7&),0&
5(9,6,21
7(&+1,&$/0$18$/
',(6(/(1*,1(60$,132:(5*(1(5$7,21
02'(/6/ /92/80(%
)25
8616/(:,6$1'&/$5. 7$.( &/$66
,167$//$7,2123(5$7,21$1'0$,17(1$1&(0$18$/
(FAIRBANKS MORSE ENGINE)
BELOIT, WISCONSIN
N00024-02-C-2300
DISTRIBUTION STATEMENT A: APPROVED FOR PUBLIC RELEASE; DISTRIBUTION IS UNLIMITED.
PUBLISHED BY DIRECTION OF COMMANDER MILITARY SEALIFT COMMAND
/3
0910-LP-117-2444
CHANGE
A
5(9,6,21
•
DEPARTMENT OF THE NAVY
MILITARY SEALIFT COMMAND
WASHINGTON, D.C. 20398-5050
CHANGE INSTRUCTION SHEET
TECHNICAL MANUAL TITLE: DIESEL
ENGINES, MAIN POWER GENERATION,
MODELS 48/60 8L & 9L, VOLUME B1
NAVSEA # T9233-CF-IMC0010
CHANGE A DATE: 5/15/2017
PUBLISHED BY DIRECTION OF COMMANDER, MILITARY SEALIFT COMMAND
GENERAL INSTRUCTIONS:
After the attached enclosures have been inserted, record this change on the change record sheet and insert
this change guide between the front cover and title page.
•
Holders of this volume shall incorporate this change in the correct numerical sequence when it has been
determined that the superseded information will no longer be required.
SPECIFIC INSTRUCTIONS:
1. Incorporate the attached enclosures as follows:
REMOVE PAGES
INSERT PAGES
Maintenance Schedule & Plan 4.7 (pg 333-346) / Maintenance Schedule & Plan 4.7 ChgC Rev2
•
Revision 2 Change A: 15 May 2017
366
Total number of pages in this publication is 373 consisting of the following:
Page No: * Change No.
Title/A.........................Rev 2/Change A
B through G................Rev 2/B1
i through iv..................Rev 2/B1
1 through 332.............Rev 2/B1
333 through 346.........Rev 2/B1-C (Change A pages)
347 through 373.........Rev 2/B1
(FOR REPRODUCTION PURPOSES ONLY 5)
Technical Documentation
Engine
Operating Instructions
B
B1
REVISION 2 / B1
(FOR REPRODUCTION PURPOSES ONLY 6)
THIS PAGE INTENTIONALLY LEFT BLANK.
B1 / REVISION 2
C
(FOR REPRODUCTION PURPOSES ONLY 7)
US EPA 40CFR 1042 TIER II Regulations
Applicable to:
Engine Serial Numbers: M04-939911R8L1 and M04-939911R8L2 and M04939911R9L1
and M04-939911R9L2
Certification
This engine is certified to US EPA 40CFR 1042 TIER II regulations.
Fairbanks Morse Engine’s FM-MAN 48/60 emissions warranty provisions
Useful Life of Engine: 10,000 hours.
The emissions-related warranty is valid throughout the defined useful life of the engine.
Components and Assemblies Covered Under Emissions Warranty:
•
•
•
•
•
•
•
•
•
•
•
VIT: Assembly, Software, Hardware
Fuel Injector Assembly and Nozzle
Fuel Injection Pump
Fuel Cam
Combustion Chamber
Cylinder Head
Piston
Cylinder Liner & Fire Land Ring
Turbocharger
Charge Air Aftercooler
Cooling Water System; DICON, Mixing Valves
SEE HULL/ENGINE
APPLICABILITY NOTE
ON FOLLOWING PAGE
Warranty provisions
The emissions warranty covers the cost of replacement component or repair parts only.
The emissions warranty does not cover labor to remove and re-install the warranted
component. The emissions warranty does not cover consumables necessary to remove
and re-install the warranty component.
Prior to review of emissions warranty claims, the vessel operator must submit all
relevant engine operating and maintenance information to Fairbanks Morse Engine for
review.
This includes and may not be limited to:
•
•
•
Maintenance Records
Operating Records
System media samples
Warranty claims may be denied if the operator caused the problem through improper
maintenance or use.
D
REVISION 2 / B1
(FOR REPRODUCTION PURPOSES ONLY 8)
Emission-related installation instructions
“Failing to follow these instruction when installing a certified engine
in a vessel violates federal law (40 CFR 1068.105(b)), subject to fines
or other penalties as described in the Clean Air Act.”
“If you install the engine in a way that makes the engine’s emission
control label is hard to read during normal engine maintenance, you
must place a duplicate label on the vessel, as described in 40 CFR
1068.105.”
Exhaust System:
The engine exhaust system and components must be installed, for new engine
installation, according to the specifications to ensure the turbine outlet
pressure does not exceed 30mbar.
Crankcase ventilation:
The Crankcase ventilation piping must be installed according to the
specifications to ensure the internal crankcase pressure does not exceed
5mbar.
Crankcase ventilation Oil Mist Eliminator:
Installation of the FME Supplied Oil Mist Eliminator is required in the
Crankcase ventilation piping of each installed engine to meet US EPA TIER II
emissions requirements. Oil Mist Eliminator installation details are provided in
the supplied manual and schematics.
Maintenance
It is the engine owner/operators responsibility to ensure that proper maintenance of the
engine and associated engine system is completed in accordance with the provided
maintenance manual.
A repair shop of the owners choosing may maintain, replace, or repair emissions control
devices and systems.
HULL/ENGINE APPLICABILITY NOTE: While information as contained on
Page D (sheet 7) has the updated EPA information for Tier II Regulations,
(does not state as applied to engines with a Model Year of 2011 and on), it is
acknowledged to be Hull 14 exclusive. Tier II EPA Regulations clearly apply
to Hull 14 because it is the only hull that has a 2011 model engine sets. As
of March 2012, prior Hulls (1-13) are not required to meet Tier II compliance,
and thus their engine nameplates do not match the useful life values and
information as contained on Page D. If Hull 1-13 engine sets are modified
during repair or overhaul efforts in the future and as a result, become Tier II
compliant, then the Tier II data as stated on Page D (Sheet 7) would be
applicable to those hulls/engines as well.
B1 / REVISION 2
E
(FOR REPRODUCTION PURPOSES ONLY 9)
T9233-CF-IMC-010
REVISION 2
Technical Documentation Modules
Document Title/TMIN Number
Volume Number
Operating Instructions .............................................................................................................. B1
T9233-CF-IMC-010 Rev 2
Working Instructions................................................................................................................. B2
T9233-CF-IMC-020 Rev 2
Spare Parts Catalog ................................................................................................................. B3
T9233-CF-IMC-030 Rev 2 (8L)
T9233-CF-IMC-040 Rev 2 (9L)
Engine/Turbocharger Spare Parts and Tools ...................................................................... B6/C6
T9233-CF-IMC-050 Rev 2
Exhaust Gas Turbocharger ...................................................................................... C1, C2, & C3
T9233-CF-IMC-060 Rev 2
Engine and System Accessories ................................................................................................ D
T9233-CF-IMC-070 Rev 2 (Part 1)
T9233-CF-IMC-080 Rev 1 (Part 2, Sections 1 thru 7)
T9233-CF-IMC-090 Rev 1 (Part 2, Sections 8 thru 13)
Engine and System Accessories ................................................................................................ E
T9233-CF-IMC-100 Rev 1 (Sections 1 & 2)
T9233-CF-IMC-110 Rev 1 (Sections 3 & 4)
T9233-CF-IMC-120 Rev 1 (Sections 5 & 6)
T9233-CF-IMC-130 Rev 1 (Section 7)
T9233-CF-IMC-140 Rev 1 (Sections 8, 9, 10 & 11)
Solberg Oil Mist Eliminator ..................................................................................... Not Applicable
T9233-CF-IMC-150 Rev 1 (T-AKE 10 and Follow)
F
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B1 / REVISION 2
G
(FOR REPRODUCTION PURPOSES ONLY 11)
T9233-CF-IMC-010
REVISION 2
1.
2.
3.
TABLE OF CONTENTS
Introduction .....................................................................................................................1
1.1 Preface ...................................................................................................................5
1.2 Product Liability ......................................................................................................7
1.3 How the Operating Instruction Manual is organized, and how to use it ...................9
1.4 Addresses/Telephone numbers ............................................................................11
Technical details ............................................................................................................13
2.1 Scope of supply/Technical specification ................................................................17
2.2 Engine ..................................................................................................................21
2.2.1 Characteristics ..........................................................................................23
2.2.2 Drawings/Photographs ..............................................................................25
2.3 Components/Subassemblies ................................................................................31
2.3.1 Standard engine design crankcase to cylinder head.................................. 33
2.3.2 Control drive to injection valve ...................................................................43
2.3.3 Supercharger system through engine controls .......................................... 51
2.3.4 Special engine designs .............................................................................61
2.3.5 Accessories ...............................................................................................63
2.4 Systems ................................................................................................................69
2.4.1 Fresh air/Charge air/Exhaust gas systems ................................................ 71
2.4.2 Compressed air and starting system .........................................................75
2.4.3 Fuel oil system ..........................................................................................81
2.4.4 Control of speed and output ......................................................................85
2.4.5 Injection time adjusting device ...................................................................91
2.4.6 Lube oil system .........................................................................................95
2.4.7 Cooling water system .............................................................................. 101
2.5 Technical data ....................................................................................................107
2.5.1 Ratings and consumption data (9L) ......................................................... 109
2.5.1 Ratings and consumption data (8L) ......................................................... 113
2.5.2 Temperatures and pressures .................................................................. 117
2.5.3 Weights ...................................................................................................119
2.5.4 Dimensions/Clearances/Tolerances – Part 1 ........................................... 121
2.5.5 Dimensions/Clearances/Tolerances – Part 2 ........................................... 125
2.5.6 Dimensions/Clearances/Tolerances – Part 3 ........................................... 129
Operation/Operating media .........................................................................................135
3.1 Prerequisites .......................................................................................................139
3.1.1 Prerequisites ...........................................................................................141
3.2 Safety regulations ...............................................................................................143
3.2.1 General remarks .....................................................................................145
3.2.2 Destination/suitability of the engine ......................................................... 149
3.2.3 Risks/dangers .........................................................................................151
3.2.4 Safety instructions ...................................................................................159
3.2.5 Safety regulations ...................................................................................161
i
(FOR REPRODUCTION PURPOSES ONLY 12)
T9233-CF-IMC-010
REVISION 2
3.3
4
Operating media .................................................................................................167
3.3.1 Quality requirements on gas oil/diesel fuel (MGO) .................................. 169
3.3.2 Viscosity/Temperature diagram for fuel oils ............................................. 171
3.3.3 Quality requirements for lube oil .............................................................. 175
3.3.4 Quality requirements for engine cooling water ......................................... 179
3.3.5 Analyses of operating media ................................................................... 187
3.3.6 Quality requirements for intake air (combustion air)................................. 191
3.4 Engine Operation I – Starting the Engine ............................................................ 193
3.4.1 Preparation for start/Engine starting and stopping ................................... 195
3.4.2 Change-over from diesel fuel oil to heavy fuel oil and vice versa ............. 205
3.4.3 Admissible outputs and speeds ............................................................... 207
3.4.4 Engine Running-in ...................................................................................213
3.5 Engine Operations II – Control the operating media ............................................ 217
3.5.1 Monitoring the engine/perform routine jobs ............................................. 219
3.5.2 Engine log book/engine diagnosis/engine managements ........................ 225
3.5.3 Load curve during acceleration/maneuvering .......................................... 231
3.5.4 Part-load operation ..................................................................................233
3.5.5 Determine the engine output and design point ........................................ 235
3.5.6 Engine operation at reduced speed ......................................................... 239
3.5.7 Equipment for optimizing the engine to special operating conditions ....... 241
3.5.8 Bypassing of charge air ........................................................................... 243
3.5.9 Condensed water in charge air pipes and pressure vessels .................... 247
3.5.10 Load application ......................................................................................251
3.5.11 Exhaust gas blow-off ...............................................................................253
3.6 Engine Operation III – Operating faults ............................................................... 257
3.6.1 Faults/Deficiencies and their causes (Troubleshooting) ........................... 259
3.6.2 Emergency operation with one cylinder failing ......................................... 269
3.6.3 Emergency operations on failure of one turbocharger ............................. 275
3.6.4 Failure of the electrical main supply (Black out)....................................... 279
3.6.5 Failure of the cylinder lubrication ............................................................. 281
3.6.6 Failure of the speed control system ......................................................... 283
3.6.7 Behavior in case operating values are exceeded/alarms are released .... 287
3.6.8 Procedure on triggering oil mist alarm ..................................................... 289
3.6.8 Procedure in case a splash-oil alarm is triggered .................................... 291
3.6.9 Procedure on triggering of Slow-Turn-Failure ............................................ 293
3.7 Engine Operation IV – Engine Shut Down .......................................................... 295
3.7.1 Shut down/Preserve the engine............................................................... 297
Maintenance/Repair ....................................................................................................299
4.1 General remarks .................................................................................................303
4.2 Maintenance Schedule (explanations) ................................................................ 305
4.3 Tools/Special tools ..............................................................................................207
4.4 Spare parts .........................................................................................................311
4.5 Replacement of components by the new-for-old principal ................................... 315
ii
(FOR REPRODUCTION PURPOSES ONLY 13)
T9233-CF-IMC-010
REVISION 2
5
4.6 Special service/Repair work ................................................................................ 317
4.7 Maintenance Schedule (signs/symbols) .............................................................. 319
4.8 Maintenance Schedule (Systems) ....................................................................... 321
4.9 Maintenance Schedule (Engine).......................................................................... 327
Annex
................................................................................................................333
5.1 Designation/Terms.................................................................................................337
5.2 Formula ................................................................................................................341
5.3 Unites of measure/Conversion of units of measure ................................................ 343
5.4 Symbols and codes ...............................................................................................345
5.5 Brochure ................................................................................................................351
iii
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B1 / REVISION 2
iv
(FOR REPRODUCTION PURPOSES ONLY 15)
Introduction
1
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
REVISION 2 / B1 - Page 1
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B1 - Page 2 / REVISION 2
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Table of contents
1
Introduction
1.1
1.2
1.3
1.4
Preface
Product Liability
How the Operating Instruction Manual is organized, and how to use it
Addresses/Telephone numbers
REVISION 2 / B1 - Page 3
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B1 - Page 4 / REVISION 2
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Preface
1.1
Engines –
characteristics, justified
expectations,
prerequisites
Engines produced by Fairbanks Morse have evolved from periods of
continuous, successful research and development work. They satisfy
high standards or performance and have ample redundancy of
withstanding adverse or detrimental influences. However, to meet all
the requirements of practical service, they have to be used to purpose
and serviced properly. Only with these prerequisites can unrestricted
efficiency and long useful life be expected.
Purpose of the operating
and working instructions
The operating instructions and the working instructions (working cards)
are designed to assist you in becoming familiar with the engine and the
equipment. They are also thought to provide answers to questions that
may turn up later on, and to serve as guidance in your activities of
engine operation, checking and servicing. Furthermore, we attach
importance to familiarizing you with the functions, relations, causes
and consequences, and to conveying the empirical knowledge we
have. Not the least, in providing the technical documentation including
the operating and working instructions, we comply with our legal duty
of warning the user of the hazards which can be caused by the engine
or its components - in spite of a high level of development and much
constructive efforts - or which an inappropriate or wrong use of our
products involve.
Condition 1
The technical management and also the persons in charge of
servicing works (possibly on order) have to be familiar with the
operating instructions and working instructions (work cards). These
should all times be available.
 Caution! Missing information and disregard for information
can cause severe injury to persons, damage to property and
the environment.
Please read the operating and working instructions.
Condition 2
The servicing and overhaul of modern four-stroke engines will in each
case require previous training of the personnel in charge. The level of
knowledge that is acquired during such training is a prerequisite to
using the operating instructions and working instructions (work cards).
No warranty claims can be derived from the fact that a corresponding
note is missing in these.
 Caution! Untrained persons can cause injury to persons,
damage to property and the environment. Never give
orders, which may exceed the level of knowledge and
experience. Access must be denied to unauthorized
personnel.
Condition 3
The technical documentation is valid for one certain order only. There
can be considerable differences to other plants. Information valid in one
case can lead to problems in others.

Attention! Technical documents are valid for one certain
order only. Using information of another order or from
foreign sources can lead to disturbances/damages. Only
use the correct information, never use information from
foreign sources.
REVISION 2 / B1 - Page 5
(FOR REPRODUCTION PURPOSES ONLY 20)
To be observed as
well…
B1 - Page 6 / REVISION 2
Please observe also the notes on product liability given in the following
section and the introduction passages and safety regulations in Section
3.
(FOR REPRODUCTION PURPOSES ONLY 21)
Product Liability
1.2
The reliable and economically efficient operation of the engine system requires
that the operator has a comprehensive knowledge. Similarly, proper performance
can only then be maintained or restored by maintenance or repair work if such
work is done by qualified specialists with the adequate expertise and skill. Rules
of good workmanship have to be observed, negligence is to be avoided.
This Technical Documentation complements these faculties by specific
information, and draws the attention to existing dangers and to the safety
regulations in force. Fairbanks Morse asks you to observe the following:
 Caution! Neglecting the Technical Documentation, and especially of
the Operating/Working Instructions and Safety Regulations, the use of
the system for a purpose other than intended by the supplier, or any
other misuse or negligent application may involve considerable
damage to property, pecuniary damage and/or personal injury, for
which the supplier rejects any liability whatsoever.
The scope of parts delivered by Fairbanks Morse is to be set up and fastened in
accordance with well-proven engineering principles. In this connection, the
relevant stipulations contained in the below-mentioned documents have to be
taken into consideration, observing the order in which they are listed.
•
Engineering documentation supplied by Fairbanks Morse for the respective
order.
•
Documentation our subsuppliers delivered for the installation of the
accessories.
•
Operating instructions for engines, turbochargers and accessories.
•
Project guides of Fairbanks Morse.
Deviations from the principles specified in the above-mentioned documents
require our previous consent. It is not permitted to attach fixations and/or
supports not shown or mentioned in the aforementioned documents on the scope
of parts delivered by us, without prior coordination with us. We cannot assume
any responsibility for damage resulting from non-observance of the above.
REVISION 2 / B1 - Page 7
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How the Operating Instruction Manual
is organized, and how to use it
1.3
Instructions for use
The operating manual contains written and illustrated information that is both
generally useful and especially significant. This information is thought to
supplement the knowledge and faculties which the persons have who are
entrusted with
•
The operation,
•
The control and supervision,
•
The maintenance and repair
of the engine. The conventional knowledge and practical experience alone will not
be adequate.
The operating instructions should be made available to these persons. The
people in charge have the task to familiarize themselves with the
composition of the operating manual so that they are able to find the necessary
information without lengthy searching.
We attempt to render assistance by a clearly organized composition and by a
clear diction of the texts.
Structure and special features
The operating instruction manual mainly consists of the following sections:
1
Introduction
2
Technical details
3
Operation/Operating media,
4
Maintenance/Repair, and
5
Annex
The operating manual mainly focuses on:
•
Understanding the functions/coherences;
•
Starting and stopping the engine, operating it in routine and emergency
modes;
•
Planning engine operation, controlling it in compliance with operating
results and economic criteria, ensuring operational prerequisites on the
engine and the peripheral systems, selecting, preparing and treating
operating media and
•
Maintaining the operability of the engine, carrying out preventive or scheduled
maintenance work, and contracting and supervising more difficult work.
REVISION 2 / B1 - Page 9
(FOR REPRODUCTION PURPOSES ONLY 24)
The manual does not deal with:
•
The moving, erection and dismantling of the engine or major components
of it,
•
Steps and checks when putting the engine into operation for the first time,
•
Difficult repair work requiring special tools, facilities and experience
and the
•
Behavior in case of or after fire, inrush of water, severe damage and
average.
What is also of importance …
Engine design
The operating manual will be continually updated, and matched to the design of
the engine as ordered. There may nevertheless be deviations between
the sheets of a primarily describing/illustrating content and the definite
design.
Technical details
Technical details of your engine are included in:
•
The printed brief description in Section 5,
•
The installation drawing included in Volume El,
•
The "Technical details" in Section 2,
•
In the work cards in Volume B2
All the documentation is matched to your particular engine, with the exception
of the printed brief description.
Maintenance
schedule / work
cards
The maintenance schedule is closely related to the work cards of Volume B2.
The work cards describe how a job is to be done, and which tools and facilities
are required for doing it. The maintenance schedule, on the other hand, gives the
periodical intervals and the average requirements in personnel and time.
B1 - Page 10 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 25)
Addresses/Telephone numbers
1.4
Fairbanks Morse Engine
701 White Avenue
Beloit, Wisconsin 53511
Telephone: 1-800-356-6955
REVISION 2 / B1 - Page 11
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B1 - Page 12 / REVISION 2
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Technical details
2
1 Introduction
2 Technical details
3 Operation/Operating media
4 Maintenance/Repair
5 Annex
REVISION 2 / B1 - Page 13
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B1 - Page 14 / REVISION 2
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Table of contents
2
Technical details
2.1
2.1.1
Scope of supply/Technical specification
Fairbanks Morse Engine Scope of Supply/Technical Specification
2.2
2.2.1
2.2.2
Engine
Characteristics
Drawings
2.3
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
Components/Subassemblies
Standard engine design Crankcase to cylinder head
Camshaft drive to injection valve
Supercharger system through engine controls
Special engine designs
Accessories
2.4
2.4.1
2.4.2
2.4.3
2.4.4
2.4.5
2.4.6
2.4.7
Systems
Fresh air/Charge air/ Exhaust gas systems
Compressed air and starting system
Fuel oil system
Control of Speed and Output
Injection time adjusting device
Lube oil system
Cooling water system
2.5
2.5.1
2.5.1
2.5.2
2.5.3
2.5.4
2.5.5
2.5.6
Technical data
Ratings and consumption data
Ratings and consumption data
Temperatures and pressures
Weights
Dimensions/Clearances/Tolerances-Part 1
Dimensions/Clearances/Tolerances-Part 2
Dimensions/Clearances/Tolerances-Part 3
REVISION 2 / B1 - Page 15
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Scope of supply/Technical specification
2.1
Scope of supply/Technical specification
2.2
Engine
2.3
Components/Subassemblies
2.4
Systems
2.5
Technical data
2.1
REVISION 2 / B1 - Page 17
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B1 - Page 18 / REVISION 2
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Fairbanks Morse Engine's
Scope of Supply/Technical Specification
For all items supplied by
Fairbanks Morse Engine
2.1.1
For all questions on items supplied by us, please contact:
•
Fairbanks Morse Engine in Beloit, WI.
and for typical service questions,
•
•
•
Fairbanks Morse Engine service centers,
Agencies and
Authorized repair workshops all over the world.
For all items not supplied
by Fairbanks Morse
Engine
For all items not supplied by Fairbanks Morse Engine, please directly
contact the sub-suppliers, except where components/systems
supplied by Fairbanks Morse Engine are concerned to a major extent
or similar, obvious reasons apply.
Technical Specification
The order confirmation, technical specification related to order
confirmation and technical specification of the engine contain
supplementary information.
REVISION 2 / B1 - Page 19
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Engine
2.2
2.1
Scope of supply/Technical specification
2.2
Engine
2.3
Components/Subassemblies
2.4
Systems
2.5
Technical data
REVISION 2 / B1 - Page 21
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Characteristics
2.2.1
Engine 48/60 – an
important member of the
middle speed range
Engines with the designation 48/60 are supercharged 4-stroke engines
of in-line or V design with 480 mm cylinder bore and 600 mm piston
stroke. They are used as energy generators in ship drive systems. The
engines have a series of structural features, which are also used in the
other members of the middle-speed range. They are therefore based on
the broad experience of 760 engines (as at 09/98).
Overview characteristics
In-line engines 48/60 consist for the most part of static elements such as
crankcase, cylinder liners and cylinder heads and of moving elements
such as crankshaft with piston, geared drive and camshaft and also fuel
pump and valve drive. The turbochargers serve the purposes of fresh air
compression and transport of exhaust gases. When viewing onto the
coupling, the exhaust gas pipe is at the right (exhaust side AS), and the
charge air pipe at the left (exhaust counter side, AGS).
The camshaft is arranged in a trough on the control side. It operates the
inlet and exhaust valves and drives the fuel injection pumps. The
injection timing can be changed using a manual or electric regulating
device.
The turbocharger and charge air cooler are generally on the coupling
side in the case of propeller operation, and in the case of generator
operation arranged on the free end of engine. Using a drive unit at the
free end of the engine, cooling water and lubricating oil pumps can be
run.
2
The engine is suitable for fuels up to 700 mm /s at 50°C up to CIMAC
H/K 55. If required, the engine can be set up for operation using MDO.
Engines of series 48/60 have a large stroke-bore ratio and a high
compression ratio. These values facilitate optimum combustion
chamber configuration and contribute to good partial load behavior and
a high operating ratio.
The engines are equipped with MAN NA-series B&W turbochargers.
REVISION 2 / B1 - Page 23
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Drawings/Photographs
2.2.2
Figure 1. 9 cylinder four-stroke engine L 48/60, viewed from the exhaust side
REVISION 2 / B1 - Page 25
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Figure 2. 9L 48/60, viewed from the coupling side
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Figure 3. Engine cross section (with V oil sump or oil sump without fittings), viewed from the engine's free end
REVISION 2 / B1 - Page 27
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Figure 4. Engine cross section (with foundation frame), viewed from the engine's free end
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Figure 5. Longitudinal section (marine engine with oil sump), viewed from the control side
REVISION 2 / B1 - Page 29
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Components/Subassemblies
2.3
2.1
Scope of supply/Technical specification
2.2
Engine
2.3
Components/Subassemblies
2.4
Systems
2.5
Technical data
REVISION 2 / B1 - Page 31
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Standard engine design
Crankcase to cylinder head
2.3.1
Crankcase
Crankcase/main bearing/tie rod
The engine crankcase (4) (see Fig. 1) is made of cast iron. It is made
in one piece and designed to be very rigid. Tie rods (3) reach from
the lower edge of the suspended crankshaft bearing to the upper
edge of the crankcase and from the upper edge of the cylinder head
(1) to the diaphragm, The bearing caps (6) of the main bearing are in
addition laterally tensioned using the casing. The camshaft drive
gears and the vibration damper casing are integrated in the
crankcase. (See also Fig. 2.)
Cylinder Head
Backing ring
Tie Rods
Crankcase
Crankshaft
Crankshaft bearing cover
7. Cross tie-rods
1.
2.
3.
4.
5.
6.
Figure 1. Main components
Cooling water/lubrication oil
The crankcase does not have any water passages. The lubrication oil is
fed to the engine through a distribution pipe located on the exhaust side
over the crankcase covers. This pipe supplies the crankshaft bearing, big
end bearing, camshaft drive, camshaft, eccentric shaft, injection pumps,
the block distributor of the cylinder lubrication system and the
turbocharger.
Access
The engine parts are easily accessible through large covers on the side
walls. For marine engines, the exhaust side crankcase covers are
generally equipped with safety valves; this is only partly the case with
stationary engines.
REVISION 2 / B1 - Page 33
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Figure 2. Crankcase, view from the coupling end
Oil Sump
The oil sump is welded from sheet steel. It catches oil, which drips from
the engine and feeds it into the lower-lying lubrication oil tank. In engines
with a rigid or semi-elastic bearing arrangement, an oil sump without
fitting (a) is used. In engines with an elastic bearing arrangement, a
reinforced oil sump (b) is used (see Figure 3).
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Figure 3. Oil sump
Crankshaft bearing
Bearing cap/tie rods
The main bearing covers are arranged in a suspended position. They
are held by the continuous tie rods. The lateral tension is maintained by
the cross tie-rods. They stabilize the form of the bearing body and prevent
lateral yielding of the crankcase under the effective ignition pressures.
See Figures 4 and 5.
Locating bearing
The locating bearing, which establishes the axial position of the
crankshaft, is positioned on the coupling end. It consists of the two-part
camshaft drive gear on the crankshaft and butting rings, which rest on
the first thrust bearings.
3
4
5
6
7
8
21
Tie rods
Crankcase
Crankshaft
Main bearing cap
Borehole for cross tie rods
Bearing shell
Camshaft-drive gears
Figure 4. Crankshaft with main bearing
REVISION 2 / B1 - Page 35
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Crankshaft
Crankshaft / counterweights /
drive wheel
The crankshaft is forged from special steel. It is arranged in a
suspended position and has two counterweights for each cylinder
that are held in place by anti-fatigue bolts that more or less
counteract the oscillating mass. The drive wheel for the geared drive
consists of two segments. They are held together by four tangentially
arranged screws. See Figure 5.
Figure 5. Crankshaft with camshaft drive gear and attached counterweights
(58/64 crankshaft shown)
Flywheel
The flywheel is located on the flange of the crankshaft on the free end
of the coupling. With the help of a turning gear, the gear rim of the
flywheel can be used to turn the engine during maintenance work
Torsion vibration damper
Rotary oscillations, produced by the crankshaft when excited, are
reduced using a vibration damper, which is located on the free end of
the engine. The vibrations are transmitted from the internal part to
sleeve spring assemblies where they are damped through friction and
cushioning. The internal part is designed so that cooling water and
lubrication oil pumps can be driven using a screwed on gear rim. See
Figure 6.
Figure 6. Torsional vibration damper, with some spring assemblies in place
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Connecting rod
Connecting rod with two joints
The connecting rod joint lies below the eye of the connecting rod (see
Figure 7). The big end bearing does therefore not have to be opened
when removing the piston. This has advantages in terms of
operational safety (no change in position/readjustment) and this
design also reduces the piston removal height. See Figures 7, 8, and
9.
The bearing cap and connecting rod big end are both screwed together
with anti-fatigue bolts (stud bolts). The piston pin bush is pressed in.
Figure 7. Connecting rod
Piston
Design features
Basically, the piston consists of two parts (see Figure 8).
The piston crown (9) is forged from high-quality material. The piston
skirt is made of an aluminum alloy. The choice of materials and the
design produce a high level of resistance to the ignition pressures
which are created and allow close piston play. Close piston play as
well as the design of the piston as a step piston reduce the
mechanical load on the piston rings (11), prevent the ingress of
abrasive particles and protect the oil film from combustion gases.
REVISION 2 / B1 - Page 37
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9 Piston crown
10 Anti--fatigue bolt
11 Compression ring
12 Oil control ring
20 Piston pin bore
Figure 8. Two-part, oil-cooled piston
Figure 9. Connecting rod machining center
Cooling
The special shape of the piston crown (9, Figure 8) makes effective
cooling easier. Oil is used as a coolant. It is supported by the shaker
effect inside and outside as well as by an additional row of cooling
holes on the side of the piston. In this way the temperatures are
adjusted so that the thermal/mechanical stresses can be controlled
and cold condition corrosion in the ring grooves avoided. The ring grooves
are inductively hardened. Subsequent machining is possible.
The cooling oil is fed through the connecting rod. The transfer from
the oscillating connecting rod to the upper part of the piston is carried
out using a spring-loaded funnel, which slides on the outer contour of
the connecting rod eye.
"Step Piston"
Compared to the remaining running surface, the piston crown (9) has a
somewhat smaller diameter. Pistons of this design are called step
pistons. An explanation of the purpose of this stage can be found
under "Cylinder liner".
Piston rings
The upper and lower parts are connected using anti-fatigue bolts
(10). There are 3 compression rings (11) and an oil control ring (12)
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that form the seal between the piston and the cylinder liner. The 1st
compression ring has a chrome-ceramic coating. The 2nd and 3rd
rings are chrome coated. All the compression rings are situated in the
wear-resistant and well cooled steel crown.
Piston pin
The piston pin (20) is on a floating bearing in the piston and fixed axially
to the safety rings. There are no boreholes to affect the formation of an
oil film or the overall rigidity.
Cylinder liner
Cylinder liner/backing
ring/top land ring
The upper part of the cylinder liners (15, Figure 10), which is made
from a special cast iron, is encased in a spherical graphite iron backing
ring (2) (see Figure 5). This is centered in the crankcase (4). The
diaphragm of the crankcase guides the lower area of the cylinder
liner. There is a top land ring on the cylinder liner join (14).
The division into 3 components, i.e. cylinder liner, backing ring and
top land ring, gives the best possible design with regard to preventing
distortion, cooling and ensuring the temperature of certain parts
remains low.
2
4
14
15
Backing ring
Crankcase
Top land ring
Cylinder liner
Figure 10. Cylinder liner, top land ring and backing ring
Combined effect of
step Piston/top land
ring
The top land ring (14), which protrudes with respect to the cylinder
liner bore hole, works together with the recessed piston crown (9) of
the step piston, so that any coke coatings on the piston crown do not
come into contact with the running surface of the cylinder liner (15)
(see Figure 6). This prevents bare polished areas (bore polishing), to
which lubricating oil does not adhere well.
Combined effect of step
piston / top land ring
The top land ring (14), which protrudes with respect to the cylinder liner
bore hole, works with the recessed piston crown (9) of the step piston, so
that any coke coatings on the piston crown do not come into contact with
the running surface of the cylinder liner (15). See Figure 11. This prevents
bare polished areas (bore polishing), to which lubricating oil does not
adhere well.
REVISION 2 / B1 - Page 39
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2 Backing ring
9 Piston crown
14 Top land ring
15 Cylinder liner
Figure 11. Combined effect of top land ring and step piston
Cooling
The cooling water reaches the cylinder liner via a pipeline connected to
the backing ring. The water cools the upper part of the cylinder liner,
flows through the bore holes in the top land ring (jet-cooling) and flows
through holes in the backing ring back to the cooling chambers of the
cylinder head. The cylinder head, backing ring and top land ring can be
drained as one.
The top land ring, cylinder liner and cylinder head can be checked for gas
tightness and cooling water leakages using the boreholes in the
backing ring.
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Cylinder head/rocker arm casing
The cylinder heads are made from spherical graphite iron. They are held
against the top land ring by eight stud bolts. Bore holes help cool the
strong base of the cylinder head. This strong base, together with the
ribbed inner part, guarantees a high degree of inherent design strength.
Figure 12. Measuring roughness on finished cylinder
Figure 13. Steps in removing the cylinder liner - top land ring/piston/cylinder liner (L 32/40 engine shown -- also
applies in principle
REVISION 2 / B1 - Page 41
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Valves in the cylinder
head
Each cylinder head has two inlet (16, Figure 14) and two exhaust valves
(17). The exhaust valves are generally built into the valve cages (19).
There is also a version that has no valve cages. In addition, there is 1
starter valve and 1 indicator valve and (in the case of marine engines)
1 safety valve. The fuel injection valve (18) lies between the valves in a
central position. It is surrounded by a sleeve, the lower section of
which is sealed against both the surrounding cooling water chamber and
the combustion chamber (see Figure 14).
1
16
17
18
19
Cylinder head
Inlet valve
Exhaust valve
Fuel injection valve
Valve cage
Figure 14. Cylinder head (version with valve cages)
Connections
The connections between the cylinder heads and the exhaust pipe are
made with the help of quick-acting closures.
Rocker arm casing/valve
drive
The cylinder head is locked upwards by the rocker arm casing and a cover,
through which the valves and the injection valve are easily accessible. See
Figure 15.
Figure 15. Rocker arm casing (inlet valve on left, exhaust valve on right)
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Control drive to injection valve
2.3.2
Control drive/camshaft drive
Arrangement of the camshaft
drive and the intermediate
wheels
The camshaft drive is integrated in the crankcase (see Figure 1). It
is located between the first crankshaft bearings on the coupling end.
The drive of the camshaft wheel is carried out over two spur toothed
intermediate wheels through a gear rim on the crankshaft (1). The first
intermediate wheel has a large rim gear on the drive side and a small
one on the power take-off side. The second intermediate wheel drives
the camshaft (2) over a press-on wheel.
1 Crankshaft
2 Camshaft
Figure 1. Camshaft drive (photo shows L58/64 engine)
The intermediate wheels run on axles, which are inserted and screwed in,
from the outside.
Lubrication oil supply
The bearing bushes of the cogs are supplied with lubrication oil by the
axles; the meshes are lubricated through spray nozzles.
Camshaft
Camshaft
The engine has a multi-part camshaft, which activates the intake
and exhaust valves and the fuel injection pumps. The cams are shrunk
on hydraulically. The connection of the shaft pieces is established using
conical sleeves. The connecting pieces are shrunk together
hydraulically. See Figure 2.
The camshaft lies together with the cam follower shaft and the swing
levers in a formed trough. The bearing caps are suspended in the
case of the L40/54 engine, and arranged vertically on the L48/60
engine. The bearings are two-component bearing shells. Each
cylinder has an injection cam, an inlet cam, an exhaust cam and a starter
cam.
REVISION 2 / B1 - Page 43
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Figure 2. Camshaft
Thrust bearing
The longitudinal position of the camshaft is controlled by a thrust bearing
located on the coupling end.
Valve Drive
Camshaft cam follower push
rods
The push rods for the inlet and exhaust valves are driven by the camshaft
via inlet and exhaust rocker arms that are mounted on short rods and
absorb the cam movement through a roller.
Activating the valves
The movement of the inlet valve push rod is transferred through an
articulated lever to the valves. The exhaust valves are driven via an
intermediate lever. The rocker levers are mounted in the casing on
knockout spindles.
Valves
Valves/valve guides
There are two inlet (11, Figure 3) and two exhaust valves (12) per
cylinder head. They are controlled by pressed-in valve guides (15) (see
Figure 3). The exhaust valves are generally built into the valve cages.
This facilitates maintenance work.
10
11
12
13
14
15
Figure 3. Cylinder head
B1 - Page 44 / REVISION 2
Cylinder head
Inlet valve
Exhaust valve
Injection valve
Valve cage (see Fig. 5)
Valve guide
(FOR REPRODUCTION PURPOSES ONLY 59)
Valves/seat rings
The exhaust valve cone (see Figure 4) and the associated seat ring are
equipped with an armoring. The exhaust valve cage (if present) is
water-cooled.
Valve rotators
The inlet valves (11) are turned using valve rotators (see Figure 3).
The exhaust valves (12) have propeller blades on the shaft above the
plate that use the gas flow to rotate the valves. The rotation is
facilitated using the thrust bearing on the valve shaft.
The valve rotators counteract high temperature stresses at individual
points and guarantee gas-tight valve seat.
Figure 4. Armoring of a valve cone
Figure 5. Installing a valve cage
REVISION 2 / B1 - Page 45
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Speed governor
A mechanical-hydraulic or a mechanical-electronic speed governor is
used depending on the area of application and how the engine is
being operated.
System components
The mechanical-hydraulic speed and output control system consists of
the mechanical speed governor with the hydraulic actuator (16, Fig. 6),
the remote speed governor and the control equipment (see Fig. 6). The
speed sensors are required for the emergency shut-down.
16 Speed governor
18 Control shaft
34 Inductive position pick-up
(admission indicator)
35 Tacho machine
Figure 6. Woodward speed governor
An electro-hydraulic speed and output control system also has an
electro- hydraulic converter, an electronic speed governor and an oil
cooler.
Working principle
The difference between the set point and actual speed values is
determined using the mechanical speed controller or the electronic
control unit. If there is a difference, the connection rod is adjusted
hydraulically, thus causing the control shaft and the control rods of the
injection pumps to move, i.e. the amount of fuel injected into the
cylinder is changed
Injection Timing Adjustment
Using the injection timing-adjusting device, the injection timing can be
modified according to fuel quality. The eccentric shaft is turned and the
cam followers of the injection pumps move to allow the fuel to be
injected either earlier or later. The activation is carried out either
mechanically or electrically. A more detailed description can be found in
Section 2.4.5. See Figure 7.
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Figure 7. Mechanical injection timing adjustment
Fuel Injection Pump
Arrangement/drive
The fuel injection pumps (see Figure 8) are situated on the exhaust
counter side in the control shaft trough. The drive through the fuel
pump cams is carried out using cam followers. The stroke
movement of the rocker arm is transferred directly to the springloaded pump piston (22).
4
8
19
20
21
22
33
Camshaft
Rocker arm
Pump cylinder
Baffle screw
Constant pressure relief valve
Pump piston
Tappet with roller
Figure 8. Fuel injection pump with bevel control
REVISION 2 / B1 - Page 47
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Method of operation
The fuel is fed into the middle of the pump cylinder (19) through an
annulus. The baffle screws (20) are also situated there. They can
easily be replaced in the event of wear through cavitations. The
pump cylinder is sealed at the top by the valve body, in which
constant pressure relief valves are located (GDE valves) (21). They
close at the end of the pumping procedure. The GDE valves
prevent cavitations and pressure fluctuations in the system. This
prevents dripping from the injection valve.
Admission setting
The delivery rate is set according to the required output/speed
combination by rotating the pump piston and therefore the control
edge. This can be done using an externally-geared sleeve that
grips the smooth shoulder of the pump piston. The sleeve is
rotated by the geared control rod (23) (see Fig. 9). Each fuel
injection pump has an air-activated emergency stop piston. The
available power is limited by the adjusting screw of the emergency
stop cylinder.
Fuel is prevented from contaminating the lubrication oil by a
leakage fuel drain under the baffle screws
Admission/control rods
Actuator activates control
shaft
The admission rod is activated by the speed governor or the
associated actuator. Its leverage movement is transferred to the
control shaft (18). The control shaft lies in the bearing blocks that are
screwed to the crankcase next to the fuel injection pumps. The shaft
acts on the buckling lever (24), which actually moves the control rods
(23) of the fuel injection pumps (30) (see Fig. 9).
18 Control shaft
23 Control rod
24 Buckling lever
30 Fuel injection pump
Figure 9. Control shaft with buckling lever (L 58/64 engine shown)
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Buckling lever
The spring-loaded rocking mechanism gives the buckling levers the
ability to stop as well as start the engine when a cylinder control rod is
blocked.
Admission indicator
The position of the rods can be displayed using signals generated by
an inductive position pick-up.
Injection pipes
The fuel is fed to the injection valves through fuel injection pipes that are fitted
with protective pipes. Any spilt fuel is collected in the protective pipe and
taken away through a common leakage fuel pipe. See Figure 10.
23 Control rod
24 Buckling lever
25 Fuel injection pipe (double-walled)
Figure 10. Injection pump with fuel injection pipes (L 58/64 engine shown)
Injection valve
Fuel feed
The injection valve (13, Figure 3) is situated in the center of the
cylinder head (see Figure 2). The fuel supply enters from the exhaust
counter side using a lance (26, Figure 11), which passes through the
cylinder head (27) and is screwed to the nozzle body (28). The fuel is
injected straight into the combustion chamber (29).
REVISION 2 / B1 - Page 49
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26
27
28
29
32
Lance
Cylinder head
Nozzle body
Combustion chamber
Injection nozzle
Figure 11. Fuel injection valve
Cooling
B1 - Page 50 / REVISION 2
The injection valve is cooled using water (as a rule) or diesel oil. The
coolant inlet and outlet are in the center of the valve. The supply and
drainage of water occurs separately from the cylinder cooling through
pipes which lie on the same or exhaust counter side, depending on
whether water or diesel oil respectively is being used.
(FOR REPRODUCTION PURPOSES ONLY 65)
Supercharger system through
engine controls
2.3.3
Supercharger system/turbocharger
Constant-pressure
method
Supercharging is done by the "constant-pressure" method. With this method,
the exhaust gases from all the cylinders flow into a common exhaust pipe (1,
Figure 1). The turbocharger (2) is powered from this pipe. The compressed
fresh air to the cylinders is also supplied from a common pipe (3). See
Figure 1.
1
2
3
4
5
A
B
Exhaust pipe
Turbocharger
Charge-air pipe
Diffuser
Charge-air cooler
Exhaust
Fresh air
Figure 1. Gas exchange in constant-pressure mod
Advantages
The constant-pressure has the following advantages:
• Simple piping elements, the same components for all cylinders
• The same supercharging conditions for all cylinders
• Minimal gas exchange losses
• Low stress on the turbine
The supercharging method chosen, and the design of the
turbocharger, with its high efficiency at partial and full load, guarantee:
• A very lean mixture
• Clean burning
• Low thermal stresses
Turbocharger
In engines that are used to drive propulsion plants, the turbocharger
is generally on the coupling end, and in the case of engines that drive
generators, on the free end of the engine. The turbocharger is mounted
parallel to the engine. Turbochargers from the NA series, i.e.
turbochargers with radial-flow compressors and axial turbines, are used. The
special feature of this series is the uncooled, insulated turbine intake and
exhaust casing. See Figure 2. This design guarantees:
• That the entire energy of the exhaust is available to the turbine
• That no corrosion due to dropping below the dew point under partial
load need be feared.
REVISION 2 / B1 - Page 51
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The fresh air intake is through an effective silencer or "air intake fitting". The
rotor of the turbocharger runs at both ends in rotating plain bearing bushes.
These are connected to the engine's lubricating-oil system.
6
7
8
9
19
20
Radial-flow compressor
Axial-flow turbine
Silencers
Plain bearing
Compressor casing
Turbine casing
Figure 2. NA series turbochargers
Charge air pipe/charge air cooler
The fresh air sucked in and compressed by the turbocharger (2, Figure
1) passes through a double diffuser into the casing ahead of the chargeair cooler (5). It is re-cooled in the charge-air cooler, or in an air-to-air
cooler (in the case of stationary plants), and is passed to the cylinders
via the charge-air pipe (3, Figure 3). The charge-air cooler is built as a
single or two-stage unit running on fresh water.
The charge-air pipe consists of cylinder-length sections. These are
connected together by means of special clamps and are screwed to the
rocker-arm casing (48/60), or form part of the rocker-arm casing (40/54).
3 Charge-air pipe
24 Special clamp
Figure 3. Charge-air pipe with special clamps
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Exhaust pipe
The cast exhaust-pipe sections have an easy-maintenance mounting clip
on their connection to the cylinder head. The exhaust pipe is uncooled,
thermally insulated and lagged and equipped with compensators between
the cylinders and ahead of the turbocharger. See Figure 4.
Figure 4. Exhaust pipe with expansion fittings and clamps
The exhaust-pipe lagging consists of elements, each extending over one
cylinder. The sheet-metal parts have insulating mats on the inside, and
can be removed after unscrewing a few bolts (see Fig. 5).
Figure 5. Turbocharger and exhaust pipe
Lubricating oil supply/Cylinder lubrication
Lubricating oil inlet /
Lubricating oil route
All lubrication points of the engine are connected to a common forcefeed oil circuit. The lubricating-oil inlet flange is located at the free end of
the engine. From the distributor pipe on the exhaust side, the oil goes to
REVISION 2 / B1 - Page 53
(FOR REPRODUCTION PURPOSES ONLY 68)
the tie rods and main bearings. From there, the route continues through
the crankshaft to the big end bearing and through the con rod into the
piston crown. From the piston crown, the oil runs back to the oil sump.
The turbocharger, the speed governor and the injection nozzles for the
control drive wheels are supplied with oil by a pipe on the coupling end.
A connection runs from the main distributor pipe to a distributor pipe on
the side opposite the exhaust. This pipe supplies the camshafts and
cam-follower bearings, the fuel injection pumps, and the rocker arms
with oil.
The lubricating-oil system is equipped with a pressure control valve,
which keeps the oil pressure ahead of the engine constant, independent
of the engine speed.
Lubrication of the cylinder
liners
The lubrication of running surfaces of the cylinder liners is done by
splash lubrication and oil mist. The piston ring assembly is supplied with
oil from below via holes in the cylinder liner. The oil is fed from the
exhaust side through the midsection of the cylinder crankcase. This is
done by a hydraulic-action block distributor, to which the oil is fed
through a feed pump from the inlet pipe. See Figure 6.
Figure 6. Feed pump and block distributor on the free side of the engine
Fuel pipes
Fuel admission / Fuel return
The engine is supplied with fuel through a manifold on the side opposite
the exhaust. Fuel is fed to the fuel injection pumps from this pipe. Excess
fuel is collected in a return manifold. The connections for both pipes are at
the free end of the engine. The associated buffer pistons and (in the case
of stationary plants) the pressure-sustaining valve are also situated here.
The buffer pistons are used to reduce hammer in the system. The
pressure-sustaining valve in the fuel return pipe keeps the system on the
engine side under pressure, so that no vapor bubbles arise.
The fuel manifolds are heated by the steam advance pipe situated in the
middle. The steam return pipe heats the oil leakage pipes, which carry
away oil from leakages (see also section 2.4.3).
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Cooling-water pipes
The cylinders, the charge air
cooler, and the injection
nozzles
Stage (HT) 1 of the charge-air cooler is supplied with fresh water; the out
flowing water is fed to the backing rings of the cylinder liners and the
cylinder heads. Stage 2 (NT) of the charge air cooler, or the single-stage
charge-air cooler can run on fresh water, untreated fresh water or sea
water. Cooling of the injection nozzles is done by a separate fresh water
system. See Figure 7.
5 Exhaust pipe
10 Cylinder cooling system
23 Thermometer for cooling
water ahead of cylinder
(Option)
C Cooling-water supply
D Cooling water return
Figure 7. Cooling water pipes (exhaust side)
Cooling-water supply /
Cooling-water return
The cooling water inlet flange for the cylinder cooling is located on the
free end of the engine. The pipe lies on the exhaust side in front of the
crankcase. Connections to the backing rings of the cylinder liners (C) run
from it. The following are cooled:
• The upper part of the cylinder liner,
• The holes of the top land ring, and
• The cylinder head with the exhaust valve cages (if present).
Route of the cylinder cooling
water
The cooling of the cylinder head (16, Figure 8) starts from the annular
space around the cylinder head bottom (see Figure 2). From there, the
water flows through holes into the annular space between the injection
valve and the inside of the cylinder head. From this annular space, the
remaining large cooling chambers of the cylinder head are filled and the
exhaust valve cages (if present) are cooled. The water is drained from the
upper area to the return manifold (D), which is located next to the supply
pipe. It returns the warmed water to the charge cooler or to the system.
The supply pipe for the nozzle cooling water lies behind the one for the
cylinder cooling water. The return pipe and the venting pipe of the nozzle
cooling water system are located above the exhaust pipe.
REVISION 2 / B1 - Page 55
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12
13
14
15
16
18
C
E
F
Crankcase
Backing ring
Cylinder liner
Top land ring
Cylinder head
Leakage inspection hole
Cooling-water feed
Land cooling (entry)
Land cooling (exit)
Figure 8. Cylinder cooling system (sectioned in two places)
Venting/drainage
At the uppermost points of the cylinder head and the charge cooler, a
permanent venting pipe is connected. To drain water from the cylinder
heads and backing rings, empty the supply pipe.
Condensate pipe
The water, which is produced through compressing and cooling the
air after the charge-cooler and in the charge-air pipe, is discharged
through external pipes. This is done by a drainage valve (float valve),
which must be monitored.
Crankcase venting
Venting valve
B1 - Page 56 / REVISION 2
The crankcase venting connection (17, Figure 9) is located on the upper
side of the crankcase (see Figure 3). The connection and the shaped
piece mounted on it serve to equalize the pressure to atmospheric.
Excess pressure in the crankcase is released by lifting the curved valve
shell. On the other hand, the valve shell prevents the inflow of air in the
case of a crankcase fire. Leaking oil, which collects in this fitting, is fed
back into the crankcase. See also Figure 10.
(FOR REPRODUCTION PURPOSES ONLY 71)
1
Turbocharger
2 Charge air cooler
17 Crankcase venting pipe
Figure 9. Crankcase venting (turbocharger on free side of engine) (58/64 engine shown)
Relief valve
Additional relief valves are located in the crankcase covers. These allow
the rapid release of pressure in case of an explosion inside the
crankcase.
Figure 10. Crankcase venting pipe
Starting Device
The engine is started using compressed air. It is admitted into the cylinder
and presses the piston down. Before it reaches bottom dead center, the
flow of air is interrupted and the process continued with the next
cylinders. This continues until the ignition speed is reached.
Main starter valve
The connection between the air bottles and the starting valves in the
cylinder heads is opened/closed by the main starter valve installed
between them. To actuate these valves, control-air pipes and control
valves are required. The main starter valve is located on the free end of
the crankcase. See Figure 11.
The starting air pipe is located on the exhaust side behind the
cylinder cooling pipes.
Starting valves
Branch pipes run from the starting air pipe to the starting valves in the
cylinder heads. The opening and closing of the starter valves is initiated
by control pistons, whose position is influenced by the starting-air pilot
valves.
REVISION 2 / B1 - Page 57
(FOR REPRODUCTION PURPOSES ONLY 72)
Figure 11. Main starter valve
Starting-air pilot valves
The starting-air pilot valves are located next to the fuel injection pumps.
They are connected to the main starting valve via a common control-air
pipe, and to the starting valves via individual control-air pipes. When there
is pressure from the control air, part of the airflows from the starting-air
pilot valve through a fitting or short section of pipe to the cams which
rotate on the camshaft. As soon as the cam closes the hole in the fitting,
the backpressure thus generated gives an impetus to the control piston of
the starting-air pilot valve (see illustration in the section "Camshaft"). The
control piston closes the vent hole, and directs the air to the starting
valve. This causes the starting valve to open, and the engine's running
gear is turned.
Operating and monitoring equipment
For marine engines:
Standardized control
cabinets
Controlling and monitoring modern marine engines are done with the help
of prefabricated components built into one or more control cabinets. See
Figures 12 and 13.
Depending on the limits of the scope of supply, they may include the
following items:
• The remote-control system, with equipment for manual remote
starting and stopping, including start interlock and release, and clutch
controls
• The safety system, with equipment for manual or automatic
emergency stops, automatic power reduction, and override
command, et al.
• The alarm system, with limit-value, open-circuit, and equipment-fault
monitoring
• The display system for operating values and operating states
• Various controls for auxiliary equipment, such as for the charge-air bypass, the cylinder lubrication system, temperature regulation, etc.
• Serial interfaces to the ship's alarm system (logging printer, group
alarm, horn, etc.) and the engine diagnosis system EDS.
B1 - Page 58 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 73)
Figure 12. Interior of the standardized control cabinets
Figure 13. Display unit (shown here with PGG-EG governor installed)
REVISION 2 / B1 - Page 59
(FOR REPRODUCTION PURPOSES ONLY 74)
Operating and monitoring
indicator board
The data processing for these input and output signals is done in
programmable miniaturized control systems. Using an indicator board
(operators control station) built into the door of the control cabinet, the
engine can be operated and monitored, and the functions listed can be
controlled. Two key panels and a display are provided for this purpose.
Operating values and operating and control states are shown in clear text
on the display. See Figure 14.
Figure 14. Indicator board (control station) with key panels and display
Variant arrangement
If the control cabinet is installed in the engine room, instead of in the
engine control room, the operators control station can be built into a
console in the engine control room.
The connection between the engine's master terminal box and the control
cabinet is made by ready-made trunk cables with integral plug connectors
at both ends.
As an alternative to a standardized control cabinet, the engine can be
equipped with a small display unit for the essential operating values,
instead. This displays:
• The engine speed,
• The exhaust temperatures downstream of the cylinder, upstream and
downstream of the turbocharger,
• The fuel pressure and the starting-air, control-air, and charge-air
pressures, as well as the
• Lubricating-oil and cooling-water pressures.
The only other operator controls for remote-controlled engines are the
emergency-start and emergency-stop valve.
For stationary engines ...
B1 - Page 60 / REVISION 2
For stationary plants, this prefabricated system, which can be tested in
part with the engine, is only used in exceptional cases. The obvious
approach here is to combine the control and monitoring facilities of the
engine with those of the entire facility, and order them all from one
supplier. So, as a rule, only a terminal box with the desired controls for
the auxiliary equipment is supplied.
(FOR REPRODUCTION PURPOSES ONLY 75)
Special engine designs
2.3.4
Accelerator "Jet Assist"
This device supports the rapid acceleration in partial load operation of
main marine engines. Compressed air, released and monitored by a
separate control system, is blown onto the compressor wheel of the
turbocharger. The charge air pressure is increased and the maneuvering
characteristics are improved.
Mounting turbocharger on the opposite side
In propeller operation, the turbocharger is mounted on the opposite side
to the coupling instead of the coupling end. Likewise, in generator
operation, the turbocharger is mounted on the coupling end instead of
the opposite side to the coupling.
Charge air blow-off device
This device serves the purpose of blowing off charge air into the engine
room before or after the charge air cooler is removed. In certain
situations, it restricts the ignition pressure at full load or overload. See
section 3.5.
Charge air by-passing device
This device supports the increase in boost pressure under partial load of
main marine engines. It consists essentially of a connecting pipe between
the charge air pipe and exhaust pipe, which can be controlled by a flap.
See Figure 1.
Figure 1. Charge air by-passing device in engine V 48/60
Injection timing adjusting device
Using the adjusting device, the injection timing can be adapted to different
fuel qualities. This can take place using a manual or an electric drive
REVISION 2 / B1 - Page 61
(FOR REPRODUCTION PURPOSES ONLY 76)
mechanism. Adjusting the injection timing influences the ignition pressure.
See Figure 2.
Figure 2. Manual injection timing adjustment
Slow-turn device
The device enables a slow turning of the engine over approximately 2
revolutions with the aim of testing whether all the cylinder cavities are free
of fluids for starting. The device is based on the available starting system
and works with a reduced starting air pressure of approximately 8 bar.
Engine certification to IMO
Comprises a package of engine measures to guarantee the IMO
regulations with regard to exhaust emissions.
CoCoS products
The term CoCoS includes software products, data records relating to
orders and, in the case of CoCoS-EDS, sensors and hardware
components too.
CoCoS-EDS
—
Engine Diagnostics System
CoCoS Maintenance User’s Guide
See Volume D1, Engine and System Accessories.
B1 - Page 62 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 77)
Accessories
2.3.5
Gallery
Galleries on the engine are necessary in order to safely carry out
maintenance work. For this reason, galleries built onto the engine are
available in marine engines and free-standing galleries are available in
stationary engines.
Resilient engine support
Figure 1. Resilient support of an in-line engine
Rigid support indirect resilient support semi-resilient support resilient support
The most simple solution for mounting the engine on the foundation is a
rigid connection for both stationary plants and ship installations. With this
solution, dynamic forces (caused by the uneven torque and free forces
due to gravity and moments of inertia), as well as structure-borne noise
are transferred to the foundation. See Figure 1.
In order to avoid this, the engine/generator unit is, in the case of stationary
plants, often set up on a resiliently supported foundation block (indirect
resilient support), reducing the excitation of vibrations and the transmission of structure-borne noise to the periphery in this way. In order to
reach this goal also for ship propulsion plants, either a semi-resilient support on steel diaphragms or (as more expensive solution) a direct resilient
support is realized. This way, the engine is, with regard to vibrations, separated from the foundation and, by means of a highly flexible coupling,
also from the elements to be driven.
REVISION 2 / B1 - Page 63
(FOR REPRODUCTION PURPOSES ONLY 78)
Crankshaft extension
The crankshaft extension allows power delivery on the free end. It is
carried out using the free shaft end and supporting bearings. Designs are
possible with or without lubrication oil and/or water pumps. See Figure 2.
Figure 2. Crankshaft extension
Auxiliaries drive
The standard unit, arranged on the free end, is required for driving
cooling water and/or lubricating oil pumps. It consists of a cog, which is
fastened in front of the torsional vibration damper on the free end of the
crankshaft. See Figure 3.
B1 - Page 64 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 79)
Figure 3. Drive gear for pumps attached to the engine
Engine-mounted pumps
Two cooling water pumps and two oil pumps can be added. See Figure
4.
The oil pumps, a regenerative gear pump, are fitted in the casing below
on the free end. The drive wheel engages the spur wheel fitted on the
crankshaft end in front of the vibration damper.
The cooling water pumps are single stage centrifugal pumps with
independently lubricated bearings and are built into the casing on the free
end at the top. The drive occurs through the spur wheel on the camshaft
end.
Figure 4. Engine-mounted pumps (cooling water pump on top, lube oil pump at the bottom)
Main bearing temperature monitoring
The temperatures of the main bearings are recorded just underneath the
bearing shells in the bearing caps. To do this, resistance temperature
sensors (Pt 100) (refer to Figure 5), which are fitted in an oil-tight manner,
are used. See Figure 5.
The measuring cables run in the cylinder crankcase up to the height of
the cable duct on the exhaust side and to the control side of cylinder bank
B respectively, from where they are routed to the outside, to terminal
REVISION 2 / B1 - Page 65
(FOR REPRODUCTION PURPOSES ONLY 80)
boxes.
Figure 5. Monitoring of the main bearing temperature
Oil mist detector
Damage to bearings, seized pistons and blow-through from the
combustion chambers cause increased oil vapor. Using the oil mist
detector, the concentration of oil vapor and/or the transparency of the air
(opacity) can be monitored in the crankcase. To do this, air is continually
drawn in from all the transmission sections using a jet pump, cleaned of
larger oil droplets and passed to a measured section with infrared filters.
The diodes arranged at the exit send an electrical signal to the monitoring
unit according to the amount of light received. See Figure 6.
The oil mist detector is part of the standard scope of the engine.
Figure 6. Arrangement of the oil mist detector
Splash-oil monitoring system
The splash-oil monitoring system is part of the safety system. Using
sensors, the temperatures of each individual running gear (or running
gear pair in the case of V-type engines) are indirectly monitored by
means of the splash oil. In this connection, the safety system initiates an
engine stop if a defined maximum value or the admissible deviation from
the average is exceeded. See Figure 7.
B1 - Page 66 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 81)
Damage on bearings of the crankshaft and connecting rod are recognized
at an early stage, and more extensive damage is prevented by initiating
an engine stop.
In the operator's station, the temperatures of the individual running gears
of the engine are indicated by means of a graphical display and in
absolute values.
The splash-oil monitoring system is part of the standard scope of the engine.
Figure 7. Arrangement of the splash-oil monitoring system
Exhaust temperature - average monitor
The average monitor consists of thermocouples in the exhaust pipe (refer
to Figure 8) and a monitoring and display unit. Dependent on the
instrumentation and control configuration, monitoring and display can be
effected using a PLC (programmable logic controller), a special unit or
elements of a higher-ranking monitoring system. Depending on the
engine output, larger (at low load) or smaller deviations (at high load) from
the calculated average of all cylinders are permitted for individual
cylinders.
Figure 8. Temperature sensor, recording with the cylinder head dismantled
REVISION 2 / B1 - Page 67
(FOR REPRODUCTION PURPOSES ONLY 82)
Tools
In addition to the set of tools, which belongs to the delivery specification
of the engine, a series of further important tools is available on request.
Among these are grinding machines for valve seats and valve cones, a
grinding and milling assembly for seating faces in the cylinder head, a
grinding device for valve cage seats and a pneumatic honing device for
cylinder liners. These tools are necessary for, or can facilitate
maintenance work.
B1 - Page 68 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 83)
Systems
2.4
2.1
Scope of supply/Technical specification
2.2
Engine
2.3
Components/Subassemblies
2.4
Systems
2.5
Technical data
REVISION 2 / B1 - Page 69
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B1 - Page 70 / REVISION 2
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Fresh air/Charge air/
Exhaust gas systems
1
2
Intake casing
Intake sound damper
16
17
Float valve
3
4
5
6
7
8
Turbocharger
Compressor
Turbine
Double diffuser
Diffuser housing
Charge air cooler
18
19
A
B
C
D
Exhaust pipe
Cleaning nozzles
Compressor cleaning
Lubrication oil for turbocharger
Turbine cleaning
Waste water from turbine cleaning
9
Charge pipe
Overspill pipe
2.4.1
E
G
H
J
K
L
N
Charge air for
compressor cleaning (variant
1)
Fresh air
Charge air
Exhaust
Cooling water
Condensed water discharge
Charge air/block air for
turbocharger (NA-series)
Figure 1. Fresh air/charge air/exhaust system. Variants in Figure 1 a -sound dampers, 1 b -intake casing (diagram
applies also to V -type engine)
REVISION 2 / B1 - Page 71
(FOR REPRODUCTION PURPOSES ONLY 86)
The air route
The air required for combustion of the fuel in the cylinder is drawn in
axially by the compressor wheel (4, Figure 1) of the turbocharger (3). This
is done either using the intake sound damper (2) with dry air filters or
using the intake casing (1). Using the energy transmitted by the exhaust
flow on the turbine wheel (5) of the turbocharger, the air is compressed
and thus heated. The air of high energy (charge air) is fed over a sliding
sleeve and the double diffuser (6) into the diffuser casing (7). The diffuser
reduces the flow speed to the benefit of pressure. The air is cooled in the
two-stage charge air cooler (8) fitted in the casing. In this way, the
cylinder is filled with the greatest possible mass of air. This is carried out
using the charge pipe (9), which consists of elements connected
elastically with each other.
The exhaust route
The exhaust leaves the cylinder head on the opposite side to the charge
pipe. It is collected in the exhaust manifold (18) and fed to the turbine
side of the turbocharger. Thermo elements in the cylinder heads both
before and after the turbocharger are used for monitoring the
temperature. The exhaust manifold consists of cylinder-length elements.
The connection to the cylinder head is made using a clamping
connection. To connect with one another and to the turbocharger,
corrugated tube compensators are used. The exhaust gases flow radially
away from the turbine wheel.
Condensed water
On the casing of the charge air cooler and at the start of the charge pipe,
there are connected condensation water pipes. Any water occurring is led
through the float valve (16). The blockable overspill pipe (17) must be
monitored on site.
Cleaning the charge coolers
On the air side charge-air coolers can be cleaned with cleaning fluids
without dismantling. To do this, blind disks must be inserted after the
turbocharger and before the charge pipe. These are part of the special
tools.
Cleaning the turbocharger:
the compressor side using
water
There are nozzles (19, Figure 1) fitted in the intake casing and the sound
the damper for the regular cleaning of the compressor wheel and
compressor casing. Water is sprayed in through the nozzles. The
cleaning effect results from the high impact speed of the drops of water
compared to the rotating wheel. See Figure 2.
21
22
23
Tank
Pressure spray
Air pump
A Compressor cleaning
E Charge air for compressor cleaning
F Fresh water / drinking water
Figure 2. Compressor cleaning using charge air (left) or pressure spray (right)
The water is either filled into the tank (21) and blown out using the
charge air pressure to connection A (variant 1 in Figure 2) or is used to
B1 - Page 72 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 87)
fill a pressure spray (22), placed under pressure using an air pump (23)
and displaced by a cushion of air (variant 2).
Cleaning the turbocharger:
the turbine side using water
or
Cleaning the turbine side is preferably carried out using water (see Figure
3). The water is sprayed into the exhaust manifold in front of the
turbocharger, either using a nozzle or a lance (see also operating
instructions for turbocharger in volume C1).
Or using solid matter
Alternatively or additionally, cleaning can take place using soft, granulated
material. The cleaning agent is blown using compressed air to the same
point (C) in the exhaust manifold.
3
C
J
D
Turbocharger
Turbine cleaning
Exhaust from engine
Waste water
Figure 3. Turbine cleaning using water or granules
"Jet Assist" acceleration
device
The "Jet Assist" acceleration device is fed by the 30-bar compressed air
system. The flow of air is fed to the compressor casing and directed to the
compressor wheel through boreholes (30, Figure 4) distributed around the
outside. In this way, the volume of air is increased and the turbocharger
accelerated which results in the desired increase in charge pressure. See
section 3 - "Adapting the engine to ..."
The pressure and throughput are set using the reducing valve and the
choke cover (31). Control guarantees that sufficient air is available for
starting procedures.
4
5
30
31
M
O
Compressor
Turbine
Flow hole
Chock cover
Compressed air
Control air
Figure 4. "Jet Assist" acceleration device
Charge air blower
The charge air blower (variant 1 in Figure 5) is used to improve the partial
load performance of the engine (see also section 3.5.8). When the
REVISION 2 / B1 - Page 73
(FOR REPRODUCTION PURPOSES ONLY 88)
butterfly valve (40) is open, charge air flows through the blower pipe (41)
into the exhaust pipe. This leads to an increase in turbine performance
and a resultant increase in the charge pressure. The valve is activated
using a control cylinder (42) impinged with control air.
Charge air relief device
The charge air relief device (variant 2 in Figure 5), the use of which is
restricted to sailing ships with full loads in arctic conditions or in the
operation of stationary engines with excess load, is also controlled using a
butterfly valve or by a spring loaded valve. The device is used to limit the
charge air pressure and the ignition pressure. The excess charge air is
blown into the machine room (43). There is no connection here to the
exhaust pipe.
3
40
41
42
43
Turbocharger
Butterfly valve
Blower pipe
Control cylinder
Relief pipe
J
Exhaust from the engine
G. Fresh air
H Charge air to the engine
Figure 5. Charge air blower and charge air relief device
 Tip! For explanations of the symbols and letters used, see Section 5.
B1 - Page 74 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 89)
Compressed air and starting system
2.4.2
Compressed air is required for starting the engine and for a number of
pneumatic controls. For starting, ≤30 bar is required. For the controls, 30
bar, 8 bar, or lower pressures are required. See Figures 1, 2, and 3.
1 Pipe
10 Pipe
19
M329/2 emergency stop valve
2 M462 air filter
11 Safety valve
20
Pipe
3 Pipe
12 Starter pipe
21
Starting air pilot valve
5 Venting valve
13 Starting valve
22
Fuel injection pump
6 Feed pipe
14 Branch conduit
23
Shut-off piston
7 Main starting valve
15 Control pipe
25
M306 blocking valve(turning gear)
8 Pipe
16 M388 operator station
26
M329/1 pilot valve
9 M317 control valve
17 Booster servomotor
Figure 1. Starting diagram (also applies to V-type engines as appropriate)
REVISION 2 / B1 - Page 75
(FOR REPRODUCTION PURPOSES ONLY 90)
7
13
Main starting valve
Starting valve
21
27
Starting air pilot valve
Starting cam
33
E
Switch mechanisms (turning gear)
Compressed air for operating device
Figure 2. Compressed air and starting valve (Part 1)
17 Booster servomotor
22 Fuel injection pump
23 Emergency stop piston (shut-off piston)
28 Camshaft
34a Speed governor, mechanical
34b Speed governor, electronic (not started
with compressed air)
35 Admission rods
C Speed reference value
D Admission stop
F to M615 reducing station
Figure 3. Compressed air and starting system (Part 2)
Compressed air route
B1 - Page 76 / REVISION 2
The compressed air flows via pipe 7171 to the main starting valve (7) (see
Figures 1, 2 and 3) and via pneumatically controlled starting valves (13) to
the cylinders. To ensure problem-free operation of the control valves if the
pressure in one of the compressed air tanks is reduced due to previous
starting operations, marine main engines also have a second 7172
compressed air connection. Control air can be supplied from a separate
compressed air tank via this connection. Non-return valves prevent
pressure compensation.
(FOR REPRODUCTION PURPOSES ONLY 91)
Figure 4. Main starting valve
If the shut-off valve on the compressed air tank is open, compressed air
will flow to the main starting valve (7, Figure 1) (see also Figures 4 and 5)
and through the pipe (8) to control valve M317 (9). At the same time,
compressed air will flow through air filter M462 (2) and the pipe (1) to pilot
valve M329/1 (26), the emergency stop valve M329/2 (19) and blocking
valve M306 (turning gear) (25) (see Figure 1).
13
Starting valve
30
Cylinder head
31
Inlet valve
32
Exhaust valve
36
Backing ring
37
Top land ring
A
Control air from the starting air
pilot valve
B
Compressed air from the main
starting valve
Figure 5. Starting valve
REVISION 2 / B1 - Page 77
(FOR REPRODUCTION PURPOSES ONLY 92)
If blocking valve M306 (25) is open, i.e. the turning gear is disengaged
and starting is not blocked from the safety control system (only in the case
of stationary engines), the air will flow on to pilot valve M329/1 (26). As
soon as a starting command is received from the automatic system or the
control station (16), it can switch to feed-through and open up the route to
the starting air pilot valves (21), control valve M317 (9) and the booster
servomotor (17). In case of an emergency, pilot valve M329/1 (26) can
also be operated manually. Control valve M317 (9) will now open the main
starting valve (7) and close the air vent valve (5) so that compressed air
flows through the starting pipe (12) to the starting valves (13) (see Figure
5).
In the case of V-type engines, only the A series is fitted with starting
valves.
Starting-air pilot valve
According to the setting of the camshaft (28, Figure 6), the air vent of the
starting air pilot valve (21) on one cylinder is covered by the starter cam
(27) (see Figure 6). Thus a piston in the starting air pilot valve opens the
passage, and airflows over the control pipe (15) to the starting valve
affected and open it. The compressed air present flows into the cylinder
and presses the piston down, i.e. the crankshaft starts to turn. When the
starter cam moves out of the area of the pulse pipe, the starting air pilot
valve (21) closes, the air feed is interrupted and the pipe (15) is vented.
The start periods of individual cylinders overlap in order to guarantee
certain starting at each crankshaft setting.
21 Starting air pilot
valve with pulse pipe
starter
27 Starter cam
28 Camshaft
Figure 6. Starting air pilot valve / camshaft
Admission limit
The admission limit during the start procedure and shortly after the start is
controlled in normal mode by the governor from the automatic device and
in emergency mode manually directly on the governor.
Flame trap
A flame trap is installed in each branch pipe (14) in order to prevent the
flashback of flames if the starting valve is damaged.
Drainage
A relief tap is fitted at the lowest point of the pipe connecting the
B1 - Page 78 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 93)
compressed air tank to the feed pipe (6). This tap must be opened at
regular intervals in order to release any condensed water from the pipes.
It is also used for venting the pipes before assembly work. The relief tap
on the main starting valve serves the same purpose and is arranged
parallel to the relief pipe of the venting valve.
Relieving the pipe before
assembly work
Before starting maintenance work, the relief tap must be opened. This
prevents pressure building up in front of the main starting valve through
leaks in the pressure vessel shut-off devices.
 Attention! The pressure is sufficient to inadvertently start the
motor.
Emergency stop
There is an emergency stop device for the fastest possible stop to the
engine in the case of an emergency. When operated, the emergency stop
valve M329/2 (19, Figure 1) is opened electrically and air flows through
the pipe (20) to the shut-off piston (23) at the injection pumps (22) and
sets the control rods to zero admission. Switching off the engine therefore
depends on the setting of the control rod assembly and the speed
governor.
Blow through
Before starting the engine, the combustion chambers must be blown
through using compressed air. This is done by initiating the start
procedure with open indicator valves. In doing so, admission to the fuel
pumps must be at zero/the emergency stop button must be depressed.
Turning over with slow-turn
device
In the case of engines which are started in automatic operation, the
opening of the indicator valves is not guaranteed. Before starting, the
slow-turn device is activated. This is carried out by control valve M359.
The device allows the engine to be slowly turned over through
approximately 2½ revolutions with the aim of checking whether all cylinder
chambers are free of liquid for the subsequent start. The device is based
on the existing starter system. It operates with a reduced starting air
pressure of approximately 8 bar (see Figure 2).
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Fuel oil system
1
2
3
4
5
6
Manifold
Heat pipe
Distributor pipe
Leakage collector pipe
Injection valve
Venting pipe
2.4.3
7
8
9
10
11
12
Leakage collector pipe
Leakage collector pipe
Leakage collector pipe
Stop cock
Supply pipe
Injection pipe
13 Return pipe
14 Stop cock
15 Fuel injection pump
16 Buffer pistons
17 Pressure control valve
Figure 1. Fuel diagram (Figure shows engine L58/64 - applies also to L+V 48/60)
The fuel is fed from a free-standing pump through a filter into the
distributor pipe (3) (see Figure 1). From here, a supply pipe (11) branches
to each fuel injection pump (15) with a stopcock (10). The return of excess
fuel is carried out through the manifold (1), which is also connected
through return pipes (13) with stopcocks (14) to the injection pumps. In
this way, each individual pump can be blocked from the fuel inlet and
removed without the whole pipe system having to be drained. See also
Figure 2.
REVISION 2 / B1 - Page 81
(FOR REPRODUCTION PURPOSES ONLY 96)
10 Stop cock
11 Supply pipe
12 Injection pipe
13 Return pipe
14 Stop cock
Figure 2. Fuel injection pump with pipes (example shown is L 58/64)
Buffer piston
A small venting pipe (6, Figure 1) is connected to the manifold (1) so that
no air cushions can form. The buffer pistons (16) attached to the pipes (1
and 3) dampen the shock pressures which occur in the pipes. See also
Figure 3.
Figure 3. Buffer pistons (example shown is L 58/64)
Pressure control valve
The excess fuel flows back over the pressure control valve (17) at the end
of the manifold to the mix container (see diagram, Figure 1). This
arrangement means that pre-heated fuel can be pumped around to warm
the pipe system and the fuel injection pumps before starting the engine.
Heat pipe
The heat pipe (2) for the heavy oil mode arranged between the distributor
and the manifold is also used for compensating heat losses. The heat
return pipes serve the purpose to heat the leakage fuel pipe.
B1 - Page 82 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 97)
Fuel injection pipe/
Leakage fuel pipe
The fuel injection pumps (15) feed the fuel in the injection pipes (12) to
injection valves (5). The leakage fuel (B) (see Figure 2) running from the
injection valves and fuel injection pumps is collected in the leakage
collector pipe (4) and fed to the manifold (8) at the foot of the fuel injection
pumps (see diagram, Figure 1). See also Figure 4.
5
18
A
B
Injection valve
Cylinder head
Fuel from the fuel injection pump
Leakage fuel
Figure 4. Fuel injection valve
With automatic installations, the injection pipes (12) are monitored for
leaking fuel. For this purpose, the injection pipes are encased. The
leaking fuel resulting from loose screw fittings or damaged pipes runs into
the sleeve pipes to the leakage collector pipes (9) and on to the leakage
collector pipe (7) (see Figure 1). It is possible to attach to this pipe a
container with level monitoring to trigger an alarm.
System on the side of the installation
Engines operated using heavy oil must be equipped with a few
accessories (mix containers, heaters, viscosimeter, etc.). The exact
arrangement of the individual devices is shown in the fuel diagram of the
respective installation.
Refer to Technical Documentation Volume - Engine and System
Accessories.
REVISION 2 / B1 - Page 83
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B1 - Page 84 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 99)
Control of Speed and Output
2.4.4
Tasks/contexts
The most important tasks
The following tasks have to be carried out in the context of engine
power and engine speed:
• Parameters have to be changed or
• Kept constant,
• There must be certain reactions to disturbances,
• Values must be limited and
• If there are several engines in an installation, then these have to be
balanced to one another.
Systems involved
These tasks cannot be managed by one element/one system alone.
Depending on the design of the installation, the following are required in
different levels of completeness:
• A speed and power limitation system,
• A speed and power control system, possibly
• A synchronization system
• A load distribution system
• A frequency control system
Everything is carried out
through the filling setting
It is only possible to actively influence the engine speed and the engine
power through the capacity setting of the fuel pumps. This is done using
the control rod assembly and the speed governor. Certain capacity
settings (filling settings) produce,
• In engines which drive generators, a certain power point on the
(constant) nominal speed line F  Pvar / nconst;
• In the case of engines which drive fixed propellers, a point on the
propeller curve and
• In the case of engines which drive adjustable pitch propellers, a point
on the combiner curve/in the propeller characteristic diagram.
In these two cases, the following applies:
F  Pvar / nvar
Speed and power control
system
The speed and power control system compares the actual speed to the
target speed. To do so, an actual value must be recorded and a target value
or, under certain circumstances, a selected target value, must be stated. The
controller determines the required correction signal. In addition, through its
setting it establishes the reaction ratios of the control and it limits speeds and
thus power. Refer to Figure 1.
Synchronization device
A synchronization device is required in engines, which drive rotary current
generators. Rotary current systems may only be interconnected if
frequencies (speeds), voltages and phase position agree and if the energy
producing engines have the same power efficiency. The first conditions must
be created by influencing the generator (voltage) and the engine
(frequency/speed and phase position). The second condition must be fulfilled
by conscientious setting of the speed governor.
REVISION 2 / B1 - Page 85
(FOR REPRODUCTION PURPOSES ONLY 100)
Effective load distribution
system
Generally, with multi-engine installations, you must avoid units with different
percentage loads working in parallel. For this, the effective load distribution
system is used. It compares the power signals of interconnected units and
supplies adjustment pulses over the remote speed adjustment device to the
speed governor until a balance is achieved.
Frequency control system
The load distribution system is usually combined with a frequency control
system in generator units. In this, the bus bar frequency must be compared
to the pre-stated frequency (e.g. 50 Hz or 60 Hz) and, in the event of
discrepancies, compensated through pulses on the speed controls.
1
2
3
4
5
6
7
8
9
10
11
12
Camshaft drive
Pulse counter
Speed governor
(electronic part
Speed governor with
Rods
Control shaft
Fuel injection pump
Control rod
Emergency stop piston
Articulated lever
Emergency stop valve
Inductive position
pick-up
13
14
15
16.
Operating device
Booster servomotor
Tacho machine
Electronic control (only)
in electronic speed governors)
KS Coupling end
KGS Free end
A1
Mechanical actual speed
controller
A2
Electronic actual speed
controller
B
C
E
F
G
H
P
Target valve of speed
a Pulse “higher/lower”
b Pulse “stop”
Fill limit dependent on charge air
Actual value of fill
Compressed air for emergency
Control air
Fuel
a Feed
b. Injection
c. Return
Charge air pressure
Figure 1. Speed and power control system
B1 - Page 86 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 101)
Speed and power control system (mechanical-hydraulic)
Components
The hydraulic speed and power control system - or, more simply
named, the speed controller - is used mainly in stationary installations and
consists in a restricted sense of the remote speed adjuster (set-point
generator), the mechanical speed governor (4) with the hydraulic
final positioning device and the stop device (see Figure 1). When used in
main ship's engine, this list also includes the fill limits.
Arrangement
The speed governor (see Figure 2) is located on the coupling end. It is
driven by the control shaft drive and is mechanically connected via the
rods (5, Figure 1) to the control shaft (6) of the fuel injection pumps. The
actual speed governor is located on the hydraulic final positioning device
(4). The booster servomotor (14) supports the final positioning device.
It assures the oil pressure necessary for starting the engine. The
remote adjustment and stopping device is installed either on the engine
or remote from it, as required.
Method of operation
The speed target value requirement (fill requirement) is carried out in the
simplest way using a lever on the operator station. The target value is
converted into spring resistance in the speed governor. This is done
using a slide valve, which pre-tensions a speed spring (17, Figure 2)
using oil. The resistance to the spring is formed by governor weights (18).
17
18
J
Speed spring
Governor weights
Oil from the slide valve
Figure 2. Diagram of mechanical speed governor
The force of the governor weights attempts to lift the slide valve whilst the
force of the speed spring works against this. When the engine is running at
a constant speed, the forces are counterbalanced and the governor weights
are vertical. Any change in the balance of forces leads to a movement in
the slide valve. This movement is converted into a rotation and thus
moves the control rods of the fuel pumps. This changes the amount of
fuel injected into the combustion chambers.
Articulated lever
The control rods of the fuel pumps are connected to the control shaft using
articulated levers. The articulated lever is designed so that it can bend
in either direction of movement if a certain controlling torque is
exceeded (see Figure 3). This means that a jammed control rod or a
control rod pump piston unable to rotate cannot block the other fuel
injection pumps. Normally, the divided lever is held in its bearings by an
extension spring.
REVISION 2 / B1 - Page 87
(FOR REPRODUCTION PURPOSES ONLY 102)
1
2
3
4
5
Control shaft
Articulated lever
Tension spring
Adjustable joint rod 5 Control rod
Control rod (shown in rotated
position)
Figure 3. Effect of the articulated lever (a Starting position, b Control rod blocked in ZERO position,
c Control rod blocked in FULL position)
Starting and accelerating (fill
limit)
On starting and accelerating the engine, certain amounts of fill must not
be exceeded, e.g. to guarantee an accelerating which is as free as
possible of smoke, or maneuvering without overstraining. To do this, the
charge air pressure is fed directly into the limiting device in the speed
governor.
Stopping the engine
Normally, the engine is stopped on setting the charge back to "Zero". This
can be done using the remote control device or at the operators stand.
Emergency shut-down
In cases of emergency, the engine can be stopped by feeding control air
to the emergency stop piston of the fuel injection pumps (see Section
2.4.2).
A speed pick-up is necessary for the emergency shutdown. This is carried
out through the tacho machine, which is located on the main drive pinion
for the speed governor. Redundant to this, a pulse detector (2) is attached
radially to the camshaft drive (see Figure 4, showing three pulse
detectors). The pulse detector records the actual speed of the engine by
sampling the contour of the cog. Whenever a tooth moves past the pickup, a voltage is created which then collapses in the space between the
teeth. The frequency of the voltage signals is proportional to the engine
speed. The tacho machine detects mechanically the speed.
Charge display/charge
sensor
At the end of the control shaft, its deflection is transferred to an inductive
position pick-up. In this way, 4-20 mA signals are created, which permit a
remote display or another type of processing. At the control rods of the
fuel injection pumps, the charge can be read off the impressed scale.
Speed and power control system (electronic-hydraulic)
The electronic speed governor is mainly used in multiengine ship
installations or suction dredgers. Basically, both an electronic and a
mechanical speed control are possible. The mechanical control, however,
is only used in emergencies, e.g. in the case of the electronic control
failing. The switchover takes place at the operator station.
Components
B1 - Page 88 / REVISION 2
The electronic-hydraulic controller consists of the same components as
the mechanical-hydraulic speed governor, plus an electrohydraulic
converter, an electronic speed governor and oil cooler. The oil cooler
cools the hydraulic oil, which is heated by the larger oil pump.
(FOR REPRODUCTION PURPOSES ONLY 103)
22 Oil cooler
23 Switch-over device (mechanical - electronic)
Figure 4 Electronic-hydraulic speed governor made by Woodward type PGG-EG 200
(example shown is L 48/60)
Arrangement/Mode of
operation
Three pulse detectors are arranged radially to the camshaft drive, two
of which supply the actual speed value to the electronic control device.
The third is used to check the engine speed for the emergency shutdown.
See Figure 5.
1
Camshaft drive
2
Pulse detector
Figure 5. Arrangement of the pulse detector on the camshaft drive
An analogue current signal of 4-20 mA is required as a speed target
value for the controller. In the simplest case, the target value can be
stated using "higher/lower" keys, for example arranged on the operator
station by the engine.
In the electronic control device, the difference between the actual and
target speeds is evaluated. In this, the amount and the direction of the
deviation, the duration and the speed of change are taken into
consideration. As a result, a correction signal is transferred in the form of
an electric variable to the final positioning device and there converted,
using an electro-hydraulic converter, into the force required to adjust the
filling rods.
Through a corresponding adjustment in the controller, the operating
behavior of the engine can be adjusted to the prevailing conditions or the
operating aims. See print script in section D of the Technical
Documentation.
REVISION 2 / B1 - Page 89
(FOR REPRODUCTION PURPOSES ONLY 104)
Starting and acceleration (fill
limit)
The limit curves can be freely programmed in the controller. This is done
using a small programming device or at the generator itself.
Stopping the engine
On stopping, electronic impulses are fed to-the control electrics. In cases
of emergency, the engine can be stopped by feeding control air to the
emergency stop piston of the fuel injection pumps (see Section 2.4.2).
B1 - Page 90 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 105)
Injection time adjusting device
2.4.5
Manual injection timing adjustment
Functioning
The rocker arm (6, Figure 1) which transmits the cam movement to the
injection pump is supported on the eccentric shaft (7). See also Figure 2.
The torsional action can take place by means of a worm gear pair (10,
Figure 1). This changes the position of the cam follower in relation to the
camshaft (8).
Adjustment of injection timing
Depending on the direction in which shifting takes place, the injection
timing is brought forwards or set back, By these means, the injection
timing can easily be adapted to different fuel qualities. By adjusting in the
direction of "early", an increase in ignition pressure to the design value is
possible in the service field. On the other hand, by adjusting in the
direction of "late", in conjunction with a drop in ignition pressure, there is a
considerable reduction in nitrogen oxide emissions. The relevant setting
can be seen on the graduated collar (3).
The injection timing should in general be adjusted such that combustion
shortly after TDC is ruled out. The effects of adjustments must be
evaluated on the basis of changes in ignition pressure.
1
2
3
5
6
7
8
10
12
Fuel injection pump
Adjusting device
Graduated collar
Universal-joint shaft
Rocker arm
Eccentric shaft
Camshaft
Worm gear pair
Hydraulic brake
Figure 1. Injection timing adjustment (engine V 48/60 shown)
REVISION 2 / B1 - Page 91
(FOR REPRODUCTION PURPOSES ONLY 106)
6 Rocker arm
7 Eccentric shaft
8 Camshaft
Figure 2. Camshaft with eccentric shaft
Electrical injection timing adjustment
Functioning
With electrical injection timing adjustment, the worm gear pair (10, Figure
1) is adjusted by a 3-phase gear motor (9, Figure 4). The engine is
arranged in axle direction and can if necessary were manually operated.
In order to comply with the IMO regulation, two positions can be
approached. These can be defined by two infinitely adjustable end
switches (11, Figure 4) situated on the housing (see Figure 2). The full
load position is in the "early" field, and the partial load position in the "late"
field. See also Figure 3.
Brake
On the coupling end and the opposite side to the coupling (independent of
cylinder number) of the eccentric shaft, there are hydraulic brakes, which
keep it in position. On the coupling end, the hydraulic brake is in the gear
housing. On the opposite side to the coupling, this is placed separately on
the eccentric shaft (7) (see Figure 2).
Before adjustment, the hydraulic brakes and a spring brake on the 3phase motor are released. The hydraulic brakes are released and closed
by means of pistons impinged on with hydraulic oil.
B1 - Page 92 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 107)
9 3-phase gear motor
10 Worm gear pair
11 End switch
12 Hydraulic brake
Figure 3. Electrical injection timing adjustment ( engine L 58/64 shown)
3
7
8
9
Graduated collar
Eccentric shaft
Camshaft
3-phase gear motor
10
11
12
13
Worm gear pair
End switch
Hydraulic brake
Exhaust cam
14
15
16
17
Fuel cam
Manual adjusting wheel
Pointer on adjustment device
Hydraulic brake KGS
Figure 4. Electrical injection timing adjustment with hydraulic brake
REVISION 2 / B1 - Page 93
(FOR REPRODUCTION PURPOSES ONLY 108)
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B1 - Page 94 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 109)
Lube oil system
2.4.6
Lubricating the engine and the turbocharger
1
2
3
4
5
Distributor pipe
Thermometer
Fuel injection pump
Branch pipe
Pipe (rocker arm lubrication)
13
14
15
16
17
6
7
8
Rocker arm
Piston
Piston pin bearing
18
19
20
9 Branch pipe (main bearing bolt)
10 Feeder pipe (main bearing)
11 Woodward governor
21
22
23
12 Drainage pipe
24
Branch pipe (spray nozzle)
25 Branch pipe (controller drive)
Reducing valve
26 Main bearing
Inlet pipe (turbocharger)
27 Main bearing bolt
Branch pipe (nozzle)
28 Big end bearing
Branch pipe (intermediate wheel 29 Cam follower(valve drive)
bearing)
Branch pipe (main outer bearing) 30 Branch pipe(cam follower bearing)
Branch pipe (spray nozzle)
31 Cam follower (injection pump drive)
Branch pipe(intermediate wheel 32 Branch pipe (injection pump drive)
bearing
Branch pipe(spray nozzle)
33 Eccentric shaft
Inlet pipe
34 Branch pipe (camshaft bearing)
Branch pipe(load control pilot
35 Branch pipe (lube oil pump, if fitted)
valve)
Branch pipe (camshaft outer
bearing)
Figure 1. Lube oil diagram
REVISION 2 / B1 - Page 95
(FOR REPRODUCTION PURPOSES ONLY 110)
1.
Distributing pipe
66 Run-in filter
67 Differential pressure transducer
Figure 2. Run-in filter
The route of the lubricating
oil
A lube oil pump (built on to the engine or separately driven) draws the
lube oil out of the supply tank and forces it through filter, cooler, a pressure
regulating valve and a run-in filter (66, Figure 2) to the distributor pipe (1)
situated under the camshaft (see Figure 1).
Run-in filter
In order to prevent that dirt enters the engine during the new-buildinq
phase or after conversions of the plant-specific lubricating oil system, a run-in filter (66) is, in addition to the system filters, fitted to the engine upstream of the lube oil inlet flange. During these non-regular
operating phases, the filter insert is to be installed in the filter casing for
a limited period of time. A differential pressure transducer (67) monitors
the degree of clogging of the run-in filter. The filter surface and the filter
unit are designed so as to ensure that the filter reaches a service life of
up to approximately 200 operating hours provided that the lubricating oil
is in normal condition. In case clogging of the run-in filter is indicated,
particular attention is to be paid to changes in the lube oil pressure
upstream of the engine, and the filter insert is to be removed and cleaned
according to the manufacturer's instructions as soon as possible.
After commissioning and after running in the lubricating oil system
respectively, the filter insert is to be removed for regular operation of
the engine plant (the filter casing remains fitted to the engine). After removal of the filter insert, the run-in filter does no longer have any effect
(which is indicated by a corresponding note on the filter casing).
Route of the lubricating oil
inside of the engine
B1 - Page 96 / REVISION 2
Via the pressure regulating valve (14, Figure 1), the supply of lubricating
points within the engine is effected at a low pressure level (turbocharger).
The oil diverted by the pressure control valve runs back through an
overflow pipe to the storage tank. An inlet pipe (10) leads from the
distributor pipe (1) to each main bearing (26). Branch pipes (9) lead from
these to the holes for the main bearing bolts (27) in the crankcase. The
incoming oil damps oscillations in the long bearing bolts. In the upper part
of the crankcase, the oil emerges through overflow holes and runs freely
into the crankcase.
(FOR REPRODUCTION PURPOSES ONLY 111)
Oil flows via holes in the crankshaft from the main bearings (26) to the big
end bearings (28), from there through holes in the connecting rods to the
piston pin bearings (8) and on into the cooling spaces of the pistons (7).
From the pistons it runs freely into the crankcase through holes. The first
main bearing between the coupling flange and the camshaft drive is
supplied with oil by the inlet pipe (22), the short branch pipe (18) and a
channel in the crankcase. From the inlet pipe (22) the branch pipes (24)
lead to the camshaft outer bearing, the intermediate wheel bearings (17
and 20) and to the different bearing points in the governor drive (25). The
spray nozzles that lubricate the gear teeth in the camshaft drive are also
connected to the inlet pipe (22) by short branch pipes (13, 16, 19 and 21).
Lubricating the camshaft and
fuel injection pump
The camshaft bearings are supplied with oil by the distributor pipe (1) via
branch pipes (34). The branch pipes (30) feed the oil to the eccentric
shaft bearings and from there via holes in the eccentric shaft (33) to the
cam followers (31) and rollers for the injection pump drive. The cam
followers and rollers for the valve drive are also connected to the oil
circuit via branch pipe (30) and corresponding holes in shafts and levers.
The driving rods of the injection pumps (3) are lubricated by branch pipes
(32) starting from the distributor pipe (1), while the injection pumps (3)
themselves are supplied with oil by the rocker arm lubrication pipe (5)
and short branch pipes. The thrust bearing of the camshaft is lubricated
on the coupling side by the branch pipe (24).
Rocker arm lubrication
The lubrication of the rocker arms (6) and the valve drive in the rocker
arm housing takes place via pipe (5). Oil flowing from the rocker arm
bearings collects on the respective cylinder head and flows through the
push-rod protecting tube into the camshaft trough and, from there, back
into the crankcase.
Oil Sump
The oil sump is used as a collector tank for all the lubricating oil dripping
from the bearing points. On the coupling end and the free end, drainage
pipes are connected to the face through which oil can be fed back to the
supply tank.
Speed governor
The speed governor (11) has its own lube oil system and is thus not
connected to the lube oil system of the engine. With marine engines, the
branch pipe (23) leads to the load control pilot valve in the speed
governor and the drainage pipe (12) back to the crankcase.
Turbocharger
The supply to the turbocharger is carried out using the inlet pipe (15). For
a description, refer to the operators instructions for the turbochargers in
volume C1. The lube oil discharge from the turbocharger takes place via
connector 2599.
REVISION 2 / B1 - Page 97
(FOR REPRODUCTION PURPOSES ONLY 112)
Cylinder lubrication/valve seat lubrication
Lubricating the cylinder liners
The lubrication of running surfaces of the cylinder liners is carried out
using splash lubrication and oil mist. The piston ring grouping is supplied
with oil from below via holes (36, Figure 3) in the cylinder liner. This is
carried out by electric oil pumps (43) located on the free end of the
engine, which suck lubrication oil from the distribution pipe and conduct it
through hydraulically controlled block distributors (46) to the individual
lubrication points (see Figure 3).
35
36
37
38
39
40
41
42
43
44
45
46
47
48
Cylinder liner
Lubrication hole
Cylinder crankcase
Lubrication hole
Connection pipe
Connection pipe
Inlet pipe
Drainage pipe
Oil pump
Inlet pipe
Drainage pipe
Block distributor
Proximity switch
Drainage pipe
Figure 3. Cylinder lube oil diagram
Lubrication of the valve seats
The movements of the main piston of the block distributor (see Figure 4)
are monitored by a proximity switch (47) and a pulse evaluation device.
Surplus oil is carried through the drainage pipes (45 and 48) back to the
oil pump or through the drainage pipe (42) into the cylinder crankcase.
One comparable pump-distributor unit is arranged on the free end, and
functions to lubricate the valve seats. The in fed oil is sprayed into the
intake channels.
Figure 4. Block distributor with oil pump
B1 - Page 98 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 113)
Monitoring of main bearing temperature
Main bearing temperatures are measured by temperature gauges in the
main bearing covers (24, Figure 5). The attached oil-tight Pt 100
resistance thermometers are used for this purpose (50). The
measurement cables are in the crankcase and are brought to the cable
channel on the exhaust side and there led to the external terminal box.
24 Main bearing cover
49 Crankshaft
50 Resistance thermometer
Figure 5. Temperature monitoring of the main bearing
Oil Mist detector
Incipient damage to the bearings, piston seizure or blow-by from the
combustion chamber causes an increased build-up of oil mist. These
problems can be diagnosed using an oil mist detector before serious
damage can occur. See Figure 6. The oil mist detector monitors the oil
mist concentration by the opacity of the air in the crankcase. To do this,
air is continually drawn in from all the transmission sections using a jet
pump, cleaned of larger oil droplets and passed to a measuring system
(60) equipped with infrared filters (58) (see Figure 7). The receiving diode
(59) located at the output supplies an electrical signal according to the
amount of light received by the monitoring unit (62).
Refer to Volume D1 for additional information.
REVISION 2 / B1 - Page 99
(FOR REPRODUCTION PURPOSES ONLY 114)
Figure 6. Oil mist detector
51
Collection chamber
52
Separator
53
Detector
54
Transmitting LED
55
Automatic control switch
56
Temperature sensor
57
Air filter
58
Infra-red filter
59
Receiving diode
60
Measuring system
61
Air jet pump
62
Control and monitoring unit
C
from crankcase to collection chamber
D
from separator to detector
E
to the air jet pump
F
Air jet
Figure 7. Crankcase monitoring with oil mist detector
B1 - Page 100 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 115)
Cooling water system
2
3
47
HT
NT
A
B
C
D
E
H
K
AGS
KS
2.4.7
Backing ring
Cylinder head
Charge air cooler
High temperature circuit (stage I)
Low temperature circuit (stage II)
Cooling water for charge air cooler and cylinder
Cooling water after charge air cooler/before cylinder
Cooling water after cylinder
Cooling water for charge air cooler (stage II)
Charge air
Draining (Manifold)
Venting for cylinder cooling and charge air cooler (manifold)
Exhaust counter side
Coupling side
Figure 1. Cylinder cooling water system (shown for two-stage charge air cooler)
Ove rview
Circuits/coolant
To guarantee the lowest possible thermal stresses, the components,
which make up the combustion chambers, have to be cooled.
The charge air heated in the turbocharger is re-cooled using the
charge air cooler. This is done in the interest of increasing the air mass
available for combustion.
Conditioned fresh water is used for cooling. Charge air coolers are also
cooled with fresh water, in rare cases with seawater or untreated fresh
water. In the case of two-stage charge air coolers, engine-cooling water
flows through the first stage (high temperature circuit), while fresh water
from the low-temperature circuit flows through the second stage (see
Figure 1).
REVISION 2 / B1 - Page 101
(FOR REPRODUCTION PURPOSES ONLY 116)
1
2
3
4
5
6
7
8
9
10
13
14
15
16
17
20
Cylinder liner
Backing ring
Cylinder head
Exhaust valve
Injection valve
Venting pipe
Inspection hole
Thermometer
Discharge pipe
Discharge cock
Discharge pipe
Manifold
Drain pipe
Inlet pipe
Distributing pipe
Top land ring
Figure 2. Cooling water circuit diagram (cylinder cooling)
B1 - Page 102 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 117)
Cylin d e r c o o lin g
The cooling water distributing pipe (17, Figure 2) is attached to the
exhaust side of the engine. From here, inlet pipes (16) lead to the backing
rings (2) of the cylinders (see Figure 2). In the backing ring, the water is
fed upwards around the upper part of the cylinder liner (1). Through bore
holes, the water flows from the backing ring into the cooling space of the
cylinder head (3), where it moves around the lower part of the injection
valve (5) and is then passed from the upper part of the cooling space
back to the bottom in a channel cast in the head. Drainpipes (15) feed the
water to the manifold (14), which runs parallel to the distributing pipe. The
venting pipe (6) leads from the individual cylinder heads to the
compensating tank. For maintenance work, the cooling spaces of the
engine and the appertaining pipes can be completely drained by opening
the valves (10).
In models with exhaust valve cages, some of the cooling water flows
from the cooling chamber in the cylinder head to the valve cages of the
exhaust valves (4) before it enters the drainpipe (15), too. 0-ring seals
are used to seal the points where the water passes into the exhaust
valve cages (if fitted). In order to detect any leakages in the direction of
the combustion chamber in time, an inspection hole (7) each runs to the
top of the cylinder head.
Co o lin g of th e c h arg e air
Charge air cooler
Water from two cooling circuits flows through the charge air cooler:
• In stage I, engine cooling water (HT water)
• In stage II, low temperature water.
Water supply to and draining from the high-temperature circuit is affected
by means of the pipes (49 and 50, Figure 3). The screw plugs (46 and 48)
are provided for venting and discharge purposes. Condensed water,
which may possibly collect in the charge air cooler (47) and the charge air
pipe (43) in considerable quantities, is drained at the condensate outlet
(45) by means of a float valve. Above the float valve, there is an overflow
pipe which branches off to a tank with level monitoring. The additional
condensate drain (51) at the other end of the charge air pipe must be
opened by hand if required.
REVISION 2 / B1 - Page 103
(FOR REPRODUCTION PURPOSES ONLY 118)
41
42
43
44
45
46
47
48
49
50
51
Exhaust pipe
Turbocharger
Charge air pipe
Dirty water discharge
Condensate drain
Drainage screw
Charge air cooler
Venting screw
Drain pipe
Inlet pipe
Condensate drain
Figure 3. Cooling water circuit diagram (charge air cooler)
Turbocharger
NA/S series turbochargers have a non-cooled bearing casing. They
do, therefore, not require cooling water supply and drainage. On the
turbine casing, a dirt water discharge (44) each for draining water from
the gas chamber is provided both at the bottom and at the front. The
connections must be opened when the turbine is cleaned,
Charge air temperature control
Charge air temperature
control
The engines must be regulated when used in the tropics, in order to avoid
condensate in the charge air pipe, and also with respect to the charge air
temperature. This is done using the CHATCO temperature control (see
Figure 4). The following physical conditions apply: when compressing and
cooling the charge air, water is precipitated -under unfavorable conditions
up to 1000 kg/h with larger engines. The amount increases:
• If the inlet air temperature rises,
• If the inlet air humidity increases,
• If the charge air pressure increases, and
• If the charge air temperature falls.
The amount of condensate must be reduced as much as possible. Water
must not enter the engine. This is guaranteed by design measures, which
can be assisted by controlling the charge air temperature, CHATCO
includes a 3-way temperature control valve in the L.T. section of the
charge air cooler, an electronic temperature control and two temperature
sensors - one in the charge air pipe and one in the suction area of the
turbocharger (e.g. in the air intake duct).
B1 - Page 104 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 119)
1
Charge air cooler
2
Temperature control valve
3
CHATCO cabinet
A
Charge air
B
Cooling water
c
Intake air temperature
d
Charge air temperature
ST Engine speed
GT Fuel pump admission
TE1 Intake air temperature
TE2 Charge air temperature
TC Temperature controller
Figure 4. Charge air temperature control - CHATCO
The charge air temperature is increased continually from a certain intake
air temperature. The control is active in all operational modes in which no
charge air pre-heating takes place.
REVISION 2 / B1 - Page 105
(FOR REPRODUCTION PURPOSES ONLY 120)
THIS PAGE INTENTIONALLY LEFT BLANK.
B1 - Page 106 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 121)
Technical data
2.5
2.1
Scope of supply/Technical specification
2.2
Engine
2.3
Components/Subassemblies
2.4
Systems
2.5
Technical data
REVISION 2 / B1 - Page 107
(FOR REPRODUCTION PURPOSES ONLY 122)
THIS PAGE INTENTIONALLY LEFT BLANK.
B1 - Page 108 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 123)
Ratings and consumption data (9L)
2.5.1
Designations/work numbers
Engine ........................................................................................................ 9L 48/60
Serial number ............................................................................. M04-939863R9L1
M04-939863R9L2
M04-939870R9L1
M04-939870R9L2
M04-939872R9L1
M04-939872R9L2
M04-939874R9L1
M04-939874R9L2
M04-939876R9L1
M04-939876R9L2
M04-939877R9L1
M04-939877R9L2
M04-939881R9L1
M04-939881R9L2
M04-939882R9L1
M04-939882R9L2
M04-939893R9L1
M04-939893R9L2
M04-939896R9L1
M04-939896R9L2
M04-939899R9L1
M04-939899R9L2
M04-939904R9L1
M04-939904R9L2
Turbocharger ............................................................................................ NA 48/S
Works number ........................................................................................................ (see Table 1)
Turbocharging method.................................................................................constant pressure
Acceptance/works acceptance test .................................................................. ABS
REVISION 2 / B1 - Page 109
(FOR REPRODUCTION PURPOSES ONLY 124)
Engine Serial No.
M04-939863R9L 1
M04-939863R9L 2
M04-939870R9L 1
M04-939870R9L 2
M04-939872R9L 1
M04-939872R9L 2
M04-939874R9L 1
M04-939874R9L 2
M04-939876R9L 1
M04-939876R9L 2
M04-939877R9L 1
M04-939877R9L 2
M04-939881R9L 1
M04-939881R9L 2
M04-939882R8L 1
M04-939882R8L 2
M04-939882R9L 1
M04-939882R9L 2
M04-939893R9L 1
M04-939893R9L 2
M04-939893R8L 1
M04-939893R8L 2
M04-939896R8L 1
M04-939896R8L 2
M04-939896R9L 1
M04-939896R9L 2
M04-939899R9L 1
M04-939899R9L 2
M04-939904R9L 1
M04-939904R9L 2
M04-939909R9L 2
M04-939909R9L 1
M04-939911R9L 1
M04-939911R9L 2
Turbocharger Serial No.
1150625
1150626
1150690
1150760
1150761
1150950
1150949
1151173
1151174
1151179
7000047
7000046
7000176
7000177
7000174
7000175
7000180
7000181
1151180
1150691
7000182
7000183
7000474
7000475
7000476
7000477
7000544
7000543
7000549
7000550
7000552
7000551
7000557
7000558
Table 1: Turbocharger Serial Numbers
B1 - Page 110 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 125)
Mode of operation and drive
Case of application
Correct
Stationary engine ...................................................................................... .......
Marine main engine ................................................................................... X .....
Marine auxiliary engine ............................................................................. .......
Drive configuration
Fuel oil
Operation/monitoring
Ratings and consumption data
Correct
Fixed pit propeller ...................................................................................... .......
Controllable pitch propeller ....................................................................... .......
Generator................................................................................................... X .....
Other .......................................................................................................... .......
Correct
Marine gas oil (MGO) ................................................................................ X .....
2
Heavy fuel oil
(700 mm /s)..................................................... .......
Correct
Automatic remote control .......................................................................... .......
Remote control .......................................................................................... X .....
Central control/unmanned operation ........................................................ X .....
Standard monitoring .................................................................................. .......
Continuous rating / reference condition
MCR
Output
Ambient air temperature
Charge-air cooling water temp.
Barometric pressure
Site altitude
............... 9450
.......................
.......................
..................... 1
..................... 0
To ISO 3046/l
(reference condition)
.................................
.................................
.................................
.................................
.................................
To ISO 3046/l
............................
............................
............................
............................
............................
kW
°C
°C
Bar
m above sea
level
Speed of engine .............................................................................. 514
Sense of rotation ................................................................... clockwise
Speed of turbocharger ........................................... see test run record
Mean effective piston pressure ...................................................... 22.6
Ignition pressure .............................................................................. 190
Mean piston speed ......................................................................... 10.3
Compression ratio ε ....................................................................... 14.4
Fuel Oil Consumption
MCR
Heavy fuel oil
Marine gas oil (MGO)
.......................
................. 180
To ISO 3046/l
(reference condition)
.................................
Tol +5% ...................
rpm
—
—
bar
bar
m/s
—
To ISO 3046/l
............................
............................
g/kWh
g/kWh
Refer to factory test records for fuel
consumption data at partial loads
Technical data
Lube oil consumption ............................................................................ g/kWh
.......................................................................................................... 7.6 kg/h
Cylinder lube oil used ............................................. see test run record
REVISION 2 / B1 - Page 111
(FOR REPRODUCTION PURPOSES ONLY 126)
Main dimensions
Cylinder diameter ............................................................................ 480
Stroke ............................................................................................... 600
Swept volume of one cylinder ...................................................... 108.5
Cylinder distance ............................................................................. 820
mm
mm
3
dm
mm
Ignition Sequence
6-cylinder engine, ignition sequence A ...................................... correct
Clockwise* 1-3-5-6-4-2 .........................................................................
Anticlockwise* 1-2-4-6-5-3 ....................................................................
7-cylinder engine, ignition sequence C ...................................... correct
Clockwise* 1-2-4-6-7-5-3......................................................................
Anticlockwise* 1-3-5-7-6-4-2 .................................................................
8-cylinder engine, ignition sequence B ...................................... correct
Clockwise* 1-4-7-6-8-5-2-3 ..................................................................
Anticlockwise* 1-3-2-5-8-6-7-4 ..............................................................
9-cylinder engine, ignition sequence B ...................................... correct
Clockwise* 1-6-3-2-8-7-4-9-5 .............................................................X
Anticlockwise* 1-5-9-4-7-8-2-3-6 ..........................................................
* Sense of rotation viewed from the coupling side.
Timing
Inlet valve ....................... opens ..... 70 ............. crank angle deg before TDC
........................................ closes ..... 56 ............... crank angle deg. after BDC
Exhaust valve ................ opens ..... 63 .............. crank angle deg before BDC
........................................ closes ..... 44 ................ crank angle deg. after TDC
Overlap........................... ................ 114 ...............................crank angle deg.
Starting valve ................. opens ..... 2-3 ............... crank angle deg. after TDC
........................................ closes on 6-cyl.
........................................ engines ... 132 ± 2 ........ crank angle deg. after TDC
........................................ closes on 7- 9-cyl.
........................................ engines ... 116 ± 2 ........ crank angle deg. after TDC
Starting slide valve
opens/closes .............................. see test run record
Start of delivery/end of delivery injection pump ................. see test run record
Barred speed ranges and emissions
Barred speed ranges
Output restrictions
Emissions
........................................ ................ ..................................................................
........................................ ................ ..................................................................
........................................ Please also refer to sections 3.4.3 and 3.6.2
Noise (barometric pressure) ........... dB(A)
Acc. To .......................... ................ ..................................................................
Noise (structure-borne noise)
Acc. To .......................... ................ ..................................................................
Harmful substances in the exhaust gas
NOx ................................. conforms to annex VI of Marpol 73/78
Acc. To .......................... NOx technical code
B1 - Page 112 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 127)
Ratings and consumption data (8L)
2.5.1
Designations/work numbers
Engine ........................................................................................................ 8L 48/60
Serial number ............................................................................. M04-939863R8L1
M04-939863R8L2
M04-939870R8L1
M04-939870R8L2
M04-939872R8L1
M04-939872R8L2
M04-939874R8L1
M04-939874R8L2
M04-939876R8L1
M04-939876R8L2
M04-939877R8L1
M04-939877R8L2
M04-939881R8L1
M04-939881R8L2
M04-939882R8L1
M04-939882R8L2
M04-939893R8L1
M04-939893R8L2
M04-939896R8L1
M04-939896R8L2
M04-939899R8L1
M04-939899R8L2
M04-939904R8L1
M04-909904R8L2
Turbocharger ............................................................................................ NA 48/S
Works number ............................................................................................ (see Table 1, below)
Turbocharging method.................................................................................constant pressure
Acceptance/works acceptance test .................................................................. ABS
REVISION 2 / B1 - Page 113
(FOR REPRODUCTION PURPOSES ONLY 128)
Engine Serial No.
M04-939863R8L1
M04-939863R8L2
M04-939870R8L1
M04-939870R8L2
M04-939872R8L1
M04-939872R8L2
M04-939874R8L1
M04-939874R8L2
M04-939876R8L1
M04-939876R8L2
M04-939877R8L1
M04-939877R8L2
M04-939881R8L 1
M04-939881R8L 2
M04-939882R8L 1
M04-939882R8L 2
M04-939893R8L 1
M04-939893R8L 2
M04-939896R8L 1
M04-939896R8L 2
M04-939899R8L 1
M04-939899R8L 2
M04-939904R8L 1
M04-939904R8L 2
M04-939909R8L 1
M04-939909R8L 2
M04-939911R8L 1
M04-939911R8L 2
Turbocharger Serial No.
1150627
1150628
1150688
1150689
1150758
1150759
1150947
1150948
1151175
1151176
1151177
7000048
1151178
7000049
7000174
7000175
7000182
7000183
7000474
7000475
7000545
7000546
7000547
7000548
7000553
7000555
7000554
7000556
Table 1: Turbocharger Serial Numbers
Mode of operation and drive
Case of application
Correct
Stationary engine ...................................................................................... ........
Marine main engine .................................................................................. X .....
Marine auxiliary engine ............................................................................ ........
Drive configuration
Fuel oil
Operation/monitoring
Correct
Fixed pit propeller ..................................................................................... ........
Controllable pitch propeller....................................................................... ........
Generator .................................................................................................. X .....
Other ......................................................................................................... ........
Correct
Marine gas oil (MGO) ............................................................................... X .....
2
Heavy fuel oil
(700 mm /s) .................................................... ........
Correct
Automatic remote control ......................................................................... ........
B1 - Page 114 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 129)
Ratings and consumption data
Remote control .......................................................................................... X .....
Central control/unmanned operation ........................................................ X .....
Standard monitoring .................................................................................. .......
Continuous rating / reference condition
MCR
Output
Ambient air temperature
Charge-air cooling water temp.
Barometric pressure
Site altitude
............... 8400
.................. 45
.................. 38
..................... 1
..................... 0
To ISO 3046/l
(reference condition)
.................................
.................................
.................................
.................................
.................................
To ISO 3046/l
............................
............................
............................
............................
............................
kW
°C
°C
Bar
m above sea
level
Speed of engine .............................................................................. 514
Sense of rotation ................................................................... clockwise
Speed of turbocharger ........................................... see test run record
Mean effective piston pressure ...................................................... 22.6
Ignition pressure .............................................................................. 190
Mean piston speed ......................................................................... 10.3
Compression ratio ε ....................................................................... 14.4
Fuel Oil Consumption
MCR
Heavy fuel oil
Marine gas oil (MGO)
.......................
................. 180
To ISO 3046/l
(reference condition)
.................................
Tol +5% ...................
rpm
—
—
bar
bar
m/s
—
To ISO 3046/l
............................
............................
g/kWh
g/kWh
Refer to factory test records for fuel
consumption data at partial loads
Technical data
Main dimensions
Lube oil consumption ............................................................................ g/kWh
.......................................................................................................... 7.5 kg/h
Cylinder lube oil used ............................................. see test run record
Cylinder diameter ............................................................................ 480
Stroke............................................................................................... 600
Swept volume of one cylinder ...................................................... 108.5
Cylinder distance ............................................................................. 820
mm
mm
3
dm
mm
Ignition Sequence
Correct
6-cylinder engine, ignition sequence A ..................................................... .......
Clockwise* 1-3-5-6-4-2............................................................................. .......
Anticlockwise* 1-2-4-6-5-3 ........................................................................ .......
7-cylinder engine, ignition sequence C .................................................... .......
Clockwise* 1-2-4-6-7-5-3 ......................................................................... .......
Anticlockwise* 1-3-5-7-6-4-2 ..................................................................... .......
8-cylinder engine, ignition sequence B ..................................................... .......
Clockwise* 1-4-7-6-8-5-2-3 ................................................................... X .......
Anticlockwise* 1-3-2-5-8-6-7-4 ................................................................. .......
9-cylinder engine, ignition sequence B ..................................................... .......
Clockwise* 1-6-3-2-8-7-4-9-5 ................................................................... .......
Anticlockwise* 1-5-9-4-7-8-2-3-6 ..........................................................
* Sense of rotation viewed from the coupling side.
Timing
Inlet valve........................ opens ...... 70 ..............crank angle deg before TDC
........................................ closes ...... 56 ................crank angle deg. after BDC
Exhaust valve ................. opens ...... 63 .............. crank angle deg before BDC
........................................ closes ...... 44 ................. crank angle deg. after TDC
Overlap ........................... ................ 114 ............................... crank angle deg.
REVISION 2 / B1 - Page 115
(FOR REPRODUCTION PURPOSES ONLY 130)
Starting valve ................. opens ..... 2-3 ............... crank angle deg. after TDC
........................................ closes on 6-cyl.
........................................ engines ... 132 ± 2 ........ crank angle deg. after TDC
........................................ closes on 7- 9-cyl.
........................................ engines ... 116 ± 2 ........ crank angle deg. after TDC
Starting slide valve
opens/closes .............................. see test run record
Start of delivery/end of delivery injection pump ................. see test run record
Barred speed ranges and emissions
Barred speed ranges
Output restrictions
Emissions
........................................ ................ ..................................................................
........................................ ................ ..................................................................
........................................ Please also refer to sections 3.4.3 and 3.6.2
Noise (barometric pressure) ........... dB(A)
Acc. To .......................... ................ ..................................................................
Noise (structure-borne noise)
Acc. To .......................... ................ ..................................................................
Harmful substances in the exhaust gas
NOx ................................. conforms to annex VI or Marpol 73/78
Acc. To .......................... NOx technical code
B1 - Page 116 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 131)
Temperatures and pressures
2.5.2
Service temperatures*
Air
Air upstream of compressor ....................................................... max. 45 °C
1)
Charge air
Charge air upstream of cylinder ................................................. 45 ... 58 °C
2)
Exhaust gas
Exhaust gas downstream of cylinder .......................................... max. 510 °C
Admissible deviation on individual cylinders from the average ............ ±50 °C
Exhaust gas upstream of turbocharger ....................................... max. 580 °C
Cooling water
Engine cooling water downstream of engine ............................ 90, max. 95 °C
Engine cooling water preheating ...................................................... 60 - 90 °C
Cooling water upstream of injection valve........................................ 80 - 85 °C
1)
Cooling water upstream of LT stage .......................................... max. 38 °C
Lube oil
Lube oil upstream of engine/upstream of turbocharger .................. 50 - 55 °C
Lube oil preheating prior to starting ...................................................... ≥40 °C
Fuel oil
Fuel oil (MDF) upstream of engine ................................................ max. 50 °C
3)
Fuel oil (HFO) upstream of engine .......................................... (see Table 1)
Service pressures (overpressures)*
Air
Air upstream of turbocharger (low pressure) ........................... max. -20 mbar
Starting air/control air
Starting air ......................................................... min. approx. 15, max. 30 bar
Control air ................................................................................. 8, min. 5.5 bar
Charge Air
Charge air upstream/downstream of charge air cooler
(pressure differential) ................................................................ max. 50 mbar
Cylinder
Nominal ignition pressure ...................................................................... 190 bar
Individual cylinders, admissible deviation from average ....................... ± 5 bar
Safety valve (opening pressure) ..................................................... 230 + 7 bar
Crankcase
Crank case pressure ................................................................... max. 5 mbar
Safety valve (opening pressure) ........................................................ 50 mbar
Exhaust gas
Exhaust gas downstream of turbocharger ......... new condition max. 30 mbar
......................................................................... service condition max. 50 mbar
Cooling water
Engine cooling water and charge air cooler, HT .............................. 2.4 – 4 bar
Charge air cooler, LT........................................................................ 1.3 – 4 bar
Lube oil
Lube oil upstream of engine ............................................................... 4 - 5 bar
Lube oil upstream of turbocharger ................................................ 1 5 – 1.7 bar
Fuel oil
Fuel oil upstream of engine (pressurized system) .............................. 4 – 8 bar
REVISION 2 / B1 - Page 117
(FOR REPRODUCTION PURPOSES ONLY 132)
Fuel
viscosity
Injection
viscosity
2
(mm /s at 50 °C)
180
320
380
420
500
700
(
Temperature
after preheater
rnm2
/s)
12
12
12
12
14
14
(° C)
124
137
140
142
140
146
Evaporation
pressure
(bar)
1.4
2.4
2.7
2.9
2.7
3.2
Required
system
pressure
(bar)
2.4
3.4
3.7
3.9
3.7
4.2
Table 1. Pressure required in the fuel oil system as a function of fuel oil viscosity and injection viscosity
Test pressures (overpressures)
Control air
Control air pipes ...................................................................................... 12 bar
Cooling spaces/water side Cylinder head ............................................................................................ 10 bar
Cylinder liner ............................................................................................... 7 bar
Charge air cooler......................................................................................... 4 bar
Injection valve ........................................................................................... 12 bar
Cooling system, cylinder cooling................................................................. 7 bar
Cooling system, injection valve cooling ...................................................... 7 bar
Fuel oil spaces
Fuel supply pipes ...................................................................................... 20 bar
Lube oil
Lube oil pipes ............................................................................................ 10 bar
* Applicable at rated outputs and speeds. For conclusive reference values, see test run or commissioning record in
Volume B5 and "List of measuring and control units" in volume D.
1) In compliance with rating definition. At higher temperatures/lower pressures, a derating is necessary.
2) Higher value to be aimed at in case of higher air humidity (water condensing).
3) Depending on the fuel viscosity and injection viscosity. See Section 3.3.4 - operating media.
80 Controlled temperature.
B1 - Page 118 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 133)
Weights
2.5.3
Weights of principal components
Note:
Weights provided in kg.
Components from top
downward
Rocker arm casing with rocker arms .......................................................... 618
Rocker arm casing ...................................................................................... 400
Cylinder head with valves ........................................................................ 1302
Cylinder head ............................................................................................ 1024
Inlet valve ..................................................................................................... 23
Exhaust valve with cage and flange .............................................................. 93
Cylinder liner .............................................................................................. 691
l
Backing ring of cy inder liner ....................................................................... 829
Top land ring .............................................................................................. 106
Piston with connecting roc big end and piston pin ..................................... 584
Piston without piston pin ............................................................................ 337
Piston pin ..................................................................................................... 102
Connecting rod (con-rod shank, connecting rod big end, big-end
bearing cap) .......................................................................................... 655
Connecting rod big end .............................................................................. 139
Connecting rod shank ................................................................................ 289
Big-end bearing cap ................................................................................... 152
Main bearing cap ............................................................................ approx. 516
Main bearing shell (shell half) ...................................................................... 12
Crankshaft with balance weight
8L ............................ approx. 18473
9L ............................ approx. 20504
Balance weight of the crankshaft ................................................................ 525
Crankshaft gear wheel (two parts) .............................................................. 518
Torsional vibration damper (crankshaft)....................................... approx. 3833
Damper mass ................................................................................. approx. 489
Crankcase/tie rod
Crankcase
Injection system
Camshaft
Charge air and exhaust
gas system
8L ........................... approx. 47840
9L ........................... approx. 53175
Tie rod ........................................................................................................... 94
Tie rod (external bearing) .............................................................................. 14
Cross tie rod .................................................................................................. 14
Cylinder head bolt ......................................................................................... 34
8L ............................. approx. 2738
9L ............................. approx. 2977
Torsional vibration damper (camshaft)........................................... approx. 387
Fuel injection pump ..................................................................................... 106
Fuel injection valve ........................................................................................ 24
NA 40 Turbocharger .................................................................................. 2500
NA 48 Turbocharger .................................................................................. 3000
Charge air cooler .......................................................................... approx. 2550
Charge air pipe (section) ................................................................ approx. 220
Exhaust pipe (cylinder bank A/B)
8L .......................................... 2401
9L .......................................... 2830
Exhaust gas pipe (section) ............................................................ approx. 133
REVISION 2 / B1 - Page 119
(FOR REPRODUCTION PURPOSES ONLY 134)
Others
Oil pump for cylinder lubrication ...................................................................... 7
Block distributor for cylinder lubrication ........................................................... 5
Oil pump for valve seat lubrication ................................................................ 20
Injection time adjusting device .......................................................approx. 220
Speed governor...............................................................................approx. 160
Weights of complete engines
8L48/60 ............................................................................... 136 t
9L48/60 ............................................................................... 149 t
B1 - Page 120 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 135)
Dimensions/Clearances/Tolerances Part 1
2.5.4
Explanations
The table below has been organized by the sub-assembly group system,
i.e. by the subassembly group numbers in bold face entered at the right
of the intermediate titles.
Dimensions clearances have been given by the
following systematic principle:
X
Y
Z
Diameter of the bore
Clearance
Diameter of the shaft
For convenience of printing, tolerances are not given like
+0.080
200
+0.055
but rather as 200 + 0.080/-0.055
REVISION 2 / B1 - Page 121
(FOR REPRODUCTION PURPOSES ONLY 136)
Dimension/Measuring point
Nominal dimension
(mm)
Clearance when new
(mm)
Max clearance (mm)
Tie rod/Cross tie rod
012
Crankshaft
020
B1 - Page 122 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 137)
Dimension/Measuring point
Nominal dimension
(mm)
Main bearing/Location bearing
*
Clearance when new
(mm)
Max clearance (mm)
021
Limiting value for thickness of bearing shells in the zone of maximum loading. For replacement criteria, refer to
work card 000.11.
Torsional vibration damper (crankshaft)
027
REVISION 2 / B1 - Page 123
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Dimension/Measuring point
Nominal dimension
(mm)
Clearance when new
(mm)
Max clearance (mm)
Crank bearing/Piston pin bearing
030
Piston
034
Piston rings
034
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Dimensions/Clearances/Tolerances Part 2
Dimension/Measuring point
Cylinder liner
Nominal dimension
(mm)
Clearance when new
(mm)
2.5.5
Max clearance (mm)
050
REVISION 2 / B1 - Page 125
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Dimension/Measuring point
Nominal dimension
(mm)
Clearance when new
(mm)
Max clearance (mm)
Cylinder head/Cylinder head bolt
055
Camshaft drive
100
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Dimension/Measuring point
Camshaft bearing
Nominal dimension
(mm)
Clearance when new
(mm)
Max clearance (mm)
102
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Dimensions/Clearances/Tolerances Part 3
Dimension/Measuring point
Nominal dimension
(mm)
Rocker arm bearing/Inlet valve/Exhaust valve
Inlet and exhaust rocker arm
Clearance when new
(mm)
2.5.6
Max clearance (mm)
111/113/114
112
REVISION 2 / B1 - Page 129
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Dimension/Measuring point
Nominal dimension
(mm)
Clearance when new
(mm)
Max clearance (mm)
Governor drive
160
Starting air pilot valve
160
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Dimension/Measuring point
Nominal dimension
(mm)
Clearance when new
(mm)
Max clearance (mm)
Fuel injection pump
200
Drive of fuel injection pump
221
REVISION 2 / B1 - Page 131
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Dimension/Measuring point
Nominal dimension
(mm)
Fuel injection valve
Drive for on-engine attached pumps
B1 - Page 132 / REVISION 2
Clearance when new
(mm)
Max clearance (mm)
221
300/350
(FOR REPRODUCTION PURPOSES ONLY 147)
Dimension/Measuring point
Nominal dimension
(mm)
Clearance when new
(mm)
Max clearance (mm)
Speed sensor
400
Buffer piston
434
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Operation/Operating media
3
1 Introduction
2 Technical details
3 Operation/Operating media
4 Maintenance/Repair
5 Annex
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Table of Contents
3
Operation/Operating Media
3.1
3.1.1
Prerequisites
Prerequisites
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
Safety regulations
General remarks
Destination/suitability of the engine
Risks/dangers
Safety Instructions
Safety regulations
3.3
3.3.1
3.3.4
3.3.5
3.3.7
3.3.8
3.3.11
Operating media
Quality requirements on gas oil/diesel fuel (MGO)
Viscosity/Temperature diagram for fuel oils
Quality requirements for lube oil
Quality requirements for engine cooling water
Analyses of operating media
Quality requirements for intake air (combustion air)
3.4
3.4.1
3.4.2
3.4.3
3.4.4
Engine operation I - Starting the engine
Preparations for start/ Engine starting and stopping
Change-over from Diesel fuel oil to heavy fuel oil and vice versa
Admissible outputs and speeds
Engine Running-in
3.5
3.5.1
3.5.2
3.5.3
3.5.4
3.5.5
3.5.6
3.5.7
3.5.8
3.5.9
3.5.10
3.5.11
Engine operation II - Control the operating media
Control the engine/ perform routine jobs
Engine log book/ Engine diagnosis/Engine management
Load curve during acceleration/maneuvering
Part-load operation
Determine the engine output and design point
Engine operation at reduced speed
Equipment for optimizing the engine to special operating conditions
Bypassing of charge air
Condensed water in charge air pipes and pressure vessels
Load application
Exhaust gas blow-off
3.6
3.6.1
3.6.2
3.6.3
3.6.4
3.6.5
3.6.6
3.6.7
3.6.8
3.6.9
Engine operation III - Operating faults
Faults/Deficiencies and their causes (Trouble Shooting)
Emergency operation with one cylinder failing
Emergency operation on failure of one turbocharger
Failure of the electrical mains supply (Black out)
Failure of the cylinder lubrication
Failure of the speed control system
Behavior in case operating values is exceeded/ alarms are released
Procedures on triggering of oil mist alarm
Procedures on triggering of Slow-Turn-Failure
3.7
3.7.1
Engine operation IV - Engine shutdown
Shut down/Preserve the engine
REVISION 2 / B1 - Page 137
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Prerequisites
3.1
3.1
Prerequisites
3.2
Safety Regulations
3.3
Operating Media
3.4
Engine operation I – Starting the engine
3.5
Engine operation II – Control the operating data
3.6
Engine operation III – Operating faults
3.7
Engine operation IV – Engine shut-down
REVISION 2 / B1 - Page 139
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Prerequisites
3.1.1
Prerequisites dating back into the past
Some of the prerequisites for successful operation of the
engine/engine plant are already dating back into the past when the phase
of day-to-day operation commences. Other prerequisites can, or have to
be directly influenced.
The factors that are no longer accessible to direct influence are:
•
•
•
The source of the engine,
Qualified manufacture including careful controlling under the eyes of
control boards/classification societies,
Reliable assembly of the engine and its exact tuning during the trials.
The factors dating back into the past and having effects on future
performance also include:
•
•
•
The care invested in the planning, layout and construction of the
system,
The level of cooperation of the buyer with the projecting firm and the
supplier, and
The consistent, purpose activities during the commissioning,
testing and breaking-in phases.
Day-to-day prerequisites
The prerequisites directly required for day-to-day operation and to be
provided for again and again are, for example
•
The selection of appropriate personnel and its instruction and
training,
•
The availability of technical documentation for the system, and of
operating instructions and safety regulation in particular,
•
Ensuring operational availability and reliability, in due
consideration of operational purposes and results,
•
The organization of controlling, servicing and repair work,
•
The putting into operation of systems, ancillaries and engines in
accordance with a chronologically organized checklist, and
•
Definition of the operating purposes, compromising between
expense and benefit.
Detailed information on the above items is given in the following
sections.
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Safety regulations
3.2
3.1
Prerequisites
3.2
Safety Regulations
3.3
Operating Media
3.4
Engine operation I – Starting the engine
3.5
Engine operation II – Control the operating data
3.6
Engine operation III – Operating faults
3.7
Engine operation IV – Engine shut-down
REVISION 2 / B1 - Page 143
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General remarks
3.2.1
Safety-related principles/compliance with the same
Safe Use
Laws and standards as well as guidelines of the European Community
(EC) require that technical products ensure the necessary safety for the
users and that they are in conformity with the technical rules. In this
connection, it is emphasized that the safe use and the safety of
machines is to be guaranteed by proper planning and design and that
this cannot be reached by means of restrictive rules of conduct.
Intended use
The technical documentation must contain statements regarding the
“intended use” and concerning restrictions in the use.
Remaining risks
Remaining risks must be disclosed, sources of danger/critical situations
must be marked/named. These remarks serve the purpose of enabling
the operating personnel to act in accordance with danger precautions/
safety requirements.
Fairbanks Morse Engine’s
contribution
Fairbanks Morse Engine adheres to these requirements by special
efforts in development, design and execution and by drawing up the
technical documentation accordingly, especially by the remarks
contained in this section, The compilation (partially in key words) does,
however, not release the operating personnel from observing the
respective sections of the technical documentation. Please also note that
incorrect behavior might result in the loss of warranty claims.
REVISION 2 / B1 - Page 145
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Figure 1. Warning sign
This warning sign is to be posted on the engine as well as at all entrances
to the engine room and engine house respectively in a clearly visible
manner.
Persons who have to proceed to the danger area within a radius of 2.5 m
of the engine for operational reasons are to be instructed with regard to
the prevailing dangers. Admittance to the danger area is permitted on
condition that the engine is in proper operating condition and only if a
suitable safety outfit is worn. An unnecessary stay within the danger area
is prohibited.
B1 - Page 146 / REVISION 2
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Warning sign explanations
Symbol
Explanation
Atte n tio n !
Be wa re o f a d a n g e r s p o t!
Flammable material.
Beware of hand injuries.
Danger of bruising.
Hot surfaces.
Fire, open flame, and smoking are prohibited.
No admittance for unauthorized personnel.
Use ear protection.
Wear a hard hat.
REVISION 2 / B1 - Page 147
(FOR REPRODUCTION PURPOSES ONLY 162)
Wear protective clothing.
Wear protective gloves.
Wear eye protection.
Wear safety shoes.
Observe the operating instructions/
working instructions!
B1 - Page 148 / REVISION 2
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Destination/suitability of the engine
3.2.2
Observe the operating instructions / working instructions!
Use in accordance with the destination
The four-stroke Diesel engine delivered is destined for (primary)
operation under the marginal conditions stipulated
•
•
•
Under Technical Data, Section 2.5.1,
In the technical specification, Section 2.1 and
In the order confirmation.
Furthermore destined for (secondary)
•
•
Operation using the specified operating media,
Taking into consideration the design/layout of the supply,
measuring, control and regulating systems as well as laying
down of the marginal conditions (e.g. Removal space/crane
capacities) in accordance with the recommendations of
Fairbanks Morse Engine or according to the state of the art.
Furthermore destined for (thirdly)
•
Start, operation and stopping in accordance with the usual
organizational rules, exclusively by authorized, qualified, trained
persons who are familiar with the plant.
Furthermore destined for (fourthly)
Situation/characteristic:
Organizational:
(Marine engine) for operation at full load in arctic waters
or (stationary engines) operated temporarily at overload
Charge-air blow-off device
Part-load operation with improved acceleration ability
Charge-air blow-by device
Safe operation in the upper load range with part-load optimized
turbochargers
Charge-air blow-off device
Fast and to a large extent soot-free acceleration
Jet-assist device
Part-load operation with improved combustion and reduced
formation of residues
Two-stage charge-air cooler
Operation with optimized part-load operating values by means of
timing adjustment
Timing adjustment device
Operation with optimized injection timing
Injection timer
Slow turning prior to starting (in case of automatic operation)
Slow-turn device
Low-vibration and low-noise (structure-borne) operation
Semi-elastic/elastic support
Cleaning of the turbocharger/s (during operation)
Cleaning device/s
Cleaning of the charge-air cooler/s
Cleaning device
REVISION 2 / B1 - Page 149
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With restrictions destined/suitable for:
The engine is, with restrictions, destined/suitable for:
•
Operation at operating values resulting in an alarm situation
•
Operation at reduced speed (marine main engines)
•
Passing through barred speed ranges
Black-out test
Idling or low-load operation
Operation with generator in "reverse power"
(during parallel operation with the grid)
Operation at reduced maintenance expenditures
Speeded-up acceleration/abrupt loading/unloading to a moderate
extent,
Operation without cylinder lubrication
Operation after failure of the speed governor (only marine main
engines 32/40)
Operation in case of failure of the electronic-hydraulic speed control
system after switching over to mech.-hydraulic speed governor (40/45
- 58/64)
Emergency operation with one or two blocked/partly disassembled
turbocharger/s
o Shut-off fuel pumps
o Removed running gear/s
o Dismounted rocker arms/push-rods
•
•
•
•
•
•
•
•
•
•
Not destined/suitable for:
The engine is not destined/suitable for:
•
Operation at operating values due to which engine stop or load reduction was
effected,
•
Putting into operation of the engine/of parts without running in,
•
Operation in case of black-out,
•
Operation in case of failure of supply equipment (air, compressed air, water, ...,
electric voltage supply, power take-off),
•
Operation within barred speed ranges,
•
Operation after failure of the mech.-hydraulic speed governor,
•
Operation without appropriate surveillance/supervision,
•
Operation without maintenance expenditures or if they have been reduced to a
great extent,
•
Unauthorized modifications,
•
Use of other than original spare parts,
•
Long-term shutdown without taking preservation measures.
B1 - Page 150 / REVISION 2
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Risks/dangers
3.2.3
Dangers due to deficiencies concerning personnel/level of training
Expectations in case of
marine engines
Propeller operation/generator operation (normal operation/operation in
road stead).
Chief engineer on board. Operational control by technical officer.
Maintenance work/repair work in the port: To be carried out by engine
operators, technical assistants or engine fitters and helpers. For
instructions and in difficult cases: technical officer or chief engineer.
Generator operation (in port): Operational control by technical officer.
Maintenance work/repair work in port: As mentioned above.
Supplementary requirements
Persons responsible for the operational control must be in possession of a
qualification certificate (license), which is in accordance with the national
requirements and international agreements (STCW). The number of
required persons and their minimum qualification are, as a rule, specified
by national requirements, otherwise by international agreements (STCW).
Expectations in case of
stationary plant (power
plants)
During operation: Plant manager (engineer) available. Operational
control/supervision of the engine and the associated supply systems by
trained and specially instructed engine operator or technical assistant.
Maintenance work/repair work: Execution by engine operators, technical
assistant or engine fitters and helpers. For instructions and in difficult
cases: engineer or chief engineer.
Supplementary requirements
For supervisory personnel and persons carrying out or supervising
maintenance and repair work, proof must be furnished in accordance with
the Power Industry Act that, among other things, the technical operation is
ensured by a sufficient number of qualified personnel. In other countries,
comparable laws/guidelines must be observed. Deficiencies regarding
personnel/level of training cannot be compensated by other efforts.
Dangers due to components/systems
Certain dangers are unavoidable with technical products and with certain
operating conditions or actions taken. This also applies to engines and
turbochargers, in spite of all efforts in development, design and
manufacturing. They can be safely operated in normal operation and also
under some unfavorable conditions. Nevertheless, some dangers remain,
which cannot be avoided completely. Some of them are only potential risks
and some only occur under certain conditions or in case of actions
contrary to the instructions. Others are present even in normal
conditions. See Figures 1 and 2.
REVISION 2 / B1 - Page 151
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Table 2, Figures 1 and 2
Please refer to Table 2, Figures 1 and 2. These pages are meant to draw
attention to such danger zones.
Figure 1. Danger zones on engine according to European Community Machinery Safety Directive (Part 1)
Figure 2. Danger zones on the engine according to European Community Machinery Safety Directive (Part 2)
B1 - Page 152 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 167)
Da n g e r d u e to o p era tion /d u e to in a p p ro p ria te u s e
Tables 3 and 4
Dangers not only result from components and systems, but also from
certain operating conditions or actions taken. Dangers of this type are
listed in the Tables 3 and 4, which contain information in addition to
the brief summary in Section 3.2.2.
Dangers due to emissions
Dangers arising from emissions and the main protective and
preventive measures are given in Table 1.
Emission
Conditioned cooling
water, lube oil,
hydraulic oil, fuel
Cleaning agents and
aids
Exhaust gas with the
harmful constituents
NOx, S02, CO,
hydrocarbons, soot
Danger
Harmful to skin and health,
pollutes water
Preventive/protective measure
Use and dispose of according to the instructions
of the manufacturers or suppliers
According to the manufacturers'
information
Noxious (1), is harmful to the
environment if the limit values
are exceeded
Use and dispose of according to the instructions
of the manufacturers or suppliers
Carry out maintenance work according to the
maintenance schedule; maintain danger-oriented
operational control; monitor operating results
carefully; parts with IMO marking to be replaced
only by identical ones
Wear ear protection, restrict exposure to
the minimum necessary
Sound (airborne)
Harmful to health, has a
negative effect on the
environment if the limit values
are exceeded
Sound (structureHarmful to health, has a
borne)
negative effect on the
environment if the limit values
are exceeded
Vibrations
Harmful to health; for the
maximum permissible limit,
please refer to Volume B1,
Section 2.5.1
(1) Information for customers in California
Restrict exposure to the minimum necessary
Avoid intensification of process-induced
vibrations by additional sources
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to the State of
California to cause cancer, birth defects, and other reproductive harm.
Table 1. Dangers from emissions originating from engine and turbocharger
Planned workplaces
Engines are usually operated under remote control. Regular rounds
according to the rules of "observation-free operation" are required. In
particular, measurement, control and regulating devices as well as
other areas of the plant, which require special attention, should be
checked. Personnel are not intended to remain continuously in the
immediate vicinity of the engine or turbocharger while it is running.
Maintenance and repair work should, if at all possible, not to be
carried out in the vicinity of the danger zones listed in Table 1 or in
Figures 1 and 2 while the engine(s) is/are running.
REVISION 2 / B1 - Page 153
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Personal protective measures
All applicable occupational-safety regulations and provisions must be
observed in full.
This includes wearing of protective working clothing and safety shoes,
the use of a safety helmet, safety goggles, ear protection and gloves.
The general protective equipment must at least comply with the
following standards and be adequate for the work place described.
Item
Standard / Date of issue
DIN EN 352-1 / 04.2003
29 CFR 1910.95
DIN EN 397 / 05.2000
29 CFR1910.135
Ear protection
Protective head gear
Eye protection
DIN EN 166 / 04.2002
29 CFR 1910.133
Protective clothing
DIN EN 340 / 03.2004
29 CFR 1910.269
DIN EN ISO 20345 / 10.2004
29 CFR 1910.136
Foot Protection
Hand Protection
DIN EN 420 / 12.2003
DIN EN 388 / 12.2003
DIN EN 407 / 11.2004
29 CFR 1910.138
Description of working place
For noise levels up to 110 dBA
Sharp edges and corners, danger
of objects falling down, high
surface temperatures of < 220° C
Danger of splashing oils and hot liquids in a temperature range of approx. 200° C
When taking indicator diagrams:
Protective shield for protection of
face against flashes of fire
High surface temperatures
< 220°C, sharp edges and corners
Handling of oils, fuels, chemicals
and similar substances, hot
surfaces
of < 220_ C, sharp edges and
corners, danger of objects falling
down, danger of knocking
Handling of oils, fuels, chemicals
and similar substances, hot
surfaces
of < 220°C, sharp edges and
corners
When taking indicator diagrams:
hot surfaces of < 350°C
Furthermore, please take note of the special protective outfit/equipment
mentioned in the individual work cards (see Volume B2 / Working
Instructions)!
The relevant sections of the technical documentation must be read
and understood.
B1 - Page 154 / REVISION 2
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Danger zone
1
Engine, complete
Source of hazard
Absence of/impaired operational
reliability
2
Flywheel
Toothed rim/fixing bolts
3
4
Turning gear
Space ahead of the
running gear on the
longitudinal sides
of the engine
Turbocharger, especially
space radially to the rotor
Pipes, pressure vessels,
pressurized parts or
systems, or parts or
systems filled with liquid or
gas
Crankcase cover
Toothed rim/area of gear meshing
Danger of explosion; danger of
running gear parts being flung out
5
6
7
Parts under internal pressure, parts
turning at high speeds
Parts under internal pressure, or filled
with liquids/gases
Moving parts, hot oil, oil mixture
8
Covering of camshaft, rocker
arms and push rods
9
Insulation and jacketing of
fuel and injection pipes
10
Exhaust pipe and jacketing of
the exhaust pipe
Instrumentation and control
devices or systems
(electric)
Hot surfaces, parts under internal
pressure, filled with hot gas
Under voltage
12
Instrumentation and control
equipment (hydraulic or
pneumatic)
Parts under internal pressure, filled
with liquids/gases
13
Control linkage of fuel pump
Moving or spring-tensioned parts
14
Screw connections
16
Safety valves, pressure
adjusting valves (cylinder
head, crankcase, I & C
systems)
Special tools
Parts under high compression or
tension
Malfunction or failure and secondary
faults
11
17
Meshing of cams and camshaft,
movement of rocker arms and push
rods
Hot surfaces, inflammable medium,
parts under high internal pressure
Varying, sometimes high risks,
depending on the application
Possible consequences
Danger to ship and crew or
emergency due to lack of electric
power
Body/limbs may be caught, crushed, or
struck
Body/limbs may be caught or crushed
Parts may be flung out or fly off
Parts may break, come off
Squirting out or escape of media,
danger of injury or fire, loss of
operating media, contamination,
possibly harmful to the environment or
health
Danger of explosion from bearing
or piston seizures; danger of fire
and accidents from oil squirting out,
danger to persons
Clothes/limbs may be caught or
squeezed; escape of oil
Burning, squirting out of fuel,
under certain circumstances in
piercing jets
Burning, escape of hot gases, danger
of fire
Electric shock, burns, electroopthalmia; impairment of
engine unction if equipment
malfunctions
Danger of injuries due to media
squirting out/escaping, or other
release of pressure; impairment of
engine if equipment malfunctions
Squeezing, injury due to released
spring tension
Danger due to nuts or bolts breaking or
flying off
Injuries from parts bursting or
flying off, or escaping media
Injury or damage
Table 2. Danger zones on the engine (when being used correctly)
REVISION 2 / B1 - Page 155
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Dangerous condition
18 Hydraulic tensioning tools, highpressure hoses, high-pressure
pump
19
20
21
22
Source of hazard
Possible consequences
Parts under high internal pressure
may rupture, break, or leak;
escape of hydraulic oil in piercing
jets is possible, hydraulic oil is
harmful to health
Injuries due to parts coming loose or
flying off, or to escaping hydraulic oil
Operation at reduced
speed (marine main
engines)
Idling operation or low-load
operation
Increase in torque, negative
influence on operating
values
Contamination, wear, overloading of
components, turbocharger surging
Operation beyond the
operating range,
deterioration of the
operating values
Incomplete combustion,
residues in the combustion
chamber
Operation with generator
"motoring" (in case of
operation in parallel with the
grid)
Accelerated running up to speed
or load shedding
Generator is operated as
motor, internal
combustion engine is
being driven
Increased thermal and
mechanical stresses, exhaust
discoloration, overloading of
turbocharger
Lack of lube oil
23
Operation without cylinder
lubrication
24
Emergency operation
with blocked/partly
dismounted
turbocharger
Emergency operation with fuel
pump shut off
Engine capacity is reduced, risk of
overloading
26
Emergency operation with
running gear removed
27
Reduction in output is
necessary, operating values
may be exceeded, risk of
starting difficulties, critical
vibrations may occur
Emergency operation with
rocker arms or push rods
dismantled
25
Reduction in output is
necessary, operating values
may be exceeded
Reduction in output is
necessary, operating values
may be exceeded
Unintended operating mode
Unintended operating mode
Deterioration of the lubricating
conditions, outputs> 70% are
not permissible
Increased attention required
Increased attention required
Table 3. Danger situations in case of partially incorrect use
B1 - Page 156 / REVISION 2
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Dangerous condition
Source of Hazard
Possible consequences
Putting the engine or components into
service without running in
Preliminary damage to
components, negative
effects on running surfaces
Running with impaired supply of operating media
or power (including black-out and black-out test)
Failure of supply of operating
media or electricity
Increased wear, permanent
damage, effect on oil
consumption, and, in
extreme cases, piston
seizure
Operation within restricted speed ranges
Increased vibrations, which
may build up from
resonance, and mechanical
stress
Speed regulation not possible
Operation with governor not working
Overheating due to lack
of cooling and air,
seizures due to lack of
lube oil
Endangering of
components and screw
connections
Shut-down by
emergency-stop unit via
overspeed relay, or
keeping admission
close to Zero
Various
Cumulative effects,
invalidation of warranty
Operation without appropriate supervision
Operation with greatly reduced maintenance
Reaction to events uncertain
Unauthorized modifications
Risk of decline in operational
reliability due to unsound
solutions
Failure of parts
leading to secondary
damage,
invalidation of
warranty
Correct interaction with other
parts is not certain, decline in
operational reliability and
spontaneous failures must be
expected
Corrosion, and sticking of parts
Failure of parts
leading to secondary
damage,
invalidation of
warranty
Use of non-original spare parts
Taking out of service for a longtime without outof- service protection
Decline in operational
reliability, spontaneous
failures must be expected,
need to improvise, special
actions at unfavorable
times
Corrosion damage,
accumulation of
corrosive products,
starting and
operating difficulties
Table 4. Danger situations in case of incorrect use
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Safety instructions
3.2.4
Characterization/danger scale
Characterization
According to the relevant laws, guidelines and standards, attention must
be drawn to dangers by means of safety instructions. This applies to the
marking used on the product and in the technical documentation. In this
connection, the following information is to be provided:
•
Type and source of danger,
•
Imminence/extent of danger,
•
Possible consequences,
•
Preventive measures.
The statements and tables in Section 3.2.3 follow this regulation, just as
the other safety instructions in the technical documentation do.
Danger scale
The imminence/extent of danger is characterized by a five-step scale as
follows:
 Danger! Imminent danger.
Possible consequences: Death or most severe injuries, total
damage to property

Caution! Potentially dangerous situation Possible
consequences: Severe injuries

Attention! Possibly dangerous situation
Possible consequences: Slight injuries, possible damage to
property

Important! For calling attention to error sources/handling
errors

Tip! For tips regarding use and supplementary information.
Examples
 Danger! The flywheel can catch body/limbs so that they are
squashed or hit.
Do not remove the flywheel enclosure. Keep your hands out
of the operating area.

Attention! Taking the engine/components into operation
without prior running in can lead to damage on components.
Proceed according to instructions, also run in again after an
extended period of low-load operation.
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Safety regulations
3.2.5
Prerequisites
Personnel
The engine and its system may only be started, operated and stopped by
authorized personnel. The personnel have to be trained for this purpose,
possess complete understanding of the plant and should be aware of the
existing potential dangers.
Technical documentation
The personnel must be familiar with the technical documentation of the
plant, in particular the operating manual of the engine and the accessories
required for engine operation, particularly the safety regulations contained
therein.
Service log book
It is advisable to keep a service logbook into which all the essential jobs
and deadlines for their performance, the operating results and special
events can be entered. The purpose of this logbook is that in the event of
a change in personnel the successors are in a position to duly continue
operation using this data log. Moreover, the logbook permits to derive a
certain trend analysis and to trace back faults in operation.
Regulations for accident
prevention
The regulations for accident prevention valid for the plant should be
observed during engine operation as well as during maintenance and
overhaul work. It is advisable to post those regulations conspicuously in
the engine room and to stress the danger of accidents over and over
again.
Following advice
The following advice covers the measures against moving of running gear
parts and general precautions for work/occurrences on the engine, its
neighboring systems and in the engine room. It does not claim to be
complete. Safety requirements mentioned in other passages of the
technical documentation are valid supplementary and are to be observed
in the same way.
Secure the crankshaft and components connected to it against moving
Before starting work in the crankcase or on components that move when
the crankshaft is turning, it must be ensured that the crankshaft cannot be
rotated/the engine cannot be started.
 Danger! Ignoring this means danger to life!
Causes
Unintentional turning of the crankshaft and thus movement of the
connected components may be caused:
• In marine propulsion plants by the vessel in operation or when
the vessel is at standstill due to the flow of water against the
propeller,
•
In gensets by incorrect operation when the mains voltage is applied
•
By unintentional or negligent starting of the engine
•
By unintentional or negligent actuation of the engine turning
device (turning gear)
REVISION 2 / B1 - Page 161
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Precautions
The following protective measures are to be taken:
•
Close the shut-off valves of the starting and control air vessels/ secure
them against opening. Open the drain cocks in the air pipes/at the
filters. Open the relief cock at the main starting valve,
•
Engage the engine turning device, secure against actuation.
 Attention! In double and multi-engine plants, the engineturning device must not be considered/used as locking brake
when the second engine is running!
The resistance of the engine turning device is not sufficient enough to
reliably prevent the crankshaft from turning. When the turning device is
engaged, only the start-up is electrically blocked and the control air supply
to the main starting valve is interrupted.
•
Mount reference plate to the operating devices permitting a startup of
the engine.
•
For gensets and shaft generators: Secure the generator switch
(especially of asynchronous generators) against switching-on. Mount
reference plate. As far as possible the safeguards/safeguarding
elements are to be opened in addition.
•
For main marine engines with variable-pitch propeller: Pitch of
the engine at standstill to be set to zero-thrust, not to zero.
•
For single-engine plants with fixed or variable-pitch propeller: The
above-mentioned measures are to be carried out. Further
precautions are not required.
•
For multi-engine plants with reduction gearbox/es, when work is
carried out on one engine while the other engine is running:
o
When using flexible couplings their rubber elements have to be
removed.
o
When using flexible couplings with intermediate rings the latter
have to be removed; the resulting free space must by no means
be bridged. Coupling parts becoming loose as a result have to be
supported if required.
o
When using clutch-type couplings between the engine and the
gearbox these have to be removed completely. Switching
off/opening of the coupling, as well as shutting off the switching
medium compressed air/oil is not sufficient.
o
When using clutch-type couplings in the gearbox the flexible
couplings have to be partly disassembled in accordance with
the first two points.
• For engines with mechanical dredger pump drive on which work at
the dredger pump gearbox or at the dredger pump is carried out
during engine operation, measures have to be taken which are in
accordance with the above-mentioned points.
B1 - Page 162 / REVISION 2
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Precautions in case other work is being done on the engine
Opening of crankcase doors
Crankcase doors must not be opened prior to ten minutes after an
alarm/ engine stop, due to excessive bearing temperatures or oil vapor
concentration.
 Attention! Danger of explosion due to atmospheric oxygen
entering, because overheated components and operating media
in their environment may be at ignition temperatures.
Opening of pipes/pressure
vessels
Before opening pipes, flanges, screwed connections or fittings, check to
be sure the system is depressurized/emptied.
 Attention! Disregarding this means: risk of burns when hot
fluids are involved, fire hazard in case of fuel, injuries caused
by flung-out screw plugs or similar objects when loosening
same under pressure.
Disassembling/assembling
pipelines
In case of disassembly, all pipes to be reinstalled, especially those for
fuel oil, lube oil and air, should be carefully locked. New pipes to be
fitted should be checked whether clean, and flushed if necessary. It
should in each case be avoided that any foreign matter gets into the
system. In case of prolonged storage, all parts involved have to be
subjected to preservation treatment.
Use of hydraulic tensioning
tools
When using hydraulic tensioning tools, observe the particular safety
regulations in work card 000.33.
 Attention! Disregarding this means: danger of injuries by
needle like or razor-edged jets of hydraulic oil (which may
perforate the hand), or by tool fragments flung about in case of
fractured bolts.
Removing/detaching heavy
engine components
When removing or detaching heavy engine components it is imperative
to ensure that the transportation equipment is in perfect condition and
has the adequate capacity of carrying the load. The place selected for
depositing must also have the appropriate carrying capacity. This is not
always the case with platforms, staircase landings or gratings.
Releasing compression
springs
For releasing compression springs, use the devices provided (refer to the
work cards that apply).
 Attention! Disregarding this means: danger of injuries by
suddenly released spring forces/components.
Coverings
Following assembly work, check whether all the coverings over
moving parts and laggings over hot parts have been mounted in place
again. Engine operation with coverings removed is only permissible in
special cases, e.g. if the valve rotator is to be checked for proper
performance.
 Attention! Disregarding this means: risk of fire. Loose clothing
and long hair might get entangled. Spontaneous supporting
against moving parts when loosing ones balance may result in
serious injury.
Use of self-locking hexagon
nuts
Self-locking hexagon nuts are to be used once only.
After they have been used for assembly, they must be replaced by new
self-locking hexagon nuts.
REVISION 2 / B1 - Page 163
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Use of cleaning agents
When using cleaning agents, observe the suppliers instructions with
respect to use, potential risks and disposal.
 Attention! Disregarding this means: danger of caustic skin
and eye injury, and also of the respiratory tract if vapors are
produced.
 Attention! Using Diesel fuel for cleaning purposes involves the
risk of fire or even explosion. Otto fuel (petrol) or chlorinated
hydrocarbons must not be used for cleaning purposes.
Use of anti-corrosion agents
 Attention! Anti-corrosion agents may contain flammable
solvents which, in closed spaces, may form explosive mixtures (see
work card 000.14).
Use of high-pressure
cleaning equipment
When using high-pressure cleaning equipment, be careful to apply this
properly. Shaft ends, including those with lip seal rings, controllers,
splash water protected monitoring equipment, cable entries and
sound/heat insulating parts covered by water-permeable materials, have
to be appropriately covered or excluded from high-pressure cleaning.
Other precautions
Failure of the governor /
overspeed governor
In case of governor or overspeed governor failure, the engine has to be
stopped immediately. Engine operation with the governor and/over speed
governor failing can only be tolerated in emergency situations and is the
operator's responsibility.
 Danger! If the governor/over speed governor is defective, a
sudden drop in engine loading upon separation of the drive
connection or de-energization of the generator will result in
excessive engine acceleration causing the rupturing of
running gear components or destruction of the driven
machine.
Maintenance and repair work
on the alarm and safety
system
Work on the alarm and safety system (electric/pneumatic/hydraulic) may
only be done by certified, qualified personnel. Moreover, it is imperative
to subject the alarm and safety system to a comprehensive, complete
operational test after this work has been carried out, particularly if
overhauled or new spare parts were installed. This operational test
must ensure that the entire signal path has been checked!
Particular attention is to be paid to the emergency-stop functions of
the engine!
Fire hazard
The use of fuel and lube oils involves an inherent fire hazard in the
engine room. Fuel and lube oil pipes must not be installed in the vicinity
of unlagged, hot engine components (exhaust pipe, turbocharger). After
carrying out overhaul work on exhaust gas pipes and turbochargers, all
insulations and coverings must be carefully refitted completely. The
tightness of all fuel oil and oil pipes should be checked regularly. Leaks
are to be repaired immediately.
Fire extinguishing equipment must be available and is to be
inspected periodically.
In case of fire, the supply of fuel and lube oil must be stopped
immediately (stop the engine, stop the supply pumps, shut the valves),
and the fire must be attempted to be extinguished using the portable fire-
B1 - Page 164 / REVISION 2
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fighting equipment. Should these attempts be without success, or if the
engine room is no longer accessible, all openings are to be locked, thus
cutting off the admission of air to quench the fire. It is a prerequisite for
success that all openings are efficiently sealed (doors, skylights,
ventilators, chimney as far as possible). Fuel oil requires much oxygen
for combustion, and the isolation from air is one of the most effective
measures of fighting the fire.
 Danger! Carbon dioxide fire extinguishing equipment must not be
used until it has been definitely ensured that no one is left in the
engine room. Ignoring this means danger of life!
Temperature in the engine
room
The engine room temperatures should not drop below +5°C. Should the
temperature drop below this value, the cooling water spaces must be
emptied unless anti-freeze has been added to the cooling water.
Otherwise, material cracks/damage to components might occur due to
freezing.
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Operating media
3.3
3.1
Prerequisites
3.2
Safety Regulations
3.3
Operating Media
3.4
Engine operation I – Starting the engine
3.5
Engine operation II – Control the operating data
3.6
Engine operation III – Operating faults
3.7
Engine operation IV – Engine shut-down
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Quality requirements on gas oil/diesel
fuel (MGO)
3.3.1
Diesel fuel
Other designations
Gas oil, Marine Gas Oil (MGO), High Speed Diesel Oil, Huile de Diesel.
Diesel fuel is a medium class distillate of crude oil, which therefore must
not contain any residual components.
Specification
Suitability of the fuel depends on the conformity with the key properties
as specified hereunder, pertaining to the condition on delivery.
On establishing the key properties, the standards of DIN EN 590 and ISO
8217-1987 (Class DMA), as well as CIMAC-1990 were taken into
consideration to a large extent. The key property ratings refer to the
testing methods specified.
Property/feature
Unit
Test method
Properties
ISO 3675
ISO 3675
820.0
890.0
Density at 15°C
min.
max.
kg/m kg/m
Cinematic viscosity/40°C
min.
max.
mm /s
2
mm /s
ISO 3104
ISO 3104
1.5
6.0
max.
max.
°C
°C
DIN EN 116
DIN EN 116
0
-12
Filterability*
in summer
in winter
3
3
2
Flash point Abel-Pensky in closed crucible
min.
°C
ISO 1523
60
Distillation range up to 350°C
min.
% by volume
ISO 3405
85
Content of sediment(Extraction method)
max.
% by weight
ISO 3735
0.01
Water content
max.
% by volume
ISO 3733
0.05
Sulfur content
max.
% by weight
ISO 8754
1.5
Ash
max.
% by weight
ISO 6245
0.01
Coke residue (MCR)
max.
% by weight
ISO CD 10370
0.10
Cetane number
min.
-
ISO 5165
40**
Copper-strip test
max.
-
ISO 2160
1
Other specifications:
British Standard BS MA 100-1987
M1
ASTM D 975
1 D/2D
* Determination of filterability to DIN EN 116 is comparable to Cloud Point as per ISO 3015 ** L/V
20/27 engines require a cetane number of at least 45
Table 1. Diesel fuel oil (MGO) - key properties to be adhered to
REVISION 2 / B1 - Page 169
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Supplementary information
Using fuel oil
Temperatures/viscosities
for operation on gas oil
(MGO) or Diesel fuel
(MDO)
If, in case of stationary engines a distillate intended for oil firing (for
instance Fuel Oil EL to DIN 51603 or Fuel Oil No 1 or No 2 according to
ASTM D-396, resp.), is used instead of Diesel fuel, adequate ignition
performance and low-temperature stability must be ensured, i.e. the
requirements as to properties concerning filterability and cetane number
must be met.
Gas oil or Diesel oil should have a viscosity that is neither too high or
too low compared to the fuel oil entering the injection pump. If the
viscosity is too low, insufficient lubrication may cause seizure of the
pump plungers or nozzle needles. To avoid this, temperatures should
be kept at:
• Maximum of 50°C for gas oil operation
• Maximum of 60°C for Diesel fuel operation
Therefore a fuel oil cooler has to be installed. In case of fuel viscosities
2
<2.5mm /s, consultation with the technical department of Fairbanks
Morse Engine is required.
B1 - Page 170 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 185)
Viscosity/Temperature diagram
for fuel oils
3.3.4
Figure 1. Viscosity/temperature diagram for fuel oils
REVISION 2 / B1 - Page 171
(FOR REPRODUCTION PURPOSES ONLY 186)
Explanations to the viscosity/temperature diagram
The diagram (Figure 1) shows the fuel temperatures on the horizontal and
the viscosities on the vertical scales. The diagonal lines correspond to
the viscosity-temperature curve of fuels with different reference viscosity.
2
The vertical viscosity scales in mm /s = cst apply to 40°C, 50°C or
100°C.
Determination of the viscosity-temperature curve and the preheating temperature
required
Example: Heavy fuel oil of
2/
180 mm s at 50° C
A vertical line is drawn starting from a reference temperature of
50°C and a horizontal line (a) starting from a viscosity of 180
21
mm s. From the point of intersection of both these lines, a line
is drawn parallel to the diagonals entered in the diagram (b).
This line represents the viscosity-temperature line of a heavy
21
fuel oil with 180 mm s at 50°C.
This permits the preheating temperature to be determined for
the specified injection viscosity. Keeping to the example
chosen, the values below refer to a heavy fuel oil of 180
2
mm 's at 50°C.
Specified injection viscosity
2
mm /s
Required heavy fuel oil
temperature before engine
inlet* °C
minimum 12
126 (line c)
maximum 14
119 (lined)
* The temperature drop after the preheater up to the fuel injection
pump is not covered by these figures (max. admissible 4°C).
Table 1. Determination of the heavy fuel oil temperature as a function of viscosity (example)
2
2
A heavy fuel oil of 180 mm /s at 50°C reaches a viscosity of 1000 mm /s
at 24°C (line e), which is the max. permissible viscosity with respect to
the pumpability of the fuel.
Fuel oil preheating/pumpability
HFO temperature
Using a state-of-the-art final preheater a heavy fuel oil outlet temperature
of 152 °C will be obtained at 8 bar saturated steam. Higher temperatures
involve the risk of increased residue formation in the preheater, resulting
in a reduction of the heating power and thermal overloading of the heavy
fuel oil. This causes new asphalt to form, i.e. a deterioration of quality.
Injection viscosity
The fuel pipes from the final preheater outlet up to the injection valve
must be insulated adequately ensuring that a temperature drop will be
limited to max. 4 °C. Only then can the prescribed injection viscosity of
2
max. 14 mm /s be achieved with a heavy fuel oil of a reference viscosity
2
of 700 mm /s = cat/50 °C (representing the maximum viscosity of
B1 - Page 172 / REVISION 2
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international specifications such as ISO, CIMAC or British Standard). If a
heavy fuel oil of a lower reference viscosity is used, an injection
2
viscosity of 12 mm /s should be aimed at, ensuring improved heavy fuel
oil atomization, and consequently heavy fuel oil combustion in the
engine with fewer residues.
The transfer pump is to be rated for a heavy fuel oil viscosity of up to
2
1000 mm /s. The pumpability of the heavy fuel oil also depends on the
pour point. The design of the bunkering system must permit heating up of
the fuel oil to approximately 10°C above its pour point.
Temperatures/viscosity for operation on gas oil (MGO) or Diesel fuel oil (MDO)
Gas oil or Diesel oil (Marine Diesel fuel) must neither show a too low viscosity
or a higher viscosity than that specified for the fuel oil as entering the
injection pump. With a too low viscosity, insufficient lubricity may cause
the seizure of the pump plungers or the nozzle needles. This can be
avoided if the fuel temperature is kept to:
•
•
Max. 50 °C for gas oil operation
Max. 60 °C for Marine Diesel Fuel operation.
Therefore, a fuel oil cooler has to be installed. In case of fuel viscosities <2.5
2
mm /s, consult with Fairbanks Morse Engine.
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Quality requirements for lube oil
3.3.5
Lube oil for operation on gas oil and diesel oil (MGO/MDO)
The specific power output offered by today's Diesel engines and the
use of fuels which more and more often approach the limit in quality
increase the requirements placed on the lube oil and make it
imperative that the lube oil is chosen carefully. Doped lube oils (HD
oils) have proven to be suitable for lubricating the running gear, the
cylinder, the turbocharger and for the cooling of the pistons. Doped
lube oils contain additives which, amongst other things, provide them
with sludge carrying, cleaning and neutralization capabilities.
Specifications
Base oil
The base oil (doped lube oil = basic oil + additives) must be a narrow
distillation cut and must be refined in accordance with modern
procedures. Brightstocks, if contained, must neither adversely affect
the thermal nor the oxidation stability. The base oil must meet the limit
values as specified below, particularly as concerns its aging stability.
Unit
Test method
Value
Structure
-
-
preferably paraffinbasic
Behavior in cold, still flows
°C
ASTM-D2500
-15
Characteristic features
Flash point (as per Cleveland)
°C
ASTM-D92
> 200
Ash content (oxi ash)
Weight %
ASTM-D482
< 0.02
Coke residue (as per Conradson)
Weight %
ASTM-D189
< 0.50
—
MAN-aging
cabinet
—
ASTM-D4055 or
DIN 51592
t< 0.2
Aging tendency after being heated up to 135°C for
100 hrs
•
n-heptane insolubles
Weight%
•
evaporation loss
Weight%
—
<2
—
MAN-test
must not allow to
recognize precipitation
of resin or asphalt-like
aging products
•
drop test (filter paper)
Table 1. Lube oil (MGO/MDO) - specific values
Doped lube oils (HD-oils)
The base oil with which additives have been mixed (doped lube oil) must
demonstrate the following characteristics:
Additives
The additives must be dissolved in the oil and must be of such a
composition that an absolute minimum of ash remains as residue after
combustion. The ash must be soft. If this prerequisite is not complied
REVISION 2 / B1 - Page 175
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with, increased deposits are to be expected in the combustion
chamber, especially at the outlet valves and in the inlet housing of the
turbochargers. Hard additive ash promotes pitting on the valves
seats, as well as burned valves and increased mechanical wear.
Additives must not facilitate clogging of the filter elements, neither in
their active nor in their exhausted state.
Detergency
The detergency must be so high that coke and tar-like residues
occurring when fuel is combusted must not build-up.
Dispersancy
The dispersancy must be selected such that commercially available
lube-oil cleaning equipment can remove the combustion deposits
from the used oil.
Neutralization capacity
The neutralization capacity (ASTM-D2896) must be so high that the
acidic products, which result during combustion, are neutralized. The
reaction time of the additives must be matched to the process in the
combustion chamber.
Evaporation tendency
The tendency to evaporate must be as low as possible, otherwise the
oil consumption is adversely affected.
Further conditions
The lube oil must not form a stable emulsion with water. Less than 40
ml emulsion are acceptable in the ASTM-D1410 test after one hour.
The foaming behavior (ASTM-D892) must meet the following
conditions: after 10 minutes < 20 ml. The lube oil must not contain
agents to improve viscosity index. Fresh oil must contain no water and
no containments.
Lube oil selection
21
Engine
SAE-Class
Viscosity mm s at 40 ° C or
100 ° C
20/27*,
23/30, 28/32
30**
25/30
40
Preferably in the upper region
of the SAE-Class applicable to
the engine
32/36
through
58/64
40
* Applies to engines with year of manufacture from 1985 on. For
engines delivered before 01 Jan. 1985, lube oil viscosity as
per SAE 40 continuous to be valid
** If the lube oil is heated to approx. 40° C before the engine
is started, SAE class 40 can also be used if necessary (e.g.
on account of simplified lube-oil storage).
Table 2. Viscosity (SAE class) of lube oils
B1 - Page 176 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 191)
Doped grade
Doped lube oils (HD oils) corresponding to international specifications
MIL-L 2104 or API-CD, and having a total base number (TBN) of 1215 mg
KOH/g are recommended by us.
(Designation for armed forces of Germany: 0-278)
The content of additives included in the lube oil depends upon the
conditions under which the engine is operated, and the quality of fuel
used. If marine Diesel fuel is used, which has sulfur content of up to 2.0
weight % as per ISO-F DMC, and coke residues of up to 2.5 weight % as
per Conradson, a TBN of approximately 20 is of advantage. Ultimately,
the operating results are the decisive criterion as to which content of
additives ensures the most economic mode of engine operation.
Cylinder lube oil
In the case of engines with separate cylinder lubrication, the pistons
and the cylinder liner are supplied with lube oil by means of a separate oil
pump. The oil supply rate is factory-set to conform to both the quality of
the fuel to be used in service and to the anticipated operating conditions.
Work Card 302.02 is to be complied with when the lube oil rate is
changed.
A lube oil as specified above is to be used for the cylinder and the
circulating lubrication.
Speed governor
In case of mechanic-hydraulic governors with separate oil sump,
multigrade oil 5W-40 is preferably used. If this oil is not available for
topping-up, an oil 15W-40 may exceptionally be used. In this context it
makes no difference whether multigrade oils based on synthetic or
mineral oil is used. According to the mineral oil companies they can be
mixed in any case.
(Designation for armed forces of Germany: 0-236)
The oil quality specified by the manufacturer is to be used for the
remaining equipment fitted to the engine.
Lube-oil additives
Selection of lube oils /
warranty
We advise against subsequently adding additives to the lube oil, or
mixing the different makes (brands) of the lube oil, as the performance of
the carefully matched package of additives, which is suiting itself and
adapted to the base oil, may be upset. Also, the lube oil company (oil
supplier) is no longer responsible for the oil.
Most of the mineral oil companies are in close and permanent
consultation with the engine manufacturers and are therefore in a position
to quote the oil from their own product line that has been approved by the
engine manufacturer for the given application. Independent of this
release, the lube oil manufacturers are in any case responsible for quality
and performance of their products. In case of doubt, we are more than
willing to provide you with further information.
REVISION 2 / B1 - Page 177
(FOR REPRODUCTION PURPOSES ONLY 192)
Examinations
MGKOH
Manufacturer
Base Number (
1
(10) 12 - 16 )
/g)
ADNOC
Marine Engine Oil X412
AGIP
Cladium 120 - SAE 40
Sigma S SAE 40 2)
BP
Energol DS 3-154
2
Vanellus C3 )
CASTROL
Castrol MLC 40
Castrol MHP 154
Castrol MXD 154
Rivermax SX 40
Seamax Extra 40
CHEVRON Texaco
(FAMM, Caltex)
Taro 16 XD 40
Delo 1000 Marine SAE 40
DELEK
Delmar 40-12
ENGEN
Genmarine EO 4015
ERTOIL
Koral 15
ESSO / EXXON
Exxmar 12 TP 40
IRVING
MOBIL
Marine MTX 1240
Mobilgard 412 / SHC 120
(MG 1SHC)
2
Mobilgard ADL 40 / Delvac 1340 )
PETROBRAS
Marbrax CCD-410
REPSOL
Neptuno NT 1540
SHELL
Gadinia 40
Gadinia AL 40
Sirius 40 2)
Rimula X 40 2)
STATOIL
MarWay 1040 2)
TEBOIL
Ward S 10 T
TOTAL LUBMARINE
Disola M4015
1) If Marine Diesel fuel of poor quality (ISO-F-DMC) is used, a base number
(BN) of approx. 20 is of advantage.
2) If the sulphur content of the fuel is < 1%.
Table 3. Lubricating oils which have been released for the use in four-stroke engines
running on gas oil and Diesel oil
B1 - Page 178 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 193)
Quality requirements
for engine cooling water
3.3.7
Prerequisites
The engine cooling water, like the fuel and lubricating oil, is a medium
which must be carefully selected, treated and controlled. Otherwise,
corrosion, erosion and cavitation may occur on the walls of the cooling
system in contact with water and deposits may form. Deposits impair the
heat transfer and may result in thermal overload on the components to
be cooled. The treatment with an anti-corrosion agent has to be effected
before the first commissioning of the plant. During subsequent
operations the concentration specified by the engine manufacturer must
always be ensured. In particular, this applies if a chemical additive is
used.
Requirements
Limiting values
The characteristics of the untreated cooling water must be within the
following limits:
Property/feature
Characteristics
Unit
Type of water
preferably distilled water or fresh water, free from foreign matter. Not to be
used: Sea water, brackish water, river
water, brines, industrial wastewater and
rain water
Total hardness
max. 10
° dH*
pH-value
6.5-8
-
Chloride ion content
max. 50
mg/I
1°dH (German hardness
(10 mg CaO in 1 liter water, 17.9 mg
CaCO3/liter,)0.357 mval/liter, and 0.179 mmol/liter)
Table 1. Cooling water - characteristics to be adhered to
Test device
The FAIRBANKS MORSE water test kit includes devices permitting, i.e.,
to determine the above-mentioned water characteristics in a simple
manner. Moreover, the manufacturer of anti-corrosion agents is offering
test devices that are easy to operate. As to checking the cooling water
condition, refer to work card 000.07.
Supplementary information
Distillate
If a distillate (from the freshwater generator for instance) or fully
desalinated water (ion exchanger) is available, this should preferably be
REVISION 2 / B1 - Page 179
(FOR REPRODUCTION PURPOSES ONLY 194)
used as engine cooling water. These waters are free from lime and
metal salts, i.e. major deposits affecting the heat transfer to the cooling
water and worsening the cooling effect cannot form. These waters,
however, are more corrosive than normal hard water since they do not
form a thin film of lime on the walls, which provides a temporary protection
against corrosion. This is the reason why water distillates must be treated
with special care and the concentration of the additive is to be
periodically checked.
Hardness
The total hardness of the water is composed of temporary and
permanent hardness. It is largely determined by calcium and magnesium
salts. The temporary hardness is determined by the hydrogen carbon
content of the calcium and magnesium salts. The permanent hardness can
be determined from the remaining calcium and magnesium salts
(sulfates). The decisive factor for the formation of calcareous deposits
in the cooling system is the temporary (carbonate) hardness.
Water with more than 10 dH (German total hardness) must be mixed with
distillate or be softened. A re-hardening of excessively soft water is only
necessary to suppress foaming if emulsifiable anti-corrosion oil is used.
Damage in the cooling water system
Corrosion
Corrosion is an electro-chemical process, which can largely be avoided if
the correct water quality is selected and the water in the engine cooling
system is treated carefully.
Flow cavitation
Flow cavitation may occur in regions of high flow velocity and turbulence.
If the evaporation pressure is fallen below, steam bubbles will form which
then collapse in regions of high pressure, thus producing material
destruction in closely limited regions.
Erosion
Erosion is a mechanical process involving material abrasion and destruction
of protective films by entrapped solids, especially in regions of excessive
flow velocities or pronounced turbulence.
Corrosion fatigue
Corrosion fatigue is a damage caused by simultaneous dynamic and
corrosive stresses. It may induce crack formation and fast crack
propagation in water-cooled, mechanically stressed components if the
cooling water is not treated correctly.
Treatment of the engine cooling water
Formation of a protective layer The purpose of engine cooling water treatment is to produce a
coherent protective film on the walls of the cooling spaces by the use of
anti-corrosion agents so as to prevent the above-mentioned damage.
A significant prerequisite for the anti-corrosion agent to develop its full
affectivity is that the untreated water, which is used, satisfies the
requirements mentioned under point 2.
Protecting films can be produced by treating the cooling water with a
chemical anti-corrosion agent or emulsifiable anti-corrosion oil. Emulsifiable
anti-corrosion oils fall more and more out of use since, on the one hand,
their use is heavily restricted by environmental protection legislation and, on
the other hand, the suppliers have, for these and other reasons,
commenced to take these products out of the market.
B1 - Page 180 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 195)
Treatment before operating the
Engine for the first time
Treatment with an anti-corrosion agent should be done before the engine
is operated for the first time so as to prevent irreparable initial damage.

Attention! It is not allowed to operate the engine without cooling
water treatment.
Cooling water additives
Permission required
No other additives than those approved by Fairbanks Morse Engine and
listed in Tables 2 to 5 are permitted to be used. The suppliers are to
warrant the affectivity of the cooling water additive.
A cooling water additive can be approved for use if it has been tested
according to the latest rules of the Forschungsvereinigung
Verbrennungs-kraftmaschinen (FVV), "Testing the suitability of coolant
additives for cooling liquids of internal combustion engines" (FVV
publication R 443/1986). The test report is to be presented if required. The
necessary testing is carried out by Staatliche Materialprufanstalt,
Department Oberflachentechnik, Grafenstral3e 2, 64283 Darmstadt on
request.
To be used only in closed
circuits
Additives can only be used in closed circuits where no appreciable
consumption occurs except leakage and evaporation losses.
1. Chemical additives
Additives based on sodium nitrite and sodium borate, etc. have given good
results. Galvanized iron pipes or zinc anodes providing cathodic protection in
the cooling systems must not be used. Please note that this kind of
corrosion protection, on the one hand, is not required
since cooling water treatment is specified and, on the other hand,
considering the cooling water temperatures commonly practiced
nowadays, it may lead to potential inversion. If necessary, the pipes must
be de-zinced.
2. Anti-corrosion oil
This additive is an emulsifiable mineral oil mixed with corrosion inhibitors.
A thin protective oil film, which prevents corrosion without obstructing the
transfer of heat and yet preventing calcareous deposits, forms on the
walls of the cooling system.
Emulsifiable anti-corrosion oils have nowadays lost importance. For reasons
of environmental protection legislation and because of occasionally
occurring emulsion stability problems, they are hardly used any more.
The manufacturer must guarantee the stability of the emulsion with the
water available or has to prove this stability by presenting empirical
values from practical operation. If a completely softened water is used,
the possibility of preparing a stable, non-foaming emulsion must be
checked in cooperation with the supplier of the anti-corrosion oil or by
the engine user himself. Where required, adding an anti-foam agent or
hardening (see work card 000.07) is recommended.
Anti-corrosion oil is not suitable if the cooling water may reach
temperatures below 0° C or above 90°C. If so, an anti-freeze or
chemical additive is to be used.
REVISION 2 / B1 - Page 181
(FOR REPRODUCTION PURPOSES ONLY 196)
3. Anti-freeze agent
If temperatures below the freezing point of water may be reached in the
engine, in the cooling system or in parts of it, an anti-freeze agent
simultaneously acting as a corrosion inhibitor must be added to the cooling
water. Otherwise the entire system must be heated. (Designation for
armed forces of Germany: Sy-7025).
Sufficient corrosion protection will be afforded if the water is mixed with
at least 35% of these products. This concentration will prevent freezing
down to a temperature of about - 22° C. The quantity of antifreeze actually
required, however, also depends on the lowest temperatures expected
at the site.
Anti-freeze agents are generally based on ethylene glycol. A suitable
chemical additive must be admixed if the concentration of the antifreeze
specified by the manufacturer for a certain application does not suffice
to afford adequate corrosion protection. The manufacturer must be
contacted for information on the compatibility of the agent with the antifreeze and the concentration required. The compatibility of the chemical
additives stated in Table 2 with anti-freeze agents based on ethylene
glycol is con-firmed. Anti-freeze agents may only be mixed with each
other with the suppliers or manufacturers consent, even if the
composition of these agents is the same.
Prior to the use of an anti-freeze agent, the cooling system is to be
cleaned thoroughly.
If the cooling water is treated with emulsifiable anti-corrosion oil, no antifreeze may be admixed, as otherwise the emulsion is broken and oil
sludge is formed in the cooling system.
For the disposal of cooling water treated with additives, observe the
environmental protection legislation. For information, contact the suppliers
of the additives.
4. Biocides
If the use of a biocide is inevitable because the cooling water has
been contaminated by bacteria, the following has to be observed:
•
It has to be ensured that the biocide suitable for the particular
application is used.
•
The biocide must be compatible with the sealing materials used in
the cooling water system; it must not attack them.
•
Neither the biocide nor its decomposition products contain
corrosion-stimulating constituents. Biocides whose decomposition
results in chloride or sulphate ions are not permissible.
•
Biocides due to the use of which the cooling water tends to foam
are not permissible.
Prerequisites for efficient use of an anti-corrosion agent
1. Clean cooling system
Before starting the engine for the first time and after repairs to the piping
system, it must be ensured that the pipes, tanks, coolers and other
equipment outside the engine are free from rust and other deposits
B1 - Page 182 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 197)
because dirt will considerably reduce the efficiency of the additive. The
entire system has therefore to be cleaned using an appropriate cleaning
agent with the engine shut down (refer to work cards 000.03 and 000.08).
Loose solid particles, in particular, have to be removed from the system
by intense flushing because otherwise erosion may occur at points of high
flow velocities.
The agent used for cleaning must not attack the materials and the sealants
in the cooling system. This work is in most cases done by the supplier
of the cooling water additive, at least the supplier can make available
the suitable products for this purpose. If this work is done by the engine
user it is advisable to make use of the services of an expert of the
cleaning agent supplier. The cooling system is to be flushed thoroughly
after cleaning. The engine cooling water is to be treated with an anticorrosion agent immediately afterwards. After
restarting the engine, the cleaned system has to be checked for any
leakages.
2. Periodical checks of the condition of the cooling water and
cooling system
Treated cooling water may become contaminated in service and the additive
will lose some of its affectivity as a result. It is therefore necessary to
check the cooling system and the condition of the cooling water at
regular intervals.
The additive concentration is to be checked at least once a week,
using the test kit prescribed by the supplier. The results are to be
recorded.

Important! The concentrations of chemical additives
must not be less than the minimum concentrations stated
in Table 2.
Concentrations that are too low may promote corrosive effects and have
therefore to be avoided. Concentrations that are too high do not cause
damages. However, concentrations more than double as high should be
avoided for economical reasons.
A cooling water sample is to be sent to an independent laboratory or to
the engine supplier for making a complete analysis every 3 - 6 months.
For emulsifiable anti-corrosion oils and anti-freeze agents, the supplier
generally prescribes renewal of the water after approximately 12 months.
On such renewal, the entire cooling system is to be flushed, or if required
to be cleaned (please also refer to work card 000.08). The fresh charge
of water is to be submitted to treatment immediately.
If excessive concentrations of solids (rust) are found, the water charge
has to be renewed completely, and the entire system has to be
thoroughly cleaned.
The causes of deposits in the cooling system may be leakages
entering the cooling water, breaking of the emulsion, corrosion in the system
and calcareous deposits due to excessive water hardness. An increase
in the chloride ion content generally indicates seawater leakage. The
specified maximum of 50 mg/kg of chloride ions must not be exceeded,
since otherwise the danger of corrosion will increase. Exhaust gas
leakage into the cooling water may account for a sudden drop in the pH
value or an in-crease of the sulfate content.
Water losses are to be made up for by adding untreated water, which
REVISION 2 / B1 - Page 183
(FOR REPRODUCTION PURPOSES ONLY 198)
meets the quality requirements according to item 2. The
concentration of the anti-corrosion agent has subsequently to be checked
and corrected if necessary.
Checks of the cooling water are especially necessary whenever repair
and servicing work has been done in connection with which the cooling
water was drained.
Protective measures
Anti-corrosion agents contain chemical compounds, which may cause
health injuries if wrongly handled. The indications in the safety data sheets
of the manufacturers are to be observed.
Prolonged, direct contact with the skin should be avoided. Thoroughly
wash your hands after use. Also, if a larger amount has been
splashed onto the clothing and / or wetted it, the clothing should be
changed and washed before being worn again.
If chemicals have splashed into the eyes, immediately wash with
plenty of water and consult a doctor.
Anti-corrosion agents are a contaminating load for the water in
general. Cooling water must therefore not be disposed of by pouring it
into the sewage system without prior consultation with the competent
local authorities. The respective legal regulations have to be
observed.
Permissible cooling water additives
1. Chemical additives (Chemicals) - containing nitrite
Manufacturer
Product designation
Initial dose Minimum concentration ppm
per
Product
Nitrite
1000 liter
(NO2)
Drew Ameroid Int.
Stenzelring 8
21107 Hamburg
Germany
Liquidewt
Maxigard
DEWT-NC
15 I
40 I
4.5 kg
15000*
40000
4500
700
1330
2250
Na-Nitrite
(NaNO2)
1050
2000
3375
Unitor Chemicals
KJEMI-Service A.S.
P.O. Box 49
3140 Borgheim, Norway
Rocor NB Liquid
Dieselguard
21.5 I
4.8 kg
21500
4800
2400
2400
3600
3600
Vecom GmbH
Schlenzigstr.7
21107 Hamburg
Germany
CWT Diesel/QC-2
16 I
16000
4000
6000
Nalfleet Marine
Chemicals
P.O. Box 11
Northwich
Cheshire CW8DX, UK
3I
Nalfleet EWT Liq
(9-108)
Nalfleet EWT 910 I
131 C
30 I
Nalfleet EWT 9- 111
Nalcool 2000
3000
1000
1500
10000
30000
1000
1000
1500
1500
B1 - Page 184 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 199)
Manufacturer
Maritech AB
P.O. Box 143
29122 Kristianstad
Sweden
Uniservice
Via al Santuario di
N.S.della Guardia 58/A
16162 Genova,
Italy
Product designation
Initial dose Minimum concentration ppm
per
Product
Nitrite
1000 liter
(NO2)
Marisol CW
12 I
12000
2000
Na-Nitrite
(NaNO2)
3000
N.C.L.T.
Color
cooling
12 I
24 I
12000
2000
3000
24000
2000
3000
24000
36000
Marichen – Marigases
DCWT –
48 l
48000
64 Sfaktirias Street
Non-Chromate
18545 Piraeus, Greece
* The values in the marked areas can be determined with the test kit of the chemical manufacturer.
Table 2. Chemical additives - containing nitrite
2. Chemical additives (Chemicals) -free from nitrite
Producer
Product designation
Initial dose per 1000 I
Arteco
Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants
Paris, France
Ashland Water Technologies
Drew Marine
One Drew Plaza
Boonton, New Jersey 07005 USA
Havoline XLI
75 I
Minimum
concentration
7.5%
WT Supra
75 l
7.5%
Drewgard CWT
10 l
1%
Table 3. Chemical additives - free from nitrite
3. Emulsifiable anti-corrosion oils
Producer
BP Marine
Breakspear Way
Hemel Hempstead
Herts HP2 4UL, UK
Castro! Int.
Pipers Way
Swindon SN3 1 RE, UK
DEA Mineralol AG
Uberseering 40
22297 Hamburg, Germany
Deutsche Shell AG
Uberseering 35
22284 Hamburg, Germany
Product (Designation)
Diatsol M Fedaro M
Solvex WT 3
Targon D
Oil 9156
Table 4. Emulsifiable anti-corrosion oils
REVISION 2 / B1 - Page 185
(FOR REPRODUCTION PURPOSES ONLY 200)
4.
Anti-freeze agents with corrosion Inhibiting effect
Manufacturer
BASF
Carl-Bosch-Str.,
67063 Ludwigshafen
Rheine, Germany
Castro! Int.
Pipers Way
Swindon SN3 IRE, UK
BP, Britannic Tower
Moor Lane
London EC2Y 9B, UK
DEA Mineralol AG
Uberseering 40
22297 Hamburg, Germany
Deutsche Shell AG
Uberseering 35
22284 Hamburg, Germany
Hochst AG,
Werk Gendorf, 84508
Burgkirchen, Germany
Mobil Oil AG
Steinstraße 5
20095 Hamburg, Germany
Arteco, Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants
Paris, France
Product
(Designation)
Glysantin G 48
Glysantin 9313
Glysantin G 05
Antifreeze NF,SF
Antifrost X2270A
Kuhlerfrostschutz
35%
Glycoshell
Genatin extra
(8021 S)
Frostschutz 500
Havoline XLC
Glacell Auto Supra
Total Oragnifreeze
Table 5. Anti-freeze agents with corrosion inhibiting effect
B1 - Page 186 / REVISION 2
Minimum
Concentration
50%
(FOR REPRODUCTION PURPOSES ONLY 201)
Analyses of operating media
3.3.8
Checking is important
The engine oil and cooling water require checking during engine operation
because contamination and acidification set limits to the useful life of the
lube oil, and inadequate water quality or insufficient concentrations of the
corrosion inhibitor in the cooling water may cause damage to the engine.
On engines operated on heavy fuel oil, it is also essential that certain
heavy fuel oil properties be checked for optimum heavy fuel oil treatment.
It cannot always be taken for granted that the data entered on the
bunkering documents is correct for the oil as supplied.
Test kit
We recommend the following Fairbanks Morse test kits for
comprehensive chemical and physical analysis of fuel/lube oils:
Medium
Heavy fuel oil and lube oil
Cooling water
Type
A
B
Designation
Fuel and Lube Analysis Set
Cooling Water Test Kit
Table 1. Test kit for operating media analysis
Property
Density
Viscosity
Ignition performance
CCAI/CII
Fuel
x
x
x
Of interest for
Water
Lubrication oil
x
x
Property is indicative of or
decisive for:
Separator setting
Separating temperature, injection
viscosity, lube oil dilution
Ignition and combustion behavior,
ignition pressure, pressure
increase rate, starting behavior
Fuel oil supply and atomization,
corrosion tendency
Test kit
A†
A*
A
Water content
x
x
A
Checking for sea water
x
x
A
Total Base Number
x
Remaining neutralization capacity
A
(TBN)
‡
pH value
x
B
Pour point
x
x
Storing capacity/pumpability
A
Water hardness
x
Cooling water treatment
B
Chloride ion
x
Salt deposits in the cooling system
B
concentration
Concentration of
x
Corrosion protection in the cooling
**
corrosion inhibiting oil in
system
the cooling water
Drop test
x
Total contamination of lube oil
A
Spot Test (ASTMx
Compatibility of HFO blending
A
D2781)
components
* Test kit A contains the Viscomar unit that allows the viscosity to be measured at various reference
temperatures. In combination with the Calcumar processing unit, the viscosity/temperature interdependence
can be determined (e.g. injection and pumping temperatures).
† Refer to Figure 1.
‡ Refer to Figure 2.
** Not included. Provided by the supplier of the corrosion inhibitor.
Table 2. Properties that can be tested using the test kits
REVISION 2 / B1 - Page 187
(FOR REPRODUCTION PURPOSES ONLY 202)
Figure 1. Test kit A for fuel and lube oil analysis
Figure 2. Test kit B for cooling water analysis
Refills of the chemicals that are used are available. Each test kit
includes a comprehensive User's Guide containing everything you
need to know about its use.
Other testing equipment
Lube Oil Tec
To determine the water content, the Total Base Number (TB N) and the
viscosity of lube oils (scaled down alternative to test kit A).
port-A-lab
For testing lube oil (tests comparable to those performed by Lube Oil
Tec). Refer to Figure 3.
B1 - Page 188 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 203)
For monitoring how much anti-freeze is dispensed (in stationary systems).
Refractometer
Figure 3. Lube Oil Tec
Sources
Product
A
B
Item number
Source
Fuel and Lube Analysis Set
09.11999-9005
1,2
Chemical refills for A
09.11999-9002
1,2
Cooling Water Test Kit
09.11999-9003
1,2
Chemical refills for B
09.11999-9004
1, 2, 3
Lube Oil Tec
2
port-A-lab
3
Measuring instrument for determining the
concentration of corrosion inhibitors
containing nitrite
4
Refractometer for determining the
concentration of anti-freeze
5
Addresses
Source
Address
1
Fairbanks Morse Engine, Beloit WI 53511
2
Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg
3
Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg
4
Supplier of corrosion inhibitor
5
Muller Geratebau GmbH, Rangerdinger Stral3e 35, 72414 Hofendorf
REVISION 2 / B1 - Page 189
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B1 - Page 190 / REVISION 2
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Quality requirements for
intake air (combustion air)
3.3.11
General
The quality and the condition of the intake air (combustion air) exert great
influence on the engine output. In this connection, not only the atmospheric
condition is of great importance but also the pollution by solid and
gaseous matter.
Mineral dust particles in the intake air will result in increased wear.
Chemical/gaseous constituents, however, will stimulate corrosion.
For this reason, effective cleaning of the intake air (combustion air) and
regular maintenance/cleaning of the air filter is required.
Requirements
Limiting values
The concentrations after the air filter and/or before the turbocharger
inlet must not exceed the following limiting values:
Properties/feature
Particle size
Characteristic
value
max. 5
Unit*
µm
3
Dust (sand, cement, CaO, Al203 max. 5
etc.)
mg/m (STP)
Chlorine
max. 1.5
mg/m (STP)
Sulfur dioxide (SO2)
max. 1.25
mg/m (STP)
Hydrogen sulfide (H2S)
max. 15
mg/m (STP)
3
3
3
3
* m (STP) = (Cubic meter at standard temperature and pressure)
Table 1. Intake air (combustion air) - characteristic values to be observed
When designing the intake air system, it has to be kept in mind that
the total pressure drop (filter, silencer, and piping) must not exceed 20
mbar.
REVISION 2 / B1 - Page 191
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B1 - Page 192 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 207)
Engine Operation I Starting the engine
3.4
3.1
Prerequisites
3.2
Safety Regulations
3.3
Operating Media
3.4
Engine operation I – Starting the engine
3.5
Engine operation II – Control the operating data
3.6
Engine operation III – Operating faults
3.7
Engine operation IV – Engine shut-down
REVISION 2 / B1 - Page 193
(FOR REPRODUCTION PURPOSES ONLY 208)
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B1 - Page 194 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 209)
Preparations for start/
Engine starting and stopping
3.4.1
Preparations for start after short downtimes
Activate/check the systems
Check the fuel viscosity
Switch on pumps for fuel oil, lube oil and cooling water unless mounted
on the engine. Prime the engine. After downtimes exceeding 12 hours,
additionally open the indicator valves and move the running gear by ap. 3
revolutions using the turning gear. On engines, which are started
automatically, activate the slow-turn instead. Check whether the cooling
water and lube oil have been preheated (if possible). Ensure that the
shut-off elements of all systems have been set to in-service position. The
engine is then ready to be started.
On engines operated on heavy fuel oil, check whether the viscosity of the
fuel corresponds to the operating viscosity (see Section 3.3).
Engine start is initiated by a pulse transmitted through valve M 388/1 to
valve M 329/1 in the engine-mounted operating device. In case of an
emergency, the valve M 329/1 can also be actuated manually.
Additionally, please observe the requirements applicable for remote control
of marine engines.
Preparations for engine start on heavy fuel oil
The engine can also be started on heavy fuel oil provided the necessary
heating equipment is available. In this connection, the conditions applicable for pier-to-pier operation are to be observed:
Starting the
engine on heavy
fuel oil in the case
of pier-to-pier
operation
For starting the engine on heavy fuel, proceed as follows:
• According to the conditions for pier-to-pier operation, the tank
heaters, fuel delivery pump, final preheater and, if necessary, the
tracing type heating, as well as the preheating pumps in the fuel
system are already in operation.
• Switch on the pump for cylinder cooling water and subsequently,
if necessary, the preheater. Temperature required:
approximately 60°C.
• Switch on the pump for nozzle cooling water and subsequently the
pre-heater. Temperature required: approximately 55°C.
• Switch on the preheater for lubricating oil (heating coil in the service
tank), or preheat the lubricating oil in the by-pass (separator circuit).
Temperature required: approximately 40°C.
 Important! The lube oil service pump and/or stand-by pump
must not be switched on until approximately 10 minutes prior
to engine start to avoid that the turbocharger(s) is/are over
lubricated because of the absence of sealing air at standstill.
•
According to the conditions for pier-to-pier operation, the fuel delivery
pump, the heating equipment for the mixing tank (if available), the
heavy-fuel oil pipes and the final preheater are already in operation.
Required heavy fuel oil temperature in the service tank:
approximately 75°C.
REVISION 2 / B1 - Page 195
(FOR REPRODUCTION PURPOSES ONLY 210)
•
When the required temperatures have been reached and the
viscosity of the heavy fuel oil upstream of the injection pumps
corresponds to the specification (see Section 3.3), the engine can be
started.
Preparations for starting after prolonged downtimes or after overhaul work
After overhaul work or after prolonged downtimes (several weeks) the following work has to be done before the engine is started:
Fuel oil system
Cooling water system
Lube oil system
For restarting the engine after overhaul work or after prolonged
downtimes (several weeks) the following work has to be done:
•
Dewater and top up the settling tank and service tank.
•
Drain the filters and clean the elements.
•
Set all the shut-off elements to in-service position. For starting HFOoperated engines on Diesel fuel: Set the three-way cock to the
position permitting Diesel fuel to flow from the service tank to the
mixing tank (see the system-specific fuel oil diagram).
•
Switch on the supply pump and evacuate air from the injection
pumps, pipes and filters.
•
Check the zero admission on the control rod of each injection pump
and verify that the linkage moves easily.
•
For HFO operation: Start the heating equipment (unless
permanently on) and check it.
•
Switch the supply pump and the heating for the final pre-heater off
again (danger of overheating).
•
Remove sludge from cooling water tank, coolers, pumps and pipes
(engine, injection valves, and charge-air cooler).
•
Top up the cooling water; check the concentration of the anticorrosion agent.
•
Switch on the cooling water pumps or stand-by pumps (engine and
injection valves).
•
Evacuate air from the cooling water spaces and check all
connections for tightness.
•
Check, i.e. open the leaked water drain from the cylinder liner sealing
in the backing ring and from the charge-air cooler casing to verify that
they are tight.
•
Check the cooling water pressure and the water volume in the
compensating tank.
•
Check the compensating tank for separations of anti-corrosion oil
(cylinder cooling) and fuel oil (injection valve cooling).
•
Switch off the cooling water pumps.
•
Pump the lube oil out of (oil sump and) storage tank and clean the
oil spaces (make sure not to forget the exhaust gas turbocharger).
•
Clean the oil filters, separators and oil coolers.
B1 - Page 196 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 211)
Combustion chamber check
Starting system
•
Top up new lube oil, or separate the oil charge in use.
•
Set all the cocks to in-service position and switch on the
electrically driven lube oil pump or stand-by pump.
•
Check the running gear as well as the injection pump drive and the
valve gear to verify that oil is supplied to all bearing points.
•
Check the pipe connections and pipes for leakages.
•
Check the lube oil pressure upstream of the engine and
upstream of the exhaust gas turbocharger.
•
Disengage the turning gear again and switch off the lube oil
pump.
•
With the indicator valves open, turn the running gear by two
revolutions by means of the turning gear or activate the “Slow Turn”
instead.
•
Watch the indicator valves to see whether any liquid is issuing.
•
Dewater the compressed air tank and check the pressure, top up if
necessary.
•
Check the shut-off valves for ease of movement.
•
Check the starting valves in the cylinder heads for tightness (see work
card).
Clearances
Check the valve clearance.
Test run
If possible, make a short test run as follows:
•
Start the heating equipment for lube oil and cooling water, where
available. When preheating temperatures have been reached, set the
shutoff elements to in-service position, switch on the fuel, lube oil and
cooling water pumps, unless these are mounted on the engine, and
start the engine. Operate the engine at low speed for approximately
10 minutes.
•
Watch the indicating instruments during operation.
•
If the engine operates properly, load should be applied or the engines
should be shut down. Prolonged idle operation is to be avoided. The
engine should reach the service temperature as quickly as possible
because it suffers higher wear while cold.
REVISION 2 / B1 - Page 197
(FOR REPRODUCTION PURPOSES ONLY 212)
Start the engine (with PGG speed governor)
1 Indication
2 Admission lever
3 Pushbutton
4 Actuating lever
Figure 1. Operating equipment (PGG speed governor)
Steps
•
Set the actuating lever (4, Figure 1) to "LOCAL."
•
Adjust the nominal speed to the lowest value (if possible).
•
Verify whether the indication "DON’T START" is not glowing.
•
Shift the admission lever (2) to 50% ... 60%.
•
Press pushbutton (3) "START" until the engine starts running.
•
Using the admission lever, adjust the admission limitation to the
desired value (see Figure 1)
•
Change the nominal speed towards the upper range.
 Attention! Observe remarks in Sections 3.4 to 3.7, Operational
control!
B1 - Page 198 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 213)
Start the engine (with PGG-EG speed governor)
1 Indication
3 Pushbutton
4 Actuating lever
Figure 2. Operating equipment (PGG-EG speed governor)
Steps
•
Set the actuating lever (4, Figure 2) to "NORMAL OPERATION WITH
ELECTRICAL GOVERNOR".
•
Prior to starting, adjust the nominal speed to approximately 30% using the
adjusting knob provided for this purpose.
•
Verify whether indication (1) "DON’T START" is not glowing (if the indicator is
glowing, the engine cannot be started).
•
Press pushbutton (3) "START" until the engine starts running.
•
Adjust the nominal speed by means of the adjusting knob provided.

Attention! Observe remarks in Sections 3.4 to 3.7, Operational control!
REVISION 2 / B1 - Page 199
(FOR REPRODUCTION PURPOSES ONLY 214)
Start the engine (with PGA speed governor)
1 Indication
2 Admission lever
3 Pushbutton
4 Actuating lever
5 Fine regulating valve
Figure 3. Operating equipment (PGA speed governor)
Steps
•
Set the actuating lever (4, Figure 3) to "LOCAL."
•
Prior to starting, adjust the nominal speed to approximately 30% using
the fine regulating valve (5).
•
Verify whether indication "DON’T START" is not glowing (if the
indicator is glowing, the engine cannot be started).
•
Shift the admission lever (2) to 50%.
•
Press the push-button (3) "START" until the engine starts running.
•
Set the admission limitation to the desired value using the
admission lever (2).
•
Adjust the nominal speed on the fine regulating valve (5).
 Attention! Observe remarks in Sections 3.4 to 3.7, Operational
control I- IV)
B1 - Page 200 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 215)
Start the engine (with PGA-EG speed governor)
1 Indication
3 Push-button
4 Actuating lever
5 Fine regulating valve
Figure 4. Operating equipment (PGA-EG speed governor)
Steps
•
Set the actuating lever to "NORMAL OPERATION WITH ELECTRIC
GOVERNOR".
•
Prior to starting, adjust the nominal speed to approximately 30% using
the fine regulating valve (5, Figure 4).
•
Verify whether indication "DON’T START" is not glowing (if the
indicator is glowing, the engine cannot be started).
•
Press the pushbutton (3) "START" until the engine starts running.
•
Adjust the nominal speed on the fine regulating valve (5).
 Attention! Observe remarks in Sections 3.4 to 3.7, Operational
control I – IV).
Shut down the engine
In case a prolonged engine standstill is planned, the engine should be
operated on part load in the Diesel mode for a sufficient period of time
before it is shut down from operation on heavy fuel oil, until fuel
temperatures and viscosities that are typical for Diesel oil operation
have been reached.
Steps
•
Check whether a sufficient amount of compressed air is available
in the compressed air tanks.
•
Remove load from engine and operate it at low load.
•
Shut down the engine.
•
If it is desired to maintain the operability of the engine for short-term
restarting, the fuel pumps are to be kept operating and the cooling
REVISION 2 / B1 - Page 201
(FOR REPRODUCTION PURPOSES ONLY 216)
water, lube oil, and in case of HFO operation the fuel oil, too, are to be
kept at service temperatures. Recooling should be terminated.
•
Otherwise, switch off the fuel oil supply pump.
•
The pumps for cooling water and lube oil should continue
operating, and cooling of the engine should be continued for
approximately 10 minutes after shut down (in case of electrically driven
pumps).
•
Close all the shut-off valves, especially those on the compressed air
tanks. Check the pressure gauges!
•
Open all the indicator valves in the cylinder heads.
•
Engage the turning gear and attach a warning sign on the control
console.
•
Clean the engine on the outside and carry out the necessary checks.
Deficiencies, if any, should be remedied immediately even if
appearing trivial
 Attention! If there is a danger of freezing, drain the cooling water
completely unless anti-freeze has been added; otherwise, cracks might form in
cooling spaces due to frozen water.
Engine shut down from HFO operation
Steps
For engine shutdown directly from HFO operation, the following points
are to be observed (refer to system-specific fuel oil diagram, Section 2).
After shutting the engine down from HFO operation, the following is to
be observed:
•
The cooling circuits of the engine remain in operation until the
engine has cooled down.
o
HT cooling water pump shut off, while the preheating pump
remains in operation.
o
Nozzle cooling water pump shut off.
o
Lube oil pump shut off.
•
LT cooling water pump remains in operation. Engine preheating is
effected by a servomotor.
•
Tank heating equipment, fuel delivery pump, final preheater and
tracing type heating in the fuel system (where available) remain in
operation. Required HFO temperature in the service tank:
approximately 75°C.
Emergency stop
Steps
For quickest possible engine stop in case of the lubrication or cooling
system failing, or similar faults, a pneumatic stop piston is fitted in every
injection pump which, when operated by compressed air, sets the
injection pump to zero admission.
At the same time, the governor is induced to move the control linkage to
zero admission, too.
This emergency stop system is activated in two ways as described
B1 - Page 202 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 217)
below:
1. Automatically, by a monitoring system (consisting of oil pressure
controller, cooling water temperature controller, speed governor etc. differing from engine to engine).
2. Manually, by pressing an emergency stop push-button in the
control stand or engine control center of the remote control.
In both cases, emergency stop is indicated by a lamp in the control
stand glowing, and possibly also by an audible signal.
In both cases, an emergency stop is indicated by a lamp in the control
stand or engine control center of the remote control.
Engine in HFO operation
Engine start after
emergency stop
In case the engine has to be shut down directly from HFO operation,
the following is to be observed (see system-related fuel diagram in
Section 2):
•
If the engine is to be restarted after a few minutes, it is
sufficient to keep the heating equipment and one delivery pump
operating.
•
In case of longer engine downtime, switch the three-way cock to
Diesel fuel operation and the three-way cock to flushing. The
delivery pump is to be kept operating until the heavy fuel oil has
been re-pumped into the HFO service tank and the piping system
has been filled with Diesel fuel oil. Subsequently, re-switch the
three-way cock to normal operation and switch the delivery pump
off.
▲▲ Important! If cock is left in the flushing position, Diesel fuel
oil is pumped into the HFO service tank on engine restart.
•
The injection pipes from the injection pumps to the injection valves,
and the injection nozzles proper, cannot be flushed. The remainders
of heavy fuel oil congeal sooner or later, depending on the viscosity
of the fuel used. Prior to restarting, it may become necessary to
dismantle, heat and empty these components unless special heating
equipment for engine starting on heavy fuel oil is available.
REVISION 2 / B1 - Page 203
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Change-over from Diesel fuel oil
to heavy fuel oil and vice versa
3.4.2
Change-over from Diesel fuel operation to operation on heavy fuel oil
Preliminary remarks
In the case of engines equipped with a pressurized fuel oil system for
HFO operation, there exists the risk that on prolonged operation on Diesel
fuel oil the maximum admissible Diesel fuel temperature is exceeded due
to hot Diesel fuel being recirculated into the mixing tank. Excessive
temperatures imply low viscosity and lubricity involving corresponding
danger for the injection pumps. Therefore, the shut-off valves in the return
pipe have in this case to be switched so that the Diesel fuel oil is returned
to the service tank instead of the mixing tank (refer to Section 2.4 or the
system-specific fuel oil diagram).
 Important! On switchover to heavy fuel oil operation,
recirculation has also to be switched back to mixing tank;
otherwise, heavy fuel oil will enter the Diesel fuel oil service
tank
Prerequisites
Steps
•
The engine is operated on Diesel fuel oil; the components are at
service temperatures.
•
The heating equipment is in operation, the HFO temperature in the
service tank being permanently maintained at approximately 75°C.
•
Switch on the heaters for the mixing tank and heavy fuel oil
pipes, if available.
•
Switch the three-way cock to HFO operation (refer to systemspecific fuel oil diagram).
•
For engine systems equipped with viscosity measuring system and
manual control of preheating temperature: Adjust the, heating
capacity of the final preheater in accordance with the viscosimeter
data so that the viscosity shown in the viscosity/temperature diagram
is obtained at the injection pumps (depending on the heavy fuel oil
used).
•
In case of engine systems with automatic heavy fuel oil viscosity
control: The viscosity control system is adjusted on initial putting into
operation of the engine, and should not be changed normally.
•
The temperature of the cooling water as leaving the cylinder is to be
maintained at approximately 80°C. In the case of heavy fuel oils with
a high sulfur concentration, in particular, make sure that the
temperature does not drop below this value.
REVISION 2 / B1 - Page 205
(FOR REPRODUCTION PURPOSES ONLY 220)
Change-over from HFO operation to operation on Diesel fuel oil
Preliminary remarks
In Diesel engines designed to operate prevalently on HFO, the
injection valves are to be cooled during operation on HFO. In the
case of operation on Diesel fuel oil (MGO or MDO) exceeding 72 hrs,
the nozzle cooling is to be switched off and the supply line is to be
closed. The return pipe, however, has to remain open.
Steps
•
Switch the three-way cock (please refer to system-specific fuel
oil diagram) to Diesel fuel oil approximately 30 minutes prior to engine
shutdown.
•
Final preheaters controlled by hand have to be switched off.
•
When the heavy fuel oil carried in the piping system has been used up
and replaced by Diesel fuel oil, the engine may be shut down.
•
Switch off all heating equipment (as far as required).
 Important! A change-over to Diesel fuel oil offers the
advantage that the engine is ready to be started at any time
without previous system heating for several hours being
required. Maintenance and overhaul work is substantially
facilitated if the piping and injection system is filled with
Diesel fuel oil.
B1 - Page 206 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 221)
Admissible outputs and speeds
3.4.3
Background
Power, speed
The following relationships exist between engine power, speed,
torque and mean effective pressure:
and
p e = 1200 • P e
VH • n • z
Md = 9550 • Pe
n
Where:
pe
Pe
VH
n
Z
Md
Mean pressure
Mean effective pressure [bar]
Effective engine power [kW]
3
Cubic capacity [dm ]
Speed [rpm]
Number of cylinders and
Torque [Nm].
The mean effective pressure is the mean value of the cylinder
pressure over the whole four-stroke cycle. It is proportional to the power
and the torque and inversely proportional to the speed. If the mechanical
efficiency %eel, is known, it can be calculated from the mean value of the
indicated pressures:
Pe = pi • ηmech
Synchronous speeds
Three-phase generators are connected to the synchronous speeds:
n = 60 • f
P
Where
n
f
p
Rated engine speed [rpm],
Mains frequency [Hz] and
Number of generator pole pairs.
Operating points / characteristic
curves
Stable engine operating points are only obtained when there is a balance
between output, speed and the feed rate setting of the fuel pumps (filling).
The energy supply must correspond to the energy requirements.
In hydraulic drive units, such as propellers or pumps, the power required
~ 3
increases by roughly the speed to the power of three P n ). This means
that increases in speed are relatively difficult to achieve towards the top of
REVISION 2 / B1 - Page 207
(FOR REPRODUCTION PURPOSES ONLY 222)
the power curve. This also applies to speed gains as the ship's speed is a
direct function of engine speed (n ~ v). The gradient of the power-speed
curve (in the case of fixed-pitch propellers) or the location of the
operating point (with variable-pitch propellers) is determined by the pitch of
the propeller and the resistance of the ship or, in the case of pumps, by
the blade setting.
Changes in pump filling only bring about a change in power in the case
of generator systems; in marine propulsion systems, however, they lead
to different power-speed combinations.
Permitted power and speed
In service, the maximum speed and torque have to be limited in the first
approximation to 100%, the continuous output in diesel operation to
1
between 0 and 100%, and in HFO mode to between 15 ) and 100 %.
This is to some extent achieved through design measures but must be
supplemented by operational techniques.
Operation in a power range below 15 or 20% is only permitted for short
periods. Operation in the range between 60 - 90% of rated power is
recommended.
The permitted operating ranges for marine engines are shown in
Figure 1.
B1 - Page 208 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 223)
1)
15% not applicable for L/V 20/27 and 25/30, for which 20% is the lower limit for continuous part-load operation.
Figure 1. Permitted output-speed ranges for single-engine systems with fixed-pitch propellers
1. Range II: Operating range temporarily admissive, e.g. during
acceleration, maneuvering (torque limit)
2. Range I: Operating range for continuous service subject to a
propeller light running of 1.5 – 3%, the lower value to be aimed for.
3. Theoretical propeller characteristic applies to fully loaded vessel
after a fairly long operating time and to possible works trial run with
zero-thrust propeller.
4. FP Design range of fixed-pitch propeller operating range during sea
trials under contractual conditions (such as weather, load condition,
depth of water, etc) with the engine speed range between 103%
and 106% being used for 1 hour maximum only.
5. MCR, Maximum Continuous Rating (fuel stop power).
REVISION 2 / B1 - Page 209
(FOR REPRODUCTION PURPOSES ONLY 224)
Figure 2. Permitted output-speed ranges for single-engine systems with variable pitch propellers
without shaft generator
Term
Explanation
Term
Explanation
Rating
Effective engine power (Pe)
I
Operating range for continuous operation
Speed
Speed (n)
II
Operating range permitted temporarily, e.g.
acceleration/maneuvering
bmep
Mean effective pressure (pe)
1
2
3
Load Limit
Recommended combinator curve
Zero thrust curve
Torque
Torque (Md)
FP
Design range for fixed-pitch propeller unit
MCR
Maximum continuous power
(blocked power)

Design range for variable-pitch propeller unit
with combinator
Table 1. Legend for Figure 1 (abridged texts - not suitable for propeller design or for checking same)
B1 - Page 210 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 225)
Other limitations
•
•
•
•
Engines that are being used as the main source of propulsion for fixedpitch or variable-pitch propellers are blocked at 100% output.
They may be operated with a maximum of 10% reduction in
speed.
Engines being used as the diesel-electric source of propulsion for
fixed-pitch or variable-pitch propellers are blocked at 110% output.
Output > 100% may be applied temporarily for acceleration
purposes.
Engines being used for dredging operation are blocked at between
100 and 90% output depending on engine size and may be operated
with a maximum of 30% reduction in speed.
Engines used in fishing boats or tugs are blocked at 100% output
)
and may be operated with a 20% reduction in speed?
The above information is for guidance purposes only. The procedures to be
used under operational conditions will be agreed between the purchaser,
shipyard/planning office and engine manufacturer.
 Attention! Blocking/limitations must not be lifted without first
consulting Fairbanks Morse Engine.
REVISION 2 / B1 - Page 211
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Engine
Running-in
3.4.4
Preconditions
Engines must be run in:
• During commissioning at site if, after the test run, pistons or
bearings were removed for inspection and/or if the engine was partly
or completely disassembled for transport,
On installation of new running gear components, e.g. cylinder
liners, pistons, piston rings, main bearings, big-end bearings and
piston pin bearings.
•
•
On installation of used bearing shells,
•
After an extended low-load operation (> 500 operating hours).
Supplementary information
Adjustment required
Rough patches on the surfaces of the piston rings and the cylinder
liner contact surface are smoothed out during the running-in process. The
process is ended when the first piston ring forms a complete seal with the
combustion chamber, i.e. the first piston ring exhibits a regular
running surface around its entire circumference. If the engine is
subjected to a higher load before this occurs, the hot exhaust gases
will escape between the piston rings and the cylinder liner contact
surface. The film of oil will be destroyed at these locations. The
consequence will be material destruction (e.g. scald marks) on the ring
contact surfaces and the cylinder liner and increased wear and higher
oil consumption as time passes.
The duration of the running-in period is influenced by a number of
factors, including the surface properties of the piston rings and the
cylinder liner, the quality of the fuel and lube oil and the loading and
speed of the engine. The running-in periods shown in Figures 1 and 2
are therefore for guidance only.
Operating media
Fuel
Diesel oil or heavy fuel oil can be used for the running-in process. The
fuel used must satisfy the quality requirements (Section 3.3) and be
appropriate for the type of fuel system.
The gas that is to be later used under operational conditions is best used
when running-in Otto gas engines. Dual-fuel engines are run-in in diesel
mode using the oil that will be later be used as ignition oil.
Lubrication oil
The lube oil to be used while running-in the engine must satisfy the
quality requirements (section 3.3) for the relevant fuel.
 Attention! The cube oil system should be rinsed out before
adding oil for the first time (see work card 000.03).
REVISION 2 / B1 - Page 213
(FOR REPRODUCTION PURPOSES ONLY 228)
Running-in the engine
Cylinder lubrication
During the entire running-in process, the cylinder lubrication is to be
switched to the "Running-in" mode. This is done at the control cabinet
and/or the operator's panel (under "Manual Operation") and causes the
cylinder lubrication to be activated over the entire load range already
when the engine is started. The increased oil supply has a favorable
effect on the running-in of the piston rings and pistons. After completion of
the running-in process, the cylinder lubrication is to be switched back to
"Normal Mode."
Checks
During running-in, the bearing temperature and crankcase are to
be checked:
•
For the first time after 10 minutes of operation at minimum speed,
•
After operational output levels have been reached.
The bearing temperatures (camshaft bearings, big-end and main
bearings) are to be measured and compared with those of the
neighboring bearings. For this purpose, an electric tracer-type
thermometer can be used as measuring device.
At 85% load and on reaching operational output levels, the operating data
(firing pressures, exhaust gas temperatures, charge air pressure, etc.) are
to be checked and compared with the acceptance record.
Standard running-in
program
Running-in can be carried out with a fixed-pitch, controllable-pitch,
or zero-thrust-pitch propeller. During the entire running-in period,
the engine output is to remain within the output range that has
been marked in Figures 1 and 2, respectively, i.e. below the
theoretical propeller curve. Critical speed ranges are to be
avoided.
Running-in during
commissioning at site
Four-stroke engines are, with a few exceptions, always subjected
to a test run in the manufacturer's works, so that the engine has
been run in, as a rule. Nevertheless, repeated running is required
after assembly at the final place of installation if pistons or
bearings were removed for inspection after the test run or if the
engine was partly or completely disassembled for transportation.
Running-in after installation
of new running gear
components
In case cylinder liners, pistons and/or piston rings are replaced on the occasion of overhaul work, the engine has to be run in again. Running-in is
also required if the rings have been replaced on one piston only. Runningin is to be carried out according to Figure 1 and/or the pertinent
explanations.
The cylinder liner requires rehoning according to work card 050.05
unless it is replaced. A portable honing device can be obtained
from one of our service bases.
Running-in after installation
of new running gear
components
In case cylinder liners, pistons and/or piston rings are replaced on the
occasion of overhaul work, the engine has to be run in again. Running-in
is also required if the rings have been replaced on one piston only.
Running-in is to be carried out according to Figures 1 and 2 and/or the
pertinent explanations.
The cylinder liner requires rehoning according to work card 050.05 unless
it is replaced.
B1 - Page 214 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 229)
Running-in after refitting
used or installing new
bearing shells (main
bearing, big-end and piston
pin bearing)
If used bearing shells were refitted or new bearing shells installed, the
respective bearings have to be run in. The running-in period should be
three to five hours, applying load in stages. The remarks in the
previous paragraphs, especially under "Checks" and Figures 1 and 2
are to be observed.
Idling at high speed over an extended period is to be avoided, wherever
possible.
Running-in after low-load
operation
Continuous operation in the low-load range may result in heavy internal
contamination of the engine. Combustion residues from the fuel and lubricating oil may deposit on the top-land ring of the piston, in the ring
grooves and possibly also in the inlet ducts. Besides, the charge-air and
exhaust piping, the charge-air cooler, the turbocharger and the exhaust
gas boiler may become oily.
As also the piston rings will have adapted themselves to the cylinder liner
according to the loads they have been subjected to, accelerating the
engine too quickly will result in increased wear and possibly cause other
types of engine damage (piston ring blow-by, piston seizure).
After prolonged low-load operation (≥500 operating hours), the engine
should therefore be run in again, starting from the output level at which it
has been operated, in accordance with Figure 1.
Please also refer to the notes in Section 3.5.4 “Low-load operation”.
 Tip! For additional information, the after-sales service department
of Fairbanks Morse Engine will be happy to assist.
A
B
C
D
E
Controllable-pitch propeller (engine speed
Fixed-pitch propeller (engine speed)
Engine output (specified range)
Running-in period in hours [h]
Engine speed and output in [%]
Figure 1. Standard running-in program for marine propulsion engines (variable speed)
REVISION 2 / B1 - Page 215
(FOR REPRODUCTION PURPOSES ONLY 230)
A
B
C
D
E
Controllable-pitch propeller (engine speed)
Fixed-pitch propeller (engine speed)
Engine output (specified range)
Running-in period in [h]
Engine speed and output in [%]
Figure 2. Standard running-in program for marine propulsion engines (variable
speed) of the 40/54, 48/60, 58/64 engine types
B1 - Page 216 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 231)
Engine Operation II Control the operating media
3.5
3.1
Prerequisites
3.2
Safety Regulations
3.3
Operating Media
3.4
Engine operation I – Starting the engine
3.5
Engine operation II – Control the operating data
3.6
Engine operation III – Operating faults
3.7
Engine operation IV – Engine shut-down
REVISION 2 / B1 - Page 217
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Monitoring the engine/
perform routine jobs
3.5.1
Monitoring the engine/routine checks
State-of-the-art engine systems normally run automatically using
intelligent control and monitoring systems. Hazards and damage are
precluded to a large extent by internal testing routines and monitoring
equipment. Regular checks are nevertheless necessary to identify
potential problems at an early stage and to implement the appropriate
preventive measures. Moreover, the necessary maintenance work should
be done as and when required.
It is the operators’ duty to carry out the checks listed below, at least
during the warranty period. However, they should be continued after the
warranty term expires. The expense in time and costs is low compared to
that incurred for remedying faults or damage that was not recognized in
time. Results, observations and actions taken in connection with such
checks are to be entered in an engine logbook. Reference values should
be defined to make an objective assessment of findings possible.
Regular checks (every
hour/daily)
Periodic checks (daily/every
week)
The regular checks should include the following measures:
•
Assess the operating status of the propulsion system, check for
alarms and shut-downs,
•
Visual and audible assessment of the systems,
•
Checking performance and consumption data,
•
Checking the contents of all tanks containing operating media,
•
Checking the most essential engine operating data and ambient
conditions,
•
Checking the engine, turbocharger, generator/propeller for smooth
running.
In addition to the regular checks, further checks should be made at
somewhat longer intervals for the following purposes:
•
Determine the operating hours logged, and verify the balancing Of
operating times in case of multi-engine systems,
•
Evaluate the number of starting events,
•
Check the printers or recording instruments,
•
Check all the relevant engine operating data,
•
Evaluate the stability of the governor and control linkage,
•
Check the engine systems for unusual vibrations and
extraordinary noise,
•
Check all the systems, units and main components for proper
performance
•
Check the condition of operating media.
REVISION 2 / B1 - Page 219
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Routine jobs
The following routine jobs are to be carried out at appropriate intervals
with due regard to their importance:
Fuel oil system
•
Check the service tanks (diesel fuel and heavy fuel oil) and top
up in time. Prior to changeover to another tank, drain the water
from the latter.
•
Never run the service tank completely dry. This would permit air to
enter the piping so that the injection system would have to be
vented.
•
Regularly drain or exhaust water and sludge from the service
tanks. Otherwise sediments could rise up to the outlet connection
level.
•
Clean the filters and separators at regular intervals.
•
Ensure cleanliness during fuel pumping. Perform a spot test of the
fuel on every bunkering (see work card 000.05) and keep these
together with the engine operating data logs. The fuel has to meet
the quality specifications.
Engines operated on heavy fuel oil:
•
Heat the heavy oil to a temperature at which the prescribed viscosity
will be attained at the entry into the injection pumps. Refer to Figure 1.
Supplementary information is given in the viscosity/temperature
diagram, Section 3.3.4
Figure 1. Viscosity/temperature diagram (reduced version)
B1 - Page 220 / REVISION 2
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Lube oil system
•
Do not mix heavy oils of different viscosities, and do not blend
heavy oil with distillate as instability may occur and cause engineoperating trouble.
•
Submit the heavy fuel oil to one-stage or two-stage separation,
depending on the system layout.
•
Check the lube oil level in the service tank and top up if necessary.
•
Check the lube oil temperatures upstream and downstream of the
cooler.
•
Monitor the lube oil pressure at the control console and, if necessary,
adjust to the specified service pressure. If the oil pressure rises above
normal when starting the cold engine, this is of no significance, as the
oil pressure will drop to the specified service pressure as the oil heats
up.
 Attention! The engine must be shut down immediately if the oil
pressure drops.
Cooling water system
•
Check the water content of the lube oil at the specified intervals (see
maintenance schedule, Section 4).
•
Use lube oil grades that meet the quality requirements (see
Section 3.3).
•
Clean the filters and separators at regular intervals.
•
Check the cooling water level in the expansion tanks (cylinder and
injection valve cooling) and top up if necessary. Check the
concentration of the corrosion inhibitor (see quality requirements,
sheet 3.3.7 and work card 000.07).
•
Check the cooling water outlet temperatures. Should the temperature
rise above the specified maximum, and if corrective regulation is not
possible, reduce the engine load and take remedial measures.
Reduce the temperature slowly to avoid thermal stresses in the
engine.
•
Adjust the cooling water outlet temperature to the specified value
(refer to Section 2.5). If the engine operating temperature is too low,
excessive cylinder liner wear will occur, and the sulfur contained in
the heavy fuel oil will induce corrosion. Fuel oil consumption will also
rise.
•
If marine engines are operated on heavy fuel oil during
maneuvering (pier-to-pier operation), care should be taken
that the cooling water temperatures are maintained at as
high a level as possible.
 Attention! In case of faults in the engine cooling water circuit,
especially if the cooling water pump fails, the engine must be
shut down immediately.
REVISION 2 / B1 - Page 221
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Starting air system
Charge air system
•
Refill the compressed air tanks immediately upon engine starting so
that sufficient compressed air is available whenever required.
•
The pipes from the distributing pipe to the starting valves are to be
checked after starting to ensure that they do not become too hot. If
this is the case, the corresponding valve is not tight. This valve should
be overhauled or replaced as soon as possible because otherwise the
valve seat and the valve cone will be destroyed.
•
High air humidity may cause large amounts of condensed water to
accumulate in the charge air pipe (refer to Section 3.5). Discharge of
the condensed water is to be checked through the leaked water pipe
that runs along each cylinder bank. Where the condensed water is
drained via a float valve, this valve is to be checked for proper
operation. To minimize the accumulation of condensed water, the
charge air temperature should be kept as high as possible over the
entire operating range, however, with due allowance being made for
other operating parameters.
•
The charge-air pressure should be looked up in the test run record
and compared with that measured on the engine. This comparison
permits conclusions to be drawn regarding the condition of the
exhaust gas turbocharger and charge-air cooler. The charge air
pressure measured by a differential pressure gauge upstream and
downstream of the charge air cooler will serve as a measure for
the degree of fouling of the air side of the cooler.
•
Refer to the Technical Documentation, Volume B2 / work card 000.40.
•
Although the cylinders develop the same output, the exhaust gas
temperatures may vary slightly. It is not admissible to adjust the
cylinders to the same exhaust gas temperatures.
•
The cylinders should be loaded as evenly as possible. This can be
verified by comparison of the ignition pressures and the control
linkage position of the injection pumps.
•
The exhaust gas temperatures have to be checked and compared
with the previously measured temperatures (acceptance
certificate). If larger differences should be found, the cause is to be
traced and the fault eliminated.
•
The exhaust discoloration is to be checked. Oil in the combustion
chamber will give the exhaust gases a bluish color; poor combustion
or overloading will give the exhaust gases a darker resp. black color.
•
The engine output has to be reduced if the intake air temperatures or
air pressures deviate from the values, which were taken as a basis for
output definition.
Supplementary jobs/notes
Operating values
B1 - Page 222 / REVISION 2
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Indicator diagrams (not
applicable to dual-fuel
engines)
•
Indicator diagrams have to be taken from all cylinders at the specified
intervals (refer to the maintenance schedule, Section 4).
o
For taking indicator diagrams at ignition pressures 160 bar, a
mechanical instrument (such as, for example, an indicator,
Maihak make), or, especially at higher ignition pressures, an
electronic measuring unit can be used.
o
Pressure/volume diagrams can be taken by means of an
electronic ignition pressure measuring device, e.g. of Messrs
Baewert, Meerane (see complementary sheet 3.5.2).
o
The shape of the compression/expansion line permits the ignition
point and the ignition pressures to be determined, providing a
useful comparison of the loading of the individual cylinders.
o
The ignition pressures should only slightly deviate from the
average (± 5 %) and should not exceed the specified level. Higher
pressures are indicative of premature injection or an excessive
injection volume; lower pressures suggest delayed injection or an
insufficient injection volume.
o
A comparison of diagrams with those taken from the new engine
permits potential irregularities to be recognized.
o
The following values should be entered in each diagram to permit
comparison at a later date should this be necessary: turbine
speed, charge air pressure, exhaust gas temperature downstream
of the cylinder, engine speed, injection pump setting, spring
calibration, and possibly the fuel consumption during taking of
diagrams.
Determination of output
•
Marine engines can be rated using the engine operating data and the
injection pump setting. In the case of Diesel generator sets, the
engine output can be determined from the generator output. Please
refer to Section 3.5.
Running gear bearings
•
In order to detect bearing damage in time and to avoid consequential
damage, various safety equipment is fitted to the engine. The
following systems are used:
o
The oil mist detector controls the oil vapor concentration in the
crank-case of each cylinder (or cylinder pair in the case of V-type
engines) and releases an audible and visible alarm or shuts the
engine down automatically when smoke develops from
evaporating lube oil, when the bearing temperatures are too
high, or in case of incipient piston failure.
o
The bearing temperature monitoring system uses resistance
thermometers fitted in the bearing bodies of the main bearings.
These thermometers pass corresponding pulses to the safety
system, thereby releasing audible and visible alarms or shutting
down the engine automatically.
o
The splash oil temperature monitoring system records the
temperatures of the lube oil of the individual running gears. For
this purpose, resistance thermometers are mounted on the inside
of the crankcase cover. With this equipment, it is possible to
recognize incipient damage on running gear components and
REVISION 2 / B1 - Page 223
(FOR REPRODUCTION PURPOSES ONLY 238)
bearings at a very early stage.
o
B1 - Page 224 / REVISION 2
In this connection, please also refer to Section 2.4 - Lube oil
system.
(FOR REPRODUCTION PURPOSES ONLY 239)
Engine log book/
Engine diagnosis/Engine management
3.5.2
Engine log book
Classification societies and some supervisory authorities require keeping
an engine logbook. Despite any printers and plotters your plant may
have, we also recommend to enter the results of your checks in an
engine log book, in which also additional observations and actions can
be noted and jobs that are due can be entered. It is a good idea to enter
such items as:
•
Measuring and test results,
•
Renewal and topping up of operating media,
Empirical information/conclusions drawn from maintenance and
repair work
•
should also be entered in this engine logbook. It is up to the plant
manager/chief engineer to develop the engine logbook to a basic tool to
work with or an essential instrument of engine operation.
Because the opinions on what should be contained in the engine logbook
differ widely, we have abstained from making proposals. However, we
would gladly assist you if desired, especially in fixing the reference
values. The information sources of reference should be the test run and
commissioning records as well as the "List of measuring and control
units”.
Still more valuable empirical facts/decision-taking fundamentals are
obtained if essential operating data, times between overhaul and activities
are not only noted down but also represented chronologically. Diagrams
similar to that shown in Figure 1 can be used for this purpose. This is an
uncomplicated method for obtaining an informative trend analysis.
Figure 1. Diagrams for trend analyses
REVISION 2 / B1 - Page 225
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Engine diagnosis using electronic ignition pressure measuring units
Visual and audible checks of the engine plant, entries in the engine
logbook and evaluations on the basis of the operating time serve for the
conventional way of determining the present and/or future condition.
Information at a higher level can be obtained by using a portable ignition
pressure and injection pressure-measuring unit, e.g. the Baewert HLV94. Using this device, the pressure (if required, of several engines) at
the indicator connection is recorded and indicated on an LC display in
form of a diagram over the crank angle or in form of a table. The
appertaining mean indicated pressures are also calculated. Via a
connection cable, the measuring results can also be printed or made
accessible to computer evaluation via a COM1 or COM2 interface. In a
similar way, the injection pressure is recorded and delivered. For this
purpose, however, DMS sensors are required which are to be attached
to the injection pipes. See Figure 2.
Electronic ignition pressure measuring units allow to draw reliable
conclusions on the load distribution from cylinder to cylinder and on
deviations from normal combustion and injection pressure trends, using
the measured values, pressure curves and diagrams obtained.
Depending on the power spectrum, they provide decision-taking
fundamentals for correction measures and maintenance or repair work,
which in turn contribute to reducing operating costs and downtimes.
Figure 2. Electronic injection pressure measuring device, make Baewert
B1 - Page 226 / REVISION 2
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System
Indicator system HLV 94
Digital pressure indicator DPI
Peak pressure indicator
LEMAG-PREMET LS
Company
Baewert GmbH
Postfach 177
D-08393 Meerane
Leutert GmbH & Co.
SchillerstraBe 14 D-21365
Adenhofen
Lehmann & Michels GmbH
Marlowring 4
D-22525 Hamburg
Table 1. Electronic indicator systems
Engine diagnosis using CoCoS-EDS
CoCoS-EDS is an engine diagnosis and trend analysis system, which
evaluates the latest measuring data of the Diesel engine, on line on a
PC. See Figure 3. It was developed by Fairbanks Morse Engine and is
a component of the CoCoS engine management system. The diagnosis
system, which furnishes the knowledge of excellent specialists, permits
a permanent diagnosis with respect to:
•
Turbocharging, combustion and injection,
•
The temperatures and pressures of air, gas, oil and water
systems,
•
The temperatures of components, and
•
The condition of air filter, compressor, charge air cooler, turbine
and exhaust gas boiler.
EDS offers three operating levels, which are available at any time:
Monitoring
•
Trend
•
Diagnosis
EDS uses the values of the normal alarm system and, in addition, the
measuring values of the EDS sensor box. These additional measuring
values are required for making more exact calculations; and diagnoses.
They are recorded every 20 seconds and memorized every half hour. In
case of an engine stop, all data recorded during the last half an hour is
available. This is essential for analyzing emergency stops.
•
Monitoring
REVISION 2 / B1 - Page 227
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Figure 3. CoCoS-EDS monitoring - visualizing measuring data on a turbocharger
Taking physical and thermo-dynamic processes into consideration, EDS
converts the measuring values in such a way that the displayed values
represent the actual condition of the engine. The measuring records can
be requested in various forms of representation.
Trend
The trend analysis graphically represents the registered and
memorized changes in condition. It is a very helpful method for early
diagnosis of irregularities in an engine's operating condition. See Figure
4.
In case of short-trend analyses, all engine-operating values are
memorized in the database at five-minute intervals. The memory depth
is two weeks. In the long-term database, the operating data of the shorttrend database are accumulated to daily values. The memory depth
here is two years.
Figure 4. CoCoS-EDS trend - operating values are displayed over a certain period of time
B1 - Page 228 / REVISION 2
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Diagnosis
Every 5 minutes, the so-called tentative diagnosis is made, enabling
recognition and display of deviations of an operating value from its
normal value, independent from the present load point and from
external influences. See Figure 5.
Since presently measuring sensors with long-term stability are not
available for high-pressure values, the diagnosis system provides an
indication once a week or, if necessary, at shorter intervals that an ignition
and injection pressure measurement is to be carried out. After these
values are entered, the EDS are able to make a complete diagnosis.
On request, the user is provided with the following information:
•
Date and time of the first striking and of the last occurrence of the
disturbance
•
The type of disturbance
•
The cause of the disturbance
Figure 5. CoCoS-EDS diagnosis
The three modules provide the user with the necessary information on
the actual condition of the engine, and all the experience gained by the
Fairbanks Morse developers and service engineers.
REVISION 2 / B1 - Page 229
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THIS PAGE INTENTIONALLY LEFT BLANK.
B1 - Page 230 / REVISION 2
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Load curve
during acceleration/maneuvering
3.5.3
Power increasing times for diesel engines in marine applications
It is not always permitted to apply load to and withdraw load from
Diesel engines as quickly as desired. Instead, allowance is to be
made for
•
Thermal and mechanical loads,
•
Exhaust gas coloration, and
•
The turbocharger capacity.
The shortest possible load application and load reduction for marine
propulsion engines is shown in Figure 1.
Figure 1. Load application curve during maneuvering
Acceleration
In the AHEAD direction, 60% of the engine output is permitted to be
applied only after 15 seconds have elapsed under emergency
maneuvering conditions or 30 seconds resp. under normal maneuvering
conditions. 100% output is not allowed to be reached earlier than after 30
seconds or 3 minutes. Refer to Diagram, part 3.
In the ASTERN direction, 15 seconds or 40 second resp. must elapse
before 70% of the output is reached. Higher outputs are not available due
to the propeller properties. Diagram, Part 2.
REVISION 2 / B1 - Page 231
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Load Reduction
Load reduction At least 15 seconds must elapse during load reduction
from FULL AHEAD to STOP, at least 10 seconds during load reduction
from FULL ASTERN to STOP. Diagram, part 1/4. In case of faster load
reduction, the turbocharger may start surging.
At least 15 seconds must elapse during load reduction from FULL
AHEAD to STOP, at least 10 seconds during load reduction from FULL
ASTERN to STOP. (Diagram, part 1 / 4) In case of faster load
reduction, the turbocharger may start surging.
Besides, please note…
Marine main engines in preheated condition should be operated at a
speed not exceeding approx 75% or a load not exceeding approximately
40%, if possible. Operation at full load is admissible after the service
temperatures have been reached.
In fixing the load application and load reduction times it should be noted
that the time constants for the dynamic behavior of the engine relative to
the prime mover and/or the vessel may be wide apart. Ratios of 1:100
are encountered in the case of marine propulsion engines. This means
that the engine responds much faster than the ship does. Faster load
application and load reduction rates will therefore have but a minor effect
on the ship's behavior during maneuvering (except, e.g. tug boats and
ferries).
Under normal maneuvering conditions, we therefore strongly
recommend that the normal rates should be adhered to, and
emergency maneuvering should be restricted to exceptional situations,
This will decisively contribute to trouble-free long-term operation.
In case of manned engine operation, the engine room staff is responsible
for the observation of load application requirements. For remotely
controlled engines, the loading programs for normal and emergency
maneuvering have to be integrated in the remote control scope. Such
integration has to be agreed between the buyer, the shipyard and the
engine manufacturer.
B1 - Page 232 / REVISION 2
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Part-load operation
Definitions
3.5.4
Generally the following load conditions are differentiated:
•
Over-load: > 100% of full load output
•
Full-load: 100% of full load output
•
Part-Load: < 100% of full load output
•
Low-load: < 25% of full load output
Correlations
The ideal operating conditions for the engine prevail under even
loading at 60% to 90% of the full-load output. All the systems have been
rated for this range and/or the maximum rating. In the idling mode, or
during low-load engine operation, combustion in the cylinders is not ideal,
because of the low quantities of fuel injected. Deposits are building up in
the combustion space, with contamination of the cylinders and negative
effects on the exhaust. Moreover, in part-load operation and during
maneuvering of ships, the cooling water temperatures cannot be
regulated optimally high for all load conditions. However, this is a
particularly important point in heavy fuel oil operation.
Better conditions
Engines are genuinely better equipped for part-load operation if
•
They have special part-load cams on a shiftable camshaft and/or
•
Operation on heavy fuel oil
They have a two-stage charge-air cooler, the second stage of
which can be switched off for operating data improvement.
For the reasons mentioned above, low-load operation < 20% of full load
output on heavy fuel oil is subjected to certain limitations. According to
Figure 1, the engine must, after a phase of part-load operation, either be
switched over to Diesel oil operation or be operated at high load (>70% of
full load output) for a certain period of time in order to reduce the deposits
in the cylinder and exhaust gas turbocharger again.
If the engine is to be operated at low-load for a period exceeding that
shown in Figure 1, the engine must be switched over to Diesel oil
operation first.
For continuous heavy-fuel oil operation at part loads in the range below
25% of the full engine output, co-ordination with Fairbanks Morse Engine
representatives is absolutely necessary.
Operation on Diesel fuel oil
valid:
For the part-load operation on Diesel fuel oil, the following rules are
•
A continuous operation below 15% of load is to be avoided, if
possible. If this is absolutely necessary, Fairbanks Morse Engine has
to be consulted for special arrangements (e.g. using part-load
injection nozzles).
•
A no-load operation, especially with nominal speed (generator
operation) is only permitted for a maximum period of 1 to 2 hours.
No limitations are required for loads above 15%. However, for best
results, Fairbanks Morse Engine recommends that after 96 hours of
operation at 15% load, the engine is to be operated at 50% load for one
hour to burn carbon.
REVISION 2 / B1 - Page 233
(FOR REPRODUCTION PURPOSES ONLY 248)
Figure 1. Time limits for part-load operation on heavy fuel (on left),
duration of “relieving operation” (on right)
Explanations
Figure on the left: Time limits for part-load operation on heavy fuel oil.
Right-hand figure: Necessary operating time at > 70 % of full-load output
after part-load operation on heavy fuel oil. Acceleration time from present
output to 70 % of full-load output not less than 15 minutes.
Example
Line a At 10 % of full-load output, HFO operation is permissible for max.
19 hours, then switch over to Diesel fuel oil, or
Line b Operate the engine for approx. 1.2 hours at not less than 70 % of
full-load output to burn away the deposits that have formed.
Subsequently, low-load operation on heavy fuel oil can be
continued.
B1 - Page 234 / REVISION 2
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Determine the engine output and
design point
3.5.5
Preliminary remarks
The engine output is one of the most important operating parameters. It
serves as a standard for assessing the economic efficiency and reliability
of the engine but also as a reference value for judging other operating
values. Combinations of outputs and associated speeds or speeds and
associated fuel pump settings provide design points. The position of such
design points permits conclusions to be drawn on:
•
Alterations in resistance (of the ship),
Losses, leakage, damage, and
The efficiency of the injection system, turbocharging system and
charge renewal system.
In the case of older engines (> 30,000 hours of operation), reliable
conclusions are only possible at design points for which all three abovementioned parameters are known. Further relevant operating values
may have to be taken into consideration to guarantee a correct
judgment.
•
•
How to proceed
In case of marine
propulsion engines
The effective engine output Pe cannot be easily measured on marine
propulsion engines. For this purpose, it would be necessary to measure
the torque. In the case of medium-speed four-stroke Diesel engines, the
indicated output Pi cannot be determined from indicator diagrams either.
Alternatively, the design point of interest can be determined from the
speed and the mean value of the pump admission settings. From this,
conclusions can be drawn on the corresponding effective output. A
prerequisite, however, is that the same fuel is used and that the fuel
temperature is the same.
In case of Diesel generator
sets
Prerequisite activities
The effective engine output for generator sets can be determined
relatively precisely from the effective generator output Pw, which is
measured continually, and from the generator efficiency ηgen, which
varies but slightly within the usual operating range. This method,
however, does not permit any judgment to be made of changes that may
occur on the engine or generator. As an alternative or additional method,
design points can be determined as outlined above, and the results
obtained can be compared.
The mean value of fuel settings plotted over the output is recorded during
the engine works trials and included as a curve in the acceptance
certificate, both for marine and stationary engines. In the case of marine
engines, this data is also entered on an additional sheet together with
REVISION 2 / B1 - Page 235
(FOR REPRODUCTION PURPOSES ONLY 250)
three propeller curves. The diagram corresponds to Figure 1 and/or the
form sheet shown in Figure 2.
This information permits the engine output to be determined and an
assessment to be made of the design points. It is necessary for this
purpose that in the case of marine propulsion engines the engine speeds
and fuel pump settings are recorded simultaneously and exactly during
sea trials and immediately afterwards with the ship loaded. This should be
done at varying engine outputs, under normal operating and climatic
conditions, and with the fuel intended to be used for continuous operation.
In the case of ships equipped with controllable-pitch propellers, it must be
ensured that the propeller pitch is the same. The design points
determined this way are also to be entered in the form. They serve as
reference values for assessing parameters determined later on.
Intermediate values have to be interpolated in accordance with the
diagram contained in the acceptance certificate.
For stationary engines, only the fuel pump settings of the acceptance
certificate are to be copied into the form sheet.

Important! Diesel fuel oil (MDO) or gas oil (MGO) is used for
the engine trials as a rule. In heavy fuel oil (HFO) operation, pump
admission settings are approximately the same.
Determine the design point and the engine output
Example (marine propulsion Determining the design point and the engine output are to be carried
engine)
out using the example shown in Figure 1, where:
Engine type
Rated output
Rated speed
Steps
XY,
6200 kW,
450 rpm.
Steps required:
•
Measure the speed and the fuel pump setting. The following have
been determined:
Speed
432 rpm
Pump setting
59 mm.
•
Convert the measured speed value into a percentage of the rated
speed, which in this case would be 96%.
•
Look up the 96% speed point on the speed coordinate and project
it vertically upwards.
•
Determine the admission value of 59 mm on the fuel admission scale,
and project it parallel to the closest admission line (arrow) up to the
speed line. Point of intersection = design point A.
•
Draw a horizontal through the intersection A up to the output
coordinate and determine the value, which will be 86%.
•
Determine the corresponding engine output.
86 x 6200 kW/100 = 5330 kW
B1 - Page 236 / REVISION 2
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
Limiting curve for output

Range of open blow-off flap
 Recommended combinatory curve
 100% torque and 100% mean-effective pressure line



Constant fuel admission lines
Range of open blow-by flap
Range in which the charge air is preheated
Figure 1. Diagram for determining the design point and engine output
REVISION 2 / B1 - Page 237
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Evaluation of results
Prerequisites
Diagram prepared as required, characteristic design points added,
matched to the usual fuel oil.
Generator sets
The method can be applied to generator sets in the same way. Design
points are in this case only found on the 100% speed line, or close to it.
Evaluation of results
The design point that has been determined has to be within the
admissible service range. For marine propulsion engines, at least with a
new vessel and new engine, therefore, it has to be to the right of the
theoretical propeller curve.
The design of the propulsion system is in order if admission settings are
as follows, with the system new and at rated speed:
Diesel generator sets 100%.
Refer to Section 3.4 - Permitted outputs and speeds.
The shifting of design points towards the left, with the other basic
conditions being the same, is attributable to the increased resistance of
the ship's hull, propeller modifications (larger diameter, increased pitch) or
propeller defects.
Shifting of design points in an upward direction (higher pump rack
settings) is attributable to lighter fuels, higher preheating temperatures,
functional inadequacies or wear in the injection system, or functional
inadequacies in the turbocharging/charge renewal systems. Provided
normal fuels are used and the heating and cleaning equipment is in order,
the wear on injection pump plungers and barrels will only become
apparent after prolonged times of operation (> 30.000 operating hours).
Because there are numerous potential influencing factors, whose effects
cannot be easily determined, we recommend that in case of doubt you
contact your local service center or the main service location of Fairbanks
Morse Engine.
Economical efficient outputs and speeds
The usual test run/commissioning program of marine main engines not
only includes the determination of engine speeds and fuel pumps settings
as described in the passage "Preparatory work", but also the speeds that
are reached and the corresponding fuel consumption rates. The set of
data:
Engine speed/admission setting
•
Ship's speed
•
Fuel oil consumption
are necessary for taking operational/economic decisions. Based on this
data, reliable answers can be given to questions such as
•
•
•
B1 - Page 238 / REVISION 2
What amount of fuel is needed if the distance A is desired to be
traveled at the speed B, or
At what speed (economic speed) will the greatest cruising range be
covered for a given amount of fuel?
(FOR REPRODUCTION PURPOSES ONLY 253)
Engine operation at reduced speed
3.5.6
Changing operating conditions
Marine propulsion systems are subjected to external influences that may
lead to a shifting of operating points. Causes for a shifting of operating
points and/or of the propeller curve/propeller map towards the left, in the
direction of lower speeds, include:
•
Increased drive resistances, or
•
Increased ship's resistances,
due to marine growth and increasing roughness, inappropriate
propeller layout, propeller modifications (larger diameter/increased
pitch) or propeller defects.
Limits of operation at reduced speed under full torque
Under these conditions, the engine will still reach the full torque but no
longer the full speed - at least not with the admissible rated output.
Operation of the engine under these conditions of reduced speed/ fuellimited speed is limited as follows:
Application
Admissible speed
1
reduction
Corresponding rated
output (blocked)
Marine main engine driving
a controllable-pitch
propeller
--
100%
Marine main engine driving
a fixed-pitch propeller
≤ 10%
90%
Suction dredger equipped
with engines 20/27, 25/30
engines 32/40 -58/64
≤ 30%
≤ 30%
90%
90%
1) These values only serve for guidance. Conclusive for engine operation are
the values fixed by agreement between the buyer, the shipyard/projecting
office and the engine supplier.
Table 1. Maximum admissible speed reduction at full torque
Operations with an even higher reduction of speed at full torque is not
admissible
Because of the decreasing excess combustion air ratio (tendency of
contamination/coking of components contacted by gas),
•
Because of the rising component temperatures endangering vital
components (exhaust valves, cylinder heads, piston etc.), and
•
Because of the danger that the surging limit of the compressor is
reached as a result of turbocharger fouling.
With due regard to the fact that continuous operation at reduced speed
under full torque is not only unfavorable for the engine but also results in
reduced ship's speeds, it must by all means be attempted to eliminate or
reduce avoidable resistances. Most promising are counter measures
against the above-mentioned resistances.
•
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Equipment for optimizing the engine
to special operating conditions
3.5.7
Overview
Fairbanks Morse/MAN B&W four-stroke engines have been designed
specifically to yield optimum results, e.g. in terms of fuel oil consumption
and emission behavior at normal service output. Nevertheless, certain
operating situations can better be coped with using supplementary or
alternative equipment.
Table 1 lists the equipment for adapting the engine to special operating
conditions/for optimizing the operating performance. It also lists the
preferred fields of application. This table is intended to provide you with a
summary of the existing possibilities and their object.
Equipment/ measure
Object/load
condition
Propeller
Generator
Blow off charge air
Full load
x
x
Bypass charge air
Part load
x
x
Raise charge air
temperature (two-stage
charge air cooler)
Part load
x
Control the charge air
temperature (CHATCO)
Part load/Full load
x
Blow off exhaust gas
(waste gate)
Full load
x
Accelerate turbocharger
(jet assist)
Maneuvering Load
application
x
x
Adjust injection timing
Part load/Full load
x
x
x
x = availability
Table 1. Equipment for optimizing the operating performance.
Brief descriptions
Charge air blow-off device
When engines are operated at full load at low intake temperature, the high
air density involves the danger of excessive charge air pressure leading to
an inadmissibly high ignition pressure. In order to avoid such conditions,
the excessive charge air is withdrawn upstream or downstream of the
charge air cooler and blown off into the engine room. This is achieved by
means of an electro-pneumatically controlled or spring-loaded throttle
flap. See Section 2.4.1 and 3.5.12.
Charge air bypass device
The charge air pipe is connected to the exhaust pipe via a reduced
diameter pipe and a bypass flap. The flap is closed in normal operation.
During propeller operation between 25 and 60% load, the volume of air
which is available for the engine is relatively small and the charge air
pressure is relatively low. To increase the air volume that is available for
the engine under these conditions, charge air is blown into the exhaust
pipe. For this purpose, the bypass flap is opened. The resultant pressure
increase in the exhaust pipe leads to a higher turbine output and,
REVISION 2 / B1 - Page 241
(FOR REPRODUCTION PURPOSES ONLY 256)
consequently, to a higher charge air pressure.
The throttle flap is controlled by a pneumatic actuator cylinder, as a
function of the engine speed and fuel pump admission setting. Please
refer to Sections 2.4.1 and 3.5.8.
Device for raising the charge
air temperature (two-stage
charge air cooler)
High air temperatures during part-load operation contribute to improved
combustion and, consequently, reduced exhaust gas discoloration. This
condition can be achieved if a two-stage charge air cooler is used and
charge air is heated by means of the low-temperature (LT) stage during
part-load operation (20 to 60% load).
Control of the charge air
temperature (CHATCO)
The charge air temperature control CHATCO reduces the amount of
condensed water that accumulates during engine operation under tropical
conditions. In this connection, the charge air temperature is kept constant
up to a certain intake temperature. If this value is exceeded, the charge
air temperature is constantly raised. Please refer to Section 2.4.7.
Device for accelerating the turbocharger (jet assist) This equipment is
used where special demands exist regarding fast acceleration and/or load
application. In such cases, compressed air is drawn from the starting air
vessels and reduced to a pressure of approximately 4 bar before being
passed into the compressor casing of the turbocharger to be admitted to
the compressor wheel via inclined bored passages. In this way, additional
air is supplied to the compressor, which in turn is accelerated, thereby
increasing the charge air pressure. Operation of the accelerating system
is initiated by a control, and limited to a fixed load range. Please refer to
the figure in Section 2.4.1.
This equipment is used where special demands exist regarding fast
acceleration and/or load application. In such cases, compressed air is
drawn from the starting air vessels and reduced to a pressure of max. 4
bar (relative) before being passed into the compressor casing of the
turbocharger to be admitted to the compressor wheel via inclined bored
passages. In this way, additional air is supplied to the compressor which
in turn is accelerated, thereby increasing the charge air pressure.
Operation of the accelerating system is initiated by a control, and limited
to a fixed load range. Please refer to the figure in Section 2.4.1.
Device for accelerating the
turbocharger (jet assist)
Device for blowing off the
exhaust gas (waste gate)
By blowing off exhaust gas upstream of the turbine and returning it to the
exhaust pipe downstream of the turbine, an exhaust gas pressure
reduction on the turbocharger and/or a drop in turbine speed at full load is
affected. This measure is necessary if the turbocharger has been
designed for optimized part load operation. See section 3.5.11.
Device for adjusting the
injection timing
Adjustment on the 32/40 engine is achieved by means of a camshaft that
permits adjustment relative to the direction of rotation using a turning,
axially moving and helically toothed bushing, which is in mesh with the
teeth provided on the camshaft. A shifting of the bush causes the
camshaft to be turned, whereby the injection timing is changed. For
details, please refer to Section 2.4.5.
On the engine types 40/54, 48/60 and 58/64, adjustment if effected by
shifting the cam followers provided between the cam track and the fuel
pump cylinder, or by turning the eccentric shaft carrying these cam
followers. For details, please refer to Section 2.4.5. The abovedescribed facilities allow the ignition pressure and the fuel consumption
to be influenced by effecting a shifting in the direction of "advanced
ignition". Shifting in the direction of "retarded ignition" helps reduce NOx
emissions.
B1 - Page 242 / REVISION 2
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Bypassing of charge air
3.5.8
Technical layout
This equipment for the bypassing of chare air essentially consists of the
connection between the charge air pipe (1, Figure 1) and the exhaust pipe
(8), the throttle flap (4) and the associated electro pneumatic control.
1 Charge air pipe
2 Diaphragm
3 Interconnecting pipe
4 Throttle flap, pneumatically operated
5 Lift limiting screw
6 Electro-pneumatic 4/2-way valve (M392)
7 Compensator
8 Exhaust pipe
9 Lever for manual switch-over
10 Shaft end, slotted (emergency operation)
Figure 1. Equipment for charge air bypassing (schematic representation)
The rate of airflow through the interconnecting pipe can be limited by a
diaphragm (2). The throttle flap is pneumatically operated. The end
positions of the power cylinders can be fixed by adjusting screws (5). The
compensator (7) serves to absorb deformations/displacements in the
interconnecting pipe.
Functional description
The supply of air to the pneumatic drive is controlled by the 4/2-way
valve (6) and its solenoid valve. The passage 1 - 2 to open the flap is
cleared when the solenoid valve is energized. The valve is switched over
to passage 1 - 3 for closing the flap when the valve is de-energized. The
switching condition of the solenoid valve (energized) is determined by
the following conditions:
•
Engine speed > 60 ... < 85%*,
•
Pump rack setting > 25 ... < 65%*,
•
Engine is not started/engine is not connected (stable load
condition).
The upper limit depends on the engine size and number of cylinders (up
to 95 or 75% respectively)
To ensure these conditions and for the electric control of the solenoid
valve, there is a speed transmitter/speed relay and a split cam in the
control stand. This cam affects the pump rack setting (40/54 to
REVISION 2 / B1 - Page 243
(FOR REPRODUCTION PURPOSES ONLY 258)
58/64engines). On the 32/40 engine, pump rack settings are generated
by a unit evaluating the analog signals of the remotely operating
admission transmitter. This equipment restricts bypassing to an
output/speed range as shown in Figure 2.
1
2
3
Range for bypassing of charge air
Limit of maximum admissible operating range
Theoretical propeller curve
Figure 2. Output/speed range for the bypassing of charge air (example, valid for fixed pitch propeller drive)
The bypassing of charge air into the exhaust pipe causes the charge air
pressure and specific air/exhaust gas volume to be increased, and the
exhaust gas temperature upstream and downstream of the turbine to
be reduced.
Setting
The settings of all elements are fixed during the engine test run and/or
during sea trials/commissioning. They must not be changed during the
warranty period without the approval of Fairbanks Morse Engine.
Emergency operation
If necessary, the 4/2-way valve can be switched over by hand using the
lever on the underside of the valve. The throttle flap can be turned
through the slot provided in the shaft end. See Figure 3.
B1 - Page 244 / REVISION 2
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9 Lever for 4/2-way valve
10 Slotted shaft end
Figure 3. Actuation of the 4/2-way valve and the throttle flap in case of emergency
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Condensed water in charge air pipes
and pressure vessels
3.5.9
Background
Air contains finely dispersed water in the form of water vapor. Some of this
water condenses out as the air is compressed and cooled by the
turbocharger and charge air cooler, and this also happens with the
compressed air in air vessels. Condensation increases as
•
The air temperature rises,
•
The air humidity rises,
•
The charge air pressure rises, and
•
The charge air temperature drops.
Up to 1000 kg of water per hour can accumulate under certain conditions,
and on large engines, in the charge air pipe downstream of the charge air
cooler. This is due to the large volume of air and the relatively high charge
air pressures.
The amount of water accumulating in air vessels is much less, hardly in
excess of 5 kg per charge.
The amount of condensed water should be reduced as far as
possible. Water must not enter the engine.
 Attention! Water draining of the charge air pipe must work
properly. Water should be drained from the air vessels after
filling and before the air is used.
Nomogram to determine the amount of condensed water
Using the nomogram in Figure 1, the amount of water can be determined
which condenses in the air pipe or in a pressure vessel as the air is
compressed and cooled. The principle of this method is described by two
examples that follow.
REVISION 2 / B1 - Page 247
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Figure 1. Nomogram for determining the amount of condensed water in charge air pipes and pressure vessels
Example 1 - Determine the amount of water accumulating in the charge air pipe
st
1 step
2
nd
step
rd
3 step
th
4 step
Ambient air temperature
Relative air humidity
The corresponding point of intersection in the diagram is the
point I, i.e. the original water concentration is
Charge air temperature downstream of cooler
Charge air pressure (overpressure)
The resultant point of intersection in the diagram is point II, i.e.
the reduced water content
The difference between I and II is the condensed water
amount A.
A = I - II = 0.033 - 0.021 =
Multiplied by the engine output and the specific rate of airflow,
the amount of water accumulating in one hour, QA is obtained
Engine output P
Specific air flow rate Ie*
QA = A • P • le = 0.012 • 12,400 • 7.1 =
35° C
90%
0.033 kg of water/kg of air
50° C
2.6 bar
0.021 kg of water/kg of air
0.012 kg of water/kg of air.
12,400 kW
7.1 kg/kWh.
1.055 kg water/h ~ 1 t water/h.
* The specific airflow rate depends on the engine type and engine loading. To obtain a rough estimate of the
condensed water volume, the following approximate values can be used:
Four-stroke engines
Two-stroke engines
approx. 7.0 - 7.5 kg/kWh
approx. 9.5 kg/kWh
B1 - Page 248 / REVISION 2
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Example 2 - Determine the amount of water condensing in the compressed air vessel
st
1 step
2
nd
step
Ambient air temperature
35° C
Relative air humidity
90%
The resultant point of intersection in the diagram is
point I, i.e. the original water content
0.033 kg of water/kg of air
Temperature T of the air in the vessel
40°C = 313 K
Pressure in the vessel (overpressure) pü
30 bar, corresponding to
Absolute pressure Pabs
31 bar or 31 • 10 N/m
5
2
The resultant point of intersection in the diagram is
point III, i.e.:
The reduced water contents is
rd
3 step
B = I - Ill = 0.033 - 0.0015 =
th
4 step
0.0015 kg of water/kg of air
The difference between I and III is the condensed water
amount B
0.0315 kg of water/kg of air
Multiplied by the air volume m in the vessel, the amount
of water, QB, is obtained which accumulates as the
pressure vessel is filled.
QB =B • m
m is calculated as follows:
m=p•V
R•T
Legend:
Absolute pressure in the vessel, Pabs
31 • 10 power N/m
volume V of the pressure vessel
4000 dm = 4 m
gas constant R for air
287 Nm/kg • K
temperature T of the air in the vessel
40°C = 313 K
5
m = 31 • 10 • 4 =
287 • 313
5
2
3
3
138 kg of air
Final result:
QB = B • m = 0.0315 • 138 kg =
4.35 kg of water
* The specific airflow rate depends on the engine type and engine loading. To obtain a rough estimate of the
condensed water volume, the following approximate values can be used:
Four-stroke engines
Two-stroke engines
approx. 7.0 - 7.5 kg/kWh
approx. 9.5 kg/kWh
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Load application
3.5.10
Isolated operation
Application of load
dependent on medium
pressure
Large applications of load, such as occur in a ship's auxiliary engine in
the ship network or in stationary engines in isolated operation, cannot
be dealt with in one step. According to the International Association of
Classification Societies (IACS) and the internationally valid standard ISO
8528-5, applications of load must be carried out in stages. See Figure 1.
The number of stages and their level depend on the effective medium
pressure of the engine.
Figure 1. Application of load in stages according to IACS and ISO 8528-5
For the 32/40, 40/54, 48/60 and 58/64 engines with medium
pressures between 21.9... 24.9 bar, the following load stages apply:
1. Stage 33%
2.
3.
4.
Stage 23%
Stage 18%
Stage 26%
Larger load stages can possibly be achieved using special layouts. These
will require the written agreement of Fairbanks Morse Engine.
Application of load dependent
on the actual power
The diagram in Figure 2 applies for applications of load based on the on
the current value.
REVISION 2 / B1 - Page 251
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Figure 2. Application of load dependent on the current power
In keeping to this maximum load connection rate, the demands of the
classification associations can be safely fulfilled. These are (at 11/97):
The dynamic speed onset as a % of the nominal speed
The remaining speed change as a % of the nominal speed
The settling time until intake to tolerance band ± 1% of the
nominal speed
Load shedding
≤ 10%
≤ 5%
≤ 5 sec.
Even at load shedding of up to 100% of the nominal power, the
following can be guaranteed:
Dynamic speed change as a % of the nominal speed
≤ 10%
Remaining speed change as a % of the nominal speed
≤ 5%
Details of the connecting of load and load shedding must be agreed with
Fairbanks Morse Engine in the planning stage. They require approval.
Parallel network mode
In parallel mode with engines using other high power current generators,
basic jumps in load do not occur. The course of engine loading is not
determined here through external influences but through its own
measurements. The loading/unloading of the engine are controlled by the
regulations in section 3.5.3.
B1 - Page 252 / REVISION 2
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Exhaust gas blow-off
3.5.11
Technical layout
The device for blowing off the exhaust gas essentially consists of the
connection between the exhaust pipe upstream of the turbocharger (11,
Figure 1) and the exhaust pipe downstream of the turbocharger (9), the
blow-off flap (1) and its electro-pneumatic control.
1
2
3
4
5
6
7
8
9
Blow-off flap with pneumatic drive
Intake silencer
Turbocharger
Compressor
Turbine
Double diffuser
Deflection casing
Blow-off pipe
Exhaust pipe downstream of turbocharger
10
11
M367
C
G.
H
J
P
Compensator
Exhaust pipe upstream of turbocharger
Electro-pneumatic 5/2-way valve
Control air 8 bar
Fresh air
Charge air
Exhaust gas downstream of engine
Exhaust gas downstream of turbocharger
Figure 1. Device for blowing off exhaust gas (schematic representation)
Brief description
Depending on the turbocharger design, especially in case of part-load
oriented use, turbocharger over speed may occur in the upper load range.
In order to prevent this, exhaust gas is taken from the exhaust pipe
upstream of the turbocharger and led via a bypass pipe directly into the
chimney or to the exhaust gas boiler plant. This way, an exhaust gas
pressure reduction is reached and thus a turbine speed decrease during
full load. If required, the bypass pipe (blow-off pipe) is opened and/or
closed by means of an electro-pneumatically controlled flap. See also
Figures 2 and 3.
REVISION 2 / B1 - Page 253
(FOR REPRODUCTION PURPOSES ONLY 268)
1
Blow-off flap with
pneumatic drive
8 Blow-off pipe
9 Exhaust pipe
downstream of
turbocharger
12 Exhaust pipe with
covering (upstream of
turbocharger)
Figure 2. Arrangement of the exhaust gas blow-off pipe (figure shows the V 48/60 engine
type - the design of the pipe fitted may differ from that shown in the figure)
1 Blow-off flap with
pneumatic drive
8 Blow-off pipe
Figure 3. Arrangement of the exhaust gas blow-off pipe (figure shows the V 48/60 engine
type - the design of the pipe fitted may differ from that shown in the figure)
B1 - Page 254 / REVISION 2
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Operating principle
The air supply to the pneumatic drive of the flap is controlled by the 5/2way solenoid valve (M367). The way 1 - 4 for opening the flap is clear
when the solenoid valve is excited. In de-excited condition, the way 1 - 2
for closing the flap is clear.
The turbocharger speed serves as a criterion for the activation of the
blow-off flap. In case the speed governor fails, the activation is effected
as a function of the fuel admission. If the turbocharger speed or the fuel
admissions are in the critical range, the active flap position is maintained
in order to prevent constant switching-over (hysteresis) of the blow-off
flap. In case the actual value in turn exceeds and/or falls below the limit
value, the flap control causes switching over of the blow-off flap.
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Engine operation III
Operating faults
3.6
3.1
Prerequisites
3.2
Safety Regulations
3.3
Operating Media
3.4
Engine operation I – Starting the engine
3.5
Engine operation II – Control the operating data
3.6
Engine operation III – Operating faults
3.7
Engine operation IV – Engine shut-down
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Faults/Deficiencies
and their causes (Troubleshooting)
3.6.1
Preliminary remarks
Troubleshooting with the aid
of Tables 1 – 3
Break-down
Tables 1 - 3 contain a number of potential operating faults and their
possible causes. They are intended to contribute to reliable fault diagnosis
and efficient elimination of their causes.
The faults were subdivided into three categories:
•
•
•
Engine start/engine operation,
Operating values, and
Other problems.
In most cases, the sources/causes of faults cannot be definitely traced in
the first step. There will be several possible causes as a rule. The most
probable one is to be found, making due allowance for
•
The appearance,
•
•
The temporal and physical facts, and
The personal, empirical know-how.
"Info" and "Code" columns
The "info" column contains references to text passages of the operating
instruction manual (Vol. B1) and to work cards (Vol. B2). The code
numbers given in the "code" column permit the table to be also used
under the motto "What happens if ...”
Example
The code number 15, for example, appears at three different points in the
tables (marked by •). The meaning behind it: Supposed the injection
timing is too far in the "late" direction, the following possible effects must
be expected:
•
The engine does not reach the full output/speed,
•
The exhaust gas temperatures are excessive, and
•
The exhaust plume is visible, of dark color.
Troubleshooting on the
turbocharger
To be noted: The operating instruction manual for the turbocharger
contains its own table for troubleshooting.
Order of entries
The order of entries does not permit to draw conclusions on the
probability of causes. The order rather follows the principle: Causes
related to engine operating media and operating media systems in the
first place, followed by engine, turbocharger, and possibly ship.
REVISION 2 / B1 - Page 259
(FOR REPRODUCTION PURPOSES ONLY 274)
Trouble shooting "Engine start/engine operation"
Fault/system
Causes
Crankshaft does not turn on start, turns too slowly, or swings back
Compressed air system
Pressure in the compressed air vessel too low
Main starting valve defective
Starting valve defective
Starting air pilot valve defective
Control and monitoring
Fault in the pneumatic or electronic control system
system
Remote starting interlocked
Turning gear
Turning gear not completely disengaged
Engine reaches ignition speed but there is no ignition
Fuel
Fuel quality inadequate
Fuel oil system
Fuel tank empty
Fuel system not vented
Injection pumps do not deliver fuel
Fuel pressure at entry into injection pump too low,
supply pump defective
Fuel oil filter clogged
Injection pump/IP drive
Excessive clearance between injection pump
plunger and barrel
Speed governing system
Speed governor/booster
defective/faulty/misadjusted
Pick-up defective (32/40 engine)
Control and monitoring
Fuel admission release missing/too low
system
Fault in the pneumatic or electronic control system
Cylinders firing irregularly
Fuel
Fuel system
Injection valve
Inlet/exhaust valves
Fuel quality inadequate
Water in the fuel
Fuel system not vented
Fuel pressure at entry into injection pump too low,
supply pump defective
Fuel oil filter clogged
Injection valves defective
Inlet or exhaust valves sticking, valve spring broken,
valves not tight
Engine does not reach full output or speed
Fuel
Fuel quality inadequate
Water in the fuel
Fuel oil viscosity too low, fuel overheated
Fuel system
Fuel system not vented
Fuel pressure at entry into injection pump too low,
supply pump defective
Fuel oil filter clogged
B1 - Page 260 / REVISION 2
Info
162.xx
161.xx
160.xx
3.3
Code
01
02
03
05
63
83
79
2.4, 200.xx
2.4, 2.5
09
06
07
08
12
2.5, 200.xx
13
16
140.xx
56
140.xx, 400.xx
78
65
63
3.3
3.3, 000.05
2.4, 2.5
09
10
07
12
221.xx
113.xx, 114.xx
13
20
26
3.3
3.3, 000.05
3.3
2.4, 2.5
09
10
66
07
12
13
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Fault/system
Causes
Engine does not reach full output or speed (continued)
Injection time adjustment
Injection timing too late (only engines having
automatic injection time adjustment)
Injection pump/IP drive
Injection valves
Governor/control linkage
Inlet and exhaust valves
Control and monitoring
system
Turbocharger
Ship
Excessive clearance between injection pump
plunger and barrel
Injection pump plunger sticking, spring broken
Control rod, sleeve or pump element getting stuck
Pressure valve in the injection pump not tight
Injection valves defective
Nozzle orifices or injection pipes clogged
Governor/booster defective/faulty/misadjusted
Governor or linkage setting spoiled
Linkage sluggish or stuck
Inlet or exhaust valves sticking, valve spring broken,
valves not tight
Fuel admission release missing/too low
Speed release too low
Turbocharger fouled or defective
Marine propulsion engines: Propeller damaged, or
marine growth on hull
Irregular engine operation, knocking
Fuel system
Fuel system not vented
Fuel pressure at entry into injection pumps too low,
supply pump defective
Fuel oil filter clogged
Engine
Engine or some of the cylinders severely overloaded
Injection time adjustment
Injection timing too early (only engines with automatic
injection time adjustment)
Injection pump/IP drive
Injection valves
Inlet and exhaust valves
Engine speed fluctuates
Fuel
Fuel system
Governor/control linkage
Injection pump/IP drive
Control and monitoring
system
Injection pump plunger sticking, spring broken
Injection valves defective
Inlet or exhaust valves sticking, valve spring broken,
valves not tight
Excessive valve clearance
Air in the fuel
Fuel pressure at entry into injection pump too low,
supply pump defective
Governor setting spoiled, control linkage worn out
Governor/booster defective/faulty/misadjusted
Linkage sluggish or stuck
Pick-up defective (32/40 engine)
Control rod, sleeve or pump element getting stuck
Speed set value instable (air leakage/electrical
signal)
Info
Code
2.4, 200.xx
120.xx (32/40),
202.xx (40/45
...58/64)
2.5, 200.xx
15•
200.xx
200.xx
200.xx
221.xx
221.xx
140.xx
2.4, 140.xx
203.xx
113.xx, 114.xx
17
18
19
20
21
56
22
23
26
500.xx
2.4, 2.5
2.5, 3.5
2.4, 200.xx
120.xx (32/40),
202.xx (40/45
...58/64)
200.xx
221.xx
113.xx, 114.xx
16
65
89
49
45
07
12
13
25
14
17
20
26
111.xx
90
2.4, 2.5
75
12
2.4, 140.xx
140.xx
203.xx
140.xx, 400.xx
200.xx
22
56
23
78
18
58
REVISION 2 / B1 - Page 261
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Fault/system
Causes
Engine speed drops, engine stops
Fuel
Water in the fuel
Fuel system
Fuel tank empty
Fuel pressure at entry into injection pump too low,
supply pump defective
Fuel oil filter clogged
Engine
Engine or some of the cylinders severely overloaded
Governor/control linkage
Speed set value missing
Linkage sluggish or stuck
Control and monitoring
Shut-down initiated
system
Overspeed protection tripped
Governor/control linkage
Governor/booster defective/faulty/misadjusted
Governor - wrong "dynamic" setting
Linkage sluggish or stuck
Control and monitoring
Overspeed relay defective
system
Exhaust plume contains soot, dark smoke
Fuel
Fuel quality inadequate
Engine
Engine or some of the cylinders severely overloaded
Charge-air system
Charge air too cold
Charge-air cooler fouled (excessive differential
pressure)
Injection time adjustment
Injection timing too late (only engines having
automatic injection time adjustment)
Injection pump/IP drive
Injection valves
Inlet and exhaust valves
Control and monitoring
system
Turbocharger
Fuel injection pump, baffle screws worn
Injection valve defective
Inlet or exhaust valves sticking, valve spring broken,
valves not tight
Fuel admission setting too high (marine main enginesin maneuvering mode only)
Turbocharger fouled or defective
Air intake filter clogged (air starvation)
Exhaust plume is blue smoke
Fuel
Water in the fuel
Lube oil system
Oil level in the sump too high (wet oil sump)
Piston/piston rings
Piston ring clearance or gap excessive
Turbocharger
Piston rings stuck or broken
Turbocharger over lubricated
B1 - Page 262 / REVISION 2
Info
Code
3.3, 000.05
10
06
12
2.4, 2.5
2.5, 3.5
203.xx
2.4
13
25
59
23
24
140.xx
140.xx
203.xx
56
57
23
85
3.3
2.5, 3.5
2.5
2.5, 322.xx
09
25
73
53
2.4, 200.xx
120.xx (32/40),
112.xx (40/45
...58/64), 2 0 2 . x x
200.xx
221.xx
113.xx, 114.xx
15•
69
20
26
64
500.xx
49
91
3.3, 000.05
10
34
28
32
92
2.5, 034 xx
034.xx
500.xx
(FOR REPRODUCTION PURPOSES ONLY 277)
Fault/system
Causes
Noise coming from the valve or injection pump gear (noise depending on speed)
Injection pump/IP drive
Injection pump plunger sticking, spring broken
Drive roller defective, or spring broken
Inlet and exhaust valves
Inlet or exhaust valves sticking, valve spring broken,
valve not tight
Excessive valve clearance
Info
Code
200.xx
200.xx (32/40,
40/45), 201.xx
(40/54 … 58/64)
113.xx, 114.x
x
111.xx
17
46
Smoke issuing from crankcase/crankcase vent, hollow-sounding noise coming from the crankcase
Lube oil
Oil contains too much water
3.3, 000.05
Engine
Crankcase vent blocked
Piston/piston rings
Piston rings stuck or broken
034.xx
Running gear/crankshaft
Piston or bearing runs hot or starts seizing
2.4. 3.5
Oil mist detector tripped
Oil mist detector
Lubricating oil
Piston/piston rings
Running gear/crankshaft
Setpoint set incorrectly
Condensed water in the measuring unit (if engine
room ventilators blow cold air against the detector)
Lubricating oil contains too much water
Piston ring clearance or gap excessive
Piston or bearing runs hot or starts seizing
Splash-oil monitoring system tripped
Lubricating oil
Lube oil temperature too high
Lube oil temperature – deviation from mean value
excessive
Running gear/crankshaft
Piston or bearing runs hot or starts seizing
26
90
81
93
32
31
76
77
3.3, 000.05
2.5, 034.xx
2.4, 3.5
81
28
31
104
105
2.4, 3.5
31
Table 1. Faults and their causes/trouble shooting – Part 1 – “Engine start/engine operation”
REVISION 2 / B1 - Page 263
(FOR REPRODUCTION PURPOSES ONLY 278)
Troubleshooting “Operating values”
Fault/system
Causes
Cooling water temperature too high
Cooling water system (HT
Lack of cooling water, or air in the cooling water
system)
system
Cooling water spaces and/or coolers fouled
Cooling water pump defective
Temperature controller defective
Preheating system operating
Engine
Engine or some of the cylinders severely overloaded
Control and monitoring
Indicating instrument or connecting line defective
system
Info
Code
42
000.08
2.5, 3.5
43
44
47
87
25
39
Cooling water pressure too low
Cooling water system (HT
system)
Control and monitoring
system
Cooling water level in the storage tank too low
70
Leakage in the system
71
Pipes clogged, fittings blocked
74
Cooling water pump defective
44
Stand-by pump not started
82
Indicating instrument or connecting line defective
39
Pressure switch/transducer defective
61
Lack of cooling water or air in the CW system
42
Lube oil pressure too high
Cooling water system
(recooling system)
Cooling water spaces and/or coolers fouled
Control and monitoring
system
000.08
43
Cooling water pump defective
44
Temperature controller defective
47
Preheating system operating
87
Indicating instrument or connecting line defective
B1 - Page 264 / REVISION 2
39
(FOR REPRODUCTION PURPOSES ONLY 279)
Fault/system
Causes
Info
Code
Lube oil pressure too low
Lube oil system
Control and monitoring
system
Lack of oil in the service tank
35
Overpressure valve of lube oil pump, spring broken
36
Pressure control valve defective
60
Lube oil pipes not tight
37
Lube oil pipe clogged
80
Lube oil filter clogged
38
Lube oil pump defective
41
Stand-by pump not started
82
Indicating instrument or connecting line defective
39
Pressure switch/transducer defective
61
Exhaust gas temperature (deviation from level or change of mean value)
Fuel system
Fuel oil pressure at entry into injection pump too low,
supply pump defective
2.4, 2.5
12
Engine
Engine or some of the cylinders severely overloaded
2.5, 3.5
25
Charge-air system
Charge-air temperature too high, charge-air
pressure too low
2.5
48
Fault in the bypassing system
62
Injection time adjustment
Injection timing too late (only engines having
automatic injection time adjustment)
2.4, 200.xx,
120.xx (32/40),
112.xx (40/45
...58/64)
15•
Injection valves
Injection valves defective
221.xx
20
Injection pump
Fuel injection pump – wrong setting
200.xx
67
Fuel injection pump defective
200.xx
68
Cylinder head
Cylinder head – inlet duct fouled
055.xx
88
Inlet and exhaust valves
Inlet or exhaust valves sticking, valve spring broken,
valves not tight
113.xx,
114.xx
26
Control and monitoring
system
Indicating instrument or connecting line defective
39
Temperature sensor defective
84
Cabling/connections defective/inadequate
86
Turbocharger
Turbocharger fouled or defective
500.xx
49
REVISION 2 / B1 - Page 265
(FOR REPRODUCTION PURPOSES ONLY 280)
Fault/system
Causes
Info
Exhaust gas temperature (deviation from level or change of mean value) (Continued)
Ship
Marine propulsion engines: propeller damaged, or
marine growth on hull
Code
45
Charge-air temperature too high
Air intake system/charge-air
system
Temperature of air taken in too high
Cooling water system (LT
system)
Lack of cooling water, or air in the CW system
Cooling water spaces and/or coolers fouled
Control and monitoring
system
2.5
50
42
000.08
43
Cooling water pump defective
44
Temperature controller defective
47
Indicating instrument or connecting line defective
39
Temperature sensor defective
84
Cabling/connections defective/inadequate
86
Charge-air pressure too low
Air intake system/charge-air
system
Temperature of air taken in too high
2.5
50
Charge-air cooler fouled (excessive differential
pressure)
2.5, 322.xx
53
Leakage on the air and exhaust gas sides
52
Exhaust gas system
Exhaust gas back pressure too high (exhaust gas
boiler fouled)
2.5
54
Injection time adjustment
Injection timing too early (only engines having
automatic injection time adjustment)
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45...58/ 64)
14
Control and monitoring
system
Indicating instrument or connecting line defective
Turbocharger
Air filter, compressor/turbine sides of turbocharger
fouled/damaged
B1 - Page 266 / REVISION 2
39
500.xx
51
(FOR REPRODUCTION PURPOSES ONLY 281)
Fault/system
Causes
Info
Code
Main bearings – Temperature too high
Main bearing
Bearing damaged, lubrication faulty
021.xx
72
Engine
Alignment/foundation faulty
000.09,
012.xx
95
Control and monitoring
system
Temperature sensor defective
84
Cabling/connections defective
86
Table 2. Faults and their causes/trouble shooting - Part 2 - "Operating values"
REVISION 2 / B1 - Page 267
(FOR REPRODUCTION PURPOSES ONLY 282)
Troubleshooting “Other problems”
Fault/system
Causes
Linkage of injection pumps sluggish/blocked
Governor/linkage
Governor or linkage setting spoiled
Linkage sluggish or stuck
Control and monitoring
Shut-down device triggered
system
Info
Code
2.4, 140.xx
203.xx
2.4, 203.xx
22
23
24
3.3
3.3
2.4, 2.5
66
07
11
12
200.xx
200.xx
200.xx
13
17
19
18
16.1.xx
04
2.5, 3.5
25
Injection pump delivery erratic
Fuel
Fuel system
Injection pump/IP drive
Fuel viscosity too low, fuel overheated
Fuel system not vented
Fuel too cold, solidified in the pipes (HFO)
Fuel oil pressure at entry into injection pump too
low, supply pump defective
Fuel oil filter clogged
Injection pump plunger sticking, spring broken
Pressure valve in the injection pump not tight
Control rod, sleeve or pump element sticking
Starting-air pipe at entry into cylinder head becoming hot
Cylinder head
Starting air valve not tight
Safety valve in the cylinder head blowing off
Engine
Engine or some of the cylinders
severely overloaded
Cylinder head
Safety valve, spring broken
Injection time adjustment
Injection timing too early (only engines having
automatic injection time adjustment)
057.xx
27
2.4, 200.xx, 14
120.xx
(32/40),
202.xx
(40/45 …
58/64)
Table 3. Faults and their causes/trouble shooting - Part 3 -"Other problems"
B1 - Page 268 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 283)
Emergency operation
with one cylinder failing
Emergency operation with
one or two cylinders failing
3.6.2
Even if the engine is operated with adequate care, serious faults
can occur:
•
On the injection system or injection pump drive,
•
On the inlet or exhaust valves or the gear of these,
•
On the cylinder head, or
•
On the connecting rod, piston or cylinder liner
That cannot be completely excluded. If such a fault occurs, the engine
has to be stopped and the damage has to be remedied. If this is not
possible, the possibilities of emergency operation are to be checked and
the necessary provisions are to be made, if any. The engine can then be
further operated under certain conditions, and at reduced output in most
cases. If for some important reason the engine cannot be stopped, it
should at least be attempted to take all appropriate measures for avoiding
consequential damage.
Dual-fuel engines are to be operated on diesel oil.
Table 1 lists such emergency cases, the relevant conditions and counter
measures. The texts following after the table describe the exemplary
cases of emergency in more details and give supplementary hints.
REVISION 2 / B1 - Page 269
(FOR REPRODUCTION PURPOSES ONLY 284)
Operation possible / not possible
Engine Mounting
Conditions /
Measures,
Dangers
Resilient
Legend
Fault
Rigid
A = Single-input plant
B = Twin-engine or
multi-engine plate
Case 1
Injection pump switched
off

Inclined
Conical
A
A
B
1, 5-7, 9

×
× = Operation not
Fairbanks Morse
Engine
1, 5-7, 9, 13
 1)
possible
 = Consult with
Case 2
Rocker arms and push
rods dismantled, injection
pump switched off
1, 2, 5-7, 9

1, 5-7, 9, 13
 1)
1)
 1)
1-10, 13
 1)
×
12
11

 1)
11
 1)
×
×
Operation of resiliently mounted Diesel generator sets is not possible under these conditions.
Table 1. Emergency operation with one or two cylinders failing
B1 - Page 270 / REVISION 2
12
1-3, 5-10

×
Case 4
Two pistons and
connecting rods
dismantled
12
1, 2, 5-7, 9

×
Case 3
Piston and connecting
rod dismantled
Code Number
1, 5-7, 9
 = Operation
possible
B
12
(FOR REPRODUCTION PURPOSES ONLY 285)
Explanations – Type of fault
Case 1
Case 2
Operating faults which necessitate the switching off of the injection
pump (fuel admission = zero) but permit operation of the cylinder/piston
involved against the normal compression resistance (the compression),
such as
•
Fault in the injection system due to a defective nozzle,
•
Fault on the cylinder head due to a defective valve, due to gas leaking
2)
at the cylinder head, due to a broken cylinder head bolt .
Operating faults which necessitate the removing of rocker arms and push
rods and the switching off of the injection pump (fuel admission = zero)
but permit operation of the respective cylinder/piston to be continued
against compression (valves closed), such as
•
fault in the valve timing gear,
fault on the cylinder head due to gas leaking on the sealing rings,
due to max. two broken cylinder head bolts'.
•
 Important! Cases 1 and 2 are less problematic from the
vibrations point of view than case 3 is, because the running
gear components remain in place.
In case of operating faults, which do not permit operation of the piston
against compression, case 3 should be attempted, or the engine should
be shut down.
Case 3
Operating faults making the removal of a complete running gear
(piston, connecting rod, push rods) necessary.
 Important! Cases 1 ... 3 are made allowance for in the torsional
vibration calculation. Limitations in operation, which may
become necessary, are given as barred ranges on warning
plates attached to the operating equipment.
Case 4
2)
Operating faults making the removal of two complete running gears
(piston, connecting rod, push rods) necessary
Operation of the 32/40 engine with two cylinder head bolts broken is not permitted.
Conditions/measures - What is to be done?
Code number
1
2
3)
Conditions/measures/dangers
Switch off the injection pump as described in work card 200.xx
(see working instructions / Volume B2).
•
Remove the rocker arm as described in work card 111.xx
(see working instructions / Volume B2).
•
Remove both push rods as described in work card 112.xx (see working
instructions / Volume B2), swing up the cam follower and secure it in
this position using a wire rope and clamping screw from the basic
3)
tools stock . Plug the lube oil bores.
• Plug the oil pipe for rocker arm lubrication.
Cams and rollers must have no contact as the camshaft is turning.
REVISION 2 / B1 - Page 271
(FOR REPRODUCTION PURPOSES ONLY 286)
Code number
3
Conditions/measures/dangers
•
Remove the piston and connecting rod.
•
Plug the lube oil bores in the crank pin as described in work card 020.xx
(see working instructions / Volume B2).
•
Plug the starting air pipe leading to the silenced cylinder.
4
For adequate balancing of the rotating mass moments, remove a
balance weight at the throw of the defective cylinder as described in work
card 020.xx (see working instructions / Volume B2).
5
Reduce the engine output (and speed) in accordance with the
instruction plate attached to the control console. Theoretically available
output and/or speed in accordance with the conditions, which have been
explained in the following
6
Observe the operating data. The exhaust gas temperatures and
turbocharger speeds must not exceed the admissible limits.
7
Take note of the danger of turbocharger "surging".
8
Due to one piston being removed, problems in engine starting may
occur at certain crankshaft positions
9
Permanently observe the engine. As a matter of precaution, engine
operation/maneuvering should be performed from the engine room. Limit
operation to emergency cases/a limited period of time
10
Mass balancing upset. Critical vibrations may occur on the engine or
in the ship's hull (natural hull frequencies) also outside the speed ranges,
which have been barred as a result of the torsional vibration calculation.
Such ranges should be avoided/passed quickly. The engine output is
to be reduced to 50%.
11
Mass balancing severely upset. Engine operation only permitted on
consultation with Fairbanks Morse Engine.
12
Mass balancing upset. Vibrations/movements that occur on the
engine cannot be controlled by the elements of the resilient mounting
system.
13
Block the resilient mounting by means of the device provided, as described
in work card 012.xx (see working instructions / Volume B2). This
blocking device is included in the tools set in case of single-engine
plants. It can also be obtained later on. Consultation with Fairbanks
Morse Engine is requested because of the work, which is to be done
prior to its use.
B1 - Page 272 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 287)
Reduction of output and speed
To avoid that the unaffected/remaining cylinders are overloaded, the
engine output, and possibly also the engine speed, have to be reduced.
The following theoretical conditions apply:
Controllable-pitch propeller
or generator drive
(η = const)
Maximum admissible output
Pmax = P N • Z - 1
Z
Fixed-pitch propeller
Maximum admissible speed
ηmax= nN
√
z-1 •
Z
With
P N Rated output
ηN Rated speed
Z Number of cylinders
The value for radicand can be looked up in Table 2.
Z
z-1
√ z
5
6
7
8
9
10
12
14
16
18
0.89
0.91
0.93
0.94
0.94
0.95
0.96
0.96
0.97
0.97
Table 2. Factors to determine the speed reduction required when a cylinder fails
As a matter of basic principle, the maximum admissible exhaust gas
temperature must not be exceeded, and the turbocharger must not be
"surging".
Instructions concerning vibrations
Barred ranges/Torsional
vibrations
Switching off the injection pump on one cylinder may result in critical
speeds requiring further restrictions of the operating speed range.
The barred ranges to be observed under these abnormal operating
conditions are given on the instruction plates.
If it should be necessary to remove the running gear components of
the cylinder affected (case 3), the engine output has to be reduced to
50%. Moreover, the mass balance is seriously upset. Free mass.
forces and moments may occur, which in turn may result in
anomalous vibrations on the engine or in the ship's hull. In this case,
further speed ranges have to be barred as required.
Removal of a balance weight to compensate the rotating mass
portion of the removed connecting rod will restore the upset mass
balance to some extent only.
Should it become necessary to suppress the ignition of more than
one cylinder, make sure to consult Fairbanks Morse Engine.
REVISION 2 / B1 - Page 273
(FOR REPRODUCTION PURPOSES ONLY 288)
THIS PAGE INTENTIONALLY LEFT BLANK.
B1 - Page 274 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 289)
Emergency operation on failure
of one turbocharger
3.6.3
Preliminary remarks
Turbochargers are turbo machines subjected to high stresses, which must
reliably ensure the entire gas renewal performance of the engine at
very high speeds and relatively high temperatures and pressures. Like the
engine, the turbocharger can also suffer disturbances, despite careful
system operation, and emergency operation is also possible in most
cases unless the damage can be repaired immediately.
Means available
The following means are available for emergency operation of the engine
with the turbochargers defective:
NR turbochargers (R series and S series)
•
End cover to close the turbine rear side with the rotor and bearing
housing removed (cartridge)
NA turbochargers (S series)
•
Arresting key to block the rotor from the compressor side (the suction
cross-sectional opening remains unclosed) - such a key is also
available for NR 34/S,
•
End cover to close the compressor and turbine rear side with the rotor
dismantled.
All of these elements are so designed that the flow is not obstructed on
the airside and exhaust side of the turbocharger.
Means for use on the engine
Emergency operation with one
or both turbochargers failing
•
Cover piece (protection grid) for the far end of the turbocharger
charge-air pipe (remove the charge-air bypass pipe before if required).
This cover piece serves to facilitate suction.
•
Blind flange for the exhaust gas pipe at the end opposite the
turbocharger (if there is a charge-air bypass). The blind flange serves
to lock the exhaust pipe during suction, with the bypass removed.
•
In the case of V-type engines, depending on the layout of
charge-air and exhaust pipes on the engine, blind flanges for the chargeair pipe socket and exhaust pipe socket (charge air side: downstream of
the compressor, exhaust gas side: upstream of the turbine). These
blind flanges serve to prevent wrong switching/backflow/leakage in
emergency operation.
The following possibilities exist if the rotor of the turbocharger can no
longer rotate freely, or must be prevented from rotating. Please refer to
Table 1.
REVISION 2 / B1 - Page 275
(FOR REPRODUCTION PURPOSES ONLY 290)
Emergency measures
Supplementary
measures/provisions
Code number
Engine stop not permitted for compulsory reasons
Nothing is changed on the turbocharger
Engine may be stopped (temporarily)
NR turbocharger
• Dismantle the rotor and bearing housing (cartridge), mount the end cover
on the rear of the turbine (see turbocharger operating manual and relevant
work cards). Gas renewal of the engine is through the partly stripped
turbocharger on the airside and exhaust side.
1-3
1-7
This possibility exists in case of failure of
1 turbocharger
In-line engine
V-type engine
2 turbochargers
V-type engine
NA turbocharger
• Measure A
Block the rotor from the compressor side using the arresting key (suction
opening remains open). Subsequently re-assemble intake air silencer or
intake casing. Please refer to turbocharger operating manual and work
card 500.05. Take measure A only if measure B cannot be taken for
reasons of time. Consequential damage possible.
• Measure B
Dismantle the rotor with bearings, block the bearing casing by mounting
end covers on the compressor and turbine sides. Reassemble the
silencer/intake casing and the turbine inlet casing, if applicable. Please
refer to the turbocharger operating manual and work card 500.05.
1-4,7
(5-7 depending on
situation and required)
1-7
Possibilities in case of failure of
1 turbocharger
In-line engine
V-type engine
V -type engine
2 turbochargers
Table 1. Emergency operation with one or both turbochargers failing (continued from preceding page)
Explanations
Code number
Supplementary measures/provisions
1
Reduce the engine output. The maximum exhaust gas temperatures
downstream of the cylinders and upstream of the turbocharger and (on engines
equipped with two turbochargers) the maximum admissible turbocharger speed
must not be exceeded. Observe the exhaust gas for discoloration.
2
Use all the endeavors that appear appropriate to reduce consequential
damage.
3
With the rotor arrested or dismantled, cut off the lube oil supply to avoid fouling
and fire hazards.
4
The engine has to be operated in the naturally aspirated mode, (if equipped with
two turbochargers) with reduced super-charging.
5
In-line engines
Cover pieces (protection girds) have to be mounted on the charge-air pipe. On
engines equipped with a charge-air bypass, it is also necessary to mount the
blind flange at the exhaust gas side connection.
B1 - Page 276 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 291)
6
V-type engines
On V-type engines having a common charge-air pipe, a blind flange is to be
mounted on the compressor outlet of the defective turbocharger so as to avoid
air losses.
7
V-Type engines
Separate the exhaust gas inlet side of the defective turbocharger from the gas
flow of the second turbocharger by fitting a blind flange.
1 turbocharger failing
In-line engine
V-type
engine
Fixed-pitch propeller
15%
up to
50%
Controllable-pitch
propeller/generator service
of the rated output at the
corresponding speed
20%
up to
50%
of the rated output at the rated speed
Table 2. Emergency operation with one or both turbochargers failing - outputs/ speeds that can be reached
REVISION 2 / B1 - Page 277
(FOR REPRODUCTION PURPOSES ONLY 292)
THIS PAGE INTENTIONALLY LEFT BLANK.
B1 - Page 278 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 293)
Failure of the electrical mains supply
(Black out)
3.6.4
The term "black out" designates the sudden failure of the electrical mains
supply. As a result, the cooling water, lube oil and fuel oil supply pumps
will fail, too, unless they are driven by the engine proper. However,
other vital supply equipment and measuring, control and regulating
units are affected, too.
If black out occurs at high engine output, the cooling water, which now is
no longer circulating, is heated by engine components that are subject to high
thermal loading, and steam bubbles may form locally. Therefore, be careful
with venting and discharge pipes!
Stop the engine immediately
 Attention! No matter whether automatically controlled or
manually operated engines are concerned, it must be ensured
that the engine is stopped immediately on black out.
This applies to all cases, where the pumps cannot start operation
again within a few seconds, which is possible if a spare unit automatically
takes over the electric power supply. This emergency stop process can,
in the case of marine main engines, be cancelled for a limited period of
time, at the worst, according to the requirement "ship takes precedence
over engine". On engines with disengaging coupling, the engines are to be
disconnected. On ships equipped with a controllable-pitch propeller,
the pitch is to be set to zero immediately in order to prevent propeller
reverse power. These processes must automatically be triggered in case
of decreasing lube oil pressure.
Emergency lubrication
equipment
The oil supply of engines equipped with a directly connected, enginedriven lube oil pump (and an electrically driven stand-by pump) is
maintained by this pump on black out.
Marine engines, which are equipped with two electrically driven lube oil
pumps, involving the potential risk that the engine is operated on reverse
power while the ship is gradually run down, are to be equipped with
an emergency lubrication oil tank. From this elevated tank, the oil supply
is to be ensured (temporarily) during this phase.
Stationary engines equipped with two electrically driven pumps are set
to "Zero" admission on black out. Emergency lubrication of the engine
during the relatively short (1 ... 3 minutes) coasting without load is
dispensed with as a rule.
The turbocharger(s) is/are supplied with oil for some time during the rundown period from an attached oil tank on rigidly mounted engines, or
from a separate oil tank is case of resiliently mounted engines,
irrespective of the lube oil system layout.
Automatically operated
systems
After the normal supply of electrical power has been restored, the pumps
and ventilators have to be started automatically and in the order as
stated:
1. Lube oil pump and fuel oil supply pump,
2. Cooling water pump,
REVISION 2 / B1 - Page 279
(FOR REPRODUCTION PURPOSES ONLY 294)
3. Engine room ventilation system,
4. Seawater pump.
 Attention! Under no circumstances must the engine be
allowed to start up automatically after black out.
The blocked fuel supply pumps are reset as soon as the cooling water
pump and the lube oil pump have started. The control lever of the
automatic control system is to be set to STOP and only then is the
engine allowed to be restarted and load to be applied gradually in
accordance with the automatic acceleration program.
Manually operated engine
plants
Black-out test
Putting into operation of the
engine after blackout
Manually operated engines have to be immediately stopped after black
out so as to avoid severe damage as a result of lubrication failure or
thermal overloading. After the electrical power supply has been restored,
proceed as in the case of automatic operation. It is essential in this case;
too, that the engine is restarted and load is applied gradually.
In the course of engine commissioning, black out is frequently caused on
purpose to test the behavior of the engine and the reaction of the shutdown
device. In order not to overstrain the engine, this testing is only allowed to
be made at an engine speed below approximately 50% and/or an output
below approximately 15%.
Depending on the load at which the engine was being operated prior to
the sudden shut-down, the cooling water which then is no longer
circulating s heated to high temperatures by the hot engine components,
possibly leading to the accumulation of steam in the cooling spaces of the
cylinder head.
Preferably, engine restarting should therefore be postponed until the engine
has cooled down. Since this will be possible in exceptional cases only,
proceed with the restarting as follows, so as to preclude damage by
thermal shocks:
1. Interrupt recooling by bypassing the freshwater cooler.
2. Temporarily switch on the cooling water pump initially to ensure
that water at relatively low temperatures from the pipelines slowly
mixes with the hot water in the engine.
3. Switch on the cooling water and lube oil pumps.
4. Start the engine.
5. Switch the recooling system on again.
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Failure of the cylinder lubrication
Emergency operation with
cylinder lubrication failing
3.6.5
Supply of lube oil to the piston running surfaces, piston rings
and cylinder liners are ensured by splash oil in the crankcase and
by the additional cylinder lubrication. If the cylinder
lubrication system should fail in part or completely, engine
operation can be continued for a short period (app. 250 h).
The lubrication system should be repaired or replaced as soon
as possible.
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Failure of the speed control systems
3.6.6
Starting the engine in manual operation (with PGG-EG speed governor)
Starting condition
Failure of the remote control or the electronic governor.
1 Indication
3 Push-button
4 Operating
lever
Figure 1. Operating device, in case a PGG-EG speed governor is mounted
(for older models, the steps apply accordingly)
Steps
•
•
Switch the operating lever 4, Figure 1) to "Emergency operation with
mech. governor.
Turn the admission limitation knob (2, Figure 2) on the governor
to position 4 - 5.
•
Adjust the desired speed value to minimum by means of the
turning knob (to the stop, counterclockwise).
•
Check whether all systems are working (oil, cooling water, lube
oil) and whether the indication (1, Figure 1) is glowing/not glowing.
•
Depress the push-button (3) "Starting" until the engine ignites.
•
Set the admission limitation to the desired value (normally "Full")
by means of the admission limitation knob (2, Figure 1).
•
Adjust the desired speed value on the turning knob (5).
In case of twin-engine plants, which drive a shaft, only one engine is run
in manual operation.
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 Attention! Observe the remarks in Sections 3.4 to 3.7, Engine
operation!
To ensure a reliable interaction of the engine with the
subordinate system components (coupling and propeller or
generator), the corresponding remarks in the operating
instruction manuals of the respective manufacturers are to be
observed during manual operation.
 Important! It is recommended to start the engine in manual
operation at regular intervals.
2 Admission limitation
knob
5 Turning knob
Figure 2. PGG-EG speed governor (example: L 58/64)
Mechanic-hydraulic speed governor
In case of a total failure of the mechanic-hydraulic speed governor, e.g.
due to breakage of the speed governors drive shaft, the engine is
stopped.
 Attention! Starting the engine is only possible after the
governor has been repaired.
B1 - Page 284 / REVISION 2
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Electronic-hydraulic speed control system
In case the electronic speed governor fails, caused
•
By internal faults or
•
By a failure of the voltage supply,
The governor output signaling to the actuator drops to zero. One
differentiates two cases:
•
Increasing current signal (direct acting) for higher admission,
•
Dropping current signal (reverse acting) for higher admission.
Direct Acting
In case of an increasing signal, admission is set to "Zero". The engine
is stopped.
 Attention! The engine may only be restarted electronically after
the defect has been eliminated.
A further operation using the mechanic governor is possible after
switching over to "Emergency operation with mech. governor"
Reverse Acting
If the signal is dropped, admission is set to "Full". The speed increases.
After a certain speed is reached, the mechanic-hydraulic speed
governor takes charge of the speed control.
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Behavior in case operating values
are exceeded / alarms are released
3.6.7
General remarks
Operating values/limit values
Alarms, reduction and
stop signals
Operating values, e.g. temperatures, pressures, flow resistances and all
other safety-relevant values/characteristics, must be kept within the
range of nominal values. Limit values must not be exceeded. Binding
reference values are contained in the test run and commissioning
records (in Volume B5) and in the "List of measuring and control
devices" (in Volume D).
Depending on the extent to which values are exceeded and on the
Potential risks, alarms, reduction or stop signals are released for the more
important operating values. This is affected by means of the alarm
system and the safety controls. Reduction signals cause a reduction of
the engine output on vessel plants. This is affected by reducing the pitch
of controllable-pitch propeller plants. Stop signals cause an engine stop.
Behavior in emergency cases –
technical possibilities
Acoustic or visual warnings can be acknowledged. The displays
remain active until the malfunction is eliminated. Reduction or stop
signals can, in the case of vessel plants, be suppressed by means of
the override function of the valuation "ship takes precedence over
engine". For stationary plants, this possibility is not provided.
Fixing alarm and limit values
For fixing the alarm and the safety-relevant limit values, the
requirements of the classification societies and the own assessment
are decisive.
Examples
Stop criteria are, e.g., overspeed, too low lube oil pressure and too high
temperatures of the main bearing. In case the oil mist detector reacts, a
stop is usually affected as well. The occurrence of too high cooling water
temperatures causes a reduction in output of vessel plants.
Legal situation
Alarm, reduction and safety signals serve the purpose of warning against
dangers or of avoiding them. Their causes are to be traced with the
necessary care. The sources of malfunctions are to be eliminated
consistently. They must not be ignored or suppressed, except on
instructions from the management or in cases of a more severe danger.
 Caution! Ignoring or suppressing of alarms, the cancellation
of reduction and stop signals is highly dangerous, both for
persons and for the technical equipment.
Liability claims for damages due to exceeded nominal values and
suppressed or ignored alarm and safety signals respectively, can in no
case be accepted.
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Procedures on
triggering of oil mist alarm
3.6.8
What should be done?
Oil mist
Danger to people and
property!
Turn off the engine
Immediately!
The oil mist concentration in the crankcase is monitored by an oil mist
detector. It increases in cases of damage to bearings and piston
seizures and in the case of blow-through from the combustion
chamber. In these cases, an alarm is triggered and the red alarm LED
starts to flash on the oil mist detector.
 Danger! When the oil mist concentration is too high,
there is acute danger to people and property. An
explosion in the crankcase may occur, and the engine,
crankshaft and running gear components may be
seriously damaged.
 Warning! When the oil mist concentration is too high, the
engine is switched off by the safety controls. if this does
not occur or if this is not planned, then the engine must be
switched off manually. This must be done within a matter of
seconds.
If the oil mist detectors are not functioning correctly, the engine- is not
monitored. Damage which starts to occur cannot be recognized or only
recognized too late.
Tests after an oil mist alarm/engine stop
Checking the oil mist detector
After an oil mist detector alarm occurs, the function of the oil mist
detector must be tested according to the manufacturers operating
instructions. The engine must not be restarted for testing.
The measuring cell should be checked for traces of water as part of these
tests, as water vapor can trigger a false alarm. The measuring cell
should be cleaned if traces of water are detected. The engine should
then be blown through with compressed air, checking at the same time
that the running gear turns easily. If water can be eliminated as the
cause of the alarm, the following checks are to be performed:
Internal check of running gear
After a wait of 10 minutes - required because of possible dangers of
explosion on the entry of air (see safety regulations) - all crankcase
covers are to be removed. The subsequent checks include:
•
Measuring of all bearing temperatures,
•
A visual examination of the running gear components and oil sump
for chips, discoloration or material deposits and
•
A visual examination of all piston skirts and cylinder liners. Piston skirts
made of aluminum alloys suffer damage due to friction at an early
stage already. Grey cast iron skirts are less easily damaged.
REVISION 2 / B1 - Page 289
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External checks of
running gear
Checking the
combustion chambers
The camshaft cover should then be opened and the following checks
performed:
•
Measuring the temperature of all camshaft bearings, including the
external bearing,
•
A visual examination of the camshaft(s), the injection pump
motors, the cam followers and rollers for wear/seizure.
For this purpose, the cylinder head covers are to be opened and the
combustion chambers, particularly the running surfaces of the
cylinder liners, are to be checked:
•
Either by employing an endoscope after first removing the injection
valves or
•
By inspecting the surfaces with a mirror after removing one intake
and exhaust valve cage each (if present).
If no damage is ascertained during these checks, then extend the search
for damage to those points of the fault list, which have not yet been
checked. If needs be, get in touch with the nearest service base.
 Important! The engine must not be restarted until freedom
from damage has been established or original faults have
been removed.
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Procedures in case
a splash-oil alarm is triggered
3.6.8
General
Monitoring of the running gear
temperature
Risk of personal injury and
damage to property!
The temperatures of the running gear in the crankcase are transmitted
to the surrounding lubricating oil. Big-end bearing damage, piston
seizures and blow-bys from the combustion chamber cause a change in
lube oil temperature. For the splash-oil monitoring system, part of the
splash oil from each crank pin is collected. The temperature of the
splash oil from each individual crank pin is monitored and compared
with that of the other pins. In case a defined maximum temperature is
exceeded or if the difference between the temperatures of the individual
running gears is too large, an alarm is first triggered and, if necessary,
the engine is then shut off automatically.
▲▲▲ Danger! Bearing damage, piston seizures and blow-bys
promote the formation of oil mist, which includes an acute risk of
personal injuries and damage to property. An explosion may occur
in the crankcase, and engine, crankshaft, as well as running-gear
components may suffer severe damage.
If the splash-oil monitoring system does not work properly, the
engine is not monitored. In this case, incipient damage cannot be
recognized, at least not in time.
Checks to be carried out after a splash-oil alarm/an engine stop
Checking the alarms
After an alarm occurred, the splash-oil temperatures are to be observed
further. Should the temperature which caused the alarm to be triggered
not decrease to the normal value again after a short while, the engine is
to be stopped, and the running gear concerned is to be checked.
Checking the turning gear
Following an automatic engine stop, the running gear must be checked.
After waiting for 10 minutes - which is required because of the possible
explosion hazard on entry of air (see the safety regulations) - all
crankcase covers are to be removed. The further checks include the
following:
•
Measuring all bearing temperatures,
•
Visual inspection of the running gear components as well as the oil
sump for chips, discoloration and warping of material,
•
Visual inspection of all piston skirts and cylinder liners. Pistons
from aluminum alloy suffer contact damage already at an early
REVISION 2 / B1 - Page 291
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If no damage is ascertained, the search for damage is to be extended to
those items of the trouble-shooting list which have not been checked so
far. If necessary, the nearest service base should be contacted.
 Important! The engine may only be restarted after it has
been established that no damage occurred or after the damage
causing the alarm has been eliminated.
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Procedures on triggering
of Slow-Turn-Failure
3.6.9
General remarks
Engines, which are equipped with "slow turn", are automatically
turned prior to engine start, with the turning procedure being
monitored by the engine control. If the engine does not reach the expected
number of crankshaft revolutions within the specified period of time or in
case the slow-turn time is shorter than the minimum slow-turn time, an
error mess-age is issued.
A corresponding error message mostly indicates that liquid has
accumulated in the combustion chamber. If the slow-turn procedure is
completed successfully, the engine is automatically started.
Be h a vio r a fter a s low-tu rn failure
Slow turn parameter
During the slow-turn procedure, the engine is automatically turned prior to
the actual engine start, applying a reduced air pressure. In this
connection, 2.5 crankshaft revolutions are to be reached during a
specified period of time. If these are reached during a period of less than
15 seconds or if the time required exceeds 40 seconds, the engine control
triggers a slow-turn failure.
Slow-turn Parameter
Value
Revolution counter
2.5 revolutions
Slow-turn monitoring Limiting value Tmax
40 sec
Slow-turn monitoring Limiting value Tmin
15 sec
Engine standstill timer
4 hrs
Table 1. Slow-turn parameter for engine control
Elimination of failure
Unhindered turning of the engine is mostly impeded by liquid, which has
penetrated into the combustion chamber. This may be fuel, cooling
water or lubricating oil. In this case, the engine is to be turned by a
complete crankshaft rotation by means of the turning gear, with the
indicator cocks opened.
In this connection, the following procedure is to be followed:
•
Engage turning gear
•
Open indicator cocks
•
Turn engine by one complete crankshaft rotation
•
Check for any fluid issuing at the indicator cock.
o If no fluid issues at indicator cock,
•
Close indicator cocks
•
Disengage turning gear
•
Press button "Confirmation engine turned"
REVISION 2 / B1 - Page 293
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•
Start engine.
o If fluid issues at indicator cock:
o Determine the cause for the presence of fluid in the combustion
chamber, and eliminate it.

Attention! Purging of the respective cylinder is not permissible in
this connection! If the above-mentioned steps are not carried out,
another starting attempt will again result in a slow-turn failure!
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Engine operation IV –
Engine shut-down
3.7
3.1
Prerequisites
3.2
Safety Regulations
3.3
Operating Media
3.4
Engine operation I – Starting the engine
3.5
Engine operation II – Control the operating data
3.6
Engine operation III – Operating faults
3.7
Engine operation IV – Engine shut-down
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Shut down/Preserve the engine
3.7.1
If an engine is to be shut down for more than 1 week it has to be
turned once a week for approximately 10 minutes. For this purpose, the
lube oil pumps for the lubrication of the running gear and the cylinder
have to be commissioned (oil temperature approximately 40°C).
For longer periods of engine shut down (e.g. when the engine is put in
stock) it must be emptied, cleaned and preserved. The relevant information
is given in work card 000.14 “Corrosion inhibitors/preservation of Diesel
engines.” The necessary preliminaries, preservation proper and the
appropriate preservation agents are described.
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Maintenance/Repair
4
1 Introduction
2 Technical details
3 Operation/Operating media
4 Maintenance/Repair
5 Annex
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Table of Contents
4
Maintenance/Repair
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
General remarks
Maintenance Schedule (explanations)
Tools/Special tools
Spare Parts
Replacement of components by the New-for-old Principle
Special services/Repair work
Maintenance Schedule (signs/symbols)
Maintenance Schedule (Systems)
Maintenance Schedule (Engine - MDO/MGO Operation)
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General remarks
Purpose of maintenance work/
Prerequisites
4.1
Similarly to regular checks, maintenance work belongs to the user's
duties. Both serve the purpose of maintaining the reliable and safe
serviceability of the system. Maintenance work should be done by
qualified personnel and at the times defined by the maintenance
schedule
Maintenance work is of support to the engine operators in their
endeavors to recognize future failures at an early stage. It provides useful
notes on overhaul or repair becoming due, and is of influence on the
planning of downtimes.
Maintenance and repair work can only be carried out properly if the
necessary spare parts are available. It is advisable besides these spare
parts to keep an inventory of parts in reserve for unforeseen failures.
Please request Fairbanks Morse Engine to submit a quotation
whenever required.
Maintenance schedule/maintenance
intervals/Personnel and time
required contains:
The jobs to be done are shown in the maintenance schedule, which
•
A brief description of the job,
•
The intervals of repetition,
•
The personnel and time required, and it makes reference to
•
The corresponding work cards/instructions.
021.xx
2
6
124
Replace all bearing shells
Bearing
132
Vibration damper of
crankshaft – check sleeve
springs
027.01
2
30
Engine
X
133
Vibration damper of
camshaft – check sleeve
springs
027.02
101.xx
2
6
Unit
4
Torsional vibration damper
142
000.11
030.xx
123
2
4
Bearing
143
Replace all bearing shells
030.xx
124
2
4
Bearing
152
Remove, clean and check
one piston. Measure piston
rings and ring grooves.
Check pressure for
loosening bolts on
connecting rod shank.
Piston / Piston pin
X
X
034
3
2
36000
030
Remove and check one
bearing shell. If bearing
shell cannot be used
again, check all bearings,
including main bearing.
Check pressure for
loosening bearing bolts.
156
172
X
027
Connection rod / Big end beating
034.01
034.02
034.xx
30000
24000
12000
6000
3000
1500
PER
500

250

150
1,
2,
3
24
Maintenance Schedule (Engine)
Cyl.
X
Table 1. Maintenance schedule/sample
REVISION 2 / B1 - Page 303
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Work cards in Volume B2
and C2 respectively
The work cards, comprised in Parts B2 and C2 of the technical
documentation, contain brief descriptions of
• The purpose of jobs to be done.
They contain
•
Information on the tools/appliances required, and
Detailed descriptions and drawings of the operating sequences and
steps required.
Volume C1 contains the maintenance schedule of the turbochargers.
•
Maintenance schedule of turbocharger
Figure 1. Work Card - example
B1 - Page 304 / REVISION 2
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Maintenance Schedule (explanations)
4.2
Preliminary remarks
Maintenance schedules:
Systems
4.7.1
Engine
4.7.2
Turbocharger
4.7.3
The maintenance schedule of the engine comprises work to be done on
components of periphery systems and components / subassemblies of
the engine itself (refer to Section 4.7). The maintenance schedule for the
turbocharger is part of Volume C1 of the Technical Documentation.
Binding character and adaptabilities
Validity of the maintenance
schedule
The maintenance schedules 4.7.1 and 4.7.2 are valid together. They
comprise jobs to be done in regular intervals up to 36,000 operating hours.
After 30,000 or 36,000 operating hours an inspection of the main
components is to be carried out. During this process the cylinder head
and valves, the cylinder liner and pistons as well as the running gear and
bearings, in particular, should be checked for wear and replaced if
necessary. It is recommended to entrust one of our service bases with this
comprehensive task.
Adoption of the maintenance
schedule
The maintenance schedule has been drawn up for standard operating
conditions. After a critical evaluation of the operating values and conditions,
shorter intervals may become necessary provided external operating
conditions, as timetable/timetable of ships/inspection time for plants
allow it. In case of favorable operating values and conditions longer
intervals may become necessary.
Favorable operating conditions are:
• Constant load within the range of 60% to 90% nominal load,
•
Observing the specified temperatures and pressures of the
operating media,
•
Using the specified lube oil and fuel quality,
•
As well as a proper separation of the fuel and lube oil.
Adverse operating conditions are:
•
Long-term operation at maximum or minimum load; prolonged idling
times; frequent, drastic load changes,
•
Frequent engine starting and repeated warming-up phases
without adequate preheating,
•
Higher loading of the engine before the specified cooling water and
lube oil temperatures are reached,
•
Lube oil, cooling water and charge air temperatures that are too low,
•
Using inappropriate fuel qualities and insufficient separation,
•
Inadequate combustion air filtering (e.g. on stationary engines).
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Tools/Special tools
4.3
Preliminary remarks
Standard tools
The following comprehensive standard set of tools are available for
the engine:
•
Basic tools,
•
Hydraulic tensioning tools, and
•
Special tools.
This set of tools permits normal maintenance work to be carried out. A
list specifying the extent and designations of these tools is contained in
Volume B6 of the technical documentation. The tools set intended for the
turbocharger(s) is contained in one case, and a table of contents is also
included.
Tools are also available
•
For jobs that are generally more difficult to perform or that are only
seldom necessary,
•
Which facilitate the work, or
•
Which help to overcome plant-specific obstructions.
Tools on customers request
Such tools are supplied on request. Fairbanks Morse Engine will
gladly submit an offer, if desired. The table below shows which tools are
available to supplement the standard set of tools for the engine.
Special tools
Certain jobs, which are rather repair jobs than maintenance jobs,
require special expert knowledge, experience and supplementary
equipment/accessories. Further special tools are made available to
our service bases, and possibly also our authorized workshops, for
such purposes. We therefore recommend that you consult these
partners, or entrust them to do jobs for you whenever your own
capacities in terms of time, qualification or personnel are inadequate.
Tools supplied on customer’s request
Tools
Explanation
Device for removing/fitting the
main bearing cap
For maintenance work such as checking the main bearing or
replacing main bearing shells, the main bearing cap has only to be
lowered; it need not be removed. Removal of the main bearing cap is
only necessary in special cases. This tool is provided for this
purpose.
Device for removing/fitting the
torsional vibration damper
(on the crankshaft)
Maintenance jobs such as the checking of spring assemblies can be
done without the complete vibration damper having to be disassembled.
Removal of the torsional vibration damper is only necessary in special
cases. This tool is provided for this purpose.
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Tools
Explanation
Pneumatic honing tool for the
cylinder liner
Cylinder liners require rehoning when piston rings are replaced or when
the roughness of the running surface has become insufficient. This job
can be contracted to a service base or done by the user himself using the
honing tool.
Tool for regrinding the sealing
groove in the top land ring/in
the cylinder head
Regrinding of the sealing groove in the top land ring or the cylinder groove
in the top land ring/in head becomes necessary when the sealing ring is
no longer able to provide adequate compensation for
deformation/material losses.
Tool for milling the exhaust
valve seats in the cylinder
head
Rough or damaged seats can be remachined by hand using this tool with
a wheel-type milling cutter. For checking the required residual gap, a dial
gauge (standard tool) is available
Suspension device for
removing/fitting the camshaft
covering (for Vee-type engines
only)
For maintenance work on the camshaft, only the cover on the camshaft
covering has to be taken off. Dismantling the camshaft covering is only
necessary in special cases (removal of the camshaft). This tool is
provided for this purpose.
Electric valve cone grinder
Similarly to valve seats, valve cones showing minimum deficiencies can
be corrected by hand using grinding paste. Where no satisfactory result
can be achieved by this method, mechanical re-machining is necessary.
See Figure 1.
Figure 1. Hunger valve cone grinder
Tool for grinding the seats on
valve cage shroud
A grinding ring is supplied to allow manual regrinding of the seats on the
valve cage shroud. Adhesive grinding discs provide an effective way of
reworking the seats.
Device for
removing/installing fuel
injection pump with attached
charge air pipe segment
For removing/installing the fuel injection pump, the charge air pipe segment
has to be dismantled beforehand if the standard tool is used. In case the
tool, which is mentioned on the left, is employed, dismantling the charge
air pipe segment is not required.
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Tools
Explanation
Device for pulling the drive
gear directly driven lube oil or
cooling water pumps
Pumps driven by the Diesel engine directly require no regular of
maintenance. If it becomes necessary to disassemble a pump, the drive
gear has to be pulled. This tool is provided for this purpose.
Baewert indicator system to
measure and evaluate ignition
and injection pressures
The accurate measuring and evaluating of ignition (and injection)
pressures using the Baewert indicator system which consists of a quartz
crystal sensor and an instrument for evaluation furnishes useful
information on the condition of the engine and potential areas for
improvement. See Figure 2. A serial interface and a PC program
permit computer-aided evaluation. For devices from other
manufacturers, see Section 3.5.2.
Figure 2. Baewert indicator system
Maihak indicator for recording
the cylinder pressures
A "classical" accessory for recording the engine's compression and ignition
pressures. See Figure 3.
Figure 3. Maihak indicator
REVISION 2 / B1 - Page 309
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Tools for engine and systems accessories
Information on tools required for engine accessories such as, e.g., the oil
mist detector and for systems accessories such as filters, separators, fuel
and lube oil treating modules, water softening equipment, etc. can be
gathered from the documents contained in volumes El to E... of the
technical documentation.
B1 - Page 310 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 325)
Spare Parts
4.4
Because it is so important, we are repeating below a sentence which we
have used already:
 Tip! Maintenance and repair work can only be carried out
properly if the necessary spare parts are available.
The information given below provided to assist you in quickly and
reliably finding the correct information source in case of need.
Spare parts for engines and turbochargers
Spare parts for engines and turbochargers can be identified using the
spare parts catalogs in Volumes B3 and C3 or the technical
documentation. The illustration sheets enclosed are provided with item
numbers permit to identify the ordering number. See Figures 1 and 2.
Cylinder Liner
Figure 1. Spare parts catalog for engine components - illustration sheet
REVISION 2 / B1 - Page 311
(FOR REPRODUCTION PURPOSES ONLY 326)
Figure 2. Spare parts catalog for engine components – example text sheet
Spare parts for tools/ordering of tools (engine and turbocharger)
Complete tools can be ordered using the tools list in Volume B6 of
the technical documentation, or the index included in the tools case
for turbochargers. The ordering numbers are also given on the
respective work cards in Volumes B2 and C2. In this way, it is also
possible to order components of tools alone.
When ordering tools, the engine type, the engine works number and the
six-digit tool number which simultaneously serves as ordering number
should be indicated as usual. The first three digits of the tool number stand
for the subassembly for which the tool is used. Tools which are suited
for general use have a figure below 010 instead of the subassembly
group number. See Figure 3.
To avoid querying, please provide information 1, 2 and 5 as shown
on the following page:
Explanations
1
2
3, 4
5
B1 - Page 312 / REVISION 2
Piece number
Denomination
Subassembly group
Tool number = order number
(FOR REPRODUCTION PURPOSES ONLY 327)
Figure 3. Information required for ordering tools/parts of these.
Figure shows work card belonging to subassembly group 030
Spare parts for measuring, control and regulating systems, and for engine and systems
accessories
Information on spare parts
•
For measuring, control and regulating equipment such as temperature
sensors, relays, transducers (unless contained in the spare parts
catalogue of the engine),
•
For engine accessories such as oil mist detector, and
•
For system accessories such as filters, separators, water softening
equipment and the like
are contained in Volumes DI to D... and Volumes El to E...
REVISION 2 / B1 - Page 313
(FOR REPRODUCTION PURPOSES ONLY 328)
THIS PAGE INTENTIONALLY LEFT BLANK.
B1 - Page 314 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 329)
Replacement of components
by the new-for-old principle
4.5
Components of high value which have become defective or worn and the
reconditioning or repair of which requires special know-how or facilities can
be replaced by the "Reconditioned-for-old" principle. These include
•
Piston crowns,
•
Valve cages and valves,
Fuel injection nozzles and injection pumps,
•
•
•
•
Governors,
Compressed-air starters, and
Completely assembled rotors of turbochargers (cartridges).
Such components are available from stock as a rule. If not, they will be
reconditioned/repaired and returned to your address. If need arises,
please enquire a corresponding offer from Fairbanks Morse Engine or the
nearest Service Center.
REVISION 2 / B1 - Page 315
(FOR REPRODUCTION PURPOSES ONLY 330)
THIS PAGE INTENTIONALLY LEFT BLANK.
B1 - Page 316 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 331)
Special services/Repair work
4.6
No matter whether routine cases or really intricate problems are
concerned,
• Fairbanks Morse Engine,
is readily available to offer you a wide spectrum of services and expert
advice, ranging from spare parts supplies, consultation and assistance in
operating, maintenance and repair questions, ascertaining and
settling cases of damage through to the assignment of fitters and
engineers all over the world. Some of these services are doubtless the
standard offered by suppliers, shipyards, repair workshops or specialist
firms. Some of this whole range of services, however, can only be
rendered by someone who can rely on decades of experience in Diesel
engine systems. The latter are considered as a part of the expert
commitment towards the users of our engines and for our products.
REVISION 2 / B1 - Page 317
(FOR REPRODUCTION PURPOSES ONLY 332)
THIS PAGE INTENTIONALLY LEFT BLANK.
B1 - Page 318 / REVISION 2
Maintenance schedule and plan
(signs/symbols)
4.7
The Maintenance Schedule provides an easy method of determining upcoming maintenance to be
performed by an authorized Fairbanks Morse Engine service provider in an easy-to-read format.
The Maintenance Plan further details the maintenance tasks, including identification of required work
cards, relationship between work cards, required personnel, and more. The Maintenance Plan includes
work to be performed by ship’s force as well as work to be performed by an authorized Fairbanks Morse
Engine service provider.
Explanation of signs and symbols
The heading of the maintenance plan shows symbols instead of entries in two
languages. They have the following meaning:
1, 2, 3

Serial number of the maintenance work.
The series shows gaps for changes/up-dates which could
become necessary.
Brief description of the job
Related work cards.
The work cards listed contain detailed information on the work
steps required.
.xx These work cards comprise a group of work cards
A
No Work card required/available
B
C

X
See maintenance instructions of manufacturer (volume El)
These lobs are to be carried out by a FAIRBANKS MORSE
ENGINE Service Center or by a special company
See respective maintenance work
Relation between working cards.
These notes are of particular significance within the maintenance
system CoCoS. They give you Information on the jobs with a
temporal connection to the work in question.
Y

Required personnel

Time required in hours per person
per
24 … 36000
x, 1 ... 4
Relational term to indicate the time required
Repetition intervals given in operating hours
Signs used In the columns of intervals.
Their meaning is repeated in each shoot.
We assume that the signs and symbols used in the head are
sufficiently pictorial and that it is not necessary to repeat them
constantly.
Table 1. Explanation of signs and symbols of the maintenance plan
Change C, Revision 2
B1 - Page 319
REVISION 2 CHANGE A
Groups of maintenance works
Change C, Revision 2
B1 - Page 320
In case of the maintenance plan (systems) the maintenance
works are grouped according to systems/functional groups whereas in
the maintenance plan (engine) they are grouped according to subassemblies.
REVISION 2 CHANGE A
Maintenance Schedule
96,000
90,000
84,000
78,000
72,000
66,000
60,000
54,000
48,000
Every 6,000 hours
42,000
X
36,000
30,000
24,000
12,000
18,000
6,000
Description
3,000
Task
4.7.1
Fuel oil system
009
Check/overhaul buffer pistons
Lube oil system
017
Check oil drainage of piston,
big-end and main bearings
X
Every 6,000 hours
018
Check oil drainage of camshaft
bearings, inj. pumps, valve gear
X
Every 6,000 hours
X
Every 6,000 hours
Compressed air and control air system
045
Control air system: clean the
water separator and air filter
Measurement and control systems
073
Dismantle control valves of the
10 and 30 bar system, replace
wearing parts
076
Check measuring system for
exhaust gas temperatures
X
X
Every 6,000 hours
X
X
X
Engine Foundation / Pipe Connections
082
Foundation: check tension of
bolts. Check parts for tight fit.
X
Every 6,000 hours
083
Resilient mount: Check amount
of settling of resilient elements
X
Every 6,000 hours
085
Flexible tubes: replace hoses
for fuel oil, lube oil, cooling
water, steam, air
086
Bolted connections: Check for
tight fit / proper preload
Every 5 years
X
Every 6,000 hours
Flexible coupling / Turning gear
092
Flexible coupling: Check
alignment and rubber elements
X
Every 6,000 hours
093
Coupling bolts: Check for tight
fit / proper preload
X
Every 6,000 hours
020 - Running gear / crankshaft
112
Check the running gear
(visually)
X
Every 6,000 hours
113
Crankshaft: Measure crank-web
deflection
X
Every 6,000 hours
REVISION 2 CHANGE A
Change C, Revision 2
B1 – Page 320A
96,000
90,000
84,000
78,000
72,000
66,000
60,000
54,000
Every 6,000 hours
48,000
X
42,000
36,000
30,000
24,000
12,000
18,000
6,000
Description
3,000
Task
021 - Main bearing
122
Locating bearing: Check axial
clearance
123
Lower one bearing cap and
inspect bearing shell. Check
bolt loosening pressure
124
Replace all bearing shells
X
X
X
X
X
X
X
X
X
X
027 - Torsional vibration damper
132
Vibration damper of crankshaft:
Check sleeve springs
---
Replace inner and outer side
disk plates of vibration damper
X
030 - Big-end bearing
142
Remove and check one bearing
shell. Check bolt loosening
pressure.
143
Replace all bearing shells
X
X
X
X
X
X
X
X
034 - Piston / piston pin
152
153
154
155
157
158
Remove, clean and check one
piston. Check bolt loosening
pressure.
Remove, clean and check all
pistons. Check bolt loosening
pressure.
Remove one piston pin. Check
piston pin bushing, measure
clearance.
Disassemble one piston. Clean
components, check cooling
spaces for deposits.
Disassemble all pistons. Clean
components. Install new or
reconditioned crowns.
Disassemble all pistons. Clean
components. Replace piston
pin bearings.
Change C, Revision 2
B1 – Page 320B
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
REVISION 2 CHANGE A
X
X
X
96,000
90,000
X
84,000
X
78,000
X
72,000
66,000
X
60,000
X
54,000
X
48,000
42,000
X
36,000
18,000
X
30,000
12,000
X
24,000
6,000
Description
3,000
Task
050 - Cylinder liner
162
Measure one cylinder liner
163
Measure and rehone all
cylinder liners
164
Remove, clean and check all
cylinder liners. Replace sealing
rings.
165
Replace all cylinder liners and
sealing rings.
X
X
X
X
X
055 - Cylinder head
172
Remove, clean and check one
cylinder head. Check bolt
loosening pressure.
173
Remove, clean and check all
cylinder heads.
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
057/073 - Safety valves
182
183
Safety valves in crankcase
covers: Check all valves for
easy movement.
Safety valves in the cylinder
heads: Remove and clean all
valves.
100 - Camshaft drive
202
Check gearwheels, measure
backlash
X
Every 6,000 hours
101/102/112 - Camshaft / Camshaft bearing / Cam follower
216
Check cams, rollers and cam
followers (visually)
X
Every 6,000 hours
217
Check bushings of cam follower
on one cylinder
X
Every 6,000 hours
218
Remove two camshaft
bearings, check running
surface. Check bolt loosening
pressure.
219
Remove and replace all
camshaft bearings
X
X
X
X
111 - Rocker arm
223
Check rocker arm bushings on
two cylinders
REVISION 2 CHANGE A
X
X
X
X
Change C, Revision 2
B1 – Page 320C
X
X
X
96,000
90,000
X
84,000
X
78,000
X
72,000
66,000
X
60,000
X
54,000
X
48,000
42,000
X
36,000
18,000
X
30,000
12,000
X
24,000
6,000
Description
3,000
Task
113/114 - Inlet and exhaust valves
234
235
236
242
245
243
244
Remove two inlet valves. Check
valve seats. Check valve
rotators, replace worn parts.
Remove all inlet valves. Check
and overhaul seats. Check
valve rotators and guides.
Remove all inlet valves.
Replace valve cones, seats and
guides.
Remove two exhaust valves.
Check valve seats.
X
X
X
X
Remove all exhaust valve
cages. Check and overhaul
valve seats.
Remove all exhaust valves.
Check and regrind valve seats.
Check valve guides.
Remove all exhaust valves.
Replace valve cones, seats and
guides.
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
140 - Speed governor
263
264
265
266
Mechanical governor and
booster servo-motor: Replace
oil and oil filter
Mechanical governor: check
governor drive (drive shaft and
gears)
Mechanical governor: Have the
governor overhauled by a
special workshop
Electronic governor: Check
pulse transmitter for dirt and
verify that spacing is correct
X
Every 6,000 hours
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Every 6,000 hours
160/161/162 - Starting air pilot valve / Starting valve / Main starting valve
272
Remove and overhaul all
starting air pilot valves
273
Check starting valves for
tightness
274
Remove and overhaul all
starting valves
X
X
X
X
275
Remove and overhaul main
starting valve
X
X
X
X
Change C, Revision 2
B1 – Page 320D
X
X
X
X
X
X
X
X
X
X
X
X
X
REVISION 2 CHANGE A
X
X
X
X
X
X
96,000
X
90,000
X
84,000
X
78,000
54,000
X
72,000
48,000
Every 6,000 hours
66,000
42,000
X
60,000
36,000
30,000
24,000
12,000
18,000
6,000
Description
3,000
Task
200 - Fuel injection pump
305
303
304
Remove and replace all baffle
screws
Detach, disassemble and check
one injection pump together
with drive and cam follower
Detach, disassemble and check
all injection pumps together
with drive and cam follower
X
X
X
X
X
X
221 - Fuel injection valve
322
Remove injection valves, check
nozzle elements and replace if
required
REVISION 2 CHANGE A
X
Every 3,000 hours
Change C, Revision 2
B1 – Page 320E
THIS PAGE INTENTIONALLY LEFT BLANK.
Change C, Revision 2
B1 – Page 320F
REVISION 2 CHANGE A
Maintenance Plan (Systems)
250
500
1500
3000
6000
12000
24000
30000
36000

150

X
005
006
1
0.2
Engine
X
004
006
1
0.2
Engine
X
004
005
1
0.1
Unit
X
1
3
Filter
1
1
1
1
1
1
1 1
1
1
1
1
1
Pump
3
3
3
3
3
3
3 3
3
3
3
1
1
Unit
012
262
1
0.2
Engine
X
011
262
1
0.1
Engine
X
1
0.15
Engine
1
0.25
Engine
015
-
0
Engine
1
1
1
1
018
112
1
0.2
Cyl./unit
X
017
1
2
Engine
X
2
10
Pump
1
1
1
1
Y
per
24
1
2
3
4.7.2
Fuel oil system
004
005
006
007
008
009
Check system
A
components for
tightness (visually)
Check fuel oil level in
A
day tank. Drain day tank
and settling tank
Check viscosimat (carry B
out comparative
temperature
measurement)
Clean fuel oil filter
B
(depending on
differential pressure)
Overhaul fuel delivery
B
pump
Check/overhaul buffer
434.04
pistons
X
Lube oil system
011
012
014
015
016
017
018
020
Check system
A
components for
tightness (visually)
Check lube oil level in
A
service tanks for engine
and cylinder lubrication
Examine oil sample
000.05
(spot test)
Take oil sample to be
000.04
analyzed
Change oil filling
000.04
(depending on results of
analysis), clean the tank
Check oil drainage of
A
piston, big-end and main
bearings, on the gear
box and the
turbocharger (visually) –
refer to 401
Check oil drainage of
A
camshaft bearings,
injection pumps and
valve gear in the rocker
arm casing (visually) refer to 401
Overhaul the lube oil
300.01
pump
REVISION 2 CHANGE A
X
X
1
1
1 1
1 1
1
1
1
1
1 1
1 1
Change C, Revision 2
B1 – Page 321
1500
3000
6000
12000
24000
30000
36000

500
Y
250
X
150

24
1
2
3
1
4
Unit
1
1 1
1
1
1 1
1
1
1
1
1
3
Filter
1
1
1
1
1
1
1
1
1
1
1
1
2
Filter
1
1
1
1
1
1
1
1
1
1
1
1
4
Unit
1
1
1
1
1
1
1
1
1
1
1
1
4
Unit
1
1
1
1
1
1
1
1
1
1
1
—
0
Unit
1
1
1
1
1
1
1
1
1
1
1
per
Lube oil system (Continued)
022
023
024
025
026
027
Check the cylinder
300.01
lube oil unit or
pump, the block
distributor and the
monitoring
systems
Clean the lube oil
B
024
service filter (depending
on scavenging intervals)
Clean the lube oil
B
023
indicating filter
(depending on
differential pressure)
Clean the lube oil
B
preheater (depending on
separating temperature
at the flow rate
required). Cleaning
should be carried out by
a special company if
possible
Check, clean and
B
overhaul the lube oil
separator (residue-selfdischarging)
Clean the lube oil cooler. C
Cleaning should be
carried out by a special
company if possible
Cooling water system (Cylinder an injection valve cooling)
031
032
033
035
036
Compensating tank:
A
032
Check the cooling water
level
Check the injection valve A
031
cooling water system for
free drainage and fuel
leakages
Check the corrosion
000.07
protection of the cooling
water - refer to 401
Check the cooling water 000.08
spaces, clean the
system chemically
(cylinder and injection
valve cooling system).
Cleaning should be
carried out by a special
company if possible
Heat exchanger: Clean C
the cooling spaces.
Cleaning should be
carried out by a special
company if possible
Change C
B1 - Page 322
1
0.2
Engine
X
1
0.1
Engine
X
1
0.5
Engine
—
0
Engine
1
1
1
1
1
1
1
1
1
1
1
—
0
Unit
1
1
1
1
1
1 1
1
1
1
1
X
REVISION 2 CHANGE A
1500
3000
6000
12000
24000
30000
36000

500
Y
250
X
150

24
1
2
3
1
0.1
Unit
1
1
1
1
1
1
1
1
1
1
1
2
10
Unit
1
1
1
1
1
1
1
1
1
1
1
1
0.1
Engine
X
1
0.5
Engine
1
0.1
Pipe
X
2
15
Cooler
1
1
1
1
1
1
1
1
1
1
1
1
0.5
Engine
1
1
1
1
1
1
1
1
1
1
1
1
0.5
Engine
1
1
1
1 1
1
1
1 1
1
1
1
0.2
Pipe
1
1
1
1 1
1
1
1 1
1
1
per
Compressed air and control air system
042
043
044
045
Compressed-air tank:
A
Drain water after every
filling (in case there is no
automatic drainage)
Compressed-air tank:
B
Clean the inside,
overhaul valves
(according to
specifications of the
classification society)
Control air system: Drain 125.xx
the water separator and
the air filter
Control air system:
125.xx
Clean the water
separator and the air
filter
X
Charge air system
052
053
54
Charge air cooler/pipe: A
Check condensation
water drainage for
quantity/free passthrough
Clean charge air cooler 322.01
on both water and air
322.02
side. Cleaning should be
carried out by a special
company if possible
Charge air bypass/blow- A
062
off device:
Check system
components for
tightness (visually).
Check control and
monitoring elements
Exhaust gas system
062
063
Exhaust gas blow-off
A
054
device: Check system
components for
tightness (visually).
Check control and
monitoring elements for
proper functioning.
Exhaust gas pipe: check 289.01 086
flange connections and
compensators for leaks
(visually)
REVISION 2 CHANGE A
Change C
B1 - Page 323
30000
36000
24000
12000
6000
3000
1500
per
500

250
Y
150
X

24
1
2
3
3
3
3
3
1
1
1
1
3
3
3
3
Measurement and control systems
072
073
074
075
076
Monitor and control
A
equipment: Check switch
points and proper
function - refer to 402
Dismantle control valves 125.xx
of the 10 and 30 bar
system, replace wearing
parts
Accumulator: Check
A
charge state and
electrolyte level
Check/overhaul oil mist B
detector
Check measuring
A
system for exhaust gas
temperatures
2
6
Engine
X
1
24
Engine
1
0.5
Engine
1
1
Engine
1
6
Engine
3
083
2
8
Engine
X
082
092
2
3
Engine
4
1
1
Engine
2
14
Engine
063
2
10
Engine
X
Flexible coupling: Check 000.09 083
alignment and rubber
093
elements
Coupling bolts: Check
020.02 047
for tight fit/proper
preload - refer to 402
Check/overhaul turning B
gear
2
8
Engine
4
1
1
Engine
X
1
1
Unit
X
4
3
3
3
3
3
3 3
Engine foundation/Pipe connections
082
083
084
085
086
Foundation: Check
012.01
tension of bolts. Check
stoppers, brackets and
resilient elements for
tight fit (in case of ships
also after collision or
ground contact) - refer to
402
Resilient mount: Check 012.01
amount of settling of
resilient elements
Flexible tubes: Check all A
hoses
Flexible tubes: Replace A
hoses for fuel oil, lube
oil,
cooling
water,
steam and compressed
air
Bolted connections:
000.30
Check for tight fit/proper
preload (e.g. on exhaust
gas and charge air pipe,
charge-air cooler and
turbocharger) - refer to
402
4
1
1
1
1
1
1 1
Flexible coupling/Turning gear
092
093
094
Change C
B1 - Page 324
3
3
3
3
3
3
3
REVISION 2 CHANGE A
36000
30000
24000
12000
6000
3000
per
1500

500
Y
250
X
150

24
1
2
3
Additionally required
401
402
X
1
2
3
4
Check parts installed in D
—
0
Unit
X
new or reconditioned
condition and operating
media applied in new or
improved condition once
after the time given applies to 017, 018, 033
Check parts installed in D
—
0
Unit
new or reconditioned
condition and operating
media applied in new or
improved condition once
after the time given applies to 072, 082, 086,
093
Maintenance work is necessary
As required, depending on condition.
Check new or overhauled parts once after the time given in the column
According to specifications of manufacturer
If component/system is installed
REVISION 2 CHANGE A
X
Change C
B1 - Page 325
THIS PAGE INTENTIONALLY LEFT BLANK.
Change C
B1 - Page 326
REVISION 2 CHANGE A
Operating data
102
103
104
Check smoke number of A
exhaust gas
Check ignition pressures 000.25
Take the operating data 000.40
113
Check the running gear
(visually)
Crankshaft: Measure
crank-web deflection (in
case of marine engines
also after collision or
ground contact)
1
0.1 Engine
X
1
1
0.1 Cyl.
0.1 Engine
X
X
123
124
A
017
2
0.2 Cyl.
000.10
122
202
2
0.15 Cyl.
2
2
X
021
Locating bearing: Check 021.xx
axial clearance
Lower one bearing cap
000.11
and inspect bearing shell. 012.02
Check pressure for
012.03
loosening bearing bolts
021.xx
Replace all bearing
021.xx
shells.
113
202
142
2
0.5 Bearing
2
3
Bearing
2
3
Bearing
2
X
X
X
027
Vibration damper of
027.01
crankshaft: Check sleeve
springs
2
30
Engine
X
Big-end bearing
142
143
Remove and check one
bearing shell. Check
pressure for loosening
bearing bolts
Replace all bearing
shells.
030
000.11
030.02
030.03
030.04
030.03
030.04
123
2
7
Bearing
124
2
7
Bearing
X
X
Change C, Revision 2
B1 - Page 327
96,000
72,000
X
Torsional vibration damper
132
48,000
020
Main bearing
122
30,000
000
Running gear/Crankshaft
112
24,000
12,000
Y
6,000
per
3,000

1,500
X
500

24
1
2
3
4.7.3
250
Maintenance Plan (Engine)
Piston/Piston pin
Remove, clean and check 030.01
one piston (in case of V- 034.01
engine per cylinder bank). 034.02
Measure shoulder
034.05
clearance (not in case of 034.07
40/54 and 48/60), piston
rings and ring grooves.
Check pressure for
loosening bolts of
connecting rod shank.
155
162
172
3
2
Cyl.
153
Remove, clean and check 034.01
all pistons. Measure
034.02
shoulder clearance (not in 050.05
case of 40/54 and 48/60)
and ring grooves.
Replace all piston rings.
Caution: If piston rings
are replaced the cylinder
liner is to be rehoned!
154
155
163
173
3
2
Cyl.
X
154
Remove one piston pin (in 034.03
case of V-engines per
cylinder bank). Check
piston pin bushing,
measure the clearance.
152
155
2
0.25 Cyl.
X
155
Disassemble one piston 034.02
(in case of V-engine per 034.03
cylinder bank). Clean
034.04
components. Check
cooling spaces and
cooling passages for coke
deposits. If thickness of
layer exceeds 1 mm,
disassemble all pistons.
152
154
3
2
Cyl.
X
157
Disassemble all pistons. 034.02
Clean components. Install 034.03
new or reconditioned
034.04
piston crowns.
153
3
2
Cyl.
158
Disassemble all pistons.
Clean components.
Replace piston pin
bearings.
153
3
2
Cyl.
034.02
034.03
034.04
X
X
X
96,000
72,000
48,000
034
152
Change C, Revision 2
B1 - Page 328
30,000
24,000
12,000
6,000
Y
3,000
per
1,500

500
X
250

24
1
2
3
Cylinder liner
Measure one cylinder
050.02
liner (in case of V-engines
per cylinder bank).
152
172
2
0.25 Cyl.
163
Measure and rehone all
cylinder liners.
050.02
050.05
153
173
2
3
164
Remove, clean and
check all cylinder liners.
Replace sealing rings.
050.01
050.04
157
3
4.5 Cyl.
165
Replace all cylinder
liners and sealing rings.
050.01
050.04
3
4.5 Cyl.
96,000
72,000
48,000
30,000
X
Cyl.
X
X
X
Cylinder head
055
172
Remove, clean and
check one cylinder head
(in case of V-engines
per cylinder bank).
Check pressure for
loosening the cylinder
head bolts.
055.01
055.02
152
162
3
3
Cyl.
173
Remove, clean and
055.01
check all cylinder heads. 055.02
153
163
3
3
Cyl.
X
X
Safety valves
057/073
182
Safety valves in
073.01
crankcase covers:
Check all valves for easy
movement
1
183
Safety valves in the
cylinder heads: Remove
and clean all valves.
Check opening
pressure.
1
A
0.1 Valve
X
Valve
X
2
Camshaft drive
Check gearwheels,
measure the backlash
24,000
050
162
202
12,000
6,000
Y
3,000
per
1,500

500
X
250

24
1
2
3
100
100.01
017
113
122
2
1
Engine
2
X
Camshaft/Camshaft bearing/Cam follower
101/102/112
216
Check cams, rollers and
cam followers (visually)
112.02
209.01
018
213
1
0.5 Cyl.
217
Check bushings of cam
follower on one cylinder
112.02
216
303
2
2.5 Cyl.
2
X
X
Change C, Revision 2
B1 - Page 329
Camshaft/Camshaft bearing/Cam follower (Continued)
218
Remove two camshaft
000.11
bearings, check running 102.01
surface. Check pressure
for loosening bearing
bolts
2
1.5 Bearing
219
Remove and replace all
camshaft bearings.
2
1.5 Bearing
102.01
X
X
111
222
Check rocker arm and
relevant bolted
connections (visually)
111.01
233
1
0.1 Cyl.
223
Check rocker arm
111.01
bushings on two cylinders
173
2
2
X
Cyl.
X
Inlet and exhaust valves
113/114
232
Inlet and exhaust valves: 113.01
Check proper rotation
114.01
during operation
222
233
1
0.1 Cyl.
2
X
233
Check valve clearance
111.01
222
232
2
0.2 Cyl.
2
X
234
Remove two inlet valves
(in case of V-engine per
cylinder bank). Check
valve seats. Check valve
rotators, replace worn
parts.
113.01
113.02
113.03
113.07
172
242
2
1.5 Valve
235
Remove all inlet valves.
Check and overhaul
valve seats. Check valve
rotators, replace worn
parts. Check valve
guides.
113.01
113.02
113.03
113.04
113.05
113.07
173
243
2
2.5 Valve
236
Remove all inlet valves.
Replace valve cones,
valve seats and valve
guides.
113.01
113.02
173
244
2
242
Remove two exhaust
113.02
valves (in case of V113.03
engine per cylinder bank). 114.01
Check valve seats.
172
234
2
2.5 Valve
245
Remove all exhaust
114.01
valves cages. Check and
overhaul valve seats.
2
4.5 Valve
2
X
X
Valve
X
X
X
96,000
72,000
48,000
30,000
101/102/112
Rocker arm
Change C, Revision 2
B1 - Page 330
24,000
12,000
6,000
Y
3,000
per
1,500

500
X
250

24
1
2
3
96,000
48,000
30,000
3
3
113/114
243
Remove all exhaust
113.02
valves. Check and regrind 113.03
valve seats. Check valve 113.04
guides.
113.05
114.01
114.02
173
235
2
4
Valve
244
Remove all exhaust
valves. Replace valve
cones, valve seats and
valve guides.
173
236
2
2
Valve
113.02
114.01
114.02
72,000
Inlet and exhaust valves (Continued)
24,000
12,000
6,000
Y
3,000
per
1,500

500
X
250

24
1
2
3
X
X
Speed governor
140
262
Mechanical governor:
Check oil level
140.01
263
Mechanical governor and 140.01
booster servo-motor:
140.02
Replace oil and oil filter
264
Mechanical governor:
140.01
Check governor drive, i.e. 140.03
drive shaft and
gearwheels.
265
Mechanical governor:
Have the governor
overhauled by a special
workshop
266
011
012
1
0.1 Engine
1
1
Engine
1
1
Unit
C
1
2
Engine
Electronic
governor: A
Check pulse transmitter
for dirt and verify that
spacing is correct
1
0.2 Unit
202
4
4
2
3
3
3
3
4
3
3
3
3
3
3
4
Starting air pilot valve/Starting valve/Main starting valve
160/161/162
272
Remove and overhaul
all starting air pilot
valves
160.01
1
1
Valve
X
273
Check starting valves for 161.01
tightness
1
0.2 Valve
274
Remove and overhaul
all starting valves
161.01
1
2
Valve
X
275
Remove and overhaul
main starting valve
162.01
1
2.5 Valve
X
X
Change C, Revision 2
B1 - Page 331
Fuel injection pump
Remove and check all
baffle screws (visually).
200.01
200.05
305
1
0.25 Pump
305
Remove and replace all
baffle screws.
200.01
200.05
302
1
0.25 Pump
X
303
Detach, disassemble
112.02
and check one injection 200.xx
pump together with drive 201.xx
and cam follower
302
2
4
Unit
X
304
Detach, disassemble and 112.02
check all injection pumps 200.xx
together with drives and
201.xx
cam followers. Replace
pump elements.
217
302
2
4
Pump
X
203
203.01
2
1
Engine
X
Fuel injection valve
322
Remove injection valves, 221.01
check nozzle elements or 221.02
replace them by new or 221.03
reconditioned nozzle
221.04
elements if necessary
X
1
2
3
4
221
2
3.5 Valve
Maintenance work is necessary
As required, depending on condition
Check new or overhauled parts once after the time given in the column
According to specifications of manufacturer
If component/system is installed
Change C, Revision 2
B1 - Page 332
X
96,000
72,000
48,000
30,000
X
Control linkage
Lubricate all bearing
points and joints.
Check for proper
functioning.
24,000
200
302
312
12,000
6,000
Y
3,000
per
1,500

500
X
250

24
1
2
3
(FOR REPRODUCTION PURPOSES ONLY 347)
Annex
5
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
REVISION 2 / B1 - Page 333
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Table of Contents
5
Annex
5.1
5.2
5.3
5.4
5.5
Designation/Terms
Formula
Units of measure / Conversion of units of measure
Symbols and codes
Brochures
REVISION 2 / B1 - Page 335
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Designations/Terms
Standards
5.1
The terms commonly used in the field of engine building have been
defined in the standard DIN 6265, and in the International Standards ISO
1205-1972 and ISO 2276-1972, and in MAN Quality Specification
Q10.09211-3050. A selection of these terms appearing in the technical
documentation for our Diesel engines is explained in more detail below.
Engines
Turbocharged engines
Turbocharged engines feature one or several turbochargers (consisting of
a turbine and compressor) that are exhaust-gas driven and used to
compress the air required for combustion.
Dual-fuel engines
Dual-fuel engines can be either operated on liquid fuels, or on
gaseous ones (natural gas, town gas, sewage gas etc.), a small
amount of fuel called pilot fuel being injected for ignition.
Otto gas engines
Otto gas engines are operated on gas (natural gas, town gas,
sewage gas etc.) and have electric spark ignition.
Common rail engines
In engines which are equipped with a Common Rail injection system,
pressurized fuel is provided in an accumulator, and the injection is
electronically controlled.
Design and sense of rotation
Left-hand engine/
Right-hand engine
The terms left-hand (LH) engine and right-hand (RH) engine are
determined by the exhaust side of the engine. Viewing onto the coupling
end, a left-hand engine has the exhaust side at the left, and a right-hand
engine at the right (Figure 1). This definition can normally only be applied
to in-lines engines.
Figure 1. Design (left-hand engine/right-hand engine)
Sense of rotation
Viewing onto the coupling end, right-hand (RH) engines are rotating
clockwise, and left-hand (LH) are rotating counterclockwise.
Sense of rotation
REVISION 2 / B1 - Page 337
(FOR REPRODUCTION PURPOSES ONLY 352)
Designation of cylinders and bearings
Designation of cylinders
The cylinders are consecutively numbered 1, 2, 3, etc. if viewing from
the coupling end. On V-type engines, the cylinder bank which is the left as
viewed from the coupling end is designated A, and the right one B (Al-A2A3 or B1, B2, B3 etc.), Figure 2.
Figure 2 Designation of cylinders
Designation of crank pins
journals and bearings
The crank pins and big end bearings are designated (starting from the
coupling end) 1, 2, 3 etc., and the journals and crankshaft bearings 1, 2,
3 etc. Where an additional bearing is provided between the coupling flange
and the toothed gear for the camshaft drive, this bearing and the
associated journal are designated 01 (see Figure 3). For this
designation, it is irrelevant which of the bearings is a locating bearing.
On V-type engines where two connecting rods are associated with one
crank pin, the big end bearings and the cylinders are termed Al, B 1,
and A2 etc.
Figure 3. Designation of crank pins and bearings
B1 - Page 338 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 353)
Designation of the engine sides/ends
Coupling end (KS)
The coupling end is the principal power take-off of the engine, to which
the propeller, the generator or any other machine is connected.
Free engine end (KGS)
The free engine end is opposite the coupling end of the engine.
Left-hand side
The left-hand side is the exhaust side on the left-hand engine, and the
cylinder bank A side on the V-type engine.
Right-hand side
The right-hand side is the exhaust side on the right-hand engine, and the
cylinder bank B-side on the V-type engine.
Camshaft side (SS)
The camshaft side is the longitudinal side of the engine on which the
injection pumps and the camshaft are mounted (opposite the exhaust
gas side).
Exhaust gas side (AS)
The exhaust gas side is the longitudinal side of the engine on which the
exhaust gas pipe is mounted (opposite the camshaft side). The
designations camshaft side and exhaust side are in common use for inline engines only.
Exhaust gas counter
side (AGS)
On engines with two camshafts, one on the exhaust side and one on the
opposite side, the term camshaft side would be ambiguous. The term
exhaust gas counter side is used in such a case, together with the term
exhaust gas side.
REVISION 2 / B1 - Page 339
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Formula
5.2
The following is a selection of essential formula of the engine
building and plant engineering sector. These formulae illustrate
basic coherences.
Engine
Propeller
Generator
Legend
be
Specified fuel consumption
Kg/kWh
cm
Mean piston speed
m/s
D
Cylinder diameter
dm
f
Frequency
Hz
Hu
Net caloric value of the fuel
kJ/kg
Md
Torque
Nm
n
Speed
rpm
P
Rating
kW
Pe
Effective engine output
kW
p
Number of pole pairs
/
pe
Mean effective pressure
bar
s
Stroke
dm
VH
Swept volume
dm /cyl.
Z
Number of cylinders
/
ɲe
Overall efficiency
/
3
REVISION 2 / B1 - Page 341
(FOR REPRODUCTION PURPOSES ONLY 356)
Swept volume
Engine Type
20/27
25/30
32/40
40/45
40/54
48/60
52/55
58/64
Table 1. Swept volume of engines
B1 - Page 342 / REVISION 2
3
Swept volume (dm /cyl)
8.48
14.73
32.15
56.52
67.82
108.50
116.74
169.01
(FOR REPRODUCTION PURPOSES ONLY 357)
Units of measure/
Conversion of units of measure
5.3
Useful information on units of measure is contained in the brochure
"SI units" in Section 5.5. It contains explanations on the ISO
system of units of measure, factors of conversion of units of
measure, and physical parameters commonly used in engine
building.
REVISION 2 / B1 - Page 343
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Symbols and codes
5.4
Use
To provide for clearness in the representation of process-related
coherences, standardized symbols and codes are used. The list
below contains a selection of such symbols and codes specifically
used in engine and power generation plant engineering. The symbols
and codes are mainly used in Section 2 and 3 of the operating
manual.
Symbols for functional/piping diagrams
REVISION 2 / B1 - Page 345
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B1 - Page 346 / REVISION 2
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REVISION 2 / B1 - Page 347
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Table 1. Symbols used in functional and piping diagrams
Codes for measuring, control and regulating units
Measuring, control and regulating units are marked by character
combinations in system diagrams. The individual characters have the
following meaning:
B1 - Page 348 / REVISION 2
(FOR REPRODUCTION PURPOSES ONLY 363)
Letter
Letter... designating at
point 1 the measured
quantity/input quantity
Letter... designating at point 2
the measured quantity/input
quantity ...
A
C
Letter... designating at point
2... n the processing in form
of...
Alarm/limit value signal
Automatic regulation/automatic
continuous control
D
Density
Difference
E
Electrical quantity
F
Flow rate/throughput
G
H
Distance/length/position
Pick-up/sensor
Ratio
Manual input/manual
intervention
I
Indication
J
Scanning
K
Time
L
Level
M
Humidity
N
Freely assignable
Freely assignable
0
Freely assignable
Optical display/Yes or No info
P
Pressure
Q
Other quality
standards
(analysis/material
R
Nuclear radiation quantity
Registration/storage
S
Speed/frequency
Switch-over/intermittent
T
Temperature
U
Composite quantities
V
Viscosity
Integral/sum
Transducer
Actuator/valve/operating element
W
Weight/mass
--
X
Other quantities
Other processing functions
Y
Freely assignable
Computing operation
Z
—
Emergency
intervention/safeguarding by
activating/shut-off
Column 1
Column 2
Column 3
Column 4
Table 2. Codes for measuring, control and regulating units in functional diagrams/piping diagrams
Explanation
The letter entered at point 1 represents a quantity of the second
column of the table. It can be supplemented by D, F or Q, in which
case the meaning corresponds to the entry in the third column of the
table. Second or third in the combination are letters of the fourth
column, if required. Multiple nominations are possible in this case.
The order of use is Q, I, R, C, S, Z, A. A supplementation by + (upper
limit/on/open) or - is possible; however, only after 0, S, Z and A.
REVISION 2 / B1 - Page 349
(FOR REPRODUCTION PURPOSES ONLY 364)
Example:
T
TE
TZA+
PO
PDSA
Temperature
Temperature
Temperature
Pressure
Pressure
B1 - Page 350 / REVISION 2
measuring point (without sensor)
sensor
cutout/alarm (when the upper limit is reached)
visual indication
difference/switch over/alarm
(FOR REPRODUCTION PURPOSES ONLY 365)
Brochures
5.5
In a d d itio n to th e b ro c h u re s in Vo lu m e D th e re a re a va ila b le :
Co Co S EDS
Co Co S S P C
REVISION 2 / B1 - Page 351
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