INSTRUCTIONS L-MC/MCE Edition 7

FOR

ENGINES

INSTRUCTIONS FOR WIN ENGINE TYPE L-MC/tCE

The purpose of this book is to provide general information about the design and maintenance of BiW 2-stroke crosshead engines. The contents have been prepared on the basis of engine type L60MC/MCE, but the book should not be taken to apply to any specific engine, and some alternative designs have been included. All references to this book should include title, edition No., and possibly page No. Example: Instructions for L-MC/MCE Type Engines, edition 7, page 901.01-22.

This book is subject to copyright protection. The book must not, either wholly or partly, be copied, reproduced, made public or in any other way made available to a third party without the written consent to this effect from M.A.N.-B&W Diesel A/S.

M.A.N.-B&W DIESEL

A/S

Stamholmen 161 . DK-2650 Hvidovre - Copenhagen . Denmark Cables: bwdiesel . Telex: 16573 bumei dk . Telephone: +45 1 492501

L50MC/MCE L60HC/MCE L70MC/MCE L80MC/HCE L90MC/HCE

CHECKING MO

MAINTENANCE PROGRAMME

900-1

and list of working procedures

Edition 17 Page 1 (8)

The Checking and Maintenance Programme indicates the intervals at which it is deemed appropriate to inspect the individual components of the engine and to carry out overhauls, if necessary, based on the engine condition or on time criteria.

The procedures are divided into three categories:

A. Condition checking procedures, marked under the heading "Normal hours of service" by C, deal with the service condition of a number of engine components, and form the basis for estimating The procedures contained in the instrucwhether further overhauling is necestion book are arranged in a logical sary. In a number of cases the condition order, and the following Checking and checking procedures refer to Volume 1 Maintenance Programme can be used as a "OPERATION" in which more detailed detable of contents. scriptions and working procedures can be found. The stated "Normal hours of service" are Where a procedure number is stated under only to be used as a guidance, as diffethe heading "Related procedure", it will be appropriate to carry out this procerence in the actual service conditions, the quality of the fuel oil, lubricating dure at the same time. oil, treatment of cooling water, etc. will decisively influence the actual B. Condition-based overhauling proceservice results, and thus the intervals dures are those procedures which under between necessary overhauling.. the heading "Normal hours of service" are marked by 0, and opposite which, Design modifications may necessitate a revision of the instructions, and in under the heading "Overhaul to be based that case the revised instructions and on procedure No.", a procedure number is changed overhauling intervals, if any, stated. will apply and supersede those origiThis procedure number normally refers to nally issued (see e.g. our Service one of the above condition checking proLetters). cedures which form the basis of the overhaul. For this reason, the intervals stated are for guidance only. Under "Procedure" the word "Replacement" has been used also: Where several procedures are to be carried out on the same estimation basis, and these belong together with regard to 1. Where exchange to another ready-made the work, this is stated under the headspare part will shorten the stop time ing "Related procedure". of the main engine considerably, for instance by mounting another piston C. Time-based overhauling procedures, complete with piston rings and stuffing box. also marked by 0 under the headings "Normal hours of service" or "Based on observations", are the procedures where 2. Where overhaul and replacement to a new spare part is the same procedure an actual basis for estimation is lacking. It is recommended, therefore, to as, for instance, inside inspection of piston crown (procedure No. carry out these procedures at the over902-4.1). hauling intervals stated as a basis. Thus "Replacement" to a new spare part usually only takes place due to wear or possible damage. Where a symbol 0 or C is indicated under the heading "Based on observations", this is due to the fact that special service conditions may make checking or overhauling necessary beyond the actual programme.

D Normo hours CHECKING AND MAINTENANCE O PROGRAMME TJ -C of serv ce o 3 * : See Vol. 1 Operation d "E i L50MC/HCE "x Z 01 1 60HC/MCE ** : See special instructions 3 C : Check the condition i 5 L70MC/MCE 11 OJ o o ; -C O: Overhaul to be carried oul 1* -C L80HC/MCE U ii o 1 QflMP/MFF o a o J! _* o o Q i Q- 1! U HA CN] o >. i CO PROCEDURE No. w 6 o2 i '
=l&y
901

900-1 Edition 17
? ffll

u Z. 4^ O a: 5-

CYLINDER COVER

Replacement of cylinder cover -1 -1.1 Dismantling Mounting -1.2 Replacement of values on cyl. cover -2 -2.1 Fuel valve -2.2 Starting valve -2.3 Exhaust valve . -2.4 Safety valve (see 911-1)

902-2 909-6 909-7 907-4 908-2 90B-1

c a D c

0 0

-3
902

Iverhaul of cylinder coyer PISTON WITH ROD AND STUFFING BOX inspection of piston and rings through scavenge ports

-1 -2
-2.1 -2.2

C 0

903-1 901-1

Replacement of piston complete with 902-1 jiston rod stuffing box Dismantling Mounting Checking of piston and piston rings Dverhaul of piston Replacement of sealing ring Replacement of cooling oil pipe Replacement of piston crown and pressure- test ing Overhaul of piston rod stuffing box Removed from engine Inside the engine 9D2-1 CYLINDER LINER flND CYLINDER LUBRICATION Inspection of cylinder condition through scavenge ports (Remove sludge from scavenge box and clean scavenge ports)

-3 -4 -4.1 -A. 2 -4.3 -5 -5.1 -5.2

903

0 D i

0 0

-1

X X

C a

902-1

-, CHECKING AND MAINTENANCE I* * i M rltvJOlVWnMt O )|4g4i o 5QMC/MCE * : See Vol ' Operation 6QMC/MCE ** - ^ee ipeciol instructions ;^ 70HC/HCE C : Check the condition i *g 80MC/HCE O: Overhaul to be carried out I u 1I 9QMC/MCE r No. PROCEDURE 0 2

-2 -3

;ylinder liner Inspection , measuring and reconditioning of cylinder liner 905-2

hours o Normal 900-1 of serv ce -C o o Edition 17 i -j. o ,o ; Page 3 (8) ."^ 3 ij D 5 O -C o ^ a 1 -C O -C 'S O o o o o I"? o y o to 1 S o o 11 i i S. 902-2 0

ieplacement of cylinder liner/ cooling jacket -3.1 Replacement of cyl. liner, compl . -3.2 Replacement of cooling jacket on cylinder liner -3.3 Transportation of cylinder liner -3.4 Replacement of cyl. liner with extremely low lifting height

-4
904

Checking and adjustment of cylinder lubricators CROSSHEAD WITH CONNECTING ROD Check oil drain from crosshead Hearings

-1 _2 -2.1

C
90A-6 905-2

Crosahead bearings Checking of crasshead bearing clearance -2.2 Inspection of crosshead journal and bearings -2.3 Replacement of ccossnead bearing shells

C
904-'

c 0 0

* o X C
900-2 90 5-2 904-4

-5 -6 -7

Checking and alignment of reciprocating parts Checking, inspection and replacement of crankpin bearing Dismantling/mounting of connecting rod CRANKSHAFT, THRUST BEARING AND TURNING GEAR Checking deflection of crankshaft

905

-1

CHECKING AND MAINTENANCE PP*"if rMVI V rvwvj PAMMF IWVI/VIC zlSjJ M3^ ; * : See Vol . 1 Operation L50MC/MCE i o o ** : See special instructions L60MC/MCE -a Z C : Check the condition 0 ^ L70MC/MCE O: Overhaul to be carried out L80MC/MCE ;i L90MC MCE P 8J! 5 a. No. PROCEDURE 6 2.

D 0 -C '. I o!o o S^U"> 1 4) Y (jt , ug. X

Norma hours or service

900-1 Edition 17 ^_ , f ; Page 4 (8) ) o * : -n ^ I-s \ ) i 0 | &1 904-2 904-6

; t Q 3 M

; 2) 3 3 > ) u Q O D D ) C

-2 -3 -4 -5 -6 -7
906

)hecking and adjustment of clearance in main bearings Inspection of main bearings Checking of clearance in thrust rearing Replacement of thrust bearing segments Jalancing arrangement fore and aft (where used) Checking and overhauling of Axial Vibration Damper (where used) MECHANICAL CONTROL GEAR Checking of chain drive, guideways, bolt conn., and lubrication

905-1 905-2

c X C c

905-4

-1 -2 -2.1

X X C

Chain drive (main and 1" chains) Tightening and adjusting tension of the main chains -2.2 Checking and adjusting tension of 1' chain -2.3 Disassembling and assembling of chains (main chains and 1" chains)

-3 -4 -5 -5.1

Inspection of running surfaces on cams Check tightening of bolts in camshaft flanges

C X c c

Camshaft bearings Checking clearance in camshaft bearing -5.2 Inspection of camshaft bearing

908-4

-7 -8
-12

Check adjustment (timing) of control gear Adjustment of camshaft because of chain wear Moment compensator (where used)
906-

906-1

c CHECKING AND MAINTENANCE J s|i*\Y/ iiijggj. o * : See Vol . I Operation :i L50M(VMCt o L60MC/MCE ** : See special instructions Z C : Check the condition L70MC/MCE L80MC/MCE O: Overhaul to be carried out L90MC/MCE J l& ; o-Z PROCEDURE No. 6 g <5 JL
907

Norma hours of service

900-1 Edition 17

i Page 5 (8) J) j j
Reloted procedure 901-2

> D )

> D 3 D o CO o

STARTING AIR SYSTEM .ubrication of all moving parts Setting of starting air distributor inspection and overhaul of main starting valve (ball valve) Iverhaul of starting air valve Governor, exchange of oil "unctional check of over-speed device
r unctional check of speed-setting system (Engine with bridge-control system)

-1 -2 -3 -4 -5 -6 -7

0 X X C C 0 ** #* ** 0 C C

908

EXHAUST VALVE Overhaul and adaptation of highpressure pipe Overhaul of chamber type exhaust valve with pneumatic piston Checking, adjustment and overhauling of hydraulic exhaust valve actuator Inspection of roller guides Lifting of roller guide for exhaust valve Emergency running with open exhaust valve Checking exhaust cam adjustment

-1 -2 -3 -4 -5 -6 -7

C 0 0 0
908-5 901-2

X *

C c

CHECKING AND MAINTENANCE -KV ^t PROGRAMME j^gf 1 o * : See Vol . 1 Operation a 50MC/MCE L60MC/MCE ** : See special instructions 5 C : Check the condition L70MC/MCE D" O: Overhaul to be carried out L80MC/MCE ^ "s L90MC/MCE o- No. PROCEDURE 6 o
909

Normal hours of service

900-1

1 w I s > 3 : 3 1 3> "75 i | o CN * 5 Q, 5 D CO X w v 3 j2 1C o 1 <u 1*

Edition 17

S Paae 6 (8) o : 1 -a} 1 | } a: Q. m

FUEL OIL SYSTEM

-1

Checking and adjustment of fuel pump lead -1 .1 Checking Adjustment -1.2

-2 -3 -3.1
-3.2 -3.3 -3.4

Adjustment of fuel pump cam Jverhaul of fuel pump Replacement of fuel pump barrel assembly Replacement of sealing rings Overhaul of suction valve and top cover Overhaul of piston for 0-position of index rack [nspection of fuel pump shock absorber .ifting gear for fuel pump roller guide Overhaul of fuel valve (C means pressure test only) Overhaul of fuel oil highoressure pipe/distributor block Overhaul of pneumatic reversing mechanism Inspection of fuel pump roller guide, see 908-4.

909-1

0 0

-4 -5 -6 -7 -8

C X C C 0 0
901-2 901-1

910

TURBOCHARGER SYSTEM Replacement of filter elements in turbocharger inlet Overhaul of turbocharger Inspection and overhaul of protective grating for turbocharger gas inlet

-1 -2 -3

* **
(*)

0 0 C

*Jt3-)3J * : See Vol . 1 Operation L50MC/MCE 1 60MC/MCE ** : See special instructions C : Check the condition L70MC/MCE O: Overhaul to be carried out L80MC/MCE 190MQ/MCE No. PROCEDURE

I Based on observations

CHECKING AND MAINTENANCE PROGRAMME

J "So

Normal hours of service

900-1 Edition 17 Page 7 (8) Related procedure

1 > /i n n o D " ^> D D 5 2 3 (5 o 5 a- LI CN 8 1 1 ui.

J

D 5 ft 3 a> X

-*

Cleaning of turbine side of :urbocharger

*(*)

Air Cooler -5 -5.1 Cleaning of air cooler -5.2 Replacement of air coaler element

0 X

D 0 0

-6 -8
911

Replacement of non-return valve Replacement of auxiliary blower SAFETY EQUIPMENT Safety valve setting Relief valve, functional test Functional test of alarm system for thrust bearing and slow-down/shut down system Checking and adjustment of pressure gauges Checking and adjustment of thermometers Checking and adjustment of thermostats Checking and adjustment of pressurestats Checking and adjustment of turning gear switch ASSEMBLY OF LARGE PARTS Re-tightening of holding-down bolts, and end-chock bolts Re-tightening of bolts for cylinder frame Re-tightening of stay bolts
*-*

-1 -2 -3

C C X C

-4 -5 -6 -7 -8

C *# ** **
**

C C C

912

-1 -2 -3

C C

CHECKING AND MAINTENANCE - W >| PPOC^RAKAKAF r l\\J vlv%lv\IY\c ^a^**^+j ]j^-!3i ! o * : See Vol . 1 Operation i .0 L50MC/MCE ** : See special instructions L60MC/MCE .s C : Check the condition o t L70MC/MCE O: Overhaul to be carried out L80MC/MCE -,i L90MC MCE P SiS No. PROCEDURE 6 %
913

| Norma hours of service ~o 1 ^-^ .1 ) ' lf) o o >" 1 1 1 5 j D ! > ) 3 3 *-" o o o 0 D 3 ) o o o 04 o "* 11 6H

900-1 v> I Edition 17 > i Page 8 (8) o D > "8 ) O U o 1 OH Q.

GENERAL TOOLS

-1 Application of hydraulic tools -1.1 Loosening of nut -1 .2 Tightening of nut Subsequent checking of bolt -1.3 tightening -1 A Hydraulic tools - Maintenance -2 -5 -6 -7
-10

Hydraulic nut Tightening with torque spanner Tightening according to tightening gauge .ocking of screws and nuts imergency procedure for dismounting the hydraulic ring

10

901.01-22

CYLINDER COVER

GENERAL The cylinder cover is made of steel and has a central bore for the exhaust valve, which is attached by means of four studs. The cover furthermore has bores for the fuel valves, which are resiliently mounted by means of sprinq housings with disc springs under the nuts of the studs. Other bores have been provided for starting valve, starting air inlet, safety valve and indicator cock. A ring is welded to the underside of the cylinder cover whereby a cooling space K is formed. Another cooling water space is formed around the exhaust valve seat, when the exhaust valve is mounted. These two spaces communicate through a large number of obligue/radial cooling bores. The cooling water is supplied from the upper part of the cooling jacket surrounding the cylinder liner and passes through water transitions and bores in the cover to the space K. From here the water is led through the cooling bores to the space around the exhaust valve seat and continues through the bores and water transitions to the exhaust valve and outlet pipe. The cylinder cover nuts each consist of an inner nut fitted on the cover stud and bearing against the piston of the tightening device, and an outer ring-shaped nut suiting the external thread of the inner nut. The underside of the outer ring-shaped nut is spherical and bears against a corresponding spherical washer. When tightening the cover, the inner nut, and thus the piston of the tightening device, is screwed on with the aid of a face spanner. When hydraulic pressure is applied to the system, the piston of the tightening device is pressed upwards resulting in the cover stud being slightly lengthened, following which the outer ring-shaped nut can be screwed up with a tommy bar. When the system is relieved of hydraulic pressure, the tightening pressure is transmitted to the outer nut, and on through the washer to the cylinder cover. A snap-on coupling for connection of the hydraulic high-pressure pump is fitted between two of the tightening devices at the manoeuvring side of the engine. Between the other devices there are bleed screws that are to be opened when filling or venting the system. The hydraulic ring is attached to the cylinder cover by means of four eye screws which are also used when lifting the cover. The ring proper can be lifted by removing the eye screws and fitting larger eye screws that fit an internal thread in the holes. However, the ring is not usually to be separated from the cylinder cover. In an emergency situation, the nuts can also be loosened by means of a special spanner. However, this spanner must never be used for tightening-up purposes.

HYDRAULIC RING FOR CYLINDER COVER The cylinder cover is tightened against the top of the cylinder liner by means of nuts and studs fitted in the cylinder block. On top of the cylinder cover a steel ring is located incorporating a hydraulic tightening device for each of the cover attachment studs. The cylinders of the tightening devices are arranged as bores in this ring, inter-connected through drilled oil ducts. Each cylinder is eguipped with a ringshaped piston and two sealing rings.

11

PLATE 90101-34

CYLINDER COVER L60MC/MCE

A -A

HYDRAULIC RING FOR CYLINDER COVER L60MC/MCE

A-A

P L A T E 90102-20

Notes

901-1 Edition 49 Data 1 (1)

REPLACEMENT OF CYLINDER COVER

SAFETY PRECAUTIONS [^<3 Stopped engine ^^1 Block the starting mechaniim ^^1 Shut off starting air supply ^<Q Engage turning gear P>^ Shut off cooling water fr<j Shut off fuel oil [__J Shut off lubrication oil I j Lock turbocharger rotors

13, 17, 19, 22, 24, 27 30, 32, 36

4, 6, 10, 17

41, 50, 65

80-300 Nm
10

4 x 1600 kg
DATA:

3m

D-1

Weight of high-pressure pipe.

.38 kg

D-2 Hydraulic dismantling pressure for cylinder cover 900-990 bar D-3 Weight of cylinder cover complete D-4 Hydraulic tightening pressure for cylinder cover 2740 kg

900 bar

D-5

Tightening torque fuel oil high-pressure pipe (fuel pump/distributor block) 200 Nm

0-6 Tightening torquehigh-pressure pipe (exhaust valve)

70 Nm

901-1.1

DISMANTLING OF CYLINDER COVER

901-1.1 Edition 49 Page 1 (4)

L60MC/MCE

1. A. Set the blocking device on the main starting valve in the "BLOCKED" position. B. Engage the turning gear. C. Open the indicator cocks. D. Close the inlet and outlet valves for cooling water. E. Open the vent and drain cocks for cooling water. As soon as the cylinder cover has been emptied of water, close the drain cocks again. F. Close the fuel oil inlet valve. G. Shut off the control air supply and safety air supply before venting the manoeuvring system through the ball valve. Also shut off the air supply on the reduction unit for the hydraulic/pneumatic exhaust valve, and vent the system.

901-1.1 Edition 49 Page 2 (4)

DISMANTLING OF CYLINDER COVER

901-1.1

L60MC/MCE

2. Remove the outlet pipe for cooling water from the exhaust valve. 3. Remove the protective jacket enclosing the intermediate pipe between the exhaust receiver (with compensator) and the exhaust valve. Dismount the clamp from the flanges exhaust pipe/intermediate pipe. Dismount the screws intermediate pipe/exhaust valve, and remove the intermediate pipe. 4. Remove the screws which fasten the high-pressure pipe to the oil cylinder on the exhaust valve and the hydraulic activator, and lift away the high-pressure pipe. Dismount the drain oil pipe from the exhaust valve to the hydraulic activator, the air pipe for the pneumatic exhaust valve and the sealing air pipe.

DISMANTLING OF CYLINDER COVER

901-1.1 Edition 49 Page 3 (4)

5. Dismount the high-pressure fuel pipe from the pump to the distributor block. Dismount the return oil connection from the fuel valves at the distributor block. Disconnect the drain pipe from the fuel alarm. Disconnect the control air pipes from the alarm system. Disconnect the control air pipe from the starting valve. Remove the screws in the flange connection for the starting air pipe. 6. Connect the high-pressure pump to the snap-on coupling on the hydraulic ring. Vent the system and increase the pressure as stated under D-2, cf. procedure 913-1. Loosen the outer nuts somewhat, then relieve the system. Remove the high-pressure pump and unscrew the nuts.

D-2

9Q1-1.1 Edition 49 Page * W

DISMANTLING OF CYLINDER COVER

901-1.1

L60MC/MCE

7. Hook on the engine room crane to the lifting attachment on top of the exhaust valve. Lift away the cylinder cover complete and land it on, for instance, a couple of wooden planks. Remove and discard the sealing ring between cylinder cover and cylinder liner.

yui-i.2
L60MC/MCE

MOUNTING OF CYLINDER COVER

901-1.2 Edition 49 Page 1 (?)

1. Lift the cylinder cover by means of the crane and carefully wipe the contact surface which faces the cylinder liner. Place a new sealing ring on top of the cylinder liner.

D-3

Loosen the cooling water connections and provide the cooling water connecting pipes with new 0-rings, lubricating them with grease or soft soap. Lower the cover carefully into position. During the landing, carefully check that the cooling water connecting pipes "catch" the cooling water connections correctly. When the cylinder cover is in its correct position, tighten the cooling water connections. 2. Mount the cover nuts with spherical washers on the studs and screw down by means of a tommy bar inserted in the inner nuts. NB Check that the inner nuts have pressed the pistons completely down. Then turn the inner nuts one half revolution back. Check that the outer nuts are completely free. Connect the high-pressure pump at the snap-on coupling. Vent the hydraulic system, then raise the pressure as stated under D-4. Screw the outer nuts down against the hydraulic ring, then relieve the system of pressure.

20

901-1.2 Edition 49 Page 2 (3)

MOUNTING OF CYLINDER COVER

Note: To facilitate mounting and dismounting of the flange clamps and to prevent seizure on account of heating, coat the contact faces of the flanges (exhaust pipe/intermediate pipe, the inside of the clamp, the thread of the screw of the clamp, and the screws of intermediate pipe/exhaust valve with "Never Seez NS 160" or a corresponding preparation. 3. Place the intermediate pipe between the exhaust pipe and the exhaust valve. Align the intermediate pipe so that the holes in the flange of the intermediate pipe are in line with the threaded holes in the exhaust valve. Mount screws with washers in the intermediate pipe/exhaust valve flanges and tighten up the screws in crosswise succession. 4. When mounting the clamp connecting the compensator and the intermediate pipe/exhaust valve it may, in some cases, become necessary to use the "compensator extender" tool. Fit the screw and nut to the angle iron on the compensator flange, together with the "compensator extender", and use these tools to bring the compensator into alignment with the exhaust valve intermediate pipe.

901-1.2 L60HC/MCE

MOUNTING OF CYLINDER COVER

901-1.2 Edition 49 Page 3 (3)

5. Mount the plate jacket with insulation round the intermediate pipe. Mount the outlet pipe for cooling water from the exhaust valve. Mount the air pipe for the pneumatic exhaust valve, the sealing air pipe and the drain oil pipe. Attach the insulation jacket, mount the cooling water outlet pipe, and fasten the water connections on the exhaust valve. Mount the return oil pipe, the sealing air pipe and the air pipe for the pneumatic exhaust valve. 6. Fit and adjust the high-pressure pipe for the hydraulic valve gear, and then fasten it (see 908-1). Fit the fuel oil high-pressure pipe between fuel pump and distributor block (checking that the^ pipe fits properly at the seats and that all parts are clean and provided with new 0-rings). Lift the union nut up on the pipe and tighten the coupling piece with the special spanner head and by means of the torque spanner (see Data). Lower the union nut and screw it on to the coupling piece by means of the hook spanner. Connect the outlet pipe from the return oil pipe on the fuel valves. Connect the air hoses and outlet pipes to the fuel oil alarm system. Mount the starting air pipe and control air pipe for the starting valve. Shut the drain valves and open for the cooling water inlet. After venting of the cylinder section, shut the vent cocks and open the cooling water outlet valve. Open for fuel oil, lubricating oil and air to the alarm system. Note: The air supply to the valve shall always be connected before starting the camshaft oil pumps. This is very important, because otherwise the valve will open more than normal.

-5

901-2 Edition 44 Data 1 (1)

REPLACEMENT OF VALVES ON CYLINDER COVER

SAFETY PRECAUTIONS [XI Slopped engine fc^l Block the starting mechanism P<3 Shut off storting oir supply |^^l Engage turning gear |^^l Shot off cooling water 35hut o" fuel M [XI Shut off lubrication oil f j Lock turbochorger rotors
10, 17, 19, 22, 24, 30 32, 36

80-300 Nm

1500kg
4 x

,m

1 x 3 m

DATA:

D-1

Tightening torque - fuel oil high-pressure pipe (fuel valve/distributor block) Tightening torque starting valve nuts

100 Nm 175 Nm

0-2 D-3

Weight of exhaust valve.. 727 kg

D-4 Hydraulic dismantling pressure for exhaust valve 900 - 990 bar Hydraulic tightening pressure for exhaust valve

VTV

900 bar

901-2.1

REPLACEMENT OF FUEL VALVE

901-2.1 Edition 44 Page 1 (2)

L60MC/MCE

1. Close the fuel oil inlet and outlet valves, and drain the highpressure pipe and the fuel valve. Unscrew the union nut by means of the hook spanner and take the union nut with protective hose up along the pipe. Unscrew the coupling piece at both ends of the pipe (fuel valve and distributor block ends). Remove the high-pressure pipe. Disconnect the return from the fuel valve. oil pipe

Unscrew the nuts on the spring housings and remove the housings. 2. Take out the valve. If the valve is sticking, use the two lifting tools (the illustration shows how to place and use one of these tools). 3. Thoroughly clean the valve bore in the cylinder cover and check the seating in the bore for marks which, if any, must be eliminated. (For reconditioning of valve bore in cylinder cover, see 901-3). After reconditioning of the seating in the bore, and thorough cleaning of bore and seating, make the overhauled fuel valve ready (for overhaul, see 909-6) by providing it with new 0-rings, and lubricating it with molybdenum disulphide (MoS2). Mount the valve in position in the cylinder cover.

901-2.1 Edition 44 Page 2 (2)

REPLACEMENT GF FUEL VALVE

901-2.1 L60MC/MCE

4. Fit the spring housings and tighten the fixing nuts tili the top face of the pressure disc is flush with the top face of the spring housing. This must be done with great care, as the spring tension in the housing determines the correct tightening of the fuel valve to the cylinder cover as well as the correct compression of the fuel valve. 5. Check the fuel oil high-pressure pipe for marks on the seating surfaces, replace the 0-rings on the high-pressure pipe (for overhaul of high-pressure pipe and reconditioning of seating in distributor block, see 909-7). 6. Check the adjustment of the highpressure pipe and re-connect the pipe. Tighten the coupling pieces to the torque indicated on the Data sheet. (Use the special spanner head). Tighten the union nuts to the coupling pieces by means of a hook spanner. (The illustration shows how to assemble the high-pressure pipe at the fuel-valve end; connection to the distributor block is made in the same way, by tightening the coupling piece to the same torque). Re-connect the return oil pipe to the fuel valve. Turn on the fuel oil supply.

901-2.2

REPLACEMENT OF STARTING VALVE

L60MC/MCE

901-2.2 Edition 44 Page 1(1)

1. Shut off the starting air and control air inlet. Dismount the control air pipe. Unscrew the fixing nuts of the starting valve. 2. Release the starting valve by means of nuts on the two studs. 3. Carefully clean the starting valve bore in the cylinder cover and, if necessary, recondition the seat for the starting valve in the bore, see 901-3. After fitting a new 0-ring, lubricate an overhauled starting valve with molybdenum disulphide, (MoS2), (for overhauling, see 907-4). Then mount the valve in the bore of the cylinder cover. Mount and tighten up the distance pieces and nuts. See Data. Mount the control air pipe and turn on starting air and control air.

D-2

901-2.3 Edition 44 Page 1 (2) Dismantling

REPLACEMENT OF EXHAUST VALVE

901-2.3

L60MC/MCE

1. Close the cooling water inlet and outlet, and drain the exhaust valve. Disconnect the cooling water outlet pipe from the exhaust valve. Dismount the return oil pipe and the sealing air pipe from the exhaust valve. Dismount the air pipe pneumatic exhaust valve. for the

Remove the plate jacket with insulation from the compensator. Remove the intermediate pipe, see 901-1.1. 2. Dismount the high-pressure pipe for the hydraulic valve actuation. Remove the protective caps from the exhaust valve studs, and mount the four hydraulic jacks. Connect the high-pressure pump to the jacks by means of the distributor block and four high-pressure hoses. Bleed the hydraulic system and raise the pressure as indicated (D-4). Then loosen and remove the nuts. See procedure 913-1. Mount the lifting tool on top of the exhaust valve. Attach the crane to the lifting tool on top of the valve and lift it away. Clean the exhaust valve bore in the cylinder cover carefully and recondition the seating and sealing surfaces of the bore, if required (see 901-3).

D-3

D-4

901-2.3

REPLACEMENT OF EXHAUST VALVE

L60MC/MCE Mounting

901-2.3 Edition 44 Page 2 (2)

. Lift the overhauled exhaust valve, provided with new 0-rings on the seat. Loosen the screws for the water connections and fit new 0rings. Lubricate all 0-rings with molybdenum disulphide (MoS2). Position the valve in the cylinder cover bore, guiding it in accordance with the exhaust flanges and the water connections. Before mounting the valve on the engine, connect compressed air to the pneumatic piston to keep the exhaust valve closed during the mounting. i. Mount the nuts and the hydraulic jacks. Raise the pressure to the value indicated in Data and tighten up the nuts. Relieve the system of pressure, remove the pump and the high-pressure pipe, and fit the protective caps. When mounting the clamp connecting the compensator and the intermediate pipe/exhaust valve it may, in some cases, become necessary to use the "compensator extender" tool. Fit the screw and nut to the angle iron on the compensator flange, together with the "compensator extender", and use these tools to bring the compensator into alignment with the exhaust valve intermediate pipe. Attach the insulation jacket, mount the cooling water outlet pipe, and fasten the water connections on the exhaust valve. Mount the return oil pipe, the sealing air pipe and the air pipe for the pneumatic exhaust valve. Open the lub. oil supply and the cooling water supply to the exhaust valve. Disconnect the compressed air and connect the normal air supply.
Note:

The air supply to the valve shall always be connected before starting the camshaft oil pumps. This is very important, because otherwise the valve will open more than normal.

901-2.4 Edition 44 page 1 (D

REPLACEMENT OF SAFETY VALVE

901-2.4

L60MC/MCE

1. Unscrew the safety valve From the cylinder cover. For overhauling of safety valve, see 911-1. 2. Pierce the bore in the cylinder cover, and blow it clean. 3. Mount a safety valve, which has been overhauled, in the cylinder cover.

901-3 Edition 35 Data 1 (1)

OVERHAUL OF CYLINDER COVER

SAFETY PRECAUTIONS Q | Stopped engine ^ \ Block the starting mechanism Q j Shut off starting air supply \^_\ Engage turning gear I _j Shut off cooling water [ j Shut off fuel oil |^._| Shut off lubrication oil U ] Lock turbocharger rotors

17. 19

f= 2 m. ,e

max lift 1800 kg

4 x M30
80-300 Mm 280-760 Nm

DATA:
D-1 Weight of hydraulic ring 150 kg

D-2
D-3 , 0-4
u

Weight of cylinder cover 1550 kg

Screwing-in torque for exhaust valve studs .... Screwing-in torque for fuel valve studs 450 Nm 140 Nm

-5

Screwing-in torque for starting valve studs .... 175 Nm

Weight of exhaust valve stud 10 kg

-6

901-3 U60MC/MCE

OVERHAUL OF CYLINDER COVER

901-3 Edition 35
Page 1 (5)

1. Dismount all valves and pipes on the cylinder cover. Dismount all studs on the top side of the cylinder cover. Dismount the distributor block for the fuel valves. Remove the eye screws which secure the hydraulic ring to the cylinder cover. Mount eye screws for lifting the ring in the threaded holes and lift the ring away by means of a crane. 2. Recondition the valve bores described in the following. as

D-2

=4=

9Q1-3 Edition 35 page 2 (5)

OVERHAUL OF CYLINDER COVER

3. Fuel valve bore The tool consists of a common spindle with handle, and of a guide, a carbon cutter, a seating face cutter, and a grinding mandrel. Clean the fuel valve bores, using the carbon cutter. If reguired, recondition the fuel valve seating using the appropriate cutter. Grind the seating by means of the grinding mandrel and a grinding compound (e.g. Carborundum No. 200). After the milling/grinding, clean the bore and seating carefully, and check the seating for damage marks.

OVERHAUL OF CYLINDER COVER

901-3 Edition 35
Page 3 (5)

4. Exhaust valve bore The tool consists of a spindle with handle and a grinding disc. After cleaning the valve bore and seating, grind the seating by means of the grinding disc and a grinding compound (e.g. Carborundum No. 200). After the grinding, clean the bore and seating carefully, and check the seating for damage marks.

901-3 Edition 35

OVERHAUL OF CYLINDER COVER

901-3

Page 4 (5)
5. Starting valve bore The tool consists of a guide, a cutter, and a grinding disc. The handle is the same as that used for the fuel valve bores, but the distance piece is also used. Recondition the starting valve bore and seating in the same way as described for the fuel valve bore. When replacing valves on a cylinder cover that is mounted on the engine (901-2), recondition the valve bores/seating in the same way as described here, but do not dismount the studs.

L60MC/MCE

901-3

OVERHAUL OF CYLINDER COVER

901-3
Edition 35 Page 5 (5)

L60MC/MCE

6. Clean the bores for safety indicator cock.

valve/

D-2

Turn over the cylinder cover and place it on a couple of wooden planks. 7. When it becomes necessary to recondition the cylinder cover's contact liner, grind the cover by means of the grinding tool. Regarding the use of the grinding tool, see special instruction. After completing the grinding, dismount the grinding tool and turn the cylinder cover the right way up. Take care that the contact surfaces of the cylinder cover are protected against blows and impacts. 8. Mount the hydraulic ring. Mount the valve studs, tightening up the studs according to the screwing-in torque stated on the data sheet. Make sure that the fuel valve studs are correctly mounted, (see illustration). Provide the water connection flanges with new gaskets. Mount all valves, high-pressure pipes, and return oil pipes as well as distributor block for fuel oil so as to make the cylinder cover ready for replacement (for mounting of valves, see 901-2).

D-3 D-5

CYLINDER COVER PANEL L60MC/MCE

PLATE 90151-AT

P L A T E 90161-31

TOOLS L60MC/HCE

0/5 H

902.01-22

PISTON WITH ROD AND STUFFING BOX

PISTON AND PISTON ROD Plate 90201 The piston consists of parts: piston crown and piston skirt. two main

rod foot into the crosshead. PISTON ROD STUFFING BOX The bore for the piston rod in the bottom of the scavenge air box is fitted with a piston rod stuffing box which is designed to prevent the lubricating oil in the crankcase from being drawn up into the scavenge air space. The stuffing box also prevents scavenge air (in the scavenge air space) from leaking into the crankcase. The stuffing box is mounted on a flange which is bolted to the underside of the double-bottom of the scavenge air box. The stuffing box is removed together with the piston rod during piston inspection, but can also be dismantled for inspection in the crankcase while the piston remains mounted in the engine. The stuffing box housing consists of two parts which are bolted together. The . housing is provided with eight machined ring grooves, the three uppermost of which are fitted with sealing rings to prevent scavenge air from passing downwards along the piston rod. The uppermost of these sealing rings is a combined sealing and scraper ring, provided with an oblique edge, which serves to prevent sludge from the scavenge box from being drawn down to the other sealing rings. The five lowermost ring grooves are fitted with scraper rings which scrape the lubricating oil off the piston rod. From the four lowermost grooves the oil is returned to the crankcase, through bores in the stuffing box housing. Through bores in the housing and a pipe, the uppermost scraper ring groove communicates with a control funnel on the outside of the engine.

The piston crown is tightened to the upper end of the piston rod by means of screws. The piston skirt is tightened to the piston crown by means of screws. The piston crown is provided with chromium-plated grooves for four piston rings. All the piston rings have oblique cuts - two have righthand, and two have left-hand cuts. At the top, the piston crown has three cut-outs for the fitting of tools when the piston is to be lifted. The piston rod has a through-going bore for the cooling oil outlet pipe, which is secured to the piston rod top. The cooling oil is supplied through a telescopic pipe connection on the crosshead and passed through a bore in the foot of the piston rod and on through the bore in the piston rod to the piston crown. The oil is passed on through a number of bores in the thrust part of the piston crown and to the outlet pipe in the piston rod. From the bore in the piston rod foot the oil is led through the crosshead to a discharge spout and to a slotted pipe inside the engine frame as well as through a control device for checking the flow. The piston rod foot rests on the crosshead, and is guided by a recess in the crosshead. Furthermore, the piston foot has an exchangeable shim to match the different layout of the engine. The rod is secured to the crosshead by means of four screws that are screwed through the piston

902.02-22

This funnel provides a means of checking that the sealing rings and scraper rings are functioning correctly: - blow-by of air indicates a defective sealing ring, while escaping oil points to defective scraper rings. Each of the two sealing rings consists of a four-part base ring which accommodates eight sealing segments guided by four cylindrical pins. The parts are held in place round the piston rod by means of a helical spring which is bedded in a machined groove on the outside of the base ring. Each of the five scraper rings consists of a tripartite base ring. Each ring section has two machined grooves, each designed for a pressed-in lamella with a scraping edge facing the piston rod. Scraped-off oil is led away through bores in base ring and stuffing box housing and returned to the crankcase. Like the sealing ring segments are piston rod by the spring fitted in on the base ring. rings, the scraper pressed against the action of a helical an external groove

Gaps at the ends of the ring segments and slight flattening at the ends of the curved contact surface of sealing and scraper ring segments ensure that the rings will bear against the piston rod even in worn condition.

40

PISTON AND PISTON ROD t60MC/MCE

PLATE 90201-52

PLATE 90205-30

PISTON ROD STUFFING BOX L60MC/MCE

050

42

902-2 Edition 36 Data 1 (1)

REPLACEMENT OF PISTON COMPLETE WITH STUFFING BOX

902-2

L60MC/MCE

SAFETY PRECAUTIONS <l Stopped engine Block the storting mechonism Shut off storting oir supply fc^ Engoge turning gear \^1 Shut off cooling water |X| Shut off fuel oil [53 shut ff ^"cation oil j | Lock turbochorger rotors

17, 19, 24, 30, 36

41
20-100 Nm 280-760 Nm

DATA: D-1 Piston complete "-2 Tightening torque

of piston 590 Nm

1326 kg

0-3
0-4

Telescopic pipe
Tightening torque

29 kg 50 Nm

of telescopic pipe

902-2.1

DISMANTLING OF PISTON

902-2.1

L60HC/MCE

Edition 36 Page 1 (3) 1. Turn the crosshead down far enough to give access to the piston rod stuffing box, the tightening screws for the piston rod, and to the telescopic pipe. 2. Release the stuffing box by removing the innermost screws with locking devices from the stuffing box flange. 3. Remove the screws from the piston rod. Mount the two distance pieces on the piston rod foot for protecting the lower scraper ring and for guiding the stuffing box. 4. Dismount the cylinder cover, see procedure 901-1 .1. Carefully smooth out any wear edges at the top of the cylinder liner by using a hand grinder, see procedure 903-2.1.

AA

902-2.1 Edition 36 page 2 (3)

DISMANTLING OF PISTON

5. Mount the lifting tools, for suspension of the telescopic pipe, on the pipe flange and the stuffing box. Turn the crosshead . to TDC, while checking that the guide pins of the distance pieces enter the holes in the stuffing box. Dismantle the telescopic pipe from the bend and suspend it from the frame box topplate. Note! When a piston is dismantled, never turn the engine without first dismantling the telescopic pipe from the crosshead. 6. Clean the lifting grooves of the piston crown and mount the lifting tool in such a manner that the two 'fixed1 claws of th~e tool fit into two lifting grooves of the piston. Fit the third adjusting claw of the tool to the remaining lifting groove and tighten it up against the stop of the tool. 7. Turn the crosshead down far enough to mount the protecting shield on the crosshead bearing cap.

902-2.1

DISMANTLING OF PISTON

L60MC/MCE

902-2.1 Edition 36 Page 3 (3)

Lift out and land the piston with stuffing box in the support placed beforehand over one of the openings in the platform. Place a cover over the opening for the piston rod stuffing box in the bottom of the cylinder unit. Clean, measure and recondition the cylinder liner, see procedure 903-2.1.

D-1

902-2-2 Edition 36 Page 1 2

MOUNTING OF PISTON

902-2.2

L60MC/MCE

Mount the lifting piston crown.

tool

on

the

Ensure that the stuffing box is correctly positioned over the guide pins in the distance pieces, which are mounted on the piston rod foot. Coat the 0-ring of the stuffing box with oil. Arrange the piston rings (alternately with right-hand and left-hand cuts) so that the ring gaps are staggered 180. Coat the piston rings and cylinder liner with oil.

3. Turn the crosshead to a position 45 from TDC. 4. Mount the guide ring for piston rings on the cylinder liner. Lower the piston into the cylinder liner - while guiding the piston rod foot through the cut-out in the stuffing box flange - until the piston rings are inside the liner, corresponding to the lifting tool lacking about 30 mm in landing on the guide ring.

902-2.2

MOUNTING OF PISTON

902-2.2

L60MC/MCE

Edition 36 Page 2 (3) 5. Dismount the protecting shield from the crosshead bearing cap. 6. Turn the crosshead into TDC while checking that the guide ring of the crosshead enters the centre hole in the piston rod. After turning the piston fully into TDC, unscrew the loose claw of the lifting tool and pull the lifting tool free of the lifting grooves of the piston. Remove the lifting tool and the guide ring for piston rings. 7. Release the telescopic pipe from its suspension and land it on the bend. Remove the lifting tools for the telescopic pipe.

102-2.2 Edition 36 Page 3 (3)

MOUNTING OF PISTON

902-Z.2

L60MC/MCE

8. Turn the crosshead with the piston rod and the telescopic pipe down far enough to permit tightening the screws for the telescopic pipe. Remove the distance pieces from the piston rod foot. Tighten the screws for the piston rod. See data D-2. The securing wire is to be mounted in such a way, that both parts are tightened when the screw is turned left. 9. Tighten down fing box by through the stuffing box screws. the piston rod stufmeans of the screws inner holes in the flange, and lock the

10. Smear the piston rod with molybdenum disulphide, then turn the crankshaft a couple of revolutions. Mount the cylinder cover. See procedure 901-1.2. 11. Start the engine and keep it running for approx. 15 minutes at a number of revolutions corresponding to very slow. Then stop the engine and inspect the piston rod and stuffing box.

902-2.3 L60MC/MCE

TILTING OF PISTON

902-2.3 Edition 36 Page 1 (1)

1. Lift the piston high enough to give ample room over the cylinder cover studs. Mount the clamp on the piston rod so that the distance piece of the clamp lies true against the piston. 2. Place the supporting tools on the cylinder cover studs and then lower the piston until the clamp rests on the tools. Remove the lifting tool from the piston. Hook-on the transverse piece to the crane and attach it to the clamp for tilting the piston. 3. Lift the piston to the maximum height of the crane. Run the crane athwartship and, at the same time, tiLt the piston. Keep the piston rod clear of the cylinder liner and studs while carrying out the tilting. 4. When the space conditions allow, straighten up the piston again and lead it over to the cut-out in the platform for overhauling the piston. When the piston is at a suitable height over the platform cut-out, position the piston support around the piston rod and clamp. Now lower the.piston while guiding the support to the platform cut-out. After landing the piston and ensuring that it rests correctly on the support, remove the tilting tool. Note: On engines with extremely low lifting height, use the engine room double-jib crane instead of the transverse piece.

902-3 Edition 37 Data 1 (2)

CHECKING OF PISTON AM) PISTON RINGS

902-3

L60MC/MCE

SAFETY PRECAUTIONS [__| Stopped engine p ] Block the starting mechanism [ | shut off storting air supply [ j Engage turning gear [ \ Shut off cooling water [~~| Shut off fuel oil | [ Shut off lubrication oil P | Lock turbocharger rotors

1. Check whether the piston rings are sticking or broken. If this is the case, see Volume 1 , "Operation", Section 707. 2. Take off the piston rings by means of the ring expander and measure the radial width (0-2). 3. Measure the piston ring gap (D-3). Insert the piston ring either in a new cylinder liner or in the bottom of a used cylinder liner during the measuring. 4. Clean the piston crown and check the burn-away by means of the template indicating the maximum permissible burn-away, see D-4. Check the burn-away on the whole circumference of the piston crown. 5. Clean the ring grooves and check these for burnings or other deformation. Measure the ring grooves by means of a new piston ring and feeler gauge. See D-5. Also see Volume 1, "Operation", Section 707. 6- Fit the piston rings (alternately right-hand and left-hand cuts, and with the ring gaps staggered 180) by means of the ring expander. The ring expander prevents unintended deformation of the rings.

902-3 L60MC/MCE

CHECKING OF PISTON AND PISTON RINGS

902-3 Edition 37 Data 2 (2)

1.
Piston ring grooves
Piston ring

Nominal height

Tolerance
+ 0.265 + 0.240

11 11

- 0.110 - 0.135

-D-2 H

2. Worn rings to be renewed if radial width D-2 is less than 17 mm. New piston ring D-1 = 20 mm. Worn piston ring D-2 = 17 ram. 3. Effect checking of ring gap in new cylinder or at bottom of used liner. Minimum ring gap D-3 = 4 mm. 4. Maximum permissible burn-away piston top 0-4 = 15 mm. of

D-3

Clearance in piston ring grooves: 5. Maximum vertical clearance, new piston ring and worn ring groove 0-5 = 0.70 mm. 6. Vertical clearance, new piston ring and new or reconditioned ring groove D-6 = 0.40-0.45 mm.

-5i

'902-4 Edition 49 Data 1 (D

OVERHAUL OF PISTON

9O2-4

L60MC/MCE

SAFETY PRECAUTIONS P~] Stopped engine r~ I Block the starting mechanism P J Shut off starting air supply Q J Engage turning gear I"" _J Shut off cooling water [^ Shut off fuel oil r J Shut off lubrication oil r I Lock turbocharger rotors
[913 |
24, 30, 36

O O
"

30

'

41

^ 20-100 Nm ^3280_760 Nm

2 x M 20

DATA: D-1 D-2 D-3 0-A D-5 Piston complete 1326 Piston crown 290 Piston skirt 70 Pipe far piston cooling 24 Tightening torque for piston skirt 60 D-6 Tightening torque for piston crown/rod ... 550 D-7 Tightening torque for cooling pipe 60 0-8 Test pressure 7 kg kg kg kg Nm Nm Nm bar

902-4.1

REPLACEMENT OF SEALING RING

902-4.1 Edition 49 Page 1 (1)

L60MC/MCE

1. Position the 0-rings on the floor over the hole for the support. 2. Ease the piston down so that the stuffing box is below the floor. Lift the 0-rings and mount the support. Position the 0-rings on the support.

0-7

3. Dismount the locking wire and screws in the skirt - if the skirt will not budge, free it by means of two dismounting screws. 4. Now screw the four screws in the support down until the skirt rests on the support. Dismount the old sealing rings. Pull the new rings into position and coat with a little lubricating oil. 5. Mount in the reverse order - lift the skirt up by means of the four screws on the support. Coat the screws with a mixture of oil and graphite and provide lock washers. Screw to the torque stated on the data sheet. 6. The securing wire is to be mounted in such a way, that both parts are tightened when the screw is turned left. 7. Pressure-test the piston - see Procedure 902-4.3.

D-3

REPLACEMENT OF

| | i t ion 49
age 1 (1)

COOLING OIL PIPE

|. Mount the piston.

lifting

tool

on

the

Dismount the securing wire and the innermost screws between the rod and the piston crown. Lift the piston crown away - if difficult to budge, free it by means of the four screws on the support. ,2. Dismount the screws of the cooling oil pipe flange. Mount the lifting tool and lift out the cooling oil pipe. 3. Mount in the reverse order. 4. See the data sheet for the torque for tightening of the cooling oil pipe. 5. Before mounting the piston crown, provide the piston rod with a new sealing rings coated with a little lubricating oil. 6. Coat the screws with a mixture of oil and graphite. Screw to the torque stated in the data sheet. 7. The securing wire is to be mounted in such a way, that both parts are tightened when the screw is turned left. 8. Pressure-test the Procedure 902-4.3. piston - see

902-A.3

REPLACEMENT OF PISTON CROWN AND

902-4.3 Edition 49 Page 1 (2)

L60MC/MCE

PRESSURE TESTING

The piston crown can also be replaced in the following way: NB. Tilting of the piston must only be made with the piston rod stuffing box mounted on the piston rod. 1. While the complete piston is hanging from the lifting tool, mount the collar round the piston rod so that the distance pieces of the collar obtain contact with the piston. Lower the piston so that the collar rests on the platform.

Remove the lifting tools from the top of the piston crown. Hook the engine room crane on to the lifting crossbar and hook the chains of the lifting crossbar on to the studs of the collar. 2. Lift up the piston, tilt it to the horizontal position, and land it in this position on a couple of wooden blocks. Remove the lifting crossbar and chains from the collar. Attach the lifting tool to the bottom of the piston rod foot. Hook the crane on to the lifting tool. Lift the piston clear of the wooden blocks. Then move the piston rod stuffing box up the piston rod until it contacts the collar. 3. Now place the piston in an upright position with the piston crown resting on wooden blocks. Dismount the securing wire and the innermost screws between the rod and the piston crown and when these screws are removed, lift the piston rod and land it in a horizontal position on a couple of wooden blocks.

902-4.3 Edition 49 page 2 (2)

REPLACEMENT OF PISTON CROHN AND PRESSURE-TESTING

4. Remove the screws in the skirt and mount two eye screws in the holes intended for dismounting screws. The skirt can now be lifted up and landed on a couple of planks. The piston crown can now be cleaned internally or replaced by a new one. 5. Before assembling the piston crown and piston rod, mount the guide screw in the crown. Mounting is carried out in the reverse order - however, before mounting the piston rod, insert a new sealing rings coated with a little lubricating oil. The securing wire is to be mounted in such a way that both parts are tightened when the screw is turned left. 6. Fill the piston and piston rod with lubricating oil. Mount the pressure-testing tool around the base of the piston rod. Pressure-test the piston with the pressure stated on the data sheet. Check the contact surfaces of the piston and the sealing rings for tightness. Check the piston crown for possible cracks.

D-9

Notes

902-5 Edition 43 Data 1 (2)

OVERHAUL OF PISTON ROD STUFFING BOX

902-5

L60MC/MCE

SAFETY PRECAUTIONS Q |~ Q |_ [_ [ \___ Q j Stopped engine | Block the starting mechanism | Shut off storting air supply | Engage turning gear | Shut off cooling water | Shut off fuel oil I Shut off lubrication oil | Lock turbochorger rotor*

19, 24, 19, 24,

l)ATA: D-1 Stuffing box complete....109 kg D-2 Stuffing box half 33 kg

D-3 Flange for stuffing box...14 kg

902-5

OVERHAUL OF PISTON ROD STUFFING BOX

902-5 Edition 43 Data 2 (2)

L60MC/MCE

The ring-end clearances stated apply to new rings. Uppermost scraper ring/sealing ring ^^__i Clearance at ring ends (scraper ring) Total clearance (scraper ring) Clearance at ring ends (sealing ring) Total clearance (sealing ring) Sealing rings Clearance between sealing ring section and groove Clearance at ring ends (protecting ring) Total clearance (protecting ring) Clearance at ring ends (sealing ring) Total clearance (sealing ring) yScraper rings Clearance groove between scraper ring and

Clearance at ring ends Total clearance As a general guide, it is recommended - depending on the overhauling intervals and own experience - to replace sealing rings and scraper rings when the above clearance values have changed by more than 50%. Spring for uppermost scraper ring/ sealing ring and springs for sealing rings (protecting rings/sealing rings) lg D N..Check length 609 mm LI 50 3 N..Check length 736 mm t_2...100 7 N..Check length 902 mm Springs for scraper rings Lg 0 N..Check length 592 mm L-|.--1nO 7 N..Check length 770 mm l_2...147 10 N..Check length 844 mm

902-5.1 Edition 43 Page 1 (4)

OVERHAUL OF PISTON ROD STUFFING BOX REMOVED FROM ENGINE

902-5.1

L60MC/MCE

1. Normally, overhaul of the piston rod stuffing box is carried out by routine methods in connection with dismantling (pulling) of the pistons. During overhauls the piston rests on a support placed over one of the cut-outs in the top platform. The work on the stuffing box is then carried out from the platform below. Dismantling 2. Mount eye screws in the stuffing box flange for lifting the stuffing box, and hook on two tackles. Then lift the stuffing box a little up the piston rod, and mount the worktable round the piston rod at a suitable working height. Land the stuffing box on the worktable, and remove tackles and eye screws. 3. Remove the 0-ring of the stuffing box. If the 0-ring is intact and is to be used again, move it up the piston rod and fasten it, for example, by means of tape. Remove the nuts with lock washers from the fitted bolts of the stuffing box.

902-5.1

OVERHAUL OF PISTON ROD STUFFING BOX

902-5.1 Edition 43 Page 2 (4)

L60MC/MCE

REMOVED FROM ENGINE

4. Take out the 6 fitted bolts with lock washers, and pull the stuffing box halves apart. Mount the lifting tool on one of the stuffing box halves and remove it from the worktable. 5. Press all sealing rings and scraper rings down against the worktable. Measure the clearance between the ring segments (to judge whether replacement is necessary, see Data). After measuring, dismantle and stack the rings in the same order as when fitted in the stuffing box. Clean all the ring segments carefully. Inspect and judge the surface quality of the sealing rings. If the sliding surfaces have scratches or marks, replace the rings. 6. Carry out check calibration of the springs (see Data). 7. Inspect the surface of the piston rod. If small longitudinal scratches have occurred (caused by poorly adapted stuffing box rings), smooth the piston rod surface carefully with a fine grained carborundum stone. In the case of coarse scratches, it may prove necessary to carry out machine grinding in a workshop.

8. For adaptation of new scraper rings, use a piece of emery paper (approx. 0.4 mm thick and with a grain fineness of 300), placing it tightly round the piston rod. Hold the ring segments with lamellas one by one against the emery paper, grinding by back and forth movements. This grinding is to ensure that the lamellas do not bear on the outermost 10-15 mm. Adapt the sealing ring segments in the same manner. Using blue marking paste, check that all segments have been adapted as described. 9. Clean the halves of the stuffing box housing.

902-5.1 Edition 43 Page 3 (4)

OVERHAUL OF PISTON ROD STUFFING BOX REMOVED FROM ENGINE

902-5.1

L60MC/MCE

10. Lubricate the piston rod (the area where the rings are placed) with molybdenum disulphide (MoS2). Assemble the 8-part sealing ring round the piston rod so that the two guide pins face upwards. Assemble the scraper ring round the piston rod above the sealing ring. Push the two rings together in such a manner that the guide pins in the sealing ring engage with the two holes in the scraper ring. 11. Place the spring round the segments and mount the tightening tool in the two holes in the spring ends. Tighten the tool until the two end-hooks can be secured by means of the C-shaped hook. Remove the tightening tool. Repeat this procedure for the remaining springs. 12. Assemble the two sealing ring units, (each consisting of a 4part and an 8-part ring) round the piston rod. Use the stuffing box half on the worktable to adjust the height of the assembled scraper and sealing ring units on the piston rod in such a manner that the ring units are opposite the corresponding grooves of the stuffing box housing. After this, push the stuffing box half into contact with \ the piston rod round the rings. Push the spring for the lowermost scraper ring into the corresponding groove of the stuffing box housing round the piston rod. Then push the scraper ring segments in correct order into the groove in the housing (using the groove as a guide).

902-5.1

OVERHAUL OF PISTON ROD STUFFING BOX

902-5.1 Edition 43 Page 4 (4)

L60MC/MCE

REMOVED FROM ENGINE

13. Check the ring clearance again. Then place the other half of the stuffing box housing on the worktable, pushing it into place round the rings. Mount and tighten up the fitted bolts. Mount the 0-ring in the groove of the stuffing box. 14. Mount screws and wire ropes and lift the stuffing box a little. Remove the worktable and lower the stuffing box until it rests against the distance pieces on the piston rod foot. Remove wire ropes and screws.

902-5.2 Edition 43 Page 1 (2)

OVERHAUL OF PISTON ROD STUFFING BOX INSIDE THE ENGINE

If, in the period between piston overhauls, it becomes necessary to inspect the piston rod stuffing box, this can be done according to the following procedure: 1. Turn the crosshead to about 90 from TDC. Remove the drain oil pipe and two of the innermost screws placed diametrically opposite in the flange of the stuffing box, longitudinally to the engine. Attach the pulling tool to the stuffing box, screw the stay-bolt nuts down against the collar clamp and tighten it round the piston rod. Remove all screws in the stuffing box flange. Lower the flange so as to rest on the pulling tool. 2. Turn the crosshead to BOC, thereby withdrawing the stuffing box from the crankcase topplate. 3. Mount the worktable round the piston rod between the stuffing box and the flange. Loosen the stay-bolt nuts of the pulling tool until the stuffing box rests on the table. Now screw the stay bolts out of the stuffing box housing. Leave the collar clamp on the piston rod, enabling it to position the stuffing box when remounting. For overhauling the stuffing box, see procedure 902-5.1.

902-5.2

OVERHAUL OF PISTON ROD STUFFING BOX

902-5.2 Edition 43 Page 2 (2)

L60MC/MCE

INSIDE THE ENGINE

4. Screw the stay bolts into the stuffing box housing. Remove the worktable. Turn the crosshead upwards until the stuffing box is in place in the crankcase topplate. 5. Lift the flange up against the crankcase topplate. Insert, tighten up, and lock the outer screws of the flange, as well as the inner screws except the two mentioned in point 1. 6. Dismount the pulling tool. Then insert, tighten up, and lock the last two inner screws of the flange. Mount the drain oil pipe. Smear the piston rod with molybdenum disulphide. Then turn the crankshaft a couple of revolutions. Start up the engine and keep it running for approx. a quarter of an hour at a number of revolutions corresponding to "Dead Slow". After this, stop the engine and inspect the piston rod and stuffing box.

PISTON AND PISTON ROD PANEL L60MC/MCE

P L A T E 90251-50

PLATE 90261-27

PISTON AND PISTON ROD - TOOLS L60MC/MCE

019

-020
rf\

056

903.01-24

CYLINDER LINER AND CYLINDER LUBRICATION

CYLINDER BLOCK The cylinder section of the engine consists of a number of cylinder blocks, which are tightened together with the engine frame and the bedplate by means of through-going stay bolts. The cylinder blocks are tightened together in the vertical joints. Two central bores, one at the top and one half-way down inside the cylinder block, enclose the cylinder liner. The upper part of the cylinder block forms part of the cooling water space around the central part of the cylinder liner, whereas the lower part forms the scavenge air space. A central bore in the bottom of the cylinder block encloses the piston rod stuffing box. The bottom is double with a hollow space through which cooling water is circulated. On the exhaust side of the cylinder block there is a circular opening leading into the longitudinal scavenge air receiver of the engine. Furthermore, there is an inlet pipe for cooling and lubricating oil. The cylinder block is provided with cleaning and inspection covers for the cooling water and scavenge air spaces. The water continues from the upper part of the cooling jacket through water connections to the cylinder cover. The cooling jacket is furthermore provided with bores through which the cylinder cover studs are fitted. The cylinder liner is tightened against the top of the cylinder block by the cylinder cover and is guided by the bore half-way down inside the block, so that it can expand freely downwards when heated during the running of the engine. Sealing against leakage of cooling water and scavenge air is obtained by means of four silicone rubber rings located in machined grooves in the guide of the cylinder liner, - two for cooling water and two for scavenge air. The part of the cylinder liner which is uppermost in the scavenge air space of the cylinder block is provided with a number of scavenge air ports, which are uncovered by the piston when this is in its bottom position. The scavenge air ports are bored at an obligue angle to the axis of the cylinder liner so as to give the scavenge air a rotary movement in the cylinder. In the free part of the cylinder liner, between the cooling water and scavenge air spaces, there are a number of bores with non-return valves for supply of lubricating oil to the cylinder. On the working face of the cylinder the bores are connected to zigzagging lubricating grooves to ensure an even distribution of the oil.

CYLINDER LINER The upper part of the cylinder liner is surrounded by a cooling jacket between the cylinder cover and !.he cylinder block. The cooling water is led through water transitions from the cylinder block to the lower part of the cooling jacket. The cooling jacket seals tight by means of two rubber rings located in machined grooves in the cylinder liner.

903.02-24

CYLINDER LUBRICATORS Plate 90305 Each cylinder block is fitted with a cylinder lubricator incorporating a number of oil pumps, corresponding to the number of lubricating orifices in the cylinder liner. The lubricators are inter-connected by means of shafts with couplings which are rigid in the direction of rotation. The lubricators are driven through a chain transmission from the intermediate wheel in the camshaft chain drive. Regarding the cylinder lubricators proper, reference is made to the special instruction manuals supplied.

CYLINDER FRAME

PLATE 90301-45

71

90302 42

C Y L I N D E R L I N E R AND C O O L I N G J A C K E T

L60MC/MCE

058-

IL.JIMU1UIIBR I C A T O R DRIVE L60MC/MCE

PLATE 90305-21

017

282

Notes

74

903-2 Edition 32 Data 1 (1)

INSPECTION, MEASURING AND RECONDITIONING OF CYLINDER LINER

903-2

L60MC/MCE

SAFETY PRECAUTIONS L^Q Stopped engine LP^ Block the starting mechanism [^^] Shut off storting air supply r^yl Engage turning gear L^l Shut off cooling water [X[ Shut off fuel oil C'*'*] Shut off lubrication oil I | Lock turbocharger rotors

DATA-

Cylinder diameter, new

.600 mm +0.11

Cylinder liner should be renewed if wear exceeds 0.4-0.8SS of the cylinder diameter.

903-2 L60MC/MCE

INSPECTION, tCASURING AND RECONDITIONING OF CYLINDER LINER

903-2 Edition 32 Page 1 (1)

1. Dismount the cylinder cover and piston, see 901-1.1 and 902-2.1. Ciean the cylinder liner and scavenge air ports. 2. Position the measuring tool for measuring cylinder liner. Measure the cylinder liner according to the points indicated on the measuring tool. Take measurements in fore-and-aft and athwartship directions (see data). 3. Check the condition of the cylinder liner and assess according to the description in Vol. 1, Section 706. Carefully grind away any scores or marks on (or wear edge in the bottom of) the cylinder liner running surface by means of a grinding stone. Check the lubricating points of the cylinder by manually pumping cylinder oil to each individual lubricating point. Clean any blocked lubricating duct. Mount the piston and cylinder cover, see 902-2.2 and 901-1.2.

903-3 Edition 40 Data 1 (1)

REPLACEMENT OF CYLINDER LINER/ COOLING 3ACKET

903-3

L60MC/MCE

SAFETY PRECAUTIONS ]^^j Stopped engine pX^I Block the storting mechanism JX^I Shut off starting air supply |^%| Engage turning gear l^^l Shut off cooling water IX) Shut off fuel o!l l^Nl Shut off lubrication oil | | Lock turbochorger rotori

DATA:

D-1 Cylinder liner, complete..2105 kg D-2 Cooling jacket 360 kg D-3 Screwing-in torque for cyl.
cover studs ..750 75 Mm

REPLACEMENT OF CYLINDER LINER, L60MC/MCE COMPLETE

903-3.1 Edition 40 Page 1 (2)

Dismount the cylinder cover, see procedure 901-1.1. Turn down the piston far enough to make it possible to grind away the wear edges at the top of the liner by means of a hand-grinder, see procedure 903-2.1. Dismount the 902-2.1. piston, see procedure

Disconnect - at the non-return valves the oil pipes leading from the cylinder lubricator to the non-return valves. Screw off the six non-return valves. Remove the lowest chains of the lifting tool for the cylinder cover and attach the hooks of the lifting tool (on the short chains) to the four lifting screws of the cooling jacket. Lift the cylinder liner with cooling jacket from the cylinder frame by means of the crane. Land the cylinder liner vertically on, for instance, a couple of planks. (See 903-3.2 for replacement of the cooling jacket. ) Clean the cylinder frame internally, taking special care with the contact surfaces for the cylinder liner at the top of the cylinder frame and at the bottom where the sealing rings are fitted. These two places provide sealing for the cooling water.

903-5.1 Edition 40 Page 2 (2)

REPLACEMENT OF CYLINDER LINER, COMPLETE

903-3.1

L60MC/MCE

Clean the new cylinder liner, removing the protecting layer of grease, and mount new sealing rings. Check that the water connections have been provided with new packings and 0rings. Coat the sealing rings with a little grease. The joint surfaces, cylinder frame/cylinder liner, shall be quite clean and the relief turning in the contact surfaces of the cylinder liner shall be filled up with joint paste (to prevent corrosion). Hook the lifting tool in the cooling jacket lifting screws and lift the jacket into position in the cylinder frame, with the marking scratch on the camshaft side, and guiding the jacket in accordance with the water connections. It may be necessary to loosen the water connections in order to ease the guiding, but these shall be tightened again as soon as the cylinder liner is correctly positioned. The six non-return valves for cylinder lubrication shall be mounted in the bores of the liner. Screw the pipes from the lubricator on to the non-return valves, but do not tighten. Vent the cylinder lubricating system by manually pumping each individual pipe through until oil comes out, without air bubbles, from the union pipe/non-return valve. When this is in order, tighten the pipes firmly on the non-return valves and again pump manually until it is certain that each individual lubricating point functions correctly. Mount the piston and cylinder cover, see 902-2.2 and 901-1.2.

D-1

903-3.2 L6flMC/MCt:

REPLACEMENT OF COXING JACKET

903-3.2 Edition 40 Page 1 (21

The cooling jacket can be replaced both with dismounted and with mounted cylinder liner. In the following the latter situation will be described. 1. Dismount the cylinder cover, see procedure 901-1.1. Loosen the cooling water connections. Dismount the screws and the four retainers which fix the cooling jacket to the cylinder liner. Mount the four lifting screws in the cooling jacket. 2. Attach the crane to the lifting tool. Hook on the lifting tool to the four lifting screws in the cooling jacket and lift it away. Place it on a couple of wooden blocks. Remove and discard the two sealing rings from the cylinder liner and clean it carefully. 3. Provide the cylinder liner with new sealing rings and lubricate them with oil. 4. Thoroughly clean the inside of the cooling jacket. Provide the pipe sections for cooling water connections with new 0-rings lubricated with oil.

903-3.2 Edition 40 Page 2 (2)

REPLACEMENT OF COOLING JACKET

5. Attach the lifting tool and lift the cooling jacket into position marking scratches jacket/cylinder liner must coincide (camshaft side). Tighten the flanges of the water connections. 6. Mount the four retainers with screws for assembly of cooling jacket/cylinder liner and tighten screws. Remove the four lifting from the cooling jacket. 7. Mount the 901-1.2. cylinder screws see

cover,

903-3.3

TRANSPORTATION OF CYLINDER LINER

903-3.3 Edition 40 Page 1 (1)

L60MC/MCE

The lifting collar clamp is used for transportation of the cylinder liner. The collar clamp is mounted as shown. Note: The collar clamp must not be used without the cooling jacket mounted, as this would disturb the balance of the cylinder liner.

903-3.4 Edition 40 Page 1 (3)

REPLACEMENT OF CYL. LINER WITH LOW LIFTING HEIGHT

903-3.4 L60MCACE

1. Dismount cylinder cover and piston, see 901-1.1 and 902-2.1. Drain off cooling water from cylinder block. 2. Take off the oil pipes connecting cylinder lubricator with nonreturn valves of cylinder liner. Unscrew non-return valves. Loosen the cooling water transitions. Mount the four lifting screws in the cooling jacket. 3. Hook on the lifting tool to the lifting screws in the cooling jacket. Lift cylinder liner with cooling jacket out of the cylinder block, using the crane.

REPLACEMENT OF CYL. LINER WTH L60MC/MCE

LOW LIFTING HEIGHT 4. Mount the collar liner. Place supports cover studs.

903-3.4

Edition 40
Page 2 (3)

ring

on

the

on the cylinder

Lower the liner so that the collar ring rests on the supports. Hook the cranes on to the collar ring and lift the liner sufficiently so that the supports can be removed. Remove the necessary number of cylinder cover studs. Lift the liner as high as possible and guide the cranes towards the manoeuvring side. 6. Land the cylinder couple of planks. liner on

7. Clean the cylinder block carefully inside. Mount new sealing rings on the new cylinder liner, apply a little lubricating oil on the rings. Mount new 0-rings on the sleeves for the cooling water transitions, after applying a little lubricating oil on the rings.

84

903-3.4

REPLACEMENT OF CYL.

903-3.4

Edition 40 Page 3 (3)

LINER WITH LOW LIFTING HEIGHT

L60MC/MCE

8. Mount the lifting tool and collar ring on the liner. Hook on the cranes in the collar ring and lift the liner into position. 9. Mount the cylinder cover studs previously removed. Ascertain that the threads of the cylinder cover studs are below the upper edge of the cylinder frame. 10. Place the supports on the cylinder cover studs and land the collar ring on them. Hook one of the cranes on the lifting tool and lift the liner sufficiently high so that the supports and collar ring can be removed. Lower the liner into position. Tighten the water connection. Remove the lifting tool. Remove the four lifting screws from the cooling jacket. Note: On engines with extremely low lifting height, use the engine room doublejib crane instead of the tie-bars and transverse piece.

D-3

903-4 Edition 25 Data 1 (1)

CHECKING AND ADJUSTMENT OF CYL. LUBRICATORS

903-4

L60MC/MCE

SAFETY PRECAUTIONS I | | I | | I | | Stopped engine | Block the starting mechanism [ Shut off storting air supply I Engoge turning gear ] Shut off cooling water | Shut off fuel oil | Shut off lubrication oil I Lock turbocharger rotors

CONTROL OF LUBRICATORS Piston cytifK**' I in TDC: Check for each lubricator that the mark -A" for PUMP 'STROKE FINISHED" it off the I for corresponding cylinder number.

Lubricator: See separate instructions for the make and type fitted. The guiding cylinder oil feed rate is 0.5 g/BHPh. For L60MC, the guiding oil consumption per cylinder is 25 kg/24 hours, corresponding to 26.5 litres/24 hours at 111 r/min and nominal MCR. For L60MCE, the guiding oil consumption per cylinder is 22 kg/24 hours, corresponding to 23.5 litres/24 hours at 111 r/min and nominal MCR. For further information on oil feed rates for MCR points other than nominal, for running-in, for part load operation, as well as details on oil types, see Volume I "OPERATION". CHECKING OF LUBRICATOR SETTING: 1. Turn piston of cylinder 1 to TDC. 2. Place the checking template on all lubricators in succession, and check that one of the two marks "A" on the lubricator scale is opposite the relevant cylinder number on the checking template. The marks "A" indicate pump stroke finished for the cylinder lubricator. Timing of cylinder oil admission: See the "ADJUSTMENT" sheet at the end of Volume 1 "OPERATION". If the couplings between the cylinder lubricators have been loosened (e.g. for reasons of adjustment), their screws must be retightened with a torque spanner to 60 Mm.

86

CYLINDER LINER - T O O L S

P L A T E 90361-20

L60MC/MCE

012

87

Notes

88

904.01-20

CROSSHEAD WITH CONNECTING ROD

The crosshead is designed as a centre part with a bearing journal fitted at each end, on which the guide shoes are fitted floating. The centre part of the crosshead is designed as a bearing journal which is housed in the crosshead bearing. The crosshead bearing cap is provided with a cut-out for assembling the piston rod with the crosshead. The crosshead bearing is equipped with bearing shells, which are lined with a white metal layer. The piston rod fits into a groove in the top of the crosshead and is secured by means of four screws. A bracket on the crosshead, fitted between the crosshead shoe and the crosshead bearing, supports the telescopic pipe which supplies lubricating and cooling oil to the crosshead, crankpin and piston. The outlet pipe for piston cooling oil is fitted to the opposite end of the crosshead. The outlet pipe slides within a slotted pipe inside the engine frame, and from there the oil is led through a control device for each cylinder for checking of the temperature and flow before the oil is passed on to the double-bottom tank. The crosshead block is provided with bores for distributing the oil supplied through the telescopic pipe, partly as cooling oil for the piston, partly as lubricating oil for the crosshead bearing and guide shoes and - through a bore in the connecting rod - for lubrication of the crankpin bearing. The central bore and the two sliding faces of the crosshead shoes are all lined with cast-on white metal. A stop screw is fitted at the bottom of the central bore. The crosshead shoes

are guided by crosshead guides in the engine frame and by guide strips secured to the crosshead shoes proper. The crosshead bearing is tightened together by means of four studs and nuts, secured with penn locking devices. The crankpin bearing is fitted with bearing shells lined with white metal and assembled in the same manner as the crosshead bearing. Both the crosshead bearing shells and the crankpin bearing shells are retained in position by means of discs fitted in corresponding bores in the bearing housings.

89

PLATE 90401-38

CONNECTING ROD L60MC/MCE

90

904-2 Edition 33 Data 1 (1)

CROSSHEAD BEARINGS

904-2

L60MC/MCE

SAFETY PRECAUTIONS Lx^l Stopped engine

|^<3 Block the starting mechonisn

E>^] Shut off starting air supply |^\] Engage turning gear I | Shut off cooling water | j Shut off fuel o!l >^ Shut off lubrication oil f | Lock turbocharger rotors

2 x M20 2 x M24 2 x M30

2 x 2000 kg

DATA: D-1 Clearance in crosshead bearing cap

Max Min
D-2 Crosshead bearing bolt

0.45 mm 0.30 mm
10 kg

D-3 Crosshead bearing cap

D-4 Crosshead complete D-5 Guide shoe

513 kg
1500 kg 200 kg

D-6 Bearing shell, upper

D-7 Bearing shell, lower

43 kg
57 kg

D-8 Telescopic pipe

22 kg

D-9 Hydraulic dismantling pressure s . .900 bar Hydraulic tightening pressure 900-990 bar

91

904-2.1

CHECKING OF CROSSHEAD BEARING CLEARANCE

L60MC/MCE

904-2.1 Edition 33 Page 1 (1)

1. Open the crankcase door opposite the cylinder concerned. 2. Turn the crosshead BDC. concerned to

3. Measure the clearance in the crosshead bearings by means of a feeler gauge, which is to be applied at the top of the upper bearing shell. 4. The clearances indicated in the Data sheet must be observed. In the event of any discrepancy between the measurements stated and those actually found, the crosshead bearing must be disassembled for inspection, see Section 904-2.2. 5. For further external inspection of the crosshead bearing, see Section 707 "Bearings" in the instruction book, Volume 1 "OPERATION". 6. 0.2 and 0.5 mm undersize bearing shells are available as spares.

904-2.2 Edition 33 Page 1 (3)

INSPECTION OF CROSSHEAD JOURNAL AND BEARINGS

904-2.2

L60MC/MCE

1. Turn the crosshead to give access to nuts on the piston head bearing cap scopic pipe.

down the rod, and

far enough screws and the crossthe tele-

2. Mount four eye screws in the frame box topplate in the athwartship direction for suspending the piston and crosshead bearing cap. Suspend two chains from the two inner eye screws in the frame box topplate. 3. Remove the four tightening screws from the piston rod and fit two eye screws in the piston rod foot. 4. Loosen and remove the lock nuts from the crosshead bolts and mount the supports and the hydraulic jacks for loosening the nuts on the crossjiead bearing cap (for operation of the hydraulic tools, see section 913). Remove the hydraulic jacks and unscrew the nuts. Mount a lifting eye screw on each side of the bearing cap.

93

904-2.2

INSPECTION OF CROSSHEAD JOURNAL

904-2.2 Edition 33 Page 2 (3)

L60MC/MCE

AND BEARINGS

5. Loosen the four screws which tighten the telescopic pipe to the bend. See procedure 902-2. Note: When a piston is dismantled, never turn the engine without first dismantling the telescopic pipe from the crosshead. j. Turn the crosshead to TDC. Hook the ends of the chains to the lifting eye screws in the piston rod. Turn the crosshead downward and the piston rod will remain suspended from the two chains. ?. Turn the crosshead to B.D.C. Suspend two tackles from the two outer eye screws in the frame box topplate in the athwartship direction. Hook on the tackles to the eye screws in the crosshead bearing cap and raise it to a position in which it is possible to check the upper bearing shell and the upper part of the journal. 3. Lower the bearing cap onto the crosshead and remove the tackles. Turn the crosshead upwards until the piston rod lands on the crosshead. Ensure that the guide in the crosshead fits correctly in the centre hole of the piston rod. Remove the chains and eye screws. Mount the four screws in the piston rod, but do not tighten.

D-3

94

904-2.2 Edition 33 Page 3 (3)

INSPECTION OF CROSSHEAD JOURNAL AND BEARINGS

904-2.2

L60MC/MCE

9. Mount the chains for suspending the crosshead in the frame box topplate in the fore-and-aft direction.
Mount an eye screw in each guide shoe.

Turn to TDC and hook on chains to the eye screws.

the

10. Mount fittings for fixing of the connecting rod on the head of the connecting rod. Fasten tackles to the fixed mountings on the frame box wall and attach the tackle hooks to the mentioned mountings. Haul the tackles tight. 11. Turn the crankthrow toward 8DC while "following" with the tackles, thus continuously supporting the connecting rod. 12. With the crosshead suspended from the chains, check the lower part of the crosshead journal and the bearing shell. Regarding checking of journal and bearing shells, see Volume I "Operation", Section 707, Bearings. For replacement of the bearing shells, proceed as instructed on page 904-2.3. 13. After assembling the crosshead, piston rod and telescopic pipe, remove all eye screws, lifting fittings, supports and tackles. Self-locking once. nuts may only be used

95

904-2.3 L60MC/MCE

REPLACEMENT OF CROSSHEAD BEARING SHELLS

904-2.3 Edition 33 Page 1 (2)

1. Follow procedure 904-2.2, points 1, 2 , 3, 4 and 6. 2. Turn the crosshead to BDC. Suspend two tackles from the two outer eye screws in the frame box topplate in the athwartship direction. Hook on the tackles to the eye screws in the bearing cap and lift it up and out of the engine. Land the cap on a couple of wooden planks on the platform. 3. Place the bearing cap on one side, dismount the bearing shell locking screws and exchange the bearing shell with a new one. 4. Lift the bearing cap with the new shell into the crankcase and place it over the crosshead. Turn the crosshead upwards until the piston rod lands on the crosshead. Ensure that the guide in the crosshead fits correctly in the centre hole of the piston rod. Remove the chains and eye screws. Mount the four screws in the piston rod, but do not tighten.

D-6

96

904-2.3 Edition 33 Page 2 (2)

REPLACEMENT OF CROSSHEAD BEARING SHELLS

5. Mount the chains for suspending the crosshead in the frame box topplate in the fore-and-aft direction. Mount an eye screw in each guide shoe. Turn to TDC and hook on the chains to the eye screws. 6. Mount fittings for fixing of the connecting rod on the head of the connecting rod. Fasten tackles to the fixing mountings on the frame box wall and attach the tackle hooks to the mentioned mountings. Haul the tackles tight. Turn the crankthrow toward BDC while "following" with the tackles, thus continuously supporting the connecting rod. Tilt the connecting rod towards the opening in the manoeuvring side by means of the tackles. 7. Dismount the locking screws for the lower bearing shells. Then turn the bearing shells so far up that eye screws can be mounted. Lift the bearing shells out of the engine. Mount new bearing shells in the bearing housings and assemble the parts in the reverse order to disassembling. The excess height X is to ensure correct tightening-down of the bearing shell and MUST NOT be eliminated.

97

904-5 Edition 46

CHECKING OF RECIPROCATING PARTS

904-5 L60MC/HCE

Data 1 (3)

SAFETY PRECAUTIONS [__ ] Stopped engine | ] Block the starting mechanism [^ ^ Shut off starting air supply | | Engage turning gear j | Shut off cooling water | | Shut off fuel oil | | Shut off lubrication oil | ( Lock turbocharger rotors

98

904-5

CHECKING OF RECIPROCATING PARTS

L60MC/MCE

904-5 Edition 46 Data 2 (3)

Exhaust side

Fore

Camshaft side

DATA: Acceptance criteria with centre (F-A direction). piston in

N: New and cold engine with staybolts tightened (less than 100 running hours). 0: Engine in service. Measuring points
PF + PA

value Nmax Omax

mm
0.7 2.0

N
E + G H + F 3 L K M + + + + X Y X Y
"I

max min

0.55 0.2

Omax

0.8
0.8 0.5

max min

Omax Omax

1 .0

QF + QA

0.8

In order to achieve a stabile measuring on board, the trim must be kept inside 0.5.

99

904-5 Edition 46 Data ~!> (!>}

CHECKING OF RECIPROCATING PARTS

904-5
L60MC/MCE

Exhaust side

Fore

Shrunk type
100

Solide type

CHECKING OF RECIPROCATING PARTS

904-5 Edition 46 Page 1 (1)

1. Turn the crankshaft in ASTERN direction to approx. 45 after CDC (Position 1). The crosshead shoes are now to rest against the AHEAD guides. 2. The centering of the piston in the cylinder is measured (from the scavenge air space by means of a long feeler gauge) between the piston skirt and the cylinder liner in the "Fore" and "Aft" positions (PF-PA). Make sure that the piston is clear of the cylinder liner in fore-and-aft direction. 3. Check that the guide shoes are in contact with the guides both at the top "G" and at the bottom "H". Then measure the clearance between the opposite guide shoes and guide at the top "E" and the bottom "F". 4. Measure the clearance between the guide shoes and the crosshead (X and Y). Measure the clearance between the guide strips and guides (3, K, L and M). The clearance, calculated as 0+X, K+X, L+Y and M+Y, is adjusted by the insertion of shims so that it is symmetrical in relation to the clearance between the piston skirt and the cylinder liner. Parallelity between the guide strip and guide is to be kept within a tolerance of 0.1 mm. 5. Check the clearance between the crosshead and the connecting rod (OF and QA). 6. It is recommended to note down the measured results to be able to ascertain possible later changes.

I01

904-6 Edition 36 Data 1 (1)

CHECKING, INSPECTION AND REPLACEMENT OF CRANKPIN BEARING

904-6

L60MC/MCE

SAFETY PRECAUTIONS l^^] Stopped engine &^\ Block the starting mechanism |^^| Shut off starting air supply |^^| Engage turning gear | I Shut off cooling water | | Shut off fuel oil IX] Shut off lubrication oil | I Lock turbocharger rotors

2 x 1 m

! x 3m

2 x 5 m - 1800 kg

2 x 2000 kg
2 x M24 2 x M30

DATA: D-1 Clearances in crankpin bearing

max

0.32 mm

2 mln
max
min

0.30 mm 0.52 mm
0.30 mm

D-2 Connecting rod stud

D-3 Crankpin bearing cap D-4 Crankpin bearing shell... D-5 Crankpin bearing cap -tshell + connecting rod studs

10 kg
273 kg 26 kg

337 kg

D-6 Hydraulic dismantling pressure 900-990 bar Hydraulic tightening pressure .. 900 bar

102

904-6

CHECKING, INSPECTION AND REPLACEMENT OF

904-6 Edition 36 Page 1 (4)

L60MC/MCE

CRANKPIN BEARING

1. Turn the crank to BDC. 2. Check the clearance in the crankpin bearing by means of a feeler gauge, see Data Sheet. Measure the clearance at the bottom of the bearing in both sides. 3. If the clearance is not within the limits stated on the Data Sheet, proceed as follows: Mount two eye screws in the crankcase topplate in the two outer screw holes in the athwartship direction and hang up two tackles. 4. Turn the crank to TDC. Mount eye screws in each side of the lower bearing cap, hook on the tackles and haul taut. Loosen and remove the lock nuts. By means of the hydraulic jacks, loosen the nuts of the crankpin bearing bolts, (for operation of the hydraulic jacks, see Section 913). Remove the nuts.

103

904-6 Edition 36 Page 2 (4)

CHECKING, INSPECTION AND REPLACEMENT OF CRANKPIN BEARING

904-6

L60MC/MCE

5. Lower the bearing cap and land it in the oil pan. Be careful that the studs do not damage the crankpin journal. 6. Place the bearing cap on one side, dismount the bearing shell locking screws and exchange the bearing shell with a new one. 7. Mount the chains for suspending the crosshead in the frame box topplate in the fore-and-aft direction. Mount an eye screw in each guide shoe. Turn to TDC and hook on the chains to the eye screws. 8. Mount two eye screws, one in each side of the connecting rod. Mount fittings for fixing of the connecting rod at the lower end, one on each side. Fasten two tackles to the fixed mountings on the frame box wall and attach the tackle hooks to the mentioned mountings. Haul the tackles tight.

D-5

D-3

104

904-6 L60C/MCE

CHECKING, INSPECTION AND REPLACEMENT OF CRANKPIN BEARING

904-6

Edition 36 Page 3 (4)

9. Carefully turn down the crank while "following" with the tackles until the crosshead with the piston rod rests on the supports. Continue to turn the crankshaft, follow up with the tackles, making sure that the upper bearing comes completely clear of the recess in the crankshaft when the parts begin to "separate". Continue turning the crankshaft until the bearing surface can be freely inspected. Inspect the bearing surface and crankpin journal. 10. If it is necessary to replace the bearing shell, proceed as follows: Turn the crankshaft to BDC. Release the tackles so that the connecting rod is hanging freely.

105

904-6 Edition 36 Page 4 (4)

CHECKING, INSPECTION AND REPLACEMENT OF CRANKPIN BEARING

904-6

L60MC/MCE

11. Remove the stop screws from the lower side of the guide shoes and mount eye screws instead. Remove the tackles from the fixed mountings on the frame box wall and hook them on to the eye screws in the guide shoes. 12. Hook the tackles on to the lifting tool for the crankpin shell. Mount the tool on the bearing shell in the connecting rod by means of the tackles and haul taut. 13. Dismount the bearing shell locking screws. Lower the lifting tool with the bearing shell by means of the tackles. 14. Replace the bearing shell by a new one, coat the bearing surface and journal with clean lubricating oil. Mount the parts in the reverse order to dismantling. The excess height X is to ensure correct tightening-down of the bearing shell and MUST NOT be eliminated. 0.2 and 0.5 mm undersize bearing shells are available as spares.

904-7

Edition 35 Data 1 (1)

DISMANTLING/MOUNTING OF CONNECTING ROD

SAFETY PRECAUTIONS |^^| Stopped engine [^^] Block the starting mechanism [^^J Shut off starting air supply ^S] Engage turning gear [ ( Shut off cooling water [| Shut off fuel oil [^^l Shut off lubrication oil | | Lock turbochorger rotors

24. 30. 36

2 x 2000 kg 2 x 3000 kg

2 x M24 2 x M30 20-100 Nm 280-760 Nm

500 kg

DATA: D-1 Hydraulic dismantling pressure 900/990 bar Hydraulic tightening pressure 900 bar D-2 Connecting rod D-3 Crankpin bearing cap D-4 Tightening torque telescopic pipe 2020 kg 337 kg 50 Nm

D-5 Tightening torque cooling oil outlet pipe.. 100 Nm D-6 Screwing-in torque crosshead bearing studs.. 320 Nm

107

904-7

DISMANTLING/MOUNTING OF CONNECTING ROD

904-7 Edition 35 Page 1 (5)

L60MC/MCE

1. Turn the crosshead down far enough to give access to the nuts on the crosshead bearing cap. Mount two eye screws in the frame box topplate in the athwartship direction and suspend two tackles. 2. Loosen and remove the lock nuts from the crosshead bolts and mount the supports and the hydraulic jacks for loosening the nuts on the crosshead bearing cap (for operation of the hydraulic tools, see Section 913). Remove the hydraulic jacks and unscrew the nuts. 3. Turn the crosshead to TDC. Mount two eye screws in the crankpin bearing cap, hook the tackles on and haul taut. Loosen and remove the lock nuts of the crankpin bearing bolts, fit the hydraulic jacks and loosen the nuts. Remove the hydraulic jacks, unscrew the nuts. Lower the bearing cap and land it in the oil pan. Be careful that the studs do not damage the crankpin journal. Place the bearing cap on one side.

108

904-7 Edition 35 Page 2 (5)

DISMANTLING/MOUNTING OF CONNECTING ROD

904-7

L60MC/MCE

4. Mount the chains for suspending the crosshead in the frame box topplate in the fore-and-aft direction. Mount an eye screw in each guide shoe. Turn to TDC and hook on the chains to the eye screws. Mount fittings for fixing of the connecting rod on the head of the connecting rod. Fasten tackles to the fixed mountings A and B on the frame box wall and attach the tackle hooks to the mentioned mountings. Haul the tackles tight. Mount a fitting in the crankpin end of the connecting rod, on the exhaust side. 5. Turn the crankthrow towards BDC while "following" with the tackles, thus continuously supporting the connecting rod. The crosshead, together with the piston and the crosshead bearing cap, is now suspended from the chains. Turn the crankthrow to 45 before BDC. Remove the tackle from the lifting fitting B. 6. Remove the four studs from the connecting rod and, by means of the tackle from the lifting fitting A, tilt the connecting rod towards the manoeuvring side until the connecting rod is leaning out of the doorway. Attach a tackle to the fixed mounting C on the frame box wall and connect the tackle hook to the lifting mounting at the lower end of the connecting rod.

109

904-7

DISMANTLING/MOUNTING OF CONNECTING ROD

904-7 Edition 35 Page 3 (5)

L60MC/MCE

7. Turn the crank carefully upwards while "following" with the tackles, guiding the head of the connecting rod out of the doorway. Remove the floor chequer plate for the pertaining cylinder. Place a wire rope round the connecting rod, hook on the engine room crane and haul taut. 8. Remove the tackle from the lifting fitting B. Continue turning upwards till about 30 after TDC while "following" with the tackle and the engine room crane. 9. Then lift the connecting rod out of the engine by means of the engine room crane and the tackle.

110

904-7

DISMANTLING/MOUNTING OF CONNECTING ROD

904-7

Edition 35 Page 4 (5)

L60MC/MCE

Provide the connecting rod with the same lifting attachments as stated under dismantling. Turn the engine towards the manoeuvring side to the same position as when dismantling. By means of the engine room crane, together with the internal tackles A and C, lift the connecting rod into the engine. Carefully guide the connecting rod down over the crankpin. Turn the crank downwards, while guiding the connecting rod. Remove the tackle' C from the lower end and hook on the tackle from A to the head of the connecting rod. Continue turning downwards to 45 before BDC. Raise the connecting rod to vertical position, hook on the tackle from the lifting fitting B. Mount the four crosshead bearing studs in the upper end of the connecting rod. See Data D-6. Turn the crankshaft carefully towards TDC guiding the connecting rod/crosshead together by means of the tackles. Remove the tackles and eye screws from the guide shoes, the tackles and lifting attachments from the connecting rod, and the lifting tool from the crosshead. Mount the lower bearing cap in reverse order to dismounting, using the tightening pressure stated in Data. (For mounting of crankpin bearing, see also 904-6). Remove the supports from the web plates. Mount the telescopic Data. pipe, see

Ill

904-7 L60MC/MCE

DISMANTLING/MOUNTING OF CONNECTING ROD

904-7 Edition 35 Page 5 (5)

Turn to BDC and mount the nuts. Tighten the nuts by means of the hydraulic tool, using the pressure stated in Data. Mount and secure the lock nuts. Mount the cooling pipe, see Data. oil outlet

112

C O N N F . C 1 I N G R O D A N D C R O S S H E A D PANEL

P L A T E 90451 75

M3

P L A T E 90461-21

C O N N E C T I N G ROD - TOOLS

114

C O N N E C T I N G ROD - TOOLS

PLATE 90462-01

L60MC/MCE

047

059

I15

Notes

116

905.01-19

CRANKSHAFT, THRUST BEARING AND TURNING GEAR

CRANKSHAFT Plate 90501 The crankshaft is semi-built, i.e. the parts are either shrunk or welded together. The main bearings are lubricated via a main lubricating oil pipe that branches off to the individual bearings, whereas oil for lubricating the crankpin bearings is supplied from the crossheads through bores in the connecting rods. At the aftmost end of the crankshaft a turning wheel is fitted. Furthermore, the crankshaft is provided with a thrust collar, on which also a chain wheel for the camshaft drive is fitted. THRUST BEARING Plate 90505 The thrust bearing serves the purpose of transmitting the axial thrust of the propeller through propeller shaft and intermediate shafts to the ship's hull. The thrust bearing is incorporated in the aftermost part of the engine bedplate. The crankshaft is provided with a thrust collar which transmits the thrust to a number of segments mounted in a thrust shoe on either side of the thrust collar. The thrust shoes rest on surfaces in the thrust bearing housing and are held in place by means of two crossbars. The segments have white metal cast on the wearing faces against the thrust collar. The thrust bearing is lubricated from the pressure lubrication system of the engine and is eguipped with control and alarm eguipment which begins functioning should the oil temperature in the bearing rise or the oil pressure fall. TURNING GEAR Plate 90510 The turning gear is attached to the engine bedplate and is driven by an electric geared motor incorporating a disc brake. Through a worm gearing and a planetary aearing, the geared motor drives a horizontal shaft equipped with a gear wheel which can be axially displaced by means of a hand wheel, so as to engage with the turning wheel of the engine. The turning gear is provided with a safety arrangement consisting of a lever which is to be lifted and locked in its top position before the gear wheel of the turning qear can be made to engage with the turning wheel. Immediately this arm is lifted, a valve inserted in the starting air system of the engine is actuated, thus preventing starting air from being supplied to the engine as long as the turning gear is in the engaged position. When the safety lever is in its bottom position, it prevents the qear wheel of the turning gear from engaging with the turning wheel. During any dismantling of working parts of the engine, the turning gear must be in the engaged position in order to prevent outside forces from turning the engine, thus causing injuries to personnel or damage to the machinery. The turning gear must be in the disengaged position during pressure testing of starting valves, as a leaky valve may cause the engine to rotate, and damage the turning gear.

H7

P L A T E 90501-54

CRANKSHAFT L60MC/MCE

THRUST B E A R I N G L60MC/MCE

P L A T E 90505-32

074

119

PLATE 90510-30

TURNING GEAR L60MC/MCE

120

905-1 Edition 11 Data 1 (1)

CHECKING DEFLECTION OF CRANKSHAFT

905-1

L-MC/MCE

SAFETY PRECAUTIONS IPO Stopped engine fc^l Block the starting mechanijm l^^l Shut off starting air supply l^^J Engage turning gear I | Shut off cooling water | | Shut off fuel oil [^^] Shut off lubrication oil I | Lock turbocharger rotors

For measuring and evaluation, see also Chapter 7Q8 in Volume I "OPERATION".

121

905-1

CHECKING DEFLECTION OF CRANKSHAFT

905-1 Edition 11 Page 1 (1)

L-MC/MCE

1 . Place a dial gauge opposite the crank pin on the port side, and set the pointer to zero. 2. Read the dial gauge at the following points: X-S-T-P'-Y 1/2 (X + Y) = Z 3. "Closing" of the crank web is considered as negative. Refer to the instruction book, "OPERATION" Volume I, Chapter 708.

122

905-2 Edition 28 Data 1 (1)

CHECKING AND AD3USTMENT OF CLEARANCE IN MAIN BEARINGS

905-2

L60MC/MCE

SAFETY PRECAUTIONS |^^| Stopped engine [^^] Block the starting mechanism [^^] Shut off starting air supply l^^l Engage turning gear I | Shut off cooling water | | Shut off fuel oil IXI Shut off lubrication oil [ ] Lock turbocharger rotors

DATA:

Clearance in Main Bearing

Max

0.30 mm

Min

0.20 mm

D-1 Main bearing cap 178 kg D-2 Main bearing upper shell.. 59 kg

123

905-2

CHECKING AND AD3USTMENT OF aEARANCE

905-2 Edition 28 Page 1 (2)

L60MC/MCE

IN MAIN BEARINGS

1. After each 6000 hours. When there is too great a difference in the crankshaft deflection measurements (autolog) 905.1, check the individual bearings. 2. After each 3000 hours: Check the clearance with a "Kjaer" feeler blade between the upper shell and the journal. To ease the measuring, dismount the inlet pipe and the screwed-in lubrication pipe, and make the measurement through the hole for the lubrication pipe.

If the clearance has appreciably increased, this means wear in the bottom shell. If the crankshaft deflection has not been measured, do this before dismantling the bearing. After measuring, dismount the bearing - see 90.5-3 - for further inspection. 3. After dismounting the bearing cap and upper shell, inspect the bearing and the journal (please refer to Volume I, OPERATION, Section 708, "Bearings").

D-1

124

9Q5-2 Edition 28 Page 2 (2)

CHECKING AND ADJUSTMENT OF CLEARANCE IN MAIN BEARINGS

905-2

L60MC/MCE

A. For correct measurement of the bearing wear, place the bridge gauge as shown in the illustration (always apply the bridge gauge in the same place). Using the feeler, measure between the pin of the bridge gauge and the bearing journal. Compare the measurement with the measurement stated in the test bed report (Vol. I, OPERATION), or previous measurements, if any. If the measurement shows that the clearance tends to increase, the lower shell should be dismounted (see 905-3) for inspection and overhaul. If the crankshaft deflection (alignment indicator) is approaching the tolerance limits (see Vol. I, OPERATION), a new lower shell should be adapted according to the crankshaft alignment indicator. 5. After overhauling or adapting a new bearing, take out or insert a number of shims to obtain the clearance stated on the data sheet. Check this clearance with the "Kjaer" feeler after assembling the bearing.

125

905-3 Edition 41 Data 1 (1)

INSPECTION OF MAIN BEARINGS

905-3 L60MC/MCE

SAFETY PRECAUTIONS C^3 Stopped engine [^^1 Block the starting mechanism ^^l Shut off starting air supply l^^] Engage turning gear [ _J Shut off cooling water U Shut off fuel oil [P^J Shut off lubrication oil ( | Lock turbocharger rotors

-=Tr> 17. 19. 24. 30. 36

( O t 3 E =

If 2 x 500 kg

&
HB=MCCD

1 x 3 m

DATA: Clearance in Main Bearing

D-1 Main bearing cap

min. 0.20. mm max. 0.35 mm

178 kg

D-2 Main bearing shell 59 kg D-3 Hydraulic dismantling pressure 900-990 bar Hydraulic tightening pressure 900 bar

126

905-3

INSPECTION OF MAIN BEARINGS

905-3 Edition 41 Page 1 (5)

L60MC/MCE

1. For inspection and disassembly of the bearings marked "A", see procedure on page 2. 2. Disconnect the lubricating pipe from the main pipe.

oil

Mount the hydraulic jacks and loosen and dismount the nuts, see procedure 913-1 . Turn the crank throw so that it points towards the exhaust side of the engine.

127

905_}

INSPECTION OF MAIN BEARINGS

905-3

Edition 41 Page 2 (5)

L60MC/MCE

4. Mount the guide pulley, with the lifting wire and attachment, on the frame wall. Mount the lifting attachment on the bearing cap. Rig up two tackles. Dismount the bearing cap and upper shell by alternate use of the tackles.

In cases where the bearing has to be taken out through opening to the chain drive, lub. oil pipes on the side of chain tightener have to be moved.

cap the the the re-

Disassembly of bearings marked "A": 2A Disconnect the lubricating pipe from the main pipe. oil

3A Mount the hydraulic jacks and loosen and dismount the nuts, see procedure 913-1. Turn the crank throw to the middle position towards the exhaust side of the engine.

128

905-3 L60MC/MCE

INSPECTION OF MAIN BEARINGS

905-3 Edition 41 Page 3 (5)

4A Suspend a tackle at the end of the frame box above the rib and remove the cover from the rib. Mount the lifting attachment with the two wire ropes on the bearing cap and the protective caps on the neighbouring studs. 5A With the wire ropes fitted through the holes in the rib of the frame box, lift the bearing cap free of the studs and land it n the neighbouring studs. Lift the cap out by alternate use of the tackles. Dismount the upper shell in the usual manner. 5. If the crankshaft is turned the bearing cap dismounted, the two stops which prevent lower shell from being rolled with use the out.

Check that there is clearance between the journal and the main bearing shell in the two adjacent main bearings.

129

905-3 Edition 41

INSPECTION OF MAIN BEARINGS

905-3

Page 4 (5)
6. Remove the screws from the cross piece (only screwed in for safe keeping) and screw them into the threaded holes of the hydraulic jacks (for tightening the camshaft bearing studs). Replace the snap-on connectors of the hydraulic jacks with angular snap-on connectors. 7. Place the cross piece in the bedplate with the ends resting on the cross girders, and place the hydraulic jacks beneath the crank webs as shown. Tighten the crank webs. screws against the

L60MC/MCE

8. Connect the hydraulic jacks to the high-pressure pump and raise the pressure until the crankshaft has lifted 0.2 mm. 9. Remove the shims on one side. Mount the cross piece and wire rope. Place the wire rope in the guide pulley. Pull the lower shell round and up until it lies over the main bearing journal. During remounting of the main bearing, check the clearance and insert the required shims (see 905-2). Then tighten the main bearing caps, using the hydraulic tools. This is done in three stages: First tighten the nuts of the two foremost studs, then the two aftmost ones and, finally, retighten the nuts of the two foremost studs. Max,20/100mm

130

INSPECTION OF MAIN BEARINGS

905-3 Edition 41 Page 5 (5)

Lifting of the Thrust Shaft End 10. Turn the engine so as to move the threaded hole in the chain wheel to TDC. 11. Place the crosspiece for lifting the thrust shaft end in such a way that the legs rest on the stops of the thrust bearing. Screw the draw chain wheel. stud into the

12. Screw the hydraulic jack (for crosshead bolts) on to the draw stud, and check that the hydraulic jack is in contact with the crosspiece on the whole circumference, otherwise the position of the crosspiece/draw stud is to be corrected. 13. Set up a dial gauge in such a manner that a max. lift of 0.2 mm of the thrust shaft can be measured. 14. After lifting the thrust shaft, pull the lower shell round of the journal bearing until the lower shell lies over the bearing journal. 15. Mount an eye screw in the bearing shell and lift this away. Carry out mounting in the reverse order, tightening the nuts for the bearing studs in accordance with D-3. For judging the condition of the bearing, see Volume I, Chapter 708 "Bearings".

131

905-4 Edition 24 Data 1 (1)

CHECKING OF CLEARANCE IN THRUST BEARING

905-4 L60MC/MCE

SAFETY PRECAUTIONS EX] Stopped engine [^^] Block the starting mechanism [^^] Shut off starting air supply l^^l Engage turning gear | [ Shut off cooling water r I Shut off fuel oil CX] Shut off lubrication oil I | Lock turbocharger rotors

24

132

905-4

CHECKING OF CLEARANCE IN THRUST BEARING

905-4 Edition 24 Page 1 (1)

L60MC/MCE

The clearance B + C has been measured during testbed trials of the engine and noted down in the "ADJUSTMENT" table which is inserted at the end of Volume I, "OPERATION". For a new engine the clearance is 0.5 - 1.0 mm, and for an engine in service it must not exceed 2.0 mm. The checking follows: is carried out as

The clearance is checked with a feeler gauge as well as with the special gauge = A + B made during the test running of the engine. 1. Turn the engine so that the aftmost crankthrow is at BDC and the thrust collar bears on the foremost thrust bearing segments, i.e. B = 0 mm. 2. The wear of the thrust bearing is now checked with the gauge supplied, as well as with a feeler gauge. The gauges are to be applied between the side of the aftmost lower main bearing shell and the side of the aftmost crank throw (at the back of the engine). 3. If a feeler gauge of less than 2.0 mm, minus (B + C), is able to enter, the thrust bearing clearance is in order. If a feeler gauge of 2.0 mm or above, minus (B + C), is able to enter, the thrust bearing must be overhauled.

133

905-5 Edition 32 Data 1 (1)

REPLACEMENT OF THRUST BEARING SEGMENTS

905-5

L60MC/MCE

SAFETY PRECAUTIONS l^^j Stopped engine C>^ Block the storting mechonism |^^] Shut off starting air supply [^^j Engage turning gear I | Shut off cooling water | [ Shut off fuel oil O<3 Shut off lubrication oil [ J Lock turbocharger rotors

M12, M24
2 x 600 kg ^ 500 kg

DATA: D-1 Stop 160 kg

D-2 Thrust bearing segment.... 60 kg

D-3 Hydraulic dismantling

pressure 900-990 bar 900 bar

Hydraulic tightening
pressure

134

905-5 L60MC/MCE

REPLACEMENT OF THRUST BEARING SEGMENTS

905-5 Edition 32 Page 1 (2)

1. Remove the lub. oil pipes From the side plate of the chain tightener and the lub. oil pipe for the thrust segments. 2. Loosen and remove the nuts from the segment stops, and unscrew the studs. 3. Remove the stops from the chain drive above the thrust segments (Ahead or Astern) that are to be taken out.

D-3

135

905-5 Edition 32 Page 2 (2)

REPLACEMENT OF THRUST BEARING SEGMENTS

905-5

L60MC/MCE

4. Remove the protecting shields for the thrust segments from the chain wheel. 5. For turning-up the thrust segments, mount the tools on the chain wheel. 6. Turn up the segments by turning the engine, and remove them from the chain drive. 7. Mounting is carried reverse order. out in the

136

905-6

BALANCING ARRANGEMENT FORE AND AFT

4L60MC/MCE

905-6 Edition 03 Page 1 (1)

1. Without 1st order moment compensator FORE The adjustable counterweights on the tuning and turning wheels are in neutral position when they are attached by means of screws fitted in the threaded holes Nos. 4-5-6-7 and 14-15-16-17. If nothing is specified, the counterweights are to remain in neutral position; otherwise the position should be changed in accordance.with the specification, based upon the hull vibration conditions. The max. horizontal and min. vertical external moments are achieved when the counterweights are attached by means of screws fitted in holes Nos. 7-89-10 and 11-12-13-14. The max. vertical and min. horizontal external moments are achieved when the counterweights are attached by means of screws fitted in holes Nos. 1-2-3-4 and 17-18-19-20. 2. With 1st order moment compensator The adjustable counterweights at the "Fore" end of the crankshaft are attached permanently by means of screws fitted in holes Nos. 7-8-9-10 and 11-12-13-14. The size and position of the adjustable counterweights fitted to the turning wheel at the "Aft" end of the crankshaft depends upon the size of the counterweight in the moment compensator's chain wheel in the chain tightener.
AFT

AFT

FORE

The position of the adjustable counterweight in Fig. 2 is only for illustration purposes.
The final position engine builder. is given by the

137

905-6 Edition 03 Data 1 (1)

BALANCING ARRANGEMENT FORE AND AFT

905-6 4L60MC/MCE

SAFETY PRECAUTIONS l^^l Slopped engine l^^l Block the starting mechanism [^^] Shut off starting air supply l^^i Engage turning gear I | Shut off cooling water I | Shut off fuel oil I I Shut off lubrication oil I J Lock turbocharger rotors

DATA:

D-1 Weight of counterweight D-2 Tightening angle

320 kg 50

138

CRANKSHAFT, THRUST SHAFT MAIN BEARING, E T C . , PANEL

PLATE 90551-62

139

P L A T E 90561-22 M A I N B E A R I N G - TOOLS

140

CRANKSHAFT - TOOLS L60MC/MCE

PLATE 90562-30

075

040

141

Notes

142

906.01-25

MECHANICAL CONTROL GEAR CHAIN DRIVE CAMSHAFT Plates 90611 - 90613 The camshaft is built together of a number of camshaft sections. The sections are assembled by means of flange couplings which are joined together with fitted bolts and nuts. In addition to the coupling flanges, the camshaft sections have, for each cylinder, one cam for operation of the fuel pump, one for the exhaust valve, and one for the indicator drive. The cam for the indicator drive is in two parts which are assembled by means of two fitted bolts. The camshaft is carried in underslung bearings, which are fitted in the roller guide housings between the cam discs for fuel pump and exhaust valve. The bearings are of the shell type, and the nuts and bearing bolts are designed for hydraulic tightening. The coupling flanges and the fuel pump and exhaust valve cams are shrunk onto the shaft by heating. Dismantling of flanges is effected by forcing lubricating oil in' between the shaft and the flange, see Volume II. The same procedure is used for turning of the fuel cam with a view to adjusting the fuel pump lead and also when adjusting the camshaft in case the chains have become worn and elongated following retightening. The camshaft rotation constantly follows that of the crankshaft. When the engine is reversed, the position of the rollers of the individual fuel pump roller guides is being shifted in relation to the respective cam discs, thus altering the fuel pump timing to suit the new direction of rotation. See Section 909.

The camshaft with cams for fuel pumps and exhaust valves is driven from the crankshaft through a chain drive located at the end of the engine. The chain drive consists of two identical roller chains running on chain wheels fitted on the crankshaft and the camshaft. The chains are kept tightened by means of a chain tightener placed in the chain casing between the crankshaft and an intermediate wheel. From a chain wheel on the camshaft there is a smaller chain drive to operate the cylinder lubricators, the starting air distributor, the governor, etc. The long free lengths of the chains are guided by rubber-clad guide bars. Lubricating oil is supplied through spray pipes fitted at the guide bars and chain wheels.
CHAIN TIGHTENER

The chain tightener consists of a chain wheel mounted on a forked arm in the chain casing. The forked arm is pivoted on a shaft pin and is equipped with a bearing for the chain wheel. Throughout the chain-tightening procedure, the engine must be turned so that the chain is slack at the side where the chain tightener wheel is fitted. The chain tightener is operated by a tightener bolt in the free end of the forked arm for the chain wheel. The tightener bolt extends through a pin that is free to turn in the chain casing. For correct tightening of the chain drive, see Volume II - MAINTENANCE.

143

906.02-25

After the engine has been testrun, the camshaft parts and the cylinder blocks are provided with pin gauge marks, and the necessary pin gauges are delivered together with the engine, enabling the camshaft timing to be checked and readjusted if the parts have been dismantled. The pin gauges are marked with engine type, engine number, point of application, and the distance in mm between the measuring points. Furthermore, the length of the pin gauges is indicated in the relevant section of the maintenance book for the plant. INDICATOR DRIVE - INDICATOR COCK An indicator cam is fitted for each cylinder. An indicator drive is arranged above this cam, and the cylinder cover is fitted with an indicator cock which communicates with the combustion chamber of the cylinder through a bore. The indicator drive consists of a spring-loaded spindle which is able to move up and down, corresponding to the movement of the piston within the engine cylinder. This motion is transmitted from the indicator cam through a roller at the bottom of the spindle. At the top the spindle has an eye to which the indicator cord is fastened after the indicator has been mounted on the indicator cock. During the normal running of the engine, the spring-loaded spindle is lifted clear of the indicator cam, the handle of the spindle being in the locked position. When diagrams are to be taken, the handle is turned 90 whereby the spindle enters a keyway, thus preventing it from turning during its up-and-down movement.

MOMENT COH>ENSATORS 2nd Order Moment 4, 5, and 6-cyl. engines have a 2nd order external moment which might excite vibration of the hull and deck house. Consequently, these cylinder numbers have, as standard, been provided with flyweights built into the main chain drive (forming a Moment Compensator of type I), which in many cases gives satisfactory vibration conditions in the ship. If one compensator aft alone proves to be insufficient, another pair of compensator flyweights can be mounted on the fore end, driven from the crankshaft, thus forming a conventional 2nd order moment compensator (designation: Moment Compensator type II) which in all cases will neutralize the external 2nd order moment. 4-Cylinder Engines 1st Order Moment 4-cyl. engines have a rather high 1st order external moment, and can, therefore, be provided with a 1st order moment compensator arranged in the main chain drive. The moment compensator consists of a (new) chaintightener wheel with an incorporated counterweight. The size of the counterweight shall correspond to a given position of the adjustable counterweight of the turning wheel. If the chain drive(s) for the above compensators have been dismantled, the flyweights must be positioned correctly in relation to the crankshaft of the engine (see the instruction book, Vol. II, MAINTENANCE). Incorrectly fitted moment compensators may excite heavy vibrations.

144

ARRANGEMENT OF CHAIN DRIVE AND CAMSHAFT L60MC/MCE

PLATE 90600-24

145

PLATE 90601-28

CHAIN DRIVE AND GUIDE BARS

L60MC/MCI

053

146

CHAIN DRIVE - LUBRICATION L60MC/MCE

PLATE 90602-29

23S

147

P L A T E 90603-23

CHAIN

TIGHTENER

L60MC/MCE

148

INTERMEDIATE CHAIN WHEEL L60MC/MCE

PLATE 90604-31

036

149

P L A T E 90605-23

L U B R I C A T O R AND G O V E R N O R DRIVE L60MC/MCE

092

330 342

150

INTERMEDIATE CHAIN WHEEL L60MC/MCE

PLATE 90606-01

013

151

Notes

152

CHAINNHEEL ON CAMSHAFT

P L A T E 90610-41

L60MC/MCE

796

153

P L A T E 90611-50

CAMSHAFT

L60MC/MCE

-777

^730] ! i -75, r

D J J
797 '

154

S 906-09 Page 1 (2)

INDICATOR COCK "KLINGER" TYPE ABIE 12/D-VII MOUNTING AND MAINTENANCE Mounting the Indicator Cock

When mounting the indicator cock, screw the cock housing on to the bottom of the intermediate piece A, tightening it against the gasket B to prevent the combustion gas from corroding the thread of the cock housing and the intermediate piece. Bring the indicator cock into the correct position by turning the 'intermediate piece A.
Maintenance Instructions

Modern diesel engines with a high cylinder load expose indicator cocks to very high temperatures and pressures. Furthermore, the cock plug is often fouled and corroded on account of the use of inferior fuel oils. To prevent this and to prolong the service of the packing sleeve, the following precautions should be observed:
Normal Operation

the cap tightened up, and the cock left in open position. This will prevent the corrosive combustion products from reaching the sealing surfaces of the cock plug, and, being in the open position, the cock can be tightened up at any time. This also involves the advantage that the cock plug 7 and the packing sleeve 6 are not exposed to the pulsating pressure produced when the engine is running. Prior to indication, proceed as follows: Shut off the cock, remove the cap, blow through the cock once, and fit the indicator. Blowing through the cock more than once will shorten the service life of the packing sleeve. After completing indication, mount the cap with sealing disc and tighten up the cap. After completing indication, mount the cap with sealing disc and tighten up the cap. After this, leave the cock in open position.
Taking into use and adjusting

When the indicator cock is not in use, the sealing disc 3 and the blanking off cap 2 should be mounted,

After taking a new cock into use or after replacing the packing sleeve, the sealing screw 9 should be lightly tightened with the cock in an open position. Do not tighten firmly as the cock plug must still be able to move freely.

155

S 906-09 Page 2 (2)

A leakage during operation can be immediately stopped by tightening the sealing screw a little more. When a leakage can no longer be stopped in this way, the packing sleeve must be replaced. Replacement of packing sleeves Dismounting Remove the sealing screw 9. Loosen screw 15, and remove washer 16 and the handle 11. Knock the cock plug 7, the bipartite ring 8, and the packing sleeve 6 out of the housing. Remove the bipartite ring, and press the cock plug through the packing sleeve. Mounting Place the bipartite ring in the sealing groove of the cock plug and mount the packing sleeve on the cock plug, pushing the sleeve up against the bipartite ring. Knock the complete assembly into the bore of the housing ascertaining that the ridge on the packing sleeve fits into the groove in the housing. The flow hole rings of the packing sleeve must neither project nor lie untrue in the openings of the packing sleeve. Mount sealing the screw and the handle.

Pos. Nr. Item No.

Benaevnelse Indikatorhane, komplet Kapselmatrik Pakning Hus Tatningsforing Hanetold Todelt ring
Tstningsskrue

Part description Indicator cock, complete Cap nut Gasket Housing Packing sleeve Plug Bipartite ring Sealing screw Handle Screw Washer

1
2

3 5 6 7 8
9 11

15
16

Handtag Skrue Skive

156

INDICATOR DRIVE L60MC/MCE

P L A T E 90612-13

157

P L A T E 90613-27

C A M S H A F T B E A R I N G AND R O L L E R GUIDE HOUSING L60MC/MCE

158

GOVERNOR DRIVE

PLATE 90615-43

01.6

159

LATE 90618-36

REGULATING SHAFT

L60MC/MC!

160

EMERGENCY CONSOLE

PLATE 90620-28

248 261

96S

PLATE 90621-26

ARRANGEMENT OF STOP CYLINDER AND SPRING-LOADED PULL ROD L60MC/MCE

638

162

ARRANGEMENT OF LAYSHAFT L60MC/MCE

PLATE 90622-28

237

597-

163

PLATE 90625-24

MOMENT COMPENSATOR - FORE L60MC/MCE

r 2701 \ 282 , \

294

MOMENT COMPENSATOR - CHAIN TIGHTENER L60MC/MCE

PLATE 90626-07

107

132

227

165

PLATE 90627-08

MOMENT COMPENSATOR - LUBRICATION L60MC/MCE

067

055

906-1 Edition 15 Data 1 (1)

CHECKING OF CHAIN DRIVE, GUIDEWAYS, BOLT CONN., AND LUBRICATION

906-1

L60MC/MCE

SAFETY PRECAUTIONS j~ I Stopped engine I j Block the starring mechanism I I Shut off starting air supply L_Zl Er>gg turning gear | | Shut off cooling water | | Shut off fuel oil | | Shut off lubrication oil | | Lock turbocharger rotors

I" Chain
DATA:

D-1 Max. wear of teeth on chain wheel for:

1" Chain 3.1/2" Chain 1" Chain D-2 Check measurement for 0.9 mm 3.0 mm

D-2

-D-3-

10 links

238.2 mm

3 1/2" Chain

D-3 10 links + 1% = scrapping of chain 240.5 mm 3.1/2" Chain

D-4 Check measurement for

10 links 835.0 mm D-5 10 links + ~\% = scrapping

of chain

843.4 mm

167

906-1

CHECKING OF CHAIN DRIVE, GUIDEWAYS, BOLT

906-1 Edition 15 Page 1 (2)

L60MC/MCE

CONN., AND LUBRICATION

Carry out the inspection as follows: 1. Make a general inspection loose bolts and screws. for

2. Inspect lube oil pipes for damage, and check jet nozzles for possible stoppages or deformations. 3. Examine the rubber track of the guideways for cracks or other damage. Make a special check of the guideways at the on and off runs of the chain wheels. Replace the guideway if bits have started to be "plucked out" of the rubber track. 4. Check the teeth of the chain wheels. If abnormal wear is found, take a measurement (see data). Measurements are best made by placing a short straight-edge over the points A and 8 and then measuring the distance D-1. If abnormal wear is noted at the bottom of the teeth, measure the diameter of the bottom. For assessing the measurement results, contact B&W Diesel. In most cases, scratches will be found on the sides of the teeth, which are caused by the side plates of the chain. Such scratches can generally be considered normal.

168

906-1 Edition 15 Page 2 (2)

CHECKING OF CHAIN DRIVE, GUIDEWAYS, BOLT CONN., AND LUBRICATION

5. The chains for the camshaft drive are matched together to ensure an even load distribution. To keep such matching chains in their pairs they have been marked on the side plates of the outer link nearest to the assembled link with year, month, day and chain number. Example: No. 1 order, 840520 1A 840520 1B (840520 1C, possible 3rd chain) No. 2 order, 840520 2A 840520 28 (840520 2C, possible 3rd chain) On the same link there is an arrow (->) which indicate the mounting direction. Check the chains for cracks on possibly defective rollers and side plates. Check that the chain rollers can run freely and that the chain links can freely move on the pin and bushing (that they are not "seized" between the pin and the bushing). It is normal, however, that the rollers get light, circumferential cracks during the running-in period. These fine cracks are of no importance and need not be considered. It is recommended to turn the chains a complete rotation and check each single link. Check the chain wear - see data and adjust the chains (remember to block and lock the nuts of the chain tightener bolt) - see data and procedure 906-2.

169

906-2 Edition 40

CHAIN DRIVE (3.1/2 n & 1")

Data 1 (1) SAFETY PRECAUTIONS [JX^ Stopped engine C>^ Block the starting mechanism \^^\ Shot off starting air supply &Q Engage turning gear L 1 Shut off cooling water I I Shut off fuel oil CXQ Shut off lubrication oil | I Lock turbocharger rotors

17, 19, 30, 36

14

85

Original Spring DATA: 3.1/2" Chain D-1 Clearance 0.1 mm

When replacing the chain, the chain tension is to be re-adjusted when the engine has been operating at MCR or after 100 hours' operation. D-2 Slackness in 1" chain 25-50 mm The chains are to be tightened after sea trial and after 500, 1000 and 1500 service hours. Thereafter, the normal service is 4000 hours.

170

906-2.1

CHECKING AND ADJUSTING TENSION

906-2.1 Edition 40 Page 1 (2)

L60MC/MCE

OF 3.1/2" CHAIN

1. When retightening the chains, loosen the nuts A, B, C and D to free the chain tightener bolt. 2. Turn the engine so that the slack part of the chains is on the same side as the tightening wheel, and continue the turning until the balanceweights are hanging vertically downwards. 3. With the balanceweights in this position, tighten nut B on the chain tightener bolt until there is a clearance between the shaft and the nut as stated in D-1. Then tighten the nut B a further: For 4 cyl. with 1st order moment compensator: 300 For 4 cyl. without 1st order moment compensator and for 5 & 6 cyl.: For 7 & 8 cyl.:

330 240

171

906-2.1 Edition 40 Page 2 (2)

CHECKING AND AD3USTING TENSION OF 3.1/2" CHAIN

906-2.1 L60MC/MCE

4. Tighten the nut C hard against the contact face of the shaft. Tighten the nut D. Then lock the nuts C and D by means of the tab washer. 5. Tighten the nut A. Then lock the nuts A and B by means of the tab washer.

172

906-2.2

CHECKING AND ADJUSTING TENSION

L60MC/MCE

OF 1" CHAIN

906-2.2 Edition 40 Page 1 (1)

Turn the engine so that the slack of the chain occurs on the longest free length. Measure the slack of the chain manually by moving the chain to the outer positions of the slack and finding the difference between these positions. If the chain tension does not correspond to the measurements stated on the data sheet, adjustment is to be carried out. 2. Adjustment Loosen the screw of the chain tightener, and by turning the "loose" plate of the chain tightener, adjust the tension of the chain in such a way that it is in accordance with the limits stated in Data. Again tighten up the screw and check the slack. If the chain tension is in order, lock the screw.

173

906-2.3 Edition 40 Page 1 (3)

DISASSEMBLING AND ASSEMBLING Or CHAINS (3.1/2" & 1" CHAINS)

906-2.3

L60MC/MCE

It may became necessary to disassemble a chain owing to, for instance, cracked rollers or seizures between pin and bushing being ascertained during the inspection (906-1), or when replacing worn chains, or when removing the chainwheel.

In the case of 1" chains, it can also become necessary to remove a link if the adjustment possibilities of the chain have been used and the chain has not reached the rejection stage. NOTE: At every disassembly of a chain link, a new link must always be fitted as the link pin press-fit is destroyed when breaking the chain. When a new link is fitted in one chain, the corresponding link in the other chain shall always be renewed. 1. Disassembling the 3.1/2" chain Turn the chain until the link which is to be disassembled is in a favourable position for the work (normally on the longest free length of the chain on the rear side of the chain housing opposite the frame opening). Slacken off the chain so that the entire slackness is on the long free length. When replacing a chain link, the free ends of the chain are best held by making a lashing with thin wire round the link rollers a short distance from the disassembling point. The wire is then lightly pulled tight by means of a tackle. Protect the link rollers over which the wire is wrapped against the friction of the wire. If, however, the chain is to be completely removed, the free chain ends must be held by two tackles. The riveting of the pins that are to be pressed out is chiselled or ground away.

174

906-2.3

DISASSEMBLING AND ASSEMBLING OF CHAINS

L60MC/MCE

(3.1/2" & 1" CHAINS)

906-2.3 Edition 40 Page 2 (3)

2. Place the chain bursting device over the smallest part of the chain link and then move it in position so that the dismantling screws are exactly over the ground pin ends. Lightly tighten the dismantling screws and then start to press out the side plates with pins by tightening the dismantling screws of the bursting device alternately while resisting with the work holder. NOTE: Only one hexagon at a time. 3. Assembling The assembling tool comprises two traverse pieces and two pulling screws with ball thrust bearings. The uppermost traverse piece has machine-turned cavities for the pin ends of the side plate. Pressthe side plate with pins in the two pertaining holes of the inner links. If it is not possible to press the pins fully home, place the uppermost traverse piece over the side plate so that the ends of the pins guide the traverse piece. Place the lowest traverse piece on the other side of the inner links and screw in the pulling screws with ball thrust bearings, and tighten. The side plate with pins is thus pressed home in the inner links by tightening the pulling screws alternately, one hexagon at a time.

175

9Q6-2.3 Edition 40 Page 3(3)

DISASSEMBLING AND ASSEMBLING OF CHAINS (3.1/2" & 1" CHAINS)

906-2.3

L60MC/MCE

4. When the pins have been pressed home in the inner links, loosen the pulling screws, thus freeing the lowest traverse piece. The "loose" side plates are now positioned between the lowest transverse piece and the ends of the link pins, whereafter the pulling screws are again tightened. Pull the link plate in position over the pin ends by tightening the pulling screws alternately one hexagon at a time. When the link has been assembled correctly, remove the tools and secure the pin ends by riveting. Remove the tackle(s) and wire rope. Repeat the procedure on the other chain, after which adjust . the chain tension, see Data and also 906-2.1. 5. Disassembling the 1" Chain Turn the chain link which is to be taken out into a favourable position and remove the riveting on the pin ends of the link. Lash together the chain links on each side of the link being taken out to hold them together. Now slacken off the chain. Position the chain bursting device and disassemble the chain in the same way as described for the 3.1/2" chain. 6. Assembling Put the side plate with pins in position in the two inner links. Place the assembling tool over the chain link as shown in the illustration, positioning the "loose" side plate over the pin ends. Tighten the screw of the tool, and by this means, the link plate is pressed down over the pin ends. When the parts are in place, remove the tool and lashing, and secure the pin ends by riveting. Adjust the tension of the chain see Data and also 906-2.2.

176

906-3 Edition 04

INSPECTION OF RUNNING SURFACES ON CAMS

When inspecting the roller also check the running surface of the cams. The inspection should include the entire surface of the cam, i.e. the cam should be turned the whole way round during the inspection. The running surface of the cam shall be completely smooth and bright. If light cracks are ascertained, remove these by the careful use of a fine carborundum stone. These light cracks can aooear if the roller guide and the cam do not "run" exactly together. In the case of heavier cracks or direct flaking of the material on the running path (resulting from, for instance. bearing damage), B&W Diesel should be contacted for further instructions.

177

906-5 Edition 23 Data 1 (1)

CAMSHAFT BEARINGS

SAFETY PRECAUTIONS L^*Cj Stopped engine CX^l Block the Parting mechanijm |^Vj Shut off starting air supply L^Sl Engage turning gear | I Shut off cooling water | j Shut off fuel oi | Shut off lubrication oil I ] Lock turbocharger rotors

DATA: D-1 Max permissible clearance 0.35 mm 0-2 Weight of oil tray 51 kg

D-3 Hydraulic dismantling pressure 900-990 bar Hydraulic tightening pressure, camshaft bearing nuts 900 bar D-4 Weight of bearing housing, lower part D-5 Weight of lower shield

84 kg 20 kg

178

906-5.1

CHECKING CLEARANCE IN CAMSHAFT BEARING

L60MC/MCE

906-5.1 Edition 23 Page 1 (1)

Normally the clearance in the camshaft bearing is measured when the roller guides are dismounted for inspection, see 908-4. By means of a "Kjser" feeler, measure the clearance at the top of the camshaft bearing, inserting the "Kjser" feeler through the bores for the dismounted roller guides. If the clearance in the camshaft bearing is found to be larger than the maximum measurement specified on the data sheet, the camshaft bearing is to be dismantled and the bearing shells replaced. In such a case, continue according to procedure 906-5.2. If no anomalies are found when checking the clearance in the camshaft bearing, dismantling for inspection is only to be carried out in connection with Class survey - see Checking and Maintenance Programme 900-1.

179

906-5.2 Edition 23

INSPECTION OF CAMSHAFT BEARING

906-5.2

Page 1 (3) Dismounting: 1 . Drain off the oil in the oil tray of the roller guide housing and in the shields enclosing the camshaft couplings (on both sides of the roller guide housing). Dismount the oil outlet pipe from the oil tray. Release the shields enclosing the camshaft couplings (on both sides of the roller guide housing), and remove the shields. Release the sealing flanges on the roller guide housing, loosening the screws mounted in the roller guide housing and removing the screws mounted in the oil tray. Mount shackles and wire ropes in the lifting fittings of the oil tray, hook on a tackle and haul tight. Remove the screws securing the oil tray to the roller guide housing. Ease off the oil tray, landing it on the platform. 2. Release and dismount the lock nuts which secure the nuts of the bearing studs. Mount the lifting fitting for the bearing half- on both sides of the bearing. Attach grooved pulleys to the roller guide housing, and hook wire ropes/ tackles on to the lifting fittings/grooved pulleys.

L60MC/MCE

180

INSPECTION OF CAMSHAFT BEARING

906-5.2 Edition 23 Page 2 (3)

3. Mount the hydraulic jacks and loosen the bearing nuts. For use of hydraulic jacks, see 913-1. Remove the hydraulic jacks and dismount the nuts. 4. Remove the screws which assemble the bearing halves, after taking out the circlips which secure the screws. Place the bearing lower part on the platform. Then inspect and, if required, replace the bearing shell. NOTE: In the case of replacement of bearing shells, both shells are to be replaced. Dismount the bearing shell locking screws in the upper bearing casing, and rotate the bearing shell out of the bearing casing for inspection or replacement. Inspection For assessment of the bearing condition, see Volume I, Operation, section 708 "Bearings". Inspect the bearing journal for seizures. The inspection is to include the whole surface of the bearing journal. If seizures are found on the surface of the bearing journal (on account of bearing breakdown), polish the surface with a fine carborundum stone to produce a bright and smooth surface again. In the case of serious seizures, dismount the camshaft section, see 906-6, and have the bearing journal ground to undersize at a B&W authorized workshop. Undersize bearing shells are available. By closely examining the sliding surfaces of the bearing shells visually, an impression can be formed of the lubrication of the bearing. Check the passage through the lubricating oil ducts as well as the lubricating oil inlet pipes, especially if the appearance of the bearing surfaces indicates that the supply of oil has been insufficient or entirely missing. Normally, only failing lubrication can damage the camshaft bearing.

181

906-5.2 Edition 23 Page 3 (3) Mounting

INSPECTION OF CAMSHAFT BEARING

906-5.2

L60MC/MCE

After coating the upper bearing shell with clean lubricating oil, rotate it into place in the upper bearing casing. Then mount the locking screws, the purpose of which is partly to prevent the bearing shell from turning and partly to guide the bearing in the longitudinal direction. Mount the lower bearing shell in the lower bearing casing, after coating the shell with oil. Then pull the lower bearing casing into place by means of tackles/wire rope through the grooved pulley to the lifting fitting, checking that the guide pins enter correctly. Mount the screws for assembling the bearing casings. Then tighten up the screws and secure these with the circlips. Mount and tighten up the nuts by means of the hydraulic tools, using the pressure specified on the data sheet. Secure the nuts with the lock nuts. Hoist the oil tray into place, positioning it by means of the guide pins. Then fasten it to the roller guide housing by tightening up uniformly all round the circumference. Tighten up the sealing flanges on the roller guide housing and oil tray. Then check the sealing rings on the flanges. After checking the seals, mount the shields enclosing the camshaft couplings in such a manner that the shields are guided together with the fitting screws. Finally tighten up the shields to the sealing flanges in one side. Mount the drain plugs and the oil outlet pipes.

182

906-7 Edition 37 Data 1 (1)

CHECK ADJUSTMENT (TIMING) OF CONTROL GEAR

906-7

L60MC/MCE

SAFETY PRECAUTIONS tX] Stopped engine j Block the starting mechanism Shut off starting air supply l Engage turning gear [ | Shut off cooling water | | Shut off fuel oil |^^] Shut off lubrication oil | j Lock turbocharger rotors
D-2

DATA: D-1 Pin gauge for top dead centre "crank throw 1" Check measurement 602 mm D-2 Pin gauge for camshaft Check measurement 303 mm Max. change in lead angles = two degr., corresponding to a deviation from the pin gauge measurement on the camshaft of 3.84 mm The use of the pin gauges is shown on the following sheets. Checking the engine adjustment by means of pin gauge The engine must be in "ahead" position. Check and, if necessary, adjust the tension of the chain, see 906-2.1 Turn the crank throw for cyl. 1 to TDC - turn in the "ahead" direction to ensure that the chain drive is correct. Check the TDC of cyl. 1 on the turning wheel and by means of a pin gauge on the crank throw, D-1. The adjustment check can now be taken by means of the pin gauges shown. D-3 Pin gauge for 1st order moment compensator (4 cyl. engine). Check measurement 367 mm When the crank throw for cyl. 1 is positioned 270 after TDC, the pin gauge must only deviate between the two punch marks on the chain tightener wheel. Check and adjustment of cyl. lubricator, see procedure 903-4. Setting of starting air distributor, see procedure 907-2.

D-1

D-3

183

906-7

CHECK ADJUSTMENT (TIMING) OF

906-7 Edition 37 Page 1 (2)

L60MC/MCE

CONTROL GEAR

1. CYL. 1 (the foremost cylinder) IN T.D.C. (Top Dead Centre) POSITION, SHOWN ON TURNING WHEEL. 2. D-1 PIN GAUGE FOR CRANKTHROW OF CYL. 1 IN T.D.C.

D-l-

IN4

184

906-7 Edition 37 Page 2 (2)

CHECK ADJUSTMENT (TIMING) OF CONTROL GEAR

906-7

L60MC/MCE

3. D-2 PIN GAUGE FOR CAMSHAFT. 4. D-3 PIN GAUGE FOR 1ST ORDER MOMENT COMPENSATOR.

-D-3

185

906-8 Edition 36 Data 1 (1)

ADJUSTMENT OF CAMSHAFT BECAUSE OF CHAIN WEAR

SAFETY PRECAUTIONS [ J Stopped engine L I Block the storting mechonisn L~) Shut off storting air supply [ j Engage turning gear | j Shut off cooling water | [ Shut off fuel oil |__ ] Shut off lubrication oil | j Lock turbocharger rotors

]86

906-8 L60MC/MCE

ADJUSTMENT OF CAMSHAFT 906-8 BECAUSE OF CHAIN WEAR Edition 36 Page 1 (2) Check the chain tension and the adjustment (timing) of the control gear, see 906-2 and 906-7. If the chains prove to be so heavily worn that the deviation between the measuring points and the pin gauge has reached the maximum value stated in Data 906-7, an adjustment is to be carried out by turning the camshaft halves to their original position according to the pin gauge. This is carried out as described in the following (the illustrations show adjustment of the foremost half of the camshaft). 1 . Turn the crank throw of cylinder ' No. 1 to TDC. Check the position by means of pin gauge, see 906-7. 2. Remove the shields, covering the coupling flanges, from the camshaft section nearest to-the chain drive. Also remove the oil tray from the corresponding roller guide housing, see 906-6. 3. Dismount the plugs in the coupling flange nearest to the chain drive and mount 3 snap-on connectors instead. 4. Connect the snap-on connectors to the distributor block and the hand-operated hydraulic high-pressure pump. 5. Mount the tool for turning the camshaft on the other coupling flange of the camshaft section. Using the high-pressure, pump, apply oil pressure to the coupling flange. When oil seeps out along the shaft below the coupling flange, turn the whole camshaft by means of the attached tool, if necessary using a tackle. Check the turning by means of the pin gauge for the camshaft/roller guide housing and continue turning until the marks on the camshaft and roller guide housing are in accordance with the pin gauge. When the camshaft is in the appropriate position, disconnect the oil pressure from the coupling flange.

187

906-8 Edition 36 Page 2 (2)

ADJUSTMENT OF CAMSHAFT BECAUSE OF CHAIN WEAR

= >:>v>,

906-8 L60MC/MCE

5. (cont'd) Then remove the hydraulic tool and tool for turning the camshaft. After not less than 15 minutes. again mount the plugs in the oil bores of the coupling flange (this is to allow the coupling flange to set again). For engine with the camshaft separated at the chain drive, carry out a corresponding adjustment of the aftmost camshaft part, using the same procedure. Measure and adjust the lead of the fuel pumps and fuel cams, see 909-1 and 909-2.

188

906-12 Edition 14 Data 1 (1)

MOUNTING OF CHAINS AND ADJUSTMENT OF MOMENT COMPENSATOR

906-12

L60MC/MCE

SAFETY PRECAUTIONS ^^j Stopped engine [^<3 Block the starting mechonism j^<J Shut off starting air supply [jK^j Engage turning gear j | Shut off cooling water I "_| Shut off fuel oil I^X^j Shut off lubrication oil | I Lock turbocharger rotors

DATA: D-1 Reduction of free length of spring by tensioning: -

mm

Note: A subsequent check measurement will in most cases show that the free length of the spring has been reduced during operation. Therefore, whenever the chain is to be tightened, the free length is to be measured, and the length of the spring should always be reduced by the number of mm indicated in D-1.

189

906-12.1 L60MC/MCE (For 4-cylinder engines) FORE

MOUNTING OF CHAINS AND ADJUSTMENT OF MOMENT COMPENSATOR

906-12.1 Edition 14 Page 1 (2)

If dismantling has been necessary, the flyweights shall be assembled in the correct position in relation to the engine crankshaft. Wronglymounted flyweights can cause (heavy) vibrations of the engine. Aftmost 2nd Order Moment Compensator Turn the crank throw, cylinder 1 , in the "Ahead" direction to the position shown in the Figure for, respectively, 4, 5 or 6-cylinder engines. Check that the flyweights point vertically downwards (max. deviation one-half chainwheel tooth pitch). Turn the camshaft relative to the crankshaft in accordance with the "valve opening diagram", and then mount the chain. Tighten the chain in accordance with the instruction, see 906-2.1. Turn the crank throw, cylinder 1, in the "Ahead" direction to TDC and carry out fine adjustment of the camshaft. Foremost 2nd Order Moment Compensator Turn the crank throw, cylinder 1 , in the "Ahead" direction to the position shown in the Figure for, respectively, 4, 5 or 6-cylinder engines. Check that the flyweights point vertically downwards (max. deviation one-half chainwheel tooth pitch), and then mount the chain. Tighten the chain in accordance with the instruction, see 906-12.2.

Cyl. 1
(For 5-cylinder engines)
A

FORE

Cyl. 1
(For 6-cylinder engines) A FORE
O K
AFT

Cyl. 1

Cyl. 1

190

906-12.1 Edition 14 Page 2 (2)

MOUNTING OF CHAINS AND ADJUSTMENT OF MOMENT COMPENSATOR

906-12.1

L60MC/MCE

Aftmost 1st and 2nd Order Moment Compensators on 4-Cylinder Engine Turn the crank throw, cylinder 1, in the "Ahead" direction to the position shown in Fig. 4. Position the chain-tightener wheel so that the 1st order moment compensator counterweight is pointing 45 downwards, towards the centre of the engine. Check that the 2nd order flyweights point vertically downwards. Turn the camshaft relative to the crankshaft in accordance with the "valve opening diagram". Mount the chain and tighten it in accordance with the instruction, see 906-2.1. When the crank throw, cylinder 1, is turned to a position 225 after TDC, the 1st order moment compensator counterweight in the chain-tightener must be in the vertical downwards position. Turn the crank throw, cylinder 1, in the "Ahead" direction to TDC and carry out fine adjustment of the camshaft. Foremost 2nd Order Moment Compensator Turn the crank throw, cylinder 1, in the "Ahead" direction to the position shown in Fig. 4. Check that the flyweights point vertically downwards (max. deviation one-half chainwheel tooth pitch), and mount the chain. Tighten the chain in accordance with the instruction, see 906-12.2.

191

906-12.2

L60MC/MCE

TIGHTENING OF FOREMOST MOMENT COMPENSATOR CHAIN

906-12.2 Edition 14 Page 1 (3)

1. When tightening the chain, bring the two flyweights to a vertical downward position. 2. Loosen and remove the hose clamp and the rubber gland from the neck nut. 3. Release the locking devices and loosen the nuts A1-A2 and B1-B2.

B-2

192

906-12.2 Edition 14 Page 2 (3)

TIGHTENING OF FOREMOST MOMENT COMPENSATOR CHAIN

906-12.2

L60MC/MCE

4. Measure the free length of the spring. 5. Tighten nut 81 until the length of the spring has been reduced by the number of mm indicated in D-1. 6. Tighten nut A1 lightly. See that this does not further compress the spring.

B-l

D-1

193

906-12.2

TIGHTENING OF FOREMOST MOMENT

L60MC/MCE

COMPENSATOR CHAIN

906-12.2 Edition 14 Page 3 (3)

7. Tighten nut A2 while holding nut A1 with a spanner. Lock both nuts with the locking device. 8. Tighten nut B1 until the thrust flange of the spring presses hard against the distance tube. 9. Tighten nut B2, and lock both nuts with the locking device. 10. Mount and tighten the rubber gland and hose clamp on neck nut.

e-2

194

-*>^
L60MC/MCE

CHAIN DRIVE AND CAMSHAFl

PANEL

P L A T E 906^1-67

195

PLATE 90661-18

CAMSHAFT - TOOLS L50MC/MCE

196

CAMSHAFT - TOOLS L60MC/MCE

P L A T E 90662-19

197

Notes

198

907.01-41

STARTING AIR SYSTEM ENGINE CONTROL SYSTEM The manoeuvring system is of electric/pneumatic design and serves to carry out orders from the navigating bridge. It is designed to give the choice among the following modes of engine control: a) Manual control from control room. b) Automatic bridge control.
(if installed)

CONTROL-ROOM CONTROL Start in AHEAP Direction

(from control-room) Moving the telegraph handle to the AHEAD position will ensure that the starting air distributor and fuel pumps move to their correct positions. Moving the regulating handle to the start slot will lead the pre-set speed-setting signal to the governor. The starting air distributor is actuated and, if the turning gear is disengaged, pilot signals will open the starting valves and the slowturning valve. If the engine has been stopped for more than 30 minutes, it is recommended to activate the manual slowturning switch for at least one revolution before the normal start procedure can take place. When the engine has reached the start level r/min by means of air, the regulating handle is to be moved to the wanted position in the graduated range of regulation. In this position both the starting valves and the stop valve are deactuated and signals to the starting components are vented.

c) Emergency running direct from the engine.

a) During manual control from the control room, all regulating of the engine revolutions is effected through a pneumatically controlled governor, whose terminal shaft is connected to the regulating shaft. Stopping, Starting and Regulating manoeuvres are effected electrically/pneumatically from the regulating handle on the manoeuvring console, and reversing is controlled by the telegraph receiver handle. b) During automatic control from the bridge, the engine is controlled by means of the bridge telegraph handle. c) In the event of failure of the pneumatic system, the governor or its electronics, the engine can be controlled direct from the emergency console on the engine. During emergency operation direct from the engine, Stopping, Starting, Regulating and Reversing are effected manually from the emergency console on the engine.

Repeated Start In case of failure to start, it is possible to increase the governor output during a new start attempt. This is done by activating a switch for cancelling of limitations in the governor. Reversing to and Start in ASTERN Direction The manually carried out procedure is the same as explained in the paragraph "Start in AHEAD direction", i.e. the telegraph handle is to be moved to the ordered field under ASTERN.

For further information, see the instruction book Volume I, "OPERATION".

199

907.02-41

This causes reversing of the starting air distributor and of the rollers for the fuel pumps. Then the regulating handle is to be moved to the start slot and the start procedure is to continue as explained for start in AHEAD direction. BRIDGE CONTROL The position of the selector switch "Bridge Control'V'Control Room Control" is changed manually, after which control is carried out only by means of the telegraph handle on the bridge. The necessary functions such as preset speed-setting, changing to fuel at start level r/min, slow-turning and cancelling of limitation in the governor at repeated start are built in electronically in the bridge control system. The procedure outside the manoeuvring console takes place as described under "Manual control from control room". EMERGENCY CONTROL FROM EMERGENCY CONSOLE ON ENGINE In case of breakdown of the normal pneumatic manoeuvring system, the governor or its electronics, the engine can be operated from the emergency console on the engine. Change-over from NORMAL to EMERGENCY is carried out by turning the impact handwheel anticlockwise. Now the governor is disconnected from the fuel pumps, and the regulating handwheel on the emergency console is connected instead. Furthermore, valve Normal/Emergency has to be changed to EMERGENCY. Before changing-over this valve, it has to be checked that the AHEAD/ASTERN valve is in the appropriate position. Start is carried out by moving the regulating handwheel to START position, and pressing down the start

valve. When the starting level r/min has been reached, the start valve is to be released, and the engine will run on fue1. Regulating up and down is carried out by turning the regulating handwheel. The engine is stopped by actuating the stop valve, which actuates the stop cylinder. Reversing is carried out by operating the AHEAD/ASTERN valve, which reverses the rollers for the fuel pumps and the starting air distributor. The rollers can only be reversed if a stop signal has been given, and reversing of the starting air distributor is only possible if it is not actuated. SAFETY SYSTEM The system is separately supplied with air, and is controlled by the safety system (with separate power supply) in the manoeuvring console. In case of shut-down, the safety system leads an air signal to air cylinders on each fuel pump forcing these to "0" index, after which the engine stops. The safety system is connected during all modes of engine control.

200

907.03-41

STARTING AIR COCFONENTS Main Starting Valve Plate 9070Z The main starting valve is interposed in the starting air main pipe. The main starting valve consists of a large ball valve as well as a smaller ball valve which is fitted as a by pass for the large valve. Both valves are operated by means of pneumatic actuators. Furthermore, incorporated in the event the starting a non-return valve is which prevents blow-back of excessive pressure in air line. The revolution number should be kept as low as possible, however, so that the engine still runs smoothly. During all inspections of the engine the main starting valve must be in the "BLOCKED" position. The only exception is when the starting valves are tested for tightness, in which case the main starting valve must be in "WORKING" position and the shut-off valve for the starting air distributor must be closed, - see Volume I, "OPERATION", Section 704 "Operations after arrival in port". To avoid alarm, set the bridge telegraph and reply telegraph at STOP position. Starting Air Distributor Plate 90703 Function The ball valve actuators are controlled by means of pneumatic valves. At normal start, both ball valves will open. If the engine has been stopped for 30 minutes or more, it is advisable to slow-turn the engine, which is done by activating a switch on the manoeuvring console, which, by means of a solenoid valve, prevents the large ball valve from opening. The main starting valve is equipped with a blocking device consisting of a plate which, by means of a handwheel, can be made to block the actuators. On receipt of telegraph order "Finished with engine", the blocking device is to be moved to "BLOCKED" position. Setting of "Slow-turning" During "Slow-turning", the engine revolutions can be set by means of the "slow-turning" adjusting screw. The reversing disc is designed with two sets of bores opposite the mentioned two sets of concentric recesses in the distributor disc. By means The starting air distributor is fitted near the chain casing. The distributor consists of housing, chain wheel, shaft, distributor disc, closing disc and reversing disc. Short and long recesses forming two concentric circles are milled into the contact face of the distributor disc. Through the short recesses, starting air is supplied to each starting air valve in turn. Through the long recesses, the starting valves that are not supplied with starting air are vented. The outer short recesses allow starting air to be supplied in AHEAD direction and the inner short recesses allow starting air to be supplied in ASTERN direction. Through bores, the long recesses communicate with the central bore in the distributor housing and lead from there to the atmosphere.

The two ball valves and their actuators are, together with the non-return valve, built together to form a unit.

201

907.04-41

of an air cylinder connected to the reversing disc via an arm, one of these sets of bores can be cut off while the other set of bores is brought to communicate with the outlet holes in the distributor housing. Each outlet hole leads to a starting valve and the position of the reversing disc determines whether air for AHEAD or ASTERN running is supplied to the starting air valves. Furthermore, the reversing arm acts as a cam for two 3-way valves, controlling the end positions of the reversing movement. The shaft rotates in a bushing fitted in a centrally placed bore in the distributor housing. The shaft is driven by the camshaft through a chain wheel. The distributor disc and the closing disc are mounted on the other end of the shaft. During running, the distributor disc is kept free of the reversing disc by means of oil pressure, as the bearing closest to the reversing disc has been designed with a larger diameter than the bearing at the other end. Function When control air is admitted to the starting air distributor, a control air pressure builds up in space A, causing closing disc B to be pressed against the distributor disc, which is thereby pressed against the reversing disc. With a small time delay, the air passes through a pneumatic valve C to space D. Closing disc B is pressed away from the distributor disc, and the control air passes through bores in the distributor disc out into the short recesses and from there through bores in the reversing disc and in the distributor housing to the starting valve, thus activating the starting valve. The long recess in the distributor disc communicates with the remaining starting valves through the bores in the reversing disc and the distributor housing, and any air in these will

flow back through bores in the distributor disc to the central bore E in the distributor housing and from there through bore F to the atmosphere. When the crankshaft starts turning, the distributor disc also turns, thereby moving the short recess from one bore into a position opposite the next bore. Thereby the starting valve which is connected with this bore is supplied with control air and the starting valve opens. Simultaneously, the long recess in the distributor disc is positioned opposite the bore from the starting valve activated directly before, and the control air of that starting valve is vented and the valve closes. At the end of the starting period, space D is vented through pneumatic valve C, which again presses closing disc B against the distributor disc, thus preventing the starting valves from being vented through valve C. It is thereby achieved that the already open starting valves remain open during their normal opening period. Starting Valve Plate 90704 The starting valve (spring-loaded) is fitted on the cylinder cover. It is controlled by control air from the starting air distributor 90703. Function When the main starting valve is open, chamber P of the starting valve is pressurized through the starting air pipe. The starting valve is kept closed by the spring. When chamber U above the pistons of the starting valve is pressurized with control air from the starting air distributor, the starting valve opens, and starting air now flows from the starting air pipe to the cylinder.

202

907.03-41

After starting, chamber U is vented through the vent pipe of the starting air distributor, and the starting valve will close. Venting of the starting air in chamber P and the starting air pipe takes place slowly through small holes in the starting air pipe.

203

L-MC/MCE

' ;'

''. ~ '""i

MAIN STARTING VALVE

P L A T E 907Q2-20

L-MC/MCE

206
ADJUSTING SCREW FOR "SLOW TURNING"

205

ATE 90703-33

STARTING AIR DISTRIBUTOR L60MC/MCE

t 178

206

STARTING VALVE L60MC/MCE

P L A T E 90704-18

207

Notes

208

907-2 Edition 12 Data 1 (1)

SETTING OF STARTING AIR DISTRIBUTOR

907-2 L60MC/MCE

SAFETY PRECAUTIONS f \ iI 1 | [ [^ | ] Stopped engine I Block the starting mechanism Shut off starting air supply | Engage turning gear | Shut off cooling water | Shut off fuel oil | Shut off lubrication oil | Lock turbochorger rotors

={ 24, 36
0

r~

80-300 Mm

DATA:
0-1 Tightening-up torque.

100 Nm

907-Z L60MC/MCE

SETTING OF STARTING AIR DISTRIBUTOR

907-2

Edition 12 Page 1 (1)

When the starting air distributor has been dismounted or the chain exchanged, the setting and checking of the starting air distributor is done in the following way: 1. Turn the engine to bring piston of cylinder 1 to TDC. the

2. Remove the plug screw and gasket from the side of the distributor housing, and insert the check pin K in its place. Turn the shaft together with the distributor disc until the check pin K enters the slot in the disc. 3. If fine adjustment is needed, loosen and remove the nuts which fasten the main wheel to the hub. Fit new nuts, but do not tighten.

4. Tighten-up the chain wheel by means of the nuts. When tightening the nuts, apply a spanner to the nut on the shaft end, to keep the shaft steady. Note: Never use the check pin K for this purpose. 5. Remove the check pin K from the distributor housing and mount the gasket and plug screw. Self-locking nuts may only be used once.

210

907-4 Edition 31

OVERHAUL OF STARTING AIR VALVE

Data 1 (1)

SAFETY PRECAUTIONS I |~" [ \^ |^ | [^ | j Stopped engine | Block the storting mechanism ] Shut off starting air supply \ Engage turning gear | Shut off cooling water | Shut off fuel oil ] Shut off lubrication oil | Lock turbocharger rotors

46

DATA:

D-1 Weight of starting air valve

36 kg

2T

907-4

OVERHAUL OF STARTING AIR VALVE

L60MC/MCE

907-4 Edition 31 Page 1 (3) cover fixing

1. Remove the screws.

top

2. Screw off the valve spindle nuts. Remove the washer fitted under the nuts and take out the valve spindle. Take out the bushings, discs, and pistons, and remove the valve spring. Remove and discard the 0-rings.

212

907-4 Edition 31 Page 2 (?)

OVERHAUL OF STARTING AIR VALVE

3. Grind the valve housing seating with the grinding ring after applying grinding paste. Carborundum No. 200. Grind the seatings of the spindle and housing to match, using the face wrench to rotate the valve spindle. Carborundum No. 500. 4. Thoroughly clean all parts before reassembling the valve. Lubricate all internal parts (sliding surfaces) with, for instance, Molybdenum Disulphide, MoS2. A s s e m b l y 5. First insert the then a bushing. valve spring,

ICC
I
e

907-4

OVERHAUL OF STARTING AIR VALVE

907-4 Edition 31 Page 3 (3)

L60MC/MCE

6. Mount the other pistons and bushings on the valve assembling tool. 7. Insert pistons and bushings in the valve housing while fitted on the assembling tool. Subsequently, remove the assembling tool.

8. Insert the spindle, fit the washer and nut, and tighten the nut. Always fit a new 0-ring.
Finally, mount and tighten up the cover.

214

908.01-28

EXHAUST VALVE

PLATE 90801 GENERAL Each cylinder is equipped with an exhaust valve, which is mounted in a central bore in the cylinder cover. The valve housing is attached by means of four studs and nuts to form a gas-tight seal against a seat in the cylinder cover. The nuts are tightened by means of hydraulic tools. The valve housing has an exchangeable bottom piece provided with a surface-welded Stellite wearing face on the conical seat for the valve spindle. The valve housing and the bottom piece are water-cooled. The bore for the valve spindle is provided with an exchangeable spindle guide with a wearing bush, which is also exchangeable. The valve housing is equipped with cleaning covers through which the cooling water space can be checked and cleaned. Like the bottom piece, the valve spindle has a welded-on Stellite wearing face on its seat. The lower cylindrical part of the valve spindle is fitted with a guard with vanes which cause the valve spindle to turn while the engine is running. At the top of the spindle an air piston is locked to the spindle by a two-piece conical ring. To indicate that the exhaust valve is working properly while the engine is running, a "lifting/rotation check rod" is mounted on top of the hydraulic cylinder on the exhaust valve. The scavenge air pressure in the space between the air cylinder sealing rings and the sealing ring around the spindle bush - connected to the scavenge air space through a bore in the valve housing and a piping - prevents gas, from a possible leakage around the valve spindle, from seeping upwards and polluting the lubricating oil in the hydraulic system of the valve gear. The exhaust valve is closed by a pneumatically operated piston. The air pressure applied to close the valve is provided through a non-return valve. A safety valve is mounted on the side of the air cylinder housing at the bottom end and connected through a duct to the drain pipe. The exhaust valve is opened by the valve spindle being pressed down by the -piston in the hydraulic cylinder fitted on top of the exhaust valve. The hydraulic piston is operated through a piping which communicates with a corresponding hydraulic cylinder on the roller guide housing above the camshaft. The piston in the latter cylinder is, via a roller guide, actuated by the exhaust cam on the camshaft. The system is kept filled with oil from the camshaft lubricating system, and the upward movement of the roller guide is transmitted through the hydraulic cylinder on the roller guide housing to the hydraulic cylinder on the exhaust valve. The hydraulic cylinder is mounted on the air cylinder on top of the exhaust valve housing by means of studs and nuts. The hydraulic cylinder has a piston with two piston rings. At the top end, an air bleed valve is fitted to the side of the hydraulic cylinder. Any oil that may escape through this bleed valve is led through a duct and is drained off through a bore together with any leaking oil from the piston.

215

908.02-28

HYDRAULIC VALVE ACTUATING GEAR The exhaust valve is actuated by a cam on the camshaft. A roller guide located in the roller guide housing located above the camshaft transfers the movement to the piston of a hydraulic oil cylinder, which, through a high-pressure pipe, is connected with the hydraulic cylinder on the exhaust valve. The roller guide is pressed downwards by the action of a helical spring fixed between the roller guide and the hydraulic cylinder in such a way that the roller of the roller guide will follow the cam on the camshaft. The piston rests on a thrust piece in the neck of the roller guide and is locked to the roller guide by a bayonet lock. The roller guide is prevented from turning by means of a bushing. The hydraulic cylinder is attached to the camshaft housing by four studs, two of which are long enough to permit the spring of the roller guide to be gradually relieved during dismantling of the components. The pressure oil is supplied from the camshaft lubricating system through a non-return valve in the top of the hydraulic cylinder. Opposite the nonreturn valve there is a safety valve. When the piston is in its lowermost position it uncovers the bore in the cylinder wall. This bore is connected to an adjustable throttle valve through which the oil is drained off to the camshaft housing. At the beginning of the compression stroke, some of the oil is pressed back through the throttle valve, and by adjusting this valve it is possible to undertake fine adjustment of the opening and closing of the exhaust valve. Oil leaking from the hydraulic cylinder on the exhaust valve is drained through a pipe connection to the top of the hydraulic cylinder on the camshaft housing. From there the oil - together with any oil from the safety valve - is drained off through a bore in the cylinder to the camshaft housing. The valve actuating gear is equipped with a locking device which can retain the roller guide in its top position and put the exhaust valve out of action. Note that the locking device must only be actuated or released when the engine is stopped.

216

EXHAUST VALVE L60MC/MCE

PLATE 90801-52

419 217

P L A T E 90805-44

VALVE GEAR L60MC/MCE

292

>517

218

VALVE GEAR - DETAILS L60MC/MCE

PLATE 90806-14

034 -{

219

908-1 Edition 29 Data 1 (1)

OVERHAUL AND ADAPTATION OF HIGH-PRESSURE PIPE

908-1

L60MC/MCE

SAFETY PRECAUTIONS \^^\ Stopped engine [^^l Block the storting mechanism C^O Shut off starting a'tr supply \^^\ Engage turning gear j j Shut off cooling water j | Shut off fuel oil I I Shut off lubrication oil [ j Lock turbocharger rorors

DATA: D-1 Weight of high-pressure pipe

37 kg

D-2 Distance from end of highpressure pipe to lower edge of pressure flange....16 mm D-3 Tightening torque 70 .Nm

908-1

OVERHAUL AND ADAPTATION OF

908-1

L60MC/MCE

HIGH-PRESSURE PIPE

Edition 29 Page 1 (2)

1. In connection with replacement of hydraulic high-pressure pipe, exhaust valve or hydraulic actuator, the high-pressure pipe sealing surfaces are to be checked and reconditioned, if required. 2. Check the contact surfaces of the pressure pipe for marks, and if necessary, grind the pipe ends by means of the grinding mandrel. Start grinding with a coarse grinding paste, for example Carborundum No. 200, and finish with a fine grinding paste, for example Carborundum No. 500. 3. After reconditioning the contact surfaces of the pipe, measure the distance from the lower edge of the thrust bushing to the contact surface of the pipe. At both ends this measurement is to correspond with the value stated in Data. Check the thrust pads in the exhaust valve and the actuator for marks on the sealing surface. Discard the 0-rings on the thrust pads. If considered necessary, replace the thrust pads. Lift the thrust pad free by, for example, using a screwdriver in the groove of the thrust pad.

221

908-1 Edition 29 Page 2 (2)

OVERHAUL AND ADAPTATION OF HIGH-PRESSURE PIPE

908-1

L60MC/MCE

4. Mounting of hydraulic sure pipe.

high-pres-

Place the high-pressure pipe with the sealing surfaces of the pipe resting on the thrust pads of the exhaust valve/actuator, paying regard to the 0-rings on the thrust pads. After fitting the pipe relative to the exhaust actuator, tighten up the the pressure flanges in order, see Data. 5. Check the system see 908-3. correctly valve and screws of crosswise

for tightness,

222

908-2 Edition 56 Data 1 (2) SAFETY PRECAUTIONS

OVERHAUL OF EXHAUST VALVE WITH PNEUMATIC PISTON

908-2 L60MC/MCE

[ | Stopped engine [ | Block the starting mechanism | | Shut off starting air supply I | Engage turning gear f | Shut off cooling water [ | Shut off fuel oil [ J Shut off lubrication oil \ | Lock turbocharger rotors

10, 13, 17, 19, 24, 30

5, 6, 8, 10

--

36/41, 46/5Q 2 xJv\12 2 x M20

50

20-100

DATA:
D-1 Exhaust valve complete.. 690 kg D-2 Oil cylinder 101 kg D-3 Air cylinder 30 kg 0-4 Spindle 72 kg D-5 Bottom piece 97 kg D-6 Oil cylinder, D-7 D-8 D-9 0-10 D-11 D-12 D-13

inside dia. max 85.2 mm Piston rings, min. thickness 3.2 mm Exhaust valve housing....330 kg Piston in air cylinder... 9 kg Piston in oil cylinder... 3 kg Tightening torque 30 Nm 50 Nm

D-14

Opening pressure of safety valve Offset angle

17.5 bar 6.0

223

908-2 L60MC/MCE

OVERHAUL OF EXHAUST VALVE WITH PNEUMATIC PISTON

908-2

Edition 56 Data 2 (2)

Checking of valve spindle and valve housing seat: Spindle Grinding, max. G1
2.0

DT
279

D2

B1

333

s-;

Valve housing seat Grinding, max. DT 51

2.0

D2

282 336 60

The wear limit of the spindle is checked by measuring at each of the points A, B, C, D and E, indicated by means of notches in the template. These measurements should be taken at four diametrically opposite points on the circumference of the spindle. The measurements taken by means of the template are the differential values between the normal and the defective profile of the valve spindle, and the burn-away must in no place exceed the value indicated on the template. The spindle can be used again if the measurement "82" does not exceed that indicated in the table. When grinding the seat, this measurement must not be exceeded if it is desired to weld on a new layer of stellite. The seat on the valve housing is checked in similar way; the maximum permissible grinding "Si" is stated in the table.

224

908-2 Edition 56 Page 1 (6)

OVERHAUL OF EXHAUST VALVE WITH PNEUMATIC PISTON

908-2

L60MC/MCE

1. Place the exhaust valve on the platform on a couple of planks. Remove the eight nuts and the safety strap from the oil cylinder. 2. Lift away and place the oil cylinder on a couple of wooden planks. Inspect the thrust piece of the hydraulic high-pressure pipe for marks. Replace the trust piece, if necessary. 3. Remove the sight glass over the built-in vent valve. Unscrew the vent valve and check its functioning. Replace the valve if it does not function satisfactorily. When mounting the vent valve, lubricate the thread with a liquid sealing compound, for example "Loctite No. 71". 4. Check the functioning of the exhaust valve rotation indicator. 5. Place the oil cylinder in a horizontal position. Remove the flange and take out the piston.
Take off and check the piston rings, see Data D-7. If necessary, replace the rings. Inspect the bore of the oil cylinder for scoring and check the measurements, see Data D-6. If the diameter of the bore exceeds the measurements stated in Data, send the oil cylinder to a B&W authorized workshop for repair. After carefully cleaning and checking all the parts visually, assemble the parts.

225

908-2

OVERHAUL OF EXHAUST VALVE WITH PNEUMATIC PISTON

908-2 Edition 56 Page 2 (6)

6. Remove the four screws from the flange on top of the air piston and dismount the flange. 7. Loosen the air piston from the conical locking ring by means of a tin hammer, and remove the conical locking ring. 8. Pass lifting straps through the four bores of the valve housing and lift the valve housing clear of the valve spindle. Take care when the internal 0-ring in the air piston and the internal rings for the sealing arrangement at the bottom of the air cylinder pass the groove for the conical ring at the top of the spindle. 9. Poise the valve housing above a couple of planks, leaving a distance of approx. 10 mm between the bottom piece and the planks. Remove the lock screws which retain the bottom piece and allow the bottom piece to fall the 10 mm on to the planks. If the bottom piece has become stuck, use a tin hammer. Remove the 0-rings from the bottom piece and clean all the cooling bores. Inspect the seating of the bottom piece carefully for damage and check with the template, see Data.

D-5
226

908-2 Edition.56 Page 3 (6)

OVERHAUL OF EXHAUST VALVE WITH PNEUMATIC PISTON

908-2

L60MC/MCE

10. Mount two eye screws in the bottom piece and place the bottom piece on the circular table of the grinding apparatus, and make sure, by means of a dial indicator, that it is correctly centered. The vertical setting of the grinding head is 30. The "offset angle" on the horizontal scale is 0. Regarding the use of the grinding apparatus, see separate instructions. After grinding, inspect the seating of the bottom piece again with the template. 11. Clean the valve spindle. Inspect the valve cone and seating surface by means of the template, see Data. Place the spindle in the grinding apparatus and tighten it whereby it will automatically be centered. The vertical setting of the grinding head is 30, the same as for the bottom piece. The offset angle on the horizontal scale is ach'ieved by displacement of the grinding head, see Data D-14. Regarding the use of the grinding apparatus, see separate instruction. After grinding, inspect the valve spindle seating again with the template. 12. Mount two eye screws in the air cylinder and dismount the air cylinder. Dismount the air piston from the air cylinder, and check the teflon guide ring and teflon sealing ring for wear. If it is necessary to change the rings, cut them and remove them. Be careful not to damage the edge of the ring grooves in the piston. Before mounting the new teflon rings and the new 0-ring, place them in hot water. When mounting the teflon rings be careful not to damage the running surface.

227

908-2 L60MC/MCE

OVERHAUL OF EXHAUST VALVE WITH PNEUMATIC PISTON

908-2 Edition 56 Page 4 (6)

13. Clean the air cylinder and check the running surface for wear or possible scores. Remove the four screws in the bottom of the air cylinder and dismount and check the flanges and the sealing rings of the sealing air arrangement. Fit new sealing rings when mounting the flanges in the bottom of the air cylinder. Tighten the four screws. 14. Inspect the bushing in the spindle guide for wear. If it proves necessary to replace the bushing, pull it clear by means of two dismantling screws. 15. After overhauling and remounting of the valve spindle and valve "seat in/on the valve housing, guide the air cylinder with the sealing air arrangement down over the valve spindle, lake great care when the internal rings (wellcoated with ordinary lube oil) pass the groove for the conical locking ring.

228

908-2 Edition 56 Page 5 (6)

OVERHAUL OF EXHAUST VALVE WITH PNEUMATIC PISTON

908-2

L60MC/MCE

16. Fit the conical guide ring for the air piston on the air cylinder. Lower the air piston over the valve spindle down into the air cylinder. Take great care when the internal sealing ring in the air piston passes the groove for the conical locking ring. 17. Mount the conical locking ring and lift the air piston up around the locking ring. Mount the flange on top of the air piston and, by means of the four screws, tighten the air piston, and the flange together. See Data D-11. 18. Mount the oil cylinder on top of the air cylinder. Mount the safety strap and tighten the nuts.

D-

229

908-2

L60MC/MCE

OVERHAUL OF EXHAUST VALVE WITH PNEUMATIC PISTON

908-2 Edition 56 Page 6 (6)

19. Before mounting the exhaust valve on the cylinder cover, fit new 0-rings on the bottom piece and coat them with ordinary lube oil. 20. After assembling the valve, it is recommended to test the valve in the following way: L i f t up the valve with the engine room crane (which makes the valve open). Connect compressed air to the pneumatic piston. The valve should now close. By disconnecting the compressed air supply and activating the release handle on the safety valve, the exhaust valve should open. After having done this a couple of times, leave the valve closed and shut-off the compressed air. The valve should remain closed for at least one hour. 21. Before mounting the valve on engine, connect compressed air the pneumatic piston to keep exhaust valve closed during mounting. See 901-2.3. Note: The air supply to the valve shall always be connected before starting the camshaft oil pumps. This is very important, because otherwise the valve will open more than normal. the to the the

230

908-3 Edition 46 Data 1 (D

CHECKING, ADJUSTM. 4 OVERHAULING OF HYDR. EXH. VALVE ACTUATOR

908-3

L60MC/MCE

SAFETY PRECAUTIONS [ | [ j I | | [ | Stopped engine j Block the starting mechanism | Shut off starting air supply j Engage turning gear | Shut off cooling wafer | Shut off fuel oil | shut off lubrication oil | Lock turbocharger rotors

10, 13, 17, 19, 24, 30

DATA:
D-1 Weight of hydraulic actuator 90 kg

D-2 Piston rings, min. thickness

0-3 Oil cylinder, inside dia. max

3.2 mm
85.2 mm

D-4 Non-return valve, opening pressure

0-5 Safety valve,

0.5 bar 300 bar

500 Nm

opening pressure 0-6 Hydraulic actuator,

Tightening torque

or tightening angle .... 0-7 Max. drain oil quantity

from exhaust valve D-8 Weight of high-pressure

25
40 1/h

pipe

37 kg

231

908-3

CHECKING,flDJUSTM.i OVERHAULING OF HYDR.

908-3 Edition 46 Page 1 (6)

L60MC/MCE

EXH. VALVE ACTUATOR

A. Non-return valve Spindle to be screwed free from

valve and locked by nut. See

page 7. For operation, Procedure 908-5. B. Throttle screw purposes. for

see

adjusting

1. Adjustment: Adjustment of the opening and closing of the exhaust valve is carried out by adjusting the leakage amount of the oil system. Tightening the throttle screw reduces the leakage amount and loosening the screw will increase the amount. If the total leakage amount coming from the regulating screw and from the hydraulic system exceeds a certain guantity, the valve will "knock" when closing. Increased pressure impact can also appear in the hydraulic system when the valve is opening. If the leakage is small (closed regulating screw in connection with a sealed hydraulic system), the valve will open earlier and close later than intended. To a small degree, this will increase the fuel oil consumption and the thermal load on the valve seats, at the same time causing deterioration of the "dead slow performance". It is therefore of importance to avoid extreme operational conditions for the valve. The throttle screw is adjusted by opening it until the valve begins to "knock", and then tightening (closing) the screw about 30. The adjustment can be made with 75% load and over. If the valve does not "knock" with a fully-open throttle screw (open about 1/2 rotation), this indicates that the hydraulic system is completely sealed and the screw should be turned to about 150 open.

232

908-3 Edition 46 Page 2 (6)

CHECKING, ADJUSTM. & OVERHAULING OF HYDR. EXH. VALVE ACTUATOR

1. (continued) A suitable pre-adjustment of the throttle screw is about 45 open, which, with the normally-occurring leakage from the piston ring sealings and the vent valve, gives the correct opening and closing points for the exhaust valve. The leakage amount can, of course, be altered on replacement of the individual components, so a readjustment with the throttle screw should be made in such cases. If the leakage amount is too large so that the valve "knocks" when the throttle screw is fully screwed down, the system must be inspected for excess leakages. Leakages of this kind can appear with worn or broken piston rings, leaky vent valves, safety valves or nonreturn valves, and loose pressure pipe connections.

233

908-3

CHECKING, AD3USTM. & OVERHAULING OF HYDR.

908-3 Edition 46 Page 3 (6)

L60MC/MCE

EXH. VALVE ACTUATOR

2. Leakages in the exhaust valve can be measured - during running of the engine - by collecting the oil from the drain pipe leading from the valve to the hydraulic actuator. For a normal system, the oil quantity will be smaller than the number of litres per hour stated in D-7. C. Drain from exhaust valve. 3. If the pipe connections are tight and the leak oil amount from the exhaust valve is correct, any abnormally large leakages must originate from the hydraulic actuator from which leak oil quantities cannot be directly registered. The hydraulic actuator is then to be dismantled for checking of the parts.

D-6

234

908-3

Edition 46 Page 4 (6)

CHECKING, ADJUSTM. 4 OVERHAULING OF HYDR. EXH. VALVE ACTUATOR

908-3

L60MC/MCE

4. Disassembling of the hydraulic

actuator Stop the engine and shut off the oil supply. Turn the camshaft so that the roller rests on the circular part of the cam. Dismount the inlet pipe and the drain pipe from the exhaust valve. Dismount the screws of the pressure flange of the high-pressure pipe and lift away the high-pressure pipe. 5. Release the mountings for the indicator drive from the actuator housing. Fit eye screws in the lifting holes of the actuator housing and hook on a tackle. Dismount the locking pin on the spindle of the lifting device. Unscrew the nuts on the two short studs, then loosen the nuts on the long studs successively until the roller guide spring is relieved. Dismount the nuts and lift the housing carefully up, leaving the piston on the top of the roller guide.

235

908-3

L60MC/MCE

CHECKING, AD3USTM. 4 OVERHAULING OF HYDR. EXH. VALVE ACTUATOR

908-3 Edition 46 Page 5 (6)

6. Release the piston from the bayonet lock of the roller guide by dismantling the locking plate, turning the piston 90, and then lifting the piston clear. 7. Take off the piston rings and check these for wear. If the thickness of the rings has reached the minimum (see 0-2), scrap the rings and mount new ones. 8. Check the bore of the oil cylinder for possible scores and measure it for wear. If the bore is seized or worn down to the measurement stated in D-3, send the oil cylinder to a BiW authorized workshop for reconditioning.

D-5

236

908-3 Edition 46 Page 6 (6)

CHECKING, AD3USTM. 4 OVERHAULING OF HYDR. EXH. VALVE ACTUATOR

9. Check the throttle screw, the non-return valve and the safety valve. 10. The opening pressure of the nonreturn valve is as stated in D-4. During normal operation, the non-return valve spindle must be screwed clear of the non-return valve and be secured in this position with the lock nut. This is done by adjusting the spindle in such a way that the distance from the end of the spindle to the valve housing is 27 mm after tightening the lock nut. This corresponds to the upper edge of nut and thread on spindle being flush with each other. The spindle is only to be used when lifting the exhaust valve roller guide, see 908-5. To avoid confusion between the adjusting screw (throttle screw) and the non-return valve, the latter is provided with a cap nut. The opening pressure of the safety valve is as stated in D-5. After cleaning the parts carefully, mount these in the reverse order, exercising care when placing the actuator housing over the piston to prevent the piston rings from breaking. Then fasten the actuator housing with the tightening torque, or according to gauge, as stated in Data. Recondition the high-pressure pipe, if necessary, see 908-1 . A. Non-return valve. B. Throttle screw. D. Safety valve.

237

908-4 Edition 33 Data 1 (1)

INSPECTION OF ROLLER GUIDES

908-4

L60MC/MCE

SAFETY PRECAUTIONS [XT Stopped engine l^^l Block the starting mechanism [^^ Shut off starting air supply 1X^] Engage turning gear j j Shut off cooling water r.J<J Shut off fuel oil L'<3 Shut off lubrication oil I | Lock turbocharger rotors

280- 760 Nm 750-2000 Nm

DATA:
D-1 Weight of roller guide, complete
D-2 Weight of oil pan D-3 Max. clearance

45 kg
51 kg

roller/bushing/shaft pin..0.5 mm D-4 Discard spacer rings when wedge-shaped oil grooves are worn away. D-5 Tightening angle for nuts, fuel injection pump . . . . 35 Alternatively 785 Nm 0-6 Tightening angle for nuts, actuator housing 25 Alternatively 500 N|m D-7 Weight of shaft pin D-8 Weight of roller with bearing bushing 8 kg 14 kg

238

908-4

INSPECTION OF ROLLER GUIDES

L60MC/MCE

908-4 Edition 33 Page 1 (4)

Inspection of roller guide (mounted on engine) 1. The roller guides can be partially checked while mounted on the engine, using the following procedure: Lift the roller guide. (Regarding fuel pump and exhaust valve, see 909-5 and 908-5, respectively). Remove the cover on the roller guide housing. Turn the cam discs in such a way as to provide the best possible space conditions between the roller guide and the cam disc. Check the movability of the roller by turning this by hand to ascertain if the roller moves freely and without unnecessary resistance or "hard" points. Also inspect the surface of "the roller for possible damage marks, seizures, or crackles, ensuring that no traces of bearing metal exist in the roller guide housing. Check the clearance in the slide bearing by lifting the roller relative to the roller guide and measuring the difference in distance between the cam disc and the roller in the upper and lower position of the roller. A more suitable and reliable method is to check the roller guide and the bearing clearance when the roller guide is dismounted. This method can thus be used when the fuel pump/hydraulic actuator are in the dismounted condition, see the Checking and Maintenance Programme 900-1.

D-6

239

908-4 Edition 33 Page 2 (4)

INSPECTION OF ROLLER GUIDES

908-4

L60MC/MCE

This procedure applies only to the exhaust valve roller guides. Dismantling 2. Remove the hydraulic actuator above the pertaining roller guide and take out the spring of the roller guide. See 908-3 and 909-3.5. The lifting tool for the roller guide is mounted in the roller guide as follows: Lift the lock ring of the tool up on the shaft of the tool. Place the tool in such a manner that its foot rests on the thrust piece in the bayonet joint of the roller guide. Turn the tool 90 so as to allow the foot to engage properly in the bayonet joint. Lower the lock ring, thereby securing the foot in the locked position. Lift the roller guide out of the roller guide housing, using the crane. 3. After lifting out the roller guide, check the surface of the roller, as mentioned above. The most expedient time of measuring the clearance in the slide bearing is when the roller guide is placed in a vertical position with the roller hanging freely. Place a dial gauge against the roller, then lift the roller as much as the clearance permits. This makes it possible to read the clearance directly. It is recommended only to dismantle the roller guide if, during the checking, irregularities when turning the roller, damage on the roller, or larger clearance than indicated on the data sheet, have been observed. Before dismantling, measure any ovalness of the roller guide. In such cases, continue the procedure as follows:

90'

D-3
240

INSPECTION OF ROLLER GUIDES

908-4 Edition 33 Page 3 (4)

4. Dismount the lock screws for the shaft pin. By means of the driving-out mandrel, remove the shaft pin from the roller guide. 5. Take out the roller with bearing bush and spacer rings from the roller guide. 6. Inspect the surfaces of the roller facing the spacer rings and the sliding surface of the shaft pin for marks and seizures. Inspect the spacer rings and replace these if the wedge-shaped oil grooves have been worn away. Replace the slide bearing bushing and any defective parts. 7. Inspect the thrust piece of the roller guide for deformations (replace if necessary). Blow the lubricating ducts and bores of the roller guide clean with compressed air. Inspect the sliding surfaces of the roller guide for marks and seizures. Remedy any damage found.

D-8
-D-7

241

908-4 Edition 33 Page 4 (4)

8.

INSPECTION OF ROLLER GUIDES

908-4

L60MC/MCE

Place the roller guide on a couple of planks (with the bores for the shaft pin vertically). Mount the roller, bearing bush and spacer rings in the roller guide so that all the bores coincide. By means of the mandrel, press the shaft pin in place in the roller guide, taking care that the locking holes in the shaft pin coincide with the threaded holes for stop screws in the roller guide with attention on the working scratches (make sure that the marking scratches coincide) . When the shaft pin is correctly positioned in the roller guide, mount the stop screws (ascertain that the stop screws enter the locking holes in the shaft pin). Now secure the stop screws with "Loctite, type'71".

9.

Mount the lifting tool and lubricate the roller guide in the bearing as well as on the sliding surfaces. Then lift the roller guide into place in the roller guide housing.

10. When mounting the roller guide check the clearance between the roller guide and the guide plate mounted in the liner for the roller guide. The camshaft is to be turned such that the roller guide is lifted approx. 20 mm. The clearance between the roller guide and the guide plate shall be the same at both ends. 11. Mount and secure the pump piston, the spring and the actuator housing and tighten up the nuts according to the gauge, see Data.

o
242

908-5 Edition 35 Data 1 (1)

LIFTING OF ROLLER GUIDE FOR EXHAUST VALVE

908-5

L60MC/MCE

SAFETY PRECAUTIONS J Stopped engine ] Block the starting mechanism J Shut off starting air supply _____ J Engage turning gear [ J Shut off cooling water [>^ Shut off fuel oil 1X1 Shut off lubrication oil | I Lock turbochargcr rotors

DATA: D-1 Weight of high pressure

pipe 37 kg

243

908-5

LIFTING OF ROLLER GUIDE FOR

908-5 Edition 35 Page 1 (1)

L6QMC/MCE

EXHAUST VALVE

1. Warning: Do not use the lifting tool for the roller guide of the exhaust valve actuator while the engine is running. If an exhaust valve or valve actuator is to be brought out of action, disconnect it in the following manner: 2. Stop the engine. Lift the fuel pump roller guide, see Section 909-5. Relieve the oil pressure in the high-pressure pipe by loosening the lock nut on the non-return valve and screwing the spindle to the bottom. Loosen 90. and turn the stop block

WARNING DO NOT USE THE LIFTING DEVICE FOR EXHAUST PUMP WHEN ENGINE IS RUNNING SEE INSTRUCTION BOOK

Lift the roller guide by tightening the spindle nut until the arm of the lifting tool is lifted to bear against the actuator housing. Thus the roller guide is locked in a position free of the exhaust cam. 3. The engine can now be operated on the remaining cylinders, see Volume I, Chapter 704. When the engine is running with one exhaust valve out of action, the fuel pump of the pertaining cylinder must also be disengaged. The engagement of the exhaust valve roller guide must only take place at engine standstill. When the roller guide has been lowered into position, turn the stop block 90 and tighten it. Then tighten the lifting tool nut until the spindle bears against the underside of the stop block. For engaging of the fuel pump roller guide, see Section 909-5.

244

908-6 Edition 02 Data 1 (1) I | | L ] | | [

EMERGENCY RUNNING WITH OPEN EXHAUST VALVE

908-6

L-MC/MCE

SAFETY PRECAUTIONS | Stopped engine | Block the starting mechanism j Shut off storting air supply j Engage turning gear j Shut off cooling water | Shut off fuel oil | Shut off lubrication oil j Lock turbochorger rotors

22, 36

908-6

EMERGENCY RUNNING WITH OPEN EXHAUST

VALVE 1. Stop the oil lubrication. Disconnect the blank-off the main pipe with pump

908-6 Edition 02 Page 1 (1) for camshaft

L-MC/MCE

oil inlet pipe and connection from the the plug screw.

2. Turn off the air to the exhaust valve. 3. Lift the fuel pump and exhaust valve roller guide (see Sections 908-5 and 909-5). 4. Dismount the rotation and mount the tool. indicator

The tool will keep the air piston in the lower position and therefore keep the valve open. Regarding running the engine, see Volume I, Chapter 704. 5. After overhauling the cylinder unit, engage the roller guides, (see Sections 908-5 and 909-5).

246

908-7

CHECKING EXHAUST CAM ADJUSTMENT

908-7 L60MC/MCE

Edition 06 Page 1 (1)

For checking the position of the exhaust cam, the engine is turned in "Ahead" direction until the roller guide (measured on activator plunger) has been lifted 10 mm. The crank throw for the cylinder concerned is then in a position of A past its T.D.C. For checking the lead angle, the turning is continued in "Ahead" direction until the roller guide has been lifted 14.6 mm corresponding to a turn of B of the crankshaft. The lead angle is then
A + B
180 -

Towards engine

The illustration shows the position of the exhaust cam for a 6-cyl. standard engine, when the piston of the cylinder concerned is in T.D.C. See the adjustment sheet in Vol. I, OPERATION, Chapter 701.

Lead angle MC = -2 - MCE= -4

247

P L A T E 90851-61

EXHAUST VALVE PANEL L60MC/MCE

248

EXHAUST VALVE - TOOLS L-MC/MCE

PLATE 90861-17

046

PLATE 90862-07

EXHAUST VALVE - TOOLS

250

909.01-26

FUEL OIL SYSTEM

FUEL PUMP Each engine cylinder is equipped with its own VIT (Variable Injection Timing) fuel pump, which is mounted on the roller guide housing over the camshaft section corresponding to the cylinder in question. The square base of the fuel pump housing is provided with a groove to receive any leaking oil, which is subsequently drained through a connected pipe. Two bores are provided in the base for toothed racks. The upper rack serves to adjust the injection timing, and the lower rack controls the quantity of fuel oil delivered by the pump. A guide screw is mounted on the side of the pump housing to guide the pump barrel vertically. At the top, the pump housing is closed by a top cover, attached by means of nuts and studs fitted in the pump housing. The underside of the top cover is fitted with a suction valve which also functions as guide for the pump barrel. The pump barrel is also guided in the bore at the top and bottom of the pump housing. Three low-friction sealing rings are fitted in grooves in the barrel to seal between barrel and housing. Between the two lower 0-rings of the barrel, the pump housing is provided with a hole connected to a drain pipe. The pump barrel has a threaded lower end which - when connected with the timing guide and operated by the upper toothed rack - makes it possible to alter the position of the pump barrel relative to the plunger. In this manner the initial moment of fuel oil injection into the cylinder can be adjusted by a servo-air cylinder. The pump barrel has a shrunk-in liner in which the pump plunger is ground accurately to form and oil-tight seal. Barrel and plunger must always go together and cannot be replaced individually. The upper part of the pump barrel liner forms an oil-tight seal round the cylindrical part of the suction valve. The barrel is provided with two cut-off holes which are covered and uncovered during the travel of the plunger within the barrel. This function, in conjunction with the turning of the plunger effected by the regulating gear, serves to regulate the amount of oil injected into the engine cylinder. In addition to the shrunk-in liner, the barrel has, in the bottom end, a detachable sealing bush which is secured by a circular nut. Two scraper rings are fitted in the sealing bush to prevent any fuel oil from running down into the roller guide housing. The space between the scraper rings communicates with the previously mentioned space between the 0-rings on the outside of the barrel and the drain pipe. The pump plunger is provided with a guide block designed to travel in the milled keyway in the regulating guide. At the bottom it has a foot which bears against a thrust disc in the bayonet joint at the roller guide neck. A clearance of approx. 0.1 mm between the plunger foot and the roller guide permits the plunger to turn in the roller guide. The regulating guide is able to turn in the bottom of the pump housing. On the outside it has a gear rim which engages with the above-mentioned lower toothed rack at the base of the pump housing. The gear rim and toothed rack are marked with lines enabling the parts to be positioned correctly after disassembly. The

909.02-26

toothed rack is linked together with the regulating gear of the engine through a spring-loaded connection. Thus, in the event of a sticking pump plunger, the regulating gear for the remaining fuel pumps will not be blocked. The bore in the pump housing for the lower toothed rack is fitted with a piston, and the space behind this piston communicates with the control air system of the engine. In the event of actuation of the shut-down system of the engine, compressed air is supplied to the space behind the piston, causing the piston to be pressed forward, and forcing the fuel pump regulating gear to 0-rposition, thus cutting-off the fuel oil supply to the cylinder concerned. I he timing guide is also able to turn in the bottom of the pump housing. On the outside it has a gear rim to mesh with the above-mentioned upper toothed rack at the base of the pump housing. The gear rim and toothed rack are marked with lines enabling the parts to be positioned correctly after disassembly. The toothed rack is linked to a servo-air cylinder which is controlled with the governor output shaft position as the determining parameter. The position of the upper toothed rack controls the vertical position of the barrel through the threaded connection. Oil is supplied through a flanged connection on the side of the pump housing. A corresponding flange on the opposite side of the housing is fitted with a shock absorber which neutralizes the shock caused when the plunger uncovers the cut-off holes at the end of each delivery stroke. The shock absorber consists of a cylinder with a spring-loaded plunger which is pressed back when the surplus oil from the delivery chamber is forced out into the inlet space round the pump barrel.

Two screw plugs are fitted in the pump housing opposite the cut-off holes of the barrel. The oil jets which are ejected through the cut-off holes at the end of the delivery stroke hit the screw plugs, which can be replaced when they are eroded. A locating pin fitted at the top of the pump housing ensures correct positioning of the parts. Further, there is a pipe connection for circulation of warm oil through the pump, enabling it to be preheated before start and to be kept warm when the engine is stopped.

The fuel oil is supplied through a pipe on the side of the pump housing from the electrically driven primary pump. The oil circulates round the pump barrel which is thus kept evenly heated. During the suction stroke c'.tspring-loaded suction valve opens and the delivery chamber is filled with oil. As soon as the plunger has covered the cut-off holes in the pump barrel during its upward movement, injection commences through the fuel valves. The vertical position of the cut-off holes thus controls the injection timing. Injection will last until the cut-off holes are uncovered by the oblique cut-off edges, following which the oil is forced through two milled grooves at the side of the plunger and out through the cut-off holes of the barrel during the rest of the delivery stroke.

909.03-26

FUEL PUMP ACTUATING GEAR

A roller guide housing containing the fuel pump and exhaust valve actuating gear is bolted on to the manoeuvring side of each cylinder block. In regard to design and functioning, the fuel pump roller guide is completely different to the exhaust valve roller guide (Section 908). The roller guide for each fuel pump incorporates a shifting roller, connected to the roller guide by means of an angular displaceable link. Ihe fuel pump is actuated by a cam on the camshaft. The movement is transmitted through the roller guide to the plunger in the barrel of the pump housing which - through a high-pressure pipe and a distributor block is connected with the fuel valves on the cylinder cover. Ihe roller guide is forced downwards by the action of two helical springs fixed between the roller guide and the base plate of the pump housing, so that the shifting roller of the roller guide follows the cam on the camshaft. The plunger rests on a thrust piece in the neck of the roller guide and is locked to the roller guide by a bayonet lock. The roller guide itself is prevented from turning by means of a guide block mounted in the liner of the housing. The pump housing is attached to the camshaft housing by four studs. The thread on two of these is long enough to permit the gradual easing of the roller guide springs when dismantling the components. The fuel pump is provided with a manual lifting device which can lift the roller guide roller free of the fuel cam. The lifting device is mounted on the side of the roller guide housing. The lifting/locking device consists

of a flange, a nut, a stop screw and a shaft with a guide screw and a pivot placed eccentrically in the end of the shaft. Engaging and disengaging the lifting device must only be done when the engine is at a complete standstill.
Operation

When a fuel pump is to be put out of action, turn the engine until the roller guide reaches its top position, i.e. with the roller guide resting on the circular part of the cam. Then manually press the shaft against the roller guide, manually turn the shaft upwards as much as the guide screw allows, and secure the shaft in this position. The eccentric end of the shaft causes the roller guide to lift the roller completely clear of the cam disc. Putting a fuel pump into action again is done in the reverse order.
Reversing Mechanism

Reversing is achieved by shifting the roller in the fuel pump drive mechanism at each cylinder. A reversing arm is mounted on the shaft-pin for the link, and a pivot is mounted at the top end of the reversing arm. The pivot travels in a reversing guide connected to an air cylinder. The link connecting the roller guide and roller is self-locking in either the AHEAD or ASTERN position without the aid of external forces. Each cylinder is reversed individually and the reversing mechanism is activated by compressed air. If one cylinder should fail reversing, the corresponding fuel pump is automatically set to the zero position.

253

909.04-26

SAFETY SYSTEM FOR FUEL OIL HIGH-PRESSURE PIPES

Plate 90914 The fuel oil high-pressure system of each cylinder is equipped with a safety system which will stop the oil supply from the fuel injection pump of the cylinder concerned in the event of a pipe fracture or a major leakage in the high-pressure system. All high-pressure pipes in the system are provided with flexible, steelwire armoured hoses. The space between the pipe and the protective hose communicates, through drilled passages in the flanges, with a diaphragm valve B fitted to the distributing piece. The diaphragm valve incorporates a spring-loaded nonreturn valve F, which will open at a pressure of 1 bar. There is also a small drain duct through which oil from small leakages can be drained to the drain funnel without actuating the diaphragm valve. In case of pipe fractures or major leakages in the system, the aforementioned drilled passage will not be large enough to allow the increased oil quantity to pass, and an oil pressure will build up in the space between the high-pressure pipes and the protective hoses. However, the pressure cannot exceed 1 bar, at which value non-return valve F will open and allow the oil to flow to drain funnel. Due to the action of the oil pressure, the diaphragm valve will cause valve D, which is interposed between the air line C and the bore for the toothed rack in the fuel pump housing, to change over. As the valve changes over, compressed air is led to the bore thereby actuating the loose piston G located there. This, in turn, actuates the regulating rack which is forced to its extreme position, the fuel pump is moved to 0 index, and combustion will cease in

the cylinder ning system give warning perature and

concerned. Where a scanis installed, this will for falling exhaust temalarm on E.

254

909.05-26

FUEL VALVE Plate 90910 The fuel valve consists of a valve head 028, union nut 185, valve body 053, and nozzle 041. Fitted within the valve body are the thrust spindle 100 with thrust spring 173, thrust foot 112, and valve unit 148 with a combined slide/valve. When the fuel valve is fitted in the cylinder cover, the valve parts are tightened together by the pressure from the nuts being transmitted through valve head, thrust spindle, valve unit and nozzle to the valve body, which is pressed into the tapered bore in the cylinder cover. The union nut keeps valve head and valve body together during dismantling of the fuel valve. Plate 90911 The valve unit 90910/148 consists of a spindle guide (A), thrust piece (C), spindle (B), spring (E), and slide (D). The valve unit is assembled with a press fit and cannot be taken apart. The spindle (B) is pressed against the tapered valve seat of the spindle guide (A) by the action of the thrust spring 90910/173 on the thrust spindle 90910/100, the spring pressure being transmitted through the slotted thrust foot 90910/112. The thrust spring determines the opening pressure of the valve, which is not adjustable. The slide (0) is pressed by the spring (E) against the tapered valve seat inside the spindle (B). In this position the head of the slide uncovers a small bore arranged for circulation purposes in the thrust piece (C). The functioning of the fuel valve is as follows: Position 1: The electrical fuel oil primary pump circulates preheated oil through the fuel pump and fuel valve. In the fuel valve the oil passes through the central bore of the valve head and the bore through the thrust spindle and continues to the thrust piece (C), leaving through the circulation bore of the latter. Thence the oil is passed through the interior of the valve body to an outlet pipe on the side of the valve head. The space round the tapered valve seat of the slide is also filled with oil, but the primary pump pressure is insufficient to overcome the force of the slide spring and lift the slide. Position II: When, at the beginning of the delivery stroke, the pressure has risen to about 10 bar, the force of the slide spring will be overcome and the slide pressed back against the shoulder of the thrust piece (C). Position III: When the slide is pressed upwards the circulation bore of the thrust piece is closed, and the oil passes the seat of the slide and enters the space round the valve spindle seat (B) in the spindle guide (A). When the pressure has risen to the preset opening value of the fuel valve, the spindle is lifted and oil is forced through the nozzle into the engine cylinder.

255

909.06-26

At the termination of the delivery stroke, first the valve spindle and then the slide will be pressed against their respective seats, the injection of fuel stops, and oil is again circulated through the valve (position I). If for some reason the valve spindle should be sticking in the spindle guide, the slide will in its closed position prevent the primary pump from pressing oil through the nozzle, and thus obviate the risk of the engine cylinder being filled with oil.

256

FUEL PUMP

P L A T E 90901-66

L60MC/MCE

IJF

^ -. f>) 10 CD Oi

"i *-. t*> if) p> (B O *-

^tv, S*LO "i"i

u> to o^

Fs. CJlCDQOC) rv *>) CQCJi(\iO t^tvjrv,^!

257

PLATE 90902-30

FUEL PUMP GEAR L60MC/MCE

258

FUEL PUMP - DETAILS L60MC/MCE

PLATE 90904-10

259

PLATE 90910-31

FUEL VALVE L60MC/MCE

260

FUEL VALVE

PLATE 90911-03

261

PLATE 90913-22 HIGH-PRESSURE PIPES L60MC/MCE

262

S A F E T Y A N D A L A R M SYSTEM

PLATE 90914-13

L60MC/MCE

A: LEAK OIL FROM HP PIPES B: DIAPHRAGM C:COMPRESSED-AIR PIPE D :5-WAY/2-POSITION VALVE E: PRESSURE SWITCH E: NON-RETURN VALVE G: PISTON FOR 0-POSITIONING

IFUELPUMPI
263

Notes

264

909-1 Edition 37 Data 1 (1)

CHECKING AND AD3USTMENT OF FUEL PUMP LEAD

909-1

L60MC/MCE

SAFETY PRECAUTIONS |^^I Stopped engine LP'Ci Block the starting mechanism JXvl Shut off starting air supply j^C Engage turning gear [^ | Shut off cooling water IX! Shut off fuel oil [^ ^_j Shut off lubrication oil [ I Lock turbocharger rotors

19, 24

80-300 Nm

DATA: 1 index moved on pmgx rack on the fuel pump corresponds to 1 mm change of pump lead "a" and a correction of pmax of approx ...................... 3-4 bar Index range of pmgx rack......0-9 D-1 D-2 Weight of top cover ...... 20 kg Tightening torque ....... 300 Nm

Conversion to test sheet measurements (Adjustment from testbed) pump lead "a" = K + Y - X1 Fuel cam lead "c" = X2 - X1 K = 209.15 mm

265

909-1.1

CHECKING OF FUEL PUMP LEAD

909-1.1 Edition 37 Page 1 (5)

L60MC/MCE

1. Lead "a" of the fuel pump (= the effective lead) is defined as the number of mm which the top edge of the fuel pump plunger is lifted above the upper edge of the cutoff hole when the main piston of the cylinder concerned is in TDC. Lead "c" of the fuel cam is defined as the number of mm the plunger is lifted from its bottom position when the main piston is in TDC. The measuring tool is so designed that the mark "0" is read on the scale when the distance "K" is obtained between the ends of the legs and the measuring pin. The constant "K" is equal to the distance from the top of the barrel to the bottom of the threaded hole in the plunger when this is just closing the cut-off hole in the barrel. Lead "a" of the fuel pump is read directly, with + or - sign, on the scale of the measuring pin, see point 3. The lead of the fuel cam disc "c" is s. combination of two readings, namely "a" (see point 3) and "b" (see point 5). Both readings are with + or - sign. See example in point 6. The reversing mechanism must be in the position in which it is desired to measure the leads, i.e. "AHEAD" or "ASTERN".

266

909-1 .1 Edition 37

CHECKING OF FUEL PUMP LEAD

909-1.1 L60MC/MCE

Page 2 (5) 2. Measuring of fuel pump lead: Shut off the fuel oil inlet. Unscrew the return oil connection and drain the oil from the fuel pump. Loosen the union nuts and lift these up on the high-pressure pipe. Unscrew the coupling nuts on the high-pressure pipe. Dismount the high-pressure pipe and the two plugs where the measuring tool is to be mounted. Turn the engine until the engine piston of the cylinder concerned is in TDC. Place the measuring tool on top of the top cover. Push down the measuring pin until it rests against the bottom of the hole in the top of the pump plunger, while the legs of the tool rest against the pump barrel. 3. The measuring result, which is the lead "a" of the fuel pump, is read with + or - sign directly on the scale of the measuring pin. Note down the result. Also note index of pmax-rack. Adjustment of the maximum combustion pressure max pf of a single cylinder can be effected by moving (relatively) the cut-off -holes of the pump plunger in relation to the top of the pump plunger. This can be done by, respectively, increasing or decreasing the index at the Pmax rack. If max pf is to be increased, corresponding to an increase of the lead "a", increase the index on tne Pmax rack, relative to the increase required (advancing the injection moment). If max pf is to be decreased, corresponding to a reduction of the lead "a", decrease the index on the Pmax rack, relative to the increase required (retarding injection moment). For adjustment, see 909-1.2. If no further adjustment is possible according to the above procedures, the cam disc has to be adjusted.
267

909-1.1

CHECKING OF FUEL PUMP LEAD

L60MC/MCE

909-1.1 Edition 37 Page 3 (5)

Lead "c" of the fuel cam is first to be measured, calculated, and compared with the testbed sheet. 4. The lead of the fuel cam is measured as follows - after proceeding according to points 1 - 3 : Dismount the cover of the fuel cam inspection hole in the roller guide housing. Turn the engine, while noting the position of the cam through the inspection hole. Stop turning when the roller is on the lowest part of the cam where the roller guide, and thus the pump plunger, is in the lowest position. This position can also be found by pressing the measuring pin of the measuring tool lightly down against the top of the pump plunger while turning the engine. On reaching the lowest position of the measuring pin, i.e. when the measuring pin moves no further downwards, stop turning the engine. The pump plunger and the roller guide are then in the position mentioned above.

268

909-1.1 Edition 37 Page 4 (5)

CHECKING OF FUEL PUMP LEAD

909-1.1

L60MC/MCE

5. Make sure that the measuring pin is pushed right down against the bottom of the hole in the top of the pump plunger. Read the measuring result "b" with + or - sign direct on the scale of the measuring pin. The lead c of the fuel cam is thus = a - b. The index of the pmax toothed rack must always be read simultaneously with the pump lead a. 6. EXAMPLE: Reading "a" = + 12, with main piston in TDC. Reading "b" = - 5, with plunger in lowest

position.

a = + 12, b = - 5,
c = a - b = + 1 2 - (-5) = 17 When turning the cam, place the measuring tool or a dial gauge on the pump. Turn the cam disc until the desired change of the lead is read directly on the tool or on the dial gauge. To increase lead and Pmax: - turn the cam disc "AHEAD" To reduce lead and pmax: - turn the cam disc "ASTERN". After carrying out adjustment, the measurements "a" and "c" and the Pmax index are again taken, and the new results noted down and filed for purposes of comparison with future measurements and adjustment.

269

CHECKING OF

909-1.1

FUEL PUMP LEAD

Edition 37 Page 5 (5)

7. Alternative measuring methods: The fuel pump lead and the fuel cam lead can also be measured in the following manner: Fuel pump lead: Check that the reversing mechanism is in "AHEAD" position. Turn the engine "AHEAD" until the piston of the cylinder concerned is in TDC. Using a depth gauge or similar, measure the distance Y from the upper side of the fuel pump top cover through the hole to the top of the pump barrel. Measure the distance X1 from the upper side of the fuel pump top cover through the centre hole to the bottom of the lifting hole in the top of the plunger. The distance K, which is a constant (= distance from top of pump barrel to top of pump plunger when this is in line with upper edge of cut-off hole + depth of hole in pump plunger). Thus: fuel pump lead = K + Y - X1 X1: Piston in TDC. Finally, read the index of Pmax toothed rack. Fuel cam lead: Turn the engine until the roller guide, and thus the pump plunger, is in the lowest position. Using a depth gauge or similar, measure the distance X2 from the upper side of the fuel pump top cover through the centre hole to the bottom of the lifting hole in the pump plunger. Accordingly, the lead of the fuel cam is equal to the difference between the measurement X2 and the preceding measurement X1. Thus: fuel cam lead = X2 - X1 X2: Lowest position of plunger. the

270

909-1.2 Edition 37

ADJUSTMENT OF FUEL PUMP LEAD

909-1.2

Page 1 CD 1. If a defective servo air-cylinder has to be replaced, the pump barrel in the pump housing must be disconnected from the threaded guide before mounting the spare servo air-cylinder. 2. The spare servo air-cylinder is to be adjusted by displacing lever F so that the camber height "X" is evenly distributed. The basic adjustment of the servo air-cylinder is to be carried out in accordance with the diagram by displacing the connecting link E. In order to distribute any possible deviation, ' the control air pressure of 2.75 bar should correspond to index 5 on the p max rack. 3. After this adjustment, assemble the fuel pump completely, see 909-3.1. After some readings in service, it may be necessary to make a final adjustment of the pmax pressure of the corresponding cylinder. 4. Adjustment of the pmgx can be carried out on the individual fuel injection pumps by first removing the pin B and then adjusting link E. The link can be adjusted approx. 3 index marks. by

L60MC/MCE

01 2 3 4 5 6 7 8 9 10

271

909-1.3 L60MC/MCE

ADJUSTMENT OF PILOT VALVE

909-1.3 Edition 37 Page 1 (1)

1. Spare pilot valves have been preadjusted to Q.5-5.5 bar control air pressure, corresponding to 0.5-8.0 mm pressing-in of pin "C". Connect a pressure gauge and a pipe with working air (pressure 7 bar) to connections "A" and "P", respectively, on the pilot valve. Check that the pressure in the pressure gauge and the pressing-in of the pin "C" is in accordance with the curve. Any necessary adjustment is done on the adjusting screw "B". 2. Fine adjustment of the pmax pressure in the break point (for all the cylinders) is to be adjusted by axial displacement of the bracket with the pilot valve. Release tighten valve through the screw and nut which the bracket with the pilot to the bigger bracket the slotted holes.

8 mm

Pressing-in

Increasing the Pmax pressure is done by moving the pilot valve toward the lever. Decreasing the pmax pressure is done by moving the pilot valve away from the lever.

272

909-2 Edition 33 Data 1 (1)

ADJUSTMENT OF FUEL PUMP CAM

SAFETY PRECAUTIONS [XI Stopped engine Q>^] Block the starting mechanism r^^J Shut off starting air supply [^^1 Engage turning gear [ [ Shut off cooling water | ] Shut off fuel oil [^<^ Shut off lubrication oil [ | Lock turbocharger rotors

17, 19, 24

DATA: D-1 Weight of oil tray 51 kg

Data for adjustment of fuel pump cam, see 909-1.

273

909-2 ADJUSTMENT OF
F

909-2 Edition 33 Page 1 (4)

L60MC/MCE

"EL PUMP CAM

Lift the fuel pump roller guide, see 909-5. Remove the shields enclosing the camshaft and the oil tray for the roller guide housing concerned, as described in 906-5.
2

- Turn the engine until the fuel cam disc concerned is in a favourable Position for the work.

- Remove the three plugs in the oil ducts of the cam disc (by means r> for instance, a screw-driver). Remove the two plugs in the oil ducts of the cam disc, and plug the oil ducts with spare venting screws from 901. Mount three snap-on couplings in tne oil ducts without tightening these up. Mount the snap-on coupIlf ig on the distribution piece and on the hydraulic high-pressure pump. Mount the special spanner on the fu el cam disc.

274

909-2 Edition 33 Page 2 (4)

ADJUSTMENT OF FUEL PUMP CAM

909-2

L60MC/MCE

4. Apply a light pressure to the hydraulic system and, after venting the system, tighten up the snap-on couplings. Note in which positions the marks on camshaft/cam disc correspond. Apply pressure to the hydraulic system and when oil seeps out along the camshaft under the cam, disc turn the cam disc the desired distance, using the fitted spanner. Check the turning by means of the marks on camshaft/cam disc. (The necessary turning of the cam disc is calculated according to the description under 909-1). After completing the desired turning of the cam disc, relieve the hydraulic system of pressure and dismount the spanner and the hydraulic equipment. After not less than 15 minutes the cam must be allowed time to "settle" - mount the plugs again in the oil ducts of the cam disc. Mount the oil tray and enclosing the camshaft. shields

Lower the fuel pump roller guide, see 909-5. After carrying out adjustment of a fuel cam disc, the fuel pump lead is to be measured and adjusted, if required, see 909-1.

275

909-2 L60MC/MCE

ADJUSTMENT OF FUEL PUMP CAM

909-2 Edition 33 Page 3 (4)

Alternative re-adjustment methods: 5. Re-adjustment of the fuel cam disc can also be carried out as follows: Lift the fuel pump roller guide, see 909-5. Remove the cover on the upper part of the camshaft housing in front of the fuel cam disc. Turn the engine until the fuel cam disc concerned is positioned with the three oil ducts in front of the opening in the housing. Remove the three plastic plugs from the oil ducts and plug the oil ducts by means of three spare venting screws for the cylinder cover tightening ring (901). Then turn the engine until the fuel cam disc concerned is in a favourable position for the work. 6. Remove the two plastic plugs from the oil ducts. Mount two snap-on couplings in the oil ducts without tightening these up. Mount the snap-on coupling on the distributing piece and on the hydraulic high-pressure pump. Apply a light pressure to the hydraulic system and, after venting the system, tighten up the snap-on couplings. Note in which positions the marks on camshaft/cam disc correspond. Mount the special spanner on the fuel cam disc.

276

909-2 Edition 33 Page 4 (4)

ADJUSTMENT OF FUEL PUMP CAM

909-2

L60MC/MCE

7. Apply pressure to the hydraulic system, and when oil seeps out along the camshaft under the cam disc, turn the cam disc the desired distance, using the fitted spanner. Check the turning by means of the marks on camshaft/cam disc. (The necessary turning of the cam disc is calculated as described in 909-1). After completing the desired turning of the cam disc, relieve the hydraulic system of pressure and dismount the spanner and the hydraulic equipment. After not less than 15 minutes the cam must be allowed time to "settle" - remove the three venting screws and mount the plugs again in the oil ducts of the cam disc. Mount the cover on housing upper part. the camshaft

Lower the fuel pump roller guide, see 909-5. After carrying out adjustment of a fuel cam disc, the fuel pump lead is to be measured and adjusted, if required, see 909-1.

277

909-3 Edition 43 Data 1 (1)

OVERHAUL OF FUEL PUMP

SAFETY PRECAUTIONS |^^ Stopped engine [^<3 Slock the starting mechanism [^^ Shuf off starting air supply |^<3 Engage turning gear {^ j Shut off cooling water OO Shut off fuel oil | j Shut off lubrication oil [ | Lock furbocharger rotors

13, 19, 24, 27, 30, 36

2, 4, 5, 6, 10
46, 50, 55, 60

280- 760 Nm 750-2000 Nm

2 x M 16

DATA:
D-1 Weight of top cover 20 kg

D-2 Weight of barrel assembly...43 kg D-3 Tightening torgue, top cover nuts D-4 Tightening torque, suction valve D-5 Max. milling/grinding dia. of seat

.300 Nm

1450 Nn

.26 mm

278

909-3.1 L60MC/MCE

REPLACEMENT OF FUEL PUMP BARREL ASSEMBLY

909-3.1 Edition 43 Page 1 (5)

1. Dismantling Shut off the fuel oil inlet and outlet. Remove the drain plug (at the bottom of the pump housing), enabling the oil which is left in the highpressure pipe and the fuel pump to escape. Dismount the high-pressure pipe (fuel pump/distributor block), see 901-2.1. Remove the two screws in the top cover. (At this stage, it is practical to measure the lead of the fuel pump, see 909-1). 2. Remove the top cover fixing nuts and mount the dismantling screws for top cover in the two threaded holes. Pull the top cover with suction valve free by tightening the dismantling screws. When the top cover is "loose", remove the dismantling screws and mount two eye screws in the threaded holes instead.

D-3

3. Lift the top cover with valve carefully off.

suction

279

909-3.1 Edition 43 Page 2 (5)

REPLACEMENT OF FUEL PUMP BARREL ASSEMBLY

909-3.1

L60MC/MCE

4. Release the connecting links for the timing drive and the regulating drive, and dismount the unions for the two toothed racks. Release the nut on toothed rack and pull as far as possible, toothed rock is clear ing guide. the timing it outwards whereby the of the tim-

Mount the distance tool on the toothed rack and tighten the nut against the tool. This ensures that the toothed rack is clear of the timing guide all the time. 5. Dismount the guide screw for the pump barrel from the pump housing. 6. Place the lifting tool for the barrel/plunger assembly (without measuring pin) in such a manner that the upper flange of the tool rests on the pump housing (guided by the guide pin) and the lower flange of the tool rests on the pump barrel. Tighten the tool by screwing the two screws into the pump barrel. Loosen the stop ring on the spindle of the tool and press the spindle down against the pump plunger. Turn the spindle in this position until the two guide pins engage with the two holes in the plunger top. Tighten the centre screw of the spindle against the plunger. 7. Pull the regulating toothed rack outwards until the ball catch in the upper flange of the tool engages with the groove in the spindle, thus turning the foot of the plunger clear of the bayonet joint in the roller guide. Lift the spindle so that the plunger foot goes clear of the bayonet joint. Move the stop ring of the spindle into contact with the upper flange of the tool, and lock the stop ring in position by means of the stop screw.

280

909-3.1

REPLACEMENT OF FUEL PUMP BARREL

909-3.1 Edition 43 Page 3 (5)

L60MC/MCE

ASSEMBLY

Carefully lift the barrel/plunger assembly out of the pump housing. Dismount the tool. Press the plunger to the bottom of the barrel. Send the barrel/ plunger assembly to a B&W authorized workshop for repair, or overhaul it on board as described in 909-3.2.

D-2

Place the supplied measuring pin - which is of the same lenght as the plunger - on the spindle of the lifting tool, fastening it by means of the centre screw of the spindle. Loosen the stop ring on the spindle. Place the tool on the pump housing, and press the spindle down until the pointed end of the measuring pin reaches the thrust piece of the roller guide. Then press the stop ring down until it reaches the flange of the tool and lock it there by tightening the screw of the stop ring against the spindle. Now the stop ring is to remain tightened in this position until the plunger has been correctly mounted. No turning must be carried out until the mounting of the barrel/plunger assembly has been completed. 10. Dismount the tool from the pump housing and remove the measuring pin from the spindle. Then mount the tool on the barrel/plunger assembly prepared for mounting in such a manner that the lifting strap of the tool is positioned lengthwise over the barrel, guided by the guide pin. Tighten the tool to the barrel by means of the two screws, and attach the plunger to the spindle of the tool by means of the centre screw of the spindle. The tool is fixed on the barrel, enabling the correct position to be obtained during mounting.

909-3.1 Edition 43 Page 4 (5)

REPLACEMENT OF FUEL PUMP BARREL ASSEMBLY

909-3.1 L60MC/MCE

Using the spindle of the tool, pull the plunger as high up in the barrel as possible, at the same time turning the spindle until the ball catch engages with the locking groove of the spindle. Pull the regulating toothed rack as far out as possible and check that the distance tool is mounted correctly on the timing toothed rack. Lower the barrel assembly carefully down into the pump housing, adjusting it according to the guide pin in the pump housing/upper flange of the tool. If necessary, turn the regulating guide a little (using the toothed rack to make the foot and the regulating block of the plunger fit properly in the cutout of the regulating guide. After lowering the barrel assembly so far down into the pump housing that the 0-rings of the barrel are about to enter the bore in the pump housing, continue pressing down the barrel/ plunger assembly until the upper flange of the tool rests against the pump housing. 11. After "landing" the barrel assembly, press the plunger down into contact with the thrust piece of the roller guide. Check this by making sure that the stop disc of the spindle is in full contact with the flange of the tool, as when measuring. When the plunger is in place, press the regulating rod in, thereby turning the plunger by means of the regulating guide and causing the plunger foot to "interlock" with the bayonet joint of the roller guide. Check that the plunger is correctly engaged by pulling at the spindle of the tool. When doing this it must not be possible to lift the spindle. Remove the centre screw from the plunger-, unscrew the cap nuts, and remove the tool.
282

909-3.1

REPLACEMENT OF FUEL PUMP BARREL

909-3.1 Edition 43 Page 5 (5)

L60MC/MCE

ASSEWLY

12. Mount the guide screw for the pump barrel in the pump housing. Release the nut from the distance tool on the timing toothed rack and remove the tool. Engage the timing toothed rack with the timing guide by pressing the toothed rack in. A pressure of about 30 kp may be reguired. Check that the toothed rack is correctly engaged by pressing-in the rack. When doing this the pump barrel shall move downwards. 13. Mount the unions toothed racks. for the two

Mount the links for the timing drive and the regulating drive in place. 14. Mount the top cover (with overhauled suction valve, new 0-ring, and reconditioned seating for the high-pressure pipe) on the pump housing. Mount the nuts for fastening the top cover, tightening up these crosswise with the torques indicated in Data. Measure the lead of the fuel pump, see 909-1, and adjust, if necessary. At the same time, it may prove necessary to adjust the lead of the cam disc, see 909-2. Mount the two screws in the top cover as well as the high-pressure pipe and the drain screw in the pump housing. Open the fuel oil inlet and outlet.

909-3.2 Edition 43 Page 1 (5)

REPLACEMENT OF SEALING RINGS

909-3.2

L60MC/MCE

1. Set up the pump barrel/plunger in a bench vice which is provided with "soft" jaws. 2. Remove and discard the 0-rings on the barrel. 3. Pull the plunger so far out of the barrel that the face spanner can be applied to the ring nut. Loosen the ring nut (guiding the face spanner by means of the guide block of the plunger, by pressing the plunger against the spanner). Unscrew the ring nut and pull the plunger with ring nut carefully out of the barrel. 4. Using the extractor, pull the spacer ring together with the lower sealing ring and back-up ring out of the barrel. (Insert the pins of the tool in the holes of the bush). Remove the upper sealing ring and back-up ring from the barrel. Remove and discard the 0-rings of the spacer ring. Discard the scraper rings. Carefully clean all the parts (for example in clean kerosene) and blow these dry by compressed air.

284

909-3.2

REPLACEMENT OF SEALING RINGS

909-3.2 Edition 43 Page 2 (5)

L60MC/MCE

5. Set up the plunger in a bench vice with "soft" jaws.

Fit the two-part collar ring (tool for mounting of the sealing bush) on the plunger, placing it into contact with the plunger foot. Place the circular nut on the plunger in contact with the guide block of the plunger. Slide the lowermost back-up ring into contact with the circular nut. (The countersinking of the holes to face downwards). Warm a scraper ring by hand (the ring consists of scraper ring and 0-ring), stretching it a little. Then place it carefully on the plunger (be careful not to damage the scraper ring when passing it over the sharp edges of the plunger). Carefully slide the scraper ring over the recesses and grooves of the plunger down into contact with the circular nut. (Note: Do not turn the scraper ring when fitting it, to prevent the recesses of the plunger from damaging the ring). The scraper ring is to be turned as shown on the drawing. 6. Lubricate the scraper ring with molybdenum disulphide (MoS2). Fit the spacer ring with its internal collar away from the plunger foot, and slide it down into contact with the scraper ring, pressing it in over this ring (by hand). Thereby the scraper ring is pressed into place in the recess of the spacer ring. Fit the other scraper ring in the upper recess of the spacer ring. Use the same procedure as for point 5. Lubricate the scraper ring with molybdenum disulphide (MoS2).

285

909-3.2 Edition 45 Page 3 (5)

REPLACEMENT OF SEALING RINGS

909-3.2

L6GMC/MCE

7. Position the tube (tool for mounting of scraper ring) on the plunger with the recessed end facing the scraper ring. Press down the tube by hand (do not use blows), thereby the scraper ring is pressed into place in the recess of the spacer ring. Remove the tube and check that the scraper ring is correctly positioned. 8. Place the topmost back-up ring in contact with the spacer ring. Remove the two-part collar ring. Lower the circular nut and the back-up ring and check that the scraper ring is correctly mounted. Then lift the back-up ring into contact with the spacer ring. 9. It may prove useful to place the plunger horizontally in a vice. Remount the two-part collar on the plunger between the cular nut and the sealing then press the latter down contact. ring cirbush, into

Fit new 0-rings on the spacer ring. Remove the plunger with the spacer ring and the two-part collar ring from the vice.

286

909-3.2

REPLACEMENT OF SEALING RINGS

L60MC/MCE

909-3.2 Edition 43 Page 4 (5)

10. Again fit the pump barrel in the bench vice. Lubricate the plunger with a thin acid-free oil. Lubricate the spacer ring and the corresponding recess in the barrel with molybdenum disulphide (MoS2). 11. Slide the plunger complete into the barrel with care and press the spacer ring into place in the recess of the barrel by pressing the plunger forcibly to the bottom. 12. After making sure that the spacer ring is in place, pull the plunger so far out that the two part collar ring can be removed.

287

909-3.2 Edition 43 Page 5 (5)

REPLACEMENT OF SEALING RINGS

13. Wind jointing tape round the thread of the circular nut and screw the nut into the barrel. Apply the face spanner and tighten up the nut (while tightening up, press the plunger in, thus using the guide block of the plunger as a guide for the face spanner). After removing the face spanner, lock the circular nut with a centre punch at the periphery of the thread. Mount new 0-rings on the pump barrel.

288

909-3.3

OVERHAUL OF SUCTION VALVE

909-3.3 Edition 43 Page 1 (2)

L60MC/MCE

AND TOP COVER

1 . Dismount the top cover from the fuel pump housing, remove and discard the 0-ring. 2. Release the lock suction valve. washer for the

Dismount the suction the top cover. Remove washer. and discard

valve

from

the

lock

3. By means of a brass mandrel and a hammer, release the spring guide from the valve thrust piece. Disassemble the other parts of the suction valve and clean the parts thoroughly in clean diesel oil. Remove and discard the sealing ring from the thrust piece. Inspect the seat of the valve slide and the seat on the thrust piece for damage. If the seats are damaged, a new suction valve must be fitted. (Send the damaged ones to an authorized repair shop for reconditioning). 4. Mount the new sealing ring by means of the tool, as shown on the sketch.

289

909-3.3 Edition 43 Page 2 (2)

OVERHAUL OF SUCTION VALVE AND TOP COVER

909-3.3

L60MC/MCE

5. Fit a new lock washer and mount a new suction valve on the top cover. Tighten the suction valve with a torque spanner, see the Data sheet. Fit the two screws which secure the lock washer, and lock the suction valve in position by turning up an edge of the lock washer over one of the flats of the valve. Fit a new 0-ring on the top cover. Before the overhaul, dismount the suction valve and fill the oil duct in the top cover with vaseline or heavy grease. During the work the miller is guided by,the guide screwed into the highpressure pipe thread. After completing the milling, blow out the vaseline/grease from the oil duct by means of compressed air. Clean the top cover with diesel oil/ gas oil, and blow dry with compressed air.

290

9 0 9 3 . 4

OVERHAUL OF PISTON FOR 0-POSITION

909-3.4 Edition 43 Page 1 (1)

L60MC/MCE

OF INDEX RACK

1. Remove the flange.

By means of a screw, remove the piston from the pump housing. Remove and discard the sealing and wear rings from the piston. 2. Place the piston in the fitting cone. Pull the 0-ring over the cone, into the groove. As the sealing ring is very tight and vulnerable, it is to be pressed into position by means of the split bushing. Fit the two wear rings. 3. When mounting the piston in the fuel pump housing, it is necessary to use the guide ring to compress the wear rings and sealing ring, in order not to damage them.

291

909-4 Edition 06 Page 1 (2) Checking

INSPECTION OF FUEL PUMP SHOCK ABSORBER

909-4

L-MC/MCE

The functioning of the shock absorber should be checked at regular intervals. This is done by simply removing the plug in the end cover of the shock absorber and checking, during operation, that air is "pulsated" through the threaded hole (these air pulses occur when the piston in the shock absorber is working and the air above the piston is compressed and forced out through the threaded hole). At the same time, check the "tightness" of the piston, which can be judged by the amount of oil coming out of the drain pipe of the shock absorber housing. The amount of leakage oil must be checked from time to time to ascertain deteriorations in the piston sealing. If the shock absorber is found to be working unsatisfactorily, it should be disassembled for inspection. Under normal circumstances, inspection is only necessary at the intervals stated in the maintenance programme. Disassembling Remove the nuts and lock washers from the end cover (NOTE: the end cover is spring-loaded), and take off the cover together with the spring guide and gasket. Now take out the springs. Take out the piston. If the piston does not come out easily, screw a long screw into the bottom of the piston and, by this means, pull the piston out. Overhauling Take out the sealing ring which is mounted in the piston bore in the shock absorber housing, and then take the wear ring off the piston. Clean and polish the piston and piston bore in the housing so that the parts can operate freely. Mount a new wear ring on the piston and a new sealing ring in the housing. If, after overhauling there is still a too large drain oil amount, the entire shock absorber must be replaced and the removed shock absorber sent for repair.

292

909-4 L-MC/MCE

INSPECTION OF FUEL PUMP SHOCK ABSORBER

Assembling

909-4 Edition 06 Page 2 (2)

Carefully place the piston in the bore of the shock absorber housing without deforming the sealing ring or the wear ring (check that the piston/ bore fit is in order), position the springs and then mount the cover together with the spring guide and a new gasket. Now mount the lock washers and nuts, lighten the nuts and secure.

293

909-5 Edition ?1 Data 1 (1)

LIFTING GEAR FOR FUEL PUW> ROLLER GUIDE

SAFETY PRECAUTIONS [^^J Stopped engine | 1 Block the starting mechanism J [ Shut off starting air supply |^\j Engage Purmng gear L _'~| Shut off cooling water | | Shut off fuel oil |_^| Shut off lubrication oil | j Lock turbocharger rotors

'

30

I QOOOOjDC)OOj

3Q

294

909-5

LIFTING GEAR FOR FUEL PUMP ROLLER GUIDE

909-5 Edition 21 Page 1 (2)

L60MC/MCE

1. Warning: Do not use the lifting trol For the fuel pump roller guide while the engine is running. If a fuel pump is to be put out of action, disconnect it in the following manner: 2. Stop the engine turning gear. and engage the

Remove the inspection cover on the upper part of the camshaft housing in front of the fuel cam for the pertaining roller guide. Turn the engine until the roller is in the highest position on the cam (on the circumferential part of the cam). 3. Loosen the stop the flange and lifting tool. screw on top of the nut on the

Press the shaft against the roller guide. When the shaft is pressed in, the guide screw is positioned in line with the vertical groove of the flange.

295

909-5 Edition 21 Page 2 (2)

LIFTING GEAR FOR FUEL PUMP ROLLER GUIDE

909-5

L60MC/MCE

4. Turn the shaft by means of a ratchet and a spanner until the guide screw is in top of the groove, which indicates that the roller guide is in the lifted position. Lock the shaft in this position by means of the lock screw and the nut on the lifting tool. The roller guide is now clear of the fuel cam, and the engine can operate on the remaining cylinders, see Volume 1, Section 704. 5. Engagement of the fuel pump roller guide must only take place when the engine is at a standstill. Turn the engine until the pertaining fuel cam's circumferential part is positioned upwards, and lower the roller guide in the reverse order to lifting. NB! Remember to loosen the lock

When the roller guide has been lowered into the position where the guide screw is in the lowermost position, tighten the lifting tool nut against the flange whereby the lifting tool will be drawn away from the roller guide. The guide screw will now be positioned at the end of the horizontal groove of the flange. Tighten the lock screw.

296

909-6 Edition 43 Data 1 (1)

OVERHAUL OF FUEL VALVE

SAFETY PRECAUTIONS [_ | Stopped engine [_ j Block the starting mechanism [_ j Shut off starting air supply I J Engage turning gear I Shut off cooling water | ] Shut off fuel oil [_ _J Shut off lubrication oil j_ | Lock turbocharger rotors

30, 32

DATA:

D-1 Opening pressure

D-2 Max. diameter D-3 Weight of fuel valve

300 20 bar
19 mm 8 kg

297

909-6

OVERHAUL OF FUEL VALVE

909-6 Edition 43 Page 1 (5)

L60MC/MCE

The fuel valves must be given the utmost attention and care, as the greater part of irregularities that may occur during the running of the engine can be attributed to defects of these valves. If the engine gives normal performance in accordance with diagrams and exhaust temperatures, it is only necessary to inspect the fuel valves after the service period stated in maintenance program 900-1. The valves should then be taken out for inspection. When fuel valves are overhauled, all parts should be handled very carefully and be kept completely clean. Use only clean, non-fluffy rags for wiping purposes, and compressed air for further removal of liquid or solid impurities. Whenever fuel valves are overhauled, all sealing rings should be discarded and replaced by new, faultless sealing rings before reassembly. 1. Disassembly of fuel valve Remove the 0-rings The fuel valve is disassembled by screwing off the union nut with a tommy bar while retaining the valve in, for instance, a bench vice provided with "soft" jaws. Pull the valve head clear of the valve housing. Take out the thrust spindle, remove the thrust foot, valve unit and fuel nozzle from the valve housing.

298

909-6 Edition 43 Page 2 (5)

OVERHAUL OF FUEL VALVE

909-6

L60MC/MCE

2. Overhaul of fuel valve After being carefully cleaned, the parts should be examined and, if necessary, the seating surfaces be ground by means of the grinding mandrels supplied and a fine-grain abrasive (such as Carborundum No. 500). This grinding must only be carried out manually. After the grinding, the parts are to be washed in clean diesel oil and blown clean by means of compressed air to remove remains of the grinding compound. In the event of more serious damage to the seating surface for the high-pressure pipe in the valve head, the milling tool can be used. Normally the milling tool is turned by hand, but it may be fitted in the chuck of a columntype drilling machine provided that the number of revolutions is kept at a minimum (not exceeding approx. 100 r/min). An ample supply of cutting emulsion must be used.

299

OVERHAUL OF FUEL VALVE

909-6 Edition 43 Page 3 (5)

3. The central bore of the fuel nozzle as well as the spray holes proper are to be cleaned of carbon deposits by means of the special drills supplied. The spray holes are then tested with the test pin. If the test pin is able to enter just one of the holes, the fuel nozzle must be discarded. This also applies to nozzles with oval holes (can be ascertained with a magnifying glass). 4. Assembly and testing of fuel valve Mount the nozzle in the valve housing, making sure that it engages correctly with the guide pin. This can be ascertained by attempting to turn the nozzle after fitting. Mount foot. the valve unit and thrust

Insert the thrust spindle, making sure that the end provided with the sping guide and a circlip faces the valve unit. Place the union nut on the valve housing and set up the housing in a bench vice. Make sure that the guide pin between valve housing and valve head is intact, and press the valve head down into the valve housing. See that the guide pin between valve housing and valve head engages correctly so as to prevent relative turning of the parts. The valve is assembled by means of the union nut. However, proper tightening together will not be obtained until the valve is correctly mounted in the cylinder cover or pressure testing rig.

300

909-6 Edition 43 Page 4 (5)

OVERHAUL OF FUEL VALVE

909-6
L60MC/MCE

5. After reassembly, set up the fuel valve in the pressure-testing rig. To provide the same conditions for the valve as when mounted in the cylinder cover, the spring housings must be inserted between the flange of the valve head and the fixing nuts. Tighten up the nuts in accordance with the data sheet. See 901-2.1. Connect the pressure-testing pump to the valve by means of the pressure hose. Regarding operation of the pressure-testing pump, see separate instructions. The functioning of the fuel valve is tested in the pressure-testing rig in accordance with the following: Checking of valve spindle tightness. Checking of opening pressure. Checking of jet direction. Atomization test. Tightness test of "0" ring. Checking the tightness of the valve spindle against the seating in the spindle guide. Apply oil pressure to the valve. At approx. 15 bar the slide opens, thereby blocking the drilled hole in the thrust piece, as shown in Fig. 6. Now increase the pressure to approx. 50 bar below the opening pressure, i.e. up to approx. 250 bar on the pressure gauge. Wipe off the fuel nozzle and check if the spindle seals tight against its seating. If oil flows out of the fuel nozzle holes, the valve unit is not in order, see Fig. 7. When relieved, the pressure is to decrease relatively slowly until the slide is blocking at approx. 12 bar, and thereby uncovering the drilled hole in the thrust piece, Fig. 6. If the above-mentioned conditions are not fulfilled, the valve unit is defective and is to be replaced; after replacement, the testing is to be repeated. A defective valve unit should be sent to B&W Diesel or a workshop authorized by B&W Diesel for inspection or repair.

301

909-6

OVERHAUL OF FUEL VALVE

L60MC/MCE

909-6 Edition 43 Page 5 (5)

8. Checking of opening pressure Increase the pressure from the pressure-testing pump until the valve opens and oil is forced out of the fuel nozzle; then read the opening pressure. The opening pressure for the fuel valve is to be 300 20 bar. If this pressure is not obtained, the spring, Fig. 5, pos. a, is to be replaced. Checking of jet direction Increase the pressure from the pressure-testing pump to more than the opening pressure. Now check that the jets pass through the holes in the spray control screen, Fig. 8. If this is not the case, check the guide pins, Fig. 5, pos. b and c. If these are in order, replace the fuel nozzle. Atomization test The test is carried out by raising the pressure, for short periods, to a value considerably higher than the opening pressure of the valve. This makes it possible to check the atomization of the valve. Tightness test of "0" ring, Fig. 5, item d Raise the pressure slowly again until oil flows out at "e"; while doing this, make sure that the pressure does not exceed 15 bar to prevent activation of the slide. Then close the hole with a plug screw and increase the pressure to 100 bar, keeping the pressure at this value while checking the 0-ring for tightness. (A defective 0-ring will cause oil to seep out around the union nut). Remove the plug screw in "e" again. After pressure-testing, empty the valve of fuel oil and then fill it up with rust-inhibiting "Dinitrol 39" oil, which is poured back into the container after about 10 minutes. Provide the valve with plastic caps in the inlet and outlet ducts and on the fuel nozzle.

302

909-7 Edition 39 Data 1 (1)

OVERHAUL OF FUEL OIL HIGH-PRESSURE PIPE/ DISTRIBUTOR BLOCK

909-7

L60MC/MCE

SAFETY PRECAUTIONS DyC] Stopped engine I I Block the starting mechanism [ | Shut off starting air supply j | Engage turning gear I | Shut off cooling water C-V] Shut off fuel oil [ j Shut off lubrication oil [ j Lock turbocharger rotors
^ ,^

9, 22, 30

10

DATA: D-1 Distance from pipe end to thrust bushing lower edge.. 11 mm (distributor block/ fuel valve) D-2 Distance from pipe end to thrust bushing lower edge.. 14 mm (fuel pump/distributor block) D-3 Max. diameter of seating .. 19 mm D-4 Max. diameter of seating .. 26 mm

303

909-7

OVERHAUL OF FUEL OIL HIGH-PRESSURE PIPE/

909-7 Edition 39 Page 1 (4)

L60MC/MCE

DISTRIBUTOR BLOCK

1. Whenever the fuel oil high-pressure system is dismantled, it is necessary, before remounting the high-pressure pipes, to carefully inspect the tapered contact surfaces of the pipe ends, together with their seats in fuel valves, distributor block and fuel pump. Furthermore, the position of the thrust bushing on the pipe end must be checked and if the distance is incorrect, compared to the measurement stated in Data, it should be adjusted by screwing the thrust bushing up or down the pressure pipe.

304

909-7 Edition 39 Page 2 (4)

OVERHAUL OF FUEL OIL HIGH-PRESSURE PIPE/ DISTRIBUTOR BLOCK

909-7

L60MC/MCE

2. If the pipe end is to be reconditioned, the high-pressure pipe must first be dismantled: Lift up the union nut with flexible protective hose, together with the coupling nut, on the high-pressure pipe and screw off the thrust bushing. Take off the coupling nut and when the thrust bushings at both ends of the pipe have been dismounted, the flexible protective hose with union nuts can be pulled off the high-pressure pipe. 3. Tools for reconditioning of highpressure pipes consist for each pipe dimension of: Guide, miller, union, stop ring and, furthermore, for each plant, a common morse taper.

305

909-7

OVERHAUL OF FUEL OIL HIGH-PRESSURE PIPE/

909-7 Edition 39 Page 3 (4)

L60MC/MCE

DISTRIBUTOR BLOCK

4. Reconditioning of the pipe ends is carried out by milling according to one of the following procedures: Shape-up the threaded pipe ends by means of the nut die. Mount the guide on the pipe end, place the miller in the guide and screw on the union nut lightly. Turn the miller by means of, for instance, a tap wrench while tightening the union nut lightly to provide a suitable pressure miller/pipe end. During the milling, add drilling oil emulsion liberally. The milling can also be undertaken by using a stationary boring machine (pillar drilling machine). Place the,stop ring on the neck of the miller and fasten it about 3 mm above the union nut which has been tightened slightly. Use the supplied taper as connection between the spindle of the drilling machine and the miller. Loosen the union nut and screw it up against the stop ring. Start the drilling machine at lowest speed (max. 100 r/min). By screwing the union nut down little by little, the feed of the miller can be controlled during milling. Also with this procedure it is very important that drilling oil emulsion is added liberally during milling. NB. A portable drilling machine must not be used to drive the miller.

306

909-7 Edition 39 Page 4 (4)

OVERHAUL OF FUEL OIL HIGH-PRESSURE PIPE/ DISTRIBUTOR BLOCK

909-7

L60MC/MCE

5. To recondition the distributor block, this must first be dismantled. Mill the seats in the distributor block in the same way as described for the high-pressure pipes, the miller being controlled by the supplied guides which are screwed into the distributor block thread. If the diameters of the tapered seats exceed the given data, the distributor block must be scrapped. After completed milling, the highpressure pipe as well as the distributor block shall be carefully cleaned and the various bores blown through with compressed air. Mounting of the distributor block on the cylinder cover must be carried out carefully, and the guide pins must be intact. When assembling the high-pressure pipe, the thrust bushings shall be screwed so high up on the thread of the pressure pipe that the distance between the pipe end and the bottom edge of the thrust bushing is as stated in Data. Replace the 0-rings. Before mounting a high-pressure pipe, check centre distances between pipe ends and seats. Adapt the pipe, if required, as it is of great importance for the mounting, and a condition for obtaining tight joints, that the pipes fit the seats accurately. For reconditioning of seats in fuel pump and fuel valve, see sections 909-3 and 909-6. For mounting of high-pressure pipes, see section 901-2.1.

307

909-8 Edition 20 Data 1 (1)

OVERHAUL OF PNEUMATIC REVERSING MECHANISM

909-8

L60MC/MCE

SAFETY PRECAUTIONS tx\l Stopped engine [P\i Block the storting mechanism [P\] Shut off starting air supply \2^1 Engage turning gear L J Shut off cooling water IX] Shut off fuel oil [__ J Shut off lubrication oil | | Lock turbocharger rotors

=s( 13, 19, 24, 27, 30, 36

0

5, 7, 10, 14

750 -2000 Nm
2 x M \6

DATA:

D-1 Weight of pump housing

168 kg

D-2 Weight of barrel assembly.. 43 kg D-3 Fuel pump roller guide . . . . 65 kg D-4 Weight of base plate 18 kg

D-5 Tightening torque,

fuel pump housing 785 Nm

308

909-8 L60MC/MCE

OVERHAUL OF PNEUMATIC REVERSING MECHANISM

909-8 Edition 20 Page 1 (2)

1. Remove the top cover and the fuel pump barrel from the fuel pump housing for the pertaining cylinder. See 909-3.1 . 2. Unscrew the nuts and remove the fuel pump housing. Then loosen the nuts on the two threaded studs successively until the roller guide springs are relieved. Remove the nuts and the base plate and take out the springs of the roller guide. 3. The lifting tool for the roller guide is mounted in the roller guide as follows: Lift the lock ring of the tool up on the shaft of the tool. Place the tool in such a manner that its foot rests on the thrust piece in the bayonet joint of the roller guide. Turn the tool 90 so as to allow the foot to engage properly in the bayonet joint. Lower the lock ring, thereby securing the foot in locked position. Lift the roller guide out of the roller guide housing, using the crane.

909-8 Edition 20 Page 2 (2)

OVERHAUL OF PNEUMATIC REVERSING MECHANISM

909-8

L60MC/MCE

4. After lifting out the roller guide, check the surface of the roller in the reversing link. For further inspection and disassembling of the roller and guide, see 908-4. 5. By means of the telegraph, check that the reversing mechanism is working smoothly. 6. When mounting the roller guide with the reversing link, check the clearance between the roller guide and the guide plate mounted in the liner for the roller guide. Also the clearance between the guide way and -the reversing arm has to be checked in the "Ahead" and "Astern" positions. The camshaft is to be turned such that the roller guide is lifted approx. 20 mm. The clearance between the roller guide and the guide plate shall be the same at both ends.

310

F U E L V A L V E A N D FUEL PUMP P A N E L

P L A T E 90931-62

L60MC/MCE

o;o 057 045 033

2d5

311

P L A T E 90961-16

FUEL VALVE - TOOLS L60MC/MCE L50MC/MCE

033

063

026

312

910.01-20

AIR SYSTEM OF ENGINE The engine is supplied with scavenge air from one or more turbocharqers. The turbine wheel of the turbocharqer is driven by the engine exhaust gas, and the turbine wheel drives the turbocharqer compressor, which is mounted on the same shaft. The compressor sucks air from the engine room, through the air filters. The air is pressed by the compressor through the charging air pipe to the charging air cooler where the air is cooled down. The charging air cooler housing is provided with a water separator, which prevents condensed water from being carried with the air flow into the scavenge air receiver (plate 91001). Air is pressed into the scavenge air receiver through a valve housing mounted in the bottom of that part of the air cooler housing which is built integral with the scavenge air receiver. The valve housing is provided with a number of non-return valves (flap valves), which open by pressure from the turbocharger. Two auxiliary blowers . are mounted underneath the scavenge air receiver. These blowers suck air from the air cooler housing via a common suction pipe and press the air into the scavenge receiver through two nonreturn valves (flap valves). From the scavenge air receiver, the air flows to the individual cylinder through the scavenge air ports when the piston is in bottom position. When the exhaust valves open, the exhaust gas is pressed into a common exhaust gas receiver (plate 91003), from where the gas drives the turbine wheel of the turbocharger with an even and steady pressure. Running with Auxiliary Blowers During starting of the engine, or when the engine revolutions are too low for the turbocharger to supply enough air for the operation of the engine, the auxiliary blowers start to run automatically. When the auxiliary blowers are operating, they suck air from the engine room through the turbocharger's air filter and compressor side (which causes the turbocharger to maintain a reasonable number of revolutions during starting and at low load), through the charging air pipe and the charging air cooler to the valve housing in the scavenge air receiver where the nonreturn valves are now closed (owing to partial vacuum), then through the suction pipes to the suction side of the blowers. The blowers send the air through the non-return valves in the bottom of the scavenge air receiver. EXHAUST GAS RECEIVER Plate 91003 From the exhaust valves, the exhaust gas is led to the exhaust gas receiver where the pulsatory pressure from the individual exhaust valves is equalized and passed to the turbocharger(s) as a constant pressure. The exhaust gas receiver consists of one or two units, with a compensator fitted in between. The units are able to move relative to each other and are fastened to the seating by flexible supports. Compensators are also inserted between the receiver and the exhaust valves, and between the receiver and the turbocharger(s). For quick mounting and dismounting of the joints between the receiver and the exhaust valves, clamping rings

313

910.02-20

are used to hold the parts together. The exhaust gas receiver and the exhaust pipe are insulated. CHARGING AIR COOLER Plate 91005 LK Type This charging air cooler is of the block type. It is mounted in a housing which is welded up of steel plates, and the cooler housing is provided with cleaning covers. Cleaning of the cooler elements is carried out through these covers without removing the cooler elements. The coolers are designed with an air reversing chamber, incorporating a water separator. The water separator (plate 91001) is built up of a number of lamellas which separate condensed water from the scavenge air during the passage of the air flow. The separated water is collected in the bottom of the cooler housing from where it is removed by an automatic water discharger.

314

910.03-20

EL. PANELS FOR AUXILIARY BLOWER Plate 91021, 91022 and 91023 Explanation of designations used:
2. K-), l<2 Relay contacts. Closed by "Finished with Engine" and "Shut-down", otherwise open. P Pressure switch for control circuit. Breaks at upper switch point 0.5 bar, dif. p pressure switch 0.11 bar. Pressure switch for alarm. Breaks at 0.29 bar falling pressure and makes at 0.4 bar rising pressure. 4. Feelers for pressure switches placed on scavenge air receiver. G Mode selector switch. The OFF and ON modes are independent of A and P. The switch is located on the manoeuvring console. Indicator lamps for running blower; located on manoeuvring console. Warning lamp located on manoeuvring console. Gives warning if bridge control is selected and G is in OFF or ON position. Indicator lamps for running or stopped blower. Located on motor guard. When the engine is running and the scavenge air pressure is rising, pressure switch P opens and starts the delayed breaking action of relay d2, causing the blowers to stop after the set period. When the engine is running and the scavenge air pressure is falling, pressure switch P closes and initiates the same starting sequence as under 1. If the main engine is stopped by automatic "Shut-down", relay contact "l<2" closes, causing the blowers to stop. When "Shut-down" is reset, relay contact "l<2" opens, giving the same starting procedure as under 1. relay d3, which causes M2 start after the set period. to

3.

OFF and ON Modes 1. When the ON mode of switch G is selected, blower M1 starts instantly, and blower M2 after the set period of relay d3. To be used when pressure switch "B" or "P" is damaged. 2. When the OFF mode of switch G is selected, the delayed breaking relay d2 is de-energized, causing the blowers to stop after the set period. 3. If the control panel is damaged, the blowers can be controlled manually by the Manual/Auto switch on the electric panel.

hi, h2

h3

h4, h6

Control Panel Automatic Mode

Motor Guard
1. When the signal "Finished with Engine" is changed to "Stand-by Engine", relay contacts "K-|, l<2" open. This sends a start signal to motor guard aux. blower I, causing blower M1 to start and initiating the delayed action of

Automatic Mode When the switch Automatic/Manual A2 is in the automatic mode, the blower is controlled from the control unit through relay d1.

910.04-20

Manual Mode
In the manual mode, the control unit is disconnected, causing the blower to start instantly, through relay c1.

Test Facility Turning switch A2 to manual mode, with selector switch G in the 'manoeuvring console in OFF position, will cause the blower to start. Turning the switch back to automatic mode will stop the blower.

Indicators
1. The built-in indicator lamp h6 lights when the electric panel is switched on and the blower is stopped. The built-in indicator lamp h4 and the remote indicator lamps hi or h2 light when the blower is running.

2.

Safety Devices
1

The thermal relay in main switch A1 de-energizes relay c1 if the blower consumes too much power for too long. Main switch A1 can be manually reset. Main switch A1 also has a short-circuit relay.

2.

The optional heating element R1 is energized when the blower is stopped, preventing condensation of water in the motor.

3. Main switch A1 is manually activated if the motor malfunctions. Alarm Circuit An alarm is given under the following circumstances: 1. Thermal relay in main switch A1 is tripped.

2. Pressure switch B opens at scavenge pressure 0.29 bar (falling pressure), and relay c1 is not activated. 3. At order "STOP" the alarm is cut off.

316

TURBOCHARGER SYSTEM L60MC/MCE

PLATE 91000-09

< V

317

P L A T E 91000-10

T U R B O C H A R G E R SYSTEM L-Mr/MHF

"318"

SCAVENGE AIR SYSTEM L60MC/MCE

PLATE 91001-18

4! 2

436

PLATE 91003-49

EXHAUST PIPES AND RECEIVER L60MC/MCE

283

320

AIR COOLER

PLATE 91005-42

-211
306

044

475

164

306

321

I I I I Z n CD 03 n CD m rn

^ _ i o

CO (o
PRESSURE SWITCH IN ALARM CIRCUIT. UPPER SWITCH POINT 0.40 BAR.Ap 0.11 BAR. PRESSURE SWITCH FOR CONTROL. UPPER SWITCH POINT 0.50 BAR Ap 0.11 BAR.
a: in

I I I I n co Zon o o

CONTROL BOX FOR AUX. BLOWERS

PLATE 91022-03

B-

*-

~E

9?

I" 323

P L A T E 91023-03 L--GB/GBE L--MC/MCE

MOTOR GUARD FOR A U X . BLOWERS

I 1 1 11 i? III ; I \\ it $ in s = it i i 0 " 9- S t i i * i ? If 1! i i 3 1 1* I 1 1 !! SI u -B- T M 4 i-s- -B- -a- * * ^* t i 1 I! B 1 | & 8 s 1; ;i ! ! 1 !* if ? ? *s I i I! ii g i s. I6 1 *. I! J! J 1 * 11! ^T M 0_0 ire V | V P up y> T ofo ^ T s=W

LGB/GBE L--MC/MCE

8 9 i

324

910-5
Edition 22 Data 1 (1)

AIR COOLER (Mounted on aft end of engine)

910-5 L60MC/MCE

SAFETY PRECAUTIONS | | Stopped engine | [ Block the starting mechanism | | Shut off starting air supply [ I Engage turning gear I | Shut off cooling water I | Shut off fuel oil | ] Shut off lubrication oil I j Lock turbocharger rotors

13, 15, 17, 19

500kg

DATA:

D-1 End cover

D-2 Cooler element LKM36D2

334 kg
1292 kg

D-3 Waterflow reversing chamber

235 kg

325

910-5.1 L60MC/MCE

CLEANING OF AIR COOLER

910-5.1 Edition 22 Page 1 (2)

Cleaning of air side; The air side of the cooler is cleaned by injecting a chemical fluid through the spray pipe arrangement fitted to the air chamber above the cooler element. It is recommended to use one of the following cleaning fluids, or a similar product. 1) Product: ACC 9, produced by Drew Chemical Corp., New York, USA 2) Product: SOB, produced by Vecom Int., Maassluis, Holland Cleaning should be carried out in the following sequence: 1 . Do not start cleaning until the engine has been at a standstill for about 30 minutes. Do not disconnect the compressed air supply to the exhaust valve. 2. Follow the detailed cleaning instructions displayed at the cleaning pipe on the engine. To ensure satisfactory spraying of the cleaning fluid, the circulating pump pressure must be at least 0.7 bar. 3. Continue the cleaning process for at least 30 minutes. The time required depends on the frequency with which cleaning is carried out and on the chemical product used. 4. After cleaning, flush the cooler with clean water until the water appearing in the sight glasses is clean and pure. 5. Inspection is carried out either by removing the cover on top of the cooler or by dismantling the charging air pipe.

Cleonmq conditon II Chemcol cleaning Open 8.C.O. E.F Clow A.G.H Start the pump 2) Water flushing Open A.D. G.H Close B.C.E.F

Open A CtoseB.C.O.E.F.G.H Qose Ihe nspection covers on the scavenge or receiver

326

910-5.1 Edition 22 Page 2 (2)

CLEANING OF AIR COOLER

910-5.1

L60MC/MCE

Cleaning of water side: 1. Close the cooling water inlet and outlet valves. Drain off the cooling water by removing the plug screws on the sides of the end cover. 2. Remove the covers from the rear end of the water chambers of the cooler. Access to the covers on the waterflow reversing chamber is through covers on the cooler housing. The anti-corrosion blocks are bolted to the covers and are removed together with these. Any dirt collected in the waterflow reversing chamber is removed through the inspection opening. 3. Replace the anti-corrosion blocks, if necessary. 4. Check through the openings whether the coating on the covers has been eroded and whether the coolers are Fouled, or scale has formed on the cooler tubes. 5. If dirt is found, the end cover of the cooler is to be dismantled. Clean the inside of the tubes by means of the supplied cleaning brush, mounted on a drilling machine. Any dirt found in the waterflow reversing chamber is removed through the inspection opening on the side. 6. In case of leakages between cooler tubes and tube plate, the tubes are to be rolled with the tube expander. For this purpose the cooler element has to be removed (see "Replacement of Air Cooler Element", Dismantling). Note: As regards cast cooler components: The inside coating is to be repaired with the original coating, or a similar product.

327

REPLACEMENT OF AIR COOLER ELEMENT

910-5.2 Edition 22 Page 1 (2)

The cooler element is not normally to be dismantled for inspection purposes. It is only if the cooler element has suffered damage that it has to be dismantled for replacement. Dismantling; 1. Close the cooling water inlet and outlet valves. Drain off the cooling water at the plug screws on the end cover. 2. Dismount the inlet cooling water pipes. and outlet

Remove the screws from the end cover and remove the cover from the cooler housing. Discard the gasket. 3. Mount two rails, each with a guide rail on top, on the gallery. 4. Mount the pair of wheels for the outermost tube plate, and tighten the thrust screws to make the wheels support the cooler element. 5. Remove the four screws which fasten the cooler element to the cooler housing.

328

910-5.2 Edition 22 Page 2 (2) 6. 7.

REPLACEMENT OF AIR COOLER ELEMENT

SMVI

910-5.2 L60MC/MCE

Press the cooler element free, using dismantling screws. Pull the cooler element halfway out of the cooler housing, checking during this procedure that the outermost pair of wheels is being guided between the two guide rails. When the cooler element has been pulled halfway out, mount the supports on which the innermost pair of wheels can run.

8.

Mounting: 9. Mounting is carried out in the reverse order to dismantling. Hang-up a new gasket on the four screws which fasten the cooler element to the cooler housing, and tighten the end cover as well as the water inlet and outlet pipes.

329

910-6 Edition 13 Data 1 (1)

REPLACEMENT OF NON-RETURN VALVE

910-6
L60MC/MCE

SAFETY PRECAUTIONS LP\I Stopped engine [^^ Block the starting mechanism l^^l Shut off starting air supply | | Engage turning gear I I Shut off cooling water [ | Shut off fuel oil I I Shut off lubrication oil [ ] Lock turbocharger rotors

19

DATA:

D-1 Weight of non-return valve assembly 11 kg

330

910-6

REPLACEMENT OF NON-RETURN VALVE

910-6
Edition 13 Page 1 (1)

L60MC/MCE

Access to the non-return valves in the scavenge air receiver takes place - after the engine has been stopped through the inspection openings of the receiver. NOTE: Access to the scavenge air receiver must not take place until the air in the receiver is clean.

Replacement of non-return valve assembly: Remove the two outermost screws and the middle screw (which fasten the valve assembly to the housing). Lift the complete valve assembly out and mount a new assembly instead. Overhaul of non-return valve assembly: Knock out the spring pin which secures the axle of the valve flap and press out the axle. Now the valve flap is free and can be replaced. For further dismantling, remove the two screws which hold the parts together as an assembly. When mounting, again secure the axle of the valve flap by means of the spring pin.

331

910-8 Edition 13 Data 1 (1) [ [ [ [^ L I f I

REPLACEMENT OF AUXILIARY BLOWER

910-8 L60MC/MCE

SAFETY PRECAUTIONS J Stopped engine | Block the starting mechanism | Shut off starting air supply J Engage turning gear I Shut off cooling water I Shut off fuel oil 1 Shut off lubrication oil | Lock turbocharger rotors

DATA: * D-1 Weight of electric motor + blower complete + end cover up to 950 kg * Depending on electric motor type and number of cylinders of engine (size and capacity of auxiliary blower).

332

910-8 L60MC/MCE

REPLACEMENT OF AUXILIARY BLOWER

910-8
Edition 13 Page 1 (1)

1. When cleaning and inspecting the auxiliary blower, disengage the cable connections to the blower motor. Wire ropes with shackle as well as two tackles suspended from mountings on the gallery bracket are to be hooked onto the blower flange, before removing the screws in the flange. 2. The end cover complete with blower can now be pulled free of the suction pipe by means of the two tackles. While pulling out the end cover with the blower assembly, make sure that the blower housing disengages from the air pipe without deforming it. Then inspect and clean the blower wheel as well as the blower housing. Exercise care electric motor as the blower the guide in (A). when mounting the with blower wheel, wheel is to "catch" the blower housing

333

TURBOCHARGER SYSTEM - TOOLS

PLATE 91061-23

337

TURBOCHARGER SYSTEM - TOOLS

PLATE 91061-27

L60MC/MCE 278 ^2o'0

014

Notes

336

SAFETY EQUIPMENT

SAFETY VALVES - RELIEF VALVES

Each cylinder cover is provided with a spring-loaded safety valve which is set to open at a pressure somewhat higher than the maximum firing pressure in the cylinder. On the exhaust side of the engine a number of spring-loaded relief valves are fitted, which will open in the event of an excessive pressure arising in the crankcase, for instance as a result of ignition of oil vapour. The scavenge air receiver is fitted with a safety valve which is set to open should the pressure in the scavenge air receiver exceed a value somewhat higher than the normal scavenge air pressure of the engine. Each starting valve inlet pipe is provided with a safety cap. The safety cap consists of a bursting disc enclosed by a mantle in order to protect any bystanders, in the event of a burst due to excessive pressure in the starting air line. Furthermore, the mantle is provided with a check plate, which shows if the bursting disc has been damaged.

337

P L A T E 91101-15

SAFETY V A L V E

L60MC/MCE

338

RELIEF VALVE
L60MC/MCE

PLATE 91102-05

0/6

339

PLATE 91103-05

SAFETY VALVE L60MC/MCE

340

ARRANGEMENT OF SAFETY CAP

PLATE 91104-21

f I L1 r ib '

r_ "-l

050

125

017-

029-

Notes

911-1
Edition 22 Data 1 (1)

SAFETY VALVE SETTING

SAFETY PRECAUTIONS | | Stopped engine [ [ Block the starting mechanism [ I Shut off starting air supply | ] Engage turning gear I | Shut off cooling water | | Shut off fuel oil I j Shut off lubrication oil j j Lock turbocharger rotors
\ \
071

27, 32

3m

DATA:
D-1 Opening pressure.
160 bar

343

911-1
L60MC/MCE

SAFETY VALVE SETTING

911-1 Edition 22 Page 1 (1)

To set safety valve opening pressure. 1. Set up the safety valve in the testing device. 2. Connect the testing device to the hydraulic pump. 3. Loosen the lock nut on the safety valve. 4. Set the adjusting union nut so that the valve just closes. 5. Bleed valve and hose until oil, without air bubbles, flows out from the openings of the safety valve. 6. Screw up the adjusting union nut of the safety valve until a correct pressure is indicated (see (Data). 7. Tighten the lock nut. 8. Test the opening pressure. 9. Dismount the valve, empty out oil, and replace the valve in position.

344

911-2 Edition 20 Data 1 (1)

RELIEF VALVE FUNCTIONAL TEST

911-2 L60MC/MCE

SAFETY PRECAUTIONS JJX^ Stopped engine [^J Block the storting mechanism d^J Shut off starting air supply [_._] Engage turning gear L_j Shut off cooling water I I Shut off fuel oil [__J Shut off lubrication oil I I Lock turbocharger rotors

24, 30

911-2

RELIEF VALVE FUNCTIONAL TEST

911-2 Edition 20
Page 1 (1)

L60MC/MCE

1. The functioning of the relief valves on the crankcase doors is tested by means of the tool supplied. 2. The tool is screwed into the valve plate nut. 3. Turning the nut of the tool will open the valve.

912.01-24

ASSEMBLY OF LARGE PARTS BEDPLATE, FRAME BOX, ETC. The bedplate consists of two welded, longitudinal girders and a number of cross girders which support the main bearings. The main bearings are eguipped with steel shells, lined with white metal. F.ach main bearing has two main bearing caps which are secured by studs and nuts, designed for tightening by means of hydraulic tools. The aft end of the bedplate incorporates the thrust bearing as well as the chain drive. A frame box of the same height as the crosshead guides is bolted on to the top of the bedplate. Like the bedplate, the frame box consists of one section with the chain drive located at the aft end. Together, the bedplate and the frame box constitute the crankcase of the engine. On both sides of the engine, the frame box is fitted with hinged steel-plate doors for access to the crossheads and to the main and crankpin bearings. The bedplate, the engine frame, and the cylinder blocks, which rest on top of the frame box, are tightened together to form one unit by means of through-going stay bolts. For each cylinder the crankcase is equipped with a slotted oil outlet pipe in which the oil outlet pipe fitted to the crosshead is able to travel. From the slotted pipe the cooling oil is, through an outlet pipe, led to the oil tray of the bedplate. F.guipment for checking the oil temperature and for alarm in the event of failing oil supply is installed in conjunction with the outlet pipe. The engine bedplate is positioned on supporting chocks and secured to the engine seating in the ship by means of long holding-down bolts, which are equipped with distance tubes of cast iron. The bedplate is not bevelled, but the supporting chocks and the top plate of the engine seating are made with a bevel of 1:100 with a view to the adaptation of the supporting chocks. Plate 91215 shows the design of holding-down bolts with a spherical nut fitted at the bottom end. If the bevel between the lower nut and the top plate of the seating is greater than 1:100, holding-down bolts with spherical washers, and nuts with spherical contact face, are to be used on the lower end of the bolt. The contact faces of the top plate for nuts or spherical washers must be plane. The engine is secured in the thwartships direction by side chocks fitted in way of each main bearing. The side-chock liners are bevelled 1:100 and are fitted from the aft end at both sides. The engine is secured in the foreand-aft direction by one end chock with two end-chock bolts at the aft end of each of the two longitudinal girders of the bedplate. The endchock liners have a 1:100 bevel and are fitted from above.

P L A T E 91201-24

A R R A N G E M E N T OF STAY BOLTS

L6QMC/MCE

026

063

075

099

074

06J?

348

FRAME L60MC/MCE

PLATE 91205-52

076 028

232

-244 -2SS -268

349

PLATE 91210-45

BEDPLATE L60MC/MCE

HOLDING-DOWN BOLTS AND END-CHOCK BOLTS L60MC/MCE

PLATE 91215-13

351

S 912-50

S 912-30

TOP BRACING OF MAIN ENGINE (Shipyard work, to be carried out against special order only) By means of top bracing the main engine, it will in most cases be possible to obtain such a high natural frequency figure of the system "engine - ship's side - ship's bottom" that annoying vibrations of the engine top or ship's hull will be eliminated. lop bracing is usually mounted on the uppermost platform brackets on the starboard side (rear side) of the engine, and is executed as shipyard work in accordance with our principle drawing. The top bracing, including the friction shims, should be checked at the same intervals as apply to the holding-down bolts in order to ensure that the tightening force is correct. Bolts for the top bracing shall be tightened hydraulically, as stated on the tensioning table. If one or more of the top bracing links are omitted, the tightening force on the adjacent links shall be increased by 50?. Checking is to be carried out visually as well as by using a dial gauge (see drawing No. 782561-5) to ascertain whether relative movements occur between the top bracing and the fastening-on positions (casing or longitudinal girder). Any movement can also be measured by means of, for instance, an ASKANIA vibrograph with a high gear ratio, fastened to the top bracing with the contact point touching the casing. If a movement of more than * 0.02 mm is ascertained, the tightening force shall be increased by 40S. At the same time the hydraulic pressure reguired for loosening all the top bracings should be checked. If vibrations have still not disappeared, the tightening force should be increased by a further 40% and the loosening pressure checked once again. To check the setting of the ship (alteration of hull form) in relation to the top bracing, mount a device which enables a possible setting to be measured by means of a dial gauge, as shown on drawing No. 782561-5. Two pieces of square bar iron can, for instance, be welded to the top bracing and the fastening-on point on the casing so that, after marking with e.g. a centre punch, they together form a well-defined measuring distance. A suitable distance between the measuring points would be 200 mm. Checking for possible settings of the ship's hull should be made 3-4 times a year. In the case of tankers, further measurements should be taken after loading and unloading, and also when the ship has had a rough trip. The draught of the ship should be noted at each measuring. If exceptional deviations are ascertained, special precautions are to be taken.

352

B&W Diesel A/S Engineering

3-H20

L60MC L60MCE
No: 782441-7.4

840131

TOPBRACING ARRANGEMENT TURBOCHARGER PLACED ON THE AFT END

Cosing

Look ing Jorwgrd Special casing-cgnsgle, on reque?!. (OL extremely j>flrraw.fingine,-ja;Qm& Epg'ne-bracket.is Qmjtt.ed.

Engine-brocket omitted, when deck is in gglleryievel

1 X = Min 350
1066mm between cylindi Links, bolts and consoles to be delivered by the shipyard See also suppi drawings

Section A-B-C-D

353

B&W Diesel A/S Engineering

840126

3-H21

L60MC L60MCE
No:

TOPBRACING ARRANGEMENT TURBOCHARGER PLACED ON THE EXHAUST SIDE

782609-7.0

T/C
NA 57 NA 48

A
4720 4420 4620 4320

B
3900 3810 3900 3810

C
900 690 800 590

VTR 564 VTR 454

B&W Diesel A/S Engineering

3-H22

L60MC L60MCE
No:

840202

TOPBRACING OUTLINE

732602-4 .3

2'OTng bMtm to nOou tm auri * and BBunt mayl a atKBban M-hJtaf

355

Engine-type L-MC/MCE

0 I pressur D TiqMeninq force \ Piston area on) Standard j hydraulic jack Standard + 40% +2x40 % kN
132 104 104 mm2 bar 350 275 275 200 150 100 500 375 375 275 200 150 625 500 500 350 275 200

90 80 70 60 50 35

3770

75 57 38

Dlnlo No 3 84 617

Size Type L-MC/MCE -Engines A Description 4 Top bracing tension data Final User Description

B&W Diesel Idem No 78 27 21 0 Final User Iflpnt No

356

80.07.10 KLH KLH fr */f

NFO NO

B & W ENGINEER'S^ *St\* ' v'*' -^'N V 78 25 61 5

1 1.8A..608

S Measuring proposal for vibrations 3 of topbracing in relation to hull

357

Notes

358

912-1 Edition 24 Data 1 (1)

RE-TIGHTENING OF HOLDING-DOWN BOLTS, AND END-CHOCK BOLTS

912-1

L60MC/MCE

SAFETY PRECAUTIONS I [ [ | | I [ | j Stopped engine | Block the starting mechanism I Shut off starting air supply j Engage turning gear ] Shut off cooling water I Shut off fuel oil ] Shut off lubrication oil ] Lock turbocharger rotors

DATA: D-1 Normal tightening pressure (working pressure) for holding-down bolts and end-chock bolts, and initial tightening pressure for holding-down bolts 900 bar D-2 Increased tightening pressure (only for initial tightening of endchock bolts 990 bar

359

912-1

L60MC/MCE

RE-TIGHTENING OF HOLDING-DOWN BOLTS, AND END-CHOCK BOLTS

912-1 Edition 24
Page 1 (3)

Hydraulic tightening of holding-down bolts and end-chock bolts is carried out as detailed in section 913-1. The normal tightening pressure is indicated on the data-sheet and stamped on the tightening tool. For the initial tightening, the pump pressure is to be raised to the value indicated on the data-sheet. Then screw up the nut firmly and relieve the hydraulic tool completely of pressure. After about two minute's, raise the pressure again until the nut can be loosened. Now adjust the pressure to the normal tightening pressure indicated, tighten the nut firmly, and relieve the system of pressure. For the initial tightening of endchock bolts, the following procedure can, alternatively, be followed: Tighten the bolts to the increased pressures stated on the data-sheet and leave the bolts so tightened till after the sea trials, following which they are to be re-tightened to the normal value indicated on the datasheet as well as on the hydraulic tightening tool. Checking the bolt tightening The holding-down bolts and end-chock bolts must be checked for correct tightness at the intervals indicated in section 900-1. Before checking the bolt tightening, the fitting of the supporting chocks should be checked as far as conditions of access permit. When checking the bolts for tightness, the pressure on the hydraulic tool is to be raised slowly while it is constantly attempted to loosen the nut with the tommy bar. The oil pressure indicated by the pressure gauge when the nut comes loose ('loosening pressure') is noted down in he checking table, see drawing Nos. 782225-0 and 782226-2, following which the bolts are tightened to the normal tightening pressure. The condition of the bolted joints, and thus the general condition of the

360

912-1 Edition 24 Page 2 (3)

RE-TIGHTENING OF HOLDING-DOWN BOLTS, AND END-CHOCK BOLTS

912-1

L60MC/MCE

foundation, can be effectively checked by comparing the tables from successive bolt checkings. If, in the interval between the checkings, the 'loosening pressure1 falls below 80 per cent of the tightening pressure, the correct fitting of the relative chocks shall always be checked with loose bolts. If the chocks are in position and correctly fitted, the bolts should be taken out for inspection of threads and contact faces. Supporting chocks The supporting chocks shall be so adapted that a 5/100 mm feeler gauge cannot enter at more than 5 per cent of the entire circumference. Whether the chocks are in position can, when the respective bolts have been loosened, be checked by means of gentle taps with a hook iron placed against the chocks. When a loose chock has been moved into position, the fitting of the adjacent chocks shall be checked with a feeler gauge. If several chocks positioned next to each other have worked loose, crankshaft deflection readings must be taken after the chocks have been refitted. Side-chocks and side-chock liners After fitting, the liners are to be knocked 3 to 4 mm further inwards. The liners located in way of each main bearing at either side of the engine must be fitted and knocked into position simultaneously. The first time the ship is sailing in a fullyloaded condition after the engine has been operating for 1 ,000 hours, it should be checked at all side chocks whether the liners can be knocked further home. The liners should be checked for correct fitting with a feeler gauge each time the loosening

361

912-1 L60MC/MCE

I -K\V/l jjljgjf

RE-TIGHTENING OF HOLDING-DOWN BOLTS, AND,END-CHOCK BOLTS

912-1 Edition 24 Page 3 (3)

pressure of the holding-down bolts is checked, and thus at the same time intervals. The feeler gauge is applied at the 7 points indicated on drawing No. 782226-2, and the measurements found are entered in the proper table. They are used for the purpose of judging whether refitting or, possibly, replacement of the liners is necessary. The liners are secured in their correct position by means of grub screws.

362

engine bolt Portside /ylinder Starboard side bolt ngine rame rame no jressun? % dev. emarks no. ressure %dev. emarks no. no. no 1 1 2 2 3 3 1 1 4 I 1 1 2 2 0 2 L 3 3 4 4 _ L o 1 1 2 2 3 3 3 3 4 4 _ O -3 1 1 2 2 4 3 3 4 4 1 1 2 2 5 5 3 3 4 L, 1 1 2 2 6 6 3 3 4 i. 1 1 2 2 7 7 3 3 4 4 1 1 2 2 8 8 3 3 4 4 1 1 2 2 9 9 3 3 4 4 1 1 2 2 10 10 3 3 4 4. 1 1 2 2 11 11 3 3 4 4 1 1 2 2 19 IZ. 12 3 3 4 4 1 1 2 2 n i j 13 3 3 4 4 1 1 2 2 1A i1* U 3 3 4 4 1 1
B&W Diesel

4 1> 1J 1a o Z LLJ JT

i engine:

C T3

y "c "c -C uo U1 o o 'o ^o ,0 OJ <u c (. c "5 c E 2 Q

No. TEGN. d Control of hydraulicallv lightens ;d BLAD TEGN Na KONTR d /, holding down bolts L-M :(E)enclines. 782225-0 GOOK d nitot x/

782225-0

D O 3a a OJ m JZ "c

3OCK N2 A

PORTSIDE POINT B c d e

CYLINDER A N2

STARBORDSIDE POINT f B C d e

3*XX N

1 2 3 4 5 6 7 8 9 10 11 12 13 U
A,B-

1 2 3

1 2 3 4 5 6 7 8 9 10 11 12 13 14

} J o > c^ O)
10

FO RE

-o * u <D ^ 03 C"

j I

A,B

t
c.d.e.f. g-

ro ^1

s PORTSIDE PKFS DE VIPOINT CM BOLI SURF AT ION (hp/c N2 N? barn' a D C d Vo 1 E 2 b a

N92

1 (:,d,e.f,g r STARBORDSIDE POINT su ^ ; tD E V I - BOLT CH IKP' m >/ATION N? N b C d e b Qf 7i 1 E 2

d e b

d r~i^ \ CONTACT FACE N 1

*~ N I

/^ f

N2

,- U^ll CD CD

A FT
YARD NUMBER: N HARBOUR: AT SEA:

NAME OF SHIP: PLACE FOR CONTROL: DATE FOR CONTROL: TEGN. a B&W KONTd. d. Diesel GOOK. d. 83/10

U 0,0 U m m MAIN ENGINE: ENGINE BUILDER". NAN .

M.AO M. )NTROL OF SIDECHOCKS AND OF END TKM.H*. ^ /^CHOCKS WITH BOLTS, L-MC(E) ENGINES>. 782226-2 I/

912-3 Edition 19 Data 1 (1)

RE-TIGHTENING OF STAY-BOLTS

912-3 L60MC/MCE

SAFETY PRECAUTIONS L __[ Stopped engine |_ ^ [ Block the starting mechanism | | Shut off starting air supply [ [ Engage turning gear [ ] Shut off cooling water [ [ Shut off fuel oil |_ 1 Shut off lubrication oil | [ Lock turbocharger rotors
912

DATA: D-1 Hydraulic tightening

pressure D-2 Min. clearance 900 bar 0.4 mm
365

912-3

RE-TIGHTENING OF STAY-BOLTS

912-3

Edition 19 Page 1 (2)

L60MC/MCE

1. Before re-tightening the staybolts, remove the protective caps. 2. Clean the contact faces and mount the hydraulic tool. Start the re-tightening with one of the pairs of stay-bolts positioned nearest to the centre of the engine. Proceed by re-tightening the stay-bolts in pairs at alternate sides of the centre, towards the ends of the engine. 3. Connect the high-pressure pump by means of the high-pressure hoses, tightening the two stay-bolts placed opposite each other in the thwartships direction in one operation.

366

912-3 Edition 19 Page 2 (2)

RE-TIGHTENING OF STAY-BOLTS

912-3

L60MC/MCE

4. Maintain the hydraulic pressure at the value indicated in 0-1 , and retighten the stay-bolt nuts with a tommy bar. Before relieving the system of pressure, check with a feeler gauge that the nuts bear against the contact face. 5. After completing the re-tightening procedure, mount the protective caps. 6. The stay-bolts are mounted in such a way that, when the uppermost stay-bolt nut is loosened, there is a clearance, as stated in D-2, between the contact face of the lowermost nut and the bedplate. 7. In cases where stay bolts have been completely released, or new ones are tightened for the first time, the tightening procedure must be carried out twice, to the hydraulic tightening pressure indicated in Data D-1.

367

PLATE 91261-24

LARGE PARTS - TOOLS L60MC/MCE

368

913-1 Edition 10 Page 1 (2)

A. B. C. D. E. F. G. H. I. 3. S. U.

APPLICATION OF HYDRAULIC TOOLS

913-1

L-MC/HCE

Snap-on coupling Tool attachment thread Bleed screw Piston Cylinder Sealing rings Spacer ring Tommy bar Nut Stud or bolt Clearance Milled recess for feeler gauge

Studs or bolts provided with thread for attaching hydraulic tools and with circular nuts must be loosened and tightened up only by means of the hydraulic tools supplied. The hydraulic tools consist of a jack with internal thread to suit the tool attachment thread on the stud or bolt, and a spacer ring which is to be placed under the jack and around the nut that is to be loosened or tightened. The jack is connected to a high-pressure pump, which' is set to deliver hydraulic oil at the pressure indicated on the jack and on the data sheet in the relevant section of this instruction book. The stud or bolt concerned is thereby lengthened relative to the oil pressure applied and the piston area, and the nut can be loosened or tightened, as required, with the aid of a tommy bar. The jacks must never be overloaded or exposed to blows or impacts. They are marked with a "Max. lift", which must not be exceeded.

369

913-1 L-MC/HCE

APPLICATION OF HYDRAULIC IDOLS

913-1

Edition 10 Page 2 (2)

The hydraulic jacks are so designed that the pressure is relieved at the bottom of the pressure chamber in the event that the "Max. lift" limit is exceeded, and the oil will be pressed out into the space between the stud and the spacer ring. When the pressure is relieved in this way, the lowermost sealing ring will in most cases be damaged. Therefore inspect and, if necessary, replace this sealing ring. The oil used must be pure hydraulic oil or turbine oil (with a viscosity of about SAE 20). Oils such as, for instance, lubricating oil (system oil) or cylinder lubricating oil must NOT be used, as these oils are normally alkaline and can thus damage the back-up rings. The following instructions must be closely followed to prevent accidents or damage, and after use the jacks should be cleaned and kept in the wooden boxes supplied.
NOTE: WHEN USING HYDRAULIC TOOLS, EYE PROTECTORS AND GLOVES MUST BE USED.

MAINTENANCE Disassembling the piston and cylinder is best carried out by taking out one of the bleed screws and pressing the parts from each other by means of compressed air. After disassembling, check that there are no damage marks on the sliding surfaces of the parts. If metal particles are present, they will damage the packings. Keep the sliding surfaces and threads coated with acid-free grease or molybdenum disulphide. The hydraulic nuts do not require any maintenance other than replacement of defective sealing rings. These consist of an 0-ring and a back-up ring, which are positioned in ring grooves in the piston and cylinder.

370

913-1.1 Edition 10 Page 1 (2)

APPLICATION OF HYDRAULIC TOOLS LOOSENING OF NUT

1. Carefully clean the tool attachment thread, the nut and the surrounding parts. Grease the tool attachment thread with molybdenum disulphide or with graphite and oil. Place the spacer ring around the nut in such a position that the tommy bar can be applied through the slot when the nut is to be loosened. 2. Screw the jack on to the tool attachment thread and adjust the clearance between the piston and the cylinder to provide for contraction of the bolt/stud. The clearance is to have relation to the "Max. lift" of the jack in accordance with the table shown. Make sure that the cylinder bears firmly against the spacer ring and that these parts are guided correctly together. Connect the snap-on coupling of the high-pressure pump to the jack, loosen the bleed screw, and fill up the system until oil, without bubbles, flows out of the bleed screw, which is then tightened again.

371

913-1.1 L-MC/HCE

APPLICATION OF HYDRAULIC TOOLS LOOSENING OF NUT

913-1.1 Edition 10 Page 2 (2)

3. Increase the oil pressure to the prescribed value. If the nut does not come loose, the pressure nay be raised by approx. 50 bar, however, never more than 10" in excess of the stated tightening pressure. k. Unscrew the nut with the tommy bar, making sure that the nut is not screwed up against the jack. 5. Relieve the system of pressure, disconnect the high-pressure pump, and remove the hydraulic tools.

372

913-1.2 Edition 10 Page 1 (2)

APPLICATION OF HYDRAULIC TOOLS TIGHTENING OF NUT

913-1.2

L-MC/HCE

1. Thoroughly clean the nut, the main thread, the tool attachment thread, the Penn securing, if fitted, the contact faces, and surrounding parts. Make sure that the nut fits easily on the thread, and lubricate the main and tool attachment threads and the thread in the nut with molybdenum disulphide or with graphite and oil. Fit the nut on the thread and tighten it with the tommy bar. Check with a feeler gauge that the contact face of the nut bears on the entire circumference. Place the spacer ring around the nut in such a position that the tommy bar can be applied through the slot for the purpose of tightening the nut. 2. Press the piston and the cylinder of the jack firmly together. Screw the hydraulic jack on to the tool attachment thread. Make sure that the cylinder of the jack bears firmly against the spacer ring and that the parts are guided correctly together. Connect the snap-on coupling of the high-pressure pump to the jack, loosen the bleed screw, and fill up the system until oil, without bubbles, flows out of the bleed screw, which is then tightened again.

913-1.2 L-MC/MCE

APPLICATION OF HYDRAULIC TOOLS TIGHTENING OF NUT

913-1.2 Edition 10 Page 2 (2) the the apthe

3. Increase the oil pressure to prescribed value, and tighten nut by means of the tommy bar plied through the slot of spacer ring.

4. While maintaining the pressure, check with a feeler gauge introduced through the recess at the bottom of the spacer ring that the nut bears against the contact face. 5. Relieve the system of pressure, disconnect the pump, and remove the hydraulic jack. 6. When new studs, bolts or nuts are tightened for the first time, the jack is not to be removed, but loosen the nut as described under "Loosening", points 3-4-5, and then tighten the nut again according to the procedure under "Tightening", points 3-4-5.

913-1.3 Edition 10 Page 1 (1)

HYDRAULIC TOOLS SUBSEQUENT CHECKING OF BOLT TIGHTENING

1. Mark off the position of the nut in relation to its contact face. 2. Tit the hydraulic tools as described under loosening, points 1-2. 3. Increase the oil pressure slowly towards the prescribed value while trying continuously with the tommy bar to loosen the nut. Note down the oil pressure indicated by the pressure gauge when the nut comes loose. 4. Pump until reaching the correct tightening pressure, and retighten the nut, if required. 5. Relieve the system of pressure, disconnect the high-pressure pump, and remove the hydraulic tools. 6. Note down the angular displacement, if any, of the nut, or measure and note down the distance "x" between the mark on the contact face and that on the nut.

HYDRAULIC TOOLS MAINTENANCE

913-1.4 Edition 10 Page 1 (1)

1. The hydraulic jacks require no maintenance except replacement of defective sealing rings, each of which consists of an 0-ring and a back-up ring fitted in ring grooves in the piston and cylinder. The piston and cylinder are easily separated by taking out the bleed screw and pressing the parts apart with the help of compressed air. Make sure that there are no marks or scratches on the sliding surfaces of the parts. The presence of metal particles will damage the sealing rings. 2. The sealing rings are to be fitted with the 0-rings nearest to the pressure chamber and with the back-up rings away from the pressure chamber. After fitting the sealing rings, the piston and cylinder are pressed together by means of the tool supplied. See that the rings do not get stuck between the piston and cylinder.

376

913-2 Edition 02 Page 1 (4) 1. GENERAL

HYDRAULIC NUT

913-2

L-MC/MCE

The hydraulic nut is a unit consisting of: a) cylinder b) piston c) outer nut. The cylinder is provided with access holes which can be fitted with high-pressure supply tubes and bleed screws. The piston and cylinder are designed with ring grooves for 0-rings with back-up rings. The oil used in the hydraulic system shall be a pure hydraulic oil or turbine oil. Lubricating oil or cylinder oil must NOT be used, as these oils are normally alkaline and can thus damage the back-up rings. When replacing defective oil sealing rings, note that the back-up ring shall face away from the pressure space and that the arched surface shall face the oil sealing ring. After mounting, check that the back-up ring is undamaged.

913-2

HYDRAULIC NUT

913-2
Edition 02

L-MC/MCE
MOUNTING OF NUT

Page 2 (4)

Carefully clean the thread and contact surfaces and remove burrs. Then coat with lubricant having a grit size of approx. 0.5 ^jm, for instance MoS2 (Molybdenum disulphide) or a non-synthetic graphite mixed with oil. 2. Screw the nut onto the stud and tighten lightly with spanner or tommy bar, so that the piston and cylinder are pressed together. 3. Connect the high-pressure pump to the access hole of the nut. Loosen the bleed screw and fill up with oil until the oil, without air bubbles, flows out of the bleed screw, and then close the screw. Now raise the oil pressure to the specified value, with maximum deviation +2%. 4. Turn the outer nut against the cylinder and check, by means of a 0.05 mm feeler gauge, that it lies true against the contact surface. Relieve the pressure, which completes the tightening of the nut. If several nuts shall be mounted or dismounted, connect all of them together with the same pump so that a uniform and simultaneous tightening (or dismounting) is obtained.

913-2 Edition 02 Page 3 (4)

HYDRAULIC NUT

5. DISMOUNTING OF NUT

Connect the high-pressure pump to the access hole of the nut. Loosen the bleed screw and fill up with oil until the oil flows out of the screw without air bubbles and then close the screw. Raise the oil pressure to the specified value, and then turn the outer nut back and relieve the pressure. If the nut cannot be loosened at the specified pressure, increase the pressure slowly while continuing the attempts to turn the outer nut loose. However, the specified pressure must not be exceeded by more than 1QS. If the outer nut is still not loose, test with a 0.05 mm feeler gauge whether the nut is free of the support. If the union nut is free but cannot be loosened, reduce the pressure until the feeler gauge can just be inserted under the union nut, and then try to loosen it by means of a pin spanner and hammer. If the union is not free of the support, it must be presumed that it had been tightened with the wrong pump pressure, so the pump pressure must again be increased until the union nut can be loosened. Afterwards examine the nut for deformities and check the pressure gauge of the pump.

913-2

HYDRAULIC NUT

913-2 Edition 02 Page 4 (A)

L-MC/MCE

6. DISMOUNTING OF NUTS WITH DEFECTIVE SEALING RINGS In the case of defective sealing rings in the hydraulic tightening unit, loosening can be effected in the following way: Mount a lubricating nipple, suitable for the tube on a high-pressure lubricating gun, instead of the snap-on coupling part. Loosen the bleed screw and fill the system with high-pressure grease instead of lubricating oil until the grease starts to come out of the bleed screw, and then close this screw. Fit the snap-on coupling part in place of the grease nipple and loosen the nut in the usual way, using the hydraulic highpressure pump.

913-5 Edition 02 Page 1 (1)

TIGHTENING WITH TORQUE SPANNER

Before screwing the nuts on, the threads and the contact faces should be greased with a mixture of graphite and oil or molybdenum disulphide with a friction coefficient jj = 0.1 - 0.12 (e.g. MOLYK01E paste type G). The nuts should fit easily on the thread, and it should be checked that they bear on the entire contact face. In the case of new nuts and studs, the nuts are to be tightened and loosened two or three times in order that the thread may assume its definite shape; thus obviating the risk of loose nuts. Nuts secured with a split pin are to be tightened to the stated torque and then to the next split-pin hole. The torque spanner for torques higher on it, and it must hammering on it or must not be used than those stamped not be damaged by the like.

Rahsol torque spanner The handle of the torque spanner is provided with a scale indicating the torques at which the spanner can be set. For setting the spanner at the required torque, there is a ball on a small arm at the end of the handle. By pulling the ball with the arm outwards, a small crank handle is formed. A spring-loaded slide in the handle is provided with a mark which, when turning the crank handle, can be set at the required torque on the scale. The functioning of the torque spanner is as follows: The above-mentioned spring acts on a pawl system in the handle, and when using the spanner, this pawl system will be released when the pre-set torque has been reached, at which moment a small jerk is felt in the spanner and a small click is heard.

381

913-6 Edition 02 Page 1 (1)

TIGHTENING ACCORDING TO TIGHTENING GAUGE

913-6

L-MC/MCE

Before effecting the tightening, clean the threads and contact faces and coat with molybdenum disulphide or graphite and oil. Screw up the nut (screw) lightly with a short skeleton spanner. Place the tightening gauge round the nut, and mark off with chalk on the nut at the slot "A" on the tightening gauge, and make another chalk mark on the contact face at the slot "B". Then tighten the nut until the two chalk marks coincide. When tightening new studs or bolts for the first time, loosen again and repeat the procedure to allow the parts to settle.

382

913-7 Edition 01 Page 1 (1)

LOCKING OF SCREWS AND NUTS

913-7
L-MC/MCE

All screwed and bolted connections inside the engine, as well as all movable joints are secured against untimely loosening by means of different types of locking devices. When reassembling the engine after overhauls, it is vital that all such screws and nuts are again locked correctly. 1. Lock washers, tab washers, locking plates, etc., must always be replaced. The tab-like projections, etc., on the washers are to be bent back over one of the flats of the screw or nut concerned. 2. Used spring washers must be replaced. 3. Self-locking nuts may only be used 5 times. Therefore, give the nut a centre punch mark each time it is loosened. 4. Penn locking devices: Tighten the main nut and subsequently tighten the lock screw. 5. Locking wire: Always fit new wire after tightening-up the screws.

3R3

913-10 Edition 08 Data 1 (1)

EMERGENCY PROCEDURE FOR DISMOUNTING THE HYDRAULIC RING

SAFETY PRECAUTIONS feCj Stopped engine l Block the storting mechonisn I Shut off starting air supply Engage turning gear j Shut off cooling water Shut off fuel oil | j Shut off lubrication oil [ J Lock turbochorger rotors

19, 22

5, 6

384

913-10

EMERGENCY PROCEDURE FOR DISMOUNTING

913-10 Edition 08 Page 1 (5)

L60MC/MCE

THE HYDRAULIC RING

1. The union nut on a leaking hydraulic unit in a hydraulic ring can be loosened in the following way: 2. Dismount the bleed screws (a+b) on both sides of the defective unit. 3. Mount a lubricator nipple in one of the bleed holes (b).

385

913-10 Edition 08 Page 2 (5)

EMERGENCY PROCEDURE FOR DISMOUNTING THE HYDRAULIC RING

4. Connect a high-pressure grease gun to the lubricator nipple and force in grease until grease comes out of the other hole (a). 5. Block the hole (a) by means of a shut-off nipple consisting of a copper pin, a steel pin, a union nut and a screw which is to be tightened until the copper pin has been compressed.

386

913-10

EMERGENCY PROCEDURE FOR DISMOUNTING

913-10 Edition 08 Page 3 (5) (c).

L60MC/MCE

THE HYDRAULIC RING

6. Dismount the bleed screw

7. Force grease through the lubricating nipple (b) until grease comes out at the bleed hole (c). 8. Dismount the lubricator nipple (b), and re-mount the bleed screws in b and c. 9. Opposite the leaking hydraulic unit, mount the quick coupling instead of the bleed screw.

387

913-10 Edition 08 Page 4 (5)

EMERGENCY PROCEDURE FOR DISMOUNTING THE HYDRAULIC RING

913-10

L60MC/MCE

10. Mount the bleed screw where the quick coupling has been taken from. Connect the hydraulic high pressure pump to the quick coupling. After bleeding the system, increase the pressure to the value stated in Data 901-1, + 10SS. First loosen the leaking union nut, fallowed by loosening all the remaining union nuts (all at least 1 .1/2 turns). 11. Dismount the pistons (at the ducts which are full of grease), shut-off nipple and bleed screws. Replace defective 0-rings and back-up rings. 12. Drill out the copper pin.

388

913-10

EMERGENCY PROCEDURE FOR.DISHDUNTING

L60MC/MCE

THE HYDRAULIC RING

913-10 Edition 08 Page 5 (5)

13. Clean out all holes and ducts very carefully for swarf etc. 14. Re-mount the various pistons and bleed screws. 15. In case the nuts will not come loose in the way described, it is possible to use the special spanner shown. The spanner is placed round the outer nut and fastened by means of the screws. However, the spanner must never be used for tightening the nuts.

389

PLATE 91351-13

ACCESSORIES FOR HYDRAULIC TOOLS L-MC/MCE

Port .No.
070

1m 1m
3m

3m

6m

034

6m

058

390

LIFTING TOOL;;, f i r .
L-MC/MCE

P L A T E 91356-19

Thread M12 M16 M20 M24 M30 Thread M16 Thread M12 Ml 6 M20 M24 M30

Max . I oad 340 kg 700 kg 1,200 kg 1,800 kq 3,600 kg Max . 1 oad

B&W Standard No. EN69R12 EN69R16 EN69R20 EN69R24 EN69R30 B&W Standard No. EN69T16150 B&W Standard No. EN518E12 EN518E16 EN518E20 EN518E24 EN518E30

Max . 1 oad 630 kq 1,000 kg 1,600 kg 2,500 kg 4,000 kg

Length 6m

Max . 1 oad 5,800 kg

Item no. 018

Length 1060x250 mm

Item no. 043

Max. load 500 kg 2,000 kg

Item no. 079 080

Max. load 3,000 kg

Item no. 102

391

P L A T E 91361-18

SPANNERS

L60MC/MCE

Combination spanner B&W Standard No. Size 10 EN554K 10 11 EN554K 11 12 EN554K 12 13 EN554K 13 14 EN554K 14 17 EN554K 17 19 EN554K 19 22 EN554K 22 24 EN554K 24 27 EN554K 27 30 EN554K 30 32 EN554K 32 EN554K 36 36

Double open-ended spanner B&W Standard No. Size 6 - 7 EN552F 67 EN552F 810 8 - 10 12 - 14 EN552F 1214 EN552F 1317 13 - 17 19 - 22 EN552F 1922 EN552F 2430 24 - 30 27 - 32 EN552F 2732 EN552F 3641 36 - 41 EN552F 4650 46 - 50 EN552F 5560 55 - 60

Single-ended spanner Size B&W Standard No. EN551F 65 65 75 EN551F 75 85 EN551F 85

392

SPANNERS L60MC/MCE

P L A T E 91362-20

Ring impact spanner Size B&W Standard No. EN554L 30 30 32 EN554L 32 36 EN554L 36 41 EN554L 41 46 EN554L 46 EN554L 50 50 55 EN554L 55 60 EN554L 60 65 EN554L 65 75 EN554L 75

Open-ended impact spanner Size B&W Standard No. 30 EN553E30 32 EN553E32 36 EN553E36 41 EN553E41 46 EN553E46 50 EN553E50 55 EN553E55 85 EN553E85

393

PLATE 91363-20

SPANNERS

L60MC/MCE

"V )' )

[n ml

) 1 ) ) ) i ) i ? 1

Designation Complete Ratchet Slide T- handle Universal joint r~ Extension Extension Socket

., <
Socket for internal hexagon

B&W Standard No. Small set E N5o3Hl EN506B 12,5 EN506A 12,5 EN506P 12,5 EN506F 12,5125 EN506F 12,5250 EN506L 10 EN506L 13 EN506L 17 EN506L 19 EN506L 22 EN506G EN506G E^J506G EN506G EN506G EN506G EN563G 5 6 7 8 10 12 1

B&W Standard No. . ...Large set ..,, EN563H2 EN506B 20,0 EN506A 20,0 E N506P 20, 0 E N506F 20, 0200 E N506F 20, 0400 E N506L 24 E N506L 27 E N506L 30 E N506L 32 E N506L 36 E N506L 41 EN506G 14 EN506G 17 EN506G 19

..
Box

E N563G 2

Sock et wrench set for internal hexagon Complete Size 7 mm 12 mm 14 mm -I 17 mm 19 mm

B&W Standard No. EN549G 1 EN549A 7 EN549A 12 EN549A 14 EN549A 17 EN549A 19

Sock et wrench set for internal hexagon B&W Standard No. Complete ^_ Size EN549E 1 1 .5 mm EN549A 1,5 2 mm EN549A 2 2.5 mm EN549A 2,5 3 mm fl EN549A 3 ^< 4 mm E N549A 4 5 mm EN549A 5 6 mm EN549A 6 8 mm EN549A 8 10 mm EN549A 10

394

SPANNERS, ETC.

P L A T E 91364-26

L60MC/MCE

077

ww

059 -060

084 096 706 -776

-737 14 3 -155

395

PLATE

91366-11

INSTRUMENTS

L60MC/MCE

073

396

Engineering Research, Design A Development Center 5yd 161 Stamhoktien DK-265Q hMdovre Copenhagen, Denmartc