overridden if blackout start
mode is selected true. The engine will always start in backup operat‐
ing mode when blackout start mode is selected true, to secure a fast
engine start without the performing the pilot injector check routine.
When the engine is started in gas operating mode, the start sequence
is extended, with initially a leak test of the gas valve unit, and then
additionally a pilot injector test (each cylinder) to ensure a safe start
without risk of misfiring (or dead cylinder) when gas admission will
begin. The diesel actuator (i.e. the main diesel injection) is controlled
to assisting the start on gas, to ensure that the engine speed will reach
sufficiently high for making a pilot injector check. During this test the
main diesel fuel injection is disabled. If all cylinders under the subse‐
quent pilot injector check reach a minimum preset exhaust tempera‐
ture level, the gas admission will begin, and the engine accelerates
up to rated speed. If the pilot test fails, at trip to backup operating
mode will occur, and the engine will continue the start process as
defined in backup mode.
The start in diesel operating mode is similar to a start in gas mode,
but no gas valve unit leak test is performed, and main diesel fuel will
be used instead if gas admission, after the pilot injector test is finished.
The start in backup operating mode is similar to the start of a normal
diesel engine. Only the main diesel fuel will be used (diesel actuator
controlling the fuel rack system). Slow turning will however be per‐
formed during the start sequence, unless the blackout start mode is
activated.
The control sequence for engine start in different fuel operating
modes, is built according to the following flow charts.
23 - 53
Instrumentation and Automation
Start mode, preconditions
Start mode
routine *)
Y
OS7318
Blackout
start mode or
OS7306
Stop shutdown
override
true?
OS7300
DI Diesed
mode
request
true?
OS7300G
Gas
mode
request
true?
Y
Y
Set IS7300B
Engine in backup
mode true
Set IS7300DI
Engine in diesel
mode true
Set IS7300G
Engine in gas
mode true
Backup
mode start
routine
Diesel mode
start routine
Gas mode
start routine
Fig 23-43
23 - 54
*) Startblocking check
routine continuously
running in the background
V2
Instrumentation and Automation
Start sequence in gas operating mode, part 1/4
Gas mode start routine
Activate start mode, set CV311
Control air solenoid and
IS877 Engine run/ stop true.
Set IS872 Engine ready for
start false. 50DF: Set CV947
Degasing valve false
OS7317
Standby
mode request
false &
50 CD
A = Slow turning
routine A
B = Slow turning
routine B
Y
A: Set CV321 Start valve true
B: Set CV321 Start
valve & CV331
Slow turning valve true
Engine
revs >=
gas vent.
turns?
Slowturning
routine
Gas vent
maxtime
elapsed?
Y
Set IS875
Start failure
indication
true, enter
shutdown mode
Y
Y
Engine
speed >
PFI enable
speed?
Max start
time
elapsed ?
Y
50DF: Set CV153-1/
CV153-2 diesel
stop solenoid false
50DF: Enable diesel MFI
control, set MFI demand acc.to
diesel start fuel limiter [speed]
A
Fig 23-44
V2
23 - 55
Instrumentation and Automation
Start sequence in gas operating mode, part 2/4
A
Enable PFI control
Delay pilot press contr,
activation time
32DF: Set CV130
pilot fuel pump
start true
Ramp pilot press
reference acc. to
pilot start ramp
Pilot
press. >
pilot PID
act. level?
Pilot
press
build-up time
elapsed?
Y
Set alarm
pilot system
failure true,
trip to backup
mode
Y
Set IS875
Start failure
indication
true, enter
shutdown mode
Y
Enable pilot fuel
pressure control
Engine
speed >
start air
disable
speed?
Max start
time
elapsed?
Y
A: Set CV321 Start
valve false.
B: Set CV321 Start
valve & CV331
Slow turning valve false
A = Slow turning routine A
B = Slow turning routine B
B
Fig 23-45
23 - 56
V2
Instrumentation and Automation
Start sequence in gas operating mode, part 3/4
B
Engine
speed >
run mode
level?
Max start
time
elapsed?
Y
Set IS875
start failure
indication
true, enter
shutdown mode
Y
Set IS875
start failure
indication
true, enter
shutdown mode
Y
Set alarm
pilot injection
failure true,
trip to backup
mode
Y
Set alarm gas
supply
system failure
true, trip to
diesel mode
Y
Check valid only
for 50DF
Engine
speed >
diesel MFI off
speed?
Max start
time
elapsed?
Y
50DF: Disable MFI
control, set
CV153- 1/2 Diesel
stop solenoid true
50DF: Delay
exhaust
stabilisation time
Exh. temp
[cyl] > pilot
check temp
[HT temp]?
Pilot
check
time
elapsed?
Y
Set OS9310 Open
gas supply true,
enable gas MFI
control
IS940 Gas
leak test
complete
true?
Leak test
time
elapsed?
Y
C
Fig 23-46
V2
23 - 57
Instrumentation and Automation
Start sequence in gas operating mode, part 4/4
C
Enable gas
pressure control,
ramp gas pressure
reference acc. to
gas ramp rate
Gas
pressure
>min gas
press?
Max gas
buildup
time
elapsed?
Y
Set alarm gas
pressure not
reached true,
trip to diesel mode
Y
Set IS875
start failure
indication true,
enter
shutdown mode
Y
Ramp speed ref.
from idle to rated,
with start ramp
rate
Engine
speed >
start limit
window?
Max start
time
elapsed?
Y
Continue gas
mode run
routines
Fig 23-47
23 - 58
V1
Instrumentation and Automation
Start sequence in diesel operating mode, part 1/3
Diesel mode
start routine
Activate start mode, set
CV311 Control air solenoid
and IS877 Engine run/stop
true. Set IS872 Engine
ready for start false.
50SDF: Set CV947
Degasing valve false
OS7317
Standby
mode request
false &
50DF?
A = Slowturning
routine A
B = Slowturning
routine B
A: Set CV321 Start
valve true.
B: Set CV321 Start
valve & CV331
Slowturning valve true
Engine
speed > PFI
enable
speed?
Y
Slowturning
routine
Maxstart
time
elapsed?
Y
Set IS875 start
failure indication
true, enter
shutdown mode
Y
50DF:
Set CV153-1/CV153-2
Diesel stop solenoid false
50DF Enable diesel MFI
control, set MFI demand
acc. to diesel start fuel
limiter [speed]
Enable PFI control
Delay pilot press contr.
activation time
E
Fig 23-48
V2
23 - 59
Instrumentation and Automation
Start sequence in diesel operating mode, part 2/3
E
32DF: Set CV130
Pilot fuel pump
start true
Ramp pilot press
reference acc. to
pilot start ramp
Pilot
press. >
pilot PID
act. level?
Pilot
press
build-up
time
elapsed?
Y
Set alarm
pilot system
failure true,
trip to backup
mode
Y
Set IS875
start failure
indication
true, enter
shutdown mode
Y
Enable pilot fuel
pressure control
Engine
speed >
start air
disable
speed?
Max start
time
elapsed?
Y
A= Slow turning
routine A
B= Slow turning
routine B
A: Set CV321 Start
valve true.
B: Set CV321 Start
valve & CV331
Slow turning valve
true
F
Fig 23-49
23 - 60
V2
Instrumentation and Automation
Start sequence in diesel operating mode, part 3/3
F
Engine
speed >
run mode
level?
Max start
time
elapsed?
Y
Set IS875 start
failure indication
true, enter
shutdown mode
Max start
time
elapsed?
Y
Set IS875 start
failure indication
true, enter
shutdown mode
Pilot check
time
elapsed?
Y
Set alarm pilot
injection failure
true, trip to
backup mode
Max start
time
elapsed?
Y
Set IS875 start
failure indication
true, enter
shutdown mode
Y
Check valid only
for 50DF
Engine
speed >
diesel MFI
off speed?
Y
50DF: Disable MFI control,
set CV153-1/CV153-2
diesel stop solenoid true
50DF: Delay exhaust
stabilisation time
Exh. temp
[cyl] >pilot
check temp
[HT temp]?
Y
Enable diesel MFI control, set
MFI demand acc. to diesel
start fuel limiter [speed]
Ramp speed ref. from idle
to rated, with start ramp rate
Engine
speed >
start limit
window?
Y
Continue diesel
mode run routines
Fig 23-50
V2
23 - 61
Instrumentation and Automation
Start sequence in backup operating mode, part 1/2
Backup mode
start routine
Activate start mode, set
CV311 Control air solenoid
and IS877 Engine run/stop
true. Set IS872 Engine
ready for start false. 50DF:
Set CV947 Degasing valve
false
OS7317 Standby
mode request
false&
50DF?
A = Slowturning routine A
B = Slowturning routine B
A: Set CV321 Start
valve true.
B: Set CV321 Start
valve & CV331
Slowturning valve
true
Engine
speed >
PFI enable
speed?
Y
Slowturning
routine
Max start
time
elapsed?
Y
Set IS875 start
failure indication
true, enter
shutdown mode
Y
Enable diesel MFI
control, set MFI
demand acc. to
diesel start fuel
limiter [speed]
Engine
speed >
start air
disable
speed?
Max start
time
elapsed?
Y
Set IS875 start
failure indication
true, enter
shutdown mode
Y
A = Slowturning routine A
B = Slowturning routine B
A: Set CV321 Start
valve true.
B: Set CV321 Start
valve & CV331
Slowturning valve
true
D
Fig 23-51
23 - 62
V2
Instrumentation and Automation
Start sequence in backup operating mode, part 2/2
D
Engine
speed >
run mode
level?
Max start
time
elapsed?
Y
Set IS875 start
failure indication
true, enter
shutdown mode
Y
Set IS875 start
failure indication
true, enter
shutdown mode
Y
Ramp speed ref.
from idle to rated,
with start ramp rate
Engine
speed >
start limit
window?
Max start
time
elapsed?
Y
Continue
backup mode
run routines
Fig 23-52
V2
23.7.5. Stop mode
V1
When the WECS 8000 system is powered up, stop mode will be en‐
tered by default. After a manually activated stop of the engine, stop
mode will be entered when the engine is standstill, and a timed delay
has elapsed. Stop mode is also entered after an automatic shutdown
or emergency stop, but not before the engine is standstill and the
reset has been pressed. In case a start blocking is active in stop
mode, an engine start is automatically prohibited. A number of engine
conditions, as well as the activation of any of the external start block‐
23 - 63
Instrumentation and Automation
ing inputs, can lead to this situation. See Alarm and Safety section for
details. When no start blocking is active, the output ready for start will
be set high. This condition will also be indicated on the LDU.
In stop mode, slow turning will occur periodically, if the remote stand‐
by request input is set high, and the engine ready for startcondition is
true.
The control sequences under stop mode, are built according to the
following flow charts Fig 23-53.
23 - 64
Instrumentation and Automation
Stop mode sequence, part 1/2
Stop mode
routine
Set IB7324 Shutdown
indication, IS7602
Stop/shutdown
status, CV153-1/
CV153-2 Diesel stop
solenoid, CV621
Charge air shut-pff
valve, CV311 Control
air solenoid and
OS931O Open gas
supply false
Set OS820 Main
controller shutdown
and OS940 Ready
to transfer false.
Set CV947 MCC
degasing valve true
Set CV901 main
gas pressure to
stop mode
reference
*) OS7312 external start blocking 1
OS7313 external start blocking 2
OS7314 external start blocking 3
Any
internal or
external *)
start block
true?
Set IS872 Engine
ready for start true
Y
Set IS Engine
ready for start true
if any of *) are the
only start blocks,
and disable these.
Y
OS7318
Blackout
mode input
true?
*) PT201 Low lub. oil press.
TE401 Low HT water temp.
H
Fig 23-53
V2
23 - 65
Instrumentation and Automation
Stop mode sequence, part 2/2
H
OS7317
Remote
standby
request
true?
Enable cyclic
slowturning
routine
Y
Disable cyclic
slowturning
routine
HS721
Local
start
true?
OS7302
Remote
start true?
Return
Y
Y
HS724
Local
mode
false?
HS724
Local
mode
true?
Return
Return
Y
Y
Enter start
mode routine
Fig 23-54
23 - 66
V2
Instrumentation and Automation
Cyclic slow turning
Cyclic
slowturning
routine *)
*) Background check to
enter this sub-mode.
Condition: Stop mode
active AND OS7317
standby mode request
true AND Engine ready for
start true. Routine immediately
disabled if conditions are false.
Reset timer
slowturn cycle
time
Delay
slowturn
cycle time
elapsed?
Y
Pos flank
on standby
mode
request?
Y
Set XS876
slowturning
prewarning true
Delay slowturning
pre-warning time
Slowturning
routine
Fig 23-55
V2
23 - 67
Instrumentation and Automation
Slow turning routines (A = In-line engine, B = V-engine)
Slowturning
routine A
Slowturning
routine B
Reset slowturn
maxtime. Set
CV153-1/-2 Diesel
stop solenoid true
Reset slowturn
maxtime
set CV153-1/2 Diesel
stop solenoid true
Set CV321 Start
valve true
Set CV331
Slowturning
valve true
Delay start
friction
kick elapsed
Delay pneum
settle time
elapsed?
Y
Y
Set CV331
Slowturning valve
true
Engine
revs >=
slowt.
revs?
Y
Set CV321 Start
valve true
Delay
slowturn
maxtime
elapsed?
Y
Set CV331
Set CV331
Slowturning valve
Slowturning
false. Set CV153-1/ valve and CV321
CV153-2 Diesel
Start valve false.
stop solenoid false
Set status
(not if DF in gas
slowturning
mode)
failed true
Return
Fig 23-56
23.8.
Shutdown
mode
Delay
start
friction
kick elapsed?
Y
Set CV321 Start
valve false
Engine
revs >=
slowt.
revs?
Y
Delay
slowturn
maxtime
elapsed?
Y
Set CV321 Start
valve true. Set
CV153-1/CV153-2
Diesel stop
solenoid false (not
if DF in gas mode)
Set CV331
Slowturning valve
false. Set status
slowturning
failed true.
Return
Shutdown
mode
V2
Engine control processes during operationV1
WECS 8000 performs a number of continuous control processes on
the engine, when the engine is in run mode. Below, a brief description
of each of these processes, including functional block diagrams.
23 - 68
Instrumentation and Automation
23.8.1. Internal governor
V1
The internal governor is provided with speed setting functions for
synchronising, load sharing during speed droop control, as well as
load control. It also provides fuel limitation and acceleration ramps
used at engine start.
Engine speed- and load control
Breaker status
Generator load
Power output
Inc./Dec. speed
CCM
120-1 sensor
Main gas
duration
CAN
Engine speed
Main gas
control valve
MCM
Synchronizer
Profibus
Diesel actuator
- Engine speed
- Speed reference
- Engine load
- Load reference
Fig 23-57
V2
23.8.1.1. Engine speed control
V1
The speed reference is compared with the measured engine speed.
The difference between these signals constitutes the input to a PIDcontroller. The regulation output of this controller will accordingly vary,
to sustain the reference level. This output will either control the open‐
ing duration of the gas valves (gas operating mode) or the diesel fuel
rack position (diesel- or backup operating mode). If load control mode
is selected, another PID control loop becomes active.
The PID-controller has different sets of dynamic parameters for op‐
eration with the generator breaker open (speed dependent mapping)
and closed (load dependent mapping) to obtain an optimal stability
under all conditions. Some adaptive speed deviation dependent fea‐
tures are also provided, to minimize large speed fluctuations in island
mode.
To prevent the excessive engine speed increase during accidental
opening of the generator breaker, the output of the PID-controller is
temporarily set to zero.
Two fuel limiters are available. The start fuel limiter is only active in
during engine start, up to a speed level of rated - 20 rpm. The start
fuel limiter settings are engine speed dependent (8-point table), and
the limiter works in combination with a speed reference ramp, also
23 - 69
Instrumentation and Automation
used at engine start. Another fuel limiter limits the max. fuel demand
(gas valve opening time) when the generator breaker is closed, to
prevent too rich air/fuel ratio.
23.8.1.2. Synchronising sequence
V1
For synchronising, the system's speed increase/decrease binary in‐
puts are used. When the engine reaches rated speed, an external
device activates the synchronising sequence. Commands from a syn‐
chroniser unit activate the two binary inputs "speed increase" and
"speed decrease" in WECS. The speed reference can be altered be‐
tween an allowed min. and max. speed reference level, in steps of 1
rpm (tuneable) when activating these inputs. The internal speed ref‐
erence is in this way adjusted so that the generator's frequency will
match the net frequency. When the two frequencies are matched, the
generator breaker closes. An instantaneous increase of the internal
speed reference occurs automatically when WECS detects that the
generator breaker closes (separate status input) to assure that there
occurs on unintentional reverse power of the genset.
When the generator breaker is closed and the engine is operated in
droop (speed control mode), the loading of the engine occurs by al‐
tering the speed increase/decrease over Modbus TCP/IP, or with the
binary speed increase/decrease inputs, The reference changes in
steps of 0,1 rpm (tuneable). The change rate is defined according to
the increase (or decrease) signal pulse width. Increase commands
are used until the load level of this engine is equal to other engines
running in parallel. The load level of the engine will after this be ac‐
cording to the consumers connected to the isolated net.
23.8.1.3. Load sharing
V1
When two or more engines are operating in parallel, some kind of load
sharing must be provided. Load sharing means that each engine will
contribute equally to the total power demand, and it ensures that load
changes are absorbed evenly by the engines.
When the engine is operated in speed control mode, load sharing with
other engines is normally provided with the use of speed droop. Drop
control is a load sharing method, by which parallel running engines
share the load by decreasing their speed reference proportionally to
an increase in load.
The droop value is normally set to 4 %, but the setting is adjustable.
Too low droop value means that the load can start oscillating between
the engines. Too high droop value means that the plant's frequency
decreases steeply with the load level. Load sharing based on droop,
means that the power management must compensate the effect de‐
rived from the droop slope. Therefore, this system must operate the
speed increase/decrease inputs of WECS (in so called cascade con‐
trol) to ensure that the net frequency is kept constant regardless of
23 - 70
Instrumentation and Automation
the load level. Speed control with droop is used on plants operating
in island mode, but it can also be used when operating against a grid
utility. In the latter case, load control is however recommended.
Isochronous load sharing can in some applications and under special
conditions be provided. If isochronous load sharing is used, also input
signals for a load sharing line and the load sharing error is needed,
as well as an output for closing/opening of the load sharing line.
23.8.1.4. Load control
V2
Note!
The load control function is designed for land based power plants and
is not used in ship power applications.
The load control function is enabled if kW-mode is selected. This
mode can only be activated when the generator breaker is closed.
Also the grid breaker must be closed, if the plant configuration is such,
that kW-mode is only applicable when this breaker closes. The load
control mode has most benefits in base load applications where the
grid frequency stability is low. The engine load will not fluctuate ac‐
cording to the frequency in the same way as if it would do in speed
control mode with droop. In load control mode, the load reference is
compared with the actual load of the engine. The difference between
these signals constitutes the input to a PID-controller. The regulation
output of this controller will accordingly vary, to sustain the reference
level. This output will either control the opening duration of the gas
valves (gas mode) or the diesel fuel rack position (diesel- or backup
operating mode). The PID-controller's dynamic settings have load
dependent mapping.
If the frequency deviates outside a fixed window, the control mode
will automatically trip back to speed control. The speed reference is
updated continuously by the speed control loop also in load control,
which means that if a trip occurs, the transfer will basically be bump‐
less (no load swing). By giving a reset, the load control mode will be
restored, providing that all enabling conditions are met.
23.8.2. Gas feed system
V1
The gas supplied to the engine passes at first a gas valve unit (GVU).
The gas valve unit consists of a filter, temperature/pressure sensors,
a pressure regulating valve, safety (shut-off) valves and ventilation
valves.
23 - 71
Instrumentation and Automation
Gas feed system
Air
NC
PT TE
Gas supply
Degasing
valve 1
NO
NC
PT
Regulating
valve
Shut off
valve 1
Degasing
valve 2
NO
Degasing
valve 3
NC
PS
Fig 23-58
Shut off
valve 2
NO
Degasing
valve 4
Engine
Main gas
V2
The solenoid valves (safety and ventilation valves) on the gas valve
unit are controlled by an engine external system, while the pressure
regulating valve is controlled by WECS 8000. During engine start &
stop, the sequenced control of the safety and ventilation valves is
communicated between WECS and the unit control panel. This com‐
munication also includes a valve leakage test, performed prior to ev‐
ery engine start.
23.8.3. Gas pressure control
V1
The gas supply pressure reference is calculated in the WECS 8000
main control module, and this reference is dependent on the engine
load. An electrical pressure reference signal is sent out to the pres‐
sure regulating valve. The actual gas pressure is measured on the
engine and compared to the reference pressure. If the deviation is too
high, an alarm will be initiated. If the deviation increases even more,
the safety valves on the gas valve unit will cut the gas supply to the
engine immediately.
23 - 72
Instrumentation and Automation
Gas pressure control
Generator load
P
I
MCM
power output
Profibus
Gas pressure
- Main gas pressure
- Main gas pressure reference
I P
I/P Transm.
Gas
Fig 23-59
V2
23.8.4. Gas admission
V1
The amount of main gas admitted to each cylinder is controlled by the
cylinder individual gas valves, which are actuated by the cylinder
control modules. The amount of gas admitted depends on the gas
supply pressure and the time the main gas solenoid valve is open
(duration). The gas fuel is admitted further away- or closer to the TDC
by changing the main gas solenoid valve opening moment (timing) in
order to obtain an optimal air/gas mixture. The WECS 8000 system
uses preset (map) values to optimise this mixture during engine op‐
eration. Valve duration and timing references are sent to the cylinder
control modules from the main control module over the CAN-bus.
Duration and timing can be controlled individually for each cylinder.
The admission timing depends on engine speed and load. The ad‐
mission duration is dynamically controlled by the internal load/speed
controller, to obtain preset reference levels (see speed- & load control
chapters). In order to accurately open the gas valves according to the
duration and timing references, each cylinder control module calcu‐
late engine angular position based on the pulse train from the speed/
phase sensors. Both duration and timing references are sent over
Modbus TCP/IP to the unit control system.
23 - 73
Instrumentation and Automation
23.8.5. Diesel actuator
V1
In diesel- and backup operating mode, the main fuel injection control
is handled by a diesel actuator, setting the angular position of a diesel
fuel rack on the engine. The control signal to this actuator derives from
the same fuel control loop, as used for gas admission (determined
according to speed- or load control conditions of the engine, see
speed control chapter). During a transfer or a trip, the percentage
share between the fuel demand output to the gas admission valves
and the diesel actuator goes through a divider, i.e. the share will ramp
from 0 % to 100 % or vice versa. The fuel control loop output is con‐
verted into a proportional electrical signal, which is connected to a
rotary electro/hydraulic actuator. Between the main control module
and the actuator, a signal converter (4 ... 20mA/0 ... 200 mA) is used.
During cranking of the engine, the oil pressure in the actuator is boos‐
ted be means of a separately controlled booster valve.
23.8.6. Pilot system
V1
On DF engines, pilot injection of diesel fuel into the cylinder is needed,
in order to provide a secured and accurately defined ignition of the
gas. The amount of pilot fuel injected is electronically controlled by
the cylinder control modules, which are actuating high-energy sole‐
noid valves integrated in the pilot fuel injectors. The pilot injection
system is normally activated in both gas- and diesel operating mode.
In diesel operating mode the injection is activated just to keep the pilot
injection nozzles clean. The engine is during the start in gas- and
diesel mode, exclusively run with pilot fuel at a certain phase, and
during this phase certain cylinder individual temperature checks are
made, to ensure that all the pilot injectors are functional.
23 - 74
Instrumentation and Automation
Gas and pilot fuel injection
Generator load
CCM
CCM
120-1 sensor
Main gas admission
control valves
CAN
Timing ref.
Duration ref.
MCM
power output
Profibus
- Main gas pressure
- Main gas pressure reference
Pilot fuel injection
control valves
Fig 23-60
V2
23.8.7. Pilot injection
V1
The pilot injection is controlled individually by means of PWM-type
drive signals from the cylinder control modules. One cylinder control
module controls the pilot injection of three cylinders. The pilot injection
control valve is attached to the combined diesel/pilot injector on the
cylinder head. The pilot injection duration is engine load and speed
dependent. If a failure in one injector occurs, this can be detected as
abnormal exhaust gas temperature in that cylinder. In such a situa‐
tion, an automatic trip to backup operating mode will occur, and an
alarm will be initiated.
23.8.8. Pilot pressure control
V1
The pilot fuel pump is driven by the engine. The main control module
is controlling the pilot pressure, by means of using a PID-controller.
The reference pilot pressure for this controller is engine speed de‐
pendent. For this control loop a pilot pressure sensor is used, and this
sensor is attached to the engine mounted pilot fuel pump unit. In the
main control module the measured pressure is compared to a pres‐
sure reference table, and any deviation from the reference pressure
will result in a fast and accurate control signal change to the pilot fuel
pump unit. The pump unit is provided with a proportional control valve,
for pressure control purpose. Between the main control module and
the pump unit, a 4...20 mA/0...2000 mA current transformer is used.
The pilot pressure is continuously monitored, and if the pressure of
some reason is exceptionally high or low, a trip to backup operating
mode will be initiated.
23 - 75
Instrumentation and Automation
23.8.9. Air/fuel ratio
V1
Control in gas operating mode:
The inlet air is compressed in the turbocharger, cooled to optimal level
in the charge air cooler and enters the charge air receiver in the en‐
gine block. The air pressure in the receiver is controlled by a propor‐
tional exhaust waste-gate valve located on the turbocharger support.
The valve reduces the turbocharger efficiency and controls thereby
the air pressure in the receiver. By adjusting this pressure, the λ i.e.
air/fuel ratio in the cylinder is optimised.
The charge air pressure control is based on a PID-controller, which
compares the actual pressure with a mapped pressure reference ta‐
ble. In this table, the reference is engine load dependent. The refer‐
ence is offset according to the charge air temperature.
If cylinder knock occurs in several cylinders simultaneously, another
offset will be added to the waste-gate reference, in order to achieve
a leaner air/fuel mixture in all cylinders. This process is continuous,
and the offset will be restored when the situation normalises.
Control in diesel/backup operating mode:
The charge air pressure is limited to a preset max. level, on higher
engine load levels (> 80 %). This limitation is performed by means of
a PID-controller. The controller uses the preset max. charge air pres‐
sure value as reference, and the actual charge air pressure as feed‐
back. The controller will compensate for the error, by means of chang‐
ing the position of the waste-gate. The PID dynamic settings are
mapped according to the engine load level.
23 - 76
Instrumentation and Automation
Air/fuel ratio control
P
a
I
Receiver pressure
mV
Cylinder knock
P
I
Wastegate valve
Profibus
MCM
kW
I
Engine
load
- Wastegate ref.
- Engine speed
- Engine load
t
I
Receiver temperature
Fig 23-61
V1
23.8.10. Cylinder balancing
V1
An even gas admission duration setting for all gas admission valves
will not result in exactly the same gas quantity in all cylinders, due to
the geometry of the engine and due to some deviations in the gas
valve performance. This slight disparity is handled with the cylinder
balancing control. The main control module compares each cylinder's
exhaust gas temperature with the average exhaust gas temperature
of the entire engine, and adjusts the duration of the individual gas
valves with an offset, in order to minimise the deviation. There are
limitations for the maximum adjustment available in order to prevent
that possible component failures cause a too rich or too lean gas/air
mixture. Above an engine load level of approximately 75 % (tuneable)
this compensation is disabled, and the duration offset will be deter‐
mined according to fixed values. The knock control algorithm of
WECS 8000 will also affect the gas admission duration. The cylinder
exhaust gas control is not active in diesel- and backup operating
mode.
If the engine is in gas operating mode, and the load level is above
approximately 15 % (tuneable) a cylinder knock based control will
enable. Light knock in any cylinder will immediately result in a slight
reduction of the quantity of gas injected into that cylinder. In order to
maintain the same engine load level, the speed/load controller will
23 - 77
Instrumentation and Automation
automatically increase the gas admission into other cylinders. When
the situation normalises in the cylinder, the gas admission will slowly
be restored to the original setting.
This process is continuous, and keeps the cylinders slightly out of
knocking conditions. This process will ensure that the efficiency of the
engine is at optimal levels.
Cylinder balancing control
Exhaust gas
temperature
Cylinder
knock
a
T
CCM
offset
Exhaust gas
temp. knock
CAN
MCM
average calc.
+ knock offset
calculation
Profibus
Exhaust gas temp
Cylinder knock
Main gas
control valve
23.9.
Fig 23-62
V1
Maintenance of the automation system
V1
Caution!
Disconnect the automation system according to the procedures men‐
tioned in chapter 00, before any welding are performed on the engine.
Welding voltage may otherwise cause serious damage to the control
system.
Note!
The maintenance procedures mentioned in this chapter are to be
done only when the engine is in Stop Mode!
23.9.1. Maintenance of electrical contacts
V1
To prolong the lifetime of the electrical contact surfaces and to ensure
proper electrical connections under all conditions and by that, main‐
tain a high availability of the WECS system, some connector care will
be needed. The connector maintenance is carried out by applying
23 - 78
Instrumentation and Automation
contact lubricants onto the electrical contact surfaces. For best result
the contact surface should be cleaned with aerosol electrical contact
cleaner before applying the lubricant. Contact lubricants are specially
formulated greases and oils, that reduces friction and enhance the
electrical performance of current carrying metal interfaces in switches
and connectors. They also exhibit a neutral pH thereby avoiding sur‐
face corrosion.
Note!
Read the manufacturers information about the product.
Caution!
To avoid system failure, shock or possible fire, disconnect the power
supply to the system before applying a conductive lubricant. Also en‐
sure that the connectors are kept isolated. Improper handling of the
connectors may result in shorting, arcing, or shock.
Wärtsilä recommends, a regularly, every 2000-4000 running hours,
or every 6 month electrical connector contact surface maintenance,
with contact lubricant. Following contact treatment greases can be
ordered from us:
● Electrolube SGB20S 20 ml Syringe, part No. 387 022. This paste
is recommended to be used on the contact surfaces of main
electronics connectors and sensor connectors.Same active
substance as SGB200D but in different consistence, i.e. paste
instead of aerosol.
● Electrolube SGB200D 200 ml Aerosol (Flammable), part No. 387
021. This spray is recommended to be used on contact surfaces
of main electronics (MCM CCM etc. and oil mist detector)
connectors. Since it is an aerosol there are special requirements
of transport handling.
● Chemtronics CW7100 6.5 g Syringe, part No. 387 023. This is a
heavy duty paste. The electrical conductivity is very high due to
the pure silver filled grease, see caution below. Should be used
on troubled connectors and sensors in heavy circumstances and
also on power contact surfaces where SGB grease is not
sufficient.
Caution!
Take especial care when handling the last mentioned, silver contain‐
ing, chemical. This product is very conductive and will cause shortcircuit or/and earth fault if wrongly applied. Must be placed directly on
the contact surface and in very small amounts.
23 - 79
Instrumentation and Automation
23.9.2. Maintenance of the Weiland connectors
V1
Squeeze by hand the fastening lever towards the body of the Weiland
connector to ensure that it remains securely connected to the con‐
nection block on the back side of the MCM.
Weiland connector
Fig 23-63
V1
23.9.3. Maintenance of the DIN72585 connector
V1
Check that the connector is tight close by turning it clockwise. If it is
not turnable then it is ok, otherwise turn it until it snaps into place. Do
not use tools.
Renew the connector if faulty, using the extractor tool 846603 and the
crimp tool 846604.
23 - 80
Instrumentation and Automation
DIN72585 connector
Fig 23-64
V1
23.9.4. Replacing of the MCM (or CCM) module
V1
The MCM (alt. CCM) module (2) is located under a CIB unit (1), see
Fig 23-65. The CIB unit is attached to the MCM (CCM) module by
screws and multi-connectors inside. In case of malfunction, the MCM
(CCM) module can easily be removed and renewed without disman‐
tling the CIB external cabling.
Caution!
The engine must be in stop mode and MCM (CCM) power supply
disconnected during dismantling of the module.
23 - 81
Instrumentation and Automation
1
Disconnect the power supply to the module.
2
Unscrew the CIB cover screws (3) and lift off the cover (4), see Fig
23-65.
3
Unscrew the MCM (CCM) multiconnector screws (5), and carefully
pull off the connectors, see Fig 23-66.
CIB on top of MCM module
1
2
7
4
3
1.CIB module 2.MCM unit 3.Screw 4.Cover.
Fig 23-65
V1
Caution!
Be careful not to damage the cabling. Do not use unnecessary sharp
edged tools
23 - 82
4
Unscrew and remove the CIB fastening screws (6), see Fig 23-66
5
Unscrew and remove the MCM (CCM) fastening nuts (7).
6
Remove the MCM (CCM) module by carefully pulling both the CIB
and MCM (CCM) outwards. Then lower and remove the MCM (CCM)
module. Leave the CIB hanging in the cabling.
7
Mount the new MCM (CCM) module in the opposite order. Check
condition of sealings and vibration dampers. Renew if damaged.
8
Reconnect the power supply to the module.
Instrumentation and Automation
9
Load MCM (or CCM) software as separately described.
CIB module
1
6
5
1.CIB module 5.Screw 6.Screw.
Fig 23-66
V1
23 - 83
Instrumentation and Automation
23 - 84