instruction manual s-2010.pdf

MAN B&W Diesel Identification No. for Instruction Book.

Identification No for Description: 000.00

Function

Section No

Identification No for Working Card: 000 - 00.00

Sub-functionFunctionSection No

Identification No for Plates: 00000 - 00 H

H for HolebyEditionSection No and Function

For ordering of spare parts, see page 600.50.

This book must not, either wholly or partly, be copied, reproduced, made public or in any other way made available to any third party without the written consent to this effect from MAN B&W A/S, Holeby.

MAN Diesel A/S, STX Engine Co., Ltd.Holeby 80, Seongsan-dong, Changwon, Kyungnam

Φstervej 2, DK-4960 Holeby Republic of KoreaDenmark

Technical Service+ 45 54 69 31 00 Telephone : + 82 55 280 0590

Telefax : + 82 55 282 6907

MarketingTelefax : + 45 54 69 30 30 Part SalesCables : oildiesel maribo Telephone : + 82 55 280 0550~6Telex : 40646 hodiel dk Telefax : + 82 55 282 1388

: 24231

Telephone

Reg. No.

Instruction book for :STX/GESCO

S-20106L23/30H

STX Engine

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L23/30HDescription

500.00500.01 (01H)500.02 (01H)500.05 (06H)500.10 (01H)500.11 (01H)500.12 (02H)500.20 (01H)500.24 (02H)500.25 (03S)500.25 (07H)500.30 (35H)500.35 (15H)500.40 (08S)500.45 (01H)500.50 (01H)500.55 (01H)500.60 (01H)500.65 (01H)

Working Card

Plates

Engine DataIndexPage 1(1) 500

Safety -----------------------------------------------------------------------------------------------Introduction ----------------------------------------------------------------------------------------Main data for gensets ---------------------------------------------------------------------------

Cross section -------------------------------------------------------------------------------------Key for engine designation --------------------------------------------------------------------Designation of cylinders ------------------------------------------------------------------------Engine rotation clockwise ----------------------------------------------------------------------Code identification for instruments ----------------------------------------------------------Introduction to planned maintenance programme ---------------------------------------Planned maintenance programme ----------------------------------------------------------

Service letters ------------------------------------------------------------------------------------Conversion table ---------------------------------------------------------------------------------Basic symbols for piping -----------------------------------------------------------------------

Ordering of spare parts -------------------------------------------------------------------------

Maintenance Schedule - NICO ---------------------------------------------------------------

Data for pressure and tolerance -------------------------------------------------------------Data for torque moments ----------------------------------------------------------------------Declaration of weight ---------------------------------------------------------------------------

Operation data and set points ----------------------------------------------------------------

STX Engine

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DescriptionPage 1 (1) Warning 000.00

Warning !

(Marine engines only)

It is important that all MAN B&W Diesel A/S enginesare operated within the given specifications andperformance tolerances specified in the engines'Technical Files and are maintained according to theMAN B&W Diesel A/S maintenance instructions inorder to comply with given emissions regulations.

In accordance with Chapter I of the Code of FederalRegulations, Part 94, Subpart C, §94.211 NOTICE ishereby given that Chapter I of the Code of FederalRegulations, Part 94, Subpart K, §94.1004 requiresthat the emissions related maintenance of the dieselengine shall be performed as specified in MAN B&WDiesel A/S instructions including, but not limited to,the instructions to that effect included in theTechnical File.

03.38 - ES0

General

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Main Data for Engine TypeEngine Nos

Number of cylindersCycleCylinder boreStrokeEngine speedEngine outpur (on flywheel)Compression ratioMax. combustion pressureFiring orderRotation

Main Data for Alternator MakeTypeSerial No for engine No.1Serial No for engine No.2Serial No for engine No.3Serial No for engine No.CapacityRatingVoltageFrequencyPower factor

Main Data for Turbocharger MakeTypeSerial No for engine No.1Serial No for engine No.2Serial No for engine No.3Serial No for engine No.

Main Data for Governor MakeTypeSerial No for engine No.1Serial No for engine No.2Serial No for engine No.3Serial No for engine No.

UG8D148564951485649614856497

WOODWARD

NR20/R172SEJ 2511SEJ 2512SEJ 2513

0.8

ENPACO-MAN

1125.0 kVA900 rpm450 V60 Hz

60958RAL 1310160958RAL 1310260958RAL 13103

C.W view from flywheel

HYUNDAIHFC6 508-84K

960 kW13 : 1

133 kg/cm21-4-2-6-3-5

4 stroke225 mm300 mm900 rpm

3(SB6L23-4477/78/79)

6

DescriptionPage 1(1)

Main Data for GenSets

L23/30H

500.00

6L23/30H

STX Engine

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DescriptionPage 1 (1) Introduction 500.01

Edition 01H

Description

This instruction book serves the purpose of providinggeneral information for operation and maintenance,to describe the design and to be used for referencewhen ordering spare parts.

96.02 - ES0S-G

L23/30H

Reliability and operation economy of the plant will toa great extent depend on correct operation andproper maintenance.

Therefore, it is essential that the engine room per-sonnel, in addition to basic knowledge of dieselengine machinery installations, is fully acquaintedwith the contents of the instructions.

The book is a basic instruction manual for theparticular engine supplied with plant-adapted infor-mation such as principle media-system drawings,electric wiring diagrams and test bed reports.

The first five sections (500-504) of the book serve asa guide to engine operation, and the next fifteensections (505-519) contain technical descriptions,spare parts illustrations with pertaining parts lists aswell as working cards.

The last section (520) comprises tools.

The engine is divided into a number of main compo-nents/assemblies, each of which is described in asection of this book (section 505-519).

Each of these sections starts with technical de-scriptions of the systems/components, followed byworking cards. Later, the spare parts illustrationplates and parts lists are to be found.

Spare parts plates

Working card

Description

Fig. 1. Structuring of instruction book.

Section 505-519

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DescriptionPage 1 (2) Safety 500.02

Edition 01H

General

Proper maintenance, which is the aim of this book,constitutes the crucial point in obtaining optimumsafety in the engine room. The general measuresmentioned here should, therefore, be a natural rou-tine to the entire engine room staff.

Cleanliness

The engine room should be kept clean above andbelow the floor plates. If grit or sand blows into theengine room when the ship is in port, the ventilationshould be stopped and ventilating ducts, skylights,and doors in the engine room should be closed.

In particular, welding or work which causes spread-ing of grit and chips must be avoided near the engine,unless this is closed or covered, and the turbochar-ger air intake filters are covered.

The exterior of the engine should be kept clean andthe paintwork maintained, so that leakages caneasily be detected.

Fire

If the crankcase is opened before the engine is cold,welding and the use of naked light will involve the riskof explosions and fire. The same applies to inspec-tion of oil tanks and the space below the cooler.Attention should furthermore be drawn to the dangerof fire when using paint and solvents with a low flashpoint. Porous insulating material drenched with oilfrom leakages is easily inflammable and should berenewed. See also: "Ignition in crankcase" in section503.

Order

Hand tools should be placed easily accessible ontool boards. Special tools should be fastened to toolpanels (if supplied) in the engine room close to thearea of application. No major objects must be leftunfastened, and the floor and passages should bekept clear.

96.02 - ES0U-G

L23/30H

Spares

Large spare parts should, as far as possible, beplaced well strapped near the area of application andaccessible by crane. The spare parts should be well-preserved against corrosion and protected againstmechanical damage. The stock should be checkedat intervals and replenished in time.

Light

Ample working light should be permanently installedat appropriate places in the engine room, and port-able working light in explosion-proof fittings shouldbe obtainable everywhere.

Freezing

If there is a risk of damage due to freezing when theplant is out of service, engines, pumps, coolers andpipe systems should be emptied of cooling water.

Warning

The opening of cocks may cause discharge of hotliquids or gases. The dismantling of parts may causesprings to be released.

The removal of fuel valves (or other valves in thecylinder head) may cause oil to run down to thepiston crown, and if the piston is hot, an explosionmay then blow out the valve.

When testing fuel valves with the hand pump do nottouch the spray holes, as the jet may pierce the skin.Think out beforehand which way the liquids, gases orflames will move, and keep clear.

Crankcase Work

Check beforehand that the starting air supply to theengine is shut off.

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DescriptionPage 2 (2)

Feeling over

Whenever repairs or alterations have been made tothe running gear, apply the "feel-over sequence"until ensured that there is no undue heating, oil-mistformation, blow-by, or failure of cooling water orlubricating oil systems.

Feel-over Sequence

Feel-over after 5-15 and 30 minutes' idle running andfinally when the engine is running at full load. Seealso "Starting-up sequence" in the section 502.

Safety

96.02 - ES0U-G

L23/30H

500.02Edition 01H

Turning with Air

After prolonged out-of-service periods or overhaulwork which may involve a risk of accumulation ofliquid in the combustion spaces, turning with openindicator cocks should always be effected, throughat least two complete revolutions.

Check and Maintain

Lubricating oil condition, filter elements andmeasuring equipment.

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99.40 - ES1

Cross Section

L23/30H


500.05Edition 06H

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Key for Engine Designation

L23/30H

No of cylinders

5, 6, 7, 8, 912, 16, 18

Engine Type

L : In-lineV : V-built

Cyl. diam/stroke

23/30 : 225/30028/32 : 280/320

Design Variant

Rating

MCR : Maximum continuous ratingECR : Economy continuous rating

6 L 23/30 H MCR

90.38 - ES1U-G


Engine Type Identification

The engine types of the MAN B&W Holeby programme are identified by the following figures:

500.10Edition 01H

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Designation of Cylinders

L23/30H

89.17 - ES1S-L


500.11Edition 01H

Front End Flywheel End

Exhaust Side / Right Side

Control Side / Camshaft Side / Left Side

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Engine Rotation Clockwise

General

98.18 - ES1


500.12Edition 02H

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Code Identification for Instruments

Symbol explanation:

Measuring deviceLocal reading

Temperature IndicatorNo 40 *

Measuring deviceSensor mounted on engine/unitReading/identification mounted in a panel on the engine/unit

Pressure IndicatorNo 22 *

Measuring deviceSensor mounted on engine/unitReading/identification outside the engine/unit

Temperature Alarm HighNo. 12 *

* Refer to standard location and text for instruments on the following pages.

1st letter

F Flow

L Level

P Pressure

S Speed

T Temperature

U Voltage

V Viscosity

X Sound

Z Position

Following letters

A Alarm

D Differential

E Element

H High

I Indicating

L Low

S Switching, Stop

T Transmitting

X Failure

Specification of letter code for measuring devices

96.02 - ES1U-G

TI40

TAH12

PI22


L23/30H

500.20Edition 01H

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Standard Text for Instruments

Diesel engine/Alternator

LT Water System

01 inlet to air cooler 05 outlet from alternator02 outlet from air cooler 06 outlet from fresh water cooler (SW)03 outlet from lub. oil cooler 07 inlet to lub. oil cooler04 inlet to alternator 08 inlet to fresh water cooler (SW)

09

HT Water System

10 inlet to engine 14B FW outlet air cooler10A FW inlet to engine 15 outlet HT system11 outlet each cylinder 16 outlet turbocharger12 outlet from engine 17 outlet fresh water cooler13 inlet to HT pump 18 inlet fresh water cooler14 inlet HT air cooler 19A inlet prechamber14A FW inlet air cooler 19B outlet prechamber

Lubricating Oil System

20 inlet to cooler 25 prelubricating21 outlet from cooler / inlet to filter 26 inlet rocker arms and roller guides22 outlet from filter / inlet to engine 27 intermediate bearing / alternator bearing23 inlet to turbocharger 28 level in base frame24 sealing oil - inlet engine 29 main bearings

Charging Air System

30 inlet to cooler 35 surplus air inlet31 outlet from cooler 36 inlet to turbocharger32 jet assist system 37 charge air from mixer33 outlet from TC filter / inlet to TC compressor 3834 39

Fuel Oil System

40 inlet to engine 45 fuel-rack position41 outlet from engine 46 inlet prechamber42 leakage 4743 inlet to filter 4844 outlet sealing oil pump 49

96.02 - ES1U-G


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Cooling Oil System

50 inlet to fuel valves 5551 outlet from fuel valves 5652 5753 5854 59

Exhaust Gas System

60 outlet cylinder 6561 outlet turbocharger 6662 inlet turbocharger 6763 6864 69

Compressed Air System

70 inlet to engine 75 microswitch for turning gear71 inlet to stop cylinder 76 inlet turning gear72 inlet to balance arm unit 77 waste gate pressure73 control air 78 inlet to sealing oil system74 inlet to reduction valve 79

Load Speed

80 85 microswitch for overload81 overspeed 8682 8783 88 index - fuel pump84 89 turbocharger speed

90 engine speed

Miscellaneous

91 natural gas - inlet to engine 95 voltage92 oil mist detector 96 switch for operating location93 knocking sensor 9794 cylinder lubricating 98

99

96.02 - ES1U-G


L23/30H

500.20Edition 01H

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DescriptionPage 1 (1) Introduction to Planned Maintenance Programme 500.24

Edition 02H

General

The overhaul intervals are based on operation on aspecified fuel oil quality at normal service output,which means 70-100% of MCR.

In the long run, it is not possible to obtain a secure andoptimal economical running without an effective main-tenance system.

With the structure and amount of information in themaintenance programme, it can be integrated in theentire ship's/power station's maintenance system orit can be used separately.

The crux of the maintenance system is the keydiagram, see page 500.25, indicating the inspectionintervals for the components/systems, so that thecrew can make the necessary overhauls, based onthe engines' condition and/or the time criteria.

The stated recommended intervals are only forguidance as different service conditions, the qualityof the fuel oil and the lubricating oil, treatment of thecooling water, etc, will decisively influence the actualservice results and thus the intervals betweennecessary overhauls.

Experience with the specific plant/crew is to be usedfor adjustment of time between overhaul. Further it isto be used for adjusting the timetable stated forguidance in the working cards.

Working Cards

Each of the working cards can be divided into two: afront page and one or several pages, describing andillustrating the maintenance work.

The front page indicates the following:

1. Safety regulations, which MUST be carried outbefore the maintenance work can start.

2. A brief description of the work.

3. Reference to work, which must be carried out,if any, before the maintenance work can start.

96.02 - ES0S-G

L23/30H

4. Related procedures - indicates other works,depending on this work - or works which would beexpedient to carry out.

5. Indicates x number of men in x number of hoursfor accomplishing the work.

The stated consumption of hours is only intended asa guide.

Experience with the specific station/crew may lead toa bringing up-to-date.

6. Refers to data, which are required for carryingout the work.

7. Special tools, which must be used. Please notethat not all tools are standard equipment.

8. Various requisite hand tools.

9. Indicates the components/parts, which it isadvisible to replace during the maintenance work.Please note, that this is a condition for the intervalsstated.

1

2

3

4

5

6

7

8

9

Fig 1. Guidance instruction for working cards.

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DescriptionWorking

CardNo

l = Overhaul to be carried outn = Check the condition

Time Between Overhaul

Che

ck n

ew/

over

haul

ed p

arts

afte

r ho

urs

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03.05-STX

50

1200

0

2400

0

6000

200020

0

Obs

erva

tions

Dai

ly

Wee

kly

500.25Edition 03S

L23/30H900 RPM

Planned Maintenance Programme

Operating of Engine:

Readings of data for engine and alternor, with refe-rence to "Engine Performance Data", section 502.01 ......

Cylinder Head:

Inlet and exhaust valve - overhaul and regrinding ofspindel and valve seat ....................................................Inspection of inlet, exhaust valves and valve guide ........Check of valve rotators' rotation during engine rotation....Sleeve for fuel injector ....................................................Safety valve - overhaul and adjustment of openingpressure ..........................................................................Indicator valve ................................................................

Cylinder head cooling water space - inspection ...............Cylinder head nut - retightening ....................................... 200

Piston, Connecting Rod and Cylinder Liner:

Inspection of piston .........................................................Piston ring and scraper ring ............................................

Piston pin and bush for connecting rod - check ofclearance ........................................................................Connecting rod - measuring of big-end bore ....................Inspection of big-end bearing shells ................................

Connecting rod - retightening ........................................... 200Cylinder liner - cleaning, honing and measuring ...............Cylinder liner removed - check the water space andwear ring in frame ...........................................................

Camshaft and Camshaft Drive:

Camshaft - inspection of gear wheels, bolts, connectionsetc. ................................................................................. 200Camshaft bearing - inspection of clearance .....................Camshaft adjustment - check the condition ....................

Lubrication of camshaft bearing - check ..........................

n

ln

nn

nn n

n

nl

nnn

nl

n

nnn

n

502-01.00

505-01.10505-01.05505-01.05505-01.30

505-01.25505-01.26

505-01.45505-01.40

506-01.10506-01.10

506-01.15506-01.15506-01.16

506-01.25506-01.35

506-01.40

507-01.00507-01.05507-01.20

507-01.00

3rd

mon

th

Mon

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DescriptionWorking

CardNo



Che

ck n

ew/

over

haul

ed p

arts

afte

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urs

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03.05 - STX

Operating Gear for Inlet Valves, Exhaust Valves andFuel Injection Pumps:

Roller guide for valve gear ..............................................Valve gear - valve bridge, spring, push rod, etc ..............Roller guide for fuel injection pump .................................

Roller guide housing .......................................................Inlet and exhaust valve - check and adjustment of valveclearance ............................................................................

Lubricating of operating gear - check ..............................

nnn

n

n

n

n

3200

0

200

3rd

mon

th

Ovs

erva

tions

Wee

kly50

2000

8000

1600

0

Mon

thy

Dai

ly

500.25Editiong 03S

L23/30H900 RPM

508-01.00508-01.10508.01.05

508-01.10

508.01.10

508.01.00508.01.05

n

n

n

nn

n

n

nn

n

200

200

.........................

.......................................

...........................................................

.........................................................................................................

...........................

..............................................................................

......................

Control and Safety System, Automatics andInstruments:

Safety, alarm and monitoring equipment

Lambda controller - adjustment

Governor - check oil level, see governor instructionbook, section 509

Crankshaft and Main Bearing:

Checking of main bearings alignment, (autolog)Inspection of main bearingInspection of guide bearing

Vibration damper - check the condition

Lubricating of gear wheel for lub. oil pump and coolingwater pump etc.Counterweight - retightening , see page 500.40

Main - and guide bearing cap - retightening

509-01.00

509-10.00

510-01.00510-01.05510-01.10

510-04.00

510-01.05510-01.10


Mounting bolts - houshing for valve gear - retightening,see page 500.40 ............................................................. 200

DescriptionWorking

CardNo



Che

ck n

ew/

over

haul

ed p

arts

afte

r ho

urs

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03.05-STX

500.25Edition 03S

2400

0

200

Obs

erva

tions

Wee

kly50

2000

6000

1200

0

Dai

ly

L23/30H900 RPM


Engine Frame and Baseframe:

Holding down bolts - retightening, see page 500.40 ......... 200Bolts between engine frame and base frame -retightening, see page 500.40 ......................................... 200

For flexible mounted engines - check anti-vibrationmountings ....................................................................... 200Safety cover - function test .............................................

Turbocharger System:

Wet cleaning of turbine side ............................................Water washing of compressor side..................................

Cleaning of air filter - compressor side (see turbo-charger instruction book) .................................................Turbocharger complete - dismantling, cleaning, inspec-tion etc. (see turbocharger instruction book) ....................Charging air cooler - cleaning and inspection...................

Charging air cooler housing - draining ..............................Exhaust pipe - compensator ...........................................

Compressed Air System:

Air starter motor - dismantling and inspection .................Function test - main starting valve, starting valve, mainvalves and emergency start valve ...................................

Dirt separator - dismantling and cleaning .........................Muffler - dismantling and cleaning ...................................

Compressed air system - draining ...................................Compressed air system - check of the system ...............

n

n

nn

ll

n

ln

n

n

ll

ln

519-03.00511-01.00

512-15.00512-05.00

512-01.00

513-01.30

513-01.40

513-01.90513-01.90

3rd

mon

th

Mon

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DescriptionWorking

CardNo



Che

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ew/

over

haul

ed p

arts

afte

r ho

urs

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03.05-STX


500.25Edition 03S

2400

0

200

Obs

erva

tions

Wee

kly50

2000

6000

1200

0

Dai

ly

L23/30H900 RPM


Fuel Oil System and Injection Equipment:

Fuel oil filter - dismantling and cleaning ...........................Fuel oil feed pump ..........................................................Fuel oil injection pump - dismantling and cleaning ...........

Fuel injection valve - adjustment of opening pressure ..... 200Fuel oil high-pressure pipe - dismantling and check ........Adjustment of the maximum combustion pressure ..........

Fuel oil system - check the system ................................Nozzle cooling system - check the system if installed ....

Fuel oil - oil samples after every bunkering, see sec.504

Lubricating Oil System:

Lubricating oil pump - engine driven ................................Lubricating oil filter - cleaning and exhange .....................Lubricating oil cooler .......................................................

Prelubricating pump - el.-driven .......................................Thermostatic valve .........................................................Centrifugal filter - cleaning and exhange of paper ............

Hand pump .....................................................................Lubricating oil - oil samples, see section 504 ..................Lubricating oil system - check the system ......................

Cooling Water System:

Cooling water pump - engine-driven (sea water andfresh water) .....................................................................Thermostatic valve .........................................................Cooling water system - check the system.......................

Cooling water system - water samples, see sec. 504 ......

lll

nn

l

nn

nll

nnl

lnn

nn

n

n n

514-01.15514-10.00514-01.05

514-01.10514-01.05514-05.01

514-01.90514-01.90

515-01.00515-01.10515-06.00

515-01.05515-01.20515-15.00

515-10.00

515-01.90

516-04.00516-04.00516-01.90

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mon

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Description Page 1 (1) Maintenance Schedule - NICO 500.25

Edition 07H

L23/30H

98-31-ES0

Your Notes :

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Normal Value at Full load Alarm Set point Autostop of engine

90° C100° C

75° C85° C

3 bar

4 bar

1.5 bar

level switch

low/high level

95° C

1.5 bar4 bar

leakage

1.5 bar (C)(C)

0.4 bar + (B)0.4 bar + (B)

90° C93° C

550° C600° C420° C

average ±50° C

500° C

65° C

7 bar

815 rpm

850 rpm

1015 rpm

(D)

Operation Data & Set Points

L23/30H

03.46 - ES1



Temp. before cooler SAE 30(outlet engine) SAE 40

Temp. after cooler SAE 30(inlet engine) SAE 40

Pressure after filter (inlet eng)

Elevated pressure i.g. whencentrifugal filter installed

Pressure drop across filter

Prelubricating pressurePressure inlet turbocharger

Lub. oil, level in base frame

Temp. main bearings

Fuel Oil System

Pressure after filter MDOHFO

Leaking oil

Press. nozz. cool. oil, inlet eng.Temp. nozz. cool. oil, outlet eng.

Cooling Water System

Press. LT-system, inlet enginePress. HT-system, inlet engine

Temp. HT-system, inlet engineTemp. HT-system, outl. cyl.units

Temp. HT-system, outlet engine

Temp. raise across cyl. units

Exhaust Gas and Charge Air

Exh. gas temp. before TC

Exh. gas temp. outlet cyl.Diff. between individual cyl.

Exh. gas temp. after TC

Ch. air press. after coolerCh. air temp. after cooler


Press. inlet engine

Speed Control SystemEngine speedMechanicalElec.MechanicalElec.MechanicalElec.

Turbocharger speed

TI 20TI 20

TI 22TI 22

PI 22

PI 22

PDAH 21-22

PI 25PI 23

TE 29

PI 40PI 40

PI 50TI 51

PI 01PI 10

TI 10TI 11

TI 62

TI 60

TI 61TI 61

PI 31TI 31

PI 70

SI 90

SI 90

SI 90

SI 89

60-75° C65-82° C

45-65° C50-72° C

3-4 bar

4-5 bar

0.5-1 bar

0.1-0.5 bar1.5 ±0.2 bar

75-85° C

2-3 bar(A)

2-3 bar80-90° C

1-2.5 bar1-3.0 bar

60-75° C70-85° C

max. 10° C

425-475° C

280-390° C

275-350° C*320-390° C**

2-2.5 bar35-55° C

7-9 bar

720 rpm

750 rpm

900 rpm

TAH 20TAH 20

TAH 22TAH 22

PAL 22

PAL 22

PDAH 21-22

LAL 25

LAL 28/LAH 28

TAH 29

PAL 40PAL 40

LAH 42

PAL 50

PAL 01PAL 10

TAH 12TAH 12-2

TAH 62TAH 62-2TAH 60TAD 60

TAH 61

TAH 31

PAL 70

SAH 81

SAH 81

SAH 81

SAH 89

TSH 22TSH 22

PSL 22

PSL 22

TSH 12

SSH 81SSH 81SSH 81SSH 81SSH 81SSH 81

85° C95° C

2.5 bar

2.5 bar

95° C

825 rpm815 rpm860 rpm850 rpm

1030 rpm1015 rpm

Specific plants will not comprise alarm equipment and autostop for all parameters listed above. For specific plants additional parameterscan be included. For remarks to some parameters, see overleaf.* for 720/750 rpm ** for 900 rpm.

500.30Edition 35H

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Operation Data & Set Points

L23/30H

03.46 - ES1


500.30Edition 35H

C. Nozzle Cooling Oil System

The nozzle cooling oil system is only applied forstationary engines.

D. Limits for Turbocharger Overspeed Alarm(SAH 89)

Remarks to individual Parameters

A. Fuel Oil Pressure, HFO-operation

When operating on HFO, the system pressure mustbe sufficient to depress any tendency to gasificationof the hot fuel.

The system pressure has to be adjusted according tothe fuel oil preheating temperature.

B. Cooling Water Pressure, Alarm Set Points

As the system pressure in case of pump failure willdepend on the height of the expansion tank abovethe engine, the alarm set point has to be adjusted to0.4 bar plus the static pressure.

Engine type 720 rpm 750 rpm 900 rpm

5L23/30H 55,290 55,290 –

6L23/30H 55,290 55,290 42,680

7L23/30H 42,680 42,680 42,680

8L23/30H 42,680 42,680 42,680

Section Description mm. / bar

505

506

507

508

509

510

514

Maximum inner diameter, valve guideFor grinding of valve spindle and valve seat ring(see also working card 505-01.10)Minimum height of valve head, inlet valve and exhaust valve, "H" 1Maximum height of spindle above cylinder head, "H" 2

Piston and piston ring grooves (see working card 506-01.10)Clearance in big-end bearingClearance between connecting rod bush and piston pinMaximum ovalness in big-end bore (without bearing)New cylinder liner, inside diameterMaximum inside diameter cylinder liner, max. ovalness 0.1 mm

Clearance between camshaft and camshaft bearingMaximum clearance between camshaft and camshaft bearingClearance between teeth on intermediate wheel

Valve clearance, Inlet valve (cold engine 15 - 55°C)Valve clearance, Exhaust valve (cold engine 15 - 55°C)Maximum clearance between rocker arm bush and rocker arm shaft

Clearance between pick-up and impulse wheel

Deflection of crankchaft (autolog) (see working card 510-01.00)Clearance between crankshaft and sealing ring, (upper and lower part)Clearance in main bearingClearance in guide bearing (axial)Maximum clearance in guide bearing (axial)

Maximum combustion pressure at full loadIndividual cylinders; admissible deviation from average

A change of the height of the thrust piece spacer ring of 0.10 mmwill change the maximum pressure by1° turning of camshaft gear wheel changes max. pressure by approx

Measurement "X" between thrust piece and roller guide housing

For L23/30H 900 rpm version a pressure of 135 bar measured at theindicator cock correspond to 130 bar in the combustion chamber

Opening pressure of fuel valve

14.25 mm.

5.0 mm.83.3 mm

0.15-0.20 mm0.15-0.25 mm.

0.08 mm.225,000-225,046 mm.

225.50 mm

0.11-0.20 mm0.35 mm

0.2-0.3 mm.

0.50 mm.0.90 mm.0.30 mm.

1 ±0.3 mm

0.30 - 0.40 mm.0,2-0,3 mm

0.15 - 0.44 mm0.8 mm

130 ± 3 bar± 3 bar

1 bar3 bar

5.5 ± 2.5 mm

1.5 mm

320 bar

Data for Pressure and ToleranceDescriptionPage 1 (1)

L23/30H

500.35Edition 15H

03.36 - ES0

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Your Notes :

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0802

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.12

505 Cylinder cover stud (in frame) Stud M48 200 Loctite 243Nut for cylinder cover stud Nut M45 750 Oil / Molykote

(Unimol gl 82)Cooling jacket cylinder cover Screw 22 –

506 Connecting rod (see section 506) MolykoteConnecting rod screw Stud M 33 x 2 (Unimol gl 82)(hydraulic tightening) Nut M 33 x 2 700 –

507 Camshaft assembly Nut M12 85 –Intermediate wheel shaft Nut M 20 x 1.5 250 –Intermediate wheel gear Nut M 12 40 –Gear wheel on camshaft Screw M 12 50 –

508 Housing for valve gear Screw M 12 60 –Valve gear bracket rocker arm Nut M 16 150 –

510 Main bearing stud (in frame) Stud M 48 200 Loctite 243Nut for main bearing stud Nut M 45 x 3 750 Molykote

(Unimol gl 82)Main bearing side screw Screw M 24 300 –Counterweight on crankshaft Screw M 30 x 2 200 –

+ 60° turn

Vibrationdamper on crankshaft Nut M 27 400 –Frame / baseframe Nut M 24 500 –Flywheel mounting (fitted bolt) Nut M 20 x 1.5 140 –Gear rim on flywheel Screw 34 –Gear wheel on crankshaft Nut M 10 40 –

514 Fuel pump distribution piece Screw M 8 25 - 30 –Fuel pump top flange (barrel) Screw M 10 55 - 65 –Fuel pump caviation plugs Plug M 20 x 1.5 100-120 –Fuel pump mounting(bottom flange) Screw M 16 150 –

Fuel valve (nozzle nut) Nut M 26 x 1.5 100 - 120 –Fuel valve mounting Nut M 16 40 –Fuel valve (cap nut) Nut 70 –Fuel valve adjusting (lock nut) Nut 100 –High pressure pipe Nut M 18 x 1.5 40 –

515 Gear wheel on lub. oil pump Nut 300 –

519 Conical elements mountingUpper mounting Screw M 20 150 -Lower mounting Nut M 20 320 –


500.40Edition 08S

L23/30H900 rpm

02.15 - ES0U

Data for Torque Moment

DescriptionSection TorqueNm

Tightening

Thread Pressurebar

Lubricant

Your Notes :

0803

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081019068018055

014,026,038

016

021,104,116

108300019237

181054138

756

381177290

330115242337

114201

L23/30H

505

506

507

508

509

511

512

513

514

515

516

Cylinder Head, complete

Piston, completePiston PinConnecting Rod, complete without bearingCylinder Liner, completeCooling Water Jacket

Camshaft, section

Housing for Roller Guide

Governor, complete

Main Bearing CapGuide Bearing CapFront coverEnd cover, complete

Turbocharger, complete

Intermediate pieceAir CoolerInlet Bend

Air Starter

Fuel Injection PumpFuel Injection ValveFuel Oil Feed Pump

Lubricating Oil PumpThermostatic ValvePrelubricating Oil Pump, incl. el-motorCentrifugal Filter

Thermostatic ValveCooling Water Pump

250

45199510033

29

17

28

7585164179

See specialinstruction

945093

40

15522

45292024

2930

Plate No.Section Item No.

Declaration of Weight

Weight in Kg.Component

97.06 - ES0U

50501-5050250508-50510

5060150601506015061050610

50705

50801

50901

51101511015110251106

512025120351203

51309

514015140251410

51501515035150451515

5160451610

500.45Edition 01H


0802

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Your Notes :

0803

1-0D

/H52

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0802

8-0D

/H52

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4.08

.12

06

04

01

0809

1011

12

0203

05

07

14

13

60601-13HL/V28/32H

Piston and Connecting Rod

91.46 - ES0S

PlatePage 1 (2)

620

619

618

617

616

615

614

613

612

611

610

609

608

607

DescriptionPage 1 (2) Ordering of Spare Parts 500.50

Edition 01H

Whenever spare parts are ordered (or reference ismade in correspondence etc.) the following data mustbe indicated for the particular engine:

1. Name of plant2. Engine type and engine No ----, built by3. Illustration plate number (complete with ed.

figures)4. Item No5. Quantity required (and description)

96.02 - ES2S-G

L23/30H

These data are used by us to ensure supply of thecorrect spare parts for the individual engines, eventhough the spare part illustrations contained in thisbook may not always be in complete accordance withthe individual components of a specific engine.

Note : For ordering of spare parts for governor,turbocharger and alternator, please see special in-struction book for these components.

Information found on each plate:

Plate No. Edition Item No. Qty. (and description)50601 13H 10 10 pcs (Piston ring)

Information found on page 500.15 or on the nameplate on the engine(s):

Example: Name of plant Eng. type Eng. No. Built byDANYARD 5L28/32H 20433 MAN B&W Holeby

0802

8-0D

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Ordering of Spare Parts 500.50Edition 01H

96.02 - ES2S-G

L23/30H


Name of Plant:

Engine type: Engine Number: Built by:

Plate No Ed. No Item No Description Qty

DescriptionPage 1 (1) Service Letters 500.55

Edition 01H

Description

In order to ensure the most efficient, economical, andup-to-date operation of our engines, we regularly sendout "Service Letters", containing first-hand informa-tion regarding accumulated service experience.

The service letters can either deal with specificengine types, or contain general instructions andrecommendations for all engine types, and are usedas a reference when we prepare up-dated instructionbook editions.

Therefore, since new service letters could be of great

96.02 - ES0U-G

L23/30H

importance to the operation of the plant, we recommendthat engine staff to file them to supple-ment therelevant chapters of this instruction book.

0802

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Your Notes :

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Length (m)

1 in (inch) 25.40 mm =0.0254 m

1 ft (foot) = 12 inches 0.3048 m

1 yd (yard) = 3 ft = 36 inches 0.9144 m

1 statute mile = 1760 yds 1609 m

1 n mile (international nautical mile) 1852 m

SI Prefixes

Factor Prefix Symbol Factor Prefix Symbol

1018 exa E 10-1 deci d

1015 peta P 10-2 centi c

1012 tera T 10-3 milli m

109 giga G 10-6 micro m

106 mega M 10-9 nano n

103 kilo k 10-12 pico p

102 hecto h 10-15 femto f

10 deca da 10-18 atto a

Area (m 2)

1 sq. in (square inch) 0.6452 x 10-3 m2

1 sq. ft (square foot) 92.90 x 10-3 m2

Volume (1 m 3 = 1000 l)

1 cub. in (cubic inch) 16.39 x 10-6 m3

1 cub. ft (cubic foot) 28.32 x 10-3 m3 = 28.32 l

1 gallon* (imperial, UK) 4.546 x 10-3 m3 = 4.546 l

1 gallon* (US) 3.785 x 10-3 m3 = 3.785 l

1 barrel (US petroleum barrel) =

42 gallon (US) 0.1590 m3

1 bbl (dry barrel, US) 0.1156 m3

1 register ton = 100 cub. ft 2.832 m3

* 1 gallon = 4 quarts = 8 pints

Velocity, Speed (m/s) (3.6 km/h = 1 m/s)

1 kn (knot) = 1 nautical mile/h 1.852 km/h = 05144 m/s

For other conversions, see table for length

SI Base Units

Quantity Name Symbol

lenght metre m

mass kilogram kg

time second s

electric current ampere A

absolute temperature* kelvin K

amount of substance mole mol

luminous intensity candela cd

* Also named "Thermodynamic temperature"

Supplementary SI Units

Quantity Name Symbol

plane angle radian rad

solid angle steradian sr

Derived Si Units with Special Names

Quantity Name Symbol Expressed in base,supplementary or

derived SI units

frequency hertz Hz 1 Hz = 1 s-1

force newton N 1 N = 1 kg m/s2

pressure, stress pascal Pa 1 Pa = 1 N/m2*

energy, work quantity of heat joule J 1 J = 1 Nm

power watt W 1 W = 1 J/s

electric potential volt V 1 V = 1 W/A

temperature Celcius °C 1°C = 1 k**

* For mechanical stresses N/mm2 is widely used. 1 N/mm2 = 106 N/m2

** t (°C) = T(K) - T0(K), where T0 = 273.15 K

Additional SU Units

Quantity Name Symbol Definition

time minute min 1 min = 60 s

time hour h 1 h = 60 min

plane angle degree ° 1° = (p/180) rad

volume litre l 1 l = 1 dm3

pressure bar bar 1 bar = 105 Pa


500.60Edition 01H

92.16 - ES0U

Conversion Table

L23/30H

Conversion Table

L23/30H

500.60Edition 01H


92.16 - ES0S

Mass (kg)

1 lb (pound mass) = 16 ozs (ounces) 0.4536 kg

1 cwt (UK) (hundredweight) = 112 lbs 50.80 kg

1 long ton (UK) = 20 cwt = 2240 lbs 1.016 metric tons = 1016 kg

1 short ton (UK) = 2000 lbs 0.907 metric tons = 907 kg

1 slug* 14.59 kg

* Unit and mass in the ft-lb-s system

Density

1 lb/cub. ft 16.02 kg/m3

Force (1 kg m/s 2 = 1 N)

1 kp (kilopound)* 9.807 N

1 poundal** 138.3 x 10-3 N

1 lbf (pound force) 4.448 N

* Can occasionally be found stated as kgf (kilogram force).

Standard acceleration of free fall gn = 9.80665 m/s2

** Unit of force in the ft-lb-s system

Pressure(1 N/M2 = 1 Pa, 1 bar = 10 5 Pa, 1 mbar = 10 -3 bar)

1 kp/cm2 = 1 at = 0.9678 atm 98.07 x 103 Pa = 0.9807 bar

1 at = 735.5 mm Hg* = 10 m H2O** (T = 277 K)

750 mm Hg* 105 Pa = 1 bar

1 mm Hg* (T = 273 K) 133.3 Pa = 1.333 mbar

1 mm H2O** (T = 277 K) 10-4 at = 9.807 Pa = 98.07 x 10-3 mbar

1 in Hg* (T = 273 K) 3386 Pa = 33.86 mbar

1 in H2O** (T = 277 K) 249.1 Pa = 2.491 mbar

1 atm (standard atmosphere) = 760 mm Hg, 1.013 x 105 Pa = 1013 mbar

1 atm = 1.033 at

1 lbf/sq.in (psi) 6895 Pa = 68.95 mbar

* Mercury. 1 mm Hg = 1 Torr

Values in Table provided gn = 9.80665 m/s2

** Water column (WC)

Stress ( 1 N/m 2 = 10 -6 N/mm 2)

1 kp/mm2 = 100 kp/cm2 9.807 N/mm2

1 lbf/sq. in (psi) = 0.07031 at 6.895 x 10-3 N/mm2

Dynamic viscosity (N s/m 2)

1 kp s/m2 9.807 N s/m2 = 98.07 P (poise)

1 poundal s/sq.ft 1.488 N s/m2

1 lbf/sq.ft 47.88 N s/m2

poise is a special name taken from the CGS system. 1 P = 0.1 Pa s

1 cP = 1 mPa s = 10-3 Pa s

Kinematic viscosity (m 2/s)

1 sq.ft/s 92.90 x 10-3 m2/s = 92.90 x 103 cSt *

* 1 cSt (centi stokes) = 10-6 m2/s. Stokes is a special name taken from the

CGS system. 1 St = 10-4 m2/s

Energy, Work (1 Nm = 1 J, Wh)

1 cal I.T

* 4.187 J*

1 kpm 9.807 J

1 hph (metric) 2.648 x 106 J = 0.7355 kWh

1 ft. lbf 1.356 J

1 hph (UK, US) 2.685 x 106J = 0.7457 kWh

1 BTU (UK, US) 1.055 x 103J = 1.055 KJ

* Exact value: 4.1868 J

I.T. = International Steam Table

Power (1 kg m 2/s3 = 1 N m/s = 1 J/s = 1 W)

1 kpm/s 9.807 W

1 hp (metric) = 75 kpm/s 735.5 W = 0.7355 kW

1 kcalI.T.

/h 1.163 W

1 ft lbf/s 1.356 W

1 hp (UK, US) = 550 ft.lbf/s 745.7 W

1 BTU/h 0.2931 W

Moment of Force, Torque (kg m 2/s2 = Nm)

Can easily be derived from the above tables.

Moment of Inertia (kg m 2)

1 GD2 (old notation) = 4 x I* kg m2

1 WR2 (old notation)* = 1 x I* kg m2

*I = ò dmr x r2 m

r = mass at the radius r

G = W = mass in kg D = Diameter of gyration

R = Radius of gyration


500.60Edition 01H

92.16 - ES0U

Conversion Table

L23/30H

Specific fuel consumption* (g/kWh)

1 g/hph (metric) 1.360 g/kWh

* See also table for specific fuel oil consumption values

Temperature difference (K)

1 °C (Celsius) 1 K

1 °F (Fahrenheit) 5/9 K

Temperature levels (K) (see "Derived SI Units with specialNames)

t °C (Celsius) tc + 273.15 = K

t°F (Fahrenheit) 5/9(tf - 32) + 273.15 = K

Celsius from Fahrenheit: tc = 5/9(t

f - 32)

Fahrenheit from Celcius: tf = 9/5 x tc + 32

Specific heat capacity (J/(kg K))

1 kcalI.T.

/(kg x °C) 4.187 x 103 J/(kg K)1 BTU*/(lb x °F) = 1 kcal

I.T. /(kg °C) 4.187 x 103 J/(kg K)

* British Thermal Unit (see table for energy conversions)

Heat conductance (W/(m K))

1 calI.T.

/(cm x s x °C) 418.7 W/(m K)1 kcal

I.T./(m x h x °C) 1.163 W/(m K)

1 BTU*/(ft x h x °F) 1.731 W/(m K)

* British Thermal Unit (see table for energy conversions)

Heat transmittion (W/(m 2 K))

1 calI.T.

/(cm x s x °C) 41.87 x 103 W/(m2 K)1 kcal

I.T./(m" x h x °C) 1.163 W/(m2 K)

1 BTU*/(ft2 x h x °F 5.678 W/(m2 K)

Some physical data in SI unitsNomenciaturet = temp. in °C DK = temperature differencer = density in kg/m3 Cp = heat capacity in J/(kg DK)

t �r Cp

t Cp

range

Water 18 999 4.18 x 103

Lubricating oil (approx.)* 15 900 1.96 x 103

Atmosphereric air (dry) (p= 1 bar) 0 1.276 998 0-150 1005Exhaust gas 200-400 1080

* Viscosity: 100-140 cSt at 40°C750 mm Hg = 1 bar = 105 Pa

1 atm (standard pressure at sealevel) = 760 mm Hg = 1013 mbarGas constant for air and exhaust gas = 287 J/(kg x K)Water, heat of evaporation 100°C 1.013 bar 2.256 x 106 J/kgFuel oil. Lower caloric value 41-43 x 106 J/kgISO 3046/1-1986 standard reference fuel 43 x 106 J/kg

Diesel engine reference fuel (see below)

Specific fuel oil consumption (SFOC)

Reference conditionsSpecific fuel oil consumption values refer to brake power, and the followingreference conditions:

Reference Conditions (ISO)

Blower inlet temperature 25°C 298 KBlower inlet pressure 1000 mbarCharge air coolant temperature 25°C 298 KFuel oil lower calorific value (10200 kcal/kg) 42707 kJ/kgk

Your Notes :

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DescriptionPage 1 (3) Basic Symbols for Piping

L23/30H

96.02 - ES0S-G

1.1

1.2

1.3

1.4

1.5

1.6

1.7

1.8

No. Symbol Symbol designation

1. GENERAL CONVENTIONAL SYMBOLS

2. PIPES AND PIPE JOINT

2.1

2.2

2.3

2.4

2.5

2.6

2.7

2.8

2.9

2.10

2.11

2.12

2.13

2.14

2.15

2.16

2.17

2.18.

2.19

No. Symbol Symbol designation

3. VALVES, GATE VALVES, COCKS AND FLAPS

3.1

3.2

3.3

3.4

3.5

3.6

3.7

3.8

3.9

3.10

3.11

3.12

3.13

3.14

3.15

3.16

Pipe

Pipe with indication of direction of flow

Valves, gate valves, cocks and flaps

Appliances

Indicating and measuring instruments

High pressured pipe

Tracing

Crossing pipes, not connected

Crossing pipe, connected

Tee pipe

Flexible pipe

Expansion pipe (corrugated) general

Joint, screwed

Joint, flanged

Joint, sleeve

Joint, quick-releasing

Expansion joint with gland

Expansion pipe

Cap nut

Blank flange

Spectacle flange

Orifice

Orifice

Loop expansion joint

Snap-coupling

Pneumatic flow or exhaust to atmosphere

Valve, straight through

Valve, angle

Valve, three-way

Non-return valve (flap), straight

Non-return valve (flap), angle

Non-return valve (flap), straight screw

down

Non-return valve (flap), angle, screw

down

Safety valve

Angle safety valve

Self-closing valve

Quick-opening valve

Quick-closing valve

Regulating valve

Ball valve (-cock)

Enclosure for several components as-sembled in one unit

500.65Edition 01H

DescriptionPage 2 (3)Basic Symbols for Piping

L23/30H

96.02 - ES0S-G

No. Symbol Symbol designation No. Symbol Symbol designation

3.17

3.18

3.19

3.20

3.21

3.22

3.23

3.24

3.25

3.26

3.27

3.28

3.29

3.30

3.31

3.32

3.33

3.34

3.35

3.36

3.37

3.38

3.39

Butterfly valve

Gate valve

Double-seated change-over valve

Suction valve chest

Suction valve chest with non-return

valves

Double-seated change-over valve,

straight

Double-seated change-over valve, angle

Cock, straight through

Cock, angle

Cock, three-way, L-port in plug

Cock, three-way T-port in plug

Cock, four-way, straight through in plug

Cock with bottom connection

Cock, straight through, with bottom conn.

Cock, angle, with bottom connection

Cock, three-way with bottom connection

Thermostatic valve

Valve with test flange

3-way valve with remote control

(actuator)

Non-return valve (air)

3/2 spring return valve, normally closed

2/2 spring return valve, normally closed

4. CONTROL AND REGULATION PARTS

Han-operated

Remote control

Spring

Mass

Float

Piston

Membrane

Electric motor

Electro-magnetic

Manual (at pneumatic valves)

Push button

Spring

Solenoid

Solenoid and pilot directional valve

By plunger or tracer

4.1

4.2

4.3

4.4

4.5

4.6

4.7

4.8

4.9

4.10

4.11

4.12

4.13

4.14

4.15

5. APPLIANCES

5.1

5.2

5.3

5.4

5.5

5.6

Mudbox

Filter or strainer

Magnetic filter

Separator

Steam trap

Centrifugal pumpOn/off valve controlled by solenoid andpilot directional valve and with springreturn

500.65Edition 01H

DescriptionPage 3 (3) Basic Symbols for Piping

L23/30H

96.02 - ES0S-G

No. Symbol Symbol designation No. Symbol Symbol designation

Gear or screw pump

Hand pump (bucket)

Ejector

Various accessories (text to be added)

Piston pump

Heat exchanger

Electric preheater

Air filter

Air filter with manual control

Air filter with automatic drain

Water trap with manual control

Air lubricator

Silencer

Single acting cylinder with spring returned

Double acting cylinder with spring

returned

Steam trap

5.7

5.8

5.9

5.10

5.11

5.12

5.13

5.14

5.15

5.16

5.17

5.18

5.19

5.20

5.21

5.22

5.23

7. READING INSTR. WITH ORDINARY DESIGNATIONS

7.1

7.2

7.3

7.4

7.5

Sight flow indicator

Observation glass

Level indicator

Distance level indicator

Recorder

6. FITTINGS

6.1

6.2

6.3

6.4

6.5

6.6

6.7

6.8

6.9

Funnel / waste tray

Drain

Waste tray

Waste tray with plug

Turbocharger

Fuel oil pump

Bearing

Water Jacket

Overspeed device

Fixed capacity pneumatic motor with ondirection of flow

500.65Edition 01H

Your Notes :

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L23/30HDescription

501.01 (01H)501.05 (01H)501.10 (01H)501.15 (02H)

Working Card

Plates

Operation of EngineIndexPage 1(1) 501

Starting-up after out of service periods ----------------------------------------------------Out of service -------------------------------------------------------------------------------------Operating ------------------------------------------------------------------------------------------

Guidelines for longterm low-load operation on HFO ------------------------------------

STX Engine

Your Notes :

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DescriptionPage 1 (2) Operating 501.01

Edition 01H

96.02 - ES0U-G

L23/30H

4. Check the pressure in the starting air receiver(s)and open the starting air supply (blow-off water, if any,and drain the starting air system before opening.

5. Regulating gear - please check:

- that all fuel pumps are set at index "0" when theregulating shaft are in STOP position.

- that each fuel pump can be pressed by hand tofull index when the regulating shaft are in STOPposition, and that the pumps return automatically tothe "0" index when the hand is removed.

- that the spring-loaded pull rod is workingcorrectly.

- that the stop cylinder for regulating the shaftworks properly, both when stopping normally and atoverspeed and shut down.

- that testing is made by simulating thesesituations.

6. Open the indicator valves and turn the enginesome few revolutions, check that no liquid is flowingout from any of the indicator valves during the turning.

Slow-turning must always be carried out, before theengine is started after prolonged out of-service pe-riods and after overhauls, which may involve a risk ofliquid having collected in the cylinders.

7. Close the indicator valves.

8. Disengage the turning gear, if fitted. Check thatit is locked in the "OUT" position.

Starting

1. Start the engine by activating the start buttom.

2. Check the lubricating oil pressure, cooling waterpressure, fuel oil feed pressure. Check that theprelubricating oil pump is stopped.

3. Check that all alarms are connected.

See also "checks after starting-up".

Preparations for Starting

The following describes what to do before starting,when the engine has been out of service for a longerperiod of time, or if major overhauls have been made.

1. Check the oil level in the base frame (or in thelub. oil tank, if the engine is with dry sump), airlubricator and in the govenor.

Start-up the prelubricating pump.

The engine shall be prelubricated at least 2 minutesprior to start.

Check oil pressures before and after the filter.

2. Open the cooling water supply, start separatecooling water pumps where installed, and check thecooling water pressure.

Note : To avoid shock effects owing to large tempe-rature fluctuations just after the start, it is recom-mended:

a) to preheat the engine. Cooling water of at least60 °C should be circulated through the frame andcylinder head for at least 2 hours before start:

- either by means of cooling water from engineswhich are running or by means of a built-in preheater(if installed).

or

b) When starting without preheated cooling water,the engine must only be started on MDO (Ma-rineDiesel Oil).

The engine should not be run up to more than 50%load to begin with, and the increase to 100% shouldtake place gradually over 5 to 10 minutes.

Note : When starting on HFO (Heavy Fuel Oil), onlyitem "a" applies.

3. Open the fuel oil supply to the feed pump.

Starting on HFO: circulate preheated fuel through thepumps until correct working temperatures have beenobtained. This normally takes 30-60 minutes.

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Operating DescriptionPage 2 (2)

501.01Edition 01H

Testing during Running

When the engine is running, the planned maintenanceprogramme and the following should be checked:

1. The lubricating oil pressure must be within thestated limits and must not fall below the statedminimum pressure. The paper filter cartridges mustbe replaced before the pressure drop across the filterreaches the stated maximum value, or the pressureafter the filter has fallen below the stated minimumvalue. Dirty filter cartridges cannot be cleaned for re-use.

2. The lubricating oil temperature must be keptwithin the stated limits indicated on the data sheet.

3. The fuel oil pressure must be kept at the statedvalue, and the filter must be cleaned before thepressure drop across the filter reaches the statedmaximum value.

4. The cylinder cooling water temperature must bekept within the limits indicated and the temperaturerise across the engine should not exceed 10°C.

5. The cooling water temperature at the chargingair cooler inlet should be kept as low as possible;however, not as low as to produce condensation waterin the charging air space.

Adjustment takes place in the external system out-side the engine, and the amount of cooling water mustbe adjusted so that the temperature rise across thecharging air cooler is 3 - 5 °C.

6. The exhaust gases should be free from smokeat all loads. For normal exhaust temperatures, see thetest report from shop and sea trials.

7. Keep the charging air pressure and tempera-ture under control. For normal values, see the testreport from shop and sea trials.

8. Recharge the starting air receivers when thepressure has dropped to about 20 bar. Stop rechar-ging at 30 bar.

9. To ensure full operational liability, the conditionof the engine should be continuously observed inorder for preventive maintenance work to be carriedout before serious breakdowns occur.

Stopping

1. Before stopping, it is recommended to run theengine at reduced load, or to idle for about 5 minutesfor cooling-down purposes.

2. The engine is stopped by keeping the fuel pumpdelivery rate at "0", by turning the "load- limit" knob onthe governor to "0", or by activating the remotestopping device.

Start and Stop on HFO

Start and stop of the engine should take place on HFOin order to prevent any incompatibility problems bychange-over to MDO.

MDO should only be used in connection with main-tenance work on the engine or longer periods of enginestandstill.

Before starting on HFO the engine must be properlypreheated as described in "Preparations for Starting"and as described below.

Stopping the engine on HFO is no problem, but itshould be ensured that the temperature of fuel pipesare not reduced to a level below the pour point of thefuel, otherwise, reestabilishing of the circulation mightcause problems.

Starting on MDO

For starting on MDO there are no restrictions exceptlubricating oil viscosity may not be higher than 1500cSt (5° C SAE 30, or 10° C SAE 40).

Initial ignition may be difficult if the engine andambient temperatures are lower than 5° C and 15° Ccooling water temperature.

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Out of Servic e 501.05Edition 01H

L23/30H


1. Stand-by Engines

During engine standstill in stand-by position the me-dia cooling water and fuel oil should be continuouslycirculated at temperatures similar to the operationconditions.

The engine shall be prelubricated 2 minutes prior tostart, if there is not intermittent or continuous prelub-ricating installed. intermittent prelub. is 2 min every 10minutes.

2. Maintenance during Standstill

In periods during stand-still of the engine (not in stand-by position) it is recommended to start the prelub-ricating oil pump minimum 10 minutes once everyweek and totum the engine during the prelubricatingperiod by 2-3 revolutions.

3. Laid-up Vessels

During the lay-up period (and also when laying-up thevessel) we recommend that our special instructionsfor preservation of the engines are followed.

4. Work before Major Repairs

4.1 After stopping the engine, while the oil is stillwarm, start the el-driven prelub. pump, open up thecrankcase and camshaft housings and check that theoil is flowing freely from all bearings. Also, take off thetop covers on the cylinder heads and make sure thatoil is not supplied for lubrication of rocker arms, asnon-return valves are fitted which do not open until theoil pressure at the inlet to the rocker arms exceeds 1bar.

After overhaul of pistons, bearings, etc. this checkshould be repeated before starting the engine.

4.2. After stopping the prelub. pump, check thebottom of the oil sump for fragments of babbitt frombearings

4.3. Open up all filters to check that filter elementsare intact. Filter cartridges in the lub. oil filter is to bereplaced before start, after repair, or after excessivedifferential pressure. After removal, dirty elementscan be examined for particles of bearing metal at thebottom of the paper lamella. (the elements can not beused again).

4.4. Check the cylinder walls.

4.5. Take deflection measurements of the crank-shaft.

4.6. A lubricating oil sample should be sent to alaboratory for immediate analysis.

4.7. Drain plugs are unscrewed from the bottom ofturbochargers, or the drain cock is opened. If drainfacilities are installed in the exhaust gas system thisshould be opened.

5. Work during Repairs

The following should be made during major repairs.

5.1. Retighten all bolts and nuts in the crankcaseand check their locking devices. Also, retightenfoundation bolts.

5.2. Check the various gear wheel drives for thecamshaft(s).

5.3. Remedy leakages of water and oil in the engine,and blow through blocked-up drain pipes.

5.4. Drain starting air pipes of water.

5.5. Empty the oil sump of lubricating oil and removethe sludge, if not done within a period of one year.Clean the sump very thoroughly and subsequentlycoat with clean lubricating oil.

6. Work after Repairs

6.1. If an opening-up of engine or lubricating oilsystem may have caused ingress of impurities,cleaning should be carried out very carefully beforestarting the engine.

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DescriptionPage 2 (2)Out of Service501.05

Edition 01H

The differential pressure across the lub. oil filter mustbe watched very carefully after cleaning and starting-up the engine. Be sure to replace filter cartridges indue time.

6.2. After restoring normal lubricating oil circulation,turn the engine at least two revolutions by means ofthe turning rod to check the movability of the relevantparts of the engine.

6.3. Close the drain cocks in the turbocharger (or inthe exhaust gas system, if mounted).

6.4. Lubricate thebearings and rod connections inthe manoeuvring gear. Disconnect the governor andmove the rod connections by hand to check that thefriction in bearings and fuel pumps is sufficiently low.If repair of bearings or alignment of engine has beenmade, check no 1, 2, and 5 should be repated.

6.5. Checks to be made just before starting of theengine are mentioned under 501.01.

6.6. Add cooling water and check the leakage pres-sure system on at the upper and lower cy-linder linersealings and at cooling water connections.

6.7. Check the governor as follows:Start up the engine and run it at the synchronousnumber of revolutions.

6.7 a) Speed-setting: Before switching-in the al-ternator on the switchboard please check that theservomotor adjusts the rpm with a suitable quicknessafter actuation of the synchronizer knob on the switch-board. The range from - 5% to + 5% from the syn-chronous rpm should be tested.

6.7 b) Adjustment speed: Switch-in the alternatoron the switchboard and set the load to about 40%. Onreaching normal oil temperatures in governor andengine, increase the load instantly to about 80% (bystarting the major pump or compressor). This mustnot cause the frequency to fall by more than some8%, and the engine must return to a constant no rpmafter about 3 seconds (although this rpm will be a littlelower than before owing to the speed droop ofthe governor). If the engine is operated in parallel withother engines, an even sharing of load shall beestablished within about 3 seconds. If the governorreacts too slowly, compensating adjustment is ef-fected as indicated in Woodward's instruction manual(Compensating Adjustment).

Note : It is a condition for this test that the engine andturbocharger are in perfect operating condition, sothat possible sources of error immediately can beeliminated

6.7 c) Hunting: Run the engine at synchronousrpm, and without load. Provided the governor oil iswarm, the regulating lever must not perform any majorperiodical movments, and neither must there be anyvariation in the engine speed. If that is the case,repeat the compensating adjustment according toWoodward's instruction manual.

6.7 d) Speed droop: in case of unsatisfactory loadsharing between two ore more engines this can berectified by increasing the speed droop of the enginethat is subject to the greatest load (or by reducing thesetting of the other engines).

The setting should not normally be increased beyond70 on the scale, and satisfactory parallel operationcan generally be obtained at settings between 40 and60.

96.02 - ES0U-G

DescriptionPage 1 (1) Starting-up after Out of Service Periods 501.10

Edition 01H

96.30 - ES0U-G

L23/30H

The following enumerate checks are to be madeimmediately after starting, during load increase, andduring normal running.

In the following it is assumed that the engine hasbeen out of service for some time, for instance dueto repairs and that checks during out of serviceperiods have been carried out as described in theprevious chapter.

When starting after such an out-of-service period,the following checks must be made in the statedorder in addition to normal surveillance and recor-ding.

1. To be Checked immediately after Starting :

1.1. Check that the turbocharger is running.

1.2. Check that the lubricating oil pressure is inorder.

1.3. Check that all cylinders are firing (see exhausttemperatures).

1.4. Check that everyting is normal for the enginespeed, fuel oil, cooling water and system oil.

1.5. Check by simulation of the overspeed shut-down device that the engine stops. The overspeedsetting should be according to " Set Points andOperation Data " section 500.

2. To be Checked during Starting-up, butonly if Required after Repairs or Alterations :

2.1. If the condition of the machinery is not well-known, especially after repairs or alterations, the"feel-over sequence" should always be followed,i.e.:

After 5-15 and 30 minutes' idle running, open thecrankcase and the camshaft housing and performfeel-over on the surfaces of all moving parts wherefriction may arise and cause undue heating.

Feel: Main, crankpin, (alternator), and camshaftbearings, piston pins, cylinder liners, roller guidesand gear wheels.

After the last feel-over, repeat check 4 page 501.05,see also Ignition in Crankcase page 503.04 insection 503.

After repair or renewal of cylinder liners, piston ringsor bearings, allowance must be made for a running-in period, i.e. the engine load should be increasedgradually as indicated in the tables below. Theengine output is determined on the basis of the fuelindex and the load on the electric switchboard. Theturbocharger speed gives some indication of theengine output, but is not directly proportional to theoutput throughout the service period.

Begin the starting-up sequence at a reduced enginespeed, e.g. 400 rpm, until it can be known for certainthat there are no hot spots in the engine. Then,increase the speed to the normal rpm and connect tothe switchboard and put on load.

The load increase during the starting-up sequencemay, for instance, be:

25 % load for 2 hours 50 % load for 2 hours 75 % load for 2 hours100 % load may be put on.

The pump index indicated in the tables has beengiven as a percentage of the index at full load. Toenable the index to be read directly off the fuelpumps, the following formula can be employed:

I = I% x IF

100

IF

= Index at full load (from testbed table)

I% = Index expressed as % of full load index(stated in the preceding starting-upsequence).

Following the alteration of the pump index of the oneor two cylinders concerned it must be checked thatwhen in STOP position the governor is able to moveall the fuel pumps to an average pump index notexceeding 2 or 3.

After completing the starting-up sequence, makesure that all fuel pumps are set at the same index andthat the governor can cause all fuel pumps to moveto "0" index.

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DescriptionPage 1 (1) Guidelines for Longterm Low-Load Operation on HFO

General

00.11 - ES1

Part load/low load operation

In certain ship operation situations the diesel-gen-erator sets are sometimes exposed to part load/lowload operation.

During manoeuvring all diesel-generator sets areoften started up for safety reasons, resulting in lowload conditions for all sets.

During harbour stay even one diesel-generator run-ning could be lowloaded when hotel purposes arethe only electricity consumers.

At part load/low load it is important to maintainconstant media temperatures, i.e. for cooling water,lubricating oil and fuel oil, in order to ensure ad-equate combustion chamber temperature and thuscomplete combustion.

At loads lower than 20% MCR there is risk of timede-pendant retardation of the engine performance con-dition due to fouling of gas- and air channels, com-bustion chambers and the turbocharger.

HFO-operation at loads lower than 20% MCR shouldtherefore only take place within certain time limita-tions according to the curves.

After a certain period of HFO-operation at a loadlower than 20% MCR, a change to MDO should takeplace in order to prevent further retardation of theengine performance condition, or the engine loadshould over a period of 15 minutes be raised to 70%MCR and maintained here for a certain period of timein order to burn off the carbon deposits, thus reestab-lishing adequate performance condition. After such"cleanburning period" low-load operation on HFOcan be continued.

However the operator must be aware of the fact thatfouwling in the air inlet channels, if any, will not becleaned with high load running. Extensive low-loadrunning can therefore result in necessity off manualcleaning of the inlet channels.

If special application conditions demand continuousHFO-operation at loads lower than 20% MCR. andoccasionally performed "clean-burning" periods areinconvenient or impossible, special equipment andarrangements must be established.

501.15Edition 02H

Fig 1 Low-load operation.

Example: a) with 10% load 19 hours maximum operation on HFO admissible, then change-over to MDOor b) operate engine for approx. 1.2 hours with 70% rating minimum, in order to burn off residues.

Afterwards low load operation on HFO can be continued.

20

15

10

5

Load %

a

a b

b

Operating period (h) Operating period (h)

Necessary operating periodwith min. 70% load after low-load operation on HFO.

Running-up period to 70%load: approx. 15 min.

70% loadHFO or MDO

Admissible low-load operation(load percent/period) on HFO.

Your Notes :

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L23/30HDescription

502. 01 (01H)502. 02 (01H)502. 05 (01H)

Working Card

502- 01 .00 (01H)

Plates

502

Condensate amount ----------------------------------------------------------------------------Evaluation of readings regarding combustion condition -------------------------------Engine performance and condition ----------------------------------------------------------

Engine performance data ----------------------------------------------------------------------

Engine Performance and ConditionIndexPage 1(1)

STX Engine

Your Notes :

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Engine Performance and Condition

L23/30H

Performance Data and Engine Condition

During operation small alterations of the enginecondition continuously take place as a result ofcombustion, including fouling of airways and gasways,formation of deposits, wear, corrosion, etc. Ifcontinuously recorded, these alterations of thecondition can give valuable information about theoperational and maintenance condition of the engine.Continual observations can contribute to forming aprecise and valuable basis for evaluation of theoptimal operation and maintenance programmes forthe individual plant.

We recommend taking weekly records of the mostimportant performance data of the engine plant. Duringrecording (working card 502-01.00 can be used), theobservations are to be continually compared in orderto ascertain alterations at an early stage and beforethese exert any appreciable influence on the operationof the plant.

As a reference condition for the performance data, thetestbed measurements of the engine or possibly themeasurements taken during the sea trial at the deliveryof the ship can be used. If considerable deviationsfrom the normal condition are observed, it will, in amajority of cases, be possible to diagnose the causeof such deviations by means of a total evaluation anda set of measurements, after which possibleadjustment/overhauls can be decided and planned.

Evaluation of Performance Data

For example, fouling of the air side of the air cooler willmanifest itself in an increasing pressure drop, lowercharge air pressure and an increased exhausttemperature level (with consequential influence onthe overhaul intervals for the exhaust valves).

Fouling of the turbine side of the turbocharger will, inits first phase, manifest itself in increasing turbochargerrevolutions on account of increased gas velocitythrough the narrowed nozzle ring area. In the long run,the charging air quantity will decrease on account ofthe greater flow resistance through the nozzle ring,resulting in higher wall temperatures in the combustionchambers.

502.01Edition 01H

96.20 - ES0U-G

An increase of charge air temperature involves acorresponding increase of the exhaust gas temperaturelevel in a ratio of about 1:1.5, i.e. 1°C higher charge airtemperature causes about 1.5°C higher exhaust gastemperature.

Reduction of the charge air pressure results in acorresponding reduction of the compression pressureand max. combustion pressure. When checking themax. pressure adjustment of the engine, it is thereforeto be ensured that the existing charge air pressure iscorrect.

The injected amount of fuel is equivalent to suppliedenergy and is thus an expression of the load and meanpressure of the engine. The fuel pump index cantherefore be assumed to be proportional to the meanpressure. Consequently, it can be assumed that theconnected values of the pump index are proportionalto the load.

The specific fuel consumption, SFOC (measured byweight) will, on the whole, remain unaltered whetherthe engine is operating on HFO or on MDO, whenconsidering the difference in calorimetric combustionvalue. However, when operation on HFO, thecombination of density and calorific value may resultin an alteration of up to 6% in the volumetricconsumption at a given load. This will result in acorresponding alteration in the fuel pump index, andregard should be paid to this when adjusting theoverload preventative device of the engine.

Abrasive particles in the fuel oil result in wear of fuelpumps and fuel valve nozzles. Effective treatment ofthe fuel oil in the purifier can limit the content ofabrasive particles to a minimum. Worn fuel pumps willresult in an increase of the index on account of anincreased loss in the pumps due to leakage.

When evaluating operational results, a distinction isto be made between alterations which affect the wholeengine (all cylinder units) and alterations which occurin only one or a few cylinders. Deviations occuring fora few cylinders are, as a rule, caused by malfunctioningof individual components, for example, a fuel valvewith a too low opening pressure, blocked nozzleholes, wear, or other defects, an inlet or exhaust valvewith wrongly adjusted clearance, burned valve seatetc.

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L23/30H

502.01Edition 01H


96.20 - ES0U-G

The operational observations supplemented by thedaily routine monitoring contribute to ensuring thatfaulty adjustments and other deviations in theperformance of individual components are observedin time to avoid operational disturbances and so thatnormal routine overhauls can be carried out asscheduled.

If abnormal or incomprehensible deviations in theoperation are recorded, expert assistance for theevaluation of these should be obtained.

Turbochargers

Service experience has shown that the turbine side isexposed to increased fouling when operating on HFO.

The rate of fouling and thereby the influence on theoperation of the engine is greatest for smallturbochargers where the flow openings between theguide vanes of the nozzle ring are relatively small.Deposits especially occur on the guide vanes of thenozzle ring and on the rotor blades. In the long run,fouling will reduce the efficiency of the turbochargerand thereby also the quantity of air supplied for thecombustion of the engine. A reduced quantity of airwill result in higher wall temperatures in the combustionspaces of the engine.

Detailed information and instructions regarding waterwashing of the turbocharger are given in the section512.

Fuel Valves

Assuming that the fuel oil is effectively purified andthat the engine is well maintained, the operationalconditions for the fuel valves and the overhaul intervalswill not normally be essentially altered when operatingon HFO.

If, for any reason, the surface temperature of the fuelvalve nozzle is lower than the condensationtemperature of sulphuric acid, sulphuric acidcondensate can form and corrosion take place (coldcorrosion). The formation of sulphuric acid furtherdepends on the sulphur content in the fuel oil.

Normally, the fuel nozzle temperature will be higherthan the approx. 180°C, at which cold corrosion startsto occur.

Abrasive particles in the fuel oil involve a heavier wearof the fuel valve needle, seat, and fuel nozzle holes.Therefore, abrasive particles are, to the greatestpossible extent, to be removed at the purification.

Exhaust Valves

The overhaul intervals of exhaust valves is one of thekey parameters when reliability of the entire engine isto be judged. Operation on HFO has a negative effecton these intervals. The performance of the exhaustvalves is therefore extremely informative.

Especially under favourable conditions, fuel qualitieswith a high vanadium and sodium content will promoteburning of the valve seats. Combinations of vanadiumand sodium oxides with a corrosive effect will beformed during the combustion. This adhesive ashmay, especially in the case of increased valvetemperatures, form deposits on the seats. Anincreasing sodium content will reduce the meltingpoint and thereby the adhesive temperature for theash, which will involve a greater risk for deposits. Thiscondition will be especially unfavourable when theweight ratio Na increases beyond 1:3.

Va

The exhaust valve temperature depends on the actualmaintenance condition and the load of the engine.With correct maintenance, the valve temperature iskept at a satisfactory low level at all loads. The airsupply to the engine (turbocharger/air cooler) and themaximum pressure adjustment are key parameters inthis connection.

It is important for the functioning of the valves that thevalve seats are overhauled correctly in accordancewith our instructions.

The use of rotocaps ensures a uniform distribution oftemperature on the valves.

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L23/30H

502.01Edition 01H

96.20 - ES0U-G

Air Inlet Valves

The operational conditions of the air inlet valves arenot substantially altered when using residual fuel.

Fuel Pumps

Assuming effective purification of the fuel oil, theoperation of the fuel pumps will not be very muchaffected.

The occurrence of increasing abrasive wear of plungerand barrel can be a consequence of insufficientpurification of the fuel oil, especially if using a fuelwhich contains residues from catalytic cracking.Water in the fuel oil involves an increased risk ofcavitation in connection with pressure impulsesoccurring at the cutting-off of the fuel pump. A fuelwith a high asphalt content has deteriorating lubricatingproperties and can, in extreme cases, result in stickingof the fuel pump plungers.

Engine Room Ventilation, Exhaust System

Good ventilation of the engine room and a suitablelocation of the fresh air intake on the deck areimportant. Seawater in the intake air might involvecorrosive attack and influence the overhaul intervalsfor the exhaust valves.

The fresh air supply (ventilation) to the engine room isto correspond to approximately 1.5 times the airconsumption of the engines and possible boilers inoperation. Sub-pressure in the engine room will involvean increased exhaust temperature level.

The exhaust back-pressure measured after theturbochargers at full load should not exceed 250-300mm water gauge. An increase of the exhaust back-pressure will also involve an increased exhaust valvetemperature level.

Your Notes :

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L23/30H

502.02Edition 01H

92.03 - ES0S-G

Evaluation of Readings RegardingCombustion Condition

T

T

TEMP. DIFFERENCE

TOO LARGE

Water flow too small

TEMP. DIFFERENCE

TOO LARGE

Air cooler fouled.

Pcomp and Pmax are measured by means

of max. pressure gauge.

Pcomp too low: Leaky combustion chamber,

charging air pressure too low.

Pmax too low:

P comp too low, ignition too late.

See also:

Engine Performanceand condition 501.01

ALL CYLINDERS

Exhaust temp. increasing:

Air system fouled

(Air filter-blower-cooler).

Exhaust system fouled

(nozzle ring, turbine wheel).

PRESSURE DROP

INCREASING

(limit 50%)

Air side of

cooler fouled.

PRESSURE DROP

INCREASING

(limit 50%)

Air filters

fouled.

DECREASING CHARGE AIR

PRESSURE:

Decreasing air amount.

Fouled turbocharger,

air filter or charge

air cooler (air side).

ONE CYLINDER

Exhaust temp. in-

creasing: Fuel valve

needs overhaul.

Compression too low

owing to leakage of

exhaust valve or piston

ring blow-by.

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30

3010

40

4020

50

50

60

60

70

70

0

0.02

0.04

0.06

0.08

0.10

Ambient air temperature (1 bar)

Relativeair humidity

Wat

erco

nten

tof

air

inkg

wat

er/

kgai

r

Cha

rge

air

pres

sure

(Abo

veat

mos

pher

ic)

Pre

ssur

ein

air

tank

Charge air temperature after cooler.Air temperature in tank.

2.0

bar

3.0

bar

Ι

ΙΙ

ΙΙΙ

Max. water contentof atmosphere

100%90

%80

%

70%

60%

A B

30 bar

1.0

bar

Fig. 1. Nomogram for calculation of condensate amount.

General

There is always a certain amount of water in air. Whenthe air is saturated with aqueous vapour, the humidityis said to be 100% and there is as much water in theair as it can absorb without condensing. The amountof water in kg/kg air can be found from the diagram.The ability to absorb the water depends on thepressure and temperature of the air.

Amount of Condensation Water in The Charge AirReceiver

Both higher pressure and lower temperature reducethe ability to absorb water. A turbocharged dieselengine takes air from outside, compresses and coolsthe air. Then, normally, the air cannot absorb thesame amount of water as before.

Condensate Amount

L23/30H

Condensation of water in the engine's charge airreceiver is consequently dependent on the humidityand the temperature of the ambient air. To find out ifcondensation in the charge air receiver will occur thediagram can be used.

Example:

6L23/30H, 720 rpm (P) 780 kWAmbient air condition:

air temperature 35 °Crelative air humidity 90 %

Charge air temperature 50 °CCharge air pressure 2.6 bar

As a guidance, an air consumption of 8.2 kg/kWh (Le)at full load can be used for MAN B&W DieselA/S, Holeby engines.

502.05Edition 01H


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The volume of condensate in the air tank is determin-ed by means of the curve at the bottom to the right ofthe diagram, representing an operating pressure of 30bar.

Example:

Amount of condensate in air tank.

Volumetric capacity of tank(V) 4000 dm³Temperature in tank (T) 40 °C=313KInternal press. of tank (p) 30 bar

= 31 x 105 N/m²(abs.)Gas constant for air (R) 287 Nm/kg.KAmbient air temperature 35 °CRelative air humidity 90 %Weight of air in tank

m = = = 138 kg

Solution acc. to above diagram:

Water content of air (l) 0.033 kg/kgMax. water cont. of air (lll) 0.0015 kg/kg

Amount of condensate in air tank

= (I - III) x m.= (0.033 - 0.0015) x 138 = 4.35 kg.

p x V 31 x 105 x 4R x T 287 x 313

Condensate Amount

L23/30H

Solution according to diagram:

Water content of air (l) 0.033 kg/kgMax. water cont. of air (ll) 0.021 kg/kg

Amount of condensate in charge air receiver.

= (l - ll) x le x P= (0.033 - 0.021) x 8.2 x 780 = 76,8 kg/h

Draining of Condensation Water

This phenomenon will occur on all turbochargedengines. For MAN B&W Holeby 4-stroke engines,there is no risk with a small amount of water in thecharge air receiver. But if the charge air receiver isfilled with water, there is a risk of getting water into thecylinder. This water has to be drained away. Asstandard a valve is mounted on the charge air receiv-er/cooler on the engine. This valve is to be used fordraining of the water. If there is a great amount, thevalve can be left half-open. If the amount is small, thecharge air receiver can be drained periodically.

Amount of Condensate Water in Air Tanks

502.05Edition 01H


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Safety precautions:

Stopped engineShut-off starting airShut-off cooling waterShut-off fuel oilShut-off cooling oilStopped lub. oil circul.

Description:

Measuring of engine performance data.

Starting position:

Engine is running.

Related procedure:

Man power:

Working time : ½ hourCapacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)Data for torque moment (Page 500.40)Declaration of weight (Page 500.45)

L23/30H

Special tools:

Plate no. Item no. Note.

52005-01 109 Max. pressureindicator

Hand tools:

Replacement and wearing parts:

Plate no. Item no. Qty. /

502-01.00Edition 01H

Engine Performance DataWorking CardPage 1 (4)

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Engine Performance Data Working CardPage 2 (4)

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M/V Engine Type Engine No Date/Year Hour Total EngineRunning Hours 1 2 3 4 5 6

Engine Performance Data

Engine RPM Fuel Type Turbocharger TurbochargerVisc. Density Type Serial No RPM 7 8 9 10

SwitchboardEffect (kW) Voltage (V) Current (A) cos j /kVAr

11 12 13 14

15 Cylinder No. 1 2 3 4 5 6 7 8 9 16

17 Fuel Pump Index

18 Maximum Pressure (bar)

19 Compress. Pressure (bar)

20 Exhaust Temp. (° C)

21 Cooling Water (°C)

Cylinder DataAve-rage

AB

AB

AB

AB

AB

Temp. inlet blower (° C) Pressure before blower (mmWC) Temp. after blower (° C)

Turbocharger

Press. air cooler (mmWC) Temp. charge air (° C) Press. charge air (bar)

Ñ

Temp. exhaust gas before TC (° C) Temp. exhaust gas after TC (° C) Press. exhaust gas after TC (mmWC)

25 26 27

28 29 30

Lubricating Oil SystemTemp. after engine (° C) Press. before filter (bar) Press. after filter (bar)

31 32 33

Temp. inlet engine (° C) Press. before TC (bar)34 35 36

Cooling Water SystemLT temp. inlet air cooler (° C) LT temp. outlet air cooler (° C) LT press. inlet air cooler (bar)

43 44 45LT temp. outlet alternator (° C) HT FW temp. inlet engine (° C) HT FW press. inlet engine (bar)

37 38 39

40 41 42LT temp. inlet lub. oil cooler (° C) LT temp. outlet lub. oil cooler (° C) LT temp. inlet alternator (° C)

Fuel Oil SystemFuel oil temp. inlet engine (° C) Fuel oil press. before engine (bar)

46 47

Sign.48 49 50

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14. Cos j/kVAr - can be read on the switchboard.

Cylinder Data

15. Cylinder No. - can be read on engine plate.A/B is used for V-engines.

16. Average for all engine cylinders for point: 17-18-19-20-21.

17. Fuel pump index - can be read on each of thehigh pressure fuel oil injection pumps.

18. Max pressure (bar) can be read for eachcylinder by means of indicator or P

max gauge.

19. Compression pressure (bar) - can be read foreach cylinder by means of the indicator measure-ment, which is carried out during idling by nominalRPM.

20. Exhaust temperature (°C)- thermometer TI 60.

21. Water outlet cylinder (°C) (jacket cooling)- thermometer TI 11.

Turbocharger

22. Thermometer inlet blower (°C) can be readby means of a thermometer placed in the engineroom near the air filter of the TC.

23. Pressure before blower (mmWC) - can beread by means of a mmWC instrument placed inthe engine room near the TC.

24. Temperature after blower (°C) - can be readby means of a thermometer TI 30.

25. D Pressure air cooler (mm/WC).

26. Charge air temperature (°C). Temperature ofthe charge air in the charge air receiver.- thermometer TI 31.

27. Pressure charge air (bar). Pressure of thecharge air in the charge air receiver.- pressure gauge PI 31.

Instruction for Filling in the Diagram "EnginePerformance Data"

The numbers in the instruction are commensuratewith the numbers in the diagram.

The automatic symbols mentioned in the instruction(TI 01, TI 03, PI 01 etc) refer to the diagrams printedin the instruction books for specified plants and page500.20.

Engine Performance Data

1. Name of ship, if stationary name of plant.

2. Engine type.

3. Engine No.

4. Date/year of observations.

5. Hour, time of observations.

6. Total engine running hours - engineer's log-book.

7. Engine revolutions per minute (RPM) - can beread on tachometer SI 90.

8. Fuel oil type: the viscosity must be stated (incSt) and the temperature by which the viscosity hasbeen measured, f.inst. 180 cSt/50°C. Density mustbe stated: g/cm³.

9. Turbocharger: type and serial number arestated on the rating plate of turbocharger and page500.00.

10. Turbocharger revolutions per minute (RPM) -can be read on the tachometer SI 89.

Switchboard.

11. Alternator output (kW) - can be read on themain switchboard.

12. Voltage (V) - can be read on the switchboard.

13. Current (A) - can be read on the switchboard.

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Engine Performance Data Working CardPage 4 (4)

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28. Gas before temperature exhaust TC (°C)- thermometer TI 62.

29. Exhaust gas temperature after TC (°C)- thermometer TI 61.

30. Exhaust gas pressure after the TC (bar)- pressure gauge PI 61.


31. Lub. oil inlet cooler temperature (°C)- thermometer TI 20.

32. Lub. oil pressure before the filter (bar)- pressure gauge PI 21.

33. Pressure of the lub. oil after the filter (bar)- Pressure gauge PI 22.

The filter element should be replaced with a pressuredrop across the filter of 1.5 bar (see section 615).

34. Lub. oil inlet engine temperature (°C)- thermometer TI 22.

35. Lub. oil pressure before the turbocharger(bar).- pressure gauge PI 23.


37. Low temperature (LT) cooling water tempera-ture (sea, raw or fresh) at inlet charge air cooler (°C)- thermometer TI 01.

38. Low temperature (LT) cooling water tempera-ture (sea, raw or fresh) at outlet charge air cooler (°C)- thermometer TI 02.

39. Low temperature (LT) cooling water pressure(sea, raw or fresh) at inlet charge air cooler (bar)- pressure gauge PI 01.

40. Low temperature (LT) cooling water tempera-

ture (sea, raw or fresh) at inlet lub. oil cooler (°C)- thermometer TI 07.

41. Low temperature (LT) cooling water tempera-ture (sea, raw or fresh) at outlet lub. oil cooler °C)- thermometer TI 03.

42. Low temperature (LT) cooling water tempera-ture (sea, raw or fresh) at inlet alternator (°C)- thermometer TI 04.

43. Low temperature (LT) cooling water tempera-ture (sea, raw or fresh) at outlet alternator (°C)- thermometer TI 05.

44. High temperature (HT) fresh water tempera-ture (FW) at inlet engine (°C)- thermometer TI 10.

45. High temperature (HT) fresh water tempera-ture (FW) of outlet engine (°C)- thermometer TI 10.

Fuel Oil System

46. Fuel oil temperature at inlet engine (°C)- thermometer TI 40.

47. Fuel oil pressure before engine (bar)- pressure gauge PI 40.

48.

49.

50. Signature.

L23/30HDescription

503.01 (02H)503.02 (01H)

Disturbances during running ------------------------------------------------------------------503.03 (01H)Ignition in crankcase ----------------------------------------------------------------------------503.04 (01H)

503.06 (01H)503.09 (01H)503.10 (01H)

Working Card

Plates

Trouble shooting guide for turbine starter -------------------------------------------------Trouble shooting for cooling water system ------------------------------------------------Trouble shooting for lubricating oil cooler -------------------------------------------------

Trouble TracingIndexPage 1(1) 503

Faults in fuel oil system ------------------------------------------------------------------------Starting failures -----------------------------------------------------------------------------------

STX Engine

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DescriptionPage 1 (1) Starting Failures 503.01

Edition 02H

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General

Troubleshooting

Check electrical parts.

Start compressors, re-chargeair receiver.

Open valve at receiver andstop valve interposed in linebetween receiver and engine.

Check the air starter.

Check the air motor for brokenshafting, bearing or clutch jaws,see Working Card 513-01.30.

Check electrical parts.

Remove and disassemble theair motor. Examine all partsand replace any that are wornor damaged. Use the guide-lines for determining unserv-iceable parts, see WorkingCard 513-01.30.

Check start valve.

Raise the air receiver pres-sure.

Dismantle the air starter andrepair it.

Possible cause

Faults in electrical system.

Air pressure in starting air re-ceiver too low.

Main valve(s) closed.

Pinion does not engage withthe flywheel.

Air motor runs, pinion engagesbut does not rotate.

Faults in electrical system.

Worn air motor parts.

Start valve is sticking in closedposition.

Low air pressure.

Clutch or drive shaft broken.

Trouble

Engine turns as soon as shut-off valve is opened, withoutstart button being activated.

Engine does not turn when startbutton is activated.

Engine turns too slowly orirregularly when start button isdepressed.

Air starter works, but the driveshaft does not rotate.

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DescriptionPage 1 (3) Faults in Fuel Oil System 503.02

Edition 01H

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Trouble Shooting

Lubricate and mobilize rod con-nections in manoeuvering gear.

Adjust governor, see special in-struction manual.

Cancel overspeed stop.

Check that piston is not sticking.Check that pressure in cylinder isrelieved. Check that the overspeedtrip is not actuated.

Check pressures and tempera-tures. Check for faults in shut-down devices.

Check that governor is workingproperly. For further fault location,see special instr. manual.

Check rod connec. Check that fuelpump index is corresponding to"Adjustments after trials" in testbedchart.

Adjust setting of limiter cylinder.

Pump oil into the tank.

Vent the fuel pumps with fuel with-out air bubbles appears. If ignitionfails in just one cyl., vent the re-spective fuel injection valve. If igni-tion still fails, install a spare valvebefore attempting to start the engi-ne again.

Change fuel pumps.

Change defective fuel valves.

Increase the fuel oil feed pumppressure.

Drain off water and repeat ventingof fuel pumps.

Change defective fuel valves,see Working Card 514-01.10.

Possible Cause

Sluggish movement of manoeuveringgear.

Governor setting incorrect.

Overspeed stop tripped.

Piston in stop cylinder is actuated.

Piston in stop cylinder is actuatedowing to uncancelled shutdownfunction (1).

Failures in governor.

Incorrect adjustment of manoeuve-ring gear.

Incorrect adjustment of limitercylinder.

Fuel oil service tank empty.

Air in fuel pumps and fuel injectionvalves (2).

Worn-out fuel pump.

Defective fuel injection valves orvalve nozzles (4).

Too low pressure before fuel injectionpumps (3).

Water in the fuel.

Fuel valves or nozzles defective (4).

Trouble

Engine turns on starting air, butignition fails. Fuel pumps are notactuated.

Engine turns on starting air, but nofuel is injected owing to failures infuel system.

Engine turns on starting air, fuel isinjected, but ignition fails.

Cont.

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L23/30H

Trouble ShootingPossible CauseTrouble

503.02Edition 01H

First ignitions are too violent(safety valves are opening).Engine runs erratically.

Compression during start too low (5).

Incorrect timing of camshaft (6).

Oil has collected on piston crown (7).

Sluggish movement of manoeuveringgear.

Fuel pump index too high.

Check intake and exhaust valvefor tight closing. Check cyl. wearand piston rings.

Check fuel pump timing advance,and fuel valve opening pressure aswell as camshaft adjustment.

Slow turning with open indicatorvalves. To locate defective fuelval-ve, remove oil.

Lubricate and mobilize rodconnections and bearings inmanoeuvering gear.

Check rod connection is manoeu-vering gear. Check that governoris working properly. Limitercylinder to be set lower.

4) If the fuel is forced into the cylinder through adefective fuel valve or through worn-out atomizerholes, no or too sluggish atomization may preventignition, possibly followed by too violent ignition.

5) To obtain ignition temperature in the cylinders,the compression pressure during starting should benormal, see the testbed report. This can be checkedby measuring the compression pressure duringstarting. Cylinders having too low compression shouldbe inspected.

6) Major alterations of the combustion charac-teristics of the fuel may demand adjustment of thetiming of the fuel pumps. One or more camshaftsections may be incorrectly fitted (after dismantling).Too high opening pressure of the fuel valves will alsodelay the injection.

Remarks

1) If the shutdown function is due to overspeed,the shutdown impulse is cancelled by setting theoverspeed governor and thus venting the stop cylin-der.

2) Whenever air is present in the fuel oil systemrepeat venting of fuel pumps. The cause may be thata fuel valve is kept in open position (spindle stickingor spring broken). Heating of fuel to a too hightemperature may have a similar effect owing toformation of gas in the fuel. If a sticking valve isfound, it should be changed and overhauled. Itshould be cheked that no oil has collected on thepiston crown. Air in the fuel oil system may also bethe result of the fuel oil feed pump suckingin airthrough a defective stuffing box or a leaky seal.

3) If the fuel oil pressure drops, the filter may beclogged up, or the by-pass at the feed pump mayhave opened.

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7) Oil on the piston crown will in most cases haveleaked down from a defective fuel valve. As these oilaccumulations are dangerous, the leakage shouldbe found and remedied before the engine is startedagain.

Turbocharger Failure

If heavy vibrations, bearing failure or other troublearise in a turbocharger, the engine load must bereduced until the vibrations cease. When possible,the engine is stopped in order to locate and remedythe fault (see turbocharger instr. manual).

If a repair cannot be made on the spot, it is decidedif running may continue, with or without the defectivecharger blanked off.

When continuing the running with the turbochargerout of operation, the engine output must be reduced.The exhaust temperature must not exceed the nor-mal valve, for full load running with an intact turbo-charger. For further details see the separate turbo-charger instr. manual.

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Trouble Shooting

See Working Card 512-01.00.

Reduce load and water-wash tur-bine. Clean air filters and coolers.

See Description 504.25.

Check Pmax. Check camshaft ad-justment.


Check the valve clearance. Repla-ce cyl. head with defective valve.


Replace the single camshaftsection.

Check that thermostatic valve (by-pass valve) in cold water system isworking properly and correctly set.

Venting of fuel pump(s) until fuelwithout air bubbles appears.Check feed pump pressure.

Change and overhaul defectivefuel valve.

Change fuel pump plunger/barrelassembly.

Raise fuel oil feed pump pressureto normal. Check filter.

Change defective valve or pump.

Drain off water and vent the fuelpumps.

Replace defective governor.

See "Ignition in Crankcase".

Possible Cause

(All cyls.) Increased charging airtemperature due to ineffective aircoolers.

(All cyls.) Fouling or air and gaspassages.

(All cyls.) Insufficient cleaning offuel oil or changed combustioncharacteristics.

(All cyls.) Wrong position of cam-shaft (maladjustment).

(single cyls.) Fuel valve or valvenozzle defective.

(Single cyls.) Leaky exhaustvalves (1).

(Single cyls.) Blow-byleaky com-bustion chamber (2).

(Single cyls.) Damaged fuel pumpcam.

(All cyls.) Decreased charging airtemperature.

(Single cyls.) Air in fuel pump(s)and fuel injection valve(s).

(Single cyls.) Spindle in fuel valvesticking (3).

(Single cyls.) Fuel pump plungersticking or leaking.

Pressure before fuel pumps toolow.

Fuel valve or fuel pump defective.

Water in the fuel.

Governor defective (4).

Increased internal friction in engine(5).

Trouble

Exhaust temperature(s)increase(s)

Exhaust temperature(s)decrease(s)

Engine RPM decreases

Cont.

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Trouble ShootingPossible CauseTrouble

503.03Edition 01H

Remarks

1) This manifests itself by the exhausttemperature rising and falling of the compressionand maximum combustion pressure of the respectivecylinder dropping.

To limit the damage to the valves these should bechanged immediately, if possible, or the fuel pump ofthe cylinder concerned should be put out of opera-tion by moving the index to stop and locking it in thisposition.


L23/30H

Check pressure and temperatures.If OK, check for faults in shutdowndevices. See also Starting Failures.

Reasonably smoke is normal whenRPM increases; no measures cal-led for. If smoky exhaust duringnormal running, clean turbine(s) andcheck valves.

Fouling of air and gas passages,see section 512.


Overhaul fuel valves.

Inspect and replace defective partsas necessary.

Stop the engine. Check the coolingwater. Find cause of increasedfriction and remedy fault.

Stop the engine. For further details,see "Ignition in crankcase". Seealso Working Card 515-01.00 forlub. oil pump and Working Card515-01.10 for the lub. oil filter

2) Blow-by means a serious danger of pistonseizure, and the engine must, if possible, be stoppedand the piston in question pulled. If this is notpossible, the fuel pump index must, as describedabove, be moved to stop. Leaky piston rings willnormally result in a heavy excess pressure in thecrankcase.

Shutdown.

Turbine RPM lagging behind en-gine RPM.

Air supply too low.

Fuel valves or nozzles defective.

"Trumpets" at nozzle holes. Failureof cooling (especially during hea-vy-oil operation) (6).

Adjusting screw for valve settingloose. Push rod thrust disc da-maged.

Pump stopped. Increased friction(7).

Lubricating oil pump defective.Filters/cooler fouled.

Engine stops.

Smoky exhaust.

Exhaust valve knocking.

Rising cooling water temperature.

Lubricating oil pressure fails.

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6) If the cooling water temperature for the entireengine has risen to 90-100° C, it should be checkedwhether steam has developed by opening the testcocks, if fitted on the discharge from cylinders. If thisis the case, there is no water on the cooling surfaces,which may therefore be heated unduly. To avoidheat stresses arising in cylinder liners and cylinderheads, if the water returns too early, the engineshould be stopped and left to cool, while the dischargevalve is closed. After 15 minutes it is opened a littleto allow the water to rise slowly in the cooling jackets.Check filling at test cocks. Make crankcase inspectionto ascertain that internal water leakage has notarisen. Remember slow turning with open indicatorvalves at subsequent starting-up.

7) If the lubricating oil pressure drops below theminimum mentioned in "Data" find the cause of thepressure drop and remedy the defect before re-starting the engine. Feel over 5-15-30 minutes afterstarting, and again when full load is obtained. Seesection 502.

3) If this happens the fuel pump barrel and plungermust be changed, and if, it is necessary to increasethe fuel pump index by more than 10 index degrees,to obtain full load of the respective cylinder, the fuelpump is worn out in most cases. Usually this isconfirmed by inspection of the fuel pump plunger onwhich the helical cut-off edge will show a pitted andcorroded area where material is plucked out. In thatcase the pump can be provided with a new barrel andplunger.

4) The governor will not reduce the fuel pumpdelivery to zero in case of, for instance, failure of thegovernor oil pump, but the engine speed will startfluctuating.

When the governor is defective the engine is pro-tected against racing by the overspeed trip, i.e. theengine is stopped automatically in case of excessivespeed. It is therefore, essential, that the overspeedtrip is kept in perfect order. Regarding governorfailure, see special instruction book.

5) Usually a bearing failure will not slow down theengine appreciably, but the seizure of a piston in thecylinder liner might do so. Repair is necessary beforestarting the engine again. Feelover and look out foroil mist.

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L23/30H

Trouble Possible Cause Trouble Shooting

Exhaust temperature(s) Increase (s)

(All cyls.) Increased charging air temperature due to ineffective air coolers. (All cyls.) Fouling or air and gas passages. (All cyls.) Insufficient cleaning of fuel oil or changed combustion characteristics. (All cyls.) Wrong position of camshaft (maladjustment). (single cyls.) Fuel valve or valve nozzle defective. (Single cyls.) Leaky exhaust valves (1). (Single cyls.) Blow-byleaky combustion chamber (2). (Single cyls.) Damaged fuel pump cam.

See section 501; Operational Observat-ions, item e. Reduce load and water-wash turbine. Clean air filters and coolers. See section 501; Operational Observat-ions, item c. Check Pmax. Check camshaft adjustment. See section 501; Operational Observat-ions. Check the valve clearance. Replace cyl. head with defective valve. See section 501; Operational Observat-ions. Replace the single camshaft section.

Exhaust temperature(s) decrease(s)

(All cyls.) Decreased charging air temperature. (Single cyls.) Air in fuel pump(s) and fuel injection valve(s). (Single cyls.) Spindle in fuel valve sticking (3). (Single cyls.) Fuel pump plunger sticking or leaking.

Check that thermostatic valve (bypass valve) in cold water system is working properly and correctly set. Venting of fuel pump(s) until fuel without air bubbles appears. Check feed pump pressure. Change and overhaul defective fuel valve. Change fuel pump plunger/barrel assembly.

Engine RPM decreases

Pressure before fuel pumps too low. Fuel valve or fuel pump defective. Water in the fuel. Governor detective (4). Increased internal friction in engine (5).

Raise fuel oil feed pump pressure to normal. Check filter. Change defective valve or pump. Drain off water and vent the fuel pumps. Replace detective governor. See "Ignition in Crankcase".

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.02-ES0U-G

503.03 Edition 01 H Disturbances during Running Description

Page 2 (3)

L23/30H


Engine stops.

Shutdown.

Check pressure and temperatures. If OK, check for faults in shutdown devices. See also Starting Failures.

Smoky exhaust.

Turbine RPM lagging behind engine RPM. Air supply too low. Fuel valves or nozzles defective. "Trumpets" at nozzle holes. Failure of cooling (especially during heavy-oil operation) (6).

Reasonably smoke is normal when RPM increases; no measures called for. If smoky exhaust during normal running, dean turbine(s) and check valves. Fouling of air and gas passages, see section 501;Operational Observations. See section 501; Operation Observations. Overhaul fuel valves.

Exhaust valve knocking.

Adjusting screw for valve setting loose. Push rod thrust disc damaged.

Inspect and replace defective parts as necessary.

Rising cooling water temperature.

Pump stopped. Increased friction (7).

Stop the engine. Check the cooling water. Find cause Of Increased friction and remedy fault.

Lubricating oil pressure fails.

Lubricating oil pump defective. (8) Filters/cooler fouled.

Stop the engine. For further details, see "Ignition in crankcase".

Remarks 1) This manifests itself by the exhaust temperature rising and falling of the compression and maximum combustion pressure of the respective cylinder dropping. To limit the damage to the valves these should be changed immediately, if possible, or the fuel pump of the cylinder concerned should be put out of operation by moving the index to stop and locking it in this position.

2) Blow-by means a serious danger of piston seizure, and the engine must, if possible, be stopped and the piston in question pulled. If this is not possible, the fuel pump index must, as described above, be moved to stop. Leaky piston rings will normally result in a heavy excess pressure in the crankcase.

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Description Page 3 (3) Disturbances during Running 503.03

Edition 01 H

L23/30H

3) If this happens the fuel pump barrel and plunger must be changed, and if, it is necessary to increase the fuel pump index by more than 10 index degrees, to obtain full load of the respective cylinder, the fuel pump is worn out in most cases. Usually this is confirmed by inspection of the fuel pump plunger on which the helical cut-off edge will show a pitted and corroded area where material is plucked out. In that case the pump can be provided with a new barrel and plunger. 4) The governor will not reduce the fuel pump delivery to zero in case of, for instance, failure of the governor oil pump, but the engine speed will start fluctuating. When the governor is defective the engine is pro-tected against racing by the overspeed trip, i.e. the engine is stopped automatically in case of excessive speed. It is therefore, essential, that the overspeed trip is kept in perfect order. Regarding governor failure, see special instruction book. 5) Usually a bearing failure will not slow down the engine appreciably, but the seizure of a piston in the cylinder liner might do so. Repair is necessary before starting the engine again. Feelover and look out for oil mist.

6) If the cooling water temperature for the entire engine has risen to 90-100° C, it should be checked whether steam has developed by opening the test cocks, if fitted on the discharge from cylinders. If this is the case, there is no water on the cooling surfaces, which may therefore be heated unduly. To avoid heat stresses arising in cylinder liners and cylinder heads, if the water returns too early, the engine should be stopped and left to cool, while the discharge valve is closed. After 15 minutes it is opened a little to allow the water to rise slowly in the cooling jackets. Check filling attest cocks. Make crankcase inspection to ascertain that internal water leakage has not arisen. Remember slow turning with open indicator valves at subsequent starting-up. 7) If the lubricating oil pressure drops below the minimum mentioned in "Data" find the cause of the pressure drop and remedy the defect before restarting the engine. Feel over 5-15-30 minutes after starting, and again when full load is obtained. See section 502.

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Cause

During running the atmosphere in the crankcasecontains the same gases (N2-O2-CO2) in the sameproportions as in the ambient air, but an intensespray of coarse oil drops is flung around everywhere.If undue friction, and thus heating, arise betweensliding surfaces, or heat is transmitted otherwise tothe crankcase, the heated surface will cause eva-poration of the lubricating oil splashed onto it. Whenthe oil vapours condense they form a multitude ofminute drops suspended in the atmosphere, i.e. amilky white oil mist is formed, able to nourish andspread a flame if ignited. Such ignition may becaused by the same "hot spot" which produced theoil mist. If a large quantity of oil mist has developedbefore ignition, the burning may cause considerablepressure rise in the crankcase, forcing the reliefvalves to open. In a few cases, presumably when thewhole crankcase has been filled with oil mist, asubsequent explosion has thrown off crankcasedoors and caused fire in the engine room.

Every precaution should therefore be taken to (A)avoid "hot spots" and (B) discover oil mist in time.

A. "Hot spots" in Crankcase

Overheating of bearings is a result of too bad orfailing lubrication possibly caused by pullution of thelubricating oil.

It is therefore important that the lubricating oil filtra-tion equipment is in perfect condition. Filter cartrid-ges must not be used again, if they have beenremoved from the filter. Check of the oil condition byanalysis is recommended.

B Oil Mist in Crankcase

Presence of oil mist may by noted at the vent pipe,which is usually fitted to the top of the engine frame.

Measures (in case of white oil mist).

Warning : Keep away from doors and relief valves oncrankcase. Do not stay unnecessarily in doorwaysnear doors of the engine room casing.

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Ignition in Crankcase

1. Stop the Engine

2. Leave the engine room. Shut doors and keepaway from them. Make ready fire-fighting equip-ment.

Warning : Do not open crankcase until 10 minutesafter stopping the engine. When opening up, keepclear of possible flames. Do not use naked light anddo not smoke.

3. Take off all doors on one side of the crankcase.Cut off starting air. Engage turning gear, if fitted.

4. Locate the hot spot. Powerful lamps should beemployed at once (in explosion-proof fittings). Feelover all sliding surfaces (bearings, liners, pistons,roller guides, etc.).

Look for squeezed-out bearing metal and discolo-ration by heat (blistered paint, burnt oil, heatedsteel).

5. Prevent further heating, preferably by makinga permanent repair. Special attention should begiven to ensure lubricating oil supply and satisfactorycondition of the frictional surfaces involved. It isequally important to replace filter elements in time.

6. Start electrically driven lubricating oil pumpand check oil flow from all bearings and splash pipesin crankcase while turning the engine through atleast two revolutions. Section 502, Check 1.

7. Stop and feel over. Look out for oil mist.

Especially the frictional surfaces that caused theheating should be felt over (5-15-30 minutes afterstarting, and again when full load is obtained). Sec-tion 501.10, Point 2.

8. In case it has not been possible to locate thehot spot, point 8 should be intensified and repeateduntil the cause of the oil mist has been found andremedied. In very rare cases oil mist could be due to"atomization" of lubricating oil by the action of an airjet (for instance blow-by, or blow-by through crackedpiston).

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503.06Edition 01H

96.38 - ES0U-G

L23/30H

Trouble Shooting

Check for blockage or damage to airsupply lines or tank.

Inspect motor assembly and powertrain and repair power train orreplace motor assembly, ifnecessary.

Remove motor assembly and pipingand remove the blockage.

Remove housing exhaust cover (1)and check for blockage.

Replace control valve or relay valve.

Check air supply.

Check for blockage or damage to airlines.

Clean or replace lines or relay valve.Lubricate relay valve.

Check for blocked or damagedpiping. Clean or replace piping.Check for dirt or foreign material andclean or remove. Check for ice build-up. Melt ice and reduce moisturebuild-up to starter.

Replace motor assembly.

Check air supply.

Remove blockage.

Remove fluid.

Replace damaged or worn parts.

Relubricate O-rings and seals.

Disassemble drive train and replaceworn or damaged parts.

Inspect drive pinion and flywheeland replace, if necessary.

Inspect drive components andreplace worn or damaged parts.

Cont. ....

Possible Cause, see working card

No air supply.

Damaged motor assembly (12).

Foreign material in motor and/orpiping.

Blocked exhaust system.

Defective control or relay valve.

Low air pressure to starter.

Restricted air supply line.

Relay valve malfunctioning.

Exhaust flow restricted.

Damaged motor assembly.

No pressure to drive housing port.

Internal drive housing ports blocked.

Fluid in drive unit components.

Damaged or worn piston assembly(54), O-rings or seals.

O-rings and seals dry.

Damaged or broken drive train.

Damaged drive pinion (63) orflywheel.

Damaged starter drive (57)components.

Trouble Shooting Guide for Turbine Starter

Trouble

Motor will not run.

Loss of power.

Drive (57) will not engage.

Motor runs, pinion engages, butdoes not rotate flywheel.

Excessive butt engagement.

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96.38 - ES0U-G


503.06Edition 01H

Check air supply.

Replace with proper drive pinion.

Inspect air line and remove sourceof oil.

Install splash deflector retainingscrew or pipe plug.

Replace static seals on outside ofmotor or send motor to IngersollRand to be rebuilt.

Replace O-rings.

Make sure that joints fit properly andstarter assembly cap screws aretightened to 60 ft-lb (81 Nm) torque.Make sure all seals and O-rings fitand seal properly at their perimeters.If they do not replace with new sealsand O-rings.

Operate according to recommen-dations.

Replace worn components.

Tighten or replace pipe plugs usingIngersoll-Rand No SMB-441 pipesealant.

Tighten splash deflector retainingscrew or replace pipe plug.

Make sure that joints fit properly andstarter assembly cap screws aretightened to 60 ft-lb (81 Nm) torque.Make sure all seals and O-rings fitand seal properly at their perimeters.If they do not, replace with newseals and O-rings.

Operate according to recommen-dations.

Replace worn components.

Tighten or replace pipe plugs.

Tighten splash deflector retainingscrew or replace pipe plug.

Trouble Possible Cause, see working card Trouble Shooting

Low air pressure.

Wrong drive pinion.

Oil in air supply line.

Splash deflector retaining screw (5)or pipe plug missing.

Worn or damaged rotor seals orstatic O-rings.

Worn or damaged O-rings.

Loose joints.

Excessive high-speed operation.

High number of start cycles.

Loose or leaking pipe plugs (10) or(11).

Splash deflector retaining screwloose or pipe plug missing.

Loose joints.

Excessive high-speed operation.

High number of start cycles.

Loose or leaking pipe plugs.

Splash deflector retaining screwloose or pipe plug missing.

Trouble Shooting Guide for Turbine Starter

L23/30H

Oil blowing out of exhaust.

Oil leaking from gear case (28).

Air or gas leakage.

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DescriptionPage 1 (1) Trouble Shooting for Cooling Water System 503.09

Edition 01H

Description

The built-on fresh water pump in the high tempera-ture(HT) circuit is of the centrifugal type and is mountedon the front cover of the engine and is driven througha gearing.

96.02 - ES0U-G

L23/30H

The pump bearings are lubricated automatically withoil from the lubricating oil system of the engine.

If the pump leaks and the shaft sealing rings are worn,it is recommended to replace the shaft seal, seeworking card 516-02.00.

Trouble Shooting

Check packings and pipes fortightness.

Check the level in the expansiontank.

Vent the system.

Check the shaft seal.

Overhaul the shaft seal.

Clean the impeller.

Open the suction valve.

Replace the seals.

Overhaul the pump.

Possible Cause

Pump draws in air at suction side.

The system is not filled-up.

Air cannot escape on delivery side.

Leaking shaft seal.

Air leakages of shaft seal.

Fouled impeller.

Suction valve not fully open.

Defective seals.

Worn impeller and worn wear rings.

Trouble

The pump does not work afterstart.

Pump capacity drops afternormal operation.

Pump does not give maximumdelivery.

Note! Running troubles with the pump, apart frommechanical faults, are most often due to leaks in thesuction line. It is essential, therefore, that all packingsand gaskets are in order and that they are renewedwhen necessary. Even a tiny hole in the suction linewill reduce the pump capacity.

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503.10Edition 01H

96.30 - ESOU-G

Trouble Shooting for Lubricating Oil Cooler

L23/30H

Trouble Shooting

In case of damage to plates or gaskets, it will oftenbe necessary to replace these.

First examine the external conditions around theplate heat exchanger in order to localize the cause ofthe damage! very carefully.

In case of fatigue fracture, this will normallynecessitate a replacement of all plates and gasketsas there may be a risk of fatigue fracture in all thematerial.In case of corrosion, all plates must be examinedcarefully!For work to be carried out see working card 515-06.00.

Visible Leakage

Trouble Trouble ShootingPossible Cause

Reduce the pressure to the correct work-ing pressure, see page 500.30 "Operat-ing Data & Set Points".

Tighten up the plate heat exchanger -however, not under the minimum dimen-sion and never, when the plate heatexchanger is under pressure or over40°C.

If the plate heat exchanger is still leaky,proceed to with phase 2.

Separate the plate heat exchanger andcheck if the plates are deformed or fouled.Check that the gaskets are elastic andnon-deformed, and that the faces of thejoints are clean.Replace deformed plates and gaskets, ifany.Before assembling clean all plates andgaskets very carefully.Assemble the plate heat exchanger andstart it up again.Note! Even tiny impurities such as sandgrains may cause leakage.

Separate the plate heat exchanger.Clean the plates very carefully.Replace the gaskets.Assemble the plate heat exchanger andstart it up again.

Separate the plate heat exchanger.Replace defective plates and gaskets, ifany.Assemble the plate heat exchanger andstart it up again.

Too high pressure.

Insufficient tightening

Fouled or deformed plates.Inelastic or deformed gaskets.

Gaskets.

Defective gasket or badly corrodedplate.

Leakage.

Leakage.(Phase 1)

Leakage.(Phase 2)

Leakage.(Even after tightening of the plate heatexchanger to minimum dimension)

Leakage. (Through the drain holes of the gas-kets)08

028-

0D/H

5250

/94.

08.1

2

503.10Edition 01H


96.30 - ES0U-G

Trouble Shooting for Lubricating Oil Cooler

L23/30H

Reduced heat transmission and/or in-creasing pressure drop.

Leakage.(The fluids get mixed)(Phase 1)

Leakage.(The fluids get mixed)(Phase 2)

Fouled plates or choked platechannels.

Holes in plates.Corrosion or fatigue fracture.

Holes in plates.Corrosion or fatigue fracture.

Separate the plate heat exchanger andcheck if the plates are fouled.Clean the plates very carefully.Assemble the plate heat exchanger andstart it up again.

A suspected leakage can be localized inthe following way:Remove one of the lower pipe connec-tions.Then put the opposite side under pres-sure.If the medium continues to run out of thelower pipe connections after the pres-sure has stabilized one or several platesare leaking.Close down the plate heat exchanger.Separate the plate heat exchanger andcheck the plates very carefully.Check suspected plates with a dye pen-etrant.Check defective plates and gaskets.Before assembling, clean all plates andgaskets.Assemble the plate heat exchanger andcheck to find more defective plates, ifany, by putting one side under pressure.Start up again.

Close down the plate heat exchanger.Separate the plate heat exchanger.Put all plates to dry. Suspend the platesin the plate heat exchanger again andtighten it.Circulate medium at full capacity on oneplate side (every second plate channel).Keep the other plate channels unpres-surised and free from liquid!Stop the circulation after a few minutesof operation and open the plate heatexchanger again. Take care to avoidwater spraying onto the dry plate side!By a careful study of the plates it will bepossible to find moist areas, if any, onthe otherwise dry plate sides.Check these areas with a dye penetrant!Replace defective plates and gaskets.Before assembling, clean all plates andgaskets.Assemble the plate heat exchanger andcheck to find more defective plates, ifany, by putting one side under pressure.Start up again.If the unit is still leaking, check all plateswith a dye penetrant!

Non-Visible Leakage


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L23/30HDescription

504.01 (05H)504.03 (04H)

Criteria for cleaning/exchange of lubricating oil-------------------------------------------504.04 (03H)Lubricating points --------------------------------------------------------------------------------504.05 (01H)

504.06 (04H)Specific Lube Oil Consumption SLOC ----------------------------------------------------- 504.07 (01H)

504.20 (04H)504.25 (02H)504.26 (02H)504.27 (02H)504.30 (01H)504.40 (02H)

Working Card

Plates

Fuel oil specification ----------------------------------------------------------------------------Fuel oil quality ------------------------------------------------------------------------------------Nomogram for determination of CCAI ------------------------------------------------------Analysis data --------------------------------------------------------------------------------------Fuel oil cleaning ----------------------------------------------------------------------------------Fresh water system treatment ----------------------------------------------------------------

Lubricating oil in base frame ------------------------------------------------------------------

Specification and TreatmentLubricating Oil, Fuel Oil and Cooling Water

IndexPage 1(1) 504

Maintenance of lubricating oil condition ----------------------------------------------------Lubricating oil specification --------------------------------------------------------------------

STX Engine

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01.24 - ES1

Requirement

This document is valid for the following engine types:L16/24, L21/31, L23/30H, L27/38, L28/32H, V28/32H, V28/32S

For the engines, a HD-lub. oil (heavy duty) corre-sponding to at least type CD Comercial Class D afterAPI service system (meets MIL-L-2104 C and D) hasto be used.

The oil should be rust and oxidation inhibited.

When selecting a lubricating oil, attention must bepaid to the fuel oil sulphur content.

Due to generating running mode for HOLEBY'sengines, where the lub. oil consumption depends onrunning time and the fuel oil consumption and follow-ing the sulphur input to the lub. oil depends on theload, a lower TBN-value (Total Base Number) thannormal for main engines is needed.

Viscosity

Marine

Engine SAE classL23/30H, L+V28/32H

30* 105 mm2/sec at 40° CL16/24, L21/31, L27/38

40 145 mm2/sec at 40° C

Stationary

L16/24, L21/31, L27/38L23/30H, L+V28/32H, V28/32S

40 145 mm2/sec at 40° C

* At cooling water temperatures above 32° C SAE 40oil can be used. In this case, please contact MANB&W, Holeby.

If load profile is different, this should be taken inconsideration.

In the long run though, the operation results are thecriteria that prove which TBN is the most economicalone for efficient engine operation.

Guiding Values

Based on typical load profile for marine GenSet (50-60% of rated power)

Oil type TBN TBN TBN(initial) (equilibrium) (min. level)

Gas oil 8-12 6-8 6

Marine diesel 10-15 8-10 8

Heavy fuel (S<1.5) 10-15 8-10 8

Heavy fuel (1.5<S<2.5) 15-20 10-14 8

Heavy fuel (2.5<S<3.5) 20-25 10-14 8

Heavy fuel (3.5<S<4.5) 20-25 10-14 8

Based on typical load profile for stationary GenSets(50-100% of rated power)


Gas oil 8-12 6-8 6


Heavy fuel (S<1.5) 15-20 8-10 8

Heavy fuel (1.5<S<2.5) 20-25 10-14 8

Heavy fuel (2.5<S<3.5) 20-30 10-14 8

Heavy fuel (3.5<S<4.5) 20-30 10-14 8

Based on typical load profile for variable speedengine, pumps (10-100% of rated power)


Gas oil 10-14 6-8 6


Heavy fuel (S<1.5) 15-20 8-10 8

Heavy fuel (1.5<S<2.5) 20-30 10-14 8

Heavy fuel (2.5<S<3.5) 20-30 10-14 8

Heavy fuel (3.5<S<4.5) 25-30 10-14 8

504.01Edition 05H

DescriptionPage 1 (1) Lubricating Oil Specification

General

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Maintenance of Lubricating Oil Condition

General

General

During operation of trunk engines the lubricating oilwill be contaminated slowly by small particles origi-nating from the combustion.

The burning of heavy fuels will normally increase thiscontamination due to the increased content of car-bon residues and other impurities.

Contamination of lubricating oil with water, fresh orsalt, can also take place.

A certain amount of contaminants can be kept sus-pended in the lubricating oil without affecting thelubricating properties.

But the condition of the lubricating oil should be keptunder observation by analyzing oil samples. Seealso 504.04 "Criteria for Cleaning/Exchange ofLubricating Oil".

The engine bearings are protected by the full-flowlubricating oil filter built onto the engine, the filtercartridges having a fineness of 15 micron and thesafety filter a fineness of 60 micron.

The condition of the lubricating oil can be main-tained/reestablished by exchanging the oil at fixedintervals or based on analysis results.

Operation on Marine Diesel Oil (MDO)

The built-on full-flow dept filter cleans the oil thor-oughly. For operation on MDO we recommend toinstall a built-on centrifugal by-pass filter too.

Operation on Heavy Fuel Oil (HFO)

For engines operating on HFO a lub. oil centrifugalunit is required.

Continuous lub. oil centrifugation plus a built-on full-flow depth filter clean the oil in a sufficient and safeway. Any other filter system is not necessary, but notwasted.


504.03Edition 04H

02.16 - ES0 - G

A more economical solution is to maintain the condi-tion by continuous treatment. Experience has provedthat centrifuging is superior to other methods ofcleaning lubricating oils.

The optimum cleaning effect is achieved by keepingthe lubricating oil in a state of low viscosity for a longperiod in the centrifuge bowl.

Low viscosity is obtained by preheating the lubricat-ing oil to a temperature of 85°C - 95°C.

Slow passage of the lubricating oil through thecentrifugal separator is obtained by using a reducedflow rate and by operating the separator 24 hours aday, stopping only when cleaning of the bowl isnecessary.

When treating detergent type lubricating oil, the flowrate is usually recommended to be reduced to 15-25% of the rated flow of the separator.

In order to keep the amount of lubricating oil in theengine in good condition, it is necessary to treat 0.3-0.4 l/kw per hour.

A centrifuge for treating this amount of lubricating oilunder the aforementioned derated flow conditionsshould have a rated capacity of 1.5-2.5 l/kw per hour,but in each case the separator manufacturer's rec-ommendations for capacity and operating in-structions should be followed.

For engines with cartridge-type oil filters (depthfilters), continuous and efficient purification of the oilin the separator is essential to ensure a long servicelife for the cartridge filters.

For cleaning of the lubricating oil system after over-hauls and inspection of the lubricating oil pipingsystem, see section 515.

Deterioration of Oil

Oil seldom loses its ability to lubricate, i.e. to form afriction-decreasing oil film, but it may become cor-rosive to the steel journals of the bearings in such away that the surface of these journals becomes toorough and wipes the bearing surface.

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02.16 - ES0 - G

Maintenance of Lubricating Oil Condition504.03Edition 04H


General

In that case not only must the bearings be renewed,but the journals must also be polished. The corro-siveness of the lubricating oil is either due to faradvanced oxidation of the oil itself (TAN) or to thepresence of inorganic acids (SAN). In both cases thepresence of water will multiply the effect, especiallyan influx of sea water as the chloride ions act as aninorganic acid.

Oxidation of Oils

At normal service temperature the rate of oxidationis insignificant, but the following factors will accele-rate the process:

High Temperature

If the coolers are ineffective the temperature levelwill generally rise.

A high temperature will also arise in electrical preheat-ers if circulation is not continued for 5 minutes afterthe heating has been stopped, or if the heater is onlypartly filled with oil.

Catalytic Action

Oxidation of the oil will be accelerated considerablyif catalytic particles are present in the oil. Wearparticles of copper are especially harmful, but alsoferrous particles and rust are active. Furthermore,the lacquer and varnish-like oxidation products ofthe oil itself have an accelerating effect. Continuouscleaning of the oil is therefore important to keep thesludge content low.

Signs of Deterioration

If circulating oil of inferior quality is used and theoxidative influence becomes grave, prompt action isnecessary as the last stages in the deterioration maydevelop surprisingly quickly, i.e. within one or twoweeks. Even if this seldom happens, it is wise to beacquainted with the signs of deterioration.

These may be some or all of the following:

- Sludge precipitation in purifier multiplies.

- Smell of oil becomes acrid or pungent.

- Machined surfaces in crankcase become cof-fee brown with a thin layer of lacquer.

- Paint in crankcase peels off or blisters.

- Excessive carbon is formed in the piston cool-ing chamber.

In a grave case of oil deterioration, the systemshould be cleaned thoroughly and refilled with newoil.

Water Washing

Water washing of HD oils must not be carried out.

Water in the Oil

If the TAN is low, a minor increase in the fresh watercontent of the oil is not immediately detrimental whilethe engine is running. Naturally, it should be broughtdown again as quickly as possible (below 0.2%water content, which is permissible). If the engine isstopped while corrosion conditions are unsatisfac-tory it should be turned just over 1/2 revolution onceevery hour (i.e. stop in different positions) while theoil circulation and purifying at a high preheatingtemperature continue to remove water. Water in theoil may be noted by steam formation on the sightglasses, by appearance, or ascertained by immers-ing a piece of glass or a soldering iron heated to 200-300°C in an oil sample. If there is a hissing sound,water is present. If a large quantity of water hasentered the oil system, it may be profitable to suck upsedimented water from the bottom of the tank. Tastethe water for salt. If salty, an oil sample should beanalysed immediately for chloride ions.

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DescriptionPage 1 (2) Criteria for Cleaning/Exchange of Lubricating Oil

General

96.44 - ES1

Replacement of Lubricating Oil

It is not possible to predict the expected life time forlubricating oil, as it is not possible for the enginemanufacturer to know which fuel and lubricating oilqualities will be used and under which operationconditions the engine will be operated.

A replacement of lubricating oil is required when theoil's identification values have changed no that thelubricating cleaning and neutralization properties nolonger are sufficient.

Exchange of the lub. oil has to be based on the oilsuppliers evaluation of samples of oil in service.Samples should be forwarded at appropriate inter-vals at least once every three months depending ofrunning-mode and results of last analysis.

The oil sample should be taken after the filter and, ifpossible, while the engine is running as this willensure that the test will be representative for thewhole change in the engine.

Evaluation of the Lubricating Oil Condition

For evaluating the conditions of a used oil, thefollowing guidance conditions are normally suffi-cient. Anyway, all parameters have to be evaluatedas a whole, and no single can be taken as a criterionfor changing oil.

1. Viscosity

Limit value : < ±1 viscosity grade

Units : SAE-units

Possible testmethod : ASTM D-445 (modified)

2. Flash Point

Limit value : > 185° C

Possible testmethod : Setaflash tests (cut of point correlates with 204° C i ASTM D-92(coc)

3. Water Content

Limit value : < 0.5preferred < 0.2 (higher value ispermissible in a shorter period)

Possible testmethod : Patable test unit or gas chrom-

atography (or infra red distil).If the limit value is exceeded, asupplementary test for chlorides(ASTM D-878) can be made.

4. Total Base Number (TBN-Number)

Limit value : Ref. to fresh-oil TBN% : > 70%

Unit : mg KOH/g

Possible testmethod : ASTM D-2896

Due to the generating running mode for HOLE-BY's engines, where the lub. oil consumptiondepends on running time and the fuel oil con-sumption and following the sulphur input to thelub. oil depends on the load, a lower TBN-valuethan normal for main engines is needed.

Following guiding values can be given:

Oil type

Gas oilMarine dieselHeavy fuel (S>2.5)Heavy fuel (S>4)

TBN(initial)

10151520

TBN (equi-librium)

7101014

The TBN is normally reduced gradually with thetime of operation. The influential elements are thesulphur content in the fuel oil, the lubricating oilamount and the amount of re-filling due to normalconsumption. After a certain time of ope-ration,the TBN will stabilize at a lower value, the TBNequilibrium.

504.04Edition 03H

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Criteria for Cleaning/Exchange of Lubricating Oil DescriptionPage 2 (2)

General

96.44 - ES1

Re-filling should be carried out with lubricating oil ofthe initial TBN.

5. Neutralization Number

Limit value : 0.4-1.0 above typical level

Unit : mg KOH/g

Possible testmethod : ASTM D-974

6. The Total Contamination (insolubles Con-tent) Heptane insolubles

Limit value : < 1.5 generally, depending uponactual dispersant value and theincrease in viscosity.

Unit : Weight %

Possible testmethod : ASTM D-893 procedure B in n-

Heptane.

Additionallytest : If the level in n-Heptane insolub-

les is considered high for the ty-pe of oil and application, the testcould be followed by a supple-mentary determination in Tolu-ene.

Also infra red test can be used.

504.04Edition 03H

Lubricating Oil Types Used in the Engine.

96.02 - ES0U-G

Description Lub. Oil Type

Engine system lubricating oil SAE 30 oil according to lubricating oil specification on page 504.01.

Turbocharger Engine system lubricating oil.

Governor See governor instruction in section 509.

Air lubricator SAE 10W non-detergent oil.

Alternator See special instructions in section 518 or separate instruction.

Hydraulic tools Hydraulic oil or turbine oil (with a viscocity of about SAE 20).

Lubricating PointsDescriptionPage 1 (1)

L23/30H

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504.05Edition 01H

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504.06Edition 04H

Lubricating Oil in Base Frame

98.44 - ES1

L23/30H900 rpm


Type L23/30H

Min. level H1 (mm)

Max. level H2 (mm)

Min. litre

Max. litre

7 cyl.

275

325

685

814

8 cyl.

275

325

706

859

6 cyl.

275

325

540

657

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General

504.07Edition 01H

Specific Lube Oil Consumption SLOCDescriptionPage 1 (2)

In order to determine the engine condition, the lubeoil consumption needs to be recorded. To secure auniform method to evaluate the SLOC, the followingmethod should be used as guidance:

During the routinely engine inspections the lube oillevel in the base frame must be observed. Theengine must be in operation or the pre-lubricatingpump must be running during this inspection!

The lube oil volume between maximum and minimumlevel at the dipstick is described in the InstructionManual or in the Product Manual. If the lube oil levelis at the minimum, lube oil is added until the max levelis reached at the dipstick.

The lube oil volume added, the lube oil temperatureand the engine running hours are recorded and thereadings could be filled in the attached data sheet.

The lube oil density, ρ @ 15°C must be known inorder to convert ρ to the present lube oil temperaturein the base frame. The following formula is used tocalculate ρ:

ρlube oil

[kg/m3] =

ρlube oil @15°C

[kg/m3] – 0,64 * (tlube oil

[°C] – 15)

The following formula is used to calculate the SLOC:

SLOC [g/kWh] =

(lube oil added – A1 – A2 [dm3]) * ρlube oil

[kg/m3]run.hrs period * P

MCR [kW]

In order to evaluate the correct engine SLOC, thefollowing circumstances must be noticed andsubtracted from the engine SLOC:

A1) Desludging interval and sludge amount fromthe lube oil separator (or automatic lube oil filters).The expected lube oil content of the sludge amountis 30%.

The following does also have an influence on theSLOC and must be considered in the SLOCevaluation:

A2)Lube oil evaporationLube oil leakagesLube oil losses at lube oil filter exchange

The engine maximum continuous rating (PMCR

) mustalways be used in order to be able to compare theindividual measurements, and the running hourssince the last lube oil adding must be used in thecalculation. Due to inaccuracy *) at adding lube oil,the SLOC can only be evaluated after 1,000 runninghours or more, where only the average values of anumber of lube oil addings are representative.

If the SLOC deviates from the nominal value statedin the Instruction Manual or in the Product Manual,the engine cylinder condition should be inspected.

Note *)A deviation of ± 1 mm with the dipstick measurementmust be expected, witch corresponds ± 5 dm3,depending on the engine type.

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03.14 - ES0

General

504.07Edition 01H

Specific Lube Oil Consumption SLOCDescriptionPage 2 (2)

Date Run. hrs Add. Lube oil A1 + A2 L.O.Temperature SLOC Remarks [h] [dm³] [dm³] [°C] [g/kWh]

Plant / ShipLube oil consumption

Engine type:___________________ Engine # :__________________

Lube oil brand/type:__________________________________________

Density @15°C:_____________ [kg/m3]

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Commercially available fuel oils with a viscosity up to700 cSt at 50° C corresponding to 55 cSt at 100° Ccan be used for MAN B&W Holeby 4-stroke mediumspeed diesel engines.

For guidance on purchase, reference is made to ISO8216/17, BS 6843 and to CIMAC recommendationsregarding requirements for heavy fuel for dieselengines, third edition 1990. From these maximumaccepted grades are RMH 55 and K55. The mention-ed ISO and BS standards supersedes BS MA 100 inwhich the limit is M9.

It means that engines can be operated on the samefuel oils as MAN B&W 2-stroke low-speed dieselengines.

The data in the above HFO standards and specifica-tions refer to the same fuel type as delivered to theship, i.e. before on-board cleaning.

In order to ensure effective and sufficient cleaning ofthe HFO, i.e. removal of water and solid contaminants,the fuel oil specific gravity at 15° C (60° F) should bebelow 0.991. Higher densities can be allowed ifspecial treatment systems are installed.

Current analysis information is not sufficient forestimating the combustion properties of the oil.This means that service results depend on oil pro-perties which cannot be known beforehand. Thisespecially applies to the tendency of the oil to formdeposits in combustion chambers, gas passagesand turbines. It may, therefore, be necessary to ruleout some oils that cause difficulties.

Guiding Heavy Fuel Oil Specification

Based on our general service experience we have,as a supplement to the above-mentioned standards,drawn up the guiding HFO-specification shown below.

Heavy fuel oils limited by this specification have, tothe extent of the commercial availability, been usedwith satisfactory results on MAN B&W GenSets.

m/m = mass V/V = volume

*) May be increased to 1.010 provided adequatecleaning equipment is installed, and moderntype of centrifuges.

If heavy fuel oils, with analysis data exceeding theabove figures, are to be used, especially with regardto viscosity and specific gravity, the engine buildershould be contacted for advice regarding possiblechanges in the fuel oil system.

The data refer to the fuel as supplied, i.e. beforeany on-board cleaning.

Property

Density at 15°C

Kinematicviscosity

at100°Cat 50 °C

Flash point

Pour point

Carbon residue

Ash

Total sedimentafter ageing

Water

Sulphur

Vanadium

Aluminium +Silicium

Value

≤ 991*

≤ 55≤ 700

> 60

≤ 30

≤ 22

≤ 0.15

≤ 0.10

≤ 1.0

≤ 5.0

≤ 600

≤ 80

Units

kg/m3

cStcSt

°C

°C

% (m/m)

% (m/m)

% (m/m)

% (v/v)

% (m/m)

mg/kg

mg/kg

General

01.34 - ES1

Fuel Oil SpecificationDescriptionPage 1 (3)

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Fuel Oil Condition, when Entering the Engine

As practically all fuel oil specifications including theabove standards refer to the same fuel type assupplied, the fuel supplied to a ship has to be treatedon board before use. For running on the oil qualitymentioned above it is necessary that equipmentexists on board, which can treat, viz clean andpreheat, the fuel oil with optimum efficiency.

In B 11 00 0 "Cleaning Recommendations" ourrecommendations are outlined.

For economical HFO operation the fuel oil conditionat engine inlet should be as recommended below.

For fuels above 180 cSt/50° C a pressurerized fueloil system is necessary to avoid boiling and foamingof the fuel.

The viscosity leaving the heaters should be 10-15cSt and approx. 12-18 cSt entering the engine. Themaximum temperature of oil after preheater shouldbe 150° C to avoid to rapid fouling of preheater.

The preheating chart on page 3 illustrates the expect-ed preheating temperature as function of the specificfuel oil viscosity.

Property

Water

Solid particles

Particle size

Viscosity

Units

% by volume

ppm (mg/kg)

Micron

cSt

Max. value

max. 0.2

max. 20

max. 5

Range 12-18

DescriptionPage 2 (3)Fuel Oil Specification

General

01.34 - ES1

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This chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80.Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary,dependent on the viscosity and viscosity index of the fuel.

Fuel oil - preheating chart

Normal preheating limit

Approx. pumping limit

10 15 25 35 45 55 cSt/100° C

30 60 100 180 380 700 cSt/50° C200 400 800 1500 3500 7000 sec. Rw/100° F

Viscosity of fuel

Log scales

Approx. viscosityafter preheater

Temperatureafter preheater °C

170

160

150

140

130

120

110

100

90

80

70

60

50

40

30

sec.Rw.cSt

7 43

10 52

12 59

20 87

15 69

30 125

DescriptionPage 3 (3) Fuel Oil Specification

01.34 - ES1

General

504.20Edition 04H

Your Notes :

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General Considerations

The quality of a fuel oil is stated, in analysis data, interms of physical and chemical properties, which aredecisive to the suitability of the fuel oil for differentapplications. For diesel engine fuels the combustionquality, the content of impurities and the handlingproperties are the main quality criteria.

Since residual fuels are traded and designatedaccording to viscosity, it has become commonpractice to associate viscosity with quality. Thispractice can be very misleading, especially withmodern residual fuels, as a fuel oil of low viscositycan often be just as bad, or even worse, than otherfuel oils of very high viscosity.

The quality of refinery residues is dependent on theorigin of the crude oil, the grade of utilization whenrefining the crude oil, and the refinery techniqueused.

Some of the residues used in fuel oil production areof a viscosity requiring visbreaking, a process whichwill reduce the viscosity without improving the qualityat all.

When producing residual fuels from visbreaked,cracked residues and from "straight run" residues,the final adjustment of viscosity to fulfil therequirements of the different grades of intermediatefuels is achieved by adding gas oil.

However, it must be noted that considerable reductionof the viscosity is achieved by adding a relativelysmall amount of gas oil, which will give only a minorimprovement of the quality of the blend. This meansthat the quality to a major extent depends on residuespresent in the blend. Therefore the quality alsodepends on the density, see 504.26.

As a consequence of the possible variations in thequality of residues and the influence of adding gasoil, the quality of blended fuels can vary, even for fueloils of equal nominal viscosity.

504.25Edition 02H

02.16 - ESO - G

Combustion Quality

Combustion quality is the ability of the fuel oil to igniteand burn in a proper way. The ignition quality,combustion intensity, and length and completenessof combustion are properties influenced by thechemical combustion and structure of the fuel oil.

Ignition quality relates to ignition delay, i.e. the timeelapsed between the start of injection and the start ofcombustion.

Ignition quality is expressed by the cetane number,diesel index or cetane index. In all cases the higherthe value, the better the ignition quality. For diesel oilthe ignition quality is expressed by the cetane numberdetermined by a specified method in a standardengine running under standard conditions.

For residual fuels the ignition quality can be expressedby the diesel index or cetane index, both to becalculated from physical properties such as theaniline point, specific gravity and mid-distillationtemperature. The cetane number, diesel index orcetane index of a certain fuel oil will show reasonablecorrelation between the numerical values.

A FIA cetane number test is also good for evaluationof the combustion quality.

The combustion condition of the fuel oils is normallyevaluated from Conradson Carbon residue and theasphaltene contents.

Content of Impurities

The content of impurities of diesel engine fuelsshould be kept as low as possible, and harmful andunwanted impurities should, to the greatest possibleextent, be removed in the pre-treatment system inorder to minimize wear and corrosion of enginecomponents. Impurities derive from the crude oilitself, from refinery processes and from handling andstorage of oils. Some impurities, such as sulphur andvanadium, are oil soluble and therefore impossibleto remove in a conventional mechanical fuel oiltreatment system, while the amount of water andsolid impurities can be reduced by centrifuging andfiltration.

General

Fuel Oil Quality

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Quality Fuel Oil Main EffectsCriteria Characteristics

Combustion Conradson carbon Ignition ability.quality asphaltenes + Combustion condition.

FIA test Fouling of gasways.

Sulphur Corrosive wear. Coldcorrosion.

Vanadium Formation of deposits onSodium exhaust valves and turbo-

chargers.High temperature corrosion.

Water Disturbance of combustionprocess.Increased heat-load of com-

Content of bustion chamber compo-impurities nents, fouling of gas ways,

mechanical wear and cavita-tion of fuel injection system.

Ash Mechanical and corrosivewear of combustionchamber components.Formation of deposits.

Catalyst fines Mechanical wear of fuel in-jection system, cylinderliners and piston rings.

Viscosity Temperatures, pressures,Density and capacities of fuel oil

Handling Pour point systems for storage,properties pumping and pre-treatment.

Flash point Safety requirements.

504.25Edition 02H


02.16 - ES0 - G

Sand, rust, metal oxides and catalyst particles canbe found as solid particles in fuel oil.

Fuel-related wear and corrosion in diesel enginestake the form of mechanical wear and chemicallyinduced corrosion, the latter in the form of high andlow temperature corrosion.

The solid impurities and particles produced duringcombustion, collectively known as ash, causemechanical wear of engine components.

Especially catalyst particles, silicone and aluminiumoxides and silicates in the form of sand are veryabrasive. From vanadium and sodium corrosive ashin the form of oxides, carbonates and sulphates, iscreated during combustion.

The sulphur content of a fuel oil may lead to lowtemperature corrosion of combustion chambercomponents and the formation of deposits on these.The corrosive effect is due to the formation of sulphuricacid.

Water in the fuel oil may lead to several detrimentaleffects to the fuel system and to the diesel engine ingeneral by giving rise to mechanical and corrosivewear, as well as fouling.

Handling Properties

Handling of the fuel, i.e. storage, pumping andtreatment, is affected mainly by physical propertiessuch as viscosity, density, flash point and pour point,but other fuel oil properties such as stability, emul-sification tendency, viscosity index and the natureand amount of water and solid impurities will alsoinfluence the handling system.

The nominal viscosity is decisive for the preheatingtemperature necessary to achieve adequate viscosityfor pumping, settling, centrifuging and injection.

The density influences the gravitational settling ofwater and solid contaminants in settling tanks.Specific gravity is also an important parameter in thecentrifuging process. The flash point is, for safetyreasons, limited to a minimum of 60°C (140°F) byclassification societies and other authorities.

The flash point is related to the volatility of theamount and nature of lighter fractions in the fuel oil,and might thus be used to estimate the propensity ofgasification in non-pressurized parts of the fuelsystem.

The pour point defines the temperature at which waxcrystallization will take place and prevent the fuel oilfrom flowing and from being pumped.

Therefore, the pour point must be taken into accountwhen deciding the presence and capacity of heatingcoils in bunker tanks.

Fuel Oil Quality

General

Table 1. Fuel properties affecting diesel engine and fuel systems.

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01.34 - ES1

DescriptionPage 1 (2) Nomogram for Determination of CCAI 504.26

Edition 02H

General

Fig 1 Nomogram for determination of CCAI.

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504.26Edition 02H

Nomogram for Determination of CCAI DescriptionPage 2 (2)

General

01.34 - ES1

Ignition quality is an important fuel parameter. Thereason why it does not appear in the internationalspecifications is that there are no standardized testingmethod is non-existent. Therefore, parameters suchas the Calculated Carbon Aromaticity Index (CCAI)are resorted to as an aid which is derived fromdeterminable fuel parameters. According to ourexperience, only a rough assessment of the ignitionquality of the heavy fuel oil is possible with the helpof this method.

However, the CCAI has become so well-known inwidespread publications that, in spite of thereservations mentioned above. We were compelledto classify the respective MAN B&W Diesel A/S,Holeby engines according to CCAI-rating, too.

Example:

Viscosity: 180 cSt at 50°CDensity: 990 kg/m³ at 15°C

The combining straight line across density (990 kg/m³) and viscosity (180 cSt) of a heavy fuel oil resultsin CCAI (859). From CCAI, conclusions may bederived with regard to the ignition qualities.

CCAI may be calculated with the aid of the followingformula:

CCAI = D - 141 log (log (v + 0.85)) - 81

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504.27Edition 02H

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General

Analysis Data

Asphaltenes also influences the lubricating proper-ties of the fuel oil and, in extreme cases, highasphalteness content may lead to fuel injectionpump sticking.

Fuel oils with a high asphalteness content will havea tendency to form sludge, especially if the watercontent is also high. The asphaltenes content of afuel oil is influenced by pre-treatment. The heaviestsemi-solid asphaltenes, and asphaltenes bound towater as sludge, can be separated by centrifuging.

Diesel Index

Diesel index is a calculated value to determine theignition quality of a fuel oil. The ignition quality isrelated to the hydrocarbon composition, paraffinbeing of high quality, n-heptanes of moderate qualityand aromatics of low quality.

With certain exceptions the properties of the anilinepoint and the specific gravity reflect the hydrocarboncomposition of a fuel oil, and are therefore used inthe following simple formula as an expression ofignition quality:

Diesel index = (aniline point °F x API gravity) x 0.01.

The aniline point is the lowest temperature at whichequal volumes of the fuel and aniline become justmiscible. The test relies on the fact that aromatichydrocarbons mix completely with aniline at com-paratively low temperatures, whereas paraffins re-quire considerably higher temperatures before theyare completely miscible.

A high aniline point thus indicates a highly paraffinicfuel, and consequently a fuel oil of good ignitionquality. Similarly, a high API gravity number denotesa low specific gravity and high paraffinicity, andagain a good ignition quality.

The diesel index provides a reasonable idea of theignition quality, but generally gives figures slightlyabove the cetane number.

Fuel oils with poor ignition quality and a low dieselindex might in particular cause problems in startingdiesel engines and running at low load.

Comments on Analysis Data for Fuel Oils

Carbon Residue

The carbon residue of a fuel oil indicates its coke-forming tendency and can be used to determine thetendency to form deposits in the combustion cham-ber and gasways. The higher the carbon residuevalue, the higher the fouling tendency.

Some changes in the combustion process, requiringadjustment of the maximum pressure, may also beattributed to a high carbon residue content. Thevalue is measured by standardized tests, such asthe Conradson or Ramsbottom tests which givesimilar results.

The non-vaporized residue from the carbonizing testconsists of carbonaceous material and inorganicimpurities and is expressed as percentage weight ofthe fuel sample tested. Carbon residue andasphaltenes content generally move in parallel, bothin relation to the carbon-to-hydrogen ratio, with in-creasing values for a higher ratio.

The carbon-to-hydrogen ratio and thus also thecarbon residue depends on the source of the crudeoil and the type of refinery processing used.

The effect of carbon residue is impossible to coun-teract by pre-treatment of the fuel oil, as centrifugingonly influences solid inorganic contaminants andhard asphalts, which are only small amounts of thepercentage weight called carbon residue.

Asphaltenes

Asphaltenes is defined as the part of a fuel oil samplewhich is insoluble in heptane. The content ofasphalteness is expressed as percentage weight ofthe fuel oil sample tested.

Asphaltenes, which is aromatic, slow-burning, semi-solid hydrocarbon compounds dispersed in the fueloil, has a similar effect on the combustion process tothe carbon residue, the main impact being fouling ofgasways. The stability of the fuel oil is related to theasphaltenes content.


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In addition to starting difficulties, a prolonged ignitiondelay may give rise to alternations in the maximumpressure, leading to increased mechanical or ther-mal load.

Furthermore, fuel oils with poor ignition quality maycause retarded combustion and subsequent foulingof gasways.

Sulphur

Sulphur is present in fuel oil, mainly as organiccompounds, the amount present being expressedas percentage weight of an oil sample tested. If freesulphur is present it may cause corrosion in the fuelsystem. The main problem caused by sulphur is lowtemperature corrosion. During combustion, sulphuroxides are produced in the form of gases. Sincehumidity is also present sulphur and sulphuric acidmay be formed on components in the combustionchamber and in the gasways, where the temperatureis below that of the dew point for sulphuric acid.

The detrimental effect of sulphur in fuel oil is counter-acted by maintaining an adequate temperature ofthe combustion chamber components and by usingalkaline lubricating oil to neutralize the sulphuric acidproduced during combustion.

Vanadium and Sodium

Vanadium and sodium are constituents of the ashcontent. The amounts of these are measured byanalyzing the residue from the combustion test usedfor determination of the ash content. The amount ofvanadium and sodium present is expressed in ppm,parts per million, by weight in relation to the fuel oilsample being tested for ash content. Vanadiumderives from the crude oil itself and, being oil soluble,cannot be removed from the fuel oil by conventionalpre-treatment. Sodium derives from the crude oil,and also from contamination with salt water duringstorage and transport of the fuel oil. Sodium is water-soluble and, regardless of derivation, tends to com-bine with the water present in the fuel oil.

Owing to its water solubility, it is possible to removeor reduce the amount of sodium present in the fueloil. During combustion, corrosive ash is formed fromvanadium and sodium.

Analysis Data

General

Especially if the weight ratio of sodium to vanadiumexceeds 1:3, ash with a very low melting point andstiction temperature is formed, giving rise to hightemperature corrosion of exhaust valves and de-posit formation in turbochargers.

It is possible to reduce the tendency for formation ofdetrimental vanadium-sodium ash by effective cen-trifuging, which will remove sodium salts togetherwith water. If a very low content of sodium is ensured,a relatively high vanadium content might be accept-able.

Water

The water content of fuel oil is measured by astandardized distillation test and is expressed aspercentage volume of the sample tested. Water inthe fuel oil may lead to several detrimental effects onthe fuel oil system, and corrosion and cavitation offuel injection pumps and fuel valves, and causefouling of exhaust systems and turbochargers.

Due to its content of sodium, salt water in combina-tion with vanadium contributes to the formation oflow-melting corrosive ash, which attacks exhaustvalves and turbochargers. When it disturbs the fuelatomization, water will lead to poor combustion,resulting in higher heat load on the combustionchamber components.

It is possible to reduce the water content of a fuel oilprimarily by centrifuging, and this should be done tothe widest possible extent in order to avoid thedetrimental effects of water in the fuel oil.

Ash

Ash content is a measure of the non-combustiblematerial present in the fuel oil. The ash content isdetermined by a combustion test and it is expressedas a percentage weight residue from complete com-bustion of the oil sample tested.

Ash-forming materials are present in the fuel oil asnatural components of crude oil and due to externalcontamination of the fuel oil.


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Ash-forming materials exist both as solid contami-nants and in soluble compounds. The solid contami-nants may lead to abrasive wear in the fuel injectionsystem. Ash formed during combustion may lead toabrasive as well as corrosive wear of combustionchamber components and give rise to formation ofdetrimental deposits. It is therefore essential, to thegreatest possible extent, to reduce the amount ofash-forming materials by centrifuging.

Solid contaminants such as sand, rust, certain metaloxides and catalyst fines can be removed by centri-fuging, and the same goes for water-soluble saltssuch as sodium.

Some of the components included in the ash contenthave been found to be particularly harmful and aretherefore stated individually in the analysis data.

Silicium and Aluminium Oxides

Residual fuels produced by refineries using fluidcatalytic cracking may be contaminated by catalystparticles in the form of silicium and aluminium ox-ides. Any catalyst particles are shown by the ashcontent value. Separate values for silicium oxidecontent and aluminium oxide content are measuredby analyzing the ash content.

The amount of silicium and aluminium oxides isexpressed in ppm in relation to the weight of theoriginal fuel oil sample being tested for ash content.

As catalyst particles are very hard and abrasive, theycan cause extreme mechanical wear of the fuelinjection system, cylinder liners and piston rings.

Catalyst particles, being solid and insoluble, can beremoved from the fuel oil. The guidelines fordimensioning the centrifuge size are based on thefact that approx. 1/3 of the catalyst particles in termsof weight is removed.

Viscosity

Basically viscosity is a measure of the internal fric-tion or resistance of a liquid to flow.

02.16 - ES0 - G

Analysis Data

General

Viscosity of Marine Gas Oil (MGO) and MarineDiesel Oil (MDO) are expressed in centistokes (cSt)at 40° C.

Viscosity is an important parameter in connectionwith pumping, pre-treatment and injection of fuel oil,since the possibility and efficiency of these processesto a large extent depend on adequate viscosity.

Adjustment of viscosity to adequate values is possibleby taking advantage of the interdependence betweenthe temperature and viscosity index of the fuel oil.

The nominal viscosity of a fuel oil is the factordetermining the preheating temperatures necessaryto obtain adequate viscosity for pumping, centrifug-ing and injection of the fuel oil, and thus also thefactor determining the capacity of the preheatingequipment in the fuel oil system.

Density

Density is defined as the mass of a unit volume andis expressed in g/cm³ at a temperature of 15°C(59°F).

Specific gravity is the ratio of the mass of a givenvolume of liquid at 60°F (15.6°C) and the mass of anequal volume of water at the same temperature. Fora given liquid, the specific gravity will generally givethe same numerical value as the density.

API gravity is an arbitrary scale calibrated in degreesand related to specific gravity by the following for-mula:

° API gravity = + 131.5

As the formula indicates, the API gravity is in inverseproportion to density and specific gravity.

Density is an important parameter in the centrifugingprocess, where separating water and water-dis-solved impurities from the fuel oil is based on thedifference in densities. If the density of the fuel oilapproaches that of water, centrifuging thus becomesless effective, necessitating a reduced flow rate andtherefore increased centrifuge capacity.


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Analysis Data for Fuel Oils

Carbon Residue % weightAsphaltenes % weightDiesel Index

Engine- FIARelevant Ash % weightProperties Sulphur % weight

Water % volumeVanadium ppmSodium ppmSilicium Oxide ppmAluminium Oxide ppm

Viscosity cSt/50°CInstallation- Density g/mlRelevant Flash Point °CProperties Pour Point °C

The water separation ability of fuel oil is increased bypreheating the fuel oil prior to centrifuging since thedensities of fuel oil and water change with thetemperature at different rates, thus making it possi-ble to optimize density differences.

To some extent the quality of a fuel oil can be judgedby the density, since this is directly proportional tothe carbon-to-hydrogen ratio, which again is in directproportion to aromativity, carbon residue andasphaltene content, but in reverse ratio to calorificvalue.

02.16- ES0 - G

Analysis Data

General


504.27Edition 02H

Table 2 Analysis data for fuels.

Pour Point

The pour point is the lowest temperature at which anoil will flow or can be poured. The pour point ismeasured under specific test conditions. Fuel oilmust be stored, handled and pumped at tempera-tures above the pour point to avoid wax crystalliza-tion, which may result in precipitation in storagetanks, blocking of filters and pipe lines and preven-tion of pumpability. Normally, the pour point of re-sidual fuel oil does not create any problems, sincethe temperature needed to reduce the viscosity topumpable levels will be adequately in excess of thepour point.

Flash Point

The flash point of an oil is defined as the temperatureat which it gives off sufficient vapour to create aninflammable mixture with air. This mixture will igniteor flash under the influence of an open flame, but willnot support combustion itself. The flash point of fueloil is normally tested by the Pensky-Martens closed-up method.

In order to provide a sufficient margin of safety fromfire risk during storage, handling and transportation,fuel oils for shipboard use must meet the classifica-tion societies' requirements of flash point, limited toa minimum of 60°C (140°F).

Purification Recommendations

Fuel oils are always contaminated and should thereforebe thoroughly cleaned for solid as well as liquidcontaminants before use. The solid contami-nants inthe fuel are mainly rust, sand, dust and re-finerycatalysts. Liquid contaminants are mainly water, i.e.either fresh water or seat water.

The impurities can cause damage to fuel pumps andfuel valves, can result in increased cylinder liner wearand deteriorate the exhaust valve seats. Also increasedfouling of gas ways and turbocharger blends mayresult from the use of inadequately cleaned fuel oils.

Effective cleaning can only be ensured by means ofa centrifuge. We recommend the capacity of theinstalled centrifuges to be at least according to thecentrifuging maker's recommendations. To obtainoptimum cleaning it is of the utmost importance tooperate the centrifuge with as low a viscosity of thefuel oil as possible and allow the fuel oil to remain inthe centrifuge bowl as long time as possible.

Especially for fuels above 180 cST/50°C (1500 sec.

96.02 - ES0S-G

DescriptionPage 1 (2) Fuel Oil Cleaning 504.30

Edition 01H

L23/30H

RW/100°F) the highest possible temperature 98°C(208°F) should be maintained in the centrifuge oilpreheater.

The fuel is kept in the centrifuge as long as possibleby adjusting the flow rate through the centrifuge sothat it corresponds to the amount of fuel required bythe engine without excessive re-circulating.Consequently, the centrifuge should operate for 24hours a day except during necessary cleaning.

Taking today's fuel qualities into consideration theneed for cleaning centrifuges ("shooting frequency")should not be underestimated. Correct choice andadjustment of the regulating screws and/or the gravitydiscs are of special importance for efficient waterremoval. The centrifuge manual states the disc orscrew adjustment which should be chosen on thebasis of the specific gravity of the fuel.

Normal practice is to have at least two centrifugesavailable for fuel cleaning. Results from experimentalwork on centrifuges, treating today's qualities ofresidual fuel, have shown that the best cleaningeffect, especially as regards removal of catalyst finesis achieved when the centrifuges are operated inseries, in purifier/clarifier mode.

Therefore series operation of centrifuges ensuring amaximum of safety is a fully accepted alternative tothe previously recommended parallel operation,provided the operating capacity of each individualcentrifuge can handle the total amount of fuel requiredby the engine, without exceeding the flow raterecommended by the centrifuge maker for the operatingmode in question.

If the installed centrifuge capacity is on the low sidecorresponding to the specific viscosity of the usedfuel oil and if more than one centrifuge is available,parallel operation may be considered in order to obtainan even lower flow rate. However, in view of the aboveresults and recommendations serious considerationsshould be given to installing new equipment incorrespondence with today's fuel qualities and flowrecommendations.

For the determination of centrifuging capacity, we

Table 1. Cleaning of HFO.

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Cleaning of HFO by Centrifuging

Single centrifuge as purifier.

Two centrifuges in parallel.

Two centrifuges in series.

Optimum Operating Configurations

Water content Parallel operation

below 1 % Purifier / Purifier

or

Density at 15°C Series operation

below 0.991 Purifier + Clarifier

Water content

below 1 % Parallel operation

Density at 15°C Purifier / Purifier

below 0.991

High content Series operation

of catalyst fines Purifier + Clarifier

OperatingOptions

NormalConditions

ExtremeConditions

15

30

200

60

400

80

600

180

1500

380

3500

600

6000

25 45

100

13075

cST/50˚C

sec. RI/100˚F

cSt/80˚C

Log scales

212

194

176

158

140

122

104

100

100

90

80

80

70

60

60

50

40

40

˚C˚F

Separation Temperature

20

%

Related to Rated Capacity of Centrifuge

Flow Rate

504.30Edition 01H

96.02 - ES0S-G

Fuel Oil Cleaning DescriptionPage 2 (2)

L23/30H

Fig. 1. Flow rate through centrifuge related to nominalcapa- city of centrifuge.

generally advise to follow the recommendations of thecentrifuge maker, but the curves on fig. 1, can be usedas a guidance.

A homogenizer may be installed in the fuel oil systemas a supplement to the centrifuges to homogenizepossible water and sludge still present in the fuel aftercentrifuging.

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DescriptionPage 1 (5) Freshwater System Treatment 504.40

Edition 02H

General

00.11- ES1

Cleaning agents emulsified in water as well asslightly alkaline cleaning agents can be used for thedegreasing process, whereas ready-mixed cleaningagents which involve the risk of fire must obviouslynot be used. For descaling with acid, especiallyproducts based on amino-sulphonic acid, citric acid,and tartaric acid are recommendable, as these acidsare usually obtainable as solid substances, easilysoluble in water, and do not emit poisonous vapours.

The cleaning agents should not be directly admixed,but should be dissolved in water and then added tothe cooling water system.

Normally, cleaning can be executed without anydismantling of the engine. We point out that the watershould be circulated in the engine to achieve the bestpossible result.

As cleaning can cause leaks to become apparent inpoorly assembled joints or partly defective gaskets,inspection should be carried out during the cleaningprocess. The acid content of the system oil shouldalso be checked immediately after cleaning, and 24hours afterwards.

Cooling Water - Inhibitors

The filling-up with cooling water and the admixture ofthe inhibitor is to be carried out directly after thecleaning in order to prevent formation of rust on thecleaned surfaces.

Raw Water

The formation of lime stone on cylinder liners and incylinder heads may reduce the heat transfer, whichwill result in unacceptably high temperatures in thematerial.

Therefore, it is recommended that deionized ordistilled water (for example from the freshwatergenerator) is used as cooling water. However, onaccount of its lack of hardness, this water will berelatively corrosive, and a corrosion inhibitor shouldtherefore always be added.

Protection against Corrosion in FreshwaterCooling System

The engine fresh water must be carefully treated,maintained and monitored so as to avoid corrosionor the formation of deposits which can result ininsufficient heat transfer, it is necessary to treat thecooling water. MAN B&W recommend that this treat-ment is carried out according to the following proce-dure:

– Clean the cooling water system.

– Fill up with deionized or distilled cooling water(for example from the freshwater generator)with corrosion inhibitor added.

– Carry out regular checks of the cooling watersystem and the condition of the cooling water.

Observance of these precautions, and correct ven-ting of the system, will reduce service difficultiescaused by the cooling water to a minimum.

Cleaning of the Cooling Water System

Before starting the inhibition process, any existingdeposits of lime or rust, or any oil sludge, should beremoved in order to improve the heat transfer and toensure uniform protection of the surface by means ofthe inhibitor.

The cleaning should comprise degreasing to removeoil sludge, and descaling with acid afterwards toremove rust and lime deposits.

Ready-mixed cleaning agents, specially made forcleaning the cooling water system, can be obtainedfrom companies specializing in cooling water treat-ment. These companies offer assistance and controlof the treatment in all major ports. A number of thesecompanies are mentioned on the enclosed list. Wepoint out that the directions given by them should beclosely followed. It is of particular importance to flushthe system completely after cleaning.

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Edition 02H

General

00.11- ES1

If deionized or distilled water cannot be obtained,normal drinking water can be used in exceptionalcases. If so, the total hardness of the water must notexceed 9° dH (German hardness degrees). Thechloride, chlorine, sulphate, and silicate contents arealso to be checked. These contents should notexceed the following values:

Chloride 50 ppm (50 mg/litre)Chlorine 10 ppm (10 mg/litre)Sulphate 100 ppm (100 mg/litre)Silicate 150 ppm (150 mg/litre)

There should be no sulphide and ammonia content.Rain water must not be used, as it may be heavilycontaminated.

It should be noted that softening of water does notreduce its sulphate and chloride contents.

Corrosion Inhibitors

To protect freshwater cooling systems in marinediesel engines against corrosion, various types ofinhibitors are available.

Generally, only nitrite-borate based inhibitorsare recommended.

A number of the products marketed by major compa-nies are specified on the enclosed list, together withthe necessary dosages and admixing procedures.We recommend that these directions are strictlyobserved.

Treatment of the cooling water with inhibting oils isnot recommended, as such treatment involves therisk of oil adhering to the heat transmitting surfaces.

Chromate inhibitors must not be used in plantsconnected to a freshwater generator.

Evaporated cooling water is to be replaced withnoninhibited water, whereas a loss of water throughleakage must be replaced with inhibited water.

When overhauling individual cylinders, a new dos-age of inhibitor must, if necessary, be added im-mediately after completing the job.

Checking of the Cooling Water System andthe Sooling Water during Service

If the cooling water is contaminated during service,sludge or deposits may form. The condition of thecooling water system should therefore be regularlychecked, especially if deionized or distilled water isnot used. If deposits are found in the cooling spaces,these spaces or, if necessary, the entire systemshould be cleaned.

According to experience, a zinc galvanized coatingin the freshwater cooling system is often very sus-ceptible to corrosion, which results in heavy for-mation of sludge, even if the cooling water is cor-rectly inhibited. The initial descaling with acid will, toa great extent, remove the galvanized coating. Gen-erally, therefore, we advise against the use of galva-nized piping in the freshwater cooling system.

The quality of the cooling water is to be checkedregularly, if possible once a week. Basically theinhibitor concentration, the pH value and the chlorideconcentration should be in accordance with limitsstated by inhibitor manufacturer. For this purposethe inhibitor manifactures normally supply simpletest kits.

As a general guidance values the pH value should be7-10 measured at 20° C and the chloride concentra-tion should not exceed 50 ppm (50 mg/litre).

The water sample for these tests is to be taken fromthe circulating system, and not from the expansiontank or the pipe leading to it.

The concentration of inhibitor must under nocircumstances be allowed to fall below that re-commended by the producer, as this would in-crease the risk of corrosion.

A clear record of all measuring results should bekept, so that the actual condition and trend of thesystem may be currently ascertained and evaluated.

A sudden or gradual increase in the chloride contentof the cooling water may be indicative of salt waterleakages. Such leakages are to be traced and repai-red at the first opportunity.

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A chloride content in the cooling water higher thanthe 50 ppm specified might, in exceptional cases betolerated. However, in that case the upper limitspecified by the individual inhibitor supplier must notbe exceed.

A clear record of all measuring results should bekept, so that the actual condition and trend of thesystem may be currently ascertained and evaluated.

A sudden or gradual degrease in pH value, or anincrease of the sulphate content, may indicate ex-haust gas leakage. The pH value can be increasedby adding inhibtor; however, if major quantities arenecessary, the water should be replaced.

Every third month a cooling water sample should besent ashore for laboratory analysis, in particular toascertain the contents of inhibtor, sulphate, and iron,as well as the total salinity of the water.

Cleaning and Inhibiting Procedure

The engine must not be running during the cleaningprocedure, as this may involve the risk of overhea-ting when draining.

Degreasing

Use clean tap water for filling-up. The cooling waterin the system can be used, if it does not containinhibitors.

Heat the water to 60° C and circulate the watercontinuously.

Drain to lowest water level in expansion tank.

Add the amount of degreasing chemical specified bythe supplier, preferably from the suction side of thefreshwater pump.

Drain to lowest water level in the expansion tankdirectly afterwards.

Circulate the cleaning chemical for the period speci-fied by the supplier.

The cooling water system must not be keptunder pressure.

Check, and repair any leaks.

Drain the system and fill up completely with clean tapwater, in order to flush out any oil or grease from thetank.

Circulate the water for 2 hours, and drain again.

Descaling with Acid Solution

Fill up with clean tap water and heat to 70-75° C.

Dissolve the necessary dosage of acid compound ina clean iron drum with hot water.

Fill the drum half up with water and slowly add theacid compound, while stirring vigorously. Then fillthe drum up completely with hot water while conti-nuing to stir (e.g. using a steam hose).

Be careful - use protective spectacles and gloves.

For engines which have been treated before the trialtrip, the lowest concentration recommended by thesupplier will normally be sufficient.

For untreated engines, a higher concentration -depending on the condition of the cooling system -will normally be necessary.

Drain some water from the system and add the acidsolution via the expansion tank.

The cooling water system must not be put underpressure.

Keep the temperature of the water between 70° Cand 75° C, and circulate it constantly. The durationof the treatment will depend on the degree of fouling.Normally, the shortest time recommended by thesupplier will be sufficient for engines which aretreated before the trial trip. For untreated engines, alonger time must be reckoned with. Check everyhour, for example with pH-paper, that the acid in thesolution has not been used up.

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Edition 02H

General

00.11- ES1

A number of descaling preparations contain colourindicators which show the state of the acid solution.If the acid content is exhausted, a new acid solutioncan be added, in which case, the weakest recom-mended concentration should be used.

The solubility of acids in water is often limited.Therefore if, in exceptional cases, a large amount isrequired, descaling can be carried out in two stageswith a new solution of compound and clean water.Normally the supplier will specify the maximumsolubility.

After completing the descaling, drain the system andflush with water. Acid residues can be neutralizedwith clean tap water containing 10 kg soda per ton ofwater. Circulate the mixture for 30 minutes, thendrain and flush the system.

The cooling water system must not be put underpressure.

Continue to flush until water used is neutral (pHapprox. 7).

Adding of Inhibitors

Fill up the cooling water system with water from theevaporator to the lowest water level in the expansiontank.

Weight out the quantity of inhibitors specified by thesupplier and dissolve in a clean iron drum with hotwater from the evaporator.

Add the solution via the expansion tank to thesystem. Then fill up to normal water level with waterfrom the evaporator.

Allow the engine to run for not less than 24 hours toensure that a stable protection of the cooling surfa-ces is formed.

Subsequently, test the cooling water with a test kit(available from the inhibitor supplier) to ensure thatan adequate inhibitor concentration has been obtai-ned.

This should be checked every week.

The acid content of the system oil is to be checkeddirectly after the descaling with acid, and again 24hours afterwards.

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Company

Castrol LimitedSwindonWiltshire, England

Drew AmeriodMarineBoonton, N.J./U.S.A

Houseman Scandinavia3660 StenløseDenmark

Nalfleet Marine ChemicalsNorthwich,Cheshire CW8DX, England

Rohm & Haas(ex Duolite)Paris, France

Unitor RochemMarine ChemicalsOslo, Norway

CastrolSolvex WT4CastrolSolvex WT2

DEWT-NCLiquidewtMaxiguard

Cooltreat 651

Cooltreat 652

Nalfleet EWT Liq(9-108)Nalfleet EWT 9-131CNalfleet EWT 9-111Nalcool 2000

RD11 DIA PROSIMRD25 DIA PROSIM

Dieselguard NBRocor NB Liquid

Powder

Liquid

PowderLiquidLiquid

Liquid

Liquid

LiquidLiquidLiquidLiquid

PowderLiquid

PowderLiquid

3 kg/1000 l

20 l/1000 l

3.2 kg/1000 l8 l/1000 l16 l/1000 l

5 l/1000 l

5 l/1000 l

3 l/1000 l10 l/1000 l10 l/1000 l10 l/1000 l

3 kg/1000 l50 l/1000 l

3 kg/1000 l10 l/1000 l

Name of Inhibitor Delivery Form

* Initial dosage may be larger

The list is for guidance only and must not beconsidered complete. We undertake no responsi-bility for difficulties that might be caused by these orother water inhibitos/chemicals.

The suppliers are listed in alpabetical order.

Suitable cleaners can normally be supplied bythese firms.

Maker's minimumRecommended

Dosage*

Nitrite-borate corrosion inhibitorsfor cooling water treatment

Your Notes :

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L23/30HDescription

505 01 (01H)

Working Card

505- 01 .00 (01H)Inspection of inlet valve, exhaust valve and valve guide ------------------------------505- 01 .05 (01H)Reconditioning of valve spindle seat and valve seat ring ----------------------------- 505- 01 .10 (01H)Valve rotator -------------------------------------------------------------------------------------- 505- 01 .15 (01H)Replacement of valve guide ------------------------------------------------------------------505- 01 .20 (01H)Indicator valve ------------------------------------------------------------------------------------505- 01 .26 (01H)Replacement of sleeve for fuel injector ----------------------------------------------------505- 01 .30 (01H)Replacement of valve seat ring --------------------------------------------------------------505- 01 .35 (01H)Mounting of cylinder head ---------------------------------------------------------------------505- 01 .40 (01H)Inspection of cylinder head cooling water space ----------------------------------------505- 01 .45 (01H)

Plates

Cylinder head --------------------------------------------------------------------------------------------50501- 01HValve spindles and valve gear ---------------------------------------------------------------------- 50502- 01HIndicator valve -------------------------------------------------------------------------------------------50508- 01HCylinder head, top cover ------------------------------------------------------------------------------50510- 01H

Dismantling of cylinder head ------------------------------------------------------------------

Cylinder HeadIndexPage 1(1) 505

Cylinder head -------------------------------------------------------------------------------------

STX Engine

Your Notes :

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DescriptionPage 1 (1) Cylinder Head 505.01

Edition 01H

Cylinder Head

The individual cast-iron cylinder heads, one for eachcylinder unit, are equipped with a centrally situatedfuel injection valve, two inlet valves, two exhaustvalves and one indicator cock.

The head has a thick, bore-cooled flame plate forsatisfactory control of mechanical and thermal loadsand stress.

The cylinder head is attached by means of 4 nuts and4 studs screwed into deep bosses in the engine frametop plate. The nuts are tightened by means of hydraulictools.

95.50 - ES0U-G

L23/30H

Inlet and Exhaust Valves

The inlet and exhaust valve spindles are identical andtherefore interchangeable.

The valve spindles are made of heat-resistant material.Hard metal is welded on to the valve spindle seats.

The valve spindles are fitted with valve rotators whichturn the spindles a little each time the valves open.

The cylinder head is equipped with replaceable seatrings for inlet and exhaust valves.

The seating surfaces are hardened in order to minimizewear and prevent dent marks, on the inlet seat byinduction hardening, on the exhaust seat by hardmetal armouring.

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Safety precautions:


Description:

Dismantling of cylinder head for inspection and/oroverhaul.

Starting position:

Cooling water has been drained from engine.

Related procedure:

Dismounting of piston and connectingrod 506-01.00Dismounting and inspection of inlet valve,exhaust valve and valve guide 505-01.05Dismantling, overhaul and testpressure of fuel oil valve 514-01.10

Manpower:

Working time : 1 hourCapacity : 2 men

Data:



95.50 - ES0S

L23/30H

Special tools:

Plate no Item no Note

52021 011 Oil injector,52021 011 (Complete)52021 501 4 pieces52021 513 1 piece52021 15552005 01452021 251 Hydraulic tools

Hand tools:

Ring and open-end spanner, 17 mm.Ring and open-end spanner, 19 mm.Ring and open-end spanner, 27 mm.Allen key, 8 mm.


Plate no Item no Qty/

Dismantling of Cylinder HeadWorking CardPage 1 (2)

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L23/30H

Draining of cooling water, disconnection of pipesetc.

1) Open the drain cock and vent cock for coolingwater.

2) Take off the top cover.

3) Take off the front cover which gives access tothe injection pump.

4) Disconnect the fuel oil high-pressure pipe.

5) Disconnect the rocker arm lubricating oil pipe.

6) Remove the thermometer attachment branch(cooling water outlet pipe).

7) Remove the exhaust pipe flange screws.

8) Remove the cylinder head nuts, see Fig 1,by means of hydraulic jacks. See working card 520-01.05.

Fig 2

Fig 1

Mounting of Lifting Tool while the Fuel InjectionValve is Placed in the Cylinder Head.

9) Disconnect the two nuts which is holding downthe fuel injection valve.

10) Remove the two distance pieces.

11)Mount the lifting tool by means of the two nuts. SeeFig 2.

Mounting of Lifting Tool with the Fuel InjectionValve is Removed from the Cylinder Head.

12)Mount the two-distance pieces to the studs.

13)Mount the lifting tool by means of the two nuts. SeeFig 3.

Fig 3

Dismantling of Cylinder Head Working CardPage 2 (2)

14)Attach the hook to the lifting tool and lift thecylinder head away.

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Safety precautions:


Description:

Dismounting of inlet and exhaust valve, inspec-tion of valve guide and mounting of inlet andexhaust valve.

Starting position:

Cylinder head, dismantled fromengine 505-01.00

Related procedure:

Reconditioning of valve spindle seatand valve seat ring 505-01.10Valve rotator 505-01.15Replacement of valve guide 505-01.20Replacement of valve seat ring 505-01.35Mounting of cylinder head 505-01.45

Manpower:

Working time : 1 hourCapacity : 1 man

Data:


95.50 - ES0S

Special tools:


52005 01452005 05152005 254/301 Extra tools52005 553

Hand tools:

Ring and open-end spanner, 24 mm.Small screwdriver.Measuring tools.



60501 363 4/cyl.

505-01.05Edition 01HInspection of Inlet Valve, Exhaust Valve and Valve GuideWorking Card

Page 1 (3)

L23/30H

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Working CardPage 2 (3)

Dismantling of Inlet and Exhaust Valve Spindles

1) Land and fasten the cylinder head upon thespecial work table and remove the lifting tool.

Or as an Alternative:

Land the cylinder head on the floor upon woodensupports and remove the lifting tool.

2) Mount the supporting devices for the valvespindle heads on the work table.

Or as an alternative:

Place wooden blocks under the valve spindle heads.

3) Turn back the rocker arm and remove thespring-loaded valve bridge over the valve spindles.

Inspection of Inlet Valve, Exhaust Valve and Valve Guide

Fig 2.

table and take out the valve spindle.

11) Repeat point 4 - 10 to remove the two othervalve spindles.

Inspection of Valves/Valve Seats

A slight grinding of valve/valve seat can be carried outby means of the handle as shown, see fig 3.

If the valve seat is heavily burnt or scarred, it shouldbe ground using the valve seat grinder, see workingcard 505-01.10.

Inspection of Valve Guide

95.50 - ES0S

A

B

Fig 1.

4) Mount the tool for mounting af valves, see fig 2.

5) Compress the valve springs by tightening nutA, see fig 1.

6) Remove the cone rings, see fig 2.

7) Release the springs again.

8) Remove nut A and traverse B, see fig 1.

9) Remove valve rotator and springs.

10) Remove the supporting devices under the work

Fig 3.

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Inspection of Inlet Valve, Exhaust Valve and Valve GuideWorking CardPage 3 (3)


Too much clearance between valve spindle andspindle guide may cause:

- increased lub. oil consumption.- fouling up of the spindle guide and thus give the

risk of a sticking valve spindle.

Too much clearance also means insufficient guid-ance of the valve spindle, and thus bad alignmentbetween spindle head and valve seat ring.

In connection with overhaul of the cylinder head, thevalve spindle guides should be cleaned, inspectedand measured for wear.

If the inner diameter of the valve spindle guideexceeds the tolerance, see page 500.35, the valvespindle guide must be replaced. See working card505-01.20.

Mounting of Valve Spindle

12) For mounting of valve spindle follow theinstructions in point 4 - 10 in reversed order.

Max inner diameter,see page 500.35.

Fig 4.

Your Notes :

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Safety precautions:


Description:

Reconditioning of valve spindle seat and valveseat ring, with special grinding machine.

Starting position:

Valve spindle has been removed 505-01.05

Related procedure:

Mounting of valve spindle 505-01.05

Manpower:

Working time : 6 hoursCapacity : 1 man

Data:



95.50 - ES0S

L23/30H


Special tools:


52005 408 Grinding machinefor valve spindle.

52005 350 Grinding machinefor valve seat ring(extra tools).

Hand tools:

All the hand tools and new stones are included inthe tools box for grinding machine.



Reconditioning of Valve Spindle Seatand Valve Seat Ring

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Reconditioning of Valve Seat Ring

Reconditioning of valve seat rings by machining iscarried out by means of a grinding machine, the pilotspindle of which is to be mounted in the valve spindleguide. For operation of the grinding machine, seeseparate instructions.

Grinding of Valve Seats

Grinding of valve seat rings should be carried outaccording to the following sequence:

1) Grind the seating surface with a feed at anangle "A" of 30° ± 0,10°.

2) Continue the grinding until a clean and uniformsurface condition has been obtained.

3) Carry out the final grinding with a feed in thedirection inside and outwards. Normally, the bestsurface quality is obtained this way.

L23/30H




0.

"A" 30 ± 0,10°

"R"0

"S"

Fig 1. Valve Seat Ring

Scrapping of Valve Seat Rings

Normally, the valve seat ring can be reconditionedseveral times.

However, when the seat "S" has been ground to suchan extent that the recess "R" disappears, see fig 1,the valve seat ring has to be scrapped and a new onemust be installed, see working card 505-01.35

Reconditioning of Valve Spindle

Reconditioning by machining is carried out with thevalve spindle being rotated in a turning lathe and aspecial grinding machine mounted on the tool post ofthe turning latch.

Grinding of Valve Spindle

For operation of the grinding machine, see separatedinstructions.

1) Grind the seating surface with a feed at an angel"A" of 30° ± 0.

2) Continue the grinding until a clean and uniformsurface condition has been obtained.

3) Check the height "H"1 after completing thegrinding, see fig 2.

"H"1 has as a minimum to be as indicated on page500.35.

If measured to be less, the spindle has to be scrap-ped.

4) After assembling the valves, check - on account

0,25°.

"H"1

"A" 30° ± 00,25°

Fig 2. Valve Spindle

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Fig 3.

"H"2

of the valve motion - that distance "H"2 between theupper edge of the cylinder head and the upper edge ofthe valve spindle, see fig 3, does not exceed themaximum value, see page 500.35.

95.50 - ES0S

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Safety precautions:


Description:

Dismantling, inspection and mounting of valverotator.

Starting position:


Related procedure:

Mounting of valve spindles 505-01.05

Manpower:

Working time : 1/2 hourCapacity : 1 man

Data:



95.50 - ES0S

L23/30H

Special tools:


52005 051

Hand tools:

Small screwdriver.Ring and open-end spanner 24 mm.



Valve RotatorWorking CardPage 1 (2)

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Inspection of Rotocap

Dirt especially in the ball pockets due to residues inthe oil (abrasives, combustion products), can causethe individual parts to become stuck, and hinders themovement of the balls.

Rotocap valve rotators need no servicing undernormal operating conditions.

Rotator performance is satisfactory when the valverotates visibly and evenly.

Dismantling of Rotocap

See working card 505-01.05, point 3 to 9.

Overhaul of Rotator

1) Clean the valve rotator.

2) Inspect for wear and ball impressions.

3) Remove the retaining ring and disassemblethe individual parts.

4) Replace parts showing wear grooves or de-pressions formed by the balls.

5) Insert the balls and the tangential springs.

Note! All balls on the inclined races of the ballpockets must point in the same direction, see fig. 1.

The inner ring of the spring washer should rest on theretainer body.

95.50 - ESOS

5 05-01.15Edition 01H

Valve Rotator Working CardPage 2 (2)

Fig 1.

Note! Having assembled the valve rotator in drycondition it should be placed in clean lubricating oilfor a short period of time.

Mounting of Rotocap

See working card 505-01.05, point 3 to 9, oppositedirection.

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Safety precautions:


Description:

Dismantling and mounting of valve guide for inletand exhaust valve.

Starting position:


Related procedure:


Manpower:


Data:



Special tools:


Hand tools:

Hammer.Nitrogen (N

2), or similar.

Mandrel for knocking out the valve guide.


Plate no. Item no. Qty/

50501 363 4/cyl50501 218 4/cyl

Working CardPage 1 (2) Replacement of Valve Guide

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When to Replace the Valve Guide

If the clearance exceeds the max. limit, see page500.35, the valve guide must be replaced.

Dismounting of Valve Guide

1) Knock the valve guide out from the bottom ofthe cylinder head, by means of a mandrel, which hasa shoulder turning that fits into the valve guide, seefig 1.

4) Before mounting - cool down the new valveguide to approx. -70°C with nitrogen or similar.

5) Insert the valve guide into the bore.

6) Knock slightly with the mandrel and a hammer.Note! The shoulder of the valve guide must bearagainst the cylinder head, by knocking slightly withthe mandrel and a hammer.

Replacement of Valve Guide

Valve guide

Mandrel

Valve seat ring

Fig 1.

2) Clean the bore of the cylinder head carefully.

3) Inspect for marks that can prevent mountingof new valve guide.

Fig 2.

7) Before mounting of the valve spindle insert anew O-ring in the valve guide.

Correct mounting can easily be done by the use oftwo valve spindles as mounting tool, one spindle tobe used as support and the other spindle to be usedfor pushing the O-ring downwards.

Screw-drivers or other sharp tools should never beused for this purpose.

8) For mounting of valve spindle, see workingcard 505-01.05.

95.50 - ESOS

Safety precautions:


Description:

Dismounting, inspection and mounting of indicatorvalve.

Starting position:

Related procedure:

Man power:


Data:



95.50 - ES0S-G

L23/30H

Indicator ValveWorking CardPage 1 (2)

Special tools:

Plate No Item No Note

Hand tools:

Ring and open-end spanner 10 mmRing and open-end spanner 27 mmSteel brushCopaslip


Plate No Item No Qty./

50508 037 1/Cyl.

L23/30H

95.50 - ES0S-G


Indicator Valve Working CardPage 2 (2)

Maintenance

Under normal working conditions the indicator valverequires very little maintenance except inspection inconnection with the normal cylinder cover overhaul.

Inspection of the Indicator Valve

1. Disassemble the indicator valve.

2. Check the valve seat and the cone for "burningthrough".

If the valve seat in the housing is "burned", the entirevalve is to be replaced.

3. Clean and lubricate all components beforeremounting.

4. Ensure that the spindle is in "OPEN" positionwhen assembling the valve.

NOTE: Otherwise, cone and seat may be damaged.

1. Indicator valve, complete2. Connecting piece

Fig 1 Indicator valve.

Safety precautions:


Description:

Dismounting, inspection and mounting of sleevefor fuel injector.

Starting position:

The cylinder head has been dis-mounted from engine 505-01.00The fuel injector has been removed 514-01.10

Related procedure:

Mounting of fuel valve 514-01.10

Man power:


Data:



96.19 - ES0S

L23/30H

Special tools:


Hand tools:

Brass mandrel.Hammer.Lub. oil.Two small screw-drivers.Loctite 572.


Plate No Item No Qty/

50501 039 1/cyl.50501 040 1/cyl.50501 052 1/cyl.

Replacement of Sleeve for Fuel InjectorWorking CardPage 1 (2)

L23/30H

96.19 - ES0S


Replacement of Sleeve for Fuel Injector Working CardPage 2 (2)

Dismounting of Sleeve for Fuel Injector

1) Remove the snap ring by means of two screw-drivers.

2) The sleeve can now be driven out of the bore byuse of a brass mandrel and a hammer.

Fig 1.

4) Coat the sealing ring zone in the bore withgrease or lub. oil.

Fig 2.

5) Install new sealing rings on the sleeve.

6) Coat the sealing surfaces on the sleeve withloctite 572.

7) Insert the sleeve in the bore.

8) Mount the snap ring.Inspection of Bore in Cylinder Head and Mountingof the Sleeve:

3) Clean and inspect the bore in the cylinder head.Any marks which could prevent mounting of thesleeve, should be gently smoothed.

Brass mandrel

Snap ring

O-ring

Sleeve

Loctite 572

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Replacement of valve seat ring for inlet andexhaust valve.

Starting position:

Inlet and exhaust valves have beenremoved 505-01.05

Related procedure:


Man power:

Working time : 1 1/2 hoursCapacity : 1 man

Data:



05.02 - ES0

L23/30H

Special tools:


52021 01152021 501 1 piece52005 457 Extra tools52005 504 Extra tools52021 466 1 piece

Hand tools:

Ring and open-end spanner, 36 mmHammer.Loctite, 572.Lub. oil.


Plate no Item no Qty. /

50501 351 4/cyl.50501 064 2/cyl.50501 076 2/cyl.

Replacement of Valve Seat RingWorking CardPage 1 (4)

0802

8-0D

/H52

50/9

4.08

.12

L23/30H


Replacement of Valve Seat Ring Working CardPage 2 (4)

Dismounting of Valve Seat Rings

When reconditioning of a valve seat ring no longer ispossible due to dimensions exceeding the scrappingcriteria, the seat ring has to be replaced.

Dismounting of a valve seat ring is carried out bymeans of a special extractor tool set comprising thecomponents, see fig 1.

Dismounting of a Valve Seat Ring is Carried outAccording to the Following Procedure

1) By means of the guide pin (7) the guide disc (5)is led vertically through the valve seat ring. Then theguide disc (5) is lifted with the guide pin (7) until thelatter is guided by the valve seat ring. The stud (1) isthen screwed in until it rests in the valve guide.

Fig 1.

Fig 2.

2) The guide disc (3) is positioned so that it bearsagainst the bottom of the cylinder head, and thehydraulic jack is clamped with the disc (4) and thecollar nut hexagon (2), see fig 1. The hydraulic jackis the one used for main bearing caps.

05.02 - ESO

1 Stud 6 Eye screw2 Collar nut hexagon 7 Guide pin3 Guide disc 8 Valve guide4 Disc 9 Hydraulic jack5 Guide disc 10 Valve seat ring

0802

8-0D

/H52

50/9

4.08

.12


L23/30H

Replacement of Valve Seat RingWorking CardPage 3 (4)

3) By pumping up the pack, see working card520-01.05 for the use of hydraulic tools, the valveseat is pressed out max. 6 mm, and the pressure isreleased again. The collar nut hexagon is tightenedand the operation is continued until the valve seatring can be removed.

Mounting of Valve Seat Rings

1) Prior to mounting of a new valve seat ring, thebore must be cleaned thoroughly and inspected formarks. Marks that can hinder mounting of the valveseat ring must be removed.

2) Tools for mounting of valve seat rings areshown in fig 3.

3) To facilitate mounting the valve seat ring is itcooled down, however, a min. of -25°C otherwise,the o-ring can be damaged.

4) Place the o-ring on the valve seat ring and coatwith oil/loctite as shown in fig 4, just before positioningit in the bore.

Fig 4.

Coat withloctite 572

Valve seat ring

O-ring

Fig 5.

5) The valve seat ring is positioned in the bore,the handle with stud is inserted as shown in fig 5, andthe washer with screw is screwed tight.

1 Handle 2 Stud

2

1

Coat with oil

Fig 3.

05.02 - ES0

0802

8-0D

/H52

50/9

4.08

.12

6) By knocking on the handle and at the sametime tightening the nut (4), the valve seat ring slidesin place in the bore and it is felt on the knocks whenit bears in the bore.

7) Prior to mounting of the valve spindle the valveseat ring must be ground, to ensure correct centeringaf the valve guide and the valve seat ring. This canbe done according to working card 505-01.05 or 505-01.10.

L23/30H


Replacement of Valve Seat Ring Working CardPage 4 (4)

05.02 - ESO

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Mounting of cylinder head after inspection and/oroverhaul.

Starting position:

Cylinder head is completelyassembled 505-01.05 to 505-01.35Valve gear of respective cylinder is in right posi-tion (valve closed)Control of the surface on thecylinder liner 506-01.45

Related procedure:

Adjustment of valve clearance 508-01.10

Manpower:

Working time : 1 1/2 hourCapacity : 2 men

Data:



95.50 - ES0S

L23/30H

Special tools:


52021 01152021 501 4 Pieces52021 15552005 01452010 01152021 251

Hand tools:

Ring and open-end spanner, 14 mm.Ring and open-end spanner, 17 mm.Ring and open-end spanner, 24 mm.Lub. oil and copaslip.



50501 338 2/cyl50510 075 1/cyl50610 079 8/cyl51202 024 2/cyl51625 097 1/cyl51625 132 1/cyl

Mounting of Cylinder HeadWorking CardPage 1 (2)

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Check to be Done before Lifting

1) Check the jointing surfaces of the cylinderhead/cylinder liner to see that they are clean andwithout damage marks, see working card 506-01.45.Fit new O-rings on the water passage, lubricate the O-rings with a little oil.

2) Check all contact faces on the cylinder headand nuts, including threads, and make sure that theseare level and smooth and absolutely free from foreignparticles.

Mounting of Cylinder Head

3) Attach the lifting tool, see fig 1, to the cylinderhead that has been made ready for installation, andposition it carefully on the cylinder liner.

95.50 - ES0S


Mounting of Cylinder Head Working CardPage 2 (2)

Place the spacer ring around the nuts with the slot insuch a position that the tommy bar can be used.

Tighten the hydraulic jacks and make sure that thecylinder of the jacks bears firmly against the spacerring. Tighten up all the nuts, see page 500.40. Forusing the hydraulic tools, see working card 520-01.05.

7) If new studs or nuts have been fitted, the nuts

Fig 1.

Tightening of Cylinder Head Nuts

4) Make sure that the nuts run easily on thethreads and that they bear on their entire contactsurfaces.

5) Coat threads and contact faces with copaslipbefore fitting the nuts.

6) Screw nuts onto the studs and tighten lightlywith the tommy bar.

Fig 2.

must be tightened and loosened three times, in orderto compensate for deformation of the thread and inorder to ensure a safe minimum load of the studsthrough the tightening.

Adjustment of Valve Clearance

8) Adjust the valve clearance, see working card508-01.10.

9) Fit the pipes for fuel oil, lub. oil, cooling waterand the flange for exhaust pipe.

Before Starting

10) Prior to starting up check for leakages. Afterstarting up check for leakages and oil flow.

11) Mount the cover for rocker arm and the frontcover for fuel pump.

Safety precautions:


Description:

Inspection of cylinder head cooling water space.

Starting position:

The cylinder head dismantledfrom engine 505-01.00

Related procedure:

Manpower:

Working time : ¼ hourCapacity : 1 man

Data:


95.50 - ES0S

Special tools:


Hand tools:

Steel brush




L23/30H

Inspection of Cylinder Head Cooling Water Space 505-01.45Edition 01H


Inspection of Cylinder Head Cool. Water Space

1) Inspect the cooling water inlet at the bottom andthe cooling water outlet at the top of the cylinder head,see fig 1.

2) Remove all possible deposits.

3) Pour water into the cooling water outlet andmake sure that water is coming out of all the coolingwater inlet bores at the bottom of the cylinder head.

4) If necessary, clean the cooling water inlet andoutlet by means of a steel brush. Flush the coolingwater space after cleaning.

5) Should the cylinder head cooling water space,contrary to expectation, be blocked with deposits,please contact MAN B&W Diesel, Holeby for furtherinstructions.

Inspection of Cylinder Head Cooling Water Space

L23/30H


Fig 1. Cylinder Head

95.50 - ES0S

0802

8-0D

/H52

50/9

4.08

.12

Cylinderdækselsom plate 50501

Foring

O-ring

Låsering

Ventilsædering,(indstrømning)

Ventilsædering,(udstødning)

Propskrue

Tætningsring

Propskrue

Tætningsring

Fjederstift

Kølekappe

Skrue

O-ring

Kølevandsovergang

Ventilstyr

Tap

Afstandsstykke

Møtrik

Tap

Møtrik

Fjederstift

Tap

Trykstykke

O-ring

O-ring

O-ring

Designation BenævnelseBenævnelseDesignation

L23/30H

Cylinder Head PlatePage 2 (2)

ItemNo.

Cylinder headas plate 50501

Sleeve

O-ring

Snap ring

Valve seat ring,(inlet)

Valve seat ring,(exhaust)

Plug screw

Sealing ring

Plug screw

Sealing ring

Spring pin

Water guide jacket

Screw

O-ring

Cooling water con-nection

Valve Guide

Stud

Distance pipe

Nut

Stud

Nut

Spring pin

Stud

Thrust piece

O-ring

O-ring

O-ring

015

039

040

052

064

076

111

123

135

147

159

160

172

184

196

218

231

243

255

267

279

280

292

302

338

351

363

1/C

1/C

1/C

1/C

2/C

2/C

2/C

2/C

8/C

8/C

2/C

1/C

4/C

8/C

4/C

4/C

2/C

2/C

2/C

2/C

2/C

1/C

3/C

2/C

2/C

4/C

4/C

Qty. Qty.ItemNo.

98.34 - ES0S

50501-01H

When ordering spare parts, see also page 500.50.

* = Only available as part of a spare parts kit.Qty./C = Qty./Cylinder

Ved bestilling af reservedele, se også side 500.50.

* = Kun tilgængelig som en del af et reservedelssæt.Antal/C = Antal/Cylinder

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Cylinder HeadPlatePage 1 (2)

98.34 - ES0S

50501-01H

338

351123

111

159

015

135

231 040

039

052363

218

280292

267

279

302

243

255

147

351

064076

184

172

160

196

184

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

PlatePage 1 (2) Valve Spindles and Valve Gear

98.34 - ES0S

50502-01H

286

453441

573298

465

465

477

489

490

477489

490

262

262

357 345 095

178

095

286 262249 237 095 573

130083

117

105

129010

130 298

262201

441453

071

117

105

022

034

046

See plate50501

See plate50501

512

512

524/536

548

585

0802

8-0D

/H52

50/9

4.08

.12

010

022

034

046

071

083

095

105

117

129

130

178

201

237

249

262

286

298

345

357

441

453

465

477

489


Valve bridge, compl.incl. item 022, 034, 046,071, 083, 095, 105, 117,129 and 130

Valve bridge

Spring

Ball guide

Thrust piece

Thrust screw

Nut

Thrust piece

Circlip

Thrust piece

Spring pin

Rocker armbracket

Plug

Rocker arm, exhaust,compl. incl. item 095,249, 262, 286, 298, 585

Rocker arm, exhaust

Plug

Thrust piece

Thrust screw

Rocker arm inlet,complete incl. item095, 249, 262, 286, 298,585

Rocker arm, inlet

Disc

Securing ring

Conical ring in 2/2

Rotocap, compl.

Inner spring

Ventilbro, kompletinkl. item 022, 034, 046,071, 083, 095, 105, 117,129 og 130

Ventilbro

Fjeder

Kuglestyr

Trykstykke

Trykskrue

Møtrik

Trykstykke

Fjederring

Trykstykke

Fjederstift

Buk for vippearm

Prop

Vippearm udst, kompletinkl. item 095, 249, 262,286, 298, 585

Vippearm, udstødning

Prop

Trykstrykke

Trykskrue

Vippearm inds., komp-let inkl. item 095, 249,262, 286, 298, 585

Vippearm, indsugning

Skive

Sikringsring

Konisk ring 2/2

Rotationsgiver, kompl.

Indvendig fjeder

Itemno . Qty.

2/C

2/C

2/C

2/C

2/C

2/C

4/C

4/C

4/C

2/C

4/C

1/C

1/C

1/C

1/C

4/C

2/C

2/C

1/C

1/C

2/C

2/C

4/C

4/C

4/C

Qty.Itemno .

98.34 - ES0S

50502-01H Valve Spindles and Valve Gear PlatePage 2 (2)

L23/30H


* = Only available as part of a spare parts kit.Qty./C = Qty./CylinderQty./ = Qty./Individual


* = Kun tilgængelig som en del af et reservedelssæt.Antal/C = Antal/CylinderAntal/I = Antal/Individuelt

490

512

524

536

548

573

585

4/C

4/C

28/C

28/C

4/C

2/C

4/C

Outer spring

Valve spindle, inletand outlet

Spring

Ball

Spring washer

Bearing bush

Retainer ring

Udvendig fjeder

Ventilspindel, inds.og uds.

Fjeder

Kugle

Fjederskive

Lejebøsning

Låsering

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

PlatePage 1 (2) Indicator Valve

95.50 - ES0S

50508-01H

025

013

037

049

0802

8-0D

/H52

50/9

4.08

.12

013

025

037

049


Connecting piece

Gasket

Gasket

Indicator valve

Forbindelsesstykke

Gasket

Gasket

Indikatorventil

ItemNo. Qty.

1/C

3/C

1/C

1/C

Qty.ItemNo.

95.50 - ES0S

Indicator Valve PlatePage 2 (2)50508-01H

L23/30H





0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Cylinder Head, Top Cover

94.22 - ES0S

50510-01HPlatePage 1 (2)

087

063

075

038

122

014

026

099

110

051

0802

8-0D

/H52

50/9

4.08

.12

Karm

Pakning

Skrue

Fjederstift

Topdæksel

Pakning

Håndtag

O-ring

Møtrik

Skive

Coaming

Gasket

Screw

Spring pin

Top cover

Gasket

Handle

O-ring

Nut

Washer


014

026

038

051

063

075

087

099

110

122

1/C

1/C

13/C

4/C

1/C

1/C

3/C

3/C

3/C

13/C

ItemNo. Qty.

ItemNo. Qty.

94.22 - ES0S

50510-01H PlatePage 2 (2)Cylinder Head, Top Cover

L23/30H





L23/30HDescription

506. 01 (01H)

Working Card

506- 01 .00 (01H)Separation of piston and connecting rod --------------------------------------------------506- 01 .05 (01H)Piston -----------------------------------------------------------------------------------------------506- 01 .10 (01H)Connecting rod -----------------------------------------------------------------------------------506- 01 .15 (01H)Criteria for replacement of connecting rod big-end and main bearing shells -----506- 01 .16 (01H)Mounting of piston and connecting rod ---------------------------------------------------- 506- 01 .20 (01H)Hydraulic tightening of connecting rod screws -------------------------------------------506- 01 .25 (04H)In-situ inspection of connecting rod big-end bearing -----------------------------------506- 01 .30 (01H)Inspection and honing of cylinder liner -----------------------------------------------------506- 01 .35 (01H)Replacement of cylinder liner ---------------------------------------------------------------- 506- 01 .40 (01H)Grinding of seal face on cylinder liner and cylinder head ----------------------------- 506- 01 .45 (01H)Dismounting of piston and cylinder liner at low overhaul height ---------------------506- 01 .50 (01H)

Plates

Piston and connecting rod (hydraulic tightened) ------------------------------------------------50601- 06HCylinder liner ---------------------------------------------------------------------------------------------50610- 02H

506

Piston, connecting rod and cylinder liner --------------------------------------------------

Dismounting of piston and connecting rod ------------------------------------------------

Piston, Connecting Rod and Cylinder LinerIndexPage 1(1)

STX Engine

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

DescriptionPage 1 (1) Piston, Connecting Rod and Cylinder Liner 506.01

Edition 01H

Piston

The piston, which is oil-cooled and of the monobloctype made of nodular cast iron, is equipped with 3compression rings and 1 scraper ring.

By use of a combination of compression rings withdifferent barrel-shaped profiles and chrome-platedrunning surface on all rings, the piston ring pack isoptimized for maximum sealing effect and minimumwear rate.

The piston has a cooling oil space close to the pistoncrown and the piston ring zone. The heat transport,and thus the cooling effect are based on the shakereffect arising during the piston movement. Oil fromthe engine's lubricating oil system is used as coolingoil.

The piston is provided with a turned edge at the topdue to the flame ring mounted in the cylinder liner.

Piston Pin

The piston pin is fully floating which means that it canturn freely in the pin bosses of the piston as well asin the connecting rod bush. The piston pin is turned inplace upwords in axial direction by two circlips (seegerrings).

96.19 - ES0U

L23/30H

0802

8-0D

/H52

50/9

4.08

.12

Connecting Rod

The connecting rod is die-forged. The big-end has aninclined joint in order to facilitate the piston andconnecting rod assembly to be withdrawn up throughthe cylinder liner. The joint faces on the connectingrod and the bearing cap are serrated to ensure preciselocation and to prevent relative movement of theparts.

The big-end bearing is of the trimetal type, i.e. steelshells lined with tin-aluminium or lead-bronze coatedwith a running layer. Designed as plain type orrillentype. The bearing shells are of the precision typeand are therefore to be fitted without scraping or anyother kind of adaption.

The small-end bearing is of the trimetal type and ispressed into the connecting rod.

Cylinder Liner

The cylinder liner is made of fine-grained, pearlite castiron and is fitted in a bore in the engine frame.Replaceable cast iron sealing rings are fitted betweenthe liner and the cylinder head and between the linerand the frame. The liner is clamped by the cylinderhead and is guided by a bore at the bottom of thecooling water space of the engine frame. The liner canthus expand freely downwards, when heated duringthe running of the engine. Sealing for the cooling wateris obtained by means of silicone rubber rings whichare fitted in grooves machined in the liner.

The cylinder liner is of the socalled "stepped cylinder"type, provided with flame ring inserted in the top of theliner.

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Dismounting of piston and connecting rod as-sembly, for inspection and/or overhaul.

Starting position:

Cylinder head has been dismountedfrom engine 505-01.00Crankcase open.

Related procedure:

Separation of piston and connectingrod 506-01.05Inspection and honing of cylinderliner 506-01.35

Manpower:

Working time : 1 hourCapacity : 2 men

Data:



96.20 - ES0S

L23/30H

Special tools:


52006 02152006 03352006 094 2 pieces52006 22452006 273 80-360 Nm52010 011

Tool combination for dismounting of connecting rodscrew, see working card 520-01.20.

Hand tools:

Threaded pin M12.Open-end spanner 24 mm.Wire.Scraper or similar.Small adjustable spanner.



Dismounting of Piston and Connecting RodWorking CardPage 1 (3)

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

96.20 - ES0S


Dismounting of Piston and Connecting Rod Working CardPage 2 (3)

2) Remove the gangway, if any installed, in orderto improve the access conditions.

3) Turn the crankshaft to bring the crank throwconcerned into a position of approx. 50 degreesbefore TDC.

This position is identifiable by the connecting rodshaft being very close to the cylinder liner shirt, seefig. 1.

4) Clean the threaded hole in the piston top, andmount the eye screw.

5) Mount the tube (for holding down the cylinderliner during the piston withdrawal) on one of thecylinder head studs, screw on the nut and tighten itslightly.

6) Attach a wire rope to the eye bolt by means ofa shackle, hook the wire on to a tackle and pull the wirerope tight.

Note! If minor adjustments of the crank throw positionappear necessary for access to the connecting rodscrews, the wire rope must be slackened beforeturning of the crankshaft and tightened up again in thenew crank throw position.

Preparations before Dismounting

1) Clean the upper part of the cylinder. If not, thepiston may get stuck during removal in the carbondeposited in this area.

a) Turn the piston to the buttom.

b) Place a used piston ring on top of the piston.

c) Mount the tube (for holding down the cylinderliner during the piston withdrawal) on one of thecylinder head studs, screw on the nut and tighten itslightly.

d) Turn the piston in top, in order to push the flamering out of the cylinder by means of the piston ring.

Info: It is the used piston ring which pushes the flamering out of the cylinder.

Fig 2. Removal of bearing cap.Fig 1. Mounting of tools (placing).

0802

8-0D

/H52

50/9

4.08

.12


96.20 - ES0S

L23/30H

Dismounting of Piston and Connecting RodWorking CardPage 3 (3)

Fig 3. Removal of upper big-end bearing shell.

Fig 4. Lift of piston and connecting rod assembly.

Dismounting of Bearing Cap

7) Unload the connecting rod screws and unscrewone of the upper screws.

8) Mount the guide pin for the bearing cap in oneof the threaded holes and fit a screwdriver or similarin the hole in the guide pin, and unscrew the screws.

Note! The purpose of the guide pin is to prevent anydamage of crank journal, joint faces or bearing sur-face to occur during dismounting of the bearing cap,and to facilitate easy handling when removing thebearing cap from the crankcase.

9) Remove the screwdriver from the guide pin, anddismount the bearing cap by sliding it along the guidepin, see fig 2.

10) Remove the guide pin from the connecting rod.

Dismounting of Upper Big-end Bearing Shell

11)Pull the piston and connecting rod assemblyupwards and remove the upper big-end bearing shell,see fig 3.

12) Lift the piston and connecting rod assembly upthrough the cylinder liner and out of the engine, see fig4.

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Separation of piston and connecting rod forinspection or/and overhaul.Assembly of piston and connecting rod afterinspection or/and overhaul.

Starting position:

Piston and connecting rod are dismountedfrom engine 506-01.00

Related procedure:

Inspection or/and overhaul of piston 506-01.10Inspection or/and overhaul ofconnecting rod 506-01.15Inspection of connecting rodbig-end bearing 506-01.16

Manpower:


Data:



95.50 - ES0S

L23/30H

Special tools:


52006 02152006 03352006 200

Hand tools:

Open-end spanner, 24 mm.Wooden wedge, 2 pieces.Wooden support.Wire.



Separation of Piston and Connecting RodWorking CardPage 1 (2)

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

95.50 - ES0S


Separation of Piston and Connecting Rod Working CardPage 2 (2)

Landing of Piston and Connecting Rod

1) Land the piston and connecting rod carefully onwooden supports to prevent damage of piston andscraper ring, see fig 1.

6) Take out the securing ring, (seeger circlips),push out the piston pin and lift the connecting rodaway.

Assembly of Piston and Connecting Rod

7) For assembly of piston and connecting rod, seepoint 1-6 in reversed order.

8) Lubricate the piston pin before assembling.

Fig 1. Landing of Piston and Connecting Rod.

2) The bearing cap should be mounted with thescrews tightened only by hand, in order to protect theserrated joint faces during handling of the assembly,see fig 1.

3) Remove the shackle and eye screw from thepiston crown, see fig 1.

4) Place the piston and connecting rod assemblyin upright position resting on the top face of the pistoncrown, see fig 2.

Note: Wooden wedges should be used to prevent theconnecting rod from swinging out and thus impact thepiston skirt during the lifting into upright position.

5) Place a wire around the big-end of the connec-ting rod. Attach a tackle and tighten the wire rope, seefig 2.

Separation of Piston and Connecting Rod

Fig 2. Removal of Connecting Rod and Piston Pin.

0802

8-0d

/H52

50/9

4.08

.12

Safety precautions:


Description:

Cleaning and inspection of piston. Control ofpiston ring, scraper ring and ring grooves.

Starting position:

Piston has been dismantled fromconnecting rod 506-01.05

Related procedure:

Mounting of piston andconnecting rod 506-01.20

Manpower:


Data:



95.50 - ES0S

L23/30H

Special tools:


52006 14152006 15352006 165

Hand tools:

Tools for cleaning of piston, steel brush,scraper etc.



PistonWorking CardPage 1 (4)

0802

8-0d

/H52

50/9

4.08

.12



Inspection of Piston

1) Remove the piston and scraper rings.

2) Clean and examine the piston rings to determineif reuse is acceptable, see page 3.

3) Clean the piston on the outside and on theinside.

4) Inspect the piston ring and scraper ring groovesfor wear, see page 3.

Removal of Piston Ring

For removal of piston rings, which are to be usedagain, and for all mounting of rings, only the specialring opener which prevents local over stressing ofthe rings should be used.

Straps to expand the ring gap or tools working on thesame principle must not be used, as this would resultin permanent deformation which might cause blow-by or broken rings.

95.50 - ES0S

Piston

L23/30H

0802

8-0d

/H52

50/9

4.08

.12

95.50 - ES0S

Working CardPage 3 (4) Piston 506-01.10

Edition 01H

L23/30H

The piston has to be scrapped if:

A) The wear limit on the testing mandrel isexceeded, see fig 1A

or

B) The clearance between the new piston/scraperring and ring groove is exceeded, see fig 1B.

Note! At each piston overhaul:

- The piston and scraper ring must beexchanged.

- The cylinder liner must be honed accordingto the instructions.

A) Testing Mandrel for Ring Grooves

If the wear limit (2 mm mark) on the testingmandrel is exceeded, the specified max. wearlimits are exceeded, and the piston must bescrapped.

The handle is markedwith the nominal size.

Wear limit line.

Fig 1. Wear limits for ring grooves.

B) Clearance Ring/Groove

0.45 mm

Maximum vertical clearancebetween new piston ring/scraperring and ring groove: 0.45 mm.

+0.14+0.12

+0.11+0.09

+0.11+0.09

+0.10+0.08

New ringgrooves.

Tolerances.

Ring grooves.Max. wear limit.

Table 1. Nominal size, new ring groove tolerance and wearlimit for ring grooves.

4.43 mm

4.43 mm

4.43 mm

7.43 mm

4.0 mm

4.0 mm

4.0 mm

7.0 mm

Piston and oilscraper ring.Nominal size.

New4.0 mm

New4.0 mm

New4.0 mm

New7.0 mm

Piston ring1

Piston ring2

Piston ring3

Scraper ring

0802

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L23/30H

Piston Working CardPage 4 (4)

95.50 - ES0S

Position of Piston and Scraper Rings

Scraper ring:marked with ident.No "top 881503-9"or "0120".

Piston Ring No 1:marked with ident.No "top 881500-3"or "0946".



Marking of Piston and Scraper Rings

Marking

Identification marks to face upwards against the piston crown when mounted.

Note! The marking may include other figures than mentioned above, for instance trade mark andproduction codes.

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Cleaning, inspection and test measurement ofconnecting rod.

Starting position:

Connecting rod has beendismantled from piston 506-01.05

Related procedure:

Mounting of piston andconnecting rod 506-01.20

Manpower:


Data:



95.50 - ES0S

L23/30H

Special tools:


52006 273 80-360 Nm52006 618 225-250 Nm

Hand tools:

Inside micrometer (195 mm).Feeler gauge 0.15 - 0.20 mm.


Plate no Item no Qty /

Connecting RodWorking CardPage 1 (4)

0802

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/H52

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L23/30H

95.50 - ES0S


Connecting Rod Working CardPage 2 (4)

Cleaning of Connecting Rod

1. Clean all machined surfaces on the connectingrod.

2. Degrease the serrated joint faces, tapped holesand connecting rod screws with a volatile solvent andblow dry with working air.

Visual Inspection of Serrated Faces

3. Inspect the serrated joint faces.

Damages, in the form of visible wear marks andpittings or even cracks, may be in the serration due torelative movements between the surfaces.

Wear marks and cracks are visible, but not perceptiblewith a fingernail. Pittings and impact marks are bothvisible and perceptible.

Note!! Handle the connecting rod with care. In case ofdamaged serration caused by improper handling, thebearing cap can no longer be tightened to the connectingrod without ovalness of the big-end bore.

4. Register observed damages in the scheme"Connecting Rod Inspection" for historic use only.See page 4.

5. Carefully smooth single raised spots in theserration caused by pitting and impact marks with afilesmall.

Inspection of Connecting Rod Screws

6. Inspect the connecting rod screws for seizuresin the threads and pittings on the contact surfaces ofthe screwheads.

7. Turn the connecting rod screws into bottomposition in the threaded screw holes by hand.

If screws Then

have seizures in Renew the screwsthreads or pittings oncontact surface

cannot be turned into Renew the screwsbottom position by hand

Measurement of Big-end Bore

For check of ovalness the bearing cap has to bemounted onto the big-end bore without bearing shells.

Note !! The ident. No on the connecting rod and thebearing cap must always be the same, see fig 3.

8. Mount the bearing cap onto the connecting rod

Fig. 1. Point of measurement

by means of the connecting rod screws.

9. Tighten the screws with the prescribed torque,see working card 506-01.25.

10. Measure five different diameters in the middleof the boring, see fig 1.

11. Register the measurements in the scheme"Connecting Rod Inspection". See page 4.

12. Calculate the maximum ovalness as the diffe-rence between biggest and smallest diametermeasured.

13. Check if maximum ovalness is exceeded, seepage 500.35.

If Then

0802

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95.50 - ES0S

L23/30H

Connecting RodWorking CardPage 3 (4)

maximum ovalness is Renew the completeexceeded connecting rod, screws

and bearing shells.

maximum ovalness is Reuse the connecting rodnot exceeded

Example of Measurement Results

Connecting Rod Inspection for L23/30H

Cylinder no.

Connecting rod ident no.

Running hours for connecting rod

NominaldiameterØ195 mm

0,01 mm1/100 mm

Tightening for measurement seeinstruction.

Serration

Connecting rodIdent no.

Note ! The ident no. on the con-necting rod and on the bearingcap, must always be the same.

Ovalness: Diff. between min./max.

Condition of serration

A

B

C

D

E

Serration OK

Wear

Cracks

Corrosion/Pitting

Impact mark

Remarks:

Serration OK

Wear

Cracks

Corrosion/Pitting

Impact mark

Remarks:

Serration OK

Wear

Cracks

Corrosion/Pitting

Impact mark

Remarks:

+++++

+

A BC

D

E

1 2

- 0,5 - 3,0- 2,0 - 7,0- 1,5 - 5,0+ 5,0 + 5,5+ 3,0 + 3,5 7,0 12,5

to be to bereused rejected

Fig 2. "Connecting Rod Inspection".

The example, see fig 2, shows measurements anddamage observations for two connecting rods on thescheme "Connecting Rod Inspection" (in case thespecified maximum ovalness is exceeded, contactMAN B&W Diesel A/S, Holeby for overhaul).

For connecting rod No 1 the maximum ovalness is0.07 mm and thus reuse is acceptable.

For connecting rod No 2 the maximum ovalness is

0.125 mm and therefore the connecting rod is rejected.

Inspection of Connecting Rod Bush

1. Inspect the surface of the piston pin and theconnecting rod bush.

2. Measure the clearance between the piston pinand bush.

3. Check if max clearance is exceeded, see page500.35.

If the specified clearance is exceeded, contact MANB&W Diesel A/S, Holeby for replacement.

Inspection of Bearing Shells for Big-end

Criteria for replacement of connecting rod big-endbearing, see working card 506-01.16.

Fig 3.

Connecting rodIdent No

0802

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Connecting Rod506-01.15Edition 01H

L23/30H


95.50 - ES0S

0802

8-0D

/H52

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4.08

.12

Safety precautions:


Description:

Mounting of piston and connecting rod assembly,after overhaul and/or inspection.

Starting position:

Piston mounted on the connecting rod, crank-shaft turned in the right position and the cylinderliner is OK, see working card 506-01.35.

Related procedure:

Tightening of connecting rod screws 506-01.25Mounting of cylinder head 505-01.40

Manpower:

Working time : 1 1/2 hoursCapacity : 2 men

Data:



95.50 - ES0S

L23/30H

Special tools:


52006 02152006 03352006 11652006 14152006 224

Hand tools:

Open-end spanner 24 mm.Clean lubricating oil.



50601 093 1/cyl50601 103 1/cyl50601 115 1/cyl50601 127 1/cyl

Mounting of Piston and Connecting RodWorking CardPage 1 (4)

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L23/30H

Mounting of Piston and Connecting Rod Working CardPage 2 (4)

Mounting of Tools

1) Mount the lifting device comprising eye screw,shackle and wire rope on the piston.

2) Lift up the piston and connecting rod and mountthe piston and scraper rings, see point 14, andworking card 506-01.10.

3) Remove the backstop for cylinder liner andplace the piston guide ring on top of the cylinder liner,see fig 1.

Note: A crank throw position of approx 50 degreesbefore TDC will ensure this and also be suitable for thefurther mounting procedure.

Mounting of Big-end Bearing

6) Lower the piston further down, lubricate theends of the bearing shells (as in fig. 2) with copaslip,molycote pasta or similar and mount the upper shellof the big-end bearing.

Fig 2.

Fig 1.

Lowering of Piston and Connecting Rod

4) When the piston approaches the guide ring,stop the lowering, coat guide ring, piston, piston ringsand scraper ring, with clean lubricating oil in order tominimize friction during the subsequent lowering ofthe assembly.

5) Make sure that the crank throw is in a positionallowing the connecting rod to go clear of both crankjournal and cylinder liner skirt during further lowering.

7) Coat the crank journal with clean lubricating oil.

8) Lower the piston and connecting rod slowly intocorrect landing on the journal.

During this the connecting rod must be guided by handto ensure correct approach and landing on the journal,see fig 3.


95.50 - ES0S

0802

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.12

Mounting of Bearing Cap

9) Mount the bearing cap with inserted lower shellof the big-end bearing, using the guide pin, see fig 4.


L23/30H

Fig 3.

Con. Rod - Ident No.

Fig 4.

Note: The ident. No. on the connecting rod and on thebearing cap must always be the same, see fig 4.

10) Lubricate threads and contact face of theconnecting rod screws with copaslip, molycote pastaor similar.

11) Mount the screws and tighten them slightlyusing an open end spanner.

12) Slacken the tackle and dismount the eye screw/shackle from the piston.

Fig 5.

Tightening of Connecting Rod Screws

13) Tighten the screws according to "TighteningProcedure for Connecting Rod Screws", see workingcard 506-01.25.

Fitting of Piston and Scraper Rings

14) Piston rings should only be removed from andfitted to the piston by the use of a special tool, thesocalled piston ring opener.

Working CardPage 3 (4) Mounting of Piston and Connecting Rod

95.50 - ES0S

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Before fitting the coil spring loaded scraper ring, thecoil spring is dismantled from the ring by removal ofthe joint pin. The coil spring is placed and assembledin the ring groove. Then the scraper ring is fitted in thegroove in such a way that the ring joint is approxima-tely 180° offset to the spring joint.

Ascertain correct assembling by checking the backclearance.The back clearance is sufficient when theface of the ring is below the groove edge when the ringis pressed against the bottom of the groove.

When installed on the piston the rings should bepushed back and forth in the grooves to make surethat they can move freely. It is also advisable to inserta feeler gauge of adequate thickness between ringand groove.

Adequate clearance is present so the feeler gaugecan be moved all the way round.

To prevent gas leakage through coinciding ring jointsthe piston rings should be turned into positions offset-ting the ring joint 180° to each other.

L23/30H

If the rings are opened further than necessary there isa risk of overstressing, which means that rings willbecome permanently distorted and will not confirm tothe inner running surface of the cylinder.

The piston rings should be installed with the identifi-cation mark, which is stamped into the ring close tothe ring joints, facing upwords, see working card 506-01.10 "Piston".

Joint coil spring to beplaced opposite to ring joint

Ring joint

Joint pin forcoil spring

Fig 6.

Mounting of Piston and Connecting Rod506-01.20Edition 01H


95.50 - ES0S

0802

8-0D

/H52

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4.08

.12

Safety Precautions:


Description:

Tightening procedure for connecting rod screws.Check of connecting rod screws, tightening con-dition.

Starting Position:

Piston, connecting rod, bearing shells and bearingcap preassembled. 506-01.20

Related Procedure:

Man Power:

Working time : 1/2 HourCapacity : 2 men

Data:



00.28 -ES0

L23/30H

Special Tools:


52021

Hand Tools:

Replacement and Wearing Parts:


Hydraulic Tightening of Connecting Rod ScrewsWorking CardPage 1 (2)

0802

8-0D

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50/9

4.08

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L23/30H

00.28 - ES0


Hydraulic Tightening of Connecting Rod Screws Working CardEdition 2 (2)

1) Screw the studs pos. 3 down by hand into theconnecting rod body pos. 1.

2) Fit the upper part of the connecting rod pos. 2and hold it with nuts pos. 4.

Note. Remember to fit the bearing shells (unless themounting is carried out for finish-machining).

3) Screw the studs to the bottom. Check thedistance 81 from surface of upper part pos. 2 to theend of the studs pos. 3 and hand-tighten the nuts pos.4.

4) Mount the hydraulic jacks pos. 5.

Note. Turn the thrust piece of the jack so that theslots for the ball handle pos. 6 are unloaded whenpressurizing the jack.

5) Connect the jacks to the hydraulic system/pumpby using the angle piece pos. 7.

6) Load the studs with the hydraulic pressure andtighten the nuts with the ball handle pos. 6

7) Relieve the tool pressure.

8) Re-apply the tool pressure.

9) Tighten the nuts again.

Note. Item 8 and 9 are carried out in order toeleminate any harmful stresses.

10) If any clearance is still visible and the nut canbe turned, then repeat item 7, 8 and 9.

11) The pressure to be relieved and the tool to bedismantled.

Fig. 1 Hydraulic tightening of connecting rod.

0802

8-0D

/H52

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4.08

.12

Safety precautions:


Description:

In-situ inspection and/or replacement of connec-ting rod big-end bearing, dismounting and moun-ting.

Starting position:

Fuel injection valve dismounted, 514-01.10Crankcase open.Top cover for cylinder head removed.

Related procedure:

Inspection of connecting rodbig-end bearing 506-01.16Tightening and check of connectingrod screws 506-01.25

Manpower:

Working time : 1 1/2 hoursCapacity : 1 man

Data:



96.30 - ES0S

L23/30H


Special tools:


52006 07052006 22452006 273 80-360 Nm

Tool combination for tightening of connectingrod screw, see working card 520-01.20.

Hand tools:

Open-end spanner 24 mm.



In-situ Inspection of Connecting Rod Big-end Bearing

0802

8-0D

/H52

50/9

4.08

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L23/30H


In-situ Inspection of Connecting Rod Big-end Bearing Working CardPage 2 (3)

Turning the Piston in Correct Position

1) Turn the crankshaft into a position allowing theconnecting rod to be losened.

2) Turn the crankshaft in a position allowing theconnecting rod bearing cap to be dismounted, see fig1.

Fig 1.

Dismounting of Bearing Cap

3) Remove the fuel injector.

4) Insert the long-eye bolt and screw it into thethread hole in the piston, see fig 2.

5) Tighten it slightly by means of a tackle, see fig2.

Removal of Bearing Shells

6) Dismount the bearing cap and bearing shell.For use of guide pin, see working card 506-01.00.

a

a

Fig 2.

7) Lift the piston/connecting rod from the bearingjournal.

Note: the piston/connecting rod should be liftedfurther then, just to allow dismounting of the upperbearing shell, see fig 2.

Inspection of Bearing Shells

8) Inspect the bearing shells, see working card506-01.16.

96.30 - ES0S

0802

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.12

Cleaning of Components before Mounting.

9) Clean all components, see working card 506-01.20.

Mounting of Upper Bearing Shells

10) The bearing shell is placed in the bore, thecontact surfaces of the shells to be in parallel to thecontact surface of the connecting rod and the bearingcap respectively.


L23/30H

In-situ Inspection of Connecting Rod Big-end BearingWorking CardPage 3 (3)

Fig 3.

11) Ascertain that the crank throw concerned is ina position of approx 50 degrees before TDC.

12) Coat the journal with clean lubricating oil andlower the piston and connecting rod assembly slowlyinto correct landing on the journal.

While lowering the connecting rod, it must be guidedby hand to ensure a correct approach and landing onthe journal, see fig 4.

13) Lubricate the ends of the bearing shells (as infig 2) with copaslip, molycote or simular.

Mounting of Bearing Cap

14) Mount the bearing cap with inserted lower big-end bearing shell, using the guide pin.

15) Lubricate threads and contact face of theconnecting rod screws with copaslip or similar.

16) Mount the screws and tighten them slightlyusing an open-end spanner.

17) Slacken the tackle and dismount the eye screwfrom the piston crown.

Tightening of Connecting Rod Screws

18) Tighten the screws according to "TighteningProcedure for Connecting Rod Screw", see workingcard 506-01.25.

96.30 - ES0S

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Inspection and honing of cylinder liner with ho-ningbrush.

Starting position:

Piston and connecting rod isremoved 506-01.00

Related procedure:

Mounting of piston andconnecting rod 506-01.20Replacement of cylinder liner 506-01.40Grinding of seal face on cylinderhead and cylinder liner 506-01.45

Manpower:


Data:



96.04 - ES0S

L23/30H

Special tools:


52006 48852006 51152006 606 275-300 mm

Hand tools:

Drilling machine 60-180 rpm.Honing oil.Gas oil.



Inspection and Honing of Cylinder LinerWorking CardPage 1 (4)

0802

8-0D

/H52

50/9

4.08

.12

L23/30H


Inspection and Honing of Cylinder Liner Working CardPage 2 (4)

Fig 1.

The measurements should normally be taken intransverse as well as in longitudinal direction.

When measuring, take care that the measuring toolhas the approximately same temperature as the liner.When the wear of a cylinder liner exceeds the valueindicated on page 500.35, i.e. when it becomes tootroublesome to maintain satisfactory service condit-ions, the cylinder liner in question should be exchanged.

Honing the Cylinder Liner

The renovation can be made either with dismantledliner in the workshop or with liner mounted in theengine frame and by the use of the belonging funnel.

Fig 2.

The honing is made by means of a flex-honer withfineness grains 80-120. A revolution speed between80 and 160 rpm is chosen.

80-160 rpm.

Measurement of Cylinder Diameter

While the piston is removed from the cylinder, thelatter is measured to record the wear. The measure-ments are taken by means of an inside micrometer,with measuring points at TDC-position for uppermostpiston ring, halfway down and at the bottom of thecylinder liner, see fig 1 and page 4.

Prior to honing, deposits of coke and possible wearedges in the top of the liner must be removed byscraping.

If the cylinder is of the flame ring type, the used flamering has to be cleaned in water. Subsequently, theflame ring is remounted in the cylinder before carryingout the honing process.

Note: After the honing process has taken place theused flame ring is discarded. A new flame ring isalways mounted in the cylinder when replacing apiston ring.

96.04 - ES0S

0802

8-0D

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4.08

.12

In order to achieve the required angle between thehoning grooves, see fig 2, the vertical speed isadjusted to about 1 m/sec. which corresponds toabout 2 sec. for one double movement (the flex- honeris led from below up and down in 2 sec.)

The procedure is to be continued until the cylinder wallis covered by honing grooves and the surface has aslight matt appearance without any signs of glaze.

During the honing it is important to lubricate freely withhoning oil or cutting oil.

After the honing, the liner is carefully cleaned with gasoil. Make sure that all abrasive particles have beenremoved.


96.04 - ES0S

L23/30H

Inspection and Honing of Cylinder LinerWorking Cardpage 3 (4)

Fig 3.

60°

0802

8-0D

/H52

50/9

4.08

.12


Measurem

entof

Cylinder

Liner

Cyl.

No.

Cyl.liner

ident.No.

Running

hours

LengthwiseCrosswiseLinertem

p.˚C

Rem

arks...

12

34

56

78

Engine

type

Engine

No.

Running

hours

Fuel

Report

No.

Encl.

No.

Insp.date

Sign.

ABCABC

Plant

ABC

63

194

362

96.04 - ES0S

Inspection and Honing of Cylinder Liner

L23/30H


0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Replacement of cylinder liner.

Starting position:

Cylinder head and piston/connecting rod dis-mantled,working card 505-01.00 and 506-01.00.

Related procedure:

Mounting of piston andconnecting rod 506-01.20Grinding of seal face on cylinderhead and cylinder liner 506-01.45

Manpower:

Working time : 11/2 hoursCapacity : 2 men

Data:



96.27 - ES0S

Replacement of Cylinder Liner

Special tools:


52006 452

Hand tools:

Adjustable spanner.



50610 079 8/cyl50610 031 1/cyl50610 043 2/cyl

See also plate 50610.


L23/30H

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Dismounting of Cylinder Liner

1) Prior to mounting of the lifting tool and dis-mounting from the frame, it must be ensured that theliner and frame have been marked to match, for thesake of a possible remounting of the liner, see fig 1.

96.27 - ES0S


Replacement of Cylinder Liner Working CardPage 2 (2)

Mounting of Cylinder Liner

6) Check that the sealing surfaces on engineframe, cylinder liner, and sealing rings are perfectlyclean.

7) Mount the lifting tool, attach a tackle hook tothe eye nut or to the wire in the cross bar and lift theliner.

8) Check that the O-ring grooves are clean. Mountthe O-rings and lubricate with a little oil.

9) Lower the cylinder liner carefully into the en-gine frame.

When the first O-ring touches the sealing face, alignthe liner so that the scratch mark on the liner flangepoints to the scratch mark on the frame as illustrated.

10) Mount the piston/connecting rod and cylinderhead according to working card 506-01.20 and 505-01.40.

Fig 1.

2) Mount the lifting tool as shown, see fig 2.

3) Turn the lifting eye nut to pull out the liner untilthe upper edge of the liner lie aligned against thecopper protecting pieces of the cross bar.

4) Attach a tackle hook to the eye nut or the wireand the cross bar, and lift the liner out from theengine frame and put it down onto wooden supports.

5) Clean all parts and inspect for damage andwear according to the description. For measurementof cylinder liner, see working card 506-01.35.

Fig 2.

Hole for charging air

Marking scratch frame

Marking scratch liner

Hole for roller guide house

Safety precautions:


Description:

Grinding of seal face on cylinder liner and cylinderhead by hand with grinding tools and grindingpasta.

Starting position:

Cylinder head has been removedfrom the engine 505-01.00Cooling water guide jacket removed.

Related procedure:

Mounting of cylinder head 505-01.40

Man power:


Data:



95.50 - ES0S-G

L23/30H

Special tools:


52005 205

Hand tools:

Grinding pasta.



50610 031 1/cyl.


Grinding of Seal Face onCylinder Liner and Cylinder Head

L23/30H

Note! The grinding tool is used for both grinding thegroove in the liner flange (1) and the sealing surfaceon the cylinder head (2), see Fig 1.

95.50 - ES0S-G



Grinding of Seal Face onCylinder Liner and Cylinder Head

Fig 1.

Grinding

1) Loosen the sealing ring in liner flange and takeit out.

2) Face-grind the sealing grooves in the cylinderliner flange, see Fig 2, and the sealing surface on thecylinder head, see Fig 3, with the use of grinding pastaand the grinding tool.

Fig 2.

To do so, move the tool back and forth and lift it outfrom time to time to allow the grinding compound todistribute evenly.

Fig 3.

3) After grinding, remove all traces of abrasivesand grinding compound.

4) When having ground the contact faces, it mustbe observed that the gap between cylinder head andliner is no less than 0.5 mm, i.e. the differencebetween measurements y and z must not be less than0.5 mm, see Fig 4.

y - z = min. 0.5 mm

Fig 4.

0802

8-0D

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.12

Safety precautions:


Description:

Dismounting of piston, connecting rod and cylin-der liner for inspection and/or overhaul.

Starting position:

Cylinder head has been dismounting from theengine.Crankcase open.

Related procedure:

Separation of piston and connecting rod.Inspection and honing of cylinder liner.

Manpower:

Working time : 2 ½ hoursCapacity : 2 men

Data:



95.50 - ES0S-G

L23/30H

Special tools:


5205052006 05752006 094 2 pieces52006 22452006 28552010 011 If necessary

Tool combination for dismounting of connectingrod screw, 520-01.20

Hand tools:

Inside micrometer (195 mm).Feeler gauge 0.15 - 0.20 mm.




Dismantling of Piston and Cylinder Linerat Low Overhaul Heights

0802

8-0D

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95.50 - ES0S-G

Dismantling of Piston at Low Overhaul Heights

1) Lift up the piston and the connecting rod throughthe cylinder liner until the piston is clear of the liner.

2) Mount the collar on the connecting rod, seeplate 52050, item no 045.

3) Place the piston with the collar on the cylinderliner.

4) Mount pull-lifts on the collar.

If Then

the overhaul height is dismount the piston fromtoo low to pull out piston the connecting rod, re-and connecting rod in move the piston and pullone piece. out the connecting rod by

the pull-lifts.

the overhaul height is remove the piston andsufficient to pull out the connecting rod by meanspiston and the connect- of the pull-lifts.ing rod in one piece.

Dismantling of Cylinder Liner at Low OverhaulHeights

1) Mount the normal lifting tool for cylinder liners.

2) Carefully pull the cylinder liner half-way out ofthe frame.

3) Mount a special lifting tool for cylinder liners atlow overhaul heights, see plate 52050, item no 033.

4) Attach pull-lifts on the lifting tool for the cylinderliner, see plate 52050, item no 033.

5) Take out the liner over the camshaft side.


L23/30H

Dismantling of Piston and Cylinder Linerat Low Overhaul Heights


0802

8-0D

/H52

50/9

4.08

.12

L23/30H900 RPM

PlatePage 1 (2) Piston and Connecting Rod (Hydraulic Tightened)

00.27 - ES0

50601-06H

0802

8-0D

/H52

50/9

4.08

.12

Piston pin incl.item No 020

Socket screw

Retaining ring

Plug screw

Bush forconnecting rod

Connecting rodincl. item Nos044, 056, 140, 152and 164

Piston

Piston ring

Piston ring

Piston ring

Oil scraper ring

Connecting rodbearing 2/2

Plug screw

Connecting rodstud

Nut


L23/30H900 RPM

ItemNo. Qty.

ItemNo. Qty.

019

020*

032

044*

056

068

081

093

103

115

127

139

140*

152

164

1/C

4/C

2/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

2/C

2/C

Stempelpind inkl.pos. nr. 020

Kraterskrue

Sikringsring

Propskrue

Plejlstangs-bøsning

Plejlstang inkl.pos. nr.044, 056, 140, 152og 164

Stempel

Stempelring

Stempelring

Stempelring

Olieskrabering

Plejlstangs-leje 2/2

Propskrue

Plejlstangs-bolt

Møtrik

00.27 - ES0

Piston and Connecting Rod (Hydraulic Tightened) PlatePage 2 (2)50601-06H





0802

8-0D

/H52

50/9

4.08

.12

L23/30H900 RPM

Cylinder LinerPlatePage 1 (2)

97.05 - ES0S

50610-02H

0802

8-0D

/H52

50/9

4.08

.12

018

031

043

092

Cylinder liner

Sealing ring

O-ring

Flame ring

Designation BenævnelseBenævnelseDesignationItemNo. Qty.

ItemNo. Qty.

Cylinderforing

Tætningsring

O-ring

Flammering

1/C

1/C

2/C

1/C

97.05 - ES0S

Cylinder Liner50610-02H PlatePage 2 (2)

L23/30H900 RPM





L23/30HDescription

507. 01 (01H)

Working Card

507- 01 .00 (01H)Inspection and Replacement of Camshaft Bearing -------------------------------------507- 01 .05 (01H)Adjustment of Camshaft -----------------------------------------------------------------------507- 01 .20 (01H)

Plates

Intermediate wheel -------------------------------------------------------------------------------------50701- 01HCamshaft and Camshaft Bearing -------------------------------------------------------------------50705- 07H

Check of Camshaft and Camshaft Drive --------------------------------------------------

Camshaft and Camshaft DriveIndexPage 1(1) 507

Camshaft and Camshaft Drive ---------------------------------------------------------------

STX Engine

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

General

The camshaft which controls the actuation of inletvalves, exhaust valves and fuel injection pumps isdriven by a gear wheel on the crankshaft through anintermediate wheel, and rotated by a speed which ishalf of that of the crankshaft, see fig. 1.

The camshaft is located in a high level housing in theengine frame.The camshaft runs in replaceable, identical, steel-backed bronze bushings fitted into borings of thetransverse girders in the housing.

The camshaft is built-up of sections, one for eachcylinder unit. Each section is equipped with fixedcams for operation of fuel injection pump, air inletvalve and exhaust valve. The sections are assem-bled by bolting of the ample dimensioned and pre-cision made flange connections, which also act asbearing journals.

Except for the foremost and the aftmost ones, thesections are identical and therefore interchangeable.The foremost section is equipped with a clutch fordriving the fuel oil feed pump (if mounted). The gearwheel for driving the camshaft as well as a gear wheelconnection of governor are screwed on the aftmostsection.

DescriptionPage 1 (1) Camshaft and Camshaft Drive 507.01

Edition 01H

94.26 - ES0S

L23/30H

Engine seen from aft - fly wheel end

Clockwise rotation direction

Fig. 1. Intermediate wheel

The lubricating oil pipes for the gear wheels areequipped with nozzles which are adjusted to apply theoil at the points where the gear wheels are in mesh.The position of the nozzles is determined by directionof rotation of the engine.

0802

8-0D

/H52

50/9

4.08

.12

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Checking of gear wheels, bolted connections andlubricating system.

Starting position:

Related procedure:

Man power:

Working time : 3 HoursCapacity : 1 man

Data:



97.06 - ES0U-G

L23/30H

Special tools:

Plate no Item no Note.

52006 261 20 - 120 Nm.

Hand tools:

Allen key, 12 mm.Ring and open end spanner, 19 mm.Socket spanner, 19 mm.


Plate no Item no Qty./

50705 099 10/eng.50705 146 6/eng.50705 195 1/eng.50705 183 2/eng.50705 205 2/eng.51106 237 1/cyl.51106 058 1/cyl.51106 693

Check of Camshaft and Camshaft DriveWorking CardPage 1 (2)

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

1) Dismount the covers which give access to thegear wheels, camshaft and crankcase.

Examine all gear wheels for cracks, wear and defor-mations. While turning the engine to enable inspec-tion allover the circumference of the gear wheels.

2) Check all screws, nuts and bolted connec-tions, including locking devices everywhere in thegear wheel housing, camshaft housing and crank-case to check that they have not worked loose.Tightening torques, see page 500.40.

97.06 - ES0U-G


Check of Camshaft and Camshaft Drive Working CardPage 2 (2)

3) Examine all lubricating oil spray pipe nozzles.

4) Start the electrical lubricating oil pump andcheck the oil flow everywhere. Be particularly carefulto check that the oil jet hits the gear wheels correctlyat the points where the wheels mesh.

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Check of roller path of cams and check of cam-shaft bearing.Replacement of camshaft bearing.

Starting position:

Cover for camshaft and gear wheel has beenremoved.

Related procedure:

Camshaft and camshaft drive, 507-01.00

Man power:

Working time : 2 HoursCapacity : 2 men

Data:



95.02 - ES0S-G

L23/30H

Special tools:


52006 261 20 - 120 Nm.

Hand tools:

Ring and open end spanner, 19 mm.Socket spanner, 19 mm.Feeler gauge.Big screw driver.



50705 038 1/eng.50705 051 1/eng.

Inspection and Replacement of Camshaft BearingWorking CardPage 1 (2)

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

To Check Roller Path of Cams.

1) While turning the engine, examine the camdiscs and in particular, check the roller path of allcams for cracks, crackles and ruffle. Also examinethe rollers of the roller guides.

Note: if there are flat spots on the roller and if someof the rollers may be blocked, the roller must bereplaced by a new one, see working card 508-01.00.

To Check Camshaft Bearings.

2) The wearing surface of the camshaft bearingscannot be checked without dismounting the cam-shaft. However, ab-normal wear of one or morebearings will become apparent in the form of burrs ofwhite metal at the circumference of the camshaftjournal, and in that case the bearing will in no doubt bediscoloured, as well.

The bearing clearance is measured with a feelergauge, see data sheet 500.35.

To Replace Camshaft Bearing.

3) If one or several of the camshaft bearingsshould be replaced, the camshaft must be wholly orpartly dismantled.

Dismount the fuel oil feed pump, if mounted, andcheck that the camshaft sections are marked inrelation to each other. Disassemble the camshaft aft(toward flywheel) of the bearing that is to be replaced.Dismount all roller guides that are located forward ofthe disassembling position, see working card508-01.00 and 508-01.05.

Pull the disconnected sections of the camshaft so fara head that the bearing which is to be replaced is free.

Take out the locating screw of the camshaft bearingconcerned and push the bearing out of the bore in theengine frame, see fig 1.

Check the lubricating oil ducts to the bearing for freeflow.

95.02 - ES0S-G


Inspection and Replacement of Camshaft Bearing Working CardPage 2 (2)

Camshaft bearing

Hole for lubricating oil

Locating screw

Frame

Fig 1.

Mount a new camshaft bearing in the bore and makesure that the hole for insertion of the locating screw inthe bearing is in a correct position. Lock the bearingby means of the locating screw, which is to beprovided with a new gasket. To facilitate the fitting ofthe bearing it can be cooled down with Co

2.

Inspect the camshaft journal for seizures.

If necessary, the camshaft section must be entirelyremoved from the engine, and the journal concernedmust be polished.

Coat all the journals of the camshaft section withclean lubricating oil and push the camshaft intoposition, making sure that the marks on the flangescoincide.

Assemble the sections and fit the bolts (coated withcopaslip or similar).

Tighten the nuts with a torque spanner, see data sheet500.40.

Mount all roller guides as well as the fuel oil feedpump.

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Nominal adjustment of camshaft. (Adjustment ofcamshaft in relation to crankshaft).

Starting position:

Camshaft assembled as per timing order, moun-ted in frame and roller gear house.

Related procedure:

Adjustment of the maximumcombustion pressure, 514-05.01

Manpower:


Data:



96.30 - ES0S-L

L23/30H

Adjustment of CamshaftWorking CardPage 1 (2)

Special tools:


Hand tools:

Depth gauge.



0802

8-0D

/H52

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.12

L23/30H

96.30 - ES0S-L


Adjustment of Camshaft Working CardPage 2 (2)

If the intermediate wheel has been dismantled anominal adjustment of the camshaft compared to thecrankshaft (timing) must be made as follows:

1) The crankshaft is turned to TDC (top deadcentre) for cylinder no 1.

Cylinder numbering, see page 500.11.

2) Roller guide for fuel oil pump cylinder no. 1 ismounted and the camshaft is turned in a positionwhere the roller guide rests on the cicular part af thecam, see fig 1.

Cam forexhaust valve

Cam for fueloil pump

Roller guide

Seen from front edge

Fig 1.

Fig 2.

"Nominal size"

3) The "nominal size" is measured with a depthgauge, i.e. the distance from the upper edge of theroller guide house to the thrust gauge pressed intothe roller guide, see fig 2.

4) The camshaft is turned - in the engines direc-tion of rotation (see page 500.12) - until the "nominalsize" (as described in item 3) is reduced with thelead, mentioned in "Lead of Fuel Pump".

Note: "Lead of fuel pump" is shown in the table"Adjusment after the trail" in the Shop Test Protocol.

5) When items 1 - 4 are completed and correctthe intermediate wheel can be mounted and tighte-ned up again (torque moment, see page 500.40).

For adjustment of the single fuel oil pumps (separa-tely and assembled), see working card 514-05.01.

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Intermediate WheelPlatePage 1 (2)

94.22 - ES0S

50701-01H

288

181

144

119

024

156

193

073+

168

264

276

061+252

215

240

239

203

120 215

227

132

048

193

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

94.22 - ES0S

50701-01H Intermediate Wheel PlatePage 2 (2)


* = Only available as part of a spare parts kit.Qty./E = Qty./Engine


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/Motor

Tandhjul, kompletinkl. item 119, 120, 132,144, 156

Lejetap

Pasbolt

Selvlåsende møtrik

Tandhjul

Tandhjul

Lejebøsning

Pasbolt


Rør

Sikringsplade

Pakning

Mellemstykke

Sikkerhedsskive

Prop

Rør

Prop

Mellemstykke

Pakning

Dæksel

Skrue

+ Item nr. 061 og 073kræver en individuel til-pasning, før monteringkontakt MAN B&W,Holeby

Gear wheel, completeincl. item 119, 120, 132,144, 156

Axle journal

Fitted bolt

Self locking nut

Gear wheel

Gear wheel

Bearing bush

Fitted bolt

Self locking nut

Pipe

Locking plate

Gasket

Connection piece

Securing washer

Nipple plug

Pipe

Nipple plug

Connection piece

Gasket

Cover

Screw

+ Item No. 061 and 073require an individualmatching, beforemounting, contactMAN B&W, Holeby


024

048

061+

073+

119

120

132

144

156

168

181

193

203

215

227

239

240

252

264

276

288

1/E

1/E

3/E

3/E

1/E

1/E

1/E

4/E

4/E

1/E

6/E

2/E

1/E

2/E

1/E

1/E

1/E

1/E

3/E

1/E

6/E

ItemNo. Qty. Qty.

ItemNo.

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Camshaft and Camshaft BearingPlatePage 1 (2)

99.41 - ES0

50705-07H

0802

8-0D

/H52

50/9

4.08

.12

Styreaksel agter/mel-lem, 5 cyl. motor

Styreaksel "for"5 cyl. motor

Styreakselleje

Styreakselleje5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Tandhjul

Skrue

Fjederskive

Skrue

Selvlåsende møtrik5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Nav

Skrue

Fjederskive

Sikringsring

Skrue5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Fjedertap

Kobling

Skrue

Styreaksel komplet,5 cyl. motor, inkl. item026, 038, 109, 110, 122,134, 146, 158, 171, 183,195, 205, 374

Styreaksel, agter6 cyl. motor

Camshaft , aft/inter-mediate, 5 cyl. engine

Camshaft "fore"5 cyl. engine

Camshaft bearing

Camshaft bearing5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Gear wheel

Screw

Spring washer

Screw

Self locking nut5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Hub

Screw

Disc spring

Guide ring

Screw5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Spring pin

Coupling

Screw

Camshaft, completefor 5 cyl. engine, incl.item 026, 038, 109, 110,122, 134, 146, 158, 171,183, 195, 205, 374

Camshaft "aft"6 cyl. engine


026

038

051

063

075

087

099

109

110

122

134

146

158

171

183

195

205

217

229

4/E

1/E

1/E

5/E6/E7/E8/E

1/E

10/E

10/E

10/E

50/E40/E52/E66/E

1/E

6/E

6/E

1/E

40/E30/E42/E56/E

2/E

1/E

2/E

1/E

1/E

Itemno Qty. Qty.

Itemno

99.41 - ES0S





Camshaft and Camshaft Bearing PlatePage 2 (2)50705-07H

L23/30H

230

242

254

266

278

291

301

313

325

337

349

350

362

374

1/E

1/E

4/E

5/E

6/E

1/E

1/E

1/E

1/E

1/E

1/E

6/E7/E8/E9/E

6/E7/E8/E9/E

1/E



Camshaft , intermed-iate, 6 cyl. engine






Camshaft complete,6 cyl. eng. incl. item109, 110, 122, 134, 146,158, 171, 183, 195, 205,229, 254, 291, 374



Guide screw5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Packing ring5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Shaft



Styreaksel mellem6 cyl. motor






Styreaksel komplet,6 cyl. motor inkl. item109, 110, 122, 134, 146,158, 171, 183, 195, 205,229, 254, 291, 374



Styreskrue5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Pakningsring5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Aksel

L23/30HDescription

508. 01 (01H)

Working Card

508- 01 .00 (01S)Inspection of fuel injector pump roller guide ----------------------------------------------508- 01 .05 (01S)Control and adjustment of valve clearance -----------------------------------------------508- 01 .10 (01H)

Plates

Roller guide and push rods -------------------------------------------------------------------------- 50801- 01H

508

Operating gear for valves and fuel injection pumps ------------------------------------

Inspection of valve roller guide ---------------------------------------------------------------

Operating Gear for Inlet Valves,Exhaust Valves and Fuel Injection Pumps

IndexPage 1(1)

STX Engine

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

DescriptionPage 1(1) Operating Gear for Valve and Fuel Injection Pumps 508.01

Edition 01H

Roller Guides

The fuel injection pumps and the rocker arms for inletand exhaust valves are operated by the cams, on thecamshaft through roller guides. The roller guides forfuel pump, inlet and exhaust valves are located inbores in a common housing for each cylinder, thishousing is bolted to the engine frame.

The roller runs on a bush fitted on a pin that is pressedinto the roller guide and secured by means of a lockscrew.

Operating Gear for Fuel Injection Pumps

The injection pumps which are mounted directly onthe roller guide housing are activated via thrust piecesfrom the roller guide.

The roller is pressed down on to the cam by a spring,which is fixed between the roller guide and the footplate of the fuel injection pump.

Operating Gear for Inlet and Exhaust Valves

The movment from the roller guides for inlet andexhaust is transmitted via the push rods the rockerarms and spring-loaded valve bridges to each of thetwo valve seats. The bridge is placed between thevalve spindles and in the one end it is provided witha pressed-on thrust shoe and in the other end it isfitted with a thrust screw for adjustment of the valveclearance.

On its top the bridge is controlled by a spherical thrustshoe on the rocker arm and at the bottom by a guidewhich rests in a spherical socket in the cylinder head.

96.03 - ES0S

L23/30H

Valve bridge Rocker arm

Valve spindleValve spring

Push rod

Roller guidehousing

Roller guide

Pin

Roller

Camshaft

Fig. 1. Valve Operating Gear.

Protecting Tube

0802

8-0D

/H52

50/9

4.08

.12

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

96.03-ES0S

0802

8-0D

/H52

50/9

4.08

.12

Working Card Page 1 (3) Inspection of Valve Roller Guides 508-01.00

Edition 01S

L23/30H

Safety precautions: ▩ Stopped engine ▩ Shut-off starting air □ Shut-off cooling water ▩ Shut-off fuel oil □ Shut-off cooling oil ▩ Stopped lub. oil circul. Description: Dismounting. inspection and/or overhaul, and mounting of valve roller guides. Inspection of roller guide housing. Starting position: Top cover for cylinder head and cover for fuel in-jection pump removed. Related procedure: Inspection of fuel injection pump roller guide, 508-01.05 Control and adjusting of valve clearance, 508-01.10 Man power: Working time : 2 hours Capacity : 1 man Data: Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)

Special tools: Plate no Item no Note 52006 261 20 – 120 Nm Hand tools: Ring and open end spanner, 19mm. Ring and open end spanner, 24mm. Socket spanner, 19 mm. Socket spanner, 10 mm. Allen key, 3 mm. Allen key, 10 mm. Ratchet spanner. Hammer. Drift. Replacement and wearing parts: Plate no Item no Qty/ 50801 185 4/cyl 50801 220 2/cyl 50801 232 1/cyl

0802

8-0D

/H52

50/9

4.08

.12

96.03-ES0S

508-01.00 Edition 01S

Inspection of Valve Roller Guides Working Card Page 2 (3)

L23/30H

Dismounting of Roller Guide. 1) Turn the engine so that the roller, rests on the

circular part of the cam.

2) Unscrew the nuts which sebrackets, and lift off the roets.

3) Remove the push rods (1),

cure the rocket arm cker arm with brack-

see fig 1.

6)

7)

8)

Fig 1. 4) Loosen the lock screw for the push rod pro-

tecting tube, see plate 50801, item 207, on the roller guide top cover and lift up and remove the protecting tube (2).

5) Dismount the screws (3) which secure the roller guide top cover, take off the cover, the spring (7) and lift out the roller guide (5).

Disconnect any pipes that may be in the way (lub. oil and fuel oil pipes).

If the roller guide housing is to be dismantled, the fuel injection pump and the fuel injection pump roller guide are to be dismounted, see working card 514-01.05 and a number af lubri-cating oil and fuel oil pipes are also to be dis-connected.

The roller guide housing (6) cannot be dismantled with the roller guides fitted.

If the event of any marks or scores from sei-zure, these must be polished away.

Inspect the spherical stud for deformations (re-place as necessary).

Examine the surface of the roller for marks and other deformations. Make sure that there is free ply between the roller and the bush and the shaft pin, and replace the bush, if necessary. Replacement of Roller, Bush and Shaft Pin. 9) Remove the lock screw which secures the

roller guide shaft pin and push out the shaft pin.

The roller, shaft pin, and bush can now be re-placed as required. 10) Blow through the lubricating ducts in roller

guide and roller guide housing, and clean the lubricating grooves.

Mounting of Roller Guide. 11) When assembling the parts, which is carried

out in the reverse order to the above care must be exercised not to damage the o-rings when mounting the protecting tube.

12) Adjusting of valve clearance, see working card

508-01.10.

0802

8-0D

/H52

50/9

4.08

.12

96.03-ES0S

Working Card Page 3 (3) Inspection of Valve Roller Guides 508-01.00

Edition 01S

L23/30H

13) When the roller guide housing(6) to be re-placed into a new part, special care should be done at the mounting checking the contact surface between each cam & roller to give a smooth rolling motion. especially for the alignment of center line between cam shaft and roller guide housing.

1999.11.16-S.H.B(No. 13) note to be added by S S H1

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

Working Card Page 1 (2) Inspection of Fuel Injection Pump Roller Guide 508-01.05

Edition 01S

L23/30H

Safety precautions: ▩ Stopped engine ▩ Shut-off starting air □ Shut-off cooling water ▩ Shut-off fuel oil ▩ Shut-off cooling oil ▩ Stopped lub. oil circul. Description: Dismounting. inspection and/or overhaul, and mounting of roller guide for fuel injection pump. Starting position: Cover for fuel injection pump removed. Fuel injection pump has been removed, 514-01.05 Related procedure: Adjustment and/or check of max. combustion pressure, 514-01.20

Man power: Working time : 1/2 hour Capacity : 1 man

Data: Data for pressure and tolerance (Page

500.35) Data for torque moment (Page

500.40) Declaration of weight (Page

500.45)

Special tools: Plate no Item no Note

Hand tools: Allen key, 3 mm. Hammer. Drift. Replacement and wearing parts: Plate no Item no Qty/

0802

8-0D

/H52

50/9

4.08

.12

96.03-ES0S

0802

8-0D

/H52

50/9

4.08

.12

96.03-ES0S

508-01.05 Edition 01S

Inspection of Fuel Injection Pump Roller Guide Working Card Page 2 (2)

Dismounting of Roller Guide. 1) Remove the support ring (1) and spring (2)

and take up the roller guide (3), see fig 1.

Fig 1. Inspection of Roller Guide. 2) If the event of any marks or scores from sei-

zures, these must be polished away.

3) Inspect he spherical stud for deformations (re-place as necessary).

Examine the surface of the roller for marks and other deformations. Make sure that there is free ply between the roller and the bush and the shaft pin, and replace the bush if necessary. Replacement of Roller, Bush and Shaft Pin. 4) Remove the lock screw which secures the

roller guide shaft pin anti push out the shaft pin.

The roller, shaft pin, and bush can now be re-placed as required. 5) Blow through the lubricating ducts in roller

guide and roller guide housing, and clean the lubricating grooves.

Mounting of Roller Guide. 6) When assembling the parts which is carried

out in the reverse order. 7) For adaption of the thrust piece of the roller

guide, see working card 514-01.20. 8) When the roller guide housing(6) to be re-

placed into a new part, special care should be done at the mounting checking the contact surface between each cam & roller to give a smooth rolling motion, especially for the alignment of center line between cam shaft and roller guide housing.

L23/30H

1999.11.16-S.H.B(No. 8) note to be added by S S H1

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Control and/or adjusting of valve clearance.

Starting position:

Cover for rocker arm are removed.All indicator valves open.

Related procedure:

Manpower:


Data:



L23/30H

Special tools:

Plate no Item no. Note

52008 022 Exhaust52008 010 Inlet52010 011

Hand tols:

Ring and open end spanner, 24 mm.Big screw driver.



See also plate 50502.

Control and Adjusting of Valve ClearanceWorking CardPage 1 (3)

96.38 - ES0S

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Adjusting of Inlet Valve Clearance.

1) Turn the engine so that the roller, rests on thecircular part of the cam, i.e. the inlet valves and theexhaust valves are closed.

2) Loosen the adjustment screws on valve bridgeand rocker arm, see fig 1.


Control and Adjusting of Valve Clearance Working CardPage 2 (3)

Fig. 1.

3) Clearance between valve bridge and valvespindle, see page 500.40.

4) Place the feeler gauge marked with "correct"0,50 mm above the valve spindle nearest to therocker arm bracket, see fig 1.

5) Adjust the clearance between valve bridge andvalve spindle by means of the adjustment screw onthe rocker arm (above the push rod) and tighten thelock nut.

Fig 2.

The feeler gauge is to remain in this position whenadjusting the clearance of the other valve.

6) Place another feeler gauge, at the same size0,50 mm above the other valve spindle, see fig 2.

7) Adjust the clearance between valve bridge andvalve spindle by means of the adjusment screw onthe valve bridge, and tighten the lock nut, see fig 2.

8) Check that the clearance is correct simulta-neously at both valve spindles.

Adjusting af Exhaust Valve Clearance.

96.38 - ES0S

0802

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/H52

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4.08

.12


L23/30H

Control and Adjusting of Valve ClearanceWorking CardPage 3 (3)

Fig 3.

96.38 - ES0S

9) Carry out adjustment in the same way asdescribed for the inlet valves, but using the feelergauge for exhaust valve clearance 0,90 mm.

10) The feeler gauges for checking the clearancehave two gauges which are marked "incorrect" and"correct", the latter to be used when adjusting thevalve clearance, see fig 3.

After tightening up the counter nuts on rocker armsand valves bridge, be sure that the feeler gaugesmarked "correct" can be inserted into the two clear-ances simultaneously as where it must not be pos-sible to insert the gauges marked "incorrect".

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

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PlatePage 1 (2) Roller Guide and Push Rods

94.32 - ES0S

50801-01H

090

112

124

089

100

028

077

053

041

065

256

161

136 232

016+

244

065

053

220041

077

281

148

207

197

219

185

173

185

268

268

293 303

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Hus forrullestyr

Rullestyr for pumpe

Foring

Tap

Rulle

Fjederstift

Tryktap

Skive for fjeder

Fjeder

Tryktap

Skive

Skrue

Kugletap

Skive

Skærmrør

O-ring

Dæksel

Fjederstift

Skrue

Pakning

Pakning

Styrestift

Skrue

Tryktap

Rullestyr for ventil

Stødstang

Stødstang komplet, inkl.item 268 og 293

94.32 - ES0S

Housing forroller guides

Roller guide forpump

Pin

Bush

Roller

Spring pin

Thrust pin

Washer for spring

Spring

Thrust pin

Washer

Screw

Ball pin

Washer

Protecting tube

O-ring

Cover

Spring pin

Screw

Gasket

Gasket

Guide pin

Screw

Thrust pin

Roller guide forvalve

Push rod

Push rod complete,incl. item 268 and 293


Roller Guide and Push Rods

L23/30H

016+

028

041

053

065

077

089

090

100

112

124

136

148

161

173

185

197

207

219

220

232

244

256

268

281

293

303

1/C

1/C

3/C

3/C

3/C

3/C

1/C

1/C

1/C

1/C

1/C

2/C

2/C

8/C

2/C

4/C

2/C

2/C

4/C

2/C

1/C

2/C

8/C

4/C

2/C

2/C

2/C

ItemNo. Qty. Qty.

ItemNo.

50801-01H PlatePage 2 (2)





315 1/C Valve gear complete,as shown on plate50801 except item 303

+ Item No. 016 requirean individual match-ing before mounting,con-tact MAN B&W,Holeby

Ventilbevægelsekomplet, som vist påplate 50801 undtagenitem 303

+ Item nr. 016 kræveren individuel tilpasningfør montering, kontaktMAN B&W, Holeby

L23/30HDescription

509. 01 (01H)509. 05 (01H)509. 10 (02H)509. 35 (01S)509. 40 (01H)

Working Card

509- 01 .00 (01H)509- 01 .05 (01H)509- 05 .00 (01S)509- 05 .01 (01S)509- 05 .02 (01H)509- 05 .03 (01S)509- 05 .04 (01H)509- 10 .00 (08H)

Plates

50901- 01H50902- 01H50903- 01H50905- 02H50905- 03H50905- 04H50905- 09H50907- 01S50907- 03S50908- 01H

Temperature Transmitter -----------------------------------------------------------------------------50908- 03H50910- 02H50935- 01HStarting box ----------------------------------------------------------------------------------------------

Level switch in oil sump (LAL/LAH 28) ------------------------------------------------------------

Governor and governor drive ------------------------------------------------------------------------Regulating device ---------------------------------------------------------------------------------------Overspeed device --------------------------------------------------------------------------------------Fuel oil leakage alarm (LAH 42) --------------------------------------------------------------------Prelubricating oil alarm (LAL 25) -------------------------------------------------------------------Instrument panel ----------------------------------------------------------------------------------------

Pressostate, thermostate, difference pressostate and pressure transmitter ------------Thermometer --------------------------------------------------------------------------------------------Pick-up ----------------------------------------------------------------------------------------------------

Lambda controller --------------------------------------------------------------------------------------

Adjustment and test of analogous pressure transmitter -------------------------------Adjustment and test of analogous temperature transmitter ---------------------------Adjustment of lambda controller -------------------------------------------------------------

Function test and adjustment of overspeed trip -----------------------------------------Adjustment and test of ON/OFF pressostate ---------------------------------------------Adjustment and test of ON/OFF thermostate --------------------------------------------Function and test of level switch (LAL 25) ------------------------------------------------

Functional test and adjustment of safety, alarm and monitoring equipment -----

Control and Safety SystemsAutomatics and Instruments

IndexPage 1(1)

Instrument and automatics --------------------------------------------------------------------Lambda controller -------------------------------------------------------------------------------Starting box ---------------------------------------------------------------------------------------Converter for engine- and turbocharger RPM signal -----------------------------------

509

Control and safety systems -------------------------------------------------------------------

STX Engine

Your Notes :

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509.01Edition 01H

96.38 - ES0S-G

DescriptionPage 1 (2) Control and Safety Systems

Governor

The engine speed is controlled by a hydraulic go-vernor. The purpose of the governor is to regulatethe rate of delivery from the fuel pumps, so that theengine speed is kept within certain limits, indepen-ding on the load.

Information about the design, function and operationof the governor is found in the special governorinstruction book.

The governor is mounted on the flywheel end of theengine and is driven from the camshaft via a cy-lindrical gear wheel and a set of bevel gears.

Pick-up for Engine RPM

The pick-up for transfer of signal to the tachometerinstrument for engine RPM is mounted on the flywheelend cover of the engine.

A signal varying proportionally to engine RPM iscreated in the pick-up by the rotating toothed impulsewheel mounted on the camshaft end.

Pick-up for Turbocharger RPM

See turbocharger instruction book, section 512.

Regulating Shaft

The governor movements are transmitted through aspring-loaded pull rod to the fuel pump regulatingshaft which is fitted along the engine.

The spring-loaded pull rod permits the governor togive full deflection even if the stop cylinder of themanoeuvring system keeps the fuel pump regulatingshaft at "no fuel" position.

Each fuel pump is connected to the common, lon-gitudinal regulating shaft by means of a two-piece,spring-loaded arm.

L23/30H

Should a fuel pump plunger seize in its barrel, thusblocking the regulating guide, governing of theremaining fuel pumps may continue unimpede owingto the spring-loaded linkage between the blockedpump and the regulating shaft.

Stop Screw for Max. Delivery Rate

The bracket for stop cylinder/limiting cylinder is fittedwith a stop screw which prevents the fuel pumpsfrom being set to a higher delivery rate than whatcorresponds to the permissible overload rating.

This is effected by the arm on the regulating shaftbeing stopped by the stop screw, see fig. 1.

Mechanical Overspeed (SSH 81)

The engine is protected against overspeeding in theevent of, for instance, governor failure by means ofan overspeed trip.

The engine is equipped with a stopping device whichstarts to operate if the maximum permissible revo-lution number is exceeded.

The overspeed tripping device is fitted to the endcover of the lubricating oil pump and is driven throughthis pump.

If the pre-set tripping speed is exceeded, the spring-loaded flyweight (1), see fig. 1, will move outwardsand press down the arm (2).

The arm is locked in its bottom position by the lockpin (3) which is pressed in by the spring (4).

At the same time the arm (2) presses down thespindle (5), and the pneumatic valve (6) opens,whereby compressed air will be led to the Lambdacylinder, see description 509.10, in which the pistonis pressed forward and, through the arm, turns thefuel pump regulating rod to STOP position, therebythe engine stops, the spring-loaded pull rodconnection to the governor being compressed.

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DescriptionPage 2 (2)Control and Safety Systems509.01

Edition 01H

L23/30H

The engine can be stopped manually by pressingdown the button (7), see fig. 1, which will activate thespring-loaded fly weight (1) through the lever (8).

If the overspeed has been activated the overspeedmust be reset before the engine can be started.Reset is done by means of the button (10).

The overspeed alarm (SAH 81) is activated bymeans of the micro switch (9).

7

183

52

6

1

9

Normalpoisition

1. Flyweight

2. Arm

3. Lock pin

4. Spring

5. Spindle

6. Pneumatic valve

7. Button

8. Lever

9. micro switch

10. Button

Overspeedactivated

Fig 1. Mechanical overspeed (SSH 81).

2 5 3 4 10 10

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509.05Edition 01H

Push button

Valves

Flexible hose

Rubber element

On the engine is as standard mounted an instrumentpanel.

The following incorporating pressure gauges for the mostessential pressures.

Pressure gauge for:

PI 01 LT fresh water, inlet to air coolerPI 10 HT fresh water, inlet enginePI 21/22 Lubricating oil, inlet/outlet to filterPI 23 Lub. oil, inlet to turbochargerPI 31 Charge air, outlet from coolerPI 40 Fuel oil, inlet to engine

Fig. 2. Cross section of instrument panel

Instruments and Automatics

L23/30H


Main Instrument Panel

As standard the engine is equipped with an instrumentpanel, comprising instruments for visual indication ofthe most essential pressures.Illustrated on fig. 1.

The instrument panel is mounted flexibly on rubberelements and all manometer connections are connec-ted to the panel by means of flexible hoses, as shownon fig. 2.

Fig. 1. Lay-out of instrument panel

The connecting pipes to the manometers are equip-ped with valves which make it possible to replace themanometers during operation.

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Instruments and Automatics509.05Edition 01H

L23/30H


Instrumentation

As standard the engine is supplied with the followinginstrumentation mounted local on the engine:

Thermometer TI 01 LT water - inlet air cooler

Thermometer TI 02 LT water - outlet from air cooler

Thermometer TI 03 LT water - outlet from lub. oil cooler

Thermometer TI 10 HT fresh water - inlet to engine

Thermometer TI 11 HT fresh water - outlet each cylinder

Thermometer TI 20 Lubricating oil - inlet to cooler

Thermometer TI 22 Lubricating oil - outlet from filter

Thermometer TI 30 Charge air - inlet to cooler

Thermometer TI 31 Charge air - outlet from cooler

Thermometer TI 40 Fuel oil - inlet to engine

Thermometer TI 60 Exhaust gas - outlet each cylinder

Thermometer TI 61 Exhaust gas - outlet turbocharger

The actual number of the instrumentation for the plantcan be seen on the diagrams for the specific plant inthe sections 512-513-514-515-516.For code identification see 500.20.

Pressostates and Thermostates

The engine is supplied with a number of alarm- andshut-down functions. The alarms shall via the alarmpanel worn against an abnormal working condition,which can lead to break down and the shut-downfunctions shall stop the engine before a break down.I.e. a shut-down is "worse" than an alarm because ashut-down is given if the engine could be severedamage by running on these conditions.

As standard the engine is equipped with:

Shut-down Switches for

- too low lubricating oil pressure - inlet engine- too high HT FW temperature - outlet engine- too high engine speed (over speed)

Alarm Switches for

- leaking fuel oil- too low lubricating oil pressure - inlet engine- too low prelubricating oil pressure (level alarm)

- too high press. drop across lub. oil filter- too high HT FW temperature - outlet engine- too low starting air pressure - inlet engine- too high engine speed (overspeed)

The actual number and type of the alarm- and shut-down switches for the plant can be seen in the list"Engine Automatic part list" in this section.

Leakage Alarm (LAH 42)

Waste and leak oil from the comparement, for theinjection equipment, fuel valves, high-pressure pipesand engine feed pump (if mounted) is led to a fuelleakage alarm unit.

Fig. 4. Fuel oil leakage alarm.

Normal leakage

High level

Waste oil outlet

AlarmNormal

C

B

A

Leakoil

Leak alarmNormal level

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Alarm for Prelubricating (LAL 25)

Alarm for missing prelubricating, when the engine isstopped is given by means of a level switch (LAL 25)mounted in the main lubricating oil pipe.

Alarm and Shut-down for Overspeed

When the mechanical overspeed is activated, see509.01 fig. 2, a micro-switch will release the alarm foroverspeed (SAH 81) and activate the shut-downsolenoid in the governor.

The latter function is a back-up for the mechanicaloverspeed.

The alarm unit consists of a box with a float switch forlevel monitoring, see fig. 4.

The supply fuel oil to the engine is led through the unitin order to keep heated up, thereby ensuring freedrainage passage even for high-viscous waste/leakoil.

Under normal conditions there will always be a smalleramount of waste/leak oil from the comparement, thiswill be led out through the bore "A" in the pipe "B" asillustrated.

In case of a larger than normal leakage, the level in thebox will rise and the level switch "C" will be activated.The larger amount of leak oil will be lead out throughthe top of the pipe "B".

509.05Edition 01H

Instruments and Automatics

L23/30H

Your Notes :

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509.10Edition 02H

If the system is activated more than 10 seconds, thesolenoid valve will be shut off and there will be aremote signal for "system failure".

Fuel oil limiting during start procedure

During the start procedure the lambda controller isused as an index limiter.

Hereby heavy smoke formation is prevented duringstart procedure and further the regulating devicecannot over-react.

The jet system is blocked during the starting proce-dure until the engine has reached 110 RPM.

Lambda Controller

00.11 - ES0-G

L23/30H

Purpose

The purpose with the lambda controller is to preventinjection of more fuel in the combustion chamber thancan be burned during a momentary load in-crease.This is carried out by controlling the relation betweenthe fuel index and the charge air pressure.

The Lambda controller is also used as stop cylinder.

Advantages

The lambda controller has the following advantages:

- Reduction of visible smoke in case of suddenmomentary load increases.

- Improved load ability.

- Less fouling of the engine's exhaust gas ways.

- Limitation of fuel oil index during startingprocedure.

Principles for functioning

Figure 1 illustrates the controller's operation mode. Incase of a momentary load increase, the regulatingdevice will increase the index on the injection pumpsand hereby the regulator arm (1) is turned, the switch(2) will touch the piston arm (3) and be pusheddownwards, whereby the electrical circuit will beclosed.

Thus the solenoid valve (4) opens. The jet system isactivated, the turbocharger accelerates and increasesthe charge air pressure, thereby pressing the piston(3) backwards in the lambda cylinder (5). When thelambda ratio is satisfactory, the jet system will be de-activated.

At a 50% load change the system will be activated forabout 3-8 seconds. Fig 1 Principle drawing of lambda controller.

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509.35Edition 01S

94.26 - ES2S-G

Starting Box

Engine / Turbocharger RPM

By activating the "Engine RPM/TC RPM" button, theindication is changed.

Engine RPM indication is green light-emitting diodesand turbocharger RPM indication is red light-emittingdiodes.

External Indications

There are output signals for engine RPM andturbocharger RPM.Engine: 0 - 1200 RPM ~ 4-20 mATC: 0 - 60000 RPM ~ 4-20 mA

The pushbuttons for "Remote", "Local" and "Blocking"have potential free switches for external indication.

All components in the starting box are wired to thebuilt-on terminal box.


Description

The starting box is mounted on the engine's controlside. On front of the box there are the followingindications/pushbuttons:

- Indication of engine or turbocharger RPM- Indication of electronic overspeed- Pushbutton for "Manual Start"- Pushbutton for "Manual Stop"- Pushbutton for "Remote" *- Pushbutton for "Local" *- Pushbutton for "Blocking" *- Pushbutton for change-over between engine

and turbocharger RPM

* The function chosen is indicated in the pushbutton.See fig 1.

Manual Start

The engine can be started by means of the startbutton, but only if the button "Local" is activated.

The manual, local start is an electrical, pneumaticstart, i.e. when activating the start button a solenoidvalve opens for air to the air starter, thereby engagingthe starter and starting the diesel engine. Throughoutthe starting cycle the start button must be activated.

The air starter is automatically disengaged when thediesel engine exceeds 110 RPM. If the start button isdisengaged before the diesel engine has exceeded110 RPM, further starting cycles are blocked, until 5sec. after the engine is at standstill.

Remote Start

Remote start can only take place if the pushbutton for"Remote" is activated.

Manual Stop

The "Manual Stop" button is connected to the stopcoil on the governor.

Blocking

If "Blocking" is activated, it is not possible to start thediesel engine.

Fig 1. Starting box

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DescriptionPage 1 (1) Converter for Engine- and Turbocharger RPM Signal

L23/30H

Engine RPM signal

For measuring the engine's RPM, a pick-up mountedon the engine is used giving a frequency dependingon the RPM. To be able to show the engine's RPMon an analogue tachometer, the frequency signal issent through an f/I converter (frequency/currentconverter), where the signal is transformed into aproportional 4-20 mA ~ 0-1200 RPM signal.

Further, the converter has following signals:

- overspeed- engine run- safe start- tacho fail

96.30 - ES2S-G

The "engine run" signals will be given through arelay. One for synchronizing and one for start/stop ofpre. lub. oil pump or alarm blocking at start/stop.

Safe start

When the safe start signal is activated the enginecan start. When the engine reach 140 RPM the airstarter will be shut-off.

Further, the safe start signal is a blocking function forthe air starter during rotation.

Tacho fail

The tacho fail signal will be on when everything isnormal. If the pick-up or the converter fails the signalwill be deactivated. E.g. if there is power supplyfailure.

The converter for engine RPM signal is mounted inthe terminal box on the engine.

Turbocharger RPM signal

For measuring the turbocharger RPM, a pick-upmounted on the engine is used giving a frequencydepending on the RPM. To be able to show theturbocharger's RPM on an analogue tachometer,the frequency signal is sent through a f/I converter(frequency/current converter), where the signal istransferred into a proportional 4-20 mA ~ 0-60000RPM.

509.40Edition 01H

Fig 2. Converter for TC RPM.

Fig 1. Converter for engine RPM.

Overspeed

When the engine speed reach the setpoint forelectronic overspeed the converter gives a shutdownsignal and a alarm signal through a relay.

Engine run

When the engine speed reach 710 RPM or 200 RPM+ 10 seconds the converter gives a "engine run"signal.

The engine run signal will be deactivated when thespeed is 640 RPM. If the engine speed haven't beenover 710 RPM the signal will be deactivated at 200RPM.

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The converter is mounted in the terminal box onengine.

Your Notes :

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L23/30H


Special tools:


See Related Procedure

Hand tools:

See Related Procedure



Functional Test and Adjustment of Safety,Alarm and Monitoring Equipment

Safety precautions:


Description:

Function test and adjustment of safety, alarm andmonitoring equipment.

Starting position:

Related procedure:

Overspeed trip 509-01.05Pressostate 509-05.00Thermostate 509-05.01Level switch (LAL 25) 509-05.02Analog pressure transmitter 509-05.03Analog temperature transmitter 509-05.04

Man power:

Working time : hoursCapacity : man

Data:


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Functional Test and Adjustment of Safety,Alarm and Monitoring Equipment

Maintenance of monitoring and safety systems.

One of the most important parameters in the pre-ventive work is that the alarm system as well as theshutdown and overspeed devices are functioning100%.

If some of these functions are out of operation, theyhave to be repaired immediately. If this is not pos-sible because of the present working situation, theengine has to be under constant observation until itcan be stopped.

It is recommended that all functions are tested everythree months according to the mentioned workingcards.

The extent of the alarm and safety functions is vari-able from plant to plant.

For check of these functions use the working cardsmentioned under related procedure on page 1.

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Safety precautions:


Description:

Functional test and adjustment of overspeed trip.

Starting position:

Functional test and adjustment of safetyalarm and monitoring equipment, 509-01.00

Related procedure:

Manpower:


Data:



96.03 - ES0S-G

L23/30H

Special tools:


52009 016

Hand tools:

Allen key, 4 mm.Allen key, 2 mm.



Functional Test and Adjustment of Overspeed TripWorking CardPage 1 (2)

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Functional Test and Adjustment of Overspeed Trip Working CardPage 2 (2)

Turn the engine until the adjusting screw is oppositethe opening on the side of the housing. Now loosen thelock screw and turn the adjusting screw, using thetubular pin spanner supplied, see fig 2.

1) The engine is run up manually, (on governor"synchronizer") and at no load, while watching thetachometer.

On reaching the revolution number indicated on page500.30 or in "Test Report", the overspeed trippingdevice must function, thus actuating the stop cylinders.The fuel injection pump control rods are now movedto zero index, and the engine stops.

2) If the overspeed device trip at a revolutionnumber different from that stated on page 500.30 or inthe "Test Report" the overspeed device must beadjusted.

Fig 1.

Adjustment of Overspeed Trip.

3) Remove both covers on the housing of theoverspeed tripping device, see fig 1.

Turn the adjusting screw outwards (slacken flyweightspring) to reduce the revolution number. Be carefulnot to screw the adjusting screw so far out that it maytouch the release arm. Tighten the lock screw and testthe overspeed device again.

4) Refit the covers when the overspeed devicefunctions at correct revolution number.

5) The overspeed device can be tested manuallyby depressing the button on top af the housing, see fig1. This will activate the flyweight and the arm forrelease of the air valve for the stop cylinders and theengine should thus stop. (This test must also becarried out without load).

6) It is recommended now and then, while theengine is at a standstill, to move the flyweight bymeans of the push button to ensure that the flyweightcan always move with sufficient ease.

Fig 2.

Working Card Page 1 (2) Adjustment and Test of On/Off Pressostate 509-05.00

Edition 01S

L23/30H

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509-05.00 Edition 01S

Adjustment and Test of On/Off Pressostate Working Card Page 2 (2)

L23/30H

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Working Card Page 1 (2) Adjustment and Test of On/Off Thermostate 509-05.01

Edition 01S

L23/30H

96.26-ES0S-G

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509-05.01 Edition 01S

Adjustment and Test of On/Off Thermostate Working Card Page 2 (2)

L23/30H

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Safety precautions:


Description:

Function and test of level switch, LAL 25, inlubricating oil system.

Starting position:


Related procedure:

Manpower:


Data:



91.03 - ES0S-G

L23/30H

Special tools:

Plate no. Item no. Note

Hand tools:



Function and Test of Level Switch (LAL 25)Working CardPage 1 (2)

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The level switch LAL 25, which is mounted on themain lubricating oil pipe of the engine, gives alarm formissing prelubricating oil.

Function.

1) By starting the prelubricating oil pump the mainlubricating oil pipe will be filled with lubricating oil,which means that the level switch is lifted and thealarm is disconnected.

2) When the prelubricating is interrupted, the lub.oil will run out of the system through the bearings,which means that level switch is lowered and thealarm starts.

Test:

The test is carried out when the engine is stopped.

3) Start the lubricating oil pump, and let the pumprun about 5 min.

4) Stop the prelubricating oil pump. The alarmmust be released after 0 - 5 min., depending of the oilviscosity.

91.03 - ES0S-G


Function and Test of Level Switch (LAL 25) Working CardPage 2 (2)

Level switch

Main lubricating oil pipe

Vent pipe

Fig 1.

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Working Card Page 1 (2)

Adjustment and Test of Analogous Pressure Transmitter

509-05.03 Edition 01S

L23/30H

91.45-ES0S-G

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509-05.03 Edition 01S

Adjustment and Test of Analogous Pressure Transmitter

Working Card Page 2 (2)

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Safety precautions:


Description:

Adjustment and test of analogous temperaturetransmitter, (PT 100 sensor).

Starting position:


Related procedure:

Mampower:


Data:



96.26 - ES0S-G

L23/30H

Special tools:


Hand tools:

Special testing devices.




Adjustment and Test ofAnalogous Temperature Transmitter

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96.26 - ES0S-G



Otherwise the test can be carried out by watching ifthe alarm plant gives any alarm, when the alarm limitwhich is stated on page 500.30 is exceeded (if thealarm plant is adjusted).

5) The sensor is mounted again.

The PT 100 sensor consists of a resistance wirewhich changes resistance depending on the tempe-rature.

Look and design varify depending on the place ofmeasurement and manufacture.

Adjustment:

1) The PT 100 sensor cannot be adjusted, but thealarm limit must be set on the alarm plant.

Set point, see page 500.30.

Test:

2) The functional trial of the PT 100 sensor can becarried out according to the following procedure.

3) Take out the sensor of the pocket.

4) Test the sensor by diving the sensor in thewater. Compare the signal from the sensor with thewater temperature.

If the alarm plant has an instrument unit, the tempe-rature can be read on this.

Fig 1.

Adjustment and Test ofAnalogous Temperature Transmitter

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Safety precautions

Stopped engineShut off starting airShut off cooling waterShut off fuel oilShut off cooling oilStopped lub. oil circul.

Description

Adjustment of lambda controller.

Starting position

Related procedure

Manpower


Data



L23/30H

Lambda ControllerWorking CardPage 1 (2)

99.28 - ES0

Special tools


Hand tools

Allen key.

Replacement and wearing parts


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99.28 - ES0

Lambda Controller509-10.00

Edition 08H

2. Set the index of the fuel pumps at 17 by meansof the governor arm, see plate 50902, item 039.

Note: Set the "load limit" control knob at max in orderto protect the governor.

3. Fit the adjustment screw (4), fig 2, until thepiston has contact with the spring without com-pressing the spring.

4. Fasten the adjustment screw.

5. Adjustment finished.

Adjustment of the stop screw

6. Remove pipe for charge air pressure, see fig 3.

7. Supply air pressure until the piston rod reachesits upper position.

8. Adjust the stop screw, see fig 2, to 110% loadaccording to the test bed, plus 1.5 index.Use the index arm on the fuel pump nearest to thelambda controller as control for the index.

9. Adjustment finished.

Fig 3.

Min

1 m

m fr

ee s

pace

acro

ss p

ick-

up

1

23

1. Band steel2. Pick-up3. Regulating arm

Lambda Controller

Normally the lambda controller does not need ad-justment. The only time adjustment is needed, iswhen the controller or the governor has been dis-mantled. The adjustment is to be carried out instandstill position.

1. Check that the free space between the pick-upand the band steel on the regulating arm is min 1 mm,see fig 1.

Fig 2.

Fig 1.

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Governor and Governor DrivePlatePage 1 (2)

91.43 - ES0S-L

50901-01H

0802

8-0D

/H52

50/9

4.08

.12

91.43 - ES0S-L

Synchronnizingmotor

Plug screw

Gasket

Nut

Stud

O-ring

Castle nut

Split pin

Shut downsolenoid

Governor

Screw

Shim (set 0,1 -0,3 - 0,5 - 1,0 mm)

Disc

Ball bearing

Bevel gear wheel

Key

Castle nut

Split pin

Housing

Stud

Pin

Plug

Plug

Axle journal

Bush

Bevel gear wheel

Gear wheel

Pointed screw


Governor and Governor Drive PlatePage 2 (2)

L23/30H

ItemNo. Qty. Qty.

ItemNo.

320

332

1/E

1/E

Wear disc

Key

+ Item No. 212 requirean individual matching(by shims) beforemounting, contact,MAN B&W, Holeby

Slidskive

Feder

+ Item nr. 212 kræver enindividual tilpasning(med shims) før monte-ring, kontakt MAN B&W,Holeby.

50901-01H

Synchroniserings-motor

Propskrue

Pakning

Møtrik

Tap

O-ring

Kronemøtrik

Split

Shut-downspole

Regulator

Skrue

Mellemlæg (sæt 0,1 -0,3 - 0,5 - 1,0 mm)

Skive

Kugleleje

Konisk tandhjul

Feder

Kronemøtrik

Split

Hus

Tap

Stift

Prop

Prop

Akseltap

Bøsning

Konisk tandhjul

Tandhjul

Pinolskrue

1/E

1/E

1/E

4/E

2/E

1/E

1/E

1/E

1/E

1/E

4/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

2/E

2/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

021

033

045

057

069

070

082

094

104

116

128

141

153

165

177

189

190

200

212+

224

236

248

261

273

285

297

307

319





0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Regulating Device 50902-01HPlatePage 1 (2)

94.46 - ES0S

0802

8-0D

/H52

50/9

4.08

.12

Skrue

Låseblik

Regulatorarm

Split


Skrue for kuglehoved

Fjederbelastet træk-stang, komplet

Trækstangshoved

Split

Trækstangsende

Cylindrisk stift

Fjederhus

Pinolskrue

Fjeder

Cylindrisk stift

Styrering

Styrering

Trækstang

Møtrik

Låseblik

Arm

Fjederstift

Skrue

Styrestift

Skrue

Leje

Bøsning

Reguleringsaksel

Skive

94.46 - ES0S

Screw

Locking plate

Governor arm

Split pin

Self locking nut

Screw for ball head

Spring loaded pull rod,complete

Pull rod head

Split pin

Pull rod end

Cylindrical pin

Spring housing

Pointed screw

Spring

Cylindrical pin

Guide ring

Guide ring

Pull rod

Nut

Locking plate

Arm

Spring pin

Screw

Guide pin

Screw

Bearing

Bushing

Regulating shaft

Washer


Regulating Device PlatePage 2 (2)50902-01H

L23/30H

015

027

039

040

052

064

076

088

111

123

135

147

159

160

172

184

196

206

218

231

243

255

267

279

280

292

302

314

326

1/R

3/R

1/R

2/R

2/R

2/R

1/R

2/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/E

1/E

ItemNo. Qty. Qty.

ItemNo.

Stopring

Skrue

Lænkeled

Split

Stift

Stift

Fjederarm

Fjeder

Fjederstift

Armholder

Skrue

Bøsning

Lejeblik

Fjederstift

Skrue

Skrue

Styrestift

Stoparm

Skrue

Skrue

Skive

Møtrik

Konsol


* = Only available as part of a spare part kit.Qty./E = Qty./EngineQty./C = Qty./CylinderQty./R = Qty./Regulating device


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/C = Antal/CylinderAntal/R = Antal/Reguleringsmekanisme

1/E

1/E

1/C

1/C

1/C

1/C

1/C

1/C

3/C

1/C

1/C

1/C

1/C

2/C

2/C

1/R

1/R

1/R

2/E

2/E

2/E

2/E

1/E

338

351

363

375

387

399

409

410

422

434

446

458

471

483

495

505

517

529

530

542

554

566

578

Stop ring

Screw

Linkage

Split pin

Pin

Pin

Spring arm

Spring

Spring pin

Armholder

Screw

Bushing

Bearing bracket

Spring pin

Screw

Screw

Guide pin

Stop arm

Screw

Screw

Washer

Nut

Bracket

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Overspeed Device 50903-01HPlatePage 1 (2)

94.01 - ES0S-V

0802

8-0D

/H52

50/9

4.08

.12

94.01 - ES0S-V

Socket

Button

Spring pin

Spring

Screw

Screw

Cover

Spindle

Spring pin

Cylindrical pin

Lever

Screw

Flyweight housing

Adjusting screw

Spring

Circlip

Flyweight

Key

Ball bearing

Housing

Cover

Washer

Screw

Pin

Lever

Nut

Gasket

Spindle

Spring


Overspeed Device PlatePage 2 (2)50903-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.





357

369

370

382

394

404

416

428

441

453

465

477

489

490

500

1/E

1/E

1/E

1/E

1/E

2/E

2/E

1/E

1/E

1/E

1/E

4/E

1/E

1/E

1/E

Button

Nipple

Spindle

Spring (left)

Spindle

Washer

Screw

Ball bearing

Elastic coupling

Spring (right)

Valve attachment

Screw

Pneumatic valve

Silencer

Overspeed device,complete

Knap

Nippel

Spindel

Fjeder (venstre)

Spindel

Skive

Skrue

Kugleleje

Elastisk kobling

Fjeder (højre)

Ventilholder

Skrue

Pneumatisk ventil

Lyddæmper

Overspeed anordning,komplet

010

022

034

046

058

071

083

095

105

117

129

130

142

154

166

178

191

201

213

225

237

249

250

262

274

286

298

333

345

1/E

1/E

1/E

1/E

4/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

4/E

4/E

1/E

1/E

1/E

1/E

1/E

1/E

Muffe

Knap

Fjederstift

Fjeder

Skrue

Skrue

Dæksel

Spindel

Fjederstift

Cylindrisk stift

Arm

Skrue

Hus for svingvægt

Justeringsskrue

Fjeder

Sikringsring

Svingvægt

Not

Kugleleje

Hus

Dæksel

Skive

Skrue

Stift

Arm

Møtrik

Pakning

Spindel

Fjeder

0802

8-0D

/H52

50/9

4.08

.12

98.35 - ES0S

L23/30H

Fuel Oil Leakage Alarm (LAH 42) 50905-02HPlatePage 1 (2)

0802

8-0D

/H52

50/9

4.08

.12

98.35 - ES0S


Fuel Oil Leakage Alarm (LAH 42) PlatePage 2 (2)50905-02H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

011

023

035

047

059

060

072

1/E

1/E

1/E

1/E

1/E

1/E

1/E

Cable union

Plug screw

Packing ring

Level switch

Plug screw

Packing ring

Fuel leakage alarm,complete

Kabelunion

Propskrue

Tætningsring

Niveaukontakt

Propskrue

Tætningsring

Brændolie lækage-alarm, komplet


* = Only available as part of a spare parts kit.Qty./E = Qty./Engine.

Ved bestilling af reservedele, se også side 500.50

* = Kun tilgængelig som en del af et reservedelssæt.Qty./E = Antal/Motor

0802

8-0D

/H52

50/9

4.08

.12

98.35 - ES0S-G

L23/30H

Prelubricating Oil Alarm (LAL 25) 50905-03HPlatePage 1 (2)

0802

8-0D

/H52

50/9

4.08

.12

98.35 - ES0S-G

PlatePage 2 (2)Prelubricating Oil Alarm (LAL 25)50905-03H

L23/30H

Designation BenævnelseBenævnelseDesignationQty. Qty.

096

106

118

131

1/E

1/E

1/E

1/E

Plug screw

Packing ring

Loctite 577

Level switch

Propskrue

Pakningsring

Loctite 577

Niveauafbryder





0802

8-0D

/H52

50/9

4.08

.12

93.04 - ES0S-L

L23/30H

Instrument Panel 50905-04HPlatePage 1 (2)

299

309

310

322

287

0802

8-0D

/H52

50/9

4.08

.12


Instrument Panel PlatePage 2 (2)

L23/30H

50905-04H

1/E

1/E

4/E

8/E

8/E

2/E

3/E

1/E

6/E

1/E

1/E

1/E

1/E

2/E

2/E

2/E

2/E

6/E

2/E

1/E

2/E

1/E

4/E

4/E

Housing for instru-ment panel

Bracket for instru-ment panel , L23/30H

Rubber clutch

Nut

Spring locks

Pressure gauge 0-3bar (PI 31 and PI 23)

Pressure gauge 0-6bar, PI 01, PI 10, PI 21-22

Pressure gauge 0-10bar (PI 40)

Needle valve

3-way valve forPI 21-22

Washer

Steel pipe

Screwed connection

Union

Pressure gauge hose140 mm



Gasket

Reduction adapter

Damper (fuel oil)

Coupling for mano-meter

Damper (charging air)

Screw

Lock washer

143

155

167

179

180

192

202

214

226

238

251

263

275

287

299

309

310

322

334

346

358

371

383

395

Hus for instrumentpanel

Konsol for instrumentpanel, L23/30H

Gummikobling

Møtrik

Fjedrende skive

Manometer 0-3 bar(PI 31 og PI 23)

Manometer 0-3 bar,PI 01, PI 10, PI 21-22

Manometer 0-10 bar(PI 40)

Nåleventil

3-vejsventil forPI 21-22

Skive

Stålrør

Forskruning

Forskruning

Manometer slange140 mm



Pakning

Reduktionsforskruning

Dæmper (fuel oil)

Kobling for manometer

Dæmper (ladeluft)

Skrue

Låseskive

4/E

1/E

Nut

Instrument panel,complete, L23/30H

Møtrik

Instrument panel,komplet, L23/30H

93.04 - ES0S-L

405

417





0802

8-0D

/H52

50/9

4.08

.12

98.13 - ES0

L23/30H

Level Switch in Oil Sump (LAL/LAH 28) 50905-09HPlatePage 1 (2)

0802

8-0D

/H52

50/9

4.08

.12

98.13 - ES0

PlatePage 2 (2)50905-09H

L23/30H


430

442

454

466

478

491

501

513

525

537

549

579

580

777

789

2/E

1/E

1/E

1/E

1/E

1/E

4/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

/I

Nut

Pipe for levelswitch

Level switchwith cabel

Plug screw

Packing

Red. adaptor

Screw

Flange

Gasket

Box for levelswitch

Level switch,complete

Pipe

Level switch incl.cable

Dipstick, complete

Loctite 577

Møtrik

Rør for niveau-alarm

Niveaualarm medkabel

Propskrue

Pakningsring

Red. adapter

Skrue

Flange

Pakning

Boks forniveaualarm

Niveaualarm,komplet

Rør

Niveauafbryder incl.kabel

Pejlestok, komplet

Loctite 577

Level Switch in Oil Sump (LAL/LAH 28)


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./I = Qty./Individual


* = Kun tilgængelig som en del af et reservedelssæt.Qty./E = Antal/MotorQty./I = Antal/Individuel

0802

8-0D

/H52

50/9

4.08

.12

Plate Page 1 (2)

Pressostate, Thermostate Difference Pressostate and Pressure Transmitter 50907-01S

L23/30H

91.44-ES0S-G

0802

8-0D

/H52

50/9

4.08

.12

91.44-ES0S-G

50907-01S Pressostate, Thermostate Difference Pressostate and Pressure Transmitter

Plate Page 2(2)

L23/30H

Index Page 1 (2) Thermometer 50907-03S

L23/30H Liquid Filled Type

Scale Size

Fig ℉ ℃ Ø L

Code Item No.

40-240 0-120 69 TI31 101S

90-480 30-250 69 TI30 111S

Pocket 100 112S

40-240 0-120 69 TI01 121S

TI02

TI03

TI10

TI20

TI22

40-400 0-200 69 TI40 131S

Pocket 63 132S

40-240 0-120 69 TI11 141S

Pocket 100 142S

50907-03S Thermometer Index Page 2 (2)

L23/30H

Liquid Filled Type

Scale Size Fig

℉ ℃ L L1 Code Item

No.

100-1300 50-650 155 115 TI 60 323S

Pocket 100 335S

100-1300 50-650 65 215 TI 61 347S

Pocket 200 359S

0802

8-0D

/H52

50/9

4.08

.12

PlatePage 1 (1)

95.28 - ES0S

50908-01H

L23/30H

Fig. and Description Item No.Range

018Working temp.-25°C - 70°C

Pick-up

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Plate Page 1 (2) Temperature Transmitter 50908-03H

L23/30H

91.44-ES0S-G

0802

8-0D

/H52

50/9

4.08

.12

91.44-ES0S-G

50908-03H Temperature Transmitter Plate Page 1 (2)

L23/30H

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Lambda ControllerPlatePage 1 (2) 50910-02H

97.14 - ES0S

0802

8-0D

/H52

50/9

4.08

.12

97.14 - ES0S


Lambda Controller PlatePage 2 (2)50910-02H

L23/30HItemNo. Qty. Qty.

ItemNo.

Regulating arm,complete

Pick-up,incl. sleeve

Lambda cylinder,complete

Reguleringsarm,komplet

Pick-up,incl. afstandsring

Lambdacylinder,komplet

1/E

1/E

1/E

019

020

032





94.36 - ES0S-G

Starting Box 50935-01H

L23/30H

017

030

029

PlatePage 1 (2)

Starting Box PlatePage 2 (2)50935-01H

L23/30H

017

029

030

ItemNo. Benævnelse

Startboks

Terminalboks

Startboks, komplet

Designation

Starting box

Terminal box

Starting box, complete

Qty.

1/E

1/E

1/E

ItemNo. DesignationQty. Benævnelse


* = Kun tilgængelig som en del af et reservedelssæt.Qty./E = Qty./Motor


* = Only available as part of a spare parts kit.Qty./E = Qty./Enigne.

94.36 - ES0S-G

L23/30HDescription

510. 01 (01H)

Working Card

510- 01 .00 (04H)

510- 01 .05 (01H)510- 01 .10 (01H)510- 40 .00 (01H)

Plates

51001- 04H51002- 02H51003- 02H51004-01H

510

Crankshaft and main bearings ---------------------------------------------------------------

Crankshaft and Main BearingsIndexPage 1(1)

Checking of main bearing alignment (deflection) ---------------------------------------(hydraulic tightened connecting rod)Inspection of main bearing shells ------------------------------------------------------------Inspection of guide bearing shells -----------------------------------------------------------Vibration damper --------------------------------------------------------------------------------

Crankshaft ------------------------------------------------------------------------------------------------Resilient gear wheel -----------------------------------------------------------------------------------Flywheel with gear rim ---------------------------------------------------------------------------------Torsional vibration damper ---------------------------------------------------------------------------

STX Engine

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

DescriptionPage 1 (1) Crankshaft and Main Bearings 510.01

Edition 01H

Crankshaft

The crankshaft, which is a one-piece forging withground main bearing and crankpin journals, is sus-pended in inderslung bearings. The main bearings areequipped with insertion-type shells, which are coatedwith a wearing surface. To attain a suitable bearingpressure the crankshaft is provided withcounterweights, which are attached to the crankshaftby means of two screws.

At the flywheel end the crankshaft is fitted with a gearwheel which through an intermediate wheel drives thecamshaft. Also fitted here is the flywheel and acoupling flange for connection of a reduction gear oran alternator. At the opposite end there is a claw-typecoupling for the lub. oil pump or a flexible gear wheelconnection for lub. oil and water pumps.

96.03 - ES0U

L23/30H

Vibration Damper

In special cases a vibration damper is mounted on thecrankshaft to limit torsional vibrations. The damperconsists essentially of a heavy flywheel totally en-closed in a light casing. A small clearance is allowedbetween the casing and the flywheel, and this spaceis filled with a highly viscous fluid. The casing is rigidlyconnected to the front end of the engine crankshaftand the only connection between the crankshaft andthe damper flywheel is through the fluid. Under condit-ions of no vibration, the casing and damper flywheeltend to rotate as one unit, since the force required toshear the viscous film is consi-derable. As the torsionalvibration amplitudes increase, the casing follows themovement of the crankshaft but the flywheel tends torotate uniformly by virtue of its inertia, and relativemotion occurs between the flywheel and the casing.The viscous fluid film therefore undergoes a shearingaction, and vibration energy is absorbed and appearsas heat.

0802

8-0D

/H52

50/9

4.08

.12

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Checking of main bearings alignment (autolog).

Starting position:

Turning gear in engagement. (If mounted).Cover for crankshaft has been removed fromframe.All indicator valves open.

Related procedure:

Manpower:

Working time : 1 1/2 hoursCapacity : 2 men

Data:



00.27 - ES0

Special tools:

Plate no. Item no. Note

52010 01152010 05952010 358

Hand tools:



Checking of Main Bearings Alignment (Deflection)(Hydraulic Tightened Connecting Rod)


L23/30H

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

00.27 - ES0




Alignment of Main Bearings.

The lower main bearing shells should be positionedso that they keep the main bearing journals of thecrankshaft centered in a straight (ashore horizontal)line. Deviations from this centre line cause thecrankshaft to bend and increase the load on somemain bearings.

If two adjacent main bearings are placed too low, thecrankshaft centre line will in this place be lowered toform an arc, causing the intermediate crank throw tobend in such a way that it "closes" when turned intobottom position and "opens" in top position.

As the magnitude of such axial lengthening andshortening during the turning of the throw increases inproportion to the difference in the height of thebearing, it is measured as a check on the alignmentand condition of the bearing.

As the crankshafts of medium speed engines are verystiff, any great deviations in the alignment will resultin clearance at the bottom shell of the bearings.

The cause of incorrect main bearing position may bewear of the bearings or misalignmnet of the engine.

Effecting The Deflection Measurement.

The deflection measurement is effected by placing aspringloaded dial gauge in the centre punch marksprovided for this purpose, see fig. 1.

"Closing" of the throw in top dead centre is regardedas negative, (compression of the gauge).

In the example, page 3, the deflection reading istherefore negative.

Fig. 1 Placing of dial gauge

Not for measuring (autolog)

Existing centre punch marks formeasuring (autolog)

0802

8-0D

/H52

50/9

4.08

.12


00.27 - ES0



L23/30H

As during the turning of the throw, the gauge and theconnecting rod will meet near the bottom position ofthe throw, the measurement for the bottom position isto be replaced by the average of the two near bypositions on either side.

The dial gauge is set to zero, when the crank throw isin the near-bottom (x in fig. 8) and during the turningthe throw is stopped in the position horizontal-top-horizontal-near bottom (P-T-S-Y in fig. 8) for readingof the gauge.

Checking The Deflection Measurement.

The reading is entered in the table page 6, seeexample in fig. 2 - 6.

As "bottom" reading is used the mean value of the two"near bottom" readings X and Y, fig. 3.

The total deflection ("opening-closing") of the throwduring the turning from bottom to top position isentered in fig. 4.

These figures are due to vertical misalignment of themain bearings.

Similarly, horizontal misalignment procedures thefigures in the table fig. 5.

Besides misalignment of the bearings, the readingscan be influenced by ovality or eccentricity of thejournals.

Engines Equipped with Turning Gear.

When taking these deflection readings for the threeaftmost cylinders, the turning gear should at eachstoppage be turned a little backwards to ease off thetangential pressure on the teeth of the turning wheelas this pressure may otherwise falsify the readings.

0802

8-0D

/H52

50/9

4.08

.12

Bottom (0,5 x Y) = B 1 -0.5 0 -0.5 0 1

Deflection of crankshaft in 1/100 mm. (0.01 mm).

Cyl. No.Crank position 1 2 3 4 5 6

Bottom start X 0 0 0 0 0 0

Left side P 2 0 2 0 -1 2

Top T 3 -2 4 5 -2 3

Right side S 3 -2 2 0 0 1

Bottom stop Y 2 -1 0 1 0 2

Deflection from verticalmisalignment

top - bottomor T - B = V 2 -1.5 4 4.5 -2 2

Deflection from hori-zontal misalignment

Right side - left sideor P - S = H -1 2 0 0 -1 1

Check on T + B = C 4 -2.5 4 5.5 -2 4gaugereadings P + S = D 5 -2 4 0 -1 3

T

S

Y X

P

Front end view.Start in position X.Turn anti clockwise

"Closing" of the crankthrow is considered ne-gative.

Fig. 4.

Fig. 2. Fig. 5.

Fig. 3.

Fig. 6.

C and D should be nearly the same, reading for cylinder 4 to be repeated.

Fig. 8.Fig. 7.

L23/30H

00.27 - ES0




0802

8-0D

/H52

50/9

4.08

.12

Measurement of Crank Throw Deflections by Means of Dial Indicator (Autolog)

Crank throw deflection = Difference in dial indicator readings in two diametricallyopposite crank throw positions, i.e. two positions dis-placed 180°.

Vertical deflection = Difference in top-bottom readings.

Horizontal deflection = Difference in side-side readings.

Vertical of Horizontal Deflections of Crank Throws

Unless otherwise stated the values refer to cold engine.

For new or realigned aggregate Aim for + or - 3/100 mmAcceptable + or - 5/100 mm

For aggregate in service realignmentis recommended if deflections exceed + or - 9/100 mm

Vertical Deflection of Crank Throw at Flywheel

Unless otherwise stated the values refer to cold engine.

Rigid coupling between Flexible coupling betweendiesel engine and driven machine diesel engine and driven machine

For new or realigned For new or realignedaggregate 0 to + 3/100 mm aggregate Aim for - 9/100 mm

Acceptable - 11/100 mm

For aggregate in service realignment is For aggregate in servicerecommended if deflection measured realignment recommendableon warm engine exceeds - 9/100 mm if deflection exceeds - 16/100 mm


00.27 - ES0



L23/30H

0802

8-0D

/H52

50/9

4.08

.12

Process/Proces I.D. no.

Plant/Anlæg Page of/Side af

Engine Type/Motortype Engineer/Operatør Date/Dato

Instruction/Instruktion

Top

Left side

1/100 mm

Right side

Cyl. no 1 2 3

Left side

Right side

Cyl. no 1 2 3

Cyl. no 1 2 3

Left side

Right side

Remarks/Bemærkninger

Bottom end/Bund slut

Bottom start/Bund start

L23/30H

00.27 - ES0




0802

8-0D

/H52

50/9

4.08

.12

Deflection fromvertical misalign-ment.Top - bottomor T - B = V

Check on gaugereadings.

T + B = C

P + S = D

Deflection fromhorizontal mis-alignment.Left side - Rightside or P - S = H

Cyl. no. 1 2 3 4 5 6 7 8 9

Bottom X 0 0 0 0 0 0 0 0 0

Left side P

Top T

Right side S

Bottom Y

Component/Komponent Type I.D. no.

Process/Proces Page of/Side af

Test place/ Test bed/prøvehal Cold/KoldCondition

On board/Om bord Warm/VarmTeststed/Tilstand Plant/Maskinhal

Engine no.:Motornr.:

Bottom(0.5xY)=B


00.27 - ES0



L23/30H

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Dismantling, inspection and/or replacement andmounting of main bearing shells.

Starting position:

Related procedure:

Inspection of guide bearing shell, 510-01.10Criteria for replacement of bearings, 506-01.16

Manpower:

Working time : 2 hoursCapacity : 2 men

Data:



96.30 - ES0S-G

L23/30H

Special tools:


52010 106 2 pieces52010 20252010 01152010 155 2 pieces52021 405 Hydraulic tools52021 501 2 pieces52021 51352021 202

Hand tools:

Allen key, 12 mm.Socket spanner, 36 mm.Lead hammer.Silastene.Copaslip.



Inspection of Main Bearing ShellsWorking CardPage 1 (3)

0802

8-0D

/H52

50/9

4.08

.12

510.01-05Edition 01H

96.30 - ES0S-G

L23/30H

16) Lubricate the end of the bearing shells withmolycote pasta or similar.

17) Insert the lower bearing shell in the bearing capand mount the locking piece.

Lubricate the bearing shell and journal with cleanlubricating oil.

Mounting of the Main Bearing Cap

18) Raise the bearing cap into position, dismountthe guide tubes, coat the bearing studs with molycotepasta or similar and fit the bearing stud nuts.

Make sure that the bearing cap and bearing shell arein their correct position.

19) Dismantle the wire straps.

20) Mount the hydraulic tools, see working card520-01.05, and tighten the nuts as prescribed onpage 500-40.

21) Coat the back side of the bracing screws' (sidescrews') hexagonal head with a thin coat of silasteneor similar.

22) Mount the screws and tighten with a torquespanner as indicated on page 500.40.

Inspection of Main Bearing ShellsWorking CardPage 3 (3)

Cleaning

12) Clean all machined surfaces, on frame, bearingcap, stud, nuts and bearing shells.

Inspection of Main Bearing Shells

13) Inspect the main bearing shells according toworking card 506-01.16.

Note: The bearing is marked according to size andwhen replaced it must be by a new bearing of thesame size.

Mounting of the Main Bearing Shells

14) Push the upper bearing shell as far into posi-tion as possible.

15) Fit the tool for upper main bearing in thelubricating hole in the crankshaft and turn in theupper bearing shell by turning the crankshaft.

Make sure that the shell enters its correct positionthen remove the tool for upper main bearing.

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Dismantling, inspection and/or replacement andmounting of guide bearing shells and thrust washer.

Starting position:

Related procedure:

Inspection of main bearing shells. 510-01.05Criteria for replacement of bearingshells. 506-01.16

Manpower:

Working time : 2 hoursCapacity : 2 men

Data:



96.20 - ES0S

L23/30H

Special tools:


52006 273 80 - 360 Nm52010 106 2 pieces52010 20252010 01152010 155 2 pieces52021 405 Hydraulic tools52021 501 2 pieces52021 51352021 202

Hand tools:

Allen key, 12 mm.Socket spanner, 36 mm.Lead hammer.Silastene.Copaslip.



Inspection of Guide Bearing ShellsWorking CardPage 1 (3)

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

96.20 - ES0S



Fig 2. Mounting of Wire Straps.

Make Ready for Dismantling of the Guide Bearing

1) Dismount the crankcase covers opposite thebearing concerned.

2) Turn the engine until the crank is in a convenientposition for carrying out the work.

3) Dismount the bracing screw (side screw).

4) Mount the hydraulic tools, see fig 1, and loosenthe guide bearing stud nuts. For operation of thehydraulic tools, see working card 520-01.05.

Fig 1. Mounting of Hydraulic Tools.

5) Dismount the hydraulic tools and slacken thenuts somewhat.

Dismantling of the Guide Bearing Cap

6) Fit the eye screws, diagonally, in the threadedholes in the guide bearing cap, see fig 2.

Pass the wire supplied through the eye screw andattach it as shown, so as to keep the bearing cap inplace when the guide bearing stud nuts are removed.

7) Work the guide bearing cap loose from theengine frame with a lead hammer or similar.

8) Lift the guide bearing cap a little and unscrewthe bearing stud nut.

Inspection of Guide Bearing Shells

9) Fit guide tubes on the threads of the bearingstuds and lower the bearing cap to make it rest on thecollar of the guide tubes.

Dismantling of the Guide Bearing Shells

10) Remove the locking piece from the bearing capand take out the bearing shell.

The thrust washer of the guide bearing is partiallycountersunk into the engine frame and attached bymeans of four screwed-on clamps which are visibleafter lowering the bearing cap, see fig 3.

Thrust washer

Fig 3. Guide Bearing with Thrust Washer.

11) Unscrew the clamps and push out the thrustwashers.

0802

8-0D

/H52

50/9

4.08

.12

96.20 - ES0S

Inspection of Guide Bearing ShellsWorking CardPage 3 (3)


L23/30H

Fig 5. Mounting of Upper Shell in Guide Bearing.

Guide for mounting of upper shell.

Fig 4. Dismounting of Upper Shell.

12) The upper bearing shell is dismounted by meansof special tool see fig 4.

Cleaning of Components

13) Clean all machined surfaces, on frame, bearingcap, stud, nuts and bearing shells.

Inspection of Guide Bearing Shells

14) Inspect the guide bearing shells according toworking card 506-01.16.

Mounting of the Guide Bearing Shells

The bearing shells of the guide bearing, which areidentical to those of the main bearings, are narrowerthan the bore for the guide bearing and it is thereforeessential that the shells are positioned perfectlycorrect in the bore.

For this purpose a guide tool is supplied for positioningon the engine frame when the upper bearing shell is tobe fitted, see fig 5.

15) Push the bearing shell into correct positionthrough this guide tool, by using tool item 202, ifnecessary use a plastic hammer.

16) Fit the thrust washers and clamps.

Note: Clearance in guide bearing axially, see page500.35.

17) Lubricate the end of the bearing shells withmolycote pasta or similar.

18) Insert the lower bearing shell in the bearing cap,and mount the locking piece.

Mounting of Guide Bearing Cap

Lubricate the bearing shell and journal with cleanlubricating oil.

19) Raise the bearing cap into position, dismountthe guide tubes, coat the bearing stud with molycotepasta or similar and fit the bearing stud nuts.

Make sure that the thrust washers, bearing shell andbearing cap are in their correct position.

20) Dismantle the wire straps.

21) Mount the hydraulic tools, see working card520-01.05, and tighten the nuts as prescribed on page500-40.

22) Coat the back side of the bracing screws' (sidescrews') hexagonal head with a thin coat of silasteneor similar.

23)Mount the screws and tighten with a torque spanneras indicated on page 500.40.

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

Working Card Page 1 (4) Inspection of Guide Bearing Shells 510-01.10

Edition 01H

L23/30H

Safety precautions: ▩ Stopped engine ▩ Shut-off starting air □ Shut-off cooling water □ Shut-off fuel oil □ Shut-off cooling oil ▩ Stopped lub. oil circul. Description: Dismantling, inspection and/or replacement and mounting of guide bearing shells and thrust washer. Starting position: Related procedure: Inspection of main bearing shells. 510-01.05Criteria for replacement of bearing shells. Manpower: Working time : 2 hours Capacity : 2 man Data: Data for pressure and tolerance (Page 500.35)Data for torque moment (Page 500.40)Declaration of weight (Page 500.45)

Special tools: Plate no Item no Note. 52006 273 80 – 360 Nm 52010 106 2 pieces 52010 202 52010 011 52010 155 2 pieces 52021 405 Hydraulic tools 52021 501 2 pieces 52021 513 52021 202 Hand tools: Allen key, 12 mm. Socket spanner, 36 mm. Lead hammer. Silastene. Copaslip. Replacement and wearing parts: Plate no Item no Qty/

0802

8-0D

/H52

50/9

4.08

.12

96.03-ES0S-G

Make Ready for Dismantling of the Guide Bearing 1) Dismount the crankcase covers opposite

the bearing concerned. 2) Turn the engine until the crank is in a con-

venient position for carrying out the work. 3) Dismount the bracing screw (side screw). 4) Mount the hydraulic tools, see fig 1, and

loosen the guide bearing stud nuts. For operation of the hydraulic tools, see work-ing card 520-01.05.

Fig 1. Mounting of Hydraulic Tools. 5) Dismount the hydraulic tools and slacken

the nuts somewhat. Dismantling of the Guide Bearing Cap 6) Fit the eye screws, diagonally, in the

threaded holes in the guide bearing cap, see fig 2.

Pass the wire supplied through the eye screw and attach it as shown, so as to keep the bear-ing cap in place when the guide bearing stud nuts are removed. 7) Work the guide bearing cap loose from the

engine frame with a lead hammer or simi-lar.

Fig 2. Mounting of Wire Straps. 8) Lift the guide bearing cap a little and un-

screw the bearing stud nut. 9) Fit guide tubes on the threads of the bear-

ing studs and lower the bearing cap to make it rest on the collar of the guide tubes.

Dismantling of the Guide Bearing Shells 10) Remove the locking piece from the bearing

cap and take out the bearing shell.

Fig 3. Guide Bearing with Thrust Washer. The thrust washer of the guide bearing is par-tially countersunk into the engine frame and at-tached by means of four screwed-on clamps which are visible after lowering the bearing cap, see fig 3.

0802

8-0D

/H52

50/9

4.08

.12

96.03-ES0S-G

510-01.10 Edition 01H

Inspection of Guide Bearing Shells Working Card Page 2 (4)

L23/30H

Fig 4. Dismounting of Upper Shell. 11) Unscrew the clamps and push out the thrust

washers. 12) Fit the tools for dismantling of upper guide

bearing shell, see fig 4, in the bearing cap and raise the bearing cap into position, making sure that the guide shell is not being dam-aged.

After that, dismount the guide tubes, fit and tighten the nuts slightly. 13) With the guide shell tool, which is guided by

the bearing cap, the upper bearing shell is carefully turned out into the bearing cap. Then dismount the nuts and lower the bearing cap on the collar of the guide tubes. Take out the bearing shell and the guide shell tool.

In case the guide shell tool is locked between guide bearing and bearing studs, use the bolt on the back of the guide shell tool to dislodge it. Cleaning of Components 14) Clean all machined surfaces, on frame, bear-

ing cap, stud, nuts and bearing shells. Inspection of Guide Bearing Shells 15) Inspect the guide bearing shells according to

working card 506-01.16.

Fig 5. Mounting of Upper Shell in Guide Bearing. Mounting of the Guide Bearing Shells The bearing shells of the guide bearing, which are identical to those of the main bearings, are nar-rower than the bore for the guide bearing and it is therefore essential that the shells are positioned perfectly correct in the bore. For this purpose a guide tool is supplied for posi-tioning on the engine frame when the upper bear-ing shell is to be fitted, see fig 5. 16) Push the bearing shell as far as possible into

position through this guide tool. 17) Insert the guide shell tool in the bearing cap,

which is resting on the collar of the guide tubes.

0802

8-0D

/H52

50/9

4.08

.12

96.03-ES0S-G

Working Card Page 3 (4) Inspection of Guide Bearing Shells 510-01.10

Edition 01H

L23/30H

510-01.10 Edition 01H

Inspection of Guide Bearing Shells Working Card Page 4 (4)

L23/30H

18) Raise the bearing cap with the guide shell

tool into its correct position, dismount the guide tubes, fit and tighten the bearing stud nuts slightly.

19) Now push the bearing shell into its correct

position with the guide shell tool. Make sure that the shell enters its correct position.

20) Then unscrew the bearing stud nuts, fit the

guide tubes and lower the bearing cap again.

21) Fit the thrust washers and clamps.

Note: Clearance in guide bearing axially, see page 500.35. 22) Lubricate the end of the bearing shells with

molycote pasta or similar.

23) Insert the lower bearing shell in the bearing cap, and mount the locking piece.

Mounting of Guide Bearing Cap Lubricate the bearing shell and journal with clean lubricating oil. 24) Raise the bearing cap into position, dis-

mount the guide tubes, coat the bearing stud with molycote pasta or similar and fit the bearing stud nuts.

Make sure that the thrust washers, bearing shell and bearing cap are in their correct position. 25) Dismantle the wire straps.

26) Mount the hydraulic tools, see working card

520-01.05, and tighten the nuts as pre-scribed on page 500-40.

27) Coat the back side of the bracing screws'

(side screws') hexagonal head with a thin coat of silastene or similar.

28) Mount the screws and tighten with a torque

spanner as indicated on page 500.40.

0802

8-0D

/H52

50/9

4.08

.12

96.03-ES0S-G

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Taking a silicone oil sample

Starting position:

Related procedure:

Manpower:

Working time : 2-4 hoursCapacity : 1 man

Data:



96.03 - ES0S-G

L23/30H

Vibration DamperWorking CardPage 1 (3)

Special tools:


Hand tools:

Ring and open end spanner, 19 mm.



See plate 51004

0802

8-0D

/H52

50/9

4.08

.12

L23/30H


Vibration Damper Working CardPage 2 (3)

A. Blank flange or cooling water pump.B. Front end cover.C. Damper.D. Gearwheel (if mounted)E. Main bearing (Frame)F. Crankshaft.

Fig 1. Mounting of Vibration Damper.

The vibration damper is equipped with extractionplugs which provide the opportunity of testing theviscosity of the silicone oil inside the damper withouthaving to dismantle it.

Corresponding to the condition of the silicone oil anapproximate assessment of the damper efficiency ispossible.

A silicone oil sample should be extracted as followsby means of a special tube that can be required fromMAN B&W Holeby, see plate 51004.

1) After the engine is stopped let damper cooldown to nearly 40°C.

2) For access to the damper remove the blankflange (A) on the front end cover (B) see fig 1.

In some cases it is necessary to dismount the lub. oilpump or the cooling water pump, for access to thedamper.

3) Rotate the engine in order to bring the extractionplugs (6) of the damper in optimal position, see fig2 A .

F

E

B

D

C

A

5

3

1110

Fig 2. Vibration Damper

4) Prepare the sample container (10) by removingone of its caps (11), see fig 2 C.

C

5

6

7

B

6

6

A

96.03 - ES0S-G

0802

8-0D

/H52

50/9

4.08

.12


L23/30H

Working CardPage 3 (3) Vibration Damper

5) Unscrew and remove one of the extractionplugs (6) and replace it with the sample container (10).

If meeting the inertia ring (3) unscrew the containerone revolution.

6) Remove the second cap from the sample con-tainer and wait until silicone fluid (5) begins to flow outfrom the free end. Depending on the silicone viscositythe process needs a certain amount of time. Ifpossible it, can be speeded up by means of:

A Turning the damper until the sample contai-ner is underneath the crankshaft.

B Temporarily removing the second extractionplug too.

7) As soon as the silicone fluid begins to flow, shutthe sample container by the cap. Remove the contai-ner from the damper casing, wipe off the sealing jaceround the extraction hole and screw in the plugstogether with new sealing washers (7). Now close thesecond side of the container.

8) Tighten both extraction plugs with thumb and

forefinger then turn them further 45° (about 20 Nm).Seal both plugs by caulking their grooves.

9) Send the sample container to MAN B&W Ho-leby, att.: Service Department, together with the labelfilled in with:

- Name of ship.- Engine type.- Engine no.- Running hours.- Data for vibration damper.

10) For hours between taking new samples, seepage 500.25.

The quantity of silicone oil removed it so small that upto 10 such samples can be taken without risk.

96.03 - ES0S-G

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Crankshaft 51001-04HPlatePage 1 (2)

98.34 - ES0S

0802

8-0D

/H52

50/9

4.08

.12

Kontravægt

Skrue forkontravægt

Propskrue

Propskrue

Skrue


Skive

Olieafslyngningsring

Cylindrisk stift

Krumtapaksel5 cyl. motor

Tandhjul(krumtap)



Krumtapaksel,8 cyl. motor

+ Item nr. 021 kræveren individuel tilpasningfør montering, kontaktMAN B&W, Holeby

98.34 - ES0S

Counterweight

Screw forcounterweight

Plug screw

Plug screw

Screw

Self locking nut

Washer

Oil throw ring

Cylindrical pin

Crankshaft,5 cyl. engine

Gear wheel(crankshaft)

Crankshaft6 cyl. engine



+ Item No. 021 requirean individual match-ing before mountingcontact MAN B&W,Holeby


Crankshaft PlatePage 2 (2)51001-04H

L23/30H

021+

069

070

082

094

104

116

128

153

165

177

189

190

200

2/C

2/W

1/C

1/E

10/E

10/E

10/E

1/E

1/W

1/E

1/E

1/E

1/E

1/E

ItemNo. Qty. Qty.

ItemNo.


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/W= Antal/KontravægtAntal/C = Antal/Cylinder


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./W = Qty./CounterweightQty./C = Qty./Cylinder

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Resilient Gear Wheel 51002-02HPlatePage 1 (2)

94.24 - ES0S

243

123

135

206

111

196

218

111

231

111

172

172

052

088

040

172

064

184

076

135

147

111

159

160

0802

8-0D

/H52

50/9

4.08

.12

Afstandsstykke

Afstandsstykke

Fjeder

Fjederstyr

Glidesko

Møtrik

Akseltap

Skrue


Sætteskrue

Cylindrisk stift

Låseskive

Skrue

Tandhjul

Nav

Sideplade

Cylindrisk stift

Fjederende tandhjul,komplet

94.24 - ES0S

Distance piece

Distance piece

Spring

Spring guide

slide shoe

Nut

Axle journal

Screw

Self locking nut

Hexagon soc. screwwith cup point

Cylindrical pin

Locking washer

Screw

Gear wheel

Hub

Side plate

Cylindrical pin

Resilient gear wheel,complete


Resilient Gear Wheel PlatePage 2 (2)51002-02H

L23/30H

040

052

064

076

088

111

123

135

147

159

160

172

184

196

206

218

231

243

3/E

3/E

6/E

6/E

6/E

12/E

1/E

4/E

4/E

2/E

2/E

18/E

6/E

1/E

1/E

1/E

4/E

1/E

ItemNo. Qty. Qty.

ItemNo.





0802

8-0D

/H52

50/9

4.08

.12

PlatePage 1 (2)

96.03 - ES0S

Flywheel with Gear Rim 51003-02H

L23/30H

022

010

034

Crankshaft(Plate 51001)

105

046+

058

0802

8-0D

/H52

50/9

4.08

.12





010

022

034

046+

058

105

ItemNo. Benævnelse

Tandkrans

Skrue

Selvlåsende møtrik foritem nr. 046

Pasbolt

Svinghjul

Skrue

+ Item nr. 046 kræveren individuel tilpasningfør montering.

Designation

Gear rim

Screw

Self locking nut, foritem no. 046

Fitted bolt

Flywheel

Screw

+ Item 046 require anindividual matchingbefore mounting.

Qty.

1/E

14/E

12/E

12/E

1/E

2/E


96.03 - ES0S

L23/30H

Flywheel with Gear Rim51003-02H PlatePage 2 (2)

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Torsional Vibration Damper 51004-01H

94.23 - ES0S

PlatePage 1 (2)

0802

8-0D

/H52

50/9

4.08

.12

Svingningsdæmpermed 25 mm monte-ringsflange

Tætningsskive

Prøveudtagings-beholder

Prøvesæt for sving-ningsdæmper

+ Se også arbejdskort510-04.00

94.23 - ES0S

Torsional vibrationdamper, with 25 mmmounting flange

Sealing washer

Sample container

Sampling kit for tor-sional vibration dam-per

+ See also workingcard 510-04.00


Torsional Vibration Damper PlatePage 2 (2)51004-01H

L23/30H

1/E

2/E

1/E

1/E

ItemNo. Qty. Qty.

ItemNo.





016

028*

041*

053+

L23/30HDescription

511. 01 (01H)

Working Card

511- 01 .00 (01H)

Plates

51101- 02H51102- 02H51106- 02H51106- 17S

Frame with main bearings ----------------------------------------------------------------------------Front cover for lubricating oil pump ----------------------------------------------------------------Covers on frame ----------------------------------------------------------------------------------------Covers on frame ----------------------------------------------------------------------------------------

511

Engine frame and base frame ----------------------------------------------------------------

Engine Frame and Base FrameIndexPage 1(1)

Functional test of crankcase safety relief valves ------------------------------------------

STX Engine

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

DescriptionPage 1 (1) Engine Frame and Base Frame 511.01

Edition 01H

Frame

The engine frame is made of cast iron, and is attachedto the top of the base frame by means of bolts. Thecross girders of the frame are provided with bores forthe main bearings in which the crankshaft is underslung,i.e. it is carried by the main bearing caps.

The main bearing caps are attached by means ofstuds and nuts, which are loosened and tightened withthe aid of hydraulic tools. After mounting, the mainbearing caps are further secured by means of bracingscrews, which are screwed horizontally into the sidesof the caps and tightened against the sides of theengine frame. The main bearings are equipped withreplaceable shells which are fitted without scraping.

The crankshaft guide bearing is located at the fly-wheel end of the engine.

94.26 - ES0U

L23/30H

On the sides of the frame there are covers for accesto the camshaft, the charge air receiver and crank-case. Some of the covers are fitted with relief valveswhich will act, should oil vapours in the crankcase beignited, for instance in the event of a hot bearing.

The charge air cooler housing is a integrated part ofthe frame.

Base Frame

Engine and alternator (gear, pump) are mounted on acommon base frame which is in welded design.

The base frame is used as lubricating oil reservoir"wet sump".

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Functional test of crankcase safety relief valves.

Starting position:

Related procedure:

Manpower:


Data:



97.06 - ES0S-G

L23/30H

Functional Test of Crankcase Safety Relief ValvesWorking CardPage 1 (2)

Special tools:


Hand tools:

Allen key, 12 mm.Ring and open end spanner, 17 mm.Loctite 243



51106 034 1/cyl.51106 058 1/cyl.51106 071 1/cyl.

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

97.06 - ES0S-G


Functional Test of Crankcase Safety Relief Valves Working CardPage 2 (2)

Functional testing of the crankcase safety reliefvalves cannot be effected during operation of theengine, but it must be checked during overhauls thatthe valve flap is movable.

Take care when painting the engine, not to block upthe safety relief valves with paint.

The safety relief valves have been set to open at anexcess pressure in the crankcase of, see page500.35.

If the safety relief valves are actuated, the enginemust be stopped immediately, and it must not berestarted until the cause has been found and the faulthas been rectified, see also description 503.04,ignition in crankcase. Fig 1.

0802

8-0D

/H52

50/9

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.12

L23/30H

PlatePage 1 (2)

96.51 - ES0S

Frame with Main Bearings 51101-02H

0802

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PlatePage 2 (2)

L23/30H

Frame with Main Bearings51101-02H


013

025

049

050

062

074

086

098

108+

121

133

145

157

169

170

216

228

241

253

265

290

300+

312

324

336

348

361

1/E

5/E

4/C

4/C

4/C

1/E

1/E

2/E

1/C

1/B

1/B

1/B

1/C

2/B

2/B

2/E

1/E

2/B

2/E

4/E

4/E

1/E

/I

/I

/I

1/E

1/C

ItemNo. Qty. Qty.

ItemNo.

Frame

Bracing bolt

Nut for cylinderhead stud

Protective cap

Stud for cylinder head

Plug

Coupling

Plug

Main bearing cap

Screw

Securing piece

Spring pin

Main bearing shell 2/2

Main bearing stud

Nut for mainbearing stud

Cylindrical pin

Plug

Bracing bolt

Thrust washer

Locking piece

Screw

Guide bearing cap

Loctite 542

Loctite 243

Molykote paste

Camshaft bearing

Camshaft bearing

Stativ

Sideskrue

Møtrik for cylinder-dækseltap

Beskyttelseshætte

Tap for cylinderdæksel

Prop

Kobling

Prop

Hovedlejedæksel

Skrue

Sikringstykke

Fjederstift

Hovedlejeskaller 2/2

Hovedlejetap

Møtrik forhovedlejetap

Cylindrisk stift

Prop

Sideskrue

Trykskive

Låsestykke

Skrue

Styrelejedæksel

Loctite 542

Loctite 243

Molykote

Styreakselleje

Styreakselleje


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./C = Qty./CylinderQty./B = Qty./BearingQty./I = Qty./Individual


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/C = Antal/CylinderAntal/B = Antal/LejeAntal/I = Antal/Individuelt

373

385

397

1/B

1/B

1/E

Guide screw

Packing ring

Frame complete, incl.item 049, 062, 108, 133,145, 169, 170, 216, 241,290, 300, 324, 348, 361,373, 385, plate 50701item 048, 061, 073, 276

+ Item No 108, 300require an individualmatching beforemounting, contactMAN B&W, Holeby

Styreskrue

Pakningsring

Stativ komplet, inkl.item 049, 062, 108, 133,145, 169, 170, 216, 241,290, 300, 324, 348, 361,373, 385, plate 50701item 048, 061, 073, 276

+ Item nr. 108, 300 kræ-ver en individueltilpasning før montering,kontakt MAN B&W,Holeby

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Mounting of Pumps 51102-02HPlatePage 1 (2)

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Mounting of Pumps51102-02H


093

103

115

127

139

140

152

164

176

188

211

223

235

247

1/E

1/E

2/E

1/E

2/E

34/E

18/E

2/E

2/E

4/E

4/E

2/E

2/E

2/E

ItemNo. Qty. Qty.

ItemNo.

Guard end, fore

Cover

Cover

Gasket

Gasket

Screw

Screw

Guide pin

Spray pipe

Locking plate

Screw

Plug screw

Sealing ring

Nut

Endedæksel, for

Dæksel

Dæksel

Pakning

Pakning

Skrue

Skrue

Styrestift

Sprøjterør

Låseplade

Skrue

Propskrue

Tætningsring

Møtrik





PlatePage 2 (2)

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L23/30H

PlatePage 1 (2)

96.51 - ES0S

Covers on Frame 51106-02H

0802

8-0D

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.12

96.51 - ES0S

PlatePage 2 (2)

L23/30H

Covers on Frame51106-02H


512

524

536

548

561

573

585

597

607

619

620

632

644

656

668

681

693

727

1/E

22/E

4/E

4/E

1/E

4/E

1/E

18/E

2/E

2/E

2/E

1/E

8/E

1/E

2/E

4/E

/I

1/E

ItemNo. Qty. Qty.

ItemNo.

Cover 2/2

Screw

Guide pin

Nut

Plug screw

Screw

Sealing ring 2/2

Screw

Guide pin

Nut

Cylindrical pin

Cover

Screw

Gasket

Screw

Screw

Packingsilicone paste

Packing ring

Dæksel 2/2

Skrue

Styrestift

Møtrik

Propskrue

Skrue

Tætningsring 2/2

Skrue

Styrestift

Møtrik

Cylindrisk stift

Dæksel

Skrue

Pakning

Skrue

Skrue

Silicone

Pakningsring


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./I = Qty./Individual


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/I = Antal/Individuelt

0802

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Pate Page 3 (3) Covers on Frame 51106-03S

L23/30H

ltem No. Qty. Designaion ltem

No. Qty. Designaion

490 Cover with safety valve, complete incl.

item 010, 022, 034, 046, 071, 083, 095,

105, 117 4/E 5cyl.engine

5/E 6cyl.engine

6/E 7cyl.engine 7/E 8cyl.engine

500 Guard intermediate complete incl Item

191, 286, 308, 321, 333 4/E 5cyl.engine

5/E 6cyl.engine

6/E 7cyl.engine 7/E 8cyl.engine

693 /l Packing silicone paste

703 1/E Cover 715 6/E Screw

When ordering spare parts, see also page 500.50 * = Only available as part of a spare parts kit. Qty./E = Qty./Engine Qty./C = Qty./Cylinder Qty./D = Qty./Safety cover

Your Notes :

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PlatePage 1 (3)

04.09 - ES0

Covers on Frame 51106-17S

S

S

S

0802

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.12

04.09 - ES0

PlatePage 2 (3)

L23/30H

Covers on Frame51106-17S

010

058

071

083

129

130

142

154

166

178

191

201

213

225

237

249

250

262

274

286

6/D

2/C

12/D

6/D

8/C

2/E3/E3/E4/E

2/E3/E3/E4/E

58/E66/E80/E88/E

1/E

1/E

2/C

2/E

4/C

1/C

1/C

5/E

5/E

1/E

1/E

22/E26/E30/E34/E

Screw

O-ring

Washer

Self locking nut

Screw

Cover5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Gasket5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Screw5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Cover

Gasket

Stud

Stud

Screw

Cover for camshafthousing

O-ring

Screw

Washer

Guard end aft

Guard end aft

Spring pin5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Skrue

O-ring

Skive


Skrue

Dæksel5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Pakning5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Skrue5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Dæksel

Pakning

Tap

Tap

Skrue

Dæksel for kamaksel-hus

O-ring

Skrue

Skive

Skærm, agter

Skærm, agter

Fjederstift5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./C = Qty./CylinderQty./D = Qty./Safety cover


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/C = Antal/CylinderAntal/D = Antal/sikkerhedsdæksel

298

308

321

333

345

357

369

370

382

394

404

416S

428

441

453

465

477

489

22/E26/E30/E34/E

24/E28/E32/E36/E

4/E5/E6/E7/E

2/C

1/E

1/E

1/E

14/E

1/E

6/C

2/E

7/E8/E10/E11/E

4/E

2/E

2/E

2/E

6/C

6/C

Handle5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Washer5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Guard intermediate5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Stud

Guard end fore

Guard end fore

Guard

Screw

Guard end fore

Screwonly for 900 rpm

Screw

Cover for crankcase5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Screw

Tapered dowel

Washer

Nut

Nutonly for 720/750 rpm

Screwonly for 720/750 rpm

BenævnelseDesignationItemNo Qty. BenævnelseDesignation

ItemNo Qty.

Håndtag5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Skive5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Mellemskærm5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Tap

Skærm, for

Skærm, for

Skærm

Skrue

Skærm, for

Skruekun for 900 omdr.

Skrue

Dæksel for krumtaphus5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Skrue

Styrestift

Skive

Møtrik

Møtrikkun for 720/750 omdr.

Skruekun for 720/750 omdr.

0802

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* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./C = Qty./CylinderQty./D = Qty./Safety cover


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/C = Antal/CylinderAntal/D = Antal/sikkerhedsdæksel

Dæksel med sikker-hedsventil, komplet5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Mellemskærm, kompletinkl. item 191, 286, 298,308, 321, 333

5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Silicone

Dæksel

Skrue

Sikkerhedsventil,komplet5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Flange

L23/30H

PlatePage 3 (3)

04.09 - ES0

Covers on Frame 51106-17S

BenævnelseDesignationItemNo Qty. BenævnelseDesignation

ItemNo Qty.

490S

500

693

703

715

752S

764

3/E4/E4/E5/E

4/E5/E6/E7/E

/I

1/E

6/E

3/E4/E4/E5/E

1/D

Cover with safetyvalve, complete5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Guard intermediatecomplete, incl. item191, 286, 298, 308,321, 3335 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine


Cover

Screw

Safety valve,complete5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Flange

Your Notes :

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L23/30HDescription

512. 01 (01H)Cleaning the turbocharger in service, water washing of compressor ------------512. 05 (01H)Cleaning the turbocharger in service, water washing - turbine side --------------512. 15 (01H)

Working Card

512- 01 .00 (01H)512- 05 .05 (02H)512- 15 .00 (01H)

Plates

Charging air cooler -----------------------------------------------------------------------------------51201- 05HExhaust pipe arrangement -------------------------------------------------------------------------51202- 02STurbocharging Arrangement ---------------------------------------------------------------------- 51203- 04H

Overhaul of charging air cooler ----------------------------------------------------------Water washing of compressor side - turbocharger type NR20/R -----------------

512

Turbocharger system -------------------------------------------------------------------------

Turbocharger SystemIndexPage 1(1)

Water washing of turbine side -------------------------------------------------------------

STX Engine

Your Notes :

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DescriptionPage 1 (2) Turbocharger System 512.01

Edition 01H

95.26 - ES0S

L23/30H

Fig. 1. Diagram for Turbocharger System

Turbocharger System

The turbocharger system of the engine, which is aconstant pressure system, consists of an exhaustgas receiver, a turbocharger, a charging air cooler anda charging air receiver, the latter being integrated inthe engine frame.

The turbine wheel of the turbocharger is driven by theengine exhaust gas, and the turbine wheel dri-ves theturbocharger compressor, which is moun-ted on thesame shaft. The compressor sucks air from theengine room, through the air filters.

Turbocharger, see separate manual.

The turbocharger pumps the air through the chargingair cooler to the charging air receiver. From thecharging air receiver, the air flows to each cylinder,through the inlet valves.

The charging air cooler is a compact tube-type coolerwith a large cooling surface. The cooling wa-ter ispassed twice through the cooler, the end covers beingdesigned with partitions which cause the coolingwater to turn.

The cooling water tubes are fixed to the tube plates byexpansion.

From the exhaust valves, the exhaust is led througha water cooled intermediate piece to the exhaust gasreceiver where the pulsatory pressure from the indi-vidual exhaust valves is equalized and passed to theturbocharger as a constant pressure, and further tothe exhaust outlet and silencer arrangement.

The exhaust gas receiver is made of pipe sections,one for each cylinder, connected to each other, bymeans of compensators, to prevent excessive stressin the pipes due to heat expansion.

Water washingcompressor side

P6 Drain from turbocharger, outlet

M1 Charge air, inletExhaust gas, outlet P2P8 Water washing,compressor side withquick coupling, inlet

Water washing, turbine side, inlet P7

Charging air from TC

Exhaust gas to TC

Lambda Cylinder

DescriptionPage 2 (2)Turbocharger System

95.26 - ES0S

L23/30H

512.01Edition 01H

In the cooled intermediate piece a thermometer forreading the exhaust gas temperature is fitted andthere is also possibility of fitting a sensor for remotereading.

To avoid excessive thermal loss and to ensure areasonably low surface temperature the exhaust gasreceiver is insulated.


512.05Edition 01H

Compressor

Fouling of the airways depends primarily on the purityof the inlet air and thus, in turn, on the generalmaintenance condition of the machinery, i.e. mainlyof the gas and oil tightness of the engines and on thefresh air ventilation system of the engine room.

Fouling of air filter, compressor or charging air coolermay be observed as changes in performance para-meters:

- Decreasing charging air pressure.- Decreasing turbocharger rotor speed.- Increasing exhaust gas temperature.- Severe fouling of airways may even result in

compressor surge.

Regular cleaning during operation by injection of waterbefore the compressor wheel will reduce the foulingrate considerably, and consequently prolong theintervals between dismantling necessary formechanical cleaning.

94.26 - ES0U-G

L23/30H

Cleaning the Turbocharger In ServiceWater Washing of Compressor

Chemical cleaning will not improve the cleaningprocess as this primarily is based on the mechanicaleffect from the impact of the water droplets.

Certain types of fluid solvents can give formation ofdeposits on the compressor wheel, and should underno circumstances be used.

The intervals between cleaning by injection of watershould be adjusted after assessing the degree andrate of fouling in the particular plant, i.e. based onobservations and experience.

Your Notes :

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512.15Edition 01H

Description

The tendency to fouling on the gas side of turbo-chargers depends on the combustion conditions,which are a result of the load on and the maintenancecondition of the engine as well as the quality of thefuel oil used.

Fouling of the gas ways will cause higher exhaustgas temperatures and higher surface temperaturesof the combustion chamber components and willalso lead to a lower performance.

Tests and practical experience have shown thatradial-flow turbines can be successfully cleaned byinjection water into the inlet pipe of the turbine. Thecleaning effect is based on the water solubility of thedeposits and on the mechanical action of the im-pinging water droplets and the water flow rate.

The necessary water flow is dependent on the gasflow and the gas temperature. Enough water mustbe injected per time unit so that, not the entire flowwill evaporate, but about 0.25 l/min. will flow offthrough the drainage opening in the gas outlet. Thusensuring that sufficient water has been injected.

Service experience has shown that the abovementioned water flow gives the optimal cleaningeffect. If the water flow is reduced the cleaning effectwill be reduced or disappear. If the recommendedwater flow is exceed, there is a certain risk of aaccumulation of water in the turbine casing, whichcan result in damage on the turbocharger.

The best cleaning effect is obtained by cleaning atlow engine load approx. 20% MCR. Cleaning at lowload will also reduce temperature shocks.

Experience has shown, that washing at regularintervals is essential to successful cleaning, asexcessive fouling is thus avoided. Washing at inter-vals of 100 hours is therefore recommended. De-pending on the fuel quality these intervals can beshorter or longer. However, the turbine must bewashed at the latest when the exhaust gas tempe-rature upstream of the turbine has risen about 20° Cabove the normal temperature.

96.39 - ES0U-G

L23/30H

Cleaning the Turbocharger in ServiceWater Washing - Turbine Side

Heavily contaminated turbines, which where notcleaned periodically from the very beginning or afteran overhaul, cannot be cleaned by this method.

If vibration in the turbocharger occur after water-washing has been carried out, the washing should berepeated. If unbalance still exists, this is presumablydue to heavy fouling, and the engine must be stoppedand the turbocharger dismantled and manuallycleaned.

The washing water should be taken from the freshwater system and not from the fresh cooling watersystem or salt water system. No cleaning agents andsolvents need to be added to the water.

To avoid corrosion during standstill, the enginemust, upon completing of water washing run for atleast 1 hour before stop so that all parts are dry.

Water Washing System

The water washing system consists of a pipe systemequipped with a regulating valve, a manoeuvringvalve, a 3-way cock and a drain pipe with a drainvalve from the gas outlet, see illustration on workingcard 512-15.00.

The water for washing the turbine, is supplied fromthe external fresh water system through a flexiblehose with couplings. The flexible hose must bedisconnected after water washing.

By activating the manoeuvring valve and the regu-lating valve, water is led through the 3-way cock tothe exhaust pipe intermediate flange, equipped witha channel to lead the water to the gas inlet of theturbocharger.

The water which is not evaporated, is led out throughthe drain pipe in the gas outlet.

Your Notes :

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Safety precautions:


Description:

Overhaul of charging air cooler.

Starting position:

Related procedure:

Manpower:

Working time : 3-4 hoursCapacity : 2 men

Data:



96.20 - ES0S

L23/30H

Overhaul of Charging Air CoolerWorking CardPage 1 (2)

Special tools:


Hand tools:

Ring and open end spanner, 13 mm.Ring and open end spanner, 19 mm.Ring and open end spanner, 24 mm.Allen key, 10 mm.Wire rope.Tackle.



51201 113 6/cooler51201 029 1/cooler51201 066 1/cooler61203 035 1/cooler

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Overhaul of Charging Air Cooler Working CardPage 2 (2)

The charging air cooler is normally cleaned andoverhauled at the intervals indicated in the "PlannedMaintenance Program", or if observations prove thatthe cooler does not work satisfactory, see section502.

Overhaul of Charging Air Cooler.

1) Close the cooling water inlet and outlet valvesand disconnect the pipes.

2) Remove the screw (1), fig 1, which secure theend cover of the cooler element to the cooler housing,and pull the cooler element half-way out.

Place a wire rope round the cooler element and attacha tackle hook, after which the elements are lifted andpulled out of the cooler housing and landed on acouple of wooden planks on the floor.

4) Clean the cooler element of the water and airsides.

After using cleaning agents the manufacting recom-mendation must be followed.

The greatest care must be exercised when dismant-ling cleaning and mounting the cooler element, as thethin fins of the tubes cannot stand impacts andpressure.

If nevertheless, the metal is bended, it should becarefully straightened, as bent fins will increase thepressure drop across the cooler considerably.

Should one ore more cooler tubes become leaky it/they must immediately be made tight, either byexpending the tube ends into the tube plates or byblanking of the tube(s) concerned with plugs.

It is important that the charging air cooler is not leakyas any sea water that leaks in will be carried along withthe air to the cylinders where the salt contained in thewater will damage valves, piston rings, and cylinderliners.

5) Also clean end cover and coat it on the insidewith an anti-corrosion blocks agent. Inspect the anti-corrosion (6) and renew if necessary.

Note: That paint or similar must not be applied tothese blocks.

6) Fouling and deposite in the pipes can be remo-ved by using a hand or machine operated circularsteel brush. The pipe inner diameter is 13 mm.

7) When mounting the air cooler, renew all gas-kets.

Out of Service Periods.

At longer periods out of service the air cooler isdrained if the coolant is sea water followed by flushingwith fresh water and left with drain and venting cocksopen.

At fresh water coolant systems recommendations forthe entire system is followed.

3) Remove screws (2) and end cover (3) reversalchamber (4) and side plates (5).

Fig 1.

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Safety precautions:


Description:

Water washing of compressor side.Turbocharger cleaning with engine in service.

Starting position:

Related procedure:

Manpower:


Data:



91.45 - ES0S

7, 8L23/30H

Special tools:


Hand tools:



See the special instructions for turbocharger.


Water Washing of Compressor SideTurbocharger Type NR20/R

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91.45 - ES0S



Cleaning Procedure.

The cleaning process is only to be carried out, whenthe engine is at operating temperature and when it isloaded as close as possible to full load.

The engine must not be shut off immediately aftercleaning but should be allowed to operate continuous-ly for some time to ensure drying out of the charge airsystem.

Sequence of Operations.

1) Run the engine with as high a load as possible.

2) Remove the filling plug (6), see fig 1 on thedosage container (5) and fill the container with water.Screw on the filling plug.

3) Activate the push buttom of the manoeuvringvalve (3) for approx. 20 sec.

Air from the compressor outlet casing will now besupplied via the pipe connection (2) to the dosagecontainer, and will force the water through the hose (7)to the injection tube (8).

The water will enter the compressor in atomizedcondition, impinge the vanes of the compressor wheelwith high velocity and thus wash of the dirt deposited.

4) Run the engine for about 10 minutes at unalter-ed high load.

5) Make comparative measurement of the opera-ting data.

This comparison will indicate the success or lack ofsame of the washing procedure.

If necessary, carry out the washing once more, butwith 10 minutes interval from the initial washing.

Compressor cleaning by injection of water is suffici-ent if a normal degree of fouling is present.

In case of severe dirt being deposited in the compres-sor, dismantling of the compressor components formanual cleaning is necessary.

For manual cleaning of compressor side , see specialinstruction.

For water washing of compressor side, see alsodescription for water washing.

8

6

7

3 15

4 2

1 Charge air line 2 Pipe

3 Manoeuvring valve 4 Hose or pipe

5 Dosage container 6 Filling plug

7 Hose or pipe 8 Injection tube

Fig 1. Arrangement for water washing.

Water Washing of Compressor SideTurbocharger Type NR20/R

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Safety precautions:


Description:

Water washing of turbine side, cleaning withengine in service.

Starting position:

Related procedure:

Manpower:


Data:



91.04 - ES0S

L23/30H

Water Washing of Turbine SideWorking CardPage 1 (2)

Special tools:


Hand tools:



See the special instruction for turbocharger.

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91.04 - ES0S


Water Washing of Turbine Side Working CardPage 2 (2)

Cleaning Procedure.

1) Adjust the engine load to approx. 20 % and letthe engine stabilize for 10 min.

2) Open the drain cock at the turbocharger outletand check for free passage, see fig 1.

3-way cock

Plate with clean-ing instruction

Manoeuveringvalve

Regulating valve

Cleaning waterinlet

Fig 1. Arrangement for water washing.

Drain cock

3) Turn the 3-way cock to position 2 "Open", seefig. 2 and check for free passage. If ok turn to thewater wash position 3 "Wash".

4) Connect the water supply to the water washsystem.

5) Activate the manoeuvring valve, see fig 1.

Then open the regulating valve and adjust the waterflow until the drain flow is approx. 0,25 l/min.

6) Continue the water washing 5 - 10 min. or untilthe drain water is free of particles.

7) Release the manoeuvring valve and discon-nect the water supply.

Turn the 3-way cock to position 1, "Closed" andcheck that the water drain flow has stopped.

8) Continue at this load at least 5 min. beforeincreasing the load to the normal condition.

9) After the water washing, the engine should runfor at least 1 hour before stop.

Note: The regulating valve has to be opened slowly.

The manoeuvring valve must not be locked in openposition.

The water injection time mentioned in item 6 must benot exceeded.

For water washing of turbine side, see also descrip-tion for water washing.

Fig 2. 3-way cock.

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Charging Air Cooler - Freshwater

97.06 - ES0S

51201-05HPlatePage 1 (2)

6L23/30H-900 RPM7-8L23/30H-720/750/900 RPM

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97.06 - ES0S

Designation BenævnelseBenævnelseDesignationItemNo. Qty. Qty.

ItemNo.

017

029

030

042

054

066

078

091

101

113

125

137

149

150

174

186

198

208

221

233

257

269

270

282

294

304

1/K

1/K

2/K

1/K

1/K

4/K

4/K

1/K

4/K

8/K

1/K

1/K

1/K

29/K

3/K

3/K

5/K

1/K

8/K

1/K

1/K

1/K

1/K

22/K

1/K

1/E

Crossmember

Crossmember

Pipe

Cooler block

Gasket end cover

Plug screw

Cu-washer

End cover

Nut

Screw

Top plate

Gasket reversingcover

Reversing cover

Screw

Screw

Cu-washer

Screw

Bottom plate

Screw

O-ring

Gasket

Ring

Drain pipe for WMC

Screw

Water mist catcher

Charging air cooler,complete, incl. item017, 029, 030, 042, 054,066, 078, 091, 101, 113,125, 137, 149, 150, 174,186, 198, 208, 221, 233,269, 270 and 294

Travers

Travers

Rør

Kølerblok

Pakning endedæksel

Propskrue

Cu-skive

Endedæksel

Møtrik

Skrue

Toplade

Pakning vendekammer

Vendekammer

Skrue

Skrue

Cu-skive

Skrue

Bundplade

Skrue

O-ring

Pakning

Ring

Drænrør for WMC

Skrue

Vandudskiller

Ladeluftkøler, komplet,inkl. item 017, 029, 030,042, 054, 066, 078, 091,101, 113, 125, 137, 149,150, 174, 186, 198, 208,221, 233, 269, 270 og294


* = Only available as part of a spare parts kit.Qty./E = Qty./Engine.Qty./K = Cooler


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/K = Køler

Charging Air Cooler - Freshwater51201-05H PlatePage 2 (2)

6L23/30H-900 RPM7-8L23/30H-720/750/900 RPM

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Turbocharging Arrangement 51203-04HPlatePage 1 (2)

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Turbocharging Arrangement PlatePage 2 (2)51203-04H


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./C = Qty./CylinderQty./I = Qty./Individual


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/E = Antal/CylinderAntal/I = Antal/Individuelt


ItemNo.

018

031

043

055

067

079

080

092

102

114

126

138

151

163

175

187

199

209

210

222

234

246

258

271

283

295

305

1/E

16/E

1/E

5/E

5/E

6/E

1/E

1/E

14/E

1/E

18/E

1/E

1/E

1/E

4/E

4/E

1/E

1/C

1/C

4/C

1/C

1/E

16/E

1/E

2/E

2/E

2/E

Gas outlet

Screw

Bracket fortubocharger

Screw

Spring lock

Screw

Inlet bend

Gasket

Screw

Shield

Screw

Cooler box forcharge air

Compensator

Flange

Washer

Screw

Sealing ring

Inlet pipe

Gasket

Screw

Sealing ring

Gasket

Nut

Plug screw

Plug screw

Packing ring

Plug screw

Gasudløb

Skrue

Konsol forturbolader

Skrue

Låseskive

Skrue

Indstrømningsbøjning

Pakning

Skrue

Skærm

Skrue

Kølerboks for ladeluft

Kompensator

Flange

Skive

Skrue

Tætningsring

Indstrømningsrør

Pakning

Skrue

Tætningsring

Pakning

Møtrik

Propskrue

Propskrue

Pakningsring

Propskrue

317

329

330

342

354

366

378

391

401

413

425

437

2/E

1/E

1/E

1/E

16/E

16/E

/I

4/E

8/E

2/E

2/E

4/E

Packing ring

Plug screw

Packing ring

Packing ring

Nut

Screw


Nut

Screw

Support

Support

Screw

Pakningsring

Propskrue

Pakningsring

Pakningsring

Møtrik

Skrue

Silicone

Møtrik

Skrue

Holder

Holder

Skrue

6L23/30H-900 RPM7-8L23/30H-720/750/900 RPM

L23/30HDescription

513. 01 (05H)

Working Card

Air filter -------------------------------------------------------------------------------------------513- 01 .21 (01H)513- 01 .30 (01H)513- 01 .40 (01H)512- 01 .90 (01H)

Plates

51309- 01H51310- 01H 51314- 01S51315- 03H51316- 03H51319- 01H

ON-OFF valve for jet system ----------------------------------------------------------------------51320- 01H51321- 01H51322- 02H

Air filter --------------------------------------------------------------------------------------------------

Check of compressed air piping system -------------------------------------------------

Starting valve ------------------------------------------------------------------------------------------

Turbine starter ----------------------------------------------------------------------------------------Main starting valve------------------------------------------------------------------------------------

Air strainer ---------------------------------------------------------------------------------------------

Main stop valve ---------------------------------------------------------------------------------------

Pressure reduction valve ---------------------------------------------------------------------------

Safety valve --------------------------------------------------------------------------------------------

Overhaul, test and inspection of turbine starter--------------------------------------Main starting valve ----------------------------------------------------------------------------

513

Compressed air system ---------------------------------------------------------------------

Compressed Air SystemIndexPage 1(1)

STX Engine

Your Notes :

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DescriptionPage 1 (2) Compressed Air System 513.01

Edition 05H

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Fig 1 Diagram for compressed air system.

Control System

The air starter is activated electrically with a pneu-matic 3/2 way solenoid valve. The valve can beactivated manually from the starting box on theengine, and it can be arranged for remote control,manual or automatic.

For remote activation, the starting spool is connectedso that every starting signal to the starting spool goesthrough the safe start function, which is connected tothe converter for engine RPM.

Further, the system is equipped with an emergencystarting valve which makes it possible to activate theair starter manually in case of a power failure.

General

The compressed air system on the engine contains astarting system, starting control system and safetysystem. Further, the system supplies air to the jetsystem.

The compressed air is supplied from the starting airreceivers (30 bar) through a reduction station, wherefrom compressed air at 7-9 bar is supplied to theengine.

To avoid dirt particles in the internal system, a straineris mounted in the inlet line to the engine.

Starting System

The engine is started by means of a built-on air starter,which is a turbine motor with gear box, safety clutchand drive shaft with pinion. Further, there is a mainstarting valve.

Safety System

As standard the engine is equipped with a pneumati-cally/mechanically overspeed device, which starts tooperate if the maximum permissible RPM is ex-ceeded. This device is fitted to the end cover of theengine driven lubricating pump and is driven from thepump through a resilient coupling.


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When the maximum permissible RPM is exceeded,the overspeed device will activate a pneumaticallycontrolled lambda controller, which will bring the fuelindex to zero and stop the engine.

Emergency Starting Valve

The emergency starting valve is activated by meansof a screw-driver or similar as illustrated in fig 2.

Pneumatic Start Sequence

When the starting valve is opened, air will be suppliedto the drive shaft housing of the air starter.

The air supply will - by activating a piston - bring thedrive pinion into engagement with the gear rim on theengine fly wheel.

When the pinion is fully engaged, the pilot air will flowto, and open the main starting valve, whereby air willbe led to the air starter, which will start to turn theengine.

When the RPM exceeds approx. 140, at which firinghas taken place, the starting valve is closed wherebythe air starter is disengaged.

513.01Edition 05H

Emergencystart valveß

Press down

Fig 2 Emergency start valve.

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Safety precautions

Stopped engineShut-off starting airShut-off cooling waterShut-off fuel oilShut-off nozzle cooling oilStopped lub. oil circul.Press Blocking - Reset

Description

Cleaning and/or maintenance of air filter.

Starting position

Related procedure

Manpower

Working time : hoursCapacity : man

Data



02.46 - ES0

General

Air FilterWorking CardPage 1 (2)

Special tools


Hand tools



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General

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Air Filter Working CardPage 2 (2)

Cleaning Air Filter

1) Depressurize unit.

2) Remove bowl and bowl guard assembly byturning counter-clockwise.

3) Inspect bowl for damage seals and replace, ifnessesary.

4) If bowl becomes dirty clean it by wiping thebowl with a soft dry cloth or mild detergent.

5) Before returning to service, insure that allseals have been reinstalled or replaced.

6) Reinstall bowl and bowl guard assembly androtate bowl guard clockwise to securely lock inplace. Align arrow on bowl guard with arrow on filterbody.

To replace filter element

7) Depressurize unit.

8) Remove bowl and bowl assembly by turningcounter-clockwise.

9) Unscrew baffle by turning counter-clockwise.

10) Remove filter element and discard.

11) Install new filter element and reassemble inreverse order.

12) Before returning to service, insure that allseals have been reinstalled or replaced.

13) Reinstall bowl and bowl guard assembly androtate bowl guard clockwise to securely lock inplace. Align arrow on bowl guard with arrow on filterbody.

Fig 1 Air Filter

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Safety precautions:


Description:

Disassembly, overhaul and assembly of the airstarter.

Starting position:

All connections to the air starter have been re-moved, and air starter is removed.

Related procedure:

Manpower:


Data:



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L23/30H

Special tools:


52006 261 20 - 120 Nm.

Hand tools:

Allen key, 4 mm.Allen key (long), 8 mm.Screwdriver.Big screwdriver.Chisel.Retaining ring pliers.Plastic hammer.Lubricating oil.Copaslip or similar.Sleeve.Bearing puller.Impact WrenchBearing pressing tool.



See plate 51309.

Overhaul, Test and Inspection of Turbine StarterWorking CardPage 1 (9)

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General Information

1) Always mark adjacent parts on the housingexhaust cover (1), motor housing (8), intermediategear case (13), gear case (28) and drive housing(40) so these members can be located in the samerelative position when the starter is reassembled.

Note : Do not disassemble the starter any furtherthan necessary to replace worn or damaged parts.Never reuse old seals or O-rings.Never wash the inertia drive in a solvent.

2) Do not remove any part which is a press fit inor on a subassembly unless the removal of that partis necessary for replacement or repairs.

3) Always have a complete set of seals and O-rings on hand before starting any overhaul of theturbine starter.

4) When grasping a part in a vice, always usecopper-covered vice jaws to protect the surface ofthe part and help prevent distortion. This is particu-larly true of threaded members.

Housing Exhaust Cover, Motor Assembly, andMotor Housing

1) If replacing the motor assembly (12), removeboth housing plugs (10) and drain the oil from thegearing before beginning disassembly of the starter.Inspect the magnetic housing plugs (10) for metalparticles. Very fine metal particles are normal. Re-move particles and reinstall plugs. Large particles orchips are an indication of a problem. Disassemblegear case (28) and inspect.

2) Using a screw driver, unscrew the exhaustcover (67) from the housing exhaust cover (1).

3) Using an 8 mm hex-head wrench, unscrewand remove the starter assembly cap screws (6)and washers (7), See fig 1.

4) Pull the housing exhaust cover (1) from themotor housing (8). To dislodge the housing exhaustcover, rotate it until the ears clear the motor hous-ing. Using a plastic hammer, tap the ears alternatelyuntil the housing cover can be removed from themotor housing.

Fig 1.

5) Remove the deflector retaining screw (5),deflector retaining spring (4) and the splash deflec-tor (3) from the housing exhaust cover (1), See fig2.

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Overhaul, Test and Inspection of Turbine Starter

96.38 - ES0S-G

Fig 2.

6) Tap the motor housing with a plastic hammerto dislodge it from the intermediate gear case (13).

7) Grasp the rear of the motor assembly (12) andpull it from the rear of the motor housing (8).If the motor assembly (12) is difficult to remove,lightly push the motor pinion which is on the front ofthe motor assembly toward the exhaust side of themotor housing in order to free the motor assembly.

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8) Tap the intermediate gear case (13) with aplastic hammer to dislodge it from the gear case(28).

9) Position the intermediate gear case (13) on abench in a copperfaced vice so that the intermediatepinion (26) is secured in the jaws of the vise. Tightenthe vice only enough to hold the intermediate pinionsecurely.

10) Loosen the intermediate pinion retaining screw(27) 1-1/2 turns only. Do not remove.

Warning: If the intermediate gear case is not sup-ported on a bench and if the intermediate pinionretaining screw is completely removed, the interme-diate gear case and compoments could fall causinginjury.

11) Tap the intermediate pinion lightly to back theplanet gear frame assembly out of the intermediategear case.

12) Remove the intermediate gear case assemblyfrom the vice and remove the intermediate pinion(26). Remove the rear gear case O-ring (14) andfront gear case O-ring (15) from the intermediate


96.38 - ES0S-G

gear case (13), See fig 3.

13) Remove the planet gear frame assembly fromthe intermediate gear case. Using a sleeve thatcontacts the outer race of the front gear framebearing (17), press the planet gear frame shaft seal(16) and the front gear frame bearing (17) from thefront end and out of the rear of the intermediate gearcase.

14) Remove the rear gear frame bearing (24) fromthe planet gear frame (18), using a bearing pullerand remove the gear shaft retaining washer (23),see fig 4.Remove the planet gear shafts (22), planet gears(19), planet gear bearings (20) and bearing spacers(21).

15) Remove the front bearing spacer (25), using abearing puller and the gear shaft retaining washer(23) from the front of the planet gear frame by

Working CardPage 3 (9) Overhaul, Test and Inspection of Turbine Starter

L23/30H

Fig 3.

Fig 4.

pressing on the front of the planet gear frame shaft.Remove the gear shaft retaining washer only if thewasher or front bearing spacer is damaged.

Drive Housing

1) Grasp the drive pinion (63) in a copper-faced

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vice with the starter supported on the workbench.

2) Remove the drive pinion retaining screw (61)which has a right-hand thread.

3) Remove the starter from the vice.

4) Remove the drive pinion washer (62) and thedrive pinion (63).

5) Slide the pinion spring sleeve (64) and thepinion spring (65) off the drive shaft (57).

6) Unscrew the drive gear screw (34). Using animpact wrench with a 5/16" (8 mm) x 8" (203 mm) loghex inserted into the end of the drive shaft.

7) Unscrew and remove the drive housing capscrews (38) and lock washers (39).

8) Tap the drive housing (40) with a plastichammer to help dislodge it from the gear case (28).

Warning: Failure to follow this procedure couldresult in injury to personnel.

9) Place the drive housing (40) in an arbor press,piston end up. Apply a load to the piston (54) usingthe arbor press to compress the piston return spring(59) before removing the bulkhead retainer (45). Donot use compressed air to load the piston.

10) Remove the bulkhead retainer (45). Using ascrewdriver and the arbor press.

Caution : Make sure the tension of the spring pushesthe bulkhead out of the drive housing before remov-ing the drive housing from the arbor press.

11) Remove the bulkhead (46) from the piston(54).

12) Remove the outer bulkhead ring (47) and theinner bulkhead ring (48).

13) Slide the drive shaft (57) from the drive hous-ing (40).

14) Pull the piston return spring (59) off the driveshaft.

Note: Do not remove the front drive shaft bearing(42) or the drive housing seal (43) unless replace-ment is necessary and new parts are available. Thebearing and/or the seal will always be damagedwhen removed from the drive housing.

15) Remove the piston ring (55) from the piston(54).

16) Press the clutch spring cup (50) down andremove the clutch spring cup retainer (49).

17) Remove the clutch spring cup and clutchspring (51).

18) Remove the two clutch jaws (52).

19) Remove the front drive gear bearing (30),drive gear cup (36), drive gear lock washer (35),drive gear screw ring (37) and drive gear screw (34).

20) Remove the large drive shaft bearing retainer(53) using a screwdriver.

21) Press the rear drive shaft bearing and driveshaft (57) out of the piston. If the rear drive shaftbearing needs to be replaced, proceed as follows:

a. Cut and remove the small drive shaft bear-ing retained in the drive shaft, using a smallchisel.

b. Press the rear drive shaft bearing (58) offthe drive shaft.

22) Place the gear case (28) on a workbench.

23) Remove the drive gear bearing retainer (32),using retaining ring pliers and working through theaccess holes in the gear web, See fig 5.

24) Pull the drive gear (29) out of the gear case.

Note : Do not disassemble the drive gear and clutchparts of the turbine powered starters. If the driveshaft is defective, install a new or factory-rebuiltunit.

25) Remove the drive gear shaft bearing retainer(33), using retaining ring pliers.

26) Remove the rear drive gear bearing (31) fromthe drive gear.

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5) Install the drive gear bearing retainer, usingretaining ring pliers and working through the accessholes in the gear web.

6) Lubricate the drive gear with approximately240 ml of Ingersoll-Rand No. 28 lubricant.

7) Press the rear drive shaft bearing (58) ontothe drive shaft.

8) Slide the small bearing retainer, convex sidefirst, onto the drive shaft. Press it into position inaccordance with the instructions packaged with thenew retainer.

9) Assemble the drive gear Schrew (34), drivegear lock washer (35), drive gear cup (36) and drivegear screw O-ring (37).

10) Grasp the drive shaft (57) in a vice, externalsplined end down. Place assembled drive shaftscrew Unit into the drive shaft, screwhead down.Lubricate the inside diameter of the drive shaft withIngersoll-Rand No. 28 lubricant.

11) Slide the drive gear bearing (30) into the driveshaft.

12) Lubricate with Ingersoll-Rand No. 28 lubricantand install the driving clutch jaw teeth facing up anddriven clutch jaw teeth facing down into the driveshaft.

13) Insert the clutch spring (51) into the driveshaft.

14) Insert the clutch spring cup (50) into the driveshaft.

15) Press the inserted parts into the drive shaft,and install the clutch spring cup retainer (49).

L23/30H


Fig 5.

Assembly of the Starter

1) Always press on the inner ring of a ball bearingwhen installing the bearing on a shaft.

2) Always press on the outer ring of a ball bearingwhen pressing the bearing in a bearing recess.

3) Whenever grasping a part in a vice, alwaysuse leather-covered, copper-covered vice jaws toprotect the surface of the part and help preventdistortion. This is particularly true of threaded mem-bers.

4) Always clean every part, and wipe every partwith a thin film of oil before installation.

Gear Case

1) Place the drive gear bearing retainer over therear end of the drive gear.

2) Press the rear drive gear bearing (31) onto therear end of the drive gear, using an arbor press.

3) Seat the rear drive gear bearing into the gearcase by tapping the opposite end of the drive gear,using a plastic hammer.

4) Install the drive gear shaft bearing retainer(33), using retaining ring pliers.

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Note : If it is necessary to replace the drive housing(40) and drive components, make sure that thepiston seal has been removed from the rear of thenew piston (54).The piston seal must be removed toprevent pressure build-up which will cause move-ment of the planet gear frame shaft seal (16). If thisconditions occurs, the piston cannot retract and thedrive pinion (63) will remain in engagement with theflywheel, causing damage to the starter drive trainand/or starter motor. To remove the piston seal,insert a screwdriver inside the lip of the seal and pryit loose from the piston.

16) Install the piston (54) onto the drive shaft untilthe rear drive shaft bearing seats into the piston.

17) Coil the large drive shaft bearing retainer (53)into the groove of the piston to retain the outer raceof the drive shaft bearing, using a thin flat bladescrewdriver to assist in this operation.

18) Lubricate the piston O-ring (55) and install it inthe groove of the piston.

19) Position the drive housing in an arbor press,pinion-end down and install the drive housing seal(43) into the drive housing. Using a pressing sleeveof the proper size, press the seal into the drivehousing so that the lip of the seal faces away fromthe drive pinion.

20) Press the bearing into the drive housing untilit seats, using a sleeve that contacts the outer raceof the front drive shaft bearing (42). Drop the pistonreturn spring seat (60) on top of front drive shaftbearing.

21) Slide the piston return spring (59) onto thedrive shaft and snap it into the front of the piston sothat it is against the large drive shaft bearing retainer(53).

22) Lubricate and insert the assembled drive shaftinto the drive housing.

23) Lubricate and install the outer bulkhead O-ring (47) and the Inner bulkhead O-ring (48) on thebulkhead (46).

24) Slide the bulkhead onto the piston.

25) With the drive housing in the arbor press,press down on the rear face of the piston.

Note : Feel the underside of the drive housing tomake sure the drive shaft passes through the bear-ing.

26) Install the bulkhead retainer (45), using ascrewdriver.

Warning: Make sure the bulkhead retainer is prop-erly seated in the motor housing groove beforeeasing off the arbor press. Failure to do so will allowimproperly retained parts to separate when re-moved from the arbor press resulting in injury topersonnel.

27) Remove the drive housing from the arborpress.

28) Lubricate and install the drive housing O-ring(41) in the groove of the drive housing.

29) Position the assembled gear case on a work-bench. The as-sembled unit must be upright toaccept the drive housing.Carefully position the assembled drive housing (40)onto the gear case so as not to damage the pistonseal. Align the punch marks of the gear case anddrive housing.

30) Install the drive housing cap screw lock wash-ers (39) and the drive housing cap screws (38) andtighten to 28 Nm torque.

31) Tighten the drive gear screw (34) 77.3 Nmtorque, using an impact wrench with a 8 mm x 203mm long hex inserted into the end of drive shaft.

32) Grease and slide the pinion spring (65) andthe pinion spring sleeve (64) over the pinion end ofthe drive shaft.

33) Grease the pinion end of the drive shaft andinstall the drive pinion (63).

34) Grasp the drive pinion in a copper-coveredvice with the starter supported on a workbench.

35) Place the drive pinion washer (62) onto drivepinion retaining screw (61).


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Note: The thread on the drive pinion retaining screwis right-hand thread.

36) Install the drive pinion retaining screw into theend of the drive shaft and tighten it to 108.5 Nmtorque.

Intermediate Gear Case, Motor Housing, MotorAssembly and Housing Exhaust Cover

1) Press the front gear frame bearing (17) intothe rear of the intermediate gear case (13), using abearing pressing tool of the proper size.

2) Press the planet gear frame shaft seal (16)into the rear of the intermediate gear case over thefront gear frame bearing, using a sleeve whichcontacts the outer ring of the seal.

Note : Make sure the flat side of the seal is installedagainst the bearing.

3) Install the rear gear case O-ring (14) in thegroove at the rear of the intermediated gear caseand the front gear case O-ring (15) in the groove atthe front of the intermediate gear case. Coat both O-rings.

4) Install one gear shaft retaining washer (23) onthe front of the planet gear frame (18). Press thefront bearing spacer (25) on the front shaft of theplanet gear frame to hold the gear shaft retainingwasher snugly in position.

Note : Coat the front bearing spacer with gear Lubebefore installing it. Be careful not to gouge or scratchthe front bearing spacer during installation as thiscould result in leakage between the planet gearframe and gear case.

5) Place planet gear frame on a bench, shaft sidedown. Place the planet gear bearing (20) inside ofplanet gear (19). Place bearing spacers (21) on topand bottom of bearing and gear. Slide the compo-nents into the slots in the side of the planet gearframe. Align holes in spacers and bearing with holesin planet gear frame and insert planet gear shaft(22), integral keyed end down, through the spacersand bearing so that the larger portion of the keyedend of the shaft contacts the planet gear shaftretaining washer (23). Repeat the procedure for thetwo remaining planet gears and components.

Note: Do not move or turn over the planet gearframe until step 6 and 7 have been completed.Movement of the planet gear frame assembly coulddislodge assembled components, making it neces-sary to repeat step 5.

6) Install the other planet gear shaft retainingwasher over the shaft at the rear of the planet gear.

7) Press the rear gear frame bearing (24) on theshaft at the rear of the planet gear frame, using theproper size bearing inserting tool.

8) Slide the planet gear frame assembly, cou-pling end first, into the rear of the intermediate gearcase (13), making sure that the planet gears meshwith the ring gear. Use care so as to not damage theseal.

9) Install the intermediate pinion (26), makingsure that the notches at the rear of the pinion alignwith the notches and tangs in the shaft of the planetgear frame.

10) Clean the threads of the intermediate pinionretaining screw (27) and apply 2-3 drops ofPermabond HM 118 to the threads approximately 3mm from the end of the screw. Install screw andtighten enough to hold assembly together.

11) For final tightening, position the intermediategear case so the intermediate pinion is secured inthe jaws of the copperfaced vice. Tighten the inter-mediate pinion retaining screw to 122 Nm torque.

12) Remove the intermediate gear case from thevice and set it on a bench.

Note: The intermediate gear case will work in onlyone orientation.

Align the punch marks on the intermediate gearcase and gear case and tap the intermediate gearcase with a plastic hammer until it seats in the rearof the gear case. Make sure the intermediate pinionmeshes with the drive gear.

Coat the O-rings on the motor assembly and theinside of the cylinder before installing the motorassembly.


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Overhaul, Test and Inspection of Turbine Starter Working CardPage 8 (9)

96.38 - ES0S-G

Fig 6. Turbine Starter.

13) Install the motor assembly through the rear ofthe motor housing with the geared end of the rotortoward the front.

Note: Turn the intermediate pinion so that the gearon the rotor meshes with the planet gears. Makesure that the rear of the motor assembly is installedflush with the rear of the cylinder.

14) Align the punch marks on the motor housingwith the punch marks on the intermediate gear caseand tap the motor housing with a plastic hammeruntil it seats on the rear of the intermediate gearcase.

15) Install the splash deflector (3), deflector re-taining spring (4) and deflector retaining screw (5) inthe rear of the housing exhaust cover.

Note: Coat the threads of the deflector retainingscrew with Ingersoll-Rand SMB-441 sealant.

16) Coat the exhaust cover seal (2) and install it inthe groove on the housing exhaust cover.

17) Align the punch marks on the housing exhaustcover with the punch marks on the motor housingand tap the housing exhaust cover with a plastichammer until it seats.

18) Install the housing exhaust cover on the rearof the motor housing using the starter assembly capscrews (6) and cap screw washers (7). Use an 8 mmhex-head wrench to tighten each a little at a time toa final torque of 61 to 68 Nm increments.

19) Mount the exhaust cover (68) on the housingexhaust cover (1).

Note: Use Intersoll-Rand SMB-441 pipe sealant onall plugs.

0802

8-0D

/H52

50/9

4.08

.12

20) Install the bottom housing plug (10) and thehousing plug inlet boss (11). Put the starter on itsside with the side plug hole upward. Add 175 mlautomatic transmission fluid through the side plughole.

Caution: Do not overfill.Install the side housing plug (10) and tighten allplugs to 6.8 to 13.6 Nm torque.

Test and Inspection Procedure

1) Clutch Ratcheting : Turn the drive shaft pin-ion (63) by hand in the direction of the starterrotation. The clutch should rachet smoothly with aslight clicking action.

2) Motor and Gearing Freeness: Turn the driveshaft pinion (63) opposite the direction of the starterrotation. The drive shaft pinion should turn by hand.

Note: Inadvertent application of air pressure to the“OUT” port will result in drive malfunction (pinion willfail to retract). If this condition occurs, loosen thedrive housing cap screws (38) to vent gear case(28). Also, loosen housing plugs (10) and (11) tovent motor.

3) Pinion Engagement: Apply 50 psig (3.4 bar/345 kPa) pressure to the engagement “IN” port.drive shaft pinion (63) should move outward and airshould escape from the “OUT” port.

Plug the “OUT” port and apply 150 psig (10.3 bar/1034 kPa) pressure to the “IN” port. Check andmake sure that no air is escaping.

Working CardPage 9 (9) Overhaul, Test and Inspection of Turbine Starter 513-01.30

Edition 01H

96.38 - ES0S-G

L23/30H

Measure the dimension from the face of the driveshaft pinion (63) to the face of the mounting flange.It should be 69.0 +2.0 mm).

Remove the pressure from the “IN” port. Measurethe distance form the face of the drive shaft pinionto the the face of the mounting flange. It should be45.0 +2.0 mm.

4) Motor Action: Secure starter in a vise andapply 90 psig (6.2 bar/620 kPa) pressure using a 3/8" (9 mm) supply line to the inlet of the motor. startershould run smoothly.

5) Motor Seals: Plug the exhaust and slowlyapply 20 psig (1.38 bar/138 kPa) pressure to theinlet of the motor. Immerse the starter for 30 sec-onds in o non-flammable, bubble-producing liquid. Ifthe starter is properly sealed, no bobbles will ap-pear.

6) Gear Case Seals: Plug the exhaust and slowlyapply 20 psig (1.38 bar/138 kPa) pressure to theinlet of the motor. Immerse the starter for 30 sec-onds in o non-flammable, bubble-producing liquid.

There should be no leakage in the housing joints inthe gear case area or in the shaft seal in theintermediate gear system. If the starter is properlysealed, no bubbles will appear.

7) Confirm Drive Rotation: Apply low pressureto the motor and observe rotation. Drive pinion (63)must rotate in the direction stamped on the name-plate. Chamfer on pinion teeth should be on thetrailing edge of the gear tooth.

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Lubricating, disassembly and reassembly of mainstarting valve in starting system.

Starting position:

Related procedure:

Manpower:


Data:



94.22 - ES0S-G

L23/30H

Main Starting ValveWorking CardPage 1 (2)

Special tools:


Hand tools:

Soft hammer.Locking ring plier.Allen key, 1/4".



51310 104 1/eng

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Main Starting Valve Working CardPage 2 (2)

A Plug screw B Pilot airC Starting air outlet D Starting air inlet

1 Valve housing 2 Piston3 End plug 4 Piston o-ring5 O-ring retainer 6 Piston o-ring7 Bumper 8 Spring9 Retaining ring 10 O-ring

11 O-ring

3

1

2

B

D

11

7

910

C

4

8

A

5

6

Fig 1. Main starting valve.

94.22 - ES0S-G


Warning:

Do not attempt any maintenance on the main startingvalve before the starting air system has been bled off.

Important:

The main starting valve should be periodically lubri-cated as follows:

1) Blend off the air pressure.

2) Remove the plug screw (A), see fig 1 and squirtabout 30 g of 10 w oil into the valve through the plugopening.

3) Reinstall the plug.

Disassembly:

4) Clamp the main starting valve, in a vice with thelocking ring (9) end up.

5) Carefully remove the locking ring (9). The endplug (3) should spring out. If it does not, tap the valvehousing (1) lightly with a soft hammer until it does.

6) Remove the end plug (3), spring (8) and piston(2) assembly.

7) Remove and discard all used O-rings, O-ringsretainer (5), bumper (7) and spring (8).

8) Wash all other parts in a clean, nonflammablesolvent.

Reassembly:

9) Using O-ring lubricant, lubricate and install thenew piston O-ring (4) and the new upper piston O-ring(6) on the piston (2).

Note: The upper piston O-ring (6) is slightly larger indiameter than the end plug O-ring (11).

10) Turn the piston over and insert the new bumber(7).

11)Using O-ring lubricant, lubricate and install the newend plug seal O-ring (10) and the new end plug O-ring(11) on the end plug (3).

12) Lubricate the lower small bore of the valvehousing (1) with O-ring lubricant.

13) Insert the piston assembly into the valve hous-ing. Push on the piston until the piston O-ring seatsagainst the bevelied face.

14) Install the new O-ring retainer (5) with the largeopening over the piston O-ring.

15) Place the new piston spring (8) on the piston.

16) Place the end plug assembly on the pistonspring.

17) Using a press to hold down the end plugassembly, install the end plug locking ring (9).

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Check of compressed oil piping system.

Starting position:

Compressed air connected to the engine.

Related procedure:

Manpower:

Working time: ½hourCapacity : 1 man

Data:



94.21 - ES0U-G

L23/30H

Check of Compressed Air Piping SystemWorking CardPage 1 (2)

Special tools:


Hand tools:

Screwdriver.



0802

8-0D

/H52

50/9

4.08

.12

L23/30H

94.21 - ES0U-G


Check of Compressed Air Piping System Working CardPage 2 (2)

With air connected.

1) Examine the piping system for leaks.

2) Retighten all bolts and nuts in the piping system.

3) Drain the system for condensed water. - Thisshould be based on observations.

4) Check flexible connections for leaks and damages.

5) Check manometers.

With air disconnected and stopped engine.

6) Move all valves and cocks in the piping system.Lubricate valve spindles with graphite or similar.

7) Connect the air supply and make a function test ofthe emergency valve. See description 513.01.

0802

8-0D

/H52

50/9

4.08

.12

PlatePage 1 (3)

96.26 - ES0S-G

Turbine Starter 51309-01H

L23/30H

0802

8-0D

/H52

50/9

4.08

.12

Turbine Starter PlatePage 2 (3)51309-01H

014

026

038

051

063

075

087

099

109

110

122

134

146

158

171

183

195

205

217

229

230

242

Hus for udstøds-dæksel

Tætningsring forudstødsdæksel

Stænk deflektor

Returfjeder for deflektor

Spændeskive fordeflektor

Dækselskrue formontage af starter

Skive for dækselskrue

Motorhus

Prop til motorhus

Tilgangsknast for proptil motorhus

Motor samling

O-ringstætning forcylinder

O-ringstætning formotorhus

Mellem gearkasse

Bagerste gearkasse o-ring

Forreste gearkasse o-ring

Tætningsring forplanetgearakselstel

Afstandsring

Forreste gearstelleje

Planetgearstel

Planetgear

Nålevalse for planet-gear

Housing exhaustcover

Exhaust cover seal

Splash deflector

Deflector returnspring

Deflector retainingscrew

Starter assembly capscrew

Cap screw washer

Motor housing

Housing plug

Housing plug inletboss

Motor assembly

Cylinder o-ring seal.

Housing o-ring seal.

Intermediate gearcase

Rear gear case o-ring

Front gear case o-ring

Planet gear frameshaft seal.

Spacer ring

Front gear framebearing

Planet gear frame

Planet gear

Planet gear needleroller

1/S

1/S

1/S

1/S

1/S

4/S

4/S

1/S

1/S

1/S

1/S

2/S

2/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

96.26 - ES0S-G

L23/30H

BenævnelseDesignationQty.ItemNo.

ItemNo. Qty. Designation Benævnelse

Bearing spacer

Planet gear shaft

Gear shaft retainerwasher

Rear gear framebearing

Front bearing spacer

Intermediate pinion

Intermediate pinionretaining screw

Gear case

Drive gear

Front drive gearbearing

Rear drive gearbearing

Drive gear bearingretainer

Drive gear shaftbearing retainer

Drive gear screw

Drive gear lockwasher

Drive gear cup

Drive gear screw o-ring

Drive housing capscrew

Drive housing capscrew lock washer

Drive housing kit

Drive housing o-ring

Front shaft bearing

Drive housing seal.

254

266

278

291

301

313

325

337

349

350

362

374

386

398

408

421

433

445

457

469

470

482

494

1/S

1/S

2/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

8/S

8/S

1/S

1/S

1/S

1/S

Ligemellemstykke

Planetgearaksel

Spænderingsskive forgearaksel

Bagerste gearstelleje

Forreste gearstelleje

Mellemtandhjul

Spændeskrue formellemtandhjul

Gearkasse

Drivgear

Forreste drivgearleje

Bagerste drivgearleje

Spændskrue fordrivgearleje

Spændskrue fordrivgearakselleje

Drivgearskrue

Skive for drivgear

Dæksel for drivgear

O-ring for drivgearskrue

Dækselskrue fordrivgear

Skive for dækselskrue tildrivgearhus

Drivgearhus

O-ring for drivgearhus

Forreste akselleje

Tætningsring fordrivgearhus


* = Only available as part of a spare parts kit.Qty.//E = Qty./EngineQty./S = Qty./Turbine Starter


* = Kun tilgængelig som en del af et reservedelssæt.Qty./E = Qty./MotorQty./S = Qty./Turbinestarter

0802

8-0D

/H52

50/9

4.08

.12

Turbine Starter

BenævnelseDesignationQty.ItemNo.

ItemNo. Qty. Designation Benævnelse

1/S

1/S

1/S

1//S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

3/S

1/S

1/E

504

516

528

541

553

565

577

589

590

600

612

624

636

648

661

673

685

697

781

707

719

720

732

744

756

Drive housing ventplug

Bulkhead retainer

Bulkhead kit

Outer bulkhead o-ring

Inner bulkhead o-ring

Clutch spring cupretainer

Clutch spring cup

Clutch spring

Clutch jaw kit

Large drive shaftbearing retainer

Piston kit

Piston o-ring

Drive shaft kit

Rear drive shaftbearing

Piston return spring

Seat

Drive pinion retain-ing screw

Drive pinion washer

Drive pinion

Pinion spring sleeve

Pinion spring

Inlet flange kit

Cover

Self drilling screws

Turbine starter,complete

Afluftningsprop fordrivgearhus

Skotholder

Skotsæt

Ydre skot o-ring

Indre skot o-ring

Fjedertallerken holder

Fjedertallerken

Koblingsfjeder

Koblingssæt

Stor lejespændering fordrivaksel

Stempelsæt

Stempel o-ring

Drivakselsæt

Bagerste drivakselleje

Stempel returfjeder

Sædering

Tandhjulsspænde-skrue

Tandhjulsskive

Tandhjul

Tandhjulsbøsning

Tandhjulsfjeder

Tilgangsflangesæt

Dæksel

Selvborende skruer

Turbinestarter, komplet

96.26 - ES0S-G

51309-01H

L23/30H

PlatePage 3 (3)


* = Only available as part of a spare parts kit.Qty./E = Qty./MotorQty./S = Qty./Turbine Starter


* = Kun tilgængelig som en del af et reservedelssæt.Qty./E = Qty./MotorQty./S = Qty./Turbinestarter

Spare parts kit, incl.item 026, 134, 146,171, 183, 195, 205,217, 254, 278, 291,301, 470, 516, 541,553, 624, 685 and 697

Reservedelssæt inkl.item 026, 134, 146, 171,183, 195, 205, 217, 254,278, 291, 301, 470, 516,541, 553, 624, 685 og697

768

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

94.22 - ES0S-G


Main Starting Valve PlatePage 2 (2)51310-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

021*

033*

045*

057*

069*

070*

082*

094

104

1/V

1/V

1/V

1/V

1/V

1/V

1/V

1/E

1/V

O-ring

O-ring retainer

O-ring

Bumper

Spring

O-ring

O-ring

Main starting valve,complete

Spare part kitItem No. 021, 033, 045,057, 069, 070 and 082.

O-ring

O-ring holder

O-ring

Stødfanger

Fjeder

O-ring

O-ring

Hovedstartventil,komplet

ReservedelssætItem nr. 021, 033, 045,057, 069, 070 and 082.


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./V = Qty./Valve


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/V = Antal/Ventil

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Main Starting Valve 51310-01H

045*

021*

033*069*

070*

94.22 - ES0S-G

082*

057*

094

PlatePage 1 (2)

Plate Page 1 (2) Starting Valve 51314-01S

L23/30H

0802

8-0D

/H52

50/9

4.08

.12

91.40-ES0S-G

51314-01S Starting Valve Plate Page 2(2)

L23/30H

Item No. Qty Designation Item

No. Qty Designation

1 1/V Body

7 1/V Solenoid

11 1/V Solenoid fixture 21 1/V Pilot valve

31 1/V Bolt

38 2/V Spool assy 50 1/E Main starting valve, complete

0802

8-0D

/H52

50/9

4.08

.12

When ordering spare parts, see also page 600.50. * = Only available as part of a spare parts kit. Qty./E = Qty./Engine Qty./V = Qty./Valve

91.40-ES0S-G

0802

8-0D

/H52

50/9

4.08

.12

Plate Page 1 (2) Main Stop Valve 51315-03H

L23/30H

94.22-ES0S-G

51315-03H Main Stop Valve Plate Page 2 (2)

L23/30H

Item No. Qty. Designation Item

No. Qty. Designation

1 1/V Body

2 1/V Bonnet 3 1/V Disc

4 1/V Valve disc nut

5 1/V Packing gland 6 1/V Gland nut

7 1/V Stem

8 1/V Cross recessed pan head machine screw

9 1/V Hand wheel

10 1/V Hexagon nut 11 1/V Split pin

12 1/V Lock plate

13 1/V Disc lock washer 14 1/V Packing gland

15 1/V Name plate

16 1/V Seat ring 17 1/V Stop valve complete

08

028-

0D/H

5250

/94.

08.1

2

When ordering spare parts, see also page 500.50 * = Only available as part of a spare parts kit. Qty./E = Qty ./Engine Qty./V = Qty./Valve

94.22-ES0S-G

0802

8-0D

/H52

50/9

4.08

.12

Plate Page 1 (2) Air Strainer 51316-03H

L23/30H

94.22-ES0S-G

51316-03H Air Strainer Plate Page 2 (2)

L23/30H

Item No. Qty. Designation Item

No. Qty. Designation

01 1/F Body

02 1/F Bonnet

03 1/F Strainer wire gauze 04 4/F Stud

05 4/F Hexagon nut

06 1/F Plug 07 1/F Gasket

08 1/F Gasket

09 1/E Air strainer, complete

0802

8-0D

/H52

50/9

4.08

.12

When ordering spare parts, see also page 500.50 * = Only available as part of a spare parts kit. Qty./E = Qty ./Engine Qty./F = Qty ./Filter

94.22-ES0S-G

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Safety Valve 51319-01HPlatePage 1 (2)

94.22 - ES0S-G

0802

8-0D

/H52

50/9

4.08

.12

94.22 - ES0S-G


Safety Valve PlatePage 2 (2)51319-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

019

020

032

044

1/E

1/E

1/E

3/E

Safety valve,(10 bar)

Safety valve,(15 bar)

Protective device

Screw

Sikkerhedsventil,(10 bar)

Sikkerhedsventil,(15 bar)

Beskyttelseshætte

Skrue


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/Motor.



0802

8-0D

/H52

50/9

4.08

.12

L23/30H

ON-OFF Valve for Jet System 51320-01HPlatePage 1 (2)

94.22 - ES0S-G

0802

8-0D

/H52

50/9

4.08

.12

94.22 - ES0S-G


ON-OFF Valve for Jet System PlatePage 2 (2)51320-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

014

026

038

051

063

075

087

1/V

1/V

1/E

1/E

1/E

1/E

1/E

Coil

Housing

Valve, complete ¾"connecting branch

Valve, complete 1"Connecting branch

Valve, complete 1 ¼"Connecting branch

Valve, complete 1 ½"Connecting branch

Valve, complete 2"Connecting branch

Spole

Hus

Ventil, komplet ¾"tilslutningsstuds

Ventil, komplet 1"Tilslutningsstuds

Ventil, komplet 1 ¼"Tilslutningsstuds

Ventil, komplet 1 ½"Tilslutningsstuds

Ventil, komplet 2"Tilslutningsstuds


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/Motor.Antal/V = Antal/Ventil.


* = Only available as part of a spare parts kit.Qty./E = Qty./Engine.Qty./V = Qty./Valve.

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Air Filter 51321-01HPlatePage 1 (2)

95.03 - ES0S-G

0802

8-0D

/H52

50/9

4.08

.12

96.03 - ES0S-G


Air Filter PlatePage 2 (2)51321-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

021

033*

045*

057*

069

070*

082*

094*

104*

116

128

141

153

165*

1/F

1/F

1/F

1/F

1/F

1/F

1/F

1/F

1/F

1/F

1/F

1/E

1/F

1/F

Turbine disc

Upper gasket

Filter element

Lower gasket

Center screw

Drain valve

Insert

O-ring

O-ring

Metal bowl

Lock nut

Air filter, complete

Repair kit incl.item 033, 045, 057, 070,082, 094, 104 and 165

Drain valve

Turbineskive

Øvre pakning

Fiilterelement

Nedre pakning

Centerskrue

Drænventil

Indsats

O-ring

O-ring

Metalbeholder

Låsemøtrik

Luftfilter, komplet

Reservedelssæt inkl.item 033, 045, 057, 070,082, 094, 104 and 165

Drænventil




* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/Motor.

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Pressure Reduction Valve 51322-02HPlatePage 1 (2)

99.03 - ES0-G

0802

8-0D

/H52

50/9

4.08

.12

99.03 - ES0-G


Pressure Reduction Valve PlatePage 2 (2)51322-02H

L23/30H

Itemno Qty. Qty.

Itemno

015

027

039*

040

052*

064*

076*

088*

111

123*

135*

147*

159*

160

172

184*

196

206

218

231

243

255

267

1/V

10/V

2/V

1/V

1/V

1/V

1/V

1/V

1/V

1/V

1/V

1/V

1/V

1/V

2/V

2/V

1/V

1/E

1/E

1/V

2/V

1/V

1/E

Cover

Screw

Filter

Tube incl. o-ring

O-ring

Diaphragh

O-ring

O-ring

Valve, complete

O-ring

Valve spring

O-ring

O-ring

Bottom plug, incl.o-ring

Pipe plug

O-ring

Repair kit, incl. item039, 052, 064, 076, 088,123, 135, 147, 159, and184

Reduction valve,complete

Pilot valve, complete

Repair kit for item 218

Screw

Manometer0-25 bar - PI 70

Pressure reductionvalve, complete

Dæksel

Skrue

Filter

Rør, inkl. o-ring

O-ring

Membran

O-ring

O-ring

Ventil, komplet

O-ring

Ventilfjeder

O-ring

O-ring

Bundprop, inkl.o-ring

Rørprop

O-ring

Reparationssæt, inkl.item 039, 052, 064, 076,088, 123, 135, 147, 159,and 184

Reduktionsventil,komplet

Styreventil, komplet

Reparationssæt foritem 218

Skrue

Manometer0-25 bar - PI 70

Trykreduktionsventil,komplet


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/V = Antal/Ventil


* = Only available as part of a spare parts kit.Qty/E = Qty/EngineQty/V = Qty/Valve

L23/30HDescription

514. 01 (01H)Fuel Injection System - NICO -------------------------------------------------------------------------514. 01 (04H)

Working Card

514- 01 .05 (03H)514- 01 .10 (04H)514- 01 .15 (01H)

Check of fuel oil piping system ---------------------------------------------------------------514- 01 .90 (01H)Adjustment of the maximim combustion pressure -------------------------------------- 514- 05 .01 (01H)Fuel oil feed pump ------------------------------------------------------------------------------ 514- 10 .00 (01H)

Plates

51401- 03H51402- 03H51403- 02H51404- 01H51410- 01H

514

Internal fuel oil system -------------------------------------------------------------------------

Fuel Oil SystemIndexPage 1(1)

Fuel injection pump and fuel injection pump -----------------------------------------------Fuel injection valve ------------------------------------------------------------------------------Fuel oil split filter ---------------------------------------------------------------------------------

Fuel oil filter duplex -------------------------------------------------------------------------------------

Fuel injection pump ------------------------------------------------------------------------------------Fuel injection valve -------------------------------------------------------------------------------------

Fuel oil feed pump --------------------------------------------------------------------------------------Fuel injection pipe --------------------------------------------------------------------------------------

STX Engine

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07


L23/30H

Internal Fuel Oil System

94.26 - ES0S

514.01Edition 01H

Fuel leakage alarm

Leak fromfuel valve

Flywheel end

Drainfrom cyl.head

Fuel oilfeedpump

Leak fromfuel pump

Fuel oilpump

Fuel oilreturn

Fuel oilinlet

Highpressurepipe

Cyl. 1

Fuel oilfilter

Waste tray

A2Fuel oil,outlet

A3Waste oil,

inlet

A1Fuel oil,inlet

The safety filter is a duplex filter of the split type witha filter fineness of 50 my. The filter is equipped witha common three-way cock for manual change ofboth the inlet and outlet side.

During normal operation both filters should be inoperation. Single operation only to be used whendismantling one of the filters for manual cleaning orinspection.

The feed pump (if part of the delivery,) which is of thegear wheel type, is equipped with a spring-loadedadjustable by-pass valve.

The outlet pressure of the feed pump can be ad-justed by means of an adjusting screw in the by-passvalve assembly.

Fig. 1. Diagram for Fuel Oil System

General

The internal built-on fuel oil system consists of thefollowing parts:

- the fuel oil feed system- the high-pressure injection equipment,

comprising fuel oil injection pumps, fuel oilinjection valve and fuel oil high pressurepipe

- the waste oil system

Internal Fuel Oil Feed System

The fuel oil is led to the injection pumps through asafety filter by means of the engine driven feed pump(if part of the delivery).

For circulation of fuel during stand-still of the engine,a by-pass line is mounted with a non-return valveparallel to the feed pump.

Fuel Injection Equipment

Each cylinder unit has its own set of injection equip-ment, comprising injection pump, high-pressure pipeand injection valve.

The injection equipment and the distribution supplypipes are housed in a fully enclosed compartmentthus minimizing heat losses from the preheated fuel.

This arrangement reduces external surface tempe-ratures and the risk of fire caused by fuel leakage.

Fuel Oil Injection Pump

The fuel oil injection pump is installed on the rollerguide housing directly above the camshaft, and it isactivated by the cam on the camshaft through rollerguides fitted in the roller guide housing.

The injection amount of the pump is regulated bytransversal displacement of a toothed rack in theside of the pump housing.

By means of a gear ring, the pump plunger with thetwo helical millings, the cutting-off edges, is turned.

Hereby the length of the pump stroke is reckonedfrom when the plunger closes the inlet holes until thecutting-off edges again uncover the holes.

The release of high pressure through the cutting-offedges presses the oil with great force against thewall of the pump housing. At the spot, two exchange-able plug screws are mounted.

The amount of fuel injected into each cylinder unit isadjusted by means of the governor.

It maintains the engine speed at the preset value bya continuous positioning of the fuel pump racks, viaa common regulating shaft and spring-loaded link-ages for each pump.

L23/30H

Internal Fuel Oil System DescriptionPage 2 (3)

94.26 - ES0S

The injection valve is for "deep" building-in to thecentre of the cylinder head.

Fuel Oil Injection Valve

The fuel oil injection valve consists of a nozzle holderand a nozzle connected by a union nut. The nozzleholder includes a threaded pipe stub for mountingthe high-pressure pipe. It is led through a boring inthe cylinder head, together with an adjusting screw,a spring and spring spindle for the initial tensioningof the nozzle needle.

The initial tension of the spring, which determinesthe opening pressure of the nozzle, can be adjustedby means of the centrally-mounted adjusting screw.

On the uppermost thick part of the holder, there arethree sealing O-rings.

Between the two lowest O-rings, the leak oil from thenozzle needle is led out into the space between thehigh-pressure pipe and the protection tube.

The nozzle and needle are lapped together as a pair,and cannot be replaced individually. The nozzle iscontrolled by two pins attached to the bottom of theholder.

The joint surface between the nozzle and holder ismachine-lapped to make it oil-tight.

The fuel injector is mounted in the cylinder head bymeans of the integral flange in the holder and twostuds with distance pieces and nuts.

A bore in the cylinder head vents the space below thebottom rubber sealing ring on the injection valve,thus preventing any pressure build-up due to gasleakage, but also unveiling any malfunction of thebottom rubber sealing ring for leak oil.

514.01Edition 01H


L23/30H

Internal Fuel Oil System 514.01Edition 01H

Fuel Oil High Pressure Pipe

The connection between injection pump and fuelinjector is a shielded high pressure pipe. The highpressure pipe is equipped with connection tapersmatching to simiular taper facings on the threadedconnectors on the injection pump and the fuel injec-tor.

Waste Oil System

Waste leak oil from the compartment, fuel valve andengine feed pump is led to a fuel leakage alarm unit.

The alarm unit consists of a box with a float switch forlevel monitoring. In case of a larger leakage thannormal leakage, the float switch will initiate alarm.The supply fuel oil to the engine is led through theunit in order to keep this heated up, thereby ensuringfree drainage passage even for high-viscous waste/leak oil.

94.26 - ES0S

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The fuel injection system is responsible for supply-ing the diesel engine with fuel. The injection pump generates the pressure re-quired for fuel injection. The fuel under pressure is forced through the high pressure fuel injection tubing to the injection noz-zle which injects it into combustion chamber. Fuel Injection Pump The fuel oil injection pump is installed on roller guide housing directly above the camshaft, and it is activated by the cam on the camshaft through roller guide fitted in the roller guide housing as in-dicated in the Fig. 1. The fuel injection amount is determined by plunger lift from the plunger start to the finish (discharge end). Fig.2.

Fig. 1 Fuel injection pump

Fig.2

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Description Page 1 (3) Fuel Injection System - NICO 514.01

Edition 04H

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And the fuel injection quantity is changed by rota-tion of plunger. The plunger is rotated by means of a toothed con-trol sleeve, which engages in a control rack mount in the pump housing. Fig.3.

Fig.3 The release of the high-pressure through the cut-ting-off edges presses the oil with great force against the wall of the pump housing. At the spot, two exchangeable deflectors are mounted. Fig.4. The amount of fuel oil injected into each cylinder unit is adjusted by means of the governor. It main-tains the engine speed at the preset value by a continuous position of the full pump racks, via a common regulating shaft and spring-loaded link-ages for each pump. Fuel Injection Valve The fuel injection valve consists of fuel valve body, nozzle and nozzle nut etc and is installed into the cylinder head. Fig.5.

Fig. 4

Fig. 5

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514.01 Edition 04H Fuel Injection System - NICO Description

Page 2 (3)

L23/30H

In the fuel injection system of diesel engine, the nozzles in nozzle holders are important link be-tween injection pump and engine, which measure the inject fuel, manages the fuel spray, defines the rate of discharge curve and seals off the injection system from the combustion chamber. Diesel fuel is injected at high pressure. The high pressure causes the injection system to expand at certain points, whereby the nozzle cross section defines the quantity of fuel that is injected into the combustion chamber. The nozzle spray-hole length and diameter, and orifice shape have an influence upon fuel man-agement and as a result, upon the engines power, its fuel consumption and its exhaust emissions. Fig.6 The nozzle also seals off the fuel injection system against the hot, highly compressed gasses from the combustion chamber. In order to avoid blowback of these gasses when the injection nozzle opens, the pressure in the nozzle’s pressure chamber must always be higher than combustion chamber. The opening pressure of the nozzle can be ad-justed by means of the centrally mounted adjusting nut.

Fig. 6

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Description Page 3 (3) Fuel Injection System - NICO 514.01

Edition 04H

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Working Card Page 1 (4) Fuel Injection Pump and Fuel Injection Pipe (NICO) 514-01.05

Edition 03H

L23/30H

Safety precautions: ▩ Stopped engine ▩ Shut-off starting air □ Shut-off cooling water ▩ Shut-off fuel oil ▩ Shut-off cooling oil ▩ Stopped lub. oil circul. Description: Dismounting, inspection/overhaul and mounting of fuel injection pump. Inspection of fuel injection pipe. Starting position : Cover in front of fuel injection pump has been re-moved. Related procedure : Inspection of roller guide for Fuel injection pump, 508-01.05 Manpower: Working time : 4 hour Capacity : 1 Man Data: Data for pressure and tolerance (Page 500.35)Data for torque moment (Page 500.40)Declaration of weight (Page 500.45)

Special tools: Plate no Item no Note 52014 013 52014 025 52014 204 52014 253 52006 261 20 – 120 Nm 52006 273 80 – 360 Nm Hand tools: Ring and open end spanner 13mm Ring and open end spanner 14mm Ring and open end spanner 17mm Ring and open end spanner 19mm Allen key 6 mm, 8mm, 10 mm Piler for lock ring. Tools for cleaning. Clean kerosene or gas oil. Clean lubricating oil. Anti seize product (Copaslip, Molykote GN Plus or similar). Spare and wearing parts: Plate no Item no Qty/ 51401 577 1/pump 51401 590 1/pump 51401 589 1/pump 51401 852 1/pump

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514-01.05 Edition 03H Fuel Injection Pump and Fuel Injection Pipe (NICO) Working Card

Page 2 (4)

L23/30H

Dismounting of fuel injection pump 1. Dismount the fuel injection pipe pos. 1 fig 1

and the fuel inlet pipe pos 2.

2. Separate the spring loaded lever from the control rack on the fuel injection pump.

Fig 1 View from Control Side 3. Remove the pipe for lub.oil and drain.

4. Remove the screws in the bottom flange (2

pieces) and take the fuel injection pump away.

Separation of fuel injection pump. 5. If necessary, clean the exterior of the injec-

tion pump.

6. Mount the injection pump in the clamping bracket PYO-W020 (see plate 52014 item 037), on the test pump.

7. Press the guide: plunger (N) fig.2 downwards and remove the snap ring (P). remove the guide: plunger (N) with lower spring seat (O) and plunger (M). Be sure not to damage the plunger.

Fig 2 Cross Section of Fuel Injection Pump

98.28-ES0

Working Card Page 3 (4) Fuel Injection Pump and Fuel Injection Pipe (NICO) 514-01.05

Edition 03H

L23/30H

8. Take out the plunger spring (L), upper spring seat (K) and control sleeve (J). If necessary remove the snap ring (R) and rack stopper (I) and dismount the control rack (H) aswell as the plug in the opposite end of the control rack (H) .

9. Unscrew the four bolts (A) and remove the

case : delivery valve (B). Take out the spring : delivery valve (D) and the delivery valve (F).

10. Loosen and remove the four bolts (C) and

take out the monoblock cylinder. 11. Rmove all the O-ring from the injection pump. 12. All parts must be cleaned, using kerosene or

gas oil and a hand brash (not a steal brush).Blow through the holes for sealing oil in the pump houses and the monoblock cylinder(E).

Inspection of fuel injection pump: 13. Insert plunger (M) and delivery valve (F) into

the monoblock cylinder (E) after wetting with clean gas oil. Plunger and delivery valve must slide into the monoblock cylinder by their own weight.

Fig 3 Clearance between Lower Spring Seat and Plunger

14. The axial cleranance between lower spring seat and plunger foot must not exceed 0.25 mm. The clearance between lower spring seat and lunger foot is 0.05 to 0.1 mm when new. See fig 3.

15. Check the deflectors (G) for wear and renew

if necessary. 16. Monoblock cylinder (E), plunger (M) and

delivery valve (F) are manufactured to very close tolerances.

Any attempt to refinish these parts causes alterations of the tolerances and must therefore NOT be carried out. If during the visual inspection of the parts, heavy abrasion symptoms or damage can be observed, the part in question must be replaced. Assembling of fuel injection pump: 17. When assembling the injection pump,

proceed in the reverse order to disassembling. Pay attetion to the following:

Fig 4 Mounting of control Rack Mechanism A. At initial tightening up of new parts the

following (c) for monoblock cylinder (E). Tighten bolts to 55 Nm, loosen and tighten again to 55 Nm and then tighten to 55 Nm + 10 Nm. Employ the same procedure when tightening the other pump components for the first time.

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514-01.05 Edition 03H Fuel Injection Pump and Fuel Injection Pipe (NICO) Working Card

Page 4 (4)

L23/30H

B. Renew all sealing and back-up rings. For

placing of the rings,see fig 1. C. Coat all the threads with an anti seize

product. D. Wipe dry with paper plane sealing surface on

monoblock cylinder (E) and case : delivery valve (B).

E. Before inserting the control sleeve (J), the

easy motion of the plunger (M) in the monoblock cylinder (E) must be checked.

F. When assembling the control sleeve (J),

ascertain that the tooth (recognizable bythe chamfer) will enter the space of the control rack (H ) marked by two sings, see fig 4.

G. The marking on the guide cam of the plunger

(M), must be in line with the marking in the slots of the control sleeve (J). (Not shown on fig 4).

18. After assembling, the easy motion of the

control rack (H) , must be checked and the plunger (M) must be moved from the no-load stop to full-load stop.

Mounting of fuel injection pump: 19. Before mounting the fuel injection pump,

clean the roller guide spring and washer for spring in the roller guide housing.

20. Reconnect the control rack (H) to the spring

loaded lever and all the pipes to the fuel pump.

Fuel injection pipe: By normal working conditions the fuel injection pipe require very little maintenance except replacement of O-rings and gasket in connection with the normal overhaul of fuel injection equipment.

Working Card Page 1 (4) Fuel Injection Valve-NICO 514-01.10

Edition 04H

L23/30H

Safety precautions : ▩ Stopped engine ▩ Shut-off starting air ▩ Shut-off cooling water ▩ Shut-off fuel oil ▩ Shut-off cooling oil □ Stopped lub. oil circul. Description: Dismounting, overhaul, pressure testing and mounting of fuel injection valve. Starting position: Top cover on the cylinder head and front cover on the fuel injection pump has been dismounted. Fuel injection pipe dismounted 514-01.05 Related procedure: Manpower: Working time : 2 hour Capacity : 1 man Data: Data for pressure and tolerance (Page 500.35)Data for torque moment (Page 500.40)Declaration of weight (Page 500.45)

Special tools: Plate no Item no Note 52006 261 20 – 120 NM 52014 013 52014 108 52014 204 52014 300 Extra tools 52014 361 52014 407 Hand tools: Ring and open end spanner 12mm Ring and open end spanner 22mm Ring and open end spanner 24mm Socket spanner 24mm Socket spanner 30mm Tools for cleaning. Clean kerosene or gas oil. Anti seize product (Copaslip, Molykote GN Plus or similar). Replacement and wearing parts: Plate no Item no Qty/ 51402 224 3/valve

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514-01.10 Edition 04H Fuel Injection Valve-NICO Working Card

Page 2 (4)

L23/30H

The fuel injection valve is the single component that has the greatest influence on the diesel en-gine condition. Various forms of operation and quality of fuel oil affect the overhaul intervals. In some cases it may be necessary to shorten the prescribed intervals. Dismounting and cleaning: 1. Dismount the fuel injection valve from the

cylinder head by means of the special tool as shown in fig. 1.

Fig 1 Dismounting of fuel injection valve from cylinder head. 2. Mount the fuel injection valve into the clamp-

ing bracket VTO-W020 (see plate 52014, item 025) on the pressure testing pump, and loosen the nut (B) fig2. Unstress the spring by turning the adjusting screw(D).

3. Clean the lower par of the atomizer complete (J) from carbonized oil deposits before dis-mantling the nozzle nut (H). Remove the nozzle nut (H) and the atomizer complete© (J).

Fig 2 Fuel injection valve. Attention! Do not damage the lapped surface. 4. The spring (F) and the spindle (G), are to be

taken out by loosening the adjusting screw (D), completely.

5. All parts must be cleaned with kerosene or

gas oil and a hard brush (not a steel brush). 6. Clean the nozzle holes of charred coke by

means of the supplied special drill (see plate 52014-011H item 108) with holder.

7. Clean the cooling chamber and the cooling

ducts in the nozzle body and injector body by placing these in a cleaning liquid and then blow through the parts with dry working air.

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Working Card Page 3 (4) Fuel Injection Valve-NICO 514-01.10

Edition 04H

L23/30H

Inspection of the parts: 8. Atomizer complete are matched by lapping

and are therefore only interchangeable as units. Insert nozzle needle with gas oil in the nozzle body.

A. It must be controlled whether the nozzle needle slides down by its dead weight on its seat.

9. If the holes are oval worn, which is checked

with of a magnifing glass, the atomizer complete mast be scrapped.

10. The best way, however, to check if the holes

are worn out is to control the flow rate of the atomizer which, in general, only can be made at the manufacturer's works on a special test stand.

11. Every effort to refinish will result in

alterations of these values and malfunction of the atomizer complete. If heavy abrasion symptoms, respectively damages are observed at the visual inspection of the parts, the parts in question must be replaced.

Reassembling: 12. When all parts have been overhauled, found

in good order and carefully cleaned, assemble the fuel injection valve again.

13. When assembling the injection valve,

proceed in the opposite order compared to the disassembly.

Pay attention to the following: A. Lubricate the threads on the adjusting

screw (D) with lub. oil, and the threads of the injector body for the nozzle nut. The shoulder of the atomizer complete which is in contact with the noble nut, must be lubricated with an antiseizure product.

B. The sealing plane surface of body and

nozzle must be wiped dry with paper. C. Renew the O-rings (C) and (E). D. Tighten torque for nozzle nut (see page

500.40.)

Pressure testing of fuel injection valve: 14. The most effective checking of the fuel

valves is obtained through pressure testing, preferably carried out after each overhaul and also in case of irregularities in operation. The pressure testing is carried out in the fol-lowing way by means of the pressure testing apparatus supplied.

15. Mount the fuel injection valve in the bracket

VTO-W020 (see plate52014 item no.25) again. The bracket to be in such a position that the nozzle of the injector is pointing downwards.

16. Fortest of the injection pressure and

atomizing mount the test pipe VTO-W021 (see plate 52014 item 049), increase pressure by means of the lever on the test pump, and adiust the opening pressure to 320 bar, by the adjusting screw (D),see fig 2, then tighten nut (B) and check opening pressure again.

Do not expect chattering, but make sure that the nozzle spray from all holes in the same angle, The nozzle might chatter if the lever is worked very fast, actually by hitting it. Do not expect a nozzle tip with more than 1000 running hours to perform like a new nozzle in the test pump. Then increase the pressure to 300 bar and keep the pressure by working the lever slowly downwards. When the pressure is kept at 300 bar, there should be no more than one drip from the nozzle tip for approx.3-5 sec. WARNING: Keep out of the fuel jets as they will penetrate the skin. Fuel which has penertated the skin can cause painful inflammations (blood poisoning).

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514-01.10 Edition 04H Fuel Injection Valve-NICO Working Card

Page 4 (4)

L23/30H

Mounting of the fuel injection valve in cylinder head:

Fig 3 Grinding tools for seat and liner for fuel injection valve. 17. Before mounting the fuel valve, clean and

inspect the valve sleeve in the cylinder head. If necessary, grind the seating face with the grinding tool (see fig 3).

18. Coat the O-rings and the lower part of the

valve with an antiseizure product, place the valve in the cylinder head and press it down to the seat.

19. Mount the high pressure pipe before tighten-ing the nuts then it is easier to fit the threads.

20. Put on the distance pieces, fit the nuts and

tighten up with a torque spanner (for torque moment, see page 500.40).

Fig 4 Grinding tools for fuel injection valve (extra tools).

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Safety precautions:


Description:

Disassembly, cleaning and assembly of fuel oilsplit filter.

Starting position:

Related procedure:

Manpower:


Data:



91.08 - ES0S-G

L23/30H

Fuel Oil Split FilterWorking CardPage 1 (2)

Special tools:


Hand tools:

Ring and open end spanner, 13 mm.Ring and open end spanner, 17 mm.Kerosene, gas oil or similar.



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Fuel Oil Split Filter Working CardPage 2 (2)

1) During normal operation both filters should be inoperation, single operation only to be used whendismantling one of the filters for manual cleaning orinspection.

2) Normally the filters are cleaned during operationby turning the handle, (1) see fig 1, on the filter housingtop a couple of turns. (clockwise).

Simultaneously with turning of the handle, the draincock, (2) in bottom of the filter housing should beopened in order to drain of the dirt being scraped of thefilter element, (3).

1

2

3

5

Fig 1 Fuel oil split filter

3) Position of three way cock, see fig 2.

4 5

Both filters inoperation.

Right FilterThis position isonly for cleaningof the left filter,not for continu-ous operating.

Left FilterThis position isonly for cleaningof the right filter,not for continu-ous operating.

Fig 2. Fuel oil split filter (top view).

Note: Shut-off fuel oil, before dismantling filter ele-ment.

4) If no drainage occurs when the drain cock isopened, the filter housing should be dismantled formanual cleaning. Remove the nuts (5), and take outthe filter element (3).

5) Clean the filter element in kerosene gas oil orsimilar and blow it dry with working air.

6) Mount the filter element again.

7) The filter element itself should never be dis-mantled, but has to be replaced if damage or malfunction is experienced.

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Safety precautions:


Description:

Check of fuel oil piping system.

Starting position:

Engine is running.

Related procedure:

Manpower:

Working time: ½hourCapacity : 1 man

Data:



92.04 - ES0S-G

L23/30H

Check of Fuel Oil Piping SystemWorking CardPage 1 (2)

Special tools:


Hand tools:



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Check of Fuel Oil Piping System Working CardPage 2 (2)

Fuel Oil System.

1) Dismount the covers to the injection pumps. Blow-through drain pipes.



Venting pipe

Fig 1. Cross section of cylinder head


6) Check the condition of the lower O-ring for the fuelinjecting valves by means of the venting pipe.

For fuel oil condition, see section 504.


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Safety precautions:


Description:

Adjustment of the maximum combustion pressurefor the cylinders one by one and for all cylinders intotal.

Starting position:

Camshaft mounted and adjusted inrelation to the crankshaft (lead), 507-01.20Intermediate wheel mounted.

Related procedure:

Manpower:


Data:



91.45 - ES0S-G

L23/30H

Adjustment of The Maximum Combustion PressureWorking CardPage 1 (3)

Special tools:


52006 261 20 - 120 Nm.52010 01152008 058

Hand tools:

Ring and open end spanner, 19 mm.Socket spanner, 19 mm.Depth gauge.Plastic hammer.



50801 124 1 set/cyl

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Adjustment of The Maximum Combustion Pressure Working CardPage 2 (3)

Fig 2

Action Results

Total height Distance Injection Max. combustionon roller guide "x" timing pressure

increased Reduced Advanced increased

Reduced increased Delayed Reduced

¯

¯

¯

¯

If fuel oil valve, piston, inlet and exhaust valves aswell as turbocharger and charge air cooler are workingcorrect and the compression pressure P

comp is normal

the maximum combustion pressure will indicate theinjection timing for the fuel oil pump.

If Pmax

is too low it indicates that the injection timingis delayed.

If Pmax

is too high it indicates that the injection timingis advanced.

The injection timing can be altered by inserting orremoving shims under the thrust piece on the rollerguide, thus changing the measure “X”, see fig 1.

Measure "x"

Total height

Fig 1

21

3

4

1

2

3

4

5

23

4

1 Extractor 2 Thrust piece

3 Shims 4 Roller guide

5 Soft hammer

Fig 3

Thinner and/or fewer shims (increase of the distance“X”) results in a delayed injection timing and a lowerP

max.

Thicker and/or more shims (reduction of the distance“X”) results in an advanced injection timing and ahigher P

max.

If the distance “X” is to be changed the trigger (1) isused for dismantling of the thrust piece (2), whereafterthe thickness and/or the number of shims (3) can bechanged.

By changing “X” with 0.10 mm the maximum combus-tion pressure is changed with - see page 500.35.

After replacement of shims the thrust piece is re-mounted in the roller guide (4) with a soft hammer (5).

When changing “X” it must be ensured that the

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L23/30H

Adjustment of The Maximum Combustion PressureWorking CardPage 3 (3)

distance between the upper edge of the roller guidehousing and the thrust piece on the roller guide is notexceeded, when the roller is resting on the circularpart of the fuel cam, see page 500.35.

In all cases “X” must be checked and adjusted, ifnecessary, when fuel oil pump, roller guide, rollerguide housing and/or camshaft section have beenreplaced/dismantled.

Note: If several fuel oil pumps, roller guides, rollerguide housings and/or camshaft sections are dis-mantled at the same time it is advisable to number theparts in order to facilitate remounting and adjustment.

If the maximum combustion pressure differs from thetest bed records after adjustment of each individualpump the camshafts placement can be changed, asthe camshafts gear wheels are provided with oblongedholes so that they can be turned in relation to the hub.

The gear wheel is provided with an engraved scale,see fig 4, and the hub of the cam shaft is provided witha mark.

When the screws, which fasten the gear wheel, areloosened the gear wheel is turned (by turning thecrankshaft) in relation to the camshaft. By reading theangle in which the gear wheel is displaced in relationto the camshaft the altered P

max can be calculated. A

line on the scale corresponds to: see page 500.35.

If the crankshaft is turned in the engines normaldirection of rotation the maximum combustion pres-sure P-

max. is reduced.

If the crankshaft is turned against the engines normaldirection of rotation the maximum combustion pres-sure P-

max. is increased.

After the adjustment the screws are fastened with atorque wrench, see page 500.40, and secured.

Your Notes :

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Safety precautions:


Description:

Disassembly, overhaul and assembly of fuel oilfeed pump.Adjustment of fuel oil pressure.

Starting position:

All pipe connections to the feed pump have beendisconnected, and the feed pump is removedfrom the engine.

Related procedure:

Man power:

Working time : 4 HoursCapacity : 1 man

Data:



96.26 - ES0S

L23/30H

Fuel Oil Feed PumpWorking CardPage 1 (3)

Special tools:


Hand tools:

Allen key, 8 mm, 10 mm, 22 mm.Ring and open end spanner, 17 mm.Ring and open end spanner, 46 mm.Big screwdriver.Adjustable spanner.Puller.Hard brush.Gas oil.



51410 049 1/pump51410 050 4/pump51410 108 1/pump51410 265 1/pump

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Fuel Oil Feed Pump Working CardPage 2 (3)

Disassembly.

1) Remove the coupling part (14), see fig. 1, bymeans of a puller.

2) Remove screws (12) and dismount the cover(11) with locking ring, sealing ring, o-ring and rotatingpacking (9).

3) After removal of the screws (4) (6 pcs.) thecover (3) is dismantled and the gear wheels (5 and7) are pulled out.

4) Dismounting of the spring loaded adjustableby-pass valve.

Remove the cap nut (21), nut (20), spring housing(19), spring (18) and the cylinder (23). If the piston(17) cannot be pulled out from the same side the plugscrew (15) can be removed and the piston can bepressed from this side with a screw driver or the like.

Overhaul:

5) Clean all the parts with gas oil and a hardbrush.

Warning: Never use a steel brush.

The parts are blown clean with working air.

6) If the bearing bush are to be removed theexisting bearing bush is plugged out, the bores arecleaned and new bearing bush is mounted, see fig.2.

Before the gear wheels can be mounted the bearingbush must be adjusted with a reamer or a bearingscraper, so that the gear wheel can run easily whenthe pump is assembled.

7) Renew the sealing ring in cover (11).

8) Inspect all other parts for wear and damage,and renew, if necessary.

Assembly:

9) Mount the gear wheel (5 and 7), coat thesealing lip with silastene or similar and mount thecover (3).

10) Mount the rotating packing (9) and the cover(11) with sealing ring, o-ring, locking ring and coupling(14).

11) Mount the spring loaded by-pass valve, nut(20), gasket (16), cap nut (21) and plug screw (15).

12) Mount the feed pump on the engine and con-nect all the pipes.

Adjusting of Fuel Oil Pressure.

13) The outlet pressure of the feed pump, can beadjusted by means of an adjusting screw in the by-pass valve.

Remove the cap nut (21) and loosen the nut (20).

By turning the spring housing clockwise the pressureis raised and reverse the pressure is lowered byturning the spring housing (19) anti-clockwise. Whenthe correct pressure is reached, see page 500.30,the spring housing (19) is locked with nut (20) andfinally the gasket (16) and cap nut (21) are mounted.

96.26 - ES0S

0802

8-0D

/H52

50/9

4.08

.12


96.26 - ES0S

L23/30H

Fuel Oil Feed PumpWorking CardPage 3 (3)

Fig. 2. Mounting of bearing bush.

Fig. 1. Fuel oil feed pump.

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Plate Page 1 (2) Fuel lnjection Pump - NICO 51401-03H

L23/30H

98.28-EO0

0802

8-0D

/H52

50/9

4.08

.12

98.28-EO0

51401-03H Fuel lnjection Pump - NICO Plate

Page 2 (2)

L23/30H

Item No. Qty. Designation

Item No. Qty. Designation

577 1/P O-ring

589 1/P O-ring

590 1/P O-ring

600 2/P Deflector

612 2/P Gasket

624 1/P Washer

636 1/P Pointer

648 1/P Nut

661 1/P Control rack

673 1/P Pump housing, complete

685 1/P Gasket

697 1/P Plug

707 1/P Snap ring

719 1/P Rack stopper

720 1/P Control sleeve

732 1/P Spring seat

744 1/P Spring: Plunger

756 1/P Spring seat

768 1/P Guide: Plunger

781 1/P Snap ring

793 4/P Bolt

803 1/P Case: Delivery valve

815 1/P Ring

827 1/P Spring: Delivery valve

839 4/P Bolt

840 1/P Plunger, complete

852 1/P O-ring

When ordering spare parts, see also page 500.50. * = Only available as part of a spare parts kit. Qty./P = Qty./Pump Qty./C = Qty./Cylinder

0802

8-0D

/H52

50/9

4.08

.12

Plate Page 1 (2) Fuel Injection Valve - NICO 51402-03H

L23/30H

98.28-EO0

0802

8-0D

/H52

50/9

4.08

.12

51402-03H Fuel Injection Valve - NICO Plate Page 2 (2)

L23/30H

Item No. Oty. Designation Item

No. Oty. Designation

190 1/V Plug screw

200 1/V Gasket

221 1/V Injector body

224 3/V O-ring

236 2/V Dowel pin

248 1/V Atomizer, complete

261 1/V Nozzle nut

273 3/V Cap nut

285 1/V Nut

297 1/V Adjusting screw

307 1/V O-ring

319 I/O Spring

320 1/V Spindle

When ordering spare parts, see also page 500.50. * = Only available as part of a spare parts kit. Qty./V = Qty./Valve Qty./C = Qty./Cylinder.

98.28-EO0

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Fuel Oil Filter Duplex 51403-02HPlatePage 1 (2)

98.27 - ES0

0802

8-0D

/H52

50/9

4.08

.12

98.27 - ES0


Fuel Oil Filter Duplex PlatePage 2 (2)51403-02H

L23/30HItemNo. Qty. Qty.

ItemNo.

015

027

052

064

076

088

111

123

135

147

159

160

172

184

196

206

1/E

2/F

8/F

2/F

1/F

2/F

2/F

2/F

1/F

1/F

2/F

2/F

2/F

2/F

2/F

2/F

Fuel oil filter duplex,complete

Filter element,complete

Nut

O-ring

O-ring

Plug screw

Gasket

Drain cock,complete

Gasket

Fixing screw

Disc

Gasket

Counter nut

Sealing screw

Handle

Split pin

Brændselsoliespalte-filter, komplet

Filterelement, komplet

Møtrik

O-ring

O-ring

Propskrue

Pakning

Aftapningshane,komplet

Pakning

Fastspændingsskrue

Skive

Pakning

Omløbsmøtrik

Tætningsskrue

Håndtag

Split


* = Kun tilgængelig som en del af et reservedelssæt.Qty./E = Qty./Engine.Qty./F = Qty./Filter.


* = Only available as part of a spare parts kit.Qty./E = Qty./Engine.Qty./F = Qty./Filter

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Fuel Injection Pipe 51404-01HPlatePage 1 (2)

94.22 - ES0S

178010

130

130

237

250

262

142

166

154

178

262

142

154

166

095

213

201

225

0802

8-0D

/H52

50/9

4.08

.12

94.22 - ES0S

Fuel Injection Pipe PlatePage 2 (2)51404-01H

L23/30H


ItemNo.

010

095

130

142

154

166

178

201

213

225

237

250

262

1/C

1/C

2/C

2/C

4/C

2/C

2/C

2/C

2/C

1/C

1/C

1/C

4/C

Fuel injection pipe,complete

Sleeve

O-ring

Flange

Screw

Sealing ring

O-ring

Sleeve in 2/2

Wire lock ring

Nut

Screwed socket

Nut

Locking washer

Højtryksrør,komplet

Styrebøsning

O-ring

Flange

Skrue

Tætningsring

O-ring

Bøsning 2-delt

Wire låsering

Møtrik

Gevindmuffe

Møtrik

Låseskive


* = Only available as part of a spare parts kit.Qty./C = Qty./Cylinder.


* = Kun tilgængelig som en del af et reservedelssæt.Qty./C = Qty./Cylinder.

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Fuel Oil Feed Pump 51410-01HPlatePage 1 (2)

96.20 - ES0S

0802

8-0D

/H52

50/9

4.08

.12

96.20 - ES0S


Fuel Oil Feed Pump PlatePage 2 (2)51410-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

013

025

037

049

050

062

074

086

098

108

121

145

157

169

170

182

194

204

216

228

241

253

265

277

289

290

300

312

1/P

1/P

1/P

1/P

4/P

1/P

1/P

2/P

2/P

1/P

6/P

1/P

3/P

2/P

1/P

1/P

1/P

1/P

1/P

1/P

3/P

6/P

1/P

1/P

4/P

1/E

1/P

1/P

Housing

Cover

Gear wheel

Gear wheel

Bush

Key

Coupling, complete

Cap nut

Gasket

Rotating sealing

Screw

Plug screw

Gasket

Cylindrical pin

Cap nut

Nut

Spring housing

Plunger

Spring

Flange

Screw

Screw

Sealing ring

Cover

Screw

Pump, complete

Circlip

Cylinder

Hus

Dæksel

Tandhjul

Tandhjul

Foring

Feder

Kobling, komplet

Kapselmøtrik

Pakning

Roterende pakning

Skrue

Propskrue

Pakning

Cylindrisk stift

Kapselmøtrik

Møtrik

Fjederhus

Stempel

Fjeder

Flange

Skrue

Skrue

Tætningsring

Dæksel

Skrue

Pumpe, komplet

Sikringsring

Cylinder


* = Kun tilgængelig som en del af et reservedelssæt.Qty./P = Qty./Pumpe.Qty./E = Qty./Motor


* = Only available as part of a spare parts kit.Qty./P = Qty./Pump.Qty./E = Qty./Engine.

L23/30HDescription

515. 01 (01H)Lubricating oil cooler ------------------------------------------------------------------------------------515. 06 (01H)

Working Card

515- 01 .00 (01H)515- 01 .05 (01H)515- 01 .10 (01H)

Lubricating oil, thermostatic valve -----------------------------------------------------------515- 01 .20 (01H)Check of lubricating oil piping system ------------------------------------------------------515- 01 .90 (01H)Lubricating oil cooler ----------------------------------------------------------------------------515- 06 .00 (02H)

Plates

51501- 03H51502- 01H51502- 02H51503- 01H51504- 01H51506- 01H

51530- 01H

515

Internal lubricating oil system -----------------------------------------------------------------

Lubricating Oil SystemIndexPage 1(1)

Lubricating oil pump, engine driven ----------------------------------------------------------Prelubricating pump -----------------------------------------------------------------------------Lubricating oil filter ------------------------------------------------------------------------------

Lubricating oil filter (suppl. for Plate 51502-06H/07H) ----------------------------------------

Lubricating oil pump (gear driven) ------------------------------------------------------------------Lubricating oil filter (type A) --------------------------------------------------------------------------

Prelubricating pump ------------------------------------------------------------------------------------Lubricating oil thermostatic valve -------------------------------------------------------------------

Lubricating oil separator ------------------------------------------------------------------------------

Lubricating oil cooler -----------------------------------------------------------------------------------

STX Engine

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

DescriptionPage 1 (3) Internal Lubricating Oil System

L23/30H

96.30 - ES0S

515.01Edition 01H

Fig. 1. Diagram for Internal Lubricating Oil System

General

The lubricating oil system is based on wet sumplubrication. All moving parts of the engine arelubricated with oil circulating under pressure in aclosed built-on system.

The lubricating oil is furthermore used for the pur-pose of cooling the pistons.

System Flow

The lubricating oil pump draws oil from the oil sumpand presses the oil through the cooler and filter to themain lubricating oil pipe, from where the oil is distri-buted to the individual lubricating points. From thelubricating points the oil returns by gravity to the oilsump.

The main groups of components to be lubricatedare:

1 - Turbocharger

2 - Main bearings, big-end bearing ect.

3 - Camshaft drive

4 - Governor drive

5 - Rocker arms

6 - Camshaft

ad 1) For priming and during operation, the tur-bocharger is connected to the lub. oil circuit of theengine, the oil serves for bearing lubrication.

The inlet line to the turbocharger is equipped with afixed throttle in order to adjust the oil flow and a non-return valve to prevent draining during stand-still.

The non-return valve has back-pressure functionrequiring a pressure slightly above the priming pres-sure to open in normal flow direction. In this wayoverflooding of the turbocharger is prevented duringstand-still periods, where the prelubricating pump isrunning.

PI21-22

PDAH21-22

PAL22

TAH22

PSL22

TI22

LAL25

TI20

PI23

Filter

Lub. oil cooler

Eng. drivenlub. oil pump

To pumpdrive

Pre. lub.oil pump

To main bearing

To rocker arms

Forced oilBoring in camshaft

To camshaft bearing

Governordrive

Toca

msh

aft

driv

e

C4

Oil vapourdischarge

C13

C3

Cyl. 1

Topiston

Pre.lub. oilinlet TC

L23/30H

DescriptionPage 2 (3)Internal Lubricating Oil System

96.30 - ES0S

515.01Edition 01H

ad 2) Lubricating oil for the main bearings issupplied through holes drilled in the engine frame.From the main bearings it passes through bores inthe crankshaft to the connecting rod big-end bea-rings.

The connecting rods have bored channels for supplyof oil from the big-end bearings to the small-endbearings, which has an inner circumferential groove,and a pocket for distribution of oil in the bush itselfand for supply of oil to the pin bosses and the pistoncooling through holes and channels in the piston pin.

From the front main bearings channels are bored inthe crankshaft for lubricating of the pump drive.

ad 3) The lubricating oil pipes, for the camshaftdrive gear wheels, are equipped with nozzles whichare adjusted to apply the oil at the points where thegear wheels are in mesh.

ad 4) The lubricating oil pipe, and the gear wheelsfor the governor drive are adjusted to apply the oil atthe points where the gear wheels are in mesh.

ad 5) The lubricating oil to the rocker arms is ledthrough pipes to each cylinder head. It continuesthrough bores in the cylinder head and rocker arm tothe movable parts to be lubricated at rocker armsand valve bridge. Further, lub. oil is led to themovable parts in need of lubrication.

ad 6) Through a bore in the frame lub. oil is led tothe first camshaft bearing and through bores in thecamshaft from where it is distributed to the othercamshaft bearings.

Lubricating Oil Pump

The lubricating oil pump, which is of the gear wheeltype, is mounted on the front end of the engine andis driven by means of the crankshaft through acoupling or a gear wheel.

The pressure regulator forms part of the lubricatingoil pump. Adjustment of the oil pressure is done byremoving the cap nut and turning the adjusting screwuntil reading the pressure stated in description500.30.

Operating of Pre-lubricating Pump

As standard the engine is equipped with an electric-driven prelub. pump mounted parallel to the mainpump. The pump must be arranged for automaticoperation, ensuring stand-still of the prelubricatingpump when the engine is running, and running dur-ing engine stand-still in stand-by position.

Running period of the prelubricating pump ispreferably to be continuous. If intermittent running isrequired for energy saving purpose, the timingequipment should be set for shortest possibleintervals, say 2 minutes of running, 10 minutes ofstand-still, etc. Further, it is recommended that theprelub. pump is led from the emergency switch boardthus securing that the engine is not started withoutprelubrication.

Lubricating Oil Filter

The lubricating oil filter is a double filter which isgenerally used with only one filter chamber being inoperation, the other filter chamber being stand-by.

If the filter chamber in operation needs to be serviced,the operation can be switched to the other filterchamber without any interruption in lubricating oilsupply to the engine.

Servicing is generally restricted to replacing of thepaper cartridges, cleaning of the radial mesh insertand inspection of sealings, the latter to be replacedif damages observed.

Each filter chamber is equipped with 1 or 2 replaceablepaper cartridges of fineness 10-15 microns.

In the centre of each filter chamber a filter basket(central element) is situated. This filter basket isacting as a safety filter, having a fineness of about 60microns.

During operation an increased pressure drop acrossthe filter will be observed as dirt particles will depositon the filtration surfaces of the paper cartridges andthus increase the flow resistance through the filter.

If the pressure drop across the filter exceeds 2.0 bar,a release valve will open and by-pass the 10-15microns filter element, and the engine will run withonly the 60 microns safety filter.

To ensure safe filtering of the lubricating oil, none ofthe by-pass valves must open during normal serviceand the elements should be replaced at a pressuredrop across the filter of 1.5 bar.

Servicing is essential the exchange of the papercartridges.

When exchanging cartridges, it is advisable to releaseany old oil remaining in the filter housing by meansof the drain plug provided for this purpose, and towipe out the housing with a cloth.

The filter chambers can be serviced successivelyduring operation or when the engine is at standstill.

It is essential to follow the instructions in work card515-01.10 closely when replacing filter cartridges.

Filter cartridges must under no circumstances becleaned and used again.

Thermostatic Valve

The thermostatic valve is designed as a T-piece withthe inlet in the cover (A) under which the thermostaticelements are located.

DescriptionPage 3 (3) Internal Lubricating Oil System

L23/30H

96.30 - ES0S

515.01Edition 01H

C B

A

Fig. 1. Thermostatic Valve

The outlet to the engine (by-passing cooler) is mar-ked (B) and outlet to the cooler is marked (C). In thewarming up period, the oil is by-passing the cooler.When the oil from the engine reaches the normaltemperature (see section 500, data 500.30) acontrolled amount af oil passes through the cooler.

The thermostatic elements must be replaced if thetemperature during normal operation deviatesessential from the one stated in the test report.

The valve cannot be set or adjusted, and it requiresno maintenance.

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

DescriptionPage 1 (1) Lubricating Oil Cooler 515.06

Edition 01H

96.26 - ES0U-G

L23/30H

Principle of the Plate Heat Exchanger

The built-on lubricating oil cooler is a plate heatexchanger.

The plate heat exchanger consist of a number of coldpressed plates which are compressed between aframe plate (head) and the pressure plate (follow) bymeans of tie bolts.

The plates are made with special corrugations,which ensures turbolent flow and high heat transfercofficients.

Plates

After clamping of the plate pack, the plates - whichare fitted gaskets - ensure an effective seal betweenfluids and atmosphere. In addition, intermixing of thefluids is eliminated by a double gasket seal aroundthe inlet ports.

Every second plate is turned through 180°. Thismeans that the double gasket seal occurs aroundevery second inlet to the channels between theplates.

The plate pack now forms a series of parallel flowchannels in which the fluids flow in a counter currentregime.

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Disassembly, overhaul and assembly of lubrica-ting oil pump, engine driven.Adjusment of lub. oil pressure.

Starting position:

All pipe connections to the lub. oil pump havebeen disconnected, and the lub. oil pump is re-moved from the engine.

Related procedure:

Manpower:


Data:



96.26 - ES0S-G

L23/30H

Lubricating Oil Pump, Engine DrivenWorking CardPage 1 (3)

Special tools:


52005 273 80 - 360 Nm.

Hand tools:

Ring and open end spanner, 19 mm.Ring and open end spanner, 10 mm.Ring and open end spanner, 46 mm.(Socket spanner, 46 mm).Allen key, 8 mm, 4 mm.Plier for locking ring.Soft hammer.Big screw driver.Adjustable spanner.Puller.Silastene or similar.Hard brush.



51501 234 1/pump51501 055 5/pump51501 151 1/pump

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

96.26 - ES0S-G


Lubricating Oil Pump, Engine Driven Working CardPage 2 (3)

Disassembly:

1) Remove the coupling part or gear wheel (1),see fig. 2, by means of a puller or a soft hammer.

2) Remove screws (2) and dismount the cover(3).

3) Dismount the locking ring (4), screws (5) andremove the cover (6) with the overspeed device.

4) Remove the gear wheel (7 and 8).

5) Dismounting of the spring loaded adjustableby-pass valve.

Remove the cap nut (9), nut (10), spring housing(11), spring (12) and the cylinder (13). If the piston(14) cannot be pulled out from the same side, theplug screw (15) can be removed and the piston canbe pressed out from this side with a screw driver orthe like.

Fig. 1.

Overhaul.

6) Clean all the parts with gas oil and a hardbrush, (never use a steel brush). The parts are blownclean with working air.

7) If the bearing bush is to be removed theexisting bearing bush is plugged out by means of amandrel, the bores are cleaned and new bearingbush is mounted, see fig. 1.

Before the gear wheels (7 and 8) can be mounted thebearing bush must be adjusted with a reamer or abearing scraper, so that the gear wheel can runeasily when the pump is assembled.

8) Inspect all other parts for wear and damage,and renew, if necessary.

Fig. 2.

Assembly:

9) Mount the gear wheel (7 and 8).

Coat the sealing lip with silastene or similar andmount the cover (6) with gear wheel and locking ring(4).

10) Mount the cover (3) with gasket.

11) Mount the gear wheel or coupling part (1).

For tightening the nut for gear wheel, see page500.40.

12) Mount the spring loaded by-pass valve, nut(10) with gasket, cap nut (9) and plug screw (15).

0802

8-0D

/H52

50/9

4.08

.12

Adjusting of Lub. Oil Pressure.

13) The outlet pressure of the lub. oil pump, can beadjusted by means of a adjusting screw in the by-pass valve.

Remove the cap nut (9) and loosen the nut (10).


96.26 - ES0S-G

L23/30H

Lubricating Oil Pump, Engine DrivenWorking CardPage 3 (3)

By turning the spring housing clockwise the pressureis raised and reverse the pressure is lowered byturning the spring housing (11) anti-clockwise. Whenthe correct pressure is reached , see page 500.30,the spring housing (11) is locked with nut (10) andfinally the gasket and cap nut (9) are mounted.

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Dismounting, replacement of the rotary shaft sealand assembly of prelubricating pump.

Starting position:

Related procedure:

Man power:

Working time : 2-3 HoursCapacity : 1 man

Data:



96.03 - ES0S-G

L23/30H

Prelubricating PumpWorking CardPage 1 (1)

Special tools:


Wheel puller for bearing bush.Compressed pin.Protection cover for shaft seal.Compressed pin for shaft seal.

(The special tools must be ordered separatelyfrom MAN B&W Diesel A/S, Holeby)

Hand tools:

Bench vice.Spanner.Torque spanner.Plier for lock ring.Soft hammer.



See plate 51504.

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Replacement of paper filter element(s).Cleaning of safety filter and filter housing.

Starting position:

Related procedure:

Manpower:


Data:



91.45 - ES0S-G

L23/30H

Lubricating Oil FilterWorking CardPage 1 (3)

Special tools:


Hand tools:

Ring and open end spanner, 22 mm.Ring and open end spanner, 24 mm.Ring and open end spanner, 27 mm.Adjustable spanner.



51502 013 See plate 5150251502 290 1/Filter.

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

91.45 - ES0S-G


Lubricating Oil Filter Working CardPage 2 (3)

The lubricating oil filter is dimensioned so that each ofthe two filter parts has sufficent capacity to treat theamount of lubricating oil delivered by the pump.

The three-way valve positioned is determining whetherthe left hand or the right hand filter chamber is inoperation, and also gives the possibility of havingboth filter chambers in operation simultaneously.

The three-way valve is marked with flow directionsand the figure indicates the operation modes accor-ding to valve positions.

5) Remove the inner safety element. Clean theelement with detergent. Check that it is intact.

6) Remove the outer element(s). Filter element isof disposable type. It change always to new originalfilter.

7) Clean the filter housing and the cap. Be carefulof not to let the oil from the dirty side to go into theclean oil channel in the middle of bottom.

8) Check the seal on the bottom of the filter

5 6 5

1 2 88

4

6

7

3

1 Left hand filter camber 2 Right hand filter chamber3 Inlet 4 Outlet5 Vent screw 6 Three-way valve/

switch valve7 Fill-up valve 8 Drain plug

Three-way valve positions

Left hand filtercamber in operation.

Right hand filtercamber in opera-

tion.

Both filter camber inoperation.

Fig 1. Three-way valve positions.

Service Procedure.

1) Turn the three-way valve, see fig 2, into theposition setting the stand-by filter chamber in opera-tion and the filter chamber requiring service out ofoperation.

2) Open the vent screw (5) on the top of the filterto get the pressure out of the filter half.

3) Open the drain plug (8) under the filter housingand drain off oil.

4) Filter housing cap is dismantled.

Fig 2.

housing and in the cap. Change if needed.

9) Assemble the filter in opposite order.

10) Let the air valve be open and fill the filter

0802

8-0D

/H52

50/9

4.08

.12


91.45 - ES0S-G

L23/30H

Lubricating Oil FilterWorking CardPage 3 (3)

housing with oil by means of the slow fill-up valve (7)in position FILL, see fig 3. This valve is inside thethree-way valve and by using it, the filling can bemade so slowly that the pressure on the other part ofthe filter does not drop too much.

11) Close the vent screw (5) after the housing isfilled up with oil.

12) Open the three-way valve (6) and close the fill-up valve (7) by turning it to position CLOSED, see fig.3.

13) The filter just serviced is now ready to be set inoperation.

Inspect for oil leakages in order to ascertain allsealings to be tight.

Check that pressure drop across filter is correct.

Clean the other side of the filter correspondingly.

Fill-up valve positions

Operation Changing over

Switch in normaloperation position

Switch in fillposition

Fig 3. Fill-up valve position.

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Inspection of thermostatic valve and replacementof elements.

Starting position:

Lubricating oil drained from engine (if necessary).

Related procedure:

Manpower:

Working time : 2 hoursCapacity : 1 Man

Data:



92.05 - ES0S-G

L23/30H

Lubricating Oil, Thermostatic ValveWorking CardPage 1 (2)

Special tools:


Hand tools:

Ring and open end spanner 24 mmCopaslipTools and cleaning preparation for cleaning.



51503 020 2/engine51503 044 2 /engine51503 093 3/engine

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92.05 - ES0S-G


Lubricating Oil, Thermostatic Valve Working CardPage 2 (2)

The thermostatic valve cannot be adjusted and undernormal working conditions maintenance is not required.However, in some cases it is necessary to replace theelements in the thermostatic valve.

Replacement of elements:

1) Remove nuts (1) and washers (2), 4 or 6 pcs.See fig 1.

2) Disconnect upper and lower part of the housing.

3) Remove the assembled elements (3) and theelements O-ring sealing.

4) Remove the gaskets between the upper andlower part of the housing.

5) The upper and lower part of the housing arethoroughly cleaned inside and on the gasket surfaces.

6) The sealing rings (4) for the elements in thehousing are replaced and lubricated with a thin layerof copaslip.

7) Remount the assembled elements in the housingby wriggling these somewhat over side.

8) Upper and lower part of the housing areassembled with a new gasket (5), the nuts (1) aremounted and tightened "cross-wise".

Note:

After inspection or replacement of the elements thelub. oil temperature is checked to ensure that theelements are working correctly.

2

1

3

5

4

1. Nut

2. Washer

3. Element

4. O-rings sealing

5. Gasket

Fig 1 Thermostatic valve

0802

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Safety precautions:


Description:

Check and examination of the lubricating oil pipingsystem.

Starting position:

Engine running.

Related procedure:

Manpower:


Data:



92.04 - ES0U-G

L23/30H

Check of Lubricating Oil Piping SystemWorking CardPage 1 (2)

Special tools:


Hand tools:



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Check of Lubricating Oil Piping System Working CardPage 2 (2)

Checks to be carried out.




4) Blow-through drain pipes.


6) Check manometers and thermometers for possibledamages.For lubricating oil condition, see section 504.

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96.39 - ES0S



Lubricating Oil Cooler

Safety precautions:


Description:

Separation, cleaning and assembling.Replacement of plates and gaskets.

Starting position:

Cooling water and lub. oil have been drained fromcooler/engine. All pipes are disconnected.

Related procedure:

Manpower:


Data:


Special tools:


Hand tools:

Ring and open end spanner 10 mmRing and open end spanner 55 mmRing and open end spanner 30 mmAdjustable spanner



51506 111/279 4/cooler

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Manual Cleaning

Clean the plates with a soft brush and a suitabledetergent. In case of dense coating of scale ororganic materials, the plates must be put in a bath ofdetergent.

Note: Never use a steel brush, metal scraper or thelike.

A high-pressure cleaner can be used with care,however, never with sand or other abrasives added.

Detergents

A detergent is suitable, if it will remove any coatingon the plates without causing any damage to platesand gaskets.

Note: It is of great importance that decomposition ofthe protective film on the stainless steel doesnot take place - the film preserves the corrosionresistancy of the steel.

Do not use chlorine-containing agents suchas hydrochloricacid (HCI)!

Oil and fats are removed by using a wateremulsifying oil solvent , e.g. BP-system cleaner.

Organic and greasy coatings are removed by usingsodium hydroxide (NaOH) :

- max. concentration 1.5%(1.5% concentration corresponds to 3.75 l30% NaOH per 100 l water).

- max. temperature 85o C.

Stone and lime/calcareous deposits are removed byusing nitric acid (HNO 3):

- max. concentration 1.5%(1.5% concentration corresponds to 1.75 l62% HNO3 per 100 l water).

- max. temperature 65o C.

Note: The nitric acid has an important constructiveeffect on the protective film of stainless steel.


Introduction

Cleaning of the cooler has to take place, when thepressure drop on the oil and water side is larger thanallowable and/or if the oil cannot be sufficientlycooled.

Separation

Cooling and Pressure Relief

Before opening the plate heat exchanger, it has to becooled down to below 40o C and be without pressure!

The cooling must not exceed 10o C per minute.The pressure drop must not exceed 10 bar perminute.

Note: If these norms are exceeded, the guaranteewill cease to be valid.

Separation of Edge-clamped Frame

Upon completion of the procedure “Cooling andPressure Relief”, separate the frame by retainingtwo or four diagonally placed bolts.

Note: Take care that the pressure plate does not tilt!

Loosen the bolts uniformly and diagonally (max. 10mm at a time), then push the pressure plate towardsthe end support. When the pressure plate is not tightanymore, the plates can be removed.

Note: When using plate heat exchangers on boardships, the pressure plate have to be securedin order to avoid danger due to the movementsof the ship.

Cleaning

The capacity and corrosion resistance of the plateheat exchangers depend on the purity of the plates.Any coating on the plates can be removed manually.

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96.39 - ES0S



Replacement of Glued Gaskets

On Plate 51506 are stated gasket and glue quantity.

Please use a degreasing agent on the new gaskets.

The first plate after the end cover and the connectorgrid must have gaskets in all grooves. The gasketsare to be cut according to the existing gaskets.

Loosen the glued gaskets by heating the plate inwater at 100o C. Clean the plates and remove thecoatings, if any.

Cleaning of New Gaskets and Plates

New gaskets and gasket grooves of the plates arecleaned with a cloth moistened with degreasingagent. The glue surfaces must be absolutely clean- without finger prints etc.

Please use our cleaning fluid, which is according tosuppliers recommendations.

Alternatively, please use:

- Trichloroethylene- Chlorothene VG- Acetone- Methyl ethyl ketone- Ethylacetat

It is important that all degreasing agent hasevaporated, before the glue is applied. This willnormally take approx. 15 min. at 20o C.

Clean the new gaskets on the glue surfaces withfine-grain sandpaper instead of the degreasing agentsupplied.

Control of Cleaning Fluid Concentrations

Sodium hydroxide (NaOH) solution is tritrated with0.1 n hydro-chloric acid (HCI) with methyl orange ormethyl red as indicator.

Nitric acid (HNO3) solution is titrated with 0.1 n

sodium hydroxide (NaOH) with phenolphtalin asindicator.

The concentration of the cleaning fluid in % can becalculated from the titration result by means of thefollowing formula:

Concentration = b x n x m %a x 10

a : ml cleaning fluid taken out for titrationb : ml titration fluid used as covern : the molecular concentration of titration fluidm : The molecular weight of the cleaning fluid

(NaOH) molecular weight 40, HNO3 molecularweight 63)

Replacement of Plates and Gaskets

Marking

The plates are marked with material codes andreference numbers at each end, plus codes for non-glue gaskets, if any, and stamped with the letter Vand H at either end (Fig 1).

Looking towards the gasket side, the plate isdesignated as a left plate, when the letter V is turningupwards - and a right plate when the letter H isturning upwards. Inlets and outlets of the V-platesare taking place through the corner holes Nos 1 and4. Inlets and outlets of the H-plates are taking placethrough the corner holes Nos 2 and 3.

Replacement of Plates

Before mounting a spare plate in the plate stack,please make su-re that the spare plate is identicalwith the defective plate.

Note: The same corner holes must be open and theletters V and H must be placed correctly.

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Lubricating Oil Cooler Working CardPage 4 (4)


L23/30H

Assembling

If the plates have been dismounted, they have to becorrectly assembled according to the plate itemnumbers.

The fixed cover has number 1 and the serial numbersfor the subsequent plates and intermediate frames,if any, have the numbers 2, 3, 4, 5 etc.

The serial number are stamped in the right top cornerof the plates. Further, please note that the gasketside must face the fixed cover.

Gluing

Pliobond 25, which is a nitrile rubber glue on solventbasis (25% solids). The glue is applied with a brushin a thin layer on the backs of the gaskets and thegaskets are to dry in a clean place free of dust.

Apply a thin layer of glue on the gasket grooves of theplates and press the gaskets down into the gasketgrooves.

The insertion of gaskets starts at both ends of theplate - and continues with the straight sections alongthe edges.

The gluing process is most easily effected by placingthe gaskets and the plates on a table. After havingpressed the gaskets into the grooves of a plate, it isstacked.

The plates with the gaskets are now mounted in theframe which is lightly clamped. In case of use ofrubber grooves, they are assembled to the minimummeasure stated on the engine sign plus 0.2 mm perplate.

Heat up the plate heat exchanger to 90-100o C bymeans of water or steam.

Please note:

- The temperature must be kept for 1½-2 hours.- The liquid pressure must be kept as low as

possible.

If there is no possibility of heating the plate heatexchanger, it must be placed in a spot as warm aspossible with dismounted connections.

The drying time will at 20o C be approx. 48 hours. Atfor instance 40o C, the drying time is reduced toapprox. 24 hours.

1 2

Fig. 1.

Fastening

Fasten the plate heat exchanger until the movablecover touches the duct spacers.

Material Code

Serial number(please state whenordering single plates)

HorV

Four last digitsare the ref.

number of plate

Four last digits are theref. number of the plate.(only on plates for non-glue gasket)

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Lubricating Oil Pump (Gear driven) 51501-03HPlatePage 1 (2)

01.37 - ES0S

5-6L23/30H-720/750 RPML23/30H-900 RPM

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Lubricating Oil Pump (Gear driven) PlatePage 2 (2)51501-03H

01.37 - ES0S


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./P = Qty./Pump


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/P = Antal/Pumpe

5-6L23/30H-720/750 RPML23/30H-900 RPM


ItemNo.

018

031

043

055

067

079

080

092

102

114

126

138

151

163

175

187

199

209

210

222

234

246

258

271

283

295

305

1/P

1/P

1/P

5/P

1/P

1/P

1/P

1/P

1/P

1/P

2/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

3/P

2/P

1/P

1/P

10/P

6/P

2/P

Pump housing

Shaft with gearwheel, long

Shaft with gearwheel, short

Bush

Gear wheel

Nut

Cog wheel

Cog wheel

Circlip

Circlip

Ball bearing

Socket

Gasket

Cap nut

Nut

Adjusting screw

Spring

Piston

Cylinder

Plug screw

Gasket

Cylindrical pin

Pin

Key

Screw

Screw

Guide pin

Pumpehus

Aksel med tand-hjul, lang

Aksel med tand-hjul, kort

Bøsning

Tandhjul

Møtrik

Konisk tandhjul

Konisk tandhjul

Sikringsring

Sikringsring

Kugleleje

Muffe

Pakning

Hættemøtrik

Møtrik

Justerskrue

Fjeder

Stempel

Propskrue

Pakning

Cylindrisk stift

Stift

Feder

Skrue

Skrue

Cylinder

Styrestift

6/P

2/P

1/E

1/P

1/P

1/P

1/P

317

329

330

342

354

366

391

Screw

Nut

Lub. oil pump,complete

End cover

Cover

Key

Gasket

Skrue

Møtrik

Smøreoliepumpe,komplet

Endedæksel

Dæksel

Feder

Pakning

0802

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L23/30H

Lubricating Oil Filter (Type A) 51502-01H

94.23 - ES0S-G

PlatePage 1 (2)

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94.23 - ES0S-G

Lubricating Oil Filter (Type A) PlatePage 2 (2)51502-01H

L23/30H

ItemNo.

ItemNo. Designation BenævnelseBenævnelseDesignationQty. Qty.

013

025

037+

049

050+

062

074

086+

098

108

121

133

145

157

169

170

182

194

204

216

228

241

253

265

277

2/F

2/F

1/F

2/F

2/F

1/F

2/F

2/F

1/F

2/F

1/F

4/F

12/F

12/F

4/F

12/F

4/F

12/F

12/F

5/F

6/F

2/F

1/F

1/F

2/F

Paper element

Safety element

Valve housing, incl.item 074 and 216

Housing, incl. O-ring

Cap, complete, incl.item 133, 348, 361, 373and 407

Spindle, incl. item 121,312 and 444

Thrust ring

By-pass code, incl.item 324, 336, 385, 432and 493

Plug to indicator hole,incl. O-rings

Vent screw, incl. item228 and 241

Fill-up valve

Sealing ring

Stud

Screw

Screw

Nut

Washer

Washer

Washer

Pin

Pin

Gasket

O-ring

O-ring

Opening guard, incl.vent screw

Papirelement

Sikkerhedselement

Ventilhus, inkl.item 074 og 216

Hus, inkl. O-ring

Dæksel , komplet, inkl.item 133, 348, 361, 373og 407

Spindel, inkl. item 121,312 og 444

Trykring

By-passventil, inkl. item324, 336, 385, 432 og493

Propskrue til indikatorhul, inkl. O-ringe

Luftskrue, inkl. item 228og 241

Opfyldningsventil

Tætningsring

Støttetap

Skrue

Skrue

Møtrik

Skive

Skive

Skive

Tap

Tap

Pakning

O-ring

O-ring

Åbningsbeskyttelses-skærm, inkl. luftskrue

289

290

300

2/F

1/F

1/E

Drain plug

Seal kit, not shown onthe front side of theplate

Lub. oil filter,complete

Drænskrue

Pakningssæt, ikke vistpå forsiden af platen

Smøreoliefilter, komplet


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./F = Qty./Filter


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/F = Antal/Filter

0802

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L23/30H

Lubricating Oil Filter (Suppl. for Plate 51502-01H) 51502-02HPlatePage 1 (2)

94.23 - ES0S-G

312

444 51502/037+

468

456

397

51502/050+

348

361

419

373

407

481493

+ se/see Plate 51502-01H (Type A)

385

324

420

336

51502/086+

432

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94.23 - ES0S-G


Lubricating Oil Filter (Suppl. for Plate 51502-01H) PlatePage 2 (2)51502-02H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

312

324

336

348

361

373

385

397

407

419

420

432

444

456

468

481

493

1/F

2/F

2/F

2/F

2/F

2/F

2/F

8/F

2/F

2/F

6/F

2/F

2/F

2/F

2/F

4/F

2/F

Cap

By-pass valve seat

By-pass valve spool

Flange

Flange

Screw

By-pass valve spring

Seal

Spring

Spring

Pin

Gasket

O-ring

O-ring

O-ring

O-ring

O-ring

Dæksel

By-passventilsæde

By-passvnetilspindel

Flange

Flange

Skrue

By-passventilfjeder

Tætningsring

Fjeder

Fjeder

Stift

Pakning

O-ring

O-ring

O-ring

O-ring

O-ring


* = Only available as part of a spare parts kit.Qty./F = Qty./Filter


* = Kun tilgængelig som en del af et reservedelssæt.Antal/F = Antal/Filter

0802

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L23/30H

Lubricating Oil Thermostatic Valve 51503-01HPlatePage 1 (2)

94.23 - ES0S-L

0802

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94.23 - ES0S-L


Lubricating Oil Thermostatic Valve PlatePage 2 (2)51503-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

019

020

032

044

056

068

081

093

103

115

4/T

2/T

2/T

2/T

2/T

4/T

16/T

3/T

12/T

1/E

Screw

O-ring

Thermostaticelement

O-ring

Sleeve

Washer

Nut

Gasket

Screw

Thermostaticvalve, complete

Skrue

O-ring

Følerelement

O-ring

Bøsning

Skive

Møtrik

Pakning

Skrue

Termostatventil,komplet


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/T = Antal/Termostatsventil


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./T = Qty./Thermostatic valve

0802

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L23/30H

Prelubricating Pump 51504-01HPlatePage 1 (2)

94.23 - ES0S-L

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Prelubricating Pump PlatePage 2 (2)51504-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

014

026

038

051

063

075

087

099

109

110

122

134

146

158

171

183

195

205

217

229

230

242

1/P

1/P

1/P

8/P

1/P

1/P

2/P

2/P

1/P

1/P

2/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/E

Front cover

Joint

Pump casing

Screw

Socket

Set screw

Counter flange,complete

Joint

Joint

Rear cover

Idler rotor, onlyavailable togetherwith item 217

Regulatingscrew

Retaining ring

Valve cover

Sealing washer

O-ring

Valve spring

Valve piston

Power rotor, onlyavailable togetherwith item 122

Drip ring

Shaft seal, complete

Prelubricating pump,complete

Fordæksel

Pakning

Pumpehus

Skrue

Muffe

Sætskrue

Modtryksflange,komplet

Pakning

Pakning

Endedæksel

Friløbsrotor, kun tilgæn-gelig sammen med item217

Regulerings-skrue

Låsering

Ventildæksel

Pakning

O-ring

Ventilfjeder

Ventilstempel

Drivrotor, kun tilgænge-lig sammen med item122

Dræn

Akseltætning, komplet

Forsmørepumpe,komplet





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027

039

015040

B

Note: When orderingplates, please statethe serial numbers ofthe plates. The serialnumbers of the platescan be found in thetop right-hand cornerof the plates. (SeeWorking Card 515-06.00)

Husk: Ved bestillingaf plader angivesserienummeret påpladen. Serienum-meret er stemplet itoppen af pladen tilhøjre. (Se arbejdskort515-06.00)

052

064

076

088

111

123

147159

160

172

135

351

L23/30H

Lubricating Oil Cooler 51506-01HPlatePage 1 (2)

00.37 - ES0S-G

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00.37 - ES0S-G


Lubricating Oil Cooler PlatePage 2 (2)51506-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

015

027

039

040

052

064

076

088

111

123

135

147

159

160

172

351

4/K

4/K

4/K

1/K

/I

2/K

4/K

1/K

4/K

2/K

1/K

2/K

32/K

1/E

/I

/I

Hexagon screw

Washer

Washer

Pressure plate

Gasket

Guide bar

Distance piece

Frame plate

Gasket

Screw

Glue

Guide bar(for dismantling)

Screw

Lubricating oil cooler,complete

Plates

Cleaning fluid

Bolt

Skive

Skive

Trykplade

Pakning

Styrepind

Afstandsstykke

Stativplade

Pakning

Skrue

Lim

Styrepind(for demontering)

Skrue

Smøreoliekøler,komplet

Plader

Rensevæske


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./K = Qty./CoolerQty./I = Qty./Individual


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/K = Antal/KølerAntal/I = Antal/Individuel

0802

8-0D

/H52

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94.24 - ES0S-L

Lubricating Oil Separator 51530-01HPlatePage 1 (2)

L23/30H

0802

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94.24 - ES0S-L


Lubricating Oil Separator PlatePage 2 (2)51530-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

016

028

041

053

065

077

089

090

100

112

124

136

148

161

173

185

197

207

219

220

232

1/F

1/F

1/F

1/F

4/F

8/F

1/F

1/F

1/F

1/F

4/F

1/F

1/F

4/F

1/F

1/F

1/F

1/F

4/F

1/E

1/F

Flange

Pipe withflange

Breather withflange

Gasket

Screw

Screw

Cover

Gasket

Insert for oilseparator

Housing foroil separator

Screw

Gasket

Bend

Nut

Oil trap

Union

Gasket

Union

Screw

Oil separator, com-plete, incl item 077,089, 090, 100, and112

Gasket

Flange

Rør medflange

Ånderør medflange

Pakning

Skrue

Skrue

Dæksel

Pakning

Indsats forolieudskiller

Hus forolieudskiller

Skrue

Pakning

Bøjning

Møtrik

Olielås

Forskruning

Pakning

Forskruning

Skrue

Olieseparator, kompletinkl. item 077, 089,090, 100 og 112

Pakning


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./F = Qty./Filter


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/F = Antal/Filter

L23/30HDescription

516. 01 (01H)Cooling water thermostatic valve -------------------------------------------------------------------- 516. 04 (01H)

Working Card

516- 01 .90 (01H)516- 04 .00 (01H)

Plates

51604- 01H51610- 02H 51625- 01H51635- 04H

Check of cooling water system ---------------------------------------------------------------Cooling water, thermostatic valve -----------------------------------------------------------

516

Cooling water system ---------------------------------------------------------------------------

Cooling Water SystemIndexPage 1(1)

Cooling water thermostatic valve -------------------------------------------------------------------High temperature fresh water pump ---------------------------------------------------------------

Pipes on cylinder head --------------------------------------------------------------------------------

Preheater - fresh water --------------------------------------------------------------------------------

STX Engine

Your Notes :

0803

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.07


516.01Edition 01H

96.03 - ES0U-G

L23/30H

Description

The cooling water system consists of two separatesystems. The low temperature (LT) and the hightemperature (HT) circuits.

Low Temperature Circuit

The low temperature circuit is used for cooling of thecharge air and the lubricating oil, and the alternator ifthe latter is water cooled.

High Temperature Circuit

The high temperature circuit is used for cooling of thecylinder units.

Cooling water is led through a distributing pipe to thebottom of the cooling water space between the linerand the frame of each cylinder unit. The water is ledout through bores in the top of the frame via thecooling water guide jacket to the bore.


Your Notes :

0803

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.07

Thermostatic Valve

The thermostatic valve in the high temperature circuitis mainly located imediately after the outlet of theengine, but alternatively in the external cooling sy-stem near the fresh water cooler.

The cooling water enters through the cover (A) underwhich the thermostatic elements are located.

The number of elements depends on the size of thevalve.

The outlet to the suction side of the pump is marked(B) and outlet to the cooler is marked (C).

In the warming-up period the cooling water is by-passing the cooler. When the outlet water from thecylinder heads reaches the normal temperature (75-85° C) a controlled amount of water passes throughthe cooler.

The thermostatic elements must be replaced if thecooling water temperature during normal operationdeviates essentially from the one stated in the testreport.

DescriptionPage 1 (1) Cooling Water Thermostatic Valve

L23/30H

94.26 - ES0S-G

516.04Edition 01H

The thermostatic valve cannot be set or adjusted, andrequires no maintenance.

In some plants a corresponding thermostatic valve isinstalled in the low temperature circuit. The ther-mostatic elements of this valve have an other tem-perature range.

C B

A

Fig. 1. Thermostatic Valve

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Check of cooling water system.

Starting position:

Engine is running

Related procedure:

Manpower:


Data:



92.04 - ES0U-G

L23/30H

Check of Cooling Water SystemWorking CardPage 1 (2)

Special tools:


Hand tools:



0802

8-0D

/H52

50/9

4.08

.12

L23/30H

92.04 - ES0U-G


Check of Cooling Water System Working CardPage 2 (2)

Checks to be carried out.




4) Check flexible connections for leaks.

5) Check manometers and thermometers for possibledamages.

6) Check the condition of the uppermost of the two O-rings (which makes up the tightening between thejacket cooling water space in the frame and thecrankcase) by means of the inspection holes in theengine frame - see also Working Card 506-01.40.

For check of the fresh water condition, see section504.

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Inspection of thermostatic valve and replacementof elements.

Starting position:

Cooling water drained from engine (if necessary).

Related procedure:

Manpower:

Working time : 2 hoursCapacity : 1 Man

Data:



94.29 - ES0S-G

L23/30H

Cooling Water, Thermostatic ValveWorking CardPage 1 (2)

Special tools:


Hand tools:

Ring and open end spanner 24 mmCopaslipTools and cleaning preparation for cleaning.



51604 031 1/engine51604 055 2 or 4/engine51604 092 3/engine

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

94.29 - ES0S-G


Cooling Water, Thermostatic Valve Working CardPage 2 (2)

Replacement of elements:

1) Remove nuts (1) and washers (2), 4 or 6 pcs.See fig. 1.

2) Disconnect upper and lower part of the housing.

3) Remove the assembled elements (3) and theelements O-ring sealing.

4) Remove the gaskets between the upper andlower part of the housing.

5) The upper and lower part of the housing arethoroughly cleaned inside and on the gasket surfaces.

6) The sealing rings (4) for the elements in thehousing are replaced and lubricated with a thin layerof copaslip.

7) Remount the assembled elements in the housingby wriggling these somewhat over side.

8) Upper and lower part of the housing areassembled with a new gasket (5), the nuts (1) aremounted and tightened "cross-wise".

Note:

After inspection or replacement of the elements thecooling water temperature is checked to ensure thatthe elements are working correctly.

The thermostatic valve cannot be adjusted and undernormal working conditions maintenance is not required.However, in some cases it is necessary to replace theelements in the thermostatic valve.

2

1

3

5

4

1. Nut

2. Washer

3. Element

4. O-rings sealing

5. Gasket

Fig. 1 Thermostatic valve

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Cooling Water Thermostatic Valve 51604-01HPlatePage 1 (2)

94.23 - ES0S

0802

8-0D

/H52

50/9

4.08

.12

94.23 - ES0S


Cooling Water Thermostatic Valve PlatePage 2 (2)51604-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

018

031

043

055

067

079

080

092

102

114

4/T

2/T

2/T

2/T

2/T

4/T

16/T

3/T

12/T

1/E

Screw

O-ring

Thermostaticelement

O-ring

Sleeve

Washer

Nut

Gasket

Screw

Thermostaticvalve, complete

Skrue

O-ring

Følerelement

O-ring

Bøsning

Skive

Møtrik

Pakning

Skrue

Termostatventil,komplet


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/T = Antal/Termostatsventil


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./T = Qty./Thermostatic valve

0802

8-0D

/H52

50/9

4.08

.12

High Temperature Fresh Water Pump 51610-02HPlatePage 1 (2)

178

010

046

071

129

154-166

201

117

083 191 095 022 034 105 058 130

129 142

L23/30H900 RPM

93.05 - ES0S

0802

8-0D

/H52

50/9

4.08

.12

93.05 - ES0S

High Temperature Fresh Water Pump PlatePage 2 (2)51610-02H


ItemNo.

010

022

034

046

058

071

083

095

105

117

129

130

142

154

166

178

191

201

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

2/P

1/P

2/P

1/P

1/P

2/P

3/P

1/P

8/P

1/E

Pump housing

Bearing housing

Shaft

Impeller

Gear wheel

Self locking nut

Rotating sealing

Sealing ring

Ball bearing

Retaining ring

Key

Locking washer

Self locking nut

Plug screw

Gasket

Ball valve

Screw

Fresh water pump,complete

Pumpehus

Lejehus

Aksel

Løbehjul

Tandhjul


Roterende pakdåse

Tætningsring

Kugleleje

Sikringsring

Feder

Låseskive


Propskrue

Pakning

Kugleventil

Skrue

Ferskvandspumpe,komplet





L23/30H900 RPM

0802

8-0D

/H52

50/9

4.08

.12

Pipes on Cylinder HeadPlatePage 1 (2)

94.25 - ES0S

51625-01H

L23/30H

0802

8-0D

/H52

50/9

4.08

.12

Pipes on Cylinder Head PlatePage 2 (2)51625-01H

L23/30H

012

024

036

048

061

073

085

097

107

119

120

132

144

ItemNo. Benævnelse

H.T. samlerør,5 cyl.




Pakning, oval

Skrue

Termometerstykke

Pakning, oval

Skrue

Skrue

Møtrik

Pakning, oval

Termometer

Designation

H.T. collecting pipe,5 cyl.




Packing, oval

Screw

Thermometer piece

Packing, oval

Screw

Screw

Nut

Packing, oval

Thermometer

Qty.

1/E

1/E

1/E

1/E

1/C

2/C

1/C

1/C

2/C

2/C

2/C

1/C

1/C


94.25 - ES0S


* = Kun tilgængelig som en del af et reservedelssæt.Qty./E = Qty./MotorQty./C = Qty./Cylinder


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./E = Qty./Cylinder

0802

8-0D

/H52

50/9

4.08

.12

PlatePage 1 (2) Preheater - Fresh Water

L23/30HV28/32S

03.04 - ES0

51635-04H

0802

8-0D

/H52

50/9

4.08

.12


ItemNo.

353

365

377

389

390

400

412

424

436

Rør for forvarmer

Forvarmer5 L23/30H,stationær

Forvarmer6, 7 L23/30H,stationær

Forvarmer8 L23/30H,stationær

Forvarmer5 L23/30H,marine

Forvarme6, 7 L23/30H,marine

Forvarmer8 L23/30H,marine

Forvarmer12 V28/32S

Forvarmer16, 18 V28/32S

Preheater - Fresh Water

03.04 - ES0

L23/30HV28/32S

PlatePage 2 (2)51635-04H

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

Pipe for preheater

Preheater5 L23/30H,stationary

Preheater6, 7 L23/30H,stationary

Preheater8 L23/30H,stationary

Preheater5 L23/30H,marine

Preheater6, 7 L23/30H,marine

Preheater8 L23/30H,marine

Preheater12 V28/32S

Preheater16, 18 V28/32S





L23/30HDescription

517.01Governor shutdown Solenoid -------------------------------------------------------------------------517.02Synchronizing Motor ------------------------------------------------------------------------------------ 517.03APM controller ------------------------------------------------------------------------------------------ 517.04Turbocharger (NR20/R) --------------------------------------------------------------------------------517.05

Working Card

Plates

517

Governor (UG8D) --------------------------------------------------------------------------------

Special EquipmentIndexPage 1(1)

STX Engine

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

03040D

UG Dial

Governor

UG-5.7/UG-8/UG-10 Dial Installation and Operation Manual

Manual 03040D

!

WARNING Read this entire manual and all other publications pertaining to the work to be performed before installing, operating, or servicing this equipment. Practice all plant and safety instructions and precautions. Failure to follow instructions can cause personal injury and/or property damage. The engine, turbine, or other type of prime mover should be equipped with an overspeed (overtemperature, or overpressure, where applicable) shutdown device(s), that operates totally independently of the prime mover control device(s) to protect against runaway or damage to the engine, turbine, or other type of prime mover with possible personal injury or loss of life should the mechanical-hydraulic governor(s) or electric control(s), the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the controlled device(s) fail.

!

IMPORTANT DEFINITIONS WARNING—indicates a potentially hazardous situation which, if not avoided, could result in death or serious injury. CAUTION—indicates a potentially hazardous situation which, if not avoided, could result in damage to equipment. NOTE—provides other helpful information that does not fall under the warning or caution categories.

Woodward Governor Company reserves the right to update any portion of this publication at any time. Information provided by Woodward Governor Company is believed to be correct and reliable. However, no responsibility is assumed by Woodward Governor Company unless otherwise expressly undertaken.

© 1982 by Woodward Governor Company All Rights Reserved

Manual 03040 UG Dial Governor

Woodward i

Contents CHAPTER 1. GENERAL INFORMATION .............................................................1 Introduction.............................................................................................................1 Description .............................................................................................................1 References .............................................................................................................2 CHAPTER 2. INSTALLATION PROCEDURES ....................................................5 Introduction.............................................................................................................5 Receiving................................................................................................................5 Storage...................................................................................................................5 Mounting Requirements .........................................................................................5 Linkage Attachments..............................................................................................6 Oil Supply ...............................................................................................................8 CHAPTER 3. PRINCIPLES OF OPERATION .....................................................13 Introduction...........................................................................................................13 Component Description........................................................................................13 Oil Pump.......................................................................................................13 Accumulator..................................................................................................13 Power Piston.................................................................................................14 Pilot Valve System........................................................................................14 Ballhead System...........................................................................................16 Compensation System .................................................................................16 Load Limit Control ........................................................................................17 Synchronizer.................................................................................................18 Speed Droop ................................................................................................18 Operation of the UG Dial Governor ......................................................................19 General Information......................................................................................19 Decrease in Load .........................................................................................20 Increase in Load ...........................................................................................21 CHAPTER 4. GOVERNOR OPERATION AND ADJUSTMENTS.......................23 Introduction...........................................................................................................23 Initial Operation for a New Governor....................................................................23 Adjustments..........................................................................................................23 Compensation Adjustments .................................................................................24 Initial Operation for a Repaired or Reassembled Governor .................................26 Test Procedures ...................................................................................................27 Test Completion ...................................................................................................31 CHAPTER 5. TROUBLESHOOTING ..................................................................33 Introduction...........................................................................................................33 Troubleshooting....................................................................................................33 Oil .................................................................................................................33 Compensating Adjustment and Needle Valve..............................................33 Definitions.....................................................................................................34 Preliminary Inspection ..................................................................................34 Additional Information for Steam Turbines, Gas and Gasoline Engines ..............39 Governor Field Repairs ........................................................................................40 Removal of Governor from Engine.......................................................................40

UG Dial Governor Manual 03040

ii Woodward

Contents CHAPTER 6. REPLACEMENT PARTS...............................................................43 Replacement Parts Information............................................................................43 Parts List for Figure 6-1 (Sheet 1 of 5) .................................................................44 Parts List for Figure 6-1 (Sheet 2 of 5) .................................................................46 Parts List for Figure 6-1 (Sheet 3 of 5) .................................................................48 Parts List for Figure 6-1 (Sheet 4 of 5) .................................................................50 Parts List for Figure 6-1 (Sheet 5 of 5) .................................................................52 CHAPTER 7 AUXILIARY EQUIPMENT ..............................................................55 Introduction...........................................................................................................55 Synchronizer Motor and Solenoid Shutdown........................................................55 PM Synchronizer Motor with Housing...................................................................57 Low Lube Oil Pressure Shutdown ........................................................................58 Magnetic Speed Pickup........................................................................................59 Micro Switches and Wiring Harness.....................................................................60 CHAPTER 8. SERVICE OPTIONS ......................................................................61 Product Service Options.......................................................................................61 Replacement/Exchange ...............................................................................61 Flat Rate Repair............................................................................................62 Flat Rate Remanufacture .............................................................................62 Returning Equipment for Repair ...........................................................................62 Packing a Control .........................................................................................63 Return Authorization Number .......................................................................63 Replacement Parts...............................................................................................63 How to Contact Woodward...................................................................................63 Additional Aftermarket Product Support Services ................................................64 Technical Assistance............................................................................................66


Woodward iii

Illustrations 1-1. UG-8 Dial Governor ............................................................................... iv 1-2. Recommended Output Shaft Travel Adjustment....................................2 1-3. UG Dial Governor Outline Drawing.........................................................3 2-1. Linkage Arrangement .............................................................................8 3-1. UG Dial Governor Schematic Diagram.................................................15 4-1. Maximum/Minimum Speed Stop Adjustment on the UG Dial Governor.......................................................................29 5-1. Common Bench Tools ..........................................................................41 5-2. Normal Field Repair Tools ....................................................................42 6-1. Parts Illustration for the UG Dial Governor ......................................45/53 7-1. UG Cover with Bodine Motor and Shutdown Solenoid .........................55 7-2. Installing Cover with Bodine Synchronizer Motor .................................56 7-3. UG8 Dial Governor Equipped with Bodine Synchronizer Motor ...........57 7-4. Top View of Weatherproof Housing with PM Synchronizer Motor and Shutdown Solenoid ...................................................57 7-5. UG8 Governor with PM Motor, Shutdown Weatherproof Housing .......58 7-6. Low Lube Oil Pressure Shutdown ........................................................59 7-7. Magnetic Speed Pickup ........................................................................59 7-8. Micro Switches and Wiring ...................................................................60 7-9. Wiring Harness on Cover .....................................................................60

Tables 2-1. Oil Chart..................................................................................................9 2-2. Viscosity Comparisons ...........................................................................9 4-1. Test Stand Tools...................................................................................26 5-1. Troubleshooting Chart .....................................................................35/39 5-2. Governor Output Shaft Travel vs Butterfly Valve Travel.......................40 5-3. List of Common Bench Tools ...............................................................41 5-4. List of Normal Field Repair Tools .........................................................42


iv Woodward

Figure 1-1. UG-8 Dial Governor


Woodward 1

Chapter 1 General Information

Introduction The UG Dial governor is available in three different work outputs: • UG-5.7—7.1 Nxm (5.2 lb-ft) • UG-8—13.2 Nxm (9.7 lb-ft) • UG-10—15.9 Nxm (11.7 lb-ft) The UG-5.7 and UG-8 both use 827 kPa (120 psi) oil pressure, and the UG-10 uses 1034 kPa (150 psi). Basic operation, adjustment, troubleshooting, and replacement of parts are similar for the UG-5.7, UG-8, and UG-10.

Description The UG is a mechanical-hydraulic governor for controlling diesel, gas, or dual fuel engines, or steam turbines. The UG is mechanically linked to the fuel racks or to the fuel valves, depending on the system. The maximum travel of the output (terminal) shaft is 42°.The recommended travel of the output shaft is 28° from no load to full load, which allows sufficient overtravel at each end so that the governor can shut down the prime mover and also give maximum fuel when required. See Figure 1-2 for recommended output shaft travel adjustment. Normally, the UG operates isochronously (constant speed) regardless of load on the engine, except as described in Chapter 3, Principles of Operation. Speed droop is incorporated in the UG Dial governor to divide and balance load between units driving the same shaft or paralleled in an electrical system. A load limit control is also a standard feature on the UG Dial governor. It limits the amount of fuel supplied by restricting the travel of the governor output shaft. An indicator dial shows the governor output shaft limit position. The load limit control may also be used for shutting down the prime mover by turning it to zero.


2 Woodward

* UG-5.7—7.1 Nxm (5.2 lb-ft) * UG-8—13.2 Nxm (9.7 lb-ft)

* UG-10—15.9 Nxm (11.7 lb-ft)

Figure 1-2. Recommended Output Shaft Travel Adjustment

References Sales, Service and Product Information are available through the offices listed on the back cover of this manual. Some of the manuals listed below are briefly covered in Chapter 7, Auxiliary Equipment. Pub. Pub. Type Number Title Manual 03013 Shutdown Solenoid for UG Governors Manual 03016 Low Lube Oil Pressure Shutdown for UG Governors Product Spec. 03029 UG-5.7/8/10 Governor Manual 03035 PM Speed Adjusting Motor Manual 03505 Speed Adjusting (Synchronizing) Motor Parts Catalog and Lubrication Guide Manual 25071 Oils for Hydraulic Controls Manual 25075 Commercial Preservation Packaging for Storage of Mechanical-Hydraulic Controls Manual 36052 Magnetic Speed Pickup for PG, UG8, and UG40 Governors Manual 36684 Booster Servomotor Application Note 50516 Governor Linkage for Butterfly Throttle Valves Repair Manual 56103 UG Dial Governor Repair Procedure


Woodward 3

Figure 1-3. UG Dial Governor Outline Drawing


4 Woodward


Woodward 5

Chapter 2 Installation Procedures

Introduction This chapter provides information necessary for receiving, storage, mounting, and start-up adjustments.

Receiving When you receive your UG governor, it will be bolted to a wooden platform in a vertical position. After testing the governor at the factory, it is drained of oil. This leaves a light film of oil covering the internal parts, preventing rust. No internal cleaning is required before installation. Some drive shafts are sprayed with a light film of oil while others (depending on customer requirements) are covered with soft seal. Before installation, remove the soft seal with a rag saturated with mineral spirits.

Storage If a governor is being stored for any period of time, please refer to Woodward manual 25075, Commercial Preservation Packaging for Storage of Mechanical-Hydraulic Controls.

Mounting Requirements 1. Make sure the drive shaft rotates freely. 2. Select the correct length of coupling between the governor and the prime

mover drive. 3. Mount the governor squarely on its mounting pad. 4. Make sure there is no force pushing the drive shaft into the governor. 5. See the outline drawing (Figure 1-3) for mounting hole sizes and governor

dimensions. 6. Make sure the coupling rotates freely but without backlash. Incorrect

alignment of the governor shaft to the coupling, or not enough clearance between any of the parts, can result in excessive wear and/or seizure of parts. It can also cause an undesirable high frequency vibration or “jiggle” in the governor output shaft (see Definitions in Chapter 5 for more information).


6 Woodward

The standard UG governor drive gives few installation problems if the alignment of the governor shaft to the drive coupling is kept.

!

WARNING In the event of a misaligned or broken drive shaft, an overspeed condition or runaway engine can develop. An overspeeding or runaway engine can result in extensive damage to the equipment, personal injury and/or loss of life. If an optional keyed drive is used when installing the governor, take care to avoid the following undesirable conditions: a. Rough gear teeth: Rough gear teeth, or shaft out of round, can cause vibrations which can be

transmitted to the governor and cause a jiggle in the governor output shaft. The jiggle can be transmitted to the fuel control resulting in an undesirable condition. Replace gears if necessary.

b. Incorrect shimming: Check backlash and re-adjust if necessary to obtain proper mesh without

binding or excessive backlash. Refer to the prime mover manufacturer’s specifications for the correct amount of backlash.

7. Mount the governor flush with the engine drive pad. If the engine drive pad

is at an angle (from 0° to 45° maximum), the UG must be installed with the front panel in the upper position. Use a gasket between the governor and the engine drive pad.

Be sure there is adequate space available around the governor to provide

easy access for installing the control linkage, filling the governor with oil, and adjusting the speed and compensation system. See the outline drawing (Figure 1-3) for mounting hole sizes and governor dimensions.

The recommended rated speed range for the governor drive is 1000 to 1500 rpm. The drive power requirement is 249 W (1/3 hp) at normal speed and operating temperature. The UG governor may be driven either clockwise or counterclockwise. Operating temperature range for the UG governor is –29 to +99 °C (–20 to +210 °F).

Linkage Attachments Adjustment of the fuel linkage must provide for control of fuel from “OFF” to “FULL FUEL” within the limits of the 42° of governor output shaft travel. It must also provide for approximately 30° output shaft travel between “NO LOAD” and “FULL LOAD”.


Woodward 7

Attach the fuel rack linkage to the governor output shaft. There must be no lost motion or binding in this linkage. Adequate locking methods must be employed on the linkage connections.

!

WARNING Be sure to allow sufficient overtravel at each end of the terminal shaft. Failure to provide sufficient overtravel at maximum fuel position can prevent the prime mover from giving maximum fuel when required. Failure to provide sufficient overtravel at minimum fuel position can prevent the governor from shutting down the prime mover and result in possible damage to equipment and personal injury. A linear linkage arrangement is used in applications where the governor output shaft positioning is directly proportional to the torque output of the prime mover. Thus, the governor output shaft travel will be directly proportional to the amount of fuel delivered to the prime mover. A linear linkage is a linkage arrangement which provides as much movement of the governor output shaft per increment of valve movement at light loads as it does at heavy loads. In applications where a governor is controlling a butterfly valve, such as on a gas engine, a linear linkage should not be used. This is due to the inherent design of the butterfly valve which requires only a small amount of valve travel (for example, 10°) to bring an engine from no load to half load. By contrast, this design requires a much greater movement of valve travel (for example, 30°) to bring the engine from half load to full load. In order to improve governing control at light loads, a compensating linkage is devised (“non-linear” linkage). This linkage provides greater movement of the governor per increment of valve movement at light loads than it does at heavy loads. Figure 2-1 illustrates the relationship between governor output shaft and butterfly positions obtained with simple linkage of maximum non-linearity. When installing this linkage, make sure that the two following conditions are obtained when the linkage is in the no-load position: 1. The lever which is attached to the governor and the connecting link is in

line with the governor output shaft and the point of attachment of the connecting link to the butterfly lever.

2. The butterfly lever must be at 90° with the connecting link. See also Table 5-2 for a satisfactory relationship between governor output shaft travel and butterfly valve travel in a non-linear system. For more information on non-linear linkage, please refer to Woodward Application Note 50516, Governor Linkage for Butterfly Throttle Valves.


8 Woodward

Figure 2-1. Linkage Arrangement (for non-linear fuel systems)

Oil Supply Use an oil depending on operating temperature for the governor (see Table 2-1).

� NOTE Primary concern is for the oil properties in the governor.

Fill the governor with approximately two quarts of oil to the mark on the oil sight glass. After the engine is started and the governor is at operating temperature, add oil if necessary. Oil must be visible in the glass under all operating conditions. Use the information given in Tables 2-1 and 2-2 as a guide in the selection of a suitable lubricating/hydraulic oil. Oil grade selection is based on the operating temperature range of the governor. Also, use this information to aid in recognizing and correcting common problems associated with oils used in governors. For applications where the governor shares the oil supply with the engine, use the oil recommended by the engine manufacturer. Governor oil is both a lubricating oil and a hydraulic oil. It must have a viscosity index that allows it to perform over the operating temperature range, and it must have the proper blending of additives that cause it to remain stable and predictable throughout this range.


Woodward 9

Table 2-1. Oil Chart

Table 2-2. Viscosity Comparisons


10 Woodward

Governor oil must be compatible with seal materials (particularly nitrile, polyacrylic, and fluorocarbon). Many automotive and gas engine oils, industrial lubricating oils, and other oils of mineral or synthetic origin meet these requirements. Woodward governors are designed to give stable operation with most oils with the viscosity, at the operating temperature, between 50 and 3000 SUS (Saybolt Universal Seconds). At the normal operating temperature, the viscosity should be between 100 to 300 SUS. Poor actuator response or instability may be an indication that the oil viscosity is outside this range. Excessive component wear or seizure in a governor indicates the possibility of: 1. Insufficient lubrication caused by: a. An oil that flows slowly when it is cold, especially during start-up. b. No oil in the governor. 2. Contaminated oil caused by: a. Dirty oil containers. b. A governor exposed to heating up and cooling down cycles, which

creates condensation of water in the oil. 3. Oil not suitable for the operating conditions caused by: a. Changes in ambient temperature. b. An improper oil level which creates foamy, aerated oil. Operating a governor continuously beyond the high limit temperature of the oil will result in oil oxidation. This is identified by varnish or sludge deposits on the governor parts. To reduce oil oxidation, lower the actuator operating temperature with a heat exchanger or other means, or change to an oil more oxidation-resistant at the operating temperature.

!

WARNING A loss of stable governor control and possible prime mover overspeed may result if the viscosity exceeds the 50 to 3000 SUS range. An overspeeding and/or runaway prime mover can result in extensive damage to the equipment, personal injury and/or loss of life. Specific oil viscosity recommendations are given on the oil chart (Table 2-1). Select a readily available good brand of oil, either mineral or synthetic, and continue using that same brand. Do NOT mix the different classes of oils. Oil that meets the API (American Petroleum Institute) engine service classification in either the “S” group or the “C” group, starting with “SA” or “CA” through “SF” and “CD” is suitable for governor service. Oils meeting performance requirements of the following specifications are also suitable: MIL-L-2104A, MIL-L-2104B, MIL-L-2104C, MIL-L-46152, MIL-L-46152A, MIL-L-46152B, MIL-L-45199B.


Woodward 11

Replace the governor oil if it is contaminated, also change it if it is suspected of contributing to the governor instability. Drain the oil while it is still hot and agitated; flush the governor with a clean solvent having some lubricating quality (such as fuel oil or kerosene) before refilling with new oil. If drain time is insufficient for the solvent to completely drain or evaporate, flush the governor with the same oil it is being refilled with to avoid dilution and possible contamination of the new oil. To avoid recontamination, the replacement oil should be free of dirt, water, and other foreign material. Use clean containers to store and transfer oil.

!

WARNING Observe the manufacturer’s instructions or restrictions regarding the use of solvents. If no instructions are available, handle with care. Use the cleaning solvent In a well ventilated area away from fires or sparks. Failure to follow above safety instructions can result in dangerous fires, extensive damage to equipment, personal injury and/or loss of life. Oil that has been carefully selected to match the operating conditions and is compatible with governor components should give long service between oil changes. For governors operating under ideal conditions (minimum exposure to dust and water and within the temperature limits of the oil), oil changes can be extended. If available, a regularly scheduled oil analysis is helpful in determining the frequency of oil changes. Any persistent or recurring oil problems should be referred to a qualified oil specialist for solution. The recommended continuous operating temperature of the oil is 60 to 93 °C (140 to 200 °F). The ambient temperature limits are –29 to +93 °C (–20 to +200 °F). Measure the temperature of the governor on the outside lower part of the case. The actual oil temperature will be slightly warmer, approximately 6 °C (10 °F).


12 Woodward


Woodward 13

Chapter 3 Principles of Operation

Introduction Basic UG operation is similar for all types. The only difference is in the method of setting the speed. Auxiliary devices provide different functions but do not alter the basic operation of the governor. Along with the text, a schematic diagram (Figure 3-1) is provided for visual means of understanding the operation of the UG Dial governor. This schematic shows a basic design and does not include any auxiliary equipment.

Component Description Before getting into the operation of the UG, a brief description of the components will facilitate understanding the operation.

Oil Pump The purpose of the oil pump (14) is to provide oil pressure for the governor. The pump gets its oil from the self-contained sump (15). The oil pump is a positive displacement gear pump with four check valves (13) for either direction of rotation. One pump gear is part of the rotating bushing, and the other is part of the laminated drive. The rotating bushing is driven by the governor drive shaft which is driven by the prime mover. As the bushing rotates, it rotates the laminated drive. The oil pump gears can be driven either clockwise or counterclockwise. Oil flow is directed through the check valve system into the accumulator system (11).

Accumulator The purpose of the accumulator (11) is to store oil under pressure for the operation of the UG governor. The accumulator (two cylinders) also acts as a pressure relief valve if oil pressure increases above 827 kPa/120 psi (UG-5.7 and UG-8) or 1034 kPa/150 psi (UG-10). The accumulator (11) consists of two spring loaded pistons. Oil is pumped into the cylinders and pressure is increased as the accumulator springs are compressed. When the oil pressure exceeds 827 kPa/120 psi (UG-5.7 and UG-8), or 1034 kPa/150 psi (UG-10), oil is released back to sump through a relief port (12) in each cylinder.


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Oil flows from the accumulator through passages to the top of the power piston and to the pilot valve system.

Power Piston The purpose of the power piston (9) is to rotate the governor output shaft to the increase or decrease fuel position. The power piston is a differential type with oil pressure on both sides of the piston. The top end of the power piston is connected to the governor output shaft (6) through a power lever and link assembly. The bottom of the power piston has a larger area than the top of the piston. Therefore, less oil pressure is needed on the bottom than on the top to maintain the piston stationary. If the oil pressure is the same on both the top and bottom of the piston, the piston moves up to rotate the governor output shaft in the increase fuel direction. The piston moves down only when oil under the piston is released to sump. Oil to and from the bottom of the power piston is regulated by the pilot valve system.

Pilot Valve System The purpose of the pilot valve plunger and bushing is to control the flow of oil to or from the bottom of the power piston. The pilot valve system includes the rotating bushing (38) and the pilot valve plunger (39). The bushing (38) is rotated by the drive shaft (36) while the pilot valve plunger is held stationary. Through this rotation, friction between the pilot valve and bushing is reduced. The pilot valve plunger has a control land that regulates oil flow through ports in the bushing. When the pilot valve plunger (39) is lowered, high pressure oil flows under the power piston (9), raising it. When the pilot valve plunger is raised, oil is released to sump from under the power piston (9), lowering it. The higher pressure on top of the power piston(9) forces the piston down. When the pilot valve plunger (39) is in its centered position, the control land covers the control port as shown in the schematic (Figure 3-1), and there is no movement of the power piston. The movement of the pilot valve plunger (39) is controlled by the ballhead system (23) and the dashpot compensation pistons (34) and (35).


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Figure 3-1. UG Dial Governor Schematic Diagram


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Ballhead System The purpose of the ballhead system (23) is to sense speed changes of the prime mover as compared to the speed setting reference given by the speeder spring (25) and to position the pilot valve plunger (39). The ballhead system includes a ballhead (23), flyweights (24), a speeder spring (25), a thrust bearing (30), a speeder plug (29),and a speed setting rod (21). As the governor drive shaft (36) rotates, the gear on the laminated drive (32) turns and rotates the ballhead gears (23). The flyweights (24) are attached to the ballhead with pivot pins, and a thrust bearing (30) rides on the toes of the flyweights (24). The speeder spring (25) is held in position against the thrust bearing (30) by the speeder plug (29). The speeder plug (29) is used to set a pressure on the speeder spring (25). As the ballhead (23) rotates, the flyweights (24) pivot outward due to the centrifugal force. At the same time the speeder spring (25) forces the thrust bearing (30) downward on the flyweight toes. This downward force opposes the centrifugal force of the flyweights. Increasing the drive speed increases the centrifugal force. Compressing the speeder spring (25) with the speeder plug (29) increases the downward force applied to the flyweight toes, and in turn, increases the governor speed setting. The prime mover must run faster to generate a centrifugal force greater than the speeder spring force to balance the system again. Speeder spring force or speed setting (25) is controlled manually through the synchronizer (speed setting) adjusting knob (5). It can also be controlled from a remote area if the governor is equipped with a speed setting motor (1).

Compensation System The purpose of the compensation system is to give stability to the governor and obtain steady state speed control. Also, when correctly adjusted, the compensation system effectively regulates the amount of fuel necessary to bring the engine to the required output to adjust to a decrease or increase in load. The compensation system creates a small temporary change of speed setting with governor output shaft movement to produce a stabilizing speed droop characteristic in the governor. The change of speed setting is followed by a slow return of speed setting to its original value. Compensation is simply another word for temporary speed droop characteristic. The compensation system includes a large dashpot compensation piston (34), a small dashpot compensation piston (35), a floating lever (31), a compensation adjusting lever (22) with a pivotable fulcrum (18), and a needle valve (33). See Figure 3-1.


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The large dashpot compensation piston (34) is connected to the governor output shaft (6) by a compensation adjusting lever (22). A pivotable fulcrum (18) rides on the compensation adjusting lever (22). Changing the fulcrum’s (18) position allows the compensation lever (22) to control the amount of stroke available for the large dashpot compensation piston (34). The small dashpot compensation piston (35) is connected through a floating lever (31) to the pilot valve plunger (39) and the speeder rod (21). Moving the large dashpot compensation piston (34) down forces oil under the small dashpot compensation piston (35). As the small dashpot compensation piston (35) is forced upward, it lifts the pilot valve plunger (39) to close off the control port which stops the flow of oil to the bottom of the power piston (9). The needle valve (33) is a variable orifice which controls the flow of oil between both the large (34) and the small dashpot compensation (35) pistons, and the oil sump.

� NOTE Compensation must be properly adjusted to the particular engine and load to provide stable operation (see Chapter 4, Compensation Adjustments).

Load Limit Control The purpose of the load limit control is to hydraulically and mechanically limit the load that can be placed on the engine by restricting the travel of the governor output shaft in the increase fuel direction, and consequently the amount of fuel supplied to the engine. The load limit control may also be used for shutting down the engine by turning it to zero.

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CAUTION Do not manually force prime mover linkage to increase fuel without first turning the load limit control knob to maximum position (10). Failure to do so may cause damage and/or failure of governor internal parts. The load limit control consists of an indicator disc (7) geared to a load limit rack (8). The control knob is also attached to the load limit cam (16). Load is limited mechanically by positioning the load limit knob (cam 16). When the load indicator reaches the preset point, the pilot valve plunger (39) is lifted, stopping any further increase in fuel.


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Turning the load limit control to zero to shut down the engine turns the cam (16) forcing the load limit (shutdown) lever (20) and shutdown strap (17) down. As the right end of the load limit (shutdown) lever (20) is forced downward, it pivots about its fulcrum and lifts the pilot valve plunger (39), releasing oil from under the power piston (9). Pressure oil acting on top of the power piston (9) forces it downward, rotating the governor output shaft (6) to minimum fuel and causing the prime mover to shut down.

Synchronizer The synchronizer is the speed adjusting control, and is used to change engine speed for a single unit. On engines paralleled with other units, it is used to change engine load. The upper knob (called “SYNCHRONIZER” on most models or “SPEED SETTING KNOB” on later models) is the control knob. The lower knob (“SYN. INDICATOR”) has no function of its own but has an indicator disc which shows the number of revolutions of the synchronizer (speed setting) control knob.

Speed Droop Speed droop, or simply droop, is one method of creating stability in a governor. Droop is also used to divide and balance load between units driving the same shaft or paralleled in the electrical system. Droop is the decrease in speed that occurs when the governor output shaft moves from the minimum to the maximum fuel position in response to a load increase, expressed as a percentage of rated speed. If instead of a decrease in speed, an increase takes place, the governor shows a negative droop. Negative droop will cause instability in a governor. Too little droop can cause instability in the form of hunting, surging, or difficulty in response to a load change. Too much droop can result in slow governor response in picking up or dropping off a load. Using an example where the governor speed is 1500 rpm at no load and 1450 rpm at full load, droop can be calculated with the formula:

%Droop = No load speed – full load speed full load speed x 100

%Droop = 1500 rpm – 1450 rpm 1450 rpm x 100 = 3.5%


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If the decrease in speed is greater than 50 rpm when the governor output shaft moves from the minimum to the maximum fuel position, droop greater that 3.5% is shown by the governor. If the decrease in speed is less than 50 rpm, droop less than 3.5% is shown by the governor.

� NOTE If the governor output shaft does not use the full 30° of available travel from “NO LOAD” to “FULL LOAD”, droop will also be reduced proportionately. Marks on the droop adjustment scale on the dial panel are reference numbers only, and do not represent droop percentages. Thus the 100 mark does not represent 100% droop. It represents the maximum droop percentage available on that particular UG governor model. Speed droop consists of a control knob, cam, and linkage, which when preset, varies the compression of the speeder spring as the output shaft rotates. Increasing the fuel reduces speeder spring compression and, in turn, the governor speed setting. The unit gradually reduces its speed as load is applied. This relationship between load and speed acts as a resistance to load changes when the unit is interconnected with other units either mechanically or electrically. Reducing droop to zero allows the unit to change load without changing speed. Normally, set zero droop on units running alone. On interconnected units, set the least amount of droop possible to provide satisfactory load division. For ac generating units tied in with other units, set droop sufficiently high (reference numbers 30 to 50 on the dial) to prevent interchange of load between units. If one unit in the system has enough capacity, set its governor on zero droop, and it will regulate the frequency of the prime mover system. If its capacity is not exceeded, this unit will handle all load changes. Operate the SYNCHRONIZER knob of the governor with zero droop to adjust the system’s frequency. Operate the SYNCHRONIZER knobs of the governors that have speed droop to distribute load between units.

Operation of the UG Dial Governor

General Information Refer to Figure 3-1 with the text to better understand the operation of the UG Dial governor. This schematic diagram is of a basic design and does not include any auxiliary equipment. Changes in governor speed setting produce the same governor movements as do changes in load on the engine. The description that follows is based upon speed changes caused by load changes.


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Decrease in Load When the prime mover is running on speed, the flyweights (24) are in a vertical position for normal steady state operation. The pilot valve plunger (39) is centered over the control port of the rotating bushing, and the control land stops the flow of pressure oil through the bushing (38) control port. There is no movement of the power piston (9), and no movement of the governor output shaft (6). When a decrease in load occurs and the same fuel setting is maintained, speed increases. This generates the following sequence of governor movements: 1. As speed increases, the centrifugal force of the flyweights (24) increases

and becomes stronger than the force of the speeder spring (25). 2. The flyweights (24) tip outward and raise the speeder rod (21) and the right

end of the floating lever (31). 3. This raises the pilot valve plunger (39), opening the control port in the

rotating bushing (38). Oil is released from the bottom of the power piston (9) to sump.

4. Pressure oil on the top side of the power piston (9) moves it downward,

rotating the governor output shaft in the decrease fuel direction. 5. Linkage from the governor output shaft (6) lowers the compensation

adjusting lever (22), which rotates at the fulcrum (18), raising the large dashpot compensation piston (34).

6. Suction is thus applied to the chamber of the small dashpot compensation

piston (35), lowering the left end of the floating lever (31). 7. This lowers the pilot valve plunger (39) closing the control port (37). 8. As sump oil flows through the needle valve (33) from the sump into the

dashpot compensation piston assembly (34 and 35), the small dashpot compensation piston (35) is returned to its normal centered position by the compensation spring at the same rate as the speeder rod (21). This keeps the pilot valve plunger (39) in its centered position.

9. The control port in the rotating bushing (38) is kept closed by the land on

the pilot valve plunger (39). 10. This stops the governor output shaft and power piston movement in the new

decreased fuel position. This is the position needed to run the prime mover at the selected speed setting with the new load.


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Increase in Load When an increase in load occurs and the same fuel setting is maintained, speed decreases. This generates the following sequence of governor movements: 1. As speed decreases, the centrifugal force of the flyweights (24) decreases

and the opposing speeder spring (25) force is now greater than the centrifugal force of the flyweights (24).

2. The flyweights (24) tip inward and lower the speeder rod (21) and the right

end of the floating lever (31). 3. This lowers the pilot valve plunger (39), opening the control port in the

rotating bushing (38). Pressure oil is released through the control port into the lower cylinder of the power piston (9).

4. The power piston is forced upward by the pressure oil acting on the larger

lower surface area of the power piston, and the governor output shaft is rotated in the increase fuel direction.

5. Linkage from the governor output shaft (6) lifts the compensating adjusting

lever (22), which rotates at the fulcrum (18), lowering the large dashpot compensation piston (34).

6. Pressure oil is applied to the bottom side of the small dashpot compensation

piston (35), raising the left end of the floating lever (31). 7. This raises the pilot valve plunger (39) closing the control port (37). 8. As pressure oil flows through the needle valve (33) from the dashpot

compensation piston assembly (34 and 35), the small dashpot compensation piston (35) is returned to its normal centered position by the compensation spring, at the same rate as the speeder rod (21). This keeps the pilot valve plunger (39) in its centered position.

9. The control port in the rotating bushing (38) is kept closed by the land on

the pilot valve plunger (39). 10. This stops the governor output shaft and power piston movement in the new

increased fuel position. This is the position needed to run the prime mover at the selected speed setting with the new load.

In both cases, a decrease or increase in load, the compensation system operates in opposite directions. The compensation or amount of movement of the large dashpot compensation piston (34) is controlled by the compensation adjustment, that is, the position of the fulcrum (18). The rate at which the small dashpot compensation piston (35) is returned to normal is controlled by the needle valve adjustment, that is, the rate of flow of oil through the needle valve (33).


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Chapter 4 Governor Operation and Adjustments

Introduction This chapter describes initial operation and basic adjustments of the UG Dial governor when placing a new or repaired governor into service.

Initial Operation for a New Governor Before initial operation of the UG Dial governor, check that all previous installation steps have been correctly accomplished and that all linkages are secure and properly attached. See Chapter 2, Installation Procedures. Also, read all of Chapter 4. Fill the governor with oil to the top mark on the oil sight glass. Close the needle valve carefully (clockwise) using a Phillips screwdriver and open it (counterclockwise) 1/2 to 3/4 turn. Loosen the nut holding the compensation adjusting pointer enough to move the pointer and set the pointer in the center of the scale. Tighten the nut. If replacing a governor, the initial compensation setting can be the same as the governor just removed.

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WARNING TO PROTECT AGAINST POSSIBLE PERSONAL INJURY, LOSS OF LIFE, and/or PROPERTY DAMAGE WHEN STARTING THE ENGINE, BE PREPARED TO MAKE AN EMERGENCY SHUTDOWN to protect against runaway or overspeed should the mechanical-hydraulic governor(s), or electric control(s), the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the controlled device(s) fail. Use the prime mover manufacturer’s instructions to start the engine.

Adjustments Normally, the only adjustments for putting a new governor into service are bleeding entrapped air and adjusting compensation to obtain satisfactory stability and response. All other operating adjustments were made during factory calibration in accordance with the manufacturer’s specifications and should not require further adjustments.

� NOTE Do not attempt internal adjustment of the governor unless you are thoroughly familiar with the proper procedures.


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Compensation Adjustments The compensation needle valve and pointer are adjustable parts of the compensation system. Their settings directly affect governor stability. Compensation must be properly adjusted to the particular engine and load to provide stable operation. When the prime mover is started for the first time after the governor has been filled with oil, the governor may be stable at constant speed, yet may need adjustment. High overspeeds and underspeeds after load changes and slow return to normal speed indicate the need for compensation adjustment.

� NOTE Maximum compensation settings generally provide stable steady state operation, but result in greater offspeeds on load changes. After the oil in the governor has reached its normal operating temperature, make the following compensation adjustments without load on the prime mover to be certain that the governor gives optimum control. See Figure 1-1 for location of the adjustment parts. 1. To bleed trapped air from the governor oil passages, first loosen the nut

holding the compensation adjusting pointer and set the pointer at its extreme upward position for maximum compensation. Tighten the nut.

Next, remove the needle valve access plug and open the needle valve two

turns counterclockwise. Use a Phillips screwdriver to avoid damage to the threads inside the bore and to the needle valve.

Damage to the threads or to the needle valve will cause the governor to

change fuel rhythmically. This is called governor hunt. See Chapter 5 for more information on hunting.

There are two screwdriver slots in the needle valve, a shallow and a deep

slot, located at right angles to each other. The deeper slot is used to expand the head of the needle valve and increase friction to prevent vibrations from changing the needle valve setting. If a plain screwdriver must be used, be sure to use the shallow slot of the needle valve.

Allow the prime mover to hunt for approximately 30 seconds to bleed

trapped air from the governor oil passages. 2. Loosen the nut holding the compensation pointer and set the pointer as far

as it will go towards minimum compensation. Tighten the nut. 3. Gradually close the needle valve until hunting just stops. If hunting does not

stop, open the needle valve one turn and move the compensation pointer up by one mark on the front panel indicator scale. Again gradually close the needle valve until hunting stops.


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If hunting does not stop, set the needle valve 1/4 turn open and repeat setting the compensation pointer up by one mark. Retest the governor until hunting stops.

� NOTE The objective of the compensation adjustment procedure is to find the particular settings for the compensation needle valve and compensation adjustment pointer at which the prime mover will return quickly to speed (needle valve adjustment) after a speed disturbance with only a slight over- or undershoot (compensation pointer adjustment). 4. From this setting, open the needle valve one turn and momentarily disturb

governor stability by turning the load limit knob to increase the load slightly and bringing it back quickly to its original position. Gradually close the needle valve until the governor returns to speed with only a small overshoot or undershoot and:

a. The needle valve is between 1/8 to 1/4 turn open on a governor with an oil sight glass located in the center of the dial panel.

b. The needle valve is between 3/8 and 3/4 turn open on a governor with an oil sight glass located on the side of the governor.

Compensation adjustment determines offspeed and needle valve adjustment determines recovery time.

� NOTE For most responsive governor control, use as little compensation as possible. Too much compensation causes excessive speed overshoots and undershoots upon load changes.

� NOTE Closing the needle valve more than indicated in (a) and (b) above makes the governor slow to return to normal speed after a load change. Opening the needle valve more than indicated above decreases governor stability and can cause hunting. Once the needle valve adjustment is correct, it is not necessary to change the setting except for large, permanent changes in temperature which affect governor oil viscosity. When the compensation adjustment is correct, tighten the compensation pointer nut and install the needle valve access plug with a copper washer. The plug and the washer will seal oil seepage around the needle valve.


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Initial Operation for a Repaired or Reassembled Governor

After disassembly or repair, it is very important to test the governor on a test stand. If a test stand is not available, testing of the governor can be done on the engine.

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WARNING If testing of the governor is done on the engine, the operator must be careful to manually control engine speed until he has proven that the governor will control engine speed. Attach a serration wrench to the output shaft in addition to the normal linkage to manually control engine speed with the serration wrench. When satisfied that the governing system is fully operational, remove the serration wrench. If accurate tests and adjustments are to be made, it is best to use a test stand since it is difficult to make them when the governor is mounted on an engine. Write or phone Woodward for a test specification for the governor part number shown on the nameplate fastened to the governor. Table 4-1 is a list of tools that are necessary only if a large number of governors is being tested. For a small number of governors, only the pressure gauge is needed to check oil pressure during testing.

Table 4-1. Test Stand Tools Tool Description Woodward Number Application Woodward Test Stand

Engine simulator. Drives governor. Supplies pressure oil. Includes gauges for testing.

Electronic Counter and Frequency Pickup

Indicates governor drive speed. Must have an output of at least 60 cycles per revolution on a one second time base. Must indicate speed to within ±1 rpm. Readouts of display time must not exceed 5 seconds.

Pressure Gauge (0–1380 kPa/0–200 psi)

To check governor oil pressure.

Dial Indicator 8995-037 To check and adjust droop setting. Before installation, be sure speed droop is not negative. To check droop, first set the speed droop control knob to zero. 1. Put a dial indicator (tool 8995-037) on the governor with the indicator rod

touching the top of the speed setting gear. 2. Place the serration wrench on the governor output shaft.


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3. Rotate the governor output shaft from minimum to maximum fuel position, and check the dial indicator.

4. No movement of the indicator is zero droop. If movement is greater than

0.05 mm (0.002 inch), adjustment is needed (Clockwise movement of the indicator is positive droop. Counterclockwise movement of the indicator is negative droop).

Loosen the locknut (190) on the speed droop screw (189) and turn the screw counterclockwise to reduce droop. Turn the screw clockwise to increase droop. When zero droop is obtained (0.05 mm/0.002 inch or less counterclockwise movement), tighten the locknut again (190). Check the adjustment again by moving the governor output shaft from minimum to maximum fuel position. Droop can be zero or positive, it must not be negative. Check the final droop setting with the governor operating on the prime mover as shown in “Test Procedures” in this chapter. Before operating a repaired governor for the first time, check that all installation steps have been correctly completed. See Chapter 2, Installation Procedures. Also, read all of Chapter 4.

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WARNING TO PROTECT AGAINST POSSIBLE PERSONAL INJURY, LOSS OF LIFE, and/or PROPERTY DAMAGE WHEN STARTING THE ENGINE, BE PREPARED TO MAKE AN EMERGENCY SHUTDOWN to protect against runaway or overspeed should the mechanical-hydraulic governor(s), or electric control(s), the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the controlled device(s) fail.

Test Procedures 1. Remove the pipe plug (33) in the base of the governor on the side to the left

of the needle valve plug (30), and attach a 0–1380 kPa/0–200 psi pressure gauge. (See Figure 1-3 for Pressure Test Point.)

2. Install the governor on a test stand or on the engine pad. See Chapter 2,

Installation Procedures. 3. Fill the governor with oil. See Chapter 2, Oil Supply. The oil level must be

to the mark on the oil sight glass. 4. If the governor is being tested on the engine, start the prime mover

according to the instructions from the manufacturer. Run the governor until it is at operating temperature.


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5. Check that the governor has a 758–827 kPa (110–120 psi) oil pressure (UG-5.7/UG-8) or 965–1034 kPa (140–150 psi) oil pressure (UG-10) at normal operating speed.

6. Close the needle valve (32) and open it just enough to cause a small hunt,

using a Phillips screwdriver. If a plain screwdriver must be used, make sure to use only the shallow slot of the needle valve to avoid damage to the threads inside the bore and to the needle valve.

Let the prime mover hunt for approximately 30 seconds to remove trapped

air from the governor oil passages. 7. Close the needle valve and open it again one half turn. If the governor

continues to hunt, repeat step 6. 8. Adjust the compensation system. See Compensation Adjustments in this

chapter.

� NOTE Maximum speed for constant operation of the UG Dial governor is 1500 rpm. 9. While the engine is running, re-check the governor for zero droop. Turn the

speed droop knob to zero and run the governor at normal operating speed near 0% load. Then load the engine near 100% load. Speed must be within 0 to 3 rpm lower.

If the engine cannot be run at full load and must be run at partial load only,

the rpm decrease must be proportional to the partial load. 10. If adjustment is needed to obtain zero droop, follow this procedure: Loosen the locknut (190) on the speed droop screw (189) and turn the screw

(189) counterclockwise to reduce droop. Turn the screw clockwise to increase droop. Tighten the locknut.

Repeat the above procedure until speed is within 0 to 3 rpm lower when

running the engine from no load to full load positions. 11. To prevent speed setting changes because of engine vibrations, a friction

drive (255) is installed in the speed setting mechanical drive of the UG governor.

The friction drive (255) must be tight enough to avoid a speed setting

change due to vibrations, and also tight enough to permit the speed setting motor, if used, to turn the speed setting gear.

If the friction drive is too tight, the synchronizer (speed setting) knob can no

longer be turned manually.


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To adjust the friction on the friction drive, first remove the governor cover (214), then the retaining ring (250) on the friction drive using a No. 1 Truarc pliers. Do not let the cover (214) or the spring (252) fall into the governor as the friction drive cover is under spring compression.

Check the torque of the friction drive and set it at 0.17 to 0.28 Nxm (1.5 to

2.5 lb-in) with manual speed setting or 0.45 to 0.62 Nxm (4.0 to 5.5 lb-in) with speed setting motor. To increase friction, turn the nut on the shaft clockwise while holding the speed setting knob. To decrease friction, turn the nut counterclockwise.

12. Reassemble the friction drive. 13. Set the maximum and/or minimum speed limit on the governor. This

adjustment can also be made with the prime mover running. To make the adjustment, first remove the governor dial plate (see Figure 4-1).

Figure 4-1. Maximum/Minimum Speed Stop Adjustment on the UG Dial Governor

Turn the synchronizer (speed setting) knob clockwise to increase the speed

setting of the governor from its specified maximum plus 10 rpm.


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If the friction drive slips before reaching the required high speed setting, mark the intermediate (278) and the synchronizer (269) (speed setting) indicator gears, disengage the synchronizer (speed setting) gear (269), index it one tooth counterclockwise to allow a higher speed setting, and engage gear again.

The amount of rpm change is not the same if the speeder screw (177) has a

coarse thread (0.7 threads/mm or 18 threads/inch) or a fine thread (1.3 threads/mm or 32 threads/inch).

Re-engage the synchronizer indicator gear (269) with the high-speed stop

pin, engaging the intermediate gear (278) to prevent further increase in speed. The high-speed stop pin is the pin closest to the gear center.

On governors equipped with an electric speed adjusting motor, be sure the

motor can run the governor up to its maximum-speed stop and down to its minimum speed. Reset the torque on the friction drive, if necessary, as in step 11 above.

On governors equipped with a two-position high-speed stop (overspeed test

device), set the overspeed-test speed as described above, then the lever catch will provide the normal high-speed stop for the governor. If necessary, set the high-speed stop to the lever engaged position and then disengage the lever and advance to the normal high-speed stop position to achieve the overspeed-test speed.

14. To set the minimum speed limit, turn the synchronizer (speed setting knob)

counterclockwise to decrease the speed setting of the governor to its minimum speed position.

15. Set the synchronizer knob at zero on the dial. 16. Set the synchronizer indicator dial panel pointer at zero. 17. Position the synchronizer indicator knob about 1.6 mm (0.06 inch) from the

surface of the dial. This prevents the knob from binding the synchronizer system gear train.

18. On governors equipped with micro switches, operate the governor at the

required high and low speeds to verify correct positioning of the cams that operate the micro switches.

Adjust the cams by loosening the screws and turning the cams on the shaft.

Tighten the screws again. 19. On governors equipped with solenoid shutdown, please refer to Woodward

manual 03013 for set-up procedures. 20. Turn the load limit knob to zero. The load limit indicator must move to

zero. The governor output shaft will move to its minimum fuel position. Reset the load limit knob to maximum load.


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21. Shut down the engine. Remove the pressure gauge and install a 1/8" socket pipe plug. Apply a pipe sealer to the threads, and torque the pipe plug to 10 Nxm (90 lb-in).

22. Install the governor cover and dial plate.

Test Completion For operation of units running alone, set droop at zero. Reducing droop to zero allows the unit to change load without changing speed (zero droop operation is also called isochronous operation). On units connected in parallel or to a single shaft, set the least amount of droop possible to provide satisfactory load division. Droop allows load division between two or more prime movers that drive the same shaft or are paralleled in an electrical system. For ac generating units tied in with other units, set droop sufficiently high (reference number 30 to 50 or more on the dial) to prevent interchange of load between units. If one unit in the system has enough generating capacity, set its governor on zero droop, and it will regulate the frequency of the prime mover system. If its capacity is not exceeded, this unit will handle all load changes. Operate the SYNCHRONIZER knob of the governor with zero droop to adjust the system’s frequency. Operate the SYNCHRONIZER knobs of the governors that have speed droop to distribute load between units. When two units are set up for optimum single unit performance, paralleling problems can be encountered. For example, governor response can be too fast on one governor, requiring too high a speed droop setting to prevent a constant load interchange between the two governors. When this occurs, the compensation setting should be moved towards maximum, reducing the single unit transient performance capability but allowing stable parallel operation within the allowable speed droop range. Also, check the amount of output shaft travel on each governor. Too little output shaft travel on a governor can require too high a droop setting on that governor to obtain steady state control.

� NOTE Compensation must be properly adjusted to the particular engine and load to provide stable operation (see Compensation Adjustments). When UG governors are used on generator sets operating in parallel and the lead unit is shifted to slave and vice versa, zero droop must be set on the lead unit to maintain the frequency for which it is set, and droop must be set on the slave unit for load distribution between the two units. For more information on load sharing, please refer to manual 25195, Governing Fundamentals.


32 Woodward


Woodward 33

Chapter 5 Troubleshooting

Introduction This section provides instructions for troubleshooting. It is impossible to anticipate every kind of problem that is encountered in the field. This manual covers the most common problems experienced. Poor governing may be due to faulty governor performance, or it may be due to the governor attempting to correct for faulty operation of the prime mover or the equipment driven. The effect of any auxiliary equipment on the overall control required of the governor must also be considered.

!


Troubleshooting

Oil Keep the governor oil level to-the mark on the oil sight glass with the unit operating. The correct oil level is 19 to 32 mm (0.75 to 1.25 inch) below the top of the governor case. Dirty oil causes most governor problems. Use clean new or filtered oil. Oil containers used must be perfectly clean. Oil contaminated with water breaks down rapidly, causing foaming, and corrodes internal governor parts.

Compensating Adjustment and Needle Valve The compensating adjustment and needle valve must be correctly adjusted with the governor controlling the engine or turbine, even though the compensation may have been previously adjusted at the factory or on governor test equipment. Although the governor may appear to be operating satisfactorily because the unit runs at constant speed without load, the governor still may not be correctly adjusted to the load and to the engine it is to control.


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High overspeeds and low underspeeds, or slow return to speed, after a load change or speed setting change, are some of the results of an incorrect setting of the compensating adjustment and needle valve.

Definitions Use the troubleshooting chart (Table 5-1) on the following pages to determine the probable causes of faulty operation and to correct these problems. Terms used in the chart are defined as follows: Hunt—A rhythmic variation of speed which can originate in the governor or in the prime mover. (See Table 5-1, Par. 1A, for troubleshooting information.) A hunt usually has a frequency of less than 5 cycles per minute. Surge—A sudden variation of speed occurring at periodic intervals which can also originate in the governor or in the prime mover. (See Table 5-1, Par. 1A, for troubleshooting information.) Jiggle—A high frequency vibration of the governor output shaft and fuel linkage. Do not confuse this with normal controlling action of the governor. A jiggle has a frequency of more than 50 cycles per minute.

Preliminary Inspection Governor problems are usually revealed in speed variations of the prime mover, but it does not necessarily follow that such variations are caused by the governor. When improper speed variations appear, the following procedure should be performed: 1. Check the load to be sure the speed changes are not the result of load

changes beyond the capacity of the prime mover. 2. Check engine operation to be sure all cylinders are firing properly and that

the fuel injectors are in good operating condition and properly calibrated. 3. Check the linkage between the governor and fuel racks or valve. There must

be no binding or lost motion. 4. Check the setting of the needle valve and compensation adjustment. (See

Chapter 4, Compensation Adjustments.) 5. Check that the oil is clean and oil level is correct at operating temperature. The source of most problems in any hydraulic governor stems from dirty

oil. Grit and other impurities can be introduced into the governor with the oil, or form when the oil begins to break down (oxidize) or becomes sludgy.


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The internal moving parts are continually lubricated by the oil within the unit. Valves, pistons, and plungers will stick and even “freeze” in their bores, due to grit and impurities in the oil.

If this is the case, erratic operation and poor response can be corrected (if

wear is not excessive) by flushing the unit with fuel oil or kerosene. The use of commercial solvents is not recommended as they may damage

seals or gaskets. Change the oil and flush the governor twice a year if possible. To change oil, remove the drain plug and drain out the old oil. Flush the

governor by filling it with fuel oil, and with the prime mover running at low speed, cycle the governor by opening the needle valve two or three turns.

Let the governor hunt for a minute or two, then stop the engine and drain

the governor. Flush the governor once again. Refill the governor with oil (see Chapter 2, Oil Supply).

Restart the engine and reset the compensation adjustment and needle valve. 6. Check that the drive to the governor is correctly aligned and free of

roughness, side loading, and excessive backlash.

Table 5-1. Troubleshooting Chart Problem Possible Cause Correction 1. The prime mover hunts or surges.

A. The problem may be originating in the governor or prime mover.

Block the throttle, fuel racks or steam valve in the direction of increase fuel. (Never block the governor output shaft in the direction that would prevent a complete shutdown.) The same blocking action can be performed by using the load limit knob on the governor panel. If hunting and/or surging continues while the governor output shaft is blocked, the problem is in the prime mover. If, after removing the block, hunting and/or surging starts again, the problem can be in the governor or in the prime mover. Go through the compensation adjustment procedure for the governor (see Chapter 4, Compensation Adjustments). If the problem is still there, replace the governor with a replacement governor. Go through the compensation adjustment procedure for the replacement governor. If the hunting and/or surging continues, the problem is in the prime mover.


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Problem Possible Cause Correction

B. Compensation adjustments incorrect.

Adjust needle valve and compensation adjusting pointer.

C. Dirty oil (sludge) in governor.

Drain oil, clean governor, and refill.

D. Oil varnish, which causes sticking of parts.

Add oil to the mark on oil sight glass. If oil level decreases and no external oil leaks can be seen on the governor, check the drive shaft for oil leak. If foaming continues, drain oil and refill using a different type oil.

E. Lost motion in engine linkage or fuel pumps.

Repair governor.

F. Lost motion in engine linkage or fuel pumps.

Repair linkage and/or pumps.

G. Binding in engine-to-governor linkage or fuel pumps.

Repair and realign linkage and/or pumps.

H. Governor output shaft travel too short to provide full fuel.

Adjust travel until proper travel is obtained.

I. Spring on yield linkage to fuel racks too weak.

Install heavier spring.

J. Low oil pressure. Normal operating pressure is 758 to 827 kPa (110 to 120 psi) for the UG-5.7 and UG-8; 965 to 1034 kPa (140 to 150 psi) for the UG-10. (See outline drawing, Figure 1-3, for pressure test point location.) Pump check valves are not seating or accumulator springs weak.

Return governor to factory for repair.

K. Power piston is sticking.

Check for side play or binding of output shaft.

L. Voltage regulator not operating properly.

Check voltage regulator. Operate in voltage droop or manual. Do not disconnect voltage regulator. Adjust, repair, or replace voltage regulator.

1. The prime mover hunts or surges. (continued)

M. Fuel linkage incorrectly set. This might occur if the governor has been changed or removed and replaced. Relationship of governor travel to power output of engine should be linear.

Rework or reset the linkage from governor to unit to obtain the linear relationship.


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N. Faulty linkage. Linkage should be free of binding and lost motion throughout service life of unit. Check yield links, shutdown arrangements, etc, to be sure that prime mover torque changes for very small increments of governor output shaft travel. Stability and good steady-state performance will suffer unless this condition is met.

O. Incorrect non-linear relationship between governor travel and power output of the prime mover. Engine may hunt with light loads and be stable with a heavy load.

Adjust linkage from governor to gas valve to obtain linear relationship between governor travel and engine output. See Figure 2-1. Also, see application Note 50516.

P. Gas or steam pressure too high.

Adjust gas or steam pressure.

Q. Engine misfiring (bad fuel injector or low pilot fuel on dual-fuel engine).

Check pyrometer readings of each cylinder and make necessary repairs or adjustments.

R. Load limit indicator binding on nameplate or load limit shaft bent.

Damaged indicator disc or nameplate must be corrected or replaced. Load limit shaft must be replaced if bent.

S. Negative droop when speed droop knob at zero.

Droop calibration out of adjustment. Reset (see Chapter 4, Governor Operation and Adjustments).

1. The prime mover hunts or surges. (continued)

T. Governor worn. Return governor to factory for repairs. A. Low oil pressure in governor.

See Item 1J.

B. Cranking speed too low.

May be necessary to use a booster servomotor. See manual 36684, Booster Servomotor.

2. Fuel racks do not open quickly when cranking prime mover.

C. Booster servomotor (if used) not functioning properly.

Check action of automatic air starting valve. See manual 36684, Booster Servomotor.

3. Jiggle at governor output shaft.

A. Rough engine drive or governor drive.

Inspect drive mechanism. a. Check alignment of gears. b. Inspect for rough gear teeth, eccentric gears, or excessive backlash in gear train. c. Check gear keys and nuts or set screws holding drive gears to shafts. d. Check for bent drive shaft. e. Check serrated or spline coupling for wear and alignment. f. Tighten chain between crankshaft and camshaft (if used). g. Check engine vibration damper (if used).


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NOTE If a keyed drive is used, backlash must be checked and the gear shimmed so that there is no binding and the backlash is not too great. This should be done each time a new or replacement governor is installed. If a serrated drive is used, concentricity of shaft to coupling should be maintained. Coupling should be as long as possible to permit greater flexibility. B. Governor is not aligned properly.

Loosen governor mounting screws and move the governor slightly on its mounting pad to align the drive shaft with its coupling.

C. Failure of flexible drive in flyweight head.

Return governor to factory for repairs.

D. Other possible causes are: –dirty or worn ballhead bearing –rough or worn gear teeth –bent speeder spring –damaged drive shaft seal retainer

Return governor to factory for repairs. Replace seal retainer.

3. Jiggle at governor output shaft. (continued)

E. Air in governor system can cause a jiggle during start-ups or transients.

Bleed air (see Chapter 4, Test Procedures).

A. Speed droop adjustment incorrect.

Readjust droop to divide load properly. Increase droop to resist picking up (or dropping off) load. Decrease droop to increase picking up (or dropping off) load.

4. Load does not divide properly on interconnected prime movers.

B. Speed settings of the governors are not the same.

Adjust speed setting so both prime movers run at the same speed.

A. Needle valve adjustment incorrect.

Readjust compensating needle valve. Open further if possible to do so without causing instability when running without load. Compensation pointer may be too far toward maximum.

B. Governor is not sensitive in measuring speed change (deadband).

Friction or wear on flyweight toes—sludge in governor, return to factory.

C. Low oil pressure in governor.

Return governor to factory to inspect pump and check valves if oil pressure is low.

D. Engine may be overloaded.

Reduce load.

E. Restricted fuel supply.

Clean fuel supply filters.

5. The prime mover is slow to respond to a speed change or a load change.

F. Load limit knob set to restrict fuel.

Increase load limit setting.


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A. Fuel racks will not open far enough, or governor at end of its stroke and the load indicator is set at 10.

Adjust engine-to-governor fuel linkage. Adjust load limiting device or fuel pump stops. Check compression of load limit friction spring. Low compression may permit load limit cam to gradually work toward reduced load position.

B. Restricted fuel supply.

Clean fuel supply filters. Gas pressure low. Gas with different calorific value.

C. Voltage regulator (if used) not functioning.

Readjust or repair.

D. Engine misfiring. Check pyrometer readings of each cylinder and make necessary repairs or adjustments.

E. Slipping clutch or belts between engine and driven load.

Make adjustments.

6. The prime mover will not pick up rated full load.

F. Load limit knob set to restrict fuel.

Increase load limit setting.

7. Governor does not respond to synchronizer motor switch.

Slipping clutch. Binding or worn bevel gears.

Increase compression on clutch spring. Repair or return governor to factory.

8. The speed of the prime mover increases with an increase in load.

Droop is negative when adjustment is zero on the panel. Droop calibration out of adjustment.

Reset droop. See Chapter 4, Governor Operation and Adjustments.

Additional Information for Steam Turbines, Gas and Gasoline Engines

The engine torque versus throttle position for a steam turbine gives a wide variety of non linear relations. Each type must be compensated for with the correct compensating linkage to bring the error output shaft movement back into a near linear relation with the prime mover torque output. Please refer to the prime mover manufacturer's handbook for the correct linkage selection and installation. The torque vs throttle position curve for a gas and gasoline engine which is controlled through a butterfly valve is always very non-linear. When adapting a governor to this type of engine, if the linkage is made linear, operation at idle and light loads is never very stable. The proper procedure for adapting a governor to this engine with the butterfly valve is to make the linkage so that it requires greater movement of the governor per increment of butterfly movement at light load than it does at high load. This linkage tends to linearize the relation between engine-developed torque and governor output shaft position (see Figure 2-1).


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The table below shows a satisfactory angular position of the governor output shaft for different openings of the butterfly valve in order to have a more stable operation at idle and at light loads.

Table 5-2. Governor Output Shaft Travel vs Butterfly Valve Travel Governor Output

Shaft Travel 0° 6°

12° 15° 18° 24°

Butterfly Valve Shaft Travel

0° 3° 9°

20° 30° 82°

Governor Field Repairs Seals and bearings of the governor output shaft and drive shaft can be replaced in the field. Seals and bearing replacement require only a partial disassembly of the governor. See Figures 5-1 and 5-2, and tables 5-3 and 5-4, for a list of common bench tools and normal field repair tools. Seals and bearings can be replaced without these tools, however replacement of parts is made easier if these tools are available. Order tools from Woodward (see Chapter 8, Service Options). Include in order: 1. The tool description 2. The tool number or part number of the tool required 3. The manual number (this manual 03040)

Removal of Governor from Engine To replace a governor on the engine, or to replace seals or bearings on the governor, remove the governor from the engine as follows:

!

CAUTION Use care in handling and resting of the governor on the work area. Do not strike or rest the governor on the end of the drive shaft as damage may result to the drive shaft, oil seal, bearing, or other internal parts or surfaces. Set the governor on wooden block(s) to protect the drive shaft when performing maintenance operations. 1. Drain the oil from the governor and install the drain plug again. Some

governors are equipped with a drain cock for draining. 2. Clean exterior surfaces using a cloth moistened with cleaning solvent. 3. Disconnect auxiliary device wiring, and pneumatic or hydraulic tubing

connections if applicable.


Woodward 41

4. Before detaching the output shaft and speed setting linkages, mark both shaft and lever so they may be easily reinstalled at their original positions.

5. Remove the four stud nuts holding the governor to the mounting pad and lift

the governor off. Remove the gasket between the governor and governor mounting pad.

6. Set the governor on wooden blocks to protect the drive shaft. Be very

careful to avoid striking the end of the drive shaft. Damage to internal parts of the governor may result.

Table 5-3. List of Common Bench Tools

Tool Description

Ref. Number

Tool Number

Application

T-handle hex wrench 7/16” T-handle allen wrench 3/16” Standard allen wrench 5/64”

Bench block

No. 2 Phillips head screwdriver Hooked scribe

1 2 3 4

5 6

189440 8995-047 8995-048 011971

8995-049 189792

Various bolts on UG To install 1/8” pipe plugs For No. 8:32 headless set screw To press out small bearings and bushings Various screws on UG Removing and installing cotter pins

Figure 5-1. Common Bench Tools


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Table 5-4. List of Normal Field Repair Tools

Tool Description Ref. Number

Tool Number

Application

William pliers Bearing seater

Seal protector (use with 030952) Dial indicator w/ base

Seal installing tool (Micarta type)

Bushing driver Serration wrench

Torque wrench w/ 7/16” socket

7 8 9

10 11

12 13 14

8995-023 8995-024 030951

8995-017 030952

8995-028 030943

8995-038

Replace retaining ring on drive shaft Replace drive shaft bearing Fit on output shaft to protect seal To check droop adjustment Install output shaft seals (for extra long shafts only) To adjust output shaft bushings Turning output shaft or drive shaft 25 lb-in torque on drive shaft bearing retainer plate screws

Figure 5-2. Normal Field Repair Tools


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Chapter 6 Replacement Parts

Replacement Parts Information When ordering replacement parts, include the following information: 1. Governor serial number and part number shown on nameplate. 2. Manual number (this is manual 03040). 3. Parts reference number in parts list and description of part or part name.

!

WARNING Refer to repair manual 56103 for correct and safe procedures when disassembly and assembly are required. Personal injury may result if accumulator springs are released suddenly. Use an arbor press to release or to install the compressed accumulator spring.


44 Woodward

Parts List for Figure 6-1 (Sheet 1 of 5) Ref. No. Part Name................................................ Quantity 03040-1 Retainer ring, 1.283" OD .......................................2 03040-2 Washer, 1.185" OD ...............................................2 03040-3 Accumulator spring................................................2 03040-3A Accumulator spring (used in UG-10 only)..............2 03040-4 Accumulator piston ................................................2 03040-5 Soc hd pipe plug, 1/8"............................................1 03040-6 Soc hd pipe plug, 1/8"............................................1 03040-7 Cotter pin, .060 x 1/2" ............................................1 03040-8 Laminated drive shaft assembly ............................1 03040-9 Sleeve retainer.......................................................1 03040-10 Spirol pin................................................................1 03040-11 Retainer ring .671 ID..............................................1 03040-12 Washer ..................................................................1 03040-13 Driver assembly.....................................................1 03040-14 Laminated drive spring ........................................12 03040-15 Pump gear assembly.............................................1 03040-16 Straight pin.............................................................1 03040-17 Large dashpot compensation piston......................1 03040-18 Large dashpot compensation spring .....................1 03040-19 Large dashpot compensation link..........................1 03040-20 Oilite bushing .........................................................2 03040-21 Retainer ring, 1.283" OD .......................................2 03040-22 Pilot valve bushing.................................................1 03040-23 Check valve ...........................................................4 03040-24 Dowel pin ...............................................................2 03040-25 Dowel pin ...............................................................2 03040-26 Base.......................................................................1 03040-27 Washer ..................................................................5 03040-28 Cap screw, 1/4-28 x 1.000” ...................................5 03040-29 Pipe plug, 1/8" soc hd............................................1 03040-30 Needle valve plug ..................................................1 03040-31 Washer ..................................................................1 03040-32 Needle Valve .........................................................1 03040-33 Pipe plug, 1/8" soc hd............................................1 03040-34 Power piston ..........................................................1 03040-35 Controlet ................................................................1 03040-36 Soc hd pipe plug, 1/8"............................................1 03040-37 Soc hd pipe plug, 1/8"............................................1 03040-38 Ballhead drive gear................................................1 03040-39 Connecting lever....................................................1 03040-40 Straight pin.............................................................1 03040-41 Cotter pin, .030 x 3/8" ............................................2 03040-42 through 49 .......................................................Not Used


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Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 1 of 5)


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Parts List for Figure 6-1 (Sheet 2 of 5) Ref. No. Part Name................................................ Quantity 03040-50 Plug........................................................................1 03040-51 Output shaft (optional) ...........................................1 03040-52 Set screw, 1/4-28 x 5/16".......................................2 03040-53 Output shaft bushing .............................................2 03040-54 Oil seal, 1.128 OD .................................................2 03040-54A Compensation adjustment lever pin stop ..............2 03040-55 Washer, 7/16 x 5/8 x 1/32" ....................................1 03040-56 Compensation adj. pointer.....................................1 03040-57 Washer, .328 x .562 x .064 thick ...........................1 03040-58 Elastic stop nut 5/16-24 .........................................1 03040-59 Keyed drive shaft ...................................................1 03040-60 Key .188 x .190 x 1.062"........................................1 03040-61 Spacer ...................................................................1 03040-62 Nut, 5/8-18 castle...................................................1 03040-63 Cotter pin, 1/8 x 1-1/2"...........................................1 03040-64 Pilot valve plunger .................................................1 03040-65 Spring seat.............................................................1 03040-66 Pilot valve spring....................................................1 03040-67 Drive shaft..............................................................1 03040-68 Ball bearing............................................................1 03040-69 Snap ring ...............................................................1 03040-70 Bearing retainer plate ............................................1 03040-71 Dr hd cap screw, 1/4-28 x 5/8" ..............................3 03040-72 Oil seal, 1.379" OD ................................................1 03040-73 Oil seal retainer......................................................1 03040-74 Seal retainer gasket...............................................1 03040-75 Small dashpot compensation piston assembly......1 03040-76 Small dashpot compensation spring......................2 03040-77 Small dashpot spring seat (not shown) .................1 03040-78 Small dashpot compensation piston guide ............1 03040-79 Hex lock nut, 1/4-28...............................................1 03040-80 Dashpot nut ...........................................................1 03040-81 Shutdown lever bracket .........................................1 03040-82 Spring ....................................................................1 03040-83 Washer, .178 ID.....................................................1 03040-84 Cotter pin ...............................................................1 03040-85 Headed pin ............................................................1 03040-86 Shutdown lever ......................................................1 03040-87 Washer ..................................................................2 03040-88 Screw.....................................................................2 03040-89 Cotter pin ...............................................................1 03040-90 Washer ..................................................................1 03040-91 Power piston link....................................................1 03040-92 Cotter pin ...............................................................1 03040-93 Power lever............................................................1 03040-94 Taper pin, No.3 x 1-1/4".........................................2 03040-95 Pin..........................................................................1 03040-96 Cotter pin, .060 x 3/4" ............................................1 03040-97 Compensation lever...............................................1 03040-98 Straight pin.............................................................1 03040-99 Drilled straight pin ..................................................1 03040-100 Cotter pin, .060 x 3/4" ............................................1 03040-101 Straight pin.............................................................1


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03040-102 Compensation link .................................................1 03040-103 Compensation lever fulcrum..................................1 03040-104 Compensation lever assembly ..............................1 03040-105 Preformed Packing Ring, .301 1 D x .070"............1 03040-106 Case ......................................................................1 03040-107 Output shaft ...........................................................1 03040-108 through 149 ...................................................Not Used



48 Woodward

Parts List for Figure 6-1 (Sheet 3 of 5) Ref. No. Part Name................................................ Quantity 03040-150 Friction spring pin ..................................................1 03040-151 Load limit speed droop spring ...............................1 03040-152 Load limit cam .......................................................1 03040-153 Speed droop cam assembly ..................................1 03040-153A Washer, .265 ID x .438 OD x .207-.197 thick........1 03040-154 Rack pin.................................................................6 03040-155 Load indicator gear (includes items 285 and 286).1 03040-156 Load limit lever.......................................................1 03040-157 Load limit strap ......................................................1 03040-158 Load limit rack .......................................................1 03040-159 Dial panel...............................................................1 03040-160 Ballhead cover .......................................................1 03040-161 Flyweight................................................................2 03040-162 Flyweight bearing...................................................4 03040-163 Flyweight pin ..........................................................2 03040-164 Torsion spring........................................................1 03040-165 Torsion spring (early model) ..................................1 03040-166 Ball bearing............................................................1 03040-167 Ballhead gear assembly ........................................1 03040-168 Spirol pin................................................................4 03040-169 Spring damped ballhead........................................1 03040-170 Speeder rod ...........................................................1 03040-171 Ballhead assembly.................................................1 03040-172 Speeder rod spring ................................................1 03040-173 Thrust bearing .......................................................1 03040-174 Flexloc stop nut......................................................1 03040-175 Speeder spring assembly ......................................1 03040-176 Speeder gear .........................................................1 03040-177 Speeder screw.......................................................1 03040-178 Shakeproof washer, No.8 ......................................2 03040-179 Phil. hd screw, 8-32 x .375 ....................................2 03040-180 Speed setting screw pin.........................................1 03040-181 Cotter pin, .030 x .375 ...........................................1 03040-182 Washer, .375 OD...................................................1 03040-183 Speed droop link....................................................1 03040-184 Cotter pin, .030 x .375 ...........................................2 03040-185 Drilled straight pin ..................................................1 03040-186 Speed droop lever .................................................1 03040-187 Speed droop fulcrum .............................................1 03040-188 Speed setting screw guide.....................................1 03040-189 Speed droop screw................................................1 03040-190 Nut, 8-32 ................................................................1 03040-191 Extension spring ....................................................1 03040-192 Speed droop lever screw.......................................1 03040-193 Washer, .500 OD...................................................1 03040-194 Cotter pin, .060 x .500 ...........................................1 03040-195 Speed droop lever .................................................1 03040-196 through 199 ...................................................Not Used


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50 Woodward

Parts List for Figure 6-1 (Sheet 4 of 5) Ref. No. Part Name................................................ Quantity 03040-200 115 Vac/dc Bodine motor ......................................1 03040-201 Motor seal spring ...................................................1 03040-202 Phil fl hd screw, 10-32 x .375.................................4 03040-203 Oil Cup...................................................................1 03040-204 Phillips hd screw, 10-32 x 1/2"...............................8 03040-205 Lock washer, No.10...............................................8 03040-206 Cover gasket .........................................................1 03040-207 Soc hd pipe plug, 1/8"............................................1 03040-208 Base gasket...........................................................1 03040-209 Washer ..................................................................4 03040-210 Cap screw, 1/4-28 x 1.000” ...................................4 03040-211 Front panel gasket.................................................1 03040-212 Elbow, 1/8".............................................................1 03040-213 Oil sight glass ........................................................1 03040-214 Cover .....................................................................1 03040-215 Motor bracket.........................................................1 03040-216 Shakeproof washer, No.8 ......................................4 03040-217 Phil rd hd screw, 8-32 x .312 .................................4 03040-218 Oil filler cap (optional) ............................................1 03040-219 Cover (optional) .....................................................1 03040-220 through 249 ...................................................Not Used


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Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 4of 5)


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Parts List for Figure 6-1 (Sheet 5 of 5) Ref. No. Part Name................................................ Quantity 03040-250 Retainer .................................................................1 03040-251 Friction drive cover ................................................1 03040-252 Friction drive spring ...............................................1 03040-253 Elastic stop nut, .250-28 ........................................1 03040-254 Friction drive spring ...............................................1 03040-255 Friction drive case..................................................1 03040-256 Drive plate..............................................................1 03040-257 Roll pin, .094 dia. x.500 .........................................1 03040-258 Needle bearing ......................................................1 03040-259 Needle bearing ......................................................1 03040-260 Needle bearing ......................................................1 03040-261 Horiz. synch. adj. gear ...........................................1 03040-262 Taper pin, 6/0.........................................................1 03040-263 Needle bearing ......................................................1 03040-264 Synch. adj. shaft ....................................................1 03040-265 Lock washer, No.10...............................................8 03040-266 Socket hd screw 10-32 x 5/8" ................................8 03040-267 Synchronizer indicator shaft ..................................1 03040-268 Spring clip ..............................................................1 03040-269 Synchronizer indicator gear ...................................1 03040-270 Indicator pointer .....................................................2 03040-271 Set screw...............................................................4 03040-272 Knob ......................................................................1 03040-273 Plug........................................................................1 03040-274 Dial plate................................................................1 03040-275 Knob ......................................................................1 03040-276 Taper pin, 6/0 x .750..............................................3 03040-277 Shaft ......................................................................1 03040-278 Idler shaft gear assembly ......................................1 03040-279 Straight pin.............................................................1 03040-280 Oil seal...................................................................1 03040-281 Knob ......................................................................1 03040-282 Load limit comp. spring..........................................1 03040-283 Washer, .365 OD...................................................1 03040-284 Preformed Packing Ring, .239 ID x.070 ................1 03040-285 Bushing included in item 209.................................1 03040-286 Bushing included in item 209.................................1 03040-287 Oil seal...................................................................1 03040-288 Knob ......................................................................1 03040-289 Roll pin, .094 dia. x.500 .........................................1 03040-290 Speed droop collar.................................................1 03040-291 Load limit speed droop spring ...............................1 03040-292 Oil seal...................................................................1 03040-293 Phillips hd screw, 8-32 x 3/81, ...............................6 03040-294 Set screw 6-32.......................................................1 03040-295 Cover-friction .........................................................1 03040-296 Friction disc............................................................1 03040-297 Washer.750 OD.....................................................1 03040-298 Friction washer spring............................................1 03040-299 Screw-speed adjust ...............................................1


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Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 5of 5)


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Chapter 7 Auxiliary Equipment

Introduction A number of optional auxiliary features and devices are available for use with the UG Dial Governor. These devices permit the governor to perform other secondary functions such as fuel limiting, low lube oil pressure shutdown, or effect a shutdown through an electrical solenoid. Auxiliary equipment should be supplied as original equipment on the governor. It Is recommended that the customer contact Woodward if field installations are desired. The following paragraphs provide a brief description of the auxiliary equipment available and list the manuals where detailed information may be obtained.

Synchronizer Motor and Solenoid Shutdown Early models of the synchronizer (speed setting) motor use an ac-dc Bodine motor, externally mounted, and available in any of the following voltages: 12, 24, 32, 48, 64, 115, 125, 230, and 250. Late models use a PM (permanent magnet) motor using a 115 Vac, or 24 and 32 Vdc, internally mounted. Figure 7-1 shows a UG cover equipped with solenoid shutdown. It also shows the synchronizer (speed setting) motor as used on the UG Dial governor.

Figure 7-1. UG Cover with Bodine Motor and Shutdown Solenoid

Two models of the shutdown solenoid are available. One provides shutdown when energized, and the other when de-energized. Each can be equipped with or without latch. See manual 03013 for set-up procedures and parts breakdown.


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!

WARNING TO PROTECT AGAINST POSSIBLE PERSONAL INJURY, LOSS OF LIFE, and/or PROPERTY DAMAGE WHEN STARTING THE ENGINE, BE PREPARED TO MAKE AN EMERGENCY SHUTDOWN to protect against runaway or overspeed should the mechanical-hydraulic governor(s), or electric control(s), the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the controlled device(s) fail. The synchronizer (speed setting) motor is available separately or with the solenoid shutdown. It provides the ability to remotely control the governor's speed setting. Thus, alternator frequencies can be matched or, when operating in droop mode, load distribution may be changed as required, remotely. Refer to manual 03505 for the parts reference and lubrication guide. Figure 7-2 shows the method for installing the cover (267) when equipped with a motor. Turn the synchronizer knob to align the clutch with the motor's shaft as the cover is lowered into position.

Figure 7-2. Installing Cover with Bodine Synchronizer Motor


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Figure 7-3 shows the completed UG8 Dial governor equipped with a Bodine synchronizer motor.

Figure 7-3. UG8 Dial Governor Equipped with Bodine Synchronizer Motor

PM Synchronizer Motor with Housing Figure 7-4 shows a UG8 Dial governor with a permanent magnet synchronizer motor (speed setting motor) and a shutdown solenoid, enclosed in a weatherproof housing. At rest, the permanent magnet motor acts as a brake to resist speed changes due to vibrations. The weatherproof housing for the PM synchronizer motor can also be equipped with a shutdown solenoid. There are several supply voltages available for the solenoid. Contact Woodward for additional information. A conduit connection and a pin-type connector are also available.

Figure 7-4. Top View of Weatherproof Housing with PM Synchronizer Motor

and Shutdown Solenoid


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Figure 7-5 shows the UG8 governor with PM motor and weatherproof housing.

Figure 7-5. UG8 Governor with PM Motor, Shutdown Weatherproof Housing

An explosion-proof housing (UL listed) is also available for use in hazardous areas. The housing is equipped with a 24 Vdc permanent magnet motor and, as an option, a 24 Vdc shutdown solenoid (energize-to-shutdown type only).

Low Lube Oil Pressure Shutdown Figure 7-6 shows a low lube oil pressure shutdown. This device stops the prime mover when engine oil pressure falls below a safe level. There is no additional external linkage required. For more information and parts illustration, see manual 03016.


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Figure 7-6. Low Lube Oil Pressure Shutdown

!

WARNING Any failure that would cause the governor to be inoperative would also cause the shutdown solenoid to be Inoperative.

Magnetic Speed Pickup The magnetic speed pickup monitors governor speed without having to provide an additional drive pad on the engine. Figure 7-7 shows the assembly on a UG governor. For more information, see manual 36052.

Figure 7-7. Magnetic Speed Pickup

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Micro Switches and Wiring Harness Micro switches are mounted on the synchronizer indicator shaft as shown in Figures 7-8 and 7-9. Also shown are the wiring connections and terminal strip.

Figure 7-8. Micro Switches and Wiring Figure 7-9. Wiring Harness on Cover The micro switches are used in one of two ways. 1. They energize a light which indicates the motor has reached its minimum or

maximum speed-setting position. 2. Instead of energizing a light, they may be used to shut off the electric motor

after reaching the minimum or the maximum speed-setting position. When used to shut off the electric motor, micro switches also protect the synchronizer (speed setting) motor should the operator run the speed adjustment to its limit. The external wiring to the governor is not provided by Woodward and should be wired into the connector for the particular application as required.


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Chapter 8 Service Options

Product Service Options The following are the factory options available for the service of Woodward equipment under Woodward’s standard Product and Service Warranty (25222), in effect at the time the product is sold from Woodward or the service is performed: • Replacement/Exchange (24-hour service) • Flat Rate Repair • Flat Rate Remanufacture If you are experiencing problems with installation or unsatisfactory performance of an installed system, the following options are available: • Consult the troubleshooting guide in the manual. • Contact Woodward technical assistance (see “How to Contact Woodward”

later in this chapter) and discuss your problem. In most cases, your problem can be resolved over the phone. If not, you can select which course of action you wish to pursue based on the available services listed in this section.

Replacement/Exchange Replacement/Exchange is a premium program designed for the user who is in need of immediate service. It allows you to request and receive a like-new replacement unit in minimum time (usually within 24 hours of the request), providing a suitable unit is available at the time of the request, thereby minimizing costly downtime. This is also a Flat Rate structured program and includes the full standard Woodward product warranty, pursuant to Woodward’s Product and Service Warranty (25222). This option allows you to call in advance of a scheduled outage or an unexpected outage and request a replacement control unit. If the unit is available at the time of the call, it can usually be shipped out within 24 hours. You replace your field control unit with the like-new replacement and return the field unit to the Woodward facility as explained later in this chapter. Charges for the Replacement/Exchange service are based on a flat rate plus shipping expenses. You are invoiced the flat rate replacement/exchange charge plus a core charge at the time the replacement unit is shipped. If the core (field unit) is returned to Woodward within 60 days, Woodward will issue a credit for the core charge. [The core charge is the average difference between the flat rate replacement/exchange charge and the current list price of a new unit.]


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Return Shipment Authorization Label. To ensure prompt receipt of the core, and avoid additional charges, the package must be properly marked. A return authorization label is included with every Replacement/Exchange unit that leaves Woodward. The core should be repackaged and the return authorization label affixed to the outside of the package. Without the authorization label, receipt of the returned core could be delayed and cause additional charges to be applied.

Flat Rate Repair Flat Rate Repair is available for the majority of standard products in the field. This program offers you repair service for your products with the advantage of knowing in advance what the cost will be. All repair work carries the standard Woodward service warranty, pursuant to Woodward’s Product and Service Warranty (25222) on replaced parts and labor.

Flat Rate Remanufacture Flat Rate Remanufacture is very similar to the Flat Rate Repair option with the exception that the unit will be returned to you in “like new” condition and carry with it the full standard Woodward product warranty, pursuant to Woodward’s Product and Service Warranty (25222). This option is applicable to mechanical products only.

Returning Equipment for Repair If a control (or any part of an electronic control) is to be returned to Woodward for repair, please contact Woodward in advance to obtain a Return Authorization Number. When shipping the item(s), attach a tag with the following information: • name and location where the control is installed; • name and phone number of contact person; • complete Woodward part number(s) and serial number(s); • description of the problem; • instructions describing the desired type of repair.

!

CAUTION To prevent damage to electronic components caused by improper handling, read and observe the precautions in Woodward manual 82715, Guide for Handling and Protection of Electronic Controls, Printed Circuit Boards, and Modules.


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Packing a Control Use the following materials when returning a complete control: • protective caps on any connectors; • antistatic protective bags on all electronic modules; • packing materials that will not damage the surface of the unit; • at least 100 mm (4 inches) of tightly packed, industry-approved packing

material; • a packing carton with double walls; • a strong tape around the outside of the carton for increased strength.

Return Authorization Number When returning equipment to Woodward, please telephone and ask for the Customer Service Department [(1)(800) 523-2831 in North America or (1)(970) 482-5811]. They will help expedite the processing of your order through our distributors or local service facility. To expedite the repair process, contact Woodward in advance to obtain a Return Authorization Number, and arrange for issue of a purchase order for the item(s) to be repaired. No work can be started until a purchase order is received.

� NOTE We highly recommend you make arrangement in advance for return shipments. Contact a Woodward customer service representative at (1)(800) 523-2831 in North America or (1)(970) 482-5811 for instructions and for a Return Authorization Number.

Replacement Parts When ordering replacement parts for controls, include the following information: • the part number(s) (XXXX-XXX) that is on the enclosure nameplate; • the unit serial number, which is also on the nameplate.

How to Contact Woodward In North America use the following address when shipping or corresponding: Woodward Governor Company PO Box 1519 1000 East Drake Rd Fort Collins CO 80522-1519, USA TELEPHONE: (1)(970) 482-5811 (24 hours a day) TOLL-FREE PHONE (in North America): (1)(800) 523-2831 FAX: (1)(970) 498-3058


64 Woodward

For assistance outside North America, call one of the following international Woodward facilities to obtain the address and phone number of the facility nearest your location where you will be able to get information and service. FACILITY PHONE NUMBER Australia (61)(2) 9758 2322 India (91)(129) 230419 Japan (81)(476) 93-4661 The Netherlands (31)(23) 56 61111 You can also contact the Woodward Customer Service Department or consult our worldwide directory on Woodward’s Internet website (http://www.woodward.com) for the name of your nearest Woodward distributor or service facility:

Additional Aftermarket Product Support Services Woodward Aftermarket Services offers the following after-sale support for all Woodward products: • Customer Training • Technical Assistance • Field Service • Specialized Services Customer Training is offered at our facility in Loveland, Colorado, or at your site. This training, conducted by experienced trainers, will assure that customer personnel will be able to maintain system reliability and availability. For information concerning training available, call the number above and ask for customer training. Technical Assistance is available using the Woodward toll-free number. The Aftermarket application engineering group is available to assist customers with technical questions or problem solving during normal business hours or as emergency support 24 hours a day. This group can also provide engineering support for changes or enhancements after the commissioning of your system. For technical engineering assistance, call the number above and ask for technical assistance.


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Field Service engineers are dispatched from the Woodward facility in Colorado, or from one of many regional or worldwide offices located near the customer to provide prompt response. Woodward field engineers are experienced and are continually updated on all Woodward products as well as much of the non-Woodward equipment they interface with. The field engineers ensure that all documentation is updated, and all field engineers are well informed as to new problems which might arise. Woodward field service engineers are on-call 24 hours a day. Call the number above and ask for field service. Specialized Services can be tailored to your specific needs. These services can be based on a particular aspect of a single service or a combination of services and are covered under one low-cost service contract. A contract may be for regularly scheduled training courses or possibly to have a field engineer visit your site at pre-determined intervals to provide a system analysis, verify proper operation, and make recommendations for maintenance improvements, enhancements, or other needs. These contracts are usually custom-designed and structured to allow ultimate flexibility, thereby allowing you to plan and budget more accurately. For more details, contact the Woodward sales representative, or call the number above and ask for sales support to discuss specific needs.


66 Woodward

Technical Assistance If you need to telephone for technical assistance, you will need to provide the following information. Please write it down here before phoning:

General Your Name Site Location Phone Number Fax Number

Prime Mover Information Engine/Turbine Model Number Manufacturer Number of Cylinders (if applicable) Type of Fuel (gas, gaseous, steam, etc) Rating Application

Governor Information Please list all Woodward governors, actuators, and electronic controls in your system:

Woodward Part Number and Revision Letter Control Description or Governor Type Serial Number Woodward Part Number and Revision Letter Control Description or Governor Type Serial Number Woodward Part Number and Revision Letter Control Description or Governor Type Serial Number If you have an electronic or programmable control, please have the adjustment setting positions or the menu settings written down and with you at the time of the call.

We appreciate your comments about the content of our publications. Please send comments to: Woodward Governor Company Attention: Technical Publications PO Box 1519 Fort Collins CO 80522-1519, USA Please include the manual number from the front cover of this publication.

Woodward Governor Company/Industrial Controls PO Box 1519, Fort Collins CO 80522-1519, USA

1000 East Drake Road, Fort Collins CO 80525, USA Phone (1)(970) 482-5811 • Fax (1)(970) 498-3058

E-mail and World Wide Web Home Page—http://www.woodward.com

Woodward has company-owned plants, subsidiaries, and branches, as well as authorized distributors and other authorized service and sales facilities throughout the world.

Complete address/phone/fax/e-mail information for all locations is available on our website.

00/9/F

Registered Firm

ISO 9001:1994/Q9001-1994 Certificate QSR-36

03013T

Shutdown Solenoid for UG Governor Installation and Operation Manual

Manual 03013T

WARNING Read this entire manual and all other publications pertaining to the work to be performed before installing, operating, or servicing this equipment. Practice all plant and safety instructions and precautions. Failure to follow instructions can cause personal injury and/or property damage. The engine, turbine, or other type of prime mover should be equipped with an overspeed (overtemperature, or overpressure, where applicable) shutdown device(s), that operates totally independently of the prime mover control device(s) to protect against runaway or damage to the engine, turbine, or other type of prime mover with possible personal injury or loss of life should the mechanical-hydraulic governor(s) or electric control(s), the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the controlled device(s) fail.

WARNING This shutdown solenoid must not be used for overspeed shutdown because overspeed could be caused by failure of the governor system. The shutdown could be made inoperable by the same governor failure which caused the overspeed. Engine overspeed can cause property damage, personal injury, and death. Use the shutdown only for protection from low oil pressure, high oil pressure, water temperature, or other system protection.


Revisions—Text changes are indicated by a black line alongside the text. Woodward Governor Company reserves the right to update any portion of this publication at any time. Information provided by Woodward Governor Company is believed to be correct and reliable. However, no responsibility is assumed by Woodward Governor Company unless otherwise expressly undertaken.

© Woodward 1985 All Rights Reserved

Manual 03013 Shutdown Solenoid for UG Governor

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Contents

CHAPTER 1. OPERATION AND ADJUSTMENT................................................. 1 Description..............................................................................................................1 Operation................................................................................................................2

De-energize to Shut Down Model ..................................................................2 Energize to Shut Down Model ........................................................................2

Adjustments—Installation.......................................................................................3 De-Energize to Shut Down Model ..................................................................3 Vibration-Resistant De-Energize to Shut Down Model ..................................4 Energize to Shut Down Model ........................................................................6 Vibration-Resistant Energize to Shut Down Model, without Latch.................7

Solenoid Suppression Diodes ................................................................................8 CHAPTER 2. PARTS LISTS ........................................................................... 9 Parts Information ....................................................................................................9 CHAPTER 3. SERVICE OPTIONS ................................................................. 17 Product Service Options.......................................................................................17

Replacement/Exchange ...............................................................................17 Flat Rate Repair............................................................................................18 Flat Rate Remanufacture .............................................................................18

Returning Equipment for Repair...........................................................................18 Packing a Control .........................................................................................19 Return Authorization Number .......................................................................19

Replacement Parts ...............................................................................................19 How to Contact Woodward...................................................................................20 Engineering Services ...........................................................................................20 Technical Assistance............................................................................................22

Illustrations and Tables Figure 1. De-Energize to Shut Down Models.........................................................3 Figure 2. Vibration-Resistant De-energize to Shut Down ......................................4 Figure 3. Energize to Shut Down Models...............................................................6 Figure 4. Vibration-Resistant Energize to Shut Down, without Latch ....................7 Figure 5. Solenoid Suppression Diode...................................................................8 Figure 6. Cover Assembly (with speed setting motor) .........................................10 Figure 6a. PM Motor Assembly (see manual 03035)...........................................11 Figure 7. Energize to Shut Down with Latch ........................................................12 Figure 8. De-Energize to Shut Down with Latch ..................................................13 Figure 9. Vibration Resistant Energize to Shut Down, without Latch ..................14 Figure 10. Vibration Resistant De-energize to Shut Down, with Latch ................15

Shutdown Solenoid for UG Governor Manual 03013

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Chapter 1. Operation and Adjustment

Description A shutdown solenoid is available for use on dial type UG8, UG32, and UG40 governors. Two basic models are available. One will cause shutdown when energized, and the other will cause shutdown when de-energized. Vibration-resistant models are available for both styles. The energize and de-energize models are available with a latch that requires manual resetting for restarting the engine. Vibration-resistant models are not built with the latching feature.

WARNING The shutdown solenoid must not be used as an overspeed protection device. Overspeed protection must come from a unit entirely separate from the UG governor. Failure of a governor or governor-related part of the system control can cause a life- or engine-threatening overspeed condition. In these cases, it is possible that the shutdown solenoid could not stop the runaway condition. If voltage is available, the engine may be started without manual reset of the solenoid if the solenoid with latch is of the energize-to-run type. All shutdown solenoids move the load-limit strap down to effect shutdown. The solenoid can be supplied with various coils to accommodate the more common dc voltages. If operation on ac is desired, rectifiers can be incorporated in the cover assembly to rectify either 110 or 220 volts to dc. In addition, other ac voltages can be adapted on special order. The special governor cover, required for mounting the unit, is available with or without accommodations for a speed-adjusting motor.


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Operation De-energize to Shut Down Model The de-energize to shut down models shown in Figures 1 and 2 will shut the engine down on loss of current to the solenoid. The solenoid plunger moves up to allow the engine to run. To start an engine when no current is available, lift the solenoid plunger manually by means of the shutdown-latch knob (see Figure 1). As it approaches the top of its stroke, the lock pin may be pressed in to latch the shutdown-latch knob just below its upper position. This permits starting and running the engine. Operating with the latch pin holding the solenoid at the top of its stroke eliminates the possibility of using the solenoid to shut down the engine. When current is applied to the solenoid, it will move to its full upward position, unloading the lock pin, which is moved outward by the circular latch spring. With loss of current, the load spring will cause the solenoid plunger to move down, lifting the governor pilot valve and closing off fuel.

WARNING During start-up, if for any reason the solenoid has no current and the lock-in is latched, the solenoid will be inoperative. This will eliminate any safety systems which may use the solenoid to shut down the engine. A de-energize to shut down model can be supplied without the latching feature, generally for operation in automatic plants. The vibration-resistant de-energize to shut down model is available only in non-latching design. The non-latching solenoids present an “energize to run” limitation on the engine, a condition which is required in many plants. Energize to Shut Down Model The energize to shut down model shown in Figures 3 and 4 will shut the engine down as current is applied (even momentarily in the case of the latching model). The solenoid plunger moves downward through a tapered plunger stop, which contains seven spring-loaded steel balls. The binding action of the steel balls against the shutdown rod prevents the solenoid from returning. To restart the engine, return the plunger to its original position by pressing the reset button, which forces the steel balls away from the plunger and allows the spring force to push the load-limit strap and the solenoid plunger to the uppermost positions. The energize to shut down system is available in non-latching designs for both the regular and the vibration-resistant models. The vibration-resistant model is not available in the latching mode. The non-latching model requires a “shutdown current” to the solenoid until shutdown is complete.


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Adjustments—Installation Solenoid shutdown devices supplied on governors as original equipment are adjusted at the factory. It will be necessary to make the following adjustments on units which are to be installed on governors already in service.

CAUTION When assembling or adjusting a shutdown solenoid, ALWAYS remove the cover and do the work away from the governor. IF ANY PART OF THE SOLENOID DEVICE SHOULD DROP INTO THE GOVERNOR, IT WILL REQUIRE EXTENSIVE DISASSEMBLY OF THE GOVERNOR.

Figure 1. De-Energize to Shut Down Models De-Energize to Shut Down Model 1. Position the shutdown rod assembly in the solenoid plunger with the end of

the plunger friction screw 3 mm (1/8 inch) inside the solenoid plunger nose as shown in Figure 1. This adjustment is necessary only when the shutdown device has been disassembled for cleaning or replacing parts. New assemblies sent from the factory will have this adjustment completed.

2. Loosen the lock nut and, with the solenoid de-energized, turn the solenoid

plunger guide clockwise until it is tight against the plunger. The plunger should now be seated against the governor cover. Back off the solenoid plunger guide 3 to 4 turns and tighten the lock nut.


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3. Attach the cover assembly (including the shutdown device) to the governor case.

4. Remove the set screw from the hole in the rod extension. With the engine

running and the governor in operation and controlling the speed, de-energize the solenoid and use a screwdriver to turn the shutdown rod assembly clockwise until the governor just starts to shut down, then screw the shutdown rod down one additional turn.

Steps 5, 6, and 7 pertain to the latching model. Skip to step 8 if adjusting a non-latching model. 5. De-energize the solenoid. Lift the shutdown latch knob and press in the latch

pin so the pin remains engaged when the knob is released. 6. With a screwdriver in the slot of the shutdown rod to prevent it from turning,

screw the rod extension clockwise until the solenoid plunger is pulled up against the solenoid plunger guide.

7. Energize the solenoid. Back off the rod extension until the latch pin releases.

Then back off 1/4 turn more. Lock in place with the 10-32 set screw. 8. Check for normal operation with the solenoid energized and for shutdown

when the solenoid is de-energized. Check the latching device to verify that it will latch up to allow starting and unlatch when the solenoid is energized.

Vibration-Resistant De-Energize to Shut Down Model

Figure 2. Vibration-Resistant De-energize to Shut Down


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1. Install the shutdown solenoid in the cover with the Plunger Guide Assembly slightly below the surface of the inside of the cover. Thread the adjusting nut onto the solenoid plunger rod as far as it will go. DO NOT LOCK WITH THE ROLL PIN AT THIS TIME.

2. Turn the solenoid plunger guide down until the rod just moves a little farther

out of the bottom of the solenoid assembly. Then back off the plunger guide four full turns and lock with the lock nut.

3. With the engine running and the governor controlling engine speed, place the

cover and gasket on the governor. If the engine does not shut down, remove the cover, screw the adjusting nut out one full turn, and replace the cover assembly on the governor.

4. Continue this procedure until the engine shuts down when then the cover is

placed on the governor.

CAUTION Completely remove the cover from the governor and make the adjustments in the adjusting nut away from the governor to prevent accidentally dropping the adjusting nut into the operating governor. Extensive damage to the governor can occur should the nut drop off the end of the shaft. Should the adjusting nut thread out more than 5 turns before causing shutdown, loosen the set screw and thread the entire shutdown solenoid farther into the governor cover, then start the adjusting nut setting again. 5. When the governor shuts the engine down when the cover is placed on the

governor, remove the cover a final time and thread the adjusting nut until the roll pin can be pressed into the shaft, locking the adjusting nut into place. Do not risk dropping the roll pin into the governor while making this final installation.

6. Complete the wiring to the plug on the cover and check that the application

of the required voltage causes the plunger to retract. 7. Install the cover-solenoid assembly onto the governor and check that the

engine shuts down when the solenoid is de-energized, and that the engine can start and run with the solenoid energized. Check for normal operation with the solenoid de-energized, making sure that the governor is not sluggish in adding fuel to pick up load.

If the governor is sluggish in adding fuel to pick up load, check for

excessive drag in the movement of the solenoid plunger, a misaligned shutdown rod, a bent plunger guide, or solidified preservative lubricant on any of the moving parts.


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Energize to Shut Down Model 1. Position the shutdown rod assembly in the solenoid plunger with the end of

the plunger friction screw 3 mm (1/8 inch) inside the plunger nose as shown in Figure 2. This adjustment is necessary only when the shutdown device has been disassembled for cleaning or replacing parts. New assemblies from the factory will have this adjustment completed.

2. Attach the cover assembly (including the shutdown device) to the governor

case. 3. Unscrew the knurled reset button retainer and remove the reset button and

spring. Loosen the lock nut. Turn the plunger stop down until the solenoid plunger is tight against the solenoid plunger guide. Back off 3 to 4 turns. Tighten the lock nut.

4. With the governor in operation and controlling engine speed, energize the

solenoid and turn the slotted shutdown rod clockwise until shutdown occurs. Turn clockwise one more turn past the point of shutdown, and install the spring, reset button, and reset button retainer.

5. Check for normal operation with the solenoid de-energized, making sure that

the governor is not sluggish in adding fuel to pick up load. 6. Energize the solenoid. After shutdown, check to see that the governor

remains inoperative until the latch is released by pressing the reset button. Recheck for normal operation.

Figure 3. Energize to Shut Down Models


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The energize to shut down model without the latching feature is adjusted in the following manner: Remove the plunger stop plug and, with the unit running, energize the solenoid. With the governor in operation and controlling speed, turn the slotted shutdown rod clockwise until shutdown occurs. Turn clockwise one more turn past the point of shutdown. Replace the plunger stop plug and screw it down until the solenoid plunger is tight against the solenoid plunger guide. Back off 3 to 4 turns on UG5.7, UG8, and UG12.8 governors or 4 turns on UG32 or UG40 governors. Lock in place with the lock nut. Make the final check as described in steps 5 and 6 above. Vibration-Resistant Energize to Shut Down Model, without Latch

Figure 4. Vibration-Resistant Energize to Shut Down, without Latch 1. With the governor controlling and the governor cover removed: Loosen the

locknut. Turn the plunger stop all the way in to immobilize the plunger, and run the adjusting nut all the way in to secure a starting position.

2. Install the cover and gasket on the governor.

CAUTION Completely remove the cover from the governor and make the adjustments in the adjusting nut away from the governor to prevent accidentally dropping the adjusting nut into the operating governor. Extensive damage to the governor can occur should the nut drop off the end of the shaft. Should the adjusting nut thread out more than 5 turns before causing shutdown, loosen the set screw and thread the entire shutdown solenoid farther into the governor cover, then start the adjusting nut setting again.


8 Woodward

3. With the engine running and the governor controlling engine speed, place the cover and gasket on the governor. If the engine does not shut down, remove the cover, screw the adjusting nut out one full turn, and replace the cover assembly on the governor.

4. Continue this procedure until the engine shuts down when then the cover is

placed on the governor. 5. When the governor shuts the engine down when the cover is placed on the

governor, remove the cover a final time and thread the adjusting nut until the roll pin can be pressed into the shaft, locking the adjusting nut into place. Do not risk dropping the roll pin into the governor while making this final installation.

6. Back out the plunger stop four turns and lock in place with the lock nut. 7. Complete the wiring to the plug on the cover and check that the application

of the required voltage causes the plunger to extend from the solenoid. 8. Install the cover-solenoid assembly onto the governor and check that the

engine shuts down when the solenoid is energized, and that the engine can start and run with the solenoid de-energized. Check for normal operation with the solenoid energized, making sure that the governor is not sluggish in adding fuel to pick up load. If the governor is sluggish in adding fuel to pick up load, check for excessive drag in the movement of the solenoid plunger, a misaligned shutdown rod, a bent plunger guide, or solidified preservative lubricant on any of the moving parts.

Solenoid Suppression Diodes Solenoid coils used by Woodward, whether operated on ac or dc, have two diodes wired in the circuit as shown in Figure 5. Diodes rectify ac to supply dc to the solenoid coils and also to provide shock hazard protection when used on ac when the ac is disconnected at the peak of a cycle (counter EMF is generated when the power is removed from the coil). The diodes should be used on dc power solenoid coils because of the counter EMF.

NOTE Open or shorted diodes impair operation of the shutdown solenoid.

Figure 5. Solenoid Suppression Diode


Woodward 9

Chapter 2. Parts Lists

Parts Information When ordering replacement parts, include the following information: 1. Governor serial number and part number shown on the nameplate. 2. Manual number (this is manual 03013). 3. Part reference number and part name from parts list.

CAUTION Damage may result if any parts are allowed to drop into the governor. Use extreme caution when working on the shutdown solenoid. Any part that should drop into the governor must be retrieved before attempting to operate the governor.

Ref. Part Description Quantity 03013-1 Cable Clamp 1 03013-2 Plug 1 03013-3 Screw, 4-40 x 5/16" Fil Hd 4 03013-4 Receptacle 1 03013-5 Cover 1 03013-6 Set Screw, 10-32 x 1/4" 1 03013-7 Screw, 10-32 x 3/4" Fil Hd 4 03013-8 Split Lock Washer, No. 10 4 03013-9 Grommet 1 03013-10 Motor Seal Spring 1 03013-11 Oil Cup 1 03013-12 Bodine Motor 1 03013-13 Solenoid Case 1 03013-14 Load Spring 1 03013-15 Insulating Paper 1 03013-16 Solenoid Coil 1 03013-17 Parallel Connector 2 03013-18 Wire, White Flamenol O.D. AR 03013-19 Wire Strap, 2 Wires 2 03013-20 Screw, Fil Hd 8-32 x 1/4" 2 03013-21 Clear Tubing 3/4" Long 2 03013-22 Air Gap Washer 1 03013-23 Solenoid Plunger 1 03013-24 Solenoid Plunger Locking Pin 1 03013-25 Not Used 03013-26 Solenoid Plunger Guide 1 03013-27 Shutdown Spring 1 03013-28 Washer, Shutdown Spring Ret. 1 03013-29 Roll Pin, 1/16" x 1/4" 1 03013-30 Plunger Friction Screw 1 03013-31 Shutdown Rod 1 03013-32 Roll Pin 1 03013-33 Plunger Guide Bushing 2 03013-34 Solenoid Plunger Guide 1 03013-35 Latch Spring 1 03013-36 Snap Ring 1 03013-37 Shutdown Latch Knob 1 03013-38 Lock Pin 1 03013-39 Rod Extension 1 03013-40 Lock Wire AR

Ref. Part Description Quantity 03013-41 1/16 Pipe Plug 1 03013-42 Jam Nut 1 03013-43 Solenoid Plunger Guide 1 03013-44 Shutdown Rod 1 03013-45 Solenoid Case 1 03013-46 Solenoid Plunger Guide 1 03013-50 Ball Loading Spring 1 03013-51 Washer 1 03013-52 Latch Spring 1 03013-53 Shutdown Push Button 1 03013-54 Push button Retainer 1 03013-55 Plunger Stop Plug 1 03013-56 O Ring 2 03013-57 Adjusting Screw 1 03013-58 Snap Ring 1 03013-59 Shutdown Rod 1 03013-60 Solenoid Plunger 1 03013-61 Soldering Shield Washer 2 03013-62 Varnished Tubing 3/16" long 2 03013-63 Shutdown Rod 1 03013-64 Latch Rod 1 03013-65 Snap Ring 1 03013-66 Washer Assembly 1 03013-67 Ball 7 03013-68 Bushing, Ball Release 1 03013-69 Plunger Stop 1 03013-70 Diodes (Figure 4) 2 (not shown in parts breakdown) 03013-71 Plunger Stop Assembly 1 03013-72 O-Ring, .739" ID x .070" 1 03013-73 Washer, .875" x 1.125" x .047" 1 03013-74 Plunger Assembly 1 03013-75 Roll Pin, .062" Dia. x .312", S.S. 1 03013-76 Solenoid Coil Assembly 1 03013-77 Solenoid Plunger Guide Assm. 1 03013-78 Adjusting Nut 1 03013-79 Not Used 03013-80 Not Used


10 Woodward

Ref. Part Description Quantity 03013-81 Socket Plug 1 03013-82 Lock Nut 1 03013-83 Solenoid Plunger Guide 1 03013-87 Coil Assembly 1 03013-85 Plunger Guide Assembly 1 03013-86 Wire Splice 2 03013-87 Solenoid Nut 1 03013-88 Solenoid Washer 1 03013-89 Plunger Assembly 1 03013-90 Roll Pin 2 03013-91 Spring 1 03013-92 Spring Seat Washer 2 03013-93 Adjusting Nut 1 03013-121 Motor Housing 1 03013-122 Soc. Hd. Cap Screw, 10-32 8 03013-123 Lock Washer, #10 8 03013-124 Cable Assembly 1 03013-125 Potting Stop 1 03013-126 Wire Protector Bushing 2 03013-127 Potting Stop 1

Ref. Part Description Quantity 03013-128 Cable Assembly 1 03013-129 Motor Gasket 1 03013-130 Motor 1 03013-131 Lock Washer, No. 6 4 03013-132 Cap Screw, 0.312-18 x 0.875 4 03013-133 Resistor Assembly 2 03013-134 Shakeproof Washer #4 2 03013-135 Soc. Hd. Screw, 4-40 x 0.750 2 03013-136 Gasket 1 03013-137 Cover 1 03013-138 Oil Cup 1 03013-139 Screw 4 03013-140 Screw, 10 4 03013-141 Pressure Pad 1 03013-142 Printed Circuit Board 1 03013-143 Housing Gasket 1 03013-144 Cable Assembly 1 03013-145 Grommet 2 03013-146 Plug 1 03013-147 Wiring Harness 1

Figure 6. Cover Assembly (with speed setting motor)


Woodward 11

Figure 6a. PM Motor Assembly (see manual 03035)


12 Woodward

Figure 7. Energize to Shut Down with Latch


Woodward 13

Figure 8. De-Energize to Shut Down with Latch


14 Woodward

Figure 9. Vibration Resistant Energize to Shut Down, without Latch


Woodward 15

Figure 10. Vibration Resistant De-energize to Shut Down, with Latch


16 Woodward


Woodward 17

Chapter 3. Service Options

Product Service Options The following factory options are available for servicing Woodward equipment, based on the standard Woodward Product and Service Warranty (5-01-1205) that is in effect at the time the product is purchased from Woodward or the service is performed: • Replacement/Exchange (24-hour service) • Flat Rate Repair • Flat Rate Remanufacture If you are experiencing problems with installation or unsatisfactory performance of an installed system, the following options are available: • Consult the troubleshooting guide in the manual. • Contact Woodward technical assistance (see “How to Contact Woodward”

later in this chapter) and discuss your problem. In most cases, your problem can be resolved over the phone. If not, you can select which course of action you wish to pursue based on the available services listed in this section.

Replacement/Exchange Replacement/Exchange is a premium program designed for the user who is in need of immediate service. It allows you to request and receive a like-new replacement unit in minimum time (usually within 24 hours of the request), providing a suitable unit is available at the time of the request, thereby minimizing costly downtime. This is also a flat rate structured program and includes the full standard Woodward product warranty (Woodward Product and Service Warranty 5-01-1205). This option allows you to call in the event of an unexpected outage, or in advance of a scheduled outage, to request a replacement control unit. If the unit is available at the time of the call, it can usually be shipped out within 24 hours. You replace your field control unit with the like-new replacement and return the field unit to the Woodward facility as explained below (see “Returning Equipment for Repair” later in this chapter). Charges for the Replacement/Exchange service are based on a flat rate plus shipping expenses. You are invoiced the flat rate replacement/exchange charge plus a core charge at the time the replacement unit is shipped. If the core (field unit) is returned to Woodward within 60 days, Woodward will issue a credit for the core charge. [The core charge is the average difference between the flat rate replacement/exchange charge and the current list price of a new unit.]


18 Woodward

Return Shipment Authorization Label. To ensure prompt receipt of the core, and avoid additional charges, the package must be properly marked. A return authorization label is included with every Replacement/Exchange unit that leaves Woodward. The core should be repackaged and the return authorization label affixed to the outside of the package. Without the authorization label, receipt of the returned core could be delayed and cause additional charges to be applied. Flat Rate Repair Flat Rate Repair is available for the majority of standard products in the field. This program offers you repair service for your products with the advantage of knowing in advance what the cost will be. All repair work carries the standard Woodward service warranty (Woodward Product and Service Warranty 5-01-1205) on replaced parts and labor. Flat Rate Remanufacture Flat Rate Remanufacture is very similar to the Flat Rate Repair option with the exception that the unit will be returned to you in “like-new” condition and carry with it the full standard Woodward product warranty (Woodward Product and Service Warranty 5-01-1205). This option is applicable to mechanical products only.

Returning Equipment for Repair If a control (or any part of an electronic control) is to be returned to Woodward for repair, please contact Woodward in advance to obtain a Return Authorization Number. When shipping the item(s), attach a tag with the following information: • name and location where the control is installed; • name and phone number of contact person; • complete Woodward part number(s) and serial number(s); • description of the problem; • instructions describing the desired type of repair.

CAUTION To prevent damage to electronic components caused by improper handling, read and observe the precautions in Woodward manual 82715, Guide for Handling and Protection of Electronic Controls, Printed Circuit Boards, and Modules.


Woodward 19

Packing a Control Use the following materials when returning a complete control: • protective caps on any connectors; • antistatic protective bags on all electronic modules; • packing materials that will not damage the surface of the unit; • at least 100 mm (4 inches) of tightly packed, industry-approved packing

material; • a packing carton with double walls; • a strong tape around the outside of the carton for increased strength. Return Authorization Number When returning equipment to Woodward, please telephone and ask for the Customer Service Department [1 (800) 523-2831 in North America or +1 (970) 482-5811]. They will help expedite the processing of your order through our distributors or local service facility. To expedite the repair process, contact Woodward in advance to obtain a Return Authorization Number, and arrange for issue of a purchase order for the item(s) to be repaired. No work can be started until a purchase order is received.

NOTE We highly recommend that you make arrangement in advance for return shipments. Contact a Woodward customer service representative at 1 (800) 523-2831 in North America or +1 (970) 482-5811 for instructions and for a Return Authorization Number.

Replacement Parts When ordering replacement parts for controls, include the following information: • the part number(s) (XXXX-XXX) that is on the enclosure nameplate; • the unit serial number, which is also on the nameplate.


20 Woodward

How to Contact Woodward In North America use the following address when shipping or corresponding: Woodward Governor Company PO Box 1519 1000 East Drake Rd Fort Collins CO 80522-1519, USA Telephone—+1 (970) 482-5811 (24 hours a day) Toll-free Phone (in North America)—1 (800) 523-2831 Fax—+1 (970) 498-3058 For assistance outside North America, call one of the following international Woodward facilities to obtain the address and phone number of the facility nearest your location where you will be able to get information and service. Facility Phone Number Australia +61 (2) 9758 2322 Brazil +55 (19) 3708 4800 India +91 (129) 523 0419 Japan +81 (476) 93-4661 The Netherlands +31 (23) 5661111 You can also contact the Woodward Customer Service Department or consult our worldwide directory on Woodward’s website (www.woodward.com) for the name of your nearest Woodward distributor or service facility. [For worldwide directory information, go to www.woodward.com/ic/locations.]

Engineering Services Woodward Industrial Controls Engineering Services offers the following after-sales support for Woodward products. For these services, you can contact us by telephone, by e-mail, or through the Woodward website. • Technical Support • Product Training • Field Service Contact information: Telephone—+1 (970) 482-5811 Toll-free Phone (in North America)—1 (800) 523-2831 E-mail—[email protected] Website—www.woodward.com/ic


Woodward 21

Technical Support is available through our many worldwide locations or our authorized distributors, depending upon the product. This service can assist you with technical questions or problem solving during normal business hours. Emergency assistance is also available during non-business hours by phoning our toll-free number and stating the urgency of your problem. For technical support, please contact us via telephone, e-mail us, or use our website and reference Customer Services and then Technical Support. Product Training is available at many of our worldwide locations (standard classes). We also offer customized classes, which can be tailored to your needs and can be held at one of our locations or at your site. This training, conducted by experienced personnel, will assure that you will be able to maintain system reliability and availability. For information concerning training, please contact us via telephone, e-mail us, or use our website and reference Customer Services and then Product Training. Field Service engineering on-site support is available, depending on the product and location, from one of our many worldwide locations or from one of our authorized distributors. The field engineers are experienced both on Woodward products as well as on much of the non-Woodward equipment with which our products interface. For field service engineering assistance, please contact us via telephone, e-mail us, or use our website and reference Customer Services and then Technical Support.


22 Woodward

Technical Assistance If you need to telephone for technical assistance, you will need to provide the following information. Please write it down here before phoning: General Your Name Site Location Phone Number Fax Number Prime Mover Information Engine/Turbine Model Number Manufacturer Number of Cylinders (if applicable) Type of Fuel (gas, gaseous, steam, etc) Rating Application Governor Information Please list all Woodward governors, actuators, and electronic controls in your system: Woodward Part Number and Revision Letter Control Description or Governor Type Serial Number Woodward Part Number and Revision Letter Control Description or Governor Type Serial Number Woodward Part Number and Revision Letter Control Description or Governor Type Serial Number If you have an electronic or programmable control, please have the adjustment setting positions or the menu settings written down and with you at the time of the call.

We appreciate your comments about the content of our publications.

Send comments to: [email protected]

Please include the manual number from the front cover of this publication.

PO Box 1519, Fort Collins CO 80522-1519, USA 1000 East Drake Road, Fort Collins CO 80525, USA Phone +1 (970) 482-5811 • Fax +1 (970) 498-3058

E-mail and Home Page—www.woodward.com

FM 57982 BS EN ISO 9001:1994 6 March 2001


Complete address/phone/fax/e-mail information for all locations is available on our website.

04/1/F

Operation Manual

Permanent Magnet Type Synchronizing Motor for UG, PSG, and SG Governors

Manual 03026K

WARNING Read this entire manual and all other publications pertaining to the work to be performed before installing, operating, or servicing this equipment. Practice all plant and safety instructions and precautions. Failure to follow instructions can cause personal injury and/or property damage. The engine, turbine, or other type of prime mover should be equipped with an overspeed shutdown device to protect against runaway or damage to the prime mover with possible personal injury, loss of life, or property damage. The overspeed shutdown device must be totally independent of the prime mover control system. An overtemperature or overpressure shutdown device may also be needed for safety, as appropriate.

CAUTION To prevent damage to a control system that uses an alternator or battery-charging device, make sure the charging device is turned off before disconnecting the battery from the system. Electronic controls contain static-sensitive parts. Observe the following precautions to prevent damage to these parts. • Discharge body static before handling the control (with power to the control

turned off, contact a grounded surface and maintain contact while handling the control).

• Avoid all plastic, vinyl, and Styrofoam (except antistatic versions) around printed circuit boards.

• Do not touch the components or conductors on a printed circuit board with your hands or with conductive devices.


Woodward Governor Company reserves the right to update any portion of this publication at any time. Information provided by Woodward Governor Company is believed to be correct and reliable. However, no responsibility is assumed by Woodward Governor Company unless otherwise expressly undertaken.

© Woodward 1991 All Rights Reserved

Manual 03026 Permanent Magnet Synchronizing Motor

Woodward 1

Permanent Magnet Synchronizing Motor for UG, PSG, and SG Governors

Description The permanent-magnet synchronizing motor is used to provide remote speed adjustment for an SG, PSG, or UG governor. The motor allows a switchboard operator to match the frequency of an alternator to that of other alternators or to change load distribution with other units when operating in the droop mode. The synchronizing motors run only on nominal 24 Vdc power, but models are available with self-contained rectifiers which allow use of 110 Vac and 220 Vac supply. A potentiometer is included in most models. This allows the installer to match the motor with the type of supply available, and to set the motor speed within an adjustable range. Four different PM motors have been used to adjust the speed setting of the governor. The S40, MM40, and MM4A have been used in the past. The current model is the SMM40. The SMM40 is directly interchangeable with any former speed-setting motor. The SMM40 permanent-magnet motor operates on a nominal 24-Vdc supply. Rectifiers are included in models built to operate with ac supply. In addition a potentiometer is included with the unit which adjusts dc voltages to an acceptable level. An adjustable speed is achieved when a PM or APM motor control is added to the system. SMM40 Speed

POWER RATED SPEED (RPM) ADJUSTABLE RANGE (RPM)* 24 Vdc 1

2 4 8

0.5 to 1.2 1.2 to 2.5 2.5 to 5 5 to 10

110V AC/DC

0.5 3 6

0.5 to 1 1 to 4 4 to 9

220V AC/DC

0.5 3 6

0.5 to 1 1 to 4 4 to 9

* An adjustable range is available when an APM or PM motor control is used. The adjustment range is only for reference. Exact range depends on the controller used.

Product Specifications 82044 APM Motor Control 82499 Adjustable Voltage Converter for 24 Vdc PM Motor Control

Permanent Magnet Synchronizing Motor Manual 03026

2 Woodward

Adjustment A friction-type slip clutch between the motor shaft and the governor allows speed adjustment by the regular manual speed-setting method or by the electrically-driven PM motor. If this coupling has too little friction the motor drive will slip. With too great friction the manual speed adjustment will be too hard to turn or set. The slip clutch also prevents damage to the governor or the speed adjusting motor when a maximum or minimum stop is attained. (The motor can continue to run for a short period after a physical stop has been reached.) The clutch should be adjusted for about 0.5 N m (4.5 lb-in) of friction. Individual governor manuals contain instructions on the maintenance and setting of the friction clutch. Adjustment Procedure (There are no adjustments on the MM4A.) 1. Unscrew the four round head screws (828, 515, 605) that hold the cover

plate (825, 519, 602) on the potentiometer portion of the unit. 2. Loosen the lock nut (866, 511, 603) on the potentiometer, turning it

counterclockwise. Turn the potentiometer adjusting shaft (865, 608, 530) clockwise (toward F on the Bakelite board (834, 510, 601) to increase motor speed, or counterclockwise (toward S) to decrease motor speed.

When the slot in the shaft points toward the white spot on the Bakelite board

the potentiometer adjustment will be at about the rated speed. 3. After the adjustment has been satisfactorily completed, lock the nut on the

shaft and replace the cover and four round-head screws removed in step 1 of this procedure. (Do not operate the engine for any extended period of time with the potentiometer and wiring exposed.)

Power Connection If ac power is used for speed adjustment connect one line from the ac source to terminal "C" on the receptacle (831, 522, 609). The rectifiers (843, 518, 606) may burn out if the unit is incorrectly wired. (Review the wiring diagram on the next page and check against the wiring before applying power to the motor for the first time.) Terminals "A" and "B" are connected to the respective output poles of the speed-control switch. Bearing Lubrication Ball bearings are permanently packed with a high-quality grease. Repacking or periodic oiling is not required.


Woodward 3

Gear Lubrication The speed reduction gear housing (846, 528, 640, 733) is filled with enough lubricant to last about two years. Clean out the old grease every two years or as required and refill with Alvania No. 2 grease or its equivalent.

Wiring Diagrams

Power Connection Diagram


4 Woodward

Troubleshooting The speed setting motor is extremely long lived and reliable. Most problems perceived as caused by the motor are in reality caused by either the power supply to the motor or the friction clutch and speed-setting linkage in the governor. Do not disassemble the motor until after all other causes have been thoroughly investigated. Make sure that the correct power is being delivered to the motor. Check the connection between the motor and the power source. Excess load or low supply voltage will slow the speed of the motor. Motor load can be caused in the governor as well as in the sealed gears on the motor. Always check for load in the governor by trying to turn the manual speed setting knob before assuming that excess load is in the motor and attached gears. Motor heat can be caused by low voltage, excess load, or internal wiring. Always check causes outside of the motor before determining that the motor is at fault. Applied voltage can cause motor overspeed. Overspeed conditions are seldom caused by the motor itself. Irregular motor speed can be caused by a slipping clutch, problems in the voltage supply to the motor, of by the motor itself.

Trouble Cause Correction Power source or motor speed controller incorrect.

Adjust or exchange power source or controller.

Fuses are blown. Replace fuse, investigate cause.

Wiring has intermittent open condition.

Correct wiring.

No applied voltage

Applied voltage time is too short.

Minimum signal time of 0.2 seconds for motor response.

Brush spring or wire disconnection.

Replace spring or correct wire.

Current off

Brush incorrectly installed. Correctly install brush. Speed-setting gear in governor is locked up.

Inspect and correct governor.

Excessive wear in speed-setting bearings.

Replace bearings.

Motor will not operate

Overload, Overcurrent

Motor reduction gears. Adjust or replace reduction gears.


Woodward 5

Trouble Cause Correction

Low Voltage Power source to motor-speed controller incorrect.

Adjust or exchange power source or speed controller.

Low Voltage Control

Voltage incorrect. Correct supply voltage.

Brush spring disconnecting or shorting.

Replace brush and spring. Low Motor Torque

Insulation incorrect. Clean around brush holder or replace motor windings.

Motor shaft has overloaded.

Inspect governor connection and speed setting mechanism.

Reduction gear box troubles.

Inspect reduction gear box. Replace grease or parts as necessary.

Low rpm (motor speed)

Overload

Bearing wear, lubrication, or adjustment.

Replace bearings, lubricate, and adjust as necessary.

Power source or motor speed controller incorrect.

Adjust or exchange power source.

Low Voltage

Voltage incorrect. Check rated voltage, adjust or exchange power source.

Motor fault. Repair motor or exchange motor.

Low motor torque

Insulation incorrect. Clean around brush holder and brush spring.

Motor shaft has overload. Inspect governor. Reduction gear box problem.

Inspect and repair reduction gear box. Change lubrication in gear box.

Low rpm

Overload

Bearings worn. Replace bearings. High voltage Power source or motor

speed controller incorrect. Adjust or replace power source or motor speed controller.

High rpm

Voltage incorrect

Check rated voltage. Provide correct voltage to the motor.

Load is changing. Inspect governor, inspect gear box.

Speed controller is not functioning correctly.

Inspect and repair or replace controller.

Bearing trouble. Replace or adjust bearings.

Brush spring disconnecting or shorting.

Replace spring, inspect installation of brush and spring.

Unstable motor speed

Current is changing

Dirt between brush and commutator.

Inspect brush, clean commutator.


6 Woodward

Trouble Cause Correction

Overload. Repair governor, gear box, or bearings.

Bearing problem. Replace bearing. Excessive bearing thrust. Adjust bearing thrust. Failed brush spring insulation, short.

Replace brush spring, check installation of spring and brush.

Overcurrent

Brush holder shorting. Clean around brush holder.

High ambient temperature condition.

Improve ventilation, reduce ambient temperature.

Motor is over-heating

Motor is overheating

Motor is dirty. Clean motor to improve heat-exchange capabilities.

Overload. Repair governor, gear box, or bearing.

Abrasive gas in atmosphere.

Ventilate with clean air.

Damaged commutator. Polish commutator, replace armature assembly.

Brush spring tension incorrect or brush spring is shorting.

Replace the spring, check the brush installation.

Commutation incorrect

Excessive vibration. Improve mounting or reduce governor vibration.

Excessive brush wear

Brush material incorrect

Brush does not match motor characteristics or installation conditions.

Change brush composition or change operating conditions.

Incorrect motor installation.

Correct installation.

Motor drive alignment incorrect.

Correct alignment.

Motor operation is noisy

Excessive vibration

Dirt or debris in the gap between the commutator and the brush.

Clean or repair motor.

Lubrication error. Replace bearing and correct lubrication.

Damaged bearing surface.

Replace bearing and correct lubrication and adjustment.

Bearings causing vibration

Bearing seizure. Replace bearing and correct lubrication and adjustment.

Damaged or worn commutator.

Repair commutator or replace armature and winding assembly.

Motor operation is noisy cont.

Commutator damaged, causing damage to the brush

Abrasive atmosphere. Improve ventilation or change brush components to match demands of the atmosphere.


Woodward 7

Replacement Parts The following pages list replacement parts for the four speed-setting motors included in this manual. The user must be careful that the illustration and parts list correctly matches the motor being serviced. A number of parts are identified in the drawings for information only. These parts are available only through the purchase of larger assemblies, usually the complete motor assembly. When ordering replacement parts, include the following information: 1. Serial number and part number shown on the mane plate. 2. Manual number (this is Manual 03026). 3. Part number from parts list and description or part name.

NOTE Do not replace the motor until failure of the remote speed-setting adjustment is clearly identified as failure of the motor. Check wiring to the motor and power to the motor before assuming that the motor has failed. If the electrical supply to the motor is determined to be correct, then carefully check the slip-clutch setting to be sure that it has not changed. Check the manual speed-setting gear train to be sure it is not presenting too great a load for the motor to turn.


8 Woodward

Model S40 Specify Model S40 when ordering parts from this page. Note that the part numbers are for identification only and are not Woodward part numbers.

Ref. No. Part Name .............Quantity 03026-501 Motor Brush........................ 2 03026-502 Brush Spring ...................... 2 03026-503 Ball Bearing........................ 1 03026-504 Ball Bearing........................ 1 03026-505 End Housing....................... 1 03026-506 Armature ............................ 1 03026-507 *Ferrite Magnet................... 1 03026-508 Potentiometer ..................... 1 03026-509 *Frame ............................... 1 03026-510 Bakelite Board.................... 1 03026-511 Nut...................................... 1 03026-512 Cross Bar ........................... 1 03026-513 Spring Washer.................... 4 03026-514 Screw ................................. 4 03026-515 Screw ................................. 1 03026-516 Stop Ring ........................... 1 03026-517 Vinyl Washer ...................... 1

Ref. No. Part Name ............. Quantity 03026-518 Rectifier...............................2 03026-519 Enclosing Cover..................1 03026-520 Plug.....................................1 03026-521 Cable Clamp .......................1 03026-522 Receptacle..........................1 03026-523 Condenser ..........................1 03026-524 Worm Gear Shaft ................1 03026-525 Bakelite Gear ......................1 03026-526 Bronze Gear .......................1 03026-527 Output Shaft........................1 03026-528 *Reduction Gear Box ..........1 03026-529 Sleeve.................................2 03026-530 *Adjusting Shaft ..................1 03026-531 Screw..................................3 03026-532 Nut ......................................3 03026-533 Washer ...............................3

* Parts available only in connection with larger assembly.


Woodward 9

Model MM40 (Speed Setting serial numbers 21105 and after are model MM40. Note that the part numbers are for identification only and are not Woodward part numbers.

Ref. No. Part Name............. Quantity 03026-601 Bakelite Board .................... 1 03026-602 Pot Cover............................ 1 03026-603 Potentiometer ..................... 1 03026-604 Rd Hd Screw..................... 12 03026-605 Spring Washer .................. 14 03026-606 Rectifier .............................. 2 03026-607 Flat Washer ........................ 6 03026-608 Gasket ................................ 1 03026-609 Receptacle.......................... 1 03026-610 Plug .................................... 1 03026-611 Cable Clamp....................... 1 03026-612 Condenser .......................... 1 03026-613 Ball Bearing ........................ 1 03026-614 Rd Hd Screw....................... 2 03026-615 Alum. Washer ..................... 1 03026-616 Retaining Ring .................... 1 03026-617 Bearing Retainer................. 1 03026-618 Brush Holder Board ............ 1 03026-619 End Cover........................... 1 03026-620 Motor Brush ........................ 2 03036-620A Brush Holder Assy. ............. 1 03026-621 Brush Spring....................... 2 03026-622 *Bracket .............................. 1 03026-623 Armature Assy .................... 1 03026-624 *Ferrite Magnet ................... 1 03026-625 *Stator Assy........................ 1

Ref. No. Part Name..............Quantity 03026-626 *Body.................................. 1 03026-627 Ball Bearing ........................ 1 03026-628 Alum Washer...................... 1 03026-629 Bearing Cap ....................... 1 03026-630 Retaining Ring.................... 1 03026-631 Bearing Retaining Ring....... 1 03026-632 *Pot. Box ............................ 1 03026-633 Gasket................................ 1 03026-634 Plate ................................... 1 03026-635 Name Plate......................... 1 03026-636 Grommet ............................ 1 03026-637 Worm Shaft ........................ 1 03026-638 Helical Gear........................ 1 03026-639 Rd Hd Screw ........................ 03026-640 *Gear Housing.................... 1 03026-641 Oil Seal............................... 1 03026-642 Output Shaft ....................... 1 03026-643 Helical Gear........................ 1 03026-644 Fiber Washer...................... 3 03026-645 Lock Nut ............................. 3 03026-646 Adjusting Plug .................... 3 03026-647 Ball ..................................... 3 03026-648 Ball Seat............................. 1 03026-649 Damping Bushing ............... 1 03026-650 Rd Hd Screw ...................... 4

NOTE—Units with the Damping Rubber Bushing use 8 parts 604 and 10 parts 607. * Parts available only in connection with larger assembly.


10 Woodward

Model MM4A This model does not include built in rectifiers or a voltage adjustment potentiometer. Note that the part numbers are for identification only and are not Woodward part numbers.

Ref. No. Part Name .............Quantity 03026-701 *Front Housing ................... 1 03026-702 *Body.................................. 1 03026-703 *Stator Assembly................ 1 03026-704 *Ferrite Magnet................... 1 03026-705 *Retaining Ring .................. 1 03026-706 *Rd Hd Screw..................... 2 03026-707 *Spring Washer .................. 2 03026-708 *Flat Washer ...................... 2 03026-709 Bearing Cap ....................... 1 03026-710 Retaining Ring.................... 1 03026-711 Alum Washer...................... 1 03026-713 Alum Washer...................... 2 03026-714 Bearing Retainer ................ 1 03026-715 Bearing Retainer ................ 1 03026-716 Ball Bearing........................ 1 03026-717 Ball Bearing........................ 1 03026-718 Condenser.......................... 1 03026-719 *Insulator ............................ 1 03026-720 *Motor Cover ...................... 1 03026-721 *Rd Hd Screw..................... 2 03026-722 *Armature ........................... 1 03026-723 Brush Holder Assy.............. 1 03026-724 Motor Brush........................ 2 03026-725 Brush Spring ...................... 2 03026-726 *Rd Hd Screw..................... 2

Ref. No. Part Name ............. Quantity 03026-727 *Grommet ...........................1 03026-728 Name Plate .........................1 03026-729 Brush Holder Board ............1 03026-730 Worm Shaft .........................1 03026-731 Helical Gear ........................1 03026-732 Rd Hd Screw.......................1 03026-733 Gear Housing......................1 03026-734 Oil Seal ...............................1 03026-735 Output Shaft........................1 03026-736 Helical Gear ........................1 03026-737 Fiber Washer ......................3 03026-738 Lock Nut..............................3 03026-739 Adjusting Plug .....................3 03026-740 Ball......................................3 03026-741 Ball Seat .............................3 03026-742 *Cover.................................1 03026-752 *Name Plate........................1 03026-753 *Plate ..................................1 03026-754 Rd Hd Screw.......................4 03026-755 Gasket ................................1 03026-756 Rd Hd Screw.......................4 03026-757 Plug.....................................1 03026-758 Cable Clamp .......................1 03026-759 Screw..................................4 03026-760 *Box ....................................1



Woodward 11

Model SMM40 (This motor will replace any other speed-setting motor. Most parts, however, are not interchangeable.) Note that the part numbers are for identification only and are not Woodward part numbers.

Ref. No. Part Name............. Quantity 03026-801 *Front Housing.................... 1 03026-802 *Body .................................. 1 03026-803 *Stator Assy........................ 1 03026-804 Rd Hd Screw....................... 2 03026-805 Spring Washer .................... 2 03026-806 Retaining Ring .................... 1 03026-807 Retaining Ring .................... 1 03026-808 Cap ..................................... 1 03026-809 Alum Washer ...................... 1 03026-810 Alum Washer ...................... 1 03026-811 Bearing Retainer................. 1 03026-812 Bearing Retainer................. 1 03026-813 Ball Bearing ........................ 1 03026-814 Ball Bearing ........................ 1 03026-815 Holder Cap.......................... 1 03026-816 Brush Assy.......................... 2 03026-817 *Brush Holder ..................... 2 03026-818 *Grommet ........................... 1 03026-819 Lead Wire ........................... 2 03026-820 Armature............................. 1 03026-821 Rd Hd Screw....................... 2 03026-822 Flat Washer ........................ 2 03026-823 Flat Washer ........................ 2 03026-824 *Potentiometer Box............. 1 03026-825 Cover .................................. 1 03026-826 Gasket ................................ 1 03026-827 Gasket ................................ 1 03026-828 Rd Hd Screw....................... 4 03026-829 Rd Hd Screw....................... 4 03026-830 Rd Hd Screw....................... 4 03026-831 Receptacle.......................... 1 03026-832 Plug .................................... 1 03026-833 Cable Clamp....................... 1

Ref. No. Part Name..............Quantity 03026-834 Bakelite Board .................... 1 03026-835 Potentiometer ..................... 1 03026-836 Damping Bushing ............... 8 03026-837 Rd Hd Screw ...................... 4 03026-838 Flat Washer ........................ 4 03026-839 Spring Washer.................... 5 03026-840- Rd Hd Screw ...................... 5 03026-841 Spring Washer.................... 5 03026-842 Terminal ............................. 5 03026-843 Rectifier .............................. 2 03026-844 Plate ................................... 1 03026-845 *Grommet........................... 1 03026-846 *Gear Housing.................... 1 03026-847 Oillite Bushing .................... 1 03026-848 Output Shaft ....................... 1 03026-849 Adj. Plug............................. 3 03026-850 Nut...................................... 3 03026-851 Thrust Disk ......................... 3 03026-852 Fiber Washer...................... 3 03026-853 Shaft................................... 1 03026-854 Helical Gear........................ 1 03026-855 Helical Gear........................ 1 03026-856 Seal .................................... 2 03026-857 Screw ................................. 1 03026-858 Screw ................................. 2 03026-859 Screw ................................. 1 03026-860 Washer............................... 3 03026-861 Adj. Washer........................ 1 03026-862 Adj. Washer........................ 1 03026-863 Retaining Ring.................... 1 03026-864 Steel Ball ............................ 3 03026-865 *Pot Adj Shaft ..................... 1 03026-866 *Nut .................................... 1



12 Woodward

We appreciate your comments about the content of our publications.

Send comments to: [email protected]

Please include the manual number from the front cover of this publication.

PO Box 1519, Fort Collins CO 80522-1519, USA 1000 East Drake Road, Fort Collins CO 80525, USA Phone +1 (970) 482-5811 • Fax +1 (970) 498-3058

Email and Website—www.woodward.com


Complete address / phone / fax / email information for all locations is available on our website.

04/9/F

Product Specification 82044

APM Motor Control

for governor speed-setting motors

INTRODUCTION

The APM (Advanced Permanent Magnet) Motor Control is designed for the Woodward 24 Vdc PM Motor. It converts almost all types of input voltage to variable dc voltage (typically 24 Vdc). The speed of the PM motor is set by this variable dc voltage.

DESCRIPTION

With the combination of APM Motor Control and PM Motor, the PM motor keeps a constant speed when the load of the motor control cover is changed.

Two types of APM Motor Control cover most voltages and many applications with 24 Vdc type PM motor.

ADJUSTMENT

Use the potentiometer on the APM Motor Control to set the rate at which the PM motor changes the speed setting of the governor.

Adjust the potentiometer clockwise for a faster rate of speed reference change. Adjust the potentiometer counterclockwise for a slower rate of speed reference change.

The recommended output voltage of the APM Motor Control for the PM motor is 10–24 Vdc.

Outline Drawing

(Do not use for construction)

INSTALLATION

The APM Motor Control requires a double-pole, double-throw switch in the output line. The rotational direction of the PM motor must be set according to the type of governor being controlled. Reverse the leads from the APM motor control to reverse the direction of the PM motor.

The metal mounting plate provides adequate cooling.

STANDARD ELECTRICAL SPECIFICATIONS

Input Voltage 100–220 Vac/Vdc 24 Vdc ±10% Output Drive Voltage for Motor 0–24 V adjustable 0–4 V below input voltage

• Convenient conversion of most voltage

• Alternating current and direct current models

• Direct current output

• Provides adjustable speed setting change rate

• Compact design

PO Box 1519 Fort Collins CO, USA

80522-1519 1000 East Drake Road Fort Collins CO 80525 Ph: +1 (970) 482-5811 Fax: +1 (970) 498-3058 Distributors & Service Woodward has an international network of distributors and service facilities. For your nearest representative, call the Fort Collins plant or see the Worldwide Directory on our website. Corporate Headquarters Rockford IL, USA Ph: +1 (815) 877-7441 www.woodward.com This document is distributed for informational purposes only. It is not to be construed as creating or becoming part of any Woodward Governor Company contractual or warranty obligation unless expressly stated in a written sales contract. © Woodward 1991 All Rights Reserved

NOTES 1—Governor speed raise/lower corresponds to switch as follows: Type UG—Lower = switch position A-A’, Raise = switch position B-B’ Type SG, PSG, 3161—Lower = switch position B-B’, Raise = switch position A-A’ 2—Motor wire connections: Sawamura—Red to B-A’, Black to A-B’ Pittman—Red to A-B’, Black to B-A’ 3—Maximum output voltage is 4 volts lower than input voltage.

CAUTION—Do not stall the motor for a long time, it could burn out the motor or a PM Motor Control.

REPLACEMENT INFORMATION

When ordering a replacement, the part number shown on the nameplate must be mentioned. The controller should not be replaced until the reason for its failure is clearly known. Parts are not available separately. We recommend a complete replacement when you find a controller failure.

For more information contact: 04/7/F

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

IndexPage 1 (1)

Description

Working Card

Plates

96.03 - ES0U

Alternator 518

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

CAUTION

The information contained in this book is intended toassist operating personnel by providing information onthe general characteristics of the purchased equipment.IT DOES NOT relieve the user of the responsibility of usingaccepted engineering practices in the installation,operation and maintenance of this equipment.

Contents

2 << Operating Instructions Synchronous Generator

1. Construction of Brushless A.C Generator 3

1.1 Component

1.2 General

1.3 Composition

2. Excitation System (Operation) 15

2.1 Mode of Operation (SPRESY 15)

2.2 Operation (SPRESY 15)

2.3 Maintenance (SPRESY 15)

2.4 Mode of Operation (6 GA 2491)

2.5 Operation (6 GA 2491)

2.6 Maintenance (6 GA 2491)

3. Maintenance 26

3.1 Installation & Inspection Check List

3.2 Flange-Type Sleeve Bearing (for ring lubrication system)

3.3 Flange-Type Sleeve Bearing (forced lubrication system)

3.4 Rolling-Contact Bearings (series 02 and 03)

3.5 Coupling A-Type (single-bearing generators with flanged shaft and one-part fan wheel)

3.6 Coupling B-Type (single-bearing generators with lamination plate)

3.7 Coupling (double bearing generator)

3.8 Air Filters

3.9 Terminal Box

3.10 Disassembly of A.C. Generator (Fig. 39, 40 and 41)

3.11 Cooler

3.12 Cooling-Water Failure Emergency Operation

4. Trouble Shooting 49

4.1 Excitation Part for SPRESY 15

4.2 Excitation Part for 6 GA 2491

4.3 Main Machines and Exciters (HF. 5 and 6)

4.4 Bearing Part

4.5 Operating Procedure & Check Sheet for Trouble Shooting

Safety Notes

The warnings �DANGER, WARNING, CAUTION, NOTICE,

NOTE� are used to draw the user’s attention different

points:

DANGER

This warning is used when an operation, procedure, oruse may cause personal injury or loss of life.

WARNING

This Warning is used when an operation, procedure, oruse may cause a latently dangerous state of personalinjury or loss of life.

CAUTION

This warning is used when an operation, procedure, oruse may cause damage to or destruction of equipmentand a slight or serious injury.

NOTICE

This warning is used when an operation, procedure, oruse may cause damage to or destruction of equipment.

NOTE

This warning is used when an operation, procedure, ordelicate installation requires clarification.

1.2 General

1) Type definition

The supply scope of the machine designs available is

determined entirely by the data given in the catalogs or

offers. The machines of basic design are open-circuit

cooled, brushless, low-voltage, synchronous machines

with top-mounted excitation control unit.

The machines have a shaft-mounted exciter on the

inboard side of the non-drive endshield.

The three-phase AC they generate is rectified and fed to

the rotor winding of the main machine.

The excitation current required for the shaft-mounted

exciter is provided by the main machine via an excitation

control unit placed in the top mounted housing, and via a

thyristor voltage regulator.

For further information, see the supplementary

instructions entitled THYRIPART excitation system on

pages 15-25.

Depending on the application, the machines may also be

designed in accordance with the type variant defined in

the table 1-1.

1.1 Component

The brushless A.C. generators, as shown in Figs. 8. 9. 10

and 11, (drip-proof type, totally-enclosed internal-cooling

type) are composed of

① a synchronous generator

② an A.C. exciter

③ a Rotary rectifier

④ static excitation devices.

The brushless generator, as shown in Figs. 8, 9, 10 and

11, has the exciter and the rotary rectifier mounted on

the generator's rotor shaft. The three-phase output of the

A.C. exciter is rectified to D.C. by means of the rotary

rectifier, thus enabling the exciting current to be supplied,

not through sliding parts, but directly to the field coil of

the generator.

Instruction Manual >> 3

Operating Instructions Synchronous Generator

3) Degree of protection

The DIN 40050 or IEC 34-5 degree of protection of basic

design machines is IP 23. Such machines are suitable for

operation indoors and may be provided with filters or with

pipe connections.

Closed-circuit cooled machines comply with degree of

protection IP44 and IP54.

The degree of protection of the machine supplied is

shown in the dimension drawing.

4) Type of construction

The machines are normally provided with two bearings

(DIN 42950 types of construction B3 or B20) or with one

bearing (DIN 42950 types of construction B2 or B16).

The type of construction of the machine supplied is

shown in the dimension drawing.

� Fig. 1 Single line diagram for brushless generator

� Table 1-1. Type definition

Type Type of construction

HFJ 5, 6, 7

HFC 5, 6, 7

HSR 7

HSJ 7

Machines with open-circuit cooling and air-to air

Medium & high voltage machines with closed-

circuit cooling and air-to water cooler with

provisions for emergency operation in case of

cooling water failure

Medium & high voltage machines with open-circuit

cooling and air-to air

Machines with closed-circuit cooling and air-to

water cooler with provisions for emergency

operation in case of cooling water failure

2) Specification & regulation

The machines comply with the applicable DIN standards

and with the requirements of VDE 0530.

They may have been adapted to different classification

requirements and foreign standards and regulations.

Unless otherwise stated, the rated output for continuous

operation applies to a frequency of 50 Hz, a cooling-air

temperature of 40℃ and a site altitude of up to 1000 m

above sea level.

Construction of Brushless A.C Generator01

5) Cooling and ventilation

The basic design machines use self-ventilation by a shaft-

mounted internal fan at the drive-end.

Cooling air enters the top housing (at the non-drive-end)

and cools the excitation control unit and, subsequently,

the windings and core packs of the exciter and of the main

machine before leaving the top housing at the drive-end.



Dried windings have insulation resistance values between

100 ㏁ and 2000 ㏁ or higher.

If the insulation resistance value is in the region of the

minimum value, dampness and/or dirt could be the cause.

If the insulation resistance value falls below this minimum

figure, the cause must be established and the winding

dried.

In case of drying by warm air oven.

�Remove bearing housings

�Remove rotor

�Remove diode & varistor from excitation equipment part

Bake in oven at temperatures per below table.

The heat should be applied slowly so the desired

temperature will not be obtained in less than six hours.

Insulation resistance should be measured before the heat

is applied, and every six to eight hours thereafter.

The insulation resistance for clean windings is largely

dependent on temperature: for each 10K rise in

temperature it falls by half, i.e. with a temperature rise of

50K (e.g. from 25℃ to 75℃) it falls to about 1/30 of the

initial value.

* Class “F” and “H” insulated units should be baked at 70% specifiedtemperature (to avoid steam inside winding) for about six hours,before temperature is raised to drying temperature.

� Table 1-2. Insulation testing

Limit values at rated voltage

Measuring voltage

Minimum insulation resistance with new machine. Cleaned of repaired windings

Critical specific insulationresistance after long period of operation

500 V DC(min.100 V DC)

500 V DC(max.1000 V DC)

10 ㏁

0.5 ㏁/kV

100 ㏁

5 ㏁/kV

Rated voltage< 2 kV

Rated voltage> 2 kV

� Table 1-3. Insulation drying temperatures

Class “B” Class “F” Class “H”

200�F94�C

245�F*118�C

275�F*135�C

Do not discontinue measurement before the final

resistance value is indicated (with high-voltage machines,

this process may take up to 1minute).

The limit values for minimum insulation resistance and

critical insulation resistance (for measurement at a

winding temperature of 25℃) and for measuring voltage

can be derived from the following table depending on the

rated voltage for the machine.

Before commissioning and after long periods of storage or

standstill the insulation resistance of the windings to the

frame must be measured with D.C. voltage.

7) Insulation testing

DANGER

Hazardous voltageWill cause death, serious injury, electrocution or propertydamage.Disconnect all power before working on this equipment.

On machines provided with air filters at the air inlet,

the cleaning condition of the filter should be monitored.

In machines having closed-circuit cooling, the air-to-water

cooler is placed transversely in the top-mounted box in

transverse arrangement, in front of the excitation control

unit.

The primary cooling air circulated by the internal fan is re-

cooled in the cooler and passed through the excitation

control unit, the exciter, and the main machine.

Given the necessary provisions, the machine can be

adapted for emergency operation with open-circuit

cooling in case of cooling water failure. See pages 46-48.

6) Connecting up

Check the system voltage against the data given on the

rating plate. Select the size of the supply cables to match

the particular current rating.

Connect the machines in accordance with the diagram in

the working drawing.

Before closing the terminal box, check to see that

� Its interior is clean and free from any cable chippings

� All terminal screws or bolts are tight

� The minimum clearances in air are maintained

(>10 mm for 500 V, >14 mm for 1 kV and > 60 mm

for 6 kV; check for any projecting wire ends)

� Entry openings not in use are closed off by firmly

screwed-in plugs

�For maintaining the particular degree of protection all

sealing surfaces of the terminal box are in order.

The surfaces of metal-to-metal sealing joints must be

cleaned and thinly regreased.

Before starting a machine and during operation make

sure that all relevant safety regulations are complied with.

Insulation resistance variation to temperature can be

referred to IEEE 43 as shown on fig. 2.

During operation the insulation resistance of the windings

may decrease as result of environmental and operating

conditions.

The critical value of the insulation resistance at a winding

temperature of 25℃ can be calculated depending on the

rated voltage by multiplying the latter (kV) by the specific

critical resistance value in the table (㏁ /kV).

For example: critical resistance for rated voltage

660 V: 0.66 kV x 0.5 ㏁ /kV = 0.33 ㏁

If the measured insulation resistance value is above the

calculated critical figure during operation, the machine

can still operate further.

When the measured value reaches or falls below this

critical insulation resistance figure, however, the windings

must either be dried, or the rotor must be removed and

the windings thoroughly cleaned and dried.

If the measured value approaches the critical value, the

resistance should subsequently be checked at

appropriate short intervals.

Insulation resistance measurements on low-voltage

machines with a measuring voltage of 1000 V are only

permissible if the insulation resistance has previously

been measured with a measuring voltage of a maximum

of 500 V and has not fallen below the permitted values.

8) Noise emission

The noise level of the generator will not exceed that

specified in Part 9. VDE 0530 (1981).

9) Vibration stability

Reciprocating engines used as prime mover impress

vibrations on the alternator because of the pulsating

torque output.

Permissible vibration stress measured at the bearing is:

∧

< 10 Hz vibration amplitue S < 0.40 mm-peak

10-100 Hz vibration velocity Veff < 18 mm/s-rms

> 100 Hz acceleration b < 1.6 g

Please inquire if a higher vibration stress level is expected.

10) Transport

The rotor of machines with cylindrical roller bearings,

angular-contact ball bearings, or double sleeve bearing

are locked in position for transport by a shaft block to

protect the bearings.

Do not remove this block until the transmission element

is fitted.

Should the machine have to be transported after the

transmission element is fitted, other suitable measures

have to be taken.

If the machine is not put into service immediately after

arrival, store it in a dry, vibration-free room.



WARNING

Improper handling can cause severe injury or propertydamage.When lifting generator,1. Lift only at designated locations.2. Use spreader for lifting.3. Apply tension gradually to slings.4. Do not jerk or attempt to move unit suddenly.5. Do not use cover lugs when lifting.

� Fig. 2 Insulation resistance variation to temperature

-10 0 10 20 5030 40 60 9070 80 100

0.05

0.1

0.5

1

5

10

50

100

Insu

latio

n Re

sist

ance

Coe

ffic

ient

, Kt

Winding Temperature, ℃

To Convert Observed Insulation Resistance (Rt) to 40℃Multiply by the Temperature Coefficient Kt.Rc = Kt x Rt

1. Rc : Insulation Resistance (in megaohms) corrected to 40℃2. Rt : Measured Insulation Resistance (in megaohms) at Temperature t3. Kt : Insulation Resistance Temperature Coefficient at Temperature t



Install the machines so that the cooling air has free

access unobstructed.

Warm exhaust air must not be drawn in again.

Louver openings must face downwards to maintain the

particular degree protection.

Remove the shaft block (where applicable).

Follow the instructions attached to the shaft extension or

shown in the terminal box.

The rotors are normally balanced dynamically by means

of a half feather key placed in the shaft extension.

Align the machines carefully and accurately, and balance

the elements to be fitted on the shaft to ensure smooth

and vibration-free running.

Place shims under the feet of the machines, if necessary,

to prevent them from being stressed mechanically.

Transmission elements may be fitted and removed only

by means of a suitable tool.

The feather keys in the shaft extensions are only secured

to prevent them from falling out during shipment.

A machine must not be commissioned without its

transmission element having been fitted.

Covers fitted to prevent access to rotating and current

carrying parts or to correct the air flow for better cooling

must not be open in operation.

If machine application is abnormal (high temperature,

extreme vibration, etc.), consult HHI for special

instructions.

13) Operation

WARNING

Do not operate equipment beyond design limitations.Can cause personal injury or damage to equipment.Operate in accordance with instructions in the manualand nameplate ratings.

NOTICE

In case of cooling system of IP44 (air to water), check theflow of cooling water for sure before starting.Internal temprature rise may cause fatal damage to thegenerator.

NOTICE

Before starting, check if the bearing oil is filled to thesufficient oil level.

The location for storage should be dry and clean.

There should be no heat that could attack the winding.

The machined surfaces (coupling part, foots part, etc).

are coated with rust-resistant grease.

If the coating is broken, immediately remove the rust or

moisture and recoat with grease for rust prevention.

If the machine is to be stored for some time, apply all

openings with waterproof paper, wooden, or metallic

covers.

It is necessary to protect the machine from wind and rain

during transportation and storage and to select less

humid place for storage.

For storage for a long-term or in the rainy season, it is

best to insert heaters to remove moisture or prevent its

condensation.

To keep the coil dry, maintain the coil temperature

several degrees above room temperature by arranging

heaters appropriately under the machine part to warm

the coils.

For long time storage, a space heater is placed inside the

generator. Its specification is described in the generator

final specification and on the nameplate attached to the

generator.

12) Installation

NOTE

Experience has shown that any base mounted assembliesof generator and driven units temporarily aligned at thefactory, no matter how rugged or deep in section maytwist during shipment.Therefore, alignment must be checked after mounting.

The lubrication measures for normal bearings to be

carried out before or during erection of the machines are

specified in the instructions "Rolling Contact Bearings and

Sleeve Bearings" on pages from 28-37.

11) Storage

WARNING

Can cause severe injury or property damage.When lifting generator,1. Lift only at designated locations.2. Use spreader for lifting.3. Apply tension gradually to slings.4. Do not jerk or attempt to move unit suddenly.5. Do not use cover lugs when lifting.

15) Inspection

The first inspection should be carried out after

approximately 500 hours.

The following checks should also be carried out:

�Running smoothness of machine satisfactory

�Rotor alignment within tolerances

�No subsidence or cracks in the foundation

�All fixing bolts of mechanical and electrical joints tight

�Insulation resistance of windings satisfactory

(compare with previous reading and record)

�No bridging of any bearing insulation

Any excessive deviations or changes ascertained during

the checks must be corrected immediately.

Damaged or used locked elements from released bolted

joints must be renewed.

The basic intervals between inspections are approximat-

ely 4000 hours, 1000 switching operations or 1 year for

intermittent operation and approximately 16,000 hours

or 2 years for continuous operation, depending on which

occurs first.

The cleaning of all parts becoming fouled by the flow of

cooling air depends on the intervals decided after the first

inspection according to the rate of fouling which occurs

locally.

Cleaning should be carried out with dry compressed air.

Information on oil changes, regreasing, etc. is given on

the lubrication instruction plate on the machine or in the

supplementary instructions for bearings.

The checks stated for the first inspection after 500 hours

should be performed during these inspections also.

When a machine is dismantled, the following checks

should be made:

�Slot wedges in stator and rotor cores tight

�Windings, connection leads, and insulating parts in

satisfactory condition with no discoloration

After reassembly, again follow the instructions given for

installation.

16) Spare parts

Spare parts shall be normally supplied in accordance with

the classification societies requirement.

Independant of the classification societies requirements,

we recommend the following sets of spares be ordered

with the generators

1 set of bearings or bearing shells for sleeve bearing

1 set of rotating rectifiers

1 set of rectifiers for the constant-voltage unit

1 regulator (AVR)

1.3 Composition

1) Stator frame and winding

The stator frame is of welded design.

The stator core is centred in the frame and locked against

rotation and shifting.

The stator winding is of a two-layer coil design with

insulation class F.

This insulation is made in a special way and is comprised

of integrated-mica & enamel coated insulating material

impregnated with cast resin.

It is characterized by high dielectric strength, resistance

to moisture, aggressive gases and vapours, as well as

rigidity and long life.

2) Rotor and windings

The shaft for machines construction type B3 and B20

is designed with a normal cylindrical shaft extension for

two bearings. In the case of types B2 and B16, the shaft

is fitted with a flange.

The rotor core of the main machine is mounted on the

shaft, tensioned axially, and supports the field and damper

windings. The damper winding bars lie in the slots of the

rotor core and are welded to the rings.

The rotor core of the exciter is mounted on the shaft and

supports the three-phase exciter winding.

The rectifier supporting wheel is mounted on the shaft

between the two laminated cores.

The rotor is balanced dynamically.



14) Maintenance

Before starting any work on a machine, make sure that it

has been disconnected from the power supply and that

unintentional starting is safely prevented.

Clean the cooling air passages at regular intervals,

matching the degree of pollution and using oil-free

compressed air, for example.

The inside of totally-enclosed fan-cooled machines need

only be cleaned during normal overhauls.

If dust or moisture has penetrated into the terminal

compartment, it should be carefully cleaned and dried,

in particular the surfaces of the insulating parts.

Check the seals and eliminate the leak.



5) Excitation system

The combination of an excitation unit with a thyrist and

voltage regulator is called a THYRIPART-excitation system.

The excitation unit supplies a load-dependent field current

slightly higher than would be required for producing the

rated voltage.

The regulator variably reduces the field current as

necessary to obtain constant alternator voltage.

This method of load-dependent excitation (compounding)

results in excellent dynamic response to load switching

applications and short-circuits.

A block diagram is shown in Figs. 15, 19, 20 & 21.

6) Shaft

Concerning the generator shaft, the ship's classification

certified forged steel should be applied and designed with

ample strength for coupling with the prime mover.

7) Bearing

Depending on the design and the operating conditions

specified in the order, the machines are fitted with

grease-lubricated rolling-contact bearings or with sleeve

bearings with or without forced-oil lubrication.

For a full description and special instructions, reference

should be made to the supplementary instructions.

8) Cooling fan

To let the required amount of cooling air pass through, a

fan of either cast iron or welded steel plate construction

is provided.

Concerning the site of its installation, in either case, it is

to be arranged on the prime mover's side of the

generator.

It is a one-way ventilating system which takes in air from

the opposite side of the prime mover and lets out exhaust

air at the prime mover's side.

We have taken into consideration that the engine's oil

vapor should not be sucked into the machine.

9) End shield Drive-end/Non-drive-end

Both end shields are designed as flat plates and can take

either a bearing or a shaft extension in accordance with

the particular type of machine construction.

The exciter yoke ring in which the exciter poles are bolted

in regular distribution, is welded to the non-drive-end

shield.

� Fig. 4 Single line diagram for rotating rectifier

3) AC exciter

The AC exciter is composed for revolving-armature type,

three-phase, synchronous generators.

In revolving-armature type generators, unlike ordinary

ones, the stator and rotor are in reverse relation.

The armature is installed at the shaft end on the non-

connection side where AC power is generated, and the

output of the static excitation device for control is

connected to the field winding installed on the fixed side

as shown in Fig. 3.

� Fig. 3 Single line diagram for AC exciter

4) Rotating rectifier

The rotating rectifier is a silicon rectifier which is

connected so as to compose a three-phase full-wave

rectification circuit as shown in Fig. 4 and is mounted on

the rotor shaft of generator in Fig. 9-1.

�The mounting screws are between 4.5 Nm and 5.5 Nm

�The contact screws are between 2.5 Nm and 3.5 Nm

CAUTION

Fastening screws for the rotating diodes must be tightenedwith the recommended torque.

10) Rotor locking device

The following instructions supplementing and modifying

the basic operating instructions apply to single bearing

generators of type of construction B2 or B16 which are

coupled with diesel engines or turbines.

See the instruction manual on pages 38-39.



11) Insulation for the prevention of shaft current(high voltage and large machines)

To prevent the shaft current caused by the unbalance of

magnetic resistance of magnetic circuits, the insulator is

provided at the non-drive-end shield as shown in Fig. 6.

The shaft voltage is a high-frequency voltage of usually

1 volt or less and rarely several volts.

When a shaft current flows, by this voltage the shaft and

journal part are tarnished. In the worst condition, sparking

results in minute black spots.

There is a possibility that the oil film is broken locally,

developing burn-out trouble.

When disassembling or assembling, be sure to measure

the insulation resistance.

The value of 1 to 3 ㏀ will be satisfactory.

It is generally said that shaft voltage for bearings is limited

as follows.

<500 mV Harmless.

500 to 1,000 mV A detrimental shaft current may

possibly flow.

>1,000 mV Bearings may be damaged in a week

to a year

(unless insulation is provided).� Fig. 5 Rotor locking device

① End shield AS ④ Flanged shaft② Retaining ring half ⑤ Fixing screw for 1③ Shaft supporting ring ⑥ Fixing screw for 3

� Fig. 6 Insulation for the preventation of shaft current

NOTE

Insulated BearingAny connection to this bearing must be insulated from itto prevent bearing current.

12) Thermometer

For checking the bearing temperature, a thermometer is

provided for each bearing.

In order to prevent the accumulation of moisture and

condensation while the generator is idle, space heaters

are provided within the stator frame.

The space heaters can be easily removed from outside

the enclosure.

The heater is comprised of stainless-sheathed nichrome,

filled with insulators in the sheath and is U-shaped as

shown in Fig. 7.

13) Space heater

DANGER




Cable entry to the 3 main connections, (U.V.W.) and to the

2 field terminals +F1, -F2 can be from the left or right, as

required.

The cable entry plates are supplied undrilled or drilled

with cable gland as required.

See Fig. 8.

15) Terminal box

DANGER


� Fig. 8 Internal arrangement for terminal box

14) Air/water cooler

If required, HFC 5, 6, 7 and HSR 7 alternators can be

supplied with a top-fitted air/water cooler as special

requirement.

The cooler can be used for either fresh water or sea

water with double tubes applied.

The type designation for the generators are is changed

from HFC to HFJ, or from HSR to HSJ.

Due to the closed-circuit cooling system the degree of

protection has been upgraded from IP 23 to IP 44 and

IP 54.

The electrical version of the generator remains

unchanged.

The generators HFJ and HSJ can easily be converted for

emergency operation as an open-circuit aircooled

machine if the coolant system or the cooling element

fails.

In this case, the degree of protection is IP 23 with the

rated output as shown on pages 46-48.

Please provide the following information with any inquiry:

�Alternate rated output

�Classification society

�Coolant temperature (air)

�Cooling water inlet temperature

�Fresh water or sea water

� Fig. 7 Space heater



� Fig. 9 Sectional drawing for HF. 5, 7 & HS. 7 type generator (single sleeve bearing)

HFJ 5, 7 & HSJ 7 (air to water cooling)

HFC 5, 7 & HSR 7 (air to air cooling)

① Stator and stator windings assembly② Rotor and windings assembly③ A.C exciter assembly④ Rectifier assembly (Fig. 9-1)⑤ Excitation equipment⑥ Shaft ⑦ Bearing ⑧ Cooling fan⑨ End shield DE/N-DE⑩ Rotor lockage device⑪ Insulation for prevention of shaft current (Fig. 6)⑫ Thermometer⑬ Space heater⑭ Cooler⑮ Terminal box

� Fig. 9-1 Rectifier assembly

① Varistor module ③ Connector rings② Hub ④ Rectifier module



� Fig. 10 Sectional drawing for HF. 5, 7 & HS. 7 type generator (double sleeve bearing)



① Stator and stator windings assembly② Rotor and windings assembly③ AC exciter assembly④ Rectifier assembly (Fig. 10-1)⑤ Excitation equipment⑥ Shaft⑦ Bearing⑧ Cooling fan⑨ End shield DE/N-DE⑩ Terminal box ⑪ Insulation for prevention of shaft current (Fig. 6)⑫ Thermometer⑬ Space heater⑭ Cooler





� Fig. 11 Sectional drawing for HF. 6, 7 & HS. 7 type generator (single sleeve bearing)



① Stator frame and stator windings assembly② Rotor and windings assembly③ AC exciter assembly④ Rectifier assembly (Fig. 11-1)⑤ Excitation equipment⑥ Shaft⑦ Bearing⑧ Cooling fan⑨ End shield DE/N-DE⑩ Rotor lockage device⑪ Insulation for prevention of shaft current (Fig. 6)⑫ Thermometer⑬ Space heater⑭ Cooler⑮ Terminal box





� Fig. 12 Sectional drawing for HF. 6, 7 & HS. 7 type generator (double sleeve bearing)



① Stator frame and stator windings assembly② Rotor and windings assembly③ AC exciter assembly④ Rectifier assembly (Fig.12-1)⑤ Excitation equipment⑥ Shaft⑦ Bearing⑧ Cooling fan⑨ End shield DE/N-DE⑩ Terminal box ⑪ Insulation for prevention of shaft current (Fig. 6)⑫ Thermometer⑬ Space heater⑭ Cooler



2.1 Mode of Operation (SPRESY 15)

1) Description

Brushless synchronous generators consist of the main

and exciter machine.

The main machine’s field winding is powered from the

exciter rotor winding via a rotationary, three-phase bridge-

connected rectifier set.

The exciter is powered from THYRIPART excitation

equipment.

Excitation equipment and thyristor voltage regulator are

combined in the THYRIPART excitation system.

The excitation current required is supplied to the main

machine via the excitation equipment which is

adjusted to deliver a field current resulting in a generator

output voltage above the maximum reference value over

the entire load range when the voltage controller is

inactive.

The actual function of the voltage regulator is to provide a

bypass for a variable portion of the current supplied by the

excitation equipment for controlling the generator voltage.

The thyristor regulator module consists of two assemblies:

the regulator module and the firing module with thyristor in

buck circuit.

The three-phase generator voltage, having been reduced

to 24V by the measuring-circuit transformers, is applied

to teminals 17,18 and 19.

A direct voltage of approx. 30 V (teminal 20 to terminal 13

or 14) is produced at the output of the rectifier bridge

under the rated voltage of the generator.

This rectified voltage provides the actual pulse signal and

the supply voltage the control amplifier.

The regulator module supplies output terminal 15 with a

control voltage of approx. 1 to 10 V, which is proportional

to the control deviation.

Depending on the reference potential of terminal 16,

terminal 12 of the comparator point of the control

amplifier can be given an additional D.C. pulse, e.g for

reactive power control in parallel operation.

For tuning to the signal level, a rheostat must be soldered

onto the available soldering pins.

The power supply for the gate control module(s) is

available from terminal 11.

In the control circuit of the firing module, a time

adjustable firing impulse for the thyristor is formed from

the control voltage of terminal 15 in comparison with a

saw tooth voltage.

The overvoltage protector operates at voltages over

600 V between terminals 1 and 5, then switches the

thyristor through.

The excitation current is normally bucked with a single

pulse.

If higher excitation is required, two firing modules for two-

pulse "buck" operation will be provided.



Excitation System (Operation)02

� Fig. 14 Block diagram of voltage regulator; SPRESY 15

� Fig. 13 Voltage regulator; SPRESY 15

① Six-pulse recifier bridge② Referance/actual value comparator③ Power supply④ Control amplifier⑤ Firing pulse control⑥ Thyristor in buck circuit⑦ Overvoltage protector⑧ Auxilary power thyristor



� Fig. 15 Connection diagram of generator (for generator top mounted AVR)

� Fig. 15-1 Connection diagram of generator (for panel mounted AVR)

2) Installation

The excitation equipment, thyristor voltage regulator,

main machine and exciter are all factory-wired.

If necessary, the mains leads and the reference-value

selector should be connected to the terminals in the

terminal box according to the connection diagram

supplied with the machine.

2.2 Operation (SPRESY 15)

1) Thyristor voltage regulator

When the generator is operating by itself, the thyristor

voltage regulator controls the generator voltage to the

preset reference value.

Frequency changes due to the droop characteristics of

the prime mover do not influence the accuracy of the

generator output voltage.

Design and adjustment of the main machine, exciter,

excitation equipment, thyristor voltage regulator and

reference-value selector permit gradual changes in the

generator output voltage from 95% to 105% rated voltage

via potentiometer Usoll under steady-state conditions and

at loads varying between no load to rated load and power

factors between 0.8 and unity, unless otherwise specified

on the rating plate.

If the generators are operated at less than 95% or more

than 105% rated voltage, their output must be reduced.

Unrestricted operation with no load (opened generator

breaker) and partial speeds is permissible.

During operation, the excitation circuit must not be

interrupted since this would give rise to voltage surges.

If the generator must be de-excited, this can be

accomplished by short-circuiting secondary side of

rectifier transformer (T6) (Fig. 14).

2) Transformer adjustment

The tappings used on the transfomers are recorded at

test report. It is strongly recommended that the original

adjustments be left unchanged.

No responsibility can be assumed by the supplier for any

damage or incorrect operation resulting from a change in

the original adjustments.

In the case of identical plants, the THYRIPART excitation

system or single parts may be interchanged if necessary;

those transformer tappings must always be used in

accordance with the original ones.



3) Direction of rotation of the generator

The generators are generally suitable for clockwise and

anti-clock-wise operation.

Generators must run only in the corresponding direction

of rotation as on the data plate of rotating (arrow mark).

To change the direction of rotation it is necesssry to

change the connections according to the connection

diagram e.g. phase rotation check and to check whether

only one definite direction of rotation is permissible for

mechanical reasons (e.g. fan with curved fan blades).

4) Regulator gain setpoint of voltage integralaction

The regulator module includes the three potentiometers

Usoll, Vr and Tn.

The generator rated voltage is adjusted in the factory

on potentiometer Usoll and the transient response

characteristic of the regulator on potentiometers Vr

and Tn.

The regulator gain is adjusted on the potentiometer Vr,

but the integral action time and the optimum transient

response characteristic are adjusted on the

potentiometer Tn.

Turning the knob of Vr in the direction of descending

numerals and that of Tn in the direction of ascending

numerals normally stabilizes the control circuit and

reduces the control rate.

The setpoint of the generator voltage can be shifted via

potentiometer Usoll and via a supplementary external

reference-value selector (R = 1.5 ㏀ , P 〉1 W) to be

connected to auxillary terminals 20 and 21 (Fig. 14)

with the above potentiometer set to mid-position.

The new adjustment of the potentiometer must be fixed

with the aid of the set screw.



2.4 Mode of Operation (6 GA 2491)

1) Description

Brushless synchronus generators consist of the main

machine and the exciter.

The main machine field winding is powered from the

exciter rotor winding via a rotating, three-phase bridge-

connected rectifier set.

The exciter is powered from THYRIPART excitation

equipment.

The excitation equipment and the thyristor voltage

regulator are combined in the THYRIPART excitation

system.

The field current required is supplied to the main machine

via the excitation unit.

This is adjusted in such a manner that the generator

voltage which is above the maximum setpoint value

develops over the entire load range when the voltage

regulator is inactive (opening the plug connection X).

No periodic maintenance inspections of the THYRIPART

excitation equipment are required.

Excessive dust deposits should, however, be removed

using dry, compressed air.

In the case of faults it is advisable to the check voltage

regulator, excitation equipment, and main machine with

exciter separately.

For troubleshooting in the thyristor voltage regulator, all

the leads connecting excitation equipment and thyristor

voltage regulator must be disconnected.

In this case the generator voltage must rise above the

maximum reference value as given under "Description"

below.

In this case the thyristor voltage regulator is defective.

Trouble shooting should be continued according to

table 4-2 on page 50.

2.3 Maintenance (SPRESY 15)

DANGER


5) Parallel operation, droop compensatingequipment

When provided with droop compensation, a brushless

synchronous generator is suitable for operating in parallel

with other generators or with a supply system.

The kW output is adjusted through the governor of the

prime mover.

The speed characteristic of the prime mover should be

linear and rise by a min. of 3% and a max. of 5% between

rated load and no load.

The droop compensating equipment ensures uniform

distribution of the reactive power and reduces the

generator output voltage in linear with the increase in

reactive current.

The droop compensating circuit is adjusted to provide a

generator voltage droop of 4% at zero p.f. and no voltage

droop at unity p.f. between no load and rated load as a

function of the generator current.

With this setting, a voltage droop of 2.4% is obtained at

0.8 p.f.

When operated by it self or in parallel with generators

having the same voltage characteristic, a voltage

regulation of ±2.5% is thus obtained.

With the generator operating by itself, no droop

compensating equipment is required.

It can be deactivated by short-circuiting the secondary

side of the intermediate transformers.

If the neutrals of alternators in a system are

interconnected and/or connected directly to those of

transformers and loads, balancing currents of three times

system frequency can occur.

Their magnitude must be measured in the alternator

neutral conductors under all possible load conditions to

be met in service.

To prevent the alternators from overheating, these

currents of three times system frequency must not

exceed approximately 50% of the respective alternator

current.

Excessive currents should be limited, e.g. by means of

neutral reactors or similar fitted on the plant side.

A specific enquiry is necessary for these items.

The thyristor voltage regulator provides a bypass for a

variable portion of the current supplied by the excitation

unit for controlling the generator voltage.

The voltage regulator 6 GA 2492 is comprised of the

voltage regulator 6 GA 2491 and the power module

(rectifier, thyristor in "buck" circuit, and resistor in

"buck" circuit).



� Fig. 18 Block diagram of voltage regulator "6 GA 2491"

� Fig. 16 Voltage regulator "6 GA 2491" (for generator top mounting)

� Fig. 17 Voltage regulator "6 GA 2491" (for panel mounting)

V29 Excitation rectifiers S Droop potentiometer ① Power supply ② Control amplifierU Reference value potentiomete K Potentiometer, controller gain ③ Pulse unit ④ Overvoltage protectorT Potentiomenter, reset time R47 Potentiometer, disturbance feedforward ⑤ External reference value setterV28 Thyristor in "buck" circuit R48 Resistor in "buck" circuit



� Fig. 19 Connection diagram of generator (for generator top mounted AVR): 350 Fr~400 Fr

10

12

3

V28

5U1 V1 W1

Generator side

G1

X7+F1+F1 +F2+F2

U

+ V2

G2

U2

L1V2 W2

C2

C1 C3

W

F1X4

+

G2

X6F2

X4-

W

V29

V

U

VUR48

ACB

KT4

Ll

k 4

U V W

R S T

T3

1.1 1.1

2V

1.3

1.2

1.3 1.3

1.2 1.2

T1

2W

T2

91.1

X3

84

36

15

T3

5

34

5

34

1

2.1

2.2

34

2.1 2.1

2.25

2.2

T1 T2

1

27

11

X1

5

31

2V

Shield cable

600V1.25SQ

2W

6

G:Smaller pin size

K : Cathode

U : Varistor

V28 : Thyristor

R48 : By-pass resistor4 Current transformer for droop comp.

Necessary for parallel operation

A

K

KG

5

G : Gate

A : Anode

G

A

C1...C3 : CapacitorG1 : Main machine

A1 : Voltage regulator

1 Connections are determined in the test field.2 When reference value setter fitted circuit breaker S1/3 off

L1 : Reactor

X1...X4 : Plug connectionX6...X7 : Terminal strip

T4 : Current transformer for droop comp.T1...T3 : Current transformer

V2 : Rotating rectifier

V29 : Rectifier module

G2 : Exciter2

A3A1

X2

A1A3

1.0SQ

S1/2

A1

S1/3X7

S1/13

450V400V

2

20Vac

3

A3

A1

13

5230V

-

+ Reference valuesetter (VR)

+

-

Generator control panel side

T1

3.2 3.2

T2

3.1 3.1

3.2

T3

3.1

G1U1

U2

V1

V2

W1

W2

3.1.U3.1.V

3.1.W

-

� Fig. 19-1 Connection diagram of generator (for panel mounted AVR): 350 Fr~400 Fr


-

10

12

35

9

X3

84

36

15

27

11

X1

5

31

6

2

X2

S1/2

A1

S1/3X7

S1/1

3450V400V

2

1.0SQ20Vac

230V5

31

3

G2 : Exciter

V29 : Rectifier module

V2 : Rotating rectifier

T1...T3 : Current transformerT4 : Current transformer for droop comp.

X6...X7 : Terminal stripifi d

X6...X7 : Terminal stripd

X1...X4 : Plug connection

L1 : Reactor


G1 : Main machineC1...C3 : Capacitor

A

G

A : Anode

G : Gate

5

GK

K

AA

Necessary for parallel operation4 Current transformer for droop comp.4

N f ll l ti4 Current transformer for droop comp.

R48 : By-pass resistor

V28 : Thyristord

V28 : Thyristor

U : Varistory

U : Varistor y

K : Cathode

G:Smaller pin size

1

T2T1

1

T3

1.1

T2T1

1.21.2

1.3

1.2

1.3

1.11.1

T3

W

X6

C

W2V2

L1

U2

+F2 +F2+F1+F1

X7

W2V2U2

G1

Generator side

W1V1U1

G1

WV

T3

3.22

T2

3.22

U

T1

3.22

W1

4k

V1

lL

T4K

U1

R48U V

R S TShield cable1.25SQ600V

ACB

tter (VR)eference value

2 When reference value setter fitted1 Connections are determined in the test field.

A3

A1

1.25sq250Vac

250Vac1.25sq

X2/5

X48/1

F2

X2/9

X2/5

X48/1

3.1 3.11 3.11

3.1.U3.1.V

3.1.W



� Fig. 20 Connection diagram of generator (for generator top mounted AVR): 450 Fr~

U : Varistor

V29

+F1Generator side

G1 U

G2+ V2 1 C2 1

C1 22 C32

U2 W2V2

1

V

X6

+F1 -F2X7

-F2

G2

+ W -

UX4/F2

R48

A G

V28K5

K G

G:Smaller pin size

A

GK A

K : CathodeG : Gate

V28 : ThyristorA : Anode

5

2.1

1.1

2.2

1.2

T4


4

W1U1 V1

L11

1V11U1

3

1W1

3 3

(1N)

TSR

U V W

VCB BreakerMain

450V

3

2W12U1 2V1

3

T6 654

87

(2N)

1

2.2

X35 63

8

124

6

X2A3

1

2.1

2.2 2.254

54

54

2.12.13 3 3

T3T2T1

5

19 A12

10

27

A1

S1/1X111

S1/3S1/2

51

3


V2 : Rotating rectifierX1...X4 : Plug connection

V29 : Rectifier moduleR48 : By-pass resistor

T6 : Rectifier transformer

4 Current transformer for droop comp.Necessary for parallel operation

X6...X7 : Terminal strip

1.0SQ20Vac

2

-


+

G2 : ExciterL1 : Reactor

C1...C3 : CapacitorG1 : Main machine

2

3230V1

5

3

1.25SQ600V

Shield cable

3 400V

1 Connections are determined in the test field.2 When reference value setter fitted circuit breaker S 1/3 off

A1

A3 setter(VR)Reference value

-

+

A3

A1

A3

A1

2W2V

2V 2W

1.1.W1.1.V

1.1.U

G1U2

U1

V2

V1

1.2

T11.2

T2

1.1 1.1

W2

W1

1.2

T3

1.1

-

T10

Shor

t not

in u

se

C12

C32C22

C21C11

C31

L

KT12T11

l

k 187X2187X3

187X1 187X1

187X3187X2

187X6

250Vac1.25sq

decreased by this short circuiting of exciting current.

will be shorted by "A" contact of 187X relay.will be energized and exciting current of generatorIf generator winding is faulty, the 187X relay

Then terminal voltage of generator will be immediately

(Supplied by switch board maker)

Note for 187X 6

from panel side(150Vac, 10Aac)

T11 Differential protection C/T

187X : D.E-Magnetizing contact

T10

T12

Optional

� Fig. 20-1 Connection diagram of generator (for panel mounted AVR): 450 Fr~


G1

Generator side

UG2

V2

+

U2

V2 1

W2

V

+F1 +F1

+

-F2

G2

-F2

W -

2

V29

C3C2

22

1 U

C1

1

R48

X4/F2

R48/1

U2

G1U1

V2

V1

1.2

T1

1.1

T2

1.1

R S

U V

1V1

V1W2

W1

U1

L1W1 1

1U1

3

T3

1.1

T44

1W1

3 3

(1N)

2U1 2V1

T6

1.2

(2N)

2.2

2W1

3

6

45

78 1

T3

2.22.2

1.1 2.1

2.245

45

2.1 2.13

2.13

T1 T2

145

X2/9

X2/5

3

T

W

Mainbreaker

G : GateK : CathodeA : Anode

U : VaristorNecessary for parallel operation

4 Current transformer for droop comp.

V28 : Thyristor

1.25sq250Vac

R48/1

F2

A5

K V28G

5

G:Smaller pin size

K G

AG

AK


R48 : By-pass resistorV29 : Rectifier module

circuit breaker S 1/3 off2 When reference value setter fitted1 Connections are determined in the test field.

X1...X4 : Plug connectionV2 : Rotating rectifier


L1 : ReactorG2 : ExciterG1 : Main machine

C1...C3 : CapacitorA1 : Voltage regulator

450V

250Vac1.25sq

X35

X2/5

X2/9

X1

3

3 6

A3

8X212

4

6

A15

19 2

2

107

A1

S1/1S1/2S1/3

11

15 3

2

3Shield cable

600V1.25SQ

3 400V

A3

A1

513

230V

-

+ Reference value

-

+

220Vac1.0SQ

setter (VR)

1.2 1.2

X6

X7

VCB


1.1.U

1.1.V1.1.W

-

Shor

t not

in u

se

T11T10kKC12

C32C22

lLC21C11

C31

T12187X2187X3

187X1 187X187X2187X3

187X16

decreased by this short circuiting of exciting current.

will be shorted by "A" contact of 187X relay.will be energized and exciting current of generatorIf generator winding is faulty, the 187X relay

Then terminal voltage of generator will be immediately

(Supplied by switch board maker)

Note for 187X 6

from panel side(150Vac, 10Aac)

T11 Differential protection C/T


T10

T12

Optional



� Fig. 21 Connection diagram of medium & high voltage generator (for generator top mounted AVR): HS. 7

U : Varistor

UG1

G2+ V2

V

X6

+F1+F1 -F2 -F2X7

+

G2

W -

C21

V29

1

2 22 C3

C1

UX4/F2

1

A

K5

V28G

R48 GK

G:Smaller pin size

A : AnodeV28 : Thyristor

G : GateK : Cathode

5 A

GK A

450V

S1/1

S1/3S1/2

400V3

1

1U1

14 T4

2V11V1 1W1

33 3

2U1

(1N) T6

2W1

3

6

45

78

(2N)

2.21.2

1X3

35 6

X284

612

3

1

2.11.1

2.22.245

45

2.245

2.12.13 3

T1 T2

2.13

T3

11

2

295

A1710

X1

5 31

R

U

VCB

S T

WV

T1...T3 : Current transformer


Necessary for parallel operation4 Current transformer for droop comp.




T4 : Current transformer for droop comp.

1.0SQ20Vac

2

A3 A3 A3-

+


L1 : ReactorG2 : Exciter


A1 A1 A1

2

315

3230V

1 Connections are determined in the test field.

circuit breaker S 1/3 off2 When reference value setter fitted

A1

-A3


W1U1 V1

V2U2 W2

L1

T9 : Control transformer

1.1.V

1.1.U

1N 2N

T91.1.W

U1

U2

G1V1

V2

1.11.1

T1

1.2

T2

1.2

W1

W2

1.1

T3

1.2

-

C31

C11C21

C22C32

C12k

l

T11 T12K

L

T10 187X1

187X3187X2

187X1

187X3187X2

187X

Then terminal voltage of generator will be immediatelydecreased by this short circuiting of exciting current.

T10

T12T11 Differential protection C/T


If generator winding is faulty, the 187X relaywill be energized and exciting current of generatorwill be shorted by "A" contact of 187X relay.

6 Note for 187X

from panel side(150Vac, 10Aac)(Supplied by switch board maker)

6

1.25sq250Vac

Optional

Generator side

Generator control panel sideBreakerMain

Shor

t not

in u

se

� Fig. 21-1 Connection diagram of medium & high voltage generator (for panel mounted AVR): HS. 7

V29

+F1

G1 U

G2+ V2 1 C2 1

C122 C32

U2 W2V2

1

V

X6

+F1 -F2X7

-F2

G2

+ W1.25sq

-250Vac

UX4/F2

R48R48/1

F2

A G

V28K5

R48/1

2.1

1.1

2.2

1.2

T44

W1U1 V1

L11

1V11U1

3

1W1

3 3

(1N)

TSR

U V W

VCB

450V

3250Vac

2W12U1 2V1

3

T6 654

87

(2N)

1

2.2 1.25sq

X35 63

8

124

6

X2A3

1

2.1

2.2 2.254

54

54

X2/9

X2/5

2.12.13 3 3

T3T2T1

X2/9

X2/55

19 A12

10

27

A1

S1/1X1

11S1/3S1/2

51

3

1.0SQ20Vac

2

-

+

21.25SQ

600V

Shield

3 400V

1N 2N

T92V

2W

cable

2V

2W

1.1.W

1.1.V

1.1.U

G1U2

U1

V2

V1

1.2

T1

1.2

T2

1.1 1.1

W2

W1

1.2

T3

1.1

-

T10

C12

C32C22

C21C11

C31

L

KT12T11

l

k187X1

187X3187X2187X2

187X3

187X1 187X6

U : Varistor

GK

G:Smaller pin size

A : AnodeV28 : Thyristor

G : GateK : Cathode

5 A

GK A

T1...T3 : Current transformer


Necessary for parallel operation4 Current transformer for droop comp.




T4 : Current transformer for droop comp.


L1 : ReactorG2 : Exciter


315

3230V

1 Connections are determined in the test field.

circuit breaker S 1/3 off2 When reference value setter fitted

A1

-A3


T9 : Control transformer

Then terminal voltage of generator will be immediatelydecreased by this short circuiting of exciting current.

T10

T12T11 Differential protection C/T


If generator winding is faulty, the 187X relaywill be energized and exciting current of generatorwill be shorted by "A" contact of 187X relay.

6 Note for 187X

from panel side(150Vac, 10Aac)(Supplied by switch board maker)

Optional

Generator side

Generator control panel sideBreakerMain

Shor

t not

in u

se



2) Mode of operation of regulator

The generator voltage is fed to the regulator via plug

connector X1 in a single-phase, two-circuit arrangement.

Transformer T1 steps down the generator voltage which

is then rectified by the load-side rectifier bridge V1, V4.

This rectified voltage provides the actual pulse signal "Uist"

the setpoint voltage Usoll and the supply voltage ① for

the regulator.

If the system uses a reactive current compensator,

current transformer T15 or interposing transformer T4

of the excitation unit is connected to load resistor R1 via

plug-in contacts X2/5 and X2/9.

In this operating mode the actual voltage is composed

of the secondary voltage of transformer T1 and the

voltage of load resistor R1.

The magnitude of the resulting reduction in generator

voltage can be set with potentiometer S.

If an external set point selector is used, this is connected

by contacts X2/1 (A1) and X2/3 (A3).

In this case microswitch S1/3 of the regulator must be

opened.

A DC voltage of 0 to 10 V can be fed in via plug-in

contacts X2/6 and X2/2.

This voltage acts on the comparator point of the control

amplifier.

The setpoint can thus, for instance, be preset by higher-

level equipment.

Control amplifier ② (proportional again adjustable by

potentiometer K and reset time by potentiometer T)

outputs a DC voltage which is converted into a time-

adjustable firing pulse for thyristor V18 or V28 via the

loadside pulse unit ③ .

The generator excitation circuit is fed from rectifier

bridge V29.

Resistor R48 and thyristor V28 form a parallel bypass

circuit to the field winding through which part of the

current supplied by the excitation unit flows.

This method provides for generator voltage control.

In order to optimize the correcting action, a disturbance

variable is injected into the control amplifier via resistor

R47.

Overvoltages above DC 600 V in the excitation circuit

cause the overvoltage protector ④ to operate and

continuously fire the thyristor.

Protection is thus provided for the stationary excitation

circuit of the generator.

3) Installation

The excitation equipment, thyristor voltage regulator,

main machine, and exciter are factory-wired.

If necessary, the main leads and the reference-value

selector must be connected to the terminals in the

terminal box according to the connecting diagram

supplied with the machine.

2) Transformer adjustment

The tappings used on the transformers are shown in the

test report.

It is strongly advised not to change the original

adjustments.

No responsibility can be assumed by the supplier for any

damage or incorrect operation resulting from a change in

the original adjustments.

In the case of identical plants, the THYRIPART excitation

system or the individual components can be interchanged

if necessary.

The transformer tappings, however, must be used in

accordance with the original ones.

2.5 Operation (6 GA 2491)

1) Thyristor voltage regulator

The voltage regulates the voltage so that it complies

with the setpoint selected.

Frequency changes due to the droop characteristics of

the prime mover do not affect the voltage accuracy.

The design and adjustment of the generator and the

excitation equipment permit continuous changes of the

terminal voltage in the range of ±5% rated voltage via

the setpoint selector under steady-state conditions and

at loads varying from no load to rated load, and power

factors from 0.8 to unity unless specified otherwise on

the rating plate.

If several rated voltages and frequencies are indicated on

the rating plate, the above data apply to each of the rated

voltages stated.

If the generators are operated at voltages exceeding

±5%, the generator output must be reduced.

Unrestricted operation at no load is permitted if the speed

is reduced.

During operation, the excitation circuit must not be

interrupted since this would give rise to voltage surges.

If the generator must be de-excited, this can be

accomplished by short-circuiting the secondary side of

rectifier transformer (T6) (Fig. 14).



4) Parallel operation by droop compensationequipment

When provided with droop compensation equipment,

brushless synchronous generators are suitable for

operating in parallel with each other or with a supply

system.

The KW output is adjusted by the governor of the prime

mover.

The speed characteristic of the prime mover should be

linear and rise by at least 3% and not more than 5%

between rated load and no load.

Droop compensating equipment ensures uniform

distribution of the reactive power and reduces the

generator output voltage in linear with the increase in

reactive current.

Regarding generators with current transformer for droop

compensaton, potentiometer S in the regulator is

adjusted so that there is no reduction in the generator

voltage at unity p.f. but a 4% reduction at zero p.f.

3) Regulator gain, setpoint voltage integral action

The control module comprises potentiometers U, K, T,

R 47 and S.

The rated generator voltage has been adjusted in the

factory on potentiometer U, and the dynamic behaviour

of the regulator on potentiometers K, T and R 47.

The settings are shown in the test report.

Potentiometer K is used to adjust the controller gain and

potentiometer T is used to adjust the integral action time,

whereas potentiomter R 47 is used to inject a disturbance

variable into the comparator point of the control amplifier

in order to adjust dynamic behaviour.

Turning the knob of K and R 47 in the direction of

descending numerals and that of T in the direction of

ascending numerals normally stabilizes the control circuit

and reduces the control rate.

The stability of the control circuit can also be improved by

increasing the bucking resistance, but the voltage setting

range of the regulator then is reduced at the lower band.

The setpoint of the generator voltage can be shifted via

potentiometer U or an additional external setpoint

selector (R = 4.7 ㏀ , P greater than 1 W) can be connected

to terminals A1 and A3.

Potentiometer U should be set to the centre position, and

microswitch S 1/3 on the printed-circuit board should be

opened.

The corresponding voltage reduction at 0.8 p.f. is 2.4%.

In isolated operation and at any loading condition of the

generator, the droop compensation provided for the

generator voltage can be checked with the following

relationship:

△ Ust = 4% 1-cos2Φ∙IB/IN (%)

e. g. at 0.8 pf, IB/IN = 1,

△ Ust = 4% 1-0.82 ∙ 1 = 2.4 (%)

If the generator is to operate by it self, droop

compensation equipment is not required.

It can be deactivated by short-circuiting the secondary

side of the associated current transformer or setting

potentiometer S on the regulator to the left-hand stop.

5) Parallel operation by cross-currentcompensation

When provided with cross-current compensation,

brushless synchronous generators are suitable for the

operation in parallel with other generators of the same

capacity.

This parallel operation by cross-current compensation has

the same voltage under all loads condition from no-load

to rated load.

If the neutral points of several generators are

interconnected or connected direct with the neutral

points of transformers and loads, currents at 300%

frequency may occur.

Their magnitude should be checked by measurements in

the neutral conductors of the generators under all load

conditions occurring.

To avoid overheating the generators, these currents must

not exceed a value equal to about 50% of the rated

generator current.

Higher currents should be limited by installing neutral

reactors or similar means.



Excessive dust deposits should, however, be removed

using dry, compressed air.

For the maintenance of generator of its related parts,

refer to trouble-shooting table 4-3, as shown on page 51.

When ordering spare parts, please state the type and

serial number of the generator as specified on the

rating plate.

No periodic maintenance inspections of the THYRIPART

excitation equipment are required.

2.6 Maintenance (6 GA 2491)

� Fig. 22 Droop characteristic curve

� Fig. 23 Position of potentiometers on the voltage regulator

DANGER


Maintenance03


3.1 Installation & Inspection Check List The purpose of this checklist is to ensure that all

installation and inspection work is fully carried out.

It is therefore essential for the list to be filled in carefully.

The number of relevant questions will depend on the

scope of the work to be carried out,

In the "Answer" column, "yes" or "no" or "n/a" (for "not

applicable") should therefore be checked off in each case.

In some lines, additional data or information must be

entered or irrelevant items deleted.

If any further explanations are necessary, they should be

placed in the report or final spec of the generator.

DANGER


� Table 3-1. Installation & inspection check list

Condition of machinesbefore installation

Packing of all machine components undamaged?

Paintwork undamaged?

StatorGeneral

Winding guards properly fixed and locked?

All parts of the enclosure properly assembled?

Stator foot bolts tightened properly?

Stator dowel-pinned?

Earthing or protective conductorconnected?HV machines must be connected to the earth busby a conductor of equal cross-section.

LV machines are to be includedin the protectionarrangements by the connectionof the green-yellowprotective conductor or theconcentric conductor of thecable to the protectiveconductor connecting terminal.

Three-phase A.C. machinesStandard checks

Insulation resistance valuesat ℃ winding temperature

3 phases/earthed frame: ㏁

phase/phase: ㏁

Measuring voltage: V(usually 500 V, DC)

Rotor

Insulation resistance valuesat ℃ winding temperature

Rotor winding/earthed shaft: ㏁Measuring voltage: V(always 500 V, DC)

Electrical connections

Cables/bars properly connected?

Cable strain-relief connected?

Answer

Yes N0 n/aInstallation

Answer


NOTICE

Before the initial starting for in-sevice, check the items ontable 3-1 for sure.If not, may cause fatal damage in generator.



1) Inspection schedule

Daily

Check bearing.

L.O. condition.

Oil ring.

Noise.

Vibration.

Temperature.

Check electric circuit.

Earth fault by earth lamp.

Check loading condition.

Voltage, output kW, current.

Monthly

Check insulation resistance.

Caution: Before checking insulation resistance,

disconnect and earthed the leads from A.V.R.

Bolts and nuts.

Tighten all bolts and nuts.

Check ventilation openings.

Check air intake opening and its air filter, clean or

replace the filter if necessary.

� Table 3-2. Installation & inspection check list

Bearings

Journal bearings(Lubricating oil used)

Oil gradeViscosity at ℃

Condition of bearings and shaft

Have any shipping bearing shellsand/or shaft blocks beenremoved?

Anti-rust coating removed?shaft journals satisfactory?Oil rings fitted in the bearings?Circularity of oil rings satistactory?Oil-ring slots of bearingsshells deburred and rounded off?Joint locked?

Bearing sealing rings properlyfitted?Bearing thermometers fitted?All bearing bolts properlytightened and locked?Bearing filled with oil to centre marks of oil-level sightglasses?Running of oil rings checked?

Oil circulation system

Oil pipework cleaned andpickled?

Pressure reducer fitted?

Oil flow rates reference

Drive-endjournal bearing ℓ/min

Non-drive-end journal bearing ℓ/min

The specified oil flow rates areindicated on the bearing instruc-tion plate. With the specifiedflow rates, about half the clearcross-sections of the oil drainpipes are filled with oil.

Rolling bearings

Grease lubrication

Type of grease

General

Check the flow of cooling water(IP44):

Check the safety device inservice, or not?

Answer


Answer


Maintenance03


Every 6Monthly

Change lubrication oil and clean bearing.

At the same time, check fitting or seating of bearing.

Clean generator.

Inspect generator winding and air filters for dirt, dust, oil,

and salt vapor accumulation.

Blow off contamination by dry and oil free compressed air.

Wipe off accumulated vapor with lint-free cloth and

adequate solvent.

Check electrical connection.

Inspect for loose electrical connection.

Inspect cracked, frayed or oil soaked insulation.

Tighten or replace if neccessary.

3.2 Flange-Type Sleeve Bearing (for ring lubrication system)

1) Mounting

The flange-type sleeve bearings of electrical machines

are of the split type.

They are ring-lubricated (Fig. 25) and are subject to the

following instructions supplementing and modifying the

operating instructions of the machine:

Corresponding to the operating conditions the sleeve

bearings of new machines have a favorable bearing

clearance which should not be changed.

Scraping (spot-grinding) is not allowed not to make worse

the antifrictional qualities.

It is recommended that the contour of the transmission

element remains within the hatched range (see Fig. 25)

to remove the upper part of the bearing housing for

maintenance without removing the transmission element.

Before the machines are aligned and commissioned,

the bearings should be filled with lubricating oil since

the machines are delivered without oil in the bearings

(oil type is indicated on the name plate of the bearing).

CAUTION

Flying dirt, dust or other particles.May cause eye injury.Wear safety glasses and dust mask when usingcompressed air.

DANGER


Upon stopping, the shaft rests on the lower bearing; there

is metal-to-metal contact.

During the start-up phase, the shaft rubs against the anti-

friction metal of the bearing. Oil lubrication is used.

After having reached its transition speed, the shaft

creates its oil film.

At this point, there is no further contact between the

shaft and bearing.

3) Oil change

Check the bearing temperature regularly.

The governing factor is not the temperature rise itself,

but the temperature variations over a period of time.

If abrupt variations without apparent cause are noticed,

shut down the machine and renew the oil.

The lubrication oil indicated on the data plate is used for

starting up the machines at an ambient temperature of

above +5℃.

At lower temperatures (to about -20℃), it is necessary to

preheat the oil.

If the ambient temperature is below -20℃ another type of

oil according to the special conditions is used.

Do not mix oils of different grades.

2) Operating description

NOTICE

Before starting, check if the bearing is filled with oil or not to the necessary oil level.

CAUTION

Prolonged operation at extremely slow rotation speeds(several rpm) without lubrication could seriously damagefor the service life of the bearing.

CAUTION

If the bearing temperature exceeds the normal operatingvalue of 15 K, stop the machine immediately.Inspect the bearing and determine the causes.Setting values of a safety device

-Alarm: 90℃-Trip: 95℃



Pour in the kerosene and oil through the top sight-glass

hole.

Leave the drain open until all the kerosene has been

removed and clean oil runs out.

Now, plug the drain and fill the bearing with oil up to the

centre of the lateral inspection glass.

When the machine has run up to speed, check the oil ring

through the top inspection glass to see that it rotates

correctly, and check the bearing temperature.

Should the bearing temperature not drop to the normal

value after the oil change, it is recommended that the

surfaces of the bearing shells be inspected.

If the bearings are fitted with thermometers for checking

the bearing temperature, fill the thermometer well in the

upper bearing shell for thermofeeler with oil to improve

heat transfer and top up with oil every time the

lubricating oil is changed.

Recommended oil changing intervals are about 3000

and 6000 operating hours in the case of intermittent and

continuous duty.

When cleaning, first flush the bearings with kerosene

and then with oil.

NOTE

If the lubrication oil contains unusual residues or its colorlooks changed, bearings shall be inspected.

When dismantling the machine, the lower part of the

bearing housing need not be unscrewed from the end

shield. When opening the bearing housing, locate

which side of the machine the adjusting shims

(upper and lower parts) are installed.

These shims must be installed in the same place when

assembling the machine.

Exceptions are possible if the stator core was changed.

Drain the oil, take off the upper part of the bearing

housing and the upper bearing shell, lift the shaft very

slightly and turn out the lower bearing shell and the

sealing rings in a peripheral direction.

The oil ring can be withdrawn by holding it at an inclined

position to the shaft.

4) Dismantling, assembling

CAUTION

When insulated shaft current is applied, the accessories in contact with the bearing housing must be electricallyinsulated.

� Fig. 24 Oil pockets and oil grooves

① flattened to running face

Maintenance03


If only slight damage has occurred to the bearing

surface, it may be re-conditioned by scraping, as long as

the cylindrical shape of the bore is maintained, so that a

good oil film can form.

The lining must be renewed if more serious damage is

found.

The oil pockets and grooves of the new lining or scraped

shell should be cleaned and finished with

particular care (Fig. 24).

The replacement bearing shells are delivered by the

works with a finished inner diameter.

Oil rings which have become bent through careless

handling will not turn evenly.

Straighten or replace such rings.

Replace any damaged sealing rings.

� Fig. 25 Ring-lubricated flange-type sleeve bearings (examples, delivered design may deviate in details)

1. Screw plug(thermometer mounting and oil filling point)

2. Inspection glass3. Sealing ring for 24. Sealing ring for 15. Bearing housing, upper part, drive end6. Cylindrical pin7. Sealing ring, upper half, drive end8. Guide pin to prevent twisting9. Upper bearing shell, drive end10. Oil ring, drive end11. Lower bearing shell, drive end12. Bearing ring, lower half, drive end13. Sealing ring, lower half, drive end14. Taper pin15. Guide pin to fix bolted parts16. Sealing ring for 1717. Drain plug18. Bearing housing, upper part, non-drive end19. Sealing ring, upper half, non-drive end20. Upper bearing shell, non-drive end21. Oil ring, non-drive end22. Lower bearing shell, non-drive end23. Bearing housing, lower part, non-drive end24. Sealing ring, lower half, non-drive end25. Upper adjusting shim, drive end26. Sealing cover, drive end27. Lower adjusting shim, drive end28. Upper adjusting shim, non-drive end29. Sealing cover, non-drive end30. Lower adjusting shim, non-drive end31. Protective cap32. Pressure compensation opening

Limiting range for transmission element

1234

5

6

7

89

10

11

12

13

a

d2d1

45。

14

2134

18

6

19

820

21

22

23

24

14

15

32

1617

312829

3032

15

32

1617

2526

2732

d1 (mm) 80 100 120 150 180 215

d2 (mm)

a (mm) 8 8 10 15 18 22

140 160 170 190 210 245



3.3 Flange-Type Sleeve Bearing (forced lubrication system)

1) Mounting

The flange bearings of these electrical machines are of

the split type.

They are lubricated by an oil ring and provided

additionally for forced lubrication (Fig. 27)

They are subject to the following instructions supple-

menting and modifying the operation instructions of the

machine:

Corresponding to the operating conditions, the sleeve

bearings of new machines have a favorable bearing

clearance which should not be changed.

Scraping (spot-grinding) is not allowed not to make worse

the antifrictional qualities.

It is recommended that the contour of the transmission

element remains within the hatched range (see Fig. 27)

to remove the upper part of the bearing housing for

maintenance without removing the transmission element.

Before the machines are aligned,the bearings should be

filled with lubricating oil (oil type is indicated on the name

plate of the bearing) since the machines are delivered

without oil in the bearings.

Connect the bearings to the oil pump, oil tank and cooler

before commissioning the machines.

No reducers must be fitted in the piping.

Install a regulating orifice on the oil supply line to protect

the bearing from flooding.

If the oil pump fails, the lubrication maintained by the oil

ring is effective for about 15 to 30 minutes, provided the

oil contained in the bearing does not drain away.

To prevent this, connect the oil discharge tube on that

side where the oil ring moves downward into the oil.

In addition to this, install a non-return valve in the oil

supply line.

As an alternative raise the level of the oil in the bearing

to 100 mm.

Oil discharge tubes must terminate flush with the inside

surface of the bearing housing to prevent the oil rings

from rubbing against the tubes.

Fill the oil tank with the lubricating oil indicated on the

data plate.

This oil is used for starting up the machine at an ambient

temperature of above +5℃.

At lower temperatures, preheat the oil.

It is recommended to use a control system adjusted in

such a manner to have an oil temperature of 15 to 20℃

in the tank and to have a preheated oil flow through the

cold bearings for 5 to10 minutes before starting up the

machine.

Do not mix oils of different grades.

The necessary pressure of the oil entering the bearings

and the oil flow rate are indicated on the data plate.

Adjust these values when starting up the machine for the

first time and correct them when the bearing has attained

its normal running temperature.

The oil in the bearing housing must not ascend over the

center of the lateral inspection glass.

If the bearings are fitted with thermometers for checking

the bearing temperature, fill the thermometer well in the

upper bearing shell for the thermofeeler with oil to

improve heat transfer and top up with oil every time the

lubricating oil is changed.

In the case of insulated bearings, make sure that the

insulation is not bridged by the tubes.

Interrupt the electrical conductivity of the tubes near the

bearings, e.g. by installing oil-resistant fittings of plastic

material or hoses of rubber or plastic material.

Upon stopping, the shaft rests on the lower bearing; there

is metal-to-metal contact.

During the start-up phase, the shaft rubs against the anti-

friction metal of the bearing.

Oil lubrication is used.

After having reached its transition speed, the shaft

creates its oil film.

At this point, there is no further contact between the

shaft and bearing.

2) Operating description

NOTE

Before starting, check if the bearing is filled with oil or notto the sufficient oil level.

CAUTION

Prolonged operation at extremely slow rotation speeds(several rpm) without lubrication could seriously damagefor the service life of the bearing.

Maintenance03


Switch on the oil pump before starting up the machine.

The use of a pump driven from the shaft of the main

machine is permitted only in special cases, such as when

the acceleration and coasting times are short.

3) Oil change

Check the bearing temperature regularly.

The governing factor is not the temperature rise itself, but

the temperature variations over a period of time.

If abrupt variations without apparent cause are noticed,

shut down the machine and renew the oil.

Recommended oil changing intervals are about 20,000

operating hours.

After the machine has come to a stand-still and the old oil

is drained out of the bearings and oil tank operate the oil

pump with kerosene for a short time and then with oil to

clean the bearings.

For the oil pump, the oil tank, the cooler and the pipe

lines: Pour in the kerosene and then the oil through the

filling opening of the oil tank.

Leave the drains open from time to time until all the

kerosene has been removed and clean oil runs out of the

bearings and oil tank.

Then plug the drains and fill the tank with oil.

Should the bearing temperature not drop to the normal

value after the oil change, it is recommended that the

surfaces of the bearing shells be inspected.

CAUTION

If the bearing temperature exceeds the normal operatingvalue of 15 K, stop the machine immediately.Inspect the bearing and determine the causes.Setting values of a safety device

-Alarm: 90℃-Trip: 95℃

When dismantling the machine, the lower part of the

bearing housing need not be unscrewed from the end

shield.

When opening the bearing housing, locate on which side

of the machine the adjusting shims (upper and lower parts)

are installed.

These shims must be installed in the same place when

assembling the machine.

Exceptions are possible, if the stator core was changed.

Drain the oil, take off the upper part of the bearing housing

and the upper bearing shell, lift the shaft very slightly and

turn out the lower bearing shell and the sealing rings in a

peripheral direction.

The oil ring can be withdrawn by holding it at an inclined

position to the shaft.

If only slight damage has occurred to the bearing surface,

it may be reconditioned by scraping as long as the

cylindrical shape of the bore is maintained, so that a good

oil film can form.

The lining must be renewed if more serious damage

is found.

The oil pockets and grooves of the new lining or scraped

shell should be cleaned and finished with particular care

(Fig. 26).

The replacement bearing shells are delivered by the works

with a finished inner diameter.

Oil rings which have become bent through careless

handling will not turn evenly.

Straighten or replace such rings.

Replace any damaged sealing rings.


CAUTION

When insulated shaft current is applied the accessories in contact with the bearing housing must be electricallyinsulated.

� Fig. 26 Oil pockets and oil grooves

① flattened to running face



� Fig. 27 Flange-type sleeve bearing for forced-oil lubrication (examples, delivered design may deviate in details)

1. Screw plug(thermometer mounting and oil filling point)

2. Inspection glass3. Sealing ring for 24. Sealing ring for 15. Bearing housing, upper part, drive end6. Cylindrical pin7. Sealing ring, upper half, drive end8. Guide pin to prevent twisting9. Upper bearing shell, drive end10. Oil ring, drive end11. Lower bearing shell, drive end12. Bearing housing, lower part, drive end13. Sealing ring, lower half, drive end14. Taper pin15. Guide pin to fix bolted parts16. Sealing ring for 1717. Drain plug18. Bearing housing, upper part, non-drive end19. Sealing ring, upper half, non-drive end20. Upper bearing shell, non-drive end21. Oil ring, non-drive end22. Lower bearing shell, non-drive end23. Bearing housing, lower part, non-drive end24. Sealing ring, lower half, non-drive end25. Upper adjusting shim, drive end26. Sealing cover, drive end27. Lower adjusting shim, drive end28. Upper adjusting shim, non-drive end29. Sealing cover, non-drive end30. Lower adjusting shim, non-drive end31. Protactive cap32. Pressure compensation opening33. Oil supply tube with orifice34. Oil discharge tube with sight glass35. Lubrication oil cooler

1234

5

6

7

89

10

11

12

13

14

2134

18

6

19

820

21

22

23

24

14

15

32

1617

312829

3032

15

32

1617

d1 (mm) 80 100 120 150 180 215

d2 (mm)

a (mm) 8 8 10 15 18 22

140 160 170 190 210 245

Front and rear chambers of lubrication oil cooler can be

disassembled in case of water leakage.

However, lubrication oil cooler do not need any overhaul

works unless oil or water leakage happen because it

requires additional compression test when those

chambers are disassembled.

Limiting range fortransmission element

100m

m

d1d2

a45 25

26

2732

3334

35

Cooling water supply

Cooling water discharge

5) Lubrication oil cooler for generator bearings

Forced lubrication system may have lubrication oil cooler

for technical reason.

Maintenance03


3.4 Rolling-Contact Bearing (series 02 and 03)

1) Mounting

Electrical machines fitted with rolling-contact bearings

mentioned above are subject to the following

instructions supplementing and modifying the operating

instructions of the machine:

The locating bearings are deep-groove ball bearings for

horizontally mounted machines.

These bearings may also be in pairs with cylindrical roller

bearings in the case of bearings is not guided radially and

is prevented from rotating by compression springs.

The locating bearings for vertically mounted machines are

angular-contact ball bearings of type range 72 or 73 (For

angular-contact ball bearings with increased axial fixation,

see supplementary operating instructions).

The floating bearings are deep-groove ball bearings or

cylindrical roller bearings.

In the case of deep-groove ball bearings as floating

bearings, the axial play is compensated by means of

compression springs.

For regreasing, clean the lubricating nipple and press in

the grease quantity indicated on a data plate, using a

grease gun.

Keep the new grease meticulously clean.

Initial lubrication of the bearings is normally carried out in

the works with an Alvania #2 grease satisfying the

conditions of the running test at a test temperature of

120℃ to DIN 51 806.

If a different type of grease is required, this is indicated on

the data plate, provided that the particular operating

conditions were given in the order.

� Fig. 28 Examples for bearing combinations

Deep-groove ball bearing

Cylindrical roller bearing

Angular contact ball bearing

2) Regreasing

NOTE

A common mistake is over-lubrication of bearings. Whengrease is added without removing the drain plug, theexcess grease must go somewhere and usually it is forcedinto and through the inner bearing cap and is then throwninto the windings. Proper lubrication is desired, but someunder-lubrication is less dangerous than over-lubrication.

CAUTION

Do not mix grease of different soapbases.When changing the type of grease, clean the bearingbeforehand using a brush with solvent.

DANGER

The prohibited solvents are: Chlorinated solvent (trichlorethylene, trichloroethane)which becomes acid.Fuel-oil (evaporates too slowly).Gasoline containing lead.Benzine (toxic)

NOTE

The most widely-used solvent is gasoline: white spirit isacceptable.



The shaft should rotate during regreasing, hence the

machines need not be stopped.

After regreasing, the bearing temperature will rise by a

few degrees and will drop to the normal value when the

grease has reached its normal service viscosity and the

excess grease has been forced out of the bearing.

It is recommended that the lubricating instructions be

strictly followed.

Special cases may require lubrication according to special

instructions, e.g. where there is an extreme coolant

temperature or aggressive vapours.

The old grease from several regreasing operations gathers

in the space inside the outer bearings caps.

Remove the old grease when overhauling the machines.

The model of bearing is favorably chosen for direction and

size of load (type of construction, forces acting on the

shaft) and therefore it should not be hung.

The permissible values of axial and radial forces may be

taken from the list of machine or may be inquired about.

The machines should operate in only one type of

construction as shown on the rating plate, because

another type of construction requires perhaps further

measures in addition to a modification of the model of

bearing.

In this case an inquiry is always necessary.

3) Lubrication

Regrease the bearings if the machines have been

unused/stored for longer than 2 years.

5) Locating faults

The trouble shooting table 4-6 helps to trace and remove

the causes of faults as shown on page 53.

Sometimes, it is difficult to assess damage to the

bearings. In this case, renew the bearings.


For working on the locating bearing in the vertical

position of the machine, support or discharge the rotor.

It is recommended that new rolling bearings be installed

as follows: Heat the ball bearings or the inner ring of the

roller bearings in oil or air to a temperature of approx 80℃ and slip them onto the shaft.

Heavy blows may damage the bearings and must be

avoided.

When installing single angular-contact ball bearings, make

sure that the broad shoulder of the inner ring (and the

narrow shoulder of the outer ring) in operating

position points upwards, i.e. in a direction opposite to

that of the axial thrust.

When assembling the machines, avoid damage to the

sealing rings.

Rubber sealing rings (V-rings) should be carefully fitted

over the shaft as shown the illustration.

New felt sealing rings should be so dimensioned that the

shaft can run easily while proper sealing is still effected.

Before fitting new rings, soak them thoroughly in highly

viscous oil (normal lubricating oil N68 to DIN 51 501)

having a temperature of approx 80℃.

Maintenance03


� Fig. 29 Floating bearings (examples, delivered design may deviate in details)

① V-ring 1)

② Outer bearing cap 1)

③ Circlip 1)

④ Grease slinger 1)

⑤ Bearing housing 1)

⑥ Lubricating nipple⑦ Cylindrical roller bearing 1)

⑧ Inner bearing cap with felt sealing rings 1)

①

②

③

④

⑤

⑥

①

②

③

④

⑤

⑥

⑨⑩

⑧

①

②

③

④

⑪⑥

⑩

⑨

⑫

⑬

⑧

⑦

⑧

Cylindrical roller bearing

Deep-groove ball bearing with compensation ofaxial play, with bearinghousing brush and intermediate ring

Deep-groove ball bearingwith compensation ofaxial play

⑨ Deep groove ball bearing (floating-bearing)⑩ Compression spring 1)

⑪ Bearing housing ring⑫ Bearing housing brush⑬ Cylindrical pin

1) floating bearing side



� Fig. 30 Locating bearings (examples, delivered design may deviate in details)

⑥ Lubricating nipple⑭ Inner bearing cap with felt sealing rings 2)

⑮ Angular-contact ball bearing� Bearing slinger 2)

� Grease slinger 2)

� Circlip 2)

� Outer bearing cap 2)

� V-ring 2)

� Deep-groove ball bearing (locating bearing)or angular-contact ball bearing

� Compression spring 2)

� Cylindrical roller bearing 2)

� Cylindrical roller bearing 2)

� Oil seal for shaft 1) 2) 3)

1) floating bearing side2) locating bearing side3) special operating conditions only

� Fig. 31 Fitting instructions for V-ring and oil seal for shaft

Single bearing, shaft does not pass through the outer bearing cap

⑭

�

�

⑥�

��

⑭

�

�

⑥�

��

�

�

�

�⑭

�

�

�

�

�

⑥

⑥

⑥ �

�

�

�

��

��

�

�

⑭⑮

⑮

⑭

⑭

�

�

�

�⑥

��

�

Angular-contact ballbearing placed below

Angular-contact ballbearing placed below

Single bearing, shaftdoes not pass throughthe outer bearing cap

Single bearing, shaftpasses through the outer bearing cap

Duplex bearing, shaftdoes not pass throughthe outer bearing cap

Duplex bearing, shaftpasses through the outer bearing cap

Maintenance03


3.5 Coupling A-type (single-bearing generatorswith flanged shaft and one-part fan wheel)

1) Transport

The following instructions supplementing and modifying

the basic operating Instructions apply to single-bearing

generators of type of construction B2 or B16 which are

coupled with diesel engines or turbines:

For transport and assembly, the generator rotor is

centered radially and fixed axially by means of bolted

retaining-ring halves fitted between the drive-end shield

(unsplit) and the shaft supporting ring (Fig. 32).

The ring halves should therefore not be detached before

the generator is assembled with the diesel engine or

turbine.

2) Aligning the coupling flanges (Fig. 33)

Careful alignment of the coupled machines prevents

additional bearing and shaft stresses, as well as uneven

and noisy running.

It is particularly important to achieve a uniform air gap.

The machine shall be installed on a concrete foundation

or a baseframe.

Check to see that the machine seating surfaces have

been made in accordance with the drawings.

The generator should be aligned with the diesel engine or

the turbine with gearing (the prime mover should have

already been installed and aligned in accordance with the

manufacturer's instructions).

The generators are aligned and coupled as follows: Place

the generator onto the concrete foundation or baseframe.

Insert shims underneath the mounting feet until the

centering faces of the generator flange and engine

(flywheel) or gear flange are in line with the flanges being

parallel to each other.

Experience shows that less shims are required at the non-

drive end than at the drive end, since the engine coupling

flange is inclined by the weight of the flywheel.

Bolt the coupling flanges together while re-pressing the

generator axially, lightly tighten the foot bolts, and undo

the retaining-ring halves.

3) Checking the air gap (Fig. 34)

Check the air gap between the shaft supporting ring and

the drive-end shield.

The gap should be uniform all around.

If the maximum difference between the measured

values "a max-a min" exceeds 0.3 mm, correct the gap

by inserting or removing shims underneath the

mounting feet.

Experience indicates that the number of shims to be

inserted or removed at the non-drive end is only 50%

of the number at the drive end.

Tighten the holding-down bolts and check the web

clearance of the diesel engine.

It may be necessary to correct the air gap and the web

clearance several times.

� Fig. 32 Rotor locking device (example, delivered design may deviate in details)

① Drive-end shield② Retaining ring half③ Shaft supporting ring

④ Flanged shaft⑤ Fixing screw for 1⑥ Fixing screw for 3

� Fig. 33 Aligning the coupling flanges

� Fig. 34 Checking the air gap and the position of the rotor



4) Position of rotor in longitudinal direction (Fig. 34)

Originally, the generator rotor had been located axially

in the correct position by the bolted-on retaining-ring

halves.

Since single-bearing generators have a floating (rolling or

sleeve) bearing at the non-drive end, the axial position of

the rotor may have been changed during alignment.

A check should therefore be made to ensure that the axial

clearance of (6±0.8)mm between the flange faces

of the drive-end shield and the shaft supporting ring has

been maintained.

Otherwise the stator frame should be shifted axially.

5) Fixing the retaining-ring halves

Thereupon, screw the retaining-ring halves to the drive-

end shield as shown in Fig. 35.

The ring joint should be vertical.

Close off the threaded holes in the retaining-ring halves

by means of the screws supplied, and lock the screws

with spring washers.

3.6 Coupling B-type (single-bearing generatorswith lamination plate)

1) Transport

The following instructions apply to the generators coupled

with engine using lamination type coupling.

For transportation and assembly, the generator rotor is

centered radially and fixed axially by means of the holding

devices fitted between generator frame and lamination

plates or fan assembled (Fig. 36).

Therefore, those holding devices must be fixed tightly

inner and outer sides for sure when transport. This is for

centering the generator rotor radially and axially.

3) Checking the air gap

This type of coupling does not need to check air gap

because engine flywheel housing/ generator frame and

engine flywheel/ generator rotor are directly coupled.

2) Aligning the lamination plate coupling (Fig. 36)

Careful alignment of coupled machines prevents additional

bearing and shaft stresses as well as uneven and noisy

running. It is particularly important to achieve a uniform air

gap. The machine may be installed on a concrete

foundation or a base frame.

Check to see that the machine seating surfaces have been

made in accordance with the diesel engine (the prime

mover should have already been installed and aligned in

accordance with the manufacturer’s instructions.

The generators are aligned and coupled as follows:

Place the generator onto the concrete foundation or base

frame. Align the mounting feet until the centering faces of

the generator side and engine flywheel and its housing are

in line with lamination plates being parallel to each other.

When coupling the generator with the engine, the outer

holding devices (No. 4) shall be removed before inserting

generator guide shaft to flywheel. After inserting the shaft,

inner holding device (No. 3) shall be removed and further

coupling works carried our in accordance with standard

instructions of the engine maker.

For reference, this type of coupling does not need shim

plate under the generator.

Removed holding devices shall be stored on generator foot

after coupling for the future transportation or repairing

works.

� Fig. 35 Fixing of the retaining-ring halves after assembling with prime mover

� Fig. 36 Rotor locking device (example, delivereddesign may deviate in details)

2

3

6

43

1

5

4

65

Guide

Engine flywheelhousing

Engineflywheel

shaftGenerator foot

7

① Enerator frame② Lamination plate ③ Holding devices, inside ④ Holding devices, outside

⑤ Screw for ②⑥ Screw for ①⑦ Access cover for ③

Maintenance03


4) Position of rotor in longitudinal direction (Fig. 37)

After generator is completely coupled, position of rotor

shall be checked in longitudinal direction by opening the

bearing cover and comparing the measurement with the

value, A specified inside of the cover as shown on Fig. 37.

This value has been marked at the factory as required to

be kept when coupled with the engine considering

bearing gap measured.

3) With axial end play at bearing

In this case, the axial position of the rotor assembly was

adjusted during the initial test at the factory.

The generators are delivered with a magnetic center

gauge at the drive bearing side with a groove on the

shaft and must be kept in the rotor position during the

alignment with the prime mover.

3.8 Air Filters

1) Air filter cleaning period

The cleaning period depends on the site conditions.

The cleaning of the filter is requested if the record of the

stator winding temperature (using the stator winding

sensors) indicates an abnormal increase in temperature.

2) Air filter cleaning procedure

The filter element (flat or cylindrical) is immersed in a

tank of cold or warm water (temperautre less than 50℃).

Use water with detergent added.

Shake the filter gently to ensure that the water flows

through the filter in both directions.

3.7 Coupling (double bearing generator)

1) Fitting the coupling element

The coupling element must be balanced separately

before fitting the machine shaft.

A residual unbalance of coupling element should be

less than class G 2.5 grade to ISO standard.

� Fig. 37 Checking the position of rotor

Shaft end

Bearing end

Bearing cover

Required dimension Aspecified inside of bearing cover

A±0.5 mm

2) Without axial end play at bearing

The alignment must take the tolerance of the coupling

element into account.

The axial, radial and angle tolerance are to be acceptable

by coupling element property.

� Fig. 38 Installation for air filter

Air filter mat

Air filter mat

[Type I]

[Type II]

[Type III]



When the filter is clean, rinse it with clear water.

Drain the filter properly (there must be no more formation

of droplets).

Refit the filter on the machine.

Do not clean the filter using compressed air.

This procedure would reduce filter efficiency.

1) Description

Use the attached terminal box drawing in the final

specification.

The main terminal box of the machine is located on the

top of the machine.

The neutral and phase wires are connected to the copper

bus bar-one copper bus bar per phase and one copper

bus bar per neutral line (option).

See terminal box diagram in the final specification.

The openings provide access to the terminals.

The gland plates are made of non-magnetic materials in

order to avoid circulating currents if needed.

Compare the supply voltage with the data on the rating

plate. Connect the supply leads and the links in

accordance with the circuit diagram in the final

specification.

Pay attention to the right direction of rotation (phase

sequence in the case of three phase and polarity in the

case of direct current).

3.9 Terminal Box

The supply leads should be matched to the rated current

in line with VDE0100 and their cross section must not be

excessive.

The main circuit is normally connected at both sides of

the circuit bars with conductor cross sections of max.

300 ㎟ and may be made by cable lugs or when

connecting parts used in hazardous locations which are

present without any lugs.

The ends of the conductors should be stripped in such a

way that the remaining insulation almost reaches up to

the lug or terminal (≤5 mm).

In the case of cable lugs with long sleeves, it may be

necessary to insulate the latter to maintain the proper

clearances in air.

If using cable lugs, see that the dimension of the cable

lugs and its fastening elements (normally M12) agree with

the holes in the copper bus bar.

Use hexagon-head screws with a min. breaking point of

500 N/㎟ , hexagon nuts and spring elements which are

protected against corrosion according to DIN 43673.

The connection of accessories is achieved by terminal

strips.

Use a 5 mm maximum screwdriver to work on the

blocking screws.

See the terminal connection diagram in the final

specification.

The supply leads－particularly the protective conductor－

should be laid loosely in the terminal box with an extra

length for protecting the cable insulation against splitting

and to prevent the terminals and circuit bars from the

tension load of the leads.

They should be introduced into the terminal box through

cable entry fittings and sealed.

Protected fittings with strain－relief cleats should be used

for loose leads to prevent them from becoming twisted.

Close off any unused cable-entry openings.

CAUTION

Do not use water with a temperature higher than 50℃. Do not use solvents.

DANGER

High voltagePower source must be disconnected before working onequipment.Failure to disconnect power source could result in injuryor death.Terminal box only to be opened by skilled personnel.

Maintenance03


3.10 Disassembly of A.C. Generator (Fig. 39, 40 and 41)

� Fig. 39 For single bearing type A.C. generator

{Ⅰ}

1. Take away bolts ①, ②

2. Take away support ring (upper part) ③3. Take away bolts ④, ⑤

4. Take away bearing upper part ⑥5. Take away bearing shell ⑦ and oil ring ⑧6. Take away bolts ⑨ and support ring under

part ⑩7. Take away bolts ⑪ and bearing under part ⑫8. Take away endshield ⑬, ⑭

{Ⅱ}

9. Insert protective sheet ⑮10. Take away bolts �11. Draw out fan �

{Ⅲ}

12. Hang the shaft end with rope both side.13. Shift the rotor toward anti-coupling side.

(shaft journal should be protected from any damages by wrapping in cloth)

{Ⅳ}

14. Shift the rotor assembly to anti-coupling side as left description.

15. Hang the rotor assembly at its center position by the rope.

16. Take away the rope of coupling side.

{Ⅴ}

17. Take away the rotor out of the stator.

Coupling

side

Anti-coupling

side



� Fig. 40 For double bearing type A.C. generator

{Ⅱ}

7. Insert protective sheet ⑨8. Take away bolts ⑩9. Draw out fan ⑪

{Ⅲ}

10. Hang the shaft end with rope both side.(shaft journal should be protected from any damages by wrapping in cloth )

11. Shift the rotor toward anti-coupling side.

{Ⅳ}


13. Hang the rotor assembly at its center position by the rope.

14. Take away the rope of coupling side.

{Ⅴ}


� Fig. 40 For double bearing type A.C. generator

Coupling

side

Anti-coupling

side

{Ⅰ}

1. Take away bolts ①2. Take away bolts ②3. Take away bearing upper part ③4. Take away bearing shell ④ and oil ring ⑤5. Take away bolts ⑥ and bearing under

part ⑦6. Take away endshield ⑧

Maintenance03


� Fig. 40 For double bearing type A.C. generator� Fig. 41 For single bearing with laminated plate type A.C. generator

1

2

4

11

6

5

7

8

10

3

9

Coupling

side

Anti-coupling

side

{Ⅰ}

1. Take away bolts ①, ②

2. Take away support pieces ③3. Take away bolts ④, ⑤

4. Take away bearing upper parts ⑥5. Take away bearing shell ⑦ and oil ring ⑧6. Take away bolts ⑨ and bearing under

part ⑩7. Take away end shield ⑪

{Ⅱ}

8. Insert protective sheet ⑫9. Take away bolts ⑬10. Draw out support ring and fan ⑭, ⑮

{Ⅲ}

11. Hang the shaft end with rope both side.12. Shift the rotor toward anti-coupling side.

(shaft journal should be protected from any damage by wrapping in cloth )

{Ⅳ}


14. Hang the rotor assembly at its center position by the rope.Take away the rope of coupling.

{Ⅴ}


13

15

14

12

SHIFTING

with the coilend part

Place sleeper

No touch

(see note No.12)

SEE OUTLINE DWG.

WALL

SHAFT END

20�걱

3.11 Cooler

1) General points

The purpose of the cooler is to remove machine heat

losses (mechanical, ohmic etc).

The exchanger is located on the top of the machine.

Normal operation:

The air is pulsed by a fan fixed to the synchronous

machine shaft.

Description of air-water double tube exchanger

The double-tube technique keeps the cooling circuit from

being affected by possible water leakage.

The double tube provides a high safety level.

In case of leakage, the water goes from the inside of the

internal tube to the coaxial space between the two tubes.

The water is drained axially to a leakage chamber where

it may activate a sensor.

An exchanger comprises a fin-tube block containing:

�a steel frame.

�a fin-tube block expanded mechanically to the tubes.

The tube bundle is roll-expanded in the end plates.

The water distribution in the tubes is provided by two

removable water boxes.

A water box is equipped with collars for fitting the inlet

and outlet lines.

Neoprene seals ensure water tightness between the

water boxes and the end plates.



2) Cleaning

The frequency of cleaning operations depends essentially

on the purity of the water used.

We recommend to inspect annually at least.

The life of zinc block for anti-corrosion is about a year.

Therefore, replace it with a new one every year.

Cut off the water supply by isolating the inlet and outlet

lines, and drain the water.

Disconnect the leak sensor (option with double-tube

cooler), and make sure that there are no leaks.

Remove the water boxes on each side of the machine.

Rinse and brush each water box.

NOTE

Do not use a hard wire brush as this will remove theprotective tar-epoxy layer which has formed on the surfaces of the water boxes. Clean each tube with a metal scraper. Rinse in soft water.Keep the leakage chamber dry (double-tube water-cooleronly)

3) Stop the machine

Leak detection for a double-tube exchanger:

If a leak is detected, cut off the power supply of the water

in/outlet lines and change to emergency operations

according to Fig. 45, 47, 49 immediately.

The problem must be ascertained and repaired.

Remove the two water boxes, apply a slight positive

pressure in the leakage chamber and between the two

tubes (only concerns double-tue coolers).

If a tube is damaged, plug it at both ends.

Use a tapered plug.

Preferably the plug should be made of salt-water

resistant aluminium bronze or a synthetic material.

� Fig. 42 Leakage detector

4) Leak detection (float system)

A magnet float activates a switch located in the float case.

5) Cooler removal

The cooler unit is slid into its housing.

It is possible to remove the cooler from the housing

without removing the water boxes as shown in Fig. 43.

The cooler is fastened to the housing via a series of

screws on the housing.

Remove the water supply and return pipes.

Provide two eye-bolts to hold the cooler when it comes

out of its housing.

Remove the cooler using slings that can be attached to

the connecting flanges.

6) Cooler re-assembly

Carry out the operations of the "Cooler Removal" Fig. 43

in the reverse order. Be careful to push the cooler

completely into its housing before tightening the

fastening screws of the cooler to the casing.

Maintenance03


The following supplements the machine description and

the module for the closed-circuit cooling.

Should the cooling water supply fails, the machine can be

changed over to an open cooling circuit (Fig. 45), as

follows:

3.12 Cooling-Water Failure Emergency Operation

1) HFJ 5, 7 & HSJ 7 Type

(1) Changing over to oepn-circuit cooling

Generators have a facility for emergency operation if the

cooling water supply fails.

� Fig. 43 Cooler removal

① Cover② Gasket for 1③ Cooler housing

④ Gasket for 5⑤ Air to water cooling element

[Type I]

① Side cover② Top cover

③ Cooler housing④ Air to water cooing element

1

[Type II ]

� Fig. 44 Normal operation with air-to-water closed-circuit cooling

① Air vent with cover closed.② Enclosure cover.③ Air vent with cover closed.④ Air-to-water cooler.

� Fig. 45 Emergency operation with open cooling circuit following failure of the cooling water supply

⑤ Air vent with cover open.⑥ Air cut-off plate before insertion.⑦ Air cut-off plate, inserted and screwed tight.⑧ Air vent with cover open.

Drive end Non drive endDrive end Non drive end

3

2

4

The electrical version of the alternator remains

unchanged.

[Type I]

�Open the air vents at the non drive end for the air inlet

and at the drive end for the air outlet (Figs. 44 and 45 -

No. 3 & 5),

�Remove enclosure or cover 2 (Fig. 44)

�Insert air cut-off plate 6 (Fig. 45) into the slot in the

raised section on the housing on the hot air side of

the cooler and secure.

[Type II]

�Open the air vents at the drive end for air inlet and at

the non drive end for air outlet (Fig. 46, No. 1 & 2)

�Remove the access cover (Fig. 47, No. 7)

�Insert air cut-off plate (No. 4) and secure inside of

cooler housing

(2) Changing over to closed-circuit cooling

Operation should be changed back from emergency to

normal operation with air-to-water closed-circuit cooling

as soon as possible in the reverse sequence described

above.



� Fig. 46 Normal operation with air-to-waterclosed-circuit cooling

12

4

3

4

① Air vent with cover, closed② Air vent with cover, closed ③ Air-to-water cooler ④ Air cut-off plate

Drive end Non drive end

� Fig. 47 Emergency operation with open cooling circuitfollowing failure of the cooling water supply

5 6

7

4

4

⑤ Air vent, open ⑥ Air vent, open⑦ Access cover for ④


Maintenance03


2) HFJ 6, 7 & HSJ 7 Type

(1) Changing over to open-circuit cooling

On failure of the cooling-water flow, the following

operations are required to convert the generator for

emergency operation with open cooling.

The electrical version of the generator remains

unchanged.

�Detach louvered covers (No. 4) together with the

closure plates (No. 5) at the drive and non drive ends,

remove closure plates and attach louvered covers in

their original positions (Fig. 48).

�Detach the cover (No. 2) from the opposite side the

cooling water connections, insert the air-stop plate

(No. 3) and secure with the screws provided.

(2) Changing over to closed-circuit cooling

Operation should be changed back from emergency to

normal operation with air-to-water closed-circuit cooling

as soon as possible in the reverse sequence described

above.

� Fig. 48 Normal operation with air-to-water closed-circuit cooling

② Cover for No 1.④ Louvered cover (emergency operation).⑤ Closure plate.

� Fig. 49 Emergency operation with open cooling circuit following failure of the cooling water supply

① Air-to-water cooling element.③ Air-stop plate (emergency operation).④ Louvered cover (emergency operation).





4.1 Excitation Part for SPRESY 15

In the case of faults, it is advisable to check the voltage

controller, excitation equipment, and main machine with

an exciter separately.

For troubleshooting in the thyristor voltage controller, all

the leads connecting excitation equipment and thyristor

voltage controller must be disconnected, and if present,

the intermediate transformers of the droop-compensating

equipment secondaries short-circuited.

In this case, the generator voltage must rise above the

maximum reference value as given under "Description".

In this case, the thyristor voltage controller is defective.

Troubleshooting should be continued according to

Table 4-2.

If the voltage is not induced, either the excitation

equipment, the main machine or the exciter can be

defective. Troubleshoot according to Table 4-4.

Information concerning voltage values for the thyristor

regulator module is given overleaf and assists in the

location of faults.

Troubleshooting shall be carried out according to

Table 4-3.

If the remnant should not be adequate for exciting the

generator, a D.C. voltage (6 to 24 V) must be connected

to terminals F1 and F2 (+ to F1, - to F2) for a short time.

Please note that the terminals F1 and F2 start carrying a

voltage as soon as self-excitation sets in.

When ordering spare parts please, state the type and

serial number of the generator, as they are shown on the

rating plate.

DANGER


� Table 4-1. Excitation part

Terminal 20-14 < 30 V > 30 V

Terminal 15-14

Faultlocation(Fig.14)

Regulatormodule

Firingmodule

Firingmodule

Regulatormodule

about 1 V about 10 V about 1 V about 10 V

Trouble Shooting04

4.2 Excitation Part for 6 GA 2491

DANGER


Trouble Shooting04


� Table 4-2. Fault diagnosis chart for thyristor voltage regulators

Fault

Hig

h vo

ltage

Low

vol

tage

Volta

ge &

cur

rent

hun

ting

kW h

untin

g

kVA

r hu

ntin

g

Circ

ulat

ion

curre

nt u

nder

low

er lo

ad

Exce

ssiv

e re

activ

e cu

rren

t

Low

er r

eact

ive

curr

ent

Diff

eren

t P.F

Def

ect w

ith c

ontr

ol m

odul

e

Def

ect w

ith th

yris

tor

Volta

ge c

ontr

ol im

poss

ible

Low

er m

ax. v

olta

ge

Hal

f vol

tage

Hig

her

droo

p &

PF

drop

Volta

ge in

crea

se w

ith lo

ad

Volta

ge h

untin

g

No

volta

ge b

uilt

up

Nar

row

vol

tage

con

trol

ran

ge

Exce

ssiv

e vo

ltage

dro

p w

ith lo

ad

Possible cause

AVR

Power thyrister

Measuringtransformer [T7.T8]

Reference valuesetter [VR]

Series resister [R1]

Intermediatetransformer [T4.T5]

Tandempotentiometer [R2]

Reactor [L]1

Rectifiertransformer [T6]

Steady rectifier[V1]

Rotating rectifier[V2]

Varistor

Currenttransformers [T1, T2, T3]

+F1 & -F2

No wiring link

Wiring link wrong point

U wrong setting

Vr.TN wrong setting

Internal defect

Discontinuity

Blocking fail

Gate electrode fail

Discontinuity

Internal defect


Discontinuity


Incorrect no-load setting

Short circuit in leads

Improper contact at T/B

Discontinuity

Excessive resistance

Lower resistance

Discontinuity



Discontinuity


Lower resistance

Different resistances


Discontinuity

Smaller reactor gap

Discontinuity

Improper tap setting

Discontinuity

Burnt or internal defect

Discontinuity


Internal short circuit

Discontinuity


Internal defect

Setting to lower power

Wrong polarity

�

�

�

●

�

�

�

�

�

�

●

�

�

●

�

�

�

●

�

●

�

�

�

●

�

�

●

�

�

●

●

�

●

�

�

�

�

�

●

�

�

�

�

�

�

●

�

�

�

�

�

�

�

�

�

�

�

�

�

�

�

●

●

●

�

�

�

�

�

�

�

�

�

�

�

�

�

�

�

�

�

●

�

�

�

�

●

●

●

●

�

�

�

�

�

�

�

�

�

�

�

�

�

●

�

�

�

�

●

�

� �

�

�

�

●

�

●

�

�

�

�

●

●

�

�

�

�

�

�

�

�

●

�

�

�

�

�

�

�

�

�

�

Parallel operation

Note: ● with high possibility, check first



� Table 4-3. Fault diagnosis chart for thyristor voltage regulators

Fault

Hig

h vo

ltage

Low

vol

tage

Volta

ge &

cur

rent

hun

ting

kW h

untin

g

kVA

r hu

ntin

g

Crcu

latio

n cu

rrent

und

er lo

wer

load

Exce

ssiv

e re

activ

e cu

rren

t

Low

er r

eact

ive

curr

ent

Diff

eren

t P.F

Def

ect w

ith c

ontr

ol m

odul

e

Def

ect w

ith th

yris

tor

Volta

ge c

ontr

ol im

poss

ible

Low

er m

ax. v

olta

ge

Hal

f vol

tage

Hig

her

droo

p &

PF

drop

Volta

ge in

crea

se w

ith lo

ad

Volta

ge h

untin

g

No

volta

ge b

uilt

up

Nar

row

vol

tage

con

trol

ran

ge

Exce

ssiv

e vo

ltage

dro

p w

ith lo

ad

Possible cause

AVR

Power thyrister

Measuringtransformer(AVR inside)

Reference valuesetter [VR]

Series resister[R48]

Intermediatetransformer [T4]

Potentiometer(AVR inside) [S]

Reactor [L1]

Rectifiertransformer [T6]

Rotating rectifier[V2]

Varistor

Current transformers [T1, T2, T3]

+F1 & -F2

No wiring link


U wrong setting

K, T, R47 wrong setting

Internal defect

Discontinuity

Blocking fail

Gate electrode fail

Discontinuity

Internal defect


Discontinuity


Incorrect no-load setting


Improper contact at T/B

Discontinuity


Lower resistance

Discontinuity



Discontinuity


Lower resistance

Different resistances


Discontinuity

Smaller reactor gap

Discontinuity

Improper tap setting

Discontinuity


Internal short circuit

Discontinuity


Internal defect

Setting to lower power

Wrong polarity

�

�

�

●

�

�

�

�

�

�

●

�

�

●

�

�

�

●

�

●

�

�

�

●

�

�

●

�

�

�

●

�

�

�

�

�

●

�

�

�

�

�

●

�

�

�

�

�

�

�

�

�

�

�

�

�

�

�

●

●

●

�

�

�

�

�

�

�

�

�

�

�

�

�

�

�

�

�

●

�

�

�

�

●

●

●

●

�

�

�

�

�

�

�

�

�

�

�

�

�

●

�

�

�

�

●

�

� �

�

�

�

●

�

●

�

�

�

�

●

●

�

�

�

�

�

�

�

�

●

�

�

�

�

�

�

�

�

�

�

Parallel operation

Note: ● with high possibility, check first

Trouble Shooting04


4.3 Main Machines and Exciters (HF. 5 and 6)

DANGER


� Table 4-4. Fault diagnosis chart for excitation equipments, main machines and exciters

Electric fault symptoms Too warmVoltagedeviates

from ratedvalue

Main machine Exciter

Gen

etat

or

exci

tatio

n fa

ils

No

load

follo

-w

ing

load

dut

y

On-

load

cond

ition

s

Stat

orw

indi

ng

Roto

rw

indi

ng

Stat

orw

indi

ng

Roto

rw

indi

ng

Tran

sfor

mer

Reac

tor

Def

ectiv

e re

ctifi

er

Cause

Incorrect service conditions or duty under conditions deviating from order specifications

Incorrect operation, e.g.paralleling with2nd generator in phase opposition

Overload

Speed deviating from set point

Excessive deviation from rated power factor

Stator

Rotor

Stator

Rotor

Stator

Rotor

Stator

Rotor

Inter-turn fault

Winding discontinuity

Inter-turn fault


Inter-turn fault


Open or short circuit

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

● ●

●

●

●

●

●

●

●

●

●

●

●

Inter-turn fault

Main machine

Exciter

Main machine

Exciter

Transformer

Single-phase current transformer

Reactor

Capacitor

Defective rectifier

Windingdiscontinuity

No remanence

Defective rotating rectifier

Faults onexcitation equipment

4.4 Bearing Part



DANGER


� Table 4-5. Sleeve bearing

Defects

Possible cause Bearingoverheats

Bearingleaks

Oil inmachine

Largetemperaturevariations

Remedy

Oil aged or dirty

Oil ring does not rotate evenly

Excessive axial thrust or radial load

Too little crest clearance 1)

Oil grooves too small or not wedge-shaped

Oil viscosity too high

Oil viscosity too low

Defective bearing surface

Defective seals

Incorrect oil discharge from sealing rings

Bearing too cold during start-up

Gap between sealing cover and shaft too large

Pressure compensation opening clogged

Forced-lubrication system failure

Oil flow too high

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

Clean bearing housing; renew oil

Straighten and deburr the ring or renew it

Check alignment and coupling

Rescrape bearing surface

Refinish the oil grooves

Check Viscosity; change oil

Renew lining

Renew seals

Clean return openings and grooves

Preheat the bearing or oil

Bush or replace the cover

Clean compensation opening

Inspect system

Readjust the flow rate; check oil discharge

1) Crest clearance = Inside diameter of bearing shells minus diameter of shaft.

� Table 4-6. Roller bearing

Defects

Possible cause Bearingoverheats

Bearingleaks

Oil inmachine

Remedy

Felt sealing rings pressing on shaft

Strain applied from coupling

Excessive belt tension

Bearing contaminated

Ambient temperature higher than 40℃

Lubrication insufficient

Bearing canted

Too little bearing play

Bearing corroded

Scratches on raceways

Scoring

Excessive bearing play

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

●

Fit rings better into grooves or replace them

Improve alignment of machine

Reduce belt tension

Clean or renew bearing, inspect seals

Use special high-temperature grease

Lubricate according to instructions

Check mounting conditions, install outer ring with lighter fit

Fit bearing with larger play

Renew bearing, inspect seals

Renew bearing

Renew bearing, avoid vibration while at a standstill

Install bearing with smaller play

Oildiscolours

quickly

Trouble Shooting04


4.5 Operating Procedure & Check Sheet forTrouble Shooting

1) Single running

① Start No.1 Engine at its rated speed.

② Adjust No.1 generator voltage to its rated value at

no-load using reference value setter (V.R), which is

mounted on control panel side. After adjusting the

voltage to its rated value, check the generator voltage

using a digital tester at switch board side.

③ Repeat ① and ② of 4.5 1) for No. 2, No. 3 and No. 4

generators.

④ After completion of the no-load setting, read the

indicated value on the panel and record the results

according to Table 4-7.

⑤ Circuit breaker 'ON'.

⑥ Increase the load constantly from zero (0) to a rated

load (as much as possible) and record the results

according to Table 4-8.

⑦ Repeat ⑤ and ⑥ of 4.5 1) for No. 2, No. 3 and No. 4

generaters.

⑧ In general, the droop compensating method is used for

our generators for parallel running.

Generator voltage should be dropped in proportion to

the magnitude of the load.

Exampls)

�Full load zero (0) power factor = 4％ droop.

�Full load rated power factor (0.8 P.F) = 2.4％ droop.

�Unit power factor (1.0 P.F) = Generator voltage

is not dropped.

2) Parallel running (for manual synchronizing)

① After load testing of each generator, start No. 1 single

running and proceed to items ① , ② , ③ , ⑤ and ⑥ of

4.5 1)

② If the synchro scope indicates a synchronized position,

insert the No. 2 circuit breaker carefully.

③ Increase the load constantly from zero (0) to a rated

load.

④ Record the results according to Table 4-9.

DANGER


NOTE

If synchronization fails, the generator can be damaged bya transient current.Please refer to synchronizing instructions of the switch board maker.

NOTICE

A. Parallel running of No. 3 and No. 4 generator: The method is the same as No. 1 & No. 2.

B. If the power factor and KVAR are unbalnced aftercompletion above the procedure, consult the generatormanufacturer using Table 4-9.

※ After match the no-load voltage of each generator, don’t adjust generator voltage (before, during and after parallel running)

� Table 4-7. Single running

Ship No.Item No. 1R.P.M. or Hz

Voltage

No. 2 No. 3 No. 4 Notes

� Table 4-8. Single running

Ship No.Item kW Volt (V) R.P.M. (Hz) Current (A) Power Factor

EACHGEN.

(No. 1, 2...)

Notes

� Table 4-9. Parallel running

Ship No.Item kW

////

, , ,, , ,, , ,, , ,

Volt (V) R.P.M. (Hz) Current (A)

////

, , ,, , ,, , ,, , ,

Power Factor

////

, , ,, , ,, , ,, , ,

No.1 & No.2,No.1 & No.3,No.1 & No.4,

each condition.

Notes

No.1,No.2,

No.3 & No.4,



Memo

HH

IS-W

Z-R

E-005-04 ’06. 05. D

esigned by ADPAR

K

www.hyundai-elec.com

Head Office 1 Jeonha-dong, Dong-gu, Ulsan, Korea Tel. 82-52-230-6601~23 Fax. 82-52-230-6995

Seoul HYUNDAI B/D, 140-2, Gye-dong, Jongno-gu, Seoul, Korea (Sales & Marketing) Tel. 82-2-746-7541, 7583 Fax. 82-2-746-7648

Orlando 3452 Lake Lynda Drive, Suite 110, Orlando, Florida U.S.A. 32817 Tel. 1-407-249-7350 Fax. 1-407-275-4940

London 2nd Floor, The Triangle, 5-17 Hammersmith Grove London, W6 0LG, UKTel. 44-20-8741-0501 Fax. 44-20-8741-5620

Tokyo 8th Fl., Yurakucho Denki Bldg.1-7-1, Yuraku-cho, Chiyoda-gu, Tokyo, Japan 100-0006Tel. 81-3-3212-2076, 3215-7159 Fax. 81-3-3211-2093

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Sofia 41, Rojen Blvd. 1271, Sofia BulgariaTel. 359-2-938-1068, 936-0300 Fax. 359-2-936-0742

Yangzhong Lianzhong Avenue, Xinba Scientific and Technologic Zone, Yangzhong City, Jiangsu Province, China.(212-212)(Jiangsu Hyundai Nanzi Electric Co., Ltd.)Tel. 86-511-842-0666, 0212 Fax. 86-511-842-0668

L23/30HDescription

519. 03 07H

Working Card

519- 03 .00 (27H)519- 03 .00 (28H)519- 03 .00 (29H)519- 03 .05 (01H)519- 03 .10 (01H)

Plates

51902- 01H51903- 01H

Replacement of conicals ------------------------------------------------------------------------Maintenance og conicals ------------------------------------------------------------------------

Flexible external connections ------------------------------------------------------------------------Conical element -----------------------------------------------------------------------------------------

519

Resilient mounting of generating sets ------------------------------------------------------

Specific Plant InformationIndexPage 1(1)

Fitting instruction for resilient mounting of GenSets -------------------------------------Fitting instruction for resilient mounting of GenSets -------------------------------------Fitting instruction for resilient mounting of GenSets -------------------------------------

STX Engine

Your Notes :

0803

1-0D

/H52

50/9

4.09

.07

0802

8-0D

/H52

50/9

4.08

.12

The support of the individual conical mounting canbe made in one of the following three ways:

1) The support between the bottom flange andthe foundation of the conical mounting is madewith a loose steel shim. This steel shim isadjusted to an exact measurement (min. 40mm) for each conical mounting.

Resilient Mounting of Generating Sets

On resilient mounted generating sets, the dieselengine and the generator are placed on a commonrigid base frame mounted on the ship's/erectionhall's foundation by means of resilient supports, typeConical.

All connections from the generating set to the exter-nal systems should be equipped with flexible con-nections, and pipes, gangway etc. must not bewelded to the external part of the installation.

Resilient Support

A resilient mounting of the generating set is madewith a number of conical mountings. The numberand the distance between them depend on the sizeof the plant. These conical mountings are bolted tobrackets on the base frame (see fig 1).

The setting from unloaded to loaded condition isnormally between 5-11 mm for the conical mounting.

The exact setting can be found in the calculation ofthe conical mountings for the plant in question.

Resilient Mounting of Generating Sets

02.23 - ES1

Fig 2 Support of conicals.

L23/30H

Fig 1 Resilient mounting of generating sets.

519.03Edition 07H


0802

8-0D

/H52

50/9

4.08

.12

Resilient Mounting of Generating Sets DescriptionPage 2 (2)

02.23 - ES1

Adjustment of Engine and Generator on BaseFrame

The resilient mounted generating set is normallydelivered from the factory with engine and generatormounted on the common base frame. Eventhoughengine and generator have been adjusted in thefactory with the generator rotor correctly placed inthe stator, and the crankshaft bend of the engine(autolog) within the prescribed tolerances, it is re-commended to make an autolog before starting upthe plant.

L23/30H

2) The support can also be made by means of twosteel shims, at the top a loose shim of at least40 mm and below a shim of approx. 10 mmwhich are adjusted for each conical mountingand then welded to the foundation.

3) Finally, the support can be made by means ofchockfast. It is recommended to use two steelshims, the top shim should be loose and havea minimum thickness of 40 mm, the bottomshim should be cast in chockfast with a thick-ness of at least 10 mm.

Irrespective of the method of support, it is recom-mended to use a loose steel shim to facilitate apossible future replacement of the conical moun-tings.

519.03Edition 07H

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions

Stopped engineShut-off starting airShut-off cooling waterShut-off fuel oilStopped lub. oil circulationPress button (Blocking - Reset)

Description

Mounting and adjustment instruction for newGenSets, and adjustment instruction for existingplants.

Starting position

The foundation should be welded and milled offon shim surfaces.

Related procedure

Check of main beraings alignment(autolog) 510-01.00Replacement of conicals 519-03.00

Man power

Working hours : 2 HoursCapacity : 2 Men

Data


Working cardPage 1 (4) Fitting Instructions for Resilient Mounting of GenSets 519-03.00

Edition 27H

03.50 - ES1

Special tools


Hand tools

Ring and open end spanner, 22 mmRing and open end spanner, 30 mmAllen key, 6 mmFeeler gauge, 1-2 mmMeasurement toolHydraulic jack (if necessary)

Spare and wearing parts

Plate No. Item No. Qty./

51903 013 1/conical mount.51903 025 4/conical mount.

L23/30HL27/38

0802

8-0D

/H52

50/9

4.08

.12

L23/30HL27/38

03.50 - ES1

Working cardPage 2 (4)Fitting Instructions for Resilient Mounting of GenSets519-03.00

Edition 27H

Mounting and Adjustment Instructions forNew Generating Sets (Method 1)

Make Ready for Adjustment of Conical Ele-ments

If the conical elements have not been mounted bythe factory, they must be mounted on the preparedbrackets on the base frame. In case they have beenmounted by the factory, please start with item number2.

1) Fit the conical elements to the bracket on thebase frame by means of four bolts screwedinto the tapped holes on the top casting (5),see fig 1.

2) Remove fixing bolt (7), spring washer (8) andtop lock ring (6) from the conical element, seefig 1.

3) Position the four jacking bolts in the tappedholes (9) see fig 1, in the base casting (1).

4) Position the jacking bolts with a through-goingof minimum 40 mm, see fig 2.

5) Lower the generating set until it rests com-pletely on the foundation.

6) Check that all jacking bolts have full contactwith the foundation.

7) Turn all the internal buffers (2), see fig 1, tocheck that they can move freely.

If all internal buffers Then

Can move freely Let conical elements set-tle for 48 hours.

Cannot be moved Turn the four jacking boltsin the base casting clock-wise or anticlockwise torelease the internal buffer.

Adjustment of Conical Elements after 48Hours Settling

After the conical elements have been deflectedunder static load for 48 hours, the laden height (H1)see fig 2, should be measured and compared to therecommended laden height.

Fig 2 Conical mounting.

7

8

9

2

3

4

5

6

1

Fig 1 Conical element

0802

8-0D

/H52

50/9

4.08

.12

03.50 - ES1

L23/30HL27/38


Edition 27H

8) Care must be taken, during levelling of theinstallation, to ensure that individual mount-ings are not overloaded. The variation in ladenheight should not exceed 2 mm and shouldideally be less. The laden height can be meas-ured between top and base casting at H, ontwo sides (see fig 1).

Example:

Average =

If Then

Difference exceeds Level the conical element2 mm. by adjusting the jacking

bolts - commencing withthe conical element withthe largest deviation.

Difference does not ex- The height of the steelceed 2 mm shim can be measured.

The difference between the two sides of a conicalmounting should not be more than 0.6 mm.

Measuring of Steel Shim

9) Measure the steel shim on several points toobtain the highest possible accuracy duringpreparation.

Fabricating Steel Shim

10) Make sure that the minimum height of the steelshim is 40 mm to secure a future replacementof the conical element.

Drill the mounting holes in the steel shim accordingto the conical base casting dimensions.

Mounting of the Completed Steel Shim

11) Turn the internal buffer anticlockwise until itcontacts the base casting to secure the ladenheight of each conical element.

12) Lift the generating set with crane or hydraulicjack.

13) Remove all the jacking bolts.

14) Position each completed steel shim.

15) Lower the generating set until it rests com-pletely in itself.

16) Number each steel shim together with eachconical element.

Adjustment of Internal Buffer

17) Turn the internal buffer clockwise (downwards)until it makes contact with the steel shim orfoundation.

18) Turn the internal buffer anticlockwise (upwards)until it obtains contact with the base casting.

This must be four full turns.

19) Turn the internal buffer two full turns clockwise(downwards) and check with a feeler gaugebetween the base casting of the conical ele-ment and the steel shim that the internal buffer(2), see fig 1, does not touch the steel shim orfoundation.

20) Lock the internal buffer by remounting the toplock ring (6) and turn it to the nearest threadhole - then secure with fixing bolt (7) and springwasher (8), see fig 1.

Mounting of Conical Elements on the Foun-dation

21) Drill four mounting holes in the foundation foreach conical element, either

a) Mark the positions of the mounting holes onthe foundation through the conical elementand the steel shim.

(Re)move the set completely so that the mark-ings can be reached by drilling with conven-tional tools.

H1 + H

2 + H

3 ----- H

N

Number of conical elements

0802

8-0D

/H52

50/9

4.08

.12

03.50 - ES1

L23/30HL27/38


Edition 27H

Place the set on its former position by aligningit with the drilled holes.

or

b) Drill the mounting holes in the foundation bymeans of the drilling pattern from the installa-tion drawing.

The drilling has to be done on beforehand andthe set must be aligned with the foundationholes before the work starts to avoid furtherremoval of the set.

22) Fix all the conical elements and the steel shimsto the foundation with four bolts per conical.

Note! After completion of all works the buffer clear-ance must be checked, see points 17, 18, 19 and 20.

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Description


Starting position


Related procedure


Man power


Data


Special tools


Hand tools





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1) Fit the conical elements to the bracket of thebase frame by means of four bolts screwedinto the tapped holes on the top casting (5),see fig 1.

A supporting steel shim with a minimum height of 40mm, to secure a future replacement of the conicalelement, complete with tapped holes for three jack-ing bolts and mounting holes drilled according toconical base casting dimensions, is required.


3) Position the supporting steel shim as per fig 2and locate the conical element by means ofdowel pins.

4) Position the three jacking bolts in the tappedholes in the supporting steel shim as per fig 2.


5) Position the jacking bolts with a through-goingof minimum 10 mm, see fig 2.

6) Lower the generating set until it rests com-pletely on the foundation.


8) Turn the internal buffer (2), see fig 1 to checkthat it can be moved freely.



Cannot be moved Turn the three jackingfreely bolts in the supporting

steel shim clockwise, oranticlockwise to releasethe internal buffer.


7

8

9

2

3

4

5

6

1

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Adjustment of Conical Elements after 48Hours Settling



Example:

Average =

If Then



Difference does not ex- The height of the steelceed 2 mm shim can be measured.


Measuring of Steel Shim

10) Measure the steel shim on several points toobtain the highest possible accuracy duringpreparation.


11) Make sure that the minimum height of the steelshim is 10 mm.

Drill the mounting holes in the steel shim accordingto the mounting holes in the conical base casting andthe mounting holes in the supporting steel shim.

Mounting of the Completed Steel Shim

12) Lift the generating set 1 mm totally be meansof the three jacking bolts.

13) Position each completed steel shim.

14) Re-lower the generating set by means of thethree jacking bolts until it rests completely initself.








19) Remove the dowel pins.

20) Drill four mounting holes in the foundation foreach conical element, either

a) Mark the positions of the mounting holes onthe foundation through the conical elementand the steel shims.

H1 + H

2 + H

3 ----- H

N


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or

b) Drill the mounting holes in the foundation bymeans of the drilling pattern from the installa-tion drawing.


21) Fix all the conical elements and the supportingsteel shims/steel shims to the foundation withfour bolts per conical.

22) Weld the lowest steel shim of approx. 10 mmheight to the foundation.

Note! After completion of all works, the buffer clear-ance must be checked, see points 15, 16, 17 and 18.

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Data


Special tools


Hand tools





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5) Position the jacking bolts with a through-goingof minimum 10 mm plus permitted thickness,as specified from the chockfast supplier, seefig 2.

6) Lowed the generating set until it rests com-pletely on the foundation.


8) Turn the internal buffer (2), see fig 1, to checkthat it can be moved freely.



Cannot be moved Turn the three jackingfreely bolts in the supporting

steel shim clockwise, oranticlockwise and slackenthe four hold-down boltsto release the internalbuffer.




1) Fit the conical elements to the bracket of thebase frame by means of four bolts screwedinto the tapped holes on the top casting (5) seefig 1.

A supporting steel shim with a minimum height of 40mm, complete with tapped holes for three jackingbolts, four mounting holes and four tapped holes,drilled according to the conical base casting dimen-sion, is required see fig 2.


3) Position the supporting steel shim as per fig 2and locate the conical element by means offour hold-down bolts.

4) Position the three jacking bolts in the tappedholes in the supporting steel shim as per fig 2.

7

8

9

2

3

4

5

6

1



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11) Drill the mounting holes in the steel shimaccording to the mounting holes in the conicalbase casting and in the supporting steel shim.








16) Drill four mounting holes in the foundation foreach conical element according to the sup-porting steel shim/steel shim, either

a) Mark the positions of the mounting holes onthe foundation through the conical elementand the shims.



or

H1 + H

2 + H

3 ----- H

N


Adjustment of Conical Element after 48 HoursSettling



Example:

Average =

If Then



Difference does not ex- The height of the steelceed 2 mm shim and the chockfast

can be measured.


Measuring of Steel Shim and Chockfast

10) The steel shim should be at least 10 mm high.

Check the minimum permitted thickness of chockfastfor the load and surface of this application withchockfast supplier.


Make sure that the minimum height of the steel shimis 10 mm.

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b) Drill the mounting holes in the foundation bymeans of the drilling pattern.


Make sure that the mounting bolts are isolated fromthe chockfast.

Note! After completion of all works, the buffer clear-ance must be checked, see points 12, 13, 14 and 15.

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Safety precautions:

Stopped engineShut-off starting airShut-off cooling waterShut-off fuel oilShut-off cooling oilStopped lub. oil circulation

Description:

Replacement of conicals.

Starting position:

Safety precautions.

Related procedure:

Fitting instructions for resilient mounting.

Manpower:

Working hours : xxx hoursCapacity : 2 men

Data:


Working cardPage 1 (2) Replacement of Conicals 519-03.05

Edition 01H

96.03 - EO0S-G

Special tools:


Hand tools:

Ring and open-end spanner, 22 mmRing and open-end spanner, 30 mmHydraulic jack

Spare and wearing parts:


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Replacement of Conicals

1. Loosen all conicals in one side.

2. Mount a jack under the base frame, see fig 1.

Replacement of Conicals Working cardPage 2 (2)


96.03 - ES0S-G

L23/30H

3. Lift the GenSet until the steel shim can beremoved. This will give enough space for removingdamaged conical.

4. Mount the GenSet conical.

Note! Conicals should only be replaced in pairs, seefig 2 and plate 51903.

5. Lower the GenSet again.

6. Repeat items 1-5 for the other side.

7. Adjust the conicals, see Working Card 519-03.00 "Fitting Instructions for Resilient Mounting ofGenSet.

Fig 1 Removal of conicals

Fig 2 The conicals must be pairs

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Safety precautions:


Description:

Control and adjustment of conicals.

Starting position:

Related procedure:

Check of crankshaft deflection (autolog).

Manpower:


Data:



96.27 - EO0S-G

L23/30H

Maintenance of ConicalsWorking CardPage 1 (2)

Special tools:


Hand tools:

Ring and open-end spanner.Feeler gauge, 1-2 mm.Hexagon socket key 6 mm.



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2.2. Result of Clearance Check

If Then

everything is OK check is completed

everything is not OK adjust conicals which do not com-ply with the clearance demandsacc. to item 2.3. Recheck all con-cals acc. to item 2.1.

everything is still not OK replace conical acc. toWorking Card 519-03.05

2.3. Adjustment of Conicals

a. Remove protective cap (No 10).

b. Remove fixing bolt (No 9) and top locking ring(No 7).

c. Turn buffer clockwise until it makes contactwith the steel shim (No 1).

d. Turn buffer anti-clockwise until it makes contactwith the conical base casting (No 2). This must bedone in four full rotations.

e. Turn buffer two full rotations clockwise. Thiswill ensure full vertical movement for the buffer.

f. Check all conicals again.

g. Replace top locking ring, fixing bolt and protec-tive cap etc.

Maintenance of Conicals

1. Visual Check

1.1. What to Check

Check for oil deposits on the rubber element.Check for loose mounting bolts.Check for damage in the rubber element.

1.2. Result of Visual Check

If Then

everything is OK continue to next conical

oil deposits on rubber clean rubber elementelement are observed

loose mounting bolts fasten mounting bolts

damage to conicals replace conical according tois observed Working Card 519-03.05

2. Clearance Check

2.1. What to Check

Check clearance on all conicals between steel shimand internal buffer through the slot in the basecasting of the conical (see fig 1) with a feeler gaugeof approx. 2 mm.


L23/30H


96.27 - EO0S-G

Fig 1 Conical

ItemNo

DesignationFigure Connection

96.03 - ES0S-G

A3

A7

A8

C3

C4

C9

C11

C12

C15

C16

F3

F5

F6

F7

F15

K1

K2

A1

A2

PlatePage 1 (2) Flexible External Connections 51902-01H

L23/30H

018

031

043

055

067

079

080

092

102

114

126

138

151

163

175

187

199

209

210

Waste oil, outlet

Nozzle cooling oil, inlet

Nozzle cooling oil, outlet

Lubricating oil from separator,inlet

Lubricating oil to separator,outlet

Back flush from full-flow filter,inlet

Lub. oil from by pass filter,inlet

Lub. oil to by pass filter, outlet

Lub. oil overflow

Lub. oil supply, inlet

Venting to expansion tank

HT fresh water frompreheater, inlet

HT fresh water to preheater,outlet

Fresh water for filling/draining

Inlet from expansion tank

Compressed air, inlet

Control air, inlet

Fuel oil, inlet

Fuel oil, outlet

ItemNo

DesignationFigure Connection

Flexible External Connections51902-01H PlatePage 2 (2)

C13

C7

C8

F1

F2

G1

G2

G3

G4

222

234

246

258

271

283

295

305

317

Oil vapour discharge, outlet

Lubricating oil from full-flowfilter, inlet

Lubricating oil to full-flow filter,outlet

HT fresh water, inlet

HT fresh water, outlet

LT fresh water/raw water,inlet

LT fresh water/raw water,outlet

Seawater, Inlet

Seawater, outlet

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L23/30H

51903-01HConical Element

Note! When ordering be aware that conical ele-ments always should be replaced in pairs. Statemanufacturing No of existing conical elements.

Bemærk! Ved bestilling af conicals elementer skalconicals elementer altid udskiftes parvis. Opgivfabrikationsnr. på eksisterende conicals elementer.

PlatePage 1 (2)

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51903-01H PlatePage 2 (2)Conical Element

ItemNo Qty Designation Benævnelse

Screw

Washer

Conical element

Adjusting screw

Protecting cap

Fixing ring

013

025

037

049

050

062

4/M

4/M

1/M

4/M

1/M

1/M

Skrue

Skive

Konisk understøtning

Justerskrue

Beskyttelseskapsel

Fiksering ring

ItemNo Qty Designation Benævnelse


* = Only available as part of a spare parts kit.Qty/M = Qty/Conical mounting.


* = Kun tilgængelig som en del af et reservedelssæt.Antal/M = Antal/Conical montering.

Index Page 1 (1) Tools 520

L23/30H Description Introduction to Spare Part Plates for Tools ............................................................... 520.01 (01H) Working Card Application of Hydraulic Tools .............................................................................. 520-01.05 (01H) Maintenance of Hydraulic Tools ........................................................................... 520-01.10 (01H) Tightening with Torque Spanner .......................................................................... 520-01.15 (01H) Tool Combinations for Tightening of Connecting Rod Screws ............................ 520-01.20 (01H) Max Pressure Indicator ........................................................................................ 520-01.25 (01H) Plates Tools for Cylinder Head ............................................................................................... 52005-01H Tools for Piston, Connecting Rod and Cylinder Liner .................................................. 52006-01H Tools for Operating Gear for Inlet Valves, Exhaust Valves and Fuel injection Pumps 52008-01H Tools for Control and Safety Systems, Automatics and instruments ........................... 52009-01H Tools for Crankshaft and Main Bearing ....................................................................... 52010-01H Tools for Fuel Oil System and injection Equipment ..................................................... 52014-01H Toots for Lubricating Oil System .................................................................................. 52015-01H Hydraulic Tools ............................................................................................................ 52021-01H Toots for Low Overhaul Height, Piston, Cylinder Liner and Connecting Rod .............. 52050-01H

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Your Notes :

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Safety precautions

Stopped engineShut-off starting airShut-off cooling waterShut-off fuel oilStopped lub. oil circul.Press Blocking - Reset

Description

Safety hints andd function of hydraulic tools.

Starting position

Application of hydraulic tools 520-01.06

Related procedure

Manpower

Working time : hoursCapacity : men

Data



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General

Function of the Hydraulic ToolsWorking CardPage 1 (7)

Special tools


Hand tools



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Function of the Bolt Tensioning Device

In order to achieve an optimal result with one orseveral devices, some rules have to be considered.We expressly point out that a conscientious handlingof the device as well as the accessories is of highestimportance. To ignore these rules or separate hintsmeans danger to life or danger of injuries! See SafetyHints.

Safety Hints

Beside regarding the general accident-preventionrules, the safe handling of the device and the hydrau-lic accessories demand especially the considerationof the following hints. When disregarding even singleitems, you can cause danger to life and/or danger ofinjuries!

1. When leakages occur during the pressuriza-tion, bleed pressure immediately and seal theleakage or replace defect parts.

2. In case of repair, use exclusively original spareparts. Inexpert substitution of damaged partsby non-original spare parts is prohibited.

3. All assembly parts are to be handled in corre-spondence to the working cards only. A changein the procedure or another operation of thedevice is not allowed.

4. Make sure that the components to be tensioneddo not exceed the admissible strain.

5. In order to use the device, the thread has to besufficiently exceeding in order to avoid that theturn of a thread cracks, see item 4.

6. During the pressurization the people involvedhave to remain in an appropriate distance.Staying in direction towards the bolt axis isforbidden.

7. Tensioning pressures or tensioning forces areto be given or changed by authorized person-nel only while considering the admissible com-ponent loads, see item 4.

8. The operation and handling of the device are tobe carried out by expert staff only.

9. The given max. operation pressure is not to beexceeded in any case and is to be watched atthe manometer of the pressure generator dur-ing the complete tensioning or loosening pro-cedure. When having achieved the given pres-sure, stop the pressurization immediately.

10. During the pressurization when tensioning orloosening the bolt connection, always watchthe admissible stroke of the device. Exceedingthis stroke is connected with insufficient gener-ating of tensioning force because the device istensioned in itselve or the hydraulic pressure isbleeded automaticly.

11. On principle, when connecting high-pressurehoses it has to be taken care that the connec-tions are correct (see also separate hints).

12. The hydraulic hoses have to be installed in away that they are not run over by vehicles orunnecessarily walked over by people. Neverlay hoses across sharp objects (danger ofcuts) and never bend or jam them in.

13. Never hold or transport the device by using thehigh-pressure hoses.

14. An incorrect working manometer that doesn´tshow the right pressure leads to overstressingof the parts and to an incorrect bolt connection.Apart from damaged parts an incorrect boltconnection can also cause conditions that aredanger to life. Therefore take care that themanometer shows the right value or thetensioning force is checked in an other way (forexample by using a master manometer).Tensioning forces can be checked for exampleby measuring the linear deformation. Dam-aged manometers have to be exchanged im-mediately.

General

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Page 2 (7)

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Working Hints

In order to achieve a bolt connection of high preci-sion, it is vital to consider the following working hints:

- Prior to setting the device, clean all threadsand remove possible damages in order toavoide a “freeze on”.

- The base plate for the device must be plain andfree of dirt. Further check the squarenesstowards the bolt axis in order to avoid that thebolt has a bending stress during the pressuri-zation (tensioning).

- The stroke of the device may not at any pointbe exceeded.

- For transporting the device it is necessary touncouple all high-pressure hoses.

- After each pressurization, bring the deviceback to zero, see also Piston Return Stroke.

Turnable Connection Unit

In order to simplify the connection of the hydraulichose, a turnable connection unit is mounted on somedevices.The turnable connection unit consists of the follow-ing components:

- bolt nipple- disc- seal- securing ring

Furthermore, an entry guide is available or con-tained in the scope of supply, see fig.1.

Exchange of the Seals

Should leakages show up at the connection unit, itmight be necessary to exchange the seals.For doing so, loosen the securing ring and take thedisc off the bolt nipple. Having removed the seals,clean the components with fluff-free cleaning mate-rial. You can also apply compressed air. Havingchecked the components for damages and oiledthem slightly, apply new seals by help of the entryguide and reassemble the turnable connection unit.

Hint: - For the cleaning, never use aggressivecleaning liquids.

- For oiling the parts, use exclusively hydrau-lic oil.

- For replacements, use exclusively newseals.

Coupling of the High-Pressure Hoses

- Only couple when the hydraulic system is in apressureless condition.

- To produce a high-pressure connection, putone coupling and one nipple into each otherwhile the coupling socket is pulled back. Whenletting the coupling socket go, there is a formfit barring the connection.


99.43 - ES0

General

Function of the Hydraulic ToolsWorking Card

Page 3 (7)

Fig. 1. Turnable connection unit.

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- By drawing the hose with a manual force ofabout 100 N make sure that the connection iscorrectly barred.

- For decoupling the high-pressure hose in apressureless condition, first pull back the cou-pling socket and then take off the hose.

If necessary, turn back the device, but make surethat the max. admissible stroke of the device is notexceeded. Beside that, it has to be ensured that thecylinder and the support sleeve remain centricallytowards each other (consider centering shoulder).

Having made all hydraulic connections correctly,see fig. 2, start the pressurization for the tensioningprocedure. If the necessary pressure is achievedstop pressurization. The inducted force causes thebolt to extend or an edging of the components to betensioned so that the main nut is lifted from theflange. Screw it back to the flange, see fig. 3. Checkby help of a feeler gauge leaf whether the main nutreally fits tight to the flange. After that, bleed hydrau-lic pressure. Now the connection is tensioned.

Having brought the piston to its zero position, see fig.4, the hydraulic hoses can be decoupled. In order toprevent impurities, it is advisable to close couplingsockets and coupling nipples at once by protectingcaps. The device can be unscrewed from the bolt.

Þ Always consider the safety and workinghints!

Loosening Procedure

In order to loosen an existing bolt connection, screwthe device onto the bolt. First put the support sleeveon the bolt and align it centrically to the bolt axis.When screwing on the device take care that thesupport sleeve at the cylinder is correctly centered(consider centering shoulder).

The piston of the device must be at its zero position.Having screwed the device down until the supportsleeve or the support cylinder fits tight to the flange,turn back the device by at least the value (slitmeasure) which the bolt and the components springback elastically during the loosening procedure.

Hint: The adjusted slit measure may never exceedthe admissible stroke of the device! Furthermore,take care that the window for the adjusting rod arewell accessible.Having made all hydraulic connections correctly,see fig. 2, start the pressurization.

General

99.43 - ES0

520-01.05Edition 02H Function of the Hydraulic Tools Working Card

Page 4 (7)

Hoses with fast-lock coupling sockets avoid, alsowhen uncoupled, that oil runs out. When the hosesget heated, there can be an inside pressure in theuncoupled condition making a coupling impossible.By loosening one screw connection (see fig. 2) thepressure can be bleeded

- To avoid a contamination use protecting capsfor the sockets.

Tensioning Procedure

Prior to the tensioning procedure make sure that thecomponents to be tensioned are correctly positionedtowards each other. Then screw the device onto thebolt.

First put the support sleeve on the bolt and align itcentrically to the bolt axis. When screwing on thedevice take care that the support sleeve at thecylinder is correctly centered (consider centeringshoulder).

Screw the device until the support sleeve or thesupport cylinder fits exactly to the flange. The pistonof the device must be at its zero position. Further-more, take care that the hydraulic connector and thewindow for the adjusting rod is well accessible.

Fig. 2. Coupling of the high-pressure hoses.

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During the pressurization, a slight turn-back momen-tum is applied to the main nut with the adjusting rod.At the moment, when the main nut can be loosened,interrupt the pressurization. Should it not be possibleto loosen the main nut when achieving the originaltensioning pressure, interrupt the pressurizationimmediately. Find the cause with expert staff.

Having achieved the loosening pressure, turn backthe main nut by the value that the bolt and thecomponents spring back during the loosening proce-dure. The slit measure, however, must be lower thanthe slit measure adjusted at the device before, seealso hint b.

The main nut may never be turned back until it fits tothe piston or the cylinder since then the device canbe tensioned in itself.

Having turned back the main nut, the pressure canbe bled. The bolt connection is loosened. Beforeunscrewing the device, bring the piston back to itszero position, see fig. 4. After that, the hydraulichoses can be decoupled. In order to prevent impuri-ties, it is advisable to close coupling sockets andcoupling nipples at once by protecting caps. Thedevice can be unscrewed from the bolt.

Þ Make sure that no operational forces (e.g.inner pressure) affect the components to beloosened since only part of the bolts take overthese forces and thus the bolts, which are notyet loosened, might be overburdened.

Þ The pressure when the main nut can be loos-ened may never exceed the tensioning pres-sure by help of which the connection wastensioned! Should it not be possible to loosenthe main nut when reaching the originaltensioning pressure interrupt the pressuriza-tion immediately. Find the cause with expertstaff.

Þ Always consider the safety and working hints!

Hint:

a) Should it be impossible to unscrew the deviceafter the depressurization, it has been turnedback by a too low measure prior to the pres-surization. Pressurize again until the originaltensioning pressure is reached, turn the mainnut and bleed the pressure again (tensioningprocedure). Now you can turn back the devicefurther. (Attention: consider the admissiblestroke of the device!) Now repeat the loosen-ing procedure explained above.

b) Should it be impossible to loosen the main nutafter the depressurization, it has been turnedback by a too low measure prior to the pres-surization. Pressurize again and turn the mainnut further back. Bleed the pressure again.

Hint: Never screw the main nut back until it fits to thepiston since the device can be tensioned initself.

Adjustment and Turn Back of the Main Nut

During the pressurization of the device, the bolt isbeing extended by the tensioning force and thecomponents are being edged. The result is that themain nut does no longer fit to the flange.

Having achieved the necessary pressure, adjust themain nut - when tensioning - until it fits to the flangeagain before bleeding the pressure, see TensioningProcedure. When loosening the bolts, turn back themain nut after the pressurization according to thebolt and component deformations, (see LooseningProcedure.

Hint: During the loosening procedure, never turnback the main nut until it fits to the piston or thecylinder since the main nut sticks after the depressu-rization.

The main nut is equipped with several radial boreswhere the adjusting rod can be put in. The main nutis accessible through the window in the supportsleeve.


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Function of the Hydraulic ToolsWorking CardPage 5 (7)

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Function of the Hydraulic Tools Working CardPage 6 (7)

Piston Return Stroke

After each pressurization it must be ensured that thepiston of the device is brought back to its zeroposition. On principle, it has to be considered thathydraulic oil is being displaced from the piston area.In order to enable the oil to flow back to the tank ofthe pressure generator, the corresponding hydraulicconnections must be done.

The piston return stroke is done by a screw-down atthe bolt itself before the device is taken off.

Hint: When using fast lock coupling elements, theoil’s running out and thus a piston return stroke in anuncoupled condition is impossible!

During the piston return stroke, considerable back-pressures can occur in the piston area of the devicesince quite large quantities of oil have to flow backthrough the small cross sections of the high-pres-sure connections.

In order not to unnecessarily increase the force forthe piston return stroke turn the piston slowly. Onprinciple the piston of the device has to be pushedback until it fits to the cylinder again.

Exchange of the Seals

Should leakages occur at the piston of the device, anexchange of the seals might be necessary.Drive out the piston by carefully beating with ahammer while using a plastic spacer in order toprotect the device from unnecessary damages. Afterremoving the hydraulic connector, you can alsocarefully lead compressed air into the piston area.

Attention: Sudden input of compressed air can leadto the piston’s uncontrolled outlet.After removal of the piston, the seals and the backuprings can be removed from the piston and the cylin-der.

Carefully clean the components with fluff-free mate-rial and check them for damages. If necessary, usecompressed air for the cleaning, but never aggres-sive cleaning liquids. After that, slightly oil thesecomponents with hydraulic oil and assemble newbackup rings as well as new seals to the piston andthe cylinder according to the drawing.

Fig. 3 Adjustment and turn back of the main nut.

Fig. 4. Piston return stroke.

Fig. 5. Exchange of the seals.

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General

Function of the Hydraulic ToolsWorking Card

Page 7 (7)

As shown in the picture, first assemble the backupring, then put the seal onto the backup ring. Pistonand cylinder can now be assembled again by puttingthe components together. By slightly hammering onthe piston (with plastic spacer), it can be driven inuntil it fits tightly to the cylinder (piston in its zeroposition). It is essential that the piston does not tiltduring being driven in since this might damage theseals as well as the components. When assemblingthe piston it has to be taken care that the air cancome out of the piston area.

Maintenance and Storage

Regular maintenance of the device is not necessary,but you should consider the following points:

a) Storage

After each operation, repair possible damages andclean the device in order for it to be ready for the nextoperation immediately. In order to avoid a corrosionit is advisable to oil the device and especially itsthread. All coupling nipples, coupling sockets andalso loosened screw connections are to be closed byprotecting caps.

In addition, check the components of the device andits accessories for completion.Keep the device in the tool box also offering protec-tion from mechanical damages.The temperature must be between -20 C and +70 Cin order to exclude a damage of the seals.

b) Start-up of the device

Prior to the device’s operation, repair possible dam-ages and clean the device.

Check the components of the device and its acces-sories for completion.

The operating manual has to be read by all users.

Your Notes :

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Safety precautions


Description

Application of hydraulic tools for connecting rod.

Starting position

Function of hydraulic tools 520-01.05

Related procedure

Manpower


Data



00.20 - ES0

L23/30H

Application of Hydraulic Tools for Connecting RodWorking CardPage 1 (2)

Special tools


See page 2

Hand tools



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Application of Hydraulic Tools for Connecting Rod Working CardPage 2 (2)

Fig 1 Connecting rod.

This working card gives the information for applicationof hydraulic tools, to be used in connection withworking card 520-01.05.

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Safety precautions


Description

Application of hydraulic tools for cylinder headand main bearing.

Starting position

Function of hydraulic tools 520-01.05

Related procedure

Manpower


Data



00.20 - ES0

L23/30H

Application of Hydraulic Toolsfor Cylinder Head and Main Bearing


Special tools


See page 2

Hand tools



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00.20 - ES0


Application of Hydraulic Toolsfor Cylinder Head and Main Bearing


Fig 1 Hydraulic tools.

This working card gives the information for applicationof hydraulic tools, to be used in connection withworking card 520-01.05.

Please note:The numbers refer to theplate items in section 520.

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Safety precautions


Description

Application of hydraulic tools.

Starting position

Related procedure

Manpower


Data



99.43 - ES0

General

Hand Lever PumpWorking CardPage 1 (4)

Special tools


52021 011

Hand tools



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General

99.43 - ES0


Hand Lever Pump Working CardPage 2 (4)

Warning: The hand lever pump is not equipped witha pressure relief valve.Never use the pump without a mounted manometer.Always pay attention to the given pressure of theconnected pressure consumers. Do never exceedthis pressure or the max. pressure of the hand leverpump.

Important: Except for hydraulic oil, never use differentliquids such as petrol, water, diesel oil, alcohol orbrake liquid, since these can lead to damages oreven to destruction of the pump and/or the partsconnected with it. Choose a place of assembling andoperation where the pump can always stand safeand firm on a horizontal plain. There should alwaysbe sufficient space for operating the pump. iNever handle the pump lever with oiled hands andnever use hand lever extensions. Never expose thepump to great heat, fire or extreme coldness, sincethis leads to damages or even destruction. Protectthe pump from falling objects and avoid hard blowsor pushes.

Attention - Danger to lifeCheck the manometer of the pump for the neededhydraulic pressure, given by an authorized person,not to be exceeded. Make sure that the pressure youwant to generate is also admissible for all connectionparts.

All pressure connections and connecting elementshave to be clean and undamaged. High-pressureconnections from the pump to the tools have to beestablished correctly prior to any pressurization.Disregard leads to danger to life. Please see workingcard 520-01.06.

Attention - Danger on injuriesLoads being lifted by the pump may never be held bythe pump valves alone. Use additional non-returnvalves or safety relief valves and secure the load bysufficient support against falling.

Initial Start-up and Venting

In general and venting

Please make sure that all parts of the pump, especiallythe manometer and the pressure port, are in aperfect condition. Defect parts are to be exchangedagainst new ones immediately.

Turn the carrying handle with counter-clockwiserotation out of his fixing. Then turn it into the handlever of the pump against the stopping face.

Attention: If the carrying handle is not srewed-in intothe hand lever, it can cause injuries while using thepump.

Open the oil filler cap and check the oil level. Ifneccessary, fill up the tank with hydraulic oil accordingto IS0 VG 32. Never overfill the tank. Close the oilfiller cap.Open the tank breather with the square wrench(included in the scope of supply) by about one turn.Now loosen the breather screw at the pump (seedrawing) with an allen key SW 2,5 by about one turn.Close the depressurization valve tightly. Now pumpat the hand lever until oil flows out of the breatherscrew bladder-free. Only then are you allowed toclose the breather screw. The pump is now ventedand ready for operation.

After each operation and for the transport, close thetank breather in order to avoid the hydraulic oil’srunning out.

Pressurization

- Open the tank breather with the square wrenchapprox. one turn.

Remark: The pump is only to be operated with opentank breather.

- Close the depressurization valve at the pumpwhen turning clockwise by handoperation.

Remark: The depressurization valve is designed formanual operation. The use of any tools at thedepressurization valve could cause damages of thevalve or the valve seat.

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99.43 - ES0

General

Hand Lever PumpWorking CardPage 3 (4)

- Pump at the hand lever until the wanted pres-sure is achieved. Check the pressurization atthe manometer and take care of possibleleakages.

Remark: The pump is with two stages. The changefrom the first stage to the second stage happensautomatical at a system pressure of about 30 bar.

Attention: The pump is not equipped with an internalpressure relief valve. The use of a manometer andthe control of the system pressure duringpressurization is indispensable.

Attention: Do not stand directly over the moving lineof the pump lever. Under arising circumstances thelever can “hit back”. To avoid accidents standsideways the pump.

Attention - High-pressure hydraulicOn principle, tihen leakages occur during thepressurization, immediately release the hydraulicpressure and seal the leakage or renew defect parts.

Depressurization

- Open the depressurization valve slowly by aturn to the left.

- Make sure that the hydraulic pressure at themanometer has been completely released.Consider the returning time of the hydraulic oil.

Adjustment of change-over pressure fromstage 1 to stage 2

In exeptional case, it can be useful to adjust thechange-over pressure from stage 1 to stage 2 (factoryadjusted at approx. 30 bar).

Below of the pressure relief valve is an adjustingscrew with inner hexagon (wrench size 10 mm).Turning out counter-clockwisely the adjusting screwminimizes the change-over pressure, turning inclockwise maximizes the change-over pressure.

Attention: Inside of the adjusting screw is anothergrub screw with inner hexagon (wrench size 4 mm)to limit the stroke of the change-over piston inside ofthe pump block. It is absolutely necessary, to screwout the grub screw approx. 2 times before turning theadjusting screw!

The regulation of the adjusting screw follows graduallyin approx. 10° - steps. After everv adjusting step thegrub screw is to screw in until it fits closely andapprox. a l/4 turn to loosen.

Check by carefully pumping if the change-over pres-sure wanted has been reached. If necessary, repeatthe procedure as described above.

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Analysis and Correction of Malfunction

Correction of malfunctions

In case of malfunctions at the pump, the followingpoints are to help you with the analysis of theproblem and correcting it yourself.For this, uncouple or unscrew all consumer and high-pressure hoses from the pump.

Pressure Port

The pressure port of the pump is produced accordingto our customers’ wishes. In addition, there is avariety of possibilities to connect the pump with oneor more pressure consumers. A selection of pres-sure ports please find in the annex.

Attention - Danger to lifePrior to the pump’ s start-up please make sure that,no matter which pressure port you chose, allconnection elements are in a perfect condition.Convince yourself of the fact that these are correctlyconnected and suitable for the necessary pressure.

Attention - High-pressure hydraulicOn principle, when leakages occur during thepressurization, immediately release the hydraulicpressure and seal the leakane or renew defect parts.

Maintenance and Storage

The pump should be lubricated frequently at themovable parts. Protect it from contamination becausedirt in the oil or in the pressure port can lead to thepump’ s failure. A dry storage avoids the steel parts’getting rusty.The storage and transport of the pump should alwaysbe done in a horizontal position. Thus, you avoid apossibly necessary venting of the pump during itsstart-up.

For checking the oil level, please open thedepressurization valve and let the oil completely flowback into the tank. Open the oil filler cap and fill uphydraulic oil according to IS0 VG 32, if neccessary.Do not overcharge the tank. Close the oil fillercap.

The use of the pump in a dirty area requires a regularoil change. Fill the pump with clean hydraulic oil andlubricate all moving parts (hinges) regulary.

Malfunction Correction

No pressurization 1. Check the oil level and, ifnecessary, fill it up asdescribed in chaptermaintenance and storage.

2. Close depressurization valve.3. Visual inspection whether

there are leakages. If so,seal them.

4. Vent the pump as describedin chapter initial start-up andventing.

Insufficient pressurization 1. Check the oil level and, ifnecessary, fill it up, asdescribed in chapter

(prior to any corrections, mainteance and storage.open de-pressurization 2. Close depressurization valve.valve and release hydraulic 3. Visual inspection whether therpressure completely) are leakages. If so, seal them.

4. Vent the pump as describedin chapter initial start-up andventing.

Pressure drop 1. Visual inspection whetherthere are leakages. If so,

(prior to any corrections, seal them.open de-pressurization 2. Close depressurization valve.valve and release hydraulicpressure completely).

If the problem cannot be solved, please contact MANB&W Diesel Holeby.

General

99.43 - ES0


Hand Lever Pump Working CardPage 4 (4)

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Safety precautions:


Description:

Maintenance of hydraulic tools and pressure testingof hoses.

Starting position:

Related procedure:

Man power:


Data:


96.03 - ES0S-G


Special tools:


Hand tools:

Allen key, 6 mm.Ring and open end spanner, 22 mm.Clean lub. oil.



52021 430 Hydraulic tool.52021 442 Hydraulic tool.52021 299 Hydraulic tool.52021 309 Hydraulic tool.


Maintenance of Hydraulic Tools

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1) The hydraulic jacks require no maintenanceexcept replacement of defective sealing rings, eachof which consists of an o-ring and a back-up ring fittedin ring grooves in the piston and cylinder.

The piston and cylinder are easily separated by takingout the bleed screw and pressing the parts apart bymeans of working air.

Fig 2.

Compression tool

Fig 1.

Work.air

Make sure that there are no marks or scratches on thesliding surfaces of the parts. The presence of metalparticles will damage the sealing rings.

2) The sealing rings are to be fitted with the o-ringsnearest to the pressure chamber and with the back-uprings away from the pressure chamber.

Fit the sealing rings and lubricate with clean lub. oil.The piston and cylinder are pressed together bymeans of the tool supplied. See that the rings do notget stuck between the piston and cylinder.

Pressure Testing of Hoses

To avoid working accidents caused by emission ofpressure oil from the hydraulic hoses, the hosesshould be pressure tested at 1200 bar once a year.

Note: During the pressure testing the hoses must becovered carefully.

96.03 - ES0S-G

L23/30H

520-01.10Edition 01H Maintenance of Hydraulic Tools

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Safety precautions:


Description:

Starting position:

Related procedure:

Manpower:

Working time : hourCapacity : man

Data:



Special tools:


Hand tools:



Tightening with Torque Spanner 520-01.15Edition 01H

L23/30H

96.03 - ES0S-G

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1) Before the nuts are screwed on, the threads andthe contact faces should be greased with copaslip orsimilar, the tightening torques being based on acoefficient of fiction in the threads.

2) The nuts should fit easily on the thread, and itshould be checked that they bear on the entire contactface.

3) In the case of new nuts and studs, tighten andloosen the nuts 2 or 3 times so that the thread mayassume its difinite shape, thus obviating the risk ofloose nuts.

4) Nuts secured with a split pin are tightened to thestated torque and then to the next split-pin hole.

5) The following instructions apply to the use andmaintenance of the torque spanner.

Torque Spanner

6) The handle of the torque spanner is providedwith a scale indicating the torque at which the spannercan be set.

7) For setting the spanner at the torque required,there is a ball on a small arm at the end of the handle.

8) When pulling the ball with the arm outwards, asmall crank handle is formed.

A spring-loaded slide in the handle provided with amark which, when turning the crank handle, can be setat the required torque on the scale.

The torque spanner functions are as follows:

9) The above-mentioned spring activates a pawlsystem in the handle, and when using the spanner,this pawl system will be released when the pre-settorque has been reached, at which moment a smalljerk is felt in the spanner and a small click is heard.

10) The torque spanner must not be used for torquehigher than those stamped on it, and it must not bedamaged by hammering on it or the like.

Scale for torque

moment

Key for adjusting

of torque moment

Fig 1. Torque spanner.


Tightening with Torque Spanner

L23/30H

96.03 - ES0S-G

instruction manual s-2010.pdf

Documents

instruction book

man bw diesel identification

planned maintenance

hodiel dk

engine designation

oildiesel maribo telephone

marine engines onlyit

written consent